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MIXED USE DEVELOPMENT EXPANSION (MODIFIED) BOORAGOON 17

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PROVISION PERFORMANCE CRITERIA ACCEPTABLE DEVELOPMENT

STANDARDS

COMPLIANCE

entrance to the mall.

Pedestrian crossings within car parking areas are to be provided in convenient locations.

Pedestrian crossings are provided.

11.2.6 Appropriate car, motorbike/scooter and bicycle parking provided on-site in accordance with projected need.

Car parking to be provided at a maximum rate of 5 bays per 100m2 of all new floorspace.

Additional car parking provided at a rate of approximately 3.2 bays per 100m2 for the new floorspace.

Motorbike / Scooter parking to be provided at a rate of 2 bays per 1000m2 of new floorspace

Approximately 55-60 motorbike / scooter bays

Bicycle parking for customers to be provided at every entrance at an average rate of 20 racks per entrance, with a minimum provision of 10 racks.

Bicycle parking the customers is to be provided in accordance with the acceptable development standards.

Bicycle parking for staff to be provided at a rate of 3 bays per 1000m2 of new floorspace.

A bicycle parking facility, accommodating 150 bicycles is provided.

An EOT facility or facilities are to include an overall total of 100 lockers, and an overall total of 5 male & 5 female showers.

The end of trip facilities includes a total of hundred lockers, with additional lockers planned for the major tenants back of house areas.

Urban Form

11.2.7 Developments are consistent with the relevant Edge Treatment requirements of Part 12.

Refer to Part 12 Provisions

11.2.8 Any development on the corners of Marmion Street and Riseley Street or Riseley Street and Almondbury Road may include a landmark element.

Where a landmark building is provided it should include distinctive and innovate architectural elements, signage or some other agreed feature to create an entry statement for the overall structure plan area.

Development on landmark sites are to include one or more of the following: architectural features; glazing; materials; building height/scale; major openings; public art; landscape features; balconies and other applied structures

It is not proposed to include the redevelopment of corner locations as part of this application.

11.2.9 Buildings designed to provide for surveillance (actual or perceived) of the street and/or common areas.

Buildings to be designed in accordance with the Section 12; and

Buildings are to be designed in accordance with CTPED principles

The buildings and open space areas include lighting passive surveillance opportunities appropriate landscaping and after hours


STANDARDS

COMPLIANCE

and the WAPC ‘Designing Out Crime Design Principles’.

activities.

Ground floor elevations fronting the High Street are to include glazing elements.

Significant glazed areas are included on the high street, particularly on the ground floor.

Residential development, where including in a development application is to include balconies fronting the street.

N/A

11.2.10 The design and development of new buildings should:

11.2.10.1 Minimise overshadowing in the middle of the day on public open space, major pedestrian streets, and adjacent properties especially in the cooler months.

A Overshadowing Plan is to be included with any development application to detail the extent of overshadowing at 12 noon on 21 June.

An overshadowing plan is included.

Pedestrian awnings are provide for protection of pedestrians, but also solar access during the winter months, where possible.

Pedestrian awnings are proposed, particularly those buildings that front the high street.

11.2.10.2 Minimise potential overshadowing of residential dwellings (both within the development itself and to neighbouring buildings).

A Overshadowing Plan is to be included with any development application to detail the extent of overshadowing at 12 noon on 21 June.

No more than 50% of the private open space of a dwelling is to be overshadowed at 12 noon on 21 June.

The overshadowing plan demonstrates that there is no adverse impact on any of the adjoining residences.

11.2.11 Provide opportunities to integrate signage with buildings.

Signage Strategy is to be provided prior to the lodgement of the Building Permit.

It is intended that a Signage Strategy will be prepared and endorsed prior to the installation of any signage.

11.2.12 Development designed with high quality landscaping.

A landscaping plan concept plan is to be included as part of a Development Application, with a detailed Landscaping Plan to be provided prior to building permit.

A landscaping plan concept plan is included as part of this application.

Townscape and Edge Treatments

12.1 General Criteria

12.1.1 Development to be of a high quality and all facades and frontages shall be designed and finished with high quality materials and finishes.

All servicing areas are to be adequately screened from public view.

Screening is provided to those service areas adjacent to a public street.


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COMPLIANCE

12.1.2 Building facades (including car park structures above ground level) shall be articulated, coloured and detailed to contribute positively to the appearance of local streetscapes and adjoining properties.

Multi-storey parking structures to be;

sleeved by other buildings;

fronted by 'green-wall(s)'; or

fronted by other suitable architectural treatment(s),

to ensure that the vehicles are not easily visible.

The multi-storey parking areas include either sleeving or a other suitable attractive architectural features.

12.1.3 Building facades and frontages should highlight a vertical emphasis wherever possible to help break up the appearance of buildings. This can be achieved through the shape and placement of windows and openings and the innovative use of building materials, colours and textures.

Vertical elements are to be included as part of the design for all new development.

Suitable vertical elements are included

A detailed design palette will be submitted as part of the Development Application.

The intended building appearance and general design schemes are included. Further detail will be provided at the building permit stage.

12.1.4 Feature elements are strongly encouraged on building facades, including (but not limited to) variations to colours and building materials, coloured or textured banding, banding, recesses, ornamental details, gables, verandahs, balconies, pillars, awnings, canopies and bay windows.

A detailed design palette will be submitted as part of the Development Application.

The intended building appearance and general design schemes are included. Further detail will be provided at the building permit stage.

12.1.5 Extensive blank walls, facades and featureless glazing facing streets or public spaces are not permitted.

All walls fronting the street(s) are to be treated to ensure that extensive blank or featureless areas do not result.

The proposal includes extensive detailing of what might otherwise be blank walls.

The layout also allows for the future sleeving construction to occur at the completion of the project and as the market allows.

12.2 Active Edge

12.2.1 Developments are to be designed to present well to and activate street frontages.

Buildings frontages to be predominately glazed or similar;

All frontages include glazing elements.

Buildings frontages to include front door(s);

Outward facing tenancies include front entrances off the high street.


STANDARDS

COMPLIANCE

Buildings and associated tenancies are to have clear legibility with respect to their associated uses.

The high street includes a pedestrian only component. Other portions of the Centre include pedestrian priority measures.

12.2.2 Buildings should be built to the front property boundary other than to allow for alfresco dining, courtyards, building articulation or other architectural elements.

A nil setback applies to the ground floor facade of buildings except where necessary to provide a forecourt, building articulation, alfresco dining, or other feature that adds amenity and interest to the streetscape.

A nil setback is proposed where possible except portions of the high street where alfresco dining will be encouraged or where to provide building articulation.

12.2.3 Buildings are to include openings, balconies or other elements on the upper levels to encourage overlooking and surveillance of the public spaces, as required.

In those areas adjacent to public spaces, upper floors to include:

balconies and/or terraces;

seating areas;

glazing elements; or

other features likely to promote the appearance of surveillance opportunities.


12.2.4 Large format retailing and/or loading and servicing areas are to be sleeved by uses that would facilitate activity.

All servicing areas are to be adequately screened from public view.

All servicing / loading areas are screened from public view.

12.3 Semi-Active Edge

12.3.1 Developments are to be designed to present well to and relate to street frontages and public spaces

Building frontages to include either:

glazing and shop fronts;

artwork, such as mural(s);

signage or displays; or

other interesting architectural elements, particularly at the ground floor.


12.3.2 Buildings may be built to the property boundary provided that the architectural form is sympathetic to reduced setbacks.

Buildings located on the street boundary are to include more than one feature listed within 12.3.1.

All frontages include glazing elements. Architectural features, such as textured concrete and metal panels, timber screening and green walls, to portions of the building located on street boundaries.

12.4 Aesthetic Edge

12.4.1 Developments are to be designed to present well to and to include such architectural or landscape element to ensure that the building retains some interest when viewed

Building frontages to include either:

glazing and shop fronts;

artwork such as mural(s);

signage or displays;



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STANDARDS

COMPLIANCE

from the street. other interesting architectural elements;

green walls/screens;

textured / pigmented pre-cast panels;

textured or indented screening; or

screening / landmark vegetation.

