Final
Gold Right Pty Ltd
Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
June 2017
Final |
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 238546-00
Arup Final Arup Pty Ltd ABN 18 000 966 165
29 Jun 2017 Arup Level 14, 2 The Esplanade Perth www.arup.com Updated TA to refelct revised layout (realignment of Aquamarine Parade) and City of Rockingham and Main Roads WA preferred traffic solution
Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
Contents
Page
1 Introduction 5
2 Background 8 2.1 Transport Assessment Report (TA), prepared by Transcore (February, 2013) 8 2.2 Interim Scenario Access Modelling Assessment, prepared by Arup (May, 2015) 9 2.3 Modelling Update and Transport Assessment Refresh, prepared by Arup (December 2015) 10 2.4 Further advice received from Main Roads WA and City of Rockingham 11
3 Existing Situation 12 3.1 Existing Road Network 12 3.2 Existing Public Transport Facilities 14 3.3 Existing pedestrian and cyclist facilities 15
4 Structure Plan Proposal 17 4.1 Proposed Future Access Arrangements 18
5 Traffic Model Development 20 5.1 Matrix Development 20 5.2 Network Development 25
6 Proposed Internal Transport Network 27 6.1 Road Hierarchy 27 6.2 Internal Structural Plan Road and Intersections 36 6.3 Internal Public Transport Network 38 6.4 Internal Pedestrian and Cyclist Facilities 40
7 Recommendations to the External Transport Network 43 7.1 Analysis of External Transport Network 43 7.2 Summary of Analysis Results 56
8 Conclusion 61
Table 1 Mandurah Road/Singleton Beach Road Intersection Crash Data 14 Table 2: Mandurah Road/Crystaluna Drive Intersection Crash Data ...... 14
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Table 3 Internal Zone Breakdown ...... 21 Table 4 External to External Zone Trip Ends for 2015 and 2026 (extrapolated) 23 Table 5 Trip Rates Adopted in Karnup SATURN Model ...... 23 Table 6 2026 Internal Zone Trip Ends ...... 24 Table 7 Scenario 1 Trip Ends used for SATMX Furness ...... 25 Table 8 Traffic volume threshold for detailed intersection analysis .... 36 Table 9 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Base Scenario – AM, PM ...... 46 Table 10 SIDRA Results - Mandurah Rd/Crystaluna Dr - Scenario 1 – AM, PM 48 Table 11 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Scenario 1 – AM, PM 49 Table 12 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - 3way Priority Controlled T intersection – AM, PM ...... 51 Table 13 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Priority Controlled Staged Crossing AM, PM ...... 53 Table 14 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Roundabout – AM, PM ...... 54 Table 15 SIDRA Analysis - Scenario 2 - Mandurah Rd/Singleton Beach Rd Intersection – AM, PM ...... 55 Table 16 Summary of SIDRA Analysis Outcomes ...... 57 Figure 1: Aerial view of subject site ...... 6 Figure 2: LSP showing Lots 3, 805 and 806 Mandurah Road, Karnup ...... 7 Figure 3: Existing Road Network ...... 13 Figure 4: Existing Local Bus Service Map (Source: Transperth Online Network Maps) ...... 15 Figure 5: Existing Cycling Facilities (Source: The Perth Bike Map series, Department of Transport Website, April 2014) ...... 16 Figure 6: Site Location within Metropolitan Region Scheme Context (MRS Online Maps, Department of Planning Website, September 2014) ...... 17 Figure 7: SATURN Model Network and Zoning System ...... 22 Figure 8: Proposed LSP Road Hierarchy and cross section locations (source: Emerge Landscape Strategy, June 2017) ...... 28 Figure 9: Section 1 - Integrator B Section Mandurah Road intersection - 28 metre road reserve (source: Emerge Landscape Strategy, June 2017) ...... 29 Figure 10: Section 2 - Integrator B Section interim Crystaluna Drive intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017) ...... 29 Figure 11: Section 3 - Integrator B Section Aquamarine Parade to Paganoni Road intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017) ...... 30 Figure 12: Section 4 - Neighbourhood Connector A – 28.0m Road Reserve (source: Emerge Landscape Strategy, June 2017) ...... 31 Figure 13: Section 5 - Neighbourhood Connector A – 22.0m Road Reserve (source: Emerge Landscape Strategy, June 2017) ...... 31
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Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
Figure 14: Section 6 - Neighbourhood Connector A – 26.3m Road Reserve (source: Emerge Landscape Strategy, June 2017) ...... 31 Figure 15: Section 7 - Neighbourhood Connector A – 25.0m Road Reserve (source: Emerge Landscape Strategy, June 2017) ...... 32 Figure 16: Section 8 – Access Street B Commercial – 16.0m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 33 Figure 17: Section 9 – Access Street D Adjacent POS – 13.0m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 33 Figure 18: Section 10 – Access Street D residential – 15.0m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 34 Figure 19: Section 11 – Access Street D residential roadside swale – 21.0m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 34 Figure 20: Section 12 – Access Street D Mandurah Road interface – 13.8m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 35 Figure 21: Section 13 – Access Street D railway interface – 14.0m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 35 Figure 22: Section 14 – Laneway – 6.0m road reserve (source: Emerge Landscape Strategy, June 2017) ...... 36 Figure 23: Proposed intersection and LATM treatments ...... 38 Figure 24: The Proposed Location of the Future Karnup Train Station ...... 39 Figure 25: Proposed bus routes through the LSP area (source: Roberts Day West Karnup LSP report, 2017) ...... 40 Figure 26: Internal pedestrian and cycle path network (Source: Roberts Day West Karnup LSP report, 2017) ...... 42 Figure 27: Base Scenario - Mandurah Rd/Singleton Beach Rd Intersection Layout ...... 45 Figure 28: Scenario 1 - Mandurah Rd/Crystaluna Dr Intersection Layout ...... 47 Figure 29: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Staged Crossing ...... 52 Figure 30: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Roundabout ...... 54 Figure 31: Final agreed intersection layout of Crystaluna Drive/Madnurah Road intersection and northern Paganoni Road connection (source: City of Rockingham / Main Roads) ...... 62 Appendices
Appendix A Lots 3, 805 & 806 Mandurah Road LSP
Appendix B SIDRA Analysis Outputs
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DOCUMENT VERIFICATION
Job title Lots 805, 806, 3 Karnup Job number 238546-00 Document title Transport Assessment (TA) Refresh File reference
Document ref June 2017 Revision Date Filename Karnup_TA Refresh_DRAFTv2_01032016 Draft 1 01 Description March First draft 2016 Prepared by Checked by Approved by Name Ahmad Qader Darryl Patterson Darryl Patterson
Signature
Draft 2 08 Filename Karnup_TA Refresh_DRAFTv3_08032016 March Description Second draft – Clients comments incorporated 2016
Prepared by Checked by Approved by Name Ahmad Qader Darryl Patterson Darryl Patterson
Signature
Final 29 June Filename Karnup_TA Refresh_Final_23062017.docx 2017 Description Updated to reflect revised Aquamarine Drive alignment and preferred City of Rockingham / Main Roads preferred access solution. Prepared by Checked by Approved by Name Darryl Patterson Darryl Patterson Darryl Patterson
Signature
Filename Description
Prepared by Checked by Approved by Name
Signature
Issue Document Verification with Document
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Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
1 Introduction
Arup was commissioned by Gold Right Pty Ltd to prepare this Transport Assessment (TA) for the proposed Karnup Local Structure Plan (LSP). The LSP extends over Lots 3, 805 and 806, all of which are adjoining east of Mandurah Road with a total combined area of approximately 113.33ha. Figure 2 illustrates an aerial image of the LSP site, and shows the LSP area including Lots3, 805, and 806 Mandurah Road, Karnup. The LSP site is situated immediately east of Mandurah Road from approximately 500m south of Singleton Beach Road intersection to Crystaluna Drive at the north. It extends east from Mandurah Road to the Perth-Mandurah railway reservation boundary. A sand extraction operation previously taking place over a section of the subject site has ceased. The remaining portions of the site are vacant bushland. The proposed LSP is anticipated to yield approximately 1,255 residential lots (mix of medium and low density) in addition to a public primary school and a commercial precinct with a neighbourhood shopping centre. According to the Public Transport Authority as part of the planning for southern suburbs railway link, the future Karnup Train Station is proposed to be located approximately 350m north of the northern boundary of the LSP area.
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Figure 1: Aerial view of subject site
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Figure 2: LSP showing Lots 3, 805 and 806 Mandurah Road, Karnup
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Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
2 Background
A Transport Assessment (dated February 2012) was prepared by Transcore and submitted as part of the original LSP application. Whilst the original LSP excised Lot 805 from the development application, the Transport Assessment assessed the impact of all three Lots. The Transcore Transport Assessment assessed an ultimate access scenario, with signalised intersection upgrades at Singleton Beach Road/Mandurah Road (Main Access) and Crystaluna Drive/Mandurah Road (Northern Access). The ultimate scenario with a Crystaluna Drive northern access relies on the realignment of Paganoni Road to Dampier Drive and decommissioning of the Mandurah Road/Paganoni Road intersection. This future Paganoni Road link is still in the early stages of planning, with no timeframe commitment and is partly dependent on the final planning of the Karnup Transit Oriented Development (TOD). Following discussions (May, 2015) with Main Roads WA (MRWA), it was advised that until the realignment and decommissioning of the Paganoni Road/Mandurah Road intersection, a northern access from the LSP area at Crystaluna Drive would be restricted to left-in/left-out (LILO) access. MRWA also advised that having two signalised intersections onto Mandurah Raod in such proximity was insufficient. Due to the uncertain design and timing of the Paganoni Road realignment, Arup was commissioned to seek an interim northern access solution for the ultimate development of the LSP area, while recognising that a restricted LILO northern access would be inadequate to service development of Lot 805. Arup explored and tested a number of scenarios to identify a preferred access option. This involved undertaking further SIDRA analysis to assess additional northern access scenarios for the full development comprising Lots 806, 3 and 805 and their impact on the Mandurah Road/Singleton Beach Road intersection. It was also agreed with MRWA, the City of Rockingham and Department of Planning that to avoid the potential confusion of having both the Transcore TA in addition to the more recent Arup assessments supporting the LSP, that Arup would produce this new standalone TA for the entire LSP area, taking into account that Lot 3 and Lot 806 are committed as both lots are subject to a previously approved LSP. Below is a summary of the work done to date by Transcore and Arup.
