Route Planning and Impact Assessment Report
Route Planning and Impact Assessment Report
SUNSHINE COAST LIGHT RAIL PROJECT PHASE 2(A) Job number 229104-00
Arup Arup Pty Ltd ABN 18 000 966 165
Level 4, 108 Wickham Street Fortitude Valley QLD 4006 GPO Box 685 Brisbane QLD 4001 Australia
Disclaimer
This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party.
While every care is taken to ensure the accuracy of this data, the Sunshine Coast Council (SCC) and Arup make no representations or warranties about its accuracy, reliability, completeness suitability for any particular purpose. SCC and Arup disclaim all responsibility and all liability (including without limitation, liability in negligence) for all expenses, losses, damages (including indirect or consequential damage) and costs which you might incur as a result of the data being inaccurate or incomplete in any way for any reason. © Arup 2013.
Photographic images indicated as being for information only and are intended to represent general urban design principles and designs.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Contents Page
1 Introduction 1 1.1 Project background 1 1.2 Challenges and opportunities for the Sunshine Coast 2 1.3 The light rail proposition 2 1.4 The purpose of this report 3 1.5 The study area 3 1.6 Study process 4 1.7 Assumptions and limitations 7
2 Background and study area context 8 2.1 The composition of the study area 8 2.2 Historic context – the evolution of the ‘city’ 9 2.3 Landscape and natural environment 11 2.4 Population and lifestyle 12 2.5 City age profile 13 2.6 Economic context 15 2.7 Development intensity and built form 19 2.8 Areas of opportunity 20 2.9 Transport and accessibility 22 2.10 Summary of values and challenges 24
3 City shaping opportunities 25 3.1 Harnessing growth to build a better future 25 3.2 An agenda for sustainable growth 25 3.3 Spatial implications of growth 26 3.4 City shape frameworks 28 3.5 City form scenarios 31 3.6 Scenario comparison 36 3.7 The coastal transit village 37 3.8 Light rail as an agent for urban improvement 39
4 Transport challenges and objectives 42 4.1 The travel market 42 4.2 Transport planning and policy context 47 4.3 Public transport planning initiatives 51 4.4 An integrated transport network 55
5 The benefits of light rail 59 5.1 Doing nothing is ‘not an option’ 61
6 Light rail form and function 66
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
6.1 Approach 66 6.2 Light rail elements 67 6.3 Corridor 67 6.4 Light rail alignment and track 69 6.5 Appraisal of elevated track 70 6.6 Bridges and structures 83 6.7 Road corridor co-location 86 6.8 Rollingstock 95 6.9 Stations 96 6.10 Rail systems 99 6.11 Public utility assessments 101 6.12 Maintenance 104 6.13 Indicative property requirements 107
7 Environmental, social and physical factors 108 7.1 Air quality 109 7.2 Energy and greenhouse gas 109 7.3 Noise and vibration 109 7.4 Visual amenity 112 7.5 Ecology 113 7.6 Flooding and stormwater management 113 7.7 Climate change resilience and vulnerability 114 7.8 Cultural Heritage and Native Title 114 7.9 Social impacts 114 7.10 Preliminary geotechnical assessment 115 7.11 Key considerations for route selection 116
8 Route option development and assessment 117 8.1 Development of the ‘long list’ options 117 8.2 Assessment of the long list of options 117 8.3 Development of the short listed options 119 8.4 Refined assessment of the short listed options 119 8.5 Public transport accessibility assessment 120
9 Maroochydore 121 9.1 Context 121 9.2 Constraints, risks and opportunities 122 9.3 The long list of options: Maroochydore 123 9.4 Shortlisted options: Maroochydore 125
10 Alexandra Headlands to Mooloolaba 127 10.1 Context 127 10.2 Constraints, risks and opportunities 128 10.3 Assessment summary 129
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
11 Mooloolaba Precinct 130 11.1 Context 130 11.2 Opportunities 130 11.3 Consideration of elevated sections 131 11.4 Risks, issues and opportunities for light rail 132 11.5 The long list of options: Mooloolaba 133 11.6 Short listed options: Mooloolaba precinct 137
12 Mooloolah River to Kawana 139 12.1 Context 139 12.2 Assessment summary 140
13 Kawana Precinct 141 13.1 Context 141 13.2 Risks, issues and opportunities 143 13.3 The long list of options: Kawana 143 13.4 Short listed options: Kawana precinct 145
14 Kawana to Currimundi Section 147 14.1 Context 147 14.2 Assessment Summary 148
15 Caloundra 149 15.1 Context 149 15.2 Risks, issues and opportunities 149 15.3 The long list of options: Caloundra 151 15.4 Short listed options: Caloundra 153
16 Route Options Overview 155 16.1 Route options overview 155 16.2 Composite route scenarios 156
17 Early cost estimates 160 17.1 Methodology of cost estimation 160 17.2 Risks 165 17.3 Opportunities to reduce costs 166 17.4 Comparative early cost estimates 167
18 Study summary 168 18.1 The light rail proposition 168 18.2 Shaping the Sunshine Coast 168 18.3 Route options assessment 169 18.4 Recommendations for further investigation 169
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Appendices Appendix A Route Assessments
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Figures Figure 1 Sunshine Coast Light Rail Study Phases 1 Figure 2 Illustrated comparison of light rail capacity compared to current private car occupancy on the Coast 3 Figure 3 The study area precincts and sections 4 Figure 4 The Phase 2a study process 6 Figure 5 Study area composition by land type 8 Figure 6 Areas of Environmental Significance 11 Figure 7 Landscape Character Areas 11 Figure 8 Indicative city transect – from the mountains to the sea 12 Figure 9 Forecast dwelling growth within the study area 13 Figure 10 Queensland and Sunshine Coast age profiles compared 13 Figure 11 Community views about Sunshine Coast suburbs (StreetAdvisor) 14 Figure 12 Regional Economic Development Strategy 17 Figure 13 Cost of housing and living 18 Figure 14 2011 Census data Sunshine Coast Urban Centres and localities– dwelling structures, by number of bedrooms (ABS 2013) 18 Figure 15 Mesh block dwelling counts 2011 Census (ABS) (existing densities) 19 Figure 16 Examples of existing built form 20 Figure 17 Development opportunity assessment 21 Figure 18 Major north - south routes 22 Figure 19 East- west connectivity 22 Figure 20 Current availability of Sunshine Coast travel options 23 Figure 21 Comparative Overview of travel to work modes, ABS 2011 Census 23 Figure 22 Spatial implications of accommodating the 24,000 additional dwellings within the Sunshine Coast Light Rail study area 27 Figure 23 Urban structure opportunities 28 Figure 24 Alternative orientation supports a series of distinctive neighbourhood nodes 31 Figure 25 Artist’s impression: city shape scenarios 32 Figure 26 Artist’s impression illustrating city form scenario – linear city form 33 Figure 27 Assumed mix of development and land required to accommodate the projected 24,000 dwellings within the corridor for a linear city form 33 Figure 28 Artists impression illustrating city form scenario 2 – ‘Bookend’ and major centre growth34 Figure 29 Scenario 2- assumed mix of development to accommodate 24,000 new dwellings 34 Figure 30 Artists impression illustrating city form scenario 3 – Coastal village and major centre focus 35 Figure 31 Scenario 3 coastal village and major centre focus 35 Figure 32 Artists impression - view of hypothetical coastal transit village 37 Figure 33 Beachside village common and ‘people’ street 38 Figure 34 Mixed use node on possible light rail alignment 38 Figure 35 Artist’s impression - view of the Nicklin Way from the inside of a light rail vehicle 39 Figure 36 Nicklin Way roadside environment 2013 40 Figure 37 Artist’s impression - possible future Nicklin Way roadside environment 40
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Figure 38 Artist’s impression – possible future view to the south across Aerodrome Road 40 Figure 39 Artist’s impression – possible future Aerodrome Road roadside environment 41 Figure 40 Artist’s impression – possible future Aerodrome Road, from above 41 Figure 41 Artist’s impression – possible future Aerodrome Road 41 Figure 42 Desire lines- journey to work trips, 2031 44 Figure 43 Desire lines- education trips, 2031 45 Figure 44 Desire lines- all trips, 2031 46 Figure 45 Corridors investigated and prioritised in a Line in the sand 52 Figure 46 Planned or preserved transport corridors within the region 54 Figure 47 Potential for integration with other planned or potential transport modes and corridors 55 Figure 48 Proposed HFP for CoastConnect Corridor 56 Figure 49 Indicative timing of public transport infrastructure on the Sunshine Coast 58 Figure 50 Elevated Chinatown Station, Los Angeles Gold Line (Courtesy Google Maps) 72 Figure 51 Elevated approach structure 73 Figure 52 Elevated transition structure 73 Figure 53 Extent of possible transition structure at Mooloolaba (southern end, elevated option) 74 Figure 54 Typical elevated light rail structure with outriggers 75 Figure 55 Gold Coast Light Rail at-grade track slab 76 Figure 56 Stadtbahn Berlin 76 Figure 57 Cross section- light rail over water 84 Figure 58 Viaduct crossing 84 Figure 59 Gold Coast Light Rail - typical co-location within suburban connector streetscape 87 Figure 60 Examples of ‘Park Streetscapes’ and design responses 88 Figure 61 Examples of ‘High Street’ streetscape environments 89 Figure 62 Examples of ‘Arterial Streetscapes’ and design responses, 4 lanes 90 Figure 63 Examples of ‘Arterial Streetscapes’ and design responses 91 Figure 64 Examples of ‘Suburban Connector’ streetscapes and design responses 92 Figure 65 Examples of ‘Suburban Streetscapes’ and design responses 93 Figure 66 Typical light rail rollingstock 95 Figure 67 Central island platform 97 Figure 68 Trafficable platform stop 97 Figure 69 Single faced side platform 98 Figure 70 Kerb extension platform 98 Figure 71 Single Faced Side Platform 98 Figure 72 Sketch of potential light rail depot layout 105 Figure 73 Environmental constraints overview 108 Figure 74 Federal Transit Administration vibration curves for light rail 112 Figure 75 Route planning and impact assessment process 117 Figure 76 400m and 800m ‘as you walk’ catchments for Light Rail, Maroochydore example 120 Figure 77 Maroochydore precinct 122 Figure 78 Maroochydore precinct: long list options 123 Figure 79 Maroochydore precinct: Shortlisted options 125 Figure 80 Option comparison: Maroochydore shortlisted options 126
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Figure 81 Alexandra Heads to Mooloolaba route 127 Figure 82 Mooloolaba Precinct 132 Figure 83 Mooloolaba Precinct long list options 134 Figure 84 Elevated sections considered for options in the Mooloolaba precinct 136 Figure 85 Mooloolaba precinct: shortlisted options 137 Figure 86 Comparative scoring of the Mooloolaba options 138 Figure 87 Mooloolah River to Kawana section 139 Figure 88 Possible streetscape associated with the Nicklin Way 140 Figure 89 Kawana Precinct 142 Figure 90 Kawana long list of options 144 Figure 91 Shortlisted options: Kawana Precinct 145 Figure 92 Comparative scoring of the Kawana options 146 Figure 93 Kawana to Currimundi section 147 Figure 94 Caloundra Precinct 150 Figure 95 Caloundra long list of options 152 Figure 96 Caloundra shortlisted options 153 Figure 97 Comparative scoring of the Caloundra options 154 Figure 98 Precincts and sections 155 Figure 99 Composite route options 156 Figure 100 Rapid and direct route scenario 157 Figure 101 Distributor service route scenario 158 Figure 102 Hybrid route scenario 159 Figure 103 Impact of route selection on project cost 160 Figure 104 Cost elements that vary with option selection 161 Figure 105 Streetscape types 162 Tables Table 1 Assumptions and limitations for this phase of the study 7 Table 2 City Form Scenarios 31 Table 3 Scenario comparison (hectares and number of developments) 36 Table 4 How light rail could deliver on the Sustainable Transport Strategy Goals 48 Table 5 Public transport planning initiatives potential interaction with light rail 53 Table 6 HFP service opportunities 57 Table 7 Design references 66 Table 8 Light rail function and features 67 Table 9 Average operational speeds appropriate within the study area corridor 68 Table 10 Light rail form adopted for this study 69 Table 11 Comparison of elevated and at-grade alternatives 77 Table 12 Assessment of route options for elevated light rail (images courtesy of Google Maps) 80 Table 13 Structure depths 85 Table 14 Streetscape reconfiguration strategies 94 Table 15 Initial assessment criteria and considerations 118 Table 16 Refined assessment criteria 119
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Table 17 Constraints, risks and opportunities 122 Table 18 Initial long list options, Maroochydore Precinct 124 Table 19 Constraints, risks and opportunities 128 Table 20 Mooloolaba precinct risks, issues and opportunities 132 Table 21 Initial long list options, Mooloolaba Precinct 133 Table 22 Risks, issues and opportunities 143 Table 23 Initial long list options, Kawana Precinct 143 Table 24 Kawana to Currimundi risks, issues and opportunities 148 Table 25 Risk, issues and opportunities 150 Table 26 Initial long list options, Caloundra Precinct 151 Table 27 Cost elements that affect option cost 160 Table 28 Relative break up of cost elements 161 Table 29 Streetscape summary 163 Table 30 Benchmarking against other light rail projects 165 Table 31 Top 10 risks identified 166 Table 32 Comparative cost analysis for proposed options 167
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
HBS Home based shopping and personal business Abbreviations trips AADT Annual Average Daily Traffic HBW Home based work trips ABS Australian Bureau of Statistics HFP High Frequency and Priority AHA Arup Hassell Aurecon IPA Integrated Planning Act AHD Australian Height Datum ISO International Organisation for Standardisation ALS Aerial Laser Survey KPI Key Performance Indicators ARI Average Recurrence Interval LAN Local Area Network ASS Acid Sulphate Soil LOS Level of Service BITRE Bureau of Transport, Infrastructure and MMTC Multi-Model Transport Corridor Regional Economics MUSIC Model for Urban Stormwater Improvement BNR Bus Network Review Conceptualisation CAMCOS Caboolture to Maroochydore Corridor Study NC Act Nature Conservation Act 1992 (Regional Rail Corridor) NDS National Disability Service CBD Central Business District NHB Non-Home Based Travel CCTV Closed Circuit Television OESR Office of Economic and Statistical Research CDIMP Concept Design and Impact Management Plan OHLE Overhead Line Equipment COAG Council of Australian Governments PA Public Address system CPTED Crime Prevention Through Environmental PAC Principal Activity Centre Design PASS Potential Acid Sulphate Soils CSEQ Connecting South East Queensland PSC Prestressed spun concrete CSP Corrugated steel pipe QAS Queensland Ambulance Service DBYD Dial Before You Dig QFRS Queensland Fire and Rescue Service DC Direct Current QIP Queensland Infrastructure Plan DCDB Digital Cadastral Database QPS Queensland Police Service DDA Disability Discrimination Act (1992) QT Queensland Transport (now TMR) DEHP Department of Environment and Heritage QTIPS Queensland Transport Interest in Planning Protection Schemes DEM Digital Elevation Model QUDM Queensland Urban Drainage Manual DIP Department of Infrastructure and Planning R Radius (now DSDIP) RCBC Reinforced Concrete Box Culverts DMR Department of Main Roads (now TMR) RCP Reinforced Concrete Pipe DNRW Department of Natural Resource and Water RL Reduced Level DoT Department of Transport, Victoria ROW Right of Way DSAPT Disability Standards for Accessible Public RSS Reinforced Soil Structure Transport SCLR Sunshine Coast Light Rail DSDIP Department of State Development SCC Sunshine Coast Council Infrastructure and Planning SCTFM Sunshine Coast Travel Forecasting Model DTM Digital Terrain Model SCUH Sunshine Coast University Hospital DTMR Department of Transport and Main Roads SEQ South East Queensland DWS Deck Wearing Surface SEQIP South East Queensland Infrastructure Plan EIS Environmental Impact Statement SEQRP South East Queensland Regional Plan EMP Environmental Management Plan SD Safe Design (Safety in Design) EMR Environmental Management Register SIDRA Signalised & Un-signalised Intersection Design EPA Environmental Protection Act (1994) & Research Aid EPBC Act Environment Protection and Biodiversity SPP State Planning Policy Conservation Act 1999 TCE Target Cost Estimate FSL Finished Surface Level TGSI Tactile Ground Surface Indicators GCLR Gold Coast Light Rail TMR Transport and Main Roads GFA Gross Floor Area TOD Transit Orientated Development GRP Gross Regional Product TOR Top Of Rail Ha Hectares VMA Vegetation Management Act 1999 HBE Home based education trips WSUD Water Sensitive Urban Design HBO Home based childcare and other trips HBR Home based social and recreation trips
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
1 Introduction
1.1 Project background In early 2012 the Sunshine Coast Council (SCC), in conjunction with the Light Rail Taskforce began to investigate the feasibility of developing a light rail transport network for the Sunshine Coast. Light rail was identified as a desirable future mode of transport, due to its potential to generate social, economic and transport benefits within the study area, and across the wider Sunshine Coast region. The first phase of SCC’s investigations resulted in the publication of ‘A Line in the sand: the Sunshine Coast Light Rail Project Prefeasibility and Rapid Economic Assessment Appraisal Report’ (Version 4.2 August 2012); henceforth referred to as ‘A line in the sand’. Outcomes from this initial phase of investigation identified a priority corridor from Maroochydore to Kawana (stage 1) and Kawana to Caloundra (stage 2), and the following three transport modes for further consideration: The reference case - light rail at-grade A hybrid option for light rail with some sections elevated to improve running speeds A bus rapid transit option if it can be demonstrated it has the potential to meet the longer term requirements for public transport patronage. The study phases defined by the SCC Light Rail Project Team are outlined in Figure 1.
Figure 1 Sunshine Coast Light Rail Study Phases The second phase of the study builds upon the work undertaken by SCC and the Light Rail Taskforce in Phase 1. Whilst this phase of the study (defined as Phase 2a) focuses on light rail (at-grade and hybrid options) the corridors and alignments considered do not preclude consideration of bus rapid transit. Patronage forecasts and operational modelling will be conducted in subsequent study phases, to inform further assessment of the relative merits of light rail and bus rapid transit. Ultimately, all Phase 2 investigations (2a, 2b and 2c) will inform the preparation of a business case evaluating the feasibility of a light rail system for the Sunshine Coast.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
1.2 Challenges and opportunities for the Sunshine Coast The Sunshine Coast is one of Australia’s most rapidly changing regions. The underlying structure and identity of the region reflects its heritage as a loose network of coastal and farming townships. Over the last 200 years, the region has transformed, and is recognised as one of Australia’s largest regional cities, and is included in Infrastructure Australia’s State of Australian Cities analysis and reporting. Changing travel patterns have been a major influence on the shape of the city. The rise of private car based travel from the 1950’s, combined with ongoing investment in major road infrastructure, has driven suburban expansion and a vehicle oriented urban structure. Over the next 20 years, the Sunshine Coast is expected to accommodate an additional 178,000 persons accounting for approximately 15% of population growth across South East Queensland (SEQ) (178,000 of 1.22 million persons). This equates to an annual growth rate of roughly 9,000 persons per year with the total population reaching around 500,000 by 2031, reflecting an increase of approximately 60% on current population of the Sunshine Coast region1. This forecast growth presents both opportunities and challenges for the Sunshine Coast. To effectively manage growth, the planning framework must be supported by a robust infrastructure plan that enables the implementation of requisite transport and service infrastructure, when it is required. Therefore as the region’s growth continues, decisions about transport infrastructure investment priorities become critical. The Sunshine Coast Council has declared it is time to ‘draw a line in the sand’ and in accordance with its Sustainable Transport Strategy, has defined the focus for public transport planning within the region. The Sustainable Transport Strategy recognises the current level of car dependency is unsustainable, and likely to lead to significant adverse effects on the region’s environment, social fabric, and resource use. “In 2031 the Sunshine Coast is recognised as Australia’s most sustainable region, which fosters the protection and enhancement of our natural environment, meets the social, health and learning needs of the community and facilitates prosperity for our economy and local businesses. Our community is supported by a sustainable, highly efficient, integrated and safe public transport system. This innovative transport system is embraced by the community and has changed travel patterns to reduce car dependency. It enhances quality of life and contributes to the sustainability of the region.” Sunshine Coast Council Sustainable Transport Strategy 2011-2031 Good quality, convenient and efficient transport connections, combined with the consolidation of key centres such as Maroochydore and Caloundra and the development of the new centre at Kawana will form the building blocks for efficient growth management, enabling the Sunshine Coast to continue to evolve as a great place to live, and to do business.
1.3 The light rail proposition Modern light rail systems include electrically powered trains or trams that run on a track, within a dedicated corridor or in a shared corridor with general traffic. Light rail systems can include tunnel or elevated sections where at-grade alignments are not feasible due to surrounding land uses or other spatial constraints. Light rail systems generally perform a rapid transit function in the transport network, providing journey time benefits over competing modes. Whilst light rail often provides rapid transit function between activity centres it can also provide a distributor function within a city centre, providing closer stop spacing and getting people closer to their destinations than traditional heavy rail transport systems. Light rail can also be designed to integrate with the other modes such as bus, heavy rail and is considered pedestrian friendly.
1 Based on a review of 2011 Census data and SEQRP forecasts
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Figure 2 Illustrated comparison of light rail capacity compared to current private car occupancy on the Coast 1.4 The purpose of this report This report focuses on the corridor identified in A line in the sand between Maroochydore and Caloundra. It evaluates a number of route options, examines the need for an integrated public transit system, and examines the benefits light rail could deliver. The city shaping potential of light rail and its influence as a catalyst for urban renewal and stimulation of activity across the study area is explored in this study. Key topics include what constitutes sustainable urban growth for the Sunshine Coast, and what forms of urban development and settlement patterns could best complement the existing coastal character and lifestyle values of the region. The report also provides the basis for the Sunshine Coast Council to commence engagement with the Sunshine Coast community around route options and urban development opportunities. Whilst this report does not identify a preferred route, it provides a comparative analysis of the impacts and benefits associated with various route options, which can be further assessed in subsequent phases. The potential for property impacts has been considered in this assessment; however community feedback, further transport analysis, and subsequent design will be key inputs to refine property requirements. Future operational modelling of the light rail and its interface with the surrounding road network will define the optimal transport operating conditions for all modes (light rail, cars, buses, cyclists and pedestrians). This analysis would consider capacity and safety requirements of the light rail corridor, and the surrounding road network, in turn informing intersection design, lane requirements, car parking requirements and lane widths. Therefore the property impacts associated with the potential route options documented in this assessment are based on early information, and are expected to be rationalised through future design. Whilst the focus of this report is on light rail, the identified route options do not preclude consideration of a bus rapid transit mode option. Detailed transport systems modelling undertaken in subsequent stages of investigation are expected to compare the relative advantages of light rail and bus rapid transit. In summary, this report provides a level of detail appropriate to this stage of feasibility analysis and includes: Identification of potential route options Consideration of elevated sections of light rail Preliminary impact assessment and management of route options Evaluation of potential route options based on existing and potential population and employment catchments Identification of environmental management including design principles for consideration in future stages of design and evaluation Consideration of the potential future urban form and character as a result of light rail implementation. Early cost estimates for implementation of the light rail. 1.5 The study area A study area corridor from Maroochydore to Caloundra (Stage 1 and 2) was identified in Phase 1 as the highest priority corridor for public transport improvement on the Sunshine Coast. The 25.0km long study area corridor extends approximately 1.2 – 3.0 km inland from the coastline. Four precincts and three connecting sections have been defined along the Maroochydore to Caloundra study area, to enable the identification and evaluation of route options on a locality by locality basis. Within each of the four precincts multiple route options and sub-options have been identified and assessed. These precincts and connecting sections are shown in Figure 3 and include: Precinct: Maroochydore Section: Alexandra Heads to Mooloolaba Precinct: Mooloolaba
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Section: Mooloolah River to Kawana Precinct: Kawana Section: Kawana to Currimundi Precinct: Caloundra.
Figure 3 The study area precincts and sections
1.6 Study process The following activities were undertaken as part of the Phase 2a study:
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Light rail route engineering (‘optioneering’) and identification of depot requirements (refer Chapter 6). Appraisal of the potential for elevated sections at appropriate locations (refer Chapter 6 and Chapter 11). Identification of indicative property requirements of options (refer Chapter 6), noting the significant opportunity for refinements in future phases of design development, in response to transport demand and traffic constraints. Preliminary geotechnical review (refer Chapter 6, 7). Initial public utility impact assessments (refer Chapter 6). Construction risk assessment (refer Chapter 6). Early costs estimates (refer Chapter 17). Urban design options (refer Chapter 3). Route option assessments (refer Chapters 9 to 15 and Appendix A for details). General comparison of the alignment options based on density and employment (refer Chapter 4). Preliminary assessment of noise and vibration impact potential, flooding and stormwater management and visual impacts (refer Chapter 7, and Chapters 9 to 15 and Appendix A). The options assessment process for this study involved a two-step assessment process. 1. The first step ruled out options with a “fatal flaw” i.e. those that could have some viability from a transport purpose perspective, but a very low likelihood of implementation due to their degree of impact, cost scale, delivery on project objectives, environmental impacts or community acceptance. 2. The second step assessment describes the comparative performance of route options around a series of themes, to enable the project team to identify and describe the key differentiators between options. This process has been based on both qualitative and quantitative measures. The route option assessment process adopted for this study is outlined in Figure 4 and described in further detail in Chapter 8. ‘Early cost estimates’ have informed the comparative assessment of route options. Consideration of potential future urban form was also considered in the evaluation of short listed options. These aspects are explored in Chapter 3. Visual simulations were prepared in support of the route planning and impact assessment process, to illustrate the potential for urban uplift in areas around possible stations and stops. City shape visioning was undertaken for two key localities: A hybrid ‘Kawana to the shore’ snapshot (refer Chapter 3, Figure 32) An illustrative ‘Nicklin Way’ (refer Chapter 3, Figure 37). The evaluation of short listed options, combined with the impact and management considerations, has resulted in the identification of feasible options. These feasible options can be taken forward for operational traffic analysis, community engagement and further design refinement, to support business case preparation.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Figure 4 The Phase 2a study process
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
1.7 Assumptions and limitations This report brings together inputs produced by a collaborative team including Arup, Hassell and Aurecon. Some assumptions and limitations have determined the scope and breadth of this study. These assumptions are considered appropriate for a project at this stage of feasibility assessment.
Table 1 Assumptions and limitations for this phase of the study Aspect Comment
No operational or An assessment of the potential travel market was undertaken using available data and analysis. patronage modelling Council’s SCTFM model was not capable at the time of report preparation of assessing the was undertaken as impacts of mode split and was limited in its ability to assess peak period travel characteristics. part of this study. Council are in the process of updating their model to include this functionality and this is expected to inform future phases. Early cost estimates The early cost estimates have been prepared to a +/-40% accuracy, with a P902 contingency. The costs discussed in this report are based on a number of key assumptions. These are further discussed in Chapter 17. Engineering design The assessment of route options assumes central median running, however this is likely to be refined once a preferred route is selected in future stages of the study. Other design drivers and assumptions are detailed in Chapter 6. Locations and types Interchange stations have been identified at the key precinct locations where future interchange of stations and stops with regional transport links (e.g. CAMCOS/MMTC) could occur. The assessment assumes light rail stations within the precincts identified at Maroochydore, Kawana and Caloundra, and an interchange stop at Mooloolaba, near the commercial centre. All other possible light rail stop locations across the study area would offer district or local functions for commercial/business and residential catchments supported by feeder services. For the purpose of transport analysis, in between stations have been assumed consistent with those proposed in the CoastConnect study. The assessment has also considered how light rail would integrate with proposed high- frequency bus corridors. Identification of preferred locations and layouts for stations and stops will be considered in future stages of the study. Commercial The concept of value capture (identification and evaluation of benefits accrued to the local, investigations regional and other economies resulting from the delivery of public infrastructure) is currently being explored by the Sunshine Coast Council as part of commercial investigations associated with the light rail feasibility study, and has informed some aspects of the urban renewal propositions. Maintaining road Where a light rail corridor option has the potential to impact on road network capacity, car capacity parking or intersections, the study team has identified where property acquisition would likely be required to maintain existing road capacity (e.g. due to geometric space constraints) or where there is opportunity to rationalise (e.g. option to surrender parking). In some cases it may be appropriate to ‘sacrifice’ road capacity in favour of light rail, however these future design decisions would be made based on community feedback, transport modelling and traffic analysis, council planning instruction and government stakeholder direction. Further evaluation of the trade-off between road capacity and light rail operations is recommended for consideration in future stages. Noise impact A high level noise assessment has been carried out and described in Chapter 7, to inform assessment comparison between options and identify areas where specific mitigation or management may be required. This assessment is based on the route alignments and an assumed light rail service frequency, and does not account for road traffic volumes. More detailed analysis will be required in future stages to allow for identification of requirements and development of noise treatments, if and where required. Property impacts Property impacts identified in this assessment are indicative only, and have been identified to inform the route evaluation process, based on early design. Feedback from the community, traffic modelling, operational analysis and further design will be required to rationalise the property impacts identified in this study.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
2 Background and study area context
This chapter provides an overview of the features and factors that have influenced the existing character and urban form of the Sunshine Coast region. The challenges associated with forecast population growth, the region’s desirability as a lifestyle and tourist destination, affordability and transport demand are also discussed in this chapter. This provides context to the city shaping opportunities explored in Chapter 3.
2.1 The composition of the study area The 25km long study area extends 1.2 – 3 km inland from the beach and includes approximately 4,900 hectares of the most urbanised land on the Sunshine Coast. The breakdown of land in the study area is relatively typical when compared to other Australian cities, with exception of a higher than average extent of waterways, due to its rivers, creeks and canals. The relatively typical proportion of non-developable land means that around 50% of the study area already accommodates, or is capable of accommodating, development equating to approximately 2,400 hectares of land, which includes land already developed for urban purposes. illustrates this breakdown of land within the study area, which is indicated by a hatched boundary. An assessment of the development potential of this land is discussed in section 3.5.1.
Figure 5 Study area composition by land type
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
2.2 Historic context – the evolution of the ‘city’ The Sunshine Coast is one of Australia’s most rapidly changing regions. The underlying structure and identity of the region reflects its heritage as a loose network of coastal and farming townships. The area has transformed over the past 2003,4 years, and is now recognised as one of Australia’s largest regional cities.
Caloundra 1900 Bulcock Estate 1917 Mooloolaba 1923 Currimundi 1950 Caloundra – Pt Cartwright 1953
First inhabitants 1850s, 60s, 70s 1880s 1820s: Arrival of the first white Early 1850s: Timber and cattle Fertile inland soils allowed a inhabitants- three castaways who exploitation of the area diverse farming and dairy industry shared the life of the Kabi Kabi 1860: the Bunya Bunya Reserve to prosper Aborigines for eight months was scrapped 1884: Pettigrew transferred his 1830s to 1840s: Settlement of 1862: Caloundra settled by timber industry to Maroochydore numerous escaped convicts from European sheep farmers Caloundra developed its the Moreton Bay penal colony in 1864: First land sale, 330 acres reputation as a seaside resort Brisbane sold to William Pettigrew to keep 1885: first hotel built on Shelley bullocks for use in the timber Beach 1840s industry 1842: Maroochydore named by 1890s Cedar shipped as far as Europe Andrew Petrie Diverse small farming (fruit and Creeks and rivers used to float Bunya Proclamation proposed by dairy) replaced the cattle and timber to port Governor George Gipps timber economy of earlier preventing settlement, ranching Timber ports and jetties sprang up decades. and forestry in Bunya country to becoming many of the Small hamlets and towns (much of the Maroochy district) Sunshine Coast’s towns emerged. Timber hauling tracks became 1891: The North Coast railway many of the region’s roads opened 1864: Timber depot and wharf Yandina river transport founded at Mooloolaba by William deteriorated over the next decade Pettrigrew, dominating the timber industry Little development occurred in the coastal areas 1867: Gympie Gold Rush stimulated traffic between Thriving railway towns emerged at Brisbane and the North Coast Beerwah, Landsborough, along Gympie Road Woombye and Yandina 1870 to 1884: Mooloolah Heads became the gateway to the Maroochy district (to be renamed later as Mooloolaba)
3 Picture Australia, Retrieved May 2013, from http://trove.nla.gov.au/general/australian-pictures-in-trove 4 Sunshine Coast history pages: http://www.sunshinecoast.qld.gov.au/library/sitePage.cfm?code=history-by-locality Picture Sunshine Coast: https://sunshinecoast.spydus.com/cgi-bin/spydus.exe/MSGTRN/PIC/BSEARCH
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As growth continues, the region faces decisions about whether to increase its investment in the road network to keep pace with congestion, or to diversify the transport network and establish higher capacity modes to complement the existing car based transport network.
Maroochy Sands, 1969 Pt Cartwright 1973 Moffat 1981 Cotton Tree 1985 Caloundra 2008
1900-20 1940s and 50s 1980s 1903: Maroochydore area Post war tourism saw the Decline in wholesale prices put purchased by Thomas O’Connor Sunshine Coast grow into a sugar cane and pineapple farms for subdivision favoured holiday and surfing under pressure destination 1908: First land sale held and Increased demand for industry Maroochydore developed as a Townships like Mooloolaba and housing land convinced seaside resort offered cheap seaside building many farmers to sell 1912: First hotel opened in blocks Maroochydore 1990s All three Sunshine Coast towns 1915: Agricultural land at Potts more accessible by motor car Rapid population growth Point subdivided and sold as from railway stations throughout the Sunshine Coast ocean front allotments 1959: Breakthrough construction Increasing residential 11917: Boat and tram service of the Coastal road from development in the region operated to Nambour Maroochydore to Noosa (David replaced farming By 1919: Mooloolah Heads Low Way) Retail, catering and tourism industry included fishing and fruit gained increased importance growing 1960s and 70s 1990: duplication of the Bruce Private motor cars gained Rapid car based access drove a Highway driven by larger scale popularity, making previously development boom, further urbanisation isolated fringe areas accessible expanding the Sunshine Coast’s popularity 1990: opening of the Sunshine 1920s Motorway, to Pacific Paradise5 1920s: Alexandra Headland Larger canal estates developed st developed with seaside cottages at Mooloolah River mouth 21 Century Caloundra became better situated Beachfront high-rise holiday Farming threatened along the with a road from Landsborough apartments developed central strip of the Coast railway station Sunshine Coast began attracting Expansion of industrial sites, 1921: First sale of allotments held alternative lifestyle seekers housing estates and for Mooloolaba Craft industries, co-operatives warehousing estates 1923 to 28: First fully integrated and spiritual centres developed resort complex built at Alexandra in the hinterlands Headlands 1972: Bruce Highway completed, Coastal roads and transport supporting suburban expansion services upgraded as the area became a residential and holiday Urbanization gathered pace location Holiday cottages and houses dotted the river and spit with boat hire and fishing
5 Road Photos & Information: Queensland Sunshine Motorway, Emu Mountain Road & Walter Hay Drive (State Route 70) Retrieved July 2013 from http://expressway.paulrands.com/gallery/roads/qld/numbered/stateroutes/sr70/index.html
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2.3 Landscape and natural environment
Environmental significance Urban growth on the Sunshine Coast has responded to the region’s distinctive physical environment with development taking shape around the areas river systems and ridgelines. The river systems and their associated lower lying lands have resulted in wide remnant green corridors that connect the hinterland to the coast, as illustrated in Figure 6. These systems have played a significant role in the evolution of the area, and have defined the staging and extent of urban growth, particularly between Mooloolaba and Caloundra. While the natural landscape within the urban area has been heavily modified, there remain areas with significant environmental value. Generally concentrated along waterways, the coast and low lying areas, significant species and habitat areas are well documented and will continue to define the evolution of the area. Figure 6 Areas of Environmental Significance
Landscape character areas The Sunshine Coast landscape is defined by five distinct north/south zones each with unique features and landscape character, as illustrated in Figure 7. The western foothills of the Blackall Range The hinterland and railway townships The lower lying alluvial and productive lands through which the Bruce Highway passes The coastal suburban fringe The more intensively developed coastal zone
Figure 7 Landscape Character Areas
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The Sunshine Coast is recognised as one of Australia’s most distinctive coastal settlements, offering a sub-tropical climate and natural assets that promote a relaxed and healthy lifestyle. The beach is a defining element in the region’s identity. The hinterland’s mountain ranges, National Parks and environmental reserves frame the coastal plains, providing scenic amenity and opportunities for rural living and outdoor recreation for both residents and visitors. An indicative cross section of these landscape elements is shown in Figure 8. A potentially undervalued asset is the extensive network of natural and urban waterways that support a range of recreational activities.
Figure 8 Indicative city transect – from the mountains to the sea These environmental and landscape values have significantly influenced the urban form, transport network, and lifestyle values that attract residents and visitors to the region. The challenge for the Sunshine Coast region is to protect and maintain these assets, whilst accommodating population growth and urban evolution. The potential for light rail to encourage urban renewal and support a shift to a higher uptake of ‘infill development’ is examined in Chapter 3. This can in turn enable more residents to enjoy the benefits of living amongst these ‘natural assets’.
2.4 Population and lifestyle 2.4.1 Future population growth projections Over the next 20 years, the Sunshine Coast is expected to accommodate an additional 178,000 persons accounting for approximately 15% of population growth across South East Queensland (SEQ) (178,000 of 1.22 million persons). This equates to an annual growth rate of approximately 9,000 persons per year with the total population reaching levels of around 500,000 by 2031, reflecting an increase of approximately 60% on the current population figures of Sunshine Coast region. 2.4.2 Accommodating future growth The South East Queensland Regional Plan (SEQRP) establishes dwelling targets for local government areas throughout South East Queensland in order to manage growth pressure across the region. The quantum of development nominated for the Sunshine Coast is equivalent to 86,000 new dwellings through until 2031. A fundamental objective for the planning framework is to protect the character and natural amenity of the region, while harnessing growth to pursue higher quality urban development, a stronger regional economy and to support more sustainable, transit orientated development. The SEQRP also establishes a dwelling target split for infill and greenfield development. The plan establishes a target for 37% of future growth to be infill development within existing urban areas, with ‘greenfield’ development permitted in the urban footprint, as defined by the SEQRP. Chapter 3 examines the implications of forecast growth on city form, particularly within the study area corridor in response to the light rail proposition. It also explores possible scenarios for accommodating forecast growth within the study area corridor.
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Figure 9 Forecast dwelling growth within the study area
2.5 City age profile The 2011 ABS Census data shows the Sunshine Coast population is made up of a higher proportion of young and old compared to the rest of Queensland, with nearly half over the age of 45. As shown in Figure 10, compared to the rest of Queensland, there is a significant drop off in the age groups of 15 – 35. Employment, education and lifestyle opportunities are often cited as reasons for the absence of this age group. Conversely, the Sunshine Coast offers an attractive lifestyle for those approaching retirement or who have retired.
Figure 10 Queensland and Sunshine Coast age profiles compared Addressing these known employment, education and lifestyle gaps may help to reverse outflow of residents between school leaving age and people in their mid-thirties. Key opportunities also exist to widen the appeal of the Sunshine Coast to new demographics, which could in turn help attract new types of businesses. The potential for light rail to encourage and support these opportunities is further discussed in Chapter 3. The demographic profile of potential light rail users is discussed in Chapter 4.
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2.5.1 Lifestyle indicators The Sunshine Coast is renowned for its relaxed coastal lifestyle and scenic amenity. These are critical attractors that have underpinned the last century of the region’s growth, and will continue to drive growth into the future. While limited empirical evidence is available that documents the liveability of the Sunshine Coast, some insight can be gained by accessing ‘crowd sourced’ online resources. Street Advisor collates community views about the best suburbs - what they are known for, and where they fall short of expectations. Analysis of the results for the top 20 suburbs on the Sunshine Coast6 indicate a number of characteristics these suburbs are considered to be ‘Great for’ (in order of priority), and represented in Figure 11: 1. Clean and green 2. Safe and sound 3. Peace and quiet 4. Neighbourly spirit 5. Internet access.
Figure 11 Community views about Sunshine Coast suburbs (StreetAdvisor) Conversely, the results indicate a number of characteristics that the top 20 suburbs are considered to be ‘Not great for’, including (in order of priority): 1. Night life 2. Shopping options 3. Cost of living 4. Child Care 5. Eating out. The city shaping opportunities that may contribute to positive reinforcement of these coastal lifestyle values are discussed in Chapter 3.
6 Retrieved 22 April 2013, www.streetadvisor.com.au
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2.6 Economic context 2.6.1 The regional economy Positioning the Sunshine Coast to strengthen its regional economy is a critical planning and economic development objective. Whilst historically the economic base for the region has three main pillars of activity including tourism, construction and retail, the healthcare and social assistance sector has grown significantly in the 2011 to 2011 period, now representing 22.1% of employment in the region8. The past four years have revealed the vulnerability of the Sunshine Coast economy to external pressures and reliance on population and visitor-driven industries. Other challenges have included: Lower demand and consumer confidence The availability and cost of finance The high concentration of part-time and casual workers (39%) The region’s limited economic base The need for alternative high-value employment opportunities for young people seeking work outside the core industries. The Council has developed the Draft Sunshine Coast Economic Development Strategy 2013-2033 to build a more resilient economic base and develop a prosperous, high value economy. It is intended to strengthen and extend traditional industries while enabling the region to be an active participant in the global community. The vision for the new economy will be achieved through the following three principles: Expanding the core: The Sunshine Coast will strengthen and extend the traditional construction, retail and tourism industries by securing the region’s infrastructure priorities and significantly enhancing the region’s attractiveness to investors. The region will attract a greater number of larger organisations - enhancing career opportunities and the foundations of the economy. The region will place a high value on entrepreneurship, talent and creativity, technology and innovative business practice. Increased access to worthwhile education and employment opportunities will be realised. Seizing new opportunities: The Sunshine Coast will exploit opportunities to secure investment to build high value industries; health and well-being; education and research; knowledge industries and professional services; tourism, sport and leisure; agribusiness; aviation and aerospace; and clean technologies. Changing the game: The region will be recognised widely - not only for its natural beauty - but also as one of Australia’s most successful investment locations and its ability to harness new ideas and technologies to generate new opportunities. The region’s success will be based on its responsiveness to national and global markets - to strengthen the tourism, retail and construction industries and grow new opportunities in education and research services. The following objectives aim to achieve a more outwardly-focused, employment-generating and market responsive economy: Transitioning the economy from a reliance on population-driven industries to a broader and higher- value industry base. Moving from being recognised primarily as a lifestyle and tourism destination to one that affords a competitive investment edge. Changing from a predominantly small business base to a stronger mix of small, medium and large businesses. Shifting from reliance on low-value adding employment opportunities to increased, high value employment options and pathways. Shifting the focus on internal servicing of local markets to being responsive to the demands of national and international markets and connections - in particular, seizing the opportunities arising from the Asian Century9.
8 State of Australian Cities 2013- Sunshine Coast 9 Page 4 Sunshine Coast Economic Development Strategy ‘The Asian Century is a term used to describe the belief that, if certain demographic and economic trends continue, the 21st century will be dominated by Asian politics and culture’.
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The Economic Development Policy also outlines the following relevant strategies to strengthen the local economic and business environment: Leadership, collaboration and identity: Strong economic leadership by business, industry and government that embraces collaboration, agility and a determination to succeed will create a recognised and competitive regional identity. Delivery of a new light rail system on the Sunshine Coast will require secured investment and strong alignment between stakeholders. Capital investment: Large scale investment in the essential regional infrastructure is needed to support growth and competitiveness and sustain the local community. Five key catalyst priority projects have been identified for implementation including the: Sunshine Coast University Hospital and Health and Medical Precinct Sunshine Coast Airport expansion Maroochydore CBD development University of the Sunshine Coast expansion Caboolture to the Sunshine Coast Bruce Highway upgrade. These key infrastructure projects combined with the light rail project will have transformative effects on business, employment and investment growth to support industry expansion and meet future population needs. High value industries: Significant opportunities exist for business or industry expansion, high- value employment, investment and economic return for the region and are likely to generate much of the transition from a consumption-oriented economy to a demand-responsive economy. Light rail offers opportunities to advance the following high-value industries by encouraging the development of specialised activity clusters connected by public transport to create a polycentric city form: Health and wellbeing Education and research Tourism and leisure Knowledge industries and professional services Clean technologies Traditional industries. Investment in talent and skills: A skilled workforce is essential to transition to a new economy, attract capital investment and grow specialised industries. A light rail system that provides connectivity between employment and education centres when combined with an integrated regional education and training system can attract and retain skilled workers to support the growth of a diversified and resilient economy.
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Figure 12 Regional Economic Development Strategy (adapted from Draft Sunshine Coast Planning Scheme Strategic Framework) with an indicative alignment for light rail)
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2.6.2 Housing Affordability The Sunshine Coast was identified as one of the least affordable cities in a seven nation study, ranking third least affordable in Australia, and eighth least affordable metropolitan centre of the seven nations surveyed (Demographia, 201010), as illustrated in Figure 13. The 2013 study update shows the Sunshine Coast maintaining this ranking. Housing affordability pressures are most prominent in the high amenity coastal corridor which contains ocean views and access to local amenities reducing the affordability of established low rise housing. A key issue for the Sunshine Coast is how it can better align housing needs, affordability, supply and demand. Although a mix of housing exists, there is a predominance of three and four bedroom detached dwellings illustrated in Figure 14. In order to meet the needs of the local population, and assist retention or attraction of the 17-39 demographic group, a variety of housing types is needed to boost affordability. Key opportunities exist to encourage an appropriate range, mix and distribution of densities within the corridor. Infill housing offers particular opportunities to reduce the overall cost of living and car reliance associated with traditional Greenfield and urban fringe housing options, providing advantages for lower income households, the elderly and people with mobility constraints. The ability to achieve a range of affordable housing typologies can occur independently to the value adding opportunity for existing real estate in the corridor.
Figure 13 Cost of housing and living
Figure 14 2011 Census data Sunshine Coast Urban Centres and localities– dwelling structures, by number of bedrooms (ABS 2013)
10 The Demographia study utilises the ‘median multiplier’ to evaluate affordability, which is the median house price divided by gross before tax annual median household income).
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2.7 Development intensity and built form A review of existing built form and the corresponding census dwelling counts, highlight a range of different building types, heights and densities throughout the corridor. Densities are generally within the 10 to 20 dwellings per hectare range, with concentrations of higher density development along the coast and in major centres. Densities are illustrated in Figure 15 and Figure 16. The typical forms of development include: Low density ‘detached’ dwellings (77%) Low rise ‘semi-detached’ walk up residential (10%) Medium rise ‘attached’ tourist towers (12%). Examples of these development forms are shown in Figure 16. Attached housing and higher rise development up to 15 storeys exist at either end of the corridor in Maroochydore, Cotton Tree, Mooloolaba and Caloundra. Building heights outside these areas are generally limited to five storeys with some outlying examples, such as the high rise towers at Point Cartwright. Existing attached and multi-unit forms of development also rely on proximity to natural and urban amenities in order to boost attractiveness and compete with detached housing alternatives. A mix of infill development types should be pursued in order to conserve and complement as much of the existing urban fabric as possible, and be supported by high quality public transport
Figure 15 Mesh block dwelling counts 2011 Census (ABS) (existing densities)
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Figure 16 Examples of existing built form
2.8 Areas of opportunity An analysis was undertaken by the Sunshine Coast Council’s spatial information system team to identify areas of lower constraint for future development. The assessment considered: Sites with strata title units Local, State and Commonwealth heritage Areas with diverse ownership patterns and small land parcels Areas with recent development activity Existing tall buildings.
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As shown in Figure 5, approximately 2400ha of ‘developable land’ was identified in the 4,900ha study area corridor (i.e. land that was not road and infrastructure, waterways, community facilities or open space and parks). Over 900ha of land within this study corridor was considered to present lower levels of development constraint (‘low’ or ‘some’ constraint). An analysis of the findings indicates a number of areas of opportunity, as illustrated in Figure 17. Significant areas of under developed land exist at Kawana, Bokarina and Maroochydore. These areas are largely already identified for future development. Clusters of lower constraint sites are evident along Aerodrome Road, some areas of Brisbane Road and Nicklin Way.
Figure 17 Development opportunity assessment
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2.9 Transport and accessibility 2.9.1 The existing road network
Major north – south routes
The Bruce Highway and Nicklin Way/Sunshine Motorway form the major priority routes for the Sunshine Coast. Regionally the Sunshine Coast is serviced predominately by road infrastructure, providing key north-south corridors, as shown on Figure 18, including: The Bruce Highway – located to the west of the study area The Sunshine Motorway, located in the north of the study area Caloundra Road located in the south of the study area Nicklin Way linking Caloundra in the Potential south and Mooloolaba in the north future links Kawana Way connecting the Sunshine Motorway to Kawana.
Figure 18 Major north - south routes
East – west connections
Access across the study area is limited with 19 east west linkages, four of which perform a regional function (shown in Figure 19). 1.2km intervals combined with natural constraints limit movement and access between the western residential catchment and the coast.
