FNQROC Regional Roads Investment Strategy FNQROC Regional Roads and Transport Group 25 July 2019 Agenda

u FNQROC network profile u Tourism routes u Heavy vehicle routes u First and Last Mile FNQROC network profile

u Being continually updated as analyses are completed u Designed to enable validity checks u Developing LRRS network of 100 metre segments (only 31% surveyed by ARRB, but did not include widths) u Predominantly relying on data provided by LGs (varying formats and availability) Tourism routes

u Objective:

§ Assess the impacts of induced visitation (tourism) as a result of route upgrades u Key tasks

§ Assess the wider strategic context and economic value of tourism

§ Tourist demand for each route (n.b. routes overlap)

§ Estimate the economic value of each route

§ Estimate the impacts of potential upgrades

§ Engagement with tourism organisations Tourism routes Strategic context

u Planning Strategies (3), LG Planning Schemes (13), Tourism Strategies (5) and Transport Strategies (3)

§ Tourist activities concentrated along the coast but a growing and adventure tourism industry which caters to the drive tourism market

§ Resilient transport infrastructure to ensure connectivity across the region is identified as essential if FNQ is to have sustainable economic growth and development

§ Tourism development must be undertaken in a way and in locations that ensures the development does not detract from environmental values, scenic values, coastal 5 values and town/village character Tourism routes Strategic context

u Road investment issues and opportunities

§ improve rest areas to better cater for tourist needs

§ better promotion and signage of major tourism routes, including digital in-vehicle signage

§ improving access and facilities for caravan and camping

§ the interactions between self-drive tourists and road freight movements, particularly on Type 2 roadtrain routes

§ poor or non-existent mobile communication

§ insufficient education on how to travel through the outback for tourists 6 Tourism routes Economic value

Tropical North Qld FNQROC

Queensland All Regions - GVA FNQROC tourism GVA ($m)

$1,800 120% Brisbane $1,600 Gold Coast 100% $1,400 Tropical North Queensland $1,200 80% Sunshine Coast $1,000 Central Queensland 60% Darling Downs $800 Northern $600 40% $400 Whitsundays 20% Fraser Coast $200 Mackay $0 0% FNQROC Cook Cassowary Douglas Tablelands Remaining Outback Coast Councils Bundaberg 0% 5% 10% 15% 20% 25% 30% 35% 40% FNQROC tourism GVA % of FNQROC tourism GVA

Queensland All Regions - tourism employment Tourism Employment (total)

12,000 80% Brisbane 70% Gold Coast 10,000 Tropical North Queensland 60% 8,000 Sunshine Coast 50% Central Queensland 6,000 40% Darling Downs 30% Northern 4,000 20% Whitsundays 2,000 10% Fraser Coast Mackay 0 7 0% FNQROC Cairns Cook Cassowary Douglas Tablelands Mareeba Remaining Outback Coast Councils Bundaberg 0% 5% 10% 15% 20% 25% 30% 35% 40% Direct Indirect % of FNQROC total tourism employment Tourism routes Economic value - FNQROC

Average spend per trip ($) Average spend per night ($)

$1,600 $300 $1,400 $250 $1,200 $1,000 $200 $800 $150 $600 $400 $100 $200 $0 $50 Cairns Cassowary Cook Douglas Mareeba Tablelands Weighted $0 Coast average Cairns Cassowary Cook Douglas Mareeba Tablelands Weighted Coast average International Domestic Overnight Domestic Day International/domestic overnight International Domestic Overnight International/domestic overnight

Average stay (nights)

30.0

25.0

20.0

15.0

10.0

5.0

0.0 Cairns Cassowary Cook Douglas Mareeba Tablelands Weighted Coast average

International Domestic Overnight International/domestic overnight Tourism routes Economic value of each route

Route Route expenditure u Estimate each LG’s tourism AADT by dividing Canecutter Way $ 32.77 m Chillagoe Discovery Trail $ 33.72 m person nights by an annualisation factor and Cooktown Discovery Trail $ 5.22 m Daintree Explorer $ 41.80 m vehicle occupancy Danbulla Tinaroo Falls $ 3.64 m Epic Cape York $ 154.27 m § Assumes demand is constant Great Green Way $ 87.68 m Great Tropical Drive $ 232.33 m § Vehicle occupancy is assumed Hinchinbrook Discovery Trail $ 20.23 m Longlands Gap Road $ 1.16 m Malanda - Atherton Road $ 1.30 m § All self-drive expenditure is on tourism routes O'Brien's Creek Road $ 0.64 m Ravenshoe to Georgetown $ 16.49 m u Reef to Rainforest $ 108.87 m Estimate each route’s expenditure and AADT $ 78.89 m Tully Falls Road $ 2.90 m § Calculate each route’s distance within each Tully to Mission Beach Discovery $ 14.60 m Waterfalls Discovery Trail $ 114.80 m LG Total $ 951.33 m § Combine distances to align LGs with TRA data and calculate proportions

