Caloundra to Maroochydore Quality Bus Corridor)

SUBMISSION

SUNSHINE COAST REGIONAL COUNCIL

DEPARTMENT OF TRANSPORT AND MAIN ROADS

COASTCONNECT (Caloundra to Maroochydore Quality Bus Corridor)

July 2009 CoastConnect – SCRC Submission

Executive Summary...... i

1. Introduction...... 1

2. Corridor Related Comments ...... 3 2.1 Corridor Review:...... 3 2.2 Alexandra Parade and Aerodrome Road...... 4 2.3 Scope of CoastConnect Project...... 4 2.4 Cycling...... 6 2.5 Car Parking...... 11 2.6 Walking...... 12 2.7 Corridor Performance ...... 13 2.8 Intersection Performance ...... 14 2.9 Urban Design / Placemaking ...... 14 2.10 Streetscape and Character...... 15 2.10 Infrastructure Agreement...... 16 2.11 Under grounding of overhead power ...... 16

3. Property Related Comments ...... 16 3.1 Existing or Proposed Interchange Sites ...... 16 3.2 Land Acquisition and Corridor Protection...... 17 3.3 Open Space...... 18

4. Wider Community Issues...... 18 4.1 Recognising Community ...... 18 4.2 Recognition of Council/State Planning...... 19 4.3 Planning Scheme...... 19 4.4 Planning Areas...... 20 4.5 Consultation ...... 24

5. Supporting Systems ...... 24 5.1 Safety ...... 24 5.2 User Accessories and Infrastructure ...... 24 5.3 Infrastructure Standards...... 25 5.4 Real Time Information...... 25 5.5 Bus Stops...... 25

6. Project Staging...... 26 6.1 Staging Requirements ...... 26 6.2 Integrating Works Delivery...... 27

7. Conclusions...... 29

CoastConnect – SCRC Submission

Executive Summary

The Sunshine Coast Regional Council is committed to sustainability including the provision of an innovative and integrated transport system for the region. In this regard, Council has instigated a number of local transport initiatives including hinterland bus services, flexi taxis and a new bus shelter program. In addition, Council has recently introduced a public transport levy to facilitate new transport initiatives for the Sunshine Coast.

Also, Council continues to work with the State government on a number of State government transport projects for the Sunshine Coast including MMTC, CAMCOS, North Coast Rail Upgrades and CoastConnect. In particular, Council recognises that the CoastConnect project offers significant opportunities to increase public transport usage in the coastal corridor and provide a catalyst for further projects across the Sunshine Coast.

To assist the State government to complete planning for CoastConnect, Council has undertaken a review of the “CoastConnect Caloundra to Maroochydore – Preview Concept Design and Impact Management Plan Winter 2009 and the related “CoastConnect Concept Design Maps September 2008”. The findings of this review are outlined in this submission for further consideration and refinement as part of the finalisation of the Concept Design and Impact Management Plan (CDIMP) in late 2009.

This submission recognises that the State government has made a significant effort to consider and incorporate the feedback to the original consultation round in 2008. However, it is considered that a number of issues require further assessment and refinement to enable the finalisation of the CDIMP as outlined in the following sections.

In addition, the submission outlines Council funding for transport related projects on and adjacent the CoastConnect corridor under its five year capital works budget and welcomes opportunities to work with the State government to ensure integration of CoastConnect with these Councils projects. These projects are intended to assist, bring forward elements of the project and better integrate the surrounding requirements to support the CoastConnect project.

In summary, the major comments identified from the review which are intended to form the basis for a submission to the State government are outlined below: i. an holistic approach is required to ensure sustainability, integration and a good community outcome in terms of bus network and service planning, land use planning and urban design outcomes; ii. only a collaborative partnership between the Department of Transport and Main Roads (DTMR) and Council will achieve all goals and outcomes; iii. sequencing of the staging and timing of the priority works need to be agreed and coordinated between DTMR and Council

Council looks forward to working with the State government to finalise planning for CoastConnect and investigate opportunities for partnering to maximise joint outcomes. In addition, Council looks forward to the State governments commitment to the funding and delivery of this important project as a priority.

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CoastConnect – SCRC Submission

1. Introduction

The Sunshine Coast Regional Council is committed to sustainability including the provision of an innovative and integrated transport system for the region.

In May 2009, Council adopted its Corporate Plan 2009 – 2014 which includes the following vision for the Sunshine Coast:

“To be Australia’s most sustainable region – vibrant, green, diverse.”

The Vision is supported by the following theme, emerging priorities and strategies related to transport:

6 Accessibility and connectedness

6.1 A transport system that allows ease of movement 6.1.1 Develop and implement an integrated transport strategy for both existing and new communities; 6.1.2 In partnership with all levels of government, build and maintain a high quality transport network; 6.1.3 Provide a network of linked pedestrian walkways and cycleways across the region; 6.1.4 Work with the community to promote alternatives to the private car by promoting programs such as Travel Smart;

6.2 Better public transport 6.2.1 Agree on and prioritise the principal public transport needs for the region; 6.2.2 Continue to work with all stakeholders to secure and progress key public transport corridors; 6.2.3 In partnership with state government, deliver a responsive and affordable public transport system, that considers arterial bus and light rail, that links the major activity centres of the region.

The Sunshine Coast Growth Management Position Paper July 2008 outlines Councils position on growth management for the region. The growth management vision includes the following statements supporting integrated transport solutions for the Sunshine Coast:

“In 2031, the Sunshine Coast is a sustainable, self sufficient community which is internationally recognised as a region which has been able to achieve outstanding environmental protection while at the same time delivering a desirable lifestyle, economic prosperity and innovation and community well being…….

Communities enjoy a high quality of life in a variety of well connected coast and hinterland centres that reflect their individual, strengths, character and identity and provide a wide range of housing and transport options along with ready access to employment and retail, business, education, recreation, sporting, cultural and health facilities……”

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CoastConnect – SCRC Submission

This Vision is supported by the following principles relating to public transport:

• “Opportunities for ….. the use of public transport should be maximised to ensure community resilience ….”; • “Integrated transport (including public transport) and land use planning to promote more compact urban growth, to connect people and places comfortably, conveniently and effectively and to promote and prioritise high quality public transport services, walking and cycling.”; • “Establish residential development in locations and at densities that supports the establishment of, and access to, transport infrastructure ….”.

To achieve these outcomes, Council has instigated a number of transport projects including the following:

• The establishment of a reference groups with the community and State government representatives to inform transport planning for the Sunshine Coast; • Implementation of local transport initiatives such as hinterland bus services, flexi link services and bus stop improvements; • Introduction of a public transport levy to enable future projects as well as capital works funding for transport related projects; and • Commenced the preparation of an Integrated Transport Plan and associated Strategy for the Sunshine Coast.

In addition, Council continues to work with the State government on a number of State government transport projects for the Sunshine Coast including MMTC, CAMCOS, North Coast Rail upgrades and CoastConnect. In particular, Council recognises that the CoastConnect project offers significant opportunities to increase public transport usage in the coastal corridor and provide a catalyst for further projects across the Sunshine Coast.

In addition, the submission outlines Council funding for transport related projects on and adjacent to the CoastConnect corridor under its five year capital works budget and welcomes opportunities to work with the State government to ensure integration of CoastConnect with these Council’s projects. These projects are intended to assist bring forward elements of the project and better integrate the surrounding requirements to support the CoastConnect project. Further details are provided later in this submission.

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CoastConnect – SCRC Submission

Input to this submission has been contributed by:

(a) Regional Strategy & Planning Department - Integrated Transport Policy - Strategic Planning - Social Policy - Environment Policy - Infrastructure Policy - Development Services (b) Infrastructure Services Department - Engineering Services - Parks & Gardens (c) Finance & Business Department - Property and Business Strategy

Many of the officers who have provided input will have an ongoing connection to this project.

2. Corridor Related Comments

Comments on the Preview CDIMP are outlined below. These comments identify issues for further assessment and refinement as part of the finalisation of the CDIMP in collaboration with Council.

2.1 Corridor Review:

While it is appreciated that the scope, function and demands of the public transport corridor are important, many of the surrounding influences and operational aspects/impacts are also important to ensure the success of the CoastConnect project. The overall concept of Coast Connect providing space to greatly improve the reliability of the public transport corridor network is supported as is provides benefits and incentive to use a more sustainable mode of travel. However, this outcome should not be achieved without incorporating good urban design outcomes and community benefits. To highlight the importance of these outcomes, it is recommended that the CDIMP recognises that the CoastConnect project is committed to the provision of a quality bus corridor in conjunction with good quality urban design outcomes and community benefits. It is also recommended that the CDIMP recognises that CoastConnect is intended to provide one component of a proposed contiguous integrated multi-modal network for the Sunshine Coast with integrated connections to CAMCOS and the MMTC. The project does not currently consider the potential for changes to technical and community standards in the life of implementing this project. It is based on a roll out of existing standards and it is recommended that the CDIMP recognises the need for the project to respond to changing standards over time.

