Project Report 12-14v2 - Cassowary Coast Region · PROJECT REPORT BOWEN STREET, CARDWELL DALRYMPLE STREET TO LIVERPOOL STREET ROAD UPGRADING – CONCEPT DESIGN REPORT ... applicable

Version No. 2 Authorised by Manager Asset Engineering Initial Date of Adoption: December 2014 Document maintained by Assets Engineering

M-002516 PROJECT REPORT

BOWEN STREET, CARDWELL

DALRYMPLE STREET TO LIVERPOOL STREET ROAD UPGRADING – CONCEPT DESIGN REPORT If you have any questions regarding this document, or if you have a suggestion for improvements, please contact:

Project Manager Justin Fischer

M-002516 PROJECT REPORT AE Project Number - 100127 - Bowen Street, Cardwell Dalrymple Street to Liverpool Street

Version No. 2 Authorised by Manager Assets Engineering Initial Date of Adoption: December 2014 Document maintained by Assets Engineering 2 of 24

TABLE OF CONTENTS 1. BACKGROUND …………………………………………… 3 2. OBJECTIVES .……………………………………………... 3 3. SCOPE OF WORK………………………………………… 4 4. DELIVERABLES ………………………………………….. 5 5. ASSUMPTIONS …………………………………………… 11 6. CONSTRAINTS …………………………………………… 12 7. JUSTIFICATION …………………………………………... 13 8. PROJECT PRIORITISATION …………………………… 16 9. CONCLUSION & RECOMMENDATIONS …………….. 18 10. APPENDICES AND SUPPORTING DOCUMENTS ….. 19



1. BACKGROUND During 2013, anecdotal evidence was suggesting that as a result of the upgrading of Victoria Street, Cardwell, there had been a significant increase in both vehicular and pedestrian traffic using the section of Bowen Street, from Dalrymple Street to Liverpool Street. In response, Council allocated Operational Works funding to investigate the validity of this evidence and recommend any upgrading of this section of Bowen Street, required to meet the increased demand.

2. OBJECTIVES The defined and expected objectives of this investigation are:- - To establish a baseline of use of this section of Bowen Street to assess any increase in

traffic; - Ascertain the appropriate level of minimum requirements determined by the FNQRC

Development Manual for the current and projected use of this section of Road; - Formalise the pedestrian use and provide a safe and practical path for children accessing

the Cardwell School from the west of the existing railway line and from the north of Liverpool Street (further negotiation regarding the formalised crossing of the railway line with Queensland Rail is required, but this is outside the scope of this project);

- Determine the adequacy or otherwise of the existing pavement and determine minimum depths based on an assessment of the existing subgrade material;

- Formalise the heavy vehicle parking and use in this section of Bowen Street, including coach movements at the Brasenose Street intersection; and,

- Investigate the formalising of all the intersections in this section of Bowen Street and design to meet current minimum standards for traffic movement and safety.



3. SCOPE OF WORK To achieve the stated objectives, the following items and tasks were included in the scope of work: 1. Conduct traffic counts on each section of Bowen Street prior to and post the completion of

works in Victoria Street to impact of traffic volumes, assess speeds and design traffic loads, therefore allowing us to calculate an appropriate cross section profile and an applicable lighting category for each segment of Bowen Street. These deliverables were determined using Table D1.1 Street & Road Hierarchy of the FNQROC Development Manual "deemed to comply" requirements. The percentage and type of commercial vehicle using the various segments of Bowen Street was also determined and allowed us to approximate equivalent standard axel loads;

2. Undertake pavement and subgrade testing on each section of Bowen Street and along with the ESA's calculated above, determine an appropriate pavement in accordance with AustRoads pavement design manual (specifically Figure 8.4 "Design chart for granular pavements with thin bituminous surfacing");

3. Investigate stormwater drainage requirements and check results for adverse or positive impact using the stormwater modelling report for Cardwell and associated modelling of recommendations;

