PRECIS

To: Whom it Concerns

From: David Kenny

Date: 13/07/2016

Re: TMR West Mt Lindesay Highway Growth Corridor Major Network Study

Background

TMR commissioned Sinclair Knight Merz (SKM) to undertake the above report for the urban area west of and
including the Mt Lindesay Hwy. The purpose of the Study is to establish a functional road network plan and
indicative road alignments for major roads in the development corridor for the full development of the area
beyond 2031 enabling TMR to preserve and protect future road corridors.

Study area consisted of areas south of the Logan Motorway Park Ridge, Yarrabilba, greater Flagstone,
Jimboomba, Beaudesert & Bromelton Focus area extends west from Mt Lindesay Hwy to the interstate rail
line and from Greenbank south to Bromelton SDA (this area excludes most of the newer section of Flagstone
and Ripley).

Study needed to respond to a number of key questions some of them being:

1. What will the future strategic road network look like that will support the projected urban growth in the
study area?
2. What will the future local road network look like that will support projected growth?
3. What public transport infrastructure and services will be available to future residents?
4. What will be the future role of the Mt Lindesay Hwy?
5. What interchanges and service roads are required for the Mt Lindesay Highway?
6. What will be the access from greater Flagstone to the Mt Lindesay Hwy, to a potential Southern
Infrastructure Corridor (SIC) and the remainder of the road network?
7. What will be the strategic road network to service the future enterprises at Bromelton?
8. Is a new route north from Bromelton to Flagstone required in the future?

In order to answer the key questions and to develop a functional major road network plan, SKC developed a
base model (reflecting the transport network as developed by the draft outline structure plans of LCC & SRRC)
a second model was also formed for an improved road network Beyond 2031.

Please find below summary of both these models.

Run 1 Summary and conclusions

Public Transport - The forecast public transport demand for Run 1 is very low. The expected public
transport mode share for this scenario is only 1.2 per cent for Beaudesert and 1.7 per cent for Greater
Flagstone. This result strongly suggests that a significant improvement in public transport infrastructure
and services needs to be planned for these future urban growth areas to facilitate an increase in public
transport trips and mode share commensurate with the significant patronage growth that has occurred in
other parts of SEQ.

Road Network Demand - Capacity issues would be widespread across the whole network and in
Beaudesert, Greater Flagstone and Logan South. This is a result of the full development of the area and
the insufficient network (road and public transport) to cater for the travel demand.
The daily traffic volumes forecast under Run 1 for a fully developed study area show:

Very high travel demand for the Mt. Lindesay Highway north of Woodhill with traffic demand
exceeding a four lane facility north of Jimboomba (this is discussed in more detail below).
The Bromelton Arterial is an important future corridor carrying between 30,000 and 57,000
vehicles per day which confirms the need for a four lane road facility.
High travel demand on Springfield-Greenbank Arterial with about 42,000 vehicles per day, i.e. it
is reaching the capacity of a four lane arterial road but could manage if local access is restricted.
High travel demand on the road links between Greater Flagstone and Yarrabilba across the
western SIC and Camp Cable Road. The SIC shows link volumes of 42,000 vehicles per day and
Camp Cable Road link volumes of 26,000 vehicles per day, meaning that the latter is overloaded
for its assumed form.
High travel demand in Greater Flagstone area on all major north-south and east-west links.
High travel demand through Beaudesert in north-south and east-west direction.

Freight Routes - The analysis identifies the primary commercial (heavy) vehicle route, which is the
Bromelton Arterial between Bromelton and Woodhill and the Mt. Lindesay Highway north of Woodhill.
Secondary heavy vehicles routes include Beaudesert Beenleigh Road, Chambers Flat Road and the
Southern Infrastructure Corridor north of Yarrabilba.

