Figure 2-1 Approved redevelopment of Garden City Shopping ... daps/metro central... · Figure 2-1...

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Garden City Shopping Centre Development Application - Transport Plan.docx | 12 July 2017 | Revision 6

Figure 2-1 Approved redevelopment of Garden City Shopping Centre (ground floor)

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2.2. Modified Development The proposed modifications to Development primarily relate to updates to the internal mall configuration, with the key changes outlined below.

• The relocation of parking bays from the western car park on Basement 01 to Level 02 (roof). This removes the north-south connection on Basement 01, whilst strengthening the north-south connection on Level 02.

• The addition of Ground Mezzanine and Level 01 Mezzanine car parking levels on the north-western car park plate.

• The removal of the access point into the Basement 01 car park from Andrea Lane. • The addition of a new access point into the south eastern car park, via a modified tear-drop roundabout on

Andrea Lane. This includes one-way entrance into the Basement 01 car park and a 2-way speed ramp up to the Level 01 (existing roof) car park.

• The addition of a new ramp within the south-western car park from Level 01 to the Level 02 (roof) car park to facilitate access to the expanded roof car park.

• The addition of a new ramp within the southern car park from Level 01 to the Level 02 (roof) car park to facilitate access to the expanded roof car park.

• The modification of the east-west ramp layout on the south-western car park to provide direct access between car parking levels (i.e. from the south-east Basement 01 car park to the south-west Level 01 car park)

• Various modifications to service delivery yards, car parking and ramp layouts to accommodate internal mall changes and improve vehicle circulation.

The modified development results in an adjustment to the amount of overall floor space to 128,034 m2. It should be noted that for the purposes of the modelling the whole of the PLUC floor space within the approved Structure Plan has been used.

The overall number of parking bays has been reduced from 5,958 car parking bays to 5,486 which equates to a reduction in parking rate to 4.3 bays per 100m2 of NLA. This is considered to be acceptable as a lower parking rate provides increased incentive for alternative transport modes.

The ground floor of the modified internal shopping centre layout is shown in Figure 2-2. Please refer to the Architectural design package for further details for all floor levels.

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Figure 2-2 Modified redevelopment of Garden City Shopping Centre (ground floor)

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3. Existing Situation 3.1. Development Uses and Surrounding Land Use The Development is currently mixed-use consisting of commercial and civic facilities, including the main shopping complex. A major regional bus station (Booragoon Bus Station) is located alongside the Development at the corner of Riseley Street and Marmion Street.

The land use currently surrounding the Development is predominantly single-unit residential dwellings (design code R20/R40) with various public reserves, including Wireless Hill Park and Len Shearer Reserve. Applecross Senior High School is located to the north of the Development, while a number of primary schools are also located nearby including Applecross Primary School, Booragoon Primary School and Mount Pleasant Primary School (refer to Figure 3-1). The City of Melville Civic Centre is located on the western edge of the Development.

Figure 3-1 Surrounding land use

3.2. Mode Accessibility A Customer Exit Survey was conducted by Directional Insights in 2011 which indicated travel modes to the Development were 90% by car and 10% by other modes, as shown in Figure 3-2. This high rate of car use is 8% above the 82% benchmark for regional centres, indicating a significant reliance on car use. At similar regional centres, it is typical to see 6% of customers walking and 8% customers travelling by bus. The Development is below the benchmark for customers walking and travelling by bus, which may be due to limited walking access and public transport services, especially during peak retail times.

Figure 3-2 Existing travel mode share

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3.3. Road Network

3.3.1. Access Access to the Development is facilitated by a well-connected road network of various classes. The road hierarchy, as assigned by Main Roads Western Australia (MRWA), is provided in Figure 3-3. The primary distributor and distributor A routes leading to the Development, either directly or indirectly, include Canning Highway, Leach Highway, Riseley Street and Marmion Street. The Kwinana Freeway is located east of the Development approximately 1.7km away with interchanges at Leach Highway.

Figure 3-3 Main Roads WA road hierarchy in surrounding network

There are five key roads connecting directly to the Development, as shown in Figure 3-4, including the following: • Riseley Street

− A major north-south Distributor A road connecting primarily residential catchments between Canning Highway and Leach Highway, with a posted speed of 60 km/h.

− Riseley Street is a dual carriageway road providing direct access to the Development via both signalised and unsignalised T-intersections.

• Marmion Street − A major east-west Distributor A road, connecting a primarily residential catchment west of the

Development with a posted speed of 60km/h. − Marmion Street is a dual carriageway road providing two direct access points to the Development; via a

currently unsignalised intersection at Andrea Lane, and a signalised T-intersection (shared by buses from the Booragoon Bus Station).

