Proposed Mixed Use Development 300 George Street, Brisbane Traffic Engineering Report

Transcription

1 Proposed Mixed Use Development 300 George Street, Brisbane Traffic Engineering Report Bao Jia Development and Shayher Group Reference: 13BRT /10/2013

2 TTM Consulting Pty Ltd ABN Level 1/129 Logan Road, Woolloongabba PO Box 1310 Coorparoo BC QLD 4151 T: (07) F: (07) E: ttmbris@ttmgroup.com.au Rev Author Reviewed/Approved Description Date No. Name Signature 1 R. Watson Access Assessment 19/7/13 2 R. Watson DRAFT Preliminary Report 3 R. Bradley DRAFT Traffic Engineering Report 4 R. Bradley B. Camilleri Revised DRAFT Traffic Engineering Report 5 R. Bradley B. Camilleri Final Traffic Engineering Report 21/08/ /10/ /10/ /10/2013 Site: Proposed Mixed Use Development Reference: 13BRT0251 i

3 Table of Contents 1. Introduction Background Scope Site Location 2 2. The Proposed Development Development Profile Access Parking Servicing Bicycle Facilities 6 3. Existing Transport Infrastructure The Road Network Road Planning Public Transport Public Transport Planning Pedestrian and Cycle Facilities Car Parking Arrangements Council Parking Supply Requirement Proposed Parking Provision Car Park Layout External Parking Provisions Site Access Arrangements Constraints on Potential Access Locations Logic for Multiple Access Locations Proposed Access Arrangements Access Design BCC TAPS Policy Requirements North Quay Service Access North Quay Porte Cochere Access Adelaide Street Office/Retail Access Conclusion 22 Site: Proposed Mixed Use Development Reference: 13BRT0251 ii

4 6. Estimated Transport Demands Estimated Development Traffic Generation Estimated Development Traffic Distribution Estimated Pedestrian Generation and Distribution Existing (Surveyed) Peak Hour Traffic Volumes BCC Warrants for Traffic Impact Assessment Impact on Intersection Operations Introduction Results of SIDRA Analysis Potential Mitigation Measures for Ann Street / George Street Potential Mitigation Measures for George Street / Adelaide Street Summary Service Vehicle Arrangements Service Vehicle Requirements Proposed Service Vehicle Arrangements & Their Adequacy Refuse Collection Loading Dock Design and Manoeuvring Public Transport, Pedestrian & Bicycle Facilities Conclusions Car Parking Arrangements Site Access Arrangements Development Traffic Impacts Service Vehicle Arrangements Cyclist and Pedestrian Arrangements 48 Appendix A Code Assessment Tables 49 Appendix B Development Plans 72 Appendix C BCC Adelaide Street Concept Road Upgrades 82 Appendix D Site Access Swept Path Drawings 84 Appendix E Network Traffic Flow Diagrams 86 Appendix F Loading Dock and Service Vehicle Swept Path Drawings 102 Appendix G Detailed SIDRA Analysis Outputs 107 Site: Proposed Mixed Use Development Reference: 13BRT0251 iii

5 Table Index Table 2.1: Proposed Development Components 4 Table 3.1:Local Road Network Characteristics 7 Table 3.2:Nearby Public Transport Facilities 9 Table 4.1: Maximum BCC Allowable Parking Supply 11 Table 4.2: Car Park Design Aspects 13 Table 6.1: Ann Street / George Street - SIDRA Results Summary 34 Table 6.2: Ann Street / North Quay / Riverside Expressway - SIDRA Results Summary 35 Table 6.3: George Street / Adelaide Street - SIDRA Results Summary 35 Table 6.4: North Quay / Adelaide Street - SIDRA Results Summary 36 Table 6.5: Ann Street / George Street (Revised George Street Lanes) - SIDRA Results 38 Table 6.6: George Street / Adelaide Street (Revised BCC Configuration) - SIDRA Results 39 Table 7.1 Service Bay Requirements 41 Table 8.1 Bicycle Parking Requirement 45 Figure Index Figure 1.1: Site location 3 Figure 6.1: Development Peak Hour Traffic Generation Summary 25 Figure 6.2: Estimated Development Traffic Distribution 26 Figure 6.3: Expected Pedestrian Distribution/Routing 29 Figure 6.4: Expected Development Pedestrian Volume Increase in Peak Hours 30 Figure 6.5: Surveyed Peak Hour Traffic Volumes 31 Figure 6.6: Surveyed Peak Hour Pedestrian Volumes 32 Site: Proposed Mixed Use Development Reference: 13BRT0251 iv

6 Site: Proposed Mixed Use Development Reference: 13BRT0251 v

7 1. Introduction 1.1. Background TTM Consulting Pty Ltd (TTM) has been engaged by Bao Jia Development and Shayher Group to prepare a Traffic Engineering Report investigating the proposed Mixed-Use Development at 300 George Street in the Brisbane CBD. It is understood that report will be submitted in support of a development application to Brisbane City Council (BCC). It should be highlighted that the proposed site uses and development scheme has been openly communicated with BCC through the progression of the design staging, given significant input was required with respect to road planning and land dedications along the Adelaide Street frontage of the site affecting the overall development scheme. It is understood that BCC has been made aware of the development designs/plans and that BCC has agreed in principal to the overall scale/form of the site, and in particular traffic aspects such as access arrangements Scope This report investigates the transport aspects associated with the proposed development. The scope of the transport aspects investigated includes: Parking supply required to cater for development demands and BCC requirements Parking layout to provide efficient and safe internal manoeuvring Access configuration to provide efficient and safe manoeuvring between the site and the public road network Internal layout to provide efficient and safe internal manoeuvring for service vehicles Identification of likely traffic volumes generated by the development Assessment of the expected development traffic impacts on the surrounding road network Suitability of access and internal facilities to provide for pedestrian and cyclist operation Access to suitable level of public transport To assess the proposed transport arrangements, the development scheme have been assessed against the following guidelines and planning documents: BCC Brisbane City Plan 2000 (City Plan) Planning Scheme, specifically: - Brisbane City Centre Neighbourhood Plan; - Transport, Access, Parking and Servicing Code; Site: Proposed Mixed Use Development 1 Reference: 13BRT0251

8 - Transport, Access, Parking and Servicing Planning Scheme Policy (TAPS Policy); and - Transport and Traffic Facilities Planning Scheme Policy. Queensland State Development Assessment Provisions (SDAP) Australian Standards for Parking Facilities (AS2890) Department of Transport and Main Roads Road Planning and Design Manual Austroads Guide to Road Design' Austroads Guide to Traffic Management This report also includes an assessment against the following BCC and SDAP Codes which is included in Appendix A. BCC Transport, Access, Parking and Servicing Code SDAP Module 17.1 Public Passenger Transport State Code SDAP Module 17.2 Active Transport State Code SDAP Module 17.3 Land Use and Transport State Code SDAP Module 19.1 Access to State Controlled Road State Code SDAP Module 19.2 Development Adjacent to Railway, Busway and Light Rail State Code SDAP Module 19.3 Transport Infrastructure and Network Design State Code 1.3. Site Location The site is formally located at George Street in the Brisbane CBD, and occupies the entire city block bounded by Ann Street, George Street, Adelaide Street and North Quay, as shown in Figure 1.1. The site is identified as Lot 10 on B32361.The site is currently occupied by the former Brisbane Supreme and District Court building, which comprises a six-storey building in a U shaped configuration and a large central courtyard orientated to the George Street frontage. Vehicular access to the site is provided via a single driveway on Adelaide Street, located approximately 20m from the intersection with North Quay. The Information Memorandum released at the time of the sale of the property noted the existing area of the building to be 34,488 m² Gross Floor Area (GFA). Site: Proposed Mixed Use Development 2 Reference: 13BRT0251

9 Approximate Site Location Figure 1.1: Site location Map Source: Google & Nearmap Site: Proposed Mixed Use Development 3 Reference: 13BRT0251

10 2. The Proposed Development 2.1. Development Profile The proposal seeks the mixed use redevelopment of the site to create three separate towers set above a podium of three (3) storeys, together with basement car parking levels. Each tower is defined by a dominant use, namely a hotel tower of 32 storeys, a residential tower of 81 storeys and an office tower of 39 storeys. Hotel related uses and retail development occupy the podium levels to provide interest and activation to the street frontages. Table 2.1 below summarises the key components of the development and the associated quantum of GFA and uses. Throughout this report, GFA is defined as per the BCC City Plan. Table 2.1: Proposed Development Components Component Use Area/No. Basement Levels 1-7 BOH and Car parking 3,564m² GFA (BOH on B1 &B2) 943 parking spaces (B1 B7) Ground (Level 1) Retail 2,500m² GFA Podium Level 2 Retail/Restaurant 5,230m² GFA Podium Level 3 Hotel related activities 6,074m² GFA Hotel Tower (Levels 4 32) Hotel 305 rooms (21,172m² GFA) Residential Tower (Levels 4 81) Residential / Serviced Apartment 428 Units / 876 bedrooms (68,781m² GFA) 67 x 1 Bedroom 268 x 2 Bedroom 72 x 3 Bedroom 12 x 4 Bedroom Office Tower (Levels 4 39) Office 58,209m² GFA Total Development GFA 165,530 m² GFA A copy of the proposed development plans (site plan, podium and basement plans) prepared by DBI and Zenx Architects is included in Appendix B. Site: Proposed Mixed Use Development 4 Reference: 13BRT0251

11 2.2. Access The development plans provide three access driveways, detailed as follows: North Quay (Service Vehicles) o o o o o 7.5m wide Type B2 crossover Left-In/Left-Out vehicle movements Located on the north-west side of the site road frontage Priority controlled Used by service vehicles only North Quay (Porte Cochere & Residential/Hotel Access) o o o o o 8.0m wide Type B2 crossover Left-In/Left-Out vehicle movements Located mid-block on the site road frontage Priority controlled Provides direct access to the Hotel Porte Cochere and express ramp to/from basement car park for hotel and residential vehicular traffic. Adelaide Street (Office/Retail Access) o o o o o Separated Type C access integrated with turn lanes on Adelaide Street Left-In/Left-Out vehicle movements Located mid-block on the site road frontage Priority controlled Provides access to/from basement car park for office and retail traffic. Further details in relation to the proposed access arrangements are provided in Section Parking The development proposed provides 7 levels of basement parking and a total parking supply of 943 spaces. The parking supply is allocated as follows: 459 parking spaces for residential use (inclusive of 21 visitor parking spaces); and 484 parking spaces for non-residential use, split between the office, hotel and retail use. Site: Proposed Mixed Use Development 5 Reference: 13BRT0251

12 Further details in relation to the proposed parking provisions and car park design is included in Section Servicing The development proposal provides a consolidated service area/loading dock in Basement Level 1. This area provides 2 x LRV bays, 2 x MRV bays, 2 x SRV bays and 4 x VAN bays. The loading dock will be centrally managed by a dock manager for shared use with all components of the site. Access to this service area is provided via the dedicated servicing driveway and access onto North Quay. Further details in relation to the proposed servicing provisions are included in Section Bicycle Facilities The development proposal provides a total of 892 bicycle parking spaces, allocated as follows: 348 staff bicycle parking spaces for use by office/retail/hotel staff; 116 visitor bicycle parking spaces for all site uses; and 428 resident bicycle parking spaces. Additional end of trip facilities, including lockers, showers and toilets is also provided for staff use. Further details in relation to the proposed bicycle facilities are included in Section 8. Site: Proposed Mixed Use Development 6 Reference: 13BRT0251

13 3. Existing Transport Infrastructure 3.1. The Road Network The majority of roads in the vicinity of the subject site are controlled by Brisbane City Council (BCC). The notable exception to this is the Pacific Motorway / Riverside Expressway which is controlled by the Department of Transport and Main Roads (DTMR). The characteristics of roads in the local network are detailed in Table 3.1. Table 3.1:Local Road Network Characteristics Road Speed Limit Configuration Classification Authority George Street 40kph One-way NW-bound, 3-4 lanes Suburban Route BCC Adelaide Street 40kph Two-way, 4 lanes (incl. 2 bus lanes) District Access BCC North Quay 40kph One-way SE-bound, 3 lanes (incl. 1 bus lane) Suburban Route Ann Street 60kph One-way SW-bound, 3-4 lanes Arterial Route BCC Turbot Street 60kph One-way NE-bound, 3-4 lanes Arterial Route BCC Victoria Bridge 50kph Two-way, 4 lanes (incl. 2 bus lanes) Arterial Route / Busway Pacific Motorway / Riverside Expressway 60-80kph BCC BCC Two-way, 6-8 lanes Motorway DTMR All of the major intersections surrounding the proposed development site are signalised, aside from a number of the on/off ramps on Ann Street and Turbot Street which provide gradeseparated access to/from the Pacific Motorway / Riverside Expressway Road Planning BCC has advised that they proposed to construct a busway entry/exit portal on Adelaide Street, opposite the site, to connect to a planned new underground busway network running along George Street. It is understood this portal will be installed in the middle lanes of the road, in between at-grade traffic lanes on the outside (one in each direction) servicing through movements between George Street and North Quay. All existing bus stops along the Adelaide Street frontage of the site (and also the opposite frontage to Brisbane Square) are to be removed. At the George Street / Adelaide Street intersection, it is also proposed that through access for NE-bound traffic will be allowed for buses only, with all other traffic required to turn left onto George Street. Site: Proposed Mixed Use Development 7 Reference: 13BRT0251

