Spencer Road 3.79 - 4.60 Slk (Hume Road to Regal Drive), Thornlie … · 2019. 12. 12. · 2.4...

MRWA-IPWEA-WA/RSA/2019/008 1 | P a g e

Spencer Road 3.79 - 4.60 Slk (Hume

Road to Regal Drive), Thornlie

Proposed Wide Median, Turn Pockets at

Intersections and U-Turning Pockets

Road Safety Audit

Stage 2 - Preliminary Design

Audit Ref: MRWA-IPWEA-WA/RSA/2019/008

Prepared for:

Michael Johnson at the City of Gosnells

By:

IPWEA /

Main Roads Western Australia

Report Issue Date: 20/08/2019

OCM 17 DECEMBER 2019 APPENDIX 13.3.1D


Safety Audit Document Control Sheet

Project Location: Spencer Road 3.79 - 4.60 Slk (Hume Road to Regal Drive),

Thornlie

Project Proposal: Proposed Wide Median, Turn Pockets at Intersections and

U-Turning Pockets

Audit Stage: Stage 2 - Preliminary Design

Prepared for: Michael Johnson at the City of Gosnells

Prepared by 1: IPWEA /

Prepared by 2: Main Roads Western Australia

Audit Team Leader: Andy McMahon

Audit Team Leader

Organisation:


Audit Reference: MRWA-IPWEA-WA/RSA/2019/008

Report Issue Date: 20/08/2019



Contents 1. INTRODUCTION ............................................................................................................................... 4

1.1 Scope of Audit ......................................................................................................................... 4

1.2 The Audit Team ....................................................................................................................... 5

1.3 Specialist Advisors ................................................................................................................... 5

1.4 Safe System Findings ............................................................................................................... 6

1.5 Previous Safety Audits ............................................................................................................ 6

1.6 Background Data ..................................................................................................................... 7

1.6.1 Crash History ................................................................................................................... 7

1.6.2 Traffic and Speed Data .................................................................................................... 7

1.6.3 Appendices ...................................................................................................................... 8

2. ITEMS RAISED IN THIS Stage 2 - Preliminary Design AUDIT ............................................................ 9

2.1 Finding – Power poles located within the clear zone on Spencer Road ................................. 9

2.2 Finding – Existing trees located in the median at the proposed right turning pocket serving

the northern intersection into Regency Drive .................................................................................... 9

2.3 Finding – Pedestrian crossing provision on Spencer Road ................................................... 10

2.4 Finding – Bus stops located immediately prior to the proposed left turn pockets .............. 11

2.5 Finding – Absence of formal on-road bicycle facilities on Spencer Road ............................. 12

2.6 Finding – Available Safe Intersection Sight Distance (SISD) at the proposed access onto

Spencer Road outside number 374 Spencer Road ........................................................................... 12

2.7 Finding – Trees located on the western verge along Spencer Road may become located

within the clear zone ........................................................................................................................ 13

2.8 Finding – Available Safe Intersection Sight Distance (SISD) at the south-eastern intersection

of Grenadier Drive and Spencer Road .............................................................................................. 14

2.9 Finding – Available Safe Intersection Sight Distance (SISD) associated with potential

masking at the intersections from Regency Drive ............................................................................ 15

2.10 Finding – Road lighting at proposed pedestrian crossings ................................................... 15

2.11 Finding – Abrupt deceleration length of left turn pocket at north-western intersection of

Grenadier Drive ................................................................................................................................. 16

2.12 Finding – Drainage provision on Spencer Road and recorded crash history ........................ 16

3. Audit Team Statement .................................................................................................................. 18



1. INTRODUCTION

1.1 Scope of Audit

A Road Safety Audit is a formal, systematic, assessment of the potential road safety

risks associated with a new road project or road improvement project conducted by

an independent qualified audit team. The assessment considers all road users and

suggests measures to eliminate or mitigate any risks identified by the audit team.

This Road Safety Audit has been conducted following the general principles detailed

in Austroads Guide to Road Safety Part 6: Managing Road Safety Audits and

Austroads Guide to Road Safety Part 6A: Implementing Road Safety Audits.

This report results from a Stage 2 - Preliminary Design Road Safety Audit carried out

on the Proposed Wide Median, Turn Pockets at Intersections and U-Turning Pockets

at Spencer Road 3.79 - 4.60 Slk (Hume Road to Regal Drive), Thornlie

The background and objective of the proposed project: the existing undivided four-

lane carriageway is considered unsafe particularly for intersection movements. The

aim of the proposed road layout is to channel traffic safely in and out of intersections.

Right turn movements at some intersections have also been restricted to left-in/left-

out and u-turning pockets have been provided to facilitate right turning vehicles.

The Audit was undertaken by Andy McMahon of Main Roads Western Australia with

reference to the details provided in the Audit Brief.

The audit comprised an examination of the drawings and other information supplied

by Michael Johnson at the City of Gosnells as listed in Appendix D.

All the findings described in Section 2 of this report are considered by the audit team

to require action in order to improve the safety of the proposed project and to

minimise the risk of crash occurrence and reduce potential crash severity.

The audit team has examined and reported only on the road safety implications of the

project as presented and has not examined or verified the compliance of the design

to any other criteria.



1.2 The Audit Team

Auditor

No.

