PROPOSED SERVICE STATION REDEVELOPMENT CUNNINGHAM … · PROPOSED SERVICE STATION REDEVELOPMENT CUNNINGHAM HIGHWAY, COOLMUNDA QLD 4387 ... We have obtained 2014 average annual daily

PROPOSED SERVICE STATION REDEVELOPMENT

CUNNINGHAM HIGHWAY, COOLMUNDA QLD 4387

TRAFFIC IMPACT STATEMENT

2 JUNE 2016

PREPARED FOR

TFA PROJECT GROUP ON BEHALF OF ADDS (NSW) PTY LTD

DOCUMENT CONTROL RECORD

DOCUMENT

Report Title: Service Station - Cunningham Highway, Coolmunda Traffic Impact Statement

Client: ADDS (NSW) Pty ltd

Project Number: 16-270

REV PURPOSE DATE AUTHOR REVIEWER APPROVED SIGNED

A FINAL JUN-16 CMB AAP

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

GD02, 67 St Pauls 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.

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 Existing Use 2

2.3 Access 3

2.4 Road Network 3

2.5 Traffic Volumes 3

2.6 Sight Distance 3

3.0 PROPOSED DEVELOPMENT 5

3.1 Site Layout 5

3.2 Vehicular Access Arrangements 6

3.3 Queuing 6

3.4 Car / Truck Parking 7

3.5 Servicing 8

4.0 TRAFFIC OPERATIONS 11

4.1 Traffic Generation 11

4.2 Site Access Turn Warrants 11

4.3 Traffic Impact 12

5.0 CONCLUSIONS 13

APPENDIX A: DEVELOPMENT SITE LAYOUT

APPENDIX B: VEHICLE SWEPT PATHS

APPENDIX C: SDAP CODES MODULES 19.1

APPENDIX D: AADT DATA

1.0 INTRODUCTION

1.1 Background

In March 2016, Pekol Traffic and Transport (PTT) was engaged by ADDS (NSW) Pty Ltd to prepare a

Traffic Engineering Statement in support of proposed redevelopment of an existing service station and

truckstop located at 23129 Cunningham Highway, Coolmunda. 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 review the proposed development in terms of the access operations,

parking provision, servicing arrangements and likely 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 (Chapter 5).

SITE

2.0 EXISTING CONDITIONS

2.1 Subject Site

The subject site is located at 23129 Cunningham Highway, Coolmunda. The subject site is

approximately 400m west of the Coolmunda Dam Access Road and some 13km east of the town of

Inglewood. Falling within the jurisdiction of Goondiwindi Regional Council, the subject site is identified

as Lot 1 on RP159143 and includes a total area of approximately 14,700m2.

The subject site is adjoined by large rural lots on its southern, eastern and western boundaries, The

Cunningham, Highway runs along the northern boundary of the site. An aerial view of the subject site

is shown in Figure 2.1.

Figure 2.1: SUBJECT SITE

2.2 Existing Use

The subject site currently comprises a light vehicle refuelling forecourt (four refuelling positions), service

station shop and restaurant (total building area of approximately 250m2 GFA). In addition, there are a

truck refuelling facilities (three refuelling positions) located to the rear of the service station building.

There is informal on-site car and truck parking located to the south, east and west of the service station

building.

There is also an existing residential dwelling located at the rear of the site. This is used as

accommodation for staff operating the service station and truckstop.

2.3 Access

The subject site has three existing driveways on the Cunningham Highway as shown in Figure 2.1. None

of the driveways have formal line marking or signage and all currently accommodate both entry and

exit traffic movements.

The eastern access has a short auxiliary left turn AUL(S) treatment approximately 50m in length. The

AUL(S) treatment enables turning vehicles to undertake most deceleration in the turn lane, with minimal

impact on through traffic on the Cunningham Highway.

In terms of right turn treatments, the Cunningham Highway has wide shoulders with chevron markings

along the site frontage, which acts in a similar manner to a basic right turn (BAR) treatment. This would

allow a through vehicle to pass a vehicle waiting to turn right into the subject site. It is noted that truck

parking regularly takes place in the shoulders, as shown in Figure 2.1. However, even with a truck

parked in the shoulder, there should be sufficient width (ie around 6.5m) to allow a vehicle to pass

another vehicle waiting to turn right.

2.4 Road Network

The Cunningham Highway forms part of the state controlled road network is administered by the

Department of Transport and Main Roads (DTMR). It is an important trade and freight route to and from

Brisbane and therefore carries a large proportion of heavy vehicle traffic, including b-doubles and

occasional road trains.

In the vicinity of the subject site, it has a single lane of traffic in each direction. The speed limit on the

Cunningham Highway adjacent to the site is 100km/hr.

2.5 Traffic Volumes

We have obtained 2014 average annual daily traffic (AADT) data from the Department of Transport

and Main Roads (DTMR) for the Cunningham Highway from a nearby counter site (identification number

50005). This counter site is located approximately 35km to the east of the subject site. The data shows

that the 2014 AADT volumes on this section of the Cunningham Highway were as follows:

870 vehicles per day (vpd) travelling in the eastbound direction (with 37% heavy vehicles)

830 vpd travelling in the westbound direction (with 33% heavy vehicles)

1,700 vpd two-way (with 35% heavy vehicles)

2.6 Sight Distance

The available sight distance at the site access driveways is very good due to the straight alignment of

the highway and flat topography at this location. We estimate that there is in excess of 300m safe

intersection sight distance (SISD) available in both directions, as demonstrated in Figure 2.2.

This is well in excess of the requirements outlined in Austroads (2009) Guide to Road Design Part 4A:

Unsignalised and Signalised intersections”, which requires a minimum of 285m for a 110km/hr design

speed.

Figure 2.2: SIGHT DISTANCE AT SUBJECT SITE EGRESS

View to the East View to the West

3.0 PROPOSED DEVELOPMENT

3.1 Site Layout

The application is for a development permit for a material change of use incorporating an extension to

the existing service station. The existing service station retail unit would be demolished, with a new shop

and restaurant building comprising a total of 476m2 GFA (an increase of approximately 225m

2 GFA)

to be constructed.

