ENB476Civil Design Project

Group 7

2015 Semester 2

ENB476
Existing Conditions Assessment

Group Members:
Benjamin Clarke n8597979
Aaron Matheson n8342032
Georgina Steer

n8548226

Matheson Stosic

n8599823

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ENB476Submission 2

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

3.0 Existing Services ............................................................................................... 17

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

4.0 Current infrastructure and services state and health ................................... 22

5.0 Current Facility Performance .......................................................................... 23
5.1 Efficiency of road transport facilities...................................................................... 23
5.2 Transit ....................................................................................................................... 24
5.2.1 Safety ...................................................................................................................... 24
5.2.2 Efficiency ................................................................................................................ 24
5.2.3 Amenity .................................................................................................................. 28
5.2.4 Quality of Service .................................................................................................. 28
5.3 Motor vehicle Users ................................................................................................. 29
5.3.1 User Safety .............................................................................................................. 30
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ENB476Submission 2
5.3.2 Efficiency ................................................................................................................ 32
5.3.3 Amenity .................................................................................................................. 32
5.4 Bicyclists ................................................................................................................... 32
5.4.1 Safety ...................................................................................................................... 33
5.4.2 Efficiency ................................................................................................................ 33
5.4.3 Amenity .................................................................................................................. 33
5.5 Pedestrians............................................................................................................... 34
5.5.1 Safety ...................................................................................................................... 35
5.5.2 Efficiency ................................................................................................................ 35
5.5.3 Amenity .................................................................................................................. 35
5.6 Car parking .............................................................................................................. 36
5.6.1 Efficiency ................................................................................................................ 36
5.6.2 Access .................................................................................................................... 37
5.6.3 Amenity .................................................................................................................. 37
5.7 Adherence to Road Hierarchy principles ............................................................. 37

Reference List ......................................................................................................... 41

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

List of Figures
Figure 1: Lindum Road/ Inghams Place Intersection (Google Maps & SIDRA, 2015) .... 5
Figure 2: Gosport Street/Lindum Road/Lytton Road Intersection (Google Maps &
SIDRA, 2015) .............................................................................................................................. 6
Figure 3: Lindum Road - Inghams Place Intersection Timing Plan (Bunker, 2015) .......... 7
Figure 4: Lindum Road - Lytton Road Intersection Timing Plan (Bunker, 2015) ............... 8
Figure 5::Lindum/Inghams AM peak hour ............................................................................ 9
Figure 6: Lindum/Inghams PM peak hour ............................................................................ 9
Figure 7: Lindum/Lytton AM peak hour .............................................................................. 10
Figure 8:Lindum/Lytton PM peak hour ................................................................................ 10
Figure 9: Brisbane Road Hierarchy Overlay (Brisbane City Council) .............................. 11
Figure 10: Inghams Place Driveway Hazards (Intersection Perspective) (Google
Maps, 2015) ............................................................................................................................ 11
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ENB476Submission 2
Figure 11: French Maid Foods Driveway on Approach to Lindum Road (Google
Maps, 2015) ............................................................................................................................ 12
Figure 12: Gosport Street - Property Access Hazard (Google Maps, 2015) .................. 12
Figure 13: Pedestrian Crossings - Gosport Street/Lytton Road Intersection (Nearmap,
2015) ........................................................................................................................................ 13
Figure 14: Pedestrians Crossings - Inghams Place/Lindum Road Intersection
(Nearmap, 2015).................................................................................................................... 13
Figure 15: Cyclist Facilities - Lytton Road/Gosport Street Intersection (Nearmap, 2015)
.................................................................................................................................................. 14
Figure 16: LROD Study Area - Transport Infrastructure (Nearmap, 2015) ....................... 15
Figure 17: Bus Transit Routes (Project Brief)......................................................................... 16
Figure 18: HV and LV Power lines on Lytton Road (Nearmaps, 2015) ............................ 18
Figure 19: Existing Traffic signals on Lindum Road/Lytton Road/Gosport Street
intersection (Nearmaps, 2015)............................................................................................. 19
Figure 20: Street light poles along Lindum Road (Nearmaps, 2015) .............................. 19
Figure 27: Outbound Rail services for the Cleveland Line (Translink, 2015) ................... 25
Figure 28: Inbound Rail services for the Cleveland line (Translink, 2015) ....................... 26
Figure 29: Bus Route 223 Timetable ..................................................................................... 27
Figure 30: Bus Route 224 Timetable (Translink, 2013)......................................................... 27
Figure 31: Sibley Road Stop 45/44 (Google Maps, 2015) ................................................. 28
Figure 32: View of the open level crossing (Google Maps, 2015) .................................. 30
Figure 33: Lindum Road and Inghams Place Intersection (Google Maps, 2015) ......... 31
Figure 34: Current cyclist facilities along Lindum Road .................................................... 33
Figure 35: Pedestrian Facilities Friendliness Score (Bunker, 2015) .................................... 34
Figure 36: Practicality of Lindum Roads Pedestrian Facilities ......................................... 35
Figure 37: Lindum Roads Existing Pedestrian Facilities..................................................... 36
Figure 38: On street car parking on Inghams Place ......................................................... 36
Figure 39: Lindum Railway Station Parking ......................................................................... 37

