whatley crescent is a dual undivided carriageway in the ... daps/metro central... · carriageway in...

Client Name: Tuscom Subdivision Consultants October 2014

Project Name: 139 Whatley Crescent

MC_139 Whatley Crescent_TIA_V3_081014.docx 4 Move Consultants

Whatley Crescent is a dual undivided carriageway in the vicinity of the site. Roberts Street is a single undivided

carriageway in the vicinity of the site. The unsignalised intersection of Whatley Crescent/Roberts Street is located

midblock between the signalised intersections of Garratt Road/Whatley Crescent and King William Street/Whatley

Crescent and operates under Give Way control on the Roberts Street approach. The existing geometry of the

intersection is shown in Figure 4.

Figure 4: Existing Whatley Crescent/Roberts Street Intersection Geometry

Existing traffic volumes were obtained via SCATS data from Main Roads Western Australia for Whatley Crescent

in the vicinity of the site and have been supplemented by turning movement surveys undertaken at the Whatley

Crescent/Roberts Street intersection on Wednesday 17th September 2014. The existing daily volumes on Whatley

Crescent, east of Garratt Road are in the order of 18,700 vpd (March 2014). Daily volumes were not available for

Roberts Street but based upon the results of the peak period traffic counts, it is estimated that the daily volumes

are in the order of 1,400 vpd. The existing traffic volumes are shown in Figure 5.




Figure 5: Existing Traffic – Whatley Crescent/Roberts Street

These volumes were then used as input into the intersection modelling program SIDRA to assess the existing

traffic operations at this location. The results of this traffic assessment are detailed in Section 4.

2.2 PUBLIC TRANSPORT, PEDESTRIAN, AND CYCLIST FACILITIES

The site is located approximately 450m walking distance to Bayswater Railway Station which is located to the

north-east of the site. The closest bus stops are located on Whatley Crescent, east King William Street, and on

both sides of King William Street, south of Whatley Crescent. Local bus services include Route 48 (Morley Bus

Station – Perth via Bayswater Station, Guildford Road and Lord Street) which operates a 20 to 30-minute service

during weekday peak periods and hourly service during the midday and on weekends. The Circle Bus (Routes

98/99) also operate on King William Street and provides high frequency service to major centres and activity

nodes within the middle suburban areas of Metropolitan Perth such as tertiary educational institutions, hospitals,

employment nodes, regional centres and shopping centres. Figure 6 shows the existing public transport services

in the area.

A dual use path is in place on the south side of Whatley Crescent and a Principal Shared Path is in place on the

north side adjacent to the railway line. A footpath is in place on the east side of Roberts Street. Figure 7 shows

the cycling and pedestrian infrastructure in the vicinity of the site. Leake Street to the east of the site has also

been classified as a bicycle-friendly street.




Figure 6: Existing Public Transport Services

Figure 7: Existing Cycling and Pedestrian Infrastructure

SUBJECT SITE

SUBJECT SITE




3. PROPOSED DEVELOPMENT

A site plan of the proposed development has been prepared by Tuscom Subdivision Consultants. A copy of the

site plan is contained in Appendix A.

3.1 PROPOSED LAND USES

The proposal seeks the development of 16 multiple-dwelling residential units. The proposed residential

development is to be constructed on the site which is currently occupied by a single family dwelling, which is

located on the south side of Whatley Crescent, west of Roberts Street. In the suburb of Bayswater

3.2 PROPOSED ACCESS AND PARKING ARRANGEMENTS

The proposed access arrangements are shown to consist of a single crossover to be located to the south side of

Whatley Crescent, approximately 45m west of Roberts Street and to the north side of the ROW for

service/delivery/rubbish collection purposes approximately 75m south of Whatley Crescent. No access to the site

is proposed via Roberts Street directly.

Direct access to the ground floor area car parking area will be accommodated via crossovers from both the ROW

at the southern end and via Whatley Crescent at the northern end of the development. Proposed car parking

supply consists of 16 bays plus 3 visitor bays (total of 19 bays) which is consistent and compliant with State

Planning Policy 3.1: Residential Design Codes as the site is located within 800m of a high frequency railway line.

Rubbish collection will be undertaken via kerbside collection via Whatley Crescent and the rear ROW to Roberts

Street and a separate Waste Management Plan will be prepared in consultation with the City of Bayswater during

the detailed design stages of the project.

3.3 END OF TRIP FACILITIES

End-of-trip facilities (including bicycle racks) are proposed to be provided on the site within individual storage

lockers and consistent with Austroads guidelines.

4. TRANSPORT ANALYSIS

A traffic generation and distribution exercise has been undertaken to assess the potential traffic impacts

associated with the proposed development. The aim of this exercise was to establish the traffic volumes which

would be generated from the proposed development and to quantify the effect that the additional traffic has on the

surrounding road network, specifically on the intersection of Whatley Crescent/Roberts Street and on the

crossover intersection to Whatley Crescent.

4.1 TRIP GENERATION

The traffic generated by the proposed development has been predicted by applying trip generation rates for the

Residential Condominium/Townhouse (230) category. These rates were derived from the Institute of

Transportation Engineers’ (ITE) Trip Generation Manual, 8th Edition. This trip generation represents the ‘worst

case’ scenario as the anticipated net site traffic increase has not been adjusted to reflect a the existing traffic

generated by the uses currently operating on the site, which typically result in a reduction in net impact on the

boundary road system. The total anticipated traffic generated by the proposed development is estimated to be in




the order of 93 vehicular trips (50% inbound/50% outbound) on a daily basis; 7 vehicular trips (1 inbound/6

outbound) during the a.m. peak hour; and 8 vehicular trips (5 inbound/3 outbound) during the p.m. peak hour.

