roleystone local area traffic management plan · contents page 1 introduction 5 1.1 study area 5...

City of Armadale Draft Report | 17 April 2020

Roleystone Local Area Traffic Management Plan

Final Draft | 08 June 2020Final Draft | 09 June 2020

City of Armadale

Roleystone

Local Area Traffic Management Plan

Final Draft | 09 June 2020

This report takes into account the particular

instructions and requirements of our client.

It is not intended for and should not be relied

upon by any third party and no responsibility

is undertaken to any third party.

Job number 272618-00

Arup Pty Ltd ABN 18 000 966 165

Arup

Level 14 Exchange Tower

2 The Esplanade

Perth WA 6000

PO Box 5750

Street Georges Terrace

Perth WA 6831

Australia

www.arup.com

| Final Draft | 09 June 2020 | Arup

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Jason Hoad Danya Mullins Danya Mullins

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City of Armadale Roleystone




Contents Page

1 Introduction 5

1.1 Study Area 5

1.2 Preparation of this LATM Plan 7

2 Existing Conditions 8

2.1 Land Uses and Environment 8

2.2 Road Network 8

2.3 Active transport 18

2.4 Public transport network and facilities 22

2.5 Crash record 24

3 Site inspection 29

3.1 Study area coverage 29

3.2 Findings 31

4 Initial Stakeholder Consultation 33

5 Community Engagement 35

6 Key Issues 41

6.1 Summary 41

6.2 Areas of greatest concern in Roleystone 43

6.3 Other road and intersection concerns 49

6.4 Wider network issues 52

7 Traffic Management Plan 54

7.1 Priority Areas 55

7.2 Secondary Areas 64

7.3 Wider network issues 69

7.4 Safety in Design review 70

8 Round 2 – Stakeholder Consultation 71

8.1 Round 2 – Community Views 72

9 Implementation 73

10 Conclusion 74

Tables

Table 1 – Key issues addressed in the LATM Plan

Table 2 – 85th percentile speed statistics





Table 3 – AWT volumes within study area (City of Armadale, 2013-19)

Table 4 – Vehicle / pedestrian volumes at the existing flat-top road hump on Jarrah Road between Wygonda Road and north-west carpark entrance / exit

Table 5 – Crash severity (1st January 2014 – 31st December 2018)

Table 6 – Crash type 1st January 2014 – 31st December 2018

Table 7 – Site visit findings

Table 8 – Preliminary (Round 1) Stakeholder Comments

Table 9 – Community consultation responses

Table 10 – Popular comments from online consultation tool

Table 11 – Key issue areas as determined by study

Table 12 – Roleystone Community College key issues

Table 13 – Roleystone town centre key issues

Table 14 – Peet Road south of Urch Road key issues

Table 15 – Chevin Road key issues

Table 16 – Coventry Road key issues

Figures

Figure 1 – Roleystone Study Area

Figure 2 - Process for preparing this LATM Plan

Figure 3 – Road hierarchy within study area

Figure 4 – Posted speed limits

Figure 5 – Count locations

Figure 6 – Existing active transport within study area

Figure 7 – Raeburn Road (left) / Peet Rd (right) shared path (Photo captured during site visit, November 2019)

Figure 8 – Lack of pedestrian infrastructure for public transport users alongside northbound traffic lane of Peet Road (Photo captured during site visit, November 2019)

Figure 9 – Lack of pedestrian infrastructure on Wygonda Road, 180m from town centre (Photo captured during site visit, November 2019)

Figure 10 – Brooks Road / Salicina Gardens intersection looking east (top), Brooks Road north of Salicina Gardens looking north.

Figure 11 – Existing public transport within study area

Figure 12 – Crash data (1st January 2014 – 31st December 2018)

Figure 13 – Crash type 1st January 2013 – 31st December 2018

Figure 14 – Roads reviewed during site inspection

Figure 15 – Online engagement tool

Figure 16 – Online engagement tool response locations hotspots

Figure 17 – Roleystone Community College issue hotspot

Figure 18 – Roleystone town centre issue hotspot

Figure 19 – Peet Road south of Urch Road issue hotspot





Figure 20 – Sightline investigation Chevin Road/ Peet Road intersection

Figure 21 - Community Consultation feedback hotspots for speeding

Figure 22 - Locations where road maintenance issues were raised

Figure 23 – Roleystone Community College LATM treatments

Figure 24 – Roleystone town centre LATM treatments

Figure 25 – Peet Road south of Urch Road LATM treatments

Figure 26 – Chevin Road LATM treatments

Figure 27 – Coventry Road recommended LATM treatments for further investigation

Appendices

Appendix A

Stakeholder engagement proforma

Appendix B

Community consultation register

Appendix C

Safety in Design Review





Page 1

Executive Summary

Arup was appointed by the City of Armadale to prepare a Local Area Traffic

Management (LATM) Plan for the locality of Roleystone in Perth’s foothills. A

LATM plan reviews the current travel patterns and movement network conditions

with the intention of identifying measures to address specific issues. It considers

the needs of pedestrians, cyclists, public transport users and services, emergency

services and private vehicles.

This plan has been informed by site visits, data collection and analysis and

community and stakeholder engagement, undertaken from December 2019

through to February 2020. The plan has been developed to identify and address

the following objectives:

• Enhance pedestrian, cyclist and general traffic safety within the area, while

maintaining and improving access

• Provide for the safe integration of pedestrian and bicycle facilities into

traffic calming measures

• Discourage the use of local roads by through-traffic and encourage the

utilisation of the State and Regional roads while maintaining access for

local road users

• Enhance residential amenity and liveability while maintaining appropriate

traffic access for residents to local activity generators.

Roleystone comprises a mix of low-density residential, bushland and tourism/

recreation land uses. Key land uses include Roleystone Community College, the

town centre, Araluen Botanic Park and Araluen Golf Resort. Roleystone also

hosts an outdoor marketplace at Cross Park (within the suburb’s activity centre)

on a quarterly basis.

The road network comprises mostly access roads and local distributors. Regional

travel is provided by Brookton Highway, which is under the care and control of

Main Roads Western Australia.

The rolling terrain and semi-rural/ bushland setting means that there are many

winding roads and roads with steep terrain. This creates some challenges to safe

movement such as limited forward and approach sight distance, heavily vegetated

clear zones along roadsides that restrict sight lines and steep terrain making access

for buses, heavy vehicles, walking and cycling very difficult in some locations.

Traffic analysis was undertaken to understand if high traffic speeds and/ or

inappropriately high traffic volumes were being recorded on roads throughout the

study area. The analysis indicated that speeding is an issue on regional and local

distributor roads as well as on more local access roads. A review of traffic

volumes highlighted that there were very few locations where traffic volumes

exceeded the capacity threshold of the street (according to the MRWA Road

Hierarchy).





Page 2

A review of recorded crashes for the last five years, show a spread of crashes

across the study area on all types of roads from local access streets to Brookton

Highway. 44% of recorded crashes involved rear-end, right-angle and right turn

crashes. Commonly these types of crashes are caused by sudden stops and

vehicles turning out onto traffic unpredictably. 43% of reported crashes involved a

single vehicle hitting an object (bushes and trees most commonly) or running off

the road.

There are limited dedicated off-road cycling routes in Roleystone with the

exception of bicycle lanes along Brookton Highway and some shared paths in the

town centre and around the Roleystone Community College. The existing network

has gaps and does not offer cyclists a connected network. Local access streets and

local distributors in many cases offer a good riding environment, however due to

topography in some locations, sight distance for motorists to see approaching

cyclists can sometimes be restricted.

Roleystone’s pedestrian network is limited and offers little dedicated

thoroughfares for pedestrians. Many local access roads do not have footpaths but

the absence of this infrastructure and hard surfaces does help to contribute to the

natural, bushland character of Roleystone. For those local roads that do have

footpaths, it is typically only on one side of the road. The network is not

conducive to support walking as a travel mode due to its disconnectedness and

limited reach.

The area is serviced by Transperth service 241 which connects Roleystone with

Kelmscott Rail Station, via Brookton Highway. The existing public transport

network is limited and segregated by Brookton Highway creating large service

gaps, particularly for the north-eastern and southern portions of the study area.

Transperth has advised that they have no plans to increase service coverage or

frequency in Roleystone due to low patronage levels.

Community consultation was undertaken through the use of an online, interactive

map which was available for public comment on the City’s website between

November 28, 2019 and February 14, 2020 and promoted through the City’s

website and social media posts.

Within the online tool, users were able to flag a concern by selecting a location on

a map and leaving a themed comment. A total of 155 comments were raised

through this forum in addition to stakeholder feedback, written feedback and

comments raised at a community forum.

The key issues addressed by the LATM Plan are summarised in Table 1. Each

location has been assessed and recommendations depicted and explained in

Section 7 of this report.





Page 3

Table 1 – Key issues addressed in the LATM Plan

Location Key issue(s) Description

Roleystone

Community

College

Pick-up/ Drop-off

Parking supply

Low parking/ pick-up/ drop-off provisions leading to

overflow of parking onto neighbouring roads and

completing blocking parts of the local road network.

Roleystone

town centre/

marketplace

Parking supply

Pedestrian

infrastructure/

amenity

Hooning

Low pedestrian amenity such as lack of footpaths and

crossings discourages active transport, while low

parking supply has led to an overflow of informal

parking onto private property.

Peet Road

south of

Urch Road

(incl.

Brookton

Highway

intersection)

Crash history

Sightlines

Speeding

High history of crashes and speeding on this segment

of road has led to damaged property and injury.

Chevin Road Speeding

Crash history

Sightlines

Pedestrian

infrastructure/

amenity

High history of crashes and speeding on this segment

of road has led to damaged property and injury. In

addition, low pedestrian infrastructure provisions

create an unsafe environment.

Coventry

Road

Speeding

Through-traffic

Hooning

Excessive speeding and hooning from vehicles using

Coventry Road as a through-route to Urch Road has

created an unsafe and undesirable road for residents.

Public

transport

access in the

northeast

Public transport

service gap

The northeast currently has no provision to public

transport within a walking catchment of 400m.

Network

wide

Road maintenance

Public transport stops

Network wide consideration to road maintenance such

as linemarking and vegetation clearing, provision for

shelters and safety at bus stops and low lighting of

road segments have been raised.





Page 4

In most cases the treatments are within jurisdiction of the City of Armadale to

implement but require support from key stakeholders particularly with regard to:

• Provision of additional drop off and pick up facilities at Roleystone College,

especially an additional PUDO facility on Brooks Road (which would be

located on the college grounds)

• Recommended changes to Brookton Highway at the intersection with Peet

Road to address speeding, the crash record and sight distance restrictions

require support from Main Roads WA

• The supply of improved bus stops including shelters in higher use locations

along route 241 (Peet Road in particular) are to be agreed with Transperth

• Works within the Roleystone Town Centre need buy-in from local businesses

so that that implementation could be timed and staged to minimise disruption.





Page 5

1 Introduction

Arup was appointed by the City of Armadale to prepare a Local Area Traffic

Management (LATM) plan for the locality of Roleystone, within the Perth

foothills. LATM is an increasing issue facing local government areas, yet also

poses opportunities to improve street safety and encourage walking and cycling

for people of all abilities.

This need has sparked a rethink of how streets are designed and managed, with the

general purpose to slow vehicular speeds and to reinforce the functional road

hierarchy by discouraging through-traffic running in local streets. Traditionally,

LATM plans, and the treatments they recommend, have revolved around these

typical private vehicle objectives and have failed to address the needs of

pedestrians and cyclists. However, as the plan suggests, there is a duty for LATM

treatments to address ‘local’ issues and fit the context as much as possible. This

Roleystone LATM study is an opportunity to rectify this, proposing measures that

consider all modes of transport on the network, improving safety and encouraging

higher volumes of cycling and pedestrian activity by increasing access.

This plan has been informed by site visits, data collection and analysis and

community and stakeholder engagement, undertaken from December 2019

through to February 2020. The plan has been developed to identify and address

the following:

• Enhance pedestrian, cyclist and general traffic safety within the area while

maintaining and improving access

• Provide for the safe integration of pedestrian and bicycle facilities into

traffic calming measures

• Discourage the use of local roads by through-traffic and encourage the

utilisation of the State and Regional roads while maintaining access for

local road users

• Enhance residential amenity and liveability while maintaining appropriate

traffic access for residents to local activity generators.

This draft plan will be circulated to stakeholders and the community for comment

before being finalised.

1.1 Study Area

The study area comprises the whole extent of the Roleystone locality as depicted

in Figure 1. Situated northeast of the Armadale Activity Centre and in the foothills

of the Darling Range, the study area encompasses a mix of residential, bushland

tourism / recreation land uses. Given a diverse mix of land uses, Roleystone

continues to attract a range of traffic modes all with varying requirements and

dependencies of the network. Further information regarding the study area’s

existing condition is provided in Section 2.





Page 6

Figure 1 – Roleystone Study Area





Page 7

1.2 Preparation of this LATM Plan

The following process, as shown in Figure 2, has been employed in the

preparation of this Roleystone LATM study.

Figure 2 - Process for preparing this LATM Plan





Page 8

2 Existing Conditions

This section of the report gives an overview of the existing transport conditions

within the study area.

2.1 Land Uses and Environment

As stated in Section 1.1, the suburb of Roleystone comprises a mix of residential,

bushland and tourism / recreation land uses. Dominated primarily by low density

residential housing, the Roleystone area comprises roughly 2,600 dwellings, with

a population of approximately 6,600 people (ABS Census Data, 2016). Since

2011, the population has grown slowly, at a rate of 0.2%pa (ABS Census Data,

2011-2016).

Key land use anchors within Roleystone include Roleystone Community College,

Town Centre, Araluen Botanic Park and Araluen Golf Resort. Roleystone also

hosts an outdoor marketplace at Cross Park (within the suburb’s activity centre)

on a quarterly basis.

2.2 Road Network

2.2.1 Road hierarchy

The existing road hierarchy within the study area is shown in Figure 3, bounded

partly by major roads, namely Chevin Road in the north, Canning Mills Road in

the west, and Croyden Road in the southeast. Running east-west through the

middle of the study area is Brookton Highway, which is a Primary Distributor

providing both local access for Roleystone residents and a through-route for

vehicles through the Perth Hills to Brookton and beyond. Other roads within the

study area are classified as either Local Distributor Roads and Access Roads.

All roads within the study area are under the care and control of the City, except

for Brookton Highway which is the responsibility of Main Roads WA.





