Toolooa, Gladstone UDA · Toolooa, Gladstone UDA Transport Master Planning Report DGS/NJE/ASJ...

Toolooa, Gladstone UDA

Transport Master Planning Report

Project Number: CEB06303

June 2012 Prepared for ULDA



DGS/NJE/ASJ Version Draft 06.07.2012

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Cardno (Qld) Pty Ltd

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ABN 57 051 074 992

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515 St Paul’s Terrace

Fortitude Valley Qld 4006

Locked Bag 4006 Fortitude Valley

Queensland 4006 Australia

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International: +61 7 3310 2401

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www.cardno.com.au/eo

Document Control: Toolooa, Gladstone UDA – Transport Master Planning Report

Version Date Author Reviewer

Name Initials Name Initials

Draft 18 June 2012 Damien Scutt

Nathan Edwards DS/NE Andrew Johnston

Final 29 June 2012 Damien Scutt

Nathan Edwards DS/NE Andrew Johnston

"© 2010 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.”




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TABLE OF CONTENTS

1 INTRODUCTION 1

1.1 BACKGROUND 1

1.2 SCOPE OF WORKS 1

1.3 REFERENCES 1

2 EXISTING SITUATION 2

2.1 SUBJECT SITE LOCALITY 2

2.2 KEY ROADS 3

2.3 KEY INTERSECTIONS 3

2.4 FUTURE TRANSPORT NETWORK PLANNING 4

2.5 PUBLIC TRANSPORT 6

3 PROPOSED DEVELOPMENT 7

3.1 SITE USE 7

3.2 TRIP GENERATION 9

3.3 TRAFFIC DISTRIBUTION 9

3.4 BACKGROUND TRAFFIC VOLUMES 13

3.5 BACKGROUND TRAFFIC GROWTH 14

3.6 DESIGN TRAFFIC VOLUMES 15

4 ROAD NETWORK ASSESSMENT 16

4.1 ASSESSMENT SCENARIOS 16

4.2 ASSESSMENT CRITERIA 16

4.3 DETAILED INTERSECTION ANALYSIS 17

4.4 SUMMARY OF INTERSECTION ANALYSIS 28

5 RESIDENTIAL AMENITY ASSESSMENT 29

5.1 INCREASED RESIDENTIAL TRAFFIC VOLUMES 29

5.2 MANAGEMENT OF INDUSTRIAL TRAFFIC 31

5.3 PERCEIVED PROPERTY ACCESS ISSUE 32

6 SUSTAINABLE TRANSPORT 34

6.1 ACTIVE TRANSPORT NETWORK 34

6.2 PUBLIC TRANSPORT NETWORK 34

7 SUMMARY 35




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TABLES:

Table 2.1 Description of Key Roads

Table 2.2 Description of Key Intersections

Table 2.3: GRC Transport Infrastructure Policy (2009)

Table 2.4 Existing Public Transport Routes

Table 3.1 Proposed Mix of Industrial Land Uses

Table 3.2 Adopted Precincts Yields

Table 3.3 Adopted Traffic Generation Rates

Table 3.4 Estimated Traffic Generation

Table 3.5 2010 Household Travel Survey Data – Gladstone South East

Table 3.6 Traffic Distribution by Route

Table 3.7 Resultant Traffic Distribution

Table 3.8 Adopted Directional Distribution

Table 3.9 Background Traffic Volumes

Table 3.10 Background Traffic Growth Rate: Gladstone Area Transport Study (2011)

Table 3.11 Background Traffic Growth Rate: GCC Transport Infrastructure Policy (2009)

Table 3.12 Traffic Growth Rate: Summary of Findings

Table 4.1 Intersection 1: Glenlyon Road/Dalrymple Drive

Table 4.2 Intersection 2: Glenlyon Road/Philip Street

Table 4.3 Intersection 3: Gladstone Benaraby Road/Philip Street

Table 4.4 Intersection 3: Gladstone Benaraby Road/Philip Street – Proposed Ultimate Configuration

Table 4.5 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive

Table 4.6 Intersection 5: Gladstone Benaraby Road/Glen Eden Drive


Table 4.8 2026 Intersection Traffic Composition

Table 5.1 Residential Traffic Volumes

Table 5.2 Dalrymple Drive – Gap Analysis




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FIGURES:

Figure 2.1 Subject Site Locality

Figure 2.2 Study Intersections

Figure 2.3 Existing Gladstone Public Transport Network

Figure 3.1 Adopted Traffic Precincts

Figure 3.2 Household Travel Survey Catchments

Figure 3.3 Adopted Traffic Distribution

Figure 3.4 Background Traffic Volumes (Rolling Hour Volumes)

Figure 4.1 Intersection 1: Glenlyon Road/Dalrymple Drive – Existing Configuration (2012)

Figure 4.2 Intersection 1: Glenlyon Road/Dalrymple Drive – Ultimate Configuration (2026)

Figure 4.3 Intersection 2: Glenlyon Road/Philip Street – Existing Configuration (2012)


Figure 4.5 Intersection 2: Glenlyon Road/Philip Street – Ultimate Configuration (2026)

Figure 4.6 Intersection 3: Gladstone Benaraby Road/Philip Street – Existing Configuration

Figure 4.7 Intersection 3: Gladstone Benaraby Road/Philip Street – Proposed Ultimate Configuration

Figure 4.8 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive – Existing Configuration

Figure 4.9 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive – Ultimate Configuration

Figure 4.10 Intersection 5: Gladstone Benaraby Road/Glen Eden Drive – Existing Configuration

Figure 4.11 Intersection 5: Gladstone Benaraby Road/Glen Eden Drive – Ultimate Configuration

Figure 5.1 Residential Traffic Volumes

Figure 5.2 Dalrymple Drive – Existing Divided Carriageway

Figure 5.3 Dalrymple Drive – Eastbound Carriageway (Looking West)

APPENDICES:

Appendix A: Site Layout Plan

Appendix B: Traffic Count Data

Appendix C: Design Traffic Volumes

Appendix D: SIDRA Outputs




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1 INTRODUCTION

1.1 BACKGROUND

Cardno has been commissioned by Urban Land Development Authority (ULDA) to provide expert traffic and

transport master planning advice to assist with the development of the Toolooa, Gladstone Urban Development

Area (UDA) Structure Plan and Development Scheme.

1.2 SCOPE OF WORKS

This report has been prepared to document the review and assessment of the development proposal and its likely

impacts on the surrounding transport network. As part of the preparation of this report the following tasks have

been undertaken:

An inspection of the site and surrounding areas to evaluate the existing road and transport network

and site characteristics;

Collation and review of all existing planning and technical studies to understand whether there are

any existing commitments or network constraints that have been previously identified;

Consultation with key stakeholders including the Gladstone Regional Council (GRC) and the

Department of Transport and Main Roads (TMR);

A strategic assessment of the impact of the proposed development on the existing road and street

network by way of a desktop assessment model which segregates the development into a number

of precincts and estimates broad daily and peak hour volumes;

An assessment of potential amenity impacts of the proposed development on the existing road and

street network;

A high level review of potential connections into the existing active and public transport networks.

1.3 REFERENCES

In preparing this report the following background materials/reference documents have been reviewed:

Austroads: Guide to Road Design Part 4: Intersections and Crossings (2009);

Austroads: Guide to Road Design Part 4A: Unsignalised and Signalised Intersections (2009);

Gladstone City Council: Transport Infrastructure Policy (2009);

TMR: Gladstone Area Transport Study (2011);

TMR: Guidelines for Assessment of Road Impacts of Developments (2006);

TMR: Queensland Transport and Road Investment Program 2011-12 to 2014-15 (2009);

TMR: Road Planning and Design Manual Chapter 13: Intersections at Grade (2006);

RTA: Guide to Traffic Engineering Developments (2002);

ITE: Trip Generation: An ITE Informational Report, 8th Edition (2008);

ULDA: Guideline NO. 06 – Street and Movement Network (2011).




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2 EXISTING SITUATION

2.1 SUBJECT SITE LOCALITY

The subject site is located in the suburb of Toolooa, which is located approximately 5km south of the Gladstone

CBD. The site is bound to the west by Glenlyon Road, to the north by Philip Street, to the east by Gladstone-

Benaraby Road and to the south by Glen Eden Drive. An indicative location of the subject site is highlighted on

Figure 2.1 below.

Figure 2.1 Subject Site Locality

Source: www.google.com.au/maps. Site Location is indicative only.

Subject

Site

http://www.google.com.au/maps




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2.2 KEY ROADS

Table 2.1 outlines key characteristics of the existing road network in close proximity to the proposed Toolooa,

Gladstone UDA. It should be noted that the existing Annual Average Daily Traffic (AADT) is based on factored

peak hour intersection turning movements along the frontage of the proposed development.

Table 2.1 Description of Key Roads

Road Ownership Hierarchy Existing

Form

Existing

AADT*

Future

Form**

Gladstone-Benaraby Road TMR Arterial 2 lane undivided 15,000 2 lane divided

Glenlyon Road GRC Arterial 2 lane divided 9,500 4 lane divided

Philips Street TMR Arterial 4 lane divided 11,000 4 lane divided

Dalrymple Drive GRC Major Collector 2 lane undivided 3,500 2 lane undivided

Glen Eden Drive GRC Major Collector 2 lane undivided 2,000 2 lane undivided

* Along frontage of UDA based on factored peak hour intersection volumes.

** Based on Infrastructure Projects listed in GCC Transport Infrastructure Policy (2009) and TMR QTRIP 2011-12 to 2014-15

2.3 KEY INTERSECTIONS

Table 2.2 outlines characteristics of key intersections in close proximity to the proposed Toolooa, Gladstone UDA.

The location and existing control of each intersection is illustrated on Figure 2.2 below.

Table 2.2 Description of Key Intersections

ID Intersection Ownership Intersection Control

Existing Future**

1 Glenlyon Road/Dalrymple Drive GRC Roundabout Roundabout

2 Glenlyon Road/Philip Street TMR Roundabout Roundabout

3 Gladstone Benaraby Road/Philip Street TMR Roundabout Roundabout

4 Gladstone Benaraby Road/Dalrymple Drive TMR Priority Traffic Signals

5 Gladstone Benaraby Road/Glen Eden Drive TMR Priority Priority

** Based on Infrastructure Projects listed in GCC Transport Infrastructure Policy (2009) and TMR QTRIP 2011-12 to 2014-15




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Figure 2.2 Study Intersections


2.4 FUTURE TRANSPORT NETWORK PLANNING

A detailed review of existing transport planning documents and other relevant technical studies has been

undertaken to develop an understanding of any existing commitments and network constraints that have previously

been identified. Two (2) key planning documents which have been reviewed including:

Gladstone City Council Transport Infrastructure Policy (2009);

Queensland Transport and Road Investment Program (QTRIP) 2011-12 to 2014-15 (2009).

Below is a summary of the transport projects listed in each of the above planning documents/technical studies in

close proximity to the proposed Toolooa, Gladstone UDA.

1

2

3

4

5

Legend:

Priority

1 Intersection ID

Roundabout





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2.4.1 Gladstone City Council Transport Infrastructure Policy (2009)

The ‘Gladstone City Council Transport Infrastructure Policy (2009)’ outlines Council’s planning intent for the trunk

road network within Gladstone out to a 2030 design horizon. Table 2.3 below provides a summary of the key

infrastructure works identified in the GCC Transport Infrastructure Policy (2009).

Table 2.3 GRC Transport Infrastructure Policy (2009)

Project Description Timing

Dixon Drive Extension to Kirkwood Road 2010

Victoria Avenue Connection from Gladstone-Benaraby Rd to Glenlyon Rd 2010

Kirkwood Road Connection from Gladstone-Benaraby Rd to Glenlyon Rd 2010

Kirkwood Road/Dixon Drive Traffic Signals 2010

Glen Eden Drive/Victoria Avenue Traffic Signals 2010

Kirkwood Road/Glenlyon Road Traffic Signals 2010

Kirkwood/Gladstone-Benaraby Rd Roundabout 2010

Glenlyon Road/Dalrymple Drive Roundabout Upgrades 2012

Dalrymple Dr/Gladstone-Benaraby Rd Traffic Signals 2014

Glenlyon Road Duplication between Breslin Street and Phillip Street 2016

Glenlyon Road Duplication between Dixon Drive and Kirkwood Road 2018

Glenlyon/Victoria Traffic Signals 2018

Glenlyon Road Duplication between Philip Street and Dixon Drive 2019

John Dory Drive Connection between Dalrymple Drive and Glen Eden Drive 2030

Dalrymple Drive/John Dory Drive Roundabout 2030

John Dory Drive/Glen Eden Drive Traffic Signals 2030

2.4.2 Queensland Transport and Roads Investment Program 2011-12 to 2014-15 (QTRIP)

This document details the transport and road projects which are proposed to be delivered by TMR within the next

four (4) years. The document is split up by area, so that each TMR region can appropriately illustrate its plans for

its road and transport requirements. A review of this document highlights that TMR do not have any committed

projects, in close proximity to the proposed Toolooa, Gladstone UDA, prior to 2014/15.

2.4.3 Summary of Future Transport Network Planning

In summary, a significant amount of planning has been undertaken by GRC within the Gladstone Local

Government Area. The projects currently listed on forward works programs include:

Roundabout upgrades at the intersection of Glenlyon Road/Dalrymple Drive by 2012;

Installation of traffic signals at the Gladstone-Benaraby Road/Dalrymple Drive intersection by 2014;

Duplication of Glenlyon Road in stages (Breslin Street to Kirkwood Road) to be completed by 2019.

The abovementioned upgrade works have been factored into the detailed assessment as part of the report.




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2.5 PUBLIC TRANSPORT

The Toolooa and Gladstone area is currently serviced by three (3) bus routes including:

Bus Route 7 – Kin Kora Mall to Toolooa Estate, servicing Sun Valley, Telina Estate;

Bus Route 8 – Kin Kora Mall to Toolooa Estate servicing West Gladstone, City, Valley, Cinema;

Bus Route 9/9A – Gladstone to Boyne Island/Tannum Sands.

The existing bus routes are illustrated on Figures 2.3.

Figure 2.3 Existing Gladstone Public Transport Network

Source: www.qconnect.qld.gov.au

Table 2.4 provides a summary of the service details for each of the existing bus routes which highlights that the

Toolooa area is well serviced by public transport.

Table 2.4 Existing Public Transport Routes

Service Details Route 7 Route 8 Route 9 Route 9/A

Days of operation Monday to Friday Monday to Friday Monday to Friday Monday to Friday

Number of services 3 in AM / 2 in PM 3 in AM / 2 in PM 2 in AM / 3 in PM 1 in AM / 3 in PM

Frequency of services Approx. 90mins Approx. 90mins Varies Varies

http://www.qconnect.qld.gov.au/




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3 PROPOSED DEVELOPMENT

3.1 SITE USE

For the purpose of this assessment, the UDA have been divided into four (4) indicative traffic precincts, as

illustrated on Figure 3.1 below. A copy of the proposed development plan is included at Appendix A.

Figure 3.1 Adopted Traffic Precincts

ULDA Structure and Zoning Plan, Proposed Development Scheme, June2012

The potential development yield for the UDA anticipated could be approximately 950 dwellings and approximately

eight (8) hectares of industrial land. Assuming a plot ratio of 45% for the industrial land, as outlined in TMR’s

Preconstruction Processes Manual (2005), the total gross floor area (GFA) of industrial land uses could be up to

approximately 36,000sq.m.

A

B

C

D




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It is understood that the industrial component of the UDA will contain low impact type developments to provide a

buffer between existing heavy industrial developments (located along Dalrymple Drive and Gladstone-Benaraby

Road) and the proposed residential component of the UDA. Consequently, it has been assumed that the eight (8)

hectares of industrial land will comprise a mix of both light industrial and low impact warehouse type developments.

For the purpose of this assessment, it has been assumed that a high percentage of the industrial land will be

comprised of low impact warehouse type developments, as outlined in Table 3.1.

Table 3.1 Proposed Mix of Industrial Land Uses

Land Use Area Plot Ratio Gross Floor Area

Light Industry 1.25 ha 45% 5,625 sq.m GFA

Warehouse 6.75 ha 45% 30,375 sq.m GFA

TOTAL 8.00 ha 45% 36,000 sq.m GFA

It is important to note that additional analysis may be required if other development is proposed which generates

higher levels of traffic than is envisaged from the mix of land uses shown in Table 3.1.

Table 3.2 provides a summary of the adopted development yields by traffic precincts.

Table 3.2 Adopted Precincts Yields

Precinct Residential Industrial Land Uses

Percentage (%) Adopted Yield Percentage (%) Adopted Yield

A 16% 150 dwellings 0% -

B 32% 300 dwellings 100% 36,000 sq.m GFA

C 13% 120 dwellings 0% -

D 40% 380 dwellings 0% -

TOTAL 100% 950 dwellings 100% 36,000 sq.m GFA




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3.2 TRIP GENERATION

The Road and Transport Authority (RTA) ‘Guide to Traffic Engineering Developments’ and TMR’s ‘Preconstruction

Processes Manual’ provide typical traffic generation rates for various land uses. Table 3.3 highlights the adopted

generation rates for the proposed Toolooa, Gladstone UDA.

Table 3.3 Adopted Traffic Generation Rates

Land Use Peak Hour Daily Units Source

Residential 0.85 9.00 trips/dwelling RTA

Light Industry 0.90 9.00 trips/100sq.m GFA TMR

Warehouse 0.50 4.00 trips/100sq.m GFA RTA

Table 3.4 highlights the estimated peak hour and daily generation for each of the residential and industrial precincts

for the proposed Toolooa, Gladstone UDA.

Table 3.4 Estimated Traffic Generation

Precinct No. of Lots Peak Hour (trips) Daily (trips)

Residential - A 150 128 1,350

Residential - B 300 255 2,700

Residential - C 120 102 1,080

Residential - D 380 323 3,420

SUB TOTAL 950 808 8,550

Precinct GFA (sq.m) Peak Hour (trips) Daily (trips)

Light Industrial - B 5,625 51 606

Warehouse - B 30,375 152 1,215

SUB TOTAL 36,000 203 1,721

TOTAL - 1,010 10,271

Table 3.4 highlights that the proposed UDA could generate up to 1,000 peak hour and approximately 10,000 daily

trips onto the surrounding road network.

3.3 TRAFFIC DISTRIBUTION

Traffic distribution assumptions for the proposed Toolooa, Gladstone UDA have been developed based on

Household Travel Survey (HTS) data outlined in the Gladstone Area Transport Study (2011). The HTS collected

journey to work data to identify preferred mode of transport to work as well as workplace origin/destination

information. The household travel survey catchments are illustrated on Figure 3.2 below.




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Figure 3.2 Household Travel Survey Catchments

Source: Gladstone Area Transport Study – July 2011

Table 3.5 provides a summary of the HTS data for the Gladstone South East area which incorporates the suburb of

Toolooa. It outlines the number and proportion of work trips to each workplace destination catchment within

Gladstone.

Table 3.5 2010 Household Travel Survey Data – Gladstone South East

Workplace Destination No. of Trips Percentage (%)

Boyne/ Tannum 225 7.7%

Calliope/ Benaraby 43 1.5%

Gladstone Barney Point 15 0.5%

Gladstone Central 811 27.6%

Gladstone Inner South 345 11.8%

Gladstone Inner West 257 8.8%

Gladstone North Industry 558 19.0%

Gladstone Outer West 323 11.0%

Gladstone South East 357 12.2%

Total 2,934 100.0%




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Table 3.6 shows the adopted assignment between the proposed Toolooa, Gladstone UDA and each workplace

destination catchment.

Table 3.6 Traffic Distribution by Route

Destination Glenlyon

Rd (South)

Glenlyon

Rd (North) French St Philip St

Gladstone-

Benaraby

Rd

Total

Boyne/ Tannum 25% - - - 75% 100%

Calliope/ Benaraby 100% - - - - 100%

Gladstone Barney Point - 40% 60% - - 100%

Gladstone Central - 50% 50% - - 100%

Gladstone Inner South - 50% 50% - - 100%

Gladstone Inner West - 80% 20% - - 100%

Gladstone North Industry - 70% 30% - - 100%

Gladstone Outer West - - - 100% - 100%

Gladstone South East 20% 20% 20% 20% 20% 100%

Table 3.7 below highlights the resultant traffic distribution for the proposed Toolooa, Gladstone UDA. The

distribution assumptions are further illustrated on Figure 3.3 below.

Table 3.7 Resultant Traffic Distribution

Route Glenlyon

Rd (South)

Glenlyon

Rd (North) French St Philip St

Gladstone-

Benaraby

Rd

Total

Boyne/ Tannum 1.9% - - - 5.8% 7.7%

Calliope/ Benaraby 1.5% - - - - 1.5%

Gladstone Barney Point - 0.2% 0.3% - - 0.5%

Gladstone Central - 13.8% 13.8% - - 27.6%

Gladstone Inner South - 5.9% 5.9% - - 11.8%

Gladstone Inner West - 7.0% 1.8% - - 8.8%

Gladstone North Industry - 13.3% 5.7% - - 19.0%

Gladstone Outer West - - - 11.0% - 11.0%

Gladstone South East 2.4% 2.4% 2.4% 2.4% 2.4% 12.2%

Total 5.8% 42.6% 29.9% 13.4% 8.2% 100%




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Figure 3.3 Adopted Traffic Distribution


In summary, approximately:

73% of trips will travel to/from the north (i.e. Gladstone CBD, Gladstone Harbour etc.);

13% of trips will travel to/from the west (i.e. Clinton, Calliope etc.);

14% of trips will travel to/from the south (i.e. Tannum Sands, Boyne Island etc.).

Table 3.8 highlights the adopted directional distribution, which have been based on rates outlined in the Institute of

Transport Engineers (ITE): Trip Generation – An ITE Informational Report 8th Edition.

Table 3.8 Adopted Directional Distribution

Design Period Residential Industrial Warehouse

IN OUT IN OUT IN OUT

AM Peak Hour 25% 75% 88% 12% 79% 21%

PM Peak Hour 63% 37% 12% 88% 25% 75%

Daily 50% 50% 50% 50% 50% 50%

30%

6%

13%

8%

43%

Subject

Site





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3.4 BACKGROUND TRAFFIC VOLUMES

Traffic survey data was provided by TMR for four (4) of the key intersections on the surrounding road network. A

new traffic survey was commissioned for the Glenlyon Road/Dalrymple Drive intersection. The year each survey

was conducted is outlined in Table 3.9 below. The background traffic count data is included at Appendix B.

Table 3.9 Background Traffic Volumes

ID Intersection Source Year

1 Glenlyon Road/Dalrymple Drive AusTraffic 2012

2 Glenlyon Road/Philip Street TMR 2011

3 Gladstone Benaraby Road/Philip Street TMR 2010

4 Gladstone Benaraby Road/Dalrymple Drive TMR 2011

5 Gladstone Benaraby Road/Glen Eden Drive TMR 2010

Figure 3.4 highlights the rolling hour traffic volumes at each of the TMR controlled intersection between 6:00am

and 6:00pm. It also highlights that the road network peaks generally occur at the following times:

AM Peak: 7:45am to 8:45am;

PM Peak: 4:30pm to 5:30pm.

Figure 3.4 Background Traffic Volumes (Rolling Hour Volumes)




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3.5 BACKGROUND TRAFFIC GROWTH

A number of sources have been reviewed to determine a reasonable background traffic growth rate for the road

network surrounding the proposed Toolooa, Gladstone UDA. A summary of the sources are listed below:

Population projections from the Gladstone Area Transport Study (2011);

Traffic demand projections from the GCC Transport Infrastructure Policy (2009).

