Traffic Assessment - Proposed Residential Development ... · Information relating to traffic volume...

TRAFFIC ASSESSMENT

PROPOSED RESIDENTIAL DEVELOPMENT

PART LOT 9765, TOWN OF PALMERSTON

JOB NO.: WAD100498

REV E

December 2011

Document History and Status

Revision Date Comment Signatures

Originated

by

Checked

by

Authorised

by

A 6/8/2011 Preliminary TA Issue HG HB HB

B 18/8/2011 Traffic Volumes Updated HG HB HB

C 22/8/2011 Additional Junctions

Included HG HB HB

D 23/08/2011 Additional Traffic Information

Included HG HB HB

E 09/12/2011 Plot Layouts Revised HG HB HB

Traffic Assessment – Part Lot 9765, Town of Palmerston Page 1 Wallbridge & Gilbert/100498/100498rpt002

CONTENTS

1 INTRODUCTION 2

1.1 Background 2

1.2 Report Purpose and Scope 2

2 EXISTING CONDITIONS 3

2.1 Existing Road Network 3

2.2 Current Zoning 5

2.3 Public Transport 5

2.4 Current Traffic Volumes 6

3 FUTURE ROAD NETWORK AND TRAFFIC CHANGES 7

3.1 Tiger Brennan Drive Extension 7

3.2 Weddell Highway 7

3.3 University Avenue / Chung Wah Terrace Junction Upgrade 7

3.4 Palmerston Magpies Football Club 7

3.5 Palmerston Water Park 8

4 TRAFFIC GENERATION 9

4.1 Residential Development 9

5 ROAD NETWORK PERFORMANCE 14

5.1 Major Road Mid-Blocks 14

5.2 Woodlake Boulevard 15

5.3 Intersections 16

5.4 Road Network Enhancements 23

5.5 Overall Network Performance 24

6 ANTICIPATED INTERNAL ROAD NETWORK 25

6.1 Road Hierarchy 25

6.2 Road Geometry 25

6.3 Pedestrians and Cyclists 27

6.4 Traffic Management 28

7 REFERENCES 30

Appendix A Indicative Masterplan Layout Appendix B Proposed Junction Layouts Appendix C Traffic Turning Count Information Appendix D SIDRA Output Files


1 INTRODUCTION

1.1 Background

Wallbridge & Gilbert Consulting Engineers (W&G) have been engaged by CIC

Project Management (Palmerston) Pty Ltd to undertake a traffic assessment for a

residential subdivision within a portion of land owned by Charles Darwin University at

its Palmerston Campus.

A locality plan in relation to Darwin and Palmerston is shown the following figure.

Figure 1 Locality Plan

1.2 Report Purpose and Scope

The purpose of this report is to:

• Describe the existing road, traffic and transport circumstances surrounding the

area of development.

• Assess the quantity of traffic generated by the proposed development.

• Assess the potential traffic implications of the development.

Area Identified for Rezoning

Palmerston

Darwin

Stuart Highway

North


2 EXISTING CONDITIONS

2.1 Existing Road Network

Palmerston is a planned satellite city located approximately 21 kilometres from

Darwin. Currently a total of 18 suburbs make up Palmerston for a combined

population of approximately 28,000. On the basis of past trends it is expected that

the population could increase by between 13,500 and 19,000 over the next twenty

years.

Access between Palmerston and Darwin is provided by two major roads; the Stuart

Highway and Tiger Brennan Drive.

Tiger Brennan Drive provides the most direct route between Palmerston and Darwin.

The route was recently extended to Palmerston and opened to the public in

December 2010. The extension works also include allowance for future growth,

making provision for a rapid transit corridor and the future construction of Weddell

Highway.

The following figure shows the location of the proposed development in relation to

the adjacent existing and future major transport networks.


Figure 2 Adjacent Existing and Future Major Transport Corridors

The primary arterial roads linking the land identified for development to the major

service centres of Darwin and Palmerston are designed to carry relatively high traffic

volumes.

These roads include University Avenue, Roystonea Avenue, Stuart Highway and the

new Tiger Brennan Drive extension. Each of these roads within the vicinity of the

development provides at least four through traffic lanes. Wishart Road and University

Avenue west of the development are currently two lane carriageways.

The existing intersections on the road system surrounding the proposed

development include:

• Chung Wah Terrace and University Avenue: Give Way controlled with staged

right turn (Seagull treatment) from Chung Wah Terrace, currently being

upgraded to signal controlled operation;

• University Avenue and Roystonea Avenue: Signal controlled;

• Stuart Highway / Roystonea Avenue / Tiger Brennan Drive extension: Grade

separated interchange.

Proposed Area for Rezoning

Stuart Highway

Tiger Brennan

Drive Extension

University Avenue

Wishart Road

Durack Estate

Future Weddell

Highway Chung Wah

Terrace

Palmerston Town Centre

North

Stuart Highway

Future Rapid Transit Corridor

Charles Darwin University


2.2 Current Zoning

The portion of land proposed to be rezoned is highlighted in Figure 2, above. This

land is currently zoned as “CP” (Community Purposes) and forms part of the Charles

Darwin University Palmerston Campus. The rezoning of this land to SU (Specific

Use) to allow for future residential development is understood to be currently under

consideration.

2.3 Public Transport

Palmerston is serviced by bus routes to and from Darwin and Casuarina. Bus

services operate from the Palmerston Interchange on Roystonea Avenue and follow

Roystonea Avenue onto the Stuart Highway. Additional bus routes operate between

the Palmerston Interchange and surrounding suburbs of Palmerston.

The major bus routes and frequencies relevant to this proposal are as follows:

• Route 28 Palmerston to Darwin

- 1 per day

• Route 28 Darwin to Palmerston

- 2 per day

• Route 29am Palmerston to Casuarina

- 1 per day

• Route 8 Palmerston to Darwin via Berrimah

- 25 per day

• Route 8 Darwin to Palmerston via Berrimah

- 25 per day

• Route 75 Palmerston to Palmerston via Robertson Barracks

- 4 per day

• Route 70 Palmerston to Palmerston via Durack and the Charles Darwin

University Palmerston Campus

- 27 per day

Additional rural bus services 440, 445, 446, 447 and 450 provide infrequent bus

services between Palmerston and Humpty Doo, Noonamah and Virginia.


2.4 Current Traffic Volumes

Current traffic volumes were provided by the Northern Territory Government in the

form of Average Annual Daily Trips (AADT). These counts are generally determined

from permanent counting stations.

Table 1 Current Traffic Volumes of Major Roads

Location Direction 2010 AADT*

University Ave E 5150

Midway between Dwyer & Chung Wah W 5600

University Ave E 6000

50m west of Roystonea Ave W 5900

Roystonea Ave N 10450

100m W of Yarrawonga Rd S 10450

Temple Tce E 6700

300m N of Roystonea Ave W 5950

Roystonea Ave N 2250

East of Gurd st S 2750

Temple Tce E 7450

100m S of Roystonea Ave W 6550

Chung Wah Tce N 15100

Between Rolyat & Temple Tce S 8350

Elrundie Ave N 5050

200m S of University Ave S 4700

Wishart Rd W 6650

2km W of Elrundie Ave E 6650

Tiger Brennan Drive (2011 volumes) N 6500

Exact location on extension unconfirmed S 5900

*2010 volumes based on 6% annual growth where 2010 results were not available

Tiger Brennan Drive traffic counts undertaken shortly after the opening of the

extension, in February 2011, indicate a two-way average daily traffic volume of

approximately 12,500 vehicles.


3 FUTURE ROAD NETWORK AND TRAFFIC CHANGES

3.1 Tiger Brennan Drive Extension

The Tiger Brennan Drive extension officially opened for use on 20 December 2010. It

is a four lane highway from Berrimah Road to the Stuart Highway, running along the

northern boundary of the rezoned land.

The aim of the Tiger Brennan Drive extension is to improve road safety, reduce

travelling time and ease traffic congestion for around 34,000 vehicles currently

travelling between the rural area, Palmerston and Darwin each day1.

The extension works have altered pre-existing traffic flows between Palmerston and

Darwin and in particular reduced traffic demands along Wishart Road and University

Avenue.

3.2 Weddell Highway

A vacant road corridor currently exists along the western boundary of the

development, and is earmarked as a primary new link (Weddell Highway) from Tiger

Brennan Drive through to new housing developments south of Palmerston.

It is understood that no future direct link from the rezoned land to Weddell Highway

will be provided. This is based on the importance and hierarchy of a future Weddell

Highway and the need to control access to and from the road.

3.3 University Avenue / Chung Wah Terrace Junction Upgrade

The University Avenue / Chung Wah Terrace Junction is in the process of being

upgraded. The upgrade involves the installation of traffic signals at the junction to

improve road safety.

3.4 Palmerston Magpies Football Club

The adjacent Palmerston Magpies Football Club, which shares the existing access to

the Charles Darwin University, will shortly undergo an upgrade that will include:

• A new grandstand with 610 seating capacity, and;

• An expanded car park and new security fencing.

Information relating to traffic volume increase has not been obtained, however some

additional traffic and the occurrence of sporting events is expected to increase.

“Tiger Brennan Drive Extension Continues To Take Shape” Northern Territory Media Release 24 March 2010


Typically the traffic generation/impacts of the Palmerston Magpies Football Club will

lie outside the peak traffic generation periods of a residential land use. It is

anticipated that the upgrade of the Palmerston Magpies Football Club will have

minimal effects on the traffic analysis for the proposed development, as the traffic

peaks of the two land uses will generally not coincide.

3.5 Palmerston Water Park

A recreational water park is to be constructed between the rezoned land and

University Avenue. The water park site location is shown in the following figure.

Figure 3 Palmerston Water Park Locality Plan

The water park will include waterslides, water play areas and barbecue areas. The

traffic generation/impacts of the Palmerston Water Park will typically be outside the

peak traffic generation of a residential land use. Due to the offset in peak traffic

operational times, the proposed Palmerston Water Park is expected to have minimal

effects on the traffic flow of the rezoned land.

