Proposed Roadhouse Pt Lot 400 (proposed Lot 500) Bennett ......This Transport Assessment report (TA)...

Proposed Roadhouse

Pt Lot 400 (proposed Lot 500)

Bennett Street, Caversham

Transport Assessment

PREPARED FOR: Capelight Nominees Pty Ltd November 2014

Document history and status

Author Revision Approved by Date

approved Revision type

Vladimir Baltic r01 B Bordbar 6/11/2014 Final

File name: t14.230.vb.r01.docx

Author: Vladimir Baltic

Project manager: Behnam Bordbar

Client: Capelight Nominees Pty Ltd

Project: Pt Lot 400 (proposed Lot 500) Bennett Street, Caversham

Document revision: r01

Project number: t14.230

Copyright in all drawings, reports, specifications, calculations and other documents provided by the Consultant in connection with the Project shall remain the property of the Consultant. The Client alone shall have a license to use the documents referred to above for the purpose of completing the Project, but the Client shall not use, or make copies of, such documents in connection with any work not included in the Project, unless written approval is obtained from the Consultant or otherwise agreed through a separate contract.

TABLE OF CONTENTS

1.0 SUMMARY ........................................................................................................... 1

2.0 INTRODUCTION ................................................................................................ 2

3.0 DEVELOPMENT PROPOSAL .............................................................................. 3

4.0 EXISTING SITUATION ........................................................................................ 5

4.1 EXISTING ROAD NETWORK....................................................................................................................... 5

5.0 CHANGES TO THE SURROUNDING ROAD NETWORK ............................... 9

6.0 INTEGRATION WITH SURROUNDING AREA ............................................... 10

7.0 TRAFFIC ASSESSMENT ..................................................................................... 11

7.1 ASSESSMENT PERIOD ............................................................................................................................. 11 7.2 TRIP GENERATION AND DISTRIBUTION ................................................................................................. 11 7.3 TRAFFIC FLOWS ...................................................................................................................................... 12 7.4 ANALYSIS OF DEVELOPMENT ACCESSES ................................................................................................ 13 7.5 IMPACT ON SURROUNDING ROADS ..................................................................................................... 15 7.6 IMPACT ON INTERSECTIONS ................................................................................................................... 16 7.7 IMPACT ON NEIGHBOURING AREAS ..................................................................................................... 20 7.8 TRAFFIC NOISE AND VIBRATION ........................................................................................................... 20 7.9 ROAD SAFETY ......................................................................................................................................... 21

8.0 PARKING ............................................................................................................ 22

9.0 PUBLIC TRANSPORT ACCESS ......................................................................... 23

10.0 PEDESTRIAN AND CYCLIST ACCESS .............................................................. 24

11.0 CONCLUSIONS ................................................................................................ 25

REPORT FIGURES

Figure 1: Location of the subject site ...................................................................................................... 2 Figure 2: Location of the subject site ...................................................................................................... 4 Figure 3: Aerial view of the subject site .................................................................................................. 5 Figure 4: Southbound view along Bennett Street in the vicinity of subject site .................................. 6 Figure 5: Northbound view along Bennett Street in the vicinity of subject site .................................. 6 Figure 6: Eastbound view along Benara Road towards Bennett Street roundabout ........................... 7 Figure 7: Westbound view along Benara Road towards Bennett Street roundabout .......................... 7 Figure 8: Estimated development-generated PM peak hour traffic volumes ..................................... 13 Figure 9: Traffic counts for key local intersections undertaken in 2009 ............................................ 17 Figure 10: Existing and post-development traffic at the Bennett Street/Benara Road roundabout . 17 Figure 11: Projected 2031 traffic volumes at the future Bennett Street/Lord Street intersection

(weekday PM peak period) .................................................................................................................... 19