Each of the abovementioned items are discussed in detail below.

3.5.1 Gladstone Area Transport Study (2011)

The Gladstone Area Transport Study (2011) was prepared by TMR to develop an understanding of existing travel

behaviours within the Gladstone Statistical Local Areas (SLA) and the developing areas of Calliope. The study

provides populations between 2011 and 2031. The projected residential population totals for each year outlined in

the study are summarised in Table 3.10 below.

Table 3.10 Background Traffic Growth Rate: Gladstone Area Transport Study (2011)

Study Area Projected Resident Population

2011 2021 2031

Gladstone City 35,917 43,970 51,897

Calliope Part A 17,768 23,609 31,121

Calliope Part B 2,954 3,043 3,155

TOTAL 56,639 70,622 86,173

Growth Rate - 2.5% 2.6%

Table 3.10 highlights that the population in the study area is forecast to increase from approximately 56,639 in

2011 to approximately 86,173 in 2031. This equates to a linear growth rate of approximately 2.6%p.a.

3.5.2 GCC Transport Infrastructure Policy (2009)

As discussed previously, the GCC Transport Infrastructure Policy (2009) outlines Council’s planning intent for the

trunk road network within Gladstone out to a 2030 design horizon. The policy also outlines projected increase in

traffic demand within the study area at various interim design horizons. The forecast future travel demands for the

entire network is summarised in Table 3.11 below.

Table 3.11 Background Traffic Growth Rate: GCC Transport Infrastructure Policy (2009)

Catchment Traffic Demand Projections (vpd)

2008 2013 2018 2023 2028

Gladstone 132,774 143,878 160,886 181,673 204,146

Growth Rate - 1.7% 2.1% 2.5% 2.7%

Table 3.11 highlights that the projected travel demands out to 2028 equates to a growth rate of 2.7% p.a.




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3.5.3 Background Traffic Growth Summary

A number of sources have been reviewed to determine a reasonable background traffic growth rate for the road

network surrounding the proposed Toolooa Gladstone UDA. Table 3.12 provides a summary of the findings of the

detailed review.

Table 3.12 Traffic Growth Rate: Summary of Findings

Source Growth Rate Comment

Gladstone Area Transport Study 2.6% Population projection between 2011 and 2031

GCC Transport Infrastructure Policy 2.7% Traffic demand projections 2008 to 2028

Table 3.12 highlights that both population and traffic demands are projected to increase at a rate of approximately

2.7% p.a. To represent a conservative assessment, it was decided to adopt a growth rate of 3.0% p.a.

3.6 DESIGN TRAFFIC VOLUMES

Based on the development yields and assumptions listed above, the anticipated ultimate traffic volumes through

the study intersections are summarised at Appendix C.




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4 ROAD NETWORK ASSESSMENT

4.1 ASSESSMENT SCENARIOS

The study intersections have been analysed for the following design horizons:

2012 existing;

2016 with and without development;

2026 with and without development.

The 2016 design horizon represents an optimistic assumption for the opening year of the development. The 2026

design horizon represents a ten (10) year planning horizon from opening year of development. The detailed

intersection analysis is discussed in detail below.

4.2 ASSESSMENT CRITERIA

The traffic operation of each study intersection has been analysed using SIDRA Intersection 5.1 (referred to herein

as SIDRA). This program is a micro-analytical traffic evaluation tool that estimates the capacity, and in turn, the

performance of intersections based on input parameters, including geometry and traffic volumes. As an output,

SIDRA provides estimates of an intersection’s degree of saturation (DOS), queues and delays.

The traffic operation of each study intersection has been assessed against the following criteria:

Intersection Capacity Guidelines

The TMR Guidelines for Assessment of Road Impacts of Development (GARID) defines the following standard

DOS thresholds:

Priority-controlled intersections 0.80;

Roundabout 0.85;

Signalised intersections 0.90.

The GARID notes that a DOS exceeding these values indicates that an intersection is nearing its practical capacity

and upgrade works may be required. Above these thresholds, users of an intersection are likely to experience

rapidly increasing delays and queuing. The operation of existing intersection forms is discussed in the following

sections as well as potential upgrades to mitigate development impacts where appropriate.

Intersection Critical Delay Guidelines

The RTA Guide to Traffic Engineering Developments has been used to provide a critical delay threshold for a

priority controlled intersection. The ‘critical delay’ represents delay experienced by the worst movement at the

intersection. It should be noted that the critical delay of 57 seconds has been adopted from the RTA guide as it

represents a Level of Service (LOS) E at priority controlled intersections, and indicates that an intersection is at or

close to capacity and that upgrade works may be warranted.




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4.3 DETAILED INTERSECTION ANALYSIS

4.3.1 Intersection 1: Glenlyon Road/Dalrymple Drive

Figure 4.1 highlights the proposed interim intersection configuration for the Glenlyon Road/Dalrymple Drive.

Figure 4.1 Intersection 1: Glenlyon Road/Dalrymple Drive – Existing Configuration (2012)

As discussed previously, Glenlyon Road is scheduled to be upgraded to a four (4) lane median divided road prior to

the 2026 design horizon. Figure 5.2 highlights a potential ultimate configuration at this location based on the

planned four (4) lane upgrade of Glenlyon Road.

It is important to note that the existing configuration has been utilised for the 2016 design horizon. The results of

the SIDRA intersection analysis are summarised in Table 4.1, with detailed outputs provided at Appendix D.




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Figure 4.2 Intersection 1: Glenlyon Road/Dalrymple Drive – Ultimate Configuration (2026)

Table 4.1 Intersection 1: Glenlyon Road/Dalrymple Drive

Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Without Toolooa, Gladstone UDA

2012 BG 1,135 0.37 14 18 1,357 0.45 14 25

2016 BG 1,236 0.42 14 21 1,465 0.49 15 29

2026 BG 1,483 0.37 14 13 1,738 0.31 14 13

With Toolooa, Gladstone UDA

2016 WD 1,561 0.53 16 31 1,789 0.64 15 44

2026 WD 1,808 0.44 16 19 2,062 0.42 15 18

The results presented in Table 4.1 indicate that the ultimate intersection configuration will perform well within the

typically adopted DOS performance threshold (i.e. DOS less than 0.85) and the critical delay threshold (i.e. delay

less than 57 seconds) for a roundabout during the ultimate 2026 design horizon. Consequently, no mitigation works

are required at this intersection to cater for the proposed Toolooa, Gladstone UDA.




Page 19

4.3.2 Intersection 2: Glenlyon Road/Philip Street

Figure 4.3 highlights the existing intersection configuration for the Glenlyon Road/Philip Street intersection


As discussed previously, Glenlyon Road is scheduled to be upgraded to a four (4) lane median divided road prior to

the 2026 design horizon. For the purpose of this assessment, it has been assumed that Glenlyon Road will be

upgraded to four (4) lanes:

Between Breslin Street and Phillip Street by 2016

Between Philip Street and Dixon Drive by 2019.

Figure 4.4 and Figure 4.5 highlight the interim and ultimate upgraded intersection configurations at this location. It

is important to note that the interim configuration has been utilised for the 2016 design horizon whereas the

ultimate configuration has been utilised for the 2026 design horizon. The results of the SIDRA intersection analysis

are summarised in Table 4.2, with detailed outputs provided at Appendix D.




Page 20


Figure 4.5 Intersection 2: Glenlyon Road/Philip Street – Ultimate Configuration (2026)




Page 21

Table 4.2 Intersection 2: Glenlyon Road/Philip Street

Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)


2012 BG 2,206 0.28 13 11 2,461 0.36 13 14

2016 BG 2,462 0.32 13 13 2,747 0.42 13 17

2026 BG 3,103 0.45 14 22 3,465 0.58 15 32


2016 WD 3,132 0.42 15 21 3,417 0.56 15 30

2026 WD 3,771 0.60 19 39 4,134 0.76 18 57

The results presented in Table 4.2 indicate that the ultimate intersection configuration will perform well within the

typically adopted DOS performance threshold (i.e. DOS less than 0.85) and the critical delay threshold (i.e. delay

less than 57 seconds) for a roundabout during the ultimate 2026 design horizon. Consequently, no mitigation works

are required at this intersection to cater for the proposed Toolooa, Gladstone UDA.




Page 22

4.3.3 Intersection 3: Gladstone Benaraby Road/Philip Street

The configuration of the Gladstone Benaraby Road/Philip Street intersection is shown on Figure 4.5. The results of

the SIDRA intersection analysis are summarised in Table 4.3, with detailed outputs provided at Appendix D.

Figure 4.6 Intersection 3: Gladstone Benaraby Road/Philip Street – Existing Configuration

Table 4.3 Intersection 3: Gladstone Benaraby Road/Philip Street

Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)


2012 BG 1,646 0.35 13 15 1,794 0.57 13 32

2016 BG 1,833 0.39 14 18 1,996 0.65 14 45

2026 BG 2,299 0.49 15 27 2,503 0.89 23 132


2016 WD 2,537 0.55 15 31 2,700 0.92 30 166

2026 WD 3,003 0.73 19 50 3,207 1.27 264 1,233

The results presented in Table 4.3 indicate that the existing intersection configuration will exceed the typically

adopted DOS performance threshold (i.e. DOS more than 0.85) for a roundabout during the 2026 background

scenario. Consequently, mitigation works will be required at this location irrespective of the timing of the proposed

Toolooa, Gladstone UDA.




Page 23

Given that the intersection would require to be upgraded by 2026 with no additional development traffic the

abovementioned works will be required irrespective of the timing of the proposed UDA. It is acknowledged that the

proposed UDA will increase traffic volumes at these intersections and as a result, may bring forward the need for

upgrade works. Consequently, it may be appropriate for the proposed UDA to make a financial contribution towards

the upgrade works based on the relative composition of traffic at the intersection during the ultimate design horizon.

It is predicted that these works would be brought forward by the industrial elements expansion, therefore any

mitigation measure should be in place by the time the expansion of the industrial element becomes operational.

A potential ultimate configuration for the Gladstone-Benaraby Road/Phillip Street intersection is shown on Figure

4.7. The potential upgrade works include extending the short approach and departure lanes on Gladstone-

Benaraby Road (south). The results of the SIDRA intersection analysis are summarised in Table 4.3 below.

Figure 4.7 Intersection 3: Gladstone Benaraby Road/Philip Street – Proposed Ultimate Configuration

Table 4.4 Intersection 3: Gladstone Benaraby Road/Philip Street – Proposed Ultimate Configuration

Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

2026 BG 2,299 0.47 14 24 2,503 0.65 14 39

2026 WD 3,003 0.61 17 39 3,207 0.84 19 78




Page 24

The results presented in Table 4.4 indicate that the proposed ultimate intersection configuration will perform well

within the typically adopted performance threshold (i.e. DOS less than 0.85) and the critical delay threshold (i.e.

delay less than 57 seconds) for a roundabout during the 2026 background and with development scenarios.

4.3.4 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive

The existing configuration of the Gladstone Benaraby Road/Dalrymple Drive intersection is shown on Figure 4.8.

Figure 4.8 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive – Existing Configuration

As discussed previously, the Gladstone-Benaraby Road/Dalrymple Drive intersection is scheduled to be upgraded

to traffic signals by 2014. It is important to note that no conceptual layouts were available at the time of undertaking

the detailed intersection analysis, however it is considered likely that the 2014 upgrade will incorporate additional

lanes at the intersection to provide additional capacity, before tapering back to the existing road cross section as

soon as possible.

Figure 4.9 highlights a potential upgraded configuration at this location. The results of the SIDRA intersection

analysis are summarised in Table 4.5, with detailed outputs provided at Appendix D.

It is recommended that the ULDA consult with TMR and GRC regarding the intersection of Gladstone-Benaraby

Road/Dalrymple Drive to develop a better understanding of the ultimate planning intent for this intersection.




Page 25

Figure 4.9 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive – Ultimate Configuration

Table 4.5 Intersection 4: Gladstone Benaraby Road/Dalrymple Drive

Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)


2012 BG 1,479 0.55 27 18 1,951 1.25 333 170

2016 BG 1,621 0.53 10 172 2,145 0.53 9 144

2026 BG 1,976 0.67 11 259 2,633 0.67 10 226


2016 WD 2,309 0.72 19 307 2,837 0.62 12 180

2026 WD 2,665 0.88 25 452 3,323 0.74 12 289

The results presented in Table 4.5 indicate that the intersection is currently operating at capacity as a priority

controlled intersection (i.e. DOS greater than 0.80 and critical delay greater than 57 seconds). Once upgraded to

traffic signals, by 2014 as outlined in the GCC Transport Infrastructure Policy (2002), the assumed upgraded

intersection configuration will perform well within the typically adopted DOS performance threshold for a signalised

intersection (i.e. DOS less than 0.90) during the 2026 design horizon. Consequently, no mitigation works are

required at this intersection to cater for the proposed Toolooa, Gladstone UDA.




Page 26

4.3.5 Intersection 5: Gladstone Benaraby Road/Glen Eden Drive

The existing configuration of the Gladstone Benaraby Road/Glen Eden Drive intersection is shown on Figure 4.10.

The results of the SIDRA intersection analysis are summarised in Table 4.6, with detailed outputs provided at

Appendix D.

Figure 4.10 Intersection 5: Gladstone Benaraby Road/Glen Eden Drive – Existing Configuration


Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Critical

Delay

(sec)

95th %le

Queue

(m)


2012 BG 1,229 0.42 31 5 1,481 0.42 59 10

2016 BG 1,346 0.47 39 6 1,622 0.57 90 14

2026 BG 1,640 0.59 80 11 1,974 1.00 276 33


2016 WD 1,726 0.57 65 15 2,002 1.00 232 37

2026 WD 2,019 1.00 220 41 2,354 1.00 208 33




Page 27

The results presented in Table 4.6 indicate that the existing intersection configuration will exceed the typically

adopted DOS performance threshold (i.e. DOS greater than 0.80) and the critical delay threshold (i.e. delay greater

than 57 seconds) for a priority controlled intersection during the 2026 background design horizon.

While the addition of the traffic from the UDA will have an impact on the existing situation, the intersection will

require upgrading by 2016 without this traffic. Consequently mitigation works will be required irrespective of the

timing of the UDA. Accordingly, it may be appropriate for the proposed UDA to make a financial contribution

towards the upgrade works based on the relative composition of traffic at the intersection during the ultimate design

horizon.

A potential ultimate configuration for the Gladstone-Benaraby Road/Glen Eden Drive intersection is shown on

Figure 4.11. The potential upgrade works include installing traffic signals and providing an additional northbound

through lane on Gladstone-Benaraby Road. The results of the SIDRA intersection analysis are summarised in

Table 4.7 below.

Figure 4.11 Intersection 5: Gladstone Benaraby Road/Glen Eden Drive – Ultimate Configuration


Scenarios

AM Peak PM Peak

Demand

(vehs)

DOS

Delay

(sec)

95th %le

Queue

(m)

Demand

(vehs)

DOS

Delay

(sec)

95th %le

Queue

(m)

2026 BG 1,640 0.62 15 156 1,974 0.55 11 128

2026 WD 2,019 0.69 19 178 2,354 0.57 16 133




Page 28

The results presented in Table 4.7 indicate that the proposed ultimate intersection configuration will perform well

within the typically adopted performance threshold for a signalised intersection (i.e. DOS less than 0.90) during the

2026 background and with development scenario.

4.4 SUMMARY OF INTERSECTION ANALYSIS

Detailed intersection analysis has indicated that the planned upgrade works at the following intersections will

provide adequate capacity to cater for anticipated ultimate design traffic volumes:

Intersection 1: Glenlyon Road/Dalrymple Drive;

Intersection 2: Glenlyon Road/Phillip Street;

Intersection 4: Gladstone-Benaraby Road/Dalrymple Drive.

Detailed intersection analysis has indicated that upgrade works will be required at the following intersections

irrespective of the timing of the proposed UDA:

Intersection 3: Gladstone-Benaraby Road/Phillip Street (timing: once expansion of existing Industrial

area becomes operational);

Intersection 5: Gladstone-Benaraby Road/Glen Eden Drive (timing: 2016).

The recommended upgrade works at Intersection 3 and Intersection 5 are as follows:

Intersection 3: extend the approach and departure lanes on Gladstone-Benaraby Road (south).

Intersection 5: install traffic signals and provide additional northbound through lane.

It is important to note that the abovementioned works will be required irrespective of the timing of the proposed

UDA. However, it is acknowledged that the proposed UDA will increase traffic volumes at these intersections and

as a result, may bring forward the need for upgrade works. Consequently, it may be appropriate for the proposed

UDA to make a financial contribution towards the upgrade works based on the relative composition of traffic at the

intersection during the ultimate design horizon.

Table 4.8 2026 Intersection Traffic Composition

Intersection 2026 AM + PM Composition (AM + PM)

TOTAL BG DEV TOTAL BG DEV

3 5,899 4,563 1,337 100% 77.3% 22.7%

5 4,154 3,433 721 100% 82.6% 14.4%

Table 4.8 indicates that as a combination of the morning and afternoon peak hours, the proposed UDA would make

up approximately 22.7% of traffic at the Gladstone-Benaraby Road/Phillip Street intersection and approximately

14.4% at the Gladstone-Benaraby Road/Glen Eden Drive intersection during the ultimate design horizon.




Page 29

5 RESIDENTIAL AMENITY ASSESSMENT

The proposed UDA is an infill type development on the existing road network with the Toolooa and Glen Eden

catchment. The purpose of this Section is to investigate the potential amenity impacts the proposed UDA may

have, including the following:

increased traffic volumes on residential streets;

industrial traffic utilising residential streets;

perceived property access issues at the western end of Dalrymple Drive.

Each of the abovementioned items are discussed in detail below.

5.1 INCREASED RESIDENTIAL TRAFFIC VOLUMES

The traffic associated with precincts A, B and D will access directly onto higher order roads in the most part with

less impact on the amenity of residential housing. Therefore this section will concentrate on the impacts accociated

with ‘Traffic Precinct C’.

The proposed residential dwellings within ‘Traffic Precinct C’ will need to utilise existing residential streets to gain

access to the external road network, as highlighted on Figure 5.1 below. . Table 5.1 provides a summary of daily

traffic volumes on the existing residential street network, both with and without the proposed UDA, at the locations

identified on Figure 5.1.

This analysis will consider whether there are any significant adverse impacts on residential amenity, including

noise, exhaust fumes etc.




Page 30

Figure 5.1 Residential Traffic Volumes

Source: www.whereis.com. Development Catchments are Indicative Only

Table 5.1 Residential Traffic Volumes

ID Road Name Road Hierarchy* Daily Traffic Volumes Environmental

Capacity** Without UDA With UDA

1 Dalrymple Drive Major Collector 3,600 6,900 10,000

2 Dalrymple Drive Major Collector 2,600 6,200 10,000

3 Glen Eden Drive Major Collector 2,100 5,300 10,000

4 John Dory Drive Minor Collector 1,200 2,100 3,000

5 John Dory Drive Minor Collector 300 700 3,000

6 Barramundi Drive Minor Collector 500 900 3,000

7 Drummer Street Minor Collector 300 700 3,000

8 Whiting Street Minor Collector 800 1,000 3,000

* As outlined in the GCC Transport Infrastructure Policy (2009)

** As outlined in the ULDA Guideline No. 06 – Street and Movement Network (2011)

The analysis in Table 5.1 refers to Environmental Capacity rather than Traffic Capacity. The difference between

them is that while traffic capacity assesses how many vehicles can be accommodated on the road without

excessive delay or queuing Environmental capacity assesses the impact on amenity and at what levels the

character of the streets would change from a lower order street to that which is less suitable for residential amenity.

A

B

C

C

D

http://www.whereis.com/




Page 31

Table 5.1 highlights that the proposed UDA would have a relatively minor impact on the existing minor collector

road network within the Toolooa catchment. The resultant daily traffic volumes on each of the identified minor

collector roads would be well within typically adopted environmental capacity thresholds (i.e. less than 3,000vpd).

The proposed UDA would have a more significant impact on the major collector road network. This is expected,

given that access to the UDA will largely be via Dalrymple Drive and Glen Eden Drive. However, the resultant daily

traffic volumes on each of the identified major collector roads would be well within typically adopted environmental

capacity thresholds (i.e. less than 10,000vpd).

Based on the above, it is considered unlikely that the increased traffic volumes generated by the proposed UDA will

adversely impact residential amenity on the existing road network within the Toolooa catchment.

5.2 MANAGEMENT OF INDUSTRIAL TRAFFIC

It has been estimated that the industrial component of the proposed UDA could generate up to 1,700 trips per day

on the external road network. It has been assumed that a proportion of these trips will be heavy vehicles servicing

the industrial estate (i.e. delivery trucks, semi-trailers etc.). It is considered undesirable for heavy vehicles to travel

through the Toolooa catchment, via Dalrymple Drive, to access the external road network.

Given the location of the proposed industrial component, it is reasonable to assume that the vast majority of traffic,

both light vehicles (i.e. cars) and heavy vehicles, will access the industrial estate via the Gladstone-Benaraby

Road/Dalrymple Drive intersection.

However, to discourage heavy vehicles from travelling along Dalrymple Drive, it is recommended that regulatory

signage be considered. It may be appropriate to install ‘Local Traffic Only’ or ‘No Trucks’ signs on Dalrymple Drive

near the Glenlyon Road and Javelin Street intersections.




Page 32

5.3 PERCEIVED PROPERTY ACCESS ISSUE

This section deals primarily with the western end of Dalrymple Drive, which has a markedly different character to

the eastern end. The western end is more residential in character and has direct property access onto Dalrymple

Drive. The Eastern end has a more industrial character and more suited to increased traffic levels. The eastern end

of Dalrymple Drive has been looked at in more detail in section 5.2.

It is understood that there is a perceived property access issue at the western end of Dalrymple Drive. Figure 5.2

and Figure 5.3 below highlight that the western end of Dalrymple Drive has a median divided carriageway with a

significant grade difference. Approximately ten (10) properties gain direct property access at this location on both

the eastbound and westbound carriageway.

Figure 5.2 Dalrymple Drive – Existing Divided Carriageway

Source: Google Earth




Page 33

Figure 5.3 Dalrymple Drive – Eastbound Carriageway (Looking West)

Source: Google Earth

It is understood that the community has raised concerns that the proposed UDA will increase traffic volumes along

Dalrymple Drive, which will make it difficult to find a gap in traffic to exit their driveways.

A detailed gap analysis has been undertaken for both the westbound and eastbound carriageways at the western

end of Dalrymple Drive. A ‘gap’ is essentially the average time/distance between vehicles travelling along a road.

Table 5.2 below provides a summary of the gap analysis both with and without the proposed UDA.

Table 5.2 Dalrymple Drive – Gap Analysis

Design Period Volume (vehs/hr) Average Headway (secs/veh) Average Gap (m)

AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak

Westbound

Without UDA 148 209 24 17 405 287

With UDA 373 328 10 11 161 183

Difference 225 119 15 6 245 104

Eastbound

Without UDA 140 218 26 17 429 275

With UDA 224 408 16 9 268 147

Difference 84 190 10 8 161 128

Table 5.2 suggests that with development of the UDA, residents exiting their driveways at the western end of

Dalrymple Drive will on average encounter one (1) vehicle every ten (10) seconds, which equates to an average

gap of at least 150m between vehicles on Dalrymple Drive. With an average gap of 150m, it is considered unlikely

that residence will have significant difficulties exiting their driveways.




