`

To test the ultimate capacity of the two intersections all movements were grown by 2.0% per
annum from 2020, which indicated a design life (based on capacity) of between 12-19 years
depending on the intersection and peak period. The design life capacity refers to a network that
has reached capacity; it is preferable to not let the intersections reach this point as traffic delays
tend to increase exponentially beyond this point. In particular Cook Street traffic was shown to
queue all the way back to the West Gate Freeway off-ramp.
The movement summaries provided in Table 35 and Table 36 represent a realistic 2030
scenario with the following assumptions:
 1.5 containers per truck (VICT are promising more efficient matching of trucks in and out
of the port, compared to Swanson Dock which has an average of 1.2)

 40% of international containers moved overnight (24% of total truck movements)

 2.2m TEU (1.5m international, 0.7m domestic) and motor vehicle trade
The queues and delays at the intersections are considered unacceptable and would also be
having significant effects on surrounding roads and intersections, including the West Gate
Freeway.

This suggest the existing ‘as is’ road network is constrained to around 1.7 M to 2 M TEU.
Table 35 2030 movement summary north intersection - Todd Road / Cook St
(Source: Jacobs)

AM Peak (8-9am) PM Peak (4-5pm)

Approach LOS Ave Delay Queue (m) LOS Ave Delay Queue (m)
(sec / veh) (sec / veh)

South D 49 117 D 55 45
North D 43 91 F 95 229
East F 81 362 F 129 432
West D 47 96 D 40 93
Overall E 65 F 101

Table 36 2030 movement summary south intersection - Todd Road / Cook St

(Source: Jacobs)

AM Peak (8-9am) PM Peak (4-5pm)

Approach LOS Ave Delay Queue (m) LOS Ave Delay Queue (m)
(sec / veh) (sec / veh)

South D 37 52 F 178 221

North C 25 145 C 32 196
East D 54 189 F 142 403
West E 57 116 D 50 102
Overall D 39 F 80

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 7.4.3 Enhancement initiatives

The modelling looked at the peak AM and PM periods and highlighted significant constraints on
achieving a large growth in container movements at Webb Dock even with a high proportion of
international containers being transported overnight (40%). Figure 23 shows the hourly profile of
traffic through both intersections, as expected the traffic volumes overnight are very low,
therefore a potential response to congestion by freight operators to is increase overnight
operations.

Figure 23 Current time profile of Webb Dock intersection volumes

Modelling the same intersections with traffic volumes reduced to overnight levels (around 10%
of the AM peak) suggest that there is potential for up to 1,400 trucks per hour to be
accommodated in and out of the port (see Table 9) before the intersection reaches LOS D.

Note that 1,400 trucks per hour will result in the following issues on the surrounding network:
 Within the port gates at the intersection of Webb Dock Drive and Kooringa Way. Given
the amount of spare land around the intersection we assume any congestion issues here
could be solved in the future.

 Hairpin turn from Cook Street onto West Gate Freeway westbound, based on traffic
engineering principles it could theoretically cater for 420 trucks per hour (one lane). The
hairpin should therefore be safely widened to two lanes. The merge with traffic from
Prohansky Street on-ramps and then onto the West Gate Freeway will also need revision
Table 37 overnight movement summary – 1400 trucks, 2038 (Source: Jacobs)

AM Peak (8-9am) PM Peak (4-5pm)

Approach LOS Ave Delay Queue (m) LOS Ave Delay Queue (m)
(sec / veh) (sec / veh)

South D 55 13 D 39 7
North E 69 225 C 34 19
East D 41 357 D 53 437
West D 49 260 C 25 170
Overall D 49 D 38

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