Calliope Township Traffic Study
Project Number: CEB06045
Prepared for Gladstone Regional Council March 2012 Calliope Township Traffic Study
Cardno (Qld) Pty Ltd Trading as Cardno Eppell Olsen ABN 57 051 074 992 Level 11 Green Square North Tower 515 St Paul‟s Terrace Fortitude Valley Qld 4006 Locked Bag 4006 Fortitude Valley Queensland 4006 Australia Telephone: 07 3310 2401 Facsimile: 07 3369 9722 International: +61 7 3310 2401 [email protected] www.cardno.com.au/eo
Document Control: Calliope Township Traffic Study
Author Reviewer Version Date Name Initials Name Initials Michael Pickerill 1 23 March 2012 Brett McClurg Stephen Harkins "© 2012 Cardno All Rights Reserved. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person without the prior written consent of Cardno.”
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Pageii Calliope Township Traffic Study
TABLE OF CONTENTS
1 INTRODUCTION 1
2 PLANNING CONTEXT 2 2.1 CALLIOPE PLANNING SCHEME 2 2.2 MAJOR TRANSPORT CORRIDORS 2 2.3 DEVELOPMENT POTENTIAL 3
3 ROAD HIERARCHY 4 3.1 ROAD HIERARCHY OBJECTIVES 4 3.2 ROAD HIERARCHY APPROACH 4 3.3 METHODOLOGY 5 3.4 FOUR LEVEL ROAD HIERARCHY 6 3.5 PROPOSED ROAD HIERARCHY FOR CALLIOPE 8 3.6 ALIGNMENT WITH CURRENT DEVELOPMENT INTERSECTIONS 11
4 TRAFFIC GENERATION AND DISTRIBUTION 13 4.1 TRAFFIC GENERATION 13 4.2 TRAFFIC DISTRIBUTION 13 4.3 TRAFFIC GROWTH RATE 16
5 INTERSECTION PERFORMANCE 17 5.1 ASSESSMENT METHOD 17 5.2 IBBOTSON ROAD/DAWSON HIGHWAY INTERSECTION 18 5.3 DRYNAN DRIVE/DAWSON HIGHWAY INTERSECTION 20 5.4 DON CAMERON DRIVE/DAWSON HIGHWAY INTERSECTION 23 5.5 LIGHTNING STREET/DAWSON HIGHWAY INTERSECTION 26 5.6 MUIRHEAD STREET/DAWSON HIGHWAY INTERSECTION 29 5.7 BLOOMFIELD STREET/DAWSON HIGHWAY INTERSECTION 32 5.8 SUTHERLAND STREET/TARAGOOLA ROAD/DAWSON HIGHWAY INTERSECTION 34 5.9 NEW ROAD/DAWSON HIGHWAY INTERSECTION 37 5.10 IVY ROAD/DAWSON HIGHWAY INTERSECTION 38 5.11 MORRIS AVENUE/DRYNAN DRIVE INTERSECTION 40 5.12 MORRIS AVENUE/DON CAMERON DRIVE 41 5.13 SUMMARY 43
6 MID-BLOCK CAPACITY 44
7 WALK AND CYCLE PLAN 45 7.1 OPPORTUNITIES AND CONSTRAINTS 45
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Pageiii Calliope Township Traffic Study
7.2 WALK AND CYCLE PLAN 47 7.3 WALK AND CYCLE INFRASTRUCTURE 48 7.4 END OF TRIP FACILITIES 48
8 CONCLUSION 50
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Pageiv Calliope Township Traffic Study
TABLES:
Table 4.1 Traffic Generation Assumptions Table 5.1 Ibbotson Road/Dawson Highway Intersection - SIDRA Analysis Results Table 5.2 Ibbotson Road/Dawson Highway Intersection – Interim Signalised SIDRA Summary Table 5.3 Ibbotson Road/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary Table 5.4 Drynan Drive/Dawson Highway Intersection - SIDRA Analysis Results Table 5.5 Drynan Drive/Dawson Highway Intersection – Interim Signalised SIDRA Summary Table 5.6 Drynan Drive/Dawson Highway Intersection –Ultimate Signalised SIDRA Summary Table 5.7 Don Cameron Drive/Dawson Highway Intersection - SIDRA Analysis Results Table 5.8 Don Cameron Drive/Dawson Highway Intersection – Interim Signalised SIDRA Summary Table 5.9 Don Cameron Drive/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary Table 5.10 Lighting Street/Dawson Highway Intersection - SIDRA Analysis Results Table 5.11 Lighting Street/Dawson Highway Intersection – Interim Signalised SIDRA Summary Table 5.12 Lighting Street/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary Table 5.13 Muirhead Street/Dawson Highway Intersection - SIDRA Analysis Results Table 5.14 Muirhead Street/Dawson Highway Intersection – Interim Upgraded SIDRA Summary Table 5.15 Muirhead Street/Dawson Highway Intersection - Ultimate Upgraded SIDRA Summary Table 5.16 Bloomfield Street/Dawson Highway Intersection - SIDRA Analysis Results Table 5.17 Bloomfield Street/Dawson Highway Intersection – Interim Upgraded SIDRA Summary Table 5.18 Sutherland Street/Taragoola Road/Dawson Highway Intersection - SIDRA Analysis Results Table 5.19 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Interim Signalised SIDRA Summary Table 5.20 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary Table 5.21 New Road/Dawson Highway Intersection - SIDRA Analysis Results Table 5.22 Ivy Road/Dawson Highway Intersection - SIDRA Analysis Results Table 5.23 Ivy Road/Dawson Highway Intersection - Ultimate Upgraded SIDRA Summary Table 5.24 Morris Avenue/Drynan Drive Intersection - SIDRA Analysis Results Table 5.25 Morris Avenue/Don Cameron Drive Intersection - SIDRA Analysis Results Table 5.26 Morris Avenue/Don Cameron Drive Intersection - SIDRA Analysis Results Table 5.27 Summary of Intersection Treatments Table 9.1 Summary of Intersection Treatments
FIGURES:
Figure 3.1 Specific Area Concept Figure 3.2 Calliope Street Map Figure 4.1 Global Distribution of Development Traffic Figure 4.2 Internal and External Distribution at Side Road Approaches Figure 5.1 Ibbotson Road/Dawson Highway Intersection - Existing Layout Figure 5.2 Ibbotson Road/Dawson Highway Intersection –Interim Signalised Layout Figure 5.3 Ibbotson Road/Dawson Highway Intersection –Ultimate Signalised Layout Figure 5.4 Drynan Drive/Dawson Highway Intersection - Existing Layout Figure 5.5 Drynan Drive/Dawson Highway Intersection –Interim Signalised Layout
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Pagev Calliope Township Traffic Study
Figure 5.6 Drynan Drive/Dawson Highway Intersection – Ultimate Signalised Layout Figure 5.7 Don Cameron Drive/Dawson Highway Intersection - Existing Layout Figure 5.8 Don Cameron Drive/Dawson Highway Intersection – Interim Signalised Layout Figure 5.9 Don Cameron Drive/Dawson Highway Intersection – Ultimate Signalised Layout Figure 5.10 Lightning Street/Dawson Highway Intersection - Existing Layout Figure 5.11 Lighting Street Dawson Highway Intersection – Interim Signalised Layout Figure 5.12 Lighting Street/Dawson Highway Intersection – Ultimate Signalised Layout Figure 5.13 Muirhead Street/Dawson Highway Intersection - Existing Layout Figure 5.14 Muirhead Street/Dawson Highway Intersection – Interim Upgraded Layout Figure 5.15 Muirhead Street/Dawson Highway Intersection - Ultimate Upgraded Layout Figure 5.16 Bloomfield Street/Dawson Highway Intersection - Existing Layout Figure 5.17 Bloomfield Street/Dawson Highway Intersection – Left in/Left out Layout Figure 5.18 Sutherland Street/Taragoola Road/Dawson Highway Intersection - Existing Layout Figure 5.19 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Interim Signalised Layout Figure 5.20 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Ultimate Signalised Layout Figure 5.21 New Road/Dawson Highway Intersection - Proposed Layout Figure 5.22 Ivy Road/Dawson Highway Intersection - Existing Layout Figure 5.23 Ivy Road/Dawson Highway Intersection – Ultimate Upgraded Layout Figure 5.24 Morris Avenue/Drynan Drive Intersection - Existing Layout Figure 5.25 Morris Avenue/Don Cameron Drive Intersection - Existing Layout Figure 5.26 Morris Avenue/Don Cameron Drive Intersection - Upgraded Layout Figure 6.1 Four Lane Treatments Figure 8.1 Pedestrians using Bloomfield Street Figure 8.2 2km and 3km radius from Town Centre Figure 8.3 Pedestrian facilities across railway line and beneath the Dawson Highway
APPENDICES:
Appendix A Figures Appendix B Road Hierarchy Appendix C Traffic Generation and Distribution Data
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Pagevi Calliope Township Traffic Study
1 INTRODUCTION
Cardno Eppell Olsen has been commissioned to undertake a traffic study for the township of Calliope. The intention of the study is to assist the development approval process by gaining a better understanding of road network performance and future traffic impacts. The study could become a key input to priority infrastructure plans and an infrastructure charges policy (not part of this project).
It is intended to gain an understanding of the likely form of key intersections within the road network that are needed to accommodate the Calliope Township‟s ultimate development yield/size. With annual growth variations, it is noted that the specific year assumed for ultimate development is less important than the actual ultimate size and population.
Key tasks within the study include:
. the identification of a road hierarchy for the township; . determination of connection points to the Dawson Highway for future residential zones; . estimate of traffic generation and distribution of existing and future development; . assessment of intersection performance under existing and future development i.e. (when the township is fully developed) conditions; . determination of intersection upgrades required to accommodate existing and future development; . the timing of intersection upgrade works; . a walk and cycle plan for Calliope.
The study area is the same as the “Defined Water Supply Area” for Calliope as outlined in the Calliope Water Supply Scheme Strategic Plan 2007. The study area mostly aligns with the current extent of the Calliope Frame Locality except for some variance at the south western end of the study area. The study area has been superimposed on the planning zone map and is shown on Figure A.1 at Appendix A.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 1 Calliope Township Traffic Study
2 PLANNING CONTEXT
2.1 CALLIOPE PLANNING SCHEME
The Calliope Shire Council Planning Scheme came into effect on 27 April 2007. The Calliope Township is serviced by water supply and sewerage and provides services and facilities such as a community centre, library, shopping centre, school and recreational facilities. The township also serves the surrounding rural and rural residential communities and provides a service centre for the Gladstone Regional Council.
There are a number of planning zones within the study area, including the village and rural residential zones interspersed with community use, industrial and open space and recreation zones. Rural zoned land surrounds the township.
Further development in and around the Calliope township can occur on the basis that:
. the proposed development would support the existing facilities and services available in the township; . there is a demonstrated need for additional development of the kind proposed, having regard to the criteria established in the locality plan; . adequate services such as reticulated water and sealed roads are extended from the existing network of services as required by the provisions of the planning scheme, or can be provided separately in accordance with an agreement with the Council; . the potential impacts on the natural resources of the Shire, such as good agricultural land, riparian corridors and native bushland, will be minimised and mitigated whenever possible.
A number of development applications for low density residential or rural residential development have been or are expected to be lodged to develop land within the study area which is currently zoned rural. The vast majority of future development in the study area is expected to be residential with Gladstone providing the major employment and business opportunities for Calliope residents.
2.2 MAJOR TRANSPORT CORRIDORS
There are a number of key road and rail corridors that traverse Calliope. These include:
. The Bruce Highway. This is a national highway and forms the road transport component of the Brisbane to Cairns corridor, the main transport link between Brisbane and North Queensland. It also serves as an inter-regional link providing for medium and long haul passenger and freight traffic and supports important regional centres such as Gladstone. In the vicinity of Calliope it is a two lane rural highway with an estimated AADT of 4,000vpd and 20% commercial vehicles; . The Dawson Highway. This is a state regional road that links Gladstone with communities, agriculture and industry (including mining and coal seam gas) to the west. It is a two lane highway and has an estimated AADT of 1,500vpd south of Calliope. It also serves as the sole arterial road link through Calliope and is used for local trips. A bypass road has been mooted to the north-west of Calliope with the intention that through traffic currently using the Dawson Highway be diverted onto this facility. Through traffic currently represents some 1,000vpd and through traffic volumes would need to significantly increase before the bypass road becomes economically viable;
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 2 Calliope Township Traffic Study
. Moura/Monto Railway Line. This is used for freight transport (predominantly coal) to the Port of Gladstone. The Moura connection is frequently used but there is only infrequent use of the Monto section that runs north-south through the centre of Calliope.