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ENB476Submission 2

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

2.0 Existing Infrastructure, Transport Facilities and Demands

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

2.1.1 Lindum Road Inghams Place Intersection

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

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

2.2 Intersection layout

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

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

2.3 Signalised intersection timing plans

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

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

2.3.2 Lindum/Lytton Road Intersection

Phase A stops all movements with red lights except for turns in-out of Lytton Road SW
and Lindum Road which are given green arrowed signals. The right turning
movement from Lytton Road NE is also given a green arrow. Both left turning
movements from Lytton road are allowed to be taken with care, as is the case for all
phases, as they dont have signals. This scenario is the same for left turns from the
Gosport approach throughout all phases.
Phase B allows both through movements from Lytton Road approaches green
signals. The left turn from Lindum Road is also a green arrow, as the added lane
poses no conflict with the joining through traffic from Lytton Road NE. All other left
turns are allowed with care a per usual. All other traffic at the intersection is stopped
with red signals.
Phase C lets through and right turning movements go with green signals. In this
phase, pedestrians are allowed to cross the left turning lane from Lindum Road,
which is brought to a halt during this phase. All other traffic has a red light in this
phase and all other left turning movements are allowed to be taken with care as per
usual.

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

2.4 Traffic control devices

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

2.4.1 Lindum Road Inghams Pl Intersection

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

Lindum Road Lytton Road Intersection

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

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

2.5 General Traffic Movement Volumes

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

Figure 6: Lindum/Inghams PM peak hour

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

Figure 8:Lindum/Lytton PM peak hour

2.6 Road hierarchy

The following road hierarchy is developed from the Brisbane City Councils Road
Hierarchy Overlay Map 22, which focuses on the Lindum road area. (Brisbane City
Council, 2014)
Both Lindum and Lytton Roads were found to be primary freight access road s and
also an arterial road by classifications. Inghams Place and Gosport Street were
classified as neighbourhood road and freight access roads. The Port of Brisbane
Motorway was considered as a motorway, and the motorway ramp exits Lindum
Road Exit was also considered as a motorway due to the high speeds of vehicles at
the entry point of the road. To the south of the study area both North Road and
Sibley roads were considered as district roads.
The picture below from Map 22 of the Brisbane Road Hierarchy Overlay illustrates
the road hierarchy of the area.
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ENB476Submission 2
Figure 9: Brisbane Road Hierarchy Overlay (Brisbane City Council)

2.5 Property access

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

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

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

2.6 Car parking facilities

The LROD study largely consists of industrial factories and warehouses. For most of
these businesses adequate off-street parking is available within the area of the
property usually in the form of a line marked car park. There are minimal residential
properties within the study area, for each though there would be adequate offstreet parking. To the North-East there is the Lindum railway station. There is access to
110 car parks on the South side of the station from Sibley Road. There are also 30 car
parks on the North side which can be accessed from North Road.
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ENB476Submission 2
From the Northern intersection of Gosport and Lytton Road there is a long stretch of
on-street parking which is catered for by a large lane width so cars can park on the
side of the road. There is also on-street parking along Anton Road, which is a right
turn off Gosport Street just after the intersection. Also there is no on-street along
Lytton Road as this a major road. At the Southern intersection of Lindum Road and
Inghams Place there is designated on-street parking on along Inghams Place as this
is a small dead end road. Along Lindum Road there is a small amount of on-street
parking just after the bend near the railway station. There is also on-street parking
along North Road which connects to Lindum Road just after the T-Junction at the
railway station.

2.7 Pedestrian Facilities

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

Figure 14: Pedestrians Crossings - Inghams

Place/Lindum Road Intersection (Nearmap, 2015)

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

2.8 Cyclist facilities

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

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

2.9 Public transport

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

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

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

Route 223

Route 224

Travel Time
Weekday Peak Frequency (min)

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

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

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

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

Weekday Off Peak Frequency

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

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

3.0 Existing Services

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

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

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

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

3.3 Street lighting and traffic signals

Street lighting and traffic signals are all services, which are supported through the
electricity supplier Energex. There are currently two signalised intersections where
traffic signals exist, the Lindum Road M4/Inghams Place and Lindum Road/Lytton
Road/Gosport Street intersections. The current traffic signals run on a 60 second time
cycle with various movements, signal phases and contain pedestrian crossings.
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Figure 19: Existing Traffic signals on Lindum Road/Lytton Road/Gosport Street intersection (Nearmaps,
2015)

