Cross Border Transport Planning and Strategic Opportunities; In terms of transport, the strategic planning considerations need to include state, federal and local government transport infrastructure. With the regions proximity to the Queensland border, cross border co-ordination and alignment of strategies are critical to the regional planning process. The key for the Kyogle area, and the region more generally, is the Summerland Way corridor development. The development of this corridor to a standard suitable for B-double vehicles will allow the region to take advantage of a number of integrated freight transport opportunities. These include the road/rail interchanges along the Sydney to Brisbane Rail Corridor, and the subsequent connectivity this provides to the likes of the Bromelton State Development Area, the Darling Downs, the ports of Sydney and Brisbane, and the Western Brisbane Wellcamp airport. The Summerland Way is the logical alternative to the Pacific Highway as a heavy transport route, and the strategic planning to realise this needs to commence in the near future, and should be recognised as a major priority in any regional or cross border planning process. Council is thankful for the work of the Cross Border Commissioner in attempting to advance the levels of collaboration across the NSW and QLD border. The two main cross-border transport issues affecting the Kyogle communities are the lack of cross border planning inland from the coastal zone, and the impractical nature of the interstate passenger train timetable. These two issues are outlined in the Kyogle Council submission to the QLD-NSW Statement of Principles and Priorities for Cross-Border Collaboration 2-17/18 worklist (copy attached). Cross-border planning is covered for the Tweed area, but there is a need to include plans for connectivity on the inland routes to the QLD State Development Area at Bromelton and into the Darling Downs through Warwick. The plan should also acknowledge the Wellcamp airport and Port of Brisbane as integral components of the freight network for northern NSW. Summerland Way (NSW) - Mount Lindesay Highway(QLD) cross border freight connection as an alternative to compliment the Pacific Highway o Alignment with the Sydney-Brisbane Railway provides opportunities for improved regional freight movements when road/rail interchanges are completed at Bromelton in QLD and Casino in NSW o The cross border route needs to be upgraded so it is suitable for b-doubles, and to this end a route assessment in partnership with Main Roads QLD is needed as soon as possible, and should include options such as the east of Mount Lindesay deviation o Need to finalise the Summerland Way Corridor Strategy which has been in draft form since September 2016, Councils submission to the draft Summerland Way Corridor Strategy from October 2016 is included as an attachment to this submission Mount Lindesay Road (Woodenbong to Legume) improvements need to be accelerated and completed in partnership with Tenterfield Shire Council and the Australian Government as this Regional Road provides the most direct connection between the Northern Rivers and the Darling Downs region in QLD, however this road is currently one of the poorest heavy vehicle routes left in NSW The Sydney-Brisbane XPT timetable needs to be changed to allow the service to be used for day trips between the northern rivers towns of Casino and Kyogle and Brisbane Investigation of other opportunities for improved access to public transport to access services that exist in the QLD side of the border, and to attract interstate and international visitors from the south-east QLD area Local infrastructure funding priorities and programs Regional Road Backlog; The Regional Road (Classified Road) network provides a vital link between the many townships, villages, and aboriginal communities across NSW and their nearest regional centres. These Regional Roads are particularly important for many of the more isolated and lower socio-economic areas. The Regional Road network also provides the main transport link for tourists and visitors to these areas, and the poor standard of many of the Regional Roads currently serves as a deterrent to attracting visitors Regional Roads were handed to local government by the state three decades ago with many of these roads in a state of disrepair and/or not constructed to modern standards. Backlog issues include; o Timber bridges o Narrow and thin pavements o Unsealed sections of highly trafficked roads o Poor alignments o Blackspots
Whilst the Regional Road Block Grant and Repair Program funding provided through the RMS is allowing Councils to make gradual improvements over time, there is an urgent need to provide an additional injection of funds into the Regional Road network in order to address this backlog in the near future and unlock the economic opportunities this would create. This could be achieved with minimal effort by increasing the budget of these existing funding programs administered through the RMS. In the Kyogle local government area the main priorities are; o Initial sealing of the Clarence Way (MR150) south of the Bruxner Highway (SH16) o Widening of narrow sections of the Clarence Way from the Bruxner Highway (SH16) through Bonalbo and onto Woodenbong o Replacement of remaining timber bridges on Kyogle Road (MR141) and Bentley Road (MR544)
Last Mile and First Mile Industry Transport Links; Whilst the draft strategies recognise of the importance of the “last mile” transport links, there is currently only very limited State Government funding available for these Local Roads, and this is through competitive grant programs such as Fixing Country Roads, and Black Spots/Safer Roads, which are also able to be used for funding the State Road network. The strategy will only be realised if funding programs are structured so as to ensure equitable access to all local government areas, with priority going to those with small populations and larger road networks. Assisting Councils to fund improvements to the first/last mile transport infrastructure will provide vital support for our existing local industries, reduce the cost of doing business, increase efficiencies, and remove barriers to growth in rural and regional NSW. The key local industries that are looking for this support include primary producers, agri- businesses, timber plantations, extractive industries, and the various supply industries that support them. However, the many narrow and poorly aligned roads create safety and efficiency issues when larger transport vehicles share these roads with residential traffic. The main issues that need to be addressed include; o Upgrades to timber and load limited bridges to allow for higher mass limits o Initial sealing of unsealed roads in highly trafficked areas o Widening and realignment of narrow winding roads o Improvements to school bus routes and pick up areas o Disaster resilience for critical local and regional infrastructure Equitable access to services for regional communities