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CoastConnect – SCRC Submission

2.2 Alexandra Parade and Aerodrome Road

It is acknowledged that the CoastConnect project team have significantly reviewed the original proposal for the ultimate configuration of these roads.

It is considered that what is now proposed is an improved community outcome. However, further review in conjunction with Council may be needed to ensure the best outcomes for this significant corridor. In its 2009/10 budget, Council has committed to undertaking an investigation and scoping of transport corridor placemaking for Alexandra Parade and Aerodrome Road and will be seeking the CoastConnect project teams collaboration to ensure all elements are properly considered. Improvements may include the increase of open space and improvements to coastal ‘pinch points’, significantly improved streetscaping, and ideally provision of on road bike lanes on Alexandra Parade Council looks forward to working with the Department to achieve common outcomes in this area while not impacting on the operational needs of the corridor.

The potential for staging the elements proposed for this corridor needs to be critically discussed. An interim arrangement may see the use of the outer lanes of existing four lane road sections as Transit lanes in the first instance and then provide bus queue jump arrangements when operational difficulties arise at particular intersections.

The advice that the revised ultimate corridor configuration is based on preliminary traffic modelling, analysis and consideration is noted.

2.3 Scope of CoastConnect Project

It is Councils strong belief that the scope of the CoastConnect Project is now outdated since its development in early 2007 and requires expansion. This is due to the considerable changes in land use planning directives issued by the State which affect the Sunshine Coast region. Refer to the Planning Areas section of the submission for more detail on this matter. The CoastConnect corridor is broken up into 10 segments. Comments on these segments are summarised below: • It is acknowledged that Segments 3 (Nicklin Way),5 (Brisbane Road),6 (Alexandra Parade) and 7 (Aerodrome Road) have received considerable attention from the CoastConnect project team to develop a proposed solution. Some of these segments need further refinement as listed in other parts of this submission. However, there is a significant omission in the corridor consideration as the CoastConnect project remains totally dependant on the MMTC project to resolve the Mooloolah River Interchange and the future connectivity of Nicklin Way (Segment 3) to Brisbane Road (Segment 5). • It is noted that Segments 1 and 2 from the Caloundra Interchange and through the Eastern Beaches area to Nicklin Way have been reassessed to determine whether the route could cope with bus traffic to 2016. Council believes this will remain an important route beyond 2016 and some consideration of intersection priority may be required in the future. Likely sites for this attention include the Knox Ave/Bulcock St intersection and the Roderick St/Elizabeth St intersection. Is there any bus priority work necessary to support the existing Express Bus run through the intersection of Nicklin Way and Beerburrum St?

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CoastConnect – SCRC Submission

• No works are proposed on Segment 8 which is generally via the Sunshine Plaza bus station via Maroochy Boulevard to the Sunshine Motorway. This route is used by the express services. Council believes the CoastConnect project team should review any needs of this segment (particularly within Maroochydore) in light of the Maroochydore Centre Structure Plan that is currently undergoing First State Interest Check. • Council is currently reviewing the Kawana Waters Development Agreement and the proposed development of the Sunshine Coast University Hospital. Recent announcements related to the hospital will affect not only some timing elements of the CoastConnect project but may have effects on the wider public transport network potentially. This needs further consideration between all parties. Council also points to the Palmview Position Paper which requires the incorporation of a green link to Kawana. Currently, further work is underway by the department to consider this public transport link. The outcomes of this may have an effect of final configuration to the currently proposed CoastConnect corridor. • It is also of great concern that the previously identified segments of Segment 9 (Nicklin Way from Buderim St to Caloundra Rd) and Segment 10 (Caloundra Bus interchange to Nicklin Way via Bulcock St/Bowman Rd) have essentially been ignored as part of the initial evaluation of the project. Each of these segments will need to support the significant growth expected in the development and redevelopment in and around the Caloundra City Centre (including the Caloundra Aerodrome transit oriented community area as recognised in the draft South East Queensland Regional Plan 2009-2031) and the ‘bring forward’ planning announced by the State for areas adjacent and south of Caloundra (the Caloundra South area). The Caloundra South Greenfield area has been subject to the preparation of a Structure Plan, which is currently with the State Government for consideration and includes public transport plans which will require integration with the proposed CoastConnect project. Impacts from these developments are now possible within the currently delayed project timeframes (now 2011/12 – 2018/19, previously 2009/10– 2015/16) of this CoastConnect project.

• It is noted that your advice identifies that the VISSIM traffic modelling used to analyse performance and benefits for the project actually uses segments 9 and 10 and not segments 1 and 2. No identified works are yet listed in these corridors. It is highly likely that significant works may be required at the Nicklin Way /Caloundra Rd intersection and at some intersections along Bowman and Bulcock Streets to ensure a reliable service. Of course this is dependant on the timing of the establishment of a new transit hub at the Caloundra Transit Oriented Community site (CalTOC) at the Caloundra Aerodrome (likely post 2015).

• Further work is considered necessary by the CoastConnect project team on Segments 8, 9 and 10 in conjunction with Council. The connectivity of the Maroochydore Centre and its proposed network to the Sunshine Motorway need to be confirmed. The development of improvements to support segments 9 and 10 are considered critical if new development fronts around Caloundra are approved.

• It is noted that Main Dr is being identified for provision of long term public transport priority corridor. Use could also be made of Kawana Island Blvd as 4 lanes exist except for the bridge section and its approaches.

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CoastConnect – SCRC Submission

2.4 Cycling

The CoastConnect project consumes corridor width which does affect existing cycling opportunities. The provision of cycling facilities to meet and encourage the demand for on road commuter cycling and off road recreational cycling (where required) in the corridor, must be an integral component of the CoastConnect project. It is important that the links identified in the Principal Cycle Network Plan are not compromised and that the State Government policies of positively providing for cycling be incorporated in the planning for the CoastConnect project. Council is willing to play its part in the provision of suitable cycling facilities where CoastConnect is on Council roads. Importantly, linkages to adjacent cycling opportunities must also be incorporated. The required project outcome is a corridor that supports and encourages cycling activity. Cyclists at different skill levels must be allocated adequate operating space. The cycle network for transport/transit purpose ideally needs to be separated from the recreation cycle network. The coastal path is not a cycle network solution due to the high usage and shared cycle/pedestrian nature of the path. All modes need to be accommodated within the corridor width. This may require compromises possibly including the loss of some parking or the narrowing of medians. The allocation of road space to allow for buses, cycling and parking is important for long term transport outcomes which serve residential, recreational and business interests. It is therefore vital that each section of corridor is critically examined taking into account all the competing interests. Council seeks to work collaboratively with the department in a review of the Alexandra Parade segment of the corridor back to Brisbane Road. Without this collaborative approach the opportunity for cycling could be lost. Council seeks to work with the department on the sequencing of delivery to best coordinate complimentary network facilities through the capital works program and the State Cycle Network Program. It is also recommended that the provision of bike storage facilities (at bus stations) and end of trip facilities and infrastructure for patrons should be included as part of the project but are not yet identified.

Nicklin Way

The incorporation of a separate 1.8m wide bike lane from Buderim St to Parrearra Canal including widening of bridges accommodating a bike lane meets the required outcome for this segment which part of the State’s Principal Cycle Network.

Where intersection reconfigurations occur for CoastConnect, the east-west connections to the overall cycling network need to be included in the design. The intersections with these connections are at Buderim St, Gannawarra St, Anuna St, Peregian Dr/Regatta Bvd, Moondara Dve, Lake Kawana Bvd (slip lanes), Meridan St/Beach Dve, Thunderbird Dve, Wyandra Dve/Main Dve, Minkara St/Waterview St, Kawana Island Bvd/Palkana Dve, Point Cartwright Dve, Jessica Bvd and Churinga St.

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CoastConnect – SCRC Submission

Alexandra Parade (Venning Street to Okinja Road)

This section of the route is of most concern as CoastConnect makes no provision for commuter cycling and there is no alternative parallel route available for Alexandra Parade. The proposed outcome is unacceptable as it lacks an on road cycle option and Alexandra Parade is a key link for cyclists travelling north south between Mooloolaba and Maroochydore. This route is also on the Principal Cycle Network and demands a high level of cycle provision both on and off road. On-road cycling lanes need to be provided in this corridor from the intersection of Venning Street and Mooloolaba Esplanade to the intersection of Aerodrome Road and Sixth Avenue.

