Proposed Local Structure Plan Lot 7 Chittering Brook Road ...

Proposed Local Structure Plan

Lot 7 Chittering Brook Road & Lot 2

Burley Road, Bullsbrook

Transport Impact Assessment

PREPARED FOR: Cruz Developments Pty Ltd September 2017

Document history and status

Author Revision Approved by Date

approved Revision type

Vladimir Baltic r01 B Bordbar 30/01/2015 Draft

Vladimir Baltic r01a B Bordbar 5/02/2015 2nd Draft

Vladimir Baltic r02 B Bordbar 5/09/2017 3rd Draft

Vladimir Baltic r02a B Bordbar 7/09/2017 4th Draft

File name: t13.281.vb.r02a.docx

Author: Vladimir Baltic

Project manager: Behnam Bordbar

Client: Cruz Developments Pty Ltd

Project: Lot 7 Chittering Brook Road & Lot 2 Burley Road, Bullsbrook

Document revision: r02a

Project number: t13.281

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 AND BACKGROUND ......................................................... 2

3.0 LOCAL STRUCTURE PLAN PROPOSAL ........................................................... 4

4.0 EXISTING SITUATION ....................................................................................... 6

4.1 EXISTING ROAD NETWORK ......................................................................................................................... 6 4.2 PUBLIC TRANSPORT ACCESS ....................................................................................................................... 7 4.3 PEDESTRIAN AND CYCLIST FACILITIES ......................................................................................................... 7

5.0 PROPOSED INTERNAL LSP TRANSPORT NETWORK .................................... 8

5.1 ROAD HIERARCHY ....................................................................................................................................... 8 5.2 PUBLIC TRANSPORT ..................................................................................................................................... 9 5.3 PEDESTRIAN AND CYCLIST FACILITIES ......................................................................................................... 9

6.0 CHANGES TO EXTERNAL TRANSPORT NETWORK ..................................... 11

7.0 INTEGRATION WITH SURROUNDING AREA .............................................. 12

8.0 TRAFFIC ASSESSMENT .................................................................................... 13

8.1 TRIP GENERATION AND DISTRIBUTION .................................................................................................... 13 8.2 INTERNAL LSP ROADS AND INTERSECTIONS ............................................................................................ 14 8.3 PEDESTRIAN/BICYCLE NETWORKS ............................................................................................................ 15

9.0 ANALYSIS OF EXTERNAL TRANSPORT NETWORK ...................................... 16

9.1 TRAFFIC VOLUMES ON EXTERNAL ROAD NETWORK ............................................................................... 16 9.2 EXTERNAL INTERSECTIONS ......................................................................................................................... 16

10.0 CONCLUSIONS ............................................................................................... 22

REPORT FIGURES

Figure 1: Location of the subject site ......................................................................................................... 2 Figure 2: Site location within Metropolitan Region Scheme context..................................................... 4 Figure 3: Public transport services (Transperth Maps) ............................................................................ 7 Figure 4. Proposed LSP road hierarchy ...................................................................................................... 8 Figure 5. Access Street D – narrow yield (give way) street with target speed of 30 km/h

(<1,000vpd) ................................................................................................................................................... 9 Figure 5. Proposed LSP pedestrian and cyclist facilities ........................................................................ 10 Figure 7. Daily traffic flow forecast for internal LSP roads ................................................................... 14 Figure 8. Estimated post-development traffic volumes (year 2020) at Chittering Road/Barletta Vista

intersection (AM/PM peak hour volumes) .............................................................................................. 18 Figure 9. Estimated 10-year post-development scenario (year 2030) traffic volumes at Chittering

Road/Barletta Vista intersection (AM/PM peak hour volumes) ........................................................... 18

REPORT TABLES

Table 1. Traffic volume thresholds warrants for detailed intersection analysis .................................. 14 Table 2. Existing and post development traffic on surrounding roads ................................................. 16 Table 3. SIDRA result for the Chittering Road/Barletta Vista intersection during AM peak hour –

post development scenario ....................................................................................................................... 19 Table 4. SIDRA result for the Chittering Road/Barletta Vista intersection during PM peak hour –

post development scenario ....................................................................................................................... 20 Table 5. SIDRA result for the Chittering Road/Barletta Vista intersection during AM peak hour –

