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Development Application part 6 of 10 Traffic Impact Assessment - MCU13/0092
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MULTI
PSPAN REA D
ENRGY&V1OMeT TRANSPOT tlE
CfNTRE
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DOCUMENT CONTROL RECORD
[DOCUMENT
report Title:
II Peregian Beach MaTketplace
IClient:
I [Multi Span Australia Group
Project Number:
112-060
I REV II PURPOSE II DATE IIAUTHOR II REVIEWER IIAPPROVED l[SIGNED----’
01 FINAL
II 14-MaY-1311 CMB
II AAP
]1 AAP
I~
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
While every effort has been made to ensure the accuracy of the analyses, the uncertain nature of
certain input data and parameters used in the preparation of this reports means that PTT are unable
to make any warranties in relation to the information contained herein. PIT disclaims liability for
any loss or damage that may arise as a consequence of any person relying on the information
contained in this document.
Pc/ZOllo12/1z.t}6()PEREGIANBEA ClISC/REPORTS/IZ.06QPEREGIAN 17A REVISIONADGer:
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TABLE OF CONTENTS
1.0 INTRODUCTION 1
1.1 Background 1
1.2 Aim 1
1.3 Scope of Report 2
2.0 EXISTING CONDITIONS 1
2.1 Subject Site 1
2.2 Local Road Network 1
2.3 Site Access 3
2.4 Parking 3
2.5 Road Network Operations 3
2.6 Intersection Operations 4
2.7 Active and Public Transport 6
3.0 PROPOSED DEVELOPMENT 7
3.1 Site Layout 7
3.2 Access Arrangements 7
3.3 Parking 8
3.4 Servicing 11
3.5 Queuing 12
3.6 Active and Public Transport 13
4.0 TRAFFIC OPERATIONS 14
4.1 Assessment Scenarios 14
4.2 Background Traffic Growth 14
4.3 Traffic Generation 14
4.4 Directional Distribution 15
4.5 Intersection Performance 16
5.0 CONCLUSIONS & RECOMMENDATIONS 19
5.1 Conclusions 19
5.2 Recommendations 19
APPENDIX A: TRAFFIC COUNT SURVEYS
APPENDIX B: INTERSECTION ANALYSIS
APPENDIX C: SITE LAYOUT
APPENDIX D: RETAIL PARKING DEMAND DATA
APPENDIX E: TURNING COUNTS
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1.0 INTRODUCTION
1.1 Background
In February 2013, Pekol Traffic and Transport (PTT)was commissioned by Multi Span Australia Group
to undertake a traffic impact assessment for a proposed retail development on the site of the now vacant
bowls club at Peregian Beach. The proposed development is to comprise a supermarket with supporting
retail stores. The subject site is located on the eastern side of Rufous Street, south of Woodland Drive and
to the west of the David Low Way, as shown in Figure 1.J.
Figure 1.1: SITE LOCALITY
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1.2 Aim
The aim of this assessment was to evaluate the proposed development in terms of its likely peak hour
traffic generation, impact on the surrounding road network, site access operations, commercial vehicle
servicing arrangements, service vehicle manoeuvring and car parking layout and design.
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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 a consideration of its likely
traffic operating characteristics (Chapter 3). The latter are then overlayed on top of future year peak hour
traffic operations on the adjacent road network to identify potential future traffic impacts (Chapter 4).
The report concludes with a summary of key findings (Chapter 5).
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2.0 EXISTING CONDITIONS
2.1 Subject Site
The subject site, defined as Lot 94 on SP137431, currently comprises tlle now vacant Peregian Beach
Bowls Club.
The site is bordered to the north by a telephone exchange facility and community building, to the east by
commercial offices and a Council car park, to the souili by ilie Peregian Tennis Club and to the west by
Rufous Street.
2.2 Local Road Network
David Low Way is a controlled distributor road providing a coastal link between Maroochydore and
Noosa. In ilie vicinity of the site, it has a total carriageway width of approximately 14m,which comprises
a single lane of traffic and a cycle lane in each direction and a wide median. The speed limit on iliis road
adjacent to the site is 60km/h. David Low Way is also a bus route with a northbound bus stop located
immediately to the east of ilie site, adjacent to the community building.
David Low Way meets Woodland Drive at a three-arm priority controlled intersection. There is a right
turn lane (approximately 35m in length) and a U-turn bay (some sOm long) on ilie northern and southern
approaches respectively. Woodland Drive is a local road running east -
west and serving ilie adjacent
residential estate.
Rufous Street runs south from a pliority controlled intersection with Woodland Drive. It is a short access
road serving sports fields (DiHirst Oval), ilie Peregian Tennis Club,the Peregian Beach Kindergarten and
some community gardens, in addition to the development site. A typical view of Rufous Street is shown in
Figure 2.1
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PEkOL TRAFfiC & TRANSPOrT
Figure 2.1: RUFOUS STREET (LOOKING SOUTH TOWARDS THE SITE)
Key attributes of the surrounding road network are summarised in Table 2.1.
Table 2.1: ROAD NETWORK ATTRIBUTES
FtIrIl..... II DIIYi.. L_ W.y II W......... Drive II Rut_Street
ifl_
Road Hierarchy Controlled Distributor Local Road ;1.. Local Road
-’
....
"I’
Directionalily Two-Way Two-Way ~~.
Two-Way
.-
~ -
Number of Lanes I): 2 ""! 2 2
:’:-,~ "’’::’ ;..
’Ill II -y
Speed Limil (km/h) 60 40/50 40
i~. -~". .~- -
Jurisdiction Council Council ’il~’_- Council
.’
Predominant Land-Use Residenlial/Commercial Residential :1 Residential
..:!
-H ..if:
Pavement Type Bitumen Bitumen Bitumen
"
,
Kerb-and-Channel ’l’ Yes Yes <I No
... _. .
... " t:’ I
Dedicated Parking il No " Yes No
t! ~
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-
Footpaths II Yes Yes to No
"
!
Bicycle Lanes ~..
it ~~-
Yes
.....
=
No
= ":"
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No .1
Bus Route _:_~Jl Yes No
___-L---___
No
1
___j
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2.3 Site Access
The development site cunently has frontage access from Rufous Street. The adjacent Council car park is
accessed from a left-infleft-out priority controlled intersection with David Low Way.
2.4 Parking
The existing bowling club has no on-site parking facilities although there is informal on-street parking on
Rufous Street along the site frontage.
The Council car park adjacent to the site is currently provides a total of 35 vehicle parking spaces
(including one disabled space) and seven motorcycle spaces.
Anecdotal evidence suggests that the car park is typically no more than half full during weekday mornings
and afternoons with a higher utilisation during the evenings, when an event takes place at the Community
House, and on weekends, especially when the Peregian markets take place on the fIrst and third Sunday of
each month.
2.5 Road Network Operations
To assist in the quantification of existing road network operations proximate to the site, traffIc counts
were undertaken on Thursday 21st February between the hours of 4pm -
6pm and Saturday 23rd
February between the hours of llam -lpm at the David Low Way f Woodland Drive intersection. The
evening peak period was found to occur between 4:30pm -
5:30pm whilst the Saturday peak period was
12:00pm -
1 :OOpm.The survey data is attached in Appendix A, while the key operational attributes of the
subject intersection is summarised in Table 2.2.
Table 2.2: INTERSECTION ATTRIBUTES
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In addition, the Vvoodland Drive I Rufous Street intersection was considered for analysis with traffic flows
estimated based on the through movement data obtained from the intersection counts at David Low Way
I Woodland Drive intersection. To be robust, it has been assumed that the activities in Rufous Street
(sports fields, tennis courts, kindergarten and community gardens) would generate 70 vehicle trip-ends
(vte)in the peak hours.
2.6 Intersection Operations
A series of SIDRA analyses were conducted to quantify the existing (2013)traffic operations at the David
Low Way I Woodland Drive intersection and the Woodland Drive I Rufous Street intersection. The
existing intersection layouts and the equivalent SIDRA representations are shown in Figures 2.2 and 2.3
respectively.
Figure 2.2: DAVID LOW WAY I WOODLAND DRIVE INTERSECTION
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Figure 2.3: WOODLAND DRIVE I RUFOUS STREET INTERSECTION
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These analyses were based on the traffic count datapresented in Appendix A with:
_ gap acceptance parameters as per Table 13.7 of Main Roads’ Road Planning and Design Manual
_ proportion of heavy vehicles (%HV)inherent in the traffic survey
Peak Flow Factors (PFF)inherent in the traffic survey
SIDRA default values for other parameters
The results of these SIDRA analyses are presented in Appendix B and are summarised in Table 2.3,
Table 2.3: EXISTING INTERSECTION OPERATIONS
~ HOUR"SCENARIO
Table 2.4 is an extract from the SIDRA manual, which defmes the operational rating of an intersection in
relation to the degree of saturation for signalised and priority controlled intersections. The degree of
saturation for a movement is defined as the ratio of traffic demand to the capacity of the movement. The
values given in Table 2.4 relate to the approach or movement with the highest degree of saturation.
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PIKOL TRAFfIC,. TRANSPORT
Table 2.4: SIDRA INTERSECTION RATINGS
lgRIE:QE Ilt(RATIRtc’Xi
IRATING II LOS
IIGNA&:i ICiiUltiiiloUTiJI
.
PRIQRITY
1
Excellent LOSA x <= 0.6 " x <= 0.6 x <= 0.6
..
!~
,!
Very Good LOS B 0.6<x<=0.7 II
"
0.5<x<=0.7 I.
0.6 < x <= 0.7
if
Good Lose 0.7 < x <= 0.9 II 0.7 < x <= 0.85 i 0.7 < x <= 0.8
,
;i
Acceptable LOSD 0.9 < x <= 0.95 ’I
0.85 < x <= 0.95 0.8 < x <= 0.9
1
Poor LOSE 0.95 < x <= l.0 0.95 < x <= 1.0 0.9 < x <= l.0
,
" :1. ~.
Very Poor LOSF
_L___..
l.0 < x W
__..__......l.___ _
l.0 < x
_._-_"’--_.
l.0 < X
In addition, the Department of Transport and Main Roads (DTMR)Guidelines for Assessment of Road
Impacts of Development (GARID) defines the limit of acceptable operations for priority controlled
intersections to be 80% of theoretical capacity.