2.1 Transport Assessment Report (TA), prepared by Transcore (February, 2013) This ultimate scenario Transport Assessment (TA) was prepared to address the transport implications of the proposed Local Structural Plan (LSP) comprising lots 3, 805 and 806. Transcore originally prepared a TA for the initial LSP in August 2011, and whilst the original LSP excised Lot 805 from the application for approval, the TA prepared by Transcore assessed the impact of all three Lots. Following submission of the LSP and the TA, preliminary comments from the
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assessment/referral agencies resulted in several revised LSP designs with alternative external intersection arrangements.
Transcore developed an EMME3 traffic model for the proposed LSP area based on the revised LSP prepared by Development Planning Strategies. The transport model was utilised to investigate the proposed access system for the LSP. Access to the LSP proposed four access locations as follows;
Paganoni Road Link – a new link road proposed to connect LSP with the realigned Paganoni Road; Northern Access – conversion of existing, 3 way priority controlled Mandurah Road/Crystaluna Drive intersection into a 4-way signalized intersection; Main Access – conversion of existing, 3 way signalized Mandurah Road/Singleton Beach Road intersection into a 4-way signalized intersection; and Southern Access – a new left in/left out intersection on Mandurah Road, approximately 370m south of the existing Mandurah Road/Singleton Beach Road intersection.
The Transcore TA assessed the ultimate access scenario, with signalised intersection upgrades at Singleton Beach Road/Mandurah Road (Main Access) and Crystaluna Drive/Mandurah Road (Northern Access). Preliminary analysis of the two signalised intersections for the year 2031, based on Main Roads WA 2031 ROM model and Transcore’s EMME3 model was undertaken to identify ultimate intersection layouts required with the future upgrading of Mandurah Road to six lanes to accommodate future regional traffic growth.
2.2 Interim Scenario Access Modelling Assessment, prepared by Arup (May, 2015) This Interim Access Modelling Report was produced as an addendum to the Transcore Transport Assessment (dated February 2013) and it serves to outline the results of the modelling undertaken to assess the impact of a left-in left-out northern access on the operation of the Main Access. The ultimate scenario Mandurah Road/Crystaluna Drive intersection upgrade (northern access) relies on the realignment of Paganoni Road to Dampier Drive and decommissioning of the Mandurah Road/Paganoni Road intersection. This future Paganoni Road link is still in the planning stages with no funding commitment whilst being partly dependent on the final layout of the Karnup TOD.
Due to the uncertain nature of the Paganoni Road realignment further analysis was undertaken to seek an interim access solution for the northern access. Following discussions with Main Roads WA and Department of Planning, it was agreed that until Paganoni Road is realigned the northern access should be an uncontrolled left-in left-out intersection located directly adjacent to the intersection of Crystaluna Drive/Mandurah Road.
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In order to assess the impact of a left-in left-out northern access on the operation of the Singleton Beach Road access, a SATURN traffic model was developed for design years 2026 AM and PM peak hour for the entire Karnup development – Lot 805, Lot 806 and Lot 3. In developing the SATURN model, Arup scrutinised the assumptions used within the EMME3 model developed previously by Transcore and reflected these within the SATURN model where deemed appropriate. To further enhance the robustness of the SATURN model, additional traffic volume data was collected on Wednesday 4 March 2015 at Singleton Beach Road/Mandurah Road and Crystaluna Drive/Mandurah Road and reviewed against model output. The demand flows derived from the SATURN model were used to inform a detailed SIDRA analysis of the Singleton Beach Road intersection performance.
The modelling undertaken demonstrated that by 2026, the creation of a left-in left- out intersection to the north of the development assists vehicles accessing the development from the north. The restriction to a left-in left-out arrangement hinders northbound movements. All northbound vehicles exiting the development are required to utilise the Singleton Beach Road access – placing pressure, beyond that of the previously assessed ultimate scenario, on the operation of this intersection. It also concluded that should the ultimate access scenario not be fulfilled and Paganoni Road remain at its current location, there is a need to provide significant improvements to the Singleton Beach Road in order to minimise delays and queuing on Mandurah Road and to improve access to the development site.
2.3 Modelling Update and Transport Assessment Refresh, prepared by Arup (December 2015) Further analysis was undertaken to address the concerns and queries raised by Main Roads WA, Department of Planning, and City of Rockingham. These concerns were primarily focused on;
The need for a workable access solution to service Lot 805; The need to ensure no additional adverse impacts on the operation of the Singleton Beach access as a result of Lot 805 development; and The need to provide an access solution that provided flexibility to accommodate future road modifications required for the Karnup station TOD.
It involved revising the existing SATURN local area model and undertaking SIDRA analysis to assess three access scenarios and their impact on the Mandurah Road/Singleton Beach Road intersection. The main objective of this update was to arrive at a comprehensive accessibility solution that offers an adequate level of access to the full development comprising Lots 806, 3 and 805 and provides flexibility for future changes to the regional road network. Tested scenarios were as follows;
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2026 Committed Development – Lot 806 and Lot 3 are subject to an approved LSP and are therefore considered committed development;
2026 Scenario 1; Full LSP development with the conversion of northern left in left out arrangement to a four way signalized intersection (all movements). MRWA was not in support of this scenario due to concerns of having two signalized intersections onto Mandurah Raod in such proximity.
2026 Scenario 2; Full LSP development with the removal of northern left in left out intersection and the creation of a new connection to Paganoni Road forming an all movements three way intersection. An intersection at Paganoni Road has been investigated regarding possible control type and geometry, with the right turn movement out of the LSP site being critical in a capacity context. Three options of intersection control were examined:
o Three way priority controlled T intersection with shared through and right movement lane on Paganoni Road. o Three way priority controlled crossing, with staging in the median for right turns out of the LSP access road; and o Three way priority controlled roundabout (single lane circulating flow).
It was also agreed that a new TA for the entire LSP area be produced, taking into account the fact Lot 3 and Lot 806 are committed. All the aforementioned tested scenarios assumed signalisation of Singleton Beach Road (as existing). Analysis of access scenarios aimed at arriving at a workable access solution that doesn’t necessitate widening of Mandurah Road.
Analysis results will be discussed in more details in the following sections allowing for Lot 806 and Lot 3 to be considered as committed development and included within the base year analysis.
2.4 Further advice received from Main Roads WA and City of Rockingham Subsequent to the analysis undertaken in December 2015, further consultation was undertaken with Main Roads and City to confirm a desirable northern access arrangement to Paganoni Road. Using the demand volumes from the SATURN modelling Main Roads and the City determined a suitable access arrangement being a left in, left out, right out arrangement at a location on Paganoni Road west of the rail overpass. This access arrangement is shown in Figure 31.
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3 Existing Situation
The LSP extends over Lots 3, 805 and 806 Mandurah Road with a total combined area of approximately 113.33ha. It is situated approximately 55km south of the Perth CBD and approximately 10km northeast of Mandurah town centre. Existing residential subdivisions are located immediately to the west and across Mandurah Road and approximately 1.2km to the south of the subject site.
3.1 Existing Road Network The LSP is positioned immediately east of Mandurah Road from approximately 500m south of Singleton Beach Road intersection to Crystaluna Drive at the north. It extends east from Mandurah Road to the Perth-Mandurah railway reservation boundary. A sand extraction operation that was formerly taking place over a section of the subject site has ceased. The remaining portions of the site are vacant bushland.
Mandurah Road consists of a four-lane, dual divided carriageway with a wide median cross section. At the West Karnup location, Mandurah Road operates under a 100km/hr speed limit regime. Mandurah Road is classified as a Primary Regional Road (PRR) in the Metropolitan Region Scheme (MRS) and in the the Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy document, Mandurah Road is classified as a Primary Distributor road under the care and control of Main Roads WA.
In both northbound and southbound directions, Mandurah Road geometry entails a flat terrain with good sight lines. According to the traffic count information sourced from Main Roads WA, this road (south of Singleton Beach Road) carried approximately 25,200 vehicles per weekday in September 2010 with approximately 5.5% heavy vehicle component. Crystaluna Drive and Singleton Beach Road are both Local Distributor Roads constructed to a kerbed, 2-lane, single-carriageway standard. On the approach to Mandurah Road Crystaluna Drive and Singleton Beach Road entail a speed limit of 60km/h and 50km/h, respectively. In the immediate vicinity of the LSP Mandurah Road forms a stop-controlled T intersection with Crystaluna Drive right-turn pocket and left turn slip lane on Mandurah Road.
In the south from lot 806; Mandurah Road/Singleton Beach Road intersection was recently upgraded from a 3-way signalised T intersection to provide an access connection to the southern part of LSP area via Redwood Avenue. A fully- channelized 4-way signalized intersection has been recently completed with right and left turn pockets and left-turn slip lanes on Mandurah Road north and south approaches. Redwood Avenue is a 4-lane dual-carriageway with a left-turn pocket and a left-turn slip lane in place to accommodate the LSP area right-turns merging with Mandurah Road southbound traffic. Paganoni Road is a 2-lane, single carriageway, rural standard road which
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provides a connection between Mandurah Road and Forrest Highway. Paganoni Road is reserved Other Regional Roads (ORR) in the MRS. Mandurah Road forms a T intersection with Paganoni Road which is controlled by traffic signals and is fully channelised with right-turn pocket and a left turn slip lane and is planned to be upgraded to four lanes (dual carriageways) in the future. Figure 3 below highlights the surrounding existing road network.