10 tear horizon (year 2030) ...................................................................................................................... 20 Table 6. SIDRA result for the Chittering Road/East-West Road intersection during PM peak hour –

10 tear horizon (year 2027) ...................................................................................................................... 21

t13.281.vb.r02a.docx Page 1

1.0 Summary

This Transport Impact Assessment has been prepared with respect to the proposed Local Structure Plan over Lot 7 Chittering Brook Road and Lot 2 Burley Road (hereafter Bullsbrook Heights LSP) and the proposed change of zoning from current “Urban Deferred” to “Urban” for the subject site. The subject site (Lots 2 and 7 combined) is situated at the eastern side of Chittering Road, approximately 160m north of Hurd Road in Bullsbrook, City of Swan. The WAPC document “Transport Impact Assessment Guidelines for Developments, Volume 2 – Planning Schemes, Structure Plans and Activity Centre Plans (August 2016)”, states that a supporting transport assessment is to be prepared for all structure plans as part of the structure planning process. Accordingly, this Transport Impact Assessment addresses the transport implications of the LSP proposal including estimation of the traffic which would be generated by the LSP area and the resultant traffic pattern on the surrounding road network. This Transport Impact Assessment also includes the capacity analysis of the proposed LSP access system and the key local intersections as well as making recommendations for any traffic management measures that may be required to ensure satisfactory traffic operations.


2.0 Introduction and Background

This Transport Impact Assessment (TIA) has been prepared by Transcore on behalf of Cruz Developments Pty Ltd with regard to the proposed Bullsbrook Heights LSP in Bullsbrook, City of Swan. Refer Figure 1 for locality map.

Figure 1: Location of the subject site

The subject site comprises Lots 7 Chittering Brook Road and 2 Burley Road and occupies an area of approximately 12ha. It is situated between Chittering Road and Burley Road some 160m north of Hurd Road. It is also located approximately 1.km northeast of Bullsbrook town centre. The subject site is also nestled between the approved LSP area to the immediate south and the future residential development to the immediate north. The proposed Bullsbrook Heights LSP yields a total of 164 residential lots through a mix of R25 and R40 density. The internal LSP road system is proposed to interface with the planned road system for the approved LSP to the south, provide connection to the future residential development cell to the immediate north (presently zoned as “Urban Deferred”) and take direct access from Chittering Road at the west and Burley Road at the east. The subject site is located within a predominantly rural setting with some urban residential areas to the south and southwest. The subject site is presently occupied by a couple of single residential dwellings with ancillary buildings which are located


at the northwest corner of the site and at the far east end of the site. The reminder of the site is presently vacant.


3.0 Local Structure Plan Proposal

The location of the LSP area in its regional context within the Metropolitan Region Scheme (MRS) is illustrated in Figure 2.

Figure 2: Site location within Metropolitan Region Scheme context

The LSP area is bounded by Chittering Road to the west, Burley Road to the east, “Urban Deferred” area to the immediate north and the approved LSP area (currently under construction) to the immediate south. The subject site is presently zoned as “Urban Deferred” in the MRS. The LSP comprises a total of 164 residential lots (mix of R25 and R40 density) and two public open spaces. The proposed internal LSP road system facilitates efficient distribution of subdivision vehicular, pedestrian and cyclist traffic. The internal LSP road system connects to future Barletta Vista, east-west road straddling subject LSP and adjacent LSP to the south, at two full-movement T-intersections and a centrally positioned 4-way roundabout intersection ensuring seamless interface with the southern LSP road network. The proposed LSP also entails a road link at the north side allowing for the interface with the future residential subdivision to the immediate north. The area to the immediate north is presently zoned “Urban Deferred” but is expected to ultimately


accommodate up to 170 residential dwellings and have a northern access onto Quin Road. With respect to connections to external regional-level roads, a full-movement T-intersection on Burley Road at the northeast end of the site is proposed to ensure links to the east while an access onto Chittering Road at the west is also proposed through a full-movement T-intersection of Chittering Road/ Barletta Vista. Refer to Appendix A for the proposed LSP plan.


4.0 Existing Situation

The Bullsbrook Heights LSP area is located approximately 37km northeast of the Perth CBD and approximately 1.6km northeast of Bullsbrook town centre. The subject site is bound by Chittering Road to the west, Burley Road to the east, “Urban Deferred” zone to the immediate north and approved LSP area to the immediate south, which is currently being developed (refer Figure 1 for more details). The subject site is located within a predominantly rural setting with urban zones to the south and southwest. Bullsbrook College and Bullsbrook District High School campuses are located some 700m (as crow flies) to the southwest of the subject site.

