Middleton Beach Activity Centre

Transcription

1 Middleton Beach Activity Centre CW Prepared for Landcorp 24 November November 2015 Cardno i

2 Contact Information Cardno (WA) Pty Ltd Trading as Cardno ABN Harvest Terrace, West Perth WA 6005 Document Information Prepared for Landcorp Project Name Job Reference CW Date 24 November 2015 Telephone: Facsimile: International: wa@cardno.com.au Version Number Rev C Author(s): Andreas Wang Senior Transport Planner Effective Date 24 November 2015 Approved By: Ray Cook Manager Traffic and Transport Date Approved: 24 November 2015 Document History Version Effective Date Description of Revision Prepared by: Reviewed by: A 11/10/2015 Rev A Andreas Wang Ray Cook B 12/11/2015 Rev B Andreas Wang Ray Cook C 24/11/2015 Rev C Andreas Wang 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. 24 November 2015 Cardno ii

3 Executive Summary This has been prepared in accordance with the Western Australian Planning Commission (WAPC) Guidelines for Developments: Volume 2 Structure Plan (2006) and outlines the transport aspects of the proposed Middleton Beach Activity Centre (MBAC) and focuses on the traffic operations, access arrangements and parking provision within the area. The following conclusions have been made in regard to the proposed MBAC: > The proposed development to be located at Middleton Beach comprises of residential, retail and hotel land uses and will further enhance the amenity of Middleton Beach, as well as re-provide a high standard tourist accommodation. > The land uses within the proposed MBAC will generate an estimated 270 two-way trips during the AM peak hour period and 302 trips during the PM peak hour period. > The proposed internal cycling and pedestrian network will provide good connectivity to the surrounding external pedestrian and cycling infrastructure, to ensure that active transport is promoted as viable transport modes to/from the MBAC. > Due to the quantum of existing off-street parking facilities surrounding or within the study area, it is recommended that a total of 506 parking bays be provided as part of the Middleton Beach Activity Centre. o o It is not recommended that parking be provided to cater for demands during special events as this will not be utilised for the majority of days during the year and would reduce both the amenity of the area and act as a barrier for pedestrians. It is recommended that 1 bicycle parking space be provided to each of the residential dwellings within the MBAC to promote the use of cycling to/from the MBAC, as well as 1 bicycle parking space per 10 dwellings to be provided for the residential visitors. > SIDRA analysis of the intersections within the study area showed that the existing intersections within the study area have sufficient capacity to operate satisfactorily for all scenarios considered as part of this assessment, including a peak season sensitivity test scenario. > Vehicular access to the parking areas associated with the residential units will be provided via the internal laneways, which can be access via Barnett Street and Adelaide Crescent. The Public Access Way will be for pedestrians and cyclists only and will not be accessible by private vehicles. > Road cross-sections have been proposed in accordance with Australian Standards and Liveable Neighbourhoods (2015 Draft) 24 November 2015 Cardno iii

4 Table of Contents 1 Introduction 1 2 Existing Situation Existing Land Uses Existing Transport Network Existing Road Network Adelaide Crescent Flinders Parade Barnett Street Marine Terrace Marine Drive Intersections Adelaide Crescent and Marine Terrace Roundabout at Adelaide Crescent, Flinders Parade and Marine Drive Flinders Parade and Barnett Street Marine Terrace and Barnett Street Existing Traffic Volumes Adelaide Crescent Vehicle Counts Middleton Road Vehicle Counts Existing Speed Limits Seasonal Variation Existing Bus Services Walking and Cycling Existing Pedestrian Networks Existing Attractors and Generators Existing Cycling Network Middleton Road Golf Links Road Shared Path along Marine Drive 15 3 Future Transport Network Proposed Changes to External Road Network Proposed Changes to Public Transport Network Proposed Changes to External Pedestrian and Cycle Networks Middleton Road Middleton Beach to City Centre via Marine Drive Flinders Parade (Surfers Beach) Car Park End of Trip Facilities Background Development Provisions 18 4 Proposed Middleton Beach Activity Centre Regional Context Proposed Land Uses 19 5 Analysis of Transport Network Access Strategy Traffic Generation Traffic Distribution November 2015 Cardno iv

5 5.4 Assessment Years Intersection Performance Intersection of Marine Terrace / Adelaide Crescent Intersection of Adelaide Crescent / Flinders Parade / Marine Drive Intersection of Middleton Road / Marine Terrace Road Cross-Sections Barnett Street Flinders Parade (North of Barnett Street) Flinders Parade (South of Barnett Street) Marine Terrace Internal Laneway Adelaide Crescent 31 6 Parking Analysis Parking Requirements Residential Apartments (Multiple Dwellings) Retail Hotel Reciprocal Parking Utilisation Total Parking Provision Public Parking Special Event Parking 37 7 Conclusions 38 Tables Table 2-1 Summary of Road Hierarchy Classification for Surrounding Roads 2 Table 2-2 Average Traffic Volumes 6 Table 2-3 Posted Speed Limits within the Project Area 7 Table 2-4 Summary of Traffic Volumes on Flinders Parade for April 2007 (Benchmarked against Average Weekday) 8 Table 2-5 Timetable for Route Table 4-1 Proposed Structure Plan Development Yields 20 Table 5-1 Trip Generation Rates 21 Table 5-2 MBAC Development Generated Traffic 21 Table 5-3 SIDRA Intersection Analysis Results For Marine Terrace / Adelaide Crescent Existing Scenario 23 Table 5-4 SIDRA Intersection Analysis Results Development Scenario 24 Table 5-5 SIDRA Intersection Analysis Results Peak Seasonal Scenario 24 Table 5-6 SIDRA Intersection Analysis Results For Marine Drive / Adelaide Crescent / Flinders Parade Existing Scenario 25 Table 5-7 SIDRA Intersection Analysis Results For Marine Drive / Adelaide Crescent / Flinders Parade Development Scenario 26 Table 5-8 SIDRA Intersection Analysis Results For Marine Drive / Adelaide Crescent / Flinders Parade Peak Seasonal Scenario 26 Table 5-9 SIDRA Intersection Analysis Results For Marine Terrace / Middleton Road Existing Scenario November 2015 Cardno v

