Sleeman Sports Complex Initial Assessment Report ... · Appendix 15 . Traffic Report . Cox Architecture Pty Ltd . Qld State Velodrome. Transport - Community Infrastructure Designation

Appendix 15

Traffic Report

Cox Architecture Pty Ltd

Qld State Velodrome

Transport - Community Infrastructure Designation Report

REP02

Issue | 17 April 2014

This report takes into account the particular instructions and requirements of our client.

It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number 234759-00

Arup Arup Pty Ltd ABN 18 000 966 165

Arup Level 4, 108 Wickham Street Fortitude Valley QLD 4006 GPO Box 685 Brisbane QLD 4001 Australia www.arup.com

Cox Architecture Pty Ltd Qld State VelodromeTransport - Community Infrastructure Designation Report

REP02 | Issue | 17 April 2014 | Arup J:\234000\234759-00 QLD STATE VELODROME\WORK\INTERNAL\PROJECT_WIDE_REPORTS\TRAFFIC & TRANSPORT\TRAFFIC REPORT - CID - FOR ISSUE.DOCX

Contents

Page

1 Introduction 3

1.1 Overview 3

1.2 Assessment Standards and Guidelines 3

1.3 This Report 4

2 Existing Conditions 5

2.1 Uses on Site 5

2.2 External Road Network and Access 5

2.3 Public Transport Facilities 6

2.4 Existing Parking Supply 7

2.5 Existing Parking Demand 9

2.6 Existing Road Network Operation 10

2.7 Future Traffic Growth 16

2.8 Future Local Transport Projects 16

3 Proposed Site Changes 18

3.1 Changes to uses 18

3.2 Proposed Access 20

3.3 Parking 20

3.4 External Road Upgrades 20

4 Traffic Assessment 21

4.1 Background Traffic 21

4.2 Trip Generation 22

4.3 Trip Distribution 23

4.4 Design Traffic Volumes 28

4.5 Intersection Assessment 30

5 Parking Assessment 34

5.1 Day-to-Day Parking Demand 34

5.2 Typical Event Parking Demand 42

5.3 Non-Typical Events 46

5.4 Local Planning Requirements 47

5.5 Parking Provision at Other Velodromes 48

5.6 Summary 49

6 Conclusion 50



Appendices

Appendix A

Site Master Plan

Appendix B

SIDRA Intersection Assessment Outputs



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1 Introduction

1.1 Overview Arup have been appointed by Cox Architecture Pty Ltd to provide traffic engineering and transport planning advice for the development of a master plan for the Sleeman Sports Complex, Brisbane. The purpose of this Community Infrastructure Designation report is to present the assessment of the traffic impact of the proposed site changes.

The existing Queensland State Velodrome is located to the north-east of the Sleeman Sports Complex (SSC) site, Chandler, east of Brisbane, as located in Figure 1.1. The existing velodrome is proposed to be demolished and replaced with a new facility at the current location utilised by the markets. Additional sporting facilities will be developed at the vacant site of the existing velodrome.

Figure 1.1 Sleeman Sports Complex Location

1.2 Assessment Standards and Guidelines This study includes assessment of the transport networks servicing the site. Reference has been made to the following standards, guidelines and policy applicable to the site:



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The Department of Transport and Main Roads’ Guidelines for Assessment of Road Impacts of Development (GARID);

Austroads Guide to Road Design; and

Brisbane City Council Transport, Access, Parking and Servicing Planning Scheme Policy (TAPS).

1.3 This Report This report is divided into the following sections:

1. Introduction;

2. Existing Conditions – the current transport demand and provisions for the current site uses;

3. Proposed Changes to Site – details of land use changes and transport arrangements;

4. Traffic Assessment – expected changes due to new development generated traffic;

5. Parking Assessment – estimated day-to-day and event parking demand; and

6. Conclusion.



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2 Existing Conditions

2.1 Uses on Site The SSC site includes a number of sporting-and leisure related uses on site. These are:

Chandler Velodrome;

Chandler Arena;

Brisbane SX track and pump track;

Brisbane Aquatics Centre;

‘Results’ Sports Medical Centre;

H20 Fitness Centre;

Chandler Theatre;

Dry dive training hall;

QLD State Gymnastics training hall;

QLD State Weightlifting Centre; and

Chandler Lodge and Cabins

All sporting facilities are typically used for training purposes, but also host events on a regular basis. The sports medical centre operates as a typical medical facility, while the theatre is used regularly with some sold-out events. The lodge and cabins can be booked by the public, but tend to provide visitor accommodation in association with athletes using the facilities.

2.2 External Road Network and Access The site is bound by Old Cleveland Road to the north and Tilley Road to the east. These two roads intersect at a signalised intersection to the north east of the site. Old Cleveland Road is a State-controlled road, while Tilley Road is under the jurisdiction of Brisbane City Council.

Two access/egress points are provided from Tilley Road via a northern three-arm priority controlled intersection allowing all movements in and left only out and an all movements three lane roundabout to the south.

A single access/egress point currently operates from Old Cleveland Road at the north-western edge of the site. This intersection is a four-arm priority controlled intersection, allowing turns between Old Cleveland Road, the site and a garden centre on the north side of Old Cleveland Road. All movements are provided for with the exception of egress from the SSC site, which is limited to left-turns out only.

A further access point to Old Cleveland Road from the site exists at the north east corner, close to the intersection of Old Cleveland Road / Tilley Road. This access point has been stopped-up and is currently not used.

Footway access is limited. Some footway has been constructed along Old Cleveland Road, on both the north and south sides of the road. On the south, this



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connects to the bus stop facilities within the SSC site and the westbound Old Cleveland Road. On the north side, the footway does not connect to any particular destination or footpath network other than providing partial pedestrian access to a bus stop on the northern side of Old Cleveland Road. The two footways are connected via signalised crossing facilities on the western arm of the Old Cleveland Road / Tilley Road intersection. No dedicated cycle facilities exist.

Within the site, a ring road around the outer perimeter of the site provides access to the majority of car parks. This road is around 9m wide and while designated a one-way route in the clockwise direction along the majority of its length, is sufficiently wide enough for a two-way operation if required. Some on-street parking is provided at certain locations.

Sleeman Road intersects the site from west to east and provides access to many of the site facilities in combination with Chandler Road, which provides an access function only.

2.3 Public Transport Facilities There are currently bus facilities with a total of four stops, two located on the Ring Road within the SSC site and two located on Old Cleveland Road. The two stops within the SSC site are located on the northern side of the site, adjacent to the existing velodrome. The two stops located on Old Cleveland Road are located immediately north of the site, with one stop on each side of the road. The bus stops make use of the P3 car parking areas at the SSC as a Park n Ride facility. However, it should be noted that while passengers can easily walk between the SSC P3 car park and Stops A, B and C, Stop D requires passengers to walk at least 500m to access the car park. Stops A and B are indented bus bays 35m long (excluding taper), while Stop C is an indented bus bay with approximately 28m between the boarding point and the end of the taper. Stop D is located in the shoulder of Old Cleveland Road, which allows buses to wait outside the through traffic lanes, however, there is no clearly defined taper.

The bus stops are serviced by eight Translink bus routes (243, 250, 251, 265, 267, 273, 270 and 275) and a Nightlink service (N250). Two other bus routes (856 and 5063) also service this locates. A summary of the Translink services using these stops during the road network morning and evening peak hours is presented in Table 2.1.



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Table 2.1 Bus route summary Route Inbound

Destination Outbound Destination

AM services PM services

243 City Cleveland 1 inbound 0 outbound

0 inbound 1 outbound

250 City Redland Bay 2 inbound 2 outbound


251 City Ormiston 2 inbound 0 outbound


265 City Sheldon 2 inbound 0 outbound


267 City Alexandra Hills 2 inbound 0 outbound


270 Carindale Victoria Point 2 inbound 2 outbound


273 City Cleveland 1 inbound 0 outbound


275 City Thornlands 2 inbound 0 outbound


Total 14 inbound 4 outbound


2.4 Existing Parking Supply There are six car parking areas located within the SSC site (excluding the markets car parking area):

P1, located to the south: 256 standard car parking spaces;

P2, located to the south-west: 330 standard car parking spaces and six spaces for People With Disabilities (PWDs);

P3, located to the north-east: 664 standard car parking spaces and 13 spaces for PWDs;

P4, located to the east: 70 standard car parking spaces;

Weightlifting Back of House: 16 standard car parking spaces (eastern side of Velodrome);

The Sleeman Road Car Park (angled parking on the side of Sleeman Road): 30 standard car parking spaces; and

On-street designated car parking bays along the Ring Road, which includes 54 car parking spaces.

In total, there are currently 1,420 standard car parking spaces and 19 parking spaces for PWDs. There are approximately 26 additional parking bays on Chandler Road, however, these do not appear to be for general use as they are located behind boom gates.



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The location of the main parking areas within the site are shown in Figure 2.1. The primary parking areas used for each land use on site are summarised in Table 2.2.

Figure 2.1 Sleeman Sports Complex Site Plan



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Table 2.2 Primary parking areas by facility

Facility P1 P2 P3 P4 Sleeman Rd

Weight-lifting BOH

Ring Rd

BAC

Results Sports Medical Centre

BMX

Theatre

Fitness Centre

Arena

Velodrome

Dry Dive

Gymnastics

Weightlifting

Lodge / Cabins

Park n Ride

Chandler Markets

2.5 Existing Parking Demand Estimates of existing parking demand have been provided by the site manager and are included in an assessment of parking requirements in Section 5. The traffic volumes surveys including the identification of the parking demand at each of the main car parks. Analysed against the volume of vehicles entering and leaving the site on the Saturday, an observed peak parking demand has been identified. These volumes are shown in Table 2.3.

Table 2.3: Surveyed Parking Demand

Time P1 P2 P3 P4 Sleeman Rd

Weight-lifting BOH

Ring Rd Total

Thursday AM

0 42 20 16 15 2 1 99

Thursday PM

0 77 87 14 35 23 0 243

Saturday Midday Peak

10 193 670 22 20 7 0 922

It should be noted that the Saturday parking demand included that for a swimming club carnival held on the Saturday with approximately 1,200 participants.



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2.6 Existing Road Network Operation

2.6.1 Surveyed Traffic Volumes

The existing traffic volumes on the surrounding road network were surveyed on Thursday 20 March 2014 and Saturday 22 March 2014. Surveys were conducted at the Old Cleveland Road / Tilley Road intersection, and at each of the three SSC site access points. While no major events were noted during Thursday (morning or evening), there was a swimming club carnival conducted at the BAC during the Saturday survey.

The results of these surveys are presented in Figures 2.2 to 2.5 for the peak hours considered. It should be noted that:

U-turns were minimal, and have been accounted for as right turns where they travel in the same phases at signalised intersections;

The road network peak hours were determined from traffic flows at the Old Cleveland Road / Tilley Road intersection, where greater traffic flows are experienced; and

The Saturday event peak hour was based on the exiting traffic volumes from the SSC access points. For events, the peak hour for exiting vehicles is typically higher than the peak hour for entering vehicles.

The proportion of heavy vehicles along Old Cleveland Road and Tilley Road was also surveyed, with the results presented in Figures 2.6 and 2.7.

