adopted report transport and infrastructure committee meeting · 12 : heathwood drive & bridge...

784 Adopted Report

of the

Transport and Infrastructure Committee Meeting

held

Thursday 28 November 2019 at

9am

City of Gold Coast Council Chambers 135 Bundall Road Surfers Paradise

784th Council Meeting 6 December 2019 2 Transport And Infrastructure Committee Meeting 28 November 2019 Adopted Report

Index 784 Adopted Report

Transport and Infrastructure Committee Meeting Thursday 28 November 2019

9am

Item Direct. File Page Subject

1 TI LG115/1358/01/2019(P1) 4 Transport And Infrastructure Action List & Forward Planning Schedule

2 TI FN334/375/02/08(P1) 7 2019-20 Local Area Works Program T&I Additions

3# TI TT1017/113/17(P1) 12 Heathwood Drive & Bridge Duplications Crossings Estimate

4 TI RD113400/16(P3) 20 Dixon Drive, Pimpama - Safety Outside Pimpama State Secondary College

5## TI TT1017/113/21/01(P1) 29 Long Term Parking Of Trailers, Boats & Caravans On Local Streets

6 TI TT1017/113/24(P1) 39 State Of The Transport Network 2019

Closed Session

7 TI LG314/1211/20/031(PX) 70 Contract No. LG314/1211/20/031 - Construction Of The Isle Of Capri Bridge As Part Of The Isle Of Capri Decongestion Project

Open Session

General Business

8 TI FN334/375/02/08(P1) 78 Welcome Signs - Chevron Island Thomas Drive

Closed Session

TI TT1017/113/17(P1) 79 Coomera Connector Update 2 – Local Roads Assessment (Presentation Only)

Open Session

General Business

9## TI TT1017/113/26/01(P1) 80 Coomera Connector

# Officer’s Recommendation changed by Committee ## Committee Recommendation changed by Council KEY: OCEO - Office of the Chief Executive Officer OCOO Office of the Chief Operating Officer EPE - Economy, Planning and Environment OS - Organisational Services LC - Lifestyle and Community TI - Transport and Infrastructure WW - Water and Waste

784th Council Meeting 6 December 2019 3 Transport And Infrastructure Committee Meeting 28 November 2019 Adopted Report ADOPTION BY COUNCIL 6 DECEMBER 2019 RESOLUTION G19.1206.007 moved Cr PC Young seconded Cr Taylor That the Report of the Transport and Infrastructure Committee Meeting of Thursday, 28 November 2019, covered by Recommendations numbered TI19.1128.001 to TI19.1128.009, be adopted with the exception of Recommendation Numbers TI19.1128.005 and TI19.1128.009 which were specifically resolved.

CARRIED ATTENDANCE Cr P C Young (Chairperson) Cr P Taylor Cr D Gates Cr W Owen-Jones Cr C Caldwell (left the meeting at 9.46am) Cr P J Young Cr D Crichlow OAM Cr G Baildon AM Cr H Vorster Cr D McDonald Mr A Twine Director Transport and Infrastructure Mr M Hulse Manager Infrastructure Delivery Mr M Tilly Manager Transport and Traffic Mr N Prasser Executive Coordinator Transport Planning, Policy and Program,

Transport and Traffic Mr R Smith Manager Health Regulatory & Lifeguard Services APOLOGIES / LEAVE OF ABSENCE Nil PRESENTATIONS Coomera Connector Update 2 – Local Roads Assessment (Presentation Only) [Confidential] – Matthew Tilly, Manager Transport and Traffic


ITEM 1 TRANSPORT AND INFRASTRUCTURE TRANSPORT AND INFRASTRUCTURE ACTION LIST & FORWARD PLANNING SCHEDULE LG115/1358/01/2019(P1)

TRANSPORT AND INFRASTRUCTURE COMMITTEE Item Action Officer Action/Previous Resolution

Transport and Infrastructure Committee Meeting (all meetings)

Action List and Forward Planning Schedule A Twine – Director Transport and Infrastructure

Standing Item.

2019-20 Capital Works Program - Approvals M Hulse – Infrastructure Delivery Report as required.

2019-20 Local Area Works Program – Additions M Hulse – Infrastructure Delivery Report as required.

(785) Transport and Infrastructure Committee Meeting – 23 January 2020

Contract No. LG314/411/20/011 - Provision of Survey Services (preferred supplier)

W van den Tol – Infrastructure Delivery

Awarding of Contract for the provision of Survey Services (preferred supplier)

Contract No. LG314/765/19/003 – Supply, Installation and Commissioning of Traffic Signals and ITS Infrastructure

G Smith – Transport & Traffic Awarding of contract for supply, installation and commissioning of traffic signals and ITS Infrastructure.

Sign Shop Services (Ex. Minute G17.0613.005)

B Kudzius – Transport & Traffic That Council gives consideration of its sign shop offering its services to other local authorities and potential customers on the basis revenue exceeds the costs of doing so and Council's own requirements are not impacted.

Response To Petition: Nobby Parade Nobby - Speed Humps (Ex. G19.0430.019)

M Tilly / B Kudzius – Transport & Traffic

That the above Petition be received and referred to the Transport & Infrastructure committee for consideration and report to Council.

Extractive Industries Road Renewal Levy D McNeilage – City Assets To advise Council of increased scope of the Extractive industries road renewal program and consider options to increase the associated levy to fund the program.


ITEM 1 (Continued) TRANSPORT AND INFRASTRUCTURE ACTION LIST AND FORWARD PLANNING SCHEDULE LG115/1358/01/2019(P1)

(786) Transport and Infrastructure Committee Meeting – 6 February 2020

"HOTA Project Update Report Stage 1 (Ex. G18.0731.007, Ex. G18.0227.007, Ex G18.1030.009, Ex G19.0326.005, Ex G19.0920.009)"

T Windsor – Infrastructure Delivery That the next Stage 1 update report be brought back to Council in December 2019.

(TBA) Transport and Infrastructure Committee Meeting

ParkInCentre Scheme (PICS) 30 Minute Free Parking Trial Review (Ex. G19.0730.009)

M Tilly / T Papa – Transport & Traffic

1 That Council approve an extension of the 30 minute free parking trial in 10 parking spaces along Surf Parade, Broadbeach, for a twelve month period between 1 August 2019 and 31 July 2020. 2 That upon its completion, Transport & Traffic Branch officers undertake a further review of the 30 minute free parking trial and report back to Council in late 2020 as part of a update on the overall performance of the Broadbeach PICS.

Asset Condition And Infrastructure Renewal Requirements (Ex. SBF 19.0513.007 in part)

Z Sichivitsa – City Assts D Braby – City Assts A Llewellyn – Corporate Asset Management

"3 That prior to 2020-21 budget deliberations, Standing Committees review the outputs of Asset Management Plans for relevant categories of infrastructure, with particular emphasis on infrastructure renewal requirements and underlying asset condition information. "

Response to Petition: Artificial Reef - Palm Beach - Naming (EX. G19.1011.018)

Z Sichivitsa – City Assts

That the above Petition be received and referred to the appropriate committee for consideration and report to Council.


ITEM 1 (Continued) TRANSPORT AND INFRASTRUCTURE ACTION LIST AND FORWARD PLANNING SCHEDULE LG115/1358/01/2019(P1) RECOMMENDATION It is recommended that Council resolves as follows: That the Transport and Infrastructure Directorate Action List and Forward Planning Schedule for the Transport and Infrastructure Committee be noted. Authorised by: Alton Twine Director Transport and Infrastructure iSPOT#72563694 COMMITTEE RECOMMENDATION TI19.1128.001 moved Cr McDonald seconded Cr Taylor That the Transport and Infrastructure Directorate Action List and Forward Planning Schedule for the Transport and Infrastructure Committee be noted.

CARRIED


ITEM 2 INFRASTRUCTURE DELIVERY 2019-20 LOCAL AREA WORKS PROGRAM – ADDITIONS FN334/375/02/08(P1) Refer 2 page attachment 1 BASIS FOR CONFIDENTIALITY 1.1 I recommend that Attachment 2.2 of this report be considered in Closed Session

pursuant to section 275 (1) of the Local Government Regulation 2012 for the reason that the matter involves the local government’s budget.

1.2 That Attachment 2.2 be deemed a confidential document in accordance with sections

171 (3) and 200 (5) of the Local Government Act 2009 and that the attachment remain confidential unless Council decides otherwise by resolution.

2 EXECUTIVE SUMMARY Not Applicable. 3 PURPOSE OF REPORT The purpose of this report is for Council to approve additions to the 2019-20 Local Area Works Program as detailed in Attachment 2.1. 4 PREVIOUS RESOLUTIONS Not Applicable. 5 DISCUSSION Councillors in conjunction with City officers have suggested that the projects in Attachment 2.1 be added to the 2019-20 Local Area Works Program. 6 ALIGNMENT TO THE CORPORATE PLAN, CORPORATE STRATEGIES AND

OPERATIONAL PLAN These projects satisfy the following: 1.0 The best place to live and visit

1.4 We have fast, frequent and reliable public transport. We can get around the city easily and cheaply.

2.0 Prosperity built on a strong diverse economy 2.3 We have infrastructure that supports productivity and growth. We have connected and vibrant economic precincts.

3.0 People contribute to a strong community spirit

3.6 We are an active community. We enjoy the city and its enviable climate.


ITEM 2 (Continued) 2019-20 LOCAL AREA WORKS PROGRAM – ADDITIONS FN334/375/02/08(P1) 7 FUNDING AND RESOURCING REQUIREMENTS Funds are available within the various Local Area Works allocations to carry out the works as indicated in Attachment 2.1 within the 2019-20 financial year. Details of the additional annual operational/maintenance costs, estimated new/upgrade and renewal costs and estimated useful life of the new assets created are shown in Attachment 2.1. The new/upgrade cost is the cost to create or upgrade the asset. The works proposed in this report can be maintained and operated adequately based on the current 10 year financial plan's growth factors and maintenance budgets. 8 RISK MANAGEMENT Transport and Infrastructure’s project teams will mitigate risk through project development and delivery phases in accordance with the risk management procedure 6-3 which is aligned with the Risk Management Standards AS/NZS 31000:2018. 9 STATUTORY MATTERS Not Applicable. 10 COUNCIL POLICIES Local Area Works and Services Program Policy (iSPOT #22891397). 11 DELEGATIONS Not Applicable. 12 COORDINATION & CONSULTATION Name and Title of the Stakeholder Consulted

Directorate or Organisation

Is the Stakeholder Satisfied With Content of Report and Recommendations (Yes/No) (comment as appropriate)

Garry Miller, Senior Project Manager

Transport and Infrastructure

Yes

13 STAKEHOLDER IMPACTS The community, ratepayers and visitors to the Gold Coast will benefit from the new and improved facilities funded from the Local Area Works Program as listed in Attachment 2.1. 14 TIMING Projects listed with “TBA” will be added to the Local Area Works Program once formally approved by Council and included in Design/Construction Programs for implementation in conjunction with other priority works.


ITEM 2 (Continued) 2019-20 LOCAL AREA WORKS PROGRAM – ADDITIONS FN334/375/02/08(P1) 15 CONCLUSION The proposed additions to the Local Area Works and Services Program as suggested by divisional councillors in conjunction with City officers are listed in Attachment 2.1. It is recommended that Council approve the additions in order that they can be implemented as soon as practicable. 16 RECOMMENDATION It is recommended that Council resolves as follows: 1 That Attachment 2.2 be deemed a confidential document in accordance with sections

171 (3) and 200 (5) of the Local Government Act 2009 and that the attachment remain confidential unless Council decides otherwise by resolution.

2 That the additions listed in Attachment 2.1 be approved for the 2019-20 Local Area

Works Program. Author: Authorised by: Garry Ellis Alton Twine Program Coordinator Project Management Unit Director Transport and Infrastructure 5 November 2019 iSPOT:#74869022 Att (s) #74866423 & #74866459 COMMITTEE RECOMMENDATION TI19.1128.002 moved Cr McDonald seconded Cr Taylor 1 That Attachment 2.2 be deemed a confidential document in accordance with

sections 171 (3) and 200 (5) of the Local Government Act 2009 and that the attachment remain confidential unless Council decides otherwise by resolution.

2 That the additions listed in Attachment 2.1 be approved for the 2019-20 Local

Area Works Program.

