final-copy-enb476-assignment-2-sem-2-2015-team-7(1).pdf

ENB476Civil Design Project

Group 7

2015 Semester 2

ENB476 Existing Conditions Assessment

Group Members: Benjamin Clarke – n8597979 Aaron Matheson – n8342032 Georgina Steer

– n8548226

Matheson Stosic

– n8599823

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ENB476Submission 2

Table of Contents List of Figures ............................................................................................................. 2 1.0 Introduction ........................................................................................................ 4 2.0 Existing Infrastructure, Transport Facilities and Demands .............................. 4 2.1 Carriageways ............................................................................................................ 4 2.1.1 Lindum Road – Inghams Place Intersection ........................................................ 4 2.1.2 Lindum Road – Lytton Road Intersection............................................................. 5 2.2 Intersection layout .................................................................................................... 5 2.3 Signalised intersection timing plans ........................................................................ 6 2.3.1 Lindum/Inghams Place Intersection ..................................................................... 6 2.3.2 Lindum/Lytton Road Intersection.......................................................................... 7 2.4 Traffic control devices ............................................................................................... 8 2.4.1 Lindum Road – Inghams Pl Intersection ............................................................... 8 Lindum Road – Lytton Road Intersection ...................................................................... 8 2.5 General Traffic Movement Volumes ........................................................................ 9 2.5.1 Lindum Road – Inghams Place Intersection ........................................................ 9 2.5.2 Lindum Road – Lytton Road Intersection........................................................... 10 2.6 Road hierarchy ........................................................................................................ 10 2.5 Property access....................................................................................................... 11 2.6 Car parking facilities ............................................................................................... 12 2.7 Pedestrian Facilities................................................................................................. 13 2.7.1 Desired Pedestrian Lines ...................................................................................... 14 2.8 Cyclist facilities ........................................................................................................ 14 2.8.1 Desired Cyclist Lines .............................................................................................. 15 2.9 Public transport ........................................................................................................ 15 2.9.1 Transit Routes ......................................................................................................... 16

3.0 Existing Services ............................................................................................... 17 3.1 Telecommunications............................................................................................... 17 3.2 Electricity.................................................................................................................. 18 3.3 Street lighting and traffic signals ............................................................................ 18 3.4 Stormwater drainage .............................................................................................. 20 3.5 Oil and Gas reticulations system ........................................................................... 20 3.6 Water and sewerage reticulations system ............................................................ 20 3.7 Abandoned and Buried Infrastructure ................................................................... 21

4.0 Current infrastructure and services state and health ................................... 22 5.0 Current Facility Performance .......................................................................... 23 5.1 Efficiency of road transport facilities...................................................................... 23 5.2 Transit ....................................................................................................................... 24 5.2.1 Safety ...................................................................................................................... 24 5.2.2 Efficiency ................................................................................................................ 24 5.2.3 Amenity .................................................................................................................. 28 5.2.4 Quality of Service .................................................................................................. 28 5.3 Motor vehicle Users ................................................................................................. 29 5.3.1 User Safety .............................................................................................................. 30 1|Page

ENB476Submission 2 5.3.2 Efficiency ................................................................................................................ 32 5.3.3 Amenity .................................................................................................................. 32 5.4 Bicyclists ................................................................................................................... 32 5.4.1 Safety ...................................................................................................................... 33 5.4.2 Efficiency ................................................................................................................ 33 5.4.3 Amenity .................................................................................................................. 33 5.5 Pedestrians............................................................................................................... 34 5.5.1 Safety ...................................................................................................................... 35 5.5.2 Efficiency ................................................................................................................ 35 5.5.3 Amenity .................................................................................................................. 35 5.6 Car parking .............................................................................................................. 36 5.6.1 Efficiency ................................................................................................................ 36 5.6.2 Access .................................................................................................................... 37 5.6.3 Amenity .................................................................................................................. 37 5.7 Adherence to Road Hierarchy principles ............................................................. 37

Reference List ......................................................................................................... 41 Appendices ............................................................................................................ 42 Appendix A – Team 7 Gantt Chart............................................................................... 42 Appendix B – Energex electrical services................................................................... 43 Appendix C – Storm water drainage (Brisbane City Council, 2015) ......................... 44 Appendix D – APA Gas Reticulation Systems (Southern end of study area) ............ 45 Appendix E – APA Gas Reticulation Systems (Northern end of study area)............. 46 Appendix F – Santos Existing Oil Pipeline .................................................................... 47 Appendix G – Incitec Gas Pipelines ............................................................................ 48 Appendix H – Existing Water Infrastructure (Queensland Urban Utilities, 2015) ....... 49 Appendix I – Existing Sewerage Infrastructure (Queensland Urban Utilities, 2015) . 50 Appendix J – Existing Water and Sewerage Infrastructure (Queensland Urban Utilities, 2015) ................................................................................................................. 51 Appendix K – SIDRA Output for Lindum Rd/ M4 / Inghams Pl Intersection ............... 52 Appendix L – SIDRA Output for Lindum Rd/ Lytton Rd/ Gosport St Intersection ....... 53 Appendix M – SIDRA Output for the Network (Summary) .......................................... 54

List of Figures Figure 1: Lindum Road/ Inghams Place Intersection (Google Maps & SIDRA, 2015) .... 5 Figure 2: Gosport Street/Lindum Road/Lytton Road Intersection (Google Maps & SIDRA, 2015) .............................................................................................................................. 6 Figure 3: Lindum Road - Inghams Place Intersection Timing Plan (Bunker, 2015) .......... 7 Figure 4: Lindum Road - Lytton Road Intersection Timing Plan (Bunker, 2015) ............... 8 Figure 5::Lindum/Inghams AM peak hour ............................................................................ 9 Figure 6: Lindum/Inghams PM peak hour ............................................................................ 9 Figure 7: Lindum/Lytton AM peak hour .............................................................................. 10 Figure 8:Lindum/Lytton PM peak hour ................................................................................ 10 Figure 9: Brisbane Road Hierarchy Overlay (Brisbane City Council) .............................. 11 Figure 10: Inghams Place Driveway Hazards (Intersection Perspective) (Google Maps, 2015) ............................................................................................................................ 11 2|Page

ENB476Submission 2 Figure 11: French Maid Foods Driveway on Approach to Lindum Road (Google Maps, 2015) ............................................................................................................................ 12 Figure 12: Gosport Street - Property Access Hazard (Google Maps, 2015) .................. 12 Figure 13: Pedestrian Crossings - Gosport Street/Lytton Road Intersection (Nearmap, 2015) ........................................................................................................................................ 13 Figure 14: Pedestrians Crossings - Inghams Place/Lindum Road Intersection (Nearmap, 2015).................................................................................................................... 13 Figure 15: Cyclist Facilities - Lytton Road/Gosport Street Intersection (Nearmap, 2015) .................................................................................................................................................. 14 Figure 16: LROD Study Area - Transport Infrastructure (Nearmap, 2015) ....................... 15 Figure 17: Bus Transit Routes (Project Brief)......................................................................... 16 Figure 18: HV and LV Power lines on Lytton Road (Nearmaps, 2015) ............................ 18 Figure 19: Existing Traffic signals on Lindum Road/Lytton Road/Gosport Street intersection (Nearmaps, 2015)............................................................................................. 19 Figure 20: Street light poles along Lindum Road (Nearmaps, 2015) .............................. 19 Figure 27: Outbound Rail services for the Cleveland Line (Translink, 2015) ................... 25 Figure 28: Inbound Rail services for the Cleveland line (Translink, 2015) ....................... 26 Figure 29: Bus Route 223 Timetable ..................................................................................... 27 Figure 30: Bus Route 224 Timetable (Translink, 2013)......................................................... 27 Figure 31: Sibley Road Stop 45/44 (Google Maps, 2015) ................................................. 28 Figure 32: View of the open level crossing (Google Maps, 2015) .................................. 30 Figure 33: Lindum Road and Inghams Place Intersection (Google Maps, 2015) ......... 31 Figure 34: Current cyclist facilities along Lindum Road .................................................... 33 Figure 35: Pedestrian Facilities Friendliness Score (Bunker, 2015) .................................... 34 Figure 36: Practicality of Lindum Road’s Pedestrian Facilities ......................................... 35 Figure 37: Lindum Road’s Existing Pedestrian Facilities..................................................... 36 Figure 38: On street car parking on Inghams Place ......................................................... 36 Figure 39: Lindum Railway Station Parking ......................................................................... 37