The proposed development includes a new reorientated light vehicle canopy, which includes a total of

six refuelling positions. A new truck refuelling canopy with four refuelling positions would be located to

the south of the light vehicle canopy. The truck refuelling area would be able to accommodate a 36.5m

b-triple (ie Type 1 Road Train) vehicle.

The access and on-site parking arrangements would be formalised with line marking and signage. The

existing residential dwelling located at the rear of the site would be demolished, with a new staff

accommodation area (three cabins) constructed.

The proposed development layout is shown in Figure 3.1 and is attached.

Figure 3.1: PROPOSED DEVELOPMENT LAYOUT

3.2 Vehicular Access Arrangements

As shown in Figure 3.1, it is proposed to utilise the existing two eastern most accesses on the

Cunningham Highway to provide separate entry and exit driveways. The existing western most driveway

would be removed, which provides a safety benefit in turns of rationalising the number of access points

and reducing potential conflict points.

The proposed entry driveway on the Cunningham Highway is approximately 25m wide at the property

boundary, which is sufficient to enable b-triple vehicles to safely undertake turn movements into the site.

The entry driveway has a formal AUL(S), which would enable turning vehicles to undertake all

deceleration in the turn lane with minimal impact on through moving vehicles on the Cunningham

Highway.

The BAR type treatment on the Cunningham Highway would allow a through vehicle to pass a vehicle

waiting to right into the subject site. The formalised on-site truck parking provision associated with the

proposed development (see below) is expected to reduce parking in the shoulders on the Cunningham

Highway and improve the operation of the right turn facility.

Based on the traffic generated by the development and the passing volumes on the Cunningham

Highway, the existing turn treatments at the subject site access are appropriate (as demonstrated in

Section 4.2 below).

The exit driveway is approximately 18m wide at the property boundary, which is also sufficient to enable

the largest vehicles to safely turn out of the site. The exit driveway crossover achieves more than 300m

sight distance in both directions, which is well in excess of the minimum requirements set out in Austroads

and the DTMR Road Planning and Design Manual.

It is recommended that signage / line-marking (ie pavement arrows) be installed at the entry and exit

driveways on the Cunningham Highway in accordance with the Manual of Uniform Traffic Control

Devices. These recommendations are summarised in Figure 3.2.

Vehicle swept paths for a b-triple entering and exiting the proposed development are shown in Figure

3.3 and attached.

Based on the above, the proposed access arrangements associated with the development are not

expected to adversely impact the safety, function and operational efficiency of the state controlled road.

In fact, the proposed access represents a significant improvement over the existing arrangements in

terms of greater formalisation of permitted turn movements and fewer potential conflicts.

3.3 Queuing

The proposed development layout provides adequate provision for queuing vehicles between the site

access and both the light vehicle and truck refuelling canopies. Therefore, the proposed development

would not result in any queuing back on to the Cunningham Highway.

3.4 Car / Truck Parking

3.4.1 Requirement

The Inglewood Shire Planning Scheme (2006) does not identify a parking provision rate for service

stations. However, typically a rate of one space per 20m2 GFA is adopted for this use. The Planning

Scheme identifies rates for catering premises and residential activities (ie staff accommodation units) as

follows:

catering premises: 1 space per 10m2 of total use area

residential activities: 1.5 spaces per dwelling unit

Based on the Planning Scheme rates, a total of around 45 on-site parking spaces would be required,

as shown in Table 3.1.

Table 3.1: PARKING REQUIREMENT

LAND USE SCALE PARKING RATE REQUIREMENT

Service Station 150m2 1 space per 20m

2 GFA 7.5

Restaurant 326m2

1 space per 10m2 GFA 32.6

Accommodation 3 units 1.5 spaces per dwelling unit 4.5

Total 45 spaces

3.4.2 Provision

It is proposed to provide a total of 32 on-site parking spaces for the proposed development as follows:

16 car parking spaces for customer use, including one Person with Disability (PWD) space

seven b-double truck parking bays

two articulated vehicle (AV) truck parking bays

two long vehicle parking bays

five staff parking bays for the on-site accommodation

The proposed on-site parking provision is lower than would be required under the strict application of

the Planning Scheme rates. However, the proposed development is expected to generate less car

parking demand than a “typical” facility based on the following:

the remoteness of the subject site, which is likely to attract significantly less trade and have lower

car parking demand than a service station / restaurant facility in an urban location

the vehicle parking requirements in the Planning Scheme are for standalone facilities and do not

account for the efficiencies gained from the cross-utilisation of shared car parking spaces (ie

between the service station and restaurant uses) reducing total parking demand

the accommodation use is ancillary in terms of car parking demand in that it is for staff working

at the service station and restaurant

Based on our experience, a typical car parking rate of one space per 15 – 20m2 GFA is generally

adopted for highway truckstops. The application of this rate would require in the order of 24 – 32 on-

site parking spaces to be provided. Therefore, the proposed car parking provision is considered to be

sufficient and is expected to adequately cater for parking demand.

Figure 3.2: LINE MARKING / SIGNAGE

3.4.3 Design

The layout and provision of the additional on-site car parking is generally consistent with the

requirements of Australian Standard AS2890.1:2004 Parking Facilities Part 1: “Off-Street Car Parking”

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

2.6m x 5.4m car parking spaces

PWD spaces dimensioned 2.4m x 5.4m bay plus a 2.4m x 5.4m shared area

car parking aisles in excess of 6.2m

truck parking bays dimensioned 3.5m wide or greater

3.5 Servicing

A b-triple vehicle would be able to enter the site from the Cunningham Highway, access the truck

refuelling area and then exit back onto the Cunningham Highway via the western driveway. The swept

path of a b-triple vehicle accessing and egressing the subject site is presented in Figure 3.3 and is also

attached to this report.

