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1 Browns Plains Landfill & Logan City Council Sports Centre Traffic Management Study October 2009

2 Document Information: Client Logan City Council Job Number 3905 Title Status Prepared by Browns Plains Landfill & Logan City Council Sports Centre Traffic Management Study Final McCormick Rankin Cagney Pty Ltd Brisbane Queensland Date October 2009 Quality Assurance Register Issue Description Prepared Authorised By Date By Date A Draft WKS 23/04/09 1 Final WKS 16/06/09 GR 24/06/09 B Draft WKS 23/07/09 GR 23/07/09 2 Final WKS 10/2009 GR 10/2009 This document and information contained herein is the intellectual property of McCormick Rankin Cagney Pty Ltd (MRC) and is solely for the use of MRC s contracted client. This document may not be used, copied or reproduced in whole or part for any purpose other than that for which it was supplied, without the written consent of MRC. MRC accepts no responsibility to any third party who may use or rely upon this document (2)- Browns Plains Traffic Management Report.doc: October 2009

3 Table of Contents 1. Introduction Base Data and Reporting Study Area Subject Site Development Stages Existing Road Network External Internal Base Traffic Volumes Automatic Traffic Surveys External Base Traffic Volumes Operation of the Browns Plains Road / Site Access Intersection during the 2009 Base Case Traffic Analysis Traffic Generation Volumes Opportunities and Constraints Stage 1 Short Term Stage 1 Long Term Access Options Access Option Access Option Access Option Access Option Access Option 5: Traffic Signals Browns Plains Road / Site Access Intersection Bayliss Road / New Access Intersection Browns Plains Road / Bayliss Road Roundabout Summary of Access Options for Stage Stage Car Parking Internal Layout and Circulation Pedestrian and Cycle Provision Summary of Findings (2)- Browns Plains Traffic Management Report.doc: October 2009

4 Appendix A Proposed Site Masterplan by pdt Architects dated 27 July 2007 Concept Master Plan by ROSS Planning dated 23 February 2005 Figure A1: Access Option 4 Site Plan Figure A2: Access Option 4 Potential New Road Figure A3: Access Option 4 Functional Layout Plans of Potential Access Points Appendix B Traffic Flow Diagrams Appendix C SIDRA Output Data Appendix D Traffic Survey Data (2)- Browns Plains Traffic Management Report.doc: October 2009

5 1 1. Introduction This report investigates the traffic constraints and opportunities relating to the existing Browns Plains Landfill (comprising the Transfer Station and Recycling Market), the existing/proposed sports fields and the partly completed Logan City Council Multi-Purpose Centre development. This report addresses the following: The subject site and surrounding conditions; Future planning in the locality; Potential access arrangements for both the Landfill and sports park; Internal layout and circulation; The safe movement of pedestrians and cyclists; Car parking; and Traffic generation estimates and the impact of this on the operation of the external road network. The Summary of Findings has been included in Section 7 of this report. 1.1 Base Data and Reporting To assist with this assessment, reference to the following reports and plans has been made: 1. Logan Metro Indoor Sports Centre Traffic Engineering Report by TTM Consulting dated December 2007; 2. Proposed Site Masterplan by pdt Architects dated 27 July 2007 (included in Appendix A); 3. Concept Master Plan by ROSS Planning dated 23 February 2005 (included in Appendix A); and 4. Traffic Engineering Report for South West 1 Precinct by Adam Pekol Consulting. In addition to the above documents and plans, additional traffic surveys were undertaken within the site to estimate that peak hourly and daily volumes currently being generated by each component on the site. These surveys and the results of the surveys have been discussed in Section 2.4 of this report (2)- Browns Plains Traffic Management Report.doc: October 2009

6 2 2. Study Area 2.1 Subject Site The subject site is described as Lot 903 on SP and Lot 356 SP and is located at 339 Browns Plains Road. The subject site, which comprises of the existing Landfill site, a Recycle Market, Marsden Park and sporting fields, is bounded by: Browns Plains Road along the north-eastern boundary; Bayliss Road along the eastern and south-eastern boundaries; A residential subdivision along the south-western boundary; and Scrubby Creek along the western and north-western boundaries. The location of the subject site and immediate surrounding road network is illustrated on Figure 2-1 below. Figure 2-1: Locality Plan 2.2 Development Stages The study area currently comprises of, and is proposed to comprise of, an existing Transfer Station (or Smart TIP), an existing recycle market, existing and proposed sporting fields and a sports centre, which is currently under construction. The ultimate precinct will effectively be developed in two stages, described in more detail overleaf: (2)- Browns Plains Traffic Management Report.doc: October 2009

7 3 Stage 1 (Short to Medium Term) Recycling Market; Transfer Station (TIP); Indoor Sports Centre (Under Construction): 3 multi-purpose courts with the main court hosting the Women s National Basketball League team, Logan Thunder; and Gym; Sporting Fields: Proposed Club House; 4 Existing Full-Size Fields; and 1 Proposed (long-term) Full-Size Field + 2 Proposed Junior Fields. Stage 2 (Long Term) 4 Baseball / Softball Fields; Netball Courts; Potential for up to 15 Full-Size Sporting Fields; and 12 Tennis Courts (not clear on the plans) A map illustrating the study area and the location of each component is included as Figure 2-2. Figure 2-2: : Study Area (2)- Browns Plains Traffic Management Report.doc: October 2009