Name Role Organisation

279 (S) Andy McMahon Audit Team Leader Main Roads Western

Australia

702 (S) Paul Starling Audit Team Member Main Roads Western

Australia

- Dwight Kostusik Audit Team Trainee City of Freemantle

- James Brownlie Audit Team Trainee BG&E Consulting

Engineers

- Craig Dunster Audit Team Trainee Main Roads Western

Australia

- Dallas Millward Audit Team Trainee Traffic Force

The audit team visited the site on 15 August 2019 at 16:00. At the time of the site

visit the weather was clear and the existing road surface was dry.

A night-time site visit was undertaken on 15 August 2019 at 18:30.

1.3 Specialist Advisors

No specialist advisers were involved in this road safety audit.



1.4 Safe System Findings

The aim of Safe System Findings is to focus the Road Safety Audit process on

considering safe speeds and by providing forgiving roads and roadsides. This is to be

delivered through the Road Safety Audit process by accepting that people will always

make mistakes and by considering the known limits to crash forces the human body

can tolerate. This is to be achieved by focusing the Road Safety Audit on particular

crash types that are known to result in higher severity outcomes at relatively lower

speed environments to reduce the risk of fatal and serious injury crashes.

The additional annotation “IMPORTANT” shall be used to provide emphasis to any

road safety audit finding that has the potential to result in fatal or serious injury or

findings that are likely to result in the following crash types above the related speed

environment: head-on (>70 km/h), right angle (>50 km/h), run off road impact object

(>40 km/h), and crashes involving vulnerable road users (>30 km/h), as these crash

types are known to result in higher severity outcomes at relatively lower speed

environments.

The exposure and likelihood of crash occurrence shall then be considered for all

findings deemed “IMPORTANT” and evaluated based on an auditors professional

judgement. Auditors should consider factors such as, traffic volumes and

movements, speed environment, crash history and the road environment, and apply

road safety engineering and crash investigation experience to determine the

likelihood of crash occurrence. The likelihood of crash occurrence shall be

considered either “VERY HIGH”, “HIGH”, “MODERATE” or “LOW” and this additional

annotation shall be displayed following the “IMPORTANT” annotation on applicable

findings.

1.5 Previous Safety Audits

No previous road safety audits have been conducted on this project.



1.6 Background Data

1.6.1 Crash History

A study of the recent crash history has been conducted in the vicinity of the proposed

project for the five-year period to the end of December 2018. This showed that there

were 44 reported crashes within the extracted data which is summarised below:

24 Rear end crashes, 11 involving southbound vehicles resulting in property damage,

3 involving southbound right turning vehicles at the intersections of Regency Drive

and Grenadier Drive resulting in property damage, 7 involving northbound vehicles

resulting in property damage, 1 involving northbound right turning vehicles at the

intersection of Glyndebourne Avenue resulting in medical severity;

11 Right angle crashes, 2 occurring at Hume Road resulting in property damage, 1

occurring at Burnley Street resulting in property damage, 1 occurring at Regency

Drive involving a bicycle, 2 occurring at Glyndebourne Avenue 1 involving a cyclist

and 1 involving a motorcyclist resulting in hospital severity, 1 occurring at Grenadier

Drive resulting in medical severity, 3 occurring at Denham Way resulting in property

damage, and 1 occurring at Regal Drive resulting in property damage; and

1 Pedestrian crash involving a pedestrian crossing Spencer Road near Kenmare

Avenue resulting in hospital severity.

1.6.2 Traffic and Speed Data

A summary of recent traffic data is provided below:

Location Vehicles per day

(% heavy vehicles) Date Source

Spencer Road 22,481 March 2014 City of Gosnells

Spencer Road 31,000 Forecast 2031 City of Gosnells

A summary of recent speed data is provided below:

Location Average Speed

(km/h)

85th Percentile

Speed (km/h)

Date Source

- - - - -



1.6.3 Appendices

Appendix A – Audit Findings Location Plan

Appendix B – Audit Photographs

Appendix C – Crash Reports

Appendix D – List of Documents Provided for the Audit

Appendix E – Corrective Action Report (CAR)



2. ITEMS RAISED IN THIS STAGE 2 - PRELIMINARY DESIGN AUDIT

2.1 Finding – Power poles located within the clear zone on Spencer Road

There are a number of large power poles that are located on the north-eastern verge

on Spencer Road as close as 1.0 m from the travelled way for south-eastbound traffic

placing them within the effective clear zone.

Justification of the finding:

There is the risk of increased severity to vehicle occupants in the event an errant

vehicle leaves the road and collides with a roadside power pole.

Hazards within the clear zone should be removed or suitably protected or be frangible to the impact of a vehicle. Effective clear zones are determined using the method described in Austroads Guide to Road Design Part 6: Roadside Design, Safety and Barriers. Using a design speed of 70 km/h, straight alignment, flat batter slopes and > 6000 vehicles per day, the required clear zone is 6.5 m. Austroads Guide to Road Design Part 6: Roadside Design, Safety and Barriers

indicates removal of roadside hazards is rated very high as an effective treatment to

prevent an off path incident.

Recommendation

Roadside hazards should be relocated from the clear zone or suitable protection

provided for the occupants of errant vehicles in accordance with Austroads

guidelines.