4. Collate all Customer Requests (CRs) relating to Bowen Street and related intersecting streets, since the Victoria Street upgrade, to identify and address any local issues and include in the recommendations, if possible;

5. Conduct a review of findings and site inspection with the divisional Councillor to gauge community reaction to any proposals and determine any local issues not identified in Councils Customer Request reporting process;

6. Make recommendations for the appropriate treatment of the Liverpool, Saint Albans, Brasenose, Balliol and Dalrymple Street intersections;

7. Determine the extent of QR land required and associated costs with acquiring that land to meet the minimum standards determined above;

8. Determine the extent of service relocation required and associated costs with for relocation to meet the minimum standards determined above;

9. Overlay the preliminary design proposal on an aerial photograph and develop a typical cross section for each section to be upgraded, including a staging model for consideration by Council;

10. Prepare an opinion of cost (for each section to be upgraded and prepare a staged funding model for consideration by Council); and

11. Prepare a comprehensive report to Council and make recommendations on how best to proceed with any upgrading required.



Most items included in the scope have been addressed by this report, however, the cost of land acquisition from QR and the willingness of Queensland Rail to make the land available has not yet been determined, however - QR was contacted and could see no reason to object but would not commit. - Land evaluators were contacted - their proposed charges prohibited further investigation.

4. DELIVERABLES Traffic counts were conducted with a "Metrocount Traffic Executive" during the periods Saturday, 2nd November and Friday, 29th November 2013 and 10th October and the 20th October, 2014. The first of the monitoring periods was during the reconstruction of the Cardwell Foreshore and the second period being after the opening of Victoria Street i.e. post-construction. There was no appreciable difference in the values gathered in the two monitoring periods. The worst case values are given in the tables below and were adopted for the design. These tables summarise Speed, Volumes and Vehicle Classes for each section of Bowen Street under consideration. Speeds (Liverpool to St Albans) Vehicles monitored 4662 Maximum = 94.6 km/hr Minimum = 10.4 km/hr Mean = 44.5 km/hr 85% Speed = 54.7 km/hr 276 vehicles or 5.92% were detected exceeding 60 km/hr. (St Albans to Brasenose) Vehicles monitored 4646 Maximum = 79.5 km/hr Minimum = 10.0 km/hr Mean = 40.1 km/hr 85% Speed = 53.3 km/hr 71 vehicles or 1.53% were detected exceeding 60 km/hr. (Brasenose to Balliol) Vehicles monitored 5019 Maximum = 90.6 km/hr Minimum = 10.9 km/hr Mean = 40.4 km/hr 85% Speed = 49.0 km/hr 87 vehicles or 1.73% were detected exceeding 60 km/hr. (Balliol to Clitheroe) Vehicles monitored 2207 Maximum = 115.5 km/hr Minimum = 11.1 km/hr Mean = 44.8 km/hr 85% Speed = 52.9 km/hr 94 vehicles or 4.26% were detected exceeding 60 km/hr. (Clitheroe to Dalrymple) Vehicles monitored 1591 Maximum = 83.9 km/hr Minimum = 11.9 km/hr Mean = 41.2 km/hr 85% Speed = 51.5 km/hr 55 vehicles or 3.46% were detected exceeding 60 km/hr.



Vehicles (Liverpool to St Albans) Vehicles monitored 4662 (Aver VPD 398) Numbers by Vehicle Class (Average Vehicles per day figures shown) Class 1 2 3 4 5 6 7 8 9 10 11 12 345 10 27 3 0 0 0 0 7 1 0 0 (St Albans to Brasenose) Vehicles monitored 4646 (Aver VPD 386) Numbers by Vehicle Class (Average Vehicles per day figures shown) Class 1 2 3 4 5 6 7 8 9 10 11 12 343 6 27 4 0 0 0 0 1 0 0 0 (Brasenose to Balliol) Vehicles monitored 5019 (Aver VPD 565) Numbers by Vehicle Class (Average Vehicles per day figures shown) Class 1 2 3 4 5 6 7 8 9 10 11 12 509 9 37 4 0 0 0 0 0 0 0 0 0 (Balliol to Clitheroe) Vehicles monitored 2207 (Aver VPD 254) Numbers by Vehicle Class (Average Vehicles per day figures shown) Class 1 2 3 4 5 6 7 8 9 10 11 12 225 5 18 3 0 0 0 0 0 0 0 0 (Clitheroe to Dalrymple) Vehicles monitored 1591 (Aver VPD 176) Numbers by Vehicle Class (Average Vehicles per day figures shown) Class 1 2 3 4 5 6 7 8 9 10 11 12 156 4 11 2 0 0 0 0 0 0 0 0