8 4 2.3 Existing Road Network External Browns Plains Road is a four-lane divided arterial road that travels in an east-west direction past the subject site. It is under the jurisdiction of the Logan City Council and is defined as an Urban Arterial (Dual Carriageway) within the Logan Planning Scheme Policy. The posted speed limit past the subject site is 70km/h. Access to the subject site is currently available off the southern side of Browns Plains Road in the form of an unsignalised T-intersection. An aerial photograph of the existing intersection of the site access and Browns Plains Road is provided in Figure 2-3. The eastern Browns Plains Road approach to this intersection is on a slight rise. Figure 2-3: : Existing Site Access / Browns Plains Road Unsignalised Intersection Bayliss Road is a two-lane road that borders the south-eastern side of the subject site. It is under the jurisdiction of Logan City Council and is defined as a Major Urban Collector (Limited Access) within the Logan Planning Scheme Policy. Its posted speed limit is 80km/h. The vertical geometry on Bayliss Road is reasonably flat which provides adequate sight distance for a suitable alternate access to the subject site. Browns Plains Road and Bayliss Road intersect as a 2-lane roundabout on the north-eastern corner of the site. Recently, a fourth (northern leg) was constructed which provides access to the new South West 1 Enterprise Park. Based on discussions had with Logan City Council staff, it is understood that the intersection of Browns Plains road and Bayliss Road will be converted to signals at some point in the future. As the timing and design of future signalisation is unknown, this report has assumed that the intersection would be unchanged within the design horizon year of this assessment (2)- Browns Plains Traffic Management Report.doc: October 2009

9 Internal As shown on Figure 2-4 on Page 6, the internal road network effectively comprises of the following: The main entrance roadway. This driveway is approximately 7.3m in width; A small branch off the western side of the main entrance roadway with access to a small car park and the Logan Waste office; The Transfer Station roadway which is a continuation of the main entrance driveway. This driveway is approximately 7.4m in width; and The Recycling Market driveway which branches off in a western direction from the main north-south spine. This driveway splits the existing northern and southern sporting fields as well as the future sporting field to the east of the Stage 1 area. It is approximately 6.6m in width. An additional driveway will be constructed as part of the proposed Sports Centre Complex. As shown on the Proposed Site Masterplan by pdt Architects dated 27 July 2007 included in Appendix A, this access will be located off the eastern side of the main driveway, approximately 40m south of Brown Plains Road and directly opposite the access to the Logan Waste office car park. 2.4 Base Traffic Volumes Automatic Traffic Surveys Automatic Traffic Surveys were undertaken to establish the peak traffic volumes for each component of the development. These surveys were undertaken over an extensive period from 13 February 2009 to 01 March The extended survey period was to ensure that the peak periods were surveyed in the event of wet weather as the traffic generation rate for a TIP would be typically lower on a wet day than on a clear day. In order to collect traffic volumes for each component, four locations were surveyed. These locations are described below and illustrated on Figure 2-4: Site 1: Site entrance; Site 2: Recycling Market access; Site 3: Transfer Station access; and Site 4: Back lane (not available to the public) (2)- Browns Plains Traffic Management Report.doc: October 2009

10 6 Figure 2-4: Automatic Traffic Survey Locations The survey data (condensed version) is included in Appendix D of this report. Following a detailed assessment of the survey data, it was established that the peak traffic conditions occurred between Friday 27 February 2009 and 1 March Figure 2-5 graphically illustrates the peak hour variance over these three days for the total site, the Transfer Station and the Recycling Market. The daily traffic volumes over the entire survey period are graphically illustrated in Figure 2-6. It is important to note that a junior rugby league sign-on day took place on Saturday 21 February (the middle Saturday). This is depicted by the higher than normal total daily traffic volumes on this day (2)- Browns Plains Traffic Management Report.doc: October 2009

11 7 Figure 2-5: : Peak Hour Traffic Volumes between Friday 27 February 2009 and 1 March 2009 Figure 2-6: Daily Traffic Volumes between Friday 13 February 2009 and 1 March (2)- Browns Plains Traffic Management Report.doc: October 2009

12 8 Based on Figure 2-5 and Figure 2-6: The Recycling Market peaks during the late Friday morning period. This is most likely due to the Recycling Market being closed between Tuesday and Thursday; The Transfer Station peaks during the late Sunday morning period; and The peak period for all traffic occurs during the late Friday morning period, slightly reducing during the late Saturday morning period and slightly reducing again during the late Sunday morning period. It is important to note that the sporting fields and sports centre were not operational during the survey period. Due to junior sport, the peak periods for the sports fields would be expected to occur during the Saturday morning period, which is expected to generate a much higher traffic generating demand than on either a Friday or Sunday. Taking the above into consideration, the Saturday morning peak with full development of Stage 1 would be considered the most critical from a traffic capacity viewpoint. The internal peak hour traffic volumes during the Saturday morning peak are illustrated on Figure B1 in Appendix B of this report External Base Traffic Volumes Traffic volumes during the critical Saturday morning peak were determined by adopting the following: The base traffic volumes extracted from Logan Metro Indoor Sports Centre Traffic Engineering Report by TTM Consulting dated December 2007; A growth rate of 2% p.a. (compound); and Adding the traffic likely to be generated by the South West 1 Enterprise Park. The peak Saturday morning traffic was estimated by adopting a factor of 10% to the weekday traffic volumes extracted from the Traffic Engineering Report undertaken by Adam Pekol Consulting for South West 1 Enterprise Park. A 50% IN / 50% OUT directional distribution was adopted for the Saturday peak. The external peak hour traffic volumes during the Saturday morning peak are illustrated on Figure B1 in Appendix B of this report Operation of the Browns Plains Road / Site Access Intersection during the 2009 Base Case The 2009 base case is defined herein as the 2009 traffic volumes without the traffic associated with the Sports Park, but includes the estimated traffic likely to be associated with the South West 1 Enterprise Park (2)- Browns Plains Traffic Management Report.doc: October 2009