14 To accommodate this widening, it is understood that a land dedication in the order of 8.5m is required from the Adelaide Street site frontage. Whilst BCC noted there currently is no timing, funding or firm commitment to this upgrade project, it is policy to assume it will happen and therefore the land requirement over the subject site should be observed. It is understood that BCC has agreed for this road widening to be provided in the form of volumetric easement/dedication, to allow for the basement levels to be constructed below the footpath/road widening at a suitable level, as is reflected in the proposed development plans. A copy of a preliminary concept plan showing the future form of Adelaide Street has been provided by BCC is provided in Appendix C. Notably, this plan shows integration with the proposed site access onto Adelaide Street and provision for dedicated deceleration/ingress and acceleration/egress traffic lanes on Adelaide Street. DTMR have advised that the existing clearance (i.e. structure to structure) between the motorway on-ramp on Ann Street will need to be increased from the existing 3m to the court building, to 6m from any proposed building. It is also understood that building ground floor setbacks will be required along all road frontages to facilitate the following minimum footpath widths: 5.0m wide footpath along George Street 3.0m wide footpath along Ann Street past the Pacific Motorway/Riverside Expressway on-ramp. 3.75m wide footpath along North Quay 3.75m wide footpath along Adelaide Street (included in road widening requirement, so no building setback from new boundary/easement line is required) 3.3. Public Transport The site is located in the Brisbane CBD and consequently has comprehensive access to an extensive range of public transport facilities and services, as summarised in Table 3.2. Site: Proposed Mixed Use Development 8 Reference: 13BRT0251

15 Table 3.2:Nearby Public Transport Facilities Location Type Proximity Extent of Provisions Adelaide Street On-street bus stops 0 to 450m to northeast of site ~19 bus stops, servicing >50 different bus routes and ~200 buses per hour in peak periods King George Square Busway Station 200m to northeast of site Queen Street Busway Station 200m to northeast of site Cultural Centre Busway Station 450m to southwest of site Roma Street Train and Busway stations 500m to northwest of site Central Station Train Station 500m to northeast of site South Brisbane Station Train Station 600m to southwest of site 2 platforms, servicing >10 different bus routes and ~110 buses per hour in peak hour periods 3 platforms, servicing >35 different bus routes and ~150 buses per hour in peak periods 2 platforms, servicing >65 different bus routes and ~400 buses per hour in peak periods 2 busway platforms and 8 rail platforms. Bus platforms service >20 different bus routes and ~150 buses per hour in peak periods. Train platforms service all Brisbane CityTrain routes and ~45 trains per hour in peak periods 6 rail platforms, servicing all Brisbane CityTrain routes and ~50 trains per hour in peak periods 2 rail platforms, servicing 4 different rail lines and >20 trains per hour in peak periods 3.4. Public Transport Planning It is understood that the existing bus stops located on the Adelaide Street and North Quay frontages of the site will be removed in the first half of 2014, regardless of the status of the proposed George Street bus tunnel project and access portal onto Adelaide Street. All services currently utilising these bus stops will be relocated. Site: Proposed Mixed Use Development 9 Reference: 13BRT0251

16 3.5. Pedestrian and Cycle Facilities The Brisbane CBD area provides exceptional pedestrian facilities, generally with wide boulevard type footpaths on both sides of all roads, and crossings on most legs of signalised intersections. The site is also located in close proximity to two river crossing points for pedestrians and cyclists; Victoria Bridge (located 150m to the south-east of the site) and the Kurilpa Bridge (located 250m to the north-west of the site). Formal on-street cycle provisions are provided on Victoria Bridge, Adelaide Street, and George Street (to the north-west of the site). Two CityCycle docking stations are located within 50m of the site, on George Street and Adelaide Street. The King George Square Cycle Centre is also located 250m to the north-east of the site. Site: Proposed Mixed Use Development 10 Reference: 13BRT0251

17 4. Car Parking Arrangements 4.1. Council Parking Supply Requirement Based on the proposed development land uses outlined in Table 2.1, and the parking supply requirements outlined in the BCC City Plan City Centre Neighbourhood Plan and Transport, Access and Servicing Code, the allowable on-site parking supply for the development is detailed in Table 4.1. Table 4.1: Maximum BCC Allowable Parking Supply Use Quantity Maximum Council Parking Rate Maximum Permissible Parking Spaces Residential Dwellings: Resident Parking Visitor Parking 876 bedrooms 428 units 0.5 per bedroom 1 per 20 units 438 spaces 21 spaces Non-Residential Uses 96,749 m² GFA 1 per 200m² GFA 484 spaces TOTAL 943 spaces With respect to Persons with Disabilities (PWD) parking provisions, the following provisions are required in line with the requirements of the National Construction Code (NCC): Residential / Class 2 Building 1 PWD space per % of accessible unit Hotel / Class 3 Building 1 PWD space per % of accessible units Office / Class 5 Building 1 PWD space per 100 standard spaces Retail / Class 6 Building 1 PWD space per 50 standard spaces 4.2. Proposed Parking Provision The development provides a total of 943 parking spaces, allocated as follows: Residential Parking 438 resident parking spaces, including 2 PWD spaces. 21 residential visitor parking spaces, including 2 PWD spaces. The residential parking provision of 459 spaces is equal to the maximum allowable BCC provision of 459 spaces, as per Table 4.1. It is understood there is no requirement for accessible units in the residential tower. As such, no PWD provisions are necessary under the NCC. Regardless, a total of 4 PWD spaces have been provided for this use, split between resident and visitor parking. Site: Proposed Mixed Use Development 11 Reference: 13BRT0251

18 Non-Residential Uses Parking 484 non-residential parking spaces, including 14 PWD spaces. The non-residential parking provision of 484 spaces also meets the maximum allowable BCC provision of 484 spaces, as per Table 4.1. It is understood that the hotel contains 13 (4.3%) accessible units. As such, the minimum provision for PWD spaces is approximately 5 PWD bays. This leaves a total of 9 PWD bays for the other non-residential uses, which is equivalent to a parking rate of 1 PWD space per 42 standard spaces. This PWD provision exceeds the minimum PWD provisions required for either a Class 5 or 6 building under the NCC. As such, the proposed non-residential PWD parking provision meets the requirements of the NCC. Based on the above information, the proposed parking provision of 943 parking spaces is consistent with BCC requirements and is therefore considered acceptable Car Park Layout The development proposal provides seven combined basement levels of parking. The design of the proposed development car parking levels has been assessed against the requirements of both the BCC City Plan Transport, Access, Parking and Servicing Planning Scheme Policy (TAPS Policy) and Australian Standard for Parking Facilities - Part 1: Off-Street Car Parking (AS2890.1). It should be highlighted that the design aspects of the basement car parking levels have largely been dictated by the layout of the site with multiple towers at varying locations on the site, and significant structural requirements for these towers transferring through to the foundations. With the complexity of trying to integrate these three separate towers with a unified podium and basement area, it was considers necessary to rationalise the basement car parking areas with respect to suitable design arrangements/aspects. TTM considers that a mixture of BCC TAPS Policy and AS design alternatives is a suitable performance, due to these factors, in this instance. Table 4.2 identifies the characteristics of the proposed parking area with respect to the BCC TAPS Policy design solutions. The last column identifies the compliance of each design aspect. Where the design solutions outlined in the BCC TAPS Policy are not observed, further information justifying an alternative AS compliant solution is provided following the table. Site: Proposed Mixed Use Development 12 Reference: 13BRT0251

19 Table 4.2: Car Park Design Aspects Design Aspect Parking space length: Standard bay Small car bay* Parallel bay PWD bay Parking space width: Standard bay Small car bay Parallel bay PWD bay Aisle Width: Parking aisle (90 angle parking) Parking aisle (45 & parallel parking) Circulation road/ ramp (one-way) Circulation road/ ramp (two-way) Parking envelope clearance space adjacent to wall Maximum Gradient: PWD parking Parking bay Parking aisle Ramp Maximum Gradient Transitions Bind Aisle Extension Height Clearance General Minimum PWD Space BCC TAPS Policy Provision 5.4m (min) 5.0m (min) 6.0m (min) 5.4m (min) m 2.3m (min) 2.4m (min) 3.2m (min) 6.2m (min) - 3.0m (min) 5.5m (min) Space 0.3m clear of wall 1:40 (2.5%) 1:15 (6.7%) 1:20 (5.0%) 1:6 (16.7%) 1:12 (8.0%) 2.0m or 8.0m aisle behind final space 2.3m 2.5m Alternative Requirement (AS2890.1) 5.4m (min) 5.0m (min) 5.9m (min) 5.4m (min) m 2.3m (min) 2.1m (min) 2.4m + 2.4m Shared Area adjacent to bay 5.8m (min) 3.7m (min) oneway 3.0m (min) 5.5m (min) Space 0.3m clear of wall 1:40 (2.5%) 1:20 (5.0%) 1:16 (6.25%) 1:5 (20%) 1:8 (12.5%) crest 1:6.7 (15%) sag Proposed Provision 5.4m 5.0m 6.0m 5.4m 2.5m 2.3m (min) 2.1m 2.4m + 2.4m Shared Area adjacent to bay 6.0m (min) 3.8m (min) 3.0m (min) 5.5m (min) Spaces offset 0.3m from adjacent walls Flat 1:20 (5.0%) 1:20 (5.0%) 1:6 (16.6%) Compliance Council Compliant Alternative Solution Alternative Solution Council Compliant Council Compliant Council Compliant 1:10 (10.0%) Alternative Solution 1.0m 1.0m (min) Alternative Solution 2.2m 2.5m Floor-to-ceiling height generally 2.7m in basement Provision for structural and services design will work around these height requirements. Council Compliant Site: Proposed Mixed Use Development 13 Reference: 13BRT0251

20 The proposed car park layout generally meets the design solutions outlined in the BCC TAPS Policy, however, the following design aspects have been resolved with alternative solutions. Angle Parking Space Widths For the mixture of uses within the site, the following minimum angle parking bay widths are outlined as per Table 16 of the BCC TAPS Policy: Office spaces (Class 1) -2.4m wide Retail spaces(class 2) - 2.5m wide Hotel/Resident spaces (Class 3) - 2.6m wide Given that the site proposes a different mixture of parking spaces in combined basements (with different levels of the basement servicing different parking purposes), TTM consider it is more appropriate to adopt a common parking space width for all spaces within the car park. A consistent 2.5m width was adopted for all standard angle parking spaces, as a middle ground between the different requirements of Classes 1, 2 and 3. Notwithstanding the above information, TTM consider that all parking spaces in the car park are generally medium/long term parking duration and low-turnover. The office, hotel and residential use parking spaces are all classified as user class Type 1A under AS2890.1, with a minimum required parking bay width of 2.4m. The retail use parking spaces are generally classified as user class Type 2 under AS2890.1, with a minimum required parking bay width of 2.5m. As such, the proposed provision of 2.5m parking spaces throughout the car park is consistent with the alternative requirements of AS Parallel Parking Space Width The BCC TAPS Policy details that parallel parking bays should have a minimum width of 2.4m. The proposed plans provide parallel bays with widths of 2.1m, consistent with the requirements of AS All of the parallel parking bays provided with the basement car park will be designated for hotel and residential use, with wide access aisles adjacent to the bays. Considering also these spaces are low-turnover, it is considered acceptable for Australian Standard compliant bay widths to be provided. PWD Bay Configuration and Width The BCC TAPS Policy details that the dimensions of a PWD bay be 3.2m wide x 5.4m long, while AS specifies that a PWD bay be 2.4m wide x 5.4m long and be situated adjacent to a clear shared area also measuring 2.4m x 5.4m. Site: Proposed Mixed Use Development 14 Reference: 13BRT0251

21 The development proposal provides an Australian Standards compliant PWD bay arrangement and is therefore considered acceptable in accordance with building certification under the requirements of the Building Code of Australia (BCA). Parking Aisle Width The BCC TAPS Policy details minimum parking aisle widths of 6.2m. The proposed plans provide consistent 6.0m wide parking aisle throughout the basement areas. This parking aisle width is 0.2m wider than the minimum 5.8m width required under AS for access to user class Type 1A and 2 parking spaces. Given the low turnover nature of the car parking area and familiarity of most users of the car park (i.e. primary parking for residents and office workers), the proposed parking aisle width in combination with the 2.5m wide parking spaces is considered acceptable based on the design exceeding the minimum AS requirements. Maximum Grade Transition The BCC TAPS Policy details transitions at any change in grade that exceeds 1:12.5 (8%). The development proposes provide 1:10 (10%) transitions at the bottom and top of ramps within the car parking area. The proposed transitions are consistent with allowances under AS2890.1, which have been empirically tested as being adequate to prevent vehicle scraping/bottoming out. Blind Parking Aisle Extension The BCC TAPS Policy details that aisle extensions of 2m should be provided at the end of blind parking aisles, or otherwise a widened parking aisle of 8.0m behind the last space. There are only a small number of blind aisle throughout the basement, with the design developed to provide the maximum amount of continuous circulation aisles as possible. In the instances where there are blind aisle, aisle extensions a minimum of 1.0m in length have been provided to assist manoeuvring from the final spaces, in accordance with the requirements of AS With the public non-residential parking areas of the basement, blind aisles greater than 6 parking spaces wide have provision for a vehicle turn around bay at the end of the aisle. Based on the information provided above, TTM considers the proposed car parking layout is generally acceptable through compliance with a combination of design aspects from the BCC TAPS Policy and AS Site: Proposed Mixed Use Development 15 Reference: 13BRT0251

22 4.4. External Parking Provisions In addition to the internal car parking arrangements, it is proposed that the existing indented set-down/loading bay provided on George Street will be retained and expanded to accommodate a total of 3 cars simultaneously. The indented bay will be located to ensure a residual minimum 5.0m wide footpath is still provided along the full George Street frontage of the site. A separate indented coach set-down bay will also be provided along the North Quay frontage of the site, between the Porte Cochere/residential access location and the intersection with Adelaide Street. This indented bay will be long enough to accommodate a single coach at a time. It is understood that BCC has accepted these proposed external indented parking bay provisions through numerous design workshops and meetings. Site: Proposed Mixed Use Development 16 Reference: 13BRT0251

