C. BUILDING FACADE CALCULATION METHODOLOGY

Stage 01 Lot 05 Cockburn Central

Acoustics - Report for Development Approval

C BUILDING FACADE CALCULATION METHODOLOGY

© SEALHURST PTY LTD All Rights Reserved SEA-2014-060 RPT001_RevB [DA]

C. BUILDING FACADE CALCULATION METHODOLOGY

C.1 Calculation Principles

Noise data obtained during the documented survey period and presented herein will provide the basis against

which predicted internal noise levels can be calculated and compared against the referenced Australian Standard

AS2107:2000 criteria to assess internal noise amenity and compliance. The process of this evaluation assesses

the composite acoustic performance of each façade element (e.g. glazing/frame, building envelope, ventilation

opening etc) is calculated and the measured external sound field is said to impinge upon it as direct sound. As

all measured noise levels were recorded under ‘free-field’ conditions, a correction of 2.5dB is applied to linear

spectral noise levels when calculating façade performance to account for the façade incidence effect.

From the layouts and elevation drawings the building envelope there are typically two materials capable of

transmitting sound into the internal space; Concrete, masonry or other main building structure construction, and

a range of framed and sliding glazing elements. Airborne sound transmission through the building structural

element is less critical than sound transmission through glazed panels, therefore various acoustic performances of

glazing types and thicknesses will be assessed and adjusted in design calculation to effect the most cost-effective

design solution, whilst ensuring design compliance is demonstrated.

Corresponding internal noise levels are then predicted using these detailed sound transmission loss calculations

through the calculated composite façade performance, with resultant internal levels corrected for radiating

(exposed) façade area and internal energy ‘losses’ associated with transmitted sound undergoing absorption

from (proposed) internal room finishes. This assessment is generally conservative to allow for unforeseen

variation in eventual performance.

Each façade is also assessed for flanking transmission paths. This includes, but is not limited to, transmission

through junctions between structural elements, aperture seals, and transmission through inter-connected

elements such as mechanical systems.

In order that an acoustically-robust façade design is achieved, building façade assessment calculations are

undertaken using ‘worst case’ (i.e. highest measured) external noise levels, unless otherwise noted. Calculations

are carried out on the most sensitive internal spaces – generally those with the largest glazed area and a low

internal absorptive area. This methodology provides an efficient review ensuring all spaces meet or exceed the

required standard.

All façade ingress calculations are carried out in accordance with the relevant parts of British and European

Standard BS EN 12354:2000 Building Acoustics – Estimation of acoustic performance of buildings from the

performance of elements Part 3: Airborne sound insulation against outdoor sound, which is the most prevalent

calculation methodology in the absence of an equivalent Australian Standard.



D CALCULATION OF NOISE EMISSIONS LIMITS


D. CALCULATION OF NOISE EMISSIONS LIMITS

An Assigned Noise Level is calculated for each noise sensitive receiver using a combination of environmental

factors local to the receiver. A standard set of ANL’s exist to provide a base level of acoustic amenity, as shown

in the Table below. These levels are modified by an Influencing Factor (IF) to reflect noise sensitivity in the

specific environment relative to the subject development.

To calculate the additional Influencing Factor (IF), concentric circles are drawn around the nearest noise-sensitive

reception point; one at 450m radius and one at 100m radius. Percentages are calculated for the amount of land

area within the circles used for noise emitting purposes (e.g. industrial or commercial uses) which are compared

to the total area encompassed by the concentric circles.

Traffic volume is taken into account in order to reach an acceptable ANL, or noise reception level, appropriate for

the area in which the receiver is to be situated.

Part of Premises Receiving Noise

Time of Day

Assigned Level (dB)

LA10 LA1 LAmax

Noise sensitive premises at locations within 15m of a building directly associated with a noise sensitive use

0700 to 1900 hours Monday to Saturday

45 + influencing factor



0900 to 1900 hours Sundays and public holidays




1900 to 2200 hours all days




2200 hours on any day to 0700 hours Monday to Saturday and 0900 hours Sunday and public holidays




Noise sensitive premises at locations further than 15m of a building directly associated with a noise sensitive use

All hours 60 75 80

Commercial premises

All hours 60 75 80

Industrial and Utility premises

All hours 65 80 90





Calculation of Influencing Factor (IF)

The Influencing Factor (IF) is calculated using the following equation:

Influencing Factor (IF) = I + C + TF

Where;

I = (% of industrial land usage within 100m + %industrial land usage within 450m) x 1 / 10

C = (% of commercial land usage within 100m + %commercial land usage within 450m) x 1 / 20

TF = +6 if there is a major road within 100m of the development

+2 if there is a major road within 450 m of the development

+ 2 if there is a secondary road within 100m of the development

The maximum value the transport factor (TF) can reach is 6;

A major road is defined as having Annual Average Weekday Traffic (AAWT) flows in excess of 15,000 vehicle

movements per day. A secondary road is defined as having Annual Average Weekday Traffic (AAWT) flows in

excess of 6,000 vehicle movements per day.

Identification of Land Use

The image below shows our calculation of Commercial (C) and Industrial (I) land use in inner (100 m) and outer

circle (450m) radii centred on nearest NSR, identified as the adjacent Lot 08, 1m from the property boundary,

15m south of the Stage 1 Lot 5 development facade. Commercial land use is shown light blue outer circle, and

dark blue in inner circle. Industrial land use is shown red in the outer circle. Yellow indicates “Secondary” road

transport infrastructure in the outer circle.





ASSIGNED NOISE LEVEL LIMTS – SUMMARY CALCULATION TABLE

Land Use Type & IF Calculation

Industrial "I"

% Area in Inner Circle 0%

+0

% Area in Outer Circle 0%

Commercial "C"

% Area in Inner Circle 34%

+3.16

% Area in Outer Circle 30%

Roads Location

Estimated vehicle

Movements per

day

Classification Result "TF"

North Lake Rd (N of Beeliar Drv) INNER CIRCLE 15,180 Major +6

6

Beeliar Drv (W of Kwinana

Freeway) OUTER CIRCLE 35,540 Major +2

Kwinana Freeway OUTER CIRCLE >100,000 Major +2

INFLUENCING FACTOR +9.16

The resultant IF therefore equals 9, determining the applicable Assigned Noise Level limits at the NSR.



E EQUIPMENT CALIBRATION CERTIFICATES


E. EQUIPMENT CALIBRATION CERTIFICATES



F NOISE DURING CONSTRUCTION PHASE


F. NOISE DURING CONSTRUCTION PHASE

F.1 Extract from Appendix D AS 2436 - Section 4.6

AS2436:2010 Appendix D

Section 4.6

In demolition work alongside occupied premises there should, if possible, be a break in solid connections, e.g. concrete paving, between the working area and the adjoining buildings. This will reduce the transmission of vibration and structure-borne noise. Care should be taken that any such break is of no structural significance in relation to the planned system of demolition. The break could result in premature collapse due to lack of continuity or restraint. Care should be taken not to drop materials from a height either into or out of trucks. The surfaces on to which the materials are being moved should be covered by some resilient material. Particular care should be taken during the loading and unloading of scaffolding. Where material cannot be lowered in skips or by other means, it is recommended that properly constructed and damped chutes be used. The effectiveness of noise enclosures and screens can be partially lost if they are used incorrectly. For example, the noise being enclosed should be directed into and not out of the enclosure. There should also be no reflecting surfaces opposite the open side.

4.5.5 Maintenance of equipment Increases in plant noise are often indicative of future mechanical failure. Regular and effective maintenance of plant and equipment including vehicles is essential and will do much to maintain noise levels near to that of new plant. Maintenance should be carried out only by trained persons. Where maintenance work has to be done at night, precautions may be necessary to minimize any nuisance. Vibration from machinery with rotating parts can be reduced by attention to proper balancing. Frictional noise from the cutting action of tools and saws may be reduced if the tools are kept sharp. Other noises caused by friction in machines, conveyor rollers and trolleys can be reduced by proper lubrication.

4.6 CONTROLLING THE SPREAD OF NOISE

4.6.1 General

If noisy processes cannot be avoided, then the amount of noise reaching the receiver should be minimized. Two ways of doing this are either to increase the distance between the noise source and the receiver or to introduce noise reduction measures such as screens. Physical methods to reduce the transmission of noise between the site works and residences, or other sensitive land uses, are generally suited to works where there is longer-term exposure to the noise. Practices that will reduce noise from the site include: (a) Increasing the distance between noise sources and sensitive receivers. (b) Reducing the line-of-sight noise transmission to residences or other sensitive land uses using temporary barriers (stockpiles, shipping containers and site office transportables can be effective barriers). (c) Constructing barriers that are part of the project design early in the project to afford mitigation against site noise. (d) Installing purpose built noise barriers, acoustic sheds and enclosures.

4.6.2 Distance

Increasing the distance is often the most effective method of controlling noise. This may not be possible where work takes place on fixed structures, e.g. railway tracks. The effect of distance on noise levels is explained in Appendix B. Stationary plant such as compressors and generators can be located away from the work area so as to avoid being close to any noise-sensitive area.





4.6.3 Screening

On sites where distance is limited, the screening of noise may be of benefit and this should be taken into account at the planning stages. Appendix B illustrates the effect of the screen in reducing the noise level and Appendix D describes the performance of different types of acoustic screens and enclosures and the materials they are made of. If structures such as stores, site offices and other temporary buildings are situated between the noisiest part of the site and the nearest dwellings, some of the noise emission from the site can be reduced. If these buildings are occupied, then sound insulation measures may be necessary to protect workers in them.

A hoarding that includes a site office on an elevated structure offers a superior noise reduction when compared with a standard (simple) hoarding. This performance is further enhanced when the hoarding is a continuous barrier. Storage of building materials or the placement of shipping containers between the noise source and any noise-sensitive area may also provide useful screening and the same is true of partially completed or demolished buildings.

Noisy stationary plant can be put in a basement, the shell of which has been completed, provided reverberant noise can be controlled. Where compressors or generators are used in closed areas, it is necessary to ensure that the exhaust gases are discharged directly to the outside air and that there is good cross-ventilation to prevent the build-up of poisonous carbon monoxide fumes and to allow an adequate air supply to maintain efficient running.

Where such noise barriers are not practicable, a worthwhile reduction in noise can be obtained by siting the plant behind and as close as possible to mounds of earth, which may effectively screen the plant from any noise-sensitive areas. These can often be designed into the construction schedule or site arrangement for future landscaping. Water pumps, fans and other plant and equipment that operate on a 24-hour basis may not be a source of noise nuisance by day but can create problems at night. They should therefore be effectively screened either by being sited behind a noise barrier or by being positioned in a trench or a hollow in the ground provided this does not generate reverberant noise. In such cases, however, adequate ventilation should also be ensured.

Long, temporary earth embankments can provide quite an effective noise screen for mobile equipment moving, for example, on a haulage road. When the earthworks are complete, the earth mounds should be removed if possible with smaller, quieter excavators. A noise barrier may be a more reliable method of noise control than the imposition of restrictions on throttle settings. In many cases it will not be practicable to screen earthmoving operations effectively, but it may be possible to partially shield construction plant or to build-in at the early stages protective features ultimately required to screen traffic noise. Where earth noise barriers are not a practical proposition because of lack of space, consideration should be given to the possibility of constructing temporary screens from wood or any of the materials suggested in Appendix D.

The usefulness of a noise barrier will depend upon its length, its height, its position relative to the source and to the listener, and the material from which it is made. A barrier designed to reduce noise from a moving source should extend beyond the last property to be protected to a distance of not less than ten times the shortest measurement from the property to the barrier. A barrier designed to reduce noise from a stationary source should, where possible, extend to a distance beyond the direct line between the noise source and the receiver to a distance equal to ten times the effective barrier height, which is the height above the direct line between source and receiver. If the works are predominately within nominally closed structures, careful consideration should be given to reducing noise breakout at any openings.





