Lot 253 (No. 243) Canning Highway - View from Norton ... daps/metro central... · - View from...

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Lot 253 (No. 243) Canning Highway - View from Norton Street at Canning Highway Intersection facing South West

Lot 253 (No. 243) Canning Highway - View from Canning Highway at Norton Street Intersection facing South West


Lot 253 (No. 243) Canning Highway: Existing ‘BWS’ Drive Through Bottle Shop - View from Canning Highway facing North West

Lot 253 (No. 243) Canning Highway: Existing Como Hotel Building - View from Canning Highway facing West


Lot 253 (No. 243) Canning Highway: Existing Como Hotel Building - View from Canning Highway at South Terrace Intersection facing North West

Lot 253 (No. 243) Canning Highway: Existing Como Hotel Building - View from Canning Highway at South Terrace Intersection facing North West


Lot 253 (No. 243) Canning Highway: Existing Como Hotel Building - View from Canning Highway at South Terrace Intersection facing North

Lot 253 (No. 243) Canning Highway: Existing Como Hotel Building - View from South Terrace facing North East


Lot 6 (No. 148) South Terrace (left) & Lot 253 (No. 243) Canning Highway - View from South Terrace facing North

Lot 80 (No. 146) South Terrace (left) & Lot 6 (No. 148) South Terrace - View from South Terrace facing North East

Como Hotel Redevelopment Transport Assessment

5 November 2014 Cardno i

Como Hotel Redevelopment

Transport Assessment CEP02338

Prepared for City of South Perth 5 November 2014


5 November 2014 Cardno ii

Contact Information Cardno (WA) Pty Ltd Trading as Cardno ABN 77 009 119 000 11 Harvest Terrace, West Perth WA 6005 Telephone: 08 9273 3888 Facsimile: 08 9486 8664 International: +61 8 9273 3888 [email protected] www.cardno.com Author(s): Jade Lam Sin Cho Transport Planner Approved By: Jacob Martin Senior Transport Planner

Document Information Prepared for City of South Perth Project Name Transport Assessment File Reference CEP02338-TR-R001-C-

TIA Como Hotel-V4JHM-RJC.docx

Job Reference CEP02338 Date 5 November 2014 Version Number Revision C Effective Date 5 November 2014 Date Approved: 5 November 2014

Document History Version Effective Date Description of Revision Prepared by: Reviewed by:

A 22 September 2014 Transport Assessment Jade Lam Sin Cho Mina Bayat Mokhtari

Jacob Martin

B 22 October 2014 Updated Assessment Jade Lam Sin Cho Jacob Martin

C 5 November 2014 Final Assessment Jacob Martin Ray Cook

© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole 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 and shall 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 this document.


5 November 2014 Cardno iii

Table of Contents 1 Introduction 1

1.1 Background 1 1.2 Existing Site Context and Land Use 1 1.3 Existing Road Network and Site Context 2 1.4 Existing Intersections 3 1.5 Existing Traffic Volumes 5

2 Proposed Development 6 2.1 Como Hotel Redevelopment 6 2.2 Access Arrangements 6 2.3 Assessment Scenarios 6 2.4 Parking Provision 7

2.4.2 Comparison Surveys 8 2.4.3 Parking Analysis 8

2.5 Development Traffic Generation 10 2.5.1 Existing Traffic Generation 10 2.5.2 Estimated Development Traffic Generation 11 2.5.3 Site Access Points 12 2.5.4 Directional Proportions 12 2.5.5 Trip Generation 13

2.6 Development Traffic Distribution 14 3 Analysis of Transport Network 17

3.1 Intersection Performance 17 3.1.2 Canning Highway/South Terrace Intersection 18 3.1.3 Canning Highway/Norton Street Intersection 20 3.1.4 Consultation with Main Roads WA 21