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ENB476Submission 2

1.0 Introduction Following Councillor Mr John Smith approaching team 7 on behalf of Kianawah City Council (KCC) and Tollway Corporation of Queensland (TCQ), it has been agreed that team seven will participate and undertake an engineering planning and design study for the M4 Lindum Road Overpass Duplication Project (LROD). In order to adequately address the Councillors requirements and provide a suitable proposal, it has been agreed that three submissions to Mr Smith will take place. This submission, the second submission to Councillor Smith, is a report which details the existing conditions of the site for the proposed LROD project. This existing condition assessment includes detailed investigations, summarisations and evaluations of existing infrastructure elements, services and transportation specific infrastructure that is present within the projects study area. In order to ensure that this report meets the expectations of the Councillor due care was taken to adhere to the clients provided brief.

2.0 Existing Infrastructure, Transport Facilities and Demands 2.1 Carriageways The following intersections are depicted in the Intersection layout section by Nearmap aerials and SIDRA. They give an illustrated view to support the description of the study areas intersections for this section of the report.

2.1.1 Lindum Road – Inghams Place Intersection The carriageway for Inghams Place is two-way and each lane is separated by a 2m median at the intersection. There are no specified turning lanes on the approach, as all movements come from the same lane. The carriageway on the opposing side of the intersection is the M4 ramps, with the oncoming single lane towards the intersection having an added high angle give-way slip lane for left turns. The Through and right turning traffic enters the intersection from the single lane. There are two lanes leaving the intersection on to the M4, this includes a continuing single lane from Inghams Pl and an added lane from turning traffic from the North West (NW) approach of Lindum Road. The NW approach consists of a two-lane carriageway across the bridge over the M4. The singular lane approaching the intersection however is then split in to two lanes. Then there is a left slip lane that turns on the M4 on-ramp. Also there is an added right turning lane on to Inghams Pl. The South East (SE) Lindum Road approach to the intersection is a two-way carriageway. It splits in to two lanes as it gets close to the intersection, with a through/left lane and a right turning lane. The exiting lanes of the intersection on Lindum Road continues as a two-lane road through the intersection from the NW approach and then merges in to one lane as it becomes a two-lane carriageway further downstream.

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ENB476Submission 2 2.1.2 Lindum Road – Lytton Road Intersection The Lindum Road South East side from the bridge is a two-way carriage way. The approach has an added right turning lane and a left turning lane, which becomes its own lane once it has joined with Lytton Road South West. Lytton Road North East is also a two-way carriageway. On the approach it splits off in a similar manner to Lindum Road South East as it approaches the intersection. There is a right turning lane close to the intersection and a left turning slip lane, although this is a high angle slip lane that does not continue, it simply merges on to Lindum Road towards the bridge. Traffic exiting the intersection on this side merges from two lanes to one. Gosport Street is also a two-lane carriageway. On the approach from Gosport Street it splits into a through and a right turning lane. At the same time a left high angle slip lane splits off to merge on to Lytton Road North East. The Lytton Road South West side of the intersection is currently a four-way carriageway. The exiting direction has an added lane from the left turning traffic from Lindum Road that continues with the through lane from Lytton Road North East. The approach consists of two through lanes, a right turning lane that splits off from the two through lanes close to the intersection, and a left turning high angle slip lane, that merges on to the singular exiting lane of Gosport Street.

2.2 Intersection layout Figure 1: Lindum Road/ Inghams Place Intersection (Google Maps & SIDRA, 2015)

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ENB476Submission 2 Figure 2: Gosport Street/Lindum Road/Lytton Road Intersection (Google Maps & SIDRA, 2015)

2.3 Signalised intersection timing plans 2.3.1 Lindum/Inghams Place Intersection A phase consists of Inghams Place and M4 exit approaches having green through signals. The left turning movement is obviously allowed at any time with care, as is the case for this movement at all phases of the cycle. The left turning movement from Inghams Place also has a green arrow signal. The Right turns from both Inghams Place and the M4 exit approaches are blank indicators that mean that movement may be performed with care of through traffic from the conflicting opposite direction. All other traffic is stopped on Lindum Road, except for left turns from the NW approach, where there is a slip lane for turns at any time with care. This is also the case for all other phases of the cycle as they do not have signals. B phase allows all movements from the Lindum Road SE approach on a green light. All other movements at the intersection have red lights except for the constant left turn with care from Lindum Road NW and the M4 exit approaches.

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ENB476Submission 2 Phase C gives all through traffic on Lindum Road green lights with the left turn from the SE approach also recieving full right of way. The right turning movement from the Lindum Road SE approach is a red light to reduce risk of accident, however it is deemed safe for right turns for the opposing NW approach to be done with care during this phase. All other traffic is stopped during this phase, except for the constant left turn with care from Lindum Road NW and the M4 exit approaches. Figure 3: Lindum Road - Inghams Place Intersection Timing Plan (Bunker, 2015)

2.3.2 Lindum/Lytton Road Intersection Phase A stops all movements with red lights except for turns in-out of Lytton Road SW and Lindum Road which are given green arrowed signals. The right turning movement from Lytton Road NE is also given a green arrow. Both left turning movements from Lytton road are allowed to be taken with care, as is the case for all phases, as they don’t have signals. This scenario is the same for left turns from the Gosport approach throughout all phases. Phase B allows both through movements from Lytton Road approaches green signals. The left turn from Lindum Road is also a green arrow, as the added lane poses no conflict with the joining through traffic from Lytton Road NE. All other left turns are allowed with care a per usual. All other traffic at the intersection is stopped with red signals. Phase C lets through and right turning movements go with green signals. In this phase, pedestrians are allowed to cross the left turning lane from Lindum Road, which is brought to a halt during this phase. All other traffic has a red light in this phase and all other left turning movements are allowed to be taken with care as per usual.

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ENB476Submission 2 Phase D has stop signals for through movements from Lindum and Lytton Road approaches. Gosford Street has green through and right movement signals. The left turn from Lindum Road is green during this phase for the same reason as Phase B there is no conflict between the joining traffic exiting the intersection at Lytton Road SW as the left turning lane continues, it does not merge. All other left turns can be taken with care as per usual. Figure 4: Lindum Road - Lytton Road Intersection Timing Plan (Bunker, 2015)

2.4 Traffic control devices Currently, there are many control devices in the form of signals that are within the intersections and in conjunction with the intersections. This not only is in charge of vehicles but also bicycles and pedestrians.

2.4.1 Lindum Road – Inghams Pl Intersection Currently this intersection does not facilitate any bicycles with bicycles designated lanes. This is a problem as Lindum Road already does not leave much room for bicycle and the bridge does not give much room for bikes to travel across it with traffic as well. To add to that risk, there are a large percentage of trucks in the area that take up even more width of the lane than a car. The Inghams Pl approach allows all movements from the one lane, which means that turning movements need to be taken with care as movements from the M4 approach can be conflicting. The approach from the M4 ramp toward the intersection also includes a through/left turning lane, and in a similar way to the Ingham Pl approach, the right turning movement from the M4 ramp approach must be performed with care of through oncoming traffic from Ingham Road.

Lindum Road – Lytton Road Intersection The traffic control has significantly changed at the Lytton Road intersection in recent history due to a couple of notable vehicle-bicycle fatalities. It has transformed from an unsignalised to a signalised intersection, which factors in bike safety a lot more than the previous design by including more bike lanes. A particularly good inclusion is the bike box, which makes bicycles turning right in to Gosport St take an extended route in order to stop bicycles turning amongst vehicles, especially trucks.