4.7 CONTROL OF NOISE AT THE RECEIVER

In cases where noise emissions cannot be adequately controlled at the source or by controlling the spread of noise, consideration should be given to control of noise received at nearby sensitive locations. Provision of treatments at the affected residence or other sensitive land use is normally only suited to addressing noise from longer term construction projects at a stationary site, or where the work site is relatively isolated, or where only a few residences or other sensitive land uses are affected.

Practices that will mitigate the impacts of noise include: (a) Providing localized noise barriers adjacent to the receiving location. (b) Providing acoustic insulation to reduce airborne noise entering buildings, for example, heavyweight glazing or double glazing. (c) Providing ventilation to enable windows and doors to remain closed. (d) Providing access to temporary relocation for noise-affected occupants for short periods, for example, when high noise levels from construction occur at night and there are no feasible and reasonable ways of reducing noise levels.

4.8 CONTROL OF VIBRATION

4.8.1 General

Vibration can be more difficult to control than noise, and there are few generalizations that can be made about its control. It should be kept in mind that vibration may cause disturbance by causing structures to vibrate and radiate noise in addition to perceptible movement. Impulsive vibration can, in some cases, provide a trigger mechanism that could result in the failure of some building component that had previously been in a stable state. It can also trigger annoyance being elevated into action by occupants of exposed buildings, and should therefore be included in planning of communication with impacted communities.

It should be remembered that failures, sometimes catastrophic, can occur as a result of conditions not directly connected with the transmission of vibrations, e.g. the removal of supports from retaining structures to facilitate site access. BS 7385-2 provides information on managing groundborne vibration and its potential effects on buildings.

Where site activities may affect existing structures, a thorough engineering appraisal should be made at the planning stage. General principles of seeking minimal vibration at receiving structures should be followed in the first instance. Predictions of vibration levels likely to occur at sensitive receivers is recommended when these are relatively close, depending on the magnitude of source of the vibration or the distance involved. Relatively simple prediction methods are available in texts, codes of practice or other standards, however it is preferable to measure and assess site transmission and propagation characteristics between source and receiver locations.

Comparison of predicted levels of vibration with preferred or regulatory levels will indicate when either more detailed predictions are required or mitigation of transmitted vibration is advisable or necessary. Guidance in measures available for mitigation of vibration transmitted can be sought in more detailed standards, such as BS 5228-2 or policy documents, such as the NSW DEC Assessing Vibration: A technical guideline.

Identifying the strategy best suited to controlling vibration follows a similar approach to that of noise—of avoidance, control at the source, control along the propagation path, control at the receiver, or a combination of these. It is noted that vibration sources can include stationary plant (pumps and compressors), portable plant (jackhammers and pavement vibrators), mobile plant, pile-drivers, tunnelling machines and activities, and blasting, amongst others. Unusual ground conditions, such as a high water-table, can also cause a difference to expected or predicted results, especially with piling.



G ACOUSTIC GLOSSARY


G. ACOUSTIC GLOSSARY

Acoustic Measurement Parameter Definitions

dB

Decibel: a logarithmic scale applied to acoustic units such as sound pressure and sound power. Decibels are

always the ratio between two numbers. Sound Pressure in Pascals becomes "Sound Pressure Level re 2x10 -5 Pa"

in decibels. Sound Power in watts becomes "Sound Power Level re 10-12 W" in decibels. It is

also used for sound reduction or sound insulation and is the ratio of the amount of sound energy incident upon a

partition and the proportion of that energy which passes through the partition. The result is stated as a "decibel

reduction".

dB(A)

A- weighting: This is an electronic filter which attenuates sound levels at some frequencies relative to the sound

levels at other frequencies. The weighting is designed to produce the relative response of a human ear to sound

at different frequencies. The A-weighted sound level is therefore a measure of the subjective loudness of sound

rather than physical amplitude. A- weighting is used extensively and is denoted by the subscript A as in LA10, LAeq

etc. (Levels given without the subscript A are linear sound levels without the A- weighting applied, e. g. L10, Leq

etc.).

LAeq,T

The “A” weighted equivalent continuous sound pressure level. This may be thought of as the "average" sound

level over a given time “T”. It is used for assessing noise from various sources: industrial and commercial

premises, construction sites, railways and other intermittent noises.

LA90,T

The “A” weighted sound pressure level that is exceeded for 90% of the time T. It reflects the quiet periods

during that time and is often referred to as the "background noise level". It is used for setting noise emission

limits for industrial and commercial premises.

LAmax

The maximum "A" weighted sound pressure level during a given time on fast or slow response.

LpA

The "A" weighted sound pressure Level. The sound pressure level is filtered through a standard frequency

weighting known as A-weighting. This filter copies the frequency response of the human ear, so that the

resulting sound level closely represents what people actually hear.

R

Is the sound reduction index of a construction element in octave or 1/3 octaves and can only be measured in a

laboratory. There must be no flanking transmission.

R'

Is the sound reduction index of a construction element in octave or 1/3 octaves measured on site, and normally

includes flanking transmission (ie where sound travels via paths other than straight through the element being

tested, such as columns, ducts, along external walls, etc).



G ACOUSTIC GLOSSARY


Rw

To get the weighted sound reduction index (Rw) of a construction, the R values are measured in octave or 1/3

octave bands covering the range of 100Hz to 3150Hz. The curve is adjusted so that the unfavourable deviation

(or shortfall of the actual measurements below this standard curve) averaged over all the octave or 1/3 octave

bands is not greater than 2dB. The value of the curve at 500Hz is the Rw.

R’w

The apparent sound reduction index, which is determined in exactly the same way as the Rw but on site where

there is likely to be some flanking transmission.

D

This is the "level difference". It is determined by placing a noise source in one room and measuring the noise

levels in that room (the "source room") and an adjacent room (the "receiver room"). The level difference is

calculated by simply deducting the "receiver" noise level (dB) from the "source" noise level (dB).

Dw

This is the weighted level difference. D is measured on site in octave or 1/3 octave bands covering the range of

100Hz to 3150Hz. The D values are compared to a standard weighting curve. The curve is adjusted so that the

"unfavourable deviation" (or shortfall of the actual measurements below this standard curve) averaged over all

the octave or 1/3 octave bands is not greater than 2dB. The Dw is then the value of the curve at 500Hz.

Dnw

This is the weighted normalised level difference. D is measured on site in octave or 1/3 octave bands covering the

range of 100Hz to 3150Hz. As the level difference is affected by the area of the common wall/ floor and the

volume of the receiving room, as well as the amount of absorption in the receiving room, in the case of the DnT,w,

the results are "normalised" by a mathematical correction to 10m2 of absorption (Dn). The same weighting curve

as for Dw is used to obtain the single figure: Dnw.



G ACOUSTIC GLOSSARY


Acoustic Performance Guide

DnT,w

This is the weighted standardised level difference. D is measured on site in octave or 1/3 octave bands covering

the range of 100Hz to 3150Hz. As the level difference is affected by the area of the common wall/ floor and the

volume of the receiving room, as well as the amount of absorption in the receiving room, in the case of the DnT,w,

the results are "standardised" by a mathematical correction a reverberation time, usually 0.5 seconds (DnT). The

same weighting curve as for Dw is used to obtain a single figure "DnT,w"

DnT(Tmf, max),w

This is the weighted BB93 standardised level difference corresponding to a Building Bulletin 93 reference value

reverberation time in a receiving room. It is measured on site in accordance with BS EN ISO 140- 4: 1998.

Dn,c

Suspended ceiling normalised level difference. This is the sound level difference between two rooms, separated

by a suspended ceiling, normalised to a reference value of absorption in the receiving room (10m2 for the

Laboratory as specified in ISO 140- 9 : 1985). It is measured in 1/3 octave or octave frequency bands.

Dn,c,w

Weighted suspended ceiling normalised level difference. This is a single number quantity representing the sound

reduction between two rooms separated a suspended ceiling. It is obtained by applying specified weightings to

the 1/3 octave band suspended ceiling normalised level differences in the frequency range 100Hz to 3150Hz.

Ctr

Spectrum adaptation term: Value, in decibels, to be added to a single- number rating (e. g. Rw) to take account

of the characteristics of particular sound spectra. Ctr is calculated using an A- weighted urban traffic noise

spectrum as defined in BS EN ISO 717- 1 : 1997.

NR

Stands for Noise Rating. (It is NOT noise reduction). It is (e. g. NR30, NR35 etc.) a single number, which

represents the sound level in a room and takes account of the frequency content of the noise. The lower the NR

value, the quieter the room will be. It is mainly used for assessing noise from mechanical services systems. In

leisure developments it is used as a standard for noise break- in to rooms from external noise sources such as

traffic.

NC

Stands for Noise Criteria. It is very similar to NR but (e.g. NC30, NC35 etc.) uses slightly different frequency

weightings.

NRC

Stands for Noise Reduction Coefficient. The noise reduction coefficient of a material is the average, to the

nearest multiple of 0.05, of the absorption coefficients at 250Hz, 500Hz, 1kHz and 2kHz.



G ACOUSTIC GLOSSARY


α

Stands for Absorption Coefficient, which represents the proportion of incident sound energy arriving from all

directions that is not reflected back into the room. It ranges between 0 and 1, where 0 is reflective and 1 is totally

absorptive.

αw

Stands for Weighted Absorption Coefficient. Single- number frequency dependent value which equals the value

of the reference curve at 500Hz after shifting it as specified in EN ISO 11654 :1997.

αp

Stands for practical absorption factor. It is a frequency dependent value of sound absorption coefficient which is

based on measurements in one- third- octave bands in accordance with ISO 354 and which is calculated in octave

bands in accordance with EN ISO 11654 : 1997. It is the arithmetic mean of the three 1/3 octave sound

absorption coefficients within the octave being considered. The mean value is calculated to the second decimal

place and rounded in steps of 0.05 up to a value of 1.0.

Class X

Stands for the Absorption Class between 250 and 4kHz, as defined by EN ISO 11654. Class A is the best

classification representing the highest level of absorption, and Class E offers to lowest classification.

RT or T60

Reverberation Time is a measure of the echoic nature of a room. It is normally measured in 1/3 octave or 1/1

octave bands by creating a loud noise and measuring the time it takes for that noise to decay by 60dB. The

longer the reverberation time, the more ‘echoey’ a room sounds. For dwellings, a reverberation time of 0.5

seconds or less is normal. Cinema auditoria will have reverberation times of 1.0 second or below when fitted out,

but up to 9 seconds at shell completion.

When designing acoustically sensitive areas such as concert halls or lecture theatres, it is necessary to design the

room finishes to achieve optimum reverberation times. These will vary depending on the type of activity in the

room and the room volume.

Tmf

Stands for the arithmetic average of the reverberation times in the 500Hz, 1kHz and 2kHz octave bands, for the

type of receiving room, as defined in UK Schools design manual, Building Bulletin 93.

