Bundaberg Regional Council Multi Modal Pathway Strategy Connecting Our Region

Bundaberg Regional Council Multi Modal Pathway Strategy Connecting our Region

February 2012

Contents

1. Study Background 1

2. Study Objectives 2

3. Purpose of a Multi Modal Pathway Network 3 3.1 How do we define ‘multi modal’ 3 3.2 Community Benefits of a Multi Modal Network 3 3.3 What Characteristics Should a Multi Modal Network Reflect? 4 3.4 Generators of Trips 5 3.5 Criteria for Ascertaining Location of Proposed Paths 6

4. Review of Previous Multi Modal Pathway Strategy Plans 8 4.1 Bundaberg City Council Interim Integrated Open Space and Multi Modal Pathway Network Study 2006 8 4.2 Burnett Shire Walk and Cycle Plan – For a Mobile Community 2004 9 4.3 Bundaberg – Burnett Regional Sport and Recreation Strategy 2006 9 4.4 Kolan Shire Sport and Recreation Plan 2004 10 4.5 Bundaberg Region Social Plan 2006 10 4.6 Woodgate Recreational Trail 10

5. Proposed Multi Modal Pathway Strategy 11 5.1 Overall Outcomes of the Multi-Modal Pathway Network 11 5.2 Hierarchy Classification 11 5.3 Design and Construction Standards 13 5.4 Weighting Criteria for Locating Pathways and Prioritising Path Construction 14 5.5 Pathway Network for the Former Bundaberg City Council Local Government Area 17 5.6 Pathway Network for the former Burnett Shire Council Local Government Area 18 5.7 Pathway Network for the former Isis Shire Council Local Government Area 20 5.8 Pathway Network for the Former Kolan Shire Council Local Government Area 21 5.9 Integration with Planning Schemes 21 5.10 Other Pathway Opportunities 22

6. References 23

Table Index Table 1 Shared Path Widths 13 Table 2 Weighting Criteria for Locating Pathways and Prioritising Path Construction 15

Appendices A Former Bundaberg City Council Multi Modal Pathway Hierarchy and Staging Plans B Former Burnett Shire Council Multi Modal Pathway Hierarchy and Staging Plans C Former Isis Shire Council Multi Modal Pathway Hierarchy and Staging Plans D Former Kolan Shire Multi Modal Pathway Hierarchy and Staging Plans E Bauer Street and McCavanagh Street Pathway Comparison F Multi Modal Pathway Network Pathway Prioritisation Assessment Spreadsheets G Appendix A2 of Austroads ‘Guide to Road Design – Part 6A: Pedestrian and Cyclist Paths’ H ‘Opportunities’ portion of Section 4.4 of ‘Burnett Shire’s Walk and Cycle Plan – For a Mobile Community Strategy and Action Plan, August 2004’

1. Study Background

Bundaberg Regional Council was created in March 2008 by the amalgamation of the Isis Shire Council, Kolan Shire Council, Burnett Shire Council and Bundaberg City Council. The region covers approximately 6,500 square kilometres and is home to approximately 93,000 residents. The settlement pattern is characterised by the regional city of Bundaberg, coastal communities and rural townships. The attractive lifestyle opportunities offered by the Bundaberg area and the accelerated northward drift of people from South-East Queensland suggest that Bundaberg will experience continued, if not accelerated, population growth. This realisation, in concert with the then Integrated Planning Act 1997 imperatives in relation to trunk infrastructure provision, saw the former Council’s independently initiate studies which either directly or indirectly bore upon the location and design of pathway networks. Bundaberg Regional Council recognises that the local government area is blessed with a number of attributes conducive to walking and cycling. The warm climate, flat topography, wide road reserves and attractive surrounding rural and coastal landscapes combine to make walking and cycling a desirable and viable mode of social interaction, recreation and transport. In concert with the higher proportion of older residents, the lower average income of households and the increasing numbers of tourists, opportunity exists to encourage more non-motorised trips by developing a coherent multi modal pathway system. In order to create an integrated multi modal network with standardised design and locational criteria, Council has engaged GHD to review and consolidate the previous planning strategies. The outcome of this work will be the production of a multi modal pathway network plan with recommended delivery priorities.

41/22361 6195 Multi Modal Pathway Strategy 1 Connecting our Region

2. Study Objectives

This study has the following objectives- a. Define the purpose and characteristics of a multi modal pathway network. b. Review previous multi modal strategy plans in the context of the desired purpose and characteristics such a network should display. c. Assess the existing multi modal pathway network throughout the local authority area to identify opportunities for pathway upgrade. d. Develop a multi modal pathway strategy that addresses locational criteria, hierarchy characteristics and design and construction standards. e. Recommend a staging strategy for construction of paths. The Council Brief specifically limits the outputs of the study to multi modal pathways in urban and future growth areas and major links between urban areas along the coastal growth corridor. As such recreational paths such as bushwalking or mountain bike tracks and paths in rural areas were not studied as part of this project as they do not form part of the Multi Modal Pathway Network. The only codicil to this is the proposed Sharon Gorge Rail Trail (Bundaberg North to Sharon Gorge) and the Bundaberg to Bargara cycle/pathway which are considered important regional pathway links.

41/22361 6195 Multi Modal Pathway Strategy 2 Connecting our Region

3. Purpose of a Multi Modal Pathway Network

3.1 How do we define ‘multi modal’ The multi modal pathway network incorporates those paths that are designed and constructed to meet the needs of the broadest range of potential users. By being designated as such, there is an expectation that the network reflects those needs specific to mobility impaired persons, to able bodied persons of all ages and to people using wheeled recreational craft permitted by the Transport Operations (Road Use Management – Road Rules) Regulation 1999 to use a path. The promotion of a pathway network as being ‘multi modal’ therefore introduces a consideration of the needs and expectations of a raft of users, some of whose behaviour can be anticipated (eg. commuter) and some of whose behaviour can be more erratic (eg. school children). It also introduces a consideration of the raft of transportation tools or aids and their relative compatibility eg. bikes, walking frames, roller blades, motorised buggies, prams, skateboards, wheelchairs. A multi modal pathway network should therefore satisfy social, recreational, commuter, utility and school needs.

3.2 Community Benefits of a Multi Modal Network Walking and cycling are low-cost transportation modes available to the greater part of the community. Providing bikeways and/or walkways introduces a significant range of community and personal benefits, including: Reduced Transportation Costs: Maintaining and improving the road transport network involves high costs to local (and State) government. Reducing vehicle use will reduce road maintenance costs. Environmental Outcomes: Walking and cycling do not cause health-threatening impacts on air quality or residential amenity and are the most energy efficient and sustainable forms of transport. Street Activation: The number of people who feel comfortable walking or riding bicycles is a measure of the quality of life of a town. The presence of pedestrians and cyclists indicates that the sense of community is strong, people feel safe being outdoors and social interaction can happen openly. Increased Household Disposable Income: The cost of buying and maintaining a bike has been estimated at approximately 1% of the cost of buying and maintaining a car. Improved Health and Well-Being: As gentle and moderate intensity physical activities respectively, walking and cycling can contribute to the prevention of a number of physical and psychological illnesses including coronary heart disease, stroke, high blood pressure and depression.

41/22361 6195 Multi Modal Pathway Strategy 3 Connecting our Region

Social Equity: Walking and cycling are affordable, accessible and independent travel options for a large number of people, but particularly the ‘transportation disadvantaged’ – the unemployed, low income earners, the young and others who do not use a motor vehicle for a variety of reasons.

3.3 What Characteristics Should a Multi Modal Network Reflect? A multi modal network should seek to satisfy as many needs of the different user groups (generically categorised as cyclist and pedestrian) as possible. With respect to cyclists, there is wide acceptance that this user group can be categorised into seven broad sub-groups, each with distinct characteristics and needs that affect pathway planning and design. These sub-groups are: Primary school children – little knowledge of road traffic laws and undeveloped cognitive skills. Secondary school children – skill varies widely depending on age. Recreational cyclists – skill varies widely and they generally desire pleasant recreational experiences along off-road paths and local streets. Commuter cyclists – includes people who wish to reduce travel time regardless of traffic conditions and those who are willing to take a longer route to avoid high-stress environments. Usually, however, the commuter cyclist is best accommodated by on-road facilities because the road network more often offers the most direct route. Utility cyclists – those who ride for a variety of specific purposes such as shopping, visiting friends, travelling to community facilities. These routes are generally unpredictable, short in distance and more often occur along roads not subject to high traffic volumes. Touring cyclists – make extensive long distance journeys or shorter trips around local areas of tourist significance. Sports cyclists (in training) – travel long distances on arterial road networks. With respect to pedestrians, again there are several sub-groups with specific characteristics: a. School children – a high degree of personal safety and security is more important than directness of the route. School students are the heaviest users of both bicycles and walking for transport. b. Commuter – the route should be direct without being sterile. c. Recreational user – a higher emphasis is given to the attractiveness of the route with a linear network comprising a raft of experiences preferred. d. Elderly users – direct routes to specific destinations. Well maintained, smooth surface to minimise falls and good passive surveillance for safety. e. Users with mobility impairments – well maintained with tactile indicators.

41/22361 6195 Multi Modal Pathway Strategy 4 Connecting our Region

3.4 Generators of Trips Residential areas are the origin of cycle and pedestrian trips. Although the respective planning schemes designate higher density housing precincts, in practice defined nodes of high density housing do not occur. Residential development is therefore characteristically low density housing occasionally punctuated with medium density housing. Attractors of trips are destinations commonly visited by the community. These could be out of need (eg. shops or schools) or for recreation, enjoyment or knowledge (eg. parks, beaches, tourist attractions). Common attractors include: Shops: regional, district and local. Shops are a key destination within all communities and a number of shopping trips are easily accomplished by walking and cycling. Although it is recognised that weekly shopping needs met by higher order centres are unlikely to be satisfied by a walk to the shop, the fact remains that these centres also provide top-up shopping needs that can be satisfied by transport means other than a motor vehicle. Infrastructure such as pathways and end trip facilities (e.g. bike parking) should be provided to support and encourage walking and cycling to shops. Sport and Recreation Facilities: (eg. picnic areas, sport fields, tennis courts, skate parks, basketball courts, beaches, playgrounds). Major sporting destinations (such as Kendalls Flat and Salter Oval) and significant recreation spaces (such as Baldwin Reserve, Queens Park, Bargara Beach, Woodgate Beach) should be accessible by pathway. Other recreation facilities (such as lawn bowls, swimming pools, and squash courts) should be picked up by pathways as the opportunity presents. Education Establishments: As a general principle, all schools (but particularly primary schools) should be accessible by shared use multi modal paths. The extent of these paths will be influenced by the road network serving the schools, the strength of travel desire paths and the school catchment. Higher education facilities would preferably be accessible by pathway. The Riverside Economic Precinct: A rectangular area between Queens Park in the west to Kennedy Bridge in the east, from Burnett River in the north to Woongarra Street in the south has been identified as the Riverside Economic Precinct. Public investment in this area will generate increased investment in the private market and it is important that this precinct be a focal point for the pathways network. Tourist Nodes: Linkages should provide access to and inter-connect significant tourist destinations eg. Botanic Gardens, Hinkler Hall of Aviation, Rail Museum, Bundaberg Rum Distillery, Schmeider’s Cooperage and Bundaberg Brewed Drinks. Key Centres of Employment: The Bundaberg Central Business District is a key centre of employment that is sufficiently compact to be a destination in its own right. This is distinguishable from broad acre industrial estates where employment is less concentrated. Childers, Gin Gin, Bargara Central Shopping Centre and the Bargara Recreational Business District are smaller scale commercial and retail centres which also trigger multi modal pathway consideration. Key Centres of Employment should be easily accessed by cycling and walking and infrastructure such as pathways and end of trip facilities should be provided to support and encourage active transport trips.

41/22361 6195 Multi Modal Pathway Strategy 5 Connecting our Region

Support Facilities: The following support facilities, which complement the pathway by increasing convenience of the user, have been prioritised in order of importance. Prioritisation has been based on relative importance, affordability for Council and likelihood of targeting by vandals. 1. Trees and shading 2. Signs: both regulatory and interpretive 3. Lighting 4. Ancillary equipment such as seats, bubblers and tables 5. Bike racks 6. Fitness equipment. 7. Showers 8. Lockers

3.5 Criteria for Ascertaining Location of Proposed Paths Criteria for ascertaining the preferred location of the multi modal network are a desire to maximise exposure to potential demand, maximise personal safety and security, minimise the financial cost of the network and maximise environmental comfort for the user. These criteria can be further interrogated to clearly articulate what the network seeks to achieve.

Potential Demand 1. Does the route provide convenient linkages between popular destinations useful to the user groups of the path? 2. Does the path link local residential areas to significant local destinations (eg. shopping centres, schools)? 3. Does the connectivity provided by the route attract the maximum number of users from the community?