Figure 3: Existing Road Network
There is also a left in connection on Mandurah Road, approximately 370m south of the existing Mandurah Road/Singleton Beach Road intersection. Main Roads
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WA Intersection Crash Ranking Report covers all intersections which have had one or more reported road crashes over 5 years period ending 31-12-2014, and it provides detailed crash data for the Mandurah Road/Singleton Beach Road and Mandurah Road/Crystaluna Drive intersections over that period. Detailed crash report information for these intersections are outlined below in Table 1 and Table 2 Table 1 Mandurah Road/Singleton Beach Road Intersection Crash Data
Mandurah Rd/Singleton Beach Rd Intersection Classification Intersection No. State Frequency Rank State Cost Total Rank Crashes State Road Only (including 3528 854 711 26 National Highway Rear Side Right Right Wet Night Ped Cycle Truck Motorcycle Casualty End Swipe Angle Thru 21 2 1 1 7 8 0 0 3 2 1
Table 2: Mandurah Road/Crystaluna Drive Intersection Crash Data
Mandurah Rd/Crystaluna Dr Intersection Classification Intersection No. State Frequency Rank State Cost Total Rank Crashes State and Local Roads 13871 2387 828 7 Rear Side Right Right Wet Night Ped Cycle Truck Motorcycle Casualty End Swipe Angle Thru 2 0 4 1 2 2 0 1 0 0 2
3.2 Existing Public Transport Facilities The closest existing train stations are Warnbro Station, approximately 15 kilometres north-of the LSP area, or Mandurah Station, back-tracking 10km to the south. There are currently limited bus services connecting the area to any of these train stations, however combined Park and Ride facilities are available at all stations. There is presently only one TransPerth bus service (route No. 558) operating along Mandurah Road/Singleton Beach Road route with a pair of bus stops in the immediate vicinity within walking distance of the LSP area. The nearest bus stops on Singleton Beach Road are located approximately 50m west of Mandurah Road/Singleton Beach Road intersection. Bus service No. 558 operates between Mandurah and Rockingham Train Stations servicing Secret Harbour, Golden Bay and Singleton suburbs. below illustrates the existing local bus service map.
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Figure 4: Existing Local Bus Service Map (Source: Transperth Online Network Maps)
3.3 Existing pedestrian and cyclist facilities Mandurah is a popular recreational destination located 75 km south of Perth, with many scenic bicycle routes along the coast and in the city Centre, making cycling a convenient way to get around. The Mandurah rail line connects the region to Perth, making it easy for recreational cyclists to bring their bicycles with them (outside of peak hours).
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In the immediate vicinity of the LSP site; the Perth Bike Map series published by the Department of Transport shows limited cycling facilities. A shared path “Rockingham Ride” extends south of the LSP site and connects to Mandurah via “Mandurah Ride” shared path. It also extends north west through Singleton Beach Road and connects with a “good road riding environments” path across Crystaluna Drive (northern side). Extract from the Perth Bike Map illustrating existing bicycle facilities at this locality is shown in .
Figure 5: Existing Cycling Facilities (Source: The Perth Bike Map series, Department of Transport Website, April 2014)
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4 Structure Plan Proposal
The LSP area is bounded by Mandurah Road to the west, Perth-Mandurah railway reserve to the east and extends north up to Crystaluna Drive intersection and to the south approximately 500m south of existing Singleton Beach Road intersection. The subject site is presently zoned as “Urban” in the MRS. The location of the LSP area in its regional context within the Metropolitan Region Scheme (MRS) is illustrated in .
Figure 6: Site Location within Metropolitan Region Scheme Context (MRS Online Maps, Department of Planning Website, September 2014)
The LSP provides for a total of approximately 1,255 lots, mostly residential (including a range of densities), a public primary school site and a mixed use zone comprising Neighbourhood shopping Centre, office space, retail and commercial
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outlets totalling about 5,400m2 GFA. It must be noted that Lot 806 and Lot 3 are subject to an agreed LSP and are therefore considered committed development.
4.1 Proposed Future Access Arrangements The proposed latest LSP plan is included in the Appendix A of this report. The Transport Assessment produced by Transcore in February 2013 utilised an EMME3 model to assess the impact of the ultimate scenario. Arup scrutinised the assumptions used within the EMME3 model and reflected these within the SATURN model where appropriate. Also, to support the SATURN model up to date traffic counts were undertaken on Wednesday 4 March 2015 at Singleton Beach Road/Mandurah Road and Crystaluna Drive/Mandurah Road. The transport model was utilised to investigate the proposed access system for the LSP. The ultimate scenario for the LSP movement network incorporates the planned Karnup TOD to the north of the site. Creation of this new transit node is further defined in the South Metropolitan Peel Sub Regional Framework, recently released in draft by Western Australia Planning Commission (WAPC). Timing for the delivery of the Karnup TOD is unknown, however regardless of the timing of the new Karnup station full development would likely be a long term development outcome for the Karnup area (ie 10+ years). However, an allowance for park and ride traffic At the time the TOD is developed, it is anticipated the surrounding road network will be modified to achieve the overall required urban outcome, including deviation of Paganoni Road to the north to link with Mandurah Road at the existing Dampier Drive controlled intersection (ie modifying Dampier Drive intersection from 2-way to 4-way). This will free up land in the vicinity of a new railway station to support higher density development around the TOD. Planning for the ultimate development of the LSP area has therefore allowed for the above change to the external road network. It has also considered; Paganoni Road Link; an extension of Aquamarine Parade north of the LSP area to Paganoni Road forming 3-way priority controlled staged crossing, and providing flexibility to accommodate future road modifications required for the Karnup station TOD; Main Access; Connection of the LSP area to Mandurah Road in the south from lot 806 via a 4-way intersection at the existing Singleton Beach Road Drive controlled intersection; Existing left in connection on Mandurah Road, approximately 370m south of the existing Mandurah Road/Singleton Beach Road intersection. The proposed access arrangements are illustrated in Figure 31. The proposed LSP access strategy was developed to achieve the following key outcomes: Respond to Main Roads Western Australia (MRWA) and City of Rockingham objectives; Provide balanced internal traffic flow movements within the LSP area;
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Make provision for a future direct and legible link from the LSP area to the future Karnup TOD and Paganoni Road deviation; and Ensure adequate road and intersection capacity for projected traffic volumes.
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5 Traffic Model Development
SATURN was used to develop design year 2026 AM and PM peak hour models for the entire Karnup development – Lot 805, Lot 806 and Lot 3. The model assumed the following as worst case: Singleton Beach Road / Mandurah Road providing all movements to the new development; No development access on Crystaluna Drive / Mandurah Road; Development access on Paganoni Road (all movements); and A left-in only access to the south of the new development (previously agreed as part of the Lot 3/Lot 806 LSP). The final access arrangements were modified from those modelled in the following manner: Left in, Left out at Crystaluna Drive / Mandurah Road. Initial option testing indicated that this option reduced the right turn at the proposed Paganoni Road intersection. The left out movement was not trafficked by significant traffic volumes Development access onto Paganoni Road was modified from all movements to a left in, left out, right out. The right in movements, now prohibited, were facilitated by the left in at Crystaluna Drive / Mandurah Road. The traffic movements listed above were modified in the detailed SIDRA analysis undertaken by Main Roads and the City. It should be noted that the Transport Assessment produced by Transcore in February 2013 utilised an EMME3 model to assess the impact of the ultimate scenario. Arup scrutinised the assumptions used within the EMME3 model and reflected these within the SATURN model where appropriate. All assumptions used within the SATURN model were agreed with Main Roads WA. To support the SATURN model up to date traffic counts were undertaken on Wednesday 4 March 2015 at Singleton Beach Road/Mandurah Road and Crystaluna Drive/Mandurah Road.
5.1 Matrix Development
5.1.1 Zoning System The network and zoning system for the model is illustrated in below.
The model consists of a total of 14 zones: four external and 10 internal zones. The number of residential parcels, commercial GFAs and primary school students that fall into their appropriate internal zones are shown in Table 3 below.
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Table 3 Internal Zone Breakdown
Zone Type Residential (dwelling) Commercial (sqm) Primary R25 R30 R40 R60 Shopping Fast Bottleshop Tavern School Centre Food (students)
51 Internal - - - - 4500 - - - - 52 Internal 16 17 - - - 650 400 300 - 53 Internal 159 9 5 16 - - - - - 54 Internal 393 11 4 - - - - - 430 55 Internal 106 14 ------56 Internal 135 18 ------57 Internal 93 9 12 ------58 Internal 62 9 10 ------59 Internal 30 53 16 ------60 Internal 45 ------Total 1,039 140 47 16 4,500 650 400 300 430
As illustrated in , there are four external zones in 2026 Scenario 1 of the analysis (refer 2.3 above) which are the following:
External Zone #1 – northern leg of Crystaluna Drive / Mandurah Road priority junction; External Zone #2 – western leg of Crystaluna Drive / Mandurah Road priority junction; External Zone #3 – western leg of Singleton Beach Road / Mandurah Road signalised junction; and External Zone #4 – southern leg of Singleton Beach Road / Mandurah Road signalised junction.
In 2026 Scenario 2 of the analysis (refer 2.3 above), it should be noted that there is a minor difference in the network as Zone #1 was moved to the northern leg of Mandurah Road / Paganoni Road intersection. A new zone in Scenario 2 was added, which is Zone #5 on Paganoni Road, east of the development access.
