wide bay burnett integrated transport plan - background paper/media/projects/w/wide bay burnett...

Background

Background

Background

Background Paper

Paper

Paper

Paper

Wide Bay Burnett Integrated Transport Plan

Have your say on the future of transport in the Wide Bay Burnett region Comments on this Discussion Paper and the accompanying Background Paper should be provided to Queensland Transport no later than 26 October 2007. Questions for the reader are contained at the end of the Discussion Paper. You can answer these questions and/or provide comments on any of the issues raised, proposed actions or any other regional transport matters.

You can provide comments by emailing, faxing or posting your submission to the address and numbers listed below. All comments and submissions will be accepted and considered in the preparation of the Wide Bay Burnett Integrated Transport Plan 2026. Additional copies of the Discussion Paper and the Background Paper are available from the Queensland Transport website www.transport.qld.gov.au or by contacting the Regional Manager Integrated Transport Planning Southern Queensland phone: 07 3317 5425 fax: 07 3117 5419 email: [email protected] post: GPO Box 213 Brisbane Qld 4001

Disclaimer

The Wide Bay Burnett Integrated Transport Plan Discussion Paper and the Wide Bay Burnett Integrated Transport Plan Background Paper have been prepared to assist the development of the Wide Bay Burnett Integrated Transport Plan 2026. While appropriate care has been taken in their preparation, no responsibility can be taken for errors or omissions or for the results of any actions taken due to their use.

Dissemination of the Discussion Paper and Background Paper indicate that issues have been identified and that Government policy and planning is yet to be finalised.

Wide Bay Burnett Integrated Transport Plan Background Paper NOT GOVERNMENT POLICY

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Table of Contents1 Introduction 1.1 Structure of the Background Paper 1.2 Purpose of the Wide Bay Burnett Integrated

Transport Plan 2026

1.3 Scope of the Wide Bay Burnett Integrated Transport Plan 2026

1.4 Developing the Wide Bay Burnett Integrated Transport Plan 2026

2 Overview of the Region 2.1 Regional Strengths & Challenges 2.2 Location 2.3 Wide Bay Burnett Regional and Transport

Planning

3 Moving People 3.1 Key points 3.2 The people and the places Concentrated population Employment Dispersed pattern of small centres Vehicle ownership 3.3 Transport system features Highway network Road network Road network gaps Passenger Rail services Air transport Harbours, mooring and ferries Public transport services Community transport services Health transport Taxis Walking, cycling and mobility scootering 3.4 Issues An ageing population Younger residents Transport disadvantage The mobility impaired Promotion of travel choice Online and home delivery services 4 Moving Goods 4.1 Key points 4.2 The Regional Economy Transport related industry New economic opportunities 4.3 Freight Transport System Features Road freight network Rail freight network Road and rail transport―competition or

complement?

Sea freight Air freight 4.4 Issues Integrating freight movement Responding to industry Funding the impacts of road freight

5 Moving Safely & Sustainably 5.1 Key points 5.2 Road Safety Issues Fatigue management Intersections and towns Road user conflicts Road safety promotion Supporting travel choices Mobility scooter safety Path user conflicts 5.3 Transport Safety Initiatives 5.4 A Sustainable Transport System Fraser Island transport 6 Moving as One 6.1 Key points 6.2 Strategic Road Network Planning 6.3 Land Use Planning Regulation Guidance for transport and land use

integration

6.4 Transport Interchanges Disability Standards 7 Moving Together 7.1 Key points 7.2 Managing the Road Network Roads planning context Guiding Principles for roads planning Roads Alliance Regional Roads Groups Wide Bay Burnett Integrated Transport

Working Group

7.3 Other Partnerships Passenger transport services Transport infrastructure Road safety 7.4 Funding 8 References Appendix ―Selection of youth transport models


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1 Introduction Queensland Transport is preparing the Wide Bay Burnett Integrated Transport Plan 2026 in conjunction with communities and representatives of the Wide Bay Burnett region. The integrated transport plan will guide future transport planning and investment in the region. Queensland Transport has prepared two papers to facilitate the development of the Integrated Transport Plan. The Wide Bay Burnett Integrated Transport Plan Background Paper provides a detailed description of the transport system and associated issues. The Wide Bay Burnett Integrated Transport Plan Discussion Paper is a summary of the transport strengths, challenges and recommended actions for the Wide Bay Burnett Integrated Transport Plan 2026. The purpose of the Discussion Paper is to elicit community and stakeholder views on the issues and actions that should be addressed in the Wide Bay Burnett Integrated Transport Plan 2026. Together, the Background Paper, the Discussion Paper and the results of community, Council and Government consultations will guide the development of the Wide Bay Burnett Integrated Transport Plan 2026. The Wide Bay Burnett Integrated Transport Plan 2026 will be released in 2008.

1.1 Structure of the Background Paper This Background Paper is presented in seven sections.

Purpose, Scope and Process for

the Wide Bay Burnett Integrated Transport Plan 2026

Overview of the region and regional transport planning

Moving People…improving access and mobility and connecting communities

Moving Goods.… improving efficiency and connecting economies

Moving Safely & Sustainably... improving transport safety and alternative transport choices

Moving as One…improving land use and transport integration

Moving Together…improving partnerships and coordination

Questions for the reader are contained at the end of the Discussion Paper. You can answer these questions and/or provide comments on any of the issues raised, proposed actions or any other regional transport matters. Comments should be received by Queensland Transport by 26 October 2007. Additional copies of the Discussion Paper and Background Paper are available from the Queensland Transport website www.transport.qld.gov.au Copies are also available from Local Government offices or by contacting Queensland Transport directly by email [[email protected]] or phone [07 3317 5425 ].


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1.2 Purpose of the Wide Bay Burnett Integrated Transport Plan 2026

The Wide Bay Burnett Integrated Transport Plan 2026 will identify the future access needs for people, places and goods and services and will inform decision makers and communities on ways to manage the transport system for the next twenty years.

