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080626 FINAL Traffic Report version 2.pdf [As Published] · 132008.1128
Blue Care Property Development Unit Blue Care Sunrise Beach Traffic Impact Assessment [OCR of page images] Blue Care Property Development Unit Blue Care Sunrise Beach Traffic Impact Assessment ARUP
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Page 2
Blue Care Property
Development Unit
Blue Care Sunrise
Beach
Traffic Impact
Assessment
June 2008
Arup This report takes into account the
Arup Pty Ltd ABN 18 000 966 165 particular instructions and requirements
of our client.
It is not intended for and should not be
Arup relied upon by any third party and no
Level 4 108 Wickham Street, responsibility is undertaken to any third
Fortitude Valley QLD 4006, party
GPO Box 685 Brisbane QLD 4001
Tel +61 7 3023 6000 Fax +61 7 3023 6023
www.arup.com Job number 86512/66
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Blue Care Property Development Unit Blue Care Sunrise Beach
Traffic Impact Assessment
Contents
Page
1 Introduction 1
1.1 Limits of Report 1
1.2 Safety in Design 1
2 Background Information 2
2.1 Site Location 2
2.2 Existing Development 3
2.3 Local Road Network 3
3 Proposed Development 4
3.1 Proposed Access Arrangements 4
3.2 Internal Circulation and Road Hierarchy 5
3.3 Parking Provisions 7
3.4 Service Vehicle Facilities 8
4 Traffic Impact Assessment 9
4.1 Background Traffic 9
4.2 Traffic Generation 10
4.3 Traffic Distribution 12
4.4 Intersection Analysis 13
5 Conclusion 16
Appendices
Appendix A
Background Traffic Volumes
Appendix B
Generated Traffic Distribution
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Blue Care Property Development Unit Blue Care Sunrise Beach
Traffic Impact Assessment
1 Introduction
Arup was commissioned by Blue Care in April 2008 to undertake a traffic impact
assessment for the proposed Blue Care Facility to be located at Grasstree Court, Sunrise
Beach.
This report details the tasks and findings associated with this assessment, which included:
− Site visits to investigate the proposed development site and the surrounding road
network;
− A review of access to the site;
− A review of the internal car park layout and circulation;
− An assessment of the internal servicing arrangements; and
− An assessment of the impact of the site on the surrounding road network.
1.1 Limits of Report
While Arup has taken care in the preparation of this report, it neither accepts liability nor
responsibility whatsoever in respect of:
− Any use of or reliance upon this report by any third party; and
− Any third party whose interests may be affected by any decision made regarding the
proposed development.
1.2 Safety in Design
Within the scope of our design activities, we have identified safety in design issues and
potential hazards, whenever reasonably practicable within our field of expertise. Due to our
limited and upfront role on this project, it is not considered reasonably practicable to identify
all potential hazards which may occur throughout the life of a project, including during
construction activities. For any ensuing design stages, it is strongly recommended our
advice regarding safety in design be reviewed and revised as required, to reflect any
changes to the current design.
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2 Background Information
2.1 Site Location
The subject site is located at Grasstree Court, Sunrise Beach as shown in Figure 2.1a.
Existing Lot 6 on RP901384 (6 Grasstree Court) will remain as is and be the site of the
"aged persons home" or RAC. “Precinct 1”
Existing Lot 1 on SP177650 (Ben Lexcen Drive) will be subdivided to create a new Lot 9
and be the site of the remainder of the development, the "retirement village" which contains
independent living units (ILUs), apartments and the central facilities building. The balance of
existing Lot 1 will remain undeveloped as part of this DA. “Precinct 2”
SITE
Figure 2.1: Site Location and Surrounding Road Network
Source: UBD
Not to Scale
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2.2 Existing Development
The subject site is currently unoccupied.
2.3 Local Road Network
2.3.1 Ben Lexcen Drive
Ben Lexcen Drive is a two lane road which is designated as a District Collector by the
Sunshine Coast Regional Council. Ben Lexcen Drive carries in the order of 400 vehicles
during each commuter peak hour, based upon manual traffic counts undertaken for the
purpose of this study on Wednesday 28 May 2008.
