APPENDIX H TRAFFIC IMPACT ASSESSMENT...2020/09/15 · APPENDIX H – TRAFFIC IMPACT ASSESSMENT Traffic and Parking Assessment Report Prepared for: PIWILA P/L, PHILLIPS & NOTT, SAMBENLIN

APPENDIX H – TRAFFIC IMPACT ASSESSMENT

Traffic and Parking Assessment Report

Prepared for: PIWILA P/L, PHILLIPS & NOTT, SAMBENLIN P/L,

JK PHILLIPS & CRESCENT HEAD SANDS P/L

September 2018

Report No: PT18042r01_Final

Proposed Residential Development Lot 707 DP1032859 & Lots 703 & 704 DP749885, Baker Drive, Crescent Head

Positive Traffic Pty Ltd

1 Project: Lot 707 DP1032859 & Lots 703&704 DP749885, Baker Dr, Crescent Head

August 2018

TABLE OF CONTENTS

1. Introduction ................................................................................................................. 3

2. Existing Development / Conditions ........................................................................... 4

2.1 Site Location ................................................................................................................................... 4

2.2 Classification Criteria ..................................................................................................................... 4

2.3 Existing Road Network ................................................................................................................... 5

2.4 Existing Traffic Flows ....................................................................................................................... 5

2.5 Existing Mid-Block Capacity Assessment .................................................................................... 6

2.6 Public Transport - Buses ................................................................................................................. 6

3. The Proposed Development ....................................................................................... 8

4. Potential Traffic Impacts ............................................................................................. 9

4.1 Introduction .................................................................................................................................... 9

4.2 Development Traffic Generation .................................................................................................. 9

4.3 Trip Distribution / Future Traffic Flows ............................................................................................ 9

4.4 Future Intersection Operation ..................................................................................................... 10

4.5 Future Intersection Operation - +10 Years ................................................................................. 12

5. Access Assessment .................................................................................................. 13

5.1 Intersection Sight Distance .......................................................................................................... 13

5.2 Minimum Gap Sight Distance (MGSD) ....................................................................................... 14

5.3 Safe Intersection Sight Distance (SISD) ....................................................................................... 14

6. Conclusions ............................................................................................................... 16

7. Appendix A – 2018 Intersection Count ................................................................... 17

8. Appendix B – Plans of Proposed Development ..................................................... 18

9. Appendix C – SIDRA Outputs ................................................................................... 19



August 2018

List of Figures

Figure 1 - Site Location

Figure 2 – Existing Route 345 Service Map – Kempsey to Crescent Head

Figure 3 – Assumed Access Road Intersection Arrangement with Baker Drive

List of Tables

Table 1 – Existing Hourly Flows by Direction in vicinity of site (veh/hr)

Table 2 – Existing Weekday Peak Period Volumes in vicinity of site (veh/hr)

Table 3 - Typical mid-block capacities for urban roads with interrupted flow

Table 4 – Future Weekday Peak Period Volumes in vicinity of site (veh/hr)

Table 5 – Level of Service Criteria

Table 6 – Future Weekday AM / PM Intersection Operating Conditions

Table 7 – 2028 Weekday AM / PM Intersection Operating Conditions

List of Photos

Photo 1 - Proposed Access Location Looking North Along Baker Drive

Photo 2 - Proposed Access Location Looking South Along Baker Drive



August 2018

1. Introduction

This report has been prepared on behalf of Piwila Pty Ltd, Phillips & Nott, Sambenlin Pty Ltd, JK Phillips

& Crescent Head Sands Pty Ltd to present findings of a traffic and parking assessment of the

proposed residential sub division of the site known as Lot 707 DP1032859 and Lots 703 & 704

DP749885, Baker Drive, Crescent Head.

The study has assessed existing traffic conditions, parking demands, access arrangements, future

traffic conditions, service vehicle provision and design compliance.

The remainder of the report is set out as follows:

• Section 2 describes the existing traffic and parking conditions;

• Section 3 summarises the proposed development;

• Section 4 reviews the potential traffic impacts of the proposal;

• Section 5 provides an assessment of the access location; and

• Section 6 presents the conclusions



August 2018

2. Existing Development / Conditions

The following presents a summary of existing site and traffic conditions.

2.1 Site Location

The site is located to the west of Baker Drive, Kempsey. Access to the site would rely on a new

connecting road to Baker Drive through adjoining lots. The location of the development site is

shown in Figure 1.