13 9 An assessment of the existing access with Browns Plains Road during the Saturday morning peak has been undertaken with the aid of intersection capacity analytical software SIDRA3.2. The gap acceptance parameters adopted for this assessment are as follows: Left out: t a = 5.5s, t f = 3s; Right out: t a = 6.5s, t f = 3.5s; and Right in: t a = 5s, t f = 2.5s The results of the analysis are summarised in Table 2-1. The SIDRA output data (Movement Summary) are included in Appendix C of this report. Table 2-1: : Operation of the Browns Plains Road / Existing Access Intersection using SIDRA Base Scenario, Saturday Morning M Peak Approach Movement Volume in vehicles per hour (vph) Degree of Saturation (X) 95 th %ile Back of Queue (m) Level of Service (LoS) Site Access Browns Plains Rd (East) Browns Plains Rd (West) Left F Right F Left A Through A Through A Right D Note: Practical Maximum Degree of Saturation (X p ) for unsignalised intersections is Based on the above results, the Browns Plains Road / Site Access intersection is operating outside of acceptable operating limits. The results indicate that the existing 95 th %ile Back of Queue length is in the order of 678m, which is well beyond the observed queue during the Saturday morning peak. This disparity would most likely be due to the following: Vehicles are entering the traffic stream with lower gap acceptance parameters than those adopted in the SIDRA assessment. As a significant portion of exiting vehicles are car and trailer combinations, this is considered and has been observed to result in unsafe manoeuvres; and SIDRA has been based on random arrivals; however, it has been observed that significant gaps occur in the eastbound traffic movement due to the platooning effect associated with the upstream signalised intersection, in particular the Wembley Road / Browns Plains Road signalised Intersection. This is also the case, although to a lesser degree as the signals are located further upstream, for the westbound traffic movements. These gaps provide more opportunities for a vehicle exiting the site to enter the major traffic stream (2)- Browns Plains Traffic Management Report.doc: October 2009

14 10 3. Traffic Analysis The design horizon year for this assessment has been assumed to be 2020, which is approximately 11 years after the expected completion of the Sports Centre and 10 years after the expected completion of the proposed club house. Further, as the development of Stage 2 will most likely occur beyond the design year of 2020 and as the proposed sporting facilities for Stage 2 are yet to be confirmed, a detailed traffic assessment with the inclusion of Stage 2 has not been undertaken herein. 3.1 Traffic Generation Volumes The traffic generation volumes for the Recycle Market and the Transfer Station have been extracted from the existing traffic surveys. For the purpose of this report, it has been assumed that these volumes would remain consistent up to the design horizon year of The traffic generating demand for the sports facility during the Saturday morning period has been estimated based on the following: Multi-Purpose Centre and Sports Fields Junior sport; 1.5 team members / car; 70% of drivers stay / 30% leave; Back-to-back games; 12 team members / multi-purpose court; 20 team members / junior field; 30 team members / large field; and 25 team members / medium large field. Based on the above, the total traffic likely to be generated by Stage 1, during the critical Saturday morning peak, is summarised in Table 3-1. The calculated volumes have excluded the traffic likely to be generated by the future field. It is noted that the traffic generation volumes illustrated on Figures B1-B7 are slightly higher than those listed in Table 3-1. This is due to some additional traffic that was recorded which does not appear to be associated with either the Recycling Market or Transfer Station. To be conservative on the high side, this traffic has not been removed from the analysis (2)- Browns Plains Traffic Management Report.doc: October 2009

15 11 Table 3-1: : Stage 1 Traffic Generation Volumes USE IN OUT TOTAL Recycling Market Transfer Station Sports Centre Sports Fields TOTAL Opportunities and Constraints The main opportunity for this site is its frontage to Bayliss Road and the available access options for the Recycling Market and Transfer Station. The main constraints associated with this site are listed below: Endangered vegetation zone; Transfer station capacity in relation to queuing; Funding; Limited access options to Browns Plains Rd; and Land stability on the landfill area. The above opportunity and constrains have been considered when providing alternative access arrangements within this report. 3.3 Stage 1 Short Term In addition to providing a long term (i.e. up to the design horizon year of 2020) access solution for the completion and full operation of Stage 1, the Logan City Council has requested that a short term access arrangement be investigated to mitigate the expected traffic congestion during the design and construction phases of the longer term solution (refer to section 3.4). The sports centre is due to be completed by July The assessment has considered: The 2009 base traffic volumes without sports field and sports centre traffic; and The 2009 base traffic volumes with the sports field and sports centre traffic (2)- Browns Plains Traffic Management Report.doc: October 2009

16 12 The options assessed under this scenario have been based around measures to the existing access that can be implemented within a short time frame and do not include measures that are likely to require public consultation or significant design, construction and cost. This excludes traffic signals and major access links to / from alternate external roads such as Bayliss Road. The traffic movements for the short-term access arrangement are illustrated in Figure 3-1. Figure 3-1: : Short-Term Traffic Movements The available options are listed as follows: Option 1: Option 2: Option 3: Option 4: Additional stand-up lane at access; No right-turn into site; No right-turn into site + stand-up lane; and No right-turn from site or left-in / left-out. The above options have been assessed with the aid of traffic analytical software SIDRA3.2. The results of the analyses (without the sports traffic) are summarised in Table 3-2. The SIDRA output data (Movement Summary) are included in Appendix C of this report (2)- Browns Plains Traffic Management Report.doc: October 2009