• Davy Street − A Local Distributor road connecting to a primarily residential catchment west of the Development with a

posted speed of 50km/h − Davy Street is a single carriageway road providing direct access to the Development via a roundabout.

• Coomoora Road − A Local Distributor road connecting to a primarily residential catchment east of the Development with a

posted speed of 50km/h. − Coomoora Road is a single carriageway road providing access to the Development via a signalised

intersection at Riseley Street and its continuation, Almondbury Road.

• Almondbury Road − A Local Access road along the northern side of the Development, between Riseley Street and McCallum

Crescent, with a posted speed of 50km/h. − Almondbury Road is a single carriageway road providing two direct access points to the Development, via

an unsignalised T-intersection, and a roundabout. Almondbury Road also provides direct access to Wireless Hill Park.

Figure 3-4 Road hierarchy within the Development

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Predominant access to the Development is via Marmion Street, Riseley Street and Almondbury Road, with indirect access provided via the Riseley Street / Almondbury Road / Coomoora Road intersection (signalised four-way) and the Marmion Street / Davy Street intersection (signalised T-intersection). Access to the Development itself is currently provided via eight intersections, plus a bus only access to the Booragoon bus station (entrance only) along Riseley Street, as shown in Figure 3-5.

Figure 3-5 Access to the Development

Access directly into the Development via Marmion Street is provided via the following: • Access 1 (Andrea Lane) is currently an unsignalised T-intersection with all movements permitted. • Access 2 is a T-intersection and provides signalised access to the Development. The access is also used by

buses to exit the bus station.

Access directly into the Development from Riseley Street is provided via one signalised and two unsignalised intersections as described below: • Access 3 provides left in, left out only access from Riseley Street into the Development, north of Marmion

Street. • Access 4 provides signalised access to the Development. Southbound traffic entering the development is

supported by signalised movements, while northbound traffic enters via the priority controlled left turn slip lane.

• Access 5 provides left in, left out access to the Development, just south of the Almondbury Road. Coomoora Road intersection.

Access directly into the Development via Almondbury Street is provided via the following:

• Access 6 is a give-way controlled T-intersection providing left in, right out only access to the Development. A dedicated left turn pocket is provided leading from the Riseley Street intersection.

• Access 7 is a roundabout allowing all movements into the Development.

Access directly into the Development via Davy Street, Access 8, is provided by a roundabout allowing all movements into the Development. Other give-way controlled intersections are located along Davy Street and Almondbury Road, however these provide access to other properties, including Council buildings which are not connected to the Development’s car parking.

3.3.2. Traffic flows Traffic volumes were collected for existing and major intersections surrounding the Development from Austraffic surveys and SCATS detector data, with further signal files and data obtained from Main Roads WA. Data was predominantly collected on 16th March 2013 for the Saturday midday period and 10th June 2014 for the morning periods, and Thursday 28 May 2015 for the evening. Data collected across the different days was compared to determine the peak hour traffic volumes for the Development.

The following peak hours were determined for the Development: • AM Peak: 7:45 AM – 8:45 AM • PM Peak: 4:30 PM – 5:30 PM • Saturday Peak: 11:30 AM – 12:30 PM

Existing traffic volumes (two-way) along the roads immediately surrounding the Development for each peak period are shown in Figure 3-6.

Figure 3-6 Existing peak hour traffic volumes (two-way)

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The main primary distributor routes used to access the Development, either directly or indirectly, include Canning Highway and Leach Highway. The peak hour volumes of these primary access roads are indicated in Table 3-1.

For the intersections immediately adjacent to the Development, the PM peak and Saturday midday peak period carried the highest volumes of traffic.

Table 3-1 Peak hour volumes for primary routes by directions

Volume

Approach Number of lanes

AM weekday peak hour

07:45 – 08:45

PM weekday peak hour

16:30 – 17:30

Saturday midday peak hour

11:30 – 12:30

Canning Highway westbound, east of Riseley Street 2 1,243 1,615 1,537

Canning Highway eastbound, east of Riseley Street 2 1,500 1,605 1,750

Canning Highway westbound, west of Riseley Street 2 1,300 1,628 1,391

Canning Highway eastbound, west of Riseley Street 2 1,178 1,195 1,338

Leach Highway westbound, east of Riseley Street 3 2,716 2,620 2,655

Leach Highway eastbound, east of Riseley Street 3 2,226 2,756 2,612

Leach Highway westbound, west of Riseley Street 3 2,217 2,432 2,135

Leach Highway eastbound, west of Riseley Street 3 2,444 2,465 2,348

3.3.3. Intersection Performance Site Observations

A number of existing network issues were identified through site observation during peak periods, as summarised below:

• Intersection of Leach Highway / Riseley Street - in the Saturday peak period particularly, the east approach right turn queue from Leach Highway was observed to spill back into the through lane traffic during some signal cycles. In the PM period, the north approach left turn bay on Riseley Street overspilt to the through lane.

