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Bahrs Scrub Transport Assessment

Supporting Traffic Analysis

Project Number: CEB06085

June 2012 Prepared for Logan City Council

Bahrs Scrub Supporting Traffic Analysis

CEB06085 30/05/2012

6085 Bahrs Scrub – Supporting Traffic Analysis i

Cardno (Qld) Pty Ltd

Trading as Cardno Eppell Olsen

ABN 57 051 074 992

Level 11 Green Square North Tower

515 St Paul’s Terrace

Fortitude Valley Qld 4006

Locked Bag 4006 Fortitude Valley

Queensland 4006 Australia

Telephone: 07 3310 2401

Facsimile: 07 3369 9722

International: +61 7 3310 2401

[email protected]

www.cardno.com.au/eo

Document Control: Bahrs Scrub LDA Supporting Traffic Analysis

Version Date Author Reviewer

Name Initials Name Initials

Draft May 2012 Daniel Quan/

Renee Smith

Original Signed

Shane Healey Original Signed

Final June 2012 Daniel Quan/

Renee Smith

Shane Healey

"© 2010 Cardno All Rights Reserved. Copyright in the whole and every part of this document belongs to

Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or

form or in or on any media to any person without the prior written consent of Cardno.”


CEB06085 30/05/2012

6085 Bahrs Scrub – Supporting Traffic Analysis ii

TABLE OF CONTENTS1EXECUTIVE SUMMARY

1

2 INTRODUCTION 2

3 LAND USE AND TRANSPORT CONTEXT 3

3.1 LAND USE ANALYSIS AND IMPACTS 3

3.2 EXISTING ROAD NETWORK 3

4 FUTURE TRANSPORT DEMANDS 5

4.1 BACKGROUND TRAFFIC GROWTH 5

4.2 DEVELOPMENT YIELD SCENARIOS 9

4.3 STRATEGIC TRANSPORT MODELLING 10

4.4 LDA TRAFFIC GENERATION 10

5 TRANSPORT NETWORK ASSESSMENT 14

5.1 KEY INTERSECTIONS 15

5.2 INTERSECTION ASSESSMENT AND REQUIREMENTS 18

6 INTERSECTION ASSESSMENT 22

6.1 LOGAN RIVER ROAD/GARDINER ROAD INTERSECTION 22

6.2 LOGAN RIVER ROAD/TEYS ROAD INTERSECTION 25

6.3 BEAUDESERT-BEENLEIGH ROAD/TALLAGANDRA ROAD INTERSECTION 31

6.4 BEAUDESERT-BEENLEIGH ROAD/BAHRS SCRUB ROAD INTERSECTION 37

6.5 BEAUDESERT-BEENLEIGH ROAD/BELIVAH ROAD INTERSECTION 43

6.6 BAHRS SCRUB ROAD/PRANGLEY ROAD INTERSECTION 51

6.7 WURAGA ROAD/PRANGLEY ROAD/TEYS ROAD INTERSECTION 57

6.8 WURAGA ROAD/MENORA ROAD INTERSECTION 63

6.9 WURAGA RD/TALLAGANDRA RD/GARDINER RD/DAIRY CREEK RD INTERSECTION 71

6.10 BAHRS SCRUB ROAD/MENORA ROAD/HEIN ROAD INTERSECTION 78

6.11 MENORA ROAD EXTENSION/TALLAGANDRA ROAD INTERSECTION 80

6.12 TEYS ROAD/TALLAGANDRA ROAD INTERSECTION 82

7 CONCLUSIONS/RECOMMENDATIONS 87

APPENDICES:

A Dwelling Yield Scenarios

B VLC Traffic Volume Model Volumes

C SIDRA Outputs


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6085 Bahrs Scrub – Supporting Traffic Analysis 1

1 EXECUTIVE SUMMARY

Cardno has been commissioned by Stockland and LCC to undertake a transport assessment of the Bahrs Scrub

Local Development Area (LDA).

This report includes the traffic analysis that supports the development of the transport assessment.

The analysis has been undertaken through consideration of future demands from a local traffic model developed by

Cardno, which has been derived from the Veitch Lister 2031 strategic model ultimate scenario (provided by LCC)

undertaken for the district. The Cardno model developed as part of the study includes changes to the demographic

variables based on development land use scenarios forecast for the LDA. It should be noted that the projected

volumes included in this report are based on conservative traffic generation figures.

The traffic modelling concludes that the existing road network within the Bahrs Scrub LDA is generally inadequate

to cater for future traffic demands, however that the majority of the need for upgrades is triggered by increases in

background traffic, rather than development of the LDA alone.

Additional upgrades will be required for some intersections in order to provide for the ultimate development of the

LDA. A number of key roads have been identified within the LDA to accommodate future demands which will

require geometric design in accordance with Logan City Council’s Planning Scheme and other relevant design

guidelines.

This traffic analysis documents:

the current operation of the existing infrastructure

the operation of the existing infrastructure with the addition of background traffic volumes to 2031

identifies any mitigation works that may be required for the background scenario and the operation of

infrastructure under the development of the full LDA

all identified potential works are then summarised for the purposes of trunk infrastructure

consideration


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2 INTRODUCTION

Cardno has been commissioned by Logan City Council and Stockland to undertake a traffic analysis of the Bahrs

Scrub Local Development Area (LDA).

This strategic document, Supporting Traffic Analysis, forms part of (and shall be read in conjunction with) the Bahrs

Scrub Transport Assessment report prepared by Cardno in May 2012. It is noted that this Supporting Traffic

Analysis report provides the technical background for the Transport Assessment report assessing the internal and

surrounding key intersections for the various scenarios.

The Bahrs Scrub Local Development Area comprises a 800ha site, located approximately 2km south-west of the

Principal Regional Activity Centre of Beenleigh, in the Logan City Local Government Area. The area has been

identified in the South East Queensland Regional Plan (Department of Infrastructure and Planning, 2009) as a

Local Development Area (LDA) which is suitable for development in the short term. The LDA site is at present

predominantly rural residential in nature, comprising approximately 375 properties. The area has been identified as

having potential for an ultimate population of between 7,000 and 12,000 persons.

Potential development yields have been provided by Stockland and Logan City Council (LCC) for input into the

transport planning investigations. Dwelling yield scenarios with allowance for community facilities are consistent

with that (agreed between Logan City Council and Stockland). Further details are provided at Appendix A.

Given the uncertainty relating to the ultimate densification of the LDA, three scenarios were investigated based on

high, medium and low yield densities. The three scenarios allowed development of a strategic growth management

framework necessary to ensure that the projected level of demand anticipated can be accommodated through

progressive staging and development of strategic urban release areas.

Residential dwellings:

Scenario 1 – Low Yield 3,285 dwellings

Scenario 2 – Medium Yield 3,990 dwellings

Scenario 3 – High Yield 4,695 dwellings

Community Facilities:

3,000 - 4,200sq.m GFA local convenience shopping (local medical centre, newsagency, etc.)

1 Primary School / Kindergarten

Childcare Centre

Community Centre

Local recreational parks

District sporting facility

For the purpose of this assessment, an ultimate design year of 2031 has been adopted.


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3 LAND USE AND TRANSPORT CONTEXT

3.1 LAND USE ANALYSIS AND IMPACTS

The Bahrs Scrub area has been nominated in the Regional Plan to comprise a residential community. It is noted that the plan limits opportunities for employment within the area therefore it is expected that employment generators will be confined to home offices, support services including the school and child care as well as local convenience retail for the full development of the LDA.

Self containment of trips within the sub-region or LGA could be achieved through the interaction with Beenleigh and Springwood Key Regional Activity Centres. In addition, there are employment areas at Yatala, Park Ridge and in future Yarrabilba in close proximity to the site.

The key focus for trip self containment will be retention of local trips to shops, school and recreation land uses. There is also an opportunity to provide strong public transport connections from the LDA to Beenleigh which is an important transit hub, to enable residents to access a range of higher order services and employment destinations from this station.

The Structure Plan targets local uses such as a local convenience shopping area, kindergarten, child care centre, primary school and a multi-purpose community/recreation hub. In addition, there is an existing high school at the corner of Beaudesert-Beenleigh Road and Bahrs Scrub Road which could serve the LDA. The topography and environmental constraints of the LDA result in two key development areas – one smaller residential precinct to south east and the major precinct located to the west of the environmental land.

3.2 EXISTING ROAD NETWORK

The Bahrs Scrub Catchment is located south-west of Beenleigh. The key characteristics of the existing road

network surrounding and internal to the Bahrs Scrub Catchment is summarised in Table 3.1


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Table 3.1 Summary of Existing Road Network

Road Traffic Lanes Additional

considerations

Road Reserve

Width

Existing Daily Traffic Volumes

Logan River Road 4 Dual carriageway 40m+ 32,000

Beaudesert-Beenleigh Road 2 Single carriageway 40m+ 18,000

Waterford-Tamborine Road 2 Single carriageway 40m+ 7,600

Bahrs Scrub Road 2

Rural cross section,

includes road reserve

to accommodate

extension to meet with

Hein Road and

Menora Road

20m 2,000

Prangley Road 2 Rural cross section 20m 1,800

Teys Road 2

Rural cross section –

upgraded adjacent to

Alberti Park to urban

cross section

20m 2,000

Wuraga Road 2 Rural cross section –

poor alignment 30m 3,800

Menora Road 2



to accommodate

extension to meet with

Tallagandra Road

30m 2,400

Tallagandra Road/Dairy Creek Road 2


currently terminates at

Teys Road but


to continue east to

meet with

Beaudesert-Beenleigh

Road

20m 2,000

Hein Road 2 Rural cross section 30m 1,000

Gardiner Road 2 Urban cross section 20m 4,000


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4 FUTURE TRANSPORT DEMANDS

4.1 BACKGROUND TRAFFIC GROWTH

4.1.1 Historic Traffic Growth

Historical traffic count data has been sourced from the TMR traffic census website to determine an appropropriate

growth rate for the Beaudesert-Beenleigh Road and the Logan River Road corridors.

Table 4.1 summarises the traffic volumes since 2006 for Beenleigh-Beaudesert Road. Growth rates at various

locations have been calculated from this existing data.

Table 4.1 Beaudesert-Beenleigh Road Existing Traffic Volumes and Average Growth

Site Year

AM Peak (8am-9am)

PM Peak (3pm-4pm)

Daily Average Growth

50m north of Tallagandra Road

(Site 11735)

2009 1,724 1,645 17,880

-1.3% p.a 2008 1,671 1,571 17,524

2007 1,894 1,787 18,862

2006 1,849 1,797 18,510

520m north of Belivah Road

(Site 11652)

(formerly 500m south of Bahrs

Scrub Road)

2009 556 560 6,227

-1.4% p.a 2008 553 546 6,417

2007 589 619 6,730

2006 585 579 6,529

Figure 4.1 and Figure 4.2 illustrates the daily traffic volume profile (blue line) of the values summarised in the

above table as well as provides an average (black line) which represents the average growth during the specified

time frame.

Figure 4.1 Beaudsert-Beenleigh Road (Site 11735) Existing Traffic Volume Profile

17000

17500

18000

18500

19000

2006 2007 2008 2009

50m north of Tallagandra Road (Site 11735) Existing Traffic Volume

Daily Traffic

Linear (Daily Traffic)


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Figure 4.2 Beaudesert-Beenleigh Road (Site 11652) Existing Traffic Volume Profile

It is noted that projected 2031 daily link volumes obtained from VLC’s strategic transport model indicate an AADT

of approximately 25,000vpd on Beaudesert-Beenleigh Road north of Tallagandra Road. Comparing to the above

table the annual linear growth rate equates to an approximate 1.8% p.a between 2009 and 2031.

It should be noted that the model results are indicative only as they do not take into consideration the

ultimate development yield of the Bahrs Scrub/Holmview catchment.

As shown above the daily traffic volumes along Beaudesert-Beenleigh Road have decreased by an average of

around 1.4% per year. Given that continued negative growth is unlikely, reference has been made to the VLC

strategic transport model outputs, which forecast a conservative linear growth rate of 2.0% per year. This has been

has been adopted for the purpose of this report.

Table 4.2 summarises the traffic volumes since 2006 for Logan River Road. Additionally, growth rates at various

locations have been calculated from the existing data.