Figure 19 East- west connectivity
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2.9.2 Existing travel patterns Existing travel patterns on the Sunshine Coast demonstrate high levels of car dependency with 86% of personal trips in private vehicles and only 3.6% by public transport (Connecting SEQ), illustrated graphically in Figure 20. The trend for private vehicle use is even more pronounced for journeys to work, with 93% of trips by motor vehicle and less than 2% by public transport, shown in Figure 21. Limited provision for walking and cycling, and lower frequency public transport services, reduce the attractiveness of those modes. The level of car reliance is further highlighted as more than half of the households in the region have two or more cars (54%, OESR). “Most of our main cities are now at the size where it is simply impossible to rely solely on private motor vehicles for commuting journeys.” Getting the fundamentals right for Australia’s infrastructure priorities (pp. 18)
Figure 20 Current availability of Sunshine Coast travel options
Figure 21 Comparative Overview of travel to work modes, ABS 2011 Census 2.9.3 The existing bus network The current Sunshine Coast TransLink bus network focuses around the key centres of Maroochydore, Kawana (Kawana Shoppingworld), and Caloundra. According to the South East Queensland Bus Network Review (TMR, 2013) (SEQ BNR), these 27 routes and 90 buses serve a total population catchment of 198,000, based on 2011 population data. With approximately 50% of residents residing between Maroochydore and Caloundra, the route 600 is the most heavily patronised in the region, carrying around 22% of all bus passengers. This route services the majority of coastal centres and tourist destinations. The SEQ BNR notes that a substantial proportion of travel in the region is undertaken for educational purposes, recreation, shopping, and personal business. TMR note that the analysis of results illustrates a small commuter catchment, which is consistent with the aforementioned level of car dependency for the region.
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2.10 Summary of values and challenges The Sunshine Coast region has evolved from a loose network of farming, forestry and fishing localities connected by logging tracks, to a lifestyle and tourism oriented regional city that is heavily dependent on the private motor vehicle. Many of the city’s lifestyle values are associated with natural amenity; the beaches, hinterland, waterways and wetlands. These natural assets have also contributed to the shape of the city, influencing the transport network, urban footprint and built form. One of the most significant challenges facing the Sunshine Coast is the prospect of continued population growth, and the protection of the natural assets which underpin the region’s character and attraction as a great place to live, work and play. Other key challenges facing the Sunshine Coast include the outflow of residents in the 15-35 age bracket seeking education, employment and lifestyle opportunities, that some consider are not currently available on the Coast. The continued popularity of the Sunshine Coast as a retirement destination also introduces other challenges, including health service provision and accessibility requirements. The Sunshine Coast Council recognises the economic challenges facing the region, and has developed a new strategy to transition the local economy to a national and international focus rather than a local service focus. In turn this is envisaged to influence a shift in the job market from low value-adding opportunities to higher value-adding opportunities. Over time this may help to retain the younger age groups, through the generation of more diverse education, employment and lifestyle opportunities. Affordability of the housing market has also been identified as a key issue, which can only be addressed through the provision of a variety of housing options and opportunities. Both infill development and greenfield development are part of this solution, however these must be supported by equitable access to transport, employment and other amenities, to truly address the cost of living issue. Additionally, recognising and retaining the coastal character of the Sunshine Coast is an influencing factor on built form, and a key consideration for any infill development propositions. The Sunshine Coast has evolved to be a car dependent city, with a limited degree of north-south and east-west connectivity across the study area and low levels of public transport usage. Reducing private car dependency is an important objective in Council’s Sustainable Transport Strategy, which is further discussed in Chapter 4. The implementation of a light rail service from Maroochydore to Caloundra presents numerous opportunities to address these challenges and issues. Light rail: Offers a transport solution that could compete with private car travel, enables urban renewal opportunities around stations and stops, consolidating growth and protecting amenity and natural values, Provides a reliable, frequent service working as part of a wider public transport network solution. These opportunities are further discussed in Chapters 3 and 4, from the city shaping and movement network perspective.
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3 City shaping opportunities
3.1 Harnessing growth to build a better future As discussed in section 2.4.1, it is anticipated that the Sunshine Coast population will grow by around 60% over the next 20 years. With such significant growth over a relatively short period of time, a decisive choice is required to define the strategic direction for the transport network and urban form of the future. Although dependent on upfront investment, light rail is recognised as one of the most efficient and sustainable modes of transport available for a city the size of the Sunshine Coast. A choice will need to be made between upfront investment in the light rail network or an incremental approach to investment in the road network. Each option carries with it implications for future city form, capacity, sustainability, urban quality, congestion and quality of life. Key challenges for the region as it grows include how it will remain as an attractive place to live, work and do business. 3.1.1 Public transport to support infill development and compact city form The rate, intensity and mix of growth forecast to occur by 2031 will not be achievable without the Sunshine Coast Light Rail project or an equivalent investment in the transit system. Transport accessibility is a critical driver for commercial activity, and will be a major factor in defining the region’s future economic prosperity. The daily commute will influence the demand profile for infill and renewal residential product and determine the density and take-up rates in infill development precincts. Without light rail, development in these areas will continue to occur, however, this is likely to be at a slower pace and at a lower density due to the increased competitiveness of greenfield and outlying land release areas. 3.2 An agenda for sustainable growth In planning for the future, growth must be harnessed so it builds rather than diminishes the attractiveness and liveability of the city. The ability of the Sunshine Coast to effectively manage the pressure of continued growth will in part depend upon the realisation of a sustainable movement network. The light rail project presents a significant opportunity to build an effective and integrated movement network and will influence how growth can be harnessed to facilitate a liveable and sustainable future for the Sunshine Coast . Five overarching themes have been identified as key drivers for the future of the region and for shaping its transport network. They include: Preserving lifestyle choice Diversifying the local economy Managing congestion Housing affordability A city for all ages.
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3.2.1 Preserving lifestyle choice The clean, green setting of the Sunshine Coast and its relaxed coastal lifestyle are distinctive features that have attracted people to the area for the last century. These are some of the region’s most valuable assets and require protection in order to maintain quality of life for the existing population and underpin future growth. Light rail could support a more compact urban growth pattern, reducing pressure on the region’s natural environment and providing opportunities for defined urban villages at key stations. These urban villages would present an alternative lifestyle offer, and may boost the region’s appeal to a wider demographic. 3.2.2 Diversifying the economy The amenity and lifestyle offer of the Sunshine Coast drives a strong property, tourism and service sector which underpins the current range of employment opportunities. Key opportunities exist to broaden the economic base of the Sunshine Coast to boost the region’s appeal and prosperity, including a stronger commercial sector and health and knowledge related activities associated with the Sunshine Coast University Hospital. Light rail can support high quality connections between key economic activity centres and a convenient and reliable travel option for tourists, visitors and residents. The system can provide a genuine alternative to multiple car ownership and support real estate value uplift in the corridor. 3.2.3 Managing congestion Existing travel patterns on the Sunshine Coast demonstrate a heavy reliance on the private car. While alternative modes are available, the ready availability of largely free car parking, limited provision for walking and cycling, and lower frequency public transport services, make journeys by car the dominant mode of travel. With road congestion rising, parking management must increase if public transport is to provide a critical opportunity to broaden the range of travel options and boost the capacity of the region’s movement network. 3.2.4 Housing affordability Recent studies have identified high housing costs as a key challenge for the region. The location and form of future growth are critical drivers in defining the cost of housing as well as a wider range of day to day household expenses, including transport choice. Many households require more than one car to meet their travel needs, multiplying the cost associated with the second largest asset for many Australian households. Light rail could unlock opportunities for new forms of urban infill, in locations that can support genuinely affordable housing options. An essential differentiator is the certainty offered by a fixed alignment transit system, providing clarity and confidence to the market to consider low to medium rise infill development in urban locations. 3.2.5 A city for all ages An analysis of the demographic profile of the Sunshine Coast highlights a significant gap in the number of people between school leaving age and their mid-thirties. Particular attention is needed to build employment opportunities and diversify the lifestyle offer and appeal of the Sunshine Coast to this demographic, including wider provision of a greater variety of urban and cultural activities and a stronger evening and night time economy. The renewal opportunities associated with light rail could deliver new lifestyle, employment and affordable housing opportunities, which are needed to help reverse the outflow of this key demographic.
3.3 Spatial implications of growth The South East Queensland Regional Plan (SEQRP) establishes dwelling targets for local government areas throughout South East Queensland , with dwelling target split for infill and greenfield development. For the Sunshine Coast, the SEQRP establishes a target for 37% of future growth to be infill development within existing urban areas, with the remaining 62% ‘greenfield’ development to be accommodated in the urban footprint. Of the forecast 86,000 new dwellings for the Sunshine Coast by
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2031 (refer section 2.4.2), this equates to approximately 32,000 to be accommodated within existing urban areas (infill development). In order to test population growth and urban infill scenarios within the corridor an assumed dwelling target was identified based on an analysis of development trends and opportunities. The scenarios assume that approximately 75% of infill development will occur within the study corridor, based on: historic growth patterns the location of major infill development sites (such as the Kawana balance land, Bokarina Beach and Maroochydore Town Centre sites) trends for smaller projected household sizes in these areas a review of adopted strategic transport modelling assumptions for the distribution of future growth, and possible adjustments to the emerging planning framework These projections mean that around 24,000 new dwellings will be needed to accommodate this forecast growth, equating to nearly 2.4 million square metres of residential floor area. As discussed in section 2.1, the study area (4,900ha) has been assessed as containing approximately 2,400ha of land with development potential, of which, 900ha considered to have a ‘low development constraint’ (section 2,1 and section 2.8 of this report). A clear relationship exists between the form of development and the amount of land required to accommodate growth. For example, medium and high rise development has a greater capacity to accommodate growth compared with lower rise forms and particularly detached housing. While requiring less land to cater for projected growth, high rise development can result in visual impacts, particularly if sited or designed poorly. Figure 22 illustrates the proportion of the 4,900ha of total land area within the study area needed to accommodate 24,000 dwellings, adopting various development scenarios. The illustrative diagram indicates that more intensive forms of development are more efficient at accommodating growth. Notably, the total area required for all evaluated scenarios is less than 900ha, which is the area identified as presenting low level development constraints within the corridor.
Figure 22 Spatial implications of accommodating the 24,000 additional dwellings within the Sunshine Coast Light Rail study area
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3.4 City shape frameworks While several alternate options exist for shaping the region’s settlement pattern, some options offer a better fit with the existing urban structure, adopted economic development policy and emerging development and infrastructure investment opportunities. Figure 23 illustrates the various city forms discussed below. Concentric city Linear city Polycentric city
Figure 23 Urban structure opportunities The Draft Sunshine Coast Economic Development Strategy 2013-2033 highlights the need to address the global markets, seize new industry opportunities and enhance the region’s attractiveness. The framework reinforces a centre hierarchy with multiple Major Regional Activity Centres with Maroochydore as the Principal Regional Activity Centre. This reflects the historic form of the Sunshine Coast, which evolved from a network of discrete villages. While its present form has been driven by its geographic context into a roughly linear configuration, the city’s centres remain its identifying and primary organising element. The identity, community interaction, and travel patterns occurring within the city reinforce the structure of the city as a collective of identifiable centres, and each major centre has its own relatively discrete catchment. This relatively egalitarian structure means that no single centre has dominated the structure of the city. While offering excellent opportunities to optimise transport catchments, a strong linear city configuration, or ‘Strip’ like Las Vegas, is not considered to be consistent with community expectations, or the heritage and lifestyle drivers of the Sunshine Coast. At a city wide level, a single major centre and concentric growth could offer advantages from an economic agglomeration, but would not harness opportunities for other centres to realise their potential. The historic village structure of the Sunshine Coast is one of its greatest assets. Specialisation of individual centres offers key opportunities to capitalise on agglomeration benefits in target sectors while reinforcing the historic form and community structure of the city. Further opportunities exist to target renewal and infill development as a series of local neighbourhood nodes parallel to the coast line. 3.4.1 Towards a polycentric city A polycentric city form offers key opportunities for a highly effective public transport system to link centres and support centre specialisation and wider Transit Orientated Development. The economic performance and social cohesion of a polycentric city relies, more than any other city structure, on the quality of connections between key centres and the communities they serve. Frequent, convenient and speedy connections are critical to maintaining access between specialist activity areas and providing a comparable level of synergy and agglomeration to city centre environments where physical proximity is inherent. The successful evolution of the Sunshine Coast from a cluster of villages towards a polycentric city will rely on the realisation of a rapid, high capacity public and private transport network.
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3.4.2 Existing and emerging specialist centres It will be critical to harness the particular characteristics and competitive advantage of each centre in the network to realise its future potential. Planning should seek to leverage recent investment and infrastructure commitments to broaden the economic base of the city. Particular opportunities exist at each of the four major centres in the corridor: A genuine CBD (Maroochydore): The redevelopment of the Horton Park Golf Course combined with planned expansion of the Sunshine Plaza shopping centre provides critical impetus to support the vision for Maroochydore as the Coast’s new Capital, and a dynamic focus for commercial and business activity in the city – the Sunshine Coast Business District. The Tourism Hub (Mooloolaba): Existing tourism infrastructure and a range of opportunity sites, combined with ongoing private and public investment will support the role and function of Mooloolaba as one of the region’s most recognised holiday and tourist destinations. Health and Knowledge (Kawana): The Sunshine Coast University Hospital and private Hospital (Kawana Health Hub) provide momentum to support the development of a substantial health and knowledge precinct, with potential linkages to the education cluster at Sippy Downs. The Kawana Health Hub will generate a state of the art precinct with the latest technologies and exemplar medical facilities presenting opportunities for companies within the medical, business and innovation sectors. Uses will support a specialist activity centre and encourage entrepreneurial activity in science and technology and opportunities to attract a highly skilled professional workforce given the areas lifestyle offer. Local service and tourism (Caloundra): One of the most intensively populated areas and a high order local service, lifestyle and tourism destination. Caloundra will continue to leverage off its natural setting, accessibility and established local population. Other concentrations of existing activity exist at Currimundi and Buddina, which are popular local lifestyle clusters. Establishing these key nodes of specialisation as the backbone for a network city will maximise economic, employment, social and environmental multipliers. Emerging major developments are anticipated to further stimulate new and growing sectors, such as the new Maroochydore Town Centre, Kawana Town Centre and the Sunshine Coast University Hospital. This structure of activity centres will diversify and strengthen the economy and provide employment opportunities across the Sunshine Coast. 3.4.3 Leveraging lifestyle to boost competitiveness The competitiveness and economic performance of our cities relies more than ever on their attractiveness and liveability. Evidence indicates that while job opportunities remain an important driver, more people are choosing where to live based on lifestyle and quality of life factors, rather than work opportunities alone. Significantly, 18 years ago, 80% of people looked to a company or job in making a location decision; today 64% choose a city first then a job (Charles Landry, The Creative City). In the emerging global economy, a growing proportion of productivity is generated by knowledge workers and creative industries. In this context, the quality of people that a city or region can attract is fundamental to its economic performance. Key target sectors, including the health and medical services sector, present particular opportunities for the Sunshine Coast to harness its lifestyle to attract leading workers, and boost the attractiveness of the region to knowledge based industries and employers. Accessibility is consistently identified as a key factor determining the attractiveness and liveability of a city or region. For example, recent survey results indicate that Sydney has slipped in comparison to 34 other world cities in the 2009 Global Power City Index, due in part to low scores in accessibility indicators. Light rail, or a comparable investment in the transport network, will be needed for the region to manage growing congestion and maintain the functionality of the movement network. Without this, the region may struggle to attract the quality of people required to underpin the growth of target industries.
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3.4.4 Boosting productivity in the changing global, economy The city’s ability to link workers with employers and businesses will determine improvements to national prosperity and productivity while making the Sunshine Coast a more attractive destination for global talent and leading international firms (GRATTAN Institute 2013). “National governments around the world have recognised the increasing significance of global comparison in influencing decisions to migrate, locate and relocate businesses. They are making substantial investment in infrastructure necessary to maintain or increase their attractiveness as world cities.” Infrastructure Australia State of Australian Cities 2010 With human capital driving economic growth, there is benefit in the co-location of similar firms to enhance the transfer of skills and innovation among different organisations. By generating a knowledge intensive local economy, a constant process of learning, adapting and innovating will be created. Recent research conducted by the GRATTAN Institute 2013 outlines 3 key areas for action to boost productivity: 1. Bringing jobs closer to people The co-location of like businesses in specialised centres creates a polycentric city form with dispersed activity and economic opportunity providing greater employment opportunities. Light rail can enable efficient connectivity providing people with greater access to key centres of employment. These clusters create a rich ecosystem providing high-value high-knowledge industries with the skilled workforce and deep labour pools required to maximise productivity. 2. Enabling people to live closer to jobs As cities grow larger and more congested and commuting distances lengthen, people seek to live in more central locations. Infill development and increased housing diversity surrounding key activity centres provide opportunities for many families to move closer to the city, with direct accessibility to local employment and public transport. Changes to restrictive planning practices and innovation in medium density construction can help deliver housing stock that reflect local communities’ preferences reducing the neighbourhood sorting trend on the Sunshine Coast. 3. Improving transport links between people and jobs The region’s system level connectivity is important in supporting both high-productivity agglomerations and labour market participation. Light rail can facilitate geographic and employment mobility in response to shifting economic activity while improving linkages between people and centres of employment opportunity. 3.4.5 Reorienting transit orientated development Opportunities exist to reinterpret the traditional linear focus of transit orientated development to better leverage natural amenity and Sunshine Coast lifestyle factors. Typical transit oriented development focuses infill and renewal development along a proposed transport alignment. This approach provides excellent walk-up access to stations, and helps to regenerate areas adjoining the transport route, but in many cases, fails to provide an adequate level of amenity to attract market interest and create successful places for people. Opportunities exist for the Sunshine Coast to rethink traditional approaches and reorientate infill onto the cross streets rather than the main corridor, as shown in Figure 24. While the level of accessibility remains unchanged, in many cases, these streets provide direct access to the beach, canal system or major green spaces. These corridors could strengthen existing east west connections and directly link people from the western communities to the light rail and the beach. The approach could avoid the emergence of a single, unbroken ‘strip’ of infill development along the light rail alignment and at certain locations, support ‘coastal transit villages’ with a range of shops and community facilities.
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Figure 24 Alternative orientation supports a series of distinctive neighbourhood nodes
3.5 City form scenarios Based on growth projections and possible city shape opportunities, a series of city form scenarios were devised to explore the relationship between the city’s growth and a potential light rail system. The city form scenarios aim to understand the implications of the projected population in 2031, and explore different ways to accommodate growth within the corridor. They have been developed based on a number of critical assumptions drawn from the SEQRP and growth projections for the region, as outlined earlier in this chapter. Each scenario can accommodate the projected infill dwelling growth for the corridor of 24,000 dwellings as discussed in section 3.3, in the order of 2.4 million square meters of gross floor area. The scenarios test two primary variables, presented in Table 2: Form: How intensive future development should be (how tall, and how much land required). Distribution: Where development should be located in relation to a potential light rail alignment and major centres. Table 2 City Form Scenarios
City shape Form Distribution Scenario 1 Low rise, predominantly duplex and town Concentrated within 400m of potential Linear city form house development. light rail alignment and development Indicative land area: 285Ha sites in Kawana and Maroochydore. Proportion of corridor*: 5.6% Scenario 2 Mixed intensity with higher rise emphasis. Concentrated within Kawana, ‘Bookend’ and major Indicative land area: 145Ha Mooloolaba and Maroochydore, with centre growth Proportion of corridor*: 2.9% some adhoc infill. Scenario 3 Balanced mix of duplex, town house, low and Targeted within major centres and in Coastal village and medium rise. future coastal villages (limited to 5-10 major centre focus Indicative land area: 216Ha streets within corridor linking the beach (polycentric) Proportion of corridor*: 4.4% to nominated light rail stations).
* As a proportion of the total study area of approximately 4,900Ha
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The city form scenarios illustrated in Figure 25 highlight the extent of new development needed to accommodate projected growth and clearly illustrate that a mix of development is needed in order to minimise the extent of change in established urban areas.
Scenario 0 Existing city form
Scenario 1 Linear city form*
Scenario 2 ’Bookend’ and major centre growth*
Scenario 3 Coastal village and major centre focus*
Figure 25 Artist’s impression: city shape scenarios
*Type A: Town house Type B: low rise Type C: low to Medium rise Type D: Medium rise
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3.5.1 Scenario 1: Linear city form This scenario illustrated in Figure 26 and Figure 27, adopts a less intensive development mix with lower building heights, requiring a greater land area to accommodate the projected growth. Development is focused along existing urban arterial routes and within 400m of the potential light rail alignment to maximise the future walk-up catchment. The scenario supports the full build-out of remaining infill opportunity sites in Maroochydore, Kawana Town Centre and Bokarina Beach. The mix and distribution of infill development is generally consistent with existing forms on the Sunshine Coast, and is unlikely to support new concentrations of activity that could help to reposition the city or broaden its ‘urban living’ lifestyle appeal. The focus of infill in areas of relatively low existing amenity reduces potential impact in established residential areas, but may reduce marketability, and could slow renewal or provide a less compelling housing choice when compared with greenfield expansion options.
Figure 26 Artist’s impression illustrating city form scenario – linear city form
Figure 27 Assumed mix of development and land required to accommodate the projected 24,000 dwellings within the corridor for a linear city form
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3.5.2 Scenario 2: ‘Bookend’ and major centre growth Future development is focused in the major centres of Maroochydore, Kawana and Mooloolaba. This scenario illustrated in Figure 28 and Figure 29 seeks to reinforce the role and function of Maroochydore as the region’s CBD, Kawana as an emerging health and knowledge precinct built around the Sunshine Coast University Hospital, and ongoing development within Mooloolaba as a primary tourism focus for the region. The scenario accommodates the majority of the projected growth to 2031 in the stage 1 area of the light rail corridor, maximising the catchment and relieving pressure for infill and additional greenfield expansion. This scenario adopts an intensive mix, with buildings up to 15 storeys in established centres, resulting in a comparatively lower land area required to accommodate projected growth. The focus of infill in areas of high activity and urban amenity could establish a new lifestyle offer for the region and enhance the attraction of the Sunshine Coast to a broader demographic, providing alternate housing choices to the existing options.
Figure 28 Artists impression illustrating city form scenario 2 – ‘Bookend’ and major centre growth
Figure 29 Scenario 2- assumed mix of development to accommodate 24,000 new dwellings
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3.5.3 Scenario 3: Coastal village and major centre focus Future development is focused in a series of local coastal villages to take advantage of remaining land in Maroochydore, Kawana and Mooloolaba. A mixture of development types strikes a balance between the extent of land required and intensity needed to accommodate growth. This scenario illustrated in Figure 30 and Figure 31 adopts a reinterpretation of the traditional coastal village as one of the models for infill development. The strategy seeks to leverage off the area’s natural amenity and improved accessibility to provide a new affordable coastal living option. A mixture of development types are adopted with medium rise and more intensive development up to 15 storeys focused in Maroochydore, Kawana Town Centre and Mooloolaba. Lower rise apartments and some town houses are accommodated in a series of contained ‘coastal villages’. These could be focused on a limited number of streets, anchored by the beach at one end, and light rail or the river/ canal at the other.
Figure 30 Artists impression illustrating city form scenario 3 – Coastal village and major centre focus
Figure 31 Scenario 3 coastal village and major centre focus
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Figure 31 shows an assumed mix of development and land required to accommodate the projected 24,000 dwellings within the corridor, as assumed for scenario 3. The containment of infill in a limited number of areas would limit impacts in established residential areas and concentrate levels of activity to provide a new distinctive ‘coastal meets urban’ lifestyle. This could enhance the attraction of the Sunshine Coast to a broader demographic and provide compelling new lifestyle and housing choices. Scenario 3 strikes a balance between urban renewal and reinforcing the role and function of major centres including Maroochydore, Kawana, and Mooloolaba. The scenario focuses growth within a 400m walk of the potential light rail, maximising the catchment and relieving pressure for additional greenfield expansion. Other hybrid scenarios could evolve from those outlined above, consolidating and supporting development in the major centres and providing early demonstrations of alternate housing choices in a small number of coastal nodes along the transit spine.
3.6 Scenario comparison Table 3 provides a comparison of the scenarios described above, in terms of the footprint required to achieve the assumed development mix.
Table 3 Scenario comparison (hectares and number of developments) Built form Small lot Town house Low rise Low to Medium rise Total medium rise footprint
Scenario 1- linear city 62ha 168ha (936) 34ha (286) 18ha (99) 8ha (33) 291ha form (2080) Scenario 2- Book end 23ha (780) 47ha (260) 22ha (182) 27ha (151) 23ha (95) 142ha and major centres Scenario 3- Coastal 31ha 89ha (494) 45ha (377) 27ha (151) 10ha (41) 202ha village and major (1040) centres
Scenario 1 (linear form) is generally consistent with existing forms on the Sunshine Coast, and is unlikely to support new concentrations of activity that would help to reposition the city or broaden its ‘urban living’ lifestyle appeal. Encouraging infill in areas of relatively low existing amenity reduces potential impact in established residential areas, but may reduce marketability, and could slow renewal or provide a less compelling housing choice when compared with greenfield expansion options. This scenario also has the greatest overall footprint. Scenario 2 (‘book-end’) adopts a more intensive mix of built form, resulting in a comparatively lower land area required to accommodate projected growth. Scenario 3 (coastal villages and major centres, akin to the polycentric typology), has been identified as the most desirable form upon which to consider the opportunities for light rail. It strikes a balance between urban renewal and reinforcing the role and function of major centres including Maroochydore, Kawana, and Mooloolaba.
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3.7 The coastal transit village
Figure 32 Artists impression - view of hypothetical coastal transit village A hypothetical concept for a ‘coastal transit village’ (illustrated above in Figure 32) was developed to explore opportunities to harness the light rail and projected infill growth to build the amenity and lifestyle offer of the city. The concept aims to focus and contain the footprint of future infill growth in order to protect the character of many established residential communities. This builds upon the assumptions associated with Scenario 3. The concept has been modelled on the traditional coastal village forms that underpinned the early urban development of the Sunshine Coast, and have grown to become some of its most defining urban centres. It brings together the best of the Sunshine Coast living, combined with improved housing affordability and lifestyle opportunities to realise an affordable and compelling coastal living opportunity. The village concept relies on infill development of a modest scale, focused along a limited number of higher order east / west streets that align with future light rail stations. The transport accessibility and strong connections these streets provide to the beach and western residential catchments provide opportunities for outstanding urban and natural amenity, combined with convenient access to specialist centres in the wider polycentric structure of the city. Compact, low rise residential development compliments the surrounding established residential areas, and creates the critical mass to support retail and urban activation, and a new range of lifestyle opportunities. Improved walking and cycling connections to western communities and the beach enhance the sense of a local community and link people together, and to the services and facilities they need on a day to day basis. The improvement of latent beach side park areas provides a strong eastern focus and improved gateway to the beach. These parks could be improved to include children’s play facilities and kiosks as a local amenity for residents and young families, as illustrated in Figure 33. A concentration of mixed use development could occur around the junction with the light rail route, providing local convenience retail, commercial office space and opportunities for community facilities that serve the local and wider city catchment, as illustrated in Figure 34.
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Figure 33 Beachside village common and ‘people’ street
Figure 34 Mixed use node on possible light rail alignment
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3.8 Light rail as an agent for urban improvement
Figure 35 Artist’s impression - view of the Nicklin Way from the inside of a light rail vehicle Key opportunities exist to recast parts of the Nicklin Way as a community focus rather than the busy urban arterial road it has become, as illustrated in Figure 35 and Figure 37. The passenger capacity of light rail can relieve the pressure of growing congestion and eliminate the need for progressive future road widening. Similar opportunities have been identified along sections of Aerodrome Road, shown in .
The corridor could be reconsidered to better balance competing transport objectives and support a range of modes while maintaining a high level of traffic carrying capacity. Key opportunities exist to redefine Nicklin Way so that east / west pedestrian and cycle movements are facilitated rather than blocked. Streetscape improvements could support street trees and verge planting to protect pedestrians and cyclists, while providing much needed shade and shelter in a subtropical climate. A conceptual reconfiguration of Nicklin Way was developed to explore opportunities for a better range of transport opportunities and to facilitate improvements to the streetscape and urban environment. The hypothetical concept illustrates a possible arrangement for the Nicklin Way that supports: Two general traffic lanes with protected left turn lanes in each direction of travel. Some rationalisation of right turn movements at four way and tee intersections is likely to be required. A new light rail corridor supporting stations with a central island platform (or offset side platforms) Wide footpaths (+5m) to facilitate protected off street cycle in each direction of travel Provision for dedicated cycle movement On-street car parking at some locations on both sides Protected, shady, pleasant walking environment.
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Figure 36 Nicklin Way roadside environment 2013
Figure 37 Artist’s impression - possible future Nicklin Way roadside environment
Figure 38 Artist’s impression – possible future view to the south across Aerodrome Road
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Figure 39 Artist’s impression – possible future Aerodrome Road roadside environment
Figure 40 Artist’s impression – possible future Aerodrome Road, from above
Figure 41 Artist’s impression – possible future Aerodrome Road
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4 Transport challenges and objectives This chapter provides an overview of existing and forecast transport needs, examines policy context and discusses how light rail could help to deliver an integrated transport solution for the Sunshine Coast.
4.1 The travel market The ‘travel market’ on the Sunshine Coast, and in particular within the study corridor, has been considered in the context of origins and destinations, travel purpose and mode. A high level analysis has been used to identify the potential catchments for the light rail within the study corridor, utilising both 2011 and 2031 outputs from the Sunshine Coast Travel Forecasting Model (SCTFM). This analysis has considered: Trip origins and destinations by trip purpose at a transport zone level (described as ‘desire lines’ for travel) Comparison of modelled speeds throughout the network across 24 hours Population and employment growth within catchment areas of the light rail, estimated from SCTFM V3.0 output (2011 base year model, and 2031, 2051 Aspirational Models, refer to A line in the sand document). A more detailed patronage assessment of the corridor is recommended for future phases of this study, as the model does not allow for analysis of peak movements. The travel market assessment primarily focused on the following: The forecast desire lines for travel Key potential trip generators and attractors The existing and forecast population, employment and enrolments within ‘typical walking catchments’11 of associated with the light rail options considered in chapters 11-15 of this report. Additional patronage that could be realised through growth and infill development along the proposed corridor of the light rail, and particularly within the key precincts of Maroochydore, Kawana and Caloundra. 4.1.1 Travel purpose Desire lines, analysing travel purpose, have been interpreted from the SCTFM. The purposes for travel throughout the corridor considered in the analysis include: Home based work (HBW) (travel between home and place of work) Home based education (HBE) (travel between home and education) Home based shopping and personal business (HBS) Home based social and recreation (HBR) Home based childcare and other (HBO) Non-Home based travel (NHB) (travel between locations that are not the person’s home). Travel in south-east Queensland (Transport and Main Roads, May 2012), a document produced by the Queensland Government to provide an overview of trave behaviour in south-east Queensland, notes that the largest reason for travel in the region was work related trips (22% of all trips), followed by shopping, and social recreation (both 19%). Education trips accounted for 9% of trips in 2009. For most trip purposes, visitor travel is still highly dependent on private vehicles, which is disappointing considering the connectivity of public transport to shopping precincts and tourist activity parks. This indicates some other factor at play to discourage use of the existing public transport. Travel in south-east Queensland (TMR 2012) The lack of a co-ordinated parking management strategy is likely to be one significant factor contributing to low public transport usage. An analysis of the SCTFM shows that the average trip distance by Sunshine Coast residents is 10.4 km; whereas for work related trips, the distance travelled is 16.9km, almost twice the distance travelled for social / recreational, and shopping trips in the region. An improved public transport network along the coastal corridor, with light rail as one of its constituent elements, has the potential to capture work trips currently by private vehicles and better serve the shorter distance trips for shopping, personal business, social/recreation/tourism, and education.
11 i.e. within 400-800m of potential station locations. As station locations are yet to be determined, this analysis is indicative only.
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4.1.2 Existing mode share As noted in Chapters 2 and 3, the Sunshine Coast currently experiences a very low public transport mode share. This is attributable to: Lack of integration, and level of provision of public transport The convenience of car based travel The low density and dispersed nature of settlement and services across region. Current travel patterns on the Sunshine Coast demonstrate a heavy reliance on the private car as the preferred mode of travel. A low frequency of public transport services and limited provision for walking and cycling, reflects restricted opportunities for those without a car. CSEQ 2031 also highlights the minor role played by public transport in moving residents, and visitors on the Sunshine Coast, with 3.6% of all trips (and less than 2% of work trips). Population growth on the Sunshine Coast has seen car dependant travel increase in recent years, from 91.6% to 93.1%12 adding to issues of congestion and pressure on existing road networks. The most recent analysis of travel data for the region notes that nine in ten trips in the region are made by car13. An increase and improvement in public transport provision has been recognised as a critical driver for sustainable growth and economic viability for the region. 4.1.3 Future travel The forecast travel patterns in the study corridor demonstrate strong radial travel patterns (‘desire lines’) around the key activity centres of Caloundra, Maroochydore, Kawana and to a lesser extent Mooloolaba, supported by a lower level of travel ‘desire lines’ between centres and regional travel. ‘Desire lines’ based on this modelled output are shown for the following scenarios: Journey to work trips (home based work trips): Figure 42. Education trips (home based education): Figure 43. All trips: Figure 44. These results suggest strongly localised trips, which a future light rail system could service, along the coastal corridor, as part of an integrated public transport network. Chapters 11-15 considers these potential accessibility catchments along the possible light rail options, also described as ‘pedestrian sheds’ (pedsheds), in the context of existing and forecast dwellings, existing or planned land uses, and development potential, to identify areas where a light rail system could derive the greatest integrated transport and land use benefit. 4.1.4 Customer requirements The most important aspect of designing and operating public transport systems is understanding what the customer’s requirements are. To provide some context for what the customer values Translink’s customer satisfaction KPI’s are as follows: Safety and security: Safety at stops, stations and onboard vehicles. Reliability and frequency: Ability to meet departure times, frequency of services and reliability of go card readers. Comfort of ride: Cleanliness, availability of seats, temperature on board and station / stop facilities. Ease of use: Using and understanding ticketing including transferring between modes, purchasing, topping up and using go card, ease of using stops. Proximity: Convenience of available routes, distances from stops and stations and proximity of go card outlets. Efficiency: Door-to-door travel time, connections with other services and avoidance of congestion. Information: Onboard and at-station information, timetables, maps and journey planning information. Helpfulness of staff: Knowledge, conduct, presentation and helpfulness of staff. Affordability: Cost of tickets and benefits for not having to pay for parking. Accessibility: Ease of getting on and off the platform, and on and off the vehicles; reliability of escalators and elevators. A rapid transit network, such as light rail, can deliver many of these attributes.
12 ABS Census Travel to Work data, for mode of travel for journeys to work by SA4 of journey origin, Queensland 2011 13 DTMR “Travel in south–east Queensland”, May 2012
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Figure 42 Desire lines- journey to work trips, 2031
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Figure 43 Desire lines- education trips, 2031
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Figure 44 Desire lines- all trips, 2031
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4.2 Transport planning and policy context Relevant transport planning policies and strategies are discussed in this section to demonstrate how the Sunshine Coast Light Rail Project can deliver Local, State and Commonwealth transport planning objectives. 4.2.1 Sunshine Coast Council transport planning and policy Sustainable Transport Strategy 2011-2031 The Sunshine Coast Council’s Sustainable Transport Strategy 2011-2031 declares the region’s current level of car dependency as unsustainable, and is likely to lead to significant adverse effects on the region’s environment, ability to maintain its social fabric, and ensure the ongoing efficient use of resources. The strategy outlines the emerging priorities and key strategies that Council will pursue to deliver a sustainable transport system. The Sustainable Transport Strategy highlights key opportunities and challenges to the provision of a transport system that needs to address the growth in resident population, as well as support a growing tourist industry. Those relevant to the implementation of light rail include: Provision of public transport services to suit user needs. For light rail, key markets identified include intra- regional/ local trips, tourists, educational and older residents. Planning and timely delivery of sustainable transport to serve the additional demand generated in key planned areas. For this study, this relates specifically to the emerging Maroochydore Principal Activity Centre (PAC), and through possible future stages of implementation of corridors to Palmview, and Caloundra South (as shown in Figure 45). Improving the ‘look and feel’ of public and active transport systems and effective promotion of improvements. Light rail can demonstrably improve customer experience and provide a more legible public transport network. Development and implementation of parking policies. Parking policies will require consideration in future stages of planning and design. Light rail could support transit oriented development, relieve demand on in- centre parking, support mode shift away from car dependencies for local trips and contribute to sustainable patronage levels. Design and implement Development-Oriented-Transport to better connect people to activity centres from the natural catchments and to facilitate opportunities for exchange of goods, services and access to employment within both existing and emerging land use patterns. As above, light rail could support Transit-oriented development. The evaluation of route options considers the capture of existing and future population and employment activities and key attractors/destinations, and the potential for urban renewal. Undertake major network additions to create a connective transport network (i.e. CAMCOS, North Coast Rail duplication, and MMTC). The options evaluation process reported in Chapters 9 to 15 highlight where these network integration opportunities can be facilitated. The Integrated Policy Framework within the Sustainable Transport Strategy is based on five sustainable transport goals. Table 4 summarises how the light rail can help to deliver on these goals. These goals were also considered in the definition of assessment criteria, discussed in Chapter 8.
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Table 4 How light rail could deliver on the Sustainable Transport Strategy Goals Goals Ability of light rail to deliver on these goals 1 A shift to public Contribute to a balanced and integrated transport system. and active Contribute to improving the accessibility, convenience and choice for travel, and reduce transport modes the journey choice for private car from 86% to 72% (CSEQ 2031). is achieved Integrate with other public transport services, regional links such as CAMCOS, North Coast Rail duplication, MMTC and local services. Provide certainty to travel, frequency and quality of service for all users. Support the growth in population and increase in development along the corridor. 2 Transport Contribute to the planning and identification of planned public transport, and active planning is transport requirements that consider the timing of implementation of preferred corridors/ collaborative, alignments to address planned development proposals at Maroochydore PAC, cost-effective, Caloundra South, Kawana Town Centre. timely and Assist with addressing the requirements and priorities of the strategic transport hierarchy progressive with respect to meeting the required composition of the network along the coast for public transport priority movements. 3 A conserving, Contribute to a reduction in car dependency and subsequent reduced emissions and clean and green increased vehicle kilometres travelled (VKT) for public transport. transport system Maximise utilisation of existing corridor(s) for local travel. 4 Transport Serve the urbanised precincts and major destination and attractions along the Sunshine serves the local Coast. Maroochydore, Mooloolaba, Kawana and Caloundra are the four key locations and regional along the corridor. economy Provide a user friendly and understood system for Sunshine Coast visitors linking major tourist nodes and linking these to the coastline. 5 A safe travel Contribute to improving the safety of the road environment through appropriate design environment is and planning. delivered Give due consideration to ensuring personal safety and security of future patrons through the design of a preferred system, its operation, and design of stations and stops.
Sunshine Coast Council Active Transport Plan 2011-2031 The Sunshine Coast Council’s Active Transport Plan 2011-2031 frames Council’s strategic planning for walking and cycling on the Sunshine Coast. The strategy and plan have adopted a ‘whole of journey’ approach, focusing on walking and cycling networks that connect to public transport stops, stations and interchanges. The Active Transport Plan also adopts a ‘Sustainable Transport Hierarchy’, prioritising pedestrians, cyclists and public transport users over other traffic. This approach to pedestrian, cyclist and public transport user priority emphasises the need to consider appropriate corridor options for a light rail system that addresses the importance of walking and cycling as key parts of the public transport journey and in response to the land uses it is linking/connecting with (e.g. activity centres, residential, educational, community services etc.). It is also important to note the need for a network wide perspective that allocates various transport tasks to specific routes, so that a single corridor is not expected to fulfil a multitude of functions. 4.2.2 Queensland Government planning and policy The Queensland Infrastructure Plan 2011 The Queensland Government’s Queensland Infrastructure Plan 2011 (QIP), sets the framework for delivering infrastructure projects across Queensland over the next 20 years. It documents projected needs, timing and investment for Local, State Government and private sector infrastructure, covering transport, health, energy, housing and regional projects. As such it provides useful context for state-level commitments and priorities. While the Sunshine Coast Light Rail project is not included in QIP 2011, it aligns with the following infrastructure principles from the plan: Make smarter use of existing infrastructure. Focus on whole-of-network solutions which support long-term planning. Manage the impacts of climate change and achieve sustainability. Make bold, large-scale infrastructure investment decisions based on sound evidence. Strengthen partnerships.
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Connecting SEQ 2031 The Department of Transport and Main Roads Connecting SEQ 2031 – An Integrated Regional Transport Plan for South East Queensland 2011 (Connecting SEQ 2031) summarises the Queensland Government’s policy position and planning for future transport across South East Queensland (SEQ). The plan acknowledges that it is aspirational, but aims to “promote a generational change towards a sustainable transport system in our fast growing region”. It promotes change in land use and transport planning, explaining “an ongoing trend towards a more compact, diverse form of urban development will be essential to the achievement of a sustainable transport system”. Of particular reference to this study, Connecting SEQ 2031: Recognises Maroochydore as the local regional hub for the region, and the location for interchanges between intra-regional and local transport services. Kawana is recognised as a sub-regional hub, with Caloundra and Caloundra South as district hubs. Promotes the location of ‘public transport contestable jobs’ in those areas which can facilitate and support increasing densities around transit corridors, interchanges, stations and stops. Supports the intensification of land use between Maroochydore and Caloundra (responding to the CoastConnect corridor); Kawana Town Centre (supported by the proposed CAMCOS and North Coast rail duplication) and the links between Sippy Downs, Palmview and Caloundra South (as a result of the proposed Greenlinks). The policy goals established in Connecting SEQ 2031 are consistent with the vision and objectives for the Sunshine Coast Light Rail project. The Queensland Plan The Queensland Government is currently facilitating the preparation of the ‘Queensland Plan’. It is anticipated that transport and urban form are likely to be key considerations in the shaping of the Queensland Plan. The Queensland Plan will outline our shared vision for the next 30 years and identify local and state wide priorities. It will harness the collective wisdom of Queenslanders and guide future activities delivered by all levels of government, business and the community. Queensland Government, 2013 4.2.3 Commonwealth Government policy Our Cities, Our Future: A National Urban Policy for a productive, sustainable and liveable future In 2011, the Australian Government released a national urban policy for “a productive, sustainable and liveable future”. The policy identifies a framework for how, in partnership with State, Territory and local governments, business and the community aspirations for Australia’s urban communities can be realised. The policy established national objectives and directions for Australian cities and identifies mechanisms for the better facilitation of outcomes through direct investment and influencing of others. The National Urban Policy also articulates the benefit projects such as light rail can have in providing cumulative benefits: “In cities the challenges and opportunities of productivity, sustainability and liveability are part of an interrelated and dynamic system. Addressing one goal can have an impact, either positively or negatively, on the others. For example, efficient public transport can address congestion and improve access to jobs and opportunity (productivity); it can also reduce greenhouse gas emissions (sustainability); and enable affordable access to education, health and recreational facilities (liveability).” Our Cities National Urban Policy, 2011, p. 7 Liveable Cities Program Under the Federal Government’s Nation Building Program, the Liveable Cities Program was launched by the Department of Infrastructure and Transport to support State, Territory and local governments in meeting the challenges of improving the quality of life in our capitals and major regional cities. The program seeks to leverage off investment in transport and social infrastructure and encourage partnerships to foster innovative solutions that promote high quality urban design, improve the quality of open space and public places, address high levels of car dependency and traffic congestion and support cities in tackling the challenges of climate change. The Sunshine Coast Council is a recipient of program funding to undertake this feasibility study and to help explore the concepts and proposals presented in A Line in the sand.
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Walking, Riding and Access to Public Transport—Draft report for discussion October 2012 This draft paper explores how the Australian Government can work with other governments, business and the community to encourage and support walking and riding as part of the transport systems in Australia's cities and towns. While walking and riding are fundamental everyday modes of transport and a vital component of Australia's transport system The Walking, Riding and Access to Public Transport report acknowledges that most public transport journeys start or end with walking. National Disability Strategy – Inclusive and Accessible Communities The National Disability Strategy 2010-2020 sets a national policy framework for improving life for Australians with disability, their families and carers. Developed by the Council of Australian Governments (COAG), it identifies six priority areas for action, three of which directly relate to delivery of a light rail system: Inclusive and accessible communities—the physical environment including public transport; parks, buildings and housing; digital information and communications technologies; civic life including social, sporting, recreational and cultural life. Economic security—jobs, business opportunities, financial independence, adequate income support for those not able to work, and housing. Health and wellbeing—health services, health promotion and the interaction between health and disability systems; wellbeing and enjoyment of life. Public transport is considered to be an important step in supporting inclusive and accessible communities. “A continuous accessible path of travel for people with disability needs to connect public transport nodes with local services and accessible housing” (NDS, 2010). Light rail access can be readily designed to be at-grade, improving accessibility for those with limited mobility. This is particularly pertinent given the ageing demographic as evidenced by population characteristics discussed in Chapter 2. Clean Energy Future The Clean Energy Future outlines the Australian Government’s commitment to reducing Australia’s carbon emissions by at least 5 % from 2000 levels by 2020. The Government has also adopted a new long-term target, committing to reduce Australia’s carbon emissions by 80 per cent from 2000 levels by 2050. Delivery of a light rail network on the Sunshine Coast aligns with the Federal government’s actions and target of improving congestion, lowering pollution and expanding the capacity of existing transport infrastructure networks. Further, additional to meeting the Sunshine Coast’s own aspirations to build a low carbon, low oil, resilient future (as outlined in the Sunshine Coast Climate Change and Peak Oil Strategy 2010-20) the introduction of low carbon sustainable transport solutions also aligns with State Government planning. The South East Queensland (SEQ) Regional Plan 2009 – 2031 identifies both reducing greenhouse gas emissions, and responding to oil supply vulnerability as key priorities. Although light rail’s contribution to a low-carbon future can be challenged due to its reliance on electricity as its primary fuel source, future light rail technology is expected to optimise opportunities for energy efficiency, and when coupled with the opportunity to use renewably sourced energy, could provide a low carbon transport solution. National Road Safety Strategy The Australian Transport Council’s National Road Safety Strategy 2011-2020 sets out a path for national action to reduce fatal and serious injury crashes on Australian Roads. The strategy notes the continuous improvements since 1970 have reduced the rate of road fatalities, however road crashes still cause approximately 1,400 deaths and 32,500 serious injuries each year. In addition to the devastating social impacts that these events have, the social costs associated with road crashes for data analysed in 2006 was estimated at AUD$17.85B (BITRE, 2006). Improved public transport options and solutions are a recognised mechanism in helping to address road safety. “Increasing use of public transport is a good example of how this (new) approach can generate greater synergies between road safety and other societal factors. Buses and trains are safer modes of travel than cars and motorcycles, and the fewer people using light vehicles on the roads, the fewer road deaths and serious injuries will occur. Increasing the use of alternative modes of transport, as well as land use planning that reduces the demand for travel, will improve safety for all road users, improve health outcomes, reduce congestion and vehicle emissions, and support sustainable communities.” National Road Safety Strategy 2011 – 2020 p. 99
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4.2.4 Policy Summary The policies and plans outlined above all have a common theme; that is the business as usual approach to transport and city planning is not likely to deliver sustainable communities. A shift from private vehicles to public transport is supported at the Local, State and Commonwealth policy level, for a variety of planning, health, equity, environmental and accessibility reasons. Light rail can contribute to this goal, and along with its potential as a city shaping agent, offers a compelling and inspiring future-state towards which the Sunshine Coast region can aspire.
4.3 Public transport planning initiatives The Sunshine Coast region has been the subject of numerous public transport planning initiatives, some of which are summarised below. A line in the sand is the pre-eminent study discussed, as this forms the basis for the light rail investigations documented in this report. 4.3.1 A line in the sand “A new rapid transit system, such as light rail, is a ‘game changing’ project with the potential to transform the future of the Sunshine Coast.” A Line in the sand, Sunshine Coast Council 2012 The idea of developing a light rail system on the Sunshine Coast has existed for a number of years, with the formation of the Sunshine Coast Light Rail Task Force and publication of A Line in the sand in 2012 encouraging greater community interest in the project. A Line in the sand defines Council and the Taskforce’s vision for the provision of light rail on the Sunshine Coast as follows: Connecting people - creating great places - building our local economy A more sustainable region – encourage regeneration and economic development for the next 100 years or more Improve access to centres, employment, education, key attractions and tourism hubs Generate new forms of urban development providing lifestyle choice Enhance and protect the environment reducing dependence on fossil fuels Sleek, modern, rapid transit system for a large regional city and premier tourist destination Reduce congestion in the coastal development corridor Provide the backbone of the public transport system and increase its role across the Sunshine Coast region Integrate smoothly with the existing bus system and regional rail linking to future rail in the south, the university, airport, hospital and major coastal centres A strong partnership between the Commonwealth Government, the Queensland Government and Sunshine Coast Council. These objectives underpin Council’s vision to be recognised as Australia’s most sustainable region: A Line in the sand reviews the regional transport task (as identified in the Sustainable Transport Strategy 2011-2031), and considered a range of public transport mode options- both in terms of intra-regional connectivity, technology choice (light rail, monorail, bus rapid transit), and physical characteristics (i.e. elevated vs. at-grade). It also provides preliminary consideration of environmental factors, including air quality, energy and emissions, ecology, noise and vibration, visual amenity, flooding, and stormwater management including vulnerability and resilience. The study also examined a number of case studies where light rail has successfully been implemented, and delivered regional benefits beyond those related with transport and transit exclusively. The case studies featured included the Gold Coast (Australia), Portland Oregon (USA), and Montpellier (France). Recurring and relevant themes emerging from these case studies include: Implementation of a light rail system as a catalyst for city revitalisation and renewal The importance of the integration of all aspects of the transport network- bus, parking, active transport and the road network – recognising light rail as part of the solution, not the entire solution The need to make defining decisions in order to take control of the future shape and function of the city. These themes are not unique to these particular local and international cases, with similar findings from other projects across Australia and around the world.
