Transport Assessment (TA) Refresh

Final

Gold Right Pty Ltd

Lots 805, 806, 3 Karnup

Transport Assessment (TA) Refresh

June 2017

Final |

Final

29 Jun 2017

Updated TA to refelct revised layout (realignment of Aquamarine

Parade) and City of Rockingham and Main Roads WA preferred

traffic solution

This report takes into account the particular

instructions and requirements of our client.

It is not intended for and should not be relied

upon by any third party and no responsibility

is undertaken to any third party.

Job number 238546-00

Arup

Arup Pty Ltd ABN 18 000 966 165

Arup

Level 14, 2 The Esplanade

Perth

www.arup.com

Gold Right Pty Ltd Lots 805, 806, 3 Karnup


June 2017 | Final | | Arup

J:\238000\238546-00 LOT 805 MANDURAH\WORK\INTERNAL\REPORT\TA REFRESH\KARNUP_TA REFRESH_FINAL_23062017.DOCX

Contents

Page

1 Introduction 5

2 Background 8

2.1 Transport Assessment Report (TA), prepared by Transcore (February, 2013) 8

2.2 Interim Scenario Access Modelling Assessment, prepared by Arup (May, 2015) 9

2.3 Modelling Update and Transport Assessment Refresh, prepared by Arup (December 2015) 10

2.4 Further advice received from Main Roads WA and City of Rockingham 11

3 Existing Situation 12

3.1 Existing Road Network 12

3.2 Existing Public Transport Facilities 14

3.3 Existing pedestrian and cyclist facilities 15

4 Structure Plan Proposal 17

4.1 Proposed Future Access Arrangements 18

5 Traffic Model Development 20

5.1 Matrix Development 20

5.2 Network Development 25

6 Proposed Internal Transport Network 27

6.1 Road Hierarchy 27

6.2 Internal Structural Plan Road and Intersections 36

6.3 Internal Public Transport Network 38

6.4 Internal Pedestrian and Cyclist Facilities 40

7 Recommendations to the External Transport Network 43

7.1 Analysis of External Transport Network 43

7.2 Summary of Analysis Results 56

8 Conclusion 61

Table 1 Mandurah Road/Singleton Beach Road Intersection Crash Data 14

Table 2: Mandurah Road/Crystaluna Drive Intersection Crash Data .................... 14





Table 3 Internal Zone Breakdown ........................................................ 21

Table 4 External to External Zone Trip Ends for 2015 and 2026 (extrapolated) 23

Table 5 Trip Rates Adopted in Karnup SATURN Model .................... 23

Table 6 2026 Internal Zone Trip Ends .................................................. 24

Table 7 Scenario 1 Trip Ends used for SATMX Furness ..................... 25

Table 8 Traffic volume threshold for detailed intersection analysis .... 36

Table 9 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Base Scenario – AM, PM ............................................................................................... 46

Table 10 SIDRA Results - Mandurah Rd/Crystaluna Dr - Scenario 1 – AM, PM 48

Table 11 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Scenario 1 – AM, PM 49

Table 12 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - 3way Priority Controlled T intersection – AM, PM .............................................. 51

Table 13 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Priority Controlled Staged Crossing AM, PM ....................................................... 53

Table 14 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Roundabout – AM, PM .......................................................................................... 54

Table 15 SIDRA Analysis - Scenario 2 - Mandurah Rd/Singleton Beach Rd Intersection – AM, PM ..................................................................................... 55

Table 16 Summary of SIDRA Analysis Outcomes ................................ 57

Figure 1: Aerial view of subject site ........................................................................ 6

Figure 2: LSP showing Lots 3, 805 and 806 Mandurah Road, Karnup ................... 7

Figure 3: Existing Road Network .......................................................................... 13

Figure 4: Existing Local Bus Service Map (Source: Transperth Online Network Maps) ..................................................................................................................... 15

Figure 5: Existing Cycling Facilities (Source: The Perth Bike Map series, Department of Transport Website, April 2014) ..................................................... 16

Figure 6: Site Location within Metropolitan Region Scheme Context (MRS Online Maps, Department of Planning Website, September 2014) ....................... 17

Figure 7: SATURN Model Network and Zoning System ..................................... 22

Figure 8: Proposed LSP Road Hierarchy and cross section locations (source: Emerge Landscape Strategy, June 2017) ............................................................... 28

Figure 9: Section 1 - Integrator B Section Mandurah Road intersection - 28 metre road reserve (source: Emerge Landscape Strategy, June 2017) ............................ 29

Figure 10: Section 2 - Integrator B Section interim Crystaluna Drive intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017) ............. 29

Figure 11: Section 3 - Integrator B Section Aquamarine Parade to Paganoni Road intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017) ...................................................................................................................... 30

Figure 12: Section 4 - Neighbourhood Connector A – 28.0m Road Reserve (source: Emerge Landscape Strategy, June 2017) ................................................. 31








Figure 16: Section 8 – Access Street B Commercial – 16.0m road reserve (source: Emerge Landscape Strategy, June 2017) ............................................................... 33

Figure 17: Section 9 – Access Street D Adjacent POS – 13.0m road reserve (source: Emerge Landscape Strategy, June 2017) ................................................. 33

Figure 18: Section 10 – Access Street D residential – 15.0m road reserve (source: Emerge Landscape Strategy, June 2017) ............................................................... 34

Figure 19: Section 11 – Access Street D residential roadside swale – 21.0m road reserve (source: Emerge Landscape Strategy, June 2017) .................................... 34

Figure 20: Section 12 – Access Street D Mandurah Road interface – 13.8m road reserve (source: Emerge Landscape Strategy, June 2017) .................................... 35

Figure 21: Section 13 – Access Street D railway interface – 14.0m road reserve (source: Emerge Landscape Strategy, June 2017) ................................................. 35

Figure 22: Section 14 – Laneway – 6.0m road reserve (source: Emerge Landscape Strategy, June 2017) .............................................................................................. 36

Figure 23: Proposed intersection and LATM treatments ....................................... 38

Figure 24: The Proposed Location of the Future Karnup Train Station ................ 39

Figure 25: Proposed bus routes through the LSP area (source: Roberts Day West Karnup LSP report, 2017) ...................................................................................... 40

Figure 26: Internal pedestrian and cycle path network (Source: Roberts Day West Karnup LSP report, 2017) ...................................................................................... 42

Figure 27: Base Scenario - Mandurah Rd/Singleton Beach Rd Intersection Layout ............................................................................................................................... 45

Figure 28: Scenario 1 - Mandurah Rd/Crystaluna Dr Intersection Layout ............ 47

Figure 29: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Staged Crossing ..................................................................................................... 52

Figure 30: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Roundabout ............................................................................................................ 54

Figure 31: Final agreed intersection layout of Crystaluna Drive/Madnurah Road intersection and northern Paganoni Road connection (source: City of Rockingham / Main Roads) ......................................................................................................... 62

Appendices

Appendix A

Lots 3, 805 & 806 Mandurah Road LSP

Appendix B

SIDRA Analysis Outputs





DOCUMENT VERIFICATION

Job title Lots 805, 806, 3 Karnup Job number

238546-00

Document title Transport Assessment (TA) Refresh File reference

Document ref June 2017

Revision Date Filename Karnup_TA Refresh_DRAFTv2_01032016

Draft 1 01

March

2016

Description

First draft

Prepared by Checked by Approved by

Name Ahmad Qader Darryl Patterson Darryl Patterson

Signature

Draft 2 08

March

2016

Filename Karnup_TA Refresh_DRAFTv3_08032016 Description Second draft – Clients comments incorporated


Name Ahmad Qader Darryl Patterson Darryl Patterson

Signature

Final 29 June

2017

Filename Karnup_TA Refresh_Final_23062017.docx Description Updated to reflect revised Aquamarine Drive alignment and

preferred City of Rockingham / Main Roads preferred access

solution.


Name Darryl Patterson Darryl Patterson Darryl Patterson

Signature

Filename

Description


Name

Signature

Issue Document Verification with Document





Page 5

1 Introduction

Arup was commissioned by Gold Right Pty Ltd to prepare this Transport

Assessment (TA) for the proposed Karnup Local Structure Plan (LSP). The LSP

extends over Lots 3, 805 and 806, all of which are adjoining east of Mandurah

Road with a total combined area of approximately 113.33ha. Figure 2 illustrates

an aerial image of the LSP site, and shows the LSP area including Lots3, 805,

and 806 Mandurah Road, Karnup.

The LSP site is situated immediately east of Mandurah Road from approximately

500m south of Singleton Beach Road intersection to Crystaluna Drive at the

north. It extends east from Mandurah Road to the Perth-Mandurah railway

reservation boundary. A sand extraction operation previously taking place over a

section of the subject site has ceased. The remaining portions of the site are vacant

bushland.

The proposed LSP is anticipated to yield approximately 1,255 residential lots (mix

of medium and low density) in addition to a public primary school and a

commercial precinct with a neighbourhood shopping centre. According to the

Public Transport Authority as part of the planning for southern suburbs railway

link, the future Karnup Train Station is proposed to be located approximately

350m north of the northern boundary of the LSP area.





Page 6

Figure 1: Aerial view of subject site





Page 7

Figure 2: LSP showing Lots 3, 805 and 806 Mandurah Road, Karnup





Page 8

2 Background

A Transport Assessment (dated February 2012) was prepared by Transcore and

submitted as part of the original LSP application. Whilst the original LSP excised

Lot 805 from the development application, the Transport Assessment assessed the

impact of all three Lots. The Transcore Transport Assessment assessed an

ultimate access scenario, with signalised intersection upgrades at Singleton Beach

Road/Mandurah Road (Main Access) and Crystaluna Drive/Mandurah Road

(Northern Access).

The ultimate scenario with a Crystaluna Drive northern access relies on the

realignment of Paganoni Road to Dampier Drive and decommissioning of the

Mandurah Road/Paganoni Road intersection. This future Paganoni Road link is

still in the early stages of planning, with no timeframe commitment and is partly

dependent on the final planning of the Karnup Transit Oriented Development

(TOD). Following discussions (May, 2015) with Main Roads WA (MRWA), it

was advised that until the realignment and decommissioning of the Paganoni

Road/Mandurah Road intersection, a northern access from the LSP area at

Crystaluna Drive would be restricted to left-in/left-out (LILO) access. MRWA

also advised that having two signalised intersections onto Mandurah Raod in such

proximity was insufficient.