CARRIED


Attachment 2.1

TRANSPORT AND INFRASTRUCTURE – ADDITIONS

Project

Manager

Div

Project

No

Location

Description

Proposed Local Area Works Allocation

New / Upgrade. Preliminary

Estimated Capital costs

$

Additional

Annual Operations & Maintenance

Costs $

Estimate

Useful Life Years

G. Miller (CR467974)

6 TBA Heath Street, Southport

Allocation for the construction of a concrete path at the intersection of Bauer Street and Heath Street. The works include;

• Construct a 24m x 1.5m wide concrete path • Reconstruct 2 x pedestrian access ramps • Construct 10m of barrier kerb • Reconstruct 70m² of Asphalt wearing surface • Engineering certification • Site restoration works • Traffic control

55,600 1,112 50

iSPOT:# 74866423


ITEM 3 TRANSPORT AND TRAFFIC HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) 1 BASIS FOR CONFIDENTIALITY Not Applicable. 2 EXECUTIVE SUMMARY Nil. 3 PURPOSE OF REPORT The purpose of this report is to provide an estimate for the design of the duplication of Heathwood Drive and bridge crossings at Upper Coomera/ Oxenford. 4 PREVIOUS RESOLUTIONS Item 5 of the Transport and Infrastructure Committee meeting on 14 February 2019 (Round #767) recommended: “That officers provide an estimate for the design of Heathwood Drive and bridge crossings Upper Coomera to be funded from Divisions 1 & 2 Local Area Works Program for future whole of city consideration, funding and construction.” Refer to Resolution Number T1I9.0214.005. 5 DISCUSSION Assumption For the purposes of this report and developing the order of cost estimate, it was assumed the Council resolution refers to: Upgrading the capacity of Heathwood Drive and its bridge crossings of the Coomera

River to reduce traffic congestion currently experienced by motorists during peak times on the approach to Tamborine – Oxenford Road;

Works involve reconfiguring the existing undivided two-lane cross section to a divided four-lane cross section (referred to as ‘duplication’ works); and

Works include upgrading the road from a ‘rural’ to an ‘urban’ configuration (including median, kerb and channel, active transport facilities, lighting upgrades and landscaping).

It was also assumed no land acquisitions are required for the duplication works.


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) Characteristics The characteristics of Heathwood Drive are outlined in Table. A map of Heathwood Drive is outlined in Figure 1.

TABLE 1 HEATHWOOD DRIVE CHARACTERICTICS

ELEMENT DETAILS Link: Abraham Rd / Hargrave Rd at Upper Coomera (north) to Tamborine – Oxenford Road / Old

Pacific Highway at Oxenford (south). Note: This link incudes a 600 metre section Reserve Road at Upper Coomera over Yaun Creek which is already configured as a four-lane urban standard road. The order of cost estimate outlined in this report does not include any works on Reserve Road.

Function: Distributor and Service Road

Connections: • An inter-suburban link between Upper Coomera and Oxenford across the Coomera River; • Access between Upper Coomera and the M1 via Exit 57 at Oxenford.

Length: 2.5km

Configuration: Undivided with lighting, footpath and swale drains (no kerb and channel)

Cross Section: • 9m carriageway; • 2 x 3.5m traffic lanes; and • 2 x 1m shoulders

Traffic Volumes: Approximately 20,000 vehicles per weekday

FIGURE 1: Map of Heathwood Drive


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) Order of Cost Estimate The order of cost estimate to duplicate Heathwood Drive, including bridge crossings of the Coomera River and its floodplain ranges between $55 million to $86 million. The design component (including survey) is in the order of $7 million and the upper figure allows for a 40% contingency (appropriately recognising the “high level” estimate). Refer to Table 2 for more information. The order of cost estimate outlined in Table 2 is not based on any design work being undertaken (sketch plans, functional layouts, conceptual or detailed design drawings) and are based on linear metres rates from the benchmarking of recent road projects undertaken in other locations and engineering judgement. There are some unknown design and construction elements that could pose a risk to the order of cost estimate including: Hydraulic requirements (that now need to take into account climate change factors in

accordance with Queensland Government policy); Relocation of public utilities services (e.g. water, electricity, telecommunication etc);

and Latent geotechnical conditions. As such, a 40% contingency allowance was included in the order of cost estimate for risk management purposes.

TABLE 2 ORDER OF COST ESTIMATE

ELEMENT ORDER OF COST

Road Construction (1480m) $17M

River Bridge Construction (170m) $23M

Causeway Bridge Construction (150m) $15M

Subtotal Construction $55M

Risk & Contingency (40%) $22M

Design (including survey) $7M

Project management and other on-costs $2M

TOTAL $86M

The Coomera River floodplain includes a ‘dry’ causeway that is designed to take flood waters and overland flow during times of major flood events. There are currently structures over this land. As such, the duplication of Heathwood Drive would require two bridges – one over the Coomera River and one over the causeway. Figure 2 indicates the relative locations of these structures.


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) Investment Planning It should be noted that duplication of Heathwood Drive is not included in Council’s: Road Network Plan 2018-2028; Congestion Management Action Plan: 2019/20 – 2022/23; 10 Year Transport Infrastructure Program; and Local Government Infrastructure Plan. The reason for this is that the intended medium to longer term road network solution for the area is the construction of an overpass of the M1 that links Reserve Road at Upper Coomera and Beattie Road at Coomera as outlined in Figure 3 (for planning purposes this link is referred to as the “Beattie Road Overpass”).

FIGURE 2: Coomera River Floodplain Causeway (Source: Nearmap)

Coomera River

causeway

bridges

bridges


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) The Beattie Road Overpass will provide an additional east-west link over the M1 and provide a connection to a possible future interchange on the Coomera Connector and a local road connection over the Coomera River linking Beattie Road at Coomera and Hope Island Road at Helensvale (refer to Figure 3). This outcome will provide the additional capacity over the Coomera River that the duplication of Heathwood Drive otherwise would, whilst also diverting local and inter-suburban traffic away from using the M1 Exit 57 thus freeing up capacity on Heathwood Drive. Given the significant additional operational life that it provides to M1 Exits 54 and 57, the City is currently advocating for this road network solution to be included as part of the scope of the M1 Central Masterplan / Coomera Connector project, which is the responsibility of the Queensland Government.

FIGURE 3: Beattie Road Overpass

Coomera Connector (planned route)

Coomera Connector interchange (possible)

Beattie Road Overpass

Coomera – Hope Island service road connection (possible)


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) M1 Oxenford Interchange Upgrade It is acknowledged that during peak times, motorists are experiencing traffic congestion on Heathwood Drive on the approach to Tamborine – Oxenford Road. There are reports that during morning peak times, southbound traffic is queuing along Heathwood Drive for up to 1.5km at this intersection. This is causing frustration for motorists as they have to wait for up to 30 minutes during peak periods which is about 15 traffic signal cycles. The Queensland Government has committed funds to upgrade the Pacific Motorway (M1) Oxenford Interchange (referred to as ‘Exit 57’) in the short term to improve its capacity. As highlighted in Figure 4, the intersection of Tamborine – Oxenford Road / Heathwood Drive forms part of the scope of the interchange works.

Traffic analysis indicates that after the M1 Exit 57 interchange works are complete, which includes two left turn lanes on Heathwood Drive into Tamborine – Oxenford Road (refer to Figure 4), southbound traffic queues on Heathwood Drive will be reduced to approximately 200m during peak times with motorists experiencing a five minute delay (three traffic signal cycles). With population growth in the northern part of the city forecast to continue, further traffic demand on the Heathwood Drive southbound approach to the Tamborine – Oxenford Road is expected which will obviously have impacts on the operational capacity of the intersection over time. As such, it is expected the Exit 57 interchange works will provide relief to motorists experiencing congestion on Heathwood Drive for about a five year period. The Beattie Road Overpass provides the medium to longer term road network solution in this regard.

FIGURE 4: Pacific Motorway (M1) Oxenford Interchange Upgrade Configuration


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) 6 ALIGNMENT TO THE CORPORATE PLAN, CORPORATE STRATEGIES AND

OPERATIONAL PLAN Nil. 7 FUNDING AND RESOURCING REQUIREMENTS Nil. 8 RISK MANAGEMENT Nil. 9 STATUTORY MATTERS Not Applicable. 10 COUNCIL POLICIES Not Applicable. 11 DELEGATIONS Not Applicable. 12 COORDINATION & CONSULTATION This project information report has been prepared in consultation with the following:

Name of the Stakeholder Consulted Directorate


Alton Twine Director Transport and Infrastructure Yes

Matthew Tilly Manager Transport and Traffic

Transport and Infrastructure Yes

Matthew Hulse Manager Infrastructure Delivery


Dean Ostrofski Executive Coordinator Design Services


13 STAKEHOLDER IMPACTS Not Applicable. 14 TIMING Not Applicable.


ITEM 3 (Continued) HEATHWOOD DRIVE & BRIDGE CROSSINGS ESTIMATE TT1017/113/17(P1) 15 CONCLUSION The order of cost estimate to design the duplication of Heathwood Drive at Upper Coomera / Oxenford, including bridge crossings of the Coomera River and its floodplain, is $7 million. However such duplication is not supported by the analysis of the future transport planning options for the area. The proposed Beattie Road overpass offers a better way to ultimately address the growing congestion along Heathwood Drive, noting that the upgrade of M1 Exit 57 will reduce the current queues at this location in the short term. 16 RECOMMENDATION It is recommended that Council resolves as follows: That Council notes the contents of this report. Author: Authorised by: Nick Prasser Executive Coordinator Transport Policy & Planning 6 November 2019

Alton Twine Director Transport and Infrastructure

iSpot #74817750 COMMITTEE RECOMMENDATION TI19.1128.003 moved Cr Gates seconded Cr Caldwell Changed Recommendation 1 That Council notes the contents of this report. 2 That Council’s formal submission to the Coomera Connector requests that the

Department of Transport and Main Roads include the east-west fly over connection between Heathwood Drive and Beattie Road.

CARRIED UNANIMOUSLY


ITEM 4 TRANSPORT AND TRAFFIC DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) 1 BASIS FOR CONFIDENTIALITY Not Applicable. 2 EXECUTIVE SUMMARY Not Applicable. 3 PURPOSE OF REPORT This report is to advise Council of investigations into the request by petitioners to improve the bus zone facility in Dixon Drive that services the Pimpama State Secondary College. 4 PREVIOUS RESOLUTIONS Ex Council Minute No. G19.0827.022 “That the above Petition be received and referred to the appropriate committee for consideration and report to Council.” 5 DISCUSSION Background A petition was received by the City and presented to Council at its meeting on 27 August 2019. The petition was signed by 36 residents from Pimpama, Coomera, Upper Coomera and Ormeau requesting “that the City of Gold Coast investigates the installation of improved bus parking bays to service Pimpama State Primary and Secondary Colleges.” The main concern conveyed by residents in the petition relates to the safety of students waiting for buses on Dixon Drive outside the Pimpama State Secondary College. Pimpama State Primary and Secondary Colleges are located on Dixon Drive in Pimpama, as shown in Figure 1. These schools were opened in 2013 and 2015 and have since experienced significant growth.


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3)

Figure 1 - Location of Pimpama State Primary and Secondary Colleges (Dixon Drive, Pimpama Issues relating to the safety of students travelling to and from Pimpama State Primary College and Pimpama State Secondary College are discussed and addressed through a joint safe school travel (SafeSt) committee. The SafeSt committee meets regularly and includes representatives from both the primary and secondary colleges (the principals), the City, Department of Transport and Main Roads (TMR), Queensland Police Service (QPS) and TransLink. Safety Improvements The City has received a number of requests concerning traffic safety in this area since the schools opened in 2013 and 2015. These concerns have been raised directly by members of the public, as well as by local and state elected representatives. In response to these concerns, the City has undertaken several traffic investigations in the school vicinity resulting in a number of improvements including: Installation of two children crossings (in conjunction with TMR) adjacent to the

primary college. Installation of enhanced (flashing) school zone signage. Installation of a new 40km/h school zone in Charles Avenue. Installation of fencing along the on-street bus zone adjacent to the secondary college. Installation of a pedestrian refuge facility on Dixon Drive adjacent to the secondary

college. Modifications to signage and line marking within the off-street carparks at both the

primary and secondary colleges. Installation of a bus staging area in Dixon Drive east of the on-street bus zone at the

secondary college. Modification to line marking in Dixon Drive.


