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West Mt Lindesay Highway Development Corridor Major Road Network Study

West Mt Lindesay Highway, Transport and Main Roads, May 2010 2 of 132

1.1.1 Contents Executive summary 9

1. Introduction 16

1.1. Background 16

1.2. Study area 10

1.3. Study objectives 17

1.4. Study scope 18

1.5. Structure of this report 18

2. Transport and land use review 19

2.1. Policies and strategies 19 2.1.1. SEQ Regional Plan 2009 – 2031 19 2.1.2. SEQ Infrastructure Plan and Program 2009 - 2026 21 2.1.3. SEQ Regional Freight Network Strategy 22 2.1.4. Roads Implementation Program 2009/10 – 2013/14 23 2.1.5. Bromelton State Development Area 24

2.2. Related transport studies 26 2.2.1. Intermodal Freight Terminal Study 26 2.2.2. Beaudesert Shire Whole of Shire Planning Project 27 2.2.3. Mt. Lindesay/Beaudesert Strategic Transport Network Investigation 28 2.2.4. Southern Freight Rail Corridor Study 29 2.2.5. Salisbury to Beaudesert Passenger Rail Study 30

2.3. Summary 30

3. Existing transport conditions 31

3.1. Existing strategic road network 31

3.2. Existing local road network 31

3.3. Current traffic conditions 32

3.4. Travel patterns 34

3.5. Existing public transport 36

3.6. Existing walking and cycling network 36

4. Planning principles 37

4.1. Principles for strategic transport network planning 37

4.2. Development of a functional road hierarchy 39

4.3. Principles for access management 40

4.4. Planning for freight 43

4.5. Design criteria for road network planning 46


5. Land use assumptions in the study area 50

5.1. Background 50

5.2. Traffic model development 51

5.3. Demographic assumptions 52 5.3.1. Greater Flagstone 53 5.3.2. Bromelton 56 5.3.3. Beaudesert 58 5.3.4. Jimboomba 60 5.3.5. North Maclean 60 5.3.6. Park Ridge 60 5.3.7. Other areas 62

6. Future road network development 64

6.1. Key questions 64

6.2. Modelling process 64

6.3. Run 1 66 6.3.1. Transport network assumptions 66 6.3.1.1. Road network 66 6.3.1.2. Public transport network and services 66 6.3.1.3. Importance of walking and cycling 71 6.3.2. Results of Run 1 71 6.3.2.1. Future travel patterns 71 6.3.2.2. Public transport demand 73 6.3.2.3. Road network demand 73 6.3.2.4. Freight routes 77

6.4. Run 2 79 6.4.1. Transport network assumptions 79 6.4.1.1. Road network 79 6.4.1.2. Public transport network and services 84 6.4.2. Results of Run 2 87 6.4.2.1. Travel patterns 87 6.4.2.2. Freight routes 89 6.4.2.3. Public transport demand 89 6.4.2.4. Road travel demand 91

6.5. Testing of strategic road link scenarios 95 6.5.1. Network effects 97 6.5.2. Freight routes 99 6.5.3. Conclusions for strategic road connections 101

7. Functional road hierarchy plan 103

7.1. Strategic transport routes 103 7.1.1. Strategic road routes 103 7.1.2. Future transit development corridors 110


7.1.3. Freight routes 113

7.2. Major road network plan 114 7.2.1. Greater Flagstone major road network plan 116 7.2.2. Jimboomba and Yarrabilba major road network plan 119 7.2.3. Bromelton major road network plan 121 7.2.4. Beaudesert major road network plan 123

7.3. Managing the strategic road network 125

8. Recommendations and way forward 129

References 132

Appendix A WOSPP recommendations 135

Appendix B MLNBSTNI recommendations 136

Appendix C VLC model validation report 137

Appendix D Existing conditions 138

Appendix E Model results 139


2.1.1 List of Figures

� Figure 2.1 Strategic transport network 2031 22

� Figure 2.2 SEQ southern freight corridor 24

� Figure 2.3 Boundary of the Bromelton SDA 26

� Figure 3.1 Existing road network in the study area. 32

� Figure 4.1 Speed flow curve and LOS for basic freeway segments 49

� Figure 5.1 Draft Greater Flagstone Outline Structure Plan 54

� Figure 5.2 Draft Bromelton Outline Structure Plan 57

� Figure 5.3 Draft Beaudesert Outline Structure Plan 59

� Figure 5.4 Draft Park Ridge Structure Plan 61

� Figure 6.1 Modelling process for the West Mt. Lindesay Growth Corridor study 65

� Figure 6.2 Run 1 network 67

� Figure 6.3 Run 1 public transport network 70

� Figure 6.4 Run 2 road network 83

� Figure 6.5 Public transport network assumptions for Run 2 86

� Figure 6.6 Internal trip distribution by mode in future activity centres (Run 2) 87

� Figure 6.7 Daily heavy vehicle volumes on key routes around Bromelton for Run 2 89

� Figure 6.8 Strategic road link scenarios 96

� Figure 7.1 Proposed major road network plan for the study area (full development) 113

� Figure 7.2 Proposed major road network plan for Greater Flagstone 116

� Figure 7.3 Proposed major road network plan for Jimboomba and Yarrabilba 118

� Figure 7.4 Proposed major road network plan for Bromelton 120

� Figure 7.5 Proposed major road network plan for Beaudesert 122

� Figure A.1 WOSPP recommended strategic road network for 2026 135


3.1.1 List of Tables

� Table 2.1 Future development areas within and adjacent to the study area 20

� Table 3.1 2006/7 traffic statistics for major roads in the study area 33

� Table 3.2 Sectorised total daily trip demand for 2006 35

� Table 4.1 Applicable road hierarchy classifications 40

� Table 4.2 Functional road hierarchy for the study area 40

� Table 4.3 Access management framework for the study area 42

� Table 4.4 Intersection spacing policy 43

� Table 4.5 Road hierarchy and freight function 44

� Table 4.6 Possible policy instruments for freight planning 46

� Table 4.7 Level of service definitions for roads 47

� Table 4.8 Maximum AADTs for desired standards of service for roads 48

� Table 5.1 Dwellings by local government area (2006 – 2031) 50

� Table 5.2 Estimated population and employment in Greater Flagstone 55

� Table 5.3 Estimated employment in Greater Flagstone 55

� Table 5.4 Original estimated employment at Bromelton 56

� Table 5.5 Revised estimated employment at Bromelton 56

� Table 5.6 Estimated residential capacity in Beaudesert 58

� Table 5.7 Estimated employment in Beaudesert 58

� Table 5.8 Estimated residential capacity of Park Ridge 62

� Table 5.9 Estimated employment in Park Ridge 62

� Table 5.10 Estimated population and employment in areas outside the study area (2031) 63

� Table 6.1 Principal roads in the study area in the Run 1 (fully developed) 68

� Table 6.2 Sectorised daily vehicle trip demand for Run 1 72

� Table 6.3 Road network performance by area – Run 1 (fully developed) versus current 2006 conditions (modelled) 73

� Table 6.4 Summary of Mt. Lindesay Highway travel demand – Run 1 (fully developed) 77

� Table 6.5 Commercial vehicle trip distribution – Run 1 (fully developed) 78

� Table 6.6 Key road improvements in Run 2 compared to Run 1 80

� Table 6.7 Sectorised daily trip demand for Run 2 88

� Table 6.8 Rail boardings by access mode per day and in the AM peak – Run 2 91

� Table 6.9 Road network performance by area – comparison of Run 2 with Run 1 92

� Table 6.10 Summary of Mt. Lindesay Highway travel demand – Run 2 94

� Table 6.11 Summary of Park Ridge Connector travel demand – Run 2 95

� Table 6.12 Summary of strategic road network test 100

� Table 7.1 Strategic road route function in the study area 106


� Table 7.2 Proposed minimum development targets around major transit stations 109

� Table 7.3 Road route outcomes for future strategic road routes in the study area (under full development) 123

� Table 8.1 Summary of major road infrastructure required in the study area under full development 127

� Table A.1 WOSPP recommended strategic road network for 2026 132


Document history and status

Revision Date issued Reviewed by Approved by Date approved Revision type

Rev A 30/10/09 A. Pollock A. Pollock 16/11/09 Practice review

Rev 0 18/11/09 Draft for TWG

Rev 1 11/12/09 E Mendels E Mendels 21/12/09 TMR, TWG comments

Final 21/5/10 E. Mendels A. Pollock 21/5/10

Distribution of copies

Revision Copy no Quantity Issued to

Rev A Electronic 1 TMR

Rev 0 Hard copy 4 TMR, Technical Working Group

Final Hard copy, electronic 2 TMR


Executive summary The Department of Transport and Main Roads (TMR) commissioned Sinclair Knight Merz (SKM) to undertake the West Mt. Lindesay Growth Corridor – Major Road Network Study for the urban development area west of and including the Mt. Lindesay Highway. The purpose of the study is to establish a functional road network plan and indicative road alignments for major roads in the development corridor for the full development of the area beyond 2031. This will enable TMR to protect and preserve future major road corridors.