Rezoning

Stuart Highway

Roystonea Road

University Avenue

Durack Estate

Chung Wah

Terrace

Palmerston Town Centre

North

Stuart Highway

Palmerston Water Park Site

Tiger Brennan

Drive Extension


4 TRAFFIC GENERATION

4.1 Residential Development

Traffic generation rates for developing the area under a Residential zoning condition

have been based on The NSW’s Road and Traffic Authority Guide to Traffic

Generating Developments. Although the lot sizes for the proposed development are

considered to be smaller than average, the highest residential trip generation rates

have been adopted for all lots other than affordable housing, for which medium

density trip generation rates have been employed. This will allow for a conservative

assessment of the traffic operation of the site.

The estimated quantity of dwellings adopted in this assessment and the levels of

daily and peak period vehicular trips generated are indicated in the following tables.

Table 2 Daily Trip Generation

Traffic Generation Factors Daily trips per dwelling Quantity Daily trips generated

Single Dwelling Residential 9 770 6,930

Medium Density Residential 5 50 250

Retirement Living 1.5 70 110

Total at Project Completion 7,290

By definition, the term ‘Trip’ represents a one-way vehicular movement from one

point to another. Therefore, a vehicle entering and leaving the site corresponds to

two trips.

For the purposes of this assessment the build-out traffic volumes have been

adopted; that is, the traffic volumes upon completion of the entire development. As

development of Part Lot 9765 will be phased in over several years, traffic volumes

will tend to increase over time to the final arrangement.

The level of traffic generated during the build out will also tend to be directly

proportional to the level of dwellings occupied. For example, 50 percent of dwellings

occupied will generate in the order of 50 percent of the trips predicted in Table 2.

Table 3 Peak Period Trip Generation

Traffic Generation Factors Peak period trips per

dwelling Quantity

Peak hour trips generated

Single Dwelling Residential 0.85 770 650

Medium Density Residential 0.5 50 30

Retirement Living 0.15 70 10

Total 690


The above tables indicate that the development will generate in the order of 7,290

vehicular trips per day, with approximately 690 trips during the morning and

afternoon peak periods. The RTA Guidelines indicate that not all trips are external

trips. As a guide, about 25% of trips are internal to a subdivision, involving local

shopping, schools and local social visits.

Given that this area is a relatively small development and is unlikely to have a high

level of internal shopping, adoption of a lower 7.5% daily factor to account for

internal trips has been applied. Based on this approach, the level of external trips

generated by the development is estimated to be in the order of 6,740 trips per day.

The calculated trip generation can also be separated into incoming and outgoing

trips. Based on the Institute of Transport Engineers’ Guide to Trip Generation 7th

Edition, the following ratios have been adopted:

• 25% incoming and 75% outgoing has been applied to morning peak hour traffic,

and;

• 65% incoming and 35% outgoing in afternoon peak hour.

Generated trips can be further separated according to their destination or trip

purpose. A review of likely key destination areas for traffic generated by the

development includes:

• Darwin (via the Tiger Brennan Drive extension);

• Palmerston (via Chung Wah Terrace);

• Durack Primary School on Woodlake Boulevard;

• Internal use.

The breakdown of the estimated distribution of trips adopted for this assessment is

summarised in the following table. To provide a sensitivity analysis of the site access

junctions they have been assessed under the following scenarios:

• Low Darwin Scenario: 50% of trips to/from Darwin

• High Darwin Scenario: 70% of trips to/from Darwin

This provides a conservative assessment of the site access points and highlights

their ability to cope with fluctuations in traffic movements.


Table 4 Estimated Trip Destinations

Proportion Daily Trips

Origin/Destination High

Darwin Low

Darwin High

Darwin Low

Darwin Comments

Darwin 70% 50% 5,100 3,640 Work-related trips to Darwin

Palmerston 10% 30% 730 2,190 Shopping and work-related trips

Woodlake Boulevard

7.5% 7.5% 550 550 Primarily access to Durack Primary School

Internal 7.5% 7.5% 550 550 Internal trips

Yarrawonga Road Shopping

5% 5% 360 360 Shopping and work-related trips

These estimated destination levels are relatively broad. However, while the level of

traffic accessing each destination may vary, the total level of external vehicular trips

generated by the development would remain relatively constant at around 6,740

external trips per day.

During the morning peak period it is estimated that the traffic access via Woodlake

Boulevard will account for approximately 15% of trips. During the evening peak

periods access via Woodlake Boulevard would be expected to be minimal, based on

the evening peak being outside the student pick up time for Durack Primary School.

Internal trips are also estimated to be minimal during the morning peak hour.

Table 5 Estimated Peak AM Period Trip Destinations

Proportion Peak Hour Trips

Origin/Destination

High Darwin

Low Darwin

High Darwin

Low Darwin Comments

Darwin 70% 50% 490 350 Work-related trips to Darwin

Palmerston 10% 30% 70 210 Shopping and work-related trips

External via Woodlake Bvd

15% 15% 100 100 Primarily access to Durack Primary School




Table 6 Estimated Peak PM Period Trip Destinations

Proportion Peak Hour Trips

Origin/Destination

High Darwin

Low Darwin

High Darwin

Low Darwin Comments

Darwin 70% 50% 490 350 Work-related trips to Darwin

Palmerston 10% 30% 70 210 Shopping and work-related trips

Internal 15% 15% 100 100 Internal trips



Based on the access locations and predicted origins and destinations, a breakdown

of the projected external trip distribution rates is provided in the following figures:

Figure 4 AM Peak Trip Distribution Site Access / Roystonea Ave

Figure 5 PM Peak Trip Distribution Site Access / Roystonea Ave

High Darwin

Low Darwin

High Darwin

Low Darwin


Figure 6 AM Peak Trip Distribution Site Access / University Ave

Figure 7 PM Peak Trip Distribution Site Access / University Ave

High Darwin

Low Darwin

High Darwin

Low Darwin


5 ROAD NETWORK PERFORMANCE

5.1 Major Road Mid-Blocks

The evaluation of the adjacent road network performance and impact of the

development has been based on the following major roads:

• Tiger Brennan Drive Extension

• Roystonea Avenue

• University Avenue

• Chung Wah Terrace

As previously indicated, these roads immediately adjacent to the development

consist of four trafficable lanes with opposing traffic separated by a raised median.

The amount of traffic generated by the development that will use the above roads will

be dependent on the number and location of links between the rezoned land and the

external road network.

Midblock data obtained from the NT Government for these roads are outlined in the

following table.

Table 7 Current Traffic Volumes of Major Roads and Capacity

Adjacent Road Section 2010 AADT AADT Capacity

Tiger Brennan Drive 13,000* 55,000

Roystonea Ave 21,000 55,000

University Ave (4 lane section) 12,000 55,000

University Ave (2 lane section) 11,000 15,000

Chung Wah Tce 11,000 55,000

* Based on traffic counts undertaken in February 2011.

The last column of the above table indicates the estimated road capacity of the

adjacent road network. The road capacity estimate is based on guidance from the

Austroads Guide to Traffic Management.

Comparison between the current traffic volumes of the adjacent road network and

their corresponding capacities indicates that there is spare capacity of at least

20,000 vehicles per day (vpd) for the four lane sections. Taking into consideration

that the increase in traffic associated with the development is significantly less than

the available spare capacity, we consider there to be sufficient capacity with the

immediate road network to accommodate the development.


5.2 Woodlake Boulevard

Woodlake Boulevard is considered to provide a Primary Collector Road function

based on the City of Palmerston Subdivision Guidelines.

As part of the current indicative masterplan, connection from Part Lot 9765 to

Woodlake Boulevard is to occur via a new one-way road linking from Part Lot 9765

through to Durack Estate. It is estimated that traffic volumes on the new link road

would be in the order of 550vpd.

Provision of a link from the Durack Estate through to the Part Lot 9765 would be

expected to encourage undesirable ‘rat running’ through the proposed development

between Durack Estate and the new Roystonea Avenue connection due to its good

connectivity to Tiger Brennan Drive.

It is recommended that Durack Estate traffic continue to use University Avenue to

access Roystonea Avenue as this is in line with the road function/hierarchy of

University Avenue.

Based on the number of dwellings along its length and its classification as a Primary

Collector Road, the section of Woodlake Boulevard where properties have direct

access is currently estimated to experience peak traffic volumes in the region of

4,000vpd.

As previously indicated, it is estimated that traffic volumes on the new link road that

would feed into Woodlake Boulevard would be in the order of 550vpd. This level of

use is based on Durack Primary School being expanded to accommodate additional

students from Part Lot 9765.

An expansion of the Durack Primary School would be expected to include increased

on-site parking, increased kiss and drop parking and possibly modification to

Woodlake Boulevard accesses.

The Australian Model Code for Residential Development (AMCORD) is a national

resource document for residential development and states that access to property

frontage can become a safety issue when traffic volumes exceed approximately

5,000vpd. The proposed development is predicted to add in the region of 550vpd to

Woodlake Boulevard, and hence peak traffic volumes are expected to remain below

this safety threshold of 5,000vpd.


AMCORD also states that traffic noise can become an issue above approximately

3,000vpd, which is exceeded on Woodlake Boulevard on the approach to University

Avenue. Traffic volumes along Woodlake Boulevard would also vary, and reduce as

the distance from the Woodlake Boulevard / University Avenue junction increases.

This is due to traffic disbursing away from Woodlake Boulevard via the Durack

Estate local access road network.

Traffic volumes from Part Lot 9765 will be assigned to the section of Woodlake

Boulevard from Cambridge Close to the University Avenue eastern access, as this

provides the most direct route to University Avenue. This section of Woodlake

Boulevard typically has a lower density of direct access when compared to the

sections north west of Cambridge Close. The lower density of direct access would

enable this section to better accommodate an increase in traffic volumes when

compared other sections of Woodlake Boulevard that provide higher density of direct

access.