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A line in the sand identified a number of possible corridors where rapid transit could be considered, as shown in Figure 45. A corridor assessment was undertaken to identify the corridor most likely to support high frequency public transport. The assessment considered: Length of corridor Percentage of urban land in the corridor Population within each corridor Average population density per kilometre The number of major destinations and attractions.
Figure 45 Corridors investigated and prioritised in a Line in the sand The Maroochydore to Kawana Corridor was identified as the priority corridor in A line in the sand. Other corridors recognised as playing a significant role in the future transport network of the Sunshine Coast include: Mooloolaba, Sippy Downs to Kawana via Palmview: access to the university, hospital, Sippy Downs community and the emerging Palmview community Caloundra to Caloundra South: CBD link to new emerging community and business areas Maroochydore to the Sunshine Coast Airport: CBD to airport link- business and tourism focus These corridors are recognised as key linkages in the strategic transport network, but are not assessed further in this report, which focuses on the Maroochydore to Caloundra corridor. A line in the sand also provides a rapid economic assessment of the potential costs and benefits of the introduction of light rail to the region, with a number of assumptions clearly defined. Chapter 17 of this report includes early cost estimates which have been incorporated into the option evaluation framework.
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4.3.2 Other public transport planning initiatives A number of other public transport planning initiatives are ‘on the drawing board’ for the Sunshine Coast Region. These include: CoastConnect, a high frequency bus corridor between Maroochydore and Caloundra. The Caboolture to Maroochydore Corridor Study (CAMCOS), a regional rail link from Beerwah to Maroochydore, utilising heavy rail. The Multi-Modal Transit Corridor (MMTC), a corridor earmarked for the future provision of road, rail and or bus connection from Kawana through to Maroochydore. Greenlinks, dedicated public transport corridors between the Sunshine Coast University, Palmview, and the Kawana Hospital precinct. Duplication of the North Coast Rail Line between Nambour and Beerburrum. CoastConnect, CAMCOS and the MMTC are described below, and are shown in Figure 46. Table 5 summarises the potential interactions between the proposed light rail and these initiatives.
Table 5 Public transport planning initiatives potential interaction with light rail PT initiative Overview of potential interaction with light rail CoastConnect CoastConnect was largely an infrastructure project that examined priority treatments and improvements to enable the existing bus fleet to better compete with the private car. It follows a similar alignment to parts of the light rail corridor, and parts of the project could serve as an interim step towards implementation of the light rail CAMCOS The CAMCOS corridor has two key interface points with the proposed light rail corridor options at Maroochydore, Kawana (subject to the preferred option) and Caloundra. The potential for this inter- regional service to connect with a local light rail service is discussed in Chapter 5. MMTC The potential for the light rail to follow the MMTC corridor has been examined, but discounted as it does not service local catchments. Greenlinks The Greenlink corridors from the Sunshine Coast University through Palmview to Kawana were identified as public transport corridors (initially dedicated busway) and could interface with a light rail service if it passes through the Kawana centre. North Coast Line The North Coast line runs parallel to the study area, and would require bus transfer between Maroochydore or Caloundra light rail stations.
Coastconnect CoastConnect is a State Government initiative to improve travel in the Sunshine Coast region and support the region’s growth through the provision of reliable and sustainable public transport. The project proposes a mixture of infrastructure improvements such as dedicated lanes for buses, bus priority queue bypasses, improved cycle facilities such as on-road lanes, and upgrades to bus stops to improve the accessibility of catchments to services to improve the accessibility of catchments to services. The CoastConnect study identified how travel times for buses could be optimised along the corridor, recognising that the implementation of specific bus priority measures along the corridor would result in the reduction of existing available and future capacity for private vehicles along some sections of its route. The high frequency priority services proposed to operate on the CoastConnect corridor could be considered as an interim public transport solution, which light rail could then service in the future once demand triggers are realised. Other benefits of considering CoastConnect as a potential interim stage on the journey towards light rail include: It follows a similar alignment in the same corridor, so could help build network knowledge and ‘brand’ for the future light rail service It could have similar key stop and station interchange locations It could provide for similar high frequency and priority (HFP) service transfer stops at key high patronage locations - such as Kawana Shoppingworld, and Currimundi. Similar proposed high frequency and priority (HFP) services could support a light rail alignment with possibly a few modifications, for example, a route that follows the Nicklin Way with high frequency and priority via Kawana or vice versa.
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Figure 46 Planned or preserved transport corridors within the region CAMCOS The Caboolture to Maroochydore Corridor Study (CAMCOS) would link the North Coast Line at Beerwah with Maroochydore via Caloundra South, Caloundra, , Aroona, Creekside, Kawana, Parrearra, Mooloolaba and running into the Maroochydore town centre. There is no current commitment from any level of government to construct a heavy rail link along this alignment, though the corridor remains preserved for this purpose. A longer term link to the Sunshine Coast Airport at Marcoola has also been preserved as part of the study. There is potential for modal interchange with the CAMCOS corridor at Kawana and Maroochydore. CAMCOS is planned as a high speed, heavy rail inter-regional link, providing a direct connection from the Sunshine Coast south to Brisbane, and to the north. The potential for the CAMCOS corridor to be utilised as a light rail service has been considered as part of this investigation, however the light rail is intended to serve a different task, providing an intra-regional or local service, permeating residential catchments and serving employment, education and tourist precincts. The study area defined for the consideration of light rail route options has been established around areas with the greatest existing and potential catchments. The CAMCOS corridor would not provide the desired level of permeability for a local style service. Operationally, heavy rail requires a wider corridor than light rail to accommodate the geometry necessary to achieve the required operational speeds. Light rail, which generally operate at lower operating speeds, is more flexible and can better integrate with the road network and local urban environment. The implementation of the Light Rail along the CAMCOS corridor could preclude the future consideration of a heavy rail service to Brisbane. In order to preserve the best opportunity for future inter-regional connectivity, this outcome is not considered the most desirable outcome for the Sunshine Coast transport network.
Greenlinks The Sunshine Coast Council has identified Greenlinks connecting the Sunshine Coast University, the proposed Palmview community, and the Kawana Hospital precinct. Although initially devised for dedicated busway, the corridors identified for the Greenlinks could ultimately accommodate a light rail service. Timing of
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report the implementation of the Greenlinks is subject to the commencement of the Palmview master planned community.
The Multi-Modal Transport Corridor (MMTC) The Multi-Modal Transport Corridor (MMTC) is intended to accommodate a mix of road and public transport infrastructure. The proposed MMTC currently runs from south of Kawana, crossing the Mooloolah River at the confluence of the Sunshine Motorway, Nicklin Way and Kawana Way, and continuing north parallel to the Sunshine Motorway to Maroochydore. The MMTC is intended to provide a high speed connection between Caloundra Road, Mooloolaba and Maroochydore, relieve current and future congestion along the Nicklin Way, facilitate rapid access to the Sunshine Coast University Hospital (SCUH) and enable the development and provision of dedicated public transport provision through creating capacity on other corridors. The MMTC will accommodate the proposed passenger rail link between Creekside and Maroochy Boulevard at the proposed future town centre development which is part of the CAMCOS alignment and stations.
4.4 An integrated transport network Integration typically refers to operation of various transport modes in the network (i.e. rail, road etc.), as one ‘entity’ benefiting the customer. An integrated public transport network should offer a journey that is as near to ‘door to door’ as possible for the customer. An integrated transport network will optimise its function and maximise its return on investment, when both public and private transport needs are accommodated. It is not efficient to design the public transport to service every trip using one type of service. Therefore it is important to develop high quality interchanges with facilities that integrate with the surrounding/adjacent land use and provide coordinated transport service timetables. Figure 47 illustrates the location of the identified major and district level interchanges for the transfer of customers between light rail, and HFP or with existing and proposed (CAMCOS) inter-regional rail connections at Maroochydore, Kawana and Caloundra. Interactions with proposed public transport initiatives is summarised in Table 5.
Figure 47 Potential for integration with other planned or potential transport modes and corridors
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4.4.1 Integration with high frequency priority services Both A line in the sand and the SEQ BNR recognise the fundamental principles of providing high frequency bus corridors between the region’s key centres to support typical travel patterns. The SEQ BNR review recognises the need to improve east-west connections between rail stations and the coast, and remove the duplication of services along the Maroochydore to Caloundra corridor. The review also seeks to improve services to the University of the Sunshine Coast, as well as Sippy Downs its adjacent residential area. The new Maroochydore Bus Station has a key role as part of the future network as a key interchange point for services to the hinterlands and north, and serving the future development in this Principal Activity Centre. Significant centres located on and off the light rail corridor which are currently serviced by public transport facilities, or have been recognised by the future high frequency priority (HFP) services as part of CoastConnect include: Maroochydore Town Centre Mooloolaba Kawana Town Centre and hospital precinct Palmview Sippy Downs Caloundra Town Centre Caloundra South. These linkages are indicated in Figure 47.
Figure 48 Proposed HFP for CoastConnect Corridor
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(source: Figure 10-3 CDIMP Coast Connect) The current TransLink network sees interchanging services typically occurring at Maroochydore, Kawana Shoppingworld, and Caloundra. Kawana Shoppingworld is currently a key patronage generator for the TransLink network. The SEQ BNR recommends removing of duplication along the Maroochydore to Caloundra route which will result in a number of existing services truncated offering interchange at these locations (e.g. 605 and 601). The assessment of light rail options in Chapters 11-15 acknowledges the potential for future interchange with regional services, specifically the proposed CAMCOS line. Therefore key regional interchange stations have been considered at Maroochydore, Kawana Town Centre, and Caloundra. Supporting HFP services may be required to service areas adjoining that captured by the light rail. This could be achieved as shown in Table 6: Table 6 HFP service opportunities Precinct Area Potential supporting HFP services Maroochydore Should the light rail alignment follow Aerodrome Rd, supporting HFP bus services might serve the Cotton Tree area. Supporting HFP services to Nambour and Noosa Possible HFP routes between Maroochydore and Mooloolaba and Kawana to serve desirelines/local trips between these centres, on routes that differ to the light rail alignment. Kawana Subject to the preferred light rail alignment, supporting HFP would need to serve the Kawana Town Centre, and the Health Precinct at Oceanside Kawana, connect with Creekside Interchange, and follow the Nicklin Way to serve educational attractors and Bokarina Development site Caloundra Subject to the preferred light rail alignment, supporting HFP would need to follow Nicklin Way from Currimundi south towards Caloundra, or the educational attractors, and activity centres/tourist destinations nearer the Coast at Currimundi, Dicky Beach, Moffat Beach, and Caloundra.
Furthermore, supporting transfer stops for HFP service that serve centres and future development areas should be considered at the following locations: Mooloolaba – to service this key tourist destination Kawana Shoppingworld – for transfer to HFP services and feeder bus services as per the current TransLink network Creekside Interchange – for connections with the CAMCOS line, and proposed park ‘n’ ride facilities Currimundi– in support of this centre, and future development opportunities Caloundra Beaches –subject to topography and alignment of the light rail, a location that captures the centres between Currimundi and Caloundra near Dicky or Moffat Beaches and existing and future population catchments Caloundra – in addition to the regional interchange a stop to serve centre activity and residential /tourist requirements. Following confirmation of a preferred light rail alignment through each precinct, father investigations will be required to confirm the appropriate network integration with existing and planned HFP services. Additional planning would be required to inform the appropriate local feeder bus network, the coordination of services, timetabling, and other supporting infrastructure. As noted earlier, delivering elements of the CoastConnect could provide an interim step towards light rail, supported by high frequency and priority services, and branded livery. 4.4.2 Integration with regional rail services Sunshine Coast residents wishing to access the regional rail network (either suburban services or long distance services) currently travel to the Sunshine Coast hinterland by bus or private vehicle. The proposed CAMCOS service, ultimately connecting from Beerwah through Caloundra South and then along the MMTC to Maroochydore, offers a number of opportunities for interchanges between the light rail and the future regional rail network. Recognising the likely staged implementation of light rail in the study corridor, integration of a preferred light rail alignment with regional rail services may also require both HFP and local feeder bus network services. Stage 1 of the light rail network is anticipated to connect from Maroochydore to Kawana, via Mooloolaba. Stage 2 is anticipated to connect from Kawana to Caloundra. Stage 1 could connect with HFP bus services
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report linking between Landsborough and identified major and district level interchanges such as at Maroochydore, Kawana Shoppingworld, and Kawana town centre and Caloundra. The key interchange points between the proposed CAMCOS line and light rail would be at Maroochydore and Kawana, as shown in Figure 47. 4.4.3 Staged integration The proposed corridors and future public transport services discussed in this section will be subject to further planning and funding decisions, and therefore will most likely be delivered in stages. Figure 49 presents a possible staging scenario, that considers an integrated network delivery approach.
Figure 49 Indicative timing of public transport infrastructure on the Sunshine Coast
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5 The benefits of light rail
The ability for the Sunshine Coast to accommodate and benefit from projected population growth depends in part on an effective movement network. The existing road, rail, bus and active transport infrastructure is likely to be inadequate to support forecast population and employment growth in the region. Without a deliberate investment in public transport infrastructure, the attractiveness of the Sunshine Coast as a tourist destination and a place to live and do business could be compromised. An opportunity exists to reposition the Sunshine Coast transport network to provide a genuine alternative to the private car. Implementation of light rail, in association with an integrated bus and active transport network is a potential solution. Light rail also offers significant opportunities to pursue an alternate urban development pattern for the Sunshine Coast, laying the foundations for a more sustainable and liveable future. Potential community benefits derived from a light rail and integrated transport network could include: A stronger, more diverse regional economy A more compact and sustainable settlement pattern A stronger tourist industry property value uplift along the light rail corridor Reduced pressure for greenfield development on the urban fringe Reduced living costs and greater social equity Deferring spending on road and other infrastructure upgrades Avoiding or deferring the need for new or expanded road capacity. As described in Chapter 3, the Sunshine Coast, is in a unique position (for Australia) to link a series of villages into a cohesive city. Its historical evolution in response to physical constraints has led it towards a polycentric nature. However this dispersed urban form presents challenges for designing a transport system to support existing and future development, as mass transit modes reliant on dense urban forms are difficult to justify economically for a polycentric city, when compared to mono-centric cities. The integration of land use and transport is a key driver for planning on the Sunshine Coast. In order to achieve the consolidated growth pattern as described in Chapter 3, good quality, convenient, reliable and efficient transport connections are essential. The planning for the future transport system needs to be cognisant of the vision for the Sunshine Coast as a city. The consolidation of key centres such as Maroochydore and Caloundra and the development of the new town centre at Kawana are the building blocks for the Sunshine Coast to proactively manage growth, and make the Sunshine Coast a great place to be and do business. The transport system needs to support this vision by providing good inter-regional and intra- regional connections, and an excellent level of access between the key centres.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
The key characteristics of the desired integrated transport system are: providing travel choice by a variety of modes and services providing high quality rapid transport connections between activity centres good local access so that residents can access services, employment and activity and an extensive and permeable walking and cycling network. Light rail would provide flexibility to service the needs of inter-centre travel and local access being part of an integrated transport network with bus, the walking and cycling network and in the future regional rail connections. Integration with regional rail connections, be it with existing hubs at Nambour or Landsborough or future hubs at Maroochydore or Kawana will help strengthen the growth in the region’s identified principal and regional activity centres. In summary, the key benefits of light rail in the Sunshine Coast context are that it could: 1. Support growth Urban development on the Sunshine Coast has essentially followed the construction of the road network. This transit-endorsed growth has resulted in a dispersed, low density coastal strip that is unable to be efficiently serviced by public transport with a higher dependency on private vehicles. Without a step change in the approach to transport planning, future growth and development will contribute to increased numbers and dependency on private vehicles. The light rail provides an opportunity to refocus growth in consolidated areas around transit nodes, generating a wider variety of lifestyle, employment and residential choice. 2. Boost efficiency Light rail could contribute to the overall efficiency of the transport network on the Sunshine Coast as follows: it could form part of an integrated transit network with bus and regional rail A quality rapid transit spine could help to maximise return on infrastructure investment potentially reducing or deferring the need for and level of investment in new road infrastructure It could support higher density development around activity centres and reduce urban sprawl and the additional cost of supporting infrastructure 3. It contributes to a sustainable transport network The introduction of a light rail network connecting key communities along the coastal strip, and ultimately connecting to the proposed CAMCOS rail corridor could provide a greater level of access and connectivity to Brisbane, providing a competitive alternative to private car. The introduction of lower carbon sustainable transport solutions, such as light rail, aligns with State Government policy outlined in the Sunshine Coast Climate Change and Peak Oil Strategy 2010-20) and would contribute to meeting the Sunshine Coast Council’s aspiration for a low carbon, low oil, resilient future. 4. Support economic prosperity Light rail could support an urban form that encourages agglomeration of businesses around station nodes and stops, and provide improved accessibility to places of employment and support local tourist movements. Effective, efficient and distinctive public transport can also underpin a region’s desirability as a destination for tourists and visitors, who do not wish to be dependent on car travel. 5. Contribute to the preservation and promotion of the character of the region The character and identity of local places are integral to the quality of life and visitor experience on the Sunshine Coast. By focusing future urban development around transit precincts, opportunities for infill development can be optimised in discrete nodes. This can allow a higher proportion of forecast population growth, activities, services and amenity to be concentrated in transit-integrated precincts, and limit further intrusion into areas of scenic or character value. 6. Promote ‘Liveability’ Light rail would support Council’s aspirations for active and healthy living on the Sunshine Coast by encouraging more people to walk and cycle as part of a seamless and accessible transition between modes of transit. Well-designed activity centres and corridors based on high-frequency public transport services and accessible active transport networks will ultimately result in a highly connected and accessible community with enhanced amenity. Enhanced active and public transport networks can result in improved local air quality through a reduction in car emissions. In turn, a reduced number of cars on the road has been seen to reduce stress associated with protracted travel delays and congestion.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Transport, and more specifically connectivity and accessibility, directly relate to a personal sense of wellbeing and community liveability. These characteristics are underpinned by Council’s charter for wellbeing, “to be an active and healthy community which is resilient and enhances people’s quality of life”. These principles are also strongly supported in the current SEQ Regional Plan, which cites ‘strong communities’ as a desired regional outcome. Specifically it states that, “cohesive, inclusive and healthy communities have a strong sense of identity and place, and access to a full range of services and facilities that meet diverse community needs.” (DIP, 2009) 7. Have a customer experience focus An integrated public transport network, with light rail at its core, can help shift the focus from infrastructure provision back to customer service. Key benefits of this ‘people first’ approach include: Accessibility: Accessible transport can connect people with areas of employment, education, medical and health facilities as well as places for social interaction and recreation. The light rail system should service key destinations, employment and service areas, as well as residential catchments. The design of the light rail rollingstock will also enable easy access for all levels of personal mobility. Legibility: Signage and wayfinding, combined with supporting urban development, contributes to the way the customer interacts with the light rail and supporting infrastructure. Safety: Light rail would provide safe and secure travel, with the potential for reducing the exposure to accidents on the road network. Where it is implemented as part of an and reducing the opportunity for crime. Equitable: A system that provides choice and opportunity for travel for all citizens. Light rail would provide more convenient opportunity for travel for societies more vulnerable groups (elderly, the young and very young, people with disabilities, those from economically disadvantaged backgrounds) enabling them to actively and fully participate in many activities that most take for granted. Reliability: A light rail system can provide a reliable, dependable service, which is a key driver for public transport uptake. Combined with the factors above, this can lead to a stronger perception of the actual benefits of light rail (and the wider integrated public transport system) as compared to private vehicle use. 8. Support an ageing population One of the great challenges in Australia is supporting an ageing population. Almost 50% of the Sunshine Coast’s population aged either 60 and over, or 19 and under (ABS, 2011) a significant proportion of the Coast’s community fall into the category for whom transport accessibility and social inclusion are critical gaps.
5.1 Doing nothing is ‘not an option’ The Sunshine Coast has reached a critical point in its evolution. Rapid population growth, high levels of private vehicle dependency, historic land use and transport planning decisions have contributed to the mosaic of settlements and suburbs that comprise the coastal strip, hinterland and in-between plains. The region is supported by a limited public transport network, a highly constrained road network, and is expected to accommodate an additional 178,000 persons, through a mix of green field and infill development, as discussed in section 2.4 of this report. The Sunshine Coast Council has declared their ‘line in the sand’, recognising that bold decisions are required now to shape the future of the city through appropriate transit and urban development. This aim was initially introduced in the Sunshine Coast Council’s Sustainable Transport Strategy (2011) and reiterated in A line in the sand. An opportunity exists to position the Sunshine Coast as a resilient and sustainable city capable of adapting to the complex environmental challenges of the future. The public transport network on the Sunshine Coast must mature to provide competitive access between key community facilities, emerging and planned residential areas, tourist precincts and destinations, and the existing coastal activity centres. Implementation of a light rail system, in association with a supporting bus and active transport network has been identified as a desirable means to achieving these goals. Opportunities exist to foster green and sustainable travel behaviour particularly for journeys between home and the workplace to reduce city wide reliance on fossil fuels. The health, environment and economic implications of a ‘do nothing’ option highlight the need for an improved transport system and provide incentives to encourage voluntary modal shift. ‘Doing nothing’, or the business as usual approach to incremental improvements to the public transport and road transport network could contribute to one or more of the following scenarios: Limits to the region’s evolution and stagnation of the local economy
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Incremental and ad hoc expansion of the road network to facilitate growing numbers of private motor vehicles for trips that could comparably be achieved utilising public transport (light rail) Congestion and competition for parking space Diminished quality of life, and or loss of the reasons why the Sunshine Coast is an attractive place to live, work and visit A more costly, higher impact intervention to address future transport issues and implement a long term response across the Coast. Loss of opportunities through delays of adopting a light rail plan within State and local government planning. 5.1.1 Cost of building alternate infrastructure In the absence of an efficient public transport system serving transit oriented developments, the usual solution to the urban mobility challenge is to widen and build more roads. Whilst these infrastructure types fulfil varying functions within a transport system, the comparative costs of roadway or motorway over light rail bear consideration in the context of what road capacity (and therefore investment in road construction and upgrades) will be required to deliver the desired level of service in future years. The Coastal strip is not currently serviced efficiently by public transport owing to the nature of the relatively dispersed and low density residential areas and centres, which has led to a dependency on private vehicles. The temptation to building more roads or provide increased road capacity to service growth in demand in this growing region could result in heavy car reliance leaving the coastal corridor vulnerable to increased congestion and reduced urban amenity. The dependency on private vehicles will lead to a corresponding demand for car parking, which could further perpetuate the present “car city” attitude that applies across many growing Australian communities. The Sunshine Coast is uniquely placed now to act before the undesirable trend towards car dependence is fully entrenched, by prioritising the implementation of a major rapid transit project above continued road network capacity expansion. 5.1.2 Congestion costs The need for improved public transport is driven by key factors such as rising congestion, oil depletion and concern about the relationship between climate change and transport carbon emissions. Congestion costs communities time and money, and compromises the desired lifestyles and amenity. Case Study – The Globalization of Traffic Congestion – IBM 2010 Commuter Pain Survey IBM conducted a survey of adult drivers in twenty major cities around the world – Amsterdam, Beijing, Berlin, Buenos Aires, Houston, Johannesburg, Los Angeles, London, Madrid, Melbourne, Mexico City, Milan, Moscow, Montreal, New Delhi, New York, Paris, Sao Paulo, Stockholm and Toronto - to gather drivers’ opinions about local traffic and related issues. There were 8,192 responses in the final data set – at least 400 from each city. Among those interviewed 30% of respondents reported increased stress from traffic; 27% increased anger; 29% reported that traffic has harmed their performance in work or school; and 38% reported having cancelled a planned trip due to anticipated traffic. Traffic congestion does not just add stress to our already-stressful lives; it impedes economic development while increasing air pollution.
5.1.3 Emissions and energy At a national level, transport currently accounts for approximately 14% of Australia’s carbon emissions14. Regionally that figure is higher still, with 27% of the South East Queensland’s greenhouse gas (GHG) emissions generated by transport, and almost half of those emissions generated by cars15. With the region’s population expected to continue its rapid growth trajectory in coming years, if left unchecked, our region’s transport emissions profile is likely to steadily increase as a result of more cars on the road and greater levels of traffic congestion. In addition to rising emissions levels, and as identified in the Sunshine Coast Energy Transition Plan, there is a particularly high risk that an oil price shock will occur during the next decade causing fuel prices to rise to much higher levels than those experienced in the previous oil price shock in 2008. With almost 98% of work related travel on the Sunshine Coast made by car, the impact continued oil price rises will have on many in the community is likely to be significant. The introduction of a light rail network connecting key communities in
14 National Greenhouse Gas Inventory, 2009 15 Sunshine Coast Sustainable Transport Strategy 2011-2031
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report our region, and ultimately connecting to the proposed CAMCOS rail corridor would provide a greater level of access and connectivity to Brisbane through public transport, providing a competitive alternative to car usage. Further, additional to meeting the Sunshine Coast Council’s aspiration to build a low carbon, low oil, resilient future for the Sunshine Coast, as outlined in the Sunshine Coast Climate Change and Peak Oil Strategy 2010- 20, the introduction of low carbon sustainable transport solutions also aligns with State Government planning. The South East Queensland (SEQ) Regional Plan 2009 – 2031 identifies both reducing greenhouse gas emissions, and responding to oil supply vulnerability as key priorities. Although light rail’s contribution to a low-carbon future can be challenged, due to its reliance on electricity as its primary fuel source, today’s light rail technology maximises opportunities for energy efficiency, and when coupled with the opportunity to use renewably sourced energy, could provide a low carbon transport solution. Case Study: City of Ottawa Canada’s City of Ottawa has recently started development of a light rail network to help meet the cities increasing public transport demands and align with projected population growth patterns (by 2031 the city’s population is expected to grow by 30%). The Ottawa Light Rail Transit System will provide a great environmental benefit as it will reduce emissions of carbon dioxide, the major greenhouse gas, by approximately 94,000 tonnes in 2031. It will also reduce emissions of criteria air contaminants such as carbon monoxide, volatile organic compounds, nitrous oxides, sulphur oxides and particulate matter by approximately 4,600 tonnes in the same year. The monetary value of these environmental benefits has been reported at $36 million annually. Benefits have been derived in two ways. First by replacing diesel-fuelled bus trips with electric train, emissions from transit vehicles will be reduced. Secondly, as trips made by car will be replaced by transit trips, resulting GHG emissions per vehicle kilometre will be reduced. 5.1.4 Resilience and vulnerability The SEQ Regional Plan 2009-2031 recognises that natural hazards such as flooding, bushfires and storm surge pose a significant risk to communities and infrastructure in SEQ. Nationally, close to 70% of Australian’s live in major cities, with 80% living within 50 km of the coast. Unsurprisingly in Queensland that figure is higher with close to 90% of the state’s population is located along the coastal edge within 50km of the coast. (ABS, 2009) In providing a resilient long-term approach for the planned delivery of transport infrastructure across the region, the application of relevant climate change projections and scenarios will be critical. Changing climactic and weather patterns have the potential to change ground conditions, affecting the structural integrity of roads and rail; increase the likelihood of storm surges and coastal flooding, affecting project siting and long-term viability. Research presented in the Sunshine Coast Climate Change and Peak Oil Strategy 2010-2020 highlights the following climate change projections for the Sunshine Coast Region by the year 2100 as presented by the Intergovernmental Panel on Climate Change (IPCC) and CSIRO: Temperature increase of up to 6°C Increase of days over 35°C – by 2100 an extra 30 days per annum are projected Reduction in average annual rainfall, however rainfall events will become more intense and longer in duration Fewer but more intense cyclones across a larger area By 2070 a 140% increase in the number of severe storms is expected. All of these projected impacts have the potential to change and shape the built environment. Those of particular concern for coastal communities such as the Sunshine Coast are the cumulative impact of sea level rise coupled with storm surge events. While a degree of uncertainty remains regarding the timing and extent projected climate change impacts may have, “warming of the climate system is unequivocal” (IPCC, 2007) with this in mind communities and countries alike need to be prepared to adapt and respond in the face of such change. The extent of damage to people, homes, communities and infrastructure resulting from the intense spate of natural disasters that have plagued the State over the past few years have taught an important lesson in the need to build resilience. In future stages of planning and implementation of the light rail, appropriate climate change impacts should be considered through a climate change risk and adaptation assessment. Based on the findings of the assessment opportunities to build broader community resilience through coastal defence and coastal protection measures could be considered as part of this project. 5.1.5 Healthy and active transport According to a 2011 State-wide study into obesity, over 26% of Queensland children aged between 5 – 15 years were overweight or obese. The same report highlighted that almost 35% of the State’s adult population were similarly overweight or obese. The Sunshine Coast’s Active Transport Plan looks to address these
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report challenging statistics citing that “walking and cycling will play an important transport role in the future creating a sustainable transport system for the Sunshine Coast.” The Bureau of Infrastructure Transport and Regional Economic (BITRE) review of population growth, jobs growth and community flows in SEQ reports, based on 2006 census data that walking accounted for only 3.5% of SEQ commutes, with cycling representing just 1.1% of commutes. While demonstrating a very small proportion of work-related travel utilised active transport options during this period, the report encouragingly goes on to highlight that active transport mode-share of SEQ commuter travel rose from 4.3% in 2001 to 4.6% in 2006. In delivering the SCLR network, Council’s aspirations to support active and healthy living objectives will be complemented by the opportunity to integrate light rail stations with cycling and pedestrian pathways to allow a seamless and accessible transition between the two modes of transit. Well-designed activity centres and corridors based on high-frequency public transport services and accessible active transport networks is an aspiration of the SEQ Regional Plan, in addition to enabling greater levels of interaction between public and active transport, SCLR will provide improved connectivity and accessibility for residents and visitors alike to many of the regions beaches, walkways, cycle ways, parklands and areas of public social amenity that will support and enable healthy and active social interactions. “Sunshine Coast residents often express concerns about losing our lifestyle to ‘big city’ urban expansion. Walking and cycling create more liveable urban spaces, slowing the speed of movement and improving access and social interaction within our communities.” (SCC, 2011) In addition to tackling challenges associated with obesity, the provision of the enhanced active and public transport networks can result in improved levels of air quality through a reduction in car emissions, and in turn, a reduced number of cars on the road has been seen to reduce stress associated with protracted travel delays and congestion. 5.1.6 Safe transport Based on recent figures from the Queensland Police Service (QPS), 15% of the 65 deaths that occurred on Queensland roads between January 1st and March 13th occurred on Sunshine Coast roads. National targets, as outlined in the National Road Safety Strategy 2011-2020 are seeking to reduce the annual number of road crash fatalities, and serious road crash injuries by at least 30%. As identified in the Sunshine Coast Sustainable Transport Strategy, “reduced use of private motor vehicles has the potential to reduce the trend of road trauma and further health and wellbeing impacts associated with car use such as pollution, global warming and reduced fitness associated with sedentary lifestyles perpetuated by overdependence on the private car.” (SCC, 2011)The introduction of a well-connected and accessible public transport network not only contributes to health and wellbeing deliverables, but also helps address concerns associated with road fatalities. “With its low occurrence of passenger fatalities, rail transit modes (both light rail and heavy rail) rank amongst the safest modes of transportation.” (FTA, 2009) “High quality public transportation (convenient, comfortable, fast rail and bus transport) and transit oriented development (walkable, mixed-use communities located around transit stations) tend to affect travel activity in ways that provide large health benefits, including reduced traffic crashes and pollution emissions, increased physical fitness, improved mental health, improved basic access to medical care and healthy food and increased affordability which reduces financial stress to lower-income household.” Victoria Transport Policy Institute, Victoria British Columbia, Canada 5.1.7 Equity of access and social inclusion Access to affordable transport options has the potential to assist and transform the lives of many of our most vulnerable members of society. Accessible transport can connect people with areas of employment, education, medical and health facilities as well as places for social interaction and recreation. At a national level, the Australian government’s vision of a socially inclusive society is one in which all Australians feel valued and have the opportunity to participate fully in the life of our society. Often the lack of access to necessary transport solutions prevents those from society’s most vulnerable groups (elderly, the young and very young, people with disabilities, those from economically disadvantaged backgrounds) from being able to actively and fully participate in many activities that most take for granted. Transport, and more specifically connectivity and accessibility directly relate to a personal sense of wellbeing and community liveability these characteristics are underpinned by Council’s charter for wellbeing, “to be an active and healthy community which is resilient and enhances people’s quality of life”. These principles are also strongly supported in the current SEQ Regional Plan, which cites ‘strong communities’ as a desired regional outcome. Specifically it states that, “cohesive, inclusive and healthy communities have a strong sense of identity and place, and access to a full range of services and facilities that meet diverse community needs.” (DIP, 2009) With almost 50% of the Sunshine Coast’s population aged either 60 and over, or 19 and under (ABS, 2011) a significant proportion of the Coast’s community fall into the category for whom transport accessibility and social inclusion are most acutely effected. Further, as identified in the Sunshine Coast Community Plan
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report census data reflects that the region has a smaller proportion of people earning more than $1,000 per week and a larger proportion of proportion of people earning less than $400 per week than the rest of Queensland. With these figures in mind, the recognition of the role public transport investment can deliver to families, especially those on modest incomes, is critical. The provision of a light rail network connecting key communities, places of employment and social activity hubs will greatly enhance connectivity and affordability. In proposing this light rail solution, Council understands that a fundamental step in providing socially inclusive transport solutions is providing access for those who need it most, in the areas of most need. With this in mind, the preferred route options have considered those areas where demand for improved public transport is likely to be high, for example Sunshine Plaza. The study also looked at connections to new and future communities like Caloundra South to ensure the region’s liveability, strong sense of character and community are protected and enhanced. Social Inclusion and Accessibility “The declining ration of workers to retirees is a growing threat. Today the ratio is 3:1 by 2030 it is project to fall to 1.5:1” – source: active aging in age-friendly cities, IFA Global Conference, June 2006 “We had to build a city for people. Instead of building highways, we restricted car use. Public space is for living, doing business, kissing and playing. Its value can’t be measured with economics or mathematics, it must be felt with the soul.” Enrique Penolosa, Mayor of Bogota (1998 – 2001)
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
6 Light rail form and function
6.1 Approach This chapter provides an overview of the engineering considerations which have shaped the development of options discussed in Chapters 9 to 15. This chapter also begins to introduce the options, in the context of specific engineering elements. Wherever possible, technical terms have been explained or illustrated. This chapter also presents an appraisal of the potential for elevated sections, focusing on areas where existing land use or transport network constrain opportunities for light rail. Light rail solutions have evolved over the past century and the use of such systems around the world provides a knowledge base of proven technology from which both experience and application lessons can be drawn. The following systems identified in Table 7 have been used as design references given their relative similarities and suitability with the proposed light rail. Table 7 Design references Location System/ Operator Gold Coast, Australia Gold Coast Light Rail/ GoldLinQ Melbourne, Australia Department of Transport Melbourne Adelaide, Australia Department of Planning Transport and Infrastructure Manchester, UK Greater Manchester Passenger Transport Executive Dublin, Ireland Railway Procurement Agency London-Croydon, UK Croydon Tramlink (Transport for London)
The design approach has adopted a combination of: Sound design principles that reflect client and anticipated user expectations Proven design with justified innovation A review of selected international and Australian case studies Current codes and standards Appropriate use of emerging technologies Relevant parameters from other similar light rail systems Lessons learned on the Gold Coast Light Rail Project (GCLR) Value for money through performance based delivery. In the following sections, the vision for a light rail system is detailed for the purpose of identifying route options and associated early cost estimates.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
6.2 Light rail elements The elements comprising the light rail infrastructure form considered in this assessment are listed in Table 8.
Table 8 Light rail function and features Element Function and feature Corridor High levels of safety for light rail, pedestrians and other road users Dedicated track form separated from general traffic Clarity of demarcations between trams and vehicles Rollingstock Light rail vehicles suitable for speeds up to 70-80km/h High levels of safety for patrons and drivers Conspicuous but contemporary appearance for light rail vehicles Seamless access to board/alight light rail vehicle High internal visibility for travelling patrons Stations Stops separated nominally 750m High legibility and way-finding 400m to 800m (max) patron walk-up Integrated approaches, shared paths and road crossings Furniture and delineations to maximise patron safety and security Compliant access for people with disabilities Ticketing and real-time passenger service information systems Rail Systems Assumed regular frequency services, based on comparative operations (e.g. GCLR) Travel at mid-speed ranges within existing transport corridors Integrated signal operations at road intersection (light rail priority) Minimise noise impact on existing urban areas State of the art traction power, signalling and communication systems Integration with broader Translink bus and QR heavy rail in the future Maintenance Depot and substations facilities sympathetic with adjacent land use Flexible and safe equipment access for personnel and vehicles
6.3 Corridor 6.3.1 Design and operational speeds One of the key design inputs to the development of route options is the selection of an applicable maximum design speed, suited to the environment through which the options travel. A range of physical and operational characteristics associated with various design speeds were evaluated through a review of light rail transport studies and systems in Australia and overseas. This includes on-street, segregated, and high speed corridors. The maximum speed of a typical light rail vehicle is up to 80 km/h, however due to alignment, intersections and other constraints, such as dwell time at stops and stations, actual average travel speeds are much lower. Future design stages will determine track formation and streetscape environments. Table 9 summarises the average operational speeds applicable to the corridor.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
Table 9 Average operational speeds appropriate within the study area corridor Speed Range Route and Alignment Characteristics
10 – 15km/h Traditional on-street tramway in CBD and high density areas shared with road vehicles, pedestrians (maximum and cyclists. design speeds Corridor is used by road vehicles on a regular basis, however, certain restrictions may apply. of 30-40km/h) Line of sight operations. Traffic signals with specific light rail vehicle aspects apply. No light rail vehicle priority. 15 km/h is the maximum speed in pedestrianized areas, 15 km/h is also the maximum speed for a Radius =25m and at crossing works (turnouts/switches/points, cross-overs, rail diamond crossings) Shared corridor for tramway and road traffic (heavy traffic flows surrounding light rail), Stops approximately every 300 - 500m 15 - 20 km/h Medium to high density areas - inner suburbs (maximum Mix of shared corridor (tramway and road traffic) and segregated tramway, design speeds No light rail vehicle priority of 40-50km/h) Stops approximately every 500-700m 20 - 30 km/h Low to medium density areas Maximum Partial tram priority design speeds At-grade, however fully segregated light rail except for road intersections to 70km/h) Stops approximately every 750 m
30 - 35 km/h Full priority (maximum Intersections with highways to be grade separated design speeds Stops approximately every - 1000m to 80km/h)
It is envisaged that the light rail could operate as a segregated system within existing road corridors, at an average speed of 20 – 25 km/h, using line of sight operations for most of the line and for speeds up to 70km/h. At this stage of study, it is envisaged that all intersections throughout the study area would give signal priority to light rail vehicles (except in pedestrian environments), to maintain efficient operations and ensure the safety for all transport corridor users. Light rail operations will be influenced by the alignment and speed of general traffic adjacent to the light rail corridor. The primary control between stations will be line of sight operations rather than a rail signalling system. International standards limit the speed for line-of sight operations to 70 km/h, although under certain conditions this limit can be raised to 80km/h, for example, this could be implemented on Nicklin Way, south of Beerburrum Street. The light rail system proposed could operate effectively within a range up to 70km/h. Based on the likely speed range, the indicative journey time for a nominal 23 km long route between Maroochydore and Caloundra is estimated to be approximately 1 hour. This operation assumes an average dwell time at platforms of 20 seconds. Further operational analysis and definition of station location and spacing will be required to refine this operational assumption during subsequent phases of the study. Faster trams may also be considered if the light rail network includes one or more lines that run an express service with either less stops on the line, bypassing some stops on a separate track, or with skipping (not stopping) certain stops. Express light rail vehicles could be compatible with the rest of the light rail fleet. There are a number of tram networks around the world that feature such a mix of vehicles. In some ‘Tram-Train’ schemes these Peri-urban trams can even operate on heavy rail lines. 6.3.2 Implications of speed and safety provisions on vehicle type and weight Speeds in excess of 70 km/h (or 80km/h depending on which standards are applied), and up to 100 km/h would require a signalling system to be installed to control light rail operations. A specific section of the track, known as a block, can only be entered by a tram when the previous tram has cleared this section. This speed environment is not appropriate for the current proposed corridor, but may be suited to other future light rail corridors, such as those illustrated in Figure 45. A safety assessment will be required to determine the suitable signalling and safety systems, in addition to compliance with applicable standards at the time of implementation. Given the variety of speed environments through which the light rail vehicle will travel, it will need to have a higher crashworthiness than a light rail vehicle running in an entirely separate system (i.e. no interaction with other traffic modes). Together with the safety equipment on board, this could lead to a higher weight which in turn would require more powerful motors, further increasing vehicle weight and cost.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
International experience shows that such ‘Peri-Urban’ trams are around 20-25 % heavier and 30 -50% more expensive (relatively to the number of passengers) than normal state-of-the-art trams. Generally it is only worthwhile to use such a faster tram if the spacing between the stops or stations is a least 2 km. Otherwise, the higher maximum speed will only have a marginal impact on the average travel speed, due to stops at intersections, dwell time at stations and acceleration and deceleration. Where express services are envisaged, it must be noted that the passing of platforms at full or even at reduced speed will have implications with regard to passenger information and to safety of patrons. Additional safety and information measures will be necessary, with clear reference to applicable standards and project specific safety assessments required. For the purposes of this study the normal ‘state of the art’ tram, with lower operating speed has been adopted and costed at this stage.
6.4 Light rail alignment and track 6.4.1 Horizontal alignment In response to emergent constraints identified within this study, route corridors were developed and progressed to a level of detail to allow comparative analysis. Further design development will be required in future study phases to optimise the selected route alignment. 6.4.2 Track form The track form adopted for this assessment comprises twin track configuration. The nominal spacing between tracks accommodates Overhead Line Equipment (OHLE) masts located centrally within the track slab. Separation could be reduced using side mounted masts, down to an absolute 3.2m minimum, should further investigation during subsequent delivery phases identify a need. (e.g. Elevated track sections). Single track configuration may provide benefits or limit impacts in some critical locations. Single track arrangements may be adopted at critically constrained locations where the potential for impacts warrant a reduced corridor width, however this will be addressed in future phases of the study. Optimisation of the selected route along with operational modelling will also be required to assess suitability, however, single track is not considered desirable and would place significant constraints and limitations on operational performance. The general form of the light rail adopted for the route assessment in this study are summarised in Table 10.
Table 10 Light rail form adopted for this study
Track Gauge is Standard = 1435mm Nominal track Separation = 4.0m (between track centres) Track form (slab) width = 8.0m (may be optimised in subsequent stages of design)
6.4.3 Track fixing There are several different forms of track fixing used internationally. No single system is currently considered the industry standard, and track fixing methods are envisaged to continue to evolve and improve in the future. It is envisaged that a combination of proven technology and rail operation criteria coupled with emerging new materials will continue to drive new track fixing configurations, at the time of light rail project implementation. Further investigation of the holistic track form and track fixing method is recommended during subsequent design phases to ensure the most cost effective configuration is adopted. For the purposes of this study, an embedded rail cast in concrete with a resilient rubber surround has been adopted, similar to that being utilised for the Gold Coast Light Rail project. An insulating layer, consisting of a thick plastic membrane, could also be used under the track slab subject to the need to deal with stray current and operational dampening effects, particularly in areas where vibration has been identified as a key issue. 6.4.4 Track form separation and protection Where a light rail line is adjacent to or in the median of a high traffic and /or high speed carriageway, it must be fully segregated and protected with an appropriate road traffic barrier system. An assessment of safety will need to be undertaken to assess the risks to both road users and the light rail. The use of road barriers should be considered in sections where the speed on the adjacent road carriageway is 60km/h or above.
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report
6.4.5 Vertical alignment Light rail vertical alignments must consist of a series of constant grades connected by vertical curves, not dissimilar to road geometry. The fundamental premise to co-locate the track form within and adjacent to roads is that road and street alignments are sympathetic to light rail. On this basis the following minimum vertical geometric parameters have been adopted for the corridors defined in Chapters 9 to 15: Grade 7.0% desirable maximum Grade 8.0% absolute maximum (suitable rollingstock required for 8%) All changes in grade must be connected by parabolic vertical curves. Vertical curve radius of 750m (R750m) desirable minimum Vertical curve radius of 500m (R500m) absolute minimum Vertical curves must not be coincident with horizontal transition curves, except a horizontal transition curve with a radius >/=100m may be combined with a vertical curve with radius >/=750m Desirable minimum vertical curve length 20 m Absolute minimum vertical curve length 12m. In special cases or heavily constrained locations, a grade change of ≤0.3% might be adopted without a designed vertical curve, and smaller radius vertical curves may be acceptable. Circular vertical curves may be used if approved by the operating body and radius (R) must be ≥1000m. 6.4.6 Cant and gradient Cant is applied to smaller radius curves by raising the outer rail above the prevailing track gradient and is expressed as a relative difference in level, measured in millimetres, between rail head centres. The change of cant must occur on constant gradient sections and over the full length of transition curves. In exceptional circumstances the change of cant may be extended into the circular curve. Sharp curves on light rail systems are often coincident with intersections. In these cases the applied cant is limited by the road design and the use of the absolute maximum cant deficiency may be considered.
6.5 Appraisal of elevated track 6.5.1 Context SCLR will be retrofitted within a mature built environment which is serviced by an established hierarchy of state and local road corridors. Given the long term implementation schedule, there may be instances where future changes to the broader road network emerge and these may offer opportunities for higher levels of integration between planned upgrades and the proposed light rail. Elevated light rail is generally considered less desirable than at-grade as it attracts higher construction costs, elevated stations require additional patron and staff access, and impacts visual amenity. However in some circumstances, particularly in large cities with dense adjoining development there can be desirable benefits in grade separating the operations of trams, vehicles and pedestrians. At certain locations elevated light rail (or road over rail alternatives) may be needed to alleviate conflicts that might otherwise impact safety and overall viability. Where separation of transport modes is likely to be required for the SCLR, the concept development has been broadly based on rail over road. This study has also considered the merits of road over rail within the optioneering process, and the alternatives have been tested on an as-needed basis. No traffic volumes or tram operation data were available at this stage to quantify the warrant for grade separation at key locations. Thus the concepts developed during this study have been undertaken primarily on the basis of a qualified assessment of conflicting movements and observations on site. In future design stages, detailed investigation will be required at all light rail junctures to assess the predicted Level of Service that can be provided with at-grade light rail, particularly quantifying traffic delays. These assessments will aim to identify critical movements that will provide a basis for justification of the strategic form of any required grade separations. 6.5.2 Interstate and international experience There are very few examples of elevated light rail in Australia. Where elevated sections have been used they mostly involve retrofitting of existing heavy rail corridors and the elevated sections are isolated and short in length.
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One example is the pending Gold Coast Rapid Transit (opening 2014) where a 375m long viaduct with significant transition structure has been integrated with surrounding terrain to bypass a major 4 lane arterial road, a signalised intersection, and potential steep light rail grades. For the balance of the 14km GCRT route, traffic is collocated at-grade adjacent to trams separated by a low kerb. Internationally we are aware of four non-heavy rail systems that could be classified broadly as elevated light rail systems, comparable in scale to the proposed Sunshine Coast light rail, and featuring both at-grade and elevated operations: Manila LRT Lines 1 & 2, with 31 stations over 31 km of track, mostly elevated due to heavy road traffic at- grade, OHLE, began operation 1984 Copenhagen Light Metro, with 22 stations over 20.5 km of track, part elevated and part underground, third rail power, began operation 2002 London Docklands LRT, with 45 stations over 34 km of track, mostly elevated and partly at-grade, third rail power, began operations in 1987 Seattle LRT, with 20 stations over 27.8 km of track, combination of elevated and at-grade, OHLE, began operating in 2003 While these four systems include significant proportions of elevated light rail, their total length still only comprises a small percentage of light rail systems world-wide compared with those that operate at-grade within shared corridors. Within Australia there are no light rail systems using third rail power as this is not compatible with at-grade road crossings. Based on current technology the preferred system for the SCLR will be overhead line equipment (OHLE). In future design stages consideration should be given to the potential for adoption of developing “wire free” technology which provides for charging of the light rail vehicles at stops over some zones of the line. 6.5.3 Justification to elevate The various configurations consideration in this study include: At-grade sharing space with road traffic At-grade within a dedicated corridor Grade separated (rail over road) Grade separated (road over rail) (an example of potential road over rail for this project could be at the Mooloolah River interchange, with light rail utilising an existing bridge, with a new road bridge over the top). Within sections of road between intersections it is proposed that general traffic and trams will operate at-grade under separate running. At intersections, particularly those on multi-lane roads, mixed turning movement at-grade increase the risk of conflict and impact upon the Level of Service. At some of these junctures the combination of these competing movements becomes unworkable and generates a warrant for separating traffic and trams. The warrant to grade separate light rail (or road) is best reaffirmed by assessing a range of whole of life considerations including these factors: Safety of all corridor users Reliability and punctuality of light rail operations for on-time running Continuity of traffic operations on high volume routes Opportunities for pedestrian connectivity OHLE hazard potential within streetscape environment Intersection level of service, delays and queues Maintenance regime (particularly where new technologies are adopted) Capital cost Environmental factors (idling vehicles increase CO2) Aesthetics and visual impacts Integration within urban domain Initial optioneering for grade separation considered concepts for road over rail and rail over road. Within an existing built-up environment, it is generally more cost effective to retain major traffic streams as-is and grade light rail over. There may be situations where reconfiguration of traffic streams (road over rail) may provide a
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report better on-balance solution, particularly where existing roads are nearing capacity and/or to integrate with other strategic infrastructure planning. 6.5.4 Elevated stations The functional needs of elevated stations generally result in increased and often more complex and expensive infrastructure to accommodate patron access needs compared with at-grade solutions. Equitable access is mandatory for all patrons in accordance with legislative requirements (Disability Discrimination Act (DDA) and Disability Standards for Accessible Public Transport (DSAPT) including lifts between distinct levels, and/or in extreme cases, escalators where patronage activity is very heavy. In general, elevated light rail separates patrons at streetscape level from station platforms requiring additional access considerations for:
Stairs (multiple flights subject to overall vertical height) Lifts to platforms, including possible escalators Routine maintenance and breakdowns Accessibility for patrons to entry/ exit points Emergency responses to derailment, fire and other security threats Ingress and egress of emergency personnel and equipment. At this stage of design development, the form of elevated station and platforms has not been evaluated in detail.