4.2 TRIP DISTRIBUTION

Based upon the existing traffic patterns in the area and the spatial distribution of adjacent land uses, the following

distribution for the proposed ‘new’ development generated traffic has been assumed:

60% to and from the west via Whatley Crescent;

40% to and from the east via Whatley Crescent; and

2 to 3 vpd maximum at rear entering/exiting ROW (service/delivery vehicles only).

The number of trips entering / exiting the site via the proposed site crossover to Whatley Crescent has been

assigned based upon the most logical route for vehicles to take given their origin / destination. Figure 8 and

Figure 9 shows the site-generated traffic at the site crossover and at the Whatley Crescent/Roberts Street

intersection.

The anticipated site-generated traffic was then been assigned to the respective crossovers to Whatley Crescent

and Roberts Street based upon the proportions for both the weekday a.m. and p.m. peak hours. The resultant

increases in weekday daily and a.m. and p.m. peak hour-generated traffic under the ‘worst case’ scenario for the

boundary road network would be as follows:

Whatley Crescent:

o Daily: +93 vpd

o A.M. Peak Hour: +7 vpd

o P.M. Peak Hour: +8 vpd

Roberts Street:

o Daily: +4 to 6 vpd

o A.M. Peak Hour: +2 to 3 vpd

o P.M. Peak Hour: +2 to 3 vpd

These increases in daily and a.m. /p.m. peak hour volumes will have a negligible impact on existing traffic

operations in the area and represent an increase in daily volumes of less than 1% on Whatley Crescent and

Roberts Street.

Figure 8: Future Traffic - Whatley Crescent Crossover




Figure 9: Future Total Traffic – Whatley Crescent/Roberts Street Intersection

4.3 INTERSECTION AND CROSSOVER ASSESSMENT

4.3.1 SIDRA Intersection Analysis

The operational performance of the signalised intersection of Whatley Crescent/Roberts Street intersection and

Whatley Crescent crossover locations was assessed using the software program SIDRA Intersection 6.0. This

was undertaken for existing conditions and also with the addition of the development generated traffic. In addition,

the operation of the site crossover was analysed for when the development is in place.

SIDRA is a commonly used intersection modelling tool used by traffic engineers for all types of intersections.

Outputs for four standard measures of operation performance can be obtained, being Degree of Saturation

(DoS), Average Delay, Queue Length, and Level of Service (LoS).

Degree of Saturation is a measure of how much physical capacity is being used with reference to the

full capability of the particular movement, approach, or overall intersection. A DoS of 1.0 equates to full

theoretical capacity although in some instances this level is exceeded in practice. SIDRA uses maximum

acceptable DoS of 0.90 for signalised intersections for its Design Life analysis. Design engineers

typically set a maximum DoS threshold of 0.95 for new intersection layouts or modifications.

Average Delay reports the average delay per vehicle in seconds experienced by all vehicles in a

particular lane, approach, or for the intersection as a whole. For severely congested intersections the

average delay begins to climb exponentially.

Queue Length measures the length of approach queues. In this document we have reported queue

length in terms of the length of queue at the 95th percentile (the maximum queue length that will not be

exceeded for 95 percent of the time). Queue lengths provide a useful indication of the impact of signals

on network performance. It also enables the traffic engineer to consider the likely impact of queues

blocking back and impacting on upstream intersections and accesses.

Level of Service is a combined appreciation of queuing incidence and delay time incurred, producing an

alphanumeric ranking of A through F. A LoS of A indicates an excellent level of service whereby drivers

delay is at a minimum and they clear the intersection at each change of signals or soon after arrival with

little if any queuing. Values of B through D are acceptable in normal traffic conditions. Whilst values of E

and F are typically considered undesirable, within central business district areas with significant

vehicular and pedestrian numbers, corresponding delays/queues are unavoidable and hence, are

generally accepted by road users.




4.3.2 Results of SIDRA Analysis

The results of the SIDRA analysis under existing and proposed peak hour conditions are detailed Appendix B.

The results indicate that the intersection of Whatley Crescent/Roberts Street will continue to operate at excellent

Levels of Service during the weekday a.m. and p.m. roadway peak hours and that the proposed crossover to

Whatley Crescent will also operate at excellent Levels of Service during these periods. The minimal increases in

vehicular traffic on Roberts Street south of Whatley Crescent are generally concentrated on a short section of this

road between the ROW and Whatley Crescent and it is anticipated that the site-generated traffic will have a

negligible impact on the adjacent local road system.

In conclusion, it should be noted that based both on a review of the modelled total traffic assessment and

observed traffic operations of the boundary road system, the anticipated site-generated traffic associated with the

redevelopment proposal is negligible and that no external boundary road improvements will be required.