17 13 Table 3-2: : Mitigation Measures for the Browns Plains Road / Existing Access Intersection using SIDRA Base Scenario without Sports Traffic,, Saturday Morning Peak Approach Site Access Browns Plains Rd (East) Browns Plains Rd (West) Note: Movement X Option 1 Option 2 Option 3 Option 4 Queue (m) X Queue (m) X Queue (m) X Queue (m) Left Right Left Through Through Right X = Degree of Saturation Practical Maximum Degree of Saturation (X p ) for unsignalised intersections is Queue is 95 th %ile Back of Queue As depicted in the above table, the Browns Plains Road / Existing Access intersection would only operate within acceptable limits if the right-turn movement from the subject site is removed (i.e. Option 4 which restricts egressing traffic to left-out only). All other options (i.e. Options 1 to 3) would operate outside of acceptable limits. It is clear that Options 1-3 would operate outside of acceptable limits with the inclusion of sports centre and sport field traffic. In order to establish the design life of Option 4, the following scenarios of the Browns Plains Road / Existing Access intersection (with no right-turn from the site) have been assessed: The existing traffic volumes (i.e. transfer station and recycling market) plus the traffic generated by just the Sports Centre; and The existing traffic volumes plus the traffic generated by the Indoor Sports Centre and Sports Fields (i.e. ultimate Stage 1 volumes) The SIDRA results from the above assessments are included in Table 3-3. As determined in Table 3-2, the short-term options at the Browns Plains Road / Site Access intersection are limited due to capacity constraints. For the existing traffic volumes (i.e. prior to the Sports Park traffic), the SIDRA results indicate that a left-out option is acceptable due to the limited capacity of the right-out movement. With the addition of only the Indoor Sports Centre traffic, the Browns Plains Road / Existing Access intersection (with no right turn from the site (i.e. Option 4) would operate within acceptable limits, but only for the short-term (2)- Browns Plains Traffic Management Report.doc: October 2009

18 14 With the addition of the total Sports Park Traffic (Indoor Sports Centre and Sports Fields), all options (Options 1-4) would operate outside of acceptable limits requiring either major upgrading of the existing access or an alternative access solution. In summary, the following alternate access options in the short-term are considered available: Left-out only (Option 4). This option would require all exiting vehicles wishing to travel east along Browns Plains Road and south along Bayliss Road to find an alternative route; and The provision of a stand-up lane which provides for all-turns during non-peak times but would be restricted to left-out only during the peak times such as on a Saturday morning and after a Women s National Basketball League game. Table 3-3: : Mitigation Measures for the Browns Plains Road / Existing Access Intersection using SIDRA Base Scenario (with Indoor Sports Traffic only and with Total Sports Park Traffic),, Saturday Morning Peak Approach Site Access Browns Plains Rd (East) Browns Plains Rd (West) Movement Option 4 With Indoor Sports Centre Traffic Only Degree of Saturation (X) 95 th %ile Back of Queue (m) Option 4 With TOTAL Sports Park Traffic Degree of Saturation (X) 95 th %ile Back of Queue (m) Left Right Left Through Through Right Note: Practical Maximum Degree of Saturation (X p ) for unsignalised intersections is Stage 1 Long Term Access Options As discussed in Section 3.2, it was established that the existing Browns Plains Road / Site Access unsignalised intersection, which allows for all turns, would operate outside of acceptable limits with and without the Sports Park traffic due to the critical right-turn out movement and the insufficient gaps in the major traffic stream to allow this movement to safely exit the site. It was further established that by removing the right-turn out movement (i.e. left-out only), the Browns Plains Road / Site Access intersection would operate within acceptable levels without the additional Sports Park traffic but would operate outside of acceptable levels with this traffic. This indicates that with full operation of Stage 1, one of the following alternative access arrangements is required: (2)- Browns Plains Traffic Management Report.doc: October 2009

19 15 1. The provision of traffic signals to cater for all traffic associated with Stage 1; or 2. The provision of an alternative access to the external road network to relieve pressure at the existing access. It is noted that this option would still require modifications to the existing configuration and could still ultimately require traffic signals. Although the provision of signals for all Stage 1 traffic could potentially satisfy the traffic capacity and safety concerns at the existing site access, internal safety concerns relating to the combination of Recycling Market traffic, Transfer Station traffic, sports related traffic and pedestrian / cycle movement between the sports fields / centre would still exist. This concern was highlighted by the Logan City Council during the initial briefing stage as being one of the key concerns to be addressed as part of this study. As such, the provision of alternative access to separate some or all of the Recycling Market and Transfer Station traffic is considered paramount to the safe operation of the subject site. A review of the alternative access options was reviewed and it was established that the most feasible option would be an additional access off Bayliss Road, which is based on: Available capacity on Bayliss Road and the intersection of Bayliss Road and Browns Plains Road; The most direct route from the Recycling Market and Transfer Station to the external road network whilst providing an adequate separation between these uses and the Sports Park; Adequate sight lines along Bayliss Road in the vicinity of the site to allow for safe access; The availability for traffic to access the site to / from all directions without the requirement for undesirable U-turns; and Excessive costs associated with providing adequate access to all other possible locations. A number of options for an alternative access off Bayliss Road have been assessed within this report. Each option has been discussed within the following sections. An assessment of the Browns Plains Road / Site Access Intersection, Bayliss Road / Proposed Site Access Intersection and Browns Plains Road / Bayliss Road Roundabout have been assessed for each option within Sections 3.4.7, and 3.4.9, respectively. As illustrated on each access option diagram within the following sections, access to Bayliss Road is proposed approximately 220m south of the Browns Plains Road / Bayliss Road roundabout. This is the most desirable location due to the following: It caters for the large queue generated by Transfer Station; It reduces the traffic impact on Bayliss Road; Adequate sight lines in accordance with Austroads Part 5: Intersections at Grade can be achieved; (2)- Browns Plains Traffic Management Report.doc: October 2009