2.3.2 Grasstree Court
Grasstree Court is a local access street providing access to a small neighbourhood
shopping centre located adjacent to the north east corner of the site and a church located at
the western end of Grasstree Court.
An existing left slip lane provides access from Ben Lexcen Drive to Grasstree Court for
northbound vehicles. We understand that the existing left slip lane is not gazetted and was
constructed over private land which is the subject of this application. The architectural plans
indicate a realignment of this left slip lane to be fully contained within Council’s road reserve.
We understand Blue Care are currently attempting to resolve this encroachment with Syd
Jerram (Manager, Works Planning North) and Michael Hagan of Council’s Assets and
Infrastructure Department.
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3 Proposed Development
The proposed aged care facility will comprise of two precincts
Precinct 1: Located on the northern side of Grasstree Court
− 96 single bedrooms (units) in a residential aged care (RAC) facility
− Two (2) single bedrooms (units) in respite care as part of the RAC.
Precinct 2: Located on the southern side of Grasstree Court
− 55 independent living units (ILUs) in villa style accommodation
− 54 independent living units in four (4) apartment buildings
− 20 serviced apartments and a central facilities building
Please refer to the full set of drawings prepared by Smith & Tracey Architects which
accompanies the development application. The following sections discuss the key traffic
elements and principles of the design. Further refinement of the design will take place
during operational works (e.g. based on detailed swept path, sightlines, drainage etc)
3.1 Proposed Access Arrangements
All access to the development is via Grasstree Court.
Three (3) crossovers are proposed to provide access to the residential aged car facility
located on the northern side of Grasstree Court:
− the eastern most crossover provides access to 13 parking spaces and also provides
access to the service yard (refuse collection and deliveries);
− the central crossover provides access to approximately 21 visitor spaces and includes
a porte-cocher and 1 emergency vehicle space; and
− the western crossover provides direct access to 41 spaces to be designated for use
by staff.
Two (2) crossovers are proposed to provide access to the independent living units and
apartments on the southern side of Grasstree Court:
− the eastern crossover will be the principal entrance providing access to the Central
Facilities Building and Independent Living Units;
− the western access will provide access to the apartment buildings and serviced
apartments.
The proposed development will effectively result in the full build out of land surrounding
Grasstree Court. Grasstree Court is a cul-de-sac and does not service through traffic. The
only vehicles that will use Grasstree Court will be associated with Blue Care or the existing
Church. For this reason it is not unreasonable to propose multiple access points to
Grasstree Court.
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3.2 Internal Circulation and Road Hierarchy
The intent of the internal road network is to create an attractive and functional streetscape
for the ILUs. This will be achieved by creating three (3) hierarchies of roads within the site
as depicted in Figure 3.2a
Figure 3.2a – Internal Hierarchy of Roads
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Spine Roads
The spine roads are two-way and provide connectivity from the main entrance points on
Grasstree Court. These roads will be used by all (residents, visitors, refuse collection etc)
having a width of approximately 7m.
Resident Only “Roads”
These roads are intended for use by residents to access their individual garage and for
service vehicles to collect individual wheelie bins. They are essentially “back of house” with
individual garages turned to face each other. These roads are generally approximately 4
metres wide, with additional width provided at garages and at strategic points to allow
vehicles to pass each other. They have been designed to facilitate a Heavy Rigid Vehicle.
An example of this type of configuration is shown in Figure 3.2b
Figure 3.2b – Resident Access Roads
Public Streets “One-Way”
Turning the garages of the ILUs to face each other results in the front of the ILUs presenting
to a “no access” street. These streets are intended to be a low speed shared environment
with parking opportunities for visitors. The street will comprise of one moving lane “one-
way” with indented parallel parking. This street will generally be in the order of 4.5m wide
with additional width provided locally for the indented parallel parking. An example of this
type of street is shown in Figure 3.2c
Figure 3.2c – Public Street “One-Way”
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3.3 Parking Provisions
The parking requirements have been calculated based on Table 14-49 “Minimum vehicle
parking requirements” of Noosa Shire Council’s Driveways and Carparking code.