§ Apply proportions to each LGs expenditures

§ Apply proportions to each council’s estimated tourism AADT Tourism routes Economic value of each route

u Validating the results

§ LG crossover on the SCR network

u A route’s tourism AADT within each LG is compared to the weighted average AADT on that route within the same local government area (AADT on each road section weighted by the road section length)

§ SA2 crossover on the SCR network

u Identify the AADT travelling on the SCR between SA2s

u Remove work-related trips from each crossing’s AADT

§ Both methods showed occasional instances of notable under and overestimation 10 u Vehicle occupancy rates change along routes Tourism routes Impacts of upgrades

u Literature review

§ New Zealand unsealed roads, Strzelecki Track, Central Arnhem Road, Grampians Way Ring Road, Karratha to Tom Price Road, Eildon- Jamieson Road, Bogong High Plains, Road Mansfield-Wangaratta Link

u Data analysis Infrastructure improvements Road Paving and sealing of existing unsealed routes · (2000 – 2006) · Peninsula Dev. Rd (multiple locations since 2006 with 2014 onwards delivered as part of CYRP) · Burke Dev. Rd (Chillagoe, ~ 2011) Widening of existing narrow sealed routes · Kennedy Dev. Rd (Cadell Ck, ~2013) · Gregory Dev. Rd (south of Kennedy Dev Rd interchange, ~2012) Widening of causeways, culverts and bridges · Gulf Dev. Rd (Einasleigh River, ~ 2011) · (Innot Hot Springs, ~ 2015) Upgraded flood immunity to causeways, culverts, bridges · Mareeba, , ~ 2010) Signage upgrades to improve wayfinding · Mossman-Mt Molloy Rd Int, Mulligan Hwy, constructed ~ 2013 11 Upgrading the signage relating to the flooding of the route · Bluewater rest area, , constructed ~2013 Causeway/culvert/bridge widening Peninsula Dev. Rd (multiple locations, 2014 onwards) Tourism routes 1000 400 200 500 0 2013 2014 2015 2016 2017 Impacts of 0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 500m North of turnoff to Laura upgrades Gulf Dev. Rd (Einasleigh River, ~ 2011) Kendle River - Pennin. Dev. Rd.(90C) Kennedy Highway (Innot Hot Springs, ~ 2015) North of Coen Aerodrome

Lakeland, 500m South of Cooktown turnoff (110028) Improved flooding signage (Mossman-Mt Molloy Rd Interchange, Mulligan Hwy, ~ 2013)

450 80% 1500

400 1000 60% 500 350 0 2012 2013 2014 2015 2016 2017 300 40% Mt.Molloy-100m East of Peninsula Dev.Rd. Luster Creek 250 20% 200

150 0% Widening of existing narrow sealed routes

100 200 -20% 150 50 100 50 0 -40% 0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Kennedy Dev. Rd (Cadell Ck, ~2013)

Lakeland, 500m South of Cooktown turnoff (110028) Annual growth % Gregory Dev. Rd (south of Kennedy Dev Rd interchange, ~2012)

Additional rest areas/stopping bays (Bluewater, Bruce Improved wayfinding signage (Mareeba, Burke Dev. Rd, ~ Burke Dev. Rd (Chillagoe, ~ 2011) Highway, ~2013) 2010) 150 10000 15000 100 5000 10000 50 0 5000 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 12 0 0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 10M Waterview Creek, Ingham 100m Sth Bluewater Creek Bridge