The Wide Bay Burnett Integrated Transport Plan 2026 will consolidate and operationalise the transport policy principles and policy actions contained in the Wide Bay Burnett Regional Plan 2007-2026. Importantly, the Integrated Transport Plan will guide transport planning and investment in the region. 1.3 Scope of the Wide Bay Burnett Integrated Transport Plan 2026 The Wide Bay Burnett Integrated Transport Plan 2026 will apply to the area covered by the 22 Local Governments of the Wide Bay Burnett region. The area extends from Cooloola and Kingaroy Shires to the south, Miriam Vale Shire to the north, and Monto and Mundubbera Shires to the West. Map 1 shows the area where the Wide Bay Burnett Integrated Transport Plan 2026 will apply. The Plan will be structured around five outcome areas:

Moving People…improving access and mobility and connecting communities

Moving Goods…improving efficiency and connecting economies

Moving Safely & Sustainably…improving transport safety and alternative transport choices

Moving as One…improving land use and transport integration

Moving Together…improving partnerships and coordination

Wide Bay Burnett Regional Plan 2007-2026 Transport Policy Principles

Connecting People, Places & Activities To ensure that land use and transportation infrastructure development is undertaken in a coordinated manner, and contributes to the achievement of the preferred settlement pattern for the region and underpins a strong regional economy.

Equitable Access to Transport An acceptable level of transport services should be available to all residents, with particular attention paid to the transport disadvantaged, who are most likely to be vulnerable to problems associated with lack of accessibility to services.

Sustainable Transport Initiatives The region’s transport system will give due consideration to avoiding environmental damage as a result of poor planning, work programs and daily operations and activities.

Transport System Efficiency Transport planning within the Wide Bay Burnett regions should encourage the provision and protection of transport services and infrastructure to service the needs of industry and facilitate development that fosters the region’s economic growth

(DLGPSR, 2007:60-64).

Wide Bay Burnett Integrated Transport Plan Background Paper

NOT GOVERNMENT POLICY

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The Wide Bay Burnett Integrated Transport Plan 2026 will consider transport infrastructure, transport services, transport planning, transport information and transport funding.

The Plan will be prepared in association with the Wide Bay Burnett Regional Planning Advisory Group (the 22 Councils, State Government and non-Government organisation representatives involved in planning for the future of the region) and the Wide Bay Burnett Integrated Transport Plan Implementation Working Group (State and Local Government representatives).

As shown in figure 1 below, the Plan seeks to complement the commitments of the Wide Bay Burnett Regional Road Group’s five year works program and other planning processes.

figure 1: relationship between broader works and planning processes

Blue Print for the Bush

Blue Print for the Bush Economic Development & Infrastructure Plan

Wide Bay Burnett Regional Plan

Action 6.1.1a in WBBRP

State Government

Planning & Works

RIP PT regional network plans IPA Planning Schemes

LG Capital Works

Local Government Planning & Works

Regional PlanningState-wide Planning

State Government Direction & Priorities

MRCF Ministerial commitment

Whole of Government Planning

Roads Alliance

Regional Roads Group Regional Roads Group Regional Roads Group

Wide Bay Burnett Integrated Transport Plan

Wide Bay Burnett Integrated Transport Plan Transport Issues

Transport infrastructure Roads Airports and airstrips Railway lines Ports

Transport services Public transport Community transport School buses Walking, cycling and mobility scootering

Transport planning Road safety Integrated land use and transport planning

Transport Information Transport information and coordination

Transport funding Funding and decision making


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1.4 Developing the Wide Bay Burnett Integrated Transport Plan 2026

Table 1 outlines the key milestones and timings in developing the Wide Bay Burnett Integrated Transport Plan 2026. The Plan will be approved by the State Government Cabinet Ministers before its release in mid 2008.

Table 1: Milestones for developing the Wide Bay Burnett Integrated Transport Plan 2026

Milestone Proposed Timing Release of the Wide Bay Burnett Integrated Transport Plan Background Paper & Discussion Papers August 2007

Public submissions accepted in response to the Discussion Paper & Background Paper October 2007

Preparation of the Wide Bay Burnett Integrated Transport Plan 2026 November 2007

Council and Government consultation on the Wide Bay Burnett Integrated Transport Plan 2026 Early 2008

State Government Cabinet and Council approval of the Wide Bay Burnett Integrated Transport Plan 2026 Mid 2008

Release of the Wide Bay Burnett Integrated Transport Plan 2026 Mid to late 2008

Table 2 outlines the proposed contents of the Plan.

Table 2: Wide Bay Burnett Integrated Transport Plan Proposed Contents

Background Purpose and Scope Links and relationships to other Plans and Processes- regional plan, RIP and others Integrated Transport Planning Principles

Regional Overview Regional features- demographics, future development areas, location of trip generators Transport system issues- descriptive maps, challenges and strengths

Action Plans [including actions, timing, responsible agencies] Moving People Moving Goods and Services Moving Safely and Sustainably Moving as One Moving Together

Implementation and Monitoring Funding and resources



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2 Overview of the Wide Bay Burnett region

With an extensive land area and a concentration of population in coastal and rural centres, the region is typified by major centres servicing a vast area of dispersed small settlements.

Map 2 shows the Local Government areas and key transport features of the Wide Bay Burnett region and adjacent regional transport plans.

2.1 Regional Strengths and Challenges

The region’s strengths are:

� Natural assets (coast and country)

� Affordable lifestyle

� Productive farming (citrus, sugar, timber, beef, pork, chicken, horticulture)

� Diverse economy

� Rural processing and other value-adding industry development

� Ports and airports, rail network and highway network

� Strong primary, secondary and tertiary education sector

� Mobilised community service networks

� History of Governments and communities working together to improve quality of life in the region

� Leadership in Government and community

Some challenges experienced in the Wide Bay Burnett include:

� High unemployment

� Ageing population

� Drift of young people away from the region, particularly inland areas

� Small rural centres with declining populations

� Lower wages compared to the south east

2.2 Location

The Wide Bay Burnett Region is bounded by Cooloola Shire in the south, Miriam Vale Shire in the north and Monto and Munduberra to the west. The geographic centre of the region, Gayndah, is 330kms or 4 hours drive time from Brisbane.

