Traffic Impact Assessment Report

Generated:

Crompton Traffic Analysis System

Project / Site -

Primary Counter ID -

Base Year -> Opening Year -

Report Mode Engineering Summary

Traffic Impact Assessment

database-integrated directional traffic, queue metrics, and capacity checks

Quick start guide

Search and apply a site/address first, then confirm the auto-filled parameters.
Review user-input fields marked with red labels before calculating.
Use Calculate All Metrics to refresh all tables/charts together from one source of truth.
Optional modules are exploratory; validate outputs with engineering judgement before reporting.

State Database

Current database: Queensland (QLD)

Tip: Include suburb/city to improve geocoding reliability and speed.

Direction of travel (D1 / D2) *

D1 = Direction 1 (Gazettal / primary stream). D2 = Direction 2 (Against Gazettal / opposing stream). Select the compass direction each stream travels — Eastbound, Westbound, Northbound or Southbound. Required for two-way and one-way roads. On two-way roads D2 is set to the opposite of D1 automatically. Set this once here after address search; AM Peak and one-way labels below stay locked to these values.

D1 travel direction *

Which way does Direction 1 traffic travel?

D2 travel direction *

Opposing stream (auto-opposite of D1; editable)

D1 = Eastbound · D2 = Westbound

Site Location

Select a site from search or click a marker to auto-fill inputs. Numbered map badges match the reference cards below.

Map Status: Waiting for site data...

Using 3+ Reference Points (within 5km)

Each road now shows a suggested AADT and one road-level % slider set (no duplicate sliders). Reference cards stay interactive for Use/Remove and show informative weighting context. Final traffic volume is a weighted average, not a sum.

Choose Calculation Method

Use Weighted Average (Auto) Manual Traffic Generation

Manual Traffic Generation

Land Use Scenario:

Trip-rate source (published guide):

Select a land-use scenario to show the published rate citation.

Quantity:

Daily Trip Rate (Per Unit):

AM Peak %:

PM Peak %:

Pass-by / linked-trip reduction (%):

Share of gross trips already on the frontage road (retail, fast food, service stations). Apply per RTA/RMS Guide practice; 0 = none.

I have confirmed this rate against a published table or a site survey (required for scenarios marked indicative).

Standards: Default daily / peak rates come from the RTA/RMS Guide to Traffic Generating Developments (v2.2, Oct 2002) §3, with office / high-density peaks updated per RMS TDT 2013/04a where noted. State GTIA / Austroads documents set the assessment framework (LOS, DOS) — they do not replace these land-use trip-rate tables. Peak % = peak-hour trips ÷ daily trips. Always verify rates with the approving authority before lodgement.

Calculated AADT (Weighted Average of References)

Detected Area Type: - • Type%: 100%

Weighted Avg AADT: - vehicles/day

AADT to use: - vehicles/day

Calculated D1 AADT: -

Calculated D2 AADT: -

Input Guide

🔴 Red input boxes require user entry/review and are editable.

🟢 Green input boxes are auto-filled or read-only. If marked editable, they can still be adjusted.

1. Select Site from Map or Manual Entry (Site ID)

Use either the database search or map marker selection. Once a site is selected, values below are synchronized automatically.

Search & Select from Database

Data Source

No custom upload loaded.

Or manually enter AADT & parameters below

Analysis Parameters 🔴 User Input | 🟢 Auto-filled

All manual entry fields are shown in red. All auto-filled fields are shown in green, and each editable auto-filled field is explicitly marked.

✓ Auto-filled from Database

🟢 Green fields are auto-filled. If a label says "editable", you can adjust that value; otherwise treat it as read-only source data.

Site ID

Base Year

HV % (from DB)

D1 AADT (from DB)

D2 AADT (from DB)

AADT (Auto-calc)

AM Peak Flow (Inbound Direction)

Locked — uses Direction 1 / Direction 2 from travel directions set after address search. One-way roads lock to the active stream.

Growth Rate (% p.a.) (Auto-filled, editable)

(from DB if available, else defaults to 2.5%; editable)

Target Year (Auto-filled, editable)

Target Year Projection (Grouped)

Predicted AADT @ Opening Year

Predicted D1 AADT @ Opening Year

Predicted D2 AADT @ Opening Year

Road Scenario Volume Predictor

Predict road traffic using turning lanes, through lanes, movement split and real operating conditions.