The Draft Future Transport Strategy contains a number of promising goals and objectives around equitable access to transport for rural and regional communities, and the recognition of the importance of increased accessibility is welcomed. Council supports the focus of the strategy on a number of areas where there is a direct need for improvements within the Kyogle area such as; Upgrades to town centres to create vibrant places and experiences, particularly those located along State Roads such as in the township of Kyogle Heavy vehicle detours or bypasses for town centres, again this is a priority for the township of Kyogle to remove the heavy vehicle traffic from the town centre A safe transport system for regional communities Investigation of options for public/private partnerships to utilise the existing school bus assets to provide additional public transport between villages and the regional centres, which would address a particular need for the ageing population and people living with disabilities requiring access to services through the proposed hub and spoke model for rural and regional NSW The ongoing value to the community of funding for cycleway and footpath extensions Whilst Council supports these initiatives being included in the Future Transport Strategy, there is very real concern that there appears to be no proposals that directly address public transport options in our region. The public transport discussion still appears to be very much focused around the metropolitan areas of Newcastle, Sydney, Wollongong and Canberra. The lack of public transport is an issue of regional significance, and investigations into the opportunities for rail connectivity at the eastern and western ends of the region should be included in any regional or cross border planning. Busses are probably the only viable public transport option for the region at present, but these are few and far between and need to significantly improve. The long term strategic planning to allow for improved public transport in the region relies heavily on cross border co-ordination to allow expansion of the QLD public transport systems across the NSW/QLD border and into the region. Specific projects identified for the Kyogle area include; Changes to passenger rail timetable between Kyogle/Casino and Brisbane Expansion of passenger bus services and integration with school bus services Kyogle Regional Transit Centre development around existing railway station Tourism and visitor connectivity Improvements to the Regional Road network and the Local Roads used to access national parks and state forests by interstate and regional visitors should also be prioritised in regional planning processes. Any such improvements would likely need to be jointly funded by local and state governments, and in this regard the strategic priorities should be identified and funding programs developed as part of the overall Future Transport Strategy. Projects identified as priorities within and around the Kyogle area include; Lions Road scenic drive through Border Ranges, various safety related improvements including widening of seal on narrow section of Running Creek Road in QLD Border Ranges east initial sealing of Local Road access Williams Road/Creegans Road Border Ranges west initial sealing of Local Road access Lynches Creek Road, Forest Road Richmond Ranges west initial sealing of Local Road access Peacock Creek Road Richmond Ranges east, Iron Pot Creek Road and associated mountain bike trail development around Toonumbar Dam precinct. Fairymount to Kyogle mountain bike trail upgrades and extensions Mountain bike and hiking trail development around the villages of Woodenbong, Bonalbo, Tabulam and Mallanganee
Suggested specific amendments to the draft documents
Draft Future Transport Strategy 2056 Changes; o on page 86 Figure 61 “Initiatives for Investigation (0-10 years)” should include the investigation of the cross border route assessment for the Summerland Way/Mount Lindesay Highway (Note that this is the same Figure shown on page 26 Figure 14 in the Draft Regional NSW Services and Infrastructure Plan) . a marked up copy of this Figure with the suggested changes in red is attached to this submission o on page 87 Figure 62 “Initiatives for Investigation (10-20 years)”, correct the error that make reference to “Summerland Way improvements (Grafton-Lismore)” as the Summerland Way does not go through Lismore. The references should be to the “Summerland Way improvements (Grafton-QLD Border)” and “Bruxner Highway improvements (Casino-Ballina)” and the town of Casino needs to be added to the map for clarity and to avoid the error identified above (Note that this is the same Figure shown on page 28 Figure 15 in the Draft Regional NSW Services and Infrastructure Plan) . a marked up copy of this Figure with the suggested changes in red is attached to this submission o on page 88 Figure 64 “Regional NSW transport network” correct the error that shows the direct link between Lismore and Grafton, and replace this with the actual linkages between Casino/Grafton and Casino/Lismore, and the link from Casino through to the QLD border via the Summerland Way (Note that this is the same Figure shown on page 9 Figure 4 and page 73 Figure 45 in the Draft Regional NSW Services and Infrastructure Plan and page 57 Figure 41 of the Draft Tourism and Transport Plan) . a marked up copy of this Figure with the suggested changes in red is attached to this submission
Draft Regional NSW Services and Infrastructure Plan Changes; o on page 9 Figure 4 “Regional NSW transport network” correct the error that shows the direct link between Lismore and Grafton, and replace this with the actual linkages between Casino/Grafton and Casino/Lismore, and the link from Casino through to the QLD border via the Summerland Way (Note that this is the same Figure shown on page 73 Figure 45) . a marked up copy of this Figure with the suggested changes in red is attached to this submission o on page 20 under the heading “State-wide Policy/Planning Initiatives” add dot point stating “Undertake regional freight and logistics studies in partnership with regional organisations of Councils to identify specific infrastructure pinch points and future improvement opportunities.” o On page 22 under the heading “State Wide Infrastructure Initiatives” add dot point stating “Expand investment in the Regional Road network through accelerated funding for the Regional Roads Repair Program” o on page 23 under the heading “Initiatives committed (0-10 years), Regional Highlights, Sealing of remote regional roads” include the initial sealing of the Clarence Way (MR150) in the list of specific roads for initial sealing o on page 25 under the heading “Initiatives