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Appendix D - traffic impact assessment
Attached to the e-mail MCU15/0111 & REC15/0031 Development Application D - Traffic Impact assessment Email 5 of 8.
Cooroy Retirement Community TRAFFIC IMPACT ASSESSMENT PREPARED FOR PALM LAKES RESORTS DECEMBER 2014 B14158ER01 TRANSPORT
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COMMERCIAL IN CONFIDENCE
All intellectual property rights, including copyright, in Calibre Consulting
designs developed and documents created by Calibre Level 6, 199 Grey Street
Consulting (Qld) Pty Ltd remain the property of this SOUTH BRISBANE QLD 4101
company. Any use made of such design or document
without the prior written approval of Calibre Consulting
(Qld) Pty Ltd will constitute an infringement of the rights of Ph: (07) 3895 3444
the company which reserves all legal rights and remedies © 2014
in respect of any such infringement.
The information, including any intellectual property,
contained in this proposal is confidential and proprietary to
the Company. It may only be used by the person to whom
it is provided for the stated purpose for which it is provided
and must not be imparted to any third person without the
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reserves all legal rights and remedies in relation to any
infringement of its rights in respect of its confidential
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DOCUMENT CONTROL
B14158ER01
Issue Date Issue Details Author Checked Approved
A 15 DECEMBER DRAFT FOR AK JVP JVP (RPEQ 7280)
REVIEW
B 18 DECEMBER TRAFFIC AK JVP JVP (RPEQ 7280)
2014 IMPACT
ASSESSSMENT
Page 3
TABLE OF CONTENTS
1 INTRODUCTION ............................................................................................................... 1
1.1 Subject Site and Current Site Development 1
1.2 Proposed Site Activity 2
2 EXISTING ROAD NETWORK ........................................................................................... 3
2.1 Site Access 3
2.2 Traffic Data 3
2.3 Existing Traffic Conditions 4
3 TRANSPORT NETWORK ASSESSMENT ...................................................................... 10
3.1 Traffic Generation 10
3.2 Intersection Assessment 12
3.2.1 Elm Street (Cooroy Connection Road) / Pearsons Road intersection 12
3.2.2 Elm Street / Lamonts Road Intersection 15
3.2.3 Elm Street / Diamond Street Intersection 18
3.3 Link Assessment 20
3.4 Refuse Collection 22
3.5 On-Site Car Parking 22
3.6 SDAP Code Compliance 22
4 SUSTAINABLE TRANSPORT NETWORKS ................................................................... 23
4.1 Pedestrian and Cyclist System 23
4.2 Public Transport Provision 23
5 SUMMARY AND CONCLUSIONS .................................................................................. 25
TABLES
Table 1-1: Proposed Site Activity 2
Table 3-1: AM and PM Period Weekday Trip Generation Rates 10
Table 3-2: Elm Street (Cooroy Connection Road) / Pearsons Road intersection SIDRA
assessment outcomes, 2018 Base Year and 2028 Design Year – priority
control (give-way sign) 14
Table 3-3: Elm Street (Cooroy Connection Road) / Lamonts Road intersection SIDRA
assessment outcomes, 2018 Base Year and 2028 Design Year – priority
control (give-way sign) 16
Table 3-4 Elm Street (Cooroy Connection Road) / Diamond Street intersection SIDRA
assessment outcomes, 2018 Base Year and 2028 Design Year – priority
control (stop-sign) 19
Table 3-5 Existing and 2028 Road Link Assessment with and without Development 21
FIGURES
Figure 1.1: Indicative Site Location (Image: Google Earth) 2
Figure 2.1: Site Locality (Source: Google Maps) 4
Figure 2.2: Elm Street (Cooroy Connection Road) looking north, note site visible to the
right (Image: Google Maps) 5
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Figure 2.3: Elm Street (Cooroy Connection Road) looking south, photo taken south of
Pearsons Road (Image: Google Maps) 5
Figure 2.4: Pearsons Road looking west, site visible on the right (Image: Google Maps) 6
Figure 2.5: Trading Post Road looking north, site visible on the left (Image: Google Maps) 6
Figure 2.6: Trading Post Road looking north-west (note the unsealed turnaround and
private property access to the right of the photo) (Source: Nearmap) 7
Figure 2.7: Intersection of Lamonts Road and Elm Street, Lamonts Road visible to the
right (Image: Google Maps) 7
Figure 2.8: Intersection of Elm Street and Diamond Street, aerial view (Source: Google
Maps) 8
Figure 2.9: Bruce Highway – Elm Street Off-Ramp and Bruce Highway Overpass, aerial
view (Source: Google Maps) 9
Figure 3.1: Elm Street (Cooroy Connection Road) / Pearsons Road intersection, 2028 AM
and PM Peak Hour, total volumes including Development Traffic 12
Figure 3.2: Warrant for Turn Treatments at Elm Street / Pearsons Road Intersection 13
Figure 3.3: Elm Street / Lamonts Road Intersection, 2028 AM and PM Peak Hour
Volumes, based on 2028 Traffic Volumes including Development Traffic 15
Figure 3.4: Indicative Warrant for Turn Treatments - 2028 Traffic Scenario at Elm Street /
Lamonts Road 16
Figure 3.5: Elm Street / Diamond Street intersection, 2028 AM and PM Peak Hour
volumes, based on 2028 Traffic Volumes adjusted for increased development
due to site 18
Figure 4.1 Translink Public Bus Service 631 shown on the left, Cooroy Township shown on
the right (Source: Translink) 23
Figure 4.2 Translink Public Bus Service 632 shown on the left, Cooroy Township shown on
the right (Source: Translink) 24
APPENDICES
APPENDIX A LAYOUT PLAN
APPENDIX B TRAFFIC SURVEY DATA
APPENDIX C SIDRA ASSESSMENT RESULTS
APPENDIX D VEHICLE TURN PATHS
APPENDIX E STATE DEVELOPMENT ASSESSMENT PROVISIONS (SDAP)
REPORTING
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1 INTRODUCTION
Calibre Consulting have prepared the following report on behalf of Palm Lakes Resort for the proposed development of a
retirement community at Cooroy, located within the Noosa Shire Council jurisdiction. The proposed development area
has road frontages alongside Elm Street (Cooroy Connection Road), Pearsons Road, Trading Post Road and Lamonts
Road.
This report is an updated traffic impact assessment in support of the Permissible Change Application of for the proposed
development site taking into account the revised site yield. The revised yield now has a maximum of 164 Independent
Living Units and 120 aged care beds, as compared to the previous yield of 179 independent living units and 120 aged
care beds. Key items arising from the previous Material Change of Use application for the site included the following:
The provision of sealed pavement at Lamonts Road from Elm Street to 10m beyond the access to the development
site in accordance with Council design standards and guidelines
The provision of upgrade works to Elm Street (Cooroy Connection Road) / Pearsons Road intersection to incorporate
a Channelised Right Turn (CHR) on a two lane rural road in accordance with Main Roads Technical Manuals,
Policies and relevant Guidelines
The provision of upgrade works to the Elm Street (Cooroy Connection Road) / Lamonts Road intersection to
incorporate a Channelised Right Turn (CHR) on a two lane rural road in accordance with Main Roads Technical
Manuals, Policies and relevant Guidelines
This report provides information on the expected traffic generated by the development and also outlines the assessment
of the adjoining traffic network and road intersections. The report also provides an assessment of the car parking and
internal arrangements of the proposed development. These analyses are consistent with the followings codes and
standards:
Sunshine Coast Regional Council’s Transport and Parking Code
Queensland Department of Transport and Main Roads’ Road Planning and Design Manual (RPDM)
Guidelines for Assessment of Road Impacts of Development (GARID, 2006).
Throughout this report the developable area is referred to as ‘the site’ which is located within the parcel of land described
as Lot 1 on RP215922 and Lot 2 on RP165418 (approximately 11.94 hectares in total).
1.1 SUBJECT SITE AND CURRENT SITE DEVELOPMENT
The location of the site is approximately 1.5km north of the town centre of Cooroy. Refer to the site location illustrated in
Figure 1-1. An illustration of the proposed ultimate layout of the retirement community is included in Appendix A.
The developable area is currently mostly vacant land mainly used for grazing that is predominantly occupied by
vegetation, with the exception of a single residential dwelling that is located adjacent to the existing Lamonts Road
frontage. The site area has several road frontages along Elm Street (Cooroy Connection Road) for approximately 600m,
along Pearsons Road for approximately 250m, along Trading Post Road for approximately 180m and at Lamonts Road
for approximately 35m. Access to the site is proposed to occur at the lower order roads, at Lamonts Road, Trading Post
Road and Pearsons Road.
The surrounding property to the north and west of the site is currently bushland with scattered rural residential properties.
Further to the north of the site along Lamonts Road, there are is a private heli-aviation company site. To the west of Elm
Street (Cooroy Connection Road) in the vicinity of the site there is the North Coast Railway Line corridor. The
surrounding property to the south and east of the proposed site are a mix of rural and low density residential allotments.