• Intersection of Riseley Street / Marmion Street - in the Saturday peak period the south approach through lane and the west approach right turn exhibited queuing. This generally cleared in each signal cycle.

• Intersection of Riseley Street / Marmion Street - in the Saturday peak period the south approach through lane and the west approach right turn movement exhibited queuing. This generally cleared in each signal cycle.

• Intersection of Riseley Street / Almondbury Road / Coomoora Road - in the Saturday peak period the south approach through lane exhibited queuing, this generally cleared in each signal cycle. The north approach through and right turn movements also carried high volumes but had less queuing evident.

• Intersection of Canning Highway / Riseley Street - in all peak periods the south approach through and right lanes exhibited queues that extended back to the roundabout at Willcock Street.

Aimsun Hybrid Modelling

An Aimsun Hybrid model with integrated SCATS signal control, containing both a microscopic and mesoscopic model area, was developed for this study in order to analyse the performance of the Development. A Hybrid model was chosen for this study as it allows for individual vehicles, including buses, to be modelled in the detailed micro-simulation cordon environment of Riseley Street and Marmion Street with the broader model network operating as a mesoscopic model with a simplified model engine.

The mesoscopic buffer area around the micro-simulation area gave greater confidence in the dynamic routing calculation to evaluate how people access the Development in the micro-simulation area, and the impact this has on other main corridors and intersections in the surrounding network. Aimsun also has the added advantage of the integration of adaptive SCATS signal control in the micro-simulation cordon environment. This is achieved by incorporating the actual signal files that are used by MRWA to approach the traffic signals. This method allowed the key modelled signals to adjust to changes in traffic volumes as they would on-street.

A detailed operational base model of the current road network was first built with the existing year traffic volumes. The model was calibrated to count data and observed driver behaviour, and validated to travel times and observed queuing patterns. Information regarding the build and calibration/ validation of the model is provided within Appendix B. This was used as the base case from which the future year models were developed.

The initial background distribution for the Development was taken from the Main Roads Regional Operations Model (ROM) which estimated that trips were relatively well distributed in all directions heading to and from the Development.

Adjacent Key Intersections

The three intersections primarily controlling access to the Development are: • Riseley Street / Almondbury Road / Coomoora Road, a 4 arm signalised intersection • Riseley Street / Marmion Street, a 3 arm signalised intersection • Marmion Street / Davy Street, a 3 arm signalised intersection

The Riseley Street / Almondbury Road intersection operates with single diamond phasing which allows the Riseley Street right turn movements to run, followed by the through movements, and then a split approach on Coomoora Road and Almondbury Road respectively. This intersection currently performs at an acceptable level of service with the highest delay period being the Thursday evening period when the average delay is 36 seconds per vehicle .The layout for this intersection is shown in Figure 3-7.

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Figure 3-7 Existing Riseley Street and Almondbury Road/Coomoora Road intersection

The Riseley Street / Marmion Street intersection is in a T-arrangement where the Riseley Street north approach movements run first, followed by the Riseley Street through movements, and lastly the movements from Marmion Street. The left turn from Marmion Street is signalised and also runs with the Riseley Street north approach movements. This intersection currently has an average delay of 23 seconds per vehicle in the Saturday peak period, with the worse delays occurring at the right turn movements on Riseley Street northern and western approaches. The layout for this intersection is shown in Figure 3-8.

Figure 3-8 Existing Riseley Street / Marmion Street intersection

Marmion Street / Davy Street is a signalised intersection with a T-arrangement that runs the Marmion Street east approach movements first, followed by the Marmion Street through movements (including the right turn movement on the east approach), and lastly the Davy Street movements. The delay at this intersection is currently minimal in all periods.

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Figure 3-9 Existing Marmion Street / Davy Street intersection

3.4. Parking There are currently 4,250 parking spaces within the Development, including undercover parking and roof parking in several locations. A parking survey was conducted Thursday 22 November 2012, Saturday 24 November 2012 and Tuesday 27 November 2012 which entailed an hourly audit of usage over the full opening hours of the Centre. The parking bays are distributed within the Development as shown in Figure 3-10 with the majority being accessible from Riseley Street and Marmion Street, with additional access from Almondbury Road and Davy Street. Parking utilisation is illustrated in Figure 3-11.

