Yeerongpilly Transit Oriented Development (TOD) · 2015-12-15 · Yeerongpilly Transit Oriented Development (TOD) Traffic Impact Assessment Report . Prepared for: Department of State

Yeerongpilly Transit Oriented Development (TOD) Traffic Impact Assessment Report

Prepared for:

Department of State Development, Infrastructure and Planning

September 2014

CAMBRAYconsulting Traffic Engineering and Transport Planning

Document Verification

Job Title Yeerongpilly Transit Orientated Development (TOD)

Job

Reference DEP0414-01

Report Title Traffic Impact Assessment Report

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Contents 1.0 Introduction ................................................................................................................................................................... 1

1.1 Limits of Report ............................................................................................................................................................ 1

2.0 Context .......................................................................................................................................................................... 2

2.1 Site Location ................................................................................................................................................................. 2

2.2 Existing Development ................................................................................................................................................. 2

2.3 Local Road Conditions ................................................................................................................................................ 3

2.4 Current Site Access ...................................................................................................................................................... 3

3.0 Proposal ........................................................................................................................................................................ 5

3.1 Fairfield Road / King Arthur Terrace Upgrade ................................................................................................... 7

3.2 King Arthur Terrace Realignment ............................................................................................................................. 8

3.3 Vehicle Access .............................................................................................................................................................. 9

3.4 Internal Street Network ............................................................................................................................................ 10

3.5 Pedestrian and Cyclist Connectivity ...................................................................................................................... 13

3.6 Servicing ...................................................................................................................................................................... 13

3.7 Major Events at the Queensland Tennis Centre ................................................................................................... 14

4.0 Supporting Actions .................................................................................................................................................... 16

4.1 Maximise the Attractiveness of Rail ....................................................................................................................... 16

4.2 Maximise the Attractiveness of Bus Transport ..................................................................................................... 16

4.3 Maximise the Attractiveness of Walking and Cycling ....................................................................................... 17

4.4 Discourage Through Traffic From Outside the Precinct ...................................................................................... 18

4.5 Provide Sufficient Road Access Capacity............................................................................................................. 21

4.6 Provide Improved Access and Egress Arrangements to Existing Residential Precinct ................................. 21

4.7 Demonstrate Support for Emerging and Sustainable Transport Modes ........................................................ 21

5.0 Traffic Impact Assessment ........................................................................................................................................ 23

5.1 Background Traffic Volumes ................................................................................................................................... 23

5.2 Site Generated Traffic ............................................................................................................................................. 24

5.3 Development Traffic Distribution ............................................................................................................................ 26

5.4 Rerouting External Through Traffic ........................................................................................................................ 29

5.5 Linked Trip Volumes .................................................................................................................................................. 30

5.6 Traffic Volumes for Analysis ................................................................................................................................... 32

6.0 Traffic Impact Analysis ............................................................................................................................................. 34

6.1 King Arthur Terrace and Fairfield Road Intersection ......................................................................................... 35

6.2 Proposed Main Street and King Arthur Terrace Intersection ............................................................................ 40

7.0 Conclusion and Recommendations .......................................................................................................................... 43

7.1 Physical Layout .......................................................................................................................................................... 43

7.2 Traffic Impact ............................................................................................................................................................. 44

8.0 RPEQ Certification..................................................................................................................................................... 45

Appendices APPENDIX A

Final Plan of Development

APPENDIX B

Traffic Count Data

(Prepared by Austraffic)

APPENDIX C

SIDRA Lane Summaries

King Arthur Terrace and Fairfield Road

APPENDIX D

SIDRA Lane Summaries

Proposed Main Street and King Arthur Terrace Intersection:

Yeerongpilly Development

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Cambray Consulting Pty Ltd Page 1

1.0 Introduction The Queensland Government (Department of State Development, Infrastructure and Planning) and Brisbane City

Council (Council) are working together to deliver the Yeerongpilly Transit Oriented Development (TOD).

In June 2010 the Department of State Development, Infrastructure and Planning (DSDIP) commissioned a team of

consultants to update the masterplan for the site. Cambray Consulting was engaged to provide input into and assess

the traffic elements associated with the proposed Yeerongpilly Development to be located on the former Animal

Research Institute site, King Arthur Terrace, Yeerongpilly.

The traffic report was updated in February 2014 to account for changes made to the masterplan and external transport

conditions and in June 2014 Cambray Consulting Pty Ltd was commissioned to update the Traffic Impact Assessment

report to take account of further changes to the masterplan as well as more recent traffic data.

This assessment has involved:

A review of the proposed development from a traffic perspective, taking into consideration:

o Vehicle access locations;

o Sight distances;

o Geometry; and

o Pedestrian and cyclist mobility.

An update to the traffic impacts of the proposed development upon the adjacent road network, in particular

the signal-controlled intersection of Fairfield Road / King Arthur Terrace.

The results of the above analyses are outlined in the following sections.

1.1 Limits of Report

This report takes into account the particular instructions and requirements of our client. Cambray Consulting Pty Ltd

has taken care in the preparation of this report, however it neither accepts liability nor responsibility whatsoever in

respect of:

Any use of this report by any third party; and/or

Any third party whose interests may be affected by any decision made regarding the contents of this report;

and/or

Any conclusion drawn resulting from omission or lack of full disclosure by the client, or the clients’

consultants.




2.0 Context

2.1 Site Location

The proposed development site is located along King Arthur Terrace and west of Fairfield Road, Yeerongpilly which is

within the Brisbane City Council Local Government Area. The location of the proposed development site is shown in

Figure 2.1 below.

Figure 2.1: Site Location [Base source Nearmap: Reproduced with permission]

2.2 Existing Development

The King Arthur Terrace precinct includes the Queensland Tennis Centre, the Tennyson Reach residential development

and Ken Fletcher Park as well as the existing residential development accessed by Mooney Street.

The subject site was previously the Queensland Government’s Animal Research Institute (ARI). When the Institute was

fully operational it would have been a significant traffic generator.

The Animal Research Institute was progressively closed and was fully vacated in 2011. Since that time Brisbane City

Council has established its Southern Regional Business Centre (SRBC) on the east of the site. This represents the first

stage in redeveloping the site in line with the Yeerongpilly Transit Oriented Development (TOD) Masterplan.




2.3 Local Road Conditions

There are a number of Council controlled roads in the immediate vicinity of the proposed site. These are:

Fairfield Road – four-lane, two-way divided road (Arterial Road);

Tennyson Memorial Avenue – two-lane, two-way undivided road (Suburban Road);

King Arthur Terrace, west of Tennyson Memorial Avenue (District Road)

Ortive Street – two-lane, two way undivided road (Neighbourhood Road);

King Arthur Terrace – two-lane, two-way divided road; (under review by BCC);

Mooney Street – two-lane, two-way undivided road (Local Access); and

Council has indicated that the functional role of King Arthur Terrace is currently under review, previously being defined

as a Neighbourhood Road, but now under consideration for classification as a District Road.

2.4 Current Site Access

Access to the development site is largely restricted by Fairfield Road and the Brisbane – Beenleigh Rail Line to the east,

the Corinda – Yeerongpilly Rail Line and Tennyson Memorial Avenue to the south and Queensland Tennis Centre to the

west. As a result of these constraints, vehicular access to the development site can only be reasonably achieved via

King Arthur Terrace. King Arthur Terrace formerly provided access to the Animal Research Institute (ARI).

When the ARI was operational (up until 2011) access was via a roundabout which connected the site to King Arthur

Terrace and to Mooney Street (northern leg). This former arrangement is shown in Figure 2.4.

Figure 2.4: Former Access Arrangement (ARI Operational) [Base source Nearmap: Reproduced with permission]

The southern link has since been altered to facilitate access to Council’s SRBC. This most recent arrangement is shown

in Figure 2.5.




Figure 2.4: Existing Access Arrangement [Base source Nearmap: Reproduced with permission]

Under both access arrangements the proximity of the roundabout to the King Arthur Terrace / Fairfield Road

intersection resulted in queuing extending back from Fairfield Road during the AM peak period through the

roundabout. This consequently limited access to Mooney Street and egress from the former ARI site/ SRBC link, during

such times.

2.4.1 Current Access Easements

An access easement currently exists to the rail reserve adjacent the south east corner of the site. We understand that

access to this reserve is required to be maintained, although its location may be moved, subject to approval by

Queensland Rail (QR). Figure 2.4.1 indicates the existing access gate location to the rail reserve.

Figure 2.4.1: Existing Rail Reserve Access Gate Location [Base source Nearmap: Reproduced with permission]




3.0 Proposal The Yeerongpilly Plan of Development (also included as Appendix A), is shown in Figure 3a. The traffic elements of the

site layout have been reviewed against Council’s TAPS Planning Scheme Policy, and are described in the following

sections.

The project masterplan includes the following approximate development yields:

936 Residential Units;

17300 m2

of GFA for Commercial/Office area;

3500 m2 of GFA for a Supermarket;

3000 m2 of GFA for Specialty Retail area;

4000 m2 of GFA for a Cinema;

3000 m2 of GFA for a Gymnasium;

2250 m2 of GFA for a Tavern;

2250 m2 of GFA for Function Space; and

14748 m2 of GFA as open space and park area.

Figure 3a – Proposed Development Masterplan Source: Economic Development Queensland




A number of principles were defined to guide the development’s transport planning. The project seeks to emphasise

non-motorised and public transport modes. Where possible the principles in the State Government’s Transit Oriented

Development Guide (TOD Guide) have been incorporated into the Masterplan.

These guiding transport principles are summarised as follows:

The maximisation of safe and efficient pedestrian access routes between the three key activity generators of:

o Yeerongpilly Railway Station;

o Proposed Development Heart; and

o Queensland Tennis Centre.

The removal of the King Arthur Terrace / Mooney Street roundabout which is currently located within the

influence of peak hour queuing back from the Fairfield Road / King Arthur Terrace intersection;

Connection of the existing street grid north of Ortive Street to the proposed development which creates a

linkage between the existing and new communities;

Provision of rational access to individual development parcels and to support walkable streets and pedestrian

laneways;

An efficient street network for service vehicles both internally and accessing and egressing the site; and

Maximisation of exposure to the heritage listed buildings, including through the provision of a “shared zone”

environment across Main Street.




3.1 Fairfield Road / King Arthur Terrace Upgrade

As part of the Yeerongpilly TOD project, the intersection of Fairfield Road / King Arthur Terrace is proposed to be

upgraded.

Factors influencing the upgrade concept were advised by Council and include:

Sufficient capacity to accommodate forecast peak volumes to 2026 on a “no worsening” basis;

Balancing green time for traffic turning into and out of King Arthur Terrace during peak periods, to discourage

unnecessary through traffic from using King Arthur Terrace;

Not prejudicing the future provision of 1.5m wide cycle lanes along Fairfield Road;

Provision of a left-turn deceleration lane from Fairfield Road northbound;

Provision of a 4.25m wide verge along the site frontage, with a 3.0m wide shared footpath along the western

side of Fairfield Road; and

• Provision for an indented bus bay on Fairfield Road northbound.

The resultant intersection concept is shown in Figure 3b. Related capacity analysis is discussed in Section 6.0.

Figure 3b - Council Approved Intersection Configuration




3.2 King Arthur Terrace Realignment

It is proposed to realign and generally straighten King Arthur Terrace through the northern portion of the site, as

conceptually illustrated in Figure 3c. On-street parking is to be maintained west of the proposed Main Street and on-

street cycle lanes are proposed along the realigned section of King Arthur Terrace.

Figure 3c - Proposed Realignment of King Arthur Terraces – Approximate Overlay

[Base source Nearmap: Reproduced with permission]

Council’s intent for King Arthur Terrace was originally for it to providefor neighbourhood access and to limit external

through traffic movements. However in recent times Council have indicated some acceptance of through traffic using

King Arthur Terrace, albeit still engouraging the use of Tennyson Memorial Avenue over King Arthur Terrace. It is

noted that the Yeerongpilly Development will itself discourage through traffic using King Arthur Terrace through the

provision of the following:

Proposed signalised intersection at Main Street;

Proposed pedestrian signals to the west of Main Street, linking the two main areas of open space;

Discoordination of the pedestrian signals and the Main Street Signals and the Fairfield Road signals (for

westbound traffic);

Possible additional signals to replace the existing roundabout to the west of the development; and

The impact of the additional traffic generated by the development itself.




3.3 Vehicle Access

Refer to Figure 3e below for identification of the proposed access points.

Vehicle access is proposed to be achieved primarily via the proposed four-way, all movements, signalised intersection

of Main Street / King Arthur Terrace / Mooney Street (location A), which is located approximately 160 metres to the

west of Fairfield Road. It is noted that the phasing of the Main Street / King Arthur Terrace / Mooney Street and King

Arthur Terrace / Fairfield Road intersections are proposed to be carefully coordinated, to discourage eastbound traffic

on King Arthur Terrace from using Paragon Street as a shortcut to access Fairfield Road, and to more generally

discourage westbound through traffic from using King Arthur Terrace. Signalisation will also improve pedestrian

connectivity and safety.

In addition to the main access intersection (Main Street / King Arthur Terrace / Mooney Street), a left-in, right-in only

access off King Arthur Terrace is proposed for traffic utilising the one-way lane located 70m to the east of the Main

Street intersection (location B). Similarly a left-in, left-out, right-in intersection on King Arthur Terrace is also proposed

approximately 80m to the west of the Main Street signalised intersection (location C), to cater for traffic using the

proposed street located on the western side of Main Street.

Ultimately, the development is also proposed to gain access via the existing King Arthur Terrace / Queensland Tennis

Centre Car Park roundabout (location D). Whilst it is expected to operate at acceptable levels as a roundabout, we

recommend that provision to upgrade this intersection to signals be preserved as part of the proposed development.

Figure 3e - Proposed Access and Control Points Base Source: Economic Development Queensland




3.4 Internal Street Network

The development of the internal street network considered a number of factors, including:

Surrounding land uses;

Likely daily volumes;

Pedestrian and cyclist connectivity;

On-street parking desirability;

Overall function and purpose;

Provisions for safe access;

Limiting vehicle and active transport conflicts;

Limiting the impact of development traffic on neighbouring areas;

Providing a network with a grid structure similar to the external street network;

Accommodating all types of vehicle movements relevant to the separate uses within the site; and

Limiting the number of U-turn manoeuvres required to be undertaken by development traffic on the external

street network.

The result is an internal road network that caters for all types of vehicles and traffic resulting from the varied uses

proposed to be part of the development. The internal road network also provides separation of vehicle movements

from the main pedestrian spine, resulting in a more efficient and safer network for users.

For the proposed internal street network the functional street hierarchy and cross sections as shown in Table 3a are

proposed.

Refer to Figure 7: Access and Movement Plan in the Detailed Plan of Development document, for internal street

references (also included in Appendix A).




Table 3a - Proposed Internal Hierarchy and Cross-Sections

New Mooney Street (Road 2) Main Street (Road 3) East West Connector (Road 5)

Function Main Street North links the

existing and proposed

residential precincts north of

King Arthur Terrace to the

proposed Yeerongpilly Centre

and the broader road network.

Main Street is proposed to

provide access to the

proposed commercial and

retail precinct, and also act as

a feeder between the core of

the development and external

higher order road network.

Main Street is expected to

carry the highest volume of

traffic within the development

precinct.

This street may also provide a

connection to the external

network, although it is not

intended to be the main

access point. Provision for this

street to accommodate a local

bus service, or be used by

buses serving the Tennis

Centre should not be

prejudiced.

Operation Two-way, two-lane Two-way, two-lane Two-way, two-lane

Suggested

Posted Speed

40km/hr 40km/hr 40km/hr

Provision for

Buses

Not Proposed Can be accommodated in

carriageway – no bus bays

proposed, although potential

for indented bays protected

Can be accommodated in

carriageway – no bus bays

proposed, although potential

for indented bays protected.

Parking Lane No designated parking lanes 2 x 2.5m wide indented 2 x 2.5m wide

Cycle Lanes No designated cycle lane No designated cycle lanes,

except on approach to King

Arthur Terrace

No designated cycle lane

Traffic Lanes 2 x 3.75m wide 2 x 3.25m wide clear of

intersections

2 x 3.25m wide

Total

Carriageway

7.5m wide 11.5m wide 11.5m wide

Verge Widths 2 x 4.25m wide 2 x 4.25m wide 2 x 4.25m wide

Total Reserve 16.0 - 21.5m wide 20.0- 24.0 m wide 20.0m wide




Table 3a - Cont.

Residential Access Street

(Road 6)

Commercial Lane (Road 4) Residential Lane (Road 9)

Function Provides for access to

individual residential buildings.

The speed environment is

intended to be low to

integrate residential traffic

with pedestrians and cyclists

and hence localised speed

control measures may be

required.

This lane is proposed to

provide for service vehicle and

carpark access to the retail

precinct. It is also the access

point for the BCC commercial

site.

The speed environment for

the lane is intended to be low.

This lane is proposed to

provide local access to the

residential precinct, as well as

rear access to commercial uses

to the west of Main Street.

Operation Two-way, two-lane (no

centreline)

One-way, one-lane Two-way, two-lane

Suggested

Posted Speed

40km/hr 20km/hr 20km/hr

Provision for

Buses

Not proposed Not proposed Not proposed

Parking Lane Available in carriageway – no

formal parking lane proposed.

Localised parking may be

provided in carriageway clear

of driveways and turning

paths.

Not proposed

Cycle Lanes No designated cycle lane No designated cycle lane No designated cycle lane

Traffic Lanes 2 x 3.75m wide 1 x 5.5m wide 2 x 3m wide

Total

Carriageway

7.5m wide 5.5m wide 6m wide

Verge Widths 2 x 4.25m wide 2 x 3.25m wide 2 x 3m wide

Total Reserve 16.0m wide 12.0m wide 12.0m wide




3.5 Pedestrian and Cyclist Connectivity

The existing pedestrian and cyclist network is proposed to be enhanced by the provision of additional links. A strong

and efficient network will help encourage walking and cycling, and assist in creating a safer environment for its users.

The proposed Plan of Development includes provision of a major pedestrian spine through the mid section of the site.

The intention for this link is to connect the Yeerongpilly Railway Station and areas to the east, with the proposed and

existing open space areas and the Queensland Tennis Centre.

The proposed relocation of Mooney Street west along King Arthur Terrace to align with the proposed development’s

‘Main Street’ will provide a safe and direct access for pedestrians to cross King Arthur Terrace via the proposed

signalised intersection. In addition it is proposed that pedestrian signals be provided across King Arthur Terrace,

connecting the proposed open space with the shared pathway along the Brisbane River.

Cyclist connectivity is proposed to utilise and improve on the existing network of the broader area, with the proposed

internal network including provision for on-street cycle lanes, where appropriate.

The internal connectivity for both pedestrians and cyclists is intended to maximise on the open space and recreational

areas. It is also planned to provide an efficient and safe network from a practical perspective, therefore making active

transport a desirable option for residents of the proposed development.

3.6 Servicing

The proposed laneway is intended to provide access for service vehicles to the commercial precinct and to potentially

provide access to associated car parking. This is shown below in Figure 3.6.

Figure 3.6: Proposed Service Laneway Source: Economic Development Queensland




3.7 Major Events at the Queensland Tennis Centre

The Queensland Tennis Centre is located immediately west of the site. The Centre hosts the annual Brisbane

International tournament which is part of the Australian Open series. No public parking is provided for this event, with

spectators accessing and egressing the Centre predominantly via public transport (bus and train).

We understand the existing major event traffic management plan to be generally as shown in Figure 3.7, which can

also be explained as:

A pedestrian only zone from the King Arthur Terrace / Softstone Street roundabout to the King Arthur Terrace

/ Tennis Carpark Access roundabout;

Pedestrian access route from the Yeerongpilly Railway Station to the Tennis Centre, via the Fairfield Road /

King Arthur Terrace signalised intersection;

A bus and local traffic (Tennyson Reach residents) only zone, from the King Arthur Terrace / Tennis Carpark

Access roundabout to the King Arthur Terrace / Mooney Street roundabout; and

A circulating bus route for event buses along King Arthur Terrace, with set-down points along the southern

side of King Arthur Terrace.

It should be noted that the Brisbane International event takes place in early January, which from a traffic perspective,

typically exhibits lower traffic volumes on the road network. This is attributed to people taking vacations away from

their residence and it being outside school and university teaching periods.