Table 3.3: Proposed Parking Provisions
Component Use Quantity Suggested Required
Parking Rate Carparks
Precinct 1: Residential Aged Care Facility (48 Required – 75 Provided)
High Care Beds 98 beds 1 per 5 beds 20
Employees 55 staff 1 per 2 staff 28
Precinct 2: ILUs and Serviced Apartments (162 Required – 184 Provided)
Independent Living 55 units 1 per unit 55
Units
Apartment Buildings 54 units 1 per unit 54
Serviced Apartments 20 units 1 per unit 20
Visitors 1 per 4 units 33
Precinct 1 requires a minimum of 48 parking spaces. A total of 75 have been provided
including 35 at grade and 40 in the basement.
Precinct 2 requires a total of 162 parking spaces. 184 have been provided on site, with an
additional 13 spaces available on street in Grasstree Court. Parking for the residents will be
provided at a rate greater than 1 space per unit. Resident parking will be provided in
individual garages for the ILUs and secure basements for the Apartments. Visitor parking is
provided on-street.
The proposal therefore complies with Council requirements.
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3.4 Service Vehicle Facilities
Adequate servicing facilities have been proposed on-site to ensure that such activities do
not occur on the street and will not compromise the performance of Council’s road system.
A centralised service yard (refuse collection and deliveries) is proposed at the eastern end
of the Residential Aged Care facility. This area will be designed to facilitate a Large Rigid
Vehicle. These larger vehicles will need to perform one reverse manoeuvre to access or
egress the site from Grasstree Court. This is appropriate considering Grasstree Court is a
local access cul-de-sac which does not service through traffic. The only vehicles that will
use Grasstree Court will be associated with Blue Care.
A second loading bay is proposed on the western side of the central facilities building within
precinct 2.
Regular access is required for refuse collection vehicles. The strategy for refuse collection
is as follows:
Precinct 1: Residential Aged Care
A centralised bin store area would be located adjacent to the service yard.
Precinct 2: Independent living Units and Apartments
Each independent living unit will have their own wheelie bins. The internal road network
has been designed to accommodate the swept path of a Heavy Rigid Vehicle traversing
the site.
For the serviced apartment complex and each of the 4 apartment buildings there will be a
centralised bin store area located adjacent to the internal Spine Road.
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4 Traffic Impact Assessment
An assessment of the trip generation and distribution has been undertaken for the proposed
development. Where necessary, intersection analyses have been carried out using the
software package SIDRA Intersection 3.2.
4.1 Background Traffic
Manual turning movement counts were undertaken on Wednesday 28 May for the purpose
of this study at the following intersections:
Ben Lexcen Drive / Grasstree Court / Lipton Street;
Ben Lexcen Drive / Girraween Court; and
Ben Lexcen Drive / Eenie Creek Road (to be constructed) / Heathland Drive.
These counts were undertaken during the following periods, to capture the peak periods of
the surrounding road network:
7:00am to 9:00am; and
3:00pm to 5:00pm.
It was determined that the peak periods for the surrounding road network are as follows:
7:45am to 8:45am; and
3:00pm to 4:00pm.
Appendix A shows the observed volumes during these peak periods.
4.1.1 Background Traffic Growth Rate
The estimated time of completion of all stages of the development is 2012. To determine
forecast 2012 and 2022 background traffic volumes for ensuing traffic analyses, a growth
rate of 3% per annum was applied.
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4 Traffic Impact Assessment
An assessment of the trip generation and distribution has been undertaken for the proposed
development. Where necessary, intersection analyses have been carried out using the
software package SIDRA Intersection 3.2.
4.1 Background Traffic
Manual turning movement counts were undertaken on Wednesday 28 May for the purpose
of this study at the following intersections:
= Ben Lexcen Drive / Grasstree Court / Lipton Street;
= Ben Lexcen Drive / Girraween Court; and
= Ben Lexcen Drive / Eenie Creek Road (to be constructed) / Heathland Drive.
These counts were undertaken during the following periods, to capture the peak periods of
the surrounding road network:
= 7:00am to 9:00am; and
= 3:00pm to 5:00pm.
It was determined that the peak periods for the surrounding road network are as follows:
= 7:45am to 8:45am; and
= 3:00pm to 4:00pm.
Appendix A shows the observed volumes during these peak periods.