Figure 3-10 Distribution of Parking

From the parking audit analysis, the maximum parking utilisation on Tuesday was 89% of parking bays, between 14:00 and 15:00. Utilisation of 80% or more occurred between 13:00 and 17:00.

On the Thursday, it was found that the maximum parking utilisation was 91% between 12:00 and 14:00 and that utilisation of 80% or above occurred between 11:00 and 15:00, and between 19:00 and 20:00. The parking utilisation at Garden City Shopping Centre was above 70% for the entire day, excluding the first and last hour of the survey.

The maximum parking utilisation for the Saturday was 99% between 15:00 and 16:00, while utilisation of 80% or more occurred between 12:00 and 18:00.

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Figure 3-11 Parking utilisation

The busiest day (of those surveyed), in terms of parking utilisation, was Saturday, both in terms of the average number of bays utilised and the total number of bays utilised. The high percentage of utilisation that occurred indicates that the demand is there due to the availability of parking spaces and relatively poor access by other modes of transport. Considering that there are no Variable Message Signs (VMS) indicating where bays are available, the process of finding available bays under near capacity conditions can be inefficient and frustrating for drivers.

The 4,250 parking bays for the existing total floor space (74,217m2) equates to a provision of 5.7 parking bays per 100m2 of land use, which is higher than the guidance in the State Planning Policy 4.2.

3.4.1. Motorcycle Parking The current motorcycle mode split to the Development is low, comprising less than 1% of the existing travel mode share split. There are 39 motorcycle parking bays currently available within the Development, equating to approximately 0.9% of the total number of parking bays.

3.5. Public Transport Access Mass Transit

According to the Public Transport 2031 Plan, bus rapid transit infrastructure is proposed to connect Booragoon from Canning Bridge (and Curtin) by 2031 (refer to Figure 3-12). Rapid transit infrastructure (likely bus rapid transit) is also proposed to connect Booragoon and Murdoch beyond 2031.

Figure 3-12 Public Transport Plan 2031, sourced from Department of Transport

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Bus services are available direct to the Booragoon Bus Station, with buses entering from either the north or south of the station via Riseley Street. A give way controlled bus only right turn bay is provided for buses entering from the north. Buses exit the bus station via the signalised intersection at Marmion Street, which is currently shared with general traffic exiting the shopping centre.

The station has a total of 14 bus stands and operates in a one way flow around two island platforms. Ample space is provided for manoeuvring with most of the unused space allocated as layover area. Two of the bus stands are located outside of the bus station along Marmion Street. Through consultation, the Public Transport Authority has advised that they are content with the existing bus station layout and arrangement. Buses entering the bus station from the north of the Development use the break in traffic provided by the signals at the Marmion Street / Riseley Street intersection which is considered appropriate.

Figure 3-13 Existing access to the Booragoon Bus Station

As at March 2015, the Booragoon Bus Station is used by seven bus services, with the general catchment of the services to the surrounding area shown in Figure 3-14.

Figure 3-14 Bus routes to/from the Development

Figure 3-15 shows the areas in the immediate vicinity of the Development that do not have direct public transport access to the centre (areas further than a 400m walk). Other areas, such as Attadale, are able to access Garden City Shopping Centre by transferring from a non-direct bus route to a direct bus route (for example a transfer is possible from Route 106 or 111 eastbound along Canning Highway to direct bus services such as the 881 or 940 at the bus stop just east of the Riseley Street intersection). Transfers to direct Garden City Shopping Centre bus routes can also be achieved at Canning Bridge, Bull Creek or Murdoch Stations. Weekday peak headways for the bus services range from 10 minutes to 1 hour, however the peak services align with the commuter peak in the early morning and late afternoon which in general does not coincide with peak shopping hours for the Development.

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Figure 3-15 Areas surrounding the Development with no direct access to public transport to the centre

Most off-peak weekday schedule services run hourly. However, the busiest times for the Development are during weekends and in general weekend bus service frequencies are poor, typically once or twice per hour, as described below:

• Route 150 operates between East Perth and Booragoon Bus Station via Canning Bridge and Reynolds Road. During the weekday peak periods, the service runs at headways of approximately 30 to 35 minutes, and 1 hour during off-peak periods. This bus service does not run on weekends or public holidays.

• Route 160 operates between East Perth and Fremantle Bus Station via Booragoon Bus Station at approximately 15- 20 minute intervals during the weekday peak periods, and at hourly intervals during off-peak periods. On Saturdays, Sundays and Public Holidays, the 160 route operates at hourly intervals.

