Transport Impact Assessment...4.5 Existing Public Transport Service 17 4.6 Existing Parking Supply...

Transport Impact AssessmentWest Leederville Activity Centre

22 January 2020 Cardno i

Transport Impact Assessment

West Leederville Activity Centre

CW1040800

Prepared forTown of Cambridge

22 January 2020


© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced inwhole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not andshall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of thisdocument.

CW1040800 | 22 January 2020 | ii

Contact Information Document Information

Cardno (WA) Pty LtdABN 77 009 119 000

11 Harvest TerraceWest Perth 6005

Australia

www.cardno.com

Phone +61 8 9273 3888

Fax +61 8 9486 8664

Prepared for Town of Cambridge

Project Name West Leederville Activity

Centre

File Reference CW1040800-TR-RP-001-D-WLAC TIA-V2RR.docx

Job Reference CW1040800

Date 22 January 2020

Version Number D

Author(s):

Raymond RachmatTraffic Engineer

Effective Date 22/01/2020

Approved By:

Ray Cook

Manger – Traffic & Transport

Date Approved 22/01/2020

Document HistoryVersion Effective Date Description of Revision Prepared by Reviewed by

A 12/10/2018 For Issue Raymond RachmatAlix Oakes

Jacob Martin

B 24/05/2019 Additional information added Raymond Rachmat Jacob Martin

C 20/12/2019 Updated EmploymentProjections

Raymond Rachmat Jacob Martin

D 22/01/2020 Minor text changes Raymond Rachmat Jacob Martin


CW1040800 | 22 January 2020 | iii

Table of Contents

1 Introduction and Background 1

1.1 Scope 1

1.2 Site Location 1

1.3 Land Use Proposal 1

1.4 Key Issues 1

1.5 Background Information 2

2 Structure Plan Proposal 3

2.1 Regional Context 3

2.2 Proposed Land Uses 4

2.3 Major Non-Residential Attractors and Generators 5

3 Strategic Direction 6

3.1 Local Planning Strategy 6

3.2 TransPriority Principles 7

4 Existing Situation 12

4.1 Existing Land Uses 12

4.2 Existing Road Network 12

4.3 Existing Traffic Volume 16

4.4 Existing Pedestrian/Cycle Network 16

4.5 Existing Public Transport Service 17

4.6 Existing Parking Supply 19

5 Proposed Changes to Transport Networks 20

5.1 Road Network 20

5.2 Pedestrian Network 22

5.3 Public Transport Network 24

5.4 Cycling Network 27

5.5 Parking 29

6 Integration with Surrounding Area 30

6.1 Surrounding Attractors / Generators 30

6.2 Proposed Changes to Surrounding Land Uses 30

6.3 Transport Connectivity to Surrounding Areas 34

7 Analysis of Traffic Operation 35

7.1 Analysis Methodology 35

7.2 Subject Intersections 36

7.3 Year of Assessment and Time Period 36

7.4 Activity Centre Traffic Generation (Internal Traffic) 36

7.5 Regional Traffic (External Traffic) 37

7.6 Transport Mode Share 38

7.7 Intersection Performance Analysis 39


CW1040800 | 22 January 2020 | iv

7.8 Road Network Capacity Analysis 45

7.9 Crash Data Review 48

8 Multi-Modal Analysis 52

8.1 Future Traffic Generation 52

8.2 Trip Purpose Proportions 53

8.3 Internal Trip Containment 53

8.4 Regional Traffic Reduction 54

8.5 Sensitivity Analysis 54

8.6 Activity Centre Mode Shares 56

8.7 Parking Supply 57

9 Review of Proposed Street Designs 62

9.1 Cambridge Street 62

9.2 Southport Street 64

9.3 Northwood Street 66

9.4 Railway Parade 67

10 Conclusion 68

Tables

Table 2-1 WLAC Potential Development Yield 4

Table 4-1 WLAC Key Roads 13

Table 4-2 Train Service Frequency 17

Table 4-3 Existing Parking Supply 19

Table 7-1 Trip Purpose Proportions for AM and PM Peak periods 37

Table 7-2 Existing WLAC Traffic Demand 37

Table 7-3 Future WLAC Traffic Demand 37

Table 7-4 External Traffic through the WLAC Area 37

Table 7-5 Adopted Baseline Transport Mode Share (2018) 38

Table 7-6 Practical Intersection Capacity of Different Intersection Types 39

Table 7-7 Level of Service (LOS) Performance Criteria 39

Table 7-8 Cambridge Street / Kimberley Street Intersection Performance 41

Table 7-9 Cambridge Street / Southport Street Intersection Performance 42

Table 7-10 Railway Parade / Southport Street Intersection Performance 43

Table 7-11 Railway Parade / Kimberley Street Intersection Performance 44

Table 7-12 Cambridge Street / Kimberley Street Capacity Options Assessment 46

Table 7-13 Cambridge Street / Southport Street Capacity Analysis Summary 46

Table 7-14 Railway Parade / Southport Street Capacity Analysis Summary 47

Table 7-15 Railway Parade / Kimberley Street Capacity Analysis Summary 47

Table 7-16 Cambridge Street between Blencowe Street and Loftus Street 48


CW1040800 | 22 January 2020 | v

Table 7-17 Railway Parade between Blencowe Street and Loftus Street 48

Table 7-18 Southport Street between Tower Street and Railway Parade 49

Table 7-19 Northwood Street between Cambridge Street and Railway Parade 49

Table 7-20 Cambridge Street and Southport Street Intersection 49

Table 7-21 Railway Parade and Southport Street Intersection 50

Table 7-22 Cambridge Street and Kimberley Street Intersection 50

Table 7-23 Railway Parade and Kimberley Street Intersection 50

Table 8-1 Internal Trip Containment by Time of Day 53

Table 8-2 Visitor Mode Shift Required 55

Table 8-3 Adopted Baseline Transport Mode Share (2018) 56

Table 8-4 Target Transport Mode Shares (Full Build-Out) 56

Table 8-5 Transport Mode Requirements at Full Build-Out 56

Table 8-6 Maximum Parking Supply Rates 57

Table 8-7 Parking Supply Scenario 58

Figures

Figure 1-1 West Leederville Activity Centre Boundary 1

Figure 2-1 West Leederville Activity Centre Regional Context 3

Figure 2-2 West Leederville Activity Centre Precincts 4

Figure 3-1 Spatial considerations and actions for traffic and transport 6

Figure 3-2 Link and Place Matrix 7

Figure 4-1 Existing Zoning within and adjacent to the Centre 12

Figure 4-2 Existing Road Network 13

Figure 4-3 Existing Link and Place Review 15

Figure 4-4 Existing Weekday Traffic Volumes 16

Figure 4-5 Existing Pedestrian and Cycle Network 17

Figure 4-6 Public Transport Routes Within and Around the Activity Centre 18

Figure 4-7 Perth CAT Service 18

Figure 4-8 Existing Off-Street Parking Sites 19

Figure 5-1 Future ‘Link and Place’ Road Hierarchy 21

Figure 5-2 Future Pedestrian Movement Network 23

Figure 5-3 Proposed Public Transport Linkages 25

Figure 5-4 Potential Cambridge Street Geometry 26

Figure 5-5 Proposed Cycling Network 27

Figure 5-6 Town of Cambridge “Ultimate” Cycling Network 28

Figure 6-1 Wembley Activity Centre 30

Figure 6-2 Subiaco East Redevelopment Area 31

Figure 6-3 Subi East Concept 32

Figure 6-4 Hamilton Precinct 33


CW1040800 | 22 January 2020 | vi

Figure 6-5 Connectivity Between West Leederville and Adjacent Centres 34

Figure 7-1 Subject Intersections 36

Figure 7-2 Cambridge Street and Kimberley Street Turning Movements 40

Figure 7-3 Cambridge Street and Southport Street Turning Movements 40

Figure 7-4 Railway Parade and Southport Street Turning Movements 40

Figure 7-5 Railway Parade and Kimberley Street Turning Movements 40

Figure 7-6 SIDRA Layout for Cambridge Street and Kimberley Street 41

Figure 7-7 SIDRA Layout for Cambridge Street and Southport Street 42

Figure 7-8 SIDRA Layout for Railway Parade and Southport Street 43

Figure 7-9 SIDRA Layout for Railway Parade and Kimberley Street 44

Figure 8-1 Existing and Future Peak Period Traffic Demand 52

Figure 8-2 Non-Residential Parking Demand Profiles for the WLAC 57

Figure 8-3 Potential Locations* for Publicly-Accessible Car Parking 58

Figure 9-1 Cambridge Street Bus Lanes Indicative Layout 62

Figure 9-2 Cambridge Street Indicative Cross-Section with Bus Lanes 63

Figure 9-3 Cambridge Street and Southport Street Indicative Geometry Improvement 65

Figure 9-4 Northwood Street Indicative Street Design – Option 1 66

Figure 9-5 Example of Compact Roundabout Design of Railway Parade and Southport Street 67


CW1040800 | 22 January 2020 | 1

1 Introduction and Background

1.1 ScopeCardno was commissioned by the Town of Cambridge to prepare a Transport Impact Assessment for theproposed West Leederville Activity Centre (‘the Centre’ or WLAC).

This report has been prepared in accordance with the Western Australian Planning Commission (WAPC)Transport Impact Assessment Guidelines Volume 2 – Planning Schemes, Structure Plans & Activity CentrePlans (2016).

1.2 Site LocationThe West Leederville Activity Centre is located in the suburb of West Leederville, Town of Cambridge.Figure 1-1 below shows the extent of the Centre.Figure 1-1 West Leederville Activity Centre Boundary

Source: West Leederville Activity Centre Plan

1.3 Land Use ProposalThe West Leederville Activity Centre is envisaged to increase in prominence as a centre for retail,commercial, and residential activities. The WLAC Plan focuses on consolidating key community andresidential nodes, as well as on encouraging commercial development with mandatory and discretionaryresidential components.

More details are provided in Section 2.2.

1.4 Key IssuesA number of specific issues have been identified as part of the methodology for undertaking this work. Theseinclude:

> Consideration for the traffic function of the strategic road network:

- Resident access to destinations outside of the Activity Centre


CW1040800 | 22 January 2020 | 2

- Traffic through the Activity Centre

- Destination traffic to the Activity Centre

> Consideration for the impact of parking decisions on traffic, activity, economic stability and robustnessfactors:

- Parking policy decisions

- Locations for large scale parking

- Impacts of parking on traffic congestion and pedestrian/cycle routes

> Consideration for active transport corridors to and through the centre:

- Infrastructure definitions for the future development of streetscape and interface improvements

- Route paths and pedestrian provision from public transport and parking nodes to key activities.

> Consideration for public transport

- Future upgrades along existing routes or the development of new routes to support links betweenpublic transport and the Activity Centre.

These considerations are addressed within the recommendations of this TIA.

1.5 Background InformationThe following documents have informed this report:

> West Leederville Activity Centre Plan (Town of Cambridge)

> Central Sub-regional Planning Framework (Department of Planning)

> Draft Local Planning Strategy (Town of Cambridge)

> Town of Cambridge Bike Plan (Town of Cambridge)

> Access and Parking Strategy (Town of Cambridge)

> Parking Guidelines for Activity Centres (WAPC)

> State Planning Policy 4.2 Activity Centres for Perth and Peel (WAPC)

> Infrastructure Traffic Study West Leederville and Wembley – Cambridge Street ‘High Street’ (Town ofCambridge)

> West Leederville Traffic Analysis (Porter Consulting Engineers)

> West Leederville Station Access Strategy (Public Transport Authority)

> Leederville Station Access Strategy (Public Transport Authority)

In addition, a wide range of data sources have been used to inform the current and future impacts oftransport demand growth. In particular, this TIA references Main Roads WA’s ROM24 growth scenarios, aswell as SCATS and traffic link count data, to determine existing traffic function.

Planning documents related to the adjacent Subi East redevelopment, particularly related to the future two-way conversion of Hay Street and Roberts Road into two-way traffic have also been reviewed:

> Subiaco Inner City College Transport Assessment, (Building Management & Works)

> Subiaco Inner City College Traffic & Access Management Plan, (Building Management & Works)

> Subiaco East Redevelopment Scheme (MRA)

> Subi East Vision Document (MRA & Landcorp)

> North Subiaco Structure Plan (City of Subiaco)

> City of Subiaco Transport Access and Parking Strategy (City of Subiaco)


CW1040800 | 22 January 2020 | 3

2 Structure Plan Proposal

2.1 Regional ContextWest Leederville is identified in State Planning Policy 4.2 as a District Centre. The Centre is located west ofthe Perth CBD and Leederville town centre. The Centre currently comprises a mixture of commercial,residential, and retail land uses.

The Centre is well served by public transport, being strategically located adjacent to the Joondalup andFremantle train lines, with the majority of the area within walkable catchment of three stations (Leederville,West Leederville, and City West Stations). These factors makes West Leederville an ideal location for aTransit Oriented Development (TOD).

West Leederville is also located within close proximity of a number of District Centres, as shown in Figure 2-1. Nearby major attractors include the Perth CBD, Leederville Town Centre, Subiaco, Wembley-Jolimont,Lake Monger, and the new Bob Hawke College in Kitchener Park in Subiaco.

Figure 2-1 West Leederville Activity Centre Regional Context

Source: Central Sub-Regional Planning Framework Plan

As described in the WLAC Plan, the Centre comprises the area of West Leederville between Leederville and West Leederville train stations, centred on Cambridge Street. This Plan seeks to capitalise on the strategic locational characteristics of the centre, which include:

> Proximity to central Perth, West Perth and the Subiaco and Leederville town centres

> Good access to the Fremantle and Joondalup train lines

> Multiple bus routes along Cambridge Street

> Good access to the freeway

> Attractive, inner city character area

> Proximity to Bob Hawke College


CW1040800 | 22 January 2020 | 4

2.2 Proposed Land UsesThe Centre is divided into four Precincts based on the desired character and function of each area, as shownin Figure 2-2.

Figure 2-2 West Leederville Activity Centre Precincts


As per the Plan, land use is in accordance with the Town’s Local Planning Scheme zoning table. Generally,active retail frontages are to be concentrated along portions of Cambridge Street, Northwood Street andRailway Parade, as shown in Figure 5-2:

Table 2-1 below summarises the existing yield and the potential development yield when the Centre is fullybuilt.