Page 9

Figure 3 – Road hierarchy within study area





Page 10

2.2.2 Road speeds

Posted speed limits within the study area are shown in Figure 4. As indicated,

most internal roads currently have a posted speed limit of 50kph, with a number of

Local Distributor roads exhibiting a 60kph posted speed limit. Canning Mills

Road, Soldiers Road and Brockway Road towards the outer boundaries of the

study area, as well as Brookton Highway (south of Irymple Drive), all exhibit a

70kph speed limit within the study area. The sign posted speed limit on Brookton

Highway increases to 90km/h just south of Irymple Drive. Unlike other Regional

Distributor roads such as Canning Mills Road (south of Buchanan Road) and

Croyden Road, which have a posted speed limit of 60kph, Chevin Road currently

has a posted speed limit of 80kph.





Page 11

Figure 4 – Posted speed limits





Page 12

This is not however an accurate representation of recorded speeds on the rural

roads, with several roads in Roleystone recording 85th percentile speeds between

4kph to 10kph above the speed limit. Table 2 shows 85th percentile speeds

recorded against the posted speed limit. The 85th percentile means that at least

15% of all traffic are travelling in excess of this speed.

As shown, the highest 85th percentile speed was recorded on access road Coventry

Road, north of Urch Road, with 15% of vehicles travelling at or above an

excessive 23kph over the speed limit. The 85th percentile speeds recorded on the

sections of Brookton Highway with the 70kph limit were marginally higher than

the limit.

Speeding was also evident on most Regional Distributor and Local Distributor

roads in Chevin Road, Croyden Road, Soldiers Road, Urch Road and Peet Road,

with 85th percentile speeds exceeding the speed limit by 7kph to 14kph. In

addition, speeding has also been recorded on Brooks Road in close proximity to

the college, with 85th percentile speeds exceeding the speed limit by 7kph.

It has been advised from the City that the temporary installation of electronic

speed signs on Soldiers Road and Urch Road is currently being arranged in an

attempt to assess its effectiveness at lowering vehicle speeds.

Table 2 – 85th percentile speed statistics

Road Posted speed limit 85% Speed

Brooks Road south of Chevin

Road

50kph 57kph

Brookton Highway (west of

Croydon Rd)

70kph 74kph

Brookton Highway (east of

Holden Road)

70kph 76kph

Brookton Highway (north of

Irymple Road)

90kph 86kph

Chevin Road west of Peet

Road

80kph 86kph

Chevin Road east of Holden

Road

80kph 87kph

Coventry Road north of Urch

Road

50kph 73kph

Croyden Road west of

McNess Drive

60kph 67kph





Page 13

Croyden Road west of

Heritage Drive

60kph 68kph

Jarrah Road between Heather

Road and Wygonda Road

50kph 48kph

Mackie Road south of Reed

Rise

50kph 59kph

Peet Road between Sawmill

Place and Tyres Road

60kph 67kph

Peet Road between Mann

Place and Mackie Road

60kph 64kph

Soldiers Road south of

Wymond Road

60kph 74kph

Urch Road east of Barnes

Road

60kph 70kph

2.2.3 Road volumes

Average Weekday Traffic (AWT) volumes were undertaken by the City at various

locations within the study area from 2013 to 2019. These counts were provided to

Arup in November 2019 for analysis and used in conjunction with Main Roads

WA traffic count data.

A second round of counts were requested and undertaken by the City in February

2020 and were provided to Arup following completion.

Table 3 shows AWT volumes for notable locations within the study area

accompanied by Figure 5, which shows a map of count locations.





Page 14

Figure 5 – Count locations





Page 15

Table 3 – AWT volumes within study area (City of Armadale, 2013-19)

Road Location Year AWT volume (both

directions)

Functional road

classification

Acceptable volume**

Brookton

Highway*

E of Ranford Street 2019 7,320 Primary distributor In accordance with Classification

Assessment Guidelines.

Brookton

Highway*

W of Ferguson Road 2019 2,780 Primary distributor In accordance with Classification

Assessment Guidelines.

Chevin Road W of Peet Road 2018 4,800 Regional distributor Greater than 100vpd

Canning Mills

Road

Btw View Street &

Bullockbush Road

2016 1,600 Regional distributor Greater than 100vpd

Wygonda Road Btw Dreyer Road &

Taree Pl

2018 3,300 Access Road 3,000vpd (maximum)

Jarrah Road Btw Wygonda Road &

Heather Road

2017 2,300 Access Road 3,000vpd (maximum)

Croyden Road E of Brookton Highway 2018 2,000 Regional Distributor Greater than 100vpd

Peet Road Btw Gilcoe & Brookton

Highway

2017 3,900 Local Distributor 6,000vpd (maximum)





Page 16

Road Location Year AWT volume (both

directions)

Functional road

classification

Acceptable volume**

Mackie Road W of Notting Hill Drive 2019 700 Access Road 3,000vpd (maximum)

Peet Road S of Chevin Road 2018 2,400 Local Distributor 6,000vpd (maximum)

Holden Road Btw Jacaranda Ct &

Valley View Road

2018 3,100 Local Distributor 6,000vpd (maximum)

Brooks Road S of Chevin Road, N of

Raeburn Road

2019 500 Access Road 3,000vpd (maximum)

Raeburn Road E of Hasset Road 2020 950 Local Distributor 6,000vpd (maximum)

Urch Road E of Barnes Road 2019 1,400 Local Distributor 6,000vpd (maximum)

Raeburn Road W of Brooks Road 2016 700 Local Distributor 6,000vpd (maximum)

Coventry Road N of Urch Road 2020 1,000 Access Road 3,000vpd (maximum)

Heritage Drive E of Croyden Road 2019 1,300 Access Road 3,000vpd (maximum)

*Counts accessed via the Main Roads WA Traffic Digest report

**According to MRWA Road Hierarchy for Western Australia





Page 17

Table 4 shows that most roads are carrying volumes within acceptable limits

according to the MRWA Functional Road Hierarchy. Again, this indicates that

through running of traffic in Roleystone is not a key issue to be addressed in the

LATM Plan. The exception is Wygonda Road, which is approximately 10%

higher which demonstrates that it is a key east-west link to the town centre.

The road carrying the highest daily traffic volume within the study area is

Brookton Highway, carrying up to 7,320 daily vehicles on the western boundary

in 2019 (Main Roads WA Traffic Digest, 2019). This number decreases to 2,780

daily vehicles (AWT) at the eastern boundary of the study area with traffic

originating/ destined for Roleystone not present at this point of the network.

Despite the relatively high decrease in daily traffic through the study area,

Brookton Highway carries a relatively high proportion of up to 11.5% heavy

vehicle traffic throughout the study area.

Chevin Road has been recognized as another high-volume distributor, providing

east-west access for an average of 4,800 daily vehicles (AWT) on the northern

boundary of the study area. It has been identified as a popular route for vehicles

accessing Peet Road from the east or west, and Brookton Highway from the west,

but also to the Roleystone Community College, due to its high posted speed limit

and straight, direct alignment.

The Local Distributor of Peet Road currently experiences traffic volumes of

3,900vpd and 2,400vpd (AWT) on its southern and northern ends respectively. It

is a central north-south through-route between Chevin Road and Brookton

Highway that services a high volume of residential dwellings while also providing

access to the Roleystone Town Centre via Stonegate Road.

Jarrah Road carries a notable traffic volume at 2,300 daily vehicles (AWT) but

this is within the acceptable capacity threshold of an access road.

In addition, the City undertook vehicle and pedestrian peak period volume counts

within the Roleystone Town Centre, at the flat-top road hump situated on Jarrah

Road between Wygonda Road and the shop’s carpark north-western entrance/

exit. Results are shown in Table 4.

Table 4 – Vehicle / pedestrian volumes at the existing flat-top road hump on Jarrah Road

between Wygonda Road and north-west carpark entrance / exit

Time Vehicles (both directions) Pedestrians

15:00 – 15:15 39 6

15:15 – 15:30 59 6

15:30 – 15:45 55 27

15:45 – 16:00 46 6

16:00 – 16:15 52 11





Page 18

16:15 – 16:30 48 6

16:30 – 16:45 57 4

16:45 – 17:00 50 10

Total (2-hour peak) 406 76

Source: (City of Armadale, February 2020).

2.3 Active transport

A map of the existing active transport network within the study area is shown in

Figure 6. Due to Roleystone’s bushland environment, undulating landscape and

low-density development, its cycling and walking network is highly fragmented,

offering little dedicated infrastructure and cross-suburb connectivity to cyclists

and pedestrians.





Page 19

Figure 6 – Existing active transport within study area





Page 20

2.3.1 Cycling network

As shown in Figure 6, on-road provisions for cyclists (in the form of line-marked

shoulders) exist on the shoulders of Brookton Highway, however are currently

unprotected from vehicle traffic in either direction. Holden Road and Peet Road

form the key north-south linkages and are classified by the Department of

Transport as ‘good road riding environments’. The Peet Road classification

however does not apply to the section between Urch Road and Brookton

Highway, leaving a gap in the network. Steep terrain is experienced along notable

sections of both roads. In the east-west direction, the principal routes are Raeburn

Road (classified as both a good cycling environment and has a shared path as

shown in Figure 7), Chevin Road and Brookton Highway.

Figure 7 – Raeburn Road (left) / Peet Rd (right) shared path (Photo captured during site

visit, November 2019)

Within the balance of the study area, cycling infrastructure is limited to shared

cycle / pedestrian paths around the Town Centre on Wygonda Road, Jarrah Road

and Hall Road. In addition, shared cycle / pedestrian paths currently exist around

the Roleystone Community College on Raeburn Road, Rubida Rise, Caprea

Boulevard and part of Brooks Road.

In many suburbs, local streets are designated as ‘good’ cycling environments. This

sees cyclists sharing traffic lanes with other road users in the absence of dedicated

cycling infrastructure. While the Roleystone network comprises local distributors

and access roads, the steep gradients and curved alignments along sections of

these roads makes forward sight distance to cyclists riding kerbside very limited.

This can pose a safety issue to cyclists.

The Department of Transport has been working with local governments across

metropolitan Perth to develop the Long-Term Cycling Network (LTCN). It is

understood that a Draft Plan will be available in late 2020 however the DoT has

advised that for Roleystone, the network is anticipated to include Raeburn Road

and Westbourne Road (between Brookton Highway and Holden Road), Heather

Road, Wygonda Road (between Holden Road and Jarrah Road), Jarrah Road

(between Heather Road and Wygonda Road) and Holden Road (between Raeburn





Page 21

Road and Brookton Highway). Despite the LTCN being an aspirational long-term

plan that does not assume committed funding from State or local government, the

aspirational network identified by the DoT and CoA is a good starting point to

identifying and developing capital upgrades and improvements in addressing

network gaps.

2.3.2 Walking network

Roleystone’s pedestrian network is limited and offers little dedicated

thoroughfares for pedestrians. Many local access roads do not have footpaths. For

those that do have footpaths, it is typically only on one side of the road. For

instance, Peet Road being a main thoroughfare for buses travelling northbound,

lacks a footpath alongside the northbound traffic lane, offering little pedestrian

amenity for boarding and alighting passengers (Figure 8).

Figure 8 – Lack of pedestrian infrastructure for public transport users alongside

northbound traffic lane of Peet Road (Photo captured during site visit, November 2019)

In addition, there is a lack of a continuous network with the limited provisions

generally centred around the town centre and the Roleystone Community College.

On the approach to the town centre shown by Figure 9, there is a lack of all

pedestrian infrastructure on Wygonda Road, which is used as a pedestrian route

for residents west of Madew Street. North of the school shown by Figure 10,

disconnectedness of the pedestrian infrastructure is apparent on the eastern side of

Brooks Road to Salicina Gardens. The network is not conducive to supporting

walking as a travel mode due to its disconnectedness and limited reach with its

primary function to link car parking areas with key trip attractors such as the

school and town centre.





Page 22

Figure 9 – Lack of pedestrian infrastructure on Wygonda Road, 180m from town centre

(Photo captured during site visit, November 2019)

Figure 10 – Brooks Road / Salicina Gardens intersection looking east (top), Brooks Road

north of Salicina Gardens looking north.

While some of the community may challenge that a proliferation of footpaths on

both sides of local roads would diminish the bushland character of Roleystone,

there is a need to address key gaps in the network in order to encourage walking

as a travel mode and make it safer.

2.4 Public transport network and facilities

A map of the existing Public Transport network within the study area is shown in

Figure 11.





Page 23

Figure 11 – Existing public transport within study area





Page 24

Kelmscott Station is the closest train station to Roleystone, located roughly 2.5km

in road distance from the western boundary of the study area. From there, a

journey to the Perth CBD would take approximately 36-minutes during the AM

peak hour (Google Maps, 2020) via rail on the Armadale Line. To Kelmscott

Station from the Roleystone town centre at this time would take approximately

29-minutes using the 241 bus route service.

Bus route 241 originates from Kelmscott Station and accesses Roleystone via

Brookton Highway, traversing a limited section of the study area to the north of

Brookton Highway via Peet Road, Valley View Road and Westbourne Road,

terminating at Urch Road, east of Barnes Road. This service runs 7 days a week,

from 6am – 7:40pm on weekdays with 24 daily services, 7am – 6:40pm on

Saturdays with 8 daily services and 8:20am – 6:40pm on Sundays with 6 daily

services. The frequency of the 241 service is 4 buses per hour in the peak hours

and 1 bus per hour during the inter-peak period.

In addition, the 729 Special School service operates once a day at 3:10pm

between the Roleystone Community College and Canning Mills Road via

Coventry Road, Urch Road, Peet Road and Raeburn Road.

As shown in Figure 11, the existing public transport network is limited and

segregated by Brookton Highway creating large service gaps, particularly for the

north-eastern and southern portions of the study area. As discussed later in this

document, Transperth has advised that they have no plans to increase service

coverage or frequency in Roleystone (refer to Section 4). This is due to low

patronage levels as a result of the low density residential development.

2.5 Crash record

Crash data for the five-year period between 1st January 2014 and 31st December

2018 was provided by the City and analysed for the study area. A map showing

the locations of crashes and degree of significance is provided in Figure 13, while

a map showing the type of crash is provided in Figure 13. As shown, crashes are

concentrated within the built-up residential areas of Roleystone, while also

recorded along major movement corridors in Brookton Highway, Chevin Road

and Peet Road concentrated at intersections.





