ACCESS STUDY - GEKCOgekco.co.za/wp-content/uploads/2014/07/Annexure-K-Access... · 2015. 5. 7. ·...

ISSUED TO:

Shell South Africa

PREPARED BY: WSP SA Civil and Structural Engineers (Pty) Ltd 314 Glenwood Road Lynnwood Park Pretoria, 0081 South Africa Tel: +27 (0)12 762 1200 Fax: +27 (0)12 762 1301 e-mail: [email protected] www.wspgroup.co.za Reg. No. 1973/009683/07

Shell Summit Road Filling Station on Portion 243 of Farm Knopjeslaagte 385-JR, Midrand

ACCESS STUDY

March 2014

WSP Project number: 14900

mailto:[email protected]

ACCESS STUDYShell Summit Road

WSP Ref: 14900 (March 2014) 1

Contents1 Introduction 3

1.1 Background 3

1.2 Approval of Submissions 3

2 Site Location & Surrounding Road Network 4

2.1 Site Location 4

2.2 Surrounding Roads Network 4

2.3 Future Road Upgrades 4

3 Site Access 5

4 Traffic Flows & Trip Generation 6

4.1 Existing Traffic Flows 6

4.2 Development Trip Generation 7

4.3 Mode Split 8

4.4 Trip Distribution 8

4.5 Total Future Traffic Flows With Development 9

5 Traffic Impact & Capacity Analyses 10

5.1 General 10

5.2 2014 Without Development Scenario 10

5.3 2014 With Development Scenario 11

6 Non-Motorised & Public Transport 12

6.1 General 12

7 Conclusions & Recommendations 13

8 References 14

ACCESS STUDY Shell Summit Road

WSP Ref: 14900 (March 2014) 2

Figures Figure 1 Locality Plan

Figure 2 2012 Peak Hour Traffic Volumes


Figure 4 Development Traffic Volumes

Figure 5 2014 Background Plus Development Traffic Volumes

Drawings Drawing SKC-004: Proposed Access Layout

Drawing SKC-005: Filling Station Spacing

Annexures Annexure A Trip Generation Calculations

Annexure B Detailed SIDRA output


WSP Ref: 14900 (March 2014) 3

1 Introduction

1.1 BACKGROUND

WSP Group Africa (Pty) Ltd. (WSP) has been appointed to undertake an Access Study for a proposed new Filling Station development on portion 243 of Farm Knopjeslaagte 385-JR, Midrand near the intersection of Summit Road (the R562) and Stirrup Road, north of Johannesburg. The proposed site is indicated in a locality map in Figure 1.

The development consists of the following land uses:

Filling station and Convenience Store (C-Store).

The purpose of this report is to consider the traffic impact at the intersection of Summit Road (the R562) and Stirrup Road as well as at access positions to the proposed site, due to the additional traffic that the development will generate together with measures to mitigate the impact.

1.2 APPROVAL OF SUBMISSIONS

This report will be subject to approval from the relevant roads authorities. This report will be submitted to the following roads authorities for approval:

Gauteng Department of Roads and Transport (GDRT)

Johannesburg Roads Agency (JRA)


WSP Ref: 14900 (March 2014) 4

2 Site Location & Surrounding Road Network

2.1 SITE LOCATION

The proposed site is located near the intersection of Summit Road (the R562) and Stirrup Road in Knopjeslaagte, north of Johannesburg.

The surrounding study area is largely undeveloped. Significant residential developments are encountered in the greater study area, ranging from low income townships in Diepsloot to more affluent residential estates. Several other developments are encountered on the Agricultural Holdings. The proposed site is indicated in a locality map in Figure 1.

2.2 SURROUNDING ROADS NETWORK

Summit Road (the R562) follows a general northwest-southeast alignment on the periphery of Midrand and Centurion. Summit Road leads west past the study site to link with the R511 near the R511 – N14 Interchange. It also leads east past the study site to intersect with Main Road (i.e. the R55) and continues further to intersect with the N1 in Olifantsfontein Road.