Approximately 1km further south of the site along the western side of Elm Street, there is the Cooroy State School for
primary school children.
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Indicative Site Location
North
↑ Pomona (North) → Noosa
↓ Bruce Highway (South)
Figure 1.1: Indicative Site Location (Image: Google Earth)
1.2 PROPOSED SITE ACTIVITY
The proposed development is a retirement community consisting of aged care apartments, independent living units (ILU),
and shared community centres. Total proposed uses within the site are shown in Table 2-1.
Table 1-1: Proposed Site Activity
Proposed Site Activity Town Planning Definition Extent
Aged Care Facility Residential care facility 120 beds
Independent Living Units (ILUs) Resort complex 164 lots
Community Facilities
Clubhouse Indoor sport and recreation 2,600m2 GFA
Bowling Greens Outdoor sport and recreation 1,800m2 GFA
Tennis Court Outdoor sport and recreation 800m2 GFA
Men’s Shed Indoor sport and recreation 800m2 GFA
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2 EXISTING ROAD NETWORK 2.1 SITE ACCESS The local access streets that currently provide access to the site are Trading Post Road, the main access, and Lamonts Road, the secondary access. The development is proposed to be serviced by three accesses at Lamonts Road, Trading Post Road and Pearsons Road. The accesses at Lamonts Road and Trading Post Road are proposed to provide entry to the retirement resort Independent Living Units (ILUs) and community facilities. The Pearsons Road entry is proposed to provide access to the 120 bed Aged Care Facility and associated car park only. There is no internal connectivity between the 120 bed Aged Care Facility and the balance of the retirement resort. Vehicles travelling to the site will likely utilise Elm Street (Cooroy Connection Road) and then either Lamonts Road or Pearsons Road. Other roads in the vicinity of the site are Diamond Street (which becomes Tewantin Road (Cooroy-Noosa Road)) located further to the south which provides a link to Noosa and coastal areas to the east. Tewantin Road (Cooroy-Noosa Road) is accessed via the Elm Street / Diamond Street intersection, as Diamond Street becomes Tewantin Road (Cooroy Noosa Road) further east. The Bruce Highway situated to the west of the site is a major road corridor providing a north-south connection to regional destinations such as Gympie to the north, and Eumundi, Nambour, Maroochydore and Brisbane to the south. Bruce Highway is accessed either via Myall Street to the south (permitting, or via Elm Street (Cooroy Connection Road) to the north via the township of Pomona. 2.2 TRAFFIC DATA For the purpose of this traffic impact assessment, the future year traffic volumes were derived from previous traffic survey data as well as traffic count data obtained from Transport and Main Roads, refer Appendix B. A growth rate of 3.5% per annum, compounded annually was adopted to determine future traffic volumes from current data. This is considered to be a conservative assumption. The opening year, or completion of the works, is anticipated to be 2018. The design horizon year is 2028, that is 10 years from the base year of 2018. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 3
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2.3 EXISTING TRAFFIC CONDITIONS
The existing roadway network in the immediate vicinity of the site is comprised of the arterial roads Elm Street (Cooroy
Connection Road) and Tewantin Road (Cooroy-Noosa Road). Both of these routes are within the jurisdiction of the
Queensland Department of Transport and Main Roads. Elm Street (Cooroy Connection Road) fronts the western
boundary of the site. Tewantin Road (Cooroy-Noosa Road) begins as Diamond Street, at the intersection with Elm Street
approximately 1.5km south of the site. Refer Figure 2.1.
North
Trading
Lamonts Road Post Road
Elm Street (Cooroy
Connection Road)
Pearsons Road
Diamond
Street
Figure 2.1: Site Locality (Source: Google Maps)
Elm Street (Cooroy Connection Road) is a two-way arterial that is sealed single lane carriageway along its length.
Adjacent to the site boundary, Elm Street has a posted speed environment of 100km/h, however the section of Elm Street
south of Pearsons Road has a posted speed environment of 60km/h. Further south of Pearsons Road along Elm Street
there is a school zone with warning signage and speed reductions applicable during school periods. Along its route, Elm
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Street is generally 7m in width. The approximate traffic volume along the route is 9,875vpd (TMR, 2013). Elm Street is
mainly used as an access corridor to other local streets in the area, however south of Pearsons Road there are property
accesses directly fronting Elm Street. Along the Elm Street site frontage there are no formal footpaths or cycle ways,
street lighting, or kerb and channel. Further along Elm Street south of the intersection with Pearsons Road towards the
existing school zone, there are footpaths, on-street cycle pathways, street lighting and kerb and channel. Refer Figure
2.2 and Figure 2.3.
Figure 2.2: Elm Street (Cooroy Connection Road) looking north, note site visible to the right (Image: Google Maps)
Figure 2.3: Elm Street (Cooroy Connection Road) looking south, photo taken south of Pearsons Road (Image: Google
Maps)
The local roads in the vicinity of the site are Pearsons Road, Trading Post Road and Lamonts Road.
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Pearsons Road is a sealed two-way single lane carriageway with no line marking along its length. The posted speed
environment of Pearsons Road is 50km/h, consistent with its classification as a local access street. There are formal
pedestrian pathways located on the southern side of Pearsons Road along its entire length and on the northern side
between Trading Post Road and Kensington Drive to the east. There is generally good street lighting and formed kerb
and channel along the length of Pearsons Road. Refer Figure 2.4.
Figure 2.4: Pearsons Road looking west, site visible on the right (Image: Google Maps)
Trading Post Road is a two-way sealed single lane carriageway with kerb and channel along its length. The posted speed
environment of Trading Post Road is 50km/h, consistent with its classification as a local access street. There are
pedestrian pathways located on the northern side of Trading Post Road along its entire length. Trading Post Road is a
no-through route that terminates at a gravel turnaround. Refer Figure 2.5 and Figure 2.6.
Figure 2.5: Trading Post Road looking north, site visible on the left (Image: Google Maps)
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Figure 2.6: Trading Post Road looking north-west (note the unsealed turnaround and private property access to the right
of the photo) (Source: Nearmap)
Lamonts Road is currently an unsealed no-through road that provides access to several residential properties and the
heli-aviation company. The posted speed environment of Lamonts Road is 50km/h, consistent with its classification as a
local access street. Do note that the posted speed of the existing Elm Street / Lamonts Road intersection is 100km/h.
Refer Figure 2.7.
Figure 2.7: Intersection of Lamonts Road and Elm Street, Lamonts Road visible to the right (Image: Google Maps)
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Further south of the site along Elm Street (Cooroy Connection Road) there is the Elm Street / Diamond Street
intersection which provides connectivity to the town centre of Cooroy via Elm Street to the south, access to the eastern
coastal areas including Noosa via Diamond Street to the east. Note that Diamond Street becomes Tewantin Road
(Cooroy-Noosa Road) further to the east. The intersection is priority controlled (stop sign) with priority along the north-
south Elm Street intersection approaches. There is a channelised right turn lane from the southern approach, an auxiliary
left turn lane on the northern approach, and a high angle left turn slip lane from the eastern approach. Within the vicinity
of the intersection Diamond Street is a two-way single lane sealed carriageway. Refer Figure 2.8.
Figure 2.8: Intersection of Elm Street and Diamond Street, aerial view (Source: Google Maps)
It is important to note that this intersection also provides access to the Cooroy train station commuter car park. The
access to the commuter car park is priority controlled (stop sign) located to the west of the intersection.
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Figure 2.9: Bruce Highway – Elm Street Off-Ramp and Bruce Highway Overpass, aerial view (Source: Google Maps) To the west of the township of Cooroy, the Bruce Highway provides a major north-south link to destinations such as Gympie, Nambour and Brisbane. Refer Bruce Highway (North) off-ramp at Elm Street, and the Elm Street underpass in Figure 2.9. The Bruce Highway (North) is currently accessed via Pomona, although it is understood that works are currently underway by the Queensland Government to provide an interchange at the northern end of Elm Street to provide both access and egress to the northbound and southbound directions along the Bruce Highway. The new interchange is due to be opened in 2016, before the development base year of 2018. This northern connection to the Bruce Highway is not anticipated to affect the site traffic directionality of development vehicle trips. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 9
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3 TRANSPORT NETWORK ASSESSMENT
The traffic and transport impact of the proposed development will be considered in this section. For the purposes of the
assessment, it is anticipated that the proposed development will likely be fully developed by the beginning of year 2018.
The 10 year post-construction design horizon will therefore be 2028.
3.1 TRAFFIC GENERATION
The trip generation rate and development traffic for each of the site uses is shown in Table 3-1.