6 Table 5-10 SIDRA Intersection Analysis Results For Marine Terrace / Middleton Road Development Scenario 28 Table 5-11 SIDRA Intersection Analysis Results For Marine Terrace / Middleton Road Peak Seasonal Scenario 29 Table 6-1 Car Parking Provision Rates as listed in Albany Local Planning Scheme 1 32 Table 6-2 Car Parking Provision Rates as Listed in R-Codes (2015 Amendment) 32 Table 6-3 Parking Requirements for Residential Apartments within MBAC as per R-Code Requirements 33 Table 6-4 Parking Requirements for Retail Land Use within MBAC 33 Table 6-5 Parking Requirements for Hotel within MBAC 34 Table 6-6 Total Parking Provision for MBAC 36 Table 6-7 Existing and Proposed Public Car Parking within MBAC 36 Figures Figure 1-1 Flinders Parade, Middleton Beach 1 Figure 1-2 Middleton Beach 1 Figure 2-1 Road Hierarchy 3 Figure 2-2 Intersections within Study Area 5 Figure 2-3 Average Weekday Traffic Adelaide Crescent 6 Figure 2-4 Middleton Road Thursday 6 th August 7 Figure 2-5 Daily Traffic Volumes on Flinders Parade (April 2007) 8 Figure 2-6 Existing Footpath Adjacent to MBAC along Adelaide Crescent 10 Figure 2-7 Poor Condition of Pedestrian Infrastructure Adjacent to MBAC along Adelaide Crescent 10 Figure 2-8 Poor Condition of Pedestrian Infrastructure Adjacent to MBAC along Barnett Street 11 Figure 2-9 Physical Gap in Existing Footpath on Barnett Street Adjacent to MBAC 11 Figure 2-10 Pedestrian Crossing Instructions at Raised Pavement Locations 12 Figure 2-11 Existing and Proposed Cycle Paths near Middleton Beach 14 Figure 2-12 Golf Links Road cycle lanes 15 Figure 2-13 Emu Point to Middleton Beach section of shared path 15 Figure 4-1 Location of Development 19 Figure 4-2 Proposed Middleton Beach Activity Centre Layout 20 Figure 5-1 Marine Terrace / Adelaide Crescent SIDRA Intersection Layout 23 Figure 5-2 Adelaide Crescent / Flinders Parade / Marine Drive SIDRA Intersection layout 25 Figure 5-3 Middleton Road / Marine Terrace SIDRA Intersection Layout 27 Figure 5-4 Proposed Road Cross-Sections for MBAC 30 Figure 6-1 Average Weekday Parking Utilisation 35 Appendices Appendix A WAPC Checklist 39 Appendix B Proposed Road Cross-Sections (A3) November 2015 Cardno vi

7 1 Introduction The Middleton Beach Activity Centre (MBAC) ( development ) consists of 3.29 hectares of redevelopment with permanent and tourist accommodation varying in height plus commercial activities. It is noted that the analysis undertaken as part of this (TA) assumes a maximum buildout scenario comprised of a total 295 residential units, 90 hotel rooms and 786m 2 of retail floor area. This report has been prepared in accordance with the Western Australian Planning Commission (WAPC) Guidelines for Developments: Volume 2 Structure Plans (2006), with the checklist included in Appendix A. Figure 1-1 Flinders Parade, Middleton Beach Figure 1-2 Middleton Beach 24 November 2015 Cardno 1

8 2 Existing Situation 2.1 Existing Land Uses A 4-star accommodation venue (Esplanade Hotel) with 48 rooms and 15 apartments was previously located at this site until 2007 when the venue was demolished and the site has remained vacant since the demolition. 2.2 Existing Transport Network Existing Road Network Figure 2-1 shows that the MBAC is bounded by Adelaide Crescent to the South, Flinders Parade to the East, Barnett Street to the North and Marine Terrace to the West. The classifications of these roads are described in Table 2-1. Table 2-1 Road Name Adelaide Crescent Middleton Road Marine Drive Flinders Parade Barnett Street Marine Terrace Summary of Road Hierarchy Classification for Surrounding Roads Road Classification Local Distributor Local Distributor Local Distributor Access Road Access Road Access Road Road classifications are defined in the Main Roads Functional Hierarchy as follows: Primary Distributors: These provide for major regional and inter-regional traffic movement and carry large Volumes of generally fast moving traffic. Some are strategic freight routes and all are National or State roads. They are managed by Main Roads. District Distributor A: These carry traffic between industrial, commercial and residential areas and generally connect to Primary Distributors. These are likely to be truck routes and provide only limited access to adjoining property. They are managed by Local Government. District Distributor B: Perform a similar function to District Distributor A but with reduced capacity due to flow restrictions from access to and roadside parking alongside adjoining property. These are often older roads with a traffic demand in excess of that originally intended. District Distributor A and B roads run between Landuse cells and generally not through them, forming a grid which would ideally space them around 1.5 Kilometres apart. They are managed by Local Government. Local Distributors: Carry traffic within a cell and link District Distributors at the boundary to access roads. The route of the Local Distributor discourages through traffic so that the cell formed by the grid of District Distributors only carries traffic belonging to or serving the area. These roads should accommodate buses but discourage trucks. They are managed by Local government. Access Roads: Provide access to abutting properties with amenity, safety and aesthetic aspects having priority over the vehicle movement function. These roads are bicycle and pedestrian friendly. They are managed by Local government. 24 November 2015 Cardno 2

9 Figure 2-1 Road Hierarchy Source: Adelaide Crescent Adelaide Crescent, located to the south of the MBAC, consists of a two-lane undivided carriageway, with marked lanes approximately 3.5m wide and provides on-street parking facilities on both sides of the road. This road is classified as a Local Distributor under the Main Roads Functional Hierarchy (MRFH) with a posted speed limit of 40 km/h. Adelaide Crescent provides the local road link from the development site to the surrounding housing Flinders Parade Flinders Parade, located to the east of the MBAC, consists of a two-lane divided carriageway, with lanes approximately 3.5m wide separated by a 1.5m median. This road is classified as an Access Road under the MRFH with a posted speed limit of 40 km/h. Flinders Parade provides beach access Barnett Street Barnett Street, located to the north of the MBAC, consists of a two-lane undivided carriageway, with unmarked lanes approximately 3.5m wide. This road is classified as an Access Road under the MRFH with a posted speed limit of 40 km/h. Barnett Street provides beach access Marine Terrace Marine Terrace, located to the west of the MBAC, consists of a two-lane undivided carriageway, with unmarked lanes approximately each 2.5m wide. This road is classified as an Access Road under the MRFH with a posted speed limit of 40 km/h. Marine Terrace provides parking for the restaurants that are located on the corner of Marine Terrace and Adelaide Crescent. 24 November 2015 Cardno 3

10 2.2.6 Marine Drive Marine Drive, located to the south-east of the MBAC, consists of a two-lane undivided carriageway, with approximately 3.2m wide lanes in each direction. This road is classified as a Local Distributor under the MRFH with a posted speed limit of 60 km/h. Marine Drive provides a scenic route between the Middleton locality and the Albany Port and the Albany City Centre. 2.3 Intersections The road intersections within the vicinity of the MBAC are described in the sections below and the locations are indicated in Figure Adelaide Crescent and Marine Terrace The intersection as shown in the Nearmap extract in Figure 2-2 is a priority intersection. While no signage or road markings are provided at this intersection, Marine Terrace gives way to Adelaide Crescent as Adelaide Crescent is the major road at this intersection. While there are no formal pedestrian crossings to the popular café (BayMerchants) on the north-western corner of this intersection, the existing low traffic volumes and posted speed limit on Adelaide Crescent are not likely to cause difficulties for pedestrians crossing Adelaide Crescent Roundabout at Adelaide Crescent, Flinders Parade and Marine Drive The intersection as shown in the Nearmap extract in Figure 2-2 is a three-way roundabout. All three roads provide access to key attractors for drivers in the region. While there are no formal pedestrian crossing facilities provided at this intersection, a pedestrian facility in the form of raised paving is provided approximately 25m to the north of this intersection. However, as the raised paving is mainly considered a Local Area Traffic Management (LATM) feature, it is noted that pedestrians must give way to motorists at this location (as shown in Figure 2-10) Flinders Parade and Barnett Street The intersection as shown in the Nearmap extract in Figure 2-2 is a priority intersection. While no signage or road markings are provided at this intersection, Barnett Street gives way to Flinders Parade as Flinders Parade is the major road at this intersection. While there are no formal pedestrian crossings to the designated car parking area on Flinders Parade, the existing low traffic volumes and posted speed limit on Flinders Parade are not likely to cause difficulties for pedestrians crossing Adelaide Crescent Marine Terrace and Barnett Street The intersection as shown in the Nearmap extract in Figure 2-2 is a priority intersection as no signage is present with Marine Terrace being the Major Road. While there are no formal pedestrian crossing facilities provided at this intersection, a pedestrian crossing in the form of raised paving is provided approximately 75m to the south of this intersection. However, as the raised paving is mainly considered a LATM feature, it is noted that pedestrians must give way to motorists at this location (as shown in Figure 2-10). 24 November 2015 Cardno 4