Figure 3.7: Existing Major Event Tennis Centre Management Plan

[Base source Nearmap: Reproduced with permission]




3.7.1 Traffic Management for Major Events at Queensland Tennis Centre– Potential Changes

Whilst we note that any changes to the future management of the Queensland Tennis Centre’s Major Events are

ultimately at the decision of the event operator, we have reviewed the effect of the proposed development on their

current traffic arrangement. Where appropriate we have made recommendations on potential changes in the vicinity

of the proposed development site, to the existing major event traffic management for the Tennis Centre.

Following construction of the Yeerongpilly Development, some amendments to the Tennis Centre’s major event traffic

management in the vicinity of the Development site’s frontage may be required. We believe these changes may

include:

Reducing the bus and local traffic only zone to extend to the western leg of the newly formed King Arthur

Terrace / Main Street signalised intersection;

The main pedestrian access to be via the pedestrian overbridge over Fairfield Road and through the proposed

development’s internal pedestrian spine;

If the King Arthur Terrace / Tennis Carpark Access intersection is upgraded to signal control an alternate bus

route will be required to turn the buses eastbound following the unloading / loading of passengers along the

southern side of King Arthur Terrace. This could potentially occur via the proposed East West Connector

Street as there appears to be sufficient width in the proposed reserve to accommodate bus movements

internally. We recommend swept path analysis be performed during the design development stage of the

proposed development plans to not prejudice such operations; and

Possible implementation of a resident parking scheme, along streets in the development precinct.




4.0 Supporting Actions The Transport Guiding Principles discussed in Section 3.0 have informed progression of the proposed Plan of

Development. In addition, they have informed a number of supporting actions which compliment the intended TOD

outcomes.

4.1 Maximise the Attractiveness of Rail

The development is located immediately west of the Yeerongpilly Rail Station. A pedestrian overbridge traversing

Fairfield Road conveniently links rail patrons to the proposed development. It is anticipated that an appreciable

proportion of residents, workers, customers and visitors will be inclined to travel to and from the proposed

development via rail.

The Yeerongpilly Station is currently serviced by the Beenleigh to City line only, although the Gold Coast line services

do run past the station but do not allow for passenger alighting at Yeerongpilly. Current Rail service frequencies at

Yeerongpilly Station average 8-9 minutes to Brisbane CBD (City) between 7:30 am and 8:30 am on weekdays. Between

4 pm and 6 pm on weekdays frequencies to the City average 15 minutes. Off peak and weekend rail services generally

run every 30 minutes in each direction.

Such rail frequencies are expected to increase as the development becomes established. The recently proposed BaT

(Bus and Train tunnel beneath the Brisbane River and CBD) is expected to support an increase in service frequencies

and a reduction of journey times. In the interim we suggest consideration be given to including Yeerongpilly as a stop

on the Varsity Lakes – City – Airport line to assist in supporting the TOD objectives.

Recommendation 1

Consider including Yeerongpilly as a stop on the Varsity Lakes – City – Airport line. This could

potentially add around four (4) additional services during the morning and evening peak commuter

periods, and reduce travel times for such services.

4.2 Maximise the Attractiveness of Bus Transport

The development area is currently served by the following bus services:

Bus Routes 105 and 108 link Indooroopilly, Yeerongpilly, Fairfield, Dutton Park and South Brisbane to the City. These

services only run on approximately an hourly frequency between 6.20 am and 6.20 pm and hence are of limited

attractiveness to commuters, including key workers.

Whilst rail provides for the majority of City and hospital-based transport services, a higher frequency bus service

operating over extended hours may support some workers destined for Indooroopilly, University of Queensland (UQ)

and more disparate destinations. We therefore suggest the following be considered to further support travel by public

transport to and from the development precinct and surrounds.

Recommendation 2

Consider running buses at 30 minute frequencies during peak periods and extending operating hours

to commence one hour earlier and run three hours later. Such services may take time to build

patronage. However to maximise the Transit Orientated intent of the development it is suggested

such services be introduced at the outset and continued until the development is completed and

occupied, at such time service frequency and coverage should be reviewed.




4.3 Maximise the Attractiveness of Walking and Cycling

Successful transit oriented developments make it easy to walk and cycle to key destinations, transit stations and

community facilities. The pedestrian overbridge linking the development and surrounds to the Yeerongpilly Station is

a key component of such a walkable environment.

The proposed Plan of Development capitalises on the pedestrian overbridge by:

Proposing a pedestrian priority spine linking the railway station and Queensland Tennis Centre through a

series of public plazas, heritage places, community use areas and open space experiences. This link is

intended to be direct, legible and provides easy walk and cycle access to almost all the major community

facilities.

Providing for a ‘shared zone’ establishing pedestrian priority over vehicular traffic across the proposed ‘Main

Street’ and possibly King Arthur Terrace, linking to the riverside open space.

Proposing a prominent pedestrian and cyclist pathway linking the development area and the area east of the

rail to the riverside open space. This in turn facilitates good cyclist access to Dutton Park and hence to the

Mater and PA Hospitals, UQ St Lucia and the City. It also links to Chelmer and Indooroopilly via a combination

of on-road and off-road cycling.

The Plan of Development has endeavoured to give consideration to the long term planning intent of the

surrounding area, and how to capitalise on future provision from a pedestrian and cyclist viewpoint. As a

result the Plan proposes to provide internal links that can connect with the following future external

pedestrian links, should they occur:

- East – west pedestrian bridge over Fairfield Road, connecting the residential catchment west of

Fairfield Road, to community facilities (such as schools and sporting venues) on the east of Fairfield

Road; and

- North – south pedestrian over Tennyson Memorial Avenue and the rail line. Connecting the propose

development, with what is currently industrial but may be developed as residential in the future.

An opportunity for future pedestrian connection to the area south of Tennyson Memorial Avenue has been

identifies and preserved to encourage a high proportion of local trips to be undertaken on foot.

In addition the following features to further support cycling have been proposed:

- Provision for on road cycle lanes is proposed along King Arthur Terrace; and

- Provision for future cycle lanes along Fairfield Road is proposed.

Through community consultation and a working knowledge of the surrounding cycle network, a number of deficiencies

were identified. Whilst a concerted effort is proposed to be made by the Yeerongpilly TOD to encourage walking and

cycling as alternative forms of transport, it is important that the internal network be supported by a connected and

attractive external network.

Recommendation 3

To maximise the attractiveness of walking and cycling we suggest:

R 3.1. That an audit of the existing formal and informal cycleway links to Dutton Park and

Indooroopilly be undertaken, and improvements made to signage and linemarking to

increase the safety and visibility of cycling to and from Yeerongpilly, with a focus on the

areas identified in Figure 4.3.

R 3.2. Investigate the potential demand for future provision of an Oxley Creek bikeway linkage as

indicated in Figure 4.3.

R 3.3. That all new residents and workers receive an up to date cycle network map.

R 3.4. Consider expanding Council’s City Cycle scheme to Yeerongpilly. Alternatively consider a

shared cycle scheme for residents of the development.

R 3.5. Establish pedestrian priority from the Yeerongpilly Rail Station to the Queensland Tennis

Centre including across the proposed Main Street

R 3.6. Provide a pathway connection and pedestrian signals across King Arthur Terrace linking the

TOD pathway network to the pathway along the Brisbane River.




R 3.7. Give consideration to, and preserve, possible future pedestrian connections to the area

south of Tennyson Memorial Avenue to encourage future local trips to be undertaken on

foot.

R 3.8. Give consideration to, and preserve, possible future pedestrian connections to the area east

of Fairfield Road to encourage future local trips to be undertaken on foot.

Figure 4.3: Suggested Cycleway Network Improvements Focus Area Base Source: Brisbane City Council

Whilst already popular for cycling, we believe simple awareness supported by clear signage indentifying Yeerongpilly

as a key destination may be of benefit.

4.4 Discourage Through Traffic From Outside the Precinct

King Arthur Terrace currently attracts significant through traffic from outside the precinct. It provides a shortcut for

traffic travelling between King Arthur Terrace to the west and Fairfield Road to the north and this has somewhat

increased since the closure of the Animal Health Research facility. Council’s road hierarchy identifies Tennyson

Memorial Avenue (Suburban Route) as the most appropriate route for such traffic.

Through traffic should be discouraged from using King Arthur Terrace through the development area for a number of

reasons including:

A shared zone currently exists adjacent to the Queensland Tennis Centre. It is important that traffic speeds

are kept low through such areas;

The proposed development will markedly increase pedestrian and cyclist traffic along and across King Arthur

Terrace;




The need to provide for increased priority for pedestrians and cyclists travelling to and through the

development area, in support of the transit orientated development objectives. Such treatments include

single crosswalk pedestrian phasing and pedestrian signals linking the development area and riverside open

space;

To allow traffic signal coordination and time settings to favour local access traffic over through traffic on King

Arthur Terrace.

It is suggested that the coordination of traffic signals along King Arthur Terrace be established to discourage external

through traffic from diverting from Fairfield Road onto King Arthur Terrace. By ensuring the signals are not coordinated

travel time is increased for through traffic along this section of King Arthur Terrace, therefore assisting to make the

route selection less desirable than Tennyson Memorial Avenue. Further, coordination of eastbound traffic between

signals proposed on King Arthur Terrace at Main Street and Fairfield Road is recommended to discourage external

traffic from using Paragon Street, noting that a “Turn Left with Care” treatment is not proposed to allow the signals to

control access into the northern residential precinct. Figure 4.4 illustrates how the signal coordination could be

established to:

a) Favour local access, by coordinating the signals for access into and out of the Main Street north and Main

Street south precincts;

b) Discourage external through traffic by almost always stopping through traffic one-two times more along

King Arthur Terrace than is currently the case, particularly for westbound traffic; and

c) Discourage the use of Paragon Street through coordination of eastbound through traffic from Main Street

onto Fairfield Road north.

Recommendation 4

In addition to the measures being undertaken by the proposed TOD, to minimise the impact of

through traffic on the precinct, we recommend:

R 4.1. We recommend Council operate the signals along King Arthur Terrace in the manner

described above and illustrated in Figure 4.4.

R 4.2. In addition to the measures proposed under the TOD, we recommend Council consider

restricting egress from Paragon Street onto Fairfield Road due to restricted sight lines.

R 4.3. In addition to the measures proposed under R4.1, we recommend Council explore any

further means of reinforcing Tennyson Memorial Avenue as the appropriate through

traffic route, or if this is not feasible improve the management of traffic speeds along

King Arthur Terrace past the Tennis Centre, in particular.




Figure 4.4. Suggested Traffic Signal Coordination




4.5 Provide Sufficient Road Access Capacity

Whilst the proposed development is intended to be transit oriented, we acknowledge that many residents, workers

and visitors may still choose to travel via private car, particularly outside peak hours. Such reasons could include:

Key workers employed in shifts, which necessitate travel to or from work not served well by public or active

transport;

Partners and other family members travelling to work, education or day care not well accessed by public or

active transport;

Workers ride-sharing with colleagues; and

Workers having other business, entertainment or social visits, to attend to that are not well catered for by

public or active transport.

It is important that such trips be recognised as part of creating an overall attractive offer to prospective residents. We

have assumed car-based trip making in line with typical suburban centres elsewhere, as the appropriate level of trip

making to adopt. This is discussed further in Section 5.0.

4.6 Provide Improved Access and Egress Arrangements to Existing Residential

Precinct

The Yeerongpilly TOD provides an opportunity to potentially improve the existing access and egress arrangements for

the existing residential precinct located north of Ortive Street.

The relocation of Mooney Street west such that it is around 160 metres from Fairfield Road would largely address the

existing issues that result from the Mooney Street roundabout being located so close to Fairfield Road (i.e. peak hour

queuing currently extends through the roundabout). The proposed spacing allows for signalised intersections to be

coordinated, and for the queuing between intersections to be appropriately managed.

If a relocated Mooney Street intersects with King Arthur Terrace and the proposed Main Street at a signalised

intersection, this would:

Allow the signals at this intersection to be coordinated with the Fairfield Road / King Arthur Terrace signals;

Better manage queues on King Arthur Terrace and access and egress to and from the existing residential

precinct; and

Allow signalised pedestrian crossings across King Arthur Terrace, Mooney Street and the proposed Main

Street accessing the Yeerongpilly TOD.

Recommendation 5

Increase the separation between the Fairfield Road / King Arthur Terrace intersection and the

relocated Mooney Street / King Arthur Terrace / Main Street intersection to 160 metres.

4.7 Demonstrate Support for Emerging and Sustainable Transport Modes

The Yeerongpilly TOD development offers potential to support emerging and more sustainable transport modes, such

as electric cars, cycling and implementing a shared car hire scheme. Provision for these alternative transport modes

would underscore the green and innovative branding of the Yeerongpilly TOD, and stand it apart from other TOD

developments. These alternative transport modes are further discussed below.

4.7.1 Electric Cars

There is a significant opportunity to provide for electric vehicles within the basement parking at no additional cost to

the users of these spaces. This type of vehicle is currently available in Australia, through a leasing option with

Mitsubishi. These vehicles would be most suited to shorter distance travel. The advantages of these vehicles are their

minimal running costs and no emissions making them a good choice from an environmental perspective.




Such vehicles would underscore the green and innovative branding of the Yeerongpilly TOD, and stand it apart from

other TOD developments. To encourage residents of the development to utilise these vehicles and maximise on the

provided electric spaces, it may be beneficial to investigate the potential of providing these spaces at a lower cost to

residents than that of a standard vehicle space, and to provide free or subsidised charging of vehicles.

Recommendation 6

We recommend further investigations into the opportunity and marketability to provide for electric

vehicles within the residential parking areas of the proposed development. If implemented we

believe it would be beneficial to give consideration to free or subsidised charging of vehicles.

4.7.2 Cycling and Canoeing

As part of the development we believe it would be beneficial to provide a free hire scheme of sporting goods including,

bicycles and helmets, canoeing equipment and lifejackets etc to residents, tenants and staff within the TOD. The

relatively good quality of surrounding bicycle infrastructure and proximity to the Brisbane River would assist in

encouraging a healthy lifestyle and reduce the use of the private car for recreational trips. The ready availability of

bicycles may also shift regular users towards investing in their own bicycles for use as a transport mode for destination

related trips i.e. to work or university.

Recommendation 7

Increase the desirability of active transport which can contribute to healthier lifestyles, by providing a

hire scheme for sporting goods. We recommend this hire scheme be free and available to residents,

tenants and staff of the TOD.

4.7.3 Shared Car Hire Scheme

A shared or pooled car system is a fleet of cars that are located on-site which are accessible to residents. The fleet of

vehicles can be booked in advance by the residents as required.

Whilst the system is not yet available in any development in Brisbane, these types of schemes are available through

companies for the general public and for residents within larger residential developments elsewhere in Australia.

A shared car hire scheme would significantly support a reduction in overall onsite parking provision. The availability of

such a scheme to residents may also be beneficial from a marketing perspective. For example, a resident who may

purchase a 1 bedroom apartment without a parking space would not have the flexibility of private vehicle ownership.

With a car pool scheme, the resident can now have the same flexibility offered by a private vehicle but without

incurring the full associated costs (including the cost of a dedicated parking space). This would further reduce the

materials and embodied energy used in the construction of vehicles and parking spaces and hence represent a reduced

impact on the environment. The scheme may also assist in alleviating any concerns potential purchasers may have

with the proposed parking provisions, by taking a flexible and clearly differentiated approach that respects people’s

desire for flexible transport options.

The above opportunities are each likely to require a level of subsidy. However they demonstrate a commitment to

reducing the environmental impacts of transport and increasing the health of residents. Overtime they may establish a

model for future sustainable developments in Queensland.

Recommendation 8

We recommend further investigations into the opportunity and marketability to provide a shared car

hire scheme for residents of the TOD.




5.0 Traffic Impact Assessment Two intersections have been analysed in detail, including:

o The intersection of Fairfield Road and King Arthur Terrace; and

o The intersection between King Arthur Terrace and Main Street (A new street proposed as part of this

development).

The following scenarios have been assessed:

2014 AM and PM peak, without development, (i.e. background traffic);

2016 AM and PM peak, without development, expected year of opening;

2026 AM and PM peak, without development, 10 year design horizon year;

2016 AM and PM Peak, with development, expected year of opening; and

2026 AM and PM Peak, with development, 10 year design horizon year.

5.1 Background Traffic Volumes

The background traffic volumes on Fairfield Road at the Fairfield Road and King Arthur Terrace intersection were

obtained from traffic survey’s conducted on Wednesday 25th

June 2014 and Saturday 28th

June by Austraffic. These

surveys covered 7-9am and 5-7pm on the Wednesday and 8am-4pm on the Saturday. The survey results are similar to

previously conducted traffic surveys (2010) and BCC BLISS Data (2010).

The traffic count data is included in Appendix B.

5.1.1 Background Traffic Growth

The through movements observed in traffic surveys conducted in 2010 and 2014 have been compared in order to

calculate the background traffic growth (Fg) , as follows:

Where;

T2010 is the through traffic observed in 2010;

T2014 is the through traffic observed in 2014; and

Fg is the compounding growth rate observed, to the power of 4 (four growth years between 2014 and 2010.

This results in an observed background growth rate of 0.4%.

Previous analysis adopted 0.6% and this has been retained. This growth rate has been applied to generate future

through traffic forecasts along Fairfield Road. The forecast pre development volumes are detailed in Table 5.1a for the

AM peak and Table 5.1b for the PM peak.




Table 5.1a - King Arthur Terrace / Fairfield Road Intersection Pre AM Peak

Year Northbound Eastbound Southbound

Left Through Left Right Through Right

2014 12 1476 332 20 882 192

2016 12 1494 332 20 893 194

2026 12 1586 332 20 948 206

Table 5.1b - King Arthur Terrace / Fairfield Road Intersection Pre PM Peak

Year Northbound Eastbound Southbound

Left Through Left Right Through Right

2014 26 972 282 28 1174 529

2016 26 984 282 28 1188 535

2026 26 1044 282 28 1261 568

5.2 Site Generated Traffic

The traffic generation rates applied have generally been taken from RTA’s Guide to Traffic Generating Developments.

Three factors have been applied to these rates in order to more accurately estimate the amount of new external trips

generated by the proposed development coincident with the peak hour, including a New Trips factor (discussed as

Linked Trips below), a Mixed Use Factor, and an AM/PM Peak Factor. The number of new trips estimated to be

generated by the proposed development is summarised in Table 5.2a.

5.2.1 Linked Trips

A proportion of the trips generated by the proposed development are already on the road network, and are therefore

not new from the perspective of the external road network. The Guideline for Assessment of Road Impacts of

Developments (GARID) refers to these trips as “drop in” trips and defines two particular types of linked trips as follows:

Diverted Drop In Trips: A linked trip from an origin to a destination that has made a significant network diversion to the new development; and

Undiverted Drop In Trips: A linked trip from an origin to a destination that previously passed the development site.

The proportion of trips generated by the proposed development have been segmented generally in accordance with Appendix F of GARID (Figure 5.2a). And Table 5.2a provides a full list of factors applied to the trip generation rates.

Figure 5.2a – Traffic Segmentation (source: Extract from GARID Appendix F)




5.2.2 Mixed Use Factor

This factor takes into account that some facilities in a mixed-use centre service adjacent uses, such that a proportion of

customers are already on-site for other purposes. For example office workers going to a tavern after work are already

on site and do not generate an additional external car trip.

Table 5.2a provides a full list of factors applied to the trip generation rates.

5.2.3 AM/PM Peak Factor

This factor takes into account that the peak traffic hour for each use and the adjacent road network do not always

occur at the same time. For example the traffic counts conducted at the Mooney Street/ King Arthur Terrace

intersection demonstrate that the BCC SRBC traffic peaks between 4pm and 5pm and that by 5pm -6pm (the adjacent

road peak) the traffic generated is only 46% of the observed peak. This factor has been applied conservatively at 80%

to future commercial uses. Table 5.2a provides a full list of factors applied to the trip generation rates.

The AM peak trip generation rate may also vary, depending on the land use. For example the AM peak generation for cinemas is generally negligible compared to the PM rate. Table 5.2a provides a full list of factors applied to the trip generation rates.

