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Queensland Transport, QTIPS 4 (Planning for Movement Networks), 2007

Queensland Transport’s Interests in Planning Schemes

(QTIPS) No.4

Planning for Movement Networks 1. PURPOSE OF THIS QTIPS The purpose of this QTIPS is to influence the preparation and review of planning schemes to provide movement networks in Greenfield or major infill sites that: • have a highly-interconnected street network that clearly distinguishes between

elements of the various transport network hierarchies; • establish good internal and external access for community; • encourage walking and cycling and supports public transport; • minimise the impact of through traffic; and • improve use of land and the efficient provision of public transport infrastructure

and services to maximise community benefit. Movement networks for the purpose of this QTIPS include private motor vehicle, public passenger transport, walking and cycling networks. State Interest Queensland Transport has a state interest under the plan-making provisions of the Integrated Planning Act 1997 to ensure local government planning schemes seek to promote and protect public transport services and encourage cycling and walking through their development assessment requirements. This state interest is based on the Transport Planning and Coordination Act 1994 (Qld) and the Queensland Government's Shaping Up Guidelines. Transport Planning and Coordination Act 1994 The objectives of the Transport Planning and Coordination Act (TPCA) are:

Within the government’s overall policy agenda, to improve the economic, trade and regional development performance of Queensland and the quality of life for all Queenslanders by achieving overall transport effectiveness and efficiency through strategic planning and management of transport resources (s. 2 TPCA 1994).

Queensland Transport, QTIPS 4 (Planning for Movement Networks), 2007 of 25

Part 2A of the TPCA (Land Use and Transport Coordination) aims to ensure the efficiency of public transport through land use and transport coordination. The provisions aim to encourage development which would positively impact on the provision of public transport, including connectivity of street networks, and efficient cycling and walking access to the public transport network. Shaping Up A Queensland Government guideline titled 'Shaping Up' assists state and local government transport/land use planners and private developers to design urban areas that reduce reliance on private vehicles and encourage greater use of public transport, walking and cycling. The guideline outlines how urban design can reduce the number and length of car trips and provides practical examples about how to apply the guidelines to a wide range of design situations. Supporting Queensland Government Policy The South East Queensland Regional Plan 2005-2026 The South East Queensland Regional Plan 2005-2026 promotes connected developments under its structure planning provisions (Strategy 8.9) and recognises the key role that land use, transport and employment integration plays in achieving social, economic and environmental sustainability in the region (Strategy 8.7). 2. CONTEXT Queensland Transport's mission is to develop, lead and manage transport in Queensland which is safe, secure, efficient, inclusive, ecologically sustainable and promotes a strong economy. Integrating land use and transport planning contributes to this mission by producing an environment where public transport, walking and cycling can support a greater proportion of trips than at present and reduce the reliance on private motor vehicles. Local government planning schemes are the primary tool for creating an urban form which provides for transportation networks that achieve this integration. Planning schemes can guide the development of movement networks (street, and cycle and pedestrian paths) through appropriate scheme measures. The form of cities and towns and the relationships between land uses and movement networks have a fundamental influence on the:

• number of trips people need to make; • distances people need to travel; • proportion of trips that can be made by public transport; • cost-effectiveness of, and level of service provided by, public transport; and • proportion of trips that can be made by walking and cycling.


Travel patterns and behaviours are influenced by movement network design on two levels:

• Regional level – travel demand is affected by the connectivity between urban centres and the nature of the arterial road network. Trunk transport network planning is able to guide development at this level.

• Local level – travel demand is influenced by the connectivity of local street networks and the provision of safe and direct pedestrian and cycle routes within neighbourhoods. Scheme codes, local area plans and overlays are appropriate responses at a local level.

The layout and design of new neighbourhoods and suburbs influence future travel demands. Most new urban development occurs on relatively small land parcels. Incremental and fragmented land development can often prevent neighbourhood designs that support pedestrians, cyclists and public transport and well connected movement networks. Neighbourhoods that are designed to encourage people to walk and cycle can also help reduce obesity levels and improve the general health of the community. 3. OUTCOMES Adoption of QTIPS and its good movement principles will lead to the following outcomes: • a managed network of streets with clear physical distinctions between the road

hierarchy based on function, legibility, convenience, traffic volume, vehicle speed, public safety and amenity;

• a comprehensive public passenger transport network with feeder services, interchange locations and higher order express links. This creates efficient public transport operation, an attractive alternative to the car and links activity centres, schools and employment locations with stops that are conveniently and safely accessible by foot from most dwellings;

• a safe, convenient and legible cycle movement network, including on-road and off-road routes and end-of-trip facilities, to meet the needs of cyclists;

• street networks which optimise walkable access to centres, schools, public transport stops and other local destinations;

• safe, convenient and legible movement network for people with disabilities, including those using wheelchairs , mobility scooters and similar aids; and

• movement networks that deliver high levels of personal safety, traffic safety, property safety and security; and which positively contribute to streetscape amenity and open space quality.


