proposed mixed-use development simpson street, fernvale traffic engineering … · 2020. 2. 25. ·...

$: PROPOSED MIXED-USE DEVELOPMENT SIMPSON STREET, FERNVALE TRAFFIC ENGINEERING … · 2020. 2. 25. · P:\2019-20\20-046 27 Simpson Street, Fernvale\Outputs\20-046 Traffic Report Revision$
PROPOSED MIXED-USE DEVELOPMENT

SIMPSON STREET, FERNVALE

TRAFFIC ENGINEERING ASSESSMENT

24 JANUARY 2020

PREPARED FOR

BRISBANE PRESTIGE PROPERTY DEVELOPMENTS

P:\2019-20\20-046 27 Simpson Street, Fernvale\Outputs\20-046 Traffic Report Revision B.docx

DOCUMENT CONTROL RECORD

DOCUMENT

Report Title: Proposed Mixed-Use Development Traffic Engineering Assessment

Client: Brisbane Prestige Property Developments

Project Number: 20-046

REV PURPOSE DATE AUTHOR REVIEWER APPROVED SIGNED

A FINAL SEP-19 CB JG

AAP

(RPEQ 5286)

B FINAL NOV-19 CB JG

AAP

(RPEQ 5286)

B FINAL JAN-20 CB JG

AAP

(RPEQ 5286)

COPYRIGHT

This work is copyright. Apart from any use permitted under the Copyright Act 1968, no part may

be produced without prior permission. Requests and inquiries concerning reproduction and rights

should be directed to:

The Director

Pekol Traffic and Transport

Level 2, 62 Astor Terrace

Spring Hill QLD 4000

DISCLAIMER

This document is produced solely for the benefit of and use by our client in accordance with the

terms and conditions of our appointment. PTT does not accept liability to third parties arising from

their use of or reliance upon the contents of this report.

P:\2019-20\20-046 27 Simpson Street, Fernvale\Outputs\20-046 Traffic Report Revision B.docx ii

TABLE OF CONTENTS

1.0 INTRODUCTION 1

1.1 Background 1

1.2 Aim 1

1.3 Scope of Report 1

2.0 EXISTING CONDITIONS 2

2.1 Subject Site 2

2.2 Surrounding Area 2

2.3 Access 2

2.4 Surrounding Road Network 3

2.5 Traffic Volumes 3

2.6 Intersection Operations 4

2.7 Local Road Upgrades 6

2.8 Active and Public Transport 6

3.0 PROPOSED DEVELOPMENT 7

3.1 Site Layout 7

3.2 Vehicular Access Arrangements 8

3.3 Car Parking 10

3.4 Servicing 12

3.5 Active Transport 12

4.0 TRAFFIC OPERATIONS 14

4.1 Traffic Generation 14

4.2 Traffic Distribution 14

4.3 Site Access Turn Warrants 15

4.4 Traffic Impact at Brisbane Valley Highway / Simpson Street Intersection 17

4.5 Road Safety Assessment 19

5.0 CONCLUSIONS 22

APPENDIX A: TRAFFIC DATA

APPENDIX B: DEVELOPMENT SITE LAYOUT

APPENDIX C: SIGNAGE & LINE MARKING PLAN

APPENDIX D: VEHICLE SWEPT PATHS

APPENDIX E: VEHICLE TURN MOVEMENT FORECASTS

APPENDIX F: SIDRA ANALYSES

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1.0 INTRODUCTION

1.1 Background

In August 2019, PTT was commissioned by Brisbane Prestige Property Developments to undertake a

traffic engineering assessment for a proposed service station and food and drink outlet at Simpson

Street, Fernvale. The location of the subject site is shown on Figure 1.1.

Figure 1.1: SITE LOCALITY

1.2 Aim

The aim of this assessment is to evaluate the proposed development in terms of its access, parking and

servicing arrangements and impact on the surrounding road network.

1.3 Scope of Report

This report begins by summarising the characteristics of the existing road network (Chapter 2), followed

by a description of the scope and scale of the proposed development, including access, parking and

servicing arrangements (Chapter 3). The predicted peak hour traffic generation of the proposed

development is estimated along with a consideration of its likely traffic impact on the surrounding road

network (Chapter 4). The report concludes with a summary of key findings and recommendations

(Chapter 5).

SITE


2.0 EXISTING CONDITIONS

2.1 Subject Site

The subject site is located at Simpson Street, Fernvale and is formally identified as Lot 1 on SP240903.

The site is located within a centre zone according to Somerset Regional Council Planning Scheme

(2018). As indicated in Figure 2.1, the subject site is currently vacant and has a total site area of

approximately 3,270m2.

Figure 2.1: SUBJECT SITE

2.2 Surrounding Area

As illustrated in Figure 2.1 the subject site is bounded by:

Ferny Gully to the north

Simpson Street to the east

A residential property fronting Brisbane Valley Highway to the south

Brisbane Valley Highway to the west

The surrounding area includes a mix of residential, recreational, community, commercial and industrial

uses, typical of a location within the Fernvale town centre.

2.3 Access

The subject site currently has a single vehicular access on the Brisbane Valley Highway, as shown in

Figure 2.1.

SUBJECT

SITE

Existing Crossover


2.4 Surrounding Road Network

Key attributes of the surrounding road network in the vicinity of the subject site are summarised in Table

2.1.

Table 2.1: SURROUNDING ROAD NETWORK ATTRIBUTES

ATTRIBUTE SIMPSON STREET

BRISBANE VALLEY

HIGHWAY

Road Hierarchy Local Road Highway

Jurisdiction Council TMR

Speed Limit (km/h) 50 60

Predominant Land Use Residential Mixed-use

Cross-section Two lanes, undivided Two lanes, undivided

On-Street Parking Yes Yes

Footpaths No Yes

Bicycle Lanes No No

Bus Route No Yes

The Brisbane Valley Highway (Main Street) is a state-controlled road administered by the Department

of Transport and Main Roads (TMR). It runs on a north-south alignment linking the Warrego Highway

with the D'Aguilar Highway. In the vicinity of the subject site, the Brisbane Valley Highway is undivided

with one lane of traffic and a parking lane / shoulder in each direction. The posted speed limit on the

Brisbane Valley Highway adjacent to the subject site is 60km/h.