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Figure 12 – Crash data (1st January 2014 – 31st December 2018)





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Table 5 – Crash severity (1st January 2014 – 31st December 2018)

Crash severity No. of crashes

Fatality 2

Hospitality required 14

Medical attention required 19

Minor property damage <$1,000 59

Major property damage >$1,000 25

Total 119

As shown in Table 5, the most common reported crashes involved damage to

property only, with 50% of all crashes involving major damage to property (over

$1,000 worth of damage) and 21% involving minor property damage (under

$1,000 worth of damage). Of those involving pedestrians and motorists, 28% of

crashes required medical attention and 2 crashes in total resulted in fatalities,

occurring on Canning Mills Road and Croyden Road.





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Figure 13 – Crash type 1st January 2013 – 31st December 2018





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Table 6 – Crash type 1st January 2014 – 31st December 2018

Crash type No. of crashes

Head-on 5

Hit object 38

Non-collision 13

Rear-end 23

Right-angle 21

Right turn 9

Sideswipe (same direction) 4

Total 119 (6 crashes without specified type)

As shown in Figure 13 and summarised in Table 6, 43% of crashes involved

single vehicles with objects or non-collisions, usually involving vehicles running

off the road or hitting vegetation such as bushes and trees. This was most evident

on Chevin Road, Soldiers Road and Croyden Road. Of remaining crashes

involving vehicles, 44% involved rear-end, right-angle and right turn crashes.

Commonly these types of crashes are caused by sudden stops and vehicles turning

out onto traffic unpredictably. As shown, crashes involving other vehicles have

been highly concentrated at particular intersections along Brookton Highway

(Soldiers Road, Peet Road, Croyden Road and Holden Road) and Chevin Road

(Holden Road and Peet Road).

It should also be noted that the data provided only includes records of crashes that

were reported to emergency services and do not include crashes that were settled

privately or otherwise left unreported. As stated in later sections, it is clear that

this data likely underrepresents the actual crash history of Roleystone, with many

minor incidents and near-misses unreported.





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3 Site inspection

As part of the process in gaining a contextual understanding of the Roleystone

study area and determining existing key issues, a site inspection was carried out

by Arup and accompanied by a representative from the City on November 18,

2019.

3.1 Study area coverage

A high proportion of roads within the study area have been reviewed and

traversed by the site inspection team as part of the study by vehicle, with notable

walking locations investigated further on-foot. Figure 14 shows locations that

were reviewed during the site inspection.





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Figure 14 – Roads reviewed during site inspection





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Given the vast size of the study area and presence of lower-order, predominantly

local-access vehicle only roads, a small number of roads were left out of the site

inspection.

The following key principles were considered with regard to network transport

safety:

• Existing provision, constraints and opportunities for each transport mode

(pedestrians, cyclists, public transport users, passenger and heavy vehicles)

• Safety concerns and protection opportunities for active and public transport

users, with high consideration to school children

• Sightlines at key intersections, identifying hazardous locations for both

vehicles and pedestrians / cyclists

• Review of signs and linemarking

• On-street and off-street parking provisions

• Speed limits and driver behaviour (relative to the time of the inspection)

• Physical signs of ‘hooning’ behaviour.

3.2 Findings

Key findings from the site inspection and preliminary considerations to be

addressed as part of this LATM plan have been summarised in Table 7.

Table 7 – Site visit findings

Key issue Location Description

Hazardous

intersection

Brookton Highway/ Peet Road

Brookton Highway/ Holden

Road

Brookton Highway/ Croyden

Road

Brookton Highway/ Soldiers

Road

Coventry Road/ Urch Road

Chevin Road / Coventry Road

Chevin Road/ Peet Road

Chevin Road/ Holden Road

Chevin Road/ Brooks Road

Croyden Road/ Heritage Dr

Sightline issues noted at major intersections

along Brookton Highway and Chevin Road.

Linemarking observed to be incomplete or in

need of maintenance at remaining

intersections.





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Parking

supply

Roleystone Community

College

High parking demands, exceeding supply at

Roleystone Community College during school

drop off and pick up times.

Vehicle overflow parking impacting the safety

of footpath users.

Congestion Roleystone Community

College

Traffic queues on Brooks Road and affecting

access to Salicina Gardens

Pedestrian

environment/

safety

Chevin Road

Brookton Highway

Roleystone Town Centre

Lack of safe pedestrian links along key desire

lines and movement corridors for pedestrians,

specifically for school children en route to

Roleystone Community College. Safety at the

existing Roleystone Town Centre pedestrian

crossing could also be improved.

Hooning Chevin Road/ Peet Road

Garland Road between Aristea

Place and Athena Place

Evidence of tyre marks in a circular fashion

indicating hooning and other anti-social

behaviour.

Public

transport


College

Network wide bus stops

Traffic congestion observed at Roleystone

Community College from the significant

volume of vehicles undertaking pick-up and

drop-off of, resulting in a restriction of access

and egress for the school bus service.

A high number of bus stops, specifically along

the school bus service route, were observed to

offer minimal road and weather protection for

waiting passengers.





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4 Initial Stakeholder Consultation

A two-phased stakeholder consultation process has been designed for this project.

The first round of consultation is aimed at understanding existing transport

conditions and any planned / committed changes to the transport network that

should be considered in the preparation of this LATM plan. A proforma was used

to provide context and solicit feedback in a consistent manner, a copy is provided

in Appendix A.

The feedback from the first round of consultation is summarised in Table 8.

Table 8 – Preliminary (Round 1) Stakeholder Comments

Stakeholder Preliminary views to be considered in the LATM Plan

Transperth • Localised congestion around Roleystone community college

delaying bus services

• Low residential density means that servicing Roleystone by

public transport is a low priority for Transperth. There are no

plans to increase bus services in the future

• The 241 service has low and decreasing patronage. Service

changes to the 729 school bus service were implemented in

early 2020 (truncating the service at Canning Mills Road).


College

• Insufficient parking on site affecting drop off and pick up and

school start/ finish times

• Brooks Road - insufficient parking supply, queueing through

roundabout with Caprea Boulevard, traffic queues on approach

to kiss and drop, delays for buses (and noted that buses would

be better located in Raeburn Rd)

• Raeburn Road insufficient parking supply

• Salicina Gardens/ Brooks Road intersection - poor sight lines

due to cars parking on verges

• Lack of continuous footpaths (parents not allowing students to

walk to school)

• Problems have been getting worse for the last 3 years with the

school continuing to grow.

Main Roads WA • Brookton Hwy is a State Road and under the control of Main

Roads WA

• Current planning and the MRS makes provision for the future

duplication of Brookton Highway through this area

• Existing traffic volumes along this section of Brookton

Highway vary from just under 7,000vpd west of Croyden Road

to just over 2,500vpd west of Ferguson Road. Future traffic





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projections do not indicate any major traffic growth suggesting

that duplication will not be required until the longer term

• MRWA is not aware of any current traffic issues/problems

along this section of Brookton Hwy and Traffic Services has

not identified any short-term projects planned in the area

• Any proposed treatments will need to consider what if any

impact they may have on the side road intersections with

Brookton Highway.

Department of Transport The Department, in consultation with the City of Armadale, a

Long-Term Cycling Network (LTCN) for metropolitan Perth (all

33 local government areas). This has identified a network in

Roleystone. The DoT has highlighted that LATM treatments

identified for these routes need to ensure that barriers to cycling are

not imposed by a LATM scheme and should consider ways of

optimising the street for active modes. Potentially, streets which are

not currently part of the LTCN may become more attractive for

active travel after the implementation of LATM treatments.

The DoT is also preparing Cycling Guidance for Local Area Traffic

Management Schemes. The draft document reinforces that LATM

schemes need to be carefully designed with cyclists in mind and in

particular must reinforce the bicycle width envelope and must

consider whether cyclists are likely to be riding kerbside

(secondary position) or central to the lane (primary position).

While approached, no comments have been received from WA Police or the

Department of Planning, Lands and Heritage.

The draft LATM plan will be circulated to stakeholders for comment.





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5 Community Engagement

Phase One of community consultation commenced immediately after project

inception and concluded on Friday 14th February. The following section outlines

the methodology of the consultation process and the resulting key issues to be

examined as part of the LATM plan preparation.

5.1.1 Process

The first phase of community consultation was undertaken via several methods,

including meeting with local residents / business groups in a face-to-face session,

written submissions to the City, social media posts and an online engagement tool

accessed through the City’s website. This first phase therefore aided in

determining the current context of transport issues impacting the study area.

5.1.1.1 Online engagement tool

The most effective form of consultation was found to be the online engagement

tool, which was available for public comment on the City’s website between

November 28, 2019 and February 14, 2020 and promoted through the City’s

website and social media posts.

Within the online tool, users were able to flag a concern by selecting a location on

a map and leaving a themed comment. In addition, users could agree and promote

each other’s concerns by leaving an ‘up vote’ which aided in indicating which

concerns were considered more popular overall. A visual representation of the

tool is shown in Figure 15.





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Figure 15 – Online engagement tool





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During the period in which the tool was online and publicly available, 132

comments were received in total from 994 individual site visits from 328 different

users.

5.1.1.2 Community engagement forum

On Wednesday 5th February, the City, in collaboration with Arup, hosted a

community engagement ‘drop-in’ forum to gather remaining concerns from

Roleystone residents and business groups. Those who attended the session were

given a brief description of the study purpose and a summary of identified

findings thus far (including from site inspections and accumulated findings from

the online consultation tool to date), while hearing directly from the public their

ideas and concerns regarding local area traffic management and safety.

Despite not attracting a great number of community members and/or stakeholders,

it was discovered that the majority of those who attended the session were

unaware of the online consultation tool, indicating that the online tool was

successful in capturing a high catchment of stakeholders whom it would appear

did not deem it necessary to attend a consultation session in person.

5.1.1.3 Other methods

Other written stakeholder concerns were communicated with the City (and

subsequently shared with Arup) via email, letter and / or social media posts.

5.1.2 Key community concerns

Within the available timeframe, the stakeholder consultation process received a

total of 155 comments from a combination of the online engagement tool,

community engagement forum and various other methods. These have been

categorised below in Table 9. As indicated, a high concentration of received

comments related to the condition of road infrastructure and parking supply, as

well as the existing environment for pedestrian amenity and safety. Traffic

congestion and traffic speeds were also referenced to in moderate numbers, with

public transport, hooning, cycling and community facility concerns in less

concentrated numbers.

Table 9 – Community consultation responses

Category of issue Total

Road condition/ maintenance/ lighting/ parking 49

Pedestrian environment/ safety 44

Traffic congestion 20

Traffic speed 18





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Public transport 11

Hooning/ anti-social behaviour 6

Cycling 4

Community facilities 3

Total 155

As shown in Figure 16, community concerns were focussed heavily around:

• The Roleystone town centre

• Roleystone Community College

• Peet Road, south of Urch Road.

This is likely due to these areas being locations of high activity from vehicles,

cycle and pedestrian traffic, but also due to observed crash data as well as public

concerns regarding vehicle congestion, parking supply and pedestrian safety.

A register of all comments received from the community via each consultation

method has been provided in Appendix B.





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Figure 16 – Online engagement tool response locations hotspots





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An important aspect of the online engagement tool was allowing users to interact

with each other’s concerns, which indicated the most popular issues. Table 10

shows the five most popular comments in terms of online agreement.

Table 10 – Popular comments from online consultation tool

Issue(s) Location Description Up votes

Pedestrian

environment/

safety

Roleystone

Town Centre

“Turn the speed bump into a dedicated pedestrian

crossing. This is the major links for kids and locals

alike between the shops and public amenities. The

current setup (looks like a pedestrian crossing but

is not) is confusing to both motorists and

pedestrians.”

19

Pedestrian

environment/

safety

Speeding

Road

maintenance

Brookton

Highway

“There is no safe place for pedestrians along

Brookton Highway. Even the soft shoulders of the

road are miniscule. Drivers are prone to speeding

and cutting too close to the soft shoulders

especially around the numerous bends and curves

in the road.”

11

Pedestrian

environment/

safety

Cycling

Chevin Road

btw Robinson

Road &

Stony Brook

Ln

“There is no footpath from this end of Chevin

Road. A dual use bike/footpath along this section

of road joining Peet Road linking to Raeburn Road

would enable children to get to school/ bus stop

safely. It would also increase safety for numerous

cyclists that use Chevin Road on weekends.”

10

Parking

supply

Roleystone

Community

College

“Significant more parking required around the

school.”

10

Road

maintenance

Peet Road

between

Brookton

Highway &

Gilcoe Pl

“The lower end of Peet Road is dangerous,

especially in wet weather & at night. In 8 years of

living here, I’ve witnessed 10+ accidents. People

speed down Peet Road & lose control. I’ve had

vehicles hit trees, spin out on the road, roll in my

front yard & my neighbours, mount the footpath

(after kids have got off the bus), hit fencing, etc.”

9

As indicated above, the major concerns for Roleystone residents and business

groups were in reference to the existing environment offered for pedestrians and

cyclists, speeding, road maintenance / access and parking supply. Concentrated in

locations with high activity by vehicles, cyclists and pedestrians, these concerns

raise a need for the implementation of LATM measures in order to ensure safety

for Roleystone residents and its visitors, as well as improving overall access and

connectivity.





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6 Key Issues

Key transport issues evident throughout the study area have been identified

through physical on-site inspections, desktop data analysis, stakeholder

consultation and both the online and face-to-face community consultation

processes.

Commonly, LATM plans are aimed at addressing through traffic using local

streets in order to improve travel time or to avoid congestion compared to travel

times on nearby/ adjacent arterial roads. This issue has not been identified as an

issue currently experienced in Roleystone.

This section will outline key issues identified within the study area as determined

by the study.

6.1 Summary

A summary of key issues, including the source for concern, location and brief

description is shown in Table 11. It provides an overview of where LATM

measures are recommended to be implemented and for which issue they are aimed

at addressing. Further information about each location has been provided in this

section.

Table 11 – Key issue areas as determined by study

Location Key issue(s) Description

Roleystone

Community College

Pick-up/ Drop-off

Parking supply

Low parking/ pick-up/ drop-off

provisions leading to overflow of

parking onto neighbouring roads

and completing blocking parts of

the local road network.

Roleystone town

centre/ marketplace

Parking supply

Pedestrian infrastructure/ amenity

Hooning

Low pedestrian amenity such as

lack of footpaths and crossings

discourages active transport,

while low parking supply has led

to an overflow of informal

parking onto private property.

Peet Road south of

Urch Road (incl.

Brookton Highway

intersection)

Crash history

Sightlines

Speeding

High history of crashes and

speeding on this segment of road

has led to damaged property and

injury.

Chevin Road Speeding

Crash history

High history of crashes and

speeding on this segment of road

has led to damaged property and

injury. In addition, low pedestrian





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Sightlines

Pedestrian infrastructure/ amenity

infrastructure provisions create an

unsafe environment.