Table 5.2a – Estimated Traffic Generation

Factors Trips Trips

Use Units Trip Rate

New Trips

Mixed Use

AM Peak

PM Peak

AM PM

Residential 936 Unit 0.29 1.00 1.00 1.00 1.00 271 271

Commercial 14705 GLFA 0.015 1.00 1.00 1.00 0.80 176 176

Supermarket 2625 GLFA 0.155 0.50 1.00 0.20 1.00 41 203

Specialty Store 2250 GLFA 0.046 0.50 1.00 0.20 1.00 10 52

Cinema 3000 GLFA 0.012 0.50 1.00 0.20 1.00 4 18

Gym 2250 GLFA 0.09 0.50 0.80 0.20 1.00 16 81

Function 1687.5 GLFA 0.05 0.50 0.80 0.20 1.00 7 34

Tavern 1687.5 GLFA 0.05 0.50 0.80 0.20 1.00 7 34

Park** 35 T/S 0.5 0.50 1.00 1.00 1.00 9 9

*Restaurant/Tavern/Function Use

Total 541 878

**Ken Fletcher Park, Trips per Parking Space




5.3 Development Traffic Distribution

The expected distribution of development generated traffic is based on existing volumes, surrounding catchments and

the type of use.

5.3.1 Distribution to External Road Network

The assumed traffic distribution to the external Road Network is summarised in Table 5.3a and Figure 5.3a.

The residential catchment defined as Residential –b (i.e.58 Units) is the area north of King Arthur Terrace.

Figure 5.3a – Traffic Distribution Key [Base source Nearmap: Reproduced with permission]

Table 5.3a - Assumed Traffic Distribution to External Road Network

Use North South West Ortive

Residential -a 57.5% 15% 25% 2.5%

Residential -b 57.5% 15% 25% 2.5%

Commercial 57.5% 15% 25% 2.5%

Supermarket 57.5% 15% 25% 2.5%

Specialty Store 57.5% 15% 25% 2.5%

Cinema 57.5% 15% 25% 2.5%

Gym 57.5% 15% 25% 2.5%

Function 57.5% 15% 25% 2.5%

Tavern 57.5% 15% 25% 2.5%

Park 57.5% 15% 25% 2.5%




5.3.2 In/Out Distribution

The assumed in/out split is defined by peak and use in Table 5.3b.

Table 5.3b – Assumed In/Out Split by Use

Use AM In Trips AM Out Trips PM In Trips PM Out Trips

Residential -a 20% 51 80% 204 80% 204 20% 51

Residential -b 20% 3 80% 13 80% 13 20% 3

Commercial 80% 141 20% 35 20% 35 80% 141

Supermarket 50% 20 50% 20 50% 102 50% 102

Specialty Store 70% 7 30% 3 30% 16 70% 36

Cinema 80% 3 20% 1 80% 14 20% 4

Gym 30% 5 70% 11 70% 57 30% 24

Function 80% 5 20% 1 80% 27 20% 7

Tavern 80% 5 20% 1 80% 27 20% 7

Park** 50% 4 50% 4 50% 4 50% 4

Total AM In 246 AM Out 295 PM In 499 PM Out 379

The product of the number of trips generated (Table 5.2a), the assumed in/out split (Table 5.3a) and the assumed

traffic distribution to the external road network (Table 5.3b) estimates the number of trips moving to/from the

development and the direction travelled. The residential trips moving towards the development in the PM peak will be

used to demonstrate this process.

The process is repeated for each use/distribution and tabulated in Table 5.3c and Table 5.3d. Table 5.3c – AM Peak Hour In/Out Vehicle Movements by Use and Direction

IN Out

Use N S W O N S W O

Residential -a 30 8 13 2 118 31 51 6

Residential -b 0 0 0 4 0 0 0 14

Commercial 82 22 36 4 21 6 9 1

Supermarket 12 4 6 1 12 4 6 1

Specialty Store 5 2 2 1 2 1 1 1

Cinema 2 1 1 1 1 1 1 1

Gym 3 1 2 1 7 2 3 1

Function 4 1 2 1 1 1 1 1

Tavern 4 1 2 1 1 1 1 1

Park** 3 1 2 1 3 1 2 1

Total 139 36 61 9 162 42 70 20




Table 5.3d – PM Peak Hour In/Out Vehicle Movements by Use and Direction

In Out

Use N S W O N S W O

Residential -a 118 31 51 6 30 8 13 2

Residential -b 0 0 0 14 0 0 0 4

Commercial 21 6 9 1 82 22 36 4

Supermarket 59 16 26 3 59 16 26 3

Specialty Store 9 3 4 1 21 6 10 1

Cinema 9 3 4 1 3 1 1 1

Gym 33 9 15 2 14 4 7 1

Function 16 5 7 1 4 2 2 1

Tavern 16 5 7 1 4 2 2 1

Park** 3 1 2 1 3 1 2 1

Total 279 73 121 26 216 56 94 13

5.3.3 Entering and Leaving the Site Distribution

Three access points are proposed, as shown in Figure 5.3b and include:

Main Street ( Road 3): An all movements signalised intersection, the primary access and egress point of the

development;

Road 4: A left in, right-in one-way access point; and

Road 9: A Left-in, right-in, left-out two-way access point.

Road 2 provides access to the Ortive Street Precinct to the north.

Figure 5.3b - Local Access Arrangements [Base source Nearmap: Reproduced with permission]




The trips entering and leaving the site have been distributed through each of these access points as summarised in

Table 5.3e.

Table 5.3e – Distribution of Trips by Access Point

West East* Ortive

In Out In Out In Out

Road 9 10% 10% 10% 0% 0% 0%

Main Street

85% 90% 70% 100% 100% 100%

Road 4 5% 0% 20% 0% 0% 0%

*(East was previously referred to as North or South based on which assumed direction

vehicles take at the Fairfield Road / King Arthur Terrace Intersection)

For example, 352 movements enter the site from the east in the PM peak hour. Therefore:

35 movements (10%) are assumed to enter left in at Road 9 to access the adjacent parcel of land;

246 movements (70%) are assumed to enter left in at Main Street; and

70 movements (20%) are assumed to enter left in at Road 4.

This process was repeated to estimate the number of turning movements at each access point.

5.4 Rerouting External Through Traffic

The 2014 traffic count data indicates there has been a significant increase in traffic using King Arthur Terrace compared

to the 2010 traffic count data. Traffic on King Arthur Terrace has increased in the order of 25%, whilst Fairfield Road

through traffic has increased by around 4% in the same period.

Further the 2014 count data clearly indicates that the overwhelming majority of left turning traffic out of King Arthur

Terrace and right turn movements into King Arthur Terrace are external through traffic movements, noting the Animal

Health Research facility was no longer in operation.

Under the most recent operating conditions the travel time along Tennyson Memorial Avenue appears to be greater

than along King Arthur Terrace. The proposed development however will reintroduce traffic from the site onto King

Arthur Terrace. Combined with the introduction of traffic signals at Main Street and other actions, this is expected to

increase the travel times along King Arthur Terrace and hence reduce the attractiveness of King Arthur Terrace. In

particular the following actions are expected to rebalance travel times:

The Yeerongpilly TOD will reintroduce traffic from the site onto King Arthur Terrace;

A new set of traffic signals will be introduced at the intersection of Main Street and King Arthur Terrace.

These signals are proposed to be coordinated so as to favour local access traffic and disrupt external through

traffic approaching from the Fairfield Road/King Arthur Terrace intersection;

An additional set of pedestrian signals is proposed west of Road 9 and east of the King Arthur

Terrace/Queensland Tennis Centre Car Park Roundabout, further disrupting external through traffic; and

An additional set of traffic signals may be considered at the King Arthur Terrace/Queensland Tennis Centre

Car Park roundabout over time, and in any case the proposed TOD will introduce additional turning

movements through this intersection that will disrupt through traffic on King Arthur Terrace.

The operation of the signals along King Arthur Terrace was also discussed in Section 4.4.




In previous analyses the following impact on External Through Traffic was assumed:

70% of the right turning movements from Fairfield Road were re-routed away from King Arthur Terrace and

reassigned as through movements on Fairfield Road Southbound; and

70% of left turning movements from King Arthur Terrace were re-routed away from King Arthur Terrace and

reassigned as through movements on Fairfield Road Northbound.

The following more conservative impact on External Through Traffic has been applied in this analysis:

50% of the right turning movements from Fairfield Road have been re-routed as through movements along

Fairfield Road, as they are assumed to be encouraged back onto Tennyson Memorial Avenue; and

0% of the left turning movements from King Arthur Terrace were re-routed as through movements on

Fairfield Road South, noting the greater difficulty of discouraging eastbound traffic away from King Arthur

Terrace.

This is considered a conservative approach, however it reflects Council’s review of the functional role of King Arthur

Terrace.

5.5 Linked Trip Volumes

No reduction due to linked trips have been applied to the residential or commercial areas. Adjustments have been

made to the balance uses in accordance with Appendix F of GARID as detailed in section 5.2.1. The total number of

trips generated by these uses is estimated to be approximately 861 trips coincident with the adjacent road’s PM peak

hour. These trips were segmented as follows:

50% of these are new, which equates to approximately 431 trips;

28% of these are undiverted drop in trips, which equates to approximately 242 trips; and

22% of these are diverted drop in trips, which equates to approximately 190 trips.

These trips were distributed as follows:

25% are travelling westbound past the site, which equates to approximately 47 trips;

50% are travelling eastbound past the site, which equates to approximately 103 trips; and

25% are travelling southbound past the site, which equates to approximately 47 trips.

These trips were added to the corresponding turning movements at the Main Street/King Arthur Terrace intersection

and Fairfield Road/King Arthur Terrace intersection, and the corresponding through movements subtracted. The

movement summary for linked trips is included below in Figure 5.5a. The sum of these movements, base traffic and

new trips equate to the with development scenario’s.




Figure 5.5a – PM Linked Trip Movements This process was repeated for the AM linked trip movements, and is summarised in Figure 5.5b.

Figure 5.5b – AM Linked Trip Movements




5.6 Traffic Volumes for Analysis

The traffic volumes applied in subsequent impact analysis are summarised in the following sections.

5.6.1 Fairfield Road and King Arthur Terrace Intersection

Figure 5.5a – Schematic Diagram of King Arthur Terrace and Fairfield Road Intersection

Table 5.5a – Turning Movements by Year, Peak and Scenario for King Arthur Terrace and Fair Field Road Intersection

South Leg West Leg North Leg

Year Peak Scenario Left Through Left Right Through Right

2014 AM Without 12 1476 332 20 882 192

2016 AM Without 12 1494 332 20 893 192

2026 AM Without 12 1586 332 20 948 192

2016 AM With 48 1494 494 72 978 246

2026 AM With 48 1586 494 72 1033 246

2014 PM Without 26 972 282 28 1174 529

2016 PM Without 26 984 282 28 1188 529

2026 PM Without 26 1044 282 28 1261 529

2016 PM With 99 984 498 132 1405 591

2026 PM With 99 1044 498 132 1479 591




5.6.2 King Arthur Terrace and Main Street Intersection

Figure 5.5b – Schematic Diagram of Main Street Intersection

Table 5.5b – Turning Movements by Year, Peak and Scenario for the Main Street Intersection

North Leg South Leg East Leg West Leg

Year Peak Scenario L T R L T R L T R L T R

2016 AM With 6 9 5 87 20 225 154 99 16 3 307 62

2026 AM With 6 9 5 87 20 225 154 99 16 3 307 62

2016 PM With 3 26 11 179 13 367 389 250 17 5 255 151

2026 PM With 3 26 11 179 13 367 389 250 17 5 255 151




6.0 Traffic Impact Analysis Using the volumes anticipated to be generated by the proposed development, and the forecast background traffic

volumes, the without and with development traffic scenarios have been analysed at:

The Fairfield Road and King Arthur Terrace intersection; and

The Proposed Main Street and King Arthur Terrace intersection.

The analysis was completed using SIDRA 6.0 software.

The following default settings were altered in the Sidra program for the King Arthur Terrace / Fairfield Road

intersection, at the request of Council, based on its assessment of the current operating capacity including the effects

of upstream and downstream conditions on Fairfield Road:

For all movements at this intersection the basic saturation flow was decreased from 1950 tcu/h1 to 1850

tcu/h;

Heavy Vehicle Movement percentages were in line with observed; and

The Peak flow factor was increased from 95% to 100%.

The main criteria used to assess the acceptability of intersection operation, is the intersection degree of saturation,

which is the maximum turning movement demand volume to capacity ratio, at an intersection.

DTMR’s Guidelines for Assessment of Road Impacts (GARID), 20062 stipulates that a maximum degree of saturation of

90% represents the limit of acceptable operation for a signal controlled intersection.

1 TCU refers to through car units 2 DTMR’s Guidelines for Assessment of Road Impacts of Development (2006), Section 6.4.1.1




6.1 King Arthur Terrace and Fairfield Road Intersection

6.1.1 Results of Analyses Without Development

The phasing summary and layout configuration analysed are summarised below (Figure 6.1a). It is our understanding

that previously the green time allocated to Phase B was constrained to discourage use of King Arthur Terrace as

opposed to Tennyson Memorial Avenue. SIDRA was programmed to optimise the phasing sequence to minimise delay.

The pre development analysis results are presented in Table 6.1b below.

Figure 6.1a – Phasing Summary and Existing Configuration Analysed under the Without Development Scenario




Table 6.1b: Summary of Fairfield Road / King Arthur Terrace Intersection Analyses Without Development

Year Peak Scenario DOS 95th %ile

Queue Critical Movement Comments

2014 AM Without 71% 154m Left from King Arthur Tce Queue blocks Mooney St roundabout



2014 PM Without 76% 184m Right from Fairfield Road North Queue exceeds available storage



Key performance indicators are shown to be within acceptable limits (<90% DOS). However the analysis indicates

traffic currently queues back through the Mooney Street roundabout during the AM peak period and the right turn

queue currently exceeds available storage on Fairfield Road during the PM peak period. Such queuing is forecast to

increase in the 2016 and 2026 PM peaks. This is a function of the capacity of the existing intersection.

Complete SIDRA Lane summaries for the without development scenario’s are included in Appendix C.

It should be noted that the ARI was previously occupied (Figure 6.1b) and would have generated further traffic, not considered in the Without Development scenarios. Historically traffic on King Arthur Terrace is likely to have been greater and hence the impact the proposed development is likely to be overstated.

Figure 6.1b – Comparison of 2012 (left) and 2014 (right) site overview [Base source Nearmap: Reproduced with permission]




6.1.2 Results of Analyses With Development

The future intersection configuration which has been approved by Council, and has been used for the post

development analysis, is shown below in Figure 6.2a. The phasing summary and SIDRA model is summarised in Figure

6.2b. Works proposed to be constructed at the intersection include:

An additional left-turn lane from King Arthur Terrace; and

A left-turn slip lane from Fairfield Road.

Figure 6.2a - Council Approved Intersection Configuration




Figure 6.1a – Phasing Summary and Proposed Configuration Analysed under the With Development Scenario




Table 6.2b: Summary of Fairfield Road / King Arthur Terrace Intersection Analyses With Development

Year Peak Scenario DOS 95th Percentile

Queue Critical Movement Comments

2016 AM With 77% 206m Southbound Right Queue length exceeds available storage

2026 AM With 84% 228m Southbound Right Queue length exceeds available storage

2016 PM With 85% 233m Southbound Right Queue length exceeds available storage

2026 PM With 88% 250m Southbound Right Queue length exceeds available storage

The analysis suggests that the Key Performance indicators are shown to be within acceptable limits (<90% DOS) across

the 10 year design horizon (2026). However the southbound right turn lane is indicated as queuing back in all

scenarios. This is similar to the Without Development Scenario and is also likely to be reflective of previous operations

when the Animal Research Institute was still operational.

Complete SIDRA lane summaries for the with development scenarios are included in Appendix C.

6.1.3 Summary of Impacts

The analysis suggests that the AM peak period is generally improved by the proposed development as a result of the

additional left turn lane from king Arthur Terrace into Fairfield Road and the removal of the Mooney Street

roundabout.

The proposed removal of the Mooney Street roundabout (the Main Street intersection carries traffic that previously

utilised Mooney Street) has the benefit that the AM peak queue should generally no longer block traffic formerly

entering and egressing the residential precinct north of King Arthur Terrace.

The southbound right turn queue is forecast to exceed available storage in the 2016 and 2026 PM peaks. This occurs in

both the With Development and Without Development scenario’s and this situation was previously observed when the

Animal Research Institute was fully operational.

Analysis conducted in previous reporting assumed a 70% reduction in external through traffic movements using King

Arthur Terrace. This analysis now only assumes a 50% reduction to westbound movements and no reduction in

eastbound movements. Hence it is far more conservative than previous analyses. When right turn traffic from Fairfield

Road into King Arthur Terrace begins to queue beyond the available storage it is highly likely that a greater proportion

of through motorists will make the decision to continue through and use Tennyson Memorial Avenue.

The intersection analyses also has an additional degree of conservatism as it does not effectively consider the effects

of coordinated signals on the operation of individual intersections.

As the degree of saturation is below 90% for all scenarios analysed, the proposed intersection upgrade works appear

to satisfactorily mitigate the development impact on the King Arthur Terrace/Fairfield Road intersection. Further as the

site was previously more densely occupied it is noted that the impact of the proposed development is likely to be

overstated.




6.2 Proposed Main Street and King Arthur Terrace Intersection

The proposed layout configuration and phasing summary modelled are included below in Figures 6.1a and 6.1b

respectively.

Figure 6.2a – Proposed Main Street and King Arthur Terrace Intersection as Modelled




Figure 6.2b – Phasing Summary of Proposed Main Street and King Arthur Terrace Intersection

6.2.1 Results of Analyses With Development

Year Peak Scenario DOS Queue* Critical

Movement Comments

2016 AM With 51% 20m Eastbound Right All queues can be accommodated by proposed turn pockets

2026 AM With 51% 20m Eastbound Right All queues can be accommodated by proposed turn pockets

2016 PM With 83% 63m Westbound Left Queue will not block through movement as they both face green in Phase A

2026 PM With 83% 63m Westbound Left Queue will not block through movement as they both face green in Phase A

*back of 95th

percentile queue

Detailed SIDRA Lane summaries for the Proposed Main Street intersection are included in Appendix D.




6.2.2 Summary of Impacts

The degree of saturation is below 90% for all scenarios analysed. This indicates that the proposed intersection is able

to accommodate the expected number of trips in the year of opening (2016) and the 10 year design horizon (2026).

This analysis is considered conservative as no westbound through traffic has been deducted, where in previous

analysis up to 70% of westbound external through traffic movements were diverted away from King Arthur Terrace.

Consequently the proposed Main Street and King Arthur Terrace intersection is expected to maintain acceptable traffic

impacts to at least to ten year design horizon (2026).




7.0 Conclusion and Recommendations

7.1 Physical Layout

The proposed development includes the following approximate areas:

936 Residential Units;

17300 m2

of GFA for Commercial/Office area;

3500 m2 of GFA for a Supermarket;

3000 m2 of GFA for Specialty Retail area;

4000 m2 of GFA for a Cinema;

3000 m2 of GFA for a Gymnasium;

2250 m2 of GFA for a Tavern;

2250 m2 of GFA for Function Space; and

14748 m2 of GFA as open space and park area.

As part of this development the existing Mooney Street and King Arthur Terrace intersection is to be removed and

replaced by the proposed Main Street intersection. This is considered positive from a traffic point of view as the

existing roundabout is in close proximity to the King Arthur Terrace and Fairfield Road intersection and AM peak hour

queueing extends through the roundabout.

The development proposes an upgrade to the King Arthur Terrace and Fairfield Road intersection as follows:

Provision of an additional left turn lane on the King Arthur Terrace (eastern leg); and

Provision of an additional left turn pocket on Fairfield Road (southern leg).

Primary access to the site is via the proposed Main Street and King Arthur Terrace signalised intersection, separated

from Fairfield Road by approximately 160m. This intersection is to be discoordinated from Fairfield Road for

westbound traffic and proposed pedestrian signals west of Main Street linking the two main parks. This is expected to

to discourage external through traffic particularly during peak periods. Signalisation will also improve pedestrian safety

and connectivity.

Secondary access will be achieved via Road 4, a left-in, right-in one-way laneway and Road 9 a left-in, right-in left-out

access.

Service vehicles are typically expected to utilise Road 4. We recommend swept path analysis be performed during the

design development stage of the proposed development for all design vehicles.

The development includes provision of a major pedestrian spine through the mid section of the site, linking

Yeerongpilly Railway Station and areas to the east with the proposed development (and adjacent sites).

The physical layout is logical and efficient, and conceptually aims to separate service vehicles and private vehicles and

provide positive internal connectivity for both pedestrians and cyclists. Consequently the physical layout is considered

acceptable from a traffic engineering perspective.




