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Allen Park Traffic Assessment

Prepared for City of Nedlands October 2011 Project Number CEP02095

Allen Park – Traffic Assessment Prepared for City of Nedlands

Allen Park - Traffic Assessment DRAFT2.doc October 2011 Version Draft i

Cardno (NSW) Pty Ltd

Trading as Cardno Eppell Olsen ABN 95 001 145 035

11 Harvest Terrace

WEST PERTH WA 6005

PO Box 477 WEST PERTH

Western Australia 6904 Australia

Telephone: 08 9273 3888

Facsimile: 08 9388 3831

International: +61 8 9273 3888

[email protected]

www.cardno.com.au

Document Control Version Date Author Reviewer

Draft 7-10-2011 Stuart Murphy SM Ray Cook RJC

Filename Allen Park - Traffic Assessment.Doc

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"© 2011 Cardno (WA) Pty Ltd All Rights Reserved. Copyright in the whole and every part of this document belongs to Cardno (WA) Pty Ltd and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person without the prior written consent of Cardno (WA) Pty Ltd.”


Allen Park - Traffic Assessment DRAFT2.doc October 2011 Version Draft ii

Executive Summary Traffic for the morning peak hour is significantly increased along Kirkwood Road and Wood Street. This is estimated at an upper bound of 50% increase in traffic over expected levels. This higher than expected level of traffic shows that there is a driver that pushes people onto these local roads during the morning peak that is not there at other times of the week.

The likely driver for traffic to use Clement Street, Kirkwood Road, and Wood Street is the difficulty navigating through the intersection of West Coast Drive and North Street. It is considered likely that traffic is using these lower level roads to 'Rat Run' through the Allan Park area avoiding this intersection. This 'Rat Running' would explain the excessive increase in traffic volumes during the morning peak hour.

Results from analysis of the existing situation at the intersection of West Coast Drive and North Street, show that the North Street leg is currently operating at an average delay of approximately 180 seconds and a queue length of about 400 metres, at its peak. This takes into account the current left turn auxiliary lane length, on North Street, of approximately 45 metres. Extending the left turn auxiliary lane, on North Street, to 100 metres, results in an average delay of around 45 seconds and a queue length of about 170 metres.

The speed limit of Kirkwood Road is 50 km/h, surveys show that around 40% of drivers along Kirkwood are exceeding this speed limit. This data indicates that traffic speeds within the study area are an issue that should be attended to.

Cardno has reviewed the mix of options but recommends the implementation of Option 7 or 9 which both involve road closures based on a simple ranking process. Both options will reduce speed and traffic along Kirkwood Road and Wood Street and would also improve the area making it a more pleasant and safer place to visit. However, we also suggest public consultation should be undertaken.

For the issue of traffic volumes, Cardno also recommends that Option 2, closure of Odern Crescent and Walba Way be considered. This option has median cost and the consequences of implementation of this option are the reduction of vehicles travelling through local roads to access the beach and cafe and therefore reducing traffic volumes on local roads.


Allen Park - Traffic Assessment DRAFT2.doc October 2011 Version Draft iii

Table of Contents Executive Summary .............................................................................................................................. ii

1 INTRODUCTION ............................................................................................................................. 1

2 EXISTING SITUATION AND ISSUES ............................................................................................ 2

2.1 Road Hierarchy ....................................................................................................................... 2

2.2 Traffic Volume ......................................................................................................................... 2

2.3 Intersection of West Coast Drive and North Street ................................................................. 3

2.4 Traffic Speeds ......................................................................................................................... 3

2.5 Origin / Destination Study by Local Resident (Mark Newland) ............................................... 4

3 Treatment Options ........................................................................................................................ 5

3.1 Option 1 - Entrance Statements .............................................................................................. 5

3.2 Option 2 - Intersection alteration at Odern Crescent and Walba Way .................................... 6

3.3 Option 3 - Signage, Local Traffic Only .................................................................................... 6

3.4 Option 4 - Traffic Calming Devices ......................................................................................... 6

3.5 Option 5 - Parking ................................................................................................................... 7

3.6 Option 6 - Single Lane Points ................................................................................................. 7

3.7 Option 7 - Road Closure 1 ...................................................................................................... 8

