Attachment 2 Traffic Engineering Response · p:\2019-20\20-046 27 simpson street, fernvale\outputs\20-046 draft rfi response.docx 2 figure 1: revised development layout plan refuelling

$Page 1: Attachment 2 Traffic Engineering Response · p:\2019-20\20-046 27 simpson street, fernvale\outputs\20-046 draft rfi response.docx 2 figure 1: revised development layout plan refuelling$
Attachment 2 Traffic Engineering Response

Prepared by

PTT

P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX

PREPARED BY: CMB 1

14 November 2019

Brisbane Valley Highway Fuels

C/- Viva Property Group

PO Box 419

Indooroopilly QLD 4068

Attention: James Stott

Dear James,

RE: 27 SIMPSON ROAD, FERNVALE

INFORMATION REQUEST RESPONSE

INTRODUCTION

This letter has been prepared by PTT (Pekol Traffic and Transport) in response to traffic and transport issues

raised in the Department of State Development, Manufacturing, Infrastructure and Planning (DSDMIP)

Information Request, dated 28 October 2019 (Application Reference: 1910-13420 SRA).

The development application seeks approval for a material change of use for a service station and food and

drink outlet (with a drive-through) on a site located at 27 Simpson Street, Fernvale (formally identified as Lot 1

on SP240903). The traffic engineering issues raised in the DSDMIP Information Request and addressed below

are as follows:

refuelling for heavy vehicles

Brisbane Valley Highway vehicle access location and design

bulk refuelling deliveries

site access turn warrant assessment

vehicle queuing provision

the impact of additional development traffic at the Main Street (Brisbane Valley Highway) / Simpson Street

intersection

Revised development layout plans are provided in Figure 1. A revised traffic engineering assessment has been

prepared addressing the issues above and is attached. However, for ease of reference, a response to the

identified issues is detailed below.

P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 2

Figure 1: REVISED DEVELOPMENT LAYOUT PLAN

REFUELLING FOR HEAVY VEHICLES

The proposed service station is not a truck stop and has been designed to cater for light vehicles and small –

medium rigid trucks. There is no dedicated truck refuelling area, no ultra-high flow diesel pumps (for large

heavy vehicles) and no on-site truck parking proposed. While larger heavy vehicles would not physically be

prohibited from entering the subject development, it is expected that drivers of these types of vehicles would be

familiar with the truck-stop network and use more appropriate refuelling facilities.

In any event articulated vehicles and b-doubles make up less than 3% of the passing traffic flow. Accordingly,

use of the subject development by large trucks, other than the bulk refuelling tanker, is expected to be occasional.


BRISBANE VALLEY HIGHWAY VEHICLE ACCESS LOCATION AND DESIGN

The Brisbane Valley Highway access driveway has been relocated and redesigned to:

be located approximately 5.0m from the south-eastern property boundary

be 12.0m wide at the property boundary incorporating a 5.0m wide entry lane, a 4.5m wide exit lane

and a 1.5m wide (painted) centre island

be generally consistent with the IPWEA Standard Drawing RS-051H for a left-in / left-out driveway

be supported by a 35m long short auxiliary turn lane, which is appropriate for the 70km/hr design speed

on the Brisbane Valley Highway and designed in accordance with Austroads and the TMR Road Planning

and Design Manual

The revised driveway design would be able to accommodate simultaneous usage by an entering or exiting rigid

truck (ie a medium rigid vehicle) with a passenger vehicle travelling in the opposite direction as demonstrated

in Figure 2.

Figure 2: SIMULTANEOUS OPERATIONS (B99 AND MRV)

BULK REFUELLING DELIVERIES

The vehicle turn paths for the 19m long bulk refuelling tanker are shown in Figure 3. This demonstrates that the

tanker can stand on-site to undertake bulk refuelling without blocking vehicle access to / from the Brisbane

Valley Highway. While the tanker requires the entire width of the driveway crossover on entry and exit, it is noted

that bulk fuel deliveries would be occasional (ie two – three times per week) and would typically occur outside

of peak times. Therefore, the impact of bulk refuelling on the safety and efficiency of the Brisbane Valley Highway

is expected to be minimal.