The trip generation rates have been based on the RTA Guide to Traffic Generating Developments. The trip generation
rate for ‘Housing for aged and disabled persons’ is 1 – 2 daily vehicle trips per dwelling, or 0.1 – 0.2 evening peak hour
vehicle trips per dwelling. The guidelines indicate that the trip generation rates of resident funded facilities are generally
greater than subsidised facilities as indicated by the higher end of the range. Therefore a rate of 0.2 evening peak hour
vehicle trips per dwelling has been adopted for the 120 bed aged care facility within the site. A higher trip generation rate
has been applied to the ILUs within the site that is consistent with the RTA Guidelines in relation to medium density
residential flat buildings for smaller units and flats (up to two bedrooms), that is up to 0.5 weekday peak hour vehicle trips
per dwelling. The trip generation rates for the retirement community do not assume a level of self-containment (within the
site), although it is highly probable that some trips will be social visits or recreational trips internal to the retirement
community. Do note that the following assessment is conservative in this regard.
The community facilities within the site are intended for use by the residents and their visitors only. Therefore all trips
associated with the community facilities at the site are internal trips only.
Table 3-1: AM and PM Period Weekday Trip Generation Rates
Proposed Site Activity Number of Units/Beds Final AM Period Trips Final PM Period Trips
Aged Care Facility 120 beds = 0.2 * 120 = 0.2 * 120
=24vph =24vph
Independent Living Units (ILUs) 164 units = 0.5 * 164 = 0.5 * 164
= 82vph = 82vph
Total 284 units/beds 106vph 106vph
1
RTA or Roads and Traffic Authority NSW, “Guide to Traffic Generating Developments” (2002).
Note that there are three proposed accesses to the site, with development traffic proposed to access the site as follows:
Person Road access: proposed access for the 120 bed facility only
Trading Post Road: proposed access for approximately 50% of all trips associated with the ILUs
Lamonts Road: proposed access for approximately 50% of all trips associated with the ILUs
The directionality of trips in/out of the site is as follows:
In/out split of 30/70 during the AM peak hour, with the reverse during the PM peak hour
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Total 65vph total two-way development traffic at the Elm Street (Cooroy Connection Road) / Pearsons Road
intersection. During the morning peak hour, 20vph travel towards the site, and 45vph travel away from the site.
The reverse is true during the evening peak hour.
Total 41vph total two-way development traffic at Elm Street (Cooroy Connection Road) / Lamont Road. During
the morning peak hour, 12vph travel towards the site, and 29vph travel away from the site. The reverse is true
during the evening peak hour.
At Elm Street (Cooroy Connection Road), it is anticipated that 90% of the 106vph total two-way development
traffic travels south towards the town centre of Cooroy, and the remaining 10% travels north.
The existing properties along Lamonts Road include several (<5) rural residential properties and the heli-aviation
company. It is anticipated that the existing traffic volumes along Lamonts Road is approximately 20vph in both
the AM and PM peaks. During the morning peak hour, 4vph travel towards Lamonts Road, and 16vph travel
away from Lamonts Road. The reverse is true during the evening peak hour.
At the Elm Street (Cooroy Connection Road) / Diamond Street intersection the existing directional split of traffic
as per TMR intersection count (2013) has been adopted for the following assessment. That is, from the northern
approach 30% of the outgoing development traffic is anticipated to travel east along Diamond Street towards
Noosa and Tewantin, and 70% of the outgoing development traffic is anticipated to travel south towards the
Cooroy town centre and destinations accessed via the Bruce Highway such as Nambour and Brisbane, 15% of
the incoming development traffic is anticipated to originate from the east from Diamond Street and 85% of the
traffic is anticipated to originate from the south at Elm Street.
Please do note that it is anticipated that up to 10% of all trips may occur by PT or active mode shares however the
following assessment is conservative in allowing for 100% car mode share.
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3.2 INTERSECTION ASSESSMENT
The future year (2028) traffic volumes for the intersections within the vicinity of the site have been adjusted to include the
anticipated peak hour development traffic volumes. Each intersection is discussed below.
3.2.1 ELM STREET (COOROY CONNECTION ROAD) / PEARSONS ROAD
INTERSECTION
The anticipated future year traffic volumes, including the development traffic, are presented below in Figure 3.1.
AM Peak PM Peak
Hour Hour
Figure 3.1: Elm Street (Cooroy Connection Road) / Pearsons Road intersection, 2028 AM and PM Peak Hour, total
volumes including Development Traffic
The intersection under base year 2018 traffic volumes without the development traffic volumes satisfies the TMR
warrants for channelised right turn treatment lane from the southern approach. Refer Figure 3-2 TMR warrants, showing
in grey the 2018 traffic volumes without the development. In the future design horizon year 2028 in the fully developed
scenario, the TMR warrants for channelised right turn lane from the southern approach, as well as the short auxiliary left
turn lane from the northern approach are satisfied, refer Figure 3-2.
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Peak Hour Turn Movement Major Road Traffic
From Major Road Volume Parameter
2018 Base Year Without Development
QR = 39 vph max during AM Peak Hour QM = 1041 vpd total two-way AM Peak Hour
QR = 41 vph max during PM Peak Hour QM = 1076 vpd total two-way PM Peak Hour
QL = 3 vph max during AM Peak Hour QM = 752 vpd total two-way AM Peak Hour
QL = 3 vph max during PM Peak Hour QM = 546 vpd total two-way PM Peak Hour
2028 Design Horizon Year With Development
QR = 73 vph max during AM Peak Hour QM = 1507 vph total two-way AM Peak Hour
QR = 99 vph max during PM Peak Hour QM = 1559 vph total two-way PM Peak Hour
QL = 6 vph max during AM Peak Hour QM = 1086 vph total one-way AM Peak Hour
QL = 9 vph max during PM Peak Hour QM = 781 vph total one-way PM Peak Hour
Figure 3.2: Warrant for Turn Treatments at Elm Street / Pearsons Road Intersection
(Source: DTMR Roads Planning and Design Manual, Chapter 13, Figure 13.23)
This intersection was assessed using SIDRA software modelling. The key outcomes from this analysis are shown below
in Table 3-2.
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Table 3-2: Elm Street (Cooroy Connection Road) / Pearsons Road intersection SIDRA assessment outcomes, 2018 Base
Year and 2028 Design Year – priority control (give-way sign)
Degree of Level of 95th Percentile Queue Delay
Scenario Saturation Service (LOS) Length (m) (s)
Base Development Year 2018
2018 AM Peak Hour – without 0.39 A 11 2
development traffic
2018 AM Peak Hour – with 0.40 A 12 3
development traffic
2018 PM Peak Hour – without 0.30 A 18 2
development traffic
2018 PM Peak Hour – with 0.34 A 23 3
development traffic
Design Horizon Year 2028
2028 AM Peak Hour – without 0.55 B 29 4
development traffic
2028 AM Peak Hour – with 0.56 B 35 5
development traffic
2028 PM Peak Hour – without 0.44 A 47 4
development traffic
2028 PM Peak Hour – with 0.50 B 59 5
development traffic
Note: the above values are the “worst” values resulting from the assessment
The key outcome from the assessment is that all movements and legs are forecast to operate at an acceptable Level of
Service (LOS) of either “A” or “B”. The worst 95th percentile queue length was 59m occurring at the through and right turn
movements from the south approach on Elm Street. All of the traffic operations output parameters are well within the
bounds of what are considered to be satisfactory operational conditions. For example, the worst degree of saturation is
0.56 in the future year 2028 morning peak hour, versus an upper limit Practical Degree of Saturation of 0.80. Refer to the
SIDRA output in Appendix C. Based on the SIDRA analysis and anticipated traffic volumes at the site, it is
recommended that the following intersection arrangements be adopted:
At the south approach, consideration of a channelised right turn lane be provided. The SIDRA results in Table 3-
2 show that the worst 95th percentile queue length is 59m, which suggests a storage length of 10 vehicle lengths
(60m total) plus tapers is appropriate. SIDRA sensitivity testing was conducted in relation to the storage length
for the channelised right turn from the southern approach of the intersection. The sensitivity testing took into
account a higher proportion of the development traffic accessing the site at the Elm Street / Pearsons Road
location. That is up to 75% of the ILU’s and 100% of the aged care facility development traffic. The results of the
sensitivity testing indicated that the 95th percentile queue remained at 59m. Hence, consideration for the
provision of a channelised right turn lane of design storage length equivalent to 10 vehicle lengths (60m) is
recommended at this location.
At the north approach, it is recommended for consideration that a short auxiliary left turn lane be installed, as per
the future year TMR warrants for the left turn into Pearsons Road.
The detailed design of all intersection turn treatments are to be undertaken in accordance with the relevant design
standards and guidelines.