Design Traffic Liverpool to Brasenose - Based on the values the following design traffic was determined using the following inputs:- AADT (Annual Average Daily Traffic) 398 % HV (percentage of Heavy Vehicles 10.71% Average Axel Groups (HV) 3.39 Distribution Factor (DF) 0.5 Lane Distribution Factor (LDF) 1 Cumulative Growth Factor (CGF 24.3 (Derived from a 20 year design life and an average growth in traffic of 2%) The design traffic for pavement depth calculations was 8.59x105 ESA (Equivalent Standard Axels). Appropriate pavement for this section was determined to be: 200mm Sub-base Course 125mm Base Course 45mm DG14 Wearing Course Brasenose to Balliol- Based on the values the following design traffic was determined using the following inputs:- AADT (Annual Average Daily Traffic) 565 % HV (percentage of Heavy Vehicles 8.05% Average Axel Groups (HV) 3.39 Distribution Factor (DF) 0.5 Lane Distribution Factor (LDF) 1 Cumulative Growth Factor (CGF 24.3 (Derived from a 20 year design life and an average growth in traffic of 2%) The design traffic for pavement depth calculations was 1.25x106 ESA (Equivalent Standard Axels). Appropriate pavement for this section was determined to be: 200mm Sub-base Course 150mm Base Course 45mm DG14 Wearing Course



Balliol to Dalrymple - Based on the values the following design traffic was determined using the following inputs:- AADT (Annual Average Daily Traffic) 254 % HV (percentage of Heavy Vehicles 8.27% Average Axel Groups (HV) 3.39 Distribution Factor (DF) 0.5 Lane Distribution Factor (LDF) 1 Cumulative Growth Factor (CGF 24.3 (Derived from a 20 year design life and an average growth in traffic of 2%) The design traffic for pavement depth calculations was 5.6x105 ESA (Equivalent Standard Axels). Appropriate pavement for this section was determined to be: 175mm Sub-base Course 125mm Base Course 45mm DG14 Wearing Course Pavement subgrade conditions were tested by council staff, using a Dynamic Cone Penetrometer (DCP). This method is often utilised to determine approximations of sub-grade CBR's (Californian Bearing Ratios). This method was chosen, due to its acceptability and relatively small cost. A sub-grade CBR of 7 was adopted as representative of the strength of all test sites. Further investigation is recommended in any future detailed design. For the estimating purposed of this report the design pavement for determining volumes adopted was 200mm Sub-base Course 150mm Base Course 45mm DG14 Wearing Course Bowen Street is not currently a "B-Double route and due to the residential nature of a considerable portion of the Street and the presence of the Cardwell state Primary School. Below is an excerpt from the TMR Route Assessment Guidelines for Multi-Combination Vehicles in Queensland. "In assessing routes that pass through noise sensitive areas, the views of the local community are to be considered, as well as the effect that noise from the vehicle will have on adjoining land users. Schools, hospitals, libraries or residential accommodation are particularly vulnerable to the adverse impacts of noise. Heavy vehicle noise problems often occur when there are residences in close proximity to a downhill section of road that requires the use of exhaust brakes.