Table 2-1 WLAC Potential Development Yield

Land Uses Exiting Yield* Future Yield*** Difference

Residential 773 dwellings** 3073 dwellings +2,300 dwellings

Manufacturing/Processing/Fabrication 1,887 m2 1,264 m2 -623 m2

Storage/Distribution 3,446 m2 5,582 m2 +2,136 m2

Service Industry 2,440 m2 3,952 m2 +1,512 m2

Shop/Retail 8,010 m2 14,018 m2 +6,008 m2

Other Retail 1,630 m2 2,640 m2 +1,010 m2

Office/Business

56,538 m2

(20,107 m2 is currentlyvacant)

91,591 m2+35,053 m2

Health/Welfare/Community Services 2,960 m2 4,795 m2 +1,835 m2

Entertainment 1,374 m2 2,225 m2 +851 m2

Utilities/Communications 4,906 m2 7,947 m2 +3,041 m2

Source: *Interim Economic Development Strategy Background Report (2018)** West Leederville Activity Centre Plan*** Town of Cambridge Local Planning Strategy & West Leederville Activity Centre Economic Analysis Update


CW1040800 | 22 January 2020 | 5

2.3 Major Non-Residential Attractors and GeneratorsIn addition to the developments outlined previously, the following major non-residential attractors andgenerators are proposed for the Activity Centre:

> Redevelopment of the former “Bethel” site in to an activated pedestrian laneway and piazza space

> Bob Hawke College and Subi East Redevelopment

> Transit oriented development along Cambridge “High Street”

> Community Hall

> Leederville Station Transit Hub (long term opportunity)

These developments have the potential to attract large numbers of people to the Activity Centre Thedevelopment of the former “Bethel” site and the proposed transit-oriented developments are likely toencourage visitors to linger longer. This will transform the Stations into activity destinations in their own right,as opposed to a transitory facility.

The transport impacts of this functional change will need to be carefully managed, particularly when peaktimes for all uses coincide. This requires careful integration of all modes used within the Activity Centre, toaccess the above destinations, such as pedestrian links from train stations and bus stops.


CW1040800 | 22 January 2020 | 6

3 Strategic Direction

3.1 Local Planning StrategyThe 2019 Draft Local Planning Strategy recognises the need to reduce address traffic congestion in theTown and identifies a number of ways to achieve this including:

> Encouraging mode shift from private vehicles to public transport, cycling and walking

> Managing parking

> Upgrading roads where necessary.

Figure 3-1 illustrates the intended strategic direction for transport in the Town as a whole. This documentoutlines a number of overarching objectives, and mode specific actions, which culminate in the followingspatial considerations for traffic and transport:

1. The Town will support the Public Transport Authority (PTA) in increasing the frequency and provisionof bus services along high priority and high frequency public transport routes.

2. Opportunities for additional public transport routes through the western part of the Town, particularlylinking key recreational and sporting facilities, will be actively pursued by the Town.

3. Increased intensity at key Activity Centres will support the investment in public infrastructure includingpublic transport service expansion, public realm improvement and end of trip facilities for cyclists andpedestrians.

4. Investment in cyclist infrastructure to make commuter and recreational routes safer and more efficientwill encourage more residents and visitors to the Town to cycle instead.

Figure 3-1 Spatial considerations and actions for traffic and transport

Source: Town of Cambridge


CW1040800 | 22 January 2020 | 7

The implications of the above on the study area include:

> The opportunity for a High Frequency Public Transport corridor along Cambridge Street

> The opportunity for a circle bus route along Cambridge Street, Oceanic Drive, The Boulevard, GranthamStreet, Lake Monger Drive and Southport Street

> A potential safe cycle street north of the study area along Ruislip Street / Woolwich Street.

3.2 TransPriority Principles

3.2.1 Linking Transport and Land Use PlanningOne way of viewing the integration of land use and transport is through the lens of ‘Link and Place’. That is,identifying corridors that function primarily as activity destinations (a ‘Place’), as mobility corridors, or as bothsimultaneously.

Figure 3-2 Link and Place Matrix

Source: Transport for London

This discussion should always be framed in the context of ‘person mobility’, not traffic level of service. Publictransport, walking and cycling facilities all substantially increase the carrying capacity of a street, whilesupporting activity through improved pass-by trade and higher levels of economic integration. TransPriorityprovides a way to expand upon the ‘Link and Place’ idea, by specifying the hierarchy of transport that shouldbe supported to best fulfil the needs of the local community.

Perth and [email protected] and the Draft Central Sub-Regional Planning Framework indicate that there islikely to be extensive growth in development throughout the entire region. This will generate additionaltransport demands that must be assigned to a network that is already approaching capacity. There isinsufficient road capacity to accommodate this transport growth under the current paradigm of predominantlyprivate vehicle trips during the peak hour. This focus on moving cars and trucks in traffic lanes effectivelylimits the people moving capacity of the corridor to current, or minor incremental improvements. As such, analternative framework and infrastructure solution is needed, which prioritises the movement of people andgoods over traffic.

Strategic roads including Cambridge Street and Railway Parade constitute the primary road network forprivate vehicles and service/delivery traffic from Loftus Street and the Mitchell Freeway into and through theActivity Centre. These roads therefore provide a vital conduit for mobility. However, because of high trafficvolumes, these roads can create barriers for pedestrians and cyclists, and limit the density and type ofdevelopment that can feasibly be constructed along the corridor. This affects the viability of public transport,by limiting the adjacent catchment and reducing the capacity for efficient routes through prioritisation ofprivate vehicular modes.


CW1040800 | 22 January 2020 | 8

Outside of the WLAC area, additional strategic roads supplement east-west transport functions, includingGrantham Street (Core Road), Woolwich Street (Local Street) and Ruislip Street (Connector).

The intended ‘Link and Place’ hierarchy should be reflected in the proposed infrastructure, ensuring that formfollows intended function. That may mean removing travelling lanes to improve pedestrian and cyclingfacilities, or reducing intersection capacity for cars to introduce ‘queue jump’ facilities for buses.

3.2.2 Network HierarchyTo address the function of the local road network in the context of the various transport modes, a Hierarchyof Use has been established to provide the basic principles for road function and to influence the design ofstreetscape and development. This hierarchy of use also ensures that decisions about the operation of theroad network better consider the effects on the surrounding community, key Activity Centres and theenvironment. TransPriority may support primary use of the road by different transport modes at particulartimes of the day in an attempt to manage competing interests for limited road space.

As development intensifies, unrestrained parking will not only result in an unsustainable parking demand butalso a range of negative traffic and environmental issues within the Activity Centre, such as congestion,noise, pollution and safety. If this scenario continues, private vehicles within the Activity Centre will contributeto congestion and also detract from the desired Activity Centre environment. As such, a balance betweenproviding vehicular access and minimising traffic impact is needed.

For streets with activated frontages, there will be an emphasis on discouraging private vehicles and insteadencouraging pedestrian and public transport movement. Any measures intended to decrease the demand forprivate vehicles within the Activity Centre through supply or demand management measures must be offsetby an increase in alternative transport options.

This would include such initiatives as increased public transport frequencies and new routes, improvedcycling facilities and attractive pedestrian environments.

3.2.2.1 Private Vehicles

In general, private vehicle use is promoted along the periphery of the site and supported through strategiclocation of peripheral car parking to minimise the volume of traffic in pedestrian-oriented areas. Vehiculartraffic is accommodated within a few key streets and controlled through cross-section and priority measures,as well as the location of car parking.

It is acknowledged that demand by car traffic along Cambridge Street is likely to grow substantially as theregion develops. This includes both regional transport pressures and activity generated by land useoutcomes identified in the WLAC Plan. However, the limited capacity of this road to accommodate vehiculartrips and the increased activity necessary to support the Centre itself suggests that the current function forCambridge Street cannot be sustained.

To address the needs of the Centre, the following strategic changes are proposed:

> Regional traffic should be encouraged to use the external road network to preserve the internal roadnetwork for other transport modes (particularly high frequency public transport).

> Local traffic should be slowed (ideally to 30km/hr) through reduced speed limits and Local Area TrafficManagement to create a better integration with pedestrian and cycling modes.

> Local streets within the Activity Centre should be maintained with a narrow pavement width to promotelow speed, while signalised intersections reinforce safe pedestrian crossings along primary desire lines.

3.2.2.2 Pedestrians

The WLAC Plan is an opportunity to create a high quality integrated planning and transport environment thatsupports economic, environmental and social activities. Within the WLAC, the pedestrian environment formsthe basis for transport and land-use synergies. Other modes provide efficient access within its boundariesand there is therefore a balance required between pedestrian demands and the requirements of othermodes.

Pedestrian activity is a critical factor in the effectiveness and vitality of an Activity Centre. For this reason, thepedestrian environment must be carefully considered, particularly along primary pedestrian routes. Thisincludes construction of high quality paths, shade trees and street furniture to provide amenity.

By allocating resources to the pedestrian environment, the use of pedestrian modes will grow, reducing thedemand for other modes as well as the requirement for parking. Parking location is key to determining bothtraffic and pedestrian movement. The location of car parking towards the periphery limits the impact of


CW1040800 | 22 January 2020 | 9

parking on trip volumes and land consumption, but requires parkers to travel an additional distance to theirdestination. The demand for peripheral car parking will be significantly improved where attractive pedestrianfacilities are provided.

The activated central core should be oriented towards pedestrian accessibility, with wide, attractivepedestrian footways and legible road crossings. Areas nearer to the edge of the Centre, where densities arelower, will not have as significant a pedestrian focused design. A consistent provision of safe crossing pointsand high quality pedestrian facilities will be employed across the Activity Centre particularly focused onidentified desire lines from between major transport and land use precincts.

A Level of Service approach considers the quality of the pedestrian experience across the length of the trip.Therefore, higher-traffic areas with a high concentration of pedestrians require good quality, covered andshaded paths, as do paths that connect areas of high demand across relatively long distances, approachingor exceeding the nominal 400m or 800m walkable catchment.

All streets within an Activity Centre provide some form of off-street pedestrian path, with the quality of thisprovision improving along critical and high demand links. A fine-grained network of pedestrian paths isrequired to permeate the Centre to more closely match the desire lines of commuters, residents and visitorsmoving through the network. Pedestrians are most important where activated building frontages and publicspaces are proposed, as these rely on pedestrian traffic to retain their commercial viability and ‘placemaking’appeal. Such areas attract the best quality pedestrian infrastructure.

3.2.2.3 Public Transport

Public transport is a high priority for an Activity Centre as it provides regional connections and interchangeopportunities. Cambridge Street has been identified in the WLAC Plan and the Central Sub-regionalPlanning Framework as a “High Frequency Public Transport” corridor. This need has been reaffirmedthrough trip demand analysis as part of this TIA. As such, improved facilities for public transport are critical toensure adequate mobility for residents, employees and visitors to and through the Centre.

To this end, this TIA recommends as a longer term option, a reallocation of road space along CambridgeStreet, along with substantial reconfiguration of the cross-section, to support high frequency service duringpeak periods, with buses ultimately operating at 2-3 minute headways. In this way, Cambridge Street cancontinue to function as the central east-west spine for public transport, as part of routes designed to fit withinthe regional context and support sustainable transport access to activity, and particularly employment.

Reducing dependence on private vehicles for transport to and from the WLAC will be heavily reliant on therebeing attractive, and efficient and convenient public transport supported by good quality public transportinfrastructure. The availability of high-frequency public transport will also allow reductions in parking rates inthe Centre, freeing up land for more productive uses. The expansion of local public transport services alsoimproves equity in the region, by supporting households to transition away from private vehicle ownershipand thereby reduce their vulnerability to external economic impacts.

Accessibility to West Leederville and Leederville train stations would need to be improved further to cater forthe increased demand as the Activity Centre grows. PTA is currently undertaking a Station Access Strategyreview of each station in the network. Through these Strategies, the PTA will recommend improvements toimprove access by all modes, including:

> Improvement and upgrade to footpath, shared paths and cycle paths;

> Better pedestrian and cycling wayfinding;

> Crossing facilities upgrade;

> Improve pedestrian and cycling routes between West Leederville and Leederville Station;

> Additional bus connections;

> Bike parking upgrade; and

> Potential to provide kiss ‘n’ ride facility

It is recommended that the Station Access Strategies are cognisant of, and align with the intention of theWLAC plan, and that the Town assist in implementation of the various recommendations in collaboration withthe PTA.


CW1040800 | 22 January 2020 | 10

3.2.2.4 Cycling

Cycle routes in Activity Centres are often classified as Secondary routes under the Western AustralianBicycle Network Plan Cycling Network Hierarchy, defined in that document as follows:

“…having a lower demand than primary routes but provide similar levels of quality, safety and convenience.These routes provide connections between primary routes and major Activity Centres such as shopping

precincts, industrial areas or major health, education, sporting and civic facilities”.

Cycling facilities should follow primary desire lines and provide fine-grained access to all areas of the ActivityCentre. They can take on a number of different forms including:

> High-quality shared paths

> Bi-directional protected bike lanes

> Protected on-road bike lanes;

> Safe Active Streets (Bicycle Boulevards).

On-street paths are preferred through activated spaces to minimise conflicts with pedestrians. For thesereasons, cycling provision in Activity Centres is usually focused primarily on-street, either through dedicatedcycle lanes on strategic roads, or in shared bus/cycle or car/cycle lanes where appropriate. A network of off-street paths is also recommended between stations, retail nodes, education and residential areas anddesigned to promote casual cycling as well as for school children. As these facilities are constructed for lessconfident riders, safe crossing facilities are of primary concern.

Within the WLAC, cycling facilities are proposed to leverage the existing strategic connections along theMitchell Freeway PSP, Fremantle Rail PSP and the future Ruislip Street ‘Safe Active Street’. Connections tothese links via slow-speed mixed traffic environments and shared paths are also recommended.

Appropriate end of trip facilities are provided for both commuter and leisure cyclists and are designed tosupport cycling as a comfortable, practical mode choice. The level of end of trip facility provided depends onthe target demographic and the available infrastructure funding sources. Consideration should be given toutilising on-street parking areas for bike parking in pedestrian activation areas where the potential risk ofpedestrian/cycle conflict is high.

3.2.2.5 Parking

Land uses define the requirements for car parking quantum and location, i.e. short stay and on-street parkingclose to retail precincts, long stay commuter parking on the periphery of the Activity Centre near toemployment centres and along regional access routes.

Public car parking allows a more efficient and equitable allocation of parking resources across multiple landuses. Therefore, a proportion of public car parking is beneficial to the operation of the Activity Centre andshould be supported through the local planning scheme or other statutory means.

The public parking supply can be segregated to provide parking for a range of needs. The two broadestcategories for non-residential parking consist of commuter (long term) and retail (short term or shopper)parking. These have overlapping but separate demand profiles and should be managed in different ways.Retail and entertainment parking should be provided centrally, close to destination areas and easilyaccessible from the development. Parking is ideally supplied on-street or in decked car parking with ademand responsive parking fee that promotes turnover.

Commuter parking (as distinct from park and ride) generally encompasses parking for employees who workwithin the Centre. Commuter parking tends to be of lesser value to the Centre and should be provided on theperiphery of the Centre (where possible) in large scale parking structures priced to support all-day parking.Commuters tend to arrive during the roadway peak and have a significant impact on traffic operations.Removing this demographic from the main activity improves pedestrian and cycling safety, public transportefficiency and intersection operation. Commuters are also more willing to walk long distances, particularly ifthe pedestrian environment is attractive. Other specialised parking categories are also important and shouldbe included in the on- and off-site parking supply. This includes:

> Disabled parking,

> Loading bays

> Bus stops along service routes

> Taxi stands


CW1040800 | 22 January 2020 | 11

> Other types of very short-stay parking (ATM, post boxes, emergency service zones, etc.)

Given the provision of public transport in the Precinct, and the proximity of West Leederville to the PerthCBD, park and ride is generally discouraged within the Precinct.