2.3 DEVELOPMENT POTENTIAL
The residential development potential of Calliope has been determined based upon a number of assumptions. These include:
. development will be confined to the study area and will include a mixture of low density residential and rural residential development; . low density residential development will be provided around the centre of the township and rural residential development will be provided on the fringes of the study area; . west of Leixlip Creek will be predominantly rural residential development; . expansion of industrial sites beyond that currently zoned will not occur; . areas between the shopping centre and the Council building and areas zoned for community use will not be developed for residential purposes; . residential development will occur both north and south of the Bruce Highway.
A number of development applications have been lodged for residential development within the study area and there are in various stages of approval. These have been considered when determining residential development potential along with Council liaison as to development expectation; however, in some cases the above assumptions do not reflect current development intentions. The residential development potential outlined in this report is for the purposes of predicting future traffic generation and is not intended as a constraint on development, such development being subject to the planning scheme process.
The assumptions relating to development potential are illustrated on Figure A.2 at Appendix A.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 3 Calliope Township Traffic Study
3 ROAD HIERARCHY
3.1 ROAD HIERARCHY OBJECTIVES
The basis of a road hierarchy is the functional grouping of roads and streets to ensure rational usage. The objectives of a road hierarchy are to:
. enable the orderly grouping of roads and streets in a framework around which national, state and local governments can plan and implement various construction, maintenance, and environmental management schemes and projects; . assist local governments to identify the effects of decisions in and on surrounding areas and streets within the hierarchy; . assist in development design that facilitates design principles such as accessibility, connectivity, amenity and safety; . assist state and local governments with the adoption of appropriate standards for construction; . allow orderly planning of heavy goods, dangerous goods, public transport and cycle routes; . assign control over access onto roads to ensure safe operation for through traffic and to facilitate the provision of appropriate noise barriers/buffers; . preserve areas where through traffic is discouraged; . ensure land uses and activities that are incompatible with traffic flow are restricted from routes where traffic movement (e.g. longer distance trips) should predominate; . ensure activities most closely related to frontage development, including social interaction, parking, amenity and access are allowed to predominate in appropriate streets; . identify appropriate facilities for pedestrians, cyclists, parking and public transport users.
The road hierarchy should then reflect the following to ensure these objectives can be met;
. a classification of roadways according to their functional and/or management objectives; . performance criteria to ensure that the functional and management objectives of each element of the hierarchy can be achieved; . flexibility to enable the classification of an existing road network according to the hierarchy structure; . flexibility to enable the incorporation of new elements into the road network whilst maintaining the integrity of the hierarchy; . provision for road network planning to be integrated with land use planning by its adoption into the planning instruments under the Sustainable Planning Act.
3.2 ROAD HIERARCHY APPROACH
The Roads and Transport Standard 2005 produced by Gladstone City Council and Calliope Shire Council defines road hierarchy into two broad categories, major roads and minor roads. There are six further categories of road proposed, major arterial, minor arterial, sub-arterial, collector street, access street and industrial/commercial access. There has been no road hierarchy map produced for Calliope township to accompany the Roads and Transport Standard.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 4 Calliope Township Traffic Study
Since 1997 Cardno Eppell Olsen has been developing a “Four Level Road Hierarchy”, a structure by which the purpose of each road is considered in such detail as to identify appropriate management philosophies for that road and subsequently, appropriate design standards. The structure was initially developed for Mackay City but has subsequently been applied to other cities throughout Queensland (e.g. Hervey Bay and Maryborough) and has been recognised in the Main Roads Preconstruction Process Manual.
The “Four Level Road Hierarchy” has been used in this study. This structure will enable Council to apply consistent policies and standards throughout the urban road network and in accordance with the road hierarchy objectives. This approach also recognises that existing development may have already occurred that is not entirely compatible with the road function, and specific performance parameters and design criteria have been developed in recognition of this situation.
3.3 METHODOLOGY
The process for developing a road hierarchy involves the ordering of land uses by defining “specific areas” and “environmental cells” within the urban area. Calliope is considered urban in nature as the current rural residential development applications or proposals are generally smaller lot developments typically sized between 4,000 and 8,000sq.m. A specific area should be linked to a system of through traffic carrying roads that bound the specific area as shown on Figure 3.1. In rural areas this specific area concept is less easily applied.
Figure 3.1 Specific Area Concept
Arterial roads carry through traffic external to the specific area and sub-arterial roads carry through traffic from multiple specific areas to the arterial roads. Collector streets are located within the specific area. Collector streets provide indirect and direct access for land uses within the specific area to the through traffic road network, and should carry no traffic external to the specific area. Each environmental cell that makes up the specific area shall contain only local streets where amenity is high and no through traffic exists.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 5 Calliope Township Traffic Study
Whereas the specific area and environmental cell concepts may be accommodated with relative ease as part of a new subdivision plan, they are likely to be difficult to impose on an existing system. Nevertheless, it is important to have a target in mind when assessing the requirements of the road systems in an area.
The boundaries of specific areas will be partially defined by the existing major road system, which in turn has generally been developed to a large extent as a result of historical events rather than a recent planning initiative. Other features may also be used as boundaries. The aim is to define specific areas which:
. are relatively homogeneous in land use; . have only that traffic necessary for the functioning of the area i.e. they are free of non-essential or through traffic; . have a balance between the volume of essential traffic and the nature of the area e.g. higher volumes might be more acceptable in industrial areas than in residential areas.
In addition to the functional relationship between land uses and elements of the road hierarchy discussed above, a quantitative relationship exists. It is the land uses themselves that generate the traffic that uses the roads and streets. For example, each residence generates typically up to ten one way vehicle trips per day. For example the trip could include home to work or home to school. The return journey is a separate trip. With a typical urban density of ten residential lots per hectare, a small specific area that is 500m long and 500m wide would generate of the order of 2,500 vehicles per day. A larger specific area that is 1km by 1km would generate up to 10,000 vehicles per day. Topographical constraints affect specific area size substantially and areas can often vary to twice this idealised size while still maintaining similar generation levels.
Together, the collector streets of the specific area need to serve this traffic load. This load should be distributed appropriately amongst the collector streets to ensure that amenity levels are not exceeded and connectivity is maintained. Much of this load will have an origin or destination outside the specific area and will also need to use the sub-arterial roads, which also serve other adjoining specific areas. The arterial roads serve the traffic loaded by a number of sub-arterial roads and therefore a greater number of specific areas.
It should be recognised that the design standards and performance criteria that have developed out of the road hierarchy structure represent desirable conditions. It is recognised that there will be exceptions to these for various reasons (e.g. past planning decisions, existing road reserve widths and other physical constraints). Nonetheless, the principles embodied in these performance criteria need to be adhered to for the success of the road network.
3.4 FOUR LEVEL ROAD HIERARCHY
A four level road hierarchy has been identified based on the functional objectives of each element within each level of the hierarchy. The four levels are arranged in terms of an increasing degree of detail with respect to functional objectives. These four levels are Purpose, Function, Management and Design and are defined below.
Purpose (Level 1) relates to the primary objective of the element, whether to carry through traffic or to provide property access. The first level of the hierarchy defines two groups of roadways as follows:
. Road - to carry through traffic – Traffic Carrying Function. . Street - for access to property and collection of local traffic – Access Function.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 6 Calliope Township Traffic Study
Function (Level 2) relates to the relationship between the element and the land use it serves. This level of hierarchy is common to traditional road hierarchy concepts. The classification and objectives of roadways serving four particular functions form this second level of the proposed hierarchy. These functions are as follows:
. Arterial Road – provides for long distance through traffic movements i.e. connecting between major centres; . Sub-Arterial Road – provides for through traffic connections between arterial roads and/or between specific areas and other traffic carrying roads; . Collector Street – provides for circulation of traffic within a specific area and connection to the traffic carrying roads; . Local Street – provides for property access and immediate local movements.
Management (Level 3) relates to the emplacement of policies to achieve the envisaged role based upon the attributes of the element. The management sub-categories are described briefly below.
Arterial Road
. Highway - serve longer distance movements as well as regionally and nationally significant movements (a motorway is a highway that provides for a very high standard of travel by restricting use by non-motorised traffic and using only grade separated intersections); . Arterial - cater for longer distance movements for example, connections between major centres; . Arterial Main Street- cater for through traffic and serve adjacent retail/commercial land uses. This mix of incompatible functions requires special attention.
Sub-Arterial Road
. Traffic Distributor - connect traffic generated in specific areas to the arterial roads and provide connections between rural villages or seaside townships; . Controlled Distributor - serve a similar function to traffic distributors but need to be controlled for a particular reason, for example, they may provide frequent access for individual residential properties; . Sub-Arterial Main Street- connect traffic generated in specific areas to the arterial roads and serve adjacent retail/commercial land uses. This mix of incompatible functions requires special attention.
Collector Street
. Major Collector - provide a connection between the other streets in a specific area and the traffic carrying roads, and provide access to large sites with restricted or controlled access (for example, schools, shops and multi-unit residential developments); . Minor Collector - provide a connection between the other streets in a specific area and the traffic carrying roads, but due to lower traffic volumes, lower speed or shorter length are better suited to providing access to individual properties.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 7 Calliope Township Traffic Study
Local Street
. Access Street - provide access to individual properties and access places; . Access Place - provide access to individual properties only in that street.
Design (Level 4) relates to specification of the form of the element in order to achieve its functional objectives. The Level 4 hierarchy aims to provide the tool with which to specify the form of the individual road design/cross section elements in order to achieve its functional objectives. The roadway design should meet safety objectives as well as capacity and amenity objectives, where relevant. It should also dictate the type of facility and/or design form for pedestrians, cyclists and public transport. Each design criteria should specifically relate to the intent described in the Level 3 hierarchy.
More specific details about road hierarchy levels and objectives, desirable performance criteria and acceptable solutions are included in Table B.1, Table B.2 and Table B.3 at Appendix B.
3.5 PROPOSED ROAD HIERARCHY FOR CALLIOPE
There are a number of constraints that complicate the application of the “Four Level Road Hierarchy” principles to Calliope. These include:
. the Monto railway line provides a constraint to the provision of east-west street connections within Calliope. The assumption is that no further at grade crossings will be permitted due to the road safety issues and that the cost of providing additional grade separated street crossings will be prohibitive; . Gladstone Regional Council and the Department of Transport and Main Roads (DTMR) have agreed that the future bypass road will not have any road connections into Calliope. The opportunity to use the bypass road as an alternate arterial road is therefore lost; . further road connections will not be permitted to the Bruce Highway. This precludes the development of a sub-arterial connection through the eastern section of Calliope parallel to the Dawson Highway; . historical development patterns have been centred on the Dawson Highway and development has proceeded to the extent that the development of sub-arterial routes is constrained to a large degree by existing development.
The preclusion of future road connections to the proposed bypass road and additional connections to the Bruce Highway has the effect of directing all Calliope traffic onto the Dawson Highway, creating a spinal arterial network rather than a grid network. The outcome will be the need to create some major intersections and provide additional lane capacity along the Dawson Highway.