5. VEHICULAR ACCESS AND PARKING

5.1 ON-SITE QUEUING, CIRCULATION AND ACCESS

The site plan indicates a single proposed crossover to be located on Whatley Crescent, approximately 45m west

of the intersection with Roberts Street, and an access for service/delivery/rubbish vehicles via the ROW along the

southern boundary of the site. No direct access is proposed to Roberts Street. This primary crossover to Whatley

Crescent has been designed to consist of a minimum of 6 metres to accommodate both inbound and outbound

movements with all movements to be accommodated in forward gear.

A review of the proposed on-site circulation and car parking layout was undertaken to assess the adequacy of the

proposed site access and circulation in addition to service/delivery areas on the site. The design of the proposed

car parking areas adjacent to the rear of the building on the site has been reviewed using AutoTrack and the

relevant Australian Standards and Austroads guidelines, with the proposed design considered adequate to

accommodate on-site manoeuvring and circulation. Rubbish collection will be undertaken via kerbside pickup and

service/delivery will be accommodated via entry from Whatley Crescent and exit via the ROW access at the

southern boundary of the site to Roberts Street. Details relating to the Waste Management aspects of the project

will be negotiated directly with the City of Bayswater during the detailed design stages of the project.

5.2 SIGHTLINE REVIEW AND CRASH HISTORY

A review of the sightlines along Whatley Crescent for exiting and entering vehicles in the vicinity of the proposed

crossover location has been undertaken and it can be concluded that the sightlines meet minimum Austroads

sightline requirements.

A review of the crash history for the reporting period of 2009-2013 indicates only 3 crashes relating maneovering

into or out of a driveway between Garratt Road and King William Street with only 1 crash on Roberts Street south

of Whatley Crescent. This very low number of crashes, particularly in the context of the traffic volumes on

Whatley Crescent, indicates that the additional traffic associated with the development will have a negligible

impact on the risk profile at this location.




5.3 PARKING DEMAND AND SUPPLY

The required car parking supply for the site, based upon the City of Bayswater’s Town Planning Scheme No. 24

and State Planning Policy 3.1: Residential Design Codes is 18 bays. The proposed supply on the site is 19 bays,

including 3 visitor bays, which is consistent with the R-Codes, including visitor bays. It should be noted that the

location of the site due to its location within close walking distance of high quality and high frequency bus and

railway services enhances its accessibility to alternative transport modes. On-street car parking is also available

on Roberts Street east of the site for visitors, if required.

In addition, the WAPC’s Development Control Policy (DC) 1.6: Planning to Support Transit Use and Transit

Oriented Development provides the following guidance with respect to car parking concessions due to proximity

to public transport options.

Excerpts from Clause 4.6: state “…in carrying out the necessary analysis as part of the local planning strategy

process, and in developing related planning provisions, local governments should have particular regard to

matters such as…”:

the encouragement of public transport use over car use;

the encouragement of mixed use development, both generally and within individual developments;

the development and application of scheme parking standards that reflect the availability within the

precinct of transit facilities and that provide discretion to vary standards, and to progressively replace

surface level car parking close to stations with other more transit supportive uses over time;

the potential to use planning provisions to provide incentives for appropriate development in transit

oriented precincts, including reduced parking standards and floor-space ‘bonuses’; and

For the immediate environs of transit facilities, local government is encouraged to consider the

preparation of precinct plans that provide greater detail with respect to both land use and the physical

form and relationship of development in the precinct to the transit facility, including design guidelines.”

It can therefore be concluded that a proposed reduction in statutory parking allocation maintains this aim through

a corresponding restriction in on-site parking supply. This is known to be a primary factor in promotion of mode

shift away from car-as-driver modes and towards single car households utilising the available alternative modes

including carpooling, public bus transport and cycling. The location of the subject site proximal to a major public

transport and other non-motorised transport infrastructure for these alternative modes will assist in the transition

towards more sustainable transport in the area.

This approach is also consistent with the stated objectives of Western Australian Planning Commission in

documentation including and Directions 2031 and Beyond and Liveable Neighbourhoods.

6. CONCLUSIONS

The aim of this Transport Impact and Car Parking Assessment was to discuss the traffic likely to be generated by

the proposed residential 16-unit multiple dwelling development proposed at 139 Whatley Crescent, Bayswater, in

the City of Bayswater to assess the impacts associated with anticipated site-generated upon the adjacent

transport infrastructure. In particular, the assessment considered the impacts on the nearby unsignalised

intersection of Whatley Crescent/Roberts Street as well as on the frontage of the site.




A detailed SIDRA analysis was undertaken for the unsignalised intersection of Whatley Crescent/Roberts Street

and at the site crossover to Whatley Crescent indicates that these locations will operate at excellent Levels of

Service during the future weekday a.m. and p.m. peak periods and the addition of site-generated traffic will have

a negligible impact on the boundary road network.

The proposed access arrangements are shown to consist of a single crossover 6m wide to the south side of

Whatley Crescent approximately 45m west of Roberts Street. The results of the SIDRA analysis under existing

and proposed peak hour conditions are detailed Appendix B. The minimal increases in vehicular traffic on

Roberts Street are concentrated on a short section south of Whatley Crescent with additional increases in traffic

easily accommodated within its existing practical capacity and functional road classifications of both Whatley

Crescent and Roberts Street of the roads adding less than 1% to the existing base traffic volumes on a daily

basis.