12.4.2 Buildings may be built to the property boundary provided that the architectural form and facade treatment is sympathetic to reduced setbacks.

Buildings located on the boundary are to include more than one feature listed within 12.4.1.

All frontages include glazing elements. Architectural features, such as textured concrete and metal panels, timber screening and green walls, to portions of the building located on street boundaries.

On the basis of the above table, the proposed development is consistent with the performance criteria and acceptable development standards of the Structure Plan.

Part 9 and 10 of the Structure Plan also includes a number staging requirements and minimum development standards.

PROVISION REQUIREMENT COMPLIANCE

9 STAGING

9.1 Except as otherwise provided in clause 9.6 or agreed by the City, where an application is made to construct an additional 5,000m2 or more of shop-retail floorspace in the Centre Core, the following elements shall be provided prior to, or as part of, any application for approval to commence major development that would result in additional shop retail NLA within the Centre Core:

9.1.1 The entire high street vehicular and pedestrian connection;

The high street is included as part of this application.

9.1.2 The new town square / piazza; A town square is proposed as part of the high street component.

9.1.3 The mixed use community facility / library (should the location of the proposed high street impact on the current library location);

An agreement has been reached with the City and AMP that will allow for the development of a new community facility.

9.1.4 100% of the buildings surrounding the town square / piazza and fronting both sides of the core of the high street;

100% of the buildings surrounding the town square and fronting both sides of the high street are included in this application.

9.1.5 At least 2,000 m² of non-retail commercial floorspace; and

The applicant includes a significant component of non-retail floorspace which will exceed 2,000m2.

9.1.6 The critical road and intersection upgrades as outlined in Plan 5 and Table 2 (Although the

This application includes all critical intersections.


extent and staging of works should be subject to a re-assessment should there be a significant reduction in the amount of proposed retail floorspace developed).

9.2 In addition to clause 9.1 above, residential dwellings at a ratio of 2 dwellings per 1,000m2 of additional retail NLA floorspace are to be provided within the structure plan area. Construction of the dwellings shall have commenced prior to the end of 2018 or at the commencement of operation of the additional retail floorspace, whichever is the later.

AMP and an adjoining landowner have agreed to the provision of 120 dwellings within the Structure Plan area. A Development Application for these 120 dwellings has already been lodged.

9.3 In addition to clause 9.1 above, the peripheral road and intersection upgrades as outlined in Plan 6 and Table 3 are required to be completed within 5 years of the commencement of operation of the retail floorspace expansions. The landowner of the retail development is to either, prior to the commencement of operation of the retail floorspace mentioned above provide a contribution to the City (so that the City can undertake the construction), or undertake the works within this period. (Although the extent and staging of works should be subject to a re-assessment should there be a significant reduction in the amount of proposed retail floorspace developed).

Detailed design is underway and a number of discussions have been held with the City and MRWA in relation to the final designs.

9.4 In relation to 9.1.4 above, the City will vary this requirement where the applicant does not control all the land and / or commercial agreements haven’t been reached for the development of the land not under the applicant’s control.

The City has committed to construct the new library facility.

9.5 Prior to the approval of any application to commence major development, a legal agreement, supported by a caveat on title, is to be entered into by the applicant with the City and the WAPC to ensure that the residential dwellings are constructed in accordance with Clause 9.2.

The document is currently being prepared.

9.6 The development of the high street, residential, commercial, community or mixed-use development may occur prior to the staging identified in 9.1 and 9.2 above, with completed floorspace being included in the allowances for subsequent additions to shop-retail or non-retail commercial floorspace.

Noted.

10 MINIMUM DEVELOPMENT STANDARDS

10.1 Movement

10.1.1 The high street, town square/piazza and principal pedestrian connections are to be generally consistent with the locations shown on Plan 4.

The location of the high street and town square is in accordance with the Structure Plan.


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Additional suitable connections may be considered as part of a development application(s).

10.1.2 Vehicular crossovers to lots within the Centre Core adjoining Marmion Street, Riseley Street and Almondbury Road are to be generally consistent with the designated vehicular crossover locations shown on Plan 1. Additional suitable connections may be considered as part of the development application(s) where accompanied by supporting traffic analysis demonstrating its suitability, to the satisfaction of the City.

The location of vehicular crossovers is generally in accordance with the Structure Plan. Further information relating to crossovers is contained in the Transport Plan.

10.1.3 The minimum provision of a footpath on both sides of all new streets, unless otherwise designated on Plan 4.

N/A - no new streets are proposed as part of this application. The proposal does include footpaths on both sides of the high street.

10.1.4 Detailed drawings outlining the location and design of the high street are to be included as part of any development application for major development within the Garden City and High Street Precincts.

Detail drawings are included as part of the Transport Plan.

10.1.5 Parking for non-residential uses is to be provided at a maximum rate of 5 bays per 100m2 of NLA floorspace.

The City may determine a lesser rate for a particular land use(s), having regard for the existing parking ratios within the Scheme or a parking demand study.

The additional parking is provided at a rate of 3.2 bays per 100m2 of additional floorspace.

10.1.6 Parking for residential components of development is to be in accordance with the R-Codes or at the City’s discretion.

N/A

10.1.7 Large Development Applications shall be accompanied by a suitable Transport Plan. The Transport Plan is to including a Pedestrian and Cycling Access Plan, Parking Management Plan, Freight and Servicing Plan and a Public Transport Improvement Plan,

A Transport Plan is included as part of this application.

10.1.8 The following road and intersection upgrades, as detailed in Part 2 of the structure plan report, summarised in Tables 2 & 3 and shown on Plans 5 & 6 are required for major retail development(s) in accordance with clause 9.1.6 and 9.3. (The extent and staging of works should be subject to a re-assessment should there be a significant reduction in the amount of proposed retail floorspace developed).

A Transport Plan is included as part of this application.

10.2 Urban Form (All Precincts)

10.2.1 There are no site cover, plot ratio or open space requirements for development within the structure plan area unless otherwise specified.

Noted.


10.2.2 A minimum building height of 2 storeys applies across the structure plan area, unless otherwise approved by the City.

The buildings (except the pavilions within the piazza area) included within this application are a minimum 2 storeys.

10.2.3 Facades facing the high street and/or town square/piazza are to be articulated, coloured and detailed to present as individual, distinctive frontages similar to the traditional ‘main-street’ style to the satisfaction of the City.

The proposal does not deliver a 'traditional main street', but rather a new interpretation of the street fronting the development is more conducive to activity and pedestrian use.

10.2.4 Ground floor frontages facing the high street and/or the town square/piazza are to generally be connected to provide a continuous urban edge. Continuous awnings shall provide shade and weather protection for pedestrians.

Ground floor frontages are continuous and also include a number of pavilions.

10.2.5 Residential development is to be constructed in such a manner as to ameliorate noise and vibration from the city centre environment. The City may require an acoustic assessment report detailing the likely noise effects of the development on its surroundings and/or external noise impacts on the future residential dwellings.

N/A

10.2.6 Service areas and car parking (except on-street) are to be predominately screened from public view.

Service Areas have been screened from view from the streets.

10.2.7 All development is to be designed to incorporate Crime Prevention Through Environmental Design principles and be generally in accordance with the Crime Prevention Through Environmental Design of Buildings Local Planning Policy.

The proposed development incorporates CPTED principles, such as passive surveillance or the perception of passive surveillance to all frontages.

10.2.8 Development on landmark sites is to be designed in a manner that recognises the site’s strategic location. Development on landmark sites may include additional building height provided that the building(s) are of innovative, interesting and iconic design and relate well to streetscapes and public spaces, to the satisfaction of the City.

It is not proposed to include the redevelopment of corner locations as part of this application.

10.3 Urban Form (Centre Core)

Building Height and Setback of Upper Floors

10.3.1 Buildings heights are to be generally in accordance with the Building Height Plan (Plan 3), unless otherwise approved by the City.

The building heights are generally consistent with the Structure Plan.

10.3.2 Any level above 4 storeys facing a gazetted public street shall be set back a minimum of 5 metres from the building line of the 4th storey, unless otherwise approved by the City.

This stage of the overall redevelopment of the site does not include any development that exceeds 4 storeys in close proximity to a gazetted road.