Table 4.2 Logan River Road Existing Traffic Volumes and Average Growth

Site Year AM Peak

(8am-9am) PM Peak

(3pm-4pm) Daily Average Growth

370m east of Nerang St

(Site 11727)

(formerly 100m east of Schneider

Road)

2009 1,709 1,926 21,615

-2.9% p.a 2008 2,193 2,407 27,992

2007 2,020 2,136 26,639

2006 2,001 2,107 25,605

200m east of Spanns Road

(Site 11418)

(formerly Between Hammel St to

Spanns Road)

2009 2,509 2,808 31,991

6.6% p.a 2008 2,395 2,647 30,778

2007 1,709 1,741 24,795

2006 2,008 2,151 26,576

6200

6300

6400

6500

6600

6700

6800

2006 2007 2008 2009

500m south of Bahrs Scrub Road (Site 11652) Existing Traffic Volume

Daily Traffic



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Figure 4.3 and Figure 4.4 illustrates the traffic volume profile (blue line) of the values summarised in the above

table as well as provides an average (black line) which represents the average growth during the specified time

frame.

Figure 4.3 Logan River Road (Site 11727) Existing Traffic Volumes

Figure 4.4 Logan River Road (Site 11418) Existing Traffic Volumes

The strategic transport model indicates that at 2031, Logan River Road between Gardiner Road and Spanns Road

will exhibit an AADT of approximately 32,000vpd. As indicated in Table 4.2, approximately 32,000vpd currently

use Logan River Road. This result suggests that there would be no significant traffic growth on Logan River Road

between 2009 and 2031, which is deemed unrealistic. As stated previously, the model results are indicative only

as they do not take into consideration the ultimate development yield of the Bahrs Scrub/Holmview catchment.

In this instance, both the recorded growth rate and the growth rate derived from the strategic model (0% p.a) are

considered unrealistic for a 2031 ultimate year scenario. As a result, a conservative linear growth rate of 3.0% per

year has been adopted for the purpose of this report.

20000

22000

24000

26000

28000

30000

2006 2007 2008 2009

370m east of Nerang St (Site 11727) Existing Traffic Volume

Daily Traffic


24000

26000

28000

30000

32000

2006 2007 2008 2009

200m east of Spanns Road (Site 11418) Existing Traffic Volume

Daily Traffic



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The connections to the south and west of the development will undergo significant changes during the period,

including the introduction of a new arterial link connection via Dairy Creek/Tallagandra Road. Therefore, applying a

historical growth factor to existing volumes would not provide a reliable basis for assessment. In order to reflect the

traffic growth to the south and west of the Bahrs Scrub LDA, traffic volumes sourced from the VLC model have

been used.

As stated previously, the model results are indicative only as they do not take into consideration the ultimate

development yield of the Bahrs Scrub/Holmview catchment. Therefore, in addition to background traffic volumes,

other development adjacent to the area has been identified and included within the calculations. The additional

development areas are illustrated in Figure 4.5, with the yeilds for each included in Table 4.3:

Figure 4.5 Additional Developable Land

Table 4.3 Additional Developable Land Yields

ID Area (ha) Rate (Du/ha) Yield (Du) Built After 09 Effective Yield (Du)

Woodlands - - 1,350 60% 810

Alberti - - 308 50% 154

Ridge - - 579 100% 579

Belivah Rd - - 150 50% 75

A 51 7 357 100% 357

B 81 7 567 100% 567

C 46 7 322 100% 322

D 34 7 238 100% 238

E 25 7 175 100% 175

TOTAL - - 4,046 81% 3,277


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4.2 DEVELOPMENT YIELD SCENARIOS

Development yields were provided by Stockland and LCC for input into the traffic analysis. The proposed

development is also expected to comprise the following precincts and areas as indicated in Table 4.4. This

information forms the basis of this following analysis.

Table 4.4 Development Land Use

Development Precinct Zone Traffic Generating

Precinct A Environmental Management Area n/a

Unconstrained Area 4 Residential – single lot housing

Precinct B

Special Management Area 3 Residential – single lot housing

Waterway Management Area n/a


Precinct C



Current Approved Development Residential – single lot housing

Precinct D Environmental Management Area n/a

Precinct E

Wildlife Movement Area n/a



Unconstrained Area 2A Residential – single lot housing

Current Approved Development Residential – single lot housing

Precinct F




Unconstrained Area 2C Residential – single lot housing

Unconstrained Area Local commercial centre

Unconstrained Area Primary School

Precinct G





Precinct H



Unconstrained Area 2B Residential – single lot housing

Special Management Area Kindergarten and Childcare


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Development Precinct Zone Traffic Generating

Precinct I Unconstrained Area 1 Residential – single lot housing

Precinct J



Unconstrained Area 2D Residential – single lot housing

Unconstrained Area 2E Residential – single lot housing

The proposed development yield has been calculated by development precinct and illustrated at Appendix A for

the full development of the LDA. For the purpose of this assessment, an ultimate design year of 2031 has been

adopted.

4.3 STRATEGIC TRANSPORT MODELLING

Projected 2031 daily road volumes for the Bahrs Scrub area were obtained from a strategic transport model

prepared by Veitch Lister Consulting Pty Ltd (VLC). Various scenarios have been tested by VLC however the 2031

scenario was considered the most appropriate for the Bahrs Scrub Local Development Area.

The strategic model results should be considered as indicative only as they do not take into consideration the full

development potential of the Bahrs Scrub/Holmview catchment. The 2031 volume plot is included at Appendix B.

4.4 LDA TRAFFIC GENERATION

The following documents were reviewed to assist with determining appropriate generation rates for the Bahrs Scrub

development:

Logan City Council PSP7 – Infrastructure Contribution for Road Transport Infrastructure

Gold Coast City Council PSP19 – Policy for Infrastructure (Transport Network Developer

Contributions)

Table 4.5 summarises the adopted generation rates for this analysis:

Table 4.5 Land Use Daily Trip Generation Rates

Land Use Daily Units

Residential 6.50 trips/dwelling

Commercial 0.40 trips/sq.m GFA

Educational 3.70 trips/enrolment


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Based on the anticipated traffic generation rates and the proposed development yield, it is expected that the

development will generate a maximum of approximately 37,300 trips per day. The anticipated daily trip generation

for the site by development precinct is detailed in Table 4.6.

Table 4.6 Daily Trip Generation

LDA Development

Development Precinct Units Total Daily Trips

Residential

Precinct A 806 dwellings 5,239 trips

Precinct B 193 dwellings 1,253 trips

Precinct C 280 dwellings 1,816 trips

Precinct D 0 dwelling 0 trips

Precinct E 1,547 dwellings 10,043 trips

Precinct F 725 dwellings 4,707 trips

Precinct G 725 dwellings 4,707 trips

Precinct H 629 dwellings 4,083 trips

Precinct I 101 dwellings 656 trips

Precinct J 396 dwellings 2,557 trips

Residential Sub-total 5,402 dwellings 35,113 trips

Community Facilities

Commercial Centre 4,200 sq.m GFA 1,680 trips

Child Care Facility 150 enrolments 555 trips

School* 500 enrolments n/a

Local Recreation 3 x 1ha local parks n/a

District Sport 1 x 8ha facility n/a

Community Facilities Sub-total N/A 2,235 trips

Total Daily Trip Generation - 37,348 trips

To obtain the AM and PM peak hour traffic generation a peak hour factor (PHF) has been applied to the daily volumes. Table 4.7 lists the adopted PHF for each land use and for both the AM and PM peak hours.

*An educational facility including 500 enrolments has been included for provision within the Bahrs Scrub LDA. Given that the exact location of the school has not yet been identified, the associated trips are likely to be predominantly internal to the catchment, and included within the residential trip rates adopted. It was not necessary for the trips to be included within the generation information and resulting analysis. Further assessment should be undertaken in future design stages as the location and size of the education facility is confirmed, alongside consideration of the local recreation and district sporting facilities.


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Table 4.7 Peak Hour Factor

Land Use % of Daily Peak Units

Residential 10% 0.65 trips/dwelling

Commercial 10% 0.04 trips/sq.m GFA

Educational 40% 1.48 trips/enrolment

Based on the PHF it is expected that the development will generate a maximum of approximately 3,901 trips in the AM and PM peaks for the 2031 high yield scenario. The anticipated peak trip generation for the site by development precinct is detailed in Table 4.8.

Table 4.8 Peak Trip Generation

Development Precinct

LDA Development

AM Trips PM Trips

Residential

Precinct A 524 trips 524 trips

Precinct B 125 trips 125 trips

Precinct C 182 trips 182 trips

Precinct D 0 trips 0 trips

Precinct E 1,006 trips 1,006 trips

Precinct F 471 trips 471 trips

Precinct G 471 trips 471 trips

Precinct H 409 trips 409 trips

Precinct I 66 trips 66 trips

Precinct J 257 trips 257 trips

Residential Sub-total 3,511 trips 3,511 trips

Community Facilities

Commercial Centre 168 trips 168 trips

Child Care Facility 222 trips 222 trips

School* - -

Local Recreation - -

District Sport - -


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Community Facilities Sub-total 390 trips 390 trips

Total Peak Trip Generation 3,901 trips 3,901 trips

4.4.1 Self-containment / Internal Distribution

For the high yield development for the full LDA, educational and childcare facilities are provided to support the local

community. To reflect this local catchment focus, it has been assumed that these facilities will be accessed by

primarily local trip at 90%, with only 10% of trips generated outside the subject catchment. Similarly, the local

community centre and shops will be predominately utilised by the local community and an internal catchment of

90% has also been assumed.

When trips are generated for each precinct individually, internal trips are given two trip ends and are counted twice,

once at the residential trip end and once at the non-residential trip end. To avoid loading these trips to the road

network twice they have been removed from the residential generation and are generated at the non-residential

end only. This results in a residential self-containment in the order of 8% of the total daily trip generation.

4.4.2 Traffic Distribution

The distribution and assignment of development traffic has been based upon the consideration of surrounding land

uses and key trip attractors. The subject site for assessment is bound by Logan River to the north, Waterford-

Tamborine Road to the west and the Pacific Motorway and Albert River to the east. By 2031, the addition of the

east-west arterial route (Tallagandra Road) will improve connectivity to Park Ridge and Browns Plains. As a result,

the movement of traffic through the network is relatively complex.

In order to determine the appropriate distribution of trips on the network, consideration was made of the various

destinations, employment opportunities and identified development centres within the wider area. While north-east

connections to Beenleigh, and the larger centres of Brisbane and the Gold Coast via the Pacific Motorway, retain

their importance within the network, the new connection to Park Ridge and the increased industrial and commercial

development in this area is reflected in a significant proportion of trips to the north-west of Bahrs Scrub. This

reflects the distribution incorporated in the VLC model. Beaudesert and the Yatala Industrial Estate, as well as the

development of Yarrabilba, are likely to have a lesser impact on trip distribution proportionally but still represent

notable areas for employment, retail and entertainment related activity. The impact of the adopted distribution on

the resulting volumes was then validated by comparison to the volumes provided by the VLC model for 2031, to

ensure that the results were considered reasonable.

Table 4.9 highlights the assumed distribution of trips onto the broader road network.

Table 4.9 External Network Distribution

Origin/Destination Link used Direction Distribution

Beenleigh CBD, Pacific Mwy Tallagandra Road North-East 55%

Logan River Road / Browns Plains / Park Ridge Dairy Creek Road North-West 25%

Windaroo / Beaudesert Bahrs Scrub Road South-East 10%

Stockleigh / Logan Village / Yarrabilba Hein Road South-West 10%

TOTAL 100%


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5 TRANSPORT NETWORK ASSESSMENT

For the purposes of this assessment the ultimate year is adopted as being 2031. The assessment herein

quantifies the AM and PM peak hour impact of the Bahrs Scrub Catchment on the surrounding road network. This

analysis has been undertaken for both the Stockland holdings and the development of the LDA under the high yield

scenario.

The future intersection assessment undertaken in this study considers the following two traffic volume demands for

the ultimate year:

Background Traffic Volumes

Background plus LDA Development Traffic Volumes

Background traffic volumes have been developed utilising the existing traffic count information multiplied by a linear

growth rate to forecast future volumes. The following clarifies the calculation of the future base case condition:

Background Traffic Volumes = 2011 existing traffic volumes x growth rate

The ‘with development’ demand has been developed through the addition of the Background volumes and the

expected volumes of Bahrs Scrub catchment.

Background plus LDA Development = Background + Bahrs Scrub Catchment

SIDRA outputs of each intersection assessed are included at Appendix C.

For new intersection analysis (i.e. those intersections created through the development of the 2031 road network),

the outputs from the VLC model for 2031, alongside the traffic distribution outlined in Table 4.9, have been utilised

for assessments.

For each of the identified intersections, the operation of the existing intersection has been reviewed under the

background traffic volumes, and with the additional development traffic for both the AM and PM peak hours. The

performance of the intersection has then been evaluated in accordance with the intersection assessment

considerations as set out in Section 5.2.

Where shortfalls have been identified, mitigation options through potential intersection upgrades have then been

proposed. The performance of the revised intersection layout has then been reassessed through SIDRA to ensure

it meets the desired thresholds under the various scenarios or to identify if further mitigation is required.