7.2 Traffic Impact

Intersection analysis has been undertaken for the year of opening and 10 year design horizon for the with and without

development scenarios to assess the operation of:

The King Arthur Terrace and Fairfield Road signalised intersection; and

The Proposed Main Street and King Arthur Terrace Intersection.

King Arthur Terrace and Fairfield Road Intersection

The degree of saturation under all scenarios is below 90% and therefore from a capacity point of view the proposed

works at the King Arthur Terrace and Fairfield Road intersection adequately accommodate the additional trips

generated by the proposed development.

It is noted that the 95th

percentile back of queue exceeds the amount of storage available for the right turning

movements from Fairfield Road onto King Arthur Terrace. The traffic data collected suggests that greater than 90% of

base traffic for this movement is external through traffic. The proposed development will dissuade many of these

movements.

In previous analyses 70% of right turning movements from Fairfield Road North and 70% of Left Turning Movements

from King Arthur Terrace were re-routed onto Tennyson Memorial Avenue as external through movements that should

be discouraged. This analysis reroutes 50% of right turning movements and 0% of left turning movements, and

therefore is more substantially more conservative.

Consequently we consider the Proposed King Arthur Terrace and Fairfield Road intersection to have acceptably

addressed the traffic impacts of the proposed development.

Proposed Main Street and King Arthur Terrace Intersection

The degree of saturation is below 90% for all scenarios analysed. This indicates that the proposed intersection is able

to accommodate the expected number of trips in the year of opening (2016) and the 10 year design horizon (2026).

In previous analyses 70% of westbound movements and 70% of eastbound movements along King Arthur Terrace were

re-routed onto Tennyson Memorial Avenue as external through movements that should be discouraged. This analysis

reroutes 50% of westbound movements and 0% of eastbound movements, and therefore is substantially more

conservative.

Consequently the proposed Main Street and King Arthur Terrace signalised intersection is considered acceptable from

a traffic perspective.

Based on the above discussion, we consider that the proposed traffic elements are generally safe and efficient and

largely mitigate the traffic impact of the proposed development. On this basis, we recommend that the Yeerongpilly

Development be approved from a traffic engineering perspective.




8.0 RPEQ Certification I, Andrew James Douglas (RPEQ 6691), confirm that the contents of this document were prepared by myself and/or

under my supervision.

Andrew James Douglas

BE Civil (Hons) | MSc (Env Man)

CPEng | MIEAust | RPEQ

Director

Cambray Consulting Pty Ltd



APPENDIX A Final Plan of Development

YEERONGPILLY TOD Revised Plan of Development

LEGEND

6–9 storey retail/mixed-use

6–9 storey office/mixed-use

1–2 storey retail/mixed-use

9–12 storey residential




SRBC (Brisbane City Council) and MontroseAccess sites

Public plaza

Open space

Potential future Queensland Tennis Centre expansion

Easement

Heritage buildings

Intersection controlled by traffic signals

Possible future signals

Proposed ‘calmed’ shared zone

Key pedestrian connection

Possible future pedestrian over bridge

Site boundary

0 20 40 60 80 100m

Brisbane River

Fair

field

Roa

d

King

Arth

ur Terra

ce

Tennyson Memorial Avenue

Ortive Street

Paragon Street

Tennyson Reach

Yeer

ongp

illy

railw

ay s

tati

on

Mai

n S

tree

t

Lane

way

Final Detailed Plan of Development121208-UD06G

1:2500 @ A327 AUGUST 2014



APPENDIX B Traffic Count Data

(Prepared by Austraffic)

Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNTCamera Position 1 2 3 A

Site No.: 1 Weather: Fine C

Location: Paragon Street/Fairfield Road, Yeerongpilly 8

Day/Date: 7

AM Peak:

PM Peak:

B 6 5 4

TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8

(1/4 hr end)

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A B C

8:15 AM 0 0 0 0 0 0 0 0 107 4 111 2 0 0 0 0 98 7 105 2 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0

8:30 AM 0 0 0 0 0 0 0 0 139 3 142 6 0 0 0 0 143 1 144 2 1 0 1 0 0 0 0 0 3 0 3 0 0 0 0

8:45 AM 0 0 0 0 0 0 0 0 162 9 171 10 0 0 0 0 172 3 175 1 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0

9:00 AM 0 0 0 0 0 0 0 0 152 4 156 1 0 0 0 0 164 7 171 12 0 0 0 0 0 0 0 0 2 1 3 0 0 0 1

9:15 AM 0 0 0 0 0 0 0 0 166 14 180 1 0 0 0 0 176 10 186 1 0 0 0 0 0 0 0 0 4 0 4 0 0 0 5

9:30 AM 0 0 0 0 0 0 0 0 171 4 175 0 0 0 0 0 193 4 197 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 1

9:45 AM 0 0 0 0 0 0 0 0 180 10 190 1 0 0 0 0 175 7 182 2 2 0 2 0 0 0 0 0 3 0 3 1 0 0 2

10:00 AM 0 0 0 0 0 0 0 0 206 8 214 0 0 0 0 0 198 2 200 0 0 0 0 0 0 0 0 0 5 0 5 1 0 0 2

10:15 AM 0 0 0 0 0 0 0 0 207 7 214 0 0 0 0 0 199 1 200 1 0 0 0 0 0 0 0 0 7 0 7 0 0 0 0

10:30 AM 0 0 0 0 0 0 0 0 219 6 225 1 0 0 0 0 219 4 223 0 0 0 0 0 0 0 0 0 9 0 9 0 0 0 0

10:45 AM 0 0 0 0 0 0 0 0 198 4 202 2 0 0 0 0 215 1 216 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 2

11:00 AM 0 0 0 0 0 0 0 0 189 6 195 0 0 0 0 0 194 4 198 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 1

11:15 AM 0 0 0 0 0 0 0 0 232 6 238 0 0 0 0 0 221 6 227 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 2

11:30 AM 0 0 0 0 0 0 0 0 231 2 233 0 0 0 0 0 234 5 239 0 1 0 1 0 0 0 0 0 6 0 6 0 0 0 4

11:45 AM 0 0 0 0 0 0 0 0 190 2 192 0 0 0 0 0 218 5 223 0 2 0 2 0 0 0 0 0 3 0 3 0 0 0 1

12:00 PM 0 0 0 0 0 0 0 0 254 2 256 0 0 0 0 0 207 6 213 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 4

12:15 PM 0 0 0 0 0 0 0 0 215 8 223 0 0 0 0 0 225 4 229 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 2

12:30 PM 0 0 0 0 0 0 0 0 204 2 206 0 0 0 0 0 222 4 226 1 0 0 0 0 0 0 0 0 9 0 9 0 0 0 0

12:45 PM 0 0 0 0 0 0 0 0 190 2 192 0 0 0 0 0 194 2 196 0 0 0 0 0 0 0 0 0 7 0 7 0 0 0 0

1:00 PM 0 0 0 0 0 0 0 0 167 2 169 1 0 0 0 0 181 6 187 1 1 0 1 0 0 0 0 0 1 0 1 0 0 0 1

1:15 PM 0 0 0 0 0 0 0 0 174 8 182 0 0 0 0 0 182 5 187 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3

1:30 PM 0 0 0 0 0 0 0 0 176 7 183 0 0 0 0 0 181 2 183 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 1

1:45 PM 0 0 0 0 0 0 0 0 190 5 195 0 0 0 0 0 199 6 205 0 2 0 2 0 0 0 0 0 3 0 3 1 0 0 0

2:00 PM 0 0 0 0 0 0 0 0 176 8 184 0 0 0 0 0 175 2 177 0 1 0 1 0 0 0 0 0 5 0 5 0 0 0 0

2:15 PM 0 0 0 0 0 0 0 0 180 7 187 0 0 0 0 0 173 4 177 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0

2:30 PM 0 0 0 0 0 0 0 0 175 3 178 2 0 0 0 0 182 7 189 0 1 0 1 0 0 0 0 0 3 0 3 0 0 0 0

2:45 PM 0 0 0 0 0 0 0 0 179 9 188 0 0 0 0 0 171 4 175 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 1

3:00 PM 0 0 0 0 0 0 0 0 197 3 200 0 0 0 0 0 175 2 177 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 2

3:15 PM 0 0 0 0 0 0 0 0 180 5 185 0 0 0 0 0 168 3 171 0 1 0 1 0 0 0 0 0 4 0 4 0 0 0 1

3:30 PM 0 0 0 0 0 0 0 0 172 7 179 1 0 0 0 0 173 7 180 0 1 0 1 0 0 0 0 0 2 0 2 0 0 0 0

3:45 PM 0 0 0 0 0 0 0 0 181 6 187 1 0 0 0 0 161 4 165 1 0 0 0 0 0 0 0 0 4 0 4 0 0 0 1

4:00 PM 0 0 0 0 0 0 0 0 183 4 187 0 0 0 0 0 144 3 147 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 1

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Hour ending - 12:15 PM

Fairfield Road (south)

Pedestrian Movements

Fairfield Road (north)

Saturday, 28 June 2014Paragon Street (west)


N

Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNTCamera Position 1 2 3 A

Site No.: 1 Weather: Fine

Location: Paragon Street/Fairfield Road, Yeerongpilly 8

Day/Date: 7

AM Peak:

PM Peak:C

6 5 4 B


(1/4 hr end)

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7:15 AM 0 0 0 0 0 0 0 0 168 19 187 0 0 0 0 0 319 17 336 2 1 0 1 0 0 0 0 0 5 0 5 0 0 0 2

7:30 AM 0 0 0 0 0 0 0 0 245 13 258 0 0 0 0 0 434 18 452 1 1 0 1 0 0 0 0 0 1 0 1 0 0 0 4

7:45 AM 0 0 0 0 0 0 0 0 226 15 241 0 0 0 0 0 459 24 483 1 2 0 2 0 0 0 0 0 1 0 1 0 0 0 1

8:00 AM 0 0 0 0 0 0 0 0 272 20 292 1 0 0 0 0 432 17 449 0 0 0 0 0 0 0 0 0 6 0 6 1 0 0 0

8:15 AM 0 0 0 0 0 0 0 0 260 23 283 0 0 0 0 0 416 18 434 0 0 0 0 0 0 0 0 0 5 0 5 0 0 0 1

8:30 AM 0 0 0 0 0 0 0 0 226 19 245 0 0 0 0 0 414 24 438 0 0 0 0 0 0 0 0 0 5 0 5 0 0 0 4

8:45 AM 0 0 0 0 0 0 0 0 213 25 238 1 0 0 0 0 371 14 385 1 0 0 0 0 0 0 0 0 2 0 2 0 0 0 1

9:00 AM 0 0 0 0 0 0 0 0 206 27 233 0 0 0 0 0 365 22 387 0 3 0 3 0 0 0 0 0 3 0 3 0 0 0 5

2 h

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(1/4 hr end)

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4:15 PM 0 0 0 0 0 0 0 0 325 14 339 1 0 0 0 0 216 16 232 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0

4:30 PM 0 0 0 0 0 0 0 0 349 14 363 0 0 0 0 0 274 10 284 1 2 0 2 0 0 0 0 0 5 0 5 0 0 0 1

4:45 PM 0 0 0 0 0 0 0 0 404 20 424 0 0 0 0 0 266 8 274 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 1

5:00 PM 0 0 0 0 0 0 0 0 412 17 429 0 0 0 0 0 254 12 266 2 0 0 0 0 0 0 0 0 8 0 8 0 0 0 6

5:15 PM 0 0 0 0 0 0 0 0 386 8 394 0 0 0 0 0 297 9 306 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 1

5:30 PM 0 0 0 0 0 0 0 0 431 10 441 0 0 0 0 0 362 8 370 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 3

5:45 PM 0 0 0 0 0 0 0 0 415 12 427 0 0 0 0 0 301 8 309 0 1 0 1 0 0 0 0 0 4 0 4 0 0 0 2

6:00 PM 0 0 0 0 0 0 0 0 401 9 410 0 0 0 0 0 282 2 284 1 3 0 3 0 0 0 0 0 1 0 1 1 0 0 1

6:15 PM 0 0 0 0 0 0 0 0 345 11 356 1 0 0 0 0 240 8 248 0 1 0 1 0 0 0 0 0 4 0 4 0 0 0 0

6:30 PM 0 0 0 0 0 0 0 0 273 15 288 1 0 0 0 0 177 2 179 0 2 0 2 0 0 0 0 0 4 0 4 0 0 0 3

6:45 PM 0 0 0 0 0 0 0 0 209 14 223 0 0 0 0 0 166 4 170 1 0 0 0 0 0 0 0 0 4 0 4 0 0 0 1

7:00 PM 0 0 0 0 0 0 0 0 170 12 182 1 0 0 0 0 159 0 159 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 2

3 h

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Wednesday, 25 June 2014 Paragon Street (west)

Hour ending - 8:15 AM





NP

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eak

Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 A


Location: King Arthur Terrace/Fairfield Road. Yeerongpilly 8

Day/Date: 7

AM Peak:

PM Peak:

Camera Position B 6 5 4


(1/4 hr end)

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8:15 AM 0 0 0 0 36 1 37 2 78 4 82 0 0 0 0 0 77 7 84 0 6 0 6 1 6 0 6 0 21 0 21 0 0 0 0

8:30 AM 0 0 0 0 41 1 42 3 96 2 98 5 0 0 0 0 107 1 108 1 7 1 8 0 4 0 4 0 35 0 35 1 0 0 0

8:45 AM 0 0 0 0 57 2 59 1 108 7 115 9 0 0 0 0 131 3 134 0 3 1 4 0 2 0 2 2 36 0 36 0 0 0 0

9:00 AM 0 0 0 0 44 0 44 0 107 4 111 1 0 0 0 0 117 8 125 2 0 0 0 0 5 0 5 0 33 1 34 9 0 0 0

9:15 AM 0 0 0 0 53 0 53 1 111 14 125 0 0 0 0 0 127 9 136 2 2 0 2 0 5 0 5 0 46 0 46 0 0 2 0

9:30 AM 0 0 0 0 62 0 62 0 110 4 114 0 0 0 0 0 141 3 144 0 2 0 2 0 5 0 5 0 47 0 47 1 0 0 0

9:45 AM 0 0 0 0 43 0 43 0 137 10 147 0 0 0 0 0 120 7 127 0 6 0 6 1 6 1 7 0 58 0 58 2 0 0 0

10:00 AM 0 0 0 0 61 0 61 0 147 8 155 0 0 0 0 0 134 2 136 0 6 0 6 0 4 0 4 0 60 0 60 0 0 0 2

10:15 AM 0 0 0 0 73 0 73 0 133 7 140 0 0 0 0 0 150 2 152 0 5 0 5 0 9 0 9 0 47 0 47 1 0 0 0

10:30 AM 0 0 0 0 74 0 74 0 145 6 151 1 0 0 0 0 171 3 174 0 10 0 10 0 3 0 3 0 52 0 52 0 0 0 2

10:45 AM 1 0 1 0 44 0 44 1 152 4 156 1 0 0 0 0 169 1 170 0 1 0 1 0 4 0 4 0 47 0 47 0 0 0 0

11:00 AM 1 0 1 0 67 0 67 0 123 6 129 0 0 0 0 0 145 4 149 0 4 0 4 0 6 0 6 0 47 0 47 0 0 0 0

11:15 AM 0 0 0 0 74 0 74 0 160 6 166 0 0 0 0 0 164 6 170 0 1 0 1 0 5 0 5 0 52 0 52 0 0 0 2

11:30 AM 0 0 0 0 76 0 76 0 150 2 152 0 0 0 0 0 174 5 179 1 5 0 5 0 9 0 9 0 52 0 52 1 0 0 1

11:45 AM 0 0 0 0 70 1 71 0 130 1 131 0 0 0 0 0 168 5 173 0 7 0 7 1 6 0 6 0 47 0 47 0 0 0 2

12:00 PM 0 0 0 0 99 0 99 0 154 2 156 0 0 0 0 0 173 6 179 0 8 0 8 0 8 0 8 0 41 0 41 0 0 0 1

12:15 PM 2 0 2 0 76 0 76 0 139 8 147 0 0 0 0 0 157 4 161 0 6 0 6 0 2 0 2 0 61 0 61 0 0 0 2

12:30 PM 0 0 0 0 75 0 75 0 138 1 139 0 0 0 0 0 172 4 176 0 6 0 6 0 5 0 5 0 47 0 47 1 0 0 1

12:45 PM 1 0 1 0 71 0 71 0 123 3 126 0 0 0 0 0 150 2 152 0 2 0 2 0 10 0 10 0 49 0 49 0 2 0 0

1:00 PM 0 0 0 0 59 0 59 0 115 2 117 1 0 0 0 0 134 6 140 0 5 0 5 0 1 0 1 0 46 0 46 1 0 0 2

1:15 PM 1 0 1 0 56 0 56 0 112 8 120 0 0 0 0 0 129 5 134 0 5 0 5 0 4 0 4 0 54 0 54 0 0 0 0

1:30 PM 1 0 1 0 61 2 63 0 111 5 116 0 0 0 0 0 137 2 139 0 5 0 5 0 4 0 4 0 44 0 44 0 0 0 0

1:45 PM 1 0 1 0 76 0 76 0 116 5 121 0 0 0 0 0 147 6 153 0 6 0 6 0 5 0 5 0 51 0 51 0 0 0 1

2:00 PM 0 0 0 0 70 0 70 0 109 8 117 0 0 0 0 0 127 2 129 0 8 0 8 0 7 0 7 0 50 0 50 0 0 0 0

2:15 PM 0 0 0 0 69 0 69 0 108 7 115 0 0 0 0 0 119 5 124 0 6 0 6 0 5 0 5 0 49 0 49 0 0 0 0

2:30 PM 1 0 1 0 58 0 58 2 119 3 122 0 1 0 1 0 122 6 128 0 4 0 4 0 3 0 3 0 60 0 60 0 0 0 1

2:45 PM 0 0 0 0 67 0 67 0 113 8 121 0 0 0 0 0 124 4 128 0 4 0 4 0 4 0 4 0 45 0 45 0 0 0 0

3:00 PM 0 0 0 0 70 0 70 0 121 4 125 0 0 0 0 0 111 2 113 0 6 0 6 0 4 0 4 0 63 0 63 0 0 0 0

3:15 PM 0 0 0 0 66 0 66 0 122 5 127 0 0 0 0 0 120 4 124 0 1 0 1 0 6 0 6 0 51 0 51 0 0 0 0

3:30 PM 0 0 0 0 61 0 61 0 110 8 118 0 0 0 0 0 108 7 115 0 3 0 3 0 8 0 8 0 65 0 65 0 0 0 0

3:45 PM 0 0 0 0 64 0 64 1 121 6 127 0 0 0 0 0 126 4 130 1 5 0 5 0 6 0 6 0 39 0 39 1 1 0 2

4:00 PM 0 0 0 0 56 0 56 0 128 3 131 0 0 0 0 0 94 3 97 0 3 0 3 0 2 0 2 0 46 0 46 0 0 0 1

8 h

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Saturday, 28 June 2014King Arthur Terrace (west)


N

Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNT

1 2 3 A


Location: King Arthur Terrace/Fairfield Road. Yeerongpilly 8

Day/Date: 7

AM Peak:

PM Peak:C

Camera Position 6 5 4 B


(1/4 hr end)

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7:15 AM 0 0 0 0 40 0 40 0 135 17 152 1 0 0 0 0 291 21 312 1 2 0 2 0 2 0 2 0 57 0 57 0 0 0 1

7:30 AM 0 0 0 0 43 2 45 0 200 12 212 1 0 0 0 0 367 13 380 2 0 1 1 0 5 1 6 0 80 1 81 0 0 0 0

7:45 AM 0 0 0 0 48 0 48 0 187 12 199 0 0 0 0 0 377 25 402 0 3 0 3 0 4 0 4 0 81 2 83 0 0 0 3

8:00 AM 0 0 0 0 47 1 48 0 209 23 232 1 0 0 0 0 352 14 366 3 4 0 4 0 3 1 4 0 80 0 80 0 0 0 0

8:15 AM 0 0 0 0 50 1 51 0 219 20 239 0 0 0 0 0 310 18 328 1 4 0 4 0 6 0 6 0 87 1 88 0 0 0 0

8:30 AM 0 0 0 0 53 1 54 1 181 20 201 1 0 0 0 0 346 22 368 0 7 0 7 0 4 0 4 0 62 1 63 0 0 3 4

8:45 AM 0 0 0 0 61 2 63 0 148 24 172 0 0 0 0 0 311 14 325 2 7 0 7 0 8 0 8 0 73 0 73 0 0 0 3

9:00 AM 0 0 0 0 48 1 49 0 151 25 176 4 0 0 0 0 286 21 307 0 3 0 3 0 4 0 4 0 60 0 60 0 0 0 2

2 h

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390 8

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1430

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31 0

36 2

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585 0 0 3

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188 4

192 0

815

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882 2 0 0 0 0

1406

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1476 6

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18 2

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4:15 PM 0 0 0 0 85 0 85 0 232 16 248 1 0 0 0 0 171 15 186 0 1 0 1 0 8 0 8 0 56 1 57 0 0 0 2