The region adjoins the populace south east metropolitan corner of the State and growing economies of Central Queensland and the Eastern Downs. Proximity to the south east creates both issues and opportunities for the Wide Bay Burnett. There are advantages associated with proximity to markets for rural produce and urban services including employment, business, cultural and international and national transport services. However, an inhibiting factor is that the region must compete for transport and other infrastructure investment with the fastest growing region in Australia, South East Queensland. Population growth from the south east is pushing northwards and this population push impacts upon the transport services of the region.



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2.3 Wide Bay Burnett Regional and Transport Planning

In 2002, a Wide Bay Integrated Transport Plan was prepared for the Wide Bay area (10 Local Governments). This background paper reflects on that plan and the Wide Bay Burnett Regional Plan to consider the transport needs of all 22 Local Governments that comprise the Wide Bay Burnett.

A regional planning exercise was recently undertaken in the Wide Bay Burnett to develop a regional plan to guide and manage future development to 2026.

The Wide Bay Burnett Regional Growth Management Framework 2006-2026 (referred to as the Regional Plan) is a product of the cooperation between State and Local Governments and the communities of the region. It identifies a vision and priority actions to 2026.

Transport is a significant component of the Regional Plan. The Regional Plan identifies four transport objectives which are supported by principles and a range of actions to ensure that the transport system meets the needs of the region to 2026.

The preparation of the Wide Bay Burnett Integrated Transport Plan 2026 is one of the actions in the Regional Plan.

Integrated Regional Transport Planning processes have also been undertaken in the regions adjacent to the Wide Bay Burnett. To the south the Eastern Downs Integrated Transport Plan focuses on Toowoomba and the surrounding shires of the Downs, while the South East Queensland Integrated Regional Transport Plan considers the adjoining shires in the Kilcoy-Caboolture area and Sunshine Coast. The Gladstone Integrated Regional Transport Plan considers the transport needs of the Gladstone and Calliope area. Linkages with these plans will be considered in the preparation of the Wide Bay Burnett Integrated Transport Plan 2026.

Figure 2 shows the key drivers and influencers for the development of the Plan.

figure 2: Key influencers and drivers for the Wide Bay Burnett Integrated Transport Plan



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3 Moving People….improving access and mobility and

connecting communities

This section of the Background Paper:

� Describes the settlement and population characteristics of the Wide Bay Burnett region and

� Reflects on the ability of the transport system to effectively move people in the Wide Bay Burnett.

3.1 Key Points about Moving People in the Wide Bay Burnett

� The Wide Bay Burnett has a concentration of population in larger coastal and rural centres and a dispersed pattern of small settlements.

� The Wide Bay Burnett community is predominantly private car dependent. This is likely to contribute to transport disadvantage as older residents continue to grow as a proportion of the population and due to ageing, some residents are unable to drive private transport.

� The transport system in the Wide Bay Burnett is primarily designed to service the major coastal settlements (rail, long distance coaches, Bruce Highway, airports, public transport) and to connect the Wide Bay area to southern and northern communities such as Brisbane, the Sunshine Coast and Gladstone.

� East-West transport connections in the Wide Bay Burnett are less resolved than north-south connections on the coast.

� The rural settlements of the Burnett have more limited transport infrastructure and services than coastal areas, though some rural communities have designed transport solutions such as community transport connections to the coastal centres of the Wide Bay.

� Recent public transport investment in the coastal communities has resulted in increased patronage. The Wide Bay community is responsive to recent improvements in public transport service levels and infrastructure.

� Transport disadvantage is evident for some groups (older and younger people, low income earners and the mobility impaired) and some locations in the region (limited or no public transport coverage in many rural centres).

� Northward expansion of the south east Queensland population into the Wide Bay Burnett region puts pressure on the Bruce Highway south of Gympie, the southern entrances to the South Burnett and transport infrastructure of the region.



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3.2 The People and the Places

Concentrated Population

The Wide Bay Burnett is characterised by growing coastal communities (Bundaberg, Burnett, Hervey Bay and Maryborough) and larger rural centres (Gympie and Kingaroy) providing employment, goods and services to their residents and a network of smaller coastal and rural settlements.

More than 75% of the residents of the Wide Bay Burnett region live in the six (6) most populace Local Government areas. Table 3 shows the percentage of the regional population living in these Local Government areas.

Table 3: Six Most Populace Local Government Areas in the Wide Bay Burnett Region

Local Government Area

Regional Location Population (2005) % region population

Hervey Bay City Southern Wide Bay 51 818 20%

Bundaberg City Northern Wide Bay 46 540 18%

Cooloola Shire Southern Wide Bay 36 658 14%

Burnett Shire Northern Wide Bay 26 961 11%

Maryborough City Southern Wide Bay 25 714 10%

Kingaroy Shire South Burnett 12 745 5%

Totals 200 236 78%

Source: Wide Bay Burnett Regional Plan 2007:9

These six Local Government areas represent less than one third of the land area of the region, but a significant 78% of the population of the region. A total of 200 236 residents of the region’s 256 993 residents in 2005 resided in the 6 Local Government areas shown in Table 3.

It is predicted that there will be a continued concentration of population in the coastal communities of the region with decline of population in the rural areas.

Population projections to 2026 indicate that this population distribution (that is, population concentrated in the coastal centres of the Wide Bay) is likely to continue into the future.

In 2026, it is predicted that almost half of the population of the region will reside in the Southern Wide Bay between Cooloola and Hervey Bay and more than one third (37%) in the Northern Wide Bay between Isis and Miriam Vale Shires.

The current and projected population distribution suggests that the majority of the residents of the Wide Bay Burnett are located within or in reasonably close proximity to centres that provide employment and higher order goods and services, including hospitals, education and public transport.