4.1 Existing Road Network

Chittering Road, in vicinity of the LSP area, is a typical rural single-carriageway, two-lane transitioning from kerbed to unkerbed road and extending north-eastwards from Great Northern Highway. Chittering Road is constructed as a 7.2m wide carriageway with 1m wide sealed shoulders. There is a pedestrian path on the eastern side and a shared path on the western side of Chittering Road south of Hurd Road; however, no paths currently exist on either side of Chittering Road north of Hurd Road intersection. According to the traffic count information sourced from City of Swan, Chittering Road (north of Hurd Road) carried approximately 4,640 vehicles per day during typical weekday in June 2014. The same road (immediately east of Great Northern Highway recorded approximately 6,210vpd on typical weekday in February 2016. The speed-limit of Chittering Road changes from that of 60km/h to 90km/h in the immediate vicinity of subject site. A 40km/h school zone is also in place adjacent to local schools, some 550m southwest of the subject site. According to the Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy document, Chittering Road is classified as a Regional Distributor. Burley Road, is presently a 5m wide, single-carriageway, two-lane road terminating approximately 420m north of Hurd Road. It has no pedestrian paths on either side of the road. It is ultimately planned to extend further north to connect to Quin Road once the locality is sufficiently developed. Burley Road presently services only a few rural dwellings. According to the Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy document, Burley Road is classified as an Access Road.


4.2 Public Transport Access

There are no public transport services operating in the immediate vicinity of the LSP area. The closest bus service (No. 311) connecting Midland with Bullsbrook travels along Great Northern Highway/Chittering Road turning onto Brearley Street with a deviation to Bullsbrook College in the morning and afternoon to cater for students. The nearest bus stop located >1km southwest of the subject site. Refer Figure 3 for more details.

Figure 3: Public transport services (Transperth Maps)

4.3 Pedestrian and Cyclist Facilities

There are no formal pedestrian or cyclist facilities in the immediate locality of the LSP as it is largely undeveloped at this stage. Pedestrian path and shared path are in place on Chittering Road south of Hurd Street some 400m southwest of the site. According to the approved development plans for the LSP located to the immediate south, the future Barletta Vista and a section of Chittering Road fronting this LSP area would have a shared path built on one side of respective roads.


5.0 Proposed Internal LSP Transport Network

5.1 Road Hierarchy

A review of LSP traffic projections shows that, in accordance with the WAPC “Liveable Neighbourhoods” document, all internal LSP roads can be classified as Access Streets D (refer Figure 4 for more details). Some key characteristics of typical cross-section, defined in WAPC Liveable Neighbourhoods (2009) publication are discussed further in this section.

Figure 4. Proposed LSP road hierarchy

The typical road reserve for Access Street D entails a width of 14.2m with 6m wide trafficable carriageway pavement and 4.1m wide verges on both sides. If fronting a P.O.S., access street verge adjacent to the P.O.S. may be reduced to 1.0m. Maximum desirable traffic volume for this type of road is 1,000vpd. The typical 14.2m wide cross-section of the Access Street D sourced from “Liveable Neighbourhoods” is illustrated in Figure 51.

1 Image shown for illustration purpose only, actual cross section to be determined at detailed design stage


However, in line with the City of Swan and WAPC requirements and in order ensure consistency with the approved LSP road network to the immediate south the development proposal provides for Access Roads D road reserve of 15.4m and 14.2m adjacent to P.O.S. throughout the structure plan. As such, in this case the proposed road cross section would represent a variation of the Access Street D cross section shown Figure 5.

Figure 5. Access Street D – narrow yield (give way) street with target speed of 30

km/h (<1,000vpd)

5.2 Public Transport

The existing bus services at this locality are described in greater detail in section 4.2 of this report. The proposed LSP has no practical exposure to public transport opportunities and this situation is expected to remain such in the foreseeable future. It is anticipated that only once the subject locality is fully developed and there is sufficient patronage/demand to justify a feasible bus service. A new bus service may be introduced at that time most likely in form of a deviation, realignment or extension of the existing bus route No. 311.

