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TRANSPORT AND TRAFFIC PLANNING ASSOCIATES

PROPOSED REZONING FOR BUNNINGS DEVELOPMENT

CNR PACIFIC HIGHWAY AND RYDE ROAD, PYMBLE

Assessment of Traffic and Parking Implications

May 2013 Reference 10282 TRANSPORT AND TRAFFIC PLANNING ASSOCIATES Transportation, Traffic and Design Consultants Suite 502, Level 5 282 Victoria Avenue CHATSWOOD 2067 Telephone (02) 9411 5660 Facsimile (02) 9904 6622

Email: [email protected]


TABLE OF CONTENTS

1. INTRODUCTION ....................................................................................................... 1

2. PROPOSED REZONING SCHEME ......................................................................... 2

2.1 SITE, CONTEXT AND FORMER USE ............................................................... 2 2.2 ENVISAGED DEVELOPMENT ......................................................................... 3 2.3 PYMBLE BUSINESS PARK STUDY .................................................................. 3

3. ROAD NETWORK AND TRAFFIC CONDITIONS ................................................... 5

3.1 ROAD NETWORK ......................................................................................... 5 3.2 TRAFFIC CONTROLS .................................................................................... 6 3.3 TRAFFIC CONDITIONS .................................................................................. 7 3.4 PUBLIC TRANSPORT SERVICES .................................................................... 9

4. ACCESS ................................................................................................................. 10

5. TRAFFIC ................................................................................................................. 12

6. PARKING ................................................................................................................ 18

7. INTERNAL CIRCULATION AND SERVICING ...................................................... 19

8. CONCLUSION ........................................................................................................ 20

APPENDIX A PROPOSED ROAD AND INTERSECTION ARRANGEMENTS APPENDIX B BUS SERVICES APPENDIX C APPROVED DEVELOPMENT APPENDIX D DIVERTED TRIP RESEARCH APPENDIX E SIDRA RESULTS LIST OF ILLUSTRATIONS FIGURE 1 LOCATION FIGURE 2 SITE FIGURE 3 ROAD NETWORK FIGURE 4 TRAFFIC CONTROLS FIGURE 5 EXISTING PEAK TRAFFIC VOLUMES FIGURE 6 ENVISAGED RAMP ACCESS ARRANGEMENT FIGURE 7 PROJECTED FUTURE VOLUMES - BUNNINGS FIGURE 8 FUTURE PEAK TRAFFIC FLOWS (BUNNINGS + BUS, PARK)


Page 1

1. INTRODUCTION

This report has been prepared to accompany an application to Ku-Ring-Gai Council for

the proposed rezoning of the large former “3M” site within the Pymble Business Park to permit Hardware/Building Supplies use (Figure 1).

The former 3M site comprised a “Commercial Head Office” use in a location which has

ready access to the arterial road system and is strategically located in relation to access for the northern Metropolitan Area.

The envisaged development, subject to the rezoning, would comprise:

Bunnings Warehouse 6,580m2

Trade Area 1,600m2

Nursery 2,310m2 Goods Receiving 500m2

Total 16,390m²

The purpose of this report is to:

describe the site, its context and the envisaged development describe the road network serving the site and traffic conditions on that network assess the proposed access arrangements and the potential traffic implications


Page 2

2. PROPOSED REZONING SCHEME

2.1 SITE, CONTEXT AND FORMER USE The site (Figure 2) is a consolidation of a number of lots being an irregular shaped area of some 1.825 ha with extensive frontages to Pacific Highway and the Ryde Road Off-Ramp as well as two small frontages to Bridge Road. The site, which is located just to the north of the Gordon Centre falls away sharply to the west and the former 3M use comprised: Head Office administration and sales 230 staff 3 buildings with a total floor area of 7,500m2 195 parking spaces (see Fig 2 usage) with access driveways on the Bridge Road

frontage. The nearby uses comprise: the “Business Park/Commercial Office” uses adjoining the site and extending

along Bride street, West Street including a partially completed development on a site with frontage to the Off Load Ramp

the Council depot in Suakin Street the mixed uses extending along the Pacific Highway

the surrounding residential areas.


Page 3

2.2 ENVISAGED DEVELOPMENT

Due to the level differences on the site the envisaged development would involve a two-

level building over 2-basement levels of carparking comprising:

Warehouse 6,580m2

Trade area 1,600m2

Nursery 2,300m2

Goods receiving 500m2

Total 16,390m2

Parking for some 475 cars would be accommodated on two lower levels with vehicle

accesses comprising:

a combined ingress/egress on the eastern Bridge Street frontage

a combined ingress/egress on the western Bridge Street frontage

potential ingress for the carpark on the Ryde Road Off Load Ramp

Details of the envisaged development are provided on the plans prepared by John R

Brogan and Associates which accompany the application.

2.3 PYMBLE BUSINESS PARK STUDY

In 2011 a study was undertaken for Council to assess the potential traffic implications

of a proposed increase to office floorspace in the Pymble Business Park. It was

Council’s assessment that the under-utilised sites in the business park could provide

some 31,000m2 GFA of additional “office” floorspace (ie increase to the existing

76,600m2 GFA).

Pymble Business Park Transport Assessment GTA Consultants March 2011


Page 4

The study assessed that the additional floor space would generate some 300 vtph

additional during the morning and afternoon peak periods and the identified road

network improvements to accommodate the additional floorspace outcome comprised:

• provision of a separate left turn lane and extension of the through and right turn lane

on the Ryde Road off ramp

• provision of a left turn deceleration lane on the Pacific Highway at Bridge Street

• provision of traffic signals at the Ryde Road (eastbound) and West Street

intersection

• provision of a pedestrian crossing across Pacific Highway on the southern side of

Bridge Street

Details of these proposed changes are shown on the extracts from the study

reproduced in Appendix A and the zoning change has been enacted to permit the

provision of this additional floorspace subject to S94 contributions for dot points 3 and 4

in the foregoing (but not points 1 and 2). Council have confirmed that the 3M site is

included in the area rezoned, however redevelopment of the site with a permissible

floorspace of some 65,335m2 (ie net increase to existing of 57,835 m2) was not

incorporated into any analysis including that of the potential traffic implications. Given

that 3M have vacated and the site is substantially under utilised redevelopment for

some 65,000 m2 of business park floorspace is a realistic potential outcome if the

Bunnings development scheme were not to proceed.