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5.1 KEY INTERSECTIONS

Figure 5.1 displays the current road network. From a review of the existing road network, Table 5.1 lists the key

intersections and their configuration both internal and external to the Bahrs Scrub catchment. Figure 5.2 illustrates

the location of assessed intersections.

Figure 5.1 Location of Existing Road Network


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Table 5.1 Configuration of Key Existing Intersections

Key Intersection Configuration

Logan River Road/Gardiner Road Signalised three-way intersection

Logan River Road/Teys Road Signalised three-way intersection

Beaudesert-Beenleigh Road/Tallagandra Road Signalised three-way intersection

Beaudesert-Beenleigh Road/Bahrs Scrub Road Signalised three-way intersection

Beaudesert-Beenleigh Road/Belivah Road/Bannockburn Road Right-Left Staggered T-intersection

Bahrs Scrub Road/Prangley Road Un-signalised three-way intersection

Prangley Road/Wuraga Road/Teys Road Un-signalised four-way intersection

Wuraga Road/Menora Road Un-signalised three-way intersection

Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road Un-signalised four-way intersection

Figure 5.2 Location of Assessed Intersections


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5.1.1 Existing Traffic Volumes

Traffic counts were undertaken at key internal intersections to obtain AM and PM peak hour traffic volumes. The

counts were conducted from 7:15am to 9:15am and 2:30pm to 4:30pm on Thursday 18 November 2010 at the

following intersections:

Bahrs Scrub Road/Prangley Road.

Prangley Road/Wuraga Road/Teys Road.

Wuraga Road/Menora Road.

Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road.

Teys Road/Tallagandra Road.

Intersection counts for the State controlled road network were obtained from the TMR traffic census website. The

following intersections have been included in the analysis:

Logan River Road/Gardiner Road – 25 August 2009.

Logan River Road/Teys Road – 25 August 2009.

Beaudesert-Beenleigh Road/Tallagandra Road – 13 November 2007.

Beaudesert-Beenleigh Road/Bahrs Scrub Road – 13 November 2007.

Beaudesert-Beenleigh Road/Belivah Road – 13 November 2007.

At the time that the Logan River Road intersection counts were undertaken, two residential developments were

under construction. The two developments are Woodlands (1,350 lots) on Gardiner Road and Alberti Park (308

lots) on Teys Road. After reviewing aerial photography, it was determined that approximately 50% of the total yield

for each development was constructed at the time of the counts. To take into consideration the additional traffic

generated from these developments, the remaining 50% traffic generation has been added to the 2031 background

traffic volumes.


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5.2 INTERSECTION ASSESSMENT AND REQUIREMENTS

5.2.1 Operational Assessment

The operational assessment of the existing intersections has been analysed utilising SIDRA Intersection 5.0. This

program estimates the operational performance of an intersection based on input parameters, including geometry

and traffic volumes. As an output, SIDRA provides estimates for the level of service (LOS) and degree of saturation

(DOS), queues and delays.

5.2.1.1 Degree of Saturation

In the Guidelines for Assessment of Road Impacts of Development, TMR defines the following standard DOS

thresholds:

0.80 (80%) for priority controlled intersections

0.85 (85%) for roundabouts

0.90 (90%) for signalised intersections

Industry practice guidelines identify that a DOS exceeding these threshold values indicates that an intersection is

nearing its practical capacity and upgrade works may be required. Whilst DOS can be used as the primary

indicator for the requirement to upgrade an intersection, a range of other factors should be considered including

safety, topography constraints, pedestrian connectivity and turning movements.

This initial strategic analysis has focused on DOS and capacity constraints; however other issues that have been

raised by LCC or other stakeholders are noted where appropriate. Further consideration of design details and

connectivity for users should be assessed in future design stages.

5.2.1.2 Level of Service

The estimated LOS provided by an intersection is also used as the performance standard. This is an assessment

of the quantitative effect of factors such as speed, volume of traffic, geometric features, traffic interruptions, delays

and freedom to manoeuvre. Detail regarding level of service (LOS) is included within Austroads Guide to Traffic

Engineering Practice - Part 2: Roadway Capacity (1988), and as a general guide for assessment, a LOS above D

is not considered desirable. Table 5.2 reflects RTA’s Guide to Traffic Generating Developments and provides

guidance on LOS for assessment purposes.


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Table 5.2 Level of Service Guidelines for Intersections

Level of

Service

Average Delay per

Vehicle (sec/veh) Traffic Signals, roundabout

Giveway and Stop

Signs

A <14 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare capacity Acceptable delays and

spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident

study required

D 43 to 56 Operating near capacity Near capacity and

accident study required

E 57 to 70 At capacity – Signals, incidents will cause excessive

delays. Roundabouts require other control mode.

At capacity, requires

other control modes

F >70 At capacity – Signals, incidents will cause excessive

delays. Roundabouts require other control mode.

At capacity, requires

other control modes

5.2.2 Intersection Requirements

An additional consideration for each key intersection is the requirement for, and warrants related to, turn

treatments. Particular focus in assessing turn treatments was directed toward key intersections that exhibit an un-

signalised arrangement.

According to Austroads Guide to Road Design, Part 4A: Unsignalised and Signalised Intersections (2009), the

requirements for turn treatments are based on intersection movement volumes. Additionally, the Austroads

document states that the minimum standard providing for turning vehicles is the BAR/BAL treatment which

consists:

BAR, pavement widening on the outside of the through lane to allow through vehicles to pass a vehicle

waiting to turn right.

BAL, pavement widening to allow through traffic to pass left turning traffic.

Figure 5.3 indicatively illustrates the geometric arrangement of a BAR and BAL.


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Figure 5.3 BAR/BAL Turn Treatments Layouts

It is noted that once intersection movement volumes exceed the defined thresholds, a CHR/CHL treatment is

required. This treatment comprises the following:

CHR, protected right turn lane for right turning traffic.

CHL, formal deceleration lane for left turning traffic.

Figure 5.4 indicatively illustrates the geometric arrangement of a CHR and CHL.

Figure 5.4 CHR/CHL Turn Treatments Layouts

The traffic volume thresholds for turn treatments at intersections are illustrated on Figure 5.5. From below, it is

noted that the through traffic volumes are compared to both the right and left turning volumes to determine the

appropriate turn treatment.


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Figure 5.5 CHR/CHL Turn Treatments Layouts


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6 INTERSECTION ASSESSMENT

Within this section, each key intersection is assessed according to the current layout and recorded existing traffic volumes with consideration of the intersection assessment and requirement criteria.

6.1 LOGAN RIVER ROAD/GARDINER ROAD INTERSECTION

6.1.1 Existing intersection

Currently, the Logan River Road/Gardiner Road intersection operates as a signalised three-way arrangement with

a pedestrian crossing located on the southern leg (Logan River Road). Figure 6.1 provides an aerial photograph of

the intersection, while Figure 6.2 provides a SIDRA layout representation of the existing intersection arrangement.

Figure 6.1 Logan River Road/Gardiner Road Intersection


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Figure 6.2 Logan River Road/Gardiner Road Intersection Layout

The results of the SIDRA analysis for Logan River Road/Gardiner Road intersection in Table 6.1 quantifies the

existing operation of the intersection for both the AM and PM peak hours based on the results of the 2009 data.

Table 6.1 Logan River Road/Gardiner Road Existing Intersection Performance (2009)

Intersection Approach

AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Logan River Road – South L 0.08 8.5 A 3 0.13 8.3 A 5

T 0.57 15.8 B 53 0.38 11.1 B 56

Logan River Road – North T 0.55 15.4 B 51 0.31 10.4 B 43

R 0.07 15.8 B 3 0.12 13.8 B 5

Gardiner Road –West L 0.16 17.3 B 8 0.14 26.7 C 8

R 0.54 28.4 C 33 0.36 38.5 D 22

As indicated in Table 6.1 the Logan River Road/Gardiner Road intersection operates within acceptable DOS and

LOS capacity limits and no intersection upgrades are required for the existing situation.


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The traffic volumes for the background scenario for 2031 are then applied and as indicated in Table 6.2 the Logan

River Road/Gardiner Road intersection operates within acceptable DOS and LOS capacity limits and no

intersection upgrades are required for the background situation.

Table 6.2 Logan River Road/Gardiner Road 2031 Future Intersection Performance - Background Volumes


AM Background Volumes PM Background Volumes

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Logan River Road –

South

L 0.19 8.2 A 8 0.36 8.5 A 19

T 0.82 38.7 D 228 0.76 22.2 C 167


North

T 0.80 35.0 D 213 0.59 18.6 B 114

R 0.42 51.6 D 47 0.36 31.7 C 37

Gardiner Road –West L 0.58 23.7 C 35 0.45 25.5 C 26

R 0.83 49.5 D 216 0.78 47.5 D 83

The traffic volumes for the ultimate LDA development scenario for 2031 are then applied and as indicated in Table

6.3 the Logan River Road/Gardiner Road intersection operates within acceptable DOS and LOS capacity limits. No

intersection upgrades are required for the LDA development.

Table 6.3 Logan River Road/Gardiner Road 2031 Future Intersection Performance - Background plus LDA Volumes


AM Background Volumes + LDA

Development Traffic

Background Volumes + LDA

Development Traffic

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


South

L 0.20 8.2 A 9 0.37 8.4 A 20

T 0.82 40.6 D 243 0.75 21.9 C 170


North

T 0.79 37.1 D 227 0.58 19 B 119

R 0.45 57.4 E 52 0.38 33.5 C 40

Gardiner Road –West L 0.62 25.5 C 38 0.47 26.5 C 28

R 0.82 49.6 D 367 0.76 48 D 89

Recommendation:

No capacity constraints are experienced on the Logan River/Gardiner Road intersection to 2031 under either future

scenario and therefore no upgrade works are recommended for this intersection.


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6.2 LOGAN RIVER ROAD/TEYS ROAD INTERSECTION


The Logan River Road/Teys Road intersection, illustrated by the aerial photograph in Figure 6.3 and a

SIDRA layout diagram in Figure 6.4 currently operates as a signalised three-way arrangement. There is a

pedestrian crossing located on the western leg.

Figure 6.3 Logan River Road/Teys Road Intersection

Figure 6.4 Logan River Road/Teys Road Intersection Layout

The results of the SIDRA analysis for Logan River Road/Teys Road intersection in Table 6.4 quantifies the existing

operation of the intersection for both the AM and PM peak hours based on the results of the 2009 data.


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Table 6.4 Logan River Road/Teys Road Existing Intersection Performance (2009)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South L 0.13 8.5 A 4 0.06 8.7 A 2

R 0.36 79.8 E 29 0.29 78.9 E 23

Logan River Road – East L 0.04 8.2 A 1 0.05 7.9 A 2

T 0.26 5.9 A 58 0.30 6.2 A 72

Logan River Road – West T 0.36 6.6 A 92 0.31 6.2 A 73

R 0.07 11.2 B 4 0.14 11.5 B 7

As indicated in Table 6.4 the Logan River Road/Teys Road intersection operates within acceptable DOS capacity

limits, however the right turn from Teys Road results in a LOS of E. The LOS result is due to the average delay

caused by the through movement along Logan River Road. As the intersection is operating within desirable

capacity levels, this is considered acceptable.

6.2.2 Existing intersection + 2031 background volumes

The impact of background traffic volumes on the operation of Logan River Road/Teys Road (under the current

signalised three-way arrangement) for the AM and PM peak hours is shown in Table 6.5.

Table 6.5 Logan River Road/Teys Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South L 0.31 20.2 C 19 0.17 24.7 C 10

R 1.03 169.7 F 691 0.87 68.1 E 212


T 0.81 37.5 D 316 0.86 29 C 372

Logan River Road – West T 1.03 146.7 F 990 0.67 15.8 B 239

R 0.34 39.6 D 14 0.55 38.1 D 24

The Logan River Road/Teys Road intersection exceeds desirable thresholds on the right turn from Teys Road and

the through movement from Logan River Road (western leg) in 2031 with the background traffic. During the PM

peak hour for the background scenario, the Logan River Road/Teys Road intersection operates within capacity

thresholds.


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6.2.3 Mitigation

Figure 6.5 Logan River Road/Teys Road 2031 Intersection Layout (Mitigation)

Figure 6.5 is a SIDRA layout of the possible future intersection which includes an additional east bound through

lane and right turn lane from Teys Road to address the potential capacity constraints.

Table 6.6 outlines the results of the operation of the background traffic for this mitigated form and illustrates that

the intersection operates within acceptable capacity limits for the background volumes.