In summary, Run 1 results for full land use development suggest:

Significant deficiencies on major roads;
High peak demand and directionality;
Mt Lindesay Highway forecast to carry traffic volumes comparable to urban motorways;
Greater Flagstone road network cannot cope;
High proportion of heavy vehicles on Mt. Lindesay Highway and Bromelton Arterial;
Lack of sufficient major N-S and E-W transport links;
Extensive local road network required for connectivity; and
Noticeable lack of major public transport.

A well-developed local road network and several major north-south and east-west road links would be
required to cater for future traffic demand in the study area by 2031 or later based on the planned
population and employment targets.

Run 2 Summary and conclusions - The key differences between the Run 1 and Run 2 are the inclusion of
the Southern Infrastructure Corridor between Flagstone and Yarrabilba and additional motorway standard
capacity east of the Mt. Lindesay Highway in the form of the Park Ridge Connector (PRC, also referred
to as Gateway Motorway South).

Public Transport - For Run 2, a number of public transport assumptions were made to provide a public
transport system that would cater for the fully developed urban development in the
study area.

These assumptions being passenger rail between Salisbury and Beaudesert with the following passenger
rail stations located in the study area:
o Greenbank
o Flagstone North
o Flagstone Central
o Flagstone South
o Woodhill
o Gleneagle
o Beaudesert

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Rail level of service assumptions: during peak all stops to/from Salisbury, then every second peak hour
service as express (i.e. limited stops) between Salisbury and Brisbane CBD; all stop services off peak;
this includes outbound in AM and inbound in PM as these services would also serve employment at Park
Ridge, Bromelton and Greater Flagstone.

Bus level of service assumptions: high frequency bus services between regional activity centres and key
employment areas in the form of 10 minute peak and 15 minute off peak service intervals, similar to the
existing BUZ services within metropolitan Brisbane, in the following locations:
Flagstone
Browns Plains
Park Ridge
Springfield
Jimboomba
Yarrabilba
Beaudesert
Bromelton
Feeder bus services to Greenbank, Flagstone Central, Gleneagle and Beaudesert rail stations.

Conclusions: Functional Road Hierarchy Plan

The study identified a number of future transport corridors within the study area that require further
planning and protection from encroachment by urban development. This should be undertaken as soon as
possible subject to government priorities and budgets and in accordance with TMRs planning guidelines
and processes.

These corridors include:

Road corridor development planning for the Park Ridge Connector;
Road corridor development planning for the Greenbank Springfield Arterial;
Options analysis and review of environmental factors for the SIC between Flagstone and Yarrabilba;
and
Road corridor development planning for a new Mt Lindesay Highway alignment from Woodhill to
Bromelton, including concept designs on a cadastral basis for major development proposals within the
Bromelton SDA.

Road corridor development planning for the section of the Mt Lindesay Highway between Park Ridge and
Woodhill is currently underway. A summary of the major road infrastructure improvements required
under full development is provided on page 120 of the Report.

The model analysis presented in Run 1 & 2 has recommended that a significant investment in strategic
road routes will be required by the time the West Mt. Lindesay growth corridor is fully developed (2031).
These strategic road routes are important north-south and east-west connectors between existing and
future land uses and comprise:

Mt Lindesay Highway a motorway standard road of four to six lanes serving as a main north-
south artery for the development corridor.
Park Ridge Connector a motorway standard road with four lanes supporting the Mt Lindesay
Highway that would provide a direct connection into the Gateway Motorway South.
Southern Infrastructure Corridor a motorway standard road with four lanes between Flagstone
and Yarrabilba and 2 lane highway between Yarrabilba and Beaudesert-Beenleigh Road.
Springfield Greenbank Road an urban arterial standard road with four lanes.
Stoney Camp Road an urban arterial standard road with four lanes.
Granger Road an urban arterial standard road with four lanes.
Crowson Lane an urban arterial standard road with four lanes.
Chambers Flat Road an urban arterial standard road with four lanes.
Teviot Road an urban arterial standard road with four lanes.
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 Undullah/New Beith Road an urban arterial standard road with four lanes.
Cusack Lane an urban arterial standard road with four lanes.
Wyatt Road an urban arterial standard road with four lanes at its eastern end.
Waterford-Tamborine Road a four lane arterial with new connection across to Chambers Flat
Road via Anzac Avenue/Kirk Road.
Bromelton N-S Arterial a motorway standard road with at least four lanes between Woodhill
and Bromelton, and a four lane arterial road between Bromelton North and Flagstone South.
Beaudesert-Boonah Road a four lane arterial.
Beaudesert-Nerang/Beaudesert-Beenleigh Road a two lane arterial road.