Page 5

3. ROAD NETWORK AND TRAFFIC CONDITIONS

3.1 ROAD NETWORK

The existing road network serving the site (Figure 3) comprises: Pacific Highway – a State Highway and arterial route providing the major

north/south connection from Sydney to the north coast

Mona Vale Road – a State Road and arterial route linking between the Pacific

Highway and the northern beaches Peninsula

Ryde Road - a State Road and arterial route

St Johns Road/Dumaresq Street – a ‘collector’ road which provides access for the

area immediately west of Gordon

West Street and Bridge Street – a local road connecting between Ryde Road and

Pacific Highway

Suakin Street – a local access cul-de-sac connecting to West Street and Bridge

Street

There is a ‘grade separated’ interchange at the Pacific Highway, Ryde Road and Mona

Vale Road intersection with ON/OFF ramp connections to Ryde Road and Mona Vale

Road. West Street and Bridge Street are both 12.8 metres wide.


Page 6

3.2 TRAFFIC CONTROLS The existing traffic controls on the road system serving the area (Figure 4) comprise:

the traffic signals at the Pacific Highway, Mona Vale Road and Ryde Road

intersection. Details of this intersection are shown on the traffic signal design plan

reproduced overleaf

the traffic signals at the Pacific Highway/Bridge Street intersection which

incorporate a prohibition of the right-turn movement from Bridge Street. Details of

this intersection arrangement are shown on the traffic signal design plan

reproduced in overleaf

the CLEARWAY and NO STOPPING restrictions along the Pacific Highway,

Mona Vale Road and Ryde Road

the 60 kmph speed restriction on Pacific Highway and 70 kmph speed restriction

on Ryde Road/Mona Vale Road

the 50 kmph speed restriction on the local roads including Bridge Street, West

Street and Suakin Street

the central median island in Ryde Road which restricts access movements at the

West Street intersection to left-turn IN/OUT

the GIVE WAY control on Suakin Street at the West Street/Bridge Street

intersection


Page 7

3.3 TRAFFIC CONDITIONS An indication of the prevailing traffic conditions in the area is provided by data

published by RMS and surveys undertaken for this study. The RMS data is

expressed in terms of Annual Average Daily Traffic (AADT) and the latest recorded

volumes in the vicinity of the site are:

Ryde Road south of Pacific Highway - 60,364

Pacific Highway north of Ryde Road - 63,557

Traffic surveys have been undertaken during the morning, afternoon and weekend

midday peak periods at the Ryde Road/West Street, Pacific Highway/Bridge Street

and Pacific Highway/Mona Vale Road/Ryde Road intersections. The results of the

surveys are provided in Figure 5 and reveal volumes which are consistent with the

movements recorded for the Pymble Business Park study (2011).

The operational performance of the signal controlled intersections under the existing

circumstances has been assessed using the SIDRA model. The results of that

assessment are provided in the following while the criteria for interpreting SIDRA

output is reproduced overleaf:

AM PM WE MD LOS DS AVD LOS DS AVD LOS DS AVD Pacific/Bridge A - 2.4 A - 4.4 A - 1.4

Pacific/Ryde/Mona Vale D 1.04 43.5 D 1.00 44.9 D 1.063 54.9

West App F 1.04 86.8 D 1.00 46.2 E 1.00 62.1

Queue 114.3 104.4 70.9

The results indicate that the operational performance of these intersections is

relatively satisfactory at the present time apart from the highway intersection

particularly in the morning peak. However vehicles do have some difficulty in

egressing from West Street in the afternoon peak particularly to travel east in Mona

Vale Road due to the speed of vehicles and limited gaps in the eastbound traffic flow

on Ryde Road.


Page 8

Criteria for Interpreting Results of SIDRA Analysis 1. Level of Service (LOS) LOS Traffic Signals and Roundabouts Give Way and Stop Signs ‘A’ Good Good

‘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. Roundabouts require other control mode

At capacity and requires other control mode

‘F’ Unsatisfactory and requires additional capacity Unsatisfactory and requires other control mode

2. Average Vehicle Delay (AVD) The AVD provides a measure of the operational performance of an intersection as indicated on the table below, which relates AVD to LOS. The AVD's listed in the table should be taken as a guide only as longer delays could be tolerated in some locations (ie inner city conditions) and on some roads (ie minor side street intersecting with a major arterial route). Level of Service

Average Delay per Vehicle (secs/veh)

Traffic Signals, Roundabouts

Give Way and Stop Signs

A Less than 14 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare capacity

Acceptable delays and spare capacity

C 29 to 42 Satisfactory Satisfactory but accident study required

D 43 to 56 Operating near capacity Near capacity and accident study required

E 57 to 70 At capacity; at signals incidents will cause excessive delays. Roundabouts require other control mode

At capacity and requires other control mode

3. Degree of Saturation (DS) The DS is another measure of the operational performance of individual intersections. For intersections controlled by traffic signals1 both queue length and delay increase rapidly as DS approaches 1, and it is usual to attempt to keep DS to less than 0.9. Values of DS in the order of 0.7 generally represent satisfactory intersection operation. When DS exceeds 0.9 queues can be anticipated. For intersections controlled by a roundabout or GIVE WAY or STOP signs, satisfactory intersection operation is indicated by a DS of 0.8 or less.

1 the values of DS for intersections under traffic signal control are only valid for cycle length of 120 secs


Page 9

3.4 PUBLIC TRANSPORT SERVICES Pymble Business Park is located approximately midway between Pymble and

Gordon Railway Stations on the main northern line. Pymble Station is some 750

metres to the north while Gordon Station is some 850 metres to the south.

Bus services are provided by Transdev-Shorelink with Routes 560 and 567 operating

along Ryde between Gordon and Macquarie Centre and Route 582 along Mona Vale

Road to St Ives. Forest Coach Lines operates route 197 along Ryde Road to

Macquarie Centre and Routes 195, 196 and 197 along Mona Vale Road to St Ives

and Mona Vale.

Accordingly, the site has satisfactory access to public transport services which are

identified in Appendix B.


Page 10

4. ACCESS

Vehicles accesses for the carpark and delivery vehicles will be located on the Bridge

Street frontages where there are existing driveways. Bridge Street has a straight

alignment at this location and suitable site distances will be available.