11 Figure 2-2 Intersections within Study Area 24 November 2015 Cardno 5

12 2.4 Existing Traffic Volumes The existing traffic volumes for the surrounding road network were sourced from pneumatic tube counts undertaken by the City in August and September The existing average daily and peak hour traffic volumes are summarised in Table 2-2. Table 2-2 Average Traffic Volumes Road Average Vehicles Per Day Average AM Peak Hour Average PM Peak Hour Adelaide Crescent 1, Middleton Road 3, Flinders Parade Barnett Street Marine Terrace Source: City of Albany, Adelaide Crescent Vehicle Counts The traffic profile for an average weekday for Adelaide Crescent is shown in Figure 2-3 and shows the westbound traffic volumes generally are higher than the eastbound traffic volumes, with the exception of 08:00 09:00 time period where the eastbound traffic volumes exceed the westbound traffic volumes. This is likely due to westbound traffic volumes mainly consisting of vehicles departing the Middleton Beach area. Figure 2-3 Average Weekday Traffic Adelaide Crescent Eastbound Westbound Vehicles Per Hour (VPH) :00 AM 4:00 AM 8:00 AM 12:00 PM 4:00 PM 8:00 PM Source: City of Albany, Middleton Road Vehicle Counts The traffic profile for an average weekday for Middleton Road is shown in Figure 2-4 and shows the eastbound traffic volumes generally are higher than the westbound traffic volumes. This is likely due to eastbound traffic volumes mainly consisting of vehicles entering the Middleton Beach area. 24 November 2015 Cardno 6

13 Figure 2-4 Middleton Road Thursday 6 th August :00 AM 4:00 AM 8:00 AM 12:00 PM 4:00 PM 8:00 PM Eastbound Westbound Source: City of Albany, Existing Speed Limits The posted speed limits for the roads within and surrounding the MBAC are shown in Table 2-3. Table 2-3 Posted Speed Limits within the Project Area Road Speed Limit km/hour Adelaide Crescent 40 Middleton Road (east of Adelaide Crescent) 40 Flinders Parade 40 Barnett Street 40 Marine Terrace 40 Marine Drive November 2015 Cardno 7

14 2.5.2 Seasonal Variation Due to the popularity of the Middleton Beach area as a recreational destination, the traffic volumes on the roads within the study area increase during public holiday and school holiday periods. Figure 2-5 below shows the monthly profile of daily traffic volumes on Flinders Parade during April 2007 (note: this is after the demolition of the Esplanade Hotel which occurred in February 2007). During this period, the Easter long weekend occurred between April 6 April 9, ANZAC Day occurred on April 25, while the period April 5 April 22 was a school holiday period. Figure 2-5 Daily Traffic Volumes on Flinders Parade (April 2007) Table 2-4 Summary of Traffic Volumes on Flinders Parade for April 2007 (Benchmarked against Average Weekday) Location Average Weekday Average School Holiday Flinders Parade, south of Barnett Street Flinders Parade, north of Middleton Road Average Public Holiday ANZAC Day 1,800 (100%) 2,000 (111%) 3,500 (194%) 2,700 (150%) 400 (100%) 500 (125%) 650 (160%) 725 (181%) As shown in Table 2-4, the demand during these seasonal periods is higher during the public holiday periods, which is likely to impact on the parking demand and intersection performance during these periods. 24 November 2015 Cardno 8

15 It is noted that the 2007 average weekday traffic volumes on Flinders Parade (north of Middleton Road) are almost identical to the 2015 traffic volumes summarised in Table 2-2; this demonstrates that there has been little traffic growth over the last 7-8 years. 2.6 Existing Bus Services Currently the public transport provision to the Middleton Beach area is only serviced by Route 803 To Middleton Beach and Emu Point. The timetable for Route 803 is shown in Table 2-5. Due to the limited provision of public transport services to the study area, it is anticipated that the majority of trips to/from the study area will be comprised of private vehicles. Table 2-5 Timetable for Route Walking and Cycling Walking and cycling are significant transport modes within Albany. The small size of the urban area results in shorter trip lengths which are ideally suited to walking and cycling and there is already a strong culture of recreational cycling in Albany as evidenced by the huge community interest in the Cycle City Albany Strategy (Cardno & City of Albany, 2014). The MBAC is located adjacent to the popular recreational walking and cycling route from Emu Point to Albany CBD and Little Grove and it is anticipated that many of the trips generated by the MBAC will be pedestrians and cyclists already using this route. TravelSmart surveys undertaken in the past for the Department for Planning and Infrastructure (DPI) (now called the Department of Transport) have identified that walking and cycling has considerable potential to replace many short length utility (e.g. shopping) and commuter trips. Approximately half of all car trips are less than 5km and many of these are potentially replaceable by non-motorised trips such as walking or cycling. 2.8 Existing Pedestrian Networks Pedestrian paths are provided along the majority of roads adjacent to the study area, although it is noted that the condition of the existing footpaths directly adjacent to the development site are very poor and interrupted by on-street parking areas as shown on Figure 2-6 to Figure November 2015 Cardno 9

16 Figure 2-6 Existing Footpath Adjacent to MBAC along Adelaide Crescent Figure 2-7 Poor Condition of Pedestrian Infrastructure Adjacent to MBAC along Adelaide Crescent 24 November 2015 Cardno 10

17 Figure 2-8 Poor Condition of Pedestrian Infrastructure Adjacent to MBAC along Barnett Street Figure 2-9 Physical Gap in Existing Footpath on Barnett Street Adjacent to MBAC 24 November 2015 Cardno 11

18 Figure 2-10 Pedestrian Crossing Instructions at Raised Pavement Locations 2.9 Existing Attractors and Generators The surrounding area is considered typical for coastal towns in Western Australia and includes residential dwellings with low rise accommodation and minor restaurants and cafes. In the immediate vicinity of the MBAC, key attractors include: Marine Drive Shared Path (part of the longer route from King River Emu Point Middleton Beach Albany CBD Little Grove and eventually Frenchmans Bay) Restaurants o o o o o o Three Anchors Hybla Bar & Grill Bay Merchants (a popular cycling café and a key supporter of cycling in Albany) Valentines on the Crescent Middleton Beach Fish and Chips Rats Bar Accommodation o o o Balneaire Seaside Resort Dolphin Lodge Big4 Middleton Beach Holiday Park Albany Surf Life Saving Club Middleton Beach Beach and Foreshore. 24 November 2015 Cardno 12