Of these strategic road routes, the Mt Lindesay Highway will remain the most important and possibly
only major north-south corridor for the South Western Corridor well into the future. The Park Ridge
Connector would be able to provide some relief to the Mt Lindesay Highway. However, a suitable
corridor for the Park Ridge Connector would need to be identified, protected and delivered. The staging
of the Mt Lindesay Highway upgrades and the delivery of the Park Ridge Connector would be
determined by the development needs of Greater Flagstone, Yarrabilba and Bromelton. A Southern
Infrastructure Corridor would be required in any case, except for the SIC West, where the need is driven
by the development in Flagstone.

Since the Mt Lindesay Highway is such an important artery, planning for the highway needs to
accommodate key functions that deliver an efficient and effective road corridor that supports general
traffic, freight transport and public transport.

These are:
Supporting regional accessibility and economic growth in SEQ and connecting activity centres
and employment nodes;
Delivering an efficient and effective strategic transport network within a defined hierarchical
structure that supports the integrity of the Mt Lindesay Highway;
Providing opportunity for staging to 2031;
Ensuring ability to upgrade the highway beyond 2031;
Providing opportunities for bus public transport;
Providing adequate pedestrian and cycle facilities and cross-connectivity;
Providing improved safety;
Providing improved operation and reliability; and
Providing efficient access to the existing and future local road network.

In order to support the freight function of the Mt Lindesay Highway, the study recommends that the
potential future Bromelton N-S Arterial becomes the new southern section of the Mt Lindesay Highway
and the existing section of the Mt Lindesay Highway continues from Woodhill as a local arterial to
Beaudesert.

Report further states that it is important that public transport services are introduced and sequentially
improved upon from the start of the development in Greater Flagstone and Beaudesert to provide future
residents with an alternative to the private motor vehicle. The challenge will be to ensure that the land use
in the future urban areas is delivered in a manner that will support frequent bus services. An extensive
local walking and cycling network that supports the bus network is also necessary.

The Mt Lindesay Highway currently has a Priority Two road freight route in the strategic freight network.
Priority Two freight routes allow freight to be distributed from factories or distribution centres to retail
outlets or warehouses. Other Priority Two routes in the southern SEQ region are further north of
Beenleigh.

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The full development of Bromelton will necessitate that the Mt Lindesay Highway will become a
Priority One freight route with likely more than 30 per cent of total vehicle movements being by heavy
vehicle. It will be important to separate such large proportions of heavy vehicles from residential areas
and town centres, thus necessitating the Bromelton N-S Arterial between Bromelton and Woodhill
becoming the new Mt Lindesay Highway, completely bypassing Beaudesert.

The existing Mt Lindesay Highway between Woodhill and Beaudesert would become an urban arterial
catering for local trips, with a potential inner Beaudesert bypass between Boonah-
Beaudesert Road and Tubber Street which would be part of an inner ring road to protect the town centre
from excessive traffic.

The Mt Lindesay Highway would connect into the Southern Infrastructure Corridor and Park Ridge
Connector, thus becoming part of a regional freight network linking into Gateway, Logan and Pacific
Motorways. This future freight network would facilitate high-volume, business-to-business freight
movements between industrial precincts southwest (Bromelton, Darra/Wacol/Sumner Park and Ipswich),
south (Acacia Ridge, Yatala) and the Port of Brisbane and the Australia TradeCoast. These are becoming
the fastest growing freight generating areas in Greater Brisbane.