✎ You Must Fill These

🔴 Red fields require user input/review before running calculations. These values are intended to be editable.

Assessment basis — one value each, reported in the assumptions panel and the report

These six settings decide what "acceptable" means and how missing data is filled in. If you are unsure, leave the defaults — they are the values a Queensland practitioner would normally adopt for an urban road, and every result prints which value was used so a reviewer can check it. Change a value only when you know the site is different (for example a rural highway, a signalised frontage, or a one-day count).

How do I set these? — plain-English guide, typical values and what goes wrong

Setting	What it means	How to choose it	If you get it wrong
Acceptability criterion	The V/C (degree of saturation) above which the app says a result is "caution" rather than "acceptable". Every LOS colour, detour verdict, work-window limit and report sentence uses it.	Pick the thing that governs the site. Mid-block link for a road section away from intersections (works, closures, detours). Signals / Roundabout / Priority when the frontage or detour is controlled by that intersection type — these are the Austroads AGTM Part 12 §5.4.10 limits (0.90 / 0.85 / 0.80).	Too loose (e.g. signals 0.90 on a give-way approach) passes a scheme a reviewer will reject; too strict fails a workable one. The 0.85 mid-block value is a practitioner target, not a published limit — the report says so.
Design-hour K	Peak-hour volume as a share of AADT. Used only when the site has no hourly counts and a peak hour must be estimated from a daily figure.	Urban arterial / collector: 0.08–0.10 (default 0.10). Rural highway or recreational route with a sharp peak: 0.11–0.13. If the site has an hourly profile this value is ignored — the measured peak is used.	Each 0.01 changes every synthesised peak-hour volume by 10%. Too low understates queues and V/C; too high fails a scheme that would work.
Directional split D	Share of the peak hour travelling in the busier direction (0.50 = equal both ways).	Commuter roads: 0.55–0.60 (default 0.55). Balanced two-way roads, shopping streets, weekend peaks: 0.50. Like K, it applies only when a peak hour is synthesised.	0.50 on a tidal commuter road understates the peak direction by ~10–20%; 0.60 on a balanced road overstates it.
Work-zone capacity factor f_wz	How much of its normal capacity a lane keeps when it stays open past a closure or taper (narrower lane, side friction, lower speed).	Short-term works with a good taper and 3.5 m lanes: 0.85–0.90. Long tapers, narrow lanes, barriers close to traffic, or traffic controllers present: 0.75–0.85. Set to 1.00 only if no lane is closed.	1.00 assumes the open lane runs like a normal road and hides queues; 0.70 on a well-set-out site fails a workable closure. Every lane-closure V/C, queue row and work window uses this factor.
Count duration (days)	How many days of traffic count sit behind the AADT you are using. It does not change the AADT — it sets the accuracy band printed with it (Austroads AGTM Part 3 Fig. A.8).	Enter the real duration of the count: permanent counters 365, typical tube counts 7, a single-day or peak-period survey 1. If you do not know, leave 7 and say so in the report.	A one-day count carries roughly 14–15% error at 75% confidence on a busy road and far more on a quiet one; presenting it as an exact AADT is the most common review comment on a TIA.
Works duration class and night works	Classification from AS 1742.3:2019 §1.3 that sets what the traffic management plan must cover: sign removal when unattended, lighting, high-visibility garment class, inspection cadence.	Short-term: signs up only while staff are on site, usually one shift. Long-term: set-up stays overnight or unattended. Frequently changing: mobile or moving work area (line marking, patching). Tick night works if any work is between dusk and dawn.	Leaving it unset does not change any number, but the report will say the class was not stated — a reviewer will ask for it.

Sources: Austroads Guide to Traffic Management Part 12 §5.4.10 (DOS limits), Part 3 App.A.4.4 (design hour) and App.A Fig. A.8 (count accuracy); AGTTM Part 3 and HCM short-term work-zone capacity; AS 1742.3:2019 §1.3 and §4.21. Values marked "practitioner adoption" have no single published figure and are disclosed as adopted.

Acceptability criterion *

What governs the site? Mid-block for road sections, works and detours; an intersection type when a signal, roundabout or give-way controls the flow.