Lot 5 Signal Terrace, Cockburn Central

Transport Assessment CW932300

Prepared for Fraser Property Australia

06 November 2015

Lot 5 Signal Terrace, Cockburn Central

Transport Assessment CW932300

Lot 5 Signal Terrace, Cockburn Central Transport Assessment

CW932300 Cardno 06 November 2015 Prepared for Fraser Property Australia ii

Document Information

Prepared for Fraser Property Australia

Project Name Transport Assessment

File Reference CW932300-TR-R001-B-TIA-V1MBM-RJC.docx

Job Reference CW932300

Date 06 November 2015

Contact Information

Cardno (WA) Pty Ltd

ABN 77 009 119 000

11 Harvest Terrace

PO Box 447

West Perth WA 6872

Telephone: 08 9273 3888

Facsimile: 08 9388 3831

International: +61 8 9273 3888

[email protected]

www.cardno.com.au

Document Control

Version Date Author Author Initials

Reviewer Reviewer Initials

A 05/11/2015 Mina Bayat Mokhtari MBM Ray Cook RJC

B 06/11/2015 Mina Bayat Mokhtari MBM Ray Cook RJC

© Cardno 2015. 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.

mailto:[email protected]

http://www.cardno.com.au/


CW932300 Cardno 06 November 2015 Prepared for Fraser Property Australia iii

Table of Contents

1 Introduction 1

1.1 Introduction 1

2 Existing Situation 2

2.1 Existing Site Context 2

2.2 Existing Road Network 3

2.3 Existing Intersections 5

2.4 Existing Site Traffic Generation and Land Uses 5

2.5 Existing Road Network Performance 6

2.6 Existing Pedestrian/Cycle Networks 6

2.7 Existing Public Transport Facilities 7

2.8 Crash Assessment 8

3 Proposed Redevelopment 9

3.1 Development Yields 9

3.2 Access Arrangements 9

3.3 Service Vehicle Provision 10

4 Analysis of Transport Network 11

4.1 Transport Assessment 11

4.2 Development Traffic Generation 11

4.3 Development Traffic Distribution and Assignment 12

4.4 Car Parking Provision 14

4.5 Bicycle Parking Provision 15

4.6 End of Trip Facilities 15

4.7 Car Park Layout 15

4.8 Proposed Pedestrian/Cycle Facilities 15

4.9 Proposed Public Transport Facilities 15

4.10 Intersection Performance 16

4.11 Safe Walk/Cycle to School 19

5 Site Specific Issues 20

5.1 Site Specific Transport Issues 20

5.2 Operation of Sleeper Lane 20

6 Conclusions 21

Tables

Existing mid-block traffic volumes (two-way) 6

Cockburn Central Bus Routes 7

ITE Trip Generation Rates 11

Generated traffic directional proportions 11

Trip Generation (Stage 1-4) 11

Modes used by Cockburn Central Residents for Home-based Work Trips 12

Car Parking Requirements 14

Proposed Land Uses and Parking Bays, Stage 1-4 14

Bicycle Parking Requirements 15


CW932300 Cardno 06 November 2015 Prepared for Fraser Property Australia iv

Sleeper Lane / Junction Boulevard Intersection Performance for 2021 AM Peak Hour 16

Sleeper Lane / Junction Boulevard Intersection Performance for 2021 PM Peak Hour 17

Sleeper Lane / Signal Terrace Intersection Performance for 2021 AM Peak Hour 18

Sleeper Lane / Signal Terrace Intersection Performance for 2021 PM Peak Hour 18

Figures

The Site Locality 2

Land uses adjacent to the Site 2

The Close-up Image of the Development Site 3

The existing road network surrounding the Shopping Centre 4

Existing intersection of Junction Boulevard/Sleeper Lane 5

Existing intersection of Signal Terrace/ Sleeper Lane 5

Exisitng Pedestrian/Cycling Facilities in the Area Surrounding the Site 6

Existing Public Transport Services in the Area Surounding the Site 7

Access arrangements for the Site 9

Turning movement diagram for 2021- AM Peak Hour 13

Turning movement diagram for 2021- PM Peak Hour 13

SIDRA Layout for Sleeper Lane / Junction Boulevard Intersection 16

SIDRA Layout for Sleeper Lane / Signal Terrace Intersection 17

Appendices

Appendix A Concept Development Plans

Appendix B WAPC checklist


CW932300 Cardno 06 November 2015 Prepared for Fraser Property Australia 1

1 Introduction

1.1 Introduction

Cardno has been commissioned by Fraser Property Australia to prepare a Transport Assessment for the

proposed mixed used development located at lot 5 Signal Terrace, Cockburn Central Town Centre. The

development full build out is planned to be in 4 stages and this report will review the transport aspects of

the proposed development for the full build out but with special focus on Stage 1 which is the subject of the

current Development Application (DA).

The development plan is provided is enclosed in Appendix A.

This report has been prepared in accordance with the Western Australian Planning Commission (WAPC)

Transport Assessment Guidelines for Developments: Volume 4 – Individual Developments (2006) and the

related checklist is included at Appendix B.

This report will specifically focus on traffic access, circulation, and safety. Discussion regarding pedestrian,

cycle and public transport considerations is also provided.



2 Existing Situation

2.1 Existing Site Context

The proposed development site (the Site) is located in Cockburn Central Town Centre and is bounded by

Junction Boulevard to the north, Midgegooroo Avenue to the west, Signal Terrace to the south and Sleeper

Lane to the east.

The location of the Site is illustrated in Figure 2-1.

The Site Locality

Source: Nearmap 2015

As shown in Figure 2-2, the surrounding area of the Site is also zoned as “Mixed Use”.

Land uses adjacent to the Site

Source: City of Cockburn Mapping Tool, October 2015

The Site



The Site is currently a vacant land. Apart from the developed land to the east and south of the Site the area to

the north and west of the Site is mainly undeveloped.

The close-up image of the site is shown in Figure 2-3 below

The Close-up Image of the Development Site


2.2 Existing Road Network

Figure 2-4 shows the layout and classification of the roads surrounding the Site.

Road classifications are defined in the Main Roads Functional Hierarchy as follows:

Primary Distributors (light blue): Form the regional and inter-regional grid of MRWA traffic routes and

carry large volumes of fast-moving traffic. Some are strategic freight routes, and all are National or State

roads. They are managed by Main Roads.

District Distributor A (green): These carry traffic between industrial, commercial and residential areas and

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 (dark blue): 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 traffic demand in excess of that originally intended. District Distributor A and B roads run

between land-use cells and not through them, forming a grid that would ideally be around 1.5 kilometres apart.

They are managed by Local Government.

Local Distributors (orange): 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 (grey): 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.

The existing road network surrounding the Shopping Centre

Source: Main Roads Mapping Information Centre 2015

The characteristics of the surrounding road network are discussed as follows: > Midgegooroo Avenue: located on the western boundary of the Site. Consists of a four-lane two-way

median-divided carriageway. Midgegooroo Avenue connects to Junction Boulevard and Signal Terrace to

the north-west and south-west of the Site respectively. Midgegooroo Avenue is a District Distributor A in

the MRWA Metropolitan Functional Road Hierarchy (MFRH). Midgegooroo Avenue functions as

continuation to North Lakes Road that serves as the main connection between the residential areas to the

north-west and Cockburn Town Centre. Midgegooroo Avenue has a posted speed limit of 70 km/h, on-

street parking is currently not feasible along both sides of Midgegooroo Avenue adjacent to the Site.

> Signal Terrace: located on the southern boundary of the Site. Consists of a two-lane two-way median-

divided carriageway. Signal Terrace connects to Midgegooroo Avenue and Sleeper Lane to the south-west

and south-east of the Site respectively. Signal Terrace is an Access Road in the MFRH WA, with a posted

speed limit of 50 km/h. Indented parking is provided on both sides of Signal Terrace adjacent to the Site.

> Junction Boulevard: located on the northern boundary of the Development. Consists of a two-lane two-

way median-divided carriageway. Junction Boulevard connects to Midgegooroo Avenue and Sleeper Lane

to the north-west and north-east of the site, respectively. Junction Boulevard is an Access Road in the

MFRH WA, with a posted speed limit of 50 km/h. Indented parking is provided on both sides of junction

Boulevard adjacent to the Site.

> Sleeper Lane: located on the eastern side of the Site is an un-marked two-way carriageway. Sleeper Lane

connects to Signal Terrace and Junction Boulevard to the north east and south east of the Site respectively.

Sleeper Lane is an Access Road in the MFRH with a posted speed limit of 50 km/h, on-street parking is

currently not feasible along both sides of the Site. Sleeper Lane is currently about 6 m wide and also has a

mainly red asphalt pavement which combined with its narrowness will encourage drivers to drive slowly.

Therefore it is expected that its operation is as a lane way and the operational speed in Sleeper Lane will

be about 30 km/h.

The Site



2.3 Existing Intersections

Sleeper Lane / Junction Boulevard Intersection (Figure 2-5) located at the north eastern corner of the Site

is a full movement T-intersection.

Existing intersection of Junction Boulevard/Sleeper Lane


Signal Terrace/ Sleeper Lane (Figure 2-6) located at the south western corner of the site is a four-way priority

intersection.

Existing intersection of Signal Terrace/ Sleeper Lane


2.4 Existing Site Traffic Generation and Land Uses

Currently the Site is a vacant land and there is no trip to/from the Site.

Signal Terrace

Sleeper Lane

Sleeper Lane

Junction Boulevard

Junction Boulevard

Sleeper Lane

Signal Terrace



2.5 Existing Road Network Performance

Existing traffic volumes of the surrounding road network were sourced from traffic count data undertaken by

Cardno in November 2015. Details are summarised in Table 2-1.

Existing mid-block traffic volumes (two-way)

Average Two-way Weekday Traffic

Volumes

Date Vehicles per AM

Peak Hour

Vehicles per PM Peak Hour

Junction Boulevard November 2015 40 180

Signal Terrace November 2015 200 250

Sleeper Lane* November 2015 - -

*No data was recorded for existing traffic movements along Sleeper Lane as it was closed for the purpose of construction

2.6 Existing Pedestrian/Cycle Networks

According to the map provided by Department of Transport, there is a shared path along Midgegooroo Avenue

that continues to the north and south and connects to the shared path along Beeliar Drive, which continues

toward east and connects to the shared path along Kwinana Freeway. There is no other dedicated on-road

and limited off-road cyclist facilities in the close vicinity of the Site. Footpaths are provided on both sides of the

roads surrounding the Site, the majority of paths exceed the 2.0m minimum and are generally considered

suitable for slow-speed utility cycling access. Town Centre streets are also generally low speed, with capacity

for mixed-traffic cycling for more confident riders. This suggests that there are reasonable existing links

between the Site and the surrounding area.

The walk and cycle map is shown in Figure 2-7

Exisitng Pedestrian/Cycling Facilities in the Area Surrounding the Site

Source: Department of Transport, Walk & Cycle Information, July 2013

The Site



2.7 Existing Public Transport Facilities

Cockburn Central Train Station is located within 400m walkable catchment from the Site. Trains toward Mandurah/Perth stop at this station every 10 minutes. A number of buses provide services from this train station to the surrounding suburbs. The local bus frequencies and information about bus routes within the Site surrounding area are shown in Table 2-2 and Figure 2-8, respectively.

Cockburn Central Bus Routes

Route No. Route Description Frequency per day

Weekdays Saturday

514 Murdoch Stain - Cockburn Central Station every 20 – 60 minutes every 60 minutes

518 Murdock Station - Cockburn Central Station every 20 – 30 minutes every 60 minutes

525 & 526 Cockburn Central Station – Hammond Park every 10 – 30 minutes every 20 – 45 minutes

522 Cockburn Central Station - Spearwood 1 service per day No service

532 Cockburn Central Station- Fremantle Station every 10 – 30 minutes every 60 minutes

Access to Cockburn Central Train Station is supported by footpaths along both sides of the roads in the area

surrounding the Site.

Uncontrolled crossings are provided at all the intersections located between the Site and the train station to

support access to public transport.

Existing Public Transport Services in the Area Surounding the Site

Source: Public Transport Authority

It can be stated that due to its proximity to the station, this Site has very good public transport connectivity.

The Site



2.8 Crash Assessment

A search of the Main Roads WA Reporting Centre for traffic accident data was made. This search covered all

recorded accidents between 1 January 2010 and 31 December 2014 on the following sections of the roads:

Intersection of Signal Terrace/Midgegooroo Avenue

It is understood that this intersection was upgraded in 2014 and MRWA Reporting Centre only provides data

up to December 2014.

Records show that before the upgrade, ten crashes occurred at this intersection, of which nine happened

between 2010 and 2012 and one in 2013.

Intersection of Signal Terrace/Linkage Avenue

There is a record of 11 crashes occurred at this intersection. Right Angle crashes are the most common type

of crashes at this intersection. 4 of the recorded crashes required medical attention.

It should be noted that 9 of the crashes were occurred between March 2010 and November 2012, at this time

most of the roads and intersection in Cockburn Central Town Center were under construction.



3 Proposed Redevelopment

3.1 Development Yields

As stated earlier the Site is a mixed used development and is planned to be developed in 4 different stages.