While the development layout supports b-triple access and refuelling, there would be no on-site parking

provision for these vehicle types. The layout is physically unable to accommodate b-triple parking due

to the limited size of the subject site and the extensive b-triple vehicle turn paths.

However, the layout still represents a significant improvement over the existing situation, which does not

cater for b-triple access at all. In addition, the 2014 AADT volumes indicate that this section of the

Cunningham Highway only carried an average of around 30 daily road train movements (ie less than

2% of total passing vehicles). Therefore, use of the subject site by b-triples is expected to be relatively

infrequent.

Figure 3.3: B-TRIPLE SWEPT PATHS

The fuel tanker (likely to be a 19m articulated vehicle or a b-double) would be able to follow a similar

path, with the bulk tank refilling point located adjacent to the truck canopy.

The largest vehicle able to use the on-site truck parking area is a 26m b-double. Swept paths of this

vehicle entering the site from the Cunningham Highway, accessing the on-site parking area and then

exiting back onto the Cunningham Highway are shown in Figure 3.4 and attached to this report.

In addition, there is on-site loading and refuse collection area proposed adjacent to the service station

shop and restaurant. This area can comfortably accommodate a Heavy Rigid Vehicle (HRV) or a refuse

collection vehicle (RCV).

Accordingly, the proposed servicing arrangements are expected to be sufficient to cater for the proposed

development.

Figure 3.4: B DOUBLE SWEPT PATHS

4.0 TRAFFIC OPERATIONS

4.1 Traffic Generation

The DTMR Road Planning and Design Manual and RTA Guide to Traffic Generating Development

provide traffic generation rates for service stations (with a convenience store) in urban locations. There

are no corresponding rates for service stations / service centres / truck-stops located on major rural

highways. These facilities experience significantly different traffic generation rates and patterns to those

in urban areas.

We have previously undertaken traffic surveys of service centres (including service station and

convenience food offerings) on major state-controlled roads. These surveys found that during the typical

morning and evening peak hours, the volume of vehicles entering from the highway is typically around

10% of the (one-way) passing traffic volumes.

To be conservative, we have adopted a traffic generation rate of 20% of the passing (two-way) highway

traffic. A higher generation rate is considered appropriate in this instance give the remoteness of the

subject site and the lack of competing facilities.

We have estimated the peak hour volumes on the Cunningham Highway by applying a 10% peak hour

factor to the AADT flow. This is consistent with the peak hourly averages contained in the attached

DTMR AADT data report for this section of the Cunningham Highway.

The predicted peak hour traffic generation for the proposed development is shown in Table 4.1.

Table 4.1: SERVICE STATION & RESTAURANT PEAK HOUR TRAFFIC GENERATION

PEAK

PERIOD

PASSING HIGHWAY TRAFFIC

(VPH) TRIPS GENERATED (VPH)

EAST

BOUND

WEST

BOUND

TWO-

WAY IN OUT

TWO-

WAY

AM Peak 87 83 170 34 34 68

PM Peak 87 83 170 34 34 68

The proposed redevelopment of the site is not predicted to significantly increase peak hour traffic

generation from existing. Given the location of the site, all traffic generated by the proposed

development would be undiverted drop-in trips from the Cunningham Highway.

4.2 Site Access Turn Warrants

We have undertaken an assessment of the appropriate turn treatments at the subject site access by

applying the warrants set out in DTMR Road Planning Design Manual (RPDM) Supplement to Austroads

Guide to Road Design Part 4A: Unsignalised and Signalised Intersections. The assessment of the

warrants is based on the Extended Design Domain (EDD) criteria, appropriate for brownfield

intersections (as the site entry is an existing arrangement).

The value of the major road traffic volume parameter (QM) for both the left and right turns have been

calculated as follows.

QM (left): 83 veh/hr

QM (right): 187 veh/hr

The adopted peak period turn volumes into the subject site are estimated (based on a 50:50 east / west

split) to be as follows:

QL : 17 veh/hr

QR: 17 veh/hr

Figure 4.1 shows these traffic volume parameters against the DTMR warrants for both the network peak

hours.

Figure 4.1: DTMR TURN WARRANTS

Figure 4.1 demonstrates that under the traffic volumes on the Cunningham Highway and generated by

the development, “basic” left and right turn treatments (ie BAL and BAR treatments) would be required.

Therefore, the existing turn treatments are considered to be sufficient.

4.3 Traffic Impact

Based on the above, the proposed redevelopment of the site is not predicted to have any adverse impact

on the safety or operational efficiency of the state-controlled road network.

Left Turn Right Turn

5.0 CONCLUSIONS

The proposed redevelopment of an existing service station and truckstop located at 23129 Cunningham

Highway, Coolmunda has been evaluated in terms of its impact on the surrounding road network, site

access operations and internal layout. The main points to note are:

the proposed redevelopment comprises the same number of re-fuelling positions as the existing

service station, with a small increase (ie approximately 225m2 GFA) to the shop and restaurant

building to provide a total of 476m2 GFA

it is proposed to utilise the existing access arrangements to the subject development, with the

existing western-most driveway removed

the site access has an existing AUL(S) treatment and a BAR type arrangement, which are sufficient

based on the traffic generated by the development and the passing volumes on the Cunningham

Highway

the sight distance available at the site egress exceeds the recommended minimum requirements

a total of 32 on-site parking spaces are proposed to support the proposed redevelopment, which

is expected to adequately cater for parking demand

the internal layout of the subject site has been designed to accommodate a b-triple vehicle

an on-site refuse collection area and loading bay located is proposed adjacent to the western

edge of the service station and restaurant building

the proposed redevelopment is not predicted to significantly increase peak hour traffic generation

the traffic movements associated with the redevelopment are not expected to have a significant

impact on the operation of the Cunningham Highway

APPENDIX A

DEVELOPMENT SITE LAYOUT

APPENDIX B

SWEPT PATHS

1

SERVICE STATION &RESTAURANT

REMOTE FUELFILL POINT

DISPENS

ERS

U/GROUND FUEL

STORAGE TANKS

LINK

CANOPY

CAR CANOPY OVER

LOADING BAY

LONG VEHICLE PARKING

ENTRY

23

45

6

78

910

111213141516

STAFF

ACCOMM

ODATIO

N

AREA

B-DOUBLE PARKING (7)