The study area consists of the areas south of the Logan Motorway, i.e. Park Ridge, Yarrabilba, Greater Flagstone, Jimboomba, Beaudesert and Bromelton. The focus area of the study extends west from the Mt. Lindesay Highway to the interstate rail line and from Greenbank south to Bromelton.

The review of current transport and land use policy and planning illustrated that the study area is part of the rapidly growing future South Western Corridor which will require significant transport infrastructure investment to provide a high level of accessibility. The challenges for the study area include the transformation of a currently predominantly rural area into future urban centres and the provision of travel choices such as public transport, walking and cycling to reduce dependence on private motor vehicles and long distance travel and connect the planned communities to major activity centres and the rest of the SEQ region. The emergence of major employment centres and industrial and freight facilities in the study area will need to be planned in a way that minimises adverse impacts on the amenity of existing and future populations.

Below is a summary of the demographic assumptions for full development that were agreed by the Technical Working Group for this study:

Growth area Dwelling units Population Employment

Greater Flagstone 55,540 139,042 31,304

Park Ridge 23,495 51,811 42,976

Yarrabilba 24,207 52,796 17,300

Jimboomba - 14,240 2,556

Bromelton - - 21,335

Beaudesert 22,049 59,841 15,650

The study needed to respond to a number of key questions:

1) What will the future strategic road network look like that will support the projected urban growth in the study area?


2) What will the future local road network look like that will support the projected urban growth in the study area?

3) What public transport infrastructure and services will be available to future residents?

4) What will be the future role and function of the Mt. Lindesay Highway? 5) What interchanges and service roads are required for the Mt. Lindesay Highway? 6) What will be the role and function of the Springfield – Greenbank Arterial? 7) Is a Gateway Motorway South extension required and if so, how far south should it

reach?

8) Is a Southern Infrastructure Corridor (SIC) required and if so which segments are required and what should the connections to the rest of the road network be?

9) What will be the access from Greater Flagstone to the Mt. Lindesay Highway, to a potential Southern Infrastructure Corridor (SIC) and the remainder of the road network?

10) Is a bypass of Beaudesert town for the Mt. Lindesay Highway required and what is its potential alignment?

11) What will be the strategic road network to service the future enterprise area at Bromelton?

12) Is a new route north from Bromelton to Flagstone required in the future?

In order to answer the key questions and to develop a functional major road network plan for the study area, a base model run was undertaken that reflected the transport network as developed by the draft outline structure plans and draft structure plans prepared by Logan City Council and Scenic Rim Regional Council. The analysis involved identifying the road network deficiencies, and based on agreed design criteria, future road improvements were then determined. In addition, ongoing discussions with the Technical Working Group informed and refined decisions on what road improvements should be added to the network. As a result of this work, an improved road and public transport network was then coded as the Beyond 2031 Run 2 network. The key features of the public transport network and service assumptions for Run 2 are

summarised as follows:

Passenger rail between Salisbury and Beaudesert with a number of passenger rail

stations located in the study area

Rail level of service assumptions: during peak all stops to/from Salisbury, then

every second peak hour service as express (i.e. limited stops) between Salisbury

and Brisbane CBD; all stop services off peak; this includes outbound in AM and

inbound in PM as these services would also serve employment at Park Ridge,

Bromelton and Greater Flagstone.


Bus level of service assumptions: high frequency bus services between regional activity centres and key employment areas in the form of 10 minute peak and 15 minute off peak service intervals, similar to the existing BUZ services within metropolitan Brisbane, between all the activity centres in the study area.

Feeder bus services to Greenbank, Flagstone Central, Gleneagle and Beaudesert rail stations.

The resultant mode shares for the activity centres in the study area are illustrated below:

In order to assess the key strategic road infrastructure connections to the wider SEQ transport network for the fully developed land use, a number of strategic road options were tested after consultation with the Technical Working Group. In particular, four different options with different combinations and alignments for the Southern Infrastructure Corridor (SIC) and the Park Ridge Connector (Gateway Motorway south extension) were modelled. The analysis of strategic road improvements allows the following conclusions:

Under full urban development in the study area, more than six lanes would be required for Mt. Lindesay Highway north of Browns Plains Road.

The Mt. Lindesay Highway would require six lanes between Browns Plains Road and Park Ridge Road.

The Mt. Lindesay Highway would need to be upgraded to six lanes south of Park Ridge Road if no additional north-south motorway standard capacity is provided.

The Park Ridge Connector would provide capacity relief on the Mt. Lindesay Highway.


A four lane upgrade to Mt. Lindesay Highway between Park Ridge Road and Johanna Street would be sufficient if a Park Ridge Connector would be provided from the Gateway Motorway south to Camp Cable Road.

The introduction of a Park Ridge Connector would necessitate either substantial upgrading of Camp Cable Road or the introduction of a Southern Infrastructure Corridor. The form of the upgrade would depend on where the Park Ridge Connector is curtailed.

Maintaining two lanes on Camp Cable Road would suffice if a Southern Infrastructure Corridor were provided.

A major transport corridor between Greater Flagstone and Yarrabilba is necessary in the future under full development.

Under full development, Park Ridge Road, Granger Road, Crowson Lane and Stoney Camp Road would need to be a four lane arterials under full development.

Two lanes would be required on Waterford-Tamborine Road north of Anzac Avenue and four lanes on Waterford-Tamborine Road south of Anzac Avenue between Yarrabilba and Logan Village.

A four lane Anzac Avenue or a bypass of Logan Village would be required under full development.

Despite the provision of a Park Ridge Connector and Southern Infrastructure Corridor, the arterial and local road network in Greater Flagstone, Park Ridge and Yarrabilba would require upgrading to cater for the expected travel demand under full development.

It should be noted that these conclusions are based on a fully developed land use scenario for the study area, low public transport mode share despite significant bus level of service improvements, the availability of a passenger rail, and a relatively high walking and cycling mode share.

Following the modelling analysis, the strategic road routes that are important north-south and east-west connectors between existing and future land uses were confirmed and major road network plan and functional road hierarchy determined.


The major road network plan and functional road hierarchy form the basis of the recommendations of this study. As the term implies, the road network identified is the major, i.e. higher order, road network necessary to cater for projected future demand under full development in the Greater Flagstone, Bromelton and Beaudesert area based on the assumptions contained in the SouthROC model. It will be a challenge to achieve an 18 per cent mode share for walking and cycling and it will require considerable effort in integrated planning to lift the public transport mode share in the study area from its current and future projected low levels. The demographic forecasts contained in the model assumed a high level of job and hence trip self-containment. If this is not achieved, additional longer distance trips will occur.

Further, an extensive network of local roads needs to be provided to cater for the high trip self-containment and to ensure the major and strategic roads can function effectively and efficiently. It is important that a large share of the local trips should be undertaken by public transport, walking and cycling. This requires further planning by local government within the structure planning and masterplanning framework to ensure transit oriented development can occur in sequence with transport needs and without comprising future public transport delivery. To this end, the planning and development of an integrated public transport network and service delivery strategy for the study area should be conducted in partnership between local government and TMR. Also, partnering with the development industry and state and local planning and transport agencies to ensure future land use and built environment are conducive to public transport, walking and cycling outcomes.

The study identified a number of future transport corridors within the study area that need further planning and protection from encroachment by urban development. This should be undertaken as soon as possible subject to government priorities and budget and in accordance with TMR’s planning guidelines and processes. These corridors include:

Road corridor development planning for the Greenbank-Springfield Arterial;

Road corridor development planning for the Park Ridge Connector;

Options analysis and review of environmental factors for the SIC between Flagstone; and

Road corridor development planning for a new Mt. Lindesay Highway alignment from Woodhill to Bromelton.

Road corridor development planning for the section of the Mt. Lindesay Highway between Park Ridge and Woodhill is currently underway. This study focused on developing a major road network plan and functional road hierarchy for the West Mt. Lindesay growth corridor at full urban development based on the draft outline structure plans for the area which are going beyond the Regional Plan dwelling targets. Logan City Council and Scenic Rim Regional Council have now embarked on the next phase of planning for staged development up to 2031 in their respective local government areas. This includes, amongst other things, determination of more detailed population and employment distributions and land use across Greater Flagstone, structure planning for Greater Flagstone, local area planning for Jimboomba


and Logan Village, and the development of a growth management strategy and priority infrastructure plan for Beaudesert. It is therefore prudent that further transport planning is undertaken to identify the 2031 transport infrastructure needs (road and public transport) and the associated program of staging and sequencing for development for 2016, 2021 and 2026.