Personal Safety 1. Is the path situated alongside complementary uses which provide passive surveillance for users? 2. Does the path minimise exposure to high traffic roads? 3. Does the route allow for safe and affordable crossing facilities at intersections with existing roads? 4. Does the route avoid or minimise conflict with existing infrastructure (esp. rail/state roads etc)?

Financial Cost 1. Does the route minimise land resumption costs? 2. Does the route maximise use of public land? 3. Does the route maximise exposure to future developable land?

41/22361 6195 Multi Modal Pathway Strategy 6 Connecting our Region

Environmental 1. Is the route able to be realistically provided with suitable supporting infrastructure (eg. drinking fountains, seating, signage, and lighting) and landscaped in such a way as to provide shade and amenity to users without presenting a safety/security risk? 2. Does the proposed route incorporate local areas of scenic beauty, local or historical interest for the pleasure and enjoyment of the user?

41/22361 6195 Multi Modal Pathway Strategy 7 Connecting our Region

4. Review of Previous Multi Modal Pathway Strategy Plans

Various studies prepared on behalf of the former local government areas that were considered to be either directly or indirectly relevant to the production of an integrated multi modal path network have been reviewed. These studies included: – Bundaberg City Council Interim Integrated Open Space and Multi Modal Pathway Network Study 2006 – Burnett Shire Walk and Cycle Plan – For a Mobile Community 2004 – Bundaberg City Council and Burnett Shire Council - Regional Sport and Recreation Strategy 2006 – Bundaberg City Council – Bundaberg Region Social Plan 2006 – Kolan Shire Sport and Recreation Plan 2004 – Woodgate Recreational Trail Management Plan – Planning schemes for the former Bundaberg City Council, Kolan Shire Council, Isis Shire Council and Burnett Shire Council. Elements of the reports considered most relevant to the provision of a multi modal network are outlined below.

4.1 Bundaberg City Council Interim Integrated Open Space and Multi Modal Pathway Network Study 2006 Through assessment of the existing pathway network, the Multi Modal Network Study proposed a two–tiered paths hierarchy (multi modal and standard) reflecting different functions. The report was directly concerned with multi modal paths, which the Interim Multi Modal Network Study classified into two categories: – tourist/recreation pathways: those which connect users to areas of interest, specific destinations/major attractions, routes past or pass through attractive landscapes. – collector paths: linking suburbs to tourist paths, local routes which service/link local destinations. The report identified priority pathway network outcomes to: – facilitate access from residential neighbourhoods to the Central Business District and Riverside Precinct – promote a regional path network primarily for recreational and tourist purposes – improve off–road access to schools, particularly primary schools – improve connectivity throughout the city – create a feasible linkage between Bundaberg and Bargara, with minimal disruption to farming practices.

41/22361 6195 Multi Modal Pathway Strategy 8 Connecting our Region

The report defined design characteristics and support infrastructure requirements and created implementation strategies and funding programs for the construction of the new pathway network.

4.2 Burnett Shire Walk and Cycle Plan – For a Mobile Community 2004 This document provided strategies to improve planning and provide facilities for the local community to encourage more walking and cycling. The Plan consisted of four key strategies including: – planning and integration – encouragement, education and enforcement – engineering – implementation. The Plan sought to build on Burnett Shire’s Coastal Pathways project to create a comprehensive network of paths to improve connectivity throughout the Shire. Key generators and attractors were evaluated to identify desires for pedestrian and cyclist facilities. Key recommendations for new paths were: – Rail Trails: convert old rail lines between Bundaberg and Gin Gin to a walk and cycle link. Also utilise other opportunities throughout the region to make use of old unused cane rails. – Bundaberg to Bargara link: Various options were presented. – Port Bundaberg to Burnett Heads link: the potential road bridge could incorporate additional walk/cycle facilities. – Fill gaps in the Turtle Trail: to provide a continuous facility from Burnett Heads to Elliott Heads. – Moneys Creek boardwalk connecting residential areas and connecting Crawford Park to North Bargara. – Also mentioned importance of routes connecting the region’s schools with residential areas, as a means of encouraging more active transport by school users.

4.3 Bundaberg – Burnett Regional Sport and Recreation Strategy 2006 The primary purpose of this plan was to identify present and future demands for sport and recreation in the region, and develop guidelines for the two Councils involved (Bundaberg City Council and Burnett Shire Council) to provide for existing and future demand. Specific strategies relating to the provision of multi modal paths included: – Provide facilities for recreational walkers and youth – Create short circuits around key community facilities eg. hospitals and retirement homes – Complete links to foreshore parks – Improve crossing of barriers (eg. creeks) – Connect schools in rural towns.

41/22361 6195 Multi Modal Pathway Strategy 9 Connecting our Region

Of particular interest were the recommendations resulting from consultation with schools of the region regarding priority path improvements which were important to students. The current study has been cognisant of several of the students’ recommendations.

4.4 Kolan Shire Sport and Recreation Plan 2004 This Plan recommends walking and wilderness trails which fall outside the scope of work of this study. It did not identify new urban pathways as an immediate priority.

4.5 Bundaberg Region Social Plan 2006 The recommendations and strategies proposed in this plan were not considered to be directly relevant to the provision of a multi modal path network.

4.6 Woodgate Recreational Trail This study provides a management strategy for a recreational trail that connected the foreshore pathway with the developing residential area of Woodgate Waters. As such it was not directly relevant to the current study.

41/22361 6195 Multi Modal Pathway Strategy 10 Connecting our Region

5. Proposed Multi Modal Pathway Strategy

5.1 Overall Outcomes of the Multi-Modal Pathway Network Bundaberg City’s pathway network strategy has been developed having regard to the community and personal benefits that accrue from having a well used paths network, the disparate and sometimes competing user needs, generators and attractors of trips, principles identified in this report for locating and designing a pathway network, existing pathway characteristics and known opportunities and constraints for the augmentation of the existing pathways infrastructure. Overlaid on top of these considerations are the financial constraints facing every local government in their delivery of capital works. The study was conceived in the 2009 “Global Financial Crisis” which has reinforced the need for prudence in government expenditure. The overall outcomes that the strategy seeks to achieve are: 1. Personal Safety: generally located in areas with good passive surveillance; provide appropriate crossing points at roads; satisfy design specifications for pedestrian and most bicycle user groups; appropriate signage 2. Connectivity: provides convenient links to attractors/generators of trips with schools taking precedence; sports/recreation facilities, shops, economic nodes, tourist destinations; appropriate design to cater for predicted demand (eg. widths) 3. Amenity: locate paths to maximise exposure to attractive, interesting scenery; routes optimise exposure to local heritage and other attractions; provision of shade and other support features 4. Economic: cost effectiveness in terms of land acquisition and construction cost; consideration of ongoing maintenance costs; equity of access; opportunity to build on existing network.

5.2 Hierarchy Classification The multi modal pathway network comprises three levels of pathway: – Principal Pathway – Distributor Pathway – Collector Pathway.

Principal Pathway

Primary Purpose A shared off-road path, or a combination of off- and on-road facilities, serving primarily a commuter/tourist/recreation function and accessing a number of local and regional attractors. Will also serve defined destinations (eg. schools, shops) but in so doing does not target specific user groups.

41/22361 6195 Multi Modal Pathway Strategy 11 Connecting our Region

Physical Characteristics – Shared path design and construct standards reflect higher order function – Provision of associated infrastructure eg. drinking fountain, seating – Reflect contemporary mobility design standards.

Locational Characteristics – Generally longer distance, intra-urban routes linking a raft of attractions – Variety of experiences – Good passive surveillance.

Distributor Pathway

Primary Purpose With a focus on accessing schools, the Distributor path primarily (but not exclusively) accommodates students. Linking alternative destinations, including the Principal pathway network, makes the path attractive to other user groups.

Physical Characteristics – Design width and support facilities less than Tourist/Recreation Path – Uniform construction standard unless the location dictates otherwise – Typically located off-road subject to other infrastructure constraints – Reflect contemporary mobility design standards.

Locational Characteristics – Generally located on higher order roads where the primary function is to provide access to schools – Direct route with good passive surveillance – Often link different user groups to local destinations (eg. shops, parks).

Collector Pathway

Primary Purpose A shared off-road path providing access in urban areas for different user groups to the higher order paths as well as access in smaller townships for different user groups to destinations.

Physical Characteristics – Design width and support facilities less than Distributor pathway – Uniform construction standard unless the location dictates otherwise – Reflect contemporary mobility design standards.

41/22361 6195 Multi Modal Pathway Strategy 12 Connecting our Region

Locational Characteristics – Connecting links where the volume of usage is not expected to be as high as a Distributor pathway – Located on road reserves and through public open space – Link specific destinations.

5.3 Design and Construction Standards Austroads ‘Guide to Road Design – Part 6A: Pedestrian and Cyclist Paths’ provides contemporary footpath design and construction standards which should be reflected in the Bundaberg Regional Council Multi Modal Path Network. With specific reference to the width of shared paths, Section 7.5.3 of Part 6A identifies the following standards.

Table 1 Shared Path Widths

Path Width (m)

Local Access Path Commuter Path Recreational Path

Desirable minimum 2.5 3.0 3.5 width

Minimum width – 2.5-3.0 2.5-4.0 3.0-4.0 typical maximum1

Appendix A2 and accompanying Figure A2 of Part 6A expand upon this table by correlating pathway width to the primary function of the path, usage pattern, volume of usage and locational characteristics2. Appendix A2 observes that: 1. 2.0 metres is an acceptable path width where paths experience very low use at all times and on all days, where significant constraints exist limiting the construction of a wider path and may be acceptable for a commuting path where the path user flows are highly tidal in nature. 2. 2.5 metres is the minimum width for paths having a predominant purpose of commuting during periods of peak use. 3. 3.0 metres is the minimum width for paths having a predominant purpose of recreation during periods of peak use. 4. 3.5 metres is the minimum width for paths that experience a mix of simultaneous commuting and recreational use. This study has adopted the following minimum design widths:3

1 Austroads Part 6A states that a lesser width should only be adopted where cyclist volumes and operational speeds will remain low. A greater width may be required where the number of cyclists and pedestrians are very high or there is a high probability of conflict between users (eg. people walking dogs, roller bladers and skaters etc). 2 The relevant extracts are attached at Appendix G. 3 Where pathways are proposed on the State controlled road network, pathways shall conform with Department of Transport and Main Roads standards.

41/22361 6195 Multi Modal Pathway Strategy 13 Connecting our Region

1. Principal paths – 3.0 metres 2. Distributor paths – 2.5 metres 3. Collector paths – 2.0 metres. The basis for these widths has been: a. Austroads ‘Guide to Road Design – Part 6A: Pedestrian and Cyclist Paths’, Appendix A2. Refer attached Appendix G. b. Recognition that many of the path user flows are expected to be highly tidal in nature. There are, for example, peak morning and afternoon uni-directional flows of students to and from school. c. Realisation that retro-fitting existing road reserves, with their prevailing geometry and infrastructure constraints, will often preclude the achievement of preferred pathway widths. Where preferred pathway widths are not achievable, Council may consider alternative pathway proposals eg. pathways with reduced widths on both sides of the roads; on-road cycle lanes. d. Understanding that most towns in the local government area will experience constrained population growth through the State government’s regional planning process and consequently the present and projected path usage volume will be low in comparison to more densely populated urban areas. e. Where pathways identified are located on the State Controlled Road Network, pathway proposals must be approved by Department of Transport and Main Roads and comply with their standards. Where pathway widths are not achievable due to site constraints such as available road reserve widths, footpath widths etc, alternative pathway proposals should be considered to satisfy the proposed pathway function. Typical proposals that may be appropriate include narrower pathways on both sides of the road, on-road cycle lanes etc.

5.4 Weighting Criteria for Locating Pathways and Prioritising Path Construction Section 3.5 of this report identified criteria for determining the location and characteristics of paths. A modified version of these criteria can also be used to prioritise construction of paths. This section weights relevant criteria to provide a more objective basis for first locating paths and then prioritising their construction.4 The weighting system adopts a three stage process. First, each criterion is assigned a value relative to each other (see Table 2 below). This value can be anywhere between 0 and 10. The higher the value, the more significant that criteria is in the selection of a path location relative to the other criteria. For example, it is important that a path has good passive surveillance and so this criterion has been assigned a value of 9. It is less important that a path has supporting

4 The decision to construct one section of path over another will always introduce a value judgment. The purpose of a weighting system is not to provide an infallible selection protocol but rather a transparent methodology to assist decision makers in the allocation of scarce funds across the local government area.