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3.2.2 ELM STREET / LAMONTS ROAD INTERSECTION The estimated future year 2028 traffic volumes, including the development traffic, are presented below in Figure 3-3. AM Peak PM Peak Hour Hour Figure 3.3: Elm Street / Lamonts Road Intersection, 2028 AM and PM Peak Hour Volumes, based on 2028 Traffic Volumes including Development Traffic Both in the future design year and the base development year, the development traffic volume as a proportion of the background traffic movements at the intersection is less than 5%, at a maximum of 4.2% in the 2018 AM Peak and 3.0% in the 2028 AM Peak. This is below the general 5% threshold that triggers more detailed assessments. Notwithstanding, the TMR warrants were examined for this intersection (refer Figure 3.4) and the intersection was also assessed using the SIDRA. The key outcomes from this analysis are shown below in Table 3-3. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 15
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PM Peak Hour
2028
AM Peak Hour
2028
Figure 3.4: Indicative Warrant for Turn Treatments - 2028 Traffic Scenario at Elm Street / Lamonts Road
(Source: DTMR Roads Planning and Design Manual, Chapter 13, Figure 13.23)
Table 3-3: Elm Street (Cooroy Connection Road) / Lamonts Road intersection SIDRA assessment outcomes, 2018 Base
Year and 2028 Design Year – priority control (give-way sign)
Degree of Level of 95th Percentile Queue Delay
Scenario Saturation Service (LOS) Length (m) (s)
Base Development Year 2018
2018 AM Peak Hour – without 0.39 C 12 2
development traffic
2018 AM Peak Hour – with 0.39 C 13 2
development traffic
2018 PM Peak Hour – without 0.30 C 22 2
development traffic
2018 PM Peak Hour – with 0.32 C 25 3
development traffic
Design Horizon Year 2028
2028 AM Peak Hour – without 0.55 C 32 4
development traffic
2028 AM Peak Hour – with 0.55 C 34 4
development traffic
2028 PM Peak Hour – without 0.43 C 54 5
development traffic
2028 PM Peak Hour – with 0.47 C 58 5
development traffic
Note: the above values are the “worst” values resulting from the assessment
B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 16
Page 21
The key outcome from the assessment is that all movements and legs are forecast to operate at a satisfactory Level of Service (LOS) of “C”. The worst 95th percentile queue length was 58m occurring on the through and right turn movement from the south approach on Elm Street. All of the traffic operations output parameters are well within the bounds of what are considered to be satisfactory operational conditions. For example, the worst degree of saturation is 0.55, versus an upper limit Practical Degree of Saturation of 0.80. Refer to the SIDRA output in Appendix C. The impact of the development traffic on the performance of the intersection is negligible, as shown in Table 3-3. For example, the Level of Service of the intersection, and in some instances the degree of saturation, did not change with the additional development traffic at this intersection. Further, the 95th queue length in the future design year 2028 increased by up to 4m in the evening peak hour with the development traffic. This small increase is less than a standard vehicle length (6m). Based on the analysis above and the negligible change in performance of this intersection, there are no upgrades proposed to this intersection location. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 17
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3.2.3 ELM STREET / DIAMOND STREET INTERSECTION The anticipated future year, 2028, traffic volumes, including site traffic, are presented below in Figure 3-5. AM Peak PM Peak Hour Hour Figure 3.5: Elm Street / Diamond Street intersection, 2028 AM and PM Peak Hour volumes, based on 2028 Traffic Volumes adjusted for increased development due to site Both in the future design year and the base development year, the development traffic volume as a proportion of the background traffic volume is less than 5%, at a maximum of 4.5% in the 2018 PM Peak and 3.2% in the 2028 PM Peak. Therefore the development traffic as a proportion of the existing background traffic at the intersection represents less than the general 5% threshold requirement that triggers more detailed assessment. Nevertheless the intersection was assessed using the SIDRA. The key outcomes from this analysis are shown below in Table 3-4. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 18
Page 23
Table 3-4 Elm Street (Cooroy Connection Road) / Diamond Street intersection SIDRA assessment outcomes, 2018 Base
Year and 2028 Design Year – priority control (stop-sign)
Degree of Level of 95th Percentile Queue Delay
Scenario Saturation Service (LOS) Length (m) (s)
Base Development Year 2018
2018 AM Peak Hour – without 1.33 F 208 33
development traffic
2018 AM Peak Hour – with 1.76 F 352 61
development traffic
2018 PM Peak Hour – without 1.24 F 191 31
development traffic
2018 PM Peak Hour – with 1.67 F 389 66
development traffic
Design Horizon Year 2028
2028 AM Peak Hour – without 12.29 F 2,316 1,053
development traffic
2028 AM Peak Hour – with 17.57 F 2,584 1,480
development traffic
2028 PM Peak Hour – without 8.67 F 2,261 853
development traffic
2028 PM Peak Hour – with 11.88 F 2,432 1,164
development traffic
Note: the above values are the “worst” values resulting from the assessment
The key outcome from the assessment is that some movements and legs are operating at an unacceptable Level of
Service (LOS) of “F” prior to the addition of development traffic volumes. The Level of Service was “F” at the eastern and
southern intersection approaches. The worst 95th percentile queue length was 2,584m occurring on the right turn
movement from the south approach on Elm Street. All values of degree of saturation are more than the upper limit
Practical Degree of Saturation of 0.80 for priority controlled intersections. Refer to SIDRA output in Appendix C.
Based on the analysis above, the proportion of the development traffic is less than 5% of the existing traffic movements
and the addition of the development traffic does not significantly impact on the performance of this intersection.
B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 19
Page 24
3.3 LINK ASSESSMENT The key road corridor for the proposed development site is Elm Street (Cooroy Connection Road) that runs along the site frontage. This route is single lane carriageway within the development area of interest. The location of the route within the local road hierarchy is an arterial route. Arterial routes consisting of single lane carriageway can typically accommodate an “amenity” volume of 950 vehicles per hour per lane. Further south of the site at Diamond Street eventually becomes the Cooroy – Noosa Road arterial link to the east. Similar to Elm Street, this arterial road is single lane carriageway and can typically accommodate an “amenity” volume of 950 vehicles per hour per lane. The local roads Lamonts Road and Trading Post Road within the vicinity of the site are no-through routes. Since these routes currently provide property access to local residents only, and are lowly trafficked (anticipated <200vpd) Lamonts Road and Trading Post Road have not been included in the following road link assessment. However do note that Lamonts Road is currently unsealed along its entire length, and provides access to several residential dwellings (estimated to be less than 5) as well as the heli-aviation company. Austroads Guidelines indicate that unsealed road links may accommodate up to 150vpd. It is anticipated that the background traffic volumes along Lamonts Road currently exceed this threshold. The development traffic along Lamonts Road may vary up to 410vpd along the western extent of the route. The existing 2014 estimated through traffic volumes and the future 2028 traffic volumes have been obtained from traffic counts as well as traffic survey data obtained from the Department of Transport and Main Roads. The road link assessment in Table 3-5 indicates that the road corridors surround the site are generally operating with reserve capacity at the link level. However, the capacity of the major arterial route Elm Street in the southbound direction is constrained from Pearsons Road south to Diamond Street. The development traffic is anticipated to have minimal impact on the practical capacity of the existing major road corridors during peak periods. The proportion of heavy vehicles accessing the site is negligible with only about 2 service vehicles per day expected. The road corridors in the vicinity of the proposed development site are anticipated to provide good emergency vehicle access surrounding the proposed site. There are many passing opportunities for private vehicles to allow for emergency vehicle priority, as all of the streets and roads surrounding the site are two-lane or their width allows for stopping opportunities. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 20
Page 25
Table 3-5 Existing and 2028 Road Link Assessment with and without Development
Existing
2014 Future 2028 Future 2028
Estimated Existing Future 2028 Volume to Future 2028 Volume to Change in
Through Volume Volume – Capacity Volume – Capacity Volume to
Estimated Traffic Peak to Without Site Ratio – With Site Ratio – With Capacity
Capacity Volume Capacity Development Without Site Development Site Ratio in
Road Link (vph) (vph) Ratio (vph) Development (vph) Development 2028
Elm Street 950 252 0.27 408 0.43 424 0.45 +0.02
(Cooroy (464) (0.49) (752) (0.79) (780) (0.82) (+0.03)
Connection Road)
–northbound after
Pearsons Road
Elm Street 950 658 0.69 1,065 1.12 1,093 1.15 +0.03
(Cooroy (478) (0.50) (774) (0.82) (790) (0.83) (+0.01)
Connection Road)
– southbound
before Pearsons
Road
Elm Street 950 284 0.30 459 0.48 488 0.51 +0.03
(Cooroy (495) (0.52) (801) (0.84) (868) (0.91) +0.07
Connection Road)
–northbound
before Pearsons
Road
Elm Street 950 718 0.76 1,162 1.22 1,229 1.29 +0.07
(Cooroy (495) (0.52) (801) (0.84) (830) (0.87) +0.03
Connection Road)
– southbound after
Pearsons Road
Elm Street 950 427 0.45 691 0.73 720 0.76 +0.03