1. Introduction

1.1. Background

The South East Queensland Regional Plan 2009-2031 (the Regional Plan) identifies a number of areas near to and adjoining the Mt. Lindesay Highway for future urban development. These include Flagstone, Yarrabilba, Bromelton, and Beaudesert. Planning for these areas is currently being undertaken by Scenic Rim Regional Council and Logan City Council in a number of structure plans. The structure plan process provides vital details about the proposed local road network and the likely population capacity of the area. Transport and Main Roads (TMR) is involved in this process but needs to be able to input a regional view of how the major road network will function in the future.

In June 2008, the Queensland Government announced Greater Flagstone as one of five sites in South East Queensland (SEQ) where integrated urban communities of 15,000 people or more can be delivered and where government will work with local councils to fast track preparation of land developer-ready within the next 12 months.

The Bromelton State Development Area (BSDA) was declared by the Governor in Council on 28 August 2008. The 15,000-hectare area has been earmarked for industrial development since the late 1970s, and was first identified as an investigation area and then later as a Major Development Area, in the previous Regional Plan 2005-2026. Due to its strategic location adjacent to the national standard gauge rail network, Bromelton is intended for industrial uses and logistics operations including a road/rail freight terminal to alleviate pressure on the existing Acacia Ridge rail terminal, which is expected to reach capacity in 7 to 10 years time. It is anticipated that potential employers move in by 2012-2013 and that the site will provide employment for the Logan and Scenic Rim Regional Council areas, where the population is predicted to grow to around half a million people over the next 20 years. It is a requirement under the State Development and Public Works Organisation Act 1971 that after declaration of a SDA the Coordinator-General will prepare a development scheme for that area. The Scenic Rim Regional Council and the State Government are currently undertaking a number of planning studies which will inform the preparation of a development scheme.

As a result, TMR commissioned Sinclair Knight Merz (SKM) to undertake the West Mt. Lindesay Growth Corridor – Major Road Network Study for the urban development area west of and including the Mt. Lindesay Highway. The purpose of the study is to establish a functional road network plan and indicative road alignments for major roads in the development corridor for the full development of the area beyond 2031. This will enable TMR to protect and preserve future major road corridors.

1.2. Study area

The study area for the West Mt. Lindesay Development Corridor – Major Road Network Study consists of the areas south of the Logan Motorway, i.e. Park Ridge, Yarrabilba, Greater Flagstone, Jimboomba, Beaudesert and Bromelton. The focus area of the study


extends west from the Mt. Lindesay Highway to the interstate rail line and from Greenbank south to Bromelton.

1.3. Study objectives

Given the planning processes that are underway in the study area, the Major Road Network Study has the main objective to examine current transport and urban planning in the area west of the Mt. Lindesay Highway and make recommendations in regards to the following:

13) Identify a future major road network (highways, main roads, urban and rural arterial routes) that will support the projected urban growth.

14) Within the context of the major road network identify arrangements to develop existing and preserve new corridors for:

a new route north from Bromelton to Flagstone;

access from the Mt. Lindesay Highway to the Greater Flagstone area and connection to the Southern Infrastructure Corridor (SIC);

a bypass of Beaudesert for the Mt. Lindesay Highway;

the Springfield – Greenbank Arterial linking the Mt. Lindesay Highway to Springfield;

identifying suitable access arrangements for the future development of the Mt. Lindesay Highway;

15) Identify a policy for the management of access to the major road network; and 16) Identify a policy framework for the examination of development applications

impacting on the major road network and infrastructure agreements to support the future major road network.

The study will: Inform the structure planning processes being undertaken by Scenic Rim Regional

Council and Logan City Council, and

Influence whole of government decisions about the future major road network in

the development corridor.

1.4. Study scope

The outcomes of this study will inform whole of government decisions about the future major road network in the development corridor and identify those road links suitable for future State infrastructure planning and inclusion into the updated South East Queensland Regional Plan. The study also informs the structure planning process being undertaken by the Scenic Rim Regional Council and Logan City Council for Bromelton State Development area and Greater Flagstone, respectively.

Consequently, the scope of this study is:

Examine available data and determine existing traffic conditions and consolidate available data regarding the projected increase in heavy vehicle traffic likely to be generated in the future.


Establish demographic and economic projections for the study area as input from current planning studies and available documents for the full development of the area (i.e. beyond 2031).

Identify proposed new road links from relevant studies and examinations.

Identify transit oriented development designs and principles that are likely to deliver the most efficient transport network in terms of urban design, level of urban containment and modal split.

Develop guidelines for freight and freight related development and access management standards and principles.

Consult key stakeholders.

Test, analyse and refine alternative road plans through traffic modelling.

Indicate potential new transport corridors.

Identify heavy vehicle haulage routes.

Develop a major road network plan.

1.5. Structure of this report

The report is set out in the following manner: Chapter 2 presents a transport and land use review of existing government

policies and strategies and related transport studies.

Chapter 3 presents the existing transport conditions in the study area.

Chapter 4 provides the planning principles that underpin the development of the major road network plan and functional road hierarchy.

Chapter 5 presents the planning assumptions that have gone into the traffic model, and the model assumptions.

Chapter 6 discusses the model runs undertaken, their results and the conclusions that can be drawn for the future road network development.

Chapter 7 presents the major road network plan and functional road hierarchy for the study area.

Chapter 8 contains the recommendations from this study.

The Appendices contain technical material and all model outputs in map format.

2. Transport and land use review This chapter provides a review of the relevant planning and policy context for this study and a summary of other current or recent transport studies that are relevant to the study area.

2.1. Policies and strategies

Key government policies and strategies that are of importance to the study area and its future transport network are summarised below.


2.1.1. SEQ Regional Plan 2009 – 2031 The state government undertook a review of the South East Queensland Regional Plan 2005 – 2026 (the Regional Plan) to take appropriate action in regard to emerging regional growth management issues such as continued high population growth, housing affordability, transport congestion and climate change. The new Regional Plan refines and modifies the strategic directions, principles and policies of the previous Regional Plan to respond to the emerging issues. Population and housing projections have been extended to 2031 and some changes to the urban footprint were made. Relevant to this study, some changes to the urban footprint were made within the Logan City Council area in relation to the Park Ridge enterprise area which now extends south to Granger Road. The Regional Plan now also identifies a number of specific areas for future development within Logan City and Scenic Rim Regional Council listed in Table 2.1. Table 2.1 Future development areas within and adjacent to the study area

Land use category Logan City Council Scenic Rim Regional Council

Residential broad hectare Park Ridge, Flagstone, Yarrabilba North, Bahrs Scrub, New Beith Forest – Round Mountain

-

Regional activity centres Major activity centres at Yarrabilba, Flagstone

Principal Activity Centre at Beaudesert

Employment areas Crestmead – Berrinba, Park Ridge Bromelton

Growth areas: Employment North Maclean -

Residential and employment Greater Flagstone, Greater Yarrabilba, Greenbank

-

Residential New Beith – Round Mountain Beaudesert South

Source: SEQ Regional Plan 2009 - 2031

The Regional Plan designates a new growth corridor termed the South Western Corridor. According to the Regional Plan, Logan City contains a number of areas that could accommodate future urban communities and other localities in the long term. These areas are located between the existing urban area of Logan and within the southern boundary of Logan City. Most of the areas are located adjacent to existing urban services, the Mt. Lindesay Highway and the Brisbane to Sydney rail corridor. The Regional Plan expects that these areas could accommodate significant levels of residential and employment growth which would alleviate pressure on existing areas of SEQ such as the Gold Coast. The Regional Plan states that a series of communities could be created linked by a sub-regional public transport network and roads to Greater Logan, Brisbane, the Gold Coast and Ipswich. The communities would be separated by landscape and biodiversity corridors as inter-urban breaks. The timing of land release in the South Western Corridor depends on the land’s proximity to existing urban infrastructure and any associated costs of delivery.


Figure 2.1 shows the strategic sub-regional transport network for 2031 as identified in the Regional Plan. In the South Western Corridor, these comprise the future southern freight rail corridor between Kagaru and Ebenezer, the existing interstate rail line to Bromelton and beyond, a Gateway South extension and an east-west road corridor connecting the M1 Pacific Motorway, a Gateway South and Mt Lindesay Highway. The latter corridor is depicted further north than indicated in the previous version of the Regional Plan. The Regional Plan notes that development of Greater Flagstone and Yarrabilba depends on the following achievements: Compliance with the urban planning principles of the Regional Plan.

Provision of road and public transport infrastructure to link the areas to the

existing communities in Logan, Ipswich and the Gold Coast.