[IMPORTANT | MODERATE]

2.2 Finding – Existing trees located in the median at the proposed right turning pocket serving the northern intersection into Regency Drive

There are existing trees located in the median that are shown on the drawing to

remain will be a hazard for errant vehicles. The overhanging tree branches may also

partially obscure Stopping Sight Distance (SSD) particularly for larger vehicles

travelling south-eastbound on Spencer Road intending to enter the right turn pocket

to queuing right turning vehicles in the proposed pocket.



vehicle leaves the road and collides with a roadside tree located in the median or a

risk of rear end crashes involving vehicles entering the right turn pocket.

Hazards within the clear zone should be removed or suitably protected or be

frangible to the impact of a vehicle. Effective clear zones are determined using the

method described in Austroads Guide to Road Design Part 6: Roadside Design,



Safety and Barriers. Using a design speed of 70 km/h, straight alignment, flat batter

slopes and > 6000 vehicles per day, the required clear zone is 6.5 m.

Austroads Guide to Road Design Part 6: Roadside Design, Safety and Barriers



Austroads Guide to Road Design Part 3: Geometric Design indicates Stopping Sight

Distance (SSD) is the distance to enable a normally alert driver, travelling at the

design speed on a wet pavement, to perceive, react and brake to a stop before

reaching a hazard on the road ahead. Using a design speed of 70 km/h and reaction

time of 2.0 seconds the required sight distance is 92 m.

Recommendation

Adequate Stopping Sight Distance (SSD) should be provided and roadside hazards

should be removed from the clear zone in accordance with Austroads guidelines.

[IMPORTANT | LOW]

2.3 Finding – Pedestrian crossing provision on Spencer Road

The majority of pedestrian crossings on Spencer Road are proposed at locations

where left turning pockets are to be provided resulting in pedestrians having to cross

three traffic lanes. Pedestrian crossing locations also do not appear to be sited on

pedestrian desirelines to cater for existing pedestrian cross routes or to provide

access to and from proposed bus stop locations.


There is a risk that pedestrians could be struck by vehicles when crossing Spencer

Road at the proposed crossing locations, or that pedestrians elect to cross at

established desirelines where crossing facility may not have been provided resulting

in hit pedestrian crashes.

The proposed crossing locations will require pedestrians to cross in excess of 10 m

over three traffic lanes on Spencer Road. Spencer Road has a traffic volume in

excess of 23,000 vehicles per day that is forecast to increase to 31,000 vehicles per

day. This will be a particular problem for elderly or mobility impaired pedestrians who

can not cross as quickly as younger or able bodied pedestrians. There has also been

1 pedestrian crash recorded on this section of Spencer Road which resulted in

hospital severity.

A review of buses that access stops along this route has found that between 1 and 8

buses could potentially be stopping along this route per hour in weekday peak

periods depending on the passenger demand.



Austroads Guide to Road Design Part 4: Intersections and Crossings - General indicates that it is good design practice to provide the shortest crossing of the road that is practicable in the circumstances considering the safety of pedestrians and for the benefit of the elderly or infirm.

Austroads Guide to Road Design Part 6A: Pedestrian and Cycle Paths indicates that

in order to develop appropriate and practical design solutions road designers should

have a sound understanding of what is required to ensure that pedestrian networks

and facilities offer a high level of mobility and safety. A well-connected walking

environment should locate pedestrian crossings on pedestrian desire lines where

people want to cross to get to public transport interchanges.

Recommendation

Pedestrian crossings should be provided at locations where there is the shortest

practicable crossing length, also a pedestrian survey should be conducted to ensure

pedestrian crossings are located on desirelines and to best serve proposed bus stops

in accordance with Austroads guidelines.

[IMPORTANT | HIGH]

2.4 Finding – Bus stops located immediately prior to the proposed left turn pockets

The bus stops proposed are to be located immediately prior to the commencement of

left turn pockets at the intersections of Regency Drive, Kenmare Avenue and

Grenadier Drive.


There is a risk of rear end or sideswipe crashes involving vehicles overtaking

stationary buses and attempting to enter the left turn pockets that immediately follow.

This is a particular issue at the bus stop located immediately prior to the left turn

pocket for Grenadier Drive, as this pocket is proposed to have a substandard

deceleration length.




Austroads Guide to Road Design Part 4: Intersections and Crossings - General

indicates that for safety reasons bus stops should be located on the departure side of

facilities such as intersections and pedestrian crossings.



Recommendation

The proposed bus stops should be located away from the commencement of left

turning pockets and preferably on the departure side of intersections in accordance

with Austroads guidelines.

2.5 Finding – Absence of formal on-road bicycle facilities on Spencer Road

There are no formal on-road bicycle facilities proposed on Spencer Road to cater for

existing on-road bicycle riders particularly at proposed intersection layouts.


There is a risk that bicycle riders could be struck by other vehicles particularly at

intersection locations.

The proposed road layout involves the removal of an adjacent local access road that

may result in an increase in on-road bicycle use on the adjacent Spencer Road.

Bicycle riders were observed riding along the adjacent local access road and on

Spencer Road at the time of the audit. A study of the crash history at this location

found 3 crashes involving bicycle riders that occurred at intersections who were

struck by other vehicles.

Austroads Guide to Road Design Part 4: Intersections and Crossings - General

indicates that approaches to exclusive left-turn treatments may create serious conflict

points between cyclists and left-turning motor vehicles. Bicycle lane treatments

through intersections could also be considered at other locations where cyclists

would be at risk due to the geometric design requirements for motor vehicles.

Recommendation

Adequate facilities should be provided for on-road bicycle riders particularly at

intersections in accordance with Austroads guidelines.