The results indicate that all of the intersections within the study area currently experience "excellent" (ie
LOS A) operations under existing conditions during the weekday evening and Saturday peak hours.
2.7 Active and Public Transport
2.7.1 Pedestrians and Cyclists
In the vicinity of the site, there are footpaths that run along both sides of David Low Way. Breaks in the
median to the south of the site and to the north of the junction with Woodland Drive facilitate pedestrian
movements across David Low Way. There is also a footpath along the southern side of Woodland Drive
as far west as the intersection with Rufous Street. There is a northbound cycleway running along David
Low Way, past the site.
2.7.2 Public Transport
Scheduled bus services operate on David Low Way, with bus stops located in close proximity to the site, as
shown in Figure l.l. The Sunbus route 620 serves these bus stops, running with a half hourly frequency
during weekdays and Saturdays from Tewantin to Maroochydore via Noosa Heads, Slillshine Beach,
Marcus Beach, Peregian Beach, Coolum Beach and Marcoola.
Thus, the site is well served by local pedestrian, bicycle and public transport facilities, which will help to
minimise its dependence on private car travel.
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3.0 PROPOSED DEVELOPMENT
3.1 Site Layout
It is understood that Multi Span Pty Ltd intends to redevelop the site to provide a shopping centre
comprising a supermarket and associated specialty shops. The proposed development includes a total
GFA of 1,850m2 and the e>..’pected activities currently comprise:
Supermarket: 1,100m2
Bottle store: 76m2
- Bottle store: 70m2
Noodle bar: 70m2
Cafe: 62m2
- Newsagent: 105m2
- Chemist: 108m2
- Baker: 108m2
Australian Post: 151m2
The layout of tl1e proposed development is shown in Figure 3.1 and attached in Appendix C.
3.2 Access Arrangements
As shown on ilie layout plan, it is proposed to provide a single point of vehicular access to the site from
Rufous Street. This access would incorporate a 9m wide crossover to accommodate service vehicle
movements.
To accommodate the shopping centre traffic, it is recommended that Rufous Street is upgraded and
widened to provide a 6.5m carriageway from the intersection with Woodland Drive to the site access
intersection.
In terms of the accessibility of tl1e proposed development, it would be desirable if additional vehicular
access could be provided from David Low Way, utilising the existing left-in/left-out access for tl1e
adjacent Council car park. The site layout has been designed to accommodate such an arrangement
should an access easement through the Council car park be permitted at a future stage.
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Figure 3.1: SITE LAYOUT
3.3 Parking
3.3.1 Requirement
The most relevant parking standard from the Noosa Plan for a shopping centre development is a Type 2
retail business (shop and salon), which has minimum parking requirements as follows:
one space per 20m2, or part thereof, of use area for areas up to 100m2 (excluding outdoor dining
area)
one space per 15m2, or part thereof, of use area for areas in excess of 100m2 (excluding outdoor
dining area)
one space per 10m2,or part thereof of any outdoor dining area
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In addition to the Noosa Plan, we have referenced other relevant guidelines to determine the likely peak
parking demand for this type of development as follows:
the Maroochy Plan, the Caloundra City Plan and the Sunshine Coast Draft Planning Scheme
(2012),which have a specific rate for shopping complex use, all require a car parking provision at
the rate of one space per 20m2 for the first 2000m2 GFA
we understand that the previous Noosa Shire Council typically accepted parking provision for
retail developments at a rate of 5.2 spaces per 100m2 GFA
_ TTM and PTT data on parking demand from 13 retail developments (of varying sizes) in
Queensland which indicate that the peak parking demand for a 1,850m2 GFA development would
be in the order of 5.11 spaces per 100m2 (data included at Appendix D)
Table 3.1 sets out the parking standards described above and the associated number of spaces to be
provided under each.
Table 3.1: PARKING REQUIREMENTS
The Noosa vehicle parking requirement is for standalone retail facilities and does not account for the
efficiencies gained from the consolidation of shared car parking spaces in a shopping centre environment.
Table 3.1 illustrates that the Noosa Plan rate sits well apart from the others, all of which fall into the 93 -
96 space range.
3.3.2 Provision
On the basis of the above, it is proposed to provide a total of 105 on-site parking spaces for the retail
development, comprising 100 vehicle spaces and five motorcycle spaces. This represents a provision of
one space per 17.6m2 GFA (or 5.7 spaces per 100m2 GFA). "\tV-hile this is lower than the Noosa Plan car
parking requirement, it is considerably higher than the Maroochy Plan and the Sunshine Coast Draft
Pl nning Scheme.
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3.3.3 Design
The layout and provision of 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:
2.7m x 5.4m vehicle parking spaces
6.2m wide parking aisles
- 6.5m wide circulation aisles
3.3.4 People With Disabilities
A total of two People with Disability (PWD)spaces are proposed, which accords with the standards set
out in AS2890.6, representing one space for every 50 car parking spaces. The PWD car parking bays are
appropriately sized and located in close proximity to the shopping centre access in accordance with
AS2890.6, as indicated on Figure 3.1. This is considered to adequately cater for the anticipated parking
demands of the proposed development and is in accordance with Council’s reqt rements.
3.3.5 Motorcyde Parking
The Noosa Plan requires the provision of motorcycle parking at a rate of one space per 10 car parking
spaces. The application of this rate would require a total of 10 motorcycle spaces for the development.
However, vehicle registration data obtained from DTMR for the area surrounding the site (defined as
postcode 4573), including all of Coolum Beach, Marcus Beach, Mount Coolum, Peregian Beach, Point
Arb\’right and Yaroomba can be used to provide an independent check on this rate. After removing all
vehicle types which would not travel to a shopping centre (such as heavy goods vehicles and off-road
vehicles), the data indicates that motorcycles comprise approximately 5% of all registered vehicles in the
vicinity of the site. On this basis it is proposed to provide five motorcycle spaces (which represents 5% of
all on-site parking spaces) for the proposed development.
This provision is considered reasonable for this type of use given that motorcycles are unlikely to be a
popular mode of transport for supermarket based trips.
3.3.6 Council Car Park
The adjacent Council car park would continue to operate as it does currently, with no changes to the
layout or operation proposed as part of this development application.
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--~~-~--
3.4 Servicing
The Noosa Plan does not specify a design vehicle for this type and size of development. However, both the
Maroochy Plan and the Sunshine Coast Draft Planning Scheme (2012)recommend that an on-site service
bay for a Medium Rigid Vehicle (MRV)is required for a development of this size (I,500m2 -
l,999m2
GFA).
A vehicle service area suitable for accommodating MRV has been provided at the rear of the retail
tenancies. Access to the service area is proposed to be to and from Rufous Street. The access, parking and
servicing arrangements have been designed such that an MRV can enter and exit the site in a forward
gear, manoeuvre on-site, before existing in a forward gear. The swept path of a MRV is shown in Figure
3.2.
Figure 3.2: MEDIUM RIGID VEHICLE SWEPT PATH
~ SPECIALTV SHOPS
o.
.’~
SERvICE VEHIGLE
ACCESS ONLY
"" 2m’SCREEN TO
SERVICE AREA
~
EXISTING ROAD VERGE ~
.,
An additional V AN service bay has also been located in close proximity to the retail units at the front of
the site, as shown in Figure 3.1 and Appendix C. Should an access to the site from David Low Way be
permitted in the future, this service bay would be relocated with provision available for this adjacent to
the motorcycle parking.
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Therefore, it is considered that adequate provision is made for the standing, parking, loading and
unloading, access and manoeuvring of service vehicles within the development site.
3.5 Queuing
A typical verge is 4.25m wide compared to Rufous Street which has a considerably wider verge adjacent to
the proposed site access. As shown in Figure 3.3, measuring from the back edge of a typical verge to the
first internal intersection within the site results in a queuing distance of approximately 18m, which is
sufficient to accommodate a queue length of three vehicles. The Maroochy Plan sets out a design queue
length of three vehicles for a car park capacity of up to 100 spaces and four vehicles for a car park capacity
of 101 -
150 spaces. However, given the nature and expected traffic volumes on Rufous Street, a queuing
provision for three vehicles is considered sufficient in this instance.
Figure 3.3: SITE ACCESS QUEUING DISTANCE
~
SERVICE AREA
SITE BOUNDARY
TYPICAL VERGE
.
W 10TH
I’pe,~) -------__
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3.6 Active and Public Transport
3.6.1 Pedestrian and Cydists
The proposed shopping centre development is expected to adequately cater for pedestrians with
formalised footpaths linking the site with the existing facilities on David Low Way.
The bicycle parking requirement for the site has been determined using the rates stated in the Noosa Plan,
at one bicycle parking space per 100m2 GFA for a Type 2 retail development. Therefore, space for 19
bicycles has been provided in accordance with the bicycle parking requirements. The bicycle spaces are
located in close proximity to the shopping centre entry points.
3.6.2 Public Transport
The proposed development is not expected to adversely impact upon existing and future public transport
operations within the immediate area. In fact, it is anticipated that the proposed development will
increase the viability of public transport services.
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4.0 TRAFFIC OPERATIONS
4.1 Assessment Scenarios
It is standard practice when analysing future year traffic operations to adopt a ten year design horizon
from the year of full occupation. Therefore, the following development staging has been adopted:
Traffic Counts: 2013
Development Application: 2013
Construction and Full Occupation: 2015
Occupation plus 10 years: 2025
4.2 Background Traffic Growth
The scenarios modelled reflect the development staging with detailed analysis undertaken on the existing
conditions, opening year (2015)and the future year (2025). A background traffic growth rate of 1.8% per
annum has been adopted, as sourced from the Department of Local Government and Planning (DLGP)
Population Forecasts. Given the site’s proximity of the site to border with Maroochy, we have taken an
average of the growth rates of resident population in Noosa (0.9%)and Maroochy (2.6%).The application
of this rate equates to an approximate 22% increase in local traffic volumes over the next 12 years (2013-
2025).