5.3 Intersections

Typically the capacities of road networks are controlled by the intersection of roads

because unlike mid-block road sections, free flow conditions do not exist. As

indicated previously, the amount of traffic generated by the development that will be

directed to the adjacent intersections will be dependent on the number and location

of links between the rezoned land and the external road network.

A number of access opportunities exist to link the development to the external road

network. Potential options currently under consideration are indicated in the following

figure. None of these options are co-dependent and could occur either in isolation or

in combination.


Figure 8 Possible Access Alternatives

The masterplan enclosed within Appendix A indicates the following three vehicle

access points for the proposed development:

• Roystonea Avenue, which will be the main intersection into and out of the

development as it provides good linkage to the external road network, including

the main arterial roads of Tiger Brennan Drive, Stuart Highway and Roystonea

Avenue.

• University Avenue, which is currently in operation and providing access to the

sporting fields and Charles Darwin University. This access will operate as a

secondary access, providing good connectivity to Palmerston.

• Woodlake Boulevard, which would be a low-volume link between the existing

Durack Estate and Part Lot 9765. It is understood through engagement with the

local community that this link would be a one-way arrangement for traffic

travelling from Part Lot 9765 through to the Durack Estate, and would be

connected to the Woodlake Boulevard / Cambridge Close Roundabout.

The connections discussed above are further detailed in the following figure.

Part Lot 9765 Legend

Possible Links

Roystonea

Avenue

University Avenue

Chung Wah

Terrace

Stuart Highway

Wishart Road

Woodlake Boulevard

Durack Estate


Figure 9 Masterplan Access Arrangement

Impacts on the adjacent intersections based on the masterplan arrangement are

expected to be:

New Roystonea Avenue / Yarrawonga Road / University Intersection

As indicated previously this will be a new intersection that will accommodate

the majority of traffic flows generated by the rezoning. Based on current

assumptions this is estimated to be in the order of 70 percent.

This existing Roystonea Avenue / Yarrawonga Road Junction has recently

been signalised, and will be upgraded to a four-way signalised intersection to

incorporate the new Part Lot 9765 access as well as access to the new

Palmerston Water Park. The layout for the new four-way signalised

intersection is enclosed within Appendix B.

Existing University Avenue / Part Lot 9765 Junction

This access will take additional traffic as it would provide a connection

between the Part Lot 9765 development and Palmerston. The main increases

in movements are expected to be the left turn onto University Avenue and the

right turn into Part Lot 9765. It is recommended that this junction is upgraded

to a seagull arrangement to accommodate the increase in traffic volumes and

to improve safety. The junction has been analysed under this proposed

arrangement.

Part Lot 9765

Roystonea

Avenue

University Avenue

Chung Wah

Terrace

Stuart Highway

Wishart Road

Woodlake Boulevard

Durack Estate

Existing University

Access

Main Roystonea

Avenue Access

One-way Link


Woodlake Boulevard / Cambridge Close Roundabout

As indicated, this connection is to provide a new one-way road linking from

Part Lot 9765 through to Durack Estate via the Woodlake Boulevard /

Cambridge Close Roundabout. It is estimated that traffic volumes on the new

link road would be in the order of 550vpd.

This is considered to be an appropriate intersection control to accommodate

the new link from Part Lot 9765. Based on an assessment of a single lane

roundabout with one one-way approach leg, it is estimated that this

intersection arrangement would typically have the capacity to accommodate

around 2,000 entering vehicles per hour. This level of capacity is estimated to

be in the order of 400 percent above the level that would be entering the

roundabout following the new link road.

University Avenue / Chung Wah Terrace Junction

This intersection will accommodate additional traffic generated from Part Lot

9765 development that is accessing Palmerston. Traffic movement increases

will predominately be the right turn onto Chung Wah Terrace and the left turn

onto University Avenue.

Roystonea Avenue / University Avenue Intersection

It is expected that the masterplan arrangement will have a relatively low

impact on this intersection as traffic connecting to Darwin and Palmerston will

not need to enter this intersection. It would be expected, however, that some

traffic would access Palmerston via Roystonea Avenue and the Roystonea

Avenue / University Avenue Junction.

Traffic turning counts at the University Avenue / Part Lot 9765 Junction and the

University Avenue / Chung Wah Terrace Junction were undertaken in August 2011

to gain a better understanding of the effects of Tiger Brennan Drive Extension. This

data was combined with current traffic volumes obtained from the NT Government

and the estimated trip generation and distribution from the proposed development to

give an accurate indication of post-development traffic movements. The traffic

turning count information is included in Appendix C

For the University Avenue / Chung Wah Terrace Junction, W&G has modelled this

arrangement under a signalised condition to reflect the current upgrades. SIDRA

output files are included in Appendix D.

The following tables indicates the predicted average level of service and degree of

saturation for the above junctions, post-development of the rezoned land based on a

Residential land use as put forth in the current masterplan. The junctions have been

analysed under both a high and low ratio of trips to Darwin.


To provide a conservative assessment, all traffic volumes were rounded up to the

nearest 10 for turning movements and to the nearest 50 for major through

movements.

Table 8 Post Development Junction Performance (Darwin 70% of Trips)

Junction AM Peak PM Peak

LOS Deg. Of

Saturation Average Delay

LOS Deg. Of


Roystonea Ave / Yarrawonga Rd / Site Access

C 0.74 33 C 0.71 25

University Ave / Part Lot 9765 Junction

†

N/A* 0.31 4 N/A* 0.32 4

University Ave / Chung Wah Tce C 0.60 32 C 0.81 33

University Ave / Roystonea Ave B 0.88 19 C 0.84 20

† Junction assessed under proposed seagull arrangement.

*An overall LOS for this type of junction is not a good indicator of overall junction performance due to major movements experiencing zero or minimal delays.

Table 9 Post Development Junction Performance (Darwin 50% of Trips)


LOS Deg. Of


LOS Deg. Of



C 0.67 27 C 0.69 28


†

N/A* 0.32 5 N/A* 0.40 5

University Ave / Chung Wah Tce C 0.76 35 C 0.72 25

University Ave / Roystonea Ave B 0.88 19 C 0.84 20



The University Avenue / Woodlake Boulevard Roundabout is not anticipated to

receive a high volume of site-generated trips, however to account for trips to the

Durack Primary School a sensitivity analysis has been performed on the intersection

to demonstrate its ability to cope with an increase in traffic volumes. The roundabout

has been analysed for the base case and with two alternative scenarios:

• A 30% increase in traffic on all intersection arms; and

• An increase in right-turning traffic exiting Woodlake Boulevard, equating to

approximately 50% of all site-generated trips.

As vehicles will not be able to access the Durack Estate via Woodlake Boulevard the

PM peak period, when most trips are inbound, has not been assessed.

The below table illustrates that under each scenario the roundabout will continue to

operate at Level of Service A, indicating that the current layout has sufficient


capacity to cope with any increase in traffic volume resulting from the development.

SIDRA output files for the sensitivity analysis are included in Appendix D.

Table 10 University Avenue / Woodlake Boulevard Roundabout Sensitivity

Analysis

Scenario AM Peak

LOS Deg. Of Saturation Average Delay

Current Junction Performance (Base Case)

A 0.33 7

30% Traffic Increase All Movements

A 0.46 8

Woodlake Boulevard Right Turn Traffic Increase

B 0.69 11

The University Avenue / Part Lot 9765 junction is not anticipated to experience a

significant increase in traffic volume as a result of the development, however in order

to provide a conservative analysis and demonstrate the junction’s ability to cope with

increased right turn volumes the number of right turning vehicles was increased to

100 vehicles in the AM peak, approximately 10 times the anticipated volume. The

following table indicates that the junction has sufficient capacity to cope with a

significant increase in right turn volumes. The SIDRA output is included in Appendix

D.

Table 11 Post Development Junction Performance (Darwin 50% + Increased

Right Turn)

Junction AM Peak

LOS Deg. Of Saturation Average Delay


† N/A* 0.37 6



A sensitivity analysis was also performed on the Site Access / Roystonea Avenue /

Yarrawonga Road intersection in which an additional 100 right turning trips were

included in the right turning movements entering and exiting the development. The

following table indicates that the junction would continue to operate below capacity

and to a satisfactory level of service in both the AM and PM peak periods. The

SIDRA output is included in Appendix D.

Table 12 Site Access / Roystonea Ave Sensitivity Analysis


LOS Deg. Of


LOS Deg. Of



D 0.85 41 C 0.76 30


The degree of saturation is a ratio between the demand traffic flow and the capacity

of an intersection. Degrees of saturation over 1.0 represent oversaturated conditions,

and degrees of saturation below 1.0 represent unsaturated conditions. As a junction

reaches a degree of saturation of 1.0, the operating conditions deteriorate and

delays increase. A degree of saturation of between 0.9 and 1.0 is considered poor.

Degrees of saturation above 1.0 are considered very poor.

Level of service is defined as a qualitative measure describing operating conditions

within a traffic stream and the perception by motorists. A level of service definition

generally describes these conditions in terms of factors such as speed and travel

time, freedom to manoeuvre, traffic interruptions, comfort and convenience and

safety. In general, there are six levels of service designated from A to F, with level of

service A representing the best operating conditions ( i.e. free flow) and level of

service F the worst (i.e. forced or break-down flow). Further definition of level of

services designations is shown in the following table for various intersection types.

Table 13 Intersection Level of Service

Level of

Service

Traffic Signal / Roundabout Give Way / Stop

A Good operation Good operation

B Good with acceptable delays and spare capacity

Acceptable delays and spare capacity

C Satisfactory Satisfactory, but accident study required

D Operating near capacity Near capacity and accident study required

E At capacity, at signals incidents will cause excessive delays

At capacity and requires other control mode

F Unsatisfactory and requires additional capacity, roundabouts require other control mode

At capacity and requires other control mode


5.4 Road Network Enhancements

To achieve the operational performance outcomes indicated in Table 9, the following

network upgrades are recommended:

New Roystonea Avenue / Yarrawonga Road / Part Lot 9765 Intersection

As indicated previously, this will convert an existing signalised T-Junction

layout into a four-way signalised arrangement, and will be the major traffic-

related upgrade required for the masterplan arrangement. The arrangement

modelled is enclosed within Appendix B.