for investigation for potential commitment (0-10 years) – Subject to Business Case Development, Regional Highlights” add dot point “The Summerland Way/Mount Lindesay border route assessment to provide preferred option to achieve B-double standard border crossing” o on page 26 Figure 14 “Initiatives for Investigation (0-10 years)” should include the investigation of the cross border route assessment for the Summerland Way/Mount Lindesay Highway . a marked up copy of this Figure with the suggested changes in red is attached to this submission o on page 28 Figure 15 “Initiatives for Investigation (10-20 years)”, correct the error that make reference to “Summerland Way improvements (Grafton-Lismore)” as the Summerland Way does not go through Lismore. The references should be to the “Summerland Way improvements (Grafton-QLD Border)” and “Bruxner Highway improvements (Casino-Ballina)” and the town of Casino needs to be added to the map for clarity and to avoid the error identified above . a marked up copy of this Figure with the suggested changes in red is attached to this submission o Note that there is an error on the 4th dot point under “North Coast – Infrastructure Initiatives” on page 40 with the reference to “Summerland Way improvements (Grafton- Lismore)” as the Summerland Way does not go through Lismore, and the Grafton- Lismore route includes a section of the Bruxner Higwhay between Casino and Lismore. The references should be to the “Summerland Way improvements (Grafton-QLD Border)” and “Bruxner Highway improvements (Casino-Ballina)”. o on page 70 Figure 42 “Links to Regional Transport Hubs” extend the City to City Centre link from Lismore through to QLD . a marked up copy of this Figure with the suggested changes in red is attached to this submission
Draft Tourism and Transport Plan Changes; o remove blank page 19 o on page 32 under the list of opportunities for improved visitor access to national parks, add the following dot points; . Initial sealing of Local Roads that provide access to national parks . Upgrades to the Regional Road network to provide access and to help make the trip itself an attractive part of the visitor experience . Partnerships between local private transport companies to provide public transport to the national parks in the North Coast Region o on page 57 Figure 41 add label “Regional NSW transport network” correct the error that shows the direct link between Lismore and Grafton, and replace this with the actual linkages between Casino/Grafton and Casino/Lismore, and the link from Casino through to the QLD border via the Summerland Way . a marked up copy of this Figure with the suggested changes in red is attached to this submission o on page 52 under the heading “Initiatives for investigation (0-10 Years)” add “Modify Sydney Brisbane XPT timetable in consultation with the QLD government and Cross- Border Commissioner to ensure equitable access to passenger rail services for Northern Coast residents” with a Timeframe of 0-1 years. o on page 63 under the heading “Initiatives for investigation (0-10 Years)” add “Expand investment in the Regional Road network through accelerated funding for the Regional Roads Repair Program” with a Timeframe of 0-2 years.
Attachments;
1. Kyogle Council submission to the QLD-NSW Statement of Principles and Priorities for Cross-Border Collaboration 2-17/18 worklist. 2. Kyogle Council submission to the Summerland Way Draft Corridor Strategy Oct 2016 3. Kyogle Council advocacy briefs covering; a. The Summerland Way - A long term alternative to the Pacific Highway b. The Clarence Way c. Timber Bridges 4. Marked up copies of Figures with proposed changes shown in red; a. Figure 61 Draft Future Transport Strategy, (aka Figure 14 Regional NSW Services and Infrastructure Plan) b. Figure 62 Draft Future Transport Strategy, (aka Figure 15 Regional NSW Services and Infrastructure Plan) c. Figure 64 Draft Future Transport Strategy, (aka Figure 4 and Figure 45 Regional NSW Services and Infrastructure Plan, and Figure 41 Draft Tourism and Transport Plan) d. Figure 42 Regional NSW Services and Infrastructure Plan Qld-NSW Statement of Principles and Priorities for Cross-Border Collaboration 2017/18 Worklist Issues Identification
Issue Description Provided Issue Definition Priorities Unwinnable / Inclusions / by Intractable? exclusions? Issue identified by Stakeholde Define the impact of the issue; identify what has Identify how this matter Identify if this issue, or Identify if any aspects stakeholder / agency r / agency happened to date, what policies, regulation and links to agency and NSW particular aspects of of the matter relate to name legislation are involve, any information Government priorities. the issue, are other cross border gathering/exchange practices and/or issue, the unwinnable or issues and/or if agencies involved in NSW and in Queensland, intractable at the aspects of the matter enablers/barriers – what is and isn’t working etc current time, and why should not be part of cross border discussions Lack of cross border Kyogle Council Existing strategic road and freight transport planning does not extend Improved freight efficiency is the Issue is solvable; there just Improvements around these transport planning inland across the border at the Summerland Way/Mount Lindesay Road corridor primary priority area, but issue needs to be a commitment to freight routes have the from the coastal zone in particular and also the Killarney Rd/Mount Lindesay Rd corridor and the has potential to address other strategic planning across the potential to provide a much Lions Road/Running Creek Rd corridor. This impact on the efficiency of priority areas such as tourism border by the relevant broader positive economic freight transport and restricts access to economic opportunities associated growth, economic opportunity, agencies, and investment in impact for both the NSW and with the Bromelton State Development Area in QLD, the port of Brisbane, job creation, access to export route upgrade investigations QLD economies and increasing the Wellcamp Airport and the Sydney Brisbane rail corridor and freight markets and also provides an and prioritisation of road access to export and tourism strategy, as well as domestic and international tourism opportunities. alternative to complement the improvements. This is the ideal markets. Pacific Highway. time to start this process as the Pacific Highway upgrade is now secured and in construction phase. Interstate passenger train Kyogle Council The current passenger train timetable for the XPT between Sydney and This issue links to public The main issue affecting the This relates to access to timetable not practical Brisbane, which services Grafton, Casino and Kyogle arrives at Brisbane transport accessibility issues, as solution is the need to have services for communities in (Roma Street) too early in the