Table 6.6 Logan River Road/Teys Road 2031 Future Intersection Performance – Background Volumes (Mitigation)


AM Background Volumes

Proposed Layout

PM Background Volumes

Proposed Layout

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South L 0.27 14.9 B 2 0.13 18.6 B 1

R 0.84 59.0 E 20 0.78 54.9 D 10


T 0.67 19.1 B 26 0.79 15.6 B 32

Logan River Road – West T 0.84 16.5 B 43 0.59 6.6 A 18

R 0.22 22.6 C 1 0.38 24.9 C 2


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6.2.4 Mitigation form + LDA volumes

The results for the SIDRA analysis for the revised intersection form are shown in Table 6.7. The future operation of

this possible intersection layout has been assessed for both the AM and PM peak hours for the background plus

LDA volumes.

Table 6.7 Logan River Road/Teys Road 2031 Future Intersection Performance – Background plus LDA Volumes (Mitigation)


2031 AM Peak Background +

LDA Volumes

Possible Proposed Layout

2031 PM Peak Background + LDA

Volumes


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South L 0.21 18.9 B 15 0.12 22.6 C 8

R 0.99 81.6 F 437 0.88 61.8 E 130

Logan River Road – East L 0.53 8.6 A 33 0.92 17.6 B 163

T 1.01 119.6 F 524 0.91 37.9 D 370

Logan River Road – West T 1.01 112.1 F 806 0.64 9.6 A 162

R 0.17 32.7 C 10 0.33 30.0 C 18

As indicated above the Logan River Road/Teys Road intersection exceeds acceptable DOS capacity limits in 2031

for the potential intersection layout for movements on all approaches.


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6.2.5 Mitigation 2 form

Figure 6.6 is a SIDRA layout representation of the possible future intersection layout to address the potential traffic constraints on the existing intersection for the background plus LDA traffic volumes. This layout includes an additional east bound through lane, right turn lane from Teys Road and an additional through lane for Logan River Road (effectively providing six lane capacity for this through movement). The results of the analysis for this proposed intersection treatment is included in Table 6.8 below, and illustrates that the intersection operates within acceptable capacity limits under this scenario.

Figure 6.6 Logan River Road/Teys Road 2031 Intersection Layout (Mitigation 2)


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Table 6.8 Logan River Road/Teys Road 2031 Future Intersection Layout – Background Volumes + LDA Development Traffic (Mitigation 2)


2031 AM Peak Background + LDA

Development Traffic



Development Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South L 0.09 19.7 B 17 0.06 21.6 C 8

R 0.88 58.8 E 310 0.84 58.5 E 128

Logan River Road – East L 0.50 8.5 A 30 0.87 12.8 B 149

T 0.87 44.5 D 328 0.86 25.7 C 314

Logan River Road – West T 0.72 25.7 C 246 0.43 8.2 A 91

R 0.32 37.8 D 13 0.43 30.3 C 18

Recommendation:

The intersection form required to address the background traffic volumes includes an additional right turn lane from

Teys Road. Following the introduction of the LDA development traffic on this link, Logan River Road may be

required to be upgraded to six lanes.


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6.3 BEAUDESERT-BEENLEIGH ROAD/TALLAGANDRA ROAD INTERSECTION


TMR has recently signalised the intersection of Beaudesert-Beenleigh Road and Tallagandra Road. These works

included separate left and right turn lanes out of Tallagandra Road, a dedicated right-turn lane into Tallagandra

Road, extended secondary southbound through lane and an extended left-through northbound lane on Beaudesert-

Beenleigh Road. It is this intersection form that has been included within this assessment as the 'current form'.

Due to the proximity of the subject intersection to the adjacent intersection at Wuraga Road and Saratoga Street,

assessment of the subject intersection in isolation with SIDRA is difficult due to queue interactions between the two

intersections. The impact of this additional intersection has not been considered within this strategic assessment

and will require closer review within future design stages, particularly in regards to right turning movements.

6.3.2 Current intersection + 2031 background volumes

The intersection assessment for Beaudesert-Beenleigh Road/Tallagandra Road incorporates the current

intersection layout (reflecting the upgrade work recently completed by TMR) as well as the committed plans to

upgrade Beaudesert-Beenleigh Road to a four lane cross section. Figure 6.7 displays an aerial photograph of the

current upgraded intersection, while Figure 6.8 is a SIDRA layout representation of the current form of this

intersection.

Figure 6.7 Beaudesert-Beenleigh Road/Tallagandra Road Intersection


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Figure 6.8 Beaudesert-Beenleigh Road/Tallagandra Road Intersection TMR Layout

The results of the SIDRA analysis for Beaudesert-Beenleigh Road/Tallagandra Road intersection in Table 6.9

quantifies the 2031 operation for both the AM and PM peak hours for the background 2031 volumes.

Table 6.9 Beaudesert-Beenleigh Road/Tallagandra Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Beaudesert-Beenleigh Road –

South

L 0.14 19.3 B 27 0.20 32.0 C 40

T 1.24 499.0 F 2,727 1.03 156.2 F 877


North

T 0.48 7.0 A 141 0.68 8.5 A 252

R 1.03 178.2 F 138 1.00 64.3 E 138

Tallagandra Road –West L 1.00 70.8 E 61 1.00 71.4 E 61

R 1.21 473.3 F 597 1.03 181.0 F 274

During both the AM and PM peak hours, the Beaudesert-Beenleigh Road/Tallagandra Road intersection exceeds

capacity limits for the through movement on Beaudesert-Beenleigh Road (south) and the right turn movement on

Beaudesert-Beenleigh Road (north). Tallagandra Road also exceeds capacity for both left and right turn

movements.


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6.3.3 Mitigation

Figure 6.9 is a SIDRA layout representation of the possible future intersection layout required in order to address

the identified capacity constraints for the background traffic. This form includes dual right turn lanes into

Tallagandra Road and a slip lane from Tallagandra Road.

Figure 6.9 Beaudesert-Beenleigh Road/Tallagandra Road 2031 Intersection Layout (Mitigation)

The traffic volumes for the background scenario for 2031 are then applied and as indicated in Table 6.10 the

Beaudesert-Beenleigh Road/Tallagandra Road intersection operates within acceptable DOS capacity limits and no

further intersection upgrades are required for the background situation.


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Table 6.10 Beaudesert-Beenleigh Road/Tallagandra Road 2031 Intersection Layout – Background Volumes (Mitigation)


2031 AM Peak Background Volumes


2031 PM Peak Background Volumes


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Beaudesert-Beenleigh Road

– South

L 0.27 21.7 C 19 0.30 30.8 C 3

T 0.90 28.5 C 398 0.89 35.2 D 23


– North

T 0.32 6.6 A 66 0.51 11.0 B 13

R 0.89 77.7 E 84 0.89 54.4 D 14

Tallagandra Road –West L 0.55 36.0 D 115 0.32 14.3 B 6

R 0.17 51.9 D 21 0.09 30.5 C 1

The traffic volumes for the ultimate LDA development scenario for 2031 are then applied. The results are indicated

in Table 6.11. The Beaudesert-Beenleigh Road/Tallagandra Road intersection exceeds acceptable DOS and LOS

capacity limits for several movements and intersection upgrades are required for the LDA development.

Table 6.11 Beaudesert-Beenleigh Road/Tallagandra Road 2031 Intersection Layout – Background Volumes + LDA Development Traffic (Mitigation)



Development Traffic



Development Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.34 24.8 C 24 0.56 49.1 D 44

T 1.08 153.0 F 1,281 1.03 118.9 F 559


– North

T 0.35 5.8 A 84 1.03 115.9 F 778

R 0.93 92.2 F 181 1.00 51.8 D 245

Tallagandra Road –West L 1.24 472.3 F 1,429 0.50 21.7 C 149

R 0.24 67.6 E 33 0.18 67.9 E 23

Figure 6.10 below is a SIDRA layout representation of the possible future intersection layout required in order to

address the identified constraints for the background plus LDA traffic.


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Figure 6.10 Beaudesert-Beenleigh Road/Tallagandra Road 2031 Intersection Layout (Mitigation 2)

The results of the SIDRA analysis for Beaudesert-Beenleigh Road/Tallagandra Road intersection in

Table 6.12, quantifies the future operation of the possible intersection layout for both the AM and PM peak hour

under this scenario.

Table 6.12 Beaudesert-Beenleigh Road/Tallagandra Road 2031 Intersection Performance –

Background Volumes + LDA Development Traffic (Mitigation 2)



+ LDA Development Traffic



+ LDA Development Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.33 25.8 C 23 0.57 49.9 D 6

T 0.89 40.2 D 402 0.89 65.6 E 40


– North

T 0.28 6.2 A 59 0.40 6.2 A 14

R 0.88 76.2 E 144 0.97 53.4 D 34

Tallagandra Road –West L 0.76 43.4 D 216 0.34 22.2 C 13

R 0.22 57.7 E 28 0.18 67.9 E 3


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As indicated above, the Beaudesert-Beenleigh Road/Tallagandra Road intersection operates close to its capacity

limits by 2031 for the potential intersection layout. This is considered acceptable due to the conservative rates

applied for the traffic generation. However, the result does highlight the potential for Beaudesert-Beenleigh to be

upgraded to six lanes in future. Further investigation may be required at the detailed design stage to ensure

average delay and queue distances are minimised.

Recommendation:

The intersection form required to address the background traffic volumes includes an additional through traffic lane

on Beaudesert-Beenleigh Road (south) to cater for north bound traffic, the provision of a left turn slip lane on

Tallagandra Road and the addition of a right turn lane from the northern leg of Beaudesert-Beenleigh Road.

Once the LDA development traffic is introduced, the Tallagandra leg will need to be expanded to accommodate a

double left turn lane. The results indicate that the six laning of Beaudesert-Beenleigh Road is becoming necessary.


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6.4 BEAUDESERT-BEENLEIGH ROAD/BAHRS SCRUB ROAD INTERSECTION


Figure 6.11 Beaudesert-Beenleigh Road/Bahrs Scrub Road Intersection

Figure 6.11 displays an aerial photograph of the current intersection, while Figure 6.12 is a SIDRA representation

of the current stop controlled three-way arrangement at Beaudesert-Beenleigh Road/Bahrs Scrub Road

intersection.

Figure 6.12 Beaudesert-Beenleigh Road/Bahrs Scrub Road Intersection Layout


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The results of the SIDRA analysis for Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection in

Table 6.13, outlines the existing operation of the intersection for both the AM and PM peak hours based on the

results of the 2007 data.

Table 6.13 Beaudesert-Beenleigh Road/Bahrs Scrub Road Existing Intersection Performance (2007)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Bahrs Scrub Road – South

East

L 0.23 8.3 A 0 0.14 8.3 A 0

T 0.23 0.0 A 0 0.14 0.0 A 0

Prangley Road – North West T 0.06 0.0 A 0 0.17 0.0 A 0

R 0.08 10.0 A 3 0.09 9.4 A 3


West

L 0.28 12.6 B 5 0.18 11.7 B 3

R 0.07 15.7 C 2 0.10 16.6 C 3

As indicated in Table 6.13 the Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection operates within

acceptable capacity limits. As this intersection operates as an un-signalised arrangement, turn treatments were

also assessed against the Austroads standards and were found to operate within the desired thresholds.

No road network upgrades are required for the existing situation.


The impact of background traffic volumes on the operation of Beaudesert-Beenleigh Road/Bahrs Scrub Road

intersection for the AM and PM peak hours is shown in Table 6.14.

Table 6.14 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.25 8.3 A 0 0.24 8.3 A 0

T 0.25 0.0 A 0 0.19 0.0 A 0


– North

T 0.06 0.0 A 0 0.13 0.0 A 0

R 0.15 13 B 4 0.16 12.1 B 5

Bahrs Scrub Road – West L 0.32 14 B 7 0.20 12.5 B 3

R 4.09 5,619 F 3,096 4.87 7,036 F 2,704

The Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection operates primarily within desirable thresholds.

However, the right turn from Bahrs Scrub Road results in capacity constraints in the AM and PM peaks.


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6.4.3 Mitigation 1

Figure 6.13 is a SIDRA representation of the possible intersection arrangement to improve capacity constraints for

all future scenarios. The mitigation works include signalisation and an upgrade to four lanes.

Figure 6.13 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Layout (Mitigation)


Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection operates within acceptable DOS and LOS capacity

limits and no further intersection upgrades are required for the background situation.


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Table 6.15 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Performance – Background Volumes (Mitigation)


2031 AM Peak Background

Development Traffic


2031 PM Peak Background

Development Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.88 45.0 D 135 0.77 35.1 D 108

T 0.88 36.4 D 140 0.60 22.3 C 77


– North

T 0.12 11.7 B 15 0.27 10.9 B 36

R 0.66 45.3 D 27 0.72 45.4 D 35

Bahrs Scrub Road – West L 0.90 45.0 D 187 0.80 35.9 D 121

R 0.90 44.8 D 187 0.80 35.8 D 121


The SIDRA analysis results for Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection shown in Table 6.16

quantifies the future operation of the possible intersection layout for both the AM and PM peak hours for the

background plus LDA traffic volumes.