AV PARKING (2)

LANDSCAPING

LANDSCAPING

LANDSCAPINGLANDSCAPING

BINLAN

DSCAPI

NG

LANDSCAPING

REST BAY

CUNNINGHAM HIGHWAY

POWERPOLE

VENTS

ID SIGN

TRUCK CANOPY OVER

1

POWERPOLE

23

4U1

U2

1

SERVICE STATION &RESTAURANT

REMOTE FUELFILL POINT

DISPENS

ERS

U/GROUND FUEL

STORAGE TANKS

LINK

CANOPY

CAR CANOPY OVER

LOADING BAY

LONG VEHICLE PARKING

ENTRY

23

45

6

78

910

111213141516

STAFF

ACCOMM

ODATIO

N

AREA

B-DOUBLE PARKING (7)

AV PARKING (2)

LANDSCAPING

LANDSCAPING

LANDSCAPINGLANDSCAPING

BINLAN

DSCAPI

NG

LANDSCAPING

REST BAY

CUNNINGHAM HIGHWAY

POWERPOLE

VENTS

ID SIGN

TRUCK CANOPY OVER

1

POWERPOLE

23

4U1

U2

APPENDIX C

SDAP CODES (MODULES 19.1 & 19.2)

State development assessment provisions Module 19 — State transport network functionality 19.1 Access to state-controlled roads state code 22 April 2016 V1.8 Page 1 of 4

19.1 Access to state-controlled roads state code

Table 19.1.1: All development

Performance outcomes Acceptable outcomes Response Comment

Location of the direct vehicular access to the state-controlled road

PO1 Any road access location to the

state-controlled road from adjacent land does not compromise the safety and efficiency of the state-controlled road.

AO1.1 Any road access location to the state-controlled

road complies with a decision under section 62 of the TIA.

Or

N/A

AO1.2 Development does not propose a new or

temporary road access location, or a change to the use or operation of an existing permitted road access location to a state-controlled road.

Or

No new access points are proposed. The proposed development would reduce the number of access locations from existing.

AO1.3 Any proposed road access location for the

development is provided from a lower order road where an alternative to the state-controlled road exists.

Or all of the following acceptable outcomes apply

The site only has frontage to the Cunningham Highway.

AO1.4 Any new or temporary road access location, or a

change to the use or operation of an existing permitted road access location, demonstrates that the development:

(1) does not exceed the acceptable level of service of a state-controlled road

(2) meets the sight distance requirements outlined in Volume 3, parts 3, 4, 4A, 4B and 4C of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013

(3) does not exceed the acceptable operation of an intersection with a state-controlled road, including the degree of saturation, delay, queuing lengths and intersection layout

(4) is not located within and/or adjacent to an existing or planned intersection in accordance with Volume 3, parts 4, 4A, 4B and 4C of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013

(5) does not conflict with another property’s road access location and operation.

The proposal will comply with these requirements. Refer to the Traffic Impact Statement prepared by PTT.

Response column key: Achieved P/S Performance solution N/A Not applicable



Editor’s note: To demonstrate compliance with this acceptable outcome, it is recommended a traffic impact assessment be developed in accordance with Chapters 1, 4, 6, 7, 8 and 9 of the Guidelines for assessment of road impacts of development (GARID), Department of Main Roads, 2006, and the requirements of Volume 3, parts 4, 4A, 4B and 4C of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013, SIDRA analysis or traffic modelling.

And

AO1.5 Development does not propose a new road access

location to a limited access road.

Editor’s note: Limited access roads are declared by the chief executive under section 54 of the TIA. Details can be accessed by contacting the appropriate DTMR regional office.

No new access points are proposed.

Number of road accesses to the state-controlled road

PO2 The number of road accesses to the

state-controlled road maintains the safety and efficiency of the state-controlled road.

AO2.1 Development does not increase the number of

accesses to the state-controlled road.

AND

The proposed development does not increase the number of road accesses to the state-controlled road.

AO2.2 Where multiple road accesses to the premises

exist, access is rationalised to reduce the overall number of road accesses to the state-controlled road.

And

Separate entry and exit driveways are proposed. The existing western most driveway would be removed

AO2.3 Shared or combined road accesses are provided

for adjoining land having similar uses to rationalise the overall number of direct accesses to the state-controlled road.

Editor’s note: Shared road accesses may require easements to provide a legal point of access for adjacent lots. If this is required, then the applicant must register reciprocal access easements on the titles of any lots for the shared access.

N/A

Design vehicle and traffic volume

PO3 The design of any road access

maintains the safety and efficiency of the state-controlled road.

AO3.1 Any road access meets the minimum standards

associated with the design vehicle.

Editor’s note: The design vehicle to be considered is the same as the design vehicle set under the relevant local government

planning scheme.

And

The access design is to be generally consistent with relevant standards and guidelines. The access driveways have been designed to accommodate the swept path for the largest design vehicle for the site (ie. a b-triple vehicle) as outlined in the PTT Traffic Impact Statement.



AO3.2 Any road access is designed to accommodate the

forecast volume of vehicle movements in the peak periods of operation or conducting the proposed use of the premises.

And

The access arrangements have been designed to accommodate the anticipate traffic volumes of vehicle movements.

AO3.3 Any road access is designed to accommodate 10

year traffic growth past completion of the final stage of development in accordance with GARID.

And

The access arrangements are expected to be sufficient to cater for 10 year traffic growth.

AO3.4 Any road access in an urban location is designed

in accordance with the relevant local government standards or IPWEAQ R-050, R-051, R-052 and R-053 drawings.

And

N/A The development is not in an urban area.

AO3.5 Any road access not in an urban location is

designed in accordance with Volume 3, parts 3, 4 and 4A of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013.