Stage 1-4 consists of the followings:

332 Multiple Dwellings

743 sq.m Commercial Units

307.5 sq.m Café

The proposed plans of the Site is provided in Appendix B.

3.2 Access Arrangements

As shown in Figure 3-1 the Site provides 2 access points (A and B) for cars and both are located on Sleeper

Lane.

Access arrangements for the Site

Source: Cameron Chisholm Nicol

Entry/exit to the Site for pedestrian is provided at 4 different locations. (Each Stage will provide a separate

access for residents).

A

A A

B



3.3 Service Vehicle Provision

As per information provided in the waste management plan prepared by Bowman Associates Pty Ltd, once

construction of all stages is complete, the waste collection will be from the ground floor. The truck will always

travel in forward direction.



4 Analysis of Transport Network

4.1 Transport Assessment

Future traffic conditions have been analysed for the year 2021. The assessment quantifies the effect that the

Site (Stage 1-4) will have on the road network.

Given that currently much of the land in the area surrounding the Site is undeveloped, for the purpose of the

traffic analysis only the future scenario has been considered.

As per the information provided in the ABS website, the population growth in the City of Cockburn is about

4.5% per annum. As a conservative estimate, the existing background traffic was increased by 5% per annum

to project the background traffic for 2021.

Conservatively, for the purpose of this assessment, traffic generated by the undeveloped, planned,

developments in the area has also been added the existing background traffic and then increased by the

growth factor of 5% per annum.

4.2 Development Traffic Generation

Trip generation rates for the residential dwellings have been sourced from Institute of Transport Engineer’s

Trip Generation Handbook 7th Edition.

Trips to the Site for the Commercial area and the Café have been based on the number of car bays provided

on-site and trips made by the customers will be considered to be as part of the background growth.

Table 4-1 summaries the ITE rates for AM and PM peak periods.

ITE Trip Generation Rates

Land Use ITE Code Weekday Peak hours

AM Peak Hour PM Peak Hour

Mid-rise apartments 223 0.35 per dwelling 0.44 per dwelling

Commercial and Café - 1 per 1 car bay 1 per 1 car bay

Trip directionality proportions for the stated land uses have been also sourced from the ITE Trip Generation

Handbook 7th edition and are shown in Table 4-2.

Generated traffic directional proportions

Land Use AM Peak hour PM Peak Hour

IN OUT IN OUT

Mid-rise apartments 29% 71% 59% 41%

Commercial and Café 88% 12% 17% 83%

Table 4-3 shows the total number of trips estimated to be generated by the Site after the application of

above trip and direction rates.

Trip Generation (Stage 1-4)

Land Use AM Peak hour PM Peak Hour

IN OUT IN OUT

Mid-rise apartments 34 83 86 60

Commercial and Café 18 3 4 17

Due to the land uses, above trip generation are likely to be generated by vehicles such as private cars, mainly

by residents. It is noted that the trip generation is very conservative and it will most likely be much lower as

future residents will utilise the excellent public transport services.



4.3 Development Traffic Distribution and Assignment

As a result of having a train station and high frequency bus services in the close vicinity of the Site, it is

expected that a high proportion of home-based work and home-based education trips will be by using public

transport services.

Cockburn Central Station is approximately 19.4km south of Perth CBD and the travel time by train to Perth

Station is approximately 20 minutes. The cost of parking in the City can be prohibitive and as such, travelling

by train is an attractive mode of transport for commuters traveling to the Perth CBD in peak periods. Travel

time on the train is significantly faster when compared to travelling via private vehicle in peak periods

The ABS Census data for 2011 has been used to allocate residential trips to work to different modes.

Information about the modes used by the residents of Cockburn Central, is summarised in Table 4-4.

Modes used by Cockburn Central Residents for Home-based Work Trips

Travel to work %

People who travelled to work by public transport 13.60

People who travelled to work by car as driver or passenger 67.80 Source: ABS Census Data, 2011

Shown in Table 4-4, approximately 14% of employed people living in the Cockburn Central travel to work by

use of public transport services. It is noted that this proportion has not been applied to the number of trips

generated by the Site in the intersection performance assessment presented in Section 4.10 and the

assessment is therefore considered a very conservative assessment.

A common behavioural assumption in the study of transport networks is that travellers will gradually choose

routes that they identify as being the shortest under the traffic conditions. For the purpose of this report, it has

therefore been assumed that when the Site opens, drivers may be more inclined to turn right at the intersection

of Sleeper Lane/Signal Terrace and then turn right or left at the intersection of Midgegooroo Avenue/Signal

Terrace, As drivers will gradually start to experience delays, especially if they want to merge into traffic in

Signal Terrace, due to the volume of the through movement on Signal Terrace, they will decide to reduce their

travel time by choosing a different route. As a result, a proportion of traffic intending to go north is therefore

expected to go via Sleeper Lane and then via Linkage Avenue. It is also expected that people intending to

access Kwinana Freeway, will turn left at the intersection of Sleeper Lane /Signal Terrace and go south via

Linkage Avenue, and will merge into Beeliar Drive through the left in, left out intersection of Linkage Avenue

and Beelliar Drive as they do not need to go through the signalised intersection at Midgegooroo Avenue and

Beeliar Drive.

The results of above assumptions are shown in Figure 4-1 and Figure 4-2.

Figure 4-1 and Figure 4-2 show the turning movements at the intersections of Sleeper Lane/Junction

Boulevard and Sleeper Lane/Signal Terrace in 2021 including background 2021 traffic and all traffic due to the

developments planned in the area including The Site.



Turning movement diagram for 2021- AM Peak Hour


Turning movement diagram for 2021- PM Peak Hour




4.4 Car Parking Provision

The car parking provision required to service the proposed residential dwellings is set out in the Residential

Design Codes (R-Codes) and City of Cockburn Town Planning Scheme No.3. The applicable land uses and

their car parking requirements are set out in Table 4-5.

Car Parking Requirements

Use Car Parking Requirements

Multi-Unit Residential (Location A)*

1 car parking space per Less than 110m2 and/or 1 or 2 bedrooms

1.25 car parking space per 110m2 or greater and/or 3 or more bedrooms

0.25 visitor car parking space per residential dwelling unit (according to the agreement with the City of Cockburn, the number of visitor car parking bays can be limited to 10% of the total number of residential dwellings)

Commercial (Office) & Café **

1 per 50 sq.m GLA

Source: * R-Codes

Location A is within:

800m of a train station on a high frequency rail route, measured in a straight line from the pedestrian entry to the train

station platform to any part of a lot; or

250m of a high frequency bus route, measured in a straight line from along any part of the route to any part of a lot.

** City of Cockburn Town Planning Scheme No.3

Table 4-6 shows these requirements applied to the Site.

Proposed Land Uses and Parking Bays, Stage 1-4

Use Proposed No. of Car Bays Requirement Compliant

Multi-Unit Residential – 332 Units (42 x 3 bedrooms and the rest less than 3 bedrooms)

For residents 369 car bays for residents (see comment below)

343 Yes

For visitors 34 visitor spaces 34 (as per agreement with the

City)

Yes

Commercial (Office) and Café

for staff 21 car bays (including 1 ACROD bay)

21 Yes

It is noted that currently only Stage 1 of the 4 stages is part of this DA submission. As part of Stage 1, 121 car bays will be provided for 87 dwellings and 307.5 sq.m café and with following allocation:

98 car bays for residents (including 18 tandem bays)

6 car bays for commercial tenancies (including 1 ACROD)

17 car bays for visitors (8 bays will be allocated to Stage 2 )

The overall provision of visitor bays is subject to change as the plans for the other stages has not been finalised and Stage 1 provides sufficient visitor parking and also will provide extra visitor bays for the use of Stage 2 when it is developed.

As part of the agreement with the City of Cockburn some of the dwellings that are provided for affordable apartment living, will not have an allocated car parking bay and the Site will provide a motorcycle bay for each of these dwellings. Therefore, 29 motorcycle bays (5% of the total bays provided for residents) of which 16 will be provided as part of Stage 1 will provided on-site.



4.5 Bicycle Parking Provision

The bicycle parking requirement for the proposed development is also provided in City of Cockburn Town Planning Scheme No.3. It is shown in Table 4-7 below.

Bicycle Parking Requirements

Use Bicycle Parking Requirements

Multi-Unit Residential – 332 Units*

1 bicycle rack per each 4 dwellings for residents

1 bicycle rack per each 16 dwellings for visitors

Commercial (Office) and Café **

1 bicycle rack per 200sq.m GLA for employees

1 bicycle rack per 750sq.m GLA for visitors

Source: * City of Cockburn Town Planning Scheme No.3

** According to the agreement with the City of Cockburn, the total number of bicycle racks can be limited to 10% of the total

number of commercial car parking bays provided

As per above requirement, 71 bike racks will be provided as part of Stage 1 and 108 as part of Stage 2,3 and 4.

4.6 End of Trip Facilities

A unisex shower and 2 lockers will be provided at the ground floor for the use of commercial staff.

4.7 Car Park Layout

The car park layout of Stage 1, including the dimension of car parking bays, circulation roadways, aisles and

sight line clearance at the access driveways, drawings No. A03-01 to A03-04 dated to 04/11/2015, have been

checked for compliance with AS 2890.1 requirements.

4.8 Proposed Pedestrian/Cycle Facilities

In the study undertaken by Cardno for the Department of Transport “Cycling and Walking Routes to Stations”,

December 2014, new connections and some improvement in the existing paths were suggested, including the

following:

Line marking and bicycle symbols for all existing shared paths

New Connection between the shared path along North Lake Road and the shared path along Kwinana

Freeway

Improvement in the exiting path at the intersection of Beeliar Drive and Midgegooroo Avenue

Improvement in the connectivity between the shared path along Kwinana Freeway and the Cockburn

Gateway Shopping Centre

It is also understood that City of Cockburn bike plan will also be updated in 2015-16 financial year.

4.9 Proposed Public Transport Facilities

According to the advice obtained from PTA, no major changes are proposed to the public transport services for the road network surrounding the Site.



4.10 Intersection Performance

Analysis of the 2021 performance has been undertaken for the following access intersections:

> Sleeper Lane / Junction Boulevard

> Sleeper Lane / Signal Terrace

These identified intersections have been analysed for each scenario using the SIDRA v5.1 analysis program.

This program calculates the performance of intersections based on input parameters, including geometry and

traffic volumes. As an output SIDRA v5.1 provides values for the Degree of Saturation (DOS), queue lengths,

and delays. The generally accepted upper limits for the DOS (where it is considered that the operation of the

intersection is constrained) are:

> 0.80 for unsignalised intersections

> 0.85 for roundabouts

> 0.95 for signalised intersections

A DOS exceeding these values indicates that the intersection may exceed its practical capacity. Above these

values, users of the intersection are likely to experience unsatisfactory queuing and delays during peak hour

periods.

4.10.1 Sleeper Lane / Junction Boulevard Intersection

The analysis of the Sleeper Lane / Junction Boulevard intersection for the weekday peak hour is discussed

below. Figure 4-3 is a SIDRA layout representation of the intersection.

SIDRA Layout for Sleeper Lane / Junction Boulevard Intersection

Sleeper Lane / Junction Boulevard Intersection Performance for 2021 AM Peak Hour

Intersection Approach

Background 2021 without

Development Background 2021 with

Development

DOS

Delay (s)

LOS 95% Queue (m)

DOS Delay (s)

LOS 95% Queue (m)

Sleeper Lane (S) L 0.06 4 A 2 0.066 4 A 2

R 0.06 4 A 2 0.06 4 A 2

Junction Boulevard (E)

L 0.11 1 A 0 0.11 1 A 0

T 0.11 0 A 0 0.11 0 A 0

Junction Boulevard (W)

T 0.05 1 A 2 0.06 1 A 2

R 0.05 2 A 2 0.06 2 A 2

All vehicles 0.11 1 NA 2 0.11 1 NA 2



Sleeper Lane / Junction Boulevard Intersection Performance for 2021 PM Peak Hour


Background 2021 without

Development Background 2021 with

Development

DOS

Delay (s)

LOS 95% Queue (m)

DOS Delay (s)

LOS 95% Queue (m)

Sleeper Lane (S) L 0.01 4 A 0 0.05 6 A 1

R 0.01 4 A 0 0.05 6 A 1

Junction Boulevard (E)

L 0.07 1 A 0 0.11 1 A 0

T 0.07 0 A 0 0.11 0 A 0

Junction Boulevard (W)

T 0.08 1 A 3 0.16 1 A 7

R 0.08 2 A 3 0.16 2 A 7


As indicated in Table 4-8, the proposed intersection configuration has sufficient capacity for all approaches

under the background 2021 plus development.

