Cairns Transit Network Concept Design Report
Table of contents
3 Community consultation ...... 3.3 3.1 Introduction...... 3.3 3.2 Objectives ...... 3.3 3.3 Stakeholder groups...... 3.3 3.3.1 The general community ...... 3.3
3.3.2 Property owners and business operators with potential land requirements ...... 3.3
3.3.3 Local and state government agencies...... 3.4
3.4 Consultation process...... 3.4 3.5 Project launch...... 3.7 3.5.1 Communication and consultation activities...... 3.7
3.5.1.1 Project hotline, email, reply paid and website ...... 3.7
3.5.1.2 Newsletter...... 3.7
3.5.1.3 Advertisements...... 3.7
3.5.1.4 Project guide...... 3.8
3.5.1.5 Fact sheets ...... 3.8
3.5.1.6 Information kits ...... 3.8
3.5.1.7 Stakeholder briefing...... 3.8
3.5.1.8 Stakeholder meetings...... 3.8
3.5.1.9 Staffed displays ...... 3.9
3.5.2 Community feedback...... 3.9
3.5.2.1 Bus services ...... 3.9
3.5.2.2 Busway station locations ...... 3.9
3.5.2.3 Public transport technologies ...... 3.10
3.5.2.4 Support for the project ...... 3.10
3.5.2.5 Cycling...... 3.10
3.6 Consultation on the Cairns Transit Network draft Concept Design Report 3.10 3.6.1 Communication and consultation activities...... 3.10
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3.6.1.1 Project hotline, email, reply paid and website ...... 3.10
3.6.1.2 Newsletter...... 3.10
3.6.1.3 Advertisements...... 3.11
3.6.1.4 Draft Concept Design Report: In Brief ...... 3.11
3.6.1.5 Fact sheets ...... 3.11
3.6.1.6 Information kits ...... 3.11
3.6.1.7 Stakeholder meetings...... 3.11
3.6.1.8 Information sessions...... 3.11
3.6.1.9 Property owners with a potential land requirement ...... 3.12
3.6.2 Stakeholder feedback...... 3.12
3.6.2.1 Staging of the network...... 3.12
3.6.2.2 Location of bus stations...... 3.13
3.6.2.3 Location of transit corridors ...... 3.13
3.6.2.4 Public transport technologies ...... 3.13
3.6.2.5 Parking...... 3.13
3.6.3 Response to feedback...... 3.13
3.6.3.1 Changes to the alignment...... 3.13
3.6.3.2 Issues to be resolved in detailed design...... 3.14
3.6.3.3 Ongoing consultation with key stakeholders to resolve design issues...... 3.14
3.7 Ongoing consultation and communication ...... 3.14
List of tables
Table 3.1: Consultation / communication program...... 3.6 Table 3.2: Staffed public displays for project launch...... 3.9 Table 3.3: Staffed information sessions for project launch ...... 3.12
List of figures
Figure 3.1: Key steps of the planning process ...... 3.5
Appendix A ...... 3.15
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3 Community consultation
3.1 Introduction This chapter describes the process and results of community consultation for the Cairns Transit Network. Throughout the consultation process, the project team has provided a range of opportunities for the community, businesses and property owners to provide feedback and help refine the alignment of the network.
3.2 Objectives The community consultation objectives were to: • ensure all relevant stakeholders have access to information to allow their informed consideration of the project’s potential benefits and impacts • provide opportunities for stakeholders to provide feedback on the project • provide ongoing and transparent two-way communication between the project team and stakeholders • ensure community members’ local knowledge and values are considered in the planning process.
3.3 Stakeholder groups The three main stakeholder groups identified for the Cairns Transit Network include: • the general community • property owners with potential land requirements • local and state government agencies.
3.3.1 The general community This group includes residents, property owners, bus users, businesses and community facilities in those suburbs closest to the proposed transport corridors and station locations. This group also includes elected representatives, community groups, schools and interest groups.
3.3.2 Property owners and business operators with potential land requirements Property owners with potential land requirements are those people who own land that may be partially or fully required for the transit network. Once the Concept Design Study is finalised and the transit corridors are protected, a state government requirement will potentially exist over some parcels of private property. Closer to construction, there will be a requirement for some of these property owners to relocate to make way for the future infrastructure.
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3.3.3 Local and state government agencies The following government agencies have been consulted throughout the preparation of the Concept Design Report:
• Department of Transport and Main Roads • Department of Infrastructure and Planning • Cairns Regional Council • Queensland Health.
3.4 Consultation process Consultation and planning has been undertaken in conjunction with the Cairns Bruce Highway Upgrade project (see Figure 3.1). The Cairns Bruce Highway Upgrade project aims to provide an integrated transport network for the southern approach to Cairns. Consultation for the Cairns Transit Network has been undertaken in conjunction with the Cairns Bruce Highway Upgrade to allow the community to understand the benefits of an integrated transport network.
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Figure 3.1: Key steps of the planning process
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Project updates have been undertaken at various stages, as necessary. These updates aimed to keep people informed about the progress of the Cairns Transit Network project in between the major consultation phases. One such update occurred in September 2009 with the release of a joint newsletter with the Bruce Highway Upgrade project. Table 3.1 expands upon the consultation / communication process in further detail. Table 3.1: Consultation / communication program
Project phase Purpose Activities Project launch launch the Cairns Transit project newsletters – 50,000 • • Network distributed in the Cairns Post newspaper • raise community and stakeholder awareness of the • project guide transit network project and the • fact sheets Undertaken Tuesday, study process 28 October to Friday, • advertisements 5 December 2008 • provide information on the Concept Design Study process, • 11 staffed project displays at including how it is undertaken shopping centres throughout and what it will investigate Cairns • identify community issues and • 1800 project hotline values for consideration by the • project email address project team in the development of the transit network • reply paid mailing service established • seek feedback on the proposed transport corridors • website developed • letters to key stakeholders • register people for participation in further consultation
Consultation on the • seek community and • project newsletter – distributed draft Cairns Transit stakeholder feedback on the by Australia Post to all Network project Cairns Transit Network draft addresses in the Cairns urban Concept Design Concept Design Report area Report and Cairns Bruce Highway • seek feedback on the draft • website update corridor options for the Bruce Upgrade Options • advertisements Highway upgrade • letters to property owners with consult with property owners • a potential land requirement and business operators with a
potential land requirement • meetings with property owners Undertaken with a potential land 5 November 2009 to requirement January 2010 • six community information sessions at various locations • fact sheets • 1800 project hotline • project email address • reply paid mailing service • stakeholder meetings • letters to key stakeholders Release of the final • advise the community that the • project newsletter Cairns Transit Cairns Transit Network Concept
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Project phase Purpose Activities
Network Concept Design Report has been • website update Design Report and finalised and approved by the Bruce Highway Queensland Government • advertisements Upgrade alignment • notify the community of the • letters to property owners with a potential land requirement changes to the Concept Design Report since the draft report • meetings with property owners Mid-2010 • close out the planning process with a potential land requirement
3.5 Project launch The Cairns Transit Network was launched on Tuesday, 28 October 2008 with consultation conducted until Friday, 5 December 2008. A communication and consultation program was implemented to: • introduce the project to the Cairns community and peak interest groups • announce the start of concept planning • seek feedback on the proposed transport corridors.
3.5.1 Communication and consultation activities This section outlines the community consultation activities undertaken for the project launch. Results of community consultation are detailed in section 3.5.2 Community feedback.
3.5.1.1 Project hotline, email, reply paid and website A free-call project hotline, Cairns Transit Network email address and reply paid mailing service were established to provide the community with various avenues for information exchange. A Cairns Transit Network website provided project details, contact information, an online feedback form and details of community consultation activities. The website received 412 visits during the project launch consultation period. Details of the project hotline, email, reply paid address, website were advertised through consultation activities including project newsletters, website, public displays and advertisements.
3.5.1.2 Newsletter Approximately 50,000 newsletters were included as an insert in The Cairns Post newspaper on Saturday 1 November 2008. The newsletter provided information on the project scope, project need, timing, consultation activities and project team contact details. The newsletter was available at public information displays, on-board some Sunbus vehicles, at local elected representatives’ offices and in information packs sent out to various stakeholders. It contained a tear-away feedback form providing stakeholders with the opportunity to provide written feedback to the project team.
3.5.1.3 Advertisements Four half page colour advertisements and seven quarter page black and white advertisements were placed in four local newspapers: The Cairns Post, Cairns Sun, Southern Herald and Northern News. The advertisements introduced the project and advised of the public displays.
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3.5.1.4 Project guide A project guide was produced to provide more detailed information about the network, why it is needed, where it will go, the benefits, planning process and community engagement. It was available on the project website and distributed at project displays.
3.5.1.5 Fact sheets Ten fact sheets were developed and included information about the project and its need. The fact sheets were available on the project website and displays. Topics included: • Fact sheet 1: Where is the Cairns Transit Network? • Fact sheet 2: Where will it go? • Fact sheet 3: Previous planning • Fact sheet 4: Why we need it • Fact sheet 5: How will it benefit me? • Fact sheet 6: Property impacts • Fact sheet 7: How can I get involved? • Fact sheet 8: The bus fleet • Fact sheet 9: A bus-based system • Fact sheet 10: Regional connections.
3.5.1.6 Information kits Over 250 project information kits were mailed to various stakeholders in the Cairns region. Information kits were sent to stakeholders inviting them to attend a presentation on the Cairns Transit Network. The information kit included copies of the: • newsletter • project guide • fact sheets.
3.5.1.7 Stakeholder briefing A stakeholder briefing was held on Wednesday 12 November 2008, 5-6pm. An invitation to this event and information kit (newsletter, project guide and fact sheets) was sent out to 250 stakeholders. A total of 20 people attended the stakeholder briefing. Stakeholders were given the opportunity to arrange an individual meeting with the project team if required. Through the stakeholder briefing, the project team facilitated and encouraged open channels of communication between the project team and a range of Cairns’ peak community, business and special interest organisations. The stakeholder briefing allowed the opportunity for discussion and exchange of information on all aspects relating to the Cairns Transit Network.
3.5.1.8 Stakeholder meetings Following the stakeholder event, meetings were scheduled with individual groups to provide a personal briefing.
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3.5.1.9 Staffed displays Eleven staffed project displays were held. Display material included maps, copies of the project guide, newsletters, fact sheets, feedback forms and various information posters. A total of 603 people attended the public displays. Project team members were available to answer questions and participants had the opportunity to speak one-on-one with a member of the project team. Table 3.2 provides details of dates, location and number of participants for the sessions. Table 3.2: Staffed public displays for project launch
Number of Staffed public displays people visiting the displays
Thursday 30 October 2008 Cairns Central Shopping Centre 45 Saturday 1 November 2008 Gordonvale Markets 75 Sunday 2 November 2008 Smithfield Shopping Centre Markets 100 Wednesday 5 November 2008 Edge Hill, IGA Piccones 45 Thursday 6 November 2008 Redlynch Central Shopping Centre 41 Saturday 8 November 2008 Rusty's Markets 38 Thursday 13 November 2008 Earlville Shopping Centre 41 Saturday 15 November 2008 Clifton Beach Village Shopping Centre 79 Wednesday 19 November 2008 Centro Raintrees Shopping Centre 26 Saturday 29 November 2008 Edmonton, IGA Piccones 53 Thursday 4 December 2008 Cairns Central Shopping Centre 60 Total 603 In addition, 250 people visited the project display at the regional sitting of Parliament from 28 to 30 October 2008.
3.5.2 Community feedback The project team received 372 formal submissions (via feedback forms, telephone enquiries, emails and letters) in this phase. The feedback received was overwhelmingly supportive – 98% of all feedback received wanted improved public transport for Cairns. The main issues raised during this phase of consultation were:
3.5.2.1 Bus services Many submitters commented on the need for better bus services, focusing on frequency, reliability and the need for more services (including more evening and weekend services).
3.5.2.2 Busway station locations A number of submitters commented on where bus stations should be located. Community members specified the following locations: City Place, Cairns Central, Gordonvale, Earlville, northern beaches, Smithfield, Edmonton and Redlynch. Other comments expressed support
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for park and ride areas at some stations and that stations should be located along main roads and close to shopping centres.
3.5.2.3 Public transport technologies A number of submitters commented on the various public transport technologies available, including heavy rail, light rail and bus rapid transit. Some submitters queried why light rail is not proposed while others expressed support for bus rapid transit technology.
3.5.2.4 Support for the project Many submitters expressed their general support for the Cairns Transit Network and the need for public transport improvements.
3.5.2.5 Cycling A number of submitters mentioned the need for improved cycling facilities in Cairns. Issues raised included the need for secure lock-up facilities, bicycle connectivity and more cycle lanes. The consultation undertaken in this round helped the project team gain a greater insight into the views of the community. This information was used to inform the project team’s decision making process and to help shape the next consultation phase.
3.6 Consultation on the Cairns Transit Network draft Concept Design Report The draft Concept Design Report was released for consultation on 5 November 2009 and was available for comment until 18 December 2009. It contained the draft plans and a preliminary analysis of the project’s anticipated benefits and impacts. The purpose of this major consultation round was to gather community and stakeholder comment on the draft Concept Design Report and the proposed alignment and station locations. The main consultation activities included a project newsletter, advertisements, a series of staffed information sessions, and letters to key stakeholders. Consultation also took place with those property owners from whom a potential land requirement had been identified. These stakeholders received the highest possible level of consultation and communication with the project team. Individual letters and meetings were organised to ensure that their issues were dealt with respectfully, in privacy and with confidentiality.