3.2.2.6 Freight and Deliveries

Regional freight traffic is not supported within the WLAC due to the adverse impact on pedestrian andcycling amenity. Freight and local delivery traffic is encouraged to utilise major approaches, although therewill be provision both on-street and within development particularly in ‘main street’ precincts, and wheresmaller office/retail development is located to ensure effective operation.

Larger office/ commercial buildings should be serviced via on-site docks connected to basement orundercroft parking structures. Access to dock areas through the existing laneway network is supported tominimise the impact of service/delivery vehicles on pedestrian, cycling and bus modes.


CW1040800 | 22 January 2020 | 12

4 Existing Situation

4.1 Existing Land UsesAs shown in Figure 4-1, existing land use within the Centre is mixed in nature, consisting of retail, office,light manufacturing/processing, health services, and entertainment activities. There is also a residential areabetween Kimberley Street and Abbotsford Street.

Figure 4-1 Existing Zoning within and adjacent to the Centre

Source: Town of Cambridge Local Planning Scheme No. 1

4.2 Existing Road NetworkThe existing road network surrounding the Centre is shown in Figure 4-2. Road classifications are defined inthe Main Roads Functional Hierarchy as follows:

> Primary Distributors (light blue): Form the regional and inter-regional grid of MRWA traffic routes andcarry large volumes of fast-moving traffic. Some are strategic freight routes, and all are National or Stateroads. They are managed by Main Roads.

> Regional Distributors (red): Roads that are not Primary Distributors, but which link significantdestinations and are designed for efficient movement of people and goods within and beyond regionalareas. They are managed by Local Government.

> District Distributor A (green): These carry traffic between industrial, commercial, and residential areasand connect to Primary Distributors. These are likely to be truck routes and provide only limited access toadjoining property. They are managed by Local Government.

> District Distributor B (dark blue): Perform a similar function to “District Distributor A” but with reducedcapacity due to flow restrictions from access to and roadside parking alongside adjoining property. Theseare often older roads with traffic demand in excess of that originally intended. District Distributor A and B


CW1040800 | 22 January 2020 | 13

roads run between land-use cells and not through them, forming a grid that would ideally be around 1.5kilometres apart. They are managed by Local Government.

> Local Distributors (orange): Carry traffic within a cell and link District Distributors at the boundary toaccess roads. The route of the Local Distributor discourages through traffic so that the cell formed by thegrid of District Distributors only carries traffic belonging to or serving the area. These roads shouldaccommodate buses but discourage trucks. They are managed by Local government.

> Access Roads (grey): Provide access to abutting properties with amenity, safety and aesthetic aspectshaving priority over the vehicle movement function. These roads are bicycle and pedestrian friendly. Theyare managed by Local government.

Figure 4-2 Existing Road Network

Source: Main Roads WA

Table 4-1 below summarises the characteristics of key roads within and surrounding the Centre.

Table 4-1 WLAC Key Roads

RoadName

Hierarchy Configuration SpeedLimit(km/h)

CambridgeStreet

Distributor A § West of Blencowe StreetTwo-way, four-lanes divided road with clearways

§ East of Blencowe StreetTwo-way, two-lanes divided road

§ East of Kerr StreetTwo-way, four-lanes divided road with clearways

60

RailwayParade

Distributor A § West of Loftus StreetTwo-way, two-lanes divided road with clearways on theeastbound lane

§ East of Northwood StreetTwo-way, two-lanes divided road with some on-streetparking on the eastbound lane

50


CW1040800 | 22 January 2020 | 14

SouthportStreet

§ Access Road (south ofCambridge Street

§ Distributor A (north ofCambridge Street

§ South of Cambridge StreetTwo-way, two-lanes undivided road with embayedparking on both sides

§ North of Cambridge StreetTwo-way, two-lanes undivided road

60

KimberleyStreet

Local Distributor Two-way, two-lanes undivided road with on-street parking onboth sides 50

NorthwoodStreet

Access Road Two-way, two-lanes undivided road with on-street parking onboth sides 50

MitchellFreeway

Primary Distributor Two-way, nine-lanes divided road in the vicinity of the ActivityCentre 100

LoftusStreet

Distributor A Two-way, six-lanes divided with additional lanes for freewayentries 60

Details on required updates to the road hierarchy are provided in Section 5.1.A ‘Link and Place’ description of the existing road network within the WLAC, yields the following (Figure 4-3)


CW1040800 | 22 January 2020 | 15

Figure 4-3 Existing Link and Place Review


CW1040800 | 22 January 2020 | 16

4.3 Existing Traffic VolumeExisting weekday traffic volumes were obtained from Main Roads WA, SCATS, and Town of Cambridgetraffic data. These traffic volumes are summarised in Figure 4-4.

Figure 4-4 Existing Weekday Traffic Volumes

This confirms that the busiest Distributor roads are Thomas Street, Cambridge Street and Railway Parade.Southport Street (an Access Road south of Cambridge Street and a Distributor A north of Cambridge Street)carries relatively high traffic volumes on weekdays, due to its function connecting Loftus Street to the MitchellFreeway.

4.4 Existing Pedestrian/Cycle NetworkThe existing pedestrian, cycle network within, and surrounding the Centre, is shown in Figure 4-5. TheCentre is in close proximity to two Principal Shared Paths (PSP), along the Fremantle and Joondalup railline, however connectivity from the Centre to these paths is poor due to lack of dedicated cyclinginfrastructure within the Centre.

Footpaths are provided on both sides of the road, giving excellent pedestrian access within the Centre and tonearby train stations and bus stops. Crossing facilities are mainly provided in the form of passive crossingswith standard kerb ramps at unsignalised intersections, and signalised crossings at signalised intersections.

Recent road works on Cambridge Street between Blencowe Street and Kerr Street have resulted in bettercrossing amenity across northern and southern precincts of the Centre by reducing traffic lane to one in eachdirection and the provision of wide pedestrian refuges.


CW1040800 | 22 January 2020 | 17

Figure 4-5 Existing Pedestrian and Cycle Network

Source: Department of Transport

4.5 Existing Public Transport ServicePublic transport serving the West Leederville area is provided by Transperth bus and train services, seeFigure 4-6. Five bus routes pass through the Centre (route 81, 82, 83, 84, 85) which links the Centre to thePerth CBD on the east and surrounding suburbs to the west and north of the Centre. Within the ActivityCentre, these bus routes share common stops, with combined headways of approximately 5 minutes duringpeak periods.

The Centre is also in close proximity to three rail stations, Leederville, West Leederville, and City Weststations. Table 4-2 below shows the train frequency on each station serving the Centre. Leederville Stationprovides the best service with 5-minute headway during peak hours, while West Leederville station has thelongest headway at 20 minutes during peak hours.

Additionally, the free Green CAT service is available linking the Centre with West Perth and Elizabeth Quay(Figure 4-7). When departing from Leederville Station, the service runs at a frequency of 15 minutes from6:00AM to 6:28AM and every 8 minutes from 6:36AM to 7:00PM, Monday to Friday only.

Table 4-2 Train Service Frequency

Train Line & Station Service Frequency to Perth(AM Peak Weekday)

Service Frequency from Perth(PM Peak Weekday)

Joondalup Line – Leederville Station Every 5 minutes Every 5 minutes

Fremantle Line – West Leederville Station Every 20 minutes Every 20 minutes

Fremantle Line – City West Station Every 11 minutes Every 11 minutes

Source: Transperth


CW1040800 | 22 January 2020 | 18

Figure 4-6 Public Transport Routes Within and Around the Activity Centre

Source: Transperth

Figure 4-7 Perth CAT Service

Source: Transperth

West LeedervilleActivity Centre


CW1040800 | 22 January 2020 | 19

4.6 Existing Parking SupplyThe majority of parking in the study area is provided through on-street parking, with Railway Parade andCambridge Street having peak period clearways to facilitate traffic flow.

Paid parking has been introduced in a number of areas including Southport Street and Oxford Close as ameans of managing employee and commuter parking demand.

Off-street car parking is provided in a several locations, as shown in Figure 4-8. These car parks areaccessed via either Cambridge Street or Railway Parade. The proximity of the Railway Parade car park tothe eastern commercial zone makes it an effective employee parking location, while the Council and Colescar parks tend to be convenient for retail shopping and other short-stay purposes.

Existing parking supply is provided in Table 4-3.

Figure 4-8 Existing Off-Street Parking Sites

Table 4-3 Existing Parking Supply

PrecinctPublic Supply

Private SupplyOn-Street Off-Street

Southport Street Precinct 139 338* 766

Cambridge Street Precinct 76 289 376

Total 215 627 1142

Combined Total 1984

Source: Access and Parking Strategy Part 2 Precinct Parking Management Plans* The publicly-accessible off-street parking on 164 Railway Parade has been included in this total


CW1040800 | 22 January 2020 | 20

5 Proposed Changes to Transport Networks

5.1 Road Network

5.1.1 InternalFor the most part, the internal road network will remain as it is. The most significant changes to the existinginternal road network, as described in the WLAC Plan and this TIA are as follows:

> Cambridge Street Bus Lanes to accommodate public transport demand growth, supported by parkingsupply restraint; and

> Leederville Station Link: a long term opportunity to provide a transit bridge over Mitchell Freeway toconnect the WLAC to Leederville Station. This envisaged to be a transit hub and is part of a long-termplan for the Centre, providing direct bus or possible light rail link..

Other proposals affecting the internal road network includes:

> For new development on lots fronting Cambridge Street, vehicular access shall be taken from anotherroad or laneway if at all practicable;

> Existing laneways are proposed to be widened to 6m to allow two-traffic. The widening will provide benefitto adjacent development, as it will provide alternative access for employees and residents, decreasingtraffic along frontage streets. This would improve pedestrian safety and amenity, as there will be lessconflict with vehicles along activated frontages. In addition, the reduction in crossover density allows forstreetscape improvements including shade and shelter, spaces for commercial activation and other formsof local amenity. The inclusion of laneway widening in WLAC plan is consistent with the Town’s Rights ofWay Development Policy.

A revised ‘Link and Place’ framework has been developed for the WLAC, which includes the future functionof each road, in the context of proposed development (Figure 5-1).


CW1040800 | 22 January 2020 | 21

Figure 5-1 Future ‘Link and Place’ Road Hierarchy


CW1040800 | 22 January 2020 | 22

Where new roads leading to areas of predominantly pedestrian activity are created, it is important thatappropriate pedestrian infrastructure is provided. Understanding that vehicular access to car parks andproperties is required, this must not be to the detriment of other modes, particularly in Activity Centres whereactive and sustainable modes are critical to the activation of the area.

The above developments will result in more appropriate traffic speeds and volumes in locations within theActivity Centre where pedestrian activity is the priority, redirecting vehicular access traffic to alternate roadswhere possible. However, consideration should also be given to the integration of road traffic from thesedevelopments (and within the Activity Centre in general) with other modes and land uses. In particular,pedestrian access from any car parks or properties with parking facilities to key destinations such as theCambridge High Street, community facilities or to public transport facilities (for residential land uses).

The density of active land uses along Cambridge Street in this area supports speed reduction down to30km/hr. This would allow safe cycling in mixed traffic and would tend to divert regional traffic to alternativecorridors.

A TransPriority Network Hierarchy has been applied to roads within the Activity Centre, as opposed to MainRoads’ Functional Road Hierarchy, as this explicitly supports priority for alternative transport modes andmore fine-grained detail with respect to characteristics of key lower order roads.

Any changes are expected to be adopted over time to ensure that active and sustainable modes areprovided as required by the development of the Activity Centre and surrounds.

5.1.2 ExternalThe following is a list of known road network proposals beyond the WLAC Area:

> Mitchell Freeway southbound widening (Cedric Street to Vincent Street): Construction planned toconclude at the end of 2019;

> Hamilton Street Bridge: replaced by MRWA in late 2019; and

> Roberts Road and Hay Street in City of Subiaco conversion from one-way to two-way traffic

Widening of the Mitchell Freeway is intended to provide better traffic flows for vehicles on the freeway, but isunlikely to have a significant impact on the Activity Centre.

The Hamilton Street Bridge currently provides an important link from West Leederville (and ultimately to andfrom the Activity Centre) to the PSP along the Fremantle Rail Line, as well as for pedestrians as analternative connection to westbound services from West Leederville Train Station. This connection hasimproved links between the Subiaco LGA and the WLAC, particularly for access to the future Kitchener Parkschool site.

The City of Subiaco is planning to convert Roberts Road and Hay Street within its boundary to two-waytraffic. The conversion of Roberts Road to two-way traffic is currently unknown. This proposal is not expectedto have a material impact to the West Leederville Activity Centre; these roads serve other locations and caterfor strategic traffic with different origin-destination than roads within the WLAC.

5.2 Pedestrian Network

5.2.1 InternalPedestrian activity is critical to the success of any Activity Centre and in the case of West Leederville,connectivity to nearby train stations and bus stops is a fundamental element for the Centre to be effective.To achieve this, the Plan proposes a number of improvements to the pedestrian network:

> Establish a well-connected and legible access and movement within the centre consistent with a transitoriented, ‘Main Street’ planning model, while at the same time protecting local residents from excessive“rat-running”;

> Provide direct access to rail and street-based public transport and activity generators, generally followingpedestrian desire lines;

> Enhance the ‘fine grained’ street network to provide multiple route options for pedestrians, cyclists andvehicles;

There is already good connectivity within the Centre, due to its fine-grained road network, with footpaths onboth sides of the road. The Plan aims to improve this further by progressively connecting existing lanewaysas necessary to further increase the legibility of the network.


CW1040800 | 22 January 2020 | 23

Other initiatives identified from the Plan include:

> Awnings along building frontages and street trees along Cambridge Street, Railway Parade andNorthwood Street to improve pedestrian amenity through shade and shelter; and

> A new activated pedestrian laneway to connect Railway Parade and Cambridge Street via theredeveloped ‘Bethel’ site and the ‘Coles’ complex.

The Draft Local Planning Strategy also identifies the requirement for end-of-trip facilities in Activity Centres tosupport those who choose to active travel modes to the Town.

Figure 5-2 shows the likely pedestrian movement network within the Centre.

Figure 5-2 Future Pedestrian Movement Network

This figure describes pedestrians to travel north-south and east-west along all major routes, as well aspermeability within blocks using an additional network of paths to “cut through”.

It is important that paths are consistently well lit, reflect desire lines and are surveyed by adjacent propertiesto ensure the safety of its users. There should also be adequate shade and rest or water opportunities in thecase of longer paths.

In locations where it expected there be highly activate street frontages, pedestrians should experience highquality surface infrastructure, which should be designed with the most vulnerable walkers in mind to ensureinclusivity. This includes adequate crossing times, and facilities for the mobility impaired. With the exceptionof cycle parking and other end of trip facilities, provisions for cyclists in highly activated areas should be on-road.

As outlined in the Plan, the interface between the pedestrian realm and public transport is very important andshould include:

> Regularly spaces pedestrian crossing points along Cambridge Street

> Replacement of the “corkscrew” footpath linking Southport Street to Leederville train station with a moreuser-friendly universally accessible design.