4:30 PM 1 0 1 0 103 0 103 0 297 11 308 1 0 0 0 0 224 8 232 0 4 0 4 0 9 0 9 1 58 0 58 0 0 0 0

4:45 PM 0 0 0 0 92 1 93 0 306 22 328 0 0 0 0 0 196 9 205 0 2 0 2 0 4 0 4 0 56 0 56 0 0 0 2

5:00 PM 0 0 0 0 125 0 125 0 297 14 311 0 0 0 0 0 206 14 220 1 9 0 9 0 8 0 8 0 59 0 59 1 0 0 5

5:15 PM 0 0 0 0 129 0 129 0 270 11 281 0 0 0 0 0 252 7 259 1 7 0 7 0 10 0 10 0 64 0 64 0 0 0 0

5:30 PM 0 0 0 0 143 0 143 0 290 8 298 0 0 0 0 0 257 5 262 0 7 0 7 0 5 0 5 0 83 1 84 0 0 0 0

5:45 PM 0 0 0 0 132 0 132 0 270 14 284 0 0 0 0 0 220 11 231 0 3 0 3 2 5 0 5 0 75 0 75 0 0 0 2

6:00 PM 1 0 1 0 138 0 138 0 261 9 270 0 0 0 0 0 236 2 238 0 5 0 5 0 4 0 4 0 64 0 64 1 0 0 6

6:15 PM 0 0 0 0 101 0 101 0 229 10 239 1 0 0 0 0 165 7 172 0 6 0 6 0 5 1 6 1 61 2 63 0 1 0 1

6:30 PM 2 0 2 0 98 0 98 0 182 16 198 1 0 0 0 0 130 3 133 0 6 0 6 0 4 0 4 0 41 0 41 0 0 0 0

6:45 PM 0 0 0 0 69 1 70 0 135 12 147 0 0 0 0 0 122 3 125 0 1 0 1 0 5 0 5 0 47 0 47 1 0 0 1

7:00 PM 0 0 0 0 63 0 63 0 108 11 119 0 0 0 0 0 116 0 116 0 2 0 2 0 2 0 2 0 31 0 31 0 0 0 1

3 h

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2877

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2295

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53 0

53 2

69 1

70 2

695 4

699 3 1 0

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529 0

529 0

1127

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1174 0 0 0 0 0

935

37

972 2

26 0

26 2

28 0

28 0

281 1

282 1 0 0 7



Wednesday, 25 June 2014 King Arthur Terrace (west)





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Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A

Site No.: 3 Weather: Fine D B

Location: King Arthur Terrace/Mooney Street, Yeerongpilly 16 5

Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

C 12 11 10 9 Camera Position


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8:15 AM 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 0 0 0 0 1 0 1 1 40 1 41 2 0 0 0 0

8:30 AM 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 0 0 0 0 1 1 2 1 50 1 51 2 0 0 0 0

8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 1 0 58 1 59 1 1 0 1 0

9:00 AM 0 0 0 0 0 0 0 3 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 44 1 45 0 3 0 3 0

9:15 AM 0 0 0 0 0 0 0 6 1 0 1 0 1 0 1 1 0 0 0 0 4 0 4 0 51 0 51 2 0 0 0 0

9:30 AM 0 0 0 0 0 0 0 6 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 59 0 59 0 3 0 3 0

9:45 AM 0 0 0 0 2 0 2 1 0 0 0 0 1 1 2 0 1 0 1 0 0 0 0 0 48 0 48 1 1 0 1 0

10:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 2 0 2 0 1 0 1 0 2 0 2 0 63 0 63 1 0 0 0 0

10:15 AM 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 0 2 0 2 0 2 0 2 0 70 0 70 0 0 0 0 0

10:30 AM 0 0 0 0 1 0 1 1 0 0 0 0 3 0 3 0 0 0 0 0 6 0 6 0 80 0 80 0 0 0 0 0

10:45 AM 0 0 0 0 2 0 2 2 0 0 0 0 0 0 0 0 1 0 1 0 5 0 5 0 41 0 41 1 1 0 1 0

11:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 3 0 3 0 0 0 0 0 3 0 3 0 66 0 66 0 2 0 2 0

11:15 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 2 0 1 0 1 0 3 0 3 0 68 0 68 0 0 0 0 0

11:30 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 2 0 1 0 1 0 10 0 10 0 71 0 71 0 0 0 0 0

11:45 AM 0 0 0 0 4 0 4 0 0 0 0 0 2 0 2 0 3 0 3 0 1 0 1 1 69 1 70 0 0 0 0 0

12:00 PM 0 0 0 0 1 0 1 2 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 95 0 95 0 0 0 0 0

12:15 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 81 0 81 0 1 0 1 0

12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 74 0 74 0 1 0 1 0

12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 6 0 6 0 71 0 71 0 2 0 2 0

1:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 61 0 61 0 1 0 1 0

1:15 PM 0 0 0 0 1 0 1 4 1 0 1 0 1 0 1 0 0 0 0 0 7 0 7 0 55 0 55 0 0 0 0 0

1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 4 0 4 0 57 2 59 0 0 0 0 0

1:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 2 0 2 0 4 0 4 0 83 0 83 0 0 0 0 0

2:00 PM 0 0 0 0 1 0 1 1 0 0 0 1 1 0 1 0 2 0 2 0 3 0 3 0 72 0 72 0 1 0 1 0

2:15 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 2 0 0 0 0 0 5 0 5 0 72 0 72 0 1 0 1 0

2:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2 0 2 0 6 0 6 0 50 0 50 2 0 0 0 0

2:45 PM 0 0 0 0 2 0 2 0 0 0 0 0 2 0 2 0 2 0 2 0 1 0 1 0 72 0 72 0 0 0 0 0

3:00 PM 0 0 0 0 1 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 73 0 73 0 0 0 0 0

3:15 PM 0 0 0 0 0 0 0 3 0 0 0 1 1 0 1 0 1 0 1 0 4 0 4 0 63 0 63 0 1 0 1 0

3:30 PM 0 0 0 0 3 0 3 0 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 56 0 56 0 0 0 0 0

3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 6 0 62 0 62 1 0 0 0 0

4:00 PM 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 0 59 0 59 0 2 0 2 0

8 h

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l 0 0 0 0

28 0

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40 2 0 2 2

47 1

48 1

22 0

22 0

109 2

111 3

2034 7

2041

13

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21 0

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Peak 0 0 0 0 5 0 5 6 0 0 0 0 8 0 8 0 5 0 5 0

18 0

18 1

303 1

304 0 0 0 0 0

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17 0

17 1

316 1

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AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A



Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8


TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements

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8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 25 0 25 0 0 0 0 49 0 0 0 0

8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 35 0 35 2 1 0 1 21 0 0 2 0

8:45 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 1 0 1 1 0 0 0 0 31 0 31 2 0 0 0 30 0 0 0 0

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 43 0 43 10 1 0 1 18 0 0 0 0

9:15 AM 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 49 0 49 0 0 0 0 22 0 0 0 0

9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 52 0 52 1 3 0 3 10 0 0 1 0

9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 63 0 63 2 1 0 1 13 0 0 0 1

10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 60 0 60 2 0 0 0 15 0 0 0 0

10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 50 0 50 1 1 0 1 17 0 0 0 0

10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 51 0 51 0 1 0 1 12 0 0 0 0

10:45 AM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 2 0 2 1 0 0 0 0 44 0 44 0 0 0 0 5 0 0 1 0

11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 53 0 53 0 1 0 1 7 0 0 0 0

11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 52 0 52 0 1 0 1 9 0 0 2 0

11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 56 1 57 0 1 0 1 14 0 0 1 0

11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0 50 0 50 0 2 0 2 4 0 0 1 0

12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0 44 0 44 0 1 0 1 8 0 0 0 0

12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 1 0 1 0 57 0 57 0 0 0 0 2 0 0 0 1

12:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 52 0 52 1 1 0 1 1 0 0 2 0

12:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 4 0 4 0 1 0 1 0 51 0 51 1 1 0 1 1 0 0 0 0

1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 2 0 2 0 1 0 1 0 50 0 50 1 2 0 2 3 0 0 0 0

1:15 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 53 0 53 1 1 0 1 2 0 0 0 0

1:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43 0 43 0 2 0 2 5 0 0 0 0

1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 55 0 55 0 1 0 1 1 0 0 0 0

2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 53 0 53 0 1 0 1 0 0 0 0 0

2:15 PM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 49 0 49 0 0 0 0 4 0 0 0 0

2:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 5 0 5 0 0 0 0 0 63 0 63 0 0 0 0 3 0 0 0 2

2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 1 0 1 0 43 0 43 0 1 0 1 0 1 0 1 0

3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 0 0 0 0 68 0 68 0 0 0 0 6 0 0 1 0

3:15 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 54 0 54 0 0 0 0 1 0 0 0 0

3:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 70 0 70 0 2 0 2 2 0 0 0 0

3:45 PM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 44 0 44 0 1 0 1 5 0 0 2 1

4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 0 0 0 0 46 0 46 0 3 0 3 2 0 0 1 0

8 h

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l 0 0 0 0

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30 0

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292 1 0

15 5

AM

Peak 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 6 0 0 0 0 0

202 1

203 0 5 0 5

35 0 0 4 0

PM

Peak 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 9 0 1 0 1 0

207 1

208 0 4 0 4

28 0 0 2 1

Mooney Street (north)

Saturday, 28 June 2014King Arthur Terrace (west) King Arthur Terrace (east)



Animal Research Institute (south)






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Page 1 of 2


Site No.: 3 Weather: Fine D


Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

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7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 0 1 1 0 3 0 3 0 33 0 33 0 5 0 5 0

7:30 AM 0 0 0 0 3 0 3 1 0 0 0 0 5 0 5 0 0 0 0 0 2 0 2 0 42 2 44 0 0 0 0 0

7:45 AM 0 0 0 0 1 0 1 2 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 0 44 0 44 0 1 0 1 0

8:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 1 0 1 0 3 0 3 0 47 1 48 0 2 0 2 0

8:15 AM 0 0 0 0 1 0 1 1 0 0 0 0 3 0 3 0 2 0 2 0 3 1 4 0 41 0 41 0 4 0 4 0

8:30 AM 0 0 0 0 1 1 2 3 0 0 0 0 2 0 2 0 0 0 0 0 5 0 5 0 56 1 57 0 3 0 3 0

8:45 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 4 0 4 0 56 2 58 0 4 0 4 0

9:00 AM 0 0 0 0 2 0 2 0 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 42 1 43 0 3 0 3 0

2 h

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4:15 PM 0 0 0 0 1 0 1 2 0 0 0 0 1 0 1 0 0 0 0 0 7 0 7 0 80 0 80 0 3 0 3 0

4:30 PM 0 0 0 0 3 0 3 0 0 0 0 0 2 0 2 0 1 0 1 0 5 0 5 0 87 0 87 1 0 0 0 0

4:45 PM 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 0 0 0 0 3 0 3 0 103 1 104 0 2 0 2 0

5:00 PM 0 0 0 0 1 0 1 1 0 0 0 0 3 0 3 0 2 0 2 0 7 0 7 0 114 0 114 0 1 0 1 0

5:15 PM 0 0 0 0 2 0 2 2 0 0 0 0 3 0 3 0 1 0 1 0 2 0 2 0 127 0 127 0 2 0 2 0

5:30 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 5 0 5 0 134 0 134 0 4 0 4 0

5:45 PM 0 0 0 0 0 0 0 2 0 0 0 0 3 0 3 0 0 0 0 0 5 0 5 1 135 0 135 1 1 0 1 0

6:00 PM 0 0 0 0 1 0 1 2 0 0 0 0 4 0 4 0 0 0 0 0 5 0 5 0 129 0 129 0 0 0 0 0

6:15 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 3 5 0 1 0 1 0 3 0 3 0 109 0 109 0 0 0 0 0

6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 7 0 7 0 86 0 86 0 1 0 1 0

6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 75 1 76 0 0 0 0 0

7:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 74 0 74 1 0 0 0 0

3 h

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Wednesday, 25 June 2014King Arthur Terrace (west) King Arthur Terrace (east)


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Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

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7:15 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 62 0 62 0 1 0 1 23 0 0 0 0

7:30 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 79 2 81 0 0 0 0 7 0 0 0 0

7:45 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 83 2 85 0 1 0 1 3 1 0 0 3

8:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 82 1 83 0 1 0 1 8 0 0 0 0

8:15 AM 0 0 0 0 2 0 2 0 0 0 0 0 2 0 2 0 0 0 0 1 3 0 3 0 85 0 85 0 2 0 2 7 0 0 0 1

8:30 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 68 1 69 0 0 0 0 4 0 0 2 2

8:45 AM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 71 0 71 0 0 0 0 4 0 0 0 0

9:00 AM 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 1 0 1 0 2 0 2 0 59 0 59 1 0 0 0 4 0 0 1 0

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4:15 PM 0 0 0 0 5 0 5 0 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 56 1 57 0 2 0 2 0 1 0 0 0

4:30 PM 0 0 0 0 7 0 7 0 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 62 0 62 0 0 0 0 0 0 0 0 0

4:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 3 0 3 0 0 0 0 0 1 0 1 0 54 0 54 2 1 0 1 0 0 0 0 1

5:00 PM 0 0 0 0 3 0 3 0 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 61 0 61 0 1 0 1 2 0 0 0 0

5:15 PM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 77 0 77 0 1 0 1 3 0 1 1 0

5:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 1 0 0 0 0 0 0 0 0 77 1 78 0 1 0 1 6 0 0 0 1

5:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 70 0 70 0 2 0 2 1 0 0 0 0

6:00 PM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 70 0 70 0 1 0 1 2 0 0 0 1

6:15 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 54 0 54 0 1 0 1 1 0 0 1 0

6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 46 0 46 0 2 0 2 0 0 0 0 0

6:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 42 0 42 0 1 0 1 2 0 0 1 0

7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 33 0 33 0 0 0 0 0 0 0 1 0

3 h

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25 0 0 0 0 0

11 0

11 1 2 0 2 0 7 0 7 0

702 2

704 2

13 0

13

17 1 1 4 3

PM

Peak 0 0 0 0 7 0 7 0 0 0 0 0 2 0 2 1 1 0 1 0 0 0 0 0

294 1

295 0 5 0 5

12 0 1 1 2





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Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A


Location: King Arthur Terrace/Queensland Tennis Centre Visitor Carpark, Yeerongpilly 16 5

Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8



(1/4 hr end)

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8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 1 5 0 33 0 33 3 6 0 6 0

8:30 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 36 1 37 2 10 0 10 0

8:45 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 49 1 50 1 9 0 9 0

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37 1 38 4 5 0 5 0

9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 3 0 3 0 46 0 46 4 5 0 5 0

9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 51 0 51 9 7 0 7 0

9:45 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43 0 43 2 3 0 3 0

10:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 49 0 49 2 13 0 13 0

10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 69 0 69 1 2 0 2 0

10:30 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 1 0 1 0 6 0 6 0 63 0 63 1 7 0 7 0

10:45 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 36 0 36 4 3 0 3 0

11:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 0 58 0 58 0 10 0 10 0

11:15 AM 0 0 0 0 0 0 0 1 1 0 1 0 1 0 1 0 1 0 1 0 5 0 5 0 57 0 57 3 4 0 4 0

11:30 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 5 0 5 0 65 0 65 2 4 0 4 0

11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 3 0 3 0 58 1 59 1 7 0 7 0

12:00 PM 0 0 0 0 3 0 3 0 0 0 0 0 1 0 1 0 6 0 6 0 4 0 4 0 85 0 85 2 12 0 12 0

12:15 PM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 77 0 77 0 2 0 2 0

12:30 PM 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 1 0 1 0 0 0 0 0 71 0 71 0 5 0 5 0

12:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 65 0 65 0 4 0 4 0

1:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 2 0 2 0 1 0 1 0 58 0 58 0 3 0 3 0

1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 52 0 52 4 6 0 6 0

1:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 2 0 2 0 3 0 3 0 54 2 56 0 1 0 1 0

1:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 77 0 77 1 5 0 5 0

2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 70 0 70 2 2 0 2 0

2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 0 4 0 63 0 63 3 4 0 4 0

2:30 PM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 2 0 2 0 8 0 8 0 43 0 43 2 4 0 4 0

2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 4 0 4 0 68 0 68 0 4 0 4 0

3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 65 0 65 3 8 0 8 0

3:15 PM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 58 0 58 4 1 0 1 0

3:30 PM 0 0 0 0 1 0 1 1 0 0 0 0 1 0 1 0 1 0 1 0 0 0 0 0 57 0 57 0 5 0 5 0

3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 60 0 60 1 1 0 1 0

4:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 57 0 57 1 3 0 3 0

8 h

r T

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l 0 0 0 0

31 0

31 2 1 0 1 0 9 0 9 0

23 0

23 1

78 1

79 0

1830 6

1836

62

165 0

165 0

AM

Peak 0 0 0 0 4 0 4 1 1 0 1 0 3 0 3 0 9 0 9 0

17 0

17 0

265 1

266 8

27 0

27 0

PM

Peak 0 0 0 0 9 0 9 0 0 0 0 0 2 0 2 0 7 0 7 0

11 0

11 0

298 0

298 2

23 0

23 0




Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8



(1/4 hr end)

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8:15 AM 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 0 21 0 21 33 0 0 0 0 0 0 5 0

8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 5 0 5 0 34 0 34 25 0 0 0 0 0 0 1 0

8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 39 0 39 31 0 0 0 0 2 0 2 0

9:00 AM 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 1 0 1 0 6 0 6 0 30 0 30 19 0 0 0 0 0 0 2 0

9:15 AM 0 0 0 0 7 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 46 0 46 25 3 0 3 0 0 1 1 0

9:30 AM 0 0 0 0 5 0 5 0 0 0 0 0 6 0 6 0 0 0 0 0 1 0 1 0 49 0 49 11 0 0 0 0 0 0 5 0

9:45 AM 0 0 0 0 8 0 8 0 0 0 0 0 0 0 0 0 2 0 2 0 5 0 5 0 54 0 54 14 1 0 1 0 0 0 5 0

10:00 AM 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 0 0 0 0 5 0 5 0 53 0 53 22 4 0 4 0 0 0 0 0

10:15 AM 0 0 0 0 3 0 3 2 0 0 0 0 3 0 3 0 1 0 1 0 6 0 6 0 51 0 51 14 3 0 3 0 0 0 3 0

10:30 AM 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 2 0 2 0 5 0 5 0 46 0 46 17 2 0 2 0 0 0 1 0

10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0 4 0 4 0 49 0 49 6 4 0 4 0 0 0 5 0

11:00 AM 0 0 0 0 8 0 8 0 0 0 0 0 1 0 1 0 1 0 1 0 0 0 0 0 45 0 45 8 1 0 1 0 0 0 0 0

11:15 AM 0 0 0 0 7 0 7 0 0 0 0 0 7 0 7 0 1 0 1 0 0 0 0 0 46 0 46 11 0 0 0 0 0 0 9 0

11:30 AM 0 0 0 0 8 0 8 0 0 0 0 0 5 0 5 0 2 0 2 0 2 0 2 0 43 1 44 12 3 0 3 0 0 0 3 0

11:45 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 3 0 3 0 4 0 4 0 43 0 43 4 0 0 0 0 0 0 7 0

12:00 PM 0 0 0 0 5 0 5 0 0 0 0 0 1 0 1 0 1 0 1 0 7 0 7 0 31 0 31 6 5 0 5 0 0 0 8 0

12:15 PM 0 0 0 0 11 0 11 0 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 48 0 48 2 2 0 2 0 1 0 0 0