REPORT TABLES

Table 1: Benara Road/Bennett Street intersection crash data ............................................................... 8 Table 2: SIDRA results for the northern Bennett Street crossover – PM peak period (post

development) .......................................................................................................................................... 14 Table 3: SIDRA results for the southern Bennett Street crossover – PM peak period (post

development) .......................................................................................................................................... 15 Table 4. Level of traffic impact on adjacent roads ............................................................................... 15 Table 5: SIDRA results for the Bennett Street/Benara Road roundabout – PM peak period (existing

situation) .................................................................................................................................................. 18 Table 6: SIDRA results for the Bennett Street/Benara Road roundabout – PM peak period (post-

development scenario) ........................................................................................................................... 18 Table 7: SIDRA results for the future Bennett Street/Lord Street intersection – PM peak period

(year 2031 scenario) ............................................................................................................................... 20

t14.230.vb.r01.docx Page 1

1.0 Summary

This Transport Assessment report (TA) has been prepared with respect to the proposed roadhouse at Portion Lot 400 (proposed Lot 500) Bennett Street in Caversham, City of Swan (subject site). The subject site is located at the eastern side of Bennett Street approximately 350m north of Bennett Street/Benara Road intersection. The proposed development comprises a service station with ancillary convenience store and parking provision of 12 bays excluding parking at bowsers, air/water bay and the loading bay. The access system for the proposed development entails access/egress points from the three frontage roads. In accordance with the WAPC document “Transport Assessment Guidelines for Developments, Volume 4 – Individual Developments” a Transport Assessment is required for developments that are likely to generate high volumes of traffic and, therefore, would have a high overall impact on the surrounding land uses and transport networks. A Transport Assessment is a full assessment outlining the transport aspects of the proposed development. The intent of the Assessment is to provide the approving authority with detailed transport information to confirm that the proponent has adequately considered the transport aspects of the development and that it would not have an adverse transport impact on the surrounding area. The aim of this TA is to assess the impact of the development proposal by estimating the traffic which will be generated by the development and the resultant traffic pattern on the surrounding road network. This traffic assessment will include the capacity analysis of the key local intersection of Bennett Street/Benara Road including the future Lord Street/Bennett Street intersection.


2.0 Introduction

This TA has been prepared by Transcore on behalf of Capelight Nominees Pty Ltd. The subject of this report is a service station with ancillary retail shop proposed at Portion Lot 400 (proposed Lot 500) Bennett Street in Caversham, City of Swan. The subject site is bounded by Bennett Street to the west and existing residential developments to the immediate north (refer Figure 1).

Figure 1: Location of the subject site

The subject site is presently occupied by a single-storey residential development with some storage structures.


3.0 Development Proposal

The proposed development is for Portion Lot 400 (proposed Lot 500) Bennett Street, which is located at the southern tip of the residential cell which connects to the local road network only via Bennett Street. According to the latest advice provided to Transcore the subject site’s zoning allows for a “Roadhouse” which is defined as “Service station and a shop”. The development proposal entails replacement of the existing residential use structures at the site with a commercial development comprising a service station with 12 filling positions and a convenience store (approximately 185m2 GFA) . The car parking provision for subject development comprises 12 bays including one ACROD bay but excludes the stacking areas at the bowsers and at the air/water outlet bay. Additionally, a loading bay for service vehicles is provided at the eastern end of the service station building. According to the advice provided to Transcore the parking supply conforms to the provisions of the TPS. In the initial stage, the vehicular access/egress system for the proposed development would entail two access points on Bennett Street as follows:

Northern Bennett Street crossover – proposed as exit-only crossover located approximately 25m south of the northern site boundary;

Southern Bennett Street crossover – proposed as entry-only crossover located approximately 60m south of the northern site boundary;

The proposed development is cognisant of the future Lord Street extension project which will see existing section of Lord Street north of Reid Highway extend further south along the eastern boundary of the subject site to connect to the existing Lord Street alignment south of Benara Road. This project will be discussed in more detail in section 5.0 of this report. Accordingly, the proponent proposes to construct additional exit-only crossover onto Lord Street at the northeast end of the site once Lord Street extension passes the site. The proposed egress point will also facilitate future egress of service vehicles from the site. The Lord Street extension and the subject site are shown in the regional context of Metropolitan Region Scheme (MRS) document in Figure 2.