Page 34

6 SUSTAINABLE TRANSPORT

6.1 ACTIVE TRANSPORT NETWORK

To provide a high quality active transport network, it is recommended that pedestrian footpaths are provided at the

following locations:

On one side of the proposed minor collector road network;

Ideally on one side of the access street network.

6.2 PUBLIC TRANSPORT NETWORK

As discussed in Section 2.5 of this report, the Toolooa area is currently well served by public transport. Three (3)

bus routes currently service the site and provide public transport connections to key locations within the Gladstone

Local Government Area including, Gladstone Central, Kin Kora Mall and the Boyne Island/Tannum Sands. Given

the infill nature of the proposed UDA, it is considered unlikely that any modifications to the existing public transport

provisions would be required.




Page 35

7 SUMMARY

Cardno has been commissioned by Urban Land Development Authority (ULDA) to provide expert traffic and

transport master planning advice to assist with the development of the Toolooa, Gladstone Urban Development

Area (UDA) Structure Plan and Development Scheme.

The potential development yield for the UDA anticipated could be approximately 950 dwellings and approximately

eight (8) hectares of industrial land. Assuming a plot ratio of 45% for the industrial land, as outlined in TMR’s

Preconstruction Processes Manual (2005), the total gross floor area (GFA) of industrial land uses could be up to

approximately 36,000sq.m.

It is understood that the industrial component of the UDA will contain low impact type developments to provide a

buffer between existing heavy industrial developments (located along Dalrymple Drive and Gladstone-Benaraby

Road) and the proposed residential component of the UDA.

For the purpose of this assessment, it has been assumed that the eight (8) hectares of industrial land will comprise

a mix of both light industrial and low impact warehouse type developments. Any proposed development that

potentially exceeds this assumption and which may lead to higher levels of traffic would require additional analysis.

Based on the adopted yields, it was estimated that the proposed UDA could generate up to 1,000 peak hour and

approximately 10,000 daily trips onto the surrounding road network.

Detailed analysis indicated that the planned upgrade works at the following intersection will provide adequate

capacity to cater for anticipated ultimate design traffic volumes:

Intersection 1: Glenlyon Road/Dalrymple Drive;

Intersection 2: Glenlyon Road/Phillip Street;

Intersection 4: Gladstone-Benaraby Road/Dalrymple Drive.

Detailed analysis indicated that upgrade works will be required at the remaining study intersections irrespective of

the timing of the proposed UDA. The recommended upgrade works include:

o Intersection 3: Gladstone-Benaraby Road/Phillip Street - extend the approach and departure

lanes on Gladstone-Benaraby Road (south), this is required once the extension of the industrial

element is operational;

o Intersection 5: Gladstone-Benaraby Road/Glen Eden Drive - Install traffic signals and provide

additional northbound through lane, this would be required by 2016.

It is acknowledged that the proposed UDA will increase traffic volumes at these intersections and as a result, may

bring forward the need for the upgrade works. Consequently, it may be appropriate for the proposed UDA to make

a financial contribution towards the upgrade works based on the relative composition of traffic at the study

intersections. It has been estimated that the proposed UDA would make up approximately:

22.7% of traffic at Intersection 3: Gladstone-Benaraby Road/Phillip Street;

14.4% of traffic at Intersection 5: Gladstone-Benaraby Road/Glen Eden Drive.




Page 36

To manage potential amenity impacts, it may be appropriate to install ‘Local Traffic Only’ or ‘No Trucks’ signs on

Dalrymple Drive near the Glenlyon Road and Javelin Street intersections to discourage heavy vehicles from

travelling along the western end of Dalrymple Drive to access the industrial component of the proposed UDA.

Appendix A

Site Layout Plan

Appendix B

Traffic Count Data

LOCATION: Gladstone-Benaraby Rd and Dalrymple Dr

ROAD No: 185 (Int 1871 @ Tdist 4.433km)

DATE:

TIME: 06:00 - 18:00

60631

60633

60632

Tue, 14/06/11

In: 6181 (546)

743 (72)5438

(474)

Out: 6643 (581)

All Traffic: 12824

(1127)

780 (73)

Leg 1

Gladstone - Benaraby Rd

To Gladstone CBD

629 (60)

581 (49)5863

(508)

In: 1409 (133)

In: 6444 (557) Out: 6067 (534)

All Traffic: 12511

(1091)

Out: 1324 (121)

All Traffic: 2733

(254)

Leg 3

Gladstone - Benaraby Road

To Benaraby

Leg 4

Dalrymple Drive

To Glenlyon Road

Count Tally Sheet With Totals and Peak Flows.

LOCATION: Gladstone-Benaraby Rd and Dalrymple DrROAD No: 185 (Int 1871 @ Tdist 4.433km)

DATE:TIME: 06:00 - 18:00

U-turn U-turn U-turn

Light Heavy Light Heavy All Light Heavy Light Heavy All Light Heavy Light Heavy All

6:00 - 6:15 45 7 6 0 0 58 10 1 162 4 0 177 10 1 17 0 0 28

6:15 - 6:30 51 16 5 0 0 72 7 0 171 11 0 189 12 3 7 0 0 22

6:30 - 6:45 58 12 9 2 0 81 6 1 174 5 0 186 14 1 9 2 0 26

6:45 - 7:00 52 8 8 0 0 68 8 1 158 12 0 179 32 2 11 0 0 45

7:00 - 7:15 68 8 5 6 0 87 7 0 127 10 0 144 6 4 12 0 0 22

7:15 - 7:30 60 18 9 1 0 88 7 3 130 16 0 156 8 2 13 3 0 26

7:30 - 7:45 62 12 4 0 0 78 11 0 168 11 0 190 17 1 9 0 0 27

7:45 - 8:00 66 14 12 2 0 94 23 0 213 9 0 245 23 2 10 0 0 35

8:00 - 8:15 63 13 7 0 0 83 13 2 147 16 0 178 24 1 7 0 0 32

8:15 - 8:30 58 14 12 2 0 86 4 1 229 15 0 249 32 1 8 2 0 43

8:30 - 8:45 62 9 12 2 0 85 6 0 182 14 0 202 24 0 15 0 0 39

8:45 - 9:00 66 12 14 1 0 93 9 4 148 9 0 170 18 4 8 1 0 31

9:00 - 9:15 54 10 7 2 0 73 12 2 99 14 0 127 15 2 8 2 0 27

9:15 - 9:30 53 9 19 2 0 83 8 0 103 12 0 123 11 2 12 0 0 25

9:30 - 9:45 54 6 13 2 0 75 6 0 119 6 0 131 12 3 11 0 0 26

9:45 - 10:00 73 13 18 2 0 106 24 0 78 8 0 110 35 6 22 4 0 67

10:00 - 10:15 50 6 13 0 0 69 28 1 98 17 0 144 15 1 11 7 0 34

10:15 - 10:30 60 18 14 3 0 95 8 1 74 21 0 104 8 1 6 7 0 22

10:30 - 10:45 83 15 8 0 0 106 14 1 92 12 0 119 5 2 6 2 0 15

10:45 - 11:00 70 8 19 1 0 98 18 0 92 8 0 118 19 1 16 2 0 38

11:00 - 11:15 69 8 14 2 0 93 6 0 100 16 0 122 16 2 9 1 0 28

11:15 - 11:30 80 6 13 2 0 101 10 2 94 10 0 116 11 5 5 0 0 21

11:30 - 11:45 77 11 7 2 0 97 9 4 78 15 0 106 11 3 6 3 0 23

11:45 - 12:00 79 19 8 5 0 111 12 2 79 13 0 106 13 2 4 1 0 20

Thru

Time

Tue, 14/06/11

Thru

Leg 1Leg

Total

Leg 4Leg

Total

Leg

Total

Leg 3

LeftLeft RightLeft

Data Collection Date: 14/06/11

Compiled by: CMD 1


LOCATION: Gladstone-Benaraby Rd and Dalrymple DrROAD No: 185 (Int 1871 @ Tdist 4.433km)

DATE:TIME: 06:00 - 18:00



Thru

Time

Tue, 14/06/11

Thru

Leg 1Leg

Total

Leg 4Leg

Total

Leg

Total

Leg 3

LeftLeft RightLeft

12:00 - 12:15 89 10 10 4 0 113 11 2 73 10 0 96 11 0 9 3 0 23

12:15 - 12:30 86 12 20 3 0 121 15 1 66 9 0 91 13 1 8 2 0 24

12:30 - 12:45 86 3 13 2 0 104 13 1 82 10 0 106 10 1 9 1 0 21

12:45 - 13:00 93 14 14 4 0 125 3 1 71 12 0 87 8 0 14 0 0 22

13:00 - 13:15 92 11 14 1 0 118 11 1 74 11 0 97 27 2 13 0 0 42

13:15 - 13:30 67 8 10 0 0 85 5 2 88 8 0 103 10 1 10 0 0 21

13:30 - 13:45 95 16 17 0 0 128 11 0 80 13 0 104 9 0 8 2 0 19

13:45 - 14:00 81 5 7 3 0 96 6 0 68 15 0 89 9 2 10 0 0 21

14:00 - 14:15 96 7 12 1 0 116 7 2 80 7 0 96 4 1 6 0 0 11

14:15 - 14:30 99 12 10 4 0 125 12 0 81 11 0 104 16 1 16 0 0 33

14:30 - 14:45 138 11 18 3 0 170 12 1 82 10 0 105 18 1 15 1 0 35

14:45 - 15:00 101 10 19 0 0 130 11 1 73 2 0 87 12 1 12 0 0 25

15:00 - 15:15 94 7 20 2 0 123 5 3 86 12 0 106 25 1 16 4 0 46

15:15 - 15:30 148 8 29 0 0 185 7 1 105 8 0 121 14 2 12 0 0 28

15:30 - 15:45 140 10 24 2 0 176 17 1 129 14 0 161 13 2 15 5 0 35

15:45 - 16:00 172 17 28 0 0 217 22 0 133 11 0 166 23 1 7 0 0 31

16:00 - 16:15 184 8 19 1 0 212 17 3 119 17 0 156 8 0 20 4 0 32

16:15 - 16:30 183 5 24 0 0 212 17 1 136 6 0 160 12 0 17 1 0 30

16:30 - 16:45 227 2 24 1 0 254 13 0 91 3 0 107 13 1 15 0 0 29

16:45 - 17:00 225 9 16 1 0 251 11 0 112 3 0 126 9 0 8 0 0 17

17:00 - 17:15 310 3 28 0 0 341 17 0 122 2 0 141 14 3 24 0 0 41

17:15 - 17:30 293 6 11 0 0 310 14 0 123 10 0 147 13 0 30 0 0 43

17:30 - 17:45 187 3 14 1 0 205 4 0 92 1 0 97 13 0 22 0 0 35

17:45 - 18:00 165 5 14 0 0 184 5 2 74 19 0 100 12 0 11 0 0 23

4964 474 671 72 0 6181 532 49 5355 508 0 6444 707 73 569 60 0 1409

1055 57 101 14 0 1156 74 10 771 58 0 874 103 13 87 20 0 152

16:30 to

17:30

07:15 to

08:15

15:00 to

16:00

11:30 to

12:30

06:00 to

07:00

16:30 to

17:30

09:45 to

10:45

11:15 to

12:15

07:45 to

08:45

09:45 to

10:45

06:00 to

07:00

07:45 to

08:45

07:45 to

08:45

09:00 to

10:00

17:00 to

18:00

09:45 to

10:45

06:00 to

07:00

09:15 to

10:15

Total:

Peak Count:

Peak Hour:


Compiled by: CMD 2

LOCATION: Philip St & French Street/Gladstone Benaraby RoadROAD No: 185 (int 1865 @ Tdist 3.44km)

DATE:TIME: 06:00 - 18:00

60285

60287

60286

Tue, 16/03/10

In: 4411 (337)

933 (34) 3478 (303)

Out: 4802 (343)

All Traffic: 9213 (680)

503 (21)

Leg 1French Street

(to Gladstone CBD)

2664 (188)

1944 (144)

4299 (322)

In: 3167 (209)

In: 6243 (466) Out: 6142 (491)


Out: 2877 (178)


Leg 3Gladstone - Benaraby Road

(to Benaraby(Bruce Hwy))

Leg 4Gladstone Benaraby Road

(Philip Street)To Kin Kora Shopping Centre



DATE:TIME: 06:00 - 18:00

U-turn U-turn U-turnLight Heavy Light Heavy All Light Heavy Light Heavy All Light Heavy Light Heavy All

6:00 - 6:15 39 4 13 1 0 57 45 1 79 7 0 132 31 0 46 3 0 806:15 - 6:30 34 6 14 1 0 55 49 4 100 10 0 163 36 2 41 2 0 816:30 - 6:45 38 5 12 0 0 55 50 2 96 8 0 156 33 2 48 3 0 866:45 - 7:00 51 6 18 0 0 75 48 1 118 12 0 179 33 0 52 5 0 907:00 - 7:15 39 5 16 0 0 60 36 5 77 14 0 132 16 0 38 8 0 627:15 - 7:30 31 15 10 3 0 59 43 3 101 8 0 155 8 0 48 3 0 597:30 - 7:45 27 7 7 1 0 42 45 7 126 9 0 187 4 1 47 5 0 577:45 - 8:00 35 9 18 1 0 63 64 5 171 9 0 249 6 0 78 6 0 908:00 - 8:15 31 6 10 1 0 48 53 4 121 3 0 181 14 2 63 5 0 848:15 - 8:30 37 6 8 0 0 51 68 3 165 11 0 247 26 1 67 3 0 978:30 - 8:45 53 8 17 2 0 80 36 7 140 7 0 190 9 2 80 5 0 968:45 - 9:00 37 4 22 0 0 63 58 7 135 8 0 208 12 0 43 7 0 629:00 - 9:15 34 10 14 2 0 60 29 3 92 10 0 134 3 0 42 4 0 499:15 - 9:30 46 4 11 1 0 62 29 5 81 9 0 124 14 0 28 6 0 489:30 - 9:45 58 7 15 0 0 80 28 3 93 6 0 130 5 0 32 1 0 389:45 - 10:00 47 8 11 0 0 66 25 3 67 7 0 102 5 0 39 3 0 47

10:00 - 10:15 48 9 12 0 0 69 28 3 79 3 0 113 10 0 25 1 0 3610:15 - 10:30 50 15 20 1 0 86 27 5 66 7 0 105 10 0 32 4 0 4610:30 - 10:45 35 6 19 0 0 60 32 4 64 7 0 107 2 0 39 7 0 4810:45 - 11:00 45 10 14 1 0 70 15 7 51 6 0 79 4 0 49 8 0 6111:00 - 11:15 42 8 5 1 0 56 32 3 53 9 0 97 9 1 31 3 0 4411:15 - 11:30 33 5 12 0 0 50 22 2 64 12 0 100 7 0 24 3 0 3411:30 - 11:45 50 5 16 2 0 73 23 2 58 5 0 88 4 0 44 3 0 5111:45 - 12:00 46 7 14 2 0 69 23 6 47 4 0 80 2 1 36 7 0 46

ThruTime

Tue, 16/03/10

RightLeg 1

Leg Total

Leg 4Leg

TotalLeg

Total

Leg 3LeftLeft RightThru

Data Collection Date: 16/03/10Compiled by: CMD 1



DATE:TIME: 06:00 - 18:00

U-turn U-turn U-turnLight Heavy Light Heavy All Light Heavy Light Heavy All Light Heavy Light Heavy All

ThruTime

Tue, 16/03/10

RightLeg 1

Leg Total

Leg 4Leg

TotalLeg

Total

Leg 3LeftLeft RightThru

12:00 - 12:15 46 3 12 0 0 61 35 1 71 5 0 112 4 0 35 4 0 4312:15 - 12:30 46 3 8 0 0 57 33 0 52 4 0 89 2 0 42 7 0 5112:30 - 12:45 35 4 6 0 0 45 30 3 66 12 0 111 4 0 36 7 0 4712:45 - 13:00 49 6 5 0 0 60 23 4 56 6 0 89 14 0 42 3 0 5913:00 - 13:15 83 6 8 1 0 98 28 5 58 3 0 94 4 0 44 1 0 4913:15 - 13:30 73 6 10 0 0 89 22 1 59 7 0 89 4 1 49 2 0 5613:30 - 13:45 50 7 13 2 0 72 36 1 62 7 0 106 4 0 39 4 0 4713:45 - 14:00 66 5 12 0 0 83 33 9 65 5 0 112 9 2 33 2 0 4614:00 - 14:15 82 8 21 0 0 111 29 2 68 10 0 109 12 1 38 3 0 5414:15 - 14:30 74 13 18 1 0 106 38 3 58 2 0 101 12 2 38 1 0 5314:30 - 14:45 85 11 22 2 0 120 39 2 81 4 0 126 5 0 47 8 0 6014:45 - 15:00 70 7 31 1 0 109 39 3 62 10 0 114 6 0 63 2 0 7115:00 - 15:15 75 7 33 1 0 116 64 3 85 10 0 162 11 1 102 6 0 12015:15 - 15:30 115 3 13 1 0 132 39 4 84 7 0 134 6 0 96 4 0 10615:30 - 15:45 87 5 15 0 0 107 36 0 90 6 0 132 7 1 70 9 0 8715:45 - 16:00 100 1 37 2 0 140 59 1 81 8 0 149 6 1 67 2 0 7616:00 - 16:15 119 6 46 1 0 172 49 1 96 8 0 154 3 0 73 5 0 8116:15 - 16:30 141 5 34 0 0 180 31 1 84 4 0 120 7 0 78 2 0 8716:30 - 16:45 136 8 50 1 0 195 25 2 84 2 0 113 8 0 61 2 0 7116:45 - 17:00 157 4 26 0 0 187 32 1 81 2 0 116 7 0 79 0 0 8617:00 - 17:15 171 4 41 1 0 217 46 1 85 5 0 137 9 0 91 4 0 10417:15 - 17:30 129 2 33 0 0 164 51 1 78 2 0 132 10 0 71 4 0 8517:30 - 17:45 115 2 36 0 0 153 34 0 43 1 0 78 13 0 74 1 0 8817:45 - 18:00 85 2 41 0 0 128 41 0 84 1 0 126 12 0 36 0 0 48

3175 303 899 34 0 4411 1800 144 3977 322 0 6243 482 21 2476 188 0 3167605 40 167 6 0 779 230 22 597 44 0 867 133 5 335 25 0 389

16:15 to 17:15

10:00 to 11:00

15:45 to 16:45

07:15 to 08:15

06:00 to 07:00

16:15 to 17:15

07:30 to 08:30

08:30 to 09:30

07:45 to 08:45

06:15 to 07:15

06:00 to 07:00

07:45 to 08:45

06:00 to 07:00

07:45 to 08:45

15:00 to 16:00

11:45 to 12:45

06:00 to 07:00

15:00 to 16:00

Total:Peak Count:

Peak Hour:


Count Tally Sheet

LOCATION: Philip St & Glenlyon RdROAD No: 185 (Int 103 @ 2.160km)

DATE:TIME: 06:00 - 18:00

60447

60450 60448

60449

Tue, 29/03/11

1250 (27)

3975 (214)

418 (34)

In: 5643 (275)

761 (47)

In: 3619 (160)

483 (16)

2375 (97)

909 (41)

2348 (157)

707 (29)

In: 3964 (227)

In: 4666 (169)

1338 (26)

820 (57)

2508 (86)

Out: 4534 (164)


Out: 5278 (287)


Out: 4447 (230)


Out: 3633 (149)


Leg 1Glenlyon Rd

To Gladstone CBD

Leg 2Gladstone - Benaraby Rd

(Philip St) to Benaraby

Leg 3Glenlyon Road

To Tondoon Botanic Gardens

Leg 4Gladstone - Benaraby Rd

(Philip St)to Dawson Hwy


Count Tally Sheet

U-turn U-turn2 2H 3 3H 4 4H 3 3H 4 4H 1 1H

Light Heavy Light Heavy Light Heavy All Light Heavy Light Heavy Light Heavy All6:00 - 6:15 5 0 6 1 7 0 0 19 6 0 49 4 16 1 0 766:15 - 6:30 5 0 11 0 9 0 0 25 6 0 44 2 8 0 0 606:30 - 6:45 3 0 8 2 4 0 0 17 10 0 54 1 15 0 0 806:45 - 7:00 6 1 20 2 10 1 0 40 9 1 64 4 14 1 0 937:00 - 7:15 9 2 13 2 12 1 0 39 7 1 51 5 3 2 0 697:15 - 7:30 8 1 15 4 9 0 0 37 4 0 35 2 7 0 0 487:30 - 7:45 6 2 33 2 13 0 0 56 9 0 48 3 18 1 0 797:45 - 8:00 20 3 36 1 15 0 0 75 17 2 53 4 20 1 0 978:00 - 8:15 19 0 44 3 15 1 0 82 15 1 32 4 27 2 0 818:15 - 8:30 21 3 55 4 29 2 0 114 21 2 56 4 36 1 0 1208:30 - 8:45 17 2 48 1 22 0 0 90 27 0 54 9 38 4 0 1328:45 - 9:00 11 2 44 4 20 1 0 82 7 2 48 0 37 0 0 949:00 - 9:15 17 2 44 0 37 0 0 100 7 2 39 4 24 1 0 779:15 - 9:30 17 3 28 1 12 0 0 61 12 1 44 3 8 1 0 699:30 - 9:45 16 0 29 4 21 0 0 70 10 0 33 9 7 0 0 599:45 - 10:00 12 2 35 4 21 2 0 76 9 0 40 5 23 0 0 77

10:00 - 10:15 10 0 29 0 23 1 0 63 12 0 53 7 16 0 0 8810:15 - 10:30 21 2 26 2 21 1 0 73 4 0 24 6 12 0 0 4610:30 - 10:45 14 1 33 1 21 0 0 70 11 0 31 3 13 0 0 5810:45 - 11:00 10 3 36 2 24 0 0 75 11 1 31 4 23 0 0 7011:00 - 11:15 17 1 38 2 16 0 0 74 6 1 23 2 21 1 0 5411:15 - 11:30 15 0 30 2 25 0 0 72 5 0 14 8 14 1 0 4211:30 - 11:45 16 0 29 1 23 0 0 69 7 1 28 2 20 0 0 5811:45 - 12:00 17 0 36 4 20 0 0 77 8 0 44 2 11 3 0 68