The typical station footprint is expected to parallel that Figure 50 Elevated Chinatown Station, Los Angeles Gold of an at-grade stop but as a minimum include: Line (Courtesy Google Maps) Platform length to allow ingress/egress from all doors of the 40m long tram (length approximately 50m) Minimum platform width 6.0m (4.0m minimum adjacent to lift) Covered all weather seating areas Lifts Stairs with landings as required Ramps subject to discrete station assessment Emergency facilities Patron information and ticketing system The location of elevated light rail may be either central within the road/ street corridor or biased towards the footpath. Based on assumptions of the potential light rail service operations and patronage, the DDA would require lifts at station stops. It would be preferable that lifts to station platforms be located within the footpath to ensure safe and easy access. Lifts and allied walkways may be enhanced by integrating these accesses with adjacent commercial development as either a patron generator or destination. Within constrained commercialised precincts, pedestrian ramps may be difficult to implement due to the length necessary to attain platform height. A warrant for escalators would appear unlikely. Road vehicle design envelopes will influence and in some cases determine the soffit level for elevated structures. Where local roads and streets have largely fixed catchments, the basis for a design vehicle should be closely examined to ensure operational provisions are fit for purpose. Based on typical vertical clearances for SCRC controlled roads (nominally 5.5m), station platforms could be up to 8.0m above adjacent road and footpath levels. As a result elevated stations in commercialised areas would typically require several flights of steps with combination landings. The height of station platforms will be influenced by traffic movements within the surrounding roads and streets. These clearances will determine the extent of patron access infrastructure required to ingress/ egress elevated stations. Emergency and incident management, maintenance considerations and unauthorised access prevention mechanisms also need to be considered. 6.5.5 Elevated structure transitions For elevated light rail, transition structures (or equivalent) will be required to connect track between ‘slab on ground’ and on structure. Due to constraints at some locations, the size and form of transition structures could be substantial. Greater structure heights will dictate longer transitions.
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Notwithstanding the visual impact of elevated light rail, transition structure footprints could arguably have greater functional impacts than the isolated piers of elevated light rail. The footprint of a typical reinforced soil structure (RSS) based transition structure approach is approximately 12.4m wide between carriageways, whereas the minimum footprint of elevated structure piers is only 4.0m. Transition structures would require this additional 8.0m width, which is likely to have a significant impact in urban locations and is a potential fatal flaw when determining option feasibility or otherwise.
Figure 51 Elevated approach structure
Figure 52 Elevated transition structure Options could be mitigated subject to integration with other infrastructure or fortuitously with adjacent terrain. Adopting steeper light rail grades to reduce long structures may need to be considered, though overall operational requirements would need to be examined in subsequent design stages. Direct loss of visibility at street level is most evident where transition structures extend for considerable lengths. For example, based on indicative track grades of 5-6%, and nominal vertical curves of R750, attaining a nominal height above road of 6.0m clearance could result in a light rail transition structure at least 200m long. There may be instances where elevated structure is ‘extended’ using shorter piers to a lower abutment height in lieu of commonly used reinforced soil structure. This structure form has reduced visual impact and would provide increased visibility at road/ street level and consequently increasing passive surveillance.
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Figure 53 Extent of possible transition structure at Mooloolaba (southern end, elevated option) Maintaining at-grade right turn access to adjacent properties is a critical consideration. In heavily urbanised areas the location of right turn movements influences the positioning of elevated structure piers, abutments and the extents of transition structures. Figure 53 indicates the possible extents of elevated sections for one of the Mooloolaba Options, with piers and abutments located to accommodate right turn movements from Pangarinda Tce, and proposed traffic signals at Akeringa Place. Around 30% of the route options examined during this study (total study length 53km) lie within terrain above RL 4.0 (i.e. areas outside the Maroochy and Mooloolah River floodplains). The remaining 70% are co-located predominantly along relatively flat terrain, with the exception of three areas: Alexandra Headland, areas adjacent to Mooloolaba Esplanade, and undulating areas between Currimundi and Caloundra. Within these areas, the natural terrain is not sympathetic to enhancing the position and size of transition structures. Within the limits of cost effective design, consideration has been given to terrain opportunities which fortuitously provide improved outcomes for the light rail. 6.5.6 Subsurface implications Two key subsurface disciplines were analysed during this study, i.e. Geotechnical and utilities/services. These assessments were preliminary and further investigation is required to quantify specific impacts. The risks associated with each underground service, and specific subsurface characteristics (e.g. acid sulfate soils) were identified and documented in Chapters 9 to 15. In its simplest form, elevated track superstructure will require sizeable substructure piers or support columns (typically of diameters between 2100mm and 2400mm or equivalent) on pile caps at 30-35m nominal centres. While pier pile caps would typically be located below the road or footpath surfaces, retrofitting will undoubtedly trigger relocation of underground services. Service clashes with elevated pier foundations may increase if light rail alignments are biased to one side of the road corridor within or near footpaths where there is a higher concentration of underground services. Subject to the final alignment, this could apply for either at-grade or elevated options. The wider footprint of the track slab (8.0m minimum) compared with isolated support piers with traffic barrier protection (4.5m minimum) is likely to trigger increased relocation of underground services, however this varies along each option due to the inherent variability within the composite services network combined with the variable widths of the roadwork.
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Figure 54 Typical elevated light rail structure with outriggers (courtesy Google maps) Where piers cannot be located centrally within the streetscape due to functional requirements, pier supports or “outriggers” (shown in Figure 54) are commonly used towards the ends of the substructure. These slightly unusual and arguably visually dominant configurations offer a degree of lateral flexibility for pier locations and have the potential to reduce the impact on services and utilities. The precise extent of service impacts could vary between each pier. Based on our assessment, these impacts are likely to vary subject to the light rail location within the road reserve. A comprehensive regime of existing services investigation will be required in future design stages provide input necessary to mitigate these works. 6.5.7 Constructability considerations The work site(s) for constructing elevated structures are often characterised by constrained, heavily urbanised environments with higher levels of pedestrian activity. The staging of works, and temporary provisions can also generate impacts over extended periods. As has been experienced during Gold Coast Light Rail, constructing light rail within built-up commercialised areas causes significant disruption, particularly during morning and afternoon peak traffic periods. Elevated light rail construction will require extensive pre-construction investigation and planning by the delivery agency and contractors, and should consider a number of key issues including: Maintain high levels of safety e.g. zero harm policy Comprehensive Project Management Plans including Staging Maintain continuity of access and driveway provisions to all stakeholders Continuous community engagement and stakeholder consultation. Traffic Management Plan with minimum lane numbers and/or re-routing of key traffic steams Provisions for emergency vehicles, buses and/or over-dimensional vehicles Temporary covered walkways to commercial premises including provisions Critical high risk activities e.g. relocations of utilities/ services, cut-over of new services, OHLE works Isolated temporary road and/or pedestrian closures.
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Figure 55 Gold Coast Light Rail at-grade track slab Assuming precast units are adopted for the bridge structure, the tight urban confines within urbanised precincts will pose added complexity for crane operations during installation. It is envisaged that these, services excavations and relocations, and other similar high risk activities would be undertaken outside normal working hours. 6.5.8 Visual amenity Subject to the final configuration and urban treatment of substructure and superstructure, the form of elevated structures can often result in substantial impact to visual amenity. Transition structures can also result in substantial impact to visual amenity due to variances of terrain, light rail grades and location of adjacent intersections structure form.
Figure 56 Stadtbahn Berlin (Courtesy Google Maps) Unlike elevated structures where general pedestrian access and visibility beneath the superstructure is partly obscured, the visual impacts of transition structures can be more substantial. Consequently there is an aspiration that transition structures be short, by considering maximum grades and where appropriate, the use of sympathetic terrain to mitigate overall functional form. Urban design considerations need to be addressed to ensure the visual impacts of above ground structures are mitigated. While the intrusion of elevated light rail into the urban streetscape may be considered unsightly, there are examples where elevated light rail have become landmarks, and have enhanced urban spaces such as Grantville light rail station in San Diego on the Trolly Green Line (USA) and Stadtbahn Berlin (shown in Figure 56). Elevated light rail and stations within an urban environment (e.g. Mooloolaba precinct) could benefit by specific master planning to develop and maximise the potential integration that the new transport mode may offer when linked with major adjacent commercial developments.
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6.5.9 Concept development It is likely that at signalised intersections increased delays to general traffic (particularly side roads) will occur as a result of accommodating light rail. From initial assessment, light rail junctures with potential to meet a warrant for grade separation include: Separation of major road traffic streams such as major state roads and motorways Intersections with high vehicle movements (conflicts with light rail flows). There are currently signalised intersections along the routes that operate with significant cycle times, and where the addition of LRT may trigger a significant reconfiguration Interchanges dictated by strategic transport demands High density urban built environment. Crossings of multiple constraints in close intervals, major roads, rivers, creeks Until detailed modelling is undertaken and analysed for peak hour scenarios using predicted traffic flows and tram operations it is not possible to confirm which intersections will fail to meet agreed levels of service and trigger any required grade separations. This assessment needs to be undertaken in conjunction with broader consultation with the relevant road agencies. 6.5.10 Cost considerations In comparison to an at-grade track (8.0m wide), the footprint of a typical elevated structure would have isolated piers (30-35m centres), though at ground level would be nominally 4.5m wide between traffic lanes. The additional width of the at-grade option translates to increased roadwork and services relocations either side of the track slab, and any additional property acquisitions. However, overall a higher cost/km may be obtained for elevated track due to other factors like elevated stations on structure. Rail systems, rollingstock and depot including stabling costs are considered similar. Early cost comparisons are presented in Chapter 17. 6.5.11 Comparison of elevated and at-grade track options Table 11 summarises general comparative advantages and disadvantages of elevated versus at-grade light rail.
Table 11 Comparison of elevated and at-grade alternatives
Feature/ Benefits of Disadvantages of Benefits of At- Disadvantages of Phase Characteristic Elevated light rail Elevated light rail grade light rail At-grade light rail
Substructure Some traffic High risk piling Simple track slab Traffic management management activities on-ground required until reduced after Large footprint for construction is elevated work site transition structures completed (practical established completion)
Reduced OHLE risk Wider total footprint including roadwork Superstructure Some roadwork can Working at heights than isolated piers be undertaken in High risk crane OHLE safety risks parallel with erection activities elevated light rail Precast units to be erected at night
Stations and Some activities can Complex works at Simple on-ground Neutral stops be undertaken in height works isolation once elevated work site Additional access & No special plant Design and Construction established safety provisions Specialised plant required
Services and Relocations may be Neutral Neutral Increased utilities reduced for central relocations due to relocations piers compared with combined footprint piers in footpath of track slab and road widening
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Feature/ Benefits of Disadvantages of Benefits of At- Disadvantages of Phase Characteristic Elevated light rail Elevated light rail grade light rail At-grade light rail
Bridges Efficiencies due to Neutral Neutral Neutral continuation of similar works
Roadworks Reduced extent of Traffic management Neutral Increased road road widening. provisions works due to track slab footprint
Rail Systems Some activities Neutral Business as usual Neutral assisted by isolated activities works site
Neutral Increases by a factor Markedly lower than Consider increases of between 1.3 and for elevated track due to wider 2.4. (vs at-grade) but partly offset by roadwork & services Capital cost footprint to reinstate relocations & roadwork possible property resumptions
Safety Reliability and on- All operations at Corridor collocation Conflicts between time running height is widely adopted transport modes at and accepted intersections
Patrons Travel perspective Possible loss of Travel perspective Neutral provides a broader visibility and provides close vista to surrounding connectivity to connection to areas. commercial areas surrounding areas.
Rollingstock 3rd rail preferred if Increased power Neutral Neutral over entire length required to travel on steeper grades
Travel times Reduced travel time Increased travel Intersections will be and on-time due to LRT times for other re-phased by giving running unaffected by road vehicles as light rail priority to light rail operations or traffic would have priority congestion over traffic on side Potential increased roads. delays to traffic on Higher potential for side roads on-time running Signalised intersections will be re-phased giving priority to light rail operations.
Operations and Maintenance Pedestrians Increased flexibility Increased demands Business as usual Neutral due to open to access stations by walk-up streetscape stairs
Visual amenity Opportunity to Can be perceived as Can be designed so Overhead lines may integrate into visually intrusive. as to integrate into be perceived as streetscapes and existing or planned visually intrusive surrounding built Alters the character streetscapes and form of a place. surrounding built form Can become Transition structures landmarks may require Opportunities for significant urban wayfinding and design to integrate urban design to into existing enhance station and streetscapes stop precincts
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Feature/ Benefits of Disadvantages of Benefits of At- Disadvantages of Phase Characteristic Elevated light rail Elevated light rail grade light rail At-grade light rail
Noise and Opportunity to Noise propagation Light rail noise Fewer opportunities vibration install noise and will likely travel becomes part of the for noise treatments vibration mitigation further. overall transport (e.g. noise barriers) measures into track corridor noise profile due to the need to form Integrating noise maintain property treatments into access and elevated structures pedestrian amenity (e.g. noise barriers) can be costly and visually intrusive.
Maintenance Neutral Working at heights Assets readily Activities incur accessible slightly higher risk Some specialised when under traffic elements incur additional requirements
Generally lower Varies subject to Higher than elevated Higher compared compared with at- precise alignment light rail due to wider with elevated light grade light rail and existing roadwork footprint rail due to with of utilities/services road works Property Acquisition Further assessment Further assessment required between required on case by central and footpath case basis based pier
6.5.12 Concept development Design standards identified during this study will be broadened and refined during subsequent delivery stages. Notwithstanding the feasibility or otherwise, elevated light rail is generally independent of these design criteria. Typically elevated light rail comprise twin tracks on sub-structure located centrally within the road reserve (piers protected by traffic barriers). Along defined sections there may be determining factors to locate the elevated track form to or away from one side of the corridor such as the cost or availability of land, alignment continuity or streetscape integration. Increasingly elevated light rail structure is fixed directly to a track slab, rather than traditional heavy rail ballast and these methods are also providing low noise characteristics during operation. Elevated light rail could be warranted at isolated locations to separate localised major movements and avoid unacceptable level of service, or on longer “segments” subject to further assessment. For the purposes of this study, light rail elevated continuously for more than 200m is broadly considered a ‘segment’, whereas light rail up to 100m long is ‘isolated’. Both labels indicatively describe light rail and exclude transition structures. Table 12 summarises the at-grade and elevated elements of the Route Options, discussed further in Chapters 9 to 15. It provides a qualitative with limited quantitative basis for the design concepts presented. Subject to further investigation of traffic movements and operations at intersections, grade separation options for selected junctures will require reviewed in in response to future transport modelling.
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Table 12 Assessment of route options for elevated light rail (images courtesy of Google Maps) Assessment of Route Options Elements
At-Grade Elevated LRT ion option Isolated or Segment Transition & Station Structures Descript
Option A and B: Horton Park Possible elevated Possible within limits of urban redevelopment interchange between precinct redevelopment heavy & light rail. Form and extent subject to Feasible isolated or urban master planning segment subject to urban master planning
Options A and B: Intersection of Warrant for elevated to Not considered feasible Aerodrome Road and Maud be determined by due to removal of right Street transport modelling turns and additional property acquisitions Possible segment if continued from Horton Park redevelopment but fatal flaw with transition
Precinct structures Maroochydore
Option C: Intersections Plaza Warrant for elevated to Not considered feasible in Pde/ Horton Pde/ & Horton Pde/ be determined by Plaza Parade and/ or First transport modelling First Ave Avenue without substantial Potential segment along property acquisitions Plaza Parade, Horton Parade and First Avenue if both intersections warrant grade separation from transport analysis
Aerodrome Road to Mooloolaba All existing (and N/A Esplanade proposed) signalised intersections anticipated to accommodate light rail at-grade Section Alexandra Parade Alexandra
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Table 12 continued: Assessment of route options for elevated light rail (images courtesy of Google Maps) Assessment of Route Options Elements
At-Grade Elevated LRT Description option Isolated or Segment Transition & Station Structures
Option A1 Viaduct 1180m long Terrain variance along Mooloolaba difference fortuitous Brisbane Road Esplanade to Akeringa location for northern Combined Place transition structure elevated Possible warrant for Southern transition viaduct elevated segment to structure joins into and address narrow Brisbane Road median constrained corridor at-grade 2-3 elevated stations to Collocated position of achieve desired levels of piers vary laterally within patron accessibility and road corridor service. Option B All existing (and TS not considered proposed) signalised Brisbane Road intersections anticipated to accommodate light rail at-grade Reaffirm treatment in future design stage by transport modelling. Future design stages to review indicative land acquisitions Viaduct 600m long from Northern transition Option C1 Riverside Esplanade to structure within terrain Akeringa Place on susceptible to flood Riverside Esplanade/ Bindaree Brisbane Road impacts. Local drainage to
Crescent Combined Possible warrant for be reviewed in future stages elevated elevated segment to address multiple Southern transition viaduct waterways structure joins into Precinct and Brisbane Road median Mooloolaba Collocated position of at-grade piers vary laterally within (same as Option A1) road corridor 2-3 elevated stations to Potential alternative achieve desired levels of alignment within patron accessibility and adjacent park/ reserves service. Mooloolah River and Parrearra Continuous viaduct Standard abutment at Channel structure across both northern end of bridge waterways including viaduct intermediate areas Bridge Viaduct
Sunshine Motorway ramp to Bridge Current option elevated Transition structure Nicklin Way Viaduct and spans over the located centrally within southbound lanes of Nicklin Way median Sunshine Motorway Narrow lanes to avoid Continuation of viaduct resumptions to accommodate 3 x motorway southbound lanes Utilise bridge “outriggers” at motorway ramp merge
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Table 12 continued: Assessment of route options for elevated light rail (images courtesy of Google Maps) Assessment of Route Options Elements
At-Grade Elevated LRT Description option Isolated or Segment Transition & Station Structures Separation to nearest Transition structures major junctures along feasible within Nicklin Way Nicklin Way/ Point Cartwright Nicklin Way are 600m however footprints would Drive Intersection and 700m trigger additional impacts, particularly in Point Ch. 8050 No warrant anticipated for grade separation Cartwright Drive
Reaffirm treatment in future design stage by transport modelling. Review right turns from Kawana Shopping World as basis for grade separation Separation to nearest Transition structures Nicklin Way North Section Section North Nicklin Way / Main Drive/ Wyanda major junctures along feasible within Nicklin Way Drive intersection Nicklin Way are 1.2km however footprint would and 1.6 km trigger additional impacts Ch. 11190 No warrant anticipated particularly in Main Drive for grade separation Reaffirm treatment in future design stage by transport modelling. No warrant for grade separation of isolated intersection Sunshine Coast University No warrant anticipated Transition structures not Hospital for grade separations considered Review traffic volumes for junctures on Kawana Way Kawana Precinct
Nicklin Way / Lake Kawana Separation to nearest Transition structures Boulevard major junctures along feasible within Nicklin Way Ch 15350 Nicklin Way are 1.0km however footprint would and 1.7 km trigger additional impacts No warrant anticipated particularly in Lake Kawana Blvd for isolated grade separation Reaffirm treatment in future design stage by transport modelling. Nicklin Way South Section
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Table 12 continued: Assessment of route options for elevated light rail (images courtesy of Google Maps) Assessment of Route Options Elements
At-Grade Elevated LRT Description option Isolated or Segment Transition & Station Structures Option A: Nicklin Way southern Central collocation and Underpass transition end variance in adjacent structures located Ch. 18480 to 23700 terrain support between motorways Combined underpass concept carriageways at-grade Alternative underpass with only if LRT configured isolated entirely on western underpass side of motorway corridor
Option B: Intersection Nicklin Separation with Transition structures not Way/ Beerburrum Street nearest major considered Ch. 19540 junctures on Nicklin Way is 0.8km to 2.4 km Isolated intersection but no warrant for grade separation
Caloundra Precinct Reaffirm treatment in future design stage by transport modelling Option C: Intersection Nicklin Separation with Transition structures not Way/ Buderim Street nearest bridge or considered Ch. 18450 major juncture on Nicklin Way is 0.9 to 0.8 km Isolated intersection but no warrant for grade separation Reaffirm treatment in future design stage by transport modelling
6.6 Bridges and structures 6.6.1 General design parameters The following design parameters and assumptions have been utilised to develop concepts for light rail bridges and structures: Track slab 8.0m wide Twin track on single structure (separate structures only if noted otherwise) Walkways both sides of bridge (not cantilevered from structure) Derailment kerbs between track slab and walkway (200mm wide) Pedestrian handrail/screen at edge (not a vehicle containment barrier) Overall bridge width – 11.0m (rail only) Track slab is a non-structural slab 230mm thick Navigational clearances (soffit) equal to adjacent structures Piers to align with adjacent structures when over waterways Live load equivalent to Austroads T44 vehicle load.
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6.6.2 New minor waterway crossings Typically these bridges would consist of TMR deck units with in-situ concrete deck slabs as the superstructure. Substructure would most likely be driven prestressed spun concrete (PSC) piles, direct into a headstock at the pier or abutment, with spans < 25m. 6.6.3 New major waterway crossings Major waterway crossings (bridge length > 50m) would likely be on an alignment independent of existing road bridges. Two types have been considered: Type 1 - TMR deck unit bridge with in-situ concrete deck slabs as the superstructure. The substructure would most likely be driven PSC piles, direct into a headstock at the pier or abutment, with spans < 25m. Type 2 - Super T girder bridge with in-situ concrete deck slabs as the superstructure. Substructure would most likely be either driven piles or cast in place piles, pile cap, single reinforced concrete column with headstock as the piers and spans 35m. 6.6.4 Widening existing waterway crossings Where the light rail corridor is located within the median of an existing road bridge over a waterway, the bridge would ideally be widened using the existing structure, including: Additional piers to match existing. Deck superstructure to match existing and maintain stiffness. Deck units will be duplicated to match existing deck units. Super T girders will be utilised in lieu of existing bridge ‘I’ girders. 6.6.5 New viaduct structures Viaduct structures would consist of Super T girder bridges, with in-situ concrete deck slabs as the superstructure. Substructure would most likely consist of either driven PSC piles or cast in place piles, pile cap and single reinforced concrete column with headstock as the piers. Spans would be 35m. Where viaducts cross existing road intersections, the spans could increase to 40/42m utilising 1800mm deep Super T girders. Figure 57 and Figure 58 show typical sections for waterway crossings.
Figure 57 Cross section- light rail over water Figure 58 Viaduct crossing
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6.6.6 Structure depths Table 13 describes various structure depths for bridge types and spans.
Table 13 Structure depths Structure Type Span (m) Girder/ deck unit Deck slab (mm) Track slab (mm) Overall Structure depth (mm) Depth (mm)
Deck unit 20m 800 230 230 1270
25m 1050 230 230 1520 Super T 35m 1500 230 230 1970 40m 1800 230 230 2270
6.6.7 Clearances at bridges and elevated structures Light rail structures will be required to span State and Council roads and waterways. Vertical clearances to roads are anticipated to be: 6.0m for State controlled roads 5.5m for Council roads (absolute minimum is subject to discrete assessment) 6.0m for waterways 2.4m for shared paths and bikeways All vertical clearance requirements would be confirmed with the relevant transport/road authority, as part of subsequent design stages. 6.6.8 Other structures Large Span Bridge At the northern end of Minyama on the Nicklin Way, the light rail alignment is proposed to cross the Sunshine Motorway southbound carriageway at a high skew approaching the Nicklin Way central median, where a transition structure is envisaged. The large span bridge (60m nominal) joining the transition structure is envisaged to provide 6.0m vertical clearance to the southbound carriageway. This structure will connect the dedicated Parrearra Channel structure to a bridge form that could be either concrete voided slab or a series of portal based frames with outriggers to support deck units or super tee units and track slab. Underpass Structures As part of Caloundra Option A (refer Chapter 15), an underpass structure is proposed towards the southern end of Nicklin Way near Ben Bennett Botanical Park to allow the light rail to connect east through to West Terrace. The light rail would grade down at a nominal -5% at the approach to the underpass along Nicklin Way. The retaining structure would comprise contiguous piled walls along each side adjacent to northbound and southbound carriageways. Facing panels could be used to provide an appropriate level of urban design treatment to both retaining structures. A ‘top down’ bridge structure would be used to create a short span underpass. Further assessment would be required in subsequent design to optimise the light rail vehicle envelope. Desktop geotechnical data available to this study was insufficient to identify the form of abutments and foundations at this stage. The eastern approach from West Terrace to the structure would require earthworks excavation to tie in with a nominal vertical alignment and provide drainage. Retaining walls Terrain encountered over the extent of the light rail alignment indicates moderate earthworks and excavations are likely to arise from retrofitting the new track form. The majority of excavation will be to reinstate pavements and road carriageways. In addition there may be the need for isolated retaining structures to limit the extent of impact to adjacent property or maintain pedestrian connectivity. Based on investigation to date, locations where the extent of earthwork batters may be mitigated with retaining walls include: Alexandra Parade (refer Chapter 10): to suit localised constraints adjacent to foreshore reserve Nicklin Way south (refer Option A, Chapter 15) widening to carriageways Caloundra (Option A, refer Chapter 15) approach to West Terrace underpass connection.
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6.6.9 Constructability assessments A constructability assessment was undertaken for bridges and major structures associated with the potential light rail options. The assessment considered terrain, existing constraints and initial subsurface information supplemented by targeted site visits to inform the following parameters and assumptions: Bridges and major structures will warrant piled foundations. Driven piles up to 30m deep are expected due to soil type and depth of alluvium. Cast in place piles may be required at certain locations. Piled raft foundations may be required for bridge approach structures Concrete durability requirements for marine environments will need to be considered, particularly in regard to concrete mix design. Concrete specifications will need to meet Australian Standards Major waterways structures will require substantial temporary works Existing bridge widening and strengthening will require considerable traffic management and night works. Bridge extents may increase to reduce the height of abutment walls in the urban environment. 6.6.10 Design treatments Elevated structures are substantial structures and could require special considerations to mitigate visual impacts (refer Chapter 11). Further investigation to confirm the form of these super-structures will be required to develop a plan for cost effective treatments and initiatives, tailored to each precinct, that mitigate impacts in high visibility areas. Such enhancements may include: Tapered, slender or feature surfaced piers Curved or shaped headstocks Patterned parapets Precast RSS panels Coloured and textured concrete surfaces. 6.7 Road corridor co-location 6.7.1 State controlled roads Significant parts of the light rail corridor are proposed to be co-located within State and local government controlled roads and road reserves. Consequently, significant and ongoing cooperation between Council and the Queensland Department of Transport and Main Roads (TMR) will be necessary in subsequent project planning and delivery phases. Amongst the range of issues that will need to be considered and supported by a comprehensive traffic network assessment and associated road safety audits are: Safety of road users within road corridor Rationalisation and reconfiguration of intersections including signal priority (state and local roads) Retention, reduction or removal of general traffic lanes Removal or alteration of median/ buffer strips Removal or alteration of turning provisions (from through road) Removal or reconfiguration of existing on street car parking Inclusion of left turn movements from through lanes on state roads into local streets Provision of on-road cycle movement. 6.7.2 Council controlled roads Consistent with Council’s strategy to promote light rail and encourage the use of active transport, reconfiguration of streetscapes will need to streetscapes retain and further integrate public facilities including: footpaths, bikeways, shared paths and accesses to stations. In examining the retrofitting of light rail, careful consideration has been made of existing streetscape elements including on-street parking, median/buffer strips and adjacent land uses to address the safety of all users.
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6.7.3 Other land parcels The majority of the light rail corridor is proposed to be co-located within State or Council road reserves, however property acquisition is likely to be required in constrained areas, and discussion with stakeholders and application of appropriate property acquisition processes will be required. 6.7.4 Approach to light rail and streetscape integration The location of the track form, whether at-grade or elevated, will need to consider a range of competing constraints and operational demands. With the addition of this typically 8.0m wide streetscape element, designers and transport corridor managers will need to carefully consider and plan for undertaking the works, reinstatement of affected lanes and/or reduced elements to minimise property acquisition (where required).
Figure 59 Gold Coast Light Rail - typical co-location within suburban connector streetscape To mitigate impacts and avoid or minimise property resumptions, typical roads/streetscapes for both at-grade and elevated track forms may need to be reconfigured by either modifying (generally reducing) or fully removing cross sectional elements not considered essential to the proposed composite function of the corridor in the long term. These ‘non-essential’ elements may in some cases include car parking, traffic lanes, central medians or turning lanes. The removal of these elements (location and extent of modification) would be determined through future stages of design and analysis. Several typical streetscapes were considered in this assessment. These are shown in Figure 60 to Figure 65. These streetscape type sections are generic and intended to indicate the light rail design intent. Property accesses, lane widths, and land requirements/resumption boundaries will be refined in future stages of design.
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‘Park’
‘Park’ at Ulm St South 'Park' at Beerburrum St
Figure 60 Examples of ‘Park Streetscapes’ and design responses
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‘High Street’
'High Street Mooloolah Esp 'High Street' Omrah Ave
Figure 61 Examples of ‘High Street’ streetscape environments
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‘Arterial’
‘Arterial' at Aerodrome Rd 'Arterial' at Nicklin Way
Figure 62 Examples of ‘Arterial Streetscapes’ and design responses, 4 lanes
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‘Arterial’ continued
Figure 63 Examples of ‘Arterial Streetscapes’ and design responses
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‘Suburban Connector’
'Suburban Connector’ Beerburrum St 'Suburban Connector' at Regent St
Figure 64 Examples of ‘Suburban Connector’ streetscapes and design responses
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‘Suburban Street’
‘Suburban Street' Kingsford Smith Pde Ulm St South 'Suburban Street'
Figure 65 Examples of ‘Suburban Streetscapes’ and design responses
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The extent to which streetscape elements including traffic lanes, parking and emergency vehicle access, median and kerb treatments can be reconfigured to accommodate the proposed light rail varies both along, and between route options considered in this assessment. The strategies listed in Table 14 have been proposed to guide the reconfiguration process, though ultimately will require the endorsement of SCC and/or TMR.
Table 14 Streetscape reconfiguration strategies Streetscape Element Reconfiguration Strategy to Retrofit Track Form Median/ buffer for at-grade Reduce or fully remove median or buffers as necessary. light rail Retain/install median or buffers where width is available Median/ buffer (elevated/ Alter width to accommodate structure piers/ approaches. underpass) Utilise traffic barrier for pier protection (e.g. concrete) Retain and integrate residual portions where possible General traffic lanes Retain/reinstate with potential for minor reductions (excluding curve widening). (through road) Reduce from 3.5m to 3.2m minimum (3.0m absolute minimum) Full lane removal subject to detail traffic network analysis justification and authority owner approval. U-turns Provide or retain U-turn capability at signalised intersections where safe and warranted (to offset removal of other right turns) Left turn deceleration lane Retain where warrant justified by traffic operation and/ or safety requirements Combine left turn with through lane Left turn into acceleration Retain where warrant justified by traffic operation and/ or safety requirements lane Combine acceleration lane with outer through lane Right turn lane from Retain where network warrant established through road Signalise in conjunction with light rail Potential for minor reduction to 3.0m wide including kerb Alternative to remove and redistribute turn movements elsewhere on network. For example, at Alexandra Headland there may be justification to culdesac local street accesses previously connected onto Alexandra Parade. This may negate right turn movements that are undesirable with light rail operations. These and other scenarios should be rested using more detailed traffic modelling. Right turn lane from side Reinstate where network warrant established and signalise in conjunction with light rail road Establish basis for redistribution of side road movements elsewhere on network and reduce to left-in and left-out On-street parking Significant opportunity to offset light rail footprint Fully remove as necessary. Consider offset in heavily commercialised areas, subject to SCC assessment Consider indented parking bays On-road bikeways Retain; supports broader SCC active transport initiative Examine reduction from 1.5m (desirable) to 1.2m minimum if assists to avoid resumptions No bikeways re-routed (removed) unless directed by SCC Footpaths Retain; supports broader SCC active transport initiative Incorporate shared paths to enhance movement Reduce if excessively wide and function unaltered Reduce in isolated constrained locations approved by SCC Batters (cut/ embankment) Consider localised retaining walls as necessary to minimise impacts and avoid resumptions
In some cases reconfiguration will not result in the desired cross section for the light rail, and property acquisition may be a necessary requirement to accommodate both the light rail and road infrastructure.
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6.7.5 Intersection considerations As a result of the light rail retrofit, the form of each intersection needs to integrate changes to streetscape role and function including retained cross sectional elements (many with reduced widths) and potential new elements (e.g. on-street bike lanes). Subject to the selection of the final route option within each precinct, the number of intersections to consider with the light rail between Maroochydore and Caloundra could be between 70 and in excess of 120 (i.e. intersection separation between 190m and 340m). In the absence of light rail operation modelling and road network traffic modelling, this assessment makes a series of assumptions around key design issues and constraints to develop the likely form of road/street intersections along the route. It is envisaged that the next stage of study will determine the layout of each discrete intersection for a preferred route. This will take into consideration the following information and key issues: State and local road requirements to be assessed through network modelling and analysis for retention and/or reconfiguration. Light rail operations to be modelled for intersections and stations stops (750m spacing approximately), particularly priority at signalised intersections during peak times. Forecast through and right turn vehicle volumes to enable appropriate lane treatments to be developed including the number of lanes (e.g. heavy demand from Aerodrome Road into Maud Street), storage length, and developed form within streetscape environment. Station platform footprints (e.g. centre island platform), proximity to intersections and integration of pedestrian movements Rationalisation of movements (e.g. removal of some right turns) and reconfigure as only left-in/ left out. Retain existing left-in/ left out intersections in conjunction with road widening for light rail retrofit. Identify opportunities for discrete light rail elements such as bus bays or loading bays within the linear context. There may be locations for bus bays in less constrained areas e.g. downstream of intersections where lanes merge, or utilising areas of redundant roadway. Traction power sub-stations could be located within isolated residual land portions resulting from intersection reconfiguration.
6.8 Rollingstock A review of rollingstock appropriate for speeds up to 70km/h (or 80km/h, subject to standards adopted) has been undertaken to determine the typical light rail vehicle specification for the light rail: Length – 40m, Width – 2.65m, Height – typically around 3.3m Door step height – typical 235 to 290mm for low floor trams depending on vehicle type and configuration DDA compliance - min 70% low floor area desirable Operating height for the pantograph and contact wire height not less than 4.3m Maximum height of pantograph and contact wire height not more than 6.0m Contact wire height between 5.0 and 5.8m. Exact figures to be confirmed in later design stages Maximum vehicle (typical) speed of modern tram vehicle is either 70 or 80 km/h subject to vehicle type and configuration and standards adopted. It is likely that the type of rollingstock to be employed for the light rail would be similar to that used for the Gold Coast Light Rail, as illustrated in Figure 66. There may be advantages of utilising similar specification rollingstock as this would draw upon local knowledge and offer potential opportunity for developing skilled resources for operation and maintenance activities on a live system.
Figure 66 Typical light rail rollingstock (courtesy Gold Coast light rail, GoldlinQ- Bombardier FLEXITY 2)16
16 http://goldlinq.com.au/operating-light-rail/trams-and-stations/ accessed July 2013
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6.9 Stations 6.9.1 Station/ stop spacing The review of international and Australian case studies identified that separation of light rail stops is generally 500m (minimum) in high density precincts and 1000m (maximum) in low density areas. The identification of stations and stop locations has not been defined in this study, as no operational modelling was undertaken. A nominal spacing has been indicated, with an upper and lower bound for separation. The assumed spacing for the purpose of this stage of the study was 750m, which results in approximately 33 stops and stations that could be implemented along the varying route options. The number of stops and stations is an important consideration in the early cost estimates contained within Chapter 17. 6.9.2 Stations Opportunities for major and district stations are discussed in Chapter 4 and indicated on Figure 47. These include Maroochydore, Mooloolaba, Kawana Shoppingworld, Kawana Town Centre, Currimundi and Caloundra. Elevated station configurations are discussed in section 6.5.4. 6.9.3 General stops All station and tram stops will be designed in accordance with the relevant standards and codes at the time of implementation, such as Disability Standards for Accessible Public Transport (DSAPT) 2002, using Crime Prevention Through Environmental Design (CPTED) principles and appropriate safe design practice. The final form, features and integration with broader station planning for general station stops will be determined in future study phases. Based on a review of typical light rail operations nationally and internationally, several station/ stop formats could be utilised. Platform configuration will be dependent upon several factors including: safety of tram patrons and other road corridor users context of the station within adjacent infrastructure road traffic volumes levels of pedestrian activity. In general locations along the route, three primary station stop types are identified: Centre island platform (preferred) Trafficable platform stop Kerb Extension Platform Side platform (single faced). For the purposes of this study station/stops are assumed to be based on a central island configuration shown in Figure 67. Other possible configurations are shown in Figure 68 to Figure 70. These examples are sourced from existing light rail operators (Department of Transport, Victoria) as examples of existing practice.
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Figure 67 Central island platform (reproduced courtesy of DoT Victoria)
Figure 68 Trafficable platform stop (reproduced courtesy of DoT Victoria)
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Figure 69 Single faced side platform (reproduced courtesy of DoT Victoria)
Figure 70 Kerb extension platform (reproduced courtesy of DoT Victoria)
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6.10 Rail systems 6.10.1 Traction power systems ENERGEX supply The existing ENERGEX 11kV power reticulation network throughout the Sunshine Coast provides a broad platform so that the light rail traction power system can be implemented without notable changes to option alignments. The light rail is expected to be supplied from ENERGEX substations at Caloundra, Currimundi, Kawana, Mooloolaba and West Maroochydore. The capacity of substations at Kawana and West Maroochydore are almost at 100% utilisation. To relieve the load on Kawana and West Maroochydore ENERGEX have plans to build new substations at Pacific Paradise and Birtinya that will open in 2014 and 2015 respectively. A traction power modelling exercise will be required to determine the traction load requirements along the preferred route and to confirm these requirements with ENERGEX. A potential delivery risk is that if a new ENERGEX substation is required, it could take up to 3 years to come online. Additionally if the bulk supply point from Powerlink needs to be upgraded it could take up to 5 years. Substation locations DC traction power substations require an 11kV supply from ENERGEX. They should be located within easy access to 11kV supply points and as near to the traction power distribution network (overhead, third rail etc.) as possible. Traction power modelling will determine the ideal locations of the light rail DC substations. The majority of DC substation locations are not anticipated to be a major risk (i.e. proximity to reticulate from ENERGEX substation) as most route options are located within existing or future urbanised areas. There may be project risk where land parcels cannot be easily procured (e.g. community objection to facility location). These issues need to be closely monitored during the pre-construction period to ensure preferred substation locations can be secured without disadvantaging the project. The location of DC substations can be up to many hundreds of meters away from ENERGEX substations 11kV supplies. The separation between DC traction power substations could be up to 2km along the alignment to overcome volt drop problems. This spacing is dependent on the loading and the acceptable volt drop. This needs to be taken into account when siting the substations. The precise locations should be determined during subsequent design stages when a traction power study including modelling is undertaken. The traction power model will determine any issues with supplies when proposed locations for substations are available. It may be possible to extend this substation separation to between 4km and 5km if traction power load is predicted to be light. Based on a nominal 23km route and DC substations at 2km intervals, there could be 11 substations, with an additional one dedicated at the depot. The primary depot will need its own separate DC traction power substation so that it can be separated from the operating railway. Substation facilities Land requirements for a 750V DC substation are up to approximately 250 square metres. DC traction substations will probably consist of two buildings one approx. 7m x 5m containing a pad mount transformer and one 17m x 7 m which contains the switchgear. Typically the transformer will be housed within a cladded building to facilitate maintenance, with the balance for switchgear and general access. The DC traction substation needs to have access for a single unit truck, typically with on-board crane to off- load the substation equipment. There will also need to be space for a maintenance vehicle either to drive in and turn around, or reverse in from the adjacent access road/street. Clearly the spacing of ‘standard’ substation facilities along the route will vary to fit within constraints, land uses and other determining factors. Difficult sites in heavily congested residential areas may benefit from innovate configurations to avoid undesirable aesthetics (e.g. small underground facility integrated with open green space above). Lot and building sizes should be reviewed during the next stage of design to ensure the facility footprints are optimised. 6.10.2 Overhead line equipment For the purposes of this study it is assumed that Overhead Line Equipment (OHLE) will be used to supply power to the electric drives on the light rail vehicle via a system of solid copper wire conductors periodically supported above track and received through a pantograph. The system will operate at 750V DC and will be fed from a series of traction substations.
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OHLE conductor For the purposes of this study it is assumed that the total cross section of copper conductor will be between 250-300 sq.mm in urbanised areas where the grades are low. The conductor area can be in the form of a single catenary of about 130-180 sq.mm and a single contact of about 109-193 sq.mm., with an average mast spacing of about 35m. There is also a possibility of using twin contact of about 120-140 sq.mm each (i.e. total conductor area of about 240-280 sq.mm.), each with mast spacing about 25m. For areas which have higher gradient (>2% or higher and constantly undulating), the copper conductor area should be between 300-400 sq.mm. For catenary type overhead wiring, this could be in the form of a single catenary (130-180 sq.mm.) and twin contact wire (120 sq.mm. each) or twin catenary (130-180 sq.mm. each) and single contact of about 120-140 sq.mm. Mast spacing would remain at an average of 35m. Alternatives to OHLE In addition to traditional OHLE systems, consideration could be given to alternate catenary free light rail vehicles. An example of this is contactless charging technology. Bombardier has a system called “Primove”, which enables the wireless charging of on-board batteries for electric vehicles using inductive power transfer. Cables are buried below the surface of the road. Sensors detect when a light rail vehicle is above the cable and on-board equipment detects the cables and they are effectively powered up. A magnetic flux is created which generates an electric current to power the light rail vehicle. The sensors remain inactive until a light rail vehicle is above them. Other catenary free systems exist as well such as: On-board capacitors (super capacitors) - Due to the low charging time required for super capacitors it is possible to charge them at stops during the boarding and alighting cycle. The light rail can be charged either via the pantograph and a short overhead conductor wire/rail or through a pick up shoe mounted under the tram. Buried third rail – The system becomes live in segments under the vehicle as it passes over. Despite increased costs being the disadvantage of catenary free systems, the advantages include reductions in the: Level of visual intrusion Overhead infrastructure Headroom requirement Power usage in some cases Impact on system performance during poor weather. These systems are the subject of strong, ongoing research and development, and it is quite likely that by the time the light rail system is due to be deployed, these systems will be more advanced and/or readily available. 6.10.3 Signalling A line in the sand describes the light rail having its own or segregated corridor but sharing intersections with other road users (pedestrian and vehicles) and with signal priority given to the light rail. As indicated in Chapter 4, traffic and operational modelling will need to be carried out to determine how much congestion (if any) this causes to other road users. The prioritisation of the light rail in peak times could add to the ‘encouragement’ of residents using the light rail system instead of their cars, if it is perceived as offering a competitive journey time. By 2025, due to the growth in new technologies it is possible that in-cab signalling could be available to use within the light rail to aid drivers. Subsequent delivery phases/stages should monitor industry and emerging practices to ensure the benefits of new signalling technologies are realised. Subsequent studies should monitor industry and emerging practices to ensure the benefits of new signalling technologies are realised. The signalling design should be a consideration when sighting stations on the new alignment. Stations placed either side of an intersection may be problematic if too close together. For example, a light rail vehicle behind a light rail vehicle stopped in a station may be prevented from exiting the intersection if the train is delayed at the station. This should be evaluated when producing the operational model. 6.10.4 Communication and control systems At this stage the location of the control centre is assumed to be at the maintenance depot. Modes of operation need to be defined and understood i.e. is an emergency or backup control centre required and if so where it should be located. Additional consideration should be given to redundancy requirements i.e. will redundant
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Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report communication paths be dedicated to light rail paths or will they be third party supplied paths where reliability/availability is taken out of the light rail control. Communication and control systems can all be designed around the chosen architecture and the modes of operation will determine this architecture. Technology change will dictate that specific forms of communication can be reviewed and reaffirmed in subsequent delivery stages. It is anticipated that a range of then current communications and information systems will be available to passengers and operators respectively. These include fibre optic based networks, passenger information displays, emergency phone equipment, PA help points and CCTV on stops, radio systems, vehicle location systems, help point on vehicles, information displays on vehicles, PA on vehicles, and possibly Wi-Fi enabled platforms and light rail vehicles.
6.11 Public utility assessments The impact and integration of Services/ Public Utility Plant has been considered at a high level commensurate with assessing the feasibility of light rail options. GIS has been used to identify and assess the impact of existing services/utilities that are co-located within road corridors. The assessment has been based on existing asset location data provided by Council. Information relating to future capacity and standard-of- service upgrades has not formed part of the impact assessment detailed within this report, and would need to be evaluated in future stages of design. As a general rule and for the purposes of this study, existing depth of assets (vertical alignment) has not been considered in any detail whilst determining whether specific locations do or do not pose a major risk. Rather, the assessments have concentrated on horizontal location relative to the proposed light rail alignment, the size and material of construction of the assets under consideration. The impacts of alignment options have been determined by applying nominal width buffers either side of the proposed rail track form. Public utilities considered in this assessment include stormwater, water mains (UnityWater), sewer (UnityWater), ENERGEX and Telstra. No gas services have been reported as part of this assessment. No assessment of road and street lighting has been undertaken during Stage 2a. It is anticipated that once a preferred scheme has been identified, negotiation between Council, ENERGEX, QTMR, Powerlink and other key stakeholders will be undertaken to develop and agree on the strategy for reconfigured lighting along state and local roads impacted by co-location of the light rail. It is anticipated that once a preferred scheme has been identified, negotiation between SCC, ENERGEX, QTMR, Powerlink and other key stakeholders will be undertaken to develop and agree on the strategy for reconfigured lighting along state and local roads impacted by co-location of the light rail. 6.11.1 Stormwater drainage The stormwater drainage assessment examines the impact of the light rail on the existing stormwater drainage system. The key issues for consideration with regard to stormwater drainage and impacts include: All stormwater pipes crossing or located within the track form are likely to be a significant risk If stormwater pipes need to be lowered due to insufficient cover when crossing the track, this may result in the need to also relocate parts of the of the downstream network at lower levels. The network may require upgrading to facilitate the necessary revised flood immunity and therefore this may impact pipe sizing and crossing depths. Such future upgrade scenarios have not formed part of this assessment. Drainage pipes are generally deeper than other services. Any work in or around drainage is generally difficult in terms of constructability and poses an additional risk of safeguarding other services around deep excavations. Ground water intrusion could add to constructability constraint and risk. All maintenance manholes will be required to be relocated to ensure safe access during the operation of the rail system. The risks to stormwater pipes along an existing footpath kerb line are considered to be less than those areas within the track form; however constructability, traffic management and costs are still likely to be significant. Staging of works will likely be a significant consideration in terms of maintaining the integrity of the drainage network while new mains are constructed. The majority of stormwater pipes that are currently located within the footpath service corridor would be required to be moved to the kerb or the road. This is to ensure that other services are placed within their allocation in the footpath.