3.6.1 Communication and consultation activities
3.6.1.1 Project hotline, email, reply paid and website The free-call project hotline, Cairns Transit Network email address and reply paid mailing service that were established at the project launch were maintained throughout this phase. The website received 999 visits during this consultation period, with 681 of these being unique, first-time visitors.
3.6.1.2 Newsletter A print run of 69,000 newsletters was distributed via: • Australia Post from 10 November 2009
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• hard copies at staffed information sessions • mail to key stakeholders and interested community members (with a supporting letter) • copies on display at libraries, council chambers and local Member of Parliament’s (MP)’ offices. The newsletter provided information on the Cairns Transit Network and the Cairns Bruce Highway Upgrade. It contained a tear-away feedback form providing stakeholders with the opportunity to provide written feedback to the project team.
3.6.1.3 Advertisements Newspaper advertisements were placed in The Cairns Post, Cairns Sun, and Cairns Bulletin. Half page advertisements included information on both the Cairns Transit Network project and the Cairns Bruce Highway Upgrade project along with the dates and times of the planned staffed information sessions. Radio advertising ran on Sea FM, Zinc, Hot FM and 4CA.
3.6.1.4 Draft Concept Design Report: In Brief An easy-to-understand summary ‘In Brief’ document of the draft Concept Design Report was produced to provide more detailed information about the network, why it is needed, where it will go, the benefits, planning process and community engagement. The In Brief document was available on the project website and distributed at project displays.
3.6.1.5 Fact sheets Four fact sheets were developed to provide more information on the proposed alignments. They were available on the project website and at displays: • Fact sheet 1: Cairns City station • Fact sheet 2: Southern corridor • Fact sheet 3: Northern corridor • Fact sheet 4: Western corridor.
3.6.1.6 Information kits An information pack containing the Cairns Transit Network and Cairns Bruce Highway Upgrade newsletter and a cover letter was sent to the following groups: • elected representatives • existing stakeholders • new stakeholders.
3.6.1.7 Stakeholder meetings A number of meetings took place with individual community groups and government agencies to provide a personal briefing.
3.6.1.8 Information sessions Six staffed information sessions were held. Display material included maps, copies of the draft Concept Design Report and In Brief, newsletters, fact sheets, feedback forms and various information posters. A total of 527 people attended the information sessions. Project
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team members were available to answer questions and participants had the opportunity to speak one-on-one with a member of the project team. Table 3.3 provides details of dates, location and number of participants for the sessions.
Table 3.3: Staffed information sessions for project launch
Number of Staffed information sessions participants
21 November 2009 Hambledon House, Edmonton 170 22 November 2009 Forest Gardens Hall, Forest Gardens 140 24 November 2009 The Sebel Hotel, Cairns City 32 26 November 2009 Murraya Conference Centre, Smithfield 24 Gordonvale State High School, 28 November 2009 48 Gordonvale 3 December 2009 Cazalys AFL Club, Westcourt 113 Total 527
3.6.1.9 Property owners with a potential land requirement All property owners with a potential land requirement were sent letters from the project team to advise of potential impacts. The letters invited people to contact the project team to find out more information either over the phone or at one-on-one meetings. A total of 48 meetings were held with property owners.
3.6.2 Stakeholder feedback A total of 232 written submissions were received and were made up of: • 18 letters • 5 emails • 209 feedback forms. The submissions came from the general community, landowners and stakeholder groups. They covered a wide range of issues including impacts from the project, traffic and parking concerns, accessibility and bus services. Many people also lodged their support for the transit network or lodged their support for other public transport modes. Refer to Appendix A for the summary of phase 2 community and stakeholder feedback and responses.
The top five issues most frequently raised by submitters related to:
3.6.2.1 Staging of the network 215 submitters (93%) gave their opinion on which part of the network should be built first. The southern corridor was seen as the highest priority, followed by the northern corridor and then the western corridor.
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3.6.2.2 Location of bus stations 53 submitters (23%) commented on where stations (including City Place) should be located and how they could be designed to fit in with the communities they will serve.
3.6.2.3 Location of transit corridors 51 submitters (22%) commented on the proposed location of the transit corridors, with some people suggesting changes and others supporting the proposed alignments. The number of comments about the three corridors was generally even.
3.6.2.4 Public transport technologies 43 submitters (19%) supported greater use of heavy rail and/or light rail as the preferred mode of public transport in Cairns.
3.6.2.5 Parking 25 submitters (11%) raised concerns about potential parking impacts (particularly in Cairns city centre) and suggested the need for more park and ride locations.
3.6.3 Response to feedback There are three types of responses to community and stakeholder feedback:
3.6.3.1 Changes to the alignment In some areas, changes have been made to the alignment that take into account community feedback and the results of further technical investigations. Significant changes include: Smithfield to Trinity Park • Of the two options presented, the preferred option is to connect to James Cook University then through to Reed Road station (rather than utilising the disused cane rail corridor next to the Smithfield Village development). Trinity Beach to Kewarra Beach • From Trinity Beach Road to Poolwood Road the network will travel east along Trinity Beach Road and connect with the future connector road that links up with Miami Road. The transit network then travels in general traffic west on Poolwood Road before connecting with the Captain Cook Highway. This was amended from the original alignment as a result of community and stakeholder feedback. Cairns Base Hospital to Manoora section • From the Cairns Base Hospital, the network will travel along Grove Street and turn into Martyn Street to connect to the Tropical North Queensland Institute of TAFE on Gatton Street. For this section, the network will operate in a mixture of general traffic running and kerbside bus/transit lanes. The original alignment plans had median running for Hoare Street, as a result of community and stakeholder feedback this was changed kerbside bus / transit lanes.
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Edmonton to Mount Peter • From Edmonton, the network will operate in the centre median to Mount Peter. A new road and bus connection will be provided between Walker Road and Chay Road. From Petersen Road, the network will continue to run in a median bus-only corridor. Bus layover area at Convention Centre • Under the draft plans, a bus layover area was proposed next to the Cairns Convention Centre. As a result of community and stakeholder feedback the bus layover area is now located on Bunda Street outside of the Cairns Central shopping centre. Palm Cove station/signature stop • Palm Cove station is now located on Triton Street.
3.6.3.2 Issues to be resolved in detailed design Specific issues highlighted by community and stakeholder feedback that cannot be resolved in this phase of planning have been recorded and will be investigated in future detailed design phases. Some landowners close to the alignment have raised a number of important and relevant issues that will require further investigations before they can be resolved. These issues include specific design and mitigation measures, such as noise barrier design/location, landscaping and the management of construction impacts such as noise, dust, changes to access and parking. For some of these locations, this future planning will not happen for a number of years. Landowners who raised these concerns will be contacted at the time of detailed design to gain a full understanding of their concerns and to work towards a solution.
3.6.3.3 Ongoing consultation with key stakeholders to resolve design issues In some areas, there is a need to undertake ongoing consultation with key stakeholders to resolve key issues, including: • Consultation with major landowners to refine the location of the transit network on their site to be consistent with their long-term planning (for example, at Stockland Earlville, Mount Sheridan Shopping Centre, the Cairns Base Hospital) • Continuation of partnership between Queensland Government and Cairns Regional Council to masterplan the Mount Peter area.
3.7 Ongoing communication Communication with the community will continue on the Cairns Transit Network. The Department of Transport and Main Roads will keep the general community and property owners with a potential land requirement informed of upcoming detailed design and construction phases. Lines of communication between the department and the community will remain open via the project hotline and project email address.
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Appendix A Summary of Phase 2 Community and stakeholder feedback and responses
Issues raised by community Response / Action by project team Priority: Southern corridor Southern corridor is priority section because of Noted. The Cairns Transit Network has been volume of traffic and population growth in the south. designed to be delivered in stages. Project staging will be investigated in future detailed design and Priority is southern corridor because there is impact management planning phases. essentially no alternative route in the event of accident or disruption. The southern corridor is where the major growth area is predicted over the next 20 years.
Priority is southern corridor as bus services are of greater importance to areas of less affluence (southside, Manoora, Manunda) Priority: Northern corridor Northern corridor is priority because the roads are all Noted. The Cairns Transit Network has been cracked between Cairns City and beach. There’s a designed to be delivered in stages. Project staging need for a reliable bus service around Cairns area will be investigated in future detailed design and and Babinda to Cairns City. Also, northern beaches. impact management planning phases. Is no need for any more infrastructure on the southern highway (not a tourist attraction area).
Priority is northern corridor. There is currently no alternative route to take into city. It can get congested very quickly.
Priority is northern corridor because to get from city to Smithfield or beaches is too long at present.
Priority is northern corridor due to the traffic delays, especially from Kuranda Range roundabout at Smithfield to the city. Priority: Western corridor Western and southern corridors are priority as most Noted. The Cairns Transit Network has been heavy transport comes from these directions. designed to be delivered in stages. Project staging will be investigated in future detailed design and Western corridor is a priority. impact management planning phases. Alignment: location – Southern corridor The proposed alignment and stations in the southern The alignment presented in the Concept Design growth corridor particularly at Mt Peter are premature Report for Mount Peter will be subject to the outcomes considering the lack of planning completed for the of the Mount Peter master plan area process. Close area. The alignments will require extensive review consultation with Council and key stakeholders will considering the constraints (environmental, transport, continue as the planning is developed. land use etc) within the area in the near future.
The deviation through Ishmael Road and to Spence The connection from Ishmael Road to Spence Street Street looks convoluted for not a lot of benefit. It provides a direct high speed link for buses in order to might be more appropriate for southern suburbs service the Earlville shopping centre and provide high express buses to run along Ray Jones Drive and frequency services to key activity centre.
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Issues raised by community Response / Action by project team express (or limited stops) to the city, and shopper / commuter buses to run to the city via Mulgrave Road. Additional transit services along Spence Street seem sensible to deliver people to their place of employment within the City.
Disappointed that the Earlville bus station does not Opportunities to better integrate the transit station with effectively integrate with the shopping centre. The the Earlville shopping centre will be considered as centre is a major attractor and a more superior part of any future redevelopment of the shopping solution would exist that provides more direct centre. linkages with the centre and busway station.
Situating the Cairns Transit Network on the western West of the highway between Woree and Edmonton is side of the highway rather than the east where the considered the best location for the transit network as railway line is does not allow for the possibility of this is where the majority of the residential catchment future integration between rail and bus / light rail. At is located. Whilst it is not envisaged that the existing a minimum this situation could be solved by rail function will change to deal with local passenger pedestrian overpasses or underpasses. services, clever design could allow rail/bus stations to Needs to be a corridor and stations on eastern side be effectively integrated under or over the highway if of highway as well as west. the existing operations on the rail line change.
Extend the transit network to Mill Road. The network diverts to the west to service the future growth communities of Edmonton and Mount Peter and crosses Mill Road.
Existing corridor left where it is, but the road/highway Upgrades to the Bruce Highway are under opened to 6 lanes and longer roads. investigation by the Cairns Bruce Highway Upgrade project.
From Gordon Creek to Spence Street needs a The Southern corridor extends from Spence Street, to corridor. the Earlville centre then south to Edmonton alongside the Bruce Highway. This alignment was chosen as it will best service the existing and future land use in the Southern corridor.
Option 2 needs a station at Bentley Park like The Bentley Park station has been relocated further Option 1. north to maximise pedestrian connectivity to the station and integrate with surrounding land use.
Connect transit network to Stocklands rather than The network will connect into a station in the vicinity of ending at race course. the Earlville centre. The exact location of the future Earlville station will be determined in consultation with property owners and key stakeholders.
Mt Peter Road is working fine as it is. Just proceed From Edmonton, the network will travel within the road through Chay Road to connect to Walker Road. future Walker Road and Chay Road corridor and will (Not at all busy with traffic). travel along Mount Peter Road linking to the Mount Peter Master Planned Area. From Mount Peter it is intended that the network will travel along Mount Peter Road and Maitland Road to Draper Road and terminate near the Gordonvale railway station.
Need to seriously consider bringing a grander entry Upgrades to the Bruce Highway are under into Cairns directly behind Cannon Park through into investigation by the Cairns Bruce Highway Upgrade
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Issues raised by community Response / Action by project team Spence Street. project.
The Cairns Transit Network which is shown to run Locating a dedicated busway corridor directly within parallel to the highway should actually run through suburban streets would have severe property impacts. the suburban residential areas, as no commuter is The preferred location of the transit network (parallel likely to walk from home to a bus stop on the to the highway) is considered the best option to highway. maximise travel time savings and minimise impacts. Buses will still be able to utilise the existing road network and pick people up from their local stop.
Depending upon the uses proposed within the north A signalised intersection is already proposed at this eastern section of the future Edmonton Town Centre location. site, a signalised intersection at Ravizza Drive and Logomier Road may be the best outcome in section S3-11.
In accordance with the conditions of approval for the Noted. Station has been repositioned to be in Cairns Regional Council’s development application accordance with development approval. for the Edmonton Sport and Recreation Centre (Lot 304 on SP213782), there is a requirement for a 200 metre buffer to be provided around a future transit station at the interface between the future Edmonton Town Centre and the Council’s site. It appears that on section S3-12 that there is no station identified in this location and this should be identified on the plans to reflect the approval.