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Figure 7: SATURN Model Network and Zoning System
5.1.2 Background Trips for External Zones The background trips for external to external zones were derived by extrapolating base year 2015 survey data to design year 2026 using the annual compound growth rate of 3.2%. The external to external trips were derived by applying the extrapolated survey data with the proportion of directional trips of each movement
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for both Singleton Beach Road / Mandurah Road and Crystaluna Drive / Mandurah Road junctions. Table 4 shows the external to external zone trip ends from the 2015 survey data and 2026, which was an extrapolation from 2015. Table 4 External to External Zone Trip Ends for 2015 and 2026 (extrapolated)
2015 Survey Data (PCUs) 2026 External to External Trips (PCUs) Zone AM PM AM PM Production Attraction Production Attraction Production Attraction Production Attraction 1 1,205 1,433 1,557 1,247 1,709 2,032 2,208 1,768 2 117 77 49 159 166 109 69 225 3 491 179 346 321 696 254 491 455 4 1,261 1,402 1,241 1,484 1,788 1,988 1,760 2,104
5.1.3 Trip Rates for Internal Zones The trip rates used to deriving the internal zone trips were based on a combination of RTA and ITE zones, with the exception of the Bottleshop, in which a survey from a previous study on Dan Murphy’s in Como was used. It should be noted that the proportion of trips in and out per peak hour were derived from ITE. A summary of the trip rates used is shown in Table 5 below. It should be noted that the values in the table already includes the proportion of trips in and out per peak hour. Table 5 Trip Rates Adopted in Karnup SATURN Model
AM Peak PM Peak Land Use Source Production Attraction Production Attraction Residential (trips per dwelling) R25 0.64 0.21 0.31 0.54 RTA R30 0.64 0.21 0.31 0.54 RTA R40 0.64 0.21 0.31 0.54 RTA R60 0.64 0.21 0.31 0.54 RTA Commercial (trips per 100sqm) Shopping 0.39 0.61 1.72 1.65 ITE Centre Fast Food 24.18 25.17 16.07 17.41 ITE
Dan Murphy's Como report, Bottleshop 0 0 2.33 2.33 O/D split from ITE (tavern)
Tavern 0 0 3.86 7.48 ITE Education (trips per students)
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Primary School 0.20 0.25 0.08 0.07 ITE (students)
5.1.4 Development Trips The development trips for internal zones were derived using the assumptions highlighted in Sections 5.1.1 and 5.1.3. The total trips per internal zone were then calculated and split between internal and external trips, which were 17% and 83%, respectively. The internal to external and external to internal trips (i.e. 83% of development trips) were calculated using the proportion of directional trips from the survey data (similar to Section 5.1.2). Table 6 shows the calculated zone trip ends for all the internal zones in the development.
Table 6 2026 Internal Zone Trip Ends
AM PM Zone Production Attraction Production Attraction 51 21 39 104 89 52 208 241 180 193 53 132 53 74 113 54 379 254 201 279 55 84 34 47 72 56 106 43 60 92 57 79 32 45 68 58 56 23 32 48 59 69 28 39 59 60 31 13 18 27 To develop the trip matrices for the SATURN model, below are the additional assumptions that were used: AM peak hour split = 55% and 45% northbound and southbound, respectively; PM peak hour split = 43% and 57% northbound and southbound, respectively; Private vehicle PCU factor = 1 (from Austroads, vehicle class 2, car towing, flat terrain); Heavy vehicle PCU factor = 2 (from Austroads, vehicle class 5, 4-axle rigid truck, flat terrain); SATURN model user class = one; AM peak hour = 7:30 - 8:30am; and
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PM peak hour = 3:30 - 4:30am.
5.1.5 Distribution Matrix The AM and PM distribution matrices were produced through a combination of the trips derived in Sections 5.1.2 to5.1.4. As the initial zonal trips were based on origin and not destination, SATMX was used to furness the trips based on the trip ends. Table 7 shows the trip distribution between the internal and external zones in the model. The table indicates that the majority of the trips in the model are to and from the external zones, particularly in Zones 1 and 4, which both represent Mandurah Road (northbound and southbound). Table 7 Scenario 1 Trip Ends used for SATMX Furness
Trip Distribution Zone AM PM Gen Att Gen Att 1 31.6% 40.7% 42.4% 32.1% 2 3.1% 2.2% 1.3% 4.1% 3 12.9% 5.1% 9.4% 8.3% 4 33.1% 39.5% 33.8% 38.5% 51 0.3% 0.6% 1.7% 1.5% 52 3.5% 4.0% 3.0% 3.2% 53 2.2% 0.9% 1.2% 1.9% 54 6.3% 4.2% 3.3% 4.6% 55 1.4% 0.5% 0.8% 1.2% 56 1.8% 0.7% 1.0% 1.5% 57 1.3% 0.5% 0.7% 1.1% 58 0.9% 0.4% 0.5% 0.8% 59 1.1% 0.5% 0.6% 1.0% 60 0.5% 0.2% 0.3% 0.4%
It was previously mentioned that Scenario 2 (Section 2.3 above) has minor differences compared to Scenario 1 (Section 2.3 above) due to the relocation of Zone #1 to the north of Paganoni Road / Mandurah Road intersection and the addition of Zone #5 on Paganoni Road. The methodology involved splitting the trips from Scenario 1’s Zone #1 into Scenario 2’s Zones #1 and 5. Furthermore, the Scenario 2 trips from Zone #5 to Zone #1 were an extrapolation of 2015 traffic counts.
5.2 Network Development As illustrated in , Scenario 1 network consists of four external zones and 10 internal zones. Scenario two consists of five external zones. The network coding for the development was simplified as the main purpose of the model is to assess the impacts on Singleton Beach Road / Mandurah Road junction. Signal
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optimisation was activated in SATURN to achieve the best possible green time on Singleton Beach Road / Mandurah Road junction.
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6 Proposed Internal Transport Network
6.1 Road Hierarchy In order to estimate the future traffic volumes as a result of the proposed land uses, Transcore has previously developed an EMME3 strategic transport model for the LSP and surrounding area. SATURN was used to develop design year 2026 AM and PM peak hour models for the entire Karnup development – Lot 805, Lot 806 and Lot 3. To support the SATURN model, Arup scrutinised the assumptions used within the EMME3 model developed previously by Transcore and reflected these within the SATURN model where appropriate. Also up to date traffic counts were undertaken on Wednesday 4 March 2015 at Singleton Beach Road/Mandurah Road and Crystaluna Drive/Mandurah Road. The demand flows derived from the SATURN model were used to determine the road hierarchy and the typical road reservations and cross sections (refer to figures below). The review of LSP traffic projections shows that, in accordance with WAPC “Liveable Neighbourhoods” Draft 2015 document, all internal roads can be classified as Integrator B, Neighbourhood Connector Roads, Access Streets and Laneways. Some key characteristics of typical cross-sections, defined in WAPC Liveable Neighbourhoods Draft (2015) publication are discussed further in this section. Figure 7 displays the LSP proposed road hierarchy. The typical cross sections designed for the subject LSP are based on the Liveable Neighbourhood principles and further developed for particular streetscape objectives of this development. It should be noted that quoted reserve widths and cross section details for various road classes are indicative only and may be subject to further adjustments in consultation with the City/WAPC during subdivision design stages. The proposed road hierarchy and cross section reference number are contained in Figure 8.
6.1.1 Integrator B Roads The western section of the Main Access Road is projected to carry traffic volumes of approximately 9,300 vpd. This road features as the main gateway to the LSP but also services the commercial precinct immediately south of it. As such its function is consistent with the Integrator B road (town centre main street) with a typical road reservation of 28.0m. The proposed typical cross-section of the Integrator B is illustrated in Figure 9.
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Figure 8: Proposed LSP Road Hierarchy and cross section locations (source: Emerge Landscape Strategy, June 2017)
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It is proposed that the typical Integrator B cross section be modified to entail two trafficable lanes in each direction in the vicinity of Mandurah Road/Singleton Beach Road/Main Access Road intersection; with a median, tree planting and footpath/shared path (in lieu of on-street cycle lanes). It is also assumed that the ultimate cross-section of this road will be dictated by the design and the access requirements of the commercial precinct and the Mandurah Road/Singleton Beach Road/Main Access Road signalised intersection.
Figure 9: Section 1 - Integrator B Section Mandurah Road intersection - 28 metre road reserve (source: Emerge Landscape Strategy, June 2017) On approach to Crystaluna Drive, the allowance has been made for an ultimate four lane configuration with traffic signals at the Mandurah Road and Crystaluna Drive intersection. The tyipcal cross section for this link is shown in Figure 10.
Figure 10: Section 2 - Integrator B Section interim Crystaluna Drive intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017) The new northern access to Paganoni Road contains a similar reserve width to allow for ultimate duplication and is shown in Figure 11.
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Figure 11: Section 3 - Integrator B Section Aquamarine Parade to Paganoni Road intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017)
6.1.2 Neighbourhood Connector Roads East of the Commercial Precinct, the eastern section of the Redwood Avenue Main Access (carrying ~7,810 vpd) suggests an Integrator B design would be sufficient. The Integrator B road reservation tapers down to one lane in each direction; corresponding to the reduced volume of traffic of ~6,930 vpd. Traffic volumes east of the Commercial Precinct suggest a Neighbourhood Connector A design would be sufficient (i.e. 7.3m wide single carriageway). However, for the purpose of road hierarchy delineation and way finding, a boulevard treatment within a 28m wide reservation is proposed. This road reserve design will be generally consistent with a standard Neighbourhood Connector A design, albeit providing a dual use paths in lieu of on-street cycle lanes, as illustrated in the typical cross-sections below in figures below. Three cross-sections (sections 5, 6, and 7) are proposed for the main north-south spine road (Aquamarine Parade). They are all variations on the Neighbourhood A typology. The section of Aquamarine south of Lot 3, carrying between 3,740 and 4,140 vpd, includes a 22m reservation consisting of 2.0m paths on both sides, generous verges sufficient for tree planning, two 4.5m wide verges and a 2.0m wide central median. The cross section transitions north of Lot 806 to a 26.3m wide reservation that includes provision for on-street parking. This is to provide flexibility to accommodate visitor parking that may be needed to service future density increases associated with the Karnup TOD. The northern access road through to the start of the connection to Paganoni Road is also a Neighbourhood Connector A typology and is projected to carry traffic volumes of up to 6,340 vpd. It is contained within a 25m reserve (7.4m road pavement, 3m verge and 9.6m verge swale). This treatment is considered appropriate given that this route has development located on the western side. The landscaping treatments applied to the Neighbourhood Connector A streets will provide shaded pathways that contribute to neighbourhood walkability, as well as contribute to a defining sense of identity and character for the community. The Northern Access Road coupled with the main north-south spine road and the Main Access Road (Integrator B) road form part of the potential future LSP bus route.
