Transport Modelling Working Paper - Western Australian Planning ...

Mandurah Inner Area
Strategic Land Use and
Transport Integration Study
For Western Australian Planning
Commission
Transport Modelling Working Paper
Final
January 2002

Mandurah Inner Area Strategic Land
Use and Transport Integration Study
For Western Australian Planning Commission
Transport Modelling Working Paper
Final
January 2002
Sinclair Knight Merz Pty Limited
ACN 001 024 095
ABN 37 001 024 095
7th Floor, Durack Centre
263 Adelaide Terrace
PO Box H615
Perth WA
Australia 6001
Telephone: +61 8 9268 4400
Facsimile: +61 8 9268 4488

Contents
Summary.............................................................................................iii
1. Introduction.....................................................................................1
1.1 Purpose of this Report..................................................................... 1
1.2 Study Area ...................................................................................... 1
1.3 Modelling Format............................................................................. 1
1.4 Layout of this Report ....................................................................... 2
2. Existing Conditions........................................................................3
2.1 Road Hierarchy ............................................................................... 3
2.2 Existing Traffic Volumes .................................................................. 3
2.3 Public Transport .............................................................................. 5
3. Modelling Methodology..................................................................6
3.1 Transport Modelling Package .......................................................... 6
3.2 Modelled Road Network .................................................................. 6
3.3 Base Year Landuse and Population Data........................................ 7
3.4 Model Structure............................................................................... 8
3.4.1 Trip Generation................................................................................9
3.4.2 Trip Distribution..............................................................................11
3.4.3 Assignment ....................................................................................11
3.5 Calibration ..................................................................................... 12
3.6 Correction Factors......................................................................... 15
4. Future Scenarios ..........................................................................16
4.1 Future Population and Landuse - 2021.......................................... 16
4.2 Future Population and Landuse – 2006, 2011 and 2031 ............... 17
4.3 Future External Trips..................................................................... 17
4.4 Future Road Network Upgrades .................................................... 18
4.5 Public Transport ............................................................................ 23
4.5.1 Rail Based Public Transport ..........................................................23
4.5.2 Bus Based Public Transport ..........................................................24
4.5.3 Metropolitan Transport Strategy ....................................................24
5. Model Forecasts and Implications ..............................................25
5.1 Forecast Traffic Volumes............................................................... 25
5.2 Road System................................................................................. 25
5.3 Primary distributors ....................................................................... 25
5.3.1 Kwinana Freeway – Peel Deviation Highway................................25
5.3.2 Fremantle Road / Mandurah Bypass.............................................25
5.4 District Distributor Integrators ........................................................ 26
5.5 District Distributor Integrator A....................................................... 27
5.5.1 Pinjarra Road.................................................................................27
5.5.2 Mandurah Town (Old) Bridge ........................................................29
5.6 District Distributor Integrator B....................................................... 29
5.6.1 Mandurah Terrace .........................................................................29
5.6.2 Anstruther Road.............................................................................31
5.6.3 Proposed Allnutt Street East-West Link ........................................32
5.7 Neighbourhood Connectors........................................................... 36
5.7.1 Leslie Street...................................................................................36
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5.7.2 Coolibah Avenue and the Leigh Street – Dadger Street –
Anstruther Road Link..................................................................................37
5.7.3 Dower Street..................................................................................38
5.7.4 Wyeree Road, Morfitt Street and other local streets .....................39
5.7.5 Cooper Street, Rockford Street .....................................................39
5.7.6 Park Road......................................................................................39
5.7.7 Clarice Street .................................................................................39
5.7.8 City Centre streets .........................................................................40
6. Comparison with Previous Transport Modelling .......................41
6.1 Overview ....................................................................................... 41
6.2 Land Uses ..................................................................................... 41
6.2.1 Land Use Forecasting Model.........................................................43
6.2.2 Self Sufficiency ..............................................................................44
6.2.3 Summary of differences of approach.............................................44
6.2.4 Further issues associated with Land Use Differences ..................45
6.3 Networks, Forecasts and Implications ........................................... 45
6.4 Summary....................................................................................... 46
7. Conclusions..................................................................................47
Appendix A Land Use Data ...........................................................50
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Summary
A transport model for the Mandurah Inner Area has been developed using the
EMME/2 modelling software. It has been used to predict the impacts of the planned
future growth in land use and proposed changes to the road network, as contained in
the Strategic Plan .
The model covers the area bounded by the Mandurah Bypass, Fremantle Road, the
Indian Ocean and the Mandurah Estuary. An additional area in the south-west has
been included to allow traffic to choose either Old Coast Road and the Mandurah
Town Bridge or the Mandurah Bypass and the Mandurah Estuary Bridge. The model
includes the majority of the roads within this area.
The model was developed from traffic zonings used in the Main Roads Western
Australia TRIPS model. These zones were disaggregated to a more detailed level.
Traffic generation was estimated from the population, employment, retail activity and
education demands in each zone. The future land use for 2021 was provided by the
Department for Planning and Infrastructure. The modelled 2021 land use represents a
38% increase in population, a 37% increase in retail/commercial activity and a 42%
increase in employment within the Inner Area
The model was calibrated for the 1996 base year using surveyed traffic volumes. The
forecast volumes were in close agreement with these surveyed volumes.
A number of major road infrastructure projects were included in the future model, as
were a number of local modifications. The major projects include:
Peel Deviation;
Mandurah Town Bridge widening to three lanes;
Pinjarra Road widening to four lanes between Sutton (George) Street and
Fremantle Road;
Mandurah Estuary Bridge duplication;
Allnutt Street East-West Link;
Mandurah Terrace widening to four lanes between Anstruther Road and
Fremantle Road;
Mandurah Northern Bypass; and
Kwinana Freeway Extension
The effects of the rail extension to Mandurah were included in the model, as was an
improvement to local bus services. A reduced Metropolitan Transport Strategy (MTS)
target of a 10% reduction in car driver trips for 2021 and 15% for 2031 was tested.
The reduced value was considered reasonable given the distance of Mandurah from
Perth and the other major regional centres of Rockingham and Fremantle.
The results of the traffic modelling show an increase in traffic on most roads due to
the growth in population, employment and other activity. The road network options
that were tested were shown to be very important in the accommodation of the
predicted increases in traffic volume without large increases in delays and traffic
congestion.
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iii

The major road infrastructure recommendations arising from the traffic modelling are
summarised in the following table:
Period
2002 -
2006
2007 -
2011
2012 -
2021
2022 -
2031
Recommended Infrastructure
Allnutt St/ Fremantle Road traffic light controlled 4-way intersection
Allnutt Street East – West link (see note ‘a’)
Mandurah Town (old) Bridge – see ‘2012 - 2021’
Fremantle Road/ Pinjarra Road – increase capacity of right turn (add second
right turn lane)
Leigh Street/ Dadger Street - could be considered for through connection at any
time as the link is for connectivity rather than based on traffic volume needs
Construct new north – south road through the Transit Station Precinct.
Construct Peel Deviation and Northern Mandurah Bypass Road, as
recommended in the Main Roads report ‘Peel Regional Road Network
Development Strategy’, 2001
Pinjarra Road – construction to 4 lanes in widened reserve between Sutton Street
and Dower Street
Anstruther Road – upgrade to 2 lanes, central median zone plus parking lanes in
widened reserve north of Pinjarra Road
Mandurah Terrace – upgrade to dual carriageway, two lanes in each direction
plus turning lanes between Fremantle Road and Anstruther Road.
Davey Street/ Lanyon Street – construct link, subject to outcome from a detailed
precinct review by City of Mandurah.
Construct roundabout entry statement for Mandurah Terrace (City of Mandurah
initiative) after construction of Peel Deviation and Mandurah Northern Bypass
Road.
Second Mandurah Estuary Bridge (to be constructed after 2011 and before 2021)
Mandurah Town (old) Bridge – upgrade to provide one additional eastbound
traffic lane and provide for pedestrians/ cyclists, provided that the bridge
remains structurally sound until this time. If not, reconstruct at an earlier date to
maintain a safe crossing.
Leslie Street – upgrade with streetscape improvements such as kerbside parking
in existing reserve (see note ‘b’)
Mandurah By-Pass Road – construct to 6 lanes from Leslie Street to Mandurah
Northern Bypass Road (subject to further investigation on prevailing transport
patterns at the time)
Connection through from Northern Bypass Road to Kwinana Freeway
Note ’a’: Allnutt Street East West link. This Study has confirmed the need for a new East-West
Link Road between Peel Street and Allnutt Street because this link will be a major bus route
between the City Centre and the planned bus and train transit station. It will also cater for the
expected increase in east-west traffic movements from the planned connection to Fremantle
Road at Allnutt Street/ Murdoch Drive and to/from the transit station. This study has
recommended that the East-West Link Road be constructed with only one moving traffic lane
in each direction.
Note ‘b’. Leslie Street. The implementation timing for streetscape improvements should be
reviewed with respect to car parking if medium density occurs in the short-medium term.
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iv

1. Introduction
1.1 Purpose of this Report
This Traffic Modelling Report summarises the details and outputs of the Traffic
Model that has been used to forecast traffic demand in the study area.
This report has the status of a ‘working document’ and is not the Final Report for the
Study.
Previous ‘working reports’ have included:
Inception Report, November 2000
Enquiry by Design Briefing Report, November 2000
Enquiry by Design Workshop Outcomes Report, March 2001
Consultation Report, July 2001
Allnutt Street East West Link Options Report, 2002
1.2 Study Area
The primary focus for this study is the land bounded by the Peel Inlet and Indian
Ocean Coastline to the west and Perth-Bunbury Highway (Mandurah Bypass) to the
east and north. The study area is shown in Figure 1.1 and is referred to as the
Mandurah Inner Area.
The Mandurah Inner Area includes the following major regional land use and
transport components:
Mandurah City Centre;
Mandurah Cultural Precinct;
Mandurah Forum District Shopping Centre and other service commercial uses
along Pinjarra Road;
the proposed Allnutt Street Metropolitan Railway Terminus; and
sections of Pinjarra Road and Mandurah Terrace proposed as “Other Regional
Roads” in the proposed Peel Region Scheme.
1.3 Modelling Format
This report presents the results of the transport modelling investigations undertaken as
part of the Mandurah Inner Area Strategic Land Use and Transport Integration Study.
The major aspects of this study were to:
Develop a transport model to predict the future transport demands for the area.
Review the existing traffic conditions on the existing road network.
Prepare a strategic land use plan for the study area and predict future traffic
volumes on the main road network.
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MANDURAH INNER AREA STRATEGIC LAND USE AND
TRANSPORT INTEGRATION STUDY
STUDY AREA
FIGURE 1.1

1.4 Layout of this Report
This report is structured as follows:
Section 2 - Reviews the existing conditions regarding traffic volumes and the
local road system.
Section 3 - Outlines the traffic forecasting methodology undertaken and provides
information on the traffic network modelling software used to analyse the
existing and future traffic situations.
Section 4 - Documents the future landuse, planning and road network upgrade
assumptions used to predict future traffic conditions.
Section 5 - Describes the traffic impacts of the scenarios analysed.
Section 6 - Summarises the conclusions and recommendations from the transport
modelling analysis.
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2. Existing Conditions
2.1 Road Hierarchy
The existing road hierarchy for the Mandurah Inner Area is illustrated in Figure 2.1.
The roads in the study area have been classified into five groups. The classification
system is summarised in Table 2-1.
Table 2-1 Functional Classification of Roads
Road type
Primary
Distributor
(District
Distributor)
Integrator
Arterial A
(District
Distributor)
Integrator
Arterial B
Neighbourhood
Connector
Traffic
volume
(AADT)
No limit
15,000 –
35,000
7,000 –
20,000
Through
traffic
Yes
Yes
low
Inter-connections
District Distributor
Integrator A or B
Neighbourhood
Connector
Neighbourhood
Connector
Speed limit
(km/h)
Heavy vehicle
restrictions
70 - 110 No
60 - 80 No
50 - 60 No
3,000 – 7,000 Minor Access Street 40 - 60 No
Access Street

Table 2.2: Traffic Count Data – Vehicles per Day (vpd)
Site
No.