20 16 If Logan City Council opt to limit the egress to left-out only, the travel distance (i.e. to / from the Browns Plains Road / Site Access roundabout) for southbound vehicles would be minimised; and It provides the opportunity for a vehicular link between the Sports Centre and the new roadway Access Option 1 Access Option 1 considers the following: Transfer Station access (ingress and egress) off Bayliss Rd; Recycling Market access and sports centre access off Browns Plains Road; and Recycling Market access redirected off the north-south internal spine. This option is illustrated on Figure 3-2. It allows for full separation between the Sports Park and Transfer Station but no access separation between the Recycling Market traffic and the Sports Park traffic. The 2020 traffic volumes for this option are illustrated on Figure B4 in Appendix B. This assessment has allowed all movements to be available at the Browns Plains Road / Site Access Intersection. Further, the Recycling Market traffic has been redirected to gain access off the north-south internal aisle, which has been recommended for all options being assessed herein. The redirection of this traffic would limit the traffic volume on the east-west internal roadway and improve pedestrian and cyclist safety within the sports fields area. Opportunities to provide appropriate traffic calming along the east-west aisle would then be available. Figure 3-2: : Access Option (2)- Browns Plains Traffic Management Report.doc: October 2009

21 Access Option 2 Access Option 2 considers the following: Transfer Station access off Bayliss Road; No right-turn onto Browns Plains Road; Exit option onto Bayliss Road for Sports Center traffic; Exit option onto Bayliss Road for Recycling Market traffic (all entry via Browns Plains Road); and Recycling Market access to be redirected alongside the eastern and southern sides of the sports fields (to improve pedestrian safety between sports fields). This option is illustrated on Figure 3-3. The 2020 traffic volumes for this option are illustrated on Figure B5 in Appendix B. As an alternative egress option is available for both the Sports Centre and Recycling Market traffic, which caters for exiting traffic wishing to travel east along Browns Plains Road or south along Bayliss Road, closure of the critical right-turn movement from the existing access (i.e. leftout only) is now available. Restricting egress movements from the Transfer Station to Browns Plains Road would be achieved through physical design constraints and signage. Ingress to the Recycle market and Sports Centre from Bayliss Road is not recommend on the same road section due to the large delays likely to occur as a consequence of being caught in the traffic queue to the Transfer Station. This would also exacerbate the Transfer Station queue and increase the possibility of queuing back onto Bayliss Road (2)- Browns Plains Traffic Management Report.doc: October 2009

22 Access Option 3 Access Option 3 considers the following: Transfer Station access off Bayliss Rd; No right-turn onto Browns Plains Rd; Left-turn slip lane from Browns Plains Rd (refer to Figure 3-4); Exit option onto Bayliss Rd for Sports Center traffic; Recycling Market traffic must exit onto Bayliss Rd (entry via Browns Plains Rd); and Recycling Market access redirected off the north-south internal spine. This option is illustrated on Figure 3-5. The 2020 traffic volumes for this option are illustrated on Figure B6 in Appendix B. The left-turn slip lane would provide increased capacity for the right-turn in movement and improved traffic flow for the westbound movement on Browns Plains Road. This option allows ingressing traffic to the Recycling Market but forces all traffic from the Recycling Market to Bayliss Road. Similar to Option 2, an egressing option for Sports Park traffic would be available to allow for exiting vehicles wishing to travel east along Browns Plains Road or south along Bayliss Road. Figure 3-4: : Concept Plan of Browns Plains Road / Site Access Intersection with Slip Lane (2)- Browns Plains Traffic Management Report.doc: October 2009

23 19 Figure 3-5: : Access Option Access Option 4 Access Option 4 considers the following: Transfer Station access off Bayliss Rd; No right-turn onto Browns Plains Rd; Left-turn slip lane from Browns Plains Rd; Exit available (and potential entry) via Bayliss Rd for Sports Center traffic; All Recycling Market traffic via Bayliss Rd); and Recycling Market access redirected off the north-south internal spine. This option is illustrated on Figure 3-6. This is considered the ideal option as all Recycling Market and Transfer Station traffic is removed from the Sports Park. The 2020 traffic volumes for this option are illustrated on Figure B7 in Appendix B. It also provides the opportunity to provide appropriate traffic control during the busy Women s National Basketball League games such that egressing traffic (and potentially ingressing traffic) can be distributed between the two access points. Concept plans of this option have been prepared (including the recommended treatments at the existing and proposed access points) and are included as Figures A1-A3 in Appendix A of this report. Based on the constraints of the site, in particular the available width between the endangered vegetation zone and the eastern property boundary, the prepared option illustrates a two-way link between the Transfer Station / Sports Park, which would also provide for egressing Transfer Station traffic, and a separate one-way road into the Transfer Station (2)- Browns Plains Traffic Management Report.doc: October 2009

24 20 Figure 3-6: : Access Option Access Option 5: Traffic Signals The provision of traffic signals would be an addition to Access Options 1-4. It would not be an alternative to these options as the separation of some or all Recycling Market and Transfer Station traffic is essential for the safe movement of pedestrians and cyclists within the Sports Park. Therefore, in order to assess the highest volume of traffic movements at the Browns Plains Road / Site Access Intersection, whilst providing an alternative access to Bayliss Road, an assessment of a signalised intersection adopting the volumes for Option 1 (refer to Figure B4 in Appendix B has been undertaken. The signalised intersection assessed herein is illustrated as Figure 3-7. The provision of signals not only improves accessibility for vehicles but also provides the opportunity for a safe pedestrian movement across Browns Plains Road. This movement would be required once a bus stop is provided on the northern side of Browns Plains Road which would be expected to be used by visitors to the Sports Park, in particular to the sports centre for the Women s National Basketball League games (2)- Browns Plains Traffic Management Report.doc: October 2009