41/22361 6195 Multi Modal Pathway Strategy 14 Connecting our Region

infrastructure (eg. signage, seating, water fountains) and so this criterion has been assigned a value of 2. The first stage of the weighting system thus weights one criterion relative to another. The second stage takes each criterion and assesses the extent to which the path at any particular location satisfies the criteria. This value will be either 0.0, 0.25, 0.5, 0.75 or 1.0 (Table 2). A value of 0.0 means that the path does not in any way satisfy the criteria and a value of 1.0 means that the path absolutely satisfies the criteria. The extent to which a path satisfies the criteria is thus determined by multiplying the first score by the second score. For example, a path that has excellent passive surveillance might score 9 x 1.0 = 9.0. A path that has inferior passive surveillance might score 9 x 0.25 = 2.25. Just in terms of this single criteria alone, the former path location is preferred. The third stage is simply aggregating the individual scores of each criteria for each path link. The higher the aggregate figure, the greater the community benefit likely to accrue from the path construction. This is significant because it bears upon both where to locate paths and when to construct paths.

Table 2 Weighting Criteria for Locating Pathways and Prioritising Path Construction

Criteria Comparative Value Location Specific Value Range Value

Good passive 9 0.0, 0.25, 0.5, 0.75, 0.0 – 9.0 surveillance 1.0

Direct link to schools 8 As above 0.0 – 8.0

Convenient to 8 As above 0.0 – 8.0 catchment

Convenient link 7 As above 0.0 – 7.0 between destinations

Uses public land 6 As above 0.0 – 6.0

Located on land 4 As above 0.0 – 4.0 located in the regional plan urban footprint5

Not located on a high 3 As above 0.0 – 3.0 traffic road

Attractive landscape 3 As above 0.0 – 3.0 or historical significance

Availability of 2 As above 0.0 – 2.0 supporting infrastructure

5 It is expected that the property developer would be required to construct the multi modal pathway as development proceeded. The apportionment of construction cost would be a matter for Council to determine at the time of the application.

41/22361 6195 Multi Modal Pathway Strategy 15 Connecting our Region

Criteria Comparative Value Location Specific Value Range Value

Avoids conflict with 2 As above 0.0 – 2.0 existing major transport infrastructure

A path should be constructed where and when it maximises community benefit. The higher the aggregate figure from the foregoing assessment, the greater the community benefit in having that path built. The path should therefore not only be built, but the construction should assume a high priority in Council’s capital works program. This assessment process understandably has many applications. It can be applied to a whole path, it can be applied to a section of path, it can be applied to different types of paths, it can be used to determine the preferred location of a path through a new residential subdivision and so forth. It is a particularly useful tool to test location and construction priorities as funding opportunities arise. It also permits sensitivity testing of different options. Specifically, the process to define the preferred location of pathways has been to apply the weighting criteria of Table 2 throughout the urban areas identified in this report. The location of pathways occurs where the assessment delivers the highest comparative scores. As noted above, the higher the aggregate score, the higher the community benefit. An example of how this analysis has determined the preferred location of a pathway where two routes are considered is attached at Appendix E. The model also allows the quantification of a preferred construction program. This outcome is presented in the spreadsheets attached at Appendix F to this report. Titled “Multi Modal Pathway Network Pathway Prioritisation Assessment Spreadsheet”, the tables reflect the weighting criteria of Table 2 for each pathway link. Scores are aggregated and then delineated by value into a four stage construction program. The construction of each link in each pathway is therefore prioritised to either Stage 1, Stage 2, Stage 3 or Stage 4. The resulting prioritisation is visually illustrated in the staging plans attached at Appendices A to D. The staging plans provide a quick and convenient interpretation of the more complicated spreadsheets. The priority spreadsheet and associated staging for pathways are based on suggested selection criteria to provide an initial assessment of priority for construction. Other factors or criteria may need to be considered in establishing a capital works program for the construction of pathways. This study has adopted the methodology discussed above to derive path location and path staging plans. The plans visually illustrate where paths should be located, the function of the specific paths and the staging of construction of each path. The proposed path network by each former local government area is now discussed below.

41/22361 6195 Multi Modal Pathway Strategy 16 Connecting our Region

5.5 Pathway Network for the Former Bundaberg City Council Local Government Area The multi modal pathway network for the former Bundaberg City Council local government area is reflected in the Hierarchy Plan and the Staging Plan attached at Appendix A to this report. The Hierarchy Plan builds on the work undertaken by Leddy Sergiacomi & Associates Pty Ltd, in conjunction with Randall Barrington Town Planning Pty Ltd, in 2006. The plan locates destinations such as educational establishments, commercial districts and public open space and introduces a three tiered hierarchy of paths. The hierarchy reflects both the expected catchment of each path and the primary function of each path. Amendments to the 2006 study reflect: 1. The pedestrian and cycle path constructed as part of the Bundaberg Ring Road 2. An assumed eastward limit to a future urban residential growth corridor and Council’s preliminary planning for this eastern precinct 3. An assumed south-west future urban residential growth corridor 4. Recent industrial development and a retirement village approval along Bundaberg-Gin Gin Road 5. Master planning in the Kensington Lakes area. 6. Heightened pedestrian activity in the medical precincts of Bourbong Street and Bingera Street 7. A desire to create loops in the network where possible to provide ‘exercise circuits’ 8. Inclusion of a “Rail Trail” between Bundaberg and Sharon Gorge (Old Tirroan Branch Rail Line), and possible future extension to Gin Gin, as a walk and cycle link6 9. Identification of a link between Bargara and Bundaberg along Bargara Road.7 10. Council’s December 2010 submission to the draft Wide Bay Burnett Regional Plan regarding the preferred settlement pattern in the local authority area. The Staging Plan introduces a four stage strategy to realise the multi modal network. The realisation of this strategy is a function of a number of variables, some of which are beyond the control of Council eg. Federal and/or State Government funding opportunities, pace of land development. Indeed the continuing “Global Financial Crisis” has reinforced the vulnerability of funding for local government capital works programs. Whereas it is tempting to assign time frames for each stage, this is inherently risky for the above reason. It should therefore suffice that the plan reflects a prioritisation of works rather than a deadline for works. Thus Stage 1 assumes the highest priority, Stage 4 assumes the lowest priority.

6 Refer to ‘Rail Trails’ in Section 5.10 of this report. 7 This link continues to be the subject of discussions between Department of Transport and Main Roads and Bundaberg Regional Council. Council has adopted Bargara Road as the primary link.

41/22361 6195 Multi Modal Pathway Strategy 17 Connecting our Region

To this end, it is recommended that priority be given to: 1. Effecting the greater part of the Tourist/Recreation routes 2. Providing multi modal access to schools (and particularly routes where the path can serve several functions) 3. Developing the inner city network where return on investment is likely to be higher 4. Improving access to the Central Business District.8

5.6 Pathway Network for the former Burnett Shire Council Local Government Area The multi modal pathway network for the former Burnett Shire Council local government area is reflected in the Hierarchy Plan and the Staging Plan attached at Appendix B to this report. The plans have been prepared for the coastal towns of Burnett Heads, Bargara, Innes Park, Coral Cove, Elliott Heads and Moore Park. The Hierarchy Plan builds on the work undertaken by Eppell Olsen and Partners in 2004. The plan locates destinations such as educational establishments, commercial districts and public open space and introduces a three tiered hierarchy of paths.9 The hierarchy reflects both the expected catchment of each path and the primary function of each path. Amendments to the 2004 study reflect: 1. Removing the majority of inter-urban pathways.10 2. A stronger distinction between the roles and functions of a multi modal pathway network and a local pathway network. The view was taken that a number of the proposed Eppell Olsen paths better satisfied the role of local paths than multi modal paths given their catchment, their location in the road hierarchy and their location relative to other paths and destinations. 3. An assumption that the proposed North South Link Road between Bargara and Elliott Heads will form the western boundary to future urban residential growth. 4. A preference that multi modal paths should be characterised by a high level of passive surveillance and should be located to satisfy as many travel desire paths as possible. 5. A preference that multi modal paths should provide direct access to schools. 6. A preference to avoid environmental and/or topographical constraints. 7. A desire to create loops in the network where possible to provide ‘exercise circuits’. 8. Council’s December 2010 submission to the draft Wide Bay Burnett Regional Plan regarding the preferred settlement pattern in the local authority area.11

8 As a corollary to this study, it is recommended that Council not permit the use of bicycles, skateboards, roller skates and the like on paths within business districts. 9 Save for Moore Park where a two tiered network is proposed. This is because expansion of the Moore Park catchment is constrained by environmental and good quality agricultural land considerations. 10 A requirement of the Brief. 11 Council’s submission proposed an expansion to the draft Urban Footprint at Burnett Heads, Innes Park, Coral Cove and Elliott Heads and a possible contraction at Bargara. On the assumption that these changes are incorporated in the gazetted document, the Burnett Heads and Elliott Heads pathway network reflects a common theme in this strategy to provide off-road pedestrian and cycle access to schools. In light of neither Innes Park nor Coral Cove

41/22361 6195 Multi Modal Pathway Strategy 18 Connecting our Region

The Staging Plan introduces a four stage strategy to realise the multi modal network. Once again the realisation of this strategy is a function of a number of variables and once again, the plan reflects construction priorities. To this end, the Staging Plan reflects the following priorities: 1. Affecting the greater part of the Foreshore Tourist/Recreation route.12 2. Providing multi modal access to schools (and particularly routes where the path can serve several functions). 3. Correlating the provision of a path to land development approvals eg. the path connecting Woongarra Scenic Drive and Back Windermere Road should occur in conjunction with construction of the approved Lascorp shopping centre at the corner of Rifle Range Road and Back Windermere Road; the path connecting back Windermere Road to the Innes Park corner store should occur in conjunction with construction of the Walker residential subdivision at the corner of Innes Park Road and Back Windermere Road; the path connecting Moore Park State School with residential development to the north-west. 4. Improving access to the Foreshore Tourist/Recreation route. It is recommended that Council entertain two iterations of the hierarchy recommended for the former Burnett Shire. The first iteration is in relation to the multi modal path along Bauer Street (Bargara Road) from The Esplanade to Davidson Street. Whereas there is justification for a 3.0 metre wide path along this section of road, the road reserve width and location of services is unlikely to enable the provision of such a path. It is therefore recommended that Council provide a 2.0 metre wide path along each side of the road with the path on the northern side clearly being signposted for bicycles (given the location of the existing primary school and proposed high school both being on the northern side of Bargara Road). The southern path would be signposted for pedestrians.13 The second iteration is in relation to Back Windermere Road.14 This road will form the basis of the North South Distributor Road and as such, will be designed to carry inter-urban traffic at higher speeds than local roads. Whereas this function is not necessarily conducive to recreational or school cycle use, it is not necessarily offensive to sports and/or commuter cycling. It is therefore recommended that the multi modal path along Back Windermere Road take the form of extended shoulders to the road to accommodate sports and commuter cyclists and a separate 2.0 metre wide footpath for pedestrians and less confident cyclists.15

having a school neither location attracts an augmented multi modal pathway network as a consequence of Council’s submission to the draft Regional Plan. That is not to say however, that a local pathway network should not be encouraged through the development assessment process to connect with the higher order paths. 12 On occasions, this will be dependant upon urban development occurring eg. Elliott Heads connecting to Coral Cove, Innes Park South connecting to Innes Park North. 13 This principle should be considered for any location where it is impractical to locate a 3.0 metre wide pathway in the existing road reserve. 14 That is, the section of road from Watsons Road to Atkinsons Road and thence Elliott Heads Road to Breusch Road. 15 This recommendation is not extended to Hughes Road because of the number of attractions already located and proposed to be located on Hughes Road and/or the destinations served by Hughes Road eg. uses located or proposed to be located on this road include Council chambers, a multi-purpose community hall, a kindergarten, a restaurant, a church (existing and proposed), a Catholic school; uses served by Hughes Road include Bargara State School, the site of a future high school, Bargara Central Shopping Centre.

41/22361 6195 Multi Modal Pathway Strategy 19 Connecting our Region

5.7 Pathway Network for the former Isis Shire Council Local Government Area The multi modal pathway network for the former Isis Shire Council local government area is reflected in the Hierarchy Plan and the Staging Plan attached at Appendix C to this report. The plans have been prepared for the towns of Childers and Woodgate. Neither town has the benefit of former studies that contribute to these plan recommendations. Regard has however been had for Council’s December 2010 submission to the Draft Wide Bay Burnett Regional Plan.16 In relation to Childers, the Hierarchy Plan once again locates destinations such as educational establishments, commercial districts and public open space and introduces a three tiered hierarchy of paths. The hierarchy reflects both the expected catchment of each path and the primary function of each path. The plan seeks to achieve the following outcomes: 1. A multi modal network that focuses on Childers Central Business District 2. A multi modal network that focuses on accessibility to schools 3. A network that reflects an expansion of urban residential development as shown in the planning scheme and Council’s submission to the Draft Regional Plan 4. A desire to create loops in the network where possible to provide ‘exercise circuits’. The Staging Plan introduces a four stage strategy to realise the multi modal network. Once again the realisation of this strategy is a function of a number of variables and once again, the plan reflects construction priorities. To this end, the Staging Plan reflects the following priorities: 1. Ensuring that the Churchill Street CBD pathway system takes precedence due to its significance to resident and tourist populations 2. Providing multi modal access to schools (and particularly routes where the path can serve several functions) 3. Improving access to the Central Business District. In relation to Woodgate, both the Hierarchy Plan and the Staging Plan reflect the significance of the present foreshore path. This path connects Woodgate’s linear settlement pattern with the foreshore, the community precinct (in the vicinity of Woodgate Bowls Club) and the small commercial centre on The Esplanade. Although an argument exists to locate a multi modal path along Acacia Street, the temptation to do so has been resisted due to the lack of existing or likely destinations and the limited resident population such a path would serve. The absence of schools has diminished the extent of the network.