The Moody Creek station seems to be out of place The Moody Creek station located near the intersection and on the wrong side of the creek, being situated of Newell Street and Spence Street is based on within an Industrial Area. desirable spacing. Walking is the preferred way for passengers to access the Cairns Transit Network. Research has shown that people will walk up to 10 minutes or around 800 metres to access high frequency public transport services. The distance between Bungalow and Earlville stations necessitated the need for another station between these stations and a station near the intersection of Newell Street was considered to be the best location for this station. Alignment: location – Northern corridor It is unclear from the documentation exactly what is Between Cairns city centre and Cairns North, the proposed in terms of the busway. It appears to be a network is proposed to run in a median bus-only designated, bus only corridor, which will be physically corridor down Lake Street. The introduction of separated from the roads and cannot be easily controlled intersections and pedestrian refuges will crossed by either pedestrians or traffic except at provide clear areas where east-west crossings should designated crossing points and controlled occur. Ensuring for the needs of pedestrians and intersections. cyclists will be considered in greater detail in future detailed design phases, in close consultation with Council and other key stakeholders.
Near Skyrail, it would be greater benefit if the bus The preferred option is a dedicated busway travelling lane go through Canopy's Edge Boulevard. It would from the future Skyrail station to Trinity Park, be better if a dedicated busway went through the connecting with James Cook University. It is intended university, not the Smithfield Village. for the James Cook University station to be built as part of future development of the university and the
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Issues raised by community Response / Action by project team network will connect onto Reed Road. As part of future public transport network reviews, consideration will be given to opportunities for a local bus service to better service the Canopy’s Edge development.
Would make more sense to use Strombus Avenue to Locating a dedicated busway corridor on Strombus access Kewarra Beach. By using this route, the park Avenue would have severe property impacts. The link can continue to provide pleasure for the residents of between Trinity Beach and Kewarra Beach has been the area. reconfigured to show a future link to Miami Street from Trinity Beach Road. The preferred location of the Kewarra Beach station (on Poolwood Road) is considered the best option to maximise benefits and minimise impacts to local residents
We object to the northern corridor section from This section of the Cairns Transit Network is required Yorkeys Knob roundabout to Caravonica roundabout. to service the growing communities of the Northern Due to loss of cane land, flooding, and farm corridor. Due consideration will be given to farm operations. operations when this stage is constructed in the future.
The idea of moving the bus route a few hundred The alignment through Trinity Beach and Kewarra metres from the main highway to go through a park Beach has been amended to reflect the same area and impact as many properties between Trinity alignment as Cairns Regional Council’s Transport Beach and Kewarra Beach seems a very costly, Network Plan. This future link will connect with Miami pointless exercise. There is already enough vacant Street, Kewarra Beach land on either side of the bus stop on the Capt Cook highway.
Lake Street is supported as the preferred corridor for Noted. rapid transit in section N1.
Cairns central area, from west of Sheridan Street to The network along this section of Lake Street the Esplanade is a multi modal corridor, with as much (between Cairns city centre and Cairns North) is traffic aligned east west as north south. Much of the proposed to run in a median bus-only corridor. In east west traffic is pedestrian and cycle based and planning this section, the department has recognised emergency vehicles have a priority need for the need to accommodate north-south and east-west unrestricted east west movements. Only experience trips for all modes. The network will be integrated into with busways is where they are separated from the streetscape and operate at grade with adequate conflicts such as traffic and pedestrians. The current provision made for formalised pedestrian crossing plan lacks sufficient detail, but it is envisaged that the points. Access for pedestrians and vehicles will be Lake Street busway would assume priority, effectively provided at signalised intersections (for instance, at creating a barrier to the Esplanade and the hospitals. Florence Street, Minnie Street, Upward Street, and This would have a devastating impact on the Grove Street). character of Cairns city and the way the city services Within the City Place station environment, a shared its residents. zone is proposed, with defined safe pedestrian and cycle links. Access to the hospital for emergency vehicles will not be compromised by the transit network. To maximise pedestrian connectivity, a number of formalised mid-block connections will be provided, along with crossing points at intersections and stations. Promoting improved safety for all modes of transport is of the utmost importance.
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Support for Option 1 through the James Cook Based on the results of consultation and technical University Cairns Campus. James Cook University investigations, Option 1 which services the James has regional significance as a major economic driver Cook University is the preferred alignment. This has in the future, providing a potential self contained been reflected in the Concept Design Report. The employment node, and surrounding residential department will continue to work with key population to warrant a Station with the capacity to stakeholders into the future and any future planning transport a large number of commuters throughout by the university should be undertaken in partnership Cairns. Students generally also have a greater need with the department. for public transport. The Concept Design Report identifies delivery of the Implementation of the Transit Network to and from station at James Cook University as a short-term the James Cook University should occur as soon as priority. The department will investigate opportunities possible. The establishment of the public transit for the station to be constructed in line with any network will facilitate the growth of the Cairns campus upgrade works. Campus and fulfill its potential to become a major economic driver in initiating new growth and diversifying the economy in Cairns.
A hybrid option should be considered that Investigations into the ability of the Cairns Transit incorporates James Cook University and a Network to service James Cook University on the connection to Cheviot Street and a station to service western side of the highway and Smithfield community the Smithfield Community Centre, Smithfield High centre, Smithfield high school and Holy Cross school School and Holy Cross School. However this on the eastern side were undertaken. The difficulty, requires crossing of the Captain Cook Highway again as acknowledged, is crossing the highway from east which is acknowledged as a challenge. to west at the Macgregor Road roundabout and then the ability to cross the highway again to service the community/educational facilities. This would require an elevated bridge structure which would be costly and difficult to integrate into the existing setting and with future road network enhancements planned for the Smithfield area. From a cost and transport perspective, it is better for the transit network to cross the highway at the Reed Road roundabout with a station on Reed Road. This will be done in conjunction with the provision of pedestrian and cyclist connections to these communities/educational destinations.
Consider the feasibility of: Due to Airport safety requirements, the northern most -identifying an additional station in the proximity of point for a station south of the Airport cannot be Lake Street, Airport Avenue and Moffat Street located beyond Rutherford Street. Opportunities exist -moving the Stratford station marginally closer (west) to alter the location of the Stratford station and to the village at Stratford Thomatis Creek station to integrate with future - moving the Thomatis Creek station west to better planning as part of future detailed design. link with the approved water park
The proposed Argentea station overlaps the zoo’s Argentea station is directly located outside the zoo, carpark and straddles a gully. The station site would maximizing access to this tourist facility. The ability to require substantial fill as the carpark is 1500m below move the station slightly south can be further explored the road surface at the culvert crossing. Substantial in future detailed design stages to integrate with the stormwater diversion works would be required. current and future activity. Recommended that the proposed Argentea station slide south where the land is relatively flat and at a similar contour to the highway.
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For section N4 Trinity Beach to Palm Cove - To run the transit network from Poolwood Road north preference exists for the CTN to run in the middle of to Palm Cove in the middle of the catchment would the catchment but recognises there may be property result in significant property impacts in a built up impact and other constraints that preclude this. urban area. Between Trinity Beach and Kewarra Running the corridor on the Captain Cook Highway Beach the alignment has been moved to the east to places stations on the edge of the catchment. That is better service the residential catchment. The revised with development and growth only on one side of the link will follow the same alignment as Cairns Regional station. As this may be outside the walkable Council’s future road connection as defined within its catchment, consideration may need to be developed Transport Network Plan. To address having stations for transit oriented communities or as park and ride to on the edge of the catchment, strong connections for make the Paradise Palms, Clifton Beach and local bus services, pedestrians and cyclists will need Argentea stations viable. to be further investigated in future detailed design stages and delivered in conjunction with the transit network. The opportunity for transit oriented communities to be developed around stations is dependent upon future planning by Cairns Regional Council.
A median bus only corridor at Smithfield is preferred Consideration has been given to the treatment option to the dedicated busway on the eastern side of the through Smithfield. The longer term option for this Captain Cook Highway as it delivers numerous section is dedicated busway. benefits including: -provides more concentrated urban development around the station in the form of transit orientated development being supported. -the current road reserve can be narrowed from 70 to 40metres, allowing medium density development to occur - DTMR owned road reserve could be sold for development to offset costs -improved legibility and public transport access More efficient use of existing street network with less transport infrastructure required that that proposed -renewed / activated streets
An alternative location for the Smithfield Station to be The determination of a station on the eastern side of considered from the intersection of Cattana Road the existing Cook Highway is considered most and Captain Cook Highway to be relocated between appropriate to best service the Smithfield centre. This the existing shopping centre and existing stormwater location does not impede vehicular access to the reserve. The existing station limits the potential for Smithfield shopping centre. Providing a station the existing Smithfield Centre to grow and evolve with between the shopping centre and existing stormwater a bus station at its heart. reserve provides a number of engineering and operational challenges in linking the network with the future northern beaches centre.
Does CWAR have an alternative function as a freight Cairns Western Arterial Road does provide a freight route, to move heavy vehicles out of the CBD? Does movement function whilst providing greater flood this rank higher in a transport hierarchy than rapid immunity for all vehicles than the Captain Cook transit or is there capacity for both to co-exist with Highway across the Barron River floodplains. Both cars ranked lower? freight and public transport can coexist however to make public transport an attractive alternative to the motor vehicle, kerbside lanes have been indentified within the road reserve to provide a frequent and
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Issues raised by community Response / Action by project team reliable service. This will not have implications on freight movement. Alignment: location – Western corridor Cut out Manunda. Does not deserve upgrading. You The project protects for a station at Manunda to serve cannot go out after dark for fear of assault. the surrounding community.
Transit network should cover western suburbs as The 16km Western corridor will link the Cairns Base well. Hospital to Smithfield via Manunda and Redlynch, with a total of 14 bus stations.
Would it not make sense to connect the northern and Early in the planning, the project team considered the southern corridors with a city bypass? Ring route potential use of the active cane rail line as a public connecting Earlville western & northern corridors transport corridor. However, technical studies showed without entering Cairns CBD. that the potential land requirements would be considerable. An alternative option was considered to better service key destinations such as, Cairns TAFE and the central suburbs of Manunda and Manoora.
Instead of using Hoare Street for bus stations and Hoare Street is considered a better alternative as the part of bus transit network, suggested that Anderson network better integrates with the Manunda Street be considered due to the fact it is already community and provides a strong connection to mostly industrial (less homes affected) and street is Cairns TAFE. wide enough for works costing tax payers less.
Concern that Redlynch Valley has been left off the Redlynch Valley is difficult to service due to its transit network. location in the valley with the same road in and out. To provide the frequency and time savings that passengers seek for the entire network, delivery of a busway into the valley was not considered justifiable. However the transit network does identify a bus transit lane to Redlynch Central and a possible future park and ride that would allow Redlynch Valley residents to park their car and use the transit network to access major destinations.
The western corridor alignment should be located The alignment plans for the Western corridor have along Gatton Street to minimise impacts on vehicle been amended based on the consideration of traffic flows around the TAFE and Trinity Bay High stakeholder feedback and technical investigations. School. Realignment of the CTN will service these The Western corridor is now identified to travel along major attractions and provide for an opportunity to Grove Street and onto Martyn Street before continuing locate a station at the entrance of TAFE and near the onto Gatton Street and then onto Hoare Street. This Mann Street sporting grounds. An interim solution of will result in a relocation of the Cairns TAFE transit running buses on Grove, Martyn and Gatton Streets station to Gatton Street. An additional station (called could also be implemented in the short term. Land ‘Cairns West’) will be provided along Hoare Street at acquisition would be required over the current Ergon Trinity Bay State High School. Energy site.
The descriptor – the line through Redlynch – is Noted. Corridor name remains as ‘Western corridor’. questioned for the Western Corridor. Perhaps other options should be considered. For example: the line through the valley.
Map 17 in FNQ2031 indicated that the corridor being Investigations as part of the Cairns Transit Network investigated was from Earlville through to Redlynch. did examine the possibility of a route between Earlville
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Issues raised by community Response / Action by project team However it is acknowledged that subsequent to Smithfield with a connection to Redlynch. investigations revealed that the existing cane rail Technical studies showed that the potential land route and adjacent catchment may not be viable for a requirements would be considerable. Since the draft transit corridor. concept design alignments, the route has been altered To clarify the extent of the investigation, could the based on stakeholder feedback and technical studies Department of Transport and Main Roads clarify to travel along Grove Street onto Martyn Street and whether alternative sections were considered, such onto Gatton Street. This has a number of benefits: it as: serves the sporting attractions on Gatton Street and -continuing down Wilkinson Street then on to English Hoare Street, has the space within the wide road Street, Anderson Street, Pease Street and reserve to be accommodated within Hoare Street connecting with Reservoir Road and the western (now kerbside running rather than median running), corridor. This would be instead of the Eureka Street, and is more centrally located within a residential Hoare Street and Pease Street route catchment. Extending the route along Wilkinson -continuing down Pease Street to McCoombe Street Street serves a smaller catchment due to the to Mulgrave Road (as an additional central corridor wetlands. that connects the southern, western and northern The other option of continuing down Pease Street, corridors)? Would the option of connecting section McCoombe Street, Mulgrave Road to Earlville was W1 to Earlville shopping centre station be feasible? investigated however it was not considered suitable Whilst no fixed view exists on the above two options, as part of the core transit network. However local they are merely mooted for discussion to ensure the services will be able to use this route to connect to the best outcome is achieved. There exists strong transit network at Earlville. support for the corridor to connect Cairns Base Hospital and the TAFE.