Due to the uncertain design and timing of the Paganoni Road realignment, Arup

was commissioned to seek an interim northern access solution for the ultimate

development of the LSP area, while recognising that a restricted LILO northern

access would be inadequate to service development of Lot 805. Arup explored

and tested a number of scenarios to identify a preferred access option.

This involved undertaking further SIDRA analysis to assess additional northern

access scenarios for the full development comprising Lots 806, 3 and 805 and

their impact on the Mandurah Road/Singleton Beach Road intersection. It was

also agreed with MRWA, the City of Rockingham and Department of Planning

that to avoid the potential confusion of having both the Transcore TA in addition

to the more recent Arup assessments supporting the LSP, that Arup would

produce this new standalone TA for the entire LSP area, taking into account that

Lot 3 and Lot 806 are committed as both lots are subject to a previously approved

LSP.

Below is a summary of the work done to date by Transcore and Arup.

2.1 Transport Assessment Report (TA), prepared by

Transcore (February, 2013)

This ultimate scenario Transport Assessment (TA) was prepared to address the

transport implications of the proposed Local Structural Plan (LSP) comprising lots

3, 805 and 806. Transcore originally prepared a TA for the initial LSP in August

2011, and whilst the original LSP excised Lot 805 from the application for

approval, the TA prepared by Transcore assessed the impact of all three Lots.

Following submission of the LSP and the TA, preliminary comments from the





Page 9

assessment/referral agencies resulted in several revised LSP designs with

alternative external intersection arrangements.

Transcore developed an EMME3 traffic model for the proposed LSP area based

on the revised LSP prepared by Development Planning Strategies. The transport

model was utilised to investigate the proposed access system for the LSP. Access

to the LSP proposed four access locations as follows;

Paganoni Road Link – a new link road proposed to connect LSP with the

realigned Paganoni Road;

Northern Access – conversion of existing, 3 way priority controlled

Mandurah Road/Crystaluna Drive intersection into a 4-way signalized

intersection;

Main Access – conversion of existing, 3 way signalized Mandurah

Road/Singleton Beach Road intersection into a 4-way signalized

intersection; and

Southern Access – a new left in/left out intersection on Mandurah Road,

approximately 370m south of the existing Mandurah Road/Singleton

Beach Road intersection.

The Transcore TA assessed the ultimate access scenario, with signalised

intersection upgrades at Singleton Beach Road/Mandurah Road (Main Access)

and Crystaluna Drive/Mandurah Road (Northern Access). Preliminary analysis of

the two signalised intersections for the year 2031, based on Main Roads WA 2031

ROM model and Transcore’s EMME3 model was undertaken to identify ultimate

intersection layouts required with the future upgrading of Mandurah Road to six

lanes to accommodate future regional traffic growth.

2.2 Interim Scenario Access Modelling Assessment,

prepared by Arup (May, 2015)

This Interim Access Modelling Report was produced as an addendum to the

Transcore Transport Assessment (dated February 2013) and it serves to outline

the results of the modelling undertaken to assess the impact of a left-in left-out

northern access on the operation of the Main Access. The ultimate scenario

Mandurah Road/Crystaluna Drive intersection upgrade (northern access) relies on

the realignment of Paganoni Road to Dampier Drive and decommissioning of the

Mandurah Road/Paganoni Road intersection. This future Paganoni Road link is

still in the planning stages with no funding commitment whilst being partly

dependent on the final layout of the Karnup TOD.

Due to the uncertain nature of the Paganoni Road realignment further analysis was

undertaken to seek an interim access solution for the northern access. Following

discussions with Main Roads WA and Department of Planning, it was agreed that

until Paganoni Road is realigned the northern access should be an uncontrolled

left-in left-out intersection located directly adjacent to the intersection of

Crystaluna Drive/Mandurah Road.





Page 10

In order to assess the impact of a left-in left-out northern access on the operation

of the Singleton Beach Road access, a SATURN traffic model was developed for

design years 2026 AM and PM peak hour for the entire Karnup development –

Lot 805, Lot 806 and Lot 3. In developing the SATURN model, Arup scrutinised

the assumptions used within the EMME3 model developed previously by

Transcore and reflected these within the SATURN model where deemed

appropriate. To further enhance the robustness of the SATURN model, additional

traffic volume data was collected on Wednesday 4 March 2015 at Singleton

Beach Road/Mandurah Road and Crystaluna Drive/Mandurah Road and reviewed

against model output. The demand flows derived from the SATURN model were

used to inform a detailed SIDRA analysis of the Singleton Beach Road

intersection performance.

The modelling undertaken demonstrated that by 2026, the creation of a left-in left-

out intersection to the north of the development assists vehicles accessing the

development from the north. The restriction to a left-in left-out arrangement

hinders northbound movements. All northbound vehicles exiting the development

are required to utilise the Singleton Beach Road access – placing pressure, beyond

that of the previously assessed ultimate scenario, on the operation of this

intersection. It also concluded that should the ultimate access scenario not be

fulfilled and Paganoni Road remain at its current location, there is a need to

provide significant improvements to the Singleton Beach Road in order to

minimise delays and queuing on Mandurah Road and to improve access to the

development site.

2.3 Modelling Update and Transport Assessment

Refresh, prepared by Arup (December 2015)

Further analysis was undertaken to address the concerns and queries raised by

Main Roads WA, Department of Planning, and City of Rockingham. These

concerns were primarily focused on;

The need for a workable access solution to service Lot 805;

The need to ensure no additional adverse impacts on the operation of the

Singleton Beach access as a result of Lot 805 development; and

The need to provide an access solution that provided flexibility to

accommodate future road modifications required for the Karnup station

TOD.

It involved revising the existing SATURN local area model and undertaking

SIDRA analysis to assess three access scenarios and their impact on the Mandurah

Road/Singleton Beach Road intersection. The main objective of this update was to

arrive at a comprehensive accessibility solution that offers an adequate level of

access to the full development comprising Lots 806, 3 and 805 and provides

flexibility for future changes to the regional road network. Tested scenarios were

as follows;





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2026 Committed Development – Lot 806 and Lot 3 are subject to an

approved LSP and are therefore considered committed development;

2026 Scenario 1; Full LSP development with the conversion of northern

left in left out arrangement to a four way signalized intersection (all

movements). MRWA was not in support of this scenario due to concerns

of having two signalized intersections onto Mandurah Raod in such

proximity.

2026 Scenario 2; Full LSP development with the removal of northern left

in left out intersection and the creation of a new connection to Paganoni

Road forming an all movements three way intersection. An intersection at

Paganoni Road has been investigated regarding possible control type and

geometry, with the right turn movement out of the LSP site being critical

in a capacity context. Three options of intersection control were examined:

o Three way priority controlled T intersection with shared through

and right movement lane on Paganoni Road.

o Three way priority controlled crossing, with staging in the median

for right turns out of the LSP access road; and

o Three way priority controlled roundabout (single lane circulating

flow).

It was also agreed that a new TA for the entire LSP area be produced, taking into

account the fact Lot 3 and Lot 806 are committed. All the aforementioned tested

scenarios assumed signalisation of Singleton Beach Road (as existing). Analysis

of access scenarios aimed at arriving at a workable access solution that doesn’t

necessitate widening of Mandurah Road.

Analysis results will be discussed in more details in the following sections

allowing for Lot 806 and Lot 3 to be considered as committed development and

included within the base year analysis.

2.4 Further advice received from Main Roads WA

and City of Rockingham

Subsequent to the analysis undertaken in December 2015, further consultation

was undertaken with Main Roads and City to confirm a desirable northern access

arrangement to Paganoni Road. Using the demand volumes from the SATURN

modelling Main Roads and the City determined a suitable access arrangement

being a left in, left out, right out arrangement at a location on Paganoni Road west

of the rail overpass. This access arrangement is shown in Figure 31.





Page 12

3 Existing Situation

The LSP extends over Lots 3, 805 and 806 Mandurah Road with a total combined

area of approximately 113.33ha. It is situated approximately 55km south of the

Perth CBD and approximately 10km northeast of Mandurah town centre. Existing

residential subdivisions are located immediately to the west and across Mandurah

Road and approximately 1.2km to the south of the subject site.

3.1 Existing Road Network

The LSP is positioned immediately east of Mandurah Road from approximately

500m south of Singleton Beach Road intersection to Crystaluna Drive at the

north. It extends east from Mandurah Road to the Perth-Mandurah railway

reservation boundary. A sand extraction operation that was formerly taking place

over a section of the subject site has ceased. The remaining portions of the site are

vacant bushland.

Mandurah Road consists of a four-lane, dual divided carriageway with a wide

median cross section. At the West Karnup location, Mandurah Road operates

under a 100km/hr speed limit regime. Mandurah Road is classified as a Primary

Regional Road (PRR) in the Metropolitan Region Scheme (MRS) and in the the

Main Roads WA Perth Metropolitan Area – Functional Road Hierarchy

document, Mandurah Road is classified as a Primary Distributor road under the

care and control of Main Roads WA.

In both northbound and southbound directions, Mandurah Road geometry entails

a flat terrain with good sight lines. According to the traffic count information

sourced from Main Roads WA, this road (south of Singleton Beach Road) carried

approximately 25,200 vehicles per weekday in September 2010 with

approximately 5.5% heavy vehicle component.

Crystaluna Drive and Singleton Beach Road are both Local Distributor Roads

constructed to a kerbed, 2-lane, single-carriageway standard. On the approach to

Mandurah Road Crystaluna Drive and Singleton Beach Road entail a speed limit

of 60km/h and 50km/h, respectively. In the immediate vicinity of the LSP

Mandurah Road forms a stop-controlled T intersection with Crystaluna Drive

right-turn pocket and left turn slip lane on Mandurah Road.

