Keperra Quarry Project - Brookfield Residential€¦ · Keperra Quarry Project Traffic Report (as submitted to Council) For enquiries: P: 07 3907 4111 E: [email protected]

Keperra Quarry Project Traffic Report (as submitted to Council)

For enquiries: P: 07 3907 4111 E: [email protected] W: www.transformingkeperraquarry.com.au

Transforming the Keperra Quarry.

DATE 3 May, 2016

CONTACT TOBY GILMOUR

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Ref: B15323TR002_revB - i - Keperra Quarry Development

Traffic Impact Assessment

TABLE OF CONTENTS

1.0 INTRODUCTION 1

2.0 CONTEXT OF DEVELOPMENT 2

2.1 BACKGROUND 2

2.2 EXISTING ROAD NETWORK 3

2.3 PUBLIC TRANSPORT FACILITIES 4

2.4 PEDESTRIAN AND BICYCLE NETWORKS 4

2.5 EXISTING DEVELOPMENT APPROVALS 4

2.6 EXISTING TRAFFIC VOLUMES 5

3.0 DETAILS OF PROPOSED DEVELOPMENT 7

3.1 PROPOSED DEVELOPMENT 7

3.2 TRAFFIC GENERATION AND DISTRIBUTION 7

3.3 FUTURE YEAR VOLUME SCENARIOS 9

4.0 SIDRA INTERSECTION ASSESSMENT 10

4.1 INTERSECTION ANALYSIS ASSUMPTIONS 10

4.2 SETTLEMENT ROAD / SAMFORD ROAD INTERSECTION 13

4.3 SAMFORD ROAD / DEVELOPMENT ACCESS INTERSECTION 16

4.4 SETTLEMENT ROAD / DEVELOPMENT ACCESS INTERSECTION 17

5.0 AIMSUN MICROSIMULATION MODELLING 18

5.1 MODELLING METHODOLOGY 18

5.2 BASE MODEL 18

5.3 FUTURE YEAR MODEL 19

5.4 RESULTS 23

6.0 SUMMARY AND CONCLUSION 26

Ref: B15323TR002_revB - ii - Keperra Quarry Development


APPENDIX A

STRUCTURE PLAN

APPENDIX B

TRAFFIC SURVEYS

APPENDIX C

CURRENT AND FUTURE YEAR VOLUMES

APPENDIX D

DETAILED SIDRA INTERSECTION SUMMARIES

Document Control Page

Rev. Date Description Author Verifier Approver Signature

A 20/10/15 Draft T Gilmour A Heritage T Gilmour

B 3/06/16 Final T Gilmour A Heritage T Gilmour

RPEQ# 12785

Ref: B15323TR002_revB - 1 - Keperra Quarry Development


1.0 INTRODUCTION

This traffic impact assessment has been prepared for RPS, on behalf of Brookfield Residential

Properties, as part of the Preliminary Approval for a Material Change of Use to provide a

residential subdivision development with some retail facilities at the existing Keperra Quarry site.

The development site is situated on land on the southern side of Samford Road in Keperra,

formally described as Lot 3 on SP202641 and Lot 1 on RP174601.

The proposed Preliminary Approval seeks to gain approval over the site for the residential and

retail uses and facilitate access onto Samford Road and Settlement Road. The proposed

structure plan is displayed in Appendix A.

As the site is seeking a Preliminary Approval this report primarily focuses of analysis of the

impact the proposed development has on Samford Road and Settlement Road. The key area of

analysis is the section of Samford Road between Settlement Road and Keperra Sanctuary and

whether the new signals, which accommodate all movement access to the site, can be

adequately coordinated with adjacent signals.

A microsimulation model of the Samford Road analysis for the Keperra Quarry development was

undertaken using the AIMSUN modelling package and Settlement Road was assessed using

Sidra Intersection.

The report has been compiled in a clear and concise manner and is set out as follows:

Section 2 discusses the existing land use and traffic arrangements surrounding the development

site.

Section 3 provides details of the proposed development and contains the calculations and

assumptions used to establish the forecast development generated traffic.

Section 4 provides a summary of the Sidra Intersection assessment.

Section 5 provides the modelling methodology used within AIMSUN 8.1, summary of the options

tested and results.

Section 6 summarises the key outcomes of the traffic investigation.

This report has been prepared on behalf of and for the exclusive use of the Client, and is subject

to and issued in connection with the provisions of the agreement between Lambert & Rehbein

and the Client. Lambert & Rehbein accepts no liability or responsibility whatsoever for or in

respect of any use of or reliance upon this report by any third party.



2.0 CONTEXT OF DEVELOPMENT

This section of the report describes the context of the proposed development and includes a

description of the existing road network and adjacent land uses.

2.1 BACKGROUND



The site is currently a granite quarry operated by Lantrak with the adjacent lot occupied by the

Great Western Super Centre which contains a Woolworths along with other food and specialty

stores. To the South of the Great Western Super Centre and located to the west of the proposed

residential development are Lot 1 on RP86847 and Lot 2 on RP174603, where there is an

existing approval for a Bunnings. The location of the site in, context of the surrounding road

network is demonstrated below in Figure 2-1.

Figure 2-1 Development Site Location



2.2 EXISTING ROAD NETWORK

The proposed development site is bound by Samford Road to the north and Settlement Road to

the west, with the current quarry site access provided onto Settlement Road. Details of the roads

at the site frontage is summarised below

2.2.1 SAMFORD ROAD

Samford Road fronting the subject site to the north is designated as an Arterial Road under

Brisbane City Council’s Road Hierarchy, and is under the Department of Transport and Main

Roads (TMR) jurisdiction. The road was observed to have the following characteristics at the site

frontage:

Two-way, four-lane median divided road;

Posted speed limit of 70 km/hr;

Kerb and channel on both sides of road; and

Footpath provided on the southern side only.

Samford Road provides a major east-west connection, providing connectivity between the City

and Eastern Suburbs.

2.2.2 SETTLEMENT ROAD

Settlement Road fronting the subject site to the west is designated as a Sub-Arterial Road under

Brisbane City Council’s Road Hierarchy, and is under the Brisbane City Council jurisdiction. The

road was observed to have the following characteristics at the site frontage:

Two-way, three-lane undivided road (two lanes in the southbound direction);

Posted speed limit of 60 km/hr;

No kerb and channel; and

No footpaths provided.

Settlement Road provides a north-south connection, providing connectivity between Samford

Road and Waterworks Road.

2.2.3 SAMFORD ROAD / SETTLEMENT ROAD INTERSECTION

The Samford Road / Settlement Road intersection is a 3-way signalised ‘T’ intersection with

designated right turn and left turn channelised lanes on all approaches. In addition the

intersection has a short section of three lanes in the westbound direction.

It is understood that the proposed Bunnings development on Settlement Road is conditioned to

upgrade the intersection and is discussed in further detail in Section 2.5.2.



2.3 PUBLIC TRANSPORT FACILITIES

Existing bus services currently operate from within the Great Western Shopping Centre, adjacent

to the site, which provides connectivity between The Gap, Keperra and Brookside.

2.4 PEDESTRIAN AND BICYCLE NETWORKS

Concrete pathways are currently provided on the southern side of Samford Road fronting the

subject site. These paths extend to Gralton Street to the east and also extend to the shopping

centre frontage to the west. Signalised pedestrian crossing facilities are provided at the Samford

Road / Settlement Road intersection. No pedestrian facilities are currently provided along the

Settlement Road frontage.

There are currently no cyclist facilities along either the Samford Road or Settlement Road

frontages to the site.

2.5 EXISTING DEVELOPMENT APPROVALS

2.5.1 KEPERRA QUARRY SITE

It is understood that there is an existing approval for a residential subdivision at the Keperra

Quarry site for a total of 378 dwellings, which includes 325 detached dwelling and 53

apartments/townhouses. The existing approval also included an all movement signalised

intersection with Samford Road and an all movement unsignalised intersection with Settlement

Road.

While there is an existing approval for a signalised intersection with Samford Road, as part of the

revised preliminary approval application, it is understood TMR has raised concerns in regards

with the interaction of the signalised intersection with the Samford Road / Settlement Road

signalised intersection to the west and the Samford Road / Keperra Sanctuary signalised

intersection to the east. Therefore a microsimulation assessment has been undertaken as part of

this application to demonstrate the opportunity to coordinate the proposed signalised intersection,

providing access to the site, with adjacent signalised intersections.

2.5.2 BUNNINGS DEVELOPMENT

It is understood that there is a current approval for a Bunnings development located at 481 and

523 Settlement Road, Keperra, Queensland and is described as Lot 1 on RP86847 and Lot 2 on

RP174603. The Traffic Engineering Report, undertaken by TTM in April 2013, has been utilised to

extract the development generated traffic and assess the impacts of the proposed Bunnings

development on the surrounding road network and is further discussed in Section 3.3.

The TMR conditions (TMR13-006250) for the site have been used as the basis for future Samford

Road / Settlement Road upgrades, which proposes the following future year upgrades.



Year of opening upgrades:

Construct additional 70m long right turn lane on Samford Road;

Reconfigure Samford Road west to accommodate additional right turn lane i.e. remove 1

westbound through lane;

Reconfigure Samford Road east to remove 1 through lane westbound; and

Reconfigure Settlement Road to include a full-length left turn lane and 60m short right

turn lane.

2024 upgrades (in addition to year of opening upgrades):

Lengthen the right turn lanes on Samford road to 190m and 95m

2.5.3 UPPER KEDRON RESIDENTIAL SUBDIVISION

As part of the Samford Road assessment, TMR requested that the Upper Kedron residential

development be considered due to the potential increase of traffic along Samford Road and

Settlement Road. The Upper Kedron development is located to the north-west of the proposed

development and a Traffic Engineering Report was undertaken by TTM in March 2015 which

considered an ultimate yield of 980 lots.

The report also considered a conservative yield of 1,200 lots, which was used as part of the

Samford Road assessment to provide a ‘worst case scenario’. Traffic volumes were extracted

from the TTM report and are further discussed in Section 3.3.

2.6 EXISTING TRAFFIC VOLUMES

To adequately assess the intersections the Samford Road assessment area and the new

settlement road intersection, a number of surveys were undertaken and are included in Appendix

B.

2.6.1 SAMFORD ROAD

Traffic surveys were commissioned on Thursday the 10th of September and Saturday the 12th of

September at several intersections around the existing site to understand current traffic volumes

and distributions.

As demonstrated by Figure 2-2, counts were taken at the following intersections:

Intersection of Samford Road and Settlement Road;

Intersection of Samford Road and Keperra Street; and

Intersection of Samford Road and Keperra Sanctuary.



Figure 2-2 Surveyed Samford Road Intersections

These traffic surveys determined a weekday morning peak hour of 07:30-08:30, a weekday

evening peak hour of 16:00-17:00 and a Saturday peak hour of 10:30-11:30AM.

2.6.2 SETTLEMENT ROAD

Traffic surveys were commissioned from Saturday 19th to Friday 25th March 2016, acknowledging

that the Friday was a public holiday, in the form of tube counters along Settlement Road at the

proposed access location. The peak day was identified as the Tuesday with the morning peak

hour occurring at between 07:00-08:00 and evening peak hour occurring between 17:00-18:00.



