Cover Page

Traffic Management Plan

Rev B March 2016

Page �1

Background

The Witchcliffe Ecovillage is a 300 lot ecovillage planned for Witchcliffe, 10kms south of Margaret River, in south-west Western Australia. A plan showing the location of the development is attached at Appendix 1.

The Witchcliffe Ecovillage vision is to create a model of a highly sustainable, self reliant community in a regional village setting, with the best of 21st century technology that enables the community to produce as much energy as it consumes; be self-sufficient in water; care for the local environment; generate ongoing economic and social opportunities for the area, and be self-sufficient in fresh food produce. A place in which people live, work, socialise and provide for their material needs sustainably, where most of what they consume on a daily basis will be produced within the ecovillage, in harmony with the permaculture principles of “earth care, people care, and fair share.

The Witchcliffe Ecovillage is designed with an extensive range of onsite infrastructure and services to create an example of sustainable development that achieves:

• 100% renewable power generation on site.

• 100% self -sufficiency in water through onsite rainwater harvesting (rooftops and stormwater reuse).

• Self-sufficiency in seasonal fresh foods with surplus produce sold locally.

• A local micro energy grid that utilises smart grid technology.

• Onsite wastewater treatment and reuse for productive agriculture.

• Highly efficient solar passive homes that all front public open space and/or community gardens.

• Employment and education opportunities on site and within a revitalised town centre.

• Revegetation and protection of remnant vegetation and creek lines to create wildlife corridors.

• Practical measures to encourage and prioritise alternative forms of transport—pedestrians, bikes, electric cars, car pooling and public transport.

The project has been recognised within the Shire of Augusta Margaret River’s Witchcliffe Village Strategy and Local Planning Strategy and amendments required to the Town Planning Scheme are currently progressing through the Local and State planning processes.

The urban/residential portion of the site is approximately 60 hectares of a total 120 hectares and includes 14 clusters of homes each surrounding a central community garden. All homes in each cluster front landscaped open space that will include the communities’ vegetable and herb gardens, community shed, potential energy/battery storage, chook pen, etc.

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Each cluster consists of both cottage and standard lots to encourage a diversity of age and socio economic circumstances.

All Standard lots are on an east – west axis, with building envelopes that guarantee maximum solar access to each home.

Roads are designed for vehicle access only, with pedestrian and cycle paths located within the community open space to encourage maximum pedestrian activity between clusters and into the town centre.  The plan includes a centrally located full sized oval and education centre.

Adjacent to the existing town centre is a town square and community centre that will promote community interaction activities such as management meetings, social events, films, dance, music, performances, etc, as well as a mixed use building that is anticipated to include a small café and tourist accommodation. The mixed use lots adjacent to the town square will provide opportunities for small business and professional activities, artist studio’s, etc. A copy of the concept plan for the development is attached at Appendix 3.

As part of structure planning documentation for the Witchcliffe EcoVillage at Lot 2807 and 2812 Bussell Highway Witchcliffe, Hulme Developments are completing a traffic study and preparing a traffic management plan. This documentation addresses the requirement in Amendment 28 to Shire of Augusta Margaret River Local Planning Scheme 1. A copy of the Scheme amendment is attached at Appendix 2.

Guidelines for preparation of a traffic management plan for this location are specified in the Witchcliffe Village Strategy and are summarised below. A copy of the Witchcliffe Village Strategy is available on the Shire of Augusta Margaret River website at www.amrshire.wa.gov.au/council/publications/download/106/

Witchcliffe Village Strategy

The following provisions of the strategy relate to traffic management and are addressed in this report.

Excerpt from “Witchcliffe Village Strategy” Shire of Augusta Margaret River, 2012.

6.3.12 Traffic Management

An indicative road layout has been shown over the residential cells providing for:

• Links between the proposed enclaves and to major routes.

• Links to key strategic facilities including village centre, primary school and cultural precinct.

• Strategic firebreaks.

• Interface between developed and environmental corridors/POS areas.

•  A link from Location 661 north of Redgate Road to Witchcliffe, in view of the existing tourist use of the site and the emphasis of Witchcliffe becoming a

Page �3

gateway to the southern parts of the Shire including tourist activities and experiences.

• The indicative road layout to be investigated further at the detailed structure planning stage. Routes will also need to be verified based on minimisation of clearing and environmental impact.