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ENB476Submission 2 The left turn from Lindum Road on to Lytton Road continues on, as it produces a lot of flow and keep the flow of traffic moving. With a new signalised design on this intersection, it also allows bicycles and pedestrians a safer exit from the intersection, and this was necessary as turning traffic on such a fast turning design should not need to check for pedestrians as well – it is just too difficult to stop in time. So this allows a safer alternative for pedestrians as well as a fast flowing corner when pedestrians are not present. On all other left turning movements on the Lytton/Lindum Intersection there are high angle slip lanes, this allows the drivers to ‘turn left with care’, which helps keep traffic flowing and is a high enough angle to be give the driver a good line of sight so that they can in fact ‘turn left with care’.

2.5 General Traffic Movement Volumes 2.5.1 Lindum Road – Inghams Place Intersection 2.5.1.1 A.M. and P.M Peak Hours It is clear from these movement volumes found in the below figures of the Lindum Road – Inghams Place Intersection’s traffic volumes that Lindum road is taking up the bulk of the traffic at this intersection, although the M4 ramp does also have considerable flow as well. There is little traffic in comparison coming out of Inghams Place. The majority of vehicles coming from Inghams Place are trucks, and this is due to this street being an industrial area and freight route. A similar comparison of trucks to cars is visible in the M4 approach as this is also a freight route for trucks. Lindum road flows are taken up mostly by cars. Figure 5:Lindum/Inghams AM peak hour

Figure 6: Lindum/Inghams PM peak hour

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ENB476Submission 2 2.5.2 Lindum Road – Lytton Road Intersection 2.5.2.1 A.M. and P.M. Peak Hours It is clear from the movement volumes found in the below figures of the Lindum Road – Lytton Road Intersection’s traffic volumes that Lindum road is taking up the bulk of the traffic at this intersection, although Lytton Road also has considerable flow as well. There is little traffic in comparison coming out of Gosport Street. The majority of vehicles coming from Gosport Street are cars. It seems that there is alot more Lytton Road truck flow that approaches from the SW direction. Lytton road has a higher percentage of trucks than the other roads at this intersection. This is due to it being a freight route that joined to Lindum Road. This is important because Lindum Road connects to the M4 ramp, which is a major freight route for trucks. Figure 7: Lindum/Lytton AM peak hour

Figure 8:Lindum/Lytton PM peak hour

2.6 Road hierarchy The following road hierarchy is developed from the Brisbane City Council’s Road Hierarchy Overlay Map 22, which focuses on the Lindum road area. (Brisbane City Council, 2014) Both Lindum and Lytton Roads were found to be primary freight access road s and also an arterial road by classifications. Inghams Place and Gosport Street were classified as neighbourhood road and freight access roads. The Port of Brisbane Motorway was considered as a motorway, and the motorway ramp exits – Lindum Road Exit was also considered as a motorway due to the high speeds of vehicles at the entry point of the road. To the south of the study area both North Road and Sibley roads were considered as district roads. The picture below from Map 22 of the ‘Brisbane Road Hierarchy Overlay’ illustrates the road hierarchy of the area. 10 | P a g e

ENB476Submission 2 Figure 9: Brisbane Road Hierarchy Overlay (Brisbane City Council)

2.5 Property access There are few property accesses within the vicinity of the study area. The closest and most dangerous access is on the Inghams Place approach. As can be seen in the figures below, there are two driveways that are 20m and 60m away from the intersection, which poses several safety risks. With high volumes of trucks exiting Inghams Place, the associated queue lengths at the intersection of Inghams/Lindum poses safety risks. This safety is further compounded due to the lack of a side turning lane to allow for merging of vehicles and efficiency improvement. Instead vehicles exiting these driveways are required to merge directly into queuing traffic. Figure 10: Inghams Place Driveway Hazards (Intersection Perspective) (Google Maps, 2015)

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ENB476Submission 2 Figure 11: French Maid Foods Driveway on Approach to Lindum Road (Google Maps, 2015)

The other access that is a hazard to the area in question is on Gosport Street. As can be seen in the figure below, a driveway is located after the bend exiting the Lindum/Lytton Road intersection. This safety hazard is located approximately 100m from the intersection, however with cars travelling at considerable speeds a lack site distance poses several risks to vehicles merging from the property access. Also, Anton Road which can be seen to the left of the figure – which is 90m away from the intersection – proves to be another concern as the potential for traffic queuing through the T junction would make merges incredibly difficult for vehicles using the property access in the figure identified below. Figure 12: Gosport Street - Property Access Hazard (Google Maps, 2015)

2.6 Car parking facilities The LROD study largely consists of industrial factories and warehouses. For most of these businesses adequate off-street parking is available within the area of the property usually in the form of a line marked car park. There are minimal residential properties within the study area, for each though there would be adequate offstreet parking. To the North-East there is the Lindum railway station. There is access to 110 car parks on the South side of the station from Sibley Road. There are also 30 car parks on the North side which can be accessed from North Road. 12 | P a g e

ENB476Submission 2 From the Northern intersection of Gosport and Lytton Road there is a long stretch of on-street parking which is catered for by a large lane width so cars can park on the side of the road. There is also on-street parking along Anton Road, which is a right turn off Gosport Street just after the intersection. Also there is no on-street along Lytton Road as this a major road. At the Southern intersection of Lindum Road and Inghams Place there is designated on-street parking on along Inghams Place as this is a small dead end road. Along Lindum Road there is a small amount of on-street parking just after the bend near the railway station. There is also on-street parking along North Road which connects to Lindum Road just after the T-Junction at the railway station.

2.7 Pedestrian Facilities The pedestrian facilities for the Gosport Street and Lytton Road intersection are shown in figures 6 and 7 below. There are designated signalised pedestrian crossings on the North-West side, South-West side and there is also one on the left hand slip lane turning into Lytton Road from Lindum Road, these are shown in red. There are also two un-signalised pedestrian crossings across slip lanes, these are shown in yellow. In terms of walk paths both Gosport Street and Anton Road provide paths on both sides of the road. There is also a walk path along the Lindum Road overpass, but only on the Southern side. On the Inghams Place and Lindum Road intersection there are three signalised pedestrian crossings, which are shown in red in figures 6 and 7 below. As for designated walk paths, Inghams Place has paths on both sides to cater for employees and customers of those businesses as well as the on-street parking. There are no walk paths along Lindum Road to the South-East towards the Railway Station. Figure 13: Pedestrian Crossings - Gosport Street/Lytton Road Intersection (Nearmap, 2015)

Figure 14: Pedestrians Crossings - Inghams Place/Lindum Road Intersection (Nearmap, 2015)

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ENB476Submission 2 2.7.1 Desired Pedestrian Lines The current pedestrian facilities in the LROD study area are inadequate and substandard for this level of road hierarchy. This will become even more apparent as the design for the new overpass is undertaken. There are currently no pedestrian walk path facilities along Lytton Road, which for the time being is accepted as there is no property access along this section near the overpass. There will be demand for a pedestrian walk path to be added to the Northern side of the overpass. The main problem with the pedestrian facilities in the vicinity of the study area is the absence of walk paths along Lindum Road heading South-East from the intersection towards the Railway Station and Bus Stops. In its current condition pedestrians are forced to walk on dirt, gravel and grass if they wish to travel to the Railway station from anywhere in the West across the overpass. There are also no wheelchair or stroller facilities along Lindum Road. This will need to be one of the key considerations in the planning of pedestrian and stroller facilities as the train and bus transport facilities are one of the key modes of transport in the area.

