Yeerongpilly Transit Oriented Development (TOD) · 2015-12-15 · Yeerongpilly Transit Oriented...
Transcript of Yeerongpilly Transit Oriented Development (TOD) · 2015-12-15 · Yeerongpilly Transit Oriented...
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)
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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:
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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.
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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.
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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.
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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]
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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
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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.
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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
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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.
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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
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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).
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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
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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
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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
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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]
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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.
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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.
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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.
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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;
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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.
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Figure 4.4. Suggested Traffic Signal Coordination
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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.
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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.
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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.
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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)
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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
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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%
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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
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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]
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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.
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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.
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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
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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
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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
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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
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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
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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
2016 AM Without 71% 154m Left from King Arthur Tce Queue blocks Mooney St roundabout
2026 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
2016 PM Without 79% 183m Right from Fairfield Road North Queue exceeds available storage
2026 PM Without 81% 199m 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]
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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
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Figure 6.1a – Phasing Summary and Proposed Configuration Analysed under the With Development Scenario
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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.
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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
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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.
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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).
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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.
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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.
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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
Yeerongpilly Development
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
6–9 storey residential
4–6 storey residential
2–3 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
Yeerongpilly Development
Cambray Consulting Pty Ltd
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
8 h
r T
ota
l 0 0 0 0 0 0 0 0
59
42
17
7
61
19
29 0 0 0 0
59
32
13
8
60
70
24
17 0
17 0 0 0 0 0
10
6 1
10
7 3 0 0
38
AM
Pe
ak 0 0 0 0 0 0 0 0
90
7
12
91
9 0 0 0 0 0
88
0
22
90
2 0 3 0 3 0 0 0 0 0
12 0
12 0 0 0
11
PM
Pe
ak 0 0 0 0 0 0 0 0
89
0
14
90
4 0 0 0 0 0
88
4
20
90
4 0 5 0 5 0 0 0 0 0
10 0
10 0 0 0
11
Hour ending - 12:15 PM
Fairfield Road (south)
Pedestrian Movements
Fairfield Road (north)
Saturday, 28 June 2014Paragon Street (west)
Hour ending - 12:00 PM
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
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(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
r T
ota
l 0 0 0 0 0 0 0 0
1816
161
1977 2 0 0 0 0
3210
154
3364 5 7 0 7 0 0 0 0 0
28 0
28 1 0 0
18
AM
Peak 0 0 0 0 0 0 0 0
1003
71
1074 1 0 0 0 0
1741
77
1818 2 3 0 3 0 0 0 0 0
13 0
13 1 0 0 6
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
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les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C
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
r T
ota
l 0 0 0 0 0 0 0 0
4120
156
4276 4 0 0 0 0
2994
87
3081 5
10 0
10 1 0 0 0 0
39 0
39 1 0 1
21
PM
Peak 0 0 0 0 0 0 0 0
1644
47
1691 0 0 0 0 0
1214
37
1251 2 1 0 1 1 0 0 0 0
15 0
15 0 0 1
12
Fairfield Road (north)
Wednesday, 25 June 2014 Paragon Street (west)
Hour ending - 8:15 AM
Hour ending - 5:45 PM
Fairfield Road (south)
Pedestrian Movements
Pedestrian Movements
NP
M P
eak
Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 A
Site No.: 2 Weather: Fine C
Location: King Arthur Terrace/Fairfield Road. Yeerongpilly 8
Day/Date: 7
AM Peak:
PM Peak:
Camera Position B 6 5 4
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
A B C
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
r T
ota
l 9 0 9 0
20
29 7
20
36
11
39
46
17
1
41
17
18 1 0 1 0
43
45
13
8
44
83 7
14
8 2
15
0 3
16
3 1
16
4 2
15
41 1
15
42
18 3 2
20
AM
Pe
ak 0 0 0 0
31
9 1
32
0 0
59
4
11
60
5 0 0 0 0 0
67
9
22
70
1 1
21 0
21 1
28 0
28 0
19
2 0
19
2 1 0 0 6
PM
Pe
ak 2 0 2 0
32
1 1
32
2 0
57
3
13
58
6 0 0 0 0 0
67
2
20
69
2 1
26 0
26 1
25 0
25 0
20
1 0
20
1 1 0 0 6
Hour ending - 12:15 PM
Fairfield Road (south)
Pedestrian Movements
Fairfield Road (north)
Saturday, 28 June 2014King Arthur Terrace (west)
Hour ending - 12:00 PM
N
Page 1 of 2
AUSTRAFFIC VIDEO INTERSECTION COUNT
1 2 3 A
Site No.: 2 Weather: Fine C
Location: King Arthur Terrace/Fairfield Road. Yeerongpilly 8
Day/Date: 7
AM Peak:
PM Peak:C
Camera Position 6 5 4 B
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C
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
r T
ota
l 0 0 0 0
390 8
398 1
1430
153
1583 8 0 0 0 0
2640
148
2788 9
30 1
31 0
36 2
38 0
580 5
585 0 0 3
13
AM
Peak 0 0 0 0
188 4
192 0
815
67
882 2 0 0 0 0
1406
70
1476 6
11 1
12 0
18 2
20 0
328 4
332 0 0 0 3
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C
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
r T
ota
l 4 0 4 0
1278 2
1280 0
2877
154
3031 4 0 0 0 0
2295
84
2379 2
53 0
53 2
69 1
70 2
695 4
699 3 1 0
20
PM
Peak 0 0 0 0
529 0
529 0
1127
47
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
Pedestrian Movements
Fairfield Road (north)
Wednesday, 25 June 2014 King Arthur Terrace (west)
Hour ending - 8:15 AM
Hour ending - 5:45 PM
Fairfield Road (south)
Pedestrian Movements
NP
M P
eak
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
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
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
r T
ota
l 0 0 0 0
28 0
28
40 2 0 2 2
47 1
48 1
22 0
22 0
109 2
111 3
2034 7
2041
13
21 0
21 0
AM
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
PM
Peak 0 0 0 0 6 0 6 4 0 0 0 0 6 0 6 0 5 0 5 0
17 0
17 1
316 1
317 0 1 0 1 0
AUSTRAFFIC 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
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
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les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
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Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
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Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
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Vehic
les
Heavy V
ehic
les
To
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Cyclis
ts
Lig
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Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
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Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
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Vehic
les
Heavy V
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les
To
tal
Cyclis
ts A B C D
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
r T
ota
l 0 0 0 0
17 0
17 0 1 0 1 0 7 0 7 0
40 0
40 3 6 0 6 1
1609 1
1610
24
30 0
30
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)
Hour ending - 12:00 PM
Hour ending - 12:15 PM
Animal Research Institute (south)
Hour ending - 12:15 PM
Animal Research Institute (south)
Mooney Street (north)
Saturday, 28 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 12:00 PM
N
N
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
Page 1 of 2
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 3 Weather: Fine D