Significant concern was raised during the community consultation process with regard to Bussell Highway. The major issues were:

• the speed of traffic as it passed through the village, creating noise and safety concerns;

• potential traffic conflict at the intersection of Redgate Road and Bussell Highway, particularly as commercial activity and population numbers increase; and

• potential safety issues should the primary school site be located adjacent to a major road.

The significance of traffic management issues will increase as the village expands as provided for in the Strategy. The retention of the existing village centre for general commercial uses will increase traffic movement; however the benefits of developing the existing commercial area outweighed the traffic issues in this instance.

It is proposed to establish a traffic calming and welcoming entry statement on Bussell Highway on the close approach to the village centre to slow traffic down and announce the entrance to Witchcliffe. While roundabouts were suggested as a part of the initial Concept Plan, these were not favoured by the community at the second workshop/presentation. Other traffic calming devices and village entrance treatments will therefore need to be investigated as part of the growth of the village. It is recommended that:

• A Traffic Management Strategy/Plan is prepared to deal with traffic conflict in the main street in conjunction with the Shire, Main Roads Western Australia (MRWA), proponents, transport industry and community representatives.

• Provision is made for a welcoming entry statement at the north and south entry to the village to be designed in conjunction with the MRWA, the Shire, designers and community representatives.

6.3.13 Entry Corridors Vegetated entry corridors are required to be provided/enhanced to retain the rural village theme at the entry to the village. This will be achieved by provision of vegetated buffers at the northern and southern entry corridors; retaining and rehabilitating existing native vegetation; planting of native vegetation; and planning/design of residential development to ensure it is non-evident in the critical locations.

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7.2.5 Traffic Management Plan

Prior to or during the preparation of local structure plans a traffic management plan is be formulated by the proponent/s in conjunction with the Shire to address the location of entry roads to Bussell Highway and Redgate Road, entry statements on Bussell Highway, the need for limiting access to particular roads and other traffic management measures such as roundabouts. The outcomes of the traffic management plan are to be reflected in draft local structure plans and implemented by development proponents.

7.3 Development Process

7.3.5. Traffic Management Plan

Proponents of substantial subdivision and development pursuant to the Strategy are to prepare a Traffic Management Plan to address traffic conflict in the village centre. This is to be prepared in conjunction with the Shire, Main Roads WA (MRWA), transport industry and community representatives.

Entry statements at the north and south entry points to the village are to be investigated by the Shire and designed to the satisfaction of MRWA, with input from the community.

Development Access

The development site fronts Bussell Highway to the west, Mill Road to the North and Davis Rd to the south. Primary access to the development is from Bussell Highway within the Witchcliffe townsite.

Proposed access points for the Witchcliffe Ecovillage onto the regional road network are two intersections, one onto Bussell Highway at the Northern end of the Witchcliffe townsite and one onto Bussell Highway at the southern approach to Witchcliffe. The proposed location of these intersections is at, or within the town entry statements identified within the Witchcliffe Village Strategy. A secondary access onto Shervington Avenue has also been identified providing connectivity for a rear lane for commercial lots, continuing the pattern of the existing neighbouring village centre lots. The existing road access onto Davis Road in the south is retained as a service access.

The path network for the Witchcliffe Ecovillage is connected to the Witchcliffe Village Centre via Shervington Avenue, prioritising pedestrian and cycling movements over vehicular traffic between the centre of the Ecovillage and the Witchcliffe village centre.

A copy of the proposed development plan showing the internal road layout and access points onto Bussell Highway and Shervington Avenue is shown in the concept plan attached at Appendix 3.

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Bussell Highway Traffic Volumes

Traffic volumes on Bussell Highway South of Margaret River (adjacent to Watershed Wines) and South of Redgate Road are reported in the Main Roads South West Traffic Digest. A graph showing traffic volumes is provided below. Data is the average daily traffic Monday to Sunday. The traffic data for Margaret River South is a permanent traffic count site and average values over this period show an average annual growth rate of 2.2%

Figure 1 - Bussell Highway Traffic Volumes

For the purposes of assessing access to and from the development a traffic volume of 3800 vehicles per day at the northern entry to Witchcliffe and 3100 vehicles per day at the southern entry to Witchcliffe by approximately 2030 is adopted.