4. PLANNING SCHEME RESPONSES A planning scheme is a statutory instrument used to regulate development within a local government area. By incorporating appropriate measures they can facilitate inter-connected movement networks and discourage inefficient networks in greenfield and other developments. Planning schemes should also appropriately reflect any Integrated Local or Regional Transport Plans which are applicable to the local government area. a) Planning Scheme Maps (Overlays) Planning scheme maps show the location of existing and proposed road networks including trunk cycling where they exist. Local governments should also consider existing and proposed public passenger transport routes to facilitate the appropriate configuration of future strategic road, street and cycle networks. b) Codes Codes provide the specific technical information in planning schemes about how movement networks can be appropriately protected and enhanced through developments and the convenient and safe movement of people can be optimised. Planning scheme provisions for movement networks can be included in codes for Transport/Road Networks as well as codes for Centres, Residential and Industrial Land Subdivision and Community Facilities. Movement network codes will also include those codes relating to reconfiguration and transport matters as well as new development in Greenfield and infill areas requiring structure and master planning. An example of code provisions for facilitating inter-connected movement networks is included in Attachment 1 – Preferred Code Provisions for Movement Networks in Planning Schemes. c) Planning Scheme Policies Applications for major developments which constitute impact assessable development under a local government planning scheme may require the preparation of a transport impact assessment. A Planning Scheme Policy can provide guidance for applicants to assist in the submission of an impact assessable development proposal by outlining when a transport impact assessment may be required and providing details on how to prepare a transport impact assessment. An example of an appropriate guideline to be included in a Planning Scheme Policy for transport impact assessment is included in Attachment 2 - Site Specific Transport Impact Assessment Guideline.


5. REFERENCES The following documents are provided as reference sources when considering the incorporation of Queensland Transport’s State Interests, relating to the planning of movement networks into IPA planning schemes or major amendments to a planning scheme: • Austroads (1999). Guide To Traffic Engineering Practice - Part 14 Bicycles.

http://www.austroads.com.au/abc/index.php?type=sep&id=32 • Austroads (1995). Guide To Traffic Engineering Practice - Part 13 Pedestrians.

http://www.onlinepublications.austroads.com.au/script/Details.asp?DocN=AR0000005_1004

• Shaping Up.

http://www.transport.qld.gov.au/Home/Projects_and_initiatives/Plans/Integrated_ transport_plans/Publication_shaping_up);

• IPA Infrastructure Guideline 1/04: Priority Infrastructure Plans dated 4 October

2004. http://www.ipa.qld.gov.au/docs/Forms/Infrastructure/Guidelines/Guideline_1_04.pdf)

• Queensland Government (2007). Crime Prevention through Environmental Design - Guidelines for Queensland. Part A Essential Features of Safer Places. www.police.qld.gov.au/programs/crimeprevention/

• Victoria Transport Policy Institute (2007). Roadway Connectivity - Creating More

Connected Roadway and Pathway Networks. www.vtpi.org/tdm/tdm116.htm.

• Western Australia Planning Commission's Liveable Neighbourhoods Edition 3. http://www.wapc.wa.gov.au/Publications/26.aspx)

• A series of notes is designed to assist planners and engineers provide for cycling

in their local area. http://www.transport.qld.gov.au/Home/General_information/Cycling/Bike_user_guide/Technical_information/

• Easy Steps—a toolkit for planning, designing and promoting safe walking. http://www.transport.qld.gov.au/Home/Safety/Road/Pedestrians/Pedestrian_easy_steps


6. FURTHER INFORMATION If you wish to make any comments or require further information on the information contained in this guideline, please contact:

Queensland Transport Planning Policy Team Planning Policy and Legislation Branch Telephone: 07 3117 5621 Fax: 07 3117 5440 E-mail: [email protected]


Attachment 1 Preferred Code Provisions for Movement Networks in Planning Schemes APPLICATION

This code applies to master plans and structure plans, subdivision, strata subdivision and development for new urban (predominantly residential) areas in the metropolitan area, regional/ country centres and rural areas, where two or more lots are created on Greenfield sites, or on large urban infill sites in developed areas. The provisions of this policy apply to all residential development and retirement or lifestyle villages and accommodation, including gated communities

DEFINITIONS

Street connectivity refers to the density of connections in a street or path network. A well connected street or path network has many short links, numerous intersections, and minimal dead-ends (cul-de-sacs). As connectivity increases, travel distances decrease and route options increase, allowing more direct travel between destinations. Public Passenger Transport Facilities means any of the following: a) a busway station; b) a railway passenger station for the network known as Citytrain; c) A passenger transport interchange facility identified in a guideline made under the Transport Planning and Coordination Act 1994, Section 8 E. USING THIS CODE