Table 6.16 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Performance – Background Volumes + LDA Development Traffic (Mitigation)



Development Traffic



Development Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 1.07 223.3 F 712 1.01 138.1 F 602

T 1.07 213.8 F 743 0.61 39.3 D 189


– North

T 0.20 26.5 C 53 0.39 22.3 C 122

R 1.00 86.1 F 49 1.00 79.4 E 49

Bahrs Scrub Road – West L 1.07 221.3 F 1,024 1.01 138.6 F 615

R 1.07 221.2 F 1,024 1.01 138.5 F 615

As indicated above, the Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection exceeds acceptable capacity

limits in 2031 for the potential intersection layout for the majority of movements.

Further road network upgrades are required to improve capacity constraints during the AM and PM peak hours for

the background plus LDA traffic scenario.


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6.4.5 Mitigation 2



Figure 6.14 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Layout (Mitigation 2)


6.17 the Beaudesert-Beenleigh Road/Bahrs Scrub Road intersection operates within acceptable DOS and LOS

capacity limits and no further intersection upgrades are required for the LDA development


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Table 6.17 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Performance – Background Volumes + LDA Development Traffic (Mitigation 2)



Development Traffic



Development Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.64 9.0 A 28 0.75 11.7 B 46

T 0.89 41.1 D 111 0.55 23.5 C 44


– North

T 0.21 15.5 B 25 0.43 12.9 B 52

R 0.78 47.4 D 33 0.83 42.7 D 43

Bahrs Scrub Road – West L 0.61 22.1 C 33 0.20 22.4 C 19

R 0.89 39.9 D 211 0.88 38.9 D 154

Recommendation:

The recommended mitigation includes an upgrade to signals and the completion of the TMR plans for the four

laning of Beaudesert-Beenleigh Road. Following the introduction of the LDA traffic, a slip lane from south and

additional left turn lane on Bahrs Scrub Road will be required.


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6.5 BEAUDESERT-BEENLEIGH ROAD/BELIVAH ROAD INTERSECTION


Figure 6.15 Beaudesert-Beenleigh Road/Belivah Road Intersection

Beaudesert-Beenleigh Road/Belivah Road operates as a give way controlled T-intersection as shown above in

Figure 6.15. However, it is noted that Bannockburn Road connects to the east of Beaudesert-Beenleigh Road

forming a Right-Left staggered T-intersection arrangement. For simplicity the intersection is modelled and

represented as a four-way arrangement as illustrated on Figure 6.16.

Figure 6.16 Beaudesert-Beenleigh Road/Belivah Road Intersection Layout


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The results of the SIDRA analysis for Beaudesert-Beenleigh Road/Belivah Road intersection in Table 6.18

quantifies the existing operation of the intersection for both the AM and PM peak hours based on the results of the

2007 data, then adjusted for growth by 2% annually to provide 2010 volumes.

Table 6.18 Beaudesert-Beenleigh Road/Belivah Road Existing Intersection Performance (2010)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.18 8.3 A 0 0.11 8.3 A 0

T 0.18 0.0 A 0 0.11 0.0 A 0

R 0.03 9.4 A 1 0.03 10.3 B 1

Bannockburn Road – East

L 0.20 14.7 B 6 0.15 14.5 B 4

T 0.20 13.3 B 6 0.15 12.9 B 4

R 0.20 14.7 B 6 0.15 14.4 B 4


– North West

L 0.10 8.3 A 0 0.20 8.3 A 0

T 0.10 0.0 A 0 0.20 0.0 A 0

R 0.01 10.1 A 1 0.03 9.3 A 1

Belivah Road – West

L 0.04 10.4 B 1 0.02 9.9 A 1

T 0.04 9.0 A 1 0.02 8.5 A 1

R 0.04 10.4 B 1 0.02 9.9 A 1

As indicated in Table 6.18 the Beaudesert-Beenleigh Road/Belivah Road intersection operates within acceptable

capacity limits. Following review of the turning warrants, it was found that the intersection is operating within

Austroads thresholds and no turning upgrades were required.


The impact of background traffic volumes on the operation of Beaudesert-Beenleigh Road/Belivah Road for the AM

and PM peak hours is shown in Table 6.19. The results show that the Beaudesert-Beenleigh Road/Belivah Road

intersection exceeds within acceptable DOS and LOS capacity limits for the Bannockburn Road – east approach

and intersection upgrades are required for the background situation.


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Table 6.19 Beaudesert-Beenleigh Road/Belivah Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queu

e


South

L 0.43 8.3 A 0 0.37 8.3 A 0

T 0.43 0.0 A 0 0.37 0.0 A 0

R 0.05 13.0 B 1 0.06 15.3 C 2


L 1.09 336.1 F 117 1.07 353.7 F 86

T 1.09 334.6 F 117 1.07 352.1 F 86

R 1.09 336.1 F 117 1.07 353.6 F 86


North West

L 0.36 8.3 A 0 0.45 8.3 A 0

T 0.36 0.0 A 0 0.45 0.0 A 0

R 0.05 14.6 B 1 0.11 13.3 B 3


L 0.27 23.0 C 7 0.12 20.8 C 3

T 0.27 21.7 C 7 0.12 19.4 C 3

R 0.27 23.1 C 7 0.12 20.8 C 3

Road network upgrades are required to improve capacity constraints during the AM and PM peak hour for future

background traffic scenario.


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6.5.3 Mitigation

Figure 6.17 is a SIDRA layout representation of the possible future intersection layout Beaudesert-Beenleigh

Road/Belivah Road intersection in order to meet demand resulting from the background traffic to 2031. The

mitigation works includes an upgrade to signals.

Figure 6.17 Beaudesert-Beenleigh Road/Belivah Road 2031 Intersection Layout (Mitigation)


Beaudesert-Beenleigh Road/Belivah Road intersection operates within acceptable DOS and LOS capacity limits

and no intersection upgrades are required for the background situation.


CEB06085 30/05/2012


Table 6.20 Beaudesert-Beenleigh Road/Belivah Road 2031 Intersection Performance – Background Volumes (Mitigation)


2031 AM Peak Background Traffic


2031 PM Peak Background Traffic


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.79 26.3 C 195 0.69 22.9 C 147

T 0.79 18.0 B 195 0.69 14.6 B 147

R 0.14 32.4 C 7 0.19 42.0 D 8


L 0.58 36.6 D 24 0.40 33.6 C 17

T 0.58 28.2 C 24 0.40 25.1 C 17

R 0.58 36.6 D 24 0.40 33.5 C 17


– North West

L 0.66 22.6 C 137 0.84 30.0 C 229

T 0.66 14.3 B 137 0.84 21.7 C 229

R 0.15 38.7 D 6 0.27 34.4 C 15


L 0.17 30.2 C 15 0.07 29.3 C 6

T 0.17 22.0 C 15 0.07 21.0 C 6

R 0.17 30.4 C 15 0.07 29.3 C 6


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6.21 the Beaudesert-Beenleigh Road/Belivah Road intersection exceeds acceptable DOS and LOS capacity limits

during the AM and PM for Bannockburn Road – East and Belivah Road. Further intersection upgrades are

required for the LDA development traffic volumes.

Table 6.21 Beaudesert-Beenleigh Road/Belivah Road 2031 Intersection Performance – Background Volumes + LDA Development (Mitigation)



+ LDA Development



+ LDA Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.77 30.2 C 344 0.65 17.7 B 234

T 0.77 21.9 C 344 0.65 9.4 A 234

R 0.20 53.1 D 14 0.15 34.3 C 9


L 1.10 323.7 F 126 0.86 100.6 F 46

T 1.10 315.3 F 126 0.86 92.2 F 46

R 1.10 323.7 F 126 0.86 100.6 F 46


– North West

L 0.77 30.0 C 336 0.78 19.9 B 338

T 0.77 21.7 C 336 0.78 11.5 B 338

R 1.00 126.4 F 114 1.00 46.6 D 114


L 0.96 106.7 F 307 0.91 95.5 F 123

T 0.96 98.4 F 307 0.91 87.2 F 123

R 0.96 106.8 F 307 0.91 95.6 F 123


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6.5.5 Mitigation 2

Figure 6.18 Beaudesert-Beenleigh Road/Belivah Road 2031 Intersection Performance (Mitigation 2)

Figure 6.18 above is a SIDRA layout representation of the possible future intersection layout required in order to

address the identified capacity constraints for the background plus LDA traffic. This includes the four laning of

Beaudesert-Beenleigh Road.

The results of the SIDRA analysis for Beaudesert-Beenleigh Road/Belivah Road intersection in

Table 6.22, quantifies the future operation of this possible intersection layout for both the AM and PM peak hour

with background plus LDA traffic volumes.


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Table 6.22 Beaudesert-Beenleigh Road/Belivah Road 2031 Intersection Performance – Background Volumes + LDA Development(Mitigation 2)



+ LDA Development



+ LDA Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


– South

L 0.73 32.4 C 105 0.82 45.0 D 153

T 0.73 24.1 C 105 0.82 36.8 D 153

R 0.11 28.4 C 6 0.09 34.7 C 7


L 0.41 29.5 C 19 0.26 39.9 D 19

T 0.41 21.1 C 19 0.26 31.5 C 19

R 0.41 29.3 C 19 0.26 39.6 D 19


– North West

L 0.70 31.4 C 98 0.82 45.3 D 154

T 0.70 23.1 C 98 0.82 37.0 D 154

R 0.58 32.8 C 40 0.80 45.9 D 125


L 0.75 33.4 C 102 0.48 41.1 D 55

T 0.75 25.1 C 102 0.48 32.8 C 55

R 0.75 33.2 C 102 0.48 40.9 D 55

As indicated in Table 6.22 the Beaudesert-Beenleigh Road/Belivah Road intersection operates within acceptable

DOS and LOS capacity limits and no further intersection upgrades are required for the background plus LDA

development volumes. However, it is noted that this will require the four laning of Beaudesert-Beenleigh Road.

Recommendation:

This intersection requires an upgrade to signals to address the background traffic volumes. Four lanes on

Beaudesert-Beenleigh Road will be required once the LDA traffic volumes are met.


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6.6 BAHRS SCRUB ROAD/PRANGLEY ROAD INTERSECTION


Figure 6.19 Bahrs Scrub Road/Prangley Road Intersection

As shown above in Figure 6.19 the Bahrs Scrub Road/Prangley Road intersection is an un-signalised three-way

arrangement with priority along the Bahrs Scrub Road (eastern leg) and Prangley Road (north-western leg). The

minor road, Bahrs Scrub Road (southern leg), is give way controlled. Figure 6.20 is a SIDRA representation of the

intersection arrangement.


CEB06085 30/05/2012


Figure 6.20 Bahrs Scrub Road/Prangley Road Intersection Layout

The results of the SIDRA analysis for Bahrs Scrub Road/Prangley Road intersection in Table 6.23, demonstrates

the existing operation of the intersection for both the AM and PM peak hours based on the 2010 data.

Table 6.23 Bahrs Scrub Road/Prangley Road Existing Intersection Performance (2010)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


East

L 0.07 8.3 A 0 0.04 8.3 A 0

T 0.07 7.8 A 0 0.04 7.8 A 0

Prangley Road – North West T 0.05 8.7 A 2 0.07 8.5 A 3

R 0.05 8.9 A 2 0.07 8.7 A 3


West

L 0.03 9.2 A 1 0.02 8.9 A 1

R 0.03 8.9 A 1 0.02 8.5 A 1

As indicated in Table 6.23, the Bahrs Scrub Road/Prangley Road intersection operates within acceptable capacity

limits. Following review of the turning movements for this intersection, it was deemed that upgrades were not

required as the intersection is operating within the Austroads thresholds.

No intersection and/or turn treatments upgrades are required for the existing situation. However, consistent with the

recommended road hierarchy, analysis of a reconfigured intersection whereby Bahrs Scrub Road is the priority

movement has been undertaken.


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No road network upgrades are required for the future scenarios based on LOS or DOS requirements, however the

intersection is proposed to have works completed in order to reflect this revised priority. A single lane channelised

right turn formation for Prangley Road is also proposed. The SIDRA diagram in Figure 6.21 illustrates the possible

future intersection arrangement, albeit that a channelised right turn should be included.

Figure 6.21 Bahrs Scrub Road/Prangley Road 2031 Intersection Layout (Mitigation 1)

The results of the SIDRA analysis for Bahrs Scrub Road/Prangley Road intersection in Table 6.24, assesses the

operation of the possible intersection layout for both the AM and PM peak hours for the background traffic scenario.