Leg 1Left Thru Right

Leg 2Left Thru RightLeg

TotalLeg

TotalTime


Count Tally Sheet


Light Heavy Light Heavy Light Heavy All Light Heavy Light Heavy Light Heavy All

Leg 1Left Thru Right

Leg 2Left Thru RightLeg

TotalLeg

TotalTime12:00 - 12:15 17 1 44 1 27 0 0 90 6 3 39 4 11 0 0 6312:15 - 12:30 19 1 44 2 35 1 0 102 13 0 16 1 17 0 0 4712:30 - 12:45 16 0 26 2 28 1 0 73 11 0 25 2 22 0 0 6012:45 - 13:00 16 1 38 2 26 0 0 83 7 1 33 2 9 1 0 5313:00 - 13:15 19 2 39 1 30 1 0 92 13 0 31 2 13 0 0 5913:15 - 13:30 4 1 41 5 28 0 0 79 8 0 22 6 12 0 0 4813:30 - 13:45 16 0 35 2 26 1 0 80 6 0 26 3 7 2 0 4413:45 - 14:00 30 2 44 2 12 2 0 92 10 0 26 0 11 4 0 5114:00 - 14:15 17 4 35 0 20 2 0 78 6 1 46 5 22 2 0 8214:15 - 14:30 13 1 41 3 22 0 0 80 7 0 30 3 10 1 0 5114:30 - 14:45 12 1 57 2 15 0 0 87 10 1 41 3 25 1 0 8114:45 - 15:00 10 2 48 2 32 0 0 94 16 0 35 2 12 1 0 6615:00 - 15:15 30 2 94 3 53 0 0 182 47 2 74 3 32 2 0 16015:15 - 15:30 16 0 123 4 75 2 0 220 52 0 85 2 26 3 0 16815:30 - 15:45 21 1 81 1 37 0 0 141 12 1 59 7 26 2 0 10715:45 - 16:00 16 0 51 0 38 1 0 106 16 0 45 1 31 1 0 9416:00 - 16:15 24 0 82 1 43 1 0 151 31 0 75 2 27 0 0 13516:15 - 16:30 17 1 84 0 38 0 0 140 26 0 69 4 22 1 0 12216:30 - 16:45 25 0 98 0 57 1 0 181 31 0 84 0 26 0 0 14116:45 - 17:00 17 2 104 1 39 0 0 163 20 1 61 2 21 0 0 10517:00 - 17:15 37 2 136 1 64 0 0 240 34 3 75 2 11 0 0 12517:15 - 17:30 23 3 136 1 64 0 0 227 20 0 69 1 16 0 0 10617:30 - 17:45 18 0 113 0 42 3 0 176 19 0 83 1 8 0 0 11117:45 - 18:00 18 0 102 1 32 0 0 153 17 1 50 2 20 0 0 90

763 57 2422 86 1312 26 0 4666 678 29 2191 157 868 41 0 39640 811 0 529

06:00 to 07:00

16:30 to 17:30

06:00 to 07:00

15:00 to 16:00

109 492 225 297

16:30 to 17:30 16:45 to 17:45 16:30 to 17:30

130

14:45 to 15:45 16:00 to 17:00

145

08:00 to 09:00

Total:Peak Count:

Peak Hour:


Count Tally Sheet

6:00 - 6:156:15 - 6:306:30 - 6:456:45 - 7:007:00 - 7:157:15 - 7:307:30 - 7:457:45 - 8:008:00 - 8:158:15 - 8:308:30 - 8:458:45 - 9:009:00 - 9:159:15 - 9:309:30 - 9:459:45 - 10:00

10:00 - 10:1510:15 - 10:3010:30 - 10:4510:45 - 11:0011:00 - 11:1511:15 - 11:3011:30 - 11:4511:45 - 12:00

Time


Light Heavy Light Heavy Light Heavy All Light Heavy Light Heavy Light Heavy All21 0 26 1 17 0 0 65 16 0 106 10 1 0 0 13324 1 44 2 19 0 0 90 10 0 109 9 0 0 0 12829 2 54 1 19 0 0 105 16 0 111 7 2 0 0 13616 1 71 3 17 1 0 109 22 0 82 9 4 6 0 12316 3 40 1 6 1 0 67 13 1 57 6 8 1 0 869 1 55 0 16 0 0 81 19 0 70 4 7 0 0 10016 2 87 4 16 2 0 127 37 0 88 7 4 1 0 13713 1 110 2 23 0 0 149 67 0 108 4 1 0 0 18021 0 113 0 12 1 0 147 42 0 93 5 0 0 0 14037 2 139 1 12 0 0 191 53 0 99 6 0 0 0 15829 0 101 2 9 0 0 141 33 3 92 9 0 0 0 13724 0 63 1 10 0 0 98 29 0 68 6 0 0 0 10311 0 43 3 7 0 0 64 25 0 64 7 0 0 0 966 1 25 3 5 0 0 40 14 0 48 4 0 1 0 679 3 38 1 1 0 0 52 24 1 47 2 3 0 0 7710 1 43 2 6 0 0 62 33 0 53 10 0 0 0 9610 1 22 0 1 1 0 35 21 0 32 1 11 3 0 687 1 33 3 1 0 0 45 21 1 55 3 9 0 0 8911 0 32 2 1 0 0 46 26 3 50 2 15 0 0 9612 1 21 1 3 1 0 39 25 4 34 2 32 6 0 10311 3 38 4 1 1 0 58 31 0 37 1 15 1 0 8513 4 42 0 4 0 0 63 13 0 45 4 26 1 0 899 0 35 2 8 0 0 54 21 0 55 8 5 0 0 899 0 30 2 4 0 0 45 18 1 48 5 4 0 0 76

Thru RightLeft Thru Right Leg Total

Leg 3Left Leg

Total

Leg 4


Count Tally Sheet

Time12:00 - 12:1512:15 - 12:3012:30 - 12:4512:45 - 13:0013:00 - 13:1513:15 - 13:3013:30 - 13:4513:45 - 14:0014:00 - 14:1514:15 - 14:3014:30 - 14:4514:45 - 15:0015:00 - 15:1515:15 - 15:3015:30 - 15:4515:45 - 16:0016:00 - 16:1516:15 - 16:3016:30 - 16:4516:45 - 17:0017:00 - 17:1517:15 - 17:3017:30 - 17:4517:45 - 18:00

Total:Peak Count:

Peak Hour:


Light Heavy Light Heavy Light Heavy All Light Heavy Light Heavy Light Heavy All

Thru RightLeft Thru Right Leg Total

Leg 3Left Leg

Total

Leg 4

10 0 19 1 6 1 0 37 29 1 74 5 5 0 0 1149 1 40 2 4 2 0 58 21 0 68 6 0 0 0 9517 1 33 9 7 2 0 69 29 1 44 2 0 0 0 768 1 35 7 8 0 0 59 18 0 44 0 4 0 0 6614 3 44 2 5 1 0 69 16 0 31 2 0 0 0 4915 2 50 2 7 1 0 77 19 4 80 7 5 1 0 11612 0 27 0 3 0 0 42 14 1 57 2 0 0 0 747 1 25 2 3 0 0 38 20 0 74 4 3 0 0 10112 2 24 3 4 0 0 45 27 0 90 3 6 0 0 12612 0 30 1 6 0 0 49 16 0 90 2 3 1 0 1129 2 40 2 4 0 0 57 25 0 98 6 0 0 0 12915 1 37 1 3 0 0 57 16 1 88 7 7 0 0 11924 0 58 3 44 1 0 130 51 1 115 7 20 1 0 19510 0 49 9 26 0 0 94 35 3 78 4 23 5 0 14819 0 45 1 12 0 0 77 37 0 74 7 55 1 0 17410 0 46 1 8 0 0 65 38 0 55 2 36 1 0 13219 0 43 3 11 0 0 76 20 0 76 1 20 3 0 12013 0 57 3 5 0 0 78 24 1 80 1 11 0 0 11711 2 68 1 13 0 0 95 28 0 117 1 14 0 0 16014 2 31 1 11 0 0 59 31 0 133 2 4 0 0 17017 0 32 1 20 0 0 70 18 0 154 5 6 0 0 18322 1 51 1 11 0 0 86 22 0 130 3 4 0 0 15920 0 44 0 16 0 0 80 29 0 138 4 2 1 0 17422 0 45 0 12 0 0 79 11 0 122 0 9 0 0 142

714 47 2278 97 467 16 0 3619 1223 27 3761 214 384 34 0 56430 628 0 686

06:00 to 07:00

07:45 to 08:45

06:00 to 07:00

16:45 to 17:45

468 569113

08:00 to 09:00 16:45 to 17:45

144

15:15 to 16:1507:45 to 08:45

91

15:00 to 16:00

199

07:30 to 08:30


of 2

AUSTRAFFIC MANUAL INTERSECTION COUNT

1 2 3 4 A

Site No.: 1 Weather: Fine D B

Location: Dalrymple Drive/Glenlyon Road, Gladstone 16 5

Day/Date: Tuesday 17 April 2012 15 6

AM Peak: 14 7

PM Peak: 13 8

C 12 11 10 9

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

(1/4 hr end)

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6:45 AM 0 0 0 0 0 4 0 0 4 0 18 2 0 20 0 5 0 0 5 0 0 0 0 0 0 18 2 0 20 0 2 0 0 2 0 12 2 0 14 0

7:00 AM 0 0 0 0 0 2 0 0 2 0 16 2 0 18 0 7 0 0 7 0 0 0 0 0 0 20 0 0 20 0 2 0 0 2 0 7 1 0 8 0

7:15 AM 0 0 0 0 0 5 0 0 5 0 12 0 0 12 0 6 0 0 6 0 0 0 0 0 0 4 0 0 4 0 3 0 0 3 0 4 1 0 5 0

7:30 AM 0 0 0 0 0 4 0 0 4 0 16 1 0 17 0 5 0 0 5 0 0 0 0 0 0 10 1 0 11 0 3 1 0 4 0 4 1 0 5 0

7:45 AM 0 0 0 0 0 8 0 0 8 0 10 2 0 12 0 4 0 0 4 0 0 0 0 0 0 9 0 0 9 0 4 0 0 4 0 6 2 0 8 0

8:00 AM 0 0 0 0 0 10 0 0 10 0 25 4 0 29 0 6 0 0 6 0 0 0 0 0 0 19 0 0 19 0 10 0 0 10 1 1 2 0 3 0

8:15 AM 0 0 0 0 0 11 1 0 12 0 26 2 0 28 0 8 1 0 9 0 0 0 0 0 0 19 2 0 21 0 9 2 0 11 0 6 3 0 9 0

8:30 AM 0 1 0 1 0 9 1 0 10 0 29 4 0 33 0 13 0 0 13 0 0 0 0 0 0 32 1 0 33 0 12 0 0 12 1 4 3 0 7 0

8:45 AM 0 0 0 0 0 22 0 0 22 0 29 2 0 31 0 20 0 0 20 0 0 0 0 0 0 14 0 0 14 0 6 0 0 6 0 1 2 0 3 0

9:00 AM 1 0 0 1 0 8 0 0 8 0 26 3 0 29 0 11 1 0 12 0 0 0 0 0 0 11 1 0 12 1 5 1 0 6 0 10 3 0 13 0

9:15 AM 0 0 0 0 0 10 0 0 10 0 18 2 0 20 0 19 2 0 21 0 0 0 0 0 0 14 2 0 16 0 8 0 0 8 0 1 2 0 3 0

9:30 AM 0 0 0 0 0 4 0 0 4 0 13 2 0 15 0 16 1 0 17 0 0 0 0 0 0 7 0 0 7 0 7 1 0 8 0 1 2 0 3 0

3 h

r T

ota

l 1 1 0 2 0

97 2 0

99 0

238

26 0

264 0

120 5 0

125 0 0 0 0 0 0

177 9 0

186 1

71 5 0

76 2

57

24 0

81 0

AM

Peak 0 1 0 1 0

52 2 0

54 0

109

12 0

121 0

47 1 0

48 0 0 0 0 0 0

84 3 0

87 0

37 2 0

39 2

12

10 0

22 0

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

(1/4 hr end)

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3:45 PM 0 0 0 0 0 20 0 0 20 0 34 3 0 37 0 22 1 0 23 0 0 0 0 0 0 36 0 0 36 0 11 1 0 12 0 9 3 0 12 0

4:00 PM 0 0 0 0 0 21 0 0 21 0 57 3 0 60 0 16 3 0 19 0 0 0 0 0 0 3 0 0 3 0 5 0 0 5 0 2 1 0 3 0

4:15 PM 0 0 0 0 0 18 0 0 18 0 42 1 0 43 0 22 0 0 22 0 0 0 0 0 0 16 1 0 17 0 16 0 0 16 0 11 1 0 12 0

4:30 PM 1 0 0 1 0 22 0 0 22 1 68 1 0 69 1 15 3 0 18 0 0 0 0 0 0 12 1 0 13 0 9 0 0 9 0 13 1 0 14 0

4:45 PM 0 0 0 0 0 17 0 0 17 0 68 0 0 68 2 23 1 0 24 0 0 0 0 0 0 16 0 0 16 0 20 0 0 20 0 5 0 0 5 0

5:00 PM 0 0 0 0 0 21 0 0 21 0 70 1 0 71 1 24 1 0 25 0 0 0 0 0 0 19 1 0 20 0 12 0 0 12 0 14 0 0 14 0

5:15 PM 1 0 0 1 0 26 0 0 26 0 71 1 0 72 0 27 1 0 28 0 0 0 0 0 0 22 1 0 23 0 15 0 0 15 0 5 0 0 5 0

5:30 PM 0 0 0 0 0 36 0 0 36 0 88 2 0 90 0 38 0 0 38 0 0 0 0 0 0 19 0 0 19 0 13 0 0 13 0 12 0 0 12 0

5:45 PM 0 0 0 0 0 31 1 0 32 0 84 1 0 85 0 43 0 0 43 0 0 0 0 0 0 26 0 0 26 0 28 0 0 28 0 22 0 0 22 0

6:00 PM 0 0 0 0 0 32 0 0 32 0 70 0 0 70 0 37 1 0 38 0 0 0 0 0 0 3 0 0 3 0 4 0 0 4 0 2 0 0 2 0

6:15 PM 0 0 0 0 0 22 2 0 24 0 72 0 0 72 1 31 0 0 31 0 0 0 0 0 0 24 0 0 24 0 15 0 0 15 0 11 1 0 12 0

6:30 PM 1 0 0 1 0 24 0 0 24 0 50 0 0 50 0 35 1 0 36 0 0 0 0 0 0 8 0 0 8 0 9 0 0 9 0 2 0 0 2 0

3 h

r T

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l 3 0 0 3 0

290 3 0

293 1

774

13 0

787 5

333

12 0

345 0 0 0 0 0 0

204 4 0

208 0

157 1 0

158 0

108 7 0

115 0

PM

Peak 1 0 0 1 0

114 1 0

115 0

313 5 0

318 1

132 2 0

134 0 0 0 0 0 0

86 2 0

88 0

68 0 0

68 0

53 0 0

53 0

Dalrymple Drive (east)8:45 AM

5:45 PM

Glenlyon Road (north)

Dixon Drive (west)

Glenlyon Road (south)

Hour ending -

Hour ending -

N

of 2


1 2 3 4 A

Site No.: 1 D B

Location: Dalrymple Drive/Glenlyon Road, Gladstone 16 5

Day/Date: Tuesday 17 April 2012 15 6

AM Peak: 14 7

PM Peak: 13 8

C 12 11 10 9

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

(1/4 hr end)

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6:45 AM 0 0 0 0 0 9 1 0 10 0 78 2 0 80 1 5 1 0 6 0 0 0 0 0 0 6 0 0 6 0 9 1 0 10 0 30 1 0 31 0 3 2 0 0

7:00 AM 1 0 0 1 0 9 1 0 10 0 65 1 0 66 0 9 1 0 10 0 0 0 0 0 0 7 1 0 8 0 13 0 0 13 0 24 2 0 26 0 3 5 0 0

7:15 AM 0 0 0 0 0 6 1 0 7 0 27 0 0 27 2 1 0 0 1 0 0 0 0 0 0 8 1 0 9 0 5 0 0 5 0 18 0 0 18 1 3 0 0 2

7:30 AM 0 0 0 0 0 5 0 0 5 0 49 2 0 51 1 8 1 0 9 1 0 0 0 0 0 6 1 0 7 0 5 0 0 5 0 21 1 0 22 0 6 7 0 0

7:45 AM 0 0 0 0 0 9 2 0 11 0 61 2 0 63 1 7 0 0 7 1 0 0 0 0 0 8 1 0 9 0 11 0 0 11 0 26 0 0 26 0 0 1 0 0

8:00 AM 0 0 0 0 0 3 0 0 3 0 67 6 0 73 0 9 0 0 9 0 0 0 0 0 0 13 0 0 13 0 10 1 0 11 0 50 0 0 50 0 1 0 0 1

8:15 AM 0 0 0 0 0 9 3 0 12 0 69 3 0 72 0 14 0 0 14 1 0 0 0 0 0 5 0 0 5 0 13 0 0 13 0 27 1 0 28 0 0 0 0 0

8:30 AM 0 0 0 0 0 8 2 0 10 0 116 2 0 118 0 41 0 0 41 1 0 0 0 0 0 16 0 0 16 0 12 1 0 13 0 36 0 0 36 0 0 0 0 0

8:45 AM 0 0 0 0 0 13 2 0 15 0 72 3 0 75 0 21 1 0 22 0 0 0 0 0 0 16 1 0 17 0 15 0 0 15 0 25 0 0 25 0 1 0 0 0

9:00 AM 0 0 0 0 0 5 1 0 6 0 56 4 0 60 0 20 0 0 20 0 0 0 0 0 0 3 0 0 3 0 13 0 0 13 0 19 1 0 20 0 0 0 0 0

9:15 AM 0 0 0 0 0 1 3 0 4 0 42 3 0 45 1 10 0 0 10 0 0 0 0 0 0 10 0 0 10 0 6 0 0 6 0 16 0 0 16 0 0 0 0 0

9:30 AM 0 0 0 0 0 5 3 0 8 0 41 2 0 43 0 9 0 0 9 0 0 0 0 0 0 6 0 0 6 0 6 1 0 7 0 10 0 0 10 0 1 0 0 0

3 h

r T

ota

l 1 0 0 1 0

82

19 0

101 0

743

30 0

773 6

154 4 0

158 4 0 0 0 0 0

104 5 0

109 0

118 4 0

122 0

302 6 0

308 1

18

15 0 3

AM

Peak 0 0 0 0 0

33 7 0

40 0

324

14 0

338 0

85 1 0

86 2 0 0 0 0 0

50 1 0

51 0

50 2 0

52 0

138 1 0

139 0 2 0 0 1

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

(1/4 hr end)

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts

Lig

ht

Vehic

les

Heavy V

ehic

les

Not

Applic

able

To

tal

Cyclis

ts A B C D

3:45 PM 1 0 0 1 0 9 3 0 12 0 60 1 0 61 0 19 2 0 21 0 0 0 0 0 0 24 2 0 26 0 7 1 0 8 0 13 2 0 15 0 0 4 0 0

4:00 PM 0 0 0 0 0 4 3 0 7 0 36 2 0 38 0 16 1 0 17 0 0 0 0 0 0 23 0 0 23 0 9 0 0 9 0 17 0 0 17 0 1 0 0 1

4:15 PM 1 1 0 2 0 5 1 0 6 0 45 3 0 48 1 18 0 0 18 0 0 0 0 0 0 18 1 0 19 0 9 0 0 9 0 16 0 0 16 0 1 3 1 0

4:30 PM 0 0 0 0 0 6 6 0 12 0 29 3 0 32 0 11 0 0 11 0 0 0 0 0 0 15 1 0 16 0 14 0 0 14 0 17 1 0 18 0 3 0 0 0

4:45 PM 0 0 0 0 0 5 1 0 6 0 30 2 0 32 0 14 0 0 14 0 0 0 0 0 0 27 0 0 27 0 7 0 0 7 0 15 0 0 15 0 0 4 0 0

5:00 PM 0 0 0 0 0 9 1 0 10 0 58 4 0 62 0 24 0 0 24 0 0 0 0 0 0 25 0 0 25 0 12 1 0 13 0 15 0 0 15 0 0 0 3 2

5:15 PM 1 0 0 1 0 5 1 0 6 0 30 2 0 32 0 20 0 0 20 2 0 0 0 0 0 24 1 0 25 0 8 0 0 8 0 11 0 0 11 0 0 0 2 1

5:30 PM 2 1 0 3 0 5 1 0 6 0 35 0 0 35 0 17 0 0 17 0 0 0 0 0 0 23 0 0 23 0 13 0 0 13 0 16 0 0 16 0 1 0 5 2

5:45 PM 0 0 0 0 0 5 0 0 5 0 49 1 0 50 1 26 1 0 27 2 0 0 0 0 0 21 0 0 21 0 18 1 0 19 2 24 1 0 25 0 0 0 0 1

6:00 PM 0 0 0 0 0 3 0 0 3 0 26 0 0 26 0 29 3 0 32 0 0 0 0 0 0 11 0 0 11 0 18 0 0 18 2 13 0 0 13 0 0 0 0 2

6:15 PM 0 0 0 0 0 5 1 0 6 0 31 2 0 33 0 24 0 0 24 1 0 0 0 0 0 16 0 0 16 0 19 0 0 19 0 16 1 0 17 0 0 0 0 0

6:30 PM 0 0 0 0 0 1 0 0 1 0 14 0 0 14 0 13 0 0 13 0 0 0 0 0 0 15 0 0 15 0 8 1 0 9 0 12 0 0 12 0 1 0 0 0

3 h

r T

ota

l 5 2 0 7 0

62

18 0

80 0

443

20 0

463 2

231 7 0

238 5 0 0 0 0 0

242 5 0

247 0

142 4 0

146 4

185 5 0

190 0 7

11

11 9

PM

Peak 3 1 0 4 0

24 3 0

27 0

172 7 0

179 1

87 1 0

88 4 0 0 0 0 0

93 1 0

94 0

51 2 0

53 2

66 1 0

67 0 1 0

10 6

Dalrymple Drive (east)


Hour ending - 5:45 PM


Dixon Drive (west)8:45 AMHour ending -

N


1

Dalrymple Drive/Glenlyon Road, Gladstone

Tuesday 17 April 2012

Hour ending -

Hour ending -

2

1

Total 1 2 3 4 Total

565 1 54 121 48 224 vol

3% 100% 4% 10% 2% 7% % CV

335 1 115 318 134 568 vol

vol % CV vol % CV 3% 0% 1% 2% 1% 1% % CV

Total 242 2% 214 2% 140 7% 214 3% Total

16 139 1% 67 1%

1 15 52 4% 53 4% 0 0% 0 0% 5 0

6 0

14 51 2% 94 1% 87 3% 88 2% 6

13 0 0% 0 0% 39 5% 68 0% 7

22 45% 53 0% 8

Total 179 3% 271 1% 148 10% 209 1% Total

vol 464 86 338 40 0 194 vol % CV vol % CV

% CV 5% 1% 4% 18% 0% 12%

vol 298 88 179 27 4 469

% CV 4% 1% 4% 11% 25% 1%

Total 12 11 10 9 Total

0

10

Site No.:

AM PEAK

AM Peak

PM Peak

Location:

Day/Date:

Summary: AM Peak :

PM Peak : 5:45 PM


Dalrymple Drive (east)

Dixon Drive (west)

AM PEAK

PM PEAK

AM PEAK

PM PEAKPM PEAK

PM PEAK

PM Peak

AM Peak

B

Movements


AM Peak

PM Peak

AM PEAK

A

DAM Peak

PM Peak

C

8:45 AM

N

Legend

vol = total vehicle volume

% CV = percentage of commercial vehicles (trucks and buses)

LOCATION: Gladstone Benaraby Road and Glen Eden Drive

ROAD No: 185 (Int. 1872 @ Tdist 5.670km)

DATE:

TIME: 06:00 - 18:00

60634

60636

60635

Thu, 18/03/10

In: 4894 (382)

660 (26)4234

(356)

Out: 5415 (411)

All Traffic: 10309

(793)

590 (19)

Leg 1

Gladstone-Benaraby Rd

to Gladstone

305 (21)

375 (27)4825

(392)

In: 895 (40)

In: 5200 (419) Out: 4539 (377)

All Traffic: 9739

(796)