The street and road provisions in this code relate to local government street and road networks only. It should be noted that each local government may use a different road hierarchy. This code is based on the road hierarchy attached in Annex 1- Road Hierarchy Elements and their Objectives. Any inconsistency between a Council's road hierarchy terminology and this terminology should be rationalised to ensure provisions are properly applied. The following table is not intended to constitute a 'model code' for direct inclusion within a planning scheme. It represents Queensland Transport's preferred approach for satisfactorily addressing movement networks as outlined within QTIPS No 4. This approach is generally consistent with Integrated Planning Act Plan Making Guideline 1/02 published by the Department of Local Government, Planning, Sport and Recreation. The modal code contains accompanying guidance notes. This code should be read in conjunction with QTIPS No.4 to develop appropriate measures for movement networks, particularly on Greenfield or major infill sites.


PURPOSE OF THE CODE The purpose of this code is to provide a movement network that: • has a highly-interconnected street network that clearly distinguishes between elements of the various transport network hierarchies; • establishes good internal and external access for community; • encourages walking and cycling and supports public transport; • minimises the impact of through traffic; • improves use of land and the efficient provision of public transport infrastructure and services to maximise community benefit

PERFORMANCE CRITERIA AND PROBABLE SOLUTIONS

Specific Outcome

Probable solutions Notes

Street Network Design

SO1 The street network has high street connectivity, both within the development and to the surrounding local area.

PS1.1 The street network has no more than 15 percent of lots fronting cul-de-sacs. The maximum cul-de-sac length is 120 metres.

Note for PS1.1 Cul-de-sacs should be located in through street reservations with linking paths for pedestrians and cyclists. The possibilities for longer-term connection for through traffic should be incorporated wherever possible. It is recognised that cul-de-sacs can sometimes be the only solution for certain topographies and so on. If this is a factor for exceeding the 15% criteria, the applicant will need to demonstrate this.

PS1.2 Street stubs to adjacent future development areas are provided at spacings of 200 metres or closer to enable future street connections to be made.

Note for PS1.2 Street connections to existing areas should be maximised to facilitate interconnection between new and existing areas. The location of these connection points should consider the future overall network requirements of the area. Where vehicle access is not practical or presently achievable to adjacent future development areas, pedestrian and cycle access should be provided in the street reserve.


Specific Outcome

Probable solutions Notes

PS1.3 Street block lengths are not more than 240 metres long, and predominantly around 150-180 metres long. Street block lengths are generally shorter closer to town and neighbourhood centres. For further information please refer to Annex 2 - Connectivity and Accessibility Indices for useful information about measuring connectivity.

Note for PS1.3 Shorter block lengths increase neighbourhood permeability, which in turn maximises the choice of movement direction and possible routes taken by users.

SO2 A managed network of streets clearly distinguishes between arterial routes and local streets, based on function, legibility, convenience, traffic volume, vehicle speed, public safety and amenity.

PS2.1 Traffic management devices on potential bus routes are provided in accordance with the Self-assessable code for undertaking road works on local government roads, under the Transport Planning and Coordination Regulation 2005. PS2.2 Arterial and sub-arterial roads are designed so they can operate with high volumes of traffic during peak times. PS2.3 Collector and local streets are provided to support short trips for local traffic moving in and between neighbourhoods. Local traffic is channelled towards collector streets to ensure that traffic volumes on local street are kept low. PS2.4 Collector and local streets are designed to discourage through traffic. PS2.5 A collector street is provided parallel to arterials particularly where they pass through town centres. PS2.6 Appropriate width of road and verge is provided to allow streets to perform their designated functions in the street network.

Note for PS2.1 "Potential bus routes" are those routes or areas identified by the Chief Executive of Queensland Transport as such. Note for PS2.2-2.6 Each local government may use a different road hierarchy. This code is based on the road hierarchy attached in Annex 1 - Road Hierarchy Elements and their Objectives. Any inconsistency between a Council's road hierarchy terminology and this terminology should be translated to ensure provisions are properly applied. Note for PS2.5 In centres, parallel streets should be provided one street block back from arterial routes to facilitate local access and to take the pressure off arterial intersections. These streets may be wide with on-street parking to serve the centre. They should be designed to appropriately control the speed environment.


SO3 A movement network is established which provides convenient linkages to activity centres, schools, public transport stops and stations, and other destinations, either within or adjoining the development.

PS3.1 A network of local streets focused towards an activity centre or school is provided for safe and efficient pedestrian and bike access to the school, safe conditions for school buses, kiss-and-ride facilities, with on-site parking where practical. PS3.2 Streets near Public Passenger Transport facilities are orientated to optimise the walkable catchments within 800 metres walking distance.

Public transport SO4 A road and street network is provided that facilitates an efficient bus service that can be conveniently and safely accessed by foot from most dwellings.