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

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

3.5 Oil and Gas reticulations system

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

3.6 Water and sewerage reticulations system

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

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

3.7 Abandoned and Buried Infrastructure

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

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4.0 Current infrastructure and services state and health

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

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5.0 Current Facility Performance

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

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

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

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

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

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

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

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

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

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

5.2.4 Quality of Service

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

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

5.3 Motor vehicle Users

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Figure 31: Lindum Roads Existing Pedestrian Facilities

5.6 Car parking

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

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

Lindum Railway Station also provides a number of car parking spaces for those who
wish to park and go. As a result these facilities are utilised throughout typical
workdays and are used to their fullest. This evident below in a figure obtained from
the Sibley Road car parking facilities for Lindum Railway station
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Figure 33: Lindum Railway Station Parking

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

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

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

5.7 Adherence to Road Hierarchy principles

Currently within and surrounding the study area the designated road hierarchy
includes;

Motorway: Lindum Road Exit

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

In the tables below each of the roads within and surrounding the study area have
been analysed and evaluated for their compliance to typical road hierarchy
principles (Eppell et al, 2001).
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Lindum Road Exit
Feature
Posted Speed Range

Typical
100km/h

Motorway
Current
Compliant

Comments

60km/h is satisfactory due the

fact it is an off ramp
Heavy Vehicle
Movements
Public Transport

Primary freight routes

Priority treatments

Bicycle facilities

Trunk routes/Off carriageway

Pedestrian facilities

Separate from road

Pedestrian crossings
Accesses
Parking provisions
Bus stopping
provision
Intersection
treatments

Lindum Road
Feature
Posted Speed Range
Heavy Vehicle
Movements
Public Transport

Graded separate
None
None
None on road
Graded separate

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

Bicycle facilities
Pedestrian facilities
Pedestrian crossings

Accesses
Parking provisions
Bus stopping
provision
Intersection
treatments

Trunk routes/Off carriageway

Pathways and linkage where
required
Signalised

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

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

Comments
60km/h
Trucks travel through

Footpath currently in place on

the overpass
Lindum/Inghams intersection
complies

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

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Lytton Road
Feature
Posted Speed Range
Heavy Vehicle
Movements
Public Transport

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

Bicycle facilities
Pedestrian facilities
Pedestrian crossings

Trunk routes/Off carriageway

Pathways and linkage where
required
Signalised

Arterial Road
Current
Compliant
Noncompliant
Noncompliant
Noncompliant
Noncompliant
Partially
compliant

Comments
60km/h
Trucks travel through

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

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

Inghams Place
Feature

Typical

Compliant
Compliant
Noncompliant
Compliant
Neighbourhood Road
Current

Comments

Posted Speed Range

60 to 80km/h

Compliant

60km/h

Heavy Vehicle
Movements
Public Transport

Secondary routes

Compliant
Noncompliant
Noncompliant

No current bus routes

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

Trunk routes/Off carriageway

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

No cyclists facilities provided

Compliant
Compliant
Compliant
Compliant
Compliant
Compliant

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Gosport Street
Feature

Typical

Neighbourhood Road
Current

Comments

Posted Speed Range

60 to 80km/h

Compliant

50km/h

Heavy Vehicle
Movements
Public Transport

Secondary routes

Compliant
Noncompliant
Noncompliant

No current bus routes

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

North Road
Feature

Trunk routes/Off carriageway

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

Typical

Compliant
Compliant
Compliant
Compliant
Compliant
Compliant
District Road
Current

Posted Speed Range

50 to 70km/h

Compliant

Heavy Vehicle
Movements
Public Transport

Bypass except for access

Bus Route

Compliant
Compliant
Noncompliant
Compliant
Noncompliant
Compliant
Compliant
Noncompliant
Noncompliant

Bicycle facilities
Pedestrian facilities

Trunk/Cycle lanes on road

Pathways both sides

Pedestrian crossings
Accesses
Parking provisions
Bus stopping
provision
Intersection
treatments

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

No cyclists facilities provided

Comments
60km/h
School bus routes

Current intersection format is

inadequate during peak periods

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Sibley Road
Feature

Typical

District Road
Current

Posted Speed Range

50 to 70km/h

Compliant

Heavy Vehicle
Movements
Public Transport

Bypass except for access

Bus Route

Compliant
Compliant
Noncompliant
Compliant
Noncompliant
Compliant
Compliant
Noncompliant
Noncompliant

Bicycle facilities
Pedestrian facilities

Trunk/Cycle lanes on road

Pathways both sides

Pedestrian crossings
Accesses
Parking provisions
Bus stopping
provision
Intersection
treatments

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

Comments
60km/h

Current intersection format is

inadequate during peak periods

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

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Appendices
Appendix A Team 7 Gantt Chart

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Appendix B Energex electrical services

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

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

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

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Appendix F Santos Existing Oil Pipeline

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Appendix G Incitec Gas Pipelines

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

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

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

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

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

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Appendix M SIDRA Output for the Network (Summary)

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