Site observations indicate that good visibility is available in both directions along Whatley Crescent and a review

of the crash history for the reporting period of 2009-2013 indicates only 3 crashes relating maneovering into or

out of a driveway between Garratt Road and King William Street with only 1 crash on Roberts Street south of

Whatley Crescent. This very low number of crashes, particularly in the context of the traffic volumes on Whatley

Crescent, indicates that the additional traffic associated with the development will have a negligible impact on the

risk profile at this location.

A review of the proposed on-site circulation and car parking layout was undertaken to assess the adequacy of the

proposed site access and circulation in addition to service/delivery areas on the site. The design of the proposed

car parking areas adjacent to the rear of the building on the site has been reviewed using AutoTrack and the

relevant Australian Standards and Austroads guidelines, with the proposed design considered adequate to

accommodate on-site manoeuvring and circulation. Service/delivery and rubbish collection will be undertaken

through kerbside pickup via entry from Whatley Crescent and exit via the ROW at the rear of the site to Roberts

Street and will be negotiated in consultation with the City of Bayswater. The proposed crossover to Whatley

Crescent has been designed to a width of 6 metres will be sufficient to accommodate entry and exit by site-

generated traffic.

The proposed on-site car parking supply for the site is consistent with the City of Bayswater’s Town Planning

Scheme No. 24, the Residential Design Codes and State planning policies. The proposed on-site supply is 19

residential bays including 3 visitor bays.

In conclusion, it should be noted that based both on a review of the modelled total traffic assessment and

observed traffic operations of the boundary road system, the anticipated site-generated traffic associated with the

proposed development can be accommodated within the existing practical capacity and functional road

classification of the local road system.




APPENDIX A: SITE PLAN




APPENDIX B: SIDRA OUTPUTS

Lot 10 (No. 139) Whatley Crescent, Bayswater

Dynamic Planning and Developments Pty Ltd

APPENDIX 4 Sewer Information

H29

H4

16.9

H6 H8

18.53

79.8

H10

13.7

19.06

150V

C10

0 19.12

6.7

0.9 FSW

34.4 F

NW

H131

25

21.65

7333

4.0 FNW

*0.0FNE

17.73

7327

*3.0FNE

0.0 FNW

H3 H11

3.9

8.1

H6

100C

I

20.53

7315

*1.0FNW

4.0 FSW

94.0

21.20

150V

C20

0

21.67

100CI

H1

H4 H8

1.7

H1

100CI

15.8

H23

64.2

48.2

H35

20.42

40.2

21.03

150V

C66

H137

150V

C70 61

.0

19.32

18.46

H129

H8

23.55

7323

4.9 FNW

0.9 FNE

H2

62.2

17.03

150V

C30

0

16.82

H37

1.5 FNW

0.2 FNE

77.6

19.3315

0VC

100

19.50

16.9

H4

H25

H6

DAV

31.7

94.8

16.30

150V

C30

3

16.61

H42

H13

H6

100CI

H139

H12717.15

17.05

31.1

27.9

H833

.3

20.41

85.3

17.28 18.50

H135

47.4

4.6 FNW

0.9 FSWH38

H34

1.7H125

H31

37.8

H4

16.1

H4

11.7

43.9

H9 H15

H30

62.2

40.2

39.5

16.63

150VC300

54.916.81

H4

72.7

33.0

36.0

H27

H6

27.7

21

H46

H40

H6

49.2

17.66

150VC

100 17.17

19.69

7326

3.0 FNE

*0.0FNW

H39

40.2

2.1 FSW

21

17.2

6.7

H6

30.8

100CI

11.0

H44

H8H4

H36

64.5

49.2

H32

H6

4.0

14.1

H8

150VC20.45

14.3

H33

40.8

H7

H133

25.0

17

3.4

H4 H6H2

66.8

58.1

81.4

150VC26.0

21.97

60.117.17

73.7

20.46

D

7329

2.1 FSW

2.1 FNW

18.23

7330

2.1 FSW

2.1 FSE

2.1 FNW

0.0 FSW

H5

100CI

610S

56.4

26.5

SERPENTINE TRUNK MAIN

1065S-11

MWA 08127

H147

H143

H141

H145

16

EXISTING PUMPINGSTATION LOCATION

ROBERT STREET

MERR

ICK

COUR

TWHATL

EY C

RES

10

20

THRUST BLOCK

0PROPOSED PUMPINGSTATION LOCATION

NEW RISING MAIN TODISCHARGE INTOEXISTING RISING MAIN

-AD9197

CIVIL WORKS

SEWER MAIN EXTENSION PLAN

ZJ

ZJ

IRMcC

- 1:1000

C-600

A

A 16/10/14 PRELIMINARY ISSUE ZJ

WC PLAN NO. - TBCWC FILE NO. - TBC

WAPC No. - N/ARETICULATION AREA - BAYSWATER 3

THIS PLAN IS ACCEPTED AS COMPLYING WITHOVERALL SCHEME PLANNING.

COMPLIANCE WITH RELEVANT MANUALSREMAINS THE RESPONSIBILITY OF THECONSULTING ENGINEER.

NO WORKS ARE TO COMMENCE ON-SITEUNTIL STARTUP ARRANGEMENTS HAVE BEENMADE WITH THE RELEVANT WORKSINSPECTOR. SEE DEVELOPERS MANUAL FORCONTACT DETAILS.