Figure 2.2 Surveyed weekday morning peak hour traffic volume



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Figure 2.3 Surveyed weekday evening peak hour traffic volume

Figure 2.4 Surveyed Saturday road network midday peak hour (ending 12:15pm) traffic volume



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Figure 2.5 Surveyed Saturday event peak hour (ending 1:45pm) traffic volume

Figure 2.6 Surveyed proportion of heavy vehicles on surrounding roads (weekday peak hours)



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Figure 2.7 Surveyed proportion of heavy vehicles on surrounding roads (Saturday peak hours)

2.6.2 Existing Intersection Operation

The operation of the Old Cleveland Road / Tilley Road intersection and each of the three SSC access intersections was assessed using SIDRA Intersection 5.1 software, which estimates intersection performance parameters based on inputs such as intersection geometry, signal phasing and traffic volumes.

The detailed results make reference to three key intersection performance criteria. A description of each follows:

Degree of Saturation (%) - This is the ratio of demand flow to capacity. The degree of saturation should be limited to 90% for signalised intersections, 85% for roundabouts and 80% for priority controlled intersections;

Average Delay (sec) - The average delay per vehicle in seconds incurred by vehicles over the modelled time period. This should be kept below 60 seconds to ensure that drivers do not wait for excessive periods of time at intersections; and

95th Percentile Queue - A queue length measured in metres for which only 5% of queues are equal to or greater than this length.

Detailed outputs of these intersection assessments are attached in Appendix B. Summarises of each are detailed below.

Old Cleveland Road / Tilley Road

The Old Cleveland Road / Tilley Road intersection is a signalised intersection, with all movements allowed.



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Table 2.3 Old Cleveland Road / Tilley Road intersection performance Peak Period Degree of

Saturation (%) Average Delay

(sec) 95th Percentile

Queue (m)

Weekday AM 98% 41 514

Weekday PM 98% 45 813

Saturday Road Network peak 78% 23 213

Saturday event peak 76% 22 180

The results in Table 2.3 show that the Old Cleveland Road / Tilley Road intersection already operates at capacity during the weekday morning and evening peak hours. As such, it is considered that traffic growth in this area would be constrained by the capacity of this intersection during these periods.

SSC Old Cleveland Road Access

The access to the SSC from Old Cleveland Road is located on the north-west corner of the SSC site. It is a priority controlled intersection. All movements except for right turns out from the SSC site are allowed.

Table 2.4 SSC Old Cleveland Road Access (north-west access) intersection performance Peak Period Degree of



Queue (m)


Weekday PM 74% 3 28

Saturday Road Network peak 75%* 30* 70*

Saturday event peak 100%* 61* >200*

*See calculations below for more details

The results in Table 2.4 show that this access currently operates at capacity during the weekday morning peak hour. The critical movements are the right turn from Old Cleveland Road west approach into the SSC and the left turn from the SSC to Old Cleveland Road, which are opposed by the westbound traffic lanes of Old Cleveland Road.

Although the results indicate that the access operates satisfactorily from a Degree of Saturation point of view in the weekday evening peak hour, the delays for vehicles entering and exiting the SSC are excessive (over 60 seconds). This is not shown in Table 2.4, but can be observed from the detailed results attached in Appendix B.

It was observed on Saturday that the exit from the SSC to Old Cleveland Road was approaching capacity. On-site observations indicated at the end of large events, the access becomes saturated with long queues forming on the internal ring road. An assessment of the access using SIDRA found that a proportion of



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vehicles exiting the SSC would only give way to traffic in the nearside lane on Old Cleveland Road.

The proportion of traffic only giving way to the nearside lane was estimated using:

The peak traffic volume exiting the site (351vph during the event peak hour, 182 during the Saturday road network peak hour);

The capacity of the exit if vehicles give way to both lanes of traffic on Old Cleveland Road (160vph during the event peak hour, 85vph during the Saturday road network peak hour); and

The capacity of the exit if vehicles give way to both lanes of traffic on Old Cleveland Road (541vph during the event peak, 401vph during the Saturday road network peak).

Based on the data for the above for the event peak, approximately 50% of vehicles would give way to traffic in the nearside lane only.

SSC Tilley Road Access (north-east)

The north-east access to the SSC from Tilley Road is a priority controlled intersection. All movements except right turns from the SSC are allowed.

Table 2.5 Tilley Road access intersection (north-east access) performance Peak Period Degree of



Queue (m)

Weekday AM 10% 2 3

Weekday PM 8% 3 2



The results in Table 2.5 show that there is significant spare capacity at this intersection, with the degree of saturation being significantly less than the 80% threshold for priority-controlled intersections. The average delay and queue was found to be minimal.



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SSC Tilley Road Access (south-east)

The south-east access to the SSC from Tilley Road is a three lane roundabout. All movements are allowed.

Table 2.6 Tilley Road access intersection (south-east access) performance Peak Period Degree of



Queue (m)

Weekday AM 9% 3 3

Weekday PM 2% 4 1



The results in Table 2.6 show that there is significant spare capacity at this intersection, with the degree of saturation being significantly less than the 85% threshold for roundabouts. The average delay and queue is minimal.

2.7 Future Traffic Growth Data relating to traffic volumes on Old Cleveland Road west of Tilley Road in 2012 was also obtained from the Department of Transport and Main Roads to provide an estimate of the growth rate of traffic in the area when compared to the 2014 surveyed data. These figures showed growth of 3% per annum (p.a.) during the weekday morning peak hour, -2.5% p.a. during the weekday evening peak hour and -3.0% during the Saturday midday peak hour. As such, a zero growth rate was applied for this assessment.

2.8 Future Local Transport Projects

2.8.1 Eastern Busway

It is understood that an extension of the Eastern Busway is being considered that would pass the site along the Old Cleveland Road corridor. This would enable better transport between the Brisbane CBD from the Chandler area. This could lead to an increase in use of the Park n Ride facility situated in the SSC as well as providing more public transport options for access to the same.

No timeframe has been established for this project and as such, no provisions have been made in terms of the development of the master plan. However, it is recognised that the existing extent of road reserve along Old Cleveland Road may need to widen. The adjacent part of the SSC along the Old Cleveland Road frontage contains the existing bus stop facilities and is maintained as part of the master plan. Being transport infrastructure, this use can be integrated with any future planning.



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2.8.2 Tilley Road Extension

The Tilley Road extension will provide a new north / south route connecting Chandler and various other areas to the Port of Brisbane. This is a 5 Stage project being undertaken by BCC. The first stage is complete and the second currently at the detailed design stage. Stage 4 will connect Stages 1 and 2 to the Old Cleveland Road adjacent to the site.

Stage 4 is likely to significantly change traffic movement in the area local to SSC and likely involve changes to the layout of the Old Cleveland Road / Tilley Road intersection. In turn this will enable additional road capacity in this area.

Currently, it is indicated by BCC that the details and timing of Stage 4 is unknown. For this reason, the effect of Stage 4 has not been adopted in this assessment.



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3 Proposed Site Changes

3.1 Changes to uses The SSC site is proposed to be re-developed. The primary change involves the demolition of the existing Velodrome on the north-eastern side of the SSC, and the construction of a new velodrome in the south-western corner, replacing the existing car parking area used by the Chandler Markets, and part of Car Park P1.

Other changes include:

A refurbishment of the existing area between the BAC and the Chandler Theatre; and

Another sporting/leisure facility to be built on the existing velodrome site, details as yet to be determined.

The other uses on the site including the Arena, the BMX track and the Gymnastics Training Facility are expected to remain unchanged. An indicative layout of the future site is presented in Figure 3.1.



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Figure 3.1 Indicative layout of future site



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3.2 Proposed Access The location of vehicular access to the SSC is not proposed to be changed as part of this project, although internal traffic circulation may be changed to improve the operation of the accesses during busy periods. Further, traffic management during events may be required to distribute traffic between the accesses. Further details regarding the existing access arrangements are presented in Section 2.2.

3.3 Parking As part of the relocation of the velodrome, there will be some consolidation of parking facilities within the SSC site. The future car parking provision is likely to be approximately:

P1: 170 standard car parking spaces;

P2: 330 standard car parking spaces and six spaces for People With Disabilities (PWDs);

P3: 664 standard car parking spaces and 13 spaces for PWDs;

P4: 70 standard car parking spaces;

The Sleeman Road Car Park (angled parking on the side of Sleeman Road): 30 standard car parking spaces; and

On-street designated car parking bays along the Ring Road, which includes 54 car parking spaces.

The total car parking provision in the above car parking areas is 1,337 car parking spaces including 19 parking spaces for PWDs. This total excludes the 26 car parking spaces next to the Chandler arena that are currently restricted use and controlled by boom gates. It is intended to keep retain facility.

Some additional car parking may be provided within and be part of the new sporting facility located in the existing velodrome site. Further, as the design is refined the PWD requirement will be incorporated within each car park in accordance with the requirements of the buildings they serve.

3.4 External Road Upgrades The site enjoys good access from the local highway network and no external road upgrades are proposed. It has been observed on site that the right turn pocket from Old Cleveland Road (West) to Tilley Road (South) at the signalised intersection is very short and any increase in traffic may warrant the extension of the turn pocket. This has been assessed in section 4.5 of this report.

On-site observations also noted that the north-west access to/from Old Cleveland Road operates unsatisfactorily during peak hours, with vehicles waiting for extended periods of time for gaps in traffic. This issue has been further analysed in Section 4.5.



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4 Traffic Assessment

In order to assess the traffic impact of the SSC redevelopment, a five step process was followed:

Section 4.1: Identify the background traffic volumes;

Section 4.2: Determine the additional trips generated by new uses on site;

Section 4.3: Distribute the new trips onto the surrounding road network, and re-distribute any existing trips that are re-directed due to changes in on-site layout (e.g. relocation of the velodrome from the north of the SSC site to the south);

Section 4.4 Determine the overall design traffic volumes; and

Section 4.5: Assess the traffic impact of the SSC.

4.1 Background Traffic Background traffic volumes are used to analyse the performance of the surrounding road network in the absence of changes on the SSC site. For this analysis, the volumes were estimated using the surveyed traffic volumes (refer to Section 2.5). A comparison of the traffic volumes on Old Cleveland Road west of Tilley Road in 2012 and 2014 showed that there was negligible traffic growth along the corridor (refer to Section 2.6). This is likely to be due to the current traffic volumes being close to capacity along Old Cleveland Road. The assessment of the Old Cleveland Road / Tilley Road intersection during the weekday morning and evening peak hours also indicated that the intersection is already approaching capacity, with a Degree of Saturation (DoS) of 0.98 in both peak hours. This means that there is little opportunity for traffic flows to increase in the future, as the roads are constrained by their capacity.

Tilley Road in the vicinity of Old Cleveland Road is more lightly trafficked. However, the limited capacity of the intersection between Old Cleveland Road and Tilley Road means that there is little scope for traffic growth. Stages 4 and 5 of the Tilley Road extension project will significantly affect traffic flow at this location. The extension project will also include changes to the layout of the Old Cleveland Road / Tilley Road intersection. However, Brisbane City Council has not identified the timing of this project.

As such, the surveyed traffic volumes have been adopted as the background traffic volumes for the weekday morning, weekday evening and Saturday peak hours.

The traffic survey conducted on Saturday included demand from an event that occurs less than 10 times annually (a club swimming carnival). In order to develop a typical Saturday peak background scenario without such an event, traffic volumes were estimated by comparing the surveyed parking demand (918 vehicles) and the calculated existing parking demand (577 vehicles, refer to Section 5.2.13). The resultant traffic volumes are presented in Figure 4.1.