The coastal foreshore is unable to support off-road commuter standard cycling facilities due to severe constraints opposite Okinja Rd and in the vicinity of the Alexandra Headlands SLSC. It is understood that QT Active Transport Planning Unit have advised CoastConnect that if on-road cycling can not be provided on Alexandra Parade the required off-road facility will be a physically separated 3m cycleway and a 2.5m pedestrian pathway.

Council has developed a concept based on available CoastConnect information which includes on-road cycle throughout this link with acceptable impacts. The concept results in a net reduction of 5 parking spaces from an existing total of 418 spaces to 413 spaces. Of the remaining 413 spaces, 128 bays will need to be indented to some extent. A copy of the concepts will be made available to the project team for consideration.

The Council concept uses a parking layout at the SLSC similar to that used by CoastConnect and results in a reduction of only 8 spaces at this location. Car parking needs to be provided at this location as a prime destination for vehicle trips. However, it is noted that further consideration may need to be given to this area on the basis of future master planning (refer to the comments in the Open Space section of the submission).

The intersection of Okinja and Alexandra Pde requires detailed design for both pedestrians and cyclists including crossings on the south side of the intersection. There may need to be some rationalization of parking at the intersection.

A minor realignment option at the Okinja Rd intersection is likely to offer opportunity for an improved intersection layout including on road cycling, better off road shared path and a location for the southbound bus stop.

Brisbane Road to Venning Street

The Mooloolaba Integrated Land Use and Transport Plan recognised that provision of on road cycling facilities on Brisbane Rd north of Mayes Canal, Whalan Street or Venning Street will cause additional impact on property. Council wishes to review this corridor with the department to better understand the additional impacts that may accrue if on road bike lanes were to be incorporated even if they were only partially implemented eg continued along Brisbane Road only.

The alternate cycle route which could be developed with more of a recreational purpose in mind by Council is River Esplanade, Hancock Street, Brisbane Road north of Hancock St and Mooloolaba Esplanade/Beach Terrace.

CoastConnect will be impacted by the alternate route at River Esplanade and at the Hancock Street/Brisbane Road intersection. The connection at River Esplanade will July 2009 7

CoastConnect – SCRC Submission

depend on which option is adopted for cycling in the Brisbane Road corridor south of Mayes Canal as discussed in the next section. The Brisbane Road/Hancock Street/Walan Street intersection needs to be designed to allow on-road cycle movements between Hancock Street and Brisbane Road to the north.

It should be recognised that some on-road cyclists, especially bunch riders, will continue to use Brisbane Road transit lane between Mayes Canal and Whalan Street. Although CoastConnect will not currently cater for this use, the design should be audited to ensure that safety is maximised for all users.

Brisbane Rd (McKenzie Bridge to River Esp) Nicklin Way to Mayes Canal

The corridor cross sections and facility alignments on Brisbane Road need to recognise the input and agreed community position that was developed through the Mooloolaba Integrated Land Use and Transport Plan. CoastConnect has proposed three possible cycle options for this section of the route - on- road cycle lanes adjacent to the transit lane, cycle lanes kerbside of the on-road parking and Copenhagen style protected two-way lanes. A comparison of the three options follows:

Option Plus Negative Issues with concept On-road cycle Provides Off-road cycle Considered an lanes adjacent to dedicated facilities remains acceptable solution the transit lane commuter cycle sub-standard with no subject to detailed facilities opportunity for design and connectivity improvement to overall network. Usual arrangement and Reduced parking Verge in Blockbuster so most legible to supply needs to be car park appears too users and vehicle balanced by off- narrow with no drivers street parking on pedestrian capacity eastern side Entry to Blockbuster car park is immediately in front of bus stop On-road cycle lanes end abruptly and need to be continued across Mayes Canal Cycle lanes Preserves angle Cycle loses priority at Least preferred option. kerbside of the parking side street Cycle lane treatment at on-road parking intersections due to southbound bus stop (Angle Parking the offset from the conflicts with vehicles Option) transit lane resulting entering Blockbuster in reduced safety car park Unlikely to be used Car parks lost on south by commuter cyclists western side of Tuckers Creek Potential clashes with pedestrians If in front of the kerb it crossing from car to would be subject to July 2009 8

CoastConnect – SCRC Submission

Option Plus Negative Issues with concept footpath. stormwater drainage issues. If behind the Excessive vehicle kerb some extension or overhang (bull bars) reconstruction of the may cause a stormwater drainage narrowing leading to system would be a hazard necessary. On-road cycle lanes end abruptly and need to be continued across Mayes Canal Copenhagen Mayes Canal The concept shows Considered an style protected crossing included the two way cycle acceptable solution two way lanes in concept lanes having subject to detailed unacceptable low design and connectivity Provides 4.0m priority compared to to overall network. commuting and vehicle movements recreational path Facility must have in side streets on Coastal same priority as Pathway route Increased difficulty movements on accessing Brisbane Rd at four May support less destinations to west side street experienced of Brisbane Rd intersections and riders. especially principal across all driveways cycle route via and access points. Incana Ct Copenhagen lane does Unlikely to attract not fit off-road for the commuter cyclists service road at south which may choose to end of Brisbane Rd travel on traffic lanes A separating verge is required where adjoining parallel

parking Conflicts car park entrance at southbound bus stop Would need to provide right of way over minor intersecting roads

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CoastConnect – SCRC Submission

It is recommended that options deserve further detailed analysis before a preferred option is selected however Council’s preference is tending to option 1 or 3 rather than option 2 principally due to legibility and operational issues. Option 1 would be preferred particularly if on road cycling could be provided in a uniform way for the full length of Brisbane Road to Walan Street. Option 3 would however remains a viable option.

Eastern Beaches

Provision for cyclists along the CoastConnect Eastern Beaches route will be reviewed and further improved by Council to minimize conflicts with the general traffic lanes.

The current timber bridge at Tooway Creek is substandard and is to be replaced in 2009/10 and will provide for bike lanes and pedestrians.

Okinja Road to Horton Parade

CoastConnect have consistently held that there is insufficient space in the Aerodrome Rd corridor to accommodate dedicated cycle facilities. Council have agreed that commuter cycling for this section needs to be accommodated on alternative parallel route/s. The level of service (LOS) of any alternate route would need to provide a similar LOS to that available within the corridor to ensure that cyclists use the alternative facility provided. CoastConnect have identified the use of the Okinja/Wirraway/ Maroubra/Bungama Street route which is a defined route in the 2003 Maroochy Shire Bikeways Review. This route is an acceptable alternate route to the Maroochydore CBD and has been accommodated in the Maroochydore Structure Plan. The use of this route to meet demand for cycling to Duporth Avenue and Bradman Avenue is dependent on the signalisation of the Aerodrome Road/Second Avenue intersection, including the reconfiguration of Maud Street/Aerodrome Road and Maud Street/Second Avenue intersections to include for cyclists crossing the corridor. There is a remaining unmet demand for cycling from Mooloolaba to Cotton Tree and onwards to Bradman Avenue using Cotton Tree Esplanade. This demand has not been dealt with by CoastConnect possibly due to perceived difficulties continuing cycling north beyond Okinja Street. Cycle lanes need to continue on-road from Okinja Road to Sixth Avenue. The concept developed by Council shows that this can be achieved within the constraints of the existing carriageway. A dedicated cycle right turn facility with separate phase is required at the intersection of Aerodrome and Sixth Av as shown in the concept (copy attached). The additional phase for cycle will need to be evaluated in modelling the performance of the intersection for bus priority. A similar facility will be required at the right turn from Alexandra Parade into Okinja Road. Refer also to the Capital Works section of this submission. The on-street station on Horton Parade should include bike storage facilities to allow multi- modal travel. A future interchange should incorporate full end-of-trip facilities. Council could partner with the department to provide these types of cycle facilities to include non- bus patrons.

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CoastConnect – SCRC Submission

2.5 Car Parking

It is recognised that some localised impact to existing parking causing loss or requiring reconfiguration was required to provide for:

(a) corridor width when median reduction at specific locations is not possible or is limited in potential or not desired; (b) manoeuvring area and bus queuing/queue jumps at intersections; and (c) bus stop bays beyond the through traffic lanes. It is acknowledged that efforts have been made to reduce this impact in various areas. It remains an area still open to refinement as the project proceeds to conclusion of the CDIMP and in later stages. However, some of the choices made by the project team in locating offset car parking cannot be supported by Council.