3.8 Option 8 – Landscaping and possible One-Way ..................................................................... 8

3.9 Option 9 - Road Closure 2 ...................................................................................................... 9

3.10 Option - 10 Median Extension ............................................................................................... 10

4 RANKING AND CONSULTATION ............................................................................................... 11

4.1 Ranking ................................................................................................................................. 11

4.2 Consultation .......................................................................................................................... 12

5 CONCLUSIONS AND RECOMENDATIONS ............................................................................... 13

5.1 Recommendations ................................................................................................................ 13

5.2 Consultation .......................................................................................................................... 13

List of Tables Table 1 Speed Data for Site 7, Kirkwood Road between Reeve Street and Cross Street

Table 2 Option Ranking


Allen Park - Traffic Assessment DRAFT2.doc October 2011 Version Draft iv

List of Figures Figure 1 Study Area

Appendices

Appendix A Road Hierarchy

Appendix B Traffic Data Analysis

Appendix C Treatment Options


CEP02095 Cardno (WA) Pty Ltd 1

1 INTRODUCTION Cardno has been engaged by the City of Nedlands to conduct a Traffic Assessment of Allen Park area with a focus on Kirkwood Road and Wood Street, Swanbourne. This Traffic Assessment started in September 2011 and is driven by the communities concern about three main traffic related issues in the area as follows:

Speed of traffic through the area; Volume of traffic on the local roads; and Noise of traffic in the area.

The following Local Area Traffic Management (LATM) measures have been considered for use in the area to mitigate the traffic issues:

Landscaping and street furniture; Signage; Pinch points; One way traffic management; and Road closures

The study area is bounded by Wood Street to the North, Walpole Street to the East, North Street to the South, and Clement Street to the West. The study area is shown in Figure 1.

Figure 1 Study Area



2 EXISTING SITUATION AND ISSUES The main identified traffic issues that have been identified within the Study area are as follows:

Weekday peak rat running to/from North Street around Allen Park to/from West Coast Drive; Speed of traffic on local streets; Safety of the local residents and pedestrians; and Volume of traffic on the local roads.

Cardno has conducted a Traffic Assessment of the area including the following content:

Road Hierarchy Review; Traffic Volume Review; Intersection of West Coast Drive and North Street; Traffic Speed Review; and Review of Origin / Destination Study provided by local resident (Mark Newland)

2.1 Road Hierarchy

Cardno has review the road network within the Area of Influence (refer Figure 1). This review comparers the local roads to the Western Australian Planning Commission (WAPC) and the Department of Planning and Infrastructure published guidelines entitled Liveable Neighbourhoods. A road hierarchy had been determined for the area using these guidelines. This exercise was conducted to determine the appropriate paths that road users should be taking through the area. It was also conducted to determine the correct expected form and use of the road.

The identified Road Hierarchy can be seen in Appendix A.

2.2 Traffic Volume

The City of Nedlands conducted extensive traffic counting within the study area. This counting involved the placement of Metrocount tube counters in the area. There were six counters placed within the Study area and 3 counters placed within the Area of Influence. Counters were placed on the following local roads:

Wood Street (counters 1 ,4 and 5) Kirkwood Road (counters 2 and 7) Clement Street (counter 3) Odern Street (counters 6 and 8) Marine Parade (counter 9)

These counters collected data during:

September 2010 November 2010 February 2011 March 2011

The results of the analysis of this data can be seen in Appendix B. The results clearly show that, during the weekday, traffic for the morning peak hour is significantly increased along Kirkwood Road and Wood Street. This is estimated at an upper bound of 50% increase in traffic over expected levels.



This higher than expected level of traffic shows that there is a driver that pushes people onto these roads during the morning peak that is not there at other times of the day.

It is thought that the likely driver for traffic to use Clement Street, Kirkwood Road, and Wood Street is the difficulty navigating through the intersection of West Coast Drive and North Street. It is highly possible that traffic is using these lower level roads to 'Rat Run' through the Allan Park area avoiding this intersection. This 'Rat Running' would explain the increase in traffic volumes during the morning peak hour.

2.3 Intersection of West Coast Drive and North Street

Cardno has undertaken an analysis of the intersection of West Coast Drive and North Street. This review was conducted to determine the current operational characteristics of the intersection and determine if there are any options to improve performance.