Could an additional station be incorporated into W1- The previous configuration of median running along 10 to add another station to this route in a central Hoare Street restricted the number of stations. location near the junction of Hoare and Pease However, with Hoare Street changed from median Streets? running to kerbside running, the ability to deliver another station has been identified near McCormack Street. This has been included on the revised alignment plans.
Section W2 Manoora to Skyrail is supported in Whilst it is acknowledged that parts of the Western principle with a caution that its viability would need to corridor have lower density population and lower be demonstrated through subsequent investigation employment services, delivery of the transit network is and planning. Its viability could be enhanced by the not dependant on these factors alone. The Western establishment of transit oriented communities (TOCs) corridor provides an alternative to the Northern which needs to be determined. A key question is corridor along a route that offers greater flood whether this section relies on the existing immunity than the Captain Cook Highway and development and future growth of this section alone services other parts of Cairns providing greater or if the intention is for it to be supplemented by the coverage of Cairns urban area. As for future planning patronage from the northern line. However, there are along the Western corridor to establish transit oriented also potential efficiency gains with travelling along communities to enhance the transit network’s viability, the Cairns Western Arterial Road (in terms of limited this is dependent upon future planning by Cairns traffic signals and as a contingency corridor if Regional Council. services on the northern corridor are interrupted). What the transit network will also provide is improved There are existing disadvantages to this section connectivity across Cairns Western Arterial Road by including: ensuring stations located on either side of the road -lower density population, employment and services provide for safe pedestrian / cyclist crossings, for parts of this section improving the existing situation. This may be by -development growth only occurring on one side of underpasses, overpasses or at controlled the corridor adjacent to some stations (e.g. Glenoma, intersections. Redlynch Valley, Lake Placid and Caravonica) -potentially poor pedestrian and cycle connectivity to
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Issues raised by community Response / Action by project team some stations (eg Glenoma) In terms of catchment and accessibility, some stations may work better as park and ride (eg Brinsmead Station) or be developed as TOCs. To overcome these issues would require further land use and infrastructure planning and may require incentives to development.
There are problems with the Kamerunga bus station The revised alignment plans show the Kamerunga being located at the Cowley Street intersection. It is station located before the Cowley Street intersection. almost impossible to locate a bus station close to a It is recommended that the station be situated before signalised intersection without causing considerable the intersection to allow local bus services to enter confusion about movements on and off the through and exit the transit network at Harley Street carriageway and constraining turning movements at intersection. the intersection. Given the amount of road reserve available on this location, it is difficult to see how a safe, serviceable bus station can be implemented.
The Redlynch Village bus station appears to be The detailed alignment plans show the Redlynch placed on the top of the flyover where the CWAR Village station just to the south of the Brinsmead passes over Kamerunga Road. This may seem to be Kamerunga Road rather than on the flyover. practical in terms of providing safe pedestrian access under the CWA but there are larger and more complicated problems.
The Redlynch Village bus station could be better The Redlynch Village station is located near located between the Kamerunga Road overpass and Kamerunga Road in order to provide for network Fairweather Road. Fairweather Road is servicing opportunities for local bus services to access unconstructed on either side of the CWA and will and exit the transit network near Redlynch Connection remain so as there is no obvious need for vehicular Road. As part of the station design, a movement in this location. As a consequence, pedestrian/cyclist overpass is proposed, allowing Fairweather Road is ideally suited to pedestrian and communities on both sides of CWAR to be accessed cycle movements as well as potential for local bus providing greater connectivity within the area. connections.
Recommend to extend the Pease Street spine to Servicing the existing district centre can be achieved provide a station to service the existing district centre. by using local services. Local services will continue to This hub would serve areas of higher density travel through residential areas serving destinations residential development, provide opportunities for such as local and district centres, before entering the park and ride facilities and utilise a vacant road transit network to provide fast, frequent reliable reservation. services. Alignment: against current location Upgrade public transport via rail and bus. This would The Department of Transport and Main Roads be a better option environmentally. Cars are a great believes the preferred alignment strikes the right polluter. All proposed corridors are a disaster. balance between technical feasibility, affordability, community impacts and achieving a sustainable Proposed corridor locations are rubbish. Try again. transport solution for Cairns. The proposed network allows 70% of the Cairns urban population to be within It will be destruction of over 380 family homes and 800 metres of a transit station. businesses and affect the lives of hundreds to make way for urban progress. Examine other options so Comments and feedback from the community have that my family does not lose our land and home. been incorporated where possible to minimise impacts and maximise benefits for the wider community. Do not want it as my property will be affected. There
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Issues raised by community Response / Action by project team must be another solution. Alignment: cane rail – general Use cane train lines. The use of the cane rail lines was considered. Would like to see the government keep the cane train However, due to the width of these corridors and lines (and the land around it) near as a future option. potential property impacts the use of the cane rail lines was ruled out. The Department of Transport and Main Roads has Possible use of the cane train lines should be for developed a guide for the planning and provision of cyclists rather than proposing any buses along these principal cycle infrastructure in far north Queensland. routes. This would assist a person in linking up with The Principal Cycle Network Plan – Far North future rail bus interchanges whilst also being used for Queensland identifies key links between and in recreation / community gardens. regional activity centres throughout far north Queensland and will be used to plan and prioritise state and local government and private sector investment in cycling. You can view the plan at www.tmr.qld.gov.au (search for Principal Cycle Network Plan).
Whenever the proposed Cairns Transit Network Planning for the transit network has given interferes with cane rail operations, the operations considerable attention to the ongoing operation and are to be maintained in a manner where they can still maintenance of the cane rail corridor. Where the be operated safely and efficiently. This is to be done transit network is located adjacent to the cane rail at no cost to the mill operator; done in a manner that corridor within Mount Peter, sufficient width has been it does not interfere with the cane transport provided to retain access and ensure ongoing operations during the crushing season; and that the operations can viably continue. Ongoing consultation function of any relocated cane rail facilities must be with the Mulgrave Mill and the Cane Growers no worse than what was previously provided. It Association will continue throughout planning and important to retain access to the cane rail corridors future delivery of the transit network. so that maintenance activities on the cane rail line and its associated infrastructure can be undertaken efficiently. Furthermore, the operation of cane rail sidings requires haulage from cane fields to the siding by vehicles both on and off roads and therefore any new road infrastructure needs to ensure that this is still possible and can be conducted in an efficient manner. Alignment: location – general Missing a link from Earlville to refer western corridor? Early in the planning a direct link from Earlville to If going from Edmonton to Smithfield could avoid Smithfield was considered. This option highlighted city? the potential use of the active cane rail line as a public transport corridor. However, technical studies showed that the potential land requirements would be considerable. An alternative option was considered to better service key destinations such as, Cairns TAFE and the central suburbs of Manunda and Manoora. There are still opportunities for the public transport network to be reconfigured to provide direct links between Earlville and Smithfield. Design: busway station locations Yes, there is a need for stations. Research has shown that most people will walk up to Not enough stations between Coopers Road and 10 minutes, or about 800 metres, to get to a high Roberts Road. quality public transport service. This principle makes Station location looks good. the transit network an attractive option for people Stations should be 1km apart. living near stations. It is estimated that 70% of the
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Issues raised by community Response / Action by project team Should be twice as many stations. people living in the Cairns urban area will be within a Not enough stations: more south, Edmonton, Mt 10 minute walk of a station. As the transit network will Peter and beyond. also be supported by local bus services, even those Bus network [stations] looks good in Option 1. living further away such as some seaside suburbs will Stations should be at all main centres of employment in most cases be able to catch a bus from their local and business. Instead of having separate routes for bus stop. different areas why not combine them and have more buses to service them. A station is identified for Edmonton and there are Stations are too far from the population centres in the proposed to be approximately 10 stations between seaside suburbs. Edmonton and Gordonvale which will be defined as If the nursing home/retirement village goes ahead on part of the Mount Peter Master Planned Area planning Hoare Street a station there would be a bonus. process. Between Trinity - Kewarra to allocate bus stations instead of just up from the Cottleslow roundabout A station is identified for Gordonvale which is already very congested. Stations and corridors are totally inadequate. The major station would have to be out at Gordonvale next to highway but Gordonvale section left off the map. There are big station gaps south of Edmonton and along Reservoir Road. A station needs to be on Mill Road or at the proposed Edmonton town centre. I think that an Edmonton station is critical in ensuring that people are able to transfer on transport options and access shopping precinct. Design: city station Support exists for: Noted. • Enhancing views and sight lines through Lake Street. • Removal of the “Toadstool”. • Revitalising City Place.
The new alignment of the Cairns City Station (CCS) Noted. through Lake Street and Shields Street is supported as it enhances connectivity and efficiency for public transport. The current CCS is aging and in need of rejuvenation.
The city centre must develop as a low bus speed Noted. It is important that a low speed bus environment where east-west pedestrian/cycle environment be developed to actively promote strong movement is maintained across the station. pedestrian and cycle connections on Shields Street across Lake Street. In planning City Place, consideration has been given to the volume of pedestrian and cycle movements and how and where crossing of Lake Street should occur. Furthermore, motor vehicle movement through the city centre is to operate within a low speed environment.
There are significant concerns regarding the There are a number of options that can be developed proposed left turns at Shields Street, particularly in to determine the most appropriate cross-section for terms of the available space given the large trees, Lake Street. These options will be developed in future awnings and outdoor dining in these areas. The left phases of the project. turn east into Shields Street at the Qantas corner is Consideration has been given to increasing the potentially dangerous in the evenings given the outdoor dining area and a proposed design speed of
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Issues raised by community Response / Action by project team location of the Woolshed nightclub. The other corner 20 km/h due to the shared nature of this precinct with is only slightly better, given the location of PJ buses and pedestrians / cyclists. In addition, O'Briens. There is certainly not enough room to consideration has been given to the potential encourage vehicles and more the entertainment provision of a night time curfew for general traffic on stage. Lake Street to foster an appropriate environment for The car traffic flows are directly in front of the two patrons of the licensed outdoor areas. businesses that generate highest visitation in the CBD ie The Woolshed and PJ Obrien's, both with licensed outdoor areas. This will create a dangerous dynamic creating an attractive route for youths or rev heads to do laps, directly in front of areas that are highly patronised (some of which are affected by alcohol). Needs to be greater provision of outdoor dining in front of major attractors such as the Woolshed. The sheer volume of people necessitates an oversize pedestrian thoroughfare in this vicinity.
The proposed bus station should not be within the The comments on the location of stations within the city centre as they are noisy, smelly, dirty hubs for city have been noted. However, the provision of high- people and motor vehicles. When this happened quality public transport is vital to the success of the years ago in Cairns there was objection and city centre. In 2006 there were in excess of 1.5 million objection still exist now. Leaving the existing station boardings and alightings at the Lake Street Transit in the city which is expected to accommodate Mall. increased movements is not good planning. The All successful cities have high-quality public transport existing bus station should be removed and Lake within their city centres to encourage accessibility and Street be landscaped with trees and be a pedestrian to promote more sustainable forms of travel, including environment. by bus, walking and cycling. The City Place design will require high-quality treatments to adequately cater for the high number of pedestrians on Shields Street and Lake Street. In addition, consideration has been given to cycle movements on both Lake and Shields streets and how this interfaces with a future ‘cycle centre’ which would provide end of trip facilities for cyclists in the city. The department will work with Council and all key stakeholders in the detailed design of the station.
Rear-in parking bays are shown on the Shields Street Noted. The development of alternative car parking sections of the Cairns City Station. configurations will be considered in future design This should be avoided. phases.
The proposed Cairns City bus station is a disaster as Views on vehicles operating near eating venues have cars are allowed to travel past 'outside eating venues' been noted. However, al fresco dining in the vicinity of which is unacceptable. Furthermore, doing away with vehicular traffic already operates successfully in other the children's play ground will drive people out of the parts of Cairns and most successful cities throughout CBD not into it. If something has to be shifted to allow the world. A design speed of 20 km/h is proposed for buses through the existing place it should be the Lake Street to address the shared nature of this performance area. The playground functions well in precinct with buses and pedestrians/cyclists. its current location with low ongoing costs. Why remove it and replace with yet another 'white Views on the playground and performance area have elephant' performance area? been noted and will be taken into consideration in the detailed design phase of the project.
Concerns with the busway across the 'city place' on The transit network was placed in this direction rather
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Issues raised by community Response / Action by project team the busiest pedestrian axis. If this were reversed the than perpendicular to meet network integration bus and pedestrian paths would be perpendicular. opportunities with northern and western services. It also provides a more direct route for passengers, delivering greater travel time savings.
Question the need for another stage as it takes up Noted. This feedback will be considered in the room, is poorly patronised, is a burden on ratepayers detailed design phase. for no real benefit, and should not be located under a fig tree, with mould and debris problems. The fig trees are a beautiful stand alone feature and should not be impacted.