19 2.10 Existing Cycling Network The existing and proposed cycling network in the vicinity of the study area is summarised in Figure 2-11 and described in detail below: Middleton Road Middleton Road is a commuter cyclist corridor between Albany Central Area and Middleton Beach, linking with other key cycling routes such as Golf Links Road. Middleton Road currently has cycle lanes in both directions from Tasman Street to Flinders Parade, which are used by medium/high confidence level cyclists. 24 November 2015 Cardno 13

20 Middleton Beach Activity Centre Figure 2-11 Existing and Proposed Cycle Paths near Middleton Beach Source: Cycle City Albany Strategy (Cardno & City of Albany, 2014) 24 November 2015 Cardno 14

21 The Cycle City Albany Strategy has identified an upgrade of these cycle lanes as a key priority project for implementation in 2015/16. This will improve their attractiveness for a range of cycling users to access Middleton Beach Golf Links Road Golf Links Road forms an important and popular link for more confident cyclists riding between Middleton Beach, Emu Point and Lower King Road. During 2014/15 a significant upgrade was undertaken which involved widening the seal to provide sealed shoulders with green lane treatments across intersections. Figure 2-12 Golf Links Road cycle lanes Source: City of Albany Shared Path along Marine Drive The coastal shared path along Marine Drive forms part of the longer recreational corridor from Lower King / Emu Point, via Middleton Beach and Albany CBD to Little Grove and eventually to Frenchmans Bay. It is the most popular walking and cycling route in Albany with spectacular views in many sections over Princess Royal Harbour, King George Sound and the various beaches. There are a number of amenities located along the path and it provides visitors and resident alike excellent views for whale watching. The path provides good access to a number of tourist amenities including Old Forts Lighthouse, Middleton Beach Surf Club, Amphitheatre, Boardwalk, beach and the children s playground in front of the 3 Anchors café. Figure 2-13 Emu Point to Middleton Beach section of shared path 24 November 2015 Cardno 15

22 3 Future Transport Network 3.1 Proposed Changes to External Road Network Advice from the City suggests that there are no major changes proposed to the surrounding external road network. Under the MBAC it is proposed to realign Flinders Parade and the intersection with Marine Drive / Adelaide Crescent, such that they are diverted further to the east. However, as the realigned route will provide the same degree of connectivity and intersection form (roundabout) with Marine Drive / Adelaide Crescent, this is considered to have a negligible impact on the network and intersection performance and routes will remain unchanged. 3.2 Proposed Changes to Public Transport Network Advice from the City and PTA suggests that there are no major changes proposed to the surrounding public transport network, although it is noted that the City has recently employed a TravelSmart Officer who may propose improvements to the existing public transport network to improve the provision of public transport within the City. 3.3 Proposed Changes to External Pedestrian and Cycle Networks The City of Albany have adopted a 10 year Forward Capital Works Programme, which will see path improvement work in the next few years close to the MBAC site area. The expected path improvements are as follows: Realign the path connection along Flinders Parade through the Surfer s Beach car park ( ) Renew existing asphalt path along Adelaide Crescent, between Marine Terrace and Golf Links Road ( ) Construct 1.5m wide concrete path connection along Marine Terrace, from existing path to Wollaston Road ( ) Future local connectivity between Spencer Park and Middleton Beach will also be improved by the provision of a shared path along Lake Seppings Drive when it is extended to Collingwood Road. It is noted that the MBAC transport network has considered the needs of different user types (e.g. aged persons, children, tourists, etc.) Middleton Road In addition to the above, an upgrade to the Middleton Road cycle lanes is listed as a key priority project in the Cycle City Albany Strategy for implementation in 2015/16, which will improve the safety and attractiveness of this route as the main access to Middleton Beach. The recommended improvements, as outlined in the Cycle City Albany Strategy, include: > Narrowing of traffic lanes and widening of the cycle lane to at least 1.5m (excluding any part of the gutter) and preferably 1.8m-2.0m to provide a greater buffer from traffic. > Removal of on-street parking near Bluff Street to ensure the cycle lane is continuous. If it is necessary to retain the handful of parking spaces, indented bays should be created to ensure the cycle lane is continuous. > Asphalt resurfacing of the lane to provide a good riding surface for cyclists and assist in lowering vehicle speeds. > Improvement of the approaches to all roundabouts, clearly delineating the merge areas. > Removal of the cycle lanes east of Golf Links Road and replacement with mixed traffic riding. This section is a 40km/h zone which is suitable for mixed traffic riding. 24 November 2015 Cardno 16

23 > Widening of the northbound lane on Middleton Road between St Emilie Way and the existing cycle lane at Tasman Street to provide a cycle lane. The width should be a minimum of 1.5m, with a reduction in width to 1.2m adjacent to Dog Rock where widening is not possible. > Minor adjustments to the southbound lane on Middleton Road between Tasman Street and St Emilie Way to provide a cycle lane and a 45 degree ramp to the path on approach to the roundabout. > Modifications to the Middleton Road/Tasman Street intersection to permit right turns for cyclists from Tasman Street into Middleton Road (design to be determined by detailed design). Cycling connectivity to/from the MBAC to the Middleton Road cycle infrastructure is to be via Marine Terrace and Bennett Street. Due to the local nature and low traffic volumes on these roads, it is not considered necessary to provide dedicated cycling infrastructure on these roads Middleton Beach to City Centre via Marine Drive The Cycle City Albany Strategy includes improvements to the recreational cycling route between Middleton Beach and Albany CBD which currently has an on-street section along Brunswick Road. The potential improvements were identified as follows: Due to the constraints of the narrow road reserve, it is not feasible to either widen the path or widen the carriageway to provide cycle lanes. Accordingly, this section will need to function as a low speed, mixed traffic cycling environment. To achieve this, the following will be required as a minimum: > Raised threshold entry statements at both ends of the section. > Bicycle symbols and signage. > A broken centreline, to encourage safe overtaking, particularly in the eastbound (uphill) direction. > A reduction in speed limit to 40km/h. Cycling and pedestrian connectivity to Marine Drive and the Boardwalk is to be provided along the internal public access way across Flinders Parade Flinders Parade (Surfers Beach) Car Park At the southern end of the Flinders Parade Car Park, the path crosses from the western side to the eastern side of the roadway. The present crossing is extremely poor a right angle bend, which is not negotiable on a bicycle, combined with a sand hazard on the bends. It is noted that many cyclists simply ignore the crossing and instead cross diagonally along the desire line. The Cycle City Albany Strategy considers two options have been considered to improve this crossing: > Option 1: Realign the path to pass along the eastern side of the car park. > Option 2: Realign the path to cross Flinders Parade on the diagonal desire line, via a raised crossing over which pedestrians and cyclists have priority. Option 2 is recommended for the following reasons: > It matches the cycling desire line. > It avoids conflict between cyclists and people entering/exiting/loading vehicles, including children. > It avoids the sand hazard on the eastern side the car park. > The raised crossing would assist in keeping vehicle speeds low on entry to the car park. Cycling and pedestrian connectivity to Flinders Parade is to be provided along the internal public access way. 24 November 2015 Cardno 17

