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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 Greater Flagstone, Bromelton and Yarrabilba are remote from existing urban areas and require significant extensions of existing transport networks and new urban infrastructure.

5.2. Traffic model development

SKM commissioned Veitch Lister Consulting (VLC) to provide the transport demand forecasting for this study. It was considered that the Zenith model is the most suitable model for the study as it is currently the only model that can forecast at a fine zone level and at the same time reflect the interregional issues emanating from the study area.

The Zenith model comprises a ‘core’ or modelled area of SEQ, plus an extensive ‘buffer’ area, which extends north of Gympie, west of Toowoomba and southward into NSW. Use of such a large buffer area largely eliminates the need to make assumptions as to externalities or boundary conditions in respect of the ‘core’ area.

VLC maintain their demographic data inputs for the SEQ model at a fine zone system with 5452 ‘small areas’ which are at Census Collector District level or finer. For the regional planning and localised studies of specific areas, VLC use a coarser zones (1533 system) model and replace zones in and around the ‘area of interest’ with the small area zones. The zone system adopted for this study is a further refined version of the system originally prepared for use in the SouthROC model prior to this study for the Southern Regional Organisation of Councils (SouthROC).

The main changes relative to the SouthROC model zone system are:

Ipswich City – the 1533 zone system replaced with the ‘small area’ system, and further subdivisions made in Ripley Valley and Springfield.

Tweed Shire – the fine zone system used in the VLC Tweed model was reverted back to coarser system.

Additional zone subdivisions incorporated in various major development areas, including Rochedale, Park Ridge, Flagstone, Yarrabilba, Bromelton, Beaudesert Township and Coomera.


The SouthROC model has been calibrated to the year 2006. A copy of VLC’s model validation report is provided in Appendix C. 5.3. Demographic assumptions

A strategic transport model and its traffic forecast are based on a set of demand and supply assumptions. The demand assumptions are represented by demographic (population and employment) forecasts at zone level and the supply assumptions are the future transport network that is assumed to be required to cater for the demand. The demographic assumptions for the West Mt. Lindesay study are presented in this chapter and the transport network assumptions are discussed in the following chapter.

In March 2008, the State Government implemented changes to Local Government Area boundaries in Queensland. The principal effects in the study area involved:

Transferring Bethania, Beenleigh and Eagleby from Gold Coast City to Logan City,

Transferring the northern parts of Beaudesert Shire to Logan City, and

Amalgamating the balance of Beaudesert Shire with Boonah Shire to form the Scenic Rim Regional Council.

These boundary changes create a ‘transitional’ problem for demographers, in terms of comparing new and previous demographic projections and also in terms of relating these back to base year data (e.g. the 2006 Census).

Given that almost all of VLC’s current data sources are in terms of the old LGA boundaries, the demographic assumptions are presented in terms of the former 2006 LGA boundaries.

It was agreed by the Technical Working Group that the study area would be modelled as a hypothetical composite scenario at full development to account for the different areas being developed to different planning horizons. In other words, the resulting land use scenario used in this study is an ‘ultimate’ scenario.

As a principle, the latest draft and final Outline Structure Plans were used as inputs into the ‘ultimate’ demographics. The purpose of Outline Structure Plans is to guide the preparation of Structure Plans in accordance with the requirements of the SEQ Regional Plan. Using these plans ensures that the model is based on the latest available local government planning for full (or ultimate) development. The only change that was made to the Outline Structure Plans related to employment estimates for Bromelton in response to the initial traffic model run. The following chapters provide an overview of the draft and final Outline Structure Plans that were used for the modelling.

5.3.1. Greater Flagstone

In accordance with the Draft Greater Flagstone Outline Structure Plan the future expected land use and demographics were incorporated into the SouthROC model (refer Figure 5.1). The gross areas of each land use zone were determined and allowances were made for educational facilities and roads to derive gross developable areas. Planned (net) residential densities were applied to these gross developable


areas to estimate dwelling yields. VLC applied their own estimates of average household occupancy for each proposed density to derive the potential resident populations. A comparison of the traffic model’s residential capacity and those in the draft OSP are provided in Table 5.2.

The traffic model contains about 3 per cent more dwellings compared with the draft OSP but only 92 per cent of the population. The population difference is due to VLC’s use of different ‘average occupancies’ for each residential density compared with the ‘across the board’ 2.8 persons per household occupancy rate assumed in the draft OSP.

Due to an absence of details (as to plot ratios, height limits etc), VLC were not been able to ratify the total employment suggested by the draft OSP. VLC’s employment estimates were largely based on totals quoted in the draft OSP (refer Table 5.3).

Based on more detailed, estimated household profiles for each residential density, it was estimated that Greater Flagstone would have a resident workforce of 61,375 (approximating 44 per cent of its population) and a resulting job/worker ratio of 51 per cent.

These demographic assumptions for Greater Flagstone remained unchanged throughout the duration of the study.


Figure 5.1 Draft Greater Flagstone Outline Structure Plan


Table 5.2 Estimated population and employment in Greater Flagstone

Table 5.3 Estimated employment in Greater Flagstone


5.3.2. Bromelton

The inputs for this study are based on the work that was undertaken as part of the Bromelton Outline Structure Plan which was the latest available information. The original forecast employment for the Bromelton State Development Area (SDA) that was used for this study is shown in Table 5.4. These forecasts are based on a draft report by Economic Associates (2008) and commercial-in-confidence information from the major landholders in the area.

Table 5.4 Original estimated employment at Bromelton

Jobs by industry group Sub-area Total jobs

Transport Storage Related industry Others

Developers/landholders 33,835 8,120 15,590 10,100 25

District Centre 1,100 - - - 1,100

Local Centre 400 - - - 400

Total 35,335 8,120 15,590 10,100 1,525

The above employment assumptions for Bromelton changed after the first model run as it became apparent that the forecasts for related industry jobs in the northern part of the development area were too optimistic as there is currently no development planned. The revised estimated employment numbers used for subsequent model runs are shown in Table 5.5 and reflect development in central Bromelton but exclude development at the northern end of the SDA (refer Figure 5.2).

Table 5.5 Revised estimated employment at Bromelton

Jobs by industry group Sub-area Total jobs

Transport Storage Related industry Others

Developers/landholders 19,835 8,120 11,590 100 25

District Centre 1,100 - - - 1,100

Local Centre 400 - - - 400

Total 21,335 8,120 11,590 100 1,525


Figure 5.2 Draft Bromelton Outline Structure Plan


5.3.3. Beaudesert

Scenic Rim Regional Council provided an unpublished, modified version of the draft Beaudesert OSP (refer Figure 5.3) which includes some minor expansions of the residential zones and modifications to the planned densities. The estimated residential and employment figures for Beaudesert are provided in Table 5.6 and Table 5.7. VLC estimated the minimum employment required in Beaudesert to provide the broader 70,000 population with local goods and services at 15,650 jobs including an anticipated local enterprise precinct. The higher employment assumptions by VLC for Beaudesert (as compared to the OSP) were accepted by the Technical Working Group.

Table 5.6 Estimated residential capacity in Beaudesert

Table 5.7 Estimated employment in Beaudesert


Figure 5.3 Draft Beaudesert Outline Structure Plan


5.3.4. Jimboomba

Jimboomba is currently developing at both sides of the Mt. Lindesay Highway and is generating significant local traffic from the rural residential development in the area. Logan City is planning to undertake a structure plan for Jimboomba but has not indicated how it intends to distribute the population. Hence, the Beaudesert WOSPP projections for Jimboomba were used for this study. These forecasts suggest an expansion of Jimboomba from its current population of about 7,700 residents to a population of about 8,600 by 2026 and a population of 14,240 by 2051. The latter figure was used for this study as the population at full development. The ultimate employment forecasts from the WOSPP for Jimboomba of 2,556 were also adopted.

5.3.5. North Maclean

Under the Regional Plan, this area is an Identified Growth Area for employment which indicates that it is currently outside the urban footprint but included in the regional planning horizon beyond 2031. The North Maclean investigation area contains 230 hectares which have been identified in the Regional Plan as able to accommodate an enterprise precinct. This precinct would adjoin the Mt. Lindesay Highway. At this stage Logan City Council has not indicated how it intends to approach the planning for this future employment area and hence no employment assumptions were made for this area.

5.3.6. Park Ridge

Logan City Council provided a draft copy of the latest Park Ridge Structure Plan and a draft ‘land use specification’ (see Figure 5.4). The estimated residential capacity of the Park Ridge area is provided in Table 5.8 and the estimated employment is provided in Table 5.9. The estimated population of 51,800 at full development represents an increase of 47,500 people over the current (2006) population of 4,300. The LGMS suggests that 30,000 of this population growth would occur by 2026.

The estimate of 43,000 jobs under full development used for this study is 30 per cent greater than the potential 32,500 estimated by LCC’s consultant (Foresight). It should be noted that if the town centre, business park and MIBA zones were developed fully for commercial uses, it is estimated that overall employment capacity could be around 139,000 jobs. Although this number of jobs could be physically accommodated, it is unlikely that there would be such demand in this locality. Given the above range of outcomes from the draft plan, the estimated job numbers were considered to be a reasonable compromise between ‘likely’ and ‘possible’.


Figure 5.4 Draft Park Ridge Structure Plan


Table 5.8 Estimated residential capacity of Park Ridge

Table 5.9 Estimated employment in Park Ridge

5.3.7. Other areas

The demographic assumptions for areas outside the study area are summarised in Table 5.10.

Logan City Council provided its latest projections of residential development to 2031 from its population model. With the exception of the Park Ridge Structure Plan area, this data set is consistent with Council’s Local Growth Management Strategy of June 2007. The Council’s 2031 data was superimposed with the Park Ridge Structure Plan area with its assessed full development levels. The Draft Yarrabilba Outline Structure Plan was used as the basis for the estimated demographics of that area. Yarrabilba was not included in Logan City Council’s Local Growth Management Plan as this was developed before the local government amalgamation in 2008. It should be noted that the total population for Logan City is about 15 per cent higher than PIFU’s recent projection of 228,722 for 2031. The above estimate of 42,976 jobs for Park Ridge (ultimately) is 30 per cent greater than the potential 32,500 estimated by Council.


Gold Coast City Council were still finalising their latest demographic estimates for 2031. Given that the figures would not be finalised and approved by Council for several months, it was agreed that for the purposes of this study, VLC would need to make their best estimate of the 2031 development pattern. Hence, VLC have used PIFU’s resident population projections for 2026 (as released in May 2007) as a base. This data set forecast a resident population of 762,500 by 2026. To bring this population up to the 860,000 persons now forecast by PIFU in 2031, VLC added further residential growth in specific areas anticipated to accommodate the longer term growth. A majority of this extra residential growth was accommodated in 9 specific SLA’s with the remainder dispersed in smaller increments.

Ipswich City Council provided the demographic projections from their own traffic model for 2026 and for full development. However, this data did not account for changes in planning intent for Ripley Valley and Greater Springfield, as evidenced in their respective recent structure plans. Also, the city’s model data predicted a population of only 304,000 persons by 2026, compared to PIFU’s earlier projection of 352,000 by 2026 and 437,000 by 2031. In order to prepare the base demographics for 2031 (consistent with PIFU’s latest estimated population of 466,061), the ultimate capacities of Springfield and Ripley were affirmed and then the intended sequencing was applied to determine development levels by 2031. When the Council’s 2026 data in these areas was replaced with these revised 2031 projections, there was still a 50,000 population shortfall relative to the PIFU target. To ‘top up’ the total population, areas were identified that Council anticipated would have development during 2021-2026 and would have capacity for further growth between 2026 and the full development scenario. A similar process was followed in respect of employment levels. Table 5.10 Estimated population and employment in areas outside the study area (2031)

Area Population Employment

Logan City (balance) 212,119 83,297

Park Ridge 51,811 42,976

Yarrabilba 52,796 17,300

Logan Subtotal 316,726 143,573

Gold Coast 860,000 349,000

Ipswich 466,061 192,752

Source: VLC


6. Future road network development

6.1. Key questions

The study needs 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?

The process to answer these key questions involved the testing of road network alternatives, utilising demands derived from the 2031 fully developed land use scenario outlined in chapter 5. The focus of the analysis has been on the internal road network to support the study area and the key regional strategic corridors that would be needed to connect the study area to other areas under this full development scenario. 6.2. Modelling process

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 base model run used the demographic assumptions for a fully developed land use across the study area (but not beyond) as discussed in chapter 5. The analysis involved identifying the road network deficiencies, and based on the design criteria defined in chapter 0, 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 Run 2 network.

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. 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.

Figure 6.1 illustrates the modelling process. The modelled network improvements and key transport infrastructure options and their results are discussed in the following chapters.

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


6.3. Run 1

6.3.1. Transport network assumptions

6.3.1.1. Road network

The Technical Working Group agreed that the base road network for the study area to be used in the base (first) model run would represent a compromise between a ‘do minimum’ network and elements of a hierarchical strategy developed to cater for the full urban development of the study area. The additions and road improvements included in this base road network (relative to the 2006 road network) have been specified in consultation with TMR and the Technical Working Group and are based on the relevant outline structure plans and latest planning for the Mt. Lindesay Highway as at March 2009.

Figure 6.2 presents the base road network. Table 6.1 lists the principal roads in the study area and their existing and future assumed form.

6.3.1.2. Public transport network and services

Both the Draft Flagstone outline structure plan and the draft Park Ridge Structure Plan were developed with passenger rail services in mind; that is passenger rail operating in the interstate rail line corridor. However, a decision has yet to be made by the Queensland Government in regards to the feasibility of such a rail service. Hence, for Run 1, no such assumption has been made and the public transport system was assumed to involve bus services only.