In the south from lot 806; Mandurah Road/Singleton Beach Road intersection was

recently upgraded from a 3-way signalised T intersection to provide an access

connection to the southern part of LSP area via Redwood Avenue. A fully-

channelized 4-way signalized intersection has been recently completed with right

and left turn pockets and left-turn slip lanes on Mandurah Road north and south

approaches. Redwood Avenue is a 4-lane dual-carriageway with a left-turn pocket

and a left-turn slip lane in place to accommodate the LSP area right-turns merging

with Mandurah Road southbound traffic.

Paganoni Road is a 2-lane, single carriageway, rural standard road which





Page 13

provides a connection between Mandurah Road and Forrest Highway. Paganoni

Road is reserved Other Regional Roads (ORR) in the MRS. Mandurah Road

forms a T intersection with Paganoni Road which is controlled by traffic signals

and is fully channelised with right-turn pocket and a left turn slip lane and is

planned to be upgraded to four lanes (dual carriageways) in the future. Figure 3 below highlights the surrounding existing road network.

There is also a left in connection on Mandurah Road, approximately 370m south

of the existing Mandurah Road/Singleton Beach Road intersection. Main Roads

Figure 3: Existing Road Network





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WA Intersection Crash Ranking Report covers all intersections which have had

one or more reported road crashes over 5 years period ending 31-12-2014, and it

provides detailed crash data for the Mandurah Road/Singleton Beach Road and

Mandurah Road/Crystaluna Drive intersections over that period. Detailed crash

report information for these intersections are outlined below in Table 1 and Table

2

Table 1 Mandurah Road/Singleton Beach Road Intersection Crash Data

Mandurah Rd/Singleton Beach Rd Intersection Classification Intersection No. State Frequency Rank State Cost

Rank Total

Crashes State Road Only (including

National Highway 3528 854 711 26

Rear

End Side

Swipe Right

Angle Right

Thru Wet Night Ped Cycle Truck Motorcycle Casualty

21 2 1 1 7 8 0 0 3 2 1

Table 2: Mandurah Road/Crystaluna Drive Intersection Crash Data

Mandurah Rd/Crystaluna Dr Intersection Classification Intersection No. State Frequency Rank State Cost

Rank Total

Crashes State and Local Roads 13871 2387 828 7

Rear

End Side

Swipe Right

Angle Right

Thru Wet Night Ped Cycle Truck Motorcycle Casualty

2 0 4 1 2 2 0 1 0 0 2

3.2 Existing Public Transport Facilities

The closest existing train stations are Warnbro Station, approximately 15

kilometres north-of the LSP area, or Mandurah Station, back-tracking 10km to the

south. There are currently limited bus services connecting the area to any of these

train stations, however combined Park and Ride facilities are available at all

stations.

There is presently only one TransPerth bus service (route No. 558) operating

along Mandurah Road/Singleton Beach Road route with a pair of bus stops in the

immediate vicinity within walking distance of the LSP area. The nearest bus stops

on Singleton Beach Road are located approximately 50m west of Mandurah

Road/Singleton Beach Road intersection. Bus service No. 558 operates between

Mandurah and Rockingham Train Stations servicing Secret Harbour, Golden Bay

and Singleton suburbs. below illustrates the existing local bus service map.





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3.3 Existing pedestrian and cyclist facilities

Mandurah is a popular recreational destination located 75 km south of Perth, with

many scenic bicycle routes along the coast and in the city Centre, making cycling

a convenient way to get around. The Mandurah rail line connects the region to

Perth, making it easy for recreational cyclists to bring their bicycles with them

(outside of peak hours).

Figure 4: Existing Local Bus Service Map (Source: Transperth Online Network Maps)





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In the immediate vicinity of the LSP site; the Perth Bike Map series published by

the Department of Transport shows limited cycling facilities. A shared path

“Rockingham Ride” extends south of the LSP site and connects to Mandurah via

“Mandurah Ride” shared path. It also extends north west through Singleton Beach

Road and connects with a “good road riding environments” path across

Crystaluna Drive (northern side). Extract from the Perth Bike Map illustrating

existing bicycle facilities at this locality is shown in .

Figure 5: Existing Cycling Facilities (Source: The Perth Bike Map series, Department of

Transport Website, April 2014)





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4 Structure Plan Proposal

The LSP area is bounded by Mandurah Road to the west, Perth-Mandurah railway

reserve to the east and extends north up to Crystaluna Drive intersection and to the

south approximately 500m south of existing Singleton Beach Road intersection.

The subject site is presently zoned as “Urban” in the MRS. The location of the

LSP area in its regional context within the Metropolitan Region Scheme (MRS) is

illustrated in .

The LSP provides for a total of approximately 1,255 lots, mostly residential

(including a range of densities), a public primary school site and a mixed use zone

comprising Neighbourhood shopping Centre, office space, retail and commercial

Figure 6: Site Location within Metropolitan Region Scheme Context (MRS Online Maps,

Department of Planning Website, September 2014)





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outlets totalling about 5,400m2 GFA. It must be noted that Lot 806 and Lot 3 are

subject to an agreed LSP and are therefore considered committed development.

4.1 Proposed Future Access Arrangements

The proposed latest LSP plan is included in the Appendix A of this report. The

Transport Assessment produced by Transcore in February 2013 utilised an

EMME3 model to assess the impact of the ultimate scenario. Arup scrutinised the

assumptions used within the EMME3 model and reflected these within the

SATURN model where appropriate. Also, to support the SATURN model up to

date traffic counts were undertaken on Wednesday 4 March 2015 at Singleton

Beach Road/Mandurah Road and Crystaluna Drive/Mandurah Road. The transport

model was utilised to investigate the proposed access system for the LSP.

The ultimate scenario for the LSP movement network incorporates the planned

Karnup TOD to the north of the site. Creation of this new transit node is further

defined in the South Metropolitan Peel Sub Regional Framework, recently

released in draft by Western Australia Planning Commission (WAPC). Timing

for the delivery of the Karnup TOD is unknown, however regardless of the timing

of the new Karnup station full development would likely be a long term

development outcome for the Karnup area (ie 10+ years). However, an allowance

for park and ride traffic

At the time the TOD is developed, it is anticipated the surrounding road network

will be modified to achieve the overall required urban outcome, including

deviation of Paganoni Road to the north to link with Mandurah Road at the

existing Dampier Drive controlled intersection (ie modifying Dampier Drive

intersection from 2-way to 4-way). This will free up land in the vicinity of a new

railway station to support higher density development around the TOD.

Planning for the ultimate development of the LSP area has therefore allowed for

the above change to the external road network. It has also considered;

Paganoni Road Link; an extension of Aquamarine Parade north of the

LSP area to Paganoni Road forming 3-way priority controlled staged

crossing, and providing flexibility to accommodate future road

modifications required for the Karnup station TOD;

Main Access; Connection of the LSP area to Mandurah Road in the south

from lot 806 via a 4-way intersection at the existing Singleton Beach Road

Drive controlled intersection;

Existing left in connection on Mandurah Road, approximately 370m south

of the existing Mandurah Road/Singleton Beach Road intersection.

The proposed access arrangements are illustrated in Figure 31.

The proposed LSP access strategy was developed to achieve the following key

outcomes:

Respond to Main Roads Western Australia (MRWA) and City of

Rockingham objectives;

Provide balanced internal traffic flow movements within the LSP area;





Page 19

Make provision for a future direct and legible link from the LSP area to

the future Karnup TOD and Paganoni Road deviation; and

Ensure adequate road and intersection capacity for projected traffic

volumes.





Page 20

5 Traffic Model Development

SATURN was used to develop design year 2026 AM and PM peak hour models

for the entire Karnup development – Lot 805, Lot 806 and Lot 3.

The model assumed the following as worst case:

Singleton Beach Road / Mandurah Road providing all movements to the

new development;

No development access on Crystaluna Drive / Mandurah Road;

Development access on Paganoni Road (all movements); and

A left-in only access to the south of the new development (previously

agreed as part of the Lot 3/Lot 806 LSP).

The final access arrangements were modified from those modelled in the

following manner:

Left in, Left out at Crystaluna Drive / Mandurah Road. Initial option

testing indicated that this option reduced the right turn at the proposed

Paganoni Road intersection. The left out movement was not trafficked by

significant traffic volumes

Development access onto Paganoni Road was modified from all

movements to a left in, left out, right out. The right in movements, now

prohibited, were facilitated by the left in at Crystaluna Drive / Mandurah

Road.

The traffic movements listed above were modified in the detailed SIDRA analysis

undertaken by Main Roads and the City.

It should be noted that the Transport Assessment produced by Transcore in

February 2013 utilised an EMME3 model to assess the impact of the ultimate

scenario. Arup scrutinised the assumptions used within the EMME3 model and

reflected these within the SATURN model where appropriate. All assumptions

used within the SATURN model were agreed with Main Roads WA.

To support the SATURN model up to date traffic counts were undertaken on

Wednesday 4 March 2015 at Singleton Beach Road/Mandurah Road and

Crystaluna Drive/Mandurah Road.

5.1 Matrix Development

5.1.1 Zoning System

The network and zoning system for the model is illustrated in below.

The model consists of a total of 14 zones: four external and 10 internal zones. The

number of residential parcels, commercial GFAs and primary school students that fall

into their appropriate internal zones are shown in Table 3 below.





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Table 3 Internal Zone Breakdown

Zone

Type Residential (dwelling) Commercial (sqm) Primary

School

(students) R25 R30 R40 R60 Shopping

Centre

Fast

Food

Bottleshop Tavern

51 Internal - - - - 4500 - - - -

52 Internal 16 17 - - - 650 400 300 -

53 Internal 159 9 5 16 - - - - -

54 Internal 393 11 4 - - - - - 430

55 Internal 106 14 - - - - - - -

56 Internal 135 18 - - - - - - -

57 Internal 93 9 12 - - - - - -

58 Internal 62 9 10 - - - - - -

59 Internal 30 53 16 - - - - - -

60 Internal 45 - - - - - - - -

Total 1,039 140 47 16 4,500 650 400 300 430

As illustrated in , there are four external zones in 2026 Scenario 1 of the analysis

(refer 2.3 above) which are the following:

External Zone #1 – northern leg of Crystaluna Drive / Mandurah Road

priority junction;

External Zone #2 – western leg of Crystaluna Drive / Mandurah Road

priority junction;

External Zone #3 – western leg of Singleton Beach Road / Mandurah

Road signalised junction; and

External Zone #4 – southern leg of Singleton Beach Road / Mandurah

Road signalised junction.