Figure 2: Location of the subject site

The service vehicles and fuel tankers are expected to access the site no more than 1-2 times per week and generally outside the peak road network periods. The fuel tankers are expected to deliver fuel accessing the site via southern Bennett Street crossover and departing via northern Bennett Street crossover and ultimately via the Lord Street exit only crossover. The proposed access system is designed to allow efficient access and egress for all vehicles including service vehicles with minimum amount of conflicting paths. Pedestrians will access the development from the external footpath network abutting the site along Bennett Street. Refer to Appendix A for plans of the proposed development. The appended site plan identifies the future exit only crossover onto Lord Street which will not be constructed during the initial development stage.


4.0 Existing Situation

The 1,427m2 Bennett Street site is located at the eastern side of Bennett Street approximately 350m north of Bennett Street/Benara Road intersection in Caversham. It is situated immediately south of the Caversham Grange residential development. The site is bordered by Bennett Street to the west, residential developments to the north and a vinery to the south. The subject site is presently occupied by a single-storey residential building with two informal crossovers on Bennett Street (refer Figure 3 for more details).

Figure 3: Aerial view of the subject site

Bennett Street forms a three-way roundabout intersection with Benara Road approximately 350m south of the site.

4.1 Existing Road Network

Bennett Street, in the vicinity of the subject site, is a 7.2m wide, single carriageway road with a 2m wide concrete path along its western side (refer Figure 4 and Figure 5). Bennett Street operates under a default built-up area speed limit of 50km/h.


Figure 4: Southbound view along Bennett Street in the vicinity of subject site

Figure 5: Northbound view along Bennett Street in the vicinity of subject site

According to the Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy document, Bennett Street is classified as an Access Road. There are no publicly available traffic counts for this road; however, Transcore was in the position to source traffic counts for Bennet Street undertaken in October 2009 for the purpose of Caversham North LSP assessment project. According to these counts, Bennett Street (north of Benara Road) carried approximately 3,870 vehicles during typical a weekday (vpd). Based on these counts, a total of 315 vehicles per hour (vph) was recorded during morning peak with 408vph during the afternoon peak period.


Benara Road is constructed to a 9.6m wide single-carriageway standard with approximately 1.8m wide concrete path on its southern side (refer Figure 6 and Figure 7). According to the Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy document, Benara Road is classified as a District Distributor A (west of Bennett Street) and District Distributor B (east of Bennett Street). Benara Road operates under a 70km/h speed limit regime at this locality. According to the latest available traffic counts sourced from Main Roads WA Benara Road (west of West Swan Road) carried approximately 12,760vpd in May 2014 with AM peak and PM peak hours recording 1,231vph and 1,182vph, respectively.

Figure 6: Eastbound view along Benara Road towards Bennett Street roundabout

Figure 7: Westbound view along Benara Road towards Bennett Street roundabout


Main Roads WA Intersection Crash Ranking Report provides detailed crash data for the Benara Road/Bennett Street intersection over the 5-year period ending 31 December 2013. Crash report information for this intersection is presented in Table 1.

Table 1: Benara Road/Bennett Street intersection crash data Intersection State Frequency

Rank State Cost

Rank Total

Crashes Casualty

Bennett Street/ Benara Road

1366 1550 15 4

Rear End

Side Swipe

Right Angle

Pedestrian Cycle/MC Truck Night/ Wet

2 0 10* 0 0/2* 1 3/2

*Denotes a result higher than expected

The crash history data for the Benara Road/Bennett Street intersection shows overrepresentation of right angle accidents with a third of crashes occurring during night time or wet conditions. The details of these crashes should be considered with the date of construction of the roundabout at this intersection which may have addressed the right angle crashes.