Location: King Arthur Terrace/Mooney Street, Yeerongpilly 16 5
Day/Date: 15 6
AM Peak: 14 7
PM Peak: 13 8
B
C 12 11 10 9 Camera Position
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
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
r T
ota
l 0 0 0 0
10 1
11 8 0 0 0 0
15 0
15 0 4 1 5 0
28 1
29 0
361 7
368 0
22 0
22 0
AM
Peak 0 0 0 0 4 1 5 4 0 0 0 0 6 0 6 0 4 0 4 0
15 1
16 0
200 4
204 0
13 0
13 0
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
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
r T
ota
l 0 0 0 0
10 0
10
13 0 0 0 0
25 3
28 0 6 0 6 0
54 0
54 1
1253 2
1255 3
14 0
14 0
PM
Peak 0 0 0 0 3 0 3 7 0 0 0 0
11 0
11 0 1 0 1 0
17 0
17 1
525 0
525 1 7 0 7 0
Hour ending - 6:00 PM
Animal Research Institute (south)
Mooney Street (north)
Wednesday, 25 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 8:45 AM
N
PM
Peak
Page 2 of 2
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 3 Weather: Fine D
Location: King Arthur Terrace/Mooney Street, Yeerongpilly 16 5
Day/Date: 15 6
AM Peak: 14 7
PM Peak: 13 8
B
C 12 11 10 9 Camera Position
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C D
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
2 h
r T
ota
l 0 0 0 0
11 0
11 0 0 0 0 0 4 0 4 0 2 0 2 1
10 0
10 1
589 6
595 1 5 0 5
60 1 0 3 6
AM
Peak 0 0 0 0 5 0 5 0 0 0 0 0 3 0 3 0 1 0 1 1 6 0 6 0
306 2
308 0 3 0 3
23 0 0 2 3
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C D
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
r T
ota
l 0 0 0 0
25 0
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
Animal Research Institute (south)
Wednesday, 25 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 8:45 AM
Hour ending - 6:00 PM
Mooney Street (north)N
PM
Peak
Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 4 Weather: Fine D B
Location: King Arthur Terrace/Queensland Tennis Centre Visitor Carpark, Yeerongpilly 16 5
Day/Date: 15 6
AM Peak: 14 7
PM Peak: 13 8
C 12 11 10 9 Camera Position
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
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
ota
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
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 4 Weather: Fine D B
Location: King Arthur Terrace/Queensland Tennis Centre Visitor Carpark, Yeerongpilly 16 5
Day/Date: 15 6
AM Peak: 14 7
PM Peak: 13 8
C 12 11 10 9 Camera Position
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C D
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
ota
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
Hour ending - 12:45 PM
Queensland Tennis Centre (south)
Tennyson Reach Apartments (north)
Saturday, 28 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 12:00 PM
Hour ending - 12:45 PM
Queensland Tennis Centre (south)
Tennyson Reach Apartments (north)
Saturday, 28 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 12:00 PM
N
N
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
Page 1 of 2
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 4 Weather: Fine D
Location: King Arthur Terrace/Queensland Tennis Centre Visitor Carpark, Yeerongpilly 16 5
Day/Date: 15 6
AM Peak: 14 7
PM Peak: 13 8
B
C 12 11 10 9 Camera Position
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
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
r T
ota
l 0 0 0 0 5 0 5 0 0 0 0 0 0 0 0 0 4 0 4 0
16 0
16 0
34
9 8
35
7
12
13 1
14 0
AM
Pe
ak 0 0 0 0 4 0 4 0 0 0 0 0 0 0 0 0 2 0 2 0 6 0 6 0
17
0 4
17
4 9 4 0 4 0
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
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s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
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s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
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
ota
l 0 0 0 0
16 0
16 1 0 0 0 0 1 0 1 0 9 0 9 0
39 0
39 0
11
91 2
11
93
40
19 0
19 0
PM
Pe
ak 0 0 0 0 4 0 4 0 0 0 0 0 0 0 0 0 3 0 3 0
19 0
19 0
50
2 0
50
2
22 5 0 5 0
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 4 Weather: Fine D
Location: King Arthur Terrace/Queensland Tennis Centre Visitor Carpark, Yeerongpilly 16 5
Day/Date: 15 6
AM Peak: 14 7
PM Peak: 13 8
B
C 12 11 10 9 Camera Position
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists A B C D
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
r T
ota
l 0 0 0 0 1 1 2 0 0 0 0 0 2 1 3 0 8 0 8 0 4 1 5 0
58
7 5
59
2
94 7 0 7 0 0 0
24 0
AM
Pe
ak 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 5 0 5 0 1 1 2 0
32
8 4
33
2
35 2 0 2 0 0 0
10 0
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists A B C D
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
r T
ota
l 0 0 0 0
31 0
31 0 1 0 1 0
16 0
16 0
11 0
11 0
15 0
15 0
65
5 2
65
7
28
14 0
14 0 2 0
30 0
PM
Pe
ak 0 0 0 0
14 0
14 0 0 0 0 0
10 0
10 0 3 0 3 0 2 0 2 0
27
1 1
27
2
12 7 0 7 0 0 0
15 0
Tennyson Reach Apartments (north)
Wednesday, 25 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 8:30 AM
Hour ending - 6:00 AM
Queensland Tennis Centre (south)
Tennyson Reach Apartments (north)
Queensland Tennis Centre (south)
Wednesday, 25 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 8:30 AM
Hour ending - 6:00 AM
N
NP
M P
ea
k
27
1
27
2
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
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
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s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
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To
tal
Cyclis
ts
Lig
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Ve
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He