The Brisbane Valley Highway is part of the Performance Based Standards (PBS) Level 2A network, which

permits B-double vehicles up to 26m in length.

Simpson Street is a short local access road, which meets the Brisbane Valley Highway at a priority-

controlled T-intersection, where it forms the minor approach. The first 100m of Simpson Street north of

the intersection with the Brisbane Valley Highway is constructed to a high standard, with kerb and

channel and a pavement width of approximately 12m. However, after the 90-degree curve in the

horizontal alignment, Simpson Street narrows to a single lane carriageway width (approximately 4m

wide) with no kerb and channel.

2.5 Traffic Volumes

We have obtained 2019 traffic data from TMR for the Brisbane Valley Highway from a nearby counter

site (identification number 30006). This counter site is located approximately 2km to the south of the

subject site. The traffic data, which is attached in Appendix A, comprises weekly volume reports (for

each direction) for three consecutive weeks between Monday 29 April and Sunday 19 May, 2019.


The data shows that typical traffic volumes on this section of the Brisbane Valley Highway were as

follows:

an AADT of approximately 9,300 vehicles per day

a heavy vehicle proportion of around 11%

weekday peak hour volumes (bi-directional) of approximately 800 vehicles per hour (vph)

weekend peak hour volumes (bi-directional) of approximately 950vph

weekday peak hour volumes in the southbound (against gazettal) direction in the order of 450vph

in the morning peak hour with 350vph in the evening peak hour

weekend peak hour volumes in the southbound (against gazettal) direction in the order of 500vph

In addition, to assist in the quantification of existing operations at the Brisbane Valley Highway / Simpson

Street intersection, turning movement surveys were conducted on Tuesday 5 November 2019.

The weekday morning and evening peak periods for both intersections are shown in Table 2.1, along

with the key operational attributes of the intersections. The volumes shown represent all vehicle

movements through the intersections in the peak hour periods. The traffic count data is provided in

Appendix A.

Table 2.2: INTERSECTION ATTRIBUTES

ATTRIBUTE

BRISBANE VALLEY HIGHWAY / SIMPSON

STREET

Morning Peak

Peak Hour 8:00am – 9:00am

Volume (vph) 910

% Heavy Vehicles 8%

Peak Flow Factor 94%

Evening Peak

Peak Hour 4:00pm – 5:00pm

Volume (vph) 895

% Heavy Vehicles 6%

Peak Flow Factor 99%

2.6 Intersection Operations

A SIDRA analysis was conducted to quantify the existing traffic operations at the Brisbane Valley Highway

/ Simpson Street intersection. The analyses were based on the traffic count data with:

Peak Flow Factors (PFF), as detailed in Table 1

the observed proportion of heavy vehicles (%HV), as detailed in Table 1

SIDRA default values for other parameters

The degree of saturation for a movement is defined as the ratio of traffic demand to the capacity of the

movement. The critical movement relates to the approach or movement with the highest degree of

saturation. Table 2.3 is an extract from the SIDRA manual, and defines the operational rating and level

of service (LOS) for all intersections, including roundabouts.


Table 2.3: SIDRA INTERSECTION RATINGS

LEVEL OF

SERVICE

DEGREE OF SATURATION

SIGNALS ROUNDABOUT PRIORITY

LOS A x <= 0.60 x <= 0.60 x <= 0.60

LOS B 0.60 < x <= 0.70 0.60 < x <= 0.70 0.6 < x <= 0.70

LOS C 0.70 < x <= 0.90 0.70 < x <= 0.85 0.70 < x <= 0.80

LOS D 0.90 < x <= 0.95 0.85 < x <= 0.95 0.80 < x <= 0.90

LOS E 0.95 < x <= 1.00 0.95 < x <= 1.00 0.90 < x <= 1.00

LOS F 1.00 < x 1.00 < x 1.00 < x

The existing intersection layouts and the equivalent SIDRA representations for the Brisbane Valley

Highway / Simpson Street intersection is shown in Figure 2.2. The results of the SIDRA intersection

analysis is summarised in Table 2.4.

Figure 2.2: BRISBANE VALLEY HIGHWAY / SIMPSON STREET INTERSECTION

Table 2.4: EXISTING INTERSECTION OPERATIONS

SCENARIO DOS

95%

QUEUE

AVERAGE

DELAY

CRITICAL MOVEMENT

Weekday Morning 29% 0.2 veh 0.4s Brisbane Valley Highway (N) - Ahead

Weekday Evening 28% 0.0 veh 0.2s Brisbane Valley Highway (S) - Ahead

The results indicate that the Brisbane Valley Highway / Simpson Street intersection currently experiences

LOS A conditions under existing weekday morning and evening peak hour conditions.


2.7 Local Road Upgrades

It is understood that there are future plans to signalise the Brisbane Valley Highway / Clive Street

intersection to the south-east of the subject site. This upgrade is likely to include a dedicated right turn

lane (for Clive Street) on the Brisbane Valley Highway. However, it is understood that this project is

currently not committed or funded.

2.8 Active and Public Transport

2.8.1 Pedestrians and Cyclists

There are footpaths on both sides of the Brisbane Valley Highway in the vicinity of the subject site. While

there are no on-road cyclist facilities on the surrounding road network proximate to the site, there is a

shared pedestrian / cycle path on the western side of the Brisbane Valley Highway, including a bridge

over Ferny Gully.

There are no footpaths or cycling facilities currently provided on Simpson Street.

2.8.2 Public Transport

There are bus stops on the Brisbane Valley Highway located approximately 350m south-east of the

subject site. These stops are serviced by the 529 route, which provides three weekday and one weekend

buses in each direction between Ipswich and Lowood / Toogoolawah.