Intersection limits: Austroads AGTM Part 12 §5.4.10. Mid-block 0.85: practitioner target, disclosed in the report.

Design-hour K (peak hour ÷ AADT)

Only used when no hourly counts exist. Urban 0.08–0.10; rural / recreational 0.11–0.13. Example: 10,000 vpd × 0.10 = 1,000 vph peak hour.

Austroads AGTM Part 3 App.A.4.4. Ignored when the site has a measured 24-hour profile.

Directional split D (busier direction share)

0.50 = equal both ways; 0.55–0.60 = commuter tidal flow. Example: 1,000 vph × 0.55 = 550 vph in the peak direction.

Applies with K when a peak hour is synthesised; measured directional counts override it.

Work-zone capacity factor f_wz

Share of normal lane capacity kept by a lane that stays open past a closure. Good taper, 3.5 m lanes: 0.85–0.90. Narrow lanes, barriers, controllers: 0.75–0.85. Example: 1,000 × 0.85 = 850 vph/lane.

AGTTM Part 3 / HCM short-term works. Applied to every lane-closure V/C, queue row and work window.

Count duration (days)

How long the traffic count behind the AADT ran: 365 permanent counter, 7 typical tube count, 1 single-day survey. Does not change the AADT — it prints the accuracy band beside it.

Austroads AGTM Part 3 App.A Fig. A.8 (error at 75% confidence). A 1-day count on a busy road is about ±14–15%.

Works duration class (AS 1742.3 §1.3)

Short-term: signs up only while staff are on site. Long-term: set-up left overnight or unattended. Frequently changing: mobile or moving work area.

Night works (any work between dusk and dawn — Class D/N garments, lighting, noise; AS 1742.3 §4.21)

Road Operation *

D1 Lanes *

(auto-filled if in DB; editable when needed)

D2 Lanes *

(auto-filled if in DB; editable when needed)

Road Classification (Cap.) *

Physical per-lane capacity for V/C ratio denominator

Road capacity categorisation — adopted values and what Austroads AGTM Part 3 actually gives

The per-lane values below are the working values this app adopts. The right-hand column states what Austroads Guide to Traffic Management Part 3 (AGTM03-20, Ed 4.0) prints for that road type, checked against the guide on 7 Sep 2026, so a reviewer can see which figures are Austroads and which are practitioner adoptions. Where the adopted value differs from the guide, say so in the report or pick the Austroads option from the list. The row matching the Road Classification you selected above is highlighted.

Road classification (option)	Adopted value	Basis	What AGTM03-20 gives (clause)
Freeway / Motorway	1,800 vph/lane	Adopted planning value (conservative)	§5.4.1 Table 5.6 (HCM basic freeway segment): capacity 2,250–2,400 pc/h/ln at FFS 90–120 km/h; LOS D service flow 1,955–2,200.
Multi-lane Arterial (uninterrupted)	1,600 vph/lane	Adopted planning value (conservative)	§5.3 (HCM Ch.12 multi-lane roads) Table 5.5: capacity about 1,900–2,200 pc/h/ln by free-flow speed.
Urban Arterial, coordinated / clearway	1,300 vph/lane	Austroads §6.2.1 upper range (mid-point)	§6.2.1: peak mid-block volumes may reach 1,200–1,400 pc/h/ln where the favourable conditions listed above exist.
Urban Arterial, interrupted flow — default	1,000 vph/lane	Austroads Table 6.1 value	§6.2.1 Table 6.1: divided-road median / inner lane 1,000; undivided 900; kerb lane 900 (clearway or beside a parking lane), 600 with occasional parked vehicles.
Sub-arterial / Collector	1,200 vph/lane	Adopted at the low end of the §6.2.1 favourable range	§6.2.1: 1,200–1,400 with favourable conditions; Table 6.1 typical 900–1,000.
Local Street (≤50 km/h)	900 vph/lane	Austroads Table 6.1 value	§6.2.1 Table 6.1: 900 pc/h for an undivided inner lane or a clearway kerb lane.
Rural Highway (two-lane two-way)	1,000 vph/lane	Adopted planning value (conservative)	§5.2 applies the HCM two-lane highway method (capacity 1,700 pc/h per direction, 3,200 two-way, base conditions); no 1,000 figure is printed there.