5.3 Pedestrian and Cyclist Facilities

The existing pedestrian and cyclist facilities available at this locality are discussed in previous sections. The proposed internal pedestrian path system for the LSP consisting of 1.5m wide paths on one side of all internal LSP roads designed so to seamlessly integrate with the future path system for the approved LSP area to the immediate south. A review of the approved LSP area path system revealed that the entire path network consists of 2.2m wide concrete paths generally on one side of the road. Hence, in order to maintain consistency throughout the locality, it is proposed that this principle be implemented within the Bullsbrook Heights LSP area as well.


Considering the level of forecast daily traffic volumes on internal LSP roads provision of separate cyclist facilities in form of shared paths or on-street cycling lanes is not warranted. With maximum traffic volumes on busiest LSP roads of less than 1,000vpd it is reasonable to assume that cyclists and vehicles can safely share the road environment. Accordingly, the proposed LSP pedestrian path network is shown in Figure 6.

Figure 6. Proposed LSP pedestrian and cyclist facilities


6.0 Changes to External Transport Network

The proposed Bullsbrook Heights LSP is designed to integrate with the existing road network to the immediate south and planned road network to the immediate north of the site and does not propose any changes to the external road network.


7.0 Integration with Surrounding Area

The proposed LSP is consistent with the existing and planned land uses at this locality, which are primarily consisting of residential uses. Accordingly, the proposed subdivision will integrate well with the surrounding area.


8.0 Traffic Assessment

8.1 Trip Generation and distribution

The traffic generation rates for the LSP were primarily sourced from the Roads and Traffic Authority NSW, “Guide to Traffic Generating Developments” document. The residential traffic generation rates used range from 9 vehicles per day (vpd) per dwelling for the lower residential densities, 7 vpd for medium density dwellings and 5 vpd for high-density units close to transit. However, for the purpose of this TIA a conservative trip rate of 8.0 trips per dwelling was applied in order to establish the total traffic generation from the proposed residential subdivision. Accordingly, the LSP area is estimated to generate approximately 1,300 total daily vehicular trips for a typical weekday. The total daily vehicular traffic includes both inbound and outbound trips. Similarly, trip generation during the AM and PM peak periods for the subject LSP is estimated to be in order of 130 trips per hour. The distribution and assignment of the LSP-generated traffic was based on the actual location of the subject development, the existing local and regional road network and the location of various district-level attraction nodes. The assumed traffic distribution is also consistent with the traffic distribution applied for the approved LSP area as outlined in the relevant Transport Assessment report prepared by Uloth & Associates in 2009. Accordingly, the following assumptions were made for the distribution and assignment of the generated traffic:

Approximately 15% of the traffic generated from the subject site would travel to/from the Chittering Road north direction;

Approximately 85% of the traffic generated from the subject site would travel to/from the Chittering Road south direction;

In line with the assumed directional traffic generation and distribution the forecast total daily traffic volume plan for the internal LSP road system is illustrated in Figure 7. It should be noted however, that the total daily traffic volume plan for the Bullsbrook Heights LSP illustrated in Figure 7 allows for the future residential development in order of 170 lots to the immediate north of the Bullsbrook Heights LSP area (currently zoned “Urban Deferred”) and the traffic from the portion of approved LSP area to the immediate south, which would ultimately be integrated into a holistic structure plan area extending between Hurd Road at the south to Quin Road at the north. It is estimated that up to 60% of all traffic generated by the future residential development to the north would filter through the subject LSP to access Chittering Road.


Figure 7. Daily traffic flow forecast for internal LSP roads

8.2 Internal LSP Roads and Intersections

The LSP internal road network proposed to accommodate the projected traffic volumes, including the details of the proposed road hierarchy and indicative cross sections have been detailed in section 5.1 of this transport assessment. Table 2.4 from AUSTROADS “Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings” document illustrates the traffic volume thresholds above which a detailed intersection capacity assessment is required (refer Table 1).

Table 1. Traffic volume thresholds warrants for detailed intersection analysis

Major Road Type Major Road Flow (vph2) Minor Road Flow (vph)

Two-lane 400 500 600

250 200 100

Four-lane 1,000 1,500 2,000

100 50 25

2 vph – vehicles per hour


Assuming that typical peak hour traffic represents approximately 10% of the total daily traffic volume, it is concluded that uninterrupted traffic flow conditions can be expected at all key internal LSP intersections. As hourly traffic volumes through internal intersections are significantly below the indicative thresholds indicated in Table 1, sufficient capacity would be available and detailed assessment or capacity analysis is not warranted (refer Figure 7 for LSP daily traffic projections). The above is also applicable in case of the proposed LSP access intersections onto the future Barletta Vista including proposed access intersection of Barletta Vista/ Burley Road.