Existing University Avenue / Part Lot 9765 Junction

To accommodate the additional traffic and improve right turn access from the

proposed development the following will be required:

• Provision of a centre storage area within University Avenue to allow two

stage right turning onto University Avenue from Part Lot 9765;

• Provision of a left turn slip lane onto University Avenue.

The arrangement discussed above is enclosed within Appendix B.

Woodlake Boulevard / Cambridge Close Roundabout

This will be a new one-way entry leg linking Part Lot 9765 to the Durack

Estate via the Woodlake Boulevard / Cambridge Close Roundabout. It is

anticipated that the majority of traffic using this access will be associated with

access to the Durack Primary School. An assessment of potential enrolments

that would be generated by this development estimated that up to 230

students would be generated from Part Lot 9765. W&G consider a ratio of 1

student to 0.6 vehicles is considered reasonable for a primary school. This

ratio is derived from an anticipation of up to 90 percent of students will arrive

by vehicle and that on average there will be 1.5 students per vehicle.

The estimated 230 enrolments would equate to approximately 160 vehicles

arriving in the morning and afternoon drop off and pick up periods, or 320

vehicles per day in total.

For the purposes of the junction analysis in this report 80 vehicles (12% of

site-generated trips) have been allocated to Woodlake Boulevard. It is

acknowledged that this figure is lower than that stated above, however this

figure will allow for a more conservative assessment of the major site access

junctions. A sensitivity analysis demonstrated the ability of the roundabout to

accommodate any additional trips to the school from the development. The

results of the analysis are outlined in Table 10, above.

As indicated it would be expected that the school traffic would be the major

generator of vehicles from Part Lot 9765 to Woodlake Boulevard, however


other facilities such as the Durack Child Care Centre would also generate

some traffic.

W&G consider that the total amount of daily traffic from Part Lot 9765 to

Woodlake Boulevard is estimated to be in the order of 550vpd. This equates

to around 8 percent of the total number of vehicles movements per day that

would be generated by the proposed development.

This level of traffic volume per day is considered relatively low and would not

require an upgrade of the current roundabout arrangement.

University Avenue / Chung Wah Terrace Junction

The layout modelled for this junction is enclosed within Appendix B. As

indicated previously, this junction is currently being upgraded to a signalised

arrangement by the NT Government. No further upgrades due to the traffic

generated by the proposed development are recommended.

5.5 Overall Network Performance

The performance of the road network in the vicinity of the site, extending along

Wishart road, Stuart Highway and Roystonea Avenue, and including the proposed

development, has been assessed using AIMSUN micro-simulation software. The

analysis shows that all adjoining roads to the development will continue to operate at

a satisfactory level following the introduction of the development-generated trips.


6 ANTICIPATED INTERNAL ROAD NETWORK

6.1 Road Hierarchy

An internal road network for the development would comprise of the following

hierarchy:

• Access streets: generally streets where the residential environment is

dominant, traffic is subservient, speed and volume are low.

• Primary collector roads: roads that will link secondary collector streets

with the adjacent road corridor network and be able to accommodate public

bus routes.

Important aspects of the internal road network will be:

• A road hierarchy that is consistent with the level of traffic expected to use

each road;

• A grid system where four-way crossings are avoided;

• A continuous primary collector route;

• Service vehicle access, particularly for refuse trucks, is able to achieve

ready access and circulation.

6.2 Road Geometry

The design of the road cross-sections and longitudinal arrangements for the

accesses and collector roads will need to take into account the following:

• Intended function;

• Urban design objectives;

• Projected traffic volumes;

• Desired speed outcome;

• Number of lots served along with the nature of the frontage use;

• Provision for pedestrians and cyclists;

• Provision for parking;

• Provision for buses and service vehicles.

Adopting the City of Palmerston subdivision guidelines, the following figures indicate

the typically cross-sectional arrangement for the road hierarchy identified previously


Figure 5 Local Access Road Cross-section

Figure 6 Primary Collector Road Cross-section

16.2m ROAD RESERVE

7.2m ROAD PAVEMENT


6.3 Pedestrians and Cyclists

In accordance with the recommendations outlined in the Heart Foundation’s Active

by Design project, it is intended that the design of this development will encourage

more pedestrian and cycle trips:

“The Heart Foundation encourages urban planners, transportation planners and the

wider land development industry to prioritise the needs of pedestrians, cyclists,

public transport users and recreational walkers when designing and redesigning

residential environments” (The Built Environment and Walking, 2009).

In access lanes and places of low-volume access, it is often possible to provide for

pedestrians on the street pavement. However, this is likely to restrict pedestrian

access for people with disabilities and discourage pedestrian trips in general. In the

Part Lot 9765 development footpaths are recommended to be provided on all roads

throughout the site to encourage pedestrian usage.

On minor or local access roads a footpath should as a minimum be provided on one

side of the road, as indicated in Figure 5. On access streets carrying higher traffic

volumes (i.e. excess of 300vpd), and on primary and secondary collector roads

where traffic speeds and volumes are higher, a footpath should be provided on both

sides of the road, as indicated in Figures 6 and 7.

While many new subdivisions have been developed with a footpath adjacent to the

kerb, this is not always as appropriate as one located closer to the front property line.

This location separates pedestrians from vehicles, enables the planting of trees

between the footpath and the kerb (thus encouraging a canopy effect over the

street), and avoids the possibility of motorists parking on the footpath where rollover

kerbs are provided.

Intersections should allow for a high level of pedestrian connectivity. Clear sightlines

will be required at all intersections, and primary and secondary roads should include

formal pedestrian crossing facilities. In general, priority should be given to

pedestrians, rather than vehicles.

The planning of cycle and street networks should allow for all user groups (i.e.

school children, recreational and commuter cyclists) to use paths and all residential

streets.

Where there is likely to be a significant number of younger cyclists, particularly

linking to the Durack Primary School, a cycle path is recommended. One option that

could be explored is providing bicycle access via the Palmerston Magpies Football

Club rather than forcing students to use Woodlake Boulevard where vehicular traffic

volumes are high.


6.4 Traffic Management

There are a number of design guides that relate to the planning of subdivision road

systems. The principle of limiting vehicle speeds in residential areas is established in

the following:

• Road and Traffic Authority Development Guidelines – Section 7 Residential

Subdivisions

o Maximum speed should be limited to 40km/hr;

o Speed limits should be self enforcing by attention to the connectivity of

road and Local Area Traffic Management treatments.

• AMCORD and Streets Where We Live

o Recommends that speeds should be limited to 30km/hr in residential

subdivisions.

Self enforcing speed control can be achieved through a wide range of road geometry

and traffic management measures. Generally, speeds in local access roads will be

constrained by road width and on-street parking, as well as the short length of these

streets.

On longer and wider roads, such as the primary and secondary collector roads, the

level of self enforcing speed control is reduced. The most palatable contemporary

form of speed control is considered to be roundabouts, which also serve to control

intersection movements. Horizontal measures, such as one-way slow points, and

vertical measures such as speed humps are not recommended due to traffic noise

generating problems as well as difficulties for property access and public transport.

The application of roundabouts should be a general feature of slowing vehicle

speeds and controlling intersections along the collector roads. There may also be

opportunities to locate ‘centre blisters’ particularly along open space frontages where

property accesses permit.

The spacing of speed constraints is important with typical ‘rule of thumb’ spacing

criteria being:

• Spacings at more than 200m significantly decrease speed constraint

effectiveness

• Desirable spacings of devices is in the order of 70m to 100m

As indicated previously clear sightlines will be required at all intersections, and

primary and secondary roads should include formal pedestrian crossing facilities.


Conclusion

The proposed residential development is predicted to increase traffic volumes by

around 6,740 trips per day on the external road network, based on full development

of the masterplan.

Further assessment of the impact of the traffic generated by the development once

fully developed as a residential land use indicates:

• The external road system will be suitable, safe and appropriate;

• There are not expected to be any unsatisfactory road capacity or traffic-related

implications;

• The current masterplan provides linkage to the external road network via the

following three locations:

• Roystonea Avenue / Yarrawonga Road / Part Lot 9765 development – New

four-way signalised intersection and will be the major entry and exit for this

development;

• University Avenue / Part Lot 9765 development – Current access that is

recommended to be upgraded to provide two stage right movement onto

University Avenue and a 30m long left turn slip lane onto University Avenue;

• Woodlake Boulevard / Cambridge Close Roundabout – New one-way entry

leg from the Part Lot 9765 development to the adjacent Durack Estate.

Provision of a link from the Durack Estate through to the proposed

development would be expected to encourage undesirable ‘rat running’

through the development with Durack Estate traffic accessing the

Roystonea Avenue access due to its good connectivity to Tiger Brennan

Drive.