4.3 Traffic Generation
The peak hour traffic generation for the proposed development has been estimated by applying published
traffic generation rates from the RTA Traffic Generating Developments as follows:
_ Thursday Evening Peak: V(P) 20A(S) + 51A(F) + 155A(SM)+ 46A(SS) + 22A(OM)
=
Saturday Peak: V(P) =
38A(S) + 13A(F)+ 147A(SM) + 107A(SS)
The abbreviations are as follows:
V(P): vehicle trips per 1,000m2 GFA
A(S): total Slow Trade GFA (m2)
A(F): total Fast Trade GFA (m2)
A(SM): total Supermarket GFA (m2)
A(SS): total Specialty Shops GFA (m2)
A(OM): total Office / Medical GFA (m2)
It is estimated that the proposal will generate in the order of 205 vte during a typical Thursday evening
peak hour and 242vte during a Saturday peak hour. It is assumed that both the Thursday evening and
Saturday morning peak hour in:out split is typically 50:50. The entry/exit movements expected to result
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from the proposed shopping centre development during typical Thursday evening and Saturday morning
peak hours are presented in Table 4.1 and 4.2 respectively.
Table 4.1: THURSDAY EVENING PEAK HOUR TRAFFIC GENERATION
I..op ea...ory II Factor]1 OFA
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-
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~< {~~!::~’:<v~~::"";’:’!~’:’:~1~t:~t,:~ ~~i};’:
.J~’
,’~p~4" ;~~~~~~::~~>~;1~,~~: j.~ ~ 1..: ~~~~:~.l;jf~) ;1.ij~t~,:t ."J:18~9’\’~\~; :~.:~’t i;:;2~~~:f-<~ ’1,;
iO:5.Q_~> ,~~~’~t’t~t:rOll,Q~.;~::}_?::if~~~
Table 4.2: SATURDAY MORNING PEAK HOUR TRAFFIC GENERATION
Typically, 15% of the trips generated by retail developments already occur on the adjacent local road
network. These trips are commonly referred to as ’drop-in’ trips. Therefore, of the 205vte generated
during a Thursday evening peak hour by the proposed development, only about 175 (ie 85%)of these will
be new trips on the adjacent road network (ie David Low Way). In the same way, of the 242vte generated
during a Saturday peak hour, only approximately 206 of these will be new trips on the adjacent road
network. However, the full generation was applied for intersection analysis and hence the results are
considered robust.
4.4 Directional Distribution
The clistribution of the proposed development related traffic on the existing road network has been
estimated based on the directional split inherent in the traffic surveys. The expected development traffic
distribution is shown in Figure 4.1.
P:120J/./21J2.060PEREGIANBEACHSCIREPORTSIJ2-060PEREGIANTlAREVISIONA,DOcr 15
Page 23
1-11
..KOl TRAffiC & TRANSPORT
Figure 4.1: DEVELOPMENT DIRECTIONAL DISTRIBUTION
45%
~
I David low Way (North) J
David low Way (South)
L__
l r r- --
50%
50% 45%
~ 95%
SITE
100%
L 100%__t J RufousStreet I
r t_95%
r- 5%
~ 5%
4.5 Intersection Performance
The likely impact of the proposed development on the future year (2015 and 2025) peak hour operations
on the surrounding road network has been assessed based on the peak hour scenario turning movement
forecasts. A series of SIDRA analyses were conducted for the following intersections.
David Low Way / Woodland Drive intersection
\l\Toodland Drive / Rufous Street intersection
These were based on the turning movement forecasts presented in Appendix E for the following
scenarios:
Existing year (2013)
Opening year (2015)pre-development
Opening year (2015)post-development
Future year (2025)pre-development
Future year (2025)post-development
The results of these analyses are presented in Appendix B and discussed in more detail below.
P:120JJ-J2IJ2.MOPEREGJANBEACHSC1REPORTSIJ2-MOPEREGJANTIAREVISJONA.DOCX 16
Page 24
4.5.1 David Low Way I Woodland Drive
The SIDRA analysis of the David Low Way I Woodland Drive intersection was undertaken using the
intersection layout as shown in Figure 2.2. The results of these analyses are attached in Appendix B, and
are surnmarised in Table 4.3.
Table 4.3: DAVID LOW WAY I WOODLAND DRIVE OPERATIONS
"_’<<’i ~
~h’, ’ ;:t, ;;."~~ ,~
$oulh:illavi:flL’oww
~ .T. ’..<’,"~’..., ,. 111’..
..~~~’~:t:;:’;:~~f~ ~~~l’t~: .
.
.
C~~
.
,".,., :!:4!t~, .’
l~s,!=~Q.o ~s"r:?,r~ ’:1f,t.~~p),ighl.rA.l"~ -
-
~!:,., f",r’ ...."r, "!IlI’’’
,..~ .
--"-’~~n~-- .",~".,,~ -’-,;;~ ~JJ’ __~--,rJ} -,
~.o.;v"W~y\"..T~r ~a_T1.d~~f!";’
-
’~Q.4 J;;’.h: Sq ,!b~P~ ,..:
fj :1}.::’,,/;’_
~"j ~" ?’ r~’ -::t= -",l~" 1<1’’’ft-’,;.~%
_~_’~- f;: ".:;t. ~~
.9,jj.,i1 :t?Wr;sI"’Wo.l1d!!mdsD.riv~...L’tl’.rid,Rigb.t’:~’
.
.
.. . ’,’
);,,~~t:!~~);~:;~A\I~:~;l ~~ .
j!5 ~::., ~~~~~~,:;P~~<4’~v.>>:,~ iJhl~~f~~vdJ;;e~,i . .
’_r’0.5’ -,,~ .
So th:"p’,aVid"Low Way’olr~Q~gb and Left ~ ;.,.
r
~ ~ ....01.’ ,_,.. .,... _. ~.., ’___. ’._
;": ’w’
-~
_
IT.
"
::;},,~,- .
-_1::: __.~-Q!m ~ _,-’:~:
1:4 ,i;-
~..
.
’hVY_est: W~n’i~ DrlY5 ~;i:.e!.~d_~ _.ii .
.
~..
~~~. :l’.(,.?I""~~~ )~’t’I’~.-,,~i-"’~
0.7 " outh: DaVldlow.w .
": ;"’~u.~~~.~~.,;;~ .
"l!t,J.7 -...1"l~eE.;~:&.o21a~sB!lys.: l:~t".t:an~)~! t.....
Table 4.3 demonstrates that the David Low Way I Woodland Drive intersection is expected to experience
"excellent" or "very good" operations during the weekday evening and Saturday peak periods. The
addition of the development related traffic is not expected to significantly affect the critical degree of
saturation.
4.5.2 Woodland Drive IRufous Street
The SIDRA analyses performed to quantify the existing and future year (ie 2015 and 2025) peak hour
operations of this intersection were undertaken using the intersection layout as shown in Figure 2.3. The
results of these analyses are summarised in Table 4.4 and presented in Appendix B.
P:12011-12/12.060PEREGIANBEACH SCIREPORTSI12.060PEREGIAN TIA REVISIONADOCX 17
Page 25
PI~ I
"EKOl T~APFlC & TIlANSPOllT
Table 4.4: WOODLAND DRIVE / RUFOUS STREET OPERATIONS
!PEAK HOU~ & SCENARIO
]~DEG:~:~[PER::IIRJtcRmCAL MOVEMENT
Evening Peak
.- ,.
2013 Existing Conditions 5% 0.2 South: Rufous Street. Left and Right
2015 Pre Development 5% 0.2 South: Rufous Street - Left and Right
.-
_--:i.::...
2015 Post Development 20% 0.9 South: Rufous Street -
Left and Right
1
. = .,
.
2025 Pre Development ~ . 5%
"
" 0.2 South: Rufous Street -
Left and Right
1-_
.- ’ , ..~
2025 Post Development 21%
’-! 0.9 South: Rufous Street. Left and Right
"
;1":
I’
Saturday Peak ,
~ ,
- - .
2013 Existing Conditions 5% 0.2 South: Rufous Street Left and Right
ir -
--
,_ -
2015 Pre Development 5% 0.2 South: Rufous Street - Left and Right
."
. .
2015 Post Development 23% 1.0 South: Rufous Street -
Left and Right
~. -
- .
’
:!
2025 Pre Development 5% " 0.2 South: Rufous Street -
Left and Right
. , .
2025 Post Development 24% 1.1 South: Rufous Street - Left and Right
._t._
The results in Table 4.4 indicate that even with the addition of development related traffic, the Woodland
Drive / Rufous Street intersection will experience "excellent" conditions.
4_5.3 Summary
Based on the analysis of expected future year operations it is concluded that:
intersection operations will be very good or excellent
th,e proposed development will not adversely effect local traffic operations
no intersection upgrades are required to support the proposal
P:12011-12112-060PEREGIAN BEACHSCIREPORTSI12-060PEREGLAN TIA REVISIONA.DOCX 18
Page 26
5.0 CONCLUSIONS & RECOMMENDATIONS
5.1 Conclusions
The proposed development 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:
_ it is proposed to redevelop the site to provide a shopping centre development comprising a
supermarket and associated specialty shops with a total of 1,850m2 GFA
_ vehicular access to the development is proposed via a single point of access from Rufous Street
the proposed development incorporates 100 car parking spaces and five motorcycle spaces (105
spaces in total) which are expected to adequately cater for the anticipated parking demand
_ the proposal includes a loading bay providing commercial vehicle servicing facilities, and the
ability to accommodate on-site refuse collection
adequate provision is made for the standing, parking, loading and unloading, access and
manoeuvring of service vehicles within the development site
_ during evening peak hour operations, the proposed development is expected to generate in the
order of 205 vehicle trip-ends with 242 predicted during the Saturday peak hour
_ the proposed development is not expected to have an adverse impact on future year traffic
operations of the local road network
the proposed development is well serviced by public transport, and is within 200m of bus stops
_ the proposal is not expected to have any adverse impact on local pedestrian and cyclist operations
5.2 Recommendations
Based on our analysis it is recommended that:
Rufous Street is upgraded and widened to provide a 6.5m carriageway from the intersection with
Woodland Drive to the site access intersection.
P,12011.J’?112.060PEREGIANBEACHSClREPORTSI12.060PEREGIANTIA REVISION A.DOC< 19
Page 27
XCOD.A NOISIVER 7A NAIGEREP 060-2/ISTROPERICS CH NAIGEREP 060-2112/-1 /021,P
SYEVRUS TNUOC CIFFART
A XIDNEPPA
TIOPSN"tT & CifFART lOKI’f
I IP
Page 28
AUSTRAFFIC MANUAL INTERSECTION COUNT David Low Way (north)
Site No.:
Location:
Weather: Fine, occassional showers
David Low WaylWoodland Drive, Peregian 8
C
~1..."."""&."..J....+.. ~.