The geometry of the existing intersection is considered sufficient for both operation and safety.

4.10.2 Sleeper Lane / Signal Terrace Intersection

The analysis of the Sleeper Lane / Signal Terrace intersection for the weekday peak hour is discussed

below. Figure 4-4 is a SIDRA layout representation of the intersection.

SIDRA Layout for Sleeper Lane / Signal Terrace Intersection



Sleeper Lane / Signal Terrace Intersection Performance for 2021 AM Peak Hour


Background 2021 without Development

Background 2021 with Development

DOS

Delay (s)

LOS 95% Queue (m)

DOS Delay (s)

LOS 95% Queue (m)

Sleeper Lane (S)

L 0.03 3 A 1 0.04 5 A 1

T 0.03 3 A 1 0.04 4 A 1

R 0.03 3 A 1 0.04 4 A 1

Signal Terrace (E)

L 0.05 3 A 2 0.08 3 A 5

T 0.05 1 A 2 0.08 2 A 5

R 0.05 3 A 2 0.08 3 A 5

Sleeper Lane (N)

L 0.05 5 A 1 0.20 8 A 6

T 0.05 5 A 1 0.20 7 A 6

R 0.05 5 A 1 0.20 8 A 6

Signal Terrace (W)

L 0.18 2 A 8 0.23 2 A 11

T 0.18 0 A 8 0.23 1 A 11

R 0.18 1 A 8 0.23 2 A 11


Sleeper Lane / Signal Terrace Intersection Performance for 2021 PM Peak Hour


Background 2021 without Development

Background 2021 with Development

DOS

Delay (s)

LOS 95% Queue (m)

DOS Delay (s)

LOS 95% Queue (m)

Sleeper Lane (S)

L 0.02 5 A 0 0.03 7 A 1

T 0.02 4 A 0 0.03 7 A 1

R 0.02 5 A 0 0.03 7 A 1

Signal Terrace (E)

L 0.10 2 A 5 0.11 3 A 7

T 0.10 1 A 5 0.11 2 A 7

R 0.10 2 A 5 0.11 3 A 7

Sleeper Lane (N)

L 0.06 5 A 2 0.21 7 A 6

T 0.06 4 A 2 0.21 7 A 6

R 0.06 5 A 2 0.21 7 A 6

Signal Terrace (W)

L 0.14 2 A 7 0.19 2 A 11

T 0.14 1 A 7 0.19 1 A 11

R 0.14 2 A 7 0.19 2 A 11


As indicated in Table 4-10, the existing intersection configuration has sufficient capacity for all the approaches

under the background 2021 plus development.

The geometry of the existing intersection is considered sufficient for both operation and safety.



4.11 Safe Walk/Cycle to School

There is no school located within 800m radius of the Site and it is expected that students living in the area will

utilise public transport.



5 Site Specific Issues

5.1 Site Specific Transport Issues

The Site is expected to have minimal adverse impact on the surrounding area in terms of traffic generation or

safety.

5.2 Operation of Sleeper Lane

Sleeper Lane is 6 m wide, quite narrow and will mainly serve as the access for lots 5 and 6. As defined in

Liveable Neighbourhoods a narrow local access street with the width of 6m located along the rear /side of the

property boundary that is provided for vehicular access to higher density or missed used developments,

operates as a laneway. Therefore, it is expected that Sleeper Lane will operate as a low speed environment

(30km/h) due to its appearance as a lane way.



6 Conclusions

This Transport Assessment outlines the transport aspects of the proposed redevelopment focusing on traffic

operations, access, and car parking. Discussion regarding pedestrian, cycle parking and public transport

considerations are also provided.

This statement has been prepared in accordance with the WAPC Transport Assessment Guidelines

for Developments: Volume 4 – Individual Developments (2006) for lodgement with the development application

for the City of Cockburn.

The following conclusions have been made in regards to the proposed development:

All 4 Stages are expected to generate relatively low traffic volumes of approximately 137 vehicle trips in

the AM peak hour and 167 vehicle trips in the PM peak hour which will have minimal impact on the

surrounding road network

The surrounding area has good pedestrian and cyclist provision

The Site has excellent public transport connectivity due to its close proximity to the Cockburn Central

Station

Accordingly, it is considered that the proposed development will have minimal impact in transport terms.



APPENDIX A CONCEPT DEVELOPMENT PLANS

UP

UP

UP

UP

UP

UPUPUPUP UP

UP UP UP UP UP

5

4

3

2

1

5

4

3

2

1

5

4

3

2

1

5

4

3

2

1

5

4

3

2

1

2

1

5

4

3

2

1

1

2

3

4

5

6

7

8

9

101

2

3

4

5

6

1

2

3

4

5

6

1

2

3

4

5

6

1

2

3

4

5

6

1

2

3

4

5

6

1

2

3

4

5

6

7

8

1 2 3 4 5

A-06-03

1

A-06-02

1

19.9 m²

STAIR 334.7 m²

TOWNHOUSE 534.6 m²

TOWNHOUSE 234.6 m²

TOWNHOUSE 1

68.9 m²

COMMERCIALUNIT 3

129.4 m²

COMMERCIALUNIT 1

81.3 m²

RESIDENTIAL BINSTORE

34.6 m²

TOWNHOUSE 3

58.5 m²

MAIN ENTRANCELOBBY

SSL 28.950

27.6 m²

BIKE STORE 1

9.2

m²

SM

SB

7.6 m²

GAS

14.9 m²

WATER

WC WC

3.1

m²

CO

MM

ER

CIA

LS

TO

RE

1

BOOSTER

AIR LOCK

WC

34.6 m²

TOWNHOUSE 4

HIGH LEVEL FEATURE CANOPYTO LOBBY ENTRY

CANOPY TOCOMMERCIAL UNITSMIN 2700 AGL

PLANTERPLANTER

28.0 m²

DISTRICTSUB-STATION

20.5 m²

BULK STORE

MOTORCYCLEPARKING

SECTIONAL O/H DOOR

LIFT SHAFT

F.I.