Out: 1035 (53)

All Traffic: 1930

(93)

Leg 3

Gladstone-Benaraby Rd

to Benaraby

Leg 4

Glen Eden Drive

To Glen Eden Estate


LOCATION: Gladstone Benaraby Road and Glen Eden DriveROAD No: 185 (int 1872 @ Tdist 5.67km)

DATE:TIME: 06:00 - 18:00



6:00 - 6:15 69 10 2 0 0 81 9 0 138 7 0 154 16 0 8 0 0 24

6:15 - 6:30 68 10 3 0 0 81 5 0 118 7 0 130 15 0 6 0 0 21

6:30 - 6:45 47 7 6 1 0 61 5 0 157 7 0 169 20 0 14 0 0 34

6:45 - 7:00 44 7 7 2 0 60 11 1 143 9 0 164 16 1 10 0 0 27

7:00 - 7:15 49 9 5 1 0 64 3 1 87 12 0 103 3 0 1 0 0 4

7:15 - 7:30 37 14 3 0 0 54 1 1 114 9 0 125 17 1 6 0 0 24

7:30 - 7:45 50 20 6 0 0 76 12 3 171 10 0 196 23 2 7 0 0 32

7:45 - 8:00 33 9 4 1 0 47 7 0 205 12 0 224 18 0 8 0 0 26

8:00 - 8:15 45 14 7 1 0 67 1 0 182 7 0 190 20 1 11 0 0 32

8:15 - 8:30 62 8 15 0 0 85 14 0 159 10 0 183 26 0 7 0 0 33

8:30 - 8:45 34 6 8 1 0 49 8 0 137 6 0 151 19 1 5 0 0 25

8:45 - 9:00 53 10 13 0 0 76 8 0 150 8 0 166 9 2 6 1 0 18

9:00 - 9:15 44 4 6 2 0 56 1 1 76 11 0 89 10 0 7 0 0 17

9:15 - 9:30 86 5 7 0 0 98 2 2 84 6 0 94 10 0 5 0 0 15

9:30 - 9:45 55 9 15 0 0 79 5 1 102 11 0 119 16 1 5 1 0 23

9:45 - 10:00 54 6 11 0 0 71 1 0 81 5 0 87 9 0 2 1 0 12

10:00 - 10:15 56 13 8 0 0 77 8 0 75 7 0 90 10 0 5 0 0 15

10:15 - 10:30 57 6 15 0 0 78 4 0 55 12 0 71 6 0 0 1 0 7

10:30 - 10:45 39 5 8 0 0 52 4 0 54 7 0 65 9 0 0 0 0 9

10:45 - 11:00 56 7 15 2 0 80 1 1 53 21 0 76 5 0 1 0 0 6

11:00 - 11:15 54 9 6 0 0 69 0 1 47 6 0 54 10 0 2 0 0 12

11:15 - 11:30 67 9 14 0 0 90 4 2 95 10 0 111 6 1 1 1 0 9

11:30 - 11:45 73 9 25 0 0 107 1 1 96 17 0 115 12 0 1 0 0 13

11:45 - 12:00 70 9 8 0 0 87 22 0 89 6 0 117 6 0 3 0 0 9

Leg

Total

Leg 4Leg

Total

Leg

Total

Leg 3

LeftLeft RightThru Thru

Time

Thu, 18/03/10

Right

Leg 1


Compiled by: CMD 1


LOCATION: Gladstone Benaraby Road and Glen Eden DriveROAD No: 185 (int 1872 @ Tdist 5.67km)

DATE:TIME: 06:00 - 18:00



Leg

Total

Leg 4Leg

Total

Leg

Total

Leg 3

LeftLeft RightThru Thru

Time

Thu, 18/03/10

Right

Leg 1

12:00 - 12:15 72 11 15 0 0 98 12 0 73 2 0 87 10 1 5 0 0 16

12:15 - 12:30 53 7 17 0 0 77 13 0 72 9 0 94 9 0 7 0 0 16

12:30 - 12:45 78 9 11 0 0 98 2 1 47 15 0 65 7 1 7 0 0 15

12:45 - 13:00 75 5 16 2 0 98 6 0 52 6 0 64 7 0 7 2 0 16

13:00 - 13:15 62 9 10 1 0 82 3 1 74 10 0 88 8 0 9 0 0 17

13:15 - 13:30 58 7 3 0 0 68 8 1 57 2 0 68 5 1 7 2 0 15

13:30 - 13:45 57 6 8 5 0 76 2 1 58 3 0 64 7 1 4 0 0 12

13:45 - 14:00 68 9 11 1 0 89 6 0 69 13 0 88 6 0 2 2 0 10

14:00 - 14:15 79 10 14 1 0 104 6 2 47 2 0 57 12 0 6 0 0 18

14:15 - 14:30 88 2 7 0 0 97 12 0 63 3 0 78 13 0 2 3 0 18

14:30 - 14:45 89 5 11 1 0 106 9 2 61 15 0 87 9 0 5 0 0 14

14:45 - 15:00 86 3 13 1 0 103 16 1 77 7 0 101 14 1 11 0 0 26

15:00 - 15:15 82 5 20 1 0 108 6 0 63 9 0 78 10 1 7 4 0 22

15:15 - 15:30 91 2 17 1 0 111 5 0 93 12 0 110 16 0 10 0 0 26

15:30 - 15:45 132 11 17 0 0 160 6 0 105 9 0 120 16 0 9 0 0 25

15:45 - 16:00 136 1 19 1 0 157 9 1 89 8 0 107 9 1 4 0 0 14

16:00 - 16:15 137 3 28 0 0 168 15 0 105 9 0 129 10 0 13 0 0 23

16:15 - 16:30 158 6 26 0 0 190 15 0 103 8 0 126 14 1 5 0 0 20

16:30 - 16:45 176 4 30 0 0 210 11 1 95 2 0 109 10 0 8 0 0 18

16:45 - 17:00 152 8 21 0 0 181 8 0 70 4 0 82 14 0 8 0 0 22

17:00 - 17:15 231 6 25 0 0 262 6 0 86 9 0 101 11 0 10 1 0 22

17:15 - 17:30 183 6 31 0 0 220 11 0 78 4 0 93 11 1 7 1 0 20

17:30 - 17:45 135 5 31 0 0 171 5 1 58 4 0 68 7 0 4 1 0 12

17:45 - 18:00 98 1 16 0 0 115 19 0 70 4 0 93 25 0 6 0 0 31

3878 356 634 26 0 4894 348 27 4433 392 0 5200 571 19 284 21 0 895

742 57 108 8 0 873 50 6 717 54 0 793 87 4 38 7 0 123

16:30 to

17:30

07:15 to

08:15

16:45 to

17:45

12:45 to

13:45

06:00 to

07:00

16:30 to

17:30

15:45 to

16:45

06:45 to

07:45

07:30 to

08:30

10:45 to

11:45

06:00 to

07:00

07:30 to

08:30

07:30 to

08:30

06:45 to

07:45

06:00 to

07:00

14:15 to

15:15

06:00 to

07:00

07:30 to

08:30Peak Hour:

Total:

Peak Count:


Compiled by: CMD 2

Appendix C

Design Traffic Volumes

Job Number: CEB06303

Job Name: Toolooa Gladstone UDA

Prepared By: Damien Scutt

Date: 18-Jun-12

Title: RAW TRAFFIC COUNT DATA

## AM Peak

(##) PM Peak

## AADT (External Network)

## AADT (Internal Network) (99) 198 L (225) (477) (109) (152) (611)

(545) 416 T 84 192 85 (34) 60 L 57 185

(28) 1 R R T L Phillip Street (312) 307 R R T

L T R R 129 (74) L T

103 468 57 T 216 (294) 240 627

(69) (186) (55) L 85 (109) (159) (339)

(568) ()

224

T L

T R R ()

564 0 L ()

(334) ()

(81) ####

(53) 107 L 49 299

(77) 42 R R T

L T

49 825

(568) () (55) (466)

224

T L

T R R ()

564 L ()

(334) ()

(67) 139 L (116) (318) (134)

(53) 52 T 55 121 48

(94) 51 R R T L

L T R R 87 (88)

86 338 40 T 39 (68)

(88) (179) (31) L 22 (53)

(107) (766)

(47) 85 L 37 211

(35) 31 R R T

L T

30 718

(37) (348)

To Gladstone CBD To Gladstone CBD

LEGEND Glenlyon Road French Street

11,630 10,325

10,870 6,605

11,390 Phillip Street

Dalrymple Drive

TO Dawson Hwy

9,150 13,900

Glenyon Road Gladstone-Benaraby Road

0

Proposed New Access

8,450 14,125

Glenyon Road 8,785

0

Proposed New Access

8,450 8,220


3,575

4,540 Dixon Drive Dalrymple Drive

TO Dawson Hwy

10,880

To Gladstone-Benaraby Rd/Dawson Hwy To Tannum Sands/Boyne Island

7,105 2,045

Glenyon Road Glen Eden Drive

Gladstone-Benaraby Road




Date: 18-Jun-12

Title: 2012 BG Volumes

## AM Peak

(##) PM Peak



(561) 428 T 87 198 88 (36) 64 L 60 196


L T R R 133 (76) L T

106 482 59 T 222 (303) 254 665

(71) (192) (57) L 88 (112) (169) (359)

(568) ()

224

T L

T R R ()

564 0 L ()

(334) ()

(81) ####

(53) 107 L 49 308

(77) 42 R R T

L T

49 850

(568) () (55) (480)

224

T L

T R R ()

564 L ()

(334) ()

(67) 139 L (116) (318) (134)

(53) 52 T 55 121 48

(94) 51 R R T L

L T R R 87 (88)

86 338 40 T 39 (68)

(88) (179) (31) L 22 (53)

(107) (812)

(47) 85 L 37 224

(35) 31 R R T

L T

30 761

(37) (369)



Growth Rate

Year 2012

0.030

11,979 10,945

11,196 7,001


Dalrymple Drive

TO Dawson Hwy

9,425 14,734

Glenlyon Road Gladstone-Benaraby Road

0

2011

1.03

2010

1.06

Proposed New Access

8,450 15,175

Glenyon Road 2,565

0

Proposed New Access

8,450 14,840


2011

1.03

3,575


TO Dawson Hwy

1.06

11,493


7,105 2,045



2012

1.00

2010




Date: 18-Jun-12


## AM Peak

(##) PM Peak



(627) 478 T 97 221 98 (40) 71 L 67 218


L T R R 148 (85) L T

118 538 66 T 248 (338) 283 740

(79) (214) (63) L 98 (125) (188) (400)

(620) ()

245

T L

T R R ()

621 0 L ()

(364) ()

(81) ####

(53) 107 L 49 344

(77) 42 R R T

L T

49 949

(620) () (55) (536)

245

T L

T R R ()

621 L ()

(364) ()

(75) 156 L (130) (356) (134)

(53) 52 T 62 136 48

(105) 57 R R T L

L T R R 87 (88)

96 379 40 T 39 (68)

(99) (200) (31) L 22 (53)

(107) (904)

(47) 85 L 37 249

(35) 31 R R T

L T

30 847

(37) (411)

12,501 7,794


Growth Rate 0.030

Year 2016


13,375 12,184


TO Dawson Hwy

2011 2010

2011

16,402


0

Proposed New Access

9,250 16,774

10,523 1.15 1.18

3,575

Glenyon Road 2,565

Dalrymple Drive

0

Proposed New Access

1.15

9,250 16,439



TO Dawson Hwy

7,870 2012

1.18

12,719


2,045

1.12


2010 Gladstone-Benaraby Road




Date: 18-Jun-12


## AM Peak

(##) PM Peak



(790) 603 T 122 278 123 (50) 89 L 84 274


L T R R 187 (107) L T

149 679 83 T 313 (426) 355 928

(100) (270) (80) L 123 (158) (235) (502)

(750) ()

298

T L

T R R ()

764 0 L ()

(437) ()

(81) ####

(53) 107 L 49 434

(77) 42 R R T

L T

49 1,196

(750) () (55) (676)

298

T L

T R R ()

764 L ()

(437) ()

(95) 197 L (165) (452) (134)

(53) 52 T 78 172 48

(133) 72 R R T L

L T R R 87 (88)

122 480 40 T 39 (68)

(125) (254) (31) L 22 (53)

(107) ####

(47) 85 L 37 312

(35) 31 R R T

L T

30 1,063

(37) (515)

15,762 9,775


Growth Rate 0.030

Year 2026


16,864 15,281


TO Dawson Hwy

2011 2010

2011

20,572


0

Proposed New Access

11,249 20,771

13,268 1.45 1.48

3,575

Glenyon Road 2,565

Dalrymple Drive

0

Proposed New Access

1.45

11,249 20,436



TO Dawson Hwy

9,783 2012

1.48

15,783


2,045

1.42


2010 Gladstone-Benaraby Road




Date: 18-Jun-12

Title: 2016 BG + DEVELOPMENT TRAFFIC

## AM Peak

(##) PM Peak



(671) 516 T 97 259 216 (66) 122 L 84 311


L T R R 309 (224) L T

154 652 117 T 299 (382) 494 881

(97) (270) (89) L 115 (169) (370) (511)

(620) ()

245

T L

T R R ()

621 0 L ()

(364) ()

(212) ####

(244) 250 L 227 413

(105) 75 R R T

L T

72 1,157

(789) () (84) (639)

312

T L

T R R ()

823 L ()

(463) ()

(75) 156 L (130) (356) (303)

(53) 52 T 62 136 115

(105) 57 R R T L

L T R R 289 (187)

96 379 57 T 39 (68)

(99) (200) (51) L 45 (73)

(282) (932)

(150) 293 L 106 282

(45) 51 R R T

L T

37 871

(54) (439)


French Street

17,756 15,254

LEGEND Glenlyon Road

Dalrymple Drive

0

16,869 12,162


TO Dawson Hwy

Proposed New Access

22,388


0

Proposed New Access

12,097 22,760

13,370


TO Dawson Hwy

8,268

13,559


5,266



12,097 19,941


6,821

Glenyon Road 6,171




Date: 18-Jun-12

Title: 2026 BG + DEVELOPMENT TRAFFIC

## AM Peak

(##) PM Peak


## AADT (Internal Network) (144) 287 L (326) (788) (298) (268) ####

(834) 640 T 122 316 241 (76) 140 L 102 366


L T R R 347 (246) L T

185 793 134 T 364 (470) 566 1,069

(118) (326) (105) L 140 (201) (418) (613)

(750) ()

298

T L

T R R ()

764 0 L ()

(437) ()

(212) ####

(244) 250 L 227 503

(105) 75 R R T

L T

72 1,405

(920) () (84) (778)

365

T L

T R R ()

966 L ()

(537) ()

(95) 197 L (165) (452) (303)

(53) 52 T 78 172 115

(133) 72 R R T L

L T R R 289 (187)

122 480 57 T 39 (68)

(125) (254) (51) L 45 (73)

(282) ####

(150) 293 L 106 345

(45) 51 R R T

L T

37 1,086

(54) (544)



21,245 18,352

20,130 14,144


Dalrymple Drive

TO Dawson Hwy

16,115 26,558


0

Proposed New Access

14,096 26,757

Glenyon Road 6,171

0

Proposed New Access

14,096 23,938


6,821


TO Dawson Hwy


5,266



16,624

10,181

Appendix D

SIDRA Output

MOVEMENT SUMMARY Site: 2026 - BG - PM

5_Gladstone-Benaraby Road_Glen Eden Drive2026 - BG - PMProposed Ultimate ConfigurationSignals - Fixed Time Cycle Time = 100 seconds (User-Given Cycle Time)

Movement Performance - Vehicles

95% Back of QueueMov ID Turn

Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate

Average Speed Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Gladstone-Benaraby Road (S)

4 L 39 5.0 0.313 23.3 LOS B 7.0 51.0 0.53 0.91 37.8

5 T 542 5.0 0.313 13.6 LOS A 8.5 62.1 0.55 0.49 41.9

Approach 581 5.0 0.313 14.2 LOS A 8.5 62.1 0.55 0.52 41.6

North: Gladstone-Benaraby Road (N)

11 T 1194 5.0 0.554 8.1 LOS A 17.5 128.0 0.52 0.47 47.1

12 R 113 5.0 0.212 16.0 LOS B 2.0 15.0 0.54 0.73 41.7

Approach 1306 5.0 0.554 8.8 LOS A 17.5 128.0 0.52 0.49 46.6

West: Glen Eden Drive (W)

1 L 49 5.0 0.077 9.1 LOS A 0.4 2.8 0.23 0.64 48.1

3 R 37 5.0 0.103 43.7 LOS D 1.5 10.8 0.85 0.73 27.3

Approach 86 5.0 0.103 23.9 LOS B 1.5 10.8 0.49 0.68 36.4

All Vehicles 1974 5.0 0.554 11.1 LOS A 17.5 128.0 0.53 0.51 44.5

Level of Service (LOS) Method: Delay (RTA NSW).

Vehicle movement LOS values are based on average delay per movement

Intersection and Approach LOS values are based on average delay for all vehicle movements.

SIDRA Standard Delay Model used.

Movement Performance - Pedestrians

Average Back of QueueMov ID Description

Demand Flow

Average Delay

Level of Service

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped

P5 Across N approach 53 44.2 LOS E 0.1 0.1 0.94 0.94

P7 Across W approach 53 12.5 LOS B 0.1 0.1 0.50 0.50

All Pedestrians 106 28.3 LOS C 0.72 0.72

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

Processed: Wednesday, 13 June 2012 1:03:25 PMSIDRA INTERSECTION 5.1.11.2079

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: G:\CEB06303 - Toolooa UDA Development Scheme\6303 Analysis\6303 SIDRA\Intersection 5.sip8000955, CARDNO, ENTERPRISE

MOVEMENT SUMMARY Site: 2026 - WD - AM

5_Gladstone-Benaraby Road_Glen Eden Drive2026 - WD - AMProposed Ultimate ConfigurationSignals - Fixed Time Cycle Time = 100 seconds (User-Given Cycle Time)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 39 5.0 0.691 29.7 LOS C 16.5 120.5 0.72 0.93 34.5

5 T 1143 5.0 0.691 20.6 LOS B 24.4 178.3 0.77 0.70 36.5

Approach 1182 5.0 0.691 20.9 LOS B 24.4 178.3 0.77 0.71 36.4


11 T 363 5.0 0.168 6.0 LOS A 3.7 27.2 0.38 0.32 49.9

12 R 112 5.0 0.320 21.7 LOS B 2.3 16.9 0.77 0.78 37.7

Approach 475 5.0 0.320 9.7 LOS A 3.7 27.2 0.47 0.43 46.4


1 L 308 5.0 0.648 18.2 LOS B 9.0 65.4 0.67 0.79 40.2

3 R 54 5.0 0.150 44.1 LOS D 2.2 16.0 0.86 0.75 27.2

Approach 362 5.0 0.648 22.0 LOS B 9.0 65.4 0.70 0.78 37.5

All Vehicles 2019 5.0 0.691 18.5 LOS B 24.4 178.3 0.69 0.66 38.6







Demand Flow

Average Delay

Level of Service

Prop. Queued












MOVEMENT SUMMARY Site: 2026 - BG - AM

5_Gladstone-Benaraby Road_Glen Eden Drive2026 - BG - AMProposed Ultimate ConfigurationSignals - Fixed Time Cycle Time = 100 seconds (User-Given Cycle Time)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 32 5.0 0.620 25.5 LOS B 13.9 101.4 0.63 0.93 36.7

5 T 1119 5.0 0.620 16.5 LOS B 21.4 155.9 0.69 0.63 39.4

Approach 1151 5.0 0.620 16.8 LOS B 21.4 155.9 0.69 0.63 39.3


11 T 328 5.0 0.152 5.9 LOS A 3.3 24.3 0.37 0.31 50.0

12 R 39 5.0 0.134 19.4 LOS B 0.7 4.9 0.67 0.73 39.2

Approach 367 5.0 0.152 7.4 LOS A 3.3 24.3 0.40 0.36 48.6


1 L 89 5.0 0.205 13.3 LOS A 1.5 11.2 0.42 0.69 44.0

3 R 33 5.0 0.091 43.6 LOS D 1.3 9.5 0.85 0.73 27.4

Approach 122 5.0 0.205 21.4 LOS B 1.5 11.2 0.53 0.70 37.9








Demand Flow

Average Delay

Level of Service

Prop. Queued












MOVEMENT SUMMARY Site: 2026 - WD - PM

5_Gladstone-Benaraby Road_Glen Eden Drive2026 - WD - PMExisting ConfigurationGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 57 5.0 0.054 9.0 LOS A 0.2 1.5 0.38 0.62 47.7

5 T 573 5.0 0.303 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 629 5.0 0.303 0.8 NA 0.2 1.5 0.03 0.06 58.6


11 T 1222 5.0 0.380 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 297 5.0 0.304 11.4 LOS A 1.5 11.2 0.61 0.86 45.8

Approach 1519 5.0 0.380 2.2 NA 1.5 11.2 0.12 0.17 56.6


1 L 158 5.0 0.088 7.7 X X X X 0.60 49.8

3 R 47 5.0 1.0004

208.1 LOS F 4.5 33.2 1.00 1.32 8.9

Approach 205 5.0 1.000 53.9 LOS D 4.5 33.2 0.23 0.77 24.4

All Vehicles 2354 5.0 1.000 6.4 NA 4.5 33.2 0.11 0.19 51.1

X: Not applicable for Continuous movement.



Minor Road Approach LOS values are based on average delay for all vehicle movements.