3.0 DETAILS OF PROPOSED DEVELOPMENT

This section of the report describes the nature of the proposed development.

3.1 PROPOSED DEVELOPMENT


retail uses and facilitate access onto Samford Road and Settlement Road. The structure plan is

displayed in Appendix A and proposes to ultimately allow for the following breakdown:

300 allotments within the Low-Medium Density Residential Zone

400 multiple dwellings (units) within the Medium Density Residential Zone

3,000sqm GFA of Centre Activities within the Neighbourhood Centre Zone

Access to the development site is proposed to be generally in accordance with the existing

approval via intersections at Samford Road and Settlement Road. The Samford Road access,

situated between the existing access for the Great Western Super Centre and the Keperra

Sanctuary access, will provide an all movement signalised access to and from Samford Road.

3.2 TRAFFIC GENERATION AND DISTRIBUTION

This section provides an evaluation of the potential impact of the development generated traffic

on the external road network. The RTA Guide to Traffic Generating Developments was used to

derive the individual use requirements of each development site with generation rates being

applied as follows:

Table 3-1 Development Traffic Generation Rates

Use Generation Rate

Low-Medium Density Dwellings 0.85 trips per dwelling

Multiple Dwellings 0.65 trips per dwelling

Centre Activities 0.123 trips per 100m2 for Thursday, 0.163 trips 100m2 for

Saturday

For the Saturday peak a conservative assumption that the generation for the dwellings are

approximately 20% of the weekday peak hour generation rates. This is considered to not be a

true reflection of a Saturday peak, with the real generation rate expected to be much lower.



Traffic entering and exiting the residential portion of the site has been assumed to be consistent

with the previous assessment, as part of the original approval for the site, which assumes as

follows:

o 36% entering/exiting via the southern access point on Settlement Road;

o 14% entering/exiting via the northern access point from the west along Samford

Road; and

o 50% entering/exiting via the northern access point from the east along Samford

Road.

The following in/out site traffic distributions were applied to the calculated two-way traffic

generations for the residential portion of the site:

o Weekday AM Peak 15% in / 85% out; and

o Weekday PM Peak 70% in / 30% out.

Traffic utilising the centre activities portion of the site has been assumed to be primarily from

Samford Road due to the close proximity to Samford Road, with a small portion accessing from

the internal residential development. The distributions are as follows:

o 62% entering/exiting via the northern access point from east along Samford

Road;

o 28% entering/exiting via the northern access point from west along Samford

Road; and

o 10% to and from the internal residential development.

Given the convenience nature of the centre activities, an in/out site traffic distributions of 50%

in/50% out has been applied to the calculated two-way traffic generations.

Application of the adopted trip rates to the proposed development areas and the in/out traffic

distributions are shown in Table 3-2 and 3-3.

Table 3-2 Development Traffic Generation and In/Out Distribution Volume

Use

Weekday AM Peak Weekday PM Peak Saturday Peak

In Out Total In Out Total In Out Total

Residential 77 438 515 361 155 515 15 88 103

Centre Activity 0 0 0 185 185 369 245 245 489

Total 77 438 515 546 340 884 260 332 592



Table 3-3 Development Traffic In/Out Volumes

Use

Weekday AM Peak Weekday PM Peak Saturday Peak

In Out In Out In Out

East along

Samford Rd 39 219 295 192 159 195

West along

Samford Rd 11 61 102 73 71 81

South along

Settlement Rd 28 158 130 56 6 32

It is assumed that the majority of traffic exiting the site via the Settlement Road access will travel

southbound, as the majority of traffic requiring to travel to the east or west will utilise the Samford

Road signalised intersection. Therefore it has been assumed that only 5% of the traffic using the

Settlement Road access will travel to and from the north.

3.3 FUTURE YEAR VOLUME SCENARIOS

In order to assess future year impacts of the development on the surrounding road network the

existing traffic surveys formed the basis of future year volumes. The most recent assessment of

the surrounding road network was undertaken as part of the Upper Kedron development, with the

Traffic Engineering Report undertaken by TTM in March 2015. A review of the historical data in

the report identified that the average growth along Samford Road ranged between 0.7% and

0.001% p.a.; therefore a 0.05% p.a. growth was assumed in the assessment undertaken in the

report. The 0.05% p.a. growth has also been assumed for the Keperra Quarry development

assessment. This was considered to be acceptable as the traffic generated by the Bunnings and

Upper Kedron residential development, as discussed in Section 2.5, was added separately to the

forecast traffic.

It has been assumed that the estimated year of completion would be 2020 with the 10 year

design horizon assumed to be 2030. As a result the following future year volume scenarios have

been produced and are included in Appendix C.

2015 base volumes;

2020 base volumes (including Bunnings traffic);

2020 total volumes (base volumes including Keperra Quarry development traffic);

2030 base volumes (including Upper Kedron and Bunnings traffic); and

2030 total volumes (base volumes including Keperra Quarry development traffic).



4.0 SIDRA INTERSECTION ASSESSMENT

This section provides a Sidra Intersection assessment of the potential impact that the

development traffic could have on the operation of the surrounding road network, and assesses

the subject intersections in isolation. The Sidra Intersection assessment also provides a

comparison to the AIMSUN assessment of Samford Road which was undertaken in Section 5, to

provide a sensibility check. The intersections assessed include:

Samford Road / Settlement Road intersection;

Samford Road / proposed access intersection; and

Settlement Road / proposed access intersection;

The impact of the proposed development on the intersections has been analysed using the

intersection analysis package SIDRA INTERSECTION 6.1, and adopting the traffic generation

and distribution assumptions detailed in Section 3.3.

4.1 INTERSECTION ANALYSIS ASSUMPTIONS

The operation of the study intersections have been assessed to consider the current performance

of the intersections ‘with’ and ‘without’ the proposed development in place.

The SIDRA Intersection 6.1 model was created by adopting the following assumptions:

Existing intersection geometry, including lane lengths and widths were measured using

aerial mapping information extracted from Queensland Globe and further verified on site;

Future year Samford Road / Settlement Road intersection layouts based on Bunnings

conditions as discussed in Section 2.5.2.

A saturation flow of 1,950 through car units per hour;

Heavy vehicle percentage reflect those recorded in the 2015 survey;

Gap acceptance values are consistent with Sidra Intersection defaults;

A peak flow period of 60 minutes to reflect the observed consistent peak; and

Signal timing for the existing network was sourced from the TMR and utilised in the

assessment. Modifications to these existing signal timings were undertaken at the

Samford Road / Settlement Road intersection as future year traffic required some signal

phasing optimisation.

Intersection layouts are shown in Figure 4-1 to Figure 4-2 and Sidra Intersection movement

summaries are included in Appendix D.



Figure 4-1 Samford Road / Settlement Road existing layout

Figure 4-2 Samford Road / Settlement Road interim layout



Figure 4-3 Samford Road / Settlement Road ultimate layout

Figure 4-3 Samford Road / development access layout



Figure 4-3 Settlement Road / development access layout

4.2 SETTLEMENT ROAD / SAMFORD ROAD INTERSECTION

The Settlement Road / Samford Road intersection was assessed in 2015 to assist with the

calibration of the AIMSUN microsimulation model, and was calibrated based on site observations

and video data provided by the survey subconsultants. Also included is the analysis for the 2020

estimated year of completion and the 10 year design horizon for the with and without

development scenarios are shown in Table 4-1 and Table 4-2, which compares the current

intersection performance as ‘background traffic’ with the development traffic, as discussed in

Section 3.3.



Table 4-1 Settlement Road / Samford Road Thursday Intersection Results

Scenario Approach

AM Peak PM Peak

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

2015 Existing

Settlement Rd (S) 0.865 50.6 D 110.5 0.676 40.6 D 83.1

Samford Rd (E) 0.832 47.8 D 91.9 0.675 27.3 C 174.3

Samford Rd (W) 0.997 47.6 D 565.5 0.679 23.2 C 134.4

2020

Background

Traffic


Samford Rd (E) 0.646 33.6 C 90.5 0.743 22.1 C 226.8

Samford Rd (W) 0.614 19.2 B 139.9 0.744 32.9 C 90.7

2020 With

Development


Samford Rd (E) 0.674 34.3 C 102.7 0.782 22.6 C 248.7

Samford Rd (W) 0.683 20.5 C 146.6 0.744 30.2 C 90.7

2030

Background

Traffic


Samford Rd (E) 0.775 39.7 D 125.7 0.870 27.6 C 347.1

Samford Rd (W) 0.785 19.4 B 189.3 0.855 33.1 C 119.3

2030 With

Development


Samford Rd (E) 0.822 41.9 D 144.2 0.901 32.5 C 401.3

Samford Rd (W) 0.785 19.1 B 189.3 0.900 33.7 C 127.3

DoS = Degree of Saturation LoS = Level of Service



Table 4-1 Settlement Road / Samford Road Saturday Intersection Results

Scenario Approach

AM Peak

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

2015 Existing

Settlement Rd (S) 0.588 32.9 C 96.6

Samford Rd (E) 0.682 35.6 D 113.7

Samford Rd (W) 0.704 21.8 C 173.1

2020

Background

Traffic

Settlement Rd (S) 0.554 28.6 C 116.9

Samford Rd (E) 0.725 31.3 C 139.0

Samford Rd (W) 0.719 32.9 C 127.6

2020 With

Development

Settlement Rd (S) 0.583 30.2 C 120.1

Samford Rd (E) 0.735 30.9 C 152.8

Samford Rd (W) 0.743 32.4 C 130.7

2030

Background

Traffic

Settlement Rd (S) 0.606 30.2 C 126.1

Samford Rd (E) 0.740 31.6 C 147.3

Samford Rd (W) 0.723 31.9 C 132.2

2030 With

Development

Settlement Rd (S) 0.622 31.3 C 127.8

Samford Rd (E) 0.824 34.4 C 187.6

Samford Rd (W) 0.747 31.8 C 135.5


The analysis indicates that the intersection is currently at capacity and the proposed upgrades, as

a result of the Bunnings conditions, provide sufficient capacity at the intersection to accommodate

background growth until 2030. The additional development traffic generated by the proposed site

has minimal impacts on the operation of the intersection with the highest degree of saturation of

0.9 on the Samford Road approaches during the Thursday PM peak, with 95th percentile of

queuing on the western approach reaching approximately 400m. It is noted that the queuing on

this approach is approximately 350m without the proposed development; however the

development would generate minimal traffic on this approach and the increase in queuing is due

to signal timing optimisation at the intersection.



4.3 SAMFORD ROAD / DEVELOPMENT ACCESS INTERSECTION

The Samford Road / development access intersection was assessed for the 2020 estimated year

of completion and the 10 year design horizon for the with development scenarios only and are

shown in Table 4-3 and 4-4. The proposed signalised intersection layout has been optimised

from the approved layout based on modifications to the Samford Road / Settlement Road

intersection due to the Bunnings conditions; however the location of the intersection has been

maintained as per the current approval. The Bunnings conditions removes the short westbound

through lane and the previous approval for the access intersection considered the third lane

would extend past the site. As a result of the removal of the short westbound through lane at the

Settlement Road intersection, it has been assumed that it would not be logical to have a third

westbound through lane extend past the site access and therefore has been removed.