23 5. Site Access Arrangements 5.1. Constraints on Potential Access Locations There are a number of physical and operational constraints around the site boundary which have implications for potential vehicular access locations. These include: George Street The high pedestrian volumes on George Street make it generally undesirable to locate a vehicular access on this frontage. Ann Street The Pacific Motorway/Riverside Expressway on-ramp on Ann Street along the full frontage of the site makes it impossible for a vehicular access from this road frontage. Adelaide Street The existing access for the site is located on Adelaide Street, as such this is considered a suitable road frontage for position of a new site access. As previously noted in Section 3.2, significant changes to the form of Adelaide Street is planned based on the provision for a new busway tunnel portal and realignment of at-grade traffic lanes running between North Quay and George Street. Given a through traffic lane is still proposed to be provided along the frontage of the site for the future arrangement, this allows a potential for a Left-In/Left-out site access to be provided. North Quay The footpath along the frontage of the site generally experiences low pedestrian traffic. In addition, the existing bus stop along the kerbside lane of North Quay are planned to be removed in the first half of 2014, as previously detailed in Section 3.4. Given the upstream traffic signals at Ann Street filter traffic travelling along North Quay past the site, TTM consider this will provide regular gaps in traffic and allow for a high level of service for entering/exiting vehicles for any potential development site access on this road frontage. Given the upwards gradient of North Quay, it is expected that site access towards the north of the frontage are more suitable to match in with internal basement ramping arrangements. As such, TTM consider that North Quay is the most suitable road frontage to function as the primary site access. Given the above constraints, TTM consider that Adelaide Street and North Quay are the two only viable road frontages to provide access to the development site. Site: Proposed Mixed Use Development 17 Reference: 13BRT0251

24 5.2. Logic for Multiple Access Locations For a development of this scale, TTM consider is essential that multiple access points, potentially on different road frontages, are provided for the site. The information below outlines the various justifications and benefits towards adopting multiple access points for the development site. Minimising Conflict between Different Types of Traffic There are three distinct types of traffic that will be generated by the proposed development, as follows: Residential and hotel traffic which will largely be outbound in the morning peak and inbound in the afternoon peak Office and retail traffic which will largely be inbound in the morning peak and outbound in the afternoon peak Service vehicles Ideally these types of traffic should be provided with separate driveway accesses to maximise the tidal nature of individual driveways so as to minimise conflict, and also to eliminate the interaction between light and heavy vehicles. Minimising Impact by 'Spreading the Load' Providing a single driveway access to service ~940 parking spaces could potentially result in unacceptable queuing and delays, with potential for impact on the external road network. Spreading any impact over multiple accesses on different road frontages minimises any potential adverse effects. Capacity and Redundancy A 'rule of thumb' often applied to car park design is to provide a driveway access for every 500 parking spaces (or part thereof). Application of this rule to the proposed development indicates that two driveway accesses should be provided to cater for the ~940 parking spaces. The provision of multiple access driveways also provides redundancy, assuming interconnection between the different parking areas, ensuring access is maintained in case either one of the accesses is blocked for any reason. This is particularly relevant in this case of Adelaide Street, where there is the potential for restrictions to use of an access on this frontage in the future caused by construction of the bus tunnel portal and associated road works on Adelaide Street. Site: Proposed Mixed Use Development 18 Reference: 13BRT0251

25 Based on the above information, TTM consider that multiple access points for the development site is an essential requirement from a traffic operations and efficiency perspective Proposed Access Arrangements The proposed development plans include provisions for three separate access driveways. The function of each of these accesses is detailed as follows. Hotel Porte-Cochere and hotel / residential parking access. This is to be located on North Quay approximately 45m from Ann Street. It will allow for both entry and exit of residential and hotel related traffic. The access will primarily service light vehicles, however, a small number of private charter vehicles (i.e. limousines or mini-buses) may utilise the access to pick-up/drop-off hotel guests using the Porte Cochere. Given the one way nature of North Quay, this access will be restricted to Left-In/Left-Out operation. Service vehicle / loading dock access. This is to be located on North Quay approximately 20m from Ann Street and will provide direct access to the combined loading dock servicing the entire site. The access will allow for both entry and exit of service vehicles and once again will be restricted to Left-In/Left-Out operation. Office / retail parking access. This is to be located midblock on Adelaide Street (approximately 40 from North Quay). It will allow for both entry and exit of office and retail traffic (light vehicles only) and will be restricted to Left-In/Left-Out operation given future arrangements on Adelaide Street. It is understood that numerous discussions and meetings/workshops have taken place between the applicant and BCC through the design development process to resolve the access locations. It is understood that BCC have now provided in-principal support for the proposed access, locations, uses and configurations. Furthermore, the design of the upgrades to Adelaide Street prepared by BCC (as presented in Appendix C) provide allowance for a dedicated kerb-side entry deceleration lane, and separate departure lane on Adelaide Street in support of a proposed development access along this frontage. Site: Proposed Mixed Use Development 19 Reference: 13BRT0251

26 5.4. Access Design BCC TAPS Policy Requirements With regard to site access, the BCC TAPS Policy generally outlines that the following provisions are necessary: Separated Type C driveway crossovers for high-turnover driveways servicing large car parks onto Major Roads. Service vehicle accesses are designed to accommodate the swept path of the largest service vehicle anticipated to use the access. Accesses fronting onto Major Roads are not located; - less than 30m from a major intersection - less than 15m from an adjacent access Sufficient sight distance for vehicles exiting the access onto the external road network. Adequate on-site queuing capacity to cater for the expected inflow/outflow queuing without having adverse impacts on external road network or internal operations. The first 6m of driveway inside the site boundary is to be no steeper than 1:20 (5%) North Quay Service Access The proposed North Quay service vehicle access will provide a 7.5m wide Type B2 driveway crossover. This crossover is of sufficient width to facilitate access for service vehicles up to the size of a BCC Large Rigid Vehicle (LRV) in accordance with Table 9 of the BCC TAPS Policy. The access driveway is located approximately 20m from the departure side of the Ann Street / North Quay signalised intersection. Although this is less than the generally required 30m separation, this is considered the most suitable location for the service vehicle access in order to achieve suitable height clearance to access the loading dock, given this is the lowest point of the site. In addition, given the access is located on the departure side of the intersection and North Quay is one-way only, the operation of the access will not adversely impact on the intersection and vice versa (e.g. external queuing will not block the access). The signals will also provide vehicles with suitable gaps in which to exit onto North Quay during the intergreen periods between the different phases of the signals. In general, there is ample sight distance from the access location looking along North Quay to the north. The circulation road leading off from the driveway crossover is 40m long before reaching the loading area, providing sufficient internal queuing capacity. The driveway is sloped at no more than 1:20 (5%) over the first 7m inside the property boundary. Site: Proposed Mixed Use Development 20 Reference: 13BRT0251

27 North Quay Porte Cochere Access The proposed North Quay access for the Porte Cochere and Hotel/Residential car park provides an 8.0m wide Type B2 driveway crossover. This crossover width has been tested to confirm that there is sufficient space for two light vehicles (B99 s) to pass simultaneously, which is expected will occur frequently. The site access and Porte Cochere has also been tested against the requirements of a number of larger charter vehicles that would be expected to access the drop-off area of the Porte Cochere (i.e. hotel patrons arriving in limousines, mini-buses). The access is of suitable width to facilitate these vehicle swept paths. A copy of the swept path assessment showing different vehicle movements at this access is included in Appendix D for reference. The access driveway is located approximately 40m from the departure side of the Ann Street / North Quay, and 30m from the approach to the future location of the North Quay / Adelaide Street intersection. In general, there is ample sight distance from the access location looking along North Quay to the north. It is proposed that the roundabout leading in off the driveway will be line-marked to provide right of way for entering vehicles, to ensure that entering vehicles are not forced to stop after entering the site, and providing sufficient internal queuing space. The driveway and internal roundabout are graded at no more than 1:20 (5%) Adelaide Street Office/Retail Access The proposed Adelaide Street access for the office/retail parking areas provides a separated Type C style access, which is integrated with proposed new kerbside deceleration and acceleration lanes on Adelaide Street. This design has been dictated by BCC, based on the concept Adelaide Street upgrade plans provided in Appendix C. The access is located mid-block along Adelaide Street, approximately 40m from the intersections with both North Quay and George Street. As the access will provide a dedicated exit lane onto Adelaide Street, vehicles exiting the site will essentially not be required to give way to through traffic on Adelaide street, apart from bicycles travelling along the shared kerbside bicycle/ingress traffic lane. Regardless, there is unrestricted sight distance towards the North Quay end of Adelaide Street from the access location. The circulation road leading off from the driveway crossover is over 30m long before reaching the first internal conflict point providing sufficient internal queuing capacity. The first 10m of the driveway within the site is graded at no more than 1:20 (5%). Site: Proposed Mixed Use Development 21 Reference: 13BRT0251

28 5.5. Conclusion It is recognised that the potential access locations for the site is limited based on the function and configuration of the frontage roads surrounding the site. Multiple access points are considered necessary to suitably separate the different vehicular demands of the site and provide adequate flexibility/redundancy. The proposed three accesses generally comply with the design provisions outlined in the BCC TAPS Policy. Given that BCC has also given inprincipal support for the proposed access locations, uses and arrangements, overall TTM considers the proposed access arrangements are acceptable. Site: Proposed Mixed Use Development 22 Reference: 13BRT0251

29 6. Estimated Transport Demands 6.1. Estimated Development Traffic Generation For the purposes of estimating the traffic generation potential of the proposed development, the following traffic generation rates for the various land uses were adopted: Residential Dwellings Guidance on the traffic generation rates to adopt for these inner city high density residential dwellings was sought from the recently published NSW Government Roads and Maritime Services (RMS) Guide to Traffic Generating Developments, Updated Traffic Surveys document, which was released in August The document indicates that, based on the findings of 10 recent surveys of high density residential developments in the inner Sydney City, the following traffic generation characteristics are apparent: AM Peak Hour 0.19 vehicles per hour (vph) per unit PM Peak Hour 0.15 vph per unit The document also provide equivalent traffic generation rates per parking space and per bedroom. For the purposes of this assessment, however, it was determined that the per unit factor would produce the greatest traffic generation estimate so this was conservatively adopted. Office Parking Rather than estimate traffic generation based on the area of office space, as is generally outlined in the RMS Guide to Traffic Generating Developments, given the site provides significantly less parking for office uses, TTM consider that the traffic generation of this component of the site should more accurately be based on the number of parking spaces. Recent surveys undertaken by TTM at other office car parks in the Brisbane CBD have established that the following typical traffic generation rates are apparent: AM Peak Hour 0.6 vph per parking space PM Peak Hour 0.45 vph per parking space. A reduced PM peak hour traffic generation is generally apparent for these types of parking uses, primarily due to the fact that the morning traffic is more concentrated (i.e. office workers all generally arrive at work over a short period between 7:30-9:00am) while evening traffic is more spread out with different times finishing work (i.e. finishing time for workers is more spread out, with some leaving early while others may stay back later). Site: Proposed Mixed Use Development 23 Reference: 13BRT0251

30 Hotel Parking Once again it is expected that the traffic generation potential of the hotel use will be significant below generally published rates in the RMS Guide to Traffic Generating Developments, based on the reduced parking provision for the site use. A general traffic generation rate of 0.4 vph per occupied unit is apparent for motels where parking provisions are 1 space per unit. As such, it would be logical to assume that a traffic generation rate of 0.4 vph per parking space is suitable. TTM has decided to adopt traffic generation rates slightly higher than this to account for additional trips related to taxi pick up/drop-off etc. As such, the following traffic generation rates were adopted: AM Peak Hour 0.6 vph per parking space PM Peak Hour 0.6 vph per parking space. Retail Parking The retail parking traffic generation was based on the assumption that most parking durations will be quite long (i.e. in the order of 1.5 hours). With each car park occupation generating two trips (one inbound and one outbound) it is expected that the generation will be in the order of 1.5 vph per hour. Given most retail uses will only just ben opening in the AM peak hour, it is assumed that the morning generation to be significantly lower than the PM peak hour. As such, the following traffic generation rates were adopted: AM Peak Hour 1.0 vph per parking space PM Peak Hour 1.5 vph per parking space. To calculate the expected traffic generation of the site, it was considered necessary to assume the mixture of non-residential parking spaces between the office, hotel and retail uses. The mixture used when determine the traffic generation was based on the maximum parking supply for each separate use based on the maximum parking provision of 1 space per 200m² GFA. Once the generation of each site use was determined, it was necessary to then apply factors to split the traffic between inbound and outbound vehicular movements for the different peak hour periods. The inbound/outbound distribution of development traffic was assumed as follows: Residential traffic is primarily outbound in the AM peak hour and inbound in the PM peak hour. TTM traffic surveys indicate this directional split is generally in the order of 85%/15% in the AM peak hour and 15%/85% in the PM peak hour. Site: Proposed Mixed Use Development 24 Reference: 13BRT0251

31 Office traffic is primarily inbound in the AM peak hour and outbound in the PM peak hour. TTM traffic surveys indicate this directional split is in the order of 15%/85% in the AM peak hour and 85%/15% in the PM peak hour. Hotel traffic was assumed to be relatively balanced in both peaks, although slightly weighted towards outbound in the AM peak hour and inbound in the PM peak hour (i.e. even number of inbound and outbound taxi movements in both peak periods and tidal nature of guest parked vehicles similar to residential vehicles). A ratio of 60%/40% in the AM peak hour and 40%/60% in the PM peak hour was adopted. Retail traffic is primarily inbound in the AM peak hour, and equal in the PM peak hour. A ratio of 75%/25% in the AM peak hour and 50%/50% in the PM peak hour were adopted. Based on the traffic generation rates outlined above and development schedule, the nonservice vehicle development peak hour traffic generation is expected to be as detailed in Figure 6.1. Figure 6.1: Development Peak Hour Traffic Generation Summary Site: Proposed Mixed Use Development 25 Reference: 13BRT0251