~
Day/Date: Thursday 21 February 2013, 4:00pm to 6:00pm
~
7
Woodland Drive (west)
Saturday 23 February 2013, II :OOam to 1:00pm
Thursday Peak: HOllr ending -5:30 PM
Saturday Peak: HOllr ending -J :00PM
--r.l}......!........~............ ;
David Low Way (south)
Movement 1 Movement 2 Movement 3 Movement 4 Movement 5 MovementS Movement 7 MovementS Pedestrian Movements
TIME
(114 hrend) .l!
.. ..
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~
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4:15PM 0 0 0 0 106 . 0 110 0 0 . 0 102 . 0 107 0 0 0 0 0 0
4:30 PM 0 9. .. 0 101 109 0 0 0
4:45 PM "’ 118 10. 104 16 II
5:00 PM 9. 97 121 123
5:15 PM 6. .. 113 ’"
5:30 PM 109 110 136 137 10 10
5:45 PM 93 .. 105 108 2
6:00 PM 67 .. 117 1 118 7 7 7 7
G
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Movement 1 Movement 2 Movement 3 Movement.. Movement 5 Movement 6 Movement 7 Movement 8 PedestrIan MOVements
TIME
(1/4 hr end) .l! .l! ..
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11:15AM 1 0 0 1 0 3 0 0 3 0 111 2 0 113 0 3 0 0 3 0 110 2 0 112 0 7 0 0 7 0 9 0 0 . 0 3 0 0 3 0 0 0 0
11:30AM 3 0 0 3 0 2 0 0 2 0 99 0 0 .. 0 . 0 0 . 0 109 1 0 110 1 6 0 0 8 0 7 0 0 7 0 1 0 0 1 0 0 0 5
11:45AM 0 0 0 0 0 3 0 0 3 0 111 1 0 112 0 5 0 0 5 0 105 0 0 105 0 . 0 0 , 0 9 0 0 . 0 . 0 0 . 0 0 0 0
12:00 PM 0 0 0 0 0 3 0 0 3 0 103 0 0 103 0 . 0 0 . 0 116 1 0 119 2 6 0 0 . 0 5 0 0 5 0 3 0 0 3 0 0 0 1
12:15 PM 0 0 0 0 0 2 0 0 2 0 112 3 0 115 1 1 0 0 1 0 134 1 0 135 0 . 1 0 5 0 16 0 0 ,. 0 3 0 0 3 0 0 0 1
12:30 PM 0 0 0 0 0 0 0 0 0 0 112 0 0 112 1 2 0 0 2 0 133 3 0 138 2 9 0 0 . 0 12 0 0 12 0 3 0 0 3 0 0 0 1
12:45 PM 1 0 0 1 0 1 0 0 1 0 100 2 0 102 1 1 0 0 1 0 12. 2 0 130 2 . 0 0 . 0 3 0 0 3 0 . 0 0 . 0 1 0 1
1:00 PM 0 0 0 0 0 2 0 0 2 0 110 1 0 111 0 9 0 0 . 0 116 1 0 117 0 . 0 0 . 0 5 0 0 5 0 . 0 0 . 0 0 3 1
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Page 29
AUSTRAFFIC MANUAL INTERSECTION COUNT
Site No.: Weather: Fine, occassional showers
Location: David Low Way/Woodland Drive, Peregian
Day/Date: Thursday 21 February 2013
Saturday 23 February 2013
Thursday Peak: Hour ending -
5:30 PM
Saturday Peak: Hour e’nding -
1:00 PM David Low Way (north)
...... ....................................................................................................................................... .........
Total 2 3 Total Movements
vol
-
Thursday
PEAK
%CV
Thursday PEAK Safurday PEAK
vol
-
Salurd:ly
r~^K
vol
I %CV vol I % CV %CV
..
N
Total I 35 0% 50 0%,
8 I 5 0% 14 0%
7 30 0% 36 0%
Woodland Drive (west)
Total I 40 0010 29 30/0
Origin
T
vol North South West
Thursday
I
-
PEAK %CV Thurs 43% 53% 4%
vol Sat 42% 53% 5%
Saturday PEA K -
%CV
Total 6 5 4 Total Destination
North South West
~..... ....................................................................................................................................... ......... Thurs 49% 46% 4%
Sat 51% 47% 3%
Legend
vol =
total vehicle volume
David Low Way (south)
% CV =
percentage ofcommercial vehicles (trucks and buses)
Page 30
B
APENDIX ANLYSE
INTERSCO
[OCR of page images]
PEKOL TRAFFIC & TRANSPORT
P:12011-12\12-060 PEREGIAN BEACH SCiREPORTS|12-060 PEREGIAN TIA REVISION A.DOCX
APPENDIX B
INTERSECTION ANALYSES
Page 31
MOVEMENT SUMMARY
Site: 2013 PM Existing Conditions
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2013 PM Existing Conditions
Giveway I Yield (Two-Way)
1.0 0.265 0.5 LOS A 0.0 0.0 0.00 0.07 59.2
2 T1 484 1.0 0.265 0.5 LOSA 0.0 0.0 0.00 0.07 59.2
3u U 16 1.0 0.014 12.9 45.2
Approach 527 1.0 0.265 0.9 NA 0.1 0.4 0.01 0.09 58.6
orth: 5vi<!J,.ow Way -
North -
8 T1 415 1.0 0.214 0.0 LOSA 0.0 0.0 0.00 0.00 60.0
9 R2 13 1.0 0.014 12.0 LOS B 0.1 0.4 0.50 0.71 45.9
9u U 2 1.0 0.014 12.0 LOS B 0.1 0.4 0.50 0.71 45.9
Approach 430 1.0 0.214 0.5 NA 0.1 0.4 0.02 0.02 59.3
West: Woodland Drive -
West
10 L2 5 1.0 0.089 17.4 LOSC 0.3 2.1 0.69 0.89 41.5
17.4 LOS C 0.3 2.1 0.69 0.89 41.5
Approach 35 1.0 0.089 17.4 LOS C 0.3 2.1 0.69 0.89 41.5
-
- - - - --
Ail Vehicles 993 1.0 0.265 1.3 NA 0.3 2.1 0.04 0.09 58.1
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:15:47 PM Copyright@ 2000-2013 Akcelik and Associates Pty LId
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com SIDRA
Project: P:\2011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\David Low Way -
Woodland Dr.sip6 INTERSECTION 6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 32
MOVEMENT SUMMARY
Site: 2015 PM Pre Development
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2015 PM Pre Development
Giveway I Yield (Two-Way)
Movement Performance -
Vehicles
of
J.Mov~’.\r;:2/9Djj’.i~ iiP.~:~and
~ID’:’!h~IPMov’~:;~~~i~Total HV ~,~,JSatn.~ DelaY~~ servlce);!~r"Vehlclesji Que~.~.lf’E!f;r2.p’:;,~.:..~t~1’f~ct!x~e~f.ve~g~.
FIOW~’I:t~1~Deg:.l:~lllVerag~;f?#)..:e.~~J.,~!i/~~95%.i~a.s< ~Dlstanc~ u eued ’L tV,Stop Rate
~~
,"! 1’i’~ ’1">:>::J~
wr.:
Speed
~:!7~1s~~~~~~~j~t~~~v h/h %~~ (~
~~~ ~~rse’~~:tt~f~~rlf,\~~.
~~~",v/ ~J’ ~~\~?kvehl~~;~~:~im I;~{’;./,I
.,._
~’if~",: er veh ,~:;1km/h
,.
South: David Low Way’ South
-
1 L2 28 1.0 0.274 0.5 LOS A 0.0 0.0 0.00 0.07 59.2
2 T1 501 1.0 0.274 0.5 LOSA 0.0 0.0 0.00 0.07 59.2
3u u 17 1.0 0.015 12.9 LOSS 0.1 0.4 0.46 0.71 45.2
Approach 546 1.0 0.274 0.9 NA 0.1 0.4 0.01 0.09 58.6
North: David Low W -
North
8 T1 430 1.0 0.222 0.0 LOSA 0.0 0.0 0.00 0.00 60.0
9 R2 13 1.0 0.015 12.1 LOS S 0.1 0.4 0.51 0.71 45.8
9u U 2 1.0 0.015 12.1 LOS S 0.1 0.4 0.51 0.71 45.8
Approach 445 1.0 0.222 0.4 NA 0.1 0.4 0.02 0.02 59.3
West: Woodland Drive - West
10 L2 5 1.0 0.094 17.9 LOSC 0.3 2.2 0.71 0.89 41.0
12 R2 30 1.0 0.094 17.9 LOS C 0.3 2.2 0.71 0.89 41.0
Approach 35 1.0 0.094 17.9 LOSC 0.3 2.2 0.71 0.89 41.0
All Vehicles 1027 1.0 0.274 1.3 NA 0.3 2.2 0.04 0.09 58.1
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak lik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:32 PM Copyright@ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
Project: P:\2011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\David Low Way
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
-
Woodland Dr.sip6 ~’~~em$N~
Page 33
MOVEMENT SUMMARY
Site: 2015 PM Post Development
12-060 Peregian Beach SC
David Low Way / Woodland Drive
2015 PM Pre Development
Giveway / Yield (Two-Way)
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:33 PM Copyright@ 2000-2013 Akcelik and Associates Ply Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
SIDRA
Project: P:\2011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIDavid Low Way -
Woodland Dr.sip6 INTERSECTION 6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 34
MOVEMENT SUMMARY
Site: 2025 PM Pre Development
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2025 PM Pre Development
Giveway I Yield (Two-Way)
-- - -
Movement Performance -
Vehicles
~Mov
~;:’~P~gj:;,’I~yerag~.~L.1;Level oq;~I’:95%’
Dema,n<;l ,FLows~’; Oue~~~"_,~;:). ~roP:!l~f~Ettt?.ctl’l~:’~~~[’.
Ba,~~ f j’ er
’\~~~l.O.(~
;1IP,~~~~~.M Z~iflJIot.’!!~’;’;1.t’i’HV ::~t~t~tsa.t~~lJ[).~laYi; N~.r,i.cJ~~,;..,~19!1\~?e: fQ~e<u~?:!l;’;,s~o~
’l),l,S,:rvice ’.i~.