3.0 PROPOSED DEVELOPMENT

3.1 Site Layout

The development application seeks approval for a Material Change of Use for a service station and

food and drink outlet. Specifically, the proposed development would incorporate the following

components:

service station tenancy (200 m2 GFA)

two food and drink outlets, including one tenancy with a drive through (142 m2 GFA)

The proposed development would be supported by a total of 17 on-site car parking spaces. The

proposed layout is shown in Figure 3.1 and attached in Appendix B.

Figure 3.1: PROPOSED DEVELOPMENT LAYOUT

The proposed service station is not a truck stop and has been designed to cater for light vehicles and

small – medium rigid trucks. There is no dedicated truck refuelling area, no ultra-high flow diesel pumps

(for large heavy vehicles) and no on-site truck parking proposed. While larger heavy vehicles would not

physically be prohibited from entering the subject development, it is expected that drivers of these types

of vehicles would be familiar with the truck-stop network and use more appropriate refuelling facilities.


3.2 Vehicular Access Arrangements

3.2.1 Location

Vehicular access is proposed via two driveway crossovers as follows:

a left-in / left-out driveway on the Brisbane Valley Highway, which incorporates a short auxiliary

left-turn treatment (AUL(S))

a secondary all movements driveway on Simpson Street

The proposed left in / left out driveway crossover on the Brisbane Valley Highway would be located

approximately 35m south of the bridge over Ferny Gully and 45m north of the intersection with Clive

Street.

3.2.2 Design

The proposed left-in / left-out driveway on Brisbane Valley Highway is of Type D and has been designed

as per the Institute of Public Works Engineering Australasia’s (IPWEA) Standard Drawing RS-051(H). The

driveway be 12.0m wide at the property boundary incorporating a 5.0m wide entry lane, a 4.5m wide

exit lane and a 1.5m wide (painted) centre island.

The entry component of the driveway would be supported by a proposed 35m long AUL(S) on the

Brisbane Valley Highway. Signage and line-marking is proposed at the left-in / left-out driveway, as

indicated in Figure 3.2 and includes double barrier centre lines on the Brisbane Valley Highway to

enforce left-in / left-out operations. The centre island would need to be traversable (ie line-marking

only) to allow for bulk tanker refuelling as discussed in Section 3.4.

Figure 3.2: PROPOSED BRISBANE VALLEY HIGHWAY DRIVEWAY


The AUL(S) treatment on the major road will minimise the disruption to through traffic on the Brisbane

Valley Highway. The AUL(S) design allows a deceleration length of 35m with a 20m taper, which is

consistent with a design speed of 70km/h (ie the posted speed plus 10km/h).

3.2.3 Sight Distance

We estimate that there is in excess of 200m safe intersection sight distance (SISD) available at the site

access to the north-west on the Brisbane Valley Highway (measured approximately 5m back from the

through carriageway). Based on a 70km/hr design speed (ie posted speed plus 10km/h), the Austroads

Guide to Road Design Part 4A: Unsignalised and Signalised Intersections identifies a desirable SISD of

151m (based on a two second driver reaction time). Therefore, the available intersection sight distance

at the site access would be consistent with the desirable Austroads requirements.

3.2.4 Queuing

The Somerset Regional Council Planning Scheme requires on-site queuing space to be provided for

three vehicles on the entry to any fuel pump. This is consistent with typical practice to provide on-site

queuing for two vehicles behind each bowser (not including those vehicles standing at the pump).

We have undertaken a site-specific queuing assessment for the development using M-M-s queuing

theory calculations. This assessment is based on:

an arrival rate of 45 vehicles per hour for the service station (ie lamda)

a service rate of 12 vehicles per hour (ie a five-minute dwell time per customer)

eight refuelling positions (ie identical servers)

The queuing assessment predicts a 99th percentile queue of nine vehicles at the pumps. As shown in

Figure 3.3, the development layout would be able to accommodate a total of 16 vehicles without

blocking access to the fast food drive-through or on-site car parking. Accordingly, the on-site queuing

provision is considered to be sufficient.

The Somerset Regional Council Planning Scheme does not specify a minimum vehicle queuing

requirement for drive-through facilities. Section 5.8.1 of the 2002 RTA Guide to Traffic Generating

Developments (RTA Guide) recommends exclusive queuing areas for a drive-through be provided to

accommodate:

five to 12 vehicles from the ‘pick up point’

four vehicles from the ‘order point’

The layout of the proposed food and drink outlet provides drive-through queuing of four vehicles from

the ‘order point’ and 12 vehicles to queue from the ‘pick up point’. Therefore, the proposed drive-

through queuing provision is considered to be sufficient and is not expected to disrupt vehicle access,

circulation or car parking operations.


Figure 3.3: SITE QUEUING PLAN

3.3 Car Parking

3.3.1 Requirement

The minimum car parking requirements for the site have been determined based on the parking rates

outlined in the Somerset Regional Council Planning Scheme for a service station and food and drink

outlet use. The minimum parking rates identified by the Planning Scheme are as follows:

service station: four spaces plus one space per 25m2 GFA

food and drink outlet: one space per 25m2 GFA

Table 3.1 sets out the required number of on-site car parking spaces to be provided for the parking

rates identified above.

Table 3.1: ON-SITE CAR PARKING REQUIREMENTS

LAND USE SCALE PARKING RATE REQUIRED

Service Station 200m2 GFA

4 spaces plus 1 space per

25m2 GFA

12.0

Food and Drink Outlet 142m2 GFA 1 space per 25m

2 GFA 5.7

Total 18 spaces


3.3.2 Provision

It is proposed to provide a total of 17 on-site car parking spaces for the development. This includes one

Person with Disability (PWD) bay. Therefore, the proposed car parking provision is one space short of

the local planning scheme requirements.

3.3.3 Design

The layout of on-site car parking is generally consistent with the requirements of AS2890.1 in terms of

bay dimensions, aisle widths, vehicle circulation and manoeuvring. This is typified by:

2.6m wide x 5.4m long car parking spaces

appropriately dimensioned PWD bays (2.4m x 5.4m) with an adjacent 2.4m x 5.4m shared area

parking aisles 7.0m wide or greater

3.3.4 Signage and Line Marking

It is recommended that signage / line marking be installed at the Brisbane Valley Road access driveway

and throughout the layout in accordance with the Manual of Uniform Traffic Control Devices. These

recommendations are summarised in Figure 3.4 and attached in Appendix C. We recommend that

signage is installed to discourage large vehicles from exiting toward Simpson Street.