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) Bus Zones An indented on-street bus zone that accommodates two buses is located on the northern side of Dixon Drive adjacent Pimpama State Primary College. Several on-site inspections undertaken during school peak times have shown that this bus zone is operating efficiently although it can be impacted by the congestion experienced in the vicinity of the school. An indented on-street bus zone that accommodates three buses is located on the southern side of Dixon Drive adjacent to the Pimpama State Secondary College. A large off-street carpark with capacity for 104 vehicles and a passenger loading zone equivalent to 11 short term spaces is also located within the adjacent road reserve. Both areas were constructed in conjunction with the secondary college in 2012 and the off-street carpark area is now the responsibility of the City. City officers have worked with the SafeST committee to address issues with the bus zone at the secondary college in the past and in 2018 a bus staging area was installed on the southern side of Dixon Drive to accommodate three buses waiting to access the formal bus zone. A plan of the existing road and carpark layout adjacent to the secondary college is shown in Figure 2.

Figure 2 - Existing bus zone and carpark layout In 2019 the City received a request from the principal of the Pimpama State Secondary College to relocate the existing on-street bus zone on Dixon Drive to the City controlled off-street school carpark. This request was made due to the safety issues associated with managing high student volumes waiting for buses on Dixon Drive. In order to investigate the concerns raised by the principal of the secondary college, a site inspection was undertaken during the afternoon school peak with the principal and representatives from the City and TMR. At the meeting the following issues were observed:


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) There were high numbers of students waiting for school buses in an area of Dixon

Drive constrained by a large stormwater retention basin. Secondary college staff were observed managing students at the bus zone including

while standing on the roadway. A number of buses were observed reversing in the bus zone in proximity to students

and secondary college staff. The existing on-street indented bus zone, designed to accommodate three buses,

was inadequate to service the approximately ten buses (TransLink and non-TransLink) used during the afternoon school peak between 2.45pm and 3.30pm.

The bus staging area was not operating as intended and students were boarding the buses unsafely at the staging area.

An example of these issues is shown in Figure 3.

Figure 3 – Photo of students at bus zone on Dixon Drive at Pimpama State Secondary College Following discussions with the principal and TMR, it was agreed the appropriate solution to the bus zone safety issues would be to convert the existing passenger loading zone in the off-street carpark to an additional bus zone. This would reduce the number of students waiting for buses on the footpath area next to Dixon Drive and allow students to wait within the safety of the school grounds and away from moving traffic. The proposed layout is shown in Figure 4.


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3)

Figure 4 - Proposed changes at Pimpama State Secondary College The Pimpama State Secondary College has advocated for this change and advised that if the new bus zone is constructed, the school will manage and install the appropriate facilities to support the new bus zone, such as access gates along the property boundary and possible covered waiting areas within the school property. Creating the new bus zone will also require a number of other changes (also shown in Figure 4) including: Changes to the kerb and channel alignment within the off-street carpark to facilitate

turning movements for buses, as the original design of the off-street carpark did not cater for large vehicles.

Relocation of the existing passenger loading within the off-street carpark. Reduction of 26 car parking spaces and one disabled car parking space within the off-

street carpark to accommodate the relocated passenger loading zone. Observations and discussions with the secondary college principal indicate the off-street carpark is currently underutilised and the loss of parking spaces can be accommodated.

Removal of the bus staging area east of Clarence Street and conversion of this zone to on-street parking, as the bus staging area would no longer be required.

The existing on-street bus zone on Dixon Drive would be retained for non-TransLink buses during the afternoon school peak. TransLink has also requested this bus zone be retained to accommodate future TransLink services in the area.


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) Due to the significant changes required to the kerb and channel alignment within the City controlled off-street carpark, a detailed design is required prior to construction. The works are currently included in the approved four year capital program with $80,000 programmed in 2020/21 for design and $250,000 programmed in 2021/22 for construction. These works will be incorporated with other active travel upgrades at the school which include footpath works to the west of the Pimpama State Secondary College. 6 ALIGNMENT TO THE CORPORATE PLAN, CORPORATE STRATEGIES AND

OPERATIONAL PLAN This report best aligns with the following: Gold Coast 2022 Corporate Plan

- People 3.1 Our city is safe

Gold Coast City Transport Strategy 2031

- Objective Roads and Freight - To develop and manage an efficient road network that meets the city’s needs for the movement of people and goods, and can be safely shared by all users.

Gold Coast Road Safety Plan 2015-2020

- Action 1.7 Investigate short-term measures to relieve road safety and traffic congestion issues around school zones.

7 FUNDING AND RESOURCING REQUIREMENTS Budget/Funding Considerations The proposed changes will be funded from CI3460O002 – Active Transport Infrastructure. The works are currently incorporated in the approved four year program with $80,000 programmed in 2020/21 for design and $250,000 programmed in 2021/22 for construction. Given that the proposed scope of works includes the construction of safe school travel infrastructure, the project may be eligible for a 50% contribution from the State Government through the Transport Infrastructure Development Scheme (TIDS). As such, potential grant funding opportunities will be further investigated once a preliminary design and cost estimate have been prepared. 8 RISK MANAGEMENT Not Applicable.


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) 9 STATUTORY MATTERS Transport Operations (Road Use Management) Act 1995

- Under Section 69, Local Government is permitted to install and remove official

traffic signs (under Schedule 4, i.e. every sign, signal, marking, light or device placed or erected to regulate, warn or guide traffic).

- Under Section 72A and Section 166, the approved design, method, standard and

procedure about, and the way of installing an official traffic sign must be contained in the Manual of Uniform Traffic Control Devices or an approved notice.

10 COUNCIL POLICIES Not Applicable. 11 DELEGATIONS Traffic engineering treatments recommended in this report will be implemented under delegation DE01732 – Install and remove official traffic signs. 12 COORDINATION & CONSULTATION The following stakeholders have been consulted and support the recommendations. Name and/or Title of the Stakeholder Consulted



Executive Coordinator, Transport Assets, City Assets Branch


Yes

Executive Coordinator, Transport Policy, Planning and Program, Transport and Traffic Branch


Yes

13 STAKEHOLDER IMPACTS External / community stakeholder Impacts The principal of Pimpama State Secondary College has been consulted regarding the

proposed change, including the installation of an additional bus zone resulting in the loss of parking within the off-street carpark in the City-controlled road reserve adjacent the school. The proposed change would represent a safety improvement for students and college staff.

The Manager of Service Planning for TransLink has been consulted regarding the

proposed change, including the installation of an additional bus zone within the off-street carpark in the City-controlled road reserve adjacent the school. The proposed change would represent an operational and safety improvement, reducing congestion and increasing availability of the on-street bus facility for future route service buses.


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) 14 TIMING The following actions will be undertaken subject to Council approval: A detailed design for the changes to the off-street carpark will be undertaken in the

2020/2021 financial year. Modification to the off-street carpark to facilitate buses will be undertaken in the

2021/2022 financial year. The Chief Petitioner will be advised of Council’s decision within two weeks of

receiving Council approval. 15 CONCLUSION Council received a petition from a number of residents from Pimpama, Coomera, Upper Coomera and Ormeau requesting “that the City of Gold Coast investigates the installation of improved bus parking bays to service Pimpama State Primary and Secondary Colleges.” The main concern articulated by residents related to the safety of students waiting for buses on Dixon Drive outside the Pimpama State Secondary College. Discussions and site investigations undertaken by City officers, in conjunction with the Pimpama State Secondary College principal and TMR, have concluded that the most appropriate solution to address the concerns raised by both the school and the petitioners is to create an additional bus zone within the off-street school carpark located in the City-controlled road reserve adjacent the school . The design of the new bus zone and associated kerb changes is currently programmed for the 2020/21 financial year with construction programmed for the 2021/22 financial year. It is anticipated that this project will be successful in attracting State subsidy through TIDS. The creation of the additional bus zone in the off-street school carpark will address the concerns raised by the petitioners and improve the safety of the bus zone for both primary and secondary school students using the bus facilities at the Pimpama State Secondary College. 16 RECOMMENDATION It is recommended that Council resolves as follows: 1 That the off-street carpark at Pimpama State Secondary College be modified to

enable buses to service the school from within the carpark.

2 That the Chief Petitioner be advised of Council’s decision. Author: Authorised by: Thomas Rosengreen Alton Twine Senior Traffic Engineering Officer Director Transport and Infrastructure 14 October 2019 iSpot: #74614104


ITEM 4 (Continued) DIXON DRIVE, PIMPAMA - SAFETY OUTSIDE PIMPAMA STATE SECONDARY COLLEGE RD113400/16(P3) COMMITTEE RECOMMENDATION TI19.1128.004 moved Cr McDonald seconded Cr Taylor 1 That the off-street carpark at Pimpama State Secondary College be modified to

enable buses to service the school from within the carpark.

2 That the Chief Petitioner be advised of Council’s decision.

CARRIED


ITEM 5 TRANSPORT AND TRAFFIC LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) Refer 1 page attachment 1 BASIS FOR CONFIDENTIALITY Not Applicable. 2 EXECUTIVE SUMMARY Not Applicable. 3 PURPOSE OF REPORT The purpose of this report is to respond to a previous resolution that a report be prepared for Council consideration on potential options to manage long term parking of trailers, boats and caravans on local streets. 4 PREVIOUS RESOLUTIONS Ex Minute G19.0730.028 1 That a report be prepared for Council consideration on options to regulate across the

City, the long term parking (for longer than one hour) of registered trailers, boats and caravans (with an overall length less than 7.5 metres) on streets that are outside Traffic Areas or time prescribed areas.

5 DISCUSSION 5.1 Background The parking of trailers, boats and caravans on local streets may be convenient, however it has been reported that some of these vehicles are being left unattended for extended periods of time. This has prompted some residents to raise concerns about potential road safety and amenity issues with their divisional Councillor. To mitigate these issues in time prescribed parking areas, Council recently adopted amendments to the Traffic Area and Parking Permit Scheme (TAPPS 2), that now excludes certain types of vehicles (e.g. trailers, caravans etc.) from being eligible for parking permits. The approximately 90 parking permits issued for trailers, boats and caravans will not be renewed when they expire on 31 December 2019. In response to Council’s resolution, the Transport and Traffic Branch has undertaken a review of trailers, boats and caravans parking outside of time restricted parking areas to determine the magnitude of this issue and outline a number of strategies for managing the on-street parking of trailers, boats and caravans.


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) 5.2 Types There are three general types of trailers, boats and caravans relevant to this discussion, as outlined in Table 1.

TABLE 1 TRAILER, BOAT & CARAVAN TYPES

TRAILER TYPE DESCRIPTION COMMENTARY

1 Equipment trailers and caravans

< 7.5m long The Queensland Road Rules currently permit registered vehicles (e.g. trailers, boats and caravans), with an overall length of less than 7.5m, to park on-street in residential and commercial built up areas for an unlimited period of time.

2 Restricted trailers

> 7.5m long The Road Rules define a long vehicle as “a vehicle that, together with any load or projection, is 7.5m long or longer”. This includes a trailer, boat and caravan. In accordance with Section 200 of the Road Rules, a long vehicle must not park on a length of road in a built-up area for more than one hour unless permitted by information on a traffic control device (e.g. regulatory parking sign).

3 Unregistered trailers

No current vehicle registration

The Road Rules state that an ‘abandoned vehicle’ (e.g. unregistered vehicle including a trailer, boat or caravan) that is left unattended on a road, whether temporarily, or otherwise, can be removed by a local government authority. Council imposes these restrictions via the following legislation: • Local Law No. 3 (Administration) 2008 • Section 100 of the Transport Operations Road Use Management

(TORUM) Act.

5.3 History of complaints Pathway records indicate that the Transport and Traffic Branch received 34 Councillor Requests about trailers, boats and caravans over a two year period between 25/07/2017 and 25/07/2019 (refer to Table 2). This is from a total of almost 3,000 Councillor Requests in Pathway, allocated to the Transport and Traffic Branch in that period.