Traffic Generation

Traffic generated by the development is based on standard development traffic generation rates published in the Transport Assessment Guide for Developments (WAPC, 2006) and RTA Guide to Traffic Generating Developments. The traffic generation rates published in theses documents are used in the absence of more accurate regional traffic generation information. Peak traffic volumes are likely to be lower than the figures published in these guidelines for the following reasons:

- local employment patterns result in a greater diversity of working hours due to higher proportion of employment in hospitality, tourism and agricultural sectors which have a broader range of working hours than service, retail and office based employment more prevalent in larger cities.

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Bussel Highway Average Daily Traffic

Avg

vehi

cles

per

day

0

800

1600

2400

3200

Year9/10 10/11 11/12 12/13 13/14 14/15 15/16 16/17

y = 46x + 2819

Avg daily Traffic South of M/R (adj Watershed)Avg Daily traffic South of Redgte Rd

- peak traffic generation in the region occurs seasonally due to tourism and events. Daily and weekly peak traffic generation in Margaret River (ie peak traffic other than events and tourism related peaks) occurs around school pick up and drop off times.

- The Witchcliffe Ecovillage includes a range of strategies to maximise onsite employment generation.

- Strategies to reduce the proportion of car based trips

A number of strategies to reduce the proportion of car based trips are employed in the development including focussing housing around a landscaped pathway network, strong pedestrian and cycling connections to the Witchcliffe Village Centre, implementing a range of onsite economic opportunities based around village produce and developing a range of community facilities onsite, connected to the village pathway network. It is difficult to quantify the extent to which these strategies will reduce vehicle trips as most research has been carried out for urban expansion within larger cities with the Victoria Transport Institute TDM Online Encyclopaedia providing examples of vehicle trip reductions from land use impacts of 10 to 20%. Due to the lack of regional public transport infrastructure and Witchcliffe status as a village centre relying upon nearby towns for services and facilities, a lower trip reduction rate of 10% has been applied.

It is also worth noting in support of the application of trip reduction factors, that a significant portion of peak hour trips in published traffic generation rates are generated by school pick up and drop off. In the short term, a high quality school bus service which operates within the Shire will attract a large proportion of school trips to and from the development area. In the longer term the Witchcliffe Village Strategy identifies a school site within reasonable walking and close cycling distance close to the Witchcliffe Village Centre and a high proportion of trips to and from school will remain car free.

Transport Assessment Guide for Developments, Western Australian Planning Commission 2006

Residential Dwellings 0.8 trips per dwelling peak hour, 9 trips per dwelling per day AM 25% in and 75% out PM 67% in and 33% out

RTA Guide to Traffic Generating Developments Smaller Units and Flats up to 2 bed 0.4 - 0.5 trips per dwelling peak hour, 4 - 5 trips per dwelling per day Aged Units 0.1 - 0.2 trips per dwelling peak hour, 1 - 2 trip per dwelling per day Motels 0.4 trips per unit peak hour, 3 trips per unit per day

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One lane can typically cater for up to 200 Vehicles per hour at level of service A and 380 vehicles per hour at level of service B, (RTA Guide to Traffic Generating Developments, 2002).

Average daily traffic generation is typically between 8 and 10 times the peak hour traffic volume, thus total traffic generation from the development is between 2300 and 2800 vehicles per day. A plan showing distribution of traffic volume across the network based on the traffic generation rates shown in the table below is attached at Appendix 5. A daily traffic volume of 2300 vehicles per day has been adopted for preparation of the plan acknowledging the vehicle transport reduction strategies adopted in the Witchcliffe Ecovillage.

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Witchcliffe Ecovillage Lot Numbers and Traffic Generation

TypeLot

Numbers

Dwelling / Unit

Numbers Average

P/HHTotal

People

Trips/dwelling Peak Hr

Peak Hour trips Comment

Cottage 117 117 1.5 175.5 1 70

Family 117 140 3 420 1 94

Lifestyle 24 29 4 116 1 24

Affordable 11 55 1.25 68.75 1 28

Commercial 13 13 117

1 trip per 100m² peak, 5 trips per 100m² daily

Mixed Use 8 8 3 24 1 8

Tourist small 13 18 2 36 0.4 7.2

Tourist Large 1 35 2 70 0.4 14

Community facilities 1 5

25 bays, 1 trip peak

hour per 5 bays

Total 305 415 910 361.5

10% for car transport reduction strategies 325.35

Bussell Highway Intersection Layout

A schematic diagram showing projected peak hour (am and pm) traffic volumes at full occupancy of the completed development together with projected 2030 traffic volumes on Bussell Highway is attached at Appendix 8 - Major Intersection Peak Hour Traffic Movements.