5.0 Changes to the Surrounding Road Network

The City of Swan’s Lord Street Extension Project entails southbound extension of the existing Lord Street section north of Reid Highway along a new alignment south of Reid Highway to tie in with the existing Lord Street alignment south of Benara Road. Lord Street south of Reid Highway is expected to be constructed to four-lane dual carriageway standard. The indicative Lord Street Extension Reid Highway to Benara Road concept plan sourced from City of Swan showing indicative alignment of Lord Street at this locality is illustrated in Appendix B. In accordance with the Lord Street Extension Project the existing Bennett Street/Benara Road roundabout will be removed and replaced with the future Lord Street/Benara Road roundabout at (possibly) the same location. The existing Bennett Street carriageway immediately next to the subject site will be realigned to Tee into Lord Street and will not have direct connection with Benara Road any longer. The new Bennet Street/Lord Street intersection is proposed to entail left-turn and right-turn facilities on Lord Street with separate left and right-turn lanes on Bennet Street approach. The City of Swan’s Development Contributions Plan for Caversham indicates that the Lord Street extension is scheduled to be constructed in 2019, though we understand discussion to bring this timeframe forward is ongoing. As part of this project Patricia Road and Suffolk Street will likely connect with Lord Street at an (roundabout) intersection.


6.0 Integration with Surrounding Area

Based on the information provided to Transcore, the proposed development is in line with the zoning for the subject site. It is of a commercial character and is expected to address the existing and future demand for this type of service at the subject locality.


7.0 Traffic Assessment

7.1 Assessment Period

Due to the nature of the development it is expected to experience a distinct peak activity period during typical weekday afternoon hour. A review of the existing traffic counts for the surrounding road network and other available information, suggests that the combination of the traffic expected to be generated by the subject development and the peak road network traffic periods is likely to result in the greatest demand on the road network during the typical weekday afternoon peak hour between 4:00-5:00PM. As such, trip generation is estimated and traffic analysis is undertaken for this period. It is anticipated that a total of two years is required for the implementation of the project and accordingly the capacity assessment of the development accesses and the key local intersection of Bennett Street/Benara Road was undertaken for year 2016 when the proposed roadhouse would become fully operational (post-development scenario). In line with the requirements of the document “Transport Assessment Guidelines for Developments, Volume 4 – Individual Developments” additional assessment is generally undertaken for a 10 year time horizon (10 year post-development scenario). At this stage the Lord Street Extension project is expected to be completed by year 20191 resulting in replacement of the Bennett Street/Benara Road roundabout with a new Lord Street/Benara Road (roundabout) intersection. Hence, a capacity assessment of the future Bennett Street/Lord Street T-intersection is undertaken for the 10 year post development time horizon. However, presently available traffic projections for Lord Street extension, which assume full development of the Caversham, Albion and Dayton districts, are available only for the year 2031 and as such in this case year 2031 will be used for the 10 year post development scenario.

7.2 Trip Generation and Distribution

Traffic generation rates for the proposed roadhouse (service station with a convenience store) were sourced from the “Trip Generation manual, Institute of Transportation Engineers (2012, 9th edition)”. Accordingly, it is estimated that the proposed development would generate approximately 1,628 total daily trips (both inbound and outbound) with

1 According to City of Swan Development Contribution Plan for Caversham


approximately 136 trips (both inbound and outbound) during a typical weekday PM road network peak hour. Trips associated with the proposed development comprise a large portion of passing-trade trips (i.e. trips already on the road network and not specifically generated by the proposed development). Arguably, in some instances the passing trade component for this type of land use can be as high as 75% of the total generated traffic. However, a conservative overall passing trade component of 60% is assumed for the proposed development. Therefore, it is conservatively estimated that the proposed development would generate approximately 1,140 additional daily trips with additional 95 PM peak hour trips on the road network. The directional split of inbound and outbound trips for the proposed development is estimated to be 50/50 during the typical weekday PM peak period. With respect to the distribution and assignment of the development-generated traffic, consideration was given to the residential catchment immediately north of the subject site, existing and future road network as well as the currently constructed new road links which provide additional external connectivity of the Caversham Grange development. Accordingly, the assumed directional traffic distribution is as follows:

55% of all site-generated traffic to/from north; 30% of all site-generated traffic to/from west and southwest directions; and, 15% of all site-generated traffic to/from east direction.