25 21 Figure 3-7: : Potential Browns Plains Road / Site Access Signalised Intersection Browns Plains Road / Site Access Intersection An assessment of the Browns Plains Road / Site Access Intersection for each option has been undertaken with the aid of traffic analytical software SIDRA3.2. Only the 2020 scenario has been considered herein as it represents the worst case traffic scenario. The results of the analyses are summarised in Table 3-6. The SIDRA output data (Movement Summary) are included in Appendix C of this report. Table 3-4: Operation of the Browns Plains Road / Site Access Intersection using SIDRA Scenario, Saturday Morning Peak,, Access Options 1-51 Approach Site Access Browns Plains Rd (East) Browns Plains Rd (West) Note: Movement Access Option 1 Access Option 2 Access Option 3 Access Option 4 Access Option 5 X Queue (m) X Queue (m) X Queue (m) X Queue (m) Left Right Left Through Through Right X = Degree of Saturation Practical Maximum Degree of Saturation (X p ) for unsignalised intersections is Practical Maximum Degree of Saturation (X p ) for signalised intersections is Queue is 95 th %ile Back of Queue X Queue (m) Based on the SIDRA results, the Browns Plains Road / Site Access Intersection would operate outside of acceptable levels for Option 1 and Option 2 but would operate within satisfactory levels for Options 3 5. Therefore, an additional access onto Bayliss Road which provides for all Transfer Station traffic with at the very least an egress option for the Recycling Market and Sports Park traffic is required to cater for the expected peak Saturday traffic volumes up to the design horizon year of (2)- Browns Plains Traffic Management Report.doc: October 2009

26 Bayliss Road / New Access Intersection According to the traffic flows and the warrants for turn lanes specified in Austroads Part 5: Intersections at Grade, a channelised right-turn lane (CHR) would be required at the proposed Bayliss Road / New Access Intersection. A SIDRA generated illustrated of the assessed intersection is included as Figure 3-8. Vehicles wishing to egress the site to the south could do so via the Browns Plains Road / Bayliss Road Roundabout. If signalisation of the Browns Plains Road / Bayliss Road intersection occurs in the future, the provision of a right-turn out movement from the site maybe required. Figure 3-8: Proposed Configuration of the Bayliss Road / New Access Intersection An assessment of the Bayliss Road / New Access Intersection has been undertaken with the aid of traffic analytical software SIDRA3.2. Only Access Option 4 during the 2020 design horizon year has been assessed herein as it represents the worst case traffic scenario at this intersection. The results of the analysis are summarised in Table 3-5. The SIDRA output data (Movement Summary) are included in Appendix C of this report. Table 3-5: Operation the Bayliss Road / New Access Intersection using SIDRA Scenario, Saturday Morning Peak,, Access Option 4 Note: Approach Bayliss Road (south) Bayliss Road (north) Movement X Access Option 4 Queue (m) Left Right Left Through New Access Left X = Degree of Saturation Practical Maximum Degree of Saturation (X p ) for unsignalised intersections is Queue is 95 th %ile Back of Queue (2)- Browns Plains Traffic Management Report.doc: October 2009

27 23 Based on the SIDRA results, the Bayliss Road / New Access Intersection would operate well within acceptable levels up to and beyond the design year of 2020 for all options Browns Plains Road / Bayliss Road Roundabout An assessment of the Browns Plains Road / Bayliss Road roundabout has been undertaken with the aid of traffic analytical software SIDRA3.2. Only Access Options 3 and 4 during the 2020 design horizon year have been assessed herein as Access Options 1 and 2 are no longer acceptable as a consequence of the operation of the Browns Plains Road / Site Access Intersection. The results of the analysis are summarised in Table 3-6. The SIDRA output data (Movement Summary) are included in Appendix C of this report. Table 3-6: Operation of the Browns Plains Road / Bayliss Road Roundabout using SIDRA Scenario, Saturday Morning Peak,, Access Options 3 and 4 Approach Access Option 3 Access Option 4 X Queue (m) X Queue (m) Bayliss Road (south) Browns Plains Rd (East) South West 1 Access Browns Plains Rd (West) Note: X = Degree of Saturation Practical Maximum Degree of Saturation (X p ) for roundabouts is Queue is 95 th %ile Back of Queue Based on the SIDRA results, the Browns Plains Road / Bayliss Road Roundabout would operate well within acceptable limits up to and beyond the design horizon year of 2020 for either Option 3 or Option Summary of Access Options for Stage 1 This assessment has established that the following options are viable for the adequate operation of the subject site and existing / proposed access points and external road network: Access Option 3 (refer to Figure 3-5 on Page 19): All Transfer Station traffic via Bayliss Road; All Sports Park traffic via Browns Plains Road with an exit option to Bayliss Road; Recycling Market entry from Browns Plains Road and exit onto Bayliss Road; Left-out only access onto Browns Plains Road; and All-turns access off Bayliss Road. Access Option 4 (refer to Figure 3-6 on Page 20): All Transfer Station and Recycling Market traffic via Bayliss Road; All Sports Park traffic via Browns Plains Road with an exit option to Bayliss Road; Left-out only access onto Browns Plains Road; and All-turns access off Bayliss Road (2)- Browns Plains Traffic Management Report.doc: October 2009