The access design is to be generally consistent with relevant standards and guidelines. The access driveways have been designed to accommodate the swept path for the largest design vehicle for the site (ie. a b-triple vehicle) as outlined in the PTT Traffic Impact Statement.

Internal and external manoeuvring associated with direct vehicular access to the state-controlled road

PO4 Turning movements for vehicles

entering and exiting the premises via the road access maintain the safety and efficiency of the state-controlled road.

AO4.1 The road access provides for left in and left out

turning movements only.

And

N/A The proposed entry and exit driveways accommodate all turn movements, with the appropriate turn treatments provided on the Cunningham Highway as demonstrated in the PTT Traffic Impact Statement.

AO4.2 Internal manoeuvring areas on the premises are

designed so the design vehicle can enter and leave the premises in a forward gear at all times.

Editor’s note: The design vehicle to be considered is the same as the design vehicle set under the relevant local government planning scheme.

The proposed development layout allows the design vehicle (ie a b-triple) to enter and leave in a forward gear at all times, as demonstrated in the PTT Traffic Impact Statement.

PO5 On-site circulation is suitably

designed to accommodate the design vehicle associated with the proposed land use, in order to ensure that there is no impact on the safety and efficiency of the state-controlled road.

AO5.1 Provision of on-site vehicular manoeuvring space

is provided to ensure the flow of traffic on the state-controlled road is not compromised by an overflow of traffic queuing to access the site in accordance with AS2890 – Parking facilities.

And

The proposed development layout provides adequate provision for queuing vehicles between the site access and both the light vehicle and truck refuelling canopies and would not result in any queuing back on to the Cunningham Highway.



AO5.2 Mitigation measures are provided to ensure that

the flow of traffic on the state-controlled road is not disturbed by traffic queuing to access the site.

As above. Sufficient queuing space has been provided to ensure that the flow of traffic on the state-controlled road is not disturbed by traffic queuing to access the site.

Vehicular access to local roads within 100 metres of an intersection with a state-controlled road

PO6 Development having road access to

a local road within 100 metres of an intersection with a state-controlled road maintains the safety and efficiency of the state-controlled road.

AO6.1 The road access location to the local road is

located as far as possible from where the road intersects with the state-controlled road and accommodates existing operations and planned upgrades to the intersection or state-controlled road.

And

N/A Access to the site will be taken directly from the state-controlled road.

AO6.2 The road access to the local road network is in

accordance with Volume 3, parts 3, 4 and 4A of the Road planning and design manual, 2nd edition, Department of Transport and Main Roads, 2013, and is based on the volume of traffic and speed design of both the local road and intersecting state-controlled road for a period of 10 years past completion of the final stage of development.

And


AO6.3 Vehicular access to the local road and internal

vehicle circulation is designed to remove or minimise the potential for vehicles entering the site to queue in the intersection with the state-controlled road or along the state-controlled road itself.


APPENDIX D

AADT DATA

TARSTraffic Analysis and Reporting System

AADT Segment ReportArea 402 - Darling Downs District Road Section 17C - WARWICK - INGLEWOOD

Road Segment from 48.730km to 105.720km Segment Site 50005 Traffic Year 2014 Data Collection Year 201404-Feb-2016 11:44

Brisbane

Bundaberg

Augathella

Chinchilla

CunnamullaGoondiwindi

GympieMitchell

Tambo

Bollon

Cecil Plains

Coolangatta

Cracow

Hebel

Wyandra

Carnarvon

Donga

Brisbane

Bundaberg

Chinchilla

Dalby

Gatton

Goondiwindi

Gympie

Hervey Bay

Stanthorpe

Warwick

Abercorn

Ban Ban Springs

BeerburrumBlackbutt

Booyal

Broadbeach

Cecil Plains

Cracow

Dulacca

Durong South

Meandarra

Millwood

Moonie

Texas

Theodore

Wandoan

Billa Billa

Amiens

Aubigny

Back Plains

Bapaume

Bethcar

Biddeston

Bony Mountain

Boodua

Boora Mugga

Bringalily

Brookstead

Broxburn

Bunkers Hill

Cambooya

Captains Mountain

Cecil Plains

Cement Mills

Clontarf

Cobba-Da-ManaCoolmunda

Durikai

Ellangowan

Felton East

Felton South

Formartin

Gore

Horrane

Inglewood

Irongate

Karara

Kelvinhaugh

Kingsthorpe

Leyburn

Mallow

Millmerran

Millwood

Mondam

Montrose

Mount Emlyn

Mount Irving

Muniganeen

MywybillaNangwee

Neylons

North Branch

Norwin

Oakey

Pampas

Pikedale

Pittsworth

Pratten

Rocky Creek

Ryeford

South Koorongara

SouthbrookSpringside

Tangkam

Thane

Thanes Creek

Tipton

Tummaville

Turallin

Umbiram

Wallingford

Whetstone

Wyreema

Yargullen

Yarranlea

Jondaryan Woolshed

New Dunmore

Allawah

Yandilla

Cuppine

Western Creek

Bonray

Bongeen

Talgai

Purrawunda

Sundown

50005

Copyright The State of Queensland 2009.Copyright Pitney Bowes Softare Pty Ltd 2009 Based on [Dataset - State Digital Road Network (SDRN)] providedwith the permission of Pitney Bowes Softare Pty Ltd (current as of 12/08) and other state government datasets.

-28.089881

-28.532458

151.

6137

15

151.

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Page 1 of 2 (1 of 8)


AADT Segment ReportArea 402 - Darling Downs District Road Section 17C - WARWICK - INGLEWOOD

Road Segment from 48.730km to 105.720km Segment Site 50005 Traffic Year 2014 Data Collection Year 201404-Feb-2016 11:44

60.99 km

Site 50005. Point 250000009.Coverage Site - 1km east of Gore Rd.

The width of each Road Segment is proportional to its AADT.

48.73 km

Start Point 250000010. CunninghamHwy to Ing’wd @ Toow.-Karara.

105.72 km

End Point 250000191. CunninghamHwy to Ing’wd @ Mill.-Ing’wd.