7.3 Traffic Flows

At present, the residential cell located immediately north of the subject site has only one connection to the external road network via Bennett Street. However, with Suffolk Street currently being extended westwards to connect with Patricia Road a new external link is being created. This will have major impact on the future traffic patterns at this locality as well as the directional distribution of this development-generated traffic. Considering that the proposed development is likely to become operational in about two years time the impact of this new road link has been factored in determining the future traffic flows to and from the subject site. The resulting distribution of development-generated traffic is illustrated in Figure 8.


Figure 8: Estimated development-generated PM peak hour traffic volumes

7.4 Analysis of Development Accesses

As previously discussed, the proposed development would initially comprise two-point of access onto Bennett Street which will be complemented with additional egress point onto Lord Street once Lord Street Extension project is completed. The proposed development is anticipated to become fully operational by 2016. At that stage the proposed access system for the development would entail two crossovers onto Bennett Street as follows:

Northern egress-only crossover approximately 25m south from the northern site boundary; and,

Southern access-only crossover located approximately 60m south from the northern site boundary.

The future provision of additional exit only crossover onto Lord Street would only improve the operation of the developments access system and as such detailed capacity analysis shall only be undertaken for the initial stage access system comprising two crossovers.


In order to establish the traffic operation of the two development crossovers on Bennett Street during the critical weekday afternoon peak period a capacity analysis using SIDRA computer package was undertaken. This package is a commonly used intersection-modelling tool by traffic engineers for all types of intersections. SIDRA outputs are presented in the form of Degree of Saturation, Level of Service, Average Delay and 95% Queue. These items are defined as following:

Degree of Saturation: is the ratio of the arrival traffic flow to the capacity of the approach during the same period. The Degree of Saturation ranges from close to zero for varied traffic flow up to one for saturated flow or capacity.

Level of Service: is the qualitative measure describing operational conditions within a traffic stream and the perception by motorists and/or passengers. In general, there are 6 levels of services, designated from A to F, with Level of Service A representing the best operating condition (i.e. free flow) and Level of Service F the worst (i.e. forced or breakdown flow).

Average Delay: is the average of all travel time delays for vehicles through the intersection.

95% Queue: is the queue length below which 95% of all observed queue lengths fall.

The results of the SIDRA analysis for the northern and southern Bennett Street crossovers during the typical PM peak period for year 2016 are illustrated in Table 2 and Table 3.

Table 2: SIDRA results for the northern Bennett Street crossover – PM peak period (post development)

The results of the capacity analysis for the two Bennett Street crossovers indicate that a very good overall LoS A with minimum delays and queues can be expected at both crossovers. No practical impact on the operation of Bennett Street is anticipated and ample spare capacity remains available for future.


Table 3: SIDRA results for the southern Bennett Street crossover – PM peak period (post development)

As previously discussed the proponent proposes additional exit-only crossover on the future Lord Street extension which would serve to provide further benefit to the overall operation of the roadhouse. This crossover will provide amenity to the patrons travelling on the future Lord Street extension as the roadhouse patrons will be able to exit directly into northbound lanes of Lord Street without having to travel south on Bennett Street in order to travel north on Lord Street.

7.5 Impact on Surrounding Roads

Due to the nature of the proposed land uses, which rely on passing trade from the abutting road network, the net traffic impact of the proposed development on the surrounding road network will be limited. Considering the location and access/egress routes to and from the site the most pronounced traffic impact is anticipated to be on Bennett Street and Benara Road to a lesser extent. The estimated cumulative impact on these roads is presented in Table 4.