The assessor should consider the following factors: � proximity of the route to dwellings, including residences, schools, hospitals; � existing traffic, and the noise already generated; � the time of the day that the route would be used by MCVs; � presence of natural noise barriers such as hills and vegetation; � the presence near dwellings of intersections and grades, which would increase local MCV noise; and � route sections where MCV exhaust brakes would normally be used, such as downhill sections of road." Taking these considerations into account this report and the preliminary design does not consider access for Multi-Combination Vehicles to and along Bowen Street. Although school busses do use Bowen Street to access the Primary school, Bowen Street is not considered a Bus Route due to the absence of a "Hail and Ride" service in Cardwell. For the estimating purposed of this report the design pavement for determining volumes adopted was 200mm Sub-base Course 150mm Base Course 45mm DG14 Wearing Course Service Locations Dial Before You Dig searches were conducted in the study area and service locations were approximated for CCRC water (100mm AC), Telstra Telecommunications, Fibre Optic cabling and CCRC stormwater assets. Electrical supply in the area is by way of overhead lines. A significant number and quantity of these services will require relocation prior to construction work commencing. Every attempt has been made to minimise the impact of the upgrading on the existing services however due to the constrained nature of the existing reserve, conflict was unavoidable in most cases. Street Hierarchy Classification Based on traffic volumes alone It is appropriate Bowen Street be classified as a Residential Street however due to the nature of the use of this road since the upgrade of Victoria Street it has been deemed more appropriate classify it as a Minor Collector. The impact of this decision is minimal, in referring to Table D1.1 "Street and Road Hierarchy - Deemed to Comply" of the FNQROC Development Manual, the only differences in the two classifications being an increased design speed (increasing from 40km/hr to 50km/hr) and lighting category increase from P4 to P3. A copy of Table D1.1 "Street and Road Hierarchy - Deemed to Comply" of the FNQROC Development Manual is included as Appendix "C", at the end of this report.



Typical Cross Sections The appropriate cross section for each segment, or road section, was determined from Table D1.1 "Street and Road Hierarchy - Deemed to Comply" of the FNQROC Development Manual, based the Road Hierarchy Classification of Minor Collector. Other factors taken into account in determining the typical cross sections were the recommendations of the Master Drainage Study for Cardwell, the existing terrain model (determined from the Lidar data used in the planning of the Cardwell Sewer Scheme proposal), the advice of the divisional Councillor and projected traffic flow assumptions. Typical cross sections are included as Appendix "A" of this report. Design Lighting The appropriate level or Lighting Category for the "Minor Collector" Road Hierarchy Classification is P3. This category is typically used for Local Streets used primarily for accessing abutting properties for mixed vehicle and pedestrian traffic where:-

- pedestrian / cycle traffic at night is Medium; - risk of crime is low; and - need to enhance prestige is Medium.

Values for the light technical parameters and permissible luminaire types are found in Table 2.6 of AS/NZS 1158.3.1 Lighting for roads and public spaces, the important light technical parameters are summarised below; Average Horizontal Illuminance 1.75 lux Point Horizontal Illuminance 0.3 lux Illuminance (horizontal) uniformity 10 Point Vertical Illuminance N/A Luminaire Type 4 Design Speeds The design speed for Bowen Street was also determined from Table D1.1 "Street and Road Hierarchy - Deemed to Comply" of the FNQROC Development Manual, and is proposed to be 50km/hr. School Zones on frontages to Balliol Street, Bowen Street and Clitheroe Streets would limit speeds to 40km/hr during designated periods on school days. Project Estimate The estimated cost of the preliminary works constituting items such as land acquisition, relocation of services and the detailed investigation, survey and design is $ 1,400,000.