; ~peedg~~’
,~ate:’t,1 ,
i!ki’;:,., .jM{,~... ,~ veh/h’.~,~~~o/o0l’l.)th~.4’V/C,^",0t0K1sec ,"J ’
~; "~~ ,}~" :,-’;",weh m ’.J;,r",-<l.t, J’..;’.;;;, Hll er veh ;,i;t~"ikm/h
South: David Low Way_ -
South
1 L2 33 1.0 0,326 0.6 LOS A 0.0 0.0 0.00 0.07 59.2
2 T1 596 1.0 0.326 0.6 LOSA 0.0 0.0 0.00 0.07 59.2
3u U 20 1.0 0.019 13.4 LOS B 0.1 0.5 0.50 0.73 44.8
Approach 649 1.0 0.326 0.9 NA 0.1 0.5 0.02 0.09 58.6
North: David Low W y~ North
-
8 T1 511 1.0 0.264 0.0 LOSA 0.0 0.0 0.00 0.00 59.9
9 R2 16 1.0 0.020 12.7 LOS B 0.1 0.6 0.55 0.75 45.2
9u U 2 1.0 0.020 12.7 LOS B 0.1 0.6 0.55 0.75 45.2
Approach 529 1.0 0.264 0.5 NA 0.1 0.6 0.02 0.03 59.3
West: Woodland Drive -
West
10 L2 5 1.0 0.128 21.8 LOSC 0.4 2.9 0.79 0.93 38.4
12 R2 30 1.0 0.128 21,8 LOSC 0.4 2.9 0.79 0.93 38.4
Approach 35 1.0 0.128 21.8 LOSC 0.4 2.9 0.79 0.93 38.4
All Vehicles 1214 1.0 0.326 1.3 NA 0.4 2.9 0.04 0.09 58.0
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:33 PM
SIDRA INTERSECTION 6.0.2.3730
Copyright@ 2000-2013 Akcelik and Associates Ply Ltd
www.sidrasolutions.com
SlfAA
Project: P:12011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIDavid Low Way
8000122,ADAM PEKOL CONSULTING, PLUS /1PC
-
Woodland Dr.sip6
INfERs-et’TfN &
Page 35
MOVEMENT SUMMARY
Site: 2025 PM Post Development
12-060 Peregian Beach SC
David Low Way / Woodland Drive
2025 PM Pre Development
Giveway / Yield (Two-Way)
L2 1.0 0.354 1.2 LOSA 0.0 0.0 0.00 0.16 58.2
2 T1 596 1.0 0.354 1.2 LOSA 0.0 0.0 0.00 0.16 58.2
3u U 20 1.0 0.019 13.4 LOS B 0.1 0.5 0.50 0.73 44.8
Approach 702 1.0 0.354 1.6 NA 0.1 0.5 0.01 0.17 57.7
North: D~vid Low Way - North
8 T1 511 1.0 0.264 0.0 LOSA 0.0 0.0 0.00 0.00 59.9
9 R2 63 1.0 0.078 13.2 LOS B 0.3 2.2 0.59 0.83 44.8
9u U 2 1.0 0.078 13.2 LOS B 0.3 2.2 0.59 0.83 44.8
Approach 576 1.0 0.264 1.5 NA 0.3 2.2 0.07 0.09 57.8
1IY.t:..’&’o Hand~Drive - West
10 L2 58 1.0 0.424 24.9 LOS C 1.9 13.4 0.82 1.02 36.5
12 R2 77 1.0 0.424 24.9 LOS C 1.9 13.4 0.82 1.02 36.5
Approach 134 1.0 0.424 24.9 LOS C 1.9 13.4 0.82 1.02 36.5
All Vehicles 1412 1.0 0.424 3.8 NA 1.9 13.4 0.11 0.22 54.7
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:34 PM Copyright @ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
SIDRA
Project: P:\2011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\David Low Way -
Woodland Dr.sip6 INTERSECrrON 6
8000122,ADAM PEKOL CONSULTING, PLUS 11PC
Page 36
MOVEMENT SUMMARY
Site: 2013 SAT Existing Conditions
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2013 PM Existing Conditions
Giveway I Yield (Two-Way)
-
-
- -
-
,
Movement Performance - Vehicles
~tDem-and 31 !95%18 ck’ Queue ~ ~!’:-.
of P.rop:;~:’~Effectlve:)’.’.~Average’f
of \.,
lMOV,!;~:""~ODZt~’-’~’_~-’:
\.~....~1"I~
F,IOWS;~f:;~’~7,iDeg:~:":’.’1Average"’J,nLevel
tt.,f- ":~1 ..~t~) "-’-""’’’i ".’\:....~" "~I ’.’\.""". ~-<..~. or_
-;ii~~i.’~..tW,~~v~ ~1:’li.".J!~r
.. ’’’rj; ’;
,~..
’<,’ifJ. ;:~!Total ’1_\,~lHV~~~" elay :tService’" ’.;-.Vehicles ;~.;"Dlstance,~,,’Queued ’iltStop’Rate’,: fSpeed’
hiD ~’;’:: ..,~" MSatn,~:’,:i1’t’ S,",\I
~~:,\~ttfi~. h/h %\t;~~..,,~t~v/ ’~,;~ !11}~-,J~;Jsec~,.;’I~.~’~,’f’~;-~’:.~~~’l:.;"~;,~’,r~1~v h~~:;:~:~~~t ~m~~’,&~)’:,:;’.~~~ l}~?f’ 1vert, ~<~.~:,~km/h’
South ay -
Sout
1 25 1.0 0.295 0.5 LOS A 0.0 0.0 0.00 0.06 59.3
2 545 1.0 0.295 0.5 LOSA 0.0 0.0 0.00 0.06 59.3
3u 14 1.0 0.012 13.1 LOS B 0.0 0.4 0.47 0.71 45.0
Approach 584 1.0 0.295 0.8 NA 0.0 0.4 0.01 0.07 58.9
1.0 0.239 0.0 LOSA 0.0 0.0 0.00 0.00 59.9
1.0 0.006 12.4 LOS B 0.0 0.2 0.53 0.69 45.6
1.0 0.006 12.4 LOS B 0.0 0.2 0.53 0.69 45.6
1.0 0.239 0.2 NA 0.0 0.2 0.01 0.01 59.7
1.0 0.141 18.4 LOSC 0.5 3.5 0.72 0.89 40.7
12 R2 1.0 0.141 18.4 LOS C 0.5 3.5 0.72 0.89 40.7
Approach 53 1.0 0.141 18.4 LOSC 0.5 3.5 0.72 0.89 40.7
All Vehicles 1106 1.0 0.295 1.4 NA 0.5 3.5 0.04 0.09 58.0
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak lik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Copyright @ 2000-2013 Akcelik and Associates Ply Ltd
Processed: Tuesday, 14 May 2013 4:50:35 PM
SIDRA INTERSECTION 6.0.2,3730 www.sidrasolutions.com
SlCIn~
Project: P:\2011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\Oavid Low Way -
Woodland Dr.sip6 l ~% 5ft1;lgN 6
8000122,ADAM PEKOL CONSULTING, PLUS 11PC
Page 37
MOVEMENT SUMMARY
Site: 2015 SAT Pre Development
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2015 SAT Pre Development
Giveway I Yield (Two-Way)
1.0 0.305 0.5 LOSA 0.0 0.0 0.00 0.06 59.3
2 T1 564 1.0 0.305 0.5 LOSA 0.0 0.0 0.00 0.06 59.3
3u U 14 1.0 0.012 13.2 LOS B 0.1 0.4 0.48 0.71 45.0
Approach 604 1.0 0.305 0.8 NA 0.1 0.4 0.01 0.07 58.9
North: D vid Low Way - North
8 T1 480 1.0 0.248 0.0 LOSA 0.0 0.0 0.00 0.00 59.9
9 R2 5 1.0 0.007 12.5 LOS B 0.0 0.2 0.53 0.70 45.5
9u U 1.0 0.007 12.5 LOS B 0.0 0.2 0.53 0.70 45.5
Approach 486 1.0 0.248 0.2 NA 0.0 0.2 0.01 0.01 59.7
Approach 53 1.0 0.149 19.1 LOS C 0.5 3.7 0.74 0.90 40.2
All Vehicles 1143 1.0 0.305 1.4 NA 0.5 3.7 0.04 0.08 58.0
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 20134:50:35 PM Copyright @ 2000-2013 Akcelik and Associates Ply Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
SIDRA
Project: P:\2011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIDavid Low Way - Woodland Dr.sip6 I NTERSEtTI ON 6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 38
MOVEMENT SUMMARY
Site: 2015 SAT Post Development
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2015 SAT Pre Development
Giveway I Yield (Two-Way)
-
- --
--
--
Movement Performance -
Vehicles
<
9ue~~ l~,’l .)~ ~!.?~::#~ ~’Effectl,!e
~ ~:,iHOP :.{.::r~’;L.(~Deman~.
~1’?Ws~:r~~Deg~.ver~ge,",~lL vel~~f.~9"5}’o(\3aB..?f
lM
iID~.";~.~f!Mov...: 1 ;""j:>Total"l!1’:,5 HVP.l’i ,\&Satn’
’
tfi~.~,;~:}~~;~~;~.~~~q:j,~,v h/h’
~..
/o~\~l’%:i. ,
~1~Dlstance~.
Delay"~.,{,.5!’Service~~~ Vehlcles ,;’Queued’:;;’IlStop Rate, .Averag~
., Speed
;l~se~’;~;;:’l’}lt:r_M’Jf,~~’ t~;<(.;;",.~ ::~~-n~;....;,~,oJ:>t1’;r.U’ er v li’!t.~:jf’4lkm/h
South. DaVid La a~ -
SOUl
1 L2 89 1.0 0.340 1.3 LOSA 0.0 0.0 0.00 0.17 58.0
2 T1 564 1.0 0.340 1.3 LOSA 0.0 0.0 0.00 0.17 58.0
3u u 14 1.0 0.012 13.2 LOS B 0.1 0.4 0.48 0.71 45.0
Approach 667 1.0 0.340 1.6 NA 0.1 0.4 0.01 0.18 57.7
1.0 0.248 0.0 LOS A 0.0 0.0 0.00 0.00 59.9
1.0 0.074 12.9 LOS B 0.3 2.1 0.58 0.82 45.1
1.0 0.074 12.9 LOS B 0.3 2.1 0.58 0.82 45.1
1.0 0.248 1.6 NA 0.3 2.1 0.07 0.10 57.7
10 1.0 0.480 23.9 LOSC 2.4 16.9 0.81 1.04 37.1
12 R2 95 1.0 0.480 23.9 LOS C 2.4 16.9 0.81 1.04 37.1
Approach 174 1.0 0.480 23.9 LOSC 2.4 16.9 0.81 1.04 37.1
All Vehicles 1385 1.0 0.480 4.4 NA 2.4 16.9 0.13 0.25 53.9
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:36 PM Copyright @ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
Project: P:\2011-12112-060 Peregian Beach’SCICalcslSIDRAIRevised SIDRAIDavid Low Way
8000122,ADAM PEKOL CONSULTING, PLUS 11PC
- Woodland Dr.sip6 S~’~ni’r
.w-l"t’;S t:,S~~
’I." .