Provision of vehicle ingress for the carpark on the Ryde Road Off Load Ramp would

present a significant advantage in that:

there will be a significant proportion of passing trade (along Ryde Road) and

customers with origins to the west and southwest

all vehicles from the south and west will turn left into West Street to access via

Bridge Street if no ramp ingress is provided

there is already a significant left turn movement into Bridge Street and there is no

provision (or ability to provide) a separate left turn lane

It is relevant that development consent has been granted and substantial

commencement undertaken for development of a site with frontage to the Off Load

Ramp which has vehicle ingress and egress (Appendix C refers).

It is possible to provide a left turn ingress for the development on the ramp in unison

with a road widening to provide a separate left turn lane for the turn into the Pacific

Highway as indicated on Figure 6.

Bunnings are in the process of investigating the costs and potential implications of

implementing this arrangement. If the ramp access is not provided no vehicles

accessing Bunnings will travel up the ramp because it will be shorter and quicker to

access via West Street. However there are operational difficulties with the existing

ramp as there is a heavy arterial flow making the left turn movement into the highway

but no separate left turn lane and the lane is intermittently blocked by vehicles


Page 11

waiting to turn right into the highway. The consequences are that as soon as 3 or 4

vehicles stop in the kerbside approach lane (ie to turn right into the highway or to

travel east in Mona Vale Road) the left turn can be suddenly and unexpectedly

blocked. The provision of the left turn lane would therefore present a significant

benefit for this major arterial road intersection.


Page 12

5. TRAFFIC

The existing (now vacant) 3M development on the site consists of a total of 7,500m²

office floorspace and the RMS Development Guideline traffic generation rate for

office use is 2.0 vtph per 100m2 (although more recent unplublished RMS data

suggests generation rates of 1.6 vtph/100 m2 GLFA in the AM and 1.2 vtph/100 m2

GLFA in the PM).

A generation rate of some 2.0 vtph per 100m² would indicate a total peak period

traffic generation for the existing floorspace/use of some 150 vtph however there

would be very little generation on weekends (say 10 vtph).

If the 3M site were redeveloped for Business Park (office use) with the permitted

3.5:1 FSR provision under the recent rezoning then the site would provide some

65,300 m2 GFA or some 59,000 m2 GLFA. The peak traffic generation for this

outcome would be 1,180 vtph under the current RMS criteria or 944 vtph in the AM

and 708 vtph in the PM under the not published guide.

RMS have undertaken a recent survey and assessment analysis study in relation to

“hardware” landuse and selected a range of sites and locations to provide examples

to facilitate assessment of proposed developments. The floor areas of the sites

ranged from 1,800m2 to 14,111m2 and the locations were spread across the

Metropolitan Area. The results of the surveys in terms of traffic generation per 100m2

are provided in the following:

Generation Per 100m2

RMS SITE AM PM WEMD HW 3* 1,800m2 2.22 3.56 4.28

HW 5* 2,400m2 2.13 2.75 6.29

HW 1** 9,800m2 1.43 2.30 6.69

HW 4*** 11,915m2* 2.04 2.84 6.33

HW 2** 14,111m2 0.60 2.05 5.98 5.70****


Page 13

*Mitre 10 **Bunnings ***Bunnings Minchinbury is an overtrading outlet due to absence of competition

****on-street peak

results are inconsistent with ‘trend’

The results give a very clear confirmation to the obvious analogy that the traffic

generation per 100m2 decreases as the floor area increases. The envisaged floor

area of proposed Bunnings would be some 16% more than the largest site assessed

in the RMS study. It is also relevant that the Pymble site will trade in the sub-regional

area which is already served by Bunnings outlets at Belrose, Chatswood, Penant

Hills and Artarmon.

The adopted traffic generation rates (per 100m2) for the envisaged development

having regard for these factors are:

AM 0.60 vtph

PM 2.00 vtph

WEEKEND 5.0 vtph

Thus the envisaged Bunnings of 16,390m² would have a projected generation of:

AM 100 vtph

PM 330 vtph

WEEKEND 820 vtph

This traffic generation would be discounted by normal passing trade factors

(Appendix D) as follows:

P/Trade Distribution of

Additional 100 vtph 0% (-) 100 vtph 60 IN 40 OUT 330 vtph 20% (66) 264 vtph 110 IN 164 OUT 820 vtph 25% (200) 620 vtph 310 IN 310 OUT


Page 14

Importantly this passing trade would include customers currently travelling to access

existing Bunnings at Belrose and Chatswood etc.

The projected distribution of the generated traffic is as follows:

- North 35%

- South 25%

- East 15%

- West 25%

The future traffic circumstances have been ‘constructed’ with a process of:

- adjusting for passing trade access

- adding the “additional” generated movements

The generated movements have been assessed on the basis of no access on the Off

Load Ramp as this presents a “worst case” operational outcome for the West Street

intersection with all approach vehicles from Ryde Road south being required to turn

into West Street from the eastbound kerbside lane.

The projected future traffic volumes resultant to the envisaged Bunnings

development (Figure 7) have been modeled using the SIDRA program:

with the proposed provision of traffic signals at the Ryde Road/West Street

intersection

with the construction of the proposed left turn lane along the Ryde Road off

ramp

without the provision of the proposed left turn lane in the highway at Bridge

Street as this is reliant on redevelopment of the site on the corner

The results of this modeling indicating a satisfactory outcome are provided in

Appendix E and are summarised in the following:


Page 15


Ryde/West A - 8.8 B - 19.6 A - 11.5

Pacific/Ryde/Mona Vale

With LT Lane D 1.018 43.2 C 0.784 30.7 C 0.972 40.1

West App D 0.967 46.5 C 0.779 32.2 C 0.830 36.0

Queue 83.7 50.6 60.1

The projected future traffic volumes incorporating that of the envisaged Bunnings

development and the potential increased floorspace in the Pymble Business Park are

shown on Figure 8 (adopting projections from the 2011 study). The results of traffic

modeling incorporating these volumes (with and without the Off Load Ramp access)

are also provided in Appendix E and summarised in the following:


Ryde/West A - 9.8 B - 24.7 A - 11.5

Pacific/Ryde/Mona Vale

With LT Lane D 1.038 51.0 C 0.808 32.2 C 0.972 40.1

West App D 0.996 52.6 C 0.802 33.4 C 0.830 36.0

Queue 92.2 57.2 45.1

The results of the intersection modelling indicate that: the operation of the Ryde Road/West Street and Pacific Highway/Bridge Street

intersections will be satisfactory in all circumstances (ie with traffic signals at the West Street intersection)

the Level of Service and Average Vehicle Delay at the Pacific Highway/Ryde Road/Mona Vale Road intersection will be significantly improved with both the Bunnings development and the additional Business Park floorspace with the widening of the existing Off Load Ramp to provide a separate left turn lane


Page 16

In relation to the provision of the traffic signals at the Ryde Road and West Street intersection, it is noted that: by letter dated 14.5.2010 the then RTA advised Council (in relation to the traffic

assessment for the increased Business Park floorspace) that the provision of signals at this intersection should be investigated

by letter dated 18.8.2011 the then RTA advised Council to investigate an

alternative option to the provision of signals involving widening of the off ramp and forcing all egressing vehicles from West Street to travel up the ramp and through the Pacific Highway intersection

It is not realistic or possible to widen the off ramp back to the West Street intersection due to the number of properties and buildings affected and it is not possible to construct an island in the existing arrangement to force vehicles to use the ramp. Besides forcing the eastbound vehicles through the Pacific Highway intersection would have a significant detrimental affect on the operational performance of this major intersection and to some extent defeat the purpose of the grade separated interchange.


Page 17

The projected traffic demands at the West Street intersection with the extra Business Park floorspace and the envisaged Bunnings are as follows:

AM PM WEMD Ryde Road Eastbound 2264 2610 2024

West Street Left Turn 258 669 358

It is quite apparent that these volumes satisfy the RMS warrants for the provision of traffic signals particularly as there is some degree of hazard associated with the left turn movement due to: the speed of vehicles on Ryde Road the limited gaps in the Ryde Road traffic flow the need to weave across the off load vehicles to enter the underpass lanes


Page 18

6. PARKING

Ku-Ring-Gai Council’s Development Control Plan No. 43 specifies a parking provision

for Bulky Goods Retail use as follows:

1 space per 28m2 GFA (“Parking provision might be considered at a lower rate if

supported by a traffic impact study”). The recent study for RMS recorded the peak

parking demands for the 3 larger sites as 2.00, 2.22 and 2.59 cars per 100m2 (ie 1 per

38m2 to 1 per 50m2)

Application of the highest RMS recorded peak demand to the envisaged development

would indicate the following:

16,390m² @ 1 space per 38m² - 431 spaces

It is proposed to provide a total of 475 spaces (1 space per 34.5m2) and this will be

quite adequate to meet seasonal peak demands.


Page 19

7. INTERNAL CIRCULATION AND SERVICING

Internal Circulation

Cars will access through the 2 available ingress/egress points and circulate through the

central parking area. The design of the aisles and parking bays etc will accord with the

design criteria of AS 2890.1 as well as Council’s DCP and the circulation system will be

very flexible due to the two-way traffic provisions.

Servicing

There will be internal circulation systems for cars and trucks which will largely be

independent of each other. The design of the Bridge Street access connections will be

subject to “design development” for the DA and the RMS comments and concerns will

be fully considered in the resolution of the design arrangements.

The design provisions for service vehicles will accord with the AS 2890.2 criteria and

the requirements of all vehicles requiring to access the site.


Page 20

8. CONCLUSION

The proposed rezoning to permit a Bunnings development at Pymble will utilise a

relatively large site which has convenient access to the arterial road system. This

assessment has concluded that the envisaged development in terms of vehicle access,

traffic generation and parking is appropriate and that there will not be any adverse traffic

impacts on the road system serving the site.


Appendix A

PROPOSED ROAD AND INTERSECTION ARRANGEMENTS


Appendix B

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Appendix C

APPROVED DEVELOPMENT


Appendix D

DIVERTED TRIP RESEARCH


Appendix E

SIDRA RESULTS

MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St AM EX

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

Movement Performance - Vehicles95% Back of Queue

Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Pacific Hwy

1 L 240 2.0 0.560 9.5 LOS A 3.8 27.0 0.12 0.89 46.82 T 1634 2.0 0.560 2.0 LOS A 3.9 27.5 0.12 0.10 56.3

Approach 1874 2.0 0.560 2.9 LOS A 3.9 27.5 0.12 0.20 54.9

North: Pacific Hwy8 T 2913 2.0 0.560 0.4 LOS A 3.1 21.8 0.12 0.06 57.89 R 167 2.0 0.296 8.0 LOS A 0.8 6.0 0.11 0.66 48.1

Approach 3080 2.0 0.560 0.8 LOS A 3.1 21.8 0.12 0.10 57.2

West: Bridge10 L 118 2.0 0.102 38.1 LOS C 2.4 17.2 0.74 0.74 27.0

Approach 118 2.0 0.102 38.1 LOS C 2.4 17.2 0.74 0.74 27.0

All Vehicles 5072 2.0 0.560 2.4 LOS A 3.9 27.5 0.13 0.15 54.9

Level of Service (LOS) Method: Delay (RTA NSW). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model used.

Movement Performance - PedestriansAverage Back of Queue

Mov ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per pedP7 Across W approach 53 13.5 LOS B 0.1 0.1 0.48 0.48

All Pedestrians 53 13.5 LOS B 0.48 0.48

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: Friday, 10 May 2013 1:31:21 PMSIDRA INTERSECTION 5.1.13.2093

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

Project: F:\WORK10\10282 - BUNNINGS, PYMBLE\MODELLING\Bunnings Pymble pac ryde with yield slip.sip8000272, TRANSPORT &TRAFFIC PLANNING ASSOCIATES, SINGLE

MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St PM EX



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 101 2.0 0.554 8.7 LOS A 5.0 35.4 0.11 1.05 47.72 T 2375 2.0 0.554 1.2 LOS A 5.0 35.6 0.11 0.11 57.4