Location
1996 Surveyed
Volume (vpd)
Other Counts
provided (vpd)
Inner Cordon
1 Mandurah Tce north of Anstruther Rd 10,170 10,923 (Oct 98)
2 Anstruther Rd south of Mandurah Tce 6,030 5,566 (Oct 98)
3 Pinjarra Rd east of Anstruther Rd 14,130 16,150 (98/99)
4 Boundary Rd south of Pinjarra Rd 950 826 (Feb 00)
5 Leslie Street south of Pinjarra Rd 4,550 5,220 (98/99)
6 Mandurah Town Bridge 15,430
External Zones
7 Mary Street east of Old Coast Road 8,050 14,041 (Feb 98)
8 McLararty Road north of Old Coast Road 9,610
9 Old Coast Road south of Mandurah Bypass 23,650 24,220 (98/99)
10 Coodanup Dr east of Mandurah Bypass 4,740 4,450 (Oct 00)
11 Pinjarra Rd east of Fremantle Rd 21,820 22,400 (98/99)
12 Murdoch Dr east of Fremantle Rd 6,340 6,025 (Jul 98)
13 Rouse Road east of Fremantle Road 8,150 3,140 (Feb 99)
14 Gordon Rd east of Fremantle Rd 11,200 11,360 (98/99)
15 Fremantle Road north of Mandurah Road 24,740 24,090 (98/99)
Within Study Area
16 Peel St east of Mandurah Tce 1,680 1,905 (Aug 01)
17 Park Rd south of Reserve Dr 6,460 4,801 (Dec 98)
18 Cooper St east of Forrest St 850 781 (Aug 00)
19 Anstruther Rd north of Peel St 5,400 5,018 (May 98)
20 Sutton St north of Tuckey St 8,970 5,540 (Jan 98)
21 Mandurah Tce north of Tindale St 9,940 8,380 (May 98)
22 Mandurah Tce south of Peel St 11,420 11,120 (Jul 99)
23 Pinjarra Rd west of Sholl 14,450
24 Pinjarra Rd west of Fremantle Rd 24,100 25,480 (98/99)
Outer Area
25 Fremantle Rd north of Pinjarra Rd 25,910 29,520 (98/99)
26 Fremantle Rd north of Gordon Rd 22,000 24,090 (98/99)
27 Fremantle Rd south of Gordon Rd 25,310
28 Old Coast Rd south of Mary St 7,770 6,046 (Aug 00)
Inner Cordon
29 Mandurah Bypass south of Pinjarra Rd 19,230 21,420 (98/99)
30 Leslie St north of Mandurah Bypass 7,090 7320 (98/99)
31 Coolibah Ave south of Pinjarra Rd 5,680 6,080 (98/99)
32 Coolibah Ave east of Leslie St 4,020 4,190 (98/99)
33 Mandurah Bypass at bridge 21,030 23,240 (98/99)
(source: MRWA and City of Mandurah)
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2.3 Public Transport
The existing public transport services operating in the Mandurah Inner Area are:
Route 107, express service to/from Perth
- To Perth: operating every 15 minutes in the morning peak (arrivals 7:15am
to 8:45am), then hourly;
- From Perth: operating hourly until 3:00pm, then every 20-30 minutes;
- No service in the evenings (after 6:00pm) or on weekends or public holidays.
Route 168, a daily service to Rockingham, linking with limited stop service
Route 126 to Fremantle on weekdays
- To Rockingham/Fremantle: every 30 minutes in the morning peak (arrivals
in Rockingham up to 9:30am) then hourly;
- From Fremantle/Rockingham: hourly until 3:00pm, then every 30 minutes;
- No service in the late evenings (after 8:30pm); and
- Hourly daytime service between Mandurah and Rockingham on Saturdays,
Sundays and public holidays.
Shopper services 161, 163, 164, 165: Two journeys in each direction per day on
each route during the daytime off-peak period.
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3. Modelling Methodology
3.1 Transport Modelling Package
Sinclair Knight Merz has developed a traffic modelling tool for the Mandurah Inner
Area Strategic Land Use and Transport Integration Study using the internationally
recognised EMME/2 software platform. This program is also used by the Department
for Planning and Infrastructure in WA for such projects as Future Perth Strategic
Transport Evaluation Model. The model is potentially compatible with the TRIPS
model used by Main Roads Western Australia (MRWA) and includes a representation
of the local and regional road networks.
The modelled road network was based on the existing road network within the study
area. The trips to and from each zone were developed from landuse data supplied by
Department for Planning and Infrastructure and MRWA. These landuse forecasts
included estimates of residential population and dwellings, the number of jobs, the
number of school and higher education enrolments and retail floor space. This base
landuse data is based on 1996/98 information. The trip tables divide the Mandurah
Inner Area into 96 traffic generating and attracting zones. The zone boundaries are
shown in Figure 3.1.
The Mandurah Inner Area EMME/2 model represents the traffic system for an average
weekday for a full 24 hours. The average weekday was selected as it represents the
typical activity on the area’s roads.
The EMME/2 model has been developed for vehicular traffic only. However, the
impacts of the public transport initiatives have also been tested on the general road
traffic. More information about this is provided in Section 4.4.
The model represents the road network as a series of links (roads) and nodes
(intersections), and the traffic generating land uses as a number of zones connected to
the network. EMME/2 is a strategic model and in general only the higher-order roads
are included in the model. The road network has been modified in the Mandurah
Inner Area to ensure that all key routes are represented in the model.
3.2 Modelled Road Network
The transport modelling for this study has concentrated on the Mandurah Inner Area.
The model area is shown in Figure 3.2. The area is bounded by the Mandurah
Bypass, Fremantle Road, the Indian Ocean and Mandurah Estuary. An additional area
in the south-west was included to allow traffic to choose either the Old Coast Road
and the Mandurah Town Bridge or the Mandurah Bypass and the Mandurah Estuary
Bridge.
The model includes the majority of the roads within this area. Some very minor local
roads have not been included as they have little influence on the traffic operation of
the network. The omission of these minor roads has a negligible impact on the
forecast traffic results.
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The road network coding was based on the road hierarchy discussed in Section 2.1.
Different road categories were given different traffic capacities through the use of
volume-delay functions. These functions change the travel time based on the amount
of traffic using that section of road. Higher-order roads with more lanes are given
more capacity and hence their travel times will not be affected as significantly by large
volumes of traffic as a local road. The EMME/2 model attempts to minimise the
journey time and hence tends to concentrate traffic on the roads with the higher
capacity.
The road categories used in the model are shown in Table 3.1.
Table 3.1: Model Road Categories
Road Category
Nominal One-Way Capacity Per
Lane 1
Optional Speeds2
Primary Distributor 13,000 vpd 70km/h, 60km/h
District Distributor 6,000 vpd – 9,000 vpd 60km/h, 50km/h
Local Distributor 3,500 vpd – 5,000 vpd 50km/h, 40km/h
Collector 2,000 vpd 40km/h, 30km/h
Local Street 1,000 vpd 30km/h, 20km/h
Notes 1: Nominal Capacity is the theoretical capacity of the road and depends on the overall
environment. It can be exceeded. However, the travel time on the link will increase rapidly
2: The speeds were coded to reflect the average travel time on the link based on the free-flow
speed including other factors such as intersection delays, local area traffic management,
geometric delays due to turning corners on narrow roads, parking, etc.
Several roads were cut by the model boundaries. Traffic continuing on these roads
was represented by additional traffic generating and attracting zones. They include:
Mary Street, west of Old Coast Road;
McLararty Road, north of Old Coast Road;
Old Coast Road, west of Mandurah Bypass;
Coodanup Drive, east of Mandurah Bypass;
Pinjarra Road, east of Fremantle Rd;
Murdoch Drive, east of Fremantle Rd;
Rouse Road, east of Fremantle Road;
Gordon Road, east of Fremantle Rd; and
Fremantle Road, north of Mandurah Terrace.
3.3 Base Year Landuse and Population Data
Landuse and population information was provided by the Department for Planning
and Infrastructure. This data included:
the number of occupied dwellings;
population;
retail gross floor area (m 2 ); and
the number of employees.
Population and dwelling data were provided based on the MRWA 947 zoning system
used for traffic modelling purposes. Retail and employee data were provided with
grid co-ordinates for business locations. Some 3,000 entries from the 1998 Peel Land
Use Surveys were provided.
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In addition, estimates were made of the following educational land uses in each zone:
primary and secondary school enrolments; and
tertiary and TAFE enrolments.
These were sourced partially from MRWA model inputs and also from extracting
school locations from area maps. Some schools and TAFE campuses were contacted
to confirm enrolment numbers.
The data within the Mandurah Inner Area was split into smaller zones to match the
more detailed road network in the EMME/2 model. Zones were split based on the
number of dwellings in each subdivided area and an estimate of the location of
employment areas, retail floorspace and education enrolments within each of the
MRWA zones. The splitting almost doubled the number of zones within the Inner
Area from 49 to 96. Some zones were divided into four smaller zones, whereas others
remained the same as the MRWA zones.
The data sets assembled for input to the generation stage are summarised in Table 3.2.
This shows a total population within the modelled area of 11,070 people. A total of
7,100 jobs are recorded in this area and 3,000 educational enrolments (2,700 primary
and secondary enrolments plus 300 TAFE enrolments). Some 108,470m 2 of retail and
commercial floor area are also identified. Full details for each zone are listed in
Appendix A.
Table 3.2: Summary of Base Year Land Use Data
Landuse Category Inner Area Statistics, 1996/8
Occupied Private Dwellings 4820
Total Population 11,070
Primary/ Secondary Enrolments 2,700
TAFE / Tertiary Enrolments 300
Business/Commercial Floor Area (m 2 ) 108,470
Total Employees 7,100
(source: Department for Planning and Infrastructure)
3.4 Model Structure
The traditional four-step model was amended to combine the trip generation and mode
split steps into a single process, hence only private vehicle motorised trips are
modelled. A separate public transport matrix was considered but was judged not to be
warranted in the base year case where such provision was skeletal.
The stages followed were:
Trip generation and mode split;
Trip distribution; and
Trip assignment.
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3.4.1 Trip Generation
The purpose of the trip generation model is to produce 24-hour trip productions and
attractions for input into the trip distribution procedure. These trips include:
Trips originating in the study area to any destination;
Trips terminating in the study area from any destination; and
Through trips originating and terminating outside the study area but using roads
within and around the study area.
Trip productions
The 24-hour trip generation model was initially based on trip rates dating back to the
1986 travel survey and the Road Reserves Review for the various land uses within the
study area.
The Road Reserves Review used 5 trip purposes, shown in Table 3.3.
Table 3.3: Road Reserves Review Trip Rates
Trip Purpose
Trips per Household
1986 Mail Out Observed 1986 Interactive Observed
Home Based Work 1.62 2.12
Home Based Education 0.39 0.35
Home Based Other 2.71 2.04
Non-Home Based 1.48 1.29
Home Based Evening 0.95 0.99
Total 7.15 6.79
(source: Road Reserves Review)
The population demographics of the Mandurah Inner Area differ from that in the
Metropolitan Area as a whole. In the Inner Area, there is a higher proportion of
retirees whose travel patterns are different from that of the general population (source:
Enquiry by Design Briefing papers). The overall trip generation rates for Mandurah
have been adjusted slightly to take into consideration these factors. They are shown in
Table 3.4.
Table 3.4: Daily Motorised Trip Rates - Mandurah Inner Area
Trip Purpose Average Trips per Person Average Trips per Household
Work 0.6 1.65
Education 0.2 0.55
Other 1.7 4.67
Total 2.5 6.87
Note Persons per household was assumed to be 2.75.
(source: Road Reserves Review)
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Trip attractions
Trips are attracted to work places, education facilities, shopping facilities, community
facilities and residential areas. The trip attractions have been based on the Road
Reserves Review analysis based on the 1986 Travel Survey, adapted for local travel:
Work Attractions = 1.36 trips per job
Education Attractions = 0.8 trips per primary/secondary enrolment
+ 0.9 trips per tertiary enrolment
Other Attractions = 1.0 trips per dwelling units
0.4 trips per m 2 retail floor area
0.7 trips per school enrolment
1.1 trips per job
These rates include trips from/to the Mandurah Inner Area finishing and/or starting
outside the model area.
Concurrent with this study, Main Roads were undertaking the Peel Development
Strategy Study using the regional model. Regional traffic volume estimates have been
used as input to this model. External through trips were estimated using preliminary
modelling results from the Strategic Study plus output from the MRWA trips model,
1996. The area of coverage of the strategic model was set to allow the model to reflect
future proposals for the Perth-Bunbury Highway, which features in The Inner Peel
Region Structure Plan Mandurah - Pinjarra/Point Grey, Western Australian Planning
Commission, July 1996.
The outer network comprised:
Fremantle Road;
Mandurah Bypass;
Old Coast Road;
South Western Highway;
Pinjarra Road;
Old Bunbury Road;
Del Park Road; and
Lakes Road.
Within the City of Mandurah boundary other important roads supplement the road
network such as:
Gordon Road;
Mandurah Terrace;
Anstruther Road;
Murdoch Drive;
Coodanup Drive;
Leslie Street;
Boundary Road; and
Coolibah Avenue.
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Only the strategic road structure has been modelled west of the Mandurah Estuary, in
the areas of Halls Head, Erskine and Falcon.