3.2 Provision for Service Vehicles 21 3.3 Hours of Operation 21

4 Pedestrian/Cycle Facilities 22 4.1 Existing Pedestrian/Cycle Facilities 22 4.2 Proposed Pedestrian/Cycle Facilities 22

5 Public Transport Services 23 5.1 Bus Services 23

6 Site Specific Issues 24 6.1 Crash Assessment 24 6.2 Safety Review 25

6.2.1 Canning Highway Access 25 6.2.2 Norton Street 25

7 Summary 26

Appendices Appendix A WAPC Checklist Appendix B Proposed Development Plan


5 November 2014 Cardno iv

Tables Table 1-1 Existing mid-block traffic volumes (two-way) 5 Table 2-1 Car and Bicycle Parking Requirements 7 Table 2-2 Existing and Proposed GFA and Parking Bays 8 Table 2-3 Scaling factors from Wednesday to Saturday based on door counts 9 Table 2-4 Existing and Future Liquor store parking demand profile 9 Table 2-5 Trip generation rates 11 Table 2-6 Direction proportion rates for each access in the existing situation 12 Table 2-7 Direction proportion Rates for each access in Scenario 1 13 Table 2-8 Direction proportion Rates for each access in Scenario 2 13 Table 2-9 Trip Generation of the proposed redevelopment 13 Table 2-10 Direction proportion for each access for the Scenario 1 13 Table 2-11 Direction proportion for each access for the Scenario 2 14 Table 3-1 Canning Highway/South Terrace intersection performance for Friday Peak Hour 19 Table 3-2 Canning Highway/Norton Street intersection performance for Friday Peak Hour 20 Table 6-1 Canning Highway / South Terrace Intersection Crash Statistics 24 Table 6-2 Canning Highway / Norton Street Intersection Crash Statistics 24 Table 6-3 Canning Highway (between South Terrace and Norton Street) Crash Statistics 25

Figures Figure 1-1 Site Location 1 Figure 1-2 Access arrangements for the existing site 2 Figure 1-3 Town Planning Scheme No. 6 Zoning Map 3 Figure 1-4 Canning Highway/South Terrace Intersection 4 Figure 1-5 Norton Street/Canning Highway Intersection 4 Figure 2-1 Access arrangements for the Hotel and Liquor Store after redevelopment 7 Figure 2-2 Observed parking demand at Bentley 1st Choice Liquor on a typical Wednesday 8 Figure 2-3 Door Counts at the Bentley Liquor Store (top 70 days) 9 Figure 2-4 Numbered accesses to proposed site 12 Figure 2-5 Turning movement diagram for proposed redevelopment – Scenario 1 15 Figure 2-6 Turning movement diagram for proposed redevelopment – Scenario 2 16 Figure 3-1 Access on Canning Highway (Scenario 1 only) 17 Figure 3-2 SIDRA layout for Canning Highway/South Terrace Intersection 19 Figure 3-3 SIDRA layout for Canning Highway/Norton Street Intersection 20 Figure 4-1 Perth, Fremantle Stirling – Comprehensive Bike Map 22 Figure 5-1 Surrounding Public Transport 23


5 November 2014 Cardno 1

1 Introduction

1.1 Background Cardno has been commissioned by the City of South Perth to prepare a Transport Assessment for The Como Hotel Redevelopment proposed by ALH Group Pty Ltd.

Specifically, this report aims to assess the impacts of the proposed development upon the adjacent road network, with a focus on traffic operations, circulation and car parking requirements. This report has been prepared in accordance with the Western Australian Planning Commission (WAPC) Transport Assessment Guidelines for Developments: Volume 4 – Individual Developments (2006) and the WAPC checklist is included in Appendix A.

1.2 Existing Site Context and Land Use The site is located in Como and is bounded by Norton Street, South Terrace and Canning Highway. The Como Hotel is located on the corner of Canning Highway and South Terrace as shown in Figure 1-1.

Figure 1-1 Site Location

The site currently comprises the Como Hotel and a BWS drive-through bottle shop. The proposed development will involve the demolition of the BWS which will be replaced with parking and a Dan Murphy’s liquor store.

There are five accesses to the existing site, two are restricted to left-in-left out (onto South Terrace and Canning Highway, respectively), one entry and exit for the BWS drive-through bottle shop off Norton Street, and two more accesses off Norton Street as show in Figure 1-2.



Figure 1-2 Access arrangements for the existing site

1.3 Existing Road Network and Site Context The site is located on the corner of Canning Highway and South Terrace.

> Canning Highway is classified as a Primary Distributor as defined under the road hierarchy by Main Roads WA with a posted speed limit of 60km/hr. The road is a dual carriageway with two lanes for each direction. The road pavement width varies from 14m to 35m between Canning Bridge and the Causeway.

> South Terrace is classified as a Distributor B with a posted speed limit of 60km/hr. South Terrace is also an exit of the Kwinana freeway southbound, providing connection to Hayman Road and Curtin University. The road is a single carriageway with one lane in each direction.