The proposed development will obtain access directly from Summit Road (R562). Summit Road is also a K route (K54). The concession to grant access to filling stations from K Routes is the GDRT, provided that the specifications and conditions as set out in the Guidelines for Access to Filling Stations (BB2) are met.

2.3 FUTURE ROAD UPGRADES

There are expected changes to the present road infrastructure in the foreseeable future. The R562 (Summit Road) is a future K-route and is currently a two lane single carriageway. Future capacity upgrades will be constructed if operating conditions become unacceptable due to growth in traffic volumes. The future K54 and PWV9 roads will be constructed in the estimated operational life cycle of the filling station. These future roads will allow for additional traffic throughput in the study area and past the study site.


WSP Ref: 14900 (March 2014) 5

3 Site Access

This application is structured in accordance with the specifications as set out on drawing GTP16/15 in BB2 for filling station access not near an intersection. A design speed of 100 km/h was used in determining required access positions and sight distances on the R562 / Summit Road. Only westbound vehicles will be able to access the filling station. Please refer to Drawing SKC004 for the proposed access layout.

It is reasonable to assume that having two filling stations on opposite sides of the road will result in safer driver behaviour patterns. For example no illegal U-turns will occur because eastbound vehicles will be able to access the filling station being constructed on the opposite side of Summit Road while westbound vehicles can access the proposed Shell Filling Station. Please refer to Drawing SKC005 for the position of the filling station on the opposite side of Summit Road relative to the position of the proposed Shell filling station.


WSP Ref: 14900 (March 2014) 6

4 Traffic Flows & Trip Generation

4.1 EXISTING TRAFFIC FLOWS

Traffic Counts were used to estimate the traffic demand and traffic volume for the study area. A traffic count was commissioned by WSP on Wednesday 12 September 2012 at the study site intersection. The position where the traffic count was undertaken is shown on Figure 1.

The Average Daily Traffic (ADT) exposed to the site is approximately 17’600 vehicles per day. Not all traffic volumes on all turning movements will be able to access the study site. Heavy vehicles constitute approximately 12% of the total traffic volume. The ADT at the site is broken down per travelling direction in the following manner:

± 100 veh/day travelling northbound on Stirrup Road;

± 100 veh/day travelling southbound on access road of North View Country Estate;

± 8’500 veh/day travelling eastbound on Summit Road towards the R55. These volumes cannot access the study site; and

± 8’800 veh/day travelling westbound on the R562 towards Diepsloot.

Only vehicles traveling westbound on Summit Road will be able to access the proposed filling station.

From the traffic count a common peak hour was determined (the busiest hour) for each counted period and was found to be:

Weekday AM peak 06:30 – 07:30

Weekday PM peak 16:30 – 17:30

The 2012 peak hour traffic volumes are shown on Figure 2.

A traffic growth rate of 2.25% per annum was assumed for the first five operational years (i.e. 2013 – 2017). To obtain the existing traffic volumes for 2014, traffic volumes from 2012 was subjected to the 2.25% growth rate per annum. The 2014 peak hour traffic volumes are shown on Figure 3.


WSP Ref: 14900 (March 2014) 7

4.2 DEVELOPMENT TRIP GENERATION

4.2.1 Filling Station

The SATGR document recommends a 4% attraction from the adjacent street. It is important to note that a filling station is an interceptor and not a generator of traffic. Thus most of the site traffic will be intercepted from the adjacent roads past the site and only minimal new traffic can be expected from the surrounding neighbourhood as new or primary trips.

The SATGR has the following splits for Fuel trips and Convenience Store Trips:

Primary Fuel Trips 12.7%

Pass-by Fuel Trips 69.1%

Primary Convenience Store Trips 3.1%

Pass-by Convenience Store Trips 15.1%

From the splits above it can be seen that fuel trips equate to 81.8% of total trips and the convenience store equates to 18.2% of total trips.