(Cooroy (467) (0.49) (756) (0.80) (823) (0.87) (+0.07)
Connection Road)
– northbound after
Diamond Street
Elm Street 950 828 0.87 1,340 1.41 1,407 1.48 +0.07
(Cooroy (638) (0.67) (1,031) (1.09) (1,060) (1.12) (+0.03)
Connection Road)
– southbound
before Diamond
Street
Pearsons Road – 300 37 0.12 60 0.20 80 0.27 +0.07
eastbound before (38) (0.13) (62) (+0.21) (108) (0.36) (+0.15)
Trading Post Road
Pearsons Road – 300 65 0.22 105 0.35 151 0.50 +0.15
westbound after (28) (0.09) (45) (0.15) (67) (0.22) (+0.07)
Trading Post Road
Note: AM peak values are not in brackets, PM peak values are in brackets
B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 21
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3.4 REFUSE COLLECTION Within the retirement community, the proposed network of internal roadways are considered to provide appropriate access for refuse collection services. The roads within the site are all 6.0m wide carriageways minimum. The standard width of a Refuse Collection Vehicle (RCV) is 2.5m. Therefore it is considered that the internal road network provides an adequate level of access for a refuse vehicle. Refuse collection is anticipated to occur infrequently, eg: once a week. Within the aged care facility, refuse collection is proposed to take place at the loading/service area, refer Appendix A. It is considered that the location of the internal access roadways are suitable to accommodate an RCV, refer vehicular access and egress movements and turning paths shown in Appendix D. The vehicle turning templates confirm that functional access arrangements to all service areas has been provided within the site It is considered that the proposed road network and road elements provide adequate access for refuse collection vehicles. 3.5 ON-SITE CAR PARKING On-site resident and visitor car parking is accommodated by the proposed design. An allowance of 1 resident vehicle is to be garaged within each allotment. The site also provides 41 visitor car parking spaces scattered across the retirement community (ILUs) development, which is equivalent to 1 visitor space per 4 ILU allotments as per previous development conditions for the site. The visitor car parking spaces are conveniently located within easy walking distance to all units. The amount of visitor parking as per RTA Guidelines (Section 5.4.2 for medium density residential flat buildings) recommends 1 visitor car parking space per each five units. The provision of on-site visitor car parking within the retirement community is greater than the than the suggested provision in the RTA Guidelines. Similar developments have in the past demonstrated that visitor numbers are typically low, since most visitors attending the site pick up residents rather than remaining on the site for long periods. The number of visitor car parks for the ILUs is hence considered to be sufficient given the nature of the development. The aged care facility has a designated car park consisting of visitor and staff parking. Provision has been made for 24 visitor parks (at a rate of 1 visitor space per 5 aged care units) with the balance of car parks provided for employee parking. The provision and location of the car parking spaces are considered to provide good amenity at the site. The number of car parks for the Aged Care Facility is considered to be appropriate given the nature of the development. 3.6 SDAP CODE COMPLIANCE Reporting on the relevant State Development Assessment Provisions (SDAP) is included in Appendix E. The proposed development achieves the requirements of applicable State regulations and guidelines. There are no anticipated impacts arising from the proposed development on the management and operation of the adjoining state-controlled road corridor. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 22
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4 SUSTAINABLE TRANSPORT NETWORKS 4.1 PEDESTRIAN AND CYCLIST SYSTEM On Elm Street, pedestrian pathways are located on the eastern side between Diamond Street and Pearsons Road and on the western side between Diamond Street and the entrance to Cooroy State School, adjacent to Sapphire Street. There are pedestrian pathways located on the south of Pearsons Road along its entire length and on the northern side between Trading Post Road and Kensington Drive. There are pedestrian pathways located on the northern side of Trading Post Road along its entire length. Lamonts Road has no existing pedestrian pathways. It is proposed that additional pathways be installed. On the western side of Elm Street a pathway is recommended between Pearsons Road and the proposed additional bus stop location. On the northern side of Pearsons Road a pathway along the site frontage with two pedestrian accesses into the development is proposed. It is suggested that a pathway be installed on the southern side of Trading Post Road along the site frontage to connect with the existing pathway around the cul-de-sac. There are no designated bikeways surrounding the study area, however it is likely that the surrounding road network could be utilised by cyclists. The road shoulders on Elm Street between Diamond Street and Pearsons Street are of varying width and quality. The proposed development is anticipated to have negligible impact on the local cyclist traffic. 4.2 PUBLIC TRANSPORT PROVISION There are several rail and bus options available in the Cooroy region that provide travel choice for residents within the community. Translink information indicates that there are existing bus stops through the Cooroy township along Maple Street, Diamond Street and Tewantin Road (Cooroy-Noosa Road). The nearest bus stop to the proposed site is located approximately 1.5km south along Elm Street adjacent to the Diamond Street intersection (bus stop ID 301598). This bus stop services route 631 that provides connectivity between Noosa, Tewantin, Cooroy, Eumundi, Yandina and Nambour South, as well as route 632 that provides connectivity to Pomona and Cooran further north. Refer Figure 5-2 and Figure 5-3. The bus routes operate with a frequency of one bus every hour. Figure 4.1 Translink Public Bus Service 631 shown on the left, Cooroy Township shown on the right (Source: Translink) B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 23
Page 28
Figure 4.2 Translink Public Bus Service 632 shown on the left, Cooroy Township shown on the right (Source: Translink) The Cooroy railway station is the nearest rail service providing connectivity to Brisbane and the Sunshine Coast, located approximately 1.5km south of the site along Elm Street. The Cooroy railway station provides approximately 100 car parks within the commuter car park. There are approximately four trains per day servicing the Cooroy railway station. B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 24
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5 SUMMARY AND CONCLUSIONS
Based on the assessment of the network it is concluded that the majority of the road links and intersection arrangements
as proposed will be able to accommodate the anticipated traffic volumes to at least the design year of 2028. The forecast
demand estimates are based on the ultimate development scenario as outlined above.
Based on the analysis the provision of the following items are recommended, generally in accordance with the key items
arising from the previous Material Change of Use application for the site:
It is recommended that a contribution to the upgrade to sealed pavement for the road section of Lamonts Road
from Elm Street to the eastern site boundary be considered, in accordance with Council design standards and
guidelines
The provision of upgrade works to Elm Street (Cooroy Connection Road) / Pearsons Road intersection to
incorporate a Channelised Right Turn (CHR) on a two lane rural road in accordance with Main Roads Technical
Manuals, Policies and relevant Guidelines. The traffic analysis indicates that CHR of up to 10 vehicle storage
lengths (60m) plus tapers is appropriate.
The provision of upgrade works to the Elm Street (Cooroy Connection Road) / Lamonts Road intersection to
incorporate a Channelised Right Turn (CHR) on a two lane rural road in accordance with Main Roads Technical
Manuals, Policies and relevant Guidelines
The detailed design of all intersection turn treatments and road treatments are to be undertaken in accordance with the
relevant design standards and guidelines.
B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 25
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CALIBRE CONSULTING APPENDICES Appendix A – Layout Plan Appendix B – Anticipated Development Traffic Appendix C – SIDRA Assessment Results Appendix D – Vehicle Turn Paths Appendix E – SDAP Reporting B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 26
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CALIBRE CONSULTING APPENDIX A LAYOUT PLAN B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 27
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145
144 DETENTION
164 163 162 161 160 159 158 157 156 155 154 153 152 151 150 149 148 147 146
143
141
130 131 132 133 134 135
142
129 128 127 126 125
136 137 138 139 140
120 121 122 123 124
115
114 116 117 118 119
88 87 86 85 84
113
111 110 109 108 DETENTION
112
89
107 90
99
106 92 91
98 83
105 93
97 82
94 69
104 96 81
70
103 95 80
71
102 68
79
72
101 67
78 53
73
100 66
54
74
77 65
55
52
64
76 56
63 51
75 37
57
50
62 58 38
49
61 39
48 DETENTION
60 40
47 36
59 41
35
46 42
34
25
45
33
26
44 32
27
43 24
28
31 23
13
30 22
14
29 21
15
12
20
16
11
19 1
10
18 2
9
17 3
4
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GATEHOUSE
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0m 50m 100m 150m 200m
SCALE 1:2500 (AT A3)
[OCR of page images]
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LANDSCAPE!
‘TREATMENT
PROPOSED RESORT DEVELOPMENT—AREA 99,172sqm
TOTAL DWELLINGS = 164
MIN VISHOR SPACES = 33
MIN LOT SIZE = 230sqm
MIN LOT WIDTH = 13m
PRIVATE OPEN SPACE MIN/LOT = 20sqm
PRIVATE OPEN SPACE MIN WIDTH = 3m
MAX SITE COVER = 65%
CAR PARKING LOCATIONS MAY ALTER IN FINAL LAYOUT.