World leading environmental performance for any development and related

infrastructure.

Materially assisting with the development of the required infrastructure.

Coordinating the delivery of infrastructure.

Demonstrating high levels of employment self-containment.

In summary, the Regional Plan emphasises that the South Western Corridor needs

coordinated planning to effectively provide infrastructure services, and to ensure a

high level of employment self-containment.

2.1.2. SEQ Infrastructure Plan and Program 2009 - 2026

The latest SEQ Infrastructure Plan and Program (SEQIPP) contains only one infrastructure project for the study area which is the Mt. Lindesay Highway upgrade from Green Road to Jimboomba with a tentative timing between 2009 – 2026. SEQIPP also refers to two recent planning studies that are discussed in later sections of this report.


Figure 2.1 Strategic transport network 2031 (Source: SEQ Regional Plan 2009 – 2031, Map 23)

2.1.3. SEQ Regional Freight Network Strategy

The major roads for intra-regional freight between Brisbane, Logan and the Gold Coast and inter-state freight comprise the Pacific Motorway as the priority one road freight route from the NSW border to the north connecting to the Logan and Gateway Motorways. It connects with other priority one and two road freight routes in the inner freight corridor to provide access to the Australia TradeCoast and commercial and


industrial precincts in south-west Brisbane such as Acacia Ridge, Rocklea and Wacol. The priority two freight routes consist of the Mt. Lindesay Highway north from Park Ridge Road and the South-East Arterial Road (Kingston Road/Albert Street/Logan River Road). A southern rail freight corridor extends south from the Acacia Ridge terminal via Bromelton to the NSW border. This corridor has a single rail line which is shared between freight and inter-state passenger transport services. It is the only rail line linking Brisbane to Sydney and Melbourne. The Queensland Government has identified two locations that are suitable for development as intermodal terminals and which are likely to benefit from future patterns of industrial development and access to the SEQ freight network. These locations are Bromelton in Scenic Rim Regional Council and Purga in Ipswich City Council. Both sites have access to major highways and the interstate rail network, offer large tracts of land for facilities and are not restricted by neighbouring residential areas. 2.1.4. Roads Implementation Program 2009/10 – 2013/14

The Roads Implementation Program (RIP) is Main Road’s primary mechanism for delivering roads to meet existing and future needs. The RIP contains one project that is relevant to the study area – the concept planning for the Mt. Lindesay Highway between Compton Road and Park Ridge Road which is now complete. The section of the Mt. Lindesay Highway north of Green Road has been upgraded to four lanes plus service roads previously. New service roads will be constructed alongside Mt. Lindesay Highway and the road will be widened to four lanes from Green Road to Stoney Camp Road/Granger Road. The project also includes a Park Ridge Road overpass and an improved interchange at Stoney Camp/Granger Road. Service roads will be constructed from the interchange at Stoney Camp Road/Granger Road to the Chambers Flat Road/Crowson Lane intersection to the south ahead of four-laning. TMR’s goal is to upgrade Mt. Lindesay Highway to a four lane grade separated road.


Figure 2.2 SEQ southern freight corridor (from SEQ Regional Freight Network Strategy)

2.1.5. Bromelton State Development Area

The Bromelton State Development Area (SDA) was declared by the Governor in Council on 28 August 2008. Bromelton is strategically located for industrial uses and logistics operations and is the only area available for future industrial development in SEQ currently with access to the national standard gauge rail network.


The preparation of a development scheme for the SDA is currently under way for the Bromelton SDA (refer Figure 2.3). A number of indicative land use precincts within Bromelton are being proposed based on physical and environmental constraints, market research and infrastructure servicing. The locations of specific developments will be assessed individually. Potential industries investigated for the Bromelton SDA include: Large lot industrial uses requiring direct access to the national standard gauge rail

network;

Freight and logistics operations (major intermodal freight terminal);

Medium and large scale manufacturing and warehousing activities with road/rail

requirements; and

Industry support services, freight and logistics/transport servicing depots.

The suitability of Bromelton for high impact industries, such as those requiring large buffer areas and separation from built up areas, is currently being assessed through a Special Industry Estates Study. It is a requirement under the State Development and Public Works Organisation Act 1971 that after declaration of a SDA the Coordinator-General will prepare a development scheme for that area. Once prepared, a draft development scheme will be publicly notified. Any development scheme will have regard to submissions received from the public and reflect the provisions of the South East Queensland Regional Plan. The Coordinator-General will furnish the prepared development scheme to the responsible Minister (in this case the Minister for Infrastructure and Planning) for approval. If the Minister approves the development scheme, the Minister shall submit it to the Governor in Council for approval. The role for TMR will be to connect this new employment area to the major road and freight network and to provide alternative routes for heavy vehicle traffic away from the Beaudesert town centre. A potential road network has been identified to service the proposed SDA, with connections to surrounding networks such as the Southern Infrastructure Corridor. The proposed network is indicative only and is subject to future alignment and design investigations.


Figure 2.3 Boundary of the Bromelton SDA (from Department of Infrastructure and Planning website)

2.2. Related transport studies

The outcomes of a number of recent transport studies have implications for the delivery

of the future road network within the study area.

2.2.1 Intermodal Freight Terminal Study

The South East Queensland (SEQ) Intermodal Freight Terminal Study undertaken in 2004 investigated the need for additional intermodal freight terminals to support the projected growth in the intermodal freight task within the geographic area of the study, to a planning horizon of 2026 (Queensland Transport 2008). Key findings of the study were as follows: Inbound movements (including freight in transit though SEQ) will increase from 29

million tons to 73 million tons, whilst outbound movements will increase from 26 million tons to 46 million tons in 2026. This imbalance has the potential to change the cost structure of transport and influence the future location of industrial development and freight corridors required to service demand.

This imbalance is expected to result in changing cost structures for road and rail and will see rail capture a larger share of interstate freight traffic by 2026. By 2026 rail's percentage of the total freight task is expected to be Brisbane to Melbourne (50 - 65 per cent), Brisbane to Sydney (20 - 30 per cent) and North Queensland (40 – 50 per cent).


Projected interstate freight movements passing through intermodal terminals are expected to increase from between 1.02 million and 1.38 million Twenty Foot Equivalent Containers (TEUs) per per in 2026.

The Acacia Ridge terminal has the potential for expansion however existing road and rail constraints will limit capacity to 0.5 million TEUs per annum. As a result of increasing import/export trade, the Port of Brisbane’s multimodal terminal capacity to handle domestic intermodal traffic is expected to reduce to between 0.06 million and 0.18 million TEUs per year by 2026.

A new intermodal freight terminal is expected to be needed between 2010 and 2020.

The recommendations of the study were as follows: Short term solutions (to 2010) include the improvement in the operations and

efficiency of the Acacia Ridge terminal and Brisbane multimodal terminal which will serve likely needs and provide adequate capacity to meet the increasing intermodal demands including Australia TradeCoast development.

Medium term solutions (2010-2020) require an additional site to cater for approximately 650,000TEU movements per year, as a maximum. The most suitable existing site without substantial investment in additional infrastructure is Bromelton (assuming adequate non-transport infrastructure can be provided).

Long term solutions (beyond 2020) include the development of a site at Greenbank (dependent on the long term strategy for the Greenbank Army Reserve) and the development of a site at Ebenezer (dependent on industry relocation and take-up of proposed industrial land to be developed south west of Ipswich as well as a dual gauge rail line to the site either from the existing interstate line or the proposed inland rail line when it occurs).

2.2.2. Beaudesert Shire Whole of Shire Planning Project

The Whole of Shire Planning Project (WOSPP) by the former Beaudesert Shire Council during 2006/7 was initiated as a response to the State Government’s South East Queensland Regional Plan. It is an interpretation of the Regional Plan at the local level. As part of the WOSPP, a Draft Traffic and Transport Strategy was developed. Future traffic and transport service demand across the former Beaudesert LGA will depend on the level of self-containment of the major development areas and the mode share split between private car and public transport. The amount of commercial vehicle movements is a major factor in the LGA due to the planned development of Bromelton as an important freight and logistics centre for the SEQ region. The key recommended strategic road network improvements based on the urban development sequence at 2026 are as follows: Construction of the Gateway Motorway Extension from the Logan Motorway to the

SIC Motorway;

Construction of part of the Southern Infrastructure Corridor (SIC) Motorway – from Cusack Lane, Flagstone to Beaudesert – Beenleigh Road;

Mt. Lindesay Highway be upgraded to 4 lane motorway standard from Park Ridge Road to the SIC Motorway, and 4 lane arterial standard from the SIC Motorway to Beaudesert town;


The section of the Bromelton Motorway be constructed as a 4 lane motorway from Beaudesert-Boonah Road to Allan Creek Road, and a 2 lane arterial connection be constructed from the Bromelton Motorway to the Mt. Lindesay Highway;

Beaudesert-Beenleigh Road to be upgraded to a 4 lane arterial standard extending from Bannockburn Road to Milne Street and Stanmore Road to SIC Motorway;

Springfield-Greenbank Arterial upgraded to 4 lane arterial standard; Granger Road constructed to 2 lane arterial standard between Mt. Lindesay

Highway and the Gateway Motorway Extension;

Upgrade of Teviot Road to a 4 lane arterial extending from Greenbank Road to Middle Road. Traffic management measures should be put in place so that a route from Mt. Lindesay Highway to the Springfield-Greenbank Arterial via Greenbank Road and Teviot Road does not become more attractive than the strategic network; and

A Logan Reserve Road connection to Chambers Flat Road via Derby Road.