Based on peak hour traffic volumes and consultation with Main Roads South West Region adequate serviceability for the northern intersection would be provided by a type AUL(S) and CHR treatment and a BAR/BAL treatment for the southern intersection.

Figure 2 - Austroads Intersection Warrants for unsignalised intersections < 100km/h

The Northern intersection is located within the Witchcliffe Village Centre and is adjacent to existing on street parking, existing commercial businesses and proposed commercial lots. As such the Northern intersection should be designed with mininimum length lanes and turning geometry based on the urban intersection form to minimise impacts on urban form, pedestrian amenity and pedestrian safety within the Witchcliffe village centre.

The urban type treatment of the Northern intersection will be more consistent with the Witchcliffe Village Strategy to create a lower speed urban environment to counter perceived problems with traffic speeds through the village with the primary safety concern raised by residents through the Witchcliffe Village Strategy consultation process being vehicle speeds on Bussell Highway through Witchcliffe village centre.

A site survey and general arrangement diagram has been prepared for the northern intersection and is attached at Appendix 9 to demonstrate that the treatment can be accommodated within the road reserve in response to feedback from Main Roads. The concept shows a min 3m wide verge on the west side of the road after widening of Bussell Highway opposite the intersection.

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Construction of the intersection will require removal of approximately seven red flowering gums and once these are removed there will be unrestricted sight distance from the intersection south along Bussell Highway and safe intersection sight distance greater than 200m can be achieved to the north with removal of one medium peppermint tree close to the intersection or approximately 75m without removal of the peppermint tree.

Figure 3 Type CHR and AUL(S) Urban Intersection Treatments, Austroads Part 4A

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Traffic Management

Within the Witchcliffe Ecovillage, the pedestrian and cycle path network has been designed as the primary transportation network for short trips with excellent connectivity to houses, community gardens, public open spaces, community facilities and the town centre being provided. The road network within the development provides vehicle access to houses, but due to the separation of pedestrian and vehicle networks together with narrower and low traffic streets there is minimal requirement for traffic management required within the development.

Primary conflict points between vehicle, pedestrian and cyclist traffic within the development area are locations where the path network has crossing points across the north and south entry roads. Traffic volumes on the internal roads may not meet usual warrants for a formalised treatment such as median island and pedestrian refuge, the developer proposes to provide a treatment at these locations to reinforce the high standard of pedestrian and cyclist safety and amenity within the development. The design of these crossings points will be further investigated in the design stage and could comprise pavement treatments, a raised section of pavement or a median refuge either with or without deflection to create a slow point for traffic. The design of these locations will also be further considered in conjunction with landscape design and stormwater management and may incorporate tree planting and / or stormwater treatments.

Note that access from Shervington Avenue to the development is proposed as a temporary access for commencement of stage 1 and vehicle access and is addressed above in the section “Development Access Points”

The proposed Traffic Management Plan for the Witchcliffe Ecovillage development is attached at Appendix 6.

External to the development, the Witchcliffe Village strategy has identified Bussell Highway as the primary area of concern for traffic conflicts and the need for traffic management treatments

“Proponents of substantial subdivision and development pursuant to the Strategy are to prepare a Traffic Management Plan to address traffic conflict in the village centre. This is to be prepared in conjunction with the Shire, Main Roads WA (MRWA), transport industry and community representatives.

Entry statements at the north and south entry points to the village are to be investigated by the Shire and designed to the satisfaction of MRWA, with input from the community.”

The following process is proposed to address this requirement.

1. Preliminary traffic management report providing background information and proposed development structure plan discussed with Main Roads and the Shire of Augusta Margaret River

2. Concept sketches for Village Centre Traffic management attached at Appendix 7 to this report

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3. Meet with stakeholders by way of open invitation to residents as part of the structure planning consultation. Invitation to include major transport operators in Witchcliffe area and school bus services.

4. Finalise Witchcliffe Ecovillage traffic management plan incorporating a draft Witchcliffe Village Centre Traffic Management Plan.

5. Shire of Augusta Margaret River to finalise the Village Centre Traffic Management Plan, noting that the plan will be required to coordinate village centre traffic management for existing residents and businesses as well as new residents and business from several major and smaller developments.

The developer is happy to undertake construction of Witchcliffe entry statements funded through developer contributions with the design determined at subdivision stage.