Landscaping

10.3.3 Development within the Centre Core requires appropriate high quality landscaping and public spaces to be provided consistent with an urban

The landscaping concept is included, which sets the framework for the detailed landscaping plan to be developed as part of the Building Permit package.


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city centre environment, to the satisfaction of the City.

10.5 Resource Conservation

10.5.1 Prior to major development the landowner is to prepare a Servicing, Loading and Waste Management Plan to the satisfaction of the City.

A Servicing, Loading and Waste Management Plan will be finalised prior to a building permit.

10.5.2 Unless otherwise approved through the preparation and approval of a Local Water Management Plan, all storm water is to be contained onsite.

All storm water will be contained onsite in accordance with the City's specifications.

10.5.3 Developments are to include appropriate energy and conservation measures.

Energy and conservation measures are proposed. Refer Section 7.0 of this Report for further information.

10.5.4 Solar passive design principles should be considered in the detailed design of buildings.

Solar passive design principles have been considered in the location of external glazing. Refer Section 7.0 of this Report for further information.

10.5.5 Building design should encourage water efficiency, wherever possible.

Water saving measures are proposed. Refer Section 7.0 of this Report for further information.

10.5.6 Unless otherwise agreed, developments should be in accordance with the Energy Efficiency in Building Design Local Planning Policy.

The Energy Efficiency in Building Design Local Planning Policy encourages the use of energy efficiency and environmental sustainability measures. Whilst not implementing all elements of the Policy, the proposed development incorporates a number of sustainability measures (as detailed in Section 7.0 of this Report).

3.7.7 City of Melville Local Commercial Strategy The City of Melville Local Commercial Strategy (the ‘LCS’) (updated 2006), is considered out of date and in need of review to address current issues faced within activity centres. It should be noted that discussions with the City of Melville Town Planners have stated that the LPS is currently being reviewed, however no details or drafts have yet been made public. Therefore the proposed development has been designed in consideration of the current LPS and the Structure Plan.

The current LCS, updated in 2006, identifies existing and prospective commercial and employment areas, with a strong emphasis towards the Garden City Shopping Centre. It should also be noted that the current LCS was formed on the basis of the then existing activity centre planning framework, the Metropolitan Centre Policy Statement for the Perth Metropolitan Region.

As outlined in the LCS, it was originally recommended that the retail component of Garden City Shopping Centre be expanded from 50,200m² NLA existing in 1990 to 60,000m² NLA by 2006. Although retail modelling showed the potential for expansion beyond this figure, it was not recommended due to site restrictions, traffic implications, impact on other centres in Melville and the potential to undermine the ‘Strategic Regional ’status of Fremantle and Carousel.

Since the previous LCS, however, significant changes have occurred within the Melville City Centre in the Garden City Shopping Centre. In the period 1997 – 2002 Garden City has been substantially refurbished and expanded, with the diversification and expansion of non-retail uses, such as offices and entertainment recreation (such a cinema complex). Other businesses such as the Riseley Street Centre, have increasingly benefited from the

passing ‘shopping traffic’ that frequents Garden City. The Melville City Centre has also been identified under SPP 4.2 as a ‘Secondary Centre’ and therefore encourages a broadening of uses, similar to, but to a lesser degree, uses offered at a Strategic Metropolitan Centre, such as Fremantle and Cannington (Carousel Shopping Centre).

As part of the City of Melville’s vision for Garden City to add a major ‘Main Street’ component to that centre. The Strategy outlined that:

the Garden City Shopping Centre will be turned from an inward looking ‘box’ shopping centre to be an outward facing City Centre, focused on a new internal ‘main street’, with shop fronts, mainly for restaurants and entertainment on both sides.

With this in consideration, the Structure Plan does not just incorporate an expansion of the retail component of the Garden City Shopping Centre, but the expansion of the entire Melville City Centre in line with SPP 4.2 as a Secondary Centre. The proposed development achieves the above intent of the LCS. The proposed development incorporates the main street component incorporates a main street component and an extensive amount of non-related and food and beverage uses. Additionally, portions of the Centre facades that once were closed have been opened to create a centre that looks outwards. Therefore the proposed development is consistent with the LCS.

3.7.8 City of Melville Draft Local Planning Strategy The City of Melville has developed a draft Local Planning Strategy (the ‘LPS’) a long term urban planning vision for the municipality that looks at the issues such as housing opportunities and densities, business / commercial growth, transport, community connectedness and environmental, cultural and heritage preservation and enhancement. The LPS is yet to be released to the public in a final form. However the draft Strategy identifies the Melville City Centre as ‘City Centre’, in line with the CPS5.

In preparation of the LPS, the community was consulted and provided, valuable advice for the City during Neighbourhood Community Forums held in August and September 2008. Concerns were raised regarding future development at the Garden City Shopping Centre. Overall, the community provided the following comments regarding development at Garden City Shopping Centre:

The community was happy for the Centre to expand upwards, but not out;

More commercial night time uses required at Garden City Shopping Centre to complement the existing cinema; and

The community noted if the Centre is expanded, improved parking, public transport and safer pedestrian and cyclists access is required.

The proposed development addressed the above community comments. The proposed development incorporates a new cinema and additional restaurant/cafe and food and beverage uses. These uses will complement each other and promote a night time entertainment economy within Melville City Centre.

As the existing Garden City Shopping Centre is expanding, improved vehicle access, parking measures, and pedestrian and cyclist access and movement is proposed.

Parking management will be utilised at the subject site. This will allow visitors to enter and exit the site in a more efficient manner.

Direct pedestrian access is proposed between the Centre and the adjacent Booragoon Bus Station. Crosswalks are strategically positioned to provide priority pedestrian and cyclist access from the adjoining streets.

End of trip facilities are also proposed within the centre.


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3.8 Other Legislative Requirements Wood & Grieve Engineers were commissioned to undertake an acoustic assessment of the proposal. They examined and evaluated compliance with the WA Environmental Protection (Noise) Regulations 1997 (“EPNR”) of the proposed cooling towers and the expected activities at the new loading docks. These are located at the north-western, south-eastern and western sides of the site.

A detailed noise study has been overtaken over a full week, and we have identified that current measured noise levels at Almondbury Road and Marmion Street are higher than the Assigned Noise Levels for the studied noise sensitive receivers at those locations.

No exceedances of the Assigned Noise Levels established in the Environmental Protection (Noise) Regulations 1997 are predicted within the residential areas to the north or south of the development for the truck movements associated with the new nearby loading docks and proposed cooling towers.

We note that compliance with the regulations does not imply that no residents will perceive disturbance from the assessed activities. We encourage that the number of truck movements into the Southern loading dock during the night time period is reduced if possible. Although the regulation will be complied with, it will reduce the likelihood of disturbance to neighbours.

Noise emissions from building services will have to be reviewed when more information is available at further stages of the design.

In summary, in view of the available information and the site conditions, we consider that operations associated with loading dock operations and proposed cooling towers are compliant with the WA Environmental Protection (Noise) Regulations 1997 at the studied times of operation. The predictions in this report consider that the assumptions and building recommendations will be implemented.


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04 Movement An amended Transport Plan was prepared by Aurecon.

Refer Attachment 4 – Transport Plan.

The following provides a summary of the Transport Plan findings and recommendations.

4.1 Regional Perspective

4.1.1 Strategic Road Hierarchy Access to the Development is facilitated by a well-connected road network of various classes. The road hierarchy, as assigned by Main Roads Western Australia (MRWA), is shown in the figure below. The primary distributor and distributor A routes leading to the Development, either directly or indirectly, include Canning Highway, Leach Highway, Riseley Street and Marmion Street. The Kwinana Freeway is located east of the Development.

Figure 17 - Strategic Road Hierarchy.

The Centre is readily visible from Riseley Street and well located between Canning Highway and Leach Highway.

4.1.2 Points of Arrival There are five key roads connecting directly to the Development, including the following:

Riseley Street - A major north-south distributor A road connecting primarily residential catchments between Canning Highway and Leach Highway, with a posted speed of 60 km/h.

Marmion Street - A major east-west distributor A road, connecting a primarily residential catchment west of the Development with a posted speed of 60km/h.