4.2.2 Trip Summary

The detailed trip generation calculations are included in Annexure A. Using the SATGR the trips indicated in Table 1 were calculated for the development.

Table 1: Development Trips

Land Use Trip type

AM Peak PM Peak

In

Out

Tota

l

In

Out

Tota

l

Filling station and Convenience Store

Primary trips 4 4 8 8 8 16

Passer-by trips 20 20 40 42 42 84

Total trips 24 24 48 50 50 100

Table 1 shows that the proposed development will generate 48 and 100 trips during the weekday AM and weekday PM peak periods, respectively. It should be noted that of the trips above only about 8 trips and 16 trips per each peak hour respectively will be primary trips and therefore all primary trips were taken as passer-by trips.

From Table 1 it can be seen that the development will generate a maximum of 100 trips during the weekday PM peak period. The Manual for Traffic Impact Studies requires that a traffic impact statement be done for developments which generate more than 50 but less than 150 peak hour trips as indicated in Table 2 below.

Table 2: Trip generation threshold values for Traffic Studies (from Manual for Traffic Impact Studies)

Threshold Value Study Required

Less than 50 trips Access Study*

More than 50 trips but less than 150 trips Traffic Impact Statement

More than 150 trips Traffic Impact Study

Note: * - At discretion of relative authority.


WSP Ref: 14900 (March 2014) 8

The horizon year and base year will be the same since the development generates less than 50 primary trips. The Manual for Traffic Impact Studies does not require that a five year horizon be considered for a development which generates less than 50 peak hour trips, as indicated in Table 3.

Table 3: Assessment Years for Traffic Studies (from Manual for Traffic Impact Studies)

Type of Study Assessment years to consider

Traffic Impact Statement

(50-150 peak hour trips)

Base year;

Any other year at discretion of responsible road authority.

Traffic Impact Study

(150-2000 peak hour trips)

Base year;

Five years after the base year;


Traffic Impact Study

(> 2000 peak hour trips)

Base year;

Ten years after the base year;


Multi – phase developments Base year;

Five years after the base year for developments < 2000 peak hour trips;

Ten years after the base year for developments > 2000 peak hour trips;


4.3 MODE SPLIT

The traffic to this development will be made by several transport modes. However it was decided not to reduce the trip generation due to modal split. This study can be considered conservative since no allowance was made for trip reduction due to modal split.

4.4 TRIP DISTRIBUTION

The trip distribution was based on the expected origins of trips destined to the development taking background traffic patterns into account. Only vehicles traveling westbound on Summit Road will be able to access the proposed filling station. Therefore only these trips were taken into account.

The development traffic is indicated on Figure 4.


WSP Ref: 14900 (March 2014) 9

4.5 TOTAL FUTURE TRAFFIC FLOWS WITH DEVELOPMENT

The total horizon year traffic (see Figure 5) demand was obtained by adding the 2014 background traffic demand (see Figure 3) to the development traffic (see Figure 4).


WSP Ref: 14900 (March 2014) 10

5 Traffic Impact & Capacity Analyses

5.1 GENERAL

The AM and PM peak hour trip generation of the development was analysed. The critical peak hour analysis was considered for the following scenarios:

2014 without development scenario;

2014 with development scenario.

The 2014 without development scenario demonstrates the existing intersection’s operation. The 2014 with development scenario is the worst case scenario and would indicate all the intersection upgrading the developer would be responsible for.

The aim of this analysis is to ensure that the intersection of Summit Road and Stirrup Road and proposed accesses operate at an acceptable level of service. If the intersection should operate poorly the aim will be to at least improve the overall performance of the intersection.

5.2 2014 WITHOUT DEVELOPMENT SCENARIO

The results of Sidra Intersection Capacity Analyses at the existing intersection of Summit Road and Stirrup Road are shown in Table 4 for the 2014 without development scenario.