Table 4. Level of traffic impact on adjacent roads

Road Road section Existing

traffic (vpd) Additional

traffic (vpd) Increase

(%)

Benara Road W of Bennett St 12,760 340 >2%E of Bennett St 12,760 170 >1%

Bennett Street N of northern crossover 3,870 600 16.6%Between two crossovers 3,870 520 13.4%S of southern crossover 3,870 440 11.3%

The anticipated level of daily traffic increase on Benara Road is in order of 1-2% depending on the section of the road. This level of impact is based on existing traffic volumes and is considered to be insignificant and as such would not have adverse impacts on the operation of this road during the post-development period.


The level of traffic increase on Bennett Street varies between 11% and 16%. Considering the existing daily traffic volume on Bennett Street, its standard and classification, the additional traffic from the proposed development can be accommodated within the physical capacity of the road. Hence, it is concluded that the adjacent road network has the capacity to accommodate the anticipated additional traffic from the proposed development without adverse impact on the operation of these roads.

7.6 Impact on Intersections

Bennett Street and Benara Road roundabout In order to establish the existing and post-development operation of the Bennett Street/Benara Road roundabout a SIDRA capacity assessment was undertaken for the typical weekday PM peak period. For the purpose of this assessment Transcore has sourced traffic movement survey undertaken at this intersection for Caversham North LSP project. The survey was undertaken in September 2009 (refer Figure 9 overleaf). As there were no changes within the residential cell north of the subject site the turn counts for Bennett Street are still considered current and valid. The through volumes along Benara Road have been updated with the latest traffic count data sourced from Main Roads WA recorded in May 2014. These counts provide information on directional PM peak traffic on Benara Road as well as percentage of heavy vehicles in total traffic volumes. Hence, a combination of 2009 turn counts for Bennett Street and 2014 traffic volumes for Benara Road were used as input into SIDRA software in order to approximate current weekday PM peak traffic volumes at the Bennett Street/Benara Road roundabout. The development-generated traffic was superimposed on the existing traffic flows at the Bennett Street/Benara Road roundabout to approximate the post-development traffic volumes at this intersection (year 2016 scenario). Additionally, the Benara Road through traffic was increased by 4% to account for typical traffic growth of 2% per annum. Accordingly, the existing and post development weekday PM peak volumes at Bennett Street/Benara Road roundabout are illustrated in Figure 10 overleaf.


Figure 9: Traffic counts for key local intersections undertaken in 2009

Figure 10: Existing and post-development traffic at the Bennett Street/Benara

Road roundabout The result of the SIDRA assessment of Bennett Street/Benara Road roundabout for PM peak period for existing situation and post-development scenario is illustrated in Table 5 and Table 6.


Table 5: SIDRA results for the Bennett Street/Benara Road roundabout – PM peak period (existing situation)

Table 6: SIDRA results for the Bennett Street/Benara Road roundabout – PM peak period (post-development scenario)

The result of a SIDRA capacity assessment for the existing situation indicates that the Bennet Street/Benara Road roundabout presently operates with a good overall LoS A/B during the weekday PM peak period. Queues of up to five vehicles are recorded on both western and eastern Benara Road approaches to the roundabout; however, average delays seldom exceed 10sec.This intersection presently has approximately 47% spare capacity. With the addition of development-generated traffic the Bennet Street/Benara Road roundabout continues to operate in a similar fashion as at present. Accordingly, the proposed development has no practical impact on the operation of Bennet Street/Benara Road roundabout. Approximately 44% of spare capacity remains available at this intersection in the post-development stage.