Alexandra Parade

In locations such as Alexandra Parade additional car parking areas on the foreshore reserve, or significant encroachment into foreshore reserve, is considered unacceptable as it impacts on existing coastal parkland and valuable public open space. Refer to the Open Space section of the submission.

Further collaborative analysis is required between the CoastConnect project team and the council in order to resolve car parking in this area. Funding in 2009/10 is set side by Council to assist in the segment along Alexandra Parade to resolve outstanding issues in a collaborative way. Refer to the Capital Works section of the submission.

It is of the primary importance that car parking does not dominate the public open space adjacent to the Alexandra Headland Surf Life Saving Club with further collaborative discussion required in order to resolve this issue. As a minimum, the preference is that the open space in front of the SCRC and Wilkes Family Park be retained, in line with the future open space requirements for the active and passive recreational uses of the community.

Alternative car parking options should be sought on secondary streets in the Alexandra Precinct (eg Mari Street). Additional car parking could be considered in Nelson Park and to the west of Alexandra Parade in the parcels of land surrounding Katoa and Okinja Road. Existing on street car parking should be maintained on the west side of Alexandra Parade as much as possible and provide strong, safe pedestrian links across Alexandra Parade. A further aim would be to rationalise access points to car parking areas.

On street car parking should be maintained on the west side of Alexandra Parade adjacent to the existing shops around Pacific Terrace Junction as much as possible to service these commercial premises.

A proposed new parking option located to the south of Cotton Tree Caravan park is not acceptable as it is consuming parkland which is currently used. . Alternative car parking options should be sought on secondary streets in the Alexandra Precinct and considered for available areas on the west side of Alexandra Parade.

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CoastConnect – SCRC Submission

Nicklin Way

It is acknowledged that more of the existing car parking has been retained along Nicklin Way. Most of the losses occur adjacent to intersections. There are some mid-block segments where it must be marginal for width and parking will be removed. Further work in these mid-block areas may produce an improved result. This needs to occur in parallel with the aim of improving the corridor streetscape. Refer also to the Streetscape and Character section of the submission.

Brisbane Road Car parking reconfigurations are linked with the transit lane and cycling accommodation along Brisbane Road. The use of the whole of the existing open space for car parking at 159 Brisbane Road is not acceptable and should only to be considered as a last resort. It is recommended that additional consideration of expansion of existing parking areas on side streets is the first preference and should be further considered.

Main Drive

The long term future potential need for four lanes along Main Dr to ensure public transport priority in two of those lanes causes the removal of all existing parallel parking on this route. It is expected that some replacement off street parking would be required here should this ever be necessary. The quantum of this would be the subject of a future collaborative review of the area. It is strongly suggested that the CoastConnect project team meet with council officers dealing with the Kawana Waters Development area to understand all associated issues which may impact on Main Drive.

2.6 Walking

The pedestrian network linking transport nodes (stations and stops) to community facilities and pedestrian desire lines and crossings should be further developed. To facilitate the operation of the bus corridor and to assist with travel behaviour change, the pedestrian movement network must be an integral component of the project. To date there has been some work done in relation to crossing the corridor only. It has not however been extended along or beyond the corridor to ensure appropriate linkages occur to the wider network nor recognised which are of primary importance and need additional attention. It is important that pedestrian related infrastructure and amenity is enhanced to incorporate shelters, shading, paths and landscaping as well. Crime Prevention through Environmental Design is critical along pedestrian linkages.

Council does have a role to assist in providing or enhancing the connecting path network in partnership with this project. To achieve this outcome, both parties need to agree on the improvements required. Every endeavour should be made to achieve appropriate signalised pedestrian crossing opportunities along the corridor. Pedestrian overpasses should only be considered if it can be demonstrated that no other alternative was appropriate or that other mitigating circumstances exist. The visual amenity of an overpass can be very unappealing and be out of character in the surrounding streetscape. With regard to timing, the preference is for the long term pedestrian solution to be implemented directly rather than staging through interim arrangements. It is understood this may not always be possible due to temporary constraints. Any interim pedestrian linkage solutions need additional review to ensure safety of passengers.

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CoastConnect – SCRC Submission

Council believes there needs to be further consideration of existing pedestrian desire lines and how they may impact on the proposed arrangements to better accommodate road crossing opportunity.

2.7 Corridor Performance

It is noted that all future scenario modelling for the project was undertaken on the presumption that a new two lane Mooloolah River road crossing was in place. No attempt was made to consider a network scenario without this crossing.

The preliminary modelling suggests the CoastConnect corridor is likely to provide a significant saving in the public transport travel times with only minor impacts to vehicle travel times and is considered a good result.

However it will be necessary to re-run the models with a final agreed configuration to provide updated corridor performance figures for the completion of the CDIMP.

Further, the modelling is based on land use patterns that were valid in late 2007 but are now potentially superseded with the land use planning work for the bring forward areas of Maroochydore, Palmview and Caloundra South.

It is also noted that the 2009 update of SEQIPP when released may have an impact on the network considerations.

It is not understood how the business case for the interim stages can be supported without some analysis to confirm where benefits in travel time are likely to be achieved.

Council has significant concerns with the continued operation of a number of corridor segments at intermediate years before the MMTC arterial road crossing of the Mooloolah river, particularly:-

(a) Segment 3 -Nicklin Way, (b) Segment 4 -Kawana Way

The departments response is required regarding the provision of satisfactory performance of the State road network performance, before the MMTC arterial road links become available. The corridor performance must be translated into a form which outlines the demonstrated public transport improvement (i.e. reduction in travel times and reliability of the public transport service) in finer than overall segment portions, which can then be directly linked to funding priority and be directly reflected in an implementation schedule of improvement works. It is recommended that for the final CDIMP report the outcomes from transport modelling for various scenarios be presented back to the community in an easily understood format which includes the basis of the analysis, determinations and resulting outcomes. It is noted that there is no direct mention of any sensitivity analysis as having yet occurred. There appears to be no evidence of whether any interim phases of work have been analysed to date. The CoastConnect documentation indicates that modelling shows an expectation of a doubling of patronage by 2026. This is a disappointing result in Councils view and

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CoastConnect – SCRC Submission

demonstrates the methods used to date. Results of a user preference survey have been used to set modelling parameters. The weakness in this is that the results reflect people’s views of an immature public transport system which would affect responses. This in turn will affect model parameters. It is suggested that additional refinement is required in this area to better represent a more mature public transport system being in place for users. Notwithstanding the above, it is clear that there needs to be a significant effort placed in travel demand management to utilise a maturing public transport network, reducing the reliance on continued expansion of the road network and leading to Council’s vision of a more sustainable community with more sustainable travel habits. On this basis, it is recommended that the final CDIMP includes a comprehensive strategy agreed between Council and the department to enable an effective implementation of travel demand management activities.

The plans should separate the designation of bus lanes from that of transit lanes to avoid confusion.

2.8 Intersection Performance

It is acknowledged that some initial work has occurred to consider intersection performance. The interpretation of some of the summary information available for some of the key intersections is queried as being an optimistic interpretation. Again this analysis will need to be refreshed on the basis that:- • a final refined corridor arrangement can now be considered, and • the late 2007 land use estimation are now potentially superseded with the recent land use planning work and its associated sequence timing. It is requested that Council officers work with your consultant to discuss outstanding issues during the final analysis phase and the outcomes be included in the final CDIMP. Further detailed consideration at the Nicklin Way and Piringa St intersection is required. A review of intersection manoeuvre operation (eg free left turn versus controlled left turns) is warranted to assist minimising impact to this significant local shopping node for the area. Also some reconsideration of intersection alignment geometry may be useful. Some consideration to use available space adjacent the footpath for pedestrian use could be advantageous.

Further discussion with Council is required to confirm whether the change to the Bukatilla /Alexandra Parade intersection is a positive change.

2.9 Urban Design / Placemaking

One of the key areas of concern remains the treatment and quality of the pedestrian and development environment adjoining the transit corridor. It is recommended that a detailed street scaping and landscaping strategy should be prepared in conjunction with the Sunshine Coast Regional Council. The proposed Coast Connect plans reflect a vehicle dominated outcome that is lacking consideration to human scale. Council recommends that a number of regional Urban Design Masterplans are completed in a partnership arrangement along the Coast Connect corridor. These Masterplans need to take a best practice approach urban design

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outcomes by holistically addressing the vehicle, bicycle, pedestrian, landscape, built environment and open space outcomes.