Sight lines along Shields Street are a key feature to It is agreed that sight lines along Shields Street are be preserved. very important – from the Esplanade to Cairns Central. This has been considered in the design of Lake Street and will be continue to be given attention in future detailed design stages.
Any improvement in street lighting [at Cairns City Noted. This will be given further attention in future station] welcomed. detailed design.
The Cairns City station does not plan to include any This feedback will be considered in the detailed public toilets. There are currently 2 toilet blocks design. Further consultation will take place with serving the public and both unsuitable to meet the Council and local traders before any decisions are needs of the Cairns City Station. One of the toilet made. blocks is removed in the plan with no apparent replacement There are inadequate facilities for people waiting for public transport, both buses and taxis. Suggested that adequate facilities including toilets, 24 hour security presence and possibly food outlets be provided for bus and taxis.
The running of buses and cars through City Place is The planning of any new infrastructure requires the not acceptable as it reduces available public space in balancing of benefits and impacts to try to find the a growing city. Abbott Street is a far more appropriate best solution for the city as a whole. In this case, the route. transport, economic and social benefits of providing the bus stops and busway are considered to outweigh the minor impacts on public space at City Place. In addition, careful urban design will help ensure that the upgraded bus stops and facilities maximise existing public space, with wide pedestrian and cycle paths to promote connectivity and accessibility.
Abbott Street was investigated, however it was further removed from the major precincts of the city and predominately services the Esplanade. A station at Abbott Street would also necessitate another station within the city. Furthermore, Lake Street is recognised by residents and businesses as the location for bus services with some existing bus infrastructure already in place. Improving the bus facilities at this location limits property impacts. Abbott Street has not been designed to accommodate a major public transport interchange and providing a
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Issues raised by community Response / Action by project team station here would have severe impacts on car parking.
There appears to be no reason why the bus station Shields Street is a major east-west connector from could not be split onto both sides of Shields Street Cairns Central shopping centre to the Esplanade and with northern routes operating out of the area near Lagoon. Shields Street is also a well vegetated street the existing taxi ranks and southern routes out of the reinforcing the green subtropical image of the city. existing Lake Street terminus. This would have Inclusion of the transit network within Shields Street significant benefits for traders in and around the mall would further sever this major connection. with pedestrian movements from each bus station. Furthermore, the length of the block from one This would then operate much like train systems do, intersection to the next is shorter than that proposed where passengers do have to change. This would on Lake Street which runs north – south and also remove all issues with the current right turns into approximately 200m in length compared to east-west Spence Street for northern buses. There are few streets such as Shields Street which is shorter in buses that complete a full north/south run, and even length (approximately 100m). A shorter length would so, could be accommodated by utilising one of the require street closures at an intersection which is seen proposed terminals and the northern bus heading as undesirable for vehicular permeability within the south could turn left onto Aplin Street, left onto city. McLeod Street, past Cairns Central and utilise the existing right turn at Spence Street.
Hartley Street may be a far better proposition entirely. A station at Hartley Street is considered too far Access for buses from the south could be provided removed from the major precincts within the city via Wharf and Lake Streets, then a left turn into centre and would primarily service the convention Hartley Street and access be provided from there centre/wharf precinct. As a result, an additional North via Sheridan Street. This proposal has a lot of station would be needed to provide suitable coverage merit when considered with other planning being to this major destination. Furthermore, the existing undertaken for Cairns including the Waterfront uses at this location have not been set up to deal with Performing Arts Precinct and redevelopment. It could a major public transport interchange and rely on the be the catalyst for the redevelopment of the whole existing parking arrangements which would be Grafton Street precinct down to the Convention removed with a station at this location. It is therefore Centre. not considered that Hartley Street poses a suitable alternative to what is proposed at Lake Street.
McLeod Street and Sheridan Street / Captain Cook McLeod Street and Sheridan Street / Captain Cook Highway may present better options as they lack the Highway were both investigated when determining the conflicts, which are evident in Lake Street and also most suitable location for bus stations within the city already restrict pedestrian accessibility. This would centre. Sheridan Street connects with the Captain provide accessibility to and maintain linkages for all in Cook Highway carrying significant traffic volumes from the City from The Esplanade through to Cairns the northern suburbs. This road already experiences Central. Many of the existing Sunbus services congestion particularly in peak hours and it would be already follow these routes. There is also extensive undesirable to remove two lanes of traffic for a transit land available (currently not utilised) to be converted network. Alternatively, it would be undesirable to into busways along these routes (particularly widen Sheridan Street to accommodate two additional Sheridan Street/Captain Cook Highway). The location lanes for the transit lanes due to the significant of services means people won’t have to walk great property impacts that would result, when other options distances, keeping it convenient to all users. Also with fewer impacts exist. providing the service along major commuter routes, McLeod Street does have a number of benefits for a would provide a viable option for express routes to city station as it would be situated outside the Cairns operate upon, and encourage use as private road Central shopping centre, having less impact on commuters would see and be directly affected by the businesses due to the internal arrangements of Transit Routes in operation. business facing within the centre rather than out to the street. However, a station on McLeod Street is quite removed from the major attractors within the city
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Issues raised by community Response / Action by project team centre and as a result would require an additional station to provide suitable coverage to this major destination. This then would result in some impacts at another city location.
Recommended that buses be relocated from Lake Bunda Street, like McLeod Street, offers the Street to south of Bunda Street beyond Spence advantages of minimal impact on businesses due to Street. This would be adjacent to Cairns Central and the internal arrangements of business facing within the railway station. Opportunity at this site also the centre and minimal parking losses. However, a allows for bus drop off and parking. This could be city centre station on Bunda Street would be further associated with extending the beautiful avenue of removed from the major attractors within the city trees down Shields Street to meet at Cityplace and centre and as a result an additional station would be the new stage venue. required to provide suitable coverage to this major destination. The alignment, however, does identify a station (Cairns Central) near Bunda Street on Spence Street. Bus layover facilities are proposed for Bunda Street.
Cairns City station should be reconfigured to redirect City Place provides for vehicular movements in part car flows around the school of arts building (giving on Lake Street, but only allows for left turn taxis more efficient exit) and Rockmans corner. movements at Shields Street. As the buses will travel Alternatively continue the U turns on street for cars along Spence Street to the city, buses will need to only with give way signs for buses emerging from turn left to travel north and will have to cross Shields existing City Place. The current proposal poses to Street at some point. To ensure safety concerns are many safety concerns. addressed, only buses will cross Shields Street and travel within a proposed 20km speed limit. This alternative option will be further developed as part of future design phases in consultation with Council and key stakeholders. Design: concept design Please look to some sort of bypass away from The Cairns Transit Network is proposed to travel Sheridan Street along Lake Street between Cairns City and Cairns North. It will not travel along Sheridan Street. Design: bus layover area Major concerns about locating the bus layover facility Buses will now terminate and layover at Bunda adjacent to the Convention Centre which would Street. Some services may also layover near Munro interfere with amenity, operations and marketability of Martin Park. This arrangement means buses will no the centre. The layover facility near the outdoor plaza longer be idling for long periods of time at stops within is a major selling point in marketing the centre. To the city centre. have this area disrupted would detract from one of the centre’s largest selling points. A layover facility would have disruptions to dining and presentations and should be removed from this location. The proposed layover area is also in conflict with the Cityport Masterplan and the design of the proposed cultural precinct.
The area proposed for the bus layby area near the convention centre is included in the Open Space Planning Area in the 2009 CairnsPlan. It is understood that the car park established on the site was as a temporary car park and that eventually, once a more permanent structure was established on
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Issues raised by community Response / Action by project team the former Playpen nightclub site. In any event, the site is not road reserve, but a reserve for Park.
This park exists in the inner city of Cairns, where open space and park space is at a premium. Oppose to this land for park purposes being used as a bus layby.
Layby areas already exist for the purposes of bus storage within the City. It is best to use what we have at Hartley Street East and Bunda Street. Design: safety Alternate routes as per 1990s studies the only Safety is of the utmost importance to the Department sensible options. No corridors achieve desired of Transport and Main Roads and was a key criterion outcomes. The social dislocation, visual amenity, during the alignment selection process. All Cairns disaster and major safety issues associated with a Transit Network planning alignments have been single route confirms it as engineering and planning developed to achieve a high level of safety. Safety will failure. continue to be the number one design criterion in future detailed design phases.
The Department is urged to work closely with the The department will consider any proposals from the Queensland Police to establish a police beat in Queensland Police Service in future detailed design Cairns CBD. phases. Mode issue raised: light rail, heavy rail and rail in general Need to invest in light rail from the outset rather (with In planning the Cairns Transit Network, the 2 spines rather than 1 servicing the southern corridor) Department of Transport and Main Roads has and supported by local bus routes. This would be a considered various modes including light rail, heavy more comprehensive service that would encourage rail and bus. It is acknowledged that each mode has people to use it. A light rail vehicle filled with its advantages and disadvantages, however a bus- passengers is cheaper to run than 2 or 3 buses. The based public transport system is considered to offer cost to build a light rail system is similar to that of a the greatest benefits for Cairns, including: car plus bus alternative. Greater coverage : With a bus-based system, passengers can be picked up in their suburb, at their Rather than being based predominately on buses, local bus stop before joining the priority bus transit proposes rail and bikeways to also be major network. This means the transit network can service contributors to people movement. This providing larger urban areas, whilst also allowing passengers to enjoy a same-seat journey from origin to destination. greater choice for the passenger. This proposal This would not occur if people had to transfer from requires the building of three rail bus transfer stations bus to light rail. at Edmonton, Sheehy Road and Redlynch. Cairns Flexible staging : Bus-based systems can be built in Central remains relatively as is. Reason of so few stages. Priority sections can be built first to bypass stations is to maximise the speed potential of rail. congestion hotspots and remaining sections can be completed over time as required, when demand O-Bahn Busway is proposed due to space exists. constraints in having dual bus lanes and dual train Flexible movement: Bus services are able to move on lines side by side. Width for Adelaide O-Bahn is and off the priority corridor in the case of unforeseen disruptions. The same flexibility does not exist with 6metres. An alternative is to build a busway similar to light and heavy rail as it needs to run on fixed tracks. the SE Busway in Brisbane to have it end near the Buses have the ability to operate on the road surface, Foster Road intersection (where congestion appears travel on steeper grades and turn tighter corners, at the moment). better servicing the entire Cairns population. More capacity : One busway lane in peak hour can In the future the rail line could be extended towards carry the same number of people as nine highway lanes. Because they can run at much higher
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Issues raised by community Response / Action by project team the northern beaches with services from Edmonton to frequencies, bus-based transit systems can Redlynch and Gordonvale to possibly Trinity Park. exceed the carrying capacity of light rail. This option combines the best features of both Better value : Bus rapid transit is generally less expensive to deliver and operate than light rail. Based modes of public transport – that is speed and on recent projects around the world, the average carrying capacity of rail while buses offer flexibility capital costs to construct a full system for bus rapid and convenience. transit can cost less than half the cost of providing light rail per kilometre. For some cities, light rail is suitable as the cost may be overcome in dense urban There is already a rail corridor from south to city areas where it is possible to recoup a significant part centre. Expand this - have parking facilities and of the operating costs from a large number of stations at Gordonvale, Yarrabah Road, Edmonton, passenger fares. However, Cairns is a relatively low White Rock, Portsmith. Buses would only need to go density city and is predicted to remain a relatively low to nearest rail station, not go anywhere near city. In density urban area, with most growth envisaged to city have a number of light rail loops. occur on the city’s edge. This makes bus rapid transit 1. Abbott - Wharf - Grafton McKenzie the most efficient and cost effective solution. 2. Bunda - Martin James Shendon Kenny An attractive bus fleet : Over time the existing bus fleet 3. Bunda Spence Fills - Mulgrave Rd will be gradually upgraded to more modern designed vehicles. New vehicles will be cleaner, quieter and Would the rail line be able to be utilised or a second more sustainable to operate and provide greater rail line from Gordonvale into the city due to this comfort than existing buses. being a large growth area? The existing heavy rail network was considered along Railway track can run along existing one and into with bus and light rail as to which mode would be the Cairns Central. The Southern access can be serviced most suitable for Cairns. The use of the heavy rail by rail. The northern and western by buses. line was not seen as feasible due to the existing and projected volume of freight trains using the corridor. Build a new highway to the east through the The heavy rail line has limited capacity and is mangroves. Include a mono rail from Gordonvale. integrated poorly with residential areas and Large vehicles then come right to the industrial area destinations. For example, the heavy rail line does of Cairns. The existing highway is for connecting the not service Earlville, the central suburbs, TAFE, suburbs. All the above can be done without traffic James Cook University, Smithfield or the Northern delays on existing highway and will cost no more. Beaches. The heavy rail line is a single track with limited passing opportunities. In its current Buses will not serve Cairns’ suburban transport configuration, it is unsuitable to meet the future urban needs. Polluting. Not direct enough. Poorer people public transport needs of the city. The North Coast mover. Best option: two monorail lines – one to Line and Cairns-Kuranda Line will continue to serve Gordonvale and the other to Palm Cove along the important functions for tourism and long-distance coast. There should be public transport directly along freight and passenger services. In comparison, a bus- or close to foreshore. Only monorail can provide it. based system provides greater coverage of the urban areas of the Cairns region whilst allowing passengers to enjoy a same-seat journey from origin to destination, rather than changing from rail to bus.