Streets identified as potential bus routes are: PS4.1 collector streets and sub-arterial/arterial roads which provide highly accessible and relatively direct routes wherever practical. PS4.2 those that provide for the shortest and most direct route for an efficient public transport service PS4.3 those that can efficiently service adjoining development areas

Bus routes are generally on collector streets and sub-arterial/arterial roads. These streets and roads should be designed to ensure direct travel between major attractors such as centres or schools and so on. Consultation with TransLink (in South East Queensland) and the Public Transport Division within Queensland Transport, at an early stage of design is recommended. Design of streets carrying buses needs to consider the comfort of passengers, the efficiency of the route and bus swept path movements. In collector streets and sub-arterial roads, buses will normally stop in the roadway rather than in bus indent bays. This ensures the bus has priority in traffic.


Cycle movement network

SO5 A safe, convenient and legible cycle movement network, including on-road and off-road routes, is provided to meet the needs of all cyclists and people using mobility scooters.

PS5.1 A cycle network is provided connecting into existing cycle networks where applicable. PS5.2 Cycle paths are provided in accordance with Austroads Part 141.

Note: The cycle network should be planned in accordance with any State plan or local walking trail or cycle plan, and respond to: o projected cycle travel demand; o expected vehicular traffic volumes, composition

and types of users i.e. commuter and/ or recreational

o linkages between trip attractors such as schools, local centres and other community facilities and end-of-trip facilities (where appropriate); and

o safety, security and convenience for users. This Specific Outcome should be read in conjunction with Queensland Transport's Interests in Planning Schemes No. 2 – Cycling Interests in Planning Schemes. A series of notes designed to assist planners and engineers provide for cycling in their local area can be downloaded from http://www.transport.qld.gov.au/Home/General_information/Cycling/Bike_user_guide/Technical_information/

1 Austroads (1999). Guide To Traffic Engineering Practice - Part 14 Bicycles. http://www.austroads.com.au/abc/index.php?type=sep&id=32


Pedestrian movement network

PS6.1 Passive surveillance is maximised by designing streets to enable development to front all streets and roads, including arterials. Please see Crime Prevention through Environmental Design - Guidelines for Queensland (2007) 2 for more detailed information about designing built environments in ways that lessen or prevent the incidence of crime.

Note for PS6.1 Development with frontage onto streets provides for surveillance, activity and visual interest. Where driveway access to arterial and/ or collector roads is not possible, residential frontage is still desired to activate the street. Use of service roads or other lot layout techniques can enable development, rather than back fencing, to front arterial routes.

SO6 A safe, convenient and legible network for pedestrians is provided, principally along street networks; linking residences and providing access to points of attraction within and beyond the development.

PS6.2 Footpaths or shared cycle/pedestrian paths are designed and constructed in accordance with Austroads Part 13.3 Footpaths are provided on at least one side of each street. PS6.3 Footpaths are provided taking into account pedestrian amenity, sun and shade, street lighting, postal deliveries, waste collection and likely use patterns. PS6.4 Residential development is located in accordance with the following- a) At least 90 percent of all residents are located within 400

metres of an existing or planned bus route. b) At least 60 percent of dwellings within an 800 metre radius

of an existing or potential PPT facility are within 800 metre

Limited driveway access to integrated residential developments, commercial and office developments could also be acceptable with appropriately considered sightlines and visibility splays to improve pedestrian safety. Residential frontage for individual dwellings can be achieved using rear-loaded dwellings (where car accommodation is to the rear of the lot). The design, layout and detailing of laneways is however, critical to their successful operation. Refer to Annex 3 – Laneway Design. Note for PS6.2 Footpaths should ideally be provided on both sides of all streets. However, for cost

2 Queensland Government (2007). Crime Prevention through Environmental Design - Guidelines for Queensland. Part A Essential Features of Safer Places. www.police.qld.gov.au/programs/crimeprevention/ 3 Austroads (1995). Guide To Traffic Engineering Practice - Part 13 Pedestrians. http://www.onlinepublications.austroads.com.au/script/Details.asp?DocN=AR0000005_1004


safe walking distance.

reasons, footpaths may be omitted from one side of lower order access streets, unless the street forms an important pedestrian link (eg to a school, centre or station). Note for PS6.3 Single-trunk, high-branching tree species are planted to enable active surveillance and maintain sightlines. Street trees with a generous canopy at maturity could also provide pedestrian shade, shelter and streetscape amenity. Note for PS6.3 and PS6.4 The provisions in PS6.3 and PS6.4 can be demonstrated using Pedshed analysis. See Annex 4 – Pedshed Analysis for further details on this analysis technique. Typically, most people will consider walking up to 400m (5 minutes) to daily activities such as the local shop or bus stop, and 800m (10 minutes) to a train station or town centre. It is essential that the majority of dwellings can reach these destinations within these parameters. A well-connected street network should achieve this. The provisions in (b) and (c) can be demonstrated using Pedshed analysis. Please see Crime Prevention through Environmental Design - Guidelines for Queensland (2007) for more detailed information about designing built environments in ways that lessen or prevent the incidence of crime.4