CW1040800 | 22 January 2020 | 24

Pedestrian links between public transport and major pedestrian generators in or near the Activity Centre (seeSection 2.3) should also be incorporated into the pedestrian network to help encourage the uptake ofsustainable and active modes, reducing the impact of private vehicles in the area.

Major pedestrian routes exist along Railway Parade and Cambridge Street, which provide direct access toWest Leederville Station. There is also a long-term opportunity to further link the route into Leederville via a‘Transit Hub’ and an upgraded pedestrian bridge over the freeway.

If the transit hub is ultimately built, it is anticipated it will increase the level of both daytime and night timeactivity. Improvements to pedestrian amenity and infrastructure should reflect this use with adequate lightingand surveillance to ensure safety.

As outlined in the Plan, pedestrian shelter will be provided along buildings on activated street frontages.

5.2.2 ExternalKey generators outside of the Activity Centre include:

> Bob Hawke College

> Subi East Redvelopment

> Perth Modern School

> St John of God Hospital

> Subiaco Activity Centre.

It is feasible that people will wish to walk (or cycle) from within the Activity Centre to these generators, or viceversa. To that end, shared path networks would extend outside of the Activity Centre to ensure continuousconnections to those locations. In addition to the PSP, these routes may extend to:

> Railway Parade west of the Centre

> Hamilton Street

> Subiaco Road

> Salvado Road/McCourt Street/Cambridge Street (St John of God Hospital)

Collaboration with neighbouring Local Governments may be required in order to ensure connectivity and theavailability of appropriate infrastructure along these routes.

5.3 Public Transport Network

5.3.1 InternalAs stated within the Plan, a key intention of a TOD is to reduce car dependence, and in order to do this,suitable transport alternatives must be provided, alongside policies of car restraint. The focus of the publictransport network within the Centre will be on improving the quality, safety and legibility of connections ofpedestrian and cycle networks to the stations.

The public transport linkages through or adjacent to the Centre are shown in Figure 5-3, and changes to thenetwork are listed below:

> Potential new route along Northwood Street, continuing along Railway Parade

> A possible longer term new route along the proposed Leederville Station Link, to connect the Centre withLeederville in the City of Vincent.

> It is also proposed that bus Route 97 be extended to Leederville Station. The route currently terminates atSubiaco Station.


CW1040800 | 22 January 2020 | 25

Figure 5-3 Proposed Public Transport Linkages


In the longer-term, there is an opportunity to provide better public transport linkages to Leederville Stationand the Town Centre via a transit bridge over the Freeway. However, the requirements for infrastructure aresubstantial, and will require further consideration once the Plan has been finalised.

One of the policy objectives of State Planning Policy 4.2 (Activity Centres for Perth and Peel) is to ensurethat development intensity and land use mix support high frequency public transport. District Centres, suchas West Leederville, should be a focal point for the bus network. Additionally, Activity Centres should beplanned in line with TOD principles, which refer to locating moderate to high-intensity developments close to(within 400m of) train stations and/or high-frequency bus routes to encourage public transport use overprivate vehicles.

Cambridge and Southport Streets are currently the only roads within the Activity Centre that accommodatebus services, with Cambridge Street identified as a key corridor for high frequency bus transit. However, theexisting configuration of the road does not support any significant increase in frequency. In particular, theCambridge “High Street”, located between Kerr Street and Blencowe Street, narrows to a single lane in eachdirection. This assists pedestrian crossing, and has a minor impact on traffic speeds, but creates issueswhen buses stop. Future increases in public transport frequency, alongside an expected increase inpatronage, are likely to result in significant delays for all road users, including public transport.

Therefore, it expected that in the long-term, assuming continued use of Cambridge Street by regional andlocal traffic, bus lanes will be a necessary component of the road cross-section (refer to Figure 5-4).

This would ensure that buses are able to pick up and set down, with capacity for several buses to stopwithout obstructing traffic function. These may be maintained as peak-period only lanes, allowing on-streetparking to support adjacent activity. It is acknowledged that the reversion of the road to an effective 4-laneform will have an impact on pedestrian crossing amenity; this is considered necessary to achieve sufficientperson-mobility and crossing mechanisms can be provided along with a reduced vehicle speed to addressthis impact.

Refer to Section 9.1 for further discussion regarding this proposes for bus lanes


CW1040800 | 22 January 2020 | 26

Modifications to Cambridge Street, including signalisation of key intersections, may be required to restorepedestrian crossing safety and network permeability.

These bus lanes may permit peak period use by cyclists, but only within slow-speed sections of the network(~30km/hr).

Figure 5-4 Potential Cambridge Street Geometry

5.3.2 ExternalThe Draft Local Planning Strategy (2019) for the Town of Cambridge provides recommendation for publictransport as follows:

> In collaboration with the local community, design redevelopment to provide a greater intensity ofdevelopment, which will support the investment in, and provision of public infrastructure to support non-car based transport, including end of trip facilities and more frequent bus services.

> Potential for a circular route running from West Leederville out to the ocean and back.

Any proposal that improves accessibility to public transport across the external network has the potential toincrease visitor numbers to the Activity Centre. Any new routes should be designed to link with the provisionsand services within the WLAC. Pedestrian connectivity to these services should be planned and wayfindinginformation provided so that passengers can interchange easily.


CW1040800 | 22 January 2020 | 27

5.4 Cycling Network

5.4.1 InternalCycling network expansion within the Centre is guided by the Cambridge Bike Plan. Figure 5-5 shows theindicative cycling network within the Centre.

Figure 5-5 Proposed Cycling Network

Cambridge Street is an important transport corridor for both cars and buses. High traffic volumes and anarrow verge space make this road corridor largely unsuitable for cycling in its current form. Preferred east-west links across the Centre include Woolwich Street, Railway Parade, and the Fremantle Line PSP.However, speed reduction of Cambridge Street to 30km/hr through the Centre would allow safe cycling inmixed traffic.

North-south links are provided via Northwood Street and Kerr Street, with potential connection to theSubiaco Oval Precinct south of Railway Parade. A long-term opportunity for a cycling route to Leederville viaa transit hub and upgraded bridge over Mitchell Freeway is also included.

Integration with other modes is important, and conflicts with pedestrians should be minimised. Cycling onfootpaths in highly activated areas should be discouraged through provision of on-street facilities.

5.4.2 ExternalThe Cambridge Bike Plan highlights the Town’s priorities for cycling in its “Ultimate Cycling Network” map(see Figure 5-6). The proposed network builds upon existing infrastructure to ensure numerous options forcontinuous routes in both the north-south and east-west directions. These routes provide options for allcyclist confidence levels.

Routes that are situated partly within the study area are detailed in Section 5.3. Proposals identified in thebike plan for the wider area (but which will still affect the Activity Centre) include:

> The Safe Active Street along Ruislip Street and Woolwich Street, linking West Leederville with Wembley

> Shared path along Salvado Road. This new infrastructure will provide connectivity between WestLeederville and Subiaco.


CW1040800 | 22 January 2020 | 28

These are important facilities for the Activity Centre as they provide access to a number of key attractors andgenerators and it is likely that people will wish to travel by bike between them and the Activity Centre.

Figure 5-6 Town of Cambridge “Ultimate” Cycling Network

Source: Town of Cambridge Draft Bicycle Plan 2018 -2022

The Draft Local Planning Strategy (2019) also provides high-level recommendations related to cycling asfollows:

> Facilitating the provision of end of trip facilities in substantial commercial and mixed use developments tosupport employees and visitors cycling or walking to key destinations

> Designing the public realm to make non-car based trips more appealing through the provision of shadeand shelter, dedicated infrastructure and safer movements.

> Investigate opportunities for further public amenity throughout Wembley and West Leederville toencourage pedestrian and cyclist movement.

5.4.3 Pedestrian/Cycling Wayfinding and End-of-Trip FacilitiesAlong with the introduction of cycling infrastructure within the Centre, end-of-trip facilities and wayfindingwould be required to support the new routes.

Way-finding signage is necessary for visitors negotiating the WLAC; and is proposed in the followinglocations:

> Adjacent to Leederville and Wester Leederville Stations

> Within the Transit Hub

> On the corners of:

- Railway Parade/ Northwood Street

- Northwood Street/ Cambridge Street

- Cambridge Street/ Kimberley Street

- Kimberley Street/ Railway Parade

- Cambridge Street/ Southport Street


CW1040800 | 22 January 2020 | 29

- Southport Street/ Railway Parade.

End of trip facilities including showers and lockers should be considered within the Centre Area. In addition:

- Visitor cycle bays in form of bike rails adjacent to buildings and distributed throughout the precinctdepending on the location of commerce and retail. Bike parking should be located in areas with goodpassive surveillance;

- Consider converting on-street parallel parking bays to bike corrals, particularly along highly activatedstreet frontage with high pedestrian activity.

5.5 Parking

5.5.1 InternalAs a rule of thumb, increase in the provision of car parking will typically result in an increase in demand forprivate vehicle modes, potentially beyond the capacity of the road network to support it. Car parkingmanagement methodologies are recommended to maintain a level of supply and demand that can besustained by the local road network.

The Draft Local Planning Strategy highlights the management of parking as an important measure tominimise traffic congestion, and the Plan identifies the following parking-related developments for the Studyarea:

> Development within the Cambridge 'High Street' Precinct, Southport Street Precinct and Leederville Linkshall incorporate an adequate supply of on-street and off-street parking distributed throughout thePrecincts, consistent with TOD principles

> Where possible, the number of vehicle crossovers to car parks from the street network shall berationalised.

Through this Strategy, responsibility is placed on developers to provide a considered supply of parking withintheir developments, ensuring that on street bays are available for those that need them the most.

However, flexibility should be available for developers to provide less or no parking on site and instead makecash-in-lieu contributions towards facilities and service for common use parking, public transport andalternative modes. This is consistent with the Plan, which highlights the importance of alternative funding andprovision mechanisms, such as cash in lieu, reciprocal use arrangements and management plans,particularly in densely developed locations such as the WLAC where land for new parking is hard to comeby. It is important to note that the upcoming introduction of the Community Titles Act in 2020 will unlock arange of options for shared ownership and management of parking facilities that will greatly assist inconstructing flexible and sustainable infrastructure.

It is important that any car parking facilities, particularly those that are located in areas with low pedestrianflows such as behind or under buildings are designed with safety in mind and passively surveyed. Car parksshould be secure, with good lighting and CCTV coverage, and pedestrian links between the car parks anddestinations within the Activity Centre continuous and well signed. Parking facilities should be provided forpeople with differing needs such as those with a disability, or for parents.

Paid parking should be considered in central areas of high demand to encourage turnover of bays, andmode shift away from private vehicles. Long stay parking should be encouraged at the edge of the ActivityCentre. Parking compliance is essential to the successful implementation of the parking managementregime.

5.5.2 ExternalThe Plan quotes the State Planning Policy 4.2 concerning supply and use of car parking and in particular,points out that the provision of parking within 800m of the train station should consider the following:

> Varying minimum parking standards

> Applying maximum parking rates

> Take into account reciprocal parking opportunities

> Availability of on street public parking.


CW1040800 | 22 January 2020 | 30

6 Integration with Surrounding Area

6.1 Surrounding Attractors / GeneratorsMajor trip generators and attractors surrounding the Centre includes:

> Nearby residential in the West Leederville, Wembley, Subiaco, and West Perth;

> Office development in West Perth and Leederville;

> Other Employment centres such as St John of God Hospital, and mixed used commercial area aroundSubiaco Station; and

> School students from Perth Modern College and the future Bob Hawke College.

6.2 Proposed Changes to Surrounding Land UsesBelow is a list of known changes to areas in the vicinity of West Leederville Activity Centre:

6.2.1 Wembley Activity CentreThe Wembley Activity Centre Plan (Figure 6-1) has been approved by WAPC in June 2018. This planprovides guidance for future development in the Wembley town centre area, with the aim to create acomprehensive Activity Centre. The Wembley Area will higher residential density, more commercial floorspace, as well as public spaces.

Figure 6-1 Wembley Activity Centre


CW1040800 | 22 January 2020 | 31

6.2.2 Subiaco East Redevelopment AreaThe Subi East Redevelopment Scheme Area is located south of Railway Parade and is under theresponsibility of the Metropolitan Redevelopment Authority (MRA) and Landcorp. The redevelopment area isdivided into precincts shown in Figure 6-2.

Figure 6-2 Subiaco East Redevelopment Area

Below are the proposed changes planned for Subi East precincts, with a more detailed concept illustrated inin Figure 6-3.> Princess Margaret HospitalPrincess Margaret Hospital has recently been permanently closed in June 2018, with operations moved intothe new Perth Children’s Hospital in Nedlands. It is planned to be redeveloped as a mixed-used precinct,however the timeline of the implementation is unknown.

> Subiaco Oval PrecinctWith the completion of the Optus Stadium in Burswood, the Subiaco Oval is planned to be redeveloped. Theprecinct is envisaged to be mixed land use, incorporating the new high school (the Inner City College), whichis currently under construction. The oval space would be retained for school and community recreation use.

> Railway PrecinctA mixture of land uses is planned for this precinct with the focus being on diverse medium to high densityresidential. Some commercial, retail, dining, and entertainment land uses are also considered to service localdemand and provide daily amenities close to the train station.

> Mueller ParkThe park will be retained as a recreation reserve to service the surrounding community. Opportunities toprovide upgrades will be explored to meet future community requirements.

In addition, the plan also includes the proposal of converting Hay Street and Roberts Road to two-way traffic,as discussed previously in Section 5.1.2.


CW1040800 | 22 January 2020 | 32

Figure 6-3 Subi East Concept

Source: Landcorp


CW1040800 | 22 January 2020 | 33

6.2.3 Hamilton PrecinctHamilton Precinct in the West Perth area (Figure 6-4) will be redeveloped to provide residential and mixed-use precinct that has a high level of pedestrian amenity and good access to regional public transport network

Figure 6-4 Hamilton Precinct


CW1040800 | 22 January 2020 | 34

6.3 Transport Connectivity to Surrounding AreasTravel between the West Leederville Activity Centre and the surrounding area is catered for by theTransPriority network connection shown in Figure 6-5. The network shown represents the hierarchy of useproposed for roads within the WLAC, with infrastructure specifically chosen to support these modes.

Figure 6-5 Connectivity Between West Leederville and Adjacent Centres

As shown above, the proposed TransPriority network provides adequate connectivity between the Centreand its surroundings, particularly for pedestrians and public transport due to high frequency bus servicealong Cambridge Street and the central location of West Leederville Train Station.

The Fremantle Rail PSP provides a good east-west cycling route spine between West Leederville andSubiaco East. North-south connection between West Leederville and Subiaco East is provided alongNorthwood Street (taking advantage of the existing pedestrian underpass) and Kerr Street.

Public transport access can be further improved by increasing the train frequency at West LeedervilleStation, which currently has a headway of 20 minutes in a typical weekday peak. This is important toincrease public transport use to and from the area, especially considering the increased density planned atboth West Leederville and Subiaco East.


CW1040800 | 22 January 2020 | 35

7 Analysis of Traffic Operation

7.1 Analysis MethodologyAnalysis of traffic operations has been undertaken to evaluate the traffic impact of the Activity Centre. Thisanalysis suggests that the existing road network would not be able to accommodate the increase in trafficunder current ‘business-as-usual’ travel behaviours due to significant increase in local density, regionalgrowth, as well as residential growth. It is noted that the existing road network is already approachingpractical capacity at some locations.