16 This has given rise to an extension of the multi modal pathway network along Churchill Street to the west, an extension to the south and the relocation of a northern finger. It is anticipated that future land development proposals will be required to deliver this additional infrastructure with a local pathway network feeding into the higher order system.

41/22361 6195 Multi Modal Pathway Strategy 20 Connecting our Region

It is recommended that a future path be constructed along Frizzells Road to link into the balance of the network. This path can form part of a circuit which would include an Environmental Path17 and could occur as and when development occurs in accordance with the residential zoning of the Frizzells Road land.

5.8 Pathway Network for the Former Kolan Shire Council Local Government Area The multi modal pathway network for the former Kolan Shire Council local government area is reflected in the Hierarchy Plan and the Staging Plan attached at Appendix D to this report. Plans have been prepared for the township of Gin Gin which does not have the benefit of any former pedestrian or cycle path studies. Once again however, regard has been had for Council’s December 2010 submission to the draft Wide Bay Burnett Regional Plan. Once again, the Hierarchy Plan locates destinations such as educational establishments, commercial districts and public open space and introduces a two tiered hierarchy of paths. The hierarchy reflects both the expected catchment of each path and the primary function of each path. The plan seeks to achieve the following outcomes: 1. A multi modal network that focuses on Gin Gin Central Business District (CBD) 2. A multi modal network that focuses on accessibility to schools 3. A network that reflects an expansion of urban residential development as shown in the planning scheme 4. A desire to create loops in the network where possible to provide ‘exercise circuits’. The Staging Plan introduces a four stage strategy to realise the multi modal network. Once again the realisation of this strategy is a function of a number of variables and once again, the plan reflects construction priorities. To this end, the Staging Plan reflects the following priorities: 1. Ensuring that the CBD pathway system takes precedence due to its significance to resident and tourist populations. This includes extending the path network to the west along the Bruce Highway to the retirement village. 2. Providing multi modal access to schools (and particularly routes where the path can serve several functions eg. access along Albin Road to the showgrounds, swimming pool, lawn bowls and child care centre in Somerset Street). 3. Improving access to the Central Business District.

5.9 Integration with Planning Schemes An important aspect of any multi-modal strategy is to ensure that it is reflected in all of Council’s infrastructure and land use planning and policies. This facilitates cost effective delivery and ensures pedestrian and cycle friendly environments are developed as a matter of course. It is therefore considered important that Council’s new planning scheme provides appropriate guidance on providing pedestrian and cycle friendly communities.

17 Environmental paths do not form part of this study – it is shown indicatively to reflect a suggested strategy to access attractive wetland areas at Woodgate. This is not inconsistent with the aforementioned Edaw Gillespie ‘Woodgate Recreational Trail’ report.

41/22361 6195 Multi Modal Pathway Strategy 21 Connecting our Region

Opportunities identified for the planning scheme regarding walk/cycle facilities include: – A network map to be incorporated as a Transport Infrastructure overlay to ensure the plan is incorporated and not compromised by new developments – Codes to encourage best practice multi modal planning eg. principles such as connectivity, convenience, accessibility, safety, personal safety design principles, amenity/urban design (based on Queensland Streets) – Requirements for bicycle parking and showers/lockers in new commercial developments (refer to Queensland Development Code Section 4.1 – Sustainable Buildings) – Policies for developing infrastructure and works to incorporate consistent standards for multi modal paths eg. cross sections, construction standards – Priority Infrastructure Plans (PIP) and Infrastructure Charging Schedule (ICS) to incorporate multi modal paths.

5.10 Other Pathway Opportunities The ‘Opportunities’ portion of Section 4.4 of ‘Burnett Shire’s Walk and Cycle Plan – For a Mobile Community Strategy and Action Plan, August 2004’ is attached in Appendix H. The various trails, links and tracks noted in this section should be further considered as part of the implementation of the strategy. In relation to the Bundaberg to Bargara Link, further to the options set out in Table 4.3 of Burnett Shire’s Walk and Cycle Plan (Appendix H), it is noted that Council has considered these options and adopted Bargara Road (Option 1) as the primary link.

41/22361 6195 Multi Modal Pathway Strategy 22 Connecting our Region

6. References

1. Integrated Open Space and Multi Modal Pathways Study – Leddy Sergiacomi & Associates, 2006 2. Burnett Shire Walk and Cycle Plan – For a Mobile Community, Eppell Olsen and Partners, 2004 3. Bundaberg City Council, Burnett Shire Council Regional Sport and Recreation Strategy, July 2006 4. Bundaberg Region Social Plan, November 2006 5. Kolan Shire Sport and Recreation, Plan 2004 6. Austroads ‘Guide to Road Design – Part 6A : Pedestrian and Cyclist Paths’

41/22361 6195 Multi Modal Pathway Strategy 23 Connecting our Region

Appendix A Former Bundaberg City Council Multi Modal Pathway Hierarchy and Staging Plans

Bundaberg

Connecting our Region

R Ç s

a a d ar e oa rg H a R B t a t ar To e g M r n a r B o B u u o B k n r n e Li d l a P na b a io e r g r k e g R R d - o e s L a o o d op w Pr m e a d HUMMOCK

R o a d

ad Ro ere rm nde Wi

d a ional Link o Proposed Reg R

n i t G e tre n N S i TO GIN GI r lke G a W - R i v e r FE g t t r n e e u r b B a BUNDABERG d n d u oa B R ads He iott Ell

Walke r Street

oad g R Rin d a o

s r e d l i h

G o o d w R o ing Ro o ad d R o a d

© The State of Queensland (Department of Environment and Resource Management) 2010. Based on or contains data provided by the State of Queensland (Department of Environment and Resource Management) 2010. In consideration of the State permitting use of this data you acknowledge and agree that the State gives no warranty in relation to the data (including accuracy, reliability, completeness, currency or suitability) and accepts no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of the data. Data must not be used for direct marketing or be used in breach of the privacy laws.

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:25000 (A1) Revision 2 PROPERTY BOUNDARY (DCDB) PROPOSED PRINCIPAL PATH NOTE: REFER TO SECTION 5.3 - DESIGN AND MULTI-MODAL PATHWAY NETWORK 0 500m 1km 1.5km 2km CONSTRUCTION STANDARDS OF THE REPORT Date 02.02.2012 BUSINESS ZONE PROPOSED DISTRIBUTOR PATH FOR PATH WIDTHS. Kilometres (at A1) PROPOSED COLLECTOR PATH Map Projection: Universal Transverse Mercator COMMUNITY ZONE BUNDABERG Horizontal Datum: Geocentric Datum of Australia 1994 o PATH RING ROAD Grid: Map Grid of Australia, Zone 56 EDUCATION ESTABLISHMENT HIERARCHY PLAN Figure 1 G:\41\22361\GIS\Maps\41-22361-Fig 1 Bundaberg Hierarchy.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Business Zone, Community Zone, Education Establishment, 17.06.2010. Created by: T. Kroning d

R Ç 9494 s d

a a d ar e oa rg H a R B t a t ar To e g M r n a r o B B u o u r B n e d P a 7878 b a e r k 8080 r g R 9393

- o

L a o d w m e a d HUMMOCK R o a 7979 d 8181

9595 ad Ro 9191 9292 ere 7474 erm 8989 ind 9090 W 8282 7777 7373 7575 7272 7676 7171 109109

d a 7070 108108 o 8888 6969 108108 R

n i 8787 et G 8686 6363 re 8686 6363 St n r 104104 i 6161 lke G 6666 a W - E R i v e r 2424 6262 6767 F 103103 8383 g t 6464 103103 r n e t e u r 2323 b B BUNDABERG6060 6565 6868 a 2121 6060 d 2222 2222 8484 n 3636 ad u Ro B s 1818 2020 ead 3030 5959 tt H 3030 llio 3737 5858 E 100100 100100 5656 8585 1616 1919 3232 101101 5757 107107 1515 107107 1717 1515 3838 1717 5252 3333 5555 4949 4747 1010 2626 3939 106106 Walke 5454 r Street 3131 3434 105105 5151 102102 1111 9696 4848 4646 1414 4848 5050 9999 4040 5050 4545 2727 3535 99 1313 4141 44 2828 55 22 1212 ad 4242 Ro d ng a Ri o

R 11 2929 s r e 4343 d 77 l 33 i h

C 66

G o o d w Rin o g Road o d 4444 R o a d

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:25000 (A1) Revision 2 PROPERTY BOUNDARY (DCDB) EDUCATION ESTABLISHMENT PROPOSED PATHS STAGE 3 MULTI-MODAL PATHWAY NETWORK 0 500m 1km 1.5km 2km Date 02.02.2012 BUSINESS ZONE PROPOSED PATHS STAGE 1 PROPOSED PATHS STAGE 4 Kilometres (at A1) PROPOSED PATHS STAGE 2 PATH RING ROAD Map Projection: Universal Transverse Mercator COMMUNITY ZONE BUNDABERG Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 STAGING PLAN Figure 2 G:\41\22361\GIS\Maps\41-22361-Fig 2 Bundaberg Staging.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Business Zone, Community Zone, Education Establishment, 17.06.2010. Created by: T. Kroning

Appendix B Former Burnett Shire Council Multi Modal Pathway Hierarchy and Staging Plans

Burnett Heads to Elliott Heads Moore Park

Connecting our Region

2 41-22361 02.02.2012 Figure 3

Burnett Heads www.ghd.com.au W Date Revision Job Number [email protected] E 61 7 4130 8499 F INSET A 61 7 4130 8400

Port Road T

SEE INSET A BUNDABERG REGIONAL COUNCIL MULTI-MODAL PATHWAY NETWORK BURNETT HEADS TO ELLIOTT HEADS HIERARCHY PLAN S O U T H 29 Woongarra Street Bundaberg QLD 4670 Australia Bargara

a o P A C I F I C

t g t er e ab n d r n u u B

B ad o o TÇ R a ar O C E A N rg Ba

Ç ra ga ar B To Hummock

ad Ro ere rm nde Wi NOTE: REFER TO SECTION 5.3 - DESIGN AND CONSTRUCTION STANDARDS OF THE REPORT FOR PATH WIDTHS.

eet Str er alk W FE Innes Park

ad Ro ds ea t H iot

Ell

a o

PROPOSED PRINCIPAL PATH PROPOSED DISTRIBUTOR PATH PROPOSED COLLECTOR PATH R

Coral Cove

a B PROPERTY BOUNDARY (DCDB) BUSINESS ZONE ZONE COMMUNITY EDUCATION ESTABLISHMENT LEGEND o Elliott

Heads 2km 1.5km 1km r e v 1:25000 (A1) i R

Kilometres (at A1) t t

o 500m l i l

E Zone 56 of Australia, Grid Map Grid: 0 Map Projection: Universal Transverse Mercator Transverse Universal Projection: Map Horizontal Datum: Geocentric Datum of Australia 1994 of Australia Datum Geocentric Datum: Horizontal 2010. While GHD has taken care to the ensure accuracy of thisproduct, GHDand Department of Environment Managementand Resource (DERM), make no representationsor warranties about itsaccuracy, completenessor suitability for any particularcannot accept liability purpose. GHD and Department of of Environmentany kind (whether in contract, and Resource Management tort (DERM)or otherwise) for any expenses, damageslosses, and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment Management,and Resource Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Zone,Pathways, Business Community Zone, Education Establishment, 17.06.2010. Created by: T. Kroning © The State of Queensland (Department of Environment Management)and Resource 2010. Based on or containsdata provided by the State of Queensland (Department of Environment Resource Management)and 2010. In consideration of the State permitting of use thisdata you acknowledge and agree that the State givesno warranty in relation to the data (including accuracy, reliability, completeness, currency or suitability) and acceptsno liability (including without limitation, liability in negligence) for any loss, damage or costs(including consequential damage) relating to use of any the data. Data must fornot be used direct marketing or be used in breach of the privacy laws. G:\41\22361\GIS\Maps\41-22361-Fig 3 Coast Hierarchy.WOR ¤ 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 41-22361 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 02.02.2012 Figure 4

Burnett Heads www.ghd.com.au W 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 43 44 44 44 44 44 44 44 43 43 43 43 43 43 43 44 44 44 44 44 44 44 43 43 43 43 43 43 43 44 44 44 44 44 44 44 43 43 43 43 43 43 43 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 44 B 44 44 44 44 44 44 44 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Date 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 Revision Job Number 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 [email protected] 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 E 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 14 14 14 14 14 14 14 14 14 14 14 14 14 14