Results from “SIDRA” analysis, of the existing situation at the intersection of West Coast Drive and North Street, indicate that the North Street leg is currently operating at an average delay of approximately 180 seconds and a queue length of about 400 metres, at its peak. This takes into account the current left turn auxiliary lane length, on North Street, of approximately 45 metres.

The intersection was further analysed in SIDRA to include the possible extension of the left turn auxiliary lane, on North Street, to 100 metres. The results of this analysis showed that the North Street leg of the intersection would have an average delay of around 45 seconds and a queue length of around 170 metres.

This analysis shows that the extension of the left turn auxiliary lane on North Street would have a positive effect on the performance of the North Street leg.

2.4 Traffic Speeds

The City of Nedlands also used their Metrocount tube counters to record traffic speeds. This speed data reviewed was by Cardno. Speed data for site 7, Kirkwood Road between Reeve Street and Cross Street, 4 March to 14 March, is shown in Table 1.

Table 1 Speed Data for Site 7, Kirkwood Road between Reeve Street and Cross Street

Speed Category Traffic Volume Percentage of whole

0 - 10 0 0.0%

10 - 20 112 0.6%

20 - 30 671 3.8%

30 - 40 2594 14.7%

40 - 50 7351 41.6%

50 - 60 5852 33.2%

60 - 70 972 5.5%

70 - 80 89 0.5%

80 - 90 11 0.1%

The 85th percentile speed for this point on the road is 55.8 Km/h. The 95th percentile speed for this point on the road is 60.5 Km/h.



This location is approximately half way between the corner of Kirkwood Road and Wood Street and the intersection of Kirkwood Road and Clement Street. This location would not provide perfect information about the maximum speeds down this street, as it was not located towards the end of the road. The likely 85th and 95th percentile speeds could be higher in the area.

As the speed limit of Kirkwood Road is 50 km/h, the results from Table 1 show that around 40% of drivers along Kirkwood are exceeding the speed limit. This data confirms that traffic speeds within the study area are an issue that should be attended to.

Cardno has provided a selection of options to address this speed issue within Section 3 of this report.

2.5 Origin / Destination Study by Local Resident (Mark Newland)

Cardno has review the report titled A Submission With regards to Improvements in Local Area Traffic Management for the Allen Park Precinct, (Mark Newland, May 2010). Of particular importance and relevance to this study is Mark's Origin and Destination (OD) study that he conducted. This study considered traffic movements to and from the area and traffic through the area. The boundary identifying the through traffic is the intersection of Wood Street and Langoulant Road and the intersection of Clement Street and Kirkwood Road. This OD Data was collected for the weekday morning and evening, Sunday midday and a public holiday, morning and afternoon. OD data indicate that over 45% of traffic passing through the study area during these identified times did not have a destination within area.



3 Treatment Options 10 treatment options have been developed to mitigate the traffic issues related to the Allen Park area. Many of the options can be implemented individually or can be combined to provide for a better overall result. The options suggested by Cardno are outlined below. Concept plans for each option are provided in Appendix C. The options are as follows:

Option 1 Entrance Statements Option 2 Intersection Alteration, Odern Crescent and Walba Way Option 3 Signage, Local Traffic Only Option 4 Traffic Calming Devices Option 5 Parking Option 6 Single Lane Points Option 7 Road Closure 1 Option 8 Landscaping and possible One-Way Option 9 Road Closure 2 Option 10 Median Extension

3.1 Option 1 - Entrance Statements

Option 1 involves implementing entry statements for the intersections of North Street and Kirkwood Rood and North Street and Walpole Street. The entrance statement would involve coloured asphalt placed at the entrance of each Road/Street off North Street.

Entrance statements provide a clearly defined boundary that distinguishes the hierarchy change between the Neighbourhood collector road, North Street, and the local roads, Kirkwood Road and Walpole Street. This is a clear statement to the road users that entering this area is entering a different road environment. This environment is distinctly different in the form of road and therefore the rules that are applied are different, such as lower speed. Entrance statements also make it more obvious of the potential for children and parents to be crossing the road and therefore make the user more aware of the environment they are entering.