The public transport (bus route) coverage planned for the region by 2016 as per the TransLink Network Plan is shown in Figure 6.3. For these bus services 20 minute peak hour frequencies and 40 minute off-peak frequencies were assumed. In addition, four new bus routes were coded to service future development areas (including Park Ridge) at 15 minute peak hour frequencies and hourly frequencies in the off-peak. The following major routes were coded in the model:

Route A – from Beaudesert via Bromelton and Flagstone to Springfield Rail Station

Route B – from Flagstone via Jimboomba and Yarrabilba to Beenleigh Rail Station

Route C – from Grand Plaza via Park Ridge and Yarrabilba to Beaudesert

Route D – from South Flagstone via Grand Plaza to Woodridge Rail Station

The SouthROC model assumes an overall public transport mode share of 3.6 per cent, with Greater Flagstone and Beaudesert public transport mode shares below 2 per cent. This is based on data from the SEQ Household Travel Survey.


Figure 6.2 Run 1 network


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

Road name Section Existing form Run 1 form

Park Ridge area

Park Ridge Road Mt. Lindesay Highway to Chambers Flat Road

2 lane arterial 4 lane sub-arterial

Middle Road Old Greenbank Road to Mt. Lindesay Highway

2 lanes to Victor St., then 4 lanes to Mt. Lindesay Highway

2 lane sub-arterial

Springfield-Greenbank Arterial

Middle Road to Springfield Lakes

2 lane arterial 4 lane arterial

Stoney Camp Road Mt. Lindesay Highway to Teviot Road

2 lane rural arterial 4 lane arterial

Granger Road Mt. Lindesay Highway to Botany Court

2 lanes local rural road 2 lane arterial

Greater Flagstone area

Crowson Lane Mt. Lindesay Highway to Teviot Road

2 lane rural arterial 2 lane sub-arterial

Chambers Flat Road

Mt. Lindesay Highway to Kingston Road

2 lane arterial to Bumstead Road, then 4 lanes to Kingston Road

2 lane sub-arterial to Park Ridge Road, then 4 lane arterial to Kingston Road

New Beith Road Spring Mountain Drive to Goodna Road

2 lane local rural road 4 lane arterial

Spring Mountain Drive/Pub Lane

Platypus Drive to Teviot Road

2 lanes local rural road 2 lane sub-arterial

Scott Lane Teviot Road to Mt. Lindesay Highway

2 lane local rural road 4 lane sub-arterial

Olson Road Teviot Road to interstate rail line


Homestead Drive Teviot Road to interstate rail line


Teviot Road Wyatt Road to Stoney Camp Road


Undullah Road SIC to New Beith Road - 4 lane arterial

Jimboomba area

Stockleigh Road Mt. Lindesay Highway to Waterford Tamborine Road

2 lane local rural road 2 lane collector

Camp Cable Road Mt. Lindesay Highway to Waterford-Tamborine Road

2 lane arterial 2 lane sub-arterial

Cusack Lane Teviot Road to Mt. Lindesay Highway


Strategic, regional motorway standard corridors

Mt. Lindesay Highway

Browns Plains Road to Park Ridge Road

4 lane freeway to Green Road, then 2 lanes to Park Ridge Road

6 lane highway/freeway


Park Ridge Road to Chambers Flat Road

2 lane arterial 4 lane highway/freeway


Road name Section Existing form Run 1 form


Chambers Flat Road to Woodhill



Woodhill to Beaudesert


Southern Infrastructure Corridor (SIC)

Teviot Road to Cusack Lane

- 2 lane freeway


Cusack Lane to Mt. Lindesay Highway

- 4 lane freeway


Mt. Lindesay Highway to Waterford-Tamborine Road

- -


Waterford-Tamborine Road to Beenleigh-Beaudesert Road

- 2 lane freeway

Bromelton area

Bromelton Arterial Barnes Road to SIC - 4 lane freeway

Bromelton Arterial Woodhill to Barnes Road

- 4 lane freeway

Bromelton Arterial Barnes Road to Boonah-Beaudesert Road

- 4 lane freeway

Bromelton Arterial Boonah-Beaudesert Road to Mt.Lindesay Highway

- 2 lane arterial

Brabazon Road Tilley Road to Allan Creek Road


Allan Creek Road Brookland Road to Mt. Lindesay Highway

2 lane local rural road 2 lane sub-arterial to Bromelton House Rd., then collector to Mt. Lindesay Highway

Bromelton House Road

Beaudesert Boonah Road to Allan Creek Road

2 lane local rural road 2 lane collector

Sandy Creek Road Josephville Road to Beaudesert Boonah Road


Beaudesert area

Beaudesert-Boonah Road

Mt. Lindesay Highway to interstate rail line


Beaudesert western bypass

Helen Street to Mt. Lindesay Highway

- -

Beaudesert southern ring road

Mt. Lindesay Highway to Beaudesert-Nerang Road

- 4 lane arterial to Cryna Road, then 2 lane arterial


Mt. Lindesay Highway to Beaudesert – Beenleigh Road

2 lane sub-arterial 2 lane sub-arterial


Figure 6.3 Run 1 public transport network


6.3.1.3. Importance of walking and cycling

There is currently no official cycle network in the study area. As development densities increase in key regional activity centres and key employment areas, there will be a need to develop a comprehensive and permeable network of both regional and local walk and cycle networks to predominantly service the local short trips. For the purposes of this study, the SouthROC model assumed an average walking and cycling mode share across the study area of 17.2 per cent, with Greater Flagstone and Beaudesert walking and cycling mode shares of 21 per cent and 18 per cent, respectively. This is quite high and achieving such a mode share would require a comprehensive internal walking and cycling network which should be part of Council’s structure planning process. 6.3.2. Results of Run 1

6.3.2.1. Future travel patterns

An analysis of the modelled future sectorised total vehicle trip demand for Run 1 with the fully developed land use scenario is shown in Table 6.2. Run 1 (2031, fully developed) used a fixed vehicle matrix which means that the future travel characteristics for the study area are assumed to be similar to the current situation. However, due to the significantly increased population and employment in the study area some differences to the existing situation can be identified: Bromelton has a low trip self-containment of 25 per cent and 24 per cent of trips

ending in Beaudesert and 20 per cent in Greater Flagstone.

Beaudesert and Greater Flagstone have a high level of trip self-containment at 70 per cent and 67 per cent, respectively.

Only 4 per cent of vehicle trips from Greater Flagstone are to Ipswich and 8 per cent to Logan South.

Jimboomba continues to have low levels of trip self-containment at 26 per cent.

Yarrabilba has 62 per cent vehicle trip self-containment with 6 per cent of vehicle trips to Greater Flagstone and 7 per cent to Logan South.

It would be fair to say that the modelled trip self-containment for Run 1 under full development is optimistic. The trip self-containment is a function of the employment expected in the study area. If anticipated employment levels are not achieved, more and longer trips would be occurring from Greater Flagstone and Beaudesert to other areas in Logan and to South Brisbane, Ipswich and Gold Coast.


Table 6.2 Sectorised daily vehicle trip demand for Run 1

DestinationOrigin Beaudesert Bromelton Flagstone Jimboomba Logan South Beenleigh Yarrabilba Rural South Ipswich Gold Coast Brisbane South Other TotalBeaudesert 83287 12174 6895 3517 2140 391 2466 3157 869 1509 1987 812 119,204Bromelton 12155 12749 10262 2333 1983 361 1737 1881 1487 1305 2496 1377 50,126Flagstone 6851 10304 181991 10999 21601 1239 7325 1718 9489 2453 12033 3686 269,689Jimboomba 3475 2355 11016 11406 3913 564 4934 623 1060 1003 2479 724 43,552Logan South 2164 1997 21411 3873 231987 13874 8060 1140 15359 8755 91147 11402 411,169Beenleigh 419 379 1280 563 13768 66957 3784 440 1749 28838 30074 3892 152,143Yarrabilba 2479 1740 7338 5017 8086 3789 75351 3342 1500 5132 6555 1818 122,147Rural South 3165 1885 1769 627 1126 420 3341 38,167 3402 6348 1854 1099 63,203Ipswich 875 1483 9500 1099 15313 1705 1517 3447 941,319 4,158 75,542 43,973 1,099,931Gold Coast 1481 1311 2434 1029 8744 29011 5038 6334 4,203 2,013,696 38,463 75,631 2,187,375Brisbane South 1954 2492 11941 2501 91199 29960 6509 1844 75,382 38,099 1,924,348 285,111 2,471,340Other 826 1385 3464 688 11255 3783 1783 1045 43,917 75,295 283,881 5,424,179 5,851,501Total 119131 50254 269301 43652 411115 152054 121845 63,138 1,099,736 2,186,591 2,470,859 5,853,704 12,841,380

DestinationOrigin Beaudesert Bromelton Flagstone Jimboomba Logan South Beenleigh Yarrabilba Rural South Ipswich Gold Coast Brisbane South OtherBeaudesert 69.9% 10.2% 5.8% 3.0% 1.8% 0.3% 2.1% 2.6% 0.7% 1.3% 1.7% 0.7% 100.0%Bromelton 24.2% 25.4% 20.5% 4.7% 4.0% 0.7% 3.5% 3.8% 3.0% 2.6% 5.0% 2.7% 100.0%Flagstone 2.5% 3.8% 67.5% 4.1% 8.0% 0.5% 2.7% 0.6% 3.5% 0.9% 4.5% 1.4% 100.0%Jimboomba 8.0% 5.4% 25.3% 26.2% 9.0% 1.3% 11.3% 1.4% 2.4% 2.3% 5.7% 1.7% 100.0%Logan South 0.5% 0.5% 5.2% 0.9% 56.4% 3.4% 2.0% 0.3% 3.7% 2.1% 22.2% 2.8% 100.0%Beenleigh 0.3% 0.2% 0.8% 0.4% 9.0% 44.0% 2.5% 0.3% 1.1% 19.0% 19.8% 2.6% 100.0%Yarrabilba 2.0% 1.4% 6.0% 4.1% 6.6% 3.1% 61.7% 2.7% 1.2% 4.2% 5.4% 1.5% 100.0%Rural South 5.0% 3.0% 2.8% 1.0% 1.8% 0.7% 5.3% 60.4% 5.4% 10.0% 2.9% 1.7% 100.0%Ipswich 0.1% 0.1% 0.9% 0.1% 1.4% 0.2% 0.1% 0.3% 85.6% 0.4% 6.9% 4.0% 100.0%Gold Coast 0.1% 0.1% 0.1% 0.0% 0.4% 1.3% 0.2% 0.3% 0.2% 92.1% 1.8% 3.5% 100.0%Brisbane South 0.1% 0.1% 0.5% 0.1% 3.7% 1.2% 0.3% 0.1% 3.1% 1.5% 77.9% 11.5% 100.0%Other 0.0% 0.0% 0.1% 0.0% 0.2% 0.1% 0.0% 0.0% 0.8% 1.3% 4.9% 92.7% 100.0%


6.3.2.2. Public transport demand

The forecast public transport demand for Run 1 is very low. The expected public transport mode share for this scenario is only 1.2 per cent for Beaudesert and 1.7 per cent for Greater Flagstone. This result strongly suggests that a significant improvement in public transport infrastructure and services needs to be planned for these future urban growth areas to facilitate an increase in public transport trips and mode share commensurate with the significant patronage growth that has occurred in other parts of SEQ.

6.3.2.3. Road network demand

Data for overall road network performance for Run 1 was extracted and is presented in Table 6.3 in the form of vehicle hours travelled (VHT) and vehicle kilometres travelled (VKT). Run 1 results have been compared with the existing (modelled 2006) situation. The analysis reflects the significant urban development that is planned for the study area. The model forecasts a more than 10-fold increase in VKT for Greater Flagstone and five-fold increase in VKT in Beaudesert. Bromelton is expected to experience a 16-fold increase in VKT. The study area is forecast to experience significantly more traffic growth than the rest of the SouthROC area.

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

Location VHT VKT ('000) VHT VKT ('000) VHT VKT

Beaudesert Town 1,986 130 11,879 601 598% 462%

Bromelton 721 58 19,605 953 2719% 1643%

Flagstone 3,583 212 73,814 2,382 2060% 1124%

Jimboomba 7,427 513 35,819 1,961 482% 382%

Logan South 34,088 1,809 133,542 5,178 392% 286%

Rural South 1,661 127 2,629 198 158% 156%

Tamborine 5,428 320 12,065 641 222% 200%

Yarrabilba 2,062 127 17,046 792 827% 624%

Subtotal (study area) 56,956 3,296 306,399 12,706 538% 385%

Balance of modelled area 1,497,868 76,766 2,718,505 120,739 181% 157%

Grand total 1,554,824 80,062 3,024,904 133,445 195% 167%

Existing (modelled 2006)Base Run 1 (2031 full

development) Percentage growth

Source: VLC

Figures E-1 to E-2 in Appendix E present the forecast daily traffic volumes and maximum AM peak volume/capacity ratio on the Run 1 network. The AM peak was chosen as it represents the worst case scenario. The maps show the significant increases in daily traffic flows across the network. Capacity issues would be widespread across the whole network and in Beaudesert, Greater Flagstone and Logan South. This is a result of the full development of the area and the insufficient network (road and public transport) to cater for the travel demand.