7 REFERENCES

“Austroads Guide to Traffic Management Part 3: Traffic Studies and Analysis”,

Austroads, 2009

“Guide to Traffic Generating Developments”, NSW Road Traffic Authority, 2002

“Subdivision Guidelines”, City of Palmerston

“Trip Generation 7th Edition”, Institute of Transportation Engineers, 2003

“Tiger Brennan Drive Extension Continues to Take Shape”, Northern Territory

Government Media Release, March 24 2010

“AMCORD: A National Resource Document for Residential Development”,

Commonwealth of Australia, 1995

“The Built Environment and Walking”, National Heart Foundation of Australia, 2009

APPENDIX A

Master Plan Layout

APPENDIX B

Proposed Junction Layout

APPENDIX C Traffic Turning Count Information

Commercial Non-Commercial Commercial Non-Commercial Commercial Non-Commercial Commercial Non-Commercial

7:15 1 23 6 97 5 32 1 37

7:30 2 25 2 85 6 42 6 43

7:45 3 22 2 88 4 40 8 57

8:00 2 34 7 105 5 52 4 49

University Avenue - Chung Wah Terrace Intersecetion - 11/08/2011

University Avenue

Time

Ending

Right Turn into Chung Wah Terrace University Ave Inbound Left Turn into Chung Wah Terrace University Ave Outbound

8:00 2 34 7 105 5 52 4 49

8:15 0 31 1 101 4 54 3 58

8:30 2 29 1 67 2 53 0 41

8:45 2 25 5 46 8 37 2 34

9:00 1 40 3 42 4 57 2 38

Total 13 229 27 631 38 367 26 357


16:15 0 53 2 56 4 106 4 68

16:30 1 64 1 46 8 114 3 115

University Ave OutboundTime

Ending

Right Turn into Chung Wah Terrace University Ave Inbound Left Turn into Chung Wah Terrace

16:30 1 64 1 46 8 114 3 115

16:45 1 73 4 46 3 121 1 79

17:00 1 79 1 51 7 161 2 72

17:15 1 76 1 54 6 163 3 106

17:30 0 81 4 45 3 173 4 99

17:45 2 69 0 51 5 145 4 70

18:00 1 64 0 50 2 109 0 46

Total 7 559 13 399 38 1092 21 655

N


7:15 2 50 9 157 7 107 6 55

7:30 0 44 3 148 3 104 8 67

7:45 0 61 3 137 3 76 7 62

Chung Wah Terrace Inbound Right Turn into University Avenue Chung Wah Terrace Outbound

University Avenue - Chung Wah Terrace Intersecetion - 11/08/2011

Chung Wah Terrace

Time

Ending

Left Turn into University Avenue

7:45 0 61 3 137 3 76 7 62

8:00 1 55 8 153 7 98 7 86

8:15 1 67 12 145 11 78 4 85

8:30 2 52 5 135 3 83 4 82

8:45 0 37 2 114 2 77 10 62

9:00 1 30 6 89 5 59 5 97

Total 7 396 48 1078 41 682 51 596


16:15 2 35 3 75 1 40 4 159

Time

Ending

Left Turn into University Avenue Chung Wah Terrace Inbound Right Turn into University Avenue Chung Wah Terrace Outbound

16:15 2 35 3 75 1 40 4 159

16:30 1 56 3 114 2 58 9 178

16:45 2 37 4 75 2 38 4 194

17:00 2 31 3 74 1 43 8 240

17:15 1 45 6 77 5 32 7 239

17:30 1 33 4 77 3 44 3 254

17:45 0 48 2 89 2 41 7 214

18:00 0 47 0 76 0 29 3 173

Total 9 332 25 657 16 325 45 1651

NN


7:15 0 0 7 109 2 4 2 68

7:30 0 2 8 101 0 3 10 80

7:45 1 3 9 129 1 10 4 101

University Ave Outbound

University Avenue - CDU Access Road Intersecetion - 04/08/2011

University Avenue

Time

Ending

Left Turn into CDU Access Road University Ave Inbound Right Turn into CDU Access Road

7:45 1 3 9 129 1 10 4 101

8:00 0 2 2 138 0 18 2 120

8:15 1 7 6 112 0 12 1 94

8:30 0 6 2 85 0 11 6 81

8:45 0 8 2 73 0 15 65 50

9:00 1 8 3 68 1 18 3 55

Total 3 36 39 815 4 91 93 649


16:15 1 0 5 85 0 4 4 135

University Ave Inbound Right Turn into CDU Access Road University Ave OutboundTime

Ending

Left Turn into CDU Access Road

16:15 1 0 5 85 0 4 4 135

16:30 1 1 5 114 0 3 2 151

16:45 1 1 5 103 0 2 1 140

17:00 0 1 4 112 0 2 3 120

17:15 1 1 3 138 0 4 4 106

17:30 1 2 5 115 0 7 2 117

17:45 0 1 3 120 0 4 0 107

18:00 1 3 5 93 0 2 3 102

Total 6 10 35 880 0 28 19 978

NN


7:15 0 0 1 1 1 1 2 4

CDU Access Road

Time

Ending

Right Turn into University Outbound CDU Access Road Inbound Left Turn into University Inbound CDU Access Road Outbound

University Avenue - CDU Access Road Intersecetion - 04/08/2011

7:15 0 0 1 1 1 1 2 4

7:30 0 0 0 3 0 3 0 5

7:45 0 0 1 2 1 2 2 13

8:00 0 1 0 2 0 2 0 20

8:15 0 3 0 7 0 4 1 19

8:30 0 2 1 10 1 8 0 17

8:45 0 2 1 7 1 5 0 23

9:00 0 1 3 8 3 7 2 26

Total 0 9 7 40 7 32 7 127

CDU Access Road OutboundTime Right Turn into University Outbound CDU Access Road Inbound Left Turn into University Inbound


16:15 0 2 2 13 2 11 1 4

16:30 1 1 2 11 1 10 1 4

16:45 0 1 2 15 2 14 1 3

17:00 0 3 0 10 0 7 0 3

17:15 0 5 2 10 2 5 1 5

17:30 0 1 1 5 1 4 1 9

17:45 0 0 0 1 0 1 0 5

18:00 0 1 1 2 1 1 1 5

Total 1 14 10 67 9 53 6 38

CDU Access Road OutboundTime

Ending

Right Turn into University Outbound CDU Access Road Inbound Left Turn into University Inbound

N

APPENDIX D SIDRA Output Files

MOVEMENT SUMMARY Site: New Site Access / Roystonea Ave AM High Darwin

Roystonea Avenue/New Site AccessSignals - Fixed Time Cycle Time = 150 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 East: Roystonea Ave (SE)

21 L 11 1.0 0.009 8.6 LOS A 0.1 0.6 0.15 0.62 48.6

22 T 2263 5.0 0.740 27.9 LOS C 41.5 302.9 0.83 0.76 32.5

23 R 42 1.0 0.263 78.9 LOS E 3.0 20.9 0.97 0.74 18.9

Approach 2316 4.9 0.740 28.7 LOS C 41.5 302.9 0.83 0.76 32.1

North East: Yarrawonga Road

24 L 63 1.0 0.257 37.9 LOS D 3.9 27.3 0.87 0.78 29.9

25 T 32 1.0 0.257 30.0 LOS C 3.9 27.3 0.87 0.69 30.4

26 R 95 1.0 0.701 85.6 LOS F 7.2 50.7 1.00 0.83 18.0

Approach 189 1.0 0.701 60.4 LOS E 7.2 50.7 0.94 0.79 22.5

North West: Roystonea Ave (NW)

27 L 84 1.0 0.070 18.0 LOS B 2.2 15.3 0.38 0.72 40.1

28 T 684 5.0 0.335 20.4 LOS C 13.7 100.3 0.60 0.53 37.1

29 R 116 0.8 0.724 84.2 LOS F 8.7 61.5 1.00 0.84 18.2

Approach 884 4.1 0.724 28.5 LOS C 13.7 100.3 0.63 0.59 32.8

South West: Site Access

30 L 337 0.8 0.718 48.9 LOS D 18.7 131.6 0.96 1.00 25.8

31 T 42 0.8 0.718 41.0 LOS D 18.7 131.6 0.96 0.97 25.9

32 R 32 0.7 0.233 80.6 LOS F 2.3 15.8 0.98 0.73 18.8

Approach 411 0.8 0.718 50.5 LOS D 18.7 131.6 0.96 0.97 25.1

All Vehicles 3800 4.1 0.740 32.6 LOS C 41.5 302.9 0.80 0.75 30.7

Level of Service (LOS) Method: Delay (HCM 2000).

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.

Processed: Friday, 9 December 2011 10:55:45 AMSIDRA INTERSECTION 5.1.8.2059

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

Project: K:\JOBS\2010\100401 - 100500\100498 - Palmerston Campus Traffic Study\Traffic\SIDRA\Updated Traffic Count Info.sip8000602, WALLBRIDGE & GILBERTS ENGINEERS PTY LTD, FLOATING

MOVEMENT SUMMARY Site: New Site Access / Roystonea Ave PM High Darwin




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



21 L 21 1.0 0.025 9.6 LOS A 0.2 1.5 0.23 0.63 47.6

22 T 789 5.0 0.557 42.5 LOS D 13.5 98.6 0.93 0.78 26.6

23 R 32 1.0 0.343 71.5 LOS E 1.9 13.5 1.00 0.72 20.2

Approach 842 4.8 0.557 42.7 LOS D 13.5 98.6 0.91 0.78 26.6


24 L 126 1.0 0.529 30.0 LOS C 5.7 40.0 0.93 0.83 33.3

25 T 32 1.0 0.529 22.1 LOS C 5.7 40.0 0.93 0.78 33.7

26 R 63 1.0 0.685 74.1 LOS E 4.0 28.1 1.00 0.81 19.8

Approach 221 1.0 0.685 41.5 LOS D 5.7 40.0 0.95 0.82 27.9


27 L 453 1.0 0.327 13.4 LOS B 8.6 60.5 0.36 0.75 43.8

28 T 1737 5.0 0.707 14.4 LOS B 32.4 236.4 0.70 0.65 41.0

29 R 295 0.8 0.564 30.9 LOS C 11.2 78.6 0.70 0.79 32.5

Approach 2484 3.8 0.707 16.2 LOS B 32.4 236.4 0.64 0.69 40.2


30 L 158 0.8 0.502 39.9 LOS D 8.5 60.2 0.93 0.82 28.9

31 T 32 1.0 0.502 32.0 LOS C 8.5 60.2 0.93 0.77 29.2

32 R 21 0.5 0.228 70.5 LOS E 1.3 8.9 0.99 0.70 20.5

Approach 211 0.8 0.502 41.8 LOS D 8.5 60.2 0.94 0.80 27.8









MOVEMENT SUMMARY Site: CDU Estate Access SEAGULL AM Traffic Counts High

Darwin

Staged crossing at three-way intersection with 4-lane major road (Stop control)