[IMPORTANT | HIGH]

2.6 Finding – Available Safe Intersection Sight Distance (SISD) at the proposed access onto Spencer Road outside number 374 Spencer Road

There is the combination of existing vegetation and a power pole to the right of the

proposed access location for entering vehicles that may partially obstruct Safe

Intersection Sight Distance for south-eastbound vehicles entering Spencer Road.




There is a risk that vehicles could fail to give way whilst entering Spencer Road from

the access which could result in right angle crashes.

The combination of the vegetation and the power pole located to the north-west of

the access reduces Safe Intersection Sight Distance to less than 151 m.

Austroads Guide to Road Design Part 4A: Unsignalised and Signalised Intersections

indicates that Safe Intersection Sight Distance is the minimum distance which should

be provided on the major road at any intersection. Using a design speed of 70 km/h

and reaction time of 2.0 seconds the required Safe Intersection Sight Distance is

151 m measured 7 m back along the side road from the conflict point.

Recommendation

Adequate Safe Intersection Sight Distance should be provided in accordance with

Austroads guidelines.

[IMPORTANT | LOW]

2.7 Finding – Trees located on the western verge along Spencer Road may become located within the clear zone

There are a number of trees on the western verge along Spencer Road that may

become located within the effective clear zone once widening works have been

completed.



vehicle leaves the road and collides with roadside trees.

Hazards within the clear zone should be removed or suitably protected or be frangible to the impact of a vehicle. Effective clear zones are determined using the method described in Austroads Guide to Road Design Part 6: Roadside Design, Safety and Barriers. Using a design speed of 70 km/h, straight alignment, flat batter slopes and > 6000 vehicles per day, the required clear zone is 6.5 m. Austroads Guide to Road Design Part 6: Roadside Design, Safety and Barriers





Recommendation

Roadside hazards should be relocated from the clear zone or suitable protection

provided for the occupants of errant vehicles in accordance with Austroads

guidelines.

[IMPORTANT | LOW]

2.8 Finding – Available Safe Intersection Sight Distance (SISD) at the south-eastern intersection of Grenadier Drive and Spencer Road

There is a bus stop located to the north-west of the intersection and a left turn pocket

layout to the southeast that could create the risk of masking, both of which could

temporarily restrict Safe Intersection Sight Distance (SISD) for vehicles exiting

Grenadier Drive.


There is a risk that vehicles could fail to give way whilst exiting the intersection which

could result in right angle crashes.




Stationary buses at the proposed bus stop to the north-west of the intersection could

temporarily obscure sightlines for exiting vehicles. The proposed layout of the left turn

pocket could also result in left turning vehicles partially obstructing sightlines to north-

westbound vehicles on Spencer Road to vehicles exiting Grenadier Drive.






Recommendation

Adequate Safe Intersection Sight Distance should be provided in accordance with

Austroads guidelines.




2.9 Finding – Available Safe Intersection Sight Distance (SISD) associated with potential masking at the intersections from Regency Drive

The combination of the intersection layout and left turn pocket arrangement has the

potential for left turning vehicles to mask through vehicles from vehicles exiting the

intersections.


There is a risk that vehicles could fail to give way whilst exiting the intersections

which could result in right angle crashes.






Recommendation

The layout of the intersections should be reviewed to minimise the risk of masking in

accordance with Austroads guidelines.

[IMPORTANT | LOW]

2.10 Finding – Road lighting at proposed pedestrian crossings

No information was provide for the road safety audit about road lighting at proposed

pedestrian crossing locations.


There is a risk that pedestrians crossing Spencer Road at times of reduced light

could result in hit pedestrian crashes.

Australian Standard 1158.0 Lighting of Roads and Public Spaces indicates that the

primary aim of the provision of road lighting is the safe movement of people.

Australian Standard 1158.0 Lighting of Roads and Public Spaces also indicates that

Category P lighting should be provided to roads and outdoor public spaces on which

the visual requirements of pedestrians are dominant, e.g. local roads, outdoor

shopping precincts and outdoor carparks.



Recommendation

Adequate road lighting should be provided at pedestrian crossing locations in

accordance with Australian Standards.

[IMPORTANT | LOW]

2.11 Finding – Abrupt deceleration length of left turn pocket at north-western intersection of Grenadier Drive

The deceleration length of the proposed left turn pocket from Spencer Road entering

the north-western intersection into Grenadier Drive is abrupt providing insufficient

deceleration length for left turning vehicles.


There is a risk that vehicles entering the proposed left turn pocket are forced to brake

abruptly which could result in rear end crashes.

The deceleration length of the proposed left turn pocket is approximately 40 m.


indicates that deceleration from the approach speed to a turning speed is applicable

to unsignalised left turns and the appropriate deceleration (D) or diverge length (Ld)

should be provided selecting the greater value. Using a design speed of 70 km/h and

an exit speed of between 20 – 40 km/h the deceleration length should be 70 – 50 m.

Recommendation

Adequate deceleration length should be provided in accordance with Austroads

guidelines.

2.12 Finding – Drainage provision on Spencer Road and recorded crash history

Spencer Road has a relatively flat longitudinal gradient and the existing sealed cross

section is proposed to change. There is also a significantly higher than average

number of crashes on Spencer Road that occurred when the road condition was wet

when compared to the State average.


There is a risk that vehicles could lose control during wet conditions resulting in off

path or rear end crashes.