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


4 x = 1.00 due to minimum capacity





5_Gladstone-Benaraby Road_Glen Eden Drive2016 - WD - PMExisting ConfigurationGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 57 5.0 0.054 9.0 LOS A 0.2 1.5 0.38 0.62 47.7

5 T 462 5.0 0.245 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 519 5.0 0.245 1.0 NA 0.2 1.5 0.04 0.07 58.3


11 T 981 5.0 0.305 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 297 5.0 0.264 10.3 LOS A 1.2 9.1 0.54 0.77 46.7

Approach 1278 5.0 0.305 2.4 NA 1.2 9.1 0.13 0.18 56.3


1 L 158 5.0 0.088 7.7 X X X X 0.60 49.8

3 R 47 5.0 1.0004

232.0 LOS F 5.1 37.2 1.00 1.33 8.1

Approach 205 5.0 1.000 59.4 LOS E 5.1 37.2 0.23 0.77 23.0

All Vehicles 2002 5.0 1.000 7.9 NA 5.1 37.2 0.12 0.21 49.3












5_Gladstone-Benaraby Road_Glen Eden Drive2026 - BG - PMExisting ConfigurationGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 39 5.0 0.030 8.1 LOS A 0.1 0.9 0.21 0.56 48.6

5 T 542 5.0 0.287 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 581 5.0 0.287 0.5 NA 0.1 0.9 0.01 0.04 59.1


11 T 1194 5.0 0.371 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 113 5.0 0.111 10.5 LOS A 0.5 3.4 0.54 0.76 46.7

Approach 1306 5.0 0.371 0.9 NA 0.5 3.4 0.05 0.07 58.6


1 L 49 5.0 0.028 7.7 X X X X 0.60 49.8

3 R 37 5.0 1.0004

276.2 LOS F 4.6 33.4 1.00 1.27 7.0

Approach 86 5.0 1.000 122.3 LOS F 4.6 33.4 0.43 0.89 13.9

All Vehicles 1974 5.0 1.000 6.1 NA 4.6 33.4 0.05 0.09 51.4















Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 39 5.0 0.030 8.1 LOS A 0.1 0.9 0.21 0.56 48.6

5 T 433 5.0 0.229 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 472 5.0 0.229 0.7 NA 0.1 0.9 0.02 0.05 58.8


11 T 952 5.0 0.296 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 113 5.0 0.097 9.9 LOS A 0.4 3.0 0.48 0.70 46.9

Approach 1064 5.0 0.296 1.0 NA 0.4 3.0 0.05 0.07 58.3


1 L 49 5.0 0.028 7.7 X X X X 0.60 49.8

3 R 37 5.0 0.569 89.8 LOS F 1.9 13.6 0.97 1.06 17.3

Approach 86 5.0 0.569 42.7 LOS D 1.9 13.6 0.41 0.80 27.8

All Vehicles 1622 5.0 0.569 3.2 NA 1.9 13.6 0.06 0.10 55.2














Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 39 5.0 0.030 8.1 LOS A 0.1 0.9 0.21 0.56 48.6

5 T 388 5.0 0.206 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 427 5.0 0.206 0.7 NA 0.1 0.9 0.02 0.05 58.7


11 T 855 5.0 0.266 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 113 5.0 0.092 9.7 LOS A 0.4 2.9 0.45 0.68 47.1

Approach 967 5.0 0.266 1.1 NA 0.4 2.9 0.05 0.08 58.1


1 L 49 5.0 0.028 7.7 X X X X 0.60 49.8

3 R 37 5.0 0.417 59.2 LOS E 1.3 9.8 0.94 1.03 22.9

Approach 86 5.0 0.417 29.7 LOS C 1.3 9.8 0.40 0.78 33.2

All Vehicles 1481 5.0 0.417 2.7 NA 1.3 9.8 0.06 0.11 55.8











5_Gladstone-Benaraby Road_Glen Eden Drive2026 - WD - AMExisting ConfigurationGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 39 5.0 0.030 8.1 LOS A 0.1 0.9 0.21 0.56 48.6

5 T 1143 5.0 0.605 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 1182 5.0 0.605 0.3 NA 0.1 0.9 0.01 0.02 59.5


11 T 363 5.0 0.113 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 112 5.0 0.338 21.7 LOS B 1.3 9.5 0.87 1.00 37.7

Approach 475 5.0 0.338 5.1 NA 1.3 9.5 0.20 0.24 52.7


1 L 308 5.0 0.172 7.7 X X X X 0.60 49.8

3 R 54 5.0 1.0004

219.5 LOS F 5.6 40.6 1.00 1.37 8.5

Approach 362 5.0 1.000 39.1 LOS C 5.6 40.6 0.15 0.71 29.1

All Vehicles 2019 5.0 1.000 8.4 NA 5.6 40.6 0.08 0.19 48.8












5_Gladstone-Benaraby Road_Glen Eden Drive2016 - WD - AMExisting ConfigurationGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 39 5.0 0.030 8.1 LOS A 0.1 0.9 0.21 0.56 48.6

5 T 917 5.0 0.485 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 956 5.0 0.485 0.3 NA 0.1 0.9 0.01 0.02 59.4


11 T 297 5.0 0.092 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 112 5.0 0.201 14.5 LOS A 0.8 5.6 0.74 0.91 43.0

Approach 408 5.0 0.201 4.0 NA 0.8 5.6 0.20 0.25 54.2


1 L 308 5.0 0.172 7.7 X X X X 0.60 49.8

3 R 54 5.0 0.569 64.6 LOS E 2.0 14.8 0.95 1.07 21.6

Approach 362 5.0 0.569 16.1 LOS B 2.0 14.8 0.14 0.67 41.8

All Vehicles 1726 5.0 0.569 4.5 NA 2.0 14.8 0.08 0.21 53.4











5_Gladstone-Benaraby Road_Glen Eden Drive2026 - BG - AMExisting ConfigurationGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 32 5.0 0.024 7.8 LOS A 0.1 0.7 0.11 0.56 49.2

5 T 1119 5.0 0.592 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 1151 5.0 0.592 0.2 NA 0.1 0.7 0.00 0.02 59.6


11 T 328 5.0 0.102 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 39 5.0 0.111 18.3 LOS B 0.4 2.7 0.82 0.94 40.0

Approach 367 5.0 0.111 1.9 NA 0.4 2.7 0.09 0.10 57.0


1 L 89 5.0 0.050 7.7 X X X X 0.60 49.8

3 R 33 5.0 0.488 80.4 LOS F 1.5 11.3 0.96 1.04 18.7

Approach 122 5.0 0.488 27.1 LOS B 1.5 11.3 0.26 0.72 34.6

All Vehicles 1640 5.0 0.592 2.6 NA 1.5 11.3 0.04 0.09 56.0














Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 32 5.0 0.024 7.8 LOS A 0.1 0.7 0.11 0.56 49.2

5 T 892 5.0 0.472 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 923 5.0 0.472 0.3 NA 0.1 0.7 0.00 0.02 59.5


11 T 262 5.0 0.082 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 39 5.0 0.067 13.6 LOS A 0.2 1.8 0.69 0.89 43.8

Approach 301 5.0 0.082 1.8 NA 0.2 1.8 0.09 0.12 57.3


1 L 89 5.0 0.050 7.7 X X X X 0.60 49.8

3 R 33 5.0 0.261 39.1 LOS C 0.8 6.1 0.89 0.99 29.0

Approach 122 5.0 0.261 16.1 LOS B 0.8 6.1 0.24 0.70 41.8

All Vehicles 1346 5.0 0.472 2.0 NA 0.8 6.1 0.04 0.10 56.8














Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 32 5.0 0.024 7.8 LOS A 0.1 0.7 0.11 0.56 49.2

5 T 801 5.0 0.424 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 833 5.0 0.424 0.3 NA 0.1 0.7 0.00 0.02 59.5


11 T 236 5.0 0.073 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 39 5.0 0.057 12.5 LOS A 0.2 1.6 0.63 0.83 44.8

Approach 275 5.0 0.073 1.8 NA 0.2 1.6 0.09 0.12 57.2


1 L 89 5.0 0.050 7.7 X X X X 0.60 49.8

3 R 33 5.0 0.207 31.1 LOS C 0.7 4.8 0.86 0.96 32.4

Approach 122 5.0 0.207 13.9 LOS A 0.7 4.8 0.23 0.70 43.6

All Vehicles 1229 5.0 0.424 2.0 NA 0.7 4.8 0.05 0.11 56.9










MOVEMENT SUMMARY Site: 2026 - WD - PM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2026 - WD - PMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 88 5.0 0.096 8.3 LOS A 0.5 3.5 0.13 0.63 49.0

5 T 819 5.0 0.471 11.5 LOS A 20.5 149.3 0.49 0.43 44.0

Approach 907 5.0 0.471 11.2 LOS A 20.5 149.3 0.45 0.45 44.4


11 T 1825 5.0 0.744 8.2 LOS A 39.5 288.5 0.57 0.53 46.9

12 R 223 5.0 0.495 16.5 LOS B 4.8 35.2 0.55 0.77 41.4

Approach 2048 5.0 0.744 9.1 LOS A 39.5 288.5 0.57 0.56 46.2

West: Dalrymple Drive (W)

1 L 257 5.0 0.306 12.1 LOS A 5.4 39.2 0.35 0.70 45.2

3 R 111 5.0 0.713 78.2 LOS F 7.9 58.0 0.98 0.84 19.1

Approach 367 5.0 0.713 32.0 LOS C 7.9 58.0 0.54 0.74 32.1








Demand Flow

Average Delay

Level of Service

Prop. Queued



P5 Across N approach 53 69.1 LOS F 0.2 0.2 0.96 0.96


All Pedestrians 106 39.6 LOS D 0.66 0.66







MOVEMENT SUMMARY Site: 2016 - WD - PM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2016 - WD - PMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 130 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 88 5.0 0.094 8.3 LOS A 0.5 3.5 0.15 0.63 48.9

5 T 673 5.0 0.410 12.4 LOS A 15.2 110.6 0.52 0.46 43.1

Approach 761 5.0 0.410 11.9 LOS A 15.2 110.6 0.47 0.48 43.7


11 T 1485 5.0 0.620 6.9 LOS A 24.6 179.8 0.47 0.44 48.6

12 R 223 5.0 0.403 15.6 LOS B 3.9 28.6 0.54 0.76 42.1

Approach 1708 5.0 0.620 8.0 LOS A 24.6 179.8 0.48 0.48 47.6


1 L 257 5.0 0.269 10.7 LOS A 3.9 28.6 0.31 0.69 46.5

3 R 111 5.0 0.614 65.0 LOS E 6.6 48.3 0.96 0.80 21.6

Approach 367 5.0 0.614 27.0 LOS B 6.6 48.3 0.51 0.72 34.6








Demand Flow

Average Delay

Level of Service

Prop. Queued












MOVEMENT SUMMARY Site: 2026 - BG - PM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2026 - BG - PMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 58 5.0 0.056 8.0 LOS A 0.2 1.6 0.09 0.62 49.3

5 T 712 5.0 0.380 8.0 LOS A 14.2 103.6 0.39 0.35 47.7

Approach 769 5.0 0.380 8.0 LOS A 14.2 103.6 0.37 0.37 47.8


11 T 1641 5.0 0.668 7.1 LOS A 30.9 225.7 0.49 0.45 48.3

12 R 85 5.0 0.185 13.7 LOS A 1.4 10.4 0.39 0.71 43.7

Approach 1726 5.0 0.668 7.4 LOS A 30.9 225.7 0.48 0.47 48.1


1 L 56 5.0 0.064 9.5 LOS A 0.6 4.4 0.20 0.64 47.7

3 R 81 5.0 0.522 74.8 LOS F 5.6 40.7 0.96 0.77 19.7

Approach 137 5.0 0.522 48.2 LOS D 5.6 40.7 0.65 0.72 26.0








Demand Flow

Average Delay

Level of Service

Prop. Queued




P7 Across W approach 53 7.7 LOS A 0.1 0.1 0.32 0.32








MOVEMENT SUMMARY Site: 2016 - BG - PM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2016 - BG - PMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 58 5.0 0.056 8.0 LOS A 0.2 1.6 0.09 0.62 49.3

5 T 564 5.0 0.301 7.5 LOS A 10.4 76.1 0.37 0.32 48.3

Approach 622 5.0 0.301 7.6 LOS A 10.4 76.1 0.34 0.35 48.4


11 T 1301 5.0 0.530 5.4 LOS A 19.8 144.4 0.38 0.34 50.6

12 R 85 5.0 0.164 13.0 LOS A 1.4 10.4 0.35 0.70 44.3

Approach 1386 5.0 0.530 5.9 LOS A 19.8 144.4 0.37 0.37 50.2


1 L 56 5.0 0.057 8.9 LOS A 0.5 3.5 0.17 0.63 48.4

3 R 81 5.0 0.522 74.8 LOS F 5.6 40.7 0.96 0.77 19.7

Approach 137 5.0 0.522 47.9 LOS D 5.6 40.7 0.64 0.72 26.0








Demand Flow

Average Delay

Level of Service

Prop. Queued













4_Gladstone-Benaraby Road_Dalrymple Drive2012 - BG - PMExisting LayoutGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 58 5.0 0.300 8.3 LOS A 0.0 0.0 0.00 1.03 49.0

5 T 505 5.0 0.300 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 563 5.0 0.300 0.9 NA 0.0 0.0 0.00 0.11 58.6


11 T 1165 5.0 0.617 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 85 5.0 0.086 11.0 LOS A 0.4 2.6 0.54 0.77 46.1

Approach 1251 5.0 0.617 0.8 NA 0.4 2.6 0.04 0.05 58.8


1 L 56 5.0 1.254 333.0 LOS F 23.3 170.0 1.00 3.23 5.9

3 R 81 5.0 1.254 333.3 LOS F 23.3 170.0 1.00 2.44 5.9

Approach 137 5.0 1.254 333.2 LOS F 23.3 170.0 1.00 2.76 5.9

All Vehicles 1951 5.0 1.254 24.1 NA 23.3 170.0 0.09 0.26 36.1









MOVEMENT SUMMARY Site: 2026 - WD - AM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2026 - WD - AMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 76 5.0 0.103 9.2 LOS A 0.7 5.2 0.20 0.63 48.1

5 T 1479 5.0 0.870 18.8 LOS B 62.0 452.3 0.76 0.71 37.7

Approach 1555 5.0 0.870 18.3 LOS B 62.0 452.3 0.74 0.71 38.1


11 T 529 5.0 0.215 3.7 LOS A 5.6 40.7 0.25 0.22 53.3

12 R 239 5.0 0.877 80.0 LOS F 16.7 121.9 1.00 1.10 18.8

Approach 768 5.0 0.877 27.4 LOS B 16.7 121.9 0.48 0.49 33.9


1 L 263 5.0 0.459 47.0 LOS D 14.7 107.6 0.85 0.96 26.4

3 R 79 5.0 0.508 74.7 LOS F 5.4 39.6 0.96 0.77 19.7

Approach 342 5.0 0.508 53.4 LOS D 14.7 107.6 0.88 0.92 24.5








Demand Flow

Average Delay

Level of Service

Prop. Queued












MOVEMENT SUMMARY Site: 2016 - WD - AM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2016 - WD - AMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 76 5.0 0.089 8.7 LOS A 0.5 3.6 0.17 0.63 48.7

5 T 1218 5.0 0.724 16.2 LOS B 42.0 306.8 0.65 0.59 39.8

Approach 1294 5.0 0.724 15.8 LOS B 42.0 306.8 0.62 0.60 40.2


11 T 435 5.0 0.177 3.6 LOS A 4.4 32.2 0.24 0.21 53.5

12 R 239 5.0 0.708 39.0 LOS C 13.3 97.0 1.00 0.92 29.0

Approach 674 5.0 0.708 16.1 LOS B 13.3 97.0 0.51 0.46 41.2


1 L 263 5.0 0.396 27.8 LOS B 13.7 100.2 0.78 0.83 34.2

3 R 79 5.0 0.508 74.7 LOS F 5.4 39.6 0.96 0.77 19.7

Approach 342 5.0 0.508 38.6 LOS C 13.7 100.2 0.82 0.82 29.3








Demand Flow

Average Delay

Level of Service

Prop. Queued





All Pedestrians 106 40.2 LOS E 0.67 0.67







MOVEMENT SUMMARY Site: 2026 - BG - AM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2026 - BG - AMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 52 5.0 0.047 7.9 LOS A 0.2 1.2 0.09 0.61 49.3

5 T 1259 5.0 0.673 10.8 LOS A 35.5 258.9 0.53 0.49 44.5

Approach 1311 5.0 0.673 10.6 LOS A 35.5 258.9 0.51 0.49 44.7


11 T 457 5.0 0.186 3.6 LOS A 4.7 34.1 0.25 0.21 53.5

12 R 52 5.0 0.211 20.5 LOS B 1.4 10.0 0.58 0.74 38.4

Approach 508 5.0 0.211 5.3 LOS A 4.7 34.1 0.28 0.26 51.4


1 L 113 5.0 0.194 17.6 LOS B 3.3 24.4 0.46 0.72 40.6

3 R 44 5.0 0.283 73.1 LOS F 3.0 21.6 0.94 0.74 20.0

Approach 157 5.0 0.283 33.2 LOS C 3.3 24.4 0.60 0.73 31.5








Demand Flow

Average Delay

Level of Service

Prop. Queued












MOVEMENT SUMMARY Site: 2016 - BG - AM - Interim

4_Gladstone-Benaraby Road_Dalrymple Drive2016 - BG - AMSignalised Layout (Listed in GCC Transport Infrastructure Policy)Signals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 52 5.0 0.048 7.9 LOS A 0.2 1.2 0.09 0.61 49.3

5 T 999 5.0 0.534 9.2 LOS A 23.5 171.8 0.45 0.41 46.2

Approach 1051 5.0 0.534 9.2 LOS A 23.5 171.8 0.44 0.42 46.4


11 T 362 5.0 0.147 3.5 LOS A 3.6 26.1 0.24 0.20 53.6

12 R 52 5.0 0.148 15.9 LOS B 0.9 6.7 0.46 0.71 41.8

Approach 414 5.0 0.148 5.0 LOS A 3.6 26.1 0.27 0.27 51.8


1 L 113 5.0 0.161 12.3 LOS A 2.2 15.8 0.32 0.68 45.0

3 R 44 5.0 0.283 73.1 LOS F 3.0 21.6 0.94 0.74 20.0

Approach 157 5.0 0.283 29.5 LOS C 3.0 21.6 0.50 0.70 33.3








Demand Flow

Average Delay

Level of Service

Prop. Queued













4_Gladstone-Benaraby Road_Dalrymple Drive2012 - BG - AMExisting LayoutGiveway / Yield (Two-Way)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 52 5.0 0.503 8.3 LOS A 0.0 0.0 0.00 1.06 49.0

5 T 895 5.0 0.503 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 946 5.0 0.503 0.5 NA 0.0 0.0 0.00 0.06 59.3


11 T 324 5.0 0.172 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

12 R 52 5.0 0.098 15.0 LOS B 0.4 2.6 0.73 0.92 42.5

Approach 376 5.0 0.172 2.1 NA 0.4 2.6 0.10 0.13 56.8


1 L 113 5.0 0.548 26.5 LOS B 2.4 17.7 0.88 1.09 34.7

3 R 44 5.0 0.548 26.8 LOS B 2.4 17.7 0.88 1.08 34.7

Approach 157 5.0 0.548 26.6 LOS B 2.4 17.7 0.88 1.09 34.7

All Vehicles 1479 5.0 0.548 3.6 NA 2.4 17.7 0.12 0.18 54.6









MOVEMENT SUMMARY Site: 2026 - WD - PM - Mitigation

3_Gladstone-Benaraby Road_Phillip Street2026 - WD - PMProposed Ultimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Gladstone Benaraby Rd (S)

1 L 440 5.0 0.457 7.0 LOS A 3.3 24.4 0.57 0.60 48.4

2 T 645 5.0 0.457 5.9 LOS A 3.3 24.4 0.58 0.53 49.0

Approach 1085 5.0 0.457 6.3 LOS A 3.3 24.4 0.57 0.56 48.7

North: Gladstone Benaraby Rd (N)

8 T 1080 5.0 0.841 10.6 LOS A 10.7 78.4 0.85 1.03 46.1

9 R 282 5.0 0.841 18.8 LOS B 10.7 78.4 0.92 1.19 41.8

Approach 1362 5.0 0.841 12.3 LOS A 10.7 78.4 0.87 1.06 45.1

West: Philip Street (W)

10 L 80 5.0 0.362 8.3 LOS A 1.9 13.9 0.65 0.71 47.2

12 R 680 5.0 0.421 13.7 LOS A 2.5 18.2 0.66 0.85 44.1

Approach 760 5.0 0.421 13.1 LOS A 2.5 18.2 0.66 0.83 44.4





Roundabout Capacity Model: SIDRA Standard.





MOVEMENT SUMMARY Site: 2026 - BG - PM - Mitigation

3_Gladstone-Benaraby Road_Phillip Street2026 - BG -PMProposed Ultimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 247 5.0 0.312 6.6 LOS A 1.9 13.8 0.44 0.57 49.3

2 T 528 5.0 0.312 5.5 LOS A 1.9 13.8 0.45 0.49 49.9

Approach 776 5.0 0.312 5.8 LOS A 1.9 13.8 0.44 0.51 49.7


8 T 952 5.0 0.648 7.2 LOS A 5.4 39.3 0.67 0.68 48.1

9 R 237 5.0 0.648 14.3 LOS A 5.4 39.3 0.71 0.94 45.1

Approach 1188 5.0 0.648 8.6 LOS A 5.4 39.3 0.68 0.73 47.4


10 L 53 5.0 0.234 7.6 LOS A 1.1 7.9 0.53 0.64 48.0

12 R 486 5.0 0.273 13.0 LOS A 1.3 9.8 0.53 0.78 44.6

Approach 539 5.0 0.273 12.4 LOS A 1.3 9.8 0.53 0.77 44.9










MOVEMENT SUMMARY Site: 2026 - WD - AM - Mitigation

3_Gladstone-Benaraby Road_Phillip Street2026 - WD - AMProposed Ultimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 596 5.0 0.606 6.3 LOS A 5.1 37.2 0.40 0.51 49.5

2 T 1125 5.0 0.606 5.1 LOS A 5.3 38.9 0.42 0.45 50.1

Approach 1721 5.0 0.606 5.5 LOS A 5.3 38.9 0.42 0.47 49.9


8 T 385 5.0 0.308 6.5 LOS A 1.7 12.7 0.63 0.59 48.4

9 R 107 5.0 0.308 13.2 LOS A 1.7 12.7 0.64 0.88 45.9

Approach 493 5.0 0.308 8.0 LOS A 1.7 12.7 0.63 0.65 47.8


10 L 147 5.0 0.471 11.7 LOS A 2.8 20.6 0.79 0.94 45.1

12 R 642 5.0 0.548 16.9 LOS B 4.0 29.2 0.81 1.02 42.2

Approach 789 5.0 0.548 15.9 LOS B 4.0 29.2 0.81 1.00 42.7










MOVEMENT SUMMARY Site: 2026 - BG - AM - Mitigation

3_Gladstone-Benaraby Road_Phillip Street2026 - BG - AMProposed Ultimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 374 5.0 0.471 6.1 LOS A 3.1 22.6 0.29 0.50 50.2

2 T 977 5.0 0.471 4.9 LOS A 3.3 24.0 0.30 0.42 51.1

Approach 1351 5.0 0.471 5.2 LOS A 3.3 24.0 0.30 0.44 50.8


8 T 288 5.0 0.209 5.9 LOS A 1.1 7.7 0.52 0.53 49.3

9 R 88 5.0 0.209 12.6 LOS A 1.1 7.7 0.52 0.83 46.0

Approach 377 5.0 0.209 7.5 LOS A 1.1 7.7 0.52 0.60 48.4


10 L 94 5.0 0.298 9.2 LOS A 1.4 10.0 0.66 0.79 47.2

12 R 478 5.0 0.347 14.3 LOS A 1.8 12.9 0.67 0.88 43.9

Approach 572 5.0 0.347 13.5 LOS A 1.8 12.9 0.66 0.86 44.4











3_Gladstone-Benaraby Road_Phillip Street2026 - WD - PMExisting IntersectionRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 440 5.0 0.434 6.7 LOS A 3.2 23.2 0.51 0.57 48.8

2 T 645 5.0 0.434 5.5 LOS A 3.2 23.2 0.52 0.50 49.4

Approach 1085 5.0 0.434 6.0 LOS A 3.2 23.2 0.51 0.53 49.2


8 T 1080 5.0 1.265 203.4 LOS F 168.9 1233.3 0.96 4.89 9.2

9 R 282 5.0 1.265 263.9 LOS F 168.9 1233.3 1.00 6.00 7.9

Approach 1362 5.0 1.265 215.9 LOS F 168.9 1233.3 0.97 5.12 8.8


10 L 80 5.0 0.119 8.7 LOS A 0.5 3.7 0.57 0.73 48.2

12 R 680 5.0 0.635 15.3 LOS B 5.3 39.0 0.76 0.96 43.4

Approach 760 5.0 0.635 14.6 LOS B 5.3 39.0 0.74 0.93 43.8

All Vehicles 3207 5.0 1.265 97.2 LOS F 168.9 1233.3 0.76 2.57 16.6






Processed: Wednesday, 13 June 2012 11:53:31 AMSIDRA INTERSECTION 5.1.11.2079




3_Gladstone-Benaraby Road_Phillip Street2016 - WD - PMExisting IntersectionRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 389 5.0 0.377 6.6 LOS A 2.6 18.9 0.49 0.57 48.9