Figure 1 - Site Location

Source: Google maps

The existing site is a greenfield site with no dwellings.

2.2 Classification Criteria

It is usual to classify roads according to a road hierarchy in order to determine their functional role

within the road network. Changes to traffic flows on the roads can then be assessed within the

context of the road hierarchy. Roads are classified according to the role they fulfil and the volume

of traffic they should appropriately carry. The RTA has set down the following guidelines for the

functional classification of roads.

• Arterial Road – typically a main road carrying over 15,000 vehicles per day and fulfilling a

role as a major inter-regional link (over 1,500 vehicles per hour)

• Sub-arterial Road – defined as secondary inter-regional links, typically carrying volumes

between 5,000 and 20,000 vehicles per day (500 to 2,000 vehicles per hour)



August 2018

• Collector Road – provides a link between local roads and regional roads, typically carrying

between 2,000 and 10,000 vehicles per day (250 to 1,000 vehicles per hour). At volumes

greater than 5,000 vehicles per day, residential amenity begins to decline noticeably.

• Local Road – provides access to individual allotments, carrying low volumes, typically less

than 2,000 vehicles per day (250 vehicles per hour).

2.3 Existing Road Network

Baker Drive – is key major collector road corridor linking Crescent Head in the north with Port

Macquarie in the south. However, the road is not a Classified Roads or Unclassified Regional Road

as detailed in the RMS list. In the vicinity of the proposed road connection, Baker Drive includes a

single travel lane in each direction with unformed shoulders. The road includes a posted speed limit

of 60km/hr.

2.4 Existing Traffic Flows

To gauge existing traffic flows on the surrounding road network, an intersection count at Baker Drive

/ Charles Parry Street was undertaken during the morning and afternoon peak periods on a

weekday. Copies of the intersection count can be found in Appendix A of this report.

The peak flows by direction in each street at each intersection are summarised below.

The recorded hourly flows by direction are presented below:

Table 1 – Existing Hourly Flows by Direction in vicinity of site (veh/hr)

Time 1 2 3 4 5 6 Total

7:00 - 8:00 9 0 0 14 2 7 32

7:15 - 8:15 5 0 0 12 1 7 25

7:30 - 8:30 7 0 0 14 3 7 31

7:45 - 8:45 8 0 0 13 4 8 33

8:00 - 9:00 11 0 0 13 4 12 40

3:00 - 4:00 13 1 0 13 5 14 46

3:15 - 4:15 15 1 1 12 5 16 50

3:30 - 4:30 15 1 1 11 7 17 52

3:45 - 4:45 15 2 1 11 8 17 54

4:00 - 5:00 16 2 1 15 10 22 66

4:15 - 5:15 15 2 0 12 9 24 62

4:30 - 5:30 21 2 0 10 11 25 69

4:45 - 5:45 22 2 0 7 10 24 65

5:00 - 6:00 23 1 0 2 11 17 54

From Table 1 it can be seen that the AM peak hour occurred between 8:00 – 9:00am and the PM

peak hour occurred between 4:30pm – 5:30pm

The two-way peak hour flows by approach are presented in Table 2 below.



August 2018

Table 2 – Existing Weekday Peak Period Volumes in vicinity of site (veh/hr)

AM PM

Road Location NB/EB SB/WB NB/EB SB/WB

Baker Drive North of Charles Parry Street 24 16 31 36

South of Charles Parry Street 11 23 23 48

Charles Parry Street East of Baker Drive 4 13 13 10

From Table 2 it can be seen that despite its key role in the network, the existing flows in Baker Drive

are well below that which is expected. Traffic flows recorded in Charles Parry Street were also very

low. Overall, there is significant spare mid-block capacity in this street to accommodate future

development.

2.5 Existing Mid-Block Capacity Assessment

The Austroads Guide to Traffic Management Part 3 specifies the following urban environment mid-

block capacities for each lane type.

Table 3 - Typical mid-block capacities for urban roads with interrupted flow

Type of lane One-way mid-block capacity (pc/hr)

Median or inner lane

• Divided road 1000

• Undivided road 900

Middle lane (of a 3-lane carriageway)

• Divided road 900

• Undivided road 1000

Kerb lane

• Adjacent to parking lane 900

• Occasional parked vehicles 600

• Clearway conditions 900

Whilst in the location of the proposed access it could be considered a rural environment, with

residential development a short distance to the north, the urban kerbside lane capacity has been

adopted under clearway conditions.

Thus, with a maximum hourly one-way flow in Baker Drive of no more than 48 vehicles, the Baker

Drive includes significant spare mid-block capacity.

2.6 Public Transport - Buses

Busways provides a loop service (Route 345) between Kempsey and Crescent Head and operates

along Crescent Head Road with two loops around the local street network of Crescent Head.

The existing route of service 345 is shown in Figure 2 below.



August 2018

Figure 2 – Existing Route 345 Service Map – Kempsey to Crescent Head

The existing service would be some 900m from the proposed access via Baker Drive.



August 2018

3. The Proposed Development

The key components of the proposed development and associated public works are described

below.

• Rezoning of the sites to provide a residential sub division

• Creation of a potential 162 residential lots with internal road network to service the sub

division

• New road connection to Baker Drive (single lane in each direction)

• CH(R) intersection treatment for southbound traffic in Baker Drive

• BAL intersection treatment for northbound traffic in Baker Drive

A potential sub division plan is provided in Appendix B of this report.



August 2018

4. Potential Traffic Impacts

4.1 Introduction

The following presents an assessment of the potential traffic impacts of the proposal using the

Roads and Traffic Authority Guide to Traffic Generating Developments standard approach.

4.2 Development Traffic Generation

The RMS Technical Direction TDT-2013/04a provides an update to the RTA Guide to Traffic

Generating Developments for peak hour traffic generation rates for low density housing. These are

as follows (max rate for regional areas):

• 0.90 trips per dwelling in the AM peak

• 0.85 trips per dwelling in the PM peak

Therefore, with a potential yield of 162 lots, the proposed rezoning has the potential to generate 146

and 138 peak hour trips and the AM and PM peak hours respectively two-way. 80% of the

generated trips would be outbound in the AM peak with 20% inbound. The reverse would occur in

the PM peak.

4.3 Trip Distribution / Future Traffic Flows

The traffic generated by the proposal has been added to the surrounding road network.

The trip distribution of generated trips has matched the north / south distribution of traffic which

currently occurs during the morning and afternoon peak periods in Baker Drive. That is:

Exiting Traffic

• AM Peak 50% to the north / 50% to the south

• PM Peak 50% to the north / 50% to the north

Entering Traffic

• AM Peak 50% from the north / 50% from the south

• PM Peak 50% from the north / 50% from the south

Applying the above distribution of trips to the traffic generated by the rezoning and overlaying this

traffic on existing traffic flows, the resulting future peak flows by direction in each street in the vicinity

of the site access road are summarised below.



August 2018

Table 4 – Future Weekday Peak Period Volumes in vicinity of site (veh/hr)

AM PM

Road Location NB/EB SB/WB NB/EB SB/WB

Baker Drive North of Charles Parry Street 82 31 45 91

South of Charles Parry Street 69 38 37 103

Charles Parry Street East of Baker Drive 4 13 13 10

Access Road West of Baker Drive 117 29 28 110

From Table 4 it can be seen that future traffic flows remain within their current expected maximum

for each classification of surrounding streets.

The proposed access street (classified as a local street) would be expected to have a capacity of

up to 2000 vehicles per day (200 vehicles in the peak hour). The forecast traffic flows on the access

road would be well below these thresholds.

Thus, the access street is expected to include a single travel lane in each direction which would

more than cater for forecast future demands.

4.4 Future Intersection Operation

The proposed access intersection has been analysed using the Sidra Intersection analysis program.

Sidra Intersection determines the average delay that vehicles encounter, the degree of saturation

of the intersection, and the level of service. The degree of saturation is the ratio of the arrival rate of

vehicles to the capacity of the approach. Sidra Intersection provides analysis of the operating

conditions which can be compared to the performance criteria set out in Table 5.

Table 5 – Level of Service Criteria

Level of Service Average Delay per Vehicle

(secs/veh) Signals & Roundabouts Give Way & Stop Signs

A less than 14 Good operation Good operation

B 15 to 28 Good with acceptable delays &

spare capacity

Acceptable delays & Spare

capacity

C 29 to 42 Satisfactory Satisfactory, but accident

study required

D 43 to 56 Operating near capacity Near capacity & accident

study required

E 57 to 70

At capacity; at signals, incidents

will cause excessive delays

Roundabouts require other

control mode

At capacity, requires other

control mode

F > 70 Extra capacity required

Extreme delay, traffic signals

or other major treatment

required

Adapted from RTA Guide to Traffic Generating Developments, 2002.

For roundabouts and priority intersections, the reported average delay is for the individual

movement with the highest average delay per vehicle. At signalised intersections, the reported

average delay is over all movements.



August 2018

The assumed layout of the CH(R) and BAL intersection is shown below.

Figure 3 – Assumed Access Road Intersection Arrangement with Baker Drive

The resultant future AM / PM peak hour intersection operating conditions are presented in Table 6.

Average delay is expressed in seconds per vehicle.

Table 6 – Future Weekday AM / PM Intersection Operating Conditions

Morning Peak Evening Peak

Intersection Control Av Delay LOS Av Delay LOS

Access Road / Baker Drive Priority 5.8 A 6.5 A

Avg Delay (sec/veh) is over all movements at signals, and for worst movement at priority and roundabouts

From Table 6 it is noted that the proposed access road intersection with Baker Drive would operate

at a satisfactory level of service during both the AM and PM peak periods on a weekday with spare

capacity. A copy of the SIDRA intersection outputs is provided in Appendix C of this report.



August 2018

4.5 Future Intersection Operation - +10 Years

As a sensitivity test, a 10-year forecast of traffic flows in Baker Drive assuming a 2.5% growth rate per

annum was undertaken to gauge 2028 intersection operating conditions of the access road.

The resultant intersection operating conditions are presented below.

Table 7 – 2028 Weekday AM / PM Intersection Operating Conditions

Morning Peak Evening Peak

Intersection Control Av Delay LOS Av Delay LOS

Access Road / Baker Drive Priority 5.9 A 6.7 A

Avg Delay (sec/veh) is over all movements at signals, and for worst movement at priority and roundabouts

From Table 7 it is noted that the proposed access road intersection with Baker Drive would continue

to operate at a satisfactory level of service during both the AM and PM peak periods on a

weekday with spare capacity in 2028. A copy of the SIDRA intersection outputs is provided in

Appendix C of this report.

Overall, the potential traffic impacts of the proposal are considered satisfactory.



August 2018

5. Access Assessment

5.1 Intersection Sight Distance

The available sight distance from the proposed access to Baker Drive was recorded via photograph

record. These are presented below.

Photo 1 - Proposed Access Location Looking North Along Baker Drive

Photo 2 - Proposed Access Location Looking South Along Baker Drive

The available sight distance to the north was noted to be 340m and to the south 170m.



August 2018

5.2 Minimum Gap Sight Distance (MGSD)

MGSD is based on distances corresponding to the critical acceptance gap that drivers are

prepared to accept when undertaking a crossing or turning manoeuvre at intersections.

For intersections within a 60km/hr posted speed limit, Austroads Road Design Guide 2009

recommends the following available sight distance for traffic exiting a side road turning left or right:

As the available sight distance exceeds the minimum requirements for Austraods for vehicles exiting

the new access road, the proposed location is considered satisfactory.

5.3 Safe Intersection Sight Distance (SISD)

SISD is the minimum distance which should be provided on the major road at any intersection. SISD

provides sufficient distance for a driver of a vehicle on the major road to observe a vehicle on

a minor road approach moving into a collision situation (e.g. in the worst case, stalling across

the traffic lanes) and to decelerate to a stop before reaching the collision point.



August 2018

For a 60km/hr posted speed limit, Austroads requires the following minimum SISD (assumes Reaction

Time RT of 2 seconds)

As the available sight distance in either direction exceeds 123m, the location of the access road

would be such that approaching drivers in Baker Drive would have sufficient stopping distance to

avoid an accident.



August 2018

6. Conclusions

This report has reviewed the potential traffic impacts of the proposed rezoning of Lot 707 DP1032859

& Lots 703&704 DP749885, Baker Dr, Crescent Head to achieve a total of 162 residential lots. The

findings of this review are presented below:

1. Existing traffic flows in the AM and PM peak periods on the surrounding road network are

well below capacity.

2. The proposed access road intersection with Baker Drive would operate at a satisfactory

level of service in the future at full development of the sub division.

3. The proposed access road intersection with Baker Drive would continue to operate

satisfactorily in 2028 assuming 2.5% annual growth.

4. The proposed location provides sufficient Safe Intersection Sight Distance and Minimum Gap

Sight Distance as per the requirements of Austroads 2009.

Overall the traffic impacts of the proposal are considered acceptable.



August 2018

7. Appendix A – 2018 Intersection Count



August 2018

8. Appendix B – Plans of Proposed Development

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1.75

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LOT 4P1222868

LOT 707DP1032859

LOT 703DP749885

LOT 704DP749885

OVERHEAD EL

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LOT 5DP1222868

LOT 7007DP1120919

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DAM

DRAINAGE CHANNEL

LOT 707DP1032859

LOT 1 DP1073626

FENC

E

REZONING INVESTIGATION AREA

LIMIT OF REZONING RL3.21M AHD

1% AEP FLOOD LEVEL RL4.21M AHD

4.21

4.21ROAD RESERVE (30 W

IDE)

LOT 1

LOT 3

LOT 2

ACCESS ROAD– UNDER SEPARATE APPROVAL

THESE DRAWINGS SHALL BE READ IN CONJUNCTION WITH ALLARCHITECTURAL AND OTHER CONSULTANTS DRAWINGS ANDSPECIFICATIONSDO NOT OBTAIN MEASUREMENTS BY SCALING OFF DRAWINGS, USEONLY WRITTEN DIMENSIONS AND VERIFY WITH THE ARCHITECTURALPLANSALL WORK IS TO BE COMPLETED IN ACCORDANCE WITH THERELEVANT AUSTRALIAN STANDARDSREPORT ANY DISCREPANCIES TO DENNIS PARTNERS BEFOREPROCEEDINGTHESE DRAWINGS SHALL NOT BE USED FOR CONSTRUCTIONPURPOSES UNLESS ENDORSED "FOR CONSTRUCTION" IN THEAMENDMENT SCHEDULE

NOREV APPROVREVISION DESCRIPTION DATE

DENNIS PARTNERSTHIS DRAWING IS COPYRIGHT AND THE PROPERTY

Notes title

project no.in set

drawings sheet no.client

project drawn

sheet size

scale

datum

approved revision no.checked

dennispartners

civil | structural | planning

p. 02 6563 1611f. 02 6563 1799m. 0427 631 611

w. www.dennispartners.com.aue. [email protected]

73 Belgrave Street, KempseyPO Box 3737, West Kempsey NSW 2440

ABN 62 101 949 937

origin of levels

SITE PLAN

PROPOSED REZONINGAT LOT 707 DP1032859 ANDLOTS 703&704 DP749885, BAKER DRIVECRESCENT HEAD NSW 2440

TJW

SITE PLANS C A L E 1 : 2 0 0 0

1 COUNCIL APPLICATION 02/03/18

PIWILA P/L, PHILLIPS & NOTT, SAMBENLIN P/L,JK PHILLIPS & CRESCENT HEAD SANDS P/L

16

16

10

16

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9

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3

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Notes title

project no.in set


project drawn

sheet size

scale

datum


dennispartners


p. 02 6563 1611f. 02 6563 1799m. 0427 631 611



ABN 62 101 949 937

origin of levels


PRELIMINARY LAYOUT PLAN

PROPOSED REZONINGAT LOT 707 DP1032859 ANDLOTS 703&704 DP749885, BAKER DRIVECRESCENT HEAD NSW 2440

TJW

PRELIMINARY LAYOUT PLANS C A L E 1 : 2 0 0 0

1 PRELIMINARY LAYOUT PLAN 04/05/18

PARK

HOUSING

DRAINAGERESERVE

R2

ROAD

RURAL

STORMWATERBASIN

STORMWATERBASIN

STORMWATERBASIN

DAM DAM

2 ADD STORMWATER BASINS 10/05/18

EXISTINGDWELLING

R2

R3

R5R4

R1

R3

R6R5

R4

BA

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ACCESS ROAD

LOT 707DP1032859




Notes title

project no.in set


project drawn

sheet size

scale

datum


dennispartners


p. 02 6563 1611f. 02 6563 1799m. 0427 631 611



ABN 62 101 949 937

origin of levels


PRELIMINARY ROADCROSS SECTIONS

PROPOSED PUBLIC ROAD AT LOT 216 DP754441, LOT 7006 DP1120926, & LOT 7314 DP1150869 BAKER DRIVECRESCENT HEAD

TJW

1 COUNCIL APPLICATION 24/05/18

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Full Size 1:50 ; Half Reduction 1:100SCALE (m)

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August 2018

9. Appendix C – SIDRA Outputs

INTERSECTION SUMMARYSite: 101 [Access Rd / Baker Drive AM Future]

New SiteGiveway / Yield (Two-Way)

Intersection Performance - Hourly ValuesPerformance Measure Vehicles PersonsTravel Speed (Average) 54.1 km/h 54.1 km/hTravel Distance (Total) 180.4 veh-km/h 216.4 pers-km/hTravel Time (Total) 3.3 veh-h/h 4.0 pers-h/h

Demand Flows (Total) 178 veh/h 213 pers/hPercent Heavy Vehicles (Demand) 2.0 %Degree of Saturation 0.106Practical Spare Capacity 654.1 %Effective Intersection Capacity 1677 veh/h

Control Delay (Total) 0.24 veh-h/h 0.29 pers-h/hControl Delay (Average) 4.9 sec 4.9 secControl Delay (Worst Lane) 5.7 secControl Delay (Worst Movement) 5.8 sec 5.8 secGeometric Delay (Average) 4.8 secStop-Line Delay (Average) 0.1 secIdling Time (Average) 0.1 secIntersection Level of Service (LOS) NA

95% Back of Queue - Vehicles (Worst Lane) 0.2 veh95% Back of Queue - Distance (Worst Lane) 1.8 mQueue Storage Ratio (Worst Lane) 0.00Total Effective Stops 89 veh/h 106 pers/hEffective Stop Rate 0.50 per veh 0.50 per persProportion Queued 0.01 0.01Performance Index 4.2 4.2

Cost (Total) 88.95 $/h 88.95 $/hFuel Consumption (Total) 15.2 L/hCarbon Dioxide (Total) 36.0 kg/hHydrocarbons (Total) 0.003 kg/hCarbon Monoxide (Total) 0.042 kg/hNOx (Total) 0.040 kg/h

Site Level of Service (LOS) Method: Delay (RTA NSW). Site LOS Method is specified in the Parameter Settings dialog (Site tab).NA: Intersection LOS for Vehicles is Not Applicable for two-way sign control since the average intersection 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.

Intersection Performance - Annual ValuesPerformance Measure Vehicles PersonsDemand Flows (Total) 85,389 veh/y 102,467 pers/yDelay 116 veh-h/y 140 pers-h/yEffective Stops 42,593 veh/y 51,111 pers/yTravel Distance 86,573 veh-km/y 103,887 pers-km/yTravel Time 1,600 veh-h/y 1,920 pers-h/y

Cost 42,698 $/y 42,698 $/yFuel Consumption 7,315 L/yCarbon Dioxide 17,287 kg/yHydrocarbons 1 kg/yCarbon Monoxide 20 kg/yNOx 19 kg/y

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: POSITIVE TRAFFIC PTY LTD | Processed: Monday, 10 September 2018 5:14:36 PMProject: Z:\2018 Projects\PT18042 - Barker Drive Crescent Head\SIDRA\PT18042.sip7

INTERSECTION SUMMARYSite: 101 [Access Rd / Baker Drive PM Future]

New SiteGiveway / Yield (Two-Way)









SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: POSITIVE TRAFFIC PTY LTD | Processed: Thursday, 30 August 2018 4:19:37 PMProject: Z:\2018 Projects\PT18042 - Barker Drive Crescent Head\SIDRA\PT18042.sip7

INTERSECTION SUMMARYSite: 101 [Access Rd / Baker Dr AM Future + 10yrs]

New SiteGiveway / Yield (Two-Way)Design Life Analysis (Final Year): Results for 10 years










INTERSECTION SUMMARYSite: 101 [Access Rd / Baker Drive PM Future + 10yrs]

New SiteGiveway / Yield (Two-Way)Design Life Analysis (Final Year): Results for 10 years










Appendix A combined.pdfSheets and Views1_ Existing Catchment Plan

Documents

APPENDIX H TRAFFIC IMPACT ASSESSMENT...2020/09/15 · APPENDIX H – TRAFFIC IMPACT ASSESSMENT Traffic and Parking Assessment Report Prepared for: PIWILA P/L, PHILLIPS & NOTT, SAMBENLIN