Table 4: Summary of Capacity Analyses Results (without development)

Intersection Control Peak Period

AM Peak PM Peak

Summit Road and Stirrup Road Side Stop NA*

(19.0) {0.709}

NA* (19.2)

{1.015}

Legend B – Level of service (16.4) – Delay in seconds {0.527} – Volume / Capacity

Note : * - Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delay associated with major road movements.

The capacity analysis indicates that the intersection of Summit Road and Stirrup Road currently operates acceptably, except on the northern and southern legs of the intersection. It should be noted that Sidra gives very conservative results for stop controlled intersections. Detailed Sidra intersection output for the intersection considered in Table 4 above is included in Annexure B.


WSP Ref: 14900 (March 2014) 11

5.3 2014 WITH DEVELOPMENT SCENARIO

The results of Sidra Intersection Capacity Analyses at the intersection of Summit Road and Stirrup Road as well as the proposed new access to the filling station are shown in Table 5 for the 2014 with development scenario.

Table 5: Summary of Capacity Analyses Results (with development)

Intersection Control Peak Period

AM Peak PM Peak

Summit Road and Stirrup Road Side Stop NA* (2.3)

{0.490}

NA* (32.8)

{2.138}

Summit Road and Access 1 Yield NA* (0.6)

{0.312}

NA* (0.7)

{0.652}

Legend B – Level of service (16.4) – Delay in seconds {0.527} – Volume / Capacity

Note : * - Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delay associated with major road movements.

The capacity analysis indicates that the intersection of Summit Road and Stirrup Road operates acceptably, except on the northern and southern legs of the intersection. As noted before Sidra gives very conservative results for stop controlled intersections. Additionally the traffic volumes on the northern and southern approaches are much less than the traffic volumes on the eastern and western approaches along Summit Road. Detailed Sidra intersection output for the intersections considered in Table 5 above is included in Annexure B.

Since this development is a filling station most of the development traffic is passer-by traffic and therefore minimal additional primary trips will be added onto the road network due to the proposed development. The access to the proposed development operates acceptably and will have to be constructed by the developer as seen on Drawing SKC004.


WSP Ref: 14900 (March 2014) 12

6 Non-Motorised & Public Transport

6.1 GENERAL

In terms of the National Land Transport Transition Act (NLTTA) 22 of 2000, section 29, it is a requirement that an assessment of the public transport be included in a traffic impact assessment.

The following comments are made regarding public transport:

No trip reduction was allowed due to low vehicle ownership. It was assumed that all commuters had access to private vehicles; therefore the study can be considered conservative.

The traffic to this development will be made by several transport modes, including Non-Motorised Transport. No trip reduction was allowed due to public transport usage or the availability of public transport facilities within a reasonable distance from the development, therefore the study can be considered conservative.

The developer should consider paved sidewalks along the proposed site frontage to accommodate pedestrians, where these are not provided.

The developer should contribute towards the recommended sidewalks and the contribution should be off-set against the bulk services contributions.

New public transport facilities are not required as a result of this development.


WSP Ref: 14900 (March 2014) 13

7 Conclusions & Recommendations

Based on the content of this document, the following key conclusions and recommendations are relevant:

A part of portion 243 of the farm Knopjeslaagte 385-JR will be developed as a filling station with a convenience store.

The site will be served by a left-in, left-out access along Summit Road (R562 / K54) as per Drawing SKC-004.

Detailed traffic surveys (traffic counts) were carried at the intersection of Summit Road and Stirrup Road on Tuesday 27 August 2013.

The analysis revealed that the proposed accesses to the site operate acceptably and should be constructed as seen on Drawing SKC-004.

The developer should consider paved sidewalks along the proposed site frontage to accommodate pedestrians, where these are not provided

New public transport facilities are not required as a result of this development.

It is therefore concluded and recommended that the proposed development can be accommodated on portion 243 of the farm Knopjeslaagte 385-JR from a traffic engineering point of view.