TABLE 2 SUMMARY OF COUNCILLOR REQUESTS

(25/7/2017 TO 25/7/2019)

TRAILERS BOATS CARAVANS TOTAL 19 11 11 34

The above Councillor Requests stated the complaints were related to safety and accessibility based on the following elements: Safety Obstruct the visibility of drivers, cyclists and pedestrians; Reduction in safe passing distances for moving vehicles; and Parked in dangerous positions creating a safety hazard (e.g. close to corners).


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) Accessibility Blocking on-street access for essential services (e.g. waste collection); Reduction in availability of kerbside parking space for residents and their visitors; and Reduced manoeuvrability for vehicles in narrow streets and cul-de-sacs. After Council officers investigated these complaints, six resulted in remedial action being undertaken, predominantly with the installation of line marking. In summary, about one percent of Councillor Requests issued to the Traffic and Transport Branch over the last two years related to the on-street parking of trailers, boats and caravans of which 17 percent required remedial action. 5.4 Audit In October 2019, Councillors were asked to provide the Transport & Traffic Branch with streets in their respective Divisions where they have reported ‘hot spots’ of long term parking of trailers, boats and caravans. Based on this feedback, a list of 41 streets across the city (refer to Attachment 5.1) were then audited, via visual inspections undertaken between 23-30 October 2019 and 8 November 2019, to ascertain: 1 The incidence of trailers, boats and caravans parked on these streets (verges and

carriageways); 2 Where they were found, if their length was less or greater than 7.5m in length (and

thus parked illegally); 3 If they were posing a potential safety problem; and 4 If they were posing a potential accessibility problem. A summary of the results of the audit are outlined in Table 3.

TABLE 3 SUMMARY OF AUDIT RESULTS

ID INFORMATION NUMBER 1 Total found parked on the 41 streets inspected* 54 2 Number found to be >7.5m in length (thus parked illegally)# 6

3 Number causing a potential safety problem 0

4 Number causing a potential accessibility problem 0

* Refer to Attachment 5.1 for individual street details # Details passed onto City Parking officers to investigate and action as appropriate

Based on the review of complaints received over a two year period and the results of the audit, the magnitude of longer term parking of trailers, boats and caravans on local streets is low and is not a prolific citywide issue.


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) 5.5 Management of On-street Parking of Trailers, Boats and Caravans Where the following conditions apply, trailer, boat and caravan parking is restricted: street or area is controlled by time prescribed parking limits; vehicle does not have a valid registration; or length of the vehicle is 7.5m or more. In locations where the above conditions do not apply, it is legal for trailers, boats and caravans to park on-street for an unlimited period of time. In order to better manage the long-term parking of trailers, boats and caravans on local streets the following options were investigated: Option 1 - Using Regulatory Parking Signs The Department of Transport and Main Roads Manual for Uniform Traffic Control Devices (MUTCD) permits the regulation of on-street parking by trailers, boats and caravans through the use of time prescribed parking limits. However these time limits would apply for all vehicle types. There is currently no avenue to legally restrict a specific vehicle type through regulatory signs. To introduce a legally enforceable sign for the purpose of regulating the parking of trailers, boats and caravans, a new sign would need to be designed and approved by the Queensland Government. However, if such a sign was to be approved by the Queensland Government, Council would also need to amend its local law to enable officers to undertake compliance activities. It should also be noted that whilst regulatory signs may be effective in managing individual complaints, it is likely that subject vehicles will be relocated elsewhere. This will result in a proliferation of signs being installed each time the vehicle is moved and a consequential amenity impact on nearby residents/businesses. Option 2 - Amend the Local Law In accordance with Council Resolution CC11.0127.005, this option was investigated by Council in 2011. At the time, correspondence was forwarded to the Minister for Transport and Main Roads (the Minister). Council’s letter requested the Minister consider amending Section 200 of the Queensland Road Rules so that Council could, by local law, prohibit restricted vehicles from stopping for more than one hour on local streets (including trailers, boats and caravans). The Minister’s response of 6 June 2011 recognised that the parking of some types of vehicles in residential streets can cause problems. However, it was the Minister’s view that to deviate from the existing Queensland Road Rules would require strong justification. The Minister was not satisfied with the reasons Council provided, that an amendment to the Queensland Road Rules and deviation from the Australian Road Rules was justified because the:


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) a Proposed amendment would likely interfere with business, tourism and the

recreational needs of the community; b Current provision is an adequate measure for regulating the parking of those vehicles

that are most likely to cause an obstruction if they are parked for any length of time on roads which are not necessarily designed for them; and

c Minister considers that the other categories of vehicle identified as a “restricted” vehicle should be able to park in a variety of locations throughout Council’s Local Government area.

For the sake of completeness, and in order to avoid any confusion, Council sought comment from its legal representative on the Minister’s response. Legal advice reaffirmed that the Minister had understood Council’s request and had decided not to support the proposed changes. Following an incident on the Gold Coast in 2015, the Mayor wrote to the Premier of Queensland requesting the Road Rules be amended to include trailers, boats and caravans as restricted vehicles. The Premier subsequently advised that, as the Road Rules are applied state-wide, any change to Section 200 will apply across Queensland, and would therefore reduce the ability for other local governments to regulate parking based on local concerns. While the Road Rules can be adapted to target Queensland specific issues, they are broadly consistent with the Australian Road Rules and the Queensland Government would not seek to deviate from the model framework in this instance. Alternatively, the Premier recommended using area parking controls to regulate the parking of trailers, boats and caravans (e.g. Traffic Areas). Commentary Given the information outlined above, Council officers will continue to regulate the parking of “long” and “heavy” vehicles in accordance with the provisions of the Transport Operations (Road Use Management – Road Rules) Regulation 2009. This task is undertaken via complaints to the Health, Regulatory and Lifeguard Services Branch, and per general daily enforcement activity. Where the Transport and Traffic Branch receive complaints regarding safety concerns relevant to the on-street parking of vehicles less than 7.5m, these are investigated and addressed on a case by case basis. 6 ALIGNMENT TO THE CORPORATE PLAN, CORPORATE STRATEGIES AND

OPERATIONAL PLAN Introducing a strategy for managing the on-street parking of trailers, boats and caravans aligns with the aspirations of the City Parking Plan 2015 (refer to Table 4).


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1)

TABLE 4 ALIGNMENT WITH CITY PARKING PLAN 2015

ELEMENT DETAILS

Vision: To improve economic prosperity and urban amenity to support sustainable transport choices through a balance of parking options.

Objective: Manage the demand for parking to enhance the vitality of activity centres and make best use of the street as a public asset.

Action 2: Parking Regulations – Undertake strategic reviews to enhance parking conditions and information to improve safety and residential amenity in residential areas.

Action 6: Special Parking Management – Review the use of technologies, including e-permits, to enhance the provision and management of the Residential and Visitor Permit System.

7 FUNDING AND RESOURCING REQUIREMENTS Budget/Funding Considerations Not Applicable. 8 RISK MANAGEMENT There are no current corporate risks directly associated with the CPP2015. 9 STATUTORY MATTERS Not Applicable. 10 COUNCIL POLICIES Regulated parking matters are governed under Council’s Local Law No.2 (Regulated Parking) 2006 and its associated subordinate local law. 11 DELEGATIONS Not Applicable. 12 COORDINATION & CONSULTATION The following stakeholders have been consulted in developing the proposed changes: Name and/or Title of the Stakeholder Consulted

Directorate Is the Stakeholder Satisfied With Content of Report and Recommendations (Yes/No) (comment as appropriate)

Matthew Tilly Manager Transport & Traffic


Brigid Kudzius Executive Coordinator Transport Network Management


Sean Hodgson Executive Coordinator City Regulation

Lifestyle and Community Yes


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) 13 STAKEHOLDER IMPACTS In accordance with the External Communication Policy, Corporate Communication staff have been consulted on potential positive and negative impacts prior to this report being released. 14 TIMING Not Applicable. 15 CONCLUSION In October 2019, Council’s Transport and Infrastructure Committee requested: “A report be prepared for Council consideration on options to regulate across the City, the long term parking (for longer than one hour) of registered trailers, boats and caravans (with an overall length less than 7.5 metres) on streets that are outside Traffic Areas or time prescribed areas.” The Queensland Road Rules (road rules) permit registered vehicles with a length of less than 7.5 metres (including trailers, boats and caravans) to park on-street for an unlimited period of time unless a prescribed time limit applies. For Council to impose restrictions via its Local Laws to prohibit trailers, boats and caravans from parking on local streets for more than one hour, the Road Rules must be amended. The Queensland Government (via correspondence from the Minister for Transport and Main Roads in 2011 and the Premier in 2015) has advised that they do not support amending the road rules in this regard. Based on the review of complaints received over a two year period and the results of the audit, the magnitude of longer term parking of trailers, boats and caravans on local streets is low and is not a prolific citywide issue. Council will continue to enforce the Road Rules relating to the parking of vehicles >7.5m in length. Safety and accessibility complaints relating to the on-street parking of trailers, boats and caravans < 7.5m in length will continue to be investigated and addressed on a case by case basis.


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) 16 RECOMMENDATION It is recommended that Council resolves as follows: 1 Council note that, according to Queensland Road Rules, registered trailers, boats and

caravans which are less than 7.5m in length can legally park on-street for an unlimited period of time unless time prescribed parking limits apply.

2 Council note that, due to recent changes in Subordinate Local Law No. 2 (Regulated Parking) 2006, trailers, boats and caravans will no longer be granted parking permits for use within time prescribed parking areas.

3 Council continues to undertake compliance activities relating to the long term parking

(for longer than one hour) of registered trailers, boats and caravans (with an overall length less than 7.5 metres) on streets on a complaints basis.

Author: Authorised by: Tony Papa Alton Twine Specialist Transport Planner Director Transport and Infrastructure 7 November 2019 iSPOT #: 74648928 + Attch #74925097 COMMITTEE RECOMMENDATION TI19.1128.005 moved Cr Vorster seconded Cr PC Young 1 Council note that, according to Queensland Road Rules, registered trailers, boats and

caravans which are less than 7.5m in length can legally park on-street for an unlimited period of time unless time prescribed parking limits apply.

2 Council note that, due to recent changes in Subordinate Local Law No. 2 (Regulated

Parking) 2006, trailers, boats and caravans will no longer be granted parking permits for use within time prescribed parking areas.

3 Council continues to undertake compliance activities relating to the long term parking

(for longer than one hour) of registered trailers, boats and caravans (with an overall length less than 7.5 metres) on streets on a complaints basis.

CARRIED


ITEM 5 (Continued) LONG TERM PARKING OF TRAILERS, BOATS & CARAVANS ON LOCAL STREETS TT1017/113/21/01(P1) Committee Recommendation Changed at Council (6 December 2019) RESOLUTION G19.1206.005 moved Cr Vorster seconded Cr Caldwell That Committee Recommendation TI19.1128.005 be adopted as printed which reads as follows:- 1 Council note that, according to Queensland Road Rules, registered trailers,

boats and caravans which are less than 7.5m in length can legally park on-street for an unlimited period of time unless time prescribed parking limits apply.

2 Council note that, due to recent changes in Subordinate Local Law No. 2

(Regulated Parking) 2006, trailers, boats and caravans will no longer be granted parking permits for use within time prescribed parking areas.

3 Council continues to undertake compliance activities relating to the long term

parking (for longer than one hour) of registered trailers, boats and caravans (with an overall length less than 7.5 metres) on streets on a complaints basis.

CARRIED UNANIMOUSLY

Cr Boulton voted in the positive


Attachment 5.1 Audit of trailers, boats and caravans parked on local streets Streets identified as having on-street trailer parking issues

No. Street Name Suburb No. No.