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Figure 12: Section 4 - Neighbourhood Connector A – 28.0m Road Reserve (source: Emerge Landscape Strategy, June 2017)
Figure 13: Section 5 - Neighbourhood Connector A – 22.0m Road Reserve (source: Emerge Landscape Strategy, June 2017)
Figure 14: Section 6 - Neighbourhood Connector A – 26.3m Road Reserve (source: Emerge Landscape Strategy, June 2017)
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Figure 15: Section 7 - Neighbourhood Connector A – 25.0m Road Reserve (source: Emerge Landscape Strategy, June 2017)
6.1.3 Access Streets Access Street B roads are proposed adjacent the Primary School and the rear (eastern) side of the commercial site. The southern section of the Access Street B road proposed adjacent to the commercial site forms the left-in/left-out access to Mandurah Road. The typical 16m wide road reserve entails a 6m road pavement, and parking embayment and dual use paths within 2.2m wide verges. A carriageway of 7.4m will be considered for any Primary School road likely to services buses (e.g. road south of the Primary School). Maximum desirable traffic volume for this type of road is less than 3,000 vpd. The section for this road is illustrated in Figure 16. When fronting POS, Access Street verges abutting the POS may be reduced as per Liveable Neighbourhoods. This type of road is not intended for PTA bus routes or to feature on-street cycle lanes. The section for this road is illustrated in Figure 17. The typical road reserve for Access Street D roads entail a 6m wide trafficable carriageway pavement and 3.7m to 4.7m wide verges. If fronting POS, access street verges may be reduced in width depending on the location and compliance with Liveable Neighbourhoods standards. Maximum desirable traffic volume for this type of road is 1,000 vpd.The typical residential Access Street cross section is shown in Figure 18. Access Streets may vary in cross-section design subject to provision of green-links, where adjacent to Public Open Space, Railway Reserve or Mandurah Road Reserve as illustrated below in Figure 19, Figure 20, and Figure 21.
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Figure 16: Section 8 – Access Street B Commercial – 16.0m road reserve (source: Emerge Landscape Strategy, June 2017)
Figure 17: Section 9 – Access Street D Adjacent POS – 13.0m road reserve (source: Emerge Landscape Strategy, June 2017)
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Figure 18: Section 10 – Access Street D residential – 15.0m road reserve (source: Emerge Landscape Strategy, June 2017)
Figure 19: Section 11 – Access Street D residential roadside swale – 21.0m road reserve (source: Emerge Landscape Strategy, June 2017)
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Figure 20: Section 12 – Access Street D Mandurah Road interface – 13.8m road reserve (source: Emerge Landscape Strategy, June 2017)
Figure 21: Section 13 – Access Street D railway interface – 14.0m road reserve (source: Emerge Landscape Strategy, June 2017)
6.1.4 Laneways The typical road reserve for Laneways entails a minimum 6m wide trafficable pavement sufficient to allow two-way movements, rubbish collection and vehicle access into garages located on the rear of properties as illustrated in Figure 22 below. Maximum desirable traffic flow for a laneway is 300vpd. Visitor parking for all rear-loaded lot product is proposed to be provided to the front or side of the lots depending on the location.
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Figure 22: Section 14 – Laneway – 6.0m road reserve (source: Emerge Landscape Strategy, June 2017)
6.2 Internal Structural Plan Road and Intersections Table 2.4 from AUSTROADS “Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings” document indicates the thresholds for traffic volumes above which detailed assessment or capacity analysis is warranted. Assuming that typical peak hour traffic represents approximately 10% of the total daily traffic volume, it can be concluded that that the proposed internal LSP road network layout ensures adequate permeability and efficient traffic distribution throughout the LSP with no traffic congestion. Sufficient capacity would be available and capacity analysis is not required at all key internal intersections as hourly traffic volumes through intersections are below the indicative thresholds indicated in Table 8.
Table 8 Traffic volume threshold for detailed intersection analysis Major Road type Major Road Flow (vph) Minor Road Flow (vph) Two-lane 400 250 500 200 650 100 Four-lane 1,000 100 1,500 50 2,000 25 Moreover, in order to ensure satisfactory and safe traffic movements within the LSP area a number of intersection treatments are proposed as shown in Figure 23. In establishing the proposed internal intersection controls, consideration was given to the road network layout and classifications, estimated traffic volumes,
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effective traffic management and road safety. Five roundabouts are recommended for the intersections on the north-south spine couple with another two across the Main Access Road in order to provide effective circulation and control speed along these links. Two more roundabouts are also recommended along the northern section of the Main Spine Road at the major intersections. For the four-way priority controlled intersections, appropriate treatments such as raised plateaus and threshold treatments are recommended. T- treatments are also proposed at three-way T intersections while details of such treatments are to be confirmed with the City and implemented during the subdivision design stage.
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Figure 23: Proposed intersection and LATM treatments
6.3 Internal Public Transport Network The Southern Metropolitan and Peel Sub-Regional Structure Plan (issued by Department of Planning for public comment in 2009) states that, depending on passenger demand modelling and the impact on railway operations, there is an opportunity to develop train stations at Karnup, Stakehill and Mandogalup. Karnup and Mandogalup locations are most likely candidates for station development by 2031. Figure 24 shows the proposed location of the future
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Karnup Train Station.
Figure 24: The Proposed Location of the Future Karnup Train Station
With further urbanisation and development of the subject locality there is a realistic opportunity that Karnup Train Station will be developed in the foreseeable future. The future Karnup Transit Station is located approximately 350 metres north of the LSP area. Given the proximity of the LSP area to this transit station, the development of West Karnup will contribute to generating public transport patronage. At this stage of the structure planning process future bus stop locations are not known. However, in these circumstances the WAPC Transport Assessment Guidelines for Developments Volume 2 – Structure Plans (2006) suggest that it is desirable for at least 90% of dwellings to be within 400m straight line distance of a bus route. Therefore, a feeder bus service could be introduced through the LSP area to the future transit station, once the proposed development is largely constructed and occupied. Accordingly, a suggested bus route servicing the LSP area is shown in Figure 25. The potential route has been designed in such a way to allow the target of 90% of dwellings to be within 400 metres straight line distance of a bus route to be achieved.
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Figure 25: Proposed bus routes through the LSP area (source: Roberts Day West Karnup LSP report, 2017)
6.4 Internal Pedestrian and Cyclist Facilities The reasonably flat topography of the area and the proposed permeable grid road network creates an excellent opportunity for provision of highly useable pedestrian and cyclist facilities to maximise non-motorised transport modes. Figure 26 illustrates the proposed pedestrian and cyclist network for the LSP
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area. The proposed network of paths will provide an excellent level of accessibility and permeability for pedestrians and cyclist within the LSP area, including connections to major external nodes. The LSP proposes continuous dual-use paths along the Integrator B and Neighbourhood Connector roads to cater for the anticipated higher pedestrian and cyclist activity. While the Main Access Road will accommodate dual-use paths on both sides of the road, generally all other higher order roads will include a standard footpath on the opposite side, pursuant to Liveable Neighbourhoods guidance. The LSP proposed dual-use paths on some of the Access Street B and D roads where demand is anticipated; this may include those paths on-route or adjacent to the proposed Primary School site. Footpaths will be provided on one side of all lower order roads. Laneway lots are to have footpath access to the visitor parking bays provided for them in the road reserve. The proposed comprehensive path network proposed by the LSP enables excellent access to the imminent bicycle lanes on both sides of Mandurah Road. The WAPC Transport Assessment Guidelines for Developments Volume 2 – Structure Plans (2006) provides guidance on the levels of traffic volumes that are likely to affect the ability for pedestrians to cross various types of road. Based on that guidance an undivided two-lane road should be acceptable for pedestrians crossing traffic volumes of up to approximately 11,000vpd and this threshold can be increased to around 28,000vpd by adding a central median or pedestrian refuge islands. On a four-lane road, because of its greater carriageway width, this threshold is lower; even with a median island the threshold is only around 16,000vpd. As forecast traffic volumes on internal LSP roads are nowhere near these levels, ability of pedestrians and cyclists to cross these roads is not impacted. However, it is proposed that a pedestrian crossing facility be considered on the Main Access Road in the vicinity of the commercial precinct. The details of the crossing will be finalised during the subdivision design stage.
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Figure 26: Internal pedestrian and cycle path network (Source: Roberts Day West Karnup LSP report, 2017)
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7 Recommendations to the External Transport Network
The ultimate scenario for the LSP movement network incorporates the planned Karnup TOD to the north of the site. Creation of this new transit node is further defined in the South Metropolitan Peel Sub-regional Framework, released by WAPC. Timing for the delivery on the ground of the Karnup TOD is likely to be a long term development outcome for the Karnup area (ie 10+ years), however the station is likely to be deliver between 2021 and 2025. At the time the TOD is developed, the surrounding road network will be modified to achieve the overall required urban outcome, including a consideration for a deviation of Paganoni Road to the north to link with Mandurah Road at the existing Dampier Drive controlled intersection (ie modifying Dampier Drive intersection from 2-way to 4-way). This will free up land in the vicinity of a new railway station to support higher density development around the TOD. Planning for the ultimate development of the LSP area has therefore allowed for the above change to the external road network. It has also considered; An extension of Aquamarine Parade north of the LSP area to Paganoni Road forming 3-way priority controlled staged crossing with left in, left out and right out movements allowed, and providing flexibility to accommodate future road modifications required for the Karnup station TOD; Connection of the LSP area to Mandurah Road in the south from lot 806 via a 4-way intersection at the existing Singleton Beach Road Drive controlled intersection (recently completed); A left in, left out at Mandurah Road and Crystaluna Drive intersection; and An existing left in connection on Mandurah Road, approximately 370m south of the existing Mandurah Road/Singleton Beach Road intersection.