Table 4-3 Samford Road / Development Access Thursday Intersection Results

Scenario Approach

AM Peak PM Peak

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

2020 With

Development

Development (S) 0.544 50.2 D 44.1 0.689 53.9 D 41.2

Samford Rd (E) 0.353 9.8 A 81.3 0.748 11.7 B 259.8

Samford Rd (W) 0.557 5.3 A 128.3 0.59 8.7 A 47.0

2030 With

Development

Development (S) 0.643 52.8 D 45.7 0.755 58.7 E 42.5

Samford Rd (E) 0.405 9.3 A 69.1 0.875 16.9 B 390.5

Samford Rd (W) 0.691 5.5 A 190.4 0.659 66.7 A 57.2


Table 4-4 Samford Road / Development Access Saturday Intersection Results

Scenario Approach

AM Peak

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

2020 With

Development

Settlement Rd (S) 0.573 48.5 D 40.1

Samford Rd (E) 0.576 10.9 B 162.4

Samford Rd (W) 0.459 6.6 A 85.2

2030 With

Development

Settlement Rd (S) 0.573 48.7 D 40.1

Samford Rd (E) 0.600 11.1 B 173.8

Samford Rd (W) 0.469 6.5 A 91.6




The analysis indicates that the proposed intersection layout provides sufficient capacity at the

intersection to accommodate background growth and development traffic until 2030. The highest

degree of saturation of 0.875 was observed on the Samford Road eastern approach during the

Thursday PM peak. It is noted that the PM peak 95th percentile of queuing on the Samford Road

eastern approach reaches approximately 390m; however the AIMSUN assessment undertaken in

Section 5 indicates this level of queuing is occurring at the Keperra Sanctuary signalised

intersection to the east, regardless of the development. The analysis undertaken by AIMSUN

allowed the proposed development signalised intersection to be coordinated with the Keperra

Sanctuary signalised intersection to allow the queuing to clear in an efficient manner.

4.4 SETTLEMENT ROAD / DEVELOPMENT ACCESS INTERSECTION

The Settlement / development access intersection was assessed for the 2020 estimated year of

completion and the 10 year design horizon for the with development scenarios only and are

shown in Table 4-5. The intersection layout and location is consistent with the previous approval

for the site and has been reassessed to confirm it can accommodate the revised level of

development and future growth. The Saturday scenario has not been assessed for this

intersection, as it is considered that relatively low volumes will be using this intersection

compared to weekday peaks.

Table 4-5 Settlement Road / Development Access Thursday Intersection Results

Scenario Approach

AM Peak PM Peak

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

DoS Avg

Delay

(s)

LoS 95%

Back of

Queue

(m)

2020 With

Development

Settlement Rd (S) 0.312 1.4 N/A 4.0 0.588 1.5 N/A 8.5

Development (E) 0.246 11.5 B 6.6 0.058 9.5 A 1.4

Settlement Rd (N) 0.347 0.1 N/A 0.0 0.192 0.0 N/A 0.0

2030 With

Development

Settlement Rd (S) 0.327 1.6 N/A 4.6 0.618 1.6 N/A 9.1

Development (E) 0.260 12.3 B 7.0 0.059 10.2 B 1.5

Settlement Rd (N) 0.365 0.1 N/A 0.0 0.202 0.0 N/A 0.0


The analysis indicates that the proposed intersection layout provides sufficient capacity at the

intersection to accommodate background growth and development traffic until 2030. The highest

degree of saturation of 0.618 was observed on the Settlement Road approach during the

Thursday PM peak. As previously discussed it is considered that minimal traffic will travel north

from the intersection during the peak hours due to the more convenient alternative via the

signalised intersection with Samford Road.



5.0 AIMSUN MICROSIMULATION MODELLING

A microsimulation model of the options analysis for the Keperra Quarry development was

developed using the AIMSUN 8.1 modelling package. AIMSUN is a simulation software package

with the capability of modelling vehicle movements at micro, meso and macro simulation levels.

The microsimulation model was development to demonstrate that the new signals, which

accommodate all movement access to the site, can be adequately coordinated with adjacent

signals.

5.1 MODELLING METHODOLOGY

Figure 5-1 displays extents of the network assessed in the microsimulation model in AIMSUN.

The primary objectives were to model the road network where changes would be made and to

extend the model to capture any delay issues and the queuing impacts of the interchange.

Figure 5-1 AIMSUN Model extents

The following sections outline the adjustments made to the Base Model and the Options testing

process.

5.2 BASE MODEL

As per the Sidra Intersection development, the base model was constructed using existing road

geometry, traffic signal phasing data given by the Department of TMR and traffic survey data

collected as discussed in Section 2.6. The modelled base network is demonstrated in Figure 5-

2.



Figure 5-2 2015 Base Year Model Network

The base year was modelled for the Thursday AM and PM peaks and the Saturday AM peak. The

base model was calibrated based site observations, a review of the traffic survey video files and

the Sidra Intersection assessment at the Samford Road / Settlement Road intersection.

5.3 FUTURE YEAR MODEL

In assessing the future potential impacts of the proposed development an ultimate 2030 model

was produced based on the following assumptions:

2030 Base Model with Keperra Quarry, Upper Kedron and Bunnings developments

completed;

Centre activities provided at the northern end of the residential development, with

frontage and access via the Samford Road signalised intersection;

Samford Rd/Settlement Rd intersection upgraded to match TMR approved conditions for

Bunnings development which includes an additional right turn lane on the eastbound

carriageway of Samford Road and the westbound carriageway of Samford Road dropped

from three stand-up lanes to two; and

Minor changes made to the existing traffic signal phasing plans at Samford Road and

Settlement Road to better facilitate upgrades and added traffic volume.

The modelled base network is demonstrated in Figure 5-3.



Figure 5-3 2030 Future Year Model Network

As previously discussed, modifications to the existing signal timings were undertaken at the

Samford Road / Settlement Road intersection as future year traffic required some signal phasing

optimisation. Time distance diagrams for signal timings along the Samford Road route have been

demonstrated in the figures below, which allows the proposed signalised intersection be

optimised with the through route and minimise impacts on through traffic along the route.

Figure 5-4 2030 Samford Road Eastbound (AM Peak)

120

100

80

60

40

20

0 Kep

erra Qu

arry

Eastbound - Thursday AM

Tim

e (s

eco

nd

s)

Settlemen

t Rd

Kep

erra Sanctu

ary



Figure 5-5 2030 Samford Road Westbound (AM Peak)

Figure 5-6 2030 Samford Road Eastbound (PM Peak)

120

100

80

60

40

20

0 Kep

erra Qu

arry

Tim

e (s

eco

nd

s)Westbound - Thursday AM

Settlemen

t Rd

Kep

erra Sanctu

ary

120

100

80

60

40

20

0

Eastbound - Thursday PM

Tim

e (s

eco

nd

s)

Settlemen

t Rd

Kep

erra Qu

arry

Kep

erra Sanctu

ary



Figure 5-7 2030 Samford Road Westbound (PM Peak)

120

100

80

60

40

20

0

Westbound - Thursday PMTi

me

(sec

on

ds)

Kep

erra Sanctu

ary

Kep

erra Qu

arry

Settlemen

t Rd



5.4 RESULTS

Each of the above scenarios were designed and modelled through AIMSUN 8.1. The results

shown below contain a summary of the observations of the overall network performance as well

as an analysis of key individual sections. The results are summarised in below.

5.4.1 SCENARIO 1 (BASE)

Existing road network modelled with traffic volumes taken directly from surveys commissioned on

Thursday the 10th of September and Saturday the 12th of September. Queuing was observed

during the AM peak for right turning traffic from Samford Road onto Settlement Road and is

consistent with current on-site observations and is demonstrated in Figure 5-8 below.

Figure 5-8 2015 AM Peak Samford Road Right Turn Queuing

5.4.2 SCENARIO 2 (2030 WITH DEVELOPMENT)

The Samford Road and Settlement Road intersection was upgraded to match TMR approved

conditions with double right turn on Samford Road to Settlement Road. Samford Road westbound

carriageway dropped to two through lanes to accommodate additional right turn lane on Samford

Road eastbound carriageway.

The network appears to operate adequately based on observations; however some queuing is

present on the network during peak hours on the Samford Road, consistent with the Sidra

Intersection assessment.



Queuing was observed to occur during the AM peak for right turning traffic from Samford Road

onto Settlement Road and is demonstrated in Figure 5-9 below; however the development would

generate minimal traffic on this approach and the increase in queuing is due to signal timing

optimisation at the intersection.

Figure 5-9 2030 AM Peak Samford Road Right Turn Queuing

It is also observed that there is excessive queuing in the PM peak on the Samford Road due to

westbound traffic on the approach at the Keperra Sanctuary signalised intersection, as

demonstrated in Figure 5-10. The proposed development signalised intersection has been

established to be coordinated with the Keperra Sanctuary signalised intersection to allow the

queuing to clear in an efficient manner.



Figure 5-10 2030 PM Peak Samford Road Westbound Queuing

The microsimulation model also demonstrates that the new signalised intersection is expected to

have a negligible impact to the existing Samford Road left in / left out access to the Great

Western Super Centre. Customers wishing to access the shopping centre are expected to be

familiar with the road conditions and be in the left lane prior to the new signalised intersection and

are able to exit the Samford Road without impeding through traffic due to the deceleration

provisions. The new signalised intersection is expected to provide a benefit to exiting traffic due to

the intergreen phase which will allow gaps for customer traffic to exit the shopping centre.



6.0 SUMMARY AND CONCLUSION

This traffic impact assessment has been prepared for RPS, on behalf of Brookfield Residential

Properties, as part of the Preliminary Approval for a Material Change of Use to provide a

residential subdivision development with some retail facilities at the existing Keperra Quarry site.




retail uses and facilitate access onto Samford Road and Settlement Road. The structure plan is

displayed in Appendix A and proposes to ultimately allow for the following breakdown:

300 allotments within the Low-Medium Density Residential Zone

400 multiple dwellings (units) within the Medium Density Residential Zone

3,000sqm GFA of Centre Activities within the Neighbourhood Centre Zone

As the site is seeking a Preliminary Approval this report primarily focussed of analysis of the

impact the proposed development has on Samford Road and Settlement Road. The key area of

analysis was the section of Samford Road between Settlement Road and Keperra Sanctuary and

whether the new signals, which accommodate all movement access to the site, can be

adequately coordinated with adjacent signals.

Analysis undertaken in Section 4 and 5, demonstrates that the fully developed Keperra Quarry

precinct can be accommodated up to 2030 by the surrounding road network; however some

queuing was observed on the network during peak hours on the Samford Road. Queuing was

observed to occur during the AM peak for right turning traffic from Samford Road onto Settlement

Road; however the development would generate minimal traffic on this approach and the

increase in queuing is due to signal timing optimisation at the intersection.

It is also observed that there is excessive queuing in the PM peak on the Samford Road due to

westbound traffic on the approach at the Keperra Sanctuary signalised intersection. The

proposed development signalised intersection has been established to be coordinated with the

Keperra Sanctuary signalised intersection to allow the queuing to clear in an efficient manner.