Future Bennett Street and Lord Street intersection As previously discussed in section 5.0 of the report, ultimately Bennet Street/Benara Road intersection will be removed and Bennett Street would form a new T-intersection with the future Lord Street extension immediately south east of the subject site. According to the preliminary concept plans Lord Street would be constructed as a four-lane dual carriageway road with left-turn and right-turn facilities at the intersection with Bennett Street. In line with the 2031 traffic projections for the section of Lord Street south of Reid Highway a total daily traffic volume of 25,000 vehicles per day and 2,500 vehicles during PM peak hour period (bi-directionally) was assumed for the purpose of the capacity assessment. The 55/45 northbound/southbound directional split at PM peak traffic was assumed in line with traffic patterns on adjacent roads. With the proposed future Patricia Road/Suffolk Street intersection with Lord Street the future traffic volumes along Bennett Street (in the vicinity of subject site) are expected to reduce as another link to district-level road network for the local residential areas becomes available. For the purpose of this assessment it is estimated that Bennett Street, section south of the subject site, would carry approximately 60% of current traffic volumes. Directional split of 55/45 northbound/southbound during the PM peak period was also assumed for Bennett Street traffic. Consequently, the projected traffic volumes at the Bennett Street/Lord Street intersection during the weekday PM peak period for year 2031 are shown in Figure 11. These traffic volumes were used as inputs into SIDRA software for the purpose of capacity assessment.

Figure 11: Projected 2031 traffic volumes at the future Bennett Street/Lord Street

intersection (weekday PM peak period)


Accordingly, the result of the SIDRA capacity assessment of the Bennett Street/Lord Street intersection is presented in Table 7. Table 7: SIDRA results for the future Bennett Street/Lord Street intersection – PM

peak period (year 2031 scenario)

The SIDRA analysis confirms that the most pronounced delays, as expected, are associated with the movements out of Bennett Street due to the projected traffic volumes on this section of Lord Street. The proposed future exit only roadhouse crossover on Lord Street will result in improved traffic operations at the future intersection of Bennett Street/Lord Street. The analysis indicates spare capacity of about 60% at this intersection in the year 2031.

7.7 Impact on Neighbouring Areas

Due to the nature of the proposed land use, which mostly relies on passing trade, at least 60% of the traffic attracted to the roadhouse would have already been on the road network therefore minimising the overall traffic footprint of the development and reducing any impact on the surrounding areas.

7.8 Traffic Noise and Vibration

It generally requires a doubling of traffic volumes on a road to produce a perceptible 3dB(A) increase in road noise. The proposed development will not increase traffic volumes or noise on surrounding roads anywhere near this level.


7.9 Road Safety

No particular road safety issues have been identified for the proposed development.


8.0 Parking

Total car parking provision for the proposed development is 12 bays which includes one ACROD bays but excludes all the waiting bays at the bowsers, the bay at the air/water station and the loading bay. According to the advice provided to Transcore the proposed parking supply conforms to the City of Swan TPS requirements for this type of development.


9.0 Public Transport Access

Public transport access is not relevant considering the type and nature of the proposed development.


10.0 Pedestrian and Cyclist Access

Pedestrian and cyclist patronage to the proposed development is not expected to be significant due to the nature of the proposed land use.


11.0 Conclusions

This TA has been prepared with respect to the proposed roadhouse at Portion Lot 400 (proposed Lot 500) Bennett Street in Caversham, City of Swan. The development proposal includes a service station with ancillary convenience store and a total of 12 parking bays on site. The proposed access system comprises two crossovers on Bennett Street in the initial stage of the development to be complemented with additional exit-only crossover onto Lord Street once Lord Street Extension project is completed. This crossover will provide amenity to the roadhouse patrons travelling on the future Lord Street extension as they will be able to exit onto northbound lanes of Lord Street directly without having to travel south on Bennett Street in order to travel north on Lord Street. The assessment undertaken in this report indicates that the traffic from this development can be accommodated by the surrounding road network without impacting on traffic operations and safety. The proposed future exit only roadhouse crossover on Lord Street will result in improved traffic operations at the future intersection of Bennett Street/Lord Street by minimising traffic movements through this intersection.

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