4 Queensland Government (2007). Crime Prevention through Environmental Design - Guidelines for Queensland . Part A Essential Features of Safer Places. www.police.qld.gov.au/programs/crimeprevention/


Please also see Easy Steps—a toolkit for planning, designing and promoting safe walking. It can be downloaded from: http://www.transport.qld.gov.au/Home/Safety/Road/Pedestrians/Pedestrian_easy_steps

SO7 Pedestrian paths are provided through parks for recreation purposes wherever practicable.

PS7 Footpaths or shared cycle/pedestrian paths through parks are designed in accordance with Austroads Part 13.


Attachment 2 SITE SPECIFIC TRANSPORT IMPACT ASSESSMENT GUIDELINE

This guideline is consistent with Queensland Transport's requirements for the preparation of a transport impact assessment. A transport impact assessment prepared in accordance with this guideline can be used by an applicant to meet any subsequent request for a transport impact assessment made by Queensland Transport as a concurrence agency for development assessment under the Integrated Development Assessment System.

What is a transport impact assessment? A transport impact assessment is concerned with the way new development interacts with the existing and planned public transport system including the impact on the system and the connections of the development to that system. A transport impact assessment is particularly concerned with the ways in which a proposed development interacts with the surrounding public transport network (for example, rail, bus etc.), pedestrian and cycle network.

When is a transport impact assessment required? While this guideline attempts to cover the full range of matters that may be required in transport impact assessment, very few development proposals would have to address all of these matters. The need for a transport impact assessment and the detail required in a transport impact assessment will vary depending on the location, type and scale of the development proposed, the existing public transport network and infrastructure and the likely impact of the proposed development on the existing and future public transport network and infrastructure.

A transport impact assessment is likely to be required if a proposed development generates a net increase of:

1. more than 1000 one-way person trips per day;

2. more than 500 vehicle movements per day;

3. more than 100 person trips during the peak hour;

4. more than 100 vehicle movements in any single hour; or

5. the traffic generated by the development equals or exceeds 5% of the existing average annual daily traffic or equivalent standard axles on affected road sections, intersection movements or turning movements.

What information should a transport impact assessment include? To the extent relevant and necessary, given the nature and scale of a development proposal, a transport assessment should address the following matters and include the following information:

1. Description of Development Proposal

2. Description of Base Transport and access Networks

3. Trip Generation and Mode Share


4. Assessment and Mitigation of Impacts

5. Conclusion

Description of Development Proposal

Provide details of the proposed development including the following:

• site location

• detailed site plan

• number of dwellings

• age distribution of residents

• socio-economic status of residents

• current use and history of the site - including schedule of floor areas of existing uses on the site

• intended development of site - type, size & scale of development including schedule of floor areas of proposed uses on site etc

• timing of development including staging

• surrounding development and site context (include future land use intentions to provide surrounding planning context)

• for non-residential uses include details of proposed hours of operation, peak times, number of employees/students/visitors and method of service delivery.

Description of Base Transport and access Networks (existing transport conditions)

Provide a general profile of the surrounding transport network and basic traffic information necessary to assess the public transport impacts and determine the accessibility of the proposed development to public transport including:

• The context of the development within the regional movement network including:

- Plan/s showing the relationship of the site to the surrounding regional movement network including roads, public transport, pedestrian and cycle networks (including flows/ use and patronage of these networks) and ingress and egress to the site; and

- Plan/s identifying the surrounding transport infrastructure (existing and proposed) likely to be affected by the proposed development such as public transport corridors (including railway corridors and networks, interchanges, stations, stops, facilities (including end-of-trip facilities), pedestrian and cycle routes, existing parking both on and off street as appropriate and reference to the Land Use and Public Transport Accessibility Index (LUPTAI) where appropriate.

- Public transport services (existing and proposed) likely to be affected by the proposed development for example, public transport service schedules, frequencies, routes and existing mode share/patronage levels–

- The breakdown of existing public transport services that service the site

- Information on frequency, reliability and capacity of public passenger transport within the surrounding area (walkable catchment that is, 800m)


- Plan(s) identifying vehicle access and circulation including servicing and delivery, refuse vehicle and emergency vehicle access where appropriate.

- An analysis of the walkable catchment e.g. a Ped Shed Analysis identifying the proportion of development (e.g. gross floor area, lots, employees) within 400m/800m of Passenger Transport facilities. See Annex 4 – Pedshed Analysis.