From this strategic model, the amount of external to external (through) traffic for the
Inner Area was estimated. Volumes were calculated as a percentage of the trips on the
road in question which were still travelling on any of the other boundary road links.
The results are shown in Table 3.5.
Table 3.5: Boundary Road Volumes and Through Trip Percentages
Boundary Road Location
1996 Two-way Average
Weekday Traffic Volume
Estimated Percentage of
Trips not stopping in the
Mandurah Inner Area 1
Mary Street west of Old Coast Road 8,050 32%
McLararty Road north of Old Coast Road 9,610 64%
Old Coast Road west of Mandurah Bypass 23,650 45%
Coodanup Dr east of Mandurah Bypass 4,740 55%
Pinjarra Rd east of Fremantle Rd 21,820 37%
Murdoch Dr east of Fremantle Rd 6,340 43%
Rouse Rd, east of Fremantle Rd 8,150 46% 2
Gordon Rd east of Fremantle Rd 11,200 42%
Fremantle Rd north of Mandurah Terrace 24,740 51%
1. based on select link analysis from previous EMME/2 modelling of wider road network
2. Assumed based on average of other links
(source: Main Roads Strategic Model)
3.4.2 Trip Distribution
Trip distribution is the process whereby two-dimensional matrices of trips are
produced from the one-dimensional production and attraction matrices. The
distribution for the model has attempted to take into account the different travel
patterns experienced in the Mandurah Inner Area. Overall journey lengths within the
area are lower than the Metropolitan average due to the relative convenience of local
facilities compared with the length of travel that would be required to use alternative
competing facilities. The exception to this is the regional travel demand to Perth.
Trips within the Inner Area have been distributed based on the following formula
which minimises the length of travel distance:
f = (distance) -2
External to Inner Area, Inner Area to external and external through trips were
distributed separately based on the proportions shown in Table 3.5.
3.4.3 Assignment
The EMME/2 assignment model uses a linear approximation algorithm to solve the
capacity restrained highway assignment.
The trips are distributed around the network by EMME/2 in such a way that their total
travel time is minimised. The shortest travel time calculations are based for the road
network and take into consideration the road type, average speed and number of lanes
along each route. This is done in several iterations to allow the congestion to be
included in the travel time calculations.
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3.5 Calibration
The traffic count data provided by MRWA and the City of Mandurah was used to
calibrate the model. In general, the counts refer to the base year (1996) although some
represent data from earlier or later years if base year counts were not available or
appeared atypical. These counts are summarised in Table 2.2. A total of 33 link
counts were used in the calibration process.
The calibration process for this project involved minor adjustments to the traffic
functions of the roads within the study area. The number of trips in the base model
was adjusted using the ‘select link’ method. This involves factoring up or down all
trips on one link so that the modelled volumes match more closely the surveyed
volumes.
The results are shown in Table 3.6 which reports surveyed and modelled link volumes
for a variety of locations arranged in five groups.
The calibration results show that on some links, such as Mandurah Terrace between
Peel Street and Pinjarra Road; Sutton Street between Pinjarra Road and Gibson Street;
and Pinjarra Road, west of Sholl Street; the traffic volumes are under-represented.
This is most likely due the number of vehicles which circulate in the City block for
parking, delivery, multiple linked trip or other purposes. This is difficult to represent
in the model as trips are modelled as going directly from the origin to their destination
without the circulating in between. This needs to be taken into consideration when
interpreting model outputs.
Within the inner cordon counts the model over estimates traffic volumes on Mandurah
Terrace north of Anstruther Road (Count No.1). However, this is counterbalanced to
some extent by a slight under-representation of traffic on Anstruther Road, south of
Mandurah Terrace (Count No.2). Overall, the model estimates approximately 0.4%
more trips than were surveyed, which is an acceptable fit.
The calibration of the Mandurah EMME/2 model has been undertaken to a level of
accuracy relevant for a strategic network model of this type. There are several
methods of confirming the calibration of a model which have different ranges of
acceptable outcomes.
The Mandurah EMME/2 model has been calibrated using the Mean Average
Difference (MAD) ratio. This ratio aims for a good fit between modelled and
surveyed volumes on all types of links in the network. The level of detail added to the
revised model required a greater importance than usual being put on achieving a good
calibration on the lower-order links. As can be seen from the results, the majority of
links are within 0% and 10%. The MAD ratio achieved of 6.9% indicates a good
calibration and a level which has been accepted on numerous projects in Australia and
New Zealand. These results are better than calibration results accepted by both State
and Local Governments as well as private organisations.
An alternative method of calibration using the GEH Statistic, is described in the UK
Design Manual for Roads and Bridges: Volume 12, Section 2, Part 1 (Traffic
Appraisal of Road Schemes – Traffic Appraisal in Urban Areas). This manual also
15/08/01.DE01752:MODELLINGREPORT5.DOC 12

gives alternative criteria for the assessment of model calibration (peak hour), as
follows:
Individual flows within 15% for flows 700-2,700vph;
Individual flows within 100vph for flows < 700vph;
Individual flows within 400vph for flows > 2,700vph; and
Compliance with the above in 85% or more of the calibration sites considered.
The calibration results have also been converted to the above method of evaluation by
assuming a ratio of peak to daily traffic volumes of 12.0. The results show that
compliance was achieved for 29 out of 33 sites. This equates to a compliance of 88%
which is better than the minimum level of compliance of 85% of cases. The peak to
daily conversion factor was changed to 8.0 and the same results were achieved.
These results indicate that the Mandurah EMME/2 model meets the acceptable
calibration guidelines from internationally recognised guidelines as well as current
modelling practice. The calibration has been adopted on the basis that attempting
further to force the model to calibrate would be detrimental to the model flexibility in
the future year scenarios when current conditions have changed.
A separate ‘validation’ stage was not included as all available count information was
used to improve the model rather than excluded from the model development process
to provide an arbitrary check. It is considered that that this has improved the base
model because it has had more locations where it has been matched to the existing
conditions providing an overall better fit.
The level of through traffic assumed in the model was estimated based on an
assessment of the total volumes on each of the external links, the results of the
MRWA model and the preliminary modelling completed for this project. No other
reliable sources of information on through-traffic numbers was available when this
model was being developed. While it would have been preferable to have origindestination
data on which to base this part of the analysis, we consider that the method
used provides a reasonable approximation in the absence of such data.
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Table 3.6: Calibration Results
Site
No.
Location
Surveyed
Volume (vpd)
Modelled
Volume
Difference
Difference
(%)
Absolute
Difference (%)
Inner Cordon
1 Mandurah Tce north of Anstruther Rd 10,170 12,037 1,867 18% 18%
2 Anstruther Rd south of Mandurah Tce 6,030 5,914 -116 -2% 2%
3 Pinjarra Rd east of Anstruther Rd 14,130 13,308 -822 -6% 6%
4 Boundary Rd south of Pinjarra Rd 950 940 -10 -1% 1%
5 Leslie Street south of Pinjarra Rd 4,550 4,269 -281 -6% 6%
6 Mandurah Town Bridge 15,430 15,149 -281 -2% 2%
A Sub-Total 51,260 51,617 357 1%
External Zones
7 Mary Street east of Old Coast Road 8,050 8,476 426 5% 5%
8 McLararty Road north of Old Coast Road 9,610 8,974 -636 -7% 7%
9 Old Coast Road south of Mandurah Bypass 23,650 22,224 -1,426 -6% 6%
10 Coodanup Dr east of Mandurah Bypass 4,740 4,907 167 4% 4%
11 Pinjarra Rd east of Fremantle Rd 21,820 22,672 852 4% 4%
12 Murdoch Dr east of Fremantle Rd 6,340 6,588 248 4% 4%
13 Rouse Road east of Fremantle Road 8,150 8,007 -143 -2% 2%
14 Gordon Rd east of Fremantle Rd 11,200 10,944 -256 -2% 2%
15 Fremantle Road north of Mandurah Road 24,740 24,550 -190 -1% 1%
B Sub-Total 118,300 117,342 -958 -1%
Within Study Area
16 Peel St east of Mandurah Tce 1,680 1,816 136 8% 8%
17 Park Rd south of Reserve Dr 6,455 7,538 1,083 17% 17%
18 Cooper St east of Forrest St 850 979 129 15% 15%
19 Anstruther Rd north of Peel St 5,400 5,554 154 3% 3%
20 Sutton St north of Tuckey St 8,970 8,819 -151 -2% 2%
21 Mandurah Tce north of Tindale St 9,940 11,346 1,406 14% 14%
22 Mandurah Tce south of Peel St 11,420 9,117 -2,303 -20% 20%
23 Pinjarra Rd west of Sholl 14,450 13,591 -859 -6% 6%
24 Pinjarra Rd west of Fremantle Rd 24,100 24,245 145 1% 1%
C Sub-Total 83,265 83,005 -260 0%
Outer Area
25 Fremantle Rd north of Pinjarra Rd 25,910 25,637 -273 -1% 1%
26 Fremantle Rd north of Gordon Rd 22,000 21,491 -509 -2% 2%
27 Fremantle Rd south of Gordon Rd 25,310 23,989 -1,321 -5% 5%
28 Old Coast Rd south of Mary St 7,773 8,691 918 12% 12%
D Sub-Total 80,993 79,808 -1,185 -1%
Inner Cordon
29 Mandurah Bypass south of Pinjarra Rd 19,230 22,230 3,000 16% 16%
30 Leslie St north of Mandurah Bypass 7,090 8,466 1,376 19% 19%
31 Coolibah Ave south of Pinjarra Rd 5,680 5,264 -416 -7% 7%
32 Coolibah Ave east of Leslie St 4,020 4,286 266 7% 7%
33 Mandurah Bypass at bridge 21,030 20,304 -726 -3% 3%
E Sub-Total 57,050 60,550 3,500 6%
Total 390,868 392,322 1,454 0.4%
Mean Absolute Difference 6.9%
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3.6 Correction Factors
For some of the modelled locations, the modelled volume cannot be calibrated to the
surveyed volume. This may be for a number of unique reasons that are location
specific. In order to better interpret the output from future year forecasts, correction
factors may be applied where considered appropriate to critical links. Based on the
results of the calibration, the critical links shown in Table 3.7 may have correction
factors, if appropriate.
Table 3-7 Possible Correction Values to model outputs
Site
No.
Location
Inner Cordon
Surveyed Volume
(vpd)
Modelled
Volume
Possible
Correction
Factor to
modelled
output
21 Mandurah Tce north of Tindale St 9,940 11,346 -1,400
1 Mandurah Tce north of Anstruther Rd 10,170 12,037 -1,870
22 Mandurah Tce south of Peel St 11,420 9,117 +2,300
29 Mandurah Bypass south of Pinjarra Rd 19,230 22,230 -3,000
17 Park Rd south of Reserve Dr 6,455 7,538 -1,080
30 Leslie St north of Mandurah Bypass 7,090 8,466 -1,380
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4. Future Scenarios
In order to predict the future transport demands in the Mandurah Inner Area, the
landuse and road network have been adjusted to take into account planned growth and
network improvements. Future changes in travel patterns are expected due to major
public transport improvements such as the planned construction of the South West
Railway to Mandurah. The impacts of the Metropolitan Transport Strategy on traffic
volumes in the area have also been tested.
4.1 Future Population and Landuse - 2021
As part of this Strategic Land Use and Transport Integration Study, areas within the
Mandurah Inner Area have been identified which could sustain growth in activity.
The additional growth in population, employment, education, retail and commercial
activity has been added to the 1996 model. The Department for Planning and
Infrastructure provided detailed forecasts for planning data for 2021.
The increases in land use have been based on the medium to long-term projections
from the Inner Peel Regional Structure Plan. The implications for landuse for the
Mandurah Inner Area are shown in the Strategic Plan (Figure 4.1) and are
summarised in Table 4.1.
Table 4.1: Summary of Base Year Land Use Data, 1996 and 2021
Landuse Category 1996 2021 Increase
Dwellings 4,820 7,400 54%
Total Population 11,070 17,540 58%
Primary/ Secondary Enrolments 2,700 3,400 26%
TAFE / Tertiary Enrolments 300 400 33%
Business/Commercial Floor Area (m 2 ) 108,470 156,350 44%
Total Employees 7,100 12,330 74%
(source: Department for Planning and Infrastructure)
Growth in residential population has been estimated using the area of new mediumdensity
dwellings which is expected to replace some of the current low-density
dwellings, based on the Strategic Plan. Special development areas such as Mandurah
Marina have been included in accordance with the approved Structure. The population
of areas remaining with low-density dwellings were assumed to be unchanged.
The educational enrolment forecasts were based on MRWA 2021 model inputs,
modified by Sinclair Knight Merz. Modifications were based on assessment of
existing mapping and conversations with some of the educational establishments to
gauge any likely expansion plans. Previous studies were also researched to assist in
determining a realistic forecast scenario.