Appendix A presents the complete list of recommended strategic road links by 2026 as identified in the WOSPP. 2.2.3. Mt. Lindesay/Beaudesert Strategic Transport Network Investigation

The Mt. Lindesay – Beaudesert Strategic Transport Network Investigation (MLBSTNI), released by Queensland Transport for public consultation in mid-2009, considered the pedestrian, cyclist, public transport, freight and road infrastructure requirements for the former northern Beaudesert Shire area. The investigation included new urban developments such as Yarrabilba, Flagstone, Greenbank, Park Ridge and the Bromelton Enterprise Precinct. The study was framed as a strategic, sketch planning review of transport corridor needs. The study timeframes were 2026 and 2056.

To support population growth in the Mt. Lindesay – Beaudesert area, the study recommended that a more detailed study should consider an alignment for the extension of the Gateway Motorway south of the Logan Motorway to connect with the planned Southern Infrastructure Corridor linking Yatala and Ebenezer.

Other recommendations of the study included: Southern Infrastructure Corridor (SIC) in three sections: a western section from Mt.

Lindesay Highway to Springfield via Springfield-Greenbank Arterial, a central section from Mt. Lindesay Highway to Beaudesert-Beenleigh Road and an eastern section from Beaudesert-Beenleigh Road to M1 Pacific Motorway/IRTCA new north-south spine running through the Bromelton area with a connection to Flagstone (Flagstone-Bromelton Road).

Connection from Bromelton to Cunningham Highway via existing Beaudesert-Boonah Road.

Local capacity improvements on Beaudesert-Beenleigh Road, Stanmore Road, Waterford-Tamborine Road, Kingston-Beenleigh Road including the Logan River crossing.


The internal road network in Flagstone, Yarrabilba and Bromelton should be determined as part of Council’s structure planning. In addition a more detailed local arterial road network should be developed for the STNI area.

More detail on the recommendations of this study is provided in Appendix B. 2.2.4. Southern Freight Rail Corridor Study

In 2007 Queensland Transport initiated the Southern Freight Rail Corridor Study. The study seeks to identify a preferred rail connection between the existing narrow gauge western rail line near Rosewood and the existing interstate standard gauge rail corridor near Kagaru for the transportation of freight only. The corridor will form a key link from the proposed Melbourne to Brisbane inland railway to the standard gauge rail corridor north of Beaudesert. Queensland Transport provided a presentation to Logan City Council on 12 December 2008 in relation to the study.

The purpose of the study is to facilitate the forward identification of a future rail corridor to ensure that land required for a future railway line can be designated as “community infrastructure” under the Integrated Planning Act 1997. This Community Infrastructure Designation process will preserve the land required for the rail infrastructure and ensure that any future development in the area is consistent with this designation. At this point in time, it is unknown when the SFRC will be constructed.


2.2.5. Salisbury to Beaudesert Passenger Rail Study

The Salisbury to Beaudesert Passenger Rail Study which is currently under way identified rail corridors suitable for possible future passenger rail infrastructure. The study scope includes engineering feasibility, including rail station locations that integrate with the proposed urban pattern of development. 2.3. Summary

The review of current transport and land use policy and planning illustrates that the study area is part of the rapidly growing future South Western Corridor which will require significant transport infrastructure investment to provide a high level of accessibility. The challenges for the study area include the transformation of a currently predominantly rural area into future urban centres and the provision of travel choices such as public transport, walking and cycling to reduce dependence on private motor vehicles and long distance travel and connect the planned communities to major activity centres and the rest of the SEQ region. The emergence of major employment centres and industrial and freight facilities in the study area will need to be planned in a way that minimises adverse impacts on the amenity of existing and future populations.


3. Existing transport conditions

The major purpose of the existing transport network in the study area is to cater for trips across rural areas and connect rural service centres.

3.1. Existing strategic road network

The existing strategic road network within and adjacent to the study area consists of the following roads (SEQ Network Planning 2009):

Mt. Lindesay Highway between Logan Motorway and Beaudesert town Springfield – Greenbank Arterial Beaudesert-Beenleigh Road

These roads are of rural arterial road standard, with generally narrow pavements and shoulders and associated road alignments for speeds up to 100 km/h. 3.2. Existing local road network

The existing local road network within and adjacent to the study area is primarily a rural road network and consists of the following roads: Beaudesert-Boonah Road Beaudesert-Nerang Road Camp Cable Road Chambers Flat Road Cusack Lane Greenbank Road Middle Road Stoney Camp Road Teviot Road Quinzeh Creek Road Waterford-Tamborine Road

It is expected the recommendations arising from this study will transform the existing rural road network into an urban road network with sufficient capacity to cater for the forecast growth in the South Western Corridor.


Figure 3.1 Existing road network in the study area. Source: Google Maps 2010.

3.3. Current traffic conditions

An analysis of existing traffic conditions in the study area revealed that Sunday is generally the busiest traffic day of the week, followed by Friday and Saturday. During weekdays, the PM peak is busier than the AM peak. On weekends the morning has a higher peak than evening. On the Mt. Lindesay Highway and Camp Cable Road, the Friday is the busiest traffic day of the week, followed by Thursday.

Observed average annual daily traffic (AADT) and proportion of commercial vehicles (CV) for the major roads in the study area are provided in Table 3.1. These are based on available Main Roads traffic counts. The modelled two-way daily traffic volumes across the study area are shown in Figures D-1 and D-2 in Appendix D.


Table 3.1 2006/7 traffic statistics for major roads in the study area

Road Location No. of lanes

AADT % CV

Beaudesert-Boonah Road 1.4 km west of Sandy Creek Road 2 2,570 16.5

Beaudesert-Nerang Road West of Kingsley Drive 2 5,649 9

Brisbane Street South of Birnam Street 2 11,847 12

Camp Cable Road 210 m east of Mt Lindesay Hwy 2 5,360 7

Chambers Flat Road Between Koplick and School Road 2 8,213 6

Cusack Lane 350 m East of Teviot Road 2 3,050 4

Greenbank Road 700 m east of Teviot Road 2 2,065 8

Kerry Road 800 m south of Jane St 2 1,552 5.5

Mt Lindesay Highway 700m south of Stoney Camp Road 2 16,111 10

Mt Lindesay Highway 400 m south of Camp Cable Road 2 18,920 8

Mt Lindesay Highway 300 m south of Pacer Avenue 2 8,830 11

Pub Lane On railway overpass 2 1,962 6

Quinzeh Creek Road South of Swanborough Road 2 1,169 5

Stoney Camp Road West of Andall Road 2 2,011 8

Teviot Road North of Wharburton Bridge 2 4,155 5

Teviot Road 150 m South of Cusack Lane 2 5,166 5

Waterford-Tamborine Road North of Camp Cable Road 2 6,047 7

Waterford-Tamborine Road South of Camp Cable Road 2 2,934 7

Source: Department of Transport and Main Roads, traffic census.

Figures D-3 and D-4 in Appendix D show the modelled AM peak volume/capacity ratios for the road network across the study area and beyond. Road sections of concern include:

Mt. Lindesay Highway north of Cedar Vale Road;

Beaudesert Road;

The northern section of Teviot Road and Middle Road;

New Beith Road north of Sentinel Road;

Johnson Road (west of Mt. Lindesay Highway linking to Browns Plains Road;

Sections of Green Road, Vansittart Road and Acacia Street connecting to highway service roads; and

Various roads to the east of Mt. Lindesay Highway, including sections of Wembley Road, Kingston Road, Beaudesert-Beenleigh Road, Waller Road and Waterford-Tamborine Road.

3.4. Travel patterns

Generally in SEQ, people are travelling further to access employment, recreation and education. The average distance travelled to work has increased from 11.6 km in 1992 to 16.3 km in 2004. Vehicle occupancy has sharply declined in recent years from 1.40 persons to 1.27 persons per vehicle. The historic trend in average peak hour travel


speeds has been towards reduced speeds and increasing congestion on arterial roads and motorways. Despite significant patronage growth in public transport, the public transport mode share has only slightly increased from 6.6 per cent in 1992 to 7.1 per cent in 2004. The proportion of trips by non-motorised modes has decreased from 15.1 per cent in 1992 to 10.8 per cent in 2004 as a result of the long distances travelled and the significant decline in school students walking or cycling to school.