Figure 3: AV (BULK REFUELING TANKER) SWEPT PATHS

SITE ACCESS TURN WARRANT ASSESSMENT

Section C9.2 of the Austroads Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings

deals with the application of warrants for turn lanes. With respect to the use of these warrants, Austroads states

that they are based on the construction of new intersections on new roads (ie greenfield sites) and:

“although not intended for direct application to accesses and driveways, they may be used as a reference for

such”

This confirms that the warrants are primarily for the construction of intersections on new roads and Austroads

does not mandate the application of the warrants for turn lanes with respect to the site access driveways. This

guidance is accepted by the Department of Transport and Main Roads (TMR) Road Planning and Design Manual

2nd

Edition (RPDM).

Therefore, the application of warrants for turn treatment assessment is not considered to be a mandatory

requirement for the site access design. Nevertheless, we have undertaken an assessment of the appropriate turn

treatments by applying the warrants set out in Austroads and the TMR RPDM.

Fill Point


This assessment is based on:

Normal Design Domain (NDD) criteria for a road with a design speed of less than or equal to 70 km/h

development traffic generation as identified in the Traffic Impact Assessment

weekday traffic survey data for the Brisbane Valley Highway

a background traffic growth rate of 3%

The value of the major road peak hour traffic volume parameter (QM) for the left turns at the site access have

been calculated as follows:

Weekday Morning Peak Hour

QL: 74 veh/h

QM (left) opening: 455 veh/h

QM (left) design: 635 veh/h

Weekend Evening Peak Hour

QL: 74 veh/h

QM (left) opening 365 veh/h

QM (left) design 495 veh/h

Figure 4 demonstrates that a short auxiliary left turn lane (AUL(S)) would be warranted based on the

(southbound) traffic volumes on the Brisbane Valley Highway and the predicted left turn movements into the

development. A channelised left-turn treatment (CHL) is not warranted and would not be typical of a service

station access in an urban environment.

Figure 4: TURN WARRANT ASSESSMENT

Weekday AM Opening: QL:QM

Weekday AM Design: QL:QM

Weekday PM Opening: QL:QM

Weekday PM Design: QL:QM


QUEUING ASSESSMENT

The TIA referred to a rule of thumb desirable queuing requirement to provide two spaces behind each bowser

(not including vehicles standing at the pumps). However, this requirement ignores the layout and number of

pumps. Therefore, to undertake a site-specific queuing assessment for the development, we have used M-M-s

(ie multi-server queueing model) queuing theory calculations. This assessment is based on:

an arrival rate of 45 vehicles per hour for the service station

a service rate of 12 vehicles per hour (ie a five-minute dwell time per customer)

eight refuelling positions (ie identical servers)

The queuing assessment predicts a 99th percentile queue of nine vehicles at the pumps. As shown in Figure 5,

the development layout would be able to accommodate a total of 16 vehicles without blocking access to the fast

food drive-through or on-site car parking. Accordingly, the on-site queuing provision is considered to be

sufficient.

Figure 5: ON-SITE QUEUING


IMPACT OF ADDITIONAL DEVELOPMENT TRAFFIC AT SIMPSON STREET

Background Traffic Volumes

To assist in the quantification of existing operations at the Brisbane Valley Highway / Simpson Street intersection,

turning movement surveys were conducted on Tuesday 5 November 2019.

The weekday morning and evening peak periods for both intersections are shown in Table 1, along with the key

operational attributes of the intersections. The volumes shown represent all vehicle movements through the

intersections in the peak hour periods.