3.1.1 Landscaping at Entrance Statements The Entrance Statements works could include the following works, or a combination of the works, to assist with the defining of the Street Entry:

‐ Change of road pavement at the intersection. Such materials could include; o Coloured asphalt; o Stamped coloured concrete; o Exposed aggregate concrete; o Unit paving; and o Cobblestones.

‐ Installation of signature low shrubs and groundcovers that are in keeping with the Council Street Planting Policy.

‐ Change of pedestrian pavement material adjacent to the intersection. Such materials could include:

o Unit paving; o Exposed aggregate concrete; and o Stamped coloured concrete.



3.2 Option 2 - Intersection alteration at Odern Crescent and Walba Way

Option 2 involves the full closure at the intersection of Odern Crescent and Walba Way disallowing the through movement from Odern Crescent East to West. Closing the road would include some minor kerb works to allow people to move to and from Walba Way to Odern Crescent. Additional signage would need to be placed to inform people of the inability to access the beach from Odern Crescent. This road closure has the following effects:

Redirects people to North Street and discourages people from using Odern Crescent to access the beach;

Reduced traffic on Odern Crescent, Clement Street and possible a reduction in use of Kirkwood Road; and

Reduced speeds through the area as reduction in through movement options.

3.2.1 Landscaping at Intersection alteration of Odern Crescent and Walba Way An intersection alteration at Odern Crescent and Walba Way would allow for a combination of both soft and hard landscape works to be installed. Such works could include:

Installation of additional planting works to include trees, shrubs and groundcovers in keeping with the Council Street Planting Policy;

Installation of a pedestrian pathway linking Walba Way to the existing footpath along the northern edge of Odern Crescent; and

Installation of a small paved seating plaza with a shade structure to break site lines along the existing road alignment.

3.3 Option 3 - Signage, Local Traffic Only

Option 3 involves installing additional signage in the area. Cardno has identified areas where signage could be placed to better inform the road users. These signs would inform the road user of the road rules and limitations within the area.

The advantages of these signs are as follows:

Potential reduction in vehicle speeds; Potential reduction in traffic volumes; and Road users are more aware of other users in the area.

3.4 Option 4 - Traffic Calming Devices

This option involves the placement of traffic calming devices. Such devices include speed bumps or speed cushions along Kirkwood Road and Wood Street. Traffic calming devices are used to prevent vehicles from reaching excessive speeds between devices and to minimise interference with intersections and driveways.

The main aspects to traffic calming devises are:

Reduction in speeds through; Reduction in traffic volumes along Kirkwood Road and Wood Street as 'Rat Running' becomes

more difficult; Easy to install and remove (speed cushions only); Traffic speeds targeted between 30 - 40 Km/h; and In line the Western Australian Planning Commission and Department of Planning and

Infrastructure guidelines titled Liveable Neighbourhoods.



3.5 Option 5 - Parking

Option 5 involves the formalisation of verge parking along Kirkwood Road. This option would provide parking along one or both sides of Kirkwood Road.

Formalised parking has the following advantages;

Reduction in traffic speeds due to vertical and horizontal friction; Increased parking in the area; Safer environment for pedestrians; and In line with the Western Australian Planning Commission and Department of Planning and


3.6 Option 6 - Single Lane Points Option 6 involves one way priority traffic points. Cardno has identified locations in the area that would be suitable for one way traffic points. These one way traffic priority locations provide the following advantages:

Slow points to reduce traffic speeds, especially in the non-priority direction; Create a visual obstacle for road users as they approach the road and deter from continuing; Increase travel times through Kirkwood Road and Wood Street, thereby reducing 'Rat running'; Clearer and safer location for pedestrians to cross; Visually improving the area with landscaping opportunities; Limiting pedestrian crossing distance; and In line with the Western Australian Planning Commission and Department of Planning and


3.6.1 Landscaping at Single Lane Points Additional hard and soft landscape works could be incorporated into the road verge adjacent to the Single Lane Points to visually highlight the changed nature of the road carriageway. Such works could include:

Change of road pavement in the Single Lane influence zone. Such materials could include: Coloured asphalt; Stamped coloured concrete; Exposed aggregate concrete; Unit paving; and Cobblestones.