32 6.2. Estimated Development Traffic Distribution Given the sites location in essentially the centre of the metropolitan Brisbane area, it was assumed that the development traffic would route equally to all surrounding areas (north, south, east and west). The south and east gateways are serviced by the Pacific Motorway / Riverside Expressway, west gateway by Coronation Drive / Milton Road and north gateway by Bowen Bridge Road. A summary of the detailed percentage splits of development traffic on the surrounding roads, for all the different uses, is included in the traffic flow diagrams provided in Appendix E. A summary of the estimated total development traffic distribution around the periphery of the site is detailed in Figure 6.2. Legend 123 / 456 = AM / PM 0 / 0 0 / / / 6 0 / 0 George St 38 / / / / / 0 0 / 0 46 / 30 0 / 0 72 / 59 0 / 0 Ann St 44/ / 114 SUBJECT SITE 43 / / / / / / 164 Adelaide St 0 / 0 North Quay 0/ 0 Figure 6.2: Estimated Development Traffic Distribution Site: Proposed Mixed Use Development 26 Reference: 13BRT0251

33 It should be highlighted that the traffic distributions assumed for this assessment, as shown above, are based on free-flow traffic conditions and most desirable routing options based on point-to-point travel times/distances being minimised. Given the nature of traffic in the Brisbane CBD and varying levels of congestion, travel times via different routes vary routinely. The grid style network of the Brisbane CBD streets allows for multiple routing options to travel between two locations. As such, the traffic will generally distribute itself differently depending on the prevailing road conditions and so the traffic has the habit of self-managing localised congestion (i.e. drivers choose different routes to avoid specific congestion points as needed) Estimated Pedestrian Generation and Distribution It is noted that the proposed uses of this site are expected to generate a significant volume of pedestrian traffic. It is considered prudent to estimate the additional pedestrian traffic and consider the impacts of this traffic on the surrounding signalised crossings. The pedestrian generation was assumed as follows: Office The peak hour pedestrian generation was based on the expectation of an employment density of 1 person per 15m² NLA. Based on the size of the office tower, this equates to a workforce of approximately 3,000 staff. Assuming that 80% of all staff work on a given day, and then applying deductions for staff travelling by car/bicycle (approximately 300 for each of these modes), the expected number of employees walking to/from the site from external areas is expected to be approximately 1,800 persons. Applying a peak hour factor of 75%, the pedestrian generation of the office use is expected to be in the order of 1,400 pedestrians per hour in the peak periods. Residential/Hotel The RMS Guide to Traffic Generating Developments, Updated Traffic Surveys document also provides additional information on the expected peak hour pedestrian generation of highdensity residential towers in inner CBD areas, as a function of number of rooms. The pedestrian generation in the peak hour periods is expected to be approximately 0.30 pedestrians per bedroom. Assuming that hotel rooms are have an equivalent pedestrian generation to residential, overall the site provides a total of 1182 bedrooms. As such, the pedestrian generation is expected to be in the order of 350 pedestrians per hour in peak hour periods. Site: Proposed Mixed Use Development 27 Reference: 13BRT0251

34 Retail and Hotel Related Activities Given the pedestrian generation of these uses is difficult to estimate, for the purposes of this assessment the total site generation from the Office, Residential and Hotel uses was increased by a factor of 10% to account for additional pedestrian demands from these extra site uses. A factor of only 10% was selected as it was assumed generation of these uses would be low in the peak hours as most retail pedestrian generation will be off peak and also internal (generation from the supporting uses of the site) and hotel related activities (i.e. conference facilities) will also be primarily off peak. Overall, the site is expected to generate in the order of 1900 pedestrians per hour in the peak hour periods. The distribution of the pedestrian traffic is assumed based on the key attractors; that being public transport infrastructure for office workers and employment/leisure activities for residents and hotel guests respectively. Based on the surrounding land uses, it is expected that the primarily pedestrian demands will be routing to/from the west via Adelaide Street and George Street (given this area has the highest concentration of public transport infrastructure/employment and leisure attractions), and then secondarily from the north via George Street (i.e. Roma Street Station) and also south via North Quay (i.e. Victoria Bridge). Minimal pedestrian traffic will route to the west via North Quay. Figure 6.3 shows the expected pedestrian breakdown in terms of access from footpaths and intersection crossings. Site: Proposed Mixed Use Development 28 Reference: 13BRT0251

35 5% 10% 10% 15% 5% 5% 15% 15% 5% 15% George St 25% 15% 10% 15% 30% 50% 25% 10% Ann St SUBJECT SITE Adelaide St 2.5% 5% 5% 15% 10% 10% North Quay 5% 2.5% 2.5% 5% Figure 6.3: Expected Pedestrian Distribution/Routing Based on the above distribution, the expected increase in pedestrian movements at the signalised crossings is as shown in Figure 6.4. Site: Proposed Mixed Use Development 29 Reference: 13BRT0251

36 George St 475 Ann St SUBJECT SITE Adelaide St North Quay Figure 6.4: Expected Development Pedestrian Volume Increase in Peak Hours The increases in pedestrian movements at the signalised crossings has been incorporated in the development scenario SIDRA analysis undertaken in Section 6.6. Site: Proposed Mixed Use Development 30 Reference: 13BRT0251

37 6.4. Existing (Surveyed) Peak Hour Traffic Volumes To fully appreciate the existing traffic conditions around the site, TTM conducted intersection traffic movement surveys on the four intersections adjacent to the site. These were conducted on Wednesday the 31st of July 2013 from 7:00-9:30am and also from 4:00-6:30pm. The peak hours were generally found to be 7:45-8:45am and 4:45-5:45pm. The results of these surveys are shown in Figure 6.5 (vehicle turn movements) and Figure 6.6 (pedestrian crossing movements). The values given in Figure 6.5 related to vehicles per hour, and Figure 6.6 relates to pedestrians per hour. Legend 123 / 456 = AM / PM 175 / / / / / 238 George St 398 / / / / / / / / 127 Ann St SUBJECT SITE Adelaide St 476 / / / / 225 North Quay 171 / / / / 78 Figure 6.5: Surveyed Peak Hour Traffic Volumes Site: Proposed Mixed Use Development 31 Reference: 13BRT0251

38 Legend 123 / 456 = AM / PM 281 / / 1032 George St 454 / / / / / / 1247 Ann St SUBJECT SITE Adelaide St 161 / 205 North Quay 124 / / / 187 Figure 6.6: Surveyed Peak Hour Pedestrian Volumes 6.5. BCC Warrants for Traffic Impact Assessment Acceptable Solution A1 of the BCC City Plan Transport, Access, Parking and Servicing Code requires that an impact assessment is performed for any development that meets any of the following triggers: more than 500 low turnover (employee) parking spaces or 200 high turnover (customer or visitor) parking spaces; access to any roads other than minor roads; or a driveway within 100m of a signalized intersection. The proposed development provides access onto Major Roads, provides in excess of 900 parking spaces and is located within 100m of multiple signalised intersections. As such, a detailed traffic impact assessment is warranted. Site: Proposed Mixed Use Development 32 Reference: 13BRT0251

39 Given the dispersive nature of traffic, proximity to the on-off ramps of the Pacific Motorway / Riverside Expressway and grid style road network surrounding the site, it is expected that only the intersections directly adjacent to the site would experience any notably increase in traffic volumes as a result of the proposed development. Notably this would include the following signalised intersections: Ann Street / George Street / Riverside Expressway Onramp Ann Street / North Quay / Riverside Expressway George Street / Adelaide Street North Quay / Adelaide Street As such, the scope of this impact assessment has been limited to these adjacent intersections Impact on Intersection Operations Introduction To quantify the impacts that the development traffic will have on the surrounding road network, TTM undertook computer modelling of the intersections in question using the SIDRA 5.1 software program. The intersections were modelled in SIDRA using the existing intersection layouts, and current signal phasing/timing characteristics (derived from video footage recorded when the movement surveys were conducted). All default SIDRA parameters were used in the analysis, and the results were calibrated against the observations derived from the video footage. In particular, given the high volume of pedestrian movements at the intersections and filtering turning traffic through these movements, detailed timing data was recorded to determine the actual lost time for turning vehicle movements due to the pedestrian crossing movements, and added as an additional pedestrian start loss into the SIDRA analysis. It should also be highlighted that the SIDRA 5.1 software program only assesses intersection operations in isolation. Given the signalised intersections surrounding the site are coordinated to provide optimum progression of traffic through the different routes, the results of the SIDRA analysis with respect to delays, Levels of Service (LOS) and queuing should be treated with a level of discretion; as these results may not be absolutely reflective of the operation of the individual intersection when considered as part of this wider coordinated network. In addition, the SIDRA analysis has been performed with not allowing for any changes to be made to the set coordinated cycle and phase timing characteristics currently in place, to take account for the highly structured/coordinated nature of these intersections. Site: Proposed Mixed Use Development 33 Reference: 13BRT0251

40 Results of SIDRA Analysis The operation of these intersections was modelled in the morning and afternoon road peak hours for future year scenarios both with and without development traffic. For the purposes of this assessment, it was assumed that the site would be complete by the year To determine the future background traffic volumes in 2016, an assumed linear growth rate of 1% p.a. was applied to the surveyed traffic volumes outlined in Section 6.4, to account for the respective increases over the next three years from 2013 to The network flow diagrams included in Appendix E show the expected 2016 Base traffic volumes and 2016 Base + Development traffic volumes, used in the SIDRA analysis. Table 6.1 to 6.4 show a summary of the SIDRA analysis for the four intersections in question. Detailed SIDRA output tables are included in Appendix G for reference. Table 6.1: Ann Street / George Street - SIDRA Results Summary Case Scenario / Cycle Time Degree of Saturation Average Delays Total Intersection Maximum Movement LOS 95th Percentile Queue (m) East North 2016 AM Base Scenario / 90 sec 75.7% 19.4 sec 43.4 sec (LT from George St) B 103m 154m 2016 AM Base + Development Scenario / 90 sec 110% 38.4 sec sec (LT from George St) D 331m 161m 2016 PM Base Scenario / 90 sec 100% 38.5 sec 86.4 sec (LT from George St) D 217m 287m 2016 PM Base + Development Scenario / 90 sec 144% sec 448 sec (LT from George St) F 793m 335m LT = Left Turn Site: Proposed Mixed Use Development 34 Reference: 13BRT0251

41 Table 6.2: Ann Street / North Quay / Riverside Expressway - SIDRA Results Summary Case Scenario Degree of Saturation Average Delays Total Intersection Maximum Movement LOS 95th Percentile Queue (m) North West 2016 AM Base Scenario / 90 sec 54.3% 20.7 sec 34.0 sec (RT from North Qy) C 40m 79m 2016 AM Base + Development Scenario / 90 sec 79.5% 23.1 sec 34.0 sec (RT from North Qy) C 81m 91m 2016 PM Base Scenario / 90 sec 61.0% 23.1 sec 29.6 sec (RT from North Qy) C 106m 67m 2016 PM Base + Development Scenario / 90 sec 69.5% 23.7 sec 29.6 sec (RT from North Qy) C 121m 67m RT = Right Turn Table 6.3: George Street / Adelaide Street - SIDRA Results Summary Case Scenario 2016 AM Base Scenario / 90 sec 2016 AM Base + Development Scenario / 90 sec 2016 PM Base Scenario / 90 sec 2016 PM Base + Development Scenario / 90 sec LT = Left Turn Degree of Saturation Average Delays Total Intersection 54.3% 30.5 sec 100% 39.0 sec 86.3% 28.2 sec 230% 214 sec Maximum Movement 45.9 sec (LT from Adelaide St South) 92.2 sec (LT from Adelaide St South) 59.5 sec (LT from Adelaide St South) 1230 sec (LT from Adelaide St South) LOS 95th Percentile Queue (m) South East North C 75m 59m 63m D 123m 65m 66m C 64m 83m 110m F 666m 86m 111m Site: Proposed Mixed Use Development 35 Reference: 13BRT0251

42 Table 6.4: North Quay / Adelaide Street - SIDRA Results Summary Case Scenario 2016 AM Base Scenario / 110 sec 2016 AM Base + Development Scenario / 110 sec 2016 PM Base Scenario / 110 sec 2016 PM Base + Development Scenario / 110 sec LT = Left Turn Degree of Saturation Average Delays Total Intersection 60.0% 17.6 sec 61.6% 16.4 sec 71.6% 23.0 sec 71.6% 22.4 sec Maximum Movement 48.3 sec (LT from Adelaide St North) 48.3 sec (LT from Adelaide St North) 46.1 sec (LT from Adelaide St North) 46.1 sec (LT from Adelaide St North) LOS 95th Percentile Queue (m) East North West B 46m 90m 30m B 46m 90m 53m C 48m 143m 37m C 48m 143m 52m Reviewing the above tables, it is apparent that the intersections of Ann Street / North Quay and North Quay / Adelaide Street are able to accommodate the development generated traffic with no significant impacts on intersection operations. As a worst case, the intersection of Ann Street / North Quay experiences an increase in the Degree of Saturation (DOS) of 25.2% to the critical movement, which occurs in the AM Peak Hour, generally when the traffic volumes on both Ann Street (being primarily an outbound servicing route) and North Quay are lower. It should also be noted that overall the average intersection delay only increases by 2.4 seconds and retains a LOS of C. It is noted, however, that the intersections of Ann Street / George Street and George Street / Adelaide Street experience operational impacts as a result of the development generated traffic. In particular, the Ann Street / George Street intersection operates at capacity currently in the PM Peak period. Interrogating the SIDRA results tables, it was identified that the causes of both of these operational impacts is due to the increase in left turning traffic at these intersections across the high pedestrian crossing movements (left turn from George Street to Ann Street/Riverside Expressway On-Ramp and left turn from Adelaide Street into George Street), resulting in increased delays and queuing. This is currently the case in the PM Peak Hour, with queuing observed to form on the western kerbside lane of George Street extending back from the Ann Street intersection past Adelaide Street. Solutions for potentially resolving the operation of these intersections is included in Sections and following. Site: Proposed Mixed Use Development 36 Reference: 13BRT0251