The road hierarchy proposed for Calliope is shown on Figure A.3 at Appendix A. For reference, an existing street name map is included on Figure 3.2. Alignments on greenfield sites are only indicative and are subject to further refinement during the development approval process. Specific features of the road hierarchy include:
. only one new intersection with the Dawson Highway, in the form of a T-junction intersection located between Ivy Road and Sutherland Street to service proposed rural residential development on the western side of the highway;
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 8 Calliope Township Traffic Study
. the creation of a major collector link with a four way intersection at the Dawson Highway/Lightning Street intersection to provide access to development proposed on the western side of the highway. . major collector status for Lightning Street east of the Dawson Highway. The connection for the western development to the Dawson Highway directly opposite Lighting Street is an opportunity to develop a major intersection for both eastern and western development; . the existing Dawson Highway has an urban arterial status through Calliope. The bypass road that is mooted has a highway status, as does the Bruce Highway; . sub-arterial status has been allocated to Don Cameron Drive, Morris Avenue and Drynan Drive on the western side of the Dawson Highway; . Herbertson Road just south of Don Cameron Drive has a local access status. The close proximity of this street to the Dawson Highway/Don Cameron Drive intersection means the amount of traffic encouraged to use this street needs to be minimised. In this way safety risks associated with the intersection can be managed; . there is only one arterial road proposed and that is the Dawson Highway. A large number of major and minor collector streets connect directly to this arterial road and ideally the majority of connections would occur through sub-arterial roads. This is a reflection of the constraints imposed by existing development; . major collector status for Sutherland Street as recommended in Section 5.7 of this report. The adjacent intersection at Bloomfield Street currently has all turn movements allowed, however sight distance problems exist at this intersection and left in/left out turns only are recommended with right turns transferring to the adjacent Sutherland Street intersection.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 9 Calliope Township Traffic Study
Figure 3.2 Calliope Street Map
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 10 Calliope Township Traffic Study
3.6 ALIGNMENT WITH CURRENT DEVELOPMENT INTERSECTIONS
With respect to current development intentions, the proposed road hierarchy has an impact on the following developments:
1. DA 06/0036 Rangeview Estate. This development located east of Herbertson Road includes a mix of low density residential and rural residential development with north-south access connections to Don Cameron Drive and Morcom Road via Herbertson Road and Walker Drive. The proposed road hierarchy promotes an east-west connection back to Lightning Street. The northern section of Herbertson Road is proposed as an access street to reduce the amount of traffic using the Herbertson Road/Don Cameron Drive intersection which is in close proximity to the Don Cameron Drive/Dawson Highway intersection.
2. This development layout has subsequently been amended and the development site is now called Panorama Estate. Separate advice has been provided to Council about how the development could be redesigned to accommodate road hierarchy intentions. This includes restricting movements to left in/left out at Herbertson Road, providing a solid median along Herbertson Road, and the provision of a roundabout at Don Cameron Drive/Morris Avenue to allow u-turns to occur.
3. DA 06/0035 Walker Development Trust. This rural residential development west of Leixlip Creek includes a new intersection with the Dawson Highway. To limit the number of new road connections to the Dawson Highway it is proposed that this development include a minor collector street that also provides a connection to the Dawson Highway for development further to the west. It is understood that the development layout has been subsequently revised to reflect this requirement;
4. DA 07/0070 Ginger Beer Creek Estate. This rural residential development at the eastern end of Don Cameron Drive needs to make provision for the block to the east to connect to the collector street network. No street connection will be permitted to the Bruce Highway;
5. DA 07/0090 Liffey Way Subdivision. The two access streets connecting to the southern block will need to be upgraded to minor collector streets. The alignment of the eastern access street should be more direct;
6. DA 04/0113 Calliope Resort Developments, DA 06/0026 Silverdale and DA 08/0002, 08/0006 and 08/0005 Elliot Rise. Drynan Drive needs to be extended to connect the existing Drynan Drive with Elliot Rise. The alignment needs to be consistent and co-ordinated through all three developments.
Originally these development applications (DA) were proposed. Subsequent discussions with Council regarding the status of these developments and the expected development pattern and timing were held. This enabled a refinement of lot type, number and general staging expectations.
The proposed road hierarchy will also impact on the existing Lightning Street which currently provides direct access for eight dwellings and indirect access for developed land to the south. The major collector status proposed for this street normally requires a 24m road reserve with 3.5m traffic lanes, 1.5m bike lanes, 2.5m shared path, 1.2m footpath and no on street parking provision. Currently a 20m road reserve and 10m carriageway width is provided.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 11 Calliope Township Traffic Study
Lightning Street could operate as a major collector with its current road reserve and carriageway width, provided on street parking provision is removed. Some widening of the carriageway will be required to provide two approach lanes at the Lightning Street/Dawson Highway intersection when it is signalised. Redesign of the service road connection to the existing Lightning Street is proposed with the location and operation being changed to left in/left out at the Dawson Highway.
At Sutherland Street and Pujolas Street a 20m road reserve exists. Whereas the 11m carriageway width on Sutherland Street will be sufficient for its major collector status, Pujolas Street will need to be widened and kerb and channel provided. The intersection of Pujolas Street and Bloomfield Street will also need to be upgraded to allow all turn movements to occur.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 12 Calliope Township Traffic Study
4 TRAFFIC GENERATION AND DISTRIBUTION
4.1 TRAFFIC GENERATION
Traffic generation from both existing and future development has been determined based on existing development, current development plans and assumed development densities. The density assumption for low density residential and rural residential development has been determined after consideration of density measurements of developed sites and development plans for sites in Hervey Bay and Calliope. Standard traffic generation rates from sources such as Queensland Streets and the Main Roads Preconstruction Process Manual have been applied to the different types of development. Both daily and peak hour traffic generation has been calculated and the assumed trip rates are included in Table 4.1.
Table 4.1 Traffic Generation Assumptions Development Type Density Assumption Units Daily Trips Peak Hour Trips Low density residential 10 dwellings/ha Dwelling 10 0.8 Rural residential 1.8 dwellings/ha Dwelling 10 1.1 Resort 17 dwellings/ha Room/unit 4 0.4 Motel/caravan park N/A Room/unit 4 0.4 Industrial N/A 100sq.m GFA 9 0.9
The daily trip generation of 10 trips/day within Calliope is very conservative given that Gladstone is a major attractor of trips and some of these 10 trips/day will occur outside the Calliope Township. Trips associated with the Calliope school, the shopping centre and recreational facilities are assumed to have been already accounted for in the residential trips, the assumption being that the vast majority of trips associated with these facilities occur within the Calliope Township. For the industrial development 50% of the generated trips are assumed to be associated with travel to and from work within the Calliope Township and have already been accounted for by residential trips. The remaining 50% of the industrial trips have been included in the total trip generation assuming these are associated with activities such as trade deliveries.
In addition, a trip rate of 10vpd per dwelling is normally appropriate for small catchments. For larger catchments, such as that being considered herein, a generation rate of 8vpd per dwelling (or even as low as 6vpd per dwelling) is considered to be more realistic.
4.2 TRAFFIC DISTRIBUTION
The assumed global directional distribution of trips to and from the proposed development is shown on Figure 4.1. The majority of trips (80%) are associated with origins and destinations outside Calliope Township and this is a reflection that development is currently and is intended to be predominantly residential with the job base, major shopping centres and schools located in Gladstone. The breakdown of external distributions has been agreed with DTMR.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 13 Calliope Township Traffic Study
Figure 4.1 Global Distribution of Development Traffic
The 20% of traffic identified as local trips within Calliope has been distributed to other local traffic catchments via the Dawson Highway in proportion to the total catchment volume likely to use each access point to the Dawson Highway.
There are some traffic catchments that are cross connected such that a significant amount of traffic is likely to use the adjacent catchment outlet. These catchments include:
1. Don Cameron Drive and Drynan Drive east. The „S‟ bend on the western end of Don Cameron Drive makes it more favourable for motorists from the eastern catchments to use Morris Avenue and Drynan Drive to travel to/from the north. Because of this, it has been assumed that 10% of all the northern trips from the Don Cameron Drive catchment will utilise Morris Avenue and Drynan Drive instead of using the Don Cameron Drive/Dawson Highway intersection. Conversely it has been assumed that 10% of traffic from the Drynan Drive eastern catchment travelling south will use Don Cameron Drive in preference to Drynan Drive but return using the Drynan Drive/Dawson Highway intersection;
2. Drynan Drive west and Lightning Street west. It has been assumed that 25% of traffic in the Drynan Drive west catchment will use Lightning Street to travel to/from the south.
The directional split in the morning peak is assumed to be 75% of traffic out of the residential areas and 25% in. In the afternoon peak the reverse distribution is assumed.
The traffic generation and distribution data is included at Appendix A. A summary of internal and external distributions is shown on Figure 4.2.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 14 Calliope Township Traffic Study
Figure 4.2 Internal and External Distribution at Side Road Approaches
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 15 Calliope Township Traffic Study
4.3 TRAFFIC GROWTH RATE
Department of Transport and Main Roads (TMR) has advised that they expect through traffic using the Dawson Highway to grow at a rate of 3% per annum. Analysis of the operation of all the intersections along the Dawson Highway will need to be undertaken at a specific year to account for this background growth in through traffic movement. Hence there is a need to predict the year when ultimate development of Calliope is likely to occur.
Council has indicated the ultimate development yield for Calliope township is 5,467 (which is an increase of 4,600 from the existing number of blocks in 2008). Through consultation between Council and TMR, a rate of growth considered reasonable and derived from both the Calliope Water Supply Scheme Strategic Plan (July 2007) and the Planning Information and Forecasting Unit (PIFU) has been agreed at a release rate of 95 lots per year.
This is considered a relatively low rate of growth for the township of Calliope. However it should be remembered that this growth rate is purely a function of determining a nominal year for ultimate development, and that the ultimate form of intersections to support the development yield of 5,467 is the objective.
It is noted that during the production of this report, growth initially declined but is expected to significantly increase due to the growth in coal seam gas and the resources sector in general.
It should be noted that whilst a bypass road has been mooted to the north of the township, given the current level of certainty of the provision of this route a conservative approach has been taken in terms of future traffic growth on the Dawson Highway in this study i.e. no allowance has been made for a future reduction of through traffic volumes on the Dawson Highway due to the provision of a bypass.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 16 Calliope Township Traffic Study
5 INTERSECTION PERFORMANCE
5.1 ASSESSMENT METHOD
Each of the intersections along the Dawson Highway (except the Bruce Highway) and the controlled distributor street intersections of Morris Avenue/Drynan Drive and Morris Avenue/Don Cameron Drive has been modelled against three scenarios:
1. Existing layout at 2011;
2. Existing layout in 2035 assuming 50% development;
3. Existing layout in 2059 assuming 100% development.
Intersection upgrades have also been assessed. Due to the urban nature of the Dawson Highway through Calliope, traffic signals is the preferred intersection upgrade treatment as this best provides for cross road pedestrian and cycle movement.
At the Bruce Highway/Dawson Highway intersection a grade separated interchange is planned for the future. It is understood that the Federal government has already provided funding for the preconstruction and planning works for this upgrade. The State government has committed to completing the upgrade within four years as part of the Bruce Highway Upgrade Strategy.
The 50% and 100% development cases apply to the whole of Calliope township and not just the individual catchments feeding into each intersection.
The intersections have been analysed using the SIDRA Intersection software package. This package calculates the operation of intersections based on input parameters, including geometry and traffic volumes. As an output SIDRA Intersection provides values for the degree of saturation (DOS), queues and delays. The DOS is a commonly used value, which is essentially a volume to capacity ratio. The typically adopted upper limits for the DOS, where it is considered that the operation of the intersection is constrained, are:
. 0.80 (80%) for un-signalised intersections; . 0.85 (85%) for roundabouts; . 0.90 (90%) for signalised intersections.
A DOS exceeding these values indicates that the intersection is exceeding its practical capacity. Above these values, users of the intersection are likely to experience unsatisfactory queuing and delays.
The intersection layout diagrams produced by the SIDRA model represent the ability to queue at the intersection and will not necessarily reflect marked lanes. For example Morris Avenue is a very wide road and even though lanes aren‟t marked at the intersections, the ability exists for cars to queue side by side. This situation has been modelled as separate approach lanes in SIDRA. The length of the modelled approach lane is noted on the intersection diagram.
The SIDRA electronic files have been provided to the Gladstone Regional Council.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 17 Calliope Township Traffic Study
5.2 IBBOTSON ROAD/DAWSON HIGHWAY INTERSECTION
The existing intersection of Ibbotson Road and the Dawson Highway is a priority, four way intersection with the major movement along the Dawson Highway. An access to a retirement village forms the western leg. The layout of the intersection is shown below on Figure 5.1 with the results of the SIDRA analysis of this intersection shown in Table 5.1.