Table 1: INTERSECTION ATTRIBUTES

ATTRIBUTE BRISBANE VALLEY HIGHWAY / SIMPSON

STREET

Morning Peak

Peak Hour 8:00am – 9:00am

Volume (vph) 910

% Heavy Vehicles 8%

Peak Flow Factor 94%

Evening Peak

Peak Hour 4:00pm – 5:00pm

Volume (vph) 895

% Heavy Vehicles 6%

Peak Flow Factor 99%

Intersection Operations

A SIDRA analysis was conducted to quantify the existing traffic operations at the Brisbane Valley Highway /

Simpson Street intersection. The analyses were based on the traffic count data with:

Peak Flow Factors (PFF), as detailed in Table 1

the observed proportion of heavy vehicles (%HV), as detailed in Table 1

SIDRA default values for other parameters

The degree of saturation for a movement is defined as the ratio of traffic demand to the capacity of the

movement. The critical movement relates to the approach or movement with the highest degree of saturation.

Table 2 is an extract from the SIDRA manual, and defines the operational rating and level of service (LOS) for

all intersections, including roundabouts.


Table 2: SIDRA INTERSECTION RATINGS

LEVEL OF

SERVICE

DEGREE OF SATURATION

SIGNALS ROUNDABOUT PRIORITY

LOS A x <= 0.60 x <= 0.60 x <= 0.60

LOS B 0.60 < x <= 0.70 0.60 < x <= 0.70 0.6 < x <= 0.70

LOS C 0.70 < x <= 0.90 0.70 < x <= 0.85 0.70 < x <= 0.80

LOS D 0.90 < x <= 0.95 0.85 < x <= 0.95 0.80 < x <= 0.90

LOS E 0.95 < x <= 1.00 0.95 < x <= 1.00 0.90 < x <= 1.00

LOS F 1.00 < x 1.00 < x 1.00 < x

The existing intersection layouts and the equivalent SIDRA representations for the Brisbane Valley Highway /

Simpson Street intersection is shown in Figure 6. The results of the SIDRA intersection analysis is summarised in

Table 3.

Figure 6: BRISBANE VALLEY HIGHWAY / SIMPSON STREET INTERSECTION


Table 3: EXISTING INTERSECTION OPERATIONS

SCENARIO DOS

95%

QUEUE

AVERAGE

DELAY

CRITICAL MOVEMENT

Weekday Morning 29% 0.2 veh 0.4s Brisbane Valley Highway (N) - Ahead

Weekday Evening 28% 0.0 veh 0.2s Brisbane Valley Highway (S) - Ahead

The results indicate that the Brisbane Valley Highway / Simpson Street intersection currently experiences LOS A

conditions under existing weekday morning and evening peak hour conditions.

Impact of Traffic Generated by the Proposed Development

The proposed development is predominantly a highway service centre that will cater to southbound traffic on

the Brisbane Valley Highway. In terms of the service station component of the development, it is expected that

almost 100% of traffic generation would be undiverted pass-by trips. There is a Freedom Fuel facility located on

the western site of the Brisbane Valley Highway immediately to the north of the subject site. The Freedom Fuels

service station would be a far more convenient facility for northbound traffic and it is not expected that there

would be any demand for the proposed service station for traffic heading northbound on the Brisbane Valley

Highway. Accordingly, all traffic associated with the service station would be expected to enter and exit the site

via the driveway crossover on the Brisbane Valley Highway, with no service station traffic using Simpson Street.

In terms of the fast food use, this would also predominantly rely on pass-by trips on the Brisbane Valley Highway.

However, there would also be some new (destination) trips from the local Fernvale area. Typically new trips for

fast food use are in the order of 40% of total trips. Accordingly, we have assumed that of the “new” trips, 70%

would be to / from the south with the remaining 30% from the north either via the Brisbane Valley Highway

(15%) or the Clive Street catchment (15%). This results in predicted additional peak hour traffic movements at

the Brisbane Valley Highway / Simpson Street intersection as shown in Figure 7.

The likely impact of the proposed development on the opening year (2020) operations of the Brisbane Valley

Highway / Simpson Street intersection has been assessed based on the peak hour turning movement forecasts

in both the pre and post development scenarios. The results of the SIDRA analyses are shown in Table 4.