Davy Street - A local distributor road connecting a primarily residential catchment west of the Development with a posted speed of 50km/h

Coomoora Road - A local distributor road connecting a primarily residential catchment east of the Development with a posted speed of 50km/h.

Almondbury Road - A local access road along the northern side of the Development, between Riseley Street and McCallum Crescent, with a posted speed of 50km/h.

Figure 18 - Local Road Network.

Predominant access to the Development is via Marmion Street, Riseley Street and Almondbury Road, with indirect access provided via the Riseley Street / Almondbury Road / Coomoora Road intersection (signalised four-way) and the Marmion Street / Davy Street intersection (signalised T-intersection). Access to the Development itself is currently provided via eight intersections, plus a bus only access to the Booragoon bus station (entrance only) along Riseley Street.

Access directly into the Development via Marmion Street is provided via the following:

Access 1 (Andrea Lane) is currently an unsignalised T-intersection with all movements permitted, but will be signalised. Andrea Lane is also being relocated approximately 70m west of its existing location.

Access 2 is in the form of a T-intersection and provides signalised access to the Development. The access is also used by buses to exit the bus station.

Access directly into the Development from Riseley Street is provided via one signalised and one unsignalised intersection as described below:


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Access 3 provides left in, left out only access from Riseley Street into the Development, north of Marmion Street

Access 4 provides signalised access to the Development. Southbound traffic entering the development is supported by signalised movements, while northbound traffic enters via the priority controlled left turn slip lane.

Access 5 provides left in, left out access to the Development, just south of the Almondbury Road/ Coomoora Road intersection.

Access directly into the Development via Almondbury Street is provided via the following:

Access 6 is a give-way controlled T-intersection providing left in, right out only access to the Development. A dedicated left turn pocket is provided leading from the Riseley Street intersection.

Access 7 is a roundabout allowing all movements into the Development.

Access directly into the Development via Davy Street is provided by a roundabout allowing all movements into the Development. Other give-way controlled intersections are located along Davy Street and Almondbury Road, however these provide access to other land, including the Council buildings.

4.1.3 Key Sites The key sites identified within the Structure Plan for this Centre is the Centre Core, which is the land containing the Garden City Shopping Centre, City of Melville Library and Civic Centre, along with a number of other minor uses.

Whilst important to the overall operation of the Centre, the Centre Frame area will provide a supporting role, including the expected future development of a significant amount of residential uses.

4.1.4 Mode Share A Customer Exit Survey was conducted by Directional Insights in 2011 which indicated travel modes to the Development were 90% by car and 10% by other modes. This high rate of car use is 8% above the 82% benchmark for regional centres, indicating a significant reliance on car use. At similar regional centres, it is typical to see 6% of customers walking and 8% customers travelling by bus. The Development is below the benchmark for customers walking and travelling by bus, which may be due to limited walking access and public transport services, especially during peak retail times.

For the transport modelling, the mode share targets, as per the below figure, were used. The travel mode share goal was based on an estimate that, by 2021 a 2% mode shift to other modes would occur, and by 2031, 5% will shift to other modes. Of those, 2% of people is targeted to shift from private motor vehicle to public transport. The Development should also target an increase in cycling mode share to 4%. In its entirety, trips associated with all modes will increase as a result of the Development.

Figure 19 - Strategic Road Hierarchy.

Whilst other modes are encouraged to proportionally increase as part of the proposed transport upgrades, due to the location of the Development in the Perth Metropolitan area, there will always be a high proportion of car use, unless there are dramatic improvements to the public transport infrastructure network across Perth. The same issues are met with many other shopping centre developments in suburban Perth. Active transport use to the local catchment area is limited and can be particularly difficult with some of the undulations of the surrounding terrain.


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4.2 Public Transport

4.2.1 Network Provision

4.2.1.1 Current Situation Bus services are available direct to the Booragoon Bus Station, with buses entering from either the north or south of the station via Riseley Street. A give way controlled bus only right turn bay is provided for buses entering from the north. Buses exit the bus station via the signalised intersection at Marmion Street, which is currently shared with general traffic exiting the shopping centre.

Figure 20 - Bus Network

As at March 2015, the Booragoon Bus Station is used by seven bus services. Direct bus access is available to the Perth CBD and Fremantle as well as a number of train stations including Canning Bridge, Bull Creek and Murdoch. Weekday peak headways for the bus services range from 10 minutes to 1 hour, however the peak services align with the commuter peak in the early morning and late afternoon which in general does not coincide with peak shopping hours for the Development.

Passenger numbers for Booragoon Bus Station were obtained from SmartRider data for Thursday 12th March 2015 and Saturday 14th March 2015 to represent typical peak patronage for the shopping centre, and have been adjusted to include cash tickets.

ROUTE DESTINATION

THURSDAY 12TH MARCH SATURDAY 14TH MARCH

INBOUND

PASSENGERS

OUTBOUND

PASSENGERS

INBOUND

PASSENGERS

OUTBOUND

PASSENGERS

150 East Perth - Booragoon Bus Station via Canning Bridge Station and Reynolds Rd

202 118 N/A N/A

160 East Perth - Fremantle Station via Canning Bridge Station, Reynolds Rd and Booragoon Bus Station

744 738 258 254

500 Bull Creek Station - Booragoon Bus Station via Brentwood

116 92 20 30

501 Bull Creek Station - Fremantle Station via Booragoon Bus Station

1,653 1,841 760 635

510 Murdoch Station - Booragoon Bus Station via Murdoch Dr

281 344 39 55

881 Esplanade Busport - Munster via Booragoon Bus Station (limited stops)

855 840 325 363

940 Esplanade Busport - Hamilton Hill via Booragoon Bus Station (limited stops)

1,231 1,210 487 525

Table 1 - Public Transport Use

In general, the services that terminate at Booragoon bus station do not carry high numbers of patronage compared to through services. This may be due to a smaller residential catchment or the infrequency of the services, or the awareness of these routes may not be high. The routes that pass through Booragoon Bus Station, (i.e. 160, 501, 881, and 940) carry high passenger numbers, most likely due to increased frequency and directness, but they also tend to service a wider area than Booragoon and have a greater residential catchment.

It is understood that the Public Transport Authority (‘PTA’) do not have any future planned changes to bus routes other than minor route changes and bus frequency increases to Booragoon Bus Station services.

4.2.1.2 Proposed Improvements

Approved Development A number of measures have been incorporated into the design of the expansion of Garden City Shopping Centre and are proposed to encourage customers to use public transport as a viable transport mode.

The optimal frequency of bus routes at Booragoon Bus Station is between 15 and 20 minutes as this gives customers enough flexibility and promotes ‘walk-up’ patronage to the Centre. Many of the high patronage routes provide at least 15-20 minute frequencies during AM and PM peak periods. For the Centre, increases in frequency are particularly important during shopping peak times (i.e. Saturday). Any amendments to bus frequencies should also be coordinated with train frequencies to encourage mode transfers.

The land owner will continue to work with the PTA to discuss potential future operational modifications, including frequency increases during peak periods. As part of this Development Application it is proposed to upgrade the southbound bus stop on Davy Street, just north of the proposed Garden Avenue. This will provide additional promotion for public transport access to Garden Avenue.


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In order to make public transport options competitive with private vehicle use, buses must be reliable. Due to the constraints of the surrounding road network, there were no specific locations where bus priority infrastructure was considered to be beneficial to improve reliability and travel times for bus services to the Development.

Currently the provision of information at the Booragoon Bus Station is limited to stand specific route and timetable information on stand signs. It is proposed that all stands at the bus station are upgraded to show real time timetable information to indicate to customers when a bus is scheduled to arrive. Display screens are proposed to be provided within the Development to provide real time information relating to departing buses. Additionally, interactive bus schedule planning information screens are proposed to be situated within the Development, with real time bus information integrated with phone applications.

Figure 21 - Bus Station

The global positioning system (GPS) tracking of buses is expected to be in effect by 2016 which will significantly improve the accessibility of real time bus information for visitors and staff. These initiatives will encourage greater awareness of public transport options for customers.

Modified Development The modifications do not affect any of the proposed public transport initiatives.