SETBACK MINIMUM:
PUBLIC ROAD = 6m
EDGE OF INTERNAL ROAD = 2m
REAR BOUNDARY = 1.5m
SIDE BOUNDARY = 1.5m
PROPERTY BOUNDARY = 3m
PROPOSED AGED CARE DEVELOPMENT—AREA 20,245sqm
TOTAL BEDS = 120
CAR PARKING LOCATIONS MAY ALTER IN FINAL LAYOUT.
5Qm 100m 150m 200m
SCALE 1:2500 (AT A3)
GATEHOUSE
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© coprricht DRAWING REFERENCE No, HOUSE TYPE 7 VARIATION DEVELOPMENT NAME DRAWN
PALM LAKE GROUP OWNS COPYRIGHT OF THESE PLANS. THEY Cc O° 0 0 0 2 ry 1 4 MHE cooRoY EJ
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Page 33
CALIBRE CONSULTING APPENDIX B TRAFFIC SURVEY DATA B14158ER01 | TRAFFIC IMPACT ASSESSMENT | PALM LAKES RESORTS COOROY RETIREMENT COMMUNITY | 28
Page 34
Traffic Analysis and Reporting System
AADT Segment Report TARS
Region 207 - North Coast Road Section 145 - Cooroy Connection Road
14-Nov-2014 11:54 Road Segment from 3.090km to 6.030km Segment Site 20050 Traffic Year 2013 Data Collection Year 2013 Page 1 of 2 (1 of 7)
-26.390625
North Coast
Region
et e
Str
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Elm Street
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North Shore
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Yandina Creek Copyright The State of Queensland 2009.
ona
Copyright Pitney Bowes Softare Pty Ltd 2009 Based on [Dataset - State Digital Road Network (SDRN)] provided
acd
with the permission of Pitney Bowes Softare Pty Ltd (current as of 12/08) and other state government datasets. -26.411490
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Page 35
Traffic Analysis and Reporting System
AADT Segment Report TARS
Region 207 - North Coast Road Section 145 - Cooroy Connection Road
14-Nov-2014 11:54 Road Segment from 3.090km to 6.030km Segment Site 20050 Traffic Year 2013 Data Collection Year 2013 Page 2 of 2 (2 of 7)
Site 20050. Point 220000103.
North of Pearsons Rd.
3.30 km
The width of each Road Segment is proportional to its AADT.
3.09 km 6.03 km
Start Point 220000104. End Point 220000105.
This report shows Annual Average Daily Traffic
values (AADTs). Because the AADT values are
converted to whole numbers, there will be
occasional inaccuracies due to rounding.
These inaccuracies are statistically insignificant.
All Vehicles (00)
G 2,840 100%
A 3,488 100%
B 6,328 100%
Light Vehicles (0A) Heavy Vehicles (0B)
G 2,699 95.04% G 141 4.96%
A 3,286 94.21% A 202 5.79%
B 5,985 94.58% B 343 5.42%
Short Vehicles (1A) Trucks and Buses (1B) Articulated Vehicles (1C) Road Trains (1D)
G 2,699 95.04% G 135 4.75% G 6 0.21% G 0 0%
A 3,286 94.21% A 188 5.39% A 14 0.40% A 0 0%
B 5,985 94.58% B 323 5.10% B 20 0.32% B 0 0%
Page 36
Traffic Analysis and Reporting System TARS
Report Notes for AADT Segment Report
14-Nov-2014 11:54 Page 1 of 1 (3 of 7)
AADT Segment Annual Volume Report Site
Provides summary data for the selected AADT Segment of a The physical location of a traffic counting device. Sites are
Road Section. Summary data is presented as both located at a specified Through Distance along a Road Section.
directional information and a combined bi-directional figure.
The data is then broken down by Traffic Class, when Site Description
available. The report also includes maps displaying the The description of the physical location of the traffic counting device.
location of both the AADT Segment and the traffic count site.
Start and End Point
Annual Average Daily Traffic (AADT) The unique identifier for the Through Distance along a Road Section.
Annual Average Daily Traffic (AADT) is the number of vehicles passing
a point on a road in a 24 hour period, averaged over a calendar year. Vehicle Class
Traffic is categorised as per the Austroads Vehicle Classification
AADT Segments scheme. Traffic classes are in the following hierarchical format:
The State declared road network is broken into Road Sections Volume or All Vehicles
and then further broken down into AADT Segments. An AADT 00 = 0A + 0B
Segment is a sub-section of the declared road network where
traffic volume is similar along the entire AADT Segment. Light Vehicles
0A = 1A
1A = 2A + 2B
AADT Values
AADT values are displayed by direction of travel as: Heavy Vehicles
0B = 1B + 1C + 1D
G Traffic flow in gazettal direction 1B = 2C + 2D + 2E
A Traffic flow against gazettal direction 1C = 2F + 2G + 2H + 2I
B Traffic flow in both directions 1D = 2J + 2K + 2L
Data Collection Year The following classes are the categories
Is the most recent year that data was for which data can be captured:
collected at the data collection site. Volume
Please Note: 00 All vehicles
Due to location and/or departmental policy,
2-Bin
some sites are not counted every year. 0A Light vehicles
0B Heavy vehicles
Gazettal Direction
Is the direction of the traffic flow. It can be easily recognised by 4-Bin
1A Short vehicles
referring to the name of the road eg. Road Section: 10A Brisbane - 1B Truck or bus
Gympie denotes that the gazettal direction is from Brisbane to Gympie. 1C Articulated vehicles
1D Road train
Maps 12-Bin
Display the selected location from a range of viewing 2A Short 2 axle vehicles
levels, the start and end position details for the AADT 2B Short vehicles towing
Segment and the location of the traffic count site. 2C 2 axle truck or bus
2D 3 axle truck or bus
2E 4 axle truck
Region 2F 3 axle articulated vehicle
For administration purposes the Department of Transport 2G 4 axle articulated vehicle
and Main Roads has divided Queensland into 12 Regions. 2H 5 axle articulated vehicle
2I 6 axle articulated vehicle
2J B double
Road Section 2K Double road train
Is the Gazetted road from which the traffic data is collected. Each 2L Triple road train
Road Section is given a code, allocated sequentially in Gazettal
Direction. Larger roads are broken down into sections and
identified by an ID code with a suffix for easier data collection and
reporting (eg. 10A, 10B, 10C). Road Sections are then broken
into AADT Segments which are determined by traffic volume.
Segment Site
Is the unique identifier for the traffic count site
representing the traffic flow within the AADT Segment.