• Route 500 operates between Bull Creek Station and Booragoon Bus Station via Brentwood every 30-35 minutes during the weekday peak periods, and hourly during the weekday off-peak hours. On Saturdays, Sundays and Public Holidays, the service operates at hourly intervals.

• Route 501 operates frequently between Bull Creek Station and Fremantle Station via Booragoon Bus Station every 10 minutes during the weekday morning and evening peak periods, and every 15 minutes during the off-peak periods. On Sundays and Public Holidays, the service runs at 15 minute intervals. Additional services operate during school periods and school holidays periods i.e. 501H operates during school holiday periods during the noon peak periods at an interval of 15–20 minutes. 501M operates on school days commuting a trip

daily which departs Fremantle Station at 8.10AM and terminates at Melville Senior High School. Service 501S operates on School days every 15 minutes during noon peak periods.

• Route 510 operates between Murdoch Station and Booragoon Bus Station via Murdoch Drive. During the weekday peak periods, the service runs at headways between 10 – 30 minutes during peak periods and hourly during the off peak intervals. On Saturdays, Sundays and Public Holidays, the 510 operates at hourly intervals. Additionally 510S operates during school days at 8.01AM and 3.12PM which deviates via Corpus Christi College.

• Route 881 is a limited stop service operating between Esplanade Busport and Munster via Booragoon Bus Station at an interval of 10 minutes during the evening peak hour and approximately 30 minute intervals during morning, off peak and Saturday periods. On Sundays and Public Holidays, the 881 operates at hourly intervals.

• Route 940 is also a limited stop service operating between Esplanade deport and Hamilton Hill via Booragoon Bus Station. During weekday peak periods, the service runs at headways of 15 minutes, and 30 minutes during off peak periods. On Saturdays, Sundays and Public Holidays, the service operates every 30 minutes.

Passenger numbers for Booragoon Bus Station were obtained from SmartRider data for Thursday 12th March 2015 and Saturday 14th March 2015 to represent typical peak patronage for the shopping centre, and have been adjusted to include cash tickets. The existing passenger trips are shown in Table 3-2.

Table 3-2 Public transport patronage for all routes (sourced from PTA, 2015)

Route Destination Stand Thursday 12th March Saturday 14th March

Inbound Passengers

Outbound Passengers

Inbound Passengers

Outbound Passengers

150 East Perth - Booragoon Bus Station via Canning Bridge Station and Reynolds Rd

A1 , D3 202 118 N/A N/A

160

East Perth - Fremantle Station via Canning Bridge Station, Reynolds Rd and Booragoon Bus Station

A1 744 738 258 254

500 Bull Creek Station - Booragoon Bus Station via Brentwood B1 116 92 20 30

501 Bull Creek Station - Fremantle Station via Booragoon Bus Station

A2 1,653 1,841 760 635

510 Murdoch Station - Booragoon Bus Station via Murdoch Dr B2 281 344 39 55

881 Esplanade Busport - Munster via Booragoon Bus Station (limited stops)

A1 855 840 325 363

940 Esplanade Busport - Hamilton Hill via Booragoon Bus Station (limited stops)

A1, D1 1,231 1,210 487 525

Of the total patronage numbers, the following describes the approximate patronage accessing the Centre:

Thursday 12th March

• 10-20% of passengers on through routes are accessing the Centre • 20-50% of passengers on routes that terminate at Booragoon Bus Station are accessing the Centre

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Saturday 14th March

• 10-30% of passengers on through routes are accessing the Centre • 70-80% of passengers on routes that terminate at Booragoon Bus Station are accessing the Centre

In general, the services that terminate at Booragoon bus station do not carry high numbers of patronage compared to through services. This may be due to a smaller residential catchment or the infrequency of the services, or the awareness of these routes may not be high. The routes that pass through Booragoon Bus Station, (i.e. 160, 501, 881, and 940) carry high passenger numbers, most likely due to increased frequency and directness, but they also tend to service a wider area than Booragoon and have a greater residential catchment.

Taxi Service

Taxi parking is available near the southern entrance to the Development, with an adjacent taxi lounge providing additional mobility services to visitors (see Figure 3-16). Valet parking and a dedicated area for visitor drop-off and pick-up is also located near the taxi rank facility.

Figure 3-16 Taxi rank and lounge facility

3.6. Pedestrian Access The Development is situated within a large residential area, with many residents within walking distance. The walkable catchment (400m and 800m) is shown in Figure 3-20. Walking access to the Development is predominantly accommodated on footpaths and shared paths along the adjacent and surrounding road network.