12:30 PM 0 0 0 0 3 0 3 0 1 0 1 0 2 0 2 0 2 0 2 0 6 0 6 0 47 0 47 4 0 0 0 0 0 0 3 0

12:45 PM 0 0 0 0 5 0 5 0 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 45 0 45 0 2 0 2 0 3 0 2 3

1:00 PM 0 0 0 0 6 0 6 0 0 0 0 0 1 0 1 0 1 0 1 0 3 0 3 0 44 0 44 5 1 0 1 0 0 0 2 0

1:15 PM 0 0 0 0 6 0 6 0 0 0 0 0 2 0 2 0 1 0 1 0 6 0 6 0 45 0 45 5 0 0 0 0 0 0 2 0

1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 5 0 39 0 39 5 3 0 3 0 2 0 1 0

1:45 PM 0 0 0 0 6 0 6 0 0 0 0 0 1 0 1 0 1 0 1 0 0 0 0 0 49 0 49 0 3 0 3 0 1 0 1 0

2:00 PM 0 0 0 0 5 0 5 0 0 0 0 0 1 0 1 0 3 0 3 0 2 0 2 0 46 0 46 0 3 0 3 0 1 0 4 1

2:15 PM 0 0 0 0 3 0 3 0 0 0 0 0 5 0 5 0 2 0 2 0 8 0 8 0 43 0 43 5 1 0 1 0 2 0 0 2

2:30 PM 0 0 0 0 12 0 12 0 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 51 0 51 4 2 0 2 0 0 0 4 0

2:45 PM 0 0 0 0 8 0 8 0 0 0 0 0 4 0 4 0 1 0 1 0 2 0 2 0 33 0 33 2 0 0 0 0 0 0 2 0

3:00 PM 0 0 0 0 14 0 14 0 0 0 0 0 2 0 2 0 2 0 2 0 2 0 2 0 54 0 54 5 2 0 2 0 0 0 1 0

3:15 PM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 2 0 2 0 2 0 2 0 41 0 41 2 4 0 4 0 0 0 0 0

3:30 PM 0 0 0 0 11 0 11 0 0 0 0 0 3 0 3 0 1 0 1 0 2 0 2 0 58 0 58 5 1 0 1 2 0 0 4 0

3:45 PM 0 0 0 0 4 0 4 0 0 0 0 0 3 0 3 0 1 0 1 0 2 0 2 0 44 0 44 3 1 0 1 0 0 0 4 0

4:00 PM 0 0 0 0 6 0 6 0 0 0 0 0 6 0 6 0 0 0 0 0 1 0 1 0 41 0 41 3 2 0 2 0 1 0 3 0

8 h

r T

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l 0 0 0 0

162 0

162 2 1 0 1 0

74 0

74 0

31 0

31 0

106 0

106 0

1408 1

1409

308

53 0

53 2

13 1

90 6

AM

Peak 0 0 0 0

21 0

21 0 0 0 0 0

13 0

13 0 7 0 7 0

13 0

13 0

163 1

164

33 8 0 8 0 0 0

27 0

PM

Peak 0 0 0 0

24 0

24 0 1 0 1 0 7 0 7 0 3 0 3 0

19 0

19 0

171 0

171

12 9 0 9 0 4 0

13 3


Queensland Tennis Centre (south)

Tennyson Reach Apartments (north)








N

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24 0

24 0 1 0 1 0 7 0 7 0 3 0 3 0

19 0

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171 0

171

12 9 0 9 0 4 0

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Page 1 of 2




Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

B



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7:15 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2 0 2 0 3 0 3 0 42 0 42 3 0 1 1 0

7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 36 1 37 0 0 0 0 0

7:45 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 45 1 46 3 1 0 1 0

8:00 AM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 42 0 42 1 1 0 1 0

8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 46 1 47 1 0 0 0 0

8:30 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2 0 2 0 2 0 2 0 37 2 39 4 2 0 2 0

8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 61 2 63 0 5 0 5 0

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 40 1 41 0 4 0 4 0

2 h

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16 0

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35

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14 0

AM

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(1/4 hr end)

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4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 71 0 71 3 2 0 2 0

4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 2 0 2 0 93 0 93 1 2 0 2 0

4:45 PM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 98 0 98 1 1 0 1 0

5:00 PM 0 0 0 0 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 101 1 102 4 2 0 2 0

5:15 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 3 0 3 0 118 0 118 6 3 0 3 0

5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 6 0 6 0 128 0 128 4 0 0 0 0

5:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 6 0 121 0 121 8 0 0 0 0

6:00 PM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 135 0 135 4 2 0 2 0

6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 5 0 5 0 110 0 110 3 2 0 2 0

6:30 PM 0 0 0 0 4 0 4 0 0 0 0 0 0 0 0 0 2 0 2 0 4 0 4 0 77 0 77 4 4 0 4 0

6:45 PM 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 1 0 1 0 4 0 4 0 80 0 80 2 1 0 1 0

7:00 PM 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 59 1 60 0 0 0 0 0

3 h

r T

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16 0

16 1 0 0 0 0 1 0 1 0 9 0 9 0

39 0

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11

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11

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19 0

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19 0

19 0

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Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

B



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7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 60 0 60 33 1 0 1 0 0 0 4 0

7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 2 0 2 0 2 0 72 1 73 14 1 0 1 0 0 0 5 0

7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 5 0 0 1 1 0 82 2 84 6 1 0 1 0 0 0 1 0

8:00 AM 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 84 0 84 11 0 0 0 0 0 0 2 0

8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 89 1 90 10 0 0 0 0 0 0 3 0

8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 73 1 74 8 1 0 1 0 0 0 4 0

8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 67 0 67 8 1 0 1 0 0 0 1 0

9:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 60 0 60 4 2 0 2 0 0 0 4 0

2 h

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4:15 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 47 0 47 1 1 0 1 0 0 0 0 0

4:30 PM 0 0 0 0 4 0 4 0 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 60 1 61 2 0 0 0 0 0 0 0 0

4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 56 0 56 0 1 0 1 0 0 0 2 0

5:00 PM 0 0 0 0 2 0 2 0 0 0 0 0 2 0 2 0 3 0 3 0 2 0 2 0 46 0 46 4 1 0 1 0 0 0 3 0

5:15 PM 0 0 0 0 4 0 4 0 0 0 0 0 3 0 3 0 3 0 3 0 1 0 1 0 60 0 60 1 1 0 1 0 0 0 4 0

5:30 PM 0 0 0 0 10 0 10 0 0 0 0 0 6 0 6 0 0 0 0 0 0 0 0 0 73 1 74 7 0 0 0 0 0 0 2 0

5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 81 0 81 2 4 0 4 0 0 0 5 0

6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 57 0 57 2 2 0 2 0 0 0 4 0

6:15 PM 0 0 0 0 6 0 6 0 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 57 0 57 4 0 0 0 0 1 0 2 0

6:30 PM 0 0 0 0 1 0 1 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 40 0 40 0 1 0 1 0 0 0 1 0

6:45 PM 0 0 0 0 3 0 3 0 0 0 0 0 1 0 1 0 2 0 2 0 1 0 1 0 47 0 47 5 2 0 2 0 1 0 3 0

7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 4 0 4 0 31 0 31 0 1 0 1 0 0 0 4 0

3 h

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31 0

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16 0

16 0

11 0

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15 0

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65

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14 0

14 0 2 0

30 0

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14 0

14 0 0 0 0 0

10 0

10 0 3 0 3 0 2 0 2 0

27

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15 0











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Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT

C A Camera Position

Site No.: 5 Weather: Fine 8

Location: King Arthur Terrace/Softstone Street, Yeerongpilly 7

Day/Date: 6 1

AM Peak: 2

PM Peak: 3

B 5 4


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A B C

8:15 AM 2 0 2 0 30 1 31 4 1 0 1 0 1 0 1 0 10 0 10 0 0 0 0 0 28 0 28 4 19 0 19 37 1 0 0

8:30 AM 1 0 1 0 35 1 36 1 1 0 1 0 0 0 0 0 14 0 14 0 2 0 2 0 27 0 27 1 32 0 32 27 3 0 0

8:45 AM 1 0 1 0 55 1 56 2 0 0 0 0 1 0 1 0 35 0 35 0 0 0 0 0 50 0 50 1 33 0 33 40 1 0 0

9:00 AM 1 0 1 0 36 1 37 0 1 0 1 0 2 0 2 0 23 0 23 0 0 0 0 0 38 2 40 0 31 0 31 18 2 1 0

9:15 AM 0 0 0 0 39 0 39 6 0 0 0 1 1 0 1 0 22 1 23 0 0 0 0 0 37 0 37 2 47 0 47 25 4 0 0

9:30 AM 0 0 0 0 59 0 59 8 5 0 5 3 0 0 0 0 31 0 31 1 0 0 0 0 54 0 54 0 47 0 47 14 2 0 1

9:45 AM 3 0 3 0 48 0 48 1 3 0 3 0 4 0 4 0 28 1 29 0 0 0 0 0 34 2 36 1 51 0 51 13 0 0 0

10:00 AM 0 0 0 0 53 0 53 2 4 0 4 0 0 0 0 0 29 1 30 0 0 0 0 0 52 0 52 0 52 0 52 22 0 0 1

10:15 AM 2 0 2 0 67 0 67 1 3 0 3 0 1 0 1 0 21 2 23 0 0 0 0 0 46 0 46 0 56 0 56 23 2 0 0

10:30 AM 1 0 1 0 67 0 67 1 2 0 2 0 4 0 4 0 32 2 34 0 0 0 0 0 49 0 49 0 50 0 50 6 0 0 2

10:45 AM 1 0 1 0 37 0 37 1 1 0 1 0 0 0 0 0 28 0 28 0 0 0 0 0 61 1 62 0 49 0 49 6 1 0 0

11:00 AM 1 0 1 0 57 0 57 2 3 0 3 0 1 0 1 0 22 1 23 0 1 0 1 0 60 2 62 0 38 0 38 10 2 0 1

11:15 AM 0 0 0 0 60 0 60 3 5 0 5 1 1 0 1 1 46 1 47 0 1 0 1 0 41 0 41 0 47 0 47 13 3 0 0

11:30 AM 2 0 2 0 63 0 63 1 1 0 1 0 0 0 0 0 28 0 28 0 0 0 0 0 50 0 50 0 50 1 51 9 0 0 2

11:45 AM 1 0 1 0 56 1 57 3 0 0 0 0 1 0 1 0 34 0 34 1 0 0 0 0 50 1 51 0 44 0 44 5 2 0 0

12:00 PM 1 0 1 0 69 0 69 3 2 0 2 0 0 0 0 0 34 1 35 2 0 0 0 0 60 1 61 0 28 0 28 5 3 0 1

12:15 PM 1 0 1 0 77 0 77 0 3 0 3 0 0 0 0 0 33 2 35 0 1 0 1 0 49 0 49 0 47 0 47 3 1 0 0

12:30 PM 3 0 3 0 64 0 64 2 0 0 0 0 2 0 2 0 38 0 38 0 0 0 0 0 44 0 44 0 50 0 50 3 2 0 0

12:45 PM 0 0 0 0 62 0 62 0 3 0 3 0 1 0 1 0 28 0 28 0 0 0 0 0 45 1 46 0 41 0 41 0 1 0 0

1:00 PM 0 0 0 0 50 0 50 0 1 0 1 0 1 0 1 0 24 0 24 0 2 0 2 0 34 1 35 0 47 0 47 4 0 0 0

1:15 PM 0 0 0 0 51 0 51 3 1 0 1 0 0 0 0 0 19 1 20 0 0 0 0 0 24 0 24 0 52 0 52 5 3 0 0

1:30 PM 2 0 2 0 49 1 50 2 1 0 1 0 2 0 2 0 26 0 26 0 0 0 0 0 41 0 41 0 45 0 45 5 0 0 0

1:45 PM 1 0 1 0 72 1 73 1 1 0 1 0 2 0 2 0 26 0 26 0 0 0 0 0 50 2 52 0 53 0 53 0 1 0 0

2:00 PM 1 0 1 0 64 0 64 2 3 0 3 0 0 0 0 0 30 0 30 0 0 0 0 0 42 0 42 0 47 0 47 3 5 0 0

2:15 PM 5 0 5 0 63 0 63 2 3 0 3 0 1 0 1 0 30 1 31 0 0 0 0 0 36 0 36 0 37 0 37 4 2 0 0

2:30 PM 2 0 2 1 42 0 42 1 2 0 2 0 3 0 3 0 26 0 26 0 0 0 0 0 45 0 45 0 45 0 45 3 0 0 0

2:45 PM 1 0 1 0 62 0 62 0 2 0 2 0 2 0 2 0 24 0 24 0 0 0 0 0 54 1 55 0 26 0 26 1 0 0 0

3:00 PM 1 0 1 0 55 0 55 3 1 0 1 0 0 0 0 0 39 0 39 1 1 0 1 0 61 0 61 0 56 0 56 5 2 0 0

3:15 PM 0 0 0 0 56 0 56 2 1 0 1 0 2 0 2 0 37 2 39 0 0 0 0 0 31 0 31 0 36 0 36 2 2 0 0

3:30 PM 3 0 3 0 44 0 44 0 3 0 3 0 0 0 0 0 16 0 16 2 0 0 0 0 44 0 44 0 53 0 53 6 2 0 1

3:45 PM 0 0 0 0 58 0 58 1 0 0 0 0 3 0 3 0 23 0 23 0 0 0 0 0 41 3 44 0 33 0 33 3 3 0 0

4:00 PM 0 0 0 0 62 0 62 3 2 0 2 0 2 0 2 0 15 0 15 0 0 0 0 0 29 2 31 0 38 0 38 1 1 0 2

8 h

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20

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Softstone Street (south)


Saturday, 28 June 2014 King Arthur Terrace (west) King Arthur Terrace (east)



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Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNTC A Camera Position

Site No.: 5 Weather: Fine 8

Location: King Arthur Terrace/Softstone Street, Yeerongpilly 7

Day/Date: 6 1

AM Peak: 2

PM Peak: 3

B 5 4


(1/4 hr end)

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7:15 AM 0 0 0 0 31 1 32 3 2 0 2 0 2 0 2 0 21 3 24 0 1 0 1 0 122 3 125 0 52 1 53 26 2 2 0

7:30 AM 0 0 0 0 43 1 44 1 2 0 2 0 2 0 2 0 29 2 31 1 1 0 1 0 148 0 148 2 64 4 68 12 2 0 0

7:45 AM 1 0 1 0 47 2 49 2 1 0 1 1 0 0 0 0 24 2 26 0 0 0 0 0 145 6 151 0 77 1 78 7 3 0 0

8:00 AM 0 0 0 0 48 1 49 0 3 0 3 0 1 0 1 0 25 4 29 2 0 0 0 0 151 5 156 1 72 1 73 12 2 0 0

8:15 AM 0 0 0 0 46 1 47 0 1 0 1 0 0 0 0 0 29 2 31 1 0 0 0 0 146 6 152 0 77 1 78 11 0 0 0

8:30 AM 1 0 1 0 44 2 46 6 2 0 2 0 0 0 0 2 23 2 25 0 0 0 0 0 117 4 121 0 71 1 72 4 0 0 0

8:45 AM 1 0 1 0 61 2 63 0 2 0 2 0 1 0 1 0 29 3 32 0 0 0 0 0 130 2 132 0 60 0 60 5 1 0 0

9:00 AM 0 0 0 0 42 1 43 1 2 0 2 1 1 0 1 0 34 2 36 0 2 0 2 0 100 3 103 0 55 1 56 5 0 0 0

2 h

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15 0

15 2 7 0 7 2

214

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1059

29

1088 3

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10

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82

10 2 0

AM

Peak 1 0 1 0

184 5

189 3 7 0 7 1 3 0 3 0

107

10

117 4 1 0 1 0

590

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607 3

290 7

297

42 7 0 0


(1/4 hr end)

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4:15 PM 2 0 2 0 74 0 74 2 1 0 1 2 2 0 2 0 41 3 44 1 1 0 1 0 40 3 43 2 57 1 58 0 0 0 0

4:30 PM 3 0 3 0 81 0 81 0 4 0 4 0 3 0 3 0 43 1 44 0 0 0 0 0 54 5 59 0 60 0 60 2 0 0 0

4:45 PM 0 0 0 0 86 1 87 3 0 0 0 0 0 0 0 0 68 3 71 2 2 0 2 0 47 2 49 1 54 0 54 1 0 0 1

5:00 PM 4 0 4 0 109 0 109 5 0 0 0 0 3 0 3 1 60 0 60 0 0 0 0 0 54 2 56 2 52 0 52 1 0 0 0

5:15 PM 4 0 4 0 109 0 109 7 4 1 5 0 1 0 1 1 81 2 83 0 4 0 4 0 54 0 54 0 57 0 57 3 1 0 0

5:30 PM 1 0 1 0 130 0 130 4 1 0 1 0 1 0 1 1 71 0 71 0 0 0 0 0 78 3 81 0 70 1 71 5 1 0 0

5:45 PM 0 0 0 0 115 0 115 9 1 0 1 0 3 0 3 0 36 3 39 1 0 0 0 0 72 2 74 3 65 0 65 3 0 0 0

6:00 PM 0 0 0 0 124 0 124 5 0 0 0 0 2 0 2 0 44 0 44 0 0 0 0 0 71 1 72 0 71 0 71 2 0 0 0

6:15 PM 1 0 1 0 100 0 100 3 1 0 1 0 4 0 4 0 50 2 52 0 0 0 0 0 60 2 62 0 47 0 47 2 0 0 0

6:30 PM 0 0 0 0 80 0 80 3 0 0 0 0 1 0 1 0 41 0 41 2 0 0 0 0 39 0 39 0 45 0 45 3 2 0 0

6:45 PM 0 0 0 0 71 1 72 3 0 0 0 0 0 0 0 0 36 3 39 0 0 0 0 0 33 1 34 0 43 0 43 3 1 0 0

7:00 PM 0 0 0 0 61 0 61 1 0 0 0 0 1 0 1 0 17 0 17 0 0 0 0 0 41 0 41 0 39 0 39 0 0 0 0

3 h

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15 0

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1140 2

1142

45

12 1

13 2

21 0

21 3

588

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605 6 7 0 7 0

643

21

664 8

660 2

662

25 5 0 1

PM

Peak 5 0 5 0

478 0

478

25 6 1 7 0 7 0 7 2

232 5

237 1 4 0 4 0

275 6

281 3

263 1

264

13 2 0 0





Softstone Street (south)


NP

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eak

Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNT



Location: Fairfield Road/Tennyson Memorial Avenue, Yeerongpilly

Day/Date:

AM Peak:

PM Peak: Tennyson Memorial Avenue

Camera Position

TIMEMovement 1 Movement 2 Movement 3 Ped Fairfield Road (south)

(1/4 hr end)

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ts A Fairfield Road, through to Ethel Street etc.

8:15 AM 16 3 19 1 9 1 10 3 2 0 2 0 0

8:30 AM 20 1 21 1 9 4 13 0 0 0 0 0 0

8:45 AM 36 0 36 0 15 3 18 0 1 0 1 0 0

9:00 AM 24 2 26 0 6 4 10 0 2 0 2 0 1

9:15 AM 27 0 27 1 16 1 17 2 0 0 0 0 0

9:30 AM 31 0 31 0 19 1 20 2 3 0 3 0 0

9:45 AM 19 1 20 0 24 4 28 1 1 0 1 0 0

10:00 AM 24 0 24 0 21 1 22 0 2 0 2 0 0

10:15 AM 32 0 32 0 19 3 22 0 2 0 2 0 0

10:30 AM 39 0 39 0 16 1 17 0 1 0 1 0 0

10:45 AM 29 1 30 0 22 0 22 0 1 0 1 0 1

11:00 AM 31 2 33 0 20 2 22 0 0 0 0 0 0

11:15 AM 32 0 32 0 35 1 36 0 1 0 1 0 0

11:30 AM 33 0 33 0 21 2 23 0 0 0 0 0 0

11:45 AM 38 1 39 0 20 2 22 0 1 0 1 0 0

12:00 PM 44 2 46 0 15 2 17 0 0 0 0 0 0

12:15 PM 44 1 45 0 22 2 24 0 1 0 1 0 0

12:30 PM 39 0 39 0 21 1 22 0 2 0 2 0 0

12:45 PM 41 1 42 0 15 3 18 0 0 0 0 0 0

1:00 PM 26 1 27 0 23 2 25 2 0 0 0 0 0

1:15 PM 29 1 30 0 11 1 12 0 1 0 1 0 0

1:30 PM 38 1 39 0 15 0 15 0 0 0 0 0 0

1:45 PM 40 2 42 0 20 0 20 0 2 0 2 0 0

2:00 PM 35 0 35 0 19 1 20 1 1 0 1 0 0

2:15 PM 22 0 22 0 27 0 27 0 0 0 0 0 0

2:30 PM 33 1 34 0 24 1 25 1 4 0 4 0 0

2:45 PM 33 1 34 0 21 1 22 0 0 0 0 0 0

3:00 PM 35 1 36 0 28 0 28 0 0 0 0 0 0

3:15 PM 21 1 22 0 15 1 16 0 0 0 0 0 0

3:30 PM 37 2 39 0 19 3 22 0 2 0 2 0 0

3:45 PM 29 3 32 0 9 0 9 0 1 0 1 0 0

4:00 PM 25 1 26 0 20 0 20 0 0 0 0 0 0

8 h

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59

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AM

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7 3

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0 0

91 7

98 0 2 0 2 0 0

PM

Pe

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16

5 4

16

9 0

78 7

85 0 4 0 4 0 0

Saturday, 28 June 2014



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A

Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNTFairfield Road (north)


Location: Fairfield Road/Tennyson Memorial Avenue, Yeerongpilly

Day/Date:

AM Peak:

PM Peak: Tennyson Memorial Avenue

Camera Position

TIMEMovement 1 Movement 2 Movement 3 Ped Fairfield Road (south)

(1/4 hr end)

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ts A Fairfield Road, through to Ethel Street etc.