Employment

Employment and education opportunities for residents of the region are concentrated in the larger centres of the region and areas outside of the region (north to Gladstone and south to Toowoomba, the Sunshine Coast and Brisbane).

There is significant employment growth potential in coastal areas such as Bundaberg (food and beverage industries), Maryborough (marine precinct, rail industry) and Hervey Bay (tourism, aged and health care, retail, education and training) and also in the North and



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Central Burnett (horticulture, timber value adding and tourism) and the South Burnett in areas such as pig, goat, cattle & chicken processing and pilot training/light aircraft manufacture.

There is seasonal employment in some rural centres, particularly in the central Burnett and coastal fringe areas (Munduberra, Gayndah, Childers) to assist the harvest and transporting of agricultural products to southern markets. This employment attracts travellers to the region.

There may be potential for expanding employment opportunities in the mining and minerals sectors in the North Burnett and in the timber industry (including furniture manufacturing) in the Burnett sub-region.

Dispersed Pattern of Small Centres

The dispersed settlement pattern of some of the coastal, coastal fringe and rural areas makes it uneconomical to provide the full range of services for residents in their local communities.

Map 3 shows the location of the region’s centres, major education and health facilities, scheduled public passenger transport service areas, taxi areas and local Home and Community Care transport service areas.

Vehicle Ownership

A review of vehicle registrations (source: Queensland Transport Licensing and Registration Data) indicates a high rate of motor vehicle ownership, excluding farm machinery, in the region per person.

On average in the region, every second person owns a registered passenger vehicle or motorcycle (including children). Of persons over 15 years of age, 65% own a passenger vehicle or motorcycle.

As expected, the ownership rate for heavy vehicles (trucks, prime movers and buses) is highest in the Burnett area of the region. Eidsvold, Monto and Biggenden Shires have the highest rate of heavy vehicle ownership for persons over 15 years at 14%, 14% and 10% consecutively compared to the regional rate of 5%.



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3.3 People Movement Transport System Features

Highway Network

The region’s roads range from long distances of relatively low capacity roads servicing low population rural settlements to dense road networks in the populace coastal communities, highways and freight routes.

The key north-south connectors are the Bruce and the Burnett Highways.

Other important connections in the region are the Isis Highway (connecting south-west communities to the Bruce and Burnett Highways and Bundaberg), the Wide Bay Highway (connecting South Burnett communities (through Goomeri) to the Bruce Highway north of Gympie) and Mount Perry and Kalpowar Roads (connecting communities in the North Burnett to Bundaberg).

Coastal Highway

The Bruce Highway is a major highway connecting the coastal centres of the region. It runs north-south from Brisbane to Cairns, parallel to the coast. The Bruce Highway runs directly through the towns of Miriam Vale, Gin Gin, Childers, Tiaro and Gympie.

There is a turn off from the Bruce Highway to Bundaberg, Hervey Bay and Maryborough and the towns of Mt Perry, Biggenden and Kilkivan. The Bruce Highway accommodates significant local, regional, interstate, tourist, and freight traffic.

The four-laning of the Bruce Highway and improved safety at key intersections such as the Wide Bay Highway (through the proposed Cooroy to Curra deviation) are outstanding issues.

Congestion on the highway from Brisbane to Gympie (a major entrance to the region from South East Queensland) is predicted to continue as the population of the south east expands northwards.

There is a proposal to construct a new road connecting Cooloola Shire (Tin Can Bay) to the Sunshine Coast (Noosa) in the south through state forest. This road (Counter Road) is already used informally. This road would provide a parallel, alternative route to the Bruce Highway, closer to the coast and accommodating tourist and local traffic at the southern end of the region.

Inland Highways

The Burnett and Isis Highways are part of a major inland transport corridor to Toowoomba and southern capitals via the New England, Gore and Newell Highways to Sydney, Melbourne and Adelaide. The Isis Highway connects Bundaberg to the west (Ban Ban Springs and the Burnett Highway).

The Burnett Highway connects the towns of Monto, Eidsvold, Mundubbera, Gayndah, Goomeri and Nanango in the region.

The Wide Bay Highway connects Gympie via Kilkivan to Goomeri and the Bunya Highway connects Goomeri to Kingaroy and Dalby through Murgon and Wondai.

The D’aguilar Highway connects Kingaroy to Nanango through to Caboolture. The Warrego Highway connects Dalby and Toowoomba to Ipswich and Brisbane in the south. Kingaroy is connected to Toowoomba by the New England Highway.

The region lacks resolved direct east-west connections. Consultations with local community representatives identified concern that the current routes do not provide an efficient direct route to the West from Bundaberg to the Burnett and Leichhardt Highways or from Monto to Bundaberg.



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Road Network

Related to the highways is a network of state and local roads of sub-regional significance that connect communities.

Coastal road network

There is some interest in the proposal for a north-south road from the Town of 1770 to Noosa. The function of this road would be a coastal tourist road to connect coastal communities and as an alternative route to the Bruce Highway. There appears to be limited awareness and variable support for this proposal. While significant planning has occurred in the south of the region for one stage of a possible coastal connection (Noosa to Cooloola Shire), investigations for crossings of the Burrum River and the Burnett River (east of Bundaberg) and a possible alignment for a northern section of a coastal road are preliminary.

There is some support for connecting the communities on the coast south of Bundaberg to Hervey Bay with a suggestion for a new coastal road to connect Burrum Heads Road to Goodwood Road (with a crossing of the Burrum River at Buxton). The significance of jet capacity at Hervey Bay airport and the consequent availability and frequency of flights south to Brisbane and Sydney (direct) provides some support for more direct road connection between Hervey Bay and Bundaberg.

Some significant sub-regional connections are Bundaberg to the growing coastal communities of the Burnett Shire (Elliott Heads Road, Bundaberg-Bargara Road, Moore Park Road and others). There is pressure for comprehensive road network planning and the four-laning of connections to Bundaberg to provide clarity and to service current and projected growth.