The typical longitudinal gradient on Spencer Road is less than 1 % and there are

sections where the longitudinal gradient is below 0.5 %. The proportion of crashes



that occurred when the road surface was wet was found to be nearly twice that of the

State average. The majority of the crashes that occurred during wet conditions had a

rear end crash nature.

Austroads Guide to Road Design Part 3: Geometric Design indicates that minimum

grades are typically driven by the need to ensure free drainage of the road surface to

prevent aquaplaning. Austroads recommends a minimum desirable gradient of 1.0 %

and states that whenever the longitudinal grade is less than 1.5%, the depth of flow

should be checked to ensure that the flow depths do not exceed the values specified

in the Guide to Road Design Part 5A: Drainage - Road Surface, Network, Basins and

Subsurface.

Austroads Guide to Road Design Part 5A: Drainage – Road Surface, Networks,

Basins and Subsurface indicates that the safety of road users is most at risk from

run-off that either falls directly upon the road surface or flows onto the road surface

from the adjacent road reservation. The main risk to road users encountering road

surface run-off is a loss of control.

Recommendation

Adequate drainage should be provided to minimise the risk of loss of control in

accordance with Austroads guidelines.




3. AUDIT TEAM STATEMENT

I hereby certify that the audit team have examined the documents listed in

Appendix D and have inspected the site in undertaking this Road Safety Audit. I also

confirm that this audit has been carried out independently of the design team

following the general principles detailed in Austroads Guide to Road Safety Part 6:

Managing Road Safety Audits and Austroads Guide to Road Safety Part 6A:

Implementing Road Safety Audits.

The audit has been carried out for the sole purpose of identifying any features of the

design which could be altered or removed to improve the safety of the proposal. The

identified issues have been noted in this report. The accompanying findings and

recommendations are put forward for consideration by the Client for implementation.

Audit Team Leader

Andy McMahon

Andy McMahon Signature Senior Road Safety Investigator


Tel. No. 08 9323 4288 20/08/2019 Date

[email protected]

Disclaimer

This report contains findings and recommendations based on examination of the site and/or relevant

documentation. The report is based on the conditions viewed on the day of inspection and is relevant

at the time of production of the report. Information and data contained within this report is prepared

with due care by the Road Safety Audit Team. While the Road Safety Audit Team seeks to ensure

accuracy of the data, it cannot guarantee its accuracy.

Readers should not solely rely on the contents of this report or draw inferences to other sites. Users

must seek appropriate expert advice in relation to their own particular circumstances.

The Road Safety Audit Team does not warrant, guarantee or represent that this report is free from

errors or omissions or that the information is exhaustive. Information contained within may become

inaccurate without notice and may be wholly or partly incomplete or incorrect. Before relying on the

information in this report, users should carefully evaluate the accuracy, completeness and relevance

of the data for their purposes.

Subject to any responsibilities implied in law which cannot be excluded, the Road Safety Audit Team is not liable to any party for any losses, expenses, damages, liabilities or claims whatsoever, whether direct, indirect or consequential, arising out of or referrable to the use of this report, howsoever caused whether in contract, tort, statute or otherwise.


mailto:[email protected]


APPENDIX A

AUDIT FINDINGS LOCATION PLAN


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

20

| P

ag

e

Au

dit

Fin

din

gs L

oc

ati

on

Pla

n

Fin

din

g 2

.4

Fin

din

g 2

.2

Fin

din

g 2

.6

Fin

din

g 2

.8

Fin

din

g 2

.9

Fin

din

g 2

.9

Fin

din

g 2

.11

Fin

din

g 2

.4



APPENDIX B

AUDIT PHOTOGRAPHS



Finding 2.1 – Power poles located within the clear zone

Finding 2.2 – Trees located in the median immediately south of Hume Road



Finding 2.7 – Trees in the verge located within the clear zone



APPENDIX C

CRASH REPORTS













APPENDIX D

LIST OF DOCUMENTS PROVIDED FOR THE AUDIT



Document Ref. Document Title Scale Date

- Road Safety Audit Brief - 01/08/2019

- Spencer Road, West of Denham Way – Traffic Survey Data Mar/Apr 2014

- Mar/Apr

2014

- Spencer Road 3.79 – 4.60 Slk – Detailed Crash History 2014-2018

- Aug 2019

E3-19-700 Spencer Road Median and Turn Pockets Hume Road to Regal Drive – Typical Cross Section

NTS -

E3-19-701 Spencer Road Median and Turn Pockets Hume Road to Regal Drive – Cross Sections Ch:0.0 to Ch:170.0

1:200 -


1:200 -


1:200 -


1:200 -


1:200 -

E3-19-802 Spencer Road Median and Turn Pockets Hume Road to Regal Drive – Layout and Contours