The Activity Centre’s location on a busy, constrained corridor, limits the opportunities for significant roadcapacity upgrades that would support higher vehicular trip volumes. However, alternative modes includingcycling walking and public transport all provide significant opportunities to increase the trip-making potentialfor key strategic roads, including Cambridge Street. Therefore, analysis has been directed to evaluate thecapacity of the road network and to determine the required change in transport mode share, parking supply,potential road infrastructure improvements and traffic diversion to support sustainable growth for the Centre,and for the region.

The methodology used in this assessment is as follows:

1. Determine existing Activity Centre (i.e. internal trips) and regional trip generation (i.e. external trips)from ROM24 Strategic Traffic Model provided by Main Roads. For the internal trips, compare ROM24land use assumptions for 2016 against Australian Bureau of Statistics (ABS) Census data; scale thetrip generation to reflect the difference.

2. Develop a simple SATURN mesoscopic model, with link volumes calibrated against observed trafficdata

3. Estimate existing Activity Centre transport mode share by trip purpose (visitor, resident, andemployee) from a combination of Household Travel Survey and ABS Census data.

4. Analyse key intersection operations during peak periods using SIDRA traffic analysis software. Trafficvolumes have then been increased until a predetermined ‘failure’ point. This defines the limit foradditional traffic that the road network can accommodate during the peak period.

5. Determine future Activity Centre trip generation based on the land use yield provided in the WestLeederville Activity Centre Plan.

6. Determine future regional traffic by extracting ROM24 regional traffic volumes for the 2031-horizon.This value is assumed to remain unaffected by Activity Centre policies that attempt to limit privatevehicle trip generation, but may be influenced by broad changes to the network, including improvedregional public transport or wide-scale traffic congestion.

7. Determine the required measures to allow the road network to function at the full build-out horizon,with recommendations for implementation. These include the following:

a. Limitations in residential, visitor and employee parking supply within the Centre to limit privatevehicle trip generation;

b. Increase in internal trip capture resulting from density of residential, employment anddestination land uses;

c. Mode shift to public transport and cycling modes from private vehicles; and

d. Redistribution of regional traffic (i.e. traffic that only passes through the Centre) to alternativecorridors beyond the Centre.

The intent of this assessment is to present a feasible land-use/transport outcome that uses parking restraintand sustainable transport provision to support traffic generation consistent with the capacity of the roadnetwork.

.


CW1040800 | 22 January 2020 | 36

7.2 Subject IntersectionsSIDRA intersection analysis was undertaken for a series of critical intersections within the Activity Centrelisted below and highlighted in Figure 7-1:

> Cambridge Street / Kimberley Street

> Cambridge Street / Southport Street

> Railway Parade / Kimberley Street

> Railway Parade / Southport Street

Figure 7-1 Subject Intersections

7.3 Year of Assessment and Time PeriodLand-use and traffic information has been collated for two time periods:

> Existing land use data extracted from the WLAC Plan, ABS 2016 Census data and ROM24 projections for2016. Existing traffic data taken from ROM24 outputs for the 2016 scenario, SCATS data, link count andintersection survey data obtained from the Town of Cambridge and Main Roads WA.

> Future traffic projections extracted from ROM24 projections for 2031. This are assumed to represent thedemand growth for the future transport horizon.

> Future land-use projections for the future build-out horizon, as defined by the WLAC Plan.

Based on this information, intersection function has been assessed for the two nominal years:

> Existing (2018)

> Full build-out (2031 background traffic + Full WLAC development).

Analysis has been undertaken for the roadway AM Peak, PM peak and Saturday Peak periods.

7.4 Activity Centre Traffic Generation (Internal Traffic)Existing internal daily traffic (traffic that is generated by the Activity Centre), was estimated from MRWAROM24 Strategic Traffic Model. ABS 2016 data for the Activity Centre area was also interrogated and theROM24 trip generation was then adjusted to reflect the difference.

A similar process has been undertaken for future demand growth, with ROM24 internal traffic generationadjusted to reflect the higher-intensity land uses described by the WLAC Plan. The internal traffic was thenseparated out and disaggregated by trip purpose for the peak periods using national Household TravelSurvey (HTS) and local ABS Census data.

HTS data used to estimate a breakdown of trips by purpose across the day is provided in Table 7-1. Table7-2 for the existing Activity Centre traffic generation and Table 7-3 for the future traffic generation at fullbuild-out.


CW1040800 | 22 January 2020 | 37

Table 7-1 Trip Purpose Proportions for AM and PM Peak periods

Trip PurposePeak Hour Traffic as a Percentage of Daily Traffic

AM Peak PM Peak Sat Peak

Residential 8.2% 9.6% 11.4%

Work Related 15.4% 11.1% 6.8%

Shopping 3.2% 8.1% 13.9%

Social/Recreation 2.4% 9.4% 9.1%

Table 7-2 Existing WLAC Traffic Demand

Trip PurposeExisting (2018) Internal Traffic Generation

Daily AM Peak PM Peak Sat Peak

Residential 2,700 220 260 220

Work Related 5,200 800 580 250

Shopping 4,650 150 380 460

Social/Recreation 2,550 60 240 160

TOTAL 15,100 1,230 1,460 1,090

Table 7-3 Future WLAC Traffic Demand

Trip PurposeFuture Internal Traffic Demand

(Full Build-out of West Leederville Activity Centre)


Residential 10,750 880 1,040 930

Work Related 11,850 1,830 1,320 600

Shopping 10,700 340 860 1,120

Social/Recreation 5,850 140 550 400

TOTAL 39,150 3,190 3,770 3,050

7.5 Regional Traffic (External Traffic)Regional traffic, i.e. traffic that only passes through the Centre has been determined by extracting the sub-area matrices of MRWA ROM24 Strategic Traffic Model. Table 7-4 shows the regional component ofdemand generation.

Table 7-4 External Traffic through the WLAC Area

Time HorizonTime Period


Existing (2018) 53,300 4,610 3,310 2,270

Future WLAC Build-Out Horizon 64,200 5,550 5,570 4,210


CW1040800 | 22 January 2020 | 38

7.6 Transport Mode ShareThe base line transport mode share is presented in Table 7-5 and was sourced from the following materials:

> Work related tripsSourced from Australian Bureau of Statistics (ABS) Journey to Work data for persons who work within theWest Leederville Activity Centre.

> Shopping and Social/ Recreation tripsDue to lack of data for the Perth metropolitan area, the baseline transport mode share was sourced from theGreater Brisbane Area Household Travel Survey.

> ResidentialTransport mode share for residents within the Centre was calculated from the weighted average of modeshare for other trip purposes, with Journey to Work data obtained from ABS for residents of the WestLeederville Activity Centre.

Table 7-5 Adopted Baseline Transport Mode Share (2018)

Trip Purpose

Transport ModeResidential Work Shopping Social/Recreation

Car as Driver 61% 67% 62% 50%

Cars as Passenger 17% 5% 24% 31%

Public Transport 12% 22% 5% 5%

Walking 7% 3% 9% 14%

Cycling 2% 4% 1% 1%


CW1040800 | 22 January 2020 | 39

7.7 Intersection Performance AnalysisIntersections have been analysed using SIDRA Intersection Modelling Software. SIDRA outputs for eachapproach are presented in the form of Degree of Saturation (DOS), Average Delay, Level of Service (LOS)and 95th Percentile Queue. These characteristics are defined as follows:

> Degree of Saturation (DOS) is the ratio of the arrival traffic flow to the capacity of the approach duringthe same period. The Degree of Saturation ranges from close to zero for varied traffic flow up to one forsaturated flow or capacity. A intersection is considered to exceeds its practical capacity when the DOShas exceeded values as shown in Table 7-6.

> 95% Queue is the statistical estimate of the queue length below which 95% of all observed queues wouldbe expected;

> Average Delay is the average of all travel time delays for vehicles through the intersection. An un-signalised intersection can be considered to be operated at capacity where the average delay exceeds 40seconds for any movement; and

> Level of Service (LOS) is a qualitative measure describing operational conditions within a traffic streamand the perception by motorists and/or passengers. The different levels of service can generally bedescribed as shown in Table 7-6.

Table 7-6 Practical Intersection Capacity of Different Intersection Types

Intersection Type Practical Degree of Saturation

Priority 0.8

Roundabout 0.85

Signals 0.9

Table 7-7 Level of Service (LOS) Performance Criteria

LOS Description Signalised Intersection UnsignalisedIntersection

A Free-flow operations (best condition) ≤10 sec ≤10 sec

B Reasonable free-flow operations 10-20 sec 10-15 sec

C At or near free-flow operations 20-35 sec 15-25 sec

D Decreasing free-flow levels 35-55 sec 5-35 sec

E Operations at capacity 55-80 sec 35-50 sec

F A breakdown in vehicular flow (worst condition) ≥80 sec ≥50 sec


CW1040800 | 22 January 2020 | 40

7.7.2 Traffic VolumesExisting turning movements of the subject intersections for each of the peak periods are shown in Figure 7-2to Figure 7-5. These data are sourced from traffic counts undertaken in September 2018.

Figure 7-2 Cambridge Street and Kimberley Street Turning Movements

Figure 7-3 Cambridge Street and Southport Street Turning Movements

Figure 7-4 Railway Parade and Southport Street Turning Movements

Figure 7-5 Railway Parade and Kimberley Street Turning Movements


CW1040800 | 22 January 2020 | 41

7.7.3 Cambridge Street and Kimberley StreetThe following presents the results of the analysis of the Cambridge Street and Kimberley Street intersection.Figure 7-6 shows the SIDRA layout representation of the intersection. The analysis results are presented inTable 7-8.

Figure 7-6 SIDRA Layout for Cambridge Street and Kimberley Street

Table 7-8 Cambridge Street / Kimberley Street Intersection Performance

IntersectionApproach

Existing Year 2018AM Peak Hour

Existing Year 2018PM Peak Hour

Existing Year 2018Saturday Peak

DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

Kimberley St(South)

L 0.17 13.9 B 4.4 0.204 12.3 B 5.6 0.174 12 B 4.8

T - - - - - - - - - - - -

R - - - - - - - - - - - -

CambridgeSt (East)

L 0.538 7 A 5.5 0.415 8.2 A 6 0.406 6.5 A 3.5

T 0.538 0.3 A 5.5 0.415 0.4 A 6 0.406 0.2 A 3.5

R 0.538 14.5 B 5.5 0.415 10.4 B 6 0.406 9.3 A 3.5

Kimberley St(North)

L 0.869 71.2 F 34.5 0.255 13 B 6 0.268 11.6 B 6.6

T 0.869 109.1 F 34.5 0.255 33.2 D 6 0.268 28.7 D 6.6

R 0.869 110.6 F 34.5 0.255 45.9 E 6 0.268 35.9 E 6.6

CambridgeSt (West)

L 0.49 14.3 B 18.1 0.345 7.7 A 3.5 0.299 8.8 A 4.7

T 0.49 1.9 A 18.1 0.345 0.3 A 3.5 0.299 0.5 A 4.7

R 0.49 16.6 C 18.1 0.345 11.3 B 3.5 0.299 10.9 B 4.7

AllMovements 0.869 7.9 A 4.6 0.415 2.8 A 6 0.406 3 A 0.9


CW1040800 | 22 January 2020 | 42

7.7.4 Cambridge Street and Southport StreetThe following presents the results of the analysis of the Cambridge Street and Southport Street intersection.Figure 7-7 shows the SIDRA layout representation of the intersection. The analysis results are presented inTable 7-9.

Figure 7-7 SIDRA Layout for Cambridge Street and Southport Street

Table 7-9 Cambridge Street / Southport Street Intersection Performance





DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

Southport St(South)

L 0.869 85.8 F 125.3 0.589 48.9 D 129.5 0.744 56.1 E 116.9

T 0.869 78.4 E 125.3 0.589 42.7 D 129.5 0.744 49.7 D 116.9

R 0.249 70.5 E 26.5 0.168 43.2 D 26.7 0.213 48.7 D 24.6

CambridgeSt (East)

L 0.607 28.2 C 233.1 0.596 42.3 D 155.5 0.608 43.2 D 126.6

T 0.607 23.9 C 233.1 0.596 34.8 C 155.5 0.608 36.4 D 126.6

R 0.607 38.8 D 46.9 0.596 33.8 C 59.8 0.608 39.9 D 85.4

Southport St(North)

L 0.811 53.7 D 275.7 0.242 29.7 C 58.7 0.399 33.2 C 89.5

T 0.811 48 D 275.7 0.242 23.7 C 58.7 0.399 27.3 C 89.5

R 0.787 51.8 D 138.5 0.448 33.6 C 50.5 0.53 35.7 D 55.7

CambridgeSt (West)

L 0.892 56.7 E 415.2 0.6 41.7 D 156.8 0.808 49.6 D 194.9

T 0.892 51.6 D 415.2 0.6 41.4 D 156.8 0.808 46.3 D 194.9

R 0.892 99.2 F 38.6 0.6 54 D 105.7 0.808 74.1 E 32.9

AllMovements 0.892 46.8 D 53.8 0.6 37.7 D 156.8 0.808 40.9 D 25.6


CW1040800 | 22 January 2020 | 43

7.7.5 Railway Parade and Southport StreetThe following presents the results of the analysis of the Railway Parade and Southport Street intersection.Figure 7-8 shows the SIDRA layout representation of the intersection. The analysis results are presented inTable 7-10.

Figure 7-8 SIDRA Layout for Railway Parade and Southport Street

Table 7-10 Railway Parade / Southport Street Intersection Performance





DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

Railway Pde(East)

T 0.826 21.3 C 94.9 0.496 5.8 A 29.2 0.493 8.1 A 29.5

R 0.826 25.4 C 94.9 0.496 9.6 A 29.2 0.493 12 B 29.5

Southport St(North)

L 0.74 12.5 B 70.9 0.334 7.1 A 15.7 0.583 9.6 A 38.5

R 0.74 15.6 B 70.9 0.334 10.3 B 15.7 0.583 12.7 B 38.5

Railway Pde(West)

L 0.487 4.3 A 34.9 0.534 4.6 A 36.3 0.542 4.3 A 40.6

T 0.487 4.3 A 34.9 0.534 4.6 A 36.3 0.542 4.2 A 40.6

AllMovements 0.826 13.4 B 94.9 0.534 6.3 A 0.55 0.583 7.9 A 40.6


CW1040800 | 22 January 2020 | 44

7.7.6 Railway Parade and Kimberley StreetThe following presents the results of the analysis of the Railway Parade and Kimberley Street intersection.Figure 7-9 shows the SIDRA layout representation of the intersection. The analysis results are presented inTable 7-11.