The Run 1 maximum volume/capacity ratio plots (Figure E-3 and E-4 in Appendix E) show capacity constraints above level of service D (>80 per cent). The forecast future road link deficiencies are at: Boonah - Beaudesert Road between Bromelton and Beaudesert

Mt. Lindesay Highway between Beaudesert and Woodhill

Mt. Lindesay Highway north of Jimboomba

Springfield – Greenbank Road

Stoney Camp Road

Some sections of Chambers Flat Road

Most sections of Middle Road

Most sections of Teviot Road

Cusack Lane

Homestead Drive and its future eastern extension

Camp Cable Road

Waterford – Tamborine Road

Many of the new roads in central Flagstone

Many of the roads in Park Ridge and Logan South

The daily traffic volumes forecast under Run 1 for a fully developed study area show: Very high travel demand for the Mt. Lindesay Highway north of Woodhill with traffic

demand exceeding a four lane facility north of Jimboomba (this is discussed in more detail below).

The Bromelton Arterial is an important future corridor carrying between 30,000 and 57,000 vehicles per day which confirms the need for a four lane road facility.

High travel demand on Springfield-Greenbank Arterial with about 42,000 vehicles per day, i.e. it is reaching the capacity of a four lane arterial road but could manage if local access is restricted.

High travel demand on the road links between Greater Flagstone and Yarrabilba across the western SIC and Camp Cable Road. The SIC shows link volumes of 42,000 vehicles per day and Camp Cable Road link volumes of 26,000 vehicles per day, meaning that the latter is overloaded for its assumed form.

High travel demand in Greater Flagstone area on all major north-south and east-west links.

High travel demand through Beaudesert in north-south and east-west direction.

Specifically, Run 1 daily traffic volumes for the local network in Greater Flagstone reveal: Teviot Road is an important arterial north-south connection for this future city.

Teviot Road is forecast to carry between 10,000 and 26,000 vehicles per day. The most critical sections where at least a four lane arterial capacity for Teviot Road is required are in Flagstone South and Flagstone Central as well as North Maclean.

The traffic in Flagstone North utilises the two east-west links to connect to the Mt. Lindesay Highway for northbound travel. Olsen Road and Scott Lane would be the primary connection and would require upgrading to accommodate traffic of over


20,000 vehicles per day. Pub Lane east of the rail line would carry about 18,000 vehicles per day which suggests a 4 lane sub-arterial.

Homestead Drive in central Flagstone would require significant upgrading to a six lane urban arterial with forecast demands of around 48,000 vehicles per day at its eastern section.

Additional north-south capacity is required in Flagstone on the western side of the railway. Undullah Road is forecast to carry over 26,000 vehicles per day which is consistent with its assumed form of 4 lane arterial in this model run.

The new sub-arterial running parallel to the interstate rail line in Flagstone Central would carry around 30,000 vehicles per day.

The new development in Flagstone South around Wyatt Road would create demands of 34,000 to 36,000 vehicles per day.

Cusack Lane which is the direct connection across to Jimboomba would need to be upgraded to at least a four lane sub-arterial to carry the expected 16,000 vehicles per day.

A Flagstone connection south to Bromelton would be vital with forecast traffic volumes of over 30,000 vehicles per day.

Run 1 forecast daily local traffic volumes for Beaudesert are: Boonah-Beaudesert Road is forecast to carry in excess of 30,000 vehicles per day

east of the Bromelton development area. A four lane arterial would be required.

Allan Creek Road, which is the only alternative connection to Boonah-Beaudesert Road into Bromelton, would require an upgrade to accommodate forecast demands of 12,000 vehicles per day.

The central Bromelton development is forecast to generate up to 57,000 vehicles per day.

The Beaudesert town centre is forecast to experience significant traffic growth. Telemon Road would be approaching 30,000 vehicles per day and the Mt. Lindesay Highway north of the town centre would carry up to 22,000 vehicles per day.

A northern extension of Tina Street to Veresdale would attract up to 12,000 vehicles per day.

The demand on Cryna Road which connects a couple of significant quarries and planned future urban development in Beaudesert South would exceed 16,000 vehicles per day.

A Beaudesert southern bypass would not attract sufficient demand to justify its construction on traffic grounds, with less than 2,000 vehicles per day.

The Bromelton Arterial south of Boonah-Beaudesert Road would not be a critical link with forecast demands of less than 5,000 vehicles per day. But if development occurs south of Boonah-Beaudesert Road then an access road would be required.

The forecast performance of the Mt. Lindesay Highway and its link volumes by section and the form required are summarised in Table 6.4. South of Johanna Street/Tamborine Street in Jimboomba, the highway would require 4 lanes. North of Tamborine Street, the highway requires six lanes and north of the Park Ridge area (Green Road) the demand would be exceeding six lanes and needing eight motorway standard lanes.These


results have been tested against provision of additional north-south capacity which is discussed later in chapters 6.4 and 6.5.

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

Logan Motorway Browns Plains Road 10 lane highway 106,500

Browns Plains Road Grand Plaza Drive/Anzac Avenue 6 lane highway 66,400

Grand Plaza Drive/Anzac Avenue Middle Road 8 lane highway 88,500

Middle Road Green Road 8 lane highway 86,300

Green Road Park Ridge Road 6 lane highway 76,500

Park Ridge Road Rosia Road 6 lane highway 72,900

Rosia Road Granger Road 6 lane highway 72,900

Granger Road Chambers Flat Road 6 lane highway 70,100

Chambers Flat Road Greenbank Road 6 lane highway 62,400

Greenbank Road Hinds Road 6 lane highway 80,700

Hinds Road Camp Cable Road 6 lane highway 73,600

Camp Cable Road Tamborine Street/Johanna Street 6 lane highway 66,200

Tamborine Street/Johanna Street South Street 4 lane highway 52,700

South Street Millstream Road 4 lane highway 51,400

Millstream Road Cedar Vale Road 4 lane highway 47,100

Cedar Vale Road Bamboo Drive 4 lane highway 43,500

Bamboo Drive Undullah Road 4 lane highway 45,200

Undullah Road Bluff Road 2 lane arterial 15,800

Bluff Road Veresdale Scrub Road 2 lane arterial 15,500

Veresdale Scrub Road Tullamore Way 4 lane arterial 20,000

Tullamore Way Enterprise Drive 4 lane arterial 22,100

Enterprise Drive Birnam Street 4 lane arterial 18,400

Birnam Street William Street 4 lane arterial 22,000

Daily two way


From ToRequired form

Source: VLC

6.3.2.4. Freight routes

With the SEQ-wide freight task expected to more than double by 2031, the SouthROC model forecasts a doubling in commercial vehicle (CV) activity on major freight corridors across SEQ and a seven-fold increase across the study area by 2031. A CV is defined in the SouthROC model in accordance with the Austroads vehicle types as Class 3 (rigid trucks) or larger. It excludes light commercial vehicles such as utilities or vans. It is likely that rail would continue to play a limited role in the urban freight distribution and dispersed pick-up-and-delivery traffic in SEQ and in the study area in particular. In general, less than 5 per cent of freight trips in SEQ are transported by rail. However, rail is an important mode for long distance and interstate freight. The major origins and destinations for commercial vehicle trips which impact on the study area would be:

Bromelton intermodal facility and freight hub;


Acacia Ridge intermodal facility;

Darra/Wacol/Sumner Park, Purga and other enterprise areas in Ipswich;

Yatala and other major freight generating or freight dependent areas on the Gold Coast;

Australia TradeCoast, in particular the Port of Brisbane; and

Brisbane CBD and frame.

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

Destination

Origin Beaudesert Bromelton Flagstone Logan South Yarrabilba Ipswich Gold Coast

Brisbane South

Change from 2006

Beaudesert 1,086 1465 79 107 38 73 103 115 476%

Bromelton 1465 5620 945 1002 295 845 879 1397 6521%

Flagstone 79 945 2,186 681 143 413 162 463 1449%

Logan South 107 1002 681 11,580 447 1,728 1,238 4,525 438%

Yarrabilba 38 295 143 447 1,808 148 401 352 2205%

Ipswich 73 845 413 1,728 148 44,592 1,223 8,776 434%

Gold Coast 103 879 162 1,238 401 1,223 73,226 3,410 178%

Beaudesert 33% 44% 2% 3% 1% 2% 3% 3%

Bromelton 10% 38% 6% 7% 2% 6% 6% 9%

Flagstone 1% 17% 39% 12% 3% 7% 3% 8%

Logan South 0% 4% 3% 44% 2% 7% 5% 17%

Yarrabilba 1% 7% 3% 10% 41% 3% 9% 8%

Ipswich 0% 1% 1% 3% 0% 68% 2% 13%

Gold Coast 0% 1% 0% 1% 0% 1% 81% 4%

Brisbane South 0% 1% 0% 4% 0% 7% 3% 56%

Source: VLC

The forecast commercial vehicle trips as a proportion of total daily vehicle trips on the road network in the study area for Run 1 are shown in Figures E-5 and E-6 in Appendix E. The analysis identifies the primary commercial (heavy) vehicle route, which is the Bromelton Arterial between Bromelton and Woodhill and the Mt. Lindesay Highway north of Woodhill. Secondary heavy vehicles routes include Beaudesert – Beenleigh Road, Chambers Flat Road and the Southern Infrastructure Corridor north of Yarrabilba.

In summary, Run 1 results for full land use development suggest: Significant deficiencies on major roads;

High peak demand and directionality;

Mt. Lindesay Highway forecast to carry traffic volumes comparable to urban motorways;

Greater Flagstone road network cannot cope;

High proportion of heavy vehicles on Mt. Lindesay Highway and Bromelton Arterial;

Lack of sufficient major N-S and E-W transport links;

Extensive local road network required for connectivity; and

Noticeable lack of major public transport.

A well developed local road network and several major north-south and east-west road links would be required to cater for future traffic demand in the study area by 2031 or later based on the planned population and employment targets.


The networks required to support these transport needs are further developed in chapters 6.4 and 6.5 which discuss the results of additional transport network testing.

6.4. Run 2

The analysis of Run 1 (full development) and additional information provided by the Technical Working Group assisted in determining the road and public transport network upgrades for Run 2 which is, like Run 1, based on the fully developed land use in the study area.

In general, the road improvements were based on the principle of a constrained network for the future road network. It was assumed that no more than four lanes would be provided on arterial roads, sub-arterials/major collectors and collectors and the following supply assumptions for motorway/highway standard roads were made:

Mt. Lindesay Highway between Browns Plains Road and Jimboomba up to six lanes plus service roads as required.

Mt. Lindesay Highway south of Jimboomba no more than four lanes plus service roads as required.

Park Ridge Connector (any segment) up to six lanes.

Southern Infrastructure Corridor (any segment) up to six lanes.

Logan Motorway up to six lanes.

The Run 2 road and public transport network improvements and results are discussed below.

6.4.1. Transport network assumptions

6.4.1.1. Road network

Figure 6.4 shows the revised road network for the Run 2. The key differences between the Run 1 and Run 2 are the inclusion of the Southern Infrastructure Corridor between Flagstone and Yarrabilba and additional motorway standard capacity east of the Mt. Lindesay Highway in the form of the Park Ridge Connector (PRC, also referred to as Gateway Motorway South).

A list of differences in the assumed road networks Run 1 and Run 2 is presented in Table 6.6.

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

Road name Section Run 1 form Run 2 form

Park Ridge area


4 lane sub-arterial Same







4 lane arterial Same

Stoney Camp Road

Mt. Lindesay Highway to Teviot Road



2 lane arterial Same, connection through to Chambers Flat Rd



2 lane sub-arterial 4 lane arterial

Chambers Flat Road

Mt. Lindesay Highway to Kingston Road

2 lane sub-arterial to Park Ridge Road, then 4 lane arterial to Kingston Road

Same

Flagstone-Springfield Arterial

Spring Mountain Drive to Springfield-Greenbank Arterial

- Same


New Beith Road to Spring Mountain Drive

4 lane arterial to McTaggart Road, then 2 lane collector to Pub Lane

4 lane arterial to Spring Mountain Drive via McTaggart Road


Teviot Road to New Beith Road













Jimboomba area


2 lane collector Same








6 lane highway/freeway Same










Woodhill to Beaudesert


Park Ridge connector

Gateway Motorway to SIC

- 4 lane highway/freeway


Teviot Road to Cusack Lane

2 lane freeway -



4 lane freeway Same



- 4 lane freeway



2 lane freeway Same

Bromelton area

Bromelton Arterial Barnes Road to SIC 4 lane freeway 4 lane arterial

Bromelton Arterial Woodhill to Barnes Road

4 lane freeway Same


4 lane freeway Same


2 lane arterial -




2 lane sub-arterial to Bromelton House Road, then collector to Mt. Lindesay Highway

Same



2 lane collector Same



Beaudesert area




Beaudesert West Bypass


- 4 lane arterial

Beaudesert South Bypass

Mt. Lindesay Highway to Beaudesert-Nerang Rd.

4 lane arterial to Cryna Rd, then 2 lane arterial

4 lane arterial (shorter bypass)





Figure 6.4 Run 2 road network


6.4.1.2. Public transport network and services

For Run 2, a number of public transport assumptions were made to provide a public transport system that would cater for the fully developed urban development in the study area. A comprehensive network of strategic connections between centres was coded into the model by using the arterial road network for trunk bus routes and a passenger rail service in the interstate rail line corridor. The public transport system was based on schemes developed for the MLBSTNI and WOSPP study. The recent Salisbury to Beaudesert Passenger Rail Study was also referenced as it identified a number of feasible rail station locations across the study area and a potential rail alignment across the Logan River to Beaudesert. Some trunk bus services within centres were also coded to provide across town services and feeder links to passenger rail services.