4.2.2 Promotion of Public Transport

Approved Development As part of the Development, the south-east entrance is proposed to be revamped to make this a more pronounced entrance that provides an attractive and seamless path for public transport users. In addition, the cycling end of trip facility is proposed to be located at this entrance, as well one of the two taxi rank facilities. This access will act as one of the two key sustainable transport access points to the Development (the other being the Garden Avenue entrance).

Proposed improvements to pedestrian / cyclist paths to Booragoon bus station will also promote public transport use. Additionally, in collaboration with the PTA, the land owner will be proactive in promoting public transport to travel to the Development.

AMP also intends to ensure that after the development has been constructed, that regular monitoring of public transport use is undertaken with a view to confirm that patronage increases. Given that the tenants within the Development will rely on passing trade from public transport patrons, pedestrians and cyclists there is a financial imperative for there to be strong public transport patronage.

A Travel Behaviour Change Initiatives Program will also be developed, after further consultation with Department of Transport, to encourage mode shift to public transport, walking and cycling for staff within the centre.

Modified Development The modifications do not affect any of the proposed public transport initiatives.


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4.3 Pedestrian Movement and Amenity

4.3.1 Integration with the Surrounding Area

4.3.1.1 Current Pedestrian Integration The Centre is situated within a large residential area, with many residents within walking distance. The surrounding road network has footpaths alongside the majority of directly accessible routes. The roads without footpaths tend to be lower order residential access routes, and generally do not present a safety concern for pedestrians due to low traffic volumes and generally low operating speeds. Infrastructure upgrades in these areas are therefore not proposed.

4.3.1.2 Proposed Pedestrian Integration

Approved Development To improve access to the Centre, it is proposed to provide dedicated walking access paths to the Centre by upgrading the surrounding pedestrian network. This includes incorporating key pedestrian corridors from the main entrances to the Development to tie into the surrounding footpath network.

4.3.2 Access within the Subject Site

4.3.2.1 Current Situation The main concerns for access on foot are the lack of direct connections and way finding to the entrances to the Development building structure. The existing main entrances to the Development include direct entrances into the Development and also individual retailers i.e. Myer and David Jones. Legible and direct walking access to the entrances is generally not clearly defined, particularly from the east of the Development where the car park fronts Riseley Street. Customers are mostly expected to walk through car parks, whether they are walking from their cars or from the street, which increases the number of conflict points between cars and pedestrians.

4.3.2.2 Proposed Improvements

Approved Development The redevelopment of the shopping centre provides an opportunity to significantly improve access for pedestrians.

Improving pedestrian safety, during the crossing of main roads and parking lots, has been given high priority in the proposed Development. There are existing signalised pedestrian crossings accessible from Riseley Street and Marmion Street, all of which are proposed to be maintained. With the addition of the Andrea Lane signalised intersection, these crossings are well spaced and provide safe, visible access to the Development.

In some areas within the Development, visitors are currently required to cross roads through car parks to reach the entrance to the Development, which poses potential safety concerns. A pedestrian walkway with zebra crossings is proposed to be provided within each reconfigured car parking level to provide safe, visible access directly to shopping centre entrance points and vertical transportation. The zebra crossing facilities also provide improved safety for trolley users, parents with prams and mobility impaired users to access the shopping centre

With the above control measures, the proposed development aims to reduce the number of conflict points between vehicles and pedestrians.

In order to help make walking a preferred mode of transport, high levels of amenity are required for all key pedestrian corridors and paths. The improved pedestrian linkages will be wide, landscaped areas forming a green pedestrianised environment. The main street component will be occupied by food and beverage uses which offer dining opportunities outside of traditional trading hours. Street furniture, lighting and weather cover will be

incorporated into the detailed design for pedestrian corridors to ensure a high level of amenity. This will make walking to and within the Development more inviting and enjoyable.

Way-finding signage is proposed to direct pedestrians to the main entrances to the Development, and also to vertical transportation through car parking levels. This will promote the legibility and visibility of the pedestrian network and guide pedestrians along safe routes to their chosen destination.


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4.4 Cycling

4.4.1 Network Provision

4.4.1.1 Current Cycle Integration The facilities and opportunities for direct bicycle access to the Development are generally good when compared to similar centres. Cyclist amenity is generally provided for in the form of on-road cycle lanes (sealed road shoulders), off-road paths (segregated or shared pedestrian / cyclist paths), or otherwise within general traffic lanes (given posted speeds of between 30 and 50km/h).

The local TravelSmart guide for the City of Melville indicates the existing cycling infrastructure surrounding the Development. The existing Perth Bicycle Network (PBN) is a network of cycling routes comprising of on-road, path and end-of-trip infrastructure, which form part of a strategic and integrated transport network for Perth. The PBN network is not shown on the local TravelSmart guide as it is currently being re-strategised, which creates opportunities to identify and improve strategic cycling connections to the Development. The local TravelSmart guide also identifies ‘local bicycle friendly streets’ which indicate good road riding environment for cyclists. This is typically categorised by residential streets with low traffic volumes and low traffic speeds of less than 50km/h.

There are a number of existing cycling facilities surrounding the Development, including on-road bicycle lanes along Marmion Street and Riseley Street, and shared paths along Coomoora Road, Davy Street, as well as several local bicycle friendly streets within the local residential streets. In addition, the Kwinana Freeway PSP is located approximately 1.7 kilometres to the east of the Development which is utilised heavily by commuter cyclists travelling to and from the Perth CBD.

The cycling infrastructure surrounding the Development is fairly direct and well connected, however the largest issue that is currently facing cyclists is the same as for pedestrians – i.e. once cyclists arrive at the Development there is a lack of safe and efficient access to the main entrances of the shopping centre. Significant opportunities therefore exist to improve the legibility and connectivity of the cycle network within the Development, as well as providing improved bicycle parking and end of trip facilities. Crossings into the Development for cyclists are also generally not easy to negotiate and should also be a focus. Additionally, a significant opportunity exists to integrate the planned main street with walking and cycling infrastructure to create a good environment that will promote the use of these modes.

4.4.1.2 Proposed Cycle Integration

Approved Development In order to encourage increased mode shift there are a number of improvements that can be made to improve useability and safety for cyclists, particularly once entering the Development.

Infrastructure Improvements

New shared path along the west side of the Garden City South access (adjacent to the Booragoon Bus Station).

With the reconfigured internal road layout, a direct connection for cyclists is proposed to be provided to the south-east entrance to the shopping centre. This forms part of a key bicycle point to the Development and provides direct access to the proposed end of trip facility (discussed in Section 8.2.2).

New shared paths along the eastern side of Garden Avenue

Shared paths are proposed along the eastern side of Garden Avenue to connect to the central ‘piazza’ area. This area will act as a shared space environment where traffic speeds are low, and cyclists and pedestrians will share the road space with general vehicles. This area will be landscaped with alternative pavement and flush kerbs. This provides increased priority to pedestrians and cyclists in this section.

Refurbish (line-marking) existing shared paths on Coomoora Road (south side between Riseley Street and Reynolds Road) and Davy Street (north side between Barnard Street and Garden Avenue)

These paths lead directly to the Development from surrounding residential catchments from the east and west respectively, however they lack visibility. The refurbishment would include pavement marking to indicate the shared path status and directional signage leading to the shopping centre.

Upgrade of existing footpaths to shared paths on Almondbury Road (south side between Riseley Street and Links Road) and Riseley Street (west side between Marmion Street and Almondbury Road/Coomoora Road)

These footpaths are currently of sufficient width to accommodate inexperienced cyclists, however it is proposed that these are formalised and refurbished as shared paths. This would include pavement marking to indicate the shared path status and directional signage leading to the appropriate shopping centre entrances. Almondbury Road was also recognised as a priority area for cycling improvements in the Melville City Centre Structure Plan.

Promotion of Davenport Street as a key cycle route to the Centre

Davenport Street is a low volume residential street that provides a good on-road cycling environment for both experienced and inexperienced cyclists. A cyclist-only right turn pocket currently exists on Riseley Street for eastbound cyclists, which is proposed to be maintained. To improve access for westbound cyclists wishing to access the Development a bicycle on-ramp at the Marmion Street intersection is proposed, which provides improved access for cyclists wishing to cross at the intersection and access the Development. Directional signage leading to the Development is proposed to be included along Davenport Street.

