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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
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.”
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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
Rural cross section,
includes road reserve
to accommodate
extension to meet with
Tallagandra Road
30m 2,400
Tallagandra Road/Dairy Creek Road 2
Rural cross section,
currently terminates at
Teys Road but
includes road reserve
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
Linear (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
Linear (Daily Traffic)
24000
26000
28000
30000
32000
2006 2007 2008 2009
200m east of Spanns Road (Site 11418) Existing Traffic Volume
Daily Traffic
Linear (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
Unconstrained Area 4 Residential – single lot housing
Precinct C
Special Management Area 4 Residential – single lot housing
Waterway Management Area n/a
Current Approved Development Residential – single lot housing
Precinct D Environmental Management Area n/a
Precinct E
Wildlife Movement Area n/a
Special Management Area 1 Residential – single lot housing
Waterway Management Area n/a
Unconstrained Area 2A Residential – single lot housing
Current Approved Development Residential – single lot housing
Precinct F
Wildlife Movement Area n/a
Special Management Area 2 Residential – single lot housing
Waterway Management Area n/a
Unconstrained Area 2C Residential – single lot housing
Unconstrained Area Local commercial centre
Unconstrained Area Primary School
Precinct G
Wildlife Movement Area n/a
Special Management Area 2 Residential – single lot housing
Waterway Management Area n/a
Unconstrained Area 4 Residential – single lot housing
Precinct H
Wildlife Movement Area n/a
Waterway Management Area n/a
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
Special Management Area 5 Residential – single lot housing
Special Management Area 6 Residential – single lot housing
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
Intersection Approach
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
Logan River Road –
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
Intersection Approach
AM Background Volumes + LDA
Development Traffic
Background Volumes + LDA
Development Traffic
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Logan River Road –
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
Logan River Road –
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
6.2.1 Existing 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)
Intersection Approach
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
Intersection Approach
AM Background Volumes PM 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
Logan River Road – East L 0.36 8.4 A 18 0.56 8.4 A 30
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)
Intersection Approach
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
Logan River Road – East L 0.36 8.5 A 2 0.54 8.4 A 4
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)
Intersection Approach
2031 AM Peak Background +
LDA Volumes
Possible Proposed Layout
2031 PM Peak Background + LDA
Volumes
Possible Proposed Layout
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)
Intersection Approach
2031 AM Peak Background + LDA
Development Traffic
Possible Proposed Layout
2031 PM Peak Background + LDA
Development Traffic
Possible Proposed Layout
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
6.3.1 Existing 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
Intersection Approach
AM Background Volumes PM 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
Beaudesert-Beenleigh Road –
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)
Intersection Approach
2031 AM Peak Background Volumes
Possible Proposed Layout
2031 PM Peak Background Volumes
Possible Proposed Layout
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
Beaudesert-Beenleigh Road
– 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)
Intersection Approach
2031 AM Peak Background + LDA
Development Traffic
Possible Proposed Layout
2031 PM Peak Background + LDA
Development Traffic
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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)
Intersection Approach
2031 AM Peak Background Volumes
+ LDA Development Traffic
Possible Proposed Layout
2031 PM Peak Background Volumes
+ LDA Development Traffic
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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
6.4.1 Existing 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)
Intersection Approach
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
Bahrs Scrub Road – South
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.
6.4.2 Existing intersection + 2031 background volumes
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
Intersection Approach
AM Background Volumes PM Background Volumes
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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)
The traffic volumes for the background scenario for 2031 are then applied and as indicated in Table 6.15 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 background situation.
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Table 6.15 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Performance – Background Volumes (Mitigation)
Intersection Approach
2031 AM Peak Background
Development Traffic
Possible Proposed Layout
2031 PM Peak Background
Development Traffic
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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
6.4.4 Mitigation form + LDA volumes
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)
Intersection Approach
2031 AM Peak Background + LDA
Development Traffic
Possible Proposed Layout
2031 PM Peak Background + LDA
Development Traffic
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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 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.