Approach 2476 2.0 0.554 1.6 LOS A 5.0 35.6 0.11 0.14 56.9


Approach 2113 2.0 0.381 0.8 LOS A 1.6 11.3 0.09 0.09 57.6

West: Bridge10 L 253 2.0 0.552 62.1 LOS E 7.2 51.1 0.99 0.80 20.8

Approach 253 2.0 0.552 62.1 LOS E 7.2 51.1 0.99 0.80 20.8





Flow Average


Prop. Queued


ped/h sec ped m per pedP7 Across W approach 53 4.8 LOS A 0.1 0.1 0.28 0.28

All Pedestrians 53 4.8 LOS A 0.28 0.28





MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St WE EX



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 28 2.0 0.408 8.5 LOS A 2.9 20.6 0.09 1.12 48.02 T 1835 2.0 0.408 1.0 LOS A 2.9 20.6 0.09 0.08 57.9

Approach 1863 2.0 0.408 1.1 LOS A 2.9 20.6 0.09 0.10 57.8


Approach 2260 2.0 0.429 0.4 LOS A 1.9 13.8 0.09 0.06 58.1

West: Bridge10 L 46 2.0 0.117 60.4 LOS E 1.3 8.9 0.93 0.71 21.2

Approach 46 2.0 0.117 60.4 LOS E 1.3 8.9 0.93 0.71 21.2





Flow Average


Prop. Queued


ped/h sec ped m per pedP7 Across W approach 53 4.3 LOS A 0.0 0.0 0.27 0.27






MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St AM FUT Bunnings



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 265 2.0 0.454 8.8 LOS A 3.1 22.0 0.10 0.86 47.42 T 1602 2.0 0.454 1.3 LOS A 3.2 22.5 0.10 0.09 57.3

Approach 1867 2.0 0.454 2.4 LOS A 3.2 22.5 0.10 0.20 55.7


Approach 3096 2.0 0.702 2.4 LOS A 8.4 59.5 0.16 0.18 55.4

West: Bridge10 L 133 2.0 0.198 52.3 LOS D 3.3 23.6 0.89 0.76 23.0

Approach 133 2.0 0.198 52.3 LOS D 3.3 23.6 0.89 0.76 23.0





Flow Average


Prop. Queued


ped/h sec ped m per pedP1 Across S approach 53 54.2 LOS E 0.2 0.2 0.95 0.95P7 Across W approach 53 7.0 LOS A 0.1 0.1 0.34 0.34

All Pedestrians 106 30.6 LOS D 0.65 0.65





MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St PM FUT Bunnings



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 167 2.0 0.610 9.1 LOS A 5.7 40.5 0.13 0.99 47.42 T 2351 2.0 0.610 1.6 LOS A 5.7 40.9 0.13 0.12 56.7

Approach 2518 2.0 0.610 2.1 LOS A 5.7 40.9 0.13 0.18 56.0


Approach 2149 2.0 0.473 2.2 LOS A 3.4 24.2 0.10 0.14 56.1


Approach 338 2.0 0.503 55.5 LOS D 9.0 64.4 0.95 0.81 22.2





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St WE FUT Bunnings



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 320 2.0 0.514 8.9 LOS A 3.9 27.7 0.11 0.85 47.32 T 1793 2.0 0.514 1.4 LOS A 4.0 28.3 0.11 0.10 57.1

Approach 2113 2.0 0.514 2.6 LOS A 4.0 28.3 0.11 0.21 55.4


Approach 2374 2.0 0.529 2.2 LOS A 4.2 29.9 0.11 0.14 56.0


Approach 202 2.0 0.301 53.4 LOS D 5.2 36.9 0.91 0.78 22.7





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St AM FUT Bunnings + Buss Park



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 359 2.0 0.478 8.9 LOS A 3.4 24.0 0.10 0.81 47.32 T 1602 2.0 0.478 1.4 LOS A 3.5 24.7 0.10 0.09 57.2

Approach 1961 2.0 0.478 2.7 LOS A 3.5 24.7 0.10 0.22 55.2


Approach 3189 2.0 0.702 2.6 LOS A 8.4 59.5 0.17 0.20 55.1


Approach 133 2.0 0.198 52.3 LOS D 3.3 23.6 0.89 0.76 23.0





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St PM FUT Bunnings + Buss Park



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 199 2.0 0.626 9.2 LOS A 6.0 42.5 0.13 0.97 47.32 T 2351 2.0 0.626 1.7 LOS A 6.0 43.0 0.13 0.12 56.6

Approach 2549 2.0 0.626 2.2 LOS A 6.0 43.0 0.13 0.19 55.8


Approach 2181 2.0 0.473 2.3 LOS A 3.4 24.2 0.10 0.15 55.9


Approach 432 2.0 0.615 55.9 LOS D 11.8 83.8 0.97 0.83 22.1





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Pacific Hwy and Bridge St WE FUT Bunnings + Buss Park



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 320 2.0 0.514 8.9 LOS A 3.9 27.7 0.11 0.85 47.32 T 1793 2.0 0.514 1.4 LOS A 4.0 28.3 0.11 0.10 57.1

Approach 2113 2.0 0.514 2.6 LOS A 4.0 28.3 0.11 0.21 55.4


Approach 2374 2.0 0.529 2.2 LOS A 4.2 29.9 0.11 0.14 56.0


Approach 202 2.0 0.301 53.4 LOS D 5.2 36.9 0.91 0.78 22.7





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy AM EX



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 151 2.0 0.105 8.2 LOS A 0.4 2.8 0.06 0.61 49.12 T 1455 2.0 0.504 16.3 LOS B 14.1 100.1 0.54 0.48 40.03 R 267 2.0 0.796 49.8 LOS D 10.4 74.0 0.99 0.95 25.4

Approach 1873 2.0 0.796 20.5 LOS B 14.1 100.1 0.57 0.56 37.5

East: Monavale Rd4 L 143 2.0 1.0003 25.6 LOS B 4.6 32.7 0.63 0.72 35.45 T 132 2.0 0.952 82.2 LOS F 9.6 68.3 1.00 1.08 17.56 R 109 2.0 0.797 73.4 LOS F 6.9 49.4 1.00 0.90 20.0

Approach 384 2.0 1.000 58.6 LOS E 9.6 68.3 0.86 0.89 22.6

North: Pacific Hwy7 L 97 2.0 0.053 7.6 X X X X 0.60 49.88 T 2299 2.0 0.995 35.3 LOS C 54.1 384.9 1.00 1.09 29.09 R 497 2.0 1.018 88.3 LOS F 18.9 134.8 1.00 1.03 17.6

Approach 2893 2.0 1.018 43.5 LOS D 54.1 384.9 0.97 1.06 26.4

West: Ryde Rd10 L 338 2.0 1.0003 14.9 LOS B 6.9 49.0 0.59 0.76 42.611 T 14 2.0 1.040 125.4 LOS F 16.1 114.3 1.00 1.26 12.912 R 511 2.0 1.040 133.3 LOS F 16.1 114.3 1.00 1.26 12.9

Approach 862 2.0 1.040 86.8 LOS F 16.1 114.3 0.84 1.06 17.8

All Vehicles 6012 2.0 1.040 43.5 LOS D 54.1 384.9 0.82 0.89 26.7

X: Not applicable for Continuous movement.