• A review of the existing and proposed transport network and traffic operating conditions based on an appropriate planning horizon and growth forecast (i.e. a minimum of 10 years):

- the amount of traffic likely to be generated by the development, particularly in relation to the capacity of the road system in the locality and the probable effect of traffic on the movement of other traffic on the road system. This includes the impact of generated traffic on key nearby intersections (including railway crossovers), the principal road network, local streets in the neighbourhood of the development, existing nearby major traffic generating development, local amenity and environment. Also include information on traffic flows, accident records, identification of any critical links and junctions and quantify and evaluate reserve capacity, queues and delays at critical junctions and intersections.

• Existing and proposed parking supply and demand in the vicinity of the proposed development.

• Plan(s) showing provisions for People with a disability where appropriate and Disability Discrimination Act 1992 (DDA) compliance for the development proposal.

Trip Generation and Mode Share

Provide details of the expected trip-generating characteristics of the proposed development in comparison to existing conditions (i.e. without development scenario) and realistic appraisal of relevant mode share targets (as identified in existing transport policies such as Integrated Regional Transport Plan, Integrated Local Transport Plan, strategic plans or other relevant transport-related policies which affect the site). This may include:

• The number of person trips to and from the site (with and without the proposed development), categorised by mode of transport, for a chosen time period including a 24 hour period with AM and PM peaks, and should be estimated based on data from similar locations, with particular issues to be addressed as follows:

- justification of design period used;

- justification for assignment methodology;

- total number of person trips to/from the site based on type i.e. visitors, employees, residents, patients etc.;

- average vehicle occupancy;

- assignment of vehicular trips;

- assignment of public transport trips i.e. proportion of Passenger Transport, walk, cycle, mobility scooters and taxi trips;

- park-and-ride/kiss-and-ride split;


- peak accumulation/demand for car parking, kiss-and-ride, taxi, park-and-ride and cyclist facilities;

- number and size of vehicles required to service the development; and

- arrangements for servicing and for providing access and egress to the site for all types of vehicles (including construction traffic).

Assessment and Mitigation of Impacts

Provide a summary of the public transport related impacts and outcomes resulting from the proposed development. Identify measures to mitigate potentially adverse impacts on non-car based transport services and facilities and how the proposed development aims to maximise the potential for non-car based (including green house gas emissions and oil vulnerability) travel.

The following aspects should be addressed:

Impacts

• Evaluate and quantify the impact of additional demand for PT and travel on the capacity of existing networks (including roads and intersections) and assess whether existing transport facilities and infrastructure are sufficient to cater for the needs of the proposed development

• Evaluate how the development impacts on public transport services including the impact on PT travel times, patronage, interchange capacity. PT travel times need to be relevant to the urban environment

• Assess the capacity, safety and accessibility of existing pedestrian and cycle facilities and evaluate how they are affected by the development including–

- the impact on pedestrian accessibility, the length of pedestrian paths and pedestrian green phases at signalled intersections

- the impact on regional and local cycle routes and end-of-trip facilities

- Impact of generated traffic on amenity and noise for existing development(s)

- Impact of generated traffic on greenhouse emissions

• Demonstrate the proposed means of ingress to or egress from the site of the development is adequate and located appropriately according to the Road Hierarchy

• Impact of the effects of any temporary works required during construction on public transport, traffic operations and parking

• Demonstrate adequate provision is made for loading, unloading, manoeuvring and parking of vehicles within the proposed development

• Impacts on kiss-and-ride, disabled parking, commercial vehicle servicing

• Describe any loss of current on-street parking facilities (for example, because of the need to provide a crossover, bus stop or taxi facilities

• Identify any relevant transport safety issues.

Mitigation of Impacts

• Explain the main features of the development that support non-car based travel and how much improvement the development will have on non-car-based transport


• Identify proposed PT, walking and cycling network linkages to achieve land use and public transport integration and maximise accessibility on and off site (i.e. prepare a proposed movement network plan)

• Identify measures and actions to be taken to prioritise pedestrians, cyclists and public transport, over the private vehicle and ensure the development will contribute towards encouraging walking, cycling and public transport in preference to private cars.

• Identify any proposed traffic reduction measures that could be provided to increase the 'walkability' of roads close to the PPT Facility.

• For new subdivision development application involving creation of new roads/ streets, identify the proposed road hierarchy, road network plots showing existing and ultimate traffic volumes, and an integrated movement plan showing walking and cycling routes and their connections to current and future public transport routes.

• Level of provision, location and design of parking in the development based on land use and public transport provision. Consideration should be given to whether the number of car parking spaces being provided should be reduced relative to PT provision (including if appropriate on-site park-and-ride and kiss-and-ride facilities). This can adequately be addressed within a car park management plan.

• Include specific measures to improve transport safety and mitigate the impact of development should be considered.

