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STRATEGIC DIRECTIONS REPORT ROBE TOWNSHIP TRAFFIC AND TRANSPORT REVIEW

August 2013 12‐0344

12‐0344 Robe Strategic Directions Report, Opportunities and Constraints – August 2013 Rev A Document issue

DOCUMENT ISSUE

Revision issue Date Description Approved by

Draft 1 19 July 2013 Draft report AJT

Rev A 16 August 2013 Final report AJT

Disclaimer: This document contains information which is confidential and/or copyright and intended for the use of the client named on the front page of this report. Murray F. Young & Associates disclaims all responsibility or liability of any actions, claims, costs and damages whatsoever resulting from or following upon any reproduction or modifications of these documents, drawings or data contained therein by any other party or application of the said documents or data to other than their original purpose.

12‐0344 Robe Strategic Directions Report, Opportunities and Constraints – August 2013 Rev A Contents

CONTENTS

1.0 INTRODUCTION ................................................................................ 1

2.0 EXISTING ROAD NETWORK ............................................................... 2

2.1 CRASH HISTORY .......................................................................................... 4

3.0 IDENTIFIED ISSUES ............................................................................ 5

3.1 SEASONAL TRAFFIC MANAGEMENT – VICTORIA STREET .......................... 5

3.2 ROBE STREET/MAIN ROAD/SQUIRE DRIVE/VICTORIA STREET INTERSECTION ............................................................................................ 8

3.3 OVERFLOW PARKING ............................................................................... 11

3.4 PEDESTRIAN AND CYCLING ISSUES .......................................................... 13

3.5 ADDITIONAL TOWN ACCESS .................................................................... 15

3.5.1 OTHER CONSIDERATIONS ................................................................................ 15

3.6 ACCESS TO FUTURE RESIDENTIAL AREAS ................................................. 16

3.7 STRATEGIC WAYFINDING SIGNAGE STRATEGY ........................................ 16

4.0 SUMMARY ...................................................................................... 17

12‐0344 Robe Strategic Directions Report, Opportunities and Constraints – August 2013 Rev A Page 1 of 15

1.0 INTRODUCTION

This report documents a review of the traffic and transport issues identified through the investigations associated with preparation of the Strategic Directions Report for Robe. In particular, the report considers issues raised by the community, either through Council or the community consultation process undertaken as part of the overall investigation and considers the merits of the proposed treatments to mitigate these issues.


2.0 EXISTING ROAD NETWORK

The existing road network within the township of Robe is generally a traditional grid network, with some curvilinear roads present to navigate around natural features such as lakes and dune areas. Access to Robe is gained via the Southern Ports Highway. Main Road forms the western leg of the T‐intersection with Southern Ports Highway (northern and eastern legs) and is the only access into the town centre. Main Road is located generally between Lake Fellmongery and Lake Charra to the south, and the fore‐dune area to the north. Main Road forms a four‐way intersection with Robe Street/Squire Drive. The western leg is named as Victoria Street, and is the “main street” into the Robe town centre. Victoria Street continues to the west as Mundy Terrace (to the west of the Bagot Street intersection), before turning south as Lipson Terrace, providing a road connection around the southern perimeter of Lake Butler. Other important roads in the existing network include Lord Syleham Street/O’Halloran Street which provides an east–west link to the immediate north of the golf course and recreational areas, between Robe Street and the south‐western corner of Lake Butler. Robe Street is the key north–south road link in the town, connecting the existing industrial precinct on the southern outskirts of the developed township, to the main access into town (via Main Road/Southern Ports Highway). There are other parallel north–south links, although they generally do not extend any further south than Lord Syleham Street/O’Halloran Street, or are narrow roads servicing residential areas. Figure 1 provides an indication of these roads in the local context.


Figure 1: Existing road network


Outside of the town centre, Nora Creina Road connects to Main Road between Lake Fellmongery and Pub Lake, and is orientated to the south‐east. Wildfield Road connects Southern Ports Highway to Nora Creina Road. The Southern Ports Highway, Main Road and Victoria Terrace/Mundy Terrace are all roads under the care and control of the Department of Planning, Transport and Infrastructure (DPTI). Southern Ports Highway has a posted speed limit of 110 km/h, with 80 km/h buffer zones and a 60 km/h speed limit on the approach to the intersection with Main Road. The 60 km/h limit extends along Main Road to approximately Domaschenz Street where it reduces to the Urban Default Speed Limit of 50 km/h. All other roads within the study area are under the care and control of the District Council of Robe.