3 x = 1.00 due to short lane. Refer to the Lane Summary report for information about excess flow and related conditions.



Flow Average


Prop. Queued


ped/h sec ped m per pedP3 Across E approach 53 28.0 LOS C 0.1 0.1 0.68 0.68P7 Across W approach 53 22.2 LOS C 0.1 0.1 0.61 0.61

All Pedestrians 106 25.1 LOS C 0.65 0.65


Processed: Friday, 10 May 2013 10:53:10 AMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy PM EX



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 269 2.0 0.223 8.6 LOS A 0.9 6.5 0.07 0.62 48.72 T 1747 2.0 0.931 56.7 LOS E 39.0 277.4 1.00 1.07 22.63 R 338 2.0 0.597 32.7 LOS C 10.3 73.6 0.81 0.85 31.7

Approach 2355 2.0 0.931 47.7 LOS D 39.0 277.4 0.87 0.99 25.2

East: Monavale Rd4 L 123 2.0 0.588 15.2 LOS B 2.5 18.1 0.43 0.68 42.45 T 42 2.0 0.818 68.2 LOS E 5.8 41.1 1.00 0.90 19.86 R 135 2.0 0.818 76.0 LOS F 5.8 41.1 1.00 0.90 19.7

Approach 300 2.0 0.818 50.0 LOS D 5.8 41.1 0.76 0.81 25.3

North: Pacific Hwy7 L 131 2.0 0.071 7.6 X X X X 0.60 49.88 T 1255 2.0 0.966 46.8 LOS D 27.1 193.0 1.00 1.00 25.29 R 720 2.0 0.737 35.9 LOS C 16.4 116.8 0.82 0.82 30.3

Approach 2105 2.0 0.966 40.6 LOS C 27.1 193.0 0.88 0.92 27.6

West: Ryde Rd10 L 269 2.0 1.0003 19.1 LOS B 6.9 49.0 0.57 0.73 39.511 T 232 2.0 0.842 61.3 LOS E 14.7 104.4 1.00 0.95 20.912 R 281 2.0 0.512 59.6 LOS E 7.8 55.2 0.97 0.80 22.8

Approach 782 2.0 1.000 46.2 LOS D 14.7 104.4 0.84 0.82 25.9







Flow Average


Prop. Queued


ped/h sec ped m per pedP3 Across E approach 53 44.2 LOS E 0.2 0.2 0.86 0.86P7 Across W approach 53 36.8 LOS D 0.1 0.1 0.78 0.78

All Pedestrians 106 40.5 LOS E 0.82 0.82





MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy WE EX



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 244 2.0 0.219 8.3 LOS A 0.8 5.6 0.07 0.62 49.02 T 1280 2.0 0.649 34.1 LOS C 19.3 137.1 0.83 0.72 29.73 R 328 2.0 0.542 29.1 LOS C 8.5 60.6 0.73 0.83 33.5

Approach 1853 2.0 0.649 29.8 LOS C 19.3 137.1 0.71 0.73 32.0

East: Monavale Rd4 L 189 2.0 0.910 20.6 LOS B 4.6 32.6 0.50 0.72 38.55 T 35 2.0 0.474 59.2 LOS E 4.3 30.8 1.00 0.76 21.66 R 112 2.0 0.474 67.0 LOS E 4.3 30.8 1.00 0.77 21.4

Approach 336 2.0 0.910 40.0 LOS C 4.6 32.6 0.72 0.74 28.6

North: Pacific Hwy7 L 99 2.0 0.054 7.6 X X X X 0.60 49.88 T 1483 2.0 1.063 100.8 LOS F 44.3 315.7 1.00 1.32 15.59 R 653 2.0 0.578 28.8 LOS C 11.4 81.1 0.64 0.78 33.6

Approach 2235 2.0 1.063 75.7 LOS F 44.3 315.7 0.85 1.13 19.1

West: Ryde Rd10 L 353 2.0 1.0003 15.7 LOS B 6.9 49.0 0.60 0.76 42.011 T 94 2.0 1.0003 100.7 LOS F 10.0 70.9 1.00 1.14 15.212 R 274 2.0 1.0003 108.7 LOS F 10.0 70.9 1.00 1.14 15.1

Approach 720 2.0 1.000 62.1 LOS E 10.0 70.9 0.80 0.95 22.1







Flow Average


Prop. Queued


ped/h sec ped m per pedP3 Across E approach 53 42.5 LOS E 0.2 0.2 0.84 0.84P7 Across W approach 53 35.3 LOS D 0.1 0.1 0.77 0.77






MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy AM FUT Bunnings - EX config -

Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1888 2.0 0.796 21.1 LOS B 14.8 105.2 0.58 0.57 37.0


Approach 394 2.0 1.000 63.6 LOS E 10.3 73.5 0.87 0.93 21.5

North: Pacific Hwy7 L 97 2.0 0.053 7.6 X X X X 0.60 49.88 T 2299 2.0 1.016 48.3 LOS D 58.8 418.6 1.00 1.16 24.89 R 497 2.0 1.018 88.3 LOS F 18.9 134.8 1.00 1.03 17.6

Approach 2893 2.0 1.018 53.8 LOS D 58.8 418.6 0.97 1.12 23.5

West: Ryde Rd10 L 341 2.0 0.470 9.0 LOS A 1.4 10.3 0.12 0.64 48.311 T 11 2.0 0.967 63.1 LOS E 11.8 83.7 1.00 0.94 20.512 R 521 2.0 0.967 71.0 LOS F 11.8 83.7 1.00 0.94 20.4