24 3.4 End of Trip Facilities Background End of trip facilities are a critical, but often forgotten, component of the cycling network. The presence and/or quality of end of trip facilities can often make or break the decision to cycle for many trips. Different trip purposes will have different needs when it comes to end of trip facilities. For example: > A commuter may want a secure place to park their bicycle inside their workplace, along with showers, lockers and ironing facilities to enable them to freshen up before commencing work for the day > A shopper may only want a secure short stay place to park their bicycle, conveniently located to their destination (e.g. close to the entrance of a shopping centre, or on the footpath in a main street environment) which is ideally protected from wet weather; > A recreational rider generally has end of trip facilities at their own home but may require a secure place to park their bicycle at an intermediate destination, such as a cafe or a park. Long stay end of trip facilities for commuters should generally be provided by the employer. Council s involvement in the provision of end of trip facilities should be in the form of: > Requiring, through its Town Planning Scheme, new developments to provide a certain minimum standard of end of trip facilities for both employees and visitors; and > Providing suitable end of trip facilities for employees and visitors at its offices, depots, community facilities etc. Short stay end of trip facilities should generally be in the form of simple u-rails or other design which facilities the secure parking of a bicycle. In accordance with Austroads guidelines, these should be located approximately every 30 metres along main street type shopping strips and in small clusters at the entrances to shopping centres and other significant destinations Development Provisions City of Albany Local Planning Scheme No. 1 (LPS No. 1) does not include any requirements for end of trip facilities, other than bicycle parking, such as: > Showers. > Lockers. > Secure and/or undercover bicycle parking. > Washing/drying/ironing facilities. Whilst simple bicycle parking may be sufficient for short-stay cycling trips, these facilities are critical to encouraging long-stay (i.e. commuter) cycling trips to private developments. To promote and foster the use of sustainable transport modes, the hotel and retail land uses within the MBAC will include showers, lockers and secure bicycle parking commensurate with the anticipated number of employees. Parking for visitors and patrons will be provided in the form of u-rails located in the public realm near the main entrances to these facilities. A total of 30 bicycle parking spaces is envisaged based on the current proposed yields (for the hotel and retail land uses combined). LPS No. 1 requires a developer to provide bicycle parking for grouped residential dwellings in accordance with the R-Codes requirement of 1 bicycle by per 3 dwellings. In order to promote and foster the use of sustainable transport modes, Landcorp proposes to provide bicycle parking above and beyond the R-Codes requirements, up to 1 bicycle bay per dwelling with an additional 10% for visitor bicycle parking. This will ensure that every household will be able to access a bicycle. A full summary of bicycle parking provisions is provided in Section 6 Parking Analysis. 24 November 2015 Cardno 18

25 4 Proposed Middleton Beach Activity Centre 4.1 Regional Context Middleton Beach is located approximately 3km to the west of the Albany City Centre. The MBAC is located at the eastern end of Adelaide Crescent and is encompassed by Marine Terrace, Barnett Street and Flinders Parade as shown in Figure 4-1. Figure 4-1 Location of Development Source: Nearmap 4.2 Proposed Land Uses The MBAC layout is shown in Figure 4-2 and Appendix B, while a summary of the proposed development yields is provided in Table November 2015 Cardno 19

26 Figure 4-2 Proposed Middleton Beach Activity Centre Layout Source: Hames Sharley Table 4-1 Lot no. Proposed Structure Plan Development Yields Development Yields Residential Dwellings Hotel Rooms Retail Lot 1 36 Lot 2 42 Lot 3 71 Lot m 2 Lot TOTAL m 2 Source: Hames Sharley 24 November 2015 Cardno 20

27 5 Analysis of Transport Network 5.1 Access Strategy Vehicular access to the parking areas associated with the residential units will be provided via the internal laneways, which can be access via Barnett Street and Adelaide Crescent. The Public Access Way will be for pedestrians and cyclists only and will not be accessible by private vehicles (although vehicles will be able to cross the Public Access Way at the intersection with the internal laneway). 5.2 Traffic Generation Table 5-1 summarises the traffic generation rates and distribution assumptions used to estimate the development generated traffic during the AM and PM peak hour periods. The trip generation rates and distribution assumptions have been based on ITE Trip Generation Manual 8 th Edition. Table 5-1 Trip Generation Rates Land Use AM Peak Hour PM Peak Hour Residential Apartments Generation Rate Incoming Outgoing Generation Rate Incoming Outgoing % 71% % 39% Hotel Rooms % 45% % 43% Retail* 100m 2 ) (per % 52% % 44% * ITE Land Use Code Speciality Retail Centre (814) has been used for the purpose of this study The resulting trip generation volumes for the MBAC are summarised in Table 5-2. Table 5-2 MBAC Development Generated Traffic Land Use AM Peak Hour PM Peak Hour Incoming Outgoing Total AM Generation Incoming Outgoing Total PM Generation Residential Apartments Hotel Rooms Retail TOTAL It should be noted that the above is a conservative estimate as the past land uses and trip generation have not been deducted from the above. 24 November 2015 Cardno 21

28 5.3 Traffic Distribution Based on the location of the MBAC in relation to the main employment and residential areas within the City of Albany, the following traffic distribution assumptions have been adopted for the purpose of this study: > For Lot 1 and 2, 40% of the development generated traffic is assumed to utilise Marine Terrace and Barnett Street and 60% assumed to utilise Marine Drive. > For Lot 3 and 5, 40% of the development generated traffic is assumed to utilise Adelaide Crescent and 60% assumed to utilise Marine Drive. > For Lot 4, 10% of the development generated traffic is assumed to utilise Adelaide Crescent, 30% assumed to utilise Marine Terrace and 60% assumed to utilise Marine Drive. 5.4 Assessment Years The following three scenarios have been analysed as part of this assessment: Existing Scenario this scenario reflects the existing traffic volumes and land uses / developments within the MBAC; and Development Scenario this scenario reflects the existing traffic volumes with the addition of the MBAC generated traffic on the network. Advice from the City suggests that the traffic volumes along the roads adjacent to the MBAC are not likely to increase due to the location of the MBAC in relation to the wider road network. For the purpose of this assessment, no traffic growth has been assumed (apart from the MBAC generated traffic), which is also consistent with the historical traffic trends identified in the 2007 and 2015 traffic data (refer section 2.5.2). Peak Seasonal Scenario this scenario assumes an increase of non-development generated traffic by 50% in addition to the development generated traffic. 5.5 Intersection Performance Key intersections have been assessed using SIDRA v5.1. The SIDRA models test and assist with determining the most suitable intersection type for the development. The three key intersections analysed are: > Middleton Road / Marine Terrace > Adelaide Crescent / Flinders Parade / Marine Drive. > Adelaide Crescent / Marine Terrace. The roundabout has been identified as the primary network connection point based on the site visit, traffic data and the assumptions mentioned in the previous sections. The traffic volumes were obtained from observation and trip generation. The identified intersections have been analysed using the SIDRA v5.1 analysis program. This program calculates the performance of intersections based on input parameters, including geometry and traffic volumes. The Degree of Saturation (DOS), Average Delay and 95th Percentile Queue operational measures can be evaluated as follows: > Degree of Saturation (DOS): 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. The generally accepted upper limits for the DOS (where it is considered that the operation of the intersection is constrained) are: : Un-signalised intersections : Roundabouts : Signalised intersections. > Level of Service (LOS): 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 Service (LoS), 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). 24 November 2015 Cardno 22