2.8 Cyclist facilities Within the LROD study area there is very little cyclist facilities available for bicycle patrons. The only road that has designated bike lanes is Lytton Road on the Western side of the overpass. This was included in a recent upgrade to the intersection of Lytton Road and Gosport Street. As part of the upgrade the intersection was given full signalised functionality as well some new bicycle facilities, which can be seen in figure 9 below. Shown in green are the designated bike lanes which are in place for the full length of Lytton Road. For Gosport Street however there are no designated bike lanes and the same can be said for the overpass. The blue boxes identify a new bicycle facility known as a right turn box for cyclists. This box creates a safer environment for both traffic and cyclists by directing cyclists to cross over and stop within the box and wait until it is safe to cross over to the bike lane that was originally to their right as they entered the intersection. For the intersection of Inghams Place and Lindum Road there are currently no cyclist facilities present. Figure 15: Cyclist Facilities - Lytton Road/Gosport Street Intersection (Nearmap, 2015)

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ENB476Submission 2 2.8.1 Desired Cyclist Lines As mentioned above there is only one current major cyclist facility along Lytton Road, which was only added in the recent upgrade. Throughout the vicinity of the study area the inclusion of cyclist lanes will be necessary for all the main roads. This includes, Gosport Street, Anton Road, Lindum Road and North Road. In particular there must be due consideration for the upgrading of cyclist facilities along Lindum Road including across the overpass. As mentioned in the pedestrian demands the same applies for the cyclist demands for the fact that the main transport hub is to the South-East at the end of Lindum Road. This is why it the demand is high and it is of high importance that cyclist facilities are added to Lindum Road to cater for the high demand that is created by public transport.

2.9 Public transport The LROD study area contains a railway station and two bus stops, one in each direction along Sibley Road. These transport infrastructures are shown in relation to the overall study area in figure 9 below. This figure also identifies the location of each of the major public transport infrastructure. The Lindum Railway Station is outlined in black and is located at the at-grade open level crossing at the T-junction of Lindum Road and North Road. On the Southern side of the Railway Station there are two bus stops one in each direction identified by the orange markers on the map. The railway line itself is outlined in red and travels South-West on the Cleveland line. There is currently no bus lanes present in the study area. Figure 16: LROD Study Area - Transport Infrastructure (Nearmap, 2015)

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ENB476Submission 2 2.9.1 Transit Routes In the previous section the bus stops were identified on Sibley Road on the Southern side of the Railway Station which is about 600 metres to the South-East along Lindum Road from the overpass. These bus stops facilitate two bus transit routes, which are route 223 and 224. There is another route, route 225, which also operates close to these but it is slightly out of the way of the study area. These bus routes service in the Wynnum-Manly district. In the figure below the transit routes for each of these three bus routes are shown. To have an understanding of where this is in relation to the Lindum Road overpass, the Lindum station identified in the previous section is in the top left corner of the route just near Sibley Road. Figure 17: Bus Transit Routes (Project Brief)

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ENB476Submission 2 For routes 223 and 224 there is a typical frequency of 60 minutes for each day of the week including weekends. This only changes during peak time on weekdays in which the frequency is 45 and 40 minutes for the routes respectively. Another thing to note is that there are no services for route 223 on a Sunday. The summary of the level of services is shown in the table below. Also shown in the table below is the summary of the level of service for the Cleveland Railway line that travels through Lindum Station. Attribute

Route 223

Route 224

Travel Time Weekday Peak Frequency (min)

39min-55min 45min (p.m. only) 60min

39min-55min 40min (p.m. only) 60min

07:01 to 18:05 60min 08:51 to 16:54

07:22 to 18:17 60min 08:27 to 16:29 60min 08:27 to 16:29

Weekday Off Peak Frequency (min) Weekday Hours of Service Saturday Frequency Saturday Hours of Service Sunday Frequency Sunday Hours of Service

Cleveland Line 35min 15min 30min or 15min 05:07 to 00:21 30min 05:37 to 01:21 30min 06:37 to 23:21

3.0 Existing Services Services refer to facilities and amenities that are provided to the general public for daily use. It is important to locate and identify any existing infrastructure and services to understand what issues or impacts may currently exist or eventuate on these services. The information gained resulting from these investigations within the study area enables the correct coordination of the feasibility design and associated planning in order not to interfere with existing services or infrastructure. Local maps/plans and ‘Dial Before You Dig’ records will be analysed throughout this process.

3.1 Telecommunications Telecommunication services found on the LROD site are Optus and Telstra, which are both major telecommunication providers across Australia. The Optus and Telstra services that exist within the study area are underground fibre optic telecommunication cables. These cables run from Lindum Road, Gosport Street, and North on Lytton Road. Interfering with these facilities is an offence and severe penalties can be imposed if correct procedural codes of practice are not followed and adhered to, thus it is essential to consult and liaise with the utility providers prior to and during the design phase.

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ENB476Submission 2 3.2 Electricity The principle provider for electricity in South East Queensland is Energex. The electricity services range from high voltage transmission power lines which are supported by towers, also known as pylons, high voltage and main voltage distribution power lines supported through power poles, underground sub-surface cables encased in conduit, transformers and substations. Throughout the existing conditions analysis several electrical services have been identified, both high (33kV) and low (240V) voltage cables run underground and overhead. According to the Energex reports the HV cables are on Lytton Road, Port of Brisbane Motorway and Lindum Road. Similarly the LV cables are located on all of the study area roads (Lytton Road, Lytton Road off Ramp, Port of Brisbane Motorway, Gosport Street, Lindum Road and Lindum Road off ramp and Inghams Place). By using the Nearmap mapping software HV and LV overhead power lines have been located along the West side of Lytton Road, East side of Gosport Street and across the road on Inghams Place approaching the Lindum Road M4/Inghams Place intersection. Additionally surrounding the study area are direct-lay cables and conduits, which are positioned in trenches. The figure below indicates the overhead power lines existing on Lytton Road. Figure 18: HV and LV Power lines on Lytton Road (Nearmaps, 2015)

Energex offers remote and on-site location advice therefore electrical disturbance should not occur. Whilst working in the vicinity of Energex plant certain conditions need to be observed i.e. the location of cables, records, and electrical cable covers. Appendix B indicates the extensive amount of electrical services in the area and why it is critical to locate and coordinate same for future works.

3.3 Street lighting and traffic signals Street lighting and traffic signals are all services, which are supported through the electricity supplier Energex. There are currently two signalised intersections where traffic signals exist, the Lindum Road M4/Inghams Place and Lindum Road/Lytton Road/Gosport Street intersections. The current traffic signals run on a 60 second time cycle with various movements, signal phases and contain pedestrian crossings. 18 | P a g e

ENB476Submission 2 Figure 19: Existing Traffic signals on Lindum Road/Lytton Road/Gosport Street intersection (Nearmaps, 2015)

Street light poles currently exist on each signalised intersection, North on Lytton Road, Lindum off ramp, Lindum Road, Inghams Place, and along the Port of Brisbane Motorway. According to Nearmaps images and the Energex ‘Dial Before You Dig’ reports there are limited streetlights that run along the South segment of Lytton Road and Gosport Street. This may be a consideration to put forward to the design phase, as lighting is an important feature for road safety. Street Light poles can also be seen in the Energex electricity report located in Appendix B. Figure 20: Street light poles along Lindum Road (Nearmaps, 2015)

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ENB476Submission 2 3.4 Stormwater drainage Located within the study area are stormwater services containing at-grade and buried/below grade drainage systems. At-grade systems include kerb and channel, table drains, gully pits, creeks/channels and bridges. Buried grade stormwater services include pipes and culverts. The stormwater services which have been identified are as follows; at the Lindum Road/Lytton Road/Gosport Street intersection there are 4 existing stormwater culverts, 2 on Gosport Street and 2 located on Lytton Road. Additionally there is a culvert on Inghams Place. There are numerous stormwater drains that need to be accounted for along Gosport Street, Inghams Place and Lindum Road inclusive of stormwater gully pits and field inlets. Furthermore there are drainage areas off Gosport Street, Lindum Road, Inghams Place and Lytton Road adjacent from Anton Road. A full copy of the Brisbane City Council Stormwater and Cable Network report can be viewed in Appendix C.

3.5 Oil and Gas reticulations system With reference to the transport study area for the LROD in there are a number of gas reticulation systems and an oil reticulation system currently present which belong to APA Group, Santos and Incitec Pivot Limited. The identification of these pipelines is critical in construction projects as errors and accidents involving the highly combustible materials can be catastrophic. As evident in Appendix D and E the APA Group have a number of gas reticulation facilities, such as a transmission line which travels in parallel to Lytton, as well as and various pipelines including with high and medium pressure pipelines. At current Santos has a high pressure oil pipeline which travels through the site, traversing Lindum Road as evident in Appendix F. Incitec Pivot Limited also has a gas pipeline between the AMPOL refinery and Gibson Island which travels along Gosport Street and Lytton Road within the study area. The drawings for this gas pipeline can be seen in Appendix G as provided by Incitec Pivot Limited.