The Saturday surveyed traffic volume did not coincide with use of the Chandler Markets, which occur on Sundays. As it is proposed to remove these markets, the Saturday peak traffic movements are considered to be peak demand for the whole weekend in the future.



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Figure 4.1 Saturday peak hour background traffic volumes

4.2 Trip Generation The majority of the proposed changes to the SSC site are not expected to generate any additional traffic, because the redevelopment of the velodrome is not expected to increase demand. This is with exception to the new leisure facility to be built at the existing Velodrome site. The relocation of the Velodrome to the southern side of the site is not expected to cause any change to the overall traffic generation on site, but rather the distribution of Velodrome-related trips to surrounding access points. This re-distribution is explored further in Section 4.3.

As the exact nature of the new leisure facility is currently undetermined, the number of new trips generated has been estimated assuming that the trip generation rate is equal to the average trip generation rate of the other uses within SSC. The overall site area of all uses on site was estimated to be 52,560m2 based on aerial photography. The new leisure facility is expected to have the same site area as the existing Velodrome, which has an estimated site area of 12,860m2. This represents an increase in site area of approximately 24.5%.

The number of additional background trips generated by the leisure facility was calculated based on the surveyed traffic entering and leaving the SSC facility, as detailed in Table 4.1.

Table 4.1 Trip generation from new leisure facility Peak Period

Surveyed trips in

Surveyed trips out

Factor Additional trips in

Additional trips out

Weekday AM 113 72

0.245

28 18

Weekday PM 162 161 40 39

Saturday 77 172 19 42



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4.3 Trip Distribution

4.3.1 New Development Generated Trips

The distribution of the additional trips generated by the proposed leisure facility was estimated based on the existing trip distribution from the site. The assumed distribution is presented in Table 4.2.

Table 4.2 Distribution of trips to/from the new leisure facility Peak Period North via

Tilley Rd East via Old

Cleveland RdSouth via Tilley Rd

West via Old Cleveland Rd

Weekday AM 5% 10% 5% 80%

Weekday PM 5% 20% 5% 70%

Saturday / Weekend 5% 15% 5% 75%

The distributions take into account the fact that the majority of visitors to the SSC travel via Old Cleveland Road. It also takes into account observations from the survey data that a significant proportion of traffic to/from the site travels via Old Cleveland Road to the west.

These trips have been distributed between the access points as follows:

Trips to the west travel via the NE access point, as that is the closest access point to the Velodrome site;

Trips from the west travel via the NW access point and via the NE access point (50/50 split assumed). This split was assumed as signage from Old Cleveland Road indicates that the SSC should be accessed via Tilley Road;

Trips to/from the north travel via the NE access point;

Trips to the east travel via the NE access point;

Trips from the east travel via the NW access point; and

Trips to/from the south travel via the SE access point.

The overall traffic impact of the new leisure facilities was determined based on the figures in Table 4.1 and Table 4.2. This is presented in Figures 4.2 to 4.4.



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Figure 4.2 Trip generation from the new leisure facility (weekday AM peak hour)

Figure 4.3 Trip generation from the new leisure facility (weekday PM peak hour)



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Figure 4.4 Trip generation from the new leisure facility (Weekend peak hour)

4.3.2 Re-distributed Existing Trips

The relocation of the Velodrome from the northern section of the SSC site to the southern section is expected to change the distribution of trips using each of the access points. The total number of trips generated by the velodrome is not expected to change.

In particular, the following changes are expected:

Trips from the west will tend to use the SE access point rather than the NW and NE access points;

Trips to the west are not expected to change (will continue using the NW access point);

Trips from the north will tend to use the SE access point rather than the NE access point;

Trips to the north are not expected to change (will continue using the NE access point);

Trips from the east will tend to use the SE access point rather than the NW access point;

Trips to the east are not expected to change (will continue using the NE access point); and

Trips to/from the south are not expected to change (will continue using the SE access point).

The overall impact of the above is presented in Tables 4.3 to 4.5 for trips into the Velodrome, and displayed graphically in Figures 4.5 to 4.7. It should be noted (as per the assumptions listed above) that trips from the Velodrome are not expected to be re-distributed due to the relocation of the Velodrome.



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Table 4.3 Re-distribution of Velodrome trips (to SSC during the weekday AM peak)

North-west access North-east access South-east access

Total Incoming trips 28

Trips from west (80% of 28 = 23) -23 0 23

Trips from north (5% of 28 = 2)

0 -2 2

Trips from east (10% of 28 = 3) -3 0 3

Trips from south (no change)

0 0 0

Total change -26 -2 28

Table 4.4 Re-distribution of Velodrome trips (to SSC during the weekday PM peak)





0 -2 2



0 0 0




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Table 4.5 Re-distribution of Velodrome trips (to SSC during the weekend peak)





0 -1 1



0 0 0


Figure 4.5 Trip re-distribution (weekday AM peak hour)



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Figure 4.6 Trip re-distribution (weekday PM peak hour)

Figure 4.7 Trip re-distribution (weekend peak hour)

4.4 Design Traffic Volumes In order to assess the operation of the surrounding road network following the proposed SSC redevelopment, two scenarios were considered:

The new day-to-day level of activity on the SSC site. The volumes associated with this scenario were calculated by combining the background traffic volumes described in Section 4.1 with the trips generated by the new leisure facility described in Section 4.2 and the redistributed Velodrome trips described in Section 4.3; and

The traffic generated during a typical event at the SSC site on the weekend. As the traffic survey conducted on Saturday 22nd March 2014 included the traffic generated by two typical events (a swimming event and motorcycle training), it is considered that the recorded traffic volumes are a good representation of the SSC traffic volumes during an event.



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The resulting design traffic volumes are presented in Figures 4.8 to 4.10. As the event traffic volumes are unchanged from the surveyed traffic volumes, they can be found in Figure 2.5.

Figure 4.8 Design traffic volumes (Weekday AM peak hour)

Figure 4.9 Design traffic volumes (Weekday PM peak hour)



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Figure 4.10 Design traffic volumes (Weekend road network peak hour)

Figure 4.11 Design traffic volumes (Weekend event peak hour)

4.5 Intersection Assessment The operation of the four critical intersections on the surrounding road network was assessed using the SIDRA Intersection software package. As described in Section 2.5.2, SIDRA estimates intersection performance parameters based on inputs such as intersection geometry, signal phasing and traffic volumes.

A summary of the intersection assessment results is presented in Tables 4.6 to 4.9. More detailed results tables are attached in Appendix B.

4.5.1 Old Cleveland Road / Tilley Road

The Old Cleveland Road / Tilley Road intersection is a signalised intersection, with all movements allowed.



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Table 4.6 Old Cleveland Road / Tilley Road intersection performance Peak Period Degree of



Queue (m)


Weekday PM 99% 46 813



The results in Table 4.6 show that the operation of the Old Cleveland Road / Tilley Road intersection will not change significantly due to the SSC redevelopment. This is because the critical movements (westbound through movement in the weekday morning peak hour and eastbound through movement in the weekday evening and weekend peak hours) are not influenced by the SSC.

4.5.2 SSC Old Cleveland Road Access

The access to the SSC from Old Cleveland Road is located on the north-west corner of the SSC site. It is a priority controlled intersection. All movements except for right turns out from the SSC site are allowed.

Table 4.7 SSC Old Cleveland Road Access (north-west access) intersection performance Peak Period Degree of



Queue (m)


Weekday PM 79% 3 31


Saturday event peak 100% 61 >200

The results in Table 4.7 show that this access would continue to operate at capacity during the weekday morning peak hour following the SSC redevelopment as per the existing condition. The critical movements are the right turn from Old Cleveland Road west approach into the SSC, and the left turn from the SSC to Old Cleveland Road, which are opposed by the westbound traffic lanes on Old Cleveland Road. The access would operate satisfactorily from a Degree of Saturation viewpoint in the evening peak hour, but the average delays for vehicles turning from the SSC would be higher than acceptable (greater than 60 seconds).

As discussed in Section 2.5.2, this access currently operates at capacity during the weekend, with many vehicles only giving way to the nearside lane of westbound through traffic on Old Cleveland Road. Using the same method of estimating intersection capacity, it was found that this access would continue to operate at capacity following the redevelopment of the SSC.



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4.5.3 SSC Tilley Road Access (north-east)

The north-east access to the SSC from Tilley Road is a priority controlled intersection. All movements except right turns from the SSC are allowed.

Table 4.8 Tilley Road access intersection (north-east access) performance Peak Period Degree of



Queue (m)

Weekday AM 12% 2 3

Weekday PM 11% 4 3



The results in Table 4.8 show that there will continue to be significant spare capacity at this intersection after the redevelopment of the SSC, with the degree of saturation being significantly less than the 80% threshold for priority-controlled intersections. The average delay and queue was found to be minimal.

4.5.4 SSC Tilley Road Access (south-east)

The south-east access to the SSC from Tilley Road is a roundabout. All movements are allowed. This roundabout has three lanes for traffic travelling past the site on Tilley Road.

Table 4.9 Tilley Road access intersection (south-east access) performance Peak Period Degree of



Queue (m)

Weekday AM 9% 4 3

Weekday PM 3% 5 1



The results in Table 4.9 show that there will continue to be significant spare capacity at this intersection, with the degree of saturation being significantly less than the 85% threshold for roundabouts. The average delay and queue is minimal.

4.5.5 Summary

A key conclusion from the traffic assessment presented in this section was that while the north-west access to the SSC operates at capacity during the several of the peak hours considered, the other access points have ample capacity. As such, a potential method of improving the traffic operation of the site would be to encourage more traffic travelling to/from the west to use the Tilley Road access points rather than the Old Cleveland Road access point.



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The impact of the redevelopment is considered minimal and while the Old Cleveland Road / Tilley Road intersection operates at capacity, this is the case in the existing and future scenarios. Therefore, no external road upgrades are proposed as part of this redevelopment.



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5 Parking Assessment

An assessment of the future parking demands for the SSC site has been undertaken. This assessment has been based upon the following information:

Observations and event knowledge by Stadiums Qld;

On-site observations undertaken during recent traffic surveys;

Local planning requirements; and

Benchmarking of other velodrome sites.

The following sections investigate a number of scenarios that generate alternative levels of parking demand at the site. These are:

Day to day parking demand, or ‘background demand’. This refers to the daily parking demands throughout the week when no events are taking place;

Typical events. These are events that take place regularly such as swimming carnivals and sold out theatre events. They are not considered as part of the day to day demand because they occur less frequently, say five to 10 times a year. It is assumed that for typical events occurring at a certain venue, the background demand is not required, however background demand would exist for the other venues in the precinct. For example, a swimming carnival requires the closure of the public pools, so background demand is removed. Public access to the other venues in SSC remains open; and

Non-typical events. These events occur only occasionally, once every few years or even less frequently. They include major swimming events, the BMX Nationals or the Commonwealth Games for example. It is assumed that during these types of events, some venues within the precinct would be managed such that they would not be operational at that time.

Following the above assessment, the proposed layout has then been tested against local policy related to car parking requirements. The proposed velodrome has also been benchmarked against similar facilities elsewhere in Australia.

5.1 Day-to-Day Parking Demand The day-to-day parking demand for the SSC site was estimated using the following sources of information:

Observations of parking demand from existing uses at the SSC site by Stadiums QLD;

Observed parking demand during the traffic volume surveys;

Seating capacity at the Aquatics Centre and the Velodrome; and

The frequency of bus services using the SSC bus station (for Park and Ride demand).