Table 4: BRISBANE VALLEY HIGHWAY / SIMPSON STREET INTERSECTION OPERATIONS

SCENARIO DOS

95%

QUEUE

AVERAGE

DELAY

CRITICAL MOVEMENT

Morning Peak Hour

Pre-development 30% 0.2 veh 0.4s Brisbane Valley Highway (N) - Ahead

Post-development 31% 0.4 veh 0.7s Brisbane Valley Highway (S) - Ahead

Evening Peak Hour

Pre-development 29% 0.0 veh 0.1s Brisbane Valley Highway (N) - Ahead

Post-development 30% 0.2 veh 0.3s Brisbane Valley Highway (S) - Ahead

The results indicate that the Brisbane Valley Highway / Simpson Street intersection is expected to operate under

LOS A conditions during the 2020 pre and post development scenarios, in both the weekday morning and

evening peaks. The development results in a very minor increase in vehicle movements, queuing and delay at

the Brisbane Valley Highway / Simpson Street intersection and does not affect the level of service.

Figure 7: PREDICTED INCREASE AT BRISBANE VALLEY HWY / SIMPSON ST INTERSECTION


Turn Warrant Assessment

We have undertaken an assessment of the appropriate turn treatments at the Brisbane Valley Highway / Simpson

Street intersection by applying the warrants set out in Austroads and the TMR RPDM. The results of this assessment

are summarised in Figure 8 and 9 below for the morning and evening weekday peak hours respectively.

Figure 8: WEEKDAY MORNING TURN WARRANT ASSESSMENT

Figure 9: WEEKDAY EVENING TURN WARRANT ASSESSMENT

AM Pre Development QL:QM

AM Post Development: QL:QM

AM Pre Development: QR:QM

AM Post Development: QR:QM

PM Pre Development QL:QM

PM Post Development: QL:QM

PM Pre Development: QR:QM

PM Post Development: QR:QM


Figures 8 and 9 demonstrate that:

a basic left turn (BAL) would be warranted in all pre and post development scenarios

a short channelised right turn lane (CHR(S)) would be warranted in all pre and post development

scenarios, with the exception of the weekday evening pre-development scenario

The Brisbane Valley Highway / Simpson Street intersection arrangement has an existing basic left turn (BAL)

arrangement. In terms of the right turn treatment, there is an informal basic right turn (BAR) treatment due to

the wide (ie 7m) shoulder / parking lane in the northbound direction, which provides sufficient trafficable width

for a vehicle to pass to the left of a stationary vehicle in the process of turning right into Simpson Street.

The results of the turn warrant assessment demonstrate that the additional traffic generated by the development

does not trigger a requirement for upgrades at the Brisbane Valley Highway / Simpson Street intersection to

mitigate the impact. A CHR(S) would be warranted under post-development conditions, however, this treatment

would also be required as part of the base (ie pre-development) case. Therefore, a CHR(S) treatment is not

considered to be necessary to mitigate the impact of the development.

Nevertheless, a CHR(S) could readily be provided at the Brisbane Valley Highway / Simpson Street intersection

(ie line marking only no pavement widening). Therefore, this upgrade could be conditioned to any development

approval, with a concept plan of a CHR(S) treatment shown in Figure 10.

Figure 10: CHR(S) TREATMENT AT BRISBANE VALLEY HWY / SIMPSON ST INTERSECTION


CONCLUSIONS

Based on the above, the revised vehicle access arrangements for the development are considered to be

acceptable and would not compromise the safety and efficiency of the state-controlled road.

If you have any questions regarding the issues discussed above, please do not hesitate to contact us.

Yours sincerely,

Adam Pekol

Director (RPEQ 5286)

Documents

Attachment 2 Traffic Engineering Response · p:\2019-20\20-046 27 simpson street, fernvale\outputs\20-046 draft rfi response.docx 2 figure 1: revised development layout plan refuelling