29 > Average Delay: is the average of all travel time delays for vehicles through the intersection. An unsignalised intersection can be considered to be operated at capacity where the average delay exceeds 40 seconds for any movement; > 95% Queue: is the queue length below which 95% of all observed queue lengths fall Intersection of Marine Terrace / Adelaide Crescent The existing intersection layout for the intersection of Marine Terrace / Adelaide Crescent is shown in Figure 2-2 while the SIDRA layout for this intersection is shown in Figure 5-1. Figure 5-1 Marine Terrace / Adelaide Crescent SIDRA Intersection Layout The results from the SIDRA analysis are summarised in Table 5-3 for the Existing Scenario, in Table 5-4 for the Development Scenario and in Table 5-5 for the Peak Seasonal Scenario. The SIDRA results show that the intersection will perform satisfactorily for both the AM and PM peak hour periods for all scenarios analysed. Table 5-3 Intersection Approach Adelaide Crescent East Marine Terrace North Adelaide Crescent West SIDRA Intersection Analysis Results For Marine Terrace / Adelaide Crescent Existing Scenario AM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS PM Peak Hour Delay (s) T A A 2 R A A 2 L A A 0 R A A 0 L A A 0 LOS 95% Queue (m) T A A 0 24 November 2015 Cardno 23

30 Table 5-4 Intersection Approach Adelaide Crescent East Marine Terrace North Adelaide Crescent West SIDRA Intersection Analysis Results Development Scenario AM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS PM Peak Hour Delay (s) T A A 4 R A A 4 L A A 1 R A A 1 L A A 0 T A A 0 LOS 95% Queue (m) Table 5-5 Intersection Approach Adelaide Crescent East Marine Terrace North Adelaide Crescent West SIDRA Intersection Analysis Results Peak Seasonal Scenario AM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS PM Peak Hour Delay (s) T A A 5 R A A 5 L A A 1 R A A 1 L A A 0 LOS 95% Queue (m) T A A 0 24 November 2015 Cardno 24

31 5.5.2 Intersection of Adelaide Crescent / Flinders Parade / Marine Drive The existing intersection layout for the intersection of Adelaide Crescent / Flinders Parade / Marine Drive is shown in Figure 2-2 while the SIDRA layout for this intersection is shown in Figure 5-2. Figure 5-2 Adelaide Crescent / Flinders Parade / Marine Drive SIDRA Intersection layout The results from the SIDRA analysis are summarised in Table 5-6 for the Existing Scenario, in Table 5-7 for the Development Scenario and in Table 5-8 for the Peak Seasonal Scenario. The SIDRA results show that the intersection will perform satisfactorily for both the AM and PM peak hour periods for all scenarios analysed. Table 5-6 SIDRA Intersection Analysis Results For Marine Drive / Adelaide Crescent / Flinders Parade Existing Scenario Intersection Approach AM Peak Hour PM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS Delay (s) LOS 95% Queue (m) Marine Drive East Flinders Parade North Adelaide Crescent West T A A 4 R A A 4 L A A 2 R A A 2 L A A 2 T A A 2 24 November 2015 Cardno 25

32 Table 5-7 SIDRA Intersection Analysis Results For Marine Drive / Adelaide Crescent / Flinders Parade Development Scenario Intersection Approach AM Peak Hour PM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS Delay (s) LOS 95% Queue (m) Marine Drive East Flinders Parade North Adelaide Crescent West T A A 6 R B B 6 L A A 2 R A A 2 L A A 3 T A A 3 Table 5-8 SIDRA Intersection Analysis Results For Marine Drive / Adelaide Crescent / Flinders Parade Peak Seasonal Scenario Intersection Approach AM Peak Hour PM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS Delay (s) LOS 95% Queue (m) Marine Drive East Flinders Parade North Adelaide Crescent West T A A 8 R B B 8 L A A 3 R A A 3 L A A 4 T A A 4 24 November 2015 Cardno 26

33 5.5.3 Intersection of Middleton Road / Marine Terrace The existing intersection layout for the intersection of Middleton Road / Flinders / Marine Terrace is shown in Figure 2-2 while the SIDRA layout for this intersection is shown in Figure 5-3. Figure 5-3 Middleton Road / Marine Terrace SIDRA Intersection Layout The results from the SIDRA analysis are summarised in Table 5-9 for the Existing Scenario, in Table 5-10 for the Development Scenario and in Table 5-11 for the Peak Seasonal Scenario. The SIDRA results show that the intersection will perform satisfactorily for both the AM and PM peak hour periods for all scenarios analysed. 24 November 2015 Cardno 27

34 Table 5-9 SIDRA Intersection Analysis Results For Marine Terrace / Middleton Road Existing Scenario Intersection Approach AM Peak Hour PM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS Delay (s) LOS 95% Queue (m) Marine Terrace South Middleton Road East Marine Terrace North Middleton Road West L A A 1 T A A 1 R A A 1 L A A 4 T A A 4 R A A 4 L A A 0 T A A 0 R A A 0 L A A 4 T A A 4 R A A 4 Table 5-10 SIDRA Intersection Analysis Results For Marine Terrace / Middleton Road Development Scenario Intersection Approach AM Peak Hour PM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS Delay (s) LOS 95% Queue (m) Marine Terrace South Middleton Road East Marine Terrace North Middleton Road West L A A 1 T A A 1 R A A 1 L A A 5 T A A 5 R A A 5 L A B 0 T A B 0 R A B 0 L A A 5 T A A 5 R A A 5 24 November 2015 Cardno 28

35 Table 5-11 SIDRA Intersection Analysis Results For Marine Terrace / Middleton Road Peak Seasonal Scenario Intersection Approach AM Peak Hour PM Peak Hour DOS Delay (s) LOS 95% Queue (m) DOS Delay (s) LOS 95% Queue (m) Marine Terrace South Middleton Road East Marine Terrace North Middleton Road West L A B 2 T A B 2 R A B 2 L A A 8 T A A 8 R A A 8 L B B 1 T B B 1 R B B 1 L A A 9 T A A 9 R A A Road Cross-Sections The proposed road cross-sections are shown in Figure 5-4 (and included in A3 format in Appendix B) and described in detail below. 24 November 2015 Cardno 29