The proposed model also demonstrates that the new signalised intersection is expected to have a

negligible impact to the existing Samford Road left in / left out access to the Great Western Super

Centre. Customers are able to exit the Samford Road without impeding through traffic due to the

deceleration provisions and the new signalised intersection is expected to provide a benefit to

exiting traffic due to the intergreen phase which will allow gaps for customer traffic to exit the

shopping centre.

APPENDIX A

STRUCTURE PLAN

SETTLEMENT RO

AD

SAMFORD ROAD

MUNGARIE ST

KEPERRA SANCTUARY AGED CARE

EXISTING COMMERCIAL /

RETAIL USES

FUTURE BUNNINGS DEVELOPMENT SITE

DATECHKDDRWNREVPROJ_DRG NO 09.04.2016MNMN140315-0204 01 D001Keperra Quarry Master Plan10040200

SCALE 1:2000 (A1)

Keperra Quarry - Structure Plan

Neighbourhood Centre Zone

Low -Medium Density Residential Zone(up to 3 storeys zone precinct)

Medium Density Residential Zone

Sport & Recreational Zone

Conservation Zone

Open space

Bio-retention

Road

Property boundary

legend

APPENDIX B

TRAFFIC SURVEYS

Job No. : Q1581Client : Lambert & RehbeinSuburb : Keperra Location : 1. Settlement Rd / Samford Rd

Day/Date : Thursday, 10th September 2015Weather : FineDescription : Classified Intersection Count

: Intersection Diagram

Hour Starting Vehicle Type

Total 5,415 2,048 949 1,629 1,058 4,348 TotalEastbd 100% 38% 23% 37% 24% 100% Eastbd

0 3,291 1,182 579 11 00 61% 58% 61% 0

2,124 866 370 12 (Vol) (Vol)39% 42% 39% AM Peak to ( % ) ( % )

0 0 0 12U PM Peak to 6U 0 0 00% 0% 0% 0% 0% 0%

(Vol) (Vol) 5 445 1,062 1,086( % ) ( % ) 59% 79% 57%

0 4 312 287 803 00 41% 21% 43% 0

Total 1,597 654 1,459 1 3 3U 757 1,349 1,889 TotalWestbd 100% 41% 22% 40% 21% 100% Westbd

656 209 447 0 (Vol) 1,17842% 32% 68% 0% ( % ) 40%

876 397 479 0 (Vol) 65723% 45% 55% 0% ( % ) 21%

1,568 511 1,057 0 Selected 2,927100% 33% 67% 0% Hour & Vehicle Type 100%

Total TotalNorthbd Southbd

AM Peak 0 AM Peak 0PM Peak 5 PM Peak 3

AM Peak

8:30

16:15

Settlement Rd

PM Peak

PedsA

1 PedsB

3

Sam

ford

Rd

7:30

15:15

PedsG

AM PeakPM Peak

PedsH

0

AM PeakPM Peak

Sam

ford

Rd

AM Peak

PM Peak

0 1

AM Peak

PM Peak

AM PeakPM Peak

PedsD

PedsC

0

AM PeakPM Peak

N

Job No. : Q1581Client : Lambert & RehbeinSuburb : Keperra Location : 1. Settlement Rd / Samford Rd

Day/Date : Saturday, 12th September 2015Weather : FineDescription : Classified Intersection Count



Total 4,412 1,187 1,206 4,521 TotalEastbd 100% 27% 27% 100% Eastbd

2,569 688 1158% 58%

1,843 499 12 (Vol)42% 42% ( % )

Peak Hour to0 0 12U 6U 0 0

0% 0% 0% 0%

(Vol) 5 738 3,014( % ) 68% 70%

4 340 1,28632% 30%

Total 4,627 1,146 1 3 3U 1,078 4,300 TotalWestbd 100% 25% 25% 100% Westbd

926 408 518 0 (Vol) 83926% 44% 56% 0% ( % ) 27%

3,565 1,613 1,952 0 Selected 3,129100% 45% 55% 0% Hour & Vehicle Type 100%


Settlement Rd

PedsA

9

Sam

ford

Rd 10:45

PedsG

Peak 2

Peak

PedsB

Peak 2 13

PedsH

Peak

Peak

Sam

ford

Rd

Peak

0 2

Peak

PedsD

Peak0 0

PedsC

2

Peak 2

3

0

11:45

N

Job No. : Q1581Client : Lambert & RehbeinSuburb : Keperra Location : 2. Samford Rd / Keperra St



AM Peak 0 AM Peak 1Hour Starting Vehicle Type PM Peak 0 PM Peak 2


60 Selected 0 48 137 185100% Hour & Vehicle Type 0% 26% 74% 100%

23 (Vol) 0 20 46 6638% ( % ) 0% 30% 70% 36%

71 (Vol) 0 14 31 4522% ( % ) 0% 31% 69% 18%

Total 4,564 1,632 953 1,668 949 4,672 TotalEastbd 100% 36% 21% 9U 9 7 36% 21% 100% Eastbd

29 10 35 101% 1% 4%

2 4,535 1,622 918 11 03 99% 99% 96% 1

(Vol) (Vol)AM Peak to ( % ) ( % )

0 0 0 12U PM Peak to 6U 0 0 00% 0% 0% 0% 0% 0%

6 13 36 311% 2% 2%

(Vol) (Vol) 5 899 1,702 2,007( % ) ( % ) 99% 98% 98%

2 12 0

Total 2,055 919 1,716 912 1,738 2,038 TotalWestbd 100% 45% 25% 45% 24% 100% Westbd

Sam

ford

Rd

AM Peak

PM Peak

4 0

AM Peak

PM Peak

AM PeakPM Peak

PedsD

PedsC

1

AM PeakPM Peak

8:45

17:00

Sam

ford

Rd

7:45

16:00

PedsG

AM PeakPM Peak

PedsH

3

AM PeakPM Peak

Keperra St

AM Peak

PM Peak

PedsF

2 PedsE

2

N

Job No. : Q1581Client : Lambert & RehbeinSuburb : Keperra Location : 2. Samford Rd / Keperra St



Hour Starting Vehicle TypeTotal Total

Northbd Southbd

211 Selected 0 71 155 226100% Hour & Vehicle Type 0% 31% 69% 100%

54 (Vol) 0 24 47 7126% ( % ) 0% 34% 66% 31%

Total 4,680 1,254 1,278 4,742 TotalEastbd 100% 27% 9U 9 7 27% 100% Eastbd

93 23 102% 2%

4,585 1,231 1198% 98%

(Vol)( % )


0% 0% 0% 0%

6 31 1183% 2%

(Vol) 5 1,193 4,740( % ) 97% 98%

Total 4,813 1,217 1,224 4,860 TotalWestbd 100% 25% 25% 100% Westbd

Keperra St

Peak

PedsF

0

11:30

Peak 0 PedsE

Peak 1 4

Sam

ford

Rd 10:30

PedsG

Peak

PedsH

Peak

Sam

ford

Rd

Peak

2 0

Peak

PedsD

Peak0 0

PedsC

0

Peak 0

12

6

N

Job No. : Q1581Client : Lambert & RehbeinSuburb : Keperra Location : 3. Samford Rd / Keperra Sanctuary




Total 4,686 1,676 941 1,681 941 4,694 TotalEastbd 100% 36% 20% 36% 20% 100% Eastbd

0 4,673 1,669 924 11 10 100% 100% 98% 2

13 7 16 12 (Vol) (Vol)0% 0% 2% AM Peak to ( % ) ( % )

0 0 1 12U PM Peak to 6U 0 0 00% 0% 0% 0% 0% 0%

(Vol) (Vol) 5 900 1,725 2,014( % ) ( % ) 99% 99% 99%

0 4 11 12 23 20 1% 1% 1% 0

Total 2,036 907 1,742 1 3 3U 911 1,737 2,037 TotalWestbd 100% 45% 25% 45% 24% 100% Westbd

19 7 12 0 (Vol) 1844% 37% 63% 0% ( % ) 50%

33 16 17 0 (Vol) 2823% 48% 52% 0% ( % ) 21%

43 22 21 0 Selected 36100% 51% 49% 0% Hour & Vehicle Type 100%


AM Peak 3 AM Peak 1PM Peak 0 PM Peak 1

AM Peak

8:45

17:00

Keperra Sanctuary

PM Peak

PedsA

8 PedsB

3

Sam

ford

Rd

7:45

16:00

PedsG

AM PeakPM Peak

PedsH

0

AM PeakPM Peak

Sam

ford

Rd

AM Peak

PM Peak

0 4

AM Peak

PM Peak

AM PeakPM Peak

PedsD

PedsC

5

AM PeakPM Peak

N

Job No. : Q1581Client : Lambert & RehbeinSuburb : Keperra Location : 3. Samford Rd / Keperra Sanctuary




Total 4,744 1,252 1,244 4,745 TotalEastbd 100% 26% 26% 100% Eastbd

4,692 1,234 1199% 99%

51 18 12 (Vol)1% 1% ( % )


0% 0% 0% 0%

(Vol) 5 1,238 4,850( % ) 99% 99%

4 18 641% 1%

Total 4,918 1,255 1 3 3U 1,256 4,914 TotalWestbd 100% 26% 26% 100% Westbd

27 17 10 0 (Vol) 3623% 63% 37% 0% ( % ) 31%

120 67 53 0 Selected 115100% 56% 44% 0% Hour & Vehicle Type 100%


Keperra Sanctuary

PedsA

5

Sam

ford

Rd 10:45

PedsG

Peak 1

Peak

PedsB

Peak 1 7

PedsH

Peak

Peak

Sam

ford

Rd

Peak

0 1

Peak

PedsD

Peak0 0

PedsC

0

Peak 0

0

0

11:45

N

Job No Q1661

Client Lambert and Rehbein

Road Settlement Rd - north of Meridian Pl Average Weekday 9,019Location Keperra 7 Day Average 8,669Site No. 1

Start Date

Description Volume Summary

Direction NB

Mon Tue Wed Thu Fri Sat Sun Ave 7 Day

Time 21-Mar 22-Mar 23-Mar 24-Mar 25-Mar 19-Mar 20-Mar W'day AveAM Peak 651 707 737 706 477 829 697PM Peak 1082 1100 1097 1049 414 784 631

0:00 13 15 21 17 37 40 56 21 281:00 7 11 10 11 22 20 17 12 142:00 7 8 8 14 10 17 16 9 113:00 14 12 9 18 11 15 16 13 144:00 41 39 37 32 22 29 33 34 335:00 99 107 111 126 56 70 68 100 916:00 331 317 329 306 115 168 126 280 2427:00 548 573 553 522 175 346 195 474 4168:00 651 707 737 644 287 534 377 605 5629:00 542 573 578 665 380 703 602 548 578

10:00 532 543 551 706 462 754 697 559 60611:00 461 513 535 585 477 829 679 514 58312:00 517 507 530 587 414 784 631 511 56713:00 490 485 539 647 402 673 560 513 54214:00 622 627 662 751 363 644 567 605 60515:00 1082 1095 1056 1049 349 692 553 926 83916:00 1024 1100 1097 1041 355 493 528 923 80517:00 1015 1081 1079 992 352 514 444 904 78218:00 635 647 733 616 250 339 291 576 50219:00 314 324 425 367 143 223 203 315 28620:00 200 246 256 262 131 192 135 219 20321:00 177 150 203 188 236 233 111 191 18522:00 83 97 122 124 150 157 66 115 11423:00 25 36 57 67 80 120 29 53 59