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eh
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To
tal
Cyclis
ts
Lig
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Ve
hic
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He
avy V
eh
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s
To
tal
Cyclis
ts
Lig
ht
Ve
hic
les
He
avy V
eh
icle
s
To
tal
Cyclis
ts
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
r T
ota
l
37 0
37 1
17
62 7
17
69
61
59 0
59 5
38 0
38 1
87
1
16
88
7 7 8 0 8 0
14
07
19
14
26 9
13
80 1
13
81
32
1
51 1
11
AM
Pe
ak 4 0 4 0
24
8 1
24
9
10 8 0 8 1 2 0 2 1
14
2 2
14
4 3 1 0 1 0
20
1 2
20
3 0
16
9 1
17
0
32 8 0 3
PM
Pe
ak 6 0 6 0
26
6 1
26
7 8 5 0 5 0 3 0 3 0
13
9 3
14
2 3 1 0 1 0
20
3 2
20
5 0
16
9 0
16
9
16 8 0 1
Softstone Street (south)
Pedestrian Movements
Saturday, 28 June 2014 King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 12:00 PM
Hour ending - 12:30 PM
N
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
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C
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
r T
ota
l 3 0 3 0
362
11
373
13
15 0
15 2 7 0 7 2
214
20
234 4 4 0 4 0
1059
29
1088 3
528
10
538
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
17
607 3
290 7
297
42 7 0 0
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C
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
r T
ota
l
15 0
15 0
1140 2
1142
45
12 1
13 2
21 0
21 3
588
17
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
Pedestrian Movements
Wednesday, 25 June 2014King Arthur Terrace (west) King Arthur Terrace (east)
Hour ending - 8:15 AM
Hour ending - 6:00 PM
Softstone Street (south)
Pedestrian Movements
NP
M P
eak
Page 1 of 2
AUSTRAFFIC VIDEO INTERSECTION COUNT
Fairfield Road (north)
Site No.: 6 Weather: Fine
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)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclis
ts
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclis
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
r T
ota
l
10
02
30
10
32 3
59
6
48
64
4
12
31 0
31 0 2
AM
Pe
ak
14
7 3
15
0 0
91 7
98 0 2 0 2 0 0
PM
Pe
ak
16
5 4
16
9 0
78 7
85 0 4 0 4 0 0
Saturday, 28 June 2014
Hour ending - 12:00 PM
Hour ending - 12:30 PM
N
1
2
3
A
Page 1 of 2
AUSTRAFFIC VIDEO INTERSECTION COUNTFairfield Road (north)
Site No.: 6 Weather: Fine
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)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
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
r T
ota
l
831
51
882 1
267
81
348 2
23 5
28 0 1
AM
Peak
456
22
478 1
144
48
192 2
11 3
14 0 0
TIMEMovement 1 Movement 2 Movement 3 Ped
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A
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
r T
ota
l
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
Hour ending - 8:15 AM
Hour ending - 6:00 PM
N
1
2
3
A
PM
Peak
Page 1 of 2AUSTRAFFIC VIDEO INTERSECTION COUNT 1 2 3 4 A
Site No.: 7 Weather: Fine D B
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
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
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
r T
ota
l
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
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A
Site No.: 7 Weather: Fine D B
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
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts
Lig
ht
Vehic
les
Heavy V
ehic
les
To
tal
Cyclis
ts A B C D
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
8 h
r T
ota
l 1 0 1 0 9 0 9 0
3469
105
3574 7
555
60
615 4 1 0 1 0
56 4
60 0 7 0 7 0
57 2
59 1 0 0 0
13
AM
Peak 0 0 0 0 3 0 3 0
536
16
552 2
81
10
91 2 0 0 0 0 7 0 7 0 2 0 2 0 6 0 6 1 0 0 0 1
PM
Peak 0 0 0 0 3 0 3 0
536
14
550 2
79 8
87 2 0 0 0 0 7 0 7 0 1 0 1 0 8 0 8 1 0 0 0 3
Hour ending - 12:15 PM
Fairfield Road (south)
Fairfield Road (north)
Saturday, 28 June 2014Palomar Road (west) Chale Street (east)
Hour ending - 12:00 PM
Hour ending - 12:15 PM
Fairfield Road (south)
Fairfield Road (north)
Saturday, 28 June 2014Palomar Road (west) Chale Street (east)
Hour ending - 12:00 PM
N
N
PM
Peak 0 0 0 0 3 0 3 0
536
14
550 2
79 8
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
Site No.: 7 Weather: Fine D
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 intersection B
C 12 11 10 9 Camera Position
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
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
2 h
r T
ota
l 3 0 3 0
28
8
32
32
0 0
14
20
20
0
16
20 8
19 3
22 1 0 0 0 0 8 0 8 0 3 2 5 0 7 0 7 0
AM
Pe
ak 2 0 2 0
17
0
21
19
1 0
77
6
10
1
87
7 2
13 1
14 1 0 0 0 0 6 0 6 0 1 1 2 0 3 0 3 0
TIMEMovement 1 Movement 2 Movement 3 Movement 4 Movement 5 Movement 6 Movement 7 Movement 8
(1/4 hr end)
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
Lig
ht V
eh
icle
s
He
avy V
eh
icle
s
To
tal
Cyclists
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
3 h
r T
ota
l 1 0 1 0
33
2
24
35
6 0
29
36
18
3
31
19 4 4 3 7 2 0 0 0 0
19 0
19 0 4 0 4 1
22 0
22 0
PM
Pe
ak 0 0 0 0
13
6
10
14
6 0
12
07
71
12
78 1 0 3 3 2 0 0 0 0 9 0 9 0 2 0 2 1
11 0
11 0
AUSTRAFFIC VIDEO INTERSECTION COUNT1 2 3 4 A Camera Position
Site No.: 7 Weather: Fine D
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 intersection B
C 12 11 10 9 Camera Position
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(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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l 0 0 0 0 1 0 1 0
18
23
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24 1
28