morning (4:53am) and leaves at 5:55am for well as aging and disability and the interstate passenger train NSW close to the border where its return journey. This means that people travelling for health services and access to health services for NSW in and out of Roma Street they rely on facilities in QLD other needs are arriving in the middle of Brisbane at a time when it’s still residents who rely on the station before the peak hour. due to their proximity, and dark and they have long delays before they can attend service providers facilities in QLD. where these people also rely which are not yet open. This puts often vulnerable people in a situation on public transport to get where they are exposed to risks that they need not be if they arrived at a there. more reasonable hour. The primary issue is that the Brisbane railways do not want this train on the tracks during peak hour, and these times allow the train to get in and out of Roma Street before peak hour. The solution would seem to be to have the train stop at an outlining station rather than travel all the way into Roma Street, and then passengers would use the normal Brisbane rail services to get to their final destination. Please send this sheet to the NSW Cross-Border Commissioner, James McTavish, via email to [email protected]
If you would like to discuss any cross-border matter please feel free to contact James via email or phone on 02 6933 7101 or 0438 105 426
All communications to be addressed to: ADMINISTRATION OFFICE The General Manager Stratheden Street PO Box 11 KYOGLE Kyogle NSW 2474 AUSTRALIA NSW 2474 Phone 02 6632 1611 AUSTRALIA Fax 02 6632 2228 International Code (+61 2) Email [email protected] Website www.kyogle.nsw.gov.au
CONTACT: Graham Kennett FOR FURTHER INFORMATION
Summerland Way PLEASE QUOTE THIS REFERENCE
28 October 2016
Summerland Way Corridor Strategy C/o Mr John Alexander Regional Manager Northern Roads and Maritime Services Grafton Regional Office PO Box 576 Grafton NSW 2460
Re: Kyogle Council Submission to the Summerland Way Draft Corridor Strategy
Dear John,
Thank you for your letter of September 29, 2016 inviting feedback on the Summerland Way Draft Corridor Strategy. Council welcomes the preparation of a corridor strategy for the Summerland Way and the opportunity to provide input to the draft strategy currently out for public comment. The draft strategy is sufficiently detailed and well-presented and is for the most part supported by Council. It is Councils opinion that there is one major strategic omission in the draft strategy, which relates to the opportunity to provide greater economic benefits to the region with improved connectivity to the high growth areas in south-east Queensland. This can be realised with a strategic focus on the Summerland Way as a freight route that provides an alternative to the Pacific Highway, and takes advantage of the proximity of the Summerland Way and Mount Lindesay Highway to the Sydney to Brisbane Railway corridor. This can only become a reality if there is a strategic objective to provide a route suitable for B-Double vehicles through to the Bromelton State Development Area (SDA) in Queensland. In this regard, Council strongly believes there is a need to create a separate planning section for the route between Dairy Flat in NSW and Palen Creek in South East Queensland (SEQ).
The final strategy needs to recognise the long term strategic importance of the Summerland Way-Mount Lindesay Highway linkage for trade between NSW and the transport hub to be established at the Bromelton SDA near Beaudesert. This route not only forms the most direct route for heavy vehicle transport between the Bromelton SDA and markets south of Grafton and along the route, but is also a significant potential enabler for Far North Coast Hinterland economic development. The strategy provides an opportunity to recognise the long term strategic importance of this route.
Council acknowledges the importance of the State’s short term plans to provide a new bridge crossing at Grafton that will enable heavy vehicle (e.g. B-Double vehicles) transport northwards from Grafton. The benefits of this capital investment would be maximised in the long term through optimising the link to SEQ. Presently, this is not possible due to the limitations of the existing Mount Lindesay Highway route from the Summerland way which is tortuous and incapable of accommodating heavy articulated vehicles including B-Doubles. A long term commitment to an improved route east of Mount Lindesay is considered to be the most practicable way of optimising the route to Bromelton and SEQ generally. It would provide optimal benefit and return on investment in terms of functionality and efficiency for heavy vehicles using the route (see section 1.2 of the draft Strategy).
The proposed upgrade of the Summerland Way-Mount Lindesay Highway route is a matter that has been discussed and anticipated by Far North Coast Councils, businesses and the community generally for some considerable time and is regarded as being a critical piece of infrastructure for the economic future of the Far North Coast Hinterland areas. The significance of and support for a proposed route east of Mount Lindesay has been included in a number of submissions that Council and other groups have recently made on the matter to different government agencies, and extracts from these are provided in the attachments to this submission for your information.
Heavy vehicle transport along the proposed route is not likely to ‘compete’ with other capital works investment along the Pacific Highway. The Pacific Highway route will clearly remain the most important route in the region for a range of reasons that go beyond heavy vehicle transport needs. The Summerland Way-Mount Lindesay Highway route is expected to alleviate some demand pressure from the Pacific Highway over the long term, but most of its benefit would come from its servicing of hinterland markets and supply areas that are simply not able to be serviced by the Pacific Highway route.
The strategic significance of the east of Mount Lindesay route is expected to grow with increased development in SEQ and as the Bromelton SDA gradually develops. This is expected to be some years off and will therefore provide a sufficient buffer for Governments to initiate adequate planning and design prior to any significant required capital works construction commitments. Planning for such works needs to be undertaken in the short term, and this is the key issue that Council would like to see addressed in the final Summerland Way Corridor Strategy. The strategy provides an ideal opportunity for the State to recognise and acknowledge the long term importance of the Summerland Way-Mount Lindesay Highway route, and to show its commitment to commencing the initial planning investigations for the Dairy Flat to Palen Creek section of this route.