Giveway / Yield (Two-Way)



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/hEast: University Ave E

11 T 421 5.0 0.258 3.6 LOS A 2.5 18.5 0.53 0.00 50.5

12 R 63 1.0 0.258 12.9 LOS B 2.5 18.5 0.68 1.01 46.7

Approach 484 4.5 0.258 4.8 NA 2.5 18.5 0.55 0.13 50.0

North East: Estate Access Seagull

32 R 11 1.0 0.023 6.3 LOS A 0.1 0.5 0.53 0.54 23.7

Approach 11 1.0 0.023 6.3 LOS A 0.1 0.5 0.53 0.54 23.7

North: Estate Access

1 L 84 0.8 0.149 15.6 LOS C 0.5 3.6 0.57 1.00 43.4

3 R 11 1.0 0.035 20.5 LOS C 0.1 0.8 0.67 0.88 40.4

Approach 95 0.8 0.149 16.2 LOS C 0.5 3.6 0.58 0.99 43.1

West: University Ave W

4 L 11 1.0 0.314 11.3 LOS B 2.3 16.7 0.22 2.95 48.0

5 T 579 5.0 0.314 0.3 LOS A 2.3 16.7 0.22 0.00 55.8

Approach 589 4.9 0.314 0.5 NA 2.3 16.7 0.22 0.05 55.7

All Vehicles 1179 4.4 0.314 3.6 NA 2.5 18.5 0.39 0.16 51.9



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.





MOVEMENT SUMMARY Site: CDU Estate Access SEAGULL PM Traffic Counts High

Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



11 T 526 5.0 0.321 3.5 LOS A 3.5 25.6 0.54 0.00 50.2

12 R 84 0.9 0.321 12.8 LOS B 3.5 25.6 0.71 1.04 46.8

Approach 611 4.4 0.321 4.8 NA 3.5 25.6 0.57 0.14 49.7


32 R 11 1.0 0.028 8.3 LOS A 0.1 0.6 0.58 0.61 21.2

Approach 11 1.0 0.028 8.3 LOS A 0.1 0.6 0.58 0.61 21.2


1 L 74 0.9 0.119 14.9 LOS B 0.4 2.9 0.53 0.98 43.9

3 R 11 1.0 0.033 19.7 LOS C 0.1 0.8 0.65 0.86 41.2

Approach 84 0.9 0.119 15.5 LOS C 0.4 2.9 0.55 0.96 43.6


4 L 11 1.0 0.287 11.4 LOS B 2.1 15.0 0.26 2.84 48.3

5 T 526 5.0 0.287 0.4 LOS A 2.1 15.0 0.26 0.00 55.3

Approach 537 4.9 0.287 0.7 NA 2.1 15.0 0.26 0.06 55.1

All Vehicles 1242 4.4 0.321 3.8 NA 3.5 25.6 0.43 0.16 51.3









MOVEMENT SUMMARY Site: University Ave Chung Wah AM Traffic Count High Darwin


Signals - Fixed Time Cycle Time = 120 seconds (User-Given Cycle Time)



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: Chung Wah Tce

1 L 253 5.0 0.591 33.7 LOS C 14.9 108.7 0.88 0.83 31.2

3 R 432 5.0 0.591 46.1 LOS D 15.9 115.9 0.90 0.85 26.0

Approach 684 5.0 0.591 41.5 LOS D 15.9 115.9 0.89 0.84 27.9

East: University Ave E

4 L 200 5.0 0.112 7.7 X X X X 0.60 49.8

5 T 263 5.0 0.597 56.0 LOS E 7.6 55.2 1.00 0.80 22.8

Approach 463 5.0 0.597 35.2 LOS D 7.6 55.2 0.57 0.71 29.8


11 T 421 5.0 0.186 11.4 LOS B 5.4 39.6 0.48 0.41 44.1

12 R 200 4.5 0.598 31.3 LOS C 7.4 53.6 0.68 0.77 32.3

Approach 621 4.8 0.598 17.8 LOS B 7.4 53.6 0.54 0.52 39.5


X: Not applicable for Continuous movement.








MOVEMENT SUMMARY Site: University Ave Chung Wah PM Traffic Count High Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 232 4.8 0.812 54.2 LOS D 14.0 102.3 1.00 0.97 24.2

3 R 179 5.0 0.812 70.9 LOS E 14.0 102.3 1.00 0.92 19.2

Approach 411 4.9 0.812 61.5 LOS E 14.0 102.3 1.00 0.95 22.0


4 L 674 5.0 0.376 7.8 X X X X 0.60 49.7

5 T 421 5.0 0.787 58.4 LOS E 12.8 93.5 1.00 0.91 22.2

Approach 1095 5.0 0.787 27.2 LOS C 12.8 93.5 0.38 0.72 33.8


11 T 263 5.0 0.086 2.5 LOS A 1.5 11.2 0.22 0.18 55.1

12 R 368 4.9 0.810 35.7 LOS D 13.2 96.4 0.77 0.87 30.3

Approach 632 4.9 0.810 21.9 LOS C 13.2 96.4 0.54 0.58 37.3







Processed: Friday, 9 December 2011 2:38:11 PMSIDRA INTERSECTION 5.1.8.2059



MOVEMENT SUMMARY Site: Univ Ave / Roystonea AM + Dev Mar 2011 Detector Counts

High Darwin

Three-way intersection with 3 & 4-lane approaches and slip lanes (Signals)

Signals - Fixed Time Cycle Time = 50 seconds (Practical Cycle Time)



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 East: Roystonea Ave S

4 L 211 5.5 0.206 10.3 LOS B 1.6 11.7 0.44 0.69 46.7

5 T 1526 5.0 0.842 23.8 LOS C 14.3 104.3 0.99 1.04 34.3

Approach 1737 5.1 0.842 22.2 LOS C 14.3 104.3 0.93 1.00 35.4

North West: Roystonea Ave N

11 T 526 5.0 0.218 4.1 LOS A 2.7 19.7 0.44 0.38 51.9

12 R 316 5.0 0.881 38.6 LOS D 9.7 70.7 1.00 1.10 29.2

Approach 842 5.0 0.881 17.0 LOS B 9.7 70.7 0.65 0.65 40.2

South West: University Ave

1 L 1053 5.0 0.654 14.7 LOS B 7.7 56.5 0.71 0.82 43.0

3 R 95 7.8 0.449 32.0 LOS C 2.3 17.5 0.97 0.77 32.2

Approach 1147 5.2 0.654 16.1 LOS B 7.7 56.5 0.73 0.82 41.8

All Vehicles 3726 5.1 0.881 19.1 LOS B 14.3 104.3 0.80 0.86 38.3








MOVEMENT SUMMARY Site: Univ Ave / Roystonea PM + Dev Mar 2011 Detector Counts

High Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 211 6.3 0.555 20.9 LOS C 6.9 51.0 0.63 0.77 38.3