The City of Mandurah Retail Strategy (City of Mandurah Retail Strategy, City of
Mandurah, March 1993) was used as a source to guide the distribution of future retail
provision within the modelled area. This reference indicates the pattern of retail
development and supply through to 2011. Further expansion of the regional and
district retail centres was supplemented by additional local/neighbourhood centres up
to 2021 based on analysis of the forecast population growth. Additional retail floor
space details are shown in Appendix A.
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Development predictions for the Mandurah Ocean Marina were taken from the
“Mandurah Ocean Marina – Proposed Land Uses” Draft Report (Sinclair Knight
Merz, December 1999). This reports that the new marina development is expected to
include approximately 600 residential/tourist dwellings, 4,840m 2 GFA, 400 additional
jobs plus boat ramps, fuel depots, etc.
The retail floor area in the Mandurah Forum was assumed to increase by 50% with a
20% increase in other employment. Retail area in Mandurah CBD was assumed to
increase by 20%. Employment in the North Mandurah industrial area was assumed to
increase by 100% from 1996 levels.
4.2 Future Population and Landuse – 2006, 2011 and 2031
In consultation with the Department for Planning and Infrastructure, population and
Land Use statistics were estimated as interpolations between the 1996 and 2021 base
line statistics. This interpolation is rational on the basis that the growth in the Inner
Area will be incremental. Exceptions were made for key developments that were
anticipated to occur on a ‘one-off’ basis rather than incrementally – such as the
Mandurah Marina Precinct. The Department for Planning and Infrastructure also
provided land use data forecasts for 2031. Details of land use data by zone are
included in Appendix A.
Table 4.2: Summary of Land Use Data, 1996, 2006, 2011, 2021 and 2031
Landuse Category 1996 2006 2011 2021 2031
Dwellings 4,820 6,570 6,840 7,400 7,470
Total Population 11,070 15,470 16,160 17,540 17,700
Primary/ Secondary Enrolments 2,700 2,980 3,120 3,400 3,500
TAFE / Tertiary Enrolments 300 340 360 400 420
Business/Commercial Floor Area (m 2 ) 108,470 132,750 140,620 156,350 186,270
Total Employees 7,100 9,580 10,500 12,330 17,290
(source: Department for Planning and Infrastructure)
Between 2021 and 2031 growth is expected to be very slow as Central Mandurah is
expected to be largely developed by then. Information provided by the Department for
Planning and Infrastructure has been manipulated to bring selected major projects,
such as the Mandurah Marina, earlier into the overall development horizon. This has
resulted in the DPI forecasts being achieved by 2021, rather than by 2031 in the DPI
data. The employment trend scenario, included in Table 4.2 is indicative only and DPI
advises that the 2031 employment figure for central Mandurah may be overestimated.
4.3 Future External Trips
In assessing future external trips, consideration was given to the MRWA Peel
Regional Road Network Development Strategy. Output from the MRWA trips model
for 2021 was obtained for this study. Forecast volumes were obtained for two
scenarios (one with the Kwinana Freeway link to Mandurah Northern Bypass) and
both with the Peel Deviation and Kwinana Freeway extension (illustrated on Figure
4.2).
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Full volume plots and cordon plots (where the cordon corresponded with the
Mandurah model) were obtained, allowing the volumes of the boundary roads and the
through trip percentages to be determined. These volumes were checked with the Peel
Regional Road Network Development Strategy – Summary Report produced by
MRWA in July 2001, and are shown in Table 4.3.
Table 4.3: 2021 Boundary Road Volumes and Through Trip Percentages
Boundary Road Location
2021 Predicted Two-way
Average Weekday Traffic
Volume
Estimated Percentage of
Trips not stopping in the
Mandurah Inner Area1
Mary Street west of Old Coast Road 12,110 30%
McLarty Road north of Old Coast Road 9,980 65%
Old Coast Road west of Mandurah Bypass 35,770 50%
Leslie Street south of Mandurah Bypass 5,350 45%
Coodanup Dr east of Mandurah Bypass 10,650 50%
Pinjarra Rd east of Fremantle Rd 34,370 39%
Murdoch Dr east of Fremantle Rd 6,870 35%
Exchequer Avenue, east of Fremantle Road 9,560 45%
Kwinana Freeway Link, east of Fremantle Road 18,120 55%
Rouse Road east of Fremantle Road 7,030 45%
Gordon Rd east of Fremantle Rd 9,790 28%
Fremantle Rd north of Mandurah Terrace 15,620 35%
(source: Main Roads Western Australia)
Future external trips for the intervening years were similarly estimated using MRWA
model outputs and cordon plots. The MRWA model does not extend to 2031 so for
this forecast year external trips were estimated using the growth trend. Through trip
percentages for 2031 were estimated based on the assumption that traffic growth
between 2021 and 2031 would be trips attracted to the area from the boundary roads.
4.4 Future Road Network Upgrades
The future road network upgrades for testing were agreed with the Department for
Planning and Infrastructure, Main Roads and the City of Mandurah. Each of the model
runs was designed to examine the impact of land use changes with and without road
modifications. The 7 scenarios that were tested are summarised in Table 4.5.
The logic for each of the scenarios tested is described below
2006 Runs
For 2006, there was assumed to be little or no influence of MTS strategies on ‘trend’
and ‘MTS’ modelling outcomes. (Note: MTS strategies are explained in section 4.5.3).
Run 1
This is generally a simple do nothing other than committed works scenario. The
intention of this network is to determine the issues that would arise if only minimum
proposals in the strategic development plan are implemented over the next 5 years.
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Run 2
This generally tests all of the proposals in the development plan that the Department
for Planning and Infrastructure view as possibly worthy of implementation over the
next 5 years.
Reasonable traffic volumes on new road infrastructure will confirm its usefulness.
Low volumes will indicate that upgrading works may not be needed by 2006.
2011 Runs
The trip matrix for 2011 runs has been reduced by 5 % from the general trend to
reflect the potential for MTS strategies to have an impact on the demand for private
vehicle travel (in favour of walking, cycling, public transport and car passenger).
Run 3
This is a minimum road upgrading scenario for the 2011 timeframe. Its intention is to
test the impact that might result from an absolute minimum investment in new road
infrastructure over the next 10 years.
Run 4
This is a test of the network reasonably expected to be in place by 2011.
The intention of this run is to test the infrastructure that the Department for Planning
and Infrastructure and City of Mandurah might reasonably expect to have in place by
2011. Reasonable traffic volumes on new road infrastructure will confirm its
usefulness. Very low volumes will indicate that upgrading works may not be needed
at the 2011 time horizon.
2021 Runs
The trip matrix for 2021 runs has been reduced by 10% from the general trend to
reflect the potential for Metropolitan Transport Strategy (MTS) targets to have an
impact on the demand for private vehicle travel (in favour of walking, cycling, public
transport and car passenger).
Run 5
This is a test of the minimum road network reasonably expected to be in place by
2021. The network does not include grade separation of Pinjarra Road and Fremantle
Road.
Run 6
This is a test of the maximum road network reasonably expected to be in place by
2021. The difference between Run 8 and Run 9 is the proposed connection of Road A
to the Kwinana Freeway. The network does not include grade separation of Pinjarra
Road and Fremantle Road.
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2031 Run
In accordance with directions provided by the Department for Planning and
Infrastructure, the trip matrix for 2031 has been reduced by 15% from the general
trend to reflect the potential for MTS strategies to have an impact on the demand for
private vehicle travel (in favour of walking, cycling, public transport and car
passenger). The results for this scenario are reported as MTS. The 15 % difference
between the trend case and the MTS case is more significant at this timeframe.
Run 7
This is a test of the road network reasonably expected to be in place at 2031 and
represents a substantial build out scenario for the Mandurah Inner Area.
All model runs include a highly interconnected (grid) street network that is capable of
dispersing traffic flows during peak and other busy times.
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Table 4.5 Scenario Tests
RUN NUMBER Base
Model
Project Description 1996 2006
Trend
/MTS
Mandurah Town
Bridge
Replacement and widening of the existing bridge to three lanes (two
eastbound, one westbound)
Pinjarra Road Widening to four lanes (Sutton (George) Street to Fremantle Road)
plus space for turning in median
Lanyon
Street/Davey
Street
Comet Street and
Dadger Street Link
Mandurah Estuary
Bridge
Development on
southern side of
Mandurah Bypass
near Leslie Street
New North-South
Road
Allnutt Street East-
West Link
Intersection of
Fremantle Road,
Allnutt Street and
Murdoch Street
Realignment of Davey Street to connect to junction of Lanyon Street
& Anstruther Road, extension of Lanyon St to Dover St
Extend Leigh Street to Gillark Street to provide direct between
Anstruther Road and Leslie Street
1 2 3 4 5 6 7
2006
Trend
/MTS
2011
Trend
/MTS
2011
Trend
/MTS
2021
Trend
/MTS
2021
Trend
/MTS
2031
MTS
No No No No Yes Yes Yes Yes
No No Yes No Yes Yes Yes Yes
No No Yes Yes Yes Yes Yes Yes
No No Yes No Yes Yes Yes Yes
Duplication of the existing bridge No No No No Yes Yes Yes Yes
Connection to the intersection of Mandurah Bypass and Leslie Street No Yes Yes Yes Yes Yes Yes Yes
New road between Allnutt Street and Fremantle Road to the north of
the new station to provide access to the planned mixed landuse area
Option D including widening of Allnutt Street and Scott Street to
include median with space for turning vehicles, relocation of the
bowling club greens, realignment of Scott Street to connect to the
junction of Anstruther Road and Peel Street and widening of Allnutt
Street to four lanes at the east end to Fremantle Road
No No Yes Yes Yes Yes Yes Yes
No No Yes Yes Yes Yes Yes Yes
New four-way intersection with localised widening. No Yes Yes Yes Yes Yes Yes Yes
Fremantle Road
Overbridge at
Pinjarra Road
Grade separation of the intersection of Fremantle Road, Mandurah
Bypass and Pinjarra Road. Fremantle Road to go over Pinjarra
Road plus construction of ramps.
No No No No No No No No
Widening of
Fremantle Road
and Mandurah
Bypass to six
lanes
Connection of
Clarice Street to
northbound onramp
Widening to six lanes from Allnutt Street to south of the new
Fremantle Road overbridge to allow the development of the ramps
and avoid sudden lane merges
Connection of Clarice Street to northbound on-ramp plus connection
of the Mandurah Forum carpark to Clarice Street to allow alternate
access (left-out only)
No No No No Yes Yes Yes Yes
No No Yes Yes Yes Yes Yes Yes
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Table 4.5 Scenario Tests
RUN NUMBER Base
Model
Project Description 1996 2006
Trend
/MTS
Anstruther Road
from Mandurah
Terrace to Pinjarra
Road
Mandurah Terrace
from Anstruther
Road to Fremantle
Road
Leslie Street from
Mandurah Bypass
to Pinjarra Road
1 2 3 4 5 6 7
Widening to include median with space for turning vehicles No No Yes No Yes Yes Yes Yes
Widening to four lanes plus space for turning in median No No Yes No Yes Yes Yes Yes
Widening to include median with space for turning vehicles No No Yes No Yes Yes Yes Yes
2006
Trend
/MTS
2011
Trend
/MTS
2011
Trend
/MTS
2021
Trend
/MTS
2021
Trend
/MTS
2031
MTS
Kwinana Freeway
Link
Road A and Road
B
Extension of
Exchequer
Avenue
Gordon Road
Connection
Connection of Road A to the Freeway No No No No No No Yes No
Connection of Fremantle Road via Road A and Road B No No Yes Yes Yes Yes Yes Yes
Extension to the realigned Fremantle Road No No Yes Yes Yes Yes Yes Yes
Extension of Gordon Road to Mandurah Terrace (note this link has
already been constructed, but was not completed in 1996)
No Yes Yes Yes Yes Yes Yes Yes
Peel Deviation New Freeway to bypass Mandurah and the Old Coast Road No No Yes Yes Yes Yes Yes Yes
No No No Yes Yes Yes Yes Yes
Kwinana Freeway
Extension
Construction of Freeway extension between Safety Bay Road and
Lakes Road
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4.5 Public Transport
Modifications to the predicted number of future car trips were applied to take account
of the public transport initiatives planned for Mandurah based on current proposals
and MTS initiatives.
4.5.1 Rail Based Public Transport
The Perth-Mandurah Railway is scheduled to be operational by December 2006. Two
stations are proposed within the study area, namely at Mandurah (Allnutt Street) and
at Gordon Road. The railway route will be northwards through to the Perth
Metropolitan area. Park and Ride provision at the two station sites has been assumed
as 600 bays and 400 bays respectively.
In modelling terms the railway will provide links between the study area and the north
(including Perth). Two new zones have been added to the model to represent the
railway stations and associated parking facilities, these being:
Mandurah Central Station = Zone 102; and
Gordon Road Station = Zone 103.