Figure 3.4: SIGNAGE AND LINE MARKING PLAN


3.4 Servicing

The largest vehicle expected to access the site is a 19m long Articulated Vehicle (AV) for bulk fuel

deliveries. This type of vehicle would be able to enter and exit the site in a forward gear via the driveway

on the Brisbane Valley Highway. The swept path analysis of the 19m AV manoeuvring through the site

is shown in Figure 3.5 and in Appendix D.

In addition, a separate on-site loading and refuse collection area is proposed to the north of the service

station tenancy. This area could accommodate a 10.2m long Refuse Collection Vehicle (RCV) or

medium rigid vehicle

Figure 3.5: 19M AV SWEPT PATH

3.5 Active Transport

A separate pedestrian connection from the external footpath network to / from the retail building is

proposed, as indicated in Figure 3.1. This will provide a separate pedestrian connection to the Brisbane

Valley Highway and will avoid pedestrians having to walk through the service station forecourt to access

the retail uses.

The existing pedestrian crossing (ie pram ramps / drop kerb) on the Brisbane Valley Highway linking to

the shared footpath / cycleway on the southern side of the road would be lost by the proposed driveway

crossover. It is recommended that this be replaced to the south-east of the site access as indicated in

Figure 3.6.


Figure 3.6: PROPOSED PEDESTRIAN CONNECTION

Relocated pedestrian

crossing


4.0 TRAFFIC OPERATIONS

4.1 Traffic Generation

The Queensland Government publishes traffic generation data for various land uses on its Open Data

Portal. This traffic generation data is based on surveys of sites throughout Queensland undertaken

between 2006 and 2018. There are 10 service station sites and 21 fast food outlets (with a drive-

through) in the data. Taking the 85th percentile traffic generation rates for all of the fast food sites and

five of the service station sites (ie all service stations with a gross floor area of less than 1,000m2 GFA),

peak hour traffic generation rates for the proposed uses have been calculated as follows:

service station: 46 trips per 100m2 GFA

food and drink outlet: 56 trips per 100m2 GFA

The traffic generation calculation for the weekday peak hours is summarised in Table 4.1. The predicted

increase in traffic movements attributable to the subject development is estimated to be 70 vehicles per

hour (35 arrivals and 35 departures).

Table 4.1: PROPOSED TRAFFIC GENERATION

LAND USE

SCALE

(m2

)

TRIPS IN:OUT SPLIT

IN : OUT

(VEH/HR)

Service station 200m2 GFA 92 50 : 50 46 : 46

Food and drink

outlet

142m2 GFA 80 50 : 50 40 : 40

Total 172 86 : 86

The proposed service centre is expected to generate 172 trips (86 in and 86 out) in the weekday peak

periods.

4.2 Traffic Distribution

The proposed development is predominantly a highway service centre that will cater to southbound

traffic on the Brisbane Valley Highway. In terms of the service station component of the development, it

is expected that almost 100% of traffic generation would be undiverted pass-by trips. There is a Freedom

Fuel facility located on the western site of the Brisbane Valley Highway immediately to the north of the

subject site. The Freedom Fuels service station would be a far more convenient facility for northbound

traffic, and it is not expected that there would be a significant demand for the proposed service station

for traffic heading northbound on the Brisbane Valley Highway. We have assumed that the majority

(80%) of service station traffic will approach the site from the north and enter and exit the development

via the Brisbane Valley Highway driveway, with a small proportion of traffic (20%) expected to approach

the site from the south and enter and exit via Simpson Street.


In terms of the fast food use, this would also predominantly rely on pass-by trips on the Brisbane Valley

Highway. However, there would also be some new (destination) trips from the local Fernvale area.

Typically, new trips for fast food use are in the order of 40% of total trips. Accordingly, we have assumed

that of the “new” trips, 70% would be to / from the south with the remaining 30% from the north either

via the Brisbane Valley Highway (15%) or the Clive Street catchment (15%).

This adopted distribution results in predicted peak hour traffic movements on the surrounding local road

network as shown in Figure 4.1.

Figure 4.1: PREDICTED DEVELOPMENT TRAFFIC

4.3 Site Access Turn Warrants

Section C9.2 of the Austroads Guide to Traffic Management Part 6: Intersections, Interchanges and

Crossings deals with the application of warrants for turn lanes. With respect to the use of these warrants,

Austroads states that they are based on the construction of new intersections on new roads (ie greenfield

sites) and:

“although not intended for direct application to accesses and driveways, they may be used as a

reference for such”

This confirms that the warrants are primarily for the construction of intersections on new roads and

Austroads does not mandate the application of the warrants for turn lanes with respect to the site access


driveways. This guidance is accepted by the Department of Transport and Main Roads (TMR) Road

Planning and Design Manual 2nd

Edition (RPDM).

Therefore, the application of warrants for turn treatment assessment is not considered to be a mandatory

requirement for the site access design. Nevertheless, we have undertaken an assessment of the

appropriate turn treatments by applying the warrants set out in Austroads and the TMR RPDM.

This assessment is based on:

Normal Design Domain (NDD) criteria for a road with a design speed of less than or equal to

70 km/h

predicted development traffic generation as identified above

weekday traffic survey data for the Brisbane Valley Highway

a background traffic growth rate of 3%

The value of the major road peak hour traffic volume parameter (QM) for the left turns at the site access

have been calculated as follows:

Weekday Morning Peak Hour

QL: 60 veh/h

QM (left) opening: 470 veh/h

QM (left) design: 650 veh/h

Weekend Evening Peak Hour

QL: 60 veh/h

QM (left) opening 325 veh/h

QM (left) design 450 veh/h

Figure 4.2 demonstrates that a short auxiliary left turn lane (AUL(S)) would be warranted based on the

(southbound) traffic volumes on the Brisbane Valley Highway and the predicted left turn movements into

the development. A channelised left-turn treatment (CHL) is not warranted and would not be typical of

a service station access in an urban environment.