36 Figure 5-4 Proposed Road Cross-Sections for MBAC 24 November 2015 Cardno 30

37 5.6.2 Barnett Street The proposed road cross-section for Barnett Street is proposed to consist of a 6.0m carriageway, 2.3m wide on-street parking bays and a 1.8m wide pedestrian path on the southern side. As described in Liveable Neighbourhoods (Draft 2015), a 6.0m wide carriageway is sufficiently wide to allow for a vehicle to pass another moving car. As described in Section 2.2.4, the existing posted speed limit on Barnett Street is 40km/h and is not proposed to change as part of this development Flinders Parade (North of Barnett Street) The proposed road cross-section for Flinders Parade (north of Barnett Street) is proposed to consist of a 6.0m wide carriageway, 2.3m wide on-street parking bays on the western side and 5.5m to allow for 60 angled parking bays on the eastern side. As described in Liveable Neighbourhoods (Draft 2015), a 6.0m wide carriageway is sufficiently wide to allow for a vehicle to pass another moving car and is also greater than the minimum road width described in Australian Standards (AS) for 60 angled parking bays. As described in Section 2.2.3, the existing posted speed limit on Flinders Parade is 40km/h and is not proposed to change as part of this development Flinders Parade (South of Barnett Street) The proposed road cross-section for Flinders Parade (north of Barnett Street) is proposed to consist of a 6.0m wide carriageway and 2.3m wide parallel on-street parking bays on both the western and eastern sides. As described in Liveable Neighbourhoods (Draft 2015), a 6.0m wide carriageway is sufficiently wide to allow for a vehicle to pass another moving car. As described in Section 2.2.3, the existing posted speed limit on Flinders Parade is 40km/h and is not proposed to change as part of this development Marine Terrace The proposed road cross-section for Marine Terrace is proposed to consist of a 6.4m wide carriageway and a 90 parking bay with a length of 5.5m, as well as a 1.8m wide footpath on the eastern side. The proposed cross-sectional width of the combined road and parking area is greater than the minimum road width described in Australian Standards (AS) for 90 angled parking bays. As described in Section 2.2.5, the existing posted speed limit on Marine Terrace is 40km/h and is not proposed to change as part of this development Internal Laneway The proposed road cross-section for the internal laneway is proposed to consist of a 6.0m carriageway, 2.1m wide on-street parking bays and a 1.8m wide pedestrian path on the western side. As described in Liveable Neighbourhoods (Draft 2015), a 6.0m wide carriageway is sufficiently wide to allow for a vehicle to pass another moving car Adelaide Crescent The proposed road cross-section for Adelaide Crescent is proposed to consist of a 7.2m carriageway, 2.3m wide on-street parking bays and a 1.8m wide pedestrian path on the southern side. As described in Section 2.2.2, the existing posted speed limit on Adelaide Crescent is 40km/h and is not proposed to change as part of this development. 24 November 2015 Cardno 31

38 6 Parking Analysis 6.1 Parking Requirements As per the City of Albany Local Planning Scheme 1 (LPS1) parking requirements are as shown in Table 6-1. Table 6-1 Car Parking Provision Rates as listed in Albany Local Planning Scheme 1 Land Use Parking Provision Rate Bicycle Provision Parking Rate Hotels 1 per employee + 1 per 3m 2 bar area + 1 per 4 seats in dining area + 1 per bedroom + 1 per 4m 2 other public areas 1 per 10 car bays Multiple Dwellings As per R-codes As per R-codes Retail Area 1 per 20m 2 NLA (Shop) 1 per 20 car bays Source: City of Albany Local Planning Scheme 1 The parking requirements for residential dwellings within activity centres are listed in Table 6-2 Table 6-2 Car Parking Provision Rates as Listed in R-Codes (2015 Amendment) Type of Dwelling Location A Car Parking Spaces Location B Less than 110m 2 and/or 1 or 2 bedrooms 110m 2 or greater and/or 3 or more bedrooms Visitor Parking (per dwelling) Where Location A = within 800m of train station on a high frequency rail route or within 250m of a high frequency bus route and Location B = not within the distances outlined in A above. Source: Department of Planning; R-code amaendment operational as per 23 October As the MBAC is not located within any high frequency public transport services, MBAC is considered to be located in Location B. In addition to the car parking requirements, the R-codes also require 1 bicycle parking space to be provided for residents for each 3 dwellings, as well as 1 bicycle parking space to be provided for visitors for each 10 dwellings. 24 November 2015 Cardno 32

39 6.1 Residential Apartments (Multiple Dwellings) As shown in Table 4-1, a total of 295 residential apartments is proposed to be located within the MBAC. The vehicle and bicycle parking requirements for parking for the residential apartments are summarised in Table 6-3. Table 6-3 Parking Requirements for Residential Apartments within MBAC as per R-Code Requirements Type of Dwelling Development Yield Car Parking Requirement Bicycle Parking Requirement Less than 110m 2 and/or 1 or 2 bedrooms Visitor Parking (per dwelling) TOTAL It is noted that a total of 74 residential visitor bays will be required under the City of Albany LPS. However, it s likely that the demand for these visitor bays will not occur during regular business hours (i.e. before 5pm) on weekdays. Due to the substantial amount of public on-street parking that is provided in the area (in excess of 300 bays within 400m), it is likely that the residential visitors will be able to utilise these parking bays. It is therefore recommended that no dedicated residential visitor parking spaces be provided within the residential components of the MBAC. 6.2 Retail As shown in Table 4-1, a total of 786m 2 of retail space is proposed to be located within the MBAC. The vehicle and bicycle parking requirements for parking for the retail area are summarised in Table 6-4. Table 6-4 Parking Requirements for Retail Land Use within MBAC Land Use Development Yield Car Parking Requirement Bicycle Parking Requirement Retail 786m TOTAL 786m It is noted that the parking requirements for the retail land uses assumes that all trips to the retail land use have shopping as their primary trip purpose. Due to the proximity of other land uses and trip attractors (such as the hotel, cafes, restaurants and Middleton Beach), it s likely that more than 50% of the total trips to the retail have a primary trip purpose other than shopping and it is therefore recommended that the parking associated with the retail land uses is reduced by 50%. 6.3 Hotel As shown in Table 4-1, a hotel with a total of 90 rooms is proposed to be located within the MBAC. The vehicle and bicycle parking requirements for parking for the hotel are summarised in Table 6-5. It is noted that as only the number of hotel rooms has been defined as part of the structure plan, the number of employees, the size of the bar area, the number of seats in the dining area is not known at present and have been therefore been estimated from research and experience of similar hotel types and sizes within Australia. 24 November 2015 Cardno 33

40 Table 6-5 Parking Requirements for Hotel within MBAC Parking Rate Development Yield Car Parking Requirement Bicycle Parking Requirement 1 per Employee per 3m 2 bar area 100m 2 (assumed) per 4 seats in dining area 100 seats per bedroom 90 rooms per 4m 2 other public areas TOTAL It is noted that with regards to the parking spaces to be provided for hotel employees, the LPS does not differentiate between different employee types (full-time, part-time, casual, etc.) or account for this and different staff shift times. It s therefore considered likely that the amount of parking required by employees can be reduced by 50% to account for these considerations. It is also noted that approximately 60 parking spaces are required for the bar (34 parking spaces) and dining (25 parking spaces) areas associated with the hotel. However, as shown in Figure 6-1, the peak parking utilisation for these uses are most likely to occur outside of regular business hours, it is likely that the bar and dining patrons will be able to utilise the public on-street parking bays instead, additionally many of the users of the facilities will already be in the area and have other trip purposes (e.g. visiting the beach). It is therefore recommended that no dedicated parking spaces be provided for the bar and dining areas associated with the hotel. 24 November 2015 Cardno 34

41 6.4 Reciprocal Parking Utilisation Figure 6-1 below shows the average weekday parking utilisation for the main land uses proposed as part of the MBAC. This figure shows that the peak demand for residential and hotel parking period occurs approximately between 20:00 08:00 (when residents / hotel visitors are at their respective residences) while peak demand for retail occurs between 09:00 21:00 (subject to local retail trading hour restrictions) and between 17:00 21:00 for quality restaurants, although it is noted that a local peak reaching a peak demand of 50% is also observed during the lunch time period 12:00 13:00 for quality restaurants. Figure 6-1 Average Weekday Parking Utilisation Source: ITE Parking Generation 4 th Edition 24 November 2015 Cardno 35