Approach 873 2.0 0.967 46.7 LOS D 11.8 83.7 0.66 0.82 26.4







Flow Average


Prop. Queued





Processed: Monday, 13 May 2013 9:54:55 AMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy PM FUT Bunnings - EX config -

Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2381 2.0 0.784 29.3 LOS C 28.3 201.1 0.77 0.78 32.2

East: Monavale Rd4 L 123 2.0 0.525 13.0 LOS A 2.2 15.4 0.37 0.68 44.35 T 42 2.0 0.781 65.9 LOS E 6.2 43.9 1.00 0.88 20.26 R 151 2.0 0.781 73.7 LOS F 6.2 43.9 1.00 0.88 20.1

Approach 316 2.0 0.781 49.0 LOS D 6.2 43.9 0.75 0.80 25.6

North: Pacific Hwy7 L 131 2.0 0.071 7.6 X X X X 0.60 49.88 T 1255 2.0 0.767 26.1 LOS B 19.0 135.2 0.82 0.72 33.49 R 720 2.0 0.761 37.4 LOS C 17.1 121.6 0.85 0.83 29.7

Approach 2105 2.0 0.767 28.8 LOS C 19.0 135.2 0.78 0.75 32.7

West: Ryde Rd10 L 493 2.0 0.563 10.4 LOS A 2.5 17.5 0.20 0.66 46.811 T 8 2.0 0.779 56.3 LOS D 7.1 50.6 1.00 0.82 21.912 R 348 2.0 0.779 64.2 LOS E 7.1 50.6 1.00 0.82 21.8

Approach 849 2.0 0.779 32.9 LOS C 7.1 50.6 0.54 0.73 31.6

All Vehicles 5652 2.0 0.784 30.8 LOS C 28.3 201.1 0.74 0.76 31.8





Flow Average


Prop. Queued


ped/h sec ped m per pedP3 Across E approach 53 38.4 LOS D 0.1 0.1 0.80 0.80P7 Across W approach 53 30.8 LOS D 0.1 0.1 0.72 0.72






MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy WE FUT Bunnings - EX config -

Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 244 2.0 0.200 8.4 LOS A 0.8 5.6 0.07 0.62 48.92 T 2025 2.0 0.935 52.5 LOS D 45.1 320.9 1.00 1.07 23.63 R 328 2.0 0.580 34.1 LOS C 9.8 69.6 0.81 0.86 31.1

Approach 2598 2.0 0.935 46.0 LOS D 45.1 320.9 0.89 1.00 25.7


Approach 384 2.0 0.972 46.3 LOS D 6.2 44.4 0.77 0.80 26.5

North: Pacific Hwy7 L 99 2.0 0.054 7.6 X X X X 0.60 49.88 T 1483 2.0 0.934 34.9 LOS C 29.2 207.8 0.99 0.95 29.29 R 653 2.0 0.668 35.0 LOS C 13.9 99.3 0.77 0.81 30.7

Approach 2235 2.0 0.934 33.7 LOS C 29.2 207.8 0.88 0.90 30.2


Approach 844 2.0 0.830 41.2 LOS C 8.9 63.4 0.58 0.79 28.3






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy AM FUT Bunnings + Buss Park - EX

config - Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1936 2.0 0.796 21.7 LOS B 16.0 114.0 0.60 0.59 36.6


Approach 441 2.0 1.000 72.7 LOS F 11.6 82.2 0.88 1.00 19.8

North: Pacific Hwy7 L 97 2.0 0.053 7.6 X X X X 0.60 49.88 T 2299 2.0 1.038 64.6 LOS E 63.5 452.1 1.00 1.25 20.99 R 497 2.0 1.018 88.3 LOS F 18.9 134.8 1.00 1.03 17.6

Approach 2893 2.0 1.038 66.8 LOS E 63.5 452.1 0.97 1.19 20.6

West: Ryde Rd10 L 341 2.0 0.473 9.2 LOS A 1.5 10.6 0.12 0.64 48.111 T 11 2.0 0.996 98.7 LOS F 14.8 105.7 1.00 1.18 15.312 R 537 2.0 0.996 106.6 LOS F 14.8 105.7 1.00 1.17 15.4

Approach 888 2.0 0.996 69.1 LOS E 14.8 105.7 0.66 0.97 20.8







Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy PM FUT Bunnings + Buss Park - EX

config - Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2397 2.0 0.808 31.1 LOS C 29.9 213.0 0.79 0.81 31.3


Approach 332 2.0 0.751 49.2 LOS D 6.6 46.7 0.77 0.80 25.5


Approach 2105 2.0 0.790 30.4 LOS C 19.8 141.2 0.81 0.77 31.9


Approach 897 2.0 0.802 34.1 LOS C 8.0 57.2 0.56 0.74 31.1






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy WE FUT Bunnings + Buss Park - EX

config - Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2598 2.0 0.935 46.0 LOS D 45.1 320.9 0.89 1.00 25.7


Approach 384 2.0 0.972 46.3 LOS D 6.2 44.4 0.77 0.80 26.5


Approach 2235 2.0 0.934 33.7 LOS C 29.2 207.8 0.88 0.90 30.2


Approach 844 2.0 0.830 36.6 LOS C 8.4 60.1 0.58 0.74 30.0






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy AM FUT Bunnings - Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1888 2.0 0.796 21.1 LOS B 14.8 105.2 0.58 0.57 37.0


Approach 394 2.0 1.000 63.6 LOS E 10.3 73.5 0.87 0.93 21.5

North: Pacific Hwy7 L 97 2.0 0.053 7.6 X X X X 0.60 49.88 T 2299 2.0 1.016 48.3 LOS D 58.8 418.6 1.00 1.16 24.89 R 497 2.0 1.018 88.3 LOS F 18.9 134.8 1.00 1.03 17.6

Approach 2893 2.0 1.018 53.8 LOS D 58.8 418.6 0.97 1.12 23.5


Approach 873 2.0 0.967 46.5 LOS D 11.8 83.7 0.64 0.82 26.5







Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy PM FUT Bunnings - Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2381 2.0 0.784 29.3 LOS C 28.3 201.1 0.77 0.78 32.2