1:500 July 2019



APPENDIX E

CORRECTIVE ACTION REPORT


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

33 | P

ag

e

Co

rre

cti

ve

Ac

tio

n R

ep

ort

- S

pe

nc

er

Ro

ad

3.7

9 -

4.6

0 S

lk (

Hu

me

Ro

ad

to

Re

ga

l D

rive

), T

ho

rnli

e -

Pro

po

se

d W

ide

Me

dia

n,

Tu

rn P

oc

ke

ts a

t In

ters

ec

tio

ns a

nd

U-T

urn

ing

Po

ck

ets

Sta

ge

2 -

Pre

lim

ina

ry D

es

ign

Fin

din

gs a

nd

Rec

om

me

nd

ati

on

s

Pro

ject

Ma

na

ger

Ag

ree

/

Dis

ag

ree

Re

as

on

fo

r D

isag

reein

g

Pro

po

sed

Ac

tio

n a

nd

Co

mm

en

ts

2.1

– F

ind

ing

-

Po

we

r p

ole

s lo

ca

ted

w

ith

in

the c

lear

zo

ne

on

Sp

en

cer

Ro

ad

Th

ere

are

a n

um

ber

of

larg

e p

ow

er

pole

s t

hat

are

lo

cate

d

on

the

no

rth-e

aste

rn

ve

rge

on

Sp

en

cer

Ro

ad

a

s

clo

se

a

s

1.0

m

fr

om

th

e

tra

ve

lled w

ay f

or

so

uth

-eastb

ou

nd

tra

ffic

pla

cin

g

them

with

in t

he e

ffe

ctive

cle

ar

zo

ne

.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Ro

ad

sid

e h

aza

rds s

hou

ld b

e r

elo

cate

d f

rom

th

e

cle

ar

zo

ne

or

su

ita

ble

pro

tectio

n p

rovid

ed

for

the

occup

an

ts o

f e

rra

nt

ve

hic

les i

n a

ccord

ance w

ith

A

ustr

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

MO

DE

RA

TE

]

Ch

oo

se a

n

item

.

2.2

– F

ind

ing

- E

xis

tin

g t

ree

s l

oca

ted

in

th

e

me

dia

n a

t th

e p

rop

os

ed

rig

ht

turn

ing

po

cket

se

rvin

g

the

no

rth

ern

in

ters

ecti

on

in

to

Re

ge

nc

y D

rive

Th

ere

are

exis

ting

tre

es l

ocate

d i

n t

he m

edia

n

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

34 | P

ag

e

that

are

sh

ow

n o

n t

he d

raw

ing

to

rem

ain

will

be

a

h

aza

rd fo

r err

ant

ve

hic

les.

Th

e o

ve

rha

ng

ing

tr

ee

bra

nch

es

ma

y

als

o

part

ially

o

bscu

re

Sto

pp

ing S

igh

t D

ista

nce

(S

SD

) p

art

icu

larly fo

r la

rger

ve

hic

les

tra

ve

llin

g

so

uth

-eastb

ou

nd

on

Sp

en

cer

Ro

ad i

nte

nd

ing

to e

nte

r th

e r

ight

turn

p

ocket

to q

ueu

ing

rig

ht

turn

ing

ve

hic

les in

th

e

pro

po

sed

po

cke

t.

Re

co

mm

en

da

tio

n

Ad

eq

uate

Sto

pp

ing

Sig

ht

Dis

tance

(S

SD

) sh

ou

ld

be

pro

vid

ed

a

nd

ro

adsid

e

haza

rds

sh

ou

ld

be

rem

ove

d f

rom

th

e c

lear

zo

ne

in

accord

ance

with

A

ustr

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

LO

W]

Ch

oo

se a

n

item

.

2.3

– F

ind

ing

- P

ed

es

tria

n c

rossin

g p

rovis

ion

o

n S

pen

ce

r R

oad

Th

e m

ajo

rity

of

pe

de

str

ian

cro

ssin

gs o

n S

pen

cer

Ro

ad

a

re

pro

pose

d

at

locatio

ns

wh

ere

le

ft

turn

ing

p

ockets

a

re to

be pro

vid

ed

re

sultin

g in

p

ed

estr

ians h

avin

g t

o cro

ss t

hre

e t

raff

ic la

ne

s.

Pe

de

str

ian c

rossin

g lo

catio

ns a

lso

do n

ot a

pp

ea

r to

be s

ite

d o

n p

ed

estr

ian

desire

lines t

o c

ate

r fo

r e

xis

tin

g

ped

estr

ian

cro

ss ro

ute

s

or

to

pro

vid

e

access to

an

d fro

m p

ropo

sed

bus s

top lo

catio

ns.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Pe

de

str

ian

cro

ssin

gs

sh

ou

ld

be

pro

vid

ed

a

t

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

35 | P

ag

e

locatio

ns w

here

th

ere

is t

he s

hort

est

pra

ctica

ble

cro

ssin

g le

ng

th,

als

o a

ped

estr

ian s

urv

ey s

hou

ld

be

co

nd

ucte

d

to

ensure

p

ed

estr

ian

cro

ssin

gs

are

lo

cate

d

on

desire

lines

and

to

b

est

serv

e

pro

po

sed

bus

sto

ps

in

accord

ance

with

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

HIG

H]

2.4

–

Fin

din

g

- B

us

sto

ps

lo

ca

ted

im

me

dia

tely

p

rio

r to

th

e p

rop

ose

d le

ft tu

rn

po

ck

ets

Th

e

bus

sto

ps

pro

po

se

d

are

to

b

e

locate

d

imm

edia

tely

prior

to t

he c

om

me

ncem

ent

of

left

turn

p

ocke

ts

at

the

inte

rse

ctio

ns

of

Reg

ency

Drive

, K

enm

are

Ave

nu

e a

nd

Gre

na

die

r D

rive

.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Th

e p

ropo

sed

bus s

tops s

hou

ld b

e lo

cate

d a

wa

y

from

th

e c

om

me

nce

me

nt

of

left

turn

ing

pockets

and

p

refe

rably

o

n

the

d

ep

art

ure

sid

e

of

inte

rse

ctio

ns

in

accord

an

ce

with

A

ustr

oad

s

gu

idelin

es.