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 the following passenger rail stations located in the study area:

o Greenbank

o Flagstone North

o Flagstone Central

o Flagstone South

o Woodhill

o Gleneagle

o Beaudesert

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, in the following locations:

o Flagstone

o Browns Plains

o Park Ridge

o Springfield

o Jimboomba

o Yarrabilba

o Beaudesert

o Bromelton


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

Figure 6.5 illustrates the public transport network improvements assumed for Run 2.

It is noted that the study assumes that all SEQIPP public transport infrastructure and services would have been delivered and that any capacity constraints on the existing passenger rail line within the Brisbane metropolitan network would have been resolved.

The consideration of passenger rail and high frequency bus services for this study is based on forecasting future public transport demands at a strategic level. The assumed public transport services were not ‘optimised’ within the SouthROC model and are therefore likely to understate the potential public transport demand in the South Western Corridor.

The results of Run 1 showed that there is a considerable need for significant investment in rail and bus infrastructure and services to instigate a mode shift from the existing car-focused travel demand in the study area. However, a separate public transport study would be required to develop in more detail the public transport infrastructure requirements and forecast patronage demands for the local centres in the study area. Such a study would also need to determine operational strategies, potential costs and staging opportunities for the study area and how to link the public transport services into the wider SEQ network.


Figure 6.5 Public transport network assumptions for Run 2


6.4.2. Results of Run 2

6.4.2.1. Travel patterns

An analysis of the modelled future sectorised total vehicle trip demand for Run 2 is shown in Table 6.7. Run 2 presents a significantly improved road and public transport network that connects the study area through some major transport infrastructure with the wider SEQ transport network. The Run 2 model run was based on a variable trip matrix to take account of the significant improvements in public transport infrastructure and service provision. However, because Run 2 is based on a future constrained road network and the same fully developed demographics as Run 1, the future travel characteristics for the study area are similar to Run 1. The trip distribution by mode for internal trips in future activity centres is illustrated in Figure 6.6. It is apparent that the car will be by far the most dominant transport mode despite the significant investment in rail and trunk buses. However, a significant amount of walk-cycle trips will need to be catered for, also. Figure 6.6 Internal trip distribution by mode in future activity centres (Run 2)


Table 6.7 Sectorised daily trip demand for Run 2 Destination

Origin Beaudesert Bromelton Flagstone Jimboomba Logan South Beenleigh Yarrabilba Rural South Ipswich Gold Coast Brisbane South Other TotalBeaudesert 84659 9059 6328 3535 2361 374 2613 3267 1087 1614 2157 703 117,757Bromelton 9045 9432 7351 1856 1629 263 1230 1329 1338 923 1985 1070 37,451Flagstone 6415 7379 181575 10446 20603 1334 7673 1671 13266 2361 12108 3270 268,101Jimboomba 3555 1834 10462 11108 4416 513 4865 631 1248 975 2704 731 43,042Logan South 2349 1612 20677 4333 232706 13667 8908 1265 15995 8500 91784 10998 412,794Beenleigh 393 267 1341 572 13683 66922 3871 380 1786 28953 30309 4000 152,477Yarrabilba 2612 1248 7565 4954 8880 3848 74837 3299 1740 5054 7158 1867 123,062Rural South 3277 1349 1656 605 1219 444 3392 38,272 3462 6338 1963 1109 63,086Ipswich 1073 1346 13341 1175 15826 1741 1802 3464 941,375 4,112 75,824 44,057 1,105,136Gold Coast 1606 950 2426 962 8513 29054 5052 6319 4,132 2,020,594 38,712 75,855 2,194,175Brisbane South 2148 2001 11953 2751 91767 30290 7200 1935 75,602 38,340 1,927,047 285,202 2,476,236Other 702 1061 3293 731 10994 3906 1795 1108 43,609 75,381 284,310 5,424,164 5,851,054Total 117834 37538 267968 43028 412597 152356 123238 62,940 1,104,640 2,193,145 2,476,061 5,853,026 12,844,371

DestinationOrigin Beaudesert Bromelton Flagstone Jimboomba Logan South Beenleigh Yarrabilba Rural South Ipswich Gold Coast Brisbane South OtherBeaudesert 71.9% 7.7% 5.4% 3.0% 2.0% 0.3% 2.2% 2.8% 0.9% 1.4% 1.8% 0.6% 100.0%Bromelton 24.2% 25.2% 19.6% 5.0% 4.3% 0.7% 3.3% 3.5% 3.6% 2.5% 5.3% 2.9% 100.0%Flagstone 2.4% 2.8% 67.7% 3.9% 7.7% 0.5% 2.9% 0.6% 4.9% 0.9% 4.5% 1.2% 100.0%Jimboomba 8.3% 4.3% 24.3% 25.8% 10.3% 1.2% 11.3% 1.5% 2.9% 2.3% 6.3% 1.7% 100.0%Logan South 0.6% 0.4% 5.0% 1.0% 56.4% 3.3% 2.2% 0.3% 3.9% 2.1% 22.2% 2.7% 100.0%Beenleigh 0.3% 0.2% 0.9% 0.4% 9.0% 43.9% 2.5% 0.2% 1.2% 19.0% 19.9% 2.6% 100.0%Yarrabilba 2.1% 1.0% 6.1% 4.0% 7.2% 3.1% 60.8% 2.7% 1.4% 4.1% 5.8% 1.5% 100.0%Rural South 5.2% 2.1% 2.6% 1.0% 1.9% 0.7% 5.4% 60.7% 5.5% 10.0% 3.1% 1.8% 100.0%Ipswich 0.1% 0.1% 1.2% 0.1% 1.4% 0.2% 0.2% 0.3% 85.2% 0.4% 6.9% 4.0% 100.0%Gold Coast 0.1% 0.0% 0.1% 0.0% 0.4% 1.3% 0.2% 0.3% 0.2% 92.1% 1.8% 3.5% 100.0%Brisbane South 0.1% 0.1% 0.5% 0.1% 3.7% 1.2% 0.3% 0.1% 3.1% 1.5% 77.8% 11.5% 100.0%Other 0.0% 0.0% 0.1% 0.0% 0.2% 0.1% 0.0% 0.0% 0.7% 1.3% 4.9% 92.7% 100.0%

Source: VLC


6.4.2.2. Freight routes

Figures E-11 and E-12 in Appendix E present the model results for the proportion of heavy vehicles in the study area for Run 2.The results suggest a strong heavy vehicle demand 15 to 30 per cent of total traffic) for the Bromelton N-S Arterial to Woodhill, the Mt Lindesay Highway between Woodhill and Logan, the Southern Infrastructure Corridor and the Park Ridge Connector. Figure 6.7 shows the heavy vehicles traffic volumes on the Bromelton N-S Arterial reaching close to 9,000 heavy vehicles per day under full development. Around 1,000 heavy vehicles per day would transverse Beaudesert town centre. It should be noted however that strategic transport models generally underestimate freight traffic as they are not able to fully replicate freight demand such as quarries.

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

6.4.2.3. Public transport demand

In Run 2, the forecast public transport mode share increased marginally with 1.7 per cent and 2.2 per cent for Beaudesert and Greater Flagstone respectively, an improvement on Run 1 by 0.5 per cent in both areas. This is a result of the public


transport infrastructure and service improvements summarised in chapter 6.4.1.2. However, due to the long distances between activity centres, and as a result of a well used long haul rail system, the mode share increases are only marginal and the forecast public transport demand for the study area remains at a low 1.9 per cent. It should be noted here that traffic models generally have difficulty forecasting public transport demand for greenfield areas as the trip matrix is based on existing distributions, i.e. the existing low public transport environment in the study area.

Nevertheless, the 1.9 per cent public transport mode share across the study area represents a forecast total of 32,600 bus passenger boardings per day, of which 23 per cent (or 7,600 passengers) or boardings occur in the morning peak period (7:00 – 9:00 am) and 13 per cent (4,100 passengers) in the evening peak period (4:00 – 6:00 pm). This reflects a predominant peak hour commuter demand.

The rail boardings equate to around 8,000 passengers per day for the rail services between Beaudesert station and Greenbank station. The highest relative rail demand would be at Flagstone. However, the modelled forecasts of a total of around 4,500 passengers per day in Greater Flagstone would not be sufficient to justify a passenger rail link and represent a rather low public transport demand for a future city of almost 120,000 residents. Further more detailed public transport service planning and demand modelling is required to confirm the likely rail demands.

The transport access mode splits to the rail stations in the study area are provided in Table 6.8. The model results show that while car would be the predominant mode of access to the stations in the morning peak period, the walk up catchment would account for 50 per cent of total passenger boardings across the day. The principal walking routes to the stations will need to be designed to accommodate such significantly higher levels of pedestrian activity through improved footpath provision, safety and security, comfort and meet Crime Prevention through Environmental Design (CPTED) and Disability Discrimination Act requirements.

The model forecast around 297,000 walking and cycling trips for the study area by full development which would equate to a mode share of around 17.5 per cent. The bulk of these would be occurring in Greater Flagstone and Beaudesert.


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

Daily Access Mode Access Mode Percentages

Train_Station Car Walk Feeder Car Walk Feeder TotalGreenbank 529 727 31 1,287 41% 56% 2% 100%Flagstone North 584 572 191 1,347 43% 42% 14% 100%Flagstone 508 1,193 438 2,139 24% 56% 20% 100%Flagstone South 350 641 202 1,194 29% 54% 17% 100%Woodhill 247 13 2 262 94% 5% 1% 100%Glen Eagle 385 174 87 646 60% 27% 13% 100%Beaudesert 357 651 175 1,183 30% 55% 15% 100%

Line Total 2,961 3,971 1,126 8,058 37% 49% 14% 100%

AM 2 hrs Access Mode Access Mode PercentagesTrain_Station Car Walk Feeder Car Walk Feeder TotalGreenbank 311 267 11 589 53% 45% 2% 100%Flagstone North 337 249 83 669 50% 37% 12% 100%Flagstone 308 224 200 731 42% 31% 27% 100%Flagstone South 198 248 108 554 36% 45% 19% 100%Woodhill 150 8 2 160 94% 5% 1% 100%Glen Eagle 228 86 43 357 64% 24% 12% 100%Beaudesert 203 199 70 471 43% 42% 15% 100%

Line Total 1,734 1,280 517 3,532 49% 36% 15% 100%

Total

Total

Source: VLC

6.4.2.4. Road travel demand

Data for road network performance for Run 2 was extracted and is presented in Table 6.9 in the form of daily vehicle hours travelled (VHT) and vehicle kilometres travelled (VKT).

Run 2 analysis reflects a significant urban development on a fully constrained road network and shows the VKT in Runs 1 and 2. However, 20 per cent less VHT are assigned to the Run 2 network compared to the assignment for Run 1 network when both are compared to the existing 2006 network. Beaudesert and Bromelton trip demands are both forecast to increase four-fold and 15-fold in VKT, which is marginally less than the trip demands assigned on the Run 1 network. These results suggest that increased capacity does not necessarily result in increased VKT given that both model runs used the same demographics. It also suggests that overall the Run 2 network is more efficient in distributing the forecast generated trips in the study area.


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

WML sector VHT VKT ('000) VHT VKT ('000) VHT VKT VHT VKT ('000) VHT VKT

Beaudesert Town 1,986 130 11,879 601 598% 462% 10,566 567 89% 94%

Bromelton 721 58 19,605 953 2719% 1643% 13,955 886 71% 93%

Flagstone 3,583 212 73,814 2,382 2060% 1124% 46,732 2,120 63% 89%

Jimboomba 7,427 513 35,819 1,961 482% 382% 31,786 2,268 89% 116%

Logan South 34,088 1,809 133,542 5,178 392% 286% 92,481 4,671 69% 90%

Rural South 1,661 127 2,629 198 158% 156% 2,710 199 103% 101%

Tamborine 5,428 320 12,065 641 222% 200% 10,602 579 88% 90%

Yarrabilba 2,062 127 17,046 792 827% 624% 14,610 737 86% 93%

Subtotal (study area) 56,956 3,296 306,399 12,706 538% 385% 223,442 12,027 73% 95%

Balance of modelled area 1,497,868 76,766 2,718,505 120,739 181% 157% 2,697,032 120,396 99% 100%

Grand total 1,554,824 80,062 3,024,904 133,445 195% 167% 2,920,474 132,423 97% 99%

2006 (modelled) Run 1 Percentage growth Run 2 Run 1 Vs Run 2

Source: VLC


Figures E-7 to E-10 in Appendix E present the forecast daily traffic volumes and maximum AM peak volume/capacity ratio on the Run 2 road network. The maps show significant improvements to the capacity constraints that were identified in Logan South and Greater Flagstone in Run 1. In Beaudesert, the introduction of a north-south bypass west of the town centre provides capacity and travel demand improvements on Brisbane Road.

The Run 2 daily traffic volumes show:

High travel demand on the proposed Park Ridge Connector (PRC) with around 48,000 vehicles per day in the southern section and over 82,000 vehicles per day in the northern section and requires a four lane motorway facility.

As anticipated, the introduction of the PRC reduced the traffic volumes on the Mt. Lindesay Highway in the Park Ridge area, north of Chambers Flat Road, by around 14,000 vehicles per day (25 per cent) to 56,000 vehicles per day and requires a four lane motorway standard facility.

North of Park Ridge, the Mt. Lindesay Highway would just cope with six lanes for the forecast traffic of around 83,000 vehicles per day.

High travel demand on the proposed Southern Infrastructure Corridor (SIC) between Jimboomba and Yarrabilba with up to 60,000 vehicles per day.