FOR MANAGER LAND SERVICING

SEWER RETICULATION STANDARD NOTES

1. THE DRAWINGS SHALL BE READ IN CONJUNCTION WITH THE CONTRACT DRAWINGS AND SPECIFICATIONS

2. THE CONSTRUCTION OF WORKS SHALL COMPLY WITH THE WATER CORPORATIONS WASTEWATER MANUALVOLUME 1.

3. ALL PIPE SIZES IN MILLIMETRES (DIA.150 U.O.S) ALL DISTANCES AND LEVELS IN METRES.

4. DISTANCES GIVEN ARE AT INTERSECTION OF SEWERS.

5. THE CONTRACTOR SHALL ENSURE THAT ALL LOTS ARE SERVED WITH HOUSE CONNECTIONS. (DUPLEX LOTS TOHAVE TWO CONNECTIONS).

6. MINOR EARTHWORK ADJUSTMENT TO BE COMPLETED PRIOR TO CONSTRUCTION OF SEWER.

7. LOCAL AUTHORITY - CITY OF BAYSWATER

8. ACCESS CHAMBER DEPTHS ARE SHOWN FOR WATER CORPORATION INFORMATION ONLY.

9. BASE INFORMATION 1.1 LEVELS ARE REDUCED FROM AUSTRALIAN HEIGHT DATUM. 1.2 ALL LEVELS SHALL BE LOCATED FROM ESTABLISHED BENCHMARKS AS SUPPLIED BY G I COLE & ASSOCIATES.

10. CENTRELINES OF ACCESS CHAMBERS, SEWER PIPES AND END OF I.O LINES ARE TO BE ON ALIGNMENTS OF 3.5mIN ROAD RESERVES AND CENTRALLY LOCATED OVER THE SEWER. SEWER TO BE ON 1m ALLIGNMENT1.0m.

11 SEWER PIPES TO BE UPVC CLASS "S.E.H." SOLVENT CEMENT JOINT UNLESS OTHERWISE SHOWN.

12 ALL HOUSE CONNECTIONS DEEPER THAN 1.5m ARE TO BE BROUGHT UP WITHIN 1.0m OF THE SURFACE

13 ALL I.S. SEWER ENDS DEEPER THAN 2m TO BE BROUGHT UP WITHIN 1.0m OF THE FINISHED SURFACE LEVEL.

14. MINIMUM COVER OF SEWERS TO BE 1.0m IN ROAD CROSSINGS AND 0.75m IN LOTS AND ROAD VERGE.

15. ACCESS CHAMBERS SHALL BE PRECAST CONCRETE, OR STANDARD BRICK CONSTRUCTION.

16. TRAFFICABLE ACCESS CHAMBER COVERS TO BE GATIC TWO PART HEAVY DUTY (82931) OR SIMILAR APPROVED.

17. ALL CONNECTIONS TO LIVE SEWERS TO BE BY WATER CORPORATION AT CONTRACTORS EXPENSE.

18. CONTRACTOR TO ENSURE ADEQUATE COMPACTION OF SEWER BEDDING UNDER ROAD CROSSINGS.

19. CONTRACTOR TO ENSURE RE-INSTATEMENT OF ALL EXISTING PAVEMENT, SERVICES AND FENCES UPONCOMPLETION OF WORKS.

20. WHERE A SEWER LINE INTERSECTS WITH A STORMWATER DRAINAGE LINE AND THE SEWER PASSES OVER THEDRAIN LINE THEN THE SEWER SHALL HAVE A TIMBER PILE AND KEEL PROVIDED FOR THE FULL EXTENT NECESSARYTO SUPPORT THE SEWER DURING EXCAVATION OF THE DRAIN.

21. DOWNSTREAM INVERT LEVEL TO BE CHECKED PRIOR TO CONSTRUCTION, AND ANY DISCREPANCY REPORTEDTO THE ENGINEER IMMEDIATELY.

22. IT IS THE CONTRACTOR'S RESPONSIBILITY TO CO-ORDINATE THE INSTALLATION OF ALL SERVICES WITHIN THESUBDIVISION. THE CONTRACTOR SHOULD CHECK TO ENSURE THERE IS NO CONFLICT BETWEEN THE PRELAIDWATER SERVICES OR SITE FACILITIES. THESE MAY INCLUDE WESTERN POWER, UNDERGROUND POWERCONNECTION PILLARS, RETAINING WALLS, DRAINAGE MANHOLES AND SEWER ACCESS CHAMBERS.

23. THE CONTRACTOR SHALL ALLOW FOR THE SUPPLY AND INSTALLATION OF ANY ADDITIONAL FLUSHING POINTSNECESSARY FOR PRESSURE TESTING AT HIS OWN EXPENSE.

GENERAL NOTES:1. ALL LEVELS, DIMENSIONS, POSITIONS & HEIGHTS TO BE CHECKED AND VERIFIED ON

SITE BEFORE COMMENCING ANY BUILDING WORK. DATUM AHD

2. FIGURED DIMENSIONS ARE TO BE TAKEN AND NO SCALING OF DRAWINGS WILL BEALLOWED.

3. ALL DRAWINGS ARE TO BE READ IN CONJUNCTION WITH SPECIFICATIONS AND ALLOTHER RELEVANT DRAWINGS FROM ARCHITECTURAL, STRUCTURAL, ELECTRICAL,HYDRAULICS & MECHANICAL ENGINEER'S.