It is assessed that the construction of each of the four (4) road sections 100127_a Bowen Street, Cardwell - (Brasenose to Balliol Streets) Est $1,300,000 100127_b Bowen Street, Cardwell - (St Albans to Brasenose Streets) Est $1,200,000 100127_c Bowen Street, Cardwell - (Liverpool to St Albans Streets) Est $1,100,000



100127_d Bowen Street, Cardwell - (Balliol to Dalrymple Streets) Est $1,400,000 All Works Bowen Street, Cardwell - (Liverpool to Dalrymple Streets) Est $6,400,000 Note all estimates are GST exclusive and have been rounded up for the purpose of this report. For budgeting purposes to gain maximum efficiencies for the project a proposed funding

allocation and construction model in presented below. (Financial years indicated) Year Budget Allocation Activity Period 1 $1,400,000 Preliminaries Full Year 2 $1,300,000 Construction (St Albans -Brasenose) May-Jul 3 $1,200,000 Construction (Balliol -Brasenose) Jul-Oct 4 $1,070,000 Construction (Liverpool to St Albans Jul-Oct 5 $1,400,000 Construction (Balliol to Dalrymple) Jul-Oct Estimates have been undertaken for the whole project, and as individual projects being preliminaries and the four (4) construction stages. These estimates are included in Appendix "B".

5. ASSUMPTIONS - Queensland Rail will have no objection to the land resumption; - Land procurement costs will not be prohibitive and therefore significantly reduce cost

benefit; - Queensland Rail will be prepared to negotiate a pedestrian rail crossing of the corridor at

Brasenose Street; - Traffic counts are indicative of the annual average use of Bowen Street; - Stormwater assessments contained in the Master Drainage Study for Cardwell do not add

significant cost to the simple analysis and assumptions in this report; - Dynamic Cone Penetrometer results on sub-grade testing are indicative of the entire sub-

grade; - Costs do not increase significantly in the period between this report and construction; and, - Service relocation costs will not be prohibitive and therefore significantly reduce cost

benefit. - The existing 100mm AC water main will require replacement as part of this project due to

age and its location under the proposed concrete footpath - The Cardwell Master drainage study does not report any major drainage concerns on

Bowen St. A detailed drainage assessment should be undertaken in the detailed design phase however for the purpose of this report kerb and channel, table drains and some minor drainage works have been allowed for in the estimate.



6. CONSTRAINTS Any upgrading of the cross section in Bowen Street is seriously constrained by the road reserve width in the area between chainage 440 and chainage 1080. (approximately 80m north-west of the Brasenose Street intersection to approximately 40m south-east of the Clitheroe Street Intersection). Approval to annex approximately 0.58 hectares of existing Railway corridor land will be required to facilitate any upgrading in this area. This section most warrants upgrading, as it is to the rear of the main commercial area and Cardwell Primary School. Customer requests are indicating the need for a more formalised parking arrangement in this area. Without Queensland Rail consent, the road and, therefore, service corridor through this section of Bowen is severely constrained with underground water infrastructure, overhead power, underground telecommunications infrastructure (cable and fibre optic), all co-located in this narrow reserve. So constrained is the site, it would be inadvisable to attempt to upgrade Bowen Street without the widening of the reserve, by opening the section of railway land indicated on drawing number 14002 v1/7 as road reserve. There does not appear to be any Railway infrastructure in this section of the rail corridor and preliminary conversations with QR representatives indicate they would be prepared to discuss a proposal of the nature described in the report. There is a major fibre optic cable located under the proposed road area. This will require relocation. There is an existing 100mm AC water main located on the eastern side of Bowen Street. There are a number of power poles that will require relocation.



