Attachment 2 Traffic Engineering Response · p:\2019-20\20-046 27 simpson street,...
Transcript of Attachment 2 Traffic Engineering Response · p:\2019-20\20-046 27 simpson street,...
Attachment 2 Traffic Engineering Response
Prepared by
PTT
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX
PREPARED BY: CMB 1
14 November 2019
Brisbane Valley Highway Fuels
C/- Viva Property Group
PO Box 419
Indooroopilly QLD 4068
Attention: James Stott
Dear James,
RE: 27 SIMPSON ROAD, FERNVALE
INFORMATION REQUEST RESPONSE
INTRODUCTION
This letter has been prepared by PTT (Pekol Traffic and Transport) in response to traffic and transport issues
raised in the Department of State Development, Manufacturing, Infrastructure and Planning (DSDMIP)
Information Request, dated 28 October 2019 (Application Reference: 1910-13420 SRA).
The development application seeks approval for a material change of use for a service station and food and
drink outlet (with a drive-through) on a site located at 27 Simpson Street, Fernvale (formally identified as Lot 1
on SP240903). The traffic engineering issues raised in the DSDMIP Information Request and addressed below
are as follows:
refuelling for heavy vehicles
Brisbane Valley Highway vehicle access location and design
bulk refuelling deliveries
site access turn warrant assessment
vehicle queuing provision
the impact of additional development traffic at the Main Street (Brisbane Valley Highway) / Simpson Street
intersection
Revised development layout plans are provided in Figure 1. A revised traffic engineering assessment has been
prepared addressing the issues above and is attached. However, for ease of reference, a response to the
identified issues is detailed below.
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 2
Figure 1: REVISED DEVELOPMENT LAYOUT PLAN
REFUELLING FOR HEAVY VEHICLES
The proposed service station is not a truck stop and has been designed to cater for light vehicles and small –
medium rigid trucks. There is no dedicated truck refuelling area, no ultra-high flow diesel pumps (for large
heavy vehicles) and no on-site truck parking proposed. While larger heavy vehicles would not physically be
prohibited from entering the subject development, it is expected that drivers of these types of vehicles would be
familiar with the truck-stop network and use more appropriate refuelling facilities.
In any event articulated vehicles and b-doubles make up less than 3% of the passing traffic flow. Accordingly,
use of the subject development by large trucks, other than the bulk refuelling tanker, is expected to be occasional.
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 3
BRISBANE VALLEY HIGHWAY VEHICLE ACCESS LOCATION AND DESIGN
The Brisbane Valley Highway access driveway has been relocated and redesigned to:
be located approximately 5.0m from the south-eastern property boundary
be 12.0m wide at the property boundary incorporating a 5.0m wide entry lane, a 4.5m wide exit lane
and a 1.5m wide (painted) centre island
be generally consistent with the IPWEA Standard Drawing RS-051H for a left-in / left-out driveway
be supported by a 35m long short auxiliary turn lane, which is appropriate for the 70km/hr design speed
on the Brisbane Valley Highway and designed in accordance with Austroads and the TMR Road Planning
and Design Manual
The revised driveway design would be able to accommodate simultaneous usage by an entering or exiting rigid
truck (ie a medium rigid vehicle) with a passenger vehicle travelling in the opposite direction as demonstrated
in Figure 2.
Figure 2: SIMULTANEOUS OPERATIONS (B99 AND MRV)
BULK REFUELLING DELIVERIES
The vehicle turn paths for the 19m long bulk refuelling tanker are shown in Figure 3. This demonstrates that the
tanker can stand on-site to undertake bulk refuelling without blocking vehicle access to / from the Brisbane
Valley Highway. While the tanker requires the entire width of the driveway crossover on entry and exit, it is noted
that bulk fuel deliveries would be occasional (ie two – three times per week) and would typically occur outside
of peak times. Therefore, the impact of bulk refuelling on the safety and efficiency of the Brisbane Valley Highway
is expected to be minimal.