The strategy represents a far more important document than one that simply provides an explanation of the operational requirements for maintaining the existing road. In principle, documents such as the strategy are also potentially used as a gauge of the growth potential of regions and associated development opportunities as part of investor decision making processes. A clearer recognition of the strategic link to the Bromelton SDA, a rapidly growing SEQ and a stated intent to provide an efficient and functional heavy transport route is much more likely encourage investment and provide greater alignment with other Government policies regarding economic and employment growth for regions such as the Far North Coast Hinterland.
Other specific comments on the draft document are provided as follows;
Executive Summary; o Add to Short Term strategies; . Investigate route options to provide B-Double standard from Kyogle to Dairy Flat and from Dairy Flat to Palen Creek in consultation with Main Roads QLD, including the east of Mount Lindesay deviation options . Improve flood immunity by raising the bridge at Reynolds Creek between Casino and Kyogle o Add to Medium Term Objectives; . Determine final long term route option for Dairy Flat to Palen Creek with concurrence from Main Roads QLD . Completion of intermodal connections with the Sydney to Brisbane railway line to improve efficiency of regional and inter-state freight movements o Add to Long Term Objectives . Construction of deviations to allow B-Double access between Dairy Flat and Palen Creek in partnership with Main Roads QLD
1 Introduction and Corridor Description o Page 6, replace “The Summerland Way is a south to north inland road between Grafton and the Queensland Border” with “The Summerland Way is a south to north inland road connecting Grafton with south east Queensland and Brisbane” o Page 6, include reference to alignment of the plan with the strategic planning process for Main Roads QLD, the Sydney-Brisbane Rail Corridor Strategy, and the South East Queensland Regional Strategy. o Page 7, last paragraph, add that the route is a long term alternate route to compliment the Pacific Highway between the Brisbane and Grafton. o Page 8, the route Class should be reviewed taking into consideration the long term strategic value as an inland alternative to compliment the Pacific Highway o Page 11, Kyogle Council has identified the strategic value of the Summerland Way as an alternative route to compliment the Pacific Highway and its link to the economic opportunities presented to the region through the high growth areas of the Bromelton State Development Area and the Darling Downs in south-east Queensland. o Page 14, Under the Rail Services heading there is no mention of the freight movements along the Sydney to Brisbane Railway line or the development of major road and rail interchanges at Casino and Bromelton SDA, which are focused on maximising the efficiency and effectiveness of freight movements on the existing rail network between the two major ports, and to reduce demand on the road network. It should also be noted that the Australian Rail Track Authority (ARTC) jurisdiction and operational area extends to both sides of the NSW/QLD border and include information on the ARTC freight and rail corridor management strategies. This area of the draft strategy needs to be expanded to recognise these associated rail freight strategies and their integration with relevant road and port strategies and the associated economic opportunities and transport efficiencies that can be achieved if the rail and road strategies are aligned.
2 A Vision for the Future and Corridor Objectives o Page 16, there needs to be reference to the route options investigation for the border connection to the Mount Lindesay Highway between Dairy Flat and Palen Creek in the same paragraph where the Grafton Bridge is mentioned. These two projects at either end of the route are intertwined and will greatly influence the vision for the transport corridor. o Page 17, Corridor Objectives; . Add to the first row (Improve liveability/Reduce social disadvantage), allow for heavy vehicle detour and beautification of the Kyogle Central Business District between Wyangarie Street and Kyogle Road . Add to the second row (Economic growth/productivity), Realise the economic opportunity presented by improved freight connectivity with a B- Double route into the high growth areas of south east Queensland . Add to sixth row (Improve transport integration process), Ensure alignment with strategic planning process in south-east Queensland, the Sydney to Brisbane Rail corridor, and the ports of Sydney and Brisbane. AND, Provide alternative freight route between Grafton and Brisbane to compliment the Pacific Highway and help reduce congestion in the long term. o Page 20, Create additional entry in the Future Corridor Changes similar to that provided for the Grafton Bridge, titled NSW/QLD Border Crossing: focussed on the section between Dairy Flat and Palen Creek, including the east of Mount Lindesay deviation options and emphasising the importance of identifying the long term route option for this section to cater for B-Double freight movements. o Page 20, Pacific Highway; It should be noted that the Pacific Highway upgrade will not limit the reliance on the Summerland Way. At present the Grafton Bridge limits the use of the Summerland Way and this bridge is planned to be replaced in the short term with a new bridge that will cater for additional movements along the Summerland Way route. There is a need to consider long term freight movements on the inland corridor to maximise the lifespan of the Pacific Highway upgrade. Once the Pacific Highway dual carriageway upgrade is completed, this road will quickly become congested with local and regional light and heavy vehicle movement, particularly between Ballina and the Tweed Heads and into the Gold Coast, where this is already the case. There needs to be a viable alternative for freight movements between Grafton and Brisbane, and the Summerland Way- Mount Lindesay Highway is the only viable route for this through traffic that diverts it from these already congested sections of the Pacific Highway. o Page 20, Future Freight Demands; The goal for the whole corridor needs to be to achieve B-Double High Mass Limit capacity from Grafton through to south east Queensland and Brisbane, utilising the road and rail intermodals under development now for efficient freight movement in and out of the region, and as a long term alternative route to compliment the Pacific Highway and the Sydney to Brisbane Railway.