Total 9430 9813 10238 10337 5279 8589 7000 9019 8669

7-19 8119 8451 8650 8805 4266 7305 6124 7658 7389

6-22 9141 9488 9863 9928 4891 8121 6699 8662 8304

6-24 9249 9621 10042 10119 5121 8398 6794 8830 8478

0-24 9430 9813 10238 10337 5279 8589 7000 9019 8669

Day of Week

19-Mar-16

MATRIX ATC 7 Day Q1661 Settlement Rd KEPERRA 2016 Volume Summary 6/04/2016

Job No Q1661

Client Lambert and Rehbein

Road Settlement Rd - north of Meridian Pl Average Weekday 8,950Location Keperra 7 Day Average 8,584Site No. 1

Start Date

Description Volume Summary

Direction SB

Mon Tue Wed Thu Fri Sat Sun Ave 7 Day

Time 21-Mar 22-Mar 23-Mar 24-Mar 25-Mar 19-Mar 20-Mar W'day AveAM Peak 1223 1278 1231 1102 401 729 628PM Peak 677 707 695 696 453 736 729

0:00 9 13 11 14 32 37 42 16 231:00 11 6 8 9 16 26 21 10 142:00 10 11 12 17 16 14 11 13 133:00 17 16 19 25 19 18 10 19 184:00 62 71 76 78 33 43 26 64 565:00 308 278 291 242 94 113 68 243 1996:00 826 860 840 794 159 258 146 696 5557:00 1223 1278 1231 1102 215 399 234 1010 8128:00 950 1056 1027 978 253 497 272 853 7199:00 538 545 535 614 353 591 499 517 525

10:00 488 509 544 535 399 729 564 495 53811:00 444 499 522 536 401 715 628 480 53512:00 436 495 489 574 359 736 729 471 54513:00 521 471 579 604 367 691 633 508 55214:00 677 674 685 684 403 707 590 625 63115:00 646 611 629 669 343 633 587 580 58816:00 639 662 683 672 354 677 575 602 60917:00 644 707 695 696 453 584 436 639 60218:00 423 478 529 461 254 369 257 429 39619:00 247 257 310 328 137 201 176 256 23720:00 163 164 183 243 119 160 132 174 16621:00 120 110 194 171 116 151 89 142 13622:00 44 67 85 76 105 112 42 75 7623:00 18 29 31 40 49 84 25 33 39

Total 9464 9867 10208 10162 5049 8545 6792 8950 8584

7-19 7629 7985 8148 8125 4154 7328 6004 7208 7053

6-22 8985 9376 9675 9661 4685 8098 6547 8476 8147

6-24 9047 9472 9791 9777 4839 8294 6614 8585 8262

0-24 9464 9867 10208 10162 5049 8545 6792 8950 8584

Day of Week

19-Mar-16

MATRIX ATC 7 Day Q1661 Settlement Rd KEPERRA 2016 Volume Summary 6/04/2016

APPENDIX C

CURRENT AND FUTURE YEAR VOLUMES

2015 Volumes (Base)

Thursday AM Peak

7:30-8:30

20 45

1182 1629 10 1664

Samford 866 0 1619 7

Road 445 679 842 13 827

312 163 0 822 6

209 447 78 0 0 8 10

Bunnings Volumes

Thursday AM Peak

(Source: Proposed Keperra Bunnings Development Traffic Engineering Report, April 2013)

-5 27 27

Samford 30 27

Road -13 27 27 27

40 27

39 32

Samford

Road

Samford

Settlement Keperra

Site Access Sanctuary

Road

Road Shopping

Proposed

Site Access Sanctuary

Centre

Proposed

Keperra

Street

Keperra

Keperra

Keperra

Street

Centre

Settlement Keperra

Road Shopping

2020 Background volumes including Bunnings (Estimated year of completion)

Thursday AM Peak

21 46

1207 1697 10 1733

Samford 918 1687 7

Road 443 725 888 13 872

360 163 867 6

253 490 78 8 10

Keperra Quarry Residential Development

Thursday AM Peak

11 218.9

Samford 11 219

Road 61 61 39

39 39

61 219

Samford

Road

Settlement Keperra Proposed Keperra

Centre

Road Shopping Site Access Sanctuary

Centre

Keperra

Street


Keperra

Street

Samford

Road


2020 Total volumes (Estimated year of completion)

Thursday AM Peak

21 46

1218 1697 10 1952

Samford 918 11 1906 7

Road 504 786 888 13 911

360 163 39 906 6

253 490 78 61 219 8 10

Upper Kedron Volumes (1200 Lot Yield)

Thursday AM Peak

(Source: Proposed Upper Kedron Residential Development Traffic Engineering Report, March 2015)

359 359 359

Samford 179 359

Road 113 113 113 113

113

57

Settlement


Keperra Proposed Keperra

Centre

Centre

Keperra

Street

Samford

Road

Keperra

Street


Samford

Road


2030 Background volumes including Bunnings & Upper Kedron (Estimated 10 year design horizon)

Thursday AM Peak

27 59

1628 2142 13 2188

Samford 1142 2129 7

Road 580 878 1041 17 1023

376 163 1014 6

321 514 78 8 10

2030 Total volumes(Estimated 10 year design horizon)

Thursday AM Peak

27 59

1639 2142 13 2407

Samford 1142 11 2348 7

Road 641 939 1041 17 1062

376 163 39 1053 6

321 514 78 61 219 8 10


Samford

Road


Samford

Road

Keperra

Street


Centre

Keperra

Street


2015 Volumes (Base)

Thursday PM Peak

16:00-17:00

14 31

476 893 35 889

Samford 360 0 858 16

Road 1254 1398 1729 36 1735

311 331 0 1715 12

292 417 167 0 0 16 17

Bunnings Volumes

Thursday PM Peak


-9 53 53

Samford 59 53

Road -25 53 53 53

78 53

75 62


Centre

Keperra

Keperra

Street

Samford

Road



Centre

Street

Samford

Road



Thursday PM Peak

14 32

479 969 36 965

Samford 428 933 16

Road 1261 1491 1822 37 1829

397 331 1808 12

374 490 167 16 17


Thursday PM Peak

102 191.6

Samford 102 192

Road 73 73 295

295 295

73 192

Keperra


Centre

Keperra

Street

Samford

Road



Centre

Street

Samford

Road



Thursday PM Peak

14 32

581 969 36 1157

Samford 428 102 1125 16

Road 1334 1564 1822 37 2124

397 331 295 2103 12

374 490 167 73 192 16 17

Upper Kedron Volumes (1200 Lot Yield)

Thursday PM Peak

(Source: Proposed Upper Kedron Residential Development Traffic Engineering Report, March 2015)

141 141 141

Samford 71 141

Road 251 251 251 251

251

125

Keperra


Centre

Keperra

Street

Samford

Road



Centre

Street

Samford

Road


2030 Background volumes including Bunnings & Upper Kedron (Estimated 10 year design horizon)

Thursday PM Peak

18 41

645 1156 46 1151

Samford 518 1110 16

Road 1577 1823 2154 47 2167

413 331 2136 12

515 511 167 16 17


Thursday PM Peak

18 41

747 1156 46 1343

Samford 518 102 1302 16

Road 1650 1896 2154 47 2462

413 331 295 2431 12

515 511 167 73 192 16 17

Keperra


Centre

Keperra

Street

Samford

Road



Street

Samford

Road


2015 Volumes (Base)

Saturday AM Peak

10:30-11:30

24 47

707 1232 23 1256

Samford 498 0 1209 13

Road 729 889 1271 31 1259

330 382 0 1247 13

398 525 170 0 0 19 8

Bunnings Volumes

Saturday AM Peak


-19 142 142

Samford 152 142

Road -21 141 141 141

162 141

154 161


Centre

Keperra

Keperra

Street

Samford

Road



Centre

Street

Samford

Road



Saturday AM Peak

25 48

706 1405 24 1429

Samford 663 1381 13

Road 726 1056 1438 32 1426

500 382 1413 13

562 699 170 19 8


Saturday AM Peak

71 195.4

Samford 71 195

Road 81 81 159

159 159

81 195

Keperra


Centre

Keperra

Street

Samford

Road



Centre

Street

Samford

Road



Saturday AM Peak

25 48

777 1405 24 1624

Samford 663 71 1576 13

Road 807 1137 1438 32 1585

500 382 159 1572 13

562 699 170 81 195 19 8

Keperra


Centre

Street

Samford

Road


2030 Background volumes including Bunnings (Estimated 10 year design horizon)

Saturday AM Peak

32 61

743 1470 31 1500

Samford 689 1439 13

Road 765 1113 1495 41 1485

518 382 1463 13

583 727 170 19 8


Thursday AM Peak

32 61

814 1470 31 1695

Samford 689 71 1634 13

Road 846 1194 1495 41 1644

518 382 159 1622 13

583 727 170 81 195 19 8

Keperra


Centre

Keperra

Street

Samford

Road



Street

Samford

Road


2016 Volumes (Base)

Tuesday Peak Hours

AM Peak 7:00-8:00

PM Peak 17:00-18:00

1278 AM

707 PM

AM 573 AM PM

PM 1081

2020 Background volumes (Estimated year of completion)

1304 AM

721 PM

AM 585 AM PM

PM 1103


6 AM

1 PM

8 3

150 53

AM 26 AM PM

PM 123

Settlement Road

Proposed

Site Access

Settlement Road

Proposed

Site Access

Settlement Road

Proposed

Site Access


1304 6 AM

721 1 PM

8 3

150 53

AM 585 26 AM PM

PM 1103 123

2030 Background volumes (Estimated 10 year design horizon)

1370 AM

758 PM

AM 614 AM PM

PM 1159

2030 Total volumes (Estimated 10 year design horizon)

1370 6 AM

758 1 PM

8 3

150 53

AM 614 26 AM PM

PM 1159 123

Proposed

Site Access

Settlement Road

Settlement Road

Proposed

Site Access

Proposed

Site Access

Settlement Road

APPENDIX D

DETAILED SIDRA INTERSECTION SUMMARIES

SITE LAYOUTSite: 2015 Thu AM Peak

Samford Road / Settlement Road2015 Thursday AM PeakSignals - Fixed Time Isolated

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: LAMBERT AND REHBEIN (SEQ) PTY LTD | Created: Wednesday, 6 April 2016 8:40:07 AMProject: F:\Jobs\B15300\B15323\Design\SIDRA\Samford Rd-Settlement Rd Intersection.sip6

MOVEMENT SUMMARYSite: 2015 Thu AM Peak

Samford Road / Settlement Road2015 Thursday AM PeakSignals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)

Movement Performance - VehiclesDemand Flows 95% Back of QueueMov

ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Settlement Road1 L2 209 4.3 0.141 8.4 LOS A 2.1 15.2 0.22 0.63 57.43 R2 447 4.3 0.865 70.4 LOS E 15.2 110.5 1.00 0.96 29.1Approach 656 4.3 0.865 50.6 LOS D 15.2 110.5 0.75 0.85 34.6