3.6 Water and sewerage reticulations system Throughout the study area there is a considerable amount of water and sewerage infrastructure. Predominantly the water infrastructure throughout the study area consists of underground pipes delivering water to homes and businesses as well as valves and water supply points for fire fighting purposes. In Appendix H the water infrastructure to the south of the study area can be seen, with the underground pipelines clearly evident in blue and infrastructure points such as water supply points evident with dots. The sewerage system that is present throughout the study area consists of a network of pipes transporting waste products from homes and businesses to treatment facilities. In appendix I the location of the sewerage infrastructure can be seen for the southern end of the study. Furthermore in Appendix J the infrastructure that is present for both water and sewerage systems can be seen.

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ENB476Submission 2 Through the identification of the sewerage and water reticulation systems, it is evident that the existing infrastructure is closely linked to the existing road network. It can be seen that Inghams Place and Lindum Road have pipelines travelling along the edge of their existing carriageways which will need to be taken into consideration for any potential earthworks that are to occur. Furthermore it is noted that pipelines of both sewerage and water travel across all intersections in the study area which poses potential problems for any reconfigurations that are to take place. Additionally with the proposed overpass duplication to occur to the north of the existing overpass, this will occur in area that is surrounded by water pipelines which will be needed to be taken into consideration. There are also many water supply points and connecting pipelines which traverse the existing road carriageway at regular intervals for fire fighting purposes which may need relocation following the redesign of the study area. In summary it is evident from Appendices H, I and J that there are water and sewerage systems throughout the existing road network which will need consideration and planning in order to avoid rupturing or causing potential problems to stakeholders including the local community.

3.7 Abandoned and Buried Infrastructure In order for work to satisfactorily occur during the design and construction stages, it is important that there are no surprises within the study. For example finding an abandoned tram line or a buried gas pipeline can significantly hamper a projects progress. For this purpose an investigation into both abandoned and buried infrastructure was conducted throughout the study area. However following this investigation, it was evident that no significant infrastructure was found to be abandoned within the immediate vicinity of the study area. However as mentioned throughout the rest of this section of the report (Section 3.0), there are many buried infrastructure elements throughout the study area such as water and sewerage reticulation systems, oil and gas pipelines, telecommunication and electrical lines.

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ENB476Submission 2

4.0 Current infrastructure and services state and health Throughout the sections 2.0 and 3.0 of this report the existing infrastructure elements and services have been identified. Through this identification process it is evident that there is a variety of infrastructure elements and services present throughout the study area. The majority of the infrastructure that was identified throughout the previous sections of the report was found to be in good health and good working condition. This however was with the exception of the active transport elements, in particular the pedestrian facilities and cyclist facilities, which were generally lacking throughout the entirety of the study area. Additionally there were several property accesses that were found to be unsafe due to their encroachment and close proximity to the intersections within the study area such as the Inghams Place and Lindum Road intersection. However in retrospect to this the road infrastructure inclusive of existing carriage ways, intersection layout, traffic control devices, road hierarchy, car parking facilities and public transport facilities were all found to be in good states. Through the identification of the existing services within the study area, it was found that all of the relevant services were in good working conditions and states. However through evaluations it is evident that many of the existing services will require protections to avoid damaging or interference during construction works. In addition to this it was evident that consultations with service owners will be required before work commences with the potential of land preservations to avoid clashes and disturbances. In particular telecommunications, electrical, street lighting and traffic signals, water reticulation systems, sewerage reticulation systems and gas pipelines were all found to be in close proximity or buried within the existing road carriageway. Due care is to be taken when working with these existing services. However there are also potential opportunities to work with these existing facilities and incorporate them into the upgraded design. This could potentially allow for improvements, extensions or increased capacities on the existing services which are disturbed during construction work, whilst also providing provisions for new services in the future (such as the laying of conduits which can later have services such fed through them). It is to be noted that an oil pipeline was also found to run through the site underneath the existing Lindum Road Overpass. Furthermore gas pipelines were found to be buried in slightly north and in parallel to the existing Lindum Road overpass, as well as other locations throughout the study area. Extreme caution must be taken when working around these pipelines and if possible they should be avoided. In addition to the identification of existing gas pipelines in Appendix D it is evident that there is a proposed pipeline to be implemented in parallel to North road.

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ENB476Submission 2

5.0 Current Facility Performance 5.1 Efficiency of road transport facilities The analysis of the intersections and overall network operation were conducted through Signalised and Unsignalised Intersection Design and Research Aid (SIDRA). SIDRA is a software package, which allows you to analysis intersections, network capacities, level of service (LOS) and traffic performances (Sidrasolutions, 2015). A few of SIDRA’s main features include network modelling, traffic movements, intersection geometry and signal phasing (Sidrasolutions, 2015). The intersections, Lindum Road/ Inghams Place/ M4 South Ramps and Lindum Road/ Lytton Road/ Gosport Street were analysed at Weekday AM and PM peak periods. SIDRA applied the traffic volumes, both light and heavy vehicles at a cycle time of 60 seconds, SIDRA was able to analyse the signalised intersections as a network for performance efficiency and was able to output lane summaries for each approach. Results from the Lindum Road/ Inghams Place/ M4 South Ramps indicated that during AM and PM peak periods the overall level of service is LOS B. According to Austroads (2006, p.37), “Level of service B is in the zone of stable flow and drivers still have reasonable freedom to select their desired speed and to manoeuvre within the traffic stream, although the general level of comfort and convenience is a little less than with level of service A”. 
 This indicated that the LOS that currently exists on this intersection is moderately sustainable. Approximately a total of 1310 vehicles/hour operate through this intersection during peak periods. The degree of saturation for the AM peak was 0.594 whereas the PM had a value of 0.605. The output values between AM and PM were found to be relatively similar, the summaries indicated that 22% of the vehicles that operate on the roads are heavy vehicles, this value was projected given the location of the study area. Additional lane use and performance summaries can be seen in Appendix K. Furthermore the results from the Lindum Road/ Lytton Road/ Gosport Street intersection showed that during AM and PM peak periods the overall level of service is LOS B for the AM peak, and LOS C for the PM peak period. According to Austroads (2006, p.37), “Level of service C is 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 general level of comfort and convenience declines noticeably at this level”. The overall LOS for this intersection reveals there are slight performance concerns towards the PM peak hour periods. Generally a total of 1220 to 1250 vehicles/hour operate through this intersection at peak periods. The degree of saturation for the AM peak was 0.601 whereas the PM had a value of 0.766. The lane summaries for this intersection indicated that the heavy vehicle percentage is roughly 24%. Further lane use and performance summaries can be seen in Appendix L.

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ENB476Submission 2 Both Appendix L and M display further information surrounding the AM and PM data outputs. Additionally there is information regarding lane configurations, average delay lengths, land capacities and network summaries.

5.2 Transit Within the Lindum study are there are two types of transit services that operate. The first of which is Queensland Rail’s Lindum Railway Station that is a part of the Cleveland service which runs to and from Brisbane City Central Station to Cleveland. The other services that operate within the study are bus services that Translink operate. In particular bus routes 223 and 224 operate as a loop service circulating within the Wynnum-Maleny area. There are also bus services that operate within the study and only service Iona College, the nearby all boys school. These services are operated effectively on a chartered basis through companies other than Translink and include bus routes 815, 819, 5076 and 5077. It is to be noted that all of the transit services that operate primarily operate to the south eastern end of the study area particularly surrounding Lindum Railway Station. This has resulted in the neglect of the northern end of the study area, particularly the areas near the proposed duplication and many work places. However for the existing transit infrastructure the most common user groups are inner city workers and students for rail services. Whilst for the bus services provided, the most common user groups are those wishing to travel in the local neighbourhood and those who do not have access to a motor vehicle.