-~.1 ,
I., r’
Page 39
MOVEMENT SUMMARY
Site: 2025 SAT Pre Development
12-060 Peregian Beach SC
David Low Way / Woodland Drive
2015 SAT Pre Development
Giveway / Yield (Two-Way)
1.0 0.364 0.5 LOSA 0.0 0.0 0.00 0.06 59.3
2 T1 672 1.0 0.364 0.5 LOS A 0.0 0.0 0.00 0.06 59.3
3u U 17 1.0 0.017 13.7 LOS B 0.1 0.5 0.53 0.74 44.5
Approach 720 1.0 0.364 0.8 NA 0.1 0.5 0.01 0.08 58.8
: David Low Way -_No.!!h
8 T1 571 1.0 0.294 0.0 LOSA 0.0 0.0 0.00 0.00 59.9
9 R2 6 1.0 0.009 13.3 LOS B 0.0 0.2 0.58 0.74 44.8
9u U 1.0 0.009 13.3 LOS B 0.0 0.2 0.58 0.74 44.8
Approach 578 1.0 0.294 0.2 NA 0.0 0.2 0.01 0.01 59.7
Woodland Drive -
West
L2 15 1.0 0.212 24.6 LOS C 0.7 5.1 0.83 0.96 36.7
R2 38 1. 0.212 24.6 LOS C 0.7 5.1 0.83 0.96 36.7
53 1.0 0.212 24.6 LOS C 0.7 5.1 0.83 0.96 36.7
All Vehicles 1351 1.0 0.364 1.5 NA 0.7 5.1 0.04 0.08 57.8
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:36 PM Copyright @ 2000-2013 Akcelik and Associates Pty LId
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
SIDRA
Project: P:12011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIDavid Low Way -
Woodland Dr.sip6 INTERSEtTlON 6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 40
- -
MOVEMENT SUMMARY
Site: 2025 SAT Post Develo~ment
12-060 Peregian Beach SC
David Low Way I Woodland Drive
2015 SAT Pre Development
Giveway I Yield (Two-Way)
-
-
- --~-
-
Movement Performance - Vehicles
1M Average.:~f~~evel,2ti.,~,95% RA,:;~:’nfjaUe~~’" ~~JR~?r:"
~{t
~:;~IOD..j~~i!~~De:ciaralF.IOW5.~g~t~f.JDel~yBk
.~’i\!.t ~2V,~.~otal.~~v
~J~:~~ ~_ eh/h~ % v/c
~.~f!tf~tig~~1~eed
".JS~~!IC~~Vehl~~e:~~^.~f~~~tan-~~4_Q~~Ued ~Sto!iliia!e"
_se~~~~~M’J; B~vehl];:}i L~~m
yt:!>~~!’~
~i:l~ erveh’
~,4 1iflkml
South: David Low Way’ South
-
1 L2 95 1.0 0.398 1.2 LOS A 0.0 0.0 0.00 0.15 58.2
2 T1 672 1.0 0.398 1.2 LOS A 0.0 0.0 0.00 0.15 58.2
3u U 17 1.0 0.017 13.7 LOS B 0.1 0.5 0.53 0.74 44.5
Approach 783 1.0 0.398 1.5 NA 0.1 0.5 0.01 0.17 57.8
North: David Low Way’ -
North
8 T1 571 1.0 0.294 0.0 LOS A 0.0 0.0 0.00 0.00 59.9
9 R2 64 1.0 0.090 14.0 LOS B 0.3 2.4 0.62 0.87 44.2
9u U 1 1.0 0.090 14.0 LOS B 0.3 2.4 0.62 0.87 44.2
Approach 636 1.0 0.294 1.5 NA 0.3 2.4 0.06 0.09 57.8
West: Woodfand Drive - West
10 L2 79 1.0 0.681 37.9 LOS E 3.7 26.3 0.90 1.17 30.2
12 R2 95 1.0 0.681 37.9 LOS E 3.7 26.3 0.90 1.17 30.2
Approach 174 1.0 0.681 37.9 LOS E 3.7 26.3 0.90 1.17 30.2
All Vehicles 1593 1.0 0.681 5.5 NA 3.7 26.3 0.13 0.24 52.6
Level of Service (LOS)Method: Delay (HCM 2000).
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 th e 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 (Ak lik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:50:37 PM Copyright @ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6_0_2.3730 www.sidrasolutions.com
Project: P:\2011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\David Low Way
8000122,ADAM PEKOL CONSULTING, PLUS I 1 PC
-
Woodland Dr_sip6 m~r~asEtTn~)N ~
Page 41
MOVEMENT SUMMARY
Site: 2013 PM Existing Conditions
12-060 Perigian Beach
Woodlland Drive I Rufous Street
2013 PM Existing Conditions
Giveway I Yield (Two-Way)
1.0 0.047 10.7 LOS B 0.2 1.3
R2 1.0 0.047 10.7 LOS B 0.2 1.3
37 1.0 0.047 10.7 LOS B 0.2 1.3
Woodland,Drive -
East
4 L2 35 1.0 0.041 4.3 LOSA 0.0 0.0 0.00 0.43 54.1
5 T1 42 1.0 0.041 4.3 LOSA 0.0 0.0 0.00 0.43 54.1
Approach 77 1.0 0.041 4.3 NA 0.0 0.0 0.00 0.43 54.1
West: Woodland Drive -
West
11 T1 37 1.0 0.021 0.8 LOSA 0.1 0.8 0.17 0.07 55.7
12 R2 2 1.0 O. 0.8 LOSA 0.1
Approach 39 1.0 0.021 0.8 NA 0.1 0.8 0.17 0.07 55.7
All Vehicles 153 1.0 0.047 4.9 NA 0.2 1.3 0.10 0.39 52.6
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 20134:44:14 PM Copyright@ 2000-2013Akcelik and Associates Ply Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com SIDRA
Project: P:12011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIWoodland Dr- Rufous St.sip6 INT"ERSE’CTION 6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 42
--
MOVEMENT SUMMARy
Site: 2015 PM Pre Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2015 PM Pre Development
Giveway I Yield (Two-Way)
--
- - -
-
-
Movement Performance - Vehicles
andtF,I
WS~~i~ltQ_~g:I,~Av~rag~.’ jf,Q eu~ ’~~~ ...!~6i~~ ~ t’V
lMo~_en
~ ifotalli"t’HV’’’’~ r~Sat’i4~~tigela~:\i:; ’)Le;~lEr8~,1k
~ .!~sJi~~~ Pzr~PD’
u~~ St9.p,.I3?te..>>"1~peed9~~’
~e f!if
.I~%~~~ h/l iJ,.>f~/c .’,fr,.~,trsec’ .
’l>veh m~~~ ~ er veh~~’km/h
S.9uth: RufQ!.ls Street - South
1 L2 2 1.0 0.047 10.7 LOSS 0.2 1.3 0.25 0.67 47.1
3 R2 35 1.0 0.047 10.7 LOS S 0.2 1.3 0.25 0.67 47.1
Approach 37 1.0 0.047 10.7 LOS S 0.2 1.3 0.25 0.67 47.1
East: Woodland Drive - East
4 L2 35 1.0 0.041 4.2 LOSA 0.0 0.0 0.00 0.42 54.2
5 T1 43 1.0 0.041 4.2 LOSA 0.0 0.0 0.00 0.42 54.2
Approach 78 1.0 0.041 4.2 NA 0.0 0.0 0.00 0.42 54.2
:"West::_Woo lano Drive West -
11 T1 38 1.0 0.021 0.8 LOS A 0.1 0.8 0.17 0.07 55.7
12 R2 2 1.0 0.021 0.8 LOSA 0.1 0.8 0.17 0.07 55.7
Approach 40 1.0 0.021 0.8 NA 0.1 0.8 0.17 0.07 55.7
All Vehicles 155 1.0 0.047 4.9 NA 0.2 1.3 0.10 0.39 52.7
Level of Service (LOS)Method: Delay (HCM 2000).
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 Ap proach LOS values are Not Applicable for !:wo-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 (Ak elik M3D).
HV (%)values are calculated for All Movemen! Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 4:43:48 PM Copyright @ 2000-2013 Akcelik and Associates Pty Ltd
’ ’R:!1 A
’’
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
Project: P:\2011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\Woodland Dr - Rufous St.sip6 N>1~ ’.’
’
,___-’""- _-
’. .
N
’IS’",6 ,
....