Council citation & source links

Austroads AGTM03-20 — §6.2.1 Table 6.1 typical interrupted-flow mid-block capacities 600–1,000 pc/h per lane, 1,200–1,400 with favourable conditions; §5.3 Table 5.5 multi-lane 1,900–2,200 pc/h/ln; §5.4.1 Table 5.6 freeway 2,250–2,400 pc/h/ln; §5.2 two-lane two-way HCM method.
Queensland Guide to Traffic Management (QGTM) — adopts AGTM03 nationally with Queensland operational benchmarks.
TMR Guide to Traffic Impact Assessment (GTIA) — LOS and Degree of Saturation (DOS/VCR) thresholds for state-controlled roads.

Per-lane design capacities in this assessment are: freeway 1,800; multi-lane arterial 1,600; urban arterial with coordinated signals / clearway 1,300; urban arterial with interrupted flow 1,000 (default); sub-arterial / collector 1,200; local street 900; rural highway 1,000 veh/h/lane. They were checked against the Austroads Guide to Traffic Management Part 3: Transport Study and Analysis Methods, Edition 4.0 (AGTM03-20): Table 6.1 (§6.2.1) gives typical interrupted-flow mid-block capacities of 600–1,000 pc/h per lane, rising to 1,200–1,400 pc/h/ln under the favourable conditions listed in §6.2.1; §5.3 (Table 5.5) and §5.4.1 (Table 5.6) give uninterrupted multi-lane and freeway capacities of about 1,900–2,400 pc/h/ln; §5.2 applies the HCM two-lane highway method. The interrupted-flow arterial, coordinated arterial and local-street options are Austroads figures; the freeway, multi-lane, sub-arterial and rural-highway values are conservative planning adoptions below the guide's uninterrupted capacities. No class exceeds the range the guide gives. Capacity adjustment factors are HCM-style multiplicative adjustments applied by the assessor. Document reference: AGTM03-20, available via https://austroads.gov.au/publications/traffic-management/agtm03.

Factors affecting road capacity (AGTM03-20)

Design capacity = class base × terrain × lane width × lateral clearance × side friction × HV/RT. Table 6.1 notes hierarchy, flaring and side friction as the main interrupted-flow adjustments. Minimum 500 vph/lane.

Terrain *

Lane width (m) *

≥3.5 m = 1.00; 3.3 = 0.97; 3.1 = 0.93; below = 0.88

Lateral clearance (m) *

≥1.5 m = 1.00; 1.0 = 0.97; 0.5 = 0.94; below = 0.90

Side friction (Table 6.1) *

Design capacity: —

These factors adjust design capacity for queue length, VCR / LOS, and detour overlay (same AGTM03-20 chain). Use Copy from assessment form in Detour Delay Inputs to sync.

I have checked road classification and capacity factors (terrain, lane width, clearance, side friction) and updated them for this site.

Traffic Mix Controls (HV / RT)

Road Trains (RTR)? *

Yes enables road-train % and longer queue spacing (×1.5).

HV (%) *

(auto-filled if in DB; editable when needed)

RTP (%) *

Directional Overrides (used only when DHVPA/DRTPA = Yes)

D1 HV% *

D2 HV% *

D1 RT% *

D2 RT% *

This updates directional summary, queue, VCR/LOS, optional diagnostics, and charts in one pass.

Grouped Directional Summary

Compares AM/OP/PM/EV directional splits and totals used by downstream queue and VCR calculations.

🔴 Direction 2, Westbound

Year	AM			OP			PM			EV			Total
Year	LV	HV	RT	LV	HV	RT	LV	HV	RT	LV	HV	RT	Total

🟢 Direction 1, Eastbound

Year	AM			OP			PM			EV			Total
Year	LV	HV	RT	LV	HV	RT	LV	HV	RT	LV	HV	RT	Total

Development Impact Screening AGTM Part 12 · TMR GTIA

Adds the development's trips to the background traffic on the frontage link and compares with / without: 5% rule by impact type (TMR GTIA Table 6.4), LOS change and the adopted DOS / V/C criterion. Mid-block screen only — intersection delay needs SIDRA (TMR GTIA Pt.C §11), pavement needs SARs (§13).

Development daily trips (vpd)

Auto from Trip Generation (net of pass-by) when blank.