43 Potential Mitigation Measures for Ann Street / George Street Intersection Given the relatively low traffic volumes using George Street in the peak hour periods (compared to the number of through lanes provided), TTM consider that a viable option to improve intersection performance at the Ann Street / George Street intersection could be to reallocate a traffic lane as a shared through and left turn lane. There are numerous examples in the Brisbane CBD where dual left/right turn lanes filtering across pedestrian crossings is used, including: Turbot Street / George Street Kerbside right turn lane and second shared through/right lane across pedestrian crossing. Elizabeth Street / William Street - Kerbside left turn lane and second shared through/left lane across pedestrian crossing. Elizabeth Street / Creek Street - Kerbside left turn lane and second shared through/left lane across pedestrian crossing. Ann Street / Edward Street Dual dedicated right turn lanes across pedestrian crossing. Given the fact that Ann Street splits off on the departure side of the intersection, it is expected that each left turn lane will need to designated to a different destination through appropriate line marking and signage. Notably the kerbside left turn lane would allow left turns only onto the Riverside Expressway On-Ramp, and the second left turn lane (shared with through movements) would allow left turns only onto Ann Street to travel down to North Quay. TTM trialled this revised lane configuration on George Street in SIDRA to assess the potential operational improvements that could be gained by implementing this arrangement at the intersection. Table 6.5 on the following page shows the SIDRA results for both the 2016 Base and 2016 Base + Development Scenarios. Detailed SIDRA output tables are included in Appendix G for reference. Site: Proposed Mixed Use Development 37 Reference: 13BRT0251

44 Table 6.5: Ann Street / George Street (Revised George Street Lanes) - SIDRA Results Summary Case Scenario / Cycle Time Degree of Saturation Average Delays Total Intersection Maximum Movement LOS 95th Percentile Queue (m) East North 2016 AM Base Scenario / 90 sec 74.0% 19.0 sec 38.0 sec (LT from George St) B 59m 154m 2016 AM Base + Development Scenario / 90 sec 75.4% 20.3 sec 38.9 sec (LT from George St) C 74m 161m 2016 PM Base Scenario / 90 sec 92.6% 33.5 sec 40.1 sec (LT from George St) C 93m 287m 2016 PM Base + Development Scenario / 90 sec 95.8% 39.9 sec LT = Left Turn TH = Through Movement 46.3sec (TH from Ann St) D 121m 335m As can be seen when comparing the results of the existing layout (as per Table 6.1) and the revised George Street lanes (as per Table 6.5), it is apparent that the intersection operates significantly better in all scenarios (including with development traffic) under the revised arrangement. Additionally, there are minimal impacts on the movement of through vehicles on George Street past the intersection as a result of the changed lane configuration and there are minimal changes to the overall intersection operation between the Base and Base + Development scenarios. Although the 2016 PM Base + Development Scenario is reaching capacity, this is dictated by the volume of traffic on Ann Street, which is a matter external to the development traffic. Changes to the cycle lengths (currently set at 90 seconds) or phasing splits could be adopted to improve the operation of the through movements on Ann Street. Site: Proposed Mixed Use Development 38 Reference: 13BRT0251

45 Potential Mitigation Measures for George Street / Adelaide Street Intersection With respect to the operation of the George Street / Adelaide Street Intersection, it is noted that the Adelaide Street update concept plans prepared by BCC (as detailed in Appendix C) indicate that changes to the southern approach to the Adelaide Street intersection are apparent. It is also understood that regardless of whether the Bus Tunnel Portal on Adelaide Street is implemented, entry to Adelaide Street north of the intersection with George Street will be restricted to buses only. As such, the existing private/light vehicles traffic travelling along Adelaide Street from North Quay will no longer be able to travel through the George Street / Adelaide Street intersection. TTM has assessed the implications of this change to the intersection. Table 6.6 below shows the SIDRA results for the 2016 Base + Development Scenarios for the revised George Street / Adelaide Street intersection. Given that the demands for the different movements at the intersection will change, rather than using the existing phasing splits for the intersection, the SIDRA analysis was run allowing for a new optimum phasing split to be determined, for a defined 90 second cycle time, to better reflect the future intersection arrangements. Detailed SIDRA output tables are included in Appendix G for reference. Table 6.6: George Street / Adelaide Street (Revised BCC Configuration) - SIDRA Results Summary Case Scenario 2016 AM Base + Development Scenario / 90 sec 2016 PM Base + Development Scenario / 90 sec RT = Right Turn Degree of Saturation Average Delays Total Intersection 58.9% 37.0 sec 72.6% 33.5 sec Maximum Movement 46.7 sec (RT from Adelaide St North) 47.2 sec (RT from Adelaide St North) LOS 95th Percentile Queue (m) South East North C 86m 67m 77m C 85m 110m 123m As can be seen in Table 6.6, the revised configuration of the George Street / Adelaide Street intersection will operate suitably even with the development traffic included, with DOS, average intersection delays and queuing significantly reduced compared to the existing situation. In general, the intersection operates at a LOS C, compared to LOS D currently. Given this arrangement it expected to be adopted, regardless of whether the Adelaide Street Bus Tunnel Portal is implement, TTM consider that the impacts of the proposed development are accommodated in this revised intersection design and as such no additional mitigation measures are required. Site: Proposed Mixed Use Development 39 Reference: 13BRT0251

46 6.7. Summary Based on the above assessment, TTM consider that the development is expected to generate up to 404 additional vehicular trips and 1900 additional pedestrian trips in the peak hour periods. This additional vehicular/pedestrian traffic has been distributed on the surrounding network based on the main access routes and attractors external to the site. With respect to vehicular traffic, it is expected that the development will have minimal impacts on the signalised intersections on North Quay adjacent to the site. The additional left turning traffic on Adelaide Street and George Street is likely to exceed the existing capacity of these movements, given the high conflicting pedestrian demands. It has been presented that changes to the lane configuration, and also the future BCC upgrades to Adelaide Street (expected to be implemented upon completion of this development) will increase the capacity of these movements, to the extent that the operation of these intersections with development traffic included is better than that currently experienced. Notwithstanding the above information, it is highlighted that in the Brisbane CBD environment existing traffic congestion is a key deterrent towards the growth of vehicle demands on the roads, and so it is recognised that it should not be the goal provide significant upgrades to the surrounding intersections to improve capacity/performance for the vehicles. With respect to the pedestrian generation of the site, given the high priority given to pedestrians at the surrounding intersections, the additional pedestrian movements can be suitably accommodated at the signalised crossings. Site: Proposed Mixed Use Development 40 Reference: 13BRT0251

47 7. Service Vehicle Arrangements 7.1. Service Vehicle Requirements Based on the proposed site uses, the BCC TAPS Policy indicates that the number of service bays required for each use is as detailed in Table 7.1. Rather than add up the individual requirements of each use, it is considered more appropriate to assess the proposed service bay provisions based on the maximum requirements for any single use, which is detailed in the second last row of Table 7.1. Table 7.1 Service Bay Requirements Use Van Bay (minimum size 5.4m x 3.0m x 2.3m vertical) SRV Bay (minimum size 7m x 3.5m x 3.5m vertical) MRV Bay (minimum size 9m x 3.5m x 4.5m vertical) Office (58,209m²) Retail (13,804m²) Hotel (305 rooms) Residential (428 units) - - 1* 2* Maximum Total Requirement LRV Bay (minimum size 11m x 3.5m x 4.5m vertical) Rear Lift RCV Bay (minimum size 10m x 3.5m x 3.6m vertical) Co-use of LRV bays Co-use of LRV bays Co-use of PROPOSED LRV bays * The service bay requirements for the residential component of the site is not based on BCC requirements. Rather the number of bays indicated is the expected number of bays required to service the demands associated with furniture removals. This is based on the assumption that the average turnover of each unit is 18 months. Each move generates 2 service demands (removal and then delivery). As such, the expected weekly service demands is approximately 12 removals. It is expected that the residential removals will be limited to occurring on weekends. Assuming that each service bay can accommodate 4 removals per weekend (AM and PM periods on both days), the expected number of service bays required to accommodate the likely removal demands is 3 bays. This has been split between MRV and LRV use. Site: Proposed Mixed Use Development 41 Reference: 13BRT0251

48 7.2. Proposed Service Vehicle Arrangements & Their Adequacy A dedicated loading dock, to be shared by all uses on the site, is located under the hotel tower in the western corner of the site. Vehicular access is via the dedicated service vehicle driveway crossover off North Quay. The loading dock includes the following service bay provisions: 2 x LRV bay (bay size 11m x 3.5m) 2 x MRV bay (bay size 9m x 3.5m) 2 x SRV bay (bay size 11m x 3.5m) 4 x Van bay (bay size 5.4m x 3.0m) Although the proposed loading bay provisions fall short of the maximum total provision under the BCC TAPS Policy by a supply of 2 VANS, 1 SRV and 1 MRV, TTM consider that the proposed loading provisions is suitable for a number of reasons outlined as follows: The loading dock will be fully managed by an on-site dock manager. This dock manager will coordinate the service vehicle demands of all the uses of the site with the respective stakeholders (i.e. residents, retail tenants, hotel manager, office manager) to ensure that appropriate procedures are followed for the use of the loading dock to allow sharing of the respective loading bays between the different site uses. A comprehensive Servicing Management Plan will be implemented for the site, to be followed by all stakeholders and service vehicle operators, to allow for proper use/sharing of the loading dock and maximise efficiency. The specific details of the Servicing Management Plan will be developed further during the detailed design stage and continually refined based on on-site operations. As a guide, however, the plan would include the following details and/or policies; - Allowable operating times for various service vehicle uses/sizes and durations of stay - Booking in procedure for service providers with the dock manager in advance of visit (i.e. 24hrs beforehand) - Procedure for entering loading dock and contacting the dock manager for parking instructions - Protocols for loading/unloading goods and using dock facilities - Requirements for leaving keys with dock manager to allow relocation of vehicles if necessary Site: Proposed Mixed Use Development 42 Reference: 13BRT0251

49 - Limiting larger deliveries/removals (i.e. bulk furniture delivery or office tenancy moves) to outside typical operating hours. The loading dock is designed to provide extensive flexibility to cater for additional vehicles in times of peak demand through the fully managed operation and ability for dock manager to manoeuvre vehicles as necessary. Given the loading dock is located within the middle of the site, and is separated from the North Quay access by way of a 40m long driveway, it should be highlighted that any internal manoeuvring/shuffling within the loading dock will be done so without the potential for adverse impacts on the surrounding road network. The larger loading bays can also accommodate double stacking of multiple smaller service vehicles. For instance, the loading dock would be able to accommodate 16 VANs or 6 SRVs/4 VANs or 4MRVs/2 SRVs/4 VANs simultaneously; utilising the larger LRV/MRV/SRV bays for multiple service vehicle purposes. Through appropriate scheduling (i.e. designate smaller deliveries to specific time periods, and larger deliveries to other times) the loading dock is actually able to cater for a significantly higher number of vehicles overall. Examples showing the number of vehicles able to be accommodated within the loading dock are given in the drawings provided in Appendix F. This kind of fully managed loading dock arrangement has been effectively implemented on numerous other developments in the Brisbane CBD/Fringe area. A good example of this is the One One One Eagle Street Loading Dock accessed off Eagle Street. This loading dock services the One One One Eagle Street, Riparian Plaza and Riverside Centre buildings (totalling >150,000m² GFA of office, retail, restaurant and residential use). This loading dock and servicing plan allows for significant double-stacking of small vehicles in loading bays to increase loading dock capacity. Based on the above information, TTM consider that the proposed loading dock provisions are adequate to cater for the service vehicles demands of the development Refuse Collection It is understood that a specific Waste Management Plan has been developed for this site which will include a mixture of the following refuse provisions; Use of bulk wheelie bins for refuse/recyclables, to allow for easy transport from storage rooms to loading dock/collection point Compactor units to compact specific refuse from these wheelie bins and then have the containers/tanks with the compacted refuse removed from site with the use of Rollon/flatbed trucks. Site: Proposed Mixed Use Development 43 Reference: 13BRT0251

50 In general, it is expected that any uncompacted refuse will be collected by rear-lifting Refuse Collection Vehicles (RCVs). These vehicles are generally sized up to 9.8m in length. As such, it is expected that these RCVs will be able to park in the LRV bays. Given they are shorter than the typical 10.7m LRV, these vehicles will be able to manoeuvring into the bays in the same manner (if not easier) than the LRVs, which has been demonstrated in Section 7.4. These vehicles generally do not require any additional height clearance beyond the height of the vehicle, in order to empty the bins, which is generally up to 3.7m. With respect to the trucks used to collect the compacted refuse containers/tanks, it is understood that these are also shorter than a standard LRV. These vehicles will need to pull up within the main manoeuvring area of the loading dock, where the containers will then be dragged out from compactor position and then loaded onto the back of the trucks. The working height clearance for these trucks is generally up to 6.0m, which is accommodated within the main loading dock area Loading Dock Design and Manoeuvring All loading bays are the appropriate dimensions based on the provisions of the BCC TAPS Policy. The vertical clearance over the manoeuvring area and LRV/MRV loading bays is in excess of 6.0m, given the void to podium level 1. This void does not extend over the SRV and VAN loading bays themselves. The vertical clearance above these loading bays, however, is still in excess of 3.5m. The vertical clearances provide satisfy the minimum provisions given in the BCC TAPS Policy. The layout of the loading dock with respect to service vehicle manoeuvring was tested using the AutoTrack software program. The swept path drawings prepared using this software, which is included in Appendix F, show that there is sufficient manoeuvring space within the loading dock to allow access to every loading bay, with all other loading bays occupied. Site: Proposed Mixed Use Development 44 Reference: 13BRT0251