> Norton Street is an Access Road with a posted speed limit of 50km/hr. The road is a single carriageway, with no centreline markings. The road pavement width is approximately 11.2m adjacent to the site at Canning Highway and transitions to 7.4m adjacent to the residences.

The site is zoned as ‘highway commercial’ under the City of South Perth’s Town Planning Scheme No. 6 and is also zoned as R80 which is considered high density. The site abuts Canning Highway, a Primary Regional Road under the control of Main Roads WA. The surrounding area is primarily zoned residential ranging from low density (R15) to high density (R80) as shown in Figure 1-3.



Figure 1-3 Town Planning Scheme No. 6 Zoning Map

Source: City of South Perth

Footpaths of variable width (1.2m-2m) have been provided on both sides of the roads adjacent to the site.

1.4 Existing Intersections The intersections surrounding the proposed redevelopment consist of:

Canning Highway and South Terrace: the development is located west of this intersection. The intersection is a four way signalised intersection as shown in Figure 1-4.



Figure 1-4 Canning Highway/South Terrace Intersection

Canning Highway and Norton Street: is a three way, stop controlled priority intersection with Canning Highway as the major road, as shown in Figure 1-5.

Figure 1-5 Norton Street/Canning Highway Intersection



1.5 Existing Traffic Volumes The existing traffic volumes for the surrounding road network were determined by using SCATS data and traffic counts undertaken by Cardno on 5th of September 2014. Average daily and Peak Hour traffic volumes are summarised in Table 1-1. The types of vehicles that access the development are mainly light vehicles.

Table 1-1 Existing mid-block traffic volumes (two-way) Average Two-way Weekday Traffic Volumes

Vehicle Per day Vehicle per Peak Hour

Norton Street (east of the site location) 650 52

Canning Highway (in the vicinity of the site location) 30,000 2,447

South Terrace (east of the site location) 10,000 807 Source:16/09/2014 - Main Roads WA Reporting Centre



2 Proposed Development

2.1 Como Hotel Redevelopment The proposed development consists of:

> The replacement of the existing BWS drive-through bottle shop with a Dan Murphy’s liquor store

> Construction of additional 14 parking bays to the east of the Como Hotel building on Lot 6 (No. 148) South Terrace and bicycle parking to accommodate 32 bicycles.

> Relocation of two accesses on Norton Street to accommodate additional parking and improve access to the proposed liquor store.

> Reduction in alfresco area at the Como hotel resulting in a decrease in Gross Floor Area (GFA) from 945m² to 764m²

A plan illustrating the layout of the proposed development is included in Appendix A.

2.2 Access Arrangements The site will have four access points, as follows:

> Left in/left out via South Terrace

> Left in/left out via Canning Highway

> Two access points off Norton Street, widened and relocated to accommodate turning movements in both directions on to Norton Street.

One access onto Norton Street will be closed as part of the redevelopment of the site.

2.3 Assessment Scenarios The proposed redevelopment will be analysed using two different scenarios.

1. Left in Left out access on Canning Highway is retained

2. Left in Left out access on Canning highway is closed.

Figure 2-1 shows the current access arrangements for proposed redevelopment. The access that may be potentially closed in the future is highlighted in pink.



Figure 2-1 Access arrangements for the Hotel and Liquor Store after redevelopment

2.4 Parking Provision The statutory parking provision required as per the City of South Perth’s Town Planning Scheme No. 6 is set out in Table 2-1. While there are no specific rates for a liquor store, the development is located within a highway commercial centre, so a standard rate of 1 per 20m² gross floor area has been applied. For the Como Hotel, the most applicable use is ‘Tavern’.

The City of South Perth has advised that there are 126 existing bays and that no bays were required for the drive-through bottle shop in previous planning approvals. This reflects the shared use of existing parking for both on-site uses.

Table 2-1 Car and Bicycle Parking Requirements

Uses Minimum Required Parking Bays

Cars Bicycles

Highway Commercial Centre Industry – Service, Office, Shop

1 per 20m² gross floor area 1 per 200m² gross floor area for staff and / or visitors

Tavern 1 per 3m² of public floor space used as bars, lounges, dining and function areas, beer gardens, and areas used predominantly for games

1 per 25m² bar floor area; and 1 per 100m² of lounge, dining and function areas, beer gardens, and areas used predominantly for games

Source: Table 6 of City of South Perth Town Planning Scheme No. 6

The City of South Perth’s Policy P315 Car Parking Reductions for Non-Residential Development aims to allow a reduction in car parking bays where there are significant opportunities to promote alternate modes of transport.