Present >7.5m Length

1 Manapouri Street Broadbeach Waters 3 0 2 Cypress Drive Broadbeach Waters 1 0 3 Campbell Street Bundall 5 0 4 Palm Meadows Drive Carrara 3 0 5 South Street Coolangatta 1 0 6 Appel Street Coolangatta 0 0 7 Korina Avenue Coolangatta 0 0 8 Coomera Shores Estate Coomera 0 0 9 Seabright Circuit Jacobs Well 6 0

10 Central Street Labrador 1 0 11 Marine Parade Labrador 1 0 12 Marine Parade Labrador 0 0 13 Robert Street Labrador 0 0 14 Hill Parade Main Beach 0 0 15 Dudley Street Mermaid Beach 0 0 16 Seagull Avenue Mermaid Beach 1 0 17 Albatross Avenue Mermaid Beach 1 0 18 Lavarack Road Mermaid Beach 0 0 19 Peerless Avenue Mermaid Beach 0 0 20 Surf Street Mermaid Beach 0 0 21 Dunlop Court Mermaid Waters 3 1 22 Surfers Avenue Mermaid Waters 1 0 23 Vatakoula Parade Mermaid Waters 2 1 24 Aquila Court Mermaid Waters 0 0 25 Mirambeena Drive Ormeau 0 0 26 Strawberry Farm Pimpama 3 0 27 Gainsborough Drive Pimpama 5 0 28 Jennifer Avenue Runaway Bay 5 0 29 Milan Court Surfers Paradise 2 1 30 Salerno Street Surfers Paradise 1 1 31 Brindisi Avenue Surfers Paradise 0 0 32 Amalfi Drive Surfers Paradise 1 0 33 The Promenade Surfers Paradise 1 0 34 Viking Court Surfers Paradise 0 0 35 Commodore Drive Surfers Paradise 0 0 36 Golden Four Drive Tugun 2 1 37 Kumnick Street Upper Coomera 1 0 38 Ulrich Street Upper Coomera 1 0 39 River Meadows Drive Upper Coomera 2 1 40 Rose Valley Drive Upper Coomera 0 0 41 Isetta Court Upper Coomera 1 0

TOTAL 54 6


ITEM 6 TRANSPORT AND TRAFFIC STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) 1 BASIS FOR CONFIDENTIALITY Not Applicable. 2 EXECUTIVE SUMMARY The Transport and Traffic Branch conducts an annual State of the Transport Network Report. In support of this it has compiled, evaluated and analysed a range of transport system data. Recent release of the 2018 Household Travel Survey by the State Government has allowed supplementation of other known data sources to provide a more complete picture of transport network performance. Key themes for the 2019 State of the Transport Network Report are: The snapshot of current transport system performance and transport data found that

average weekday travel time remains unchanged, however, the mode share for active and public transport has increased. This data also indicates public transport mode share may be as high as 5 per cent given the strong system wide increase in public transport usage over recent years.

New population projections identifies that the City is growing faster than previously assumed over the next 10 years and by 2041 the Gold Coast will be a city of nearly one million. The north of the city continues to grow the fastest.

Across the city public transport mode share is similar, however the coastal area has the highest active transport usage accounting for over 13 per cent of weekday trips. The northern areas of the city have the longest average trip length (10 kilometres further than the coastal or western areas).

Public transport usage continues to grow with the past two years seeing an average increase of 7.2% per year equating to 3.6 million additional trips being undertaken by public transport.

City wide congestion levels have remained relatively stable between 2017 and 2018. Traffic volumes within some existing urban areas have actually decreased in recent years. Northern growth areas have seen significant growth. As a city average, congestion currently adds approximately 11 and 12 minutes to a typical 30 minute trip in the morning and afternoon peak periods respectively.

Active transport is still preferred for recreational and discretionary trips, while only 5 per cent of active travel occurs for a direct commute to work.

The City’s road network investment program continues to align with expected upgrades to the State network, however, more investment is still needed by the State for which the City will continue to advocate.

Despite improvements in recent years, the level of injuries and fatalities for users of the transport network are on the rise, placing greater emphasis on the City’s road safety programs and initiatives.

The City will continue to take a proactive role in providing transport solutions for major events.

The operation of the transport network continues to be a complex and diverse system to measure, monitor and track progress. The 2019 State of the Transport Network Report brings together available data to provide an appreciation of how the City’s efforts are delivering better transport outcomes for residents, businesses and visitors.


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) 3 PURPOSE OF REPORT The purpose of the report is to present an overview of the state of the Gold Coast’s transport network in 2019. 4 PREVIOUS RESOLUTIONS The 2018 State of the Transport Network Report was reported to the Transport and Infrastructure Committee (TI18.1129.003) and Council (G18.1207.005) in late 2018. In the 2018 report there was a commitment to produce a report on the state of the transport network annually and present it to the Transport and Infrastructure Committee towards the end of each calendar year, in order to inform the preparation of the following financial year budget proposals. This report meets this commitment and will provide only new and emerging information. The report does not include data that has not changed since the 2018 report (e.g. census data that is only undertaken every five years and was collected in 2016). 5 DISCUSSION 5.1 Current state The Transport and Traffic Branch has compiled, evaluated and analysed a range of transport system data. The City is reliant on data collected by external agencies including Australian Bureau of Statistics Census (collected every five years) and State Government Household Travel Survey (HTS). The current data environment is rapidly changing from being data poor and information hungry, to being data rich using emerging technologies. The increased availability of these new and emerging data sets requires increased resourcing for data collection, analysis and development of data tools. The State Government has also recently committed to recommencing collection of other useful travel data. In addition to data sets collected by external agencies the City is currently committed to: Collection of annual traffic and pedestrian count data through traditional survey

methods. Improved use of Bluetooth sensor data for travel time and network reliability reporting. Installation of next generation radar vehicle counting technology at permanent

locations. Undertaking a visitor travel survey to understand transport demands for our tourist

economy. Based on the recent State Government release of 2018 HTS data, a snapshot of the current performance of the transport network is shown in Figure 1.


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1)

FIGURE 1: Snapshot of the transport network for all travel (Source: Queensland Government draft 2018 Household Travel Survey)


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) It is noted that: The average weekday travel distance has decreased by two kilometres between 2016

and 2018 to 33 kilometres. Average weekday travel times per person remain just over an hour. Mode share for all trips has seen an increase in public transport and private vehicle

use and a reduction in active transport. There are less weekday person trips occurring on the network from an average 3.1

trips per person to 2.8 trips per person. 5.2 Transport data and metrics Transport system mode share metrics have been updated based on recent 2018 HTS provided by the State Government. This information supplements comprehensive public transport ticketing information, active counter data, traffic counts and congestion information to build an overall picture of transport system performance. The interrelationship between transport modes is complex and variable with a change in one mode impacting other modes. The nature and location of population growth also has a large impact on the modal performance of the system. Currently there is still a gap in available data that captures detailed tourist based travel information when compared to detailed surveys of permanent residential households. This is illustrated in Figure 2 where the 2018 HTS for a sample survey of 1,500 permanent residential households identifies public transport mode share as 3.8% of all travel. However, when applying detailed public transport ticketing information, which captured strong system wide public transport usage increases over recent years, the public transport mode share may be as high as 5 per cent. This is likely explained by the attractiveness of the light rail system for tourist based travel which is not captured by the HTS for permanent residents. Similarly tourist and visitor active travel usage which is also not captured by the HTS would likely increase the active transport mode share that is reported in Figure 1. The Transport and Traffic Branch will continue to work with the State Government to advocate for better and complete data for both resident and visitor travel.



FIGURE 2: Public transport mode share trend (Source: Household Travel Survey and TransLink ticketing data)

Comprehensive data sets that present a complete picture of the city’s transport system still prove challenging to obtain and are reliant on external agencies to collect. The City is committed to expanding data collection activities, encompassing new technologies to enhance currently available data and completing data gaps where it is possible to do so.

5.3 Contributing factors A strategic review of new and available data has identified a number of factors shaping transport on the Gold Coast and these are discussed in the following sections of this report. 5.3.1 We continue to grow and need to provide for an estimated million additional trips by 2041 The Gold Coast continues to experience sustained population growth. Each new resident continues to place additional demand on the transport network. The management and planning of the transport system is essential to acknowledge and understand this growth. The City and the State Government need to continue investing in the transport system to cater for one million additional trips on the network by 2041(compared to 2018). Figure 3 shows historic and forecast population growth for the Gold Coast. The latest Queensland Treasury population forecast suggests the city is growing faster than previously assumed over the next 10 years. An extra 337,000 additional residents are forecast by 2041 with the Gold Coast being a city of nearly one million residents.

Additional tourist & visitor demand

PT ticketing data trend

HTS data trend



FIGURE 3: Gold Coast city enumerated and estimated population (Source: ABS Census/Queensland Treasury population projections 2019) Population growth on average across the city is approximately 2.5% per year (since 2016) and will continue to be located in a mix of urban expansion and consolidation areas. The northern area of the Gold Coast continues to be the fastest growing area in the city, with Pimpama alone averaging 31 per cent population growth per year since 20161. Recent building approvals indicate that this rapid growth is not abating. The northern suburbs experience strong single dwelling growth and this is anticipated to continue into the future. It is expected that growth will continue along the coastal area with infill development (including apartments and townhouses) particularly along current and future light rail stages as shown in Figure 4.

1 Pimpama estimated residential population, Australian Bureau of Statistics, Regional Population Growth, Australia (3218.0). Compiled and presented in profile.id by .id , the population experts (October 2019).

650,349

723,342

796,976

870,425

943,686

575,303 606,774 621,751

698,404

781,110

866,634

273,032

329,870

391,003

455,559

515,202

575,303 606,774

0

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1991 1996 2001 2006 2011 2016 2018 2021 2026 2031 2036 2041

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Estimated residential population projection (2019)

Estimated residential population projection (2018)

Enumerated population

Daily weekday person trips made: 2018 = 1.7 million 2036 = 2.4 million 2041 = 2.6 million



FIGURE 4: Gold Coast city building approvals sub-regions (north, west and coastal) total new dwellings (Source: ABS 8731.0, Building Approvals, Australia, various editions) NOTES:

1. New other residential building includes semi-detached, row or terrace houses or townhouses; and flats, units or apartments.

2. Reporting areas based on ABS Census SA3 statistic areas as standard geographic areas for aggregation of ABS data.

0

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Gold Coast coastal Gold Coast north Gold Coast west

Tota

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ear

Sub-region and financial year New houses New other residential building


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) There has been extensive coordination with the City Plan and corridor planning for light rail to support development along the future light rail corridor. This collaboration will need to continue to ensure that growth is managed in a sustainable way. The Gold Coast average percentage population growth rates continue to rival that of similar Australian cities (refer to Figure 5). The TomTom Traffic index ranks the Gold Coast as the fifth most congested city in Australia (moved up from the sixth in 2017) when compared to all Australian large and small cities. The Gold Coast is ranked the most congested small city in Australia followed by Hobart, Newcastle and Canberra.

FIGURE 5: Population percentage change, Gold Coast and other Australian cities in AU, 2011 to 2018 (Source: Community Profile id, Gold Coas t City) The modal plans to deliver the Gold Coast City Transport Strategy 2031 are now in place and will continue to provide effective transport outcomes as the city continues to grow. The Transport Strategy mid-life review was undertaken in 2018-19 and determined that the objectives of the Transport Strategy remain relevant. The anticipated population growth for the city makes the continued investment in and management of the transport network a necessity.

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The City of Gold Coast has historically experienced sustained population growth, even during periods of economic downturn and will continue to do so. Each new resident places additional demand on the transport network and acknowledging and understanding this sustained growth is essential to the management and planning of the transport system The City and the State Government need to continue managing, planning and investing in the transport system to cater for this growth.

5.3.2 Travel modes across the city are not the same As identified in Section 5.3.1 and Figure 4, different parts of the city are experiencing different types of residential growth. These three areas of the city have similar public transport use however, other mode shares average weekday trip lengths and travel time (Figure 6).



FIGURE 6: Weekday daily travel and mode share sub-regions (Source: Queensland Government Draft Household Travel Survey 2018)


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) The coastal area has the highest active transport mode share with 13 per cent of trips by walking or cycling. This is significantly more than other parts of the city or the city average with only 9.5% of trips undertaken by active transport. The northern area has the longest weekday trip average at 42 kilometres and travel time of nearly an hour and a quarter. Travel from the north is 10 kilometres more than the west and 13 kilometres more than coastal areas. More analysis of the recently released data is still required to determine the portion of trips to other Local Government areas, as Ormeau is approximately 45 kilometres to Brisbane.

The location of where city growth occurs has a significant bearing on the performance of the transport system. Northern, western and coastal areas of the city all display different transport mode behaviours as well as how far and long residents travel each day. - Coastal area favours active transport and public transport usage - Northern area displays longer journey distances and travel time. Understanding this variation in transport behaviour can allow the City to fine tune delivery of transport infrastructure, services and programs.