Ch

oo

se a

n

item

.

2.5

– F

ind

ing

-

Ab

se

nc

e o

f fo

rmal

on

-ro

ad

b

icyc

le f

acilit

ies o

n S

pe

nc

er

Ro

ad

Th

ere

are

n

o

form

al

on

-ro

ad

bic

ycle

fa

cili

tie

s

pro

pose

d o

n S

pen

cer

Ro

ad

to c

ate

r fo

r e

xis

tin

g

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

36 | P

ag

e

on-r

oad b

icycle

rid

ers

p

art

icu

larly a

t pro

po

sed

inte

rse

ctio

n la

yo

uts

.

Re

co

mm

en

da

tio

n

Ad

eq

uate

fa

cili

tie

s sh

ould

b

e pro

vid

ed

fo

r o

n-

road

bic

ycle

rid

ers

part

icu

larly a

t in

ters

ection

s in

accord

an

ce w

ith

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

HIG

H]

Ch

oo

se a

n

item

.

2.6

–

Fin

din

g

- A

va

ila

ble

S

afe

In

ters

ecti

on

S

igh

t D

ista

nc

e

(SIS

D)

at

the

pro

po

sed

a

cc

es

s o

nto

S

pen

ce

r R

oad

o

uts

ide n

um

ber

374

Sp

en

cer

Ro

ad

Th

ere

is t

he c

om

bin

ation

of

exis

tin

g v

eg

eta

tion

a

nd

a p

ow

er

pole

to

the

rig

ht

of

the p

rop

ose

d

access lo

catio

n fo

r e

nte

ring

ve

hic

les th

at

ma

y

part

ially

o

bstr

uct

Safe

In

ters

ection

Sig

ht

Dis

tance

fo

r so

uth

-eastb

ou

nd

ve

hic

les e

nte

rin

g

Sp

en

cer

Ro

ad

.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Ad

eq

uate

S

afe

In

ters

ection

S

igh

t D

ista

nce

sh

ou

ld

be

pro

vid

ed

in

acco

rda

nce

with

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

LO

W]

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

37 | P

ag

e

2.7

– F

ind

ing

- T

ree

s l

oca

ted

on

th

e w

este

rn

ve

rge

alo

ng

S

pen

ce

r R

oad

m

ay

bec

om

e

loca

ted

wit

hin

th

e c

lear

zo

ne

Th

ere

a

re

a

num

ber

of

tre

es

on th

e

we

ste

rn

ve

rge

a

long

S

pen

cer

Ro

ad

th

at

ma

y

beco

me

locate

d

with

in

the

eff

ective

cle

ar

zo

ne

o

nce

w

iden

ing

wo

rks h

ave

bee

n c

om

ple

ted.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Ro

ad

sid

e h

aza

rds s

hou

ld b

e r

elo

cate

d f

rom

th

e

cle

ar

zo

ne

or

su

ita

ble

pro

tectio

n p

rovid

ed

for

the

occup

an

ts o

f e

rra

nt

ve

hic

les i

n a

ccord

ance w

ith

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

LO

W]

Ch

oo

se a

n

item

.

2.8

–

Fin

din

g

- A

va

ila

ble

S

afe

In

ters

ecti

on

S

igh

t D

ista

nce

(SIS

D)

at

the

s

ou

th-e

aste

rn

inte

rse

cti

on

of

Gre

nad

ier

Dri

ve

an

d S

pen

ce

r R

oad

Th

ere

is a

bus s

top l

ocate

d t

o t

he n

ort

h-w

est

of

the i

nte

rse

ctio

n a

nd a

left

turn

pocket

layo

ut

to

the

so

uth

east

that

cou

ld

cre

ate

th

e

risk

of

ma

skin

g,

both

of

wh

ich

co

uld

tem

pora

rily

re

str

ict

Sa

fe

Inte

rse

ction

S

ight

Dis

tance

(S

ISD

) fo

r ve

hic

les e

xitin

g G

rena

die

r D

rive

.

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

38 | P

ag

e

Re

co

mm

en

da

tio

n

Ad

eq

uate

S

afe

In

ters

ection

S

igh

t D

ista

nce

sh

ou

ld

be

pro

vid

ed

in

acco

rda

nce

with

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

MO

DE

RA

TE

]

Ch

oo

se a

n

item

.

2.9

–

Fin

din

g

- A

va

ila

ble

S

afe

In

ters

ecti

on

S

igh

t D

ista

nce

(SIS

D)

ass

oc

iate

d

wit

h

po

ten

tia

l m

as

kin

g a

t th

e in

ters

ecti

on

s fr

om

R

eg

en

cy D

rive

Th

e c

om

bin

atio

n o

f th

e i

nte

rse

ctio

n l

ayo

ut

and

left

tu

rn p

ocket

arr

ang

em

ent

has t

he p

ote

ntia

l fo

r

left

turn

ing

ve

hic

les

to m

ask

thro

ug

h

ve

hic

les

from

ve

hic

les e

xitin

g th

e in

ters

ectio

ns.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Th

e

layo

ut

of

the

inte

rse

ctio

ns

sh

ou

ld

be

revie

we

d

to

min

imis

e

the

risk

of

maskin

g

in

accord

an

ce w

ith

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

LO

W]

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

39 | P

ag

e

2.1

0 – F

ind

ing

-

Ro

ad

li

gh

tin

g a

t p

rop

os

ed

p

ed

es

tria

n c

rossin

gs

No

info

rmatio

n w

as p

rovid

e f

or

the r

oad

safe

ty

aud

it a

bo

ut

road l

ightin

g a

t p

rop

osed p

ed

estr

ian

cro

ssin

g lo

catio

ns.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Ad

eq

uate

ro

ad

lig

hting

sh

ou

ld

be

pro

vid

ed

a

t

ped

estr

ian c

rossin

g lo

catio

ns in

accord

an

ce w

ith

Au

str

alia

n S

tand

ard

s.