This section focusses on the typical, or background, level of parking demand generated by each use. This would, for example, include the level of parking required for regular users of the Aquatics Centre on a normal weekday.



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5.1.1 Brisbane Aquatics Centre

Stadiums QLD Advice

Advice from Stadiums QLD indicated that the typical daily usage of the Brisbane Aquatics Centre (BAC) is approximately 500 people/day.

Further Assumptions

In order to determine the parking demand associated with the BAC, some guidance from the Institute of Transportation Engineers Trip Generation Manual was sought. This suggested that the trip generation of Recreational Community Centres (including swimming pools) during the morning and evening peak hours is approximately 10-12% of the daily trip generation on a weekday. The manual also suggests that the peak trip generation at the weekend is approximately two-thirds of the peak weekday trip generation. In order to provide a more robust assumption of parking demand, the expected demand was doubled to reflect on-site observations.

In order to estimate the parking demand for the BAC, the following assumptions were made:

Approximately one quarter of the overall daily parking demand occurs during the weekday peak hour;

Approximately one quarter of the overall daily parking demand occurs during the weeknight peak hour; and

Approximately one fifth of the overall daily parking demand occurs during the weekend peak hour.

Parking Demand Summary

The resultant parking demands for the Aquatics Centre are as follows:

Weekday morning or evening peak hour: 125 spaces; and

Weekend peak hour: 100 spaces.

5.1.2 “Results” Sports Medical Centre

Stadiums QLD Advice

Advice from Stadiums QLD indicated that the “Results” Sports Medical centre generates a peak demand of 30 parking spaces.

Further Assumptions

It has been assumed that this peak demand could occur during a weekday, weeknight or weekend. The opening hours of the “Results” Sports Medical are closed on Saturday afternoon, and all day Sunday. On weekdays, the centre is open from 7am to 7pm.


The resultant parking demands for the “Results” Sports Medical Centre are as follows:

Weekday morning or evening peak hour: 30 spaces; and



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5.1.3 Brisbane Supercross Track (BMX)

Stadiums QLD Advice

Stadiums QLD indicated that the peak weekly usage of the Brisbane Supercross track occurs on Monday evenings, as well as on approximately 20 weekends per year. During these times, the BMX track generates demand for approximately 100 car parking spaces.

Further Assumptions

No further assumptions were made to determine the parking demand associated with this use.


The resultant parking demands for the Brisbane Supercross Track are as follows:

Weekday morning peak hour: 0 spaces;

Weekday evening peak hour: 100 spaces (once a week); and

Weekend peak hour: 100 spaces (usually Saturdays, sometimes Sundays).

5.1.4 Theatre

Stadiums QLD Advice

Stadiums QLD did not provide any specific advice on the typical day-to-day parking demand associated with the Chandler Theatre.

Further Assumptions

A background parking demand for the theatre was assumed to be 30 parking spaces, which is based on a small conference/training course being conducted at the theatre.


The resultant parking demands for the Chandler Theatre are as follows:


Weekday evening peak hour: 30 spaces; and


5.1.5 H2O Fitness Centre

Stadiums QLD Advice

The Venue Manager for the SSC noted that the general day-to-day demand from the fitness centre was approximately 70 spaces. Parking demand is relatively constant throughout the day on weekdays, with reduced demand on weekends. Patrons for the Fitness Centre park in P4, which is controlled by a boom gate.



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Further Assumptions

It was assumed that this provision applies during weekdays, weeknights and weekends.


The resultant parking demands for the H2O Fitness Centre are as follows:




5.1.6 Chandler Arena

Stadiums QLD Advice

Stadiums QLD did not provide any specific advice on the typical day-to-day parking demand associated with the Chandler Arena, although they did indicate that there is no typical demand during weekday mornings and on weekends.

Further Assumptions

The Chandler Arena is a multi-purpose indoor hall which can be configured to accommodate sports or event functions. A typical level of parking demand was assumed to be generated by the use of three courts within the Arena during the peak hour. Based on the TAPS requirement for 20 spaces per court, this equates to a parking demand of 60 spaces.


The resultant parking demands for the Chandler Arena are as follows:


Weekday evening peak hour: 60 spaces (between 5pm and 10pm); and


5.1.7 Chandler Velodrome

Stadiums QLD Advice

Stadiums QLD advised that the typical day-to-day usage of the velodrome requires approximately 30 parking spaces. The peak usage period is in the evening.

Further Assumptions

The peak weekday daytime and weekend parking demand was assumed to be a third of the peak weeknight parking demand.


The resultant parking demands for the Chandler Velodrome are as follows:




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5.1.8 Dry Dive Training Hall

Stadiums QLD Advice

Stadiums QLD noted that the parking demand for this facility is minimal. There is significant drop off and pick up demand (20-30 vehicles) for this facility during the morning and evening peak hours, although this is accommodated within the existing pick up and drop off bays.

Further Assumptions

A nominal allowance of 10 parking spaces has been assumed for the weekday, weeknight and weekend peak hours.


The resultant parking demands for the Dry Drive Training Hall are as follows:




5.1.9 Gymnastics Training Hall

Stadiums QLD Advice

Advice from Stadiums QLD indicates that there is a demand for 20 parking spaces during the peak hours in the morning and afternoon. Stadiums QLD also indicated that there is significant pick up and drop off demand by parents during these times.

Further Assumptions

No further assumptions were made to determine the parking demand associated with this use.


The resultant parking demands for the Gymnastics Training Hall are as follows:






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5.1.10 QLD State Weightlifting Centre

Stadiums QLD Advice

Advice from Stadiums QLD indicates that there is a demand for 40 parking spaces during the peak usage period at the weekend, and during weeknights.

Further Assumptions

It was assumed that the weekday peak demand is half of the weeknight parking demand.


The resultant parking demands for the QLD State Weightlifting Centre are as follows:




5.1.11 Chandler Lodge and Cabins

Stadiums QLD Advice

Stadiums QLD advised that the visitors to the dormitories are transported by bus, and that visitors to the cabins have sufficient car parking in Car Park 3. They also indicated that approximately 10 car parking spaces are required.

Further Assumptions

No further assumptions were made regarding this use.


The resultant parking demands for the Chandler Lodge and Cabins are as follows:




5.1.12 Park n Ride

Stadiums QLD Advice

Stadiums QLD indicated that the parking demand associated with the Park n Ride is approximately 100 car parking spaces on weekdays until 6pm. There is minimal demand outside of these hours.

Further Assumptions

The level of usage of the Park n Ride facility located at the SSC was estimated by comparing the number of peak hour services passing through the SSC bus station with those at the Mains Road Park n Ride (which is often fully utilised).



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The Mains Road Park n Ride has approximately 400 parking spaces (based on information from the Translink website), and there are approximately 45 inbound services that stop in front of the Park n Ride during the morning peak hour and 35 outbound services during the evening peak hour. This means that the Mains Road Park n Ride is serviced by seven to nine times the number of buses as Chandler. Assuming that the number of Park n Ride car parking spaces is proportional to the number of bus services, the number of parking spaces required at the Chandler Park n Ride is 134. On-site observations during the Thursday indicated that the car park is used by people for Park n Ride purposes. 87 people were observed to be parked in P3 (the car park that Park n Ride patrons primarily use) at 5:30pm, which is towards the end of the evening peak hour. As such, the assumed Park n Ride usage of 134 parking spaces is considered appropriate.

It is assumed that the utilisation of the Park n Ride facility is negligible on weekends, based on observations of the site on a Saturday.


The resultant parking demands for the Park n Ride facility are as follows:




5.1.13 Driver Training

Stadiums QLD Advice

Stadiums QLD indicated that driver training courses occur regularly (monthly) at the SSC. These include:

Top Rider, a motorbike training program;

Ryda, a student driving awareness program (this occurs during weekdays out of peak hours); and

A trailer-backing program.

However, the exact number of car parking spaces that are used for this activity was not clear.

Further Assumptions

It was assumed that the driver training courses do not in themselves generate significant parking demand, but they do temporarily reduce the overall supply of parking spaces as student drivers utilise the car park for a range of situational mock-ups. As such, a nominal allowance of 200 spaces (approximately 6,000m2 of hardstand) was assumed to be used for these courses.


The resultant assumed parking demand from driver training courses was 200 spaces on the weekend.



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5.1.14 Overall Day to Day Parking Demand

A summary of the peak background parking demand occurring on a daily basis presented in Sections 5.1.1 to 5.1.13 is shown in Table 5.1. The additional parking demand generated by the new sporting facility was also added based on data presented in Section 5.4.

Table 5.1 Overall Future Day to Day Parking Demand Use Weekday daytime Weeknight Weekend Aquatics 125 125 100 Sports medical centre 30 30 30 BMX 0 100 100 Theatre 30 30 30 Fitness centre 70 70 30 Arena 0 60 0 Velodrome 10 30 10 Dry dive training hall 10 10 10 Gymnastics training hall 20 20 20 State weightlifting centre 0 40 40 Lodge / cabins 10 10 10 Park n Ride 134 20 0 Driver training 200 0 200 Total (Existing) 639 545 580 New Sporting / Leisure Facility 0 100 100 Total 639 645 680



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5.2 Typical Event Parking Demand In addition to the day to day usage of the SSC facilities, a number of the SSC facilities experience a surge in parking demand during regular events that occur throughout the year. These include:

School carnivals at the Brisbane Aquatics Centre;

Other regular events (8/9 times a year) at the Brisbane Aquatics Centre;

Regular events (twice yearly) at the BMX Supercross track;

Regular events (monthly) at the Chandler Theatre;

Regular events (once each month for most months) at the Chandler Arena;

Weightlifting competitions (six times a year);

Velodrome events (nine times a year); and

Triathlon (yearly).

A description of the estimated car parking demands for each of these identified typical events follows.

5.2.1 Swimming Carnivals

Advice from Stadiums QLD indicates that school swimming carnivals will generally occur on weekdays, and that participants will arrive by bus or coach. As such, it is not anticipated that there will be any car parking demand generated by school carnivals, however, some allowance for bus parking is required. During event days, Sleeman Road can be changed to one-way operation, allowing up to three buses or coaches to simultaneously pick up or drop off participants. As Sleeman Road was only recently changed from one-way operation to two-way operation, it is considered that this change is practical. These buses, however, would need to be parked elsewhere.

In order to determine the number of bus bays required, the demand associated with a relatively large school (1,300 students) was considered. School coaches can typically seat at least 45 students. As such, storage for approximately 30 coaches is required. Instead of providing separate bus/coach parking spaces, these buses/coaches can instead occupy the standard car parking bays (approximately six car parking bays per coach). This would require the use of 180 car parking spaces. It is anticipated, however, that swimming carnivals would usually be significantly smaller than this.

5.2.2 Other Aquatics Events

Stadiums QLD noted that there are other events at the Brisbane Aquatics Centre that occur approximately eight to nine times per year. These typically occur on weekends, and attract 1,500 spectators / participants. Given that these events are relatively small compared to the overall capacity of the venue, it has been assumed that all participants would arrive by car, either as a driver or a passenger. The average vehicle occupancy is assumed to be 2.2 persons/car. This is because these events usually attract groups rather than individuals (e.g. participants with their families, club members coming to support teammates). Based on this, the overall parking demand for a typical event would be approximately 682 parking



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spaces. This correlates well to the 670 car parking spaces used within P3 during the swimming carnival on 22 March 2014.