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Larger stormwater mains will be of a greater risk in terms of constructability, costs, traffic management, and design Staging of works will likely to be a significant consideration in terms of maintaining existing services. 6.11.2 Water mains – Unitywater All water mains along the influence of the track form will require relocating/lowering to an acceptable depth. The road pavement structure is a critical consideration to determine whether and to what extent relocations are required. All water mains crossing the track form will be required to be relocated/lowered to a zone outside of the influence of the track form (typically this is approximately 2.0m deep, modified to Ductile Iron Cement Lined pipes (DICL) and enveloped). In general, risk and associated costs increase with depth, size, age and the durability of materials. The major risk with water mains crossing the track is their size. As mains increase in size so do issues around thrust restraint, supply / isolation, constructability, traffic management and the like. As water mains may be required to be relocated to greater depth, thrust boring and trenchless techniques are likely to be necessary to mitigate traffic constraints; this technique requires space to setup in the form of launch and retrieval pads, adding to cost of constructability. All older Asbestos cement (AC) mains are a risk in terms of connecting to, working in and around and ensuring their integrity, and are always a high constructability risk. Older AC mains will have a greater risk than a DICL or Mild Steel Cement Lined (MSCL) main to withstand construction processes. Ensuring supply while (larger) trunk mains are shutdown is always a task that requires good planning with water utilities. The larger the trunk mains, the more important the construction duration/ timing concerns would be and the greater the risks to supply and maintaining a desired level of service standard to customers. Larger mains will require larger thrust blocks equating to longer construction time, construction footprint, traffic management issues; note that concrete thrust blocks require a minimum curing period (days) before they are able to withstand thrust; piling or other means of thrust restraint may be necessary. Larger mains may require Air Valves (AV) or Stop Valves (SV) that will need to tee off within the road for access within the footpath. These can sometimes be difficult to locate in footpaths as they will need to cross other services (e.g. stormwater drainage) at-grade and take up space within the service corridor. Water mains within the road zone have the potential to remain in place; however consideration must include the depth and type of main, particularly compared to the bottom of the constructed pavement. A main may have a cover of 700mm but the reworked road pavement depth may require a total depth of 550mm; therefore during construction of the reworked road pavement compaction equipment will be running over the water main with only 150mm cover; additional protection measures are required to maintain service. AC mains remain a risk even when located along footpaths. Services crossing the track form will most likely cross below an AC main due to their depth and maintaining minimum cover to the top of the AC main. When this occurs, the integrity of the old brittle AC main is difficult to maintain during excavations under the AC main; the asset owner will likely request the main to be shut down and the section replaced with DICL. This particular scenario becomes even more critical with larger AC mains and if service crossings below AC mains are at an angle (not perpendicular) the length of exposed AC line to be supported increases beyond acceptable limits. Water mains located within the service corridor will likely be required to be relocated to provide additional space for the location of upgraded other services into the service corridor; in this regard existing thrust restraints (and relocation thereof) may become a real problem. Larger mains will be difficult as they have larger thrust blocks, increased constructability constraints, constraints around maintaining supply and off takes for AVs and SVs. Trunk mains will be required to be relocated (and possibly lowered to achieve minimum cover) into the new road footprint. Smaller service mains | Issue | 19 December 2013 | Arup Page 102 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Gravity sewers crossing the track form run a very large risk that they will be required to be relocated deeper to maintain clearance under the track form. This may impact the entire downstream network and will require a detailed assessment going forward. The asset owner may request that an asset that has sufficient depth is protected due to its material of construction, age or likely condition. Alternatively, an upgrade as part of meeting future master planning objectives may be requested. Gravity mains under this consideration can be deep and constructability constraints and associated costs significant as such works within a congested brownfield environment will require an in-depth assessment. Major constructability constraints make the relocation / renewal / upgrading of existing large diameter gravity sewer mains extremely complex and risky. Mains are required to be plugged and flow bypassed into adjoining sewers with capacity to take the flows or the flow is bypassed into tankers. There is usually only a small window of opportunity to undertake this type of work late at night when diurnal flows are at a minimum. Further, the condition of an existing sewer main must also be duly considered during such works. Due to a likely degradation of older AC mains, all work on such mains is considered as higher risks than other types of mains. All mains within the track form influence zone will require realignment unless they have sufficient depth and protection. As a general rule this has been considered to be unlikely and likely impacts are similar to water mains in this area. Existing manholes within the new road surface may require modification if the road surface level changes. As confined space regulations have been amended, considerable modifications to existing manholes may be required to meet new requirements. Existing sewers within the road but outside the road corridor are considered to have reduced risk in terms of relocations. Generally sewers are deeper and therefore have the required depth needed to withstand the construction activities. This however is a generalisation and shallow mains, upgrades, or inferior material such as AC may still require modification/upgrades. Any work to deep mains is difficult in terms of constructability and any work to larger mains is high risk in terms of constructability. All sewers within the footpath service corridor will require careful consideration in terms of relocation. A reason for realignment would be a significant clash with other services within the corridor. This would need to be assessed on a case by case basis but generally the cost of realigning a sewer is significant due to the potential depths – note that depth of excavations increase risk to supporting other nearby services as the integrity of the other services must be maintained during construction. In general, risk and associated costs increase with depth, size, age and the durability of materials. 6.11.4 ENERGEX The assessment of risks and constructability constraints have been based on the following considerations: It is anticipated that all ENERGEX assets within the buffer zone will require relocation with the exception of 132kV OH power. It has been assumed that this will be in a like-for-like format – i.e. overhead lines will remain overhead and similar for underground services. For 132kV OH power and 132 kV substations, relocation is highly unlikely due to extreme costs and risks associated with such asset relocations. As a general observation there is likelihood that ENERGEX may prefer relocation of overhead services to an underground location. If an underground network if preferred, ENERGEX pits within the service corridor introduce an increased level of complexity in constrained areas as the pits tend to extend within the service corridor of other services. This scenario becomes even more complex when Telstra pits are also located within the service corridor, especially in high demand service areas. This situation has the potential to result in “snaking” of services along the corridor to pass pits. This also results in reductions in minimum clearances between services depending on the corridor width. For the purposes of this feasibility study such a scenario has not been considered further as it is considered to be beyond the level of detail assessments required at this stage of the project. 6.11.5 Telstra The assessment of risks and constructability constraints have been based on the following considerations: All Telstra infrastructure located within the project boundaries will likely require realignment. Risk criteria and constraints mapping are based on the size of Telstra conduit banks within the ground. | Issue | 19 December 2013 | Arup Page 103 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report All Telstra pits are considered to pose an elevated risk as they generally require construction while the existing infrastructure is in place, the pit itself tends to be large and crosses into “other” service provider corridors, and must be located in the footpath service corridor and not on the road due to OH&S risks during operations. Complex/major intersections may have a weighted risk due to the complexity of crossing multiple services at these locations. Telstra trunk conduits do not generally have the capacity to facilitate sharp bends as conduits cannot be pulled from pit to pit due to friction on the bends. The risk assessment does not consider Fibre Optic (FO) cabling however some specific areas may contain higher risk FO cables that will integrate a higher risk during construction only. FO conduits will require relocation as per all other telecommunication assets. 6.12 Maintenance 6.12.1 Depot considerations The operation of a light rail system requires a depot. The depot is the communication hub, maintenance centre, and stabling facility, where light rail vehicles return to when not in use. This section informs the functional requirements for the operations and maintenance facilities at the depot, including buildings and associated infrastructure. The consideration of these elements is necessary to determine the footprint of the depot facility, and therefore the land required to accommodate it. 6.12.2 Stabling and maintenance The following design parameters have been assumed for the consideration of depot locations and layouts: 17 trams for 1st stage; Maroochydore to Kawana; includes 2 spares 25 trams (total) for 2nd stage; Kawana to Caloundra; includes another 2 spares 30 trams - medium to long term. The track-fan and crossing works primarily comprise a series of light rail tracks, and include turn-outs switches, points necessary to accommodate the transition from a single or dual track arrangement to multiple tracks within the depot. The footprint for the track fan will be within the gated depot area. This is the preferred approach for developing an initial depot footprint, however if the ultimate site was very constrained the track-fan could be shifted from within the site (partially or fully) to the adjacent road reserve. The number of turnouts within road or tram corridor at mainline and mainline connection should be limited to the absolute necessary. This includes: Connection to mainline preferably from 2 sides of the depot however this could be one side under constrained site conditions. Stabling track length required per tram is 45m (straight track). Secure stabling to ensure an appropriate level of security for safety and asset protection of trams (also vandalism /graffiti), particularly when not in use. An assessment of the level of security necessary should be undertaken in subsequent phases. 6.12.3 Service and maintenance tracks Servicing and maintenance of tracks will require a minimum of: 2 tracks for servicing of trams 1 track for wheel lathe 1 track for heavy maintenance 1 track for wash plant. Each of these five (5) tracks would cater for one light rail vehicle at a time, housed in an undercover maintenance shed. | Issue | 19 December 2013 | Arup Page 104 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 6.12.4 Stabling and other tracks Stabilising and other tracks will require: 1 track Bypass for wash-plant and stabling track 6 tracks with 3 trams each i.e. (45m) x 3 = 135m effective length per track Track spacing 4.0m typically, and 6.0m for every second track. 6m spacing allows for a longitudinal access path between the tracks Min 3.0m distance from centreline of outermost track to security fence. 6.12.5 Depot building The following operational and maintenance provisions have been considered in determining a nominal facility and building footprint: Management and administration offices Customer service areas Amenities for staff and drivers and training room Engineering and system control-room Desirable min 2,000 m2 Car parking for at least 50 cars, (1,000 m2) though desirable for 100 carparks (2,500m2). Assuming a 5 hour day, within a 15 hour operational window (though this could extend up to 20 hours, but less trams are assumed to be used in the off peak), 3 drivers will be required per light rail vehicle. For the initial stage of 17 light rail vehicles, this equates to 51 drivers a day, supported by up to 20 rollingstock, track and maintenance crew. For a larger fleet (i.e. stage 2 and the longer term scenario) this equates to 75-90 drivers a day, with a commensurate increase in rollingstock, track and maintenance crew. Depot sizing assumes the accommodation of these staff. Recently a new Queensland Department of Transport and Main Roads (TMR) Traffic Management Centre and the Queensland Police Service North Coast Region’s Communication Centre was established at Carnaby Street, Maroochydore. This facility will support the Sunshine Coast, Moreton and Somerset Regional Council areas. This facility may be desirable to consider as the location to integrate management for the light rail and other region transport modes. 6.12.6 Light rail depot layout Figure 72 illustrates the light rail depot layout requirements, based on the assumed operational parameters outlined above. Figure 72 Sketch of potential light rail depot layout | Issue | 19 December 2013 | Arup Page 105 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 6.12.7 Preferred depot site footprint In developing a footprint for the depot site, the following has been assumed: 15 tracks with 150m length (3 trams) each Average spacing of 5m between tracks i.e. 11,250m2. Only the effective (usable) track length has been considered. No direct allowance has been made for the extensive crossing works that is required (track fans, bypass track, head shunt track etc.), however the depot needs to cater for future expansion and be future proofed. Based on the above the total footprint can be summarised as: 11,250m² Stabling yard 5,000m² Shed with maintenance bays 2,000m² Admin building 200m² Training room 1,500m² Materials, spare parts, storage 2,000m² Track fans and head shunt tracks 2,500m² External car parking. Therefore the total Light Rail Depot footprint required is approximately 2.5ha. An allowance for site acquisition and an assumed 1km of single track access to the depot has been allowed for in the early cost estimates reported in Chapter 17. Up to 1.8ha is available at the location identified by SCC near Kawana as a possible depot site, indicating that alternate solutions may need to be considered if additional adjacent land is not available or able to be acquired. 6.12.8 Decommissioning Decommissioning of infrastructure must be considered in a whole of life cycle assessment approach. Decommissioning of the light rail could occur in the long term future for the whole network. However it is more likely that a major change to the system may occur including decommissioning of certain sections of the infrastructure either due to realignment of tracks, reconfiguration of tram stops or the relocation of other items, such as the depot, electrical traction power substations, overhead wiring and poles, underground cabling or services. Infrastructure should be reconfigured based on a Change Management/ Decommissioning Plan to document the processes and procedures with respect to major reconfiguration /demolition of light rail infrastructure, and include: Implement a site Safety Management Plan approved by the relevant authority Inspection and storage of salvageable equipment Removal and disposal of materials including hazardous waste Identification of materials for reuse including items for quarantine Use of environmentally friendly materials (no asbestos, heavy metals or other poisonous substances) and methods with an as-low-as-possible carbon footprint Use environmentally and recyclable materials friendly substances (biodegradable oils and lubricants) Minimise impact on water (waterways, groundwater), air, soil, flora and fauna Avoid or reduce the use of harmful substances and materials Use low-harm weed control, minimize use of herbicides. Assess levels of contamination based on infrastructure wear and tear Do not contaminate soil, water and air; dump waste around the infrastructure or underground, or pile up defunct and redundant materials Maintain infrastructure and rollingstock in a way that reduces environmental risks and hazards. Ensure well planned and managed procedures during the decommissioning Gain all required legal and statuary approvals Minimise transport disruptions during decommissioning | Issue | 19 December 2013 | Arup Page 106 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Minimise noise, dust and other emissions Do not cause safety hazards during decommissioning and demolition works. Consider if some defunct infrastructure can stay in place, e.g. cover track with asphalt layers. Consider if redundant buildings be used for a different purpose Reuse or recycle steel, copper (OHLE conductor) and other valuable materials Recycle concrete, asphalt and other construction materials if feasible/ viable Recycle or dispose of oil, paint and other chemicals in a safe and environmentally responsible way. Follow well planned and approved procedures during decommissioning Redevelop redundant areas for other uses or re-instate close-to-natural condition, decontaminate area and re-establish vegetation. Planning and management of decommissioning must interact with environmental planning, tram operations, traffic management, safety in design and health and safety in general Adopt the 3 ‘Rs’ mantra - Reduce, Reuse and recycle 6.13 Indicative property requirements Retrofitting the track form will have varying impacts along the state and local road corridors. Commercial and community drivers and imperatives regarding property resumptions are likely to influence the preference for the alignment position within the reserve, i.e. central or biased along one side or the other. The precise positioning of the track form, stations and stops will be influenced by the overall cost of reconfiguration based on: Track geometry to suit operational requirements Station locations Extent of utility/ services works Adjacent land use (e.g. park/reserve, undeveloped land etc.). The methodology used to provide an indication of the potential extent properties affected is as follows: Categorise roads and streets into distinct functional types (streetscapes) Subdivide alignments within each precinct and section Allocate a nominal streetscape and cross section form to each component part Assess the potential impacts on property adjacent to each corridor. Future design and engagement with TMR, Council, landowners and community members will further inform property requirements. | Issue | 19 December 2013 | Arup Page 107 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 7 Environmental, social and physical factors This chapter provides a brief overview of relevant environmental, social and physical considerations, to contextualise how these factors have influenced option development and assessment. It is envisaged that once a preferred route is selected, a more detailed impact assessment including mitigation and management treatments would be completed. Therefore the inputs considered during this option development and assessment process focus on where environmental impacts can be avoided through option selection, or where they need to be highlighted for future consideration during design development. Figure 73 presents an overview of environmental constraints mapped across the study area, utilising Council mapping of areas of high ecological significance and general ecological significance. Figure 73 Environmental constraints overview | Issue | 19 December 2013 | Arup Page 108 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 7.1 Air quality Operational air quality aspects were not considered likely to have a significant influence on route selection, but have been considered as part of the evaluation. Quantification of the potential for improvements to the local air shed (taking into account anticipated road traffic growth) should be undertaken in future stages of design and business case development to provide clearer definition of benefits of light rail over the ‘business as usual’ case. Dust and emissions from construction vehicles are the key aspects for management during the construction phase. The Department of Environment and Heritage Protection operates an air quality monitoring station at Mountain Creek, which is within the broader study area corridor. Attributes measured at this station include meteorological data, ozone, nitrogen dioxide and particulates (PM10). The Queensland Air Monitoring Report 2011 (DEHP) identifies the major pollutant sources in the vicinity of the Mountain Creek monitoring station as ‘Major roads, forestry/agriculture and burning’. The 2011 report indicates the National Environment Protection (Ambient Air Quality) Measures (NEPM) were not exceeded at the Mountain Creek site. The Kawana wastewater treatment plant is located to the west of the Kawana Way on the Mooloolah River. A buffer has been established through SCC planning to ensure inappropriate development does not encroach on this site (and to manage lifestyle amenity issues). This was considered during the evaluation of route options and depot siting. Future assessments should establish a baseline against which future air quality expectations can be defined, for both the construction and operation phases. 7.2 Energy and greenhouse gas At this stage of assessment and evaluation it is not possible to delineate between options on the basis of energy consumption and greenhouse gas emissions, and all options are of a comparable length and nature of infrastructure alignment. A comparison of the energy consumption and greenhouse gas contribution of various operational modes, as well as comparison of light rail versus high frequency and priority bus service could be conducted in subsequent studies, once patronage modelling activities are completed. 7.3 Noise and vibration 7.3.1 Noise amenity Although introduction of a light rail system will introduce a new source of noise to the environment, typically light rail noise is lower than that of road vehicles. Furthermore, a light rail vehicle can provide transport equivalent to many cars. This could encourage a transfer of travel preference to the light rail system, potentially reducing the number of cars for comparable trips in the area, however further transport analysis will need to be undertaken to test this scenario. However, is likely that with future population growth, and the development of an integrated transport system on the Sunshine Coast, it will not be possible to attribute the noise reduction potential resulting from mode shift from private car to light rail, as traffic volumes are likely to continue to increase regardless. The construction of a light rail system typically will give rise to localised short term noise impacts; this is unavoidable due to the construction path passing along existing transport corridors with the aim of servicing existing (and future) development and catchments. This invariably means that construction will be taking place in developed areas that in many places directly face the transport corridors. However as construction occurs in a linear manner, noise impacts are of a temporary nature and are relatively short in duration. However, as construction will occur within existing transport corridors, some of the construction activities will need to occur outside of standard construction hours, so as to minimise impacts on traffic movements. In some areas (e.g. construction compounds) construction noise impacts may be longer-term, but there will be opportunities to provide noise control, typically in the form of temporary noise barriers and careful selection and location of plant to minimise impact. However, for the purpose of route option assessment, construction noise is not considered a key driver for route selection. Operational noise from light rail systems is partially self-limiting: when street-running, safety considerations generally restrict the speed of vehicles (and hence limit noise emissions). Opportunities for noise mitigation are limited, since access requirements to properties within these urban streetscapes generally preclude noise barriers or screening. When light rail vehicles are fully-separated from other traffic, allowing the vehicle speed to increase, this separation also means that there can be scope for incorporating some noise control measures into the track | Issue | 19 December 2013 | Arup Page 109 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report design, e.g. reduced-height noise barriers forming part of the separation barrier to provide some shielding of the noise-generating wheel-rail interface. Noise impacts from light rail vehicles are mainly expected to occur on tight-radius curves, where flanging and wheel-squeal effects increase the radiated noise level. A potential noise mitigation measure on curves is flange lubrication, which reduces curve noise levels to be comparable to straight-track noise levels; however this may not be feasible for all situations subject to operational and safety constraints. 7.3.2 Noise assessment assumptions Operational noise and vibration assessments have been undertaken using high level modelling methods to allow a broad comparison of the likely noise and vibration impacts from each route option, which has been incorporated into the assessments documented in Chapters 9 to 15. A more detailed operational noise and vibration assessment will be required during future stages of design, to refine operational noise and vibration requirements, and take into consideration any land use changes or new developments at the time of project implementation. The following input assumptions for noise and vibration emissions have been adopted for this assessment. Many of these are not likely to change through detailed design, whilst some may be refined or additional detail be made avaialble. Changes to these parameters during detailed design may have an impact on the extent of mitigation required. These assumptiosn include: Topography provides no acoustic screening i.e. rail at same height as the ground floor of buildings; Receiver heights are1.5 m above ground and assessed 1 m from the façade of affected premises Hospital buildings contain vibration sensitive spaces or equipment such as operating theatres, CAT scanners or MRI machines on facades closest to the alignment A high frequency service has been assumed, which may not be realised for many years Bridge structures are concrete structures Line speeds and vertical / horizontal alignments are as defined in Chapter 6 and Chapters 9 to 15. This includes consideration of elevated sections in the Mooloolaba precinct. Light rail vehicle assumed for this assessment is comparable to light rail vehicles used for the Gold Coast Light Rail project i.e. Flexity 2 trams (or similar) Standard track system is an embedded rail or plinth rail depending on whether the track system is open rail. This will be confirmed through future stages of design. 7.3.3 Rail noise considerations Operational rail noise modelling for the project has been undertaken using a high level model. A detailed acoustic model will be required in future stages of design. The coarse acoustic model is based on a simplified Nordic Rail Noise model (Kilde Report 130) including only the distance loss component. Detailed topography has not been accounted for in the surrounding land or alignment. The number of properties that are predicted to be likely to experience exceedances of the Queensland Rail (QR) Code of Practice noise criteria of 65 dB LAeq,24hr and 87 dB LAmax have been identified for each route segment option. The source data is from the Flexity 2 vehicle adopted for the Gold Coast Light Rail project, with source noise levels at 10 m of 80 dB pass-by LAmax and 85.5 dB(A) pass-by sound exposure level (SEL). The coarse acoustic model has taken account of track systems, rail speeds, vehicle quantities and speeds and bridge types as defined in Chapter 6. The following correction factors were applied (sourced from the Nordic Rail Methodology or from the UK Calculation of Rail Noise (CRN) methodology): Wheel squeal and flanging noise from tight-radius curves: + 3dB for a curve radius between 300 m and 500 m. + 8 dB for a curve radius between 50 m and 300 m. +15 dB for a curve radius less than 50 m. Increased airborne noise level from structure-radiated noise from bridges +2 dB for track located on a concrete bridge This assessment will require revision and review in future stages of planning and design. | Issue | 19 December 2013 | Arup Page 110 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report During detailed design the operational rail noise assessment would likely be undertaken in detail using Soundplan spatial acoustic modelling software. This detailed acoustic model will account for three dimensional topography, buildings and alignment. It will also incorporate detailed design developments and any amendments to the input assumptions defined in Section 7.3.2. 7.3.4 Rail vibration considerations Vibration from light rail vehicles generated at the wheel-rail interface will propagate into the ground and can give rise to perceptible vibration impacts or re-radiated groundborne noise impacts on occupied buildings. For light rail systems, groundborne noise is typically only a significant factor for sensitive-spaces located remotely from a façade, e.g. internal wards or operating theatres within a hospital, or performing spaces within a performing arts building. Several hospitals or medical centres are located adjacent to the proposed light rail route options; in addition, Caloundra Option A passes within the vicinity of the Caloundra Events Centre arts facility. Applicable vibration criteria for the project have been based on the Gold Coast Light Rail criteria, which sets the following criteria in terms of rms vibration velocity: Critical working areas 0.10 mm/s Residences – night time 0.14 mm/s Residences – day 0.20 mm/s Commercial buildings 0.40 mm/s For sensitive-equipment, such as MRI machines, the Vibration Criterion (VC) curves give recommended vibration levels for different types of equipment. For MRI machines, the VC-C curve is recommended, which is equivalent to ~0.013 mm/s. In addition, the following ground-borne noise targets have been assumed for SCLR, based on Gold Coast Light Rail and the guidance of AS 2107. Caloundra Events Centre 30 dB LAmax,slow Hospital wards 40 dB LAmax,slow Hospital operating theatres, intensive care wards and laboratories 45 dB LAmax,slow There is no standardised prediction methodology for ground borne noise and vibration that is commonly accepted. The Channel Tunnel Rail Link (CTRL) methodology, developed specifically for that project, has been adopted for this study. However this methodology is generally applicable to all railways, in order to determine approximate external vibration limits that correspond with these internal groundborne noise targets (assuming typical building foundations and typical room sizes/finishes): Caloundra Events Centre ~0.01 mm/s external vibration Hospital wards ~0.05 mm/s external vibration Hospital operating theatres, intensive care wards, laboratories ~0.07 mm/s external vibration The CTRL model methodology has been extensively validated against thousands of measurements undertaken on many projects overseas and in Australia, and will be used during the detailed design stages of the Sunshine Coast Light Rail project. For the purposes of assessment it is assumed that rail vehicles and track will be maintained in good order, therefore there is no account in the assessment for wheel flats or rail corrugation, both of which can significantly increase levels of perceptible vibration. For the purposes of concept design a high-level vibration assessment has been undertaken on the basis of Chapter 10 of the U.S. Department of Transportation Federal Transit Administration “Transit Noise and Vibration Impact Assessment” guidance. From this guidance typical curves for levels of RMS17 vibration with distance can be determined as shown in Figure 74. 17 Root Mean Square | Issue | 19 December 2013 | Arup Page 111 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Light Rail Operational Vibration Curves 0.35 0.3 0.25 0.2 0.15 0.1 0.05 0 0 10203040506070 Distance from Centre Line of Track, Metres RMS Vibration Velocity, Velocity, mm/s RMS Vibration 30.0 kmh 50.0 kmh 65.0 kmh 80.0 kmh Figure 74 Federal Transit Administration vibration curves for light rail As can be seen from Figure 74, vibration levels from light rail at speeds applicable to the Sunshine Coast Light Rail are compliant with the 0.1 mm/s criterion for human perception for all speeds at distances greater than 20 metres from the centre line of the rail for all critical areas. 7.3.5 Noise assessment of route options The simplified prediction models for noise and vibration described above have been used to predict the distances away from the different light rail alignment options at which the noise and vibration impact criteria would be met, and thus the number of properties that would be likely to experience an exceedance of the Project noise and vibration goals. This will allow the different route options to be comparatively assessment in terms of their likely noise and vibration impacts, as documented in Chapters 9 to 15 of this report. 7.4 Visual amenity Visual amenity has been highlighted as a key consideration for option evaluation. The possibility of sections of elevated track such as along Brisbane Road, or at-grade tracks running along scenic routes such as Alexandra Parade and Mooloolaba Esplanade will require careful consideration of design and technology selection. The following has been considered in the context of the options assessment: The initial visual influence of the light rail infrastructure including tracks, stops, and catenary wires The potential change to urban form driven by the availability of competitive public transport The ‘short term’ impacts of construction, particularly in proximity to sensitive areas including tourist precincts, and areas where the views and scenic amenity affect the utilisation of the precinct. Therefore careful construction management is an essential factor in the consideration of any route option through such areas. Specific urban design treatments at stops and stations will be required to help stops to be clearly identifiable, but also integrate into the surrounding landscape and urban form. The city shape analysis documented in Chapter 3 also considers the potential urban form that may evolve as a result of the light rail implementation. Therefore the selection of route options needs to consider not only the light rail infrastructure, but also the potential for changes to urban form as a direct (or indirect) result of the light rail, and the perceived amenity impacts of areas affected by urban renewal or ‘value uplift’. Issues such as technology choices (i.e. avoidance of catenary wires in areas of high scenic amenity/ sensitivity) may also influence the community acceptance of the light rail in some locations. Further detailed analysis and design will need to be carried out for the preferred alignment. | Issue | 19 December 2013 | Arup Page 112 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 7.5 Ecology Key environmental features of the study area are highlighted within the precinct by precinct summary of the option assessment process (Chapters 9 to 15). Ecology was not considered to be a major driver in the selection of route options, owing to the urban nature of the study corridor, and the fact that the majority of the light rail will be retrofitted within existing roadways. However the exception to this is the Caloundra Precinct, where ecological considerations have been documented as part of the options assessment. Requirements for assessment under the Environment Protection and Biodiversity Conservation Act 1999, or permits under the Nature Conservation Act 1992 or Vegetation Management Act 1999 will require further consideration, particularly if the route option selected requires new waterways crossings, or impacts on areas identified as containing habitat values. The Maroochy River is recognised as a Fish Habitat Area, with waterways in the Maroochydore Precinct directly flowing to this river. Construction in the vicinity of the Mooloolah River, and Currimundi Creek will also require careful management. Sensitive design of waterway crossings will be required, to minimise the footprint, and limit impacts to riparian edges, particularly for the sections traversing the Mooloolah River. Construction in the vicinity of waterways is one of the key issues to be addressed in future stages of design and construction planning. The Mooloolah River National Park and associated Birtinya Wetlands, Ben Bennett Park, the Caloundra Golf Course and riparian edges of Tooway Creek are located in the vicinity of the study area (as shown in Figure 73). These areas contain significant habitat values. Route options and associated infrastructure are located to the east of the Kawana Way, and therefore are not expected to influence these areas. Tooway Creek is mapped as essential habitat for acid frogs, including the Wallum sedgefrog (Litoria olongburensis) the Wallum rocketfrog (Litoria freycineti) and the Wallum froglet (Crinia tinnula). The Wallum Sedgefrog is listed as vulnerable under the EPBC Act and the NC Act. The Wallum rocketfrog and Wallum Froglet are both listed as vulnerable under the NC Act. Acid frogs are found across the Sunshine Coast in coastal heath and wetland areas, and whilst field investigations will be required to confirm their presence or absence, it is likely based on the mapped habitat and vegetation community (RE 12.9-10.22- closed sedgeland or shrubland) that suitable habitat for acid frogs is present in this location. Suitable habitat for acid frogs is also known to occur within the vacant lands at Bokarina, and within the Mooloolah River National Park and associated Birtinya wetlands. Requirements for stormwater management and erosion and sediment control during construction and operation will be key issues for design and construction planning, and will be particularly important for areas close to watercourses. Specific design and construction management treatments will be considered in future stages of design and environmental management planning. As light rail does not generally require on-board fuel storage, the need for spill containment has not been a significant driver in design considerations. 7.6 Flooding and stormwater management Parts of the study area are exposed to flooding risks associated with the following events: Major flooding in the Maroochy catchment Major flooding in the Mooloolah catchment Storm surge (due to east coast low and ex-tropical cyclone systems) Coastal overtopping associated with extreme wave events Extreme rainfall resulting in localised flooding due to compromised drainage. Specific areas influenced by these risks include: The Maroochydore precinct and Alexandra Parade section both affected by the Maroochy River and coincident storm tide flooding A central section of the corridor, including the Mooloolaba Precinct, Mooloolah River to Kawana Section and the Kawana Precinct that may be affected by Mooloolah River and coincident storm tide flooding Part of the Caloundra Precinct that may be affected by storm tide flooding of the northern Pumicestone Passage. | Issue | 19 December 2013 | Arup Page 113 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Conditions associated with the projected impacts of climate change will be used for design. In accordance with previous studies for SCC and accepted practice, these strategic assumptions can be summarised as: Sea level rise of up to 0.8m at 2100 Increased design storm rainfall intensity of 20% Changed catchment conditions for Palmview and Caloundra South, along with some form of MMTC. An assessment of the flood risks has been undertaken based on an understanding of the flood tolerance/resilience of the light rail infrastructure. The assessment has identified areas of unacceptable flood risk and/or consequence resulting from necessary flood mitigation as constraints to the corridor alignment relative to major flood events in the Maroochy and Mooloolah systems. The assessment of flooding constraints has drawn on available data from the Sunshine Coast Council. Erosion and sediment control, saltwater intrusion and acid sulfate soil management are aspects that were not considered likely to influence route option selection, owing to the uniformity of this issue across large parts of the study area, and the ability of design to respond to these issues. The erosive potential of the soils within the study area are discussed in Section 7.10. 7.7 Climate change resilience and vulnerability While a degree of uncertainty remains regarding the timing and extent of projected climate change impacts, “warming of the climate system is unequivocal” (IPCC, 2007). With this in mind communities and countries alike need to be prepared to adapt and respond in the face of such change. The extent of damage to people, homes, communities and infrastructure resulting from ongoing natural disasters across Queensland over the past few years have highlighted the need for building resilience into our infrastructure systems. In providing a resilient long-term approach for the planned delivery of transport infrastructure across the region, the application of relevant climate change projections and scenarios will be critical. Changing climactic and weather patterns have the potential to change ground conditions, affecting the structural integrity of roads and rail; increase the likelihood of storm surges and coastal flooding, affecting project siting and long-term viability. Research presented in the Sunshine Coast Climate Change and Peak Oil Strategy 2010-2020 highlights the following climate change projections for the Sunshine Coast Region by the year 2100 as presented by the Intergovernmental Panel on Climate Change (IPCC) and CSIRO: Temperature increase of up to 6°C Increase of days over 35°C – by 2100 an extra 30 days per annum are projected Reduction in average annual rainfall, however rainfall events will become more intense and longer in duration Fewer but more intense cyclones across a larger area By 2070 a 140% increase in the number of severe storms is expected. All of these projected impacts have the potential to influence the built environment. Those of particular concern for coastal communities such as the Sunshine Coast are the cumulative impact of sea level rise coupled with storm surge events. Opportunities to build broader community resilience through coastal defence and coastal protection measures could be considered for implementation as part of this project. These considerations should also be factored into considerations for urban renewal precincts. This also has the potential to affect light rail operations during extreme events for options located in areas exposed to coastal hazard or flooding. 7.8 Cultural Heritage and Native Title Cultural heritage must be considered where ground disturbance occurs, and Native Title where works within non-free hold tenure occur. Non-freehold tenure includes (but is not limited to) many roads, waterway crossings and other reserves. Whilst the disturbed nature of most road corridors and urban characteristics of the project area reduces the risk of disturbance of cultural heritage, crossings in the vicinity of waterways such as the Mooloolah River, and route options traversing or skirting green space areas will warrant further detailed investigation and assessment. Subsequent engagement activities should involve the representative Aboriginal Party for the area, recognised under the Queensland Aboriginal Cultural Heritage Act 2003. 7.9 Social impacts An overview of the broader social and community benefits of light rail is provided in Chapters 3 - 4 and 5. Potential social impacts include severance, visual amenity and noise, all of which are considered on a route | Issue | 19 December 2013 | Arup Page 114 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report by route basis in Chapters 9 to 15. It is envisaged that these aspects will be key points of discussion in upcoming community engagement. Property impacts, both direct and indirect, are a key consideration in route selection studies. The term ‘direct property impacts’ describes where land acquisition or resumption are required. ‘Indirect property impacts’ describes where the amenity or physical benefit enjoyed by a property owner/resident/stakeholder is perceived to be affected (through access alteration, proximity to new infrastructure, or visual intrusion). A new public transport facility adjacent or in close proximity to a property can be perceived as either a benefit or impact to the property owner or resident. The perception of improved public transport amenity and accessibility can positively affect property values. Severance, either physical or visual, can also have an impact. Whilst the provision of at-grade light rail infrastructure within a road corridor is generally considered unlikely to increase existing levels of severance, the re-provision of lanes or parking could contribute to this perceived impact, and therefore warrants further detailed investigation in future stages of design. Conversely, the streetscape modifications resulting from the implementation of light rail can result in reduced severance and improved amenity within the corridor. Therefore the potential for the light rail to act as an ‘urban integrator’, encouraging a change in land use towards more cohesive, integrated public transit oriented nodes of activity is a balancing consideration in the route option assessment process. Where grade separation is proposed, property impacts are of a different nature, and generally the surrounding environment (depending on the type of land use) is likely to be more sensitive to change (visual, noise and physical). This study has also considered the potential for positive property impacts, which can also be described as ‘value uplift’. Whilst the potential for this type of benefit has been broadly considered in Chapter 3 and in the assessment of route options, a separate commercial investigation has been commissioned by the Sunshine Coast Council to examine this potential further. Developing a clear urban design vision for specific precincts and areas within the light rail corridor is an important way to help manage community and business expectations and aspirations in the vicinity of the light rail, as there will be long lead times before the light rail will be operational. A shared plan and vision may also help to smooth the transition to a new urban environment, and help local communities embrace the ‘inevitability’ of change. The route option evaluation discussed in Chapters 9 to 15 of this report has considered the potential for property impacts, however these are based on an early stage design, and therefore must be treated as indicative only. Consultation with the local residential and business community is expected to help refine the parameters for corridor design. 7.10 Preliminary geotechnical assessment 7.10.1 Geology, topography and geomorphology Based on a desktop assessment of geology and geotechnical information analysed within GIS, various geological units including rock formation, semi-consolidated and unconsolidated superficial deposits are present along the alignments between Maroochydore to Caloundra. These geological materials will have varying impacts on the design, construction and maintenance of the light rail, particularly in the vicinity of waterways where piling for waterway crossings is required. The following geological units have been identified along the proposed alignment: Rji – Landsborough Sandstone: Triassic to Jurassic age, mainly consists of lithofeldspathic labile and quartzose sandstone, siltstone, shale, minor coal and ferruginous oolite beds as marker horizon. Qa-SEQ , Qhct-9543, Qhcw-9543, Qhe-9543, Qpc-9543, Qpt-SEQ, Qpt/1-SEQ, Qpt/2-SEQ, Qhb-SEQ and Qhcb-SEQ – Quaternary Period (Pleistocene to Holocene Age) estuarine deposits, beach deposits, floodplain alluvium, sand dunes comprising mainly sandy mud, muddy sand, clay, silt, sand , minor gravel and peat. The majority of the alignments (68%) traverses Quaternary deposits with the remainder (32%) over Landsborough Sandstone. Based on the topographic data, the alignments are mainly located within or adjacent to existing roads i.e. typically flat areas with grades <3%. The topography is highly controlled by the geological units described above. The Landsborough Sandstone tends to form the topographic high areas while alluvium and estuarine sediments are anticipated to be present in the topographic lows. Landsborough Sandstone is present at the north and the south of alignments partly in: Alexandra Parade Nicklin Way South Caloundra from above 4m to 29m AHD approximately. | Issue | 19 December 2013 | Arup Page 115 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Quaternary sediments mainly occur below 4m AHD. Previous experience in this region indicates that the groundwater levels in this area are shallow and at times reach the surface. 7.10.2 Soils and soil erosion The study area contains two major soil groups; humic gley and lithosols. Humic gley soils are estimated to occupy approximately 47% of the study corridor and occur in unconsolidated materials of fluvial, marine and lacustrine sediments of Pleistocene or Holocene age, with basic to acidic mineralogy. They are generally present in areas with shallow groundwater or waterlogged swampy area, within the Quaternary deposits with poor drainage. Gley soils may exhibit high plasticity and could be sticky and hard to work with. Approximately 5% of the study corridor is identified as to be underlain by lithosols. Lithosols can be defined as soils consisting mainly of unweathered or partly weathered rock fragments, usually found on steep slopes. On the basis of this definition, the Landsborough Sandstone area mainly falls into this category. The Landsborough Sandstone, has a tendency to breakdown physically and chemically if exposed, and no surface protection is provided and will be susceptible for erosion. Soil erosion may occur in any areas that are exposed due to construction activities, however with appropriate erosion control measures put in place the erosion can be controlled. The Quaternary deposits which contain unconsolidated to semi-consolidated sandy soils with negligible or low cohesion will be prone to erosion. However, the potential for erosion along the proposed alignment is anticipated to be negligible as the current alignment is predominantly located on existing roads. For options where new corridors are proposed, or new crossings of waterways required, the erosion and sediment control must be managed through design and environmental management in accordance with the Sunshine Coast Council Erosion and Sediment Control Manual (V1.2) or other best practice standards at the time of implementation. 7.10.3 Acid Sulphate Soils (ASS) Acid sulphate soils (ASS) are commonly found in coastal areas where the natural ground level is less than 5m AHD, particularly in low-lying areas of floodplains, swamps, wetlands, estuaries, and brackish or tidal lakes18. The majority of alignments are located in areas below RL 4m AHD, associated with Quaternary deposits. These areas have high potential to contain ASS and will potentially be encountered in excavations required for many aspects of the light rail construction including: Bored piles and pile caps at bridge structures Station structure foundations Services/ utilities relocation and protection works Removal of unsuitable material for road subgrade works Stormwater drainage manholes, outfall structures and trenching. The Maroochy Caloundra Acid Sulphate Sustainable Land Management Project, Acid Sulphate Soil Map 2 (Department of Natural Resources and Mines 2002) indicates that the Project Area contains both disturbed land likely to contain potential acid sulfate soils (PASS) and Actual Acid Sulphate Soil (AASS). For the purpose of this high level assessment all material below 5m AHD is considered to be containing ASS until more detailed investigation is carried out. 7.11 Key considerations for route selection A number of environmental, social and physical considerations have informed the definition of criteria and assessment frameworks applied to the route options reviewed in Chapters 9 to 15. These include: Transport: permeability of existing and future residential and employment catchments Environmental: minimising environmental impacts and optimising environmental benefits Social: minimising direct and indirect property and visual amenity impacts, improving accessibility and service equity City shaping and placemaking: optimising the opportunities for urban renewal and uplift Stormwater and Flooding: avoiding or minimising exposure to storm tide hazard and climate change risk Geotechnical: avoiding areas of significant constraint or cost Services/utilities: avoiding areas of significant services/ utilities, or minimising the need for extensive relocation of services. Whilst this chapter discusses the potential for impacts and the need for mitigation, it is important to note that the potential for positive outcomes (as opposed to impacts) is a key driver for the consideration of light rail on the Sunshine Coast. Therefore the potential impacts outlined above must be considered in balance with the potential beneficial outcomes associated with light rail discussed in Chapters 3, 4 and 5. 18 (http://www.nrm.qld.gov.au/land/ass/where_found.html - accessed 14/3/2013). | Issue | 19 December 2013 | Arup Page 116 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 8 Route option development and assessment An overview of the route option planning and assessment process is provided in Figure 75. The specific activities associated with route development and assessment are described below, and a broader overview of the methodology is presented in Chapter 1. Figure 75 Route planning and impact assessment process 8.1 Development of the ‘long list’ options The long list of options includes those alignments that could conceivably be drawn, to test the limits and assumptions for corridor implementation. The study team adopted a relatively unconstrained approach for this step, prioritising the service of key population centres/ destinations that could be served by light rail. The engineering parameters described in Chapter 6 formed the basis for option development. The long list option evaluation process is documented in Appendix A. 8.2 Assessment of the long list of options 8.2.1 Selection of initial assessment criteria The initial assessment criteria were selected to enable documentation of the rationalisation of options considered worthy of taking through to more detailed analysis. Criteria were categorised by theme, as follows: Engineering statistics and metrics, cost and efficiency Transport and accessibility City building, placemaking potential Community and environment Deliverability. The long list options were evaluated against these themes and the criteria listed in Table 15 to identify shortlisted options. | Issue | 19 December 2013 | Arup Page 117 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Table 15 Initial assessment criteria and considerations Theme Criteria ENGINEERING STATS, Length (m) COST & EFFICIENCY No of Stations Traffic and accessibility Impacts Services/ utilities impacts Area of Structures (m²) No of Traffic Signals Road Impacts Depot opportunities Constructability Indicative Cost TRANSPORT AND How well it services existing catchments ACCESSBILITY How well it could service future catchments Trip attractor/ producer proximity Tourism destinations Modal interface (existing or future) CITY BUILDING / SSC lifestyle / activities / destinations PLACEMAKING Supporting renewal and sustainable infill Public interface / interchange Catalyses improvement of blighted areas Minimises impacts on amenity and vitality Differentiates P/T above the car Minimises severance / visual impact Minimises infrastructure conflicts Enables future stages of light rail COMMUNITY AND Environmental impacts (waterway crossings, protected areas, mapped habitat) ENVIRONMENT Land requirements Community considerations (noise, visual amenity, severance, access) DELIVERABILITY Opportunity for staging Practicality of concept 8.2.2 Application of the initial assessment criteria to the long list options The performance of the ‘long list’ options was evaluated against the initial assessment criteria listed in Table 15, as summarised in Chapters 9 to 15, and detailed in Appendix A. The scoring utilised in this process is based on a ‘traffic light’ concept. The scores adopted include: Above Average Average Below Average Fatally Flawed This evaluation process utilises absolute values where possible (i.e. engineering metrics) or opinions based on a defined framework. This process considers the average performance or mid-range of options, and whether the option being considered is evidently better than the rest, of comparable performance, or performs worst. The process also incorporates a ‘fatal flaw’ consideration, which rules out an option where it is obvious it is not likely to be viable for one or more reasons. Options with ‘a fatal flaw’ were marked with an ‘’ and were not progressed further. This comparative assessment process does not distinguish the absolute level of performance, that is, all scores contained below are comparative between the options considered. Therefore, an option that scores all red ‘1’s does not necessarily indicate it should be discarded. Only those options with a fatal flaw were discarded during the initial assessment. Where it is not possible to distinguish between options, an average score was given. It is also possible for all options to score below average, which indicates further design and | Issue | 19 December 2013 | Arup Page 118 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report mitigation will likely be required to address an impact or issue. Appendix A provides details of the long list assessments for Maroochydore and Mooloolaba, with Kawana and Caloundra not included, as the short list is the same as the long list for these two precincts. 8.3 Development of the short listed options The agreed short listed options were progressed to concept level design, as documented in Chapters 9 to 15 and Appendix A. This process adopts the design criteria and assumptions outlined in Chapter 6. 8.4 Refined assessment of the short listed options Using the initial assessment themes, more specific queries were defined around the shortlisted options, to help to distinguish the differences between each. These ‘short list’ assessment criteria were used to compare the relative performance of each shortlisted option. The refined assessment criteria selected for this process are listed in Table 16. Table 16 Refined assessment criteria Theme Criteria Transport and Estimated travel time (corridor length, geometric constraints) Accessibility Ability to interact with other planned or proposed public transport nodes or networks Degree of reliance / impact on existing and proposed road network Ability to optimise access to services, centres, employment, education, key attractions and tourism hubs Degree of permeation of existing or planned residential catchments Consistency/ opportunity for consistency with transport policy, planning and investment priorities Community and Degree to which adverse impacts can be avoided, minimised or mitigated (Water, Environment Air, Noise, Flora, Fauna, protected areas, green space, visual amenity heritage and character) during construction and operation. Ability to address/ avoid flood risk / climate change vulnerability / coastal hazards and deliver a resilient public transport system. Extent of property impacts (including severance and visual amenity particularly in proximity to structures or elevated sections). City Building, Level of opportunity to catalyse urban renewal and regeneration, generating new Placemaking forms of development compatible with the Sunshine Coast character, providing lifestyle choice and potential for value uplift. and Value Uplift Level of support for existing character and heritage and opportunity to further promote and enhance Sunshine Coast identity. Ability to link the ‘primary’ centres Opportunity to integrate streets and public realm able to accommodate pedestrian / passenger movements Level of opportunity to realise commercial benefits (through value uplift, co-location of activity). Engineering, Capital costs (including expected value capture outcomes) Cost and Availability of land for construction and associated infrastructure Efficiency Engineering metrics and scale of services/ utilities risk Constructability (the absence of fatal flaws that impact the ability to construct or operate the light rail system) Deliverability Staging opportunities (fundable and functional) and Feasibility Anticipated political and community appetite. The evaluation of short listed options, combined with the impact and management considerations, resulted in the identification of options considered appropriate for consideration in future phases of this study. Chapters 9 to 15 document this process for each precinct and section, with supporting detail provided in Appendix A. | Issue | 19 December 2013 | Arup Page 119 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 8.5 Public transport accessibility assessment Typically when assessing the accessibility to public transport, catchments are considered to be where access to public transports stops is typically between 5 to 10minutes walk. Specifically for a bus stop, a 5 minute ‘as you walk catchment’ would be approximated by 400m whereas for rail station a 10minute ‘as you walk’ catchment would be approximated by an 800m. Potential walkability to the proposed light rail could be shown by defining a 400m or 800m circle of radius around each stop/station for the alignment. Actual walkability (as you walk) is defined considering the actual line along the street. Queensland Transport QTIPS 4 (Planning for movement networks) 2007 notes that well-connected streets, may see walkable catchments that achieve at least 60% of the area within the 400m or 800m radius. As this study assesses routes for a possible light rail along the coastal corridor of Sunshine Coast, mapping the accessibility of the routes and their ability to capture a significant proportion of population or employment is a useful comparative tool. The actual walkability/accessibility (i.e. as you walk) has been mapped along the routes rather than the potential catchment (i.e. as the crow flies). The population and employment forecasts within each catchment area have been extracted through interpretation of the demographics from the SCTFM, which has also been compared with the possible future land use opportunities as assessed in section 2.8, Figure 17. Although potential station locations were identified as part of the CoastConnect study for the coastal corridor, for light rail the location of stops and stations is subject to more detail review and analysis. Hence, comparative accessibility of the light rail route options in the four precincts has been based on the actual “as you walk” to the light rail line. An example of this approach to mapping of these catchments areas, based on a 400m and 800m ‘as you walk catchment’ is included at Figure 76. Light rail options have been evaluated in Chapters 9-15 on the basis of their likely potential to service key destinations, residential areas, employment and education nodes, considering both existing and possible future land use, residential and employment characteristics of the study corridor. Figure 76 400m and 800m ‘as you walk’ catchments for Light Rail, Maroochydore example | Issue | 19 December 2013 | Arup Page 120 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 9 Maroochydore 9.1 Context The Maroochydore precinct shown in Figure 77 is framed to the north by the Maroochy River and foreshore parkland, and to the east by Maroochydore beaches. This urbanised precinct extends west to Maroochy Boulevard and encompasses the commercial hub of Maroochydore, the tourist and residential Cotton Tree area, and major retail precincts including Sunshine Plaza and the Big Top. Key attractors in the area include major retail and commercial uses, community uses and clubs, surf beaches and Maroochy River recreational activities and scenic amenity. Maroochydore is a Principal Regional Activity Centre (SEQRP), and is recognised as a ‘regional hub’ in Connecting SEQ. Maroochydore has been identified as the interim northern terminus for the Stage 1 corridor (between Maroochydore and Kawana). The new Maroochydore town centre, proposed on the site of the Horton Park Golf Course, is central to this precinct. This proposed significant urban development will ideally provide for an integrated transport interchange, ultimately providing for bus, light rail and heavy rail (CAMCOS). The new Maroochydore Bus Station is located on Horton Parade near Cornmeal and Sunseeker Parade. The design of the station has aimed to improve public transport efficiency and allow for growth of public transport travel in the area. Cotton Tree is located in the north east of the Maroochydore precinct. Land use within the Cotton Tree area is predominantly tourist and residential, with accommodation ranging from high rise towers to caravan parks. Noise sensitive receptors in the Maroochydore precinct include residential properties, community and educational facilities and medical offices and facilities. The terrain within the Maroochydore precinct is predominately flat between RL1.5m and RL4.0m and thus is influenced by the Maroochy River during flood events. Major roads within this precinct include Aerodrome Road, Maud Street, Duporth Avenue and Sixth Avenue. At the nominal northern end of the study corridor, Plaza Parade is a Sunshine Coast Council key east-west connector constrained by adjacent Sunshine Plaza with limited on-road parking and no on-road bikeways. It connects to Aerodrome Road, a 4 lane State-controlled road, providing inter-suburban connectivity feeding surrounding commercial centres and linking to Alexandra Parade. Over a 1.6km section between Plaza Parade and Alexandra Parade, Aerodrome Road has a combination of signalised and uncontrolled four-way and tee intersections, left-in left-out turn provisions, adjacent on-street parking south of Maud Street, and a residual landscaped median. Aerodrome Road and Horton Parade are also identified as ‘Priority Public Transport and Cycle Arterial Transport Corridors’ in Council's Sustainable Transport Strategy. Existing Principal Cycle routes follow The Esplanade, Cotton Tree, Sixth Avenue and Alexandra Parade. Kingsford Smith Parade provides local access from Aerodrome Road towards the residential uses and the coast. High levels of pedestrian activity are expected along Aerodrome Road, due to the relationship with its current land use mix. The SEQ Bus Network Review (BNR) notes recommendations for bus routes in the area, and proposed improvements to servicing the Maroochydore CBD. This highlights the significance of the Maroochydore CBD to the local and regional transport network. | Issue | 19 December 2013 | Arup Page 121 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Figure 77 Maroochydore precinct 9.2 Constraints, risks and opportunities The key constraints, risks and issues identified within the Maroochydore precinct relevant to option selection are summarised in Table 17. Broader design considerations are documented in Chapters 6 and 7. Table 17 Constraints, risks and opportunities Element Consideration for option selection Services and Substantial services are located in the precinct, particularly along Aerodrome Road. These are expected utilities to include ENERGEX, Telstra, and Unitywater (water and sewer) and stormwater. Options in the vicinity of Aerodrome Road may require more substantial service3s/ utilities relocation than other alignments. Flooding Flooding in the Maroochy River catchment, particularly when coincident with storm tide propagation into the Maroochy River coastal floodplain, is the key inundation risk within this precinct. Options closer to the Maroochy River are likely to be more strongly influenced by this event. Coastal DEHP mapping of coastal erosion prone zones identify potential risks for routes in the areas adjacent to hazards the Maud Street Drain. The Cotton Tree Esplanade is also in a coastal erosion prone zone potentially subject to erosion due to storm impact and/or long term trends of sediment loss and channel migration. Natural Whilst this precinct is heavily urbanised, it is adjacent to the Maroochy River, which is a declared Fish environment Habitat Area. Key considerations for route selection include minimising construction disturbance, and careful management of construction of any waterway crossings. Scenic Areas of scenic and environmental value along the Maroochy River and eastern beaches – an Amenity opportunity and a constraint. Traffic Heavy traffic movements within Aerodrome Road (with implications for constructability and operational impacts). Land use Plaza Parade is a constrained area, presenting a number of challenges for light rail implementation. constraints Other areas of constraint include the tourist precinct and sections of Aerodrome Road. However some of these areas are viewed as potential renewal opportunities (see below). Renewal Areas highlighted with potential include sections of Aerodrome Road. Areas through Cotton Tree have opportunities been assessed as having lower renewal potential. | Issue | 19 December 2013 | Arup Page 122 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report To date, the study has focused on the start/ end (terminus) of the route being located on the south side of Cornmeal Creek. Considerable urban development is located to the north of Cornmeal Creek, including schools and commercial precincts, therefore links from the proposed terminus need to be considered. Ultimately, the implementation of light rail on the Sunshine Coast could deliver the impetus for Maroochydore to emerge as a multi-modal transit ‘hub’, linking heavy rail, light rail and bus, supporting a variety of complementary land uses, and servicing a broad segment of the community. 