A 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 33 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 61 7 4130 8499 F 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 INSET A 61 7 4130 8400

Port Road T

SEE INSET A BUNDABERG REGIONAL COUNCIL MULTI-MODAL PATHWAY NETWORK BURNETT HEADS TO ELLIOTT HEADS STAGING PLAN S O U T H 29 Woongarra Street Bundaberg QLD 4670 Australia 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 16 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 B A Bargara 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 d

o 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14

14 14 14 14 14 14 14 P A C I F I C 14 14 14 14 14 14 14 14 14 14 14 14 14 14

13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 s 13 13 13 13 13 13 13

H 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 t g t er e ab n d r n u Bu 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19 19

19 19 19 19 19 19 19

B ad o 19 19 19 19 19 19 19 o TÇ R a ar O C E A N 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18

g 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 r 18 18 18 18 18 18 18 Ba 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 Ç ra ga ar B To Hummock 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 22 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 21 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 oad 35 35 35 35 35 35 35 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 42 R 42 42 42 42 42 42 42 ere rm nde Wi

eet Str er alk W FE 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 36 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 Innes Park 24 24 24 24 24 24 24 24 24 24 24 24 24 24

24 24 24 24 24 24 24 24 24 24 24 24 24 24

24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24 24

d a 25 25 25 25 25 25 25 25 25 25 25 25 25 25

25 25 25 25 25 25 25 25 25 25 25 25 25 25

25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25

o R

a e

Ro r s e ad

He m tt r

llio e

E d

a B Coral Cove PROPOSED PATHS STAGE 1 PROPOSED PATHS STAGE 2 PROPOSED PATHS STAGE 3 PROPOSED PATHS STAGE 4 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 37 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 110 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 27 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 38 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 39 PROPERTY BOUNDARY (DCDB) BUSINESS ZONE ZONE COMMUNITY EDUCATION ESTABLISHMENT LEGEND 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 28 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 29 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 o 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 31 31 31 31 31 31 31 41 41 41 41 41 41 41 31 31 31 31 31 31 31 41 41 41 41 41 41 41 31 31 31 31 31 31 31 41 41 41 41 41 41 41 31 31 31 31 31 31 31 41 41 41 41 41 41 41 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 31 Elliott 2km Heads 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 1.5km 1km r e v 1:25000 (A1) i R t Kilometres (at A1) t

o 500m l i l

E Zone 56 of Australia, Grid Map Grid: 0 Map Projection: Universal Transverse Mercator Transverse Universal Projection: Map Horizontal Datum: Geocentric Datum of Australia 1994 of Australia Datum Geocentric Datum: Horizontal © The State of Queensland (Department of Environment Management)and Resource 2010. Based on or containsdata provided by the State of Queensland (Department of Environment Resource Management)and 2010. In consideration of the State permitting of use thisdata you acknowledge and agree that the State givesno warranty in relation to the data (including accuracy, reliability, completeness, currency or suitability) and acceptsno liability (including without limitation, liability in negligence) for any loss, damage or costs(including consequential damage) relating to use of any the data. Data must fornot be used direct marketing used in or be breach of the privacy laws. 2010. While GHD has taken care to the ensure accuracy of thisproduct, GHDand Department of Environment Managementand Resource (DERM), make no representationsor warranties about itsaccuracy, completenessor suitability for any particularcannot accept liability purpose. GHD and Department of of Environmentany kind (whether in contract, and Resource Management tort (DERM)or otherwise) for any expenses, damageslosses, and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment Management,and Resource Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Zone,Pathways, Business Community Zone, Education Establishment, 17.06.2010. Created by: T. Kroning G:\41\22361\GIS\Maps\41-22361-Fig 4 Coast Staging.WOR ¤ S O U T H

P A C I F I C

O C E A N

Moore Park

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:10000 (A1) PROPERTY BOUNDARY (DCDB) EDUCATION ESTABLISHMENT NOTE: REFER TO SECTION 5.3 - DESIGN AND MULTI-MODAL PATHWAY NETWORK Revision 2 0 0.25km 0.5km 0.75km 1km CONSTRUCTION STANDARDS OF THE REPORT BUSINESS ZONE PROPOSED DISTRIBUTOR PATH Date 02.02.2012 FOR PATH WIDTHS. Kilometres (at A1) COMMUNITY ZONE PROPOSED COLLECTOR PATH Map Projection: Universal Transverse Mercator MOORE PARK Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 HIERARCHY PLAN Figure 5 G:\41\22361\GIS\Maps\41-22361-Fig 5 Moore Park Hierarchy.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Business Zone, Community Zone, Education Establishment, 17.06.2010. Created by: T. Kroning S O U T H

11 P A C I F I C

O C E A N

33 Moore Park

44 M o o re P a rk R o a d

© The State of Queensland (Department of Environment and Resource Management) 2010. Based on or contains data provided by the State of Queensland (Department of Environment and Resource Management) 2010. In consideration of 88 the State permitting use of this data you acknowledge and agree that the State gives no warranty in relation to the data 88 (including accuracy, reliability, completeness, currency or suitability) and accepts no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of the data. Data must not be used for direct marketing or be used in breach of the privacy laws.

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:10000 (A1) PROPERTY BOUNDARY (DCDB) PROPOSED PATHS STAGE 1 MULTI-MODAL PATHWAY NETWORK Revision 1 0 0.25km 0.5km 0.75km 1km BUSINESS ZONE PROPOSED PATHS STAGE 2 Date 02.02.2012 Kilometres (at A1) COMMUNITY ZONE PROPOSED PATHS STAGE 3 Map Projection: Universal Transverse Mercator MOORE PARK Horizontal Datum: Geocentric Datum of Australia 1994 o PROPOSED PATHS STAGE 4 EDUCATION ESTABLISHMENT Grid: Map Grid of Australia, Zone 56 STAGING PLAN Figure 6 G:\41\22361\GIS\Maps\41-22361-Fig 6 Moore Park Staging.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Business Zone, Community Zone, Education Establishment, 17.06.2010. Created by: T. Kroning

Appendix C Former Isis Shire Council Multi Modal Pathway Hierarchy and Staging Plans

Childers Woodgate

Connecting our Region

Childers State School

Isis District State High School

y hwa Hig ce Bru

St Josephs School d Roa od dwo Goo

B ru ce H ig hw ay

Ginns Road

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:5000 (A1) Revision 2 PROPERTY BOUNDARY (DCDB) PROPOSED PRINCIPAL PATH NOTE: REFER TO SECTION 5.3 - DESIGN AND MULTI-MODAL PATHWAY NETWORK 0 100m 200m 400m CONSTRUCTION STANDARDS OF THE REPORT Date 02.02.2012 COMMERCIAL ZONE PROPOSED DISTRIBUTOR PATH FOR PATH WIDTHS. Metres (at A1) PROPOSED COLLECTOR PATH Map Projection: Universal Transverse Mercator OPEN SPACE & RECREATION ZONE CHILDERS Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 EDUCATION ESTABLISHMENT HIERARCHY PLAN Figure 7 G:\41\22361\GIS\Maps\41-22361-Fig 7 Childers Hierarchy.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Commerical Zone, Open Space & Recreation Zone, Education Establishment, 17.06.2010. Created by: T. Kroning 1717

Childers State School

44 1818 88 77

Isis District State High School

1919

y 11 hwa Hig ce 55 Bru 99

St Josephs School 1616

1111 1111 ad Ro 1010 od dwo Goo 1414

1212 1515

1313 B ru ce H ig hw ay

Ginns Road

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:5000 (A1) MULTI-MODAL PATHWAY NETWORK Revision 1 PROPERTY BOUNDARY (DCDB) PROPOSED PATHS STAGE 1 0 100m 200m 400m Date 02.02.2012 COMMERCIAL ZONE PROPOSED PATHS STAGE 2 Metres (at A1) PROPOSED PATHS STAGE 3 Map Projection: Universal Transverse Mercator OPEN SPACE & RECREATION ZONE CHILDERS Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 EDUCATION ESTABLISHMENT PROPOSED PATHS STAGE 4 STAGING PLAN Figure 8 G:\41\22361\GIS\Maps\41-22361-Fig 8 Childers Staging.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Commerical Zone, Open Space & Recreation Zone, Education Establishment, 17.06.2010. Created by: T. Kroning S O U T H

P A C I F I C

O C E A N

AD RO E AT DG OO W

A C A C IA S T R E E T

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:10000 (A1) MULTI-MODAL PATHWAY NETWORK Revision 2 PROPERTY BOUNDARY (DCDB) PROPOSED DISTRIBUTOR PATH NOTE: REFER TO SECTION 5.3 - DESIGN AND 0 0.25km 0.5km 0.75km 1km CONSTRUCTION STANDARDS OF THE REPORT Date 02.02.2012 COMMERCIAL ZONE PROPOSED COLLECTOR PATH FOR PATH WIDTHS. Kilometres (at A1) PROPOSED ENVIRONMENTAL PATH Map Projection: Universal Transverse Mercator OPEN SPACE & RECREATION ZONE WOODGATE Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 PROPOSED PRINCIPAL PATH HIERARCHY PLAN Figure 9 G:\41\22361\GIS\Maps\41-22361-Fig 10 Woodgate Hierarchy.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Commerical Zone, Open Space & Recreation Zone, 17.06.2010. Created by: T. Kroning 55 33 44 S O U T H

77 66 88 P A C I F I C

O C E A N

AD RO E AT DG OO W

A C A C IA S T R E E T

© The State of Queensland (Department of Environment and Resource Management) 2010. Based on or contains data 99 provided by the State of Queensland (Department of Environment and Resource Management) 2010. In consideration of the State permitting use of this data you acknowledge and agree that the State gives no warranty in relation to the data (including accuracy, reliability, completeness, currency or suitability) and accepts no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of the data. Data must not be used for direct marketing or be used in breach of the privacy laws.

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:10000 (A1) MULTI-MODAL PATHWAY NETWORK Revision 1 PROPERTY BOUNDARY (DCDB) PROPOPSED PATHS STAGE 2 0 0.25km 0.5km 0.75km 1km Date 02.02.2012 COMMERCIAL ZONE PROPOSED PATHS STAGE 3 Kilometres (at A1) PROPOSED PATHS STAGE 4 Map Projection: Universal Transverse Mercator OPEN SPACE & RECREATION ZONE WOODGATE Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 PROPOSED PATHS STAGE 1 STAGING PLAN Figure 10 G:\41\22361\GIS\Maps\41-22361-Fig 10 Woodgate Staging.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Commerical Zone, Open Space & Recreation Zone, 17.06.2010. Created by: T. Kroning

Appendix D Former Kolan Shire Multi Modal Pathway Hierarchy and Staging Plans

Gin Gin

Connecting our Region

B ru c e H ig h w a y

Gin Gin State High School

No Window

Road in Gin erg - G undab Gin Gin B State School

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:5000 (A1) MULTI-MODAL PATHWAY NETWORK Revision 2 PROPERTY BOUNDARY (DCDB) EDUCATION ESTABLISHMENT NOTE: REFER TO SECTION 5.3 - DESIGN AND 0 100m 200m 400m CONSTRUCTION STANDARDS OF THE REPORT Date 02.02.2012 COMMERCIAL ZONE PROPOSED DISTRIBUTOR PATH FOR PATH WIDTHS. Metres (at A1) PROPOSED COLLECTOR PATH Map Projection: Universal Transverse Mercator COMMUNITY PURPOSED ZONE GIN GIN Horizontal Datum: Geocentric Datum of Australia 1994 o Grid: Map Grid of Australia, Zone 56 HIERARCHY PLAN Figure 11 G:\41\22361\GIS\Maps\41-22361-Fig 11 Gin Gin Hierarchy.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Commerical Zone, Open Space & Recreation Zone, Education Establishment, 17.06.2010. Created by: T. Kroning B ru c e H ig h w a y