7:15 AM 96 9 105 0 29 11 40 0 2 1 3 0 0

7:30 AM 128 2 130 1 30 5 35 1 1 2 3 0 0

7:45 AM 104 9 113 0 34 13 47 0 5 0 5 0 0

8:00 AM 111 4 115 0 39 16 55 1 2 0 2 0 0

8:15 AM 113 7 120 0 41 14 55 0 3 1 4 0 0

8:30 AM 100 6 106 0 31 4 35 0 2 0 2 0 0

8:45 AM 98 6 104 0 31 7 38 0 5 0 5 0 1

9:00 AM 81 8 89 0 32 11 43 0 3 1 4 0 0

2 h

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882 1

267

81

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23 5

28 0 1

AM

Peak

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22

478 1

144

48

192 2

11 3

14 0 0

TIMEMovement 1 Movement 2 Movement 3 Ped

(1/4 hr end)

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4:15 PM 41 4 45 0 35 3 38 2 2 0 2 0 0

4:30 PM 53 2 55 0 29 11 40 0 0 0 0 0 0

4:45 PM 55 1 56 0 36 6 42 0 0 0 0 0 0

5:00 PM 60 1 61 0 31 7 38 2 2 0 2 0 0

5:15 PM 53 3 56 0 44 3 47 0 3 0 3 0 0

5:30 PM 76 2 78 0 31 3 34 0 0 0 0 0 0

5:45 PM 69 2 71 1 24 11 35 0 2 0 2 1 0

6:00 PM 74 1 75 0 24 2 26 0 2 0 2 0 0

6:15 PM 49 3 52 0 35 2 37 0 1 0 1 0 0

6:30 PM 38 0 38 0 9 0 9 0 1 0 1 0 0

6:45 PM 22 1 23 0 16 5 21 0 0 0 0 0 0

7:00 PM 30 0 30 0 8 1 9 0 1 0 1 0 0

3 h

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620

20

640 1

322

54

376 4

14 0

14 1 0

PM

Peak

272 8

280 1

123

19

142 0 7 0 7 1 0

Wednesday, 25 June 2014



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A

PM

Peak

Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT 1 2 3 4 A


Location: Fairfield Road/Palomar Road/Chale Street, Yeerongpilly 16 5

Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

Comment: Movement 8 includes separate left turn slip just south of intersectionC 12 11 10 9 Camera Position


(1/4 hr end)

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8:15 AM 0 0 0 0 7 0 7 0 84 5 89 3 1 0 1 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

8:30 AM 0 0 0 0 12 0 12 0 96 6 102 5 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0

8:45 AM 1 0 1 0 23 0 23 0 97 10 107 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

9:00 AM 1 0 1 0 14 0 14 0 107 7 114 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0

9:15 AM 0 0 0 0 24 1 25 0 108 14 122 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

9:30 AM 1 0 1 0 23 1 24 0 109 5 114 2 1 0 1 1 0 0 0 0 1 0 1 0 0 0 0 0 3 0 3 0

9:45 AM 0 0 0 0 14 3 17 0 155 11 166 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0

10:00 AM 1 0 1 0 25 0 25 0 146 9 155 0 2 0 2 0 0 0 0 0 0 0 0 0 2 0 2 0 1 0 1 0

10:15 AM 2 0 2 0 19 0 19 0 140 9 149 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0

10:30 AM 1 0 1 0 23 2 25 0 139 6 145 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

10:45 AM 1 0 1 0 30 1 31 0 145 3 148 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:00 AM 0 0 0 0 23 1 24 0 124 7 131 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

11:15 AM 0 0 0 0 38 2 40 0 163 6 169 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

11:30 AM 1 0 1 0 30 0 30 0 153 4 157 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0

11:45 AM 0 0 0 0 20 1 21 0 133 2 135 0 2 0 2 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

12:00 PM 1 0 1 0 19 1 20 0 166 3 169 0 1 0 1 0 0 0 0 0 1 0 1 0 1 0 1 0 2 0 2 0

12:15 PM 0 0 0 0 15 3 18 0 142 6 148 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 1 0 1 0

12:30 PM 1 0 1 0 17 1 18 0 143 3 146 0 1 0 1 0 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0

12:45 PM 0 0 0 0 17 1 18 0 126 3 129 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0

1:00 PM 1 0 1 0 17 2 19 0 119 4 123 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1:15 PM 1 0 1 0 17 2 19 0 115 8 123 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1:30 PM 1 0 1 0 12 0 12 0 121 4 125 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

1:45 PM 1 0 1 0 16 1 17 0 125 4 129 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0

2:00 PM 0 0 0 0 18 1 19 0 117 8 125 0 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0

2:15 PM 0 0 0 0 20 3 23 0 126 4 130 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2:30 PM 0 0 0 0 18 0 18 0 130 4 134 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

2:45 PM 1 0 1 0 17 1 18 0 121 9 130 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:00 PM 0 0 0 0 19 0 19 0 136 4 140 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 0 1 0 1 0

3:15 PM 0 0 0 0 21 2 23 0 123 3 126 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0

3:30 PM 0 0 0 0 12 0 12 0 126 10 136 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:45 PM 0 0 0 0 15 1 16 0 119 5 124 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4:00 PM 0 0 0 0 11 1 12 0 141 2 143 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8 h

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16 0

16 0

606

32

638 0

4095

188

4283

29

14 2

16 2 0 0 0 0 7 0 7 0

12 0

12 0

22 1

23 0

AM

Peak 2 0 2 0

107 4

111 0

615

15

630 0 3 0 3 0 0 0 0 0 1 0 1 0 3 0 3 0 4 0 4 0

PM

Peak 2 0 2 0

84 5

89 0

594

15

609 0 3 0 3 0 0 0 0 0 2 0 2 0 3 0 3 0 5 0 5 0




Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

Comment: Movement 8 includes separate left turn slip just south of intersectionC 12 11 10 9 Camera Position


(1/4 hr end)

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8:15 AM 0 0 0 0 0 0 0 0 66 2 68 0 7 2 9 1 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0

8:30 AM 0 0 0 0 0 0 0 0 94 1 95 0 14 2 16 0 0 0 0 0 1 0 1 0 1 0 1 0 3 0 3 0 0 0 0 0

8:45 AM 0 0 0 0 0 0 0 0 101 6 107 0 22 1 23 0 0 0 0 0 5 0 5 0 0 0 0 0 1 0 1 0 0 0 0 1

9:00 AM 0 0 0 0 0 0 0 0 109 3 112 2 20 6 26 0 0 0 0 0 2 0 2 0 0 0 0 0 0 1 1 0 0 0 0 0

9:15 AM 0 0 0 0 0 0 0 0 102 8 110 1 10 1 11 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0

9:30 AM 0 0 0 0 2 0 2 0 121 5 126 0 20 2 22 0 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0

9:45 AM 0 0 0 0 0 0 0 0 105 5 110 1 26 1 27 0 0 0 0 0 2 0 2 0 1 0 1 0 1 0 1 0 0 0 0 0

10:00 AM 0 0 0 0 0 0 0 0 110 2 112 0 17 2 19 0 0 0 0 0 5 0 5 0 0 0 0 0 2 0 2 0 0 0 0 0

10:15 AM 1 0 1 0 0 0 0 0 126 4 130 0 20 2 22 0 0 0 0 0 3 0 3 0 0 0 0 0 5 0 5 0 0 0 0 0

10:30 AM 0 0 0 0 1 0 1 0 135 3 138 0 22 1 23 0 0 0 0 0 0 0 0 0 3 0 3 0 2 0 2 0 0 0 0 0

10:45 AM 0 0 0 0 1 0 1 0 133 0 133 0 24 3 27 0 0 0 0 0 1 1 2 0 0 0 0 0 6 0 6 0 0 0 0 0

11:00 AM 0 0 0 0 0 0 0 0 126 5 131 0 24 4 28 1 0 0 0 0 0 1 1 0 0 0 0 0 2 0 2 0 0 0 0 0

11:15 AM 0 0 0 0 0 0 0 0 125 3 128 0 21 2 23 0 0 0 0 0 2 0 2 0 1 0 1 0 1 0 1 0 0 0 0 0

11:30 AM 0 0 0 0 0 0 0 0 142 4 146 1 16 2 18 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 1 0 0 0 1

11:45 AM 0 0 0 0 0 0 0 0 137 4 141 1 21 3 24 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0

12:00 PM 0 0 0 0 3 0 3 0 132 5 137 0 23 3 26 2 0 0 0 0 3 0 3 0 1 0 1 0 1 0 1 0 0 0 0 0

12:15 PM 0 0 0 0 0 0 0 0 125 1 126 0 19 0 19 0 0 0 0 0 2 0 2 0 0 0 0 0 3 0 3 0 0 0 0 2

12:30 PM 0 0 0 0 1 0 1 0 133 4 137 0 30 3 33 0 0 0 0 0 1 0 1 0 0 0 0 0 2 0 2 0 0 0 0 1

12:45 PM 0 0 0 0 0 0 0 0 117 3 120 1 12 4 16 0 1 0 1 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 1

1:00 PM 0 0 0 0 0 0 0 0 108 4 112 0 13 2 15 0 0 0 0 0 1 1 2 0 0 0 0 0 2 0 2 0 0 0 0 0

1:15 PM 0 0 0 0 0 0 0 0 107 3 110 0 9 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

1:30 PM 0 0 0 0 0 0 0 0 105 3 108 0 14 2 16 0 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 0 0 0 0

1:45 PM 0 0 0 0 0 0 0 0 98 2 100 0 9 4 13 0 0 0 0 0 5 1 6 0 0 0 0 0 2 0 2 0 0 0 0 2

2:00 PM 0 0 0 0 0 0 0 0 102 2 104 0 16 2 18 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0

2:15 PM 0 0 0 0 0 0 0 0 105 5 110 0 18 3 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0

2:30 PM 0 0 0 0 0 0 0 0 93 5 98 0 12 0 12 0 0 0 0 0 3 0 3 0 0 0 0 0 3 0 3 0 0 0 0 1

2:45 PM 0 0 0 0 0 0 0 0 94 3 97 0 18 0 18 0 0 0 0 0 1 0 1 0 0 0 0 0 3 0 3 0 0 0 0 0

3:00 PM 0 0 0 0 1 0 1 0 77 1 78 0 15 1 16 0 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1 0 0 0 0 0

3:15 PM 0 0 0 0 0 0 0 0 102 4 106 0 25 1 26 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 1

3:30 PM 0 0 0 0 0 0 0 0 71 3 74 0 8 0 8 0 0 0 0 0 5 0 5 0 0 0 0 0 2 0 2 0 0 0 0 2

3:45 PM 0 0 0 0 0 0 0 0 94 1 95 0 15 0 15 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 0 0 0 0

4:00 PM 0 0 0 0 0 0 0 0 74 1 75 0 15 1 16 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1

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Saturday, 28 June 2014Palomar Road (west) Chale Street (east)





Saturday, 28 June 2014Palomar Road (west) Chale Street (east)


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87 2 0 0 0 0 7 0 7 0 1 0 1 0 8 0 8 1 0 0 0 3

Page 1 of 2

AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A Camera Position



Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

Comment: Movement 8 includes separate left turn slip just south of intersection B



(1/4 hr end)

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7:15 AM 0 0 0 0 26 1 27 0 141 25 166 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:30 AM 0 0 0 0 26 4 30 0 198 16 214 5 4 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0

7:45 AM 1 0 1 0 39 3 42 0 182 21 203 1 5 0 5 0 0 0 0 0 1 0 1 0 0 1 1 0 2 0 2 0

8:00 AM 0 0 0 0 50 5 55 0 201 33 234 0 3 1 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8:15 AM 0 0 0 0 36 4 40 0 224 30 254 1 2 0 2 0 0 0 0 0 3 0 3 0 0 0 0 0 1 0 1 0

8:30 AM 1 0 1 0 45 9 54 0 169 17 186 0 3 0 3 0 0 0 0 0 2 0 2 0 1 0 1 0 0 0 0 0

8:45 AM 1 0 1 0 36 1 37 0 145 27 172 1 2 1 3 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0

9:00 AM 0 0 0 0 30 5 35 0 160 31 191 0 0 0 0 0 0 0 0 0 1 0 1 0 2 1 3 0 2 0 2 0

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4:15 PM 0 0 0 0 22 5 27 0 255 15 270 1 1 0 1 0 0 0 0 0 7 0 7 0 1 0 1 0 4 0 4 0

4:30 PM 0 0 0 0 34 2 36 0 299 19 318 1 0 0 0 1 0 0 0 0 2 0 2 0 0 0 0 1 2 0 2 0

4:45 PM 0 0 0 0 20 6 26 0 325 20 345 0 0 3 3 0 0 0 0 0 1 0 1 0 1 0 1 0 2 0 2 0

5:00 PM 0 0 0 0 36 0 36 0 301 20 321 0 0 0 0 0 0 0 0 0 4 0 4 0 1 0 1 0 7 0 7 0

5:15 PM 0 0 0 0 46 2 48 0 282 12 294 0 0 0 0 1 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0

5:30 PM 0 0 0 0 27 1 28 0 296 11 307 0 1 0 1 0 0 0 0 0 3 0 3 0 0 0 0 0 3 0 3 0

5:45 PM 0 0 0 0 27 4 31 0 274 21 295 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0

6:00 PM 0 0 0 0 39 1 40 0 248 11 259 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0

6:15 PM 0 0 0 0 28 1 29 0 242 12 254 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

6:30 PM 1 0 1 0 22 1 23 0 175 14 189 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

6:45 PM 0 0 0 0 21 1 22 0 134 16 150 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:00 PM 0 0 0 0 10 0 10 0 105 12 117 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0

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AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A Camera Position



Day/Date: 15 6

AM Peak: 14 7

PM Peak: 13 8

Comment: Movement 8 includes separate left turn slip just south of intersection B



(1/4 hr end)

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Cyclists A B C D

7:15 AM 0 0 0 0 0 0 0 0 194 12 206 0 32 6 38 0 0 0 0 0 2 0 2 0 0 0 0 0 2 0 2 0 0 0 0 0

7:30 AM 0 0 0 0 0 0 0 0 239 13 252 0 32 13 45 0 0 0 0 0 2 1 3 0 0 0 0 0 3 0 3 0 0 0 1 0

7:45 AM 0 0 0 0 0 0 0 0 274 15 289 0 42 7 49 0 0 0 0 0 2 0 2 0 0 2 2 0 2 0 2 0 0 0 0 0

8:00 AM 0 0 0 0 0 0 0 0 240 12 252 0 35 6 41 0 0 0 0 0 5 1 6 0 1 0 1 0 5 0 5 0 0 0 0 1

8:15 AM 0 0 0 0 1 0 1 0 201 11 212 0 47 6 53 0 0 0 0 0 1 1 2 0 0 0 0 0 2 0 2 0 0 0 0 1

8:30 AM 0 0 0 0 0 0 0 0 248 15 263 1 31 14 45 1 0 0 0 0 3 1 4 0 1 0 1 0 1 1 2 0 0 0 0 0

8:45 AM 0 0 0 0 0 0 0 0 220 10 230 0 41 6 47 0 0 0 0 0 2 0 2 0 0 0 0 0 4 0 4 0 0 0 0 1

9:00 AM 0 0 0 0 0 0 0 0 207 13 220 0 29 3 32 0 0 0 0 0 5 0 5 0 1 0 1 0 3 1 4 0 0 0 0 0

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4:15 PM 0 0 0 0 0 0 0 0 120 9 129 0 31 6 37 0 0 0 0 0 11 1 12 0 0 1 1 0 5 1 6 0 0 0 0 1

4:30 PM 0 0 0 0 1 0 1 0 166 5 171 0 36 5 41 0 0 0 0 0 12 1 13 0 0 0 0 0 8 2 10 0 0 0 1 0

4:45 PM 0 0 0 0 0 0 0 0 127 8 135 0 34 4 38 0 0 0 0 0 11 0 11 0 0 0 0 0 14 0 14 0 0 0 0 0

5:00 PM 1 0 1 0 0 0 0 0 141 12 153 0 33 4 37 1 0 0 0 0 5 1 6 0 0 0 0 0 10 0 10 0 0 0 1 1

5:15 PM 0 0 0 0 0 0 0 0 183 6 189 2 51 2 53 1 0 0 0 0 13 0 13 0 0 0 0 0 24 0 24 0 0 0 0 0

5:30 PM 0 0 0 0 1 0 1 0 176 4 180 0 31 5 36 1 0 0 0 0 9 0 9 0 0 0 0 0 12 0 12 0 0 0 0 0

5:45 PM 1 0 1 0 0 0 0 0 151 8 159 3 25 1 26 0 0 0 0 0 4 0 4 0 0 0 0 0 1 0 1 0 0 0 0 0

6:00 PM 0 0 0 0 0 0 0 0 160 2 162 0 40 3 43 1 0 0 0 0 4 0 4 0 0 0 0 0 9 0 9 0 0 0 0 0

6:15 PM 0 0 0 0 0 0 0 0 124 4 128 0 22 4 26 0 0 0 0 0 4 0 4 0 0 0 0 0 1 0 1 0 0 0 0 1

6:30 PM 0 0 0 0 0 0 0 0 94 3 97 0 14 3 17 0 0 0 0 0 4 2 6 0 0 0 0 0 2 0 2 0 0 0 0 0

6:45 PM 0 0 0 0 0 0 0 0 99 2 101 0 22 1 23 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0

7:00 PM 0 0 0 0 0 0 0 0 90 1 91 0 11 6 17 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0

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Wednesday, 25 June 2014Palomar Road (west) Chale Street (east)






Wednesday, 25 June 2014Palomar Road (west) Chale Street (east)



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APPENDIX C SIDRA Lane Summaries

King Arthur Terrace and Fairfield Road


Without Development (Existing Configuration)

LANE SUMMARY

Site: 2014 AM - Without Fairfield Rd / King Arthur Tce Existing Layout Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Delay)

Lane Use and Performance

Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service

95% Back of Queue Lane Config

Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist

veh/h % veh/h v/c % sec m m % %

South: Fairfield Rd (S)

Lane 1 743 4.8 1158 0.642 100 7.7 LOS A 16.4 119.7 Full 500 0.0 0.0

Lane 2 745 4.7 1161 0.642 100 7.6 LOS A 16.5 119.9 Full 500 0.0 0.0

Approach 1488 4.8 0.642 7.6 LOS A 16.5 119.9

North: Fairfield Rd (N)

Lane 1 441 7.6 1375 0.321 100 1.3 LOS A 2.3 16.8 Full 500 0.0 0.0

Lane 2 441 7.6 1375 0.321 100 1.3 LOS A 2.3 16.8 Full 500 0.0 0.0

Lane 3 192 2.1 297 0.646 100 27.3 LOS C 8.0 56.6 Short 140 0.0 0.0

Approach 1074 6.6 0.646 6.0 LOS A 8.0 56.6

West: King Arthur Tce

Lane 1 332 1.0 471 1 0.705 100 60.8 LOS E 21.8 153.8 Full 500 0.0 0.0

Lane 2 20 10.0 186 0.107 100 73.5 LOS E 1.3 10.1 Short 67 0.0 0.0

Approach 352 1.5 0.705 61.5 LOS E 21.8 153.8

Intersection

2914 5.1 0.705 13.5 LOS B 21.8 153.8

Level of Service (LOS) Method: Delay (HCM 2000).