Construction of pedestrian link crossing the road; Installing signature trees within the road verge adjacent the Single Lane Points to define their

locations. Selected tree species will comply with the Council Street Planting Policy; and Planting of appropriate shrubs and groundcovers in the road verge to either side of the Single

Lane Points. Selected plant species will comply with the Council Street Planting Policy.



3.7 Option 7 - Road Closure 1

Option 7 involves the closure of three legs of two intersections. These intersections are Kirkwood Road and Clement Street and Walpole Road and Clement Street. The legs of the intersections than are suggested for closure are the north leg of Walpole Road and the west and south legs of Kirkwood Road and Clement Street intersection.

The main advantage of this option is the reduction in direct access for cars but no loss in permeability of the area. This reduction will lead to a reduction in the 'rat running'. Accessibility is still maintained at little inconvenience to the local residents especially cyclists and pedestrians.

3.7.1 Landscaping at Road Closure 1 The option of road closures will allow for the installation of small ‘plazas’ in the area of road closure. These plazas could be a combination of hard and soft landscape treatments. Such works would include:

Installation of paved areas. Such pavement materials could include: Stamped coloured concrete; Exposed aggregate concrete; Unit paving; and Cobblestones.

Installation of street furniture items. Such items could include: Bench seats; Bollards; Pedestrian lighting; Select pieces of public artwork.

Placement of signature trees. Such trees would comply with the Council Street Tree Planting Policy; and

Installation of small areas of massed planting beds. Plant species selected would comply with the Council Street Tree Planting Policy.

3.8 Option 8 – Landscaping and possible One-Way

Option 8 involves landscaping and formal parking along Kirkwood Road. This landscaping would include new trees/plants and some street furniture.

Landscaping these areas provides friction to the traffic and a perception of a narrower road. This friction reduces traffic speed and discourages the road use. Landscaping is viewed as an attractive measure adding to the amenity of the environment.

The advantages of this proposed landscaping is:

Potential reduction in speed along Kirkwood Road; Potential reduction in traffic volumes on Kirkwood Road; Allows a pleasant environment for the community to sit and enjoy the park; and Provides areas for the users of the corner store and play area on Kirkwood Road.

3.8.1 One Way Street Direction The option of re-engineering the road way to a one way system will allow for the implementation of sidewalk enhancement works adjacent to the existing commercial centre.



The intent of any such enhancement works will be to increase the level of amenity for customers to the business premise and for pedestrians in general.

Typically, sidewalk enhancement works would include the following:

Increased width of sidewalk; Changes to sidewalk pavement finishes. Such pavement types could be:

Stamped coloured concrete; Exposed aggregate concrete; Unit paving; and Cobblestones.

Installation of street furniture elements such as: Provision for outdoor dining furnishings eg tables and chairs; Bollards; Bicycle racks; Pedestrian lighting; and Feature lighting.

Select pieces of public artwork; Placement of signature trees. Such trees would comply with the Council Street Tree Planting

Policy; and Installation of small areas of massed planting beds. Plant species selected would comply with the

Council Street Tree Planting Policy.

3.9 Option 9 - Road Closure 2

Option 9 involves the road closure on the corner of Kirkwood Road and Wood Street. This closure would include the cul-de-sacing of both ends and providing an extended driveway for the residents affected.

The advantages of this option are:

No possible 'Rat Running' through Kirkwood Road; Accessibility is still maintained for local residents at very little inconvenience; and No traffic speed and safety concerns for the corner of Kirkwood Road and Wood Street.

3.9.1 Landscaping at Road Closure The option of closing this section of roadway will allow for the removal of a portion of the road surface and subgrades and replacement with both soft and hard landscape works. Such works could include;

Installation of pedestrian pathway link. Pavement materials could include: Stamped coloured concrete; Exposed aggregate concrete; Unit paving; and Plain concrete.

Installation of street furniture items. Such items could include: Bench seats; Bollards; Pedestrian lighting;and Select pieces of public artwork.

Placement of signature trees. Such trees would comply with the Council Street Tree Planting Policy; and



Installation of small areas of massed planting beds. Plant species selected would comply with the Council Street Tree Planting Policy.

3.10 Option - 10 Median Extension

Option 10 involves the removal of the right turn movements through the intersection of Kirkwood Road and Clement Street and a one way point on the corner of Kirkwood Road and Wood Street. This would be achieved by extending the median of Kirkwood Road through the intersection and only allowing south bound movements through the corner of Kirkwood Road and Wood Street.