Coventry Road Speeding

Through-traffic

Hooning

Excessive speeding and hooning

from vehicles using Coventry

Road as a through-route to Urch

Road has created an unsafe and

undesirable road for residents.

Public transport

access in the

northeast

Public transport service gap The northeast currently has no

provision to public transport

within a walking catchment of

400m.

Network wide Road maintenance

Public transport stops

Network wide consideration to

road maintenance such as

linemarking and vegetation

clearing, provision for shelters

and safety at bus stops and low

lighting of road segments have

been raised.





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6.2 Areas of greatest concern in Roleystone

As a result of the community consultation phase one and further investigations,

three key areas were identified as major concerns for the residents of Roleystone.

These are shown in Figure 16 and are namely:

• The Roleystone town centre


• Peet Road, south of Urch Road.

6.2.1 Roleystone Community College

Roleystone Community College can be accessed from Brooks Road and Raeburn

Road. Brooks Road is an access road whereas Raeburn Road is a local distributor.

A small pick-up and drop off facility is located off Brooks Road with access

limited to left in and left out. There is a 24-bay car park that is signposted for use

for kindergarten and pre-primary parents/ guardians only. There are also on-street,

parallel parking bays located on the eastern side of Brooks Road between Raeburn

Road and Caprea Boulevard.

The College currently holds the highest number of enrolments for children within

the study area. In effect, the school is arguably the most accessed destination in

Roleystone on a Monday to Friday basis up to twice a day for pick up/ drop off.

Currently, key issues are concentrated in this area (Figure 17) and include a lack

of parking supply/ (pick up and drop off) PUDO supply and congestion on Brooks

Road.

The campus was originally a high school campus and the primary school

(including kindergarten) was subsequently added but with only minimal changes

to the infrastructure on the campus. The drop off and drop off needs for a primary

school are very different to those of a high school. Students attending

kindergarten, pre-primary and for the early stages of Year 1, need to be picked up

and dropped off directly at the classroom by a supervising adult/ parent/ guardian.

This adds significant parking demands which have not been adequately cater for

within or surrounding the campus. Primary school children in early years

(kindergarten to year 1) are also less likely to cycle, walk or catch the bus to

school.

The crash statistics for the area surrounding the school (refer to Figure 12) shows

that there have been two major property crashes recorded. The school records all

near-misses and has raised concerns about vehicles parking and manoeuvring over

pedestrian footpaths and parking in a manner that obstructs sight lines to

pedestrians.





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Figure 17 – Roleystone Community College issue hotspot

Key issues identified within the surrounding the Community College are

summarised in Table 12.

Table 12 – Roleystone Community College key issues

Key issue Description

Pick-up/

Drop-off

facilities

Following community consultation and affirmed by the physical site inspection,

the current arrangement of the sole PUDO facility, which is located off Brooks

Road between Wygonda Road and Caprea Boulevard, does not meet current

demand, causing excessive queuing onto Brooks Road. A product of this queuing

is the reported halt in traffic flow from the PUDO facility, through the Caprea

Boulevard roundabout and towards Chevin Road.

In addition, the left-in/ left-out arrangement results in circuitous access.

Parking

supply

Current parking facilities are deemed adequate for staff and visitors to the college

given a lack of concern for the staff/ visitor parking facilities. The lack of parking

supply for parents/ guardians however has been raised as a major concern for the

college, brought on by an underutilisation of current parking on Raeburn Road, a

lack of parking supply on Brooks Road and an overflow parking onto Salicina

Gardens.





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6.2.2 Roleystone town centre

The Roleystone Town Centre is centred on Jarrah Road, north of Wygonda Road.

These access roads carry an AWT of 2,300vpd and 3,300vpd; respectively. A

review of the five year crash data shows that there have been seven crashes

recorded along or in close proximity to Jarrah Road between Wygonda Road and

Tyers Road. Majority of these crashes have resulted in major property damage.

There are parallel, embayed parking bays on Jarrah Road at its southern end, on

both eastern and western sides.

Key issues raised by the community are concentrated in this area (Figure 18) and

focus on pedestrian/ cycling infrastructure provisions/ safety and parking supply,

particularly on marketplace days.

Figure 18 – Roleystone town centre issue hotspot

Key issues identified within the Roleystone town centre are shown in Table 13.

Table 13 – Roleystone town centre key issues


Pedestrian

amenity

Current pedestrian infrastructure provisions are not conducive of a network that

encourages or supports the growth of active transport within, or to and from, the

town centre. This is in regard to the provision of sidewalks/ shared paths and safe

crossing points within the vicinity of the town centre. As described in Section

2.3.2, current provisions on Wygonda Road only serve pedestrians accessing the

town centre from the intersection with Madew Street, under 200m from the town

centre. Pedestrians west of Madew Street are subsequently forced to walk on the

road alongside traffic, amongst the vegetation on the southern side of the road or

along driveways and front verges of private properties on the northern side of the

road.

In addition, the existing raised treatment at the entrance to the IGA, located

between Wygonda Road and the north western (IGA) carpark entry, is regarded

confusing to vehicles and pedestrians, as it is unclear who has right of way.





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Parking

supply

Community members raised concerns about low parking supply to service the

numerous sporting and recreational facilities in Cross park. This issue is

exacerbated on market days which occur monthly. Currently, allocated parking

for marketplace days is facilitated in the gravel car park off Wygonda Road and

the sealed sporting club carpark. An excess of demand for parking on marketplace

days sees parking overflow onto Madew Street, frequently blocking access for

residents to their private properties.

The gravel car park off Wygonda is not formalised. The gravel surface is in poor

state or repair and while not evidenced at the site visit, it is expected that there

would be pot holes after wet weather. Parking is taking place informally including

in tree root zones and there is a lack of DDA compliant parking bays and

pedestrian access.

Car parking for the sporting facilities is disjointed and lacks supply on weekends

and there is no DDA compliant parking. Parking for tennis and football clubs

includes blind aisles where there are no means for vehicles to turn around if all

parking bays are fully utilised (which requires motorists to reverse out).

Hooning Concerns of hooning have been raised within the Cross Park car park off

Wygonda Road and the sporting facility carpark located off Jarrah Road. Not only

does anti-social behaviour have an impact on the overall vibrancy of the town

centre, but also leads to noise pollution, a reduction in safety and an increased

risk of damage to public property.





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6.2.3 Peet Road south of Urch Road

The southern section of Peet Road between Urch Road and Brookton Highway is

currently a winding road made up of multiple intersections. Through community

consultation, multiple concerns have been raised in this area (Figure 19) in regard

to crash history, speeding and sightline issues at the intersection with Brookton

Highway.

Peet Road is a local distributor road with a sign posted limit of 60km/h. The

Transperth 241 bus services also operates along this section of road.

Figure 19 – Peet Road south of Urch Road issue hotspot

Key issues identified within the Roleystone town centre are shown in Table 14.

Table 14 – Peet Road south of Urch Road key issues


Crash

history

Crash records provided by the City show a total of five reported crashes on the

southern section of Peet Road. The nature of these crashes is diverse, ranging

from non-collision (run-off road), hit object and rear end, resulting in only minor

to major property damage.

Despite these reported crashes, community consultation has raised concern for far

more crashes and near misses on this segment of road, with up to 11 community

reports in the past 4 years. Common to a rural suburb such as Roleystone, this

eludes to the fact that there are crashes unreported. This is likely due to crashes

resulting in only minor damage, a lack of witnesses on the scene or that crashes

have otherwise been settled privately.

Speeding Following a review of traffic count data as provided by the City, it is confirmed

that community concerns regarding speeding is apparent. Particularly between

Mann Place and Mackie Road, an 85th percentile speed statistic of 64kph was





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recorded, above the posted speed limit of 60kph. It was also recorded that 5% of

vehicles were travelling at or above 69kph at the time of record.

Community concerns were also made regarding pedestrians attempting to cross

Peet Road from the east and cross Brookton Highway from the south and

speeding cars in both directions creating an unsafe environment for pedestrians.

Sightlines Community concern regarding the sightlines offered at the Peet Road/ Brookton

Highway has been raised on multiple occasions as a cause for crashes. Of the

three crashes which have been reported (impact on right angle, rear end and while

attempting a right-hand turn) minor damage was a result and those involved did

not require medical attention. However, alike the segment of Peet Road north of

the intersection, it has been raised that many crashes and near misses caused by

unaware motorists entering Brookton Highway from Peet Road are left

unreported. The recorded 85th percentile speed on this section of Brookton

Highway are in excess of the signposted limit.





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6.3 Other road and intersection concerns

6.3.1 Chevin Road

Chevin Road is currently a predominantly straight corridor with multiple

intersections, aligned by dense vegetation on either side of the unsealed shoulders.

It is classified as a regional distributor road and has a signposted speed limit of

80km/h. Following a desktop review of data, site visit and community

consultation, multiple concerns have been raised along the corridor associated

with speeding, crash history, sightlines, road maintenance and pedestrian safety.

Key issues identified on Chevin Road are shown in Table 15.

Table 15 – Chevin Road key issues


Speeding A review of traffic count data as provided by the City, has confirmed

community concerns regarding speeding along Chevin Road. Particularly for

segments of the road west of Peet Road and east of Holden Road, 85th percentile

speeds of up to 87kph were recorded, exceeding the posted speed limit of 80kph.

Crash

history

Crash records provided by the City show a history of various severities and

types of crashes ranging from single vehicle/ object collisions and vehicle/

vehicle collisions resulting in damage to property and required medical

attention. A total of 13 crashes have been recorded, with a clustering around the

Peet and Holden Road intersections.

Sightlines Multiple concerns of sightline issues at key intersections along Chevin Road

have been highlighted during community consultation. These have been tested in

AutoCAD considering 85th percentile speeds and have confirmed sightline issues

at the Chevin Road/ Peet Road intersection, in relation to the dense vegetation

encroaching on the road reserve on the western corner of Peet Road. Figure 20

shows the sightline investigation, confirming issues looking east from Peet Road

onto Chevin Road.

Figure 20 – Sightline investigation Chevin Road/ Peet Road intersection





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Road

maintenance

Throughout the community consultation phase and verified by the site visit,

multiple concerns have been raised regarding the current condition of Chevin

Road from a road maintenance point of view. Vegetation encroaching into the

road clear zone, frequent vegetation debris and deep water puddles following

rain/ storm events and fauna entering the road reserve have all been recorded as

key issues.

Pedestrian

safety

Chevin Road has been used as a direct route for school children accessing the

college twice a day from west of Brooks Road and north of Raeburn Road.

Concerns from the community have been raised and recorded with respect to the

lack of pedestrian infrastructure provided on Chevin Road. In combination with

records of speeding vehicles and crashes, Chevin Road is an unfriendly

pedestrian environment with no dedicated pedestrian facilities.





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6.3.2 Coventry Road

Coventry Road has a straight alignment with unsealed shoulders, providing a

through-route for vehicles accessing Urch Road in the south and Chevin Road in

the north. Following community consultation and an analysis of traffic data,

Coventry Road has been identified as a key issue corridor in regard to speeding.

Key issues identified on Coventry Road are shown in Table 16.

Table 16 – Coventry Road key issues


Through-

traffic

Connecting between Chevin Road and Urch Road, Coventry Road carries higher

traffic volumes than surrounding access roads. The recorded volume however is

within acceptable thresholds for an access road. The community has a

perception that it is a through route however this issue is most likely exacerbated

by speeding as outlined below.

Speeding Traffic count data as provided by the City supports community concerns of

speeding along Chevin Road. Given a posted speed limit of 50kph is in place, an

85th percentile speed of 73kph has been recorded, well in excess of the speed

limit. Community feedback has highlighted that there have been numerous near

misses and unreported crashes.

Hooning Community consultation has raised concerns over frequent hooning and other

anti-social behaviour occurring on Coventry Road. The straight road alignment

and low residential density (and poor passive surveillance) are likely to be key

factors in creating an environment conducive to hoon behaviour.





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6.4 Wider network issues

6.4.1 Speeding

As reported in Section 2.2.2, the following locations have had speeds recorded

that exceed the signposted speed limit by 10% or more:

• Croyden Road

• Mackie Road

• Soldiers Road

• Urch Road

• Coventry Road

• Brooks Road

• Peet Road.

Speeding on Brooks Road and Peet Road have been addressed in Sections 7.1.1

and 7.1.3; respectively. With the exception of Croyden Road, there is only a single

traffic count record for these locations, making it difficult to draw conclusions.

However in cross referencing this data with the reports of speeding raised through

the community consultation shows that Coventry Road, Urch Road and Soldiers

Road are areas where speeding needs to be addressed (refer to Figure 21).

Figure 21 - Community Consultation feedback hotspots for speeding

6.4.2 Road maintenance

Given Roleystone’s rural nature and relatively low traffic in comparison to

metropolitan Perth, community concerns about the condition of the road network





Page 53

has been raised. Some road maintenance issues were observed during the site

visit. Key issues include vegetation encroaching onto the road reserve, faded or

incomplete linemarking, condition of pavement and lack of street lighting.

The locations where the 28 ‘road condition and maintenance’ issues were raised

are shown in Figure 22 and were concentrated near the Peet Road/ Brookton

Highway intersection and along Holden, Chevin and Croydon Roads intersection.

Comments related to sight line issues, road making required, road surface issues

and locations where speed limits should be dropped due to sight line issues.

Figure 22 - Locations where road maintenance issues were raised

6.4.3 Public transport

Given Roleystone’s minimal provision of public transport as described in Section

2.4, community concerns have been raised about the condition of bus shelters,

protection of bus stops from traffic and service gaps.

In particular, bus stops along Peet Road have been identified as lacking basic

provisions such as shelters from both the weather and as awareness for vehicles.

In addition, a number of bus stops on the network do not have adequate pedestrian

infrastructure provisions, forcing boarding and alighting passengers to wait

amongst dense vegetation on the side of the road reserve and walk to and from bus

stops on unsealed road verges, with no protection from vehicle traffic.

Furthermore, the northeast of Roleystone has been raised as a public transport

service gap to both public and school service buses. Currently, a number of houses

north of Chevin Road and east of Brooks Road are in excess of a 1.5km walk from

the nearest bus stop (approximately 20-minute walk).