The section of the Mt Lindesay Highway north of the Southern Infrastructure Corridor would remain a
Priority Two freight route. Equally, Boonah-Beaudesert Road and Beaudesert-Nerang Road would be
designated as Priority Two freight routes as they connect Bromelton with the Cunningham Highway to
the west and the Gold Coast to the east.

Recommended road network plans for localities in Mt Lindesay Hwy Corridor

Jimboomba Yarrabilba
Jimboomba will be located at the cross-roads of major regional and subregional transport corridors.
Cusack Lane would provide the local arterial road link between Jimboomba and Flagstone. An arterial
connection via Edelsten Road and Camp Cable Road would link Jimboomba with Yarrabilba.

The upgraded Mt Lindesay Highway would have a major interchange at Johanna Street/Tamborine Street.
Other interchanges would be provided at Millstream Road and near Hinds Street for the future SIC.

The local area planning for Jimboomba will need to resolve the local road network and walking and
cycling connectivity to provide direct, safe and viable links between the eastern and western areas of
Jimboomba that will be traversed by the highway.

The future Yarrabilba North Development Area would require an upgraded Waterford-Tamborine Road
to four lanes and a direct connection to a full length SIC in addition to arterial and sub-arterial local roads.
The provision of public transport, walking and cycling infrastructure is feasible given the future
Yarrabilba town centre is well within a 3 km radius, thus conducive to short local trips by bicycle and
bus.

Bromelton
The future Bromelton SDA will require a major motorway standard north-south link to connect its
industrial area and intermodal freight terminal with the rest of SEQ via an upgraded Mt. Lindesay
Highway. The new motorway between Bromelton and Woodhill would serve as a major bypass to
Beaudesert and keep the heavy vehicle traffic away from the Beaudesert town centre and existing and
future residential areas.

An arterial connection to Greater Flagstone and Beaudesert would also need to be provided via a
Bromelton Arterial and an upgraded Beaudesert-Boonah Road.

Internal arterial and local roads will need to be provided. These will only have access to the motorway
standard road at interchanges at Beaudesert-Boonah Road, Brabazon Road and Barnes Road.

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A potential highway standard corridor southwards of Bromelton should be preserved for the very long
term to provide for a potential upgrade of the Summerland Way to the NSW border.

The motorway standard road connection from Bromelton via Woodhill to the Mt Lindesay Highway, SIC
and Park Ridge Connector should be designated as a future Priority One freight route.

Beaudesert
Beaudesert will continue to be at the cross-roads of regional road connections in the form of the upgraded
Beaudesert-Boonah Road and Mt Lindesay Highway, each with four lanes, respectively. To preserve the
amenity of the town centre and cater for the future increased traffic and heavy vehicle movements, and
four lane arterial bypass is proposed that would effectively realign the Mt Lindesay Highway along
existing and preserved transport corridors to the west of the town centre.

In addition, a new arterial road link just north of Tubber Street and around the southern outskirts of the
future residential growth area is recommended which would provide an arterial ring road. In addition, a
sub-arterial link connecting Beaudesert with Jimboomba is proposed to provide a local road connection.

Given the forecast relatively high proportion of heavy vehicles in the traffic flow heading east to the Gold
Coast, a corridor for a Priority Two freight route will need to be provided. The suggested Priority Two
freight route is via the new alignment just north of Tubber Street and the actual corridor to be preserved
will need to be confirmed through further local planning.

All of Beaudesert town and district centres will each be within a 3 km cycle radius and it is recommended
that an extensive pedestrian and cycle network be provided. An urban revitalisation opportunity exists for
the town centre to extend north to Tubber Street, south beyond the existing Beaudesert-Nerang Road and
west to the future railway station.

This is a condensed version of the report. If you have any questions do not hesitate to call.

Regards

David Kenny

0488449966

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