The SIC between Jimboomba and Yarrabilba reduced travel demand on Camp Cable Road by more than half (14,600 vehicles per day) to around 10,500 vehicles per day.

The introduction of a second north-south arterial via New Beith Road at the western boundary of Flagstone significantly reduced travel demand along most of the Springfield-Greenbank Arterial from around 40,000 vehicles per day to 25,000 vehicles per day. However, the western end of the Springfield-Greenbank Arterial with forecast traffic of 52,000 vehicles per day would require the same four-lane motorway standard as in Run 1.

Teviot Road can cope better as a four-lane arterial with up to 26,000 vehicles per day and an improved connection into Crowson Lane with 28,000 vehicles per day. Teviot Road and Crowson Lane could provide a strategic link across the Highway to Chambers Flat Road which would connect Greater Flagstone to Park Ridge and Logan Central.

The previous high travel demand on Mt. Lindesay Highway south of Jimboomba is reduced by 16,000 vehicles per day (43 per cent) to 37,000 vehicles per day, and would satisfy a four lane highway standard facility.

Traffic demands through Bromelton are slightly reduced compared to Run 1 because the employment estimates for Bromelton Central have been adjusted to reflect the same characteristics as the remainder of the industrial development as there is currently no planning for this part of Bromelton.

The high travel demand that was forecast in Run 1 travelling on the Mt. Lindesay Highway through Beaudesert town has been halved from up to 28,000 vehicles per day to up to 14,000 vehicles per day.


The forecast performance of the Mt. Lindesay Highway and PRC and their link volumes by section and the form required as a result of the Run 2 network improvements are summarised in Table 6.10 and Table 6.11.

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

Logan Motorway Browns Plains Road 6 lane highway 93,200

Browns Plains Road Grand Plaza Drive/Anzac Avenue 4 lane highway 57,300

Grand Plaza Drive/Anzac Avenue Middle Road 6 lane highway 79,100

Middle Road Green Road 6 lane highway 75,800

Green Road Park Ridge Road 6 lane highway 65,800

Park Ridge Road Rosia Road 4 lane highway 57,300

Rosia Road Granger Road 4 lane highway 55,300

Granger Road Chambers Flat Road 4 lane highway 59,600

Chambers Flat Road Greenbank Road 4 lane highway 48,900

Greenbank Road Hinds Road 4 lane highway 56,500

Hinds Road Camp Cable Road 4 lane highway 57,900

Camp Cable Road Tamborine Street/Johanna Street 4 lane highway 58,000

Tamborine Street/Johanna Street South Street 4 lane highway 35,700

South Street Millstream Road 4 lane highway 47,200

Millstream Road Cedar Vale Road 4 lane highway 45,200

Cedar Vale Road Bamboo Drive 4 lane highway 37,700

Bamboo Drive Undullah Road 4 lane highway 38,800

Undullah Road Bluff Road 4 lane arterial 18,200

Bluff Road Veresdale Scrub Road 4 lane arterial 18,600

Veresdale Scrub Road Tullamore Way 4 lane arterial 21,000

Tullamore Way Enterprise Drive 4 lane arterial 21,800

Enterprise Drive Birnam Street 4 lane arterial 17,100

Birnam Street William Street 2 lane arterial 15,000


Form needed Daily two wayFrom To

Source: VLC Table 6.11 Summary of Park Ridge Connector travel demand – Run 2

Browns Plains Road Park Ridge Road 85,000 6 lane highwayPark Ridge Road Granger Road 54,200 4 lane highwayGranger Road Chambers Flat Road 40,700 4 lane highwayChambers Flat Road SIC/Camp Cable Road 46,300 4 lane highway

Park Ridge Connector

From ToDaily two way Form needed

Source: VLC

The inclusion of the Park Ridge Connector in the Run 2 network noticeably improves the performance of the Mt. Lindesay Highway north of the SIC and especially north of Park Ridge Road. This means that with a Park Ridge Connector, six lanes north of Park Ridge Road and four lanes south to Jimboomba would be sufficient for the Mt. Lindesay corridor in the future under full development. However, a six lane highway would need to be built from Park Ridge northwards and a four lane highway would be required southwards of Park Ridge to a SIC.


6.5. Testing of strategic road link scenarios

One of the key questions, as described in chapter 6.1, is related to the strategic connections of the future development areas to the rest of the SEQ transport system area. Currently, Mt. Lindesay Highway is the only designated highway link and the only existing strategic connection to a motorway; the Logan Motorway. The Technical Working Group felt that it is important to test the need for a potential future Park Ridge Connector (Gateway Motorway South extension) and a potential future Southern Infrastructure Corridor that may help relieve the future traffic demands on the Mt. Lindesay Highway that were forecast in Run 1 and Run 2.

Hence, additional potential strategic road improvements were considered in the Runs 3 to 6 to provide additional capacity for north-south and east-west trips in the form of alternative configurations of a Park Ridge Connector (PRC) and Southern Infrastructure Corridor (SIC). The expectation was that if these additional motorway standard links could help relieve Mt. Lindesay Highway and serve as links for regional trips including freight, then road capacity on the local road network would be available for local trips by motor vehicle, cycle and for public transport provision.

Figure 6.8 illustrates the strategic road link tests undertaken for Run 3 to Run 6 and also includes the strategic links included in Run 1 and Run 2. The fixed trip matrices for these model runs were based on the variable trip matrix from Run 2. The rest of the road network and the public transport network were consistent with Run 2.


Figure 6.8 Strategic road link scenarios


The following strategic road link scenarios were tested:

Run 1: SIC at Flagstone between Glynton Road and Mt. Lindesay Highway and at Yarrabilba between Waterford-Tamborine Road and Beaudesert-Beenleigh Road. No PRC.

Run 2: SIC in a conceptual alignment north of Camp Cable Road between Flagstone and Yarrabilba. PRC in a conceptual alignment from the Logan Motorway southwards to the SIC with interchanges at Park Ridge Road, Granger Road and Chambers Flat Road.

Run 3: SIC in a conceptual alignment north of Camp Cable Road between Flagstone and Yarrabilba. PRC from the Logan Motorway south to Chambers Flat Road with no connection to the SIC. No SIC east of Yarrabilba.

Run 4: SIC at Flagstone between Glynton Road and Mt. Lindesay Highway. No SIC between Jimboomba and Yarrabilba and no SIC east of Yarrabilba. PRC from the Logan Motorway south to Camp Cable Road with interchanges at Park Ridge Road, Granger Road, Chambers Flat Road and Camp Cable Road.

Run 5: SIC at Flagstone between Glynton Road and Mt. Lindesay Highway. No SIC between Jimboomba and Yarrabilba and no SIC east of Yarrabilba. PRC from the Logan Motorway south to Chambers Flat Road with interchanges at Park Ridge Road, Granger Road and Chambers Flat Road.

Run 6: No SIC except at Flagstone between Glynton Road and Mt. Lindesay Highway. PRC in a new alignment from the Logan Motorway south to Chambers Flat Road and east to Waterford-Tamborine Road at Yarrabilba. Interchanges at Park Ridge Road, Granger Road, Chambers Flat Road and Waterford-Tamborine Road.

6.5.1. Network effects

The traffic network assignments for Runs 2 to 6 comprise alternative configurations for the PRC and SIC whilst Run 1 did not contain either a PRC or a SIC. This helped gain an understanding of what effect an additional north-south motorway standard link east of the Mt. Lindesay Highway would have on the performance of the Mt. Lindesay Highway and other key roads such as Chambers Flat Road and Camp Cable Road. Traffic volumes on key road links varied considerably in Run 2 to Run 6 depending on the motorway network configurations. A summary of the findings for the six model runs is provided in Table 6.12. It shows the daily traffic volume results and the road form needed. Also, Figures E-13 to E-28 in Appendix E show the forecast traffic volumes across the network and present the capacity constraints in the AM peak for each of these model runs. Run 2 showed significant improvements in the AM peak capacity compared to Run 1 across the network. In particular, along the Mt. Lindesay Highway north of Greenbank Road and in the Park Ridge section of the highway compared to Run 1 due to the introduction of a full length PRC. However, capacity constraints were forecast to remain for the Mt. Lindesay Hghway section between Johanna Street in Jimboomba and Greenbank Road. Also capacity constraints remained on Waterford-Tamborine Road, Crowson Lane and on the local road network in the Park Ridge and Flagstone areas. Run


2 showed that a four lane motorway standard PRC would be required if the Mt. Lindesay is to remain a four to six lane highway. Run 2 forecasts showed that the Mt. Lindesay Highway would require six lanes north of Park Ridge Road to accommodate 60,000 to 80,000 vehicles per day and 4 lanes southwards to Jimboomba for 48,000 to 58,000 vehicles per day. Mt. Lindesay Highway would exceed six lanes north of Browns Plains Road. The PRC would need four lanes to cater for up to 56,000 vehicles per day. Run 2 also showed that a four lane SIC would need to be provided between Flagstone and Yarrabilba. The shorter PRC modelled in Run 3 showed that this would not provide sufficient capacity relief to Mt. Lindesay Highway which would require six-laning southwards to Camp Cable Road. Also, the traffic volumes on the PRC would attract less than 30,000 vehicles per day, which could be accommodated by a two lane highway (rather than a 4 lane arterial so as to maintain the functional road hierarchy). The connection into Chambers Flat Road would attract additional traffic and necessitate an upgrade of that road to four lanes. In the east, Waterford-Tamborine Road would need to cater for up to 20,000 vehicles per day, effectively an upgrade to a four lane arterial. This would be difficult given the impacts on Logan Village and the flood prone alignment of the road across the Logan River. Run 3 also revealed that Anzac Avenue/Kirk Road would be used as a connection between Yarrabilba and Park Ridge and attract about 15,000 vehicles per day. The SIC would be an important connection between Yarrabilba and Flagstone catering for up to 45,000 vehicles per day. Run 4, which linked the PRC into Camp Cable Road, showed capacity improvements for the AM peak on the Mt. Lindesay Highway north of Chambers Flat Road. Capacity constraints on the highway continued however south of Chambers Flat Road to Jimboomba because Camp Cable Road experienced excessive capacity constraints under this scenario, as did Stockleigh Road, Waterford-Tamborine Road, Chambers Flat Road, Granger Road and Crowson Lane. Also, the western SIC connection at Mt. Lindesay Highway does not directly feed into Camp Cable Road and is therefore traffic is less likely to flow across to the PRC. Nevertheless, this confirmed that for the full urban development, a second motorway standard connection such as a SIC from Greater Flagstone to a PRC would be needed to cater for the forecast travel demand. In Run 5, the only road improvement over Run 1 was the introduction of a short PRC to Chambers Flat Road. This resulted in Mt. Lindesay Highway requiring eight to ten lanes north of Middle Road, six-laning southwards to Camp Cable Road and similar capacity problems as shown in Runs 3 and 4. The travel demands on Camp Cable Road which was modelled as a four lane sub-arterial would not be sufficient to warrant four lanes under this scenario. Run 5 shows minimal change in traffic volumes on Chambers Flat Road north of the PRC which suggests it is not being used as a link to the PRC or as a link across to the Mt. Lindesay Highway by traffic from the north. The strategic network improvements in Run 6 effectively redirected the PRC from its Greater Flagstone catchment to the Yarrabilba catchment. This resulted in some traffic reduction for Mt. Lindesay Highway, however it would not be sufficient to avoid six-


laning of the highway to Jimboomba. Camp Cable Road and Waterford-Tamborine Road would need to be upgraded to four lane arterials to cater for the forecast demand. All runs showed that Crowson Lane and Chambers Flat Road would be overloaded as they would attract traffic from Greater Flagstone to the PRC.

6.5.2. Freight routes

The assignment of heavy vehicle movements on the strategic road network is quite consistent across all model runs. The model forecasts that a large proportion of heavy vehicles (20 to 40 per cent) would be using the Bromelton North-South Arterial, Mt. Lindesay Highway north of Woodhill to Jimboomba, Southern Infrastructure Corridor and Park Ridge Connector. This could be considered as a primary freight route across the South Western Corridor. This should be encouraged to ensure freight vehicles use the motorway standard links that connect directly to the Gateway Motorway which provides access to the Port of Brisbane and the Australia TradeCoast.

A secondary freight route would consist of the Mt. Lindesay Highway north of Jimboomba to the Logan Motorway. It is likely that freight destined for the Western Corridor would use this route rather than the Springfield-Greenbank Arterial. Despite the longer route, there would be travel time advantages and reliability benefits (assuming an upgraded Logan Motorway and Ipswich Motorway). A lower order freight route would exist along Beaudesert-Nerang and Beaudesert-Beenleigh Road to connect Bromelton to Yatala and the Gold Coast.