2 T 538 5.0 0.377 5.5 LOS A 2.6 18.9 0.50 0.49 49.5

Approach 927 5.0 0.377 6.0 LOS A 2.6 18.9 0.50 0.53 49.2


8 T 887 5.0 0.923 19.6 LOS B 22.7 165.6 0.93 1.27 38.8

9 R 235 5.0 0.923 29.5 LOS C 22.7 165.6 1.00 1.41 35.3

Approach 1122 5.0 0.923 21.7 LOS B 22.7 165.6 0.95 1.30 37.9


10 L 69 5.0 0.098 8.3 LOS A 0.4 3.0 0.53 0.68 48.5

12 R 581 5.0 0.515 13.7 LOS A 3.5 25.4 0.66 0.84 43.9

Approach 651 5.0 0.515 13.2 LOS A 3.5 25.4 0.65 0.82 44.4











3_Gladstone-Benaraby Road_Phillip Street2026 - BG - PMExisting IntersectionRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 247 5.0 0.317 6.6 LOS A 2.1 15.0 0.47 0.57 49.1

2 T 528 5.0 0.317 5.5 LOS A 2.1 15.0 0.48 0.49 49.7

Approach 776 5.0 0.317 5.8 LOS A 2.1 15.0 0.47 0.51 49.5


8 T 952 5.0 0.887 14.1 LOS A 18.1 131.9 0.92 1.08 42.9

9 R 237 5.0 0.887 22.7 LOS B 18.1 131.9 1.00 1.18 39.3

Approach 1188 5.0 0.887 15.8 LOS B 18.1 131.9 0.94 1.10 42.1


10 L 53 5.0 0.073 8.1 LOS A 0.3 2.1 0.51 0.66 48.6

12 R 486 5.0 0.424 13.1 LOS A 2.4 17.2 0.59 0.80 44.2

Approach 539 5.0 0.424 12.6 LOS A 2.4 17.2 0.58 0.79 44.6







Processed: Wednesday, 11 April 2012 4:07:13 PMSIDRA INTERSECTION 5.1.11.2079







Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 198 5.0 0.246 6.4 LOS A 1.4 10.2 0.37 0.54 49.7

2 T 421 5.0 0.246 5.2 LOS A 1.4 10.2 0.37 0.46 50.5

Approach 619 5.0 0.246 5.6 LOS A 1.4 10.2 0.37 0.49 50.2


8 T 759 5.0 0.649 7.4 LOS A 6.2 45.4 0.68 0.70 48.0

9 R 188 5.0 0.649 14.4 LOS A 6.2 45.4 0.72 0.88 45.1

Approach 947 5.0 0.649 8.8 LOS A 6.2 45.4 0.69 0.74 47.3


10 L 42 5.0 0.055 7.6 LOS A 0.2 1.5 0.46 0.61 49.0

12 R 387 5.0 0.318 12.6 LOS A 1.6 11.6 0.49 0.74 44.6

Approach 429 5.0 0.318 12.1 LOS A 1.6 11.6 0.49 0.73 45.0














Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 178 5.0 0.219 6.3 LOS A 1.2 8.6 0.33 0.53 49.9

2 T 378 5.0 0.219 5.1 LOS A 1.2 8.6 0.34 0.45 50.8

Approach 556 5.0 0.219 5.5 LOS A 1.2 8.6 0.34 0.48 50.5


8 T 682 5.0 0.566 6.4 LOS A 4.3 31.6 0.60 0.58 48.6

9 R 169 5.0 0.566 13.3 LOS A 4.3 31.6 0.63 0.83 46.0

Approach 852 5.0 0.566 7.8 LOS A 4.3 31.6 0.61 0.63 48.0


10 L 38 5.0 0.048 7.5 LOS A 0.2 1.3 0.43 0.59 49.1

12 R 348 5.0 0.280 12.5 LOS A 1.4 9.9 0.45 0.73 44.8

Approach 386 5.0 0.280 12.0 LOS A 1.4 9.9 0.45 0.71 45.2











3_Gladstone-Benaraby Road_Phillip Street2026 - WD - AMExisting IntersectionRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 596 5.0 0.633 6.3 LOS A 6.2 45.1 0.45 0.52 49.2

2 T 1125 5.0 0.633 5.2 LOS A 6.2 45.1 0.45 0.46 49.9

Approach 1721 5.0 0.633 5.6 LOS A 6.2 45.1 0.45 0.48 49.6


8 T 385 5.0 0.453 7.9 LOS A 3.6 26.1 0.80 0.72 47.1

9 R 107 5.0 0.453 14.7 LOS B 3.6 26.1 0.83 0.90 45.0

Approach 493 5.0 0.453 9.4 LOS A 3.6 26.1 0.81 0.76 46.6


10 L 147 5.0 0.259 10.4 LOS A 1.2 8.5 0.71 0.85 46.8

12 R 642 5.0 0.729 19.0 LOS B 6.8 49.9 0.89 1.13 40.6

Approach 789 5.0 0.729 17.4 LOS B 6.8 49.9 0.85 1.08 41.5











3_Gladstone-Benaraby Road_Phillip Street2016 - WD - AMExisting IntersectionRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 520 5.0 0.525 6.1 LOS A 4.2 30.8 0.33 0.50 49.9

2 T 927 5.0 0.525 4.9 LOS A 4.2 30.8 0.34 0.42 50.8

Approach 1447 5.0 0.525 5.4 LOS A 4.2 30.8 0.34 0.45 50.5


8 T 327 5.0 0.337 7.0 LOS A 2.3 16.6 0.68 0.63 48.0

9 R 88 5.0 0.337 13.7 LOS A 2.3 16.6 0.69 0.86 45.7

Approach 416 5.0 0.337 8.4 LOS A 2.3 16.6 0.68 0.68 47.5


10 L 128 5.0 0.204 9.7 LOS A 0.9 6.3 0.64 0.81 47.6

12 R 545 5.0 0.547 15.4 LOS B 3.8 27.4 0.74 0.98 43.3

Approach 674 5.0 0.547 14.3 LOS A 3.8 27.4 0.72 0.95 44.0











3_Gladstone-Benaraby Road_Phillip Street2026 - BG - AMExisting IntersectionRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 374 5.0 0.490 6.1 LOS A 3.7 26.8 0.31 0.50 50.1

2 T 977 5.0 0.490 4.9 LOS A 3.7 26.8 0.31 0.42 51.0

Approach 1351 5.0 0.490 5.2 LOS A 3.7 26.8 0.31 0.44 50.7


8 T 288 5.0 0.287 6.6 LOS A 1.8 13.2 0.61 0.58 48.5

9 R 88 5.0 0.287 13.2 LOS A 1.8 13.2 0.62 0.83 45.9

Approach 377 5.0 0.287 8.1 LOS A 1.8 13.2 0.61 0.64 47.8


10 L 94 5.0 0.148 9.5 LOS A 0.6 4.3 0.62 0.80 47.8

12 R 478 5.0 0.477 14.7 LOS B 2.8 20.7 0.70 0.94 43.8

Approach 572 5.0 0.477 13.9 LOS A 2.8 20.7 0.69 0.92 44.3














Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 298 5.0 0.387 6.0 LOS A 2.5 17.9 0.24 0.50 50.6

2 T 779 5.0 0.387 4.8 LOS A 2.5 17.9 0.24 0.40 51.6

Approach 1077 5.0 0.387 5.1 LOS A 2.5 17.9 0.24 0.43 51.3


8 T 229 5.0 0.209 6.0 LOS A 1.2 8.6 0.50 0.53 49.3

9 R 71 5.0 0.209 12.7 LOS A 1.2 8.6 0.50 0.81 46.2

Approach 300 5.0 0.209 7.6 LOS A 1.2 8.6 0.50 0.59 48.5


10 L 75 5.0 0.110 8.8 LOS A 0.4 3.0 0.55 0.74 48.3

12 R 381 5.0 0.349 13.5 LOS A 1.7 12.2 0.59 0.83 44.2

Approach 456 5.0 0.349 12.7 LOS A 1.7 12.2 0.58 0.81 44.8














Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 267 5.0 0.346 5.9 LOS A 2.1 15.1 0.21 0.49 50.7

2 T 700 5.0 0.346 4.7 LOS A 2.1 15.1 0.21 0.39 51.8

Approach 967 5.0 0.346 5.0 LOS A 2.1 15.1 0.21 0.42 51.5


8 T 206 5.0 0.182 5.8 LOS A 1.0 7.1 0.46 0.51 49.7

9 R 63 5.0 0.182 12.5 LOS A 1.0 7.1 0.46 0.81 46.3

Approach 269 5.0 0.182 7.4 LOS A 1.0 7.1 0.46 0.58 48.8


10 L 67 5.0 0.096 8.6 LOS A 0.4 2.6 0.53 0.71 48.5

12 R 342 5.0 0.304 13.2 LOS A 1.4 10.2 0.55 0.81 44.4

Approach 409 5.0 0.304 12.4 LOS A 1.4 10.2 0.55 0.79 45.0










MOVEMENT SUMMARY Site: 2026 - WD - PM - Ultimate

2_Glenlyon Road_Philip Street2026 - WD - PMUltimate Layout (Full duplication of Glenlyon Road)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Glenlyon Road (S)

1 L 124 5.0 0.321 5.2 LOS A 2.1 15.5 0.79 0.50 48.8

2 T 343 5.0 0.321 5.6 LOS A 2.1 15.5 0.79 0.55 48.4

3 R 111 5.0 0.321 14.3 LOS A 1.8 13.2 0.78 0.95 46.3

Approach 578 5.0 0.321 7.2 LOS A 2.1 15.5 0.79 0.62 48.0

East: Philip Street (E)

4 L 212 5.0 0.589 6.7 LOS A 4.8 35.2 0.90 0.72 47.9

5 T 495 5.0 0.589 7.1 LOS A 4.8 35.2 0.90 0.76 47.5

6 R 259 5.0 0.589 16.3 LOS B 4.1 29.8 0.88 1.04 44.6

Approach 965 5.0 0.589 9.5 LOS A 4.8 35.2 0.89 0.83 46.6

North: Glenlyon Road (N)

7 L 314 5.0 0.758 7.9 LOS A 7.8 57.2 0.89 0.92 48.0

8 T 829 5.0 0.758 8.7 LOS A 7.8 57.2 0.89 0.97 47.3

9 R 343 5.0 0.758 18.2 LOS B 6.8 49.9 0.90 1.13 43.3

Approach 1486 5.0 0.758 10.7 LOS A 7.8 57.2 0.89 1.00 46.3


10 L 152 5.0 0.481 4.7 LOS A 3.3 24.1 0.69 0.47 49.6

11 T 878 5.0 0.481 5.2 LOS A 3.3 24.1 0.70 0.53 49.4

12 R 75 5.0 0.481 13.8 LOS A 3.1 22.6 0.71 0.97 47.1

Approach 1104 5.0 0.481 5.7 LOS A 3.3 24.1 0.70 0.55 49.2











2_Glenlyon Road_Philip Street2016 - WD - PMInterim Layout (Duplication of Glenlyon Road north of Phillip Street)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 102 5.0 0.235 4.5 LOS A 1.4 10.2 0.69 0.44 49.7

2 T 284 5.0 0.235 4.9 LOS A 1.4 10.2 0.69 0.48 49.2

3 R 94 5.0 0.235 13.4 LOS A 1.2 9.0 0.69 0.90 46.9

Approach 480 5.0 0.235 6.5 LOS A 1.4 10.2 0.69 0.55 48.8


4 L 178 5.0 0.442 5.6 LOS A 3.3 23.8 0.83 0.57 48.6

5 T 402 5.0 0.442 6.0 LOS A 3.3 23.8 0.82 0.61 48.1

6 R 236 5.0 0.442 15.1 LOS B 2.9 21.1 0.81 0.98 45.3

Approach 816 5.0 0.442 8.6 LOS A 3.3 23.8 0.82 0.71 47.2


7 L 279 5.0 0.552 6.4 LOS A 3.7 26.7 0.75 0.68 49.1

8 T 678 5.0 0.560 5.7 LOS A 4.1 30.0 0.74 0.61 48.6

9 R 273 5.0 0.560 13.3 LOS A 4.1 30.0 0.74 0.96 47.1

Approach 1229 5.0 0.560 7.5 LOS A 4.1 30.0 0.74 0.70 48.3


10 L 120 5.0 0.365 4.1 LOS A 2.1 15.7 0.59 0.40 50.5

11 T 706 5.0 0.365 4.5 LOS A 2.1 15.7 0.60 0.43 50.2

12 R 65 5.0 0.365 12.8 LOS A 2.0 14.4 0.61 0.90 47.7

Approach 892 5.0 0.365 5.0 LOS A 2.1 15.7 0.60 0.46 50.0










MOVEMENT SUMMARY Site: 2026 - BG - PM - Ultimate

2_Glenlyon Road_Philip Street2026 - BG - PMUltimate Layout (Full duplication of Glenlyon Road)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 105 5.0 0.229 4.7 LOS A 1.4 10.0 0.68 0.45 49.7

2 T 284 5.0 0.229 5.1 LOS A 1.4 10.0 0.68 0.49 49.3

3 R 84 5.0 0.229 13.6 LOS A 1.2 8.7 0.68 0.89 46.8

Approach 474 5.0 0.229 6.5 LOS A 1.4 10.0 0.68 0.55 48.9


4 L 166 5.0 0.391 4.7 LOS A 2.5 18.0 0.78 0.46 48.9

5 T 448 5.0 0.391 5.3 LOS A 2.5 18.0 0.77 0.52 48.5

6 R 113 5.0 0.391 14.0 LOS A 2.2 16.0 0.77 0.98 46.7

Approach 727 5.0 0.391 6.5 LOS A 2.5 18.0 0.77 0.58 48.3


7 L 166 5.0 0.578 5.5 LOS A 4.3 31.7 0.76 0.60 49.1

8 T 728 5.0 0.578 5.9 LOS A 4.3 31.7 0.76 0.63 48.6

9 R 343 5.0 0.578 15.1 LOS B 3.9 28.6 0.78 1.01 45.4

Approach 1238 5.0 0.578 8.4 LOS A 4.3 31.7 0.77 0.73 47.6


10 L 152 5.0 0.396 3.8 LOS A 2.3 17.0 0.54 0.37 50.9

11 T 832 5.0 0.396 4.1 LOS A 2.3 17.0 0.56 0.40 50.6

12 R 43 5.0 0.396 12.4 LOS A 2.2 15.9 0.57 0.89 48.1

Approach 1026 5.0 0.396 4.4 LOS A 2.3 17.0 0.56 0.41 50.5











2_Glenlyon Road_Philip Street2016 - BG - PMInterim Layout (Duplication of Glenlyon Road north of Phillip Street)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 83 5.0 0.161 4.1 LOS A 0.9 6.3 0.57 0.40 50.7

2 T 225 5.0 0.161 4.4 LOS A 0.9 6.3 0.57 0.43 50.3

3 R 66 5.0 0.161 12.8 LOS A 0.8 5.7 0.58 0.84 47.3

Approach 375 5.0 0.161 5.8 LOS A 0.9 6.3 0.57 0.50 49.7


4 L 132 5.0 0.273 4.4 LOS A 1.6 11.7 0.67 0.43 49.8

5 T 356 5.0 0.273 4.8 LOS A 1.6 11.7 0.67 0.47 49.4

6 R 89 5.0 0.273 13.3 LOS A 1.4 10.3 0.68 0.91 47.1

Approach 577 5.0 0.273 6.1 LOS A 1.6 11.7 0.67 0.53 49.0


7 L 132 5.0 0.411 5.1 LOS A 2.2 15.9 0.64 0.51 50.0

8 T 578 5.0 0.417 4.7 LOS A 2.3 17.1 0.63 0.47 49.6

9 R 273 5.0 0.417 12.3 LOS A 2.3 17.1 0.62 0.85 47.0

Approach 982 5.0 0.417 6.9 LOS A 2.3 17.1 0.63 0.58 48.8


10 L 120 5.0 0.297 3.5 LOS A 1.6 11.6 0.45 0.34 51.7

11 T 660 5.0 0.297 3.7 LOS A 1.6 11.6 0.46 0.36 51.5

12 R 34 5.0 0.297 12.0 LOS A 1.5 11.0 0.48 0.87 48.2

Approach 814 5.0 0.297 4.0 LOS A 1.6 11.6 0.46 0.38 51.4











2_Glenlyon Road_Philip Street2012 - BG - PMExisting LayoutRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 75 5.0 0.139 3.9 LOS A 0.7 5.1 0.52 0.38 51.1

2 T 202 5.0 0.139 4.2 LOS A 0.7 5.1 0.53 0.41 50.6

3 R 60 5.0 0.139 12.6 LOS A 0.6 4.7 0.54 0.82 47.3

Approach 337 5.0 0.139 5.6 LOS A 0.7 5.1 0.53 0.47 50.0


4 L 118 5.0 0.231 4.2 LOS A 1.3 9.3 0.61 0.41 50.3

5 T 319 5.0 0.231 4.5 LOS A 1.3 9.3 0.62 0.44 49.9

6 R 80 5.0 0.231 13.0 LOS A 1.1 8.3 0.62 0.89 47.3

Approach 517 5.0 0.231 5.8 LOS A 1.3 9.3 0.62 0.50 49.5


7 L 118 5.0 0.355 4.6 LOS A 1.7 12.7 0.59 0.45 50.5

8 T 517 5.0 0.360 4.4 LOS A 1.9 14.0 0.58 0.43 50.1

9 R 244 5.0 0.360 12.1 LOS A 1.9 14.0 0.57 0.83 47.1

Approach 879 5.0 0.360 6.6 LOS A 1.9 14.0 0.58 0.54 49.1


10 L 107 5.0 0.261 3.4 LOS A 1.3 9.8 0.41 0.33 52.1

11 T 591 5.0 0.261 3.6 LOS A 1.3 9.8 0.43 0.35 51.8

12 R 31 5.0 0.261 11.8 LOS A 1.3 9.3 0.44 0.86 48.2

Approach 728 5.0 0.261 3.9 LOS A 1.3 9.8 0.42 0.37 51.7










MOVEMENT SUMMARY Site: 2026 - WD - AM - Ultimate

2_Glenlyon Road_Philip Street2026 - WD - AMUltimate Layout (Full duplication of Glenlyon Road)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 195 5.0 0.530 5.2 LOS A 3.8 27.4 0.72 0.54 49.4

2 T 835 5.0 0.530 5.8 LOS A 3.8 27.4 0.73 0.60 49.0

3 R 141 5.0 0.530 14.5 LOS B 3.4 25.2 0.74 1.02 46.4

Approach 1171 5.0 0.530 6.7 LOS A 3.8 27.4 0.73 0.64 48.7


4 L 147 5.0 0.351 3.7 LOS A 2.1 15.2 0.55 0.36 50.9

5 T 383 5.0 0.351 3.8 LOS A 2.1 15.2 0.55 0.37 50.7

6 R 365 5.0 0.351 12.3 LOS A 1.9 14.1 0.57 0.74 45.7

Approach 896 5.0 0.351 7.2 LOS A 2.1 15.2 0.56 0.52 48.3


7 L 254 5.0 0.344 4.4 LOS A 2.2 15.8 0.71 0.43 49.5

8 T 333 5.0 0.344 4.8 LOS A 2.2 15.8 0.71 0.47 48.9

9 R 128 5.0 0.344 13.2 LOS A 1.9 14.0 0.71 0.92 47.0

Approach 715 5.0 0.344 6.2 LOS A 2.2 15.8 0.71 0.54 48.7


10 L 302 5.0 0.597 8.4 LOS A 5.4 39.4 0.92 0.93 47.8

11 T 674 5.0 0.597 9.6 LOS A 5.4 39.4 0.90 0.98 47.3

12 R 14 5.0 0.597 18.6 LOS B 4.5 32.7 0.89 1.10 43.9

Approach 989 5.0 0.597 9.4 LOS A 5.4 39.4 0.91 0.97 47.4











2_Glenlyon Road_Philip Street2016 - WD - AMInterim Layout (Duplication of Glenlyon Road north of Phillip Street)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 162 5.0 0.411 4.2 LOS A 2.3 17.1 0.62 0.41 50.2

2 T 686 5.0 0.411 4.7 LOS A 2.3 17.1 0.63 0.46 49.8

3 R 123 5.0 0.411 13.2 LOS A 2.2 16.2 0.65 0.94 47.3

Approach 972 5.0 0.411 5.7 LOS A 2.3 17.1 0.63 0.51 49.5


4 L 121 5.0 0.286 3.6 LOS A 1.7 12.4 0.49 0.35 51.3

5 T 315 5.0 0.286 3.7 LOS A 1.7 12.4 0.49 0.36 51.2

6 R 325 5.0 0.286 12.1 LOS A 1.6 11.5 0.51 0.70 45.9

Approach 761 5.0 0.286 7.3 LOS A 1.7 12.4 0.50 0.50 48.6


7 L 227 5.0 0.259 4.6 LOS A 1.3 9.7 0.61 0.45 50.2

8 T 273 5.0 0.263 4.1 LOS A 1.5 10.9 0.60 0.41 49.8

9 R 102 5.0 0.263 12.1 LOS A 1.5 10.9 0.60 0.84 47.6

Approach 602 5.0 0.263 5.7 LOS A 1.5 10.9 0.61 0.50 49.5


10 L 240 5.0 0.418 5.6 LOS A 2.8 20.5 0.79 0.56 48.8

11 T 543 5.0 0.418 6.5 LOS A 2.8 20.5 0.78 0.65 48.8

12 R 14 5.0 0.418 15.1 LOS B 2.5 18.3 0.78 1.03 46.3

Approach 797 5.0 0.418 6.3 LOS A 2.8 20.5 0.78 0.63 48.8










MOVEMENT SUMMARY Site: 2026 - BG - AM - Ultimate

2_Glenlyon Road_Philip Street2026 - BG - AMUltimate Layout (Full duplication of Glenlyon Road)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 157 5.0 0.391 4.1 LOS A 2.2 16.1 0.59 0.40 50.5

2 T 715 5.0 0.391 4.5 LOS A 2.2 16.1 0.60 0.43 50.2

3 R 87 5.0 0.391 12.9 LOS A 2.0 14.9 0.61 0.91 47.6

Approach 959 5.0 0.391 5.2 LOS A 2.2 16.1 0.60 0.47 49.9


4 L 129 5.0 0.248 3.5 LOS A 1.3 9.4 0.47 0.33 51.6

5 T 329 5.0 0.248 3.6 LOS A 1.3 9.4 0.47 0.35 51.1

6 R 197 5.0 0.248 11.9 LOS A 1.2 8.9 0.49 0.76 46.8

Approach 656 5.0 0.248 6.1 LOS A 1.3 9.4 0.48 0.47 49.6


7 L 129 5.0 0.244 4.0 LOS A 1.4 10.0 0.61 0.39 50.3

8 T 293 5.0 0.244 4.3 LOS A 1.4 10.0 0.62 0.42 49.8

9 R 128 5.0 0.244 12.8 LOS A 1.2 9.0 0.62 0.85 46.8

Approach 551 5.0 0.244 6.2 LOS A 1.4 10.0 0.62 0.52 49.1


10 L 302 5.0 0.453 5.1 LOS A 3.0 21.9 0.74 0.52 49.2

11 T 635 5.0 0.453 6.0 LOS A 3.0 21.9 0.75 0.61 49.2

12 R 1 5.0 0.453 14.4 LOS A 2.7 19.8 0.75 1.04 46.9

Approach 938 5.0 0.453 5.7 LOS A 3.0 21.9 0.74 0.58 49.2











2_Glenlyon Road_Philip Street2016 - BG - AMInterim Layout (Duplication of Glenlyon Road north of Phillip Street)Roundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 124 5.0 0.291 3.7 LOS A 1.5 10.9 0.49 0.36 51.4