Council is keen to work collaboratively with DMR in order to achieve good urban design outcomes and has made provision in its five year capital works program to progress segments of the corridor. Refer to the Capital Works section of the submission for details.

2.10 Streetscape and Character

It is critical that the project incorporates good urban design outcomes, not just streetscaping, that reflect the Sunshine Coast’s character. The urban design outcomes should reflect the strong linkage between attractive public transport, attractive corridor presentation and increased patronage/behaviour change. The CoastConnect project indicates that landscaping and streetscaping will be addressed at bus stations and stops and at ‘key nodes’. To achieve the best outcomes, it is recommended that opportunities to further enhance these project works along the remainder of the corridor are investigated. Council’s capital works budget identifies projects which may assist in enhancing urban design outcomes along the corridor and Council welcomes the opportunity to work with the State government to maximise joint outcomes. Refer to the Capital Works section of the submission to view the priority areas for Council. Pedestrian overpasses are not a preferred urban design outcome. . Pedestrian overpasses should only be considered if it can be demonstrated that no other alternative was appropriate or that other mitigating circumstances exist. The visual amenity of an overpass can be very unappealing in the streetscape. Every endeavour should be made to achieve signalised pedestrian crossings as an alternative. It is preferred to have strong at grade pedestrian crossings with or without opportunities for pedestrians to take refuge in the centre median. Crime Prevention through Environmental Design is critical in considering streetscape and character. The department and council have an opportunity via the CoastConnect project to investigate opportunities for significant (including non-frangible) street tree plantings in medians and verges, as can be seen in the artists impression page 55 of the CoastConnect document. Where existing narrow centre medians are not suitable for landscaping, they should generally be sacrificed in order to achieve shaded tree pedestrian/cycle path treatments on either side of the road. Where street tree planting can not be achieved on both sides of the road adjacent to foreshore parkland, the preference is for street tree planting and pathways to be located on the eastern side of the corridor to provide western solar protection for open space areas.

The following Council Masterplan documents are relevant to the proposed CoastConnect corridor.

• 2005 Alexandra Headland to Cotton Tree Foreshore Landscape Masterplan • Eastern Beaches Planning Area Study • Caloundra Coastal Walk Master

Regardless of the preferred cycle option, the CoastConnect corridor through Brisbane Road provides opportunities to reinforce the Boulevard entry statement of this road through carefully enhanced landscaping which will need to be provided in conjunction with the project.

Refer to the Capital Works section of the submission for further information. July 2009 15

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2.10 Infrastructure Agreement

It is noted that any investment in works by Council supporting joint outcomes for this project may require the development of an Infrastructure Agreement/ Memorandum of Understanding/ or similar arrangement to define the purpose, triggers and limits of Council’s investment in various activities. e.g. enhanced streetscaping. Any Infrastructure Agreement will inform the community of the level of Council’s financial support to this State project and will capture the timing of the combined investment of the State and Council.

2.11 Under grounding of overhead power

There needs to be further investigation of the future capacity and joint funding opportunities for the under grounding of overhead power lines to achieve desirable streetscaping outcomes with Energex. Localised under grounding of power is considered likely on sections of the corridor to accommodate proposed corridor works. With minor effort and cost, a significantly better long term result could be achieved.

3. Property Related Comments

3.1 Existing or Proposed Interchange Sites

For successful negotiations that maximise co-operation of owners/developers of existing (Sunshine Plaza and Kawana Shopping World sites) and proposed (Kawana Town Centre and Sunshine Coast University Hospital) bus interchange sites or premium bus stop sites, it is recommended that the Department liaises with Council’s Development Services officers and Strategic Planning officers to ensure the position of each party is clearly understood and best, long term, community outcomes result. The recent change in philosophy by the Department in terms of operational requirements for some key sites needs to be further developed with Council to ensure there are no consequential surrounding impacts. Refer to the Planning Areas section of this submission for further discussion. The proposed on-street station on the Nicklin Way outside Kawana Shopping World needs to be carefully considered in terms of access into and around the centre for pedestrians. It is unclear how the pedestrian connection would be made into the centre through the carparking areas. Further detailed discussions are required with Council on the final arrangements for the proposed favoured on-street bus station at Kawana Shoppingworld. This would generally occur through the Development Assessment process as it will involve accommodating access and circulation requirements of any future site redevelopment. The operation of Nicklin Way prior to the MMTC arterial road crossing of the Mooloolah River is considered a critical factor.

The Walan Street bus station is removed from the major pedestrian areas along Mooloolaba Esplanade and careful design is required to ensure strong, safe, attractive and legible pedestrian connections from this bus station to Mooloolaba Esplanade. The Department would be aware of the Council proposal to extend Naroo Ct to allow better local road connectivity and circulation. The retention at Smith Street of a left turn from the beach side of Walan St is considered desirable in any final bus station arrangement consideration. July 2009 16

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The shortcomings of the existing Caloundra Interchange have been acknowledged but its greater role, handling an increase of services and users, has not been adequately addressed. This is particularly pertinent given: (a) the recent announcements by the State relating to bringing forward of planning for Greenfield sites including Caloundra South; and (b) the associated need for ‘day one’ public transport services and infrastructure.

There will be greater reliance on the existing interchange, or an enhancement of it, for a longer period and the need for premium stops in various locations through Caloundra. It is therefore recommended that the scope of this project is amended accordingly. The CoastConnect project currently only identifies the provision of an on street station on Cooma Terrace to support this primary corridor. It does propose links to Bulcock Street but further detailed work is required. Reference is made to the proposed Caloundra CBD Laneway Strategy to occur in 2009/10 as a way forward to resolve issues around this transport node, however more detailed planning is required as well as an investigation of funding opportunities.

There needs to be consideration for long distance coach service accommodation at or adjacent to the interim Maroochydore Bus Station to allow true ‘transit’ ability.

3.2 Land Acquisition and Corridor Protection

Land acquisition requirements along the route are to be clarified as quickly as possible to provide certainty to property owners. It is recommended that the Department should communicate and facilitate a flexible and co-operative acquisition process. Opportunities may exist along Brisbane Road for the redevelopment of adjoining lots to maximise densities and mixed use outcomes to support transit oriented development. Consideration of these opportunities needs to be undertaken as part of the preparation of the new planning scheme for the Sunshine Coast. The former Maroochy Shire Council had adopted the Mooloolaba Integrated Land Use and Transport Plan which essentially endorsed a four lane configuration of Brisbane Road. This comprised a configuration of four traffic lanes and angled parking reconfigured to parallel parking. It has been used by the CoastConnect project team to compare its land requirements and cross section configuration. The opportunity now exists through funding in the Capital Works budget for 2009/10 to undertake the detailed design of Brisbane Road to include Councils outcomes and CoastConnect outcomes and confirm the final detailed land requirements along this segment of the corridor. Any significant land acquisition by the State should be discussed with the Department of Communities (Housing) to ascertain if there is opportunity for land purchases for the provision of affordable housing near key transit stations and bus network.

Overall the Coast Connect concept design does not adequately demonstrate to the community the collective impact on the existing urban form. Loss of public space, landscape and amenity needs to be addressed holistically.

The following six Council properties are potentially affected by this project:

• 750 Nicklin Way, Currimundi (described as road); • Road area at corner of Nicklin Way and Bellara Dr, Currimundi; • Lot 527on Plan CG3465 at Brisbane Rd, Mooloolaba; July 2009 17

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• Lots 2&3 on Plan BUP13535 at 26 Brisbane Rd, Mooloolaba; • Lot 417 on Plan RP129648 at 1 Naroo Ct, Mooloolaba; and • Lot 546 on Plan M93015 at Nicklin Way, Minyama.

Council’s Property section will review and respond to each site when required but it is not considered to cause unacceptable impacts at this time.

The identification and protection measures for the corridor require further consideration. As part of the preparation of the new planning scheme, Council will need to consider the most appropriate means of protecting land required for resumption along the corridor. Options may include separately “zoning” the affected land or protection by an overlay This issue will require further discussion between the Department and Council.

3.3 Open Space

Loss of existing public open space especially in foreshore areas for bus lanes or car parking is not directly supported but may be supported where a net community benefit can be delivered as a result. Public open space, particularly coastal open space, is at a premium along the CoastConnect corridor. This is due to the high population and community need for a passive and active outdoor recreation and lifestyle uses. Increasing the opportunity for useable open space to the community would be seen as a major positive for the Coast Connect project. Thus providing the option for a land swap through the realignment of Alexandra Parade closer to the land parcel at Boolarong Crescent would provide increased public open space in the vicinity known as the “Pinch Point” on Alexandra Parade where the new deck has been constructed. This would be seen as a significant positive in the provision of open space and improved community outcomes.