44 1212

Gin Gin State 1414 High School

1010

No Window 77

99 1111 Road in Gin 22 88 erg - G undab Gin Gin B State School

Ginns Road

LEGEND BUNDABERG REGIONAL COUNCIL Job Number 41-22361 1:5000 (A1) Revision 1 PROPERTY BOUNDARY (DCDB) PROPOSED PATHS STAGE 1 MULTI-MODAL PATHWAY NETWORK 0 100m 200m 400m Date 02.02.2012 COMMERCIAL ZONE PROPOSED PATHS STAGE 2 Metres (at A1) PROPOSED PATHS STAGE 3 Map Projection: Universal Transverse Mercator COMMUNITY PURPOSED ZONE GIN GIN Horizontal Datum: Geocentric Datum of Australia 1994 o PROPOSED PATHS STAGE 4 Grid: Map Grid of Australia, Zone 56 EDUCATION ESTABLISHMENT STAGING PLAN Figure 12 G:\41\22361\GIS\Maps\41-22361-Fig 12 Gin Gin Staging.WOR 29 Woongarra Street Bundaberg QLD 4670 Australia T 61 7 4130 8400 F 61 7 4130 8499 E [email protected] W www.ghd.com.au ¤ 2010. While GHD has taken care to ensure the accuracy of this product, GHD and Department of Environment and Resource Management (DERM), make no representations or warranties about its accuracy, completeness or suitability for any particular purpose. GHD and Department of Environment and Resource Management (DERM) cannot accept liability of any kind (whether in contract, tort or otherwise) for any expenses, losses, damages and/or costs (including indirect or consequential damage) which are or may be incurred as a result of the product being inaccurate, incomplete or unsuitable in any way and for any reason. Data source: Department of Environment and Resource Management, Digital Cadastral Data Base (DERM), 06.02.2010; GHD, Pathways, Commerical Zone, Open Space & Recreation Zone, Education Establishment, 17.06.2010. Created by: T. Kroning

Appendix E Bauer Street and McCavanagh Street Pathway Comparison

Connecting our Region

BUNDABERG REGIONAL COUNCIL MULTI-MODAL PATHWAY NETWORK Bauer Street and McCavanagh Street Pathway Comparison

This table provides a comparative analysis between Bauer Street and McCavanagh Street, Bargara for the preferred location of a proposed multi modal pathway between The Esplanade and Bargara State School

Bauer Street McCavanagh Street Comparative Criteria Value Location Location Score Comment Score Comment Specific Value Specific Value

Limited surveillance - adjoins pasturage 9 Good passive surveillance 1.00 9.00 Very good road and dwelling surveillance 0.25 2.25 reserve

8 Direct link to schools 1.00 8.00 1.00 8.00

Central to catchment including Regional 8 Convenient to catchment 1.00 8.00 0.25 2.00 Northern extremity to catchment Plan Urban Footprint

Picks up foreshore shops, Bargara 7 Convenient link between destinations 0.75 5.25 0.00 0.00 No destinations along this route Central Shops

6 Uses public land 1.00 6.00 1.00 6.00

4 Located on land located in the regional plan urban footprint 1.00 4.00 1.00 4.00

Comparatively higher traffic volume than 3 Not located on a high traffic road 0.25 0.75 1.00 3.00 McCavanagh Street

Adjoins Pasturage Reserve and 3 Attractive landscape or historical significance 0.25 0.75 Adjacent Bargara Golf Course 0.75 2.25 parkland

Located on bus route - associated 2 Availability of supporting infrastructure 0.50 1.00 0.00 0.00 seating and shelter

Pedestrian crossing at Bargara Central 2 Avoids conflict with existing major transport infrastructure 0.50 1.00 1.00 2.00 provides safe crossing point

TOTALS 43.75 29.50

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix E Pathway Comparison.xls Page 1 of 1

Appendix F Multi Modal Pathway Network Pathway Prioritisation Assessment Spreadsheets

Connecting our Region

BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Bundaberg

Comparative Crtieria Value Staging Value Good passive surveillance 9 >40 Stage 1 Direct link to schools 8 >34 Stage 2 Convenient to catchment 8 >25 Stage 3 Convenient link between destinations 7 <=25 Stage 4 Uses public land 6 Located in the regional plan urban footprint 4 Not located on a high traffic road 3 Attractive landscape or historical significance 3 Location Specific Value Range: 0.0, 0.25, 0.5, 0.75, 1.0 Availability of supporting infrastructure 2 Avoids conflict with existing major transport infrastructure 2 Refer Figure 2 for Link Node references

Link Location Specific Value

Attractive Avoids conflict Convenient link Located in the Availability of Good passive Direct link to Convenient to Uses public Not located on a landscape or with existing Node Node between regional plan supporting Priority Rating Stage surveillance schools catchment land high traffic road historical major transport destinations urban footprint infrastructure significance infrastructure

1 2 0.25 0.75 0.25 0.25 1.0 1.0 0.25 0.25 0.25 0.25 24.5 Stage 4 2 5 0.25 .75 0.1 0.25 1.0 1.0 0.25 0.25 0.5 0.75 24.8 Stage 4 5 11 0.25 1.0 0.25 0.25 1.0 1.0 0.25 0.5 0.75 0.75 29.25 Stage 3 5 6 0.25 0.0 0.0 0.25 1.0 1.0 1.0 0.5 0.25 1.0 21 Stage 4 3 8 0.0 1.0 0.0 0.25 1.0 1.0 1.0 0.0 0.0 1.0 24.75 Stage 4 7 8 0.0 0.25 0.0 0.25 1.0 1.0 1.0 0.25 0.0 1.0 19.5 Stage 4 9 10 1.0 0.25 0.75 0.25 1.0 1.0 0.5 0.0 0.0 1.0 32.25 Stage 3 99 10 0.25 0.0 0.75 0.0 1.0 1.0 1.0 0.5 0.0 1.0 24.75 Stage 4 10 106 1.0 0.25 0.75 0.25 1.0 1.0 0.5 0.0 0.0 1.0 32.25 Stage 3 7 19 0.25 0.75 0.5 1.0 1.0 1.0 0.0 0.25 0.75 0.25 32 Stage 3 11 12 0.25 1.0 0.25 1.0 1.0 1.0 0.5 0.25 0.5 0.5 33.5 Stage 3 11 106 0.75 1.0 0.5 1.0 1.0 1.0 0.25 0.25 0.75 0.5 39.75 Stage 2 106 19 0.75 1.0 0.5 1.0 1.0 1.0 0.25 0.25 0.75 0.5 39.75 Stage 2 12 4 0.25 1.0 0.25 1.0 1.0 1.0 0.5 0.25 0.5 0.5 33.5 Stage 3 19 23 0.5 0.5 0.75 0.75 1.0 1.0 0.75 0.5 0.5 0.5 35.5 Stage 2 23 24 0.25 0.5 1.0 1.0 1.0 1.0 1.0 1.0 0.5 1.0 40.25 Stage 1 17 20 1.0 0.5 1.0 1.0 1.0 1.0 0.25 0.75 1.0 0.75 44.5 Stage 1 18 22 0.0 0.0 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 27.5 Stage 3 13 29 0.0 0.25 0.25 0.75 1.0 1.0 1.0 0.25 0.0 0.75 24.5 Stage 4 29 28 0.25 1.0 0.25 1.0 1.0 1.0 0.5 0.25 0.25 0.75 33.5 Stage 3 28 27 0.25 1.0 0.5 1.0 1.0 1.0 0.5 0.25 0.75 1.0 37 Stage 2 14 27 0.25 1.0 0.5 0.5 1.0 1.0 0.5 0.0 0.5 0.5 31.25 Stage 3 27 26 1.0 1.0 0.75 1.0 1.0 1.0 0.25 0.25 1.0 0.5 44.5 Stage 1 16 26 0.5 1.0 0.75 0.75 1.0 1.0 0.25 0.5 1.0 0.25 38.5 Stage 2 26 22 1.0 1.0 1.0 1.0 1.0 1.0 0.0 0.0 0.75 0.5 44.5 Stage 1 28 40 0.75 0.5 0.5 0.75 1.0 1.0 0.0 0.0 0.75 0.5 32.5 Stage 3 35 34 0.75 0.75 0.75 1.0 1.0 1.0 0.0 0.25 0.75 0.25 38.5 Stage 2 41 39 0.75 1.0 0.75 0.25 1.0 1.0 0.0 0.25 0.5 0.5 35.25 Stage 2 26 39 0.25 1.0 0.75 1.0 1.0 1.0 0.0 0.5 0.75 0.25 36.75 Stage 2 31 101 0.0 0.75 0.25 0.25 1.0 1.0 0.75 0.25 0.0 0.5 23.75 Stage 4 101 23 0.5 0.75 0.5 1.0 1.0 1.0 0.0 0.0 0.75 0.25 33.5 Stage 3 101 32 0.0 1.0 0.75 1.0 1.0 1.0 0.0 0.25 0.5 0.5 33.75 Stage 3 34 32 0.75 1.0 0.75 1.0 1.0 1.0 0.25 0.25 1.0 0.5 42.25 Stage 1 100 30 0.25 1.0 0.5 0.25 1.0 1.0 0.5 0.0 0.25 0.5 29 Stage 3 33 38 0.25 1.0 0.5 0.25 1.0 1.0 0.5 0.0 0.25 0.5 29 Stage 3 39 36 1.0 1.0 0.75 1.0 1.0 1.0 0.0 0.25 1.0 0.5 43.75 Stage 1 41 43 0.25 1.0 0.25 1.0 1.0 1.0 0.0 0.25 0.75 0.5 32.5 Stage 3 43 44 0.0 1.0 0.25 0.25 1.0 1.0 0.0 0.25 0.75 0.5 25 Stage 4 42 45 0.5 0.5 0.25 0.25 1.0 1.0 0.0 0.0 0.75 0.5 24.75 Stage 4 45 54 1.0 0.75 0.5 0.5 1.0 1.0 0.0 0.0 0.25 0.5 34 Stage 3 54 53 0.75 0.75 0.5 1.0 1.0 1.0 0.0 0.0 1.0 0.5 36.75 Stage 2 41 51 0.75 0.25 0.5 1.0 1.0 1.0 0.0 0.0 0.25 0.25 30.75 Stage 3 50 52 0.75 0.75 0.5 0.5 1.0 1.0 0.0 0.25 0.25 0.5 32.5 Stage 3 39 58 0.75 0.75 0.75 1.0 1.0 1.0 0.0 0.25 1.0 0.5 39.5 Stage 2 52 60 0.25 1.0 1.0 1.0 1.0 1.0 0.0 0.25 1.0 0.5 39 Stage 2 37 59 0.5 1.0 0.5 0.75 1.0 1.0 0.0 0.25 0.25 0.5 34 Stage 3 45 46 0.25 0.75 0.5 0.25 1.0 1.0 0.25 0.25 0.0 0.25 26 Stage 3 48 49 0.25 0.0 0.75 0.0 1.0 1.0 1.0 0.25 0.0 1.0 24 Stage 4 54 56 0.5 1.0 0.75 0.5 1.0 1.0 0.25 0.0 0.0 0.5 33.75 Stage 3 55 58 1.0 1.0 0.5 0.25 1.0 1.0 0.25 0.0 0.0 0.25 34 Stage 3 58 65 0.25 0.75 0.75 0.5 1.0 1.0 0.75 1.0 0.25 1.0 35.5 Stage 2 57 64 0.0 0.25 .5 0.25 1.0 1.0 1.0 1.0 0.0 1.0 25.75 Stage 3 59 62 0.25 1.0 0.25 1.0 1.0 1.0 0.5 0.25 0.0 0.0 31.5 Stage 3 24 61 1.0 0.0 1.0 1.0 1.0 1.0 0.5 1.0 1.0 0.5 41.5 Stage 1 61 62 1.0 0.0 1.0 1.0 1.0 1.0 0.5 1.0 0.5 0.5 40.5 Stage 1 62 64 0.25 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 37.25 Stage 2 64 65 0.25 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 37.25 Stage 2 65 68 0.25 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 37.25 Stage 2 62 63 0.75 0.25 1.0 1.0 1.0 1.0 0.25 0.0 0.0 0.5 35.5 Stage 2

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 1 of 7 BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Bundaberg