P

ALF

RE

SC

O D

ININ

GA

RE

A

SITE BOUNDARY

SIGNAL TERRACE

VISITOR BAY

3No. BIKERACKS

ME

CH

CO

MM

SE

LEC

T

CAR STANDING AREA ROOM FOR 3 CARS

7No. BAYS

8

A-07-04

8

A-07-04

6

A-07-03

6

A-07-03

PV5PV6

PV3 PV2 PV1

M1

M2

M4

M3

M5

M6

M7

PC-DPC1PC4 PC3 PC2PC5

P9

P10

P6P7P8

PV4

P13

P12

P11

VISITOR BAYVISITOR BAY VISITOR BAY

1

A-07-01

1

A-07-01

BMSB

CANOPY TO COMMERCIAL UNITSMIN 2700 AGL

4.7 m²

STORE 24.7 m²

STORE 34.7 m²

STORE 4

LIN

E O

F V

OID

OV

ER

LOC

KE

RS

66.1 m²

CAR PARKENTRANCE

SSL 29.600 SSL 29.600 SSL 29.600

LIGHT WEIGHTCONSTRUCTION IN-FILL

SSL 29.600

5.7 m²

NBN ROOM

3.1

m²

CO

MM

ER

CIA

LS

TO

RE

3

16.1 m²

END OF TRIP

114.3 m²

COMMERCIALUNIT 2

5.8

m²

CO

MM

ER

CIA

LS

TO

RE

2

17.2

m²

ST

AIR

1

3

A-07-02

3

A-07-02

5

A-07-03

5

A-07-03

5

A-13-10

1

A-13-24

6

A-13-24

1

A-13-22

1

A-13-23

2

A-13-23

16

A-13-21

AA

EE

6

6

5

5

D D

C C

F F

B B

7

7

8

8

9

9

10

10

SSL 29.160

SSL 28.850

SSL 28.750

RL 29.160

SSL 29.160

15.5

m²

CO

MM

ER

CIA

L B

INS

TO

RE

ST

R 0

1

SSL 29.200

SSL 29.150

SSL 29.600

SSL 29.015

SSL 29.010SSL 28.954

FALL

SSL 29.025

SSL 29.025

SSL 28.895

SSL 29.025

SSL 28.850

SSL 28.750

SSL 28.850

SSL 28.895

SSL 28.915

SS

L 28

.850

SSL 28.950

SSL 29.030

SSL 29.110

70mm STEP

SSL 29.130

SSL 29.040

SSL 29.040

SSL 29.040

SSL 29.120

SSL 29.160

SSL 29.120

SS

L 29

.120

SSL 29.130

1:10

ST

EP

RA

MP

SSL 29.060

SSL 29.130RL 29.160

SSL 29.120

SSL 29.140

SSL 29.130

SSL 29.120

SSL 29.110

SSL 29.170

RL 29.150

RL 29.130

RL 29.130

RL 29.140

RL 29.160

RL 29.160

RL 29.160

RL 29.160

RL 28.650

SSL 28.600

SSL 28.625

100mm STEP

FLOOR CHANNEL DRAIN TO HYDRAULICENGINEER'S DETAIL

FLOOR CHANNEL DRAIN TO HYDRAULICENGINEER'S DETAIL

SSL 28.850

SS

L 27

.900

SSL 27.950

SSL 27.900

SSL 27.950SSL 27.950

SSL 28.750

SSL 27.950SSL 27.950

SSL 27.930 SSL 27.930

SSL 27.950

7

A-08-06

4

A-08-04

8

A-08-07

4

A-08-08

2

A-08-09

1

A-08-06

2

A-08-02

3

A-08-01

STAGE 2

BATHTILES

LDY LDY LDY LDY LDY

BATHTILES

BATHTILES

BATHTILES

BATHTILES

BED 1LAMINATE

BED 1LAMINATE

BED 1LAMINATE

BED 1LAMINATE

BED 1LAMINATE

FH

FH

2500

8188

4312

4312

8188

1:10 STEP RAMP 1:10 STEP RAMP

1:10 STEP RAMP

1:6 STEP RAMP

1:10 STEPRAMP

11

A-13-24

FH

FW

FW

FW

FW

FW

TH

ST

AIR

5

TH

ST

AIR

4

TH

ST

AIR

3

TH

ST

AIR

2

TH

ST

AIR

1

STAIR 6

STAIR 9

STAIR 5

ST

AIR

12

ST

AIR

13

ST

AIR

14

ST

AIR

15

ST

AIR

16

FHR

1

A-19-05

3

A-16-07

ELECTRICAL TRENCH

ELECTRICAL TRENCH

REFER TO ELECTRICAL ENGINEER'SDRAWING DE-002 FOR FURTHERDETAILS OF SUB STATION WORKS

1

A-16-03

1

1

4

4

4

A-07-02

4

A-07-02

23

23

3400 4565 4550 5219 8431 10800 10800 7000 3565

TILES TILES TILES TILES TILES

FW

FW

TILE

FW

LL 29.480LL 29.480

PLANTER

LL 29.480

PLANTER

LL 29.480

SSL 28.820SSL 28.740SSL 28.680SSL 28.660

RL 29.530

RL 29.530 RL 29.530

04-EX16

RL 29.530 RL 29.530 RL 29.530

PLANTER

LL 29.480

SSL 28.750

SSL 29.040

SSL 29.040

03-ST05

DP DP DP DP

FW

FWSSL 27.900

FW

FW

FW

FW

FW

FW FW

FW FW

FW

TILES TILES

FW FW

FW

FW

SSL 29.040

SSL 28.990

FW

1:10

ST

EP

RA

MP

1:10STEP RAMP

/FOR CONTINUATION REFER DRAWING A-03-02

FHR

29.110 m

SSL 29.125J

A-09-09

G13D14.2

G14D14.2

G15D14.4

G16D14.4

G31D03.1

G29D03.4

G32D03.1

G33D03.1

G37D02.1

G36D02.1

G35D02.1

G28D14.4

G27D03.4

G06D18

G08D18

G07D18

G18D01.3

G17D07

G11D03.1

G10D03.1

G09D14.1 G03

D03.4

G20D06.3

G21D06.1

G22D06.1

G01D03.4

G02D03.4

G19D06.1

G26D14.1

G57D01

G75D01

G69D01

G38D03.4

G12D14.4

G63D01

G39D03.5

G40D03.5

G51D01

G52D20

G56D12

G55D11

G64D20

G68D12

G67D11

G58D20

G62D12

G61D11

G70D20

G74D12

G73D11

G76D20

G80D12

G79D11

G05D03.1

G04D14.2

G30D14.1

G34D03.1

G77D34

G71D34

G65D34

G59D34

G53D34

G78D13.2

G72D13.2

G66D13.2

G60D13.2

G54D13.2

G43D14.2

G42D40

G45D12.3

G01

W01

G02

W01

G03

W01

G04

W01

G05

W01

CW10

CW08

CW07

CW06

CW05

1301

CW01

CW03

CW02

1312

CW16

CW04

CW11

CW09

PFE

PFE

PFE

LIFT 1

LIFT 2

FD1

FD1 FD1

FHR

FH

FD2

FD1

FD1

FD1

FD2FD2

FD2 FD2

FD2

FD2

WR WR WR WR WR

FH FH

WC / SHOWER

EXISTING WASHED AGGREGATE SLAB

SEE NOTE 1

EXISTING WASHEDAGGREGATE SLABEXISTING WASHED AGGREGATE SLAB

EXISTING WASHEDAGGREGATE SLAB

3006 241 11720 2373 934 11744 1153 5299 100 8606

2194 2665 7975

NEW WASHED AGGREGATESLAB - SEE NOTE A

NEW WASHED AGGREGATESLAB - SEE NOTE B

SSL 28.530

SSL 28.588

SSL 28.690SSL 28.750 SSL 28.910

SSL 28.970 SSL 29.070SSL 29.100

SSL 29.125

SSL 29.070

SSL 29.150

SSL 29.015

RL 28.985

SSL 29.050SSL 28.875

SSL 28.800SSL 28.750

SSL 28.675

SSL 28.620

SSL 28.491

SSL 28.545

SSL 28.745SSL 28.925

1471

SSL 28.960

SSL 28.990

SSL 28.823

SSL 28.930

3510

35

02-TI02

SEE NOTE 3

SLE

EP

ER

LAN

E

SE

E N

OTE

2

CABLE ROUTE ACCESS INTO BUILDING

TACTILES AT 600mm DEEP

EXISTING WASHED AGGREGATE SLABEXISTING WASHEDAGGREGATE SLAB

SEE NOTE 1SEE NOTE 1SEE NOTE 1

SEE NOTE 1

SEE NOTE 1 SEE NOTE 1 SEE NOTE 1

EXISTING WASHED AGGREGATE SLAB

DS DS DS DS

DSDP

DS

DS DP

DS

DP

DS DP

DP

DP

DP

DS

DS

DS

DP

TW 29.680 TW 29.680 TW 29.680 TW 29.680 TW 29.680

VISITOR BAYVISITOR BAY

COMMUNICATIONSACCESS PIT

POWERACCESS PIT

TILES

CARPET

DSDS

LINE MARKING

DS

DS

COL5x CORA CBR3B BIKE RAILS(GRADE 316 STAINLESS STEEL)

1235

1000

1000

1000

1000

1090

900

DS

STEEL BEAM

CONCRETE CONCRETE

CONCRETE

7

A-13-31

LEGEND AND GENERAL NOTES

- REFER TO ARCHITECTURAL DRAWINGS SHEET A-00-03 FORARCHTECTURAL LEGEND AND GENERAL NOTES

- REFER TO A50 SERIES DRAWINGS FOR DETAILED ELECTRICALAND CEILING INFORMATION

- REFER TO A13 SERIES DRAWINGS FOR DETAILED WET AREALAYOUTS

FRL - /60/30 SELF CLOSING FIRE DOOR


FIRE DOOR LEGEND

FD1

FD2

SMD SMOKE DOOR - HOT AND COLD SMOKE SEALS

SETOUT SYMBOLS LEGEND

MJ STRUCTURAL MOVEMENT JOINT LOCATION - INSTALLTO AFS PANEL MANUFACTURER'S SPECIFICATION

NOTE: INSTALL SURFACE JOINTS AS REQUIRED IN LINE WITH AFS PANEL MANUFACTURER'S RECOMMENDATION

101W01

101D01

TYPENUMBER

TYPENUMBER

WINDOW / CURTAIN WALL / LOUVRE TAG

DOOR / TEMPORY DOOR / GATE / LOUVRE DOORROLLER SHUTTER TAG

101W01 HIGH LEVEL

CR CARD READER

DR DOOR RELEASE

*RL 29.000

NOTE A

NOTE B

HARD LANDSCAPE NOTES

LEVELS MARKED WITH AN ASTERISK ARE LEVELS TAKEN FROM THE SURVEYDRAWINGS.

EXPOSED AGGREGATE SLAB LAID ON GROUND 100mm THICK (MIN.) WITH L11 TMREINFORCING MESH

FINISH TO EXPOSED AGGREGATE SLAB TO BE HOLCIM WATTLE 32MPAAGGREGATE - 100% QUARTZ 7mm - 10mmMAX SLUMP - 80mm

FOAM EXPANSION JOINT TO BE APPLIED BETWEEN WINDOW FRAME AND SLAB.CONTROL JOINT TO BE APPLIED BETWEEN NOW AND OLD SLABS.CONTROL JOINTS TO BE INSTALLED AT 4.0M CTS MAX.SEE DRAWINGS A03-01 FOR SET-OUT OF CONTROL JOINTS.


FINISH TO EXPOSED AGGREGATE SLAB TO BE HOLCIM SPINIFEX 32MPA WITH CCSMUDPACKAGGREGATE - 100% QUARTZ 7mm - 10mmMAX SLUMP - 80mm


NOTE 1

NOTE 2

NOTE 3

REMOVE EXISTING AGGREGATE AND REPLACE WITH NEW.

ALL WORK ALONG SLEEPER LANE BETWEEN GRID LANES A & THE CAR PARKENTRANCES, & BETWEEN THE TWO CAR PARK ENTRANCES ARE NEW WORKS.

ALL WORKS ALONG SIGNAL TERRACE ARE WORKS TO EXISTING PAVEMENT.

HARD LANDSCAPE - LEGEND

EXPOSED WASHED AGGREGATE FINISHCOLOUR - WATTLE

EXPOSED WASHED AGGREGATE FINISHCOLOUR - SPINIFEX WITH CCS MUDPACK

CAMERON

CHISHOLM

NICOL

Copyright Cameron Chisholm & Nicol (WA) Pty Ltd

ARCHITECT

CLIENT

PROJECT

TITLE

DATE DRAWN:

DRAWN: CHECKED: APPROVED:

DO NOT SCALE FROM DRAWINGS VERIFY ALL DIMENSIONSON SITE BEFORE COMMENCING WORK.COPY OR THE REPRODUCTION OF THIS DRAWING ISSTRICTLY PROHIBITED WITHOUT THE CONSENT OFCAMERON CHISHOLM & NICOL (WA) PTY LTD

NOTES:

KEY PLAN

(A1)

©

Cameron Chisholm &Nicol (WA) Pty LtdABN 81053861948

Level 3, Sheffield House713 Hay StreetPerth, Western Australia6000

+61 (0)8 9322 1566 +61 (0)8 9481 0854

[email protected] CCNWA.COM.AU

T

F

W

E

Perth

1:200 (A3)

M

SCALE

1 2 3 4 5 6

NOT FOR CONSTRUCTION

PROJ N° STAGE ZONE DISC./ DWG N° REV

PLOT DATE: 5/11/2015 5:33:25 PM

As indicated

B

HL

P05161

TENDERDOCUMENTATION

RM Approver

COCKBURN CENTRAL - LOT 5 - STAGE 1

51 A-03-01

SIGNAL TERRACE, WA 6164

GENERAL ARRANGEMENT PLAN GROUNDFLOOR - PART 1

1 : 100A-06-01

GROUND LEVEL - GA PLAN - PART 11

Date No. Revision Description Drawn

31/07/2015 A ISSUE FOR REVIEW

30/09/2015 B ISSUE FOR REVIEW

PART 1

PART 2

STAGE 2

STAGE 4 STAGE 3

STAGE 1

VOIDVOID VOID VOID VOID

UP

UP

UP

UP

5

4

3

2

1

2

1

1234

12 13 14 15 16 17

1 2 3 4 5 6 7

A-06-04

1

8

A-07-04

8

A-07-04

6

A-07-03

6

A-07-03

1

A-07-01

1

A-07-01

2

A-07-01

2

A-07-01

3

A-07-02

3

A-07-02

5

A-07-03

5

A-07-03

7

A-07-04

7

A-07-04

BIKE STORE 1 SM

SB

7.6 m²

GAS

14.9 m²

WATER

SHADED AREA INDICATIVE OFPLANT UNDERCROFT TO INCLUDEFIRE PUMP SYSTEM & 2noHYDRANT WATER STORAGE TANKS

AIRLOCK

PLANT ACCESSSTAIRS

28.0 m²

DISTRICTSUB-STATION

BULK STORE

MOTORCYCLEPARKING

SECTIONAL O/H DOOR

SECTIONAL O/H DOOR

SIT

E B

OU

ND

AR

Y

UP

UP

28.800 m

RISER SHAFT

VISITORBAY

VISITOR BAY

VISITOR BAY

VISITOR BAY

VISITOR BAY

VISITOR BAY

VISITOR BAY

VISITOR BAY

VISITOR BAY

COMM BIKES

CAR STANDING AREAROOM FOR 3 CARS

CAR STANDING AREAROOM FOR 6 CARS

7No. BAYS

EDGE OF SLAB

RETAINING WALL UNDER

WALL UP TO U/SIDEOF SLAB OVER

STEP IN SLAB

EDGE OF SLAB

S1-PV3

S2-PV2

S2-PV8

S2-PV7

S2-PV5

S2-PV4

PV9

PV8

PV7

P1

PV5PV6

PV3 PV2 PV1

S2-PV1

S2-PV6

M1

M2

M4

M3

M5

M6

M7

P35

P36

PC-DPC1PC4 PC3 PC2PC5

P9

P10

P2P3

P34

P15

P14

PV4

P23

P24

P25

P28

P27

P26

P5

P29

P13

P12

P11

VISITORBAY

VISITORBAY

VISITORBAY

BMSB

4.7 m²

STORE 2031

4.7 m²

STORE 3032

4.7 m²

STORE 4033

LOC

KE

RS

CAR PARK ENTRANCEPASSAGE

5600

5000

16.1 m²

END OF TRIP

STAIR 2

EE

6

5

5

D D

C C

F F

78910

SSL 27.950 SSL 27.950SSL 27.950

SSL 27.920

SSL 27.940

SSL 27.940 SSL 28.355

SSL 27.950 SSL 28.355

SSL 27.940

STEP

SSL 27.800

P30

SSL 27.800

SSL 27.170SSL 27.170

P16

P17

P18

P19

P20

P21

P22

ST

EP

ST

EP

STEP

SSL 28.355

SSL 28.375

SSL 28.335

SSL 28.355

SSL 27.250

1:20

1:8

SSL 28.780

SSL 27.960SSL 27.960

1:1

3

SSL 27.250

1:13

1:3

41:2

4

SSL 28.355

SSL 28.355

SSL 28.730

SSL 28.730

SSL 28.375 SSL 28.750 SSL 28.750

SSL 28.730

SSL 28.750

SSL 28.730

SSL 28.750

SSL 28.695

SSL 28.730

SSL 28.710

SSL 28.730

SSL 28.710

SSL 28.730

SSL 28.750

SSL 28.750

SSL 28.730 SSL 28.730

SSL 28.730

P4

SSL 28.730

SSL 28.825

SSL 28.795

SSL 28.730

SSL 28.760

SSL 28.790

SSL 28.800

SSL 28.700

SSL 28.725

SSL 28.720

SSL 28.720

SSL 28.750SSL 28.740

SSL 28.750

SSL 28.790

SSL 28.740

SSL 28.730

SSL 28.730

SSL 28.730

SSL 28.730

SSL 28.730

SSL 28.700

1:1

1

SSL 28.650SSL 28.670

SSL 28.730

SSL 28.680

SSL 28.640

SSL 28.570

SSL 28.700

SSL 28.660

SSL 29.120

SSL 28.560

SSL 28.680

SSL 28.730

SSL 27.260

8

A-08-07

1

A-08-06

1

A-08-03

4

A-08-05

STORMTECH CELLS BELOW.REFER TO HYDRAULICCONSULTANT'S DETAILS.