AM peak-hour trips (vph)

PM peak-hour trips (vph)

AM inbound share (%)

Residential ≈ 25 in / 75 out; office ≈ 80 in. PM mirrors AM.

Inbound trips arrive in…

Frontage control type (DOS limit)

Enter development trips (or run the Trip Generation calculator) to screen the development against the background traffic.

Queue Length EstimationAustroads AGTTM

Toggle between table and chart views. Stop/Go hold queues use the AGTTM Part 3 Table 4.3 method: the 5-minute arrival count times the stopping-time multiplier (2 min ×2.4 cars / ×8 oversize; 5 min ×6 / ×20; 10 min ×12 / ×40; 15 min ×18 / ×60, i.e. 6 m per car and 20 m per heavy vehicle of zero-discharge queue). Above 60 km/h this app uses 7 m per car as a conservative adoption; road trains are given 63 m. Lane closure shows after-merge and including-merge concentration on the remaining lane(s). AGTTM merge-taper checks are advisory for advance-warning placement — they do not inflate queue length.

Add custom duration SLC factor Adopted scenario Max hold (min)

🔴 Direction 2, Westbound

Queue Duration	AM	OP	PM	EV	Max Queue

🟢 Direction 1, Eastbound

Queue Duration	AM	OP	PM	EV	Max Queue

🟠 SWT Queue Summary

Direction	AM	OP	PM	EV	Max SWT Queue

VCR / LOS AnalysisDoS / VCR LOS

LOS from Degree of Saturation (VCR): A ≤ 0.60 free flow; B 0.61–0.70 stable minor delay; C 0.71–0.80 acceptable; D 0.81–0.90 approaching capacity; E 0.91–1.00 at capacity; F > 1.00 oversaturated.

Work VCR assumes: Single Lane Closure (default)

🔴 Direction 2, Westbound

Metric	AM	OP	PM	EV

Capacity with factors (AGTM03-20)

— Calculate All Metrics to show the factor breakdown for this direction.

🟢 Direction 1, Eastbound

Metric	AM	OP	PM	EV

Capacity with factors (AGTM03-20)

— Calculate All Metrics to show the factor breakdown for this direction.

Design capacity with AGTM03-20 factors (both directions)

Design capacity = class base × terrain (f_T) × lane width (f_W) × lateral clearance (f_LC) × side friction (f_SF) × HV/RT (f_HV), minimum 500 vph/lane. Per-direction breakdowns also appear directly under each VCR / LOS table above.

— Run Calculate All Metrics, or adjust capacity factors above, to refresh this breakdown.

* Design capacity uses Austroads AGTM03-20 practical per-lane capacity (Table 6.1 / §§5.2–5.4 & 6.2.1), adjusted for terrain, lane width, lateral clearance, side friction and HV/RT mix, with a minimum of 500 vph/lane. Adopted in Queensland via QGTM / TMR GTIA.

HOURLY ESTIMATE

Bucket Definition: AM (07:00-09:00, MORNING PEAK), OP (09:00-16:00, MORNING OFF PEAK), PM (16:00-18:00, EVENING PEAK), EV (18:00-07:00, EVENING OFF PEAK).

Operation Type

⚠️ Use red time per cycle, NOT total hourly accumulation. Temporary work-zone stop/go commonly uses around 120s in a 240s cycle.

Max Back-of-Queue Calculator

Auto-filled from calculated VPD/hourly profile and direction settings.

Arrival Volume (vph, auto):

Effective Red Time (s, auto):

Saturation Flow (vph, auto):

Average Vehicle Spacing (m, auto):

Estimated Max Queue: --

1. QUEUE LENGTH (Hourly Basis)

Queue Wait Time

Direction 1

Hour	Hour Type	Volume (vph)	AGTTM Queue (m)	SWT Queue (m)	Max Physical Reach (m)

Direction 2

Hour	Hour Type	Volume (vph)	AGTTM Queue (m)	SWT Queue (m)	Max Physical Reach (m)

2. VCR (Hourly Basis)

Direction 1

Hour	Base VCR (LOS)	Work VCR (LOS)

Direction 2

Hour	Base VCR (LOS)	Work VCR (LOS)

🔄 Detailed Detour Route Capacity

Merges the 24-hour hourly profile of the primary site with selected detour roads to identify specific peak-period failures.

Detour Route Scenarios

Configure how many detour routes need separate analysis. Each route keeps its own selected path, weights, and detour inputs.