Figure 5.1 Ibbotson Road/Dawson Highway Intersection - Existing Layout
Table 5.1 Ibbotson Road/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.20 2 sec 2m 0.17 2 sec 2m 2035 With Half Development 1.00 34 sec 94m 1.00 23 sec 90m
The analysis results show that whilst the intersection currently operates comfortably within desirable performance levels, an upgrade would be required prior to the “half development” scenario occurring.
An interim signalised intersection has been assessed, which provides for dedicated right turn slots on the Dawson Highway in both directions. It is noted that this form would require minor realignment of the Caravan Park access road as the current offset arrangement may not be acceptable in a signalised form.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 18 Calliope Township Traffic Study
The interim form as modelled in SIDRA Intersection is depicted on Figure 5.2 and the results tabulated in Table 5.2.
Figure 5.2 Ibbotson Road/Dawson Highway Intersection –Interim Signalised Layout
Table 5.2 Ibbotson Road/Dawson Highway Intersection – Interim Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2035 With Half Development 0.67 15 sec 233m 130 sec 0.90 23 sec 469m 130 sec 2059 With Full Development 1.02 68 sec 906m 130 sec 1.48 518 sec >4km 130 sec
To cater for the “Full Development” scenario, additional stand up lanes will be required on the Dawson Highway. This ultimate form and the associated analysis results are provided on Figure 5.3 and in Table 5.3, respectively.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 19 Calliope Township Traffic Study
Figure 5.3 Ibbotson Road/Dawson Highway Intersection –Ultimate Signalised Layout
Table 5.3 Ibbotson Road/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2059 With Full Development 0.81 19 sec 297m 120 sec 0.74 16 sec 315m 150 sec
Whilst the existing location of the Ibbotson Road intersection may be impacted upon by the future construction of the Bruce Highway/Dawson Highway grade separated interchange, it is important to note that the key point is the required form of the signalised intersection providing connectivity to the developments on either side of the Dawson Highway, rather than the exact location of the intersection.
5.3 DRYNAN DRIVE/DAWSON HIGHWAY INTERSECTION
The existing intersection of Drynan Drive and the Dawson Highway is a cross roads priority control intersection with the major movement along the Dawson Highway. The layout of the intersection is shown below on Figure 5.4 with the results of the SIDRA analysis of this intersection shown in Table 5.4.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 20 Calliope Township Traffic Study
Figure 5.4 Drynan Drive/Dawson Highway Intersection - Existing Layout
Table 5.4 Drynan Drive/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.24 5 sec 9m 0.19 5 sec 7m 2035 With Half Development >7 >2,000 sec >3km >2 269 sec 1,309m
The assessment confirms that the existing intersection form will be insufficient to cater for the Half Development scenario.
An interim signalised form which includes dedicated right turn slots on the Dawson Highway and free left turn slip lanes on the northern and western legs has been devised, as shown on Figure 5.5. This form also includes duplication of the Dawson Highway south of the intersection through to Don Cameron Drive due to upstream and downstream capacity requirements between the two intersections. The results of the analysis of this form are presented in Table 5.5.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 21 Calliope Township Traffic Study
Figure 5.5 Drynan Drive/Dawson Highway Intersection –Interim Signalised Layout
Table 5.5 Drynan Drive/Dawson Highway Intersection – Interim Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2035 With Half Development 0.86 34 sec 277m 110 sec 0.85 30 sec 317m 120 sec 2059 With Full Development 1.22 213 sec 1,924m 150 sec 1.31 256 sec >3km 150 sec
The analysis shows that further capacity will be required at the intersection to accommodate the Full Development scenario. The ultimate intersection form is shown on Figure 5.6 and the resulting SIDRA Intersection performance summary included in Table 5.6.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 22 Calliope Township Traffic Study
Figure 5.6 Drynan Drive/Dawson Highway Intersection – Ultimate Signalised Layout
Table 5.6 Drynan Drive/Dawson Highway Intersection –Ultimate Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2059 With Full Development 0.88 39 sec 321m 120 sec 0.77 26 sec 280m 140 sec
5.4 DON CAMERON DRIVE/DAWSON HIGHWAY INTERSECTION
The existing intersection of Don Cameron Drive and the Dawson Highway is a T-junction priority intersection with the major movement along the Dawson Highway. The layout of the intersection is shown below on Figure 5.7 with the results of the SIDRA analysis of this intersection is shown in Table 5.7.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 23 Calliope Township Traffic Study
Figure 5.7 Don Cameron Drive/Dawson Highway Intersection - Existing Layout
Table 5.7 Don Cameron Drive/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.11 1 sec 4m 0.16 3 sec 2m 2035 With Half Development >4 822 sec 2km 1.83 84 sec 483m
The analysis confirms that the intersection will require upgrading prior to Half Development being achieved. A signalised intersection which includes dedicated right turn slots on the Dawson Highway and duplication of all approach and departure legs is depicted on Figure 5.8. The results of the analysis of this intersection are provided in Table 5.8.
Consideration of how the upgraded intersection form impacts upon the nearby Don Cameron Drive/Herbertson Road intersection is necessary as the latter is located less than 30m to the east. Herbertson Road is partially sealed and provides access to only a few properties. Realignment of Herbertson Road to the east (where it intersects with Don Cameron Drive) may be required to provide sufficient intersection spacing.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 24 Calliope Township Traffic Study
Figure 5.8 Don Cameron Drive/Dawson Highway Intersection – Interim Signalised Layout
Table 5.8 Don Cameron Drive/Dawson Highway Intersection – Interim Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2035 With Half Development 0.54 18 sec 102m 80 sec 0.67 17 sec 121m 110 sec 2059 With Full Development 0.97 42 sec 359m 90 sec 1.00 29 sec 306m 120 sec
The results show that the interim form will require additional upgrades to cater for Full Development in the AM and PM peak hours.
An ultimate upgrade form which provides an additional right turn slot on the Don Cameron Drive approach is depicted on Figure 5.9. The assessment results shown in Table 5.9 confirm that this form will cater for Full Development traffic.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 25 Calliope Township Traffic Study
Figure 5.9 Don Cameron Drive/Dawson Highway Intersection – Ultimate Signalised Layout
Table 5.9 Don Cameron Drive/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2059 With Full Development 0.70 20 sec 129m 70 sec 0.85 23 sec 191m 80 sec
5.5 LIGHTNING STREET/DAWSON HIGHWAY INTERSECTION
The existing intersection of Lightning Street and the Dawson Highway is a T-junction priority intersection with the major movement along the Dawson Highway. The existing intersection form as modelled in SIDRA Intersection and shown on Figure 5.10 has been analysed. The SIDRA results for this intersection are shown in Table 5.10.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 26 Calliope Township Traffic Study
Figure 5.10 Lightning Street/Dawson Highway Intersection - Existing Layout
Table 5.10 Lighting Street/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.17 1 sec 11m 0.17 1 sec 9m
The intersection will change to a signalised cross road intersection when the western leg is constructed to provide access to adjacent development. To determine the trigger point for intersection upgrading irrespective of the development, the four-way cross roads shown on Figure 5.11 has been modelled, with the results presented in Table 5.11. The analysed form includes duplication of the Dawson Highway on the northern approach and departure legs due to upstream and downstream capacity requirements at both the intersection and the Don Cameron Drive intersection to the north.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 27 Calliope Township Traffic Study
Figure 5.11 Lighting Street Dawson Highway Intersection – Interim Signalised Layout
Table 5.11 Lighting Street/Dawson Highway Intersection – Interim Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2035 With Half Development 0.71 34 sec 148m 100 sec 0.76 34 sec 227m 120 sec 2059 With Full Development 0.81 35 sec 244m 120 sec 0.81 34 sec 321m 140 sec
Whilst the interim signalised form will also provide sufficient capacity to accommodate volumes under the Full Development scenario, by that stage duplication of the southern leg would be required due to daily volume capacity requirements. The resultant form depicted on Figure 5.12 has been analysed to confirm acceptable operation, the results of which are provided in Table 5.12.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 28 Calliope Township Traffic Study
Figure 5.12 Lighting Street/Dawson Highway Intersection – Ultimate Signalised Layout
Table 5.12 Lighting Street/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2059 With Full Development 0.74 34 sec 189m 110 sec 0.77 34 sec 207m 110 sec
5.6 MUIRHEAD STREET/DAWSON HIGHWAY INTERSECTION
The existing intersection of Muirhead Street and the Dawson Highway is a T-junction priority intersection with the major movement along the Dawson Highway. The layout of the intersection is shown below on Figure 5.13 with the results of the SIDRA analysis of this intersection shown in Table 5.13.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 29 Calliope Township Traffic Study
Figure 5.13 Muirhead Street/Dawson Highway Intersection - Existing Layout
Table 5.13 Muirhead Street/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.16 3 sec 11m 0.18 3 sec 7m 2035 With Half Development 1.38 52 sec 256m 1.00 17 sec 65m
The results show that the existing intersection form will be insufficient to cater for Half Development volumes. An interim unsignalised form has been devised, which includes:
. dedicated right and left turn slots on the Dawson Highway; . provision of a median sufficiently wide to allow vehicles turning right from Muirhead to prop in the middle of the intersection clear of through traffic and complete the movement in two stages.
The interim form is shown on Figure 5.14. Analysis results for this intersection form are presented in Table 5.14.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 30 Calliope Township Traffic Study
Figure 5.14 Muirhead Street/Dawson Highway Intersection – Interim Upgraded Layout
*Note that the above figure is the SIDRA Intersection representation of the two-stage right turn manoeuvre and does not represent the physical intersection layout.
Table 5.14 Muirhead Street/Dawson Highway Intersection – Interim Upgraded SIDRA Summary AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2035 With Half Development 0.44 3 sec 16m 0.42 2 sec 10m 2059 With Full Development 0.79 5 sec 28m 0.66 4 sec 21m
The analysis results show that this form would cater for forecast traffic volumes through to Full Development of the township.
Nonetheless, daily link capacity requirements will ultimately require duplication of the highway, as shown on Figure 5.15.The results presented in Table 5.15 confirm that the staged right turn form will still provide an acceptable level of service for the future duplication.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 31 Calliope Township Traffic Study
Figure 5.15 Muirhead Street/Dawson Highway Intersection - Ultimate Upgraded Layout
*Note that the above figure is the SIDRA Intersection representation of the two-stage right turn manoeuvre and does not represent the physical intersection layout.
Table 5.15 Muirhead Street/Dawson Highway Intersection - Ultimate Upgraded SIDRA Summary AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2059 With Full Development 0.69 4 sec 23m 0.66 4 sec 21m
5.7 BLOOMFIELD STREET/DAWSON HIGHWAY INTERSECTION
The existing intersection of Bloomfield Street and the Dawson Highway is a T-junction priority intersection with the major movement along the Dawson Highway. The layout of the intersection is shown below on Figure 5.16 with the results of the SIDRA analysis of this intersection shown in Table 5.16.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 32 Calliope Township Traffic Study
Figure 5.16 Bloomfield Street/Dawson Highway Intersection - Existing Layout
Table 5.16 Bloomfield Street/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.13 4 sec 6m 0.12 4 sec 6m 2035 With Half Development 0.62 7 sec 42m 0.41 4 sec 49m 2059 With Full Development 1.44 99 sec 628m 0.91 13 sec 92m
Whilst the analysis results demonstrate that the existing intersection form can operate adequately under Half Development traffic volumes, it is noted that the form of the right turn arrangement (shared right turn/through lane) from the Dawson Highway is not considered to be ideal and is no longer recommended by design guidelines.