An analysis of the trip distribution for all trip purposes was undertaken from the 2003/4 SEQ Travel Survey. Sample sizes for the former Beaudesert local government area (LGA) were rather low, with particularly limited surveys that utilised public transport as their mode. Hence, only total trip matrices have been considered (motorised and non-motorised trips) to draw statistically reliable conclusions. The analysis revealed that for all trips originating within the former Beaudesert LGA approximately 69 per cent of trips have destinations that are outside of the LGA. Major outside attractors included:

43 per cent of trips with a destination within the former Logan City Council boundaries;

14 per cent of trips with a destination within the Southern Brisbane and the former Redlands Shire Council boundaries;

7 per cent of trips with destinations in the Gold Coast and Tweed areas; and

4 per cent of trips with destination in the Brisbane CBD.

The 2006 Census shows a similar pattern for journey to work flows between the former Beaudesert LGA and other areas. Main journey to work destinations are Brisbane City and Logan City.

An analysis of the modelled existing sectorised total daily vehicle trip demand is shown in Table 3.2.


Table 3.2 Sectorised total daily trip demand for 2006

DestinationOrigin Beaudesert Bromelton Flagstone Jimboomba Logan South Beenleigh Yarrabilba Tamborine Rural South Boonah Ipswich Gold Coast Logan/Redland Brisbane South Brisbane North Buffer North Buffer West Buffer South TotalBeaudesert 10,971 529 302 1,587 354 99 67 657 994 119 92 376 189 461 171 30 22 23 17,043Bromelton 529 142 51 160 62 16 10 44 58 15 27 67 39 117 49 6 1 7 1,400Flagstone 295 54 6,279 2,190 3,078 237 134 147 40 16 922 344 962 3,179 903 63 32 25 18,900Jimboomba 1,576 158 2,127 12,502 2,708 610 705 786 186 41 442 947 1,275 2,673 851 79 22 42 27,730Logan South 317 48 3,025 2,691 84,754 7,080 1,209 500 153 83 3,804 3,881 25,752 33,238 5,913 627 316 198 173,589Beenleigh 89 16 252 587 6,997 37,819 957 423 55 20 588 14,811 14,257 6,695 2,051 235 80 130 86,062Yarrabilba 66 11 136 709 1,227 995 1,675 189 17 5 78 584 1,015 946 338 28 9 9 8,037Tamborine 678 44 139 776 486 427 206 15,417 153 29 88 5,168 618 788 383 38 13 102 25,553Rural South 1,028 63 55 184 140 43 23 154 4,338 57 77 375 128 307 138 25 8 21 7,164Boonah 119 16 12 37 79 18 4 28 63 15,340 1,704 145 122 777 392 51 148 19 19,074Ipswich 97 33 907 434 3,841 611 81 93 63 1,726 257,069 1,300 3,432 34,700 13,554 1,088 7,073 272 326,374Gold Coast 381 58 329 959 3,820 14,707 576 5,131 384 152 1,294 1,189,050 12,638 10,889 6,986 1,515 490 33,367 1,282,726Logan/Redland 197 34 994 1,266 25,744 14,151 1,001 608 121 119 3,404 12,570 366,311 97,551 22,210 2,946 560 616 550,403Brisbane South 450 130 3,212 2,687 33,384 6,613 964 774 287 783 34,727 10,848 97,576 987,770 184,871 19,359 3,627 1,614 1,389,676Brisbane North 185 47 841 823 5,711 2,094 307 357 135 366 13,423 6,978 21,874 184,345 881,591 120,185 2,566 1,931 1,243,759Buffer North 32 6 60 76 635 242 27 43 22 34 1,080 1,509 3,020 19,486 120,434 1,566,793 1,536 994 1,716,029Buffer West 20 2 20 16 317 74 10 15 8 158 7,095 512 573 3,667 2,615 1,505 638,463 390 655,460Buffer South 25 5 20 49 199 146 8 105 19 20 275 33,343 635 1,587 1,944 1,010 393 453,555 493,338Total 17,055 1,396 18,761 27,733 173,536 85,982 7,964 25,471 7,096 19,083 326,189 1,282,808 550,416 1,389,176 1,245,394 1,715,583 655,359 493,315 8,042,317

Destination

Origin Beaudesert Bromelton Flagstone Jimboomba Logan South Beenleigh Yarrabilba Tamborine Rural South Boonah Ipswich Gold Coast Logan/Redland Brisbane South Brisbane North Buffer North Buffer West Buffer South TotalBeaudesert 64% 3% 2% 9% 2% 1% 0% 4% 6% 1% 1% 2% 1% 3% 1% 0% 0% 0% 100%Bromelton 38% 10% 4% 11% 4% 1% 1% 3% 4% 1% 2% 5% 3% 8% 4% 0% 0% 1% 100%Flagstone 2% 0% 33% 12% 16% 1% 1% 1% 0% 0% 5% 2% 5% 17% 5% 0% 0% 0% 100%Jimboomba 6% 1% 8% 45% 10% 2% 3% 3% 1% 0% 2% 3% 5% 10% 3% 0% 0% 0% 100%Logan South 0% 0% 2% 2% 49% 4% 1% 0% 0% 0% 2% 2% 15% 19% 3% 0% 0% 0% 100%Beenleigh 0% 0% 0% 1% 8% 44% 1% 1% 0% 0% 1% 17% 17% 8% 2% 0% 0% 0% 100%Yarrabilba 1% 0% 2% 9% 15% 12% 21% 2% 0% 0% 1% 7% 13% 12% 4% 0% 0% 0% 100%Tamborine 3% 0% 1% 3% 2% 2% 1% 60% 1% 0% 0% 20% 2% 3% 2% 0% 0% 0% 100%Rural South 14% 1% 1% 3% 2% 1% 0% 2% 61% 1% 1% 5% 2% 4% 2% 0% 0% 0% 100%Boonah 1% 0% 0% 0% 0% 0% 0% 0% 0% 80% 9% 1% 1% 4% 2% 0% 1% 0% 100%Ipswich 0% 0% 0% 0% 1% 0% 0% 0% 0% 1% 79% 0% 1% 11% 4% 0% 2% 0% 100%Gold Coast 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 93% 1% 1% 1% 0% 0% 3% 100%Logan/Redland 0% 0% 0% 0% 5% 3% 0% 0% 0% 0% 1% 2% 67% 18% 4% 1% 0% 0% 100%Brisbane South 0% 0% 0% 0% 2% 1% 0% 0% 0% 0% 3% 1% 7% 71% 13% 1% 0% 0% 100%Brisbane North 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 1% 1% 2% 15% 71% 10% 0% 0% 100%Buffer North 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 7% 91% 0% 0% 100%Buffer West 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 97% 0% 100%Buffer South 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 7% 0% 0% 0% 0% 0% 92% 100%Source: VLC


The analysis reveals the following travel characteristics for the study area:

Only 1 per cent of total vehicle trips in SEQ have the study area as an origin or a destination.

Very few trips currently originate or end in Bromelton.

Beaudesert has an exceptional level of trip self-containment at 64 per cent.

Jimboomba and Flagstone have low levels of trip self-containment at 45 per cent and 33 per cent, respectively.

The main destinations for vehicle trips from Jimboomba and Flagstone are to Logan South and Brisbane South.

3.5. Existing public transport

Public transport in the study area is currently very limited. Only Beaudesert has scheduled bus services which are, however, limited to peak hour services on weekdays. TransLink through contractor Park Ridge Transit runs a service (route number 540) between Beaudesert town and the Brisbane CBD. The service operates inbound from both Beaudesert and Jimboomba with two morning services departing from both locations. There is only one outbound morning service from the CBD to Beaudesert. In the afternoon/evening one service is provided from Beaudesert to the CBD and three outbound services are provided from the CBD to Beaudesert. This low service frequency reflects the current low density rural development of the area. Average travel times to and from the Brisbane CBD are around 1.5 hours. This bus service does not operate on weekends and public holidays.

Anecdotal evidence suggests that some residents travel by private motor vehicle to major interchanges such as Browns Plains where better public transport services are available by Park Ridge Transit and Logan City Bus Service, both of which are under contract to TransLink. Two express services, Route 140 and 150, depart from Browns Plains Grand Plaza and arrive at Queen Street bus station in the Brisbane CBD in approximately 55 minutes. From Browns Plains, services to other locations such as Greenbank, Park Ridge, Heritage Park, Forestdale, Garden City, Springwood and the Logan Hyperdome are also available.