3 Current Corridor Performance o Page 23, The corridor planning section between Kyogle to the QLD border should be split into two separate planning sections being; . Kyogle to Dairy Flat; and . Dairy Flat to Palen Creek in QLD o This recognises that the route crosses the NSW/QLD border, as opposed to simply ending at the border. This also recognises that the current planning section
The Summerland Way A long term alternative to complement the Pacific Highway
The Summerland Way stretches almost 200 kilometres from Grafton to the Queensland border where it joins the Mt. Lindesay Highway. It was so named as the region it runs through is a popular tourist area for people during summer. The Summerland Way follows the alignment of the Sydney/Brisbane (North Coast) Railway from Grafton through to the northern side of Kyogle, and adjoins it again at Rathdowny on the QLD side of the border. It provides a parallel inland alternative to complement the Pacific Highway for road freight haulage and tourist traffic travelling between Grafton and Brisbane and the Northern Rivers and southern QLD. This road represents an important freight connection between the Darling Downs and Granite Belt areas of South East Queensland, the Northern Rivers, New England and Central Coast areas of New South Wales, and the major ports of Sydney and Brisbane. The Summerland Way is a key component of an integrated transport system linking road and rail interchanges, and providing regional, intrastate and interstate connectivity. Kyogle Council aims to ensure that the social, economic and environmental potential of the Summerland Way corridor are realised, and is focused on raising the awareness of the roads long term potential, and in particular the need for co-ordinated planning and partnerships between the NSW and QLD Governments to ensure its potential can be realised. There are challenges in managing road freight networks’ including ensuring road space is shared effectively between heavy vehicles, passenger vehicles and other road users. An upgrade of the Summerland Way would assist in meeting that challenge. The road is currently in reasonably good condition, however the northernmost sections within NSW and the Mount Lindesay Road within QLD are narrow and winding, which creates a hazard for truck drivers and other road users. The long term goal for this critical cross-border connection should be to provide a safe and reliable road suitable for use by B-double vehicles, and the time for planning is now. The Northern Rivers Regional Transport Plan prepared by Transport NSW in 2013 recognises the two main cross border connections via the Pacific Highway and Summerland Way/Mount Lindesay Highway routes (see image). This regional transport plan sought to identify and protect future transport corridors, and to improve cross-border connectivity The regional highway network supports road freight movements, primarily on the Pacific Highway, Bruxner Highway and Summerland Way. The road infrastructure supports the use of higher productivity freight vehicles, with the key B-double routes including the Pacific Highway, and limited sections of the Summerland Way and Bruxner Highway.
The Summerland Way/Mount Lindesay Highway route is a genuine long term alternative route that will complement the upgraded Pacific Highway once it is completed. The NSW government investigated an alternative inland corridor in its 2006 report; Upgrading the Pacific Highway-Technical Review of Inland Corridor (via Summerland Way)”. This report identified the Summerland Way through to the Mount Lindesay Highway as a long term potential option for an inland corridor, and the QLD government have also identified the route as having long term strategic value. At the time the focus of the NSW Government was on the upgrade of the Pacific Highway, and the focus of the QLD government was on the Mount Lindesay Highway north of Beaudesert.
The situation in 2017 is that the Pacific Highway is fully funded to create a continuous dual lane carriageway from Grafton to north of Brisbane. Construction has also begun on the replacement of the bridge over the Clarence River at Grafton on the Summerland Way. There have been significant improvements made to the Sydney/Brisbane Railway line over recent years, and the road/rail transport interchange at Bromelton is now operational, with Casino ready to build. The West Brisbane Wellcamp International Airport at Toowoomba is operational, and opens up further integrated transport opportunities for the Summerland Way/Mt Lindesay Highway route. The QLD Government has completed a bypass for Beaudesert, and the Bromelton State Development Area has been declared, with this area designed to provide for the growing demand for industrial development in South East Queensland with access to the national standard gauge rail network. This area will provide industries with access to intrastate and interstate markets, and offers enormous economic opportunity for the Northern Rivers region of NSW. The Trans Regional Amalgamated Infrastructure Network (TRAIN) project was developed in 2009 and identified the strategy to provide a safe and efficient regional freight transport and water
infrastructure network that unlocks the productive potential of southern QLD and northern NSW, revitalising these communities, creating new jobs, and increasing regional Australia’s role in rebuilding the nation’s economy. The TRAIN submission was recognised in Infrastructure Australia’s list of top 25 priority projects pertinent to the development of an efficient national freight network. The projects identified above provide the key outcomes of the TRAIN concept, with the main missing link now being the upgrade of the Summerland Way/Mount Lindesay Highway to provide a parallel road freight network to the Pacific Highway.
Some decades ago, a deviation of the Summerland Way and Mount Lindesay Highway was identified that has the potential to reduce the total road length by 18km, whilst also eliminating the worse sections of the road on either side of the NSW/QLD border. The deviation is known as the East of Mount Lindesay Deviation, which consists of 10km of new road from Dairy Flat in NSW to Palen Creek in QLD, with its alignment on the eastern side of Mount Lindesay. The East of Mount Lindesay Deviation would replace 28km of the narrowest winding sections of the two state highways. This route is also identified as the “King George Crossing”, which was the original road crossing of the Border Ranges, located east of Mt Lindesay.