Road Hierarchy

Witchcliffe Ecovillage has a simple internal road hierarchy comprising a northern and southern entry roads operating as access streets without abutting properties, lower order access streets providing property access to family and lifestyle lots and laneways providing access to affordable and cottage lots. The road function differs from that in a conventional land development in that all lots are provided with a frontage to a common community garden area, where pedestrian/cycle paths are located. Design guidelines will ensure dwellings overlook the community garden areas and strong pedestrian linkages to these areas is provided while a single or double carport fronts the road. Thus both the lower order access streets and laneways will function in many ways like a rear laneway for property access, service access and minimal pedestrian infrastructure but will differ from typical urban laneways in that some additional on street parking for visitors will be provided. The emphasis has been to minimise the use and impact of vehicles within the development.

Witchcliffe Ecovillage Road Hierarchy

Entry Roads

Access to subdivision, minimal property access

Access Street

5.5m to 6m 1500 Vpd

Property access roads

Access to lifestyle and family lots, links laneways to road network

Access Street

4.5m to 5m 500Vpd

Laneways Access to cottage lots and affordable lots

Laneway 4 m 100 Vpd

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Projected daily traffic flow at full development is 1460 vehicles per day on the northern access road and 677 vehicles per day on the southern entry which is within liveable neighbourhood guidelines of 1500 vehicles per day.

The remainder of the road network for the Witchcliffe Ecovillage has projected average daily traffic volumes below the design traffic volume for Access Streets of 500 vehicles per day.

It is noted however that the traffic volume thresholds and corresponding road cross sections as recommended by liveable neighbourhoods are based on shared use of the street by vehicles, pedestrians and cyclists both with and without separate shared paths. The Witchcliffe Ecovillage provides a separate off street path network with a high level of amenity within community gardens and POS linking every lot, the village centre and the town centre. Without the need for verge paths and pedestrian use of verges, a reduced verge width could be utilised.

Proposed minimum width road cross sections are shown below in figure 3.

Figure 3 - Entry and Village Square Frontage Road (top) and Access Road (below)

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Paths

The Witchcliffe Ecovillage plans a deliberate and significant shift in the design philosophy of the communities transport network strategy. Every house in the community is designed to front onto a community garden and a As part of the traffic management plan, a comprehensive path network that serving every household within the development has been developed. The path network provides a high level of amenity by connecting homes to the community centre and Witchcliffe Village centre via landscaped community gardens and POS rather than along roads. The planning of the path network elevates the path network as the primary transport network within the Witchcliffe Ecovillage while laneways and access streets provide more of a rear laneway type access to lots.

A conceptual layout of the path network that will be further refined in design phase is included as part of the Traffic Management Plan attached at Appendix 6. Lower order paths through community garden areas are expected to be a stabilised gravel or similar material while higher order paths linking the community facilities and the development with the Witchcliffe village centre will be wider sealed or higher standard cement stabilised paths.

Figure 4 Typical Stabilised Path Treatment,Old Settlement Margaret River

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Public Transport

While there is limited provision of public transport services within the Margaret River - Augusta region, there are several important elements that affect the Witchcliffe Ecovillage.

- School bus services already divert a significant proportion of peak hour vehicle trips and provide a significant reduction in congestion around major schools. The primary pick up and drop off point for school bus services is likely to be along Bussell Highway within the Witchcliffe village centre similar to that which occurs at Cowaramup. The path network provides safe and accessible linkages to school bus pickup and drop off points.

- Regional bus services currently service towns in the Southwest passing through Witchcliffe and extending as far as Augusta. While the regional bus service does not service enough passengers to have a measurable effect on traffic volumes, it is important in the context of the Witchcliffe Ecovillage as it will help facilitate greater short term adoption of electric vehicles in a more remote regional setting, providing alternative transport options for long distance trips such as services to and from Perth. This may become more significant in the future as alternative transport options at destinations become available such as car sharing schemes and self driving cars.

- HACC Bus while there is not sufficient population in Witchcliffe currently to support shared services such as the HACC (Home and Community Care), expansion of Witchcliffe as envisaged in the Witchcliffe Village Strategy may make the introduction of such services, either as an additional stop on the current Augusta service or as a new service feasible.