The surrounding road network has footpaths alongside the majority of directly accessible routes. The roads without footpaths tend to be lower order residential access routes, and generally do not present a safety concern for pedestrians due to low traffic volumes and generally low operating speeds. Infrastructure upgrades in these areas are therefore not proposed.

The main concerns for access on foot are the lack of direct connections and way finding to the entrances to the Development building structure. The existing main entrances to the Development are shown in Figure 3-19, which include direct entrances into the Development and also individual retailers i.e. Myer and David Jones. Legible and direct walking access to the entrances is generally not clearly defined, particularly from the east of the Development where the car park fronts Riseley Street. Customers are generally expected to walk through car parks, whether they are walking from their cars or from the street, which increases the number of conflict points between cars and pedestrians. An example is the existing zebra crossing along Almondbury Road which is used predominantly by students from the nearby Applecross Primary and Senior High Schools which leads into a car park (see Figure 3-17). The redevelopment of the shopping centre provides an opportunity to significantly improve access for pedestrians and in particular vulnerable pedestrians such as school aged children.

Figure 3-17 Example of poor pedestrian access from Almondbury Road

The crossing of major roads, in this case Riseley Street and Marmion Street, is also very important in terms of safety and time delays to access the Development. There are currently four signalised crossings along Marmion Street and Riseley Street giving controlled access to the Development. A continuous footpath also extends around the perimeter of the Development, although some crossings are not Disability Discrimination Act (DDA) compliant. A zebra crossing is located on Almondbury Road and operates well, particularly during school periods, providing safe crossing for students to the Development. An analysis of crash data for the area from 2009-2013 (discussed in Section 3.9.2), indicates that there has only been one recorded crash where a pedestrian was hit by a car that was trying to make a left turn near the Garden City East Access. The pedestrian required hospitalisation. One rear end crash was recorded at the pedestrian crossing where a vehicle failed to stop and hit the vehicle in front who had stopped to allow pedestrians to cross at the zebra crossing. Other than these incidents, there are no obvious crash patterns involving pedestrians, which suggests a generally safe walking environment for pedestrians accessing the Development.

Figure 3-18 Existing zebra crossing on Almondbury Road

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Figure 3-19 Existing Pedestrian entrances into Garden City Shopping Centre from all levels

Figure 3-20 Walkable catchment

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3.7. Cycling Access The facilities and opportunities for direct bicycle access to the Development are generally good when compared to similar centres. Cyclist amenity is provided for in the form of on-road cycle lanes (sealed road shoulders), off-road paths (segregated or shared pedestrian / cyclist paths), or otherwise within general traffic lanes (given posted speeds of between 30km/h and 50km/h).

The local TravelSmart guide for the City of Melville provides information on the existing cycling infrastructure surrounding the Development, and is shown in Figure 3-21. The existing Perth Bicycle Network (PBN) is a network of cycling routes comprising of on-road, path and end-of-trip infrastructure, which form part of a strategic and integrated transport network for Perth. The PBN network is not shown on the local TravelSmart guide as it is currently being reviewed, which creates opportunities to identify and improve strategic cycling connections to the Development. The local TravelSmart guide also identifies ‘local bicycle friendly streets’ which indicate a good road riding environment for cyclists. This is typically categorised by residential streets with low traffic volumes and low traffic speeds of less than 50km/h.

With reference to Figure 3-21, the bicycle infrastructure located in close proximity (within 1km) of the Development includes the following: East-West Routes

• On-road bicycle lanes/sealed shoulder along Marmion Street. These lanes are 1.2m wide and are suitable for more confident riders. These lanes tend to provide for commuter cyclists both to the Development and beyond.

• Shared path on the northern side of Marmion Street, between Aldous Place and Davy Street. This path connects with other shared paths from the south, and provides a continuous link for less confident riders to the Development.

• Shared path on the northern side of Davy Street, from Barnard Street to the Melville Civic Centre and Council offices. This path is approximately 2.2m wide and is free from driveways and interruptions, providing a safe and direct route to the Development, particularly for less confident cyclists.

• Shared path on the southern side of Coomoora Road. This path is approximately 2.2m wide, and connects cyclists from the east of the Development.

North-South Routes

• On-road bicycle lanes/sealed shoulder along Riseley Street. These lanes are 1.2m wide and are suitable for more confident riders, and tend to provide for commuter cyclists both to the Development and beyond.

• Although Davy Street is indicated as having bicycle lanes or sealed shoulders, it does not appear that this is currently the case. An opportunity exists to provide dedicated cycling infrastructure along this street to provide connectivity to the Development.