SOAKWELL. REFER TOHYDRAULIC CONSULTANT'SDETAILS.

ST

AG

E 2

STAGE 3






FHFH

FH

FHR

FH

4312

4312

8188

4525

7500

7500

7500

8431 10800 10800 7000 3565

STAIR 9

STAIR 5

STAIR 4

FW

FW

FWFW

FW

FW

FW

FW

FW FW

FW

FW

FW

PAINTED LINE

SSL 27.940

ST

EP

SSL 27.800

SSL 28.375SSL 27.978

SSL 27.978

A-06-02

2

1

1

4

4

J

J

H

H

G

G

K

K

2

2

3

3

ACO ACCESS "URBAN FILL" CLASS B(CODE: GS99C) HATCH TO WATERSTORAGE TANKS BELOW. SIZE1030X1030 X 85mm. TO BE INSTALLEDIN STRICT ACCORDANCE WITHMANUFACTURERS DETAILS ANDINSTRUCTIONS


G24D03.5

G23D03.5

G42D40

G44D40

FW

FW

FHR

FD1

FD1

NEW WASHED AGGREGATESLAB - SEE NOTE A

300700

02-TI02

SSL 28.793

SSL 28.893

RL 28.860

SSL 28.796

SSL 28.764

300700

SSL 28.665

02-TI02



SLE

EP

ER

LAN

E

SE

E N

OT

E 3

LINE MARKING

VISITORBAY

VISITORBAY

FA

LL

MODDEX TUFFRAIL TR20Y MODULAR GMSBALUSTRADE. INSTALLED IN STRICTACCORDANCE WITH MANUFACTURER'SDETAILS AND INSTRUCTIONS


.

DP

DISABLEDBAY

BOLLARD

DSDP

DP

DS

DP


TW 28.500

DP


DS

P6P7P8

FW

FWSSL 27.930

SSL 27.930

DS

DP


DPDS

DP

DP

DP

DP

DP

DP

DSDP

DP DS

POTABLE PUMPROOM

TANK 2TANK 1

RISER SHAFT OVER

UP

SSL 25.650

2no HYDRANT WATERSTORAGE TANKS

7

A-07-04

7

A-07-04

6

A-08-03

WATER BREAK TANK

ACCESSLADDER

SSL 25.650 SSL 25.650

STAIR 4

1

1

J

J

H

H

2

3

3

2

FW

FW

FW



FIRE DOOR LEGEND

FD1

FD2









101W01

101D01

TYPENUMBER

TYPENUMBER



101W01 HIGH LEVEL

CR CARD READER

DR DOOR RELEASE

HARD LANDSCAPE - LEGEND

EXPOSED WASHED AGGREGATE FINISHCOLOUR - WATTLE

EXPOSED WASHED AGGREGATE FINISHCOLOUR - SPINIFEX WITH CCS MUDPACK

*RL 29.000

NOTE A

NOTE 3

HARD LANDSCAPE NOTES

LEVELS MARKED WITH AN ASTERISK ARE LEVELS TAKEN FROM THE SURVEYDRAWINGS.


FINISH TO EXPOSED AGGREGATE SLAB TO BE HOLCIM WATTLE 32MPAAGGREGATE - 100% QUARTZ 7mm - 10mmMAX SLUMP - 80mm


ALL WORK ALONG SLEEPER LANE BETWEEN GRID LANES A AND THE CAR PARKENTRANCES, AND BETWEEN THE TWO CAR PARK ENTRANCES ARE NEW WORKS.

CAMERON

CHISHOLM

NICOL


ARCHITECT

CLIENT

PROJECT

TITLE

DATE DRAWN:



NOTES:

KEY PLAN

(A1)

©



+61 (0)8 9322 1566 +61 (0)8 9481 0854


T

F

W

E

Perth

M

SCALE



PLOT DATE: 5/11/2015 5:34:44 PM

As indicated

B

HL

P05161

TENDERDOCUMENTATION

RM Approver


A-03-02


GENERAL ARRANGEMENT PLAN GROUNDFLOOR - PART 2

1 : 100A-06-01

GROUND LEVEL - GA PLAN - PART 21

1 : 100A-07-04

LEVEL 0 - PLANT UNDERCROFT2




RAMP 1

PART 1

PART 2

STAGE 2

STAGE 4 STAGE 3

STAGE 1

UP

UP

UP

UP

54321

30

29

28

27

26

25

24

23

22

21

20

19

18

16

15

14

13

12

11

10

9

8

7

6

5

4

3

16

15

14

13

12

11

10

9

8

7

6

5

4

3

16

15

14

13

12

11

10

9

8

7

6

5

4

3

16

15

14

13

12

11

10

9

8

7

6

5

4

3

16

15

14

13

12

11

10

9

8

7

6

5

4

3

36

35

34

33

32

31

30

29

28

27

26

25

24

23

22

21

20

19

A-06-03

1

A-06-02

1

8

A-07-04

8

A-07-04

6

A-07-03

6

A-07-03

1

A-07-01

1

A-07-01

3

A-07-02

3

A-07-02

5

A-07-03

5

A-07-03

68.4 m²

APARTMENT 11

50.3 m²

APARTMENT 1252.5 m²

APARTMENT 13

10.8 m²

APT 10 BALCONY

51.1 m²

APARTMENT 98.9 m²

APT 9 BALCONY

LIFT SHAFT

53.5 m²

APARTMENT 10

7.1 m²

APT 12 BALCONY

6.7 m²

APT 13 BALCONY8.3 m²

TH 4 BALCONY8.3 m²

TH 3 BALCONY8.9 m²

TH 2 BALCONY8.3 m²

TH 1 BALCONY

7.6 m²

APT 11 BALCONY

MOTORCYCLE

PARKING

SITE BOUNDARY

COLORBOND FASCIA ANDCAPPING

HIGH LEVEL GLAZED FEATURE ENTRYAWNING

COLORBOND BOX GUTTER LAIDTO FALLS

COLORBOND FASCIA ANDCAPPING

COLORBOND BOX GUTTERLAID TO FALLS

53.9 m²

APARTMENT 8

VO

ID

GLAZED BALUSTRADE TOBALCONIES

ME

CH

CO

MM

SE

LEC

9No. BAYS

P56

P40P41P45P47P51 P49P53 P37

P52 P50P54

P55

M8

P63

P64

P58

P57

P59

P60P61P62

5.1

m²

ST

OR

E 1

9

4.3 m²

STORE 154.4 m²

STORE 12

33.5 m²

BIKE STORE 2

M15

M9

M14

M13

M12

M11

M10

P48 P46 P42 P39 P38

M16

1569

ACCESSRAMP 2

3.9 m²

STORE 5

4.3 m²

STORE 164.3 m²

STORE 174.3 m²

STORE 18

3.1 m²

STORE 203.1 m²

STORE 22

8.3 m²

TH 5 BALCONY

3.2 m²

STORE 214.1 m²

STORE 7

3.9 m²

STORE 233.9 m²

STORE 24

105.8 m²

CORRIDOR

15.7 m²

LEVEL 1 LOBBY

STAIR 1

13.2 m²

LOBBY

4.4 m²

STORE 14

4.2 m²

STORE 13

4.4 m²

STORE 114.4 m²

STORE 104.5 m²

STORE 9

4.5

m²

ST

OR

E 8

4.0 m²

STORE 6

450

AA

EE

6

6

5

5

D D

C C

F F

B B

7

7

8

8

9

9

10

10

F

A-09-06

G

A-09-07

6

A-08-07

5

A-08-04

3

A-08-09

12

A-08-06

3

A-08-02

5

A-08-01

1

A-08-07

FE

FE

FH

FH

FHR

FHR

STAGE 2

WCTILES

WCTILES

WCTILES

WCTILES

WCTILES

BATHTILES

BATHTILES

BATHTILES

BATHTILES

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

LIVINGLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

BED 1CARPET

BED 1CARPET

BED 1CARPET

BED 2CARPET

BED 1CARPET

BED 1CARPET

BATHTILES

FH

FH

LDY

LDY LDY

LDY

LDY

SSL 32.500

SSL 32.500

SSL 32.500 SSL 32.500

SSL 32.430SSL 32.430

SSL 32.430

SSL 32.500

SSL 32.500

SSL 32.500SSL 32.500SSL 32.500SSL 32.500SSL 32.500

SSL 31.700

SSL 32.500

SSL 31.325

SS

L 31

.700

SSL 32.500

SSL 32.500

SSL 32.500 SSL 32.040

SSL 32.500SSL 32.500

SSL 32.500 SSL 32.430

SSL 32.430

SSL 32.480SSL 32.480SSL 32.435 SSL 32.435 SSL 32.480

SSL 32.500

DINING DINING DINING DINING DINING

DIN

INGDINING

DINING

DIN

ING

DIN

ING

2500

8188

4312

4312

8188

3400 4565 4550 5219 8431 10800 10800 7000 3565

2

A-13-20

TH

ST

AIR

5

TH

ST

AIR

4

TH

ST

AIR

3

TH

ST

AIR

2

TH

ST

AIR

1

ST

AIR

7

STAIR 10

23.5 m²

STAIR 3

2°

2°

2°

STUDY

FE

FE

2

A-19-055

A-19-05

6

A-16-03

1

1

4

4

4

A-07-02

4

A-07-02

8

A-16-03

23

23


FW FW FW FWFW

34.7 m²

TOWNHOUSE 534.6 m²

TOWNHOUSE 434.6 m²

TOWNHOUSE 334.6 m²

TOWNHOUSE 234.6 m²

TOWNHOUSE 1

FW

FW FW

FW

FW

FW

FW

FW

FW

FW

ACOCHANNELDRAIN

FW FW FW FW FW FW

FW

FW

FW

1001D14.4

1092D13.1

1086D13.1

1091D14.4

1078D13.1

1080D13.1

1083D12.11082

D12

1084D13.2

1077D14.4

1085D14.4

1040D14.4

1042D14.4

1043D12.2

1045D12.2

1044D14.4

1047D12.2

1046D14.4

1048D14.4

1049D12.2

1002D14.4

1003D14.4

1010D14.4

1014D13.1

1015D13.1

1022D13.4

1016D13.1

1017D13.1

1024D14.4 1025

D02.11026

D02.1

1029D14.4

1028D07

1027D01.3

1071D14.4

1072D13.1

1069D13.1

1068D14.4

1067D12

1066D11

1065D13.2

1063D13.1

1032D03.1

1041D12.2

1023D14.4

1064D36

1081D32

1079D32

1070D36

1093D34

1087D34

1073D35

1033D13.4

1074D13.2

1075D11

1076D12

1094D13.2

1095D11

1096D12

1088D13.2

1089D11

1090D12

1000D13.2

1038D11

1037D12

1097D14.4

101

W26

102

W26

103

W26

104

W26

124

W28

122

W28

119

W18

118

W16

120

W30

115

W03

114

W34

112

W25

105

W26117

W11.1

113

W8.1

111

W8.2

110

W8.2

123

W8.2

121

W8.2

116

W8.2

WR WR

WR WR

WR

WR

FD1

FD1

FD1 FD1 FD1 FD1

FD1 FD1

FD1 FD1

FD1 FD1

FD1

FD1

FD1

FD1

FH

FD1

FD1

SMD

SMD

LIFT 1

LIFT 2

FW

FEATURE ALUMINIUM FRAMES AROUNDWINDOW OPENINGS (TYP)

SLIP RESISTANT TILES

FWDP

SSL 34.114

DSDSDS

LYSAGHT STANDARD KLIP-LOCK 700 ROOFSHEETING WITH CONCEALED FIXINGS,FIXED TO PURLINS IN LINE WITHMANUFACTURER'S DETAILS & AS1562.1

NOTE:ROOF ACCESS BYSPECIALISTCONTRACTOR

SUMP WITH O/F POP SUMP WITH O/F POPSUMP WITH O/F POP

STEEL BEAM

CONC

TILE TILE TILE TILE TILE TILE

TILE

TILE

TILE

TILE

DS

DS

DS

DS

DS

DP

DS

CARPET

CONCRETE

DPTD

AC

DPTD

AC

DPTD

AC

DPTD

AC

DPTD

AC

DPTD

AC

DPTD

AC

DPTD

AC

DS SUMP WITH O/F POP

SUMP WITH O/F POP

DPTD

AC

DPTD

AC

DS

DS

DS

DS

DPDPDS

COL.