5.2.1 Safety The services that are operated throughout the study area are relatively safe. The bus services in particular operate during typical day light hours and the bus stops are located along Sibley road in open public view. The railway station is also located in the public view and has frequent services throughout the day and night that would ensure the safety of patrons travelling with this service.

5.2.2 Efficiency The services that run throughout the study area are both frequent and efficient. At current rail services run seven days whilst bus services run Monday to Saturday. Rail services typically operate with 15minute headways during peak periods (both AM and PM Monday to Friday) and operate with a scheduled headway of 30mins during off peak times. The services are also widely spread beginning as early as 5:07am during week days and ceasing with the last service at 12:21am. On Friday and Saturday nights additional services also operate later at night with the last service at 1:21am. The timetable for these rail services can be seen in the figures below.

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ENB476Submission 2 Figure 21: Outbound Rail services for the Cleveland Line (Translink, 2015)

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ENB476Submission 2 Figure 22: Inbound Rail services for the Cleveland line (Translink, 2015)

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ENB476Submission 2 The bus services have a smaller schedule and less frequent services, with services departing from roughly 7am until 5:30pm on approximately an hourly basis. The time tables for the bus routes operating with the study area can be seen below. Figure 23: Bus Route 223 Timetable

Figure 24: Bus Route 224 Timetable (Translink, 2013)

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ENB476Submission 2 5.2.3 Amenity The amenity of the infrastructure provided for the transit facilities in the study area is fair. The Lindum railway station provides several enclosed shelters for commuters to use whilst they wait for services. Currently linking the platforms is an overhead bridge. This overhead bridge is a stairs only access, which is insufficient for disable persons. Due to this despite the adequacy of the shelters provided, the station is unsuitable for disabled persons. There are also two bus stops within the immediate vicinity of the study servicing routes 223 and 224. Both of these bus stops are attractive and convenient for commuters with shelters and seats provided for patrons. The figure below shows existing state of the bus stops. Figure 25: Sibley Road Stop 45/44 (Google Maps, 2015)

5.2.4 Quality of Service As previously mentioned in this section of the report there is the Lindum Railway Station and two bus stops servicing routes 223 and 224 within the study. The safety and amenity aspects of both of the transit systems are currently sufficient for residents wishing to travel in the surrounding suburbs and to the city with further connections.

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ENB476Submission 2 Although despite the satisfactory safety and amenity aspects of the transit facilities, the accessibility is insufficient for the study area. Currently there is lack of footpaths and other infrastructure connecting the north western end of the study area to Lindum Railway station and the bus stops. As there are a number of businesses in Inghams Place and also on the northern end of Gosport Street, this is a missed opportunity for workers in these areas to walk or ride to and from the station to work. If people were to walk to and from the station and bus stops currently, in would be rather inconvenient and it is little surprise that many avoid this. The average headway of train service during peak hour is 15minutes, whilst during off peak it is roughly 30mins. This subsequently classes the availability of the services as relatively frequent for peak hour services, whilst for off peak commuters are required to schedule their arrival. For buses that average headway is roughly one service every hour. From a passengers perspective this service provides the minimal level for basic travel needs. Through the analysis of the hours of service and service level the rail services provided at Lindum Railway can be seen as providing satisfactory quality to the local community. This is as the services operate between 15-18hours a day during the week and services the majority of destinations in high density areas. In comparison the quality of the service provided by the bus services is minimal as it operates during the day and services only the community’s highest density corridors. The comfort and convenience achieved by rail is also comparable to motor vehicle travel with the approximate driving time of 25minutes when compared to a transit time of 35minutes. For this service this is an acceptable quality standard, especially when factoring in peak hour traffic. The bus service provided in retrospect is a tolerable choice for riders, however it is expected that commuters would opt to take motor vehicles over the bus route due to avoid having to tolerate a service.

5.3 Motor vehicle Users Motor vehicle users typically make up a large portion of the road user group in Australia. This is no exception for the LROD project, particularly due to the absence of facilities supporting other modes of transport throughout the study area – such as active transport. A notable factor affecting the infrastructure is the composition of the motor vehicle user group which is common to the study area. Due to the State Route 30’s location and its close proximity to the Port of Brisbane it contains an unusually high proportion of heavy vehicles within its user group. As a result the infrastructure provided is required to cater to this. This also has bearings on the road safety considerations and other aspects of the infrastructure of the study area, particularly for the motor vehicle user group and the vulnerable user groups.

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ENB476Submission 2 5.3.1 User Safety Safety is a critical part in transportation, especially for motor vehicle users. With vehicles travelling at high speeds, there is the potential to cause great harm to those who are using the vehicle, other vulnerable user groups and the environment. As a result there are many factors that influence the overall safety of motor vehicle users and one of the factors is the infrastructure in which they operate. Intersections are critical aspect of road safety and controls can be implemented to provide protection to motor vehicle users. Currently the Lindum/Gosport/Lytton and Lindum/Inghams intersections are both signalised with channelization provided at each intersection. However at the open level crossing between Lindum, North and Sibley Roads, there is no signalisation present. Taking into consideration the high number of turning movements, the high presence of heavy vehicles, volumes of traffic and frequencies of train services during peak hours the intersection puts the safety of motor vehicle users in jeopardy. Figure 26: View of the open level crossing (Google Maps, 2015)

The other existing intersections within the study are much safer in design than the open level crossing. The Lindum Road and Inghams Place intersection has channelisation and signalisation and the Gosport Street, Lytton Road and Lindum Road intersection was also recently upgraded to the same standard.

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ENB476Submission 2 Figure 27: Lindum Road and Inghams Place Intersection (Google Maps, 2015)

As evident in the figure above the intersections also contain controlled pedestrian movements, which promotes the safety of both motor vehicle users and pedestrians. The provision of slip lanes for left turning movements also allows for an improved traffic flow of vehicles exiting the motorway into the study area. Although this movement is uncontrolled, with intersection signalisation and timing cycles, these uncontrolled movements are still safe. At this point in time the existing intersection configuration - with respect to signal phasing, timing and queue distances – has resulted in a level of service classification of D for the network as a whole for both peak periods. LOS D is typically classified as approach unstable flow, where motor vehicle users begin to experience a loss comfort whilst travelling. With motor vehicle users beginning to lose comfort whilst driving throughout the study area, this can also be seen as a safety risk. This is as drivers will be more likely frustrated and erratic when driving through the study. The posted speed set at 60km/h, the average travel speed achieved is approximately 40km/h for both AM and PM peak periods at current. With this 20km/h difference in speed many motor vehicle drivers will become frustrated and unsafe driving traits such as tail gating will become prevalent. A positive road safety aspect for motor vehicle users is the deceleration distance from the Port of Brisbane motorway to the start of the Lindum and Inghams Intersection. The Lindum Road Exit is approximately 580m long which provides ample distance for motorists to slow their vehicles down from 100km/h to a stop at the intersection. The sight distances provided, particularly stopping sight distance is also satisfactory for all of the approaches to both the Lindum/Inghams and Gosport/Lytton/Lindum intersections. This provision of satisfactory sight distance is important for safety as it allows motor vehicle users to identify and react to change in road conditions such as hazards and intersections requiring them to stop. With the provision of the safe stopping distance, many drivers would be unable to stop and as a result the intersections would be dangerous due to the high numbers of incidents which would subsequently occur.

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ENB476Submission 2 The section of Lindum Road between the open level crossing and the intersection with Inghams place is lacking in regards to safety. The road is relatively narrow (with a nominal lane width of 3.25m) considering the high proportion of heavy vehicular traffic which is present and the line marking also needs improvement. This section of road contains many power poles with very little protection in place to protect motor vehicle users in the event of a crash. There is also loose gravel along the side of the road which could pose further hazards to road users.