In 2026 Scenario 2 of the analysis (refer 2.3 above), it should be noted that there

is a minor difference in the network as Zone #1 was moved to the northern leg of

Mandurah Road / Paganoni Road intersection. A new zone in Scenario 2 was

added, which is Zone #5 on Paganoni Road, east of the development access.





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5.1.2 Background Trips for External Zones

The background trips for external to external zones were derived by extrapolating

base year 2015 survey data to design year 2026 using the annual compound

growth rate of 3.2%. The external to external trips were derived by applying the

extrapolated survey data with the proportion of directional trips of each movement

Figure 7: SATURN Model Network and Zoning System





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for both Singleton Beach Road / Mandurah Road and Crystaluna Drive /

Mandurah Road junctions.

Table 4 shows the external to external zone trip ends from the 2015 survey data

and 2026, which was an extrapolation from 2015.

Table 4 External to External Zone Trip Ends for 2015 and 2026 (extrapolated)

Zone

2015 Survey Data (PCUs) 2026 External to External Trips (PCUs)

AM PM AM PM

Production Attraction Production Attraction Production Attraction Production Attraction

1 1,205 1,433 1,557 1,247 1,709 2,032 2,208 1,768

2 117 77 49 159 166 109 69 225

3 491 179 346 321 696 254 491 455

4 1,261 1,402 1,241 1,484 1,788 1,988 1,760 2,104

5.1.3 Trip Rates for Internal Zones

The trip rates used to deriving the internal zone trips were based on a combination

of RTA and ITE zones, with the exception of the Bottleshop, in which a survey

from a previous study on Dan Murphy’s in Como was used. It should be noted

that the proportion of trips in and out per peak hour were derived from ITE.

A summary of the trip rates used is shown in Table 5 below. It should be noted

that the values in the table already includes the proportion of trips in and out per

peak hour.

Table 5 Trip Rates Adopted in Karnup SATURN Model

Land Use AM Peak PM Peak

Source Production Attraction Production Attraction

Residential (trips per dwelling)

R25 0.64 0.21 0.31 0.54 RTA

R30 0.64 0.21 0.31 0.54 RTA

R40 0.64 0.21 0.31 0.54 RTA

R60 0.64 0.21 0.31 0.54 RTA

Commercial (trips per 100sqm)

Shopping

Centre 0.39 0.61 1.72 1.65 ITE

Fast Food 24.18 25.17 16.07 17.41 ITE

Bottleshop 0 0 2.33 2.33 Dan Murphy's Como report,

O/D split from ITE (tavern)

Tavern 0 0 3.86 7.48 ITE

Education (trips per students)





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Primary

School

(students)

0.20 0.25 0.08 0.07 ITE

5.1.4 Development Trips

The development trips for internal zones were derived using the assumptions

highlighted in Sections 5.1.1 and 5.1.3. The total trips per internal zone were then

calculated and split between internal and external trips, which were 17% and 83%,

respectively.

The internal to external and external to internal trips (i.e. 83% of development

trips) were calculated using the proportion of directional trips from the survey

data (similar to Section 5.1.2).

Table 6 shows the calculated zone trip ends for all the internal zones in the

development.

Table 6 2026 Internal Zone Trip Ends

Zone AM PM

Production Attraction Production Attraction

51 21 39 104 89

52 208 241 180 193

53 132 53 74 113

54 379 254 201 279

55 84 34 47 72

56 106 43 60 92

57 79 32 45 68

58 56 23 32 48

59 69 28 39 59

60 31 13 18 27

To develop the trip matrices for the SATURN model, below are the additional

assumptions that were used:

AM peak hour split = 55% and 45% northbound and southbound, respectively;

PM peak hour split = 43% and 57% northbound and southbound, respectively;

Private vehicle PCU factor = 1 (from Austroads, vehicle class 2, car towing, flat terrain);

Heavy vehicle PCU factor = 2 (from Austroads, vehicle class 5, 4-axle rigid truck, flat terrain);

SATURN model user class = one;

AM peak hour = 7:30 - 8:30am; and





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PM peak hour = 3:30 - 4:30am.

5.1.5 Distribution Matrix

The AM and PM distribution matrices were produced through a combination of

the trips derived in Sections 5.1.2 to5.1.4. As the initial zonal trips were based on

origin and not destination, SATMX was used to furness the trips based on the trip

ends. Table 7 shows the trip distribution between the internal and external zones

in the model. The table indicates that the majority of the trips in the model are to

and from the external zones, particularly in Zones 1 and 4, which both represent

Mandurah Road (northbound and southbound).

Table 7 Scenario 1 Trip Ends used for SATMX Furness

Zone

Trip Distribution

AM PM

Gen Att Gen Att

1 31.6% 40.7% 42.4% 32.1%

2 3.1% 2.2% 1.3% 4.1%

3 12.9% 5.1% 9.4% 8.3%

4 33.1% 39.5% 33.8% 38.5%

51 0.3% 0.6% 1.7% 1.5%

52 3.5% 4.0% 3.0% 3.2%

53 2.2% 0.9% 1.2% 1.9%

54 6.3% 4.2% 3.3% 4.6%

55 1.4% 0.5% 0.8% 1.2%

56 1.8% 0.7% 1.0% 1.5%

57 1.3% 0.5% 0.7% 1.1%

58 0.9% 0.4% 0.5% 0.8%

59 1.1% 0.5% 0.6% 1.0%

60 0.5% 0.2% 0.3% 0.4%

It was previously mentioned that Scenario 2 (Section 2.3 above) has minor

differences compared to Scenario 1 (Section 2.3 above) due to the relocation of

Zone #1 to the north of Paganoni Road / Mandurah Road intersection and the

addition of Zone #5 on Paganoni Road. The methodology involved splitting the

trips from Scenario 1’s Zone #1 into Scenario 2’s Zones #1 and 5. Furthermore,

the Scenario 2 trips from Zone #5 to Zone #1 were an extrapolation of 2015 traffic

counts.

5.2 Network Development

As illustrated in , Scenario 1 network consists of four external zones and 10

internal zones. Scenario two consists of five external zones. The network coding

for the development was simplified as the main purpose of the model is to assess

the impacts on Singleton Beach Road / Mandurah Road junction. Signal





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optimisation was activated in SATURN to achieve the best possible green time on

Singleton Beach Road / Mandurah Road junction.





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6 Proposed Internal Transport Network

6.1 Road Hierarchy

In order to estimate the future traffic volumes as a result of the proposed land

uses, Transcore has previously developed an EMME3 strategic transport model

for the LSP and surrounding area. SATURN was used to develop design year

2026 AM and PM peak hour models for the entire Karnup development – Lot

805, Lot 806 and Lot 3.

To support the SATURN model, Arup scrutinised the assumptions used within the

EMME3 model developed previously by Transcore and reflected these within the

SATURN model where appropriate. Also up to date traffic counts were

undertaken on Wednesday 4 March 2015 at Singleton Beach Road/Mandurah

Road and Crystaluna Drive/Mandurah Road. The demand flows derived from the

SATURN model were used to determine the road hierarchy and the typical road

reservations and cross sections (refer to figures below).

The review of LSP traffic projections shows that, in accordance with WAPC

“Liveable Neighbourhoods” Draft 2015 document, all internal roads can be

classified as Integrator B, Neighbourhood Connector Roads, Access Streets and

Laneways. Some key characteristics of typical cross-sections, defined in WAPC

Liveable Neighbourhoods Draft (2015) publication are discussed further in this

section. Figure 7 displays the LSP proposed road hierarchy.

The typical cross sections designed for the subject LSP are based on the Liveable

Neighbourhood principles and further developed for particular streetscape

objectives of this development. It should be noted that quoted reserve widths and

cross section details for various road classes are indicative only and may be

subject to further adjustments in consultation with the City/WAPC during

subdivision design stages.

The proposed road hierarchy and cross section reference number are contained in

Figure 8.

6.1.1 Integrator B Roads

The western section of the Main Access Road is projected to carry traffic volumes

of approximately 9,300 vpd. This road features as the main gateway to the LSP

but also services the commercial precinct immediately south of it. As such its

function is consistent with the Integrator B road (town centre main street) with a

typical road reservation of 28.0m. The proposed typical cross-section of the

Integrator B is illustrated in Figure 9.





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Figure 8: Proposed LSP Road Hierarchy and cross section locations (source: Emerge

Landscape Strategy, June 2017)





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It is proposed that the typical Integrator B cross section be modified to entail two

trafficable lanes in each direction in the vicinity of Mandurah Road/Singleton

Beach Road/Main Access Road intersection; with a median, tree planting and

footpath/shared path (in lieu of on-street cycle lanes). It is also assumed that the

ultimate cross-section of this road will be dictated by the design and the access

requirements of the commercial precinct and the Mandurah Road/Singleton Beach

Road/Main Access Road signalised intersection.

Figure 9: Section 1 - Integrator B Section Mandurah Road intersection - 28 metre road

reserve (source: Emerge Landscape Strategy, June 2017)

On approach to Crystaluna Drive, the allowance has been made for an ultimate

four lane configuration with traffic signals at the Mandurah Road and Crystaluna

Drive intersection. The tyipcal cross section for this link is shown in Figure 10.

Figure 10: Section 2 - Integrator B Section interim Crystaluna Drive intersection - 29

metre road reserve (source: Emerge Landscape Strategy, June 2017)

The new northern access to Paganoni Road contains a similar reserve width to

allow for ultimate duplication and is shown in Figure 11.