The Bloomfield Street/Dawson Highway intersection is impacted by poor visibility looking north towards the rail bridge. Therefore an alternate intersection treatment has been investigated and this includes restricting the intersection operation to left in/left out turns with right turn movements into the precinct occurring at the nearby Sutherland Street/Taragoola Road/Dawson Highway intersection (which in turn will require signalisation at the Half Development scenario). Pujolas Street connects Sutherland Street with Bloomfield Street and both Pujolas Street and Sutherland Street would be classified as major collectors in recognition of their function. Bloomfield Street between Pujolas Street and the Dawson Highway would be classified as a minor collector street. Figure 5.17 below indicates the proposed upgraded layout with Table 5.17 showing the SIDRA results of the analysis.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 33 Calliope Township Traffic Study
Figure 5.17 Bloomfield Street/Dawson Highway Intersection – Left in/Left out Layout
Table 5.17 Bloomfield Street/Dawson Highway Intersection – Interim Upgraded SIDRA Summary AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2035 With Half Development 0.33 2 sec 10m 0.43 1 sec 4m 2059 With Full Development 0.60 3 sec 23m 0.54 1 sec 8m
The assessment results show conversion of the intersection to a left in/left out form will give satisfactory performance with Full Development volumes.
5.8 SUTHERLAND STREET/TARAGOOLA ROAD/DAWSON HIGHWAY INTERSECTION
The existing intersection of Sutherland Street and Taragoola Road with the Dawson Highway operates as a cross roads intersection with priority to the major movement along the Dawson Highway. The layout of the intersection is shown below on Figure 5.18 with the results of the SIDRA analysis of this intersection shown in Table 5.18.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 34 Calliope Township Traffic Study
Figure 5.18 Sutherland Street/Taragoola Road/Dawson Highway Intersection - Existing Layout
Table 5.18 Sutherland Street/Taragoola Road/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.07 5 sec 3m 0.09 6 sec 4m 2035 With Half Development 0.97 22 sec 94m 0.80 13 sec 69m 2059 With Full Development 2.26 251 sec 892m 2.26 223 sec 800m
The analysis results demonstrate that an upgraded form will be required to provide sufficient operational capacity for the Half Development scenario. A signalised form with dedicated right turn slots on the Dawson Highway has been considered. The interim layout is depicted on Figure 5.19. The results of the analysis of this intersection form are included in Figure 5.19. As discussed in Section 5.7, this intersection form includes right turning vehicles diverted from the Dawson Highway/Bloomfield Street intersection.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 35 Calliope Township Traffic Study
Figure 5.19 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Interim Signalised Layout
Table 5.19 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Interim Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2035 With Half Development 0.77 35 sec 147m 90 sec 0.70 30 sec 120m 80 sec 2059 With Full Development 0.84 41 sec 234m 110 sec 0.78 36 sec 171m 100 sec
Whilst the results demonstrate that the interim intersection form operate satisfactorily under Full Development volumes, daily link capacity requirements will require duplication of the Dawson Highway between the two intersections, as shown on Figure 5.20. Analysis of the resultant ultimate intersection form at Sutherland Street confirms acceptable operation under the Full Development scenario, as outlined in Table 5.20.
Whilst queue lengths on the northern approach will extend to Bloomfield Street in a number of scenarios for both the interim and ultimate signalised forms of the Sutherland Street intersection, this will not pose a problem due to the left in/left out configuration at the Bloomfield Street intersection.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 36 Calliope Township Traffic Study
Figure 5.20 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Ultimate Signalised Layout
Table 5.20 Sutherland Street/Taragoola Road/Dawson Highway Intersection – Ultimate Signalised SIDRA Summary AM Peak PM Peak Scenarios 95th %le Cycle 95th %le Cycle DOS Delay DOS Delay Queue Time Queue Time 2059 With Full Development 0.82 43 sec 258m 130 sec 0.89 39 sec 145m 100 sec
5.9 NEW ROAD/DAWSON HIGHWAY INTERSECTION
The proposed intersection on the western side of the Dawson Highway between Sutherland Street and Ivy Road has been modelled as a T-junction priority intersection with the major movement along the Dawson Highway. The layout of the intersection is shown below on Figure 5.21 with the results of the SIDRA analysis of this intersection shown in Table 5.21. From a capacity perspective additional turn lanes are not required but from a road safety perspective they should be applied in accordance with the warrants contained within the Road Planning and Design Manual. Analysis has confirmed that a type AUL(S) and CHR right turn treatment is required to serve the ultimate development.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 37 Calliope Township Traffic Study
Figure 5.21 New Road/Dawson Highway Intersection - Proposed Layout
Table 5.21 New Road/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2035 With Half Development 0.26 4 sec 9m 0.22 4 sec 7m 2059 With Full Development 0.37 4 sec 17m 0.28 4 sec 9m
The tabulated results confirm that the analysed intersection form will provide sufficient operational capacity for Full Development volumes.
5.10 IVY ROAD/DAWSON HIGHWAY INTERSECTION
The intersection of Ivy Road with the Dawson Highway is a priority T-junction intersection with all legs having a single approach and departure lane. The layout for this intersection is shown below on Figure 5.22 with the results of the SIDRA analysis displayed in Table 5.22.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 38 Calliope Township Traffic Study
Figure 5.22 Ivy Road/Dawson Highway Intersection - Existing Layout
Table 5.22 Ivy Road/Dawson Highway Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2059 With Full Development 0.36 5 sec 16m 0.17 4 sec 9m
The assessment results show that the existing intersection form will operate well within commonly accepted operational thresholds under the Full Development scenario. It is however noted that the existing intersection form provides for only basic turn arrangements. An upgraded intersection form which provides for short form channelised right and auxiliary left turn arrangements, as shown on Figure 5.23, would provide for higher levels of safety at this location. The results tabulated in Table 5.23 confirm that the upgraded form would continue to provide suitable levels of intersection performance.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 39 Calliope Township Traffic Study
Figure 5.23 Ivy Road/Dawson Highway Intersection – Ultimate Upgraded Layout
Table 5.23 Ivy Road/Dawson Highway Intersection - Ultimate Upgraded SIDRA Summary AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2035 With Half Development 0.21 4 sec 8m 0.10 4 sec 3m 2059 With Full Development 0.35 5 sec 15m 0.16 4 sec 5m
5.11 MORRIS AVENUE/DRYNAN DRIVE INTERSECTION
The existing intersection of Morris Avenue and Drynan Drive is a T-junction priority intersection with the priority movement along Morris Avenue. The approach roads to this intersection are wide hence there is sufficient space for vehicles to queue side by side on Drynan Drive and for turning vehicles on Morris Avenue to queue without undue interference to through lane traffic movement; hence the intersection has been modelled to reflect the above situation. The layout of the intersection is shown below on Figure 5.24 with the results of the SIDRA analysis shown in Table 5.24.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 40 Calliope Township Traffic Study
Figure 5.24 Morris Avenue/Drynan Drive Intersection - Existing Layout
Table 5.24 Morris Avenue/Drynan Drive Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.07 8 sec 2m 0.09 8 sec 3m 2035 With Half Development 0.35 9 sec 12m 0.37 9 sec 14m 2059 With Full Development 0.55 11 sec 29m 0.52 10 sec 27m
The analysis results show that the existing intersection form will cater for Full Development volumes.
5.12 MORRIS AVENUE/DON CAMERON DRIVE
The existing intersection of Morris Avenue and Don Cameron Drive is a T-junction priority intersection with the major movement along Don Cameron Drive. The Morris Avenue approach to this intersection is wide hence there is sufficient space for vehicles to queue side by side; hence the intersection has been modelled to reflect this arrangement. The layout of the intersection is shown below on Figure 5.25 with the results of the SIDRA analysis shown in Table 5.25.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 41 Calliope Township Traffic Study
Figure 5.25 Morris Avenue/Don Cameron Drive Intersection - Existing Layout
Table 5.25 Morris Avenue/Don Cameron Drive Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2011 Background 0.01 6 sec 0m 0.05 6 sec 2m 2035 With Half Development 0.24 5 sec 7m 0.17 5 sec 3m 2059 With Full Development 2.81 727 sec 2km 1.09 30 sec 146m
The analysis results show that an upgraded intersection form will be required to cater for Full Development volumes. A roundabout form has been assessed as shown on Figure 5.26, with the results presented in Table 5.26.
Figure 5.26 Morris Avenue/Don Cameron Drive Intersection - Upgraded Layout
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 42 Calliope Township Traffic Study
Table 5.26 Morris Avenue/Don Cameron Drive Intersection - SIDRA Analysis Results AM Peak PM Peak Scenarios 95th %le 95th %le DOS Delay DOS Delay Queue Queue 2059 With Full Development 0.82 13 sec 94m 0.62 8 sec 51m
The results confirm that the roundabout form will cater for Full Development volumes.
5.13 SUMMARY
The intersection treatments and triggers for the upgrades are summarised in Table 5.27.
Table 5.27 Summary of Intersection Treatments Intersection Treatment Upgrade Trigger* Comment Connect retirement village Ibbotson Road/Dawson Signals 37% Development (2027) into intersection when Highway signalised. Drynan Drive/Dawson Highway Signals 8% Development (2015) Don Cameron Drive/Dawson Signals 18% Development (2020) Highway 31% Development (2026) Lightning Street/Dawson or when western Signals Highway development site connects. Muirhead Street/Dawson Seagull “two stage right 39% Development (2030) Highway turn” treatment Bloomfield Street/Dawson When Sutherland Street Signals Highway intersection is signalised. Sutherland Street/Taragoola Signals 46% Development (2033) Road/Dawson Highway When western AUL(S) and CHR New Road/Dawson Highway Auxiliary turn lanes development sites treatments are connect. recommended. When eastern AUL and CHR treatments Ivy Road/Dawson Highway Auxiliary turn lanes development sites are recommended. connect. Morris Avenue/Drynan Drive None Morris Avenue/Don Cameron Roundabout 62% Development (2041) Drive *Note that the upgrade triggers are indicative only and are based on the assumption that 50% development of the catchment would occur by 2035 and 100% development by 2059.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 43 Calliope Township Traffic Study
6 MID-BLOCK CAPACITY
The trigger for a four lane treatment varies according to road authority but is generally deemed to be when traffic levels reach 14,000 – 18,000vpd; however, there will be instances when upgrading could occur with less traffic and this often coincides with the need to undertake major rehabilitation works on existing pavements. A reasonable amount of time could be required to plan the works and it is suggested that planning commence when traffic volumes exceed 10,000vpd. This will allow time for preliminary planning work, business cases to be prepared, resumptions to be organised and final design undertaken. It is predicted that by 100% development (estimated at around year 2059) the full length of the Dawson Highway from Ibbotson Road to Taragoola Road will exceed 14,000vpd. This is illustrated on Figure 6.1.
Note that the intersection analysis has indicated that a number of intersections will require six through lanes on the Dawson Highway to accommodate future volumes.
Figure 6.1 Four Lane Treatments
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 44 Calliope Township Traffic Study
7 WALK AND CYCLE PLAN
7.1 OPPORTUNITIES AND CONSTRAINTS
Calliope currently has off street paths located at:
. Taragoola Road, between the Dawson Highway and Vallis Street; . the Dawson Highway, between Bloomfield Street and Ord Road; . a path runs from Mulligan Crescent, crosses Central Avenue and runs parallel to Monterey Way with connections back to that street.
However, there is a notable lack of footpaths on residential streets and pedestrians were observed walking on major streets (refer Figure 7.1).
Figure 7.1 Pedestrians using Bloomfield Street
The township is relatively compact with key facilities including the school and shopping centre located in the centre of Calliope. Figure 7.2 shows the development potential within a 2km and 3km radius of the town centre.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 45 Calliope Township Traffic Study
Figure 7.2 2km and 3km radius from Town Centre
The radial development from the town centre with low density residential development concentrated within a 2km radius provides a good opportunity to develop walk and cycle links between residential areas and the school, business centre and government offices. A pedestrian can generally walk 2km in 20 to 30 minutes.
Constraints are imposed by the railway line that runs north-south and restricts crossing points to three locations. The Dawson Highway is grade separated from the railway line and a bridge with pedestrian facilities provides access over the railway line with an underpass beneath the bridge to provide access across the Dawson Highway (refer Figure 7.3). These facilities are in close proximity to the school.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 46 Calliope Township Traffic Study
Figure 7.3 Pedestrian facilities across railway line and beneath the Dawson Highway
Constraint is also imposed by the Dawson Highway which is currently characterised by a lack of cross road pedestrian facilities. With the exception of the pedestrian underpass there is no facility that gives priority to pedestrians and cyclists.
The rolling topography of Calliope may prove an impediment to walking and cycling but there are also many areas within the township that are relatively flat.