8.3 Pedestrian/Bicycle Networks

The proposed network of LSP footpaths is described in section 5.3 of this transport assessment. This network of paths will provide sufficient level of accessibility and connectivity for pedestrians within the structure plan area including connections to external paths. As previously discussed, it is anticipated that, due to the relatively low level of traffic forecast for internal LSP roads, cyclists and vehicles can be expected to safely share the LSP roads and as such no particular cyclist facilities are proposed for the LSP. The WAPC Transport Impact Assessment Guidelines for Developments Volume 2 – Planning Schemes, Structure Plans and Activity Centres (2016) provides guidance on the levels of traffic volumes that are likely to affect the ability for pedestrians to cross various types of road. Accordingly, an undivided two-lane road should be acceptable for pedestrians crossing traffic volumes of up to approximately 1,100vph and this threshold can be increased to around 2,800vph by adding a central median or pedestrian refuge islands. On a four-lane road, because of its greater carriageway width, this threshold is lower; even with a median island the threshold is only around 1,600vph. Since the forecast traffic volumes on internal LSP roads as well as external roads abutting the LSP area are nowhere near these levels, the ability of pedestrians and cyclists to cross these roads is not a concern.


9.0 Analysis of External Transport Network

9.1 Traffic Volumes on External Road Network

The existing and post development daily (weekday) traffic volumes on the road abutting the LSP area are shown in Table 2.

Table 2. Existing and post development traffic on surrounding roads

Road Estimated current

daily volume Additional LSP traffic Total post LSP

Chittering Road (N of Barletta Vista)

4,640vpd3 195vpd 4,835vpd

Chittering Road (S of Barletta Vista)

4,640vpd4 1,105vpd 5,745vpd

The traffic projections for the post-development stage indicate that Chittering Road overall daily traffic would increase by approximately 4% and 24% north and south of the future Barletta Vista, respectively as a result of the anticipated LSP traffic. Considering that Chittering Road is classified as a Regional Distributor and constructed to a single-carriageway 7.2m wide two-lane road the anticipated post-development traffic volumes are well within the physical capacity and classification of this road. The impact on Burley Road is expected to be marginal and without any practical effect on the operation of this road. It is therefore, concluded that the adjacent road network has the capacity to accommodate the anticipated LSP traffic.

9.2 External Intersections

In line with the discussion presented in section 8.2 of the report, a detailed capacity analysis of the external LSP’s access intersections along the future Barletta Vista and Burley Road is not warranted since the anticipated traffic volumes through these future access intersections are below the relevant thresholds (refer Table 1). However, the capacity assessment of the key future intersection of Chittering Road/Barletta Vista was undertaken to establish the level of service and overall operation in the post-development period. This intersection is expected to

3 The July 2014 daily traffic volumes sourced from City of Swan 4 The July 2014 daily traffic volumes sourced from City of Swan


accommodate the bulk of the LSP traffic once the local road network is fully constructed. For the purpose of this analysis, it is assumed that the LSP will be fully developed and occupied within three years as will be the adjacent approved LSP area. The future subdivision to the immediate north (currently zoned “Urban Deferred”) anticipated to ultimately accommodate approximately 170 residential dwellings was also included in the assessment to allow for the robust scenario. Accordingly, the assessment year for the “post-development scenario” is assumed to be 2020. The capacity assessment, in line with the WAPC Transport Impact Assessment Guidelines was also undertaken for the 10-year post development time horizon (hereafter “future scenario”). Hence, year 2030 was adopted as the assessment year for the future scenario. In line with the assumed trip generation rates and traffic distribution for the proposed Bullsbrook Heights LSP, the estimated total post-development traffic at the future intersection of Chittering Road/Barletta Vista during the regular weekday AM and PM peak hour periods is shown in Figure 8. For the purpose of this assessment only, it is assumed that the proposed residential development will be fully developed and occupied by end of 2020. In order to approximate the year 2020 traffic on Chittering Road a typical annual traffic growth of 2.0% p.a. was applied for the through traffic. Accordingly, the year 2020 traffic flows which include the development-generated traffic through the intersection are illustrated in Figure 8. The estimated traffic flows for the future scenario (year 2030) at the key Chittering Road/Barletta Vista intersection is shown in Figure 9. The traffic flows on Chittering Road are factored up to approximate the anticipated 2030 traffic flows at a rate of 2% per annum. Accordingly, the year 2030 morning and afternoon peak hour traffic flows, which include the development-generated traffic, traffic from the approved LSP to the south and the future 170-lot development to the immediate north, through the Chittering Road/Barletta Vista intersection is shown in Figure 9.