The following factors are applicable to the proposed development:



> The proposed development is within 400 metres of a bus stop and therefore qualifies for a 20% reduction to the car parking requirements and;

> A 5% reduction if secure on site bicycle parking is provided

Table 2-2 Existing and Proposed GFA and Parking Bays Como Hotel Liquor Store

Existing Gross Floor Area (GFA) 945m² GFA - Ground Floor level 764 m² public space – Ground Floor

321.4 m² GFA (drive-through bottle shop)

Existing Number of Parking Bays (cars) 126 Bays No bays were required in previous planning approvals. A drive-through facility is available.

Existing Number of Bicycle Parking 0 0

Proposed Gross Floor Area 764m² ground floor 1191.7 m²

Proposed Number of Parking Bays (cars)

148 Bays (shared across the two land uses)

Proposed Number of Bicycle Parking 32 Source: City of South Perth

2.4.2 Comparison Surveys

A comparative parking occupancy survey has been undertaken on a typical Wednesday afternoon at a Bentley liquor store, which was determined to be of similar size and potential demand profile as the proposed site. The survey was intended to determine the approximate demand for parking for the proposed liquor store.

Figure 2-2 Observed parking demand at Bentley 1st Choice Liquor on a typical Wednesday

Figure 2-2 illustrates that the peak parking period for the liquor store was observed to occur during the 6-7pm period. This peak demand profile was assumed to apply to the proposed development.

2.4.3 Parking Analysis

2.4.3.1 Future parking demand for liquor store only

To determine the design day demand for parking, the door counts from the Bentley liquor store were plotted and the ‘knee’ of the graph selected as the design day (as shown in Figure 2-3). In this case, two potential design days were observed, consisting of the 3rd busiest and 20th busiest day.

0

5

10

15

20

25

Max

Par

king

Dem

and

(bay

s)

Time



Figure 2-3 Door Counts at the Bentley Liquor Store (top 70 days)

The 20th busiest day of the sample data, representing a 90th percentile demand, was chosen as the design day for this assessment, and reflective of best-practice. The proportional difference between door counts on the chosen design day and the observed day was calculated to be 67%. This was then used to scale the observed parking demand.

Additionally, the difference between the size of the Bentley liquor store (880m² GLA) and the proposed liquor store (1191.7m² GFA) was used to adjust the parking demand for development size.

Table 2-3 Scaling factors from Wednesday to Saturday based on door counts Demand Factor Size Factor Total Scaling

167% 135% 225%

The scaling factors show in Table 2-3 were then applied to the survey data collected from the Bentley location in order to estimate the parking demand for the proposed liquor store. The resulting design day parking demand for the proposed liquor store is shown in Table 2-4.

Table 2-4 Existing and Future Liquor store parking demand profile Friday Profile

Observed Parking Demand (Bentley) Design Day Parking Demand (proposed liquor store)

15:00 18 41

16:00 14 32

17:00 16 36

18:00 21 47

19:00 19 43

2.4.3.2 Relocation of drive-through traffic

It is possible that the removal of drive-through facilities for the proposed liquor store may result in some additional parking demand. To quantify this, a comparison of standard parking and trip generation rates has been used to approximate dwell times. From Table 2-5 below, the liquor store component is expected to generate 17.4vph/100sq.m, while parking demand for the design average day has been calculated at

1 11 21 31 41 51 61

Doo

r Cou

nt

Rank



3.9veh/100sq.m. This would suggest that dwell times are likely to be in the order of 13.4 minutes, on average.

Given that a drive-through generates approximately 45 vehicles, this would suggest that as many as 10 additional bays could be required to accommodate the displaced drive-through demand, at least in the short-term.

2.4.3.3 Liquor Store Parking Demand

Based on the above, a peak demand of between 47 and 57 bays is expected for the proposed liquor store, on a representative Design Day.

2.4.3.4 Como Hotel Parking Demand

The parking requirement for the Como Hotel is based on “public floor space used as bars, lounges, dining and function areas, beer gardens, and areas used predominantly for games”. The alfresco area is proposed to be reduced, which will reduce the parking requirement.