7.2 WALK AND CYCLE PLAN
The walk and cycle plan has been developed using a hierarchy of routes. This has been based on the approach that higher order generators and attractors require higher order connections. The hierarchy proposed includes:
. Intracity Routes – these provide the overall framework for the network and cater primarily for longer distance recreation and commuter trips; . Suburban Routes – these provide links between suburbs and district level attractors. They supplement the intracity routes and support the local routes; . Local Routes – these routes serve local destinations and are generally lower order connections.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 47 Calliope Township Traffic Study
The development of Calliope has centred on the Dawson Highway with street connections radiating out from the highway to connect to the adjacent suburbs. An intracity route is therefore proposed along the Dawson Highway with suburban routes connecting the suburbs to the intracity route. Local routes are also proposed and these connect to the suburban routes but may also provide recreational opportunities for residents. The walk and cycle plan is shown on Figure A.4 at Appendix A.
7.3 WALK AND CYCLE INFRASTRUCTURE
Bicycle facilities need to be designed in recognition of the different types of user. Many experienced recreational and commuter cyclists often travel at higher speeds and wish to ride on the street network. At lower traffic volumes these cyclists can mix with the street traffic but on major roads bike lanes are recommended. Other cyclists will prefer an off road facility and these may include recreational cyclists or students. Shared use paths and footpaths are recommended for this type of user.
The facilities recommended vary according to the hierarchy of the walk and cycle network. The following facilities are recommended:
1. Intracity Routes – generally a 3.5m wide shared path one side and a 1.8m footpath the other side of the road. On road bike lanes are recommended. Cross road facilities will include grade separated bridges or underpasses or signalised intersections.
2. Suburban Routes – generally a 2.5m wide shared path one side and a 1.2m footpath the other side. On road bike lanes are recommended. Cross road facilities will typically include pedestrian refuges.
3. Local Routes – where these coincide with major or minor collector streets then generally 1.2m wide footpaths both sides of the street are recommended. Most of these collector streets have the potential to become bus routes. On road bike lanes are generally not required. Cross road facilities will typically include pedestrian refuges. For off street local routes a 2m shared path is recommended.
7.4 END OF TRIP FACILITIES
Bicycle parking is recommended in apartment blocks, commercial premises, public buildings and industrial and retail development.
Determination of bicycle parking requirements is best undertaken based on land use. The Queensland Cycle Strategy notes that large regional Queensland cities have higher rates of cycling than South East Queensland, some cities as high as 8%. The target is to increase all cycle trips by 100% by 2021 with cycle trips in Gladstone currently forming 3-5% of the total trips. If a target of 8% of total trips by cycling is accepted and mode shift occurs then it is reasonable to expect bike space be provided equivalent to 8% of the number of car park spaces provided. Both secure (caged) and unsecured (rack) bicycle parking may be required based on the type of development and likely mix of commuter (caged parking required) and other cyclists (typically a 67:33 ratio). Secure parking is recommended for commuter cyclists. Bicycle racks need to be readily accessible, prominently located and designed to Australian Standards.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 48 Calliope Township Traffic Study
Facilities such as showers and lockers will need to be provided for commuter cyclists. A rate of one shower per 10 bicycle spaces and a rate of one bike locker per bike space are commonly used for employees.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 49 Calliope Township Traffic Study
8 CONCLUSION
Cardno Eppell Olsen has been commissioned to undertake a traffic study for the township of Calliope. The intention of the study is to assist Council with its development approval process by gaining a better understanding of road network performance and future traffic impacts.
A four level road hierarchy has been identified based on the functional objectives of each element within each level of the hierarchy. The four levels are arranged in terms of an increasing degree of detail with respect to functional objectives i.e. purpose, function, management and design.
There are a number of constraints that complicate the application of the “Four Level Road Hierarchy” principles to Calliope. These include:
. the Monto railway line provides a constraint to the provision of east-west street connections within Calliope. The assumption is that no further at grade crossings will be permitted due to the road safety issues and that the cost of providing grade separated street crossings will be prohibitive; . Gladstone Regional Council and DTMR have agreed that the future bypass road will not have any road connections into Calliope. The opportunity to use the bypass road as an alternate arterial road is therefore lost; . no further road connections will be permitted to the Bruce Highway. This precludes the development of a sub-arterial connection through the eastern section of Calliope parallel to the Dawson Highway; . historical development patterns have been centred on the Dawson Highway and development has proceeded to the extent that the development of sub-arterial routes is constrained to a large degree by existing development.
The preclusion of future road connections to the proposed bypass road and additional connections to the Bruce Highway has the effect of directing all Calliope traffic onto the Dawson Highway creating a spinal arterial network rather than the ideal grid network. The outcome will be the need to create some major intersections (up to six lanes through some intersections) and provide additional lane capacity along the Dawson Highway (up to four lanes).
The road hierarchy proposed for Calliope is shown on Figure A.3 at Appendix A. Alignments on greenfield sites are only indicative and are subject to further refinement during the development approval process. There is only one arterial road proposed and that is the Dawson Highway. A large number of major and minor collector streets connect directly to this arterial road and ideally the majority of connections would occur through sub-arterial roads. In most areas the latter cannot be achieved and this is a reflection of the constraints imposed by existing development.
The residential development potential of Calliope has been determined based upon a number of assumptions including areas that will be developed as low density residential and rural residential. A number of development applications have been lodged for residential development within the study area and are in various stages of approval. These have been considered when determining residential development potential but in some cases the development assumptions do not reflect current development intentions. The residential development potential outlined in this report is for the purposes of predicting future traffic generation and is not intended as a constraint on development, such development being subject to the planning scheme process.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 50 Calliope Township Traffic Study
Intersection analysis using SIDRA has been undertaken for the intersections along the Dawson Highway and also Morris Avenue where it intersects with Drynan Drive and Don Cameron Drive. For the purposes of intersection analysis, ultimate development has been assumed to consist of 5,467 lots (including existing). To determine a nominal year for this expected ultimate development, Council and the Department of Transport and Main Roads have agreed on a growth rate of 95 lots per year. Through traffic along the Dawson Highway and external to Calliope is assumed to grow at a rate of 3% per annum. The growth rate results in an ultimate development year of 2059; however, it is noted that the year is particularly sensitive to changes in growth and as such, triggers for upgrades have been established based on through traffic volumes.
The intersection treatments and triggers for intersection upgrades are summarised in Table 8.1.
Table 8.1 Summary of Intersection Treatments Intersection Treatment Upgrade Trigger* Ibbotson Road/Dawson Highway Signals 37% Development (2027) Drynan Drive/Dawson Highway Signals 8% Development (2015) Don Cameron Drive/Dawson Highway Signals 18% Development (2020) Lightning Street/Dawson Highway 31% Development (2026) or when western Signals development site connects. Muirhead Street/Dawson Highway Seagull “two stage right 39% Development (2030) turn” treatment Bloomfield Street/Dawson Highway When Sutherland Street intersection is Signals signalised. Sutherland Road/Taragoola Road/Dawson Signals 46% Development (2033) Highway New Road/Dawson Highway Auxiliary turn lanes When western development sites connect. Ivy Road/Dawson Highway Auxiliary turn lanes When eastern development sites connect. Morris Avenue/Drynan Drive None Morris Avenue/Don Cameron Drive Roundabout 31% Development (2041) *Note that the upgrade triggers are indicative only and are based on the assumption that 50% development of the catchment would occur by 2035 and 100% development by 2059.
An assessment of mid-block capacity has been made. The trigger for a four lane treatment varies according to the road authority but is generally deemed to be when traffic levels reach 14,000 – 18,000vpd; however, there will be instances when upgrading could occur with less traffic and this often coincides with the need to undertake major rehabilitation works on existing pavements. It is predicted that by 2059 (or 100% developed) the full length of the Dawson Highway from Ibbotson Road to Taragoola Road will exceed 14,000vpd and a four lane treatment will need to have been implemented. Note that some intersection upgrades will require six lanes on the Dawson Highway.
A walk and cycle plan for Calliope has been developed. The radial development of Calliope from the town centre with low density residential development concentrated within a 2km radius provides a good opportunity to develop walk and cycle links between residential areas and the school, business centre and government offices. A hierarchy of walk and cycle routes has been developed based on the approach that higher order generators and attractors require higher order connections. The hierarchy proposed includes intracity routes, suburban routes and local routes with walk and cycle facilities recommended according to the hierarchy.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 51 Calliope Township Traffic Study
The information contained within this report could be used as a key input to the development of priority infrastructure plans and an infrastructure charges policy.
CEB06045 Version 1 23.03.2012 CEB06045 Calliope Traffic Study Report 20120323.docx Page 52
Appendix A
Figures
A.1 A.1 CEB06045 CEB06045 20/12/2011 20/12/2011 A.1 A.1 CEB06045 CEB06045 20/12/2011 20/12/2011 FIGURE NO. FIGURE NO. PROJECT NO. PROJECT NO. DATE DRAWN: DATE DRAWN: FIGURE NO. FIGURE NO. PROJECT NO. PROJECT NO. DATE DRAWN: DATE DRAWN: RURAL VILLAGE RESIDENTIAL RURAL USE COMMUNITY OPEN SPACE & RECREATION INDUSTRY LOCAL FORESTRY INFRASTRUCTURE MAJOR Study Boundary ZonesLegend
T
E
E
R
T
S
M
O
T
E
E C R
T
S
K C
I
D
E
N R N E B O
M
E E
V V
I I
R R
D D D
A
N N
O
A O
R
N R
Y
D E
D
A
O
R R
R N
M O S
T
R
E B D R E O A H
C
N
O
D
T
E
E
R
T
S
D
A E
H R I U M AD RO OLA GO ARA Y T A W H IG T H E E E C R U T R S B
D
L
T E E I E F
M TR O S R O E L H B C R
A
Y
A
W
H
D
A
O R
E G K
O I
O H
H
N
O
S
W
A D Calliope Traffic Study Calliope Traffic Study Study Area and Town Planning Zones Study Area and Town Planning Zones Study Area and Town Planning Zones Study Area and Town Planning Zones Calliope Traffic Study Calliope Traffic Study
PROJECT TITLE: PROJECT TITLE: DRAWING TITLE: DRAWING TITLE: PROJECT TITLE: PROJECT TITLE: DRAWING TITLE: DRAWING TITLE:
D
A
O
R
E
W
O
T S DA 06/0040 70 lots
226 Lots Low Density Residential
24 Lots Rural Residential
187 lots Low Density Residential
124 Lots Low Density Residential
22 Lots Rural Residential
28 Lots Rural Residential 56 Lots Low Density Residential 37 Lots Rural 61 Lots Rural Residential Residential 475 Lots Low Density Residential 8 Lots Rural Residential
19 Lots Rural Residential 563 lots if used as low density residential 796 Lots Low Density Residential 188 Lots Low Density Residential
39 Lots Rural Residential
10 Lots Rural Residential
21 Lots Rural Residential 81Lots Rural Residential
67 Lots Rural Residential 41 Lots Rural Residential 23 Lots Rural Residential
218 Lots Rural Residential
Legend
Rural Residential
Low Density Residential
Study Boundary
Q100 Levels
PROJECT TITLE: FIGURE NO. Calliope Traffic Study A.2 DRAWING TITLE: PROJECT NO. Development Assumptions CEB06045 DATE DRAWN: 16/03/2012 LEGEND HIGHWAY URBAN ARTERIAL RURAL ARTERIAL CONTROLLED DISTRIBUTOR MAJOR COLLECTOR MINOR COLLECTOR Note: Alignments are indicative only and are expected to be refined during the DA process.