101W01

101D01

TYPENUMBER

TYPENUMBER



101W01 HIGH LEVEL

CR CARD READER

DR DOOR RELEASE







FIRE DOOR LEGEND

FD1

FD2


CAMERON

CHISHOLM

NICOL


ARCHITECT

CLIENT

PROJECT

TITLE

DATE DRAWN:



NOTES:

KEY PLAN

(A1)

©



+61 (0)8 9322 1566 +61 (0)8 9481 0854


T

F

W

E

Perth

M

SCALE



PLOT DATE: 5/11/2015 5:35:52 PM

As indicated

B

HL

P05161

TENDER

DOCUMENTATION

RM


A-03-03


GENERAL ARRANGEMENT PLAN LEVEL 1 -PART 1

1 : 100A-06-01

LEVEL 1 - GA PLAN - PART 11




PART 1

PART 2

STAGE 2

STAGE 4 STAGE 3

STAGE 1

UP

UP

UP

UP

UP

3

2

1

333231302928272625242322

38 37 36 35 34

6

5

4

3

2

1

4321

UP

A-06-01

1

A-06-02

1

8

A-07-04

8

A-07-04

1

A-07-01

1

A-07-01

2

A-07-01

2

A-07-01

3

A-07-02

3

A-07-02

5

A-07-03

5

A-07-03

7

A-07-04

7

A-07-04

51.1 m²

APARTMENT 9

8.9 m²

APT 9 BALCONY

10.0 m²

APT 8 BALCONY

11.9 m²

LIFT SHAFT

53.5 m²

APARTMENT 10

SSL 32.023

50.9 m²

APARTMENT 7

51.3 m²

APARTMENT 6

6.4 m²

STAIR 2

4.8

m²

AP

T 7

BA

LCO

NY

APARTMENT FITOUT IN STAGE 3

MOTORCYCLE

PARKING

SIT

E B

OU

ND

AR

Y

4.6

m²

AP

T 6

BA

LCO

NY

53.9 m²

APARTMENT 8

TEMPORARY FENCE TO BE INSTALLED AND ONLY REMOVED ON COMPLETION OF STAGE 3.

ME

CH

CO

MM

SE

LEC

9No. BAYS

EDGE OF SLAB

WALL UP TO SLAB OVER

300 WIDE CONCRETEKERB TO SIDES OF RAMP.

6750

800

EDGE OF SLAB

P56

P101

P40P41P45P47P51 P49P53

P87

P37

P77

P76

P75

P79

P78

P82

P83

P84

P52 P50P54

P80

P81

P55

M8

P85

P86

P67

P66

P63

P64

P65

P58

P57

P59

P60P61P62

P88

P89

P93

P96

P97

P100

P99

P98

P43

P90

P91

P95

P94

1m TURNINGPOINT AT ENDOF LANE

5.1 m²

STORE 194.3 m²

STORE 154.4 m²

STORE 12

33.5 m²

BIKE STORE 2

M15

M9

M14

M13

M12

M11

M10

P48 P46

P44

P42 P39 P38

M16

ACCESSRAMP 2

4.3 m²

STORE 164.3 m²

STORE 174.3 m²

STORE 18

3.1 m²

STORE 203.1 m²

STORE 22

1394

3.2 m²

STORE 214.1 m²

STORE 7

3.9 m²

STORE 23

3.9 m²

STORE 24

15.7 m²

LEVEL 1 LOBBY

11.7 m²

STAIR 1

13.2 m²

LOBBY

4.4 m²

STORE 14

4.2 m²

STORE 13

4.4 m²

STORE 114.4 m²

STORE 104.5 m²

STORE 9

4.5 m²

STORE 8

4.0 m²

STORE 6

P92

EE

6

6

5

5

D D

F F

7

7

8

8

9

9

10

10

SSL 32.500

SSL 32.500

SSL 32.040

SSL 31.765

SSL 34.225

SSL 30.400

SSL 30.430

SSL 30.430SSL 30.430

SSL 30.430SSL 30.460

SSL 30.460

1:8

SSL 30.460 SSL 30.430 SSL 30.430 SSL 30.460

SSL 31.330 SSL 31.300 SSL 31.300

SSL 31.330

SSL 31.285

SSL 31.285

SSL 31.300 SSL 31.300

SSL 31.300SSL 31.300

SSL 31.300

SSL 31.330

SSL 31.310

SSL 31.330SSL 31.330

SSL 31.310SSL 31.310

SSL 31.300

SSL 31.330

1:1

6

SSL 31.725

SSL 31.765

SSL 31.765

SSL 32.040

SSL 32.000

SSL 31.330 SSL 32.040

SSL 31.330

SSL 31.330

SSL 31.330

SSL 31.330

SSL 31.330

SSL 31.870 SSL 32.040

1:271:27

SSL 32.040 SSL 32.040

27.2 m²

M/C PARKING

11

A-08-07

1

A-08-07

15

A-08-07

12

A-08-06

5

A-08-01

5

A-08-05

7

A-08-03

ST

AG

E 2

STAGE 3

FH

FHR

FHR

FH

FH

FH

FE

BATHTILES

BATHTILES

KITCHENLAMINATE

BED 1CARPET

BED 1CARPET

LIVINGLAMINATE

BED 1CARPET

BED 1CARPET

BED 1CARPET

BATHTILES

BATHTILES

BATHTILES

KITCHENLAMINATE

KITCHENLAMINATE

KITCHENLAMINATE

LIVINGLAMINATE

LDY

LDY

LDY

LDY

LIVINGLAMINATE

LIVINGLAMINATE

RA

MP

RA

MP

RAMP 1

LDY

RAMP

SSL 32.500

SSL 32.040

SSL 32.500

SSL 32.500

SSL 32.430

SSL 32.500

SSL 32.430

FW

SS

L 32

.480

SS

L 32

.480

SSL 32.500

SSL 32.500

SS

L 31

.619

DINING

DINING

SSL 32.040

7500

7500

7500

4525

8188

4312

BALUSTRADE TYPE 1 - GLASS PANELSWITH POWDERCOATED ALUMINIUMHANDRAIL AND PROPRIETARY FIXINGS

STAIR 7

STAIR 8

STAIR 11

FW

FW

FW

FW

TANDEM BAY

TANDEM BAY

VENTILATIONSHAFT

4

A-13-21

A-06-02

2

1

1

4

4

J

J

H

H

G

G

K

K

2

2

3

3


3400 4565 4550 5219 8431 10800 10800 7000 3565

FW

FW

FW

FW

FW

FW

FW

FW

FW

IN-SITU CONCRETE RAMP TO STRUCTURALENGINEER'S DETAIL

WALL MOUNTED HANDRAIL TO COMPLYWITH AS1428.1

TACTILE INDICATOR (TGSI) TO COMPLYWITH AS 1428.4, REFER TO FINISHESSCHEDULE

1068D14.4

1067D12 1066

D11

1065D13.2

1063D13.1

1062D14.4

1056D14.4

1057D13.11060

D13.2

1059D11

1061D12

1055D12

1053D11

1051D13.1

1054D13.2

1050D14.4

1036D14.4

1039D14.4

1035D14.4

1034D14.4

1064D36

1058D32

1052D32

1033D13.4

112

W25

109

W25

108

W02

106

W02

107

W24

110

W8.2

100

W32

125

W7.1

126

W29

1002D14.4

WR

WR

WR

FD1

FD1

FD1

FD1FD1

FD1

FD1

FD1

FD1

FD1 FD1

FD1

FD1

MOVEMENT JOINT IN STRICT ACCORDANCEWITH STRUCTURAL ENGINEER'S DETAILSAND INSTRUCTIONS

CONCRETE

CONCRETE

CONCRETE

DP

DP

DP

DS DP

DS

DS

DP

DP

DP

DS

DP

DP

DP

DP

DPDS

DS

DS

DPAC

DPTD

TD

AC

AC

CONCRETE

TIL

E

TIL

E





CAMERON

CHISHOLM

NICOL


ARCHITECT

CLIENT

PROJECT

TITLE

DATE DRAWN:



NOTES:

KEY PLAN

(A1)

©



+61 (0)8 9322 1566 +61 (0)8 9481 0854


T

F

W

E

Perth

M

SCALE



PLOT DATE: 5/11/2015 5:37:35 PM

As indicated

B

HL

P05161

TENDERDOCUMENTATION

RM Approver


A-03-04


GENERAL ARRANGEMENT PLAN LEVEL 1 -PART 2

1 : 100A-06-01

LEVEL 1 - GA PLAN - PART 21




PART 1

PART 2

STAGE 2

STAGE 4 STAGE 3

STAGE 1



Transport Assessment

APPENDIX B WAPC CHECKLIST



Item Status Comments/Proposals

Proposed development

proposed land use Included Discussed in Section 3

existing land uses Included Discussed in Section 2

context with surrounds Included Discussed in Section 2.1

Vehicular access and parking

access arrangements Included Discussed in Section 3.2

public, private, disabled parking set down / pick up Included Discussed in Section 4.4

Service vehicles (non-residential)

access arrangements Included Discussed in Section 3.3

on/off-site loading facilities Included Discussed in Section 3.3

Service vehicles (residential)

Rubbish collection and emergency vehicle access N/A

Traffic volumes

daily or peak traffic volumes Included Discussed in Section 2.5

type of vehicles (e.g. cars, trucks) Included Discussed in Section 4.2

Traffic management on frontage streets Included Discussed in Sections 2.2 & 2.3

Public transport access

nearest bus/train routes Included Discussed in Sections 2.7

nearest bus stops/train stations Included Discussed in Sections 2.7

pedestrian/cycle links to bus stops/train station Included Discussed in Section 2.7

Pedestrian access/facilities

existing pedestrian facilities within the development (if any) Included Discussed in Section 2.6

proposed pedestrian facilities within development Included Discussed in Section 4.8

existing pedestrian facilities on surrounding roads Included Discussed in Section 2.6

proposals to improve pedestrian access Included Discussed in Section 5.1

Cycle access/facilities

existing cycle facilities within the development (if any) N/A

proposed cycle facilities within the development N/A

existing cycle facilities on surrounding roads Included Discussed in Section 2.6

proposals to improve cycle access N/A

Site specific issues

Safety issues

identify issues Included Discussed in Section 5.1

remedial measures N/A

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C. BUILDING FACADE CALCULATION METHODOLOGY

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