Table 6.24 Bahrs Scrub Road/Prangley Road 2031 Intersection Performance – Background Volumes (Mitigation 1)


2031 AM Peak Background


2031 PM Peak Background


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


East

L 0.38 10.1 B 31 0.41 10.0 B 34

T 0.38 9.6 A 31 0.41 9.6 A 34

Prangley Road – North West T 0.30 11.9 B 12 0.28 12.0 B 10

R 0.29 12.1 B 12 0.28 12.2 B 10


West

L 0.16 8.2 A 0 0.16 8.2 A 0

R 0.16 7.8 A 0 0.16 7.8 A 0


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As indicated above, the Bahrs Scrub Road/Prangley Road intersection operates within desirable thresholds in 2031

for the potential intersection layout. The traffic volumes for the ultimate LDA development scenario for 2031 are

then applied and as indicated in Table 6.25 the Bahrs Scrub Road/Prangley Road intersection exceeds acceptable

DOS and LOS capacity limits for the movements from Prangley Road and intersection upgrades are required for

the LDA development.

Table 6.25 Bahrs Scrub Road/Prangley Road 2031 Intersection Performance – Background Volumes + LDA Development (Mitigation 1)



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


East

L 0.87 45.1 E 197 0.78 28.8 D 180

T 0.87 44.7 E 197 0.79 28.3 D 180

Prangley Road – North West T 1.02 108.6 F 271 1.06 160.8 F 419

R 1.02 108.9 F 271 1.06 161.1 F 419


West

L 0.32 8.2 A 0 0.26 8.2 A 0

R 0.32 7.8 A 0 0.26 7.8 A 0

6.6.2 Mitigation 2

To support the traffic volumes anticipated for this intersection, either a roundabout or signals should be provided.

Due to the topography of the site, constrained nature of the intersection and restricted sightlines, LCC have

provided feedback that that they do not support the inclusion of a roundabout at this location. Figure 6.22 below is

a SIDRA layout representation of the possible future intersection layout (signalised intersection) required in order to



CEB06085 30/05/2012


Figure 6.22 Bahrs Scrub Road/Prangley Road 2031 Intersection Layout (Mitigation 2)

The results of the SIDRA analysis for Bahrs Scrub Road/Prangley Road intersection in Table 6.26, quantifies the

future operation of the possible intersection layout for both the AM and PM peak hour.

Table 6.26 Bahrs Scrub Road/Prangley Road 2031 Intersection Performance – Background Volumes + LDA Development Volumes (Mitigation 2)



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


East

L 0.79 24.3 C 196 0.84 27.4 C 31

T 0.79 32.8 C 196 0.84 35.9 D 31

Prangley Road – North West T 0.41 30.0 C 114 0.47 34.0 C 14

R 0.67 74.7 E 61 0.85 65.2 E 13


West

L 0.78 44.3 D 239 0.84 51.1 D 26

R 0.78 35.9 D 239 0.84 42.7 D 26


CEB06085 30/05/2012


As indicated above, the Bahrs Scrub Road/Prangley Road intersection operates within capacity thresholds in 2031

for the potential intersection layout with the background plus LDA traffic volumes.

Recommendation:

The proposed intersection form, including a modified priority and channelised right turn formation for Prangley

Road, provides sufficient capacity for background traffic volumes and sufficient capacity to cater for the background

traffic.

For the full LDA development, this intersection will require either a roundabout or signals in order to support the

traffic volumes anticipated. This scenario has been modelled as a signalised intersection for the purposes of this

analysis, which operates within the capacity thresholds for this scenario.


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6.7 WURAGA ROAD/PRANGLEY ROAD/TEYS ROAD INTERSECTION


Figure 6.23 Wuraga Road/Prangley Road/Teys Road Intersection

As shown if Figure 6.23 the Wuraga Road/Prangley Road/Teys Road operates as a Right-Left staggered T-

intersection with give way controls on each minor leg (Prangley Road and Teys Road). For simplicity the

intersection is modelled and represented as a four-way arrangement as illustrated on Figure 6.24.

Figure 6.24 Wuraga Road/Prangley Road/Teys Road Intersection Layout

The results of the SIDRA analysis for Wuraga Road/Prangley Road/Teys Road intersection in Table 6.27 quantifies

the existing operation of the intersection for both the AM and PM peak hours based on the 2010 data.


CEB06085 30/05/2012


Table 6.27 Wuraga Road/Prangley Road/Teys Road Existing Intersection Performance (2010)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Prangley Road – South

L 0.12 12.0 B 3 0.06 12.3 B 1.7

T 0.12 11.4 B 3 0.06 11.7 B 1.7

R 0.12 11.7 B 3 0.06 11.7 B 1.7

Wuraga Road – East

L 0.03 8.9 A 1 0.09 8.5 A 3.4

T 0.03 0.7 A 1 0.09 0.3 A 3.4

R 0.03 9.1 A 1 0.09 8.6 A 3.4

Teys Road – North

L 0.07 13.6 B 2 0.10 12.7 B 2.7

T 0.07 13.6 B 2 0.10 12.3 B 2.7

R 0.07 14.4 B 2 0.10 13.0 B 2.7

Wuraga Road – West

L 0.15 8.5 A 7 0.09 8.9 A 3.2

T 0.15 0.2 A 7 0.09 0.5 A 3.2

R 0.15 8.9 A 7 0.09 9.0 A 3.2

As indicated in Table 6.27 the Wuraga Road/Prangley Road/Teys Road intersection operates within acceptable

capacity limits. No road intersection and/or turn treatment upgrades are required for the existing situation.

However, the current arrangement does present a number of safety concerns due to the number of potential

conflict points. As a result, the four-way un-signalised arrangement should incorporate improved intersection

control either via a roundabout or a signalised configuration.

A possible future Wuraga Road/Prangley Road/Teys Road intersection, illustrated by a SIDRA layout diagram on

Figure 6.25 incorporates an upgrade to a single lane roundabout.


CEB06085 30/05/2012


Figure 6.25 Wuraga Road/Prangley Road/Teys Road 2031 Intersection Layout – Safety Upgrade

Table 6.28 assesses the future operation of the possible intersection layout for both peak hours for the background

scenario and illustrates that this roundabout is able to support the traffic for the future scenario.

Table 6.28 Wuraga Road/Prangley Road/Teys Road 2031 Intersection Performance – Background Traffic (Safety Upgrade)



Proposed Layout


Proposed Layout

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.14 6.8 A 6 0.18 7.9 A 8

T 0.14 5.8 A 6 0.18 6.8 A 8

R 0.14 11.5 B 6 0.18 12.4 B 8


L 0.05 7.6 A 2 0.15 7.6 A 6

T 0.05 6.7 A 2 0.15 6.7 A 6

R 0.05 12.4 B 2 0.15 12.3 B 6

Teys Road – North

L 0.17 8.3 A 8 0.12 7.2 A 5

T 0.17 7.5 A 8 0.12 6.2 A 5

R 0.17 13.4 B 8 0.12 12.1 B 5


L 0.24 7.3 A 12 0.13 7.4 A 6

T 0.24 6.3 A 12 0.13 6.4 A 6

R 0.24 12.2 B 12 0.13 12.1 B 6


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Table 6.29 assesses the future operation of the mitigated intersection layout for both peak hours for the background plus LDA scenario, illustrating that the DOS for Prangley Road and Wuraga Road (west) approaches are exceeded in the AM peak and Teys Road – north in the PM peak.

Table 6.29 Wuraga Road/Prangley Road/Teys Road 2031 Intersection Performance – Background + LDA Traffic (Safety Upgrade)



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.95 25.5 C 273 0.71 14.8 B 9

T 0.95 24.4 C 273 0.71 13.7 B 9

R 0.95 29.9 C 273 0.71 19.4 B 9


L 0.09 11.5 B 4 0.52 29.6 C 3

T 0.09 10.6 B 4 0.52 28.6 C 3

R 0.09 16.2 B 4 0.52 34.3 C 3

Teys Road – North

L 0.59 10.8 B 6 1.44 821.3 F 398

T 0.59 9.8 A 6 1.44 820.5 F 398

R 0.59 15.6 B 6 1.44 826.4 F 398


L 1.33 616.3 F 268 0.77 16.5 B 12

T 1.33 615.2 F 268 0.77 15.5 B 12

R 1.33 620.9 F 268 0.77 21.4 C 12


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A possible future Wuraga Road/Prangley Road/Teys Road intersection, illustrated by a SIDRA layout diagram on Figure 6.26 incorporates an upgrade from a single lane roundabout to a signalised intersection in order to address the volumes for the background traffic plus LDA.

Figure 6.26 Wuraga Road/Prangley Road/Teys Road 2031 Intersection Layout (Mitigation)


plus LDA scenario.


CEB06085 30/05/2012


Table 6.30 Wuraga Road/Prangley Road/Teys Road 2031 Intersection Performance – Background Volumes + LDA Development (Mitigation)



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.31 8.8 A 22 0.26 14.8 B 40

T 0.78 31.1 C 224 0.85 63.9 E 186

R 0.03 29.8 C 2 0.03 63.1 E 2


L 0.22 57.4 A 20 0.67 72.7 E 78

T 0.22 49.2 D 20 0.67 64.4 E 78

R 0.02 55.3 A 1 0.05 65.8 E 3

Teys Road – North

L 0.38 26.4 C 95 0.77 42.4 D 252

T 0.38 18.2 B 95 0.77 34.2 C 252

R 0.77 39.1 D 45 0.87 60.5 E 173


L 0.62 17.1 B 62 0.23 11.8 B 19

T 0.63 47.6 D 83 0.15 40.5 D 30

R 0.79 61.5 E 110 0.88 71.9 E 240

As indicated above, while the level of service reaches in E for some movements, the Wuraga Road/Prangley

Road/Teys Road intersection operates within desirable DOS thresholds at the future year.

Recommendation:

It is reccommended that Wuraga Road/Prangley Road/Teys Road intersection be upgraded to a single lane

roundabout in order to adress safety considerations for the background volumes. This layout will need to be

signalised in order to support the LDA development and include right turn bays on all legs; left slip lane on Wuraga

Rd (west) and Prangley Road (south).


CEB06085 30/05/2012


6.8 WURAGA ROAD/MENORA ROAD INTERSECTION

Figure 6.27 Wuraga Road/Menora Road Intersection


As shown is figure 6.27, the Wuraga Road/Menora Road intersection is an un-signalised three-way arrangement

with priority given to Wuraga Road. The minor road, Menora Road (southern leg), is give way controlled. Figure

6.28 is a SIDRA representation of the intersection arrangement.

Figure 6.28 Wuraga Road/Menora Road Intersection Layout

The results of the SIDRA analysis for Wuraga Road/Menora Road intersection in Table 6.31, quantifies the existing

operation of the intersection for both the AM and PM peak hours based on 2010 data.


CEB06085 30/05/2012


Table 6.31 Wuraga Road/Menora Road Existing Intersection Performance (2010)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Menora Road – South L 0.04 8.6 A 1 0.02 8.7 A 1

R 0.27 9.8 A 8 0.12 10.0 A 3

Wuraga Road – East L 0.08 8.3 A 0 0.13 8.3 A 0

T 0.08 0.0 A 0 0.13 0.0 A 0

Wuraga Road – West T 0.03 0.4 A 1 0.05 0.8 A 2

R 0.03 8.7 A 1 0.05 9.1 A 2

As indicated in Table 6.31 the Wuraga Road/Menora Road intersection operates within acceptable capacity limits.

The turning movements for the intersection were also reviewed and were found to be operating within the

Austroads thresholds required for upgrades.

No intersection and/or turn treatment upgrades are required for the existing situation.

However, in order to support the new arterials running through and adjacent to the Bahrs Scrub LDA, an extension

of Menora Road is recommended, which will connect with Tallagandra Road. The current T-intersection in place at

this location will require upgrading to provide this link. The extension of Menora Road is expected to be in place by

2031 and the following figure (Figure 6.29) shows the future intersection arrangement of Wuraga Road/Menora

Road intersection.


CEB06085 30/05/2012


Figure 6.29 Wuraga Road/Menora Road Intersection Future Layout

The impact of background traffic volumes on the operation of Wuraga Road/Menora Road four-way arrangement

for the AM and PM peak hours is shown in Table 6.32 and illustrates that this intersection form exceeds desirable

limits for the right turn from Menora Road - south. In addition, four-way unsignalised intersections are undesirable

for safety reasons. For all these reasons, it is therefore recommended that the intersection be upgraded to a

roundabout or signalised intersection.