Higher prioritisation is needed for pedestrian over vehicle use around the Alexandra Headlands SLSC local precinct. The existing open space in Wilkes Family Park needs to be retained to service the existing community and family needs, with its close proximity to the toilet block, SLSC and patrolled beach area.

Suitable linkages across Alexandra Parade to suit current and any Master Plan proposals for recreational and lifestyle uses require further analysis. Refer to the Capital Works Program section in which funding is identified in 2009/10 for this to occur in partnership with the CoastConnect project.

4. Wider Community Issues

4.1 Recognising Community

It is recommended that the project continues to manage business/community perceptions and outcomes to ensure wide dissemination of knowledge related to the benefits, timing and impacts of this project.

Disabled Access:

All work must be Disability Discrimination Act (DDA) compliant but particularly in relation to bus stops and road crossings. Development of and conformance with way-finding principles should be part of this project. Further assessment of the need for pedestrian refuges along all affected sections of the corridor is required, depending on bus stop July 2009 18

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locations, to ensure easy pedestrian access to the public transport system. A section on this topic relating to how this can be achieved along the corridor should be included in the final CDIMP.

There are some concerns at the ability to achieve DDA compliance on the approaches to the bus stop and at the stop to match bus entry requirements. Examples are at Kings Beach and at Our Lady of the Rosary proposed bus stops. Further detailed consideration is required.

4.2 Recognition of Council/State Planning

There have been announcements by the State relating to bringing forward planning of local Greenfield sites including Maroochydore, Palmview and Caloundra South. The State government is also undertaking the Replacement Aerodrome Study to consider opportunities for the relocation of the Caloundra Aerodrome to facilitate the site’s redevelopment for the Caloundra Transit Oriented Community (CalTOC). There is also ongoing planning and development of the Kawana Waters Development Area. On this basis, it is important that the business case for CoastConnect makes allowance for the positive and ‘day one’ provision of public transport to the developing areas of Caloundra South and CalTOC. The Department of Transport and Main Roads should acknowledge the increased scope for this project, or identify a mechanism to deal with this changed scenario. The project should also recognise the input and agreed community and Council position that was developed through the following planning projects and documents:

• Growth Management Position Paper; • Maroochydore Centre Position Paper; • Caloundra South Position Paper; • Palmview Position Paper; • ongoing Kawana Waters development • Mooloolaba Integrated Land Use and Transport Plan; • 2005 Alexandra Headlands to Cotton Tree Foreshore Landscape Master Plan;

• Eastern Beaches Planning Area Study; and

• Caloundra Coastal Walk Master Plan.

4.3 Planning Scheme

Council is committed to the preparation of a new planning scheme for the Sunshine Coast. As part of the preparation of the new planning scheme, Council intends to consider opportunities for transit oriented development outcomes along the CoastConnect corridor. It will also reflect outcomes from the CoastConnect project and so collaboration with Council is required.

Opportunities may exist along the corridor at specific locations to consider development potential of adjoining land to improve transit oriented development outcomes. In particular,

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where properties may be affected by resumption, there may be opportunities to work with the State government to increase development potential in key locations to facilitate transit oriented outcomes. These opportunities are intended to be considered as part of the preparation of the new planning scheme.

4.4 Planning Areas

4.4.1 Kawana Town Centre, Birtinya and Bokarina Beach

Council, in conjunction with state agencies and the Master Developer (Stockland) is currently reviewing the existing Kawana Development Agreement in light of SEQ Regional Plan policy directions and the implications of the development of the Sunshine Coast University Hospital.

Early in 2009, the Department advised that the Kawana Town Centre will now take over the role of a transit hub which was previously identified at Kawana Shoppingworld. This will mean that significant numbers of services will traverse through the Kawana Town Centre and Hospital area from all directions. Many will use the proposed Coast Connect corridor but some will not. Considerable work is now required to accommodate this change in the area by Council, Master Developer, Qld Health, Translink and Department of Transport and Main Roads

A critical issue for Kawana therefore, is the integration of major roads and transport and the desire to provide a transit oriented development that is pedestrian friendly and provides for substantial residential amenity. The Coast Connect project assists with facilitating regional movements to and from Kawana but must also recognise the need for access within the centre which is being designed to accommodate significant pedestrian movement.

Concern is raised at the current intentions for Coast Connect bus priority in and around the section of Kawana Way between Lake Kawana Boulevard and Central Boulevard as any additional lanes will result in a cross section not suitable to the major pedestrian traffic route between the Transit Interchange and the Town Centre. A more acceptable alternative might be to have bus priority along the proposed Station Road from Central Avenue.

The proposed use of part of the future CAMSOS corridor maintenance track is noted but geometrically it is believed there would result undesirable consequential alignment impacts on the future corridor alignment or additional property impacts.

Further, the proposed CoastConnect location of a bus corridor linking the transit station to the town centre (and the interim bus stops) is not support as it conflicts with the intention to create a pedestrian spine linking the transit station, town centre, Birtinya and the hospital (via the walkable waterfront).

It is further suggested that the ‘Bus /Rail Station’ be located slightly further north to be closer to the proposed town centre and key pedestrian spine.

While the Coast Connect project indicates that the section of Lake Kawana Boulevard between Kawana Way and Central Boulevard will not require a bus corridor, it needs to be recognised that bus lanes are a requirement of the hospital infrastructure agreement, and may serve requirements beyond the scope of Coast Connect (for example, emergency access or integration with the proposed Greenlink to Palmview). July 2009 20

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The CoastConnect CDIMP needs to incorporate, in any plans produced, the current infrastructure agreement requirements for a corridor width to allow for bus lanes for the full length of Lake Kawana Blvd westwards to Kawana Way. Operationally there would be a need to extend the southern side bus lane on Kawana Blvd eastward all the way to Nicklin Way.

In terms of Bokarina Beach, it is intended to be a major local tourist beach servicing a much larger catchment than Kawana, similar to Kings Beach. In light of this, the safety of large numbers of pedestrians crossing Nicklin Way at this point is paramount and the Coast Connect project should be contributing towards the desired outcome at this location.

Council is pursuing with DTMR and the Master Developer the provisions of an underpass, which is currently the preferred outcome in this area because of the landscape features and potential scale of pedestrian and cycle traffic along this major east west link to the Town Centre and future train station. There will also be another road leg off the Nicklin Way, Lake Kawana Boulevard intersection into the Bokarina Beach site which may impact the location of bus stops. It is recommended that a review of pedestrian crossing options occur in this location. A significant review is required on the best overall outcome for bus stations/stops on Nicklin Way on and adjacent to the frontage of Bokarina Beach development site.

In terms of Main Drive, the possible need for two general purpose lanes and two transit lanes/bus lanes would result in the loss of 215 on-street car parking spaces along Main Drive. This is a significant change and may require some level of additional off street parking to compensate. There is a requirement for the Master Developer to signalise the current intersection of the Main Drive and Sportsman Parade which should be considered by Coast Connect. Further discussion in relation to Main Drive configuration and any intersection modifications must be had in terms of the overall Kawana Waters Development Area outcome. It is necessary to ensure access to the industrial area is not unduly restricted by proposed changes to intersection configurations and movement capability. The proposed realignment of Sportsmans Parade would simplify manoeuvring.

The Department of Transport and Main Roads and Translink need to clearly consider and articulate unambiguously what priority measures if any will be required through the Kawana Town Centre and the surrounding area to suit the creation of a proposed transit hub. It must expand considerations beyond only the CoastConnect related services and consider routes to penetrate the area with the development of future new road links and even the Palmview greenlink.

The spacing of the first new proposed intersection on Kawana Way south of Lake Kawana Blvd is incorrect and does not conform with the Hospital Infrastructure Agreement requirements. The plan in the final CDIMP requires to be adjusted.

The road network used for the Kawana Town Centre area does not reflect the latest discussions and may cause confusion on various issues.

4.4.2 Maroochydore

The Maroochydore Centre Position Paper provides for:

• an integrated land use and infrastructure planning framework; and • a master planning framework for the Maroochydore Central Precinct (the area generally referred to as Horton Park Golf Course). July 2009 21

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The Maroochydore Centre is currently with the Department of Infrastructure and Planning (DIP) for First State Interest Check.