In addition to infrastructure changes, it is important that cycling is promoted in other ways to initiate behaviour change and encourage cycling. It is proposed that way-finding signage is installed to direct cyclists towards the Development at major intersection points. Inappropriate and often inadequate signage along these routes and the failure to integrate with activity centres reduces the effectiveness of the cycling network. Cycling network maps are also proposed to be made available within the shopping centre to promote awareness of cycling.

Modified Development The modifications do not affect any of the proposed cycling network initiatives. Cycling access to the centre is still promoted.

4.4.2 End of Trip Facilities There is currently only minimum shower and change room facilities in the existing Centre.

Approved Development It is proposed to significantly improve the end of trip facilities at the Centre.

A secure, enclosed end of trip facility for staff llocated at the south eastern major entrance, near the Booragoon Bus Station, consisting of:

150 bicycle spaces

100 lockers


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Separate female and male change rooms incorporating 5 showers and 1 toilet in each

Taking into consideration the proposed mode share target of 4% for cycling in 2031, the proposed end of trip facility will be sufficient for staff numbers of up to 3,750. Once the Development is complete, it is likely that the number of staff will be less than 3,750 and therefore this size of facility is considered appropriate.

Figure 22 - End of Trip Facilities.

Figure 22a - End of Trip Facilities (updated location)

4.4.3 Cycle Parking As identified in the MCC Structure Plan, there is currently minimal bicycle parking facilities within the shopping centre, and generally require bike users to cycle through parking areas to access them.

Approved Development It is proposed that an average of 20 bicycle spaces (in addition to the end of trip facility) is installed at all main entrances to the Development, equating to a total of approximately 150 bicycle spaces. This will ensure that there will be sufficiently visible and available parking for bike users visiting the Development. All bicycle facilities are proposed to be accessible at ground floor level where possible, close to main entrances to the Development and connecting with the external proposed cycle infrastructure network.

In terms of total trips to the Development by 2031, the maximum number of trips assumed to be undertaken by bicycle during the peak hour is approximately 321 trips (with a mode share target of 4%). Therefore, with the additional public bicycle racks dispersed amongst the entrances to the Development, the number of bicycle parking spaces is considered sufficient. Nonetheless, the land owner intends to monitor the usage of the bicycle racks.

Modified Development The modifications do not amend the customer cycle parking locations.


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4.5 Vehicle Movement and Access

4.5.1 Traffic Volumes

4.5.1.1 Existing Situation Traffic volumes were collected for existing and major intersections surrounding the Development from Austraffic surveys and SCATS detector data, with further signal files and data obtained from Main Roads WA.

The following peak hours were determined for the Development:

AM Peak: 7:45 AM – 8:45 AM

PM Peak: 4:30 PM – 5:30 PM

Saturday Peak: 11:30 PM – 12:30 PM

Existing current year traffic volumes (two-way) along the roads immediately surrounding the Development for each peak period are shown below.

Figure 23 - Existing Traffic Volumes.

A number of existing network issues were identified through site observation during peak periods, as summarised below.

Intersection of Leach Highway / Riseley Street - in the Saturday peak period particularly, the east approach right turn queue from Leach Highway was observed to spill back into the through lane traffic during some signal cycles. In the PM period, the north approach left turn bay on Riseley Street overspills to the through lane.

Intersection of Riseley Street / Marmion Street - in the Saturday peak period the south approach through lane and the west approach right turn exhibit queuing. This generally clears in each signal cycle.

Intersection of Riseley Street / Marmion Street - in the Saturday peak period the south approach through lane and the west approach right turn movement exhibit queuing. This generally clears in each signal cycle.

Intersection of Riseley Street / Almondbury Road / Coomoora Road - in the Saturday peak period the south approach through lane exhibits queuing, this generally clears in each signal cycle. The north approach through and right turn movements also carry high volumes but have less queuing evident.

Intersection of Canning Highway / Riseley Street - in all peak periods the south approach through and right lanes exhibit queues that extend back to the roundabout at Willcock Street. Queues on Canning Highway have a large amount of variability but in the morning period the eastbound queue does sometimes extend back through the intersection of Riseley Street and in the evening period the westbound queue can extend over 300m from Riseley Street.

In the Saturday peak period, egress from the centre is delayed at the two Marmion Avenue access points as well as the signalised access on Riseley Street, north of Marmion Avenue. This queuing causes congestion back into the site and to its internal roundabouts.

The three intersections primarily controlling access to the Development are Riseley Street / Almondbury Road / Coomoora Road, a 4 arm signalised intersection, Riseley Street / Marmion Avenue, a 3 arm signalised intersection, and Marmion Avenue/ Davy Street, a 3 arm signalised intersection.

In the existing scenario, the Riseley Street / Almondbury Road / Coomoora Road intersection performs at an acceptable level of service with the highest delay period being the Thursday evening period when the overall average delay is 36 seconds per vehicle.

The Riseley Street / Marmion Avenue intersection has an overall average delay of 23 seconds per vehicle in the existing Saturday peak period however the right turn from Marmion Avenue into Riseley Street often exhibits an average delay of 43 seconds per vehicle.

The Marmion Avenue / Davy Street intersection has minimal delay in the existing peak periods and does not constrain access to the Development area.

4.5.1.2 Estimated Traffic Growth In the establishment of the 2021 and 2031 future model years, forecasting data was obtained from the Main Roads WA Regional Operations Model (ROM). This established various levels of background network traffic growth across the different time periods and future years.

For the estimation of the Development trips resulting from the proposed Development, Institute of Transportation Engineers (ITE) trip rates were used and applied to the base model distribution patterns. The ITE trip rates are not only suited for larger developments such as Garden City, but are also more private vehicle focussed and are therefore in line with Perth travel characteristics.


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There is no fixed approach to trip generation in WA, however the following steps cover what is considered a logical and conservative approach to estimating the number of trips that are likely to be generated by the proposed development.

4.5.1.3 Existing Surveyed Trip Generation Additional traffic data was collected at all centre entrances on Saturday 16 March 2013, Wednesday 10 June 2014 for the AM period, and Thursday 28 May 2015 for the PM peak period. The total traffic generated during the peak hour of the road network was as follows.

PEAK PERIOD AM PEAK PM PEAK SAT PEAK

Trip Generation Inbound 1,220 1,953 2,592

Trip Generation Outbound 485 2,174 2,226

Total Trip Generation 1,347 4,127 4,818

Table 2 - Peak hour trips (existing)

4.5.1.4 Existing Centre Overtrading The following difference is calculated for the ITE estimated trip generation for the current site compared to the actual trip generation. The calculations show that there is more actual trips than ITE estimated trips and provides some evidence to suggest that the centre is overtrading compared to its current floor space. This overtrading difference should be carried forward for calculations relating to the development.


Trip Generation Difference (actual minus ITE) +809 +1,192 +1,158

Trip Generation % Difference +90.3% +40.6% +31.6%

Table 3 - Existing trip generation difference

Once the Development has been completed, AMP expect that the productivity of the floor space will reduce compared to existing levels. It is expected that the productivity levels will be closer to the average for such a centre.

4.5.1.5 ITE Trip Generation for the Mixed Use Expansion Using the ITE trip rates, the trip generation was calculated for the proposed expansion of the centre, as shown below.

LAND USE SQM AM PEAK PM PEAK SAT PEAK

Retail 107,243 693 3,085 4287

Office / Business 3,383 85 119 16

Eating / Entertainment / Culture 14,099 311 416 162

Other Incidental Floorspace 1,729 400 782 782

Total Traffic Volumes 1,489 4,402 5,247

% Split In 61% 48% 52%

Table 4 - 1 ITE trip breakdown for the Development

4.5.1.6 Overtrading Calibration The previously calculated difference between the existing surveyed and existing ITE trip generation can be used as a calibration factor as a conservative approach in the unlikely event that the current productivity levels continue.

By adding the difference, the following trip generation is calculated.


ITE Trip Generation 1,489 4,402 5,247

Calibration Absolute Trips +809 +1,192 +1,158


Table 5 - Absolute application of the overtrading calibration trips

By multiplying the percentage difference, the following trip generation is calculated.