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 4
Figure 3: AV (BULK REFUELING TANKER) SWEPT PATHS
SITE ACCESS TURN WARRANT ASSESSMENT
Section C9.2 of the Austroads Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings
deals with the application of warrants for turn lanes. With respect to the use of these warrants, Austroads states
that they are based on the construction of new intersections on new roads (ie greenfield sites) and:
“although not intended for direct application to accesses and driveways, they may be used as a reference for
such”
This confirms that the warrants are primarily for the construction of intersections on new roads and Austroads
does not mandate the application of the warrants for turn lanes with respect to the site access driveways. This
guidance is accepted by the Department of Transport and Main Roads (TMR) Road Planning and Design Manual
2nd
Edition (RPDM).
Therefore, the application of warrants for turn treatment assessment is not considered to be a mandatory
requirement for the site access design. Nevertheless, we have undertaken an assessment of the appropriate turn
treatments by applying the warrants set out in Austroads and the TMR RPDM.
Fill Point
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 5
This assessment is based on:
Normal Design Domain (NDD) criteria for a road with a design speed of less than or equal to 70 km/h
development traffic generation as identified in the Traffic Impact Assessment
weekday traffic survey data for the Brisbane Valley Highway
a background traffic growth rate of 3%
The value of the major road peak hour traffic volume parameter (QM) for the left turns at the site access have
been calculated as follows:
Weekday Morning Peak Hour
QL: 74 veh/h
QM (left) opening: 455 veh/h
QM (left) design: 635 veh/h
Weekend Evening Peak Hour
QL: 74 veh/h
QM (left) opening 365 veh/h
QM (left) design 495 veh/h
Figure 4 demonstrates that a short auxiliary left turn lane (AUL(S)) would be warranted based on the
(southbound) traffic volumes on the Brisbane Valley Highway and the predicted left turn movements into the
development. A channelised left-turn treatment (CHL) is not warranted and would not be typical of a service
station access in an urban environment.
Figure 4: TURN WARRANT ASSESSMENT
Weekday AM Opening: QL:QM
Weekday AM Design: QL:QM
Weekday PM Opening: QL:QM
Weekday PM Design: QL:QM
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 6
QUEUING ASSESSMENT
The TIA referred to a rule of thumb desirable queuing requirement to provide two spaces behind each bowser
(not including vehicles standing at the pumps). However, this requirement ignores the layout and number of
pumps. Therefore, to undertake a site-specific queuing assessment for the development, we have used M-M-s
(ie multi-server queueing model) queuing theory calculations. This assessment is based on:
an arrival rate of 45 vehicles per hour for the service station
a service rate of 12 vehicles per hour (ie a five-minute dwell time per customer)
eight refuelling positions (ie identical servers)
The queuing assessment predicts a 99th percentile queue of nine vehicles at the pumps. As shown in Figure 5,
the development layout would be able to accommodate a total of 16 vehicles without blocking access to the fast
food drive-through or on-site car parking. Accordingly, the on-site queuing provision is considered to be
sufficient.
Figure 5: ON-SITE QUEUING
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 7
IMPACT OF ADDITIONAL DEVELOPMENT TRAFFIC AT SIMPSON STREET
Background Traffic Volumes
To assist in the quantification of existing operations at the Brisbane Valley Highway / Simpson Street intersection,
turning movement surveys were conducted on Tuesday 5 November 2019.
The weekday morning and evening peak periods for both intersections are shown in Table 1, along with the key
operational attributes of the intersections. The volumes shown represent all vehicle movements through the
intersections in the peak hour periods.