Alternative Transport and Emerging Technology

Some emerging opportunities in transport technology and organisation that will be explored for the Witchcliffe Ecovillage are noted below. It is unlikely that these will have a significant impact on transport patterns in the short term, but there are global changes occurring to personal mobility that may have a disruptive effect longer term. Planning for the Witchcliffe Ecovillage will focus on those changes that have the greatest potential to increase the sustainability of the development through reduced vehicle emissions, reduced reliance on non renewable energy sources and greater mobility for the community members particularly the young and the elderly.

Car Sharing - opportunity to facilitate a car sharing scheme within the village to reduce the costs of car ownership and to support reduced car ownership rates. This would be facilitated through the governance structure of the village strata body corporate.

Figure 5 - Car 2 Go Car Sharing Scheme in Austin, Texas

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Self driving cars are a potentially disruptive technology that is likely to have a significant impact on urban travel and parking behaviour. The widespread availability of autonomous vehicles will reduce car ownership rates and may make other forms of public transport far more attractive, providing a viable alternative to local destination transportation.

Electric Assist Bikes - Electric bikes have been available for several years and progress with improved battery performance, regulation of electric bikes, reducing costs and improved designs will lead to more widespread use in Australia. A similar change occurred two decades ago with the introduction of mountain bikes. Initially these were high cost, specialist products aimed at enthusiasts, while now they represent the majority of market share and have contributed to a revival of interest in recreational cycling. A similar potential exists with electric assisted bikes making cycling greater distances and cycling by less physically able members of the community more attractive.

Witchcliffe Ecovillage is poised to maximise the positive health and vehicle trip reductions rising from the widespread adoption of electric bikes due to the comprehensive and high amenity cycle network that is planned. Electric bikes may also increase cyclist numbers using the rails to trails for commuting to and from work and school. There is also potential to mode shift other trips such as shopping to cycling as additional shopping opportunities become available in the Witchcliffe town centre and through increasing the availability of electrical assist cargo bikes.

Figure 6 - Cargo Bikes, Copenhagen Denmark

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Appendix 1 - Witchcliffe Ecovillage Location Plan

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2 - Amendment 28 Shire of Augusta Margaret River Planning Scheme 1 - Lots 2807 & 2812 Bussell Highway, Foxcliffe Ecovillage.

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Appendix 3 - Witchcliffe Ecovillage Concept Plan

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Appendix 4 - Location Photographs

Page �20

Appendix 5 - Witchcliffe Ecovillage Traffic Generation

Page �21

0

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notes

northern cell traffic distribution

70% north

southern cell traffic distribution

80% north (70% Margaret River / 10% west)

20%South (10% Bussell Hwy / 5% Davis Rd)

30% south (includes trips to service station in Witchcliffe & beach via Redgate Rd)