5.3.3 More trips using public transport The past two years have seen an average 7.2% increase in public transport use, with 3.6 million additional trips being undertaken by public transport compared to 2016-17. The Gold Coast is seeing more trips and use of public transport than ever before (as shown in Figure 7). Since its introduction in 2014, the Gold Coast (G:link) light rail service has been an outstanding success. The implemented Stage 2 light rail continues to build patronage growth. The past 12 months has seen strong growth in both light rail and heavy rail. Light rail has seen an annual 13.2% increase in trips, while heavy rail has seen an annual increase of 11 per cent. This growth in light and heavy rail has occurred above the growth in 2017-18, when the City held the Commonwealth Games 2018.

FIGURE 7: Annual public transport patronage (Source: TransLink)

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ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) Prior to 2017-18, heavy rail had achieved only very modest growth – averaging less than 1.5% per annum. In 2017-18, Stage 2 light rail provided a connection to the heavy rail network. In the last two years, the average growth of heavy rail patronage has increased to 11.5% per annum. This is more than half a million additional trips in the last two years. Further analysis of more detailed ticketing and transfer data is required to determine if there is a relationship between the heavy and light rail connections and increase in rail patronage. However, current transport investment to support increased public transport use are working and more stages of light rail are needed including the proposed Stage 3A from Broadbeach South to Burleigh Heads. While the majority of public transport trips continue to occur on bus transport across the city, however the number of bus trips since 2014-15 have remained at approximately the same level. Since introduction of the light rail however, there has been a reallocation of redundant bus routes as well as rationalisation of others, accounting for this trend. The frequency of services has a directly bearing on patronage of bus services, the City will continue to advocate to Translink for increased service frequency and timings. Bus services continue to provide opportunities for communities and destinations not on the light or heavy rail. These services are an everyday choice when they are reliable, convenient and affordable. However, bus services to new and emerging communities still pose a challenge. New services need to be introduced as areas are developing so that less sustainable travel choices do not become established behaviour for new residents. The planning and delivery of new bus services and infill stations will continue to be needed along with improvements and new services for those suburbs not on the rail networks. The City continues to provide a range of community transport options including free seniors travel to encourage the use of public transport and Council Cab service. The City’s Council Cab service provides an affordable door-to-door transport option for Gold Coast residents aged over 60 and those with a disability. Residents from 54 suburbs (an increase of three suburbs from 2017-18) are able to access the nearest of 15 shopping destinations (an increase of three destinations since 2017-18) on offer. There were approximately 17,000 passenger trips recorded for this service in financial year 2018-19, however, this represents a decrease of 3,000 trips compared to the same reporting period for financial year 2017-18. The Free Seniors Off-Peak Travel is a fully funded initiative by the City (currently approved until 30 June 2020) that provides free travel on off-peak TransLink urban bus services from Monday to Friday. In the 2018-19 financial year there were approximately one million trips recorded and 40,000 residents approved to use the scheme. The amount of trips undertaken and approved residents has remained approximately the same since the 2017-18 financial year. The Free Veteran Bus Off-Peak Travel is a Mayoral initiative is due to be launched on 1 January 2020. This initiative is an expansion of Free Seniors Bus Travel with eligibility to include Gold Coast veterans (those with a Gold or White DVA card). Once data is collected this will be reported in subsequent state of the transport network reports. Public transport and community transport initiatives provide travel choices that are convenient, affordable and competitive for those without access or relying on a private car.



To build on the measured success of the current light rail system, the City will need to continue its strong advocacy and support in planning of future stages and bus network expansion as well as providing community transport options including the Council Cab service, Free Seniors Travel and Veterans Off-Peak travel.

5.3.4 Road network – progress is being made Current traffic volumes and traffic change trends for the city’s road network is shown in Figure 8. For the comparison period it is noticeable that in the existing urban area of the city that traffic volumes have decreased over recent years on a number of roads. This is,however a offset by significant traffic growth on a number of road corridors in the north of the city. Futher consideration of congestion locations and trends is shown on Figure 9. Also highlighted on the figure is the correlation of population growth over the trend period.



FIGURE 8: Traffic volumes on City-controlled roads (Source: City Traffic Counts)



Figure 9: Population growth changes and congestion levels (Source: Network operational audits and TOMTOM Traffic Index)


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) When considering the longer term trend in Figure 9, the congestion on the city’s road network has increased. What is noticeable however, is that years in which significant investment has been made in the transport system, either in public transport or the road network, that the congestion levels for that year have improved. This means that there is a direct correlation between significant and smart investment in the transport system and better operation of the road network. The road network will however, continue to experience more congestion over time. The challenge is to manage this congestion in a way which gives users certainty and reliability over the time that it takes to make a journey. A factor that impacts daily users of the road network is how reliable it is from day to day and week to week. Users expect that the time taken to make a journey is consistent. Figure 10 shows a comparison of network reliability between 2017 and 2018.

FIGURE 10: Network reliability comparison (Source: TOMTOM Traffic Index) Notes:

1. Congestion level is a measure of an increase in overall travel times when compared to a free flow travel situation. This measure also weights the number of measurements i.e. busier and more important roads in the network have more influence on the city’s congestion level than quieter, less important roads.

The data in Figure 10 indicates that between 2017 and 2018 city wide congestion levels has remained relatively stable. As a city average, congestion currently adds approximately 11 and 12 minutes to a typical 30 minute trip in the morning and afternoon peak periods respectively.

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ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) In comparison to other Australian cities, the Gold Coast has similar congestion levels. Figure 11 highlights these congestion levels from 2016 to 2018. In 2017 the Gold Coast congestion levels decreased from 2016 as a result of the significant investment in the road and public transport network in the lead up to the Gold Coast Commonwealth Games 2018 (Figure 13). However, since 2017 the congestion levels are continuing to increase, showcasing the necessity for focused investment in public transport, corridors and intersections throughout the city. City wide trends shown in Figure 11 within the Australian context are influenced by national external factors including fuel pricing and economic activity.

FIGURE 11: Congestion levels 2016 to 2018 (Source: TOMTOM Traffic Index) NOTES:

1. 2016 represents a historic 5 year low in fuel pricing. The price of fuel has increased approximately 48 per cent over the comparision period. (Source: https://tradingeconomics.com/australia/gasoline-prices)

The Road Network Plan 2018-2028 and recent Transport Strategy mid-life review sets out an integrated framework to achieve efficient and cost effective outcomes for the road network. Improvements and increased investment by the City to the road network will also need to be complemented by appropriate investment from other levels of Government to ensure a balanced network outcome.

5.3.5 Active transport – providing a complete network and encouraging trips to work Active transport trips are made for a variety of purposes. Previous user preference data has indicated that active transport is seen to be more suitable for recreational and discretionary travel purposes. Historically travel to work by active transport has not been rated highly. This is confirmed by analysis of the 2018 HTS which confirms that only 5 per cent of active travel occurs for a direct commute to work as shown in Figure 12.

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FIGURE 12: Actve transport trip purpose (Source: Household Travel Survey Department of Transport and Main Roads) The data in Figure 12 emphasises the importance of the City continuing to develop work place travel plans to encourage alternative and more sustainable travel modes. When undertaking an active transport trip for a particular purpose, the length of the trip has a direct bearing on the attractiveness of active transport. Figure 13 presents analysis of the 2018 HTS and identifies the average active transport trip length by trip purpose.

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FIGURE 13: Actve transport trip purpose and trip length (Source: Household Travel Survey Department of Transport and Main Roads ) Comparatively, the average trip length for education and direct work commute is higher at 1.6 kilometres and two kilometres respectively. This indicates that when planning and delivering a safe, convenient and complete active network that larger catchment areas can be considered when providing an alternative to private vehicle usage. This supports the continued delivery of the school audit program in which five schools were audited in the 2018-19 financial year and another six schools proposed for the 2019-20 financial year (four have already been completed). The City continues to collect data from permanent active counters installed across the city. Figure 14 shows the past three year trend of annual usage for the coastal corridor based on three representative locations.

FIGURE 14: Active transport users in three representative locations (Source: COGC Active permanent active counters for Burleigh Esplanade, Hedges Avenue, Labrador foreshore)

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ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) Active travel can display a level of variability due to seasonal, weather and even economic factors. The data presented in Figure 14 shows strong continued usage of the active network, noting that usage at individual locations can fluctuate. As the City continues to provide improvements and upgrades to the active transport network, inclusion of counters and sensors will be factored into infrastructure projects. Investment in major active transport/projects has been seen to make a difference. The Tugun to Bilinga Oceanway opened to the public in December 2018 (Figure 16). This addition to the Oceanway network provides an average 200 trips per day.

FIGURE 15: Tugun-Bilinga Oceanway before and after images The provisions of these new links and the delivery of the active transport network will continue to support active transport as an alternative mode of travel. The City has an established Active Schools Travel program which can make significant beneficial impacts on congestion at peak school times. Active School Travel is a tailored program which helps schools to reduce congestion at the school gate by encouraging students and their families to leave the car at home and change the way they move. In 2019, five schools participated in the Active School Travel (AST) program achieved a 25 per cent (average) reduction in car travel to and from school and displayed an increase in walking, cycling, scootering, carpooling and public transport. This reduction substantially benefits the transport network. Figure 16 compares the mode shift from car to active travel between the five schools participated in the AST this year. This shows a significant opportunity to better manage travel demand generated by travel to and from schools with the cooperation of parents and school staff.



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FIGURE 16: Car travel reduction at paticipating School sites within the City’s Active Schools Program

Active travel provides a significant and cost effective opportunity to take pressure off the transport network, particularly for work related trips during peak times. However, the change to active travel modes for trips made to work has not improved in recent years. The City needs to increase its efforts to ensure active transport is a viable alternative for travel to work through implementation of travel behaviour programs and investment in active transport infrastructure. This requires a commitment to continue the good work of these high benefit and moderate cost programs through increased allocation of funds to support the Active Transport Infrastructure Program.

5.4 Supporting the State-controlled road network The City has developed a road network investment program that targets current and future congestion on the City-controlled road network. However, residents often do not distinguish between Transport and Main Roads (TMR) and City-controlled roads. While TMR has a number of major upgrades planned and underway, these need to compete with other State-wide funding priorities. It is important for the City to continually advocate for ongoing investment by the State and Federal Government in the State-controlled network and to work collaboratively with TMR utilising the “one network” approach to ensure that the whole network works as efficiently as possible. The Pacific Motorway (M1) provides a major interstate link between Queensland and the southern states linking a number of growing communities along its length. Traffic on the M1 has increased as the population and employment in the Gold Coast has grown. Traffic growth on the M1 in recent years is stabilising. This is due in part of the network being at or nearing its capacity. The M1 at the Coomera River continues to experience increased traffic volumes, resulting in increasing sustained periods of congestion. This is a result of the ongoing significant growth in the north area of the city. Figure 17 shows the traffic growth on the M1 in the past seven years.



FIGURE 17: Traffic growth on the M1 - Annual Average Daily Traffic volume six year growth trends with growth rate 2012-2018 (Source: Department of Transport and Main Roads, Open Data Portal) Many of the State-controlled roads on the City’s network continue to experience high traffic volumes particularly during peak times and result in extra travel time. The majority of the congestion occurs on the major traffic routes, made up of the State-controlled network. The current traffic volumes and percentage change between 2017 and 2018 are shown in Figure 18. The current upgrade occurring between Mudgeeraba and Varsity Lakes has seen increased traffic on alternative routes to the M1 including Reedy Creek Road (four per cent increase) and Southport Burleigh Road (six per cent increase) due to the construction zone on the M1.



FIGURE 18: State-controlled road network Average Annual Daily traffic volumes with traffic growth between 2017-2018 (Source: Department of Transport and Main Roads)



The State has commenced construction on the upgrade of the M1 from Robina to Varsity Lakes and will shortly commence construction for the upgrade from Varsity Lakes to Tugun. In the city’s north the State has commenced construction on the Exit 57 interchange upgrade and has commenced planning and design for interchanges at Exit 38, 41, 45 and 49. In addition to M1 upgrades, a business case for the Coomera Connector is currently under preparation. The Coomera Connector, upon completion by the State Government, will also provide an essential release valve to M1 congestion in the north of the city. The City also needs to continue to invest strongly in the City network under a “one network” approach.