9.3 The long list of options: Maroochydore The options considered within the Maroochydore precinct are shown in Figure 78. Figure 78 Maroochydore precinct: long list options All options through the Maroochydore precinct are interchangeable between the terminus point to the point where they diverge, as shown in Figure 78, however for comparison purposes they have been described separately. Table 18 summarises the initial ‘long list’ MCA evaluation of the options identified. | Issue | 19 December 2013 | Arup Page 123 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Table 18 Initial long list options, Maroochydore Precinct Name Description Option A This option travels through Horton Park (future Maroochydore Town Centre) then along Aerodrome Road to Alexandra Parade. Option B This option travels through Horton Park, then along Aerodrome Road, Kingsford Smith Parade, turning south down Sixth Avenue. This option shows a variation along Alexandra Parade, passing through the caravan park (blue dotted line). Option C This option travels along Plaza Parade, Horton Parade, turns north into First Avenue and then to Cotton Tree along The Esplanade, King Street and then Sixth Avenue. This option shows a variation along Cornmeal Parade, connecting into The Esplanade (green dotted line) to get closer to the new Maroochydore bus station. MMTC This option travels south down the CAMCOS corridor, along the MMTC to Kawana An initial comparative assessment was undertaken, based on the evaluation process outlined in Chapter 8. Detail of this assessment is included in Appendix A. This assessment considered engineering metrics, transport and accessibility, city building place making and value capture potential, community and environment and deliverability. Options considered and discounted are as follows: As a result of the initial assessment, the MMTC option was not considered further. Whilst an MMTC option would provide an ‘inland route’ between Maroochydore and Kawana, it would not directly service the Mooloolaba centre or adjacent catchments. This MMTC option was identified as ‘fatally flawed’ across several criteria due to its comparative inability to service existing and future catchments, and its co- location within a corridor intended for future implementation as heavy rail. It does not offer the same urban renewal opportunities, and whilst able to fulfil a transport function, it is not the transport function intended for the light rail. Further, the use of the MMTC/ CAMCOS alignment may preclude future connections for heavy rail or other modes. A combination of route options A/B + C through the future town centre, crossing Aerodrome Road into First Avenue, and through Cotton Tree was considered, but discounted due to having a comparatively longer trip length. A sub-option (within Option B, shown as a dotted blue line on Figure 78) considered linkage directly east to Alexandra Parade to provide increased direct access to beach front areas north of the existing “Sea Breeze” caravan park i.e. crossing Sixth Avenue and closer to beach front destinations. However this was discounted as it would introduce a new light rail/road juncture with Alexandra Parade immediately south of the major signalised intersection at Sixth Avenue A sub-option (within Option C, shown as a green dotted line on Figure 78) along Cornmeal Parade, however this was discounted as adding to an already circuitous route. Therefore Options A, B and C were selected to take forward into a more detailed assessment process, as illustrated in Figure 79. | Issue | 19 December 2013 | Arup Page 124 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 9.4 Shortlisted options: Maroochydore 9.4.2 Transport and accessibility Community and environment A B C Option A is a direct alignment along Aerodrome Road linking the Principal Degree to which adverse impacts can be Option A (travels through Horton Park (future Maroochydore Town Centre) avoided, minimised or mitigated (Water, Air, then along Aerodrome Road to Alexandra Parade. Activity Centre uses directly to the coast with potential for inter-regional connections with CAMCOS. High frequency and priority (HFP) bus services Noise, Flora, Fauna, protected areas, green space, visual amenity heritage and character) Option B travels through Horton Park, then along Aerodrome Road, could support linkages to Nambour and Noosa, and potentially along Cotton during construction and operation. Kingsford Smith Parade, turning south down Sixth Avenue. Tree. It supports a bus and light rail interchange within the new Maroochydore Town Centre. Ability to address/ avoid flood risk / climate Option C travels along Plaza Parade, Horton Parade, turns north into First change vulnerability / coastal hazards and Avenue and then up to Cotton Tree along The Esplanade, King Street and Option B is similar to Option A in a transport context. It diverts from deliver a resilient public transport system. then Sixth Avenue. Aerodrome Road via local streets, providing improved accessibility with light- Extent of property impacts (including severance rail for residential, social and tourist ridership to the north-east of the Town and visual amenity particularly in proximity to Centre. structures or elevated sections). Option C runs via Cotton Tree, providing ridership potential from the 9.4.4 City building and placemaking residential, social and tourist uses to the north-east of the Town Centre, and less ridership potential from the central activity spine along Aerodrome Road. Option A supports significant renewal opportunities along Aerodrome Road. This longer, indirect route has the potential to lengthen the travel time of This option focuses on a linear corridor of mixed use and commercial renewal services compared with Option A and B. HFP services would be required to opportunities with less emphasis on tourism and established residential support the light rail, along Aerodrome Road with direct connections into the catchments. town centre. Option B is a hybrid option that capitalises on the benefits of Aerodrome Transport and accessibility A B C Road as a corridor for mixed use renewal while also providing improved Comparative estimated travel time access to tourism and established residential catchments at Sixth Avenue and Cotton Tree. A number of non-residential uses on Kingsford Smith Ability to interact with other planned or Parade offer opportunities to minimise localised visual and severance impacts proposed public transport nodes or networks of the alignment in these residential streets. Degree of reliance / impact on existing and Option C is a less direct alignment that could provide access to established proposed road network tourism destinations and residential catchments at Cotton Tree and Sixth Ability to optimise access to services, centres, Avenue. employment, education, key attractions or City building and placemaking A B C tourism hubs Level of opportunity to catalyse urban renewal, Figure 79 Maroochydore precinct: Shortlisted options Degree of permeation of existing or planned residential catchments regeneration and potential for value uplift. 9.4.1 Engineering, cost and efficiency Consistency/ opportunity for consistency with Level of support for existing character and opportunities to further promote and enhance transport policy, planning and investment Option A is likely to require significant services/ utilities relocation and traffic priorities Sunshine Coast identity. management particularly along the Aerodrome Road section. This option Ability to link the ‘primary’ centres and support presents a strong opportunity to integrate into the new town centre master economic development agenda for the planning, limiting infrastructure conflicts and construction management issues Sunshine Coast. 9.4.3 Community and environment for a segment of the route. Opportunity to integrate streets and public realm able to accommodate pedestrian / passenger Option B is similar to Option A, but is anticipated to have a slightly lesser Option A is located within the most 'urbanised' corridor, with the opportunity movements. extent of services/ utilities relocation. Traffic management would still remain to integrate into the future Maroochydore town centre, fewer impacts to existing communities through noise, amenity and construction disturbance. a significant issue, but to a lesser extent than Option A. This option also presents a strong opportunity to integrate into the new master planned town Option B traverses a highly urbanised environment, and passes a number of centre, limiting infrastructure conflicts and construction management issues. residential properties and a sports field. Property impacts are of a Option C is longer than A and B, and consequently is more expensive comparative scale to Option A. Construction noise and traffic management alignment which results in similar requirements for services/ utilities relocation identified as issues for residential areas adjacent to the alignment. and traffic management during construction. Option C is anticipated to require a greater degree of environmental Engineering, cost and efficiency A B C management, and is more exposed to flood and storm risks. Scenic amenity, noise impact during construction and aesthetic appeal of tourist precincts is a Capital costs key consideration to be balanced against tourist precinct access. Availability of land for construction and associated infrastructure Engineering metrics and scale of services/ utilities risk Constructability | Issue | 19 December 2013 | Arup Page 125 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 9.4.5 Deliverability and feasibility 9.4.6 Assessment summary Option A requires some property take along Aerodrome Road, however Figure 80 illustrates the comparative scores of the Maroochydore shortlisted these land requirements must be refined through further design and options, based on the criteria outlined above. operational analysis of the corridor, to determine car parking provisions and lane requirements. Option A is generally consistent with other public transport Options A and B are generally comparable, with Option B scoring marginally planning initiatives, but is likely to require significant traffic management and lower than Option A in terms of deliverability and feasibility, due to its running staging during construction. for a short section along residential streets instead of the major thoroughfare of Aerodrome Road. Option B scored marginally higher than Option A for Option B has similar property requirements to Option A along Aerodrome transport and accessibility and engineering, cost and efficiency. Road, with minimal property requirements from residential properties. Option B is generally consistent with other public transport planning initiatives, but is Option C generally scored lower as a result of its additional length, and likely to require significant traffic management and staging during potential for impacts associated with running through residential and scenic construction, though the reduced running along Aerodrome Road may and tourist areas. Conversely, Option C does offer city shaping and provide some construction traffic management benefits. placemaking opportunities, though different to the nature and scale offered by Options A and B, as it could provide improved access and permeability of Option C could provide a higher degree of access to tourist areas as well as areas of scenic and tourist amenity. the commercial heart, however it doesn’t optimise the opportunity to pass through the new Maroochy Town Centre. This option is less consistent with On the basis of the criteria considered, and information analysed to date, all transport planning policy, though it provides improved access to local of the shortlisted options are considered to be feasible, and worthy of further services, tourism and residential precincts through Cotton Tree. investigation and analysis. Deliverability and feasibility A B C Staging opportunities (fundable and functional) Maroochydore Precinct Value capture potential. Transport and Accessibility 3.0 2.5 2.0 Deliverability 1.5 Community and 1.0 and Feasibility 0.5 Environment 0.0 Engineering, City Building Option A Cost and and Efficiency Placemaking Option B Option C Figure 80 Option comparison: Maroochydore shortlisted options | Issue | 19 December 2013 | Arup Page 126 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 10 Alexandra Headlands to Mooloolaba 10.1 Context This section of the proposed route runs along Alexandra Parade and Mooloolaba Esplanade, as shown in Figure 81. As noted in Chapter 9, an alternative to this route was considered, however the MMTC route was deemed to not deliver a local/ intra-regional level of service with appropriate permeation of residential and employment catchments, and therefore was not shortlisted as a potential route. The 2.37 km Alexandra Headlands section between Maroochydore (Aerodrome Road) and Mooloolaba proposes co-located light rail within Alexandra Parade and Mooloolaba Esplanade. Both roads are predominately four lanes, with central median, narrowing south of the Alexandra Headlands Surf Club, Alexandra Parade to one lane each way. Road grades over Alexandra Heads are within normal light rail operational ranges. This section of the route includes ten tee intersections (three of which are signalised) and one mid-block pedestrian crossing. Substantial ENERGEX and Telstra services are located along the route, particularly SCC stormwater and UnityWater. Any width increases for ultimate road/light rail in excess of the reserve should be to the east to avoid property resumptions. As noted in Chapter 9, an alternative to this route alignment was considered as part of the MMTC considerations. This was not progressed as it was deemed to not Figure 81 Alexandra Heads to Mooloolaba route deliver a local/ intra-regional level of service with appropriate permeation of residential and employment catchments. | Issue | 19 December 2013 Page 127 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 10.2 Constraints, risks and opportunities Table 19 outlines the constraints, risks and opportunities identified associated with this section. Table 19 Constraints, risks and opportunities Element Consideration Services and 10 Tee intersections (3 signalised) and 1 mid-block pedestrian crossing utilities Large green space immediately to west between Ch 2150 and Ch 2500 Substantial ENERGEX and Telstra services, particularly SCRC stormwater and sewerage between Ch 2800 and Ch 3400 On-street parking but no on-street bikeways along Alexandra Pde Road reserve pinch point at Ch 3465 (30m wide with no retaining wall) Any width increases for ultimate road/light rail in excess of reserve should be to the east to avoid resumptions. Vertical grades over Alexandra Heads are within normal light rail vehicle operational ranges. Flooding This section is not subject to 100 year flood inundation. Coastal hazards Whilst this section of the route is not subject to the 100 year flood inundation, it is exposed to costal hazards. DEHP mapping of coastal erosion prone zones identify potential risks for this route between chainages 1900-3300 and 4200-4700. In the Alexandra Heads to Mooloolaba Section, coastal erosion and wave overtopping of the frontal dune are considered key coastal hazards. Existing risks include occasional inundation from waves overtopping the dune systems and risks associated with sea foam. There is limited existing erosion protection infrastructure in this section, such that long term erosion is another issue for consideration. Approaching Mooloolaba, wave overtopping and foam represent a current risk for this section, however, the rocky shelf upon which the Mooloolaba foreshore sits reduces the long term erosion risks. Noise and Noise and vibration sensitive receptors in this section include residential and tourist properties, many vibration of which are multi-storey. Natural The parkland precinct along Alexandra Parade/ Mooloolaba Esplanade provides scenic and environment and recreational values for residents, and users of the footpath network. community Community events including surf carnivals are often staged within sections of this strip. As the light rail is anticipated to be located in the existing transport corridor, re-provision of parking providing for beach users will need to be considered. Other considerations include the visual amenity aspects associated with the light rail infrastructure i.e. overhead lines. Transport Alexandra Parade is a State-controlled road, and is also identified as an existing Principal Cycle Route. This part of the route is attractive to bicycle commuters, tourists, recreational cyclists and walkers, which can be attributed to its proximity to and views of the beach. The CoastConnect study acknowledges the need to improve access across Alexandra Parade to the Alexandra Heads Surf Club through the potential for a dedicated pedestrian crossing. Similar consideration would be required to ensure safe access to and from the light rail, connecting western land uses with coast side attractions. Catchment penetration is limited due to the lower permeability of the local street network west of Alexandra Parade. A greater catchment potential is typically considered for rail (i.e. a 10-minute walk), when compared with bus services, and may offer a benefit to existing/future residents in the area with the support of feeder PT services. Opportunities for development uplift along the alignment length could increase ridership potential. Potential ridership for this alignment in terms of local trips would be associated with tourists and visitors, in addition to residential trips to other destinations or from nearby residential areas to the beach. Potential educational ridership associated with the nearby primary school at the south-eastern end of this corridor. This corridor serves a currently lower density of dwellings, therefore light rail stop spacing may be lower than in adjacent precincts, which could have a positive influence on running time. The alignment lends itself to connecting with existing and future bus services to serve the residential areas to the west. The CoastConnect corridor does not propose dedicated bus lanes along this section in order to avoid converting Alexandra Parade to six lanes. If a similar approach was adopted along this section for light rail, shared running could be considered. This decision would need to accommodate operational requirements, and will be informed through transport modelling and analysis to be conducted in future phases of investigation. The SEQ Bus Network Review (BNR) recommends improvements to bus routes along this alignment, and would see increased future bus frequency for the 600 route that currently serves this corridor. | Issue | 19 December 2013 Page 128 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 1.1 Desired outcomes The Alexandra Parade/ Mooloolaba Esplanade section of the study area provides for a variety of recreational uses, many of which are dependent on car parking facilities. The potential loss of on-street parking within this section could be offset through the provision of frequent, and rapid light rail service, though consideration of beach access and user amenities (i.e. surfboard storage) would be required, along with appropriate parking provision elsewhere. Visual amenity is a key consideration for this section, along with maintaining access to recreational facilities. Determination of the required road and light rail corridor configuration will be a key influence on future urban form in this area. 10.3 Assessment summary Whilst this section of the route is not subject to the 100 year flood inundation, it is exposed to costal hazards, and localised drainage problems as a result of existing drainage arrangements. DEHP mapping of coastal erosion prone zones identify potential risks for this route. Existing risks include occasional inundation from waves overtopping the dune systems and risks associated with sea foam. There is limited existing erosion protection infrastructure in this section, such that long term erosion is another issue for consideration. Wave overtopping and foam represent an existing risk along the coastal frontage; however the rocky shelf upon which the foreshore sits reduces the long term erosion risks. As the light rail is anticipated to be located in the existing transport corridor, re-provision of visitor parking for beach access is a design consideration, and will be confirmed through future transport modelling. Tee intersections will likely require rationalisation to enhance light rail operations and journey times. Other considerations include the visual amenity aspects associated with the light rail infrastructure i.e. overhead lines. Noise and vibration sensitive receptors in this section include residential and tourist properties, many of which are multi-storey, but exposed to existing traffic and ocean noise sources. Determination of the optimum road and light rail corridor configuration will be a key influence on future urban form in this area. Urban design and legibility of stops and the surrounding environment will also be a key influence on future phases of design. The alignment will also require further refinement to minimise services/ utilities relocation requirements. | Issue | 19 December 2013 Page 129 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 11 Mooloolaba Precinct 11.1 Context The Mooloolaba precinct shown in Figure 82 encompasses the Mooloolaba District Activity Centre. The precinct contains coastal high rise residential and tourist accommodation, with a concentration of tourist, recreational and retail activities around the Mooloolaba Esplanade and foreshore. For the purpose of this assessment, the Mooloolaba precinct extends to the south of the Mooloolah River, and includes consideration of the likely structures required to cross the various waterways in this precinct. Whilst recognised as a major coastal tourist destination on the Sunshine Coast, local services including educational, community and commercial facilities are provided within this precinct. When combined with limited spare capacity in the transport network, this mix of uses and users can contribute to congestion and parking pressures at times. The precinct is characterised by two distinct types of terrain. The higher terrain is in the vicinity of the Mooloolaba Esplanade between RL 5.0m and RL8.0m. The larger area to the south is relatively flat and low lying between RL1.5m and RL3.5m and is influenced by the Mooloolah River during flood events. Areas of high scenic amenity include the coastal strip and surf beach along the Mooloolaba Esplanade, and the multiple waterways and private and public waterfront areas across the precinct including the ‘Spit’ and associated dunes. The Mooloolah River and its various channels traverse the southern half of the precinct, with distinct areas of riparian vegetation remaining intact amongst the canal development systems. Major accesses into the Mooloolaba centre are via Brisbane Road, Buderim Ave and Mooloolaba Esplanade. Local streets serving the Mooloolaba centre include Mooloolaba Esplanade, Venning, Walan and Hancock Street. The local road network in this precinct services a mix of local, commercial and tourist traffic, and are all constrained by existing development form. Venning Street, Walan Street, and Brisbane Road are district collector streets and the Mooloolaba precinct falls within the ‘Priority Public Transport and Cycle Arterial Transport Corridor’ in the Draft Sunshine Coast Planning Scheme. These routes are also identified as existing Principal Routes for cycling. Pedestrian and cycling activity consists of visitors/tourists, shoppers, commuters and local residents accessing educational and commercial uses. The Brisbane Road Upgrade Project proposes widening of Brisbane Road and Walan Street. The preferred option is a four lane scheme that incorporates a 40kph speed environment, improved facilities for walking and cycling, and can accommodate the State’s planning requirements for the CoastConnect corridor which follows this alignment. The SEQ Bus Network Review recommends future increases to service frequency of the 600 route which currently serves this area. 11.2 Opportunities The light rail should support the following outcomes for the Mooloolaba precinct: Service a high density residential, recreational and tourist precinct, with diverse travel patterns. Optimise the benefits of routes that travel closest to the beach, without impacting on the surrounding amenity, particularly stops and overhead line infrastructure . Tourist, recreational and scenic values of the precinct are accommodated in the integration of light rail into the streetscape, in particular for stop locations and layouts. A transport solution that enhances local mobility, and accessibility for visitors, without reducing the amenity of the precinct. | Issue | 19 December 2013 Page 130 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Support the desired land use patterns and urban form. Rationalisation of the local road network, which currently serve a mix of and contribution to the definition of distinct functions of the transport elements that make up the transport network. 11.3 Consideration of elevated sections As discussed in Chapter 6, the potential for elevated sections has been considered across the project area, as part of a comparative review. Mooloolaba is one of the precincts where elevated sections have been identified as potentially practical and feasible, in response to spatial constraints, road network limitations and the need to provide a flood free crossing of the Mooloolah River that does not adversely affect existing transport links to the area. The key design driver for consideration of elevated sections in this precinct is how well it can be integrated into existing (or future) urban streetscapes along particular sections of the route. Other aspects requiring consideration include the complexities associated with construction. As noted in chapter 6, construction of elevated sections often occur in highly trafficked (both pedestrian and vehicle) areas by nature, as the warrant to elevate is due to a spatial constraint. Careful construction planning and implementation will be essential, particularly where major thoroughfares or accesses are affected. As noted in section 11.1, the Mooloolaba precinct contains areas of significant scenic amenity along the coast and waterways. The potential for elevated sections has been considered in the context of impacts on scenic amenity for residents and visitors. Further traffic analysis and assessment will be required within this section, to determine the capacity of the existing road network (and parking provisions) to accommodate the light rail. If an alternate transport solution can be developed for the area, the warrant for elevating (except in the vicinity of the Mooloolah River crossing), may not be so strong. The placement and design of stations is also a key consideration for elevated sections. The cost of providing safe and effective access, along with the convenience factor may result in stations being located beyond the extent of elevated sections. Further transport modelling and urban design would be required before ruling this out, as it may be possible to implement elevated stations effectively as part of an integrated development. Transition structures (i.e. ramps, embankments) will be required to transition from at-grade to elevated. These elements have a footprint that will need to be accommodated, ideally within the streetscape. The spatial implications and visual impact of this also need to be factored into future design and decision processes. The warrant to grade separate light rail (or road) is best reaffirmed by assessing a range of whole of life considerations including these factors: Safety of all corridor users Reliability and punctuality of light rail operations for on-time running Continuity of traffic operations on high volume routes Opportunities for pedestrian connectivity OHLE hazard potential within streetscape environment Intersection level of service, delays and queues Maintenance regime (particularly where new technologies are adopted) Capital cost Environmental factors (idling vehicles increase CO2) Aesthetics and visual impacts Integration within urban domain. | Issue | 19 December 2013 Page 131 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Figure 82 Mooloolaba Precinct 11.4 Risks, issues and opportunities for light rail The key constraints, risks and issues identified within the Mooloolaba precinct relevant to option selection are summarised in Table 20. Broader design considerations are documented in Chapters 6 and 7. Table 20 Mooloolaba precinct risks, issues and opportunities Element Consideration Services and utilities Substantial services are located along Venning, Walan and Hancock Streets and Brisbane Road, including ENERGEX, Telstra, and UnityWater and Stormwater. A reduced quantum of services and utilities works are anticipated in Riverside Esplanade/ Bindaree Court in comparison to Venning/Walan/Hancock and Brisbane Roads. Flooding Flood immunity is a key consideration for options within this precinct, and will influence the design of all options. Options that cross the Mooloolah River consistent with existing road infrastructure are well above the 100 year ARI flood level. Coastal hazards Any options along the esplanade or the spit need to consider the potential exposure to additional coastal risks, due to wave overtopping on the frontal dune along the Mooloolaba Spit and sea foam associated with large coastal wave events. Noise and vibration Elevated sections and multiple bridges associated with some sections of route options will potentially introduce new noise sources into an urban environment Natural environment Scenic amenity of tourist precincts and residential vistas may be impacted or enhanced, and community depending on route selection and urban design treatments All options have differing requirements for bridges over waterways, riparian vegetation, cultural heritage and construction management requirements may vary depending on the nature of bridge construction. Options co-located in corridors subject to planned road or infrastructure upgrades may generate cumulative impacts over time (construction noise, visual amenity, property impacts). Residents and businesses may experience multiple construction periods, though it may be many years between events. | Issue | 19 December 2013 Page 132 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 11.5 The long list of options: Mooloolaba A number of options were developed and evaluated. These include both at-grade, and elevated sections, as follows. The long list of options are shown in . 11.5.1 At-grade All options were initially developed as ‘at-grade’ options through this precinct, to identify practical links and also where land use or transport network constraints may result in spatial constraints on the implementation of light rail. Table 21 summarises the initial ‘long list’ options identified. Table 21 Initial long list options, Mooloolaba Precinct Name Description Option A Travels along Mooloolaba Esplanade and then turns south to travel along Brisbane Road. Option B Turns from Mooloolaba Esplanade into Venning Street, Walan Street and then into Brisbane Road. Option C Is similar in part to Option B as it follows Venning and Walan Streets but then continues east along Hancock Street before turning south along River Esplanade. This option would require consideration of elevated sections to be feasible, as a bridge crossing wold be required to connect from River Esplanade into Bindaree Crescent where it would then continue to connect into Brisbane Road before crossing Tuckers Creek. Is similar in part to Option A as it follows Mooloolaba Esplanade, turning into Riverside Esplanade and Option D crossing Tuckers Creek. This option would require consideration of elevated sections to be feasible, as a bridge crossing wold be required to connect from River Esplanade into Bindaree Crescent where it would then continue to connect into Brisbane Road before crossing Tuckers Creek, similar to Option C. Option E Crosses the Mooloolah River, requiring a significant structure, and connects to the residential street network from Minyama Island along Mooloolah Drive. Option F Travels down the Mooloolaba Spit, crossing the Mooloolah River towards the very mouth of the river. A very significant structure would be required for this option, with transition structures commencing prior to the bridge section Option G Follows Venning Street, and turns down Goonawarra Drive, ultimately connecting with the MMTC Corridor. | Issue | 19 December 2013 Page 133 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Figure 83 Mooloolaba Precinct long list options | Issue | 19 December 2013 Page 134 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 11.5.2 Option evaluation An initial comparative assessment was undertaken, based on the evaluation process outlined in Chapter 8. Detail of this assessment is included in Appendix A. This assessment considered engineering metrics, transport and accessibility, city building place making and value capture potential, community and environment and deliverability. Options E, F and G, shown as indicative alignments on Figure 83, and were developed to test the full range of scenarios that could be possible within this precinct. Options that were discounted are as follows: As part of the options testing process, the concept of a bridge from the Spit to Point Cartwright was developed. This route, labelled ‘Option F’ was devised to avoid the constrained areas along Brisbane Road south of the Mooloolaba centre, by continuing east along the Esplanade and Parkyn Parade, crossing the Mooloolah River and marina, and continuing along Point Cartwright Drive and Nicklin Way. Option F crosses the Mooloolah River between its mouth and the Mooloolaba marina, and would require very large spans, combined with very high approach works to provide 60m clear span (horizontal navigational opening, and importantly 30m vertical clearance for mast marine craft. Based on nominal 6% approach grades, the structure required to cross the Mooloolah River (approximately 250m wide at this location) is in excess of 450m long. To mitigate the significant bridge cost, separation between tracks would need to be reduced. Option F was discounted during the initial assessment due to its very significant visual impact and cost of bridge and approaches. Option E was discounted due to the extent of property impacts in residential streets, and would also have required significant structures to span the Mooloolah River. Option G, utilising part of the MMTC corridor, was discounted as it provides a reduced level of service to the key destination/ centre of Mooloolaba. An MMTC option connecting Maroochydore to Kawana was assessed and discounted as part of the Maroochydore Precinct evaluation. Therefore options A, B, C and D were shortlisted for further consideration, as the impacts of these indicative alignments were determined to preclude their further consideration. 11.5.3 Options with potential for elevated sections The shortlisted (at-grade) Options A, B, C, and D were reviewed for the potential for elevated sections to further minimise transport and land use impacts through this highly constrained precinct. The key driver for this consideration within the Mooloolaba precinct is the existing significant traffic movements (car, bus, cycle and pedestrian) already utilising sections of the proposed alignments, and the need to maintain connectivity and minimise property requirements. Of all of the areas considered in this study, the Mooloolaba precinct presents the greatest spatial constraints to corridor development. Therefore, consideration of elevated sections are more likely to be justified within this precinct. Option A1 travels initially at-grade along Mooloolaba Esplanade and then turns south to travel along Brisbane Road. It uses the change in terrain south of Mooloolaba Esplanade to transition onto elevated structure (1180m long) through the highly constrained Brisbane Road corridor. This option then transitions back to ground level south of Tuckers Creek, and continues at-grade to south of the Mooloolah River. Option B1 travels initially at-grade from Mooloolaba Esplanade into Venning Street and then transitions onto elevated structure along Walan Street and Brisbane Road. This option then transitions back to ground level south of Tuckers Creek and continues at-grade to the Mooloolah River crossing. This option was deemed not feasible, due to its spatial impacts and requirements for the transition structure, and therefore no further engineering assessment or analysis was undertaken for Option B1, and no structure lengths were defined. Option C1 travels initially at-grade along Venning, Walan and Hancock Streets before turning south into Riverside Esplanade where it transitions to elevated structure for 600m until south of Tuckers Creek. The alignment changes back to at-grade within the central median of Brisbane Road. The alignment continues at-grade for 505m to the Mooloolah River where a 560m long viaduct connects to the Nicklin Way. Option D1 is initially an at-grade alignment along Mooloolaba Esplanade. Whilst similar to Option A, it continues along the Esplanade, turning into Riverside Esplanade where it transitions to elevated structure for 1200m until south of Tuckers Creek. The alignment changes back to at-grade within the central median. The alignment continues at-grade for 505m to the Mooloolah River where a 560m long viaduct connects to the Nicklin Way. These options are shown on Figure 84. Of these elevated options, Option B1 was not taken forward into the shortlisted options comparison, primarily due to its significant footprint. Options C1 and D1 require a degree | Issue | 19 December 2013 Page 135 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report of elevation to be feasible, and therefore were included in the shortlisted options, along with an at-grade Option B. Further detail about the assessment of the long list to the short list for the Mooloolaba Precinct is provided in Appendix A. Figure 84 Elevated sections considered for options in the Mooloolaba precinct | Issue | 19 December 2013 Page 136 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 11.6 Short listed options: Mooloolaba precinct Engineering, cost and efficiency A1 B C1 D1 Capital costs Shortlisted options considered in this assessment include: Option A1 is configured as an at-grade alignment along Mooloolaba Availability of land for construction and associated Esplanade, however it uses the change in terrain level south of infrastructure Mooloolaba Esplanade to transition onto elevated structure (2360m long) Engineering metrics and scale of services/ utility throughout the highly constrained Brisbane Road corridor. risk Option B is proposed as an at-grade alignment throughout the Constructability Mooloolaba precinct, and relies on significant reconfiguration along Venning St, Walan St and Brisbane Road to accommodate the track form. 11.6.2 Transport and accessibility Option C1 proposes a combination of at-grade and elevated alignment. The at-grade section is similar to that of Option B, though extends Option A1 is a direct alignment capturing all centres from the esplanade, through Hancock St to Riverside Esplanade where the light rail transitions through Brisbane Road, and continuing south to Kawana Shoppingworld a to elevated structure and remains elevated for 550m until south of key patronage driver on the current TransLink network. HFP services Tuckers Creek. The alignment then changes to at-grade within the central support for ridership associated with Walan Street land uses. median. The alignment continues at-grade for 620m to the Mooloolah River where a 560m long viaduct accommodates light rail to south Nicklin Option B is similar alignment to Option A1, that responds also to the current Way North. TransLink services, and the proposed CoastConnect corridor via Walan Street. Immediately captures ridership associated with educational and Option D1 is an at-grade alignment along Mooloolaba Esplanade. Whilst employment/commercial uses as a result, however may disadvantage similar to Option A, it continues along the Esplanade, turning into visitor/tourist ridership compared to Option A1. Riverside Esplanade where it transitions to elevated structure for 550m until south of Tuckers Creek. The alignment changes back to at-grade Option C1 is also similar to Option B, with the alignment travelling to the east within the central median. The alignment continues at-grade for 620m to of Brisbane Road, and hence offering potential ridership catchment benefits the Mooloolah River where a 560m long viaduct connects to the Nicklin for the significant tourist attractors along the spit. This option offers Way. opportunity for support HFP services along the esplanade, and along Brisbane Road. All options in the Mooloolaba precinct feature a number of common characteristics including: Option D1 is a hybrid of option A1 and C1, delivering tourist and resident benefits. Very significant traffic disruptions during construction, particularly for CBD areas and Brisbane Road Transport and accessibility A1 B C1 D1 Comparative estimated travel time Bridges over tidal waterways (Mayes, Tuckers and Mooloolah River) Major grade separated juncture with Nicklin Way at Warana. Ability to interact with other planned or proposed public transport nodes or networks The need to achieve flood immunity standards for the light rail Degree of reliance / impact on existing and infrastructure. proposed road network A brief summary of the outcomes of the assessment process is provided in Ability to optimise access to services, centres, employment, education, key attractions and the following sections. Further detail is provided in Appendix A. Figure 85 Mooloolaba precinct: shortlisted options tourism hubs 11.6.1 Engineering, cost and efficiency Degree of permeation of existing or planned residential catchments Option A1 incorporates elevated sections along Brisbane Road to minimise Consistency/ opportunity for consistency with impacts on local road network. Significant service relocation is anticipated transport policy, planning and investment priorities along Brisbane Road. Option B is similar to Option A, with significant services relocation anticipated along Brisbane Road, Venning Street and Walan Street. Option C1: requires elevated sections along River Esplanade and Bindaree Court. These will require careful design and consideration in relation to the residential and tourist precinct through which it passes. Early cost estimates indicate that this is a significantly higher cost option than Option A1 or B. Option D1 also requires elevated sections along River Esplanade and Bindaree Court, requiring careful design and consideration of noise and visual amenity aspects. This is similarly a higher cost option, based on the Option C1 costs, particularly if a retaining wall is an additional requirement. | Issue | 19 December 2013 Page 137 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 11.6.3 Community and environment 11.6.4 City Shaping and Placemaking Option A1 follows a corridor already identified for significant change as a Deliverability and feasibility A1 B C1 D1 result of road network upgrades. Visual amenity of elevated sections in Option A1 is a high profile alignment along Mooloolaba Esplanade, and will Staging opportunities (fundable and functional) proximity to commercial, residential, recreational and tourist precinct is a key require careful resolution of design and delivery. The option also supports impact consideration, as is noise mitigation. The section along Mooloolaba corridor renewal and public realm improvement opportunities along Brisbane Road. Esplanade will require careful consideration during planning and construction, Value capture potential. so as to minimise the potential for short term and long term visual impacts. Option B consolidates movement infrastructure, while supporting broader However this alignment provides the potential to develop a scenic tourist renewal opportunities. The alignment 'book ends' the esplanade supporting a route along the Mooloolaba tourist strip. Significant waterway crossings will beachfront station as well as corridor improvement opportunities along 11.6.6 Assessment summary be required, as for all shortlisted options. Brisbane Road. Figure 86 shows a comparative scoring of the Mooloolaba options. Option B1 traverses a highly urbanised environment, and passes a number Option C1 is an eastern route that provides improved access to Underwater of residential properties and a sports field. Property impacts are of a World and renewal opportunity sites in the harbor side area. The route All options through this precinct score similarly in this assessment, however comparative scale to Option A1. Construction noise and traffic management consolidates movement infrastructure along the Walan Street corridor Option D1 was identified as having the greatest potential from a city shaping identified as key issues for residential areas adjacent to the alignment. supporting broader renewal opportunities while also supporting opportunities perspective. Conversely, the implications of running along Mooloolaba for a beachfront station west of the established Esplanade activity zone. The Esplanade (Option A1 and Option D1) will require careful consideration and Option C1 has the potential to be perceived as having a greater impact on a consultation, as the potential tourism benefits must be weighed against the residential and tourist accommodation precinct, due to the nature of alignment supports corridor improvement opportunities along Walan Street Brisbane Road. potential for visual impacts and disruption during construction. Options C1 surrounding land uses. However direct property impacts are comparatively and Option D1 were also identified as higher cost options, with Options A1 less than compared to Options A1 and B. Option D1 is a high profile beachfront alignment that also supports access and B resulting in comparatively lower costs. via Underwater World and the harbor side area. Careful resolution of design Option D1 is similar to Option C1, but with a continued section of running Options B and C1 that run along Walan Street and Brisbane Road will require along a highly valued tourist precinct. Again this option has the potential to be and delivery will reinforce the established activity along the Esplanade and support wider renewal opportunities in Underwater World and harbor side further detailed consideration in light of the transport function these roads play perceived as having a greater impact on a residential and tourist in the local movement network. accommodation precinct, due to the nature of surrounding land uses. area. However direct property impacts are comparatively less than compared to City building and placemaking A1 B C1 D1 Ultimately all shortlisted options are considered feasible, and feedback from Options A1 and B. the local community and further economic benefit analysis envisaged as Level of opportunity to catalyse urban providing valuable input into the identification of a preferred option through Community and environment A1 B C1 D1 renewal, regeneration and potential for value uplift. the Mooloolaba precinct in future stages of assessment. The comparison of Degree to which adverse impacts can be avoided, Option B, the at-grade option alongside options with elevated sections (A1, minimised or mitigated (Water, Air, Noise, Flora, Level of support for existing character C1 and D1) will require further interrogation with respect to costs, impacts and and opportunities to further promote and Fauna, protected areas, green space, visual city shaping opportunities. amenity heritage and character) during enhance Sunshine Coast identity. construction and operation. Ability to link the ‘primary’ centres and support economic development agenda Ability to address/ avoid flood risk / climate change Mooloolaba Precinct vulnerability / coastal hazards and deliver a for the Sunshine Coast. Transport and resilient public transport system. Opportunity to integrate streets and public realm able to accommodate Accessibility Extent of property impacts (including severance 3.0 and visual amenity particularly in proximity to pedestrian / passenger movements. structures or elevated sections). 11.6.5 Deliverability and feasibility 2.0 Community Deliverability 1.0 and Option A1 delivery will require consideration of the timing of proposed road and Feasibility upgrades along this corridor. Community engagement is anticipated to Environment provide valuable input into understanding the desirability of running along the 0.0 Esplanade, from a resident, business operator and tourist perspective. Option B is similar to Option A1, in that timing of the delivery of proposed road works along this corridor may influence the acceptability of this option. Engineering, City Building Option A1 Option B Option C1 may be less attractive due to the potential for residential and Cost and and Option C1 tourist precinct impacts, however is likely to generate comparatively fewer Efficiency Placemaking direct property impacts. Option D1 Figure 86 Comparative scoring of the Mooloolaba options Option D1 similar to option A. This option that is likely to be less attractive due to the potential for residential and tourist precinct impacts, however tourism benefits require deeper investigation. Community engagement is anticipated to provide valuable input into understanding the desirability of running along the Esplanade, from a resident, business operator and tourist perspective. | Issue | 19 December 2013 Page 138 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 12 Mooloolah River to Kawana 12.1 Context The 4.15km Mooloolah River to Kawana section shown in Figure 87 is located within a heavily commercialised and urbanised area. This section starts immediately south of the Mooloolah River, along the Nicklin Way. The Nicklin Way is a four and six lane State-controlled road with a central median within an existing 40m wide road reserve. The route is located within terrain between RL 3.0m and RL 4.0m, though outside the Q100 ARI impact of the Mooloolah River. Commercial and residential development fronts the majority of the corridor, supported by substantial on-street parking and fragmented green space. Nicklin Way connects to Sunshine Motorway to the north, and has eight intersections, six of which are signalised. Kawana Shopping World is located at the northern end of this section, and is currently a major bus interchange. The future function of the Kawana Shoppingworld as part of TransLink’s network for interchanging bus services is important in the context of optimising the public transport offering with light rail along this corridor. Figure 87 Mooloolah River to Kawana section | Issue | 19 December 2013 Page 139 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 1.2 Risks, issues and opportunities Element Consideration Services and utilities 8 Tee intersections (6 signalised) Continuous central median, wide on-street parking but no formalised on-street bikeways Substantial ENERGEX and Telstra services, Unitywater water and sewer, and stormwater Flooding No 100 year ARI flood risks were identified in this section. Coastal hazards DEHP mapping of coastal erosion prone zones within this section does not identify any significant potential risks for this section. Noise and vibration The alignment follows an existing urbanised corridor, no significant noise constraints or issues were identified in this section. Natural environment Waterway crossing and community Partial landtake from the frontage of several commercial properties, which may be rationalised or reduced through future stages of design . 12.2 Assessment summary Due to the directness of this route linking the Mooloolaba and Kawana precincts, no alternative options within this section were assessed under this study, and therefore no comparative assessments of route options have been undertaken. As noted in the preceding sections, consideration of an alternate alignment utilising the MMTC was not progressed, as it does not deliver the transport task intended for light rail. While there are no derivatives options within this section, future design will refine the precise alignment location within the corridor. This includes consideration of the following: Rationalise four-way and tee intersections with local roads and streets to enhance light rail operations. Mitigate traffic disruption during construction with comprehensive Traffic Management Plans. The Nicklin Way is one of the most trafficked urban routes on the Sunshine Coast, and will require considerable design and analysis to determine the appropriate track form and intersection layouts. Refine the alignment to minimise property acquisition requirements and minimise services and utilities relocation and protection. Whilst elevated sections have not been considered in detail in this section, further traffic analysis of intersection operations should be undertaken to determine whether there is a warrant for grade separation at specific intersections (and if so, whether rail over road is the appropriate solution, or vice versa). Figure 88 illustrates a possible light rail streetscape outcome associated with this section of the Nicklin Way. Figure 88 Possible streetscape associated with the Nicklin Way | Issue | 19 December 2013 Page 140 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 13 Kawana Precinct 13.1 Context The Kawana precinct includes key destinations such as the educational uses along the Nicklin Way, town centre and business / commercial uses as part of the activity centre, and significant activity as a result of the Kawana Health Campus which includes the Sunshine Coast University Hospital, Sunshine Coast University Private Hospital, the Skills, Academic and Research Centre and Kawana Health Innovation Park. The Kawana Health Campus includes approximately 3,500 car parking spaces to cater for the forecast demand by staff, patients and visitors. In addition to this a dedicated bus stop is proposed to serve the main entry of the public hospital. A Kawana Transit precinct is proposed to offer a transit hub as part of the MMTC. Future opportunities for interchanges and connections with heavy rail and high frequency and priority (HFP) bus services at the Kawana Transit Interchange are located within this precinct. The area is traversed by a significant extent of man-made lakes and canals connecting to Currimundi Creek, with the Birtinya Wetlands and Mooloolah River National Park located directly to the west of this precinct. Wetland habitat within these areas and drainage lines within the undeveloped site at Bokarina is also recognised as potentially providing habitat for acid frog species, protected under State and Federal legislation. The Nicklin Way is a State-controlled Road and Arterial Road providing north-south connections through this precinct. It is identified as a ‘Priority Public Transport and Cycle Arterial Transport Corridor’ in the Draft Sunshine Coast Planning Scheme19. The Nicklin Way is also identified as a future Principal Routes for cycling supported by parallel future Principal Route along Ocean Drive and a future Coastal Route along the coast20. The Caloundra-Mooloolaba Road located in the west of the precinct is a State-controlled road, identified as ‘Other Public Transport, Cycle and Intra Regional Freight Arterial Transport Corridor’. It is connected east- west via Lake Kawana Boulevard in the vicinity of the Sunshine Coast University Hospital. Lake Kawana Boulevard is identified as a ‘Priority Public Transport and Cycle Sub-Arterial Transport Corridor’. Main Drive is identified as a ‘Limited Public Transport and cycle Sub Arterial Transport Corridor’ in the Draft Sunshine Coast Planning Scheme. Pedestrian and cycling activity in this corridor would see a potential mix of commuters and locals accessing the town centre uses, educational, and commercial and potential industrial uses in the area. Recommendations in the SEQ Bus Network Review (BNR) would see increased future bus frequency for the 600 route that currently serves this corridor. Modifications to route 607 are also proposed to better service Kawana. This sees this route 600 for example being re-routed through to Kawana Way to capture the Hospital, and town centre uses rather than duplicating the catchment already served by route 600. The diverse mix of services, employment, retail and residential uses existing and proposed within this precinct warrant a higher order level of service for public transport, as supported by the BNR review. 19 SCC Draft Planning scheme, Strategic Framework Map 3 Transport Elements 20 SEQ Principal Cycle Network, Map 4 Queensland Transport, SEQ Principal Cycle Network Plan, 2007 | Issue | 19 December 2013 Page 141 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report The Kawana precinct shown in Figure 89 is on relatively flat terrain between RL 2.0m and RL 4.0m. Road streetscape types are varied, with reserve widths ranging from 25.0m to 32.0m, all with generous footpath allocations. There are no formalised on-road bikeways. A light rail depot location was considered the northern portion of this precinct, within the industry employment area identified in Figure 89. Discussion around the area required and typical layout of the depot is included in Chapter 6. Further analysis would be required in future stages of planning and design to determine the optimum location. As discussed in Chapter 1, the light rail is proposed to be implemented in two stages, with the first stage running from Maroochydore to Kawana, and stage 2 from Kawana to Caloundra. The staged delivery of the project also supports the siting of the depot within the Kawana Precinct. Figure 89 Kawana Precinct | Issue | 19 December 2013 Page 142 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 13.2 Risks, issues and opportunities The key constraints, risks and issues identified within the Kawana precinct relevant to option selection are summarised in Table 22. Broader design considerations are documented in Chapters 6 and 7. Table 22 Risks, issues and opportunities Element Consideration Services and utilities This study has identified a substantial number of services within the precinct including Telstra and Unitywater Water, sewer and Stormwater. The degree of impact is likely to vary between options. Flooding Some options traverse the edge of the floodplain of the Mooloolah River, however a flood berm will protect the area from riverine flooding. Noise and vibration Options that pass in close proximity to the hospitals are likely to require additional design and construction treatments, to mitigate noise impacts, and also address the vibration which has the potential to affect sensitive medical equipment. Light rai ldepot A potential depot location is located within the northern industrial area within this precinct. The staged delivery of the project (stage 1 Maroochydore to Kawana and stage 2 Kawana to Caloundra) means that the siting of a depot in the Kawana precinct is an important part of the project, and options that are not readily supported by the proposed depot site are likely to score less favourably. 