Whilst rail-bus transfer stations have not been identified as part of Cairns Transit Network planning, the opportunity to integrate with future rail services has not been precluded as the busway is adjacent to the Bruce Highway and north south rail line. Whilst the railway line is located to the east of the highway, it was considered that the busway be best located to the west of the highway as this is where the majority of the residential catchment is located. Whilst it is not envisaged that the rail function will alter to deal with
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Issues raised by community Response / Action by project team local passenger services, clever design could allow rail/bus stations to be effectively integrated under or over the highway if the existing operations on the rail line change.
While an O-Bahn has some similarities with a busway, the bus-based Cairns Transit Network system is considered the most appropriate system for Cairns as it will provide greater coverage, more flexibility, higher capacity, better cost effectiveness and the ability for construction to be staged. Mode issue raised: bus The transit network which is a bus based system is Public transport patronage for Cairns is expected to based on low levels of expected use. Targets increase from about 3.4 million passenger trips a year outlined in FNQ Regional Plan do not provide for the in 2006 to 40.3 million passenger trips a year in 2036. impacts of peak oil and climate change on the This is based on projected growth and targets set by transport sector and the targets stated in the the Far North Queensland Regional Plan 2009-2031 Regional Plan are far too low. This should be for 20% of trips from southern Cairns by public increased from 20% in 2036 to 40%. transport by 2036. City-wide at least 10% of all trips should be on public transport by 2036. To achieve these targets, public transport patronage would need to grow by about 8.6% each year. Since 2001, public transport use in Cairns has grown at a rate of about 6% per year. In some recent years, patronage has grown by as much as 8.5% per year. These statistics show that a greater percentage of Cairns residents are choosing to travel by public transport each year.
At this stage in planning, we have made sure that the Cairns Transit Network can cope with major growth in public transport use. The public transport patronage targets set out in the Far North Queensland Regional Plan are supported by the Department of Transport and Main Roads and are considered appropriate for the region. Meeting these targets is critical to manage traffic congestion and reduce greenhouse gas emissions. Access and transport: park and ride Need ample parking at stations. Potential park and ride facilities have been identified near Thomatis Creek (Captain Cook Highway), Redlynch and Mount Peter. These park and rides As very few will live near bus stops it is important to would serve people travelling from places such as the consider parking areas nearby especially for the ever tablelands, northern beaches and Gordonvale and Mount Peter. increasing elderly population to enable them to access public transport into the city. The existing bus The determination of park and ride sites closer to the route from Palm Cove to the city is infrequently used city has not been considered at this stage. This will be undertaken in future design phases. Experience in as it is too far for most to walk to the bus stop and other parts of Australia shows that park and rides there is nowhere to park if we drive to the stop. close to the city tend to attract commuters from suburbs further out and fill up quickly, taking away vital parking spaces from local residents and businesses. That is why buses will be able to exit and
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Issues raised by community Response / Action by project team access the transit network at numerous locations – so that all areas gain benefits from the transit network and the high-quality bus services that it offers. In addition, qconnect will design bus routes that make it easy for commuters to access the network via their local bus at their local stop. This reduces the need to drive to a station as buses will continue to do their neighbourhood rounds before heading onto the network for a congestion-free run. Access and transport: parking impacts What happens in Cairns City itself? There are not The project team has planned for the new bus enough car parks now. infrastructure in a way that minimises impacts on people’s homes and businesses. In some places in Concerned about the loss of car parking spaces the inner city, this desire to minimise property which are at a premium during the day. requirements means a reduction in the amount of Make city centre car unfriendly - limited expensive local on-street parking spaces. parking - congestion tax. Proposed solution is good However, in a choice between resuming people’s for 10-15 years, public transport will last much longer. homes and businesses or impacting parking, the project team believes the plans strike the right balance and provide the maximum transport benefits for the wider community. Importantly, there will still be a significant amount of parking available in the built-up urban area under these plans, including the new 600 space hospital car park on the corner of Lake Street and Grove Street. Using existing road space for public transport (instead of acquiring properties to build new roads) is a sustainable way to improve the Cairns transport system. Future detailed design and impact management planning phases will consider opportunities to offset any parking losses, in consultation with Council.
Stockland (Earlville) may become a park and ride. This is a detailed design issue. The project team will People will park at Stockland and bus to the city. look to work with the property owner at the time of detailed design to minimise potential impacts.
Investigation should be undertaken to determine if it’s Shields Street is a major east-west connector from possible to remove all the parking from Shields Street Cairns Central shopping centre to the Esplanade and and make it a 'shared way' from McLeod Street to the Lagoon. Inclusion of the transit network within Shields Esplanade, which could be used by buses to join up Street would weaken this major connection. with the existing terminus in Lake Street and the Furthermore, the length of the block from one second most used pick up/drop off area in the CBD, intersection to the next is shorter than that proposed McLeod Street outside Cairns Central Shopping on Lake Street which runs north-south and is Centre. It is envisaged that all busses could use this approximately 200 metres in length compared to east- route then going south via Florence Street / Mulgrave west streets such as Shields Street which is shorter in Road or north via Sheridan or Lake Streets (to length (approximately 100 metres). A shorter length service the Hospitals). This does not require the would require street closures at an intersection which existing taxi rank to be moved. is seen as undesirable for vehicular permeability within the city.
Impact Cairns Transit Network will have on It is acknowledged that the delivery of the Cairns businesses along the route associated with the loss Transit Network will result in parking changes, of adjacent on street car parking requires further particularly in some inner city locations. Future examination. In particular older areas external to the detailed design and impact planning will investigate
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Issues raised by community Response / Action by project team CBD where vehicles initially were not a requirement parking changes for both businesses and residents at time of establishment. Also applicable to and identify possible measures to address parking residential properties. concerns.
Revenue implications for Council associated with the This will be further investigated in future detailed loss of car parking spaces in the CBD needs to be design and impact management phases where car further examined. parking will be considered in greater detail.
Place of assembly is used six days a week with any Future detailed design and impact management loss of car parking impacting upon attendees. What planning will determine the extent of impacts, if any, to will occur if current car parking spaces are sought? individual properties. If car parking spaces are Any reduction in land will have impact upon the required to deliver the transit network, the property operation of services, particularly noise. team within the Department of Transport and Main Roads will liaise directly with property owners to discuss requirements, and if possible, determine a solution that meets the needs of both parties. Access and transport: cycling and pedestrian access To promote mode choice, the detailed design and Agreed. Future detailed design stages will ensure delivery of the Cairns Transit Network (CTN) will that integration of the transit network with walking and need to integrate with planning for walking and cycling opportunities will be undertaken. Walking and cycling. There are opportunities to promote stations cycling are the preferred ways for passengers to as hubs for cycling and walking as well as public access the Cairns Transit Network. The station transport. locations along the Cairns Transit Network will be accessible via the local road network and Make sure to include a wide cycle lane. pedestrian/cycle paths. The determination of end of trip cycle facilities will be considered in future detailed High speed bike path should go into CBD. design stages. It is intended that secure bike racks/storage be provided at key bus stations and/or Need cycle parking at some bus stops (secure locations close to stations. parking) as the bus won’t go close enough to some housing.
All the stations need is good [pedestrian] access and good car parks and bikes.
Earlville station will be further away from Mulgrave Road - further to walk - will need a walkway through Stockland from Mulgrave Road to Ishmael Road.
Lake Street Mall is the second highest utilised City Place will be designed for maximum accessibility pedestrian link after the Queen Street Mall in by passengers on foot and by bicycle. Allowing easy Brisbane. Concern about the impact upon the pedestrian and cycle access to stations is vital to the pedestrian and cyclist community within the success of the station. The department recognises Cairns City by opening up the Mall and establishment this, and proposes wide pedestrian and cycle paths on of the proposed Lake Street alignment. Lake Street and Shields Street to ensure maximum The existing level of service for pedestrian / cyclists connectivity. The provision of high quality pedestrian must not be adversely impacted by the transit and cyclist facilities is paramount to the success of the network. city centre. As a result this will require high quality design treatments to adequately cater for the high number of pedestrians on Shields Street and Lake Street. The introduction of controlled intersections and pedestrian refuges will provide clear areas where east-west crossings should occur. In addition, consideration has been given to cycle movements on
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Issues raised by community Response / Action by project team both Lake and Shields Streets and how this interfaces with a future ‘cycle centre’ which would provide end of trip facilities for cyclists in the city. The department will work with Council and all key stakeholders in the detailed design of City Place. Within the city centre, buses and vehicles will travel in a low-speed environment with delineated crossing points giving priority to pedestrians. This is discussed in detail in the ‘Pedestrian and cycle access’ chapter in the Concept Design Report. Ensuring for the needs of pedestrians and cyclists will be considered in greater detail in future detailed design phases.
It is essential to maintain linkages from The The department recognises the need to maintain good Esplanade through to Cairns Central. Traders in this linkages between the Esplanade and Cairns Central. area should also have suitable access for deliveries Provision has also been made in the design of the and in some cases to their car parks (for example, transit network for loading docks and servicing Council Car Park, Fowler's Financial Building, requirements. The department is working with local laneway next to Orchid Plaza). These businesses will traders and property owners as part of the be required to deal with some degree of conflict, with consultation process and will continue to work with the busway as presently shown. There is also the key stakeholders during future detailed design phases potential disruption of pedestrian movements in an to ensure appropriate linkages and servicing are area, which is critical to access between The maintained or introduced. Esplanade, the main food and shopping precincts and also the City Library and to other areas of the City.
The cycle lane on Lake Street potentially could be Noted. Further investigation at detailed design stages quite dangerous. Attention should be given to will ensure that safety concerns for cyclists and cyclists, however the location of the cycling lane on pedestrians are addressed. the footpath could result in accidents with pedestrians trying to access bus stops on the southern side of Lake Street.
Where parking is only provided on one side of the In inner city locations where the introduction of the Cairns Transit Network, opportunity to cross the Cairns Transit Network will result in parking provided network must be more closely considered. on one side only of a street, the design of the transit network will include legible crossing points so people can safely access parked cars. This will occur at station locations and at regular spacing along the network to provide for a permeable network. Future detailed design stages will investigate the most appropriate places where this will occur based on factors such as safety, need and major pedestrian movements. Access and transport: bus services Need convenient bus links to stations Preliminary planning of bus routes has been considered at a very high level as part of the ‘Public The bus service should be made to run to timetable transport network integration’ chapter in the Concept and not when they feel like. Design Report. However, it is beyond the scope of the concept design study to identity if any existing If you had an express service to the airport that routes will be altered, and what this will mean for would be good. passengers to access their route. As part of future detailed design phases and planning for construction,
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Issues raised by community Response / Action by project team Must have bus service in east Edmonton. detailed investigation will be undertaken as to where routes should service, what interim arrangements may Northern corridor not catering for beaches with need to be made and how all bus services servicing people having to take multiple buses to get to town. It all parts of the Cairns region can benefit from using will take forever to get to the city from Gordonvale. the transit network.
Shuttles from Clifton Beach, Kewarra, Trinity Beach, Yorkeys, Holloways, Machans, Freshwater, E.Hill and other suburbs greater that 1km from a station.
The northern section has more tourist bus runs that cater for tourists and Sunbuses where as the southern section has to rely solely on Sunbus on an hourly basis.
Construction of the Cairns Transit Network may affect the Sun Bus services. Concern exists for people to access the routes to do their daily business; people may have to travel further to access their nominal routes and journeys may take longer.
Where are the school buses in this? School buses may be permitted to use the Cairns Transit Network. This will be investigated in a future planning phase.
In relation to current bus services, the following is Comments have been noted and referred to the suggested: relevant areas within the Department of Transport and • the elimination of Hail and Ride; Main Roads. Future reviews of network operations • better rationalisation of stops (many are very close will consider the suggested improvements. This will together; for example, less than 400 metres walking take place at the time of detailed design, closer to distance between three stops; and require more construction. stops by buses, therefore more travel time and inconvenience etc); • more express and direct services Access and transport: traffic impacts Traffic flow in all corridors is always congested, a bus To ensure Cairns has a balanced transport system based system will not increase flow, but hamper it. that helps maintain its lifestyle, the city needs to take steps now to plan for a better public transport system for the future. Improved public transport will contribute significantly to improved mobility for those without ready access to a private car and cater for those who choose to travel in a more sustainable way. With the Cairns Transit Network, the bus system will be more attractive and buses will bypass congestion, making them fast, frequent and reliable.
There is a real need for an overpass at the entry to A general traffic overpass at the entry to the airport is the airport, crashes, slow lights, etc. If ever a truck outside the scope of the Cairns Transit Network. overturns on this road then no-one can get in or out Comments have been noted and will be considered in of the airport. future road network planning for this area.