5.3.2 Efficiency The infrastructure that is provided for motor vehicle users within the study area has resulted in an inefficient network. This is characterised by the networks level of service of D at this present time. The analysis which was considered for the level of service took into consideration the existing signalised intersections of Gosport/Lytton/Lindum and Lindum/Inghams. With this result that was achieved it can be seen that optimal efficiency for the network has not been achieved and a potential incident would cause delays to the network. The Lindum open level railway crossing also causes a number of problems to the study areas efficiency. A major factor in the efficiency problems posed by the open level crossing is the frequent closure due to rail services in peak periods. With these frequent closures of the crossing, the State Route 30 as whole is significantly delayed and impacted. The overall impact of these delays is essentially the underachievement of State 30 Route and the study area, as the capacity of motor vehicles and subsequent users that can operate through Lindum is significantly reduced.

5.3.3 Amenity The amenity of road facilities provided throughout the study area for motor vehicle users varies. At current the Lindum road overpass and intersections provide sufficient amenity for motor vehicles and they are in general desirable facilities. However in contrast the eastern end of the study area, inclusive of the open level crossing, lacks amenity for motor vehicle users. With a high number of turning movements, frequent delays due to rail services and lack of safety provisions, the open level crossing is undesirable and potentially dangerous for motorists.

5.4 Bicyclists During the period of observation it was evident that there are no dedicated cycle lanes present in the study area. With the recent improvements to the Lindum Road overpass this has seen the addition of bicycle stand-up lanes and bicycle boxes on all approaches at the intersection of Lindum Road/Gosport St and Lytton Road. However the lack of dedicated bicycle lanes has resulted in a lack of infrastructure and any potential cyclists have to share the road with other vehicles, which consists of a high proportion (greater than 20%) of heavy vehicles. During this observation period and the subsequent traffic observations that were conducted, it was evident that bicycle traffic was negligible with a total of 5 bicycles (for the Lytton/Lindum/Gosport Intersection) used the facility during the peak hour observation period (approximately 1% of all traffic).

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ENB476Submission 2 5.4.1 Safety With the lack of cyclist provisions and the aforementioned high proportion of heavy vehicle traffic it is little surprise that the existing cycle traffic is negligible. Furthermore the roads that travel through the study area are narrow and the shoulders are poor, giving cyclist little room to move and potentially causing delays to the other modes of transport along the road. As a result the study area is currently unsafe and undesirable for cyclists. The figure below accurately depicts the current state of the Lindum road between the Lindum Railway Station and the intersection of Lindum Road/Inghams Pl/Lindum Road Exit. Figure 28: Current cyclist facilities along Lindum Road

5.4.2 Efficiency As there are no currently existing cyclist facilities throughout the study area, with the exception of channelisation at the Gosport/Lytton/Lindum intersection and a partial bike lane along Lytton Road, the existing facilities area inadequate and inefficient. It is possible for cyclists to ride along the road, however with reference to the figure above it would be highly undesirable for most cyclists and potentially dangerous.

5.4.3 Amenity Currently the amenity rating of the cyclist facilities is very poor. This is due to the fact that as a cyclist, the existing infrastructure is highly unattractive and potentially dangerous, due to the apparent lack of infrastructure as previously mentioned.

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ENB476Submission 2 5.5 Pedestrians Throughout the study area there is currently minimal pedestrian facilities available, with few exceptions. These inceptions include the provisions of; concreted footpaths along both Inghams Place and Gosport Street, signalised pedestrian crossings at the Gosport/Lindum/Lytton intersection and a footpath along the Lindum road overpass. However apart from these exceptions the infrastructure facilities are nonexistent and pedestrians are required to walk along the side of the road. As a result these facilities are totally inadequate for persons with disabilities. It is to be noted that signalised pedestrian crossings are provided at both the Lindum/Inghams and Gosport/Lytton/Lindum intersections, however with the lack of overall connectivity between the study area and the low numbers of pedestrians these facilities lack practicality. In areas surrounding the immediate vicinity of the study area the existing infrastructure that has been provided is to a much greater standard, than that of the study area. To the north of the Lindum Railway Station there is a footpath that links the station to the nearby Iona College, whilst to the south and the east there are facilities linking nearby housing estates to the station. The pedestrian friendliness score is also a useless indicator of the current state of the existing pedestrian facilities. With the lack infrastructure provided, the existing facilities were ranked quite poorly with all but two rankings with the 0-24 out of 100 rank. With a ranking of less than 24, this denotes that almost all errands require a vehicle. In the figure below the relevant rankings and designations can be seen for the study area. Figure 29: Pedestrian Facilities Friendliness Score (Bunker, 2015)

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ENB476Submission 2 5.5.1 Safety Due to the lack of facilities available for pedestrians their safety is at risk of jeopardy, particularly along Lindum Road and Lytton Road. The lack of facilities requires pedestrians to walk along the side of the road which is either grassy, dirt or unsealed gravel which poses a number of safety risks especially during weather events such as rain. The close proximity of pedestrians to vehicles travelling at high speeds is also dangerous with the potential risk of a vehicle and pedestrian crash and a catastrophic result. However the facilities provided along Inghams Place, Lindum Road Overpass, North Road and Sibley Road are satisfactory in safety consideration

5.5.2 Efficiency As the existing facilities for pedestrians are minimal with few exceptions (as previously mentioned), the providing facilities are rated as inefficient. However there is a great deal of potential for this area and subsequently a large amount of room for improvement. With the local area predominantly consisting of industrial complexes such as factories there is the potential for commuters to utilise the nearby Lindum Railway station and walk to and from the station to work. Furthermore there is the potential to link businesses surrounding Lytton Road and Gosport Street to the rest of the study area and provide a through route which commuters or recreational users could utilise. This would also allow for an effective utilisation of the existing signalised intersections and pedestrian controls that are installed on these facilities. The figure below accurately portrays an example of inefficiencies of the pedestrian facilities which have been found throughout the study area. Figure 30: Practicality of Lindum Road’s Pedestrian Facilities

5.5.3 Amenity The current amenity of the provided pedestrian facilities is significantly lacking in terms of overall benefit to the study area. Whilst the exceptions on Gosport Street, Lindum Road Overpass and Inghams Place provide adequate and useful facilities for local businesses, they provide little benefit to the overall study area. As a result the facilities are currently undesirable; however they have potential to provide a significant benefit to the local community. By referring to the figure below the true extent of undesirability of the existing facilities can be seen.

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ENB476Submission 2 Figure 31: Lindum Road’s Existing Pedestrian Facilities

5.6 Car parking As the study area primarily comprised of industrial complexes and factories, a majority of the car parking requirements are addressed on site for these businesses. Off street car-parking facilities are also provided at the Lindum Railway station for commuters. Due to the hierarchical classifications of the majority of the roads in the study area it is not appropriate to provide on street parking facilities, with the exceptions of Inghams Place, Sibley Road and North Road.

5.6.1 Efficiency As a whole the study area is very efficient in its provision for car parking facilities. Due to the fact that the majority of the area is primarily industrial in nature, businesses have provided off-street car parking, in which the parking demand has been met. On Ingham’s Place there is also the ability for overflow parking to occur on the street. In the figure below, it can be seen that the on street facilities are providing an efficient service, wasting little space on the facilities provided. Figure 32: On street car parking on Inghams Place

Lindum Railway Station also provides a number of car parking spaces for those who wish to park and go. As a result these facilities are utilised throughout typical workdays and are used to their fullest. This evident below in a figure obtained from the Sibley Road car parking facilities for Lindum Railway station 36 | P a g e

ENB476Submission 2 Figure 33: Lindum Railway Station Parking

To the north of the study area as previously mentioned there is additional car parking available on the street. During the week days this on street parking can be utilised by commuters wishing to park and go, whilst on the weekends this can be utilised by those wishing to travel to Iona College for purposes such as sporting events. It is also to be noted that there is no car parking provide along Lindum Road, however as there is no purpose for on street parking along this road, this means that facilities are not wasted.

5.6.2 Access The parking facilities provided are accessible throughout the study area. With parking available on both sides of the open level crossing at Lindum Railway station this allows commuters travelling from either direction to park at these facilities. With the number of parks provided this also ensures that commuters will have easy access to parks. On street car parking is also readily accessible for the roads and streets that it is permitted. Furthermore the off-street parking provided at industrial complexes such as those along Inghams Place are readily accessible and provided in adequate quantities to ensure that workers avoid delays in finding parking space.