51 8. Public Transport, Pedestrian & Bicycle Facilities The high levels of existing public transport facilities are considered adequate for the needs of the proposed development, and no additional facilities or services are considered necessary. The development plans provide the necessary widening/building setbacks along all road frontages to achieve the required minimum footpath widths detailed in Section 3.2. A standard condition of approval will be the construction / repair and reinstatement of pedestrian footpaths across the frontage of the site subsequent to construction activity on the site. The BCC City Plan Transport, Access, Parking and Servicing Code requires bicycle parking to be provided on-site, consistent with the rates outlined in Table 8.1. With respect to resident bicycle parking, a provision of 1 space per unit was assumed as required. Table 8.1 Bicycle Parking Requirement Use Extent Employee/ Resident Visitor/ Customer Employee / Resident Spaces Visitor / Customer Spaces Total Spaces 1 space per m² GFA Office 58,209m² GFA * Retail 13,804m² GFA Hotel^ 3,564m² GFA Residential 428 units 1 per unit N/A TOTAL Proposed Provision * *The provisions of the Green Building Council of Australia (GBCA) Green Star rating have been adopted over the BCC requirements for office employee bicycle parking, given these requirements are more stringent. This results in an office requirement of 312 employee spaces. Added to the other employee and residential spaces provided in line the BCC requirements, this equates to a total employee/resident parking provision of 776 spaces. ^Relates only to BOH component of Hotel Based on Table 8.1, it is apparent that the proposed provision of 892 bicycle parking spaces exceeds the minimum requirements outlined in the BCC City Plan. Furthermore, the provision for office employee and visitor parking meets the required provisions to attain full Green Star points with respect to bicycle parking provisions. Site: Proposed Mixed Use Development 45 Reference: 13BRT0251

52 A dedicated cyclist end-of-trip facility (i.e. 'cycle centre') is to be located in Basement 1 level, available for use of all employees. This facility provides lockers at a rate of 1 locker per bicycle space, and showers at a rate of 1 shower per 10 bicycle spaces (split between male and female use). These end-of-trip provisions exceed the minimum requirements of the Transport, Access, Parking and Servicing Code. An additional 116 visitor bicycle parking spaces are provided on Basement 1, outside of the cycle centre. All resident bicycle parking is provided within the basement parking levels. Site: Proposed Mixed Use Development 46 Reference: 13BRT0251

53 9. Conclusions 9.1. Car Parking Arrangements The proposed parking provision of 943 parking spaces meets the maximum parking supply requirement under the current BCC City Plan. The car park layout general complies with the design solutions outlined in the BCC TAPS Policy, however, some alternation solutions have been proposed that have been demonstrated are acceptable in this instance. Overall, the proposed car parking provisions are considered acceptable Site Access Arrangements The development provides three access points onto the site, a service vehicle access onto North Quay, a residential/hotel access onto North Quay, and an office/retail access onto Adelaide Street. The access points onto these road frontages only is based on limitations to providing access onto the George Street and Ann Street frontages. Multiple access points are considered necessary as a means to separate the different vehicular demands of the site, increase distribution on the surrounding roads and the redundancy/flexibility that this necessary for a development servicing a car park of this size. The design and location of the accesses is generally consistent with the requirements of the BCC TAPS Policy. It is understood that BCC has provided in-principal support for the proposed access locations, uses and designs. Overall, the proposed site access arrangements are considered acceptable Development Traffic Impacts The development is expected to generate up to 404 additional vehicular trips and 1900 additional pedestrian trips in the peak hour periods. With respect to vehicular traffic, it is expected that the development will have minimal impacts on the signalised intersections on North Quay adjacent to the site. Minor changes (including the BCC planned upgrades at the George Street / Adelaide Street upgrade) are expected to mitigate the impacts of the development traffic on George Street. With respect to the pedestrian generation of the site, given the high priority given to pedestrians at the surrounding intersections, the additional pedestrian movements can be suitably accommodated at the signalised crossings. Overall, the development traffic impacts are expected to be suitably accommodated on the external road network. Site: Proposed Mixed Use Development 47 Reference: 13BRT0251

54 9.4. Service Vehicle Arrangements The development provides a full managed, centralised loading dock to service all the uses of the site. The loading dock provides 2 LRV, 2 MRV, 2 SRV and 4 VAN bays, which is generally consistent with the recommended provisions of the BCC TAPS Policy for the highest individual need of any one use of the site. The loading area will be managed by an on-site dock manager, and a specific Servicing Management Plan will be implemented, to ensure efficient operations and sharing across the different site uses. The layout of the loading dock is demonstrated as being suitable to accommodate the swept paths and spatial requirements of all service vehicles expected to access the site, up to the size of a BCC LRV. Overall, the proposed service vehicle arrangements are considered acceptable Cyclist and Pedestrian Arrangements The site is located ideally in close proximity to the significant established public transport provisions of the Brisbane CBD. Suitable footpath widening has been accommodated on all road frontages to meet the requirements outlined by BCC. The development provides a total of 892 cyclist parking spaces, split between resident, employee and visitor use. A dedicated Cycle Centre with significant end of trip facilities (in excess of the BCC requirements) is provided for use by the office, retail and hotel staff. Overall, the proposed cyclist and pedestrian arrangements are considered acceptable. Site: Proposed Mixed Use Development 48 Reference: 13BRT0251

55 Appendix A Code Assessment Tables Site: Proposed Mixed Use Development 49 Reference: 13BRT0251

56 Transport, Access Parking and Servicing Code Performance Criteria Acceptable Solutions Compliance with Code Transport System P1 Development with high traffic generating potential must give suitable consideration to transport/land use issues. P2 The development must be designed to encourage customers and employees to walk, cycle or use public transport to and from the development instead of using a car. P3 The development must be located on roads identified in the City s Road Hierarchy as appropriate for that type and size of development and/or must be located appropriately in relation to public transport facilities to encourage their use. P4 Relevant development must not compromise the functions of particular roads as indicated in the City s Road Hierarchy. A1 For any development with: More than 500 low turnover (employee) parking spaces or 200 high turnover (customer or visitor) parking spaces. OR Access to any roads other than minor roads. OR A driveway within 100m of a signalised intersection the transport impacts of the proposal are addressed in accordance with the Transport, Access, Parking and Servicing Planning Scheme Policy. A2 The proposal provides convenient and safe pedestrian and cyclist facilities for access from existing and proposed public transport facilities and public areas. A3 The proposal is self or code assessable in the Area in which the site is located, Land uses that area consistent with walk-up access will be favoured. A4.1 There is no direct access to motorways or arterial routes. A4.2 Major traffic generators are only accessed from district or suburban roads. Comply with AS A traffic impact assessment is warranted for the site, based on the number of parking spaces provided, and site access locations. The traffic impact assessment is included in Section 6.0 of the TTM Traffic Engineering Report. The results of the analysis indicate that the development generated traffic can be suitably accommodated on the surrounding road network, assuming planned upgrades to Adelaide Street and minor changes to George Street lane configuration at the Ann Street intersection. Comply with AS The development design is focused around the key pedestrian access routes from public transport facilities and public areas within the Brisbane City Centre. The site also provides cyclist facilities in excess of the requirements of the BCC City Plan. Comply with AS The site is code assessable and located within The City Centre (MP1) zoning. Limited on-site parking is provided to promote walk-up access to the site from surrounding land uses and public transport facilities. Comply with AS No direct access is provided onto motorways or arterial routes Comply with AS The site is accessed from North Quay (Suburban Route) and Adelaide Street (District Access).

57 Performance Criteria Acceptable Solutions Compliance with Code P5 Development must not impact adversely on the safety or operations or the road system. P6 Access, parking and servicing must not reduce the amenity of lands in the vicinity of the site. A5.1 One vehicle footpath crossing is provided in accordance with the design vehicle table and site access design guidelines in the Transport, Access, Parking and Servicing Planning Scheme Policy. A5.2 A vehicle manoeuvring area is provided on site in accordance with the design vehicle table and servicing layout design guidelines in the Transport, Access, Parking and Servicing Planning Scheme Policy so that the design vehicle can enter and leave the site in a forward gear. A6.1 Vehicular site access is located in accordance with the site access design guidelines in the Transport, Access, Parking and Servicing Planning Scheme Policy. A6.2 Vehicle site access is provided in accordance with Figure d Standard Non-residential Vehicle Crossing, in Section of the Transport, Access, Parking and Servicing Planning Scheme Policy. Alternative Solution Proposed The site provides 3 vehicular footpath crossings, which is considered necessary to adequately service the site based on parking provision, and separation of access uses to minimise internal conflict & concentration of development traffic onto single road frontage. The proposed access arrangements have been opening communicated to BCC during the design development process and it is understood BCC supports the proposed access arrangements. Comply with AS The site provides a consolidated loading area, designed to accommodate on site manoeuvring of all design service vehicles, ensuring all vehicles enter and leave the site in a forward gear. Comply with AS The site accesses are generally located and design in accordance with the design guidelines in the BCC TAPS Policy. The proposed access arrangements have been opening communicated to BCC during the design development process and it is understood BCC supports the proposed access locations and designs. Vehicle Parking P7 The layout of the development must achieve adequate provision for on-site vehicle parking that is clearly defined, safe and easily accessible and must be designed to contain potential adverse impacts within the site Vehicle parking: Must not detract from the site aesthetics or amenity of an Area Must discourage on-street A7.1 Parking bays, manoeuvring areas and driveways are designed with the dimensions and to the standards set out in the car parking table and car parking layout design guidelines in the Transport, Access, Parking and Servicing Planning Scheme Policy. Alternative Solution Proposed The internal car park is generally designed in accordance with the requirements of the BCC TAPS Policy, however, a small number of Australian Standards compliant solutions have been proposed, with respect to parking space/aisle widths and blind aisle extensions which are considered suitable in this instance, as detailed further in Section 4.0 of the TTM Traffic Engineering Report.

58 Performance Criteria Acceptable Solutions Compliance with Code parking where parking has adverse traffic management, safety or amenity impacts Must be consistent with convenient pedestrian and cyclist access P8 Vehicle parking must have no adverse impact on the residents of adjoining sites in terms of noise, odour or run-off. Servicing P9 The layout of development must achieve adequate provision for servicing on site that is clearly defined, safe and easily accessible and must be designed to contain potential adverse impacts of servicing within the site. Servicing must be located to discourage on-street loading and must not detract from the aesthetics or amenity of an Area. A7.2 For development for any of the uses listed in column 1 of the car parking table, on-site car parking complies with column 2 of that table in the Transport, Access, Parking and Servicing Planning Scheme Policy, except for nonresidential development in the City Centre or City Frame. A7.3 On-site car parking numbers for development in the City Centre or City Frame as indicated on Map A City Centre and City Frame Areas do not exceed 1 car space for every 200m2 of gross floor area for any development other than multi-unit dwellings or short term accommodation. A7.4 The number of car parking spaces as required by the car parking table are provided. Two per cent of that number of car parking spaces are provided as marked and signed areas for motorcycles, with a minimum of 1 space, each measuring 2.5m by 1.35m. A8 Car parks are screened from any nearby sensitive receiving environment and stormwater from the car park does not flow directly into that sensitive receiving environment. A9.1 Servicing facilities are provided for on-site in accordance with the design vehicle table in the Transport, Access, Parking and Servicing Planning Scheme Policy. A9.2 Loading/unloading facilities & associated vehicle manoeuvring areas on-site are designed in accordance with the servicing layout design guidelines in the TAPS Planning Scheme Policy. Alternative Solution The residential component of the development provides on-site parking at rates in accordance with Acceptable Solution A50.2 of the City Centre Neighbourhood Plan, which supersedes the requirements of the BCC TAPS Policy. Comply with AS The development provides a total of 96,749m² GFA (non-residential) and 484 parking spaces. This parking provision meets the maximum allowable supply of 484 parking spaces. N/A As a maximum parking rate is applicable for this development, the need for two per cent motorcycle parking is not required. Comply with AS All car parking is provided in basement areas. On site stormwater will be retained and/or treated prior to being discharged from site. Alternative Solution Proposed The design service vehicle for the site, being a BCC LRV, exceeds the minimum required design vehicle in accordance with Acceptable Solution A52 of the City Centre Neighbourhood Plan, which supersedes the requirements of the BCC TAPS Policy. Alternative Solution Proposed The loading facilities generally meet the guidelines from the BCC TAPS Policy with respect to spatial dimensions, height clearances, gradients etc. The total number of service bays provided, however, does not meet the numbers detailed in the BCC TAPS Policy.

59 Performance Criteria Acceptable Solutions Compliance with Code Where involving a material change of use to shop or office with a GFA over 2500m 2 A reduction in number of loading bays is considered acceptable based on management procedures/plans to be implemented on site and other factors as detailed further in Section 7.0 of the TTM Traffic Engineering Report. P10 The proposal must provide adequately for bicycle access to the site and movement within the site, and for secure and convenient bicycle parking and storage, that: is located close to the building s pedestrian entrance is obvious, and easily and safely accessible from outside the site does not impact adversely on visual amenity does not impede the movement of pedestrians or other vehicles P11 Adequate bicycle parking, shower cubicles and lockers must be provided to meet the needs of users and to encourage bicycle use by the users of an office or shop A10 Bicycle parking facilities and cyclist facilities are designed and constructed in accordance with AUSTROAD s Traffic Engineering Practice, Part 14 Bicycles A11.1 Employees of an office or shop have: 1 bicycle space per 500m 2 of GFA 1 locker per 2 bicycle parking spaces 1 shower cubicle with ancillary change rooms per ten bicycle spaces, with a minimum of 1 shower, with provision for both females and males Comply with AS The on-site bicycle parking is provided in accordance with the requirements of Austroads Part 14- Bicycles. Comply with AS A total of 892 bicycle parking spaces are provided for the site, which exceeds the minimum supply of 690 spaces required in accordance with the rates outlined in A11.1, A11.2 and A11.3 (plus an additional 1 bicycle space per residential unit). End of trip facilities are provided at a rate of 1 locker per bicycle parking space and 1 shower cubicle & change rooms per ten bicycle spaces (split between females and males). A11.2 Customers of an office have 1 bicycle parking space per 750m 2 of GFA A11.3 Customers of a shop have 1 bicycle parking space per 500m 2 of GFA, with a minimum of 10 spaces

60 State Development Assessment Provisions Module 17.1 PUBLIC PASSENGER TRANSPORT STATE CODE PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE Efficiency and connectivity PO1 Development is designed and constructed to accommodate safe, convenient and efficient access for buses, bus stops and public passenger transport facilities. PO2 Development does not adversely impact on the operation of existing or proposed public passenger services setdown, layover and boarding arrangements. AO1.1 Roads are designed to accommodate buses. Note: Road design is in accordance with Part 2 (Development standards) of the Schedule to the Transport Planning and Coordination Regulation 2005 and subsection Disability standards for accessible public transport 2002 section 31(1) of the Disability Discrimination Act 1992 (Cth). AND AO1.2 Any new roads support bus routes that balance accessibility with the efficient running of bus services and minimise service diversions. AND AO1.3 Bus stops are provided in accordance with the TransLink public transport infrastructure manual, Translink Transit Authority, AND AO1.4 For educational establishments, bus facilities accommodating private coaches or buses are designed in accordance with the technical guideline Planning for safe transport infrastructure at schools, Department of Transport and Main Roads, AO2.1 New roads, including verges and kerb alignments, are designed and managed to perform the designated traffic and parking functions without compromising or creating conflicts with setdown, layover or boarding arrangements for buses. AND N/A No internal roads are being constructed that will be accessible by public passenger transport. N/A No internal roads are being constructed that will be accessible by public passenger transport. N/A No internal bus stops to be provided as part of development. N/A Not an MCU to educational establishment Comply with AO Road and footpath widening has been accommodated on all frontages of the site to meet the requirements specified by BCC/DTMR.