Table 6.12 Summary of strategic road network test

No PRC Full PRC Short PRC Full PRC Short PRC New PRC

No SIC SIC SIC No SIC No SIC No SICDaily two-way Form needed

Daily two-way Form needed






Logan M'way to Browns Plains Rd 106,500 > 6 lane highway 93,200 > 6 lane highway 97,400 > 6 lane highway 96,900 > 6 lane highway 98,100 > 6 lane highway 97,000 > 6 lane highway

Browns Plains Rd to Grand Plaza Dr/Anzac Ave 66,400 6 lane highway 69,900 6 lane highway 75,200 6 lane highway 74,600 6 lane highway 76,000 6 lane highway 74,500 6 lane highway

Grand Plaza Dr/Anzac Ave to Middle Rd 88,500 > 6 lane highway 78,800 6 lane highway 87,500 > 6 lane highway 85,100 > 6 lane highway 88,100 > 6 lane highway 84,800 > 6 lane highway

Middle Rd to Green Rd 86,300 > 6 lane highway 75,800 6 lane highway 69,700 6 lane highway 67,300 6 lane highway 70,200 6 lane highway 66,900 6 lane highway

Green Rd to Park Ridge Rd 76,500 6 lane highway 65,800 6 lane highway 74,500 6 lane highway 71,000 6 lane highway 74,500 6 lane highway 71,100 6 lane highway

Park Ridge Rd to Rosia Rd 72,900 6 lane highway 52,300 4 lane highway 65,800 6 lane highway 60,000 4 lane highway 65,400 6 lane highway 60,100 4 lane highway

Rosia Rd to Granger Rd 72,900 6 lane highway 52,300 4 lane highway 65,800 6 lane highway 60,000 4 lane highway 65,400 6 lane highway 60,100 4 lane highway

Granger Rd to Chambers Flat Rd 70,100 6 lane highway 58,600 4 lane highway 77,700 6 lane highway 69,800 6 lane highway 76,400 6 lane highway 70,900 6 lane highway

Chambers Flat Rd to Greenbank Rd 62,400 6 lane highway 48,900 4 lane highway 76,500 6 lane highway 60,100 4 lane highway 72,200 6 lane highway 61,700 4 lane highway

Greenbank Rd to Hinds Rd 80,700 6 lane highway 56,800 4 lane highway 81,000 6 lane highway 65,200 6 lane highway 72,200 6 lane highway 66,100 6 lane highway

Hind Rd to Camp Cable Rd 73,600 6 lane highway 56,500 4 lane highway 76,500 6 lane highway 65,200 6 lane highway 76,800 6 lane highway 61,700 4 lane highway

Camp Cable Rd to Johanna St/Tamborine Rd 66,200 6 lane highway 57,900 4 lane highway 57,200 4 lane highway 51,400 4 lane highway 58,000 4 lane highway 52,200 4 lane highway

Park Ridge Connector

North of Park Ridge Rd - - 56,100 4 lane highway 28,900 2 lane highway 45,100 4 lane highway 29,900 2 lane highway 50,000 4 lane highway

Park Ridge Rd to Chambers Flat Rd - - 54,200 4 lane highway 27,800 2 lane highway 43,500 4 lane highway 28,700 2 lane highway 49,000 4 lane highway

Chambers Flat Rd to SIC - - 46,300 4 lane highway - 26,000 2 lane highway - 38,800 4 lane highway

SIC to Camp Cable Rd - - - - 26,000 2 lane highway - 38,800 4 lane highway

Southern Infrastructure Corridor

West of Mt. Lindesay Highway 42,800 4 lane highway 41,300 4 lane highway 36,800 4 lane highway 39,600 4 lane highway 36,400 4 lane highway 38,500 4 lane highway

Mt. Lindesay Highway to Waterford-Tamborine Rd - - 53,300 4 lane highway 45,500 4 lane highway - - - - - -

Waterford-Tamborine Rd to Beaudesert-Beenleigh Rd13,400 2 lane arterial 21,300 2 lane highway 19,800 4 lane highway - - - - - -

Camp Cable Road

Camp Cable Rd west of PRC 25,100 4 lane arterial 10,500 2 lane sub-arterial 7,800 2 lane sub-arterial 21,800 4 lane sub-arterial 22,600 4 lane sub-arterial 19,800 4 lane sub-arterial

Camp Cable Rd east of PRC 25,400 4 lane arterial 10,900 2 lane sub-arterial 10,000 2 lane sub-arterial 32,600 4 lane arterial 26,700 4 lane arterial 19,800 4 lane sub-arterial

Chambers Flat Road

Chambers Flat Rd west of PRC 13,400 4 lane sub-arterial 9,500 2 lane sub-arterial 15,000 4 lane sub-arterial 15,800 4 lane sub-arterial 15,400 4 lane sub-arterial 18,300 4 lane sub-arterial

Chambers Flat Rd east of PRC 13,400 4 lane sub-arterial 3,100 2 lane sub-arterial 4,100 2 lane sub-arterial 6,500 2 lane sub-arterial 6,000 2 lane sub-arterial 3,000 2 lane sub-arterial

Waterford-Tamborine Road

Waterford-Tamborine Rd north of Anzac Ave 19,200 4 lane sub-arterial 13,500 2 lane sub-arterial 15,900 4 lane sub-arterial 17,900 4 lane sub-arterial 17,900 4 lane sub-arterial 20,800 4 lane sub-arterial

Waterford-Tamborine Rd south of Anzac Ave 21,400 4 lane sub-arterial 16,500 2 lane sub-arterial 19,900 4 lane sub-arterial 20,500 4 lane sub-arterial 24,600 4 lane sub-arterial 16,300 4 lane sub-arterial

Anzac Avene/Kirk Road connection 17,400 4 lane sub-arterial 7,200 2 lane sub-arterial 14,900 4 lane sub-arterial 15,600 4 lane sub-arterial 18,400 4 lane sub-arterial 5,900 2 lane sub-arterial

Granger Road 8,600 Trunk collector 11,000 2 lane arterial 16,800 4 lane arterial 17,500 4 lane arterial 17,700 4 lane arterial 18,500 4 lane arterial

Crowson Lane 13,700 4 lane sub-arterial 29,000 4 lane arterial 29,900 4 lane arterial 30,300 4 lane arterial 30,500 4 lane arterial 30,600 4 lane arterial

Stoney Camp Road 32,500 4 lane arterial 20,300 4 lane arterial 19,500 4 lane arterial 19,400 4 lane arterial 19,200 4 lane arterial 19,200 4 lane arterial

Run 6

Road

Base Run 1 Run 2 Run 3 Run 4 Run 5

Source: VLC. Red = upgrade required from the hierarchy modelled. Blue = downgrade possible.


6.5.3. Conclusions for strategic road connections

The analysis of strategic road improvements allows the following conclusions in relation to the regionally significant transport corridors required under full development:

Several east-west and north-south links of urban arterial and motorway standard will be required in the future under full development.

Granger Road, Stoney Camp Road and Springfield-Greenbank Road would need to be a four lane arterial east-west links under full development.

Another major east-west link would be via Crowson Lane and Chambers Flat Road as four lane arterials would be required under full development.

Also Homestead Drive and Cusack Lane would need to become major four lane arterials under full development.

Greater Flagstone would need to be serviced by at least two major north-south links in the form of Teviot Road and Undullah Road/New Beith Road as four lane arterials.

Under full urban development in the study area, eight or more 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 under full development with a Park Ridge Connector.

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 in the form of a Park Ridge Connector.

The Park Ridge Connector would provide the highest capacity relief for the Mt. Lindesay Highway only if it the Park Ridge Connector was built at full length to Camp Cable Road or an SIC between Jimboomba and Yarrabilba.

If a Park Ridge Connector was provided from the Gateway Motorway south to Camp Cable Road or a Southern Infrastructure Corridor then a four lane upgrade to Mt. Lindesay Highway between Park Ridge Road and Johanna Street would likely be sufficient.

The introduction of a full length 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 most likely suffice for local traffic if a motorway standard Southern Infrastructure Corridor was provided.

One major transport corridor between Greater Flagstone and Yarrabilba would be necessary in the future 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 Logan Village and Yarrabilba.

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.

A four lane motorway standard road link between Bromelton and Woodhill would be required.

The Mt. Lindesay Highway between Woodhill and Beaudesert would require four lanes.

Beaudesert would benefit from a local bypass to redirect heavy vehicle and general traffic movements away from the town centre.

It needs to be emphasised that these conclusions are based on the results of a strategic traffic model under a fully developed, composite land use scenario for the study area with low public transport mode share despite significant bus level of service improvements, the provision of a passenger rail and a relatively high walking and cycling mode share.

The following chapter takes the results of this analysis and translates them into a functional road hierarchy plan for the key links across the study area.


7. Functional road hierarchy plan

This chapter presents the major road network plan and discusses the recommended functional road hierarchy that would support the projected growth in the West Mt. Lindesay development corridor. A major road network plan and functional road hierarchy together provide a framework for the future transport system, i.e. roads for general traffic and freight as well as public transport, walking and cycling, to assist State and local government with the ongoing planning, construction, maintenance and management of transport infrastructure. A major road network plan and functional road hierarchy can assist in the decision making during the planning of future growth areas with regard to:

Assessing the impact of developments on the surrounding road and transport network;

Matching land uses and activities with the transport network;

Identifying future strategically important transport routes and corridors;

Identifying freight routes and controlling heavy vehicle access; and

Planning and provision of an integrated network of motor vehicle, public transport, pedestrian and cycle routes.

The major road network plan and functional road hierarchy are based on the planning principles and model results discussed in earlier chapters of this report. 7.1. Strategic transport routes

Road corridors ideally have a single major function but in practice often serve multiple purposes within the overall transport network. They are essentially thoroughfares for the movement of people and goods, connecting communities and supporting economic growth. Road corridors are traditionally seen as supporting private and commercial vehicular traffic. However, road corridors are also essential in allowing the movement of buses, cycling and walking, thus covering the demand for most modes of land transport except rail.

For the purpose of this study, the required major road corridors were identified and their function determined in relation to general traffic, freight, public transport and cycling (walking is a local short-distance mode and was therefore not included).

7.1.1. Strategic road routes

The model analysis presented in chapter 6 suggests that a significant investment in strategic road routes will be required by the time the West Mt. Lindesay growth corridor is fully developed. These strategic road routes are important north-south and east-west connectors between existing and future land uses and comprise:

Mt. Lindesay Highway – a motorway standard road of four to six lanes serving as a main north-south artery for the development corridor.


Park Ridge Connector – a motorway standard road with four lanes supporting the Mt. Lindesay Highway that would provide a direct connection into the Gateway Motorway South.

Southern Infrastructure Corridor – a motorway standard road with four lanes between Flagstone and Yarrabilba and 2 lane highway between Yarrabilba and Beaudesert-Beenleigh Road.

Springfield – Greenbank Road – an urban arterial standard road with four lanes.

Stoney Camp Road – an urban arterial standard road with four lanes.

Granger Road – an urban arterial standard road with four lanes.

Crowson Lane – an urban arterial standard road with four lanes.

Chambers Flat Road – an urban arterial standard road with four lanes.

Teviot Road – an urban arterial standard road with four lanes.

Undullah/New Beith Road – an urban arterial standard road with four lanes.

Cusack Lane – an urban arterial standard road with four lanes.

Wyatt Road – an urban arterial standard road with four lanes at its eastern end.

Waterford-Tamborine Road – a four lane arterial with new connection across to Chambers Flat Road via Anzac Avenue/Kirk Road.

Bromelton N-S Arterial – a motorway standard road with at least four lanes between Woodhill and Bromelton, and a four lane arterial road between Bromelton North and Flagstone South.

Beaudesert-Boonah Road – a four lane arterial.

Beaudesert-Nerang/Beaudesert-Beenleigh Road – a two lane arterial road.

A list of all proposed strategic road routes and their recommended functions is summarised in Table 7.1. Of these strategic road routes, the Mt. Lindesay Highway will remain the most important and possibly only major north-south corridor for the South Western Corridor well into the future. The Park Ridge Connector would be able to provide some relief to the Mt. Lindesay Highway. However, a suitable corridor for the Park Ridge Connector would need to be identified, protected and delivered. The staging of the Mt. Lindesay Highway upgrades and the delivery of the Park Ridge Connector would be determined by the development needs of Greater Flagstone, Yarrabilba and Bromelton. A Southern Infrastructure Corridor would be required in any case, except for the SIC West whose need is driven by the development in Flagstone.


Table 7.1 Strategic road route function in the study area

A1 Priority PT route

Principal cycle route

Priority freight

route (P1, P2)

B-Double route

National or

regional link

Major commuter

route

Strategic or only point of access

Supports motorway /

highway function

Limited access

Minimal direct

access

Mt. Lindesay H'way North of Chambers Flat Rd Highway Y P2 Y Y Y Y

Chambers Flat to Camp Cable Rd Highway Y P2 Y Y Y Y

Camp Cable to South St Highway Y P1 Y Y Y Y

South St to Woodhill Highway Y P1 Y Y Y Y

Woodhill to Beaudesert Arterial Y Y Y

Springfield-Greenbank Arterial Arterial Y P2 Y Y Y Y Y

Stoney Camp Rd Arterial Y P2 Y Y

Granger Rd Arterial Y Y Y Y Y Y

Teviot Rd Bromelton N-S Arterial to Greenbank Rd

Arterial Y Y Y Y Y Y

Greenbank Rd to Middle Rd Arterial Y Y Y Y

Chambers Flat Rd Arterial Y Y Y

Crowson Lane Arterial Y Y Y Y Y

Camp Cable Rd Arterial Y Y Y Y Y

Cusak Lane Arterial Y Y Y Y

Homestead Drive Arterial Y Y Y Y

Undullah Rd/New Beith Rd Arterial Y Y Y Y Y Y

Wyatt Rd Arterial Y Y

Park Ridge Connector Logan Motorway to Granger Rd Highway P1 Y Y Y Y

Granger Rd to SIC/Camp Cable Rd Highway P1 Y Y Y Y

Southern Infrastructure Corridor Glynton Rd to Mt. Lindesay H'way Highway Y Y Y

Mt. Lindesay H'way to Waterford-Tamborine Rd Highway Y Y P1 Y Y Y Y

East of Waterford-Tamborine Rd Highway Y Y

Waterford-Tamborine Rd Camp Cable Rd to Anzac Ave/Kirk RdArterial Y Y Y Y Y Y

South of Camp Cable Rd Arterial Y Y Y

Millstream/Veresdale Scrub/Tina St Arterial Y Y Y Y Y

Bromelton N-S Arterial Woodhill to Beaudesert-Boonah Rd Highway P1 Y Y Y Y

Bromelton North to Flagstone Arterial Y Y Y Y Y

Beaudesert-Boonah Rd Beaudesert to interstate rail line Arterial Y Y P1 Y

Beaudesert-Nerang Rd Arterial Y Y P2 Y

Major transport function

Critical road Access managementRoad Section Form

Connecting

centr

es Sustainable transport

modesFreight


Since the Mt. Lindesay Highway is such an important artery, planning for the highway needs to accommodate key functions that deliver an efficient and effective road corridor that supports general traffic, freight transport and public transport. These are: Supporting regional accessibility and economic growth in SEQ and connecting

activity centres and employment nodes;

Delivering an efficient and effective strategic transport network within a defined hierarchical structure that supports the integrity of the Mt. Lindesay Highway;

Providing opportunity for staging to 2031;

Ensuring ability to upgrade the highway beyond 2031;

Providing opportunities for bus public transport;

Providing adequate pedestrian and cycle facilities and cross-connectivity;

Providing improved safety;

Providing improved operation and reliability; and

Providing efficient access to the existing and future local road network.