5 T 474 5.0 0.836 64.9 LOS E 10.1 73.6 1.00 0.95 20.8

Approach 684 5.4 0.836 51.4 LOS D 10.1 73.6 0.89 0.89 24.3


11 T 1105 5.0 0.344 2.0 LOS A 6.7 48.8 0.23 0.21 55.7

12 R 916 5.0 0.832 20.8 LOS C 33.1 241.7 0.68 0.84 38.4

Approach 2021 5.0 0.832 10.5 LOS B 33.1 241.7 0.43 0.49 46.2


1 L 537 5.0 0.286 10.9 LOS B 6.1 44.3 0.27 0.67 46.5

3 R 63 6.7 0.713 74.8 LOS E 4.0 29.7 1.00 0.83 19.8

Approach 600 5.2 0.713 17.6 LOS B 6.1 44.3 0.35 0.69 40.7









MOVEMENT SUMMARY Site: New Site Access / Roystonea Ave AM Low Darwin




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



21 L 21 1.0 0.016 8.2 LOS A 0.1 0.9 0.13 0.62 49.0

22 T 2263 5.0 0.673 21.8 LOS C 36.6 267.1 0.74 0.68 35.9

23 R 42 1.0 0.381 84.6 LOS F 3.1 21.9 1.00 0.74 18.1

Approach 2326 4.9 0.673 22.8 LOS C 36.6 267.1 0.73 0.68 35.4


24 L 63 1.0 0.311 42.7 LOS D 4.4 30.7 0.91 0.78 28.1

25 T 32 1.0 0.311 34.8 LOS C 4.4 30.7 0.91 0.72 28.4

26 R 95 1.0 0.642 83.4 LOS F 7.0 49.7 1.00 0.80 18.3

Approach 189 1.0 0.642 61.7 LOS E 7.0 49.7 0.95 0.78 22.2


27 L 84 1.0 0.064 14.9 LOS B 1.8 12.6 0.32 0.71 42.5

28 T 684 5.0 0.305 15.9 LOS B 12.1 88.5 0.53 0.47 40.3

29 R 74 0.9 0.665 87.1 LOS F 5.6 39.6 1.00 0.81 17.7

Approach 842 4.2 0.665 22.0 LOS C 12.1 88.5 0.55 0.52 36.4


30 L 211 0.8 0.634 45.2 LOS D 12.0 84.3 0.96 0.93 27.0

31 T 42 0.8 0.634 37.3 LOS D 12.0 84.3 0.96 0.90 27.2

32 R 53 0.8 0.356 80.5 LOS F 3.8 26.6 0.99 0.75 18.8

Approach 305 0.8 0.634 50.2 LOS D 12.0 84.3 0.97 0.89 25.1









MOVEMENT SUMMARY Site: New Site Access / Roystonea Ave PM Low Darwin




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



21 L 53 0.8 0.057 8.8 LOS A 0.4 3.1 0.17 0.63 48.4

22 T 789 5.0 0.498 48.3 LOS D 16.0 116.9 0.89 0.76 24.8

23 R 32 1.0 0.428 89.1 LOS F 2.4 17.1 1.00 0.72 17.4

Approach 874 4.6 0.498 47.4 LOS D 16.0 116.9 0.85 0.75 25.2


24 L 126 1.0 0.498 34.8 LOS C 6.9 48.8 0.94 0.83 31.1

25 T 32 1.0 0.498 26.9 LOS C 6.9 48.8 0.94 0.80 31.4

26 R 63 1.0 0.642 88.0 LOS F 4.8 34.2 1.00 0.79 17.6

Approach 221 1.0 0.642 48.8 LOS D 6.9 48.8 0.96 0.82 25.5


27 L 453 1.0 0.323 14.2 LOS B 10.2 72.3 0.34 0.75 43.1

28 T 1737 5.0 0.690 16.2 LOS B 38.3 279.6 0.67 0.62 39.7

29 R 189 0.8 0.439 37.0 LOS D 8.7 61.2 0.68 0.77 29.8

Approach 2379 3.9 0.690 17.5 LOS B 38.3 279.6 0.61 0.66 39.3


30 L 105 0.8 0.431 48.8 LOS D 7.4 52.1 0.94 0.82 26.0

31 T 32 1.0 0.431 40.9 LOS D 7.4 52.1 0.94 0.77 26.2

32 R 32 0.7 0.320 85.1 LOS F 2.3 16.5 1.00 0.72 18.1

Approach 168 0.8 0.431 54.1 LOS D 7.4 52.1 0.95 0.79 24.0









MOVEMENT SUMMARY Site: CDU Estate Access

SEAGULL AM Traffic Counts Low

Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



11 T 421 5.0 0.294 3.7 LOS A 2.9 21.2 0.51 0.00 50.6

12 R 95 0.9 0.294 13.2 LOS B 2.9 21.2 0.69 1.02 46.1

Approach 516 4.2 0.294 5.4 NA 2.9 21.2 0.54 0.19 49.7


32 R 11 1.0 0.023 6.3 LOS A 0.1 0.5 0.53 0.54 23.7

Approach 11 1.0 0.023 6.3 LOS A 0.1 0.5 0.53 0.54 23.7


1 L 168 0.8 0.297 16.6 LOS C 1.2 8.7 0.61 1.03 42.7

3 R 11 1.0 0.037 21.4 LOS C 0.1 0.9 0.69 0.90 39.6

Approach 179 0.8 0.297 16.8 LOS C 1.2 8.7 0.62 1.02 42.6


4 L 11 1.0 0.315 11.4 LOS B 2.4 17.2 0.28 2.78 48.5

5 T 579 5.0 0.315 0.5 LOS A 2.4 17.2 0.28 0.00 54.8

Approach 589 4.9 0.315 0.7 NA 2.4 17.2 0.28 0.05 54.7

All Vehicles 1295 4.1 0.315 4.9 NA 2.9 21.2 0.44 0.24 50.5









MOVEMENT SUMMARY Site: CDU Estate Access

SEAGULL PM Traffic Counts Low

Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



11 T 526 5.0 0.399 3.8 LOS A 4.6 32.9 0.53 0.00 50.0

12 R 158 0.9 0.399 13.6 LOS B 4.6 32.9 0.75 1.06 45.7

Approach 684 4.0 0.399 6.1 NA 4.6 32.9 0.58 0.25 49.0


32 R 11 1.0 0.028 8.3 LOS A 0.1 0.6 0.58 0.61 21.2

Approach 11 1.0 0.028 8.3 LOS A 0.1 0.6 0.58 0.61 21.2


1 L 126 0.8 0.204 15.1 LOS C 0.7 5.2 0.56 1.00 43.8

3 R 11 1.0 0.038 21.7 LOS C 0.1 0.9 0.70 0.90 39.4

Approach 137 0.8 0.204 15.7 LOS C 0.7 5.2 0.57 0.99 43.5


4 L 11 1.0 0.287 11.8 LOS B 2.2 16.0 0.37 2.53 49.0

5 T 526 5.0 0.287 0.9 LOS A 2.2 16.0 0.37 0.00 53.4

Approach 537 4.9 0.287 1.1 NA 2.2 16.0 0.37 0.05 53.3

All Vehicles 1368 4.0 0.399 5.1 NA 4.6 32.9 0.50 0.25 49.8









MOVEMENT SUMMARY Site: University Ave Chung Wah AM Traffic Count Low Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 284 4.8 0.744 39.5 LOS D 18.0 131.4 0.96 0.86 28.9

3 R 432 5.0 0.744 54.2 LOS D 18.1 131.9 0.98 0.87 23.3

Approach 716 4.9 0.744 48.3 LOS D 18.1 131.9 0.97 0.87 25.5


4 L 200 5.0 0.112 7.7 X X X X 0.60 49.8

5 T 263 5.0 0.697 59.8 LOS E 7.9 57.7 1.00 0.84 21.9

Approach 463 5.0 0.697 37.3 LOS D 7.9 57.7 0.57 0.74 29.0


11 T 421 5.0 0.169 8.3 LOS A 4.6 33.8 0.41 0.35 47.3

12 R 284 4.4 0.756 34.2 LOS C 10.8 78.5 0.72 0.83 31.0

Approach 705 4.8 0.756 18.7 LOS B 10.8 78.5 0.53 0.54 39.0










MOVEMENT SUMMARY Site: University Ave Chung Wah PM Traffic Count Low Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 305 4.7 0.592 44.4 LOS D 14.7 107.2 0.89 0.97 27.1

3 R 179 5.0 0.592 58.7 LOS E 14.7 107.2 0.97 0.84 23.0

Approach 484 4.8 0.592 49.7 LOS D 14.7 107.2 0.92 0.92 25.5


4 L 674 5.0 0.376 7.8 X X X X 0.60 49.7

5 T 421 5.0 0.608 49.3 LOS D 11.5 84.1 0.97 0.81 24.5

Approach 1095 5.0 0.608 23.7 LOS C 11.5 84.1 0.37 0.68 35.7


11 T 263 5.0 0.091 3.7 LOS A 1.9 13.7 0.27 0.22 53.3

12 R 421 4.8 0.719 15.1 LOS B 7.4 54.0 0.56 0.77 42.6

Approach 684 4.8 0.719 10.7 LOS B 7.4 54.0 0.44 0.56 46.1










MOVEMENT SUMMARY Site: Univ Ave / Roystonea AM + Dev Mar 2011 Detector Counts

Low Darwin


Signals - Fixed Time Cycle Time = 50 seconds (Practical Cycle Time)



Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 211 6.0 0.207 10.4 LOS B 1.6 11.7 0.44 0.69 46.7

5 T 1526 5.0 0.842 23.8 LOS C 14.3 104.3 0.99 1.04 34.3

Approach 1737 5.1 0.842 22.2 LOS C 14.3 104.3 0.93 1.00 35.4


11 T 526 5.0 0.218 4.1 LOS A 2.7 19.7 0.44 0.38 51.9

12 R 316 5.0 0.881 38.6 LOS D 9.7 70.7 1.00 1.10 29.2

Approach 842 5.0 0.881 17.0 LOS B 9.7 70.7 0.65 0.65 40.2


1 L 1053 5.0 0.654 14.7 LOS B 7.7 56.5 0.71 0.82 43.0

3 R 95 11.7 0.461 32.2 LOS C 2.4 18.1 0.97 0.77 32.1

Approach 1147 5.6 0.654 16.1 LOS B 7.7 56.5 0.73 0.82 41.8









MOVEMENT SUMMARY Site: Univ Ave / Roystonea PM + Dev Mar 2011 Detector Counts

Low Darwin





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



4 L 211 7.8 0.561 21.2 LOS C 7.0 52.5 0.64 0.78 38.2

5 T 474 5.0 0.836 64.9 LOS E 10.1 73.6 1.00 0.95 20.8

Approach 684 5.8 0.836 51.5 LOS D 10.1 73.6 0.89 0.89 24.2


11 T 1105 5.0 0.344 2.0 LOS A 6.7 48.8 0.23 0.21 55.7

12 R 916 5.0 0.832 20.8 LOS C 33.1 241.7 0.68 0.84 38.4

Approach 2021 5.0 0.832 10.5 LOS B 33.1 241.7 0.43 0.49 46.2


1 L 537 5.0 0.286 10.9 LOS B 6.1 44.3 0.27 0.67 46.5

3 R 63 10.0 0.729 75.3 LOS E 4.0 30.6 1.00 0.84 19.7

Approach 600 5.5 0.729 17.6 LOS B 6.1 44.3 0.35 0.69 40.7









MOVEMENT SUMMARY Site: University Ave / Woodlake Blvd AM Traffic Counts Base

University Avenue / Woodlake BoulevardRoundabout



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: Dwyer Circuit

1 L 84 5.0 0.189 7.7 LOS A 0.9 6.9 0.53 0.64 48.5

2 T 32 5.0 0.189 6.7 LOS A 0.9 6.9 0.53 0.59 48.6

3 R 63 5.0 0.189 13.5 LOS B 0.9 6.9 0.53 0.81 45.2

Approach 179 5.0 0.189 9.6 LOS A 0.9 6.9 0.53 0.69 47.2

East: University Avenue East

4 L 11 5.0 0.325 5.9 LOS A 1.8 13.3 0.30 0.50 50.3

5 T 316 5.0 0.325 5.0 LOS A 1.8 13.3 0.30 0.42 51.0

6 R 95 5.0 0.325 11.8 LOS B 1.8 13.3 0.30 0.80 46.5

Approach 421 5.0 0.325 6.5 LOS A 1.8 13.3 0.30 0.51 49.8

North: Woodlake Boulevard

7 L 211 5.0 0.306 7.4 LOS A 1.6 12.0 0.53 0.64 48.5

8 T 21 5.0 0.306 6.4 LOS A 1.6 12.0 0.53 0.57 48.6

9 R 74 5.0 0.306 13.3 LOS B 1.6 12.0 0.53 0.82 45.5

Approach 305 5.0 0.306 8.8 LOS A 1.6 12.0 0.53 0.68 47.7

West: University Avenue West

10 L 32 5.0 0.309 6.3 LOS A 1.6 11.8 0.37 0.55 50.1

11 T 316 5.0 0.309 5.3 LOS A 1.6 11.8 0.37 0.47 50.5

12 R 21 5.0 0.309 12.2 LOS B 1.6 11.8 0.37 0.85 46.6

Approach 368 5.0 0.309 5.8 LOS A 1.6 11.8 0.37 0.50 50.2

All Vehicles 1274 5.0 0.325 7.3 LOS A 1.8 13.3 0.41 0.57 49.0


Roundabout LOS Method: Same as Signalised Intersections.