61 State Development Assessment Provisions Module 17.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE PO3 Development does not adversely impact on the efficiency of bus routes. Integration PO4 Development supports public passenger service integration and intermodal transfer. AO2.2 Provision is made for any bus stops to continue to function (including maintenance of associated pedestrian access) and for efficient travel times to be maintained during the construction phase of development. AO3.1 Any proposed new road layouts, including new intersections or vehicular accesses including driveways, are designed to avoid operational conflicts with existing bus routes. AND AO3.2 Any impact from the development on the efficiency of a bus route is identified, and the application demonstrates how this impact will be minimised and mitigated against. Editor s note: A traffic impact assessment report will assist in addressing this acceptable outcome. AND A3.3 Any upgrading or provision of new public passenger transport facilities for public passenger services is in accordance with the TransLink public transport infrastructure manual, Translink Transit Authority, AO4.1 Any proposed new road network supports modal interchange by integrating with existing and future public passenger transport. AND Comply with AO Based on the information provided by BCC, it is expected that the existing bus stops on North Quay and Adelaide Street will be removed prior to construction commencing. As such, there will be no impact on bus stops impacts by the proposed development and associated construction works. Comply with AO Existing bus stops on North Quay and Adelaide Street are to be removed, and services relocated, prior to development completion and use of vehicular accesses. Comply with AO Existing bus stops on North Quay and Adelaide Street are to be removed, and services relocated, prior to development completion and use of vehicular accesses. N/A No upgrades or new public passenger transport facilities to be provided as part of development. Comply with AO Development site is ideally located to benefit from the potential new underground public passenger transport facilities to be provided on Adelaide Street and George Street.

62 State Development Assessment Provisions Module 17.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE AO4.2 Development provides direct linkages and ease of interchange for passengers between existing and future public passenger transport, including other transport modes. Comply with AO Proposed development provides main pedestrian access entry from Adelaide Street/George Street corner of site, to facilitate direct walk in/walk out access from established and future public passenger transport facilities on Adelaide Street and George Street. PO5 Development ensures buses can efficiently navigate through the proposed site. PO6 The development design allows for the progressive staging or extension of public passenger transport to the development. AO5.1 Development minimises conflict between buses, pedestrians, cars and other public passenger transport to minimise travel time and delay for public transport vehicles. AND AO5.2 The design of pedestrian access ensures ease of movement and circulation patterns for public passenger transport. AND AO5.3 Car parks for educational establishments are designed in accordance with the technical guideline Planning for safe transport infrastructure at schools, Department of Transport and Main Roads, AO6.1 The proposed development layout and any new road network have the capability to be serviced by public passenger transport across all stages. Editor s note: A traffic impact assessment report will assist in addressing this acceptable outcome. Comply with AO Proposed access onto Adelaide Street is to provide dedicated deceleration and acceleration lanes to/from the access point to separate development traffic from buses on Adelaide Street. The primary light and heavy vehicle accesses to site are provided from North Quay, which is the least trafficked frontage footpath for pedestrians, cyclists and bus movements. Comply with AO Pedestrian access routes to site provided from north (Ann / George Street), east (George/Adelaide) and south (North Quay / Adelaide) corners of the sight, which aligns with pedestrian desire lines from main public passenger transport infrastructure and surrounding land uses. N/A Not an MCU to educational establishment N/A No internal public roads provided for development.

63 State Development Assessment Provisions Module 17.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE Public transport accessibility for users PO7 Development provides safe and convenient access to existing and future public passenger transport and public passenger transport facilities. PO8 Development provides for the on-site setdown of private coaches, buses and minibuses to meet the anticipated capacity of the proposed development. AO7.1 Development locates public passenger transport to provide safe and convenient access for pedestrians, while avoiding conflicts with traffic. AND AO7.2 The development demonstrates that safe and convenient access to existing and future public passenger transport facilities is accommodated. Editor s note: An access and mobility plan can demonstrate how this acceptable outcome is addressed. AND AO7.3 Educational establishments provide for safe and convenient pedestrian access to public passenger services in accordance with the technical guideline Planning for safe transport infrastructure at schools, Department of Transport and Main Roads, AO8.1 Any requirement for on-site setdown areas for private buses, coaches and minibuses is identified, and the development has the capacity to accommodate manoeuvring and setdown facilities for the largest design vehicle to be accommodated on site. Editor s note: A traffic impact assessment can demonstrate how this acceptable outcome will be achieved. Comply with AO Pedestrian access routes to site provided from north (Ann / George Street), east (George/Adelaide) and south (North Quay / Adelaide) corners of the sight, which aligns with pedestrian desire lines from main public passenger transport infrastructure. All pedestrian routes are serviced by signalised pedestrian crossings at the associated intersections, to avoid conflicts with vehicular traffic. Comply with AO Pedestrian access routes to site provided from north (Ann / George Street), east (George/Adelaide) and south (North Quay / Adelaide) corners of the sight, which aligns with pedestrian desire lines from main public passenger transport infrastructure. The east access location will also align with potential new underground passenger transport facilities on Adelaide Street and George Street. N/A Not an MCU to educational establishment Comply with AO The development provides a dedicated Porte Cochere and passenger set-down area off the North Quay access. This set-down area is designed to accommodate vehicles up to the size of an 8.0m long mini-bus; the largest vehicle expected to access the site regularly (i.e. transporting hotel guests from airport, delegates for functions in the conference facilities).

64 State Development Assessment Provisions Module 17.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE In addition, a dedicated coach setdown bay is to be provided on North Quay, directly to the south of the site access for use by occasional larger vehicles, if necessary. Taxi facilities PO9 A dedicated taxi facility is provided to meet the anticipated need of the proposed development, and is located to provide convenient, safe and equitable access for all patrons seeking to use this transport service. AO9.1 Any requirement for a dedicated taxi facility is identified, and it is demonstrated how this requirement is addressed. Editor s note: A traffic impact assessment report will assist in addressing this acceptable outcome. AO9.2 Taxi facilities are designed in accordance with: AS Parking facilities on-street parking and AS Design for access and mobility general requirements for access new building work AS Parking controls manual of uniform traffic control devices AS/NZS Parking facilities off-street parking for people with disabilities subsection 31(1) Disability standards for accessible public transport 2002 of the Disability Discrimination Act 1992 Guide to traffic management Part 11: Parking. AND AO9.3 A dedicated taxi facility is located within 100 metres of a main entrance to a building. Comply with AO The development provides a dedicated Porte Cochere and passenger set-down area off the North Quay access. This set-down area is designed to accommodate multiple taxis at a time, as is expected to occur with pick-up/dropoff of hotel guests. In addition, a dedicated passenger setdown/loading zone is to be provided on George Street, capable of storing up to 3 cars at a time. Comply with AO All internal car parking and passenger set-down areas have been designed in accordance with the relevant standards and guidelines. Comply with AO The Porte Cochere is located directly opposite the main site entrance.

65 State Development Assessment Provisions Module 17.2 ACTIVE TRANSPORT STATE CODE PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE Pedestrian and cycle access PO1 Development supports active transport by providing a safe, convenient and legible pedestrian and cycle network. AO1.1 The development demonstrates support of active transport by providing a safe, convenient and legible pedestrian and cycle network. Editor s note: An access and mobility plan can demonstrate how this acceptable outcome is addressed. AND AO1.2 Pathways are planned and designed to be fit-for-purpose, including provision for shared cycle and pedestrian pathways, in accordance with the Guide to road design Part 6A: Pedestrian and cyclist paths and AS Bicycle facilities manual of uniform traffic control devices. Comply with AO Development will provide clearly defined access points for pedestrians and cyclists. Further details to this accord are provided in Section 8.0 of the TTM Traffic Engineering Report. Comply with AO The main cyclist access point to the site will be via the North Quay Porte Cochere, with cyclists able to ride on the internal driveway/roadway area for direct access to cyclist end of trip facilities in Basement 1 level. Access via pedestrian plaza areas on podium level will be facilitated, with cyclists required to dismount before entering plaza areas and then use elevators to access end of trip facilities in Basement 1 level. Existing and future active transport infrastructure and corridors PO2 Development does not impact on the safe and efficient operation of existing active transport infrastructure where co-located with an existing state transport corridor. AO2.1 Development minimises driveway crossovers. AND AO2.2 Development does not impede sightlines for road users, including pedestrians and cyclists. AND Comply with AO Driveway accesses have been designed to the minimum width to facilitate the necessary design service vehicle movements and passing of passenger vehicles. Comply with AO All building lines have been suitably setback to provide unimpeded sight lines along footpaths and road frontages.

66 State Development Assessment Provisions Module 17.2 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE PO3 Development makes provision for future active transport infrastructure where it is a planned upgrade and co-located with an existing state transport corridor. AO2.3 Development does not reduce levels of passive surveillance or reduce ambient light levels in public places used for active transport. AO3.1 Land required for future active transport infrastructure is kept clear of any permanent buildings, structures and improvements above or below ground. Comply with AO Development will provide suitable additional lighting along all frontages of the site and increased activity of lower levels of the site will increase amount of passive surveillance to surrounding footpaths and adjacent access to the Bicentennial Bicycle Path on North Quay. Comply with AO Development plans incorporate suitable road dedications along Adelaide Street to facility the potential future bus tunnel portal on Adelaide Street. The extent of this road widening is consistent with the requirements identified by BCC. Critical cycle corridors on the principal cycle network PO4 Development protects or makes provision for critical cycle corridors and provides the part of a planned upgrade critical cycle corridor that adjoins or is contained within the development. AO4.1 Land required for a critical cycle corridor is kept clear of any permanent buildings, structures and improvements above or below ground. Editor s note: The detailed site layout plan prepared in support of the development application should identify the provision of the critical cycle corridors, including any required land dedications. AND AO4.2 The portion of a critical cycle corridor that runs along the frontage of the development or through the development site, as identified in the detailed design drawings for the critical cycle corridor, is constructed as part of the development. N/A No land for critical cycle corridors was identified as being required by either BCC or DTMR. The proposed road widening on Adelaide Street, however, includes provision for improved on-street cycle lanes along the frontage of the site. N/A No critical cycle corridors are identified along the frontage of the site.

67 State Development Assessment Provisions Module 17.3 LAND USE AND TRANSPORT INTEGRATION STATE CODE PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE Connectivity PO1 Development supports a road hierarchy which facilitates efficient, safe and accessible bus services connection to existing and future public passenger transport facilities. Pedestrian and cycle access PO2 Development optimises the walkable catchment to existing and future public passenger transport facilities. AO1.1 Roads catering for buses are major collector, arterial or subarterial roads or their equivalent. AND AO1.2 Roads catering for buses provide convenient connections to existing and future public passenger transport facilities. AND AO1.3 The road network supports bus routes that balance accessibility with the efficient running of bus services. AND AO1.4 Roads catering for buses are designed and constructed in accordance with the code for IDAS Part 2 development standards under the Transport Planning and Coordination Regulation AO2.1 Development connects to an existing or planned pedestrian and cycle network that links to existing and future public passenger transport facilities. AND AO2.2 Development provides convenient through-site connections for pedestrians and cyclists to existing and future public passenger transport facilities. AND N/A No public roads to be constructed as part of development proposal. N/A No public roads to be constructed as part of development proposal. N/A No public roads to be constructed as part of development proposal. N/A No public roads to be constructed as part of development proposal. Comply with AO Development integrates with primary footpath frontages on Adelaide Street, George Street and North Quay. Primary access for cyclists via the North Quay access is also in close proximity to the on/off ramp from the Bicentennial Bicycle Network under the Riverside Expressway and also in close proximity to the future principal cycle network planned on Ann Street. N/A No public roads to be constructed as part of development proposal.