10M WiM Site Leichhardt Creek 100m south of Herberton Street Arriga Coverage site 100m west of Mungana Stockyards Tourism routes Economic impacts of upgrades

u Mulligan Highway suggests a compound annual growth rate of 2% can be applied to a completely sealed route u Two growth scenarios - low growth 2%, high growth 5% u Represents increased tourism expenditure only Route Low growth scenario increase High growth scenario increase Canecutter Way - - Chillagoe Discovery Trail $ 0.36 m $ 0.91 m Cooktown Discovery Trail $ 0.10 m $ 0.26 m Daintree Explorer - - Danbulla Tinaroo Falls - - Epic Cape York $ 0.67 m $ 1.66 m Great Green Way - - Great Tropical Drive - - Hinchinbrook Discovery Trail - - Longlands Gap Road - - Malanda - Atherton Road - - O'Brien's Creek Road - - Ravenshoe to Georgetown $ 0.17 m $ 0.41 m Reef to Rainforest - - Savannah Way $ 0.50 m $ 1.26 m Tully Falls Road - - 13 Tully to Mission Beach Discovery - - Waterfalls Discovery Trail - - Total $ 1.80 m $ 4.50 m Tourism routes Engagement with tourism organisations

u Road sealing is the main infrastructure improvement to promote tourism growth u Targeted sealing of particular roads would encourage visitors across multiple routes

Cooktown Great Chillagoe Daintree Epic Cape Savannah Road Discovery Tropical Discovery Explorer York Way Trail Drive Trail Normanton road l Burke Development Road l l Kennedy Highway l l l Nardoo Burketown Road l Peninsula Developmental l l l l Road Battlecamp Road l l Bloomfield Road l l l Palmerville Road Lakefield Road l l Marina Plains Road l Portland Road l Cape Tribulation Road l l l Bloomfield Track l l l 14 Shiptons Flat Road l l l Rossville Bloomfield Road l l l Heavy vehicle routes and First and Last Mile u Objective

§ Assess the fitness-for-purpose the current HV network, identifying any dimensional/structural deficiencies/bottlenecks in the current network

§ Analyse the current network identifying those parts of the network vulnerable to growth expected through 2040

§ Consider opportunities for shorter HV routings not considered by the Heavy Vehicle Network/FNQ Regional Transport Plan (TMR)

§ Provide a first and last mile freight assessment considering the movement of heavy vehicle freight on the FNQ local road network, from and to major freight source points HV Routes/Last Mile Freight generation - Population growth

Forecast annual pop. LG increase Cairns 3010 Carpentaria -1 Cassowary Coast 108 Cook 19 Croydon 0 Douglas 123 Etheridge -5 Hinchinbrook -89 Projected population (medium series), by local government area, Queensland, 2016 to 2041 Hope Vale 7 Mareeba 273 Tablelands 196 Wujal Wujal -2 Yarrabah 34

250,000

200,000

150,000

100,000

50,000

- Cairns Carpentaria Cassowary Cook Croydon Douglas Etheridge Hinchinbrook Hope Vale Mareeba Tablelands Wujal Wujal Yarrabah Coast

2016 2021 2026 2031 2036 2041 HV Routes/Last Mile Freight generation – current economic activity

Average annual LG increase $m u Influential road freight generation points? FNQROC $274.1 Cairns $1.0 § Agriculture, farming, feedlots, saleyards Cassowary $1.3 Carpentaria $10.0 Cook -$116.5 § Mining, quarries Douglas $9.4 Etheridge $5.4 § railheads, ports, industrial areas Hinchinbrook -$32.1 Mareeba $19.2 FNQROC Gross Regional Product Tablelands $7.7 Yarrabah $11.7 $10,000 $9,000 Remaining LGs -$35.4 $8,000 $7,000 FNQROC Gross Regional Product excl. Cairns

s $6,000 n o i l $5,000 $1,800 l i M $4,000 $1,600 $3,000 $1,400 $2,000 $1,000 $1,200 s

$0 n $1,000 o i l

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 l i $800 M Cairns Cassowary Carpentaria Cook $600 Douglas Etheridge Hinchinbrook Mareeba $400 Tablelands Yarrabah Remaining LGs $200 $0 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Cassowary Carpentaria Cook Douglas Etheridge

Hinchinbrook Mareeba Tablelands Yarrabah Remaining LGs HV Routes/Last Mile Industry development

u FNQROC Pre Budget Submission

§ Mossman Mill, Nullinga Dam, Tablelands Irrigation Project, Kuranda Range Road, North Queensland Bio-Energy (NQBE) Project, Cardstone Pumped Hydro Scheme u Coordinated projects / State Development Areas (Tropical North , Cairns South) u Other potential projects:

§ Kidston Pumped Storage Hydro Project

§ Gilbert River Irrigation Project

§ Charleston Dam

§ Capricorn Copper? Dugald River? u Others? Any particular routes that have been long advocated for increased access? HV Routes/Last Mile Engagement

u Emails sent to freight operators/organisations and followed by phone u Responses from four organisations (others being followed up)

§ Qube - issues associated with access to/from farms to Mossman Central and Tableland sugar mills. Jacobs referred to mills for details, awaiting feedback.