WSP Ref: 16854 (March 2014) 14

8 References

1) Manual for Traffic Impact Studies, Department of Transport, October 1995

2) South African Trip Generation Rates, 2nd edition, Department of Transport, June 1995

3) TMH 17 Volume 1, South African Trip Data Manual, Version 1.0, Committee of Transport Officials (COTO) September 2012.

4) Highway Capacity Manual, Transportation Research Board, National Research Council Washington D.C., 2010.

5) South African Road Traffic Signs Manual, 3rd Edition, Volume 3 Traffic Signal Design


WSP Ref: 16854 (March 2014) 15

Figures Figure 1 Locality Plan



Figure 4 Development Traffic Volumes

Figure 5 2014 Background Plus Development Traffic Volumes

No.Figure:Project:

Schematic layout

SHELL SUMMIT ROAD LOCALITY PLAN 1

14900_Shell Summit Road_Locality Plan_1.cdr

NORTH

SITE LOCATION

TRAFFIS COUNTPOSITION

Figure Description:Project: No.

Schematic layout

NORTH

2012 PEAK HOUR TRAFFIC VOLUMES 2SHELL SUMMIT ROAD

14900_Shell Summit Rd_2012 PH Traffic Volumes_2

Checked by : A.Koekemoer Pr. Tech Eng

GENERAL LEGEND:

255 - Weekday AM Peak hour Volumes(255) - Weekday PM Peak hour Volumes

PROPOSED SITEFOR DEVELOPMENT


Schematic layout

NORTH

2014 PEAK HOUR TRAFFIC VOLUMES 3SHELL SUMMIT ROAD

14900_Shell Summit Rd_2014 PH Traffic Volumes_3


GENERAL LEGEND:


PROPOSED SITEFOR DEVELOPMENT


Schematic layout

NORTH

DEVELOPMENT TRAFFIC VOLUMES 4SHELL SUMMIT ROAD

14900_Shell Summit Rd_Development Traffic Volumes_4Checked by : A.Koekemoer Pr. Tech Eng

GENERAL LEGEND:


SHELLFILLING STATION


Schematic layout

NORTH

2014 BACKGROUND PLUS DEVELOPMENT TRAFFIC VOLUMES 5SHELL SUMMIT ROAD

14900_Shell Summit Rd_Background Plus Development Traffic Volumes_5


GENERAL LEGEND:


SHELLFILLING STATION


WSP Ref: 16854 (March 2014) 16

Drawings

Drawing SKC-004: Proposed Access Layout Drawing SKC-005: Filling Station Spacing

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WSP Group plc

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REV DATE BY DESCRIPTION CHK APD

DRAWING STATUS:

TITLE:

FOR INFORMATION

1:1500

F VAN RENSBURG F VAN RENSBURG

T JOUBERT 2014/02/20T JOUBERT

####

SHELL SUMMIT ROAD

PROPOSED ACCESS LAYOUT

14900 SKC004 A

34 Bouvardia Avenue, Lynnwood Ridge, Pretoria, 0081

PostNet Suite 287, Private Bag X025, Lynnwood Ridge, 0040

Tel: +27(0)12-361-4141 Fax: +27(0)12-361-4142

www.wspgroup.com

WSP SA Civil and Structural Engineers (Pty) Ltd

A - - INITIAL ISSUE - -

COPYRIGHT RESERVEDC

The contents of this document is both priviledged and confidential and may not be

disclosed or reproduced without the express authorisation of the author, being

"WSP SA CIVIL AND STRUCTURAL ENGINEERS (PTY) LTD"

If drawing status = construction, a signed copy of this drawing is available in the

WSP Pretoria Office (original or A3 size).