Kyogle Council is now seeking to raise awareness of the need for cross-border planning for the Summerland Way and Mount Lindesay Highways. This will require co-ordination between the NSW and QLD Governments, particularly through the Roads and Maritime Services in NSW and Main Roads QLD, in assessing route options, to provide B-double access across the border, either through upgrades of the existing alignment or alternatives such as the east of Mount Lindesay Deviation. Once the preferred route has been chosen, there will still be many years of planning and design development before any construction can be realised. The route has clear long term benefits, and this process should be expedited to facilitate the transition of resources from the Pacific Highway and Bromelton SDA projects to provide continuity of works and infrastructure investment in our area. The key stakeholders must come together to ensure that a comprehensive integrated approach is taken to regional and interstate transport.
Kyogle Council
Clarence Way SUPPORTING COMMUNITY ACCESS, AGRICULTURE, INDUSTRY AND TOURISM
businesses and 1 and businesses -
Increased expectations of the public of the expectations Increased Incompatibility with some tourist vehicles sometourist vehicles with Incompatibility hire vehicles on conditions and insurance roads onlimiting unsealed travelling toregion. the accessibility life useful of its end the at 1 bridge pile and a timber of consisting remaining (replacement headstock group $225,000) 2019, for programmed government area boundary approximately approximately boundary area government Tabulamthrough of 12.5km south Woodenbong. (72km) Bonalbo to agri major 4 There are the onroad dependant facility correctional turnover annual a combined with in employing and $200M exceeding people. of 800 excess two for support medical to Access Main communities Aboriginal effected asbestos recently the access to direct Most international Toowoomba completed airport
of good agricultural land land agricultural of good
2
Programmed replacement of existing infrastructure as useful lives are exhausted lives useful as infrastructure of existing replacement Programmed infrastructure existing protect drainage to improving Focus on Heavy patching of failed sealed sections with cement or lime stabilisation as required as required or lime stabilisation cement with failed sections patching ofsealed Heavy Cost shifting by State Government, Government, State by shifting Cost 1990s handed early Councilthe in Kyogle Way Clarence for the responsibility traffic to forfollowing dust Blinding which sections unsealed on contend with nuisance environmental an also creates Loose, dangerous, uneven gravel gravel uneven Loose, dangerous, horizontal and vertical poor surfaces with geometrics to raise ability limited Council has pegging rate Government State revenue– Council has adopted a multi pronged approach to maintaining the seal integrity of the integrity the seal maintaining to approach multi pronged a adopted Council has new of program a rolling supplemented by Hwy Bruxner the of pavementnorth existing to the south works sealing status Highway to elevated this road to like see Council would Ultimately Council is actively looking for funding partners to assist with the sealing of the road with with of road the the sealing with to assist partners for looking funding actively Council is term medium and the short over of works program an identified Council recognises the economic importance of The Clarence Way particularly with Waywith particularly The Clarence of economic importance the Council recognises timber, the as such ofregion the drivers economic vital the sustaining respect to The of importance the recognises Council industries. livestock and horticultural for between regions connectivity providing and Way tourism community the to Clarence and recreation work Major transportation route for the timber timber the for route transportation Major vehicles heavy 25% industry. Regional road that connects Queensland Queensland connects that road Regional to and Grafton Hwy, the Lindsay Mt via Hwy the Pacific Kyogle Council manages the section of section the Council manages Kyogle Way the from local the Clarence The road is 210.7km long with with 14.8 km long 210.7km is The road unsealed remaining crashes, been 32 have there Since 2012 the fatal) within 1 serious, 21 (10 injuries shire Kyogle by managed section Only rural arterial road servicing approx. approx. servicing road rural arterial Only 2000km The problem The facts as at August 2017 factsThe as at August Council’sstrategy Treatments include;
Clarence WayClarence
CLARENCE WAY SUPPORTING COMMUNITY ACCESS, AGRICULTURE, INDUSTRY AND TOURISM CLARENCE WAY SUPPORTING COMMUNITY ACCESS, AGRICULTURE, INDUSTRY AND TOURISM
a Program - inclusive inclusive -
Minneys Bridge on ClarenceMinneys Bridge Way was closed in all February 2014. to traffic Major impedimentMajor expansion of the to the successfulhighly Balund Grain cartage costs increased cartage Grain soy e.g. beans andIncreased tear wear on transportation in higher operatingresulting costs. Corrections managed Community by Council can only afford $40,000 a year year a $40,000 afford only Council can and section unsealed the maintain to the condition poor the in this is reflected road in. is Increasing use due to congestion on the the on congestion to due use Increasing create moredangerous will Hwy pacific issues. dust visibility serious traffic increasing and Continued accidents A more strategic and all and A strategic more funding Need approach to prioritisation of road sealing road of prioritisation approach to
Industry restricted Industry Global e.g. Foods -
Need substantial funding to initially seal to initially funding Need substantial undertake critical and ’gap’ Km 14.8 the around sections of existing torepairs million $18 Funding for construction of sealed of sealed for construction Funding substandard upgrading and alignments sections; At the current initial sealing rate it will rate it will sealing initial Atcurrent the of balance the 15to seal years over take the road. sealed already this sections time, During degrade. continueto will Kyogle Council erected Council Kyogle style a new ADF inbridge 2016 old timber replace to the funding with thestructure through Australian RenewalGovernments Bridge Program