§ NHVR - not able to assist, details of unsuitable routes is not routinely collected and reported.

§ AgForce - members were recently surveyed about this issue. Results are yet to be analysed but few issues identified in FNQ. Jacobs is following up. First and Last Mile Engagement

u Livestock & Rural Transporters Association of Queensland

§ Mulligan Highway/PDR (Mareeba – Weipa) – five bridges (sight distance, flood prone, load limited or single lane), if upgraded it would allow Type 2 access to Mt Molloy

u Burke Develop Rd/Palmerville Road (Almaden – Laura) – four bridge crossings (poor sight distance, flood prone, single lane)

u Ootann Rd/Burke Develop Rd (Kennedy Hwy – Mareeba) – If Ootann Rd and Lappa Range upgraded it would allow Type 2 access to be extended closer to Mareeba and reduce heavy vehicle traffic on Kennedy Highway.

u Gulf Develop Rd (Kennedy Hwy – Normanton) – road is either single lane or narrow two lane (general safety issue)

u Gregory Develop Rd (Harvey Range Rd – Greenvale) – two single lane bridges (general safety issue) Heavy vehicle routes Deficiency assessment

u Existing network focus is safety and maintaining current road freight productivity u Enhanced network focus is safety and increasing road freight productivity

§ Fewer vehicles required for the same freight task (less kilometres and travel time)

§ Reduced need to decouple trailers (handling costs, delays and potential for damage to goods)

§ Improved equipment utilisation and driver productivity

§ Improved product quality e.g. livestock and fresh produce

§ Safer vehicle combinations e.g. BAB-quads over roadtrains

§ Environmental benefits through less vehicle movements

§ Less infrastructure wear Heavy vehicle routes Deficiency assessment

Infrastructure Heavy vehicle access Benefits

Reduced Reduced crash Reduced Livestock quality Reduced travel time exposure emissions (unsealed to pavement and vehicle sealed) wear operating (sealed) costs Existing Existing heavy vehicles No change infrastructure More productive heavy ● ● ● ● ● vehicles

Improved Existing heavy vehicles ● ● ● ● infrastructure More productive heavy ● ● ● ● ● vehicles Heavy vehicle routes Deficiency assessment

u Aligned to Performance-Based Standards (PBS) Network access by vehicle § Equivalent multi- COAG-endorsed reform to provide length, L (m) more flexibility in heavy vehicle PBS Level combination heavy Class Class ‘A’ vehicle route design ‘B’ Semi-trailer § Encourages innovation in heavy Rigid truck and dog Level 1 L ≤ 20 (General access) vehicle design, aimed at greater trailer productivity 19m B-double B-double (26m = Class 2A) § PBS governs what a vehicle can Level 2 L ≤ 26 L ≤ 30 A-double (30m = do, not what it should look like Class 2B) Type 1 road train Level 3 L ≤ 36.5 L ≤ 42 B-Triple AB-Triple Type 2 road train BAB-Quad Level 4 L ≤ 53.5 L ≤ 60 AAB-Quad 23 ABB-Quad Heavy vehicle routes Deficiency identification

u Review available road and structure condition data u Assess the gap between the existing and the desired infrastructure based on PBS Route Assessment Guidelines u Incorporate local asset management assumptions/vision standards/rules e.g. rehabilitation triggers for roughness and rutting u Develop strategic cost estimates for potential projects

§ Thoughts on rates to be adopted?

24 Heavy vehicle routes Width deficiency clarifications (straight and curves) u 6.5 metres is the FNQROC standard, plus a sensitivity if an 8m standard was adopted

§ Only LG roads? u The minimum seal width can be less than or equal to the formation width, and formation only requires widening if it does not meet the minimum seal width

§ FNQROC does not support this assumption as the safety and design requirements for curve widening have not been taken into account

§ What minimum formation should be applied? u Where a road already has a straight road deficiency and is to be widened, the straight road width is adopted if it meets/exceeds the minimum width

§ Not applicable at the 100 metre segment level u Where a road does not have a straight road deficiency and is only curve deficient, a minimum width of 1 metre per lane is adopted

§ FNQROC support this approach if it relates to the trailing wheel and the subsequent requirement to shoulder widening and it meets the safety and design requirements for curve widening Questions? Thank you