Local Bicycle Friendly Streets

• McCallum Crescent is identified as a bicycle friendly street and connects cyclists from the north of the Development. This road has low traffic volumes, although has had resident complaints concerning general traffic rat running. The road currently has traffic calming measures to discourage vehicles from using this road.

• Neesham Street, connecting cyclists from the south of the Development up to Marmion Street. • Various other routes in the surrounding network including Almondbury Road and Wireless Hill Park to the

west, Glencoe Road to the north, Griffin Street and Karoonda Road to the South, and Henley Road and Rogerson Road to the east, among others.

In addition, the Kwinana Freeway PSP is located approximately 1.7 kilometres to the east of the Development which is utilised heavily by commuter cyclists travelling to and from the Perth CBD.

Figure 3-21 Bicycle network surrounding the Development (Department of Transport, 2014)

Some existing bicycle parking is available at multiple entrance points to the Development, but accessing these facilities can be problematic as cyclists are expected to ride through parking areas. Numerous roundabouts are also situated within the car park area which can be detrimental to cyclists’ safety.

The cycling infrastructure surrounding the Development is fairly direct and well connected, however the largest issue that is currently facing cyclists is the same as for pedestrians – i.e. once cyclists arrive at the Development there is a lack of safe and efficient access to the main entrances of the shopping centre. Significant opportunities therefore exist to improve the legibility and connectivity of the cycle network within the Development, as well as providing improved bicycle parking and end of trip facilities with clear and direct connections through to the entrances for the Development. Crossings into the Development for cyclists are also generally not easy to negotiate and should also be a focus. Additionally, a significant opportunity exists to integrate the planned main street with walking and cycling infrastructure to create an environment that will promote the use of these modes.

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3.8. Freight and Servicing Access The metropolitan freight road network is identified in the Draft Statement of Planning Policy: Metropolitan Freight Network (WA Planning Commission, 2005) and shown in Figure 3-22.

Figure 3-22 Primary freight roads and rail routes (WA Planning Commission, 2005)

There are no primary freight roads passing the Development, with Canning Highway and Leach Highway the nearby primary freight roads. Heavy commercial vehicles, such as single unit trucks and semi-trailers, service the Development via Riseley Street and Marmion Street, utilising the primary freight roads. There are a number of service delivery yards (both common loading and store specific) within the Development as shown in Figure 3-23. Turnaround facilities are provided within the Development to allow for these vehicles to exit in a forward direction.

Figure 3-23 Existing freight access to the Development

1

Garden City Shopping Centre

JB Hi-Fi

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In addition, a loading bay servicing the cinemas is located in the adjacent car park, as shown in Figure 3-24.

Figure 3-24 Cinema loading bay

The existing service delivery yards are generally not well separated from the general public. The Myer service area, for example is frequently used by shoppers as a shortcut to access the ramp to the upper car park level, although it is signed as a service area only. It should be noted, however, that as loading usually occurs outside of the shopping peak period, and there is ample turn-around space, the risk of conflict is generally low. There is an opportunity to provide improved separation between loading areas and shoppers during the redevelopment.

3

4 5

Myer

Coles

Woolworths 7

8 9

K-Mart

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3.9. Road Safety

3.9.1. General Based on observations, the various intersections within the Development did not exhibit significant safety concerns, however the following conflict points were observed: • Poor sight distance for vehicles travelling southbound from the internal roundabout at the East access to the

Development. There is a steep grade increase, and although a stop sign is present, sight lines are poor for vehicles (see Figure 3-25).

• Some entrance points to the shopping centre do not provide legible crossing points for pedestrians from car parking areas and beyond, creating potential conflict. Many ramps are also not compliant to Disability Discrimination Act (DDA) standards.

Figure 3-25 Examples of safety concerns within the Development

3.9.2. Crash Data The recorded crash data from January 2009 to December 2013, sourced from Main Roads WA, was analysed to determine any significant trends within the road network surrounding the Development. The quantity, severity and nature of the crashes provide a starting point in identifying areas of concern. A summary of the 233 total crashes within the Development, broken up by crash nature and severity, is presented in Table 3-3 and shown in Figure 3-26.