5.2.3 BMX Supercross Events

Based on information from Stadiums QLD, there are regular events at the BMX Supercross track which attract 800 riders and 1,600 spectators (2,400 people in total) twice a year. Average vehicle occupancy of 3 persons/car was assumed, based on advice from Stadiums QLD. This results in an overall event parking demand of 800 parking spaces. Advice from Stadiums QLD suggests that the parking demand generated by this event utilises all on-site car parks, with the exception of some spaces within car park 3. This implies that driver training courses do not coincide with this event.

5.2.4 Chandler Theatre

According to Stadiums QLD, the Chandler Theatre has events approximately once per month, with fully sold out events (1,500 people) occurring around five times a year. As popular theatre events are typically group events, it is anticipated that people would car pool to the site. Assuming that the average vehicle occupancy is 2.2 persons/car, the overall event parking demand was calculated to be 682 parking spaces. It is considered that these popular events would not be scheduled to coincide with other events.

Stadiums QLD suggested that a more moderate level of patronage at the Chandler Theatre would attract around 1,000 people. Using the same average vehicle occupancy assumption as for a sold-out event, this equates to an overall event parking demand of 455 parking spaces.

5.2.5 Chandler Arena

According to Stadiums QLD, the Chandler Arena hosts large events approximately 10 times per year, with 1,000 spectators/participants for each event. Assuming a vehicle occupancy as 2.2 persons per car, the overall event parking demand was calculated to be 455 car parking spaces.

5.2.6 Weightlifting Competitions

According to Stadiums QLD, the weightlifting centre hosts competitions six times a year. The parking demand associated with these events is approximately 100 vehicles.

5.2.7 Velodrome Events

According to Stadiums QLD, the velodrome hosts events nine times a year. The parking demand associated with these events is approximately 100 vehicles.

5.2.8 Triathlon

According to Stadiums QLD, the SSC hosts triathlons once a year. The parking demand associated with these events is approximately 1,500 vehicles throughout



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the day, with approximately 900 entrants in total. An assessment of the triathlon schedule from 2014 indicated that the peak number of visitors occurs towards the end of the morning, when all triathlon types (short, medium and long) are in progress. The 2014 results indicated that there were approximately 500 participants in the various triathlon events, with the exception of the kids’ triathlon. There were 190 participants in the fun run and 201 participants in the kids’ triathlon, which were held prior to the triathlon. The peak parking demand was calculated based on the following assumptions:

50% of the competitors of the fun run stayed from the end of the fun run (approximately 8am) to the end of the event (approximately 11am);

Competitors in the fun run do not also compete in the triathlon (the data from the 2014 triathlon indicates that fewer than 10 fun run competitors also competed in the triathlon);

The kids’ triathlon does not impact peak parking demand. The competitors who are not children of competitors in the adult triathlon are not expected to stay from the end of the kids’ triathlon (approximately 8:30am) to the end of the event (11am). Those who are children of competitors are expected to arrive in the same vehicles as the adult competitors;

The adult competitors are expected to arrive in their own vehicles, with an average vehicle occupancy of 2.2 persons/vehicle;

Use of the outdoor pool by the triathlon will reduce the background demand for the aquatics centre by 50% (i.e. 50 fewer parking spaces required); and

There are assumed to be 90 volunteers (one volunteer for every 10 entrants) at the event. Volunteers are assumed to arrive individually, and all remain until the end of the event.

Based on the above assumptions, the peak parking demand associated with the triathlon is 361 parking spaces. It is noted, however, that the triathlon course requires some car parking spaces on site to be closed. Information from the 2014 event suggested that Car Parks 1 and 4 were closed for the duration of the event, and on-road parking along the Ring Road was also unavailable.

This meant that 380 car parking spaces (based on current car parking supply figures from Stadiums QLD, as discussed in Section 2.4) were unavailable during the event. However, if the same car parks were to be closed after the relocation of the velodrome, the reduction in car parking supply would only constitute 294 parking spaces.

5.2.9 Summary of Typical Event Parking Demand

A summary of the parking demand associated with various events is presented in Table 5.2.

It was considered likely that facilities not involved in events would continue to operate normally during typical events. For example, the aquatics centre would still be operational during the BMX State Championships. As such, during an event, all non-event venues would be expected to continue to generate their background level of parking demand.



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Table 5.2 Summary of potential typical event parking demand Event Event

Parking Demand

Background Parking Demand

Total Demand

Parking Supply (current)

Utilisation

Swimming Carnivals

180 514* 694 1,420 49%

Other Aquatics

682 580* 1,262 1,420 89%

BMX 800 380** 1,180 1,420 83%

Chandler Theatre

682 650* 1,332 1,420 94%

Chandler Arena

455 680* 1,135 1,420 80%

Weightlifting 100 640* 740 1,420 52%

Velodrome 100 670* 770 1,420 54%

Triathlon 361 655*** 1,016 1,040*** 98% *It was assumed that an event at a venue would suppress background parking demand from that venue. For example, if there is an event at the Brisbane Aquatics Centre, there would be no background aquatics parking demand **As per Section 5.2.3, it was assumed that driver training does not occur during a BMX event ***As per Section 5.2.4, the triathlon’s use of the outdoor pools is expected to partially suppress background parking demand from the aquatics centre, and reduce the available on-site parking.

The critical event appears to be when the Theatre hosts a sold-out event and maximum background usage of other venues occurs. During this scenario, the total parking demand at the SSC is estimated to be 1,332 parking spaces. However, sold out events are only expected five times a year.

The other critical event is the triathlon, with an overall parking demand of 1,016 parking spaces, as this event reduces the available parking supply. However, the re-arrangement of on-site parking facilities due to the relocation of the velodrome is expected to mitigate this effect. A provision of 1,332 car parking spaces on site after the velodrome relocation would result in an available parking supply of 1,038 spaces during the triathlon, which is sufficient.

Although a combination of events at the SSC is possible, the probability of multiple events occurring at the same time without staggered start and finish times would be low.

It should be noted that the provision of 1,332 parking spaces would allow for all events to occur singularly, including the expected background level of parking and for a number of combined events, including:

Weightlifting events and any other event (except the triathlon and theatre events); and

Velodrome events and any other event (except the triathlon, theatre and aquatics events).



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Stadiums QLD notes that two or more events may occur during a weekend, however, these would be staged to manage the peak parking demand. For example, an aquatics event could be held at the SSC during the day, with a function at the theatre in the evening.

The probability of other events combining and increasing demand for car parking beyond the capacity of the site is considered low. It is therefore assumed that it will be possible to successfully manage the bookings of events to avoid combinations of events taking place and exceeding the demand for car parking spaces beyond 1,332 spaces.

5.3 Non-Typical Events In addition to the typical events discussed in Section 5.2 some non-typical events at the SSC facilities were considered. These non-typical events assume that the subject facility is fully utilised, and include:

Fully sold-out events at the Aquatics Centre;

Fully occupied events at the Chandler Arena; and

Fully occupied events at the Velodrome.

Of these non-typical events, Stadiums QLD only provided details regarding the BMX National event.

It was assumed vehicles travelling to these events are likely to have higher levels of vehicle occupancy than at typical events. For the purposes of the analysis below and overleaf, the average vehicle occupancy for visitors travelling by car was assumed to be 2.7 persons/car.

Due to the size and low frequency of these events, it was assumed that they would not coincide with other typical or non-typical events, and certain background uses.

5.3.1 Large Events at the Chandler Arena

The Chandler Arena has capacity for 2,300 spectators. Based on an average vehicle occupancy of 2.7 persons/car, approximately 852 car parking spaces would be required for a sold-out event.

5.3.2 Large Events at the Velodrome

The QLD State Velodrome is expected to have seating capacity for 1,500 spectators after the Games. As such, a large event at the Velodrome could be expected to attract 1,500 people. Based on an average car occupancy of 2.7 persons/car, approximately 556 car parking spaces are required for spectators. Assuming a similar requirement for participants as per the BMX National Event, a further 500 parking spaces would be required equalling a total parking demand of 1,056 car parking spaces.

5.3.3 Non-Typical Event Parking Demand Summary

A summary of the total parking demand associated with the non-typical events is presented in Table 5.2.



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It was assumed that the following operations and therefore their background parking requirements would remain during non-typical events:

Gymnasium (Fitness centre), 30 car parking spaces (except the aquatics event as the gymnasium is part of the aquatics building);

Theatre, 30 car parking spaces; and

Gymnastics Training Hall, 20 car parking spaces.

Table 5.2 Non-typical Event Parking Demand Summary Event Event Parking

Demand Background Parking Demand from Other Uses

Total Parking Demand

Aquatics 1,052 cars 33 buses

50 cars 1,102 cars 33 buses

Arena 852 cars 80 cars 972 cars

Velodrome 1,056 cars 80 cars 1,176 cars

The total parking demand is estimated not to exceed approximately 1,176 cars. Any events that would utilise additional temporary seating at any of these venues would likely warrant an event overlay. Such an overlay would aim for spectators to use public transport wherever possible. Such events therefore do not determine the permanent car parking provision on site.

5.4 Local Planning Requirements The SSC lies within the jurisdiction of the Brisbane City Council (BCC) and therefore it is important to establish that the site proposals comply with BCC’s car parking policy. The BCC Transport, Access, Parking and Servicing Planning Scheme Policy (TAPS) provides guidance on the parking requirements for some elements of the SSC. These include:

The Chandler Theatre;

The Brisbane Aquatics Centre;

The Gymnasium (Gymnastics Training Hall);

The new sporting facilities, for the purposes of the parking assessment only, assumed to be two football fields; and

The Chandler Lodge and Cabins.

The BCC TAPS requirements for each of these uses are presented in Table 5.3. Where the TAPS document does not specify a suitable car parking rate, it is expected that a suitable provision is calculated and relevant evidence of this provided to BCC.



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Table 5.3 BCC TAPS Parking Requirements Land Use Approximate

Area (GFA) / Units

TAPS Land Use Name

TAPS Parking Rate

Parking Requirement

Theatre 3,140m2 Hall / Theatre 1 per 10m2 GFA

314

Pool, incorporating the sports medical and fitness centre uses

11,500m2 Indoor / Outdoor Sport and Recreation: Swimming

15 + 1 per 100m2 GFA or site area

130

Gymnastics Training Hall

1,170m2 Gymnasium 1 per 10m2 GFA

117

New Sporting Facilities

2 football fields*

Football* 50 spaces per field

100

Lodge and Cabins

16 units Short Term Accommodation

1 per unit 16

BMX Facility

No rate provided in TAPS document, demand for maximum day to day use extracted from Section

5.1 of this report.

125

Velodrome 30

Arena 40

Dry Dive Hall

10

State Weightlifting Centre

100

Park n Ride 134

Total 1,116 *Designated use assumed only for this parking assessment

Table 5.3 above shows that the proposed parking provision of 1,318 standard and 19 PWD car parking spaces would comply with the BCC TAPS requirements. This is based on typical parking demands derived from day to day use identified in Section 5.1 of this report where parking rates for certain uses are not documented in the TAPS document.

5.5 Parking Provision at Other Velodromes In order to benchmark the proposed parking provision for the velodrome, a comparison with the parking provision at other facilities around Australia was conducted.

The Dunc Gray Velodrome is located at Bankstown, in Sydney’s west. It was built for the Sydney Olympics. It currently has 3,000 permanent seats, with an additional 2,821 temporary seats provided during the Sydney Olympics. The velodrome has 200 hardstand car parking spaces, with an additional 1,000 spaces adjacent to the venue on grass. This provision equates to approximately one parking space per 2.5 permanent seats, or one parking space per five total seats.