Copyright
Copyright The State of Queensland (Department of Transport and Main Roads) 2013
Licence
http://creativecommons.org/licences/by-nd/3.0/au
This work is licensed under a Creative Commons Attribution 3.0 Australia (CC BY-ND) Licence. To
attribute this material, cite State of Queensland (Department of Transport and Main Roads) 2013
Page 37
Traffic Analysis and Reporting System
Annual Volume Report TARS
Region 207 - North Coast Road Section 145 - Cooroy Connection Road
14-Nov-2014 11:54 Site 20050 - North of Pearsons Rd TDist 3.300km Speed Limit 80 Page 1 of 3 (4 of 7)
-26.398068
North Coast
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Copyright The State of Queensland 2009. rive
Kauri
Copyright Pitney Bowes Softare Pty Ltd 2009 Based on [Dataset - State Digital Road Network (SDRN)] provided
with the permission of Pitney Bowes Softare Pty Ltd (current as of 12/08) and other state government datasets. -26.411133
Page 38
Traffic Analysis and Reporting System TARS
Annual Volume Report
14-Nov-2014 11:54 Page 2 of 3 (5 of 7)
Region 207 - North Coast
Year 2013 Growth last Year -1.97%
Road Section 145 - Cooroy Connection Road
Site 20050 - North of Pearsons Rd AADT 6,328 Growth last 5 Yrs -1.26%
Thru Dist 3.3 Avg Week Day 7,024 Growth last 10 Yrs 0.70%
Type C - Coverage Avg Weekend Day 5,252
Stream TB - Bi-directional traffic flow
AADT History
12,000 12,000
11,000 11,000
10,000 10,000
9,000 9,000
8,000 8,000
7,000 7,000
AADT
AADT
6,000 6,000
5,000 5,000
4,000 4,000
3,000 3,000
2,000 2,000
1,000 1,000
0 0
1984
1985
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
1-Year 5-Year 10-Year 1-Year 5-Year 10-Year
Year AADT Growth Growth Growth Year AADT Growth Growth Growth
2013 6,328 -1.97% -1.26% 0.70% 1998 3,123
2012 6,455 -4.44% -1.09% 1.78% 1997
2011 6,755 0.28% 0.82% 3.33% 1996 3,495
2010 6,736 5.12% 1.65% 4.15% 1995
2009 6,408 -4.80% 1.56% 1994 11,210
2008 6,731 -2.29% 4.91% 6.59% 1993
2007 6,889 10.61% 7.98% 1992
2006 6,228 4.32% 7.27% 7.11% 1991
2005 5,970 6.66% 7.91% 1990
2004 5,597 10.16% 1.19% 1989
2003 5,081 9.91% 9.15% 1988
2002 4,623 6.40% 1987
2001 4,345 3.50% 6.22% 1986
2000 4,198 1985
1999 1984
Hourly Averages
11.0 11.0
10.0 10.0
9.0 9.0
8.0 8.0
7.0 7.0
% AADT
% AADT
6.0 6.0
5.0 5.0
4.0 4.0
3.0 3.0
2.0 2.0
1.0 1.0
0.0 0.0
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
01-02
03-04
05-06
07-08
09-10
11-12
13-14
15-16
17-18
19-20
21-22
23-00
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
Hours of the Week
[OCR of page images]
iS
Queensland Traffic Analysis and Reporting System
Government Annual Volume Report
14-Nov-2014 11:54 Page 2 of 3 (5 of 7)
Region 207 - North Coast
Road Section 145 - Cooroy Connection Road Veer EWES Growth last Year -1.97%
Site 20050 - North of Pearsons Rd AADT 6,328 Growth last 5 Yrs -1.26%
Thru Dist 3.3 Avg Week Day 7,024 Growth last 10 Yrs_ 0.70%
Type C - Coverage Avg Weekend Day 5,252
Stream TB - Bi-directional traffic flow
AADT History
12,000 12,000
11,000 11,000
10,000 10,000
9,000 9,000
8,000 8,000
7,000 7,000
5 5
g 6,000 6,000 S
5,000 5,000
4,000 4,000
3,000 3,000
2,000 2,000
1,000 1,000
0 0
$s8s 888283858 8 S$ BRR BRBSBsSEKSEsEsSBveEBEReSsEBsLeERE
2222 22 2 2 22 22 222 285 § &§ § FHF K€ KF 8 8 RRA AN
1-Year 5-Year 10-Year 1-Year 5-Year 10-Year
Year AADT Growth Growth Growth Year AADT Growth Growth Growth
2013 6,328 -1.97% -1.26% 0.70% 1998 3,123
2012 6,455 -4.44% -1.09% 1.78% 1997
2011 6,755 0.28% 0.82% 3.33% 1996 3,495
2010 6,736 5.12% 1.65% 4.15% 1995
2009 6,408 -4.80% 1.56% 1994 11,210
2008 6,731 -2.29% 4.91% 6.59% 1993
2007 6,889 10.61% 7.98% 1992
2006 6,228 4.32% 7.27% 7.11% 1991
2005 5,970 6.66% 7.91% 1990
2004 5,597 10.16% 1.19% 1989
2003 5,081 9.91% 9.15% 1988
2002 4,623 6.40% 1987
2001 4,345 3.50% 6.22% 1986
2000 4,198 1985
1999 1984
Hourly Averages
11.0 11.0
10.0 10.0
9.0 9.0
8.0 8.0
7.0 7.0
5 60 60 8
2 z
xe 80 50
4.0 4.0
3.0 3.0
2.0 2.0
1.0 1.0
0.0 0.0
Hours of the Week
Page 39
Traffic Analysis and Reporting System TARS
Annual Volume Report
14-Nov-2014 11:54 Page 3 of 3 (6 of 7)
Daily Averages
120 120
115 115
110 110
% AADT 105 105
% AADT
100 100
95 95
90 90
85 85
80 80
75 75
70 70
Mon
Tue
Wed
Thu
Fri
Sat
Sun
Days of the Week
Weekly Averages
108.0 108.0
107.0 107.0
106.0 106.0
% AADT
% AADT
105.0 105.0
104.0 104.0
103.0 103.0
102.0 102.0
101.0 101.0
27-Dec - 02-Jan
03-Jan - 09-Jan
10-Jan - 16-Jan
17-Jan - 23-Jan
24-Jan - 30-Jan
31-Jan - 06-Feb
07-Feb - 13-Feb
14-Feb - 20-Feb
21-Feb - 27-Feb
28-Feb - 06-Mar
07-Mar - 13-Mar
14-Mar - 20-Mar
21-Mar - 27-Mar
28-Mar - 03-Apr
04-Apr - 10-Apr
11-Apr - 17-Apr
18-Apr - 24-Apr
25-Apr - 01-May
02-May - 08-May
09-May - 15-May
16-May - 22-May
23-May - 29-May
30-May - 05-Jun
06-Jun - 12-Jun
13-Jun - 19-Jun
20-Jun - 26-Jun
27-Jun - 03-Jul
04-Jul - 10-Jul
11-Jul - 17-Jul
18-Jul - 24-Jul
25-Jul - 31-Jul
01-Aug - 07-Aug
08-Aug - 14-Aug
15-Aug - 21-Aug
22-Aug - 28-Aug
29-Aug - 04-Sep
05-Sep - 11-Sep
12-Sep - 18-Sep
19-Sep - 25-Sep
26-Sep - 02-Oct
03-Oct - 09-Oct
10-Oct - 16-Oct
17-Oct - 23-Oct
24-Oct - 30-Oct
31-Oct - 06-Nov
07-Nov - 13-Nov
14-Nov - 20-Nov
21-Nov - 27-Nov
28-Nov - 04-Dec
05-Dec - 11-Dec
12-Dec - 18-Dec
19-Dec - 25-Dec
26-Dec - 01-Jan
2013 Calendar
January February March April
M T W T F S S M T W T F S S M T W T F S S M T W T F S S
1 2 3 4 5 6 1 2 3 1 2 3 1 2 3 4 5 6 7
7 8 9 10 11 12 13 4 5 6 7 8 9 10 4 5 6 7 8 9 10 8 9 10 11 12 13 14
14 15 16 17 18 19 20 11 12 13 14 15 16 17 11 12 13 14 15 16 17 15 16 17 18 19 20 21
21 22 23 24 25 26 27 18 19 20 21 22 23 24 18 19 20 21 22 23 24 22 23 24 25 26 27 28
28 29 30 31 25 26 27 28 25 26 27 28 29 30 31 29 30
May June July August
M T W T F S S M T W T F S S M T W T F S S M T W T F S S
1 2 3 4 5 1 2 1 2 3 4 5 6 7 1 2 3 4
6 7 8 9 10 11 12 3 4 5 6 7 8 9 8 9 10 11 12 13 14 5 6 7 8 9 10 11
13 14 15 16 17 18 19 10 11 12 13 14 15 16 15 16 17 18 19 20 21 12 13 14 15 16 17 18
20 21 22 23 24 25 26 17 18 19 20 21 22 23 22 23 24 25 26 27 28 19 20 21 22 23 24 25
27 28 29 30 31 24 25 26 27 28 29 30 29 30 31 26 27 28 29 30 31
September October November December
M T W T F S S M T W T F S S M T W T F S S M T W T F S S
30 1 1 2 3 4 5 6 1 2 3 30 31 1
2 3 4 5 6 7 8 7 8 9 10 11 12 13 4 5 6 7 8 9 10 2 3 4 5 6 7 8
9 10 11 12 13 14 15 14 15 16 17 18 19 20 11 12 13 14 15 16 17 9 10 11 12 13 14 15
16 17 18 19 20 21 22 21 22 23 24 25 26 27 18 19 20 21 22 23 24 16 17 18 19 20 21 22
23 24 25 26 27 28 29 28 29 30 31 25 26 27 28 29 30 23 24 25 26 27 28 29
Days on which traffic data was collected.
[OCR of page images]
iS
Queensland Traffic Analysis and Reporting System
Government Annual Volume Report
14-Nov-2014 11:54 Page 3 of 3 (6 of 7)
Daily Averages
120 120
115 115
110 110
105 105
bk kb
5 100 100 8
95 9 S
x 90 90 3
85 85
80 80
75 75
70 70
Days of the Week
Weekly Averages
108.0 108.0
107.0 107.0
106.0 106.0
5 105.0 105.0 &
2 =
se 104.0 104.0 3
103.0 103.0
102.0 102.0
101.0 101.0
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2013 Calendar
January February March April
M oT W T F S$ 8 M oT W T F S$ 8 M oT W T F S$ 8 M oT W T F S§ 8
1 2 3 4 5 6 1 2 3 1 2 3 1 2 3 4 5 6 7
7 8 9 10 11 12 13 4 5 6 7 8 9 10 4 5 6 7 8 9 10 8 9 10 11 12 13 14
14 15 16 17 18 19 20 11.12 #13 #14 #15 #16 17 11.12 #13 14 15 #16 17 15 16 17 18 19 20 21
21 22 23 24 25 26 27 18 19 20 21 22 23 24 18 19 20 21 22 23 24 22 23 24 25 26 27 28
28 29 30 31 25 26 27 28 25 26 27 28 29 30 31 29 30
May June July August
M oT W T F § 8 M oT W T F S$ 8 M oT W T F S$ 8 M oT W T F S$ 8
1 2 3 4 5 1 2 1 2 3 4 5 6 7 1 2 3 4
6 7 8 9 10 11 12 3 4 5 6 7 8 9 8 9 10 11 12 13 14 5 6 7 8 9 10 11
13 14 15 16 17 18 19 10 11 12 #13 #14 #15 16 15 16 17 18 19 20 21 12 13 14 15 16 17 18
20 21 22 23 24 25 26 17 18 19 20 21 22 23 22 23 24 25 26 27 28 19 20 21 22 23 24 25
27 28 29 30 31 24 25 26 27 28 29 30 29 30 31 26 27 28 29 30 31
September October November December
M oT W T F S$ 8 M oT W T F S$ 8 M oT W T F S$ 8 M T W T F S$ 8
30 1 1 2 3 4 5 6 1 2 3 30 «631 1
2 3 4 5 6 7 8 7 8 9 10 11 12 13 4 5 6 7 8 9 10 2 3 4 5 6 7 8
9 10 11 12 13 14 15 14 15 16 17 18 19 20 11.12 #13 14 15 #16 17 9 10 11 12 13 14 15
16 17 18 19 20 21 22 21 22 23 24 25 26 27 18 19 20 21 22 23 24 16 17 18 19 20 21 22
23 24 25 26 27 28 29 28 29 30 31 25 26 27 28 29 30 23 24 25 26 27 28 29
Days on which traffic data was collected.