It is recommended that the Department liaise with Council prior to finalising the CDIMP to ensure the CoastConnect project complements Council’s outcomes for Maroochydore. In particular, the Maroochydore Centre Position Paper includes the following provisions in relation to public transport.

1. A long term public transit station and interchange (CAMCOS) located within the Maroochydore Central Precinct (currently Horton Park Golf Course site); 2. An interim transit interchange (bus) located on Horton Parade; 3. A public transport infrastructure network identifying the primary transit corridor (CAMCOS), transit station and interchange(CAMCOS), interim transit interchange(Horton Parade), Regional bus service routes (Coast Connect) both express and priority and local bus service routes; 4. Establishment of key transit nodes along Aerodrome Road. The Position Paper provides that these transit nodes will correspond with bus stop locations, allow development of increased height and densities, and include landscape and frontage treatments; and 5. Bicycle and Pedestrian infrastructure which connects the interim transit interchange and the transit station and interchange (CAMCOS) to the Cotton Tree waterfront and the eastern surf beaches.

The Maroochydore Centre Position Paper includes the following provisions in relation to the Aerodrome Road Precinct.

1. Development facilitates and supports the creation of a pedestrian friendly boulevard along Aerodrome Road; 2. Development provides for a built form along Aerodrome Road that contributes to the establishment of an identifiable gateway to the Maroochydore Principal Activity Centre, through the following: - Memorable design features; - High quality landscaping and street scaping; and - Incorporation of some uses with active frontages at key nodes. 3. Development with a frontage to Aerodrome Road provides for the consolidation of existing lot accesses along Aerodrome Road and for rear access to lots to be obtained where reasonably practicable.

The Aerodrome Road corridor is an important entry statement into Maroochydore and an important corridor between Maroochydore and the waterfront. As such, streetscape treatment along this section is critical and Council would welcome the opportunity to work with the State government on the design and provision of streetscaping as part of this project.

Connections into the proposed new Maroochydore centre to be located south of Plaza Parade requires further investigation and design to ensure suitable corridors are protected. It is noted that Plaza Parade is subject to congestion and may have limited opportunities for widening.

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Specific comments on the CoastConnect proposal within Maroochydore are outlined below.

Transit Station

The Maroochydore Centre Position Paper identifies an interim Transit Station on Horton Parade generally consistent in location with the CoastConnect proposal. However, it is noted that the Maroochydore interim transit station location appears to have impacts on the adjoining properties which may encourage redevelopment in the short term (limited information available). Consideration needs to be given to the development potential and timing for redevelopment of these sites in terms of both the existing planning schemes and the new planning scheme.

A critical issue in the planning of the Maroochydore City Centre has been in minimising the barrier which Horton Parade creates between the old and the planned future town centre. It is important that the Bus Station does not act as a physical barrier and there needs to be provision made for pedestrian connections from the interim bus station to the broader Maroochydore Centre, in particular bicycle and pedestrian infrastructure which connects the interim transit interchange (bus station) to the Cotton Tree waterfront and the eastern surf beaches. The proposed Pedestrian over pass is not supported. Activation at street level is desired and a signalised pedestrian crossing at grade should be provided. Council has invested considerable funds into the Cornmeal Creek promenade streetscaping works in the vicinity of the proposed Bus Station. The Bus Station design should incorporate streetscape works to this high standard and continue the theming to provide integration with the established pedestrian networks and enhance the sense of place.

Kingsford Smith Parade Park “proposed parking area”

The Maroochydore Centre Position Paper identifies this site as “urban open space” (forming part of the Urban Open Space Infrastructure Network) and a key transit node surrounded by Primary active frontages (commercial/retail development.) The built form controls contained in the Structure Plan require any car parking structures/facilities to be located underground or internally within the street block so that it does not have a frontage and apart from signage is not visible from the street or urban open space. As such, at grade car parking in this location would not be supported.

Church Street site

The CoastConnect report identifies a potential site in Church Street for proposed bus layover facilities. This site is located in the Ocean Street Precinct. This site provides an important frontage and is considered a gateway site into the core area of the Principal Activity Centre. On this basis, use of this site requires further consideration in terms of possible impacts on streetscape and surrounding land uses. Any development on the site may be required to provide a sleeved frontage to Maroochydore Road. Impacts on surrounding proposed mixed use/residential uses would also need to be considered.

Future Road Network

The Structure Plan includes a Road Transport Infrastructure Network. A new Main Street is proposed through the Maroochydore Central Precinct terminating at its intersection with Aerodrome Road opposite First Avenue. This road will form a major spine through the

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Principal Activity Centre and future bus stops should be earmarked at the junction of this intersection on Aerodrome Road.

It is considered that the CoastConnect project will enhance the role of the Maroochydore Principal Activity Centre as the principal hub for public transport infrastructure and services within the sub-region and facilitate transit oriented development in the Structure Plan Area. However, it is imperative that the project does not compromise the attainment of the following integrated transport and urban design outcomes for the Centre:

- Public transport and bicycle and pedestrian movements are accommodated on streets that are also attractive, landscaped boulevards; - Development provides for bicycle and pedestrian infrastructure which connects the interim transit interchange and the transit station and interchange (CAMCOS) to the Cotton Tree waterfront and the eastern surf beaches. - Development facilitates and supports the creation of a pedestrian friendly boulevard along Aerodrome Road.; - Development designs built form along Aerodrome Road to contribute to a recognisable gateway to the Maroochydore Principal Activity Centre, through the following:-

(a) memorable design features; (b) high quality landscaping and streetscape treatments; (c) incorporation of some uses with active frontages.

- The Maroochydore Bus Station is an interim measure until such time as the Transit Station and Interchange (CAMCOS) is constructed in the Maroochydore Central Precinct. Council is committed to the timely delivery of this public transport infrastructure necessary to serve the Maroochydore Principal Activity Centre.

4.5 Consultation

Council requests a copy of the summary of outcomes from the consultation process to be able to understand and interpret the community views raised for the project. This will assist in progressing the various investigations and detailed designs Council is proposing for 2009/10 and beyond.

5. Supporting Systems

5.1 Safety

It is recommended that the final CDIMP contains a Safety Section to address elements which would include lighting, natural surveillance, pedestrian crossing, security at bus stations and stops etc.

5.2 User Accessories and Infrastructure

It is recommended that the provision of bike storage facilities (at bus stations) and end of trip facilities and infrastructure for patrons are included as part of the project. No direct mention of this exists and these requirements need to be addressed in the final CDIMP.

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5.3 Infrastructure Standards

The current intent stated by the CoastConnect project team is to replace “like standard facility with like standard facility” in any reconfiguration. This is not acceptable in general terms. Replacement must be to current standards wherever possible unless there is an overwhelming impact that is deemed to be unacceptable. Discussion with council on these issues is required as many may involve Council related elements.

5.4 Real Time Information

Council notes that a trial of a Real Time Information system will occur on the Sunshine Coast in 2009/10. Council is willing to support this initiative and assist with early rollout across the coast. Urgent discussion is required with the department on the provision for the placement of new bus shelters along the corridor so that easy incorporation or retrofit is possible. Council sees real time information for users as a significant step in acceptance of public transport by users. To this end, Council has allocated funds to assist in the early roll-out of this system across the Sunshine Coast.

5.5 Bus Stops

It is noted that significant amendments have occurred in the number and positioning of bus stations and stops. It is suggested that the location and type of bus stops be agreed with Council and must consider the community feedback received.

The Department is aware that Council has entered into a contract to update bus stops including some on parts of this corridor over the next 12 to 24 months. Initial meetings had occurred to identify which sites could proceed and which sites require further consideration. Another discussion would now be warranted given the changes that have occurred to clarify which sites could proceed as soon as possible.

It is recommended that the CoastConnect project team refers to Councils Strategic Position Paper for Maroochydore Centre prior to finalising bus stop locations for the CDIMP report.

In the Kawana area, any bus stops and pedestrian crossings locations need reconsideration to recognize particular final arrangements on Nicklin Way which will best suit the proposed development of Bokarina Beach precinct which creates an additional leg to the Nicklin Way / Lake Kawana Blvd intersection.

It is noted that no bus stops have been identified for the Main Drive proposal.

New or upgraded bus stations and stops need to consider complimentary infrastructure to help maximise use. These may include bike racks, water fountains, rubbish bins, shade trees, pathway connections, signage and off-street parking/drop off areas.

The location of the bus stop to the east of Alexandra Parade between Maroubra St and Ojinka Rd is located in sensitive coastal dune and vegetation and reconsideration of its location is recommended.