LEGEND:

PROPOSED ROAD UPGRADE

INTERNAL LAYER WORKS

PROPOSED ROAD UPGRADES BY OTHER

DEVELOPMENT (NEW TOTAL)

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WSP Group plc

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DESIGN:

PROJECT:

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REV DATE BY DESCRIPTION CHK APD

DRAWING STATUS:

TITLE:

FOR INFORMATION

1:2000

F VAN RENSBURG F VAN RENSBURG

T JOUBERT 2014/03/06T JOUBERT

####

SHELL SUMMIT ROAD

FILLING STATION SPACING

14900 SKC005 A

34 Bouvardia Avenue, Lynnwood Ridge, Pretoria, 0081

PostNet Suite 287, Private Bag X025, Lynnwood Ridge, 0040

Tel: +27(0)12-361-4141 Fax: +27(0)12-361-4142

www.wspgroup.com

WSP SA Civil and Structural Engineers (Pty) Ltd

A - - INITIAL ISSUE - -

COPYRIGHT RESERVEDC

The contents of this document is both priviledged and confidential and may not be

disclosed or reproduced without the express authorisation of the author, being

"WSP SA CIVIL AND STRUCTURAL ENGINEERS (PTY) LTD"

If drawing status = construction, a signed copy of this drawing is available in the

WSP Pretoria Office (original or A3 size).

LEGEND:

PROPOSED ROAD UPGRADE

INTERNAL LAYER WORKS

PROPOSED ROAD UPGRADES BY OTHER

DEVELOPMENT (NEW TOTAL)


WSP Ref: 16854 (March 2014) 17

Annexure A Trip Generation Calculations

SOUTH AFRICAN TRIP GENERATION RATES (generator peak hour) - Department of TransportProject name : Shell Summit rdProject number : 14900

Ref Land Use Type Size Unit Daily Intercetion AM Peak hour PM Peak hour Sat Peak hour Vehicle Directional split % % % Total Trips Generated Primary Trips Generated Passer By Trips Generated Diverted Trips GeneratedNo. Rate Rate % Rate Rate Rate Occup. AM Peak PM Peak Sat Peak Primary Passer by Diverted Daily AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak AM Peak PM Peak Sat Peak

In Out In Out In Out Trips Trips Trips Flow In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total In Out Total18 FILLING STATION

Fuel - AM 602 vehicle link volumes 4.00% 100 100 12.7 69.1 20 20 39 3 3 6 17 17 33C-Store - AM 602 vehicle link volumes 4.00% 100 100 3.1 15.1 4 4 9 1 1 1 4 4 7Fuel - PM 1 259 vehicle link volumes 4.00% 100 100 12.7 69.1 41 41 82 6 6 13 35 35 70C-Store - PM 1 259 vehicle link volumes 4.00% 100 100 3.1 15.1 9 9 18 2 2 3 8 8 15

TOTAL 24 24 48 50 50 101 4 4 8 8 8 16 20 20 41 42 42 85

NOTE: Only vehicles travelling westbound can be captured.

14900_Shell Summit rd Trip Generation Spreadsheet.xls Printed on : 2014/02/25


WSP Ref: 16854 (March 2014) 18

Annexure B Detailed SIDRA output

MOVEMENT SUMMARYSite: 1_Summit & Stirrup existing_2014 AM Peak

Summit Road and Stirrup Road2014 AM Peak hour volumesExisting intersection layoutStop (Two-Way)

Movement Performance - VehiclesDemand Flows 95% Back of QueueMov

IDODMov

Deg.Satn

AverageDelay

Level ofService

Prop.Queued

EffectiveStop Rate

AverageSpeedTotal HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Stirrup Road (S)1 L2 7 0.0 0.527 297.4 LOS F 1.4 10.0 0.98 1.05 6.62 T1 1 0.0 0.527 297.2 LOS F 1.4 10.0 0.98 1.05 6.63 R2 3 0.0 0.527 297.3 LOS F 1.4 10.0 0.98 1.05 6.6Approach 11 0.0 0.527 297.4 LOS F 1.4 10.0 0.98 1.05 6.6

East: Summit Road (E)4 L2 1 0.0 0.001 8.2 LOS A 0.0 0.0 0.00 0.67 49.05 T1 599 0.0 0.316 26.2 LOS D 10.2 71.3 1.00 0.00 33.06 R2 2 0.0 0.316 34.7 LOS D 10.2 71.3 1.00 0.00 33.0Approach 602 0.0 0.316 26.2 NA 10.2 71.3 1.00 0.00 33.0