5.6.3 Amenity As a whole the car parking facilities throughout the study area are convenient and desirable. This is as the parks are provided within close proximity to major destinations such as the railway station, work places and the local high school. Additionally these facilities are concreted, fenced and line marked, providing quality and attractive facilities for customers

5.7 Adherence to Road Hierarchy principles Currently within and surrounding the study area the designated road hierarchy includes;    

Motorway: Lindum Road Exit Arterial Roads: Lindum Road and Lytton Road Neighbourhood Roads: Gosport Street and Inghams Place District Roads: North Road and Sibley Road

In the tables below each of the roads within and surrounding the study area have been analysed and evaluated for their compliance to typical road hierarchy principles (Eppell et al, 2001). 37 | P a g e

ENB476Submission 2 Lindum Road Exit Feature Posted Speed Range

Typical 100km/h

Motorway Current Compliant

Comments

60km/h is satisfactory due the fact it is an off ramp Heavy Vehicle Movements Public Transport

Primary freight routes Priority treatments

Bicycle facilities

Trunk routes/Off carriageway Pedestrian facilities

Separate from road Pedestrian crossings Accesses Parking provisions Bus stopping provision Intersection treatments

Lindum Road Feature Posted Speed Range Heavy Vehicle Movements Public Transport

Graded separate None None None on road Graded separate

Typical 70 to 80km/h Primary and secondary freight routes Line haul and priority treatments

Bicycle facilities Pedestrian facilities Pedestrian crossings

Accesses Parking provisions Bus stopping provision Intersection treatments

Trunk routes/Off carriageway Pathways and linkage where required Signalised

None None Indented bus bays where appropriate Graded separate/signal/roundabout

Compliant Not applicable Not applicable Not applicable Not applicable Compliant Compliant Compliant Not applicable Arterial Road Current Compliant Noncompliant Noncompliant Noncompliant Partially compliant Partially compliant

Comments 60km/h Trucks travel through

Footpath currently in place on the overpass Lindum/Inghams intersection complies

Compliant Compliant Noncompliant Partially compliant Lindum/Inghams and Gosport/Lytton/Lindum intersections comply

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ENB476Submission 2 Lytton Road Feature Posted Speed Range Heavy Vehicle Movements Public Transport

Typical 70 to 80km/h Primary and secondary freight routes Line haul and priority treatments

Bicycle facilities Pedestrian facilities Pedestrian crossings

Trunk routes/Off carriageway Pathways and linkage where required Signalised

Arterial Road Current Compliant Noncompliant Noncompliant Noncompliant Noncompliant Partially compliant

Comments 60km/h Trucks travel through

Lindum/Gosport/Lytton intersection complies Accesses Parking provisions Bus stopping provision Intersection treatments

None None Indented bus bays where appropriate Graded separate/signal/roundabout

Inghams Place Feature

Typical

Compliant Compliant Noncompliant Compliant Neighbourhood Road Current

Comments

Posted Speed Range

60 to 80km/h

Compliant

60km/h

Heavy Vehicle Movements Public Transport

Secondary routes

Compliant Noncompliant Noncompliant

No current bus routes

Bus Routes Bicycle facilities Pedestrian facilities Pedestrian crossings Accesses Parking provisions Bus stopping provision Intersection treatments

Trunk routes/Off carriageway Pathways and linkage where required Signalised Selective access control None Indented bus bays where appropriate Signal/Roundabout/T junction

No cyclists facilities provided

Compliant Compliant Compliant Compliant Compliant Compliant

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ENB476Submission 2 Gosport Street Feature

Typical

Neighbourhood Road Current

Comments

Posted Speed Range

60 to 80km/h

Compliant

50km/h

Heavy Vehicle Movements Public Transport

Secondary routes

Compliant Noncompliant Noncompliant

No current bus routes

Bus Routes Bicycle facilities Pedestrian facilities Pedestrian crossings Accesses Parking provisions Bus stopping provision Intersection treatments

North Road Feature

Trunk routes/Off carriageway Pathways and linkage where required Signalised Selective access control None Indented bus bays where appropriate Signal/Roundabout/T junction

Typical

Compliant Compliant Compliant Compliant Compliant Compliant District Road Current

Posted Speed Range

50 to 70km/h

Compliant

Heavy Vehicle Movements Public Transport

Bypass except for access Bus Route

Compliant Compliant Noncompliant Compliant Noncompliant Compliant Compliant Noncompliant Noncompliant

Bicycle facilities Pedestrian facilities

Trunk/Cycle lanes on road Pathways both sides

Pedestrian crossings Accesses Parking provisions Bus stopping provision Intersection treatments

Controlled points Selective access Keep clear of through lanes Indented bus bays or on road bus stops Signal/Roundabout/T junction

No cyclists facilities provided

Comments 60km/h School bus routes

Current intersection format is inadequate during peak periods

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ENB476Submission 2 Sibley Road Feature

Typical

District Road Current

Posted Speed Range

50 to 70km/h

Compliant

Heavy Vehicle Movements Public Transport

Bypass except for access Bus Route

Compliant Compliant Noncompliant Compliant Noncompliant Compliant Compliant Noncompliant Noncompliant

Bicycle facilities Pedestrian facilities

Trunk/Cycle lanes on road Pathways both sides

Pedestrian crossings Accesses Parking provisions Bus stopping provision Intersection treatments

Controlled points Selective access Keep clear of through lanes Indented bus bays or on road bus stops Signal/Roundabout/T junction

Comments 60km/h

Current intersection format is inadequate during peak periods

Reference List Austroads. (2006). Guide to Road Design. Part 2: Design Considerations. Retrieved from https://www.onlinepublications.austroads.com.au /items/AGRD02-06 Brisbane City Council. (2014, June 30). Road Hierarchy Overlay Map 22. Retrieved from Brisbane City Planning Scheme: file:///C:/Users/Pia/Documents/Ben's%20Documents/2015/ENB476/201406__road_hierarchy_overlay_-_om0182-22.pdf Eppell, V., McClurg, B. and Bunker, J. (2001). A four level road hierarchy for network planning and management. Retrieved from http://eprints.qut.edu.au/2349/1/2349.pdf Sidra Solutions. (2015). Overview – Sidra. Retrieved from http://www.sidrasolutions.com/Software/INTERSECTION/Overview Translink. (2013). Timetables 223, 224, 225. Retrieved from http://translink.com.au/sites/default/files/assets/timetables/131014-223,224,225.pdf Translink. (2015). Cleveland Timetable. Retrieved from http://translink.com.au/sites/default/files/assets/timetables/140120-cleveland.pdf

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ENB476Submission 2

Appendices Appendix A – Team 7 Gantt Chart

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ENB476Submission 2 Appendix B – Energex electrical services

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ENB476Submission 2 Appendix C – Storm water drainage (Brisbane City Council, 2015)

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ENB476Submission 2 Appendix D – APA Gas Reticulation Systems (Southern end of study area)

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ENB476Submission 2 Appendix E – APA Gas Reticulation Systems (Northern end of study area)

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ENB476Submission 2 Appendix F – Santos Existing Oil Pipeline

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ENB476Submission 2 Appendix G – Incitec Gas Pipelines

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ENB476Submission 2 Appendix H – Existing Water Infrastructure (Queensland Urban Utilities, 2015)

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ENB476Submission 2 Appendix I – Existing Sewerage Infrastructure (Queensland Urban Utilities, 2015)

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ENB476Submission 2 Appendix J – Existing Water and Sewerage Infrastructure (Queensland Urban Utilities, 2015)

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ENB476Submission 2 Appendix K – SIDRA Output for Lindum Rd/ M4 / Inghams Pl Intersection

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ENB476Submission 2 Appendix L – SIDRA Output for Lindum Rd/ Lytton Rd/ Gosport St Intersection

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ENB476Submission 2 Appendix M – SIDRA Output for the Network (Summary)

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