28 24 Access Option 5 (refer to Figure 3-7 on Page 21): Signalisation of the Browns Plains / Site Access Intersection in conjunction with Access Options 1-4. Based on the premise of separating the Sports Park traffic with the Recycling Market and Transfer Station traffic, it is recommend Access Option 4 be pursued. Concepts of this option have been prepared and are included as Figures A1-A3 in Appendix A of this report. The main constraint with this option is to ensure that the width between the endangered vegetation area and the property boundary is appropriate to allow for the required number of lanes. Current funding may also be insufficient to cater for the required configuration. If inadequate width is available to cater for Access Option 4, Access Option 3 would be appropriate and expected to achieve the required outcomes of this study. If funding is not available, it is recommended that the design of Access Option 3 be such that upgrading to allow full separation between the Sports Park and Recycling Market / Transfer Station traffic be available in the future. Further, although signals are not required from a traffic capacity view point, provision of signals at the Browns Plains Road / Site Access Intersection would allow for the safe movement of pedestrians and cyclists across Browns Plains Road. This movement will increase in importance with the introduction of bus stops adjacent to the access and once the Sports Park becomes well established. Therefore, although funding for signals may not be currently available, it is recommended that the provision of signals be considered once funding is available (2)- Browns Plains Traffic Management Report.doc: October 2009

29 Stage 2 Although a detailed traffic study for Stage 2 has not been undertaken herein, it would be expected that the following, as a minimum, would be required: Option 4 but with signals at the Browns Plains Road / Site Access Intersection; and Internal roadway links providing relatively direct links to Browns Plains Road and Bayliss Road. This option is illustrated in Figure 3-9. Figure 3-9: : Potential Links and Access Arrangement for Stage (2)- Browns Plains Traffic Management Report.doc: October 2009

30 26 4. Car Parking Although dedicated car parking is required for each use on the site, opportunities to provide for shared car parking arrangements are available. This is particularly the case given that the peak periods of each use generally occur at different times. Sports Fields The peak car parking demand for the sports fields on a Saturday morning has been estimated by adopting the following assumptions: Junior sport; 1.5 team members / car; All cars remain at the fields; Back-to-back games; 20 team members / junior field (2 proposed fields); 30 team members / large field (3 fields 2 existing and 1 proposed); and 25 team members / medium large field (2 existing fields). Therefore, on a Saturday morning, it could be expected that the maximum peak car parking demand for the sports fields (including the future sports field) would be approximately 300 to 310 cars. On the conservative assumption of 3 ground officials per large field and 1 ground official per junior field, provision for an additional 17 cars has been assumed, totalling 323 spaces. According to the Proposed Site Masterplan by pdt Architects dated 27 July 2007 (included in Appendix A), 388 formal spaces plus an informal overflow parking area for 200 cars will be available for the sports fields component, which excludes the multi-purpose centre. This supply is well beyond the expected demand for a typical Saturday morning and is therefore considered appropriate. Multi-Purpose Centre According to the Proposed Site Masterplan by pdt Architects dated 27 July 2007 (included in Appendix A), 150 formal spaces were proposed for the multi-purpose centre. As the latest plans were not provided for the Multi-Purpose Centre, it is unknown what supply will be provided but it is understood to be in the order of 150 spaces. The Multi-Purpose Centre has a seating capacity of at least 1500 people and will host some Women s National Basketball League (WNBL) games. It is understood that these games would mostly take place on either a Friday or Saturday evening, with the occasional weekend afternoon game. During these games, the use of car parking within the adjacent sports fields would be required with the extent of available car parking dependent on what other events (on the sports fields) are taking place at the same time. In either case, it would be expected that spectator parking would be required to use some or all of the adjacent formal car parking spaces and / or potential overflow car parking areas (2)- Browns Plains Traffic Management Report.doc: October 2009

31 27 Due to the expected use of the sports fields car parking areas to access the WNBL games, strong pedestrian links between each potential car parking area and Multi-Purpose Centre are recommended. Recycling Market Car parking for the Recycling Market occasionally overflows onto the informal area to the northeast of the transfer station. In order for this to continue, while providing separation between the sports fields and the Recycling Market, an additional formal car parking area to the north or northeast of the Recycling Market should be considered. This car park could include removable barriers to allow for overflow parking between the sports fields and Recycling Market if required (as conceptually sketched on Figure A1 in Appendix A of this report) (2)- Browns Plains Traffic Management Report.doc: October 2009

32 28 5. Internal Layout and Circulation One of the objectives of this study was to ensure that pedestrian and cycle safety within the sports park was not comprised by the high volume and heavy vehicle traffic associated with the Transfer Station and Recycling Market. As recommended herein, the provision of an alternative access to separate some or all of the Recycling Market and Transfer Station traffic was considered the most effective measure to achieve this objective. Although this traffic has been fully separated from the sports park traffic, two-way connectivity between the Recycling Market and Transfer Station, without requiring to travel back onto the external road network is still required to be achieved. A functional layout plan of the proposed internal road network is illustrated on Figures A1-A3 in Appendix A. It includes the following functions: Access to and from the Recycling Market and Transfer Station via Bayliss Road; A link from the Transfer Station to the Recycling Market; A turn-around facility near the Bayliss Road entrance to enable a car (with trailer) to access the Transfer Station from the Recycling Market. Providing a link from the Recycling Market and Transfer Station anywhere else in the internal network could encourage queue jumping; An exit only link from the sports fields and Multi-Purpose Centre to Bayliss Road to allow for: o Sports related traffic to exit the site to the east and south, which would be particularly important if the recommendation to restrict egress onto Browns Plains Road to left-out only was implemented; o o An alternative egress point to relieve traffic at the end of Women s National Basketball League games. It is recommended that a Temporary Traffic Management Plan be designed to cater for such as events; and An alternative egress point in case of emergency. A queuing provision for the Transfer Station of approximately 342m (with the provision of only 1 queue lane), which is approximately 50m short (i.e. 4-5 car with trailer) of the existing queue up to the central T-intersection of 391m. Queuing provision could be extended by: o Moving the proposed Bayliss Road access closer to Browns Plains Road. This would, however, reduce the intersection separation between the proposed access and Browns Plains Road and reduce the available sight lines from the access to the southwest; and / or (2)- Browns Plains Traffic Management Report.doc: October 2009