5.5 Making our roads safer Non-compliance with road rules continues to be significant contributing factor to fatalities and hospitalisations on Gold Coast roads. Recent data suggests that the annual level of hospitalisations and fatalities are no longer reducing (as seen in Figures 19 and 20). This is occurring while the vehicles on our roads are getting safer. The data representing fatalities is also biased by more recent social factors with reported cases of pedestrian and vehicle collisions, which do not appear to be attributable to any road environment factor, on the rise. The City will need to continue in its efforts to identify the areas where greatest gains can be achieved to reduce hospitalisations and fatalities on Gold Coast roads. This will be a matter for further detailed analysis as part of the development of the draft Gold Coast Road Safety Plan 2021-2026.

FIGURE 19: Road fatalities on the Gold Coast (2008-2018 + partial 2019) (Source: Webcrash)

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FIGURE 20: Road crash hospitalisation on the Gold Coast (2008-2018 + partial 2019) (Source: Webcrash) Generally, reduction in speeds is a positive outcome for the City as it reduces the reaction time travel distance to result in more crashes avoided and reduce the severity of collisions. The City’s speed awareness devices program is continuing to see reductions in speeds. There are currently 77 devices used across the city. These devices are mostly rotated across 200 sites in the city. During device deployment, vehicle travel speeds have been observed to reduce by 8.5% on average or approximately five km/h on both 50km/h and 60km/h roads.

Recent data indicates that the annual level of injuries and fatalities for road users is on the rise after experiencing several years of reduction. The City needs to continue its efforts in implementing a safer road network for all users with both behavioural and infrastructure improvements. This will involve continuation of delivering the initiatives detailed in the Road Safety Plan and identification of emerging safety issues on the network.

5.6 Supporting City events In 2019 the City hosted a number of events for residents and visitors alike including external events, City of Gold Coast events and Public Holidays. During 2019, three events were selected for event transport management due to their potential to alter the perceived ‘normal’ operation of the transport network. These included the Australia Day 2019, May Day and Surfers Paradise Live 2019 events.

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ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) Since the successful delivery of transport for the 2018 Commonwealth Games, a range of learnings are now being applied to deliver better traffic management for major city events. Events such as the GC600, Gold Coast Marathon and Gold Coat Triathlon have all benefited from operational improvements based on these learnings. Initiatives which now form a part of the City’s event management toolkit include: Specialist traffic management of the road network surrounding defined event spaces Implementation of event specific signal timing plans to manage event congestion

based on previous learnings Deployment of supplementary Variable Message Signs (VMS) to key to locations that

can better manage traffic diversions and event congestion Providing temporary cycle racks and end of trip facilities for major events Working with our partners to enhance information on the QLD Traffic application Providing supporting community information strategies that enhance official event

information. The City also supports the implementation of Travel Demand Management (TDM) initiatives to influence the way residents, visitors and businesses travelled to these events. The recent GC600 included free public transport, extra public transport services (6.5 minute frequency) on the Glink along with parking restrictions and road closures. The event was run successfully with minimal disruptions reported. The City needs to continue to work with our transport partners for major events to ensure the City has transport alternatives available to avoid network impacts.

The City needs to continue to work with our transport partners for major events to ensure the City has transport alternatives available to avoid network impacts.

6 ALIGNMENT TO THE CORPORATE PLAN, CORPORATE STRATEGIES AND

OPERATIONAL PLAN Gold Coast 2022 Gold Coast 2022 (Corporate Plan) identifies what we need to do between now and 2022 to work towards the City Vision. It establishes specific objectives and performance metrics for transport to achieve over time. These specific objectives and performance metrics are: 1.4 We can get around the city easily

- percentage of daily trips using public transport - percentage of people who are satisfied with public transport - percentage of daily trips taken by private motor vehicle - average vehicle travel time along key road corridors within the city during peak

hours - improved traffic flows and reduced accident rates on key road corridors and

key intersections throughout the city.



1.6 Our modern centres create vibrant communities

- percentage of people who live within 800 metres of public transport - percentage of people who are satisfied with public transport.

2.3 We have infrastructure that supports productivity and growth 3.6 We are an active and healthy community

- percentage of people who make daily trips by walking - percentage of people who make daily trips by cycling.

The 2019 State of the Network report provides an annual update on the performance metrics for our transport network to assist in tracking the delivery of Gold Coast 2022. Gold Coast City Transport Strategy 2031 The Transport Strategy sets the 20 year strategic outlook for developing the City’s transport network to 2031. A requirement of the Transport Strategy is to prepare a regular State of the Transport Network Report to: Provide factual information on the performance of the transport system. Measure progress towards the objectives of the Transport Strategy. Acknowledge areas where we are doing well. Identify areas where we can improve and how this may be achieved. A State of the Network report will be prepared annually and reported to the Transport and Infrastructure Committee towards the end of each calendar year. 7 FUNDING AND RESOURCING REQUIREMENTS The development, implementation and evaluation for the annual updates of the state of the transport network will be resourced by the Transport and Traffic Branch. The City will continue to collect data on the performance and operation of the transport network while continuing to work with State and Federal Government for improvements in critical data sets and their collection. 8 RISK MANAGEMENT The 2019 State of the Network report is related to actions from the Gold Coast City Transport Strategy 2031, the following current corporate risk is noted: Risk Number: CO00507. Risk Name: Transport Strategy is not fully funded resulting in whole of city impacts

with poor transport infrastructure and transport service choices for the community. The Directorate also seeks to mitigate the following risks: Expectation management around immediate/short term solutions for traffic congestion

for both the general community and elected members. Rapid advances in technology and transport technology that the City’s transport

systems may not be prepared for.


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) 9 STATUTORY MATTERS Not Applicable. 10 COUNCIL POLICIES The state of the network in 2019 as summarised in this report aligns with Section 10 of the Gold Coast Transport Strategy 2031 and is a key tool to monitor implementation progress. 11 DELEGATIONS Not Applicable. 12 COORDINATION & CONSULTATION Internal and external stakeholders that have been involved/participated in the project to date as shown in the table below: Name and/or Title of the Stakeholder Consulted



Matthew Tilly Manager (Transport & Traffic)


Nick Prasser Executive Coordinator (Transport Policy & Planning)


Yes

Alisha Swain Director (Economy Planning And Environment)

Economy Planning and Environment

Yes

13 STAKEHOLDER IMPACTS The findings from this report are relevant to the overall operation of the transport network. Under a one network approach the findings will be referred to the joint TMR and City One Network Transport Working Group. This group will advise whether other State government stakeholders are to be engaged on specific matters. 14 TIMING Not Applicable.


ITEM 6 (Continued) STATE OF THE TRANSPORT NETWORK 2019 TT1017/113/24(P1) 15 CONCLUSION The 2019 State of the Transport Network Report presents a strategic assessment of available transport data to provide a summary of the state of the Gold Coast’s transport network in 2019. The operation of the transport network continues to be a complex and diverse system to measure, monitor and track progress. The 2019 State of the Transport Network Report brings together available data to provide an appreciation of how the City’s efforts are delivering better transport outcomes for residents, businesses and visitors. As well as providing a very large amount of detailed information for use in planning and the managing the transport network, this State of the Network has identified the following nine key issues that have a significant bearing on the performance of the transport network: Current transport system performance. Sustained population growth. Different transport mode behaviours in various areas. Strong growth in public transport usage. Stable city wide congestion levels. Active transport as a preferred mode for recreational and discretionary trips. City’s road investment program and the “one network” approach to collaborate with

TMR. Road safety and non-compliance with road rules continues to be a significant

contributing factor to fatalities and hospitalisation. City’s proactive role in providing transport solutions for major events 16 RECOMMENDATION It is recommended that Council resolves as follows: That Council notes the contents of this report. Author: Authorised by: Casandra Smith Alton Twine Specialist Transport Planner Director Transport and Infrastructure 31 October 2019 iSpot: #74587106 COMMITTEE RECOMMENDATION TI19.1128.006 moved Cr McDonald seconded Cr Taylor That Council notes the contents of this report.

CARRIED


CLOSED SESSION LOCAL GOVERNMENT ACT 2009 AND SUPPORTING REGULATIONS PROCEDURAL MOTION moved Cr McDonald seconded Cr Taylor That the Committee move into Closed Session pursuant to section 275(1) of the Local Government Regulation 2012, for the consideration of the following item/s for the reason/s shown:-

Item Subject Reason

7 Contract No. LG314/1211/20/031 - Construction Of The Isle Of Capri Bridge As Part Of The Isle Of Capri Decongestion Project

Contractual Matter

CARRIED

PROCEDURAL MOTION moved Cr McDonald seconded Cr Taylor That the Committee move into Open Session.

CARRIED Following resumption into Open Session, Item 7 was moved and carried as shown on the following pages.


The information below is extracted from the Procurement Policy and Contract Manual. Refer to the Procurement Policy and Contract Manual for complete details. Applying the Local Business Pricing Advantage If the best value pricing offer is from a Category A, B or C business (refer Table 1 below) then this offer is regarded as the most advantageous. For contracts where quotations are sought (generally with an expected worth less than $250,000), if the best value pricing offer is from a Category D, E, F or G business, but a pricing offer from a Category A or B business is within: • 30 per cent of the best value pricing offer for contracts less than $50,000 • 25 per cent of the best value pricing offer for contracts between $50,000 and $100,000 • 20 per cent of the best value pricing offer for contracts between $100,000 and $250,000. then the offer from the Category A or B business will be regarded as the most advantageous. Invitations to offer (tenders) are generally utilised for contract greater than $250,000. For contracts where invitations to offer are utilised with an expected worth less than $1,000,000 per annum; if the best value pricing offer is from a Category D, E, F or G business, but a pricing offer from a Category A or B business is within 15 per cent of the best value pricing offer, then the offer from the Category A or B business will be regarded as the most advantageous. Applying the Local Business Weightings Local Content Scoring A 15 per cent weighting related to the business locality will be included in Council’s capability scoring evaluation criteria, allocated as shown in Table 1 following. Table 1 Category Score Description

A 15% Developing or established Gold Coast business B 12% Branch office on the Gold Coast directly employing a minimum of 10

FTEs (not contractors) C 9% Branch office on the Gold Coast, established for a minimum of six

months, directly employing less than 10 FTEs (not contractors) D 4% Adjacent local government (Logan, Scenic Rim, Redland or Tweed

Shire) business E 2% Queensland business F 1% Interstate business G 0% Overseas business

Gold Coast Awards Scoring A two per cent weighting related to Gold Coast Awards will be included in Council’s capability scoring evaluation criteria, allocated as shown in Table 2 following. Table 2

Score Description

2% A winner of the Gold Coast Business Excellence Award, Gold Coast Young Entrepreneurs Award or Gold Coast Women in Business Award within the past 4 calendar years

1% A winner of a monthly Gold Coast Business Award, or finalist in the Gold Coast Young Entrepreneurs Awards or Gold Coast Women in Business Awards within the past 4 calendar years

0% All other businesses


ITEM 7 TRANSPORT AND TRAFFIC CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX) 1 BASIS FOR CONFIDENTIALITY 1.1 I recommend that this report be considered in Closed Session pursuant to section

275 (1) of the Local Government Regulation 2012 for the reason that the matter involves:

(e) contracts proposed to be made by it. 1.2 I recommend that the report be deemed non-confidential except for those parts

deemed by the Chief Executive Officer to remain confidential in accordance with sections 171 (3) and 200 (5) of the Local Government Act 2009.