4. ANY DISCREPANCIES ARE TO BE REPORTED TO THE AUTHOR OF THE PLANSIMMEDIATELY.

5. REFER TO STRUCTURAL ENGINEER'S DRAWINGS FOR ALL STRUCTURAL WORKS.

6. LARGE SCALE DRAWINGS WILL SUPERCEDE SMALL SCALE DRAWINGS.

7. CONTRACTOR TO CONFIRM LOCATION, DEPTH, AND EXTENT OF ALL OTHERSERVICES, AS SHOWN ON SERVICES LAYOUT PLAN, PRIOR TO THECOMMENCEMENT OF ANY WORK. ENGINEER TO BE NOTIFIED UPON DISCREPANCIES.

8. CONTRACTOR TO CONFIRM GROUND WATER TABLE LEVEL PRIOR TO THECOMMENCEMENT OF ANY WORK AND IF ANY DE-WATERING IS REQUIRED.

9. EXISTING GROUND LEVELS AND LOCATION AND INVERT LEVEL OF EXISTING SEWERSHALL BE CONFIRMED PRIOR TO THE COMMENCEMENT OF ANY WORK.

10. ALL DRAINS SHALL BE CLASS 3 CONCRETE UNLESS OTHERWISE SPECIFIED.

11. ALL BACK FILL TO BE COMPACTED TO A DRY DENSITY NOT LESS THAN THAT OF THESURROUNDING UNDISTURBED SOIL. BACKFILL OF SEWERS IN ROAD RESERVESSHALL BE COMPACTED TO GIVE A MINIMUM RESISTANCE OF 8 BLOWS PER 300mmUSING A STANDARD FALLING WEIGHT PENETROMETER FOR THE FULL DEPTH OFFILL.

12. CONTRACTOR TO MAKE GOOD ALL FENCING, KERBING, ROADS, DRIVEWAYS, ETC INTHE AREA OF EXCAVATION, ALL NECESSARY APPROVALS FROM RELEVANTAUTHORITIES TO BE OBTAINED PRIOR TO THE COMMENCEMENT OF ANY WORK.

13. CONTRACTOR TO PROVIDE AS CONSTRUCTED SURVEY PRODUCED BY LICENSEDSURVEYOR.

14. FOR COMPACTION / REMEDIATION INFORMATION REFER TO THE GEOTECHNICALREPORT PREPARED FOR THE SITE.

SEWER EXTENSION PLANSCALE 1:1000

LOCATION PLANNOT TO SCALE

SITE PLAN NOTES

AREA OF WORKS

S S

LEGEND

CADASTRAL BOUNDARY

RETICULATION AREA BOUNDARY

EXISTING SEWER SERVICE

SEWER MAIN ALIGNMENT

17 CONTOUR

LOT NUMBERS

G G EXISTING GAS MAIN

P P EXISTING POWER

W W EXISTING WATER MAIN

14.52W3177

H156

SCALE 1:1000

0 10 20 30 40

REVISION DATE ISSUE DESCRIPTION ISSUED BY

DRAWN APPROVED

CHECKEDDESIGNED BROWN JOB No. DRAWING No.

REVISIONSCALE @NOT FOR CONSTRUCTION PURPOSES

PRELIMINARY ONLY

BRISBANE CANBERRA JAKARTA MELBOURNE PERTH

ROCKHAMPTON SINGAPORE SUNSHINE COAST SYDNEY

Consulting Engineers, Structural - Civil

Level 7, 50 St Georges Terrace, Perth, Western Australia 6000, Australia

Tel: +61 8 6220 1000 Fax: +61 8 6220 1001

www.brownconsulting.com.au

Brown Consulting (WA) Pty Ltd

THE CONCEPTS AND INFORMATIONCONTAINED WITHIN THIS DOCUMENT

ARE GOVERNED BY BROWNCONSULTING PTY LTD TERMS OF

TRADE.

COPYRIGHT

THIS DRAWING IS NOT TO BE USEDFOR CONSTRUCTION UNLESS ISSUEDAS REV 0 OR HIGHER AND STAMPED

"ISSUED FOR CONSTRUCTION"

SEWER MAIN EXTENSION

139 WHATLEY CRES, BAYSWATER

FOR: VISPASS PTY LTD

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D D EXISTING STORMWATER DRAINAGE

1. NET AREA (ha) - 0.18ha2. PEAK FLOW - 2.0L/s

3. ZONING - RESIDENTIAL (R30)

0.18 - 18.9/3874.5 - 0.067RESIDENTIAL

NET AREA (ha) L/Ha/D

DESIGN DATA NOTES

PERSONS PER NET HECTARE

GRAVITY SEWER DESIGNFLOW(L/s/Net ha)

1

(CAST IRON OR DUCTILE IRON COVER)

ACCESS CHAMBER TYPECLASS OF COVER, ACCESS CHAMBER DEPTH

ACCESS CHAMBER (AC) OR MAINTENANCE SHAFT (MS)

NUMBER

EXISTING ACCESS CHAMBER (CONCRETE COVER)ACCESS CHAMBER NUMBER

XXXX1.2D

THRUST BLOCK

LOW PRESSURE SEWERSYSTEM INSTALLATION

1. LOCAL AUTHORITY - CITY OF BAYSWATER

DIAMETER - 63mm HDPE

8. ESTIMATED MAX GL 23.5m AHD7. NUMBER OF LOTS BEING SERVICED : 16. NUMBER OF DELETED ACCESS CHAMBERS : 05. NUMBER OF TERMINAL MAINTENANCE SHAFTS : 04. NUMBER OF MAINTENANCE SHAFTS : 03. NUMBER OF ACCESS CHAMBERS : 1