PROJECT TITLE: FIGURE NO. Calliope Traffic Study A.3 DRAWING TITLE: PROJECT NO. Road Hierarchy CEB06045 DATE DRAWN: 21/12/2011 Walk and Cycle Plan Legend Intra City Suburban Local
PROJECT TITLE: FIGURE NO. Calliope Traffic Study A.4 DRAWING TITLE: PROJECT NO. Walk and Cycle Plan CEB06045 DATE DRAWN: 21/03/2012
Appendix B
Road Hierarchy
CALLOPE TOWNSHIP TRAFFIC STUDY
Table B.1 Road Hierarchy Levels and Objectives – Urban Areas LEVEL 1: PURPOSE Road Street to carry through traffic. to provide local property access; to collect local traffic. LEVEL 2: FUNCTION Arterial Road Sub Arterial Road Collector Street Local Street through traffic movements across town; through traffic between arterial roads; carry traffic having a trip end within the specific area; direct access to properties; longer distance strategic traffic movements; connections between local areas and arterial roads; direct access to properties; pedestrian movements; primary connection between suburbs and employment, access to public transport; access to public transport; local cycle movements. economic, education or entertainment centres; through movement of public transport; pedestrian movements; line haul public transport task; regional – local cycle movements; local cycle movements. primary freight and dangerous goods routes; pedestrian movements. regional cycle movements. LEVEL 3: MANAGEMENT Highway Arterial Arterial Main Traffic Controlled Sub Arterial Main Major Collector Minor Collector Access Street Access Place Street Distributor Distributor Street
The aim of management policies for these categories will be to facilitate:-
longer distance longer distance longer distance connection of connection of connection of local connection of local and/or connection of local access to individual access to individual traffic traffic traffic local areas to local areas to areas to arterial minor collector streets streets with traffic adjacent properties; adjacent properties. movements movements movements; arterial roads; arterial roads; roads; with traffic carrying roads; carrying roads; connection to other local between towns; between access to through access to access to access to grouped/ access to individual streets. regionally and suburbs and commercial movements properties commercial commercial properties adjacent properties. nationally other centres. properties; between (certain cases). properties; and community facilities. significant car parking; arterial roads. Treatment may car parking; movements. pedestrian control some pedestrian movements. aspects of traffic movements. Treatment may operation to Treatment may involve ameliorate involve preservation preservation of impacts. of aspects of local aspects of local amenity in balance amenity in with traffic operation. balance with traffic operation LEVEL 4: DESIGN according to relevant guidelines and codes including Council Development Manual, AUSTROADS Guides, Complete Streets, AMCORD, Australian Standards.
CALLOPE TOWNSHIP TRAFFIC STUDY
Table B.2 Road Hierarchy Desirable Performance Criteria – Urban Areas Criterion Road Street Arterial Road Sub Arterial Road Collector Street Local Street Highway Arterial Arterial Main Traffic Controlled Sub Arterial Major Collector Minor Collector Access Street Access Place Street Distributor Distributor Main Street
Functional Characteristics Dominant linkage Regional Metropolitan Metropolitan/site Specific area Specific area Specific Environmental Environmental cell Sites Sites s area/sites cell Traffic carrying function Volumes not Volumes not <20,000vpd Volumes not <10,000vpd <10,000vpd <6,000vpd <3,000vpd <750vpd <150vpd restricted restricted restricted Residential access Nil Nil Site specific Nil desirable, Accepted with Site specific Consolidated Individual Individual Individual function accept conditions consolidated Commercial access Nil Nil Site specific Consolidated Consolidated Site specific Direct possible for Individual Individual Individual function large sites Industrial access function Nil Nil Nil Nil Nil Nil Direct possible for Individual Individual Individual large sites Traffic speed environment >=100km/h 70-80km/h 40-50km/h 60-80km/h May be controlled to 40-50km/h 60km/h 50km/h <=40km/h <=25km/h 50-70km/h Heavy vehicle movement Primary freight Primary/secondar Should bypass Secondary Should bypass Should bypass Access only Access only Access only Access only routes y freight routes except for routes except for access except for access access Dangerous goods Primary routes Nominated routes Inappropriate Nominated Nominated routes Inappropriate Inappropriate Inappropriate except Inappropriate Inappropriate movement only except for routes only only except for except for access for access except for access except for access access access Public transport facilities Line haul, Line haul, priority Bus route Bus route Bus route Bus route Bus route Bus route Nil Nil priority treatments treatments Cycle facilities Trunk Routes, Trunk Routes, Trunk/District Trunk/District Trunk/District routes Trunk/District District/Neighbour District/Neighbourhood Neighbourhood Neighbourhood off carriageway off carriageway or routes, cycle routes cycle cycle lanes on road routes cycle hood routes, cycle routes, marked lanes routes, shared routes, shared cycle lanes on lanes on road lanes on road lanes on road lanes on road not required road space with road space with road cars cars Pedestrian movement Only where Only where Pathways both Only where Pathways both sides Pathways both Pathways both Generally one side Generally nil Nil facilities linkage required, linkage required, sides linkage required, sides sides separate from pathways pathways road
CALLOPE TOWNSHIP TRAFFIC STUDY
Table B.2 (continued) Road Hierarchy Desirable Performance Criteria – Urban Areas Criterion Road Street
Arterial Road Sub Arterial Road Collector Street Local Street Highway Arterial Arterial Main Traffic Controlled Sub Arterial Major Collector Minor Collector Access Street Access Place Street Distributor Distributor Main Street
Frictional Characteristics Access Control No access No access Selective access Selective Selective access Selective Selective access Individual sites Individual sites Individual sites control access control control access control control Parking Provision Nil Nil Keep clear of Nil Keep clear of Keep clear of Generally nil Kerbside No specific No specific through lanes through lanes through lanes provision provision Bus stopping provision None on road Indented bays Indented bays Indented bays Indented bays Indented bays Indented bays Kerbside No provision No provision where where appropriate where where appropriate where where appropriate appropriate appropriate appropriate Pedestrian crossings Grade Signalised Controlled points Controlled Controlled points Controlled Some controlled Some controlled No specific No specific separated points points points points provision provision Intersection spacing 1-2km highway 500-1000m Site specific 300m 300m Site specific 100m 60m 40m Nil >=2km motorway Intersection treatments Grade Grade Signal/roundabout Signal/roundabo Signal/roundabout Signal/roundabo Roundabout/ Roundabout/ priority Priority Priority separated separated/ ut/priority T /priority T ut/priority T priority signal/roundabo ut Cross section Volume driven, Volume driven, 4 or 2 lanes, Volume driven, 4 or 2 lanes, Generally 2 2 lanes, could be 2 lanes 1 or 2 lanes 1 or 2 lanes divided could be divided could be divided could be divided could be divided lanes divided Impact Characteristics Abutting land use types Non sensitive to Non sensitive, Retail/ Non sensitive to Preferably non Retail/ As specified under As specified under As specified As specified under traffic vehicle commercial traffic sensitive to traffic commercial zoning zoning under zoning zoning associated Land use impact Barriers/buffers/ Buffers/streetsc Streetscaping Streetscaping/ Streetscaping Traffic LATM/ LATM/ LATM/ LATM/ amelioration setbacks aping/setbacks setbacks management/ streetscaping streetscaping streetscaping streetscaping streetscaping * reduced carriageway width can be accepted in special circumstances
CALLOPE TOWNSHIP TRAFFIC STUDY
Table B.3 Road Hierarchy Acceptable Solutions – Urban Areas Criterion Units Road Street Arterial Road Sub Arterial Road Collector Street Local Street Highway Arterial Arterial Traffic Controlled Sub Arterial Major Collector Minor Collector Access Street Access Place Main Street Distributor Distributor Main Street
Design speed km/h > = 100km/h 80km/h (min) 50km (max) 70km/h (min) 70km/h (max) 50km/h 60km/h (max) 50km/h (max) 40km/h (max) 25km/h (max) (max) Reserve width m 50m (min) 40m site specific 30m 30m site specific 24m 17.5m 15m (max) 13.5m (max) Carriageway form form divided could be site specific could be divided could be divided site specific 2 lanes 2 lanes 1 or 2 lanes 1 or 2 lanes divided (could be divided) Through lane or m 3.5m 3.5m site specific 3.5m 3.5m site specific 3.5m 7.5m carriageway 6m carriageway * 5.5m carriageway width carriageway * Verge width m 10m (min) 7.5m (min) site specific 7.5m (min) 7.5m (min) site specific 5.5m (min) 5.0m 4.5m 4.0m Shoulder width m 2.0m (min) 2.0m (min) site specific 2.0m (min) n/a site specific 1.5m (min) n/a n/a n/a Median width m 6m raised 6m raised site specific min. 2.0m 3.0m (min) site specific min. 2.0 Nil Nil Nil 10m 10m (where (where provided) depressed depressed provided) Kerb type type site specific site specific site specific site specific generally barrier site specific generally barrier kerb mountable kerb mountable kerb mountable kerb kerb (subject to (subject to drainage) and channel and channel and channel drainage) Off street path width m shared path shared path site specific shared path pedestrian path site specific pedestrian path 1.2m pedestrian path 1.2m Nil Nil (pedestrian/cycle) 2.5m 2.5m 2.5m 1.2m shared path 2.5m both sides (if provided) shared path 2.5m Bicycle lane width m n/a 2.0 – 2.5m site specific 1.5 - 2.0m 1.5m (min) site specific 1.5m (min) incorporated in in carriageway in carriageway carriageway width On street parking m Nil Nil desirable site specific Nil desirable 2.5m (min) site specific Nil desirable incorporated in in carriageway in carriageway (width, indented) carriageway width or indented or indented Bus stop m Nil clear of site specific clear of clear of site specific indented incorporated in Nil Nil (width, indented) carriageway carriageway carriageway carriageway width Grade - longitudinal % 5% (max) 5% (max) site specific 6% (10% max) 6% (10% max) site specific 10% (16% max) 16% max 16% max 16% max Noise attenuation barriers, barriers, site specific barriers, buffers, barriers, buffers, site specific barriers, buffers, Nil Nil Nil buffers, buffers, landscaping landscaping landscaping landscaping landscaping Appropriateness of not not appropriate not appropriate not appropriate appropriate not normally acceptable acceptable acceptable LATM appropriate appropriate appropriate *reduced carriageway width can be accepted in special circumstances