The latter function was addressed by determining the appropriate motorway standard interchange locations on the Mt. Lindesay Highway under full development. These are: Crowson Lane/Chambers Flat Road – to support commuter and general sub-

regional travel between Greater Flagstone and Logan.

Hinds Road – to connect to the potential future Southern Infrastructure Corridor.

Johanna Street/Tamborine Street – to provide east – west connectivity between Flagstone, Jimboomba and Yarrabilba via the local arterial road network.

Round Ridge Road/ Kurrajong Road – to allow local connectivity across the highway and across the rest of the South Western Corridor.

Cedar Grove Road – to allow local connectivity across the highway and across the rest of the South Western Corridor.

Woodhill – to connect to the potential future Bromelton N-S Arterial.

In order to support the freight function of the Mt. Lindesay Highway, it is recommended that the potential future Bromelton N-S Arterial becomes the new southern section of the Mt. Lindesay Highway and the existing section of the Mt. Lindesay Highway continues from Woodhill as a local arterial to Beaudesert.

7.1.2. Future transit development corridors

One of the key strategies stated in the Regional Plan is the development of transit development corridors. These are corridors that have fast, reliable, frequent and direct services that connect activity centres and provide a public transport trunk route between residential areas and key destinations in employment, retail and education. Some of the strategic road routes in the study area will need to serve as high frequency priority public transport corridors to cater for the future travel demand. These include: Springfield-Greenbank Road

Stoney Camp Road

Crowson Lane


Chambers Flat Road

Undullah Road/New Beith Road

Teviot Road

Homestead Drive

Cusack Lane

Camp Cable Road

Bromelton N-S Arterial between Bromelton North and Flagstone

Boonah-Beaudesert Road between Bromelton and Beaudesert

It is important that public transport services are introduced and sequentially improved upon from the start of the development in Greater Flagstone and Beaudesert to provide future residents with an alternative to the private motor vehicle. The challenge will be to ensure that the land use in the future urban areas is delivered in a manner that will support frequent bus services. An extensive local walking and cycling network that supports the bus network is also necessary. The Regional Plan intends that TOD principles be applied as part of detailed planning for all regional activity centres and land in close proximity to high capacity, high-frequency public transport nodes and corridors.

The SEQ Regional Plan and the interim criteria for TOD location identification (OUM 2006) provide principles and criteria to help identify suitable TOD locations. These include:

Locate development around high quality transit nodes or corridors where infrastructure capacity exists or can be created. Prioritise locations with high frequency transport service.

The transit node is or has the potential to serve as a key destination or act as a point of origin.

High level of connectivity, accessibility and integration with walking and cycling can be achieved.

Mixed use developments and transit supportive land uses can be delivered to support the node.

Incorporate high employment intensity and a mix of employment opportunities.

There is significant land around the node capable of being assembled or there are significant parcels held by a single landowner.

As a general rule of thumb, intensified development and a mix of land uses should be provided within 800 metres of transit nodes and TODs. The potential future rail corridor and potential rail stations could serve as suitable locations for such development. It is important to note that these transit corridors and high frequency bus services would cater for sub-regional travel demands. In addition to these, a local transport network is important to support local frequent bus services in association with an extensive, permeable walking and cycling network. As information on the local land use planning for the study area was not available at the time of this study, the key planning


principles for integrated land use and transport planning are referenced here (based on Longland, Huelin and Stone 2008): Ensuring land use and transport planning is undertaken concurrently.

Ensuring the right mix of uses such as residential, commercial and retail use at the right densities.

Co-locating complementary land uses and significant trip generating land uses with rapid transit stations (bus and rail) to enhance accessibility.

Provide extensive pedestrian and cycling connections between the station and surrounding development to ensure a short, direct and seamless transition for public transport users.

Protecting existing and future transport corridors and facilities from developments and uses that may impact on their safety, viability and efficiency.

Identifying future transport corridors so that future land uses can be planned to support good public transport outcomes, with mechanisms to prevent inappropriate land uses.

Managing car parking provisions in uses adjacent to public transport nodes and in city/town centres to support walking, cycling and public transport.

Where the opportunity arises, high density mixed use developments should be planned and implemented around major transit stations. Table 7.2 presents suggested minimum development targets adopted for the Sunshine Coast (SKM 2007). Table 7.2 Proposed minimum development targets around major transit stations

Principal Activity Centre Major and other activity

centres

Walking

catchment

1 km walk (800m radius from

station), 200 Ha

1 km walk (800m radius from

station), 200 Ha

Desirable

minimum

development

levels

Retail (80,000m2),

Office/Commercial

(150,000m2), Residential (3,000

units)

Retail (30,000m2),

Office/Commercial (30,000m2),

Residential (5,000 units)

Other supportive

uses

Hospital, tertiary education,

civil and community facilities

(e.g. libraries and schools),

hospitality, entertainment

Hospital, hospitality,

entertainment, civic and

community facilities (e.g.

libraries and schools)

Inappropriate Drive-in retail, warehouse

developments, industrial

Drive-in retail, warehouse

developments, industrial


uses developments, low density

residential

developments, low density

residential, drive in garden

centres

7.1.3. Freight routes

Planning for freight movements is closely related to road network planning. More than 90 per cent of freight in SEQ is moved on roads, freight trend growth is expected to increase significantly into the future and interstate and regional movements hauled by larger trucks (often B-Doubles and semitrailers). In addition, the development of Bromelton into a major freight and logistics hub for SEQ will put pressure on the Mt. Lindesay Highway to increase its role as a priority freight route in the South Western Corridor.

The Regional Plan designates the Mt Lindesay Highway currently as a Priority Two road freight route in the strategic freight network. Priority Two freight routes allow freight to be distributed from factories or distribution centres to retail outlets or warehouses. Other Priority Two routes in the southern SEQ region are further north of Beenleigh. The full development of Bromelton will necessitate that the Mt. Lindesay Highway will become a Priority One freight route with likely more than 30 per cent of total vehicle movements being by heavy vehicle. It will be important to separate such large proportions of heavy vehicles from residential areas and town centres, thus necessitating the Bromelton N-S Arterial between Bromelton and Woodhill becoming the new Mt. Lindesay Highway, completely bypassing Beaudesert. The existing Mt. Lindesay Highway between Woodhill and Beaudesert would become an urban arterial catering for local trips, with a potential inner Beaudesert bypass between Boonah-Beaudesert Road and Tubber Street which would be part of an inner ring road to protect the town centre from excessive traffic.

The Mt. Lindesay Highway would connect into the Southern Infrastructure Corridor and Park Ridge Connector, thus becoming part of a regional freight network linking into Gateway, Logan and Pacific Motorways. This future freight network would facilitate high-volume, business-to-business freight movements between industrial southwest (Bromelton, Darra/Wacol/Sumner Park and Ipswich), south (Acacia Ridge, Yatala) and the Port of Brisbane and the Australia TradeCoast. These are becoming the fastest growing freight generating areas in Greater Brisbane.

The section of the Mt. Lindesay Highway north of the Southern Infrastructure Corridor would remain a Priority Two freight route. Equally, Boonah-Beaudesert Road and Beaudesert-Nerang Road would be designated as Priority Two freight routes as they connect Bromelton with the Cunningham Highway to the west and the Gold Coast to the east.


7.2. Major road network plan

Figure 7.1 presents the proposed major road network plan for the study area at full development. The map includes the strategic road routes, the transit development corridors (trunk bus routes and passenger rail line) and the Priority One and Two freight routes. Also included in the map are the walking and cycling catchments within the centres of Greater Flagstone and Beaudesert, indicated by concentric circles of 800 metres and 3000 metres radii, respectively.

As identified in chapter 6 of this report, the forecast population growth in the study area and across the South Western Corridor is projected to result in a transition of the currently rural nature of the area to a number of interlinked urban centres. Similarly, the road network will need to transition to an urban network with increased traffic volumes and access restrictions on strategic roads as well as many new transport corridors which need to be preserved to form part of the urban network.

The Regional Plan has a vision for the new urban centres to have relatively high levels of trip self-containment (i.e. residents living close to their employment and services). The major road network plan assumes that this is achievable in the study area with an opportunity for at least 18 to 21 per cent of person trips undertaken by walking and cycling. In order to achieve this, the local accessibility to key destinations/attractors needs to be high. This can be achieved by the following design principles (SKM 2007):

Connectivity – this is defined as the directness of links and the density of

connections in path and road network. The better the connectivity between origins and destinations, the better the accessibility that is the ability to reach desired goods, services and activities. A good network of direct links also increases the permeability of an area as it allows movement between streets and along footpaths and cycleways.


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


A well connected cycle and pedestrian network that consists of many short links and intersections and minimal dead ends allows more direct travel to destinations thus reducing travel distance and travel time and increasing the level of accessibility. On the other hand, a tributary road system has many dead end streets and requires travel on arterials for most trips, thus presenting pedestrians and cyclists with limited route options, unattractive high speed environments and long distances to destinations. Linear retail development along arterial roads and gated residential development significantly discourage bicycle use and walking.

Connectivity is maximised when appropriate local urban design (clustering) allows coherent development of street and path networks that link residential areas with nearby commercial, retail, education and employment nodes. Where dead end streets exist, shortcuts can provide paths for walking and cycling.

Intermodal connectivity can be enhanced by providing footpaths, bike lanes and road improvements that make it easier to ride to transit stations and terminals.

7.2.1. Greater Flagstone major road network plan

The proposed major road network plan for Greater Flagstone under full development is presented in Figure 7.2 . The plan is based on the modelling analysis presented in an earlier chapter for Run 2 which forecast a 73 per cent car mode share, only 2.3 per cent public transport mode share and a high internal walking and cycling mode share of 24.5 per cent.

Mt. Lindesay Highway would be a four lane motorway standard road with a limited number of interchanges at Stoney Camp Road, Crowson Lane and the SIC to maximise its efficiency as a regionally significant road and freight link. Public transport would be provided on local arterial and sub-arterial road links as well as via a future passenger rail link to Brisbane.

The major road network plan proposes for Greater Flagstone a number of significant arterial east-west and north-south connections to link Flagstone with surrounding activity centres at Jimboomba, Greenbank and Springfield. Arterial and sub-arterial links would be required to connect the Flagstone CBD with the local district centres and railway stations.

Undullah Road/New Beith Road and Teviot Road would provide the major urban arterial north-south connections. Wyatt Road, Homestead Drive, Cusack Lane and Crowson Lane would become the major urban arterial east-west links.

These roads would need to be supported by a substantial sub-arterial and local road network and an extensive sub-regional cycle network. Large areas of Central Flagstone are within a 3 km radius of the city centre and district centres which is a distance conducive to cycling. It would be prudent for future land use to maximise its proximity to future passenger railway stations and provide direct walking and cycling links between residential areas, centres, transit stations and employment.


Figure 7.2 Proposed major road network plan for Greater Flagstone


7.2.2. Jimboomba and Yarrabilba major road network plan

The proposed major road network plan for Jimboomba and Yarrabilba is presented in Figure7.3. Jimboomba will be located at the cross-roads of major regional and sub-regional transport corridors. Cusack Lane would provide the local arterial road link between Jimboomba and Flagstone. An arterial connection via Edelsten Road and Camp Cable Road would link Jimboomba with Yarrabilba.

The upgraded Mt. Lindesay Highway would have a major interchange at Johanna Street/Tamborine Street. Other interchanges would be provided at Millstream Road and near Hinds Street for the future SIC.

The local area planning for Jimboomba will need to resolve the local road network and walking and cycling connectivity to provide direct, safe and viable links between the eastern and western areas of Jimboomba that will be traversed by the highway.

The future Yarrabilba North Development Area would require an upgraded Waterford-Tamborine Road to four lanes and a direct connection to a full length SIC in addition to arterial and sub-arterial local roads. The provision of public transport, walking and cycling infrastructure is feasible given the future Yarrabilba town centre is well within a 3 km radius, thus conducive to short local trips by bicycle and bus.


Figure7.3 Proposed major road network plan for Jimboomba and Yarrabilba


7.2.3. Bromelton major road network plan

The proposed major road network plan for Bromelton is presented in Figure 7.4. The plan is based on the modelling analysis presented in an earlier chapter for Run 2 which forecast a 73.9 per cent car mode share and 23 per cent heavy vehicle mode share. The public transport mode share is forecast to be negligible and internal walking and cycling mode share is low (2.9 per cent).