The Department for Planning and Infrastructure has predicted that the Mandurah
Terminus would attract approximately 2,000 patrons during the morning peak two
hour period (Mandurah Inner Area Strategic Land Use and Transport Integration
Study, Enquiry by Design Workshop Briefing Report, 2001). Assuming that this peak
two-hour period represents 33% of the total daily patronage, the daily number of
patrons at this station would be 6,000.
The patronage at the Gordon Road Station has been apportioned based on the number
of parking spaces provided at the two stations. We have therefore assumed that 4,000
daily trips would be attracted to the Gordon Road station.
Some of these new rail trips would be diverted from modes other than car driver
including car passenger and bus passenger. We have assumed that of the 10,000 total
daily rail trips for the two stations, 40% would divert from car passenger and existing
bus passenger modes. This leaves 6,000 car driver trips diverted to rail.
These rail trips have been removed from the future trips planned for the Fremantle
Road and Kwinana Freeway Link external zones. For the total 2021 daily trips
predicted for the Fremantle Road (15,600vpd) and the Kwinana Freeway Link
(18,100vpd), these 6,000vpd trips for the new rail line represent a 18% reduction in
the total number of trips north.
In the current trend assessment the full capacity of the park and ride sites was taken
into account. We have assumed that the majority (70%) of the new rail passengers
would arrive by walk, cycle, car pool or bus for travel to/from the rail stations. Of the
remaining passengers, one-third (ie. 10% of the total passengers) were assumed to use
the park and ride facilities as car driver. The remaining two thirds were assumed to
arrive by Kiss’n’Ride. These trips have been added back in to the network to the new
zones 102 and 103 such that the trips from each zone travel to their closest station.
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The net change in car trips, allowing for the diversion of trips onto rail, additional trips
to Park’n’Ride spaces and Kiss’n’Ride trips is a reduction of 3,070 total trips. The
Park’n’Ride and Kiss’n’Ride trips also reduce total travel as the car components of
their journey are much shorter.
4.5.2 Bus Based Public Transport
Transperth has a preliminary bus network planned for Mandurah through to 2006. To
estimate the impacts of bus travel for future years, zones were divided into three
groups based on their access to the proposed bus routes.
Group 1:
Group 2:
Group 3:
Good Access, ie. those zones which have two or more bus routes running
though/past them.
Medium Access, ie. those zones which have one of the proposed bus
routes running through/past them.
Poor Access, ie. those zones which have no bus routes running
through/past them.
The proportion of trips diverted from car to bus was based on the group of the origin
and destination zone. The assumed car driver trip reductions are shown in Table 4.3.
These trips were subtracted from the overall trip matrix. The total number of car trips
removed from the travel demand matrix was approximately 700 trips per day.
Table 4.3: Local Transfer Travel to Other Modes
Group To
1 2 3
Group From
1 5% 2.5% 0%
2 2.5% 1.25% 0%
3 0% 0% 0%
4.5.3 Metropolitan Transport Strategy
The 1995 Metropolitan Transport Strategy sets targets for reducing the amount of car
driver travel. The aim of the strategy is to influence travel behaviour to reduce the
length of journeys as car driver and divert as many trips as possible onto alternative
transport modes such as public transport, cycling, car pooling, walking or not
travelling (e.g. teleworking).
This strategy recommends that 24.5% of car driver trips can be diverted onto
alternative modes. Due to the distance of Mandurah from Perth (which is a major
destination for trips) and other regional centres such as Rockingham, Fremantle and
Pinjarra, it is considered that this target may not be achievable in the short to medium
term for the Mandurah area. Targets of 5% were used for 2011, 10% for 2021 and
15% for 2031.
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5. Model Forecasts and Implications
5.1 Forecast Traffic Volumes
Forecast traffic volumes for the 7 scenarios are illustrated graphically in Figures 5.1
through to 5.7.
This section of the report discusses the traffic forecasts for each of the key streets in
the network and the implications for street cross sections.
5.2 Road System
The road system incorporates a road hierarchy which includes primary distributors,
district distributor integrators, neighbourhood connectors and access streets. The
proposed road system for the Mandurah Inner Area is shown in Figure 5.8
Each of these groups of roads are discussed in turn
5.3 Primary distributors
Primary distributors form the regional grid of traffic routes, catering for inter- and
intra- regional traffic. They are the major truck routes and are under the control of
Main Roads.
Under the proposed Peel Region Scheme, primary distributors will be classified as
‘Primary Regional Roads’ (commonly referred to as ‘red’ roads).
5.3.1 Kwinana Freeway – Peel Deviation Highway
This major road serving the South West Corridor and the Peel Region will be the
Kwinana Freeway- Peel Deviation Highway. The Main Roads traffic volume
estimates indicate that the Peel Deviation should be considered for construction
around 2006 and the Kwinana Freeway extension by around 2011. The main impact
on the Inner Area will be a reduction in traffic volumes on Mandurah Bypass/
Fremantle Road immediately after its construction and a long term reduction in the
percentage of ‘through’ trips.
5.3.2 Fremantle Road / Mandurah Bypass
The Fremantle Road/Mandurah Bypass will be the major arterial distributor road
serving the South West Corridor and the City of Mandurah. It will link the major
centres and urban areas within the corridor.
Forecast traffic volumes are included in Table 5-1.
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Table 5-1 Traffic forecasts for the Fremantle Road/ Mandurah Bypass
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
South of Gordon Road 25,310 N/a 33,400 15,200 18,200 15,900 19,600 19,500 19,500
South of Allnutt Street 25,310 29,520 34,600 31,000 30,000 30,000 35,000 35,300 41,200
South of Pinjarra Road 19,230 N/a 25,400 20,000 39,400 25,000 31,300 31,000 31,000
Mandurah Estuary Bridge 21,030 23,240 24,700 18,400 23,700 22,500 28,300 28,400 28,400
Test options 2 through to 7 include the Peel Deviation. The influence of the Peel
Deviation is to reduce traffic volumes on Mandurah Estuary Bridge by about 6,000
vehicles per day.
It is, however, forecast that volumes on Mandurah Estuary Bridge would be returned
to present day levels before 2021 due to the increase in traffic from the developments
south of Mandurah. If the growth in development is rapid, traffic volumes could
increase to their present day levels by 2011.
On this basis, it is recommended that the Duplication of the Mandurah Estuary Bridge
should be considered for the period 2011 to 2021.
The travel forecasts through to 2031 include a 15% allowance for the impact of MTS
strategies in reducing private vehicle demand. Hence the normal growth would be
counterbalanced by more environmentally balanced modes of travel to more localised
destinations.
The forecast volumes in the vicinity of Pinjarra Road are expected to continue to grow
through the influence of district level traffic replacing regional traffic. On the basis of
the traffic forecasts, widening to 6 traffic lanes in each direction between Leslie Street
and the Mandurah Northern By-pass should be considered in the period 2012 – 2021.
In the short to medium term, widening may be required at major intersections,
depending on the influence of the South West Railway on turning traffic movements.
This should be reviewed after the opening of the railway and Transit Station. The
forecast growth of traffic on Pinjarra Road indicates that grade separation of Pinjarra
Road and Mandurah Bypass/ Fremantle Road should be considered by 2021.
5.4 District Distributor Integrators
These routes serve a dual function of carrying traffic efficiently and providing
development frontage for adjoining properties. They are classified A or B according to
projected traffic and urban design.
District Distributor Integrator A routes suit tertiary education, civic, retail and
commercial activities. They typically carry 15,000 – 35,000 vehicles per day and
have two travel lanes in each direction. Direct access to properties may need to be
limited for some activities.
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Under the proposed Peel Region Scheme, district distributor integrator A roads
will generally be reserved as ‘Other Regional Roads’ (commonly referred to as
‘blue’ roads).
District Distributor Integrator B routes suit pedestrian-based retail streets, home
based businesses and integrated residential. They typically carry 7,000-20,000
vehicles per day and will typically have at least one clear travel lane in each
direction and a parking/manoeuvring lane.
5.5 District Distributor Integrator A
5.5.1 Pinjarra Road
Traffic forecasts for Pinjarra Road are summarised in Table 5-2.
Table 5-2 Traffic forecasts for Pinjarra Road
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
West of Fremantle Road 24,100 25,480 28,400 30,100 32,700 33,300 37,600 37,000 31,700
East of Anstruther Road 14,130 16150 17,500 24,100 19,900 25,300 27,000 26,900 22,600
West of Anstruther Road - - 14,300 20,100 16,100 20,800 23,100 23,100 20,500
East of Leslie Street 14,450 - 18,400 23,400 20,500 24,800 27,500 27,500 26,400
Mandurah Town Bridge 15,430 N/a 18,500 19,800 19,300 20,800 22,200 22,100 22,100
Test 2, 4, 5, 6 and 7 have Pinjarra Road widened to a 4-lane road between Sutton
(George) Street and Fremantle Road. Were this to occur by 2006 (test 2) then traffic
volumes in the central section of Pinjarra Road could be expected to increase to
20,000 – 24,000 vpd. Pinjarra Road would effectively draw traffic away from all other
east-west roads in the area. The projected increase in traffic is not expected to come
from a reduction on any one particular street.
Without the widening by 2006, Pinjarra Road would be expected to be operating close
to its capacity and traffic would need to find alternative routes.
By 2011, the predicted traffic volume without widening is at the limit of capacity for
its current cross section.
It is recommended that Pinjarra Road be widened to a 4-lane arterial road (between
Sutton (George) Street and Fremantle Road) by 2011 at the very latest to provide an
adequate level of service for its role within the network, the proposed land uses and
for the predicted traffic volumes. The ability to undertake widening close to the City
Centre between Sutton Street and George Street will very much depend on access
needs for adjacent land uses and the engineering and other constraints in this area.
Detailed designs for Pinjarra Road between Sutton Street and George Street will need
to consider land use and engineering constraints prior to finalising the road reserve
width.
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East of Dower Street, Pinjarra Road has, and will continue to have, an important role
in providing right turning access to/from Mandurah Forum and the adjacent
neighbourhood connectors of Coolibah Avenue and Dower Street. For this reason, it is
recommended that, subject to detailed design investigations, the road reserve between
Dower Street traffic signals and Arnold Street traffic signals be increased to 28m
(currently 25m).
Pinjarra Road is proposed to be designated an ‘Other Regional Road’ under the draft
Peel Regional Scheme.
Over the last 20 years, Pinjarra Road has developed as a car based ‘main street’.
Planning undertaken in this Study at the Enquiry-by-Design Workshop reconfirmed
that Pinjarra Road should be retained (and further redeveloped) as a car based ‘main
street’. Of particular relevance to Pinjarra Road is the recommendation to plan for the
extension of commercial development to the north side, supported by a parallel
continuous road structure formed by the through connection of Davey Street – Lanyon
Street to Dower Street.
The recommended cross section for Pinjarra Road between Sutton (George) Street and
Dower Street is shown in Figure 5.9..
Figure 5-9 Pinjarra Road, recommended cross section Sutton (George) Street to
Dower Street
A detailed preliminary design plan will need to be prepared to clearly define the future
road reserve. This design will need to take into full consideration existing land uses,
services, and intersections.
West of Sutton (George) Street, Pinjarra Road becomes part of the City Centre road
circulation system and is highly constrained by existing commercial buildings. It is
recommended that careful consideration be given to a future cross section and the road
reserve in this section.
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5.5.2 Mandurah Town (Old) Bridge
Forecast traffic volumes for the Mandurah Town Bridge are shown in Table 5-2. The
maximum volume forecast for the Bridge is 22,000 vpd in 2021/2031.
Test scenarios 4,5,6 and 7 all have the Bridge upgraded to 2 lanes eastbound and one
lane westbound. Without upgrading, 2006/2011 forecast volumes are around 19,000
vpd – about 20% higher than 1996 volumes. With upgrading, forecast volumes are
about 1,000 vpd higher. There is apparently little suppressed demand caused by the
restricted cross section of the bridge.
At a detailed level, a 20% increase in demand is likely to increase by 20% the number
of occurrences of ‘stopped’ flow due to left turning vehicles into Mandurah Terrace.
However, this level of delay may be acceptable in the short term, especially since the
Mandurah Estuary Bridge is expected to have reduced traffic volume after the
proposed construction of the Peel deviation. On this basis, the upgrade of the Bridge
might be delayed until 2021 (provided that it remains structurally sound).
It should be noted, however, that one major disbenefit of delaying the reconstruction
of the Bridge is that pedestrians and cyclists will continue to have a poor operating
environment until adequate facilities can be provided.