All Vehicles (00)

G 828 100%

A 870 100%

B 1,698 100%

Light Vehicles (0A)

G 550 66.43%

A 546 62.76%

B 1,096 64.55%

Heavy Vehicles (0B)

G 277 33.45%

A 324 37.24%

B 601 35.39%

Short Vehicles (1A)

G 550 66.43%

A 546 62.76%

B 1,096 64.55%

Trucks and Buses (1B)

G 61 7.37%

A 53 6.09%

B 114 6.71%

Articulated Vehicles (1C)

G 63 7.61%

A 76 8.74%

B 139 8.19%

Road Trains (1D)

G 153 18.48%

A 195 22.41%

B 348 20.49%

Short 2-AxleVehicles (2A)

G 478 57.73%

A 471 54.14%

B 949 55.89%

Short VehiclesTowing (2B)

G 72 8.70%

A 75 8.62%

B 147 8.66%

2-Axle Trucksand Buses (2C)

G 51 6.16%

A 44 5.06%

B 95 5.59%

3-Axle Trucksand Buses (2D)

G 8 0.97%

A 8 0.92%

B 16 0.94%

4-AxleTrucks (2E)

G 2 0.24%

A 1 0.11%

B 3 0.18%

3-AxleArticulated (2F)

G 6 0.72%

A 5 0.57%

B 11 0.65%

4-AxleArticulated (2G)

G 9 1.09%

A 9 1.03%

B 18 1.06%

5-AxleArticulated (2H)

G 6 0.72%

A 6 0.69%

B 12 0.71%

6-AxleArticulated (2I)

G 42 5.07%

A 56 6.44%

B 98 5.77%

B Double (2J)

G 138 16.67%

A 180 20.69%

B 318 18.73%

Double RoadTrains (2K)

G 15 1.81%

A 15 1.72%

B 30 1.77%

Triple RoadTrains (2L)

G 0 0%

A 0 0%

B 0 0%

This report shows Annual Average Daily Trafficvalues (AADTs). Because the AADT values areconverted to whole numbers, there will beoccasional inaccuracies due to rounding.These inaccuracies are statistically insignificant.


TARSTraffic Analysis and Reporting SystemReport Notes for AADT Segment Report

04-Feb-2016 11:44

AADT Segment Annual Volume ReportProvides summary data for the selected AADT Segment of aRoad Section. Summary data is presented as bothdirectional information and a combined bi-directional figure.The data is then broken down by Traffic Class, whenavailable. The report also includes maps displaying thelocation of both the AADT Segment and the traffic count site.

Annual Average Daily Traffic (AADT)Annual Average Daily Traffic (AADT) is the number of vehicles passinga point on a road in a 24 hour period, averaged over a calendar year.

AADT SegmentsThe State declared road network is broken into Road Sectionsand then further broken down into AADT Segments. An AADTSegment is a sub-section of the declared road network wheretraffic volume is similar along the entire AADT Segment.

AADT ValuesAADT values are displayed by direction of travel as:

G Traffic flow in gazettal directionA Traffic flow against gazettal directionB Traffic flow in both directions

Data Collection YearIs the most recent year that data wascollected at the data collection site.

Please Note:Due to location and/or departmental policy,

some sites are not counted every year.

Gazettal DirectionIs the direction of the traffic flow. It can be easily recognised byreferring to the name of the road eg. Road Section: 10A Brisbane -Gympie denotes that the gazettal direction is from Brisbane to Gympie.

MapsDisplay the selected location from a range of viewinglevels, the start and end position details for the AADTSegment and the location of the traffic count site.

RegionFor administration purposes from 1 February 2015 theDepartment of Transport and Main Roads has dividedQueensland into 12 Districts. The Region field inTSDM reports displays the District Name and Number.

Central West District 401Darling Downs District 402Far North District 403Fitzroy District 404Mackay/Whitsunday District 405Metropolitian District 406North Coast District 407North West District 409Northern District 408South Coast District 410South West District 411Wide Bay/Burnett District 412

Road SectionIs the Gazetted road from which the traffic data is collected. EachRoad Section is given a code, allocated sequentially in GazettalDirection. Larger roads are broken down into sections andidentified by an ID code with a suffix for easier data collection andreporting (eg. 10A, 10B, 10C). Road Sections are then brokeninto AADT Segments which are determined by traffic volume.

Segment SiteIs the unique identifier for the traffic count siterepresenting the traffic flow within the AADT Segment.

SiteThe physical location of a traffic counting device. Sites arelocated at a specified Through Distance along a Road Section.

Site DescriptionThe description of the physical location of the traffic counting device.

Start and End PointThe unique identifier for the Through Distance along a Road Section.

Vehicle ClassTraffic is categorised as per the Austroads Vehicle Classificationscheme. Traffic classes are in the following hierarchical format:

Volume or All Vehicles00 = 0A + 0B

Light Vehicles0A = 1A1A = 2A + 2B

Heavy Vehicles0B = 1B + 1C + 1D1B = 2C + 2D + 2E1C = 2F + 2G + 2H + 2I1D = 2J + 2K + 2L

The following classes are the categoriesfor which data can be captured:

Volume00 All vehicles

2-Bin0A Light vehicles0B Heavy vehicles

4-Bin1A Short vehicles1B Truck or bus1C Articulated vehicles1D Road train

12-Bin2A Short 2 axle vehicles2B Short vehicles towing2C 2 axle truck or bus2D 3 axle truck or bus2E 4 axle truck2F 3 axle articulated vehicle2G 4 axle articulated vehicle2H 5 axle articulated vehicle2I 6 axle articulated vehicle2J B double2K Double road train2L Triple road train

CopyrightCopyright The State of Queensland (Department of Transport and Main Roads) 2013

Licencehttp://creativecommons.org/licences/by-nd/3.0/au

This work is licensed under a Creative Commons Attribution 3.0 Australia (CC BY-ND) Licence. Toattribute this material, cite State of Queensland (Department of Transport and Main Roads) 2013



Annual Volume ReportArea 402 - Darling Downs District Road Section 17C - WARWICK - INGLEWOOD