North: Access to Northview Country Estate (N)7 L2 6 0.0 0.271 140.8 LOS F 0.7 4.8 0.98 1.01 12.48 T1 1 0.0 0.271 140.6 LOS F 0.7 4.8 0.98 1.01 12.49 R2 1 0.0 0.271 140.6 LOS F 0.7 4.8 0.98 1.01 12.4Approach 8 0.0 0.271 140.8 LOS F 0.7 4.8 0.98 1.01 12.4

West: Summit Road (W)10 L2 1 0.0 0.709 20.6 LOS C 16.8 117.7 1.00 0.05 41.611 T1 1271 0.0 0.709 12.4 LOS B 16.8 117.7 1.00 0.05 41.612 R2 53 0.0 0.709 20.7 LOS C 16.8 117.7 1.00 0.05 41.6Approach 1325 0.0 0.709 12.7 NA 16.8 117.7 1.00 0.05 41.6

All Vehicles 1946 0.0 0.709 19.0 NA 16.8 117.7 1.00 0.05 37.1

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

Processed: 21 February 2014 10:42:22 AMSIDRA INTERSECTION 6.0.12.4072

Copyright © 2000-2013 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: U:\14000\14900 Shell Summit Road\2 - Design\2.5 Traffic\2.5.3 SIDRA\SIDRa analysis.sip68000993, WSP SA CIVIL & STRUCTURAL ENGINEERS (PTY) LTD, NETWORK / Enterprise

MOVEMENT SUMMARYSite: 1_Summit & Stirrup existing_2014 PM Peak

Summit Road and Stirrup Road2014 PM Peak hour volumesExisting intersection layoutStop (Two-Way)


IDODMov

Deg.Satn

AverageDelay

Level ofService

Prop.Queued

EffectiveStop Rate



East: Summit Road (E)4 L2 8 0.0 0.004 8.2 LOS A 0.0 0.0 0.00 0.67 49.05 T1 1248 0.0 0.642 8.5 LOS A 14.8 103.3 1.00 0.00 45.06 R2 2 0.0 0.642 16.9 LOS C 14.8 103.3 1.00 0.00 45.0Approach 1258 0.0 0.642 8.5 NA 14.8 103.3 0.99 0.01 45.0


West: Summit Road (W)10 L2 3 0.0 0.294 29.3 LOS D 8.0 55.7 1.00 0.02 35.711 T1 511 0.0 0.294 21.1 LOS C 8.0 55.7 1.00 0.02 35.712 R2 8 0.0 0.294 29.4 LOS D 8.0 55.7 1.00 0.02 35.7Approach 522 0.0 0.294 21.3 NA 8.0 55.7 1.00 0.02 35.7

All Vehicles 1826 0.0 1.015 19.2 NA 14.8 103.3 1.00 0.04 37.0





MOVEMENT SUMMARYSite: 1_Summit & Stirrup upgraded_AM Peak

Summit Road and Stirrup RoadAM Peak hour volumesproposed upgraded intersection layoutStop (Two-Way)


IDODMov

Deg.Satn

AverageDelay

Level ofService

Prop.Queued

EffectiveStop Rate



East: Summit Road (E)4 L2 1 0.0 0.001 8.2 LOS A 0.0 0.0 0.00 0.67 49.05 T1 599 0.0 0.307 0.0 LOS A 0.0 0.0 0.00 0.00 59.96 R2 2 0.0 0.013 28.3 LOS D 0.0 0.3 0.85 0.95 33.6Approach 602 0.0 0.307 0.2 NA 0.0 0.3 0.00 0.00 59.8


West: Summit Road (W)10 L2 1 0.0 0.001 8.2 LOS A 0.0 0.0 0.00 0.67 49.011 T1 1271 0.0 0.326 0.0 LOS A 0.0 0.0 0.00 0.00 59.912 R2 53 0.0 0.119 14.1 LOS B 0.4 2.7 0.60 0.87 43.2Approach 1325 0.0 0.326 0.6 NA 0.4 2.7 0.02 0.04 59.0