Lane LOS values are based on average delay per lane.

Intersection and Approach LOS values are based on average delay for all lanes.

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.

LANE SUMMARY



Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 752 4.8 1158 0.650 100 7.8 LOS A 16.9 123.0 Full 500 0.0 0.0

Lane 2 754 4.7 1161 0.650 100 7.6 LOS A 16.9 123.3 Full 500 0.0 0.0

Approach 1506 4.8 0.650 7.7 LOS A 16.9 123.3


Lane 1 447 7.6 1375 0.325 100 1.3 LOS A 2.3 17.1 Full 500 0.0 0.0

Lane 2 447 7.6 1375 0.325 100 1.3 LOS A 2.3 17.1 Full 500 0.0 0.0

Lane 3 192 2.1 293 0.654 100 28.0 LOS C 8.0 57.1 Short 140 0.0 0.0

Approach 1085 6.6 0.654 6.0 LOS A 8.0 57.1


Lane 1 332 1.0 471 1 0.705 100 60.8 LOS E 21.8 153.8 Full 500 0.0 0.0

Lane 2 20 10.0 186 0.107 100 73.5 LOS E 1.3 10.1 Short 67 0.0 0.0

Approach 352 1.5 0.705 61.5 LOS E 21.8 153.8

Intersection

2943 5.1 0.705 13.5 LOS B 21.8 153.8







LANE SUMMARY



Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 798 4.8 1158 0.689 100 8.1 LOS A 19.4 141.6 Full 500 0.0 0.0

Lane 2 800 4.7 1161 0.689 100 8.0 LOS A 19.5 141.8 Full 500 0.0 0.0

Approach 1598 4.8 0.689 8.1 LOS A 19.5 141.8


Lane 1 474 7.6 1375 0.345 100 1.4 LOS A 2.5 18.7 Full 500 0.0 0.0

Lane 2 474 7.6 1375 0.345 100 1.4 LOS A 2.5 18.7 Full 500 0.0 0.0

Lane 3 192 2.1 276 0.695 100 35.6 LOS D 9.3 66.3 Short 140 0.0 0.0

Approach 1140 6.7 0.695 7.1 LOS A 9.3 66.3


Lane 1 332 1.0 471 1 0.705 100 60.8 LOS E 21.8 153.8 Full 500 0.0 0.0

Lane 2 20 10.0 186 0.107 100 73.5 LOS E 1.3 10.1 Short 67 0.0 0.0

Approach 352 1.5 0.705 61.5 LOS E 21.8 153.8

Intersection

3090 5.1 0.705 13.8 LOS B 21.8 153.8







LANE SUMMARY

Site: 2014 PM - Without Fairfield Rd / King Arthur Tce Existing Layout Signals - Fixed Time Cycle Time = 130 seconds (Optimum Cycle Time - Minimum Delay)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 498 3.8 662 0.752 100 36.0 LOS D 25.3 183.2 Full 500 0.0 0.0

Lane 2 500 4.0 666 0.752 100 35.5 LOS D 25.5 184.4 Full 500 0.0 0.0

Approach 998 3.9 0.752 35.7 LOS D 25.5 184.4


Lane 1 587 4.0 1345 0.436 100 1.5 LOS A 3.1 22.5 Full 500 0.0 0.0

Lane 2 587 4.0 1345 0.436 100 1.5 LOS A 3.1 22.5 Full 500 0.0 0.0

Lane 3 529 1.0 690 0.766 100 37.9 LOS D 20.1 141.6 Short 140 0.0 6.0

Approach 1703 3.1 0.766 12.8 LOS B 20.1 141.6


Lane 1 282 1.0 942 0.299 100 25.6 LOS C 9.7 68.2 Full 500 0.0 0.0

Lane 2 28 1.0 242 0.116 100 61.7 LOS E 1.6 11.1 Short 67 0.0 0.0

Approach 310 1.0 0.299 28.9 LOS C 9.7 68.2

Intersection

3011 3.1 0.766 22.1 LOS C 25.5 184.4







LANE SUMMARY



Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 504 3.8 660 0.763 100 35.4 LOS D 25.1 181.8 Full 500 0.0 0.0

Lane 2 506 4.0 664 0.763 100 34.9 LOS C 25.3 183.0 Full 500 0.0 0.0

Approach 1010 3.9 0.763 35.2 LOS D 25.3 183.0


Lane 1 594 4.0 1327 0.448 100 1.5 LOS A 3.1 22.3 Full 500 0.0 0.0

Lane 2 594 4.0 1327 0.448 100 1.5 LOS A 3.1 22.3 Full 500 0.0 0.0

Lane 3 529 1.0 670 0.790 100 40.1 LOS D 20.8 146.6 Short 140 0.0 9.1

Approach 1717 3.1 0.790 13.4 LOS B 20.8 146.6


Lane 1 282 1.0 938 0.301 100 25.2 LOS C 9.4 66.1 Full 500 0.0 0.0

Lane 2 28 1.0 252 0.111 100 59.0 LOS E 1.5 10.6 Short 67 0.0 0.0

Approach 310 1.0 0.301 28.2 LOS C 9.4 66.1

Intersection

3037 3.1 0.790 22.1 LOS C 25.3 183.0







LANE SUMMARY



Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 534 3.9 690 0.773 100 35.0 LOS C 27.4 198.1 Full 500 0.0 0.0

Lane 2 536 4.0 694 0.773 100 34.5 LOS C 27.5 199.2 Full 500 0.0 0.0

Approach 1070 3.9 0.773 34.7 LOS C 27.5 199.2


Lane 1 631 4.0 1345 0.469 100 1.5 LOS A 3.5 25.5 Full 500 0.0 0.0

Lane 2 631 4.0 1345 0.469 100 1.5 LOS A 3.5 25.5 Full 500 0.0 0.0

Lane 3 529 1.0 657 0.805 100 43.1 LOS D 22.3 157.6 Short 140 0.0 15.7

Approach 1790 3.1 0.805 13.8 LOS B 22.3 157.6


Lane 1 282 1.0 915 0.308 100 26.8 LOS C 10.0 70.6 Full 500 0.0 0.0

Lane 2 28 1.0 242 0.116 100 61.7 LOS E 1.6 11.1 Short 67 0.0 0.0

Approach 310 1.0 0.308 30.0 LOS C 10.0 70.6

Intersection

3170 3.2 0.805 22.5 LOS C 27.5 199.2








With Development (Proposed Configuration)

LANE SUMMARY

Site: 2016 PM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 140 seconds (Optimum Cycle Time - Minimum Delay)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 99 1.0 556 0.178 100 44.4 LOS D 4.2 29.7 Short 55 0.0 0.0

Lane 2 465 3.8 561 1 0.829 100 45.1 LOS D 27.6 199.1 Full 500 0.0 0.0

Lane 3 519 3.8 625 0.829 100 46.1 LOS D 32.2 232.8 Full 500 0.0 0.0

Approach 1083 3.6 0.829 45.5 LOS D 32.2 232.8


Lane 1 703 4.0 1392 0.505 100 1.6 LOS A 4.5 32.5 Full 500 0.0 0.0

Lane 2 703 4.0 1392 0.505 100 1.6 LOS A 4.5 32.5 Full 500 0.0 0.0

Lane 3 591 1.0 700 0.845 100 46.8 LOS D 30.1 212.5 Short 140 0.0 43.2

Approach 1996 3.1 0.845 15.0 LOS B 30.1 212.5


Lane 1 249 1.0 947 0.263 100 25.7 LOS C 8.8 61.9 Full 500 0.0 0.0

Lane 2 249 1.0 947 0.263 100 25.7 LOS C 8.8 61.9 Full 500 0.0 0.0

Lane 3 132 1.0 258 0.511 100 68.2 LOS E 8.5 59.8 Short 100 0.0 0.0

Approach 630 1.0 0.511 34.6 LOS C 8.8 61.9

Intersection

3709 2.9 0.845 27.2 LOS C 32.2 232.8







LANE SUMMARY

Site: 2026 PM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 140 seconds (Optimum Cycle Time - Minimum Delay)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 99 1.0 581 0.170 100 42.4 LOS D 4.1 28.6 Short 55 0.0 0.0

Lane 2 494 3.8 585 1 0.844 100 44.6 LOS D 29.5 213.2 Full 500 0.0 0.0

Lane 3 550 3.8 651 0.844 100 45.5 LOS D 34.6 250.0 Full 500 0.0 0.0

Approach 1143 3.6 0.844 44.8 LOS D 34.6 250.0


Lane 1 740 4.0 1392 0.531 100 1.7 LOS A 5.0 36.0 Full 500 0.0 0.0

Lane 2 740 4.0 1392 0.531 100 1.7 LOS A 5.0 36.0 Full 500 0.0 0.0

Lane 3 591 1.0 672 0.879 100 53.9 LOS D 33.8 238.8 Short 140 0.0 54.2

Approach 2070 3.1 0.879 16.6 LOS B 33.8 238.8


Lane 1 249 1.0 923 0.270 100 26.8 LOS C 9.0 63.9 Full 500 0.0 0.0

Lane 2 249 1.0 923 0.270 100 26.8 LOS C 9.0 63.9 Full 500 0.0 0.0

Lane 3 132 1.0 258 0.511 100 68.2 LOS E 8.5 59.8 Short 100 0.0 0.0

Approach 630 1.0 0.511 35.5 LOS D 9.0 63.9

Intersection

3843 2.9 0.879 28.1 LOS C 34.6 250.0







LANE SUMMARY

Site: 2016 AM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 130 seconds (Optimum Cycle Time - Minimum Delay)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 48 3.0 925 0.052 100 19.2 LOS B 0.9 6.5 Short 55 0.0 0.0

Lane 2 734 4.7 970 1 0.757 100 15.6 LOS B 26.1 190.0 Full 500 0.0 0.0

Lane 3 760 4.7 1004 0.757 100 15.9 LOS B 28.2 205.2 Full 500 0.0 0.0

Approach 1542 4.7 0.757 15.9 LOS B 28.2 205.2


Lane 1 489 7.6 1329 0.368 100 1.4 LOS A 2.3 17.4 Full 500 0.0 0.0

Lane 2 489 7.6 1329 0.368 100 1.4 LOS A 2.3 17.4 Full 500 0.0 0.0

Lane 3 246 2.1 318 0.773 100 53.3 LOS D 13.6 96.9 Short 140 0.0 0.0

Approach 1224 6.5 0.773 11.8 LOS B 13.6 96.9


Lane 1 247 1.2 569 0.434 100 44.6 LOS D 12.2 86.3 Full 500 0.0 0.0

Lane 2 247 1.2 569 0.434 100 44.6 LOS D 12.2 86.3 Full 500 0.0 0.0

Lane 3 72 10.0 262 0.275 100 60.4 LOS E 4.1 31.0 Short 100 0.0 0.0

Approach 566 2.3 0.434 46.7 LOS D 12.2 86.3

Intersection

3332 4.9 0.773 19.6 LOS B 28.2 205.2







LANE SUMMARY

Site: 2026 AM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 130 seconds (Optimum Cycle Time - Minimum Delay)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 48 3.0 939 0.051 100 18.7 LOS B 0.9 6.2 Short 55 0.0 0.0

Lane 2 779 4.7 983 1 0.793 100 15.3 LOS B 28.6 208.6 Full 500 0.0 0.0

Lane 3 807 4.7 1018 0.793 100 15.8 LOS B 31.2 227.3 Full 500 0.0 0.0

Approach 1634 4.7 0.793 15.6 LOS B 31.2 227.3


Lane 1 517 7.6 1329 0.389 100 1.4 LOS A 2.5 18.9 Full 500 0.0 0.0

Lane 2 517 7.6 1329 0.389 100 1.4 LOS A 2.5 18.9 Full 500 0.0 0.0

Lane 3 246 2.1 294 0.835 100 64.1 LOS E 15.3 109.3 Short 140 0.0 0.0

Approach 1279 6.5 0.835 13.5 LOS B 15.3 109.3


Lane 1 247 1.2 556 0.445 100 45.5 LOS D 12.4 87.4 Full 500 0.0 0.0

Lane 2 247 1.2 556 0.445 100 45.5 LOS D 12.4 87.4 Full 500 0.0 0.0

Lane 3 72 10.0 262 0.275 100 60.4 LOS E 4.1 31.0 Short 100 0.0 0.0

Approach 566 2.3 0.445 47.4 LOS D 12.4 87.4

Intersection

3479 5.0 0.835 20.0 LOS C 31.2 227.3









APPENDIX D SIDRA Lane Summaries

Proposed Main Street and King Arthur Terrace Intersection:

King Arthur Terrace and Main Street Intersection

Primary Site Access (Proposed Configuration)

LANE SUMMARY

Site: 2016 AM - With Primary Access to Yeerongpilly Development Signals - Fixed Time Cycle Time = 130 seconds (User-Given Cycle Time)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist


South: Road 3 (Main Street)

Lane 1 176 0.6 505 1 0.347 100 44.0 LOS D 8.5 59.5 Full 500 0.0 0.0

Lane 2 174 1.4 501 1 0.347 100 45.0 LOS D 8.4 59.4 Short 30 0.0 68.4

Approach 349 1.0 0.347 44.5 LOS D 8.5 59.5

East: King Arthur Terrace

Lane 1 162 1.0 454 0.357 100 51.8 LOS D 8.5 60.1 Full 500 0.0 0.0

Lane 2 104 1.0 477 0.219 61 5 41.8 LOS D 5.2 37.0 Full 500 0.0 0.0

Lane 3 17 1.0 184 0.091 100 66.6 LOS E 1.0 7.0 Short 45 0.0 0.0

Approach 283 1.0 0.357 49.0 LOS D 8.5 60.1

North: Road 2 (to Ortive Street)

Lane 1 21 1.0 304 0.069 100 54.3 LOS D 1.1 8.0 Full 500 0.0 0.0

Approach 21 1.0 0.069 54.3 LOS D 1.1 8.0

West: King Arthur Terrace

Lane 1 163 1.0 476 0.342 100 43.5 LOS D 8.5 60.1 Short 54 0.0 14.6

Lane 2 163 1.0 477 0.342 100 43.4 LOS D 8.5 60.1 Full 500 0.0 0.0

Lane 3 65 1.0 184 0.354 100 68.8 LOS E 4.0 28.1 Short 70 0.0 0.0

Approach 392 1.0 0.354 47.7 LOS D 8.5 60.1

Intersection

1045 1.0 0.357 47.1 LOS D 8.5 60.1







1 Reduced capacity due to a short lane effect

5 Lane underutilisation determined by program

LANE SUMMARY

Site: 2026 AM - With Primary Access to Yeerongpilly Development Signals - Fixed Time Cycle Time = 130 seconds (User-Given Cycle Time)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 176 0.6 505 1 0.347 100 44.0 LOS D 8.5 59.5 Full 500 0.0 0.0

Lane 2 174 1.4 501 1 0.347 100 45.0 LOS D 8.4 59.4 Short 30 0.0 68.4

Approach 349 1.0 0.347 44.5 LOS D 8.5 59.5


Lane 1 162 1.0 454 0.357 100 51.8 LOS D 8.5 60.1 Full 500 0.0 0.0

Lane 2 104 1.0 477 0.219 61 5 41.8 LOS D 5.2 37.0 Full 500 0.0 0.0

Lane 3 17 1.0 184 0.091 100 66.6 LOS E 1.0 7.0 Short 45 0.0 0.0

Approach 283 1.0 0.357 49.0 LOS D 8.5 60.1


Lane 1 21 1.0 304 0.069 100 54.3 LOS D 1.1 8.0 Full 500 0.0 0.0

Approach 21 1.0 0.069 54.3 LOS D 1.1 8.0


Lane 1 163 1.0 476 0.342 100 43.5 LOS D 8.5 60.1 Short 54 0.0 14.6

Lane 2 163 1.0 477 0.342 100 43.4 LOS D 8.5 60.1 Full 500 0.0 0.0

Lane 3 65 1.0 184 0.354 100 68.8 LOS E 4.0 28.1 Short 70 0.0 0.0

Approach 392 1.0 0.354 47.7 LOS D 8.5 60.1

Intersection

1045 1.0 0.357 47.1 LOS D 8.5 60.1







1 Reduced capacity due to a short lane effect

5 Lane underutilisation determined by program

LANE SUMMARY

Site: 2016 PM - With Primary Access to Yeerongpilly Development Signals - Fixed Time Cycle Time = 130 seconds (User-Given Cycle Time)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 295 0.7 337 1 0.876 100 64.7 LOS E 19.0 133.9 Full 500 0.0 0.0

Lane 2 293 1.3 335 1 0.876 100 65.2 LOS E 18.9 133.8 Short 30 0.0 100.0

Approach 588 1.0 0.876 64.9 LOS E 19.0 133.9


Lane 1 409 1.0 481 0.851 100 64.7 LOS E 27.1 191.6 Full 500 0.0 0.0

Lane 2 263 1.0 498 1 0.529 100 44.2 LOS D 14.3 100.8 Full 500 0.0 0.0

Lane 3 18 1.0 195 0.092 100 65.5 LOS E 1.0 7.3 Short 45 0.0 0.0

Approach 691 1.0 0.851 56.9 LOS E 27.1 191.6


Lane 1 42 1.0 300 0.140 100 54.4 LOS D 2.3 16.4 Full 500 0.0 0.0

Approach 42 1.0 0.140 54.4 LOS D 2.3 16.4


Lane 1 137 1.0 504 0.271 100 41.2 LOS D 6.9 48.5 Short 54 0.0 0.0

Lane 2 137 1.0 505 0.271 100 40.9 LOS D 6.9 48.6 Full 500 0.0 0.0

Lane 3 159 1.0 195 0.813 100 76.1 LOS E 10.8 76.0 Short 58 0.0 29.6

Approach 433 1.0 0.813 53.9 LOS D 10.8 76.0

Intersection

1754 1.0 0.876 58.8 LOS E 27.1 191.6







LANE SUMMARY

Site: 2026 PM - With Primary Access to Yeerongpilly Development Signals - Fixed Time Cycle Time = 130 seconds (User-Given Cycle Time)


Demand Flows

Cap. Deg. Satn

Lane Util.

Average Delay

Level of Service


Lane Length

Cap. Adj.

Prob. Block.

Total HV Veh Dist



Lane 1 295 0.7 337 1 0.876 100 64.7 LOS E 19.0 133.9 Full 500 0.0 0.0

Lane 2 293 1.3 335 1 0.876 100 65.2 LOS E 18.9 133.8 Short 30 0.0 100.0

Approach 588 1.0 0.876 64.9 LOS E 19.0 133.9


Lane 1 409 1.0 481 0.851 100 64.7 LOS E 27.1 191.6 Full 500 0.0 0.0

Lane 2 263 1.0 498 1 0.529 100 44.2 LOS D 14.3 100.8 Full 500 0.0 0.0

Lane 3 18 1.0 195 0.092 100 65.5 LOS E 1.0 7.3 Short 45 0.0 0.0

Approach 691 1.0 0.851 56.9 LOS E 27.1 191.6


Lane 1 42 1.0 300 0.140 100 54.4 LOS D 2.3 16.4 Full 500 0.0 0.0

Approach 42 1.0 0.140 54.4 LOS D 2.3 16.4


Lane 1 137 1.0 504 0.271 100 41.2 LOS D 6.9 48.5 Short 54 0.0 0.0

Lane 2 137 1.0 505 0.271 100 40.9 LOS D 6.9 48.6 Full 500 0.0 0.0

Lane 3 159 1.0 195 0.813 100 76.1 LOS E 10.8 76.0 Short 58 0.0 29.6

Approach 433 1.0 0.813 53.9 LOS D 10.8 76.0

Intersection

1754 1.0 0.876 58.8 LOS E 27.1 191.6








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GPO Box 111 | Brisbane Q 4001

t | 07 3221 3503

e | [email protected]

www.cambray.com.au

Documents

Yeerongpilly Transit Oriented Development (TOD) · 2015-12-15 · Yeerongpilly Transit Oriented Development (TOD) Traffic Impact Assessment Report . Prepared for: Department of State