42 6.5 Total Parking Provision The total parking provision required as a result of the proposed development within the MBAC area is summarised in Table 6-6. Table 6-6 Total Parking Provision for MBAC Land Use Statutory Vehicle Parking Provision Recommended Vehicle Parking Reduction Recommended Parking Provision Statutory Bicycle Parking Provision Recommended Bicycle Parking Provision Hotel (1) Residential Apartments (Multiple Dwellings) (2) (4) Retail Area (3) TOTAL Notes: (1) Ancillary uses (bar/dining) considered mainly to be used by hotel visitors and majority of non-hotel visitors assumed to visit after business hours (i.e. after 5pm). (2) Residential visitors assumed to utilise public parking located within or adjacent to MBAC. (3) Retail customers with retail (shopping) as main trip purpose assumed to consist of 50% of all trips to retail land uses. (4) In order to further encourage the use of active transport modes, Cardno recommends that 1 bicycle parking space be provided for each residential dwelling, as well as 1 visitor bicycle parking be provided for each 10 dwellings (as per R-codes). The residential bicycle parking spaces should be provided in a secure and covered area. It is noted that the above parking provisions recommended are subject to further negotiations with the City of Albany. 6.6 Public Parking The existing and proposed parking supply within the MBAC area is summarised in Table 6-7 (note: this does not include the public parking area adjacent to the Albany Surf Life Save Club). Advice from the City suggests that except for peak seasonal times and during special events, the existing parking supply is sufficient to cater for the existing public parking demand. Table 6-7 Scenario Existing and Proposed Public Car Parking within MBAC No. of Public Car Bays (Approximately) Existing 124 Development Source: Hames Sharley (increase of 27 bays) It is recommended that a Parking Management Strategy be developed to ensure that the public parking supply is effectively managed. The introduction of measures by the City, such as Intelligent Parking Systems, will be able to actively direct vehicles to areas with vacant parking, thus reducing the amount of circulating vehicles searching for parking. 24 November 2015 Cardno 36

43 6.7 Special Event Parking Due to its location and proximity to shared paths, a number of special annual events (such as Carols by Candlelight, City to Surf) currently take place at Middleton Beach each year. Due to the popularity of both these events and Middleton Beach, these events are typically attended by a substantial volume of people. While special public transport services are provided to some of these events, the majority of people use private vehicle as the mode of transportation to attend these events. This results in parking demand that exceeds the existing supply and advice provided by the City suggests that the majority of the people will park their cars on the verges along Adelaide Crescent. Due to the infrequency of these events, it is not recommended that additional parking spaces be provided to cater for the demand during the special events as these additional spaces would only be utilised a few times over the year and would likely reduce the amenity of Middleton Beach and act as a barrier for pedestrians. 24 November 2015 Cardno 37

44 7 Conclusions The conclusions for the Middleton Beach Activity Centre are as follows: > The proposed development to be located at Middleton Beach comprises of residential, retail and hotel land uses and will further enhance the amenity of Middleton Beach, as well as re-provide a high standard tourist accommodation. > The land uses within the proposed MBAC will generate an estimated 270 two-way trips during the AM peak hour period and 302 trips during the PM peak hour period. > The proposed internal cycling and pedestrian network will provide good connectivity to the surrounding external pedestrian and cycling infrastructure, to ensure that active transport is promoted as viable transport modes to/from the MBAC. > Due to the quantum of existing off-street parking facilities surrounding or within the study area, it is recommended that a total of 506 parking bays be provided as part of the Middleton Beach Activity Centre. o o It is not recommended that parking be provided to cater for demands during special events as this will not be utilised for the majority of days during the year and would reduce both the amenity of the area and act as a barrier for pedestrians. It is recommended that 1 bicycle parking space be provided to each of the residential dwellings within the MBAC to promote the use of cycling to/from the MBAC, as well as 1 bicycle parking space per 10 dwellings to be provided for the residential visitors. > SIDRA analysis of the intersections within the study area showed that the existing intersections within the study area have sufficient capacity to operate satisfactorily for all scenarios considered as part of this assessment, including a peak season sensitivity test scenario. > Vehicular access to the parking areas associated with the residential units will be provided via the internal laneways, which can be access via Barnett Street and Adelaide Crescent. The Public Access Way will be for pedestrians and cyclists only and will not be accessible by private vehicles. > Road cross-sections have been proposed in accordance with Australian Standards and Liveable Neighbourhoods (2015 Draft). 24 November 2015 Cardno 38

45 APPENDIX A WAPC TRANSPORT ASSESSMENT CHECKLIST 24 November 2015 Cardno 39

46 Item Status Comments/Proposals Summary Introduction/Background Included in Section 1 Structure Plan Proposal Included in Section 4 Regional context Included in Section 4.1 Proposed land uses Included in Section 4.2 Table of land uses and quantities Included in Section 4.2 Major attractors / generators Included in Section 2.9 Specific Issues Existing Situation Existing land uses within structure plan Existing land uses within 800m of structure plan area Existing road network within structure plan area Existing pedestrian/cycle networks within structure plan area Existing public transport services within structure plan area Existing road network within 2 (or 5) km of structure plan area Traffic flows on roads within structure plan area (AM and/or PM peak hours) Traffic flows on roads within 2 (or 5) km of structure plan area (AM and/or PM peak hours) Existing pedestrian/cycle networks within 800m of structure plan area Existing public transport services within 800m of structure plan area Proposed Internal Transport Networks Changes/additions to existing road network or proposed new road network Seasonal traffic variation described in Included in Section 2.1 Included in Section 2.1 Included in Section Included in Section 2.10 and 2.8 Included in Section 2.6 Included in Section Included in Section 2.4 and Included in Section 2.4 and Included in Section 2.10 and 2.8 Included in Section 2.6 Included in Section 3.1 Road reservation widths Included in Section 5.6 Road cross-sections and speed limits Included in Section 5.6 Intersection controls Included in Section 4.2 Pedestrian / cycle networks and crossing facilities Included in Section 4.2 Public transport routes Included in Section 3.2 Changes to External Transport Networks Road network Included in Section 3.1 Intersection controls Included in Section 3.1 Pedestrian/cycle networks and crossing facilities Included in Section November 2015 Cardno 40

47 Public transport services Included in Section 3.2 Analysis of Internal Transport Networks Assessment year(s) and time period(s) Included in Section 5.4 Structure plan generated traffic Included in Section 5.2 Extraneous (through) traffic Included in Section 5.4 Design traffic flows (ie. Total traffic) Included in Section 5.4 Road cross-sections Included in Section 5.6 Intersection controls Included in Section 4.2 Access strategy Included in Section 5.1 Pedestrian / cycle networks Included in Section 3.3 and 3.4 Safe routes to schools NA Pedestrian permeability and efficiency Included in Section 3.3 and 3.4 Conclusions Included in Section 7 24 November 2015 Cardno 41

48 APPENDIX B PROPOSED ROAD CROSS-SECTIONS 24 November 2015 Cardno 42

49