Figure 6.14 Beaudesert-Beenleigh Road/Bahrs Scrub Road 2031 Intersection Layout (Mitigation 2)
The traffic volumes for the ultimate LDA development scenario for 2031 are then applied and as indicated in Table
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)
Intersection Approach
2031 AM Peak Background + LDA
Development Traffic
Possible Proposed Layout
2031 PM Peak Background + LDA
Development Traffic
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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
6.5.1 Existing 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)
Intersection Approach
AM Peak PM Peak
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Beaudesert-Beenleigh Road
– 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.
6.5.2 Existing intersection + 2031 background volumes
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
Intersection Approach
AM Background Volumes PM Background Volumes
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queu
e
Beaudesert-Beenleigh Road –
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
Bannockburn Road – East
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
Beaudesert-Beenleigh Road –
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
Belivah Road – West
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)
The traffic volumes for the background scenario for 2031 are then applied and as indicated in Table 6.20 the
Beaudesert-Beenleigh Road/Belivah Road intersection operates within acceptable DOS and LOS capacity limits
and no intersection upgrades are required for the background situation.
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Table 6.20 Beaudesert-Beenleigh Road/Belivah Road 2031 Intersection Performance – Background Volumes (Mitigation)
Intersection Approach
2031 AM Peak Background Traffic
Possible Proposed Layout
2031 PM Peak Background Traffic
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Bannockburn Road – East
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
Beaudesert-Beenleigh Road
– 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
Belivah Road – West
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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6.5.4 Mitigation form + LDA volumes
The traffic volumes for the ultimate LDA development scenario for 2031 are then applied and as indicated in Table
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)
Intersection Approach
2031 AM Peak Background Volumes
+ LDA Development
Possible Proposed Layout
2031 PM Peak Background Volumes
+ LDA Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Bannockburn Road – East
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
Beaudesert-Beenleigh Road
– 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
Belivah Road – West
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)
Intersection Approach
2031 AM Peak Background Volumes
+ LDA Development
Possible Proposed Layout
2031 PM Peak Background Volumes
+ LDA Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Beaudesert-Beenleigh Road
– 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
Bannockburn Road – East
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
Beaudesert-Beenleigh Road
– 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
Belivah Road – West
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
6.6.1 Existing 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.
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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)
Intersection Approach
AM Peak PM Peak
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Bahrs Scrub Road – South
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
Bahrs Scrub Road – South
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)
Intersection Approach
2031 AM Peak Background
Possible Proposed Layout
2031 PM Peak Background
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Bahrs Scrub Road – South
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
Bahrs Scrub Road – South
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)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Bahrs Scrub Road – South
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
Bahrs Scrub Road – South
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
address the identified constraints for the background plus LDA traffic.
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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)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Bahrs Scrub Road – South
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
Bahrs Scrub Road – South
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
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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
6.7.1 Existing 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.
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Table 6.27 Wuraga Road/Prangley Road/Teys Road Existing Intersection Performance (2010)
Intersection Approach
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.
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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)
Intersection Approach
2031 AM Peak Background Volumes
Proposed Layout
2031 PM Peak Background Volumes
Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Prangley Road – South
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
Wuraga Road – East
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
Wuraga Road – West
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)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Prangley Road – South
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
Wuraga Road – East
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
Wuraga Road – West
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)
Table 6.30 assesses the future operation of the possible intersection layout for both peak hours for the background
plus LDA scenario.
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Table 6.30 Wuraga Road/Prangley Road/Teys Road 2031 Intersection Performance – Background Volumes + LDA Development (Mitigation)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Prangley Road – South
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
Wuraga Road – East
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
Wuraga Road – West
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).
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6.8 WURAGA ROAD/MENORA ROAD INTERSECTION
Figure 6.27 Wuraga Road/Menora Road Intersection
6.8.1 Existing 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.
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Table 6.31 Wuraga Road/Menora Road Existing Intersection Performance (2010)
Intersection Approach
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.
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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.