68 State Development Assessment Provisions Module 17.3 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE AO2.3 Development provides logical extensions or missing links to existing and planned pedestrian and cycle routes connecting to existing and future public passenger transport facilities. N/A No extensions or missing links between pedestrian/cycle routes and public passenger transport facilities is identified in the vicinity of the development site. Interfaces with public passenger transport facilities PO3 Development provides direct and safe access to and use of public passenger transport facilities. AO3.1 Through-site pathway connections to public passenger transport facilities are provided in accordance with Austroads guide to road design Part 6A: Pedestrian and cyclist paths. AND AO3.2 Pathway connections are available at all times. AND AO3.3 Direct and legible pedestrian and cycle paths and crossings provide connections to existing and future public passenger transport facilities. AND AO3.4 Development incorporates landscaping, boundary treatments and lighting that enhances the safety of pedestrians and cyclists accessing public passenger transport facilities and provide for casual surveillance. AND AO3.5 Commercial and retail shopping development provides active frontages oriented towards public passenger transport facilities. AND AO3.6 Residential development addresses street frontages and provides casual surveillance of public passenger transport facilities. N/A No through-site pathway connections are provided. N/A No through-site pathway connections are provided. N/A No through site cycle paths or crossings are provided. Comply with AO Development provides improved footpaths, landscaping and casual surveillance (through increased activity) on all frontages, in particular on George Street and Adelaide Street in close proximity to the public passenger transport facilities. Comply with AO Commercial and retail space is orientated towards public passenger transport facilities on Adelaide Street and George Street. Comply with AO Residential tower of building addresses Adelaide Street.

69 State Development Assessment Provisions Module 19.1 ACCESS TO STATE-CONTROLLED ROAD STATE CODE PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE Location of the direct vehicular access to the state-controlled road PO1 Any road access location to the state-controlled road from adjacent land does not compromise the safety and efficiency of the statecontrolled road. AO1.1 Any road access location to the state-controlled road from adjacent land complies with a decision under section 62 of the TIA. OR all of the following acceptable outcomes apply AO1.2 Any road access location for the development is provided from a lower order road where an alternative to the state-controlled road exists. AND AO1.3 A traffic impact assessment certified by a Registered Professional Engineer of Queensland (RPEQ) demonstrates that the development will maintain the safety and efficiency of the state-controlled road. AND AO1.4 Any road access location meets the sight distance requirements outlined in Chapter 9 Sight distance of the Road planning and design manual interim guide to road planning and design practice, Department of Transport and Main Roads, AND A01.5 Any road access location is not located adjacent to an existing or planned functional area of an intersection in accordance with Chapter 13 Intersections at grade of the Road planning and design manual interim guide to road planning and design practice, Department of Transport and Main roads, AND N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided.

70 State Development Assessment Provisions Module 19.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE AO1.6 Any road access location does not conflict with any adjacent lands access location and operation. AND AO1.7 A new or upgraded road access location is designed to accommodate 10 year traffic growth past completion of the final stage of development. Editor s note: In order to demonstrate that the acceptable outcomes can be achieved, it is recommended that a traffic impact assessment certified by an RPEQ be provided. It should be prepared in accordance with the Guidelines for assessment of road impacts of development(garid), Department of Main Roads, 2006, and the requirements of part 13 of the Road planning and design manual interim guide to road planning and design practice, Department of Transport and Main Roads, 2010, SIDRA analysis or traffic modelling. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. Direct access to a limited access road PO2 Access to a limited access road is in accordance with the approved limited access policy. Editor s note: Limited access roads are declared by the chief executive under section 54 of the TIA. Details can be accessed by contacting the appropriate DTMR regional office. No acceptable outcome is prescribed. N/A No direct vehicular access to a limited access road is provided. Number of road accesses to the state-controlled road PO3 The number of road access locations to the state-controlled road maintains the safety and efficiency of the state-controlled road. PO4 The number of road access locations to the state-controlled road is rationalised to maintain the safety and efficiency of the state-controlled road. AO3.1 Development does not increase the number of road access locations to the state-controlled road. AO4.1 Where multiple road access locations to the premises exist, access is rationalised to reduce the overall number of road access locations to the state-controlled road. AND N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided.

71 State Development Assessment Provisions Module 19.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE AO4.2 Shared or combined road access locations are provided for adjoining land having similar uses to rationalise the overall number of direct accesses to the statecontrolled road. Editor s note: Shared road access locations may require easements to provide a legal point of access for adjacent lots. If this is required, then the applicant must register reciprocal access easements on the titles of both of the lots for the shared access. N/A No direct vehicular access to a state-controlled road is provided. Design vehicle and traffic volume PO5 Any road access location maintains the safety and efficiency of the state-controlled road. AO5.1 Any road access location meets the minimum standards associated with the design vehicle. Editor s note: The design vehicle to be considered is the same as the design vehicle set under the relevant local government planning scheme. AND AO5.2 Any road access location is designed to accommodate the forecast volume of vehicle movements in the peak periods of operation or conducting the proposed use of the premises. AND AO5.3 Any road access location is designed to accommodate 10 year traffic growth past completion of the final stage of development. AND AO5.4 Any road access location, for an urban activity, is designed in accordance with the relevant local government standards or IPWEAQ R-050, R-051 and R-053 drawings. AND N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided.

72 State Development Assessment Provisions Module 19.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE AO5.5 Any road access location for all other uses other than urban activities is designed in accordance with the Road planning and design manual interim guide to road planning design and practice, Department of Transport and Main Roads, 2010, in particular Chapter 13. N/A No direct vehicular access to a state-controlled road is provided. Internal and external manoeuvring associated with direct vehicular access to the state-controlled road PO6 Turning movements for vehicles entering and exiting the premises via the road access location maintain the safety and efficiency of the state-controlled road. PO7 On-site circulation is suitably designed to accommodate the design vehicle associated with the proposed land use, in order to ensure that there is no impact on the safety and efficiency of the state-controlled road. AO6.1 The road access location provides for left in and left out turning movements only. AND AO6.2 Internal manoeuvring areas on the premises are designed so the design vehicle can enter and leave the premises in a forward gear. Editor s note: The design vehicle to be considered is the same as the design vehicle set under the relevant local government planning scheme. AO7.1 Provision of on-site vehicular manoeuvring space is provided to ensure the flow of traffic on the state-controlled road is not compromised by an overflow of traffic queuing to access the site in accordance with AS2890 Parking facilities. AND AO7.2 Mitigation measures are provided to ensure that the flow of traffic on the state-controlled road is not disturbed by traffic queuing to access the site. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. N/A No direct vehicular access to a state-controlled road is provided. Temporary vehicular road access location to the state-controlled road PO8 Any proposed temporary road access locations ensure that the safety and efficiency of the statecontrolled road is maintained. Editor s note: Temporary road access locations may be conditioned to ensure the temporary nature of the access. Where appropriate, use of the temporary No acceptable outcome is prescribed. N/A No temporary access locations are proposed to be provided to a statecontrolled road.

73 State Development Assessment Provisions Module 19.1 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE access may be restricted to the approved type and number of vehicles, and the times the temporary access is able to be used will also be limited. Vehicular access to local roads within 100 metres of an intersection with a state-controlled road PO9 Development having road access to a local road within 100 metres of an intersection with a state-controlled road maintains the safety and efficiency of the statecontrolled road. AO9.1 The road access location to the local road is located as far as possible from where the road intersects with the state-controlled road and does not compromise the existing operation or any future upgrades to the intersection or state-controlled road. AND AO9.2 The road access location to the local road network is in accordance with chapter 13 Intersections at grade of the Road planning and design manual interim guide to road planning design and practice, Department of Transport and Main Roads, 2010, and is based on the volume of traffic and speed design of both the local road and intersecting statecontrolled road for a period of 10 years past completion of the final stage of development. AND AO9.3 Vehicular access to the local road and internal vehicle circulation is designed to remove or minimise the potential for vehicles entering the site to queue in the intersection with the state-controlled road or along the state-controlled road itself. Comply with AO The proposed access locations on North Quay and Adelaide Street are located sufficiently separated from the Ann Street / George Street / Riverside Expressway On-Ramp intersection. Comply with AO The location and arrangements for the site accesses has been suitably designed to accommodate the anticipated development traffic and external road requirements. BCC, the local authority with ownership of the local roads which the site accesses, has agreed in-principal to the location and design of these accesses. Comply with AO Given the one way nature of the roads surrounding the site, potential queuing from vehicles entering the site will not extend onto, or impact the operation, of the Riverside Expressway On-Ramp

74 State Development Assessment Provisions Module 19.2 DEVELOPMENT ADJACENT TO RAILWAY, BUSWAY AND LIGHT RAIL STATE CODE PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE All development PO1 New or upgraded accesses ensures the safety and efficiency of the state transport infrastructure. PO2 The operational integrity of railways, busways and light rail is not adversely affected by adjacent development. PO3 Development provides safe and clearly defined access for servicing and utilities on site. PO4 Pedestrian overpasses, publicly accessible stairwells and common access balconies are designed to prevent projectiles being thrown onto existing and future state transport corridors and state transport infrastructure. No acceptable outcome is prescribed. AO2.1 Existing authorised access points to railways, busways and light rail for maintenance and emergency works are maintained. Editor s note: For railways, access points are maintained in accordance with the Queensland Rail Systems Capability Technical Requirement MCE-SR-005 Design of buildings over or near railways. AO2.2 The design and layout of the adjacent development discourages unauthorised access to the railway, busway or light rail corridors. Editor s note: Design of development adjacent to railways is in accordance with MCE-SR-005 Design of buildings over or near railways. No acceptable outcome is prescribed. AO4.1 Development includes throw protection measures. Editor s note: Design of development adjacent to a railway is in accordance with Queensland Rail Systems Capability Technical Requirements MCE-SR-005 Design of buildings over or near railways and MCE-SR-008 Protection screens. Comply with AO The proposed development will have no impact on the potential new access tunnel portal on Adelaide Street to the planned future busway under George Street. Comply with AO The proposed development will have no impact on the potential new access tunnel portal on Adelaide Street to the planned future busway under George Street Comply with AO The proposed development will have no impact on the potential new access tunnel portal on Adelaide Street to the planned future busway under George Street Comply with AO A dedicated service vehicle access, to be appropriately signed and delineated, is provided off North Quay. N/A

75 State Development Assessment Provisions Module 19.3 TRANSPORT INFRASTRUCTURE AND NETWORK DESIGN STATE CODE PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE All state transport infrastructure except state-controlled roads PO1 Development does not compromise the safe and efficient management or operation of state transport infrastructure or transport networks. PO2 Development does not compromise planned upgrades to state transport infrastructure or the development of future state transport infrastructure in future state transport corridors. State-controlled roads PO3 Development does not compromise the safe and efficient management or operation of statecontrolled roads. Editor s note: A traffic impact assessment will assist in addressing AO1.1 Any impact from the development on the safe and efficient management and operation of the state transport corridor or transport network is identified and mitigated. Editor s note: A traffic impact assessment will assist in addressing this acceptable outcome. A traffic impact assessment should identify any upgrade works required to mitigate impacts on the safe and efficient management and operation of the state transport corridor. AO2.1 Written advice has been provided by DTMR that there are no planned upgrades of state transport infrastructure or future state transport corridors which will be compromised by the development. OR both of the following acceptable outcomes apply AO2.2 The layout and design of the proposed development accommodates planned upgrades to adjacent state transport infrastructure in the state transport corridor. AND AO2.3 The layout and design of the development does not compromise the delivery of state transport infrastructure in future state transport corridors. Editor s note: A traffic impact assessment will assist in addressing this acceptable outcome. A03.1 Any impact from the development on the safe and efficient management and operation of the state-controlled road is identified and mitigated. Editor s note: A traffic impact Comply with AO A detailed traffic impact assessment was carried out on the surrounding roads, and no impacts were identified to state transport infrastructure. Comply with AO DTMR confirmed that there are no additional planned upgrades, other than the busway tunnel portal on Adelaide Street, which needed to be considered as part of the development design process. Comply with AO The proposed development provides land dedication for the planned busway tunnel portal, and associated upgrades, on Adelaide Street. Comply with AO The proposed development provides land dedication for the planned busway upgrades on Adelaide Street. In addition, suitable building setbacks have been provided to the Ann Street On- Ramp to the Riverside Expressway as requested by DTMR. Comply with AO A detailed traffic impact assessment was carried out on the surrounding roads, and no impacts were identified to any state-controlled roads.

76 State Development Assessment Provisions Module 19.3 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE this performance outcome. PO4 Development does not compromise planned upgrades of the state-controlled road network or delivery of future state-controlled roads. PO5 Upgrade works on or associated with the state-controlled road network are undertaken in accordance with applicable standards. PO6 Development does not impose traffic loadings on the statecontrolled road network which could be accommodated on the local road network. assessment will assist in addressing this acceptable outcome. AO4.1 Written advice has been provided by DTMR that there are no planned upgrades of statecontrolled roads or future statecontrolled roads which will be compromised by the development. OR AO4.2 Any impact from the development does not compromise planned upgrades of the statecontrolled road network or the delivery of future state-controlled roads. Editor s note: A traffic impact assessment will assist in addressing this acceptable outcome. AO5.1 Upgrade works for the development are consistent with the requirements of the Road planning and design manual interim guide to road planning and design practice, Department of Transport and Main Roads, AND AO5.2 The design and staging of upgrade works on or associated with the state-controlled road network are consistent with planned upgrades. AO6.1 New roads proposed as part of the development are consistent with the road hierarchy adopted by the relevant local government, and new lower order roads do not connect directly to a state-controlled road. AND AO6.2 Where the opportunity is available, development provides for road access locations to lower order roads. AND Comply with AO DTMR confirmed that there are no additional planned upgrades, other than the busway on Adelaide Street, which needed to be considered as part of the development design process. N/A No planned upgrade works to state controlled roads was identified by DTMR. N/A No upgrade works to any state controlled roads is required as part of this development. N/A No upgrade works to any state controlled roads is required as part of this development. N/A No new roads are proposed as part of the development scheme. Comply with AO North Quay and Adelaide Street (the two roads with development site accesses) are the lower order roads surrounding the development site when compared to George Street and Ann Street.

77 State Development Assessment Provisions Module 19.3 PERFORMANCE OUTCOMES ACCEPTABLE OUTCOMES RESPONSE AO6.3 Where possible, the layout and design of the development encourages traffic generated by the development to use lower order roads. Comply with AO North Quay and Adelaide Street are the lower order roads surrounding the development site when compared to George Street and Ann Street.

78 Appendix B Development Plans Site: Proposed Mixed Use Development 72 Reference: 13BRT0251

79