3.6. Existing walking and cycling network

The study area currently has no official cycle network. None of the major localities has currently a dedicated cycle path network. Cyclists need to utilise existing footpaths and road verges of variable quality and design (grass, bitumen or gravel). Pedestrian footpaths are provided within existing urban areas and rural centres and at

the entrance to schools.


4. Planning principles

The future form and function of the transport network will be an important factor in shaping the future land use structure of the study area and the integration of the South Western Corridor into the whole SEQ region from a transport perspective. The transport network needs to support the desired land use outcomes and a functional relationship between land use pattern and transport networks needs to be developed to ensure a sustainable transport outcome.

Underpinning the development of the future road network, and the transport network in general, should be a set of planning principles that guide the planning of the transport network for the study area and beyond. Planning principles for this study to guide the development of the road network plan were developed by the study team, as follows:

Strategic transport network planning principles to guide the role of the road within an overall multi-modal transport network;

Principles for the development of a functional road hierarchy to guide the relationship between the road network and the land use it serves;

Principles for access management to ensure land uses and activities are compatible with forecast traffic volumes;

Principles for freight planning to ensure the amenity of future urban areas and designate heavy vehicle routes; and

Design criteria for road network planning to guide the planning and design for existing and future road corridors.

These principles are presented in the remainder of this chapter.

4.1. Principles for strategic transport network planning

The fundamental principle of integrated transport and land use planning stipulates that transport systems and modes need to assist existing and future land uses to support sustainable transport outcomes. The future growth in the study area requires a well-connected road system and designated heavy vehicle routes, a high-capacity public transport system that connects trip generators and attractors, high mixed use developments around transit hubs, and accessible and permeable land uses within development areas to facilitate walking and cycling.

As the scope of this project is the development of a functional road hierarchy plan, this report does not specifically focus on planning for public transport, walking and cycling. These need to be developed as part of a comprehensive multi-modal transport strategy for the study area. There is significant opportunity for public transport and walking and cycling for these future urban areas. Further, the local road network will need to cater for public transport and cycling trips as well as car trips. Regional road corridors should cater for regional car and heavy vehicle trips. These principles are developed further in subsequent chapters of this report.

It is important that the transport network should be developed with transport corridors that cater for different functions, i.e. regional or through function, centre to centre


function and local function. Hence, the following principles for strategic transport network planning have been adopted for this study:

Regional function

Provide a high quality road network that provides strategic connections between key activity centres and destinations within the study area and across the South Western Corridor.

The national highway system involving the Mt. Lindesay Highway and the Summerland Way route is protected and developed to provide an inland alternative to the Pacific Highway.

Provide high quality freight routes that support and sustain the economic role of the sub-region within SEQ.

Freight movements should be facilitated by protecting the integrity of the regional road network and limiting the adverse impacts on urban and rural residential areas.

Centre to centre function Provide connectivity between and within future development areas based on a

legible strategic (regional) and local road networks.

Transport corridors, especially those necessary to the development of Greater Flagstone and Bromelton, are protected and developed to meet the needs of the study area and the South Western Corridor.

Corridor reserves for new strategic roads should allow for future growth in travel by all modes and especially public transport.

Minimise the extent to which the future road network encourages development outside the urban footprint.

Sub-regional linkages should not advantage private motor vehicle trips over public transport trips to access activity centres and employment areas.

Local function The functional road hierarchy characteristics should be appropriate for the

adjacent land use. For example urban residential land uses should only access local streets and enterprise areas should access regional road routes.

Meet the needs for various types of trips (short, medium and long trips) between the different communities and areas and linkages to areas outside the region.

Within development areas, the local road network will advantage sustainable transport modes, i.e. public transport, walking and cycling.

4.2. Development of a functional road hierarchy

The basis for ongoing planning and management of roads is the road hierarchy which defines the functional objectives of each type of road and the preferred land use adjacent to that corridor. The purpose of a road hierarchy is to:

Provide an objective basis for traffic management,


Protect the performance and safety of the road network, and

Facilitate efficient road investment.

The functional road categories as defined by Council and TMR and proposed for the study area are provided in Table 4.1 These functional road classifications are used for planning and design purposes as they determine the criteria for access, speed and traffic volumes. This is because criteria such as traffic volume and road width in themselves are not sufficient to determine the function of a road. A road’s place in the hierarchy is primarily defined by its role in the overall transport network and land use/transport interactions (Brindle 2003). Table 4.2 builds on TMR’s and Council’s road categories and presents a functional road hierarchy definition for the study area. Based on this hierarchy, corresponding design and traffic management characteristics can be defined as outlined in the following chapters.

Table 4.1 Applicable road hierarchy classifications

Logan City Council/Scenic Rim Regional Council

Department of Transport and Main Roads

Functional classification Functional classification

Urban Rural Not covered National/State/ Regional

highway or motorway National/State/ Regional highway or motorway

Arterial Arterial Intra-regional arterial/ rural arterial

Sub-Arterial Sub-Arterial Traffic distributor

Major collector Main Street -

- Distributor/secondary road Major collector

Collector Minor collector Minor collector

Access street Access street Access street

Local access/ Access place Access place Access place

Sources: Beaudesert Shire Council (2000) and Department of Main Roads (2004)

Table 4.2 Functional road hierarchy for the study area

Road function Description

Highway/motorway Carries trips through region and between regions. Caters for interstate trips.

Arterial Carries trips through a region or a sub-region.

Sub-Arterial Provides a connection between the major collector and the arterial network.

Major collector Consolidates and distributes trips within and between neighbourhoods and subdivisions.

Collector Carries trips that end within the neighbourhood or subdivision.

Access street Provides direct access to residential sites.


4.3. Principles for access management

The determination of a functional road hierarchy is closely related to access management. Controlling access from abutting land uses is linked to the strategic function of a road and the type of trips it serves (Brindle 2003). The purpose of access management is to “limit and direct some of the key interactions between land use and roads at the local level, to protect safety and efficiency of the transport function of the road, while acknowledging the needs and amenable use of adjacent land. The rationale and tools of access management are thus an important part of integrated land use-transport planning at the local level” (Austroads 2000). Access management can help reduce traffic congestion and improve capacity utilisation on arterial roads. For access management purposes, roads can be categorised as (Austroads 2000): Limited access roads.

Roads with minimal direct access.

Roads with frequent but regulated access.

Roads with no traffic-related access restrictions.

Austroads (2000) suggests a framework for access management which is a useful approach at the network planning level (Table 4.3).


Table 4.3 Access management framework for the study area

Source: Austroads (2000)


At the local level, access management for a road depends on its function, its location (i.e. whether urban or rural), desired operating speed, scale of future development and forecast traffic volume. Local access management can be achieved by using a range of physical measures such as limitations to driveways, intersection spacing, parking and turn controls, and the use of local street widening and medians.

Access management through intersection spacing is identified in Table 4.4. This policy is based on TMR’s Road Planning and Design Manual (2004) and Logan and Scenic Rim Council’s Design and Construction Manual (2000). Logan City Council is currently working on an update of its manual. Table 4.4 Intersection spacing policy

Road classification Desired intersection treatment Minimum intersection spacing

Highway/Motorway Grade separated in urban area: 2

km for 4 lane

facility, 3 km for

6 lane facility

in rural area: 5-8

km

Arterial Signalised 500 – 1000 m

Sub-arterial At grade, signalised or

roundabout

300 m

Major collector At grade, roundabout or priority 100 m

Collector/Access street At grade, priority 60 m

4.4. Planning for freight

The freight task in SEQ depends strongly on the road network as urban rail can only play a minor role in transporting goods door to door, to warehouses, shopping centres and other commercial land uses. The aim of planning for freight is to meet the needs of road freight while reducing the impacts heavy vehicles have on the environment and local amenity. Key principles of planning for urban freight include (based on Austroads 2003): Ensure freight generating developments, industries and activities are located close

to appropriate routes, major arterial roads or rail with linkages to the wider transport network.

Use route planning to minimise impacts on existing and future land uses.

Implement access management to minimise impacts on existing and future land uses.

Ensure there is sufficient land for ancillary freight services and truck parking.

Develop a freight hierarchy for the planning area.


Ensure network design reflects the role of freight routes and includes connectivity to intermodal facilities and connectivity between major industrial areas and freight generating precincts.

Identify preferred truck routes, over-dimensional truck routes, hazardous load routes and high productivity vehicles (e.g. B-Doubles, B-Triples).

Separate local and through traffic.

Austroads (2007) suggests that: Route and link planning should be undertaken in the context of corridor and area

strategies

Route planning should consider alignment options

Link plans should typically cover 15-20 years

Link plans should contain a statement of intent, broadly indicating expectation about the future function for the link and likely initiatives

Priority links should be nominated for initial attention due to funding limitations.