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The Adelaide Super-Drome is located in Gepps Cross, north of Adelaide. It has capacity for 3,000 spectators, 2,000 seated and 1,000 standing. The velodrome is supplied with 1,500 parking spaces. This provision equates to approximately one parking space for every two spectators.

The parking provision at these velodromes indicates that the typical upper parking provision at standalone velodromes is approximately one space per two permanent seats/standing spaces. Based on this provision, an appropriate parking provision for the new Chandler Velodrome would be approximately 750 parking spaces. Considering the parking provision proposed along with the ability to share parking with the other facilities provided at the SSC, it is considered that the parking provision compares well with other modern velodrome sites in Australia.

5.6 Summary The car parking requirement for the SSC redevelopment has been determined under various scenarios as follows:

Day to day demand: 680;

Typical events (singularly and a limited number combined): 1,332;

Non-typical events (singularly): 1,176; and

Compliance with local planning requirements: 1,116 standard car parking spaces.

This assessment concludes that a suitable provision of car parking of at least 1,332 is required, including an allowance of 100 new parking spaces within the new development areas at the northern end of the site. Due to the nature of events taking place at the SSC, some events can be combined over the same weekends and total demand could reach 1,500 (similar to the current provision) depending on the management of these events. Therefore a parking provision within the range of 1,332 to 1,500 is deemed suitable. The proposal described in Section 3.3 has a provision of 1,318 standard spaces plus 19 PWD parking spaces. Note that this proposal has not allowed for the future provision of circa 100 spaces at the northern part of the site. The proposed parking provision is therefore within the nominated range of parking required.

The proposed parking provision does require management of the timing of events to avoid combinations of events taking place at the SSC simultaneously. It also assumed that for large events, the increased use of public transport is necessary and the possible application of event overlays.

It should be noted that the Chandler Markets currently produce the greatest parking demand at the SSC on a Sunday, but this use is being removed. There is an opportunity to further manage the timing of events over weekends to lessen the possibility of multiple events taking place simultaneously.

Any additional parking required by new uses on the vacated velodrome site at the northern end of the complex would be contained within the site boundary and may provide further car parking spaces to those currently shown.



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6 Conclusion

This report presented the assessment of the traffic impacts of the proposed SSC redevelopment, including:

An assessment of the existing operation of the surrounding road network;

An assessment of the impact of the proposed changes to the SSC site on the surrounding road network;

An assessment of the existing SSC parking situation; and

An estimate of the future parking requirements at the SSC.

The traffic assessment found that the Old Cleveland Road / Tilley Road intersection currently operates at capacity during the weekday morning and evening peak hours. As such, minimal traffic growth is expected along on the Old Cleveland Road corridor.

Two future transport projects have been identified, namely The Eastern Busway Extension and the Tilley Road Extension. The exact details and timing of these two projects (Stage 4, in the case of the Tilley Road Extension) are unknown and the effects of these projects have not been adopted in this assessment.

Old Cleveland Road currently operates at capacity. The Tilley Road Extension is the only scheme being considered that would provide additional capacity along the Old Cleveland Road corridor. As the timing of this project is unknown, no background traffic growth has been considered as part of this assessment considering the lack of capacity available.

An assessment of the three accesses to the SSC found that while the north-western access to Old Cleveland Road operates at capacity during the peak periods, the two accesses to Tilley Road have the capacity to accommodate a significant volume of additional traffic.

A potential method of minimising the impact of the SSC would be to encourage greater use of the Tilley Road accesses compared to the Old Cleveland Road access. This would consequently increase the number of vehicles using the left turn from Tilley Road to Old Cleveland Road (westbound), a movement which is currently not critical.

An assessment of the existing parking demand on the SSC site was completed using information provided by Stadiums QLD. This indicated that the typical parking demand during the weekday evening and weekend peak hours is higher than that during the weekday morning peak hour. The parking demands during typical and non-typical events were also estimated using data from Stadiums QLD.

It was found that the critical typical event at the SSC is a sold-out event at the Chandler Theatre, which requires 1,332 parking spaces. The total parking demand generated by a combination of events was also considered, although it was noted that the probability of multiple events occurring on the same day is quite low.

It was considered that a suitable range of car parking provision would be between 1,332 and 1,500 spaces. Therefore, the proposed parking provision of 1,337 parking spaces was adopted. Any additional parking required by new uses on the vacated velodrome site at the northern end of the complex would be contained within the site boundary of that development.

Appendix A

Site Master Plan

RING ROAD

WETLAND

EXISTINGBMX TRACK

DIVING

BRISBANEAQUATICARENA

POOLCHANDLERTHEATRE

CHANDLERARENA

GYMNASTICSTRAINING AREA

NORTHERN BUSWAY

RING ROAD

RIN

G R

OAD

RIN

G R

OAD

TILLEY ROAD

TILLEY RO

AD

CLEVELAND ROAD

PROPOSEDVELODROME

SPORTSFACILITIES +CARPARK

BUSHLAND

SPORTSFACILITIES

PUBLIC TRANSPORTNODE

INTERNALPEDESTRIANLINK

EXISTING SPORTSFACILITIES +CARPARK

BOUNDARY

BOUNDARY

BOUNDARY

APPROXIMATEBOUNDARY OFCURRENTBUSHLAND

EXISTINGRESIDENTIAL

Project: Drawing Title: Drawing Number: Scale:Revision:Cox Rayner Architects & PlannersLevel 2, 2 Edward Street,Brisbane QLD 4000 AustraliaT + 617 3210 0844 F + 617 3210 0541Email : [email protected] Cox Group Pty Ltd ACN 002 535 891

Date:

1 : 2000 @ A1QUEENSLAND STATEVELODROME

CID Master Plan SK11-0071:2000 @ A1

0m

10m 30m 50m 100m

20m 40m 75m

200m

Appendix B

SIDRA Intersection Assessment Outputs

MOVEMENT SUMMARY Site: 2014AM Old Cleveland Road / Tilley Road

Old Cleveland Road / Tilley RoadSignals - Fixed Time Cycle Time = 120 seconds (Optimum Cycle Time - Minimum Delay)

Movement Performance - Vehicles95% Back of Queue

Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Tilley Rd

1 L 342 3.6 0.904 67.9 LOS E 22.9 165.1 1.00 1.05 21.22 T 78 1.3 0.544 63.9 LOS E 3.2 22.9 1.00 0.74 21.03 R 21 25.0 0.263 71.9 LOS E 1.3 10.7 0.99 0.71 20.5

Approach 440 4.2 0.904 67.4 LOS E 22.9 165.1 1.00 0.98 21.1

East: Old Cleveland Rd4 L 15 21.4 0.945 38.8 LOS D 47.6 342.7 0.89 0.99 30.85 T 2938 3.1 0.945 42.8 LOS D 71.6 514.2 0.97 1.03 26.46 R 37 3.0 0.410 71.6 LOS E 2.3 16.3 1.00 0.73 20.4

Approach 2990 3.2 0.945 43.1 LOS D 71.6 514.2 0.97 1.03 26.3

North: Tilley Rd7 L 33 3.1 0.359 26.3 LOS C 2.9 21.4 0.82 0.81 36.28 T 73 7.1 0.359 18.3 LOS B 2.9 21.4 0.82 0.66 37.29 R 435 1.0 0.982 84.4 LOS F 19.2 135.5 1.00 1.02 18.3

Approach 541 1.9 0.982 72.0 LOS E 19.2 135.5 0.96 0.96 20.3

West: Old Cleveland Rd10 L 121 5.1 0.081 8.5 LOS A 0.7 5.1 0.16 0.64 48.811 T 1378 6.0 0.635 18.5 LOS B 26.4 194.3 0.73 0.66 38.012 R 33 10.7 0.384 71.8 LOS E 2.0 15.5 1.00 0.73 20.5

Approach 1533 6.1 0.635 18.9 LOS B 26.4 194.3 0.69 0.66 37.9

All Vehicles 5504 3.9 0.982 41.2 LOS D 71.6 514.2 0.89 0.91 27.3

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.SIDRA Standard Delay Model used.

Movement Performance - PedestriansAverage Back of Queue

Mov ID DescriptionDemand

Flow Average

Delay Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per pedP7 Across W approach 53 33.0 LOS D 0.1 0.1 0.74 0.74P8 Across W approach 53 49.5 LOS E 0.2 0.2 0.91 0.91

All Pedestrians 106 41.3 LOS E 0.83 0.83

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)Pedestrian movement LOS values are based on average delay per pedestrian movement.Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

Processed: Tuesday, 25 March 2014 9:26:18 AMSIDRA INTERSECTION 5.1.13.2093

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: J:\234000\234759-00 QLD State Velodrome\Work\Internal\Design\Transport\SIDRA\Old Cleveland Rd -Tilley Rd.sip8000047, ARUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: 2014PM Old Cleveland Road / Tilley Road



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 39 5.4 0.074 14.2 LOS B 0.8 6.0 0.35 0.67 43.42 T 108 5.9 0.970 97.0 LOS F 6.6 48.2 1.00 0.92 15.93 R 42 7.5 0.598 90.3 LOS F 3.3 24.5 1.00 0.76 17.4

Approach 189 6.1 0.970 78.4 LOS E 6.6 48.2 0.86 0.83 18.8

East: Old Cleveland Rd4 L 37 11.4 0.494 22.2 LOS C 15.5 111.1 0.53 0.93 38.85 T 1602 2.0 0.494 15.7 LOS B 23.0 164.0 0.58 0.52 40.36 R 91 2.5 0.932 102.7 LOS F 7.8 55.6 1.00 1.00 15.9

Approach 1730 2.2 0.932 20.4 LOS C 23.0 164.0 0.60 0.56 37.2

North: Tilley Rd7 L 166 0.6 0.901 56.2 LOS E 11.9 83.8 0.90 0.86 23.88 T 92 1.2 0.901 76.2 LOS E 11.9 83.8 0.97 0.93 18.59 R 180 2.9 0.901 96.0 LOS F 10.3 73.1 1.00 0.99 16.8

Approach 438 1.7 0.901 76.8 LOS E 11.9 83.8 0.95 0.93 19.3

West: Old Cleveland Rd10 L 231 1.4 0.162 8.8 LOS A 2.1 14.7 0.18 0.64 48.411 T 2594 1.4 0.980 56.2 LOS E 114.7 812.7 0.99 1.09 22.712 R 33 0.0 0.165 74.1 LOS E 2.2 15.5 0.94 0.73 20.0

Approach 2858 1.4 0.980 52.6 LOS D 114.7 812.7 0.92 1.05 23.7





Flow Average


Prop. Queued


ped/h sec ped m per pedP7 Across W approach 53 49.6 LOS E 0.2 0.2 0.81 0.81P8 Across W approach 53 55.5 LOS E 0.2 0.2 0.86 0.86






MOVEMENT SUMMARY Site: 2014Sat Old Cleveland Road / Tilley Road Network Peak



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 67 1.6 0.108 13.8 LOS B 1.1 7.8 0.44 0.69 43.62 T 117 4.5 0.661 50.6 LOS D 3.9 28.5 1.00 0.78 24.13 R 63 5.2 0.553 58.2 LOS E 3.1 22.4 1.00 0.77 23.3