Link Location Specific Value

63 70 0.75 0.25 1.0 1.0 1.0 1.0 0.25 0.0 0.0 0.5 35.5 Stage 2 70 76 0.75 0.0 1.0 0.75 1.0 1.0 0.75 0.0 0.0 1.0 34.25 Stage 2 77 76 1.0 0.0 1.0 0.75 1.0 1.0 1.0 1.0 0.0 1.0 40.25 Stage 1 76 78 0.5 0.0 0.25 0.25 1.0 1.0 1.0 1.0 0.5 1.0 27.25 Stage 3 78 80 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.75 0.0 1.0 17.25 Stage 4 64 66 0.0 0.5 0.5 0.5 1.0 1.0 1.0 1.0 0.0 1.0 29.5 Stage 3 63 67 0.5 1.0 0.5 0.75 1.0 1.0 0.5 0.25 0.25 0.25 35 Stage 2 70 71 0.75 0.0 0.75 0.75 1.0 1.0 0.0 0.0 0.0 0.25 28.5 Stage 3 75 71 0.0 0.0 0.25 0.25 1.0 1.0 0.25 0.0 0.0 1.0 16.5 Stage 4 71 74 0.75 0.75 0.75 0.75 1.0 1.0 0.0 0.0 0.25 0.25 35 Stage 2 65 67 0.5 1.0 0.5 0.75 1.0 1.0 0.25 0.5 0.0 1.0 36 Stage 2 67 72 0.5 1.0 0.75 0.5 1.0 1.0 0.25 0.0 0.0 1.0 34.75 Stage 2 67 69 0.25 1.0 0.75 0.5 1.0 1.0 0.25 0.0 0.0 1.0 32.5 Stage 3 46 107 0.0 1.0 0.0 0.25 1.0 1.0 0.25 0.5 0.0 0.0 22 Stage 4 47 104 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.75 0.0 1.0 17.25 Stage 4 102 103 0.25 0.25 0.25 0.25 1.0 1.0 0.75 0.75 0.0 1.0 24.5 Stage 4 68 108 0.25 0.25 0.25 0.25 1.0 1.0 0.75 0.75 0.0 1.0 24.5 Stage 4 85 83 0.0 0.5 0.25 0.25 1.0 1.0 1.0 0.75 0.0 1.0 25 Stage 4 108 107 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.75 0.0 1.0 17.25 Stage 4 69 109 0.5 0.75 0.25 0.25 1.0 1.0 0.5 0.5 0.0 1.0 29.25 Stage 3 109 82 0.0 0.0 0.0 0.0 1.0 1.0 1.0 1.0 0.0 1.0 18 Stage 4 109 104 0.0 0.5 0.0 0.25 1.0 1.0 1.0 0.75 0.0 1.0 23 Stage 4 81 108 0.0 0.5 0.0 0.25 1.0 1.0 1.0 0.75 0.0 1.0 23 Stage 4 74 81 1.0 1.0 1.0 1.0 1.0 1.0 0.0 0.0 0.0 0.5 43 Stage 1 81 Bargara 0.0 1.0 0.0 1.0 1.0 0.0 0.0 1.0 0.0 0.0 24 Stage 4 74 79 0.75 0.25 0.5 0.25 1.0 1.0 0.5 0.0 0.0 1.0 28 Stage 3 79 80 0.0 0.0 0.0 0.0 1.0 1.0 0.0 0.75 0.0 1.0 14.25 Stage 4 80 81 0.0 0.5 0.0 0.25 1.0 1.0 0.0 0.75 0.0 1.0 20 Stage 4 86 89 0.5 0.75 0.5 0.75 1.0 1.0 0.5 0.25 0.0 0.25 32.5 Stage 3 89 90 0.75 1.0 0.75 0.75 1.0 1.0 0.5 0.5 0.25 0.5 40.5 Stage 1 90 91 0.75 1.0 0.75 0.75 1.0 1.0 0.5 0.5 0.25 0.5 40.5 Stage 1 86 87 0.75 0.75 0.75 0.5 1.0 1.0 1.0 1.0 0.75 1.0 41.75 Stage 1 87 96 0.25 0.0 0.25 0.25 1.0 1.0 1.0 1.0 0.0 1.0 24 Stage 4 87 89 0.75 1.0 0.75 0.75 1.0 1.0 0.75 0.5 0.25 0.25 40.75 Stage 1 88 91 0.25 0.0 0.5 0.25 1.0 1.0 1.0 1.0 0.5 1.0 27 Stage 3 92 95 0.0 1.0 0.25 0.5 1.0 1.0 0.0 0.0 0.0 0.5 24.5 Stage 4 92 93 0.5 1.0 0.25 0.5 1.0 1.0 0.5 0.25 0.0 1.0 32.25 Stage 3 93 94 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.75 0.0 1.0 17.25 Stage 4

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 2 of 7 BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Burnett Heads to Elliott Heads

Link Location Specific Value

Attractive Avoids conflict Convenient link Located in the Availability of Good passive Direct link to Convenient to Uses public Not located on a landscape or with existing Priority rating Stage Node Node between regional plan supporting surveillance schools catchment land high traffic road historical major transport destinations urban footprint infrastructure significance infrastructure

1 2 0.0 0.0 0.0 0.0 1.0 1.0 1.0 1.0 0.0 1.0 18 Stage 4 2 3 0.25 0.0 0.25 0.5 1.0 1.0 1.0 1.0 0.0 1.0 25.75 Stage 3 3 4 0.75 0.25 0.5 1.0 1.0 1.0 1.0 0.25 0.25 1.0 36 Stage 2 3 32 0.0 0.0 0.0 0.0 1.0 1.0 1.0 1.0 0.0 1.1 18.2 Stage 4 4A 5A 0.75 0.5 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 38.25 Stage 2 4B 5B 0.25 0.0 0.25 0.25 1.0 1.0 1.0 0.0 0.0 1.0 21 Stage 4 5 6 0.75 1.0 0.75 0.5 1.0 1.0 0.25 0.0 0.0 1.0 37 Stage 2 43 44 0.75 0.5 0.75 0.75 1.0 1.0 1.0 1.0 0.25 1.0 40.5 Stage 1 44 9 0.75 0.5 0.75 0.75 1.0 1.0 1.0 1.0 0.25 1.0 40.5 Stage 1 44 5 0.75 1.0 0.75 0.5 1.0 1.0 0.25 0.0 0.0 1.0 37 Stage 2 1 32 0.25 0.75 0.25 0.25 1.0 0.0 1.0 1.0 0.0 1.0 26 Stage 3 32 6 0.25 1.0 0.0 0.25 1.0 1.0 0.5 0.0 0.0 1.0 25.5 Stage 3 6 7 1.0 1.0 1.0 0.25 1.0 1.0 0.0 0.0 0.0 1.0 38.75 Stage 2 7 33 0.5 1.0 0.5 0.25 1.0 1.0 0.25 0.0 0.0 1.0 31 Stage 3 33 34 1.0 0.75 0.5 0.25 1.0 1.0 0.25 0.0 0.0 1.0 33.5 Stage 3 6 9 0.5 1.0 0.75 0.25 1.0 1.0 1.0 0.5 0.0 1.0 36.75 Stage 2 9 34 0.75 0.5 0.75 0.75 1.0 1.0 1.0 1.0 0.25 1.0 40.5 Stage 1 33 10 1.0 0.25 0.5 0.25 1.0 1.0 1.0 0.0 0.0 1.0 31.75 Stage 3 10 11 0.5 0.25 0.5 0.0 1.0 1.0 1.0 0.0 0.0 1.0 25.5 Stage 3 34 11 0.75 0.75 0.75 0.75 1.0 1.0 1.0 1.0 0.0 1.0 42 Stage 1 15 11 1.0 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 44 Stage 1 15 14 1.0 0.75 1.0 1.0 1.0 1.0 0.5 0.5 1.0 1.0 47 Stage 1 14 13 1.0 0.75 1.0 1.0 1.0 1.0 0.5 0.0 1.0 1.0 45.5 Stage 1 13 12 0.5 1.0 1.0 1.0 1.0 1.0 0.5 0.5 0.0 1.0 42.5 Stage 1 15 16 1.0 0.25 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 46 Stage 1 16A 17A 1.0 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 44 Stage 1 16B 17B 1.0 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 44 Stage 1 17 19 1.0 0.0 1.0 1.0 1.0 1.0 1.0 1.0 0.5 1.0 43 Stage 1 13 18 0.5 0.5 1.0 1.0 1.0 1.0 0.5 0.5 0.0 1.0 38.5 Stage 2 18 19 0.5 0.5 1.0 1.0 1.0 1.0 1.0 0.5 0.0 1.0 40 Stage 2 19 22 1.0 0.0 1.0 1.0 1.0 1.0 1.0 1.0 0.5 1.0 43 Stage 1 22 45 0.75 0.0 0.75 0.75 1.0 1.0 0.5 0.5 0.5 1.0 34 Stage 3 18 20 0.75 0.25 1.0 1.0 1.0 1.0 0.5 0.5 0.5 1.0 39.75 Stage 2 20 21 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.25 0.0 1.0 15.75 Stage 4 21 45 0.5 0.0 0.75 0.75 1.0 1.0 1.0 0.5 0.0 1.0 32.25 Stage 3 22 35 0.75 0.5 0.5 0.75 1.0 1.0 1.0 1.0 0.0 1.0 38 Stage 2 35 42 0.75 0.5 0.75 0.75 1.0 1.0 1.0 1.0 0.25 1.0 40.5 Stage 1 42 36 0.5 0.5 0.5 0.5 1.0 1.0 1.0 1.0 0.0 1.0 34 Stage 3 36 25 0.5 0.5 0.5 0.75 1.0 1.0 1.0 1.0 0.0 1.0 35.75 Stage 2 21 23 0.0 0.0 0.25 0.0 1.0 0.0 1.0 0.75 0.0 1.0 15.25 Stage 4 23 26 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.75 0.0 1.0 17.25 Stage 4 23 24 0.25 0.0 0.25 0.5 1.0 1.0 1.0 1.0 0.0 1.0 25.75 Stage 3 24 25 1.0 0.0 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 36.5 Stage 2 25 110 1.0 0.5 0.75 0.5 1.0 1.0 1.0 1.0 1.0 1.0 42.5 Stage 1 38 110 0.5 0.25 0.25 0.5 1.0 1.0 0.75 1.0 1.0 1.0 31.25 Stage 3 26 37 0.25 0.0 0.25 0.5 1.0 1.0 0.5 0.75 0.0 1.0 23.5 Stage 4 27 37 0.5 0.0 0.5 0.5 1.0 1.0 1.0 1.0 0.0 1.0 30 Stage 3 27 38 0.5 0.0 0.5 0.25 1.0 1.0 0.5 0.0 0.0 1.0 23.75 Stage 4 38 39 0.75 0.5 0.5 0.25 1.0 0.0 1.0 1.0 0.0 1.0 30.5 Stage 3 39 29 1.0 0.75 1.0 0.5 1.0 1.0 1.0 1.0 0.0 1.0 44.5 Stage 1 26 28 0.0 1.0 0.0 0.0 1.0 0.0 1.0 0.75 0.0 1.0 21.25 Stage 4 28 40 0.5 1.0 0.5 0.75 1.0 0.0 1.0 0.5 0.0 1.0 34.25 Stage 2 40 29 0.5 0.75 0.75 0.5 1.0 1.0 1.0 0.25 0.0 1.0 35.75 Stage 2 29 31 1.0 0.5 0.75 0.25 1.0 1.0 1.0 1.0 1.0 1.0 40.75 Stage 1 40 41 0.25 0.5 0.5 0.25 1.0 0.0 1.0 0.25 0.0 1.0 23.75 Stage 4 41 31 0.5 0.25 0.75 0.75 1.0 1.0 1.0 0.25 0.0 1.0 33.5 Stage 3 31 30 1.0 0.0 1.0 0.75 1.0 1.0 1.0 1.0 0.5 1.0 41.25 Stage 1 41 30 0.5 0.0 0.5 0.75 1.0 1.0 1.0 1.0 0.5 1.0 32.75 Stage 3

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 3 of 7 BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Moore Park

Link Location Specific Value

Attractive Avoids conflict Convenient link Located in the Availability of Good passive Direct link to Convenient to Uses public Not located on a landscape or with existing Priority Rating Stage Node Node between regional plan supporting surveillance schools catchment land high traffic road historical major transport destinations urban footprint infrastructure significance infrastructure

1 2 0.25 0.5 0.25 0.25 1.0 1.0 0.25 0.25 0.5 0.5 23.5 Stage 4 1 3 0.5 1.0 0.25 0.25 1.0 1.0 0.75 0.5 0.5 0.75 32.5 Stage 3 3 2 0.75 1.0 0.75 0.5 1.0 1.0 0.5 0.5 0.75 0.75 40.25 Stage 1 2 5 0.75 0.75 0.75 0.75 1.0 1.0 0.25 0.5 0.5 0.5 38.25 Stage 2 3 4 0.75 1.0 0.75 0.75 1.0 1.0 0.5 0.25 0.5 0.5 40.25 Stage 1 4 5 0.75 1.0 0.75 0.75 1.0 1.0 0.5 0.5 0.5 0.5 41 Stage 1 5 6 0.75 1.0 0.75 0.75 1.0 1.0 0.5 0.5 0.5 0.5 41 Stage 1 6 7 1.0 0.5 1.0 0.75 1.0 1.0 0.75 1.0 1.0 1.0 45.5 Stage 1 7 8 0.75 0.5 0.5 1.0 1.0 1.0 0.5 0.25 0.5 0.5 36 Stage 2 4 8 0.25 0.5 0.25 0.25 1.0 1.0 0.25 0.25 0.25 0.25 22.5 Stage 4

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 4 of 7 BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Childers

Link Location Specific Value

Attractive Avoids conflict Convenient link Located in the Availability of Good passive Direct link to Convenient to Uses public Not located on a landscape or with existing Priority Rating Stage Node Node between regional plan supporting surveillance schools catchment land high traffic road historical major transport destinations urban footprint infrastructure significance infrastructure