Page 40
Traffic Analysis and Reporting System TARS
Report Notes for Annual Volume Report
14-Nov-2014 11:54 Page 1 of 1 (7 of 7)
Annual Volume Report Region
Displays AADT history with hourly, daily and weekly For administration purposes the Department of Transport
patterns by Stream in addition to annual data for AADT and Main Roads has divided Queensland into 12 Regions.
figures with 1 year, 5 year and 10 year growth rates.
Road Section
Annual Average Daily Traffic (AADT) Is the Gazetted road from which the traffic data is collected. Each
Annual Average Daily Traffic (AADT) is the number of vehicles passing Road Section is given a code, allocated sequentially in Gazettal
a point on a road in a 24 hour period, averaged over a calendar year. Direction. Larger roads are broken down into sections and
identified by an ID code with a suffix for easier data collection and
AADT History reporting (eg. 10A, 10B, 10C). Road Sections are then broken
Displays the years when traffic data was collected at this count site. into AADT Segments which are determined by traffic volume.
Avg Week Day Site
Average daily traffic volume during the week days, Monday to Friday. The unique identifier and description of the physical
location of a traffic counting device. Sites are
Avg Weekend Day located at a Through Distance along a Road Section.
Average daily traffic volume during
the weekend, Saturday and Sunday. Stream
The lane in which the traffic is travelling in. This report
Calendar provides data for the combined flow of traffic in both directions.
Days on which traffic data was collected are highlighted in green.
Thru Dist or TDist
Gazettal Direction The distance from the beginning of the Road Section, in kilometres.
The Gazettal Direction is the direction of the traffic flow.
It can be easily recognised by referring to the name of the Type
road eg. Road Section: 10A Brisbane - Gympie denotes There are two types of traffic counting sites, Permanent
that the gazettal direction is from Brisbane to Gympie. and Coverage. Permanent means the traffic counting
G Traffic flowing in Gazettal Direction device is in place 24/7. Coverage means the traffic
A Traffic flowing against Gazettal Direction counting device is in place for a specified period of time.
B The combined traffic flow in both Directions
Year
Growth Percentage Is the current year for the report. Where an AADT Year record
Represents the increase or decrease in AADT, using a is missing a traffic count has not been conducted, for that year.
exponential fit over the previous 1, 5 or 10 year period.
Hour, Day & Week Averages
The amount of traffic on the road network will vary depending
on the time of day, the day of the week and the week of the
year. The ebb and flow of traffic travelling through a site over
a period of time forms a pattern. The Hour, Day and Week
Averages are then used in the calculation of AADT.
Copyright
Copyright The State of Queensland (Department of Transport and Main Roads) 2013
Licence
http://creativecommons.org/licences/by-nd/3.0/au
This work is licensed under a Creative Commons Attribution 3.0 Australia (CC BY-ND) Licence. To
attribute this material, cite State of Queensland (Department of Transport and Main Roads) 2013
Page 41
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14-Nov-2014 11:54 Road Segment from 1.960km to 3.090km Segment Site 21130 Traffic Year 2013 Data Collection Year 2013 Page 1 of 2 (1 of 7)
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Copyright Pitney Bowes Softare Pty Ltd 2009 Based on [Dataset - State Digital Road Network (SDRN)] provided
with the permission of Pitney Bowes Softare Pty Ltd (current as of 12/08) and other state government datasets. -26.417717
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Page 42
Traffic Analysis and Reporting System
AADT Segment Report TARS
Region 207 - North Coast Road Section 145 - Cooroy Connection Road
14-Nov-2014 11:54 Road Segment from 1.960km to 3.090km Segment Site 21130 Traffic Year 2013 Data Collection Year 2013 Page 2 of 2 (2 of 7)
Site 21130. Point 220000301.
Cooroy School Pedestrian Crossing.
2.19 km
The width of each Road Segment is proportional to its AADT.
1.96 km 3.09 km
Start Point 220000102. End Point 220000104.
All Vehicles (00)
G 3,676 100%
A 6,199 100%
B 9,875 100%
No Traffic Class data found.
Page 43
Traffic Analysis and Reporting System TARS
Report Notes for AADT Segment Report
14-Nov-2014 11:54 Page 1 of 1 (3 of 7)
AADT Segment Annual Volume Report Site
Provides summary data for the selected AADT Segment of a The physical location of a traffic counting device. Sites are
Road Section. Summary data is presented as both located at a specified Through Distance along a Road Section.
directional information and a combined bi-directional figure.
The data is then broken down by Traffic Class, when Site Description
available. The report also includes maps displaying the The description of the physical location of the traffic counting device.
location of both the AADT Segment and the traffic count site.
Start and End Point
Annual Average Daily Traffic (AADT) The unique identifier for the Through Distance along a Road Section.
Annual Average Daily Traffic (AADT) is the number of vehicles passing
a point on a road in a 24 hour period, averaged over a calendar year. Vehicle Class
Traffic is categorised as per the Austroads Vehicle Classification
AADT Segments scheme. Traffic classes are in the following hierarchical format:
The State declared road network is broken into Road Sections Volume or All Vehicles
and then further broken down into AADT Segments. An AADT 00 = 0A + 0B
Segment is a sub-section of the declared road network where
traffic volume is similar along the entire AADT Segment. Light Vehicles
0A = 1A
1A = 2A + 2B
AADT Values
AADT values are displayed by direction of travel as: Heavy Vehicles
0B = 1B + 1C + 1D
G Traffic flow in gazettal direction 1B = 2C + 2D + 2E
A Traffic flow against gazettal direction 1C = 2F + 2G + 2H + 2I
B Traffic flow in both directions 1D = 2J + 2K + 2L
Data Collection Year The following classes are the categories
Is the most recent year that data was for which data can be captured:
collected at the data collection site. Volume
Please Note: 00 All vehicles
Due to location and/or departmental policy,
2-Bin
some sites are not counted every year. 0A Light vehicles
0B Heavy vehicles
Gazettal Direction
Is the direction of the traffic flow. It can be easily recognised by 4-Bin
1A Short vehicles
referring to the name of the road eg. Road Section: 10A Brisbane - 1B Truck or bus
Gympie denotes that the gazettal direction is from Brisbane to Gympie. 1C Articulated vehicles
1D Road train
Maps 12-Bin
Display the selected location from a range of viewing 2A Short 2 axle vehicles
levels, the start and end position details for the AADT 2B Short vehicles towing
Segment and the location of the traffic count site. 2C 2 axle truck or bus
2D 3 axle truck or bus
2E 4 axle truck
Region 2F 3 axle articulated vehicle
For administration purposes the Department of Transport 2G 4 axle articulated vehicle
and Main Roads has divided Queensland into 12 Regions. 2H 5 axle articulated vehicle
2I 6 axle articulated vehicle
2J B double
Road Section 2K Double road train
Is the Gazetted road from which the traffic data is collected. Each 2L Triple road train
Road Section is given a code, allocated sequentially in Gazettal
Direction. Larger roads are broken down into sections and
identified by an ID code with a suffix for easier data collection and
reporting (eg. 10A, 10B, 10C). Road Sections are then broken
into AADT Segments which are determined by traffic volume.
Segment Site
Is the unique identifier for the traffic count site
representing the traffic flow within the AADT Segment.
Copyright
Copyright The State of Queensland (Department of Transport and Main Roads) 2013
Licence
http://creativecommons.org/licences/by-nd/3.0/au
This work is licensed under a Creative Commons Attribution 3.0 Australia (CC BY-ND) Licence. To
attribute this material, cite State of Queensland (Department of Transport and Main Roads) 2013
The text continues on page 44.