Another significant connection is the Maryborough to Hervey Bay Road. There is interdependence between transport services in the two communities that is facilitated by the connecting road. The Maryborough West railway station is serviced daily from north and south of the region with coach connections to Hervey Bay. The connection is particularly significant since the upgrading of Hervey Bay airport in 2005 and the cessation of scheduled passenger flights at Maryborough airport in late 2006.

Inland road network

The Eidsvold-Theodore Road is an external connection of variable quality. It connects the region to communities of Western Queensland. The Eidsvold Shire Council has recently sealed the section of the road that traverses the Shire. These works were financed with combined Commonwealth, State and Local Government funds. This achievement demonstrates the potential for small Councils (rates and population) of the region to undertake regionally significant road works through a cooperative funding and planning model.

The Mundubbera-Durong Road connects the citrus growing areas to the southern highways and markets. There is pressure to upgrade this road for a more direct route south from Mundubbera and northern communities to the southern highways. The need for a replacement bridge at the Boyne River is an ongoing concern.

The Murgon-Gayndah Road is an important connection for the carriage of livestock (such as cattle and pigs) to processing facilities in the South Burnett.



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Road Network Gaps

Identified gaps in the regional road network include:

� A coastal connection, parallel to the Bruce Highway for tourists and local coastal residents. The proposed coastal connection has gaps from Cooloola to the Sunshine Coast (corridor has been identified but, no construction timetable) and from Hervey Bay to Bundaberg (no corridor identified and Burrum River crossing a major gap)

� Bruce Highway bypasses north of Maryborough to the Maryborough-Hervey Bay Road and east of Maryborough to the Maryborough-Cooloola Road

� Maryborough-Hervey Bay Road (needs duplication)

� Childers Bypass (potential, if growth in road freight continues as expected)

� Bundaberg west to the Burnett and Leichhardt Highways (a more direct route)

� Bundaberg to Monto (more direct route).

In addition, there are some key unsealed sections of road in the Wide Bay Burnett that represent gaps in an effective road network. These roads are:

� Monto-Perry Road

� A Cherboug to Wondai connection

Additionally, some roads are not equipped to handle the carriage of B-Doubles, caravans and other tourist vehicles, school buses and local vehicles. Road safety and road user conflicts are a concern in the region.

Changes in the movement of agricultural products resulting from the deregulation of the sugar industry, increased on-farm processing and packaging and the potential harvest of forests on private land will result in some local roads in the region being increasingly subject to road freight movements. This issue is discussed in more detail in the Moving Goods section of the background paper.

Key issues—Road Network

The road network issues identified in this Background Paper are being addressed by the District Office of the Department of Main Roads and most are incorporated in the Roads Implementation Program.

Moving people can be more dangerous when road use is beyond the intended capacity or the design of roads and intersections.



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Passenger Rail Services

Map 4 shows the location of the North Coast passenger railway stations and the inland long distance bus services that connect the rural to the coastal communities. There are 5 long distance passenger rail services operating on the north coast line and 4 of these services travel the length of region. The services are the Cairns Sunlander, Cairns Tilt Train, Rockhampton Tilt Train, Spirit of the Outback and the Bundaberg Tilt Train (terminating in Bundaberg).

The current long distance rail service timetables tend to serve a tourist, rather than a commuter market as they do not facilitate north-south travel in the region on the same day. In addition to the long distance services, the City Rail network connects Gympie to Brisbane and the metropolitan area of South East Queensland.

The Sunlander service travels through the Wide Bay Burnett region from Brisbane to Cairns on Sunday, Tuesday and Thursday and from Cairns on Wednesday, Friday and Sunday. The Sunlander service stops at:

� Gympie north (courtesy coach connections)

� Maryborough West (courtesy coaches and a trainlink bus connection to Hervey Bay)

� Bundaberg

� Miriam Vale.

A total of 30 tilt train services travel through the Wide Bay Burnett region each week. 15 service travel northbound and 15 services travel southbound. Tilt train services stop at:

� Gympie North (courtesy coach connections)

� Maryborough West (courtesy coaches and a trainlink bus connection to Hervey Bay)

� Howard

� Bundaberg

� Miriam Vale.

Of the 30 services:

• 9 weekday services originate or terminate in Bundaberg

• 15 services originate or terminate at Rockhampton (8 northbound and 7 southbound) travelling through the region stopping at all 5 stations (there is no Saturday northbound service).

• 6 services to and from Cairns travel through the region stopping at all stations except Howard.

The Spirit of the Outback service travels on the north coastline to Rockhampton, then west to Longreach with a bus connection to Winton. The service traverses the length of the Wide Bay Burnett region travelling from Brisbane to the north on Tuesday and Saturday and from Longreach to the south on Monday and Thursday. The service stops at:

� Gympie North

� Maryborough West

� Bundaberg

� Miriam Vale.

Queensland Rail patronage figures for 2005 and 2006 indicate that most passengers board and alight at Bundaberg railway station and the most popular service for all passenger



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movement is the Rockhampton Tilt Train. Between 2005 and 2006, there was a slight increase in passengers boarding and alighting at Miriam Vale station (1.4%). This increase reflects increased passenger movement for the Rockhampton Tilt Train and the Spirit of the Outback. For the same period, there was a slight decrease (2.1%) for passengers at Gympie station reflecting declining patronage for the Townsville Sunlander and all Tilt train services.

There is disparity in fares between the Sunlander, Tilt Train and City Train services from Brisbane to Gympie North. To travel from Brisbane to Gympie on the City Train service costs a maximum of $17.40 (zones 1-23), while the same journey on the Sunlander and the Tilt Train costs $39.60. The travel time is comparable for each service. However, it should be noted that a higher level of staffing, service and facilities is provided on the long distance trains.

The Mary Valley Heritage Railway operates the “Valley Rattler” from Gympie to Dagun, Amamoor, Kandanga and Imbil. This tourist service offers rides by steam train or vintage rail motor.

Key issues—Passenger Rail Services Due to the timetable of northern and southern train trips (Sunlander and Tilt train) it is not possible to travel north within the Wide Bay Burnett region and back within a day.