Table 1: INTERSECTION ATTRIBUTES
ATTRIBUTE BRISBANE VALLEY HIGHWAY / SIMPSON
STREET
Morning Peak
Peak Hour 8:00am – 9:00am
Volume (vph) 910
% Heavy Vehicles 8%
Peak Flow Factor 94%
Evening Peak
Peak Hour 4:00pm – 5:00pm
Volume (vph) 895
% Heavy Vehicles 6%
Peak Flow Factor 99%
Intersection Operations
A SIDRA analysis was conducted to quantify the existing traffic operations at the Brisbane Valley Highway /
Simpson Street intersection. The analyses were based on the traffic count data with:
Peak Flow Factors (PFF), as detailed in Table 1
the observed proportion of heavy vehicles (%HV), as detailed in Table 1
SIDRA default values for other parameters
The degree of saturation for a movement is defined as the ratio of traffic demand to the capacity of the
movement. The critical movement relates to the approach or movement with the highest degree of saturation.
Table 2 is an extract from the SIDRA manual, and defines the operational rating and level of service (LOS) for
all intersections, including roundabouts.
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 8
Table 2: SIDRA INTERSECTION RATINGS
LEVEL OF
SERVICE
DEGREE OF SATURATION
SIGNALS ROUNDABOUT PRIORITY
LOS A x <= 0.60 x <= 0.60 x <= 0.60
LOS B 0.60 < x <= 0.70 0.60 < x <= 0.70 0.6 < x <= 0.70
LOS C 0.70 < x <= 0.90 0.70 < x <= 0.85 0.70 < x <= 0.80
LOS D 0.90 < x <= 0.95 0.85 < x <= 0.95 0.80 < x <= 0.90
LOS E 0.95 < x <= 1.00 0.95 < x <= 1.00 0.90 < x <= 1.00
LOS F 1.00 < x 1.00 < x 1.00 < x
The existing intersection layouts and the equivalent SIDRA representations for the Brisbane Valley Highway /
Simpson Street intersection is shown in Figure 6. The results of the SIDRA intersection analysis is summarised in
Table 3.
Figure 6: BRISBANE VALLEY HIGHWAY / SIMPSON STREET INTERSECTION
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 9
Table 3: EXISTING INTERSECTION OPERATIONS
SCENARIO DOS
95%
QUEUE
AVERAGE
DELAY
CRITICAL MOVEMENT
Weekday Morning 29% 0.2 veh 0.4s Brisbane Valley Highway (N) - Ahead
Weekday Evening 28% 0.0 veh 0.2s Brisbane Valley Highway (S) - Ahead
The results indicate that the Brisbane Valley Highway / Simpson Street intersection currently experiences LOS A
conditions under existing weekday morning and evening peak hour conditions.
Impact of Traffic Generated by the Proposed Development
The proposed development is predominantly a highway service centre that will cater to southbound traffic on
the Brisbane Valley Highway. In terms of the service station component of the development, it is expected that
almost 100% of traffic generation would be undiverted pass-by trips. There is a Freedom Fuel facility located on
the western site of the Brisbane Valley Highway immediately to the north of the subject site. The Freedom Fuels
service station would be a far more convenient facility for northbound traffic and it is not expected that there
would be any demand for the proposed service station for traffic heading northbound on the Brisbane Valley
Highway. Accordingly, all traffic associated with the service station would be expected to enter and exit the site
via the driveway crossover on the Brisbane Valley Highway, with no service station traffic using Simpson Street.
In terms of the fast food use, this would also predominantly rely on pass-by trips on the Brisbane Valley Highway.
However, there would also be some new (destination) trips from the local Fernvale area. Typically new trips for
fast food use are in the order of 40% of total trips. Accordingly, we have assumed that of the “new” trips, 70%
would be to / from the south with the remaining 30% from the north either via the Brisbane Valley Highway
(15%) or the Clive Street catchment (15%). This results in predicted additional peak hour traffic movements at
the Brisbane Valley Highway / Simpson Street intersection as shown in Figure 7.
The likely impact of the proposed development on the opening year (2020) operations of the Brisbane Valley
Highway / Simpson Street intersection has been assessed based on the peak hour turning movement forecasts
in both the pre and post development scenarios. The results of the SIDRA analyses are shown in Table 4.