2.1 CRASH HISTORY

Crash data for the period from 01 January 2008 to 24 July 2013 for the entire Robe Council area was sourced from DPTI. Analysis of this information indicates that: no crashes resulting in fatalities have been recorded within this period;

there have been a total of 89 crashes which have occurred over the entire Council area;

of the 89 crashes, 61 have resulted in Property Damage Only, 18 in minor injury and ten in serious injury;

of the total number of crashes, 28% were Hit Fixed Object type crashes; 27% Roll Over type crashes and 12% Right Angle type crashes;

within the township, crash types recorded are of the type that would generally be expected within an urban environment (e.g. Right Angle, Side Swipe, Rear End type crashes). Most crashes were isolated – i.e. there was not a concentration of crashes (or crash type) at any one particular location;

only one crash involved a cyclist (at the Victoria Street/Elizabeth Street intersection); and

there were no crashes recorded that involved pedestrians.


3.0 IDENTIFIED ISSUES

The existing road network serving the township of Robe is more than adequate to cater for the estimated permanent residential population of 1,420 people. This permanent population is not anticipated to increase significantly over the next 30 years, and as such the existing road network will continue to adequately service the transport demand for the township. Essential Economics Pty Ltd has estimated that the town’s population increases by 4,750 holidaymakers and other visitors during the Christmas‐New Year holiday period. This influx of people and associated vehicles places pressure on transport associated infrastructure, particularly in relation to parking provision and traffic volumes through Victoria Street. These issues are of greatest concern to local residents, whom perceive these as “problems to be fixed”. A number of proposed “solutions” have been put forward by the community, and these are discussed further below.

3.1 SEASONAL TRAFFIC MANAGEMENT – VICTORIA STREET

Traffic counts undertaken by DPTI in February 2012 indicate an Annual Average Daily Traffic (AADT) volume of 3,600 along Victoria Street (two‐way). While this volume is easily catered for in a capacity sense by a single lane, two‐way road, the community has indicated some concerns, which are considered to be more “amenity” based concerns (i.e. Victoria Street is busy; too difficult for pedestrians to cross; difficult to enter from side roads). A number of proposals have been put forward by the community which are considered below: One‐way traffic flow

The intent of this proposal would be to provide a section of Victoria Street as a one‐way road. This would enable the streetscape to be altered to provide the following benefits:

increase footpath widths to provide greater pedestrian space and outdoor dining opportunities;

retain on‐street parking (with the potential to revise to angled parking to increase the number of spaces provided); and

simplify pedestrian crossing movements, whereby only one stream of traffic would need to be negotiated by the pedestrian (assuming only one traffic lane is maintained).


Constraints to the one‐way proposal would include:

“return” one‐way flow would be via Lord Syleham Street (given there are no satisfactory roads (in terms of width/connectivity) that are located closer/ parallel to Victoria Street). This removes the return traffic away from the main street to residential/open space areas within the town, which have limited attraction to tourist‐type visitors. This may be acceptable for the peak period, however, will be inconvenient outside of this period for locals to access specific facilities within Victoria Street;

there would be few conflicting traffic movements (e.g. turning movements) which would otherwise create gaps in the oncoming traffic stream. This would then make it difficult for pedestrians to cross the road, and would rely on motorists stopping to give priority to the pedestrians. The potential reconfiguration of the existing school crossing (Koala crossing) to a Pedestrian Actuated Crossing (PAC) would create gaps in the traffic stream (when it is activated), as would parking/unparking manoeuvres along the street; and

would need to be a permanent treatment, rather than being implemented only over the holiday peak periods.

Temporary road closure

Sections of Victoria Street could be closed on a temporary basis during peak holiday seasons. The section between Union Street and Bagot Street (approximately 400 m in length) would be considered to be a suitable section.

Union Street is a wide road that could cater for the detoured traffic, connecting to Lord Syleham Street which would then provide access to the western end of the town, with the connection back to the waterfront via Cooper Street or Hagen Street. Hagen Street would be the preferred option, as this route impacts on less residential properties than Cooper Street, passing large reserves and the Star of the Sea Church.

This proposal would provide the following benefits:

the section of Victoria Street is located between two side roads that could comfortably accommodate the diverted traffic volume, as well as providing alternative routes dependant on the end destination. As well, the closure would be over a reasonable length such that pedestrians would be able to comfortably walk from one end to the other;

would provide an opportunity to more effectively use the space near the Tourist Information Centre, and link this to the park/foreshore area opposite; and

could be implemented for discreet time periods, rather than being a permanent treatment.