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7 Traffic Management Plan

This section is aimed at providing the City with a matrix of LATM treatments

recommended at addressing each issue and suggested locations of implementation

as highlighted by the study. The following overall LATM objectives aim at

addressing the key issues facing the Roleystone area as determined through the

desktop analysis, site inspection and community consultation process:

• Mitigate total speed and cases of speeding on major movement corridors and

local access roads

• Reduce hazardous intersections by improving sightlines and mitigating vehicle

conflict

• Increase amenity and safety for pedestrians and cyclists and encourage the use

of active transport

• Increase parking supply at major demand areas (i.e. school and market

parking) in the study area to decrease parking overflow adjacent private

property

• Improve the overall condition of the existing transport infrastructure and

increase connectivity.

Further considerations to note include:

• Recommended LATM treatments are likely to be of minimal impact in

isolation and should be used appropriately in conjunction with one another. A

combination of measures should therefore be selected that complement one

another and do not create further conflicts and/ or prevent the effectiveness of

a single measure.

• All recommended treatments and diagrams included in this section are

depictions only and should be investigated further as part of more detailed

design. Treatment options will also need to be investigated in regard to road

reserve constraints, additional clearing of vegetation, Safety in Design

considerations and trial periods. It should also be noted that treatments shown

are not recommended exclusively at these locations and can be implemented at

various locations within the study area

• Selected treatments should be in favour of encouraging active transport rather

than the use of private vehicles (i.e. additional footpath and shared

pedestrian/cycle paths in preference to increased parking supply). It is likely

that treatments which encourage the use of vehicles are likely to lead to a

higher saturation of vehicles on the network, resulting in potential increases in

pedestrian/ vehicle conflicts, crashes and reduced active transport amenity.

• Treatments in regard to Primary Distributor roads (e.g. Brookton Highway)

and public transport services will require further analysis and discussions with

additional stakeholders and authorities (i.e. Main Roads WA, Transperth,

PTA, etc.).





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7.1 Priority Areas

The following LATM treatments are recommended for key concern areas in:


• Roleystone town centre

• Peet Road south of Urch Road.

7.1.1 Roleystone Community College

A study undertaken by Cardno in August 2019 examined the traffic and parking

issues at the Campus. This recent report, was specifically commissioned to

examine the issues at the school in more detail than is possible as part of a suburb-

wide LATM. It made recommendations into potential traffic management

treatments to combat key issues at the college. The following treatment options

were recommended:

• New pick-up/ drop-off facility north of Raeburn Road

• Consolidation of signage to indicate available parking on the existing northern

bays of Raeburn Road

• New pick-up/ drop-off facility on the eastern side of Brooks Road, south of

the existing facility (approximately 12 PUDO bays)

• Consolidation of signage to indicate available parking in the existing car park

on Brooks Road

• Extension of the current pick-up/ drop-off facility on Brooks Road (two bays)

• Removal of Brooks Road/ Caprea Boulevard roundabout to a priority-

controlled T-junction.

These treatments are yet to be implemented. It is clear from undertaking

community and stakeholder consultation to inform the preparation of the

Roleystone LATM, that traffic and parking issues at the Campus are one of the

highest priority issues currently facing Roleystone. The issues do not only affect

staff, visitors, parents and students at the Campus but the surrounding community.

The two core issues are:

• Lack of parking facilities for drop off and pick up

• Concentration of drop off and pick up on Brooks Road creating traffic

congestion.

The roundabout at the intersection of Caprea Drive/ Brooks Road is a symptom

but not the cause of traffic issues on Brooks Road.

Arup has reviewed the recommendations made within the 2019 report and along

with site visits and review of the consultation feedback, comments shown in

Figure 23 and as follows:

• There is a need for additional parking bays to be provided to meet drop off and

pick up demands. On street, embayed, parallel parking has been provided





Page 56

along the school frontages along Brooks Road and Raeburn Road. While there

is opportunity to provide additional parallel parking on the opposite sides of

these roads, that is, the western side of Brooks Road and southern side of

Raeburn Road, this would increase the need for pedestrians to cross roads to

access the school which poses increased safety risk and is not recommended.

• On the basis that there is no opportunity to increase embayed parking along

the school frontage, the preferred approach is to provide extended parking

areas for drop off and pick up on the school campus. This would increase

supply, reduce the need for students to cross roads to travel to/from campus to

parking facilities and reduce the amenity impacts of traffic and parking on

surrounding residences (in particular Salicina Gardens). Additional facilities

should be located off Raeburn Road and Brooks Road in order to spread the

traffic demands. The recommendation from the 2019 Cardno report for new

PUDO facilities on Raeburn Road and Brooks Road (south of the existing

facility) are supported.

• The roundabout at Brooks Road/ Caprea Boulevard allows vehicles to safely

undertake a U-turn in order to access the embayed parking on the eastern side

of Brooks Road (if approaching from the south) and the drop off/ pick up and

parking facilities within the school campus. As per the above

recommendation, there will be increased access demands with the additional

supply of parking within the campus off Brooks Road. The additional supply

of parking as proposed by Cardno, appears to reinforce the left in left-out

arrangement currently in place Alternatively the preference is for right turn in

movements (with right turn pockets provided) at the Brooks Road

kindergarten/ pre-primary car park and the new proposed southern PUDO

facility Arup sees no reason to also remove the roundabout at Caprea

Boulevard with the costs associated with removal of the roundabout better

invested into provision right turn pockets on Brooks Road.

• The increase in PUDO bays on Raeburn Road as proposed in the 2019 report

are supported.

• The signage recommendations in the 2019 report are supported, if

implemented in concert with the increase in the number of PUDO bays

Other recommendations:

• Education of motorists accessing the school through the newsletter:

• Availability of parking on Raeburn Road. This is not used to capacity

(based on Arup’s site visit)

• Reinforce the need to park clear of footpaths

• In September/ October 2019, a survey was undertaken by the Children’s

Crossing and Road Safety Committee to review use of the crossing on Brooks

Road. This is currently a ‘Type A’ crossing (traffic warden provided by

school). The survey captured the AM peak hour before school starts on one

day and the after school peak on another day. The survey results showed that

the warrants for a type ‘B’ crossing (traffic warden supplied by WA Police)

was met in the AM peak but not the PM peak. The PM peak however revealed

that the number of pedestrians using the crossing, outweighed the number of





Page 57

vehicles. The low traffic count was most likely a result of traffic queuing

through the Caprea Boulevard roundabout, restricting traffic flows on Brooks

Road. As the result was compromised, it is recommended that the survey be

repeated and any conclusions cognisant of traffic congestion that may affect

the results.

• The lack of progress on the implementation of the recommendations from the

2019 report by Cardno indicates that a partnership approach between the

Department of Education, the City of Armadale and Roleystone Community

College is needed as a priority to help implement changes.

• Prepare a school travel plan, to identify ways to encourage secondary students

in particular to walk or cycle to school. This needs to be supported by road

safety education and supply of good quality (secure, weather protected)

bicycle parking facilities.

• The school may be required to be more stringent in terms of the incorrect use

of the PUDO facility. The current ‘move-on’ policy, which details parents

must keep traffic flowing at all time, moving on from the PUDO facility if

their child is not waiting, currently appears to be not adhered to. Enforcement

and surveillance of this option could be undertaken by additional on-duty

staff.





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Figure 23 – Roleystone Community College LATM treatments





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7.1.2 Roleystone town centre

The following LATM treatment options are recommended in the Roleystone town

centre and also shown indicatively in Figure 24:

• Extend existing parallel, embayed parking within the existing road reserve on

Jarrah Road (western side) extending north towards the football club access.

The adjacent footpath should also be extended

• Pedestrian crossing on Jarrah Road:

• Pedestrian and vehicle surveys undertaken in 2020 revealed that the

existing raised pedestrian crossing point (where vehicles currently have

priority), does not meet warrants for it to be converted to a full wombat

crossing where pedestrians have priority. Other interventions to improve

pedestrian safety and amenity can be implemented as follows:

• Introduce a 40km/h speed zone on Jarrah Road between Wygonda

Road and in the vicinity of Robin Road/ Andreas Road – providing a

400m length as per MRWA standards. A threshold treatment such as a

raised platform or different surface treatment to delineate entry to the

40kph zone is recommended at either end. While speeding on this

stretch of road is not an issue, reducing the speed limit will create a

more pedestrian and cycle friendly environment which is important

given the adjacency to the skate park and sporting ovals

• Install signage or linemarking to make it clear to pedestrians

‘pedestrians must give way to vehicles’. While this is not ideal as

pedestrians should be given priority in town centres to encourage this

mode of travel, as the warrants are not met, this treatment is a means to

remove ambiguity as to who have priority.

• Annually review pedestrian and traffic count data to determine if

warrants are met to justify a pedestrian priority (wombat crossing)

• Construct/ extend shared path/ footpath infrastructure on the southern side of

Wygonda Road (east of Jarrah Road) to connect with existing network and

‘bush trails’, including better integration with the bus stop and formalisation

of pedestrian infrastructure on the busy segment of the road

• Construct/ extend shared path/ footpath infrastructure on the northern side of

Wygonda Road (west of Madew Street) to connect with existing network and

‘bush trails’ from Peet Road and increase formalisation of pedestrian

infrastructure on the busy segment of the road

• Formalise gravel car park located off Wygonda Road either by resurfacing and

the implementation of linemarking, or by introducing pegged out bays and

wheel stops in order to retain gravel surface. The gravel car park needs to be

regularly maintained, preferably prior to winter months. This would avoid the

current situation of vehicles parking on the root zones of trees and provide

some physical barriers to restrict the amount of space that could be used for

hoon driving.

• Upgrade car park at the sporting facility as follows:





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• Introduce ACROD parking bays (two bays). Bays should be designed in

accordance with AS2890.6

• The elimination of blind aisles which will means some loss in bays

• Install shared zone signage and speed bumps along the east-west

circulating road

• Formalisation of the current U-turn facility with linemarking and signage

(including installation of no parking signs).

• Put in temporary traffic management on Madew Street during the monthly

markets until additional parking is provided as per the recommendations

above. This could include blocking access from Jarrah Road (cones and a

traffic manager controller to permit local access only). This is a costly exercise

but would alleviate pressures on this road before additional parking is

implemented on Jarrah Road and in Cross Park. Alternatively, the construction

of additional on-street parking bays with associated line marking and parking

signs on the eastern side of Madew Street is recommended by CoA for further

investigation.

• Monitor traffic volumes on Wygonda Road. Traffic volumes recorded in 2018,

between Dreyer Road and Taree Place showed that the recorded volume

exceeded the desirable threshold for an access road by 10% (around 300vpd in

excess). This was based on a single traffic count only and high traffic volumes

have not been identified by the community as an issue in this location. It is

recommended that traffic counts should be repeated (on a further two

occasions) in order to determine any trends.





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Figure 24 – Roleystone town centre LATM treatments





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7.1.3 Peet Road south of Urch Road

The following LATM treatment options are recommended for Peet Road and also

shown indicatively in Figure 25. Recommended treatments include those that slow

the traffic environment to account for the tight corners and mitigate sightline

issues of its multiple intersections.

• Between Urch Road and Brookton Highway:

• Lowering the posted speed limit from 60kph to 50kph south of Urch Road

to account for the change in alignment, sightlines and number of

intersections. This is supported by MRWA guidelines

• Intensify speed limit enforcement – working closely with WA Police

• Modify T-intersections (Peet Road/ Urch Road, Peet Road/ Mackie Road,

Peet Road/ Knuckey Ct and Peet Road/ Gilcoe Pl)

• Flat-top road hump (Peet Road before Brookton Highway)

• Small central median to better delineate traffic lanes at the road bend

(within road reserve between Gilcoe Place and Brookton Highway in front

of property no. 20)

• Mini roundabout (within existing road reserve at the intersection of Urch

Road/ Peet Road

• Raised pavement at Contour Road/ Mann Place/ Peet Road.

• Peet Road/ Brookton Highway intersection (subject to further consultation

with MRWA):

• Install dynamic, portable speed warning signs on Brookton Highway on

approaches to Peet Road in order to encourage motorists to travel at or

below the 70km/h speed limit

• Introduce left slip lane from Brookton Highway into Peet Road to avoid

potential rear-end and head-on collisions from high speed vehicles on

Brookton Highway performing dangerous overtaking manoeuvres

• Deviate cyclists and pedestrians from Brookton Highway to avoid the Peet

Road intersection, increasing active transport safety by separation from

traffic at the dangerous intersection

• Remove large mature tree on Peet Road obscuring sightlines to the east

towards the Brookton Highway intersection.

Further considerations/ investigation to be required given the implementation of

depicted LATM measures:

• Existing counts portray 3,900vpd in both directions on Peet Road, under the

4,000vpd maximum warranted by Main Roads WA for road humps. Further

traffic volume counts should be undertaken however in precise locations

depicted for a modified T-intersection/ roundabout/ flat-top road humps

• Adequate road reserve available for required LATM measures. Further

investigation into available road reserve and future projects should be

undertaken however to avoid land reclamation in locations depicted for

modified T-intersection/ roundabout/ blister island.





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Figure 25 – Peet Road south of Urch Road LATM treatments





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7.2 Secondary Areas

The following LATM treatments are recommended for key concern roads in:

• Chevin Road

• Coventry Road.

7.2.1 Chevin Road

The following LATM treatment options are recommended on Chevin Road and

shown indicatively for Chevin Road between Holden Road and Heath Road in

Figure 26. As shown, recommended treatments include those which deflect the

straight and flat road alignment at various points along the road (e.g. slow points,

raised pavements and modified t-intersections) to discourage speeding and

improve safety both along the corridor and at intersections. It should be noted that

indicative treatments as shown in Figure 26 are not limited to this section of

Chevin Road and can be investigated at alternative locations further west on the

corridor. For instance, the introduction of a shared path is recommended along the

full length of Chevin Road given its importance to residents as surmised from

various stages of community consultation.

• Reclassification of Chevin Road. Chevin Road is classified as a Regional

Distributor. The primary purpose of regional distributors, according to Main

Roads WA, is to link significant destinations and are designed for efficient

movement of people and goods between and within regions. This

classification is not appropriate for built up areas. According to the functional

road hierarchy, pedestrian provisions for these types of roads are through the

careful placement of school bus stops and rest areas. Direct property access is

not preferable. The classification of Chevin Road as a regional distributor is

not in context with the surrounding low-density residential land use and while

there is only limited direct property access, there are numerous local access

streets intersecting to the east of Holden Road. It is suggested that Chevin

Road is reclassified as a Local Distributor following the implementation of

appropriate LATM measures.

• Investigate the option of lowering the posted speed limit from 80kph to 60kph.