2. LENGTH OF RISING MAIN - 196.1m

DIAMETER - 150mm PVC2. LENGTH OF GRAVITY MAIN - 15m

150/200U.S 23.29D.S 23.0015m LENGTH OF PIPE

DOWNSTREAM PIPE INVERT (A.H.D.)UPSTREAM PIPE INVERT (A.H.D.)INTERNAL PIPE Ø(mm) / PIPE GRADE

ROBERT STREET

MERR

ICK

COUR

TWHA

TLEY

CRE

S

10

20

PROPOSED DN63 PN16 PE100PRESSURE PIPE (23.9m)

0PROPOSED PUMPINGSTATION LOCATION

NEW RISING MAIN TODISCHARGE INTOEXISTING RISING MAIN

AREA OF WORKS No. 139 WHATLEY CRES,BAYSWATER

139Lot 10

137Lot 9

141Lot 10

2Lot 44

Lot 8 Lot 25

Lot 30

Lot 14

Lot 44 Lot 46

Lot 65 Lot 61

CIVIL WORKS

NOTICE OF PROPOSAL - SEWER WORKS

ZJ

DCM

IRMcC

- 1:1000

C-601

A

A 20/10/14 PRELIMINARY ISSUE DCM



PLANSCALE 1:1000

SCALE 1:1000

0 10 20 30 40


DRAWN APPROVED



PRELIMINARY ONLY





Tel: +61 8 6220 1000 Fax: +61 8 6220 1001





TRADE.

COPYRIGHT






15-115

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TO PROVIDE SEWER SERVICES TO A NEW SUBDIVISION IN BAYSWATER, CITYOF BAYSWATER ON BEHALF OF THE WATER CORPORATION PROPOSES TOCONSTRUCT THE FOLLOWING WORKS:

A DN63 PN16 PE100 PRESSURE SEWER MAIN 23.9m IN LENGTH. AND ONE PUMP STATION.

THE PROPOSED ARE SCHEDULED TO COMMENCE 28 NOVEMBER 2014 ANDWILL CONTINUE FOR APPROXIMATELY ONE WEEK

FURTHER INFORMATION ABOUT THE PROPOSED WORKS CAN BE OBTAINED BYCONTACTING THE PROJECT MANAGER IAN McCORMICK, BROWN CONSULTING,6220 1000.

OBJECTIONS TO THE PROPOSED WORKS WILL BE CONSIDERED IF LODGED INWRITING TO THE PROJECT MANAGER IAN McCORMICK, BROWN CONSULTING,PO BOX 5742 St GEORGES TCE, PERTH W.A. 6831.

ROBERT STREET

MERR

ICK

COUR

TWHATL

EY C

RES

FUTURE FLYGT PUMPING STATIONS

DEVELOPMENT AREA - 0.19 Ha

EXISTING PUMPING STATIONS

CATCHMENT AREA - 1.33 Ha

2468101214161820

CHAINAGE

EXISTING NATURAL SURFACEOF CENTERLINE OF PIPE

DESIGN INVERT LEVEL FORPRESSURE MAIN

000

10 200

0

DATUM 10m AHD

22

0

24

5.6

EXISTINGDN63 PN16 PE100PRESSURE PIPE

DISCHARGE INTO EXITING DN63PN16 PE100 T-PIECE

23.9

16.91

15.45

00

00

DN63 PN16 PE100PRESSURE PIPE

PUMP PIT DN63 PN16 PE100 T-PIECE CAPPEDFOR FUTURE CONNECTION(THRUST BLOCK)

CIVIL WORKS

SEWER MAIN CATCHMENT PLAN

ZJ

ZJ

IRMcC

- AS SHOWN

C-610

A






CATCHMENT PLANSCALE 1:1000

SCALE 1:1000

0 10 20 30 40


DRAWN APPROVED



PRELIMINARY ONLY





Tel: +61 8 6220 1000 Fax: +61 8 6220 1001





TRADE.

COPYRIGHT






15-115

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SCALE 1:250

0 2 4 6 8 10

NOTES

1. THIS DRAWING TO BE READ IN CONJUNCTION WITHALL RELEVANT CONSULTANTS DRAWINGS.

2. FIGURED DIMENSIONS ARE TO BE TAKEN AND NOSCALING OF DRAWINGS WILL BE ALLOWED.

3. ALL SERVICES ARE SHOWN DIAGRAMMATICALLY. IT ISTHE CONTRACTORS RESPONSIBILITY TO LOCATE ALLSERVICES PRIOR TO COMMENCEMENT OF WORKS.

RISING MAIN LONG-SECTIONSCALE 1:250

CIVIL WORKS

SEWER MAIN PUMPING STATION DETAIL

ZJ

ZJ

IRMcC

- AS SHOWN

C-620

A






SCALE 1:1000

0 10 20 30 40


DRAWN APPROVED



PRELIMINARY ONLY





Tel: +61 8 6220 1000 Fax: +61 8 6220 1001





TRADE.