Approach 246 3.9 0.661 42.6 LOS D 3.9 28.5 0.85 0.75 27.2

East: Old Cleveland Rd4 L 34 3.0 0.567 24.5 LOS C 17.1 121.3 0.74 0.92 37.65 T 1634 1.1 0.567 17.1 LOS B 17.7 125.1 0.74 0.67 38.86 R 92 1.3 0.677 58.2 LOS E 4.5 32.0 1.00 0.83 23.3

Approach 1760 1.1 0.677 19.4 LOS B 17.7 125.1 0.76 0.68 37.5

North: Tilley Rd7 L 73 1.4 0.491 26.6 LOS C 6.1 44.0 0.88 0.84 35.98 T 115 6.4 0.491 18.7 LOS B 6.1 44.0 0.88 0.74 36.69 R 226 0.9 0.728 57.8 LOS E 5.6 39.5 1.00 0.86 23.5

Approach 414 2.5 0.728 41.5 LOS D 6.1 44.0 0.95 0.82 27.9

West: Old Cleveland Rd10 L 210 1.5 0.144 8.9 LOS A 1.5 10.7 0.24 0.66 48.211 T 1629 1.7 0.784 19.8 LOS B 30.0 212.9 0.86 0.79 36.912 R 81 0.0 0.462 53.7 LOS D 3.8 26.4 0.99 0.77 24.5

Approach 1920 1.6 0.784 20.0 LOS C 30.0 212.9 0.80 0.78 37.0

All Vehicles 4340 1.6 0.784 23.1 LOS C 30.0 212.9 0.80 0.74 35.4




Flow Average


Prop. Queued


ped/h sec ped m per pedP7 Across W approach 53 26.5 LOS C 0.1 0.1 0.75 0.75P8 Across W approach 53 34.5 LOS D 0.1 0.1 0.85 0.85

All Pedestrians 106 30.5 LOS D 0.80 0.80





MOVEMENT SUMMARY Site: 2014Sat Old Cleveland Road / Tilley Road SSC Peak



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 72 2.9 0.105 12.0 LOS B 1.0 6.8 0.39 0.68 45.32 T 109 1.0 0.574 47.0 LOS D 3.4 24.2 0.99 0.76 25.13 R 51 6.1 0.431 54.7 LOS D 2.3 17.2 1.00 0.74 24.2

Approach 233 2.7 0.574 37.8 LOS D 3.4 24.2 0.81 0.73 28.9


Approach 1474 1.1 0.757 19.1 LOS B 13.5 95.0 0.73 0.65 37.8


Approach 341 1.5 0.762 42.5 LOS D 5.2 37.0 0.92 0.82 27.7


Approach 1881 0.7 0.741 18.2 LOS B 25.6 180.3 0.76 0.74 38.3





Flow Average


Prop. Queued



All Pedestrians 106 28.9 LOS C 0.80 0.80





MOVEMENT SUMMARY Site: 2014AM Old Cleveland Road / Tilley Road - Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 356 3.6 0.941 78.6 LOS E 25.7 185.7 1.00 1.12 19.22 T 79 1.3 0.552 63.9 LOS E 3.3 23.2 1.00 0.74 21.03 R 23 25.0 0.289 72.1 LOS E 1.4 11.8 1.00 0.71 20.5

Approach 458 4.3 0.941 75.7 LOS E 25.7 185.7 1.00 1.03 19.5

East: Old Cleveland Rd4 L 18 21.4 0.918 38.7 LOS D 47.6 342.7 0.90 0.99 30.85 T 2938 3.1 0.946 43.0 LOS D 71.9 516.8 0.97 1.03 26.36 R 37 3.0 0.410 71.6 LOS E 2.3 16.3 1.00 0.73 20.4

Approach 2993 3.2 0.946 43.4 LOS D 71.9 516.8 0.97 1.03 26.3

North: Tilley Rd7 L 33 3.1 0.359 26.4 LOS C 3.0 21.7 0.82 0.81 36.18 T 74 7.1 0.359 18.4 LOS B 3.0 21.7 0.82 0.66 37.19 R 435 1.0 0.982 84.4 LOS F 19.2 135.5 1.00 1.02 18.3

Approach 542 1.9 0.982 71.9 LOS E 19.2 135.5 0.96 0.96 20.3

West: Old Cleveland Rd10 L 121 5.1 0.081 8.5 LOS A 0.7 5.1 0.16 0.64 48.811 T 1378 6.0 0.635 18.5 LOS B 26.4 194.3 0.73 0.66 38.012 R 68 10.7 0.793 76.7 LOS E 4.4 33.9 1.00 0.88 19.6

Approach 1568 6.2 0.793 20.3 LOS C 26.4 194.3 0.70 0.67 37.1





Flow Average


Prop. Queued


ped/h sec ped m per pedP7 Across W approach 53 33.0 LOS D 0.1 0.1 0.74 0.74P8 Across W approach 53 49.5 LOS E 0.2 0.2 0.91 0.91



Processed: Wednesday, 26 March 2014 5:37:51 PMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: 2014PM Old Cleveland Road / Tilley Road - Design

Old Cleveland Road / Tilley RoadSignals - Fixed Time Cycle Time = 150 seconds (Optimum Cycle Time - Minimum Degree of Saturation)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 69 5.4 0.126 14.8 LOS B 1.5 11.3 0.37 0.68 42.92 T 110 5.9 0.989 101.9 LOS F 6.9 51.0 1.00 0.94 15.43 R 51 7.5 0.718 92.0 LOS F 4.0 29.9 1.00 0.82 17.2

Approach 229 6.1 0.989 73.6 LOS E 6.9 51.0 0.81 0.83 19.7

East: Old Cleveland Rd4 L 45 11.4 0.506 23.2 LOS C 16.1 115.3 0.55 0.93 38.15 T 1602 2.0 0.506 16.9 LOS B 24.0 170.7 0.60 0.54 39.36 R 91 2.5 0.932 102.7 LOS F 7.8 55.6 1.00 1.00 15.9

Approach 1738 2.2 0.932 21.6 LOS C 24.0 170.7 0.62 0.58 36.5

North: Tilley Rd7 L 166 0.6 0.905 56.3 LOS E 12.0 84.2 0.90 0.86 23.88 T 94 1.2 0.905 76.5 LOS E 12.0 84.2 0.97 0.93 18.49 R 180 2.9 0.905 96.6 LOS F 10.4 73.8 1.00 0.99 16.7

Approach 440 1.7 0.905 77.1 LOS E 12.0 84.2 0.95 0.93 19.2

West: Old Cleveland Rd10 L 231 1.4 0.162 8.8 LOS A 2.1 14.7 0.18 0.64 48.411 T 2594 1.4 0.980 56.2 LOS E 114.7 812.7 0.99 1.09 22.712 R 77 0.0 0.346 73.9 LOS E 5.3 36.9 0.96 0.77 20.0

Approach 2902 1.3 0.980 52.9 LOS D 114.7 812.7 0.92 1.05 23.6





Flow Average


Prop. Queued


ped/h sec ped m per pedP7 Across W approach 53 49.6 LOS E 0.2 0.2 0.81 0.81P8 Across W approach 53 53.8 LOS E 0.2 0.2 0.85 0.85






MOVEMENT SUMMARY Site: 2014Sat Old Cleveland Road / Tilley Road Network Peak -

DesignOld Cleveland Road / Tilley RoadSignals - Fixed Time Cycle Time = 95 seconds (Optimum Cycle Time - Minimum Delay)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 98 1.6 0.151 14.0 LOS B 1.7 11.8 0.45 0.70 43.52 T 119 4.5 0.673 50.7 LOS D 4.0 29.1 1.00 0.79 24.13 R 69 5.2 0.608 58.7 LOS E 3.4 24.8 1.00 0.79 23.2

Approach 286 3.6 0.673 40.0 LOS D 4.0 29.1 0.81 0.76 28.2


Approach 1763 1.1 0.677 20.9 LOS C 18.5 130.9 0.79 0.71 36.5


Approach 415 2.5 0.728 41.5 LOS D 6.1 44.5 0.95 0.82 27.9


Approach 1943 1.6 0.784 20.3 LOS C 30.0 212.9 0.80 0.78 36.9





Flow Average


Prop. Queued



All Pedestrians 106 29.7 LOS C 0.79 0.79





MOVEMENT SUMMARY Site: 2014AM SSC NW AccessSleeman Sports Centre North-West AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Sleeman Sports Centre

1 L 30 27.6 1.0004 280.9 LOS F 3.4 29.2 1.00 1.21 7.0Approach 30 27.6 1.000 280.9 LOS F 3.4 29.2 1.00 1.21 7.0

East: Old Cleveland Rd4 L 5 0.0 0.972 8.2 LOS A 0.0 0.0 0.00 1.09 49.05 T 3714 2.9 0.972 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 3719 2.9 0.972 0.0 NA 0.0 0.0 0.00 0.00 60.0

West: Old Cleveland Rd11 T 1533 6.1 0.409 0.0 LOS A 0.0 0.0 0.00 0.00 60.012 R 21 25.0 1.0003 351.3 LOS F 3.0 25.1 1.00 1.16 5.7

Approach 1553 6.3 1.000 4.7 NA 3.0 25.1 0.01 0.02 53.2

All Vehicles 5303 4.0 1.000 3.0 NA 3.4 29.2 0.01 0.01 55.5

Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movementMinor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model used.

3 x = 1.00 due to short lane. Refer to the Lane Summary report for information about excess flow and related conditions.4 x = 1.00 due to minimum capacity



Project: J:\234000\234759-00 QLD State Velodrome\Work\Internal\Design\Transport\SIDRA\SSC NW Access.sip8000047, ARUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: 2014PM SSC NW AccessSleeman Sports Centre North-West AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




East: Old Cleveland Rd4 L 2 50.0 0.474 10.0 LOS B 0.0 0.0 0.00 1.20 49.05 T 1822 2.1 0.474 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 1824 2.2 0.474 0.0 NA 0.0 0.0 0.00 0.00 60.0


Approach 2945 1.5 0.739 1.8 NA 2.8 20.5 0.03 0.03 57.1

All Vehicles 4844 1.9 0.742 2.8 NA 3.7 27.6 0.03 0.04 55.7





MOVEMENT SUMMARY Site: 2014AM SSC NW Access -Design

Sleeman Sports Centre North-West AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




East: Old Cleveland Rd4 L 5 0.0 0.974 8.2 LOS A 0.0 0.0 0.00 1.09 49.05 T 3724 2.9 0.974 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 3730 2.9 0.974 0.0 NA 0.0 0.0 0.00 0.00 60.0


Approach 1576 6.2 1.000 3.9 NA 2.5 21.7 0.01 0.01 54.1

All Vehicles 5336 4.0 1.000 2.8 NA 3.4 29.4 0.01 0.01 55.8


3 x = 1.00 due to short lane. Refer to the Lane Summary report for information about excess flow and related conditions.4 x = 1.00 due to minimum capacity

Processed: Thursday, 27 March 2014 8:44:28 AMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: 2014PM SSC NW Access -Design

Sleeman Sports Centre North-West AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




East: Old Cleveland Rd4 L 2 50.0 0.482 10.0 LOS B 0.0 0.0 0.00 1.20 49.05 T 1849 2.1 0.482 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 1851 2.2 0.482 0.0 NA 0.0 0.0 0.00 0.00 60.0