Disbenefits of this proposal include:

the closure of this section of Victoria Street would impact on the number of on‐street parking spaces that would not be accessible for the duration of the closure; and

general inconvenience associated with travelling between the town entry (via Main Road) and the Tourist Information Centre.

Tourist Information Centre “roundabout”

A suggestion to provide a “civic square” using the open space around the Tourist Information Centre and the foreshore area opposite has been proposed by the community.

To facilitate a more “pedestrian friendly” environment, it has been suggested to use the “triangle” around the Tourist Information Centre to form a “roundabout” in the road network. This would generally provide a single one‐way lane of traffic along Victoria Street (between Bagot Street and Smillie Street) and along Smillie Street (between Victoria and Bagot Street). Bagot Street would remain two‐way.

Benefits of this proposal include:

would simplify the Victoria Street/Smillie Street intersection, by only catering for westbound movements;

would simplify pedestrian crossing movements, whereby only one direction of traffic would need to be negotiated;

road space could be used to provide more of a pedestrian plaza area; and

could potentially be implemented as either a temporary or permanent treatment.

Disbenefits include:

would divert north‐west bound “arterial” road traffic from Victoria Street, to the local road network (Smillie Street and Bagot Street).

In summary, the “temporary road closure” is considered to be the most feasible option, particularly in the shorter term, subject to agreement with DPTI. It offers flexibility in terms of when it is implemented, and removes all vehicular traffic from the closed section of the main street, thereby creating an open, safe space for pedestrians. Additionally, there is the potential that the length of closure could be extended (between appropriate side streets), depending on general community acceptance and observed benefits. Longer term, the “Tourist information Centre roundabout” option should be further investigated, in consultation with DPTI.


3.2 ROBE STREET/MAIN ROAD/SQUIRE DRIVE/VICTORIA STREET INTERSECTION

Robe Street provides the predominant connection from Victoria Street/Main Road to the southern areas of the township, including residential subdivisions and the industrial estate. Squire Drive provides a connection to the Seavu Caravan Park, as well as the eastern boundary of the school, and established residential dwellings to the north of Main Road. A number of commercial vehicles perform turning manoeuvres at this intersection, given the location of the Industrial Estate to the south. Exiting movements during peak periods would be expected to be particularly difficult for these larger vehicles, given the relatively “free flow” conditions experienced by through traffic along Main Road/Victoria Street. A sample turning count was undertaken at this intersection on Friday, 12 April 2013 over the period 7:30 am to 9:00 am which indicated: there are a high proportion of left‐turn movements from Main Road into Robe

Street;

there are a high proportion of left‐turn movements from Robe Street into Victoria Street; and

very few vehicles travel from Robe Street to Squire Drive (and vice versa).

The observations indicated that the intersection was relatively lightly trafficked. Notwithstanding this, possible treatment options that have been considered are described below: Channelisation

Would include the provision of right‐turn lanes on Victoria Street/Main Road, as well as a left‐turn lane on Main Road (for left‐turn movements into Robe Street). This treatment would provide the following benefits:

vehicles on Robe Street and Squire Drive would be able to view oncoming traffic in both directions and have a clear understanding of the intended path of travel of vehicles along Main Road/Victoria Street, as turning vehicles would be able to enter into the turn lane prior to the intersection;

the hold line for vehicles giving way on Robe Street would be able to be located into the intersection, due to the location of the potential left‐turn lane. This would provide drivers on Robe Street with a better line of sight along both Main Road and Victoria Street; and


the channelisation could provide sufficient space within the centre of the road to enable vehicles turning right out of Robe Street or Squire Drive to store in the centre of the road, thereby undertaking the right‐turn manoeuvre in a two‐stage process.

The disbenefits of this treatment are:

channelisation removes the turning vehicles from the through traffic stream along the priority leg. This results in through vehicles being generally unimpeded, thereby reducing gaps in the traffic stream. During the peak period, this may result in through traffic travelling into the main precinct with few gaps, making it more difficult than the current situation for pedestrians to cross the road, as well as vehicles trying to turn out from the side roads onto Victoria Street; and

channelisation would require the position of dedicated pedestrian crossing facilities (e.g. pedestrian refuges) to be located prior to the commencement of the taper of the right‐turn lane. This would result in the pedestrian crossing facility being located approximately 80 m away from the intersection. Such a location would not support pedestrian movement between Robe Street and Squire Drive (i.e. too removed from the direct path of travel). Instead, pedestrians would likely cross at the intersection.