East: Samford Rd (E)4 L2 312 6.6 0.430 28.1 LOS C 12.4 91.9 0.77 0.85 43.65 T1 445 6.6 0.832 61.7 LOS E 11.5 85.1 0.99 0.91 32.2Approach 757 6.6 0.832 47.8 LOS D 12.4 91.9 0.90 0.88 36.1

West: Samford Road (W)11 T1 1182 2.5 0.411 5.7 LOS A 12.2 87.3 0.39 0.35 63.112 R2 866 2.5 0.997 104.8 LOS F 79.1 565.5 0.86 1.13 22.9Approach 2048 2.5 0.997 47.6 LOS D 79.1 565.5 0.59 0.68 36.3

All Vehicles 3461 3.7 0.997 48.2 LOS D 79.1 565.5 0.69 0.76 35.9

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Movement Performance - PedestriansAverage Back of QueueMov

ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per pedP1 South Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95

All Pedestrians 100 54.3 LOS E 0.95 0.95

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: LAMBERT AND REHBEIN (SEQ) PTY LTD | Processed: Wednesday, 6 April 2016 8:39:24 AMProject: F:\Jobs\B15300\B15323\Design\SIDRA\Samford Rd-Settlement Rd Intersection.sip6

MOVEMENT SUMMARYSite: 2015 Thu PM Peak

Samford Road / Settlement Road2015 Thursday PM PeakSignals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 292 0.6 0.271 14.7 LOS B 7.9 55.8 0.52 0.74 53.03 R2 417 0.6 0.676 58.7 LOS E 11.8 83.1 0.99 0.84 32.4Approach 709 0.6 0.676 40.6 LOS D 11.8 83.1 0.80 0.79 38.6

East: Samford Rd (E)4 L2 311 1.3 0.241 11.2 LOS B 5.5 39.0 0.37 0.68 55.75 T1 1254 1.3 0.675 31.3 LOS C 24.6 174.3 0.86 0.76 43.8Approach 1565 1.3 0.675 27.3 LOS C 24.6 174.3 0.76 0.74 45.8

West: Samford Road (W)11 T1 476 3.1 0.170 5.1 LOS A 4.1 29.7 0.33 0.28 63.812 R2 360 3.1 0.679 47.1 LOS D 18.7 134.4 0.94 0.85 35.8Approach 836 3.1 0.679 23.2 LOS C 18.7 134.4 0.59 0.52 47.7

All Vehicles 3110 1.6 0.679 29.2 LOS C 24.6 174.3 0.72 0.70 44.4




Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 30.2 LOS D 0.1 0.1 0.71 0.71P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95




MOVEMENT SUMMARYSite: 2015 Sat AM Peak

Samford Road / Settlement Road2015 Saturday AM PeakSignals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 398 0.9 0.291 10.2 LOS B 6.7 47.3 0.35 0.68 56.73 R2 525 0.9 0.588 50.2 LOS D 13.7 96.6 0.94 0.83 35.0Approach 923 0.9 0.588 32.9 LOS C 13.7 96.6 0.68 0.77 41.9

East: Samford Rd (E)4 L2 330 1.0 0.288 13.8 LOS B 7.7 54.2 0.47 0.72 53.75 T1 729 1.0 0.682 45.5 LOS D 16.1 113.7 0.96 0.80 37.5Approach 1059 1.0 0.682 35.6 LOS D 16.1 113.7 0.80 0.78 41.4

West: Samford Road (W)11 T1 707 0.9 0.277 9.0 LOS A 8.5 59.6 0.45 0.39 59.712 R2 498 0.9 0.704 40.0 LOS D 24.5 173.1 0.91 0.86 38.7Approach 1205 0.9 0.704 21.8 LOS C 24.5 173.1 0.64 0.59 48.8


Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.



Flow Average


Prop. Queued







Samford Road / Settlement Road2020 Thursday AM Peak (Without Development)Signals - Fixed Time Isolated



Samford Road / Settlement Road2020 Thursday AM Peak (Without Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 253 4.3 0.179 8.9 LOS A 3.0 21.9 0.26 0.65 57.03 R2 490 4.3 0.699 53.9 LOS D 15.1 109.6 0.96 0.84 33.4Approach 743 4.3 0.699 38.6 LOS D 15.1 109.6 0.72 0.78 38.9

East: Samford Rd (E)4 L2 360 6.6 0.358 13.8 LOS B 9.7 71.9 0.53 0.75 52.55 T1 443 6.6 0.646 49.7 LOS D 12.2 90.5 0.98 0.82 35.9Approach 803 6.6 0.646 33.6 LOS C 12.2 90.5 0.78 0.78 41.9

West: Samford Road (W)11 T1 1207 2.5 0.460 9.3 LOS A 16.0 114.3 0.50 0.45 59.512 R2 918 2.5 0.614 32.4 LOS C 19.6 139.9 0.79 0.82 41.8Approach 2125 2.5 0.614 19.2 LOS B 19.6 139.9 0.62 0.61 50.3





Flow Average


Prop. Queued







Samford Road / Settlement Road2020 Thursday PM Peak (Without Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 374 0.6 0.407 23.2 LOS C 12.6 88.5 0.67 0.85 47.43 R2 490 0.6 0.611 52.7 LOS D 13.1 92.2 0.96 0.83 34.1Approach 864 0.6 0.611 39.9 LOS D 13.1 92.2 0.84 0.84 38.8

East: Samford Rd (E)4 L2 397 1.3 0.272 9.0 LOS A 5.1 36.3 0.28 0.66 57.65 T1 1261 1.3 0.743 26.3 LOS C 32.0 226.8 0.84 0.76 46.7Approach 1658 1.3 0.743 22.1 LOS C 32.0 226.8 0.71 0.74 48.9

West: Samford Road (W)11 T1 479 3.1 0.183 7.2 LOS A 4.9 35.6 0.39 0.33 61.512 R2 428 3.1 0.744 61.7 LOS E 12.6 90.7 1.00 0.86 31.3Approach 907 3.1 0.744 32.9 LOS C 12.6 90.7 0.68 0.58 42.2





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 23.5 LOS C 0.1 0.1 0.63 0.63P4 West Full Crossing 50 51.4 LOS E 0.2 0.2 0.93 0.93

All Pedestrians 100 37.5 LOS D 0.78 0.78




Samford Road / Settlement Road2020 Saturday AM Peak (Without Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




West: Samford Road (W)11 T1 706 0.9 0.326 15.1 LOS B 11.0 77.3 0.58 0.50 54.312 R2 663 0.9 0.719 51.7 LOS D 18.1 127.6 0.97 0.86 34.4Approach 1369 0.9 0.719 32.9 LOS C 18.1 127.6 0.77 0.68 42.4





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 42.6 LOS E 0.1 0.1 0.84 0.84P4 West Full Crossing 50 38.5 LOS D 0.1 0.1 0.80 0.80




MOVEMENT SUMMARYSite: 2020 Thu AM Peak - With Dev

Samford Road / Settlement Road2020 Thursday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 253 4.3 0.183 9.2 LOS A 3.3 23.6 0.28 0.66 56.73 R2 490 4.3 0.604 51.9 LOS D 13.0 94.5 0.95 0.83 34.0Approach 743 4.3 0.604 37.4 LOS D 13.0 94.5 0.72 0.77 39.4


West: Samford Road (W)11 T1 1218 2.5 0.470 9.8 LOS A 16.6 118.9 0.51 0.47 59.012 R2 918 2.5 0.683 34.8 LOS C 20.5 146.6 0.82 0.83 40.6Approach 2136 2.5 0.683 20.5 LOS C 20.5 146.6 0.65 0.62 49.4





Flow Average


Prop. Queued






MOVEMENT SUMMARYSite: 2020 Thu PM Peak - With Dev

Samford Road / Settlement Road2020 Thursday PM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 374 0.6 0.420 25.4 LOS C 12.9 90.6 0.70 0.87 46.03 R2 490 0.6 0.636 53.8 LOS D 13.3 93.3 0.97 0.83 33.7Approach 864 0.6 0.636 41.5 LOS D 13.3 93.3 0.85 0.85 38.2







Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 22.9 LOS C 0.1 0.1 0.62 0.62P4 West Full Crossing 50 52.4 LOS E 0.2 0.2 0.94 0.94




MOVEMENT SUMMARYSite: 2020 Sat AM Peak - With Dev

Samford Road / Settlement Road2020 Saturday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate









Flow Average


Prop. Queued







Samford Road / Settlement Road2030 Thursday AM Peak (Without Development)Signals - Fixed Time Isolated



Samford Road / Settlement Road2030 Thursday AM Peak (Without Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



East: Samford Rd (E)4 L2 376 6.7 0.408 20.2 LOS C 12.3 91.2 0.65 0.83 48.15 T1 580 6.5 0.775 52.4 LOS D 17.0 125.7 1.00 0.90 35.0Approach 956 6.6 0.775 39.7 LOS D 17.0 125.7 0.86 0.87 39.2






Flow Average


Prop. Queued







Samford Road / Settlement Road2030 Thursday PM Peak (Without Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 515 0.7 0.654 36.5 LOS D 19.6 138.2 0.85 0.98 40.43 R2 511 0.5 0.872 70.3 LOS E 16.7 117.5 1.00 0.95 29.3Approach 1026 0.6 0.872 53.3 LOS D 19.6 138.2 0.93 0.97 34.0







Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 19.9 LOS B 0.1 0.1 0.58 0.58P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95





Samford Road / Settlement Road2030 Saturday AM Peak (Without Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate









Flow Average


Prop. Queued







Samford Road / Settlement Road2030 Thursday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



East: Samford Rd (E)4 L2 376 6.7 0.408 20.2 LOS C 12.3 91.2 0.65 0.83 48.15 T1 641 6.5 0.822 54.7 LOS D 19.5 144.2 1.00 0.95 34.3Approach 1017 6.6 0.822 41.9 LOS D 19.5 144.2 0.87 0.90 38.4






Flow Average


Prop. Queued







Samford Road / Settlement Road2030 Thursday PM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road (S)1 L2 515 0.7 0.673 38.4 LOS D 20.0 140.8 0.87 0.98 39.63 R2 511 0.5 0.872 70.3 LOS E 16.7 117.5 1.00 0.95 29.3Approach 1026 0.6 0.872 54.3 LOS D 20.0 140.8 0.94 0.97 33.7







Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 19.3 LOS B 0.1 0.1 0.57 0.57P4 West Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95





Samford Road / Settlement Road2030 Saturday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate









Flow Average


Prop. Queued






SITE LAYOUTSite: 2020 Thu AM Peak - With Dev

Samford Road / Development Access2020 Thursday AM Peak (With Development)Signals - Fixed Time Isolated

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: LAMBERT AND REHBEIN (SEQ) PTY LTD | Created: Wednesday, 6 April 2016 8:51:16 AMProject: F:\Jobs\B15300\B15323\Design\SIDRA\Samford Rd - Development Access Intersection.sip6


Samford Road / Development Access2020 Thursday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Development Access1 L2 61 0.0 0.076 7.3 LOS A 0.6 4.0 0.22 0.61 52.93 R2 219 0.0 0.544 62.1 LOS E 6.3 44.1 0.99 0.79 29.3Approach 280 0.0 0.544 50.2 LOS D 6.3 44.1 0.83 0.75 32.5