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Figure 11: Section 3 - Integrator B Section Aquamarine Parade to Paganoni Road

intersection - 29 metre road reserve (source: Emerge Landscape Strategy, June 2017)

6.1.2 Neighbourhood Connector Roads

East of the Commercial Precinct, the eastern section of the Redwood Avenue

Main Access (carrying ~7,810 vpd) suggests an Integrator B design would be

sufficient. The Integrator B road reservation tapers down to one lane in each

direction; corresponding to the reduced volume of traffic of ~6,930 vpd. Traffic

volumes east of the Commercial Precinct suggest a Neighbourhood Connector A

design would be sufficient (i.e. 7.3m wide single carriageway). However, for the

purpose of road hierarchy delineation and way finding, a boulevard treatment

within a 28m wide reservation is proposed. This road reserve design will be

generally consistent with a standard Neighbourhood Connector A design, albeit

providing a dual use paths in lieu of on-street cycle lanes, as illustrated in the

typical cross-sections below in figures below.

Three cross-sections (sections 5, 6, and 7) are proposed for the main north-south

spine road (Aquamarine Parade). They are all variations on the Neighbourhood A

typology. The section of Aquamarine south of Lot 3, carrying between 3,740 and

4,140 vpd, includes a 22m reservation consisting of 2.0m paths on both sides,

generous verges sufficient for tree planning, two 4.5m wide verges and a 2.0m

wide central median. The cross section transitions north of Lot 806 to a 26.3m

wide reservation that includes provision for on-street parking. This is to provide

flexibility to accommodate visitor parking that may be needed to service future

density increases associated with the Karnup TOD. The northern access road

through to the start of the connection to Paganoni Road is also a Neighbourhood

Connector A typology and is projected to carry traffic volumes of up to 6,340 vpd.

It is contained within a 25m reserve (7.4m road pavement, 3m verge and 9.6m

verge swale). This treatment is considered appropriate given that this route has

development located on the western side.

The landscaping treatments applied to the Neighbourhood Connector A streets

will provide shaded pathways that contribute to neighbourhood walkability, as

well as contribute to a defining sense of identity and character for the community.

The Northern Access Road coupled with the main north-south spine road and the

Main Access Road (Integrator B) road form part of the potential future LSP bus

route.





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Figure 12: Section 4 - Neighbourhood Connector A – 28.0m Road Reserve (source:

Emerge Landscape Strategy, June 2017)









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6.1.3 Access Streets

Access Street B roads are proposed adjacent the Primary School and the rear

(eastern) side of the commercial site. The southern section of the Access Street B

road proposed adjacent to the commercial site forms the left-in/left-out access to

Mandurah Road. The typical 16m wide road reserve entails a 6m road pavement,

and parking embayment and dual use paths within 2.2m wide verges. A

carriageway of 7.4m will be considered for any Primary School road likely to

services buses (e.g. road south of the Primary School). Maximum desirable traffic

volume for this type of road is less than 3,000 vpd. The section for this road is

illustrated in Figure 16.

When fronting POS, Access Street verges abutting the POS may be reduced as per

Liveable Neighbourhoods. This type of road is not intended for PTA bus routes or

to feature on-street cycle lanes. The section for this road is illustrated in Figure

17.

The typical road reserve for Access Street D roads entail a 6m wide trafficable

carriageway pavement and 3.7m to 4.7m wide verges. If fronting POS, access

street verges may be reduced in width depending on the location and compliance

with Liveable Neighbourhoods standards. Maximum desirable traffic volume for

this type of road is 1,000 vpd.The typical residential Access Street cross section is

shown in Figure 18. Access Streets may vary in cross-section design subject to

provision of green-links, where adjacent to Public Open Space, Railway Reserve

or Mandurah Road Reserve as illustrated below in Figure 19, Figure 20, and

Figure 21.





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Figure 16: Section 8 – Access Street B Commercial – 16.0m road reserve (source:


Figure 17: Section 9 – Access Street D Adjacent POS – 13.0m road reserve (source:






Page 34

Figure 18: Section 10 – Access Street D residential – 15.0m road reserve (source: Emerge

Landscape Strategy, June 2017)

Figure 19: Section 11 – Access Street D residential roadside swale – 21.0m road reserve

(source: Emerge Landscape Strategy, June 2017)





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Figure 20: Section 12 – Access Street D Mandurah Road interface – 13.8m road reserve

(source: Emerge Landscape Strategy, June 2017)

Figure 21: Section 13 – Access Street D railway interface – 14.0m road reserve (source:


6.1.4 Laneways

The typical road reserve for Laneways entails a minimum 6m wide trafficable

pavement sufficient to allow two-way movements, rubbish collection and vehicle

access into garages located on the rear of properties as illustrated in Figure 22

below. Maximum desirable traffic flow for a laneway is 300vpd. Visitor parking

for all rear-loaded lot product is proposed to be provided to the front or side of the

lots depending on the location.





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Figure 22: Section 14 – Laneway – 6.0m road reserve (source: Emerge Landscape

Strategy, June 2017)

6.2 Internal Structural Plan Road and Intersections

Table 2.4 from AUSTROADS “Guide to Traffic Management Part 6:

Intersections, Interchanges and Crossings” document indicates the thresholds for

traffic volumes above which detailed assessment or capacity analysis is

warranted. Assuming that typical peak hour traffic represents approximately 10%

of the total daily traffic volume, it can be concluded that that the proposed internal

LSP road network layout ensures adequate permeability and efficient traffic

distribution throughout the LSP with no traffic congestion. Sufficient capacity

would be available and capacity analysis is not required at all key internal

intersections as hourly traffic volumes through intersections are below the

indicative thresholds indicated in Table 8.

Table 8 Traffic volume threshold for detailed intersection analysis

Major Road type Major Road Flow (vph) Minor Road Flow

(vph)

Two-lane 400

500

650

250

200

100

Four-lane 1,000

1,500

2,000

100

50

25

Moreover, in order to ensure satisfactory and safe traffic movements within the

LSP area a number of intersection treatments are proposed as shown in Figure 23.

In establishing the proposed internal intersection controls, consideration was

given to the road network layout and classifications, estimated traffic volumes,





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effective traffic management and road safety.

Five roundabouts are recommended for the intersections on the north-south spine

couple with another two across the Main Access Road in order to provide

effective circulation and control speed along these links. Two more roundabouts

are also recommended along the northern section of the Main Spine Road at the

major intersections. For the four-way priority controlled intersections, appropriate

treatments such as raised plateaus and threshold treatments are recommended. T-

treatments are also proposed at three-way T intersections while details of such

treatments are to be confirmed with the City and implemented during the

subdivision design stage.





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Figure 23: Proposed intersection and LATM treatments

6.3 Internal Public Transport Network

The Southern Metropolitan and Peel Sub-Regional Structure Plan (issued by

Department of Planning for public comment in 2009) states that, depending on

passenger demand modelling and the impact on railway operations, there is an

opportunity to develop train stations at Karnup, Stakehill and Mandogalup.

Karnup and Mandogalup locations are most likely candidates for station

development by 2031. Figure 24 shows the proposed location of the future





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Karnup Train Station.

With further urbanisation and development of the subject locality there is a

realistic opportunity that Karnup Train Station will be developed in the

foreseeable future. The future Karnup Transit Station is located approximately

350 metres north of the LSP area. Given the proximity of the LSP area to this

transit station, the development of West Karnup will contribute to generating

public transport patronage.

At this stage of the structure planning process future bus stop locations are not

known. However, in these circumstances the WAPC Transport Assessment

Guidelines for Developments Volume 2 – Structure Plans (2006) suggest that it is

desirable for at least 90% of dwellings to be within 400m straight line distance of

a bus route. Therefore, a feeder bus service could be introduced through the LSP

area to the future transit station, once the proposed development is largely

constructed and occupied. Accordingly, a suggested bus route servicing the LSP

area is shown in Figure 25. The potential route has been designed in such a way

to allow the target of 90% of dwellings to be within 400 metres straight line

distance of a bus route to be achieved.

Figure 24: The Proposed Location of the Future Karnup Train Station





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Figure 25: Proposed bus routes through the LSP area (source: Roberts Day West Karnup

LSP report, 2017)

6.4 Internal Pedestrian and Cyclist Facilities

The reasonably flat topography of the area and the proposed permeable grid road

network creates an excellent opportunity for provision of highly useable

pedestrian and cyclist facilities to maximise non-motorised transport modes.

Figure 26 illustrates the proposed pedestrian and cyclist network for the LSP





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area. The proposed network of paths will provide an excellent level of

accessibility and permeability for pedestrians and cyclist within the LSP area,

including connections to major external nodes.

The LSP proposes continuous dual-use paths along the Integrator B and

Neighbourhood Connector roads to cater for the anticipated higher pedestrian and

cyclist activity. While the Main Access Road will accommodate dual-use paths on

both sides of the road, generally all other higher order roads will include a

standard footpath on the opposite side, pursuant to Liveable Neighbourhoods

guidance.

The LSP proposed dual-use paths on some of the Access Street B and D roads

where demand is anticipated; this may include those paths on-route or adjacent to

the proposed Primary School site. Footpaths will be provided on one side of all

lower order roads. Laneway lots are to have footpath access to the visitor parking

bays provided for them in the road reserve.

The proposed comprehensive path network proposed by the LSP enables excellent

access to the imminent bicycle lanes on both sides of Mandurah Road.

The WAPC Transport Assessment Guidelines for Developments Volume 2 –

Structure Plans (2006) provides guidance on the levels of traffic volumes that are

likely to affect the ability for pedestrians to cross various types of road. Based on

that guidance an undivided two-lane road should be acceptable for pedestrians

crossing traffic volumes of up to approximately 11,000vpd and this threshold can

be increased to around 28,000vpd by adding a central median or pedestrian refuge

islands. On a four-lane road, because of its greater carriageway width, this

threshold is lower; even with a median island the threshold is only around

16,000vpd. As forecast traffic volumes on internal LSP roads are nowhere near

these levels, ability of pedestrians and cyclists to cross these roads is not

impacted.

However, it is proposed that a pedestrian crossing facility be considered on the

Main Access Road in the vicinity of the commercial precinct. The details of the

crossing will be finalised during the subdivision design stage.





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Figure 26: Internal pedestrian and cycle path network (Source: Roberts Day West Karnup

LSP report, 2017)





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7 Recommendations to the External

Transport Network

The ultimate scenario for the LSP movement network incorporates the planned

Karnup TOD to the north of the site. Creation of this new transit node is further

defined in the South Metropolitan Peel Sub-regional Framework, released by

WAPC. Timing for the delivery on the ground of the Karnup TOD is likely to be

a long term development outcome for the Karnup area (ie 10+ years), however the

station is likely to be deliver between 2021 and 2025.