4.1.1 Background Traffic Growth Rate
The estimated time of completion of all stages of the development is 2012. To determine
forecast 2012 and 2022 background traffic volumes for ensuing traffic analyses, a growth
rate of 3% per annum was applied.
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4.2 Traffic Generation
In determining the predicted traffic generation for the site, reference has been made to the
RTA Guide to Traffic Generating Developments, 2002. Using the rates stipulated in this
document combined with engineering judgement, we have estimated the predicted traffic
volumes at each of the access points during the morning and evening peak periods.
4.2.1 Serviced Apartments
The RTA stipulates a rate of 0.1-0.2 peak hour vehicle trips per dwelling for housing for
ages and disabled persons. As such, we have adopted a rate of 0.2 peak hour vehicle trips
per dwelling for the Serviced Apartments proposed within the site.
4.2.2 Independent Living and Apartments
For the Independent Living and Apartment land uses, we have conservatively assumed a
rate of 0.4 peak hour vehicle trips per dwelling. This has been assumed to account for the
higher usage of private vehicles amongst occupants of these land uses when compared to
the Serviced Apartments.
4.2.3 Aged Care
The RTA Guide to Traffic Generating Developments, 2002 does not provide specific
guidance on the calculation of vehicle trips associated with Aged Care facilities such as
those provided by Blue Care. Whilst the abovementioned RTA rate is appropriate for
application to the Serviced Apartments, we believe the trip making characteristics of the
Aged Care facilities during peak hours will be more closely related to staff numbers due to
the generally long stay nature of such beds.
Based on discussions with Blue Care, it is understood that the proposed Aged Care facility’s
staffing schedule (incorporating community services and hospitality) is to be as shown in
Table 4.2.3 below
Table 4.2.3 – Staff Numbers
Total
Hour Arrivals Departures Trips
6:00 - 7:00 8 0 8
7:00 - 8:00 23 1 24
8:00 - 9:00 20 0 20
9:00 - 10:00 4 0 4
10:00 - 11:00 1 0 1
11:00 - 12:00 0 0 0
12:00 - 13:00 0 0 0
13:00 - 14:00 0 0 0
14:00 - 15:00 3 10 13
15:00 - 16:00 12 21 33
16:00 - 17:00 2 22 24
17:00 - 18:00 0 5 5
73 59 132
In accordance with the above table, it has been assumed that a total of 20 vehicle trips are
generated by staff employed by the Residential Aged Care facility during the AM peak
period (7:45am - 8:45am). Similarly, a total of 32 peak hour vehicle trips has been assumed
for the PM peak period (3:00pm - 4:00pm)
In addition to the above, anticipated traffic generation by visitors to the Aged Care facility
has been accommodated for by the application of a rate of 1 peak hour vehicle trip per 10
beds.
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4.2.4 Total Trip Generation
A summary of the abovementioned trip generation rates applied to the respective land uses
is shown in Table 4.2.4 below.
Table 4.2.4 – Total Trip Generation “Blue Care”
Use Number Rate AM Peak PM Peak
Independent Living 55 units 0.4 trips/unit 23 23
Apartments 54 apart. 0.4 trips/unit 23 23
Serviced Apartment 20 apart. 0.2 trips/unit 5 5
Staff (Total) N/A 20 32
Aged Care Generation
Visitors (central facility) 98 beds 0.1 trips/unit 10 10
TOTAL 81 94
As shown in the above table, it is anticipated that the subject site will generate 81 trips in
the AM peak period and 94 trips in the PM peak period.
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4.3 Traffic Distribution
The assumed distribution of trips generated by the site is determined based upon the
anticipated arrival / departure split and the origin / destination split of trips.
4.3.1 Arrival / Departure Split
For the purposes of this study, it has been assumed that the Serviced Apartments,
Independent Living Units, Apartments and visitors to the Aged Care facility have the
following arrival /departure splits.
20% arrivals / 80% departures during the AM peak period; and
80% arrivals / 20% departures during the PM peak period.
The application of the above distributions results in the number of arrival and departure trips
shown in Table 4.3.1 below
Table 4.3.1 – Arrival and Departure Split
AM Peak PM Peak
Use Number Rate Arr. Dep. Arr. Dep.