Expect more accidents more Expect congestion more Expect Expect more serious injuries and and injuries serious more Expect fatalities Community safety ambulance jeopardised, curtailedaccess, fire services , Private forestry access to medical restricted services costsHigher to transport produce in smaller trucks Agro Conclusion What are the limitations?What are the What is the effect? Whateffect? is the
What is the future? What is the Clarence WayClarence
Kyogle Council Leading the WAY Major industry would benefit from increased access to supplies and markets
World first Balund-a program offers offenders ‘a second chance’
Reducing the carnage on our roads Encouraging visitors to our area
but Council urgently requires more funds to ensure the safety of residents
Kyogle Council
BRIDGES SUPPORTING COMMUNITY ACCESS, AGRICULTURE, INDUSTRY AND TOURISM
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26
– State Government rate pegging rate Government State –
Closure – cost effective, politically prob- politically – cost effective, Closure lematic to solution term Load limiting—short transport creates failure, of risks manage and businesses local restricts issues and economy (ex truss steel galvanised, Replace with as low 13 purchased has – CouncilADF) bridges span multi of cost replacement only – culverts a concrete Replace with been has area is small, waterway where mainte- decreases to date, mainstrategy nance costs in concrete and steel new Replace with products new innovative Replace with Wagners fibre reinforced the such as products polymer prestressed contracted Replace with – cost alternative higher bridge concrete lower limited opportunity, – Causeways oflevel service piles, gird- – replace maintenance Major economical ers, etc where house design – cost effective in house cost effective – house design local employment providing design Cost shifting by State Government Government – State by shifting Cost from responsibility State handed bridges 1990s the Council in to Kyogle timber capacity; load in truck Increases higher handling of notbridges capable loads to raise reve- ability limited Council has nue public of the expectations Increased Six timber bridges are closed due todue closed are timber bridges Six damage flood failure or structural Council residents for bridge of one average Australia wide 800 residents every 50 are over bridges timber 70 than More old years increas- limits and load have 40 bridges ing Treatments include;
span span -
167 timber bridges timber 167
house low cost, bridge design ofdesign com- bridge cost, house low - bridges Council recognises the economic im- the Council recognises re- with particularly bridges of portance economic vital the spectsustaining to timber, as the of such region the drivers rec- Council industries and livestock dairy the to bridges of importance the ognises connec- providing and tourism community and recre- work for between regions tivity ation replace- culvert concrete to Timber bridge – per of year 6 a rate at ments happening costs supporting maintenance reduced upgrades capital program replacement bridge A prioritised safe- industry, capacity, bridge based on bus routes management, school risk ty, and solely not drivers economic other and traffic volumes based on In bridge concrete precast and posite steel multi now for and single suitable Every bridge has been assessed and as- and assessed has bridge been Every a signed treatment Timber bridges were built when old when built were Timber bridges plen- species were durable timber growth, thantimber longer lasted – they tiful ago 20 years built only bridges trees cut provided often farmers Local bridge with to assist property from their build ini- to cheap were bridges – building not now tially; Majority of the timber bridges are of simi- bridges of timber the Majority replacement – 1940s) in the (built age lar frame time short over now, required and 154 concrete bridges concrete 154 and Kyogle Council manages a bridge inven- bridge a Council manages Kyogle of bridges; 321 tory been have bridges timber 120 than More steel or culverts concrete with replaced 2004 since bridges and concrete is bridges timber of cost Replacement million $40 than more 50 Kyogle every for bridge There one is
The factsThe 2017 as at June Council’sstrategy The The problem
Kyogle timber bridges BRIDGES SUPPORTING COMMUNITY ACCESS, AGRICULTURE, INDUSTRY AND TOURISM BRIDGES SUPPORTING COMMUNITY ACCESS, AGRICULTURE, INDUSTRY AND TOURISM
Industry restricted Industry Global e.g. Minneys Bridge on ClarenceMinneys Bridge Way was closed in all February 2014. to traffic -
Reduction in maintenance costs would would costs maintenance in Reduction i.e. equiv- year per $300,000 be around /year. bridge one substantial toalent mil- $1 less than afford only Council can of current numbers with lion per year maintain to bridges timber load limits applied load limits be not replaced may Some bridges fail will bridges More be closed will bridges More proach to prioritisation of bridge replace- of bridge prioritisation toproach ment funding Need Agro Agro Foods costs increased cartage Grain soy e.g. beans on Restrictions quarrying Milk tanker access Milk
life timber timber life - inclusive ap- inclusive - of
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bridges over the next 5 years – approx. – years approx. 5 the next over bridges million $30 Need substantial initial funding to re- funding initial Need substantial end 100 at least place At the current replacement rate it will it will rate replacement Atcurrent the timber all to replace 25 years over take bridges have will bridges thismore time During Kyogle Council erected Council Kyogle style a new ADF inbridge 2016 old timber replace to the funding with thestructure through Australi- an Renewal Governments Bridge Program
Expect more load limits load more Expect Expect more bridge failures bridge more Expect closures bridge more Expect all and A strategic more Funding for replacement of timber bridg- timber of for replacement Funding es; Community safety ambu- jeopardised, Minneyslance Bridge), fire access (e.g. services restricted anPrivate forestry is- (already sue at Duck Creek, Lynches etc)Creek, costsHigher to transport cattle in smaller trucks Conclusion What are the limitations?What are the What is the effect? Whateffect? is the
What is the future? What is the Kyogle timber bridges
Kyogle Council bridging the gap A mammoth problem has lead to innovative solutions
Wagners FRP structure Larssons Rd Wagners girders at Gradys Creek Rd
Council designed pre-cast deck units and modular bridge Duck Creek Rd
Bridge to culvert Ellems Rd Council working with Army crews but Council urgently requires more funds to ensure the safety of residents