Figure 7-9 SIDRA Layout for Railway Parade and Kimberley Street

Table 7-11 Railway Parade / Kimberley Street Intersection Performance





DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

DOS Delay(s)

LOS 95%Queue

(m)

Railway Pde(East)

T 0.647 5.2 A 49.2 0.458 3.8 A 30 0.472 4.3 A 29.3

R 0.647 8.8 A 49.2 0.458 7.3 A 30 0.472 7.9 A 29.3

Southport St(North)

L 0.299 7.9 A 12.6 0.124 8.6 A 5 0.204 7.2 A 8.2

R 0.299 11.4 B 12.6 0.124 11.9 B 5 0.204 10.6 B 8.2

Railway Pde(West)

L 0.435 3.7 A 28 0.553 4.1 A 37 0.399 3.7 A 22.7

T 0.435 3.7 A 28 0.553 4.1 A 37 0.399 3.8 A 22.7

AllMovements 0.647 5.5 A 49.2 0.553 4.4 A 0.34 0.472 4.9 A 29.3


CW1040800 | 22 January 2020 | 45

7.8 Road Network Capacity Analysis

7.8.1 Existing PerformanceThe intersections of Cambridge Street, Railway Parade, Southport Street and Kimberley Street are the moststressed locations in the local network, and as such, are the most likely to fail as a result of future demandgrowth.

The performance of these intersections under the existing scenario suggests that while there may be somecapacity for growth in the near future, the significant increase in both regional and WLAC trip generation islikely to overwhelm the network.

A summary of existing intersection performance is provided below, based on the outcomes of SIDRAanalysis.

> Cambridge Street / Kimberley StreetThe analysis shows that the north leg in the AM peak experiences considerable delay even with relativelylow traffic volumes. This is mainly caused by the conflict between right turning and Cambridge Street throughmovements. There is also insufficient median width to perform a staged turning movement.

It is recommended that right and through movements from Kimberley Street be banned, through use of asolid central median. This will eliminate the constraint and significantly increase the overall capacity of theintersection.

Results for PM and Saturday peak show that the intersection is performing adequately at these peak hours.

> Cambridge Street / Southport StreetThe analysis shows that this intersection is performing close to practical capacity in the AM peak. Left turnand through movements on the southern approach, as well right turning movements from the west are thepoorest performing, with delays between 78 to 99 seconds.

Notwithstanding, the existing delay considered to be acceptable for its function as an inner-city signalisedintersection. Results for the other peak hours show that the intersection is performing adequately, with nomovements worse than Level of Service E.

> Railway Parade / Southport StreetThe intersection of Railway Parade and Southport Street performs adequately for all peak hours. During theAM Peak the eastern leg of the roundabout is performing close to capacity, which is caused by the significantconflicting right-turn volumes from the north.

> Railway Parade / Kimberley StreetThe intersection performed satisfactorily for all peak hours with no significant delays or queues. Theintersection still have a considerable capacity for growth

7.8.2 Future PerformanceTo estimate the limit of additional traffic volume that the subject intersections can accommodate, a SIDRAflow-scale analysis was undertaken. The analysis involve increasing the traffic demand incrementally todetermine the amount of traffic the intersection could accommodate under a target level of performance.

This analysis was undertaken to determine the pinch point of the local road network and will be used as aproxy for capacity constraint within the WLAC.

For the purpose of this analysis, two target levels of performance were considered:

> Practical intersection capacity- Priority intersection – 80% (Degree of Saturation = 0.8)

- Roundabout – 85% (Degree of Saturation=0.85)

- Signals – 90% (Degree of Saturation=0.9)

> Absolute intersection capacity – 100% (Degree of Saturation = 1)

Also for the purpose of the analysis, alternative configurations of the intersections were also tested. Thepurpose of this is to include any upgrade/modifications that might be required for the subject intersections tofunction as intended for the full build-out of the Activity Centre.


CW1040800 | 22 January 2020 | 46

The results of this exercise are shown in Table 7-12 to Table 7-15.

Table 7-12 Cambridge Street / Kimberley Street Capacity Options Assessment

Configuration

Cambridge St / Kimberley St IntersectionEstimated Traffic Demand Increase That Can be Accommodated

(as a % of total traffic demand of each peak hour)

Target Performance Level:Practical Capacity

Target Performance Level:Absolute Capacity

AM Peak PM Peak SaturdayPeak AM Peak PM Peak Saturday

Peak

Existing 0% 26% 28% 2% 30% 33%

Kimberley Street northleg Left-in left-out only 45% 58% 67% 46% 66% 75%

Left-in left-out only onboth Kimberley St legsand right turn ban onCambridge St

50% 54% 64% 56% 61% 72%

Roundabout(full movement allowed onall legs)

6% 57% 50% 22% 62% 64%

Signals(full movement allowed onall legs)

2% 60% 72% 6% 66% 72%

Table 7-13 Cambridge Street / Southport Street Capacity Analysis Summary

Configuration

Cambridge St / Southport St IntersectionEstimated Traffic Demand Increase That Can be Accommodated





Peak

Existing 1% 36% 19% 9% 39% 34%

Geometry Changes:§ Right turn pocket on

both Southport Stnorth and south legs

§ Left and right turnpocket on CambridgeStreet west leg

6% 102% 96% 36% 112% 132%


CW1040800 | 22 January 2020 | 47

Table 7-14 Railway Parade / Southport Street Capacity Analysis Summary

Configuration

Railway Pde / Southport St IntersectionEstimated Traffic Demand Increase That Can be Accommodated





Peak

Existing 6% 55% 27% 15% 72% 39%

Signals 16% 54% 42% 32% 74% 58%

Table 7-15 Railway Parade / Kimberley Street Capacity Analysis Summary

Configuration

Railway Pde / Kimberley St IntersectionEstimated Traffic Demand Increase That Can be Accommodated





Peak

Existing 24% 47% 64% 41% 69% 86%

Signals 90% 92% 144% 116% 106% 170%

The results above shows that Cambridge Street / Kimberley Street and Cambridge Street / Southport Streetintersections have the least remaining capacity, particularly in the AM peak. These two intersections aretherefore could be considered as a proxy for the capacity constraint within the local road network.

As discussed previously in the SIDRA analysis (Section 7.7.3), the cause of the poor performance ofCambridge Street / Kimberley Street, particularly in the AM peak, is not due to high traffic volumes but as aresult of delays for through and right-turn movements from the north. This intersection can be easilyimproved by banning thru and right turn movement from the north leg, as shown in Table 7-12, which resultsin significant increase in the intersection capacity Therefore, Cambridge Street / Kimberley Streetintersection was not considered to be the constraint of the local road network.

Cambridge/Southport is therefore considered to be the primary constraint for the local road network. Not onlydoes it exhibit the least capacity for traffic growth, but it is also subject to regional traffic demand pressuresfrom cars accessing the Mitchell Freeway. This intersection has therefore been used as a proxy for thenetwork as a whole, with further discussion in Section 8 focused on opportunities to achieve regional andlocal growth while maintaining a functional road network.

As there is limited reserve space available for any road widening or significant road upgrades, any solutionspursued would need to focus on efforts to reduce private vehicle traffic, which would involve a combination ofthe following:

> Shifting trips from private vehicles to public and active transport;

> Constraints on parking supply within the Centre, combined with paid parking to reinforce reduceddemand; and

> Some regional traffic (i.e. traffic that only passes through the Centre) would need to be shifted fromCambridge Street and Railway Parade to other routes (Grantham Street) or to public transport.


CW1040800 | 22 January 2020 | 48

7.9 Crash Data ReviewLatest crash data (1 January 2014- 31 December 2018) for the following roads and intersection wasobtained and presented in the following tables:

> Midblock crashes:- Cambridge Street between Blencowe Street and Loftus Street

- Railway Parade between Blencowe Street and Loftus Street

- Southport Street between Tower Street and Railway Parade

- Northwood Street between Cambridge Street and Railway Parade

> Intersection crashes:- Cambridge Street and Southport Street Intersection

- Cambridge Street and Kimberley Street Intersection

- Railway Parade and Southport Street Intersection

- Railway Parade and Kimberley Street Intersection

Table 7-16 Cambridge Street between Blencowe Street and Loftus Street

Fatal Hospital MedicalMajor

PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear-End - 1 1 11 7 20

Right Angle - - - 3 4 7

Sideswipe SameDirn - - 1 4 7 12

Hit Object - - 1 2 1 4

Hit Pedestrian - 4 1 - - 5

Non Collision - 1 - - - 1

Other/Unknown - - - 2 2 4

Total - 6 4 20 21 53

Table 7-17 Railway Parade between Blencowe Street and Loftus Street


PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear-End - - - 8 1 9

Right Angle - - - 1 1 2

Right Turn Thru - 1 - - - 1

Sideswipe SameDirn - - - 7 3 10

Hit Object - - - 1 1 2

Hit Pedestrian - - - - 1 1

Other/Unknown - 1 - 1 - 2

Total - 2 - 18 7 27


CW1040800 | 22 January 2020 | 49

Table 7-18 Southport Street between Tower Street and Railway Parade


PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear-End - - - 3 1 4

Right Turn Thru - - - 1 - 1

Sideswipe SameDirn - - - - 1 1

Non Collision - - 1 - - 1

Other/Unknown - - - 1 1 2

Total - - 1 5 3 9

Table 7-19 Northwood Street between Cambridge Street and Railway Parade


PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear-End - - - 1 1 2

Right Angle - - - 1 - 1

Sideswipe SameDirn - - - 1 - 1

Other/Unknown - - - 1 - 1

Total - - - 4 1 5

Table 7-20 Cambridge Street and Southport Street Intersection


PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear-End - 1 - 3 6 10

Right Angle - 1 2 3 2 8

Right Turn Thru - 1 5 25 5 36

SideswipeSame Direction - - - 1 3 4

Hit Object - - - 1 - 1

Hit Pedestrian - - 1 - 1 2

Non-Collision - 1 - - - 1

Total - 4 8 33 17 62


CW1040800 | 22 January 2020 | 50

Table 7-21 Railway Parade and Southport Street Intersection


PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear End - - 2 3 5 10

SideswipeSame Direction - - - - 1 1

Hit Pedestrian - - - - 1 1

Non-collision 1 1

Total - - 2 3 8 13

Table 7-22 Cambridge Street and Kimberley Street Intersection


PropertyDamage

MinorPropertyDamage

TotalCrashes

Rear End - - - - 1 1

Right Angle - 1 2 2 - 5

Total - 1 2 2 1 6

Table 7-23 Railway Parade and Kimberley Street Intersection


PropertyDamage

MinorPropertyDamage

TotalCrashes

Right Angle - 1 - 1 - 1

Rear-End - - - 1 2 3

Total - 1 - 2 2 4

> No fatalities in roads and intersection listed above;

> On Cambridge Street midblock, rear end crashes are the most common crash type (20 out of 53 crashes)followed by sideswipe crashes (12 out of 53 crashes);

> On Railway Parade midblock, sideswipe crashes are the most common crash type (10 out of 27 crashes)followed by rear end crashes (9 out of 27 crashes);

> On Southport Street midblock, rear end crashes are the most common crash type (4 out of 9 crashes);

> Cambridge Street and Southport Street have the highest number of crashes with a total of 62 crashes.Right-turn thru is the most common type of crashes, which is common for intersection filter right turnphase, and can be mitigated by signal modification to provide a dedicated right turn phase;

> Rear end crashes is the most common type of crashes at Railway Parade and Southport Streetintersection (10 out of 13) crashes. Rear end crashes are common at a roundabout due the start-stopnature of the traffic flow;

> Right angle crashes at the Cambridge Street / Kimberley Street intersection is the most common type ofcrashes. According to MRWA crash statistics, this location significantly over-represents right anglecrashes compared to the average; and

> Railway Parade / Kimberley Street experiences a low number of crashes within the last recorded 5-yearperiod. Rear end crashes are the most common crash type at this intersection.


CW1040800 | 22 January 2020 | 51

7.9.1 Black Spot ProgramCriteria for a road section or intersection to be eligible for Black Spot program, both State and Federal are asfollow:

Source: Main Roads Western AustraliaCasualty crash are crashes involves either fatality, hospital, or medical treatment

Based on the above criteria, the road section and intersection listed except for Railway Parade andKimberley Street qualifies for the State Black Spot Local Roads funding. Cambridge Street / Kimberley Streetand Cambridge Street / Southport Street intersection would be eligible for Australian Government Black Spotfunding.


CW1040800 | 22 January 2020 | 52

8 Multi-Modal Analysis

8.1 Future Traffic GenerationMany of the key recommendations from this TIA relate to necessary mode shift requirements defined byfundamental road capacity constraints and land use growth scenarios. Section 7 details the extent of theseconstraints, and provides baseline values for mode shares by trip purpose.

This assessment expands upon the WAPC/DoT concept of a ‘parking cap’, which attempts to restrain tripgeneration within the capacity of surrounding road network. For WLAC, this is defined primarily by thecapacity of the critical east-west corridors of Railway Parade and Cambridge Street, as defined in Section7.8. In this instance, the revised Cambridge Street/Southport Street intersection defines the primary pinchpoint for the local network, and has been used as a proxy for capacity constraint within the WLAC.

Figure 8-1 describes the existing and projected peak traffic generated by the WLAC at this key intersection.As shown in Section 7.7, the current intersection operates close to capacity during the AM and Saturdaypeak periods. However, the significant growth anticipated for the wider area, in addition to the dense urbaninfill targets for the WLAC itself, create large increases in traffic that would far exceed the capacity of thenetwork, at least under ‘business-as-usual’ conditions.

Figure 8-1 Existing and Future Peak Period Traffic Demand

Given the high volume of external trips, it is necessary to address all components of this demand: reducingvehicle trip generation of both internal and external trips through a combination of parking supply constraintand improvements to alternative transport modes.

350

896

389

972

471

1188367

824

313

695

76

148

58

102

180

285

163

281

0

500

1000

1500

2000

2500

Existing Future Existing Future Existing Future

AM Peak PM Peak Saturday Peak

Residential Employment Visitors


CW1040800 | 22 January 2020 | 53

8.2 Trip Purpose ProportionsFurther analysis has been conducted to disaggregate traffic into four constituent groups:

> External Trips

> Employees

> Residents; and

> Visitors

This has been done on the understanding that there is a coherent link between car parking supply andvehicle trip generation, and that there is an opportunity to affect the traffic impact of the WLAC by defining aspecific parking supply scenario for the Centre.

Analysis of the future WLAC land uses suggests the following proportions for person-trip demand duringpeak periods.

This reflects the general understanding of peak period trip generation:

> The AM peak is dominated by journeys to work, both to the WLAC area [Employment], and as a sizeableproportion of [Residential] trips

> The PM peak includes a large proportion of trips still made as [Employment] trips from the WLAC, but ahigher proportion of retail, entertainment and restaurant [Visitor] trips to the area.

> The Saturday peak is characterized by a myriad of residential trips from the Centre, to destinations acrossthe greater Metro area.

8.3 Internal Trip ContainmentThe degree to which trips are contained within the WLAC area is determined by the density and mixture ofuses in the area. Modelling these interactions suggests that internal trips reduce traffic generation at differentrates according to the time of day.