Independent Living 55 units 0.4 trips/unit 5 18 18 5
Apartments 54 apart. 0.4 trips/unit 5 18 18 5
Serviced Apartment 20 apart. 0.2 trips/unit 1 4 4 1
Staff N/A 20 0 12 21
Aged Care Generation
Visitors (central facility) 98 beds 0.1 trips/unit 2 8 8 2
TOTAL 33 48 60 34
4.3.2 Origin / Destination Split
The distribution of site generated traffic, or the assignment to the surrounding road network,
has been assumed based upon an understanding of the nature of the proposed
development, the surrounding road network, and local residential catchments. The following
assumptions were made accordingly:
60% of trips generated will access the site from the north via Ben Lexcen Drive;
15% of trips generated will access the site from the east via Lipton Street; and
25% of trips generated will access the site from the south via Ben Lexcen Drive.
In addition to the above, it has been further assumed that of the 60% traffic accessing the
site from the north:
6% will access the site via Girraween Court;
11% will access the site via Heathland Drive; and
43% will access the site via Ben Lexcen Drive further to the north.
The resulting volumes are shown in Appendix B.
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4.4 Intersection Analysis
Based upon the background and development traffic volumes in 2019 (predicted in sections
4.1 and 4.3 of this report respectively), it is estimated that traffic generated by the subject
site will only increase traffic through the Ben Lexcen Drive / Eenie Creek Road / Heathland
Drive intersection by approximately 2.4% in the AM peak period and 4.6% in the PM peak
period. Given the low impact of development-related traffic, detailed intersection analysis is
not considered warranted. This approach is supported by the Department of Main Roads’
Guidelines for Assessment of Road Impacts of Development.
As such, detailed intersection analysis has been undertaken for the following intersections
only.
Ben Lexcen Drive / Grasstree Court / Lipton Street; and
Ben Lexcen Drive / Girraween Court.
Detailed analyses of these intersections have been undertaken by superimposing the
predicted site generated traffic volumes and background traffic volumes for the 2019 design
scenario (for both the morning and evening peak periods).
It has been assumed that the geometry of the two intersections in 2019 will be the same as
those currently in operation (i.e. both will be single lane roundabouts with single lane
approaches and exits).
The results of these analyses have been summarised in tabular form below. Each table
makes reference to three intersection performance criteria. A description of each follows:
Degree of Saturation (%) – This is the ratio of demand flow to capacity.
Average Delay (sec) – The average delay per vehicle in seconds incurred by vehicles over
the modelled time period.
95th %ile Queue – A queue length measured in metres for which only 5% of queues are
equal to or greater than this length.
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Table 4.4a – Ben Lexcen Drive / Grasstree Court / Lipton Street Intersection
Analysis Results: 2022 Design Year
Peak Approach Movement Degree of Average 95th Percentile
Period Saturation (%) Delay (s) Queue (m)
Left 44 9 28
Ben Lexcen
Through 44 7 28
Drive (South)
Right 43 15 28
Left 8 8 3
Lipton Street
Through 8 8 3
(East)
Right 8 13 3
AM Peak
Left 36 6 20
Ben Lexcen
Through 36 5 20
Drive (North)
Right 36 12 20
Left 20 8 10
Grasstree
Through 20 7 10
Court (West)
Right 20 14 10
Left 19 9 10
Ben Lexcen
Through 20 7 10
Drive (South)
Right 19 14 10
Left 6 7 2
Lipton Street
Through 6 7 2
(East)
Right 6 13 2
PM Peak
Left 31 6 15
Ben Lexcen
Through 31 5 15
Drive (North)
Right 31 12 15
Left 25 6 12
Grasstree
Through 25 5 12
Court (West)
Right 25 12 12
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Table 4.4b – Ben Lexcen Drive / Girraween Court Intersection
Analysis Results: 2019 Design Year
Peak Approach Movement Degree of Average 95th Percentile
Period Saturation (%) Delay (s) Queue (m)
Left 59 10 43
Ben Lexcen
Through 59 8 43
Drive (South)
Right 60 16 43
AM Peak Ben Lexcen Through 27 5 14
Drive (North) Right 27 12 14
Girraween Left 18 4 9
Court (West) Right 18 14 9
Left 27 9 15
Ben Lexcen
Through 27 6 15
Drive (South)
Right 27 14 15
PM Peak Ben Lexcen Through 65 5 19
Drive (North) Right 65 12 19
Girraween Left 18 7 8
Court (West) Right 18 13 8
The above results demonstrate that both intersections are predicted to operate well within
acceptable limits during the 2019 morning and evening commuter peak, with the intersection
volumes and geometries assumed.