1

2

3

4

t. (08) 97 576969

www.ecovillage.net.au

Witchcliffe WA 6286

Bussell Hwy

Design & Development

Sustainable Human Settlement

Hulme Developments Pty Ltd

morning peak 75% out 25% in

afternoon peak 33% out 67% in

Witc

hcliffe Traffic

Gen.dgn l 1

8/11/15

proposed road

existing local road

existing regional distributor

Bussell Highway 2030 base flow peak hour / average daily traffic

peak hour / average daily traffic flows on roads

traffic generation from lots

2808

2809

28104142

43

44

45

46

1

12

UCL

49

2184

R43808

31

2812

71

2807

206/1460

380/3800

16/28

19/154 3.2/26

3.6/29

2.8/28 509/50

40/200

144 147/1153

30/150

10/90

3.6/36 4.5/45

2.0/182.0/18

7.6/6264/48970/536

20/1207.1/99

10/90

36/261

3.6/29

4.2/34

6/1.1

3.1/25

3.2/25.9 2.2/17.3

2.25/18

5.0/40.6

8.1/64.8

5.8/46.4

2.25/18

5.8/46.4

3.2/25.91.1/8.62.7/21.6

18.5/149

21/1715/38 14.2/116

2.8/28

2.8/28

38/187

44/232

2.25/18

2.9/23.22.25/18

2.2/17.42.9/23.2

8/642.7/21.6 1.1/8.6 3.2/25.9 3/27

13.5/11219.9/164

62 15/75

17.1/189

2/18

9/45

33.8/243

4.3/34.8

2.25/18

2.9/23.2

2.25/18

2.9/23.2

4/33

5/41

1/8

3.2/25.93.8/30.2

16.6/133

2.2/17.3

22.6/181

2.25/18

13.5/109

1.4/11.65.0/40.65.0/40.6

4.9/38.9

3.2/25.9

2.7/21.6

4.3/34.62.25/18

8.1/64.84.3/34.8

4.3/34.8

2.7/21.6

2.7/21.6

2.25/18 1.4/11.6 2.25/18

2.9/23.2

2.2/17.3

2.2/17.3

10.8/86

11.3/90

11.3/9022.2/17813.5/108

17.5/142

4.3/34.6

3.6/337.9/63 2.25/18

6.5/52

6.5/52

67

17

84/677

20/161

1.6/13

42/338 39/3109.2/7421/189

2.7/22

2.7/21.61.6/13

8.7/70

4.5/363.6/29

2.2/18

5/40

3.2/26

4/32

310/3100

2.2/22

310/3100

2.2/22

DAVIS ROAD

SHER

VIN

GTO

N A

VE

BUSSELL H

IGH

WA

Y

REDGATE ROAD

MILL ROAD

Appendix 6 - Witchcliffe Ecovillage Traffic Management Plan

Page �22

E

E

0

land development & visuals

legend

WIT

CH

CLIF

FE E

CO

VIL

LA

GE T

RA

FFIC M

AN

AG

EM

EN

T & P

AT

H N

ET

WO

RK

60 120 180 240 300m

SCALE - 1:6,000 @ A3

notes

primary path - min 2m sealed path1

2

3

E

secondary path - min 1.5m stabilised gravel path

treatment, raised pavement or landscape median island

design stage and may comprise pavement material & texture

traffic management treatment to be confirmed at subdivision

t. (08) 97 576969

www.ecovillage.net.au

Witchcliffe WA 6286

Bussell Hwy

Design & Development

Sustainable Human Settlement

Hulme Developments Pty Ltd

recreational trail

village entry statement

off street parking

on street parking

traffic management treatment

existing path

secondary path

primary path

access road

major road

Witc

hcliffe Traffic

Man

agem

ent.d

gn l 5/4/16

2808

2809

28104142

43

44

45

46

1

12

UCL

49

2184

R43808

31

2812

71

2807

DAVIS ROAD

SHER

VIN

GTO

N A

VE

BUSSELL H

IGH

WA

Y

REDGATE ROAD

MILL ROAD

LIA

RT L

AN

OIG

ER

SLI

ART

OT S

LIAR

AUGUSTA

TO

RIVER

MARGARET

TO

Page �23

Appendix 7 - Village Centre Traffic Management Concepts

Appendix 8 - Major Intersection Peak Hour Traffic Movements

Page �24

BUSSELL HIGHWAY

45% SOUTH BOUND

55% SOUTH BOUND

WITCHCLIFFE ECOVILLAGE ONLY.

EXCLUDES EXISTING TRAFFIC.

AU TYPE INTERSECTION

NORTHERN ACCESS

AU TYPE INTERSECTION

SOUTHERN ACCESS

MORNING PEAK * 55% NORTH BOUND

AFTERNOON PEAK * 45% NORTH BOUND

AFTERNOON PEAK 67% IN; 33% OUT

MORNING PEAK 25% IN; 75% OUT

PEAK FLOW DISTRIBUTION

ACTUAL WITH MRWA*ASSUMED FIGURE ONLY CHECK

0

land development & visuals t. (08) 97 576969

www.ecovillage.net.au

Witchcliffe WA 6286

Bussell Hwy

Design & Development

Sustainable Human Settlement

Hulme Developments Pty Ltd

INT

ER

SE

CTIO

N T

RA

FFIC M

OV

EM

EN

TS - P

EA

K H

OU

R (

VE

HIC

LE

S P

ER H

OU

R)

legend

30 60 90 120 150m

SCALE - 1:4,000 @ A4

peak traffic flow, morning v.p.h.

peak traffic flow, afternoon v.p.h.

589

324265

265324

697

48

4620

206

52138

15468

13

7

445

5

15

DEVELOPMENT TRAFFIC

TRAFFIC VOLUME PLUS

2030 BUSSELL HIGHWAY

1745

5022

136

377

21

28

327

180147

147180

DEVELOPMENT TRAFFIC

TRAFFIC VOLUME PLUS ULTIMATE

2030 BUSSELL HIGHWAY

6384

56

411

108

1641

46

20

Appendix 9 - Northern Intersection Survey and General Arrangement

Page �25