Figure 4.2: TURN WARRANT ASSESSMENT

Weekday AM Opening: QL:QM

Weekday AM Design: QL:QM

Weekday PM Opening: QL:QM

Weekday PM Design: QL:QM


4.4 Traffic Impact at Brisbane Valley Highway / Simpson Street Intersection

The likely impact of the proposed development on the opening year (2020) operations of the Brisbane

Valley Highway / Simpson Street intersection has been assessed based on the peak hour turning

movement forecasts in both the pre and post development scenarios (presented in Appendix F). The

results of the SIDRA analyses are attached in Appendix F are shown in Table 4.2.

Table 4.2: BRISBANE VALLEY HWY / SIMPSON ST INTERSECTION OPERATIONS

SCENARIO DOS

95%

QUEUE

AVERAGE

DELAY

CRITICAL MOVEMENT

2020 Morning Peak Hour

Pre-development 30% 0.2 veh 0.4s Brisbane Valley Hwy (N) - Ahead

Post-development 31% 0.6 veh 1.1s Brisbane Valley Hwy (S) - Ahead

2020 Evening Peak Hour

Pre-development 29% 0.0 veh 0.1s Brisbane Valley Hwy (N) - Ahead

Post-development 31% 0.4 veh 0.7s Brisbane Valley Hwy (S) - Ahead

The results indicate that the Brisbane Valley Highway / Simpson Street intersection is expected to operate

under LOS A conditions during the 2020 pre and post development scenarios, in both the weekday

morning and evening peaks. The development results in a very minor increase in vehicle movements,

queuing and delay at the Brisbane Valley Highway / Simpson Street intersection and does not affect the

level of service.

We have undertaken an assessment of the appropriate turn treatments at the Brisbane Valley Highway

/ Simpson Street intersection by applying the warrants set out in Austroads and the TMR RPDM. The

results of this assessment are summarised in Figure 4.3 and 4.4 below for the morning and evening

weekday peak hours respectively.

Figure 4.3: WEEKDAY MORNING TURN WARRANT ASSESSMENT

AM Pre Development QL:QM

AM Post Development: QL:QM

AM Pre Development: QR:QM

AM Post Development: QR:QM


Figure 4.4: WEEKDAY EVENING TURN WARRANT ASSESSMENT

Figures 4.3 and 4.4 demonstrate that:

a basic left turn (BAL) would be warranted in all pre and post development scenarios

a short channelised right turn lane (CHR(S)) would be warranted in all pre and post development

scenarios, with the exception of the weekday evening pre-development scenario

The Brisbane Valley Highway / Simpson Street intersection arrangement has an existing basic left turn

(BAL) arrangement. In terms of the right turn treatment, there is an informal basic right turn (BAR)

treatment due to the wide (ie 7m) shoulder / parking lane in the northbound direction, which provides

sufficient trafficable width for a vehicle to pass to the left of a stationary vehicle in the process of turning

right into Simpson Street.

The results of the turn warrant assessment demonstrate that the additional traffic generated by the

development does not trigger a requirement for upgrades at the Brisbane Valley Highway / Simpson

Street intersection to mitigate the impact. A CHR(S) would be warranted under post-development

conditions, however, this treatment would also be required as part of the base (ie pre-development)

case. Therefore, a CHR(S) treatment is not considered to be necessary to mitigate the impact of the

development.

Nevertheless, a CHR(S) could readily be provided at the Brisbane Valley Highway / Simpson Street

intersection (ie line marking only no pavement widening). Therefore, this upgrade could be conditioned

to any development approval, with a concept plan of a CHR(S) treatment shown in Figure 4.5.

PM Pre Development QL:QM

PM Post Development: QL:QM

PM Pre Development: QR:QM

PM Post Development: QR:QM


Figure 4.5: CHR(S) AT BRISBANE VALLEY HWY / SIMPSON ST INTERSECTION

4.5 Road Safety Assessment

A road safety assessment has been conducted for the proposed development which specifically

addresses the:

risk of rear-end crashes along the adjacent section of the Brisbane Valley Highway associated

with vehicles turning into the site

risk of side-swipe crashes along the adjacent section of the Brisbane Valley Highway associated

with vehicles turning out of the site

risk of crashes associated with vehicles exiting the site and turning right at the Clive Street

intersection (future via right turn lane)

A road safety risk assessment has been undertaken in accordance with DTMR’s Guide to Traffic Impact

Assessment (GTIA) (2017). The GTIA outlines that:

“Safety is not readily quantifiable as efficiency and is scored based on expert opinion on

the changes to likelihood and / or consequence of a risk being realised. The condition of

road cannot be defined absolutely as being safe or unsafe. Rather, road safety is a relative

measure benchmarked against an existing condition or an acceptable risk threshold.”


The traffic safety risks were identified and then scored using the risk scoring matrix outlined in the GTIA

as shown in Figure 4.6. These identified risks relate to the increase in traffic movements at the access

locations associated with the proposed development.

Figure 4.6: SAFETY RISK SCORE MATRIX

The outcomes of the road safety assessment are identified in Table 4.3 and are discussed below.

Table 4.3: ROAD SAFETY RISK ASSESSMENT

RISK ITEM

EXISTING – WITHOUT

DEVELOPMENT

PROPOSED – WITH

DEVELOPMENT

Likelihood Consequence Risk Likelihood Consequence Risk

Left into site - rear-end

crashes

- - - 1-2 1-2 L

Left from site – side-swipe

crashes

- - - 1-2 1-2 L

Left from site merging into

right turn lane – side-

swipe crashes (future)

- - - 1-2 1-2 L

The left turn movements into the site access driveway would result in a minor increase in the likelihood

of rear-end crashes along this section of the Brisbane Valley Highway. Therefore, as a mitigation

measure, an AUL(S) treatment is proposed to allow some vehicle deceleration to occur clear of the

southbound through traffic lane.


Vehicles egressing the site access would result in a minor risk of side swipe crashes. However, the egress

would be limited to left-out movements only and there would be numerous of gaps in the opposing

southbound traffic flow. Therefore, no mitigation measures are considered necessary.