The recommended upgrade is two eastbound lanes, one westbound lane and a wide
cycle/pedestrian lane. The rationale for this is as follows:
From the south, one traffic lane will provide an exclusive left turn lane to the City
Centre via Mandurah Terrace whilst the second will provide an exclusive lane to
Pinjarra Road
From the north, Pinjarra Road will have one exclusive lane for right turning
vehicles from Pinjarra Road to Mandurah Terrace (as today) whilst the second
lane will continue to the Mandurah Town Bridge (as today).
This arrangement would provide for continuous moving traffic across the Bridge. A
separate wide shared cycle/pedestrian path would provide connectivity for pedestrians
and cyclists.
The Bridge is proposed as an ‘Other Regional Road’ under the proposed Peel Region
Scheme. Its role is to provide connectivity between Mandurah City Centre and the
residential, tourist and commercial areas on the west side of the Peel Inlet and Harvey
Estuary. The planned growth of both the City Centre and the land uses on the areas on
the west side of the Peel Inlet and Harvey Estuary will mean that the demand for this
connectivity will continue to increase.
5.6 District Distributor Integrator B
5.6.1 Mandurah Terrace
Traffic forecasts for Mandurah Terrace are summarised in Table 5-3.
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Table 5-3 Traffic forecasts for Mandurah Terrace
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
North of Gordon Road N/a N/a 9,000 8,000 6,500 8,000 10,600 10,500 11,600
South of Gordon Road 9,940 8,380 10,800 13,000 10,900 14,600 17,400 17,300 17,600
North of Anstruther Road 10,170 10,923 11,000 13,300 11,200 16,000 19,000 18,600 18,800
South of Anstruther Road N/a N/a 10,700 9,800 11,000 10,400 11,300 11,300 11,500
South of Peel Street 11,420 11,120 12,200 11,200 11,900 11,200 11,400 12,100 12,100
roundabout
Test options 2, 4, 5, 6 and 7 have Mandurah Terrace upgraded to four lanes plus space
for turning in the median.
Test options 2, 4, 5, 6 and 7 have an upgraded Anstruther Road which influences the
demand on Mandurah Terrace.
There is little significant difference between the with/without upgrading scenarios for
2006 suggesting that, from a traffic perspective, Mandurah Terrace does not require
upgrading by 2006. However, it is understood that Mandurah Terrace is planned to be
widened to improve the overall safety for traffic into and out of the industrial areas.
By 2011, however, here is an apparent suppressed (or diverted demand) of around
4,000 – 5,000 vpd between the “with” and “without” upgrading scenarios. Mandurah
Terrace would appear to be operating at capacity by 2011. In the model, diverted
traffic appears on local streets west of Mandurah Terrace and on Wyeree Road/
Morfitt Street/ Park Road. Diversion onto these predominantly residential streets from
Mandurah Terrace is considered undesirable. Consequently it is recommended that
Mandurah Terrace be upgrade to a 4 lanes divided road by 2011.
Mandurah Terrace is expected to remain a major gateway to Mandurah City Centre
from the suburbs north of Mandurah. The form and function of this road is to provide
an attractive entrance to the City, whilst at the same time providing adequate capacity
for access to and from the road from the commercial and residential areas on each side
of Mandurah Terrace. Mandurah Terrace provides a transition between the higher
speed, car dominated environment of Fremantle Road and the City streetscape of
Mandurah Terrace, south of Anstruther Road.
South of Anstruther Road, a further transition is needed between the relatively free –
flowing gateway road and the City Centre environment from Peel Street onwards. It is
therefore recommended that the section of Mandurah Terrace between Peel Street and
Anstruther Road remain in its current configuration. The City of Mandurah has
indicated its intention to mark cycle lanes on the roadway between Peel Street and
Anstruther Road. This is consistent with the environment of Mandurah Terrace in this
location.
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5.6.2 Anstruther Road
The Strategic Plan shows Anstruther Road (north of Pinjarra Road) as a business/
commercial street encouraging local employment and capitalising on the ‘movement
economy’ (passing trade). This intensification of land uses together with its central
location within the Inner Area will result in an increase in traffic volumes. Traffic
forecasts for Anstruther Road are summarised in Table 5-4.
Table 5-4 Traffic forecasts for Anstruther Road
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
South of Mandurah 6,030 5,566 7,100 9,000 7,800 9,900 11,600 11,300 11,300
Terrace
North of Peel Street 5,400 5,018 6,400 9,600 6,500 10,200 11,700 11,400 11,400
South of Cooper Street N/a - 9,000 13,100 9,500 14,000 15,100 15,100 15,100
North of Pinjarra Road N/a - 8,900 12,200 9,400 13,500 14,900 14,900 14,900
South of Pinjarra Road N/a - 2,600 3,100 2,700 3,600 3,700 3,700 3,700
Test options 2, 4, 5, 6 and 7 have an upgraded Anstruther Road which influences the
demand on Mandurah Terrace. The model incorporates a significant increase in
commercial and office land uses along Anstruther Road on a year by year basis, in line
with the Strategic Plan.
The model is forecasting a significant increase in traffic on Anstruther Road resulting
from (a) increased activity and (b) increase in capacity (upgraded to one lane in each
direction, with a median zone).
If Anstruther Road were upgraded by 2006, it would attract approximately 2,000 –
4,000 vpd from adjacent streets. However, without the upgrade, Anstruther Road
would have adequate capacity for the forecast traffic volumes of 6,400 – 9,000 vpd.
By 2011, and assuming that development occurs along Anstruther Road, the street
would continue to operate within capacity by diverting traffic to other streets
(dispersed traffic pattern). The limitations, however, are that crossing for pedestrians
would begin to become particularly difficult (at 9,000+ vpd) and parking restrictions
may reduce the rate of development to commercial/office premises.
For these reasons, it is recommended that the upgrade of Anstruther Road occur prior
to 2011, depending on the rate of development.
The recommended cross section for Anstruther Road, north of Pinjarra Road, is shown
in Figure 5.10
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Figure 5-10 Recommended Cross Section for Anstruther Road (north of
Pinjarra Road)
2 m
23 m reserve
Anstruther Road currently has a 20m road reserve, hence cross sections wider than
20m will require acquisition of land at the front of existing properties. The wider road
reservation that would be created by the property acquisition described above, would
give more long term flexibility to create kerb side parking lanes to support the
commercial areas proposed by the Strategic Plan and/or additional median treatments
to enhance pedestrian crossing opportunities.
The intersection with Allnutt Street should be designed to accommodate a signalised
intersection, if required in the longer term. A roundabout is recommended in the first
instance (up to 15 years) but the road reserve should be created to accommodate traffic
signals in the longer term.
The potential new intersection with Davey – Lanyon Street will need further detailed
investigations for the Pinjarra Road Commercial Precinct.
5.6.3 Proposed Allnutt Street East-West Link
The Allnutt Street East-West Link will be an important east-west connector between
the City and Fremantle Road. It will be a major bus route between the City Centre and
the planned Bus and Train Transit Station. It will also cater for the expected increase
in east-west traffic movements from the planned connection to Fremantle Road at
Allnutt Street/ Murdoch Drive and to/from the Transit Station.
Traffic forecasts for Allnutt Street – Peel Street East –West link are summarised in
Table 5-5.
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Table 5-5 Traffic forecasts for Allnutt Street – Peel Street East –West link
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
West of Fremantle Road N/a - 5,900 6,600 12,000 8,300 11,100 10,600 14,800
East of Park Road N/a - 5,100 6,100 9,200 7,200 7,800 7,700 9,000
West of Park Road N/a - 3,600 3,600 7,800 4,500 5,500 5,200 6,000
West of Anstruther Road N/a - 4,500 4,500 6,200 4,900 5,300 5,300 5,700
East of Mandurah
Terrace (Peel Street)
1,680 1,900 3,700 3,800 5,400 4,400 4,900 4,600 5,000
Tests 2 to 7 include a continuous east-west link on the alignment of Allnutt Street-
Scott Street – Peel Street.
Test option 3 excludes the upgrade of Mandurah Terrace and the upgrade of Fremantle
Road to 6 lanes. Traffic is hence being diverted to other streets, including Allnutt
Street to gain access from the Inner Area to the external road network.
Mandurah Terrace to Anstruther Road (Peel Street)
All forecast scenarios indicate a maximum traffic volume for this link, west of Park
Road, of 6,000 vpd. A 2-lane road would have adequate capacity for this traffic
volume.
The Strategic Plan anticipates that this section of Allnutt Street will remain residential
in nature. One of the most important considerations for this section is that it should
retain an urban residential environment whilst ensuring that bus services are not
delayed. Analysis has indicated that one traffic lane in each direction would have
adequate capacity to accommodate the forecast traffic volumes with minimal delays.
From a traffic only perspective Peel Street does not require a widening of the existing
20m road reservation to accommodate the forecast traffic volumes of 5,000-6,000 vpd.
However, the Study Steering Committee has agreed to support a widened road reserve
of 22m to permit both kerbside parking and a 2m planted median in this section.
The resultant cross section is illustrated in Figure 5.11. A 2m widening would be
required to accommodate this cross section.
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Figure 5.11 – Allnutt Street East-West Link, Anstruther Road to Mandurah
Terrace (Peel Street) .
3.2m 2m
3.2m
22m reserve
The central median zone, shown in Figure 5.11 as 2m in width, should be constructed
as a series of planted islands rather than a continuous median. Access to and from each
of the properties fronting Peel Street will be between these islands.
Anstruther Road to Park Road
The alignment would cross the existing bowling greens on the south side of the
bowling club. The plan proposes that two new replacement greens be constructed on
the north side of the club. As these would require two seasons to become fully
established, a staging of the construction of this part of the east-west link may be
required.
The City of Mandurah would have responsibility for determining the use of the
remaining land, not required for road purposes. One of the outstanding requirements
for consideration emanating from the study Enquiry-by-Design Workshop was the
need for additional local parks and playgrounds in the Inner Area. The southern
portion of the existing bowling greens that would be isolated could potentially become
a small park
The cross section agreed by the Study Steering Committee for this section of the
Allnutt Street East West Link is illustrated in Figure 5.12.
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Figure 5-12 Cross Section for Allnutt Street East West Link - Anstruther
Road to Park Road
NOT TO SCALE
2m
23m reserve
The central median zone, shown in Figure 5.12 as 2m in width, should be constructed
as a series of planted islands rather than a continuous median. Access to and from each
of the properties fronting Scott Street and Allnutt Street will be between these islands.
Park Road to Dower Street
This section of Allnutt Street is particularly important as it is the major connector for
north south demand from the northern areas via Park Road to Mandurah Forum and
other southern activities, accessed from Dower Street. It also provides for east west
access along Allnutt Street, including bus services. A dedicated right turning lane from
Allnutt Street to Dower Street will be required to provide for the demand for
southbound movement, including those to Mandurah Forum. The retention of the
roundabout at the intersection of Park Road and Allnutt Street will need to be
investigated at the detailed design stage.
A widening of the road reserve to 23m for this section of Allnutt Street is
recommended to provide for the anticipated turning movements without causing
delays to bus services.
Dower Street to proposed new North-South Road
Between Dower Street and the proposed new North-South Road, traffic volumes are
forecast to be in the range 7,000 – 9,000 vpd. To maintain this road as an efficient bus
route, traffic turning lanes will be needed at major intersections.
This section of Allnutt Street has a major role in providing connectivity to Mandurah
Forum and the residential areas south of Allnutt Street, accessed from Dower Street.
The major demand for access from Allnutt Street (east) to Dower Street will require a
dedicated left turning lane. A widening of the road reserve to 23m is recommended for
this section. Where possible, land should be acquired from the parkland on the
southern side of Allnutt Street.
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Proposed new North-South Road west of the Transit Station to Fremantle Road
This section of Allnutt Street will need very careful design to complement the Transit
Station entries and exits. In particular the road will require full turning lanes for
vehicles and buses entering and leaving the transit station. The traffic forecasts
(12,000 – 15,000 vehicles per day) together with the proximity of a major intersection,
indicate that 4 traffic lanes will be required in this area. The detailed design, which is
currently being undertaken as part of a separate dedicated study relating to the Transit
Station development, will also take into consideration the implications for queuing
vehicles at the planned signalised intersection of Allnutt Street with Fremantle Road.
5.7 Neighbourhood Connectors
Neighbourhood connectors spread local traffic loads, reduce intersection loading, act
as bus routes and support the location and viability of neighbourhood centres. They
typically carry 3,000 - 7,000 vehicles per day and are generally 2-lane undivided
streets. They may have medians for reasons of access, character or safety at locations
with high number of pedestrians crossing. They need to be carefully designed to calm
traffic, reduce speeds, limit noise and facilitate pedestrian use.
5.7.1 Leslie Street
Traffic forecasts for Leslie Street are summarised in Table 5-6.
