CockburnCoast - Western Australian Planning Commission

CockburnCoast
Further information regarding lanes reallocation is provided in
section 2.6.4.3.
2.6.3.2 Cockburn Coast Drive (Fremantle to Rockingham
Controlled Access Highway)
The land uses proposed in the structure plan change the nature of
the proposed Fremantle-Rockingham Highway from a controlled
access highway (with limited local connections and high travel
speed, as the name suggests) to more of a district distributor
integrator style road, with local connections (at appropriate spacing)
and a lowered design speed. To reflect this change in character the
road has been identified as Cockburn Coast Drive within the
structure plan. Cockburn Coast Drive will carry regional traffic
(currently using Cockburn Road) as well as some local traffic from
the structure plan area. Forecast traffic volumes range between
14 000 and 20 500 vpd.
It is proposed that the major T-intersections along Cockburn Coast
Drive be signalised, and intersections with minor east-west roads
managed with priority control.
Cockburn Coast Drive should be constructed initially as two lanes
with the reserve width to construct four lanes in the future. A
preliminary alignment study is required to determine whether the
existing reserve can be rationalised from its current width. The
preliminary alignment study should be based on a reduced
operating speed (60-70 km/h) from that identified in the original
alignment concept and be responsive to the topography.
It is estimated that the revised Cockburn Coast Drive road
alignment, as shown on the district structure plan (Figure 2.1) could
return in the order of 5.7 hectares of land back to Beeliar Park.
It is anticipated that the built form adjacent to the western side of
Cockburn Coast Drive will be a highly urbanised environment, with
provisions for a general range of heights between 3-6 storeys and
higher elements at landmark and gateway sites. Cockburn Coast
Drive will perform both a district and regional function and therefore
access is likely to be limited, through rear loading of development
via laneways. Development however, will be required to front onto
Cockburn Coast Drive for passive surveillance and aesthetic
reasons.
2.6.3.3 Cockburn Road
Cockburn Road through the structure plan area is intended to carry
low speed, local traffic with forecast volumes ranging from 7400 to
16 500 vpd. Regional traffic will instead use Cockburn Coast Drive
or Stock Road, which should provide a higher standard of road and
greater travel speed.
Cockburn Road will have many intersections. Those involving major
east-west roads will be signalised, providing safe crossing
opportunities for pedestrians as well as increasing the capacity of
the four-way intersections.
The ultimate configuration of Cockburn Road is two general traffic
lanes and two dedicated transit lanes, with provision for on-street
parking where appropriate.
2.6.3.4 Coastal roads
The coastal roads have been so named because they do not
represent one individual link between the structure plan area and
Douro Road; rather they represent up to three potential connections.
The coastal roads provide an important local connection for traffic
generated within the structure plan area; allowing this traffic to
access South Fremantle without using the congested Hampton
Road. It is important to note that traffic using these roads generated
by the structure plan area will be local traffic.
The coastal roads should be constructed as low order and slow
speed connections to limit through traffic. Coastal mitigation
measures may also be required where the roads are seawards of the
physical processes setback line.
2.6.3.5 Other roads
The potential for a new connection to the west of the existing freight
rail should be maintained, however, any road constructed should not
be greater than a local access street.
The potential to construct a new local road providing a connection
to Douro Road, in the vicinity of Fremantle Village, should also be
considered further in the future planning for the South Fremantle
landfill site. Any road constructed should be lower order and
designed to limit through traffic.
Other local road networks will be detailed through the local structure
planning process.
2.6.4 Proposed public transport network
A critical consideration in the structure plan is the way the travel
needs of new residents of Cockburn coast are accommodated
within the sub-regional transport network. Within the immediate
vicinity of the project area, considerable measures, in the form of
both physical infrastructure (Hampton Road dedicated bus lane)
and behaviour programs (i.e. Travelsmart), have been undertaken to
encourage alternatives to the use of private vehicles and effect
changes to traffic movement patterns. In doing so, public transport,
cycling and walking have been prioritised.
Similarly, the structure plan aims to promote the use of alternatives
to the private car within the Cockburn coast area to ensure that
these emerging sustainable transport patterns are reinforced and
prioritised in new urban areas. It is not intended that this be
achieved by the provision of a single public transport mode, but
through the development of a structural framework that is sufficiently
robust to accommodate a range of complementary services that
operate at the local, regional and metropolitan level.
At the regional and metropolitan level, the WAPC has resolved to
progress an integrated transport strategy for the south west corridor
as a matter of priority. The scope of the strategy is described in
section 2.6.2, however the primary objectives are to identify the high
order public transport requirements for the sub-region, in terms of
both mode and alignment, and consider implementation and
funding mechanisms in the context of broader metropolitan public
transport priorities.
An example of bus rapid transit (BRT)
district structure plan
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