CEB06085 30/05/2012


Table 6.32 Wuraga Road/Menora Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Menora Road – South

L 0.04 8.6 A 1 0.02 8.7 A 0

T 0.93 33.6 D 204 0.74 17.4 C 69

R 0.93 35.2 E 204 0.74 19 C 69


L 0.09 8.5 A 3 0.14 8.5 A 6

T 0.09 0.2 A 3 0.14 0.3 A 6

R 0.09 8.5 A 3 0.14 8.6 A 6

Menora Road - North

L 0.03 8.4 A 0 0.01 8.4 A 0

T 0.51 11.1 B 31 0.63 15.7 C 45

R 0.51 12.6 B 31 0.63 17.2 C 45


L 0.03 8.6 A 1 0.05 8.9 A 2

T 0.03 0.4 A 1 0.05 0.8 A 2

R 0.03 8.7 A 1 0.05 9.1 A 2

A possible future Wuraga Road/Menora Road intersection, illustrated by a SIDRA layout diagram on Figure 6.30

incorporates an upgrade to a single lane roundabout.


CEB06085 30/05/2012


Figure 6.30 Wuraga Road/Menora Road Intersection Future Layout (Mitigation)


2031 scenario and illustrates that this roundabout has sufficient capacity for this scenario.

Table 6.33 Wuraga Road/Menora Road 2031 Future Intersection Performance – Background Volumes (Mitigation)



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.47 7 A 32 0.36 6.8 A 21

T 0.47 6 A 32 0.36 5.8 A 21

R 0.47 11.8 B 32 0.36 11.6 B 21


L 0.18 9.3 A 8 0.29 9.6 A 14

T 0.18 8.4 A 8 0.29 8.6 A 14

R 0.18 13.9 B 8 0.29 14.2 B 14

Menore Road - North

L 0.40 8.7 A 21 0.35 7.7 A 18

T 0.40 7.7 A 21 0.35 6.7 A 18

R 0.40 13.5 B 21 0.35 12.5 B 18


L 0.08 10.7 B 4 0.10 9.7 A 4

T 0.08 9.8 A 4 0.10 8.7 A 4

R 0.08 15.4 B 4 0.10 14.4 B 4


CEB06085 30/05/2012


The traffic volumes for the ultimate LDA development scenario for 2031 are then applied and shown in Table 6.34.

The Wuraga Road/Menora Road intersection exceeds acceptable DOS and LOS capacity limits for the Menora

Road – south and Wuraga Road – east movements, and intersection upgrades are required for the LDA

development.

Table 6.34 Wuraga Road/Menora Road 2031 Future Intersection Performance – Background Volumes + LDA Development (Mitigation)



Development



Development


DOS Delay LOS

95%

Queue DOS Delay LOS

95%

Queue


L 1.31 582.5 F 2795 0.66 8.4 A 54

T 1.31 581.5 F 2795 0.66 7.4 A 54

R 1.31 587.3 F 2795 0.66 13.1 B 54


L 0.79 20.6 C 91 1.10 224.8 F 801

T 0.79 19.7 B 91 1.10 223.8 F 801

R 0.79 25.3 C 91 1.10 229.4 F 801

Menore Road - North

L 0.70 21 C 60 0.80 32.5 C 84

T 0.70 20 B 60 0.80 31.5 C 84

R 0.70 25.7 C 60 0.80 37.2 D 84


L 0.53 16.3 B 35 0.91 44.5 D 162

T 0.53 15.4 B 35 0.91 43.6 D 162

R 0.53 21 C 35 0.91 49.2 D 162




CEB06085 30/05/2012


Figure 6.31 Wuraga Road/Menora Road Intersection Future Layout (Mitigation 2)

The traffic volumes for the ultimate LDA development scenario for 2031 are then applied. The results are indicated

in Table 6.35. While it can be seen that the Wuraga Road/Menora Road intersection exceeds desirable DOS and

LOS levels, the intersection capacity is not exceeded. As conservative traffic generation rates have been used for

this analysis, this result is acceptable and no further intersection upgrades are required for the LDA development.


CEB06085 30/05/2012


Table 6.35 Wuraga Road/Menora Road 2031 Future Intersection Performance – Background Volumes + LDA Development (Mitigation 2)



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.41 11.4 B 25 0.13 8.9 A 6

T 0.85 50.2 D 164 0.85 42.2 D 135

R 0.91 63.3 E 177 0.90 60.3 E 62


L 0.24 14.7 B 34 0.56 18.9 B 103

T 0.91 62.3 E 170 0.61 37.9 D 62

R 0.91 70.5 E 170 0.61 46.1 D 62

Menora Road - North

L 0.91 69 E 198 0.89 55.1 E 151

T 0.91 60.8 E 198 0.89 46.9 D 151

R 0.00 42.9 D 0 0.01 48 D 0


L 0.87 70.5 E 72 0.83 50.9 D 113

T 0.87 62.4 E 72 0.83 42.7 D 113

R 0.60 61.7 E 42 0.89 52.7 D 82

Recommendation:

In order to support the development of the strategic road network within Bahrs Scrub and provide an appropriate

alignment for the new arterial route, this intersection is required to be upgraded to provide an extension of Menora

Road. A single lane roundabout is the proposed treatment for this location and will support the background traffic

volumes.

For the LDA traffic volumes, the intersection will need to be signalised. A double right turn from Menora Rd (south);

left slip lane on Menora Rd (south) and Wuraga Rd (east); right turn bays on Menora Rd (north) and Wuraga Rd

(west) will need to be provided.


CEB06085 30/05/2012


6.9 WURAGA RD/TALLAGANDRA RD/GARDINER RD/DAIRY CREEK RD INTERSECTION


Figure 6.32 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road Intersection

The Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road intersection, illustrated by a SIDRA layout

diagram on Figure 6.33, and currently operates as an un-signalised four-way arrangement. It is noted that the

Dairy Creek Road and Tallagandra Road are give way and stop controlled respectively.

Figure 6.33 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road Intersection Layout


CEB06085 30/05/2012


The results of the SIDRA analysis for Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road

intersection in Table 6.36, quantifies the existing operation of the intersection for both the AM and PM peak hours

based on 2010 data.

Table 6.36 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road/ Existing Intersection Performance (2010)


AM Peak PM Peak

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Wuraga Road – South

L 0.05 8.4 A 2 0.03 8.4 A 1

T 0.05 0.1 A 2 0.03 0.2 A 1

R 0.05 9.4 A 2 0.03 9.5 A 1

Tallagandra Road – South

East

L 0.01 11.3 B 1 0.01 11.2 B 1

R 0.01 10.9 B 1 0.01 10.7 B 1

Gardiner Road – North

L 0.03 8.5 A 1 0.06 8.4 A 2

T 0.03 0.3 A 1 0.06 0.2 A 2

R 0.03 8.8 A 1 0.06 8.7 A 2

Dairy Creek Road – West L 0.03 8.7 A 1 0.03 8.6 A 1

R 0.03 8.8 A 1 0.03 8.7 A 1

As indicated in Table 6.36 the Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road intersection

operates within acceptable capacity limits. No road intersection and/or turn treatment upgrades are required for the

existing situation.

However, the current arrangement does present a number of safety concerns due to the number of potential

conflict points. As a result the four-way un-signalised arrangement should incorporate improved intersection

control either via a roundabout or a signalised configuration. Due to the topography of the site, constrained nature

of the intersection and restricted sightlines, LCC have provided feedback that they do not support the inclusion of a

roundabout at this location.


This intersection will experience significant changes as the strategic road network is implemented and Tallagandra

Road and Dairy Creek Road are connected to the School Road bridge. This new arterial route is projected to carry

significant amounts of traffic under the background scenario. The impact of background traffic volumes on the

operation of Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road for the AM and PM peak hours is

shown in Table 6.37. The results of the SIDRA analysis for Wuraga Road/Menora Road intersection identifies that

Dairy Creek Road – west exceeds capacity under the background traffic scenario for 2031.


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Table 6.37 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road 2031 Future Intersection Performance – Background Volumes


2031 AM Peak Background 2031 PM Peak Background

DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.05 10.4 B 3 0.03 9.9 A 1

T 0.05 2.3 A 3 0.03 1.8 A 1

R 0.05 11.5 B 3 0.03 11 B 1


East

L 0.97 41.6 E 408 0.91 28.8 D 232

R 0.97 41.6 E 408 0.91 28.8 D 232


L 0.30 9.1 A 13 0.23 9.1 A 10

T 0.30 0.8 A 13 0.23 0.8 A 10

R 0.30 9.4 A 13 0.23 9.4 A 10

Dairy Creek Road – West L 2.27 2306.8 F 4484 2.27 2305.4 F 5832

R 2.27 2305.6 F 4484 2.27 2304.2 F 5832

Figure 6.34 is a SIDRA layout representation of the possible future signalised intersection layout required in order

to address the identified constraints for the background traffic and considering the topography constraints at the

site.

Figure 6.34 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road Intersection Layout – (Mitigation)


CEB06085 30/05/2012


Table 6.38 below illustrates the results of the mitigation, which illustrates that the intersection will operate within desirable limits for the background traffic scenario.

Table 6.38 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road 2031 Future Intersection Performance – Background Volumes (Mitigation)



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.13 28.6 C 26 0.11 36.9 D 18

T 0.13 20.3 C 26 0.11 28.6 C 18

R 0.13 28.4 C 26 0.11 36.8 D 18


East

L 0.57 33.6 C 125 0.36 23.7 C 84

T 0.63 25.4 C 125 0.39 15.5 B 84

R 0.34 26.4 C 24 0.47 22.9 C 26


L 0.26 29.8 C 51 0.36 39.1 D 56

T 0.26 21.5 C 51 0.36 30.8 C 56

R 0.68 36.4 D 101 0.65 43.4 D 79

Dairy Creek Road – West

L 0.68 34.4 C 133 0.67 27.1 C 151

T 0.68 26.1 C 136 0.67 18.7 B 155

R 0.03 24.6 C 2 0.02 17.3 B 2


6.39 the Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road intersection exceeds acceptable DOS

and LOS capacity limits for a number of movements and intersection upgrades are required for the LDA

development.


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Table 6.39 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road 2031 Future Intersection Performance – Background Volumes + LDA Development (Mitigation)



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.74 32.9 C 205 0.54 46.1 D 114

T 0.74 24.5 C 205 0.54 37.8 D 114

R 0.84 32.7 C 205 0.52 45.9 D 114


East

L 0.97 80.2 F 261 0.52 36.2 D 127

T 0.95 72.1 E 261 0.49 28.0 C 127

R 0.41 37.5 D 32 0.49 34.0 C 38


L 0.36 27.4 C 89 0.35 43.6 D 76

T 0.36 19.1 B 89 0.35 35.3 D 76

R 1.04 189.6 F 168 1.01 149 F 168


L 0.98 100.1 F 299 0.98 99.8 F 491

T 0.98 91.4 F 304 0.98 91.3 F 496

R 1.00 64.1 E 93 1.00 26.7 C 94


address the identified capacity constraints for the background plus LDA traffic.


CEB06085 30/05/2012


Figure 6.35 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road 2031 Intersection

Layout - Background Volumes + LDA (Mitigation 2)

Table 6.40 assesses the future operation of this possible intersection layout for the background plus LDA traffic

peak hours.


CEB06085 30/05/2012


Table 6.40 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road 2031 Intersection

Performance – Background Volumes + LDA Development (Mitigation 2)



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue


L 0.80 25.1 C 141 0.29 14.3 B 5

T 0.61 41.0 D 40 0.09 20.7 C 2

R 0.01 44.8 D 0 0.01 38.2 D 0


East

L 0.59 25.8 C 114 0.59 28.0 C 12

T 0.58 17.6 B 114 0.56 19.8 B 12

R 0.39 32.8 C 30 1.05 164.9 F 13


L 0.42 35.9 D 42 0.24 29.7 C 3

T 0.44 28.6 C 59 1.05 152.5 F 11

R 0.44 36.6 D 59 1.05 160.1 F 20


L 0.54 23.1 C 50 0.85 36.4 D 13

T 0.45 16.3 B 86 0.89 35.6 D 26

R 0.78 43.3 D 62 1.06 136.1 F 23

As illustrated in Table 6.40 this intersection slightly exceeds capacity in the PM for several movements. As

conservative traffic generation rates have been used to calculate these volumes, this is considered an acceptable

solution for the LDA, however further design feasibility reviews will be required for future development.

Recommendation:

The intersection form upgrade required to address the background traffic volumes could be provided through a two

lane roundabout or traffic signalised. Due to topography constraints and feedback from LCC, a signalised

intersection has been modelled.

Under the LDA scenario, this intersection requires signalisation, including 2 lanes on Tallagandra (east) and Dairy

Creek (west); right turn bays on all legs; left slip lane on Wuraga (south); double rights on Dairy Creek (west); left

turn on Gardiner (north)


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6.10 BAHRS SCRUB ROAD/MENORA ROAD/HEIN ROAD INTERSECTION

At present, Bahrs Scrub Road and Hein Road do not intersect. An intersection will be introduced in order to facilitate east-west movement in the southern portion of the LDA and achieve the strategic transport network set out for Bahrs Scrub.