Roundabout

A roundabout concept has been developed by DPTI which indicates the requirements for this type of treatment at the intersection. Figure 2 provides a copy of this design. The proposed left‐turn slip lane from Main Road into Robe Street has been suggested to accommodate B‐Double movements.


Figure 2: Concept design of roundabout (source: DPTI)

A roundabout would provide the following benefits:

controls turning movements of vehicles;

generally slows vehicle speeds through the intersection;

provides an “entry” type treatment which could be used to define the “main street” area of Robe; and

can be designed to cater for the movements of the largest vehicle type (e.g. 19 m semi‐trailer.)

Disbenefits include:

in general terms, roundabouts can be difficult for pedestrians and cyclists to negotiate, however, in this case this may be less of an issue with the relatively low volumes expected at the intersection;

implementation of a roundabout may require land acquisition from adjacent properties; and

the traffic flows on each leg are unbalanced – this will result in the predominant flows (east–west along Main Street/Victoria Street) dominating the intersection and making it difficult for vehicles from Robe Street or Squire Drive to find an appropriate gap in the traffic flow to enter the intersection.


In summary, it is considered that a roundabout would provide an effective form of traffic control at this intersection. It would also provide some form of “entry statement” into the main street area. It is recommended that the DPTI design be reviewed, taking into consideration the following: it is considered that the largest vehicle needing to be accommodated would be a

19 m semi‐trailer, rather than a B‐Double that has been used for the DPTI design. It is understood that the B‐Double design vehicle was used at Council’s request, even though none of the roads are currently gazetted B‐Double routes;

consideration would also need to be given to ensuring the occasional over dimensional vehicle has access to the wharf, and ensuring that such vehicles could negotiate the roundabout when required; and

such a design review will need to consider possible impacts on land acquisition (if any).

3.3 OVERFLOW PARKING

The influx of holiday makers during the peak summer holiday season places pressure on parking around the town centre. While Robe is generally a pedestrian and cyclist friendly environment due to its relatively flat topography, people would also use a vehicle to travel into the town from areas such as Long Beach and the residential development on the southern fringe of the town. There is on‐street parking available on Victoria Street and the roads that connect to it, however, anecdotally the demand for parking spaces exceeds this demand during the extreme peaks. The existing development form in the main retail precinct does not support the connection of shared parking to the rear of these properties. There are one or two parcels of land which may provide an isolated opportunity to provide off‐street parking, although the number of parking spaces able to be provided would be relatively minor. The existing school site provides an opportunity to provide a significant number of off‐street parking spaces within close proximity to the main retail section of Victoria Street. The proposal would be to use the school oval area, with access to Squire Drive on the eastern boundary of the school site. The benefits of this option include: utilises the school oval during the school holiday period;

dependant on the funding model implemented, could provide additional funding to the school;


is located within easy walking distance of the town centre; and

would cater for larger vehicles (such as motor homes) to provide an easier parking opportunity.

Disbenefits of this option include: potential damage to the oval surface (although this could be offset by parking

charges which could be invested into preparing the oval); and

potential vandalism to school property (although this could be off‐set by provision of a physical barrier between the school buildings and the oval).

Other factors to be considered include: liability issues associated with general public on school grounds;

the need to provide parking attendants to supervise orderly parking on the site (and how these staff would be funded); and

the implementation and enforcement of parking controls across the road network to encourage higher turnover rates within the retail precinct and longer term parking to occur at the school parking site.

A parking strategy should be developed, which considers appropriate controls to be implemented across the local road network. A survey should be undertaken during the peak holiday period to determine “duration of stay” in the various existing parking areas across the network. This will provide an indication as to appropriate time limits to be imposed for the on‐street parking areas, particularly in the main retail precinct. Ultimately, Council will need to determine the level of “encouragement” it wishes to implement to persuade vehicle owners to use the longer duration parking on the school oval, with shorter term, higher turnover parking occurring on‐street, particularly closer to the retail areas. Note the parking restrictions would generally be in place over the same holiday period as the school oval is made available for parking. Hence, only temporary parking controls would need to be implemented. Consideration should also be given to providing specific areas of parking to cater for large recreational vehicles (i.e. motor homes, etc.), such that these vehicles can easily park in dedicated spaces. It is considered that areas along Lord Syleham Street/ O’Halloran Street, adjacent to the golf course/playing fields, would be most appropriate. This road has sufficient width, and provides connectivity to the main