COPYRIGHT






15-115

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SCALE 1:250

0 2 4 6 8 10

PUMP STATION LAYOUT - LOT 139NOT TO SCALE

DISCHARGETO SEWER

GATE VALVE

CHECK VALVE

INLET(BY OTHERS)

GALVANISEDGUIDE RAIL

DISCHARGE

LIFTING CHAIN

AUTO COUPLING

CABLE

(BY OTHERS)DN100 VENT

FIBREGLASS TANKMULTILAYER REINFORCED

SUBMERSIBLE PUMPS

GROUND LEVEL

GAS TIGHT COVERCLASS B, C OR D

CONTROLLER WALL MOUNTED LOGIKOS M7 PLUS PUMP

(RED)ALARM LIGHT

NOTES:1. CONTROLLER MAY BE WALL MOUNTED OR MOUNTED ON HOT DIP

GALVANISED CONTROLLER POLE.

2. CHAMBER PENETRATIONS TO BE SEALED WITH FERROPRE EPOXY SEALANT.

3. CONCRETE BALLAST MAY BE REQUIRED IN WATER CHARGED AREAS.

ALLIED PUMPS FIBREGLASSPACKAGED PUMPING STATION

1800 INTERNAL DIAMETER

INTEGRAL VALVECHAMBER

MORTOR BED

SLUDGE BATTER

PIPEWORK

2. PIT CONSTRUCTION: MULTI LAYER REINFORCED FIBREGLASS DESIGNED

AND MANUFACTURED IN ACCORDANCE WITH BS 4994-1987.

1. INTERNAL DIAMETER: 1200mm NOMINAL

FIBREGLASS STATIONS SPECIFICATIONS:

3. WALL THICKNESS: 8-10mm WITH FLO-COAT PROTECTION.

4. BASE THICKNESS: 10-12mm WITH FLO-COAT PROTECTION.

5. FREE-STANDING: ENGINEERED TO WITHSTAND GROUND PRESSURES.

CHAMBER, 600mm INTERNAL DIAMETER AND WITH SEPARATE GAS

6. INTERNAL VALVE CHAMBER: FORMED AS AN INTEGRAL PART OF THE

TIGHT ACCESS COVER.

7. PIPEWORK: 50, 65 or 80mm IN PVC CLASS 12, HDPE, OR

COPPER.

MOUNTED. SOLIDS HANDLING OR GRINDER TYPE.

8. PUMPS: SINGLE OR DUAL HEAVY DUTY COMMERCIAL GUIDE RAIL

SUSPENSION ASSEMBLY, LEVEL PROBES, ULTRASONIC OR PRESSURE TRANSDUCER.

9. LEVEL CONTROLS OPTIONAL: FLOAT SWITCHES WITH ANTI-INTERFERENCE

CONTROLLER WITH MAINS ISOLATOR, PHASE FAIL DETECTION, UNDER AND

10. PUMP CONTROLLER: LOGIKOS M7 PLUS TWIN OR SINGLE PUMP ALTERNATING

ALARM (WITH PROGRAMABLE AUTO MUTE TIMER), ALARM HISTORY LOG,

OVER VOLTAGE PROTECTION, ALARM TEXT DISPLAY, AUDIBLE AND VISUAL

PUMP RUN HOURS AND STARTS LOG, VOLT FREE ALARM OUTPUT,

ALL FIXINGS316 S.S.

ALL MOUNTED IN A HEAVY DUTY LOCKABLE METAL ENCLOSURE.

ALL CONTROLS TO BE LOCATED ON INTERNAL SWINGING DOOR.

ANTI-CYCLE PROTECTION AND PROVISION FOR PUMP SEAL MONITORM.

4. REINFORCED CONCRETE SLAB, (BY OTHERS)SHOULD BE DESIGNED BY ENGINEER TO TRANSFER ANY TOP TRAFFIC LOAD ONTO SURROUNDING GROUND AREA. SLAB CAN BE RECESSED FOR BITUMEN/PAVING AREAS.

ELECTRICAL CONDUIT(BY OTHERS)

STAINLESS STEELSUPPORT FORLEVEL REGULATOR

LEVEL SENSOROR PROBES

OR ON POLE

(BY OTHERS) FOR TRAFFICABLEAREAS

COMPACTED BASE

H1 (3

000m

m)

REINFORCED CONCRETE SLAB

5. SITE INTERWIRING BETWEEN PUMPS STATION AND CONTROLLER TO IN HD CONDUIT - (MIN 2 x 50mm) AND 'PLUGS' TO SEAL AFTER INSTALLATION.

NOTE:ALL PENETRATIONS TO BE CORED ONSITE AND SEALED WITH EPOXY RESIN.CONCRETE BALLAST MAY BEREQUIRED FOR WATERCHARGED GROUND.

NOTES

1. THIS DRAWING TO BE READ IN CONJUNCTION WITHALL RELEVANT CONSULTANTS DRAWINGS.

2. FIGURED DIMENSIONS ARE TO BE TAKEN AND NOSCALING OF DRAWINGS WILL BE ALLOWED.

3. ALL SERVICES ARE SHOWN DIAGRAMMATICALLY. IT ISTHE CONTRACTORS RESPONSIBILITY TO LOCATE ALLSERVICES PRIOR TO COMMENCEMENT OF WORKS.

whatley crescent is a dual undivided carriageway in the ... daps/metro central... · carriageway in...

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