ITE Trip Generation 1,489 4,402 5,247

Calibration Percentage Trips +90.3% +40.6% +31.6%


Table 6 - Absolute application of the overtrading calibration trips

Due to the size of the development, the two methods produce noticeably different final trip numbers. The absolute application of overtrading is considered more realistic as the larger the centre becomes, overtrading per floor space area is anticipated to proportionally reduce. As there is no guideline for either method, an average of the two has been used to produce the following numbers. This final number also gives a reduction in the trip rates per floor space area that is in line with other development proposals in the Perth metropolitan area.



Reduction in trip rate (%) -11.6% -16.2% -18.9%

Table 7 - Final traffic volumes for the DA

4.5.1.7 Mode Split Adjustment A conservative 2% reduction in private vehicle drivers was used in the analysis of the 2021 year and a 5% reduction for 2031. This will be achieved by the implementation of multiple instruments that promote the use of other modes of transport, as discussed in the Transport Plan. By taking into consideration these reductions in private vehicle travel, the trip volumes are adjusted to the following.


2021 Trip Generation 2,505 5,751 6,495

2031 Trip Generation 2,413 5,538 6,255

Table 8 - Trip generation with mode split adjustment

4.5.1.8 Residential Dwellings The trip generation used for this analysis includes the adjacent TRG residential dwellings on the northeast corner of Marmion Avenue and Davy Street. The additional trips due to this site are shown below.


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LAND USE SQM AM PEAK PM PEAK SAT PEAK

Dwellings 422 202 235 185

% Split In 16% 67% 50%

Table 9 - Trip generation for residential dwellings

4.5.2 Traffic Management

4.5.2.1 Proposed Road Improvements

Approved Development To help allow the road network surrounding the Development to operate at an appropriate level in the future with the Development in place, it is recommended that a number of roads and intersections are upgraded. These road upgrades are reflected in the 2021 and 2031 transport models, and are consistent with the recommended improvements within the approved Melville City Centre Structure Plan. These include:

Riseley Street/ Garden City Access 3

Riseley Street/ Garden City Access 4

Riseley Street/ Marmion Street

Marmion Street/ Andrea Lane

Riseley Street/ Almondbury Road/ Coomoora Road

Almondbury Road at several locations

The conceptual designs, appropriate with the lodgement of a development application, are detailed in the Transport Plan. Further detailed designs would be provided, upon agreement from Main Roads WA and/or the City that these roads should be modified, prior to commencement to construct, should the landowner be required to undertake these works. Alternatively the City or Main Roads WA would prepare construction drawings should the landowner be required to only fund these works. The landowner is also willing to explore alternative options should better outcomes for the operation of the centre be likely.

The network in its entirety performs at what can be deemed as an acceptable level.

The Transport Plan also recommends that to improve the amenity of the streets immediately surrounding the Centre, the portions of those roads immediately fronting the subject site should be modified. The landowner is willing to either design and undertake these works generally in accordance with the concepts provided or fund the works to an agreed standard, prepared by the City.

For the morning peak, all of the intersections perform at a satisfactory level in all modelled scenarios, with the exception of the Canning Highway/ Riseley Street intersection in 2031. In that instance, the intersection marginally performs poorly, however with the development it is still an improvement on the 2031 do-minimum scenario where there is no road upgrades.

The afternoon peak hour period intersection results show that the Canning Highway/ Riseley Street and Riseley Street / Almondbury Road / Coomoora Road intersections perform marginally poorly in all scenarios. The remaining intersections perform at a satisfactory level.

For the Saturday peak hour period intersection results Canning Highway/ Riseley Street and Riseley Street / Almondbury Road / Coomoora Road intersections perform marginally poorly across most scenarios with the remaining intersections performing well.

4.5.2.2 Development Access Performance The performance of the vehicular accesses to the Development is vital to both the external road network and the Development operating acceptably. If vehicles cannot enter the Development in a safe and efficient manner, congestion can develop from turn bays leading to delays for other vehicles that are not associated with the Development. Likewise, if vehicles cannot exit the Development then congestion will build up within the Development car park areas and internal links. This will then spill out to the external road network, causing wider network congestion.

To mitigate any such issues, Aurecon undertook an extensive iterative process with the project team to establish a set of Development Access points to satisfactorily connect the internal Development design with the external road network. Traffic engineering inputs, however, have also been undertaken so that it was not solely the modelling that was guiding the design.

A dedicated parking management system is proposed for the Development. This parking management system may consist of variable message signs internal to the Development. It is thought that this will guide the movements and can even be adjusted to promote less utilised entrances. Furthermore, on any approach to the Development there are multiple entry points so that drivers can make a decision on their entry point depending on those that look more utilised within their field of sight at the time.

A detailed explanation of each entrance point is detailed within the Transport Plan.

4.5.3 Priority Access

Approved Development Taxis make an important contribution to transport at shopping centres. They enable short trips to be made in a timely and efficient manner. Two taxi ranks holding up to three or four taxis are proposed along Garden Avenue and near the south-east entrance, near the Booragoon bus station. Two taxi ranks provide flexibility and convenient access to/ from the Development.

Valet parking is also provided along Garden Avenue.

4.5.4 Freight and Servicing

Approved Development There are no primary freight roads passing the Development, with Canning Highway and Leach Highway the nearby primary freight roads. Heavy commercial vehicles, such as single unit trucks and semi-trailers, service the Development via Riseley Street and Marmion Street, utilising the primary freight roads. There are a number of service delivery yards (both common loading and store specific) within the Development, with turnaround facilities provided within the Development to allow for these vehicles to exit in a forward direction.

The existing service delivery yards themselves are generally not well separated from the general public. The northern department store service area, for example is frequently used by shoppers as a shortcut to access the ramp to the upper car park level, although it is signed as a service area only. It can be noted, however, that as loading usually occurs outside of the shopping peak period, and there is ample turn-around space, the risk of conflict is generally low. There is an opportunity to provide improved separation between loading areas and shoppers during the redevelopment.

The proposed service and loading areas have been assessed and addressed in the Transport Plan. Four new service delivery yards have been proposed, while the access to the existing Myer dock has been modified. The appropriate traffic swept paths for each new and revised loading yard are described in the Transport Plan, as well as the vehicle type expected to be used. Access to the remaining existing service delivery yards are proposed to remain unchanged.


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For all new service delivery yards, trucks enter and exit in a forward direction, with all reversing manoeuvres completed inside the delivery yard. The access points for new service delivery yards have also been located separately from public vehicle access where possible. These measures will reduce conflict with pedestrians, and with general vehicles accessing the shopping centre.

Figure 24 - Proposed Service Delivery Areas.

4.6 Parking

4.6.1 Existing Situation There are currently 4,250 parking spaces within the Development, including undercover parking and roof parking in several locations. The parking bays are distributed within the Development with the majority being accessible from Riseley Street and Marmion Street, with additional access from Almondbury Road and Davy Street.

Figure 25 - Existing Parking Locations.

A parking survey was conducted Thursday 22 November, Saturday 24 November and Tuesday 27 November which entailed an hourly audit of usage.

The busiest day (of those surveyed), in terms of parking utilisation, was Saturday, both in terms of the average number of bays utilised and the most number of bays utilised. The high percentage of utilisation that occurs indicates that the demand is there due to the availability of parking spaces and relatively poor access by other modes of transport. Considering that there are no Variable Message Signs (VMS) indicating where bays are available, the process of finding available bays under near capacity conditions can be inefficient and frustrating for drivers.

The 4,250 parking bays for the existing total floor space (74,217m2) equates to a provision of 5.7 parking bays per 100m2 of land use, which is higher than the guidance in the State Planning Policy 4.2.

Motorcycle mode split to the Development is low, comprising less than 1% of the existing travel mode share split. There are 39 motorcycle parking bays currently available within the Development, equating to approximately 0.9% of the total number of parking bays.


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4.6.2 Proposed Supply

Approved Development In high activity areas, such as the Development, a suitable level of car parking is essential. However, constraining car parking can encourage the use of more sustainable modes such as public transport, cycling or walking, particularly if these are supported by good quality infrastructure. A balance between parking provision and proper access by other modes of transport including public transport, cycling and walking will provide a true integrated transport network.