Table 5-6 Traffic forecasts for Leslie Street
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
North of Mandurah Bypass
7,090 7,320 7,800 10,100 8,600 11,500 13,100 13,200 13,900
North of Coolibah N/a - 4,700 7,000 5,200 8,000 8,800 8,700 9,300
Avenue
North of Leigh Street N/a - 4,200 5,700 4,600 6,300 7,100 6,900 7,700
South of Pinjarra Road 4,550 5,220 5,700 6,300 6,000 6,900 7,700 7,700 8,200
Test scenarios 2, 4, 5, 6 and 7 include an upgraded Leslie Street to include a median
zone for turning vehicles.
Test scenarios 2, 4, 5, 6 and 7 include the connection of Leigh Street through to
Dadger Street to provide a direct link from Pinjarra Road to Leslie Street as the
continuation of Anstruther Road.
Leslie Street connects Mandurah City Centre with Mandurah By-pass. It also offers a
convenient connection for residents from Dudley Park south of Mandurah By-pass
through to the City Centre.
Based on its desired role within the network, Leslie Street should be considered as a
neighbourhood connector and designed for safety, accessibility and speed control.
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At the eastern end, between Mandurah By-Pass and Coolibah Avenue, Leslie Street is
forecast to carry around 13,000 – 14,000 vpd by 2021. The design of the street should
provide for optimum efficiency at the traffic signals. Separate lanes for left, right and
through traffic are appropriate. Similarly, a right turn lane from Leslie Street to
Coolibah Street would be appropriate to provide for accessibility and flexibility.
For the remainder of Leslie Street, forecast traffic volumes are generally in the range
of 6,000 – 9,000 vpd. Based on the traffic forecasts, Leslie Street will not require
upgrading before 2021. After 2021, a 2-lane road can adequately provide for this level
of traffic, with the addition of turning aids at intersections and safe and frequent
locations for pedestrians to cross. The implementation timing for streetscape
improvements should be reviewed with respect to car parking if medium density
occurs in the short-medium term.
The character of the street should remain dominantly residential in nature.
Leslie Street generally has a 20m road reserve, which has been widened on the
approaches to Mandurah Bypass. Alternative cross sections are shown in Figure 5.13.
Figure 5-13 Alternative Cross Sections for Leslie Street
OPTION 1 OPTION 2
The intersection of Leslie Street and Coolibah Street will require special detailed
consideration to channelise the turning volumes. It is recommended that the City of
Mandurah investigate a roundabout or turning lanes at this location.
5.7.2 Coolibah Avenue and the Leigh Street – Dadger Street –
Anstruther Road Link
Traffic forecasts for Coolibah Avenue and the Leigh Street – Dadger Street –
Anstruther Road Link are summarised in Table 5-7.
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Table 5-7 Traffic forecasts for Coolibah Avenue and the Leigh Street –
Dadger Street – Anstruther Road Link
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
Coolibah Avenue, south 5,680 6,080 6,400 6,400 7,300 7,000 7,800 7,800 7,800
of Pinjarra Road
Coolibah Avenue, east of 4,020 4,190 4,400 4,000 4,700 4,100 4,700 4,700 4,900
Leslie Street
Anstruther Road, south of N/a - 2,600 3,100 2,700 3,600 3,700 3,700 3,700
Pinjarra Road
Dadger Street N/a - 1,400 2,600 1,400 3,000 3,100 3,000 3,000
Leigh Street N/a - 400 1,900 400 2,200 2,500 2,300 2,400
Comet Street N/a - 600 100 900 100 100 100 100
Test scenarios 2, 4, 5, 6 and 7 include the connection of Leigh Street through to
Dadger Street to provide a direct link from Pinjarra Road to Leslie Street as the
continuation of Anstruther Road.
Coolibah Avenue and the Leigh-Dadger link connect Pinjarra Road with Leslie Street
They are convenient connections through to Mandurah Forum. It is recommended that
the style and character of these streets be retained in their current form (residential)
and be designed for speed control, safety and accessibility. The through connection of
Leigh – Dadger Street as a second north-south route would reduce the potential for
increases in traffic volumes on Coolibah Avenue.
Anstruther Road is an important north south district distributor, currently connecting
Mandurah Terrace through to Pinjarra Road. The through connection to Leslie Street
is currently circuitous. The Study Steering Committee have expressed their support for
a direct connection through to Leslie Street via Leigh Street and Dadger Street for the
following reasons:
- It would support Coolibah Avenue
- It would retain urban planning options
- It would potentially provide a more direct and legible bus route.
The City of Mandurah currently owns all properties that would be required to
construct this through connection.
5.7.3 Dower Street
The modelling forecasts indicate that Dower Street will carry 3,000-5,000 vehicles per
day. Localised intersection upgrades are likely to be needed in the vicinity of the
Forum, and at the intersections with Allnutt Street and Pinjarra Road. The timing of
these upgrades will depend on turning volumes and should be addressed on a year by
year basis. Dower Street is a neighbourhood connector with a special role of providing
connectivity to Mandurah Forum.
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5.7.4 Wyeree Road, Morfitt Street and other local streets
The modelling forecasts indicate that these streets are expected to carry less than 1,000
vpd. These streets are all local traffic streets and will provide for flexibility and
connectivity within the overall road network. Their style and character should be
suited to reduced speed environments, similar to their current roles and characters in
the existing road network.
5.7.5 Cooper Street, Rockford Street
Cooper Street and Rockford Street are forecast to carry 1,000 – 2,000 vpd. The current
road format will have adequate capacity for this traffic volume.
5.7.6 Park Road
Traffic forecasts for Park Road are summarised in Table 5-8.
Table 5-8 Traffic forecasts for Park Road
1996 1998/
99/00
2006
Test 1
2006
Test 2
2011
Test 3
2011
Test 4
2021
Test 5
2021
Test 6
2031
Test 7
South of Fremantle Road N/a - 7,600 4,000 6,900 4,900 6,000 5,800 6,300
North of Tindale Street 6,460 4,800 7,600 3,200 6,000 4,100 5,000 5,000 5,200
North of Allnutt Street N/a - 5,500 3,600 5,500 4,400 5,300 5,400 5,300
Test Option 1 does not have the Road A/Road B link
Test options 2, 4, 5, 6 and 7 have Mandurah Terrace and Anstruther Road upgraded
which influences the demand on Park Road
Park Road is forecast to carry between 5,000 and 7,000 vehicles per day. A 2-lane
road would have adequate capacity for this forecast traffic volume.
In the industrial area, designs should suit the anticipated mix of traffic and access
requirements.
5.7.7 Clarice Street
Depending on the ultimate configuration of Mandurah Forum and its connectivity to
Fremantle Road, Clarice Street may require upgrading to service the expanding
regional shopping centre. The model forecast indicate that Clarice Street would carry
2,200 – 2,500 vehicles per day.
From an urban connectivity perspective, a ‘left out only’ link to Fremantle Road
would be desirable to improve accessibility and traffic circulation around the
Mandurah Forum regional shopping centre. Main Roads have advised that the close
proximity of Clarice Street to the existing Fremantle Road/ Pinjarra Road intersection
is likely to impact on the safety and operation of Fremantle Road and the intersection.
It is therefore desirable to examine the need for this connection following the
provision of the Allnutt Street/ Murdoch Drive/ Fremantle Road intersection.
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If, however, Clarice Street is required to achieve other objectives in the short term, it
should be constructed as a ‘left-out only’. A ‘left-in’ movement from Fremantle Road
is not preferred as it is likely to result in weaving problems and traffic queuing in the
section of Fremantle Road between Pinjarra Road and Clarice Street. If a grade
separated interchange at the Pinjarra Road/ Fremantle Road intersection is warranted
in the longer term, a detailed examination of a ramp connection for Clarice Street
would be required.
5.7.8 City Centre streets
The model is too coarse to provide reliable forecasts for city streets since the influence
of car park locations and building types overshadows generalised volumes based on
‘mass’ land use.
In a general sense, to support the role of the City Centre as a mixed use business,
commercial, retail, tourist, recreation, restaurant and residential centre, the street
network should be re-examined to improve overall accessibility. Of particular
importance are the shared spaces created with pedestrians and traffic as well as overall
accessibility for all transport users. The current road network in the City Centre has a
number of significant anomalies, identified through the Enquiry-By-Design workshop
and the subsequent public input to the Development Plan – for discussion.
The Strategic Plan sets out a framework for access development, but further more
detailed work is needed.
To support the development and revitalisation opportunities that exist in the area of
Davey Street, Gibson Street, Sutton Street, George Street an in depth investigation is
needed to address urban form, accessibility, servicing, access to car parking and
pedestrian / cyclist activity. “Main street” principles would be particularly appropriate,
in association with defined ‘bulk’ parking strategies in the perimeter areas. The
existing grid street network provides excellent opportunities to provide the required
accessibility whilst also nominating key streets to carry the higher volumes of traffic
on the approaches and on an inner ring system (similar to Fremantle).
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6. Comparison with Previous Transport
Modelling
6.1 Overview
Previous studies of future transport needs have been undertaken by Uloth and
Associates Pty Ltd as follows:
1992 Mandurah Road Hierarchy – A Study for the Mandurah Town Planning
Scheme No 3
1995 Addendum to Mandurah Road Hierarchy
1997 Mandurah Road Hierarchy Update.
The forecasts and recommendations made from these studies differ significantly from
the work undertaken in the Mandurah Inner Area Strategic Land Use and Transport
Integration Study for two critical reasons:
Expectations on land uses
Philosophy of traffic movement
These are discussed in the following sections.
6.2 Land Uses
A comparison of land use data used by each study for the Inner Area is included in
Table 6-1.
Table 6-1 Comparison of Land Uses
1996 Current Study
2031
Mandurah Road
Hierarchy Study
“Maximum”
2021 (a)
% Change
Dwellings 4,820 7,400 9,400 +27%
Total Population 11,070 17,700 21,210 +21%
Average Persons/Household 2.3 2.4 2.3
Employees 7,100 17,250 28,940 +68%
(a) It is likely that the defined year of “2021” is nominal and could refer to a later year.
Future population and employment data used in this study differs from data used in the
previous 1997 Mandurah Road Hierarchy Update Study. These differences arose from
the alternate approaches adopted. The Road Hierarchy study utilised capacity
population and employment figures from the (Draft) Inner Peel Structure Plan
(WAPC, 1996 1 ). By comparison, this study uses the latest population and
employment projection figures provided by the Department for Planning and
Infrastructure.
1 Western Australian Planning Commission (1996), Inner Peel Region Structure Plan;
Mandurah – Pinjarra / Point Grey (for Public Comment), Perth.
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These most recent projections are in context with competing demand for population
and employment in the adjacent Perth Metropolitan Region balanced against land
availability expressed by the final Inner Peel Region Structure Plan. This data was
unavailable at the time of the Road Hierarchy study.
Figure 6.1 illustrates the approach in relation to the capacity of the Inner Peel Region
Structure Plan to absorb resident population and employment located within its
bounds. At some notional time ‘X’ in the future the land identified in the structure
plan will have reached ‘build-out’, or capacity.
Figure 6-1 Approach to Deriving Capacity of Inner Peel Region
Approach of Mandurah
Road Hierarchy Study
Structure Plan Capacity
POPULATION
Projections
Current
Approach
TIME
2021
(Road
Hierarchy
Study)
2031
(Current
Study)
X
Year of
Build-out
The Road Hierarchy study using land areas provided in the Structure Plan assumed the
following for the future ‘build-out’ at the Plan’s capacity:
27 persons per hectare of urban land (residential component);
42% of residents at time of build-out would be in the workforce (does not
included persons seeking employment only those in employment);
70-72% self-sufficiency, i.e. the area’s total employed residents divided by
number of jobs located in the area; and
60% self-containment, i.e. the area’s employed residents who also work in the
area.
An objective of the report was to ensure that transport corridors appropriate to the
capacity of the structure plan were appropriately protected by reservations in the
statutory schemes. As such the ‘build-out’ point for the purposes of the study was set
at 2021.
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The current study adopts a different approach, enabled by the development of
demographic forecasting models in the Research Branch of the DPI since the Road
Hierarchy study. This small-area forecasting capability was developed as the
Metropolitan Land Use Forecasting System (Version 1.0b). Model runs undertaken
for the Future Perth Project, inclusive of Mandurah and Murray local government
areas form the basis of the population and employment projections for the study area.
6.2.1 Land Use Forecasting Model
The model process, in summary, is as follows:
Projected Population (Place of Residence concept)
The age and sex of the population for Mandurah is projected in conjunction with
the Metropolitan Region using Natural Increase (Births – Deaths), and agespecific
intra State and Metropolitan migration assumptions to arrive at a total
2031 population by age and sex for each component local government area.