Site 50005 - 900m East of Cement Mills Rd TDist 60.990km Speed Limit 10004-Feb-2016 11:44

Amiens

Aubigny

Back Plains

Bethcar

Bony Mountain

Boodua

Bringalily

Brookstead

Broxburn

Captains Mountain

Cecil Plains

Cement Mills

Durikai

Felton East

Formartin

Leyburn

Pikedale

Rocky Creek

TummavilleTurallin

New Dunmore

Bonray

Talgai

Gore

Gore

Cunnin

gham

High

way

Cunningham Highway

Cement M

ills Road

Col

umba

Roa

d

Columba Road

Colum

ba R

oad

Dungorm Road

50005

Copyright The State of Queensland 2009.Copyright Pitney Bowes Softare Pty Ltd 2009 Based on [Dataset - State Digital Road Network (SDRN)] providedwith the permission of Pitney Bowes Softare Pty Ltd (current as of 12/08) and other state government datasets.

-28.281065

-28.294130

151.

5014

65

151.

4848

63


TARSTraffic Analysis and Reporting SystemAnnual Volume Report

04-Feb-2016 11:44

Area 402 - Darling Downs District

Road Section 17C - WARWICK - INGLEWOOD

Site 50005 - 900m East of Cement Mills Rd

Thru Dist 60.99

Type C - Coverage

Stream TB - Bi-directional traffic flow

Year 2014

AADT 1,698

Avg Week Day 1,969

Avg Weekend Day 1,562

Growth last Year -23.20%

Growth last 5 Yrs 2.65%

Growth last 10 Yrs 1.99%

1986

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

0

250

500

750

1,000

1,250

1,500

1,750

2,000

2,250

2,500

2,750

3,000

AA

DT

0

250

500

750

1,000

1,250

1,500

1,750

2,000

2,250

2,500

2,750

3,000

AA

DT

AADT History

1-Year 1-Year5-Year 5-Year10-Year 10-YearYear YearAADT AADTGrowth GrowthGrowth GrowthGrowth Growth