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0 1 0 0 0 0
22 4
26 0 3 2 5 0
22 2
24 0 0 0 1 3
AM
Pe
ak 0 0 0 0 1 0 1 0
96
3
53
10
16 1
15
5
33
18
8 1 0 0 0 0
11 3
14 0 2 2 4 0
10 1
11 0 0 0 0 2
TIMEMovement 9 Movement 10 Movement 11 Movement 12 Movement 13 Movement 14 Movement 15 Movement 16 Pedestrian Movements
(1/4 hr end)
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Cyclists A B C D
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
3 h
r T
ota
l 2 0 2 0 2 0 2 0
16
31
64
16
95 5
35
0
44
39
4 4 0 0 0 0
79 5
84 0 0 1 1 0
87 3
90 0 0 0 2 3
PM
Pe
ak 1 0 1 0 1 0 1 0
61
7
31
64
8 2
15
4
15
16
9 2 0 0 0 0
41 2
43 0 0 0 0 0
56 2
58 0 0 0 2 1
Fairfield Road (north)
Wednesday, 25 June 2014Palomar Road (west) Chale Street (east)
Hour ending - 8:30 AM
Hour ending - 5:15 PM
Fairfield Road (south)
Fairfield Road (north)
Fairfield Road (south)
Wednesday, 25 June 2014Palomar Road (west) Chale Street (east)
Hour ending - 8:30 AM
Hour ending - 5:15 PM
N
NP
M P
ea
k
61
7
64
8
15
4
16
9
Yeerongpilly Development
Cambray Consulting Pty Ltd
APPENDIX C SIDRA Lane Summaries
King Arthur Terrace and Fairfield Road
King Arthur Terrace and Fairfield Road Intersection
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
Site: 2016 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 1 752 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
North: Fairfield Rd (N)
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
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
2943 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
Site: 2026 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 1 798 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
North: Fairfield Rd (N)
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
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
3090 5.1 0.705 13.8 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
Site: 2014 PM - Without Fairfield Rd / King Arthur Tce Existing Layout Signals - Fixed Time Cycle Time = 130 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 1 498 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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
Site: 2016 PM - Without Fairfield Rd / King Arthur Tce Existing Layout Signals - Fixed Time Cycle Time = 125 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 1 504 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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
Site: 2026 PM - Without Fairfield Rd / King Arthur Tce Existing Layout Signals - Fixed Time Cycle Time = 130 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 1 534 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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.
King Arthur Terrace and Fairfield Road Intersection
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)
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 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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
Site: 2026 PM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 140 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 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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
Site: 2016 AM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 130 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 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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
Site: 2026 AM With Fairfield Rd / King Arthur Tce Amended Configuration Signals - Fixed Time Cycle Time = 130 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 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
North: Fairfield Rd (N)
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
West: King Arthur Tce
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
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.
Yeerongpilly Development
Cambray Consulting Pty Ltd
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)
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: 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
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.
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)
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: 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
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.
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)
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: Road 3 (Main Street)
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
East: King Arthur Terrace
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
North: Road 2 (to Ortive Street)
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
West: King Arthur Terrace
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
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
Site: 2026 PM - With Primary Access to Yeerongpilly Development Signals - Fixed Time Cycle Time = 130 seconds (User-Given Cycle Time)
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: Road 3 (Main Street)
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
East: King Arthur Terrace
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
North: Road 2 (to Ortive Street)
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
West: King Arthur Terrace
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
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.
Cambray Consulting Pty Ltd
320 Adelaide Street | Brisbane Q 4000
GPO Box 111 | Brisbane Q 4001
t | 07 3221 3503
www.cambray.com.au