All Vehicles 1946 0.0 0.490 2.3 NA 1.3 9.2 0.03 0.04 56.4





MOVEMENT SUMMARYSite: 1_Summit & Stirrup upgraded_PM Peak

Summit Road and Stirrup RoadPM Peak hour volumesproposed upgraded intersection layoutStop (Two-Way)


IDODMov

Deg.Satn

AverageDelay

Level ofService

Prop.Queued

EffectiveStop Rate



East: Summit Road (E)4 L2 8 0.0 0.004 8.2 LOS A 0.0 0.0 0.00 0.67 49.05 T1 1248 0.0 0.640 0.2 LOS A 0.0 0.0 0.00 0.00 59.76 R2 2 0.0 0.004 11.8 LOS B 0.0 0.1 0.48 0.68 45.3Approach 1258 0.0 0.640 0.2 NA 0.0 0.1 0.00 0.01 59.6


West: Summit Road (W)10 L2 3 0.0 0.002 8.2 LOS A 0.0 0.0 0.00 0.67 49.011 T1 511 0.0 0.131 0.0 LOS A 0.0 0.0 0.00 0.00 60.012 R2 8 0.0 0.108 51.5 LOS F 0.3 2.0 0.93 0.98 24.7Approach 522 0.0 0.131 0.9 NA 0.3 2.0 0.01 0.02 58.6

All Vehicles 1826 0.0 2.138 32.8 NA 19.6 137.2 0.03 0.05 31.6





MOVEMENT SUMMARYSite: 2_Summit & Access_AM Peak

Summit Road and Site Access2014 AM Peak hour plus development traffic volumesNew access roadOnly westboundGiveway / Yield (Two-Way)


IDODMov

Deg.Satn

AverageDelay

Level ofService

Prop.Queued

EffectiveStop Rate


veh/h % v/c sec veh m per veh km/hSouth: Filling station Access (S)1 L2 25 0.0 0.014 7.6 LOS A 0.0 0.0 0.00 0.60 49.8Approach 25 0.0 0.014 7.6 NA 0.0 0.0 0.00 0.60 49.8

East: Summt Road (E)4 L2 25 0.0 0.014 7.6 LOS A 0.0 0.0 0.00 0.60 49.85 T1 608 0.0 0.312 0.0 LOS A 0.0 0.0 0.00 0.00 59.9Approach 634 0.0 0.312 0.3 NA 0.0 0.0 0.00 0.02 59.4

All Vehicles 659 0.0 0.312 0.6 NA 0.0 0.0 0.00 0.05 59.0





MOVEMENT SUMMARYSite: 2_Summit & Access_PM Peak

Summit Road and Site Access2014 PM Peak hour plus development traffic volumesNew access roadOnly westboundGiveway / Yield (Two-Way)


IDODMov

Deg.Satn

AverageDelay

Level ofService

Prop.Queued

EffectiveStop Rate


veh/h % v/c sec veh m per veh km/hSouth: Filling station Access (S)1 L2 53 0.0 0.028 7.6 LOS A 0.0 0.0 0.00 0.60 49.8Approach 53 0.0 0.028 7.6 NA 0.0 0.0 0.00 0.60 49.8

East: Summt Road (E)4 L2 53 0.0 0.028 7.6 LOS A 0.0 0.0 0.00 0.60 49.85 T1 1272 0.0 0.652 0.2 LOS A 0.0 0.0 0.00 0.00 59.7Approach 1324 0.0 0.652 0.5 NA 0.0 0.0 0.00 0.02 59.2

All Vehicles 1377 0.0 0.652 0.7 NA 0.0 0.0 0.00 0.05 58.8


Processed: 24 February 2014 01:51:55 PMSIDRA INTERSECTION 6.0.12.4072



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