2015 1,664 -2.00% 1.30% 1.44%

2014 1,698 -23.20% 2.65% 1.99%

2013 2,211 36.31% 11.06% 6.02%

2012 1,622 13.82% 2.70% 1.42%

2011 1,425 -3.39% -1.21% -0.32%

2010 1,475 -3.53% 0.12% 0.01%

2009 1,529 0.92% 1.49% 0.37%

2008 1,515 7.37% 1.08% 0.18%

2007 1,411 -7.66% -1.10% -0.94%

2006 1,528 7.00% 1.52% 0.19%

2005 1,428 0.49% -1.05% -0.70%

2004 1,421 -4.25% -1.75% -0.82%

2003 1,484 -0.54% -0.65% -0.15%

2002 1,492 6.50% -0.73% 0.17%

2001 1,401 -10.36% -2.30% -0.29%

2000 1,563 -0.32% 1.23% 1.62%

1999 1,568 3.77% 1.24% 1.76%

1998 1,511 -2.20% 0.42% 1.04%

1997 1,545 3.28% 1.89% 1.37%

1996 1,496 3.67% 2.38% 0.54%

1995 1,443 -5.38% 2.15% 0.00%

1994 1,525 3.67% 3.61% 0.93%

1993 1,471 7.84% 1.44% 0.48%

1992 1,364 8.60% -0.98% -0.76%

1991 1,256 -3.01% -4.68% -2.14%

1990 1,295 -7.04% -3.81% -1.64%

1989 1,393 -9.07% -1.11% -0.61%

1988 1,532 7.89% 2.13% 0.86%

1987 1,420 -13.04% -0.27% 0.04%

1986 1,633 13.56% 3.05% 2.57%

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

01-0

203

-04

05-0

607

-08

09-1

011

-12

13-1

415

-16

17-1

819

-20

21-2

223

-00

Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Hours of the Week

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

11.0

12.0

13.0

% A

AD

T

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

11.0

12.0

13.0

% A

AD

T

Hourly Averages


TARSTraffic Analysis and Reporting SystemAnnual Volume Report

04-Feb-2016 11:44

Mon

Tue

Wed

Thu F

ri

Sat

Sun

Days of the Week

8085

90

95

100

105

110

115

120

125130

% A

AD

T

8085

90

95

100

105

110

115

120

125130

% A

AD

T

Daily Averages

26-D

ec -

01-

Jan

02-J

an -

08-

Jan

09-J

an -

15-

Jan

16-J

an -

22-

Jan

23-J

an -

29-

Jan

30-J

an -

05-

Feb

06-F

eb -

12-

Feb

13-F

eb -

19-

Feb

20-F

eb -

26-

Feb

27-F

eb -

05-

Mar

06-M

ar -

12-

Mar

13-M

ar -

19-

Mar

20-M

ar -

26-

Mar

27-M

ar -

02-

Apr

03-A

pr -

09-

Apr

10-A

pr -

16-

Apr

17-A

pr -

23-

Apr

24-A

pr -

30-

Apr

01-M

ay -

07-

May

08-M

ay -

14-

May

15-M

ay -

21-

May

22-M

ay -

28-

May

29-M

ay -

04-

Jun

05-J

un -

11-

Jun

12-J

un -

18-

Jun

19-J

un -

25-

Jun

26-J

un -

02-

Jul

03-J

ul -

09-

Jul

10-J

ul -

16-

Jul

17-J

ul -

23-

Jul

24-J

ul -

30-

Jul

31-J

ul -

06-

Aug

07-A

ug -

13-

Aug

14-A

ug -

20-

Aug

21-A

ug -

27-

Aug

28-A

ug -

03-

Sep

04-S

ep -

10-

Sep

11-S

ep -

17-

Sep

18-S

ep -

24-

Sep

25-S

ep -

01-

Oct

02-O

ct -

08-

Oct

09-O

ct -

15-

Oct

16-O

ct -

22-

Oct

23-O

ct -

29-

Oct

30-O

ct -

05-

Nov

06-N

ov -

12-

Nov

13-N

ov -

19-

Nov

20-N

ov -

26-

Nov

27-N

ov -

03-

Dec

04-D

ec -

10-

Dec

11-D

ec -

17-

Dec

18-D

ec -

24-

Dec

25-D

ec -

31-

Dec

100

105

110

115

120

125

130

% A

AD

T

100

105

110

115

120

125

130

% A

AD

T

Weekly Averages

JanuaryM T W T F S S

1 2 3 4 5

6 7 8 9 10 11 12

13 14 15 16 17 18 19

20 21 22 23 24 25 26

27 28 29 30 31

FebruaryM T W T F S S

1 2

3 4 5 6 7 8 9

10 11 12 13 14 15 16

17 18 19 20 21 22 23

24 25 26 27 28

MarchM T W T F S S

1 2

3 4 5 6 7 8 9

10 11 12 13 14 15 16

17 18 19 20 21 22 23

24 25 26 27 28 29 30

31

AprilM T W T F S S

1 2 3 4 5 6

7 8 9 10 11 12 13

14 15 16 17 18 19 20

21 22 23 24 25 26 27

28 29 30

MayM T W T F S S

1 2 3 4

5 6 7 8 9 10 11

12 13 14 15 16 17 18

19 20 21 22 23 24 25

26 27 28 29 30 31

JuneM T W T F S S

1

2 3 4 5 6 7 8

9 10 11 12 13 14 15

16 17 18 19 20 21 22

23 24 25 26 27 28 29

30

JulyM T W T F S S

1 2 3 4 5 6

7 8 9 10 11 12 13

14 15 16 17 18 19 20

21 22 23 24 25 26 27

28 29 30 31

AugustM T W T F S S

1 2 3

4 5 6 7 8 9 10

11 12 13 14 15 16 17

18 19 20 21 22 23 24

25 26 27 28 29 30 31

SeptemberM T W T F S S

1 2 3 4 5 6 7

8 9 10 11 12 13 14

15 16 17 18 19 20 21

22 23 24 25 26 27 28

29 30

OctoberM T W T F S S

1 2 3 4 5

6 7 8 9 10 11 12

13 14 15 16 17 18 19

20 21 22 23 24 25 26

27 28 29 30 31

NovemberM T W T F S S

1 2

3 4 5 6 7 8 9

10 11 12 13 14 15 16

17 18 19 20 21 22 23

24 25 26 27 28 29 30

DecemberM T W T F S S

1 2 3 4 5 6 7

8 9 10 11 12 13 14

15 16 17 18 19 20 21

22 23 24 25 26 27 28

29 30 31

2014 Calendar

Days on which traffic data was collected.


TARSTraffic Analysis and Reporting SystemReport Notes for Annual Volume Report

04-Feb-2016 11:44

Annual Volume ReportDisplays AADT history with hourly, daily and weeklypatterns by Stream in addition to annual data for AADTfigures with 1 year, 5 year and 10 year growth rates.

Annual Average Daily Traffic (AADT)Annual Average Daily Traffic (AADT) is the number of vehicles passinga point on a road in a 24 hour period, averaged over a calendar year.

AADT HistoryDisplays the years when traffic data was collected at this count site.

Avg Week DayAverage daily traffic volume during the week days, Monday to Friday.

Avg Weekend DayAverage daily traffic volume duringthe weekend, Saturday and Sunday.

CalendarDays on which traffic data was collected are highlighted in green.

Gazettal DirectionThe Gazettal Direction is the direction of the traffic flow.It can be easily recognised by referring to the name of theroad eg. Road Section: 10A Brisbane - Gympie denotesthat the gazettal direction is from Brisbane to Gympie.

G Traffic flowing in Gazettal DirectionA Traffic flowing against Gazettal DirectionB The combined traffic flow in both Directions

Growth PercentageRepresents the increase or decrease in AADT, using aexponential fit over the previous 1, 5 or 10 year period.

Hour, Day & Week AveragesThe amount of traffic on the road network will vary dependingon the time of day, the day of the week and the week of theyear. The ebb and flow of traffic travelling through a site overa period of time forms a pattern. The Hour, Day and WeekAverages are then used in the calculation of AADT.

RegionFor administration purposes from 1 February 2015 theDepartment of Transport and Main Roads has dividedQueensland into 12 Districts. The Region field inTSDM reports displays the District Name and Number.

Central West District 401Darling Downs District 402Far North District 403Fitzroy District 404Mackay/Whitsunday District 405Metropolitian District 406North Coast District 407North West District 409Northern District 408South Coast District 410South West District 411Wide Bay/Burnett District 412

Road SectionIs the Gazetted road from which the traffic data is collected. EachRoad Section is given a code, allocated sequentially in GazettalDirection. Larger roads are broken down into sections andidentified by an ID code with a suffix for easier data collection andreporting (eg. 10A, 10B, 10C). Road Sections are then brokeninto AADT Segments which are determined by traffic volume.

SiteThe unique identifier and description of the physicallocation of a traffic counting device. Sites arelocated at a Through Distance along a Road Section.

StreamThe lane in which the traffic is travelling in. This reportprovides data for the combined flow of traffic in both directions.

Thru Dist or TDistThe distance from the beginning of the Road Section, in kilometres.

TypeThere are two types of traffic counting sites, Permanentand Coverage. Permanent means the traffic countingdevice is in place 24/7. Coverage means the trafficcounting device is in place for a specified period of time.

YearIs the current year for the report. Where an AADT Year recordis missing a traffic count has not been conducted, for that year.

CopyrightCopyright The State of Queensland (Department of Transport and Main Roads) 2013

Licencehttp://creativecommons.org/licences/by-nd/3.0/au


Documents

PROPOSED SERVICE STATION REDEVELOPMENT CUNNINGHAM … · PROPOSED SERVICE STATION REDEVELOPMENT CUNNINGHAM HIGHWAY, COOLMUNDA QLD 4387 ... We have obtained 2014 average annual daily