At the time the TOD is developed, the surrounding road network will be modified

to achieve the overall required urban outcome, including a consideration for a

deviation of Paganoni Road to the north to link with Mandurah Road at the

existing Dampier Drive controlled intersection (ie modifying Dampier Drive

intersection from 2-way to 4-way). This will free up land in the vicinity of a new

railway station to support higher density development around the TOD.

Planning for the ultimate development of the LSP area has therefore allowed for

the above change to the external road network. It has also considered;

An extension of Aquamarine Parade north of the LSP area to Paganoni

Road forming 3-way priority controlled staged crossing with left in, left

out and right out movements allowed, and providing flexibility to


TOD;

Connection of the LSP area to Mandurah Road in the south from lot 806

via a 4-way intersection at the existing Singleton Beach Road Drive

controlled intersection (recently completed);

A left in, left out at Mandurah Road and Crystaluna Drive intersection;

and

An existing left in connection on Mandurah Road, approximately 370m

south of the existing Mandurah Road/Singleton Beach Road intersection.

7.1 Analysis of External Transport Network

Arup proposed a new scope of works to address the concerns and queries raised

by Main Roads WA, Department of Planning, and City of Rockingham. These

concerns were primarily focused on;

The need for a workable access solution to service Lot 805;

The need to ensure no additional adverse impacts on the operation of the

Singleton Beach access as a result of Lot 805 development; and

The need to provide an access solution that provided flexibility to


TOD.

This involved revising the existing SATURN local area model and undertaking

SIDRA analysis to assess three access scenarios and their impact on the Mandurah

Road/Singleton Beach Road intersection. SIDRA is an intersection-modelling tool





Page 44

commonly used by traffic engineers for all types of intersection control. SIDRA

outputs are presented in the form of Degree of Saturation, Level of Service,

Average Delay and 95% Queue. These characteristics are defined as follows:

Degree of Saturation: is the ratio of the arrival traffic flow to the capacity

of the approach during the same period. The Degree of Saturation ranges

from close to zero for varied traffic flow up to one for saturated flow or

capacity.

Level of Service: is the qualitative measure describing operational

conditions within a traffic stream and the perception by motorists and/or

passengers. In general, there are 6 levels of service, designated from A to

F, with Level of Service A representing the best operating condition (i.e.

free flow) and Level of Service F the worst (i.e. forced or breakdown

flow).

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

through the intersection.

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

lengths fall.

The main objective of this update was to assess options and to arrive at an

accessibility solution that offers an adequate level of access to the full

development comprising Lots 806, 3 and 805 and provides flexibility for future

changes to the regional road network. Tested scenarios were as follows;

Base Scenario - 2026 Committed Development; Lot 806 and Lot 3 are

subject to an approved LSP and are therefore considered committed

development. Mandurah Road/Singleton Beach Road/Main Access Road

(Main Access) intersection – “Base Scenario”;

2026 Full Development - Scenario 1; Full LSP development with the

conversion of northern left in left out arrangement to a four way signalized

intersection (all movements); and

2026 Full Development - Scenario 2; Full LSP development with the

removal of northern left in left out intersection and the creation of a new

connection to Paganoni Road forming an all movements three way

intersection. Intersection at Paganoni Road is has been investigated

regarding possible control type and geometry, with the right turn

movement out of the LSP site being critical in a capacity context. Three

options of intersection control were examined:

o Three way priority controlled T intersection with shared through

and right movement lane on Paganoni Road;

o Three way priority controlled crossing, with staging in the

median for right turns out of the LSP access road; and





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o Three way priority controlled Roundabout (single lane

circulating flow).

All the aforementioned tested scenarios assumed signalisation of Singleton Beach

Road (as existing) and assessed the intersection with and without the three lane

upgrade to Mandurah Road. The following sections outline in details analysis

results for each scenario.

7.1.1 Base Scenario - 2026 Committed Development

The modelling assessment for this scenario was undertaken to understand the

operation of the Mandurah Road/Singleton Beach Road intersection in 2026 with

the base committed and approved development of Lot 3 and Lot 806. This

assessment included the current intersection arrangement which was constructed

as part of the Lot 3/806 approval. This is the base situation as it assessed both a

committed intersection layout and committed development (Lot3/806).

Intersection Layout is displayed in Figure 27. The AM and PM results of the

SIDRA modelling for the Main Access intersection “Base Scenario” are presented

in Table 9 below.

Figure 27: Base Scenario - Mandurah Rd/Singleton Beach Rd Intersection

Layout





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Table 9 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Base Scenario –

AM, PM

Movement

Mandurah Rd/Singleton Beach Rd - Base Scenario – Modelling Year

2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)

South: Mandurah Road

L 0.13 LOS A 8.4 11 0.17 LOS B 10.8 28

T 0.96 LOS E 66.7 516 0.77 LOS C 28.2 333

R 0.96 LOS F 106.0 113 1.02 LOS F 137.9 179

East: Redwood Avenue

L 0.50 LOS D 40.5 114 0.39 LOS D 45.7 82

T 0.96 LOS F 99.5 131 1.04 LOS F 140.9 89

R 0.96 LOS F 103.9 134 1.04 LOS F 145.3 90

North: Mandurah Road

L 0.12 LOS B 10.3 18 0.23 LOS B 12.0 43

T 0.98 LOS F 80.2 592 1.05 LOS F 131.3 847

R 0.41 LOS E 77.0 38 0.97 LOS F 110.7 151

West: Singleton Beach Road

L 0.45 LOS D 35.4 118 0.27 LOS C 22.6 63

T 0.99 LOS F 113.6 162 1.03 LOS F 132.2 122

R 0.99 LOS F 118.3 162 1.03 LOS F 136.9 122

Intersection

TOTAL 0.99 LOS E 72.2 592 1.14 LOS F 61.9 847

The following is a summary of the key issues of the Main Access intersection

“Base Scenario”;

The modelling demonstrated that by 2026 the intersection would be

operating with an overall level of service of F in both the AM and PM

peak Queues on Mandurah Rd, and DoS of 0.995 and 1.138 respectively;

Queuing on Mandurah Road exceeding 1km long on North approach in

PM) and major delays observed due to large through volume on north and

south approaches; and

Delays observed at Singleton Beach Rd and Redwood Ave approaches.

This is mainly due to the signal phasing being set to “optimised” in

SIDRA, and subsequently it allocates the green time across Mandurah

north and south bounds.





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7.1.2 2026 Full Development - Scenario 1

This scenario involves Full LSP development including Lot 3 and Lot 806

(committed development) in addition to Lot 805. It also entails the inclusion a

second all movements signalized intersection access onto Mandurah Road at

Crystaluna Drive and assesing the impact of this additional access as well on the

Main Access Mandurah Rd/Singleton Beach Rd. A similar layout to the Base

Scenario was utilized to assess the Main Access intersection while layout of

Mandurah Road/Crystaluna Drive intersection is displayed in Figure 28.

Figure 28: Scenario 1 - Mandurah Rd/Crystaluna Dr Intersection Layout





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The AM and PM results of the SIDRA modelling for this intersection are

presented in Table 10 below.

Table 10 SIDRA Results - Mandurah Rd/Crystaluna Dr - Scenario 1 – AM, PM

Movement

Mandurah Rd/Crystaluna Dr – Scenario 1 - Modelling Year 2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)


L 0.02 LOS A 8.3 2.0 0.05 LOS A 9.0 5.0

T 0.86 LOS C 27.3 414 0.81 LOS C 26.2 366

R 0.05 LOS F 82.2 2.0 0.05 LOS E 76.8 3.0

East: Crystaluna Drive East Extension

L 0.16 LOS C 21.9 23 0.09 LOS D 37.9 17

T 0.90 LOS E 79.9 130 0.51 LOS E 68.0 57

R 0.90 LOS F 84.2 134 0.51 LOS E 72.5 59


L 0.05 LOS A 7.7 2.0 0.16 LOS A 7.7 8.0

T 0.82 LOS C 24.2 350 1.12 LOS F 186.4 1178

R 0.91 LOS F 97.3 41 1.04 LOS F 149.3 118

West: Crystaluna Drive East Extension

L 0.19 LOS C 33.7 36 0.06 LOS C 22.6 12

T 0.94 LOS F 94.4 42 0.44 LOS F 81.1 17

R 0.94 LOS F 99.0 42 0.44 LOS F 85.6 17

Intersection

TOTAL 0.94 LOS C 33.7 414 1.12 LOS F 105.2 1178

The following is a summary of the key issues of Mandurah Road/Crystaluna

Drive intersection “Scenario 1”;

The modelling demonstrated that by 2026 the intersection would be

operating with an overall level of service of F in both the AM and PM

peak Queues on Mandurah Rd, and DoS of 0.939 and 1.124 respectively;

Queuing on Mandurah Road go beyond 1km long on North approach in

PM and major delays observed due to large through volume on north and

south approaches;

Crystaluna Dr east and west approaches are affected by delays and queues

due to large right turning volume along with more green time being

assigned to Mandurah Rd north and south approaches; and

The inclusion of an intersection at the Crystaluna Drive location reflects

the queuing issues as seen at Singleton Beach Road intersection. It

therefore offers limited benefit.





Page 49

The AM and PM results of the SIDRA modelling for the Main Access Mandurah

Rd/Singleton Beach Rd intersection are presented in Table 11 below.