East: Samford Road (WB)4 L2 39 0.0 0.032 13.0 LOS B 0.8 5.4 0.37 0.65 48.35 T1 888 3.0 0.353 9.6 LOS A 11.3 81.3 0.48 0.43 51.8Approach 927 2.9 0.353 9.8 LOS A 11.3 81.3 0.47 0.43 51.7

West: Samford Road (EB)11 T1 1697 2.0 0.557 4.9 LOS A 18.1 128.8 0.41 0.38 55.512 R2 11 0.0 0.071 61.6 LOS E 0.6 4.3 0.95 0.68 29.5Approach 1708 2.0 0.557 5.3 LOS A 18.1 128.8 0.41 0.38 55.2

All Vehicles 2915 2.1 0.557 11.0 LOS B 18.1 128.8 0.47 0.43 50.7




Flow Average


Prop. Queued


ped/h sec ped m per pedP1 South Full Crossing 50 54.3 LOS E 0.2 0.2 0.95 0.95



SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: LAMBERT AND REHBEIN (SEQ) PTY LTD | Processed: Wednesday, 6 April 2016 8:51:05 AMProject: F:\Jobs\B15300\B15323\Design\SIDRA\Samford Rd - Development Access Intersection.sip6


Samford Road / Development Access2020 Thursday PM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Development Access1 L2 73 0.0 0.164 16.3 LOS B 1.9 13.0 0.50 0.69 46.83 R2 192 0.0 0.689 68.2 LOS E 5.9 41.2 1.00 0.83 28.0Approach 265 0.0 0.689 53.9 LOS D 5.9 41.2 0.86 0.79 31.5

East: Samford Road (WB)4 L2 295 0.0 0.230 12.7 LOS B 6.2 43.3 0.39 0.69 48.65 T1 1822 1.0 0.748 11.6 LOS B 36.8 259.8 0.64 0.60 50.4Approach 2117 0.9 0.748 11.7 LOS B 36.8 259.8 0.61 0.61 50.2






Flow Average


Prop. Queued







Samford Road / Development Access2020 Saturday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate









Flow Average


Prop. Queued







Samford Road / Development Access2030 Thursday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Development Access1 L2 61 0.0 0.086 7.7 LOS A 0.6 4.5 0.24 0.61 52.63 R2 219 0.0 0.643 65.4 LOS E 6.5 45.7 1.00 0.81 28.6Approach 280 0.0 0.643 52.8 LOS D 6.5 45.7 0.84 0.77 31.8

East: Samford Road (WB)4 L2 39 0.0 0.031 12.3 LOS B 0.7 5.1 0.35 0.64 48.85 T1 1041 3.0 0.405 9.2 LOS A 13.4 96.1 0.48 0.43 52.2Approach 1080 2.9 0.405 9.3 LOS A 13.4 96.1 0.48 0.44 52.0






Flow Average


Prop. Queued







Samford Road / Development Access2030 Thursday PM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Development Access1 L2 73 0.0 0.185 25.4 LOS C 2.5 17.6 0.66 0.72 42.03 R2 192 0.0 0.775 71.3 LOS E 6.1 42.5 1.00 0.88 27.3Approach 265 0.0 0.775 58.7 LOS E 6.1 42.5 0.91 0.84 30.2







Flow Average


Prop. Queued







Samford Road / Development Access2030 Saturday AM Peak (With Development)Signals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate









Flow Average


Prop. Queued






SITE LAYOUTSite: 2020 AM Peak

Settlement Road / Proposed Access2020 AM PeakGiveway / Yield (Two-Way)

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: LAMBERT AND REHBEIN (SEQ) PTY LTD | Created: Monday, 4 April 2016 1:03:31 PMProject: C:\Users\tobyg\Documents\B15323\Design\SIDRA\Settlement Road Intersection.sip6

MOVEMENT SUMMARYSite: 2020 AM Peak



ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road2 T1 585 6.0 0.312 0.0 LOS A 0.0 0.0 0.00 0.00 59.93 R2 26 0.0 0.195 32.1 LOS D 0.6 4.0 0.89 0.96 38.6Approach 611 5.7 0.312 1.4 NA 0.6 4.0 0.04 0.04 58.5

East: Proposed Access4 L2 150 0.0 0.246 10.4 LOS B 0.9 6.6 0.61 0.85 50.16 R2 8 0.0 0.067 32.5 LOS D 0.2 1.3 0.91 0.96 38.5Approach 158 0.0 0.246 11.5 LOS B 0.9 6.6 0.63 0.86 49.3

North: Settlement Road7 L2 6 0.0 0.003 5.5 LOS A 0.0 0.0 0.00 0.58 53.68 T1 1304 6.0 0.347 0.0 LOS A 0.0 0.0 0.00 0.00 59.9Approach 1310 6.0 0.347 0.1 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 2079 5.5 0.347 1.3 NA 0.9 6.6 0.06 0.08 58.5

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementMinor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: LAMBERT AND REHBEIN (SEQ) PTY LTD | Processed: Monday, 4 April 2016 1:03:29 PMProject: C:\Users\tobyg\Documents\B15323\Design\SIDRA\Settlement Road Intersection.sip6

MOVEMENT SUMMARYSite: 2020 PM Peak

Settlement Road / Proposed Access2020 PM PeakGiveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road2 T1 1103 6.0 0.588 0.1 LOS A 0.0 0.0 0.00 0.00 59.83 R2 123 0.0 0.309 14.2 LOS B 1.2 8.5 0.70 0.91 47.6Approach 1226 5.4 0.588 1.5 NA 1.2 8.5 0.07 0.09 58.3

East: Proposed Access4 L2 53 0.0 0.058 7.2 LOS A 0.2 1.4 0.41 0.64 52.36 R2 3 0.0 0.042 49.4 LOS E 0.1 0.7 0.95 0.98 32.7Approach 56 0.0 0.058 9.5 LOS A 0.2 1.4 0.44 0.66 50.7


All Vehicles 2004 5.5 0.588 1.2 NA 1.2 8.5 0.05 0.07 58.6



MOVEMENT SUMMARYSite: 2030 AM Peak



ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road2 T1 614 6.0 0.327 0.0 LOS A 0.0 0.0 0.00 0.00 59.93 R2 26 0.0 0.225 37.3 LOS E 0.7 4.6 0.91 0.98 36.6Approach 640 5.8 0.327 1.6 NA 0.7 4.6 0.04 0.04 58.4

East: Proposed Access4 L2 150 0.0 0.260 10.9 LOS B 1.0 7.0 0.64 0.87 49.76 R2 8 0.0 0.079 37.5 LOS E 0.2 1.5 0.93 0.97 36.5Approach 158 0.0 0.260 12.3 LOS B 1.0 7.0 0.65 0.87 48.8


All Vehicles 2174 5.5 0.365 1.4 NA 1.0 7.0 0.06 0.08 58.5



MOVEMENT SUMMARYSite: 2030 PM Peak

Settlement Road / Proposed Access2030 PM PeakGiveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Settlement Road2 T1 1159 6.0 0.618 0.1 LOS A 0.0 0.0 0.00 0.00 59.73 R2 123 0.0 0.328 15.1 LOS C 1.3 9.1 0.72 0.93 47.0Approach 1282 5.4 0.618 1.6 NA 1.3 9.1 0.07 0.09 58.2

East: Proposed Access4 L2 53 0.0 0.059 7.3 LOS A 0.2 1.5 0.42 0.65 52.26 R2 3 0.0 0.053 60.9 LOS F 0.1 0.9 0.96 0.98 29.6Approach 56 0.0 0.059 10.2 LOS B 0.2 1.5 0.45 0.67 50.2


All Vehicles 2097 5.5 0.618 1.2 NA 1.3 9.1 0.05 0.07 58.6



TRANSPORT, ACCESS, PARKING & SERVICING CODE Brisbane City Plan July 2014

1 Solution: Acceptable Solution

A/S Alternative Solution N/A Not applicable to this proposal

Keperra Quarry Development Current as at: July 2014 Page 1

Performance Outcomes Acceptable Outcomes SOLUTION COMMENTS

PO1

Development is designed: (a) to include a technically competent and

accurate response to the transport and traffic elements of the development;

(b) in accordance with the standards in the Transport, access, parking and servicing planning scheme policy;

(c) to ensure the efficient operation and safety of the development and its surrounds.

Note—The acceptable outcome and performance outcome can be demonstrated through a development application that:

is accompanied by sufficient information, including computer modelling input and output data, to allow the proposed development to be properly assessed against the requirements of this code and the standards and guidelines of the Transport, access, parking and servicing planning scheme policy;

is certified by a Registered Professional Engineer Queensland that all plans, documents and dimensioned drawings comply with the requirements of this code and the standards and guidelines of the Transport, access, parking and servicing planning scheme policy;

ensures that any computer modelling input and output data are accurate, reasonable and carried out in accordance with sound traffic engineering practices.

AO1

Development complies with the standards in the Transport, access, parking and servicing planning scheme policy.

Complies with Performance Outcome

Refer to Traffic Report, prepared by Lambert & Rehbein, B15323TR001.

http://eplan.brisbane.qld.gov.au/CP/TransportAccessParkingPSP




http://eplan.brisbane.qld.gov.au/CP/Definitions#RegProfEngQld

http://eplan.brisbane.qld.gov.au/CP/Definitions#RegProfEngQld










PO2

Development of a major size incorporates on-site provision for integration with the public transport network and the management of vehicles, public transport, pedestrians and cyclists, including providing appropriate pedestrian and cyclist linkages to adjoining uses, public areas and the transport network consistent with the planning by the State Government and Council.

AO2

No acceptable outcome is prescribed.

Not applicable Will provided as part of subsequent applications

PO3

Development provides vehicle access that is located and designed so as to have no significant impact on the safety, efficiency, function, convenience of use or capacity of the road network.

AO3.1

Development provides site access that is located and designed in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.


Intersection with Settlement Road is consistent with previous approval and was assessed in detail in Traffic Report, prepared by Lambert & Rehbein, B15323TR001.

AO3.2

Development provides an easement for a vehicular access benefiting all adjoining landowners and the Council if the vehicular access services more than an individual development or premises.


PO4

Development provides walking and cycle routes through the site which: (a) link to the external network and pedestrian and

cyclist destinations such as schools, shopping centres, open space, public transport stations, shops and local activity centres along the safest, most direct and convenient routes;

(b) encourage walking and cycling; (c) ensure pedestrian and cyclist safety; (d) provide a direct and legible network.

Note—The Infrastructure design planning scheme policy provides additional guidance on how to comply with this performance outcome.

AO4.1

Development provides walking and cycle routes which are constructed on the carriageway or through the site to: (a) create a walking or cycle route along the full

frontage of the site; (b) connect to public transport and existing cycle and

walking routes at the frontage or boundary of the site.

Not applicable

Will provided as part of subsequent applications

AO4.2

Development provides walking and cycle routes that are constructed in compliance with the standards in the Transport, access, parking and servicing planning scheme policy and the Infrastructure design planning scheme policy.