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 10
Table 4: BRISBANE VALLEY HIGHWAY / SIMPSON STREET INTERSECTION OPERATIONS
SCENARIO DOS
95%
QUEUE
AVERAGE
DELAY
CRITICAL MOVEMENT
Morning Peak Hour
Pre-development 30% 0.2 veh 0.4s Brisbane Valley Highway (N) - Ahead
Post-development 31% 0.4 veh 0.7s Brisbane Valley Highway (S) - Ahead
Evening Peak Hour
Pre-development 29% 0.0 veh 0.1s Brisbane Valley Highway (N) - Ahead
Post-development 30% 0.2 veh 0.3s Brisbane Valley Highway (S) - Ahead
The results indicate that the Brisbane Valley Highway / Simpson Street intersection is expected to operate under
LOS A conditions during the 2020 pre and post development scenarios, in both the weekday morning and
evening peaks. The development results in a very minor increase in vehicle movements, queuing and delay at
the Brisbane Valley Highway / Simpson Street intersection and does not affect the level of service.
Figure 7: PREDICTED INCREASE AT BRISBANE VALLEY HWY / SIMPSON ST INTERSECTION
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 11
Turn Warrant Assessment
We have undertaken an assessment of the appropriate turn treatments at the Brisbane Valley Highway / Simpson
Street intersection by applying the warrants set out in Austroads and the TMR RPDM. The results of this assessment
are summarised in Figure 8 and 9 below for the morning and evening weekday peak hours respectively.
Figure 8: WEEKDAY MORNING TURN WARRANT ASSESSMENT
Figure 9: WEEKDAY EVENING TURN WARRANT ASSESSMENT
AM Pre Development QL:QM
AM Post Development: QL:QM
AM Pre Development: QR:QM
AM Post Development: QR:QM
PM Pre Development QL:QM
PM Post Development: QL:QM
PM Pre Development: QR:QM
PM Post Development: QR:QM
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 12
Figures 8 and 9 demonstrate that:
a basic left turn (BAL) would be warranted in all pre and post development scenarios
a short channelised right turn lane (CHR(S)) would be warranted in all pre and post development
scenarios, with the exception of the weekday evening pre-development scenario
The Brisbane Valley Highway / Simpson Street intersection arrangement has an existing basic left turn (BAL)
arrangement. In terms of the right turn treatment, there is an informal basic right turn (BAR) treatment due to
the wide (ie 7m) shoulder / parking lane in the northbound direction, which provides sufficient trafficable width
for a vehicle to pass to the left of a stationary vehicle in the process of turning right into Simpson Street.
The results of the turn warrant assessment demonstrate that the additional traffic generated by the development
does not trigger a requirement for upgrades at the Brisbane Valley Highway / Simpson Street intersection to
mitigate the impact. A CHR(S) would be warranted under post-development conditions, however, this treatment
would also be required as part of the base (ie pre-development) case. Therefore, a CHR(S) treatment is not
considered to be necessary to mitigate the impact of the development.
Nevertheless, a CHR(S) could readily be provided at the Brisbane Valley Highway / Simpson Street intersection
(ie line marking only no pavement widening). Therefore, this upgrade could be conditioned to any development
approval, with a concept plan of a CHR(S) treatment shown in Figure 10.
Figure 10: CHR(S) TREATMENT AT BRISBANE VALLEY HWY / SIMPSON ST INTERSECTION
P:\2019-20\20-046 27 SIMPSON STREET, FERNVALE\OUTPUTS\20-046 DRAFT RFI RESPONSE.DOCX 13
CONCLUSIONS
Based on the above, the revised vehicle access arrangements for the development are considered to be
acceptable and would not compromise the safety and efficiency of the state-controlled road.
If you have any questions regarding the issues discussed above, please do not hesitate to contact us.
Yours sincerely,
Adam Pekol
Director (RPEQ 5286)