The future Bromelton SDA will require a major motorway standard north-south link to connect its industrial area and intermodal freight terminal with the rest of SEQ via an upgraded Mt. Lindesay Highway. The new motorway between Bromelton and Woodhill would serve as a major bypass to Beaudesert and keep the heavy vehicle traffic away from the Beaudesert town centre and existing and future residential areas.

An arterial connection to Greater Flagstone and Beaudesert would also need to be provided via a Bromelton Arterial and an upgraded Beaudesert-Boonah Road.

Internal arterial and local roads will need to be provided. These will only have access to the motorway standard road at interchanges at Beaudesert-Boonah Road, Brabazon Road and Barnes Road.

A potential highway standard corridor southwards of Bromelton should be preserved for the very long term to provide for a potential upgrade of the Summerland Way to the NSW border.

The motorway standard road connection from Bromelton via Woodhill to the Mt. Lindesay Highway, SIC and Park Ridge Connector should be designated as a future Priority One freight route.


Figure 7.4 Proposed major road network plan for Bromelton


7.2.4. Beaudesert major road network plan

The proposed major road network plan for Beaudesert is presented in Figure 7.5. The plan is based on the modelling analysis presented in an earlier chapter for Run 2 which forecast a 75.7 per cent car mode share, only 1.7 per cent public transport mode share and a high internal walking and cycling mode share of 21.2 per cent.

Beaudesert will continue to be at the cross-roads of regional road connections in the form of the upgraded Beaudesert-Boonah Road and Mt. Lindesay Highway, each with four lanes, respectively. To preserve the amenity of the town centre and cater for the future increased traffic and heavy vehicle movements, an four lane arterial bypass is proposed that would effectively realign the Mt. Lindesay Highway along existing and preserved transport corridors to the west of the town centre. In addition, a new arterial road link just north of Tubber Street and around the southern outskirts of the future residential growth area is recommended which would provide an arterial ring road. In addition, a sub-arterial link connecting Beaudesert with Jimboomba is proposed to provide a local road connection.

Given the forecast relatively high proportion of heavy vehicles in the traffic flow heading east to the Gold Coast, a corridor for a Priority Two freight route will need to be provided. The suggested Priority Two freight route is via the new alignment just north of Tubber Street and the actual corridor to be preserved will need to be confirmed through further local planning.

All of Beaudesert town and district centres will each be within a 3 km cycle radius and it is recommended that an extensive pedestrian and cycle network be provided. An urban revitalisation opportunity exists for the town centre to extend north to Tubber Street, south beyond the existing Beaudesert-Nerang Road and west to the future railway station.


Figure 7.5 Proposed major road network plan for Beaudesert


7.3. Managing the strategic road network

Depending on the road hierarchy and relative importance of user groups, consideration needs to be given to the management of the different modes in planning for a road corridor in order to maximise the capacity, efficiency and effectiveness of the network within which the road corridor operates. Strategic road routes serve many functions, however the motorway network needs to provide a primary function for regional and inter-urban trips. Hence, local trips should be discouraged and a comprehensive local road network planned and delivered that can cater for the local traffic function. At the same time, the road corridors do not exist in isolation and exist or are planned within the context of a range of different land uses. In order to manage the required road function, the road route outcomes for the identified strategic road routes in the study area have been summarised in Table 7.3. Table 7.3 Road route outcomes for future strategic road routes in the study area (under full development)

Road Road route outcome

Mt. Lindesay Highway (between

Browns Plains and Woodhill)

Plan the corridor to provide for major traffic growth and travel demand.

Improve pedestrian and cycle facilities adjacent and across the

corridor.

Ensure existing sensitive land uses are appropriately mitigated from

the adverse impacts of traffic growth or transitioned to less sensitive

uses over time.

Enforce freight movements to use appropriate links in the network.

Investigate grade separation of major traffic streams.

Minimise the number of access points to improve safety and capacity.

Park Ridge Connector Plan and protect the corridor for future priority one freight route.

Plan the corridor to provide major traffic movements between centres.

Southern Infrastructure Corridor Plan and protect the corridor for future priority one freight route.

Plan the corridor to provide major traffic movements between centres.

Springfield – Greenbank Arterial Upgrade the corridor to provide for major traffic growth and travel

demand.


corridor.



uses over time.


Develop an appropriate level of bus priority.


Stoney Camp Road Upgrade the corridor to provide for major traffic growth and travel

demand.


corridor.



uses over time.



Granger Road Upgrade the corridor to provide for major traffic growth and travel

demand.


corridor.



uses over time.


Crowson Lane Upgrade the corridor to provide for major traffic growth and travel

demand.


corridor.



uses over time.



Chambers Flat Road Upgrade the corridor to provide for major traffic growth and travel

demand.


corridor.



uses over time.




Teviot Road Upgrade the corridor to provide for major traffic growth and travel

demand.


corridor.



uses over time.



Flagstone – Springfield Arterial Plan and protect the corridor for increased traffic demand and allow

access to new development areas.

Ensure pedestrian and cycle facilities adjacent and across the corridor.

Ensure appropriate land uses adjacent to the corridor.

Cusack Lane Upgrade the corridor for increased traffic demand and allow access to

new development areas.





Wyatt Road Upgrade and protect the corridor for increased traffic demand and

allow access to new development areas.



Waterford-Tamborine Road (between

Yarrabilba and Logan Village)

Maintain to provide access to rural centre.

Upgrade appropriate sections to provide for increased traffic demand

and allow access to new development areas.



Bromelton N-S Arterial (between

Bromelton and Woodhill)

Plan and protect the corridor for future priority one freight route.

Plan and protect as future new Mt. Lindesay alignment.

Beaudesert-Boonah Road Maintain to provide access to rural centre.

Upgrade to support development of major industrial and intermodal

freight terminal precinct.

Beaudesert-Nerang/Beaudesert-

Beenleigh Road

Ensure existing land uses are protected from increasing traffic or

transitioned to less sensitive land uses over time.

Extend the freight network to connect to new industrial sites.


corridor.

Minimise the number of access points to optimise safety and capacity.


8. Recommendations and way forward

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 the 18 per cent mode share for walking and cycling assumed in the SouthROC model 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 DTMR. 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 require 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 Park Ridge Connector;

Road corridor development planning for the Greenbank – Springfield Arterial;

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

Road corridor development planning for a new Mt. Lindesay Highway alignment from Woodhill to Bromelton, including concept designs on a cadastral basis for major development proposals within the Bromelton SDA.

Road corridor development planning for the section of the Mt. Lindesay Highway between Park Ridge and Woodhill is currently underway. A summary of the major road infrastructure improvements required under full development is provided in Table 8.1.

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 go 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, the development of structure plans for Greater Flagstone and Bromelton, the development of local area plans for Jimboomba and Logan Village, and the development of a growth management strategy for Beaudesert. Further work is also required in relation to infrastructure funding and cost recovery for future transport infrastructure that can be applied during development assessment of major industrial and residential proposals in the study area. At the time of writing, Scenic Rim Regional Council was embarking on developing a priority infrastructure plan (PIP) for Beaudesert as part of its growth management strategy. Infrastructure funding for Bromelton is being considered through the PIP process and/or through infrastructure agreements between developers and Council and through State Infrastructure Agreements (SIA) between developers and the relevant state agencies, DTMR and DIP. 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. Table 8.1 Summary of major road infrastructure required in the study area under full

development

Road name Section Existing form Recommended form at full

development

Park Ridge area




2 lanes to Victor St., then 4 lanes to Mt. Lindesay Highway

4 lane sub-arterial




Stoney Camp Road Mt. Lindesay Highway to Teviot Road






2 lane rural road 4 lane arterial

Chambers Flat Road Mt. Lindesay Highway to Kingston Road

2 lane arterial to Bumstead Road, then 4 lanes to Kingston Road

4 lane arterial


Spring Mountain Drive to Springfield-Greenbank Arterial




development


New Beith Road to Spring Mountain Drive



Teviot Road to New Beith Road

- 4 lane arterial





2 lane local rural road Same as existing







Jimboomba area










4 lane freeway to Green Road, then 2 lanes to Park Ridge Road

6 lane highway/freeway








Woodhill to Beaudesert 2 lane arterial 4 lane arterial

Park Ridge connector

Gateway Motorway to SIC - 4 lane highway/freeway


Flagstone to Cusack Lane - 4 lane arterial










Bromelton area



development

Bromelton Arterial Barnes Road to Teviot Road

- 4 lane arterial

Bromelton Arterial Woodhill to Barnes Road - 4 lane highway/freeway














Beaudesert area




Beaudesert western bypass


- 4 lane arterial

Beaudesert southern ring road


- 2 lane arterial

Beaudesert northern ring road


- 4 lane arterial



2 lane sub-arterial 2 lane sub-arterial through Beaudesert, then 2 lane arterial


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Queensland Transport/Department of Main Roads (2007) South East Queensland Regional Freight Network Strategy 2007 -2012. Queensland Government, Brisbane.

Sd+D (2004) Input output freight generation in South East Queensland, Final report, Stage 1 of the intermodal freight terminal study. Prepared for Queensland Transport, Brisbane.

SKM (2007) SunTran – Sub-regional Integrated Transport Strategy for the Sunshine Coast. SunTran Stage 2 Final Report, prepared for Queensland Transport and SunROC.

Transport Research Board (2000) Highway Capacity Manual. National Academy of Sciences, Washington, D.C.


Appendix A WOSPP recommendations

Table A.1 WOSPP recommended strategic road network for 2026

Ref Description

Gateway Motorway Extension

New 4 lane motorway

1a Logan Motorway to Browns Plains Road.

Interchange at Logan Motorway

Interchange at Browns Plains Road

1b Browns Plains Road to Park Ridge Road

Interchange at Park Ridge Road

New 2 lane motorway (prior to 2026)

1c Park Ridge Road to Sungold Road

Interchange at Sungold Road

1d Sungold Road to Camp Cable Road

Duplication of 2 lane motorway to 4 lanes (follows construction of 2 lane motorway)

1c Park Ridge Road to Sungold Road

Interchange at Sungold Road

1d Sungold Road to SIC Motorway

Mount Lindesay Highway

Duplicate 2 to 4 lanes motorway standard (inc service roads)

2a Park Ridge Road to Stoney Camp Road

Interchange at Park Ridge Road

Interchange at Stoney Camp Road

2b Stoney Camp Road to Chambers Flat Road

Interchange at Chambers Flat Road

2c Chambers Flat Road to Greenbank Road

Interchange at Greenbank Road

2d Greenbank Road to Southern Infrastructure Corridor

Interchange at Hinds Road

Duplicate 2 to 4 lanes arterial

2e Southern Infrastructure Corridor to Jimboomba

2f Jimboomba to Cedar Grove Road

2g Cedar Grove Road to Veresdale Scrub Road

2h Veresdale Scrub Road to Beaudesert


Duplicate 2 to 4 lane arterial and realign as required

3a Centenary Highway to Goodna Road

3b Goodna Road to Teviot Road

Stoney Camp Road

Improve 2 lane cross-section

3c Teviot Road to Mount Lindesay Highway

Granger Road / Sungold Road

Improved to 2 lane arterial and new road

3d Mount Lindesay Highway to Gateway Motorway Extension


Ref Description

3e Gateway Motorway Extension to Chambers Flat Road

Teviot Road

Duplicated 2 to 4 lanes arterial

4 Middle Road to Greenbank Road

Greater Flagstone locality internal road network

New 2 lane sub-arterial and some existing road upgraded

8 New Beith Road to Homestead Drive (alignment to be done as part of structure planning process)

Duplication from 2 lanes to 4 lane sub-arterial

9a Cusack Lane (Teviot Road to Southern Infrastructure Corridor)

9b Teviot Road (Homestead Drive to Cusack Lane)

9c Homestead Drive (Teviot Road to Bushman Drive)

9d Homestead Drive (Bushman Drive to Coachwood Drive) - existing road is 4 lanes

9e Homestead Drive (Coachwood Drive to west of Railway)

Southern Infrastructure Corridor

New 4 lane motorway

10b Mount Lindesay Highway to Gateway Motorway Extension

10c Gateway Motorway Extension to Waterford-Tamborine Road

New 2 lane motorway

10a Cusack Lane to Mount Lindesay Highway

10d Waterford-Tamborine Road to Quinzeh Creek Road

10e Quinzeh Creek Road to Beaudesert-Beenleigh Road

Duplication of two lane motorway to 4 lanes

10a Cusack Lane to Mount Lindesay Highway

Beaudesert-Beenleigh Road

Duplicated 2 to 4 lanes arterial

11a Milne Street to Bannockburn Road

11b Stanmore Road to SIC Motorway (at Shaw's Pocket)

Yarrabilba locality internal road network

12 Provision for Yarrabilba internal road network

Network to be determined as part of structure plan process

Bromelton Roads

New 2 lane arterial

13 Mount Lindesay Highway (Gleneagle) to Brookland Road

14b South from Sandy Creek Road

New 4 lane arterial

14a Brookland Road to Sandy Creek Road


Ref Description

Beaudesert Town locality internal road network

16 Provision for Beaudesert internal road network

New 2 lane collector road (rural - 6.5m width)

16a Veresdale Scrub Road to The Grange Road

New sub-arterial road

16e Eastern Bypass (Alignment to be determined as part of structure planning process)


Figure A.1 WOSPP recommended strategic road network for 2026


Appendix B MLNBSTNI recommendations

Source: Department of Transport and Main Roads (2009), chapter 14.2.


Appendix C VLC Model validation report


Appendix D Existing conditions


Appendix E Model results

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