7.1 Analysis of External Transport Network Arup proposed a new scope of works to address the concerns and queries raised by Main Roads WA, Department of Planning, and City of Rockingham. These concerns were primarily focused on;
The need for a workable access solution to service Lot 805; The need to ensure no additional adverse impacts on the operation of the Singleton Beach access as a result of Lot 805 development; and The need to provide an access solution that provided flexibility to accommodate future road modifications required for the Karnup station TOD.
This involved revising the existing SATURN local area model and undertaking SIDRA analysis to assess three access scenarios and their impact on the Mandurah Road/Singleton Beach Road intersection. SIDRA is an intersection-modelling tool
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commonly used by traffic engineers for all types of intersection control. SIDRA outputs are presented in the form of Degree of Saturation, Level of Service, Average Delay and 95% Queue. These characteristics are defined as follows:
Degree of Saturation: is the ratio of the arrival traffic flow to the capacity of the approach during the same period. The Degree of Saturation ranges from close to zero for varied traffic flow up to one for saturated flow or capacity.
Level of Service: is the qualitative measure describing operational conditions within a traffic stream and the perception by motorists and/or passengers. In general, there are 6 levels of service, designated from A to F, with Level of Service A representing the best operating condition (i.e. free flow) and Level of Service F the worst (i.e. forced or breakdown flow).
Average Delay: is the average of all travel time delays for vehicles through the intersection.
95% Queue: is the queue length below which 95% of all observed queue lengths fall.
The main objective of this update was to assess options and to arrive at an accessibility solution that offers an adequate level of access to the full development comprising Lots 806, 3 and 805 and provides flexibility for future changes to the regional road network. Tested scenarios were as follows;
Base Scenario - 2026 Committed Development; Lot 806 and Lot 3 are subject to an approved LSP and are therefore considered committed development. Mandurah Road/Singleton Beach Road/Main Access Road (Main Access) intersection – “Base Scenario”;
2026 Full Development - Scenario 1; Full LSP development with the conversion of northern left in left out arrangement to a four way signalized intersection (all movements); and
2026 Full Development - Scenario 2; Full LSP development with the removal of northern left in left out intersection and the creation of a new connection to Paganoni Road forming an all movements three way intersection. Intersection at Paganoni Road is has been investigated regarding possible control type and geometry, with the right turn movement out of the LSP site being critical in a capacity context. Three options of intersection control were examined:
o Three way priority controlled T intersection with shared through and right movement lane on Paganoni Road; o Three way priority controlled crossing, with staging in the median for right turns out of the LSP access road; and
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o Three way priority controlled Roundabout (single lane circulating flow).
All the aforementioned tested scenarios assumed signalisation of Singleton Beach Road (as existing) and assessed the intersection with and without the three lane upgrade to Mandurah Road. The following sections outline in details analysis results for each scenario.
7.1.1 Base Scenario - 2026 Committed Development The modelling assessment for this scenario was undertaken to understand the operation of the Mandurah Road/Singleton Beach Road intersection in 2026 with the base committed and approved development of Lot 3 and Lot 806. This assessment included the current intersection arrangement which was constructed as part of the Lot 3/806 approval. This is the base situation as it assessed both a committed intersection layout and committed development (Lot3/806). Intersection Layout is displayed in Figure 27. The AM and PM results of the SIDRA modelling for the Main Access intersection “Base Scenario” are presented in Table 9 below.
Figure 27: Base Scenario - Mandurah Rd/Singleton Beach Rd Intersection Layout
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Table 9 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Base Scenario – AM, PM
Mandurah Rd/Singleton Beach Rd - Base Scenario – Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: Mandurah Road L 0.13 LOS A 8.4 11 0.17 LOS B 10.8 28 T 0.96 LOS E 66.7 516 0.77 LOS C 28.2 333 R 0.96 LOS F 106.0 113 1.02 LOS F 137.9 179 East: Redwood Avenue L 0.50 LOS D 40.5 114 0.39 LOS D 45.7 82 T 0.96 LOS F 99.5 131 1.04 LOS F 140.9 89 R 0.96 LOS F 103.9 134 1.04 LOS F 145.3 90 North: Mandurah Road L 0.12 LOS B 10.3 18 0.23 LOS B 12.0 43 T 0.98 LOS F 80.2 592 1.05 LOS F 131.3 847 R 0.41 LOS E 77.0 38 0.97 LOS F 110.7 151 West: Singleton Beach Road L 0.45 LOS D 35.4 118 0.27 LOS C 22.6 63 T 0.99 LOS F 113.6 162 1.03 LOS F 132.2 122 R 0.99 LOS F 118.3 162 1.03 LOS F 136.9 122 Intersection TOTAL 0.99 LOS E 72.2 592 1.14 LOS F 61.9 847
The following is a summary of the key issues of the Main Access intersection “Base Scenario”;
The modelling demonstrated that by 2026 the intersection would be operating with an overall level of service of F in both the AM and PM peak Queues on Mandurah Rd, and DoS of 0.995 and 1.138 respectively;
Queuing on Mandurah Road exceeding 1km long on North approach in PM) and major delays observed due to large through volume on north and south approaches; and
Delays observed at Singleton Beach Rd and Redwood Ave approaches. This is mainly due to the signal phasing being set to “optimised” in SIDRA, and subsequently it allocates the green time across Mandurah north and south bounds.
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7.1.2 2026 Full Development - Scenario 1
This scenario involves Full LSP development including Lot 3 and Lot 806 (committed development) in addition to Lot 805. It also entails the inclusion a second all movements signalized intersection access onto Mandurah Road at Crystaluna Drive and assesing the impact of this additional access as well on the Main Access Mandurah Rd/Singleton Beach Rd. A similar layout to the Base Scenario was utilized to assess the Main Access intersection while layout of Mandurah Road/Crystaluna Drive intersection is displayed in Figure 28.
Figure 28: Scenario 1 - Mandurah Rd/Crystaluna Dr Intersection Layout
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The AM and PM results of the SIDRA modelling for this intersection are presented in Table 10 below. Table 10 SIDRA Results - Mandurah Rd/Crystaluna Dr - Scenario 1 – AM, PM
Mandurah Rd/Crystaluna Dr – Scenario 1 - Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: Mandurah Road L 0.02 LOS A 8.3 2.0 0.05 LOS A 9.0 5.0 T 0.86 LOS C 27.3 414 0.81 LOS C 26.2 366 R 0.05 LOS F 82.2 2.0 0.05 LOS E 76.8 3.0 East: Crystaluna Drive East Extension L 0.16 LOS C 21.9 23 0.09 LOS D 37.9 17 T 0.90 LOS E 79.9 130 0.51 LOS E 68.0 57 R 0.90 LOS F 84.2 134 0.51 LOS E 72.5 59 North: Mandurah Road L 0.05 LOS A 7.7 2.0 0.16 LOS A 7.7 8.0 T 0.82 LOS C 24.2 350 1.12 LOS F 186.4 1178 R 0.91 LOS F 97.3 41 1.04 LOS F 149.3 118 West: Crystaluna Drive East Extension L 0.19 LOS C 33.7 36 0.06 LOS C 22.6 12 T 0.94 LOS F 94.4 42 0.44 LOS F 81.1 17 R 0.94 LOS F 99.0 42 0.44 LOS F 85.6 17 Intersection TOTAL 0.94 LOS C 33.7 414 1.12 LOS F 105.2 1178
The following is a summary of the key issues of Mandurah Road/Crystaluna Drive intersection “Scenario 1”;
The modelling demonstrated that by 2026 the intersection would be operating with an overall level of service of F in both the AM and PM peak Queues on Mandurah Rd, and DoS of 0.939 and 1.124 respectively;
Queuing on Mandurah Road go beyond 1km long on North approach in PM and major delays observed due to large through volume on north and south approaches;
Crystaluna Dr east and west approaches are affected by delays and queues due to large right turning volume along with more green time being assigned to Mandurah Rd north and south approaches; and
The inclusion of an intersection at the Crystaluna Drive location reflects the queuing issues as seen at Singleton Beach Road intersection. It therefore offers limited benefit.
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The AM and PM results of the SIDRA modelling for the Main Access Mandurah Rd/Singleton Beach Rd intersection are presented in Table 11 below.
Table 11 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Scenario 1 – AM, PM
Mandurah Rd/Singleton Beach Rd – Scenario 1 - Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: Mandurah Road L 0.13 LOS A 8.6 12 0.18 LOS B 10.8 28 T 0.89 LOS D 39.6 395 0.79 LOS C 29.8 343 R 0.91 LOS F 94.0 121 1.02 LOS F 136.4 228 East: Redwood Avenue L 0.58 LOS D 40.0 117 0.38 LOS D 44.1 82 T 0.37 LOS F 80.4 16 0.58 LOS F 81.8 25 R 0.03 LOS F 81.5 1 0.08 LOS F 82.6 3.0 North: Mandurah Road L 0.09 LOS B 10.6 13 0.10 LOS B 13.8 18 T 0.93 LOS D 52.1 497 1.03 LOS F 116.0 784 R 0.41 LOS E 74.2 45 0.80 LOS E 78.2 126 West: Singleton Beach Road L 0.40 LOS C 24.1 102 0.30 LOS C 20.9 65 T 0.92 LOS F 85.7 142 1.07 LOS F 159.5 140 R 0.92 LOS F 90.4 142 1.07 LOS F 164.2 140 Intersection TOTAL 0.93 LOS D 48.7 497 1.07 LOS E 77.8 784
The following is a summary of the key issues of the Main Access Mandurah Road/Singleton Beach Road intersection “Scenario 1”;
Results indicate that Scenario 1 results in the Singleton Beach Road failing (over capacity, LoS F), particularly the right turning movements out of the LSP site;
Queues on Mandurah Rd (exceeding 700m long on North approach in PM) and major delays observed due to large through volume on north and south approaches;
Delays observed at Singleton Beach Rd approach and Redwood Ave approaches. This is mainly due to the signal phasing being set to
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“optimised” in SIDRA, and subsequently it allocates the green time across Mandurah north and south bounds;
The key issue of Mandurah Road traffic volumes is the driver for congestion at the Mandurah Road intersections. Any additional intersections on Mandurah Road just has the same problems as experienced at Singleton Beach Road; and
Overall LOS F, DoS 0.930, 1.065.