2 EXECUTIVE SUMMARY Not Applicable. 3 PURPOSE OF REPORT This report seeks approval to amend the City Contracting Plan 2018-19 item A11026 from “Recommendation to enter into the arrangement be brought back to Council for consideration” to read “contract to be awarded under delegation for Contract LG314/1211/20/031 Construction of the Isle of Capri Bridge as part of the Capri Decongestion project”. 4 PREVIOUS RESOLUTIONS Ex Minute No. G18.0621.050 (in part) That Council adopts the City Contracting Plan 2018-19 5 DISCUSSION 5.1 Background The east-west route from Remembrance Drive at Surfers Paradise to Bundall, Benowa and Ashmore via the Isle of Capri Bridge is a key transport connection. A desired outcome is to provide additional traffic capacity to and from Surfers Paradise along the road corridor of Via Roma. The existing two-lane bridge with one narrow pedestrian path that caters for a 35 tonne vehicle will be replaced with two new two-lane bridges with shared paths on one side of each. The new bridges are designed to current standards and will cater for a 160-tonne vehicle. The navigational clearance for vessels on Nerang River will be increased as part of the bridgeworks. These new bridgeworks will be carried out as a single contract in three main stages, as follows:


ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX) 1 construct the downstream bridge 2 demolish the existing bridge 3 construct the upstream bridge. The Council of the City of Gold Coast (Council) resolved at its meeting on 21 June 2018 to adopt the City Contracting Plan 2018-19 which included item A11026 the construction of the Isle of Capri Bridge as part of the Capri Decongestion project. This was identified as a significant contract where the recommendation to enter into this contract be brought back to Council for consideration. 5.2 Strategic Management Plan In terms of the Procurement Policy and Contract Manual Council resolved under the City Contracting Plan 2018-19 that this contract is considered “significant” and prepared a Significant Contracting Plan where it would be in the public interest to invite expressions of interest before inviting written offers for the construction of the Isle of Capri bridges. Expressions of interest (EOI) were invited by advertising in the Gold Coast Bulletin and LG Tender Box on 24 November 2018. The EOI period closed on 19 December 2018. The following EOI submissions were received, as shown in Table 1. Table 1 EOI Offers

1 Alder Constructions Pty Ltd 2 Brady Marine & Civil Pty Ltd 3 Civil Mining & Construction Pty Ltd 4 Davbridge Properties Pty Ltd t/a Davbridge 5 Georgiou Group Pty Ltd 6 JF Hull Holdings Pty Ltd 7 McIlwain Civil Engineering Pty Ltd 8 SEE Civil Pty Ltd

The EOI process was considered to be sufficiently extensive to have attracted competitive interest from the market. The EOI submissions were evaluated using a two gate evaluation process incorporating the following criteria that formed part of the documentation. Work Health and Safety Environmental Management System Capability and Experience Methodology and Program Project appreciation Local Content Gold Coast Awards


ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX) Evaluations were undertaken by four officers of Council and the result was reviewed and verified independently by an officer from City Procurement. The names of the evaluation team and the scoring matrix with assigned weightings are on file for reference. The submissions were shortlisted as shown in Table 2. Table 2 Shortlist of Expression of Interest Offers

1 Brady Marine & Civil Pty Ltd 2 Davbridge Properties Pty Ltd t/a Davbridge 3 Georgiou Group Pty Ltd

At the time of preparation of this report, the Invitations to Offer had been invited from the shortlisted tenderers. Industry feedback recommends a minimum six week tender period. Accordingly, submissions will be clarified and evaluated in accordance with the Procurement Policy and Contract Manual, in preparation for an anticipated award in In with the current City Contracting Plan (CCP) from 2018-19, under item A11026, a report is required to be prepared and submitted for Council’s consideration. By the time the report is prepared and submitted to Council it will be in Caretaker mode due to the announcement of Local Government elections. As such, consideration of the anticipated contract would need to be deferred until after the elections. This will lead to awarding of the contract, if approved by Council, in This would be a delay to the start and also to the completion of the bridgeworks and other associated project works, compared to the alternative of Council approving a modification to the CCP to allow the contract to be awarded under delegation for LG314/1211/20/031 Construction of the Isle of Capri Bridge as part of the Capri Decongestion project. This award can only occur outside the time Council will be in Caretaker mode. 6 ALIGNMENT TO THE CORPORATE PLAN, CORPORATE STRATEGIES AND

OPERATIONAL PLAN The duplication of the Isle of Capri Bridge and upgrading of the intersection of Via Roma and Remembrance Drive was adopted by Council as a proposed contract under the City Contracting Plan 2018-19 (G18.0621.050). 7 FUNDING AND RESOURCING REQUIREMENTS Budget/Funding Considerations The funds listed in Table 3 have been spent on the project.

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ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX) Table 3 Previous project expenditure

Financial Years Expenditure (excl GST)

2016-17 $468,000

2017-18 $2,275,000

2018-19 $2,656,000 There is $25,000,000 allocated in the 2019-20 financial year to complete the detailed design and commence construction of the project. The currently adopted Four Year Capital Works program includes funding allocations for 2020-21 and 2021-22 of $22,000,000 and $3,000,000 respectively (indexed by CPI). These amounts will require adjustment to coincide with the anticipated project cash flow requirements as detailed in Table 4. An amount of $54,000,000 was included in the Local Government Infrastructure Plan (LGIP) for the Isle of Capri decongestion project and the current approved four-year capital expenditure program. The cost estimate for the entire project will be updated in the next amendment to LGIP pending the outcome of the tender for the construction of the two new bridges. Preliminary estimate for construction of the Isle of Capri bridges A preliminary estimate, completed by an external Quantity Surveyor, has indicated that the cost of the bridges could be in the order of Costs for Capital Works and Service Proposals The estimated project cost to design and construct the new bridges and associated roadworks is summarised as cash flow in Table 4, in 2019 dollars.

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ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX) People and Culture No extra staff will be required for this project. 8 RISK MANAGEMENT The project risks have been identified and relevant litigation measures applied. The risk assessment is on file for reference. 9 STATUTORY MATTERS The invitation to offer process is being carried out in accordance with the Local Government Regulation 2012 which requires adherence to sound contracting principles. These principles are defined in Section 104(3) of the Local Government Act 2009 and are as follows: value for money open and effective communication the development of competitive local business and industry environmental protection ethical behaviour and fair dealing. These principles form part of the invitation to offer process and are reinforced within the evaluation criteria as appropriate. Section 221(1) of the Local Government Regulation 2012 provides that a local government must make a Significant Contracting Plan for each significant contract before the contract starts for any activity in the annual contracting plan as a significant contract.

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ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031 (PX) 10 COUNCIL POLICIES The invitation to offer process is being carried out in accordance with the requirements of Council’s Procurement Policy and Contract Manual. 11 DELEGATIONS Not Applicable. 12 COORDINATION & CONSULTATION Table 5 identifies internal and external stakeholders have been involved / participated in the proposal to date and the outcome of that participation. Table 5 Internal and external stakeholders involved on the proposal

Name and/or Title of the Stakeholder Consulted



Manager Transport and Traffic Transport and Infrastructure

Yes

Chief Procurement Officer Organisational Services Yes The Executive Coordinator Legal Services in Office of the Chief Operating Officer has also been consulted about the matter. Right to Information (RTI) and Information Privacy (IP) Legislation 2009 The RTI/IP considerations are as follows: - Naming External Stakeholders (Personal Information): Not Applicable. - Naming Internal Stakeholders (Routine Personal Work Information): Not Applicable. 13 STAKEHOLDER IMPACTS A detailed list of stakeholders and engagement methods are outlined in the project Communication Management Plan. These include local residents and businesses, neighbouring organisations, park users, Council staff and Public Service Providers.


ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX)

14 TIMING

The following dates in Table 6 are the timeframes for the key activities of this project.

Table 6 Timeframes for Key Activities

Activity Date

Let bridge tender October 2019

Tender analysis and pre-contract negotiations December 2019

Execute bridge contract

Commence bridgeworks

Complete bridgeworks

Complete project works December 2021

15 CONCLUSION

Select Tender submissions will be evaluated in accordance with the requirements of the Procurement Policy and Contract Manual, with anticipated contract award in January 2020.

To ensure project delivery timeframes are met, it is proposed that the City Contracting Plan 2018-19 (G18.0621.050) be amended from “Recommendation to enter into the arrangement be brought back to Council for consideration” to read “contract(s) to be awarded under delegation” for Contract LG314/1211/20/031 Construction of the Isle of Capri Bridge as part of the Capri Decongestion project.

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ITEM 7 (Continued) CONTRACT NO. LG314/1211/20/031 - CONSTRUCTION OF THE ISLE OF CAPRI BRIDGE AS PART OF THE ISLE OF CAPRI DECONGESTION PROJECT LG314/1211/20/031(PX) 16 RECOMMENDATION It is recommended that Council resolves as follows: 1 That the report be deemed non-confidential except for those parts deemed by the

Chief Executive Officer to remain confidential in accordance with sections 171 (3) and 200 (5) of the Local Government Act 2009.

2 That Council notes the update report for the Isle of Capri Decongestion project. 3 That Council amend the adopted recommendation for item A11026 of the City

Contracting Plan 2018-19 (G18.0621.050) from “The recommendation to enter into the significant contract (Construction of Isle of Capri Bridge) is brought back to Council for consideration” to read, “contract(s) for the construction of the Isle of Capri Bridge be awarded under delegation up to the preliminary estimate value listed in section 7 of the report for Contract LG314/1211/20/031 Construction of Isle of Capri Bridge as part of the Capri Decongestion project”.

Author: Tyrone Gerada Executive Coordinator Transport Program Management and Delivery 1 November 2019

Authorised by: Alton Twine Director Transport and Infrastructure

iSpot: #74582556 COMMITTEE RECOMMENDATION TI19.1128.007 moved Cr McDonald seconded Cr Taylor 1 That the report be deemed non-confidential except for those parts deemed by

the Chief Executive Officer to remain confidential in accordance with sections 171 (3) and 200 (5) of the Local Government Act 2009.

2 That Council notes the update report for the Isle of Capri Decongestion project. 3 That Council amend the adopted recommendation for item A11026 of the City

Contracting Plan 2018-19 (G18.0621.050) from “The recommendation to enter into the significant contract (Construction of Isle of Capri Bridge) is brought back to Council for consideration” to read, “contract(s) for the construction of the Isle of Capri Bridge be awarded under delegation up to the preliminary estimate value listed in section 7 of the report for Contract LG314/1211/20/031 Construction of Isle of Capri Bridge as part of the Capri Decongestion project”.

CARRIED


ITEM 8 GENERAL BUSINESS WELCOME SIGNS - CHEVRON ISLAND THOMAS DRIVE FN334/375/02/08(P1)

COMMITTEE RECOMMENDATION TI19.1128.008 moved Cr Baildon seconded Cr Vorster

That Project No. 28169 being for 2 x Welcome Signs - Chevron Island Thomas Drive have funding increased from $33,300 to $44,800 made available from Division 7 Local Streetscaping Program budget.

CARRIED


CLOSED SESSION LOCAL GOVERNMENT ACT 2009 AND SUPPORTING REGULATIONS PROCEDURAL MOTION moved Cr Cr Vorster seconded Cr Taylor That the Committee move into Closed Session pursuant to section 275(1) of the Local Government Regulation 2012, for the consideration of the following item/s for the reason/s shown:-

Item Subject Reason

Coomera Connector Update 2 – Local Roads Assessment (Presentation Only)

Prejudicial Matter

CARRIED

PROCEDURAL MOTION moved Cr Owen-Jones seconded Cr PC Young That the Committee move into Open Session.

CARRIED


ITEM 9 GENERAL BUSINESS COOMERA CONNECTOR TT1017/113/26/01(P1) COMMITTEE RECOMMENDATION TI19.1128.009 moved Cr Owen-Jones seconded Cr Vorster 1 That the Chief Executive Officer write to the Premier and Minister for Transport

and Main Roads to advocate for a service road to the Coomera Connector across the Coomera River to Beattie Road.

2 That the service road be included in the first stage of the Coomera Connector. 3 That any reply from the Premier or Minister for Transport and Main Roads be

subject to a further report to Council.

CARRIED UNANIMOUSLY Cr Caldwell was not present for discussion or voting on this matter. Committee Recommendation Changed at Council (6 December 2019) RESOLUTION G19.1206.006 moved Cr Owen-Jones seconded Cr Caldwell That Committee Recommendation TI19.1128.009 be adopted as printed which reads as follows:- 1 That the Chief Executive Officer write to the Premier and Minister for Transport

and Main Roads to advocate for a service road to the Coomera Connector across the Coomera River to Beattie Road.

2 That the service road be included in the first stage of the Coomera Connector. 3 That any reply from the Premier or Minister for Transport and Main Roads be

subject to a further report to Council.

CARRIED UNANIMOUSLY There being no further business the meeting closed at 10.36am.


These Pages

Numbered 1 to 81

Constitute The Adopted Report Of The Meeting

Of The Transport and Infrastructure Committee

Held Thursday 28 November 2019

adopted report transport and infrastructure committee meeting · 12 : heathwood drive & bridge...

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