Air transport

Airports

In its assessment of the north coast transport corridor, AusLink found that air transport is expected to grow rapidly (average over 5% per annum) and expand its dominance of the long distance passenger travel market (Auslink, 2006:6).

There are three regional airports, a small airport and a range of air strips in the Wide Bay Burnett region. The airports are located at:

� Maryborough

� Hervey Bay

� Bundaberg

� a smaller airport at Kingaroy.

The Wide Bay Burnett region has been identified by the State Government (Department of State Development, Employment and Industrial Relations) as a Centre of Enterprise for aviation. The State’s Centre for Enterprise for aviation initiative complements the Wide Bay Burnett Aviation Investment and Reinvestment Action Plan. The Wide Bay Burnett aviation



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industry includes airports, airstrips, research facilities, light aircraft manufacture, maintenance and pilot training and aviation related industry parks at the key airports.

The recent upgrade of the Hervey Bay airport to jet status enables direct scheduled flights from Sydney and other southern capitals to the region.

Scheduled passenger air services operate from Hervey Bay and Bundaberg airports.

Hervey Bay Airport services business travel, tourist travel and general passenger services and receives interstate flights. There are regular daily services to Sydney. There are at least 2 passenger flights departing and arriving in Brisbane daily with connecting flights to Melbourne. For booking purposes, the Hervey Bay airport destination is known as ‘Fraser Coast’. This is an indication of the significance of Fraser Island to the marketing and profile of Hervey Bay. The Hervey Bay airport also provides small regular tour and charter flights to a number of tourist locations including Fraser Island and Lady Elliot Island. The Hervey Bay airport site is physically constrained for expansion to meet projected demand in the region.

Bundaberg Airport services regular passenger and charter services with over 50,000 people passing through the terminal annually. Bundaberg has one hour commercial flights to and from Brisbane. There are currently plans to upgrade air facilities at Bundaberg Airport to accommodate jet aircraft and new terminal facilities. The Bundaberg City Council has resolved to lengthen the runway at a cost of $7 million and to construct a new terminal at a cost of $17 million to reinforce the airport’s position to service the Northern Burnett.

Maryborough Airport has no scheduled flights to Brisbane or other ports. The operator, Sunshine Express Airlines ceased scheduled flights to Maryborough and Hervey Bay from Brisbane in October 2006. The airport is currently negotiating with airline operators to reinstate scheduled passenger flights. Maryborough is serviced by the Sunlander and Tilt trains. Proximity to Brisbane (short flying distance of 45 minutes) and jet capacity of the nearby Hervey Bay airport (previously smaller aircraft flew Brisbane-Maryborough-Hervey Bay) conspire against passenger scheduled services from Brisbane to Maryborough. Travellers can get buses to Hervey Bay airport from Maryborough.

Gladstone Airport to the north of Wide Bay Burnett region offers commercial flights north and south. The airport is in proximity to the North Burnett communities (it is a one hour drive from Miriam Vale).

Kingaroy Airport has no commercial services but is positioning itself as a location for aircraft manufacturing with potential for international pilot training. Kingaroy Airport is known internationally for its developing Unmanned Aerial Vehicle (UAV) test facility (Australian Research Centre for Aerospace Automation) that supports a number of national and international UAV development projects.



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Key Points―Passenger Air Transport Services

To continue to service demand for air transport services, there is need for a regional airport in the Wide Bay Burnett region. Sites are currently being investigated for a regional airport with capacity for freight flights.

Concern has been expressed that none of the airports in the region provide travellers the opportunity to fly north without first travelling south via Brisbane.

Airstrips

The region has a number of airstrips, generally located in smaller rural centres. The availability of some of these airstrips is restricted in poor light and inclement weather. Airstrips are located at:

� Fraser Island

� Nanango

� Wondai

� Cherbourg

� Mundubbera

� Gayndah

� Eidsvold

� Monto

� Mt Perry

� Biggenden

� Gympie

The purpose of these airstrips is generally health transport (Royal Flying Doctor Service) and small aircraft charter flights. Recent upgrades at many of these airstrips through the Queensland Transport Rural Airport Development Scheme have improved access and safety.



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Harbours, Moorings and Ferries

There are a number of recreational and commercial boating infrastructure and facilities throughout the Wide Bay as well as boat ramps on major watercourses and dams throughout the Wide Bay Burnett region.

There is strong support for recreational boating with the largest recreational boating facility in Queensland (including two four-lane boat ramps) located in the region at Urangan Boat Harbour. The continuing challenge is to maximise opportunities for recreational boating within the constraints of the region’s sensitive coastal and marine environments.

Queensland Transport provides funding for public recreational boat launching facilities. Queensland Transport, Councils and private operators provide barge ramps, marinas and boat harbours. These marine facilities offer safe harbour and port facilities for yachts other boat travellers, trawlers and fishing vessels.

The marine infrastructure of the Wide Bay is currently being investigated through the Departments of State Development and Innovation and the Office of the Coordinator General. A Wide Bay Marine Infrastructure Plan will assess the capacity of existing marine infrastructure and identify possible new sites considering environmental, transport and land use opportunities. The plan will prioritise public and private marine sector needs to facilitate growth, development, efficiency and marketability for boating in the Wide Bay. The Wide Bay Burnett Integrated Transport Plan 2026 will take into account the recommendations of the Wide Bay Marine Infrastructure Plan.

Table 4 discusses the facilities and services offered at the harbours and marinas in the region.

Table 4: Harbours and Marinas in the Wide Bay Burnett Region

Harbour/Marina Facilities and Services Issues

Port of Bundaberg Bulk goods handling Expansion of the Port for bulk goods. No regular ferry services.

Burnett Heads Boat Harbour

Marina, trawler base and pile moorings

There are daily cruises to Lady Musgrave Island.

Port of Maryborough Marinas, slipway, chandlery

Currently used only for tourism and recreation. Profile could be enhanced with development of the marine industry precinct.