Table 8-1 Internal Trip Containment by Time of Day

Time of Day Existing (2018) Future (Full-Build-out)

AM Peak 4% 12%

PM Peak 14% 29%

Weekday Average 11% 25%

Saturday Peak 30% 37%

Weekend Average 25% 42%


CW1040800 | 22 January 2020 | 54

This assessment of internal containment represents the high number of trips that would be made whollywithin the WLAC, while generating zero vehicle trips. This reduces the requirement for external mode shiftnecessary to support the proposed activity within the constrained road network.

8.4 Regional Traffic ReductionA reduction in regional traffic through the WLAC area is likely to occur due to two potential sources:

1. Push Factors - Congestion effects along Cambridge Street and Railway Parade inducing drivers tochange mode, route or time of day; and

2. Pull Factors - Increased alternative transport provision, particularly high frequency public transport,that allows for effective transport, especially during peak periods.

Based on the large increase in regional background traffic growth, a proportion of these trips will need to bedisplaced to accommodate the proposed WLAC development, in the order of 35-40%. It is noted that there isstill capacity for regional traffic growth through the WLAC.

This is considered feasible only through a combination of high-frequency public transport, redistribution ofpeak period traffic to alternative corridors such as Grantham Street and a degree of peak spreading.

8.5 Sensitivity AnalysisWhile transport mode shift will also be induced through improved alternative transport, experience showsthat this is most effective when accompanied by congestion impacts, parking supply restrictions and paidparking. Of these, parking is the component that can be most effectively controlled at the Local Governmentlevel. As part of this TIA, three categories of activity have been studied, along with the impacts of parkingsupply restriction on trip behavior:

1. Residents: Constraining residential parking has a dramatic impact on traffic generation for all trippurposes, as this measure ultimately reduces vehicle ownership in the Centre. Surveys undertakenacross Victoria indicate that transitioning from single-unit dwellings with 2 car bays to multi-unitdwellings with 1 car bay results in a 60% decrease in vehicle trip generation.

Management of residential parking and reducing vehicle ownership rates is therefore an important andeffective tool to reduce congestion. Policy measures to enact this change are generally containedwithin the Precinct Design Guidelines, defining a maximum supply of parking per unit. This must besupported through restrictions in on-street parking use to prevent overspill demand into the streetnetwork.

2. Employees: Employees tend to have the best access to high-frequency public transport. In addition,employee parking is one of the least productive land uses, as these vehicles essentially lie idlethrough the entire activity peak. Restricting employee parking is a direct way of reducing car-as-drivermode share. This includes both statutory supply maximums applied to key development areas andactive management of public parking to limit long-stay use.

As the development intensifies, employee parking should increasingly be provided on the periphery ofthe Centre (where possible) in large scale parking structures priced to support all-day parking. Outsideof office hours, retail or restaurant visitors can use these parking spaces, particularly on theweekends. Attractive and safe pedestrian facilities should be provided to encourage visitors to usethese periphery car parks.

3. Visitors: Retail, restaurant and entertainment activity is important for the function of the Centre. Visitorstend to park for a short period of time and hence these parking bays are usually the most valuable forthe Centre. Public parking remains the most effective way of fulfilling visitor parking demands, due tothe efficiency increases that are unlocked through shared use of a common resource.

Effective public parking in a constrained environment relies on active enforcement to ensureappropriate behavior, and appropriate payment systems to match supply and demand.


CW1040800 | 22 January 2020 | 55

These three avenues of parking restraint are each independent to the other, and can be enacted through theWLAC planning process. The three factors are described as follows:

> Residential: parking bays per unit (current supply is approximately 1.6 bays per household)

> Employee: journey to work mode share (parking currently required to support a 67% car-as-driver modeshare)

> Visitor: required change in behavior to achieve the target peak hour trip generation.

A sensitivity analysis has been conducted to provide insight into the potential decision space, assumingdisplacement of 35% of regional traffic in the PM Peak.

Table 8-2 shows the extent of behavior shift required to achieve a sustainable transport outcome.

Table 8-2 Visitor Mode Shift Required

Average Residential Parking Supply

(bays per unit)

0.8 1.0 1.2 1.4 1.6

Empl

oyee

s

(jour

ney

tow

ork

mod

esh

are) 45% 0% 0% -14% -34% -51%

50% 0% -7% -31% -51% -68%

55% 0% -24% -48% -68% -85%

60% -10% -41% -65% -85% -

65% -27% -58% -84% - -

67% -34% -65% -91% - -

That is, one way to achieve a sustainable transport network is as follows:

> Residential apartment parking/vehicle ownership – 1.0 per household

> Employee journey-to-work mode share – 50% car-as-driver

> Visitation mode shift - 7% to alternative (non-driving) modes

The parking scenario established for this model creates a constraint on trip generation during the AM andSaturday Peaks, reducing the overall impact on regional traffic. The extent of expected regional tripdisplacement has been calculated at:

> AM Peak: 32% (~1,175 trips)

> PM Peak: 35% (~1,295 trips)

> Sat Peak: 32% (~1,190 trips)

This degree of regional trip displacement is considered to be necessary for the function of the WLACPrecinct. If these trips are converted entirely to public transport, and accommodated within the CambridgeStreet corridor, then bus services would need to be significantly improved to provide adequate capacity.

However, these values are very similar to the function of Beaufort Street, which carries approximately 46,000people per day, including 35% by non-car modes. During the peak hour, 70% of all person-trips are fulfilledby bus transit.


CW1040800 | 22 January 2020 | 56

8.6 Activity Centre Mode SharesThe above results have been applied to the existing mode shares to establish a sustainable target for modeshift at the full build-out horizon. Existing mode share values have been restated to provide a referencepoint.

Table 8-3 Adopted Baseline Transport Mode Share (2018)

Trip Purpose

Transport ModeResidential Work Shopping Social/Recreation

Car as Driver 61% 67% 62% 50%

Cars as Passenger 17% 5% 24% 31%

Public Transport 12% 22% 5% 5%

Walking 7% 3% 9% 14%

Cycling 2% 4% 1% 1%

Table 8-4 Target Transport Mode Shares (Full Build-Out)

Trip Purpose

Transport ModeResidential Work Shopping Social/Recreation Average

Car as Driver 46% 50% 57% 46% 48%

Cars as Passenger 12% 5% 20% 29% 12%

Public Transport 21% 32% 8% 7% 22%

Walking 16% 5% 12% 16% 13%

Cycling 5% 8% 3% 2% 5%

Assessment of the WLAC Activity Centre person-trip generation yields an approximate demand of almost35,000 trips per day. This suggests a basic benchmark for transport provision of the various modes, asfollows:

Table 8-5 Transport Mode Requirements at Full Build-Out

Transport Mode Demand

Private Vehicles 17,000 vehicle trips per dayReview of the network indicates that this demand can beaccommodated.

Public Transport 7,700 passenger trips per dayThis demand will be accommodated across two train lines aswell as the improved high-frequency bus corridor on CambridgeStreet.

Walking 4,500 walk-only trips per day16,500 walking trips as part of some trip chainThis indicates a high need for improved pedestrian amenity(shade and street trees), paths and crossing facilities.

Cycling 1,800 cycling trips per dayThese trips would generate the need for approximately 500bicycle parking bays, of which approximately half would beassociated with employment.


CW1040800 | 22 January 2020 | 57

8.7 Parking SupplyUsing parking as the primary control factor for trip generation in the WLAC implies that the overall supply ofparking (a parking cap) would need to be established for the Precinct. A preliminary parking analysis hasbeen undertaken to assess the approximate maximum limits for parking by land use (Table 8-6).

The parking provision defined in this way is designed to support the above mode share values, andcompared against the Town of Cambridge Local Planning Policy 3.13: Parking and Town of CambridgeAccess and Parking Strategy (2011).

Table 8-6 Maximum Parking Supply Rates

Land Use ExistingRequirements(2018)

Access andParking StrategyTarget

Future(Full-Build-out)

Multi-Unit Residential (average) 1.6 bays/unit1.2 bays/unit

1.0 bays/unit

Off-Street Residential visitors 0.25 bays/unit 0.1 bays per unit

Dedicated Office 3.3 bays/100sq.m 1.25bays/100sq.m 1.6 bays/100sq.m

Publicly Accessible Parking(non-office Commercial)

5.0 bays/100sq.m 4.5 bays/100sq.m 2.9 bays/100sq.m

For the purpose of comparison, parking supply ratios are expressed as Net Floor Area (NFA), consistent withthe current Town of Cambridge Local Planning Policy 3.13: Parking.

Based on simplified modelling of the resulting centre, the non-residential demand profile for parking in theWLAC is expected be similar to Figure 8-2.

Figure 8-2 Non-Residential Parking Demand Profiles for the WLAC

Weekday Weekend

This would result in a parking supply requirement as described in Table 8-7, including consideration forstandard efficiency targets for public and private parking.


CW1040800 | 22 January 2020 | 58

Table 8-7 Parking Supply Scenario

Land Use Parking Supply Rate Floor Area / Yield* Parking Supply

Residential (average) 1.0 bays/unit3070 units

3,100 bays

Off-Street Residential visitors 0.1 bays per unit 300 bays

Office 1.6 bays/100sq.m 100,000sq.m 1,600 bays

Publicly Accessible Parking(for use by entertainment, restaurant andretail, plus overspill from residential visitorsand office employees)

2.9 bays/100sq.m 35,000sq.m 1,000 bays

* Existing + indicative future yield based on WLAC, Local Planning Strategy, and Economic Development Strategy documents. Numbersare rounded up.

Under this scenario, a parking cap for the WLAC area would be established at 2,600 non-residential baysincluding all dedicated office, publicly accessible private parking and the true public parking supply. Thisrepresents an increase of approximately 600 bays over the existing supply.

This would assist to create a sustainable vehicle trip generation under the full development scenario,assuming reasonable proportion of regional peak traffic can be displaced, either to alternative corridors or tohigh-frequency public transport services.

The location of this increased supply has been considered in the context of the proposed WLAC Plan.Figure 8-3 shows indicative locations where publicly accessible car parks could be provided. The ownershipof these potential car parks can be either public or private, and intended to provide greater efficiency inparking supply through shared and reciprocal use by employee and visitors.

Each of these potential locations allows for access from the boundary road network (rather than CambridgeStreet) and can be sleeved by development to minimise the impact on activity and amenity. These car parksare not intended to serve ‘park and ride’ commuters.

The ultimate extent of this parking will depend on capacity of these areas to accommodate parking, and thefunding mechanisms employed to support their construction.

Figure 8-3 Potential Locations* for Publicly-Accessible Car Parking

*Indicative only

Unbundled ParkingThe cost of parking for residential and commercial units is usually passed on to the occupants indirectlythrough the rent or purchase price (bundled) rather than through a separate transaction. This means thattenants or owners are not able to purchase additional parking if required or given the opportunity to savemoney by reducing their parking demand. Giving the tenants or owners the opportunity to rent or sell the


CW1040800 | 22 January 2020 | 59

parking spaces separately may also reduce the total amount of parking required for a development. Theunbundling of parking can be introduced in several different ways:

> Facility managers can unbundle parking when renting building space;> Developers can make some or all parking optional when selling buildings;> Renters can be offered a discount on their rent for not using some or all of their allocated parking spaces;

and> Parking costs can be listed as a separate line item in the lease agreement to show tenants the cost and

enable them to negotiate reductions.

Providing tenants or owners with the opportunity for unbundled parking is also likely to create a market foravailable parking spaces.

Decoupled ParkingParking can be allocated to a specific development or tenant, but located off-site. This parking is said to be“decoupled” from the development. This process allows for much greater flexibility and efficiency in parkingsupply control and can be used to establish a market for parking ownership that is completely separate fromcommercial or residential tenancies.

Decoupled parking is common in many dense city centres, and enables a much lower (even zero) on-siteparking supply for new development.

Parking Management and EnforcementParking supply constraints, as well as policy measures such as unbundled or decoupled parking, have thepotential to adversely impact the surrounding area. If there is a supply of free or low-cost parking nearby,there will be an incentive for tenants or owners to find other places to park their cars to avoid the costs,resulting in spillover effects.

The continued function of this parking system is therefore an effective management and enforcementsystem.

Bicycle ParkingTo achieve the target cycling mode share, bicycle parking should be provided at a rate of 0.2 bays per100sq.m (office) and an equivalent rate of 1 secure bike bay for every 10 employees.

8.7.2 Funding Mechanisms for Parking InfrastructureCash in LieuCash-in-lieu of parking can provide an attractive alternative to developers with regard to parkingrequirements. This arrangement can also benefit the wider community through the supply of publicly andequitably managed parking for the use of high-value or highest-need parkers. Factors to be addressed bystaff and Council in considering entering into a cash-in-lieu arrangement include, but are not limited to thefollowing:

> Consistency with the objectives of the Town Planning Scheme> Requirements/concerns of commenting agencies> Consistency with the objectives of the Parking Strategy> Whether there is an identified local government interest in providing public parking facilities in the immediate

area> The timing for the delivery of the public parking facilities and the adequacy of alternatives to on-site parking

until public parking facilities are delivered> Whether on-site parking deficiencies would result in a hardship for the site or surrounding area> Ability of the site to accommodate the proposed development, based on the available supply of parking;

and> The number of spaces proposed to be considered for payment-in-lieu.

It is important to note that the success of cash-in-lieu parking arrangements can be substantiallycompromised if the Town approves parking concessions in order to relieve owners from any obligation toprovide car parking according to the zoning requirements, which would then relieve them of the need toprovide cash-in-lieu. Concessions should only be approved where the applicant can clearly demonstrate thatthe parking requirement is excessive and not simply as a mechanism to allow applicants to proceed becausethey are unable to provide what is deemed to be an appropriate amount of parking.


CW1040800 | 22 January 2020 | 60

Should the Town approve a concession because it is technically justifiable, the applicant should still have theability to use the cash-in-lieu program to further reduce the amount of parking required on-site.

The cash-in-lieu amount should be set at a discount to the actual cost of providing the parking to:

> Provide a financial incentive for developers to contribute to the creation of strategically located publicparking facilities

> Recognise that the Town will be able to recover some of the costs through user fees> Recognise that parking spaces are not allocated to specific users on a reserved basis, although the general

supply will be available to meet demand> Recognise that the contributor will not have an ownership interest in the public parking facilities> Recognise that the parking may not be as conveniently located to a specific development compared to on

site or other nearby parking facilities> Recognise that all or a portion of the parking may not be constructed at the same time as the development> Recognise that the developer/owner will not have any control over parking fees and use regulations.

It is also necessary to ensure that planning for the provision of future parking structures is transparent andthat contributors to the cash-in-lieu fund are given clear indication as to what their payments are funding.This will ensure that developers continue to see benefits in contributing towards public parking, over theintrinsic advantages visible on-site.

Another mechanism would be the establishment of a dedicated car parking infrastructure fund, into whichcash-in-lieu payments would be directed, under a modified arrangement and out of which the planning,upgrading and management of car parking facilities would be funded.

Regardless of the mechanism for funding, either through developer contributions, parking fees and fines orother public monies, it is important that the revenues and costs from parking-related activities be accountedfor under one umbrella. This allows for reasonable modifications to the management structure, pricingregimes, infrastructure and maintenance, enforcement and compliance activities to be resolved in atransparent system with full accounting of the costs and benefits provided. This will then form the foundationfor assessment of the requirements for cash-in-lieu payments by developers as well as determining andvarying parking restrictions and pricing schemes based upon location, time of day and seasonal factors.Accounting for all financial aspects of parking will enable a much greater appreciation for the real costs ofproviding this service to the community.