2 T 566 5.0 0.291 4.0 LOS A 1.5 10.9 0.50 0.39 51.0

3 R 69 5.0 0.291 12.3 LOS A 1.4 10.2 0.52 0.87 47.9

Approach 760 5.0 0.291 4.7 LOS A 1.5 10.9 0.50 0.43 50.7


4 L 103 5.0 0.188 3.3 LOS A 1.0 7.0 0.40 0.32 52.1

5 T 261 5.0 0.188 3.5 LOS A 1.0 7.0 0.41 0.33 51.7

6 R 156 5.0 0.188 11.7 LOS A 0.9 6.6 0.43 0.72 47.0

Approach 520 5.0 0.188 5.9 LOS A 1.0 7.0 0.41 0.45 50.1


7 L 103 5.0 0.175 4.2 LOS A 0.8 6.0 0.53 0.41 51.0

8 T 233 5.0 0.178 4.0 LOS A 0.9 6.7 0.52 0.39 50.6

9 R 102 5.0 0.178 11.8 LOS A 0.9 6.7 0.51 0.79 47.4

Approach 438 5.0 0.178 5.9 LOS A 0.9 6.7 0.52 0.49 49.8


10 L 240 5.0 0.322 4.2 LOS A 1.8 12.9 0.61 0.41 50.3

11 T 503 5.0 0.322 4.8 LOS A 1.8 12.9 0.62 0.46 50.2

12 R 1 5.0 0.322 13.0 LOS A 1.6 11.7 0.63 0.97 47.8

Approach 744 5.0 0.322 4.6 LOS A 1.8 12.9 0.62 0.45 50.2











2_Glenlyon Road_Philip Street2012 - BG - AMExisting LayoutRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 112 5.0 0.254 3.6 LOS A 1.3 9.1 0.45 0.35 51.7

2 T 507 5.0 0.254 3.9 LOS A 1.3 9.1 0.46 0.37 51.4

3 R 62 5.0 0.254 12.1 LOS A 1.2 8.7 0.48 0.86 47.9

Approach 681 5.0 0.254 4.6 LOS A 1.3 9.1 0.46 0.41 51.0


4 L 93 5.0 0.165 3.2 LOS A 0.8 5.9 0.37 0.31 52.4

5 T 234 5.0 0.165 3.4 LOS A 0.8 5.9 0.38 0.32 52.0

6 R 140 5.0 0.165 11.6 LOS A 0.8 5.6 0.40 0.71 47.1

Approach 466 5.0 0.165 5.8 LOS A 0.8 5.9 0.38 0.44 50.3


7 L 93 5.0 0.152 4.0 LOS A 0.7 5.1 0.49 0.39 51.3

8 T 208 5.0 0.155 3.8 LOS A 0.8 5.6 0.48 0.37 51.0

9 R 92 5.0 0.155 11.7 LOS A 0.8 5.6 0.47 0.78 47.5

Approach 393 5.0 0.155 5.7 LOS A 0.8 5.6 0.48 0.47 50.1


10 L 215 5.0 0.277 4.0 LOS A 1.4 10.5 0.56 0.39 50.7

11 T 451 5.0 0.277 4.5 LOS A 1.4 10.5 0.57 0.43 50.6

12 R 1 5.0 0.277 12.7 LOS A 1.3 9.7 0.58 0.95 47.9

Approach 666 5.0 0.277 4.4 LOS A 1.4 10.5 0.57 0.42 50.6










MOVEMENT SUMMARY Site: 2026 - WD - PM - Ultimate

1_Glenlyon Road_Dalrymple Drive2026 - WD - PMUltimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 132 5.0 0.209 7.3 LOS A 1.2 8.4 0.52 0.64 48.8

2 T 267 5.0 0.209 6.2 LOS A 1.2 8.4 0.53 0.56 49.0

3 R 54 5.0 0.209 13.3 LOS A 1.1 8.0 0.53 0.84 45.8

Approach 453 5.0 0.209 7.4 LOS A 1.2 8.4 0.53 0.61 48.6

East: Dalrymple Drive (E)

4 L 77 5.0 0.424 9.2 LOS A 2.4 17.5 0.70 0.82 47.2

5 T 72 5.0 0.424 8.2 LOS A 2.4 17.5 0.70 0.76 47.1

6 R 197 5.0 0.424 15.1 LOS B 2.4 17.5 0.70 0.96 43.9

Approach 345 5.0 0.424 12.4 LOS A 2.4 17.5 0.70 0.89 45.2


7 L 319 5.0 0.385 6.7 LOS A 2.4 17.2 0.45 0.58 49.2

8 T 476 5.0 0.385 5.6 LOS A 2.4 17.2 0.46 0.50 49.5

9 R 174 5.0 0.385 12.5 LOS A 2.3 16.7 0.46 0.79 46.1

Approach 968 5.0 0.385 7.2 LOS A 2.4 17.2 0.46 0.58 48.7

West: Dixon Drive (W)

10 L 100 5.0 0.313 7.6 LOS A 1.6 11.3 0.56 0.66 48.2

11 T 56 5.0 0.313 6.6 LOS A 1.6 11.3 0.56 0.59 48.3

12 R 140 5.0 0.313 13.5 LOS A 1.6 11.3 0.56 0.85 45.2

Approach 296 5.0 0.313 10.2 LOS A 1.6 11.3 0.56 0.73 46.7











1_Glenlyon Road_Dalrymple Drive2016 - WD - PMExisting ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 104 5.0 0.349 7.9 LOS A 2.4 17.3 0.64 0.68 48.2

2 T 211 5.0 0.349 6.7 LOS A 2.4 17.3 0.64 0.60 48.2

3 R 54 5.0 0.349 13.6 LOS A 2.4 17.3 0.64 0.83 45.7

Approach 368 5.0 0.349 8.0 LOS A 2.4 17.3 0.64 0.66 47.8


4 L 77 5.0 0.391 9.3 LOS A 2.8 20.7 0.79 0.79 46.5

5 T 72 5.0 0.391 8.2 LOS A 2.8 20.7 0.79 0.75 46.3

6 R 197 5.0 0.391 15.1 LOS B 2.8 20.7 0.79 0.86 43.9

Approach 345 5.0 0.391 12.4 LOS A 2.8 20.7 0.79 0.82 44.9


7 L 319 5.0 0.637 7.2 LOS A 6.0 44.0 0.65 0.62 48.0

8 T 375 5.0 0.637 6.1 LOS A 6.0 44.0 0.65 0.56 48.0

9 R 137 5.0 0.637 13.0 LOS A 6.0 44.0 0.65 0.76 46.0

Approach 831 5.0 0.637 7.7 LOS A 6.0 44.0 0.65 0.61 47.7


10 L 79 5.0 0.235 7.9 LOS A 1.4 10.6 0.61 0.65 47.9

11 T 56 5.0 0.235 6.7 LOS A 1.4 10.6 0.61 0.61 48.0

12 R 111 5.0 0.235 13.7 LOS A 1.4 10.6 0.61 0.79 45.1

Approach 245 5.0 0.235 10.2 LOS A 1.4 10.6 0.61 0.70 46.6










MOVEMENT SUMMARY Site: 2026 - BG - PM - Ultimate

1_Glenlyon Road_Dalrymple Drive2026 - BG - PMUltimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 132 5.0 0.183 6.9 LOS A 0.9 6.7 0.43 0.59 49.4

2 T 267 5.0 0.183 5.7 LOS A 0.9 6.7 0.44 0.51 49.9

3 R 33 5.0 0.183 12.7 LOS A 0.9 6.5 0.44 0.84 46.3

Approach 432 5.0 0.183 6.6 LOS A 0.9 6.7 0.44 0.56 49.4


4 L 56 5.0 0.263 8.2 LOS A 1.2 8.8 0.61 0.71 48.0

5 T 72 5.0 0.263 7.2 LOS A 1.2 8.8 0.61 0.64 48.0

6 R 93 5.0 0.263 14.1 LOS A 1.2 8.8 0.61 0.91 44.9

Approach 220 5.0 0.263 10.4 LOS A 1.2 8.8 0.61 0.77 46.6


7 L 141 5.0 0.311 6.6 LOS A 1.8 12.8 0.40 0.57 49.7

8 T 476 5.0 0.311 5.4 LOS A 1.8 12.8 0.41 0.47 50.0

9 R 174 5.0 0.311 12.3 LOS A 1.7 12.5 0.41 0.77 46.0

Approach 791 5.0 0.311 7.1 LOS A 1.8 12.8 0.41 0.56 49.0


10 L 100 5.0 0.290 7.1 LOS A 1.4 10.2 0.49 0.61 48.7

11 T 56 5.0 0.290 6.1 LOS A 1.4 10.2 0.49 0.53 48.9

12 R 140 5.0 0.290 13.0 LOS A 1.4 10.2 0.49 0.81 45.5

Approach 296 5.0 0.290 9.7 LOS A 1.4 10.2 0.49 0.69 47.1











1_Glenlyon Road_Dalrymple Drive2016 - BG - PMExisting ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 104 5.0 0.300 7.2 LOS A 1.9 13.8 0.52 0.61 48.9

2 T 211 5.0 0.300 6.0 LOS A 1.9 13.8 0.52 0.54 49.2

3 R 33 5.0 0.300 12.9 LOS A 1.9 13.8 0.52 0.82 46.1

Approach 347 5.0 0.300 7.0 LOS A 1.9 13.8 0.52 0.59 48.8


4 L 56 5.0 0.244 8.9 LOS A 1.6 11.6 0.71 0.73 47.3

5 T 72 5.0 0.244 7.8 LOS A 1.6 11.6 0.71 0.70 47.2

6 R 93 5.0 0.244 14.7 LOS B 1.6 11.6 0.71 0.84 44.4

Approach 220 5.0 0.244 11.0 LOS A 1.6 11.6 0.71 0.76 45.9


7 L 141 5.0 0.494 6.8 LOS A 3.9 28.6 0.52 0.57 48.8

8 T 375 5.0 0.494 5.6 LOS A 3.9 28.6 0.52 0.51 49.1

9 R 137 5.0 0.494 12.6 LOS A 3.9 28.6 0.52 0.77 46.2

Approach 653 5.0 0.494 7.3 LOS A 3.9 28.6 0.52 0.58 48.4


10 L 79 5.0 0.214 7.1 LOS A 1.3 9.3 0.52 0.59 48.5

11 T 56 5.0 0.214 6.0 LOS A 1.3 9.3 0.52 0.53 48.8

12 R 111 5.0 0.214 12.9 LOS A 1.3 9.3 0.52 0.76 45.5

Approach 245 5.0 0.214 9.5 LOS A 1.3 9.3 0.52 0.65 47.1











1_Glenlyon Road_Dalrymple Drive2012 - BG - PMExisting ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 93 5.0 0.268 7.0 LOS A 1.6 12.0 0.50 0.60 49.0

2 T 188 5.0 0.268 5.8 LOS A 1.6 12.0 0.50 0.52 49.4

3 R 33 5.0 0.268 12.8 LOS A 1.6 12.0 0.50 0.81 46.2

Approach 314 5.0 0.268 6.9 LOS A 1.6 12.0 0.50 0.58 48.9


4 L 56 5.0 0.229 8.5 LOS A 1.4 10.6 0.66 0.69 47.6

5 T 72 5.0 0.229 7.3 LOS A 1.4 10.6 0.66 0.66 47.6

6 R 93 5.0 0.229 14.2 LOS A 1.4 10.6 0.66 0.82 44.8

Approach 220 5.0 0.229 10.5 LOS A 1.4 10.6 0.66 0.73 46.3


7 L 141 5.0 0.449 6.7 LOS A 3.4 24.5 0.48 0.56 49.1

8 T 335 5.0 0.449 5.5 LOS A 3.4 24.5 0.48 0.49 49.4

9 R 122 5.0 0.449 12.4 LOS A 3.4 24.5 0.48 0.77 46.2

Approach 598 5.0 0.449 7.2 LOS A 3.4 24.5 0.48 0.57 48.6


10 L 71 5.0 0.193 7.0 LOS A 1.1 8.2 0.49 0.57 48.7

11 T 56 5.0 0.193 5.9 LOS A 1.1 8.2 0.49 0.51 49.0

12 R 99 5.0 0.193 12.8 LOS A 1.1 8.2 0.49 0.75 45.6

Approach 225 5.0 0.193 9.3 LOS A 1.1 8.2 0.49 0.64 47.3







Processed: Thursday, 19 April 2012 8:31:34 AMSIDRA INTERSECTION 5.1.11.2079



MOVEMENT SUMMARY Site: 2026 - WD - AM - Ultimate

1_Glenlyon Road_Dalrymple Drive2026 - WD - AMUltimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 128 5.0 0.316 7.5 LOS A 1.9 13.6 0.55 0.65 48.8

2 T 505 5.0 0.316 6.3 LOS A 1.9 13.6 0.56 0.57 49.0

3 R 60 5.0 0.316 13.4 LOS A 1.8 13.0 0.56 0.86 45.9

Approach 694 5.0 0.316 7.2 LOS A 1.9 13.6 0.56 0.61 48.6


4 L 47 5.0 0.371 7.0 LOS A 1.9 13.9 0.49 0.60 48.4

5 T 41 5.0 0.371 6.0 LOS A 1.9 13.9 0.49 0.53 48.6

6 R 304 5.0 0.371 12.9 LOS A 1.9 13.9 0.49 0.77 45.1

Approach 393 5.0 0.371 11.5 LOS A 1.9 13.9 0.49 0.72 45.8


7 L 121 5.0 0.149 6.3 LOS A 0.7 5.4 0.32 0.53 50.0

8 T 181 5.0 0.149 5.1 LOS A 0.7 5.4 0.33 0.43 50.6

9 R 82 5.0 0.149 12.0 LOS A 0.7 5.2 0.33 0.76 46.2

Approach 384 5.0 0.149 7.0 LOS A 0.7 5.4 0.33 0.53 49.3


10 L 207 5.0 0.436 9.8 LOS A 2.5 18.5 0.73 0.89 47.3

11 T 55 5.0 0.436 8.8 LOS A 2.5 18.5 0.73 0.82 47.2

12 R 76 5.0 0.436 15.7 LOS B 2.5 18.5 0.73 0.99 43.8

Approach 338 5.0 0.436 11.0 LOS A 2.5 18.5 0.73 0.90 46.4











1_Glenlyon Road_Dalrymple Drive2016 - WD - AMExisting ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 101 5.0 0.525 8.6 LOS A 4.2 30.7 0.72 0.74 47.9

2 T 399 5.0 0.525 7.4 LOS A 4.2 30.7 0.72 0.68 47.8

3 R 60 5.0 0.525 14.3 LOS A 4.2 30.7 0.72 0.87 45.3

Approach 560 5.0 0.525 8.3 LOS A 4.2 30.7 0.72 0.71 47.5


4 L 47 5.0 0.322 7.0 LOS A 2.1 15.0 0.50 0.56 48.3

5 T 41 5.0 0.322 5.8 LOS A 2.1 15.0 0.50 0.51 48.6

6 R 304 5.0 0.322 12.8 LOS A 2.1 15.0 0.50 0.72 45.0

Approach 393 5.0 0.322 11.3 LOS A 2.1 15.0 0.50 0.68 45.7


7 L 121 5.0 0.252 6.4 LOS A 1.6 11.6 0.40 0.52 49.5

8 T 143 5.0 0.252 5.2 LOS A 1.6 11.6 0.40 0.45 50.0

9 R 65 5.0 0.252 12.2 LOS A 1.6 11.6 0.40 0.77 46.2

Approach 329 5.0 0.252 7.0 LOS A 1.6 11.6 0.40 0.54 49.0


10 L 164 5.0 0.354 10.5 LOS A 2.5 18.5 0.83 0.83 46.7

11 T 55 5.0 0.354 9.3 LOS A 2.5 18.5 0.83 0.81 46.4

12 R 60 5.0 0.354 16.3 LOS B 2.5 18.5 0.83 0.90 43.4

Approach 279 5.0 0.354 11.5 LOS A 2.5 18.5 0.83 0.84 45.8










MOVEMENT SUMMARY Site: 2026 - BG - AM - Ultimate

1_Glenlyon Road_Dalrymple Drive2026 - BG - AMUltimate ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 128 5.0 0.261 6.5 LOS A 1.3 9.8 0.35 0.56 49.9

2 T 505 5.0 0.261 5.3 LOS A 1.3 9.8 0.36 0.47 50.5

3 R 42 5.0 0.261 12.2 LOS A 1.3 9.6 0.37 0.84 46.6

Approach 676 5.0 0.261 5.9 LOS A 1.3 9.8 0.36 0.51 50.1


4 L 23 5.0 0.147 6.6 LOS A 0.6 4.4 0.40 0.56 49.3

5 T 41 5.0 0.147 5.6 LOS A 0.6 4.4 0.40 0.49 49.7

6 R 92 5.0 0.147 12.5 LOS A 0.6 4.4 0.40 0.77 45.7

Approach 156 5.0 0.147 9.8 LOS A 0.6 4.4 0.40 0.66 47.1


7 L 51 5.0 0.120 6.2 LOS A 0.6 4.1 0.30 0.53 50.3

8 T 181 5.0 0.120 5.0 LOS A 0.6 4.1 0.30 0.42 50.9

9 R 82 5.0 0.120 11.9 LOS A 0.6 4.1 0.31 0.74 46.1

Approach 314 5.0 0.120 7.0 LOS A 0.6 4.1 0.30 0.52 49.4


10 L 207 5.0 0.373 8.0 LOS A 1.8 13.2 0.60 0.69 48.1

11 T 55 5.0 0.373 7.0 LOS A 1.8 13.2 0.60 0.62 48.1

12 R 76 5.0 0.373 13.9 LOS A 1.8 13.2 0.60 0.91 45.2

Approach 338 5.0 0.373 9.1 LOS A 1.8 13.2 0.60 0.73 47.4











1_Glenlyon Road_Dalrymple Drive2016 - BG - AMExisting ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 101 5.0 0.415 6.7 LOS A 2.9 21.2 0.47 0.57 49.3

2 T 399 5.0 0.415 5.5 LOS A 2.9 21.2 0.47 0.50 49.7

3 R 42 5.0 0.415 12.5 LOS A 2.9 21.2 0.47 0.81 46.5

Approach 542 5.0 0.415 6.3 LOS A 2.9 21.2 0.47 0.53 49.4


4 L 23 5.0 0.129 6.7 LOS A 0.7 5.1 0.43 0.53 49.0

5 T 41 5.0 0.129 5.5 LOS A 0.7 5.1 0.43 0.46 49.5

6 R 92 5.0 0.129 12.5 LOS A 0.7 5.1 0.43 0.73 45.6

Approach 156 5.0 0.129 9.8 LOS A 0.7 5.1 0.43 0.63 47.0


7 L 51 5.0 0.196 6.2 LOS A 1.2 8.5 0.36 0.51 49.8

8 T 143 5.0 0.196 5.1 LOS A 1.2 8.5 0.36 0.43 50.4

9 R 65 5.0 0.196 12.0 LOS A 1.2 8.5 0.36 0.77 46.3

Approach 259 5.0 0.196 7.1 LOS A 1.2 8.5 0.36 0.53 49.1


10 L 164 5.0 0.284 8.4 LOS A 1.8 13.5 0.67 0.71 47.6

11 T 55 5.0 0.284 7.3 LOS A 1.8 13.5 0.67 0.66 47.6

12 R 60 5.0 0.284 14.2 LOS A 1.8 13.5 0.67 0.83 44.9

Approach 279 5.0 0.284 9.5 LOS A 1.8 13.5 0.67 0.72 47.0











1_Glenlyon Road_Dalrymple Drive2012 - BG - AMExisting ConfigurationRoundabout



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 91 5.0 0.373 6.6 LOS A 2.5 18.2 0.44 0.56 49.5

2 T 356 5.0 0.373 5.4 LOS A 2.5 18.2 0.44 0.49 49.9

3 R 42 5.0 0.373 12.4 LOS A 2.5 18.2 0.44 0.81 46.5

Approach 488 5.0 0.373 6.3 LOS A 2.5 18.2 0.44 0.53 49.5


4 L 23 5.0 0.126 6.6 LOS A 0.7 4.9 0.40 0.51 49.2

5 T 41 5.0 0.126 5.4 LOS A 0.7 4.9 0.40 0.45 49.7

6 R 92 5.0 0.126 12.4 LOS A 0.7 4.9 0.40 0.72 45.7

Approach 156 5.0 0.126 9.7 LOS A 0.7 4.9 0.40 0.62 47.1


7 L 51 5.0 0.177 6.2 LOS A 1.0 7.5 0.34 0.50 49.9

8 T 127 5.0 0.177 5.1 LOS A 1.0 7.5 0.34 0.42 50.6

9 R 58 5.0 0.177 12.0 LOS A 1.0 7.5 0.34 0.77 46.3

Approach 236 5.0 0.177 7.0 LOS A 1.0 7.5 0.34 0.53 49.3


10 L 146 5.0 0.250 8.1 LOS A 1.6 11.4 0.63 0.67 47.9

11 T 55 5.0 0.250 6.9 LOS A 1.6 11.4 0.63 0.63 48.0

12 R 54 5.0 0.250 13.9 LOS A 1.6 11.4 0.63 0.82 45.2

Approach 255 5.0 0.250 9.1 LOS A 1.6 11.4 0.63 0.69 47.3







Processed: Thursday, 19 April 2012 8:30:20 AMSIDRA INTERSECTION 5.1.11.2079




5_Gladstone-Benaraby Road_Glen Eden Drive2026 - WD - PMProposed Ultimate ConfigurationSignals - Fixed Time Cycle Time = 100 seconds (User-Given Cycle Time)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 57 5.0 0.492 38.4 LOS C 11.0 80.3 0.82 0.90 30.4

5 T 573 5.0 0.492 28.8 LOS C 12.5 91.1 0.83 0.73 31.9

Approach 629 5.0 0.492 29.6 LOS C 12.5 91.1 0.83 0.74 31.8


11 T 1222 5.0 0.567 8.2 LOS A 18.2 133.0 0.52 0.47 47.0

12 R 297 5.0 0.422 17.8 LOS B 5.6 41.1 0.70 0.80 40.4

Approach 1519 5.0 0.567 10.1 LOS A 18.2 133.0 0.56 0.54 45.5


1 L 158 5.0 0.239 10.2 LOS A 1.8 12.9 0.30 0.67 46.9

3 R 47 5.0 0.132 44.0 LOS D 1.9 14.0 0.86 0.74 27.2

Approach 205 5.0 0.239 18.0 LOS B 1.9 14.0 0.43 0.69 40.3








Demand Flow

Average Delay

Level of Service

Prop. Queued




P7 Across W approach 53 25.2 LOS C 0.1 0.1 0.71 0.71








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