Appendix C
Traffic Generation and Distribution Data
Half Development
Catchment Number of Lots Daily Rate (trips/lot/day) Daily Volume (vpd) Peak Rate (trips/lot/hour) Peak Traffic Volume (vph) Drynan Dr east of Dawson Hwy Existing Residential 190 10 1,900 0.8 152 Future Low Density 712 10 7,118 0.8 569 Future Rural Res - 10 - 1.1 - Ultimate 902 9,018 721 Drynan Dr west of Dawson Hwy Existing Residential 107 10 1,070 0.8 86 Future Low Density 290 10 2,899 0.8 232 Future Rural Res - 10 - 1.1 - Ultimate 397 3,969 317 Don Cameron Dr Existing Residential 102 10 1,020 0.8 82 Future Low Density 466 10 4,656 0.8 372 Future Rural Res - 10 - 1.1 - Ultimate 568 5,676 454 Lightning St east of Dawson Hwy Existing Residential 62 10 620 0.8 50 Future Low Density 236 10 2,360 0.8 189 Future Rural Res - 10 - 1.1 - Ultimate 298 2,980 238 Lightning St west of Dawson Hwy Existing Residential - 10 - 0.8 - Future Low Density 144 10 1,440 0.8 115 Future resort development (17 dwgs/ha) 272 4 1,088 0.4 109 Future Rural Res - 10 - 1.1 - Ultimate 416 2,528 224 Muirhead St Existing Residential 38 10 380 0.8 30 Future Low Density - 10 - 0.8 - Future Rural Res 68 10 680 1.1 75 Ultimate 106 1,060 105 Taragoola Rd Existing Residential 51 10 510 0.8 41 Future Low Density - 10 - 0.8 - Future Rural Res 72 10 723 1.1 80 Future motel development - 4 - 0.4 - Existing Industrial (GFA / 100m2) - 50% allowance 45 9 203 0.9 20 Future Industrial (GFA / 100m2) - 50% allowance 87 9 392 0.9 39 Ultimate 255 1,827 180 Sutherland St Existing Residential 68 10 680 0.8 54 Future Low Density - 10 - 0.8 - Future Rural Res 80 10 800 1.1 88 Ultimate 148 1,480 142 Bloomfield St/Archer St Existing 200 10 2,000 0.8 160 Existing caravan park (150 sites 75% occupancy) 112 4 448 0.4 45 Future Low Density 7 10 68 0.8 5 Future Rural Res - 10 - 1.1 - Ultimate 319 2,516 210 Ivy Rd Existing Residential 4 10 40 0.8 3 Future - 10 - 0.8 - Future Rural Res 127 10 1,265 1.1 139 Ultimate 131 1,305 142 Ibbotson Rd Existing Residential 42 10 420 0.8 34 Future Low Density - 10 - 0.8 - Future Rural Res - 10 - 1.1 - Ultimate 42 420 34 New Road Existing Residential 2 10 20 0.8 2 Future Low Density - 10 - 0.8 - Future Rural Res 240 10 2,400 1.1 264 Ultimate 242 2,420 266 Weerona Road/Dawson Hwy Existing Residential 2 10 20 0.8 2 Future Low Density - 10 - 0.8 - Future Rural Res 70 10 700 1.1 77 Ultimate 72 720 79
Totals 3,895 35,918 3,113 Dawson Highway (north) 2035 AM Distribution
(1) 38 L () (21) 13 532 Weerona Road (1) 24 R L T L T 18 1608 (1) (55)
2182
(22) () 550 6 T L Ibbotson Road T R R 17 () 1610 14 (55) () L 12 ()
2152
() 2 L () (22) () (69) 85 T 5 552 5 Bruce Highway (west) (1) 50 R R T L Bruce Highway (east) L T R R 2 () 147 1586 158 T 76 (34) (5) (52) (6) L 54 (3)
2548
(6) 186 L (2) (20) (5) (2) 177 L (5) (1) () 13 T 64 440 153 377 94 Drynan Drive (west) (1) 45 R R T L Drynan Drive (east) (5) 76 R R T L T R R 450 (13) L T 43 1255 87 T 17 (1) 203 51 368 (1) (44) (3) L 114 (3) 833 (12) (3) Morris Avenue
1982
(22) (3) () 52 L () () 489 107 () 97 T 118 24 T L Don Cameron Drive R L T R R 266 (8) R 55 () 1120 43 T 219 () (40) (1) L 72 (2) 487
1722
(4) 148 L (2) (20) (2) () 2 T 55 442 63 Lightning Street (west) (1) 34 R R T L Lightning Street (east) L T R R 157 (5) 18 858 16 T 2 () 259 (1) (32) () L 27 (1) 267
1394
(20) (2) 446 57 T L Muirhead Street T R R 81 (2) 811 19 (31) (1) L 15 ()
1303
(5) 162 L () (21) 0 460 Bloomfield Street () 0 R R T L T 18 681 180 (1) (27) 1148
(3) 105 L (5) (13) (3) () 10 T 152 212 102 Sutherland Street (1) 19 R R T L Taragoola Road L T R R 150 (4) 5 427 12 T 6 () () (19) () L 9 () 289
689
(6) 201 L (2) (12) 74 158 New Road () 7 R R T L T 2 256 () (14)
424
(11) (1) 119 46 T L Ivy Road T R R 107 (3) 151 1 (11) () L 3 ()
Dawson Highway (south) Dawson Highway (north) 2035 PM Distribution
() 13 L (1) (48) 38 1542 Weerona Road (1) 18 R L T L T 0 24 548 0 (1) (25)
2132
(48) () 1543 17 T L Ibbotson Road T R R 6 () 566 13 (25) () L 14 ()
2136
() 5 L () (49) () (55) 68 T 2 1554 2 Bruce Highway (west) (4) 143 R R T L Bruce Highway (east) L T R R 5 () 52 568 58 T 57 (28) (3) (25) (4) L 150 (5)
2526
(2) 64 L (6) (39) (14) (5) 413 L (2) (1) () 16 T 186 1210 452 162 41 Drynan Drive (west) (1) 43 R R T L Drynan Drive (east) (12) 177 R R T L T R R 152 (5) L T 45 463 123 T 13 () 87 22 (1) (25) (4) L 84 (3) (5) (1)
1969
(35) (8) () 115 L () () 1072 265 () 213 T 54 53 T L Don Cameron Drive R L T R R 107 (3) R 25 () 524 63 T 100 () (27) (2) L 46 (1)
1704
(2) 60 L (4) (27) (5) () 2 T 146 815 157 Lightning Street (west) (1) 18 R R T L Lightning Street (east) L T R R 63 (2) 34 464 27 T 2 () (1) (25) (1) L 16 ()
1373
(26) (2) 768 81 T L Muirhead Street T R R 57 (2) 468 15 (26) () L 19 (1)
1308
(3) 103 L () (26) 0 787 Bloomfield Street () 0 R R T L T 20 418 (1) (24) 1195
(2) 51 L (8) (14) (4) () 5 T 266 390 148 Sutherland Street () 9 R R T L Taragoola Road L T R R 108 (3) 6 232 9 T 5 () () (19) () L 12 ()
657
(2) 69 L (6) (9) 196 213 New Road () 3 R R T L T 7 180 () (17)
403
(6) (3) 108 107 T L Ivy Road T R R 46 (1) 141 3 (16) () L 1 ()
Dawson Highway (south) Full Development
Catchment Number of Lots Daily Rate (trips/lot/day) Daily Volume (vpd) Peak Rate (trips/lot/hour) Peak Traffic Volume (vph) Drynan Dr east of Dawson Hwy Existing Residential 190 10 1,900 0.8 152 Future Low Density 949 10 9,490 0.8 759 Future Rural Res - 10 - 1.1 - Ultimate 1,139 11,390 911 Drynan Dr west of Dawson Hwy Existing Residential 107 10 1,070 0.8 86 Future Low Density 571 10 5,710 0.8 457 Future Rural Res - 10 - 1.1 - Ultimate 678 6,780 542 Don Cameron Dr Existing Residential 102 10 1,020 0.8 82 Future Low Density 1,552 10 15,520 0.8 1,242 Future Rural Res - 10 - 1.1 - Ultimate 1,654 16,540 1,323 Lightning St east of Dawson Hwy Existing Residential 62 10 620 0.8 50 Future Low Density 236 10 2,360 0.8 189 Future Rural Res - 10 - 1.1 - Ultimate 298 2,980 238 Lightning St west of Dawson Hwy Existing Residential - 10 - 0.8 - Future Low Density 144 10 1,440 0.8 115 Future resort development (17 dwgs/ha) 272 4 1,088 0.4 109 Future Rural Res - 10 - 1.1 - Ultimate 416 2,528 224 Muirhead St Existing Residential 38 10 380 0.8 30 Future Low Density - 10 - 0.8 - Future Rural Res 68 10 680 1.1 75 Ultimate 106 1,060 105 Taragoola Rd Existing Residential 51 10 510 0.8 41 Future Low Density - 10 - 0.8 - Future Rural Res 72 10 723 1.1 80 Future motel development - 4 - 0.4 - Existing Industrial (GFA / 100m2) - 50% allowance 45 9 203 0.9 20 Future Industrial (GFA / 100m2) - 50% allowance 87 9 392 0.9 39 Ultimate 255 1,827 180 Sutherland St Existing Residential 68 10 680 0.8 54 Future Low Density - 10 - 0.8 - Future Rural Res 100 10 1,000 1.1 110 Ultimate 168 1,680 164 Bloomfield St/Archer St Existing 200 10 2,000 0.8 160 Existing caravan park (150 sites 75% occupancy) 112 4 448 0.4 45 Future Low Density 97 10 970 0.8 78 Future Rural Res - 10 - 1.1 - Ultimate 409 3,418 282 Ivy Rd Existing Residential 4 10 40 0.8 3 Future - 10 - 0.8 - Future Rural Res 169 10 1,687 1.1 186 Ultimate 173 1,727 189 Ibbotson Rd Existing Residential 42 10 420 0.8 34 Future Low Density - 10 - 0.8 - Future Rural Res - 10 - 1.1 - Ultimate 42 420 34 New Road Existing Residential 2 10 20 0.8 2 Future Low Density - 10 - 0.8 - Future Rural Res 300 10 3,000 1.1 330 Ultimate 302 3,020 332 Weerona Road/Dawson Hwy Existing Residential 2 10 20 0.8 2 Future Low Density - 10 - 0.8 - Future Rural Res 70 10 700 1.1 77 Ultimate 72 720 79
Totals 5,712 54,090 4,604 Dawson Highway (north) 2059 AM Distribution
(1) 38 L () (31) 13 790 Weerona Road (1) 26 R L T L T 24 2389 (1) (81)
3229
(32) () 810 6 T L Ibbotson Road T R R 17 () 2397 20 (81) (1) L 14 ()
3191
() 2 L () (32) () (99) 121 T 5 815 5 Bruce Highway (west) (2) 74 R R T L Bruce Highway (east) L T R R 2 () 219 2363 235 T 109 (48) (7) (78) (9) L 81 (4)
3787
(10) 318 L (3) (30) (6) (3) 247 L (7) (2) (1) 20 T 107 654 208 510 127 Drynan Drive (west) (2) 76 R R T L Drynan Drive (east) (7) 106 R R T L T R R 611 (18) L T 69 1888 124 T 24 (1) 274 69 615 (2) (66) (4) L 148 (4) 1136 (16) (4) Morris Avenue
2957
(28) (8) () 126 L () () 595 279 () 234 T 330 58 T L Don Cameron Drive R L T R R 763 (23) R 153 () 1319 81 T 613 () (49) (2) L 180 (5) 1303
2174
(5) 151 L (2) (29) (2) () 2 T 63 639 73 Lightning Street (west) (1) 41 R R T L Lightning Street (east) L T R R 160 (5) 22 1089 17 T 2 () 281 (1) (42) (1) L 27 (1) 282
1834
(29) (2) 629 77 T L Muirhead Street T R R 87 (3) 1040 22 (40) (1) L 16 ()
1728
(7) 222 L () (29) 0 645 Bloomfield Street () 0 R R T L T 23 861 245 (1) (35) 1508
(4) 123 L (7) (19) (4) () 13 T 217 299 136 Sutherland Street (1) 25 R R T L Taragoola Road L T R R 162 (5) 6 571 14 T 6 () () (26) () L 10 () 342
932
(8) 253 L (3) (17) 95 227 New Road () 9 R R T L T 3 356 () (20)
596
(15) (2) 174 62 T L Ivy Road T R R 143 (4) 217 1 (16) () L 4 ()
Dawson Highway (south) Dawson Highway (north) 2059 PM Distribution
() 13 L (1) (72) 38 2295 Weerona Road (1) 24 R L T L T 0 26 813 0 (1) (36)
3158
(72) () 2302 17 T L Ibbotson Road T R R 6 () 833 14 (37) () L 20 (1)
3169
() 5 L () (72) () (78) 96 T 2 2319 2 Bruce Highway (west) (6) 213 R R T L Bruce Highway (east) L T R R 5 () 77 837 86 T 81 (40) (4) (37) (6) L 224 (7)
3756
(3) 107 L (10) (58) (19) (7) 559 L (3) (1) (1) 22 T 318 1820 617 226 56 Drynan Drive (west) (2) 69 R R T L Drynan Drive (east) (17) 240 R R T L T R R 206 (6) L T 76 687 160 T 21 (1) 122 30 (2) (37) (5) L 120 (4) (7) (2)
2936
(41) (23) () 325 L () () 1251 760 () 603 T 128 151 T L Don Cameron Drive R L T R R 280 (8) R 59 () 644 168 T 237 () (36) (5) L 85 (3)
2148
(2) 70 L (4) (35) (5) () 2 T 149 1027 160 Lightning Street (west) (1) 22 R R T L Lightning Street (east) L T R R 73 (2) 40 670 27 T 2 () (1) (37) (1) L 17 (1)
1804
(33) (3) 979 87 T L Muirhead Street T R R 77 (2) 661 16 (36) () L 22 (1)
1740
(5) 153 L () (34) 0 1001 Bloomfield Street () 0 R R T L T 26 586 (1) (34) 1559
(2) 66 L (10) (19) (5) () 6 T 345 517 159 Sutherland Street () 12 R R T L Taragoola Road L T R R 145 (4) 7 327 10 T 6 () () (26) () L 14 ()
885
(3) 87 L (7) (13) 245 294 New Road () 4 R R T L T 9 259 () (24)
566
(8) (4) 155 143 T L Ivy Road T R R 62 (2) 205 4 (23) () L 1 ()
Dawson Highway (south)