Urangan Harbour, Hervey Bay

Marina and residential tourism complex, barge ramp, slipway, whale-watching tourism terminal, Queensland’s largest recreational boating facility.

Currently (May 2007) a request for expressions of interest have been issued by the Queensland Government for the expansion of the boat harbour.

Snapper Creek Boat Harbour, Tin Can Bay

Marina, slipway, commercial trawling, public boating facilities

Currently (May 2007) a proposal for the development of a 240 berth marina is before State and Local Government.

Mid-town Marina, location

Marina, trawler facilities

Town of 1770 Marine facilities

Elliott Heads Marine facilities

Mary River Marina Maryborough

Marina and Chandlery on Maryborough city reach

Seeking Local Government approval for redevelopment including expansion.

Foreshore Marina Marina on Maryborough city reach

Under construction and will eventually be 140 berths.



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Ferry Services

There are 5 ferry services to Fraser Island. They depart from North Head, Urangan Boat Harbour (3 services) and Rainbow Beach. These services primarily carry tourists, though some workers on the Island also travel by ferry. Ferries also service Lady Musgrave Island, whale watchers, divers and Great Barrier Reef tourists.

Local ferry services include a barge service from Burrum Heads that picks up passengers at Walker’s Point (once a week). The operators have a permit to use the Queensland Transport boat ramps at these locations to load and unload passengers with a disability. If development in the area continues at the current rate, the Burrum Heads-Walker’s Point service could develop to a regular passenger service and this will require barge landing facilities.

Key Issues―Water Transport

In the future there may be potential for ferry services to link public passengers from Maryborough to Hervey Bay. The passage is protected and there is local advocacy for a service. This may be a future transport option to connect these two centres. Demand for the barge service at Burrum Heads needs to be monitored to ensure that adequate landing infrastructure is provided for passengers.

Public Transport Services

Public transport services in the region include urban bus services in Bundaberg, Hervey Bay, Maryborough and Gympie/Tin Can Bay. Map 3 shows the public transport coverage in the region.

Though the community is highly reliant on the private car, recent investment to enhance public transport services and infrastructure has resulted in increased patronage, particularly by pensioners. Recent enhancements include:

� Maryborough to Hervey Bay bus increased to hourly service weekdays

� Improved Saturday services for Maryborough, Hervey Bay and Bundaberg

� New service connecting Burrum Heads and Toogum to Hervey Bay

� Bundaberg to Bargara service increased to hourly weekdays

� Hervey Bay services have been increased to hourly (route 16) and one service has been doubled (route 18)



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These service enhancements have proven that, with other factors such as population growth and aged population, the coastal communities of the Wide Bay Burnett respond to improved public transport services by using the service.

In March 2007, a 12 month flexible transport service commenced in Hervey Bay (Point Vernon/Pialba). The Kan-Go bus service will replace the existing route 14 Point Vernon to Pialba service for the trial period. Passengers can ring a free number 15 minutes prior to departure and book the bus. The passenger will be picked up at their home or nearby. The service will operate Monday to Friday from 8.00am to 6.00pm. The service operates with a mapping system on the bus that adjusts the routes to pick up passengers at or near their homes.

Kingaroy has lobbied for a public transport service; however, the small local population (just over 7000 people) will inhibit the establishment of an effective service. Initial services would need to be limited to one or two routes a couple of times a day.

While urban services are provided within some centres, sub-regional public transport services between related communities within the region are limited such as:

� Cherbourg to Murgon (taxi only)

� Monto and Eidsvold to Bundaberg (once a week)

� Monto to Maryborough (twice a week).

Regular Bus Services

Regular bus services are generally restricted to the urban bus networks in the larger towns and cities, as well as long distance services which exist generally along the coastal fringe. Details of all scheduled bus services are provided in table 5 below. The table includes urban bus services, community transport services and long distance coaches as these service types contribute to the movement of public passengers in the region.



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Table 5: Bus Services in the Wide Bay Burnett Region

Operator Area serviced Frequency of service

Duffys City Buses (Bundaberg City)

Bundaberg and Bargara Daily

Stewart & Sons Moore Park, Innes Park, Coral Grove, Kepnock and Elliott Heads to Bundaberg

Monday – Saturday

Wide Bay Transit Maryborough and Hervey Bay Daily for Maryborough to Hervey Bay and Monday to Friday in Maryborough

Polleys Gympie

Tin Can Bay

Monday to Friday

Callide Coaches Biloela to Maryborough via Monto, Eidsvold, Mundubbera, Gayndah, Biggenden and Childers

Return services Wednesdays and Fridays

Jena Boran Bus Service Mundubbera

Mundubbera to Bundaberg via Gayndah and Biggenden

1 return service every Thursday

Eidsvold Community Bus (Wakka Wakka)

Eidsvold to Bundaberg via Mt Perry with Monto connection


G & D Ross Bus Charters

Cracow to Maryborough via Eidsvold, Mundubbera, Gayndah, Biggenden and Childers (for Cracow mine)

Tiaro to Maryborough

Wednesdays


Great Way Coaches Toowoomba to Gympie via Nanango, Kingaroy, Wondai, Murgon, Goomeri and Kilkivan

Twice daily

4 days per week [Monday, Wednesday, Friday, Sunday]

Brisbane Bus Lines Brisbane to Murgon via Yarraman, Nanango, Kingaroy and Wondai

1 -2 return trips per day

6 days a week

Greyhound Australia Brisbane to Cairns service with stops at major centres including Gympie, Tiaro, Maryborough, Hervey Bay, Childers, Gin Gin and connections to 1770/Agnes Water and Rainbow Beach

Byron Bay to Hervey Bay via Gympie, Rainbow Beach, Tin Can Bay, Maryborough, Pialba and Hervey Bay

Daily 4 times a day each way

Daily once a day each way via 1770/Agnes Water and Rainbow Beach

Daily once a day

Premier / Pioneer Motor Service

Brisbane to Cairns service with stops at major centres including Gympie, Maryborough, Hervey Bay, Childers, Bundaberg, Miriam Vale

Once each way daily

School Bus Services

School buses are provided to transport primary and secondary students to their closest school. Many students are eligible for free bus transport if they reside distant from their closest school (3.2kms for primary and 4.8kms for secondary State School students). In the absence of other formal passenger services, school bus operators are seen as a possible provider of ‘public’ passenger transport.