The volumes used for the assessment of this intersection are based on the volumes included within the VLC model and the traffic analysis in accordance with the Transport Assessment for Bahrs Scrub. Further analysis will be required in future stages of development as yield and trip generation rates within the area are refined.

Figure 6.36 illustrates the proposed intersection layout for this new intersection. The impact of background traffic volumes on the operation of proposed Bahrs Scrub Road/Menora Road intersection for the AM and PM peak hours is shown in Table 6.41. This assessment demonstrates that the proposed intersection form of a single lane roundabout operates within desirable limits for the background volumes.

Figure 6.36 Bahrs Scrub/Menora Road/Hein Road Future Intersection Layout


CEB06085 30/05/2012


Table 6.41 Bahrs Scrub/Menora Road/Hein Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Bahrs Scrub - East L 0.25 7.1 A 11 0.29 8.2 A 13

R 0.25 12.8 B 11 0.29 13.9 B 13

Menora Road - North L 0.32 6.6 A 18 0.40 6.6 A 24

R 0.32 10.3 B 18 0.40 10.3 B 24

Hein Road – South West L 0.38 6.6 A 19 0.25 6.5 A 11

R 0.38 11.4 B 19 0.25 11.3 B 11

The intersection operation was then assessed under the background plus LDA development volumes scenario, and the results are included in Table 6.42. The intersection continues to operate within desired limits within this scenario.

Table 6.42 Bahrs Scrub/Menora Road/Hein Road 2031 Future Intersection Performance – Background Volumes + LDA Development



Development



Development


DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Bahrs Scrub - East L 0.49 8.5 A 27 0.46 9.1 A 25

R 0.49 14.2 B 27 0.46 14.9 B 25

Menora Road - North L 0.49 7.3 A 33 0.60 7.7 A 45

R 0.49 11 B 33 0.60 11.4 B 45

Hein Road – South West L 0.54 7.7 A 32 0.45 7.1 A 24

R 0.54 12.5 B 32 0.45 11.9 B 24

Recommendation:

The roundabout intersection form introduced to address the background traffic volumes provides sufficient capacity

to cater for the background plus LDA related traffic, therefore no further upgrades are required for this scenario.


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6.11 MENORA ROAD EXTENSION/TALLAGANDRA ROAD INTERSECTION

At present, Menora Road and Tallagandra Road do not intersect, with the north-south connection currently provided by Wuraga Road (located to the west of this proposed intersection). An extension of Menora Road is proposed within the strategic road network for Bahrs Scrub, providing an appropriate alignment and connection for the new arterial route created from Hein Road to Tallagandra Road.

The volumes used for the assessment of this intersection are based on the volumes included within the VLC model and the traffic analysis in accordance with the Transport Assessment for Bahrs Scrub. Further analysis will be required in future stages of development as yield and trip generation rates within the area are refined.

The following figure shows the proposed formation of the Extension Menora Road/ Tallagandra intersection layout:

Figure 6.37 Menora Road Extension/Tallagandra Road Future Intersection Layout

The impact of background traffic volumes on the operation of Extension Menora Road/ Tallagandra Road (under

the proposed signalised three-way arrangement) for the AM and PM peak hours is shown in Table 6.43.


CEB06085 30/05/2012


Table 6.43 Menora Road Extension/Tallagandra Road 2031 Future Intersection Performance – Background Volumes



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queu

e

Menora Road - South L 0.25 7.1 A 11 0.29 8.2 A 13

R 0.25 12.8 B 11 0.29 13.9 B 13

Tallagandra Road - East L 0.32 6.6 A 18 0.40 6.6 A 24

T 0.32 10.3 B 18 0.40 10.3 B 24

Tallagandra Road - West T 0.38 6.6 A 19 0.25 6.5 A 11

R 0.38 11.4 B 19 0.25 11.3 B 11

As indicated in Table 6.43, the extension of Menora Road/ Tallagandra Road intersection operates within desirable

thresholds for the background volumes.


6.44 the Menora Road Extension/Tallagandra Road intersection operates within acceptable DOS and LOS capacity

limits and no intersection upgrades are required for the LDA development.

Table 6.44 Menora Road Extension/Tallagandra Road 2031 Future Intersection Performance – Background Volumes + LDA Development



DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queu

e

Menora Road - South L 0.34 15.5 B 46 0.31 16.8 B 46

R 0.74 35 D 60 0.47 36.2 D 34

Tallagandra Road - East L 0.73 38.8 D 73 0.74 40.8 D 95

T 0.73 30.4 C 75 0.74 32.3 C 98

Tallagandra Road - West T 0.20 8.3 A 27 0.19 7.2 A 27

R 0.72 36.1 D 80 0.74 38.3 D 104

Recommendation:

The signalised intersection form introduced to address the background traffic volumes provides sufficient capacity

to cater for the background plus LDA related traffic, therefore no further upgrades are required for this scenario.


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6.12 TEYS ROAD/TALLAGANDRA ROAD INTERSECTION

Teys Road/Tallagandra Road intersection currently operates as a T-intersection, with Tallagandra Road terminating

at this point. As the strategic road network includes Tallagandra continuing through this intersection to connect

with Beaudesert-Beenleigh Road in order to create a new east-west arterial within the LDA, an intersection form

has been proposed to reflect this future layout as shown in Figure 6.38 below.

Figure 6.38 Teys Road/Tallagandra Road Existing Intersection Layout

This intersection has then been assessed in SIDRA, using volumes from the strategic VLC model and Cardno’s

desktop model. Table 6.45 includes the results of this assessment and illustrates that the proposed intersection

form operates within the desirable limits for the background traffic volumes.


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Table 6.45 Teys Road/Tallagandra Road 2031 Intersection Performance – Background Volumes




DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South

L 0.34 25.5 C 33 0.25 30.1 C 25

T 0.34 17.3 B 33 0.25 21.9 C 25

R 0.38 19.2 B 29 0.13 20.7 C 12

Tallagandra Road - East

L 0.30 26.8 C 27 0.52 29.8 C 62

T 0.30 18.6 B 27 0.52 21.6 C 63

R 0.84 44.3 D 33 0.27 42.3 D 9

Teys Road - North L 0.18 24.4 C 16 0.30 30.4 C 30

T 0.18 16.2 B 16 0.30 22.2 C 30

R 0.79 28.1 C 82 0.81 26.6 C 96

Tallagandra Road - West

L 0.74 31.9 C 80 0.79 35.7 D 113

T 0.67 19.0 B 34 0.79 27.3 C 117

R 0.37 30.2 C 20 0.26 36.1 D 12

The operation of the future signalised 4 way intersection was then reassessed using the volumes for the background plus LDA development scenario. The results of this assessment are included in Table 6.46 below, which demonstrates that the proposed signalised intersection form will exceed capacity for several movements in both the AM and PM peaks.


CEB06085 30/05/2012


Table 6.46 Teys Road/Tallagandra Road 2031 Intersection Performance – Background Volumes + LDA Development




DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South

L 1.09 220.8 F 725 0.53 38 D 167

T 1.09 212.6 F 725 0.53 29.9 C 167

R 1.00 30 C 106 1.00 75.9 E 115


L 1.04 142.1 F 280 0.84 59 E 274

T 0.72 28.5 C 81 0.37 37.5 D 95

R 1.07 182.5 F 81 1.00 108 F 82

Teys Road - North L 0.63 25.9 C 96 1.01 132.7 F 754

T 0.63 17.7 B 96 1.01 124.5 F 754

R 1.00 57.6 E 82 1.00 45.8 D 82


L 1.07 195.5 F 359 0.68 51.6 D 196

T 0.47 25 C 46 0.51 40 D 142

R 0.98 70.1 E 38 0.92 107.2 F 52




CEB06085 30/05/2012


Figure 6.39 Teys Road/Tallagandra Road Existing Intersection Layout (Mitigation)

The results of the SIDRA analysis for Teys Road/Tallagandra Road intersection in Table 6.47, quantifies the future

operation of the possible intersection layout for both the AM and PM peak hour.


CEB06085 30/05/2012


Table 6.47 Teys Road/Tallagandra Road 2031 Intersection Performance – Background Volumes + LDA Development (Mitigation)




DOS Delay LOS 95%

Queue DOS Delay LOS

95%

Queue

Teys Road – South

L 0.89 61.6 E 142 0.60 49 D 69

T 0.89 53.3 D 144 0.60 40.7 D 71

R 0.87 60.3 E 126 0.47 51.3 D 43


L 0.87 54.1 D 176 0.84 45.7 D 195

T 0.58 32.8 C 96 0.31 24.8 C 54

R 0.69 37.1 D 34 0.63 30.6 C 35

Teys Road - North L 0.41 45.5 D 50 0.85 58.3 E 118

T 0.41 37.3 D 50 0.85 50.1 D 118

R 0.61 48.2 D 73 0.86 62.3 E 93


L 0.90 59.1 E 195 0.68 37.5 D 133

T 0.39 30.7 C 60 0.51 27 C 96

R 0.55 35 D 26 0.37 31.3 C 17

Recommendation:

The intersection form required for the background volumes does not provide sufficient capacity to cater for the

background plus LDA development traffic. In order to cater for the background plus LDA development traffic,

added through lane on Teys (north) and (south) with second right turns in the form of short bays.


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7 CONCLUSIONS/RECOMMENDATIONS

This Supporting Traffic Analysis Report forms the technical part of (and shall be read in conjunction with) the Bahrs

Scrub Transport Assessment report prepared by Cardno in May 2012.

Detailed traffic analysis was undertaken for key intersections within and surrounding the Bahrs Scrub Catchment.

This report assesses the internal and surrounding key intersections and provides the following recommendations

for potential future infrastructure upgrades:

Intersection Existing

Treatment

Proposed Treatment to

cater for LDA

Development to 2031

Background

only

Required Treatment

for LDA Development

1 Logan River Rd/ Gardiner Rd

Traffic Signals

Traffic Signals No upgrade

works required

No upgrade works

required

2

Logan River Rd/ Teys Rd Traffic Signals

Traffic Signals

Need an additional right

turn out of Teys Road

Six laning required on Logan River

Road

3

Beaudesert-Beenleigh Rd/ Tallagandra Rd Traffic Signals

Traffic Signals

Will require further

enhancements on the

Tallagandra leg approach; four lanes on Beaudesert-Beenleigh Road and

double right turn on

Tallagandra Road.

Expand Tallagandra

leg to accommodate a double left turn lane with signals. The six laning of Beaudesert-Beenleigh Road is

becoming necessary.

4

Beaudesert-Beenleigh Rd/ Bahrs Scrub Rd Priority

Controlled Traffic Signals

Upgrade to traffic signals, four lanes on Beaudesert-Beenleigh

Road.

Slip lane from south and additional

lane on Bahrs Scrub Road.

5

Beaudesert-Beenleigh Rd/ Belivah Rd Priority


Upgrade to signals.

Four lanes on Beaudesert-Beenleigh

Road.


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6

Bahrs Scrub Rd/ Prangley Rd Priority


Reprioritise intersection, single lane

channelised right turn

formation for Prangley

Road.

Roundabout or signals.

Modelled as signals due to

topography constraints.

7

Wuraga Rd/ Prangley Rd/ Teys Rd Priority


Upgrade to single lane roundabout

Single lanes; right turn

bays on all legs; left slip

lane on Wuraga Rd (west) and Prangley

Road (south)

8

Wuraga Rd/ Menora Rd Priority


Upgrade to single lane roundabout

Single lanes; double right

turn from Menora Rd (south); left slip lane on Menora Rd (south) and Wuraga Rd (east); right turn bays on Menora Rd (north) and

Wuraga Rd(west)

9

Wuraga Rd/ Tallagandra Rd/ Gardiner Rd/ Dairy Creek Road

Priority Controlled

Traffic Signals

Roundabout or signals.

Modelled as signals due to

topography constraints.

2 lanes on

Tallagandra

(east) and

Dairy Creek

(west); right

turn bays on

all legs; left

slip lane on

Wuraga

(south);

double rights

on Dairy

Creek (west);

left turn on

Gardiner

(north)

10 Bahrs Scrub Rd/ Hein Rd NA Roundabout

Single lane roundabout

No changes


CEB06085 30/05/2012


11 Menora Extension/ Tallagandra Rd NA Traffic Signals

Introduce signalised

intersection.

No changes

12

Teys Rd/ Tallagandra Rd NA Traffic Signals

Introduce 4

way signalised

intersection.

Added

through lane

on Teys

(north) and

(south) with

second right

turns a short

bay

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