retail precinct along Victoria Street via the local roads such as Union Street, Davenport Street and Bagot Street. In the longer term, Council should encourage provision of off‐street parking associated with development particularly along Victoria Street and the linking of this parking across individual properties to provide a high level of connectivity between these parking areas, with pedestrian linkages through to the main street. In summary, a parking strategy should be developed initially which assesses the parking demand, particularly during peak periods. In conjunction with this, negotiation should commence with the school to understand if the opportunity to use the grounds in this manner is possible. If it is, then concept plans for parking on the oval could also be developed, which could also include a drop off area as a longer term benefit to the school, which would enable cost estimates to be developed and funding arrangements to be considered.

3.4 PEDESTRIAN AND CYCLING ISSUES

As discussed previously, Robe is a pedestrian and cycling friendly town, given its relatively flat topography and low traffic volumes (particularly outside of the peak holiday periods). In terms of Victoria Street, both sides of the road are well serviced by generous footpath widths, although some areas are impacted to a degree by portable signage (A‐frames) or outdoor dining facilities. The only formal pedestrian crossing facility is a Koala (school) crossing located near the intersection of Union Street. Other pedestrian crossing movements occur on an ad hoc basis anywhere along Victoria Street, with pedestrians moving between parked cars, which is not considered to be a safe practice. Council has been in negotiation with DPTI to have the Koala crossing converted to a Pedestrian Actuated Crossing (PAC). At the time of the preparation of this report, it is understood a concept plan was being developed by DPTI. Benefits of this proposal include: would provide a pedestrian facility which is always available to pedestrians;

would provide a safe crossing facility for school children;

would provide gaps in the traffic stream along Victoria Street which would assist with pedestrian crossing movements at other locations away from the PAC; and

is a type of crossing facility that is understood by visitors to South Australia, both interstate and international (the existing Koala crossing creates some confusion as


to whether pedestrians or vehicles have priority, particularly when the signals are not operational).

Disbenefits include: local drivers may become complacent which may lead to incidences of red light

running as the PAC would be activated less frequently outside of the peak holiday periods; and

the location of the Koala crossing, (and hence PAC), is somewhat removed from the retail hub where a higher proportion of pedestrian crossing movements would be likely to occur.

Notwithstanding the above, consideration could be given to installing pedestrian refuges at two locations along Victoria Street, generally in the locations around the Elizabeth Street intersection and near the bowling club. A site has also been nominated by the community on Main Street between the supermarket and the Robe Street intersection. While pedestrian refuges provide for easier crossing movements of pedestrians, it should be noted that the installation of this type of facility will require the removal of some existing on‐street parking spaces. In terms of cyclist facilities, bicycle lanes are provided along Main Road to the Robe Street intersection. It is not possible to provide on‐street parking and bicycle lanes within the existing carriageway cross section along Victoria Street. Given the relatively narrow traffic lane widths, Austroads indicates that a 4.0 m wide lane would be desirable as a “shared lane” width. Hence, a longer term opportunity would be to widen the carriageway to at least 12.2 m to provide two 4.0 m wide traffic/shared bicycle lanes and parallel parking lanes of 2.1 m on either side of the road. The impact of such a widening on the available footpath width would also need to be considered. In summary, Council should negotiate with DPTI to have the existing Koala Crossing converted to a PAC as a priority. Additional pedestrian refuges along the main street should also be implemented to assist with crossing movements. In the medium to longer term, Council should consider the opportunity to review the Bicycle Routes and Walking Footways Master Plan prepared by Frank Siow & Associates in 2008, particularly in relation to treating the more complex “missing links”


in both the pedestrian or cycle networks that may require greater levels of investment to address.

3.5 ADDITIONAL TOWN ACCESS

A local issue that has also been discussed for a number of years is the need for an additional town access, particularly to act as an emergency access. This was highlighted by a bushfire event a number of years ago. The proposed route is generally along Beacon Hill Road, located to the south of the existing industrial area. This would then extend out to the Nora Creina Road, connecting to the Southern Port Highway, via Wildfield Road. The benefits of formalising an additional town access are: would provide a more direct access into the existing industrial precinct from the

Southern Ports Highway (particularly from the east);

would provide alternative access to the town in the event of an emergency; and

could reduce the number of commercial vehicles using Main Road.