Table 3-3 Crash summary within the Development

M or I1 Location Total Crashes Crash Nature Severity

I Davy Street & Garden City West Access 3

1 x Right Turn Through 1 x Rear End 1 x Non Collision

2 x Major PDO 1 x Minor PDO

M Davy Street (between Garden City West Access & Marmion Street) 7

4 x Right Angle 1 x Right Turn Through 1 x Other 1 x Hit Object

6 x Major PDO 1 x Medical Treatment

I Davy Street and Marmion Street 14

11 x Rear End 1 x Right Angle 1 x Sideswipe Same Direction 1 x Right Turn Through

8 x Major PDO 4 x Minor PDO 2 x Medical Treatment

M or I1 Location Total Crashes Crash Nature Severity

M Marmion Street (between Davy Street & Andrea Lane) 1 1 x Rear End 1 x Major PDO

I Marmion Street & Andrea Lane 22

13 x Right Angle 5 x Rear End 3 x Right Turn Through 1 x Other


I Marmion Street & Garden City South Access 14

5 x Right Turn Through 3 x Rear End 3 x Sideswipe Same Direction 2 x Right Angle 1 x Other


M Marmion Street (between Garden City South Access & Riseley Street) 2 1 x Rear End

1 x Sideswipe Same Direction 2 x Minor PDO

I Riseley Street & Marmion Street 88

62 x Rear End 19 x Right Turn Through 5 x Hit Object 1 x Sideswipe Same Direction 1 x Right Angle

51 x Major PDO 16x Medical Treatment 17 x Minor PDO 4 x Hospitalisation

M Riseley Street (between Davenport Road & Marmion Street) 2 1 x Rear End

1 x Other 1 x Major PDO 1 x Minor PDO

I Riseley Street & Davenport Road 1 1 x Right Turn Through 1 x Major PDO

M Riseley Street (between Garden City East Access & Davenport Road)

2 1 x Right Angle 1 x Sideswipe Same Direction


I Riseley Street & Garden City East Access 21

10 x Right Angle 6 x Rear End 3 x Right Turn Through 1 x Hit Pedestrian 1 x Other

15 x Major PDO 3 x Minor PDO 2 x Medical Treatment 1 x Hospitalisation

I Riseley Street & Coomoora Road / Almondbury Road 36

27 x Rear End 3 x Sideswipe Same Direction 2 x Right Turn Through 2 x Other 1 x Right Angle 1 x Hit Object


M Almondbury Road (between Links Road & Riseley Street) 17

13 x Right Angle 2 x Rear End 2 x Sideswipe Same Direction


I Almondbury Road & Links Road 2 1 x Right Angle 1 x Other


M Almondbury Road (between Links Road & McCallum Crescent) 1 1 x Sideswipe Same Direction 1 x Major PDO

1 Indicates crashes occurring midblock (M) or at an intersection (I)

p 21


Figure 3-26 Number of crashes in the Development between 2009 and 2013

Since 2009, the total number of crashes has reduced, with a 29% drop between 2009 and 2010. Since 2010 slight variances, both up and down were recorded in the total crashes.

Figure 3-27 Total crashes per year in the Development

Summaries of the crash severity and nature of crashes in the vicinity of the Development are presented in Figure 3-28 and Figure 3-29 respectively.

Figure 3-28 Severity of crashes within the Development

p 22


Figure 3-29 Nature of crashes within the Development

*Crash nature as defined by Main Roads WA, refer to http://apps.mainroads.wa.gov.au/icr/definitions.asp

It can be seen that there were no fatal crashes adjacent to the Development between 2009 and 2013. Of the total 233 crashes, only one involved a pedestrian being hit, (0.4% of total), and four crashes involved buses (1.7% of total crashes), occurring along Marmion Street and Riseley Street. There were no cyclist or heavy vehicle crashes within or adjacent to the Development over the five year period.

The following key points can be summarised from the recorded crash data: • The majority of midblock crashes along Marmion Street and Almondbury Road occurred near the

Development access points. There were a total of 17 midblock crashes along Almondbury Road near the development access and 7 crashes along Davy Street between Garden City East Access and Marmion Street.

• At the Riseley Street and Marmion Street intersection the majority of crashes were rear end vehicle crashes, with vehicles travelling north from the Riseley Street south approach. It was noted that two crashes at this intersection involved a collision with a bus travelling along Riseley Street. A large number of the crashes may be attributed to the vehicle queuing spillback onto Riseley Street. Modifications to the Riseley Street and Marmion Street intersection are proposed, as further discussed in Section 5.1.

• A high number of rear end crashes occurred at the Almondbury Road and Coomoora Road intersection. These were with vehicles travelling straight along Riseley Street.

• Notable midblock and Intersection crashes along Riseley Street: − As mentioned previously, a pedestrian was hit by a car near the Garden City East Access which was

attempting to make a left turn. The pedestrian required hospitalisation.

Whilst the recorded crashes within the Development did not result in fatalities, and hospitalisations were rare, safe design should be taken into consideration for any upgrades to the road network surrounding the Development.

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