[IM

PO

RT

AN

T |

LO

W]

Ch

oo

se a

n

item

.

2.1

1 –

Fin

din

g -

Ab

rup

t d

ec

ele

rati

on

le

ng

th o

f le

ft t

urn

po

cke

t at

no

rth

-we

ste

rn i

nte

rse

cti

on

o

f G

ren

ad

ier

Dri

ve

Th

e d

ece

lera

tio

n le

ng

th o

f th

e p

rop

ose

d left t

urn

pocket

fro

m S

pen

cer

Ro

ad

e

nte

ring

th

e n

ort

h-

we

ste

rn

inte

rsectio

n

into

G

rena

die

r D

rive

is

abru

pt

pro

vid

ing

in

suff

icie

nt

dece

lera

tio

n l

eng

th

for

left

turn

ing v

ehic

les.

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

40 | P

ag

e

Re

co

mm

en

da

tio

n

Ad

eq

uate

d

ece

lera

tio

n

leng

th

sh

ou

ld

be

pro

vid

ed

in

a

ccord

an

ce

with

A

ustr

oad

s

gu

idelin

es.

Ch

oo

se a

n

item

.

2.1

2 –

Fin

din

g

- D

rain

ag

e

pro

vis

ion

o

n

Sp

en

ce

r R

oad

an

d r

eco

rded

cra

sh

his

tory

Sp

en

cer

Ro

ad h

as a re

lative

ly fla

t lo

ng

itu

din

al

gra

die

nt

and

th

e e

xis

tin

g s

eale

d c

ross s

ectio

n is

pro

po

sed

to

ch

ang

e.

There

is a

lso

a s

ign

ific

antly

hig

her

than

a

ve

rag

e

nu

mb

er

of

cra

she

s

on

Sp

en

cer

Ro

ad

th

at

occu

rre

d

wh

en

th

e

road

co

nd

itio

n w

as w

et

wh

en

com

pare

d t

o t

he S

tate

ave

rag

e.

Ch

oo

se a

n

item

.

Re

co

mm

en

da

tio

n

Ad

eq

uate

d

rain

ag

e

sho

uld

b

e

pro

vid

ed

to

min

imis

e t

he r

isk o

f lo

ss o

f co

ntr

ol in

acco

rda

nce

with

Au

str

oad

s g

uid

elin

es.

[IM

PO

RT

AN

T |

MO

DE

RA

TE

]

Ch

oo

se a

n

item

.


MR

WA

-IP

WE

A-W

A/R

SA

/201

9/0

08

41 | P

ag

e

Co

rre

cti

ve

Ac

tio

n R

ep

ort

- S

pe

nc

er

Ro

ad

3.7

9 -

4.6

0 S

lk (

Hu

me

Ro

ad

to

Re

ga

l D

rive

), T

ho

rnli

e -

Pro

po

se

d W

ide

Me

dia

n,

Tu

rn P

oc

ke

ts a

t In

ters

ec

tio

ns a

nd

U-T

urn

ing

Po

ck

ets

Sta

ge

2 -

Pre

lim

ina

ry D

es

ign

NO

TE

:

T

his

Corr

ective

Actio

n R

epo

rt is t

o b

e r

ead in

co

nju

nctio

n w

ith

th

e fu

ll R

oad

Safe

ty A

udit R

epo

rt a

nd

its

fin

din

gs a

nd

recom

me

nd

atio

ns.

T

he a

sset o

wn

ers

(M

RW

A a

nd

/or

LG

A)

mu

st

be info

rme

d o

f th

ese f

indin

gs, re

com

me

nd

atio

ns a

nd p

rop

osed a

ction

s.

It

em

s n

ot u

nd

er

the r

espo

nsib

ility

of

this

pro

ject re

pre

sen

tative

mu

st b

e f

orw

ard

ed

to

th

e p

ers

ons / a

ge

ncie

s w

ho a

re r

esp

on

sib

le.

Th

es

e f

ind

ing

s a

nd

re

co

mm

en

da

tio

ns h

ave

be

en

co

nsid

ere

d, a

nd

th

e a

cti

on

s lis

ted

will b

e t

ake

n a

cc

ord

ing

ly.

Re

sp

on

sib

le P

roje

ct

Re

pre

se

nta

tive

C

om

pan

y /

Ag

en

cy /

Div

isio

n

Po

sit

ion

D

ate

As

set

Ow

ner

Re

pre

se

nta

tive

Co

mp

an

y /

Ag

en

cy /

Div

isio

n

Po

sit

ion

D

ate


THIS PAGE HAS BEEN LEFT BLANKINTENTIONALLY


Date post:	25-Sep-2020
Category:	Documents
Upload:	others
View:	0 times
Download:	0 times