Table 11 SIDRA Results - Mandurah Rd/Singleton Beach Rd - Scenario 1 –

AM, PM

Movement

Mandurah Rd/Singleton Beach Rd – Scenario 1 - Modelling Year

2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)


L 0.13 LOS A 8.6 12 0.18 LOS B 10.8 28

T 0.89 LOS D 39.6 395 0.79 LOS C 29.8 343

R 0.91 LOS F 94.0 121 1.02 LOS F 136.4 228


L 0.58 LOS D 40.0 117 0.38 LOS D 44.1 82

T 0.37 LOS F 80.4 16 0.58 LOS F 81.8 25

R 0.03 LOS F 81.5 1 0.08 LOS F 82.6 3.0


L 0.09 LOS B 10.6 13 0.10 LOS B 13.8 18

T 0.93 LOS D 52.1 497 1.03 LOS F 116.0 784

R 0.41 LOS E 74.2 45 0.80 LOS E 78.2 126


L 0.40 LOS C 24.1 102 0.30 LOS C 20.9 65

T 0.92 LOS F 85.7 142 1.07 LOS F 159.5 140

R 0.92 LOS F 90.4 142 1.07 LOS F 164.2 140

Intersection

TOTAL 0.93 LOS D 48.7 497 1.07 LOS E 77.8 784

The following is a summary of the key issues of the Main Access Mandurah

Road/Singleton Beach Road intersection “Scenario 1”;

Results indicate that Scenario 1 results in the Singleton Beach Road failing

(over capacity, LoS F), particularly the right turning movements out of the

LSP site;

Queues on Mandurah Rd (exceeding 700m long on North approach in PM)

and major delays observed due to large through volume on north and south

approaches;

Delays observed at Singleton Beach Rd approach and Redwood Ave

approaches. This is mainly due to the signal phasing being set to





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“optimised” in SIDRA, and subsequently it allocates the green time across

Mandurah north and south bounds;

The key issue of Mandurah Road traffic volumes is the driver for

congestion at the Mandurah Road intersections. Any additional

intersections on Mandurah Road just has the same problems as

experienced at Singleton Beach Road; and

Overall LOS F, DoS 0.930, 1.065.





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7.1.3 2026 Full Development - Scenario 2

Modelling assessment for this scenario included full LSP development flows with

the removal of northern left in left out intersection and the creation of a new

connection to Paganoni Road forming an all movements three way intersection.

Intersection at Paganoni Road is has been investigated regarding possible control

type and geometry, with the right turn movement out of the LSP site being critical

in a capacity context. Three options of intersection control were examined:

Three way priority controlled T intersection with shared through and right

movement lane on Paganoni Road;

Three way priority controlled crossing, with staging in the median for right

turns out of the LSP access road; and

Three way priority controlled Roundabout (single lane circulating flow).

The impact of the addition of a northern access onto Paganoni Road on the Main

Access Mandurah Road/Singleton Beach Road intersection has also been

examined. The following figures and tables below demonstrate various Paganoni

Rd intersection layouts tested and the analysis results.

Table 12 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - 3way

Priority Controlled T intersection – AM, PM

Movement

Paganoni Rd Intersection – 3way Priority Controlled T intersection -

Scenario 2 - Modelling Year 2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)

South: South Connection from LSP Site

L 0.96 LOS E 43.1 134 1.22 LOS F 261.9 183

R 0.96 LOS F 59.9 134 1.22 LOS F 314.5 183

East: Paganoni Rd East

L 0.28 LOS A 5.6 0.0 0.60 LOS A 5.7 0.0

T 0.28 LOS A 0.0 0.0 0.60 LOS A 0.1 0.0

West: Paganoni Rd West

T 0.38 LOS A 1.1 12 0.79 LOS C 22.4 86

R 0.38 LOS A 9.2 12 0.79 LOS D 31.5 86

Intersection

TOTAL 0.96 NA 15.1 134 0.79 NA 34.0 183

The following is a summary of the key issues of the Paganoni Rd Intersection

Layout - 3way Priority Controlled T intersection “Scenario 2”;





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Results indicate that the south approach connection to Paganoni Rd is

failing in both peaks (over capacity, LoS F) due to priority being assigned

to movements on Paganoni Rd;

Queues on south approach connection (exceeding 180m long in PM) and

major delays observed due to large left and right turning movements

exiting the LSP site; and

No major issues observed at the Paganoni Rd east and west approaches.

Figure 29: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled Staged

Crossing





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Table 13 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Priority

Controlled Staged Crossing AM, PM

Movement

Paganoni Rd Intersection –Priority Controlled Staged Crossing –

Stage 1 - Modelling Year 2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)

South: Minor Road (Stage 1)

L 0.40 LOS A 6.7 16 0.33 LOS A 7.5 9.0

R 0.15 LOS A 8.9 4.0 0.18 LOS C 21.6 4.0

East: Major Road (East)

L 0.28 LOS A 5.6 0.0 0.60 LOS A 5.6 0.0

T 0.28 LOS A 0.0 0.0 0.60 LOS A 0.0 0.0

West: Major Road (West)

R 0.09 LOS A 8.4 3.0 0.58 LOS C 21.7 19

Intersection

TOTAL 0.40 NA 4.0 16 0.60 NA 4.5 19

Movement

Paganoni Rd Intersection –Priority Controlled Staged Crossing –

Stage 2 - Modelling Year 2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)

South: Median Storage Area

R 0.127 LOS A 2.0 2.3 0.046 LOS A 1.2 0.8


T 0.141 LOS A 0.0 0.0 0.104 LOS A 0.0 0.0

Intersection

TOTAL 0.141 NA 0.4 2.3 0.104 NA 0.1 0.8


Layout - Priority Controlled Staged Crossing “Scenario 2”;

Results indicate that intersection operating at desirable performance

measures in both volume scenarios; and

No major issues observed at all approaches in the AM and PM peaks.





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Table 14 SIDRA Analysis - Scenario 2 - Paganoni Rd Intersection - Roundabout

– AM, PM

Movement

Paganoni Rd Intersection – Roundabout - Scenario 2 - Modelling

Year 2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)


L 0.546 LOS A 8.7 32.4 0.428 LOS B 14.5 25.1

R 0.546 LOS B 13.5 32.4 0.428 LOS B 19.4 25.1


L 0.383 LOS A 4.4 2.8 9.1 LOS A 9.1 117.7

T 0.383 LOS A 4.7 2.8 9.4 LOS A 9.4 117.7


T 0.468 LOS A 4.8 4.0 4.4 LOS A 4.4 24.0

R 0.468 LOS A 9.5 4.0 9.0 LOS A 9.0 24.0

Intersection

TOTAL 0.546 LOS A 6.5 32.4 8.9 LOS A 8.9 117.7

Figure 30: Scenario 2 - Paganoni Rd Intersection Layout - Priority Controlled

Roundabout





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Layout - Priority Controlled Roundabout “Scenario 2”;

Results indicate that intersection operating at desirable performance

measures in both volume scenarios; and

Minor queuing observed on Paganoni Rd east approach in the PM peak

due to increase in through movement volumes.

A similar layout to the Base Scenario was utilized to assess the Main Access

intersection. The AM and PM results of the SIDRA modelling for the Main

Access Mandurah Road/Singleton Beach Road intersection in Scenario 2 are

presented in Table 15 below.

Table 15 SIDRA Analysis - Scenario 2 - Mandurah Rd/Singleton Beach Rd

Intersection – AM, PM

Movement

Mandurah Rd/Singleton Beach Rd – Scenario 2 – Modelling Year

2026

AM PM

DOS LOS

Delay

95%tile

Queue

(m)

DOS LOS

Delay

95%tile

Queue

(m)


L 0.127 LOS A 8.3 10.6 0.176 LOS B 11.0 28.6

T 0.908 LOS D 46.8 431.0 0.845 LOS C 32.3 342.6

R 0.862 LOS F 86.0 114.1 1.027 LOS F 138.6 230.2


L 0.563 LOS D 37.2 112.3 0.400 LOS D 43.7 86.2

T 0.754 LOS F 84.4 32.3 0.948 LOS F 98.7 44.9

R 0.754 LOS F 88.9 32.6 0.948 LOS F 103.2 45.1


L 0.064 LOS B 10.6 9.1 0.090 LOS B 13.0 16.8

T 0.900 LOS D 44.6 432.2 1.036 LOS F 118.4 786.4

R 0.329 LOS E 72.3 37.1 0.807 LOS E 77.7 127.8


L 0.360 LOS C 24.6 94.0 0.262 LOS C 22.6 63.2

T 0.880 LOS E 79.0 136.7 0.997 LOS F 115.7 119.9

R 0.880 LOS F 83.6 136.7 0.997 LOS F 120.5 119.9

Intersection

TOTAL 0.908 LOS D 48.3 432.2 1.036 LOS E 77.4 786.4





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Layout - Roundabout “Scenario 2”;

The addition of the Paganoni Road access does provide some improved

performance at Mandurah Rd/Singleton Beach Rd intersection under two

lane conditions (Mandurah Road North queue reduced to 700m). LOS is

still F however, highlighting the potential need for future upgrades to

Mandurah Road to improve its capacity to accommodate projected traffic

volumes;

Scenario 2 indicates similar operation to the 2026 Committed

Development scenario at Singleton Beach Road with most of the

additional development traffic (from the northern end of the site) using the

northern connection to Paganoni Road;

An additional access onto Paganoni Road makes a slight improvement to

queuing compared to the 2026 committed development and scenario 1 but

is by far the better access option in terms of traffic operation; and

This solution provides a good level of access to serve full development of

Lots 806, 3 and 805 as well as allows flexibility for future changes to the

regional road network by locating POS and a road reservation adjacent to

the northern boundary of the LSP area.

7.2 Summary of Analysis Results

Analysis results indicated that Scenario 1 results in the Singleton Beach Road

failing, particularly the right turning movements out of the LSP site. The inclusion

of a signalised access at Crystaluna Drive simply replicates the queuing issues

previously observed at Singleton Beach Road and it would therefore offers limited

benefit. Modelling also demonstrated that the addition of a northern access onto

Paganoni Road offers the best solution as it improves the operations at Singleton

Beach Road intersection due to the reduced number of right turners (which are

now using the Paganoni intersection).

In Scenario 2 an additional access onto Paganoni Road makes a slight

improvement to queuing compared to the 2026 committed development and

scenario 1 but is by far the better access option in terms of traffic operation. The

Paganoni Road intersection operates well and within desirable operating

conditions when applying the priority controlled staged crossing as well as the

roundabout control. The addition of the Paganoni Road access slightly improves

performance at Mandurah Rd/Singleton Beach Rd intersection under two lane

conditions but it still operates at LOS F. This essentially stresses the potential

need for future upgrades to Mandurah Road in order to enhance its capacity to

accommodate projected traffic volumes. A summary of the analysis outcomes is

compiled in Table 16 below.