Approach 316 2.0 0.781 49.0 LOS D 6.2 43.9 0.75 0.80 25.6


Approach 2105 2.0 0.767 28.8 LOS C 19.0 135.2 0.78 0.75 32.7


Approach 849 2.0 0.779 32.2 LOS C 7.1 50.6 0.48 0.71 32.0






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy WE FUT Bunnings - Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2598 2.0 0.935 46.0 LOS D 45.1 320.9 0.89 1.00 25.7


Approach 384 2.0 0.972 46.3 LOS D 6.2 44.4 0.77 0.80 26.5


Approach 2235 2.0 0.934 33.7 LOS C 29.2 207.8 0.88 0.90 30.2


Approach 844 2.0 0.830 36.0 LOS C 8.4 60.1 0.54 0.73 30.3






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy AM FUT Bunnings + Buss Park -

Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 1936 2.0 0.796 21.7 LOS B 16.0 114.0 0.60 0.59 36.6


Approach 441 2.0 1.000 72.7 LOS F 11.6 82.2 0.88 1.00 19.8

North: Pacific Hwy7 L 97 2.0 0.053 7.6 X X X X 0.60 49.88 T 2299 2.0 1.038 64.6 LOS E 63.5 452.1 1.00 1.25 20.99 R 497 2.0 1.018 88.3 LOS F 18.9 134.8 1.00 1.03 17.6

Approach 2893 2.0 1.038 66.8 LOS E 63.5 452.1 0.97 1.19 20.6

West: Ryde Rd10 L 341 2.0 0.452 8.8 LOS A 1.5 10.6 0.09 0.63 48.511 T 11 2.0 0.996 72.1 LOS F 12.9 92.2 1.00 0.99 18.912 R 537 2.0 0.996 80.0 LOS F 12.9 92.2 1.00 0.99 18.9

Approach 888 2.0 0.996 52.6 LOS D 12.9 92.2 0.65 0.85 24.7







Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy PM FUT Bunnings + Buss Park -

Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2397 2.0 0.808 31.1 LOS C 29.9 213.0 0.79 0.81 31.3


Approach 332 2.0 0.751 49.2 LOS D 6.6 46.7 0.77 0.80 25.5


Approach 2105 2.0 0.790 30.4 LOS C 19.8 141.2 0.81 0.77 31.9


Approach 897 2.0 0.802 33.4 LOS C 8.0 57.2 0.51 0.72 31.5






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and Pacific Hwy WE FUT Bunnings + Buss Park -

Platoon



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 2598 2.0 0.935 46.0 LOS D 45.1 320.9 0.89 1.00 25.7


Approach 384 2.0 0.972 46.3 LOS D 6.2 44.4 0.77 0.80 26.5


Approach 2235 2.0 0.934 33.7 LOS C 29.2 207.8 0.88 0.90 30.2


Approach 844 2.0 0.830 36.0 LOS C 8.4 60.1 0.54 0.73 30.3






Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and West St AMFUT Bunnings - Signals - double

cycle



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hNorth: West St

7 L 225 2.0 0.615 39.1 LOS C 3.5 24.9 1.00 0.82 28.9Approach 225 2.0 0.615 39.1 LOS C 3.5 24.9 1.00 0.82 28.9

West: Ryde Rd10 L 319 2.0 0.667 13.1 LOS A 13.5 96.0 0.59 0.92 45.611 T 2383 2.0 0.667 5.3 LOS A 14.8 105.7 0.60 0.56 49.3

Approach 2702 2.0 0.667 6.2 LOS A 14.8 105.7 0.60 0.60 48.9





Flow Average


Prop. Queued


ped/h sec ped m per pedP5 Across N approach 53 5.2 LOS A 0.0 0.0 0.42 0.42






MOVEMENT SUMMARY Site: Ryde Rd and West St PMFUT Bunnings - Signals - double

cycle



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




West: Ryde Rd10 L 154 2.0 0.837 24.1 LOS B 26.9 191.5 0.86 1.03 38.111 T 2747 2.0 0.837 15.8 LOS B 27.2 193.6 0.87 0.90 39.4

Approach 2901 2.0 0.837 16.2 LOS B 27.2 193.6 0.87 0.90 39.3

All Vehicles 3464 2.0 0.837 19.6 LOS B 27.2 193.6 0.89 0.91 37.4




Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and West St WEFUT Bunnings - Signals - double

cycle



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




West: Ryde Rd10 L 135 2.0 0.619 15.2 LOS B 12.9 91.6 0.64 0.94 44.311 T 2131 2.0 0.619 7.1 LOS A 13.4 95.3 0.65 0.59 47.5

Approach 2265 2.0 0.619 7.6 LOS A 13.4 95.3 0.65 0.61 47.3





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and West St AMFUT Bunnings - Signals + Buss

Park - Double cycle



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




West: Ryde Rd10 L 366 2.0 0.695 13.5 LOS A 14.6 103.9 0.63 0.91 45.211 T 2383 2.0 0.695 6.0 LOS A 16.2 115.1 0.65 0.60 48.5

Approach 2749 2.0 0.695 7.0 LOS A 16.2 115.1 0.64 0.64 48.0





Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and West St PMFUT Bunnings - Signals + Buss

Park - Double cycle



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



7 L 704 2.0 0.888 43.8 LOS D 12.8 91.0 1.00 1.05 27.2Approach 704 2.0 0.888 43.8 LOS D 12.8 91.0 1.00 1.05 27.2

West: Ryde Rd10 L 169 2.0 0.865 27.9 LOS B 30.1 214.6 0.91 1.07 35.811 T 2747 2.0 0.865 19.6 LOS B 30.4 216.4 0.91 0.98 36.7

Approach 2917 2.0 0.865 20.1 LOS B 30.4 216.4 0.91 0.99 36.7

All Vehicles 3621 2.0 0.888 24.7 LOS B 30.4 216.4 0.93 1.00 34.4




Flow Average


Prop. Queued








MOVEMENT SUMMARY Site: Ryde Rd and West St WEFUT Bunnings - Signals + Buss

Park - Double cycle



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




West: Ryde Rd10 L 135 2.0 0.619 15.2 LOS B 12.9 91.6 0.64 0.94 44.311 T 2131 2.0 0.619 7.1 LOS A 13.4 95.3 0.65 0.59 47.5

Approach 2265 2.0 0.619 7.6 LOS A 13.4 95.3 0.65 0.61 47.3





Flow Average


Prop. Queued








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