The only entrance to our office on-site parking is from Access arrangements with property stakeholders will Lake Street. As this building is on the western side it be confirmed in future detailed design phases. means that we and our tenants have to turn across
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Issues raised by community Response / Action by project team the traffic to enter the driveway. We are the only Cairns’ public transport task is growing and a large building in this Lake Street block north of Shields volume of bus traffic will be required through Cairns Street having to cross the traffic to gain entry to our City in the future to meet this demand. An improved building and our tenant parking. The amount of facility for City Place is required to ensure public regular bus traffic on both sides of the road will be a transport is a viable alternative to the private car, now cause of some concern to us, both in entering and and into the future. The City Place allows for buses departing our premised. We also need to be assured and cars to share Lake Street with vehicles turning left that access to our building will not be restricted in any at Shields Street rather than crossing Shields Street. way. Vehicle movement is provided on Lake Street between Aplin and Shields streets to allow vehicular access to the Council parking station. Is the sacrifice of two way traffic on Lake Street, allowing for a two way busway a necessary compromise? Does the proposed volume of bus The secure taxi rank will be relocated and upgraded to traffic preclude buses and cars sharing roadways up fit in with the redesigned Shields Street precinct. to the point of the existing City Place? This is Further discussions are needed with Black & particularly critical on northern Lake Street due to the White taxis, the police, Council and other interested location of the multi level parking station. parties to determine the design, location and operation of this taxi rank.
The department has been very conscious of the need to design the network in a way which minimises conflicts between different transport modes. This includes ensuring that people can easily access the transit network, cross the network in a safe manner whilst allowing traffic movements to access private properties without significant disruptions. This has been considered in designing the network and will be considered in more detail in later detailed design phases.
Under the current proposal for Cairns City Station, Lake Street is a two-way street and with the the Lake Street North taxi rank will be removed. The introduction of the transit network, two lanes will taxi rank is heavily used particularly by patrons early remain. With right turns being restricted due to Saturday and Sunday morning. Having a safe and median bus operations, this will result in some drivers secure rank which is easily accessible means that having to change the way they may have previously drivers and patrons use the rank. This needs to be accessed their destination. For properties that are factored into redesign of Lake Street. accessed from Lake Street, this may result in some traffic being redirected to the surrounding road It is essential for Cairns to have an outcome that network for a short distance but this is not expected to minimises the conflict between all modes of transport impact on the operation of surrounding streets. and enhances connectivity between land uses within Detailed traffic analysis will be undertaken in future the Central Business District. For the central area impact management phases where potential impacts and North Cairns in particular, the plan fails to allow and mitigation measures will be identified and people to continue to move around easily ‘off’ public addressed. Should any redistribution of traffic result transport. in increased noise near schools, mitigation measures will be investigated as part of a future detailed design phase.
With median bus operations, access is restricted to Whilst some residents may have to travel slightly left in / left out. This raises concerns to the impact further than the current situation, this would not be redistribution of traffic to the surrounding road more than a couple of blocks. What it will mean for
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Issues raised by community Response / Action by project team network particularly in areas such as Cairns North. some residents is a change of which road to use. For Detailed traffic analysis must be undertaken to example, instead of travelling north along Lake Street, demonstrate satisfactory operation of the surrounding residents may have to travel north along Sheridan road network. Increased traffic volumes on other Street and turn right at the appropriate east-west streets may increase road noise and localised air street near their property to allow right turn pollution and decrease learning opportunities should movements into Lake Street at controlled intersections traffic volumes pass by schools. to access their property. The major benefits that the Cairns Transit Network will bring will significantly Concern over amenity impacts associated with outweigh the minor change in travel routes that some restricting access to local streets as residents may residents may encounter. need to travel longer distance to access their properties.
Where median running bus operations exist the Median bus operations do provide for right-turn lanes proposed layouts do not provide for turn lanes, in but not at every intersection. Right-turn movements particular right turn lanes and therefore the capacity have been allowed for at controlled intersections, of the intersection is greatly reduced. An intersection suitably spaced along a corridor to ensure connectivity traffic analysis needs to be undertaken to within a neighbourhood is retained. Detailed traffic demonstrate that affected intersections operate analysis will be undertaken in future impact satisfactorily in the proposed configuration. management phases where potential impacts and mitigation measures will be identified and addressed.
Sufficient and safe U turn opportunities will need to Future impact management planning and detailed be provided particularly where median bus design will determine where U turn opportunities will operations are proposed to facilitate turning need to be provided. This stage of the project is movements. about identifying and protecting a preferred corridor. Access and transport: disability access Concern is sufficient overpasses for invalids. The Cairns Transit Network will be designed to Disability access/breaks in kerb in Cairns. There comply with Disability Discrimination Act standards doesn’t seem to be proper access in many places in and consultation will take place with access groups to Cairns, unlike Brisbane. ensure input from a wide range of stakeholders is considered in the project’s design. Property: impacts You should try to limit the amount of people’s houses The planning of any new infrastructure requires the resumed balancing of benefits and impacts to try to find the best solution for the city as a whole. In this case, the People who have lived in their homes for years don't city-wide transport, economic and social benefits of want to shift in their old age, just imagine what would providing the Cairns Transit Network are considered be involved In the shift, and many of these older to outweigh the impacts on private properties. During residents have ailments, and want to stay put. planning, the Department of Transport and Main Another option should be found. Roads has attempted to minimise impacts on private property as much as possible. The project team believes the preferred alignment strikes the right balance between technical feasibility, affordability and community impacts. Directly affected property owners will be compensated in accordance with the relevant Queensland legislation ( Acquisition of Land Act 1967 and the Transport Planning and Coordination Act 1994 ).
Property resumptions required outside of Council’s The Queensland Government will be responsible for ultimate road planning is expected to be property resumptions required outside of Council’s responsibility of the State Government. ultimate road planning.
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Issues raised by community Response / Action by project team Require dates as to when work will commence The Department of Transport and Main Roads will particular for those property owners who will lose deliver the project in stages. Determination of when their property or have value of home decreased. stages will be delivered will be investigated in future detailed design and impact management planning phases. Until this is undertaken, the department will not know for certain which properties will be required. However, the department has processes and dedicated teams to address the matter of property acquisitions and is able to discuss any concerns with potentially affected landowners.
The busway in Option 1 would sever one of the The location of this station is subject to change as access locations associated with the approved detailed planning continues with key stakeholders. shopping centre [Mt Sheridan Shopping Centre] The department will continue to work with property which would reduce the number of access points stakeholders into the future. from four to three. Property: acquisition Resumption of private property: compensation paid Directly affected property owners will be compensated in accordance with the relevant Queensland must be realistic honest values. legislation ( Acquisition of Land Act 1967 and the Transport Planning and Coordination Act 1994 ). Where possible, the Queensland Government will seek to acquire private properties by negotiated agreement with the affected property owners. Resumption is based on well-established principles of procedural fairness, natural justice, compensation at a fair market price, rights of appeal, prompt settlement and compassion. Compensation is valued at the time of the acquisition and is based on the market value of the property unaffected by the project for which it has been resumed. The usual processes provide for the property owner to obtain independent expert valuation and legal advice at the department’s expense to assist in the compensation process. The project team is dealing individually with potentially impacted property owners. Environment: cultural heritage We have lost heritage buildings in Cairns and the The project team has sought to minimise impacts on CBD is a mess and very dirty and untidy, full of untidy heritage values. While there are a number of places backpackers. listed on the Queensland Heritage Register for Cairns, preliminary analysis suggests that none of these sites is likely to be affected by the Cairns Transit Network. Environment: land use Concerns over the practical implementation of the Future detailed design and impact management proposed routes within the network, particularly planning will address any issues regarding relating to the segregation /dissection of some land segregation of land uses and identify measures to uses. ensure the transit network integrates with adjoining land uses. This may include, but is not limited to, overpasses / underpasses; pedestrian refuges/safety points; landscaping themes and public realm improvements; and ensuring new development provide connections to ensure segregation does not occur.
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Issues raised by community Response / Action by project team The proposed Cairns Transit Network alignment will As the Cairns Transit Network will be built in stages, it need to be reviewed in relation to land use planning, will be necessary for the alignment to be reviewed in further information on physical constraints (especially relation to land use planning, physical constraints and in the Southern Corridor), technological changes etc. changing technology. This will be done in future detailed design investigations and impact management planning. Environment: rural lands Concern about the loss of any good quality Apart from crossing the Barron Delta, the Cairns agricultural land (GQAL). In discussions over Transit Network is only located within the Urban numerous years with various planning bodies in this Footprint as identified in the Far North Queensland regard, commitments were repeatedly given about Regional Plan 2009-2031 . Whilst Mount Peter may the preservation of this land as shown in the regional contain quality agricultural land, the regional plan plan. In our view therefore locating any of the identifies Mount Peter for future growth which proposed infrastructures on this GQAL violates this warrants the provision of high quality public transport. commitment. Environment: flora and fauna Concern about the impact on environmentally The loss of vegetation and mature landscaping will sensitive areas including adjacent mangrove areas in primarily occur at existing roundabouts along Lake Cairns North due to the widening and extension of Street. However opportunity exists for mature Lake Street. landscaping to be provided within the median particularly at station locations due to the staggered arrangement of the stations. Any future landscaping would be in keeping with the tropical character of Cairns and respectful of existing landscaping treatments within the Cairns city centre and Cairns North.
Concern over loss of vegetation and mature A reduction in width along Lake Street, however, landscaping in the City and Cairns North. cannot be achieved as this would not allow for both Recommended that reduction in width required in vehicles and buses to travel along Lake Street. The areas where mature landscaping exists. only opportunity for widths to be reduced is at Further examination as to how this environmental intersections, however this would require the removal and visual amenity impact will be managed. of turning lanes which would reduce permeability throughout this area. Further liaison with Cairns Regional Council and the community will be undertaken in the detailed design stages.
Whilst the level of detail to determine how environmental and visual amenity impacts will be managed has not been undertaken in the concept design stage, this will be addressed in the future impact management investigations. One way to address environmental and visual amenity impacts is to provide landscaping which draws upon local vegetation character to strengthen the sense of place. Such landscaping will help the stations fit in with the look and feel of the local area. Environment: waterways The environmental issues associated with an The Captain Cook Highway crossing of the Barron additional crossing of the Barron River at Stratford River is two lanes in each direction with side would be better dealt with by considering other shoulders to deal with any unforeseen breakdowns. options using the existing road network, not to Considering the role of the highway, it would not be mention the cost of the additional bridge and the appropriate to remove one lane either direction for the associated land resumptions. Cairns Transit Network and reduce the capacity for
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Issues raised by community Response / Action by project team vehicles. As a result a new bridge over the Barron River will need to be constructed for the transit network to ensure the traffic operation of the Captain Cook Highway is not compromised. In the short to medium term buses will continue to operate along the Captain Cook Highway. As a new bridge will need to be constructed for the transit network, it is best located closer to where people live and use the former road corridor which remains in government ownership. Using the former road corridor will minimise environmental impacts. Addressing any environmental issues associated with this additional bridge crossing will be undertaken in future detailed design investigations. Environment: green spaces Green areas in residential areas are becoming all too Impacts on green space have been minimised. rare and to divide a sports field when there are However, some impacts are necessary in order to alternatives seems a little crazy. Most of all we do not provide good public transport services to growing want the park ruined [Kewarra Beach]. communities and minimise impacts on private properties. An alternative option at this location has been developed which integrates with Cairns Regional Council's Transport Network Plan.
Grassy areas have been well used over many years Noted. This will be given further attention in future and should be incorporated wherever possible in detailed design. open spaces as it breaks up the concrete more effectively than trees.
Widening of Lake Street in Cairns North will impact The Department of Transport and Main Roads on the sporting fields located to the east reducing the acknowledges that delivery of the transit network will available space for activity. Any resumptions within have some impacts on the sports fields to the east of this area will potentially have the following impacts: Lake Street. The Department will continue to work in -reduction in the boundary from the pitch to Lake partnership with Cairns Regional Council through Street meaning pitches will need to be relocated future detailed design phases to maximise benefits -reduced space may mean that 3 pitches may not be and minimise impacts. able to be accommodated Environment: sustainability Upgrade of the Bruce Highway will fail to increase the A balanced transport solution is required to deal with proportion of public transport users and increase car the rapidly growing population of Far North usage contradicting objectives of Regional Plan. Queensland. This includes delivering the right mix of Reason for this is that journeys by vehicles will be roads and quality public transport. The Bruce significantly quicker and more convenient than public Highway is a critical transport corridor not only for the transport. Public transport must be placed in a people of Far North Queensland but for inter and intra position of competitive advantage over the private state movement and for freight, visitors and workers. vehicle. This can be done by reducing public By planning now for the future of this major transport travel times in comparison to the private car connection, the Department of Transport and Main which is not being done by the current proposal Roads is putting Cairns on the road to a more particularly with regard to the Bruce Highway prosperous and productive future. upgrade. Whilst the Bruce Highway will be upgraded over time, the Cairns Transit Network will serve the majority of destinations within Cairns and contribute to a lifestyle not totally dependent upon cars. By giving buses their own dedicated space in the transport network, it will
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Issues raised by community Response / Action by project team provide an attractive alternative to the motor vehicle and help meet the Queensland Government’s target of having 20% of all Cairns Southern corridor peak hour trips made by public transport by 2036. Construction: construction Need adequate compensation in case of any damage Assessing potential construction impacts on nearby to my property. Need vibration measuring before properties will be an important part of future detailed during and after roadwork. Need house inspection design and impact management planning phases. before, during and after roadwork (also independent There will be a requirement for buildings and inspection paid by you, by an inspector of my structures up to a specified distance away from choosing). Because the house opposite me will be construction sites to be inspected prior to the start of demolished, I would want a decent sound wall and any works. In these cases, a report is prepared landscaping to be aesthetically pleasing. If we have showing the existing condition of the building. A copy to move out during this process due to dust, noise, of the report is made available to the property owner. access, etc. accommodation, food, etc should be The report is then used as a benchmark in any paid by you. Also any house cleaning inside and out damage claims that may be made in regards to to be paid for by you. construction in the area. Consideration of construction reports will be made during future detailed design phases. The project team will seek to minimise disruptions as much as possible for nearby neighbours during construction. Consultation will continue throughout construction to ensure residents are aware of upcoming works and to address any issues as they arise.