8000122,ADAM PEKOL CONSULTING, PLUS 11PC
Page 43
MOVEMENT SUMMARY
Site: 2015 PM Post Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2015 PM Post Development
Giveway I Yield (Two-Way)
1.0 0.201 11.6 LOS B 0.9 6.1
R2 1.6 LOS B 0.9 6.1
145 1.0 0.201 11.6 LOS B 0.9 6.1
Woodland Drive - East
4 L2 138 1.0 0.097 7.2 LOSA 0.0 0.0 0.00 0.60 50.7
5 T1 43 1.0 0.097 7.2 LOSA 0.0 0.0 0.00 0.60 50.7
Approach 181 1.0 0.097 7.2 NA 0.0 0.0 0.00 0.60 50.7
West: Woodland Drive -
West
11
12
Approach
All Vehicles 372 1.0 0.201 8.3 NA 0.9 6.1 0.18 0.59
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:43 PM Copyright @ 2000-2013 Ak lik and Associates Pty LId
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com SIDRA
Project: P:12011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIWoodland Dr -
Rufous St.sip6 INTERsetTloN 6
8000122,ADAM PEKOL CONSULTING, PLUS 11PC
Page 44
MOVEMENT SUMMARY
Site: 2025 PM Pre Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2025 PM Pre Development
Giveway I Yield (Two-Way)
1.0 0.048 47.0
1.0 0.048 10.9 LOS B 0.2 1.3 0.27 0.67 47.0
1.0 0.045 3.8 LOSA 0.0 0.0 0.00 0.39 54.7
3.8 LOS A 0.0 0.0 0.00 0.39 54.7
1.0 0.045 3.8 NA 0.0 0.0 0.00 0.39 54.7
11 T1 45 1.0 0.025 0.8 LOSA 0.1 1.0 0.18 0.06 55.5
12 R2 2 1.0 0.025 0.8 LOSA 0.06 55.5
Approach 47 1.0 0.025 0.8 NA 0.1 1.0 0.18 0.06 55.5
All Vehicles 171 1.0 0.048 4.5 NA 0.2 1.3 0.11 0.36 53.1
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Copyright @ 2000-2013 Akcelik and Associates Ply ltd
Processed: Tuesday, 14 May 2013 2:28:44 PM
gJfllB’
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
Project: P:\2011-12\12-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIWoodland Dr
8000122,ADAM PEKOL CONSULTING, PLUS / 1 PC
-
Rufous St.sip6 lNfE~ jPN &.
Page 45
MOVEMENT SUMMARY
Site: 2025 PM Post Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2025 PM Post Development
Giveway I Yield (Two-Way)
L2 7 1.0 0.206 11.8 LOS B 0.9 6.3 0.38 0.72 46.1
3 R2 138 1.0 0.206 11.8 LOS B 0.9 6.3 0.38 0.72 46.1
Approach 145 1.0 0.206 11.8 LOS B 0.9 6.3 0.38 0.72 46.1
East: Woodland Drive -
East
4 L2 138 1.0 0.101 6.9 LOSA 0.0 0.0 0.00 0.58 51.1
5 T1 52 1.0 0.101 6.9 LOS 0.0 0.58 51.1
Approach 189 1.0 0.101 6.9 NA 0.0 0.0 0.00 0.58 51.1
West: Woodland Drive - West
11 T1 45 1.0 0.030 2.1 LOSA 0.2 1.2 0.29 0.15 52.8
12 R2 7 1.0 0.030 2.1 LOSA 0.2 1.2 0.29 0.15 52.8
Approach 53 1.0 0.030 2.1 NA 0.2 1.2 0.29 0.15 52.8
All Vehicles 387 1.0 0.206 8.1 NA 0.9 6.3 0.18 0.58 49.3
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:44 PM Copyright@ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com SIDRA
Project: P:12011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\Woodland Dr -
Rufous St.sip6 INT-ERSE’CTION 6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 46
MOVEMENT SUMMARY
Site: 2013 SAT Existing Conditions
12-060 Perigian Beach
Woodland Drive I Rufous Street
2013 SAT Existing Conditions
Giveway I Yield (Two-Way)
- -
- - --
-
-
I
Movement Performance -
Vehicles
_o!!’,,;95%’~B~~~ ~~Qel
’:"~:BJijf.’rOp’:~.~i of Qu u.e
ay~service _les’~r.y!Dlstance ~QLleued ’~ EffeClIye.);t!f’verag~
~
MOV~!.iIP..~~l,:~;t~~~p mana’FIOWS.q~g.ge’:t1!J
_ ovr.? ,;’ ’~ii’Total
~~~’
~~~-h/h
HV,
%
Sail;
~-t’’’ ~Si~ Rate’,,~peed, ,]
’.hq<i’~~." "~f~ ~...t~ ~i
Stop
t ,
tikm/h
1 L2 2 1.0 0.047 10.7 LOS B 0.2 1.3 0.24 0.67 47.1
3 R2 35 1.0 0.047 10,7 LOS B 0.2 1.3 0.24 0.67 47.1
Approach 37 1.0 0.047 10,7 LOS B 0.2 1.3 0.24 0.67 47.1
:East: Woodland Drive -
East
4 L2 35 1.0 0.035 5.0 LOSA 0.0 0.0 0.00 0.48 53.2
5 T1 31 1.0 0.035 5.0 LOSA 0.0 0.0 0.00 0.48 53.2
Approach 65 1.0 0.035 5.0 NA 0.0 0.0 0.00 0.48 53.2
\f!fst: W lim Drive -
West
11 T1 53 1.0 0.029 0.6 LOSA 0.2 1.1 0.16 0.05 56.1
12 R2 2 1.0 0.029 0.6 LOSA 0.2 1.1 0.16 0.05 56.1
Approach 55 1.0 0.029 0.6 NA 0.2 1.1 0.16 0.05 56.1
All Vehicles 157 1.0 0.047 4.8 NA 0.2 1.3 0.11 0.37 52.6
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:45 PM Copyright @ 2000-2013 Akcelik and Associates Pty LId .;
DJt~
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
Project: P:12011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRAIWoodland Dr Rufous St.sip6
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
- OOr~i~mfl’N :6
Page 47
MOVEMENT SUMMARY
Site: 2015 SAT Pre Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2015 SAT Pre Development
Giveway I Yield (Two-Way)
1.0 0.047 10.8 LOS B 0.2 1.3 0.25 0.67 47.1
35 1.0 0.047 10.8 LOS B 0.2 1.3 0.25 0.67 47.1
37 1.0 0.047 10.8 LOS B 0.2 1.3 0.25 0.67 47.1
Woodland Drive - East
L2 35 1.0 0.035 5.0 LOSA 0.0 0.0 0.00 0.47 53.3
T1 0.0 0.0
Approach 66 1.0 0.035 5.0 NA 0.0 0.0 0.00 0.47 53.3
West.:._WooOnd Drive - W st
11 T1 55 1.0 0.030 0.6 LOSA 0.2 1.2 0.16 0.05 56.1
12 R2 2 1.0 0.030 0.6 LOSA 0.2 1.2 0.16 0.05 56.1
Approach 57 1.0 0.030 0.6 NA 0.2 1.2 0.16 0.05 56.1
All Vehicles 160 1.0 0.047 4.8 NA 0.2 1.3 0.11 0.37 52.7
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:45 PM Copyright @ 2000-2013 Akcelik and Associates Ply LId
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com SIDRA
Project: P:12011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\Woodland Dr- Rufous St.sip6 INTERSEtTION 6.
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
Page 48
’_
,
.
MOVEMENT SUMMARY
Site: 2015 SAT Post Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2015 SAT Post Development
Giveway I Yield (Two-Way)
-
-
--
- _
-
I
I
Movement Performance - Vehicles
ctl~e
fMOV~~09.~ii’\iD~~ d F.IOWs~4t~ADeg’~~J~Av’erage,1,~L f.’QI,l
~ ov;;:-;~~1otal.V~__;~~t!\
~~~<<tic eh/h1
,~~’9"~lay.;~,(~:Service h "yehi.fJE?~ilal~!s\aD
v/c,.Ii’’’’’.~~;ft"sec~’’’:~~~ ~4~i:veh
%.,l,j;"",,1
~.
~~Sf~i"ltm{
vel,OfJi95%’8~.<?~; Yit\:.,()_P;~\~Eff ~f.verag-~-
ueued~i!/~~t.?p_l3at
~1t~ er veh".,w 1"ikm/
J~p-~~g
,:
South: Rufous Street -
South
1 L2 8 1.0 0.233 11.8 LOS B 1.0 7.3 0.39 0.72 46.0
3 R2 156 1.0 0.233 11.8 LOS B 1.0 7.3 0.39 0.72 46.0
Approach 164 1.0 0.233 11.8 LOS B 1.0 7.3 0.39 0.72 46.0
~ t: W oalana Drive - East
4 L2 156 1.0 0.101 7.9 LOS A 0.0 0.0 0.00 0.63 50.0
5 T1 32 1.0 0.101 7.9 LOS A 0.0 0.0 0.00 0.63 50.0
Approach 187 1.0 0.101 7.9 NA 0.0 0.0 0.00 0.63 50.0
West: Woodland Drive -
West
11 T1 55 1.0 0.036 2.1 LOS A 0.2 1.5 0.29 0.15 52.8
12 R2 8 1.0 0.036 2.1 LOS A 0.2 1.5 0.29 0.15 52.8
Approach 63 1.0 0.036 2.1 NA 0.2 1.5 0.29 0.15 52.8
All Vehicles 415 1.0 0.233 8.6 NA 1.0 7.3 0.20 0.59 48.8
Level of Service (LOS)Method: Delay (HCM 2000).
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 W-Io-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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:46 PM Copyright @ 2000-2013 Akcelik and Associates Pty lid
SIDRA INTERSECTION 6.0.2.3730 www,sidrasolutions.com
Project: P:12011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\Woodland Dr
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
-
Rufous St.sip6 m~~EtTlfJN&.
Page 49
MOVEMENT SUMMARY
Site: 2025 SAT Pre Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2025 SAT Pre Development
Giveway I Yield (Two-Way)
1.0 0.048 10.9 LOS B 0.2 1.3 0.27 0.68 46.9
R2 LOS B 0.2 1.3 0.27 0.68 46.9
Approach 37 1.0 0.048 10.9 LOS B 0.2 1.3 0.27 0.68 46.9
East: Wo and D - East
4 L2 35 1.0 0.038 4.5 LOSA 0.0 0.0 0.00 0.44 53.8
5 T1 38 1.0 0.038 4.5 LOSA 0.0 0.0 0.00 0.44 53.8
Approach 73 1.0 0.038 4.5 NA 0.0 0.0 0.00 0.44 53.8
West: Woodland Drive - West
11 T1 65 1.0 0.035 0.6 LOSA 0.2 1.4 0.17 0.04 56.0
12 R2 2 0.2 0.17 0.04 56.0
Approach 67 1.0 0.035 0.6 NA 0.2 1.4 0.17 0.04 56.0
All Vehicles 177 1.0 0.048 4.4 NA 0.2 1.4 0.12 0.34 53.0
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak lik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:46 PM Copyright @ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com SIDRA
Project: P:12011-12\12-060 Peregian Beach SC\Calcs\SIDRA\Revised SIDRA\Woodland Dr -
Rufous St.sip6 INTERSEtTION 6
8000122,ADAM PEKOL CONSULTING, PLUS 11PC
Page 50
MOVEMENT SUMMARY
Site: 2025 SAT Post Dev
12-060 Perigian Beach
Woodland Drive I Rufous Street
2025 SAT Post Development
Giveway I Yield (Two-Way)
0.239 12.1 LOS 7.4 0.41 45.8
1.0 0.239 12.1 LOS B 1.1 7.4 0.41 0.73 45.8
1.0 0.104 7.6 LOSA 0.0 0.0 0.00 0.62 50.3
1.0 0.104 7 LOS A 0.0 0.0 0.00
1.0 0.104 7.6 NA 0.0 0.0 0.00 0.62 50.3
1.0 0.041 1.9 LOSA 0.2 1.7 0.30 0.13 52.8
8 1.0 0.041 1.9 LOSA 7 0.30 0.13 52.8
Approach 74 1.0 0.041 1.9 NA 0.2 1.7 0.30 0.13 52.8
All Vehicles 432 1.0 0.239 8.3 NA 1.1 7.4 0.21 0.58 48.9
Level of Service (LOS)Method: Delay (HCM 2000).