7. JUSTIFICATION In Council's existing hierarchy Bowen Street is classified as a NAASRA Class 8 Road - defined as a Minor Urban Collector. When compared to other Minor Urban Collector streets within the Cassowary Coast Region traffic volumes on Bowen are below average (see Figure 1). Bowen St is also one of the narrowest Minor Urban Collector streets within the network most likely due to the fact that it has such low traffic volumes and collects traffic from such a small and constrained catchment. The Bowen Street section from Liverpool Street to Dalrymple Street is not identified for upgrading in the CCRC Transport Network Plan due to its low importance in the transport network, this of course does not diminish its importance to the township of Cardwell but does suggest this project does not rank highly from a regional perspective. Bowen Street is not considered a Local Road of Regional Significance. A WebCrash search of this section of Bowen indicates there have been no reported vehicle accidents in the period since the beginning of reporting until March 2013. The asset is in fair condition with renewal still some years in the future. The pavement is performing well and is likely to do so for some time due to low traffic volumes and relatively good subgrade conditions. Council's current Priority Infrastructure Plan or PIP Table 4.2.G "Existing and projected population" released in 2011 indicates the total ultimate development capacity of Cardwell to be some 1775 persons to be reached during 2026 (population at time of study was 1541), this constitutes an annual growth of a little over 1.01%, this is a similar figure to the reset of the region with the exception of the Greater Mission Beach area. The projected Cardwell population forecast in the PIP will constitute some 12.2% of the regions total population in the term of the PIP. Similarly employment in the Cardwell priority Infrastructure Area (PIA) is projected to be 566 by 2026 and increase of only 0.97%. The accuracy of population figures is often questioned however the current draft planning scheme and studies to date suggest that for the next 10-15 years growth in Cardwell will be very low. Upgrading Bowen St will not encourage or enable any development nor will it encourage tourism. Upgrading works on the streets between Victoria Street and Bowen St will improve the visual amenity of the area particularly for motorists driving on the highway. These works would also improve parking issues. The PIP Table 4.5.C "Transport infrastructure :Roads - Schedule of Works for Future Infrastructure" does not identify Bowen Street in the table of future works and the CCRC "Transport Network Plan" does not identify Bowen Street as a Higher Order Road, however it does rate a mention as "providing an alternative route for local road users".



Council’s 2014/15 capital works budget for transport budget was approximately $7.7M. Adopting this as typical of the proposed annual funding allocation for the period of construction the Bowen Street upgrade would constitute between 15 and 22% of the annual Capital Works budget. Council consideration will need to be given as to the whether spending such a large proportion of the capital works budget over a projected five (5) year period on a single project of this nature is warranted. The proposed works would be considered an upgrade in the order of 75%, therefore adding a further depreciation burden. Given that the existing pavement is in reasonable condition and that there are no major drainage issues the need for the upgrade works appears to be driven by community request rather than actual traffic, population growth or condition. It is likely that traffic volumes have increased however not to the point that an immediate upgrade would be required. Undertaking any upgrade would best be programmed when the existing pavement has reached its end of life. The investigation did identify a number of problems in the regulation of parking and pedestrian traffic management, particularly Liverpool, St Albans and Clitheroe Streets, between Victoria Street and Bowen Streets. Minor parking problems are also found elsewhere in the other townships of within the Cassowary Coast. Given the overall minor level of complaints and very low growth, addressing minor parking concerns is not considered to be a major project driver to upgrade Bowen Street. Minor signage and/or civil could be undertaken as smaller, annual, targeted projects of a scale commensurate with that typical of capital works undertaken in the rest of the region.



0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Vehicles Per Day

Traffic Count Comparison Bowen St, Cardwell and Other Minor Urban Collector Roads

Average 1204 vpd for

Minor Urban Collector

Roads within CCRC

Bowen St

(Brasenose to

Balliol) 565 vpd

Bowen St

(Liverpool to

Brasenose) 398

vpd

Bowen St (Balliol

to Dalrymple) 254

vpd

Figure 1 Traffic Count Comparison



8. PROJECT STAGING Delivery of the Bowen St upgrade over a five year period would require a prioritisation of the Based on the traffic count statistical data, consultation with the regional Councillor and the regionalisation of Customer Requests, the recommended priorities for the stages of this project would be: 1. Commence negotiations with the Department of Transport and Queensland Rail to

procure the parcels of land identified in this report, i.e., approximately 302 square metres of Lot 200 on SP121990, approximately 928 square metres of Lot 201 on SP121990 and approximately 4522 square metres of Lot 193 on SP121989; then

2. Commence negotiations with impacted service providers to commence design, upgrade

and relocation of their infrastructure to an alignment corridor within the new road reserve, which will be unaffected by Council's planned upgrade;

3. Prepare detailed project design and estimates for the entire Bowen Street section, from

Liverpool Street south-east to Dalrymple Street; 4. Commence construction of Bowen Street - Brasenose Street to Balliol Street (incl.