In order to calculate the demand for the existing Como Hotel, the parking demand generated for the existing drive-through bottle shop has been deducted from the total number of bays. This demand has been estimated (using the above comparison method) at a peak of 13 bays on the surveyed day.

Given that there were a total of 128 vehicles observed to be parked in the vicinity and attributed to the existing development, this implies that the Como Hotel tavern generated demand for 115 bays on the surveyed day (i.e. 5 September 2014).

The Hotel will be decreasing in size from 945m² GLA to 764m² GLA, and it is expected that the demand for parking will similarly reduce, to a total of 93 bays.

2.4.3.5 Combined Parking Demand

Based on the above calculation, peak parking demand is expected to comprise approximately 47 bays consumed for the liquor store and 93 bays for the reduced Como Hotel. This implies that the combined future parking demand for the redeveloped site will be in the order of 140-150 bays. For reference, the development proposes a total of 148 bays.

Most of the existing parking spaces will be retained and additional parking spaces will be constructed on Lot 6 (No. 148) South Terrace. In light of the above analysis, it is considered that the parking provision will generally be adequate, though there are likely to be some periods of localised over-spill, affecting the adjacent road network.

2.5 Development Traffic Generation

2.5.1 Existing Traffic Generation

A survey was undertaken on Friday 5th of September 2014 to assess the traffic generation of the existing site during the PM peak hour. The survey period was selected in consultation with the City of South Perth to capture the peak traffic generation for the development.

2.5.1.1 Key Observations

> At the survey, there was strong evidence that some people were using the parking bays as park and ride. Commuters can take advantage of several bus services to the Perth CBD (Bus routes 104, 105 and 106) along Canning Highway.

> There were also some issues with the access on Canning Highway, the width of the driveway appeared to be inadequate with a risk of conflict when cars were entering and exiting simultaneously.

> Queuing problems were also observed. Cars backed on to Canning Highway when there were more than 3 cars waiting for service in the drive-through bottle shop.



2.5.2 Estimated Development Traffic Generation

2.5.2.1 Methodology

The site comprises of multiple land uses; therefore, to determine the traffic generation for the proposed site, the contributing traffic from each component land use needs to isolated and quantified (i.e. the tavern, liquor store and drive-through).

While there is a reasonable amount of evidence for trip generation at hotel/tavern developments, encapsulated by standard traffic engineering practice guidelines, statistics on trip generation of liquor stores and drive-through bottle shop retailers is scarce. For this reason, trip generation rates for the proposed development (including redevelopment of the hotel and the liquor store) have been sourced from previous studies in WA and QLD to identify reasonable rates for comparison. These rates have been applied and then scaled to match the observed. It is noted from this research that a drive-through tends to generate a consistent traffic demand, irrespective of the size of the adjoining liquor store.

Table 2-5 summarises the generation rates for the critical PM peak period.

Table 2-5 Trip generation rates

Land Use Trip Generation Rates

PM Peak Hour (vph)

Como Hotel (tavern) 7.8 per 100 sq.m

Liquor Store 34.8 per 100 sq.m

Drive-Through Component 90 Source: Cardno Eppell Olsen Report CE002826, South Brisbane

2.5.2.2 Calculations

> Of the 351 vehicles observed during the peak, 90 can be ascribed to the drive-through, the remainder have been apportioned according to the theoretical split based on rate x area (determined to be 43% liquor store, 57% tavern for the peak).

> Therefore, existing peak hour traffic is determined to consist of the following:

- Drive-through: 90 vehicles

- Liquor Store: 112 vehicles

- Tavern: 149 vehicles

> The liquor store floor area is proposed to be increased 3.7x suggesting a future peak traffic generation of 414vph (assuming linear demand growth). In contrast, the tavern is expected to be reduced to 80% of the existing size, suggesting a decrease in traffic to 120vph.

> The drive-through component of the liquor store is proposed to be removed. It is possible that may result in some additional trip demand over the standard provision, at least in the short term. This additional demand would be a maximum of 90vph.

> Total future demand is therefore 534-624vph in the PM peak, representing an increase in trip generation of 183-273vph during the peak.

A review of best-practice trip generation for component land uses provides no evidence for daily trip generation rates. For this reason, daily generation has not been determined.

However, a general “rule of thumb” is that daily traffic is approximately 10x peak hour volumes. This would suggest that the trip generation for the development would increase from a current projection of 3,510vpd (vehicles per day) to approximately 5,340vpd; an increase of 1,830vpd.

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