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 (Ak elik M3D).
HV (%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Processed: Tuesday, 14 May 2013 2:28:47 PM Copyright @ 2000-2013 Akcelik and Associates Pty Ltd
SIDRA INTERSECTION 6.0.2.3730 www.sidrasolutions.com
Project: P:12011-12112-060 Peregian Beach SCICalcslSIDRAIRevised SIDRAIWoodland Dr
8000122,ADAM PEKOL CONSULTING, PLUS /1 PC
-
Rufous St.sip6 ’~JlaSBtTJaN6.
Page 51
P’/20-1l6
PERGIAN
BEACH
SC/REPOTIl2-06
PERGIAN
TlA
REVISON
A.DOCX
[OCR of page images]
PEKOL TRAFFIC & TRANSPORT
APPENDIX ¢€
SITE LAYOUT
P:|2011-12\12-060 PEREGIAN BEACH SC\REPORTS\ 12-060 PEREGIAN TIA REVISION A.DOCX
Page 52
" ..
,,> ~+
o.
JJ.. .......
cr" LOT 1
ON $P 215942
.... >,’
ffi";/D"’
w
.W
>
""""""’""HOUSE
.’,
r::t:: FACIUTY BUILDING
~9U5’
PUBLIC CAR PARK
o
,+
o
z
<C
o
~ <]EXlSllNG
ESIOENTlAl
DWELUNG
’i~,:.’
l~
EXlSTlNG reNNIS COURTS
Page 53
P.120/-J(}6{
PERGIAN
BFA
CHSlREPOTIJ2-(}6{
PERGIAN
nA
REVISON
A.DOCX
[OCR of page images]
PEKOL TRAFFIC & TRANSPORT
APPENDIX D
RETAIL PARKING DEMAND DATA
P:|2011-12\12-060 PEREGIAN BFA CH SC\REPORTS\12-060 PEREGIAN TIA REVISION A.DOCX
Page 54
I
APPEAL NO 1786 of 2012
ANALYSIS OF TIM PARKING DATA PII
’11C01. flA"IC & TtANSro.’
1. TIM Provided data for 31 sites, with 45 days of survey data (some sites were surveyed on multiple days).
2. The peak rate for sites with a valid survey date are listed in Table 1.
3. The seasonal adjustment factors listed in Table 2 were used to factor up slow trading months and factor down busy months.
4. Sites with very low adjusted demand rates were considered outliers and were excluded from subsequent analysis.
5. When the resultant data is plotted (see below) it indicates that:
a. the peak perking demand rate decreases slowly as store size increases
b. the peak parking demand rate for a 5,671m2 GFA store would be in the order of 5.03 spaces /100m2 (ie 286 spaces)
TABLE 1: CAR PARKING SURVEY DATA TABLE 2: SEASONAL ADJUSTMENT FACTORS
Peak Demand Raw Rate Seasonal 100 /Seasonal Adjusted Rate
Site Location Size (m2) (cars) (cars/100m2) Survey Month Factor Factor (cars/100m2) Comment Month PPT(1)
1 Alderley Shopping Centre South Pine
-
2776 109 3.93 Feb 89 1.12 4.41 Jan 96
Road, Alderlev
2 Walkerston Village Shopping Centre- 3190 140 4.39 Mar 84 1.19 5.22 Feb 89
Peak Downs
3 Woolworths Andergrove - Oak .5treet, 3344 144 4.31 Jun 85 1.18 5.07 Mar 84
Andergrove
9 Victoria Point Town Centre (south 4800 230 4.79 Feb 89 1.12 5.38 Apr 85
section Woolworths)
12 Nambour Plaza 5000 194 3.88 Dec 100 1.00 3.88 Outlier May 85
13 Paddington Central Shopping Centre 5200 157 3.02 May 85 1.18 3.55 Outlier Jun 85
14 Albany Creek Market Place -
Cnr Old 5424 154 2.84 Mar 84 1.19 3.38 Outlier Jul 92
Northern Road
16 Bribie Island Shopping Centre -
Cnr 6150 280 4.55 Feb 89 1.12 5.12 Aug 92
Goodwin Drive &
18 Bellbowrie Plaza -
Cnr Moggill Road 7651 163 2.13 Aug 92 1.09 2.32 Outlier Sep 90
and Birkin Rd,
20 Kenmore Plaza -
Moggill Road, 7931 344 4.34 Jul 92 1.09 4.71 Oet 89
Kenmore
22 Albany Village 8500 382 4.49 Jun 85 1.18 5.29 Nov 82
23 Kenmore Plaza -
Moggill Road, 8700 389 4.47 Nov 82 1.22 5.45 Dee 100
Kenmore
2.60 85 1.18 3.06 Outlier 11) PTT: http://www.ptt.com.au/wp-<ontent!uploads/2012/10/PN_Regional-Shopplng-
25 Whitsunday Shopping Centre -
Cnr 9252 241 Apr
Centre-Operational-Characterislics,pdf
Shute Harbour
26 Bribie Island Shopping Centre -
Cnr 10000 392 3.92 Aug 92 1.09 4.26
6.0
Goodwin Drive & --
~
......
. ~ .
27 Sunny Park Shopping Centre -
Cnr 10655 510 4.79 Oet 89 1.12 5.38 5.0 _ --
~ .
.
..
----.
Mains Road and
]: 4.0
28 Mt Gravatt Shopping Centre 12400 571 4.60 Jul 92 1.09 5.01
~~
’" 3.0
E
"’0
29 Logan Central Shopping Centre 15000 306 2.04 Dee 100 1.00 2.04 Outlier bOO
c:... 2.0
~ 1.0
0..
30 Bay Central Shopping Centre Hervey -
15821 773 4.89 Dee 100 1.00 4.89 -’"
’"
dO 0.0
Bay 0..
31 Pialba Plaee Shopping Centre -
Main 16511 736 4.46 Dee 100 1.00 4.46 0 5000 10000 15000 20000
Size (m2)
Street Pialba
Page 55
PEKOL TRAFFIC & TRANSPORT APPENDIX E TURNING COUNTS P:12011-12\ 12-060 PFREGIAN BEACH SC\REPORTS\12-060 PEREGIAN TIA REVISION A.DOCX
Page 56
12-060 Peregian
Traffic Volumes
12013 PM Peak Hour Existing Conditions
David Low Way
41
> U-Turn Right Through
Oi:
C 2 I 13 I 411
Left I 5
~
Right I 30
~ 27 I 479 I 16
o
o
Left Through U-Turn
;::
David Low Way
12015 PM Peak Hour mevelop.,ment
David Low Way
~ U-Turn Right Through
Oi:
C 2 I 13 I 426
Left I 5
~
0> Right I 30
"tS
o
28 I 496 I 17
Left Through U-Turn
~
David Low Way
12025 PM Peak Hour Pre-DeveloJ?ment
David Low-Way
~ U-Turn Right Through
Oi:
C 2 I 16 I 506
Left I 5
~
Right I 30
~ 33 I 590 I 20
o
Left U-Turn
~ Through
David Low Way
Page 57
Development
David Low Way
III
> U-Turn Right Through
Oi:
Q 0 46 0
~
III
0:;
"’C
0
0
Left
Right I
52
46
52
Left
: : 0
Through
0
U-Turn
~
David Low Way
20l5 PM Peak Hour Post-Development
David Low Way
III
> U-Turn Right Through
Oi:
Q 2 I 60 1 426
Left I 57
~
0:; Right I 76
"’C
o
79 I 496 I 17
o
Left Through U-Turn
~
David Low Way
[2025 PM Peak Hour Post-Development
David Low Way
III
>
Oi:
U-Turn Right Through
Q 2 I 62 I 506
Left I 57
~
0:; Right I 76
"’C
o
85 I 590 I 20
o
Left Through U-Turn
~
David Low Way
Page 58
12-060 Peregian
Traffic Volumes
I23SAT Peak Hour Existing Conditions
David Low Way
GI
> U-Turn Right Through
Oi:
C 1 I 5 I 440
Left I 14
~
ii: RightI 36
"0
o
24 I 518 I 13
o
Left Through U-Turn
~
David Low Way
f20J5 SAT Peak Hour Pre-Develop"ment
David Low Way
GI
> U-Turn Right Through
Oi:
C 1 I 5 I 456
Left I 14
~
oS; Right I 36
"0
o
25 I 536 I 13
o
Left Through U-Turn
~
David Low Way
12025 SAT Peak Hour Pre~Develol?ment
David Low Way
GI
> U-Turn Right Through
Oi:
C 1 I 6 I 542
Left I 14
~
oS; Right I 36
"0
o
30 I 638 I 16
o
Left Through U-Turn
~
David Low Way
Page 59
Development
David Low Way
GI
>
Oi:
U-Turn Right Through
Q 0 54 0
~
GI
os:
"tJ
0
0
Left
Right I
61
54
61
Left
: : 0
Through
0
U-Turn
==
David Low Way
2015 SAT Peak Hour Post-Development
David Low Way
~ U-Turn Right Through
Oi:
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==
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2025 SAT Peak Hour Post-Development
David Low Way
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==
David Low Way
Page 60
12-060 Peregian
Traffic Volumes
120J 3 PM Peak Hour Existing Conditions ]
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Page 61
Development
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-
Page 62
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Page 63
Development
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Used in these records
Development Application part 6 of 10 Traffic Impact Assessment - MCU13/0092Related documentApplication case desk ↗
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