1 route configured.

Diversion Rate (%)

User-defined diversion percentage (e.g., keep local/emergency access on the primary road).

Closure Type Selected roads are…

Choosing "series" for parallel routes double-counts the diverted traffic; choosing "alternatives" for a series route under-loads every segment.

Detour-warranted queue trigger (m)

Primary-road queue length above which the report states a detour is warranted. No published value — set from the site's storage / advance-warning envelope and record the basis.

Heavy Vehicle Route Suitability Confirmed

Confirm bridge load limits, low-clearance structures, and swept-path suitability before adopting detour capacity outputs.

Attested by (name / RPEQ)

Date

The attestation is printed in the report as a limitation: this tool does not compute bridge loads, clearances or swept paths (AGTTM Part 2 §3.2.3).

Nearby Street Name Finder

Select one or more streets to define the traffic detour path.

0.2 0.2 km

Selected path: -

Select a primary site/search, then scan.

📏 Measure Distance (Google Maps) 📏 Measure Distance (MetroMaps)

-

Selected path: -

📍 Selected street: -

Route-level summary: the cards above show each selected detour road separately. The table below shows the worst directional capacity result across the selected detour segments for each period.

Estimated Detour Delay Inputs

Road Classification (Capacity)

Physical per-lane capacity for V/C — same classes as the assessment form

Capacity factors (AGTM03-20) — applied to each detour street

These factors adjust per-lane capacity for detour V/C on every selected street (same AGTM03-20 chain as queue / VCR). Values stay synced with the assessment form until you edit them here. Override per street in each road’s capacity panel if needed.

Terrain

Lane width (m)

Lateral clearance (m)

Side friction (Table 6.1)

HV % (capacity)

Design capacity: —

Detour Length (km)

Normal Route Length (km)

The closed section drivers would otherwise have used. Required for delay — delay is the extra time, not the whole detour trip.

Average Speed (km/h) — auto from road speeds

# Controlled Intersections

# Uncontrolled Intersections

Delay @ Controlled (s)

Delay @ Uncontrolled (s)

Estimated delay per diverted vehicle: -

Detour road summary: each selected road is assessed separately, with D1 and D2 LOS shown for every period.

Road	Metric	AM (7–9)	OP (9–16)	PM (16–18)	EV (18–7)

Formula Trace

Analysis Assumptions

DTCA Path

HV Source

RT Source

Growth Source

Lane Source

Profile Source

Design hour (K / D)

Acceptability criterion

Capacity basis

Count / AADT accuracy

Works duration class

Trace Item	Applied Value / Rule

Beta Features (Click to Expand)

Trial Features — Use for exploratory assessment only. Always validate outputs with independent manual engineering checks before reporting.

🔴 In Beta Features, editable input boxes are red and should be reviewed before use.

🟢 Auto-filled/read-only boxes are green. If a field is auto-filled but marked editable, you can still adjust it.

Intersection Queue & Capacity Calculator

Arrival Volume (vph)

Base Lane Capacity (vph)

Red Time (seconds)

Heavy Vehicles (%)

Posted Speed (km/h)

Volume/Capacity Ratio 0.83

Level of Service LOS D

Dynamic Spacing (m/veh) 7.25m

          Estimated Queue Length
          90.6m
        

💾 Multi-Stage Scenario Manager

Save your current calculated metrics as a distinct project stage (e.g., "Phase 1 - NB Lane Closed"). Build a comparison matrix for your final report.

Stage Name:

📐 AGTTM Layout Geometry & Cross-Section

Ref: Austroads AGRD Part 3 / AGTTM Part 3 (Static Work Sites)

Advance sign spacing, taper lengths and taper separation from the Austroads Guide to Temporary Traffic Management Part 3 (Static Worksites).

Source: AGTTM Part 3 Table 2.2 (advance sign spacing), Table 5.7 (traffic-control, lateral-shift and merge taper lengths for a 3.5 m closed lane, scaled to the entered lateral shift), Table 5.8 (distance between tapers), Table 4.4 (additional signs ahead of PREPARE TO STOP) and Table 2.5 (minimum lane width). Values are identical in AGTTM03-21 (Ed 1.1) and AGTTM03-26 (Ed 1.2, May 2026); QGTTM Part 3 (TMR, Nov 2025) records no Queensland departure on these tables. The lane-width badge reports only whether the width meets the Table 2.5 minimum for the approach speed — it is not a compliance statement for the TGS.