The disbenefits include: would be expensive to construct (Council have indicated initial estimates in the

order of $5 million);

existing connection of Wildfield Road to Southern Ports Highway is in a poor location, and hence would require significant upgrading to cater for increased traffic volumes;

would not be attractive to use for commercial vehicles travelling to/from the north along Southern Ports Highway, which would continue to use Main Road. DPTI is unlikely to agree to vehicle restrictions (e.g. load limit) along an arterial road to force commercial vehicles to use the second access; and

the industrial precinct is almost at capacity, with a proposed new precinct to be located adjacent to Sandy Lane (in the area adjacent to the airport), and hence the benefit of investment in an additional access road is questionable.

3.5.1 OTHER CONSIDERATIONS

If the main purpose of the additional access is as an emergency access to/from the town, then this could be provided as an unsealed road to a standard that would provide access for light vehicles in such an event. In summary, formalising a second access is not considered to be a high priority, particularly given an informal second access could be provided for emergency


situations. If a new Industrial Precinct is to be developed adjacent Sandy Lane, it is considered a higher priority to invest in the upgrade of this road to provide access. Such an upgrade should consider the requirements to accommodate B‐Double size vehicles within the precinct.

3.6 ACCESS TO FUTURE RESIDENTIAL AREAS

Future residential development is likely to occur in the northern section of Long Beach. The existing Deferred Urban land to the south of Long Beach (on the southern side of Southern Ports Highway) is also likely to be developed. In terms of access to these two areas, a single dedicated road intersection could be provided along Southern Ports Highway for each side. These access points would need to be of a sufficient standard to accommodate the predicted turning volumes, but would likely require dedicated right‐turn lanes as a minimum treatment. Properties fronting Southern Ports Highway should have no direct access to this road, and instead be connected via a local road network to the proposed access roads.

3.7 STRATEGIC WAYFINDING SIGNAGE STRATEGY

It is considered appropriate that Council undertake a strategic wayfinding signage strategy for Robe. The aim of the strategy would be to: provide a consistent signage strategy across the town, in accordance with

appropriate standards; and

provide more positive directions to visitors to the town, especially to encourage the use of Lord Syleham Street/O’Halloran Street by vehicles not requiring access to the main retail area (e.g. cars and boats wanting to access the boat ramp).


4.0 SUMMARY

Investigations associated with the preparation of the Strategic Directions Report for Robe have identified various traffic and transport issues raised by the community. While most issues raise concerns within the local community perspective, the issues are not considered to be “critical” traffic issues (e.g no roads are at capacity, no accident “Black Spot” locations have been identified, etc.). Nevertheless, the identified issues are of concern to the community, with a number of associated treatments considered beneficial. The following list provides a suggested broad prioritised program of works to address those identified issues that are considered worth tackling in the short, medium and longer term. These works are generally considered to be Council responsibilities (in consultation with others such as DPTI). It is noted that funding may not be available to undertake the works/investigations within the timeframes suggested. This program would need to be managed by Council.

Short term (next 1 to 2 years):

convert the Koala crossing on Victoria Street to a PAC;

install pedestrian refuges within the main shopping precinct;

prepare a traffic management plan to enable the “Temporary Road Closure” and implement in the peak holiday season;

revise the design of Robe Street/Victoria Street roundabout and prepare a cost estimate; and

commence negotiations with the school in relation to on‐site public parking opportunity.

Medium term (2 to 5 years):

implement the Robe Street/Victoria Street roundabout;

consider opportunities to provide dedicated “RV” parking locations within close walking proximity to the main street;

undertake a Parking Study during the peak holiday season;

review “Bicycle Routes and Walking Footways Master Plan”, including strategies to tackle gaps in the networks. Continue to implement identified treatments/ improvements;

develop a Strategic Wayfinding Signage Strategy, and implement;

develop concepts for the “Tourist Information Centre Roundabout”; and

undertake works on the school site to enable parking to be provided (assuming it is approved).


Longer term (beyond 5 years):

review standard of “emergency access” track and prioritise upgrade work (if required); and

consider upgrade to Sandy Lane (to align with any rezoning of this land for industrial type use), suitable for B‐Double access.

It should be noted that the access to future residential areas near Long Beach should be the responsibility of the developer, and as such the timing of the implementation will be subject to the timing of the development.

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