Different parking strategies can be used to ensure available spaces are allocated and utilised to the maximum efficiency. The State Planning Policy 4.2 states:

Allocation involves actions like minimising the amount of off street-parking to encourage other modes of transport such as public transport, cycling or walking.

Results from the Centre parking survey and subsequent analysis indicated that although maximum parking utilisation is high and near capacity, the average parking utilisation is noticeably lower than capacity. There is significant opportunity to promote peak use spreading to increase the efficiency of parking utilisation and ease the congestion burden on the transport network and the stores within the Centre.

The proposed development incorporates a total of approximately 5,958 car parking bays.

Modified Development The proposal will result in a change to the configuration of the Basement Level car parking area, as portion of the car parking to be removed. However, additional car parking bays are to be included as a mezzanine parking level on Level 00m and Level 01m of the development. Minor configuration alterations are also proposed to the car parking area on Level 02.

The development will result in a slight reduction to the overall number of car parking bays, however this is further detailed and justified within the Transport Plan prepared by Aurecon.

4.6.3 Parking Access Improvements

Approved Development The proposed car park is connected by a number of car parks, described for simplicity as the northern, southern, western and eastern bays. The Development is proposed to have a total of six (6) car park levels including ground level, two levels below ground (Basement 1 and 2) and two levels above ground (Level 1 and 2). The Development also has two Mezzanine carpark levels, one above the ground floor and the other above Level 1.

The western car park can be accessed from Almondbury Road from the north and Andrea Lane from the south. The different levels are accessible primarily via two-way ramps providing circulation between the levels with selected speed ramps providing access to Levels 1 and 2 from the ground level.

The western car park can be accessed from Almondbury Road from the north and Andrea Lane from the south. The different levels are accessible primarily via two-way ramps providing circulation between the levels with selected speed ramps providing access to Levels 1 and 2 from the ground level.

The eastern car park can be accessed from Riseley Street from the East, Almondbury Road from the north and Marmion Street from the south.

The northwest and southwest car parks are accessible via two way ramps and speed ramps from levels above and below. The southern car parks are connected via ramps to the eastern or western carparks on their respective levels. The northern car park located on Basement level 1 is

accessible via a ramp from the eastern existing car park and connects Basement 1 to the ground level.

The western, eastern and southern car parks are connected internally to the Development on each level. The majority of the internal road network and car parking bays will be new to the Development. The eastern bays are proposed to remain similar to existing, with modifications to some bays and pedestrian access improvements.

The performance of the Development’s internal road network and vehicle circulation works well with internal links facilitating substantial movement within the site.

In order to improve safety within the car parking, a number of design options are proposed to be incorporated within the proposed car parks:

Speed humps and stop signs at appropriate intersections within the car parking area.

Pedestrian zebra crossings through each car park, allowing for pedestrian priority.

A 5 km/hr speed limit within the car parking area.

4.6.3.1 Parking Management Strategies Numerous technologies have been developed to improve parking management. Within the Development, a useful parking management priority is allowing visitors to identify parking availability and being efficiently directed to unused parking areas. The parking management plan will be prepared in accordance with the principles outlined in the Transport Plan.

4.6.3.1.1 Parking Way-finding Way-finding signage may be used within the Development, not only to guide drivers to the nearest available bay, but in improving the efficiency of the parking system.

4.6.3.1.2 Parking Detection System A fully managed parking detection system could be implemented within the Development. The form and function of the parking detection system will be developed in detail during future design stages, and may include several strategies, for example variable message signs (VMS).

Variable Message Signs (VMS), provide information to vehicles upon entry to the car park. Information can include the number of car bays available and where available car bays are located. It is possible to provide VMS both internally within the various car parking levels, and externally on the approach to major access points to the Development:

4.6.3.2 Time Limited Parking Short stay planning is based on the idea of giving priority to the provision of short-stay parking that serves the Development as a whole, rather than be dedicated to serving individual developments. As a result, it is proposed that all car parks within the Development have a four hour (4P) time limit. This will be managed and administrated by shopping centre parking rangers who will patrol the car parking areas issuing fines to cars which exceed the 4P time limit.

4.6.3.3 Staff Parking Long term staff parking is proposed within the Development. Staff parking could be dispersed amongst the shopping centre, potentially located on Davy Street (at-grade parking) and roof level such that staff do not occupy more easily accessible car parks


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4.6.3.4 Motorcycle Parking It is proposed to allocate 2 motorcycle/scooter parking bays per 1,000m2 of new floor space of the Development, equating to approximately 105 motorcycle bays. These have been spread throughout the development near main points of entry to the shopping centre as per the architectural drawings. The proposed number of motorcycle/scooter bays is greater than 1% of the total car parking bays, which is consistent with the requirements of the approved Melville City Centre Structure Plan.

4.6.3.5 Promotion of Public and Active Transport to the Development A key aspect of managing parking demand will be to strongly publicise the proposed improvements to public and active transport to the Development.

As previously outlined, in relation to public transport, it is proposed that real time information for bus services are situated throughout the Development to create awareness for shoppers. Additionally, the improvements in pedestrian infrastructure within the Development and the additional cycling infrastructure will be also be strongly promoted to encourage mode shift from visitors and staff.

4.6.3.6 Parking Management Objectives A Parking Management Plan will be used as a tool to manage parking demand by identifying the needs of future users of the Development. Prior to the commencement of site works for the centre, a Parking Management Plan is proposed to be implemented which will detail the staging of parking provision and management tools that have been described in the above sections.

The overall objective of the Parking Management Plan is to prioritise usage on the basis of specific functions or requirements.

Modified Development The amended plans result in no change to car parking management.

4.7 Conclusion The implementation of this proposed development provides an excellent opportunity to create a sustainable heart for the local area that enables sustainable transportation through easy walking and cycling options and public transport access.

The key objective of the Transport Plan is to increase the potential mode share of public transport, cycling and walking while simultaneously ensuring that traffic congestion does not threaten the economic viability of the Development. There is a significant opportunity with this Development to create attractive and comfortable access for pedestrians and cyclists by upgrading preferred routes for these modes and strengthening links to the Development.

In order to work towards achieving the mode share targets, the following should be undertaken:

4.7.1 Public Transport Revamp the south-east entrance to become a key sustainable transport access point to the

Development, providing a more attractive and seamless path for public transport users.

Upgrade the southbound bus stop on Davy Street, just north of the proposed Garden Avenue to provide additional promotion for public transport access to the Development.

Ensure that real-time bus timetable information at the bus station and throughout the Centre, including journey planners and smartphone application integration.

Incorporate travel behaviour change initiatives to promote mode shift.

AMP to continue to work with the PTA to facilitate operational improvements, including increased frequencies which will provide improved flexibility and encourage bus patronage to the Centre.

4.7.2 Cycling Install several new shared paths linking to key entrances and bicycle parking within the Centre.

Ensure that intersections surrounding and within the Development will accommodate cyclists appropriately.

Provide improved way-finding signage to direct cyclists towards the Development.

Provide improved bicycle access, parking and end of trip facilities within the Development.

4.7.3 Walking Refurbishment of pedestrian footpaths surrounding the Development.

Establishment of key pedestrian gateways within the site to the retail core, and main entrances of the Development, that are accessible from the footpath surrounding the Development.

DDA compliant pedestrian entrances to the Development that link directly to the surrounding pedestrian network.

Providing way-finding signage at strategic locations to provide legibility and awareness of pedestrian links to the Development

4.7.4 Parking Implementing a managed parking detection system within the Development to give advanced

information to vehicles entering the car park and improve circulation efficiency of the centre.


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Ensure parking limitation is implemented in order to strike a balance between travel demand management and the provision of suitable parking facilities.

Implement the Parking Management initiatives in line with the proposed Parking Management objectives.

4.7.5 Road Network Implement or fund the road upgrades to help ensure that the road network surrounding the Centre

will operate at an appropriate level in the future.

Ensure the proposed intersection upgrades consider pedestrian and cyclist needs, such as cycle traffic lanterns, in the subsequent design stages.

Ensure appropriate access for heavy commercial vehicles within the Centre.

provision performance criteria acceptable development ... daps/metro central... · provision...

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