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Table 6.32 Wuraga Road/Menora Road 2031 Future Intersection Performance – Background Volumes
Intersection Approach
AM Background Volumes PM 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
Wuraga Road – East
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
Wuraga Road – West
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.
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Figure 6.30 Wuraga Road/Menora Road Intersection Future Layout (Mitigation)
Table 6.33 assesses the future operation of the possible intersection layout for both peak hours for the background
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)
Intersection Approach
AM Background Volumes PM Background Volumes
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Menora Road – South
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
Wuraga Road – East
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
Wuraga Road – West
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
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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)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS
95%
Queue DOS Delay LOS
95%
Queue
Menora Road – South
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
Wuraga Road – East
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
Wuraga Road – West
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
Figure 6.31 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 6.31 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.
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Table 6.35 Wuraga Road/Menora Road 2031 Future Intersection Performance – Background Volumes + LDA Development (Mitigation 2)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Menora Road – South
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
Wuraga Road – East
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
Wuraga Road – West
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.
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6.9 WURAGA RD/TALLAGANDRA RD/GARDINER RD/DAIRY CREEK RD INTERSECTION
6.9.1 Existing 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
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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)
Intersection Approach
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.
6.9.2 Existing intersection + 2031 background volumes
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
Intersection Approach
2031 AM Peak Background 2031 PM Peak Background
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Wuraga Road – South
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
Tallagandra Road – South
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
Gardiner Road – North
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)
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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)
Intersection Approach
AM Background Volumes PM Background Volumes
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Wuraga Road – South
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
Tallagandra Road – South
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
Gardiner Road – North
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
The traffic volumes for the ultimate LDA development scenario for 2031 are then applied and as indicated in Table
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)
Intersection Approach
AM Background Volumes PM Background Volumes
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Wuraga Road – South
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
Tallagandra Road – South
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
Gardiner Road – North
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
Dairy Creek Road – West
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
Figure 6.35 below 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.
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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.
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Table 6.40 Wuraga Road/Tallagandra Road/Gardiner Road/Dairy Creek Road 2031 Intersection
Performance – Background Volumes + LDA Development (Mitigation 2)
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
DOS Delay LOS 95%
Queue DOS Delay LOS
95%
Queue
Wuraga Road – South
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
Tallagandra Road – South
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
Gardiner Road – North
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
Dairy Creek Road – West
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
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Table 6.41 Bahrs Scrub/Menora Road/Hein Road 2031 Future Intersection Performance – Background Volumes
Intersection Approach
AM Background Volumes PM 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
Intersection Approach
2031 AM Peak Background + LDA
Development
Possible Proposed Layout
2031 PM Peak Background + LDA
Development
Possible Proposed Layout
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.
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Table 6.43 Menora Road Extension/Tallagandra Road 2031 Future Intersection Performance – Background Volumes
Intersection Approach
AM Background Volumes PM 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.
The traffic volumes for the ultimate LDA development scenario for 2031 are then applied and as indicated in Table
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
Intersection Approach
AM Background Volumes PM Background Volumes
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
Intersection Approach
AM Background Volumes
PM 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.
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Table 6.46 Teys Road/Tallagandra Road 2031 Intersection Performance – Background Volumes + LDA Development
Intersection Approach
AM Background Volumes
PM Background Volumes
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
Tallagandra Road - East
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
Tallagandra Road - West
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
Figure 6.39 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 6.39 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.
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Table 6.47 Teys Road/Tallagandra Road 2031 Intersection Performance – Background Volumes + LDA Development (Mitigation)
Intersection Approach
AM Background Volumes
PM Background Volumes
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
Tallagandra Road - East
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
Tallagandra Road - West
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
Controlled Traffic Signals
Upgrade to signals.
Four lanes on Beaudesert-Beenleigh
Road.
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6
Bahrs Scrub Rd/ Prangley Rd Priority
Controlled Traffic Signals
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
Controlled Traffic Signals
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
Controlled Traffic Signals
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
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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