1 19 0.25 0.5 0.25 0.5 1.0 0.0 0.0 1.0 0.25 1.0 23.25 Stage 4 19 2 0.5 0.5 0.25 0.5 1.0 1.0 0.0 0.25 0.25 1.0 27.25 Stage 3 2 3 0.5 1.0 0.75 0.5 1.0 1.0 1.0 0.0 0.0 1.0 37 Stage 2 3 4 0.25 1.0 0.25 0.25 1.0 1.0 1.0 0.25 0.0 1.0 29.75 Stage 3 4 8 0.75 1.0 0.75 0.25 1.0 1.0 1.0 0.0 0.0 1.0 37.5 Stage 2 8 7 0.75 1.0 0.75 0.25 1.0 1.0 1.0 0.0 0.0 1.0 37.5 Stage 2 18 17 0.0 0.0 0.0 0.0 1.0 1.0 1.0 0.25 0.0 1.0 15.75 Stage 4 4 6 1.0 1.0 1.0 1.0 1.0 1.0 1.0 0.0 0.0 1.0 47 Stage 1 6 10 1.0 0.25 1.0 0.25 1.0 1.0 1.0 0.0 0.0 1.0 35.75 Stage 2 10 15 0.5 0.0 0.25 0.0 1.0 1.0 1.0 0.25 0.0 1.0 22.25 Stage 4 2 5 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 1.0 0.0 40.75 Stage 1 5 6 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 1.0 0.0 40.75 Stage 1 5 11 1.0 0.0 0.75 0.75 1.0 1.0 1.0 0.0 0.0 1.0 35.25 Stage 2 11 12 1.0 0.0 0.75 0.75 1.0 1.0 1.0 0.0 0.0 1.0 35.25 Stage 2 11 10 0.5 0.5 0.5 0.0 1.0 1.0 1.0 0.0 0.0 1.0 27.5 Stage 3 6 9 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 1.0 0.0 40.75 Stage 1 8 9 1.0 1.0 1.0 0.75 1.0 1.0 1.0 0.0 0.0 1.0 45.25 Stage 1 9 16 0.75 1.0 1.0 1.0 1.0 1.0 0.5 0.0 0.0 0.0 41.25 Stage 1 16 14 0.25 0.75 0.75 0.25 1.0 1.0 1.0 0.25 0.0 1.0 31.75 Stage 3 14 13 0.0 0.0 0.25 0.0 1.0 1.0 1.0 0.25 0.0 1.0 17.75 Stage 4 10 14 0.25 0.0 0.0 0.0 1.0 1.0 1.0 0.5 0.0 1.0 18.75 Stage 4

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 5 of 7 BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Woodgate

Link Location Specific Value

Attractive Avoids conflict Convenient link Located in the Availability of Good passive Direct link to Convenient to Uses public Not located on a landscape or with existing Priority Rating Stage Node Node between regional plan supporting surveillance schools catchment land high traffic road historical major transport destinations urban footprint infrastructure significance infrastructure

1 3 0.0 0.0 0.75 0.0 1.0 1.0 1.0 1.0 0.0 1.0 24 Stage 4 1 4 0.75 0.0 0.75 0.25 1.0 1.0 1.0 1.0 0.0 1.0 32.5 Stage 3 4 5 0.0 0.0 0.75 0.25 1.0 1.0 1.0 1.0 0.0 1.0 25.75 Stage 3 1 7 0.75 0.0 0.5 0.0 1.0 1.0 1.0 0.5 0.0 1.0 27.25 Stage 3 7 6 0.75 0.0 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 34.25 Stage 2 3 6 0.0 0.0 0.5 0.0 1.0 1.0 1.0 1.0 0.0 1.0 22 Stage 4 6 8 1 0.5 0.75 0.5 1.0 1.0 1.0 1.0 0.0 1.0 40.5 Stage 1 5 9 1.0 0.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 44 Stage 1

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 6 of 7 BUNDABERG REGIONAL COUNCIL MULTI MODAL PATHWAY NETWORK Pathway Prioritisation Assessment Spreadsheet Gin Gin

Link Location Specific Value

Attractive Avoids conflict Convenient link Located in the Availability of Good passive Direct link to Convenient to Uses public Not located on a landscape or with existing Priority Rating Stage Node Node between regional plan supporting surveillance schools catchment land high traffic road historical major transport destinations urban footprint infrastructure significance infrastructure

1 3 0.25 0.75 0.0 0.0 1.0 1.0 1.0 0.0 0.0 1.0 23.25 Stage 4 3 13 0.5 0.75 0.5 0.0 1.0 1.0 1.0 0.0 0.0 1.0 29.5 Stage 3 3 8 0.25 1.0 1.0 0.25 1.0 1.0 1.0 0.0 0.0 1.0 35 Stage 2 8 9 0.5 1.0 1.0 0.75 1.0 1.0 1.0 0.0 0.0 1.0 40.75 Stage 1 9 11 0.5 0.75 0.75 1.0 1.0 1.0 0.0 1.0 0.0 0.5 37.5 Stage 2 11 14 0.25 1.0 0.75 0.25 1.0 1.0 0.5 0.25 0.0 1.0 32.25 Stage 3 14 12 0.25 1.0 0.75 0.25 1.0 0.0 0.5 0.25 0.0 1.0 28.25 Stage 3 11 10 1.0 1.0 1.0 0.0 1.0 1.0 1.0 0.0 0.0 1.0 40 Stage 2 9 6 1.0 0.25 1.0 1.0 1.0 1.0 0.0 0.75 1.0 0.5 41.25 Stage 1 8 7 1.0 1.0 1.0 0.25 1.0 1.0 1.0 0.0 0.0 1.0 41.75 Stage 1 2 7 1.0 1.0 1.0 0.25 1.0 1.0 1.0 0.0 0.0 1.0 41.75 Stage 1 7 6 1.0 1.0 1.0 0.75 1.0 1.0 1.0 0.0 0.0 1.0 45.25 Stage 1 6 4 1.0 0.5 1.0 1.0 1.0 1.0 0.0 0.0 1.0 0.5 41 Stage 1 4 5 0.5 0.0 0.5 0.5 1.0 1.0 0.0 0.0 0.0 0.5 23 Stage 4 2 4 0.0 0.5 0.25 0.25 1.0 1.0 1.0 0.25 0.0 1.0 23.5 Stage 4

G:\41\22361\WP\Multi Modal Pathways Strategy\Appendix F Prioritisation Spreadsheets - Amended Feb 12 Page 7 of 7

Appendix G Appendix A2 of Austroads ‘Guide to Road Design – Part 6A: Pedestrian and Cyclist Paths’

41/22361/6195 Multi Modal Pathway Strategy Connecting our Region

Appendix H ‘Opportunities’ portion of Section 4.4 of ‘Burnett Shire’s Walk and Cycle Plan – For a Mobile Community Strategy and Action Plan, August 2004’

Connecting our Region

Burnett Shire Walk and Cycle Plan Strategy and Action Plan 32

Opportunities

Rail Trails An opportunity that currently exists is to convert the old rail line between Bundaberg and Gin Gin (old Tirroran branch rail line) to a walk and cycle link. This disused rail line is a key opportunity for regional ³Rails Trails´ treatment extending to Gin Gin and potentially the National Trail. Rail Trails are shared use paths recycled from abandoned railway corridors. Rail Trails treatments have been successful in other states within Australia as well as overseas. Old rail lines tend to be generally flat and scenic and therefore ideal for walking, cycling and horse riding. In north east Victoria, a 100km Murray to Mountains Rail Trail has been developed which has proven to be popular with both locals and tourists. Council have already entered into discussions with Queensland Transport to secure the corridor for future walking and cycling and should continue to pursue this as a priority. Initial discussions with Queensland Transport indicate they are interested in leasing this route to Council for walking and cycling. Council also need to investigate issues associated with the heritage rail bridge over Splitters Creek along this old rail line.

There may also be opportunities to make use of unused cane rail lines, as they become available, for rail trails type treatments in the Shire, depending on ownership and availability. These tend to be easements through private property. Council should investigate these opportunities as they present themselves as well as potential funding grants to assist implementation (e.g. Heritage Trails Network). Due to the large number of cane rail lines in the Shire they have not been identified on the future network plan.

Bundaberg to Bargara Link Both Burnett Shire Council and Bundaberg City Council recognise that there is a demand for safe commuting and recreation links between the coastal areas and Bundaberg. Provision of these links represents an important part of the plan, however, initial investigations and discussions between the two Councils indicate that such a link will not be easy to achieve. As a result, three alternative routes have been investigated in this plan. The proposed alternative routes (see Figure 4.7) and their advantages/disadvantages are discussed below.

4755 160804 jz/gn EPPELL OLSEN & PARTNERS

Burnett Shire Walk and Cycle Plan Strategy and Action Plan 33

Table 4.3 Bundaberg to Bargara Link Option Comparisons Route Advantages Disadvantages Option 1 - Bargara Road Provides the most direct shortest Route within Burnett Shire will ± On road link between link between Bargara and require the road shoulders to be Bundaberg City to Bundaberg; widened to provide protection for Princess Street and Route within Bundaberg City has cyclists; Bargara Road to sealed shoulders of varying width Highly trafficked route; Bargara. requiring limited works to upgrade Unlikely to occur in the short term to be suitable for cyclists; due to the limited available road reserve. It therefore could only be achieved through land resumptions as part of DMR upgrading of Bargara Road; Option 2a - Windermere Good opportunity to provide an off Windermere Road has narrow road Road ± Off Road link road link with connections into reserve but initial investigation between Bundaberg City Bundaberg via FE Walker Street indicates it may be possible to to Port Road, (and potentially into Bundaberg provide an off road path; Windermere Road and through possible cycleway through Traffic volumes less than Bargara then along the proposed Baldwin Swamp Environmental Road; North South Distributor Park); Not as direct as Bargara Road but Road to Bargara and Cost effective when compared with could happen earlier; along Rifle Range Road option 1; Provides connections to the to Innes Park. Attractive recreation route with growing southern coastal areas via various ³interest points´ along the Rifle Range Road; way e.g. diversion to Hummock, heritage listed ³Kanaka Wall´; Option 2b - Heidkes Provision of off road link more cost Less direct then the above two Road/Windermere Road effectively than option 1; options; ± Off road link from Connections into Bundaberg may Provides connections to the Bundaberg City to take advantage of current growing southern coastal areas via Heidkes Road, recreational cycle planning by Rifle Range Road; Hummock Road, Bundaberg City; Could be more expensive than Windermere Road then Windermere Road due to current along the proposed standard of Heidkes Road which North South Distributor will require major upgrading; Road to Bargara.

4755 160804 jz/gn EPPELL OLSEN & PARTNERS Burnett Shire Walk and Cycle Plan Strategy and Action Plan 34

Table 4.3 cont. Route Advantages Disadvantages Option 3 ± Rubyanna Makes use of scenic Zig-zag route between Bundaberg and Road ± on road route recreation route which Bargara, requiring a 3.6km detour; from Bundaberg City to Bundaberg City may be Burnett Heads Road is highly trafficked Kirbys Road, Rubyanna considering along Burnett route; Road, Spring Hill Road, River to Kirbys Road; Some roads sections have only a 3.6m wide Burnett Heads Road, Rubyanna Road, Springhill seal. Grange Road, Potters Road, Grange Road, Road then Bargara Road Potters Road lightly to Bargara. trafficked routes; From Potters Road can use existing cycle path from Bargara State School.

Based on the above investigations, Bargara Road (Option 1) is the most desirable option however as this will not occur in the short term. It is recommended a short to medium term option also be adopted.

Option 2a ± Windermere Road is the most viable and cost effective out of the remainder of the options as it is a reasonably direct route which can form connections into Bundaberg and to the coast via Rifle Range Road for the North South Distribution Road. It is recommended that both Option 2a and Option 1 both be implemented into the future, with Option 2a to be implemented in the short to medium term and Option 1 implemented as the opportunity arises. It will also be important that Burnett Shire Council coordinate with Bundaberg City Council in further refining this recommendation and implementing these routes so a coordinated works program can be developed.

Port Bundaberg to Burnett Heads Link Previous studies have identified the possibility of a future road/bridge to provide a more direct connection between Port Bundaberg and Burnett Heads. No specific routes have been identified for this link. If this link was to be provided, the community would also benefit from the provision of walk and cycle facilities alongside.

4755 160804 jz/gn EPPELL OLSEN & PARTNERS

GHD 29 Woongarra Street Bundaberg QLD 4670 Australia T: (07) 4130 8400 F: (07) 4130 8499 E: [email protected]

© GHD 2011 This document is and shall remain the property of GHD. The document may only be used for the purpose for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Rev Reviewer Approved for Issue Author No. Name Signature Name Signature Date 0 R Barrington R Sergiacomi R Sergiacomi R Sergiacomi R Sergiacomi 17/06/2010

A R Barrington R Sergiacomi R Sergiacomi R Sergiacomi R Sergiacomi 09/03/2011

B R Barrington R Sergiacomi R Sergiacomi R Sergiacomi R Sergiacomi 18/05/2011

C R Barrington R Sergiacomi R Sergiacomi 08/02/2012

41/22361/6195 Multi Modal Pathway Strategy Connecting our Region