In the future, post upgrade to the Brisbane Valley Highway / Clive Street intersection, the development

would generate demand for vehicles turning left out of the site and merging into a right turn lane. The

site access would be located approximately 40m from the (future) southbound stop bar on the Brisbane

Valley Highway at the Clive Street intersection. Adopting a rate of lateral shift of 1.0m per second (as

per the 2017 Austroads Guide to Road Design Part 4A Signalised and Unsignalised Intersections) and

a design speed of 50km/h, there would be sufficient length available between the site access and the

stop bar for a vehicle to merge across the 3.5m from the through lane into the right turn lane.


5.0 CONCLUSIONS

The proposed mixed-use development at Simpson Street, Fernvale has been evaluated in terms of its

site access arrangements, internal layout and impact on the surrounding road network. The main points

to note are:

the development application seeks approval for a Material Change of Use for a service station

and two food and drink outlets, including one tenancy with a drive through

vehicle access is proposed via a left-in / left out driveway on the Brisbane Valley Highway

the left-in / left out driveway on the Brisbane Valley Highway is of Type D design with a width of

approximately 12m

the entry component of the left-in / left out driveway would be supported by a 35m long AUL(S)

treatment on the Brisbane Valley Highway

a secondary access is proposed on Simpson Street

it is estimated that the available sight distance at the Brisbane Valley Highway access driveway

meets desirable standards

a total of 17 car parking spaces are proposed on-site, including one PWD, which one space

short of the minimum requirements of the Somerset Regional Council Planning Scheme

the proposed development allows a 19m AV to enter, egress and exit the site in a forward gear

via the Brisbane Valley Highway

the proposed development also accommodates RCV / MRV manoeuvring on-site

a pedestrian connection between the external footpath network and the retail building is provided

the proposed development is expected to generate 172 trips (86 in and 86 out) in the weekday

peak periods

the majority of the trips generated by the proposed development would come from vehicles

already travelling southbound on the Brisbane Valley Highway

the increase in volumes and access arrangements are not expected to result in any significant

adverse impact on the safety and efficiency of the surrounding road network

APPENDIX A

TRAFFIC DATA

Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNT

Site No.: 1 Weather: Fine Camera Position

Location: Brisbane Valley Highway/Simpson Street, Fernvale

Day/Date:

AM Peak:

PM Peak:

TIME

(1/4 hr end)

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

7:15 AM 1 0 1 0 83 6 89 0 1 0 1 0 1 0 1 0 2 0 2 0 0 0 0 0 4 0 4 0 51 3 54 0 0 0 0 0 2 0 0 0 4 0 4 0

7:30 AM 0 0 0 0 95 6 101 0 2 0 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 64 7 71 0 0 0 0 0 0 0 0 0 0 0 0 0

7:45 AM 0 0 0 0 130 9 139 0 2 0 2 0 1 0 1 0 2 0 2 0 3 0 3 0 6 0 6 0 76 10 86 0 0 0 0 0 0 0 0 0 0 0 0 0

8:00 AM 0 0 0 0 82 10 92 1 3 0 3 0 1 0 1 0 1 0 1 0 0 0 0 0 2 0 2 0 66 14 80 0 0 0 0 0 3 0 2 0 1 0 1 0

8:15 AM 0 0 0 0 89 7 96 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 83 10 93 0 0 0 1 0 1 0 2 0 0 0 0 0

8:30 AM 0 0 0 0 106 8 114 0 5 0 5 0 2 0 2 0 3 0 3 0 1 0 1 0 1 0 1 0 97 14 111 0 0 0 0 0 1 0 3 4 1 0 1 0

8:45 AM 0 0 0 0 120 13 133 0 3 0 3 0 1 0 1 0 1 0 1 0 0 0 0 0 2 0 2 0 84 9 93 0 0 0 0 0 3 0 1 0 2 0 2 0

9:00 AM 0 0 0 0 151 5 156 0 2 0 2 0 0 0 0 0 7 0 7 0 0 0 0 0 7 0 7 0 66 10 76 0 1 0 0 0 1 0 4 0 1 0 0 0

2 h

r T

ota

l 1 0 1 0

856

64

920 1

18 0

18 0 6 0 6 0

18 0

18 0 4 0 4 0

23 0

23 0

587

77

664 0 1 0 1 0

11 0

12 4 9 0 8 0

AM

Peak 0 0 0 0

466

33

499 0

10 0

10 0 3 0 3 0

12 0

12 0 1 0 1 0

11 0

11 0

330

43

373 0 1 0 1 0 6 0

10 4 4 0 3 0

TIME

(1/4 hr end)

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

To

tal

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

Pedestr

ians

Cyclis

ts

4:15 PM 0 0 0 0 91 8 99 0 1 0 1 0 0 0 0 0 1 0 1 0 1 0 1 0 2 0 2 0 113 8 121 0 0 0 0 0 1 0 0 0 0 0 1 0

4:30 PM 0 0 0 0 99 8 107 0 0 0 0 0 1 0 1 0 2 0 2 0 0 0 0 0 0 0 0 0 114 4 118 0 0 0 0 0 0 0 1 0 0 0 0 0

4:45 PM 0 0 0 0 75 3 78 0 1 0 1 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 120 8 128 0 0 0 0 0 3 0 2 0 0 0 0 0

5:00 PM 0 0 0 0 76 8 84 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 145 3 148 0 0 0 0 0 1 0 0 0 0 0 0 0

5:15 PM 0 0 0 0 82 4 86 0 0 0 0 0 1 0 1 0 3 0 3 0 0 0 0 0 0 0 0 0 130 4 134 0 0 0 0 0 0 0 0 0 0 0 0 0

5:30 PM 0 0 0 0 62 4 66 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 114 6 120 0 0 0 0 0 0 1 2 0 0 0 0 0

5:45 PM 0 0 0 0 54 4 58 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 120 5 125 0 0 0 0 0 0 0 0 0 0 0 0 0