Mandatory Cash-in-Lieu of ParkingMandatory cash-in-lieu would require developers to fund a proportion of their maximum parking requirementin off-site parking to be constructed by the Town, and to fund additional sustainable transport initiatives suchas cycling infrastructure and public transport improvements. Demonstrated synergies within a developmentwhich would reduce their parking demand could also be supported to reduce on-site supplies, whilemaintaining a fixed, known cash-in-lieu requirement.

To maximise developer buy-in and ensure a streamlined process, it is important to ensure that there is aneffective record-keeping process to manage cash-in-lieu contributions. This system would track payments bydevelopers, current land and construction costs, infrastructure works and planning. Maintaining a transparentprocess of cash-in-lieu through which developers can see direct value will assist in achieving both mandatoryand voluntary contributions.

This form of funding is similar to a developer contribution plan (DCP) to provide e.g. public art, open spaces,road upgrades, etc. However, it does not require the cost to be known up front, and payment by developersis proportional to impact rather than land area. As such it can potentially provide a more equitable solution toprivate funding of public, shared parking infrastructure.

One example of an equivalent policy is in the City of Rockingham Town Planning Scheme 2, whichmandates that within the ‘Primary Centre Waterfront Village Zone’, non –residential or commercial area shallcontribute 60% of the parking required as cash-in-lieu. In the case of residential developments, only visitorsparking allocation shall be provided as cash-in-lieu.’ Payments made from this scheme will be used toprovide public parking facilities within the Primary Centre Waterfront Village Zone’.


CW1040800 | 22 January 2020 | 61

Paid parkingPaid parking is one of the most effective ways of influencing parking and travel demand. Paid parking caninfluence parking location, destination, mode, travel time and, in particular, parking duration. The impactsvary depending on the price structure and the relative convenience of alternative parking facilities andmodes. If the cost of driving to destinations is increased through the implementation of paid parking and thepublic transport network becomes serviceable and accessible, then the shift between the use of cars andhence requiring parking to public transport theoretically should increase.

As paid parking generally results in reductions in car use and traffic congestion among other environmentalbenefits, it is one of the essential transport measures necessary to ensure the long-term viability ofcommercial centres.

Hypothecation of parking revenuePaid parking fees are an effective measure of managing parking, by increasing the efficient use of a sharedresource. The revenue obtained from this form of parking management is, by definition, used to offset thecost of enforcement and installation. Beyond this maintenance cost, paid parking revenues may be‘hypothecated’ to improvements in transport and local streetscapes.

This provides direct benefit to the community and additional value over and above the impacts of managedparking alone. International examples show that where revenue is hypothecated to local improvements,patronage of these businesses and land values increase markedly.

8.7.3 Managing the Impacts of Technological ChangeThere is a high potential for autonomous vehicles (AVs) and Mobility-as-a-Service (MaaS) technologies tosubstantially disrupt the way parking is used. The timeframes for this likely future are not yet resolved but theyare likely to be within the lifetime of the developments and parking structures being built today.

The expected result of the uptake of AVs and MaaS is a significant decline in demand for parking, particularlywithin city centres. Where parking is provided in private facilities in city centres, the parking is a potentiallyunnecessary ongoing cost to residents and business in the form of higher leasing rates and ownership costs.

One policy measure that could address this is to require a proportion of parking to be ‘convertible’ to other,more productive uses. This requires careful consideration at the design stage to increase floor-ceiling heights,provide conduits for future services, check column locations, and consider future opportunities for natural light.However, this conversion is not effective in basement parking, and is best employed for podium parking. Thatmeans that parking policies will need to be related to design guidelines to establish an appropriate built formthat can undergo conversion if required.

Alternatively, parking should be located off-site, either in public facilities funded through developercontributions or cash-in-lieu, or in private facilities with ownership unbundled from the associated development.This form of parking has the advantage that it can accommodate ongoing future growth as demand declinesor be demolished to make way for new development.

For the WLAC area, both measures are recommended, and in particular opportunities to decouple andunbundle parking for residential development. While this may rely on strata title reform, future changes tolegislation will likely support these policy measures.


CW1040800 | 22 January 2020 | 62

9 Review of Proposed Street Designs

The Activity Centre Plan includes recommendations for streets design for the following roads, which iscaptured in more detail within West Leederville Traffic Analysis (Porter Consulting Engineers):

> Cambridge Street

> Southport Street

> Northwood Street

> Railway Parade

It is noted that the previous design recommendation was dated from 2010 as part of the original WestLeederville Activity Centre Plan (published in 2011). The Town has since developed a Local Strategy Plan(2018) and an updated bike plan (adopted in 2018). These documents now provide the Town’s with high-level guidance on the planning of its transport network, suggesting that the street design recommendationsmay require updating to align with the Town’s current strategic direction.

9.1 Cambridge StreetCambridge Street through the Centre will retain its function as a ‘High Street’ environment. It is currently amajor bus route with services service frequency of approximately 5 minutes. To achieve the goals of theLocal Planning Strategy and to facilitate the high public transport mode share necessary to support theproposed development, Cambridge Street’s role as a ‘High Frequency Public Transport Corridor’ will need tobe enhanced.

Accordingly, bus lanes are recommended along both sides of Cambridge Street, with an aim to improve busservice reliability, increase public transport capacity and induce employees, residents and visitors to theCentre to use public transport.

Bus lanes are considered to be the most appropriate measure for this purpose due to:

> Reduce delay in travel time as buses are not required to weave in and out of an embayment. This wouldbe more critical as increased traffic would result in greater difficulty for buses to find gaps in traffic to exitthe embayment.

> Stopped buses would not obstruct traffic flow; and

> Bus lanes can be configured for peak hours only. Outside of peak times, on-street parking can bepermitted, increasing the availability of parking during peak retail demand periods. This outcomes wouldmirror the existing arrangement on Beaufort Street.

Figure 9-1 Cambridge Street Bus Lanes Indicative Layout


CW1040800 | 22 January 2020 | 63

Refer to Figure 9-2 for an indicative cross-section of Cambridge Street, including bus lanes, within theexisting 20m road reserve. Some of the features/impacts of the road layout changes include:

> 3m traffic lane and 3m wide bus lane;

> Median preferably to be maintained at 2m wide, however can be reduced to avoid tree removal on theverge. The current wide median in some sections of the Cambridge High Street would be reduced;

> 3m wide footpath or wider if median width is reduced;

> Possibility of some trees needing to be removed and replanted due to its proximity to the kerb edge,depending on the median width selected. Some trees may only need branch trimming. Trees located atthe corner of intersections on parking embayment kerb build-out would need to be removed;

> Reduction pedestrian crossing amenity, however the existing signalised pedestrian crossing should beretained.

Figure 9-2 Cambridge Street Indicative Cross-Section with Bus Lanes

On-road cycling along Cambridge Street in the WLAC Precinct is considered viable only where vehicletravelling speeds are 30km/hr or less. This speed zone would be consistent with the proposed function ofCambridge Street, with high levels of activation and activity along the majority of the corridor.

9.1.2 Indicative Timeframe for UpgradeThe intersection of Cambridge Street and Southport Street is currently approaching its capacity limit, withspare capacity ranging to 1% to 9% during peak periods. Therefore, an intersection upgrade isrecommended, which could potentially able to cater for a 36% increase in traffic over existing volumes (referto Section 7.8.2 Table 7-13).

However, even if this intersection is upgraded, the limited reserve width at the intersection forms afundamental limit on the traffic capacity. Traffic growth beyond 36% would need to be catered for throughmode shift to high frequency public transport, which would be supported by the proposed bus lanes. Thetrigger for this event has been calculated as follows:

> Traffic growth on Cambridge Street caused by regional traffic growth outside of WLAC.

MRWA’s ROM24 model projects that Cambridge Street traffic volume could grow by up to 2.4%p.a. If thisguidance is correct, the existing form of Cambridge Street could be retained for approximately 15 years.

Note that this traffic growth rate is conservative, particularly in a built-up urban areas with good publictransport access.


CW1040800 | 22 January 2020 | 64

> Combined growth from WLAC and regional traffic along Cambridge Street.

Based on the network capacity and trip demand (Figure 8-1) it has been estimated that at 25% of WLACfull build-out, upgrades to Cambridge Street would be necessary to support mobility. As the build-outtimeframe for WLAC is unknown, a time-horizon for upgrade under this metric cannot be determined

9.1.3 Relevance with Cambridge Street ‘High Street’ Infrastructure Traffic StudyCardno is currently undertaking a related Infrastructure Traffic Study along Cambridge Street ‘High Street’between Kerr Street and Blencowe Street, which is still under review. The study analyses the impact ofnarrowing of the Cambridge Street ‘High Street’ area as well as the impact of bus services on the traffic freeflow speed within the study area and potential solutions to improve the existing traffic concerns.

One of the issues the study analyses is the impact of buses stopping on the carriageway and blocking trafficflow. This study found that if one-way peak traffic volumes on Cambridge Street were increased by 45%,additional bus infrastructure (i.e. embayments) would be required to retain reasonable traffic flows. However,the embayment would not be sufficient if two buses arrive at the same time, as traffic flow would be impeded.

As the study considered only the driving amenity within the ‘High Street’ environment, it does not take intoaccount the limiting capacity of the Cambridge Street / Southport Street intersection.

As the trigger for the road upgrades as defined in Section 7.8 above would occur sooner than the trigger forthe bus embayments, this interim proposal is not considered necessary to support the traffic function of thecorridor.

Notwithstanding this, the interim recommendations proposed in the Infrastructure Traffic Study Part 2 can beimplemented independent of the West Leederville Activity Centre to improve driving amenity and reducedelay along Cambridge Street ‘High Street’, with some impact on bus reliability.

9.2 Southport StreetSouthport Street is proposed to retain its function as a bus and vehicular route. Cycling infrastructure isgenerally supported in the form of a shared path on the western side of the road. This is consistent with theTown’s Bike Plan.

The roundabout at the intersection of Railway Parade is recommended to be reduced in size to a formsuitable to a town centre environment, with a mountable centre island for bus movement. This will result inlarger verge area available for safe pedestrians or cyclist crossing, resulting in a better environment foractive modes.

At the intersection of Cambridge Street, a right turn pocket on the southern approach is recommended toimprove travel time for buses going into the Leederville Station bus interchange. A right turn pocket for thenorthern approach increases the capacity for right turn movements. For the western approach, a bus queuejump lane or dedicated bus lane would be required to support the future high-frequency bus corridor.

A schematic layout of the queue jump option is shown in Figure 9-3 .


CW1040800 | 22 January 2020 | 65

Figure 9-3 Cambridge Street and Southport Street Indicative Geometry Improvement


CW1040800 | 22 January 2020 | 66

9.3 Northwood StreetUnder the Activity Centre Plan, Northwood Street was proposed to have a pedestrian friendly form withmedium-highly activated frontage, and potential for alfresco dining.

Two options have been considered for streetscape improvements, based on this vision:

> Option 1: Footpath Widening, Angled Parking, and On-street CyclingFeatures of this option (as shown in Figure 9-4) include:

- Widened pedestrian paths on both sides of the street;

- Reduced road widths, which benefit pedestrians through reduction in crossing distance;

- Increases in tree canopy;

- Angled on-street parking, resulting in slight increase of supply from 26 to 31 bays; and

- On-street parking arranged in staggered manner along the carriageway creating a slight bend on theroad to enforce low vehicular speed.

Figure 9-4 Northwood Street Indicative Street Design – Option 1

Cycling would be accommodated within a slow-speed mixed-traffic environment or a walking pace sharedwith pedestrians. Connection to and beyond Cambridge Street would be supported by improvements to themedian, effectively converting the intersection into left-in/left-out only.

> Option 2: One side Parallel Parking and Separated Bike LanesAn alternative option prioritises Northwood Street as a cycling connection between the future Fremantle PSP(north side) and the WLAC Precinct. Features of this option include:

- A separated, two-way bicycle path on the western side of Northwood Street, as discussed in the Townof Cambridge Bike Plan;

- Removal of on-street parking on the western side, a loss of 11 bays; and

- Existing trees retention.

The wider road carriageway width for this option precludes improvements to the verge provision and limitsthe opportunities for alfresco dining and improved public use.


CW1040800 | 22 January 2020 | 67

9.4 Railway ParadeRailway Parade primarily functions as a traffic corridor, though there are plans to activate developmentfrontage in the vicinity of the West Leederville Station. This TIA proposes that the existing cross section begenerally retained, with the following improvements:

> Construction of the PSP shared path on the southern side of Railway Parade, consistent with therecommendation of the Town’s Bike Plan. The Town has conducted a feasibility study regarding theconstruction of this shared path, and found that the path would need to be constructed within the railreserve.

> Roundabouts at Kimberley Street and Southport Street could be reduced in size to be more suitable for atown centre environment (example shown in Figure 9-5).

Figure 9-5 Example of Compact Roundabout Design of Railway Parade and Southport Street


CW1040800 | 22 January 2020 | 68

10 Conclusion

This Traffic Impact Assessment outlines the transport aspects of the West Leederville Activity Centre Plan,focusing on the necessary upgrades required to support a sustainable multi-modal transport outcome.

The following conclusions have been made in regard to the Activity Centre:

> Regional traffic growth and local Activity Centre development are likely to exceed the road capacity alongRailway Parade and Cambridge Street.

> Measures must be taken to reduce vehicle trip generation to ensure the transport network continues tofunction at an acceptable level.

Recommended changes include:

- Construction of a peak period bus lane along Cambridge Street to facilitate peak period trip demands.

- Modification of key intersections to improve safety outcomes, increase capacity and improve crossingamenity.

- Parking policies which constrain parking supply for residents, employees and visitors. Cash-in-lieu andother mechanisms to fund parking supplies; paid parking and enforcement to restrain demand.

- Cycling infrastructure improvements consistent with the Cambridge Bike Plan. Significant increases inemployee and public bike parking.

- Improvements to pedestrian facilities including shade and street trees, paths and crossing facilities.

This TIA shows that the full build-out defined by the WLAC Plan can be achieved within the constraints of thelocal network. To do so will require integration of land use, parking and transport infrastructure, as well assupport from Local and State Government agencies, as well as local residents, employers and businesses.


CW1040800 | 22 January 2020 | 69

About CardnoCardno is a professional infrastructure andenvironmental services company, with expertise inthe development and improvement of physical andsocial infrastructure for communities around theworld. Cardno’s team includes leading professionalswho plan, design, manage and deliver sustainableprojects and community programs. Cardno is aninternational company listed on the AustralianSecurities Exchange [ASX:CDD].

Contact11 Harvest TerraceWest Perth 6005Australia

Phone +61 8 9273 3888Fax +61 8 9486 8664

Web Addresswww.cardno.com

Transport Impact Assessment...4.5 Existing Public Transport Service 17 4.6 Existing Parking Supply...

Documents

Transcript of Transport Impact Assessment...4.5 Existing Public Transport Service 17 4.6 Existing Parking Supply...