13.3 The long list of options: Kawana Options considered in the Kawana precinct are shown in Figure 90 and described in Table 23. Table 23 Initial long list options, Kawana Precinct Name Description Option A Option A turns west off Nicklin Way into Main Drive, then into Metier Linkway and along the current alignment of the Kawana Way. It runs south through the Village Park to the Kawana Hospital precinct, turning to run along Florey Boulevard. It then turns north, connecting back into Lake Kawana Boulevard, and returning to the Nicklin Way and continues south. This option could be readily supported by the proposed depot site, provides reasonable intermodal access with the proposed heavy rail/ transit interchange, and also services the hospital. Option B Option B turns west off Nicklin Way into Technology Drive, and Tandem Avenue, connecting into Metier Linkway. It then continues west aligning with the MMTC corridor, (providing opportunities for direct connectivity with the future regional rail, as discussed in Chapter 4) to the west of the existing urban development footprint. It passes the hospital and continues slightly south, before turning back to the east and following Regatta Boulevard back to the Nicklin Way. Option C Option C turns west off Nicklin Way into Technology Drive, and Tandem Avenue, continuing south past the sports ground and educational precinct fronting Lake Kawana. This option then reconnects with the Nicklin Way in the vicinity of an undeveloped site at Bokarina. Option D Option D is a direct link, remaining entirely within the Nicklin Way The initial assessment for the Kawana precinct did not identify any further ‘fatal flaws’, that is, all options were considered appropriate to carry through to the detailed assessment. Outcomes of this assessment are included in Appendix A. Variations of these options were considered during the option development process, however these generally delivered consistent outcomes (with the exception of a variation that does not pass the hospital site) therefore were not progressed in the assessment or documented. | Issue | 19 December 2013 Page 143 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Figure 90 Kawana long list of options | Issue | 19 December 2013 Page 144 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Engineering, cost and efficiency A B C D Option D avoids widening of waterway crossings, and is contained within the 13.4 Short listed options: Kawana precinct Nicklin Way corridor. No direct land requirements identified from this section Capital costs of the corridor. As noted above, no ‘fatal flaws’ were identified for the long list options, therefore these options were considered in greater detail as the shortlist Availability of land for construction and Community and environment A B C D associated infrastructure options. Refer to Table 23 for description of the short list options for Kawana. Degree to which adverse impacts can be avoided, Engineering metrics and scale of minimised or mitigated (Water, Air, Noise, Flora, services and utilities relocation risk Fauna, protected areas, green space, visual amenity heritage and character) during Constructability construction and operation. Ability to address/ avoid flood risk / climate change 13.4.2 Transport and accessibility vulnerability / coastal hazards and deliver a resilient public transport system. Option A is a comparatively more circuitous route, that captures significant Extent of property impacts (including severance ridership attractors, including the Kawana Town Centre, Oceanside Health Hub, Kawana Health Campus and residential areas. It also provides a and visual amenity particularly in proximity to structures or elevated sections). potential for interchange with future regional rail. High frequency and priority (HFP) bus services could support trips to and from the future Creekside Interchange park ‘n’ ride facilities. HFP bus services would also be required 13.4.4 City Shaping and Placemaking to capture ridership associated with the educational facilities located along Option A is a comparatively longer option, however it maximises accessibility Nicklin Way, and the future mixed use development site at Bokarina. and reinforces the role of Kawana as a regional centre. This option supports Option B is similar the Option A, providing a more direct alignment from the the development of Kawana Town Centre and other major development Health Hub to Nicklin Way and potentially providing travel time savings. It opportunities including the Health and Knowledge Precinct, Kawana Business also provides the most direct connection with future regional rail services. Village, TAFE, Hospital and Bokarina Beach. It supports future renewal and Option C provides good access to schools and sporting facilities in its integrates with the proposed transit interchange. immediate vicinity, but has little other potential ridership capture. Option B balances travel time with accessibility, however it bypasses the Option D is a direct alignment via Nicklin Way linking residential, core of the Kawana activity centre but integrates with the proposed transit commercial/employment and educational places. HFP bus services would be interchange, Hospital, Health and Knowledge Precinct, Kawana Business required to capture significant ridership potential at Kawana Town Centre, Village and TAFE site. The alignment supports future renewal and greater SCUH and the health precinct. HFP bus services would also be required to integration with future southern residential areas while providing limited link light-rail to future regional rail services and park ‘n’ ride facilities. access to the Bokarina Beach development site. Transport and accessibility A B C D Option C provides improved travel time but limited opportunities for Estimated travel time integration with key destinations and development areas in the town centre core and Health and Knowledge precinct. It supports future renewal, the Ability to interact with other planned or proposed development of the Bokarina Beach site and opportunities for (albeit) longer public transport nodes or networks walking connections to the town centre and hospital via pedestrian bridges. However it traverses a significant length of open space, adjacent to Degree of reliance / impact on existing and proposed road network educational and recreational areas, and would have some degree of impact Figure 91 Shortlisted options: Kawana Precinct on visual amenity. Optimise access to services, centres, employment, 13.4.1 Engineering, cost and efficiency education, key attractions and tourism hubs Option D is focused on rapid travel, providing limited access to the core activity areas within the Kawana Town Centre and Health and Knowledge Option A primarily follows the existing road network, some significant Degree of permeation of existing or planned precinct. It supports future renewal, the development of the Bokarina Beach services impacts are anticipated along this route. residential catchments site and opportunities for longer walking connections to the town centre via Option B primarily follows the existing road network, and will require careful Consistency/ opportunity for consistency with pedestrian bridges. design consideration in the Kawana Way/ MMTC corridor with respect to transport policy, planning and investment priorities future regional rail corridor requirements. Significant services impacts are City building and placemaking A B C D anticipated along this route. 13.4.3 Community and environment Level of opportunity to catalyse urban Option C requires little in the way of services and utilities relocation, and renewal, regeneration and potential for Option A traverses a mix of established and emerging urban areas, requiring would be supported by the planned bridge crossing of the Kawana Lake careful management during construction and operation, particularly in relation value uplift. system, intended to provide pedestrian access to the Town Centre. to noise and vibration in the hospital precinct. Level of support for existing character Option D is contained entirely within the Nicklin Way, some services impacts and opportunities to further promote and Option B utilises existing or proposed transport corridors, however corridor enhance Sunshine Coast identity. have been identified but are considered manageable. requirements (road, rail and light rail) will need to be carefully managed so that additional land is not required to the west of the MMTC. Ability to link the ‘primary’ centres and support economic development agenda Option C is a waterfront option that will require careful management during for the Sunshine Coast. construction due to its proximity to schools and sports facilities. Opportunity to integrate streets and public realm able to accommodate pedestrian / passenger movements. | Issue | 19 December 2013 Page 145 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 13.4.5 Deliverability and feasibility 13.4.6 Assessment summary Option A services both the hospital precinct and future transit interchange Figure 92 shows a comparative scoring of the Kawana options. Further detail site, and can be supported by the proposed depot location, and support of the assessment and assessment criteria are included in Appendix A. staged delivery. Options A and B best serve the health precinct and emerging Kawana town Option B services both the hospital precinct and the future transit centre. Option D provides a direct, core corridor service along the Nicklin interchange site, and is well supported by the proposed depot location, and Way, will rely on modal change with bus services for patrons wishing to support staged delivery. access the Kawana health hub and commercial heart. Option D scores Option C aligns to areas of open space, which may present some marginally better for Community and Environment, as a result of its proposed challenges. It would however be well supported by the proposed depot location within the Nicklin Way corridor, with the least potential for property location, and support the staged delivery of the project. impacts of the options considered. Option D is a less desirable alignment as it does not directly service the Option C is least preferred, owing to its limited ridership capture potential, hospital or Kawana precinct. This option would require further consideration fewer city shaping opportunities, and impact on a scenic area. with respect to depot location and operation, and would less readily support staged delivery. Therefore options A, B and D are recommended for further analysis. Detailed patronage analysis in future stages is anticipated to help determine the option Deliverability and feasibility A B C D that delivers the best outcome from a transport network perspective. Staging opportunities (fundable and functional) Value capture potential. Transport Kawana Precinct and Accessibility 3.0 2.5 2.0 Deliverability 1.5 Community and 1.0 and Feasibility 0.5 Environment 0.0 Engineering, City Building Cost and and Option A Efficiency Placemaking Option B Option C Option D Figure 92 Comparative scoring of the Kawana options | Issue | 19 December 2013 Page 146 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 14 Kawana to Currimundi Section 14.1 Context The 1.98km Kawana to Currimundi section follows the Nicklin Way, which is a four lane State-controlled road with a central median, within a nominal 40m wide road reserve. It is the main inter-suburban arterial link through a fully urbanised area with numerous direct driveway accesses. It is located within relatively flat terrain between RL 3.0m and RL 4.0m, rising to RL 6.5 south of Currimundi Creek. It features substantial wide on-street parking and no formalised on-road bikeways, and has a combination of five intersections of which three are signalised. This option crosses Tokara Canal and Currimundi Creek, upstream of the Currimundi Lake environmental reserve. Figure 93 Kawana to Currimundi section | Issue | 19 December 2013 Page 147 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Table 24 summarises key risks, issues and opportunities for this section. Table 24 Kawana to Currimundi risks, issues and opportunities Element Consideration Services and utilities 5 Tee intersections (3 signalised) Moderate services/utilities ENERGEX, Telstra and Unitywater Continuous central median, wide on-street parking but no formalised on-street bikeways Flooding No 100 year ARI flood risks in this section. Coastal hazards DEHP mapping of coastal erosion prone zones does not identify any significant potential risks for this section. Noise and vibration Within the existing trafficked road corridor. Natural environment Waterway crossings (bridge widening), implications for riparian vegetation and habitats, and community Currimundi Creek Conservation Reserve downstream. No property acquisition is anticipated for the proposed light rail and streetscape configuration. 14.2 Assessment Summary Due to the directness of this route linking the Kawana and Caloundra precincts, no alternative options within this section were assessed under this study, and therefore no comparative assessments of route options have been undertaken. Whilst central running is proposed, future stages of investigation should continue to refine the precise alignment location within the Nicklin Way corridor and develop intersection configurations. Four-way and tee intersections with local roads and streets will require rationalisation to enhance light rail operations. The light rail may be retrofitted by removing the central median, consolidating left turns into through lanes where necessary and justified, with the provision of U turns as necessary. This section may also require the reduction or removal on on-street parking, to accommodate the light rail corridor. Existing bridges over Tokara Canal and Currimundi Creek would be retained, and widened to accommodate the light rail. Concrete barriers would be required to separate the light rail from other vehicles in higher speed zones. A comprehensive traffic management plan would be required during construction to maintain through traffic and local access. Whilst elevated sections have not been considered in detail in this section, further traffic analysis of intersection operations should be undertaken to determine whether there is a warrant for grade separation (and if so, whether rail over road is the appropriate solution, or vice versa). Due to the directness of this route linking the Kawana and Caloundra precincts, no alternative options within this section were assessed under this study, and therefore no comparative assessments of route options have been undertaken. While there are no derivatives options within this section, future design will refine the precise alignment location within the corridor. This includes consideration of the following: Rationalise four-way and tee intersections with local roads and streets to enhance light rail operations. The Nicklin Way is one of the most trafficked urban routes on the Sunshine Coast, and will require considerable design and analysis to determine the appropriate track form and layout. Refine the alignment to minimise services and utilities relocation and protection. Mitigate traffic disruption during construction with comprehensive Traffic Management Plans. | Issue | 19 December 2013 Page 148 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 15 Caloundra 15.1 Context The Caloundra precinct, show in Figure 94 contains a major tourist hub and CBD area. The precinct is characterised by a number of urban pockets spread across a diverse and undulating terrain, which ranges from RL3.0 to RL 30. A number of ridges and gullies form significant constraints approaching the Caloundra CBD from the north side. Caloundra is recognised as a Major Regional Activity Centre, with a concentration of activities around Bulcock Street. A number of light industry zones are also located within this precinct. High density residential and tourist accommodation is focused along the coastline, with areas of open space associated with the Caloundra Golf Course, Ben Bennett Park, and coastal reserves. Remnant vegetation and areas of mapped essential habitat are associated with Tooway Creek, including habitat potentially suitable for acid frogs. The Caloundra precinct is dominated at its southern end by the mixed use of retail, commercial, leisure, educational and tourist accommodation and activities. Other land uses across the precinct include a hospital, schools and sportsfields. The primary access routes in the southern most precinct include that of Caloundra Road and Nicklin Way, both of which are State Controlled roads, supported by local east-west sub arterial links including Buderim Street and Beerburrum Street, trunk collectors Queen Street and Arthur Street; and north-south links including sub-arterials Maltman St North-Buccleugh St-Elizabeth St, Cooroy Street, Bowman Road and trunk collector Edmund Street. A number of these links are identified as existing or future Principle Cycle Routes, including the Coastal Route which links around the coast from the south towards Currimundi. The topography is considered to be challenging for pedestrians and cyclists, however the area is well frequented by a mix of commuter cyclists, recreational cyclists, tourists, and local residents making trips to or along the coastal front. Elevated sections were considered, but not proposed for options developed in this precinct. 15.2 Risks, issues and opportunities The key constraints, risks and issues identified within the Caloundra precinct relevant to option selection are summarised in Table 25. Broader design considerations are documented in Chapters 6 and 7. | Issue | 19 December 2013 Page 149 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Table 25 Risk, issues and opportunities Element Consideration Ecology Options traverse areas with environmental and habitat significance. Terrain and grades Undulating terrain poses additional challenges for light rail vehicles with vertical grades at discrete locations approaching maximum values. Social and visual Offline options (options outside existing transport corridors, traversing greenspace areas) have the potential to introduce new infrastructure elements into the landscape. Numerous community and services uses (schools, hospitals, golf course) Terminus location Two different terminus points are identified in this precinct. Whilst operational benefits may be comparable, this requires further operational modelling to determine if this is a key driver for decision making. Citybuilding and Potential for major urban renewal at various locations within this precinct placemaking Tourism and visitors Opportunity to service coastal activity areas, high density residential/ accommodation areas and beaches Caloundra Town Centre Degree of penetration of the town centre may influence patronage levels. Figure 94 Caloundra Precinct | Issue | 19 December 2013 Page 150 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 15.3 The long list of options: Caloundra The options considered within the Caloundra precinct are shown in Figure 95 and Table 26. Table 26 Initial long list options, Caloundra Precinct Name Description Option A Option A (from north to south) follows the Nicklin Way, passing the south western corner of Ben Bennett Park, and following West Terrace, turning east into Bowman Road, and continuing along Bulcock Street into the Caloundra CBD. Option B Option B (from north to south) leaves the Nicklin Way, turning east into Beerburrum Street, and then continuing south east along an open space corridor before truncating the north east corner of the Caloundra Golf course, and then continuing along the eastern boundary of the golf course, to Queen Street. The route then continues to the east along Queen Street for a short distance, before connecting with Ulm Street and ultimately Bowman Road. Option C Option C (from north to south) leaves the Nicklin Way at Buderim Street, running east before turning down Cooroy Street, and continuing for a short distance along Beerburrum Street to the east. The route then turns to the south, continuing along Henzell Street, requiring a new bridge crossing of Tooway Creek. The route then continues along George Street and George Street South, connecting ultimately with Bowman Road. An initial comparative assessment was undertaken, based on the evaluation process outlined in Chapter 8. Detail of this assessment is included in Appendix A. This assessment considered engineering metrics, transport and accessibility, city building place making and value capture potential, community and environment and deliverability. A number of variations were also considered, shown as dotted lines on Figure 95, as follows: Option A- Various alternatives were considered but not progressed, due to environmental or topographical constraints. Option B- An alternative alignment for a section of Option B was considered, but discarded as it was not shown to have any comparative advantage. Option C- An alternative alignment along Elizabeth and Buccleugh Streets was considered, but discarded due to surrounding road network and topographical constraints. | Issue | 19 December 2013 Page 151 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Figure 95 Caloundra long list of options | Issue | 19 December 2013 Page 152 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 15.4 Short listed options: Caloundra 15.4.1 Engineering, cost and efficiency 15.4.3 Community and environment Option A is the most direct alignment, but may require complex engineering Option A generally follows existing infrastructure corridors, but with some Option A (from north to south) follows the Nicklin Way, passing the south solutions as it leaves the Nicklin Way corridor to address traffic interface and minor land requirements from open space and other properties at the western corner of Ben Bennett Park, and following West Terrace, turning east topography challenges. southern end. It also passes in proximity to Ben Bennett Park, and will need into Bowman Road, and continuing along Bulcock Street into the Caloundra to be designed so as to minimise environmental impacts through this area. CBD. Option B has lower service relocation risks, but will require creek crossing/ drainage treatments to the north east of the gold course. Topography along Option B introduces new infrastructure into a residential / open space Option B (from north to south) leaves the Nicklin Way, turning east into this route also presents challenges. environment, although within the existing road way. This option passes Beerburrum Street, and then continuing south east along an open space through residential streets, therefore construction management, operational corridor before truncating the north east corner of the Caloundra Golf course, Option C has lower service relocation risks, but requires a new crossing of noise and visual amenity would be key issues. It also traverses a green and then continuing along the eastern boundary of the golf course, to Queen Tooway Creek and has topography challenges. corridor and truncates the north east corner of the golf course and impacts Street. The route then continues to the east along Queen Street for a short Engineering, cost and efficiency A B C green space along the eastern edge of the golf course. distance, before connecting with Ulm Street and ultimately Bowman Road. Capital costs Option C will require a new crossing of Tooway Creek, impacting areas of Option C (from north to south) leaves the Nicklin Way at Buderim Street, essential habitat along its riparian banks. This option passes through running east before turning down Cooroy Street, and continuing for a short Availability of land for construction and residential streets, therefore construction management, operational noise and distance along Beerburrum Street to the east. The route then turns to the associated infrastructure visual amenity would be key issues. south, continuing along Henzell Street, requiring a new bridge crossing of Tooway Creek. The route then continues along George Street and George Engineering metrics and scale of services risk Community and environment A B C Street South, connecting ultimately with Bowman Road. Constructability Degree to which adverse impacts can be avoided, minimised or mitigated (Water, Air, Noise, Flora, Fauna, protected areas, green 15.4.2 Transport and accessibility space, visual amenity heritage and character) during construction and operation. All options support connections with existing and future TransLink services, Ability to address/ avoid flood risk / climate however the potential for the light rail to duplicate the current route 600 bus change vulnerability / coastal hazards and service would require review at a time closer to implementation. All options deliver a resilient public transport system. support an indirect interchange with the existing Caloundra Bus Station / Extent of property impacts (including severance Transit Centre located on Cooma Terrace. Transit centre relocation, or and visual amenity particularly in proximity to improvement of sightlines, wayfinding and accessibility requires further structures or elevated sections). evaluation. All options capture the activity centres at Currimundi and in Caloundra Town Centre, though to differing degrees for the latter. 15.4.4 City building and placemaking Option A is a direct alignment via Nicklin Way. The arterial nature of this Option A is a direct alignment along Nicklin Way, which reduces the extent of section of the Nicklin Way may limit potential direct walkup catchments for a severance and community impacts. It provides good access for renewal short section, and hence would need to be supported by HFP bus services to opportunity sites in the core of Caloundra, and limited access to brownfield the east capturing residential, employment, educational and tourist/coast renewal sites and development opportunities within local coastal lifestyle ridership. centres. Option B is an indirect alignment, capturing potential uplift adjacent to the Option B is a central alignment along the eastern edge of the golf course that Caloundra golf course, with opportunities to penetrate Caloundra Town reduces potential for severance and community impacts while providing Centre either at the Stockland Shopping Centre or through the centre. improved access to brownfield renewal sites and development opportunities Option C is an indirect alignment, with opportunities to penetrate Caloundra within some of the coastal lifestyle centres. The alignment at the fringe of the Town Centre either at Stockland shopping centre (between the two centres) activity zone of Caloundra reduces potential severance while providing good or through the centre as is Option A. walking access to key destinations. Transport and accessibility A B C Option C is an eastern alignment focused on improving access to established Estimated travel time urban areas, renewal sites and development opportunities within the coastal lifestyle centres. This option supports lifestyle and coastal living opportunities Ability to interact with other planned or while requiring careful resolution of design and delivery to manage the proposed public transport nodes or networks potential for severance and visual impacts. The alignment at the fringe of the activity zone of Caloundra reduces potential severance while providing good Degree of reliance / impact on existing and proposed road network walking access to key destinations. Ability to optimise access to services, centres, employment, education, key attractions and tourism hubs Degree of permeation of existing or planned Figure 96 Caloundra shortlisted options residential catchments Consistency/ opportunity for consistency with transport policy, planning and investment priorities | Issue | 19 December 2013 Page 153 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report City building and Placemaking A B C 15.4.6 Summary Level of opportunity to catalyse urban renewal, Figure 97 shows a comparative scoring of the Caloundra options. regeneration and potential for value uplift. Options B and C provide similar permeation into existing development Level of support for existing character and residential catchments, with some potential for renewal. opportunities to further promote and enhance Option A follows the existing Nicklin Way for much of its length, but will Sunshine Coast identity. require considerable works as it leaves the Nicklin Way corridor. Ability to link the ‘primary’ centres and support The environmental impacts associated with construction of a new bridge for economic development agenda for the Sunshine Coast. Option C whilst manageable, could be avoided if other options are determined to provide the same level of transport benefit and cost performance. Opportunity to integrate streets and public realm able to accommodate pedestrian / passenger Based on the assessments documented in Appendix A, Option C presents a movements. comparatively stronger city building and placemaking outcome, with Option B scoring better for transport and engineering metrics, and Option A scoring 15.4.5 Deliverability and feasibility better for community and environment metrics. Therefore all option s have been deemed ‘feasible’, and worthy of further investigation and analysis. Option A follows established core transport corridors, and is likely to be the anticipated route into Caloundra for the light rail. Option B provides the opportunity to serve an existing and future residential Caloundra Precinct catchment, but palatability needs to be tested through community Transport engagement. and Option C similar to Option B, this option has the potential to serve an existing Accessibility and future residential catchment, with its acceptability to be tested through 3.0 community engagement. Deliverability and feasibility A B C 2.0 Staging opportunities (fundable and functional) Deliverability Community and 1.0 and Value capture potential. Feasibility Environment 0.0 Option A Engineering, City Building Option B Cost and and Efficiency Placemaking Option C Figure 97 Comparative scoring of the Caloundra options | Issue | 19 December 2013 Page 154 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 16 Route Options Overview 16.1 Route options overview The focus for the study has been to identify and assess a number of possible light rail route options between Maroochydore and Caloundra. The study has tested the engineering viability and potential costs associated with a range of alignment options to inform more detailed engineering feasibility studies and a future project business case. The assessment has also considered the extent that each alignment option supports effective growth management, and the contribution made towards the liveability and sustainability of the Sunshine Coast into the future. A comprehensive approach has been adopted to identify, test, refine and shortlist a range of potential route alignment options. To ensure adequate regard is given to local context and circumstance, the corridor has been considered as a series of seven precincts. Within four (4) precincts, multiple options and sub- options have been considered with some options being discarded during the consolidation process. The sections linking these precincts have been refined as single options based on a combination of broad review of alternate routes and previous studies. The seven precincts and sections are shown in Figure 98 and include the following routes: Maroochydore (3 route options shortlisted) Alexandra Headland (single route only) Mooloolaba (4 route options shortlisted) Mooloolah River to Kawana (single route only) Kawana (4 route options shortlisted) Kawana to Currimundi Creek (single route only) Caloundra (3 route options shortlisted). Figure 98 Precincts and sections | Issue | Page 155 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 16.2 Composite route scenarios Over 100 different variations of the route alignment are possible between Maroochydore and Caloundra. For the main comparative assessments documented in Chapters 9 to 15, the options are presented as they relate to each precinct, rather than on a corridor wide basis. This is to enable more comprehensive documentation of the opportunities and constraints associated with each precinct or section. Three composite route scenarios are presented in Figure 99. These have been compiled to demonstrate how the shortlisted alignment options can be assembled to form possible corridor wide alignment options. These composite route scenarios do not necessarily represent route preferences, but have been devised to demonstrate how various light rail routes could perform varying intra-regional transport tasks. Figure 99 Composite route options | Issue | Page 156 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Scenario 1: Rapid Transit This scenario brings together the most direct and efficient (subject to operational issues) transport route options. As the shortest route, this option presents key cost benefits and the potential for rapid travel subject to intersection prioritisation. The directness of the option results in it bypassing a number of key destinations, including the Kawana Hospital precinct and town centre, and proposed depot site. It also has a more limited catchment compared with other options. Key route option elements include: Aerodrome Road alignment (Maroochydore Option A) Walan Street and Brisbane Road alignment (Mooloolaba Option B) Nicklin Way (Kawana Option D) Nicklin Way approach to Caloundra (Caloundra Option A) Approximately 21.1km long Figure 100 Rapid and direct route scenario | Issue | Page 157 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Scenario 2: Distributor service This scenario seeks to optimise access to the key activity centres and tourist attractions in the corridor, and maximise the walk-up catchment. Although the longest route, this has the mid-range cost and delivers potential for improved travel times. The alignment also passes through a number of established urban areas, potentially increasing community impacts. It also requires a new bridge over Tooway Creek, potentially affecting sensitive habitats. Key route option elements include: Cotton Tree and Sixth Avenue alignment (Maroochydore Option C) Mooloolaba Esplanade and Brisbane Road alignment (Mooloolaba Option A) Kawana Town Centre and hospital via the MMTC corridor (Kawana Option B) Eastern beach villages approach to Caloundra (Caloundra Option C) Route length is approximately 24.3km. Figure 101 Distributor service route scenario | Issue | Page 158 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Scenario 3: Hybrid option This scenario connects the key activity centres in the corridor and seeks to strike a balance between a rapid alignment and optimising the system’s walk up catchment. Key route option elements include: Aerodrome Road and Kingsford Smith Street alignment (Maroochydore Option B) Walan Street and Underwater World alignment (Mooloolaba Option C) Kawana Town Centre and hospital (Kawana Option A) Central approach to Caloundra via Golf Course fringe (Caloundra Option B), thus avoiding the need to construct a new bridge over Tooway Creek Route Length is approximately 23.9km Figure 102 Hybrid route scenario | Issue | Page 159 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 17 Early cost estimates This chapter is confidential in accordance with section 275 (h) of the Local Government Regulation 2012 as it contains information relating to other business for which a public discussion would be likely to prejudice the interests of the local government or someone else, or enable a person to gain a financial advantage. | Issue | Page 160 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 18 Study summary 18.1 The light rail proposition There is a genuine need for an improved transport system for the Sunshine Coast, particularly one that can provide viable alternatives to travel by private car. Light rail is an attractive option, providing for intra-regional movements (i.e. local trips). The light rail, supported by an integrated transport system (active transport, bus, passenger / regional rail and private vehicles) has the potential to deliver a range of benefits to the Sunshine Coast region, including: Reduced travel times (assuming congestion increases with growth) and provision of a reliable service during peak periods. Accessibility to the coastal corridor and key nodes without reliance on the private car. Integration of modes and convenience of multi modal journeys, enhancing connectivity between local, district and regional centres. Improved accessibility to public transport options across the coastal region. Support healthy lifestyle initiatives and promotes quality of life. Provides opportunities to reshape the urban lifestyle and deliver alternative housing choices along the corridor. Supports social inclusion / equity, through provision of services for those most likely to require affordable transport. Accepting and integrating the premise for light rail into planning provisions (both at the local and state level) based around a long term implementation plan, is likely to deliver long term benefits, through the realisation of city shaping opportunities and improved land use outcomes. Deferring a decision, or commencing planning at a later date, could result in higher economic and social costs, with a greater perceived impact on the urban and natural environment. 18.2 Shaping the Sunshine Coast The Sunshine Coast has reached a critical point in its evolution. Rapid population growth, high levels of private vehicle dependency, historic land use and transport planning decisions have contributed to the mosaic of settlements and suburbs that comprise the coastal strip, hinterland and in-between plains. The region is supported by a limited public transport network, a highly constrained road network, and is expected to accommodate an additional 178,000 persons, through a mix of green field and infill development, as discussed in section 2.4 of this report. The Sunshine Coast Council has declared their ‘line in the sand’, recognising that bold decisions are required now to shape the future of the city through appropriate transit and urban development. This aim was initially introduced in the Sunshine Coast Council’s Sustainable Transport Strategy (2011) and reiterated in A line in the sand. Several scenarios for future land use and transport integration are examined in Chapter 3 of this report. These scenarios outline a planned, deliberative approach for accommodating a reasonable proportion of forecast future urban growth on the Sunshine Coast in areas that can be supported by light rail. By adopting a planned approach to long term land use and transport integration within the study corridor, the following city shaping opportunities could be realised: A greater choice of lifestyle and living opportunities. Revitalisation of neighbourhoods. Protection and preservation of the values and aspects that make the Sunshine Coast region an attractive place to live, work and visit. A scale of urban change attractive to investors/partners. A sustainable settlement pattern and city wide centres hierarchy, aligning to the ‘coastal transit village’ concept. An opportunity exists to position the Sunshine Coast as a resilient and sustainable city capable of adapting to the complex environmental challenges of the future. The public transport network on the Sunshine Coast must mature to provide competitive access between key community facilities, emerging and planned residential areas, tourist precincts and destinations, and the existing coastal activity centres. Implementation of a light rail system, in association with a supporting bus and active transport network has been identified as a desirable means to achieving these goals. | Issue | 19 December 2013 Page 168 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report Opportunities exist to foster green and sustainable travel behaviour particularly for journeys between home and the workplace to reduce city wide reliance on fossil fuels. The health, environment and economic implications of a ‘do nothing’ option highlight the need for an improved transport system and provide incentives to encourage voluntary modal shift. ‘Doing nothing’, or the business as usual approach of incremental, reactive improvements to the public transport and road transport network could contribute to one or more of the following scenarios for the Sunshine Coast region: Limits to the region’s evolution and stagnation of the local economy Incremental and adhoc expansion of the road network to facilitate growing numbers of private motor vehicles for trips that could comparably be achieved utilising public transport (light rail) Congestion and competition for parking space Diminished quality of life, and or loss of the reasons why the Sunshine Coast is an attractive place to live, work and visit A more costly, higher impact intervention to address future transport issues across the Coast. 18.3 Route options assessment This study also demonstrates that there are a number of viable light rail options available that meet the objective of creating an alternative public transport system for the Sunshine Coast. Each of these options has been reviewed from an engineering, transport, environmental, social and city shaping perspective, to highlight the comparative advantages and disadvantages of each option. No single alignment has been selected in a precinct as the preferred option (except where connecting sections have identified only a single route), with composite options built from each precinct and section, to demonstrate a range of service types that could be achieved. Cost and constructability were also considered, with options determined to be ‘fatally flawed’ discarded as a result of the assessments. In summary, this study has delivered the following: Definition of a light rail system suitable for the Sunshine Coast environment. Analysis and identification of constraints and opportunities affecting option selection. Development of city shape scenarios complemented by the introduction of a light rail system. Development of concept designs for a number of shortlisted options within each identified precinct. The shortlisted routes within each precinct have been evaluated as feasible, however further design and analysis will be required to validate the preferred outcome. The route options considered in this report are expected to be presented to the community, with contribution from stakeholder and community groups anticipated to help inform future decision making. 18.4 Recommendations for further investigation The preparation of this comparative assessment of possible light rail route options has identified a number of investigations that would help to further the case for committing to the implementation of light rail as part of an integrated transport solution on the Sunshine Coast. 18.4.1 Operational analysis Operational considerations and relative journey time for shortlisted route options should be investigated to identify any comparative weaknesses not apparent during this stage of assessment. Issues such as traffic congestion, traffic control and desired service level operations need to be determined, and each will in their own way impact on the end to end journey travel times and preferred option selection. 18.4.2 Capacity analysis of modification to existing transport networks Examination of the approach to modification and rationalising of existing road capacity should be considered further. To date the examination of the route options has focussed on retaining the existing road capacity whenever possible, but there are opportunities to explore the outcome of surrendered in some constrained locations in favour of the light rail, which could result in opportunities for cost savings and influence behavioural change for motorists. The potential benefits and disadvantages of trading off roadway capacity for improved light rail and public transport services could also be informed through engaging with stakeholder and community groups. | Issue | 19 December 2013 Page 169 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report 18.4.3 Patronage forecasts The Sunshine Coast Council is currently preparing a multi-modal transport forecasting model that will have the capability of predicting patronage for the light rail. As this model was not available during the preparation of this assessment, it is recommended that the patronage forecast figures are reviewed with the new model once available to determine if the existing assumptions regarding patronage are consistent. Variations should be tested against each of the route options to determine if there are any clear differentiators that would influence option selection, and if there are any further implications for road capacity. Consideration of the interaction between HFP bus services, future regional rail (CAMCOS), local bus services, active transport and the road network as part of this assessment would confirm the assertion that an integrated transport solution is necessary for the future prosperity of the Sunshine Coast. 18.4.4 Corridor preservation strategies Long term corridor preservation strategies should be explored to ensure future works take into account of the light rail project, acknowledging that the light rail is not anticipated to come online until the mid 2020’s. This may include strategies for dealing with roadways, roadway upgrades and new connections (such as the completion of the MMTC) services and utilities upgrades and land development proposals across the entire study corridor. 18.4.5 Depot siting and design Further consideration of the depot location, and its implications for operations should be undertaken as part of a site suitability assessment and operational analysis, to inform the further definition of the preferred alignment in the Kawana precinct. 18.4.6 Community engagement It is expected that property impacts will be refined and rationalised as design process progresses and feedback from community engagement activities is received. At the commencement of the next phase of investigation, a process of preferred route selection is expected to be undertaken, whereby the feedback from the Stakeholder and Community groups is considered, along with the recommendations from the value assessment work to conclude on the most viable route option for the Sunshine Coast. Subsequent phases of investigation and design should also integrate feedback from the community about the route options and assessments documented in this report. 18.4.7 Urban design, streetscape and landuse integration It is acknowledged that the introduction of new infrastructure such as a light rail, particularly with elevated sections will have significant impacts on the surrounding streetscape and visual amenity. Through the conduct of good urban design and integrated land use planning, the degree of impact can be managed, along with community and business expectations of future land use and density scenarios, for particular areas along the corridor. 18.4.8 Staged implementation This investigation acknowledges that the implementation of light rail on the Sunshine Coast would not occur for a number of years. Other public transport initiatives such as CoastConnect could be adapted in the interim, which may help to establish expectations around land use and transport integration in the vicinity of future light rail stops and stations. Further investigations around the operational outcomes of staged delivery (Maroochydore to Kawana, and Kawana to Caloundra) should be undertaken to support the sequence of staging. 18.4.9 Construction traffic management plans A comprehensive traffic management plan would be required during construction to maintain through traffic and local access. Each locality will have specific challenges to be addressed through this process, so as to maintain the hihgest level of movement and functionality as possible for the short term duration of construction. 18.4.10 Early services and utilities relocation works With advanced planning, it may be possible to reduce the element of services and utilities relocation risk. However this will require sufficient information about the location and depth of services potentially affected by the light rail along the route. Further, there may be some instances where accepting a level of service/utility | Issue | 19 December 2013 Page 170 Sunshine Coast Council Sunshine Coast Light Rail Project Route Planning and Impact Assessment Report risk is a more cost effective and ultimately beneficial outcome. Further investigations into the risk profile associated with early service/ utility relocation should be undertaken in subsequent phases, once a preferred alignment has been determined. 18.4.11 Business case and economic analysis The preparation of a business case in future phases of investigation should include the integration of commercial investigations, options analysis and city shaping potential. Modelling and measuring the benefits and positives, particularly those in a non-traditional cost benefit analysis framework (including social and community benefits) should be considered as part of this process. Standard economic appraisals of new public transport infrastructure proposals rarely provide a strong cost- benefit case in support. Consequently these projects may fail to progress through the gateway review process and the community is denied the key public transport infrastructure required to make our cities more productive, liveable and sustainable. Therefore, a Sustainability Benefits Assessment, adopting a triple bottom line assessment approach is recommended to address the shortfalls of a more traditional approach to business case preparation. | Issue | 19 December 2013 Page 171 Appendix A: Route Assessments Maroochydore precinct: long list assessment The Maroochydore precinct long list assessment focused on identifying possible routes from the new town centre terminus to connect with Mooloolaba. An alignment following the MMTC was considered in this assessment, but was not progressed in detail, as it was determined early in the process that it would not deliver on the intra-regional (or local) travel function. Therefore assessments contained in the ‘long list’ evaluation for the MMTC option (which follows the grey dotted line labelled “indicative CAMCOS route” are based on initial engineering evaluation only. 1 Engineering metrics and efficiency Option A Option B Option C MMTC* Length (m) 1,934 1900 to 2200 2,725 No of possible 8 9 8 Fewer Stations opportunities Traffic and Significant Disruption to More disruption to Utilises accessibility disruption to Aerodrome Road local road network protected Impacts adjacent but reduced corridor, business compared with A interaction with Motorway Services/utilities Significant along Reduced Low impact along Impacts Aerodrome compared to Aerodrome Road Road Option A Structures One canal One canal Two canal One canal crossing crossing crossings crossing No of Traffic 11 16 Signals Road Impacts Significant along Significant along Reduced impacts Utilises Aerodrome Aerodrome Road, to Aerodrome existing Road but for shorter Road, but local MMTC/ length. Local road road network CAMCOS impacts impacts corridor Constructability Planned integral Difficult works Lowest impact to utilises with under traffic traffic flows, some existing redevelopment, management residential access protected with significant issues corridor, some works under interaction traffic with Motorway management Transport and accessibility Option A Option B Option C MMTC How well it services existing catchments How well it could service future catchments Trip attractor/ producer proximity Tourism destinations Modal interface (existing or future) City building, place making and value capture potential Option A Option B Option C MMTC Lifestyle/ Historic centre Historic centre core Historic centre Historic centre activities/ core core core destinations Sunshine Plaza Sunshine Plaza Sunshine Plaza Sunshine Plaza Cotton Tree Cotton Tree Cotton Tree Cotton Tree Sixth Avenue Sixth Avenue Sixth Avenue Sixth Avenue Future Future Future Future Entertainment Entertainment Entertainment Entertainment centre centre centre centre Supporting Horton Park Horton Park Horton Park Horton Park renewal and development development development development sustainable Established core Established core Established core Established core infill Aerodrome Aerodrome Road Aerodrome Road Aerodrome Road Road Catalyst for Aerodrome Aerodrome Road Aerodrome Road Aerodrome Road renewal Road 2 Community and environment Option A Option B Option C MMTC Waterway crossings, protected areas, habitat Visual Cotton Tree Main Cotton Tree Main Cotton Tree Main Cotton Tree amenity Street Street Street Main Street Esplanade and Esplanade and Esplanade and Esplanade and estuary estuary foreshore estuary foreshore estuary foreshore foreshore Duporth and First Duporth and First Duporth and First Duporth and Avenue Avenue Avenue First Avenue Estimated As a result of As a result of As a result of Utilises a land providing ;like for providing ;like for providing ‘like for preserved requirements like’ road like’ road like’ road corridor, but replacement replacement replacement, implications for larger impact than CAMCOS A and B Community Connects to the Traverses the Tourist and Provides for access and commercial heart existing residential access inter-regional benefits commercial heart connections, not local trips Deliverability Option A Option B Option C MMTC Opportunities for staging Practicality of concept Consistency with planning policy 3 Maroochydore precinct: short list assessment Whilst the long list of options in the Maroochydore precinct identified a number of possible variations to each option (shown in dotted lines on the previous map), these were not detailed in the short list assessment. Future evaluation of these shortlisted options may identify benefits associated with these possible variations. 4 Maroochydore Option A Aerodrome Road (red) summary Option A: Engineering Stats, costs and efficiency Centrally located along >1km of Aerodrome Road More direct alignment (than C or B): and also shortest track Will require substantial services and utilities relocation work and traffic disruption on Aerodrome Road Traverses floodplain areas of Cornmeal Creek and Maud Street Drain. Track will need to be raised to elevations above the 100 year level to provide desired flood immunity. Works anticipated to have negligible impact on flood levels within the Horton Park floodplain. The crossing of the Maud Street Drain will need to be bridged to accommodate 100 year ARI flowsthat are lower than flood levels in the adjacent Horton Park floodplain. Flood level information from SCC indicates that the remaining alignment along Aerodrome Rd is not subject to 100 year flood inundation. DEHP mapping of coastal erosion prone zones identify potential risks in areas adjacent to Maud Street Drain. Actions to address the flooding risk are anticipated to address these erosion risks. Option A: City building/ placemaking Significant corridor renewal opportunities Mixed use and commercial uses Connects to Future Maroochydore Town Centre/ integrates with Horton Park redevelopment/ Reinforces the Maroochydore Principle Centre Precinct Defines a unique renewal opportunity with a ‘cross hairs’ of two main streets. Includes approximately 46 of lower constraint land within 400m of alignment. Unlocks renewal opportunities along Aerodrome Road, within Horton Park and Sunshine Plaza. Option can facilitate physical improvements to the Aerodrome Road corridor and boost the amenity of Maroochydore. Option reinforces Maroochydore as the Principal Activity Centre of the Sunshine Coast and supports major redevelopment and renewal opportunities. Key linkages supported to Kawana and Caloundra. Alignment consolidates infrastructure within an existing corridor and provides opportunities for the improvement of the functional and aesthetic quality of the corridor. Option A: Transport and accessibility Captures lower density residential areas to the south of Aerodrome Road, however permeability of the street network limits the patronage potential in the 400m catchment. Current TransLink services via route 619 currently capture these patrons Follows Aerodrome Road for the majority of its length, with little penetration directly into adjacent residential catchments to the north. Patronage catchment for tourist accommodation and higher density residential uses to the north Follows CoastConnect alignment along Aerodrome Road captures within the 5-minute walk catchment seven identified attractors Penetrates the future Maroochydore Town Centre, which through legibility / permeability in its design has the potential to capture significant employment patronage to/from the CBD Strong opportunity for patronage to places of employment within the 400m catchment and particularly with the development opportunities in this area. Passes through the Activity Centre, with a high potential for capturing commercial, employment and tourism patronage for local travel, and for interchange for travel regionally in future Key linkage opportunities between the bus station, light rail, and future CAMCOS/MMTC. Option to consider an alternative future interchange location with bus feeder services as part of new town centre. Bus feeder services would possibly need to continue serving Cotton Tree and the residential catchment south of Aerodrome Road Utilises majority of state-controlled roads Opportunity to review current parking provision and pressures in Activity Centre to improve walk and cycle environment and amenity Potential for faster running in relation to the speed environment Aerodrome Road Additional stations/stops may be desirable in response to the Activity Centre / CBD function along the alignment Option A: Environment/ Community One bridge structure over Maud Street Canal, which flows to Cornmeal Creek and ultimately the Maroochy River. Traverses an urban environment, fewer residential properties in proximity, some property acquisition likely required 5 Maroochydore Option B Kingsford Smith Parade (blue) Option B: Engineering Stats, costs and efficiency Shortest section of collocation within Aerodrome Road (350m) Constrained section (160m) in Kingsford-Smith Pde Constrained "Suburban Street" section (160m long) in Kingsford-Smith Parade. Traverses floodplain areas of Cornmeal Creek and Maud Street Drain. Track will need to be raised to elevations above the 100 year level to provide the desired flood immunity. Works anticipated to have negligible impact on flood levels within the Horton Park floodplain. Crosses Maud Street Drain, which will need to be bridged to accommodate 100 year ARI flows that are lower than flood levels in the adjacent Horton Park floodplain. Flood level information from SCC indicates the remaining alignment along Kingsford Smith Parade is not subject to 100 year flood inundation. DEHP mapping of coastal erosion prone zones identify potential risks in the areas adjacent to Maud Street Drain. Actions to address the flooding risk are anticipated to address erosion risks. Option B: City building/ place making Integrates with Horton Park redevelopment Includes approximately 43ha of lower constraint land within 400m of alignment. Unlocks renewal opportunities along Aerodrome Road, Sixth Avenue, within Horton Park and Sunshine Plaza areas. Option can faciltiate physical improvements to the Aerodrome Road corridor and boost the amenity of Maroochydore. Kingsford Smith Parade deviation supports higher quality journey experience along park edges. Option reinforces Maroochydore as the Principal Activity Centre of the Sunshine Coast and supports major redevelopment and renewal opportunities, activity zone and better access to Cotton Tree. Supports opportunities for prioritsation of pedestrian movements and physical improvement to pedestrian environment. Alignment consolidates infrastructure within an existing corridor with localised impacts associated with the northern deviation via Kingsford Smith Parade. Option B: Transport and accessibility High density residential catchment with strong connectivity to the beach Lower hierarchy street for rapid running Captures residential areas to the north of Aerodrome Road, and to a lesser degree residential areas south of Aerodrome Road. Potential patronage catchment with redevelopment opportunities to the north and surrounding Kingsford Smith Parade. Follows parallel to CoastConnect alignment via Kingsford Smith Parade and captures 12 key identified attractors within 5-minute walk up. Penetrates the future Maroochydore Town Centre, which through legibility / permeability in its design has the potential to capture travel to/from the CBD Potential future patronage opportunities for employment within the Activity Centre area, and adjacent to Kingsford Smith Parade and Sixth Avenue. Passes through Maroochydore Activity Centre uses with potential patronage opportunities for commercial, employment, and tourism within 5 to 10 minute walking distance Similar employment patronage catchment to Option A. Key linkage opportunities between the bus station, light rail, and future CAMCOS/MMTC. Option to consider an alternative future interchange location with bus feeder services as part of the new town centre, and to alignment public transport design lines. Utilises both state-controlled and local roads – the future function of Kingsford Smith Parade would need to be reviewed as a result of providing priority public transport along its length. Opportunity to review current parking provision and pressures in the Activity Centre Travel time is subject to the speed environment along Aerodrome Road, and through the local street and collector street network. Opportunity to save travel time due to fewer intersections Additional stations/stops maybe desireable in response to the Activity Centre / CBD function along the alignment Option B: Environment/ Community Partial low impact inclusion of Cotton Tree/ Low impact footprint within Cotton Tree May require resumptions from private property parklands, future design to address these requirements. 6 Maroochydore Option C Cotton Tree (green) Option C: Engineering Stats, Costs and efficiency Aerodrome Road: Remove central median and on-street parking, narrow general traffic lanes. Locate light rail centrally within 30m road reserve along 150m of Aerodrome Road First Ave 20m wide narrow road reserve with high demand for on-street CBD parking will likely require resumptions to retain parking. Light rail to avoid high rise development along west side and localised constraint east Narrow 20m wide Cotton Tree Parade road reserve adjacent to parkland. Resume from parkland in lieu of along southern development It is unlikely the track form can be accommodated within Plaza Parade without substantial property acquisitions. If considered further, resumptions may best be considered along the southern side to avoid Sunshine Plaza. Largest quantum of services/utilities works of all options in this precinct Property acquisitions likely along Plaza Parade, on the premise that like for like road lanes and car parking provided. Consider resumptions along the southern side and avoid Sunshine Plaza. Narrow Cotton Tree Parade road reserve adjacent to parkland Crosses Maud Street Drain on Plaza Parade. With this section of route at or near the elevation of the existing road (around 2.7m AHD), it is well above the 100 year ARI flood level in the drain (2.2m AHD). Areas along Cotton Tree Esplanade are affected by flooding from the Maroochy River. The flood affected area is confined to the road reserve and parts of the first row of properties. Maintaining operations along this section during 100 year flood conditions will require flood mitigation upgrades to existing stormwater infrastructure to provide local drainage through the levee and address backflow. The section along the Cotton Tree Esplanade is also in a coastal erosion prone zone potentially subject to erosion due to storm impact and/or long term trends of sediment loss and channel migration. While existing erosion protection and mitigation measures exist, maintenance and repair of the erosion protection infrastructure will be required to ensure their longevity. Option C: Transport and accessibility Lower hierarchy streets for rapid running Longer, less direct alignment Passes closer to the coast (with similarities to existing Cotton Tree TransLink bus services) with a strong potential for residential and tourist patronage catchment from this area. Captures less potential residential patronage to the south of Aerodrome Road, particularly due to permeability of the network in this area. Travels via Cotton Tree capturing 17 key identified attractors. Penetrates the future Maroochydore Town Centre, which through legibility / permeability in its design has the potential to capture travel to/from the CBD Captures significant social and tourist areas from located closer to the beach in its 400m catchment compared with Option A and B. Potential patronage catchment with further development opportunities in this area Alignment would duplicate current local bus services along Cotton Tree. Indirect link to the future Maroochydore Bus Station – visibility and ease of interchange would need to be addressed Opportunities to link in with coastal walk and cycle routes, from tourist and local centres Utilises for the majority of its length local roads Opportunity to enhance permeability of residential areas to improve accessibility Travel time is subject to the speed environment along Cotton Tree, and Sixth Avenue as well as potential constraints at intersections Option C: City building/ placemaking High level of integration within Cotton Tree Tourism and multi-res focus Includes approximately 37ha of lower constraint land within 400m of alignment. Unlocks renewal opportunities along Esplanade, Cotton Tree, Sixth Avenue, and within Horton Park and Sunshine Plaza. Supports renewal and improved access to established tourism and lifestyle destinations at Cotton Tree. Option reinforces Maroochydore as the Principal Activity Centre and has a strong focus on the tourism offer of the region. Option C: Environment/ Community Property impacts likely along Plaza Parade subject to ultimate role and function (i.e. whether like for like road replacement occurs). Traverses residential and tourist precincts – through areas of high scenic amenity Alignment introduces infrastructure into a character rich area, and flood immunity levels may require some elevation or treatment of the corridor with potential for increased severance and visual impact. 