Brasenose Street Intersection and Balliol Street Parking formalisation); 5. Commence construction of Bowen Street - St Albans Street to Brasenose Street (incl. St

Albans Street parking formalisation); 6. Commence construction of Bowen Street - Liverpool Street to St Albans Street (incl.

Liverpool Street Intersection); 7. Commence construction of Bowen Street - Balliol Street to Dalrymple Street (incl.

Clitheroe Street Intersection and school parking and Dalrymple Street Intersection). This project staging has been recommended as obtaining the land and relocating the fibre optic lines are necessary to undertake the intersection works on Bowen St and Brasenose Street.



Another option to spread the upgrade costs over a longer period has been detailed below. This approach is more focused on upgrading the connecting streets between Victoria Street and Bowen Street. This approach would address the parking and visual amenity issues within these streets and would likely have a greater impact on tourism and local business than work on Bowen St. The cost of the combined projects would be more expensive due to the economies of scale that would be lost and also the additional interim stage management works that would be required. This additional staging will cause less than desirable temporary management solutions to be used to tie old works into the new works and it would be important to manage Community expectations and complaints. No estimates have been completed on this level of staging as this option differs somewhat from the original project scope. The following stages are provided for consideration: 1. Commence negotiations with the Department of Transport and Queensland Rail to

procure the parcels of land identified in this report, i.e., approximately 302 square metres of Lot 200 on SP121990, approximately 928 square metres of Lot 201 on SP121990 and approximately 4522 square metres of Lot 193 on SP121989; then

2. Commence negotiations with impacted service providers to commence design, upgrade

and relocation of their infrastructure to an alignment corridor within the new road reserve, which will be unaffected by Council's planned upgrade;

3. Investigate, conduct detail survey, undertake geotechnical investigations, initiate public

consultation and precinct master plan and detail design and segment estimates for the Bowen Street / Victoria Street precinct;

4. Construct Balliol Street incl. Bowen Street Intersection, service relocation and formalised

parking; 5. Construct Clitheroe Street incl. Bowen Street Intersection, service relocation and

formalised parking; 6. Construct St Albans Street incl. Bowen Street Intersection, service relocation and

formalised parking; 7. Construct Liverpool Street incl. Bowen Street Intersection, service relocation and

formalised parking; 8. Construct Brasenose Street incl. Bowen Street Intersection, service relocation, and

formalised parking; 9. Construct Bowen Street - Brasenose Street to Balliol Street incl. QR Pedestrian Maze,

service relocation pedestrian path and street parking formalisation; 10. Construct Bowen Street - Balliol Street to Brasenose Street incl. pedestrian path, service

relocation, school crossing and street parking formalisation;



11. Construct Bowen Street - St Albans Street to Brasenose Street; 12. Commence construction of Bowen Street - Liverpool Street to St Albans Street; 13. Commence construction of Bowen Street - Clitheroe Street to Dalrymple Street incl.

Dalrymple Street Intersection

9. CONCLUSION & RECOMMENDATIONS

As discussed in the previous section and interrogating the estimates, the re-construction of Bowen Street would require a major funding commitment of between 15 and 22% of the annual Capital Works budget over a five (5) year period. It is concluded that, there is no apparent economic or engineering motivation, or indeed warrant, for the upgrading of Bowen Street at this time. It is recommended that Council continue to maintain Bowen St, Cardwell until such time that the pavement requires renewal. Once pavement renewal is required Council should review: - Council’s financial position and determine whether the upgrade costs are able to be funded - Revised population data and growth projections to determine whether increased growth warrants the street to be upgraded. - Updated traffic counts and crash data to determine if other project drivers have changed. If this review reveals that an upgrade is affordable and warranted then Council should commence the preliminary activities and then review construction priorities, costs and timing. If there is still no requirement to upgrade the road then an appropriate renewal project should be undertaken. Should Council consider investment in Cardwell as a priority, consideration should be given as to the size and location of works that will meet the community needs but align with Council’s ability to fund upgrade works.