AO4.3

Development provides walking and cycle routes which

Not applicable

Will provided as part of subsequent



http://eplan.brisbane.qld.gov.au/CP/InfrastructureDesignPSP










do not include a potential entrapment area, blind corner or sudden change in level that restrict sightlines.

applications

PO5

Development provides secure and convenient bicycle parking which: (a) for visitors is obvious and located close to the

building’s main entrance; (b) for employees is conveniently located to

provide secure and convenient access between the bicycle storage area, end-of-trip facilities and the main area of the building;

(c) is easily and safely accessible from outside the site;

(d) does not impact adversely on visual amenity; (e) does not impede the movement of pedestrians

or other vehicles; (f) is designed to comply with a recognised

standard for the construction of bicycle facilities.

Note—For a performance outcome relating to the number of bicycle parking spaces provided, the application must demonstrate how the needs of the intended users of the site differ from the standard rates in the Transport, access, parking and servicing planning scheme policy.

AO5.1

Development provides on-site bicycle parking spaces in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.


AO5.2

Development provides bicycle parking spaces for employees which are co-located with end-of-trip facilities (shower cubicles and lockers) in compliance with the Transport, access, parking and servicing planning scheme policy and AS 2890.3-1993 Bicycle parking facilities.


AO5.3

Development ensures that the location of visitor bicycle parking is discernible either by direct view or using signs from the street.

Not applicable


AO5.4

Development provides visitor bicycle parking which does not impede pedestrian movement.


AO5.5

Development provides bicycle parking which is constructed in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.

Not applicable


PO6

Development provides shower cubicles and lockers in sufficient numbers to meet the needs and volume of predicted pedestrian and cyclist users.

Note—For a performance outcome the application must demonstrate how the needs of the intended users of the site differ from the standard rates in the Transport, access, parking and servicing planning scheme policy.

AO6

Development provides shower cubicles and lockers for pedestrians and cyclists in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.

Not applicable









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http://infostore.saiglobal.com/store2/Details.aspx?ProductID=288136












PO7

Development provides pedestrian and cyclist access to the site which is designed to provide safe movement and avoid unnecessary conflict between pedestrians, cyclists and motor vehicles.

AO7

Development provides pedestrian and cycle access that is designed and constructed in compliance with the site access design guidelines, pedestrian facilities standards and cyclist facilities standards in the Transport, access, parking and servicing planning scheme policy.


Intersection with Samford Road facilitates pedestrian and cyclist access to the site and there are currently no pedestrian facilities along Settlement Road

PO8

Development provides pedestrian and cyclist access to and from the site which is located to take advantage of safe crossing points of the adjacent road system, key destinations and public transport facilities.

AO8



Intersection with Samford Road is located to take advantage of safe crossing points of the adjacent road system, key destinations and public transport facilities.

PO9

Development provides access driveways in the road area that are located, designed and controlled to: (a) minimise adverse impacts on the safety and

operation of the transport network, including the movement of pedestrians and cyclists;

(b) ensure the amenity of adjacent premises, from impacts such as noise and light.

AO9.1

No acceptable outcome for access is prescribed, for a major development (as described in the Transport, access, parking and servicing planning scheme policy).


AO9.2

Development which is not a major development (as described in the Transport, access, parking and servicing planning scheme policy) provides a single site access driveway in the road area to the lowest order road to which the site has frontage.


AO9.3

Development ensures that sight distances to and from all proposed access driveways in the road area and intersections are in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.


AO9.4

Development provides access driveways in the road area which: (a) are located, designed and controlled in

compliance with the standards in the Transport, access, parking and servicing planning scheme

Not applicable


















policy; (b) are not provided through a bus stop, taxi rank or

pedestrian crossing or refuge.

AO9.5

Development makes provision for shared access arrangements particularly where it is necessary to limit access points to a major road.


PO10

Redevelopment provides for: (a) the closure of all access driveways in the road

area that no longer comply with the standards in the Transport, access, parking and servicing planning scheme policy;

(b) the reinstatement of adjacent footpaths.

AO10



The current driveway onto Settlement Road will be removed to facilitate the new priority controlled intersection.

PO11

Development provides that an internal approach to an access driveway in the road area is designed and located to provide for the safety of pedestrians and cyclists using paths adjacent to the frontage of the site, and motorists.

AO11.1

Development provides sight distances to and from all proposed access driveways in the road area and intersections which are in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.


AO11.2

Development ensures that convex mirrors are only used in a site: (a) as a secondary support at access driveways; (b) in addition to acceptable sight splays that comply

with the sight distances standards in the Transport, access, parking and servicing planning scheme policy.


PO12

Development in the City core and City frame as identified in Figure a provides car parking spaces at rates to discourage private car use and encourage walking, cycling and the use of public transport.

AO12

Development in the City core and City frame as identified in Figure a provides maximum car-parking rates in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.

Note—For self-assessable development including an existing

Not applicable Located outside of City core and City frame







http://eplan.brisbane.qld.gov.au/CP/TransportCode#Figurea









premises, no reduction to existing car parking is required to comply with a maximum car-parking rate in the Transport, access, parking and servicing planning scheme policy.

PO13

Development outside of the City core and City frame as identified in Figure a provides on-site car parking spaces to accommodate the design peak parking demand without any overflow of car parking to an adjacent premises or adjacent street.

AO13

Development outside of the City core and City frame as identified in Figure a: (a) provides on-site car parking spaces in

compliance with the standards in the Transport, access, parking and servicing planning scheme policy; or

(b) for self-assessable development does not result in on-street car parking if no parking standard is identified in the Transport, access, parking and servicing planning scheme policy.

Note—For self-assessable development including an existing premises, no reduction to existing car parking is required to comply with a maximum car-parking rate in the Transport, access, parking and servicing planning scheme policy.


PO14

Development ensures that the number of car parking spaces and design of the car parking area: (a) meet the combined design peak parking

demand for residential, visitor and business parking;

(b) allow for the temporal sharing of car-parking spaces for uses with different peak parking demands.

Note—In order to demonstrate that adequate car parking is provided, a traffic impact assessment prepared in compliance with the Transport, access, parking and servicing planning scheme policy is to identify the appropriate number of car parking spaces to be provided.

AO14.1

Development provides a number of car parking spaces on site equalling the sum of the maximum design peak parking demand for the individual uses at any point in time.

Not applicable


AO14.2

Development involving mixed use provides a non-residential car parking area with shared parking for all the businesses in the development.


PO15

Development provides a car park layout which

AO15

Development provides parking bays, queue areas and

Not applicable Will provided as part of subsequent

















allows for on-site vehicle parking that: (a) is clearly defined, safe and easily accessible; (b) is designed to contain potential adverse

impacts within the site; (c) does not detract from the aesthetics or amenity

of an area; (d) discourages on-street parking if parking has an

adverse traffic management safety or amenity impact;

(e) is consistent with safe and convenient pedestrian and cyclist movement.

manoeuvring areas which are designed for the design service vehicle to the standards in the Transport, access, parking and servicing planning scheme policy.

applications

PO16

Development creates a safe environment by incorporating the key elements of crime prevention through environmental design.

AO16

Development incorporates the key elements of crime prevention through environmental design in its layout, building and structure design and landscaping by: (a) facilitating casual surveillance opportunities and

including good sightlines to publicly accessible areas such as car parks, pathways, public toilets and communal areas;

(b) defining different uses and ownerships through design and restricting access from non-residential uses into private residential dwellings;

(c) promoting safety and minimising opportunities for graffiti and vandalism through exterior building design and orientation of buildings and use of active frontages;

(d) ensuring publicly accessible areas such as car parks, pathways, public toilets and communal areas are well lit;

(e) including way-finding cues; (f) minimising predictable routes and entrapment

locations near public spaces such as car parks, public toilets, ATMs and communal areas.

Note—For guidance in achieving the key elements of crime prevention through environmental design, refer to the Crime





http://eplan.brisbane.qld.gov.au/CP/CrimePreventionPSP






prevention through environmental design planning scheme policy.

PO17

Development minimises the potential for graffiti and vandalism through access control, canvas reduction and easy maintenance selection.

AO17

Development incorporates graffiti and vandalism prevention techniques in its layout, building and structure design and landscaping, by: (a) denying access to potential canvas through

access control techniques; (b) reducing potential canvases through canvas

reduction techniques; (c) ensuring graffiti can be readily and quickly

removed through easy maintenance selection techniques.

Note—For guidance on graffiti and vandalism prevention techniques, refer to the Graffiti prevention planning scheme policy.

Not applicable


PO18

Development is serviced by an adequate number and size of service vehicles.

AO18

Development ensures that the number and size of design service vehicles selected for the site is in compliance with the standards in the Transport, access, parking and servicing planning scheme policy.


PO19

Development layout provides for services which: (a) are wholly within the site; (b) are clearly defined, safe and easily accessible; (c) are designed to contain potential adverse

impacts of servicing within the site; (d) do not detract from the aesthetics or amenity of

the surrounding area.

AO19.1

Development ensures that a service bay provided on site: (a) is provided and designed to comply with the

design vehicle table and service area design standards in the Transport, access, parking and servicing planning scheme policy;

(b) is located away from street frontages and screened from adjoining premises.


AO19.2

Development provides on-site servicing facilities and associated on-site vehicle manoeuvring areas which are designed in compliance with the service area design standards in the Transport, access, parking and servicing planning scheme policy.


http://eplan.brisbane.qld.gov.au/CP/GraffitiPreventionPSP






http://eplan.brisbane.qld.gov.au/CP/Definitions#AdjPrem








AO19.3

Development provides service areas for refuse collection in compliance with the standards in the Refuse planning scheme policy, Transport, access, parking and servicing planning scheme policy and the Infrastructure design planning scheme policy.


PO20

Development provides service vehicle access routes to and from the site which minimise the impact on: (a) amenity and safety in residential areas; (b) streets not constructed to a standard that

accommodate increased heavy vehicle movements.

AO20

Development ensures that service vehicles use the shortest and most direct route to the major road network in compliance with the heavy vehicle standards in the Transport, access, parking and servicing planning scheme policy.


If for development which is required to be serviced by a b-double (Austroad class 10 vehicle), multi-combination vehicle, over-dimensioned vehicle or any on vehicle identified by the Queensland Government as requiring a permit to operate on the road (freight-dependent development)

PO21

Development which is freight-dependent development ensures that the traffic generated by the development does not impact on: (a) the operation of the transport network; (b) the safety and amenity of a residential area; (c) a road not constructed to accommodate a non-

standard vehicle such as a road only constructed to accommodate a vehicle that has a legal right of access to all roads including Austroads vehicles classes 1–9.

AO21.1

Development which is freight-dependent development is located on a site which: (a) has frontage to or direct access to the freight

network in the Road hierarchy overlay via roads in a zone in the Industry zones category; or

(b) can be serviced by a route that can act as a primary freight access route and connect to an existing primary freight route without impacting on the safe operation of the road network in compliance with the heavy vehicle standards in the Transport, access, parking and servicing planning scheme policy.

Not applicable No freight proposed to the site

AO21.2

Development which is freight-dependent development provides any necessary upgrade to a road used as an access route in compliance with the Infrastructure design planning scheme policy.

Not applicable

No freight proposed to the site

http://eplan.brisbane.qld.gov.au/CP/RefusePSP




http://eplan.brisbane.qld.gov.au/CP/Definitions#Amenity



http://eplan.brisbane.qld.gov.au/CP/RoadHierarchyOC