This would likely create a shift in driver behaviour, lowering the risks of

crashes, while also lowering speeds on adjoining streets where vehicles turn

off Chevin Road (i.e. Brooks Road). However, this should be supported by the

following measures:

• Blister island (between Gwynne Pl and Rubida Rise)

• Raised pavement (Chevin Road/ Heath Road and Chevin Road/

Moseri Road)

• Modified T-intersections (Chevin Road/ Brooks Road, Chevin

Road/ Rubida Rise and Chevin Road/ Peet Road).

• Reinforce clear zones by clearing vegetation and sealing shoulders particularly

at Peet Road intersection to improve sightlines





Page 65

• Additional lighting (between Gwynne Place and Heath Road)

• Investigate the implementation of sealed shoulders on each side of the road

and the introduction of a shared path along the southern side of Chevin Road.



• Existing traffic volume counts allow for LATM measures (raised pavements,

modified T-intersections) on Chevin Road in depicted locations based on

Main Roads WA guidelines excluding at Chevin Road/ Peet Road intersection

where counts exceed maximum by 800vpd (400 in each direction). Further

investigation would be required into this intersection to increase safety given

history of crashes as outlined in Section 2.5





Page 66

Figure 26 – Chevin Road LATM treatments





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7.2.2 Coventry Road

The following LATM treatment options are recommended on Coventry Road and

shown indicatively Figure 27. As shown, recommended treatments include:

• Deflection of the road from a straight and flat alignment through:

o Slow points

o Raised pavements at T-intersections and at entry points to

Coventry Road creating an entry statement to the local access road

o Flat road humps.

• Introduction of new, clear posted speed limit signage

Given an overall reduction in opportunity to use Coventry Road as a fast

thoroughfare between Chevin Road and Urch Road, this is likely to reduce

through-traffic and create a more neighbourhood friendly road for current

residents.



• Existing counts portray 1,000vpd in both directions on Coventry Road, under

the 4,000vpd maximum warranted by Main Roads WA for road humps.

Further traffic volume counts should be undertaken however in precise

locations depicted for slow points and flat-top road humps

• 50km/h speed zone satisfies Main Roads WA requirements for road humps

however support to be requested given preferred implementation

• Further investigation into available road reserve and future projects should be

undertaken however to avoid additional land reclamation in precise locations

depicted for modified T-intersection/ blister island.





Page 68

Figure 27 – Coventry Road recommended LATM treatments for further investigation





Page 69

7.3 Wider network issues

The following LATM treatments are recommended for wider network issues

regarding:

• Speeding

• Road maintenance

• Public transport.

7.3.1 Speeding

The City has advised that they are arranging temporary installation of electronic

speed signs on Soldiers Road and Urch Road. These signs give real time

information to motorists on the speed they are travelling and whether their speed

is below or above the speed limit (and advised to slow down).

It is recommended that these signs should also be installed as a priority on

Coventry Road.

The two locations where traffic speed have been recorded on Croyden Road show

that speeding is an issue. A number of crashes have also been recorded on

Croyden Road and for this reason it is recommended that electronic speed signs

should be installed, and traffic speeds monitored.

Mackie Road only has a single traffic count source and has not been raised

through consultation as a speeding hotspot. It is recommended that further traffic

counts are recorded to determine whether traffic speeding is a trend.

7.3.2 Road maintenance

The community consultation feedback highlighted that road maintenance issues

spread throughout Roleystone with a moderate focus on Chevin Road, Peet Road,

Brookton Highway and Croydon Road (refer to Figure 22). LATM treatments that

should be considered for further investigation include:

• Upgrading linemarking to pronounce traffic lanes, bicycle lanes and

intersection arrangements

• Removal of potholes

• Resurfacing of heat damaged roads and removal of extensive asphalt road

crack fillers particularly evident on Garland Road south of Brookton Highway

• Sealing of shoulders on key arterials such as Chevin Road, Peet Road and

Holden Road

• Removal of vegetation encroaching on road reserve

• Road maintenance and footpath maintenance alongside Brookton Highway (to

require engagement with Main Roads WA).





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7.3.3 Public transport

Key public transport issues as indicated in Section 6.4.3 depend on contribution

from stakeholders external to the City. The PTA has advised that they do not

foresee any increase in service provision in Roleystone, due to the low-density

residential land use and low existing and potential patronage.

Despite modifications to the current operational service, feedback from the

community consultation seeks additional infrastructure in the form of bus shelters,

particularly along the existing service 241 bus route on Peet Road. It has been

noted that current provisions provide minimal protection for waiting passengers

from adverse weather and from passing vehicles. It is therefore recommended that

investigation into the provision of bus shelters and the upgrade of existing shelters

at popular stops should be undertaken to improve the rider experience and

possibly encourage a lift in patronage.

7.4 Safety in Design review

A Safety in Design (SiD) review was undertaken for the treatments recommended.

The SiD reviews the effectiveness of and appropriateness of the treatment in

addressing issues such as speeding, hoon driving, unsafe intersections, etc. A copy

of the SiD review is provided in Appendix C.





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8 Round 2 – Stakeholder Consultation

Phase Two is to involve seeking feedback on the draft LATM study from the City,

residents and business groups.

This section will be addressed following Phase Two of community consultation

expected to take place from mid-2020.





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8.1 Round 2 – Community Views







Page 73

9 Implementation







Page 74

10 Conclusion



Appendix A

Stakeholder engagement

proforma

\\GLOBAL.ARUP.COM\AUSTRALASIA\PER\PROJECTS\272000\272618-00 CITY OF ARMADALE LATM\WORK\INTERNAL\STAKEHOLDER ENGAGEMENT\20191125 STAKEHOLDER INPUT ROUND 1.DOCX

Ove Arup & Partners Ltd | Registered in England & WalesRegistered Number: 1312453 | Registered Address: 13 Fitzroy Street London W1T 4BQ

Your ref

Our ref

File ref

Level 14 Exchange Tower2 The EsplanadePerth WA 6000

PO Box 5750St Georges Terrace

Perth WA 6831Australia

t +61 8 9327 8300f +61 8 9221 5262

[email protected]

27 November 2019

Dear

Roleystone LATM Stakeholder input

Arup has been appointed by the City of Armadale to prepare a local area traffic management plan for the Roleystone area. The study area is shown below.

Figure 1 - Study area (source, City of Armadale, Google Maps)

The area is a semi-rural area with approximately 2,560 dwellings. Other notable land uses include a local school (Roleystone Community College), a community purpose/ recreational precinct (Frank Cross Park), a small commercial/ retail precinct and a number

27 November 2019 Page 2 of 4


of tourist attractions including the Araluen Botanic Park. The area is characterised by rolling terrain, steep terrain in parts, and many winding local roads. The study area is bisected by Brookton Highway, a Main Roads WA controlled road.

The need for an LATM study has been prompted by local resident concerns regarding high traffic speeds on local streets creating an unsafe environment. Other concerns include parking issues and pedestrian crossing issues around Roleystone Community College, as well as parking issues around Frank Cross Park on days during which the Roleystone Markets are in operation.

Arup is in the initial stages of this study, aimed at discovering the existing traffic and parking conditions including traffic speed, volume and classification data, functional road hierarchy, land use, public transport services (including school bus services)

As a stakeholder, we seek your input to this early stage of the study to understand existing traffic conditions, issues, concerns and opportunities. We would like insight into any changes to transport infrastructure or services that are planned in the study area. Overleaf is a brief questionnaire we would appreciate if you could please complete.

Your input will be considered alongside community views which are being collected in parallel to consultation with stakeholders.

Once we have gathered facts and insight into the current traffic and parking conditions, we will be developing a draft LATM action plan. We would like to meet with stakeholders) to discuss and refine the draft action plan. We envisage this second round of consultation to take place in January/ February 2020. We will be in contact in due course to arrange a meeting with you,

Thank you for your time in contributing to this LATM for Roleystone. Please email you completed questionnaire by Wednesday 11 December 2019 (to [email protected]). Should you have any queries or require any further information, please do not hesitate to contact the undersigned on 9327 8363 or 0408 329 851 or the City of Armadale representative, Elaine Chan, on 9394 5000.

Danya Mullins Associate Principal Enc

cc cc


Ove Arup & Partners Ltd | Registered in England & Wales Registered Number: 1312453 | Registered Address: 13 Fitzroy Street London W1T 4BQ

Stakeholder questionnaire: Phase 1

Organisation

Name of respondent

Date

Existing conditions:

Do you have any traffic or parking concerns in the study area?

Please state the location and nature of the concern.

What traffic mode(s) are affected by in each location?

Please complete your responses in the table below:

Location Issue/ concern Modes affected

27 November 2019 Page 4 of 4


Future conditions:

Is your organisation planning changes to the transport infrastructure or services in the study area that should be considered in the LATM development? Please explain details of the changes and timing/ status.

Are there any broader policy changes that should be considered in the LATM development?

Any other comments?

Please email this form back to Danya Mullins: [email protected] by 11 December 2019.

Appendix B

Community consultation register

Peet Rd

Urch Rd

Soldiers Rd

Hall Rd

Holden Rd

Chevin Rd

Mackie Rd / Notting Hill Dr / Michael Rd

Raeburn Rd

Roleystone Market

Community concerns – Direct CoA incoming emails post LATM

inception

Chevin Road

Valley View Road & surrounds

Roleystone Community College & surrounds

Araluen Golf Estate & surrounds

Facebook comments (sorted by most relevant)

Created on Type Comment

2020‐02‐12 1Other Comments

Upgrade the lighting on Brookton Hwy between Croyden Rd and Holden Rd intersection. Between

Peet Rd and prior to Croyden Rd Brookton Hwy is well lit however after this section the road is pitch

black especially on the bend near Croyden Rd. Note vehicles park on the road reserve against the

traffic with their back reflectors visible to vehicles coming up Brookton Hwy this can make drivers

think that is the direction of the road.


Improve the lighting on Chevin Road as this section of the road is poorly lit and is pitch black on

approach to Holden Rd

2020‐02‐12 1Road Condition / Maintenance

Jarrah Rd with so many signs, trees etc at this location it is not clear there is a speed hump crossing

between the hall and shopping centre until you are nearly on it. When kids are moving fast on their

scateboards/bikes using the hump they appear from nowhere in front of vehicles. Visiblity need to

be improved.


Brookton Hwy line marking on the road approaching Peet Rd to direct cyclists is misleading as

drivers think this is the beginning of the left turn into Peet Road. The line of sign to exit Peet is poor

with vehicles having to exit from a stationary position into a 70 kmph road. Reducing the speed to

60 kmph from Soldiers Rd to say Croyden Rd turning would be benifical to the area. Especially when

the tulips are a tourist attraction.

2020‐02‐12 1Traffic Speed

When travelling behind large/high vehicles on Chevin Road the view along the road on the approach

to Canning Miils Road is not clear. The new layout of the intersection deviates from the normal flow

of the road. As the road speed is 80 kmph from Brookton Hwy to Canning Mills Rd travellers on

Chevin Road need to have warning the prior to the approach to the intersection to reduce speed.

2020‐02‐12 1Traffic Speed Place speed sign to indicate speed required for the pathed side of the road.


Vehicles existing Brockway Road are entering Chevin Road with vehicles travelling at 80 kmph or

more. This intersection should have a stop sign not give way as the line of sight is not safe. From

Brockway intersection Chevin Road speed should be reduced to 70 as the next road exist is the

Holden Rd intersection which has a sharp turning entry.


The curve on Holden Road at Wygonda Rd intersection is not suitable for a speed of 60 kmph. The

road camber means drivers are coming round the bend over the white line. Vehicles turning into

Wygonda Rd take the turning at speed and end up on the other side of the road. A roundabout at

this location would improve this location and enable pedestrians to cross safely. Reduce speed limit

to 50 from Brookton Hwy turning.


Safety barrier prevents clear view of people on the wrong side of the road using the cycle lane to

cross Brookton Hwy at Holden Road entry, eg kids on scooters, bikes, skate boards. Have to enter

the cycle lane to get a clear view if in a small car and not a high vehicle which has a better view.


No signage on Chevin Road to indicate the entry to Brooks Rd. Chevin Rd speed is 80 kmph the road

incline on approach to Brooks Road prevents clear line of sight of approaching vehicles when

turning and existing Brooks Rd. Street signage along Chevin Road is recessed back on the road

reserve and should be relocated on the other side of the road for clear visibility. Speed limited

should be reduced to 70 kmph between Mosetti and Brockway Rd to cater for safer entry and

existing of all roads.


*COMMUNITY CONSULTATION COMMENTS*

Need for scrub (parrot bush) to be cleared further back from road edge as kangaroos are commonly

jumping out.



Debris ‐ potential to wipe‐out Chevin Road bridge in rain event.



Road maintenance required

2020‐02‐11 1Pedestrian Issues


Verges overgrown and fire risk.

2020‐02‐11 1Hooning / Anti‐social Behaviour


Hooning at this intersection.



Chevin Road and Stony Brook Lane:

Debris and build‐up.

Deep water over roads in rain events.



Chevin Road:

Verge clearing.

Power lines and scrub (parrot bush).

Refer to City of Gosnells example ‐ Mills Road East).



Narrow footpath / lack of maintenance at Croyden Road


*COMMUNITY CONSULTATION COMMENT*

Access into and out of driveways at Croyden Road:

The angle of the drvieways resulting in illegal movements to turn in / out ‐ lane encroachment.



No Pedestrian access across Bridge and lack of adequate sightlines at Heritage Drive.



Off Croyden and Heritage Drive:

Only one 24/7 access presently.

Whiteman Trail to 30th March.

Safety Issue (part of original plans for golf course estate, approx 230 dwellings.

2nd Access only used for events.



Brookton / Peet intersection ‐ safety issue, poor sight lines



Peet Road should have a slip lane onto Brookton Highway

2020‐02‐07 0Traffic Volume / Congestion

Widen the horse shoe entrance to RCC to add an additional lane to allow for an additionalâ€˜ Kiss

nâ€™ dropâ€™ lane. It will reduce congestion and frustration in the areas surrounding the school as

well as create a â€˜grand appearanceâ€™ of the entrance as a cornerstone of the community


There are a huge amount of leaves piled up on the edge of the roads and in the verges, surely this is

a massive fire hazard that the council could easily clean up with a roadsweeper. Windsor road is a

good example but its all over Roleystone.


no footpaths on Heritage drive creates risk for pedestrians who have no option other than to walk

on the road surface. Footpath even if gravel would reduce risk of injury.


lack of footpath from Mount st to Holden road creates significant safety risk for pedestrians.

Footpaths are a necessity


intersection has line of sight and alignment issues. Frequent accidents and near misses many un

reported. Needs complete upgrade with turning lanes from and onto Brookton hwy


map is incorrect and a locked gate at this point prevents free access in times of emergency. Gate

needs to be permanently accessible/ unlocked.


gate obstructing movement of vehicles creates an unsafe situation for residents in cases of

emergency


Jarrah road hooning, speeding is a problem.