33 29 o Providing an additional queue lane along the southern side of the proposed ingress lane. The dual lane approach would need to be managed either manually or electronically to allow for sequential entry into the check-in point. A potential truck access, across the queue lane, to allow for heavy vehicles to enter the landfill site without requiring to queue with the Transfer Station traffic. The proposal functional layout plans are subject to detailed survey and design (2)- Browns Plains Traffic Management Report.doc: October 2009

34 30 6. Pedestrian and Cycle Provision Pedestrians Pedestrian safety is expected to be significantly enhanced with the removal of the Transfer Station and Recycling Market traffic, in particular at the main entrance to the site and across the north-south and east-west spines. In relation to pedestrian links, the following measures are recommended: Footpaths along the eastern side of the north-south spine (stopping at the central T- intersection) and the southern side of the east-west spine; Footpaths connecting the formal car parking areas, the future club house and the Multipurpose centre; Raised pedestrian crossings across the north-south spine (in two locations); A speed hump on the north-south spine mid-way between the southern turn-around facility and the central T-intersection; and A speed hump on the east-west spine mid-way between the central T-intersection and the bend in the road. Further, as noted previously herein, pedestrian accessibility across Browns Plains Road in the vicinity of the main access is currently limited. Pedestrian movements across Browns Plains Road will increase in importance with the introduction of bus stops adjacent to the access, during the Women s National Basketball League games and once the Sports Park becomes well established. Future plans of the Browns Plains Road corridor should allow for signalisation of the access intersection. Cyclists As illustrated on the Proposed Site Masterplan by pdt Architects dated 27 July 2007 (included in Appendix A), opportunities to provide bicycle paths through the site are available. These paths would link to Council s bicycle routes along Grosvenor Park, Campden Park, Browns Plains Road and Bayliss Road (2)- Browns Plains Traffic Management Report.doc: October 2009

35 31 7. Summary of Findings This report has assessed the potential access options relating to the existing Browns Plains Landfill site (comprising the Transfer Station and Recycling Market), the existing / proposed sports fields and the partly completed Logan City Council Sports Centre development. Stage 1 - Short-Term As determined in Section 3.3, the short-term options at the Browns Plains Road / Site Access intersection are limited due to timing and capacity constraints. Prior to Sports Park traffic, the SIDRA results indicate that a left-out option is acceptable due the limited capacity of the rightout movement. With the addition of only the Indoor Sports Centre traffic, the Browns Plains Road / Existing Access intersection (with no right turn from the site (i.e. Option 4) would operate within acceptable limits, but only for the short-term. With the addition of the total Sports Park Traffic (Indoor Sports Centre and Sports Fields), all options (Options 1-4) would operate outside of acceptable limits requiring either major upgrading of the existing access or an alternative access solution. In summary, the following alternate access options in the short-term are considered available: Left-out only (Option 4). This option would require all exiting vehicles wishing to travel east along Browns Plains Road and south along Bayliss Road to find an alternative route; and The provision of a stand-up lane which provides for all-turns during non-peak times but would be restricted to left-out only during the peak times such as on a Saturday morning and after a Women s National Basketball League game. Stage 1 - Long-Term This assessment has established that the following options are viable for the adequate operation of the subject site and existing / proposed access points and external road network: Access Option 3 (refer to Figure 3-5 on Page 19); Access Option 4 (refer to Figure 3-6 on Page 20); and Access Option 5 (refer to Figure 3-7 on Page 21) which includes signalisation of the Browns Plains / Site Access Intersection in conjunction with all Access Options 1-4. Based on the premise of separating the Sports Park traffic with the Recycling Market and Transfer Station traffic, it is recommend Access Option 4 be pursued. Concepts of this option have been prepared and are included as Figures A1-A3 in Appendix A of this report. The main (2)- Browns Plains Traffic Management Report.doc: October 2009

36 32 constraint with this option is to ensure that the width between the endangered vegetation area and the property boundary is appropriate to allow for the required number of lanes. Current funding may also be insufficient to cater for the required configuration. Further discussion of this option in relation to car parking, internal circulation and pedestrian / cycle movements are discussed in sections 4 to 6 of this report. If inadequate width is available to cater for Access Option 4, Access Option 3 would be appropriate and expected to achieve the required outcomes of this study. If funding is not available, it is recommended that the design of Access Option 3 be such that upgrading to allow full separation between the Sports Park and Recycling Market / Transfer Station traffic be available in the future. Further, although signals are not required from a traffic capacity view point, provision of signals at the Browns Plains Road / Site Access Intersection would allow for the safe movement of pedestrians and cyclists across Browns Plains Road. This movement will increase in importance with the introduction of bus stops adjacent to the access and once the Sports Park becomes well established. Therefore, although funding for signals may not be currently available, it is recommended that the provision of signals be considered once funding is available. Stage 2 Access Arrangement Although a detailed traffic study for Stage 2 has not been undertaken herein, it would be expected that the following, as a minimum, would be required: Option 4 but with signals at the Browns Plains Road / Site Access Intersection; and Internal roadway links providing relatively direct links to Browns Plains Road and Bayliss Road. This option is illustrated in Figure 3-9 on Page (2)- Browns Plains Traffic Management Report.doc: October 2009

37 Appendix A Proposed Site Masterplan by pdt Architects dated 27 July 2007 Concept Master Plan by ROSS Planning dated 23 February 2005 Figure A1: Access Option 4 Site Plan Figure A2: Access Option 4 Potential New Road Figure A3: Access Option 4 Functional Layout Plans of Potential Access Points (2)- Browns Plains Traffic Management Report.doc: October 2009

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