• Perform a swept path analysis for buses ability to access the site and roads to be used for public passenger transport services

Conclusion

A summary of main features of the development which achieve the best possible outcomes for non-car-based travel including details of remedial measures proposed to alleviate any identified problems or evidence provided that no remedial measures are necessary.


ANNEX 1

ROAD HIERARCHY ELEMENTS AND THEIR OBJECTIVES for the Purposes of This Code

TIER 1: KEY FUNCTION Roads Streets

• To carry through traffic

• To provide local property access • To collect local traffic

TIER 2: ROLE Arterial Roads Sub-Arterial Roads Collector Streets Local Streets

• through traffic movements across town; • longer distance strategic traffic movements; • primary connection between suburbs and

employment, economic, education or entertainment centres;

• line haul public transport task; • primary freight and dangerous goods routes; • regional cycle movements.

• connections between local areas and arterial roads • connections for through traffic between arterial

roads • access to public transport • through movement for public transport • regional-local cycle movements • pedestrian movements • access to developments

• carry traffic having a trip end within the local area

• direct access to properties • access to public transport • pedestrian movements • local cycle movements

• direct access to properties • pedestrian movements • local cycle movements

TIER 3: MANAGEMENT Highway Arterial Arterial Main

Street Traffic

Distributor Controlled Distributor

Major Collector

Minor Collector

Access Street

Access Lane

• longer distance

traffic movements between towns;

• regionally and nationally significant movements.

• longer

distance traffic movements between suburbs and other centres.

Treatment may involve preservation of aspects of local amenity in balance with traffic operation.

• longer distance

traffic movements;

• access to commercial properties;

• car parking; • pedestrian

movements.


• connection of local

areas to arterial roads;

• through movements between arterial roads.


• connection of local

areas to arterial roads;

• access to properties (certain cases).

Treatment may control some aspects of traffic operation to ameliorate impacts.

• connection of

residential streets with traffic carrying roads

• access to grouped properties

• connection

of residential streets with traffic carrying roads

• access to individual adjacent properties

• access to

individual adjacent properties

• access to local area

• access to

individual adjacent properties


ANNEX 2 CONNECTIVITY AND ACCESSIBILITY INDICES CONNECTVITY INDEX A Connectivity Index can be used to quantify how well a network connects destinations. Indices can be measured separately for motorised and non-motorised travel, taking into account non-motorised shortcuts, such as paths that connect cul-de-sacs, and barriers such highways and roads that lack footpaths. Several different methods can be used. 1) The most common way is by dividing the number of road links by the number of

road nodes (Ewing, 1996)5. Road links are the segments between intersections, whilst road nodes are the intersections themselves. Cul-de-sac heads count the same as any other link end point. A higher index means that travellers have increased route choice, allowing more direct connections for access between any two locations. According to this index, a simple box is scored a 1.0. A four-square grid scores a 1.33 while a nine-square scores a 1.5. Deadend and cul-de-sac streets reduce the index value. This sort of connectivity is particularly important for non-motorised accessibility. A score of 1.4 is the minimum needed for a walkable community.

2) The ratio of intersections divided by intersections and dead-ends is, expressed on

scale from zero to 1.0 (USEPA, 2002)6. An index over 0.75 is desirable.

3) The number of surface street intersections calculated within a given area, such as a 2.5 square kilometres. The more intersections, the greater the degree of connectivity.

ACCESSIBILITY INDEX An Accessibility Index can be calculated by dividing direct travel distances by actual travel distances. For example, if streets are connected, relatively small, and have good footpaths, people can travel nearly directly to destinations, resulting in a low index. If the street network has many unconnected dead-ends and blocks are large, people much travel farther to reach destinations, resulting in a higher index. A Walking Permeability Distance Index (WPDI) of 1.0 is the best possible rating, indicating that pedestrians can walk directly to a destination. An average value of 1.5 is considered acceptable.

5 Reid Ewing (1996), Best Development Practices; Doing the Right Thing and Making Money at the Same Time, Planners Press (www.planning.org), 1996. 6 USEPA (2002), Smart Growth Index (SGI) Model, U.S. Environmental Protection Agency (www.epa.gov/smartgrowth/topics/sgipilot.htm), 2002. For technical information see Criterion, Smart Growth Index Indicator Dictionary, U.S. Environmental Protection Agency (www.epa.gov/smartgrowth/pdf/4_Indicator_Dictionary_026.pdf


These indices are affected by how each area is defined, such as whether parklands and industrial areas are included in analysis. It is therefore important to use professional judgment in addition to quantitative measurements when evaluating connectivity. (Derived from Victoria Transport Policy Institute (2007). Roadway Connectivity - Creating More Connected Roadway and Pathway Networks. www.vtpi.org/tdm/tdm116.htm.)


LANEWAY DESIGN Residential frontage for individual dwellings can be achieved using rear-loaded dwellings (where car accommodation is to the rear of the lot). The design, layout and detailing of laneways is however, critical to their successful operation.