7 Maroochydore Shortlist Assessment Summary Maroochydore Precinct Option A Option B Option C Transport and Accessibility Score Transport Snapshot Score Transport Snapshot Score Transport Snapshot Estimated travel time (corridor length, geometric constraints) 2 Direct alignment along Aerodrome Road linking the 2 similar to Option A, diverting via local streets to support 1 A longer route via Cotton Tree, providing patronage potential from the Principal Activity Centre uses in the heart of the Town potential development opportunities and improved residential, social and tourist uses to the north‐east of the Town Centre, Ability to interact with other planned or proposed public Centre, directly to the coast with potential for inter‐ accessibility with light‐rail for residential, social and and less patronage potential centre activity spine along Aerodrome road. transport nodes or networks 3 regional connections with CAMCOS. HFP services would 3 tourist patronage to the north‐east of the Town Centre. 2 Indirect route has the potential to increase travel time of services Degree of reliance / impact on existing and proposed road support linkages to Nambour and Noosa, and potentially compared with Option A and B. HFP services would be required to network 2 along Cotton Tree. The alignment may require an 3 2 support the light rail, along Aerodrome Road with direct connections into Ability to optimise access to services, centres, employment, alternative bus and light‐rail interchange to the for the the town Centre. education, key attractions and tourism hubs 3 coming Maroochydore Bus Station to ensure adequate and 3 3 Degree of permeation of existing or planned residential accessible wayfinding and line‐of sight for all users catchments 2 3 3 Consistency/ opportunity for consistency with transport policy, planning and investment priorities 3 2.5 3 2.8 2 2.2 Community and Environment Score Community and Environment Snapshot Score Community and Environment Snapshot Score Community and Environment Snapshot Degree to which adverse impacts can be avoided, minimised or This option follows the most 'urbanised' alignment, with This option traverses a highly urbanised environment, Of the three options considered, this option in anticipated to require a mitigated (Water, Air, Noise, Flora, Fauna, protected areas, green the opportunity to integrate into the future Maroochydore and passes a number of residential properties and a greater degree of environmental management. This option also more space, visual amenity heritage and character) during construction town centre, fewer impacts to existing communities sports field. Property impacts are of a comparative scale exposed to flood and storm risks. Scenic amenity and aesthetic appeal of and operation. 2 through noise, amenity and construction disturbance. 3 to option A. Construction noise and traffic management 2 tourist precincts a key consideration to be balanced against tourist identified as key issues for residential areas adjacent to precinct access. Ability to address/ avoid flood risk / climate change vulnerability the alignment. / coastal hazards and deliver a resilient public transport system. 3 2 1 Extent of property impacts (including severance and visual amenity particularly in proximity to structures or elevated sections). 2 2.3 2 2.3 1 1.3 City Building and Placemaking Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot Level of opportunity to catalyse urban renewal, regeneration and A more direct alignment that supports significant renewal A hybrid option that capitalises on the benefits of A less direct alignment that provides access to established tourism potential for value uplift. 3 opportunities along the Aerodrome Road. This option 3 Aerodrome Road as a corridor for mixed use renewal 3 destinations and residential catchments at Cotton Tree and Sixth focuses on a linear corridor of mixed use and commercial while also providing improved access to tourism and Avenue. Level of support for existing character and opportunities to renewal opportunities with less emphasis on tourism and established residential catchments at Sixth Avenue and further promote and enhance Sunshine Coast identity. 2 established residential catchments. 2 Cotton Tree. A high proportion of non residential uses 3 Ability to link the ‘primary’ centres and support economic on Kingsford Smith Pde offer opportunities to minimise development agenda for the Sunshine Coast. 3 3 localised visual and severance impacts of the alignment. 2 Opportunity to integrate streets and public realm able to accommodate pedestrian / passenger movements. 2 3 2 2.5 2.8 2.5 Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency An alignment that requires significant services and utilities An alignment that requires significant services and A longer, more expensive alignment with similar requirements for Capital costs (including expected value capture outcomes) 2 relocation, and traffic management particularly along the 2 utilities relocation, but less traffic management along 1 services and utilities relocation and traffic management during Availability of land for construction and associated infrastructure 2 Aerodrome Road section. Opportunity to integrate into 2 the Aerodrome Road section. Opportunity to integrate 2 construction. Town Centre planning thus limiting infrastructure conflicts into Town Centre planning thus limiting infrastructure Engineering metrics and scale of services/ utility risk 1 and construction management issues. 2 conflicts and construction management issues. 2 Constructability (the absence of fatal flaws that impact the ability to construct or operate the light rail system) 1 1.5 2 2.0 2 1.8 Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Potential property impacts along Aerodrome Road will Generally consistent with other public transport An option that could provide a higher degree of access to tourist areas as Staging opportunities (fundable and functional) 2 2 2 require careful management and further design to refine. planning initiatives. Some benefits with less length well as the commercial heart, but doesn't utilise the opportunity to Generally consistent with other public transport planning running along Aerodrome Road. locate through the new Maroochy Town Centre initiatives. Value capture potential. 3 2.5 2 2.0 1 1.5 8 Maroochydore Precinct Transport and Accessibility 3.0 2.5 2.0 1.5 Deliverability and Feasibility 1.0 Community and Environment 0.5 0.0 Engineering, Cost and Efficiency City Building and Placemaking Option A Option B Option C 9 Mooloolaba Precinct: long list assessment The assessment process in Mooloolaba was undertaken as follows: Identification of possible route alignments to connect from the Mooloolaba central area to the south Consideration of the structural requirements to cross waterways (refer bridge consideration discussion below) Consideration of urban constraints within the Mooloolaba central area which could warrant consideration of elevated sections Comparison of route options, considering both elevated and at-grade solutions. The assessment identified several feasible routes through this precinct, with an at-grade and elevated solutions progressing to the short list. 10 Engineering metrics and efficiency Option A Option B Option C Option D Option E* Option F* Option G Length (m) 2,801 approx 2800 3788 No of possible 6 6 Stations Traffic and Very Very reduced accessibility Impacts substantial substantial impact in construction construction northern area impacts impacts Services Impacts major service major service reduced from reduced relocations relocations Brisbane Road from Brisbane Road Significant bridges Substantial bridge- refer below No of Traffic Signals 14 20 Significantly reduced Road Impacts major impacts major impacts Reduced from Brisbane Road options Constructability Deep piles, Deep Piles, Substantial significant significant disruption disruption substructure *Options E, F and G were not evaluated in full detail for all aspects, owing to fatal flaws being identified during the MCA process. Therefore no comparative lengths provided. Transport and accessibility Option A Option B Option C Option D Option E Option F Option G How well it services existing catchments How well it could service future catchments Trip attractor/ producer proximity Tourism destinations Modal interface (existing or future) *The MMTC route option was assessed as taking up space allocated for future CAMCOS/intermodal change. 11 City building, place making and value capture potential Option A Option B Option C Option D Option E Option F Lifestyle/ activities /destinations Beaches Esplanade Underwater world, SLSC and Yacht Club Supporting renewal and sustainable infill Harbourside Centre core sites (Walan St and North) Car Parks Catalyst for renewal Brisbane Road Walan Street Community and environment Option A Option B Option C Option D Option E Option F Waterway crossings, protected areas, habitat Visual amenity Elevated sections/ catenaries Community/ neighbourhoods Land requirements Community access and benefits Deliverability Option A Option B Option C Option D Option E Option F Opportunities for staging Practicality of concept Consistency with planning policy 12 Mooloolaba Bridge Considerations As part of the options testing process, the concept of a bridge from the Spit to Point Cartwright was considered to avoid the constrained areas along Brisbane Road south of Mooloolaba CBD. Option F travelled east along the Esplanade and Parkyn Parade, crossing the Mooloolah River and marina, and joining with Point Cartwright Drive and Nicklin Way. Option F is characterised by a very significant bridge over the Mooloolah River and marina. As the light rail alignment crosses the river between its mouth and the Mooloolaba marina, very large spans are required combined with very high approach works to provide 60m clear span (horizontal navigational opening, and importantly 30m vertical clearance for mast marine craft. The bridge concept was developed based on reasonable engineering assumptions for critical clear waterway and bridge soffit clearances. These would require detailed discussion and negotiation with TMR (Marine Group) to ensure all navigational requirements are met, should this option be further considered. Based on nominal 6% approach grades, the structure required to cross the Mooloolah River (approximately 250m wide at this location) is in excess of 450m long. To mitigate the significant bridge cost, separation between tracks would be reduced. Therefore Option F was discounted during the initial MCA process due to the very significant visual impact and cost of bridge and approaches, estimated to be >$100M in direct construction costs alone. Elevated Sections The shortlisted (at-grade) Options A, B, C, and D were reviewed for the potential for elevated sections to further minimise transport and land use impacts through this highly constrained precinct. The elevated options were renamed A1, B1, C1 and D1. The key driver for this consideration within the Mooloolaba precinct is the existing significant traffic movements (car, bus, cycle and pedestrian) already utilising sections of the proposed alignments, and the need to maintain connectivity and minimise property requirements. Of all of the areas considered in this study, the Mooloolaba precinct presents the greatest spatial constraints to corridor development. Therefore, consideration of elevated sections may be more likely to be justified within this precinct, than other precincts or sections. Option A1 travels initially at-grade along Mooloolaba Esplanade and then turns south to travel along Brisbane Road. It uses the change in terrain south of Mooloolaba Esplanade to transition onto elevated structure (1180m long) through the highly constrained Brisbane Road corridor. This option then transitions back to ground level south of Tuckers Creek, and continues at-grade to south of the Mooloolah River. Option B1 travels initially at-grade from Mooloolaba Esplanade into Venning Street and then transitions onto elevated structure along Walan Street and Brisbane Road. This option then transitions back to ground level south of Tuckers Creek and continues at-grade to the Mooloolah River crossing. This option was deemed not feasible, due to its likely spatial impacts and requirements for the transition structure, and therefore no further engineering assessment or analysis was undertaken for Option B1, and no structure lengths were defined. Option C1 travels initially at-grade along Venning, Walan and Hancock Streets before turning south into Riverside Esplanade where it transitions to elevated structure for 600m until south of Tuckers Creek. The alignment changes back to at-grade within the central median of Brisbane Road. The alignment continues at-grade for 505m to the Mooloolah River where a 560m long viaduct connects to the Nicklin Way. Option D1 is initially an at-grade alignment along Mooloolaba Esplanade. Whilst similar to Option A, it continues along the Esplanade, turning into Riverside Esplanade where it transitions to elevated structure for 1200m until south of Tuckers Creek. The alignment changes back to at-grade within the central median. The alignment continues at-grade for 505m to the Mooloolah River where a 560m long viaduct connects to the Nicklin Way. 13 Mooloolaba precinct: short list assessment The short list assessment in Mooloolaba considers an at-grade route option (option B) and options with elevated sections (A1, C1 and D1). 14 Mooloolaba Option A1 Beachfront (red) summary Option A1: Engineering Stats, Costs and efficiency Integrate low speed light rail into “High Street” streetscape Substantial services/utilities works along Brisbane Road Narrow road reserves with high demand for on-street CBD parking o Venning Street = 22.5m o Brisbane Road = 20.0m Elevated structure along Brisbane Road - Elevated structure requires considerable infrastructure to provide user- friendly pedestrian access. Localised widening and resumptions along “Suburban Collector” to accommodate central piers Transition from south end of Tuckers Creek bridge to at-grade Brisbane Road. Option A1: City building/ placemaking Includes 15.13Ha of lower constraint land within 400m of alignment. Reinforces existing core activity zone along esplanade. Beachfront alignment providing iconic journey experience and highly legible station location, particularly for tourists. Localised impact to current centre function would require careful design and management. Opportunity for improved urban outcomes along Brisbane Road corridor. Good access to existing tourism destinations with a strong emphasis on the beachfront. Alignment supports streetscape improvement and higher quality footpaths. Alignment consolidates existing movement infrastructure along Brisbane Road corridor. Introduction of LRT to beachfront could cause some severance and visual impact, requiring sensitive design and tightly controlled delivery. Option A1: Transport and accessibility Follows Brisbane Road for the majority of its length, with penetration directly into adjacent residential catchments to the east and west. Captures lower density residential areas around Tuckers Creek, Mayes Canal, Baronga Broadwater and Mundoora Broadwater – the nature of the canals limits the patronage potential in the 400m catchment. Permeability of the network, and nature of the canals limit catchment opportunities in general for this area Potential to capture centre activity / employment and commercial patronage along Brisbane Road, and activities centred to the north at the intersection of Walan Street and Brisbane Road, and at Kawana Shoppingworld. Nine identified attractors are located in the 5-minute walk up catchment Passes Kawana Shoppingworld with a high potential for capturing commercial, employment and tourism patronage for local travel, in addition to educational from Buddina Primary School. Potential increase in patronage as a result of development opportunities including transit oriented style development in proximity to centre uses Alignment has similarities to proposed CoastConnect, and current TransLink route 600 service through area. Key linkage opportunities with feeder services through adjacent or nearby residential areas Option to consider an possible rail/bus interchange at or near Kawana Shoppingworld (on the basis of the current SEQ BNR route proposals). Opportunities to link in with coastal walk and cycle routes from tourist and local centres Utilises for the majority of its length local roads Opportunity to review parking provision pressures in Activity Centre and near Esplanade tourist hub Travel time is subject to the speed environment through the precinct and along Brisbane Road The proposed reduced speed as part of the Brisbane Road Upgrade could influence the running of a light rail service Additional stations/stops maybe desirable in response to the Activity Centre / tourist catchment along the alignment. Option A1: Environment/ Community Introduction of light rail to beachfront could cause some severance and visual impact, requiring careful design and delivery. Property impacts (compounded by potential road network upgrades) Bridge duplications / waterway crossings – significant width of widening could affect riparian ecology, and trigger cultural heritage matters. 15 Mooloolaba Option B at-grade – Walan and Brisbane Road (blue) summary Option B: Engineering Stats, Costs and efficiency Significant services / utilities impacts throughout Venning St, Walan St and Brisbane Road Narrow road reserves with strong demand for on-street CBD parking o Venning Street = 22.5m o Walan Street and Hancock Street = 20.0m Option B: City building/ placemaking Includes approximately 15ha of lower constraint land within 400m of alignment. Alignment 'book ends' esplanade and provides opportunities for renewal along Walan Street corridor. Opportunity for improved urban outcomes along Walan Street and Brisbane Road corridor. Alignment could support beachfront station at the north western extent of existing esplanade activity zone providing highly legible station and journey experience. Good access to existing tourism destinations. Walan Street alignment could support wider renewal agenda and broaden Mooloolaba activity area. Brisbane Road option well aligned with existing pedestrian movement routes. Alignment supports streetscape improvement and higher quality footpaths. Alignment consolidates existing movement infrastructure along Walan Street and Brisbane Road corridor. Option B: Transport and accessibility Similar to Option A, with the exception of the alignment following Walan Street and capturing marginally greater residential patronage to the north-west Proximity to Mooloolaba State School, and other community and educational uses sees potential for improved access compared with Option A Potential patronage catchment with further development opportunities in this area Similar characteristics to Option A south of Tuckers Creek to Kawana Shopping World. Follows similar alignment via Walan Street to that of the current TransLink route 600 service through the precinct. Opportunities to link in with coastal walk and cycle routes from tourist and local centres Utilises local roads for the majority of its length Opportunity to review current parking provision and pressures in Activity Centre, and near tourist hub off the Esplanade Travel time is subject to the speed environment through the precinct and along Brisbane Road and Walan Street in response to the adjacent educational uses The proposed reduced speed as part of the Brisbane Road Upgrade will influence the running of a light rail service Additional stations/stops maybe desirable in response to the Activity Centre / tourist catchment along the alignment Option B: Environment/ Community Property impacts (compounded by potential road network upgrades even with elevation) Bridge duplications / waterway crossings Visual amenity of areas in proximity to elevated sections or supporting infrastructure Opportunities to create entrance statement/s or reinforce local character or qualities Connects existing small centre precincts Services existing low density residential catchment Strong connectivity to the beach Limited corridor catchment with alignment along the water frontage Cultural heritage considerations for bridge widening/ river crossing localities 16 Mooloolaba Option C1 (green) summary Option C1: Engineering Stats, Costs and efficiency Significant services/ utilities impacts due to light rail along Walan/Venning St’s Elevated light rail along Riverside Esp and Bindaree Ct Q100 inundation LRT fortuitously elevated between Mayes and Tuckers waterways (including over green space) Option C1: City building/ placemaking Includes approximately 16h a of lower constraint land within 400m of alignment. Alignment 'book ends' esplanade and provides opportunities for renewal on key sites in the Underwater World and harbourside precinct in addition to the Walan Street corridor. Opportunity for new urban precinct celebrating the Mooloolaba harbour, in addition to improved urban outcomes along Walan Street and Brisbane Road. Alignment could support beachfront station at the north western extent of existing esplanade activity zone providing highly legible station and journey experience. Provides access to existing tourism destinations and key cluster of Underwater World, Surf Club, Caravan Park and Marina. Walan Street alignment could support wider renewal agenda and broaden Mooloolaba activity area. Harbour side deviation improves access opportunities to yacht club and medium rise development on the spit. Alignment supports streetscape improvement and higher quality footpaths. Alignment consolidates existing movement infrastructure along Walan Street and Brisbane Road corridor. Option C1: Transport and accessibility Similar to Option B, with the alignment passing to the east along River Esplanade passing higher density residential and tourist accommodation. Passes closer to the tourist, key attractions of the precinct Potential patronage catchment with further development opportunities in this area Similar characteristics to Option A south of Tuckers Creek to Kawana Shopping World. Via travelling to the east of Brisbane Road, the alignment offers potential to an opportunity to integrate a stop/station off line from the current vehicular route, and provide potential direct connectivity to commercial and tourist uses Opportunities to link in with coastal walk and cycle routes, from tourist and local centres Utilises for the majority of its length local roads Opportunity to review current parking provision and pressures in Activity Centre and near tourist hub off the Esplanade Travel time is subject to the speed environment through the precinct and along Brisbane Road and along River Esplanade in response to adjacent uses The proposed reduced speed as part of the Brisbane Road Upgrade will influence the running of a light rail service Additional stations/stops maybe desirable in response to the Activity Centre / tourist catchment along the alignment and specifically for this option due to its proximity to the tourist hub and residential uses east along the spit. Option C1: Environment/ Community Property impacts (compounded by potential road network upgrades even with elevation) Bridge duplications / waterway crossings Visual amenity of areas in proximity to elevated sections or supporting infrastructure Opportunities to create entrance statement/s or reinforce local character or qualities Cultural heritage considerations for bridge widening/ river crossing localities Introduction of light rail to harbour side could cause some severance and visual impact, requiring sensitive design and tightly controlled delivery. Height of elevated sections along Riverside/ Bindaree Crescent to be determined through future stages of design. 17 Mooloolaba Option D1 (orange) summary The Mooloolaba Option C1 was reviewed at the end of the assessment process, with option D1 being added as an additional variant. D1 requires a longer elevated section and transition area. Option D1: Engineering Stats, Costs and efficiency Integrate low speed light rail into “High Street” streetscape Elevated light rail along Riverside Esp and Bindaree Ct LRT fortuitously elevated between Mayes and Tuckers waterways (including over green space) Option D1: City building/ placemaking Reinforces existing core activity zone along esplanade. Beachfront alignment providing iconic journey experience and highly legible station location, particularly for tourists. Localised impact to current centre function would require careful design and management. Good access to existing tourism destinations with a strong emphasis on the beachfront. Alignment supports streetscape improvement and higher quality footpaths. Introduction of LRT to beachfront could cause some severance and visual impact, requiring sensitive design and delivery. Alignment 'book ends' esplanade and provides opportunities for renewal on key sites in the Underwater World and harbourside precinct. Opportunity for new urban precinct celebrating the Mooloolaba harbour. Alignment could support beachfront station at the north western extent of existing esplanade activity zone providing highly legible station and journey experience. Provides access to existing tourism destinations and key cluster of Underwater World, Surf Club, Caravan Park and marina. Harbour side deviation improves access opportunities to yacht club and medium rise development on the Spit. Alignment supports streetscape improvement and higher quality footpaths. Option D1: Transport and accessibility Passes closer to the tourist, key attractions of the precinct Potential patronage catchment with further development opportunities in this area Similar characteristics to Option A south of Tuckers Creek to Kawana Shopping World. The alignment offers potential to an opportunity to integrate a stop/station off line from the current vehicular route, and provide potential direct connectivity to commercial and tourist uses Opportunities to link in with coastal walk and cycle routes, from tourist and local centres Utilises local roads for the majority of its length. Travel time is subject to the speed environment through the precinct and along River Esplanade in response to adjacent uses Additional stations/stops maybe desirable in response to the Activity Centre / tourist catchment along the alignment and specifically for this option due to its proximity to the tourist hub and residential uses east along the Spit. Option A1: Environment/ Community Introduction of light rail to beachfront could cause some severance and visual impact, requiring careful design and delivery. Property impacts (compounded by potential road network upgrades) Bridge duplications / water course crossings – significant width of widening could affect riparian ecology, and trigger cultural heritage matters Height of elevated sections along Riverside/ Bindaree Crescent to be determined through future stages of design. 18 Mooloolaba Shortlist Assessment Summary Mooloolaba Precinct Option A1 Option B Option C 1 Option D1 Transport and Accessibility Score Transport Snapshot Score Transport Snapshot Score Transport Snapshot Score Transport Snapshot Estimated travel time (corridor length, geometric constraints) 3 Direct alignment capturing all centres from 3 Similar to Option A, diverting via local streets 3 Similar to Option B, with the alignment 2 A combination of both Options A and B, with the esplanade, through Brisbane Road to to support potential development travelling to the east of Brisbane Road, and running along the Esplanade, offering more Ability to interact with other planned or proposed public transport Kawana Shoppingworld a key patronage opportunities and improved accessibility hence offering potential patronage potential patronage catchment benefits for nodes or networks 2 driver on the current TransLink network. 2 with light‐rail for residential, social and 3 catchment benefits for the significant tourist 3 the significant tourist attractors along the Degree of reliance / impact on existing and proposed road network 2 HFP services support for patronage 3 tourist patronage to the north‐east of the 3 attractors along the spit. Offers opportunity 3 spit. Offers opportunity for support HFP associated with Walan Street land uses. Town Centre. for support HFP services along the services along the esplanade, but misses Ability to optimise access to services, centres, employment, esplanade, and along Brisbane Road. servicing Brisbane Road. education, key attractions and tourism hubs 3 2 3 3 Degree of permeation of existing or planned residential catchments 2 3 3 3 Consistency/ opportunity for consistency with transport policy, planning and investment priorities 2 2.3 2 2.5 2 2.8 2 2.7 Community and Environment Score Community and Environment Snapshot Score Community and Environment Snapshot Score Community and Environment Snapshot Score Community and Environment Snapshot An option that follows a corridor already This option traverses a highly urbanised An option that has the potential to be An option that has the potential to be Degree to which adverse impacts can be avoided, minimised or identified for significant change as a result of environment, and passes a number of perceived as having a greater impact on a perceived as having a greater impact on a mitigated (Water, Air, Noise, Flora, Fauna, protected areas, green road network upgrades, visual amenity of residential properties and a sports field. residential and tourist accommodation residential and tourist accommodation space, visual amenity heritage and character) during construction elevated sections in proximity to Property impacts are of a comparative scale precinct, but with lesser degree of direct precinct, but with lesser degree of direct and operation. 2 commercial, residential, recreational and 2 to Option A. Construction noise and traffic 1 property impacts. 1 property impacts. tourist precinct. Significant waterway management identified as key issues for Ability to address/ avoid flood risk / climate change vulnerability / crossings required, as for all shortlisted residential areas adjacent to the alignment. coastal hazards and deliver a resilient public transport system. 2 options. 2 2 2 Extent of property impacts (including severance and visual amenity particularly in proximity to structures or elevated sections). 2 2.0 2 2.0 2 1.7 2 1.7 City Building and Placemaking Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot A high profile alignment along the Esplanade A Walan Street alignment that consolidates An eastern alignment that provides A high profile beachfront alignment that also Level of opportunity to catalyse urban renewal, regeneration and requiring careful resolution of design and movement infrastructure while supporting improved access to Underwater World and supports access via Underwater World and potential for value uplift. 2 delivery. The option also supports corridor 2 broader renewal opportunities. The 3 renewal opportunity sites in the harbourside 3 the harbourside area. Careful resolution of renewal and public realm improvement alignment 'book ends' the esplanade area. The alignment consolidates movement design and delivery will reinforce the Level of support for existing character and opportunities to further opportunities along Brisbane Road. supporting a beachfront station as well as infrastructure along the Walan Street established activity along the Esplanade and promote and enhance Sunshine Coast identity. 3 2 2 3 corridor improvement opportunities along corridor supporting broader renewal support wider renewal opportunities in Ability to link the ‘primary’ centres and support economic Brisbane Road. opportunities while also supporting Underwater World and harbourside area. development agenda for the Sunshine Coast. 2 2 3 opportunities for a beachfront station west 3 The option also supports corridor renewal of the established Esplanade activity zone. and public realm improvement opportunities The alignment supports corridor along Brisbane Road. Opportunity to integrate streets and public realm able to improvement opportunities along Walan accommodate pedestrian / passenger movements. 2 2 2 Street Brisbane Road. 3 2.3 2 2.5 3 Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Capital costs (including expected value capture outcomes) 2 An option requiring careful design and 2 An option requiring careful design and 1 Elevated sections of this alignment will 1 Elevated sections of this alignment will elevated sections to minimise impacts on elevated sections to minimise impacts on require careful design and consideration in require careful design and consideration in Availability of land for construction and associated infrastructure 2 2 2 2 local road network. Significant services local road network. Significant services relation to the residential and tourist relation to the residential and tourist relocation anticipated along Brisbane Road. relocation anticipated along Brisbane Road, precinct through which it passes. A precinct through which it passes. A higher Venning Street and Walan street. significantly higher cost option. cost option, particularly if a retaining wall is Engineering metrics and scale of services and utilities risk 2 2 2 2 required. Constructability (the absence of fatal flaws that impact the ability to construct or operate the light rail system) 1 1.8 1 1.8 2 1.8 2 1.8 Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Timing of the delivery of proposed Timing of the delivery of proposed An option that is likely to be less attractive An option that is likely to be less attractive Staging opportunities (fundable and functional) 2 2 2 2 roadworks along this corridor may influence roadworks along this corridor may influence due to the potential for residential and due to the potential for residential and the acceptability of this option. Community the acceptability of this option. tourist precinct impacts, however fewer tourist precinct impacts, however tourism engagement likely to deliver important direct property impacts. benefits require further investigation. feedback regarding perceptions of running along the Esplanade Maximises value capture potential. 2 2.0 2 2.0 2 2.0 2 2.0 19 Mooloolaba Precinct Transport and Accessibility 3.0 2.5 2.0 1.5 Deliverability and Feasibility 1.0 Community and Environment 0.5 0.0 Option A1 Engineering, Cost and City Building and Placemaking Option B Efficiency Option C1 Option D1 20 Kawana precinct: short list assessment No fatal flaws were identified for Kawana long list options, so all progressed to the shortlist assessment. 21 Kawana Option A western to central (red) summary Option A: Engineering Stats, Costs and efficiency Direct access to primary Sunshine Coast University Hospital (SCUH) complex 2.5 times the length of the shortest route 3.2km longer than shortest route Trip length up to 8 minutes longer than shortest route Good integration with transit interchange Opportunity for terminus / layover at SCUH. Option A: City building/ placemaking Includes 159.56Ha of lower constraint land within 400m of alignment. Largest opportunity for renewal within the Industrial zone, Birtinya Island, residential sites, Bokarina and along Kawana Way. Deviation from Nicklin Way supports higher quality journey experience. Supports future character of key concentration of activities. Option reinforces Kawana as one of the region's Major Regional Activity Centres. Supports the development of Kawana Town Centre and other major development opportunities. Establishes a Health and Knowledge Precinct connecting the Business Village, TAFE and SCUH. Alignment along Kawana Way supports future opportunities for prioritsation of pedestrian movements and physical improvement to pedestrian environment. Accommodates large pedestrian volumes generated by Stockland Stadium. Alignment introduces infrastructure into major renewal opportunity area with severance potential. Option A: Transport and accessibility Passes through the town centre via Kawana Way and connects back to the Nicklin Way via SCUH. Potential residential patronage catchment associated with the existing uses and planned development in the vicinity of Birtinya Island. Permeability of the network, particularly the future network once developed will assist with improving catchment opportunities for the planned residential area. Potential to capture centre activity / employment and commercial patronage associated with the town centre activities in Kawana Significant employment, services, and education patronage associated with the Kawana Health Campus which includes the SCUH, and health related commercial activities. Potential increase in patronage as a result of development opportunities including transit oriented style development in proximity to centre uses Opportunity to review current and proposed parking provision Activity Centre and associated with the Kawana Health Campus in line with Transit Oriented Development Travel time is subject to the speed environment through the precinct Additional stations/stops maybe desirable in response to the Activity Centre / Health Campus / tourist catchment along the alignment Option A: Environment/ Community SCUH a key employment/ community/ health facility Follows existing road network through relatively new area Bridge duplications / waterway crossings Visual amenity Provides linkages to all critical destinations Seamless transit interchange Northern station provides for events and depot access, and industry renewal Supports a well defined health and knowledge precinct Defines a series of precincts supported by high quality transit Could be perceived as a less direct route 22 Kawana Option B MMTC option (blue) summary Option B: Engineering Stats, Costs and efficiency Collocates with MMTC and achieves 1.2km of unencumbered reserve Trip length up to 6 minutes longer than shortest route Far western option Longest alignment 200m+ to town centre Option B: City building/ placemaking Includes 111.97Ha of lower constraint land within 400m of alignment. Supports residential renewal opportunity at Birtinya Island Deviation from Nicklin Way supports higher quality journey experience through key concentration of activities. Option reinforces Kawana as one of the region's Major Regional Activity Centres. Supports the development of Kawana Town Centre and other major development opportunities. Alignment along Innovation Parkway colocates option with existing pedestrian paths. Presents opportunity to build on a waterfront network along Kawana Waters. Alignment introduces infrastructure into major renewal opportunity area with potential for some severance and reduced catchment area. Option B: Transport and accessibility Similar catchment penetration to Option A with the exception of securing potential patronage potential from the Bokarina Beach Site. The more direct alignment though to Regatta Boulevard captures less of the potential residential catchment from the Bokarina Site, and the low density residential catchment immediately south of this site. Potential to capture centre activity / employment and commercial patronage associated with the town centre activities in Kawana Significant employment, services, and education patronage associated with the Kawana Health Campus which includes the SCUH, and health related commercial activities. Potential increase in patronage as a result of development opportunities including transit oriented style development in proximity to centre uses Opportunity to review current and proposed parking provision Activity Centre and associated with the Kawana Health Campus in line with Transit Oriented Development integration Travel time is subject to the speed environment through the precinct Additional stations/stops maybe desirable in response to the Activity Centre / Health Campus / tourist catchment along the alignment Option B: Environment/ Community Follows existing road network through relatively new area, and is more direct than Option A Bridge duplications / waterway crossings Visual amenity Hospital a key employment/ community/ health facility Immediate access to the SCUH Over 800m connection to Bokarina Services southern residential area Provides linkages to the heart of the Business Village Strong focus on existing residential catchment Seamless transit interchange Southern pedestrian bridge linking to the beach 400m walk to the Town Centre 23 Kawana Option C Lake Edge Hybrid (Green) summary Option C: Engineering Stats, Costs and efficiency Proximity to SCUH building in excess of 1.1km Trip length approximately 1.5 minutes longer than shortest route Substantially shorter than Western options (A and B) Opportunities for rapid running Requires pedestrian bridge link to Town Centre Enables consideration of a minimal cost staged solution Option C: City building/ placemaking Includes lower constraint land within 400m of alignment. Services existing residential catchment and supports renewal at Bokarina and Industrial area. Sportsmans Parade alignment supports higher quality journey experience through key concentration of activities. Option supports the development of Kawana Town Centre and provides access to Stockland Stadium and education Sportsmans Parade alignment presents opportunity to build on a waterfront pedestrian network along Kawana Waters. Alignment introduces infrastructure into sensitive areas with potential for severance and reduced catchment area. Option C: Transport and accessibility 1km separation from the hospital Pedestrian bridge required to link east- west (town centre and beach) Services existing eastern residential catchment 500m walk to the Town Centre Heavily reliant on pedestrian bridges to link key destinations Disconnected from Transit Centre Option C: Environment/ Community Requires pedestrian linkages to service key destinations Bridge duplications / water course crossings Visual amenity and proximity to community facilities including schools and stadium Potential to directly service to schools and stadium 24 Kawana Option D Eastern Nicklin Way (orange) summary Option D: Engineering Stats, Costs and efficiency Shortest and most direct route Due to significant separation to precinct key centres, may dictate SCUH employ separate internal transport mode to supplement remote LRT tram stop. Highly cost efficient Rapid and direct Corridor already available Option D: City building/ placemaking Includes 37.58Ha of lower constraint land within 400m of alignment. Option can faciltiate physical improvements to the Nicklin Way corridor and boost the amenity of Kawana. Alignment provides good connectivity between major beachfront centres, but offers limited integration with the hospital and Kawana town centre Nicklin Way option well aligned with some pedestrian movement routes. Alignment supports streetscape improvement and higher quality footpaths. Alignment consolidates existing movement infrastructure along Nicklin Way corridor. Services existing eastern residential catchment Over 800m walk to the Town Centre via pedestrian bridge Close proximity to the beach, Bokarina and sports stadium Provides an anchor/catalyst for future development Bokarina Services existing residential catchment Provides a lesser renewal opportunity Option D: Transport and accessibility 1km connection to the hospital Services existing eastern residential catchment 500m walk to the Town Centre Heavily reliant on pedestrian bridges to link key destinations Disconnected from Transit Centre Potential residential patronage is captured east and west of the Nicklin Way Future development opportunities are less along this alignment, and hence the possible uplift to patronage is less in comparison to Options A and B. Provides immediate/direct access to educational facilities – hence safety and security of users along this alignment would need to be considered Provides opportunity for future access and patronage to uses associated with the proposed Bokarina beach site Proximity to beach offers tourist catchment opportunities Utilises State-controlled road for the majority of its length Travel time is subject to the speed environment through the precinct and specifically along the Nicklin Way Option D: Environment/ Community Does not service hospital precinct Direct/ potentially less emissions and energy Services western edge of Bokarina site Limited access to transit interchange and critical destinations 1.5km connection to the hospital Optimises the use of existing transport corridor 25 Kawana Short List Assessment Summary Kawana Precinct Option A Option B Option C Option D Transport and Accessibility Score Transport Snapshot Score Transport Snapshot Score Transport Snapshot Score Transport Snapshot Estimated travel time (corridor length, geometric constraints) 2 Circuitous route capturing significant 3 Similar to Kawana A, providing a more direct 2 An alignment that provides good access to 3 Direct alignment via Nicklin Way linking patronage attractors in this precinct, alignment from the Health Hub to Nicklin schools and sporting facilities in its residential, commercial/employment and Ability to interact with other planned or proposed public transport including the Kawana Town Centre, Way and potential travel time savings as a immediate vicinity, but with little other educational places. Severance as a result of nodes or networks 3 Oceanside Health Hub & Kawana Health 3 result. 1 potential patronage capture. 2 the canals to the west, requiring HFP Campus and residential areas with potential services to capture significant patronage Degree of reliance / impact on existing and proposed road network 2 direct interchange to CAMCOS. HFP services 2 3 1 potential at Kawana Town Centre, SCUH and would be required to support trips to/from the health precinct. HFP services required to Ability to optimise access to services, centres, employment, Creekside Interchange park ‘n’ ride facilities. link light‐rail to CAMCOS for inter‐regional education, key attractions and tourism hubs 3 HFP services would also be required to 3 2 2 public transport trips, and to park ‘n’ ride support capturing patronage associated with facilities. the educational facilities located along Nicklin Way, and the mixed use development at the Bokarina Site to the Degree of permeation of existing or planned residential catchments 3 east. 3 2 2 Consistency/ opportunity for consistency with transport policy, planning and investment priorities 2 2.5 2 2.7 2 2.0 1 1.8 Community and Environment Score Community and Environment Snapshot Score Community and Environment Snapshot Score Community and Environment Snapshot Score Community and Environment Snapshot An alignment that traverses a mix of An option that utilises existing or proposed A waterfront option that will require careful This option avoids widening of waterway Degree to which adverse impacts can be avoided, minimised or established, and emerging urban areas, transport corridors, however requirements management during construction due to crossings, and is contained within the Nicklin mitigated (Water, Air, Noise, Flora, Fauna, protected areas, green requiring careful management during will need to be carefully managed so that proximity to schools and sports facilities. Way corridor. No direct land requirements space, visual amenity heritage and character) during construction construction and operation, particularly in additional land is not required to the west of identified from this section of the corridor. and operation. 2 relation to noise and vibration in the hospital 2 the MMTC. 1 2 Ability to address/ avoid flood risk / climate change vulnerability / precinct. coastal hazards and deliver a resilient public transport system. 2 2 2 2 Extent of property impacts (including severance and visual amenity particularly in proximity to structures or elevated sections). 2 2.0 2 2.0 1 1.3 3 2.3 City Building and Placemaking Score City Building, Placemaking snapshot Score City Building, Placemaking snapshot Score City Building, Placemaking snapshot Score City Building, Placemaking snapshot A longer alignment option that maximises A longer alignment option that balances An alignment along the eastern edge of the An eastern, Nicklin Way alignment option Level of opportunity to catalyse urban renewal, regeneration and accessibility and reinforces Kawana as one of travel time with accessibility, bypassing the lake that provides improved travel time but focused on rapid travel that provides limited potential for value uplift. 3 the region's centres. Supports the 3 core of the Kawana activity centre while 2 limited integration with key destinations and 1 access to the core activity areas within the development of Kawana Town Centre and integrating with the proposed transit opportunity areas in the town centre core Kawana Town Centre and Health and Level of support for existing character and opportunities to further other major development opportunities interchange, Hospital, Health and Knowledge and Health and Knowledge precinct. The Knowledge precinct. The alignment supports promote and enhance Sunshine Coast identity. 3 2 2 2 including the Health and Knowledge Precinct, Kawana Business Village and Tafe alignment supports future brownfield future brownfield renewal, the development Precinct, Kawana Business Village, Tafe, site. The alignment supports future renewal, the development of the Bokarina of the Bokarina Beach site and opportunities Ability to link the ‘primary’ centres and support economic Hospital and Bokarina Beach. The alignment brownfield renewal and greater integration Beach site and opportunities for longer for walking connections to the town centre development agenda for the Sunshine Coast. 3 2 2 1 supports future brownfield renewal and with future southern residential areas while walking connections to the town centre and via pedestrian bridges. Opportunity to integrate streets and public realm able to integrates with the proposed transit providing limited access to the Bokarina hospital via pedestrian bridges. accommodate pedestrian / passenger movements. 2 interchange. 2 Beach development site. 2 1 2.8 2.3 2.0 1.3 Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Capital costs (including expected value capture outcomes) 1 An alignment that primarily follows the 1 An alignment that primarily follows the 2 An option that requires little in the way of 2 An alignment contained entirely within the existing road network, with some significant existing road network, will require careful services and utilities relocation, but will Nicklin Way, some services impacts but Availability of land for construction and associated infrastructure 2 services impacts anticipated. 2 consideration in the Kawana Way/ MMTC 1 require a new bridge crossing of the Kawana 2 manageable. corridor with respect to future heave rail Lake system requirements. Some significant services Engineering metrics and scale of services and utilities risk 3 2 impacts anticipated. 2 3 Constructability (the absence of fatal flaws that impact the ability to construct or operate the light rail system) 2 2.0 2 1.8 2 1.8 2 2.3 Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Services both the hospital and opportunity Services both the hospital and opportunity This option aligns to areas of open space, A less desirable alignment as it does not Staging opportunities (fundable and functional) 3 3 2 1 to interface with transit site to interface with transit site which may raise some challenges. directly service the hospital precinct Maximises value capture potential. 2 2.5 2 2.5 1 1.5 2 1.5 26 Kawana Precinct Transport and Accessibility 3.0 2.5 2.0 1.5 Deliverability and Feasibility 1.0 Community and Environment 0.5 0.0 Option A Option B Engineering, Cost and Efficiency City Building and Placemaking Option C Option D 27 Caloundra precinct: assessment The long list of options in the Caloundra precinct include a number of possible variations to each option, shown in dotted lines. Assessment of the long listed options identified the need for further investigations to rationalise the possible variations. Future investigations will require careful consideration of how the light rail system will integrate with and influence the land use mix of Caloundra’s Central Business District (CBD) into the long term. For this reason the shortlist of route options has maintained all CBD variations for future consideration, and a long list assessment is not included in this summary. 28 Caloundra Option A Western Nicklin Way (red) summary Option A: Engineering Stats, Costs and efficiency 18 Tee intersections (4 signalised) Continuous central median, wide on-street parking (partly) but no formalised on-street bikeways, transitions at Ch19800 to high speed section (100km/h) prior to joining Caloundra Road. Speed limit may reduce due to adjacent development No 100 year ARI flood risks in this section. DEHP mapping of coastal erosion prone zones within this section does not identify any significant potential risks for this section. Substantial ENERGEX and Telstra services, SCRC water, sewerage and stormwater More direct alignment Misses critical destinations Defined terminus in Caloundra Town Centre Cost efficient Option A: City building/ placemaking Includes approximately 18ha of lower constraint land within 400m of alignment. Alignment along Nicklin way provides limited short term renewal opportunities. Alignment through Caloundra core provides improved proximity to renewal opportunities. Alignment reinforces existing Caloundra core and can facilitate physical improvements to the Nicklin Way corridor. Overall journey experience provides limited exposure to Sunshine Coast character areas. Alignment provides good connectivity between major centres, but offers limited integration with local beachfront lifestyle centres. Alignment supports streetscape improvement and higher quality footpaths. Option A: Transport and accessibility Follows the Nicklin Way for the majority of its length, with little penetration directly into adjacent residential catchments to the east and west. Potential residential patronage catchment (current planned) is limited due to severance caused by the nature of the Nicklin Way. Patronage catchment for tourist accommodation and higher density residential uses south of the Activity Centre is high. Provides access to commercial, and retail activities located along the Nicklin Way. Passes through Caloundra’s Major Activity Centre. Potential proportion of jobs captured is significant (current planned). Strong opportunity for patronage to places of employment within the 400m catchment. Penetrates directly into the Activity Centre uses, and has the potential to provide a high level of access to all uses located in the centre, including access within 400m to Bulcock Beach tourist attractions. Passes through the Activity Centre, with a high potential for capturing tourist patronage for local travel, and travel along coast (i.e. north to Maroochydore) Passes close to Caloundra Hospital, Aminya Nursing Home, Stockland Caloundra retail shopping centre, and Ben Bennett Botanical Park Terminus arrangement may affect future extension to Caloundra South Utilises for the majority of its length state-controlled roads Opportunity to review current parking provision and pressures in Activity Centre to improve walk and cycle environment and amenity Potential for faster running in relation to the speed environment of the Nicklin Way, and likely limited station/stops as a result of limited access to residential catchments along this part of the alignment. Poor opportunity for efficient connectivity for extension south to Caloundra South, Golden Beach or Pelican Waters Option A: Environment/ Community Most direct, ends in an eastern direction Alternatives impact on open space/ environmental values Opportunities for uplift concentrated at southern end, not along corridor Proximity to Ben Bennett park and local parkland 29 Caloundra Option B Renewal Alignment (blue) summary Option B: Engineering Stats, Costs and efficiency Initial 1.6km integrated with Golf Course (potential for long term redevelopment) Short bridge over Swamp Creek Vertical alignment grades approaching absolute limits. Further assessment in Stage 2b should be undertaken to ease excessive grades Focus on servicing future development Limited benefits over Option C Misses coastal activity centres Potential renewal precincts Option B: Transport and accessibility Captures residential areas to the east of Nicklin Way, including health (existing hospital), educational (primary and secondary), social, and tourist uses. Potential patronage catchment with redevelopment opportunities east of Caloundra Golf Course. Passes between Caloundra’s Major Activity Centre uses with potential patronage opportunities for commercial, employment, education and tourism within 5 to 10minute walking distance to the coast. Alignment lends itself for possible extension to Caloundra South. Presents opportunity for a transit hub at Stockland Caloundra for all modes Utilises for the majority of its length local roads and easements/land alongside property boundaries Travel time is subject to the speed environment along the sub-arterial and trunk collector routes it follows. Opportunity to save travel time following alignment east of Golf Club (few or limited constraints). Option B: City building/ placemaking Includes approximately 20ha of lower constraint land within 400m of alignment. Option well positioned to unlock brownfield renewal opportunities outside the Caloundra core. Alignment along edge of golf course provides high quality journey experience. Alignment provides good connectivity between major centres, and walkable connections to some local beachfront centres. Alignment is better integrated with local pedestrian movement routes and supports streetscape improvement and higher quality footpaths. Alignment consolidates existing movement infrastructure along Nicklin Way corridor and along golf course edge, balancing the need for accessibility and minimising extent of interruption to established urban areas. Option B: Environment/ Community East along golf course- community and property impacts Drainage and water quality at top of Tooway Creek Habitat values Amenity and greenspace – introduces new infrastructure into greenspace corridor. 30 Caloundra Option C Coastal (green) summary Option C: Engineering Stats, Costs and efficiency Strong connectivity to the beach Catchment emphasis Longer, less direct alignment Potential gradient issues Bridge crossing Option C: Transport and accessibility Passes closer to the coast (with similarities to TransLink services) with a strong potential residential and tourist patronage catchment. Topography limits ability of alignment to mirror existing TransLink services, and may limit accessibility to the line. Potential patronage catchment with redevelopment opportunities east of Caloundra Golf Course Captures educational, social and tourist areas from Moffat Beach north towards Currimundi. Ability to serve educational trips within the 5-minute catchment in Currimundi Passes the Currimundi Markets with potential for employment patronage Potential patronage catchment with redevelopment opportunities east of Caloundra Golf Course Opportunities to extend tourist catchment from local centre activities (e.g. Moffat Beach) Alignment lends itself for possible extension to Caloundra South Presents opportunity for a transit hub at Stockland Caloundra for all modes Opportunities to link in with coastal walk and cycle routes, from tourist and local centres Utilises for the majority of its length local roads Opportunity to enhance permeability of residential areas to improve accessibility Potential constraints at intersections along its alignment subject to possible priority measures. Option C: City building/ placemaking Existing catchment maximisation Strong connectivity to the beach Residential and tourist focus Low density residential offers renewal opportunities Potential pedestrian / cycle connectivity along Tooway Creek to renewal area (over 800m) Focus on existing centres and activity areas Linkages to all critical destinations Creates a series of distinct east-west community precincts supported by high quality transit Reduced corridor catchment with alignment along the water frontage to the north Option C: Environment/ Community Requires new crossing of Tooway Creek, impacts potentially suitable acid frog habitat and other areas of riparian communities. Cultural heritage considerations particularly for works near undisturbed areas near watercourses. Introduces new infrastructure to a greenspace area Least desirable option from an environmental perspective, however further field assessment required to validate habitat values associated with Tooway Creek. 31 Caloundra Assessment Summary Caloundra Precinct Option A Option B Option C Nicklin Way (with various alternative A entrances to Caloundra) B via eastern side of golf course C East option Transport and Accessibility Score Transport Snapshot Score Transport Snapshot Score Transport Snapshot Estimated travel time (corridor length, geometric constraints) 2 Direct alignment via Nicklin Way. 2 Indirect alignment between centres, capturing potential 2 Indirect alignment between centres, capturing potential uplift Severance caused by Nicklin Way limits uplift adjacent to Golf course (or whatever it is called), with adjacent to Golf course (or whatever it is called), with Ability to interact with other planned or proposed public transport nodes or potential patronage between centres and opportunities to penetrate Caloundra Town Centre either at opportunities to penetrate Caloundra Town Centre either at networks 1 hence would need to be supported by HFP 3 Stocklands (b/n two centres) or through the centre as is 2 Stocklands (b/n two centres) or through the centre as is Option Degree of reliance / impact on existing and proposed road network 2 services to the east capturing residential, 2 Option A. 2 A. Ability to optimise access to services, centres, employment, education, key employment, educational and tourist/coast attractions and tourism hubs 3 patronage. 3 3 Degree of permeation of existing or planned residential catchments 2 3 3 Consistency/ opportunity for consistency with transport policy, planning and investment priorities 3 2.2 3 2.7 2 2.3 Community and Environment Score Community and Environment Snapshot Score Community and Environment Snapshot Score Community and Environment Snapshot Degree to which adverse impacts can be avoided, minimised or mitigated (Water, An alignment that generally follows An option that brings infrastructure into a residential / open May require bridge widening at Tooway Creek. Passes through Air, Noise, Flora, Fauna, protected areas, green space, visual amenity heritage and existing infrastructure corridors, but with space environment residential streets‐ construction process will need to be carefully character) during construction and operation. 2 some minor land requirements from open 2 1 managed. space and other properties at the southern Ability to address/ avoid flood risk / climate change vulnerability / coastal hazards end. and deliver a resilient public transport system. 3 2 2 Extent of property impacts (including severance and visual amenity particularly in proximity to structures or elevated sections). 2 2.3 1 1.7 1 1.3 City Building and Placemaking Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot Score City Building, Placemaking Snapshot A direct alignment along Nicklin Way that A central alignment along the eastern edge of the golf course An eastern alignment focused on improving access to established Level of opportunity to catalyse urban renewal, regeneration and potential for value reduces potential for severance and that reduces potential for severance and community impacts urban areas, brownfield renewal sites and development uplift. 1 community impacts. The option provides 2 while providing improved access to brownfield renewal sites 3 opportunities within the coastal lifestyle centres. This option Level of support for existing character and opportunities to further promote and good access for renewal opportunity sites and development opportunities within some of the coastal supports lifestyle and coastal living opportunities while requiring enhance Sunshine Coast identity. 1 in the core of Caloundra, and limited 2 lifestyle centres. The alignment at the fringe of the activity 3 careful resolution of design and delivery to manage the potential Ability to link the ‘primary’ centres and support economic development agenda for access to brownfield renewal sites and zone of Caloundra reduces potential severance while for severance and visual impacts. The alignment at the fringe of the Sunshine Coast. 2 development opportunities within local 2 providing good walking access to key destinations. 3 the activity zone of Caloundra reduces potential severance while Opportunity to integrate streets and public realm able to accommodate pedestrian coastal lifestyle centres. providing good walking access to key destinations. / passenger movements. 2 2 3 1.5 2.0 3.0 Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Score Engineering, Cost and Efficiency Most direct alignment Lower service relocation risks, creek crossing required, Lower service relocation risks, creek crossing required, Capital costs (including expected value capture outcomes) 1 3 2 topography challenges topography challenges Availability of land for construction and associated infrastructure 2 2 2 Engineering metrics and scale of services and utilities risk 2 2 2 Constructability (the absence of fatal flaws that impact the ability to construct or operate the light rail system) 1 1.5 2 2.3 2 2.0 Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Score Deliverability and Feasibility Likely to be the expected alignment into An option with opportunity to serve an existing and future An option with opportunity to serve an existing and future Staging opportunities (fundable and functional) 2 2 2 Caloundra residential catchment, but palatability to be tested through residential catchment, but palatability to be tested through community engagement. community engagement. Maximises value capture potential. 2 2.0 2 2.0 1 1.5 32 Caloundra Precinct Transport and Accessibility 3.0 2.5 2.0 1.5 Deliverability and Feasibility 1.0 Community and Environment 0.5 0.0 Option A Option B Engineering, Cost and City Building and Placemaking Efficiency Option C 33