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7.1.3 2026 Full Development - Scenario 2
Modelling assessment for this scenario included full LSP development flows with the removal of northern left in left out intersection and the creation of a new connection to Paganoni Road forming an all movements three way intersection. Intersection at Paganoni Road is has been investigated regarding possible control type and geometry, with the right turn movement out of the LSP site being critical in a capacity context. Three options of intersection control were examined:
Three way priority controlled T intersection with shared through and right movement lane on Paganoni Road;
Three way priority controlled crossing, with staging in the median for right turns out of the LSP access road; and
Three way priority controlled Roundabout (single lane circulating flow).
The impact of the addition of a northern access onto Paganoni Road on the Main Access Mandurah Road/Singleton Beach Road intersection has also been examined. The following figures and tables below demonstrate various Paganoni Rd intersection layouts tested and the analysis results.
Table 12 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - 3way Priority Controlled T intersection – AM, PM
Paganoni Rd Intersection – 3way Priority Controlled T intersection - Scenario 2 - Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: South Connection from LSP Site L 0.96 LOS E 43.1 134 1.22 LOS F 261.9 183 R 0.96 LOS F 59.9 134 1.22 LOS F 314.5 183 East: Paganoni Rd East L 0.28 LOS A 5.6 0.0 0.60 LOS A 5.7 0.0 T 0.28 LOS A 0.0 0.0 0.60 LOS A 0.1 0.0 West: Paganoni Rd West T 0.38 LOS A 1.1 12 0.79 LOS C 22.4 86 R 0.38 LOS A 9.2 12 0.79 LOS D 31.5 86 Intersection TOTAL 0.96 NA 15.1 134 0.79 NA 34.0 183
The following is a summary of the key issues of the Paganoni Rd Intersection Layout - 3way Priority Controlled T intersection “Scenario 2”;
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Results indicate that the south approach connection to Paganoni Rd is failing in both peaks (over capacity, LoS F) due to priority being assigned to movements on Paganoni Rd;
Queues on south approach connection (exceeding 180m long in PM) and major delays observed due to large left and right turning movements exiting the LSP site; and
No major issues observed at the Paganoni Rd east and west approaches.
Figure 29: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Staged Crossing
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Table 13 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Priority Controlled Staged Crossing AM, PM
Paganoni Rd Intersection –Priority Controlled Staged Crossing – Stage 1 - Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: Minor Road (Stage 1) L 0.40 LOS A 6.7 16 0.33 LOS A 7.5 9.0 R 0.15 LOS A 8.9 4.0 0.18 LOS C 21.6 4.0 East: Major Road (East) L 0.28 LOS A 5.6 0.0 0.60 LOS A 5.6 0.0 T 0.28 LOS A 0.0 0.0 0.60 LOS A 0.0 0.0 West: Major Road (West) R 0.09 LOS A 8.4 3.0 0.58 LOS C 21.7 19 Intersection TOTAL 0.40 NA 4.0 16 0.60 NA 4.5 19 Paganoni Rd Intersection –Priority Controlled Staged Crossing – Stage 2 - Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: Median Storage Area R 0.127 LOS A 2.0 2.3 0.046 LOS A 1.2 0.8 West: Major Road (West) T 0.141 LOS A 0.0 0.0 0.104 LOS A 0.0 0.0 Intersection TOTAL 0.141 NA 0.4 2.3 0.104 NA 0.1 0.8
The following is a summary of the key issues of the Paganoni Rd Intersection Layout - Priority Controlled Staged Crossing “Scenario 2”;
Results indicate that intersection operating at desirable performance measures in both volume scenarios; and
No major issues observed at all approaches in the AM and PM peaks.
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Figure 30: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Roundabout
Table 14 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Roundabout – AM, PM
Paganoni Rd Intersection – Roundabout - Scenario 2 - Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: South Connection from LSP Site L 0.546 LOS A 8.7 32.4 0.428 LOS B 14.5 25.1 R 0.546 LOS B 13.5 32.4 0.428 LOS B 19.4 25.1 East: Paganoni Rd East L 0.383 LOS A 4.4 2.8 9.1 LOS A 9.1 117.7 T 0.383 LOS A 4.7 2.8 9.4 LOS A 9.4 117.7 West: Paganoni Rd West T 0.468 LOS A 4.8 4.0 4.4 LOS A 4.4 24.0 R 0.468 LOS A 9.5 4.0 9.0 LOS A 9.0 24.0 Intersection TOTAL 0.546 LOS A 6.5 32.4 8.9 LOS A 8.9 117.7
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The following is a summary of the key issues of the Paganoni Rd Intersection Layout - Priority Controlled Roundabout “Scenario 2”;
Results indicate that intersection operating at desirable performance measures in both volume scenarios; and
Minor queuing observed on Paganoni Rd east approach in the PM peak due to increase in through movement volumes.
A similar layout to the Base Scenario was utilized to assess the Main Access intersection. The AM and PM results of the SIDRA modelling for the Main Access Mandurah Road/Singleton Beach Road intersection in Scenario 2 are presented in Table 15 below.
Table 15 SIDRA Analysis - Scenario 2 - Mandurah Rd/Singleton Beach Rd Intersection – AM, PM
Mandurah Rd/Singleton Beach Rd – Scenario 2 – Modelling Year 2026
AM PM Movement 95%tile 95%tile
DOS LOS Delay Queue DOS LOS Queue Delay (m) (m)
South: Mandurah Road L 0.127 LOS A 8.3 10.6 0.176 LOS B 11.0 28.6 T 0.908 LOS D 46.8 431.0 0.845 LOS C 32.3 342.6 R 0.862 LOS F 86.0 114.1 1.027 LOS F 138.6 230.2 East: Redwood Avenue L 0.563 LOS D 37.2 112.3 0.400 LOS D 43.7 86.2 T 0.754 LOS F 84.4 32.3 0.948 LOS F 98.7 44.9 R 0.754 LOS F 88.9 32.6 0.948 LOS F 103.2 45.1 North: Mandurah Road L 0.064 LOS B 10.6 9.1 0.090 LOS B 13.0 16.8 T 0.900 LOS D 44.6 432.2 1.036 LOS F 118.4 786.4 R 0.329 LOS E 72.3 37.1 0.807 LOS E 77.7 127.8 West: Singleton Beach Road L 0.360 LOS C 24.6 94.0 0.262 LOS C 22.6 63.2 T 0.880 LOS E 79.0 136.7 0.997 LOS F 115.7 119.9 R 0.880 LOS F 83.6 136.7 0.997 LOS F 120.5 119.9 Intersection TOTAL 0.908 LOS D 48.3 432.2 1.036 LOS E 77.4 786.4
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The following is a summary of the key issues of the Paganoni Rd Intersection Layout - Roundabout “Scenario 2”;
The addition of the Paganoni Road access does provide some improved performance at Mandurah Rd/Singleton Beach Rd intersection under two lane conditions (Mandurah Road North queue reduced to 700m). LOS is still F however, highlighting the potential need for future upgrades to Mandurah Road to improve its capacity to accommodate projected traffic volumes;
Scenario 2 indicates similar operation to the 2026 Committed Development scenario at Singleton Beach Road with most of the additional development traffic (from the northern end of the site) using the northern connection to Paganoni Road;
An additional access onto Paganoni Road makes a slight improvement to queuing compared to the 2026 committed development and scenario 1 but is by far the better access option in terms of traffic operation; and
This solution provides a good level of access to serve full development of Lots 806, 3 and 805 as well as allows flexibility for future changes to the regional road network by locating POS and a road reservation adjacent to the northern boundary of the LSP area.
7.2 Summary of Analysis Results Analysis results indicated that Scenario 1 results in the Singleton Beach Road failing, particularly the right turning movements out of the LSP site. The inclusion of a signalised access at Crystaluna Drive simply replicates the queuing issues previously observed at Singleton Beach Road and it would therefore offers limited benefit. Modelling also demonstrated that the addition of a northern access onto Paganoni Road offers the best solution as it improves the operations at Singleton Beach Road intersection due to the reduced number of right turners (which are now using the Paganoni intersection).
In Scenario 2 an additional access onto Paganoni Road makes a slight improvement to queuing compared to the 2026 committed development and scenario 1 but is by far the better access option in terms of traffic operation. The Paganoni Road intersection operates well and within desirable operating conditions when applying the priority controlled staged crossing as well as the roundabout control. The addition of the Paganoni Road access slightly improves performance at Mandurah Rd/Singleton Beach Rd intersection under two lane conditions but it still operates at LOS F. This essentially stresses the potential need for future upgrades to Mandurah Road in order to enhance its capacity to accommodate projected traffic volumes. A summary of the analysis outcomes is compiled in Table 16 below.
Analysis indicates that the northern Paganoni Road access works as both a roundabout and all movements priority controlled staged crossing. However, the
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proximity to the Mandurah Road/Paganoni Road intersection and the rail over pass, means for safety and signage requirements the right turn into the LSP area, from Paganoni Road would be difficult to achieve in a safe manner. On this basis, it recommended solution is to prohibit the right turn into the LSP with this movement undertaken via the left in at the Mandurah Road / Crystaluna Drive access.