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5 Conclusion
All access to the proposed Blue Care Facility will be from Grasstree Court. The proposed
development will effectively result in the full build out of land surrounding Grasstree Court.
Grasstree Court is a cul-de-sac and does not service through traffic. The only vehicles that
will use Grasstree Court will be those associated with Blue Care and the existing Uniting
Church.
The proposed aged care facility will comprise of two precincts:
Precinct 1: Located on the northern side of Grasstree Court
− 96 single bedrooms (units) in a residential aged care (RAC) facility
− Two (2) single bedrooms (units) in respite care as part of the RAC.
Precinct 2: Located on the southern side of Grasstree Court
− 55 independent living units (ILUs) in villa style accommodation
− 54 independent living units in four (4) apartment buildings
− 20 serviced apartments and a central facilities building
In determining the predicted traffic generation for the site, reference has been made to the
RTA Guide to Traffic Generating Developments, 2002. Using the rates stipulated in this
document combined with engineering judgement, we have estimated the predicted traffic
volumes at each of the access points during the morning and evening peak periods.
Being an aged care facility the site is a very low traffic generator. We estimate that the
subject site will generate in the order of 81 trips in the AM peak period and 94 trips in the
PM peak period.
Intersection analysis has been undertaken based on the above trip generation for the 2022
design scenario (i.e. 10 years post completion of all stages). The analysis has been
undertaken for the following intersections:
− Ben Lexcen Drive / Grasstree Court / Lipton Street; and
− Ben Lexcen Drive / Girraween Court.
The results of the analysis indicate that both intersections will operate well within the
acceptable limits of operation for the 10 year design horizon.
We believe the proposed Blue Care Facility should be approved from a traffic engineering
standpoint.
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Appendix A Background Traffic Volumes [OCR of page images] Appendix A Background Traffic Volumes
Page 21
Background Traffic - AM Peak
Grass Tree Court Girraween Court Eenie Creek Road
20 0
276 34 434
0 0 22 7 53 347 0 13 74 59 0 0 0 0
2 3 0 Ben Lexen Drive
Ben Lexen Drive
0 9 3
4 12 25 0 81 139 86 0 312 6 0
179 93 288
42 106
N
Lipton Street Heathland Drive
Background Traffic - PM Peak
Grass Tree Court Girraween Court Eenie Creek Road
12 0
102 17 233
2 0 75 21 63 163 0 45 70 48 0 0 0 0
2 4 0 Ben Lexen Drive
Ben Lexen Drive
1 0 1
3 8 13 1 70 79 51 0 93 5 0
106 198 277
27 80
N
Lipton Street Heathland Drive
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Appendix B Generated Traffic Distribution [OCR of page images] Appendix B Generated Traffic Distribution
Page 23
Development Traffic Generation - AM Peak
Grass Tree Court Girraween Court Eenie Creek Road
8 0
0 3 21
0 0 12 7 29 26 0 2 0 5 0 0 0 0
0 0 0 Ben Lexen Drive
Ben Lexen Drive
0 0 0
0 5 0 0 20 0 4 0 0 0 0
0 18 14
0 0
N
Lipton Street Heathland Drive
Development Traffic Generation - PM Peak
Grass Tree Court Girraween Court Eenie Creek Road
15 0
0 2 14
0 0 8 5 20 18 0 4 0 4 0 0 0 0
0 0 0 Ben Lexen Drive
Ben Lexen Drive
0 0 0
0 9 0 0 36 0 6 0 0 0 0
0 32 26
0 0
N
Lipton Street Heathland Drive
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SIDRA volumes.xls : Development-Report Printed 25/06/2008 Time 2:15 PM
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080626 FINAL Traffic Report version 2.pdf [As Published]Related documentApplication case desk ↗
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