Most roads should be able to accommodate the majority of freight vehicles that operate on the road network but there are benefits in identifying as early as possible a hierarchy of freight routes to allow appropriate access management and integration of land use planning and freight network planning. Table 4.5 provides a freight hierarchy based on primary and secondary freight routes, which is a nomenclature used by the Queensland Government (see e.g. Department of Infrastructure and Planning 2008, Queensland Transport/Department of Main Roads 2007). Table 4.5 Road hierarchy and freight function

Road classification Freight movement

Highway/Motorway Primary freight route (facilitates high volume, B2B freight movement)

Arterial Primary or secondary freight route

Sub-arterial Secondary (facilitates freight distribution to retail outlets and warehouses)

Major collector Access only to appropriate areas

Collector/Access street Access only to appropriate areas

Primary freight routes are part of the National Land Transport Network (formerly AusLink) that consists of highways/motorways and arterial roads which typically: Link strategically important economic regions (key freight centre, industrial,

agricultural and manufacturing areas, intermodal, sea and airports), within and external to a state.

Have a relatively high volume of heavy freight vehicles through the majority of the day.

Provide access for long distance freight vehicle movements.

Secondary freight routes can be defined as an arterial route which generally: Supplements primary freight routes.


Provides sub-regional (urban and rural) access to primary freight routes.

Provides sub-regional (urban and rural) links between freight sinks.

May have a relatively lower proportion of heavy freight vehicles than primary routes.

Austroads (2007) suggests a number of policy instruments that can be used to manage freight routes (Table 4.6).


Table 4.6 Possible policy instruments for freight planning

Source: Austroads 2007 4.5. Design criteria for road network planning

Design standards or levels of service (LOS) are a qualitative measure to describe road users’ perception of the operational conditions of the transport system. The level of service of a road defines the qualitative conditions of a traffic stream (see Table 4.7). The capacity of a road is influenced by the terrain and the design speed amongst many other things (refer to Chapter 5 of the Road Planning and Design Manual, Department of Main Roads, 2004). For roads, the levels of service are


categorised into 6 levels, from A to F, with level A the best and level F the worst traffic conditions. Table 4.7 Level of service definitions for roads

Level of Service Description

A

(max V/C 33%)

Condition of free flow in which individual drivers are virtually unaffected by the presence of others in the traffic stream. Freedom to select desired speeds and to manoeuvre within the traffic stream is extremely high, and the general level of comfort and convenience provided is excellent.

B

(max V/C 50%)

Zone of stable flow and drivers still have reasonable freedom to select their desired speed and to manoeuvre within the traffic stream although the level of comfort and convenience is a little less than with level of service A.

C

(max V/C 65%)

Also in the zone of stable flow but most drivers are restricted to some extent in their freedom to select their desired speed and to manoeuvre within the traffic stream. The level of comfort and convenience declines noticeably at this level.

D

(max V/C 80%)

Close to the limit of stable flow and is approaching unstable flow. All drivers are severely restricted in their freedom to select their desired speed and to manoeuvre within the traffic stream. The general level of comfort and convenience is poor, and small increases in traffic flow will generally cause operational problems.

E

(max V/C 100%)

Traffic volumes are at or close to capacity, and there is virtually no freedom to select desired speeds or to manoeuvre within the traffic stream. Flow is unstable and minor disturbances within the traffic stream will cause breakdown.

F

(max V/C > 100%)

The zone of forced flow. With it, the amount of traffic approaching the point under consideration exceeds that which can pass it. Flow breakdown occurs and queuing and delays result.

Source: Austroads, 1999

The values of maximum number of vehicles per day (vehicles per day) for specific road types in the hierarchy are shown in Table 4.8. These have been calculated based on the road capacity guidelines published by Austroads (1999) and reflect the modelled one-way peak hour capacity for each road type as coded in the SouthROC model (middle column). The calculated daily volumes for level of service C (right hand column) and level of service D (left hand column) represent useful planning triggers for road upgrades. TMR’s Road Planning and Design Manual suggests for planning purposes a level of service C to be desirable but in practice, depending on the standard of the road and access arrangements, provision for a level of service D or even E may be acceptable, given government budget constraints and actual operating conditions on many urban roads in SEQ.


Table 4.8 Maximum AADTs for desired standards of service for roads

Road hierarchy

Maximum capacity

(vehicles per day, two-way)

LOS D

Maximum hourly capacity*

(one-way per lane, in peak)

LOS D

Maximum effective capacity**

(vehicles per day, two-way)

LOS C

Highway/motorway

6-lane

4-lane

2-lane

96,000

72,000

36,000

1,600

1,800

1,800

83,000

62,000

31,000

Arterial

4-lane

2-lane

44,000

22,000

1,100

1,100

33,000

16,500

Sub-Arterial

4-lane

2-lane

32,000

16,000

800

800

24,000

12,000

Major collector 12,000 700 10,000

Collector/access street

8,000 600 6,500

* As coded in the SouthROC model (VLC). ** Based on K factor 0.1, 60/40 directionality, LOS C (as per Austroads 1999).

For the assessment of required road upgrades, future year deficiencies can also be plotted as volume/capacity ratios which are based on the assumed peak hour deficiency volumes as coded in the SouthROC model. The US Highway Capacity Manual, on which Austroads (1999) is based, provides a graphical representation of the level of service by lane capacity and free flow speed on a freeway. This is shown in Figure 4.1. Based on this graphic, for example, a motorway standard road with 1800 passenger car units per lane per hour with a free flow speed of 110 km/h would provide a level of service D. On the same motorway, the actual capacity would remain the same but the vehicles per hour per lane would vary depending on the proportion of heavy vehicles present. A 10 per cent proportion of heavy vehicles would reduce the capacity of that lane by 20 per cent (assuming 2.0 average passenger car equivalents for heavy vehicles on level terrain). Such trigger values are generally acceptable for use in area planning studies such as this project where specific topography, geometry and intersection configurations are not known and where road linkages need to be assessed at a network level.


Figure 4.1 Speed flow curve and LOS for basic freeway segments (from Highway Capacity Manual, exhibit 23-3)


5. Land use assumptions in the study area

5.1. Background

Growth in population, housing and employment is driving demand for transport infrastructure across SEQ. The urban growth in SEQ will be limited to the urban footprint and will be accommodated through a combination of infill and redevelopment of existing areas and greenfield development in designated future urban areas. The Regional Plan advocates growth to be focused in urban activity centres and along high frequency public transport corridors. Transport networks will have to expand to service future development areas.

The Regional Plan identifies the south-western growth corridor that encompasses the areas of Logan City and Scenic Rim Regional Council including the study area. This corridor currently has one of the lowest levels of employment self-containment with the majority of workers travelling to adjoining Brisbane City, Ipswich and Gold Coast for work.

The Regional Plan envisages significant growth for the south-western corridor and expects that this corridor will accommodate regionally significant levels of residential and employment growth in the medium to long term. The Regional Plan states that an additional 85,000 dwellings are needed in the south-western corridor by 2031, with a minimum of 30,000 dwellings created through infill and redevelopment and 55,000 dwellings created through development of future urban areas. A breakdown of dwelling targets for the local government areas in the south-western corridor and total SEQ are provided in Table 5.1. The South Western Corridor is expected to accommodate a proportionally large amount of future urban growth compared to the total SEQ region.

Table 5.1 Dwellings by local government area (2006 – 2031)

2006 2006 – 2031 Local

government

area Existing

dwellings

Total additional

dwellings by

Minimum infill and

redevelopment

Balance areas and/or

additional in existing

urban areas

Logan 90,179 70,000 28,000 42,000

Scenic Rim 13,652 15,000 2,000 13,000

Total south-

western corridor 103,831 85,000 30,000 55,000

Total SEQ 1,124,388 754,000 374,000 380,000

Source: SEQ Regional Plan 2009 - 2031

The immediate aim of the Regional Plan is for the planning of regional development areas such as Greater Flagstone, Bromelton and Yarrabilba. These are required to achieve ongoing land supply through the delivery of masterplanned communities. The Queensland government recognises that regional development areas are likely to


require substantial state infrastructure and are expected to yield significant dwelling and employment yields.

The local development area of Beaudesert South is expected to deliver dwelling targets and employment for the local area.

Plans for the above development areas are being prepared by Logan City and Scenic Rim Regional Councils in the form of structure plans under the Integrated Planning Act 1997. These are informal structure plans that will be used as a basis for submitting a proposed planning scheme amendment or application for preliminary approval.

The development areas require coordinated planning of future development and infrastructure based on principles of smart growth and timing and delivery of infrastructure in sequence with development.

The regional development areas of Grea

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