Also removing one of the school bus drop offs at the school bus stop on cnr jarrah and Andreas

road, please return this route to how it was before, our children use this and with a child who has

several disabilities it makes life much harder for her to navigate her way home.


Everyone thinks itâ€™s ok to speed down our street, all the hoons & do burnouts. Really need some

slow points as everyone uses it as a short cut & I'm sick of nearly getting run over turning into my

driveway!!!

2020‐02‐04 1Traffic Volume / Congestion More parking is needed closer to the RCC. Is a very busy school, getting bigger every year..


More parking required for the school for the amount of kids/parking itâ€™s almost impossible to

park legally and get to class on time.

Parent canâ€™t leave the school on brooks because itâ€™s congested with cars for the kiss and drop

which canâ€™t park because there is no parking available. For the safety of all our kids this parking

needs to be sorted!


A footpath all the way along Chevin road would make it safer for people who walk, run and ride

along this road. The side of the road is currently overgrown and provides inadequate space for safe

pedestrian use.

2020‐02‐04 1Pedestrian Issues Dangerous walking with no footpaths


Hi we have lived in Rubida Rise over 10 years would love a footpath at end of our street to cut

through to Raeburne rd via Hawkins Indica rds thank you


Road isn't wide enough nor are there any markings. It is a blind swooping corner that has regular

high speed dicing of people trying to cut through to shops. Road needs widening and an island

installed


Inadequate parking and thoroughfare for tennis and cricket clubs. Car park needs to be linked to

road and parking bays placed that will also service the football club who have parking issues


Trucks for the supermarket regularly blocking the road and taking up large amounts of room as they

wait for docking bays to clear. Large trucks need entire road up to round about to begin their

reverse down then manoeuvre across lanes into the loading bay driveway causing even more traffic

issues and hazards

2020‐02‐04 0Public Transport Issues

The 729 after school bus used to go down Jarrah and Hall roads, but this year has changed to

Raeburn and Peet. This would be better for those kids who live near Raeburn/Peet, but is worse for

my kids (further to walk home from the nearest stop). The other after‐school bus (the 241) is even

further away.

Perhaps there could be multiple buses which go each of the separate routes?

Thanks.


This is an awful intersection. There is such limited visibility. A traffic light is impractical. How about

some kind of traffic device that warns about approaching cars? Obviously you'd still use your own

judgement and observation. But heck, if you can make smiley face lights, I'm sure you can come up

with something to indicate incoming cars. Or slow down the speed limit to 60 in the area of

Brackenridge Village ‐ and enforce it.


It is difficult to see the traffic coming south along Canning Mills road when turning out of Buchanan

road. This is partly because of the lay of the road (there is a crest), and partly because of the

overgrown verge vegetation.


Footpath needed along Brookton Hwy connecting up with existing in Kelmscott. People currently

forced to walk alongside the Highway.


Could you add a footpath to Hawkstone Rd leading down to and away from the highway. A lot of

pedestrians walk along this section to get to and from the bus stop


Create a slip‐road/dual lane from the Caprea Blvd round‐a‐bout, that runs parallel to Brooks Rd in a

southerly direction, dedicated to the Kiss & Drop for the Community School. This would eliminate

congestion that occurs on Brooks Rd on school days.


Lack of parking for parents of school children.

Suggestions‐

‐ Have angled parking on the east side of Brooks Rd, between Kiss & Drop and Raeburn Rd,

‐ Have angled parking on the north side of Raeburn Rd, between Brooks Rd and Community School

exit driveway,


Sick of people thinking it's ok to park opposite our driveway as road is to narrow and we can't get in

and out of our driveway safely.


High‐speed downhill, and aggressive acceleration uphill along Holden Road between Brookton

Highway entry and Raeburn Road round‐about.


Junction of Peet Road and Mackie Road.Lines need to be painted on T‐junction to stop vehicles

cutting corner when entering or exiting Mackie Road.

2020‐01‐20 1Other Comments Playground upgrade


Too much litter!!! Every morning l do my best to pick up empty bottles and waste. Itâ€™s very sad

to see such a lovely facility ruined by litter.


Complete footpath the remainder of Chevin. See many kids (mostly in dark coloured school

uniforms which makes them difficult to see) walking along both those roads trying to get to/from

school... and the verges are so overgrown and weedy they can only walk on the road itself.

Footpaths would keep the kids and local residents safer, and encourage more physical activity


Footpath the full length of Urch. See many kids (mostly in dark coloured school uniforms which

makes them difficult to see) walking along both those roads trying to get to/from school... and the

verges are so overgrown and weedy they can only walk on the road itself. Footpaths would keep the

kids and local residents safer, and encourage more physical activity


A lot of trades people (trucks, trailers etc) working on properties on croyden and heritage drive

block one lane with no traffic management in place. This results in other drivers having to overtake

across solid white line with no visibility of oncoming traffic


Make the owners do something with this land, it's a disgrace left empty and has been an eyesaw for

years.


Could you build a footpath along the left hand side of Windsor Road. There are a lot of people

including my kids who walk from the bus stop. Due to the bushes they have to walk on the road

which is dangerous when cars pull off The Brookton at speed. There is room to do the work quite

easily.


There is a bump in the road probably from a tree root that is now that bad it's like a speed bump.

There are scrapes on it so there could be a claim heading your way soon.


The design of this intersection is bad. Any vehicle (particularly large or long) trying to turn right into

Holden from Chevin must cut the corner. If a vehicle happens to be on Holden at the stop sign

waiting to turn right up Chevin. In that senario it is extremely difficult for any vehicle on Chevin

Wanting to turn right At the junction to actually be able to turn into Holden. Very poorly designed

junction, too narrow for right turn, need redesign and middle island.


Lina Hart Park

Well used park, busy for local families, dog owners, people using the exercise equipment. No

parking at all, people try to jump the high curb risking damage to cars, park on busy Westbourne

road Or narrow Welch Road. The curbing needs to be done away with along the park and parking

bays installed.

The park is at the T junction of Westbourne and Welch, exiting from Welch can be hazardous when

cars are parked along the roadway. There is no where for people to park.


We don't have any footpath, and it's a very narrow road. There's nowhere to walk on the side of the

road that is not unsafe gravel that drops off on a steep decline. We can't walk to the bus or shops or

walk animals without putting our lives at risk.


Stop Sign required ‐ when exiting Urch Rd it is difficult to see what is coming up Peet Rd from

Brookton Hwy end.

2020‐01‐17 2Public Transport Issues bus shelter required for children waiting for parents ‐ heat & rain

2020‐01‐17 2Public Transport Issues Bus shelter required for children waiting for parent pick up ‐ heat & rain

2020‐01‐17 2Road Condition / Maintenance Road needs attention

2020‐01‐17 2Pedestrian Issues No paved path from carpark to oval. Gum nuts dangerous

2020‐01‐17 2Traffic Speed Dangerous speeds; overtaking on solid white line. Increase of usage due to nearby housing estate.

2020‐01‐17 2Traffic Speed Dangerous speeds; overtaking on solid white line

2020‐01‐17 2Other Comments From Michael turning into Norman Rd ‐ blind corner on bend to south. ‐ see map


This is a dangerous intersection with vehicles approaching the bend fast , cars trying to quickly get

onto Holden Rd and pedestrians trying to cross the road.


Need a lot more paths around shopping centre. Also the corner of Jarrah and Raeburn, very difficult

to see traffic turning from Peet due to verge plants. Peet road into Raeburn road is diabolical during

the autumn and spring events at the orchard,which I think is good for Roleystone apart from the

traffic issues.

2020‐01‐17 1Cycling Issues

Upgrade Turner Road to a dedicated cycle path to reduce the dangerous situation of cyclist and

motorist interaction on mills road east.


Canning Mills Road is unsafe for pedestrians due to no footpath and very little clearance at the side

of the road. Some streetlights would be useful for visibility also.

2020‐01‐17 1Traffic Volume / Congestion More park required at the school to make a safe drop off and pick up


We need a path up berrima road and barbigal road. The amount of children that come along these

roads is high and the cars come down the hill very fast.

2020‐01‐17 1Pedestrian Issues A much needed footpath/pavement along Brookton from Croydon Rd to Soldiers.


Brockton Highway could benefit from a cycle management strategy, many riders like to keep 2

abreast requiring vehicles to overtake on double white lines or slowing considerably. As this is a

route for many country drivers ‐ this is an unsafe situation. Cycle traffic is increasing in the region

2020‐01‐17 0Traffic Speed Speeding and hoon behaviour

2020‐01‐17 0Pedestrian Issues This should be a pedestrian crossing

2020‐01‐17 0Traffic Volume / Congestion Much more parking is needed for the school


It is difficult to see in either direction when turning into Urch Road from Coventry Road, south

bound. Added to this is that cars travelling along Urch are often exceeding the speed limit.


It is very hard to see the traffic coming from either direction when turning out of Coventry Rd onto

Urch Road. There is a high risk of accidents at this junction.


Signage to advise motorists to slow right down on the bend as vehicles parked here requires

motorists to drive around into on‐coming traffic, pedestrians, cyclists. Collisions awaiting.


Consider adding signage advising motorists that walkers could be exiting/entering the road here ‐ to

slow down & not take wide turns into Contour Rd. Also to avoid crashing into on‐coming vehicles

using the narrow duel‐carriage road, which is also steep between Peet & High Rds.


Consider adding walking/cycling lane here as this loop road is used by walkers for exercise or

walking dogs. Often people walk side‐by‐side taking up road space, refusing to move into single file

to allow motorists to drive by or out of driveways.


Too many cars dropping children to bus stop parked on verges, using driveways to reverse out onto

Peet Rd while traffic driving down to Brookton Hwy.


Very dangerous for crossing ‐ yet with a bus stop directly across the road for use. Cars speeding in

both directions up/down Brookton Hwy makes it unsafe for pedestrians crossing/walking to

use/visit local shops.


A sign asking trucks to use low gears is placed around here which means they start slowing down

using engine brakes from a Kilometers away. This affects all the houses on both sides of the highway

with huge noise. The sign should be placed further up the highway before the petrol station to allow

trickiest to slow down on a flat street as well as away from houses.


The crossing from the shopping centre is currently not a pedestrian crossing and signposted as such.

As a courtesy in a friendly community drivers sometimes stop. This leads to confusion as quite often

I have witnessed children crossing the road without looking, expecting drivers to stop as previous

drivers sometimes have.


We have had 11(maybe more) vehicles crash here in the past 4 years due to speed, the change in

Camber, wet and slippery, DUI, young and inexperienced drivers, lack of signage, steep grade and

large gum tree on the verge they try to swerve and lose control

2020‐01‐09 2Traffic Volume / Congestion The traffic arrangement on Brooks Rd during school in and out. Must be addressed

2020‐01‐09 2Hooning / Anti‐social Behaviour There is A lot of hooning on the dirt in this car parking area


There isnâ€™t sufficient bus stop cover and safe space for a heavily used stop by mainly school

children.


Local traffic speed is in excess with a heavily used bus stop. With school children crossing to be

picked up from this point and on a blind bend makes it too dangerous

2020‐01‐09 2Public Transport Issues There isnâ€™t sufficient bus stop cover and space for a heavily used stop by school children.

2020‐01‐09 2Pedestrian Issues Would be good to have footpath enough room


This end of roleystone is quite far from bus stops except school bus at roleystone making it hard to

catch public transport if need to without considering a large walk which isnâ€™t easy with toddler

and baby


The road at this point has a very steep dip on the road where alot of cars scrape the bottom of there

cars, there is also the need for a giveway sign at the intersection of croasdale rd and contour rd to

avoid future collisions.


Trafic uses this section of the road as a cut through. There is no consideration of speed limits.

Several times when turning into our property we have almost been taken out by vehicles overtaking

us because we have slowed down even though we indicate well in advance. Also there is always

burn out marks on the road.


There is no footpath from this end of Chevin Rd. A dual use bike/footpath along this section of road

joining Peet Rd linking to Raeburn Rd would enable children to get to school/ bus stop safely. It

would also increase safety for numerous cyclists that use Chevin Rd on weekends.


The bus service to Roleystone is unsuited to the community. A mini bus service operating every 15

minutes following the existing bus route would be more convenient and encourage more use of

public transport.


The Brockton Hwy is dangerous for cyclists with a very narrow cycle lane often running over rough

storm drains.


Please consider extending the footpath from the family and daycare centre to up the rest of

Wygonda Road to the corner of Norma Rd and the beginning of the "Bush track" which is the main

pedestrian connection to Peet Road. This section of Wygonda Road gets tricky to walk as you need

to walk on the road with cars approaching you from behind, especialy with kids or dogs.


Traffic can't see up the hill when turning out from Peet Rd due to lack of tree/Bush maintenance up

chevron Rd


This bus stop has no shelter since it was destroyed by a truck failing to negotiate the bend years

ago!


This bus stop has no shelter since it was destroyed by a truck failing to negotiate the bend years

ago!


There is no footpath for pedestrians (esp. children) to walk or cycle safely off the road on Brookton

hwy. join up to the foot path that stops at the bridge near Avocados please!


Frequent parking on the verge of the Telstra Exchange is creating visibility issues when leaving Hilton

Rd turning onto Holden Rd. When vehicles are parked there, due to the slight bend in the road you

are unable to see any traffic on Holden Rd to the right. This poses a safety issue when turning onto

Holden Rd as a large amount of road users are exceeding the speed limit on Holden Rd.

2020‐01‐08 2Pedestrian Issues Need a pedestrian pathway between Heath and Brooks


This is a mains road road but a section about 2km east and 2km west of here the road needs to be

resurfaced it has been repaired, potholes fixed several times some of the repairs have sunken and

makes for a bouncy ride while going up and down the highway. Also it would reduce the truck noise

as they wonâ€™t be clunking down the highway


This is probably more of a main roads issue but the section from around 528 to 436 approximately

has issues with trucks going though this section of Brookton Highway to Albany Highway at some

great speed in excess of 80km per hour. Something needs to be looked in to this section of road

before a accident happens there have been several close calls lately here


The amount of cars parking on the verge here that are visiting the shops makes it hard for residence

to leave or get in to this lane way or their driveways this has been bought up several times with the

council over several years with no resolve. This happens mostly on the weekends. Either no parking

signs need to be clearer or overflow parking designated off of soilders road and sign posted

adequately.