The need for noise barriers will be explored further in future detailed design phases. Social and community: community impacts Social dislocation during construction would be The department will seek to minimise community severe. disruptions as much as possible during construction. Consultation will continue throughout construction to ensure residents are aware of upcoming works and to address any issues as they arise.
Impact on adjacent properties to the Cairns Transit The Concept Design Report contains the results of Network in terms of access, safety and amenity preliminary transport, social, economic and requires further investigation. For businesses this environmental studies. Its aim is to provide enough also includes customer access and loading zone information to allow the state government to preserve opportunities for deliveries. the transit corridors for future construction. More Objection to alterations to pedestrian place CBD. detailed impact management planning will be Pedestrian place should be abolished completely and undertaken closer to the staged delivery of the project. the amphitheatre relocated to the esplanade where This phase will address in detail access, safety and many more could enjoy it. Businesses in the place amenity concerns to address any potential impacts. It have suffered greatly since the opening of the will outline measures that need to be undertaken to pedestrian place. I would like to see the CBD come ensure that construction of the Cairns Transit Network back to life. is performed with adequate consideration to maintaining public safety, property and transport accessibility and address any impacts on adjoining communities from noise and air pollution. Prior to construction a Construction Safety Management Plan will be developed and implemented by the construction contractor to provide adequate safety to students, local residents, visitors and business operators in the area.
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Issues raised by community Response / Action by project team
Planning and delivery of the Cairns Transit Network Future impact management planning will identify may result in people feeling they are not in control of potential social impacts and measures to be employed their environment – consequences may be mental to address any potential concerns. Continual and physical health issues, violence, drugs, alcohol, engagement with the community, in particular property localized rage etc. This needs to be considered by owners / tenants adjoining or acquired for the project DTMR. will be a major priority. Social and community: severance As a long-term Cairns resident I am concerned that a The department recognises the need to maintain good dedicated busway along Lake Street will sever the linkages between the Esplanade and the Cairns city CBD and make too strong a delineation between the centre. The Cairns Transit Network will be designed city centre and the Cairns Esplanade. for maximum accessibility by passengers on foot and by bicycle. Allowing easy pedestrian and cycle access to stations is vital to the success of the project. The department recognises this, and proposes wide pedestrian and cycle paths on Lake Street and Shields Street to ensure maximum connectivity. The introduction of controlled intersections and pedestrian refuges will provide clear areas where safe crossings should occur. In addition, consideration has been given to cycle movements on both Lake and Shields streets and how this interfaces with a future ‘cycle centre’ which would provide end of trip facilities for cyclists in the city. The department will work with Council and all key stakeholders in the detailed design of City Place. Within the city centre, buses and vehicles will travel in a low-speed environment with delineated crossing points giving priority to pedestrians. Providing for the needs of pedestrians and cyclists will be considered in greater detail in future detailed design phases.
The intersections in the northern section of Lake The department recognises the need to maintain good Street, which currently contain roundabouts, will linkages between the differing land uses in the city mostly have to be converted to traffic light controlled centre. The project team will continue to work with intersections. Aside from the enormous cost of local traders and property owners during future installing traffic signals, this predicates a lot of detailed design phases to ensure appropriate linkages additional stop and starts. This would have the effect are maintained. of severing and interrupting the flow of movement between a vast amount of tourist accommodation, the Esplanade and two hospitals from the remainder of the City. Even if the busway can be crossed at the traffic light points, there will be substantially more restricted access compared with what is now available. A compact grid pattern, combined with arcades and linkages across roads have provided ease of movement through the City. The interactions within the network need to be considered in more detail. Project in general: project cost The proposal by the submitter of approximately 90km The Department of Transport and Main Roads is $2.75 billion. The cost of the Bruce Highway believes the preferred alignment strikes the right Upgrade and bus network alone is $2.5 billion. Urge balance between technical feasibility, affordability and the State Government to focus its investment in community impacts. The suggestion to reallocate
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Issues raised by community Response / Action by project team public transport to light and spend money set aside funding from the upgrade of priority sections of the for major road upgrades to light rail. Bruce Highway between Sheehy Road and Ray Jones Drive has been noted. However, these funds have All corridors appear too costly to be constructed been publicly committed by the federal government when required. and the Department of Transport and Main Roads is unable to divert these funds for another use. This is going to cost a fortune and it will still be subject to closure/blockage.
There are a number of challenges that may have The connection of Lake Street to Airport Avenue does implications on cost and deliverability which include: require a new road to be constructed however this has -connecting Lake Street to Airport Avenue been identified for some time in Council’s planning -crossing the Captain Cook Highway and transport documents. -crossing the Cairns-Kuranda railway line on two Crossing the Captain Cook Highway will need to occasions in Aeroglen ensure that traffic operations are not severely disrupted but is necessary to ensure that major attractors along the network are serviced. Due to relatively low frequency of the Kuranda Rail Line, crossing the line twice is not seen as a major impediment to future public transport services that will use this route.
TMR investigate the potential for surplus land at This is an option available to the department which Smithfield within the road corridor to be identified and may be considered at the time of construction. sold back into the market as a tool to assist in offsetting the cost of infrastructure delivery to allow for its timely delivery.
Future capital works program will need to be aware of The Cairns Transit Network will be delivered in stages timing of projects to plan for funding of necessary as needed. By undertaking the planning now, the works and possible cost sharing with Queensland department is able to set land aside to meet the public Government may be required. Some new road links, transport needs of the future. Future detailed realignments that are not identified in Council’s investigations and impact management planning will network planning are expected to be funded by state. provide a greater level of detail as to when different stages of the network are needed. This will be a component of any reviews of the Far North Queensland Infrastructure Plan and Program . This will assist in planning for future capital works programs.
Expected that capital and ongoing maintenance costs Governance structures for the Cairns Transit Network of the Cairns Transit Network infrastructure will be will be developed in partnership with major funded by the State. stakeholders in the future.
A cost benefit analysis needs to be undertaken on all A cost benefit analysis will be undertaken in future options prior to committing to any one solution. From stages when more detailed investigations and designs all of these preliminary plans, there are concerns that have been undertaken. At this stage, the intent is to the costs to implement the plans will far exceed any identify and protect a corridor to meet the public level of government’s ability to deliver them. If the transport needs for the future. community is expected to pay for this infrastructure, then far greater consultation should be undertaken and the community clearly given options for the levels of commitment required.
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Issues raised by community Response / Action by project team Project in general: project delivery Concerned over the timing of the delivery of the Delivery of the busway through Mount Peter is busway. Given that the Mount Peter development is proposed to occur as development occurs. In the proposed to deliver Transit Oriented communities, interim, it is expected that high-quality services from the delivery of a busway 10-15 years after the first Mount Peter will be provided in the initial stages of residents move in will do nothing to change people’s development and run within the local street network travel habits or support the desired number of until the network is delivered. As the Cairns Transit centres. There needs to be high quality, high Network is over 70km in length, the network is frequency ‘on road’ bus services to these future proposed to be built in stages. Priority sections of the residential areas. network will be delivered as funding becomes available and interim measures will be delivered on- road to ensure quality public transport services are provided.
Expenditure of funds should be focused on the Staging of the network will consider serving areas with alignments with the greatest community need and the greatest need but will also consider other factors established population in the short term; and then such as where travel time savings can be achieved, communities such as Mount Peter in the next 15-20 serving major attractors, where cost sharing years. This would be more efficient and population arrangements may be explored and construction would be serviced according to the potential usage sequencing. All factors will be considered to warranted at that time. determine where expenditure of funds should be Suggested sequence for delivery of the transit focused. network: -the Cairns City station to be the first priority -Section N1 be the second priority which connects the area with the highest density of residents, visitors, jobs and services. A hospital station could act as an important hub linking rapid and normal services from the northern corridor and the western corridor. -S2 is viewed as the third priority as has the ability to connect the Earlville shopping centre precinct to Spence Street and ultimately to the CBD. Services could run on Spence Street until a dedicated transit corridor is built. Earlville transit station could act as a hub linking rapid and normal public transport services. S1 appears to depend on S2 occurring first. -S1 is viewed as the fourth priority in a rollout sequence. This services an area of medium employment density and connects Earlville shopping centre precinct to the CBD. -S3-10, S3-11 and S3-12 are viewed as the fifth priority in a rollout sequence. This would better connect (and help activate) the Edmonton town centre to the Cairns Bruce Highway and on to Earlville and the CBD. -S4-01 and S4-02 are the sixth priority in a rollout to connect the entrance of Mount Peter to rapid transit. -W1-01 to W1-06 is viewed as the seventh priority in a rollout sequence. This would connect two major economic activity areas – the Cairns Base Hospital and the TAFE and high school -S3-01 to S3-09 are viewed as the eighth priority in a rollout sequence. This section services the southern corridor of Cairns (including Mount Peter) where
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Issues raised by community Response / Action by project team there is high growth anticipated. The delivery of this section is linked to the funding and construction of the CBHU as part of an integrated transport solution. -Section N2 is viewed as a medium priority overall Project in general: support for Looks good and for future residents and people Noted. visiting Cairns what we need. Hurry up and do it. Station locations are all good. The corridors and stations have been well planned for future need. Work needs to start as soon as possible. Would prefer to see the busway completed first as it would relieve congestion. The busway would cover more areas off the highway and surely Cairns is not big enough to need all those overpasses. The transit network corridors and stations cover the area well and seem well placed. Support for more comfortable, reliable, and frequent bus services as proposed in the Cairns Transit Network. Project in general: project scope Funding secured for the Bruce Highway (understood The suggestion to reallocate funding from the upgrade to be $150million) to be redirected to address of priority sections of the Bruce Highway between congestion through other measures, such as: Sheehy Road and Ray Jones Drive has been noted. - Increase the bus fleet and frequency of services However, these funds have been publicly committed particularly in the south and to Redlynch valley by the federal government and the Department of - Provide a more user friendly system to existing Transport and Main Roads is unable to divert these bus operations including rerouting, renumbering funds for another use. The Queensland Government and rescheduling is investing in upgrades to the bus fleet in Cairns and - Introduce transit lanes on major routes reviews are regularly undertaken to improve services. Invest in planned transit lanes and cycleways rather Introduction of transit lanes is a key component of the as the first step rather than last step in dealing with transit network and may be delivered as part of a congestion. staged approach in certain sections of the network.
Overkill, even for 30 years’ time.
The whole Cairns community would benefit from A balanced transport solution is required to deal with duplication of the Western Arterial Road, rather than Cairns’ rapidly growing population. This includes the funds diverted to create bus lanes only. There is delivering the right mix of roads and quality public no reason that the buses could not share the road. transport. The Queensland Government is planning a dedicated public transport system for Cairns. This will give buses their own space in the transport network, providing an attractive and sustainable alternative to the car. Getting more people out of their cars and onto public transport will help protect the Cairns lifestyle and reduce greenhouse gas emissions into the future.
Footprint of the majority of the Cairns Transit Network Whilst the majority of the transit network is within the is within the road reserve. It is expected that this road reserve, gazettal of the preferred alignment does area be declared by the State to be the responsibility not confer any changes in relation to ownership or of Department of Transport and Main Roads. maintenance. Hence Council roads remain Council roads and state roads remain state roads until funding for delivery is secured. What gazettal does entail is
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Issues raised by community Response / Action by project team that the Department of Transport and Main Roads becomes a concurrence agency where any change to the road network is proposed or where development adjacent to or containing the transit network is proposed. This will allow the department to impose conditions to ensure protection of the transit network. Project in general: planning process More detailed investigation is required for Investigation has been undertaken as part of the reconfigured roadways to ensure sufficient concept design study to determine if there is sufficient carriageway and verge widths can be width in the carriageway for the transit network to be accommodated. This also includes consideration of accommodated. This has included identification of drainage and bridges over creek crossings. potentially impacted property owners who have all been sent correspondence upon release of the draft plans. In relation to drainage and bridge crossings, detailed investigation will be undertaken in future impact management investigations and detailed design to ensure any potential impacts can be addressed at construction.
Concern about the amount of time of consultation Ongoing consultation with major stakeholders and and the amount of information to consider within this property owners adjacent to the transit network will timeframe. occur throughout the entire process. Delivery of the total Cairns Transit Network is expected to take place in stages over the short to long term. Based on the long-term delivery of the entire project, it is recognised that ongoing consultation must occur as circumstances change. Opportunities will exist throughout the project lifecycle for the network to change to address changing needs.
In the detailed planning phase it would be beneficial if Opportunities to influence outcomes will be provided people could have the opportunity to influence and in the future as part of detailed design phases where lobby for personal areas of interest and assist with community involvement will be sought. This will be outcomes on the ground which may enhance feeling undertaken when funding is made available. of well being.
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