Figure 1: REAR-LOADED LOT LAYOUT7

ANNEX 3 Laneway design and layout should: • provide good passive surveillance into,

along and through lanes. • Straight lanes and T-lanes are preferred,

while H-lanes, dog-leg lanes or tightly curved lanes should be avoided.

• not be longer than 140 m without a mid-lane link;

• incorporate studio units or habitable rooms at entries and at strategic locations to provide surveillance, activity and interest along the lane;

• be detailed as rear lane spaces, so as not to be confused with streets; without parking and with no garage setbacks required;

• be detailed to enable easy and safe access into and out of garages, but without using tilt-panel or other doors that open into the lane;

• not create a more direct through-route alternative for vehicles, cycles or pedestrians than the adjoining street network;

• be designed to ensure rear yards of properties can be fenced for security;

• ensure that any rear boundary treatment or tree planting does not create concealed recesses or provide illegal access opportunities into rear yards;

• minimise the use of rear lanes for metered services and other facilities requiring recesses;

• provide public lighting, but located so that poles are outside reversing vehicle paths;

• provide lighting, and provide adequate sightlines for both pedestrians and cars at junctions without excessive truncations on adjoining properties.

Lane may be widened in parts to create mews courts. Extracted from Western Australian Planning Commission (2004). Liveable Neighbourhoods (Edition 3), Western Australian Planning Commission. www.wapc.wa.gov.au/Publications/26.asp.

7 Courtesy- Peter Richards, Director Deicke Richards


ANNEX 4 PEDSHED ANALYSIS THE WALKABLE CATCHMENT (PEDSHED) TECHNIQUE

Walkable catchments, sometimes referred to as ‘pedsheds’, are maps showing the actual area within a five- minute walking distance from any centre, or ten minutes from any major transport stop such as a railway station. The centre could be a neighbourhood or town centre. The walkable catchment is simply a technique for comparative evaluation of how easy it is to move through an urban area in order to get to and from these centres or facilities. These maps are the best estimates of walkability, and as such are an indication of energy efficiency. Walkable catchment calculations are expressed as the actual area within a five-minute walking distance as a percentage of the theoretical area within a five-minute walking distance. The theoretical five-minute walking distance is shown as a circle with a radius of about 400 m drawn around any particular centre. This is an area of 50 ha. When calculating a ten-minute walking distance, the radius used is about 800 m, resulting in a circle area with an area of 200 ha. The higher the percentage obtained, the better the walkability and hence the likely energy efficiency of any urban area. A good target for a walkable catchment is to have 60 percent of the area within a five-minute walking distance, or ten minutes in the case of stations. Process for calculating walkable catchments 1. On a scaled map draw a circle of 400 m radius around a neighbourhood or town

centre, and an 800 m radius circle around a rail station. 2. Starting from the centre, measure along the centre line of all available streets, to a

distance of 400 m. 3. Estimate the boundary of the lots within a 400 m walk, and colour this area. This

is the actual area from within which a pedestrian would be able to access a centre along the available streets within a five-minute walk.

4. In the case of stations, complete the task outlined in number 3 above, and

complete the task for a ten-minute walking distance, using 800 m as the distance measure. This will result in a map showing the actual distance within both a five-minute walk, and a ten-minute walk from the railway station.

5. Using a grid of scaled hectares, (ie 100 x 100 m squares at the appropriate scale),

calculate the approximate area in hectares of the area of land coloured in Step 3 above and express this as a percentage of 50 ha. This shows the actual areas within 400 m of the centre as a percentage of the 50 ha circle. In figure 1, in the example of a conventional subdivision around a neighbourhood centre, this is 38 percent, while in figure 2, for a walkable neighbourhood around a neighbourhood centre and transit station, the figure is 60 percent.


6. Repeat the exercise for rail stations, using the hectare grid, and calculate the

area accessible within a ten-minute walk (800 m) of the 200 ha area. In figure 2 above for a walkable neighbourhood the figure is 58 percent.

Note that the walkable catchment should always count the area of land used for dwellings but not include public open space contained in the accessible area. Fine tuning the calculation There are practical influences on walkable catchments such as short cuts through parks or along pedestrian paths. These should only be included where there is a high degree of surveillance, during evenings and at weekends, from adjoining development that fronts the parks and where there is good lighting. Similarly, the walkable catchment may need to be reduced where there is poor surveillance and routes are perceived to be unsafe. Extracted from Western Australian Planning Commission (2004). Liveable Neighbourhoods (Edition 3), Western Australian Planning Commission. www.wapc.wa.gov.au/Publications/26.asp.

Figure 1: Conventional subdivision around a neighbourhood centre.

Figure 2: A walkable neighbourhood around a neighbourhood centre and transit station.

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