This intersection onto the lane way shouldnâ€™t be used as a exit on to the highway it has a massive

blind spot in both directions. I have bought this up with the council several times and have an letter

stating this there should be no exit signs there but nothing gets done.


There should be a footpath between the bus stop and Holden road, it's not very safe crossing the

road in the spot to get to the footpath due to being close to an intersection surrounded by trees and

a hill which inhibits the view of incoming traffic. The overgrowth of plants/shrubs next to the bus

stop make it not possible to walk on the gravel next to the road to get to safer pedestrian crossing at

the intersection.


The lower end bend of Peet Road is dangerous, especially in wet weather & more so at night.

In the 8 years of living here, I have witnessed 10+ accidents. People speed down Peet Road & lose

control. I have had vehicles hit the trees, spin out on the road, roll vehicles in my front yard & that

of my neighbours, mount the footpath (minutes after kids have got off the school bus), hit fencing &

more.


At certain times of the morning (depends on season) when exiting Holden Rd onto Brookton

highway the Sun is directly in line with the road significantly reducing the visibility of looking for on

coming traffic.

2020‐01‐08 1Traffic Volume / Congestion Significant more parking required around the school


I would love to see the pedestrian footpath extend to at least Peet Road from Avocados, however it

would be great if it went up to Holden as well. I feel trapped in my home on Brookton HWY as I need

to drive just to go for a walk with my two little boys. Soon I will have a third child and I would love to

be able to go for a walk with the baby in the pram and my other two children next to me.


This intersection is unfortunately placed and should be serviced by a set of traffic lights due to

considerable visibility issues for drivers on both Peet and Brookton and that far too many people use

Brookton Hwy like a race track.

2020‐01‐08 1Road Condition / Maintenance People pulling out infront of cars doing 80kph and accelersting slowly creating a dangerous situation

2020‐01‐08 1Road Condition / Maintenance Large bush making it difficult to see on coming traffic trying to turn down towards northwood rd


Please consider adding a drinking water fountain and water filling station to the playground and

skate park POS area. Kwinana skate park and other City POSs have great examples. This POS is

used every day of the year from Sunup to Sundown...the Skate Park especially. Users could then

hydrate using the fountain and reduce the rubbish generated by buying bottled water and

beverages.


There is no safe place for pedestrians along Brookton Hwy. Even the soft shoulders of the road are

minuscule. Drivers are prone to speeding and cutting too close to the soft shoulders especially

around the numerous bends and curves in the road.

2020‐01‐08 1Hooning / Anti‐social Behaviour People always doing burnouts at this intersection, very noisy ,and dangerous for truck drivers


Turn the speed bump into a dedicated pedestrian crossing. This is the major links for kids and locals

alike between the shops and public amenaties. The current setup ,(looks like a pedestrian crossing

but is not) is confusing to both motorists and pedestrians.


Add a cycle lane going down mills road east. Because cyclist are a huge problem going uo and down

that hill. More so up than down but they rude slowly and no where near the side on the road and

coming round a blind corner at 70 then hitting the brakes, gearing down then full throttle around

them trying to avaoid an oncoming car is just flat out dangerous


Cnr Croyden Road & Heritage Drive. When turning out of Heritage right into Croyden it is very hard

to see around the large Oleander bushes that the property on the left hand corner has on its verge,

these need to cut right back to allow traffic to see up Croyden Road and to safely be able to pull out.


This intersection is very dangerous. When trying to turn onto Brookton highway to head east off

Peet Road it is hard to see cars both coming down and up Brookton highway towards it. A merging

lane to join Brookton Highway would be beneficial travelling East so that cards pulling out from Peet

road would have time to merge into Brookton Hwy traffic.


Upgrade to the Church car park is desperately needed. Roleystone, Kelmscott and Bedfordale

residents use this car park to drop off and collect their kids from the bus stop closest to this car

park. The church congregation is large and would benefit from this being upgraded as well. It is

unsafe to drop children at the bus stop on Brookton Hway itself as it is close to both the intersection

of Croyden Road. The car park at the church provides a safe space to drop and collect and drop kids

off.


There is literally no parking at the community colledge And there are â€œno parkingâ€ signs surrounding the school. It is a primary school and a high school, the layout is for a high school and

primary age students havenâ€™t been considered. Just alone in my daughters year. There are 3x

year classes, 4 kindy classes. You think, that time 20‐25 a kids with all the primary years is a lot of

young students. There needs to be better parking


During events on the oval such as sporting events and markets, Madew Street have cars parked

bumper to bumper leaving only one lane for two way traffic movement. This also inhibits us from

leaving our property with a trailer attached to car.


People park their cars by crossing over the footpath and then reverse to back out. This is very

dangerous for pedestrians and the elderly as sometimes the cars actually are over the footpath. I

use a motorised tricycle because of my mobility heath issues. The retirement village is at the end of

Madew Street.

272618‐00Roleystone LATMSummary of stakeholder feedbackLast updated 6/01/2020

Organisation Contact Status Action Comments summary

DoT Andrew McClurg Nil comments received DM followed up 6/1/2020 via email ‐

DPLH Jas Lapinski Nil comments received DM followed up 20/12/19 via email ‐

Transperth Lauren Kitis, Simon Cox

Comments received

6/12/19 ‐

Localised congestion around Roleystone community college delaying bus services.

low residential density means that servicing Roleystone by PT is a low priority. No plans to

increase bus services in the future. 241 service has low and drcreasing patronage. service

changes to the 729 school bus service planned (truncated at Canning Mills Road).


College Mark Brookes

Comments received

29/11/19

DM requested a copy of the previous

traffic management plan mentioned

in the school's feedback.

Brooks Rd ‐ insufficient parking supply, queueing through roundabout with Caprea Blvd,

traffic queues on approach to kiss and drop, delays for buses (buses would be better located

in Raeburn Rd).

Raeburn Rd insufficint parking supply.

Salencina Gardens/ Brooks Rd intersection ‐ poor sight lines due to cars parking on verges

lack of continous footpaths (parents not allowing students to walk to school).

Insufficient parking on site.

Problems have been getting worse for th last 3 years with the school continuing to grow.

MRWA Lindsay Broadhurst

Comments received

24/12/19

DM followed up for any further

comments from Bassam (6/1/20).

• Brookton Hwy is a State Road and under the control of Main Roads WA

• Current planning and the MRS makes provision for the future duplication of Brookton

Highway through this area.

• Existing traffic volumes along this section of Brookton Highway vary from just under 7,000

vpd west of Croyden Road to just over 2,500 vpd west of Ferguson Road.

• Future traffic projections do not indicate any major traffic growth suggesting that

duplication will not be required until the longer term.

• I am not aware of any current traffic issues/problems along this section of Brookton Hwy

but advice on this should be provided via our Traffic Services area. While below was also

sent to Jerko he is not currently working in the Traffic Services are at the moment. I will

follow this up with Bassam Abu Shamleh.

• In relation to any proposed treatments these will need to consider what if any impact they

may have on the side road intersections with Brookton Highway.

MRWA Colin Ward

Comments received

15/1/20 ‐

Network Operations has reviewed the documentation and can confirm that we have no

short term projects planned or scheduled in that area.

WA Police Troy Douglas Nil comments received DM followed up 20/12/19 via email ‐

Appendix C

Safety in Design Review





Page C1

C1 SiD Review

Issue LATM treatment Example Desired outcome SiD recommendation

Speeding

Lower posted speed limit • Overall reduction in speed

• Improvements to safety, crash severity and sight lines.

• Despite not eliminating speeding, a lower posted speed limit is

likely to limit the total speeds that ‘speeders’ reach

• Would be determined by further investigation between the

City and Main Roads WA and appreciation of the 85th

percentile speed as it currently stands at chosen locations.

Mid-block median

treatment

City of South Perth, WA

• Overall reduction in speed along the corridor by prevention

of overtaking and visual enhancement of the street through

landscaping

• Lower turning speeds at corners and intersections

• Provides a refuge for crossing pedestrians.

• Likely to require the removal of trees and bushland on rural

roads

• Leaving room for cyclists on road shoulders and not

subtracting from available area should be considered

• Investigation required into sufficient sight distances to provide

safe crossing points for pedestrians and cyclists, as pedestrians

will assume they can cross safely

• Further investigation into available road reserve for additional

widening recommended.

Road hump/ cushion

City of Subiaco, WA

• Vertical deflection limiting overall speed

• Discourages through-traffic

• Raised pavements can highlight the approach towards an

intersection/ pedestrian crossing.

• To be used on conjunction with a lower posted speed limit of

below 60kph

• Likely to adversely affect access for vehicles other than

passenger vehicles i.e. buses and commercial vehicles

• To be avoided on bends and crests

• Should not be used on roads with more than 4,000vpd.

Flat-top road hump

Raised pavement

Slow point





Page C2


Centre blister island

City of Stirling, WA

• Horizontal deflection limiting overall speed without limiting

access for buses and commercial vehicles

• Enhance the street visually by allowing landscaping.

• Should be designed to horizontally deflect manoeuvring traffic

and allow for camber

• Likely to require clearing of trees/ bushland on rural roads

• To be avoided on Distributor Roads where the geometry will

likely result in the transfer of traffic to adjacent local access

routes



Lane narrowings/ kerb

extensions

Town of Vincent, WA

• Curvilinear alignment employed significantly reduces speeds

• Provides an opportunity for landscaping/ parklets in high

activity town centre areas

• Less disruptive to surrounding area in design.

• Likely to lead to a reduction in parking supply

• Avoid on routes where daily traffic exceeds 3,000vpd

• Should be designed not to take away from provision for

cyclists.

Hazardous

intersection

Roundabouts

City of Subiaco, WA

• Reduction in conflict points for vehicles is likely to reduce

crashes

• Eliminates ability for drivers to cut corners

• Increase in intersection visibility and improvement of blind

intersections.



widening recommended

• Likely to adversely affect access for vehicles other than

passenger vehicles i.e. buses and commercial vehicles

• Further investigation of traffic volumes at specific locations to

be undertaken to avoid uneven flows and additional queuing.

Staged-crossing

Town of Cambridge, WA

• Allows vehicles to cross busy/ high-speed roads in stages,

limiting sightline issues

• Increases safety for crossing vehicles by reducing conflicts

• Provides a refuge for crossing pedestrians.


pedestrians/ cyclists








Page C3


Alignment modification • Reduces sightline issues. • Likely to be of high capital expenditure

• Straightening of alignment likely to increase opportunities of

speeding


pedestrians/ cyclists



Modified T-intersection

City of Stirling, WA

• Improved control over traffic movement and flow through a

more pronounced geometry

• Reduced vehicle speed at intersections.

• Likely to be of high capital expenditure

• Avoid on routes where steep crests reduce sightline distance

• To be avoided on Distributor Roads where the geometry will

likely result in the transfer of traffic to adjacent local access

routes



Stop sign • Encourages slower driving and safe habits by checking

oncoming traffic for a required time

• Highlights priority

• Relatively cheap installation/ maintenance cost

• Should be used on conjunction with other LATM measures as

this measure has relatively minimal impact.

Road

maintenance

Upgrade in linemarking

to be approved on a case

by case basis

• Pronounces intersections, traffic lanes, cycle lanes and other

LATM treatments

• Reduces confusion at intersections.

• Should be used on conjunction with other LATM measures as

this measure has relatively minimal impact.

Parking supply Upgrade pick-up/ drop-

off (PUDO) locations

• Reduction in parking overflow onto private property • Oversupply in parking is likely to encourage vehicular use

• Where possible, measures should encourage active transport

rather than increasing benefits for vehicles

• Further investigation required in determining alternative and

additional parking areas (i.e. parking management survey,

appropriate trials and community consultation).

Additional/ alternative

car parks





Page C4


Connectivity Re-opening closures • Increases network wide connectivity and alternative routes

under an evacuation scenario

• Reduces speeding and driver stress.

• Should be used in conjunction with other LATM measures to

discourage through-traffic on local roads

• To be avoided where opening of routes would cause excess

through-traffic onto local access routes.

Road construction

Hooning Increased lighting • May deter drivers from hooning implying surveillance. • Treatments to combat hooning are often relatively minimal in

effectiveness in comparison to active enforcement. In many

cases, anti-social drivers see anti-hooning treatments as

challenges to overcome and may increase hooning and/ or

increase the severity of the activity.

Passive surveillance

Increased traffic

enforcement via active

surveillance (CCTV,

police presence, etc.)

• Active enforcement involving fines, license suspension is

highly effective in mitigating hooning.

Pedestrian

amenity (active

transport)

Sidewalk extension/

construction

City of Perth, WA

• Decreases pedestrian/ vehicle conflicts

• Supply of dedicated infrastructure encourages active

transport and gives users a sense of importance

• Increases safety.


• Avoid on routes where daily traffic exceeds 3,000vpd


cyclists.

Increased lighting • Increases safety by increasing visibility • To avoid where placement of lighting reduces sightline

distances.

Wombat crossing

City of Knox, VIC

• Significant reduction in traffic speed

• Provide a designated crossing for pedestrians increasing

pedestrian safety and mitigating vehicle/ pedestrian conflict.

• Should be used in conjunction with a low speed environment

• Vertical deflection to be designed to highlight crossing and

prevent vehicles crossing at speed

• To be considered in locations where the number of pedestrians

crossing exceeds 60, number of vehicles exceeds 600 and the

product of the number of pedestrians and vehicles exceeds

90,000 in the same hour.





Page C5


Shared zone

The Levee, Maitland

• Encourages pedestrianisation of town centres

• Reduces traffic speed and overall traffic volume

• Highlights the entrance to a town centre and increases

importance as a meeting place.

• Should abide by shared zone principles

• To consider needs and requirements of the visually and

mobility impaired

• Likely to be of high capital expenditure

• Lowers access for all vehicle types

• Likely to require clearing of trees/ bushland on rural roads.

Public transport Bus stop shelters

(weather protection, road

protection, timetable

information, etc.)

Town of Cambridge, WA

• Increases safety for public transport users

• Increases bus stop visibility

• Likely to lead to higher public transport use.


• To avoid where placement of shelter reduces sightline

distances.

Bus stop slip lanes • Safe stopping zone for buses, creating a safe area for

boarding and alighting passengers away from overtaking

vehicles

• Mitigates surrounding congestion.


• Camber of bus to be considered in lane provision and

passenger waiting area

• Likely to be of high capital expenditure.

Modification of service

routes

• Increases public transport catchment

• Likely to lead to higher public transport use.

• To be investigated in consultation with the PTA

• Likely to be of high operational expenditure.

Dedicated bus lanes

City of Perth, WA

• Increases service efficiency. • Likely to be of high capital expenditure.

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