Roundabout Capacity Model: SIDRA Standard.





MOVEMENT SUMMARY Site: University Ave / Woodlake Blvd AM Traffic Counts 30%

Increase




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 116 5.0 0.298 9.0 LOS A 1.7 12.6 0.68 0.76 47.5

2 T 42 5.0 0.298 8.0 LOS A 1.7 12.6 0.68 0.72 47.4

3 R 84 5.0 0.298 14.9 LOS B 1.7 12.6 0.68 0.88 44.2

Approach 242 5.0 0.298 10.9 LOS B 1.7 12.6 0.68 0.79 46.2


4 L 21 5.0 0.461 6.3 LOS A 3.1 22.6 0.43 0.55 49.5

5 T 421 5.0 0.461 5.4 LOS A 3.1 22.6 0.43 0.48 49.8

6 R 126 5.0 0.461 12.2 LOS B 3.1 22.6 0.43 0.79 46.4

Approach 568 5.0 0.461 6.9 LOS A 3.1 22.6 0.43 0.55 49.0


7 L 274 5.0 0.463 8.9 LOS A 3.1 22.5 0.70 0.78 47.4

8 T 32 5.0 0.463 8.0 LOS A 3.1 22.5 0.70 0.73 47.3

9 R 105 5.0 0.463 14.8 LOS B 3.1 22.5 0.70 0.90 44.3

Approach 411 5.0 0.463 10.4 LOS B 3.1 22.5 0.70 0.81 46.5


10 L 42 5.0 0.436 6.8 LOS A 2.6 19.3 0.49 0.60 49.3

11 T 421 5.0 0.436 5.8 LOS A 2.6 19.3 0.49 0.52 49.6

12 R 32 5.0 0.436 12.7 LOS B 2.6 19.3 0.49 0.85 46.4

Approach 495 5.0 0.436 6.3 LOS A 2.6 19.3 0.49 0.55 49.4

All Vehicles 1716 5.0 0.463 8.1 LOS A 3.1 22.6 0.55 0.65 48.1










MOVEMENT SUMMARY Site: University Ave / Woodlake Blvd AM Traffic Counts High WB




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



1 L 84 5.0 0.279 11.1 LOS B 1.7 12.7 0.80 0.85 45.8

2 T 32 5.0 0.279 10.2 LOS B 1.7 12.7 0.80 0.83 46.0

3 R 63 5.0 0.279 17.0 LOS B 1.7 12.7 0.80 0.92 42.6

Approach 179 5.0 0.279 13.0 LOS B 1.7 12.7 0.80 0.87 44.6


4 L 11 5.0 0.489 8.9 LOS A 3.6 26.1 0.75 0.80 47.6

5 T 316 5.0 0.489 8.0 LOS A 3.6 26.1 0.75 0.74 47.4

6 R 95 5.0 0.489 14.8 LOS B 3.6 26.1 0.75 0.92 44.8

Approach 421 5.0 0.489 9.5 LOS A 3.6 26.1 0.75 0.78 46.8


7 L 211 5.0 0.691 10.2 LOS B 7.0 50.8 0.77 0.84 46.3

8 T 21 5.0 0.691 9.2 LOS A 7.0 50.8 0.77 0.82 46.3

9 R 474 2.8 0.691 16.0 LOS B 7.0 50.8 0.77 0.92 43.0

Approach 705 3.5 0.691 14.1 LOS B 7.0 50.8 0.77 0.89 44.0


10 L 32 5.0 0.311 6.3 LOS A 1.7 12.3 0.38 0.55 50.0

11 T 316 5.0 0.311 5.3 LOS A 1.7 12.3 0.38 0.47 50.4

12 R 21 5.0 0.311 12.2 LOS B 1.7 12.3 0.38 0.84 46.6

Approach 368 5.0 0.311 5.8 LOS A 1.7 12.3 0.38 0.50 50.2











MOVEMENT SUMMARY Site: CDU Estate Access SEAGULL AM Traffic Counts Low

Darwin - Increased Right Turn





Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



11 T 421 5.0 0.294 3.7 LOS A 2.9 21.2 0.51 0.00 50.6

12 R 95 0.9 0.294 13.2 LOS B 2.9 21.2 0.69 1.02 46.1

Approach 516 4.2 0.294 5.4 NA 2.9 21.2 0.54 0.19 49.7


32 R 105 1.0 0.228 7.2 LOS A 0.9 5.5 0.58 0.69 22.4

Approach 105 1.0 0.228 7.2 LOS A 0.9 5.5 0.58 0.69 22.4


1 L 168 0.8 0.297 16.6 LOS C 1.2 8.7 0.61 1.03 42.7

3 R 105 1.0 0.372 25.7 LOS D 1.6 11.6 0.78 1.00 36.3

Approach 274 0.9 0.372 20.1 LOS C 1.6 11.6 0.68 1.02 40.3


4 L 11 1.0 0.315 11.4 LOS B 2.4 17.2 0.28 2.78 48.5

5 T 579 5.0 0.315 0.5 LOS A 2.4 17.2 0.28 0.00 54.8

Approach 589 4.9 0.315 0.7 NA 2.4 17.2 0.28 0.05 54.7

All Vehicles 1484 3.7 0.372 6.4 NA 2.9 21.2 0.47 0.32 48.6









MOVEMENT SUMMARY Site: New Site Access / Roystonea Ave AM High Darwin - Increased

RT




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



21 L 11 1.0 0.010 9.8 LOS A 0.1 0.9 0.21 0.62 47.4

22 T 2263 5.0 0.832 36.2 LOS D 47.3 345.6 0.94 0.86 28.8

23 R 42 1.0 0.156 68.5 LOS E 2.7 19.1 0.91 0.74 20.8

Approach 2316 4.9 0.832 36.7 LOS D 47.3 345.6 0.93 0.86 28.6


24 L 63 1.0 0.336 39.4 LOS D 3.3 23.5 0.93 0.78 29.3

25 T 32 1.0 0.336 31.5 LOS C 3.3 23.5 0.93 0.73 29.6

26 R 95 1.0 0.428 75.1 LOS E 6.6 46.3 0.97 0.78 19.6

Approach 189 1.0 0.428 56.0 LOS E 6.6 46.3 0.95 0.77 23.6


27 L 84 1.0 0.071 18.8 LOS B 2.3 15.9 0.40 0.72 39.5

28 T 684 5.0 0.377 26.1 LOS C 15.6 113.8 0.68 0.59 33.6

29 R 221 0.4 0.814 80.6 LOS F 16.8 117.9 1.00 0.90 18.7

Approach 989 3.6 0.814 37.7 LOS D 16.8 117.9 0.73 0.67 28.8


30 L 337 0.8 0.792 57.4 LOS E 20.9 147.3 0.99 1.04 23.5

31 T 42 0.8 0.792 49.5 LOS D 20.9 147.3 0.99 1.03 23.5

32 R 137 0.2 0.848 85.3 LOS F 10.5 73.9 1.00 0.94 18.0

Approach 516 0.6 0.848 64.2 LOS E 20.9 147.3 1.00 1.01 21.7

All Vehicles 4011 3.9 0.848 41.4 LOS D 47.3 345.6 0.89 0.83 27.3








MOVEMENT SUMMARY Site: New Site Access / Roystonea Ave PM High Darwin - Increased

RT




Demand Flow HV

Deg. Satn

Average Delay

Level of Service

Prop. Queued

Effective Stop Rate



21 L 21 1.0 0.027 10.1 LOS B 0.2 1.7 0.26 0.64 47.0

22 T 789 5.0 0.727 51.1 LOS D 15.0 109.6 1.00 0.87 24.0

23 R 32 1.0 0.343 71.5 LOS E 1.9 13.5 1.00 0.72 20.2

Approach 842 4.8 0.727 50.8 LOS D 15.0 109.6 0.98 0.86 24.1


24 L 126 1.0 0.541 34.9 LOS C 6.7 47.2 0.97 0.83 31.0

25 T 32 1.0 0.541 27.0 LOS C 6.7 47.2 0.97 0.81 31.2

26 R 63 1.0 0.374 65.3 LOS E 3.6 25.6 0.98 0.76 21.5

Approach 221 1.0 0.541 42.5 LOS D 6.7 47.2 0.97 0.81 27.6


27 L 453 1.0 0.327 13.4 LOS B 8.6 60.5 0.36 0.75 43.8

28 T 1737 5.0 0.756 18.1 LOS B 36.3 265.0 0.79 0.73 38.1

29 R 400 0.6 0.749 32.8 LOS C 16.4 115.1 0.73 0.82 31.6

Approach 2589 3.6 0.756 19.5 LOS B 36.3 265.0 0.70 0.75 37.8


30 L 158 0.8 0.502 41.5 LOS D 8.6 60.8 0.93 0.82 28.3

31 T 32 1.0 0.502 33.7 LOS C 8.6 60.8 0.93 0.77 28.6

32 R 126 0.1 0.742 69.7 LOS E 7.8 54.3 1.00 0.87 20.7

Approach 316 0.5 0.742 52.0 LOS D 8.6 60.8 0.96 0.83 24.7









Traffic Assessment - Proposed Residential Development ... · Information relating to traffic volume...

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Transcript of Traffic Assessment - Proposed Residential Development ... · Information relating to traffic volume...