Approach 2975 1.5 0.751 1.4 NA 2.3 16.6 0.02 0.03 57.8

All Vehicles 4901 1.8 0.794 2.8 NA 4.2 30.9 0.03 0.03 55.7





MOVEMENT SUMMARY Site: 2014AM SSC NE AccessSleeman Sports Centre NE AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 5 0.0 0.074 8.2 LOS A 0.0 0.0 0.00 1.06 49.02 T 415 4.2 0.074 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 420 4.2 0.074 0.1 NA 0.0 0.0 0.00 0.01 59.8

North: Tilley Rd8 T 69 9.8 0.019 0.0 LOS A 0.0 0.0 0.00 0.00 60.09 R 53 16.0 0.097 12.0 LOS B 0.3 2.6 0.48 0.75 45.7

Approach 122 12.5 0.097 5.2 NA 0.3 2.6 0.21 0.32 52.8

West: Sleeman Sports Centre10 L 33 16.1 0.049 10.8 LOS B 0.2 1.4 0.46 0.69 46.8

Approach 33 16.1 0.049 10.8 LOS B 0.2 1.4 0.46 0.69 46.8

All Vehicles 575 6.6 0.097 1.8 NA 0.3 2.6 0.07 0.12 57.3




Project: J:\234000\234759-00 QLD State Velodrome\Work\Internal\Design\Transport\SIDRA\SSC NE Access.sip8000047, ARUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: 2014PM SSC NE AccessSleeman Sports Centre NE AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 3 0.0 0.020 8.2 LOS A 0.0 0.0 0.00 1.03 49.02 T 109 6.2 0.020 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 113 6.0 0.020 0.2 NA 0.0 0.0 0.00 0.03 59.6

North: Tilley Rd8 T 109 3.3 0.029 0.0 LOS A 0.0 0.0 0.00 0.00 60.09 R 52 8.2 0.059 8.7 LOS A 0.2 1.5 0.23 0.60 48.3

Approach 161 4.8 0.059 2.8 NA 0.2 1.5 0.07 0.19 55.7

West: Sleeman Sports Centre10 L 79 8.0 0.076 8.4 LOS A 0.3 2.1 0.22 0.58 48.6

Approach 79 8.0 0.076 8.4 LOS A 0.3 2.1 0.22 0.58 48.6

All Vehicles 353 5.9 0.076 3.2 NA 0.3 2.1 0.08 0.23 55.0





MOVEMENT SUMMARY Site: 2014Sat SSC NE Access road peak

Sleeman Sports Centre NE AccessGiveway / Yield (Two-Way)


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 1 0.0 0.030 8.2 LOS A 0.0 0.0 0.00 1.08 49.02 T 169 3.8 0.030 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 171 3.8 0.030 0.1 NA 0.0 0.0 0.00 0.01 59.9


Approach 233 4.1 0.053 1.2 NA 0.1 0.9 0.04 0.08 58.1


Approach 79 2.7 0.078 8.5 LOS A 0.3 2.1 0.28 0.59 48.3

All Vehicles 482 3.7 0.078 2.0 NA 0.3 2.1 0.06 0.14 56.8





MOVEMENT SUMMARY Site: 2014Sat SSC NE Access event peak



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 1 0.0 0.027 8.2 LOS A 0.0 0.0 0.00 1.08 49.02 T 151 3.8 0.027 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 152 3.8 0.027 0.1 NA 0.0 0.0 0.00 0.01 59.9


Approach 189 4.0 0.044 1.0 NA 0.1 0.6 0.03 0.07 58.3


Approach 84 2.7 0.082 8.4 LOS A 0.3 2.2 0.26 0.59 48.4

All Vehicles 425 3.7 0.082 2.1 NA 0.3 2.2 0.07 0.15 56.5


Processed: Tuesday, 25 March 2014 1:48:39 PMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: 2014AM SSC NE Access -Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 5 0.0 0.074 8.2 LOS A 0.0 0.0 0.00 1.06 49.02 T 415 4.2 0.074 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 420 4.2 0.074 0.1 NA 0.0 0.0 0.00 0.01 59.8

North: Tilley Rd8 T 99 9.8 0.027 0.0 LOS A 0.0 0.0 0.00 0.00 60.09 R 63 16.0 0.116 12.1 LOS B 0.4 3.2 0.49 0.76 45.6

Approach 162 12.2 0.116 4.7 NA 0.4 3.2 0.19 0.30 53.4

West: Sleeman Sports Centre10 L 51 16.1 0.077 10.9 LOS B 0.3 2.2 0.47 0.71 46.7

Approach 51 16.1 0.077 10.9 LOS B 0.3 2.2 0.47 0.71 46.7

All Vehicles 633 7.2 0.116 2.1 NA 0.4 3.2 0.09 0.14 56.8





MOVEMENT SUMMARY Site: 2014PM SSC NE Access -Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 3 0.0 0.020 8.2 LOS A 0.0 0.0 0.00 1.03 49.02 T 109 6.2 0.020 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 113 6.0 0.020 0.2 NA 0.0 0.0 0.00 0.03 59.6


Approach 216 4.8 0.075 2.7 NA 0.3 1.9 0.07 0.19 55.8


Approach 118 8.0 0.114 8.4 LOS A 0.4 3.3 0.23 0.58 48.5

All Vehicles 446 5.9 0.114 3.6 NA 0.4 3.3 0.10 0.25 54.5





MOVEMENT SUMMARY Site: 2014Sat SSC NE Access road peak - Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 1 0.0 0.035 8.2 LOS A 0.0 0.0 0.00 1.08 49.02 T 199 3.8 0.035 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 200 3.8 0.035 0.0 NA 0.0 0.0 0.00 0.01 59.9


Approach 257 4.0 0.060 1.0 NA 0.1 0.8 0.03 0.07 58.4


Approach 89 2.7 0.091 8.6 LOS A 0.3 2.4 0.31 0.61 48.1

All Vehicles 546 3.7 0.091 1.9 NA 0.3 2.4 0.07 0.13 56.9





MOVEMENT SUMMARY Site: 2014AM SSC SE AccessSleeman Sports Centre South-East AccessRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 23 4.6 0.086 4.6 LOS A 0.4 3.0 0.07 0.45 53.12 T 420 4.2 0.086 2.7 LOS A 0.4 3.0 0.07 0.25 55.33 R 1 0.0 0.086 11.2 LOS B 0.4 3.0 0.07 1.08 47.4

Approach 444 4.2 0.086 2.8 LOS A 0.4 3.0 0.07 0.26 55.2

East: Access to bushland4 L 1 0.0 0.003 4.1 LOS A 0.0 0.1 0.14 0.35 53.05 T 1 0.0 0.003 2.8 LOS A 0.0 0.1 0.14 0.23 54.46 R 1 0.0 0.003 11.3 LOS B 0.0 0.1 0.14 0.81 47.2

Approach 3 0.0 0.003 6.1 LOS A 0.0 0.1 0.14 0.46 51.1

North: Tilley Rd7 L 1 0.0 0.014 4.4 LOS A 0.1 0.4 0.07 0.46 53.18 T 58 9.8 0.014 2.7 LOS A 0.1 0.5 0.06 0.24 55.49 R 12 0.0 0.014 11.2 LOS B 0.1 0.4 0.07 0.81 47.2

Approach 71 8.1 0.014 4.2 LOS A 0.1 0.5 0.06 0.34 53.7

West: SSC Access10 L 1 0.0 0.006 4.7 LOS A 0.0 0.1 0.28 0.40 51.211 T 1 0.0 0.006 3.3 LOS A 0.0 0.1 0.28 0.30 52.312 R 13 8.3 0.006 12.0 LOS B 0.0 0.1 0.29 0.66 46.2

Approach 15 7.1 0.006 10.9 LOS B 0.0 0.1 0.29 0.62 46.8

All Vehicles 533 4.8 0.086 3.2 LOS A 0.4 3.0 0.07 0.28 54.6

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections.Vehicle movement LOS values are based on average delay per movementIntersection and Approach LOS values are based on average delay for all vehicle movements.Roundabout Capacity Model: SIDRA Standard.SIDRA Standard Delay Model used.



Project: J:\234000\234759-00 QLD State Velodrome\Work\Internal\Design\Transport\SIDRA\SSC SE Access.sip8000047, ARUP PTY LTD, FLOATING

MOVEMENT SUMMARY Site: 2014PM SSC SE AccessSleeman Sports Centre South-East AccessRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 123 5.6 0.024 3.0 LOS A 0.1 0.8 0.08 0.27 54.9


Approach 3 0.0 0.003 6.1 LOS A 0.0 0.1 0.17 0.47 50.9


Approach 111 2.8 0.021 3.9 LOS A 0.1 0.6 0.06 0.33 53.9


Approach 17 0.0 0.006 10.4 LOS B 0.0 0.1 0.15 0.60 47.4






MOVEMENT SUMMARY Site: 2014Sat SSC SE Access Road Peak

Sleeman Sports Centre South-East AccessRoundabout


Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 182 3.5 0.036 2.9 LOS A 0.2 1.2 0.11 0.27 54.7


Approach 3 0.0 0.003 6.3 LOS A 0.0 0.1 0.22 0.48 50.6


Approach 203 3.1 0.039 3.9 LOS A 0.2 1.2 0.07 0.33 53.8


Approach 19 0.0 0.007 10.6 LOS B 0.0 0.1 0.19 0.61 47.1



Processed: Friday, 28 March 2014 2:39:24 PMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: 2014Sat SSC SE Access Event Peak



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 161 3.5 0.032 2.9 LOS A 0.1 1.1 0.09 0.27 54.9


Approach 3 0.0 0.003 6.3 LOS A 0.0 0.1 0.21 0.47 50.6


Approach 168 3.1 0.033 3.8 LOS A 0.1 1.0 0.08 0.32 53.9


Approach 27 0.0 0.010 10.3 LOS B 0.0 0.2 0.18 0.60 47.4






MOVEMENT SUMMARY Site: 2014AM SSC SE Access -Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 445 4.2 0.088 2.9 LOS A 0.4 3.1 0.13 0.27 54.5


Approach 3 0.0 0.003 6.1 LOS A 0.0 0.1 0.16 0.46 51.0


Approach 100 5.7 0.021 6.2 LOS A 0.1 0.6 0.07 0.41 51.3


Approach 16 7.2 0.007 10.9 LOS B 0.0 0.1 0.29 0.62 46.7






MOVEMENT SUMMARY Site: 2014PM SSC SE Access -Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 125 5.5 0.025 3.1 LOS A 0.1 0.9 0.15 0.28 54.2


Approach 3 0.0 0.003 6.2 LOS A 0.0 0.1 0.19 0.47 50.7


Approach 151 2.0 0.029 5.8 LOS A 0.1 0.8 0.07 0.40 51.7


Approach 19 0.0 0.007 10.5 LOS B 0.0 0.1 0.16 0.60 47.2






MOVEMENT SUMMARY Site: 2014Sat SSC SE Access Road Peak - Design



Mov ID TurnDemand

Flow HVDeg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate




Approach 207 3.6 0.041 2.9 LOS A 0.2 1.4 0.12 0.27 54.7


Approach 3 0.0 0.003 6.4 LOS A 0.0 0.1 0.23 0.48 50.5


Approach 231 3.1 0.044 4.0 LOS A 0.2 1.3 0.06 0.33 53.8


Approach 15 0.0 0.006 10.4 LOS B 0.0 0.1 0.21 0.60 47.2






Documents

Sleeman Sports Complex Initial Assessment Report ... · Appendix 15 . Traffic Report . Cox Architecture Pty Ltd . Qld State Velodrome. Transport - Community Infrastructure Designation