The availability of the school bus for public transport depends on the availability of seats. Additionally, school buses operate according to school schedules and are only available to public passengers during school semesters. Their routes are also designed to meet the



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needs of the students travelling on them. These factors work toward limiting their potential as a regular provider of public transport.

The utilisation of school buses for public passengers could also be inhibited by the Disability Standards for Accessible Public Transport 2002. These standards establish minimum accessibility requirements to be met by transport providers. While dedicated school bus services are exempt from the standards, if the school bus service was to carry public passengers, then the accessible disability standards (including boarding devices, waiting areas, doorways, controls, symbols and signs and other items) may apply.

Key Issues―School Bus Services

School buses are a transport resource widely distributed across the region and their potential use as public passenger transport should be investigated.

Community Transport Services

The comparatively large population of coastal and near coastal towns enable the provision of public transport services in these centres. However, the dispersed small coastal and rural settlements with significant distances to higher order goods and services can not be efficiently serviced by standard public transport services.

A possible solution to the transport disadvantage of some of the communities in the northern, central and southern Burnett and sub-coastal areas is community transport services. Community based transport needs are those not met by the use of private vehicle, public transport systems or walking or cycling (Queensland Transport, 2006:10)

Community transport services include Home and Community Care funded local transport services (typically door to door transport service to day respite centres), regional community transport (see Table 6) and courtesy buses such as those typically operated by service clubs (such as RSL and others), church groups and others. Together these transport services make a significant contribution to the community transport task, particularly for older residents.

Recent research undertaken by Queensland Transport indicates that older residents in the region regularly access the local community transport services. In particular, residents of the small rural centres (typified by Monto) are heavily reliant on local community transport.

Table 6 shows the regional community transport services available in the Wide Bay Burnett.

Table 6: Regional Community Transport Services in the Wide Bay Burnett Region

Service Eligibility Coverage Resources Provider

Southern Burnett Community Integrated Transport Service (SBCITS)

Home and Community Care Clients- not major medical or emergency trips

South Burnett region (door to door)

3 station wagons

1 bus

(volunteer drivers)

Graham House (funded by Home and Community Care program)

BIEDO North and Central Burnett Community Transport Services

All community members

Mundubbera to Bundaberg (door to door)

Eidsvold, Monto, Perry to Bundaberg (door to door)

Community car on a needs basis

1 bus

1 community car

(volunteer drivers)

BIEDO (funded by Queensland Transport)



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South Burnett Community Integrated Transport Services (SBCITS)

The SBCITS is funded by the Home and Community Care (HACC) program and is operated by Graham House (a non-Government service provider in Murgon) with an office in Murgon and Blackbutt and support with coordinating volunteer drivers from a service in Kingaroy.

The SBCITS has a pool of vehicles (wheelchair accessible bus and station wagons) but provides direct transport as a last resort.

The service assists clients to access existing transport resources (family and friends, scheduled public transport and existing community transport). The service produced a South Burnett Transport Directory with information on transport schemes and subsidies, hospitals and medical facilities, bus services, bus and taxi information, rail, school bus and other transport services.

The service provides direct transport to about 50 clients per week which is an indication of transport need that can not be met by existing transport resources in the South Burnett.

The north and central Burnett community transport service is for all members of the community and is a response to the isolation of the rural settlements of the sub-region and the need to connect to coastal, higher order health and other services.

BIEDO North and Central Community Transport Service

The north and central Burnett pilot community transport service operates three services―two bus services and a community car service. The services connect inland Burnett communities to Bundaberg.

Community transport appears to be an increasingly preferred solution to the provision of public passenger services in rural communities across Australia. For example, the Victorian Government’s Transport Connections grants program is intended to support local communities to design tailor made solutions to their transport problems. Similar to Victoria, the Queensland Government’s Blueprint for the Bush strategy incorporates a community transport grants program.

In the Wide Bay Burnett, the Blueprint for the Bush strategy and grants program covers many Local Government areas (excluding coastal areas).

Some characteristics of the Wide Bay Burnett region that are favourable to the adoption and expansion of community transport services are:

� precedent for working together for community transport solutions (Local Governments, non-Government organisations, Queensland Transport and bus operators)

� dispersed, small rural settlements with limited transport services

� higher order goods and services concentrated in larger centres with defined service catchments (known common destinations)

� existing, effective community transport services

� ageing of the population compounding transport disadvantage for this group, particularly in declining rural centres and

� drift from rural settlements compounding locational disadvantage for some areas (loss of local retail, medical and other services) and making commercial services unviable.

Health Transport

There are large general hospitals in Kingaroy, Gympie, Bundaberg, Hervey Bay and Maryborough which provide a range of specialist, in-patient and other services. There are smaller hospitals in the other centres. General Practitioner services are provided throughout the region.



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The region has a range of transport services (public transport, Queensland Ambulance, community transport, taxis, private buses, Queensland Health courtesy buses) to assist travellers to access medical and health related services.

In 2005, Queensland Health profiled the sub-regions of North and South Burnett and identified gaps in transport services to access health services. The key findings of this research are:

� under-utilisation of the Queensland Ambulance Service for non-emergency medical transport in the north Burnett

� no air passenger services at the local airstrips in the Burnett, however, it was noted that Royal Flying Doctor Services use the air strips, within the constraints of lighting and weather.

� Burnett residents with no transport can be stranded upon discharge from hospitals in Bundaberg and Brisbane. The Biloela to Maryborough Callide Coach service includes the Maryborough Hospital as a stop, though the service is limited- arriving at the Hospital from Biloela at 11.20am and leaving from the Hