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PROPOSED MIXED-USE DEVELOPMENT
SIMPSON STREET, FERNVALE
TRAFFIC ENGINEERING ASSESSMENT
24 JANUARY 2020
PREPARED FOR
BRISBANE PRESTIGE PROPERTY DEVELOPMENTS
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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.
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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
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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
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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.
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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.
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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.
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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.
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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.
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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
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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.
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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
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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
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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.
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Figure 3.6: PROPOSED PEDESTRIAN CONNECTION
Relocated pedestrian
crossing
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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.
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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
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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
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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
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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
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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.”
P:\2019-20\20-046 27 Simpson Street, Fernvale\Outputs\20-046 Traffic Report Revision B.docx 20
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.
P:\2019-20\20-046 27 Simpson Street, Fernvale\Outputs\20-046 Traffic Report Revision B.docx 21
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.
P:\2019-20\20-046 27 Simpson Street, Fernvale\Outputs\20-046 Traffic Report Revision B.docx 22
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
AUSTRAFFIC VIDEO INTERSECTION COUNT
Site No.: 1 Fine
Location: Brisbane Valley Highway/Simpson Street, Fernvale
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
Brisbane Valley Highway (south)
Weather:
Tuesday, 5 November 2019
Brisbane Valley Highway (north)
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
AUSTRAFFIC VIDEO INTERSECTION COUNT
Site No.: 1 Fine
Location: Brisbane Valley Highway/Simpson Street, Fernvale
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
Brisbane Valley Highway (south)
Weather:
Tuesday, 5 November 2019
Brisbane Valley Highway (north)
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
ProjectTraffic Flows
Date21/01/2020
FigureFigure 2
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
SITE
524
387
514 10
3
384 12 12
20-046
2020 Pre-Development Morning Peak Hour
ClientBPPD
ProjectTraffic Flows
Date21/01/2020
FigureFigure 3
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
SITE
381 0
534 0
379 2
3
530 4 3
20-046
2020 Pre-Development Evening Peak Hour
ClientBPPD
ProjectTraffic Flows
Date21/01/2020
FigureFigure 4
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
SITE
-56 60
20
66
27
10 3
17
24 3
20-046
Development Traffic Generation - Morning Peak Hour
ClientBPPD
ProjectTraffic Flows
Date21/01/2020
FigureFigure 5
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
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
ProjectTraffic Flows
Date21/01/2020
FigureFigure 6
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
SITE
468 60
20
387 66
27
524 14
20
384 36 16
20-046
2020 Post-Development Morning Peak Hour
ClientBPPD
ProjectTraffic Flows
Date21/01/2020
FigureFigure 7
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
SITE
325 60
20
534 66
27
389 5
20
530 28 6
20-046
2020 Post-Development Evening Peak Hour
ClientBPPD
ProjectTraffic Flows
Date21/01/2020
FigureFigure 8
Job No.P 07 3839 6771E [email protected] 2, 62 Astor Terrace Spring Hill QLD 4000WWW.PTT.COM.AU
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]
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 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
East: Simpson Street
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
North: Brisbane Valley Highway
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 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 Post Dev]
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 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
East: Simpson Street
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
North: Brisbane Valley Highway
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 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 [2019 PM 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 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
East: Simpson Street
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
North: Brisbane Valley Highway
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 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 PM Pre Dev]
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 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
East: Simpson Street
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
North: Brisbane Valley Highway
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 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 PM Post Dev]
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 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
East: Simpson Street
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
North: Brisbane Valley Highway
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
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.
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