AGTTM COMPLIANT

Default = closed lane width.

Min 0.5m for urban, 2.0m for rural highway.

Distance to kerb/barrier (AGRD Part 3 Table 4.6). For worksite staging, also check AGTTM Part 3 Section 3.2.1 clearances (typically 1.2 m desirable, 0.3 m absolute minimum with approved barriers).

Advance sign spacing (Table 2.2)

Merge taper (Table 5.7)

Lateral shift taper (Table 5.7)

Distance between tapers (Table 5.8)

Traffic control taper (Table 5.7)

Extra signs before PREPARE TO STOP (Table 4.4)

👁️ Approach Sight Distance (ASD)

Calculates the safe stopping distance required for approaching traffic based on speed, reaction time, and road gradient.

Reference note: Stopping sight distance per Austroads Guide to Road Design Part 3 §5.3: SD = RT·V/3.6 + V²/(254·(d + 0.01·G)), with the coefficient of deceleration d from Table 5.3 (car 0.36 general, 0.46 absolute minimum; truck 0.29) and reaction time from Table 5.2 (2.5 s desirable, 2.0 s, 1.5 s constrained). The truck case governs end-of-queue warning on heavy-vehicle routes.d (sealed road, passenger vehicle).

Reaction Dist.

Braking Dist.

Total Required ASD

Truck SSD (d 0.29)

🧠 Road Type Sensitivity (Quick Search)

Tune how the model classifies residential vs busy roads and applies traffic scaling in quick search estimates.

Residential Max Avg AADT

Busy Min Avg AADT

Residential Factor (%)

Mixed Factor (%)

Busy Factor (%)

📉 Speed Reduction Travel Time Impact

Calculates the baseline time penalty added to every vehicle passing through the work zone due to reduced speed limits, assuming free-flowing conditions (no queuing).

Added Delay Per Vehicle

Lost hours per day

💸 Economic Delay Cost (Road User Cost)

Calculates the estimated daily economic impact of the traffic delay using standard Austroads Value of Time (VoT) rates. Translates network delay hours into financial cost to the community/freight industry.

Total Daily Economic Cost to Community

LV: $0 | HV/RT: $0

Stop/Go Shuttle Simulator

Calculates signal timings and queues for single-lane reversible flow operations (portable traffic lights or Stop/Go). Based on the peak hourly volume of your selected profile.

D1 Green Time

Base Queue: -

Applied twice per cycle

D2 Green Time

Base Queue: -

🗺️ AustRoads Management Visualization

Select a generic temporary management template to visualize the work zone layout and estimated queue impact based on your calculated traffic volumes.

Management Template

Pedestrian Detour Impact

Pedestrian diversion type *

Choose whether pedestrians walk a separate detour route, or are simply redirected across the carriageway onto the opposite footpath (no street detour).

New Detour Route Name

Apply the same detour route to pedestrians?

0.2 0.2 km

Selected path: -

Scan map to choose pedestrian detour streets.

Estimated Delay - Detour route (-)

📏 Measure Distance (Google Maps) 📏 Measure Distance (MetroMaps)

Calculates estimated maximum pedestrian delay using route distances, walking speed, and controlled/uncontrolled crossing delays.

Estimated Maximum Added Delay

Existing time + detour time + crossing delay model

Vulnerable-user checklist (AGTTM Part 3 §3.10; AS 1428.1) — confirm and record in the TMP:

Continuous, safe pedestrian path with no dead-end at an uncontrolled arterial crossing; desire line respected so people do not cross through the worksite.
Accessible: kerb ramps at every kerb, gradient and cross-fall within AS 1428.1, path width ≥ 1.2 m, firm surface, tactile indicators, no trip edges.
Cyclists: separated facility maintained or a signed alternative; not forced into a live lane at higher speed.
Public transport: relocated stops accessible and within reasonable walking distance; bus turning paths on the detour checked.
School zones, aged care and health facilities on the detour identified; emergency and property access maintained.

Existing Route Time (s)	Detoured Route Time (s)	Crossing Delay (s)	Added Delay (s)	Added Delay (min)
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