Analysis indicates that the northern Paganoni Road access works as both a

roundabout and all movements priority controlled staged crossing. However, the





Page 57

proximity to the Mandurah Road/Paganoni Road intersection and the rail over

pass, means for safety and signage requirements the right turn into the LSP area,

from Paganoni Road would be difficult to achieve in a safe manner. On this basis,

it recommended solution is to prohibit the right turn into the LSP with this

movement undertaken via the left in at the Mandurah Road / Crystaluna Drive

access.

Table 16 Summary of SIDRA Analysis Outcomes

Movement

Mandurah Rd/Singleton Beach Rd - Base Scenario

AM PM

DOS LOS DOS LOS


L 0.13 LOS A 0.17 LOS B

T 0.96 LOS E 0.77 LOS C

R 0.96 LOS F 1.02 LOS F


L 0.50 LOS D 0.39 LOS D

T 0.96 LOS F 1.04 LOS F

R 0.96 LOS F 1.04 LOS F


L 0.12 LOS B 0.23 LOS B

T 0.98 LOS F 1.05 LOS F

R 0.41 LOS E 0.97 LOS F


L 0.45 LOS D 0.27 LOS C

T 0.99 LOS F 1.03 LOS F

R 0.99 LOS F 1.03 LOS F

Intersection

TOTAL 0.99 LOS E 1.14 LOS F

Movement

Mandurah Rd/Crystaluna Dr – Scenario 1

AM PM

DOS LOS DOS LOS


L 0.02 LOS A 0.05 LOS A

T 0.86 LOS C 0.81 LOS C

R 0.05 LOS F 0.05 LOS E

East: Crystaluna Drive East Extension

L 0.16 LOS C 0.09 LOS D

T 0.90 LOS E 0.51 LOS E

R 0.90 LOS F 0.51 LOS E





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L 0.05 LOS A 0.16 LOS A

T 0.82 LOS C 1.12 LOS F

R 0.91 LOS F 1.04 LOS F

West: Crystaluna Drive East Extension

L 0.19 LOS C 0.06 LOS C

T 0.94 LOS F 0.44 LOS F

R 0.94 LOS F 0.44 LOS F

Intersection

TOTAL 0.94 LOS C 1.12 LOS F

Movement

Mandurah Rd/Singleton Beach Rd – Scenario 1

AM PM

DOS LOS DOS LOS


L 0.13 LOS A 0.18 LOS B

T 0.89 LOS D 0.79 LOS C

R 0.91 LOS F 1.02 LOS F


L 0.58 LOS D 0.38 LOS D

T 0.37 LOS F 0.58 LOS F

R 0.03 LOS F 0.08 LOS F


L 0.09 LOS B 0.10 LOS B

T 0.93 LOS D 1.03 LOS F

R 0.41 LOS E 0.80 LOS E


L 0.40 LOS C 0.30 LOS C

T 0.92 LOS F 1.07 LOS F

R 0.92 LOS F 1.07 LOS F

Intersection

TOTAL 0.93 LOS D 1.07 LOS E

Movement

Paganoni Rd Intersection – Priority Controlled T intersection - Scenario 2

AM PM

DOS LOS DOS LOS


L 0.96 LOS E 1.22 LOS F

R 0.96 LOS F 1.22 LOS F


L 0.28 LOS A 0.60 LOS A

T 0.28 LOS A 0.60 LOS A





Page 59


T 0.38 LOS A 0.79 LOS C

R 0.38 LOS A 0.79 LOS D

Intersection

TOTAL 0.96 NA 0.79 NA

Movement

Paganoni Rd Intersection –Priority Controlled Staged Crossing – Stage 1

AM PM

DOS LOS DOS LOS

South: Minor Road (Stage 1)

L 0.40 LOS A 0.33 LOS A

R 0.15 LOS A 0.18 LOS C

East: Major Road (East)

L 0.28 LOS A 0.60 LOS A

T 0.28 LOS A 0.60 LOS A


R 0.09 LOS A 0.58 LOS C

Intersection

TOTAL 0.40 NA 0.60 NA

Movement

Paganoni Rd Intersection –Priority Controlled Staged Crossing – Stage 2

AM PM

DOS LOS DOS LOS

South: Median Storage Area

R 0.127 LOS A 0.046 LOS A


T 0.141 LOS A 0.104 LOS A

Intersection

TOTAL 0.141 NA 0.104 NA

Movement

Paganoni Rd Intersection – Roundabout - Scenario 2

AM PM

DOS LOS DOS LOS


L 0.546 LOS A 0.428 LOS B

R 0.546 LOS B 0.428 LOS B





Page 60


L 0.383 LOS A 9.1 LOS A

T 0.383 LOS A 9.4 LOS A


T 0.468 LOS A 4.4 LOS A

R 0.468 LOS A 9.0 LOS A

Intersection

TOTAL 0.546 LOS A 8.9 LOS A

Movement

Mandurah Rd/Singleton Beach Rd – Scenario 2

AM PM

DOS LOS

Delay

95%tile

Queue (m) DOS LOS

Delay

95%tile

Queue (m)


L 0.127 LOS A 8.3 10.6 0.176 LOS B 11.0 28.6

T 0.908 LOS D 46.8 431.0 0.845 LOS C 32.3 342.6

R 0.862 LOS F 86.0 114.1 1.027 LOS F 138.6 230.2


L 0.563 LOS D 37.2 112.3 0.400 LOS D 43.7 86.2

T 0.754 LOS F 84.4 32.3 0.948 LOS F 98.7 44.9

R 0.754 LOS F 88.9 32.6 0.948 LOS F 103.2 45.1


L 0.064 LOS B 10.6 9.1 0.090 LOS B 13.0 16.8

T 0.900 LOS D 44.6 432.2 1.036 LOS F 118.4 786.4

R 0.329 LOS E 72.3 37.1 0.807 LOS E 77.7 127.8


L 0.360 LOS C 24.6 94.0 0.262 LOS C 22.6 63.2

T 0.880 LOS E 79.0 136.7 0.997 LOS F 115.7 119.9

R 0.880 LOS F 83.6 136.7 0.997 LOS F 120.5 119.9

Intersection

TOTAL 0.908 LOS D 48.3 432.2 1.036 LOS E 77.4 786.4





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8 Conclusion

Arup was commissioned by Gold Right Pty Ltd to prepare this Transport

Assessment (TA) for the proposed Karnup Local Structure Plan. The LSP extends

over Lots 3, 805 and 806, all of which are adjoining east of Mandurah Road with

a total combined area of approximately 113.33ha.

The proposed LSP is anticipated to yield approximately 1,255 lots, mostly

residential (mix of medium and low density) including a public primary school

and a commercial precinct comprising neighbourhood shopping centre and other

retail and nonretail uses.

The proposed external access system for the LSP comprises the following four

access-point system:

An extension of Aquamarine Parade north of the LSP area to Paganoni

Road forming 3-way priority controlled staged crossing including left in,

left out and right out traffic movements, and providing flexibility to


TOD;

Connection of the LSP area to Mandurah Road in the south from lot 806

via a 4-way intersection at the existing Singleton Beach Road Drive

controlled intersection (recently completed); and

An existing left-in intersection on Mandurah Road, approximately 370m

south of the existing Mandurah Road/Singleton Beach Road intersection.

The proposed intersection arrangement is shown in Figure 31.





Page 62

Figure 31: Final agreed intersection layout of Crystaluna Drive/Madnurah Road

intersection and northern Paganoni Road connection (source: City of Rockingham / Main

Roads)

Planning for the ultimate development of the LSP area has therefore incorporated

sufficient flexibility to accommodate future changes to the external road network.

This includes the ability to build connection(s) north to the future Karnup TOD.

The northern LSP boundary gives flexibility in terms of the future geometry and

location of these connection(s).

Also, the LSP design is sufficiently robust to accommodate a future Paganoni link

road that connects the LSP with the realigned Paganoni Road. POS A (adjacent to

the northern LSP boundary) allows the option for this link to ultimately connect

with Mandurah Road, potentially forming a four-way intersection at the existing

Mandurah Road/Crystaluna Road intersection.

SIDRA analysis was undertaken to assess three access scenarios and their impact

on the Mandurah Road/Singleton Beach Road intersection. The main objective of

this update was to arrive at a comprehensive accessibility solution that offers an





Page 63

adequate level of access to the full development comprising Lots 806, 3 and 805

and provides flexibility for future changes to the regional road network.

The results from the analysis indicated that Scenario 1 resulted in the Singleton

Beach Road failing, particularly the right turning movements out of the LSP site.

The inclusion of an access at Crystaluna Drive in Scenario 1 simply replicates the

queuing issues previously observed at Singleton Beach Road and it would

therefore offer limited benefit.

An additional access onto Paganoni Road (Scenario 2) makes a slight

improvement to queuing compared to the 2026 committed development and

scenario 1 but is by far the better access option in terms of traffic operation. The

Paganoni Road intersection operates well and within desirable operating

conditions when applying the staged crossing as well as the Roundabout layouts.

The addition of the Paganoni Road access slightly improves performance at

Mandurah Rd/Singleton Beach Rd intersection under two lane conditions but it

still operates at LOS F. This essentially stresses the potential need for future

upgrades to Mandurah Road in order to enhance its capacity to accommodate

projected traffic volumes. In addition to this, any upgrades on Mandurah Road to

mitigate traffic congestion problems should be scrutinized more holistically given

that the proposed Lot 805 development and access solution will not further

compromise the operation of this intersection and that its performance is a wider

network issue not specifically associated with the structure plan.

A suitable route for a future bus service has been identified through the LSP area

to ensure the area can be serviced by public transport in future and be connected

to the proposed TOD and Karnup Train station.

A comprehensive network of footpaths and shared paths is also planned within the

LSP to ensure good access for pedestrians and cyclists within this area as well.

Appendix A

Lots 3, 805 & 806 Mandurah

Road LSP





Page A1

A1

Appendix B

SIDRA Analysis Outputs





Page D1

B1

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