Table 16 Summary of SIDRA Analysis Outcomes
Mandurah Rd/Singleton Beach Rd - Base Scenario
AM PM Movement
DOS LOS DOS LOS
South: Mandurah Road L 0.13 LOS A 0.17 LOS B T 0.96 LOS E 0.77 LOS C R 0.96 LOS F 1.02 LOS F East: Redwood Avenue L 0.50 LOS D 0.39 LOS D T 0.96 LOS F 1.04 LOS F R 0.96 LOS F 1.04 LOS F North: Mandurah Road L 0.12 LOS B 0.23 LOS B T 0.98 LOS F 1.05 LOS F R 0.41 LOS E 0.97 LOS F West: Singleton Beach Road L 0.45 LOS D 0.27 LOS C T 0.99 LOS F 1.03 LOS F R 0.99 LOS F 1.03 LOS F Intersection TOTAL 0.99 LOS E 1.14 LOS F Mandurah Rd/Crystaluna Dr – Scenario 1
AM PM Movement
DOS LOS DOS LOS
South: Mandurah Road L 0.02 LOS A 0.05 LOS A T 0.86 LOS C 0.81 LOS C R 0.05 LOS F 0.05 LOS E East: Crystaluna Drive East Extension L 0.16 LOS C 0.09 LOS D T 0.90 LOS E 0.51 LOS E R 0.90 LOS F 0.51 LOS E
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North: Mandurah Road L 0.05 LOS A 0.16 LOS A T 0.82 LOS C 1.12 LOS F R 0.91 LOS F 1.04 LOS F West: Crystaluna Drive East Extension L 0.19 LOS C 0.06 LOS C T 0.94 LOS F 0.44 LOS F R 0.94 LOS F 0.44 LOS F Intersection TOTAL 0.94 LOS C 1.12 LOS F Mandurah Rd/Singleton Beach Rd – Scenario 1
AM PM Movement
DOS LOS DOS LOS
South: Mandurah Road L 0.13 LOS A 0.18 LOS B T 0.89 LOS D 0.79 LOS C R 0.91 LOS F 1.02 LOS F East: Redwood Avenue L 0.58 LOS D 0.38 LOS D T 0.37 LOS F 0.58 LOS F R 0.03 LOS F 0.08 LOS F North: Mandurah Road L 0.09 LOS B 0.10 LOS B T 0.93 LOS D 1.03 LOS F R 0.41 LOS E 0.80 LOS E West: Singleton Beach Road L 0.40 LOS C 0.30 LOS C T 0.92 LOS F 1.07 LOS F R 0.92 LOS F 1.07 LOS F Intersection TOTAL 0.93 LOS D 1.07 LOS E Paganoni Rd Intersection – Priority Controlled T intersection - Scenario 2
AM PM Movement
DOS LOS DOS LOS
South: South Connection from LSP Site L 0.96 LOS E 1.22 LOS F R 0.96 LOS F 1.22 LOS F East: Paganoni Rd East L 0.28 LOS A 0.60 LOS A T 0.28 LOS A 0.60 LOS A
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West: Paganoni Rd West T 0.38 LOS A 0.79 LOS C R 0.38 LOS A 0.79 LOS D Intersection
TOTAL 0.96 NA 0.79 NA
Paganoni Rd Intersection –Priority Controlled Staged Crossing – Stage 1
AM PM Movement
DOS LOS DOS LOS
South: Minor Road (Stage 1) L 0.40 LOS A 0.33 LOS A R 0.15 LOS A 0.18 LOS C East: Major Road (East) L 0.28 LOS A 0.60 LOS A T 0.28 LOS A 0.60 LOS A West: Major Road (West) R 0.09 LOS A 0.58 LOS C Intersection TOTAL 0.40 NA 0.60 NA Paganoni Rd Intersection –Priority Controlled Staged Crossing – Stage 2
AM PM Movement
DOS LOS DOS LOS
South: Median Storage Area R 0.127 LOS A 0.046 LOS A West: Major Road (West) T 0.141 LOS A 0.104 LOS A Intersection TOTAL 0.141 NA 0.104 NA Paganoni Rd Intersection – Roundabout - Scenario 2
AM PM Movement
DOS LOS DOS LOS
South: South Connection from LSP Site L 0.546 LOS A 0.428 LOS B R 0.546 LOS B 0.428 LOS B
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East: Paganoni Rd East L 0.383 LOS A 9.1 LOS A T 0.383 LOS A 9.4 LOS A West: Paganoni Rd West T 0.468 LOS A 4.4 LOS A R 0.468 LOS A 9.0 LOS A Intersection TOTAL 0.546 LOS A 8.9 LOS A Mandurah Rd/Singleton Beach Rd – Scenario 2
AM PM Movement 95%tile 95%tile DOS LOS DOS LOS Delay Queue (m) Delay Queue (m)
South: Mandurah Road L 0.127 LOS A 8.3 10.6 0.176 LOS B 11.0 28.6 T 0.908 LOS D 46.8 431.0 0.845 LOS C 32.3 342.6 R 0.862 LOS F 86.0 114.1 1.027 LOS F 138.6 230.2 East: Redwood Avenue L 0.563 LOS D 37.2 112.3 0.400 LOS D 43.7 86.2 T 0.754 LOS F 84.4 32.3 0.948 LOS F 98.7 44.9 R 0.754 LOS F 88.9 32.6 0.948 LOS F 103.2 45.1 North: Mandurah Road L 0.064 LOS B 10.6 9.1 0.090 LOS B 13.0 16.8 T 0.900 LOS D 44.6 432.2 1.036 LOS F 118.4 786.4 R 0.329 LOS E 72.3 37.1 0.807 LOS E 77.7 127.8 West: Singleton Beach Road L 0.360 LOS C 24.6 94.0 0.262 LOS C 22.6 63.2 T 0.880 LOS E 79.0 136.7 0.997 LOS F 115.7 119.9 R 0.880 LOS F 83.6 136.7 0.997 LOS F 120.5 119.9 Intersection TOTAL 0.908 LOS D 48.3 432.2 1.036 LOS E 77.4 786.4
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Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
8 Conclusion
Arup was commissioned by Gold Right Pty Ltd to prepare this Transport Assessment (TA) for the proposed Karnup Local Structure Plan. The LSP extends over Lots 3, 805 and 806, all of which are adjoining east of Mandurah Road with a total combined area of approximately 113.33ha. The proposed LSP is anticipated to yield approximately 1,255 lots, mostly residential (mix of medium and low density) including a public primary school and a commercial precinct comprising neighbourhood shopping centre and other retail and nonretail uses. The proposed external access system for the LSP comprises the following four access-point system: An extension of Aquamarine Parade north of the LSP area to Paganoni Road forming 3-way priority controlled staged crossing including left in, left out and right out traffic movements, and providing flexibility to accommodate future road modifications required for the Karnup station TOD; Connection of the LSP area to Mandurah Road in the south from lot 806 via a 4-way intersection at the existing Singleton Beach Road Drive controlled intersection (recently completed); and An existing left-in intersection on Mandurah Road, approximately 370m south of the existing Mandurah Road/Singleton Beach Road intersection.
The proposed intersection arrangement is shown in Figure 31.
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Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
Figure 31: Final agreed intersection layout of Crystaluna Drive/Madnurah Road intersection and northern Paganoni Road connection (source: City of Rockingham / Main Roads)
Planning for the ultimate development of the LSP area has therefore incorporated sufficient flexibility to accommodate future changes to the external road network. This includes the ability to build connection(s) north to the future Karnup TOD. The northern LSP boundary gives flexibility in terms of the future geometry and location of these connection(s).
Also, the LSP design is sufficiently robust to accommodate a future Paganoni link road that connects the LSP with the realigned Paganoni Road. POS A (adjacent to the northern LSP boundary) allows the option for this link to ultimately connect with Mandurah Road, potentially forming a four-way intersection at the existing Mandurah Road/Crystaluna Road intersection.
SIDRA analysis was undertaken to assess three access scenarios and their impact on the Mandurah Road/Singleton Beach Road intersection. The main objective of this update was to arrive at a comprehensive accessibility solution that offers an
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Gold Right Pty Ltd Lots 805, 806, 3 Karnup Transport Assessment (TA) Refresh
adequate level of access to the full development comprising Lots 806, 3 and 805 and provides flexibility for future changes to the regional road network.
The results from the analysis indicated that Scenario 1 resulted in the Singleton Beach Road failing, particularly the right turning movements out of the LSP site. The inclusion of an access at Crystaluna Drive in Scenario 1 simply replicates the queuing issues previously observed at Singleton Beach Road and it would therefore offer limited benefit.
An additional access onto Paganoni Road (Scenario 2) makes a slight improvement to queuing compared to the 2026 committed development and scenario 1 but is by far the better access option in terms of traffic operation. The Paganoni Road intersection operates well and within desirable operating conditions when applying the staged crossing as well as the Roundabout layouts.
The addition of the Paganoni Road access slightly improves performance at Mandurah Rd/Singleton Beach Rd intersection under two lane conditions but it still operates at LOS F. This essentially stresses the potential need for future upgrades to Mandurah Road in order to enhance its capacity to accommodate projected traffic volumes. In addition to this, any upgrades on Mandurah Road to mitigate traffic congestion problems should be scrutinized more holistically given that the proposed Lot 805 development and access solution will not further compromise the operation of this intersection and that its performance is a wider network issue not specifically associated with the structure plan.
A suitable route for a future bus service has been identified through the LSP area to ensure the area can be serviced by public transport in future and be connected to the proposed TOD and Karnup Train station.
A comprehensive network of footpaths and shared paths is also planned within the LSP to ensure good access for pedestrians and cyclists within this area as well.
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Appendix A Lots 3, 805 & 806 Mandurah Road LSP
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A1
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Appendix B SIDRA Analysis Outputs
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B1
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