Figure 8. Estimated post-development traffic volumes (year 2020) at Chittering

Road/Barletta Vista intersection (AM/PM peak hour volumes)

Figure 9. Estimated 10-year post-development scenario (year 2030) traffic volumes

at Chittering Road/Barletta Vista intersection (AM/PM peak hour volumes)


Capacity analysis of the Chittering Road/Barletta Vista intersection for post-development and 10-year post development time horizon (year 2030), was undertaken using the SIDRA computer software package. SIDRA is an intersection modelling tool commonly used 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 characteristics are defined as follows:

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 AM and PM peak period SIDRA analysis for Chittering Road/Barletta Vista intersection for post-development and future scenarios are summarised in the following tables and discussed in the subsequent paragraphs.

Table 3. SIDRA result for the Chittering Road/Barletta Vista intersection during AM peak hour – post development scenario


Table 4. SIDRA result for the Chittering Road/Barletta Vista intersection during PM peak hour – post development scenario

The results of the capacity analysis of Chittering Road/Barletta Vista intersection show that this intersection is expected to operate satisfactorily with ample spare capacity in the post-development period and with full development of adjacent residential areas. Overall level of service A (LoS A) is recorded for the intersection during both AM and PM peak periods with vehicle queues seldom exceeding one vehicle. Refer Table 3 and Table 4 for more details.

Table 5. SIDRA result for the Chittering Road/Barletta Vista intersection during AM peak hour – 10 tear horizon (year 2030)


Table 6. SIDRA result for the Chittering Road/East-West Road intersection during PM peak hour – 10 tear horizon (year 2027)

The result of the capacity assessment for both AM and PM peaks for year 2030 in both scenarios indicates that the overall level of service for individual legs of the intersection and the intersection as a whole remain unchanged for both morning and afternoon peak hour scenarios. Ample spare capacity remains available even in the future scenario (approximately 78% and 65% for morning and afternoon peak periods, respectively). It is therefore concluded that the proposed LSP will not have an adverse impact on the operation of Chittering Road and the future intersection of Chittering Road/Barletta Vista intersection is expected to operate without any issues. The SIDRA results for the future scenarios during both AM and PM peaks are presented in Table 5 and Table 6.


10.0 Conclusions

This Transport Impact Assessment has been prepared for the proposed Bullsbrook Heights Local Structure Plan covering Lot 7 Chittering Brook Road and Lot 2 Burley Road in Bullsbrook, City of Swan. The subject area is situated on the east side of Chittering Road, approxiately 160m north of Hurd Road and 1.6km northeast of RAAF Pearce and Bullsbrook town centre. The proposed LSP yields a total of 164 residential dwellings through a mix of R25 and R40 density. Internal road system consists of Access Streets D network designed to facilitate inter-LSP vehicular, cyclist and pedestrian movements and seamlessly integrate with the future residential developments to the immediate north and the approved LSP area to the immediate south. The LSP is estimated to generate approximately 1,300 total daily vehicular trips with approximately 130 trips during AM and PM peak weekday periods. The total daily vehicular traffic includes both inbound and outbound trips. The proposed external access system for the LSP comprises two full-movement T-intersections and a 4-way roundabout on the future Barletta Vista forming part of the approved LSP area to the immediate south and a full-movement T-intersection on Burley Road at the northeast end of the site. The capacity assessments undertaken for the abutting roads and future key intersection of Chittering Road/Barletta Vista indicates that the proposed LSP will not have an adverse impact on the local road network which has the capacity to accommodate the anticipated LSP-generated traffic.


Appendix A

LOT 7 CHITTERING BROOK ROAD & LOT 2 BURLEY ROAD LOCAL STRUCTURE PLAN

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