The advantages of this option are:

Reduced 'Rat Running' through Clement Street north on Kirkwood Road Restricting local traffic from accessing Clement Street from West side of Kirkwood Road. Reducing 'Rat Running' south on Kirkwood Road to west on Clement Street. Reducing speeds along Kirkwood Road.

3.10.1 Landscaping at Medium Extension In association with the median extension, additional visual indicators could be incorporated into the road system. Such indicators would include:

Change road pavement type through the intersection. New pavements could be selected from the following in keeping with pavement surface works installed elsewhere:

Coloured asphalt; Stamped coloured concrete; Exposed aggregate concrete; Unit paving; and Cobblestones.

Install decorative pavement infill to the central median. Pavement finishes could be: Stamped coloured concrete; Exposed aggregate concrete; Unit paving; and Cobblestones.

Install feature streetscape items to central median. Such items could include; Decorative traffic bollards Decorative street lighting



4 RANKING AND CONSULTATION

4.1 Ranking

Cardno has reviewed and prioritised the 10 options according to the following criteria:

Safety / Speed Rat Running Traffic Volumes Cost

The rankings are shown below in Table 2.

Table 2 Option Ranking

Option/Criteria Safety / Speed Rat Running

Traffic Volumes Cost

Score Total

Effect in Reducing Speed

Effect in Reducing Rat Running

Effect in Reducing Traffic Volumes

High or Low

Option 1 - Entrance Statements 1 1 1 3 6

Option 2 - Intersection Alteration, Odern Crescent and Walba Way 1 2 2 2

7

Option 3 - Signage, Local Traffic Only 0 1 1 3

5

Option 4 - Traffic Calming Devices 2 2 2 2

8

Option 5 - On-Street Parking 1 1 1 2 5

Option 6 - Single Lane Points 3 3 2 1 9

Option 7 - Road Closure 1 2 3 3 2 10

Option 8 – Landscaping & Possible One-Way 2 1 1 2

6

Option 9 - Road Closure 2 3 3 3 1 10

Option 10 - Medium Extension 1 0 1 3 5



4.2 Consultation

Based on the above, Options 7 and 9 are ranked highest mainly because they are road closures and positively affect vehicle movement, However public consultation is suggested before a final decision is made.



5 CONCLUSIONS AND RECOMENDATIONS The following conclusions have been determined as a result of this study:

During the weekday, traffic for the morning peak hour is significantly increased along Kirkwood Road and Wood Street. This is estimated at an upper bound of 50% increase in traffic over expected levels. This higher than expected level of traffic shows that there is a driver that pushes people onto these roads during the morning peak that is not there at other times of the week.

The likely driver for traffic to use Clement Street, Kirkwood Road and Wood Street is the difficulty navigating through the intersection of West Coast Drive and North Street. It is highly possible that traffic is using these lower level roads to 'Rat Run' through the Allan Park area avoiding this intersection. This 'Rat Running' would then explain the excessive increase in traffic volumes during the morning peak hour.

Results from analysis, of the existing situation at the intersection of West Coast Drive and North Street, show that the North Street leg is currently operating at an average delay of approximately 180 seconds and a queue length of about 400 metres, at its peak. This takes into account the current left turn auxiliary lane length, on North Street, of approximately 45 metres. Extending the left turn auxiliary lane, on North Street, to 100 metres, results in an average delay of only 45 seconds and a queue length of only 170 metres.

The speed limit of Kirkwood Road is 50 km/h, the results from Table 1, show that 39.9% of drivers along Kirkwood are exceeding this speed limit. This data shows that traffic speeds within the study area are an issue that should be attended to.

5.1 Recommendations

Based on a ranking process Cardno suggests the implementation of Option 7 or 9, road closures. This will reduce rat running and speeding along Kirkwood Road and Wood Street and would also improve the overall area making it a nicer and safer place to visit.

5.2 Consultation

As can be seen from 5.1 Cardno has made recommendations, however, Council may wish to consider a formal public consultation exercise to gain support / input from the local community on which measure to implement.



Appendix A Road Hierarchy



Appendix B Traffic Data Analysis



Appendix C Treatment Options

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