The bus stops proposed for Cooma Terrace will need to be well lit and landscaped to improve both the safety and attractiveness of this area. It is unclear how pedestrian connections through the interchange to Bulcock Street will be improved. Council has

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funding for a Caloundra CBD Laneway Strategy in 2009/10 and the CoastConnect project team input will be essential.

The bus stop location at Currimundi Market Place does not seem to cater well for pedestrian access across Nicklin Way. Further observations of existing pedestrian flows may result in a more accepted user layout in this location.

Bus stops along the Nicklin Way need to be located close to intersections which provide access into neighbourhoods where possible. Bus stop locations away from side roads need further consideration for CPTED issues.

There seems to be several bus stops that have changed from indented stops to on street stops. This is not supported if it means that a bus would stop within a dedicated bus lane or transit lane and therefore interfere with overall network operation.

The proposed station on the Nicklin Way outside Kawana Shopping World needs to be carefully considered in terms of access into the centre for pedestrians. It is unclear how the pedestrian connection would be made into the centre through the carparking areas.

6. Project Staging

6.1 Staging Requirements

It is understood that CoastConnect is tyring to define an “ultimate” configuration for approximately 2016 that will still be relevant in 2026. The staging of implementation is therefore critical especially given the CDIMP evaluation is based on other State infrastructure elements being in place.

Staging of the works, whether they be isolated elements or entire corridor segments, needs to be prioritised. Criteria that should be used to develop prioritisation include: • Level of improvement of reliability; • Level of travel time saving by public transport; • Likelihood of increase in patronage; • Opportunity to coordinate with other works on or adjacent the corridor; and • Level of overall community benefit. While it is accepted the project is currently in the Concept Design and Impact Management Plan phase and the focus is the benefit of the overall corridor when in place, Council considers that further assessment of a range of possible interim scenarios which reflect the recent intensive planning exercises is required.

This will also assist in the overall staging of the CoastConnect works with linkages to triggers. Scenarios that should be considered include:

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(a) The staging of CoastConnect works to relate to potential development timing, (e.g. S.C. University Hospital) and associated infrastructure delivery timing, (e.g. new road linkages, Bus interchange improvements); (b) availability of other major transport elements (e.g. MMTC/Nicklin Way extension); (c) community and technical standards; (d) corridor presentation; and (e) range of public transport services to be supported and whether the corridor capacity can be provided. This will better support development of an improved business case for funding. It will also enable Council to better consider its position of support for works in various corridor segments. It could further provide additional information to aid the community to understand the staged delivery and benefits from the project. Council would see significant benefits in working with the Department of Transport and Main Roads to develop project staging to reduce construction impacts along the corridor and maximise current network operational efficiency. Further detailed analysis must occur to better understand the network performance at that time as well as the impacts of any staging of the work relating to congestion and its likely flow-on effects.

Some suggested interim project staging that warrants analysis includes:- (i) Alexandra Parade: Prior to the implementation of bus queue jump lanes at intersections there could be a trial of the use of transit lanes (T2 or T3) on existing 4 lane sections to about Okinja Rd and monitor the result on the public transport operation. Then selected bus queue jump provisions could be applied as pinch points occur over time. This will reduce immediate impacts to parking and may assist in gradually changing the operational use of Alexandra Parade. (ii) Nicklin Way: On 4 lane sections of Nicklin Way, provide bus queue jumps at selected intersections without the introduction of additional bus lanes and monitor the public transport operation. This will defer impacts and provide most of the operational efficiency while deferring the significant cost of providing additional bus lanes. Another scenario worthy of some further detailed consideration is the possibility of converting the outer lanes of the 6 lane sections to transit lanes (T2 or T3). Issues of the convergence at the Mooloolah River and their role for distribution of significant volumes of local traffic may prove this to be problematic prior to the MMTC arterial road extension across the Mooloolah River.

6.2 Integrating Works Delivery

There will be significant utilities and infrastructure intercepted or requiring realignment. Further consideration of the cost, timing and impacts of this as early works of the project is required and will include relevant agencies and service providers. Opportunities for coordination exists with State projects (eg Nicklin Way/Erang St intersection upgrade by RoadTech under blackspot funding in 2009/10; Real Time Information trial on the Sunshine Coast in 2009/10), development/redevelopment of sites along the corridor and Councils own program of works.

Council Capital Works Program

The following projects are some of those programmed in Councils Capital Works Program which are located on or in the vicinity of the proposed CoastConnect corridor. These

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CoastConnect – SCRC Submission

projects will complement the State government’s planning, design and delivery of public transport infrastructure. Council is keen to work collaboratively with the department in order to achieve good and early community outcomes on this corridor:

In 2009/10:

Ref No. Project Name Timing Budget 361 Design of Brisbane Road upgrade 2009/10 $400,000 45 Incorporating a passenger set down area in Mooloolaba 2009/10 350,000 Primary School off Venning Street. 112 Investigate the potential for on road cycle lanes in 2009/10 16,000 Venning Street. 257 Bus shelter access improvements at Beerburrum Street, 2009/10 50,000 Dicky Beach. 276 Major bus shelter replacement contact on Nicklin Way. 2009/10 800,000 1 Replacement of the Tooway Creek timber bridge to a 2009/10 3,340.00 two lane bridge with on road bike lanes and pedestrian facilities including a pedestrian underpass. 433 Nicklin Way bikeway: Piringa Street – Currimunidi Lake 2009/10 175,000 666 Caloundra CBD Laneway Strategy 2009/10 25,000 678 Regional Placemaking/Streetscaping Prioritisation 2009/10 50,000 Strategy. 665 Bulcock Street Placemaking Master Plan 2009 150,000 706 Investigation and scoping of transport corridor 2009/10 40,000 placemaking for Alexandra Parade and Aerodrome Road 434 Nicklin Way bikeway: - Point Cartwright Drive Kawana 2009/10 45,000 Hotel 749 Planning and design Maroochydore Transit Hub 2009/10 200,000 360 Erang Street four laning – Nicklin Way to Saffron. 2009/10 600,000

In subsequent years 2010/11 to 2013/14:

Ref No. Project Name Timing 289 Provision of real time display boards. 2010/11 & 2012/13 374 Construction of Brisbane Road - Various Stages 2010 to 2014 303 Major bus shelter replacement contract in the central 2012/13 area. 730 Transit Centre Alleyway Caloundra – Laneway Strategy 2013/14 and Master Plan implementation. 731 Transport Corridor Placemaking – Currimundi, Wurtulla, 2013/14 Warana. 748 Planning of refurbishment of the Caloundra Transit Hub 2011 to 2013 464 Nicklin Way bikeway: - Widening of narrow sections 2010/11 onwards 522 Bungama Street Bikeway 2013/14 279 Planning and design Maroochydore Transit Hub 2010 to 2013

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CoastConnect – SCRC Submission

In addition to these capital works projects, Council has recently adopted the Public Transport Levy Policy. Funding raised by this levy will facilitate a range of additional public transport projects. Council is currently considering a program for the use of this levy. Council is committed to working with the State government to achieve a coordinated approach to transport planning and funding for the Sunshine Coast. 7. Conclusions

In summary, the major comments identified from the review which are intended to form the basis for a submission to the State government are outlined below: iv. an holistic approach is required sustainability, integration and a good community outcome in terms of bus network and service planning, land use planning and urban design outcomes; v. only a collaborative partnership between the DTMR and Council will achieve all goals and outcomes; vi. sequencing of the staging and timing of the priority works need to be agreed and coordinated between DTMR and Council

Other items for comment include:

• not just looking for an infrastructure outcome but a whole community outcome; • discussion of some of the assumptions used or dependencies presumed in the assessment to date; • achievement of significant patronage increases and associated strategies; • Further planning required in consultation with Council for Brisbane Road, Alexandra Parade and Aerodrome Road in terms of land use and urban design outcomes; • Improved cycling outcomes along and across the corridor to fit within an overall network; • Revised plans for carparking particularly with urban design and open space considerations; • Better pedestrian connectivity along and across the corridor; • Improved corridor and intersection performance now, at interim time steps and in the longer term; • Consideration of urban design outcomes along the corridor (Nicklin Way, Brisbane Road, Alexandra Parade and Aerodrome Road) with particular emphasis around transit stations; • Need for the identification and protection of the corridor to provide certainty on land acquisition requirements and processes; • Further review and liaison in areas affected by strategic planning including Caloundra, Kawana and Maroochydore; • Careful consideration of bus stop locations, design and connectivity; • Consideration of opportunities to partner to facilitate CoastConnect and related projects; and • Further assessment of staging opportunities and timing priorities.

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