6:00 PM 0 0 0 0 55 2 57 0 1 0 1 0 0 0 0 0 0 0 0 0 3 0 3 0 1 0 1 0 100 6 106 0 0 0 0 0 1 0 1 1 1 0 0 0

2 h

r T

ota

l 0 0 0 0

594

41

635 0 3 0 3 0 5 0 5 0 8 0 8 0 4 0 4 0 7 0 7 0

956

44

1000 0 0 0 0 0 6 1 6 1 1 0 1 0

PM

Peak 0 0 0 0

341

27

368 0 2 0 2 0 3 0 3 0 3 0 3 0 1 0 1 0 3 0 3 0

492

23

515 0 0 0 0 0 5 0 3 0 0 0 1 0

B - C C - B C - D D - CMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8

Pedestrian Movements

A - B B - A

Movement 6 Movement 7 Movement 8Pedestrian Movements

A - B B - A B - C C - B C - D D - C

Brisbane Valley Highway (south)

Movement 1 Movement 2 Movement 3 Movement 4 Movement 5

Brisbane Valley Highway (north)

Tuesday, 5 November 2019

Hour ending - 9:00 AM Simpson Street (east)

Hour ending - 5:00 PM

N

A B

CD

1 2 3

4

5

678


Site No.: 1 Fine


Day/Date:

Summary: AM Peak : Hour ending - 9:00 AM

PM Peak : Hour ending - 5:00 PM

Hour Ending:

On-road classification:

Off-road classification:

Note: = proportion of selected vehicle classification as a percentage of total vehicles

Simpson Street (eas


Weather:



3.28%

1 2 3

4

5

678

0 499 10

3

12

111373

376100.00%

21

15

512385

100.00% 100.00% 100.00%

100.00%

100.00%

100.00%100.00%100.00%

100.00%

509

100.00%

100.00%

100.00%100.00%

N1A - B1B - A

3D - C4C - D

6B - C

14C - B


Site No.: 1 Fine


Day/Date:

Summary: AM Peak : Hour ending - 9:00 AM

PM Peak : Hour ending - 5:00 PM

Hour Ending:

On-road classification:

Off-road classification:

Note: = proportion of selected vehicle classification as a percentage of total vehicles

Simpson Street (eas


Weather:



3.28%

1 2 3

4

5

678

0 368 2

3

3

13515

518100.00%

5

6

372519

100.00% 100.00% 100.00%

100.00%

100.00%

100.00%100.00%100.00%

100.00%

370

100.00%

100.00%

100.00%100.00%

N0A - B0B - A

1D - C0C - D

5B - C

3C - B

APPENDIX B

DEVELOPMENT SITE LAYOUT

APPENDIX C

SIGNAGE & LINE MARKING PLAN

APPENDIX D

VEHICLE SWEPT PATHS

N

APPENDIX E

VEHICLE TURN MOVEMENT FORECASTS

509

376

499 10

3

373 12 12

20-046

2019 Existing Morning Peak Hour

ClientBPPD

ProjectTraffic Flows

Date21/01/2020

FigureFigure 1

Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU

SITE

370

518

368 2

3

515 4 3

20-046

2019 Existing Evening Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 2


SITE

524

387

514 10

3

384 12 12

20-046

2020 Pre-Development Morning Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 3


SITE

381 0

534 0

379 2

3

530 4 3

20-046

2020 Pre-Development Evening Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 4


SITE

-56 60

20

66

27

10 3

17

24 3

20-046

Development Traffic Generation - Morning Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 5


SITE

BRISBANE VALLEY HIGHWAY

BRISBANE VALLEY HIGHWAY

SIMPSON STREET

-56 60

20

66

27

10 3

17

24 3

20-046

Development Traffic Generation - Evening Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 6


SITE

468 60

20

387 66

27

524 14

20

384 36 16

20-046

2020 Post-Development Morning Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 7


SITE

325 60

20

534 66

27

389 5

20

530 28 6

20-046

2020 Post-Development Evening Peak Hour

ClientBPPD


Date21/01/2020

FigureFigure 8


SITE

APPENDIX F

SIDRA ANALYSIS

USER REPORT FOR SITE

Project: Simpson Street Template: Default Site User Report

Site: 101 [2019 AM Existing]

New SiteSite Category: (None)Giveway / Yield (Two-Way)

Movement Performance - Vehicles

Demand Flows 95% Back of QueueMovID

Turn Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m km/hSouth: Brisbane Valley Highway

2 T1 397 8.0 0.228 0.2 LOS A 0.2 1.4 0.06 0.02 0.06 59.5

3 R2 13 8.0 0.228 8.9 LOS A 0.2 1.4 0.06 0.02 0.06 56.9

Approach 410 8.0 0.228 0.5 NA 0.2 1.4 0.06 0.02 0.06 59.5

East: Simpson Street

4 L2 13 8.0 0.022 8.0 LOS A 0.1 0.6 0.53 0.69 0.53 50.9

6 R2 3 8.0 0.022 12.3 LOS B 0.1 0.6 0.53 0.69 0.53 50.4

Approach 16 8.0 0.022 8.9 LOS A 0.1 0.6 0.53 0.69 0.53 50.8

North: Brisbane Valley Highway

7 L2 11 8.0 0.292 5.7 LOS A 0.0 0.0 0.00 0.01 0.00 57.8

8 T1 531 8.0 0.292 0.0 LOS A 0.0 0.0 0.00 0.01 0.00 59.8

Approach 541 8.0 0.292 0.1 NA 0.0 0.0 0.00 0.01 0.00 59.8

All Vehicles 967 8.0 0.292 0.4 NA 0.2 1.4 0.03 0.03 0.03 59.5

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab).

Vehicle movement LOS values are based on average delay per movement.

Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Site: 101 [2020 AM Pre Dev]




Turn Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles



2 T1 409 8.0 0.235 0.2 LOS A 0.2 1.4 0.06 0.02 0.06 59.5

3 R2 13 8.0 0.235 9.1 LOS A 0.2 1.4 0.06 0.02 0.06 56.9

Approach 421 8.0 0.235 0.5 NA 0.2 1.4 0.06 0.02 0.06 59.5


4 L2 13 8.0 0.023 8.1 LOS A 0.1 0.6 0.53 0.70 0.53 50.8

6 R2 3 8.0 0.023 12.7 LOS B 0.1 0.6 0.53 0.70 0.53 50.3

Approach 16 8.0 0.023 9.0 LOS A 0.1 0.6 0.53 0.70 0.53 50.7


7 L2 11 8.0 0.301 5.7 LOS A 0.0 0.0 0.00 0.01 0.00 57.8

8 T1 547 8.0 0.301 0.0 LOS A 0.0 0.0 0.00 0.01 0.00 59.8

Approach 557 8.0 0.301 0.1 NA 0.0 0.0 0.00 0.01 0.00 59.8

All Vehicles 995 8.0 0.301 0.4 NA 0.2 1.4 0.03 0.03 0.03 59.5








Site: 101 [2020 AM Post Dev]




Turn Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles



2 T1 409 8.0 0.264 0.6 LOS A 0.6 4.5 0.16 0.06 0.17 58.7

3 R2 38 8.0 0.264 9.4 LOS A 0.6 4.5 0.16 0.06 0.17 56.1

Approach 447 8.0 0.264 1.4 NA 0.6 4.5 0.16 0.06 0.17 58.4


4 L2 17 8.0 0.079 8.3 LOS A 0.3 1.9 0.63 0.81 0.63 49.2

6 R2 21 8.0 0.079 13.6 LOS B 0.3 1.9 0.63 0.81 0.63 48.8

Approach 38 8.0 0.079 11.3 LOS B 0.3 1.9 0.63 0.81 0.63 49.0


7 L2 15 8.0 0.309 5.7 LOS A 0.0 0.0 0.00 0.02 0.00 57.8

8 T1 557 8.0 0.309 0.0 LOS A 0.0 0.0 0.00 0.02 0.00 59.8

Approach 572 8.0 0.309 0.2 NA 0.0 0.0 0.00 0.02 0.00 59.7

All Vehicles 1057 8.0 0.309 1.1 NA 0.6 4.5 0.09 0.06 0.09 58.7








Site: 101 [2019 PM Existing ]




Turn Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles



2 T1 520 6.0 0.281 0.0 LOS A 0.0 0.4 0.01 0.00 0.01 59.9

3 R2 4 6.0 0.281 7.6 LOS A 0.0 0.4 0.01 0.00 0.01 57.3

Approach 524 6.0 0.281 0.1 NA 0.0 0.4 0.01 0.00 0.01 59.9


4 L2 3 6.0 0.010 6.9 LOS A 0.0 0.2 0.49 0.66 0.49 50.8

6 R2 3 6.0 0.010 11.2 LOS B 0.0 0.2 0.49 0.66 0.49 50.3

Approach 6 6.0 0.010 9.1 LOS A 0.0 0.2 0.49 0.66 0.49 50.5


7 L2 2 6.0 0.199 5.6 LOS A 0.0 0.0 0.00 0.00 0.00 58.0

8 T1 372 6.0 0.199 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 59.9

Approach 374 6.0 0.199 0.1 NA 0.0 0.0 0.00 0.00 0.00 59.9

All Vehicles 904 6.0 0.281 0.1 NA 0.0 0.4 0.01 0.01 0.01 59.8








Site: 101 [2020 PM Pre Dev]




Turn Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles



2 T1 535 6.0 0.289 0.0 LOS A 0.0 0.4 0.01 0.00 0.01 59.9

3 R2 4 6.0 0.289 7.7 LOS A 0.0 0.4 0.01 0.00 0.01 57.3

Approach 539 6.0 0.289 0.1 NA 0.0 0.4 0.01 0.00 0.01 59.9


4 L2 3 6.0 0.010 7.0 LOS A 0.0 0.2 0.50 0.66 0.50 50.6

6 R2 3 6.0 0.010 11.6 LOS B 0.0 0.2 0.50 0.66 0.50 50.1

Approach 6 6.0 0.010 9.3 LOS A 0.0 0.2 0.50 0.66 0.50 50.4


7 L2 2 6.0 0.205 5.6 LOS A 0.0 0.0 0.00 0.00 0.00 58.0

8 T1 383 6.0 0.205 0.0 LOS A 0.0 0.0 0.00 0.00 0.00 59.9

Approach 385 6.0 0.205 0.1 NA 0.0 0.0 0.00 0.00 0.00 59.9

All Vehicles 930 6.0 0.289 0.1 NA 0.0 0.4 0.01 0.01 0.01 59.8








Site: 101 [2020 PM Post Dev]




Turn Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

Aver. No.Cycles



2 T1 535 6.0 0.311 0.2 LOS A 0.4 2.6 0.08 0.03 0.08 59.4

3 R2 28 6.0 0.311 7.9 LOS A 0.4 2.6 0.08 0.03 0.08 56.9

Approach 564 6.0 0.311 0.6 NA 0.4 2.6 0.08 0.03 0.08 59.3


4 L2 6 6.0 0.055 7.1 LOS A 0.2 1.3 0.61 0.80 0.61 49.3

6 R2 20 6.0 0.055 12.4 LOS B 0.2 1.3 0.61 0.80 0.61 48.9

Approach 26 6.0 0.055 11.2 LOS B 0.2 1.3 0.61 0.80 0.61 49.0


7 L2 5 6.0 0.212 5.6 LOS A 0.0 0.0 0.00 0.01 0.00 58.0

8 T1 393 6.0 0.212 0.0 LOS A 0.0 0.0 0.00 0.01 0.00 59.9

Approach 398 6.0 0.212 0.1 NA 0.0 0.0 0.00 0.01 0.00 59.9

All Vehicles 988 6.0 0.311 0.7 NA 0.4 2.6 0.06 0.04 0.06 59.2








SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: PEKOL TRAFFIC AND TRANSPORT | Created: Friday, 24 January 2020 10:35:06 AMProject: P:\2019-20\20-046 27 Simpson Street, Fernvale\Calcs\Simpson Street.sip8

proposed mixed-use development simpson street, fernvale traffic engineering … · 2020. 2. 25. ·...

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