10. APPENDICES AND SUPPORTING DOCUMENTATION

Appendix “A” CCRC Scheme Drawings 14002 - v1/8 Bowen St Reconstruction - Concept Design Layout Plan 14002 - v2/8 Bowen St Reconstruction - Proposed Design Liverpool St to St Albans St. 14002 - v3/8 Bowen St Reconstruction - Proposed Design St Albans St to Brasenose St. 14002 - v4/8 Bowen St Reconstruction - Proposed Design Brasenose St to Balliol St. 14002 - v5/8 Bowen St Reconstruction - Proposed Design Balliol St to Clitheroe St. 14002 - v6/8 Bowen St Reconstruction - Proposed Design Clitheroe St to Dalrymple St. 14002 - v7/8 Bowen St Reconstruction - Proposed Design Brasenose St and Clitheroe St. Appendix “B” Estimate of Cost - Bowen Street Reconstruction - Preliminaries (Land Acquisition & Service Relocation - Total Cost over a four (4) year commitment (Post preliminaries) - Brasenose Street to Balliol Street - St Albans Street to Brasenose Street - Liverpool Street to St Albans Street - Balliol Street to Dalrymple Street Appendix “C” Table D1.1 of the FNQROC Development Manual "Street and Road Hierarchy - Deemed to Comply Requirements" Appendix “D” Concept Design - Balliol Street from Victoria Street to Bowen Street Appendix “E” QR Drawing - 2642 B Maze for Pedestrian Track Crossing (Sheet 1 of 2) QR Drawing - 2643 A Maze for Pedestrian Track Crossing (Sheet 2 of 2) QR Drawing - 10698 D Pedestrian Level Crossings



Appendix “A” CCRC Scheme Drawings 14002 - v1/8 Bowen St Reconstruction - Concept Design Layout Plan 14002 - v2/8 Bowen St Reconstruction - Proposed Design Liverpool St to St Albans St. 14002 - v3/8 Bowen St Reconstruction - Proposed Design St Albans St to Brasenose St. 14002 - v4/8 Bowen St Reconstruction - Proposed Design Brasenose St to Balliol St. 14002 - v5/8 Bowen St Reconstruction - Proposed Design Balliol St to Clitheroe St. 14002 - v6/8 Bowen St Reconstruction - Proposed Design Clitheroe St to Dalrymple St. 14002 - v7/8 Bowen St Reconstruction - Proposed Design Brasenose St and Clitheroe St.



Appendix “B” Estimate of Cost - Bowen Street Reconstruction - Preliminaries (Land Acquisition & Service Relocation - Total Cost over a four (4) year commitment (Post preliminaries) - Brasenose Street to Balliol Street - St Albans Street to Brasenose Street - Liverpool Street to St Albans Street - Balliol Street to Dalrymple Street



Appendix “C” Table D1.1 of the FNQROC Development Manual "Street and Road Hierarchy - Deemed to Comply Requirements"



Appendix “D” Concept Design - Balliol Street from Victoria Street to Bowen Street



Appendix “E” QR Drawing - 2642 B Maze for Pedestrian Track Crossing (Sheet 1 of 2) QR Drawing - 2643 A Maze for Pedestrian Track Crossing (Sheet 2 of 2) QR Drawing - 10698 D Pedestrian Level Crossings

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Project Report 12-14v2 - Cassowary Coast Region · PROJECT REPORT BOWEN STREET, CARDWELL DALRYMPLE STREET TO LIVERPOOL STREET ROAD UPGRADING – CONCEPT DESIGN REPORT ... applicable