Projected Labour Force (Place of Residence concept)
Perth Metropolitan and Mandurah age specific labour force participation rates
(rate at which a specific age group and gender will participate in employment or
seek employment) are modelled and projected on a trend basis, and then applied
to the age and sex figures from the population projection. This gives us total
numbers of persons in the Labour Force in 2031. Labour Force projections were
not undertaken at the Local Government Area level – only at the higher Regional
and Planning Sector level. Some labour force estimation has been undertaken at
the Strategic Transport Zone level (smaller than suburb size) but it’s reliability is
more robust in aggregate form. The estimate is offered here for the whole of the
City of Mandurah to clarify issues surrounding self-sufficiency. Projected Labour
Force Estimate = 45,640 in 2031.
Forecast Employment (Place of occurrence concept)
DPI apply a trend factor to current employment to calculate what part of the 2031
Labour Force will be employed and exclude those likely to be seeking
employment – this becomes the forecast employment control total for the
Metropolitan Region and Mandurah.
Mandurah Employment (Place of occurrence concept)
Employment located specifically in Mandurah is modelled along with
Metropolitan employment using employment by industry sector trends linked to
the distribution of zoned land, and identified occupancy and availability of land 2 .
Employment is allocated according to area specific historical trends in
employment growth, and the capacity for an area to absorb more employment
based on approved structure planning. Overall employment is constrained by the
forecast employment control total for the whole Metropolitan Region and
Mandurah, externally calculated. The model forecasts 32,000 employment
positions in the whole City of Mandurah by 2031.
2 A fuller description of this modelling and allocation process will be written up in the 3 rd edition of
Metropolitan Land Use Forecasting System publication.
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6.2.2 Self Sufficiency
Self-sufficiency is calculated by dividing the forecast employment located in the
whole City of Mandurah by the future employed residents of Mandurah, a subset of
the calculated Mandurah Labour Force after assuming some unemployment rate (for
the purpose here is set at 7%)
City of Mandurah 2031 Self-sufficiency = (32,000 / (45,640 x 0.93)) x 100
= 75%
The Road Hierarchy study takes a different methodological path, which has included
the production of the employment forecasts by estimation of a self-sufficiency ratio
and thus resident labour force. Self-sufficiency was set by the Road Hierarchy study
as a policy assumption and input to derive future employment.
The DPI projections used by the current study have not proceeded in this manner as
forecast Mandurah employment, in conjunction with the larger Regional context,
utilises trend and allocation models that interact with the wider Regional perspective.
In this study self-sufficiency is not directly set as a policy input into the DPI
employment projections. Though self-sufficiency is reflected through the quantity of
“employment” lands (Commercial and Industrial zones) identified in the final Inner
Peel Region Structure Plan to allocate employment, the size of these commercial and
industrial zoned land areas are a result of a self-sufficiency policy target of the
structure plan. Importantly self-sufficiency as part of the DPI projection process is an
output.
Although the Road Hierarchy Study’s projected numbers of population and
employment deviates from DPI’s, both this current study and the Road Hierarchy
study express similar self-sufficiency values; Road Hierarchy, 70-72%, and DPI 75%.
However, importantly these self-sufficiency rates are incomparable as the Road
Hierarchy study, guided by the Structure Planning then in place, determines selfsufficiency
as an input assumption. Whereas DPI projections express self-sufficiency
as an output though affected by Structure Planning assumptions.
6.2.3 Summary of differences of approach
The difference in future employment estimates provided by the Road Hierarchy study
and this study is a result of different methodologies used by each to generate future
population and employment. The Road Hierarchy study estimates more jobs in the
Inner Mandurah Area than the DPI projections used in this current study.
Self-sufficiency in both studies are incomparable on a conceptual basis, as selfsufficiency
is an output of DPI models, or consequence of all the assumptions and
calculations, which have preceded it. Whereas the Road Hierarchy study uses selfsufficiency
as a policy setting input, or assumption from which all their model
calculations proceed.
The data used in this study is considered more robust as it has been developed in the
context of the whole of the Metropolitan Area, including Mandurah.
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6.2.4 Further issues associated with Land Use Differences
The distribution of land uses, particularly employment, is quite different between the
two studies. The Mandurah Road Hierarchy Study concentrates the majority of
employment (70%) in the Central Area of the City. This concentrates demand for
travel towards a single location and requires employees from throughout the
Mandurah Region to travel on a daily basis to the Central Area of Mandurah for work
purposes.
By comparison, the planning data provided for this study has distributed employment
throughout the Mandurah Region and does not concentrate it in the Central Area of the
City. In addition, the employment within the Inner Area has been dispersed
throughout the area in neighbourhood centres, car based commercial areas (Pinjarra
Road/Davey-Lanyon Street) or new commercial streets (Anstruther Road) and as an
expansion of the Mandurah Forum Precinct.
Dispersal rather than concentration of employment has the following implications:
Less car travel – both in numbers of trips and trip length.
Less trips to the City Centre.
More walking and cycling as destinations become closer to residential areas.
More live-work mixed use so the need for car travel is significantly reduced.
More shorter distance trips to dispersed employment throughout the Mandurah
region.
The reduced employment together with its dispersed location significantly reduces
forecasts for peak trips to the City Centre. This reduced demand for peak trips to the
City Centre significantly reduces the need for major 4-lane roads to carry this traffic.
6.3 Networks, Forecasts and Implications
The road network in the Mandurah Road Hierarchy Study report is designed to
provide a fast, free moving collection of roads that will cater for employees to the City
Centre in the peak hour.
The Mandurah Road Hierarchy Study model is a peak hour model. Hence the high
level of employment included in the City Centre directly implies a high peak demand
for travel and high traffic volumes in the peak. The recommendations in the Mandurah
Road Hierarchy Study report seek to cater for this peak demand by increasing the
number of traffic lanes.
In addition, the Mandurah Road Hierarchy Study model has a hierarchical road
network which concentrates traffic at a few major roads (Pinjarra Road, Allnutt Street,
Mandurah Terrace, Leslie Street). By comparison, the model used in this study
recognises a highly interconnected street network capable of dispersing traffic through
all streets in the Inner Area during peak hours and at other busy times. Nevertheless
some streets will carry higher traffic volumes by virtue of their connections to major
roads and also their frontage land uses (eg commercial, mixed use and retail).
This implied strategic concentration of high traffic volumes focussed on the City
Centre leads to the conclusions by Mandurah Road Hierarchy Study that additional
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traffic lanes (and widening of road reserves) would be needed to cater for these peak
volumes.
This study uses an alternative, integrated, land use and transport strategy that differs
from the Mandurah Road Hierarchy Study strategy in the following two ways:
Employment is dispersed through both the Region and the Inner Area, and
The road network has a traditional grid, dispersed traffic operation.
In this model employment in the City Centre is 4,940 by the year 2031 compared with
20,400 in the Mandurah Road Hierarchy Study model. This would generate a factor of
four (4) times the peak movement.
This strategy results in the following:
The peak demand to the City Centre is reduced by a factor of 4 (employment is
25% of the Mandurah Road Hierarchy Study assumed level of employment)
Less road space will be needed to accommodate the peak traffic demand.
6.4 Summary
The Mandurah Road Hierarchy Study analysis and traffic forecasts are based on a very
different scenario to that adopted in this study. The Mandurah Road Hierarchy
scenario is:
Highly concentrated employment in the City Centre that is 4 times current
projections by DPI.
High traffic demand in the peak to access the City Centre employment
(Mandurah Road Hierarchy Study’s model is a peak hour model).
Hierarchical road network which concentrates traffic onto a few major roads.
By comparison, the modelling for this study is based on:
Dispersed employment scenario in the Mandurah Region as well as in the Inner
Area.
Latest DPI employment and population data that takes into account growth in the
whole Metropolitan Region, including Mandurah.
Average daily traffic volumes that address the performance of streets on a daily
basis, rather than a peak hour basis.
A highly interconnected (grid) street network that is capable of dispersing traffic
flows during peak hours and at other busy times.
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7. Conclusions
A transport model for the Mandurah Inner Area has been developed using the
EMME/2 modelling software. It has been used to predict the impacts of the planned
future growth in land use and proposed changes to the road network as contained in
the Strategic Plan.
The model covers the area bounded by the Mandurah Bypass, Fremantle Road, the
Indian Ocean and the Mandurah Estuary. An additional area in the south-west has
been included to allow traffic to choose either Old Coast Road and the Mandurah
Town (old) Bridge or the Mandurah Bypass and the Mandurah Estuary Bridge. The
model includes the majority of the roads within this area.
The model was developed from traffic zonings used in the Main Roads Western
Australia TRIPS model. These zones were disaggregated to a more detailed level.
Traffic generation was estimated from the population, employment, retail activity and
education demands in each zone. Future land use data was provided by the
Department for Planning and Infrastructure.
The model was calibrated for the 1996 base year using surveyed traffic volumes. The
forecast volumes were in close agreement with these surveyed volumes.
A number of major road infrastructure projects were included in the future model, as
were a number of local modifications. The major projects include:
Peel Deviation;
Mandurah Town (old) Bridge widening to three lanes;
Pinjarra Road widening to four lanes between Sutton (George) Street and
Fremantle Road;
Mandurah Estuary Bridge duplication;
Allnutt Street East-West link;
Mandurah Terrace widening to four lanes between Anstruther Road and
Fremantle Road;
Road A and Road B; and
Kwinana Freeway Extension
The effects of the rail extension to Mandurah were included in the model, as was an
improvement to local bus services. A reduced Metropolitan Transport Strategy (MTS)
target of a 10% reduction in car driver trips for 2021 and 15% for 2031 was tested.
The reduced value was considered reasonable given the distance of Mandurah from
Perth and the other major regional centres of Rockingham and Fremantle.
The results of the traffic modelling show an increase in traffic on most roads due to
the growth in population, employment and other activity. The road network options
that were tested were shown to be very important in the accommodation of the
predicted increases in traffic volume without large increases in delays and traffic
congestion.
The major road infrastructure conclusions of the traffic modelling are summarised in
Table 7.1.
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Table 7-1 Recommended Infrastructure Improvements
Period
2002 -
2006
2007 -
2011
2012 -
2021
2022 -
2031
Recommended Infrastructure
Allnutt St/ Fremantle Road traffic light controlled 4-way intersection
Allnutt Street East – West link (see note ‘a’)
Mandurah Town (old) Bridge – see ‘2012 - 2021’
Fremantle Road/ Pinjarra Road – increase capacity of right turn (add second
right turn lane)
Leigh Street/ Dadger Street - could be considered for through connection at any
time as the link is for connectivity rather than based on traffic volume needs
Construct new north – south road through the Transit Station Precinct.
Construct Peel Deviation and Mandurah Northern Bypass Road, as
recommended in the Main Roads report ‘Peel Regional Road Network
Development Strategy’, 2001
Pinjarra Road – construction to 4 lanes in widened reserve between Sutton Street
and Dower Street
Anstruther Road – upgrade to 2 lanes, central median zone plus parking lanes in
widened reserve north of Pinjarra Road
Mandurah Terrace – upgrade to dual carriageway, two lanes in each direction
plus turning lanes between Fremantle Road and Anstruther Road.
Davey Street/ Lanyon Street – construct link, subject to outcome from a detailed
precinct review by City of Mandurah.
Construct roundabout entry statement for Mandurah Terrace (City of Mandurah
initiative) after construction of Peel Deviation and Northern Mandurah Bypass
Road.
Second Mandurah Estuary Bridge (to be constructed after 2011 and before 2021)
Mandurah Town (old) Bridge – upgrade to provide one additional eastbound
traffic lane and provide for pedestrians/ cyclists, provided that the bridge
remains structurally sound until this time. If not, reconstruct at an earlier date to
maintain a safe crossing.
Leslie Street – upgrade with streetscape improvements such as kerbside parking
in existing reserve (see note ‘b’)
Mandurah By-Pass Road – construct to 6 lanes from Leslie Street to Mandurah
Northern Bypass Road (subject to further investigation on prevailing transport
patterns at the time)
Connection through from Northern Bypass Road to Kwinana Freeway
Note ’a’: Allnutt Street East West link. This Study has confirmed the need for a new East-West
Link Road between Peel Street and Allnutt Street because this link will be a major bus route
between the City Centre and the planned bus and train transit station. It will also cater for the
expected increase in east-west traffic movements from the planned connection to Fremantle
Road at Allnutt Street/ Murdoch Drive and to/from the transit station. This study has
recommended that the East-West Link Road be constructed with only one moving traffic lane
in each direction.
Note ‘b’. Leslie Street. The implementation timing for streetscape improvements should be
reviewed with respect to car parking if medium density occurs in the short-medium term.
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Based on population and employment projections for the Mandurah Inner Area and
future development over the next 20-30 years on the basis of the Strategic Plan, this
study concludes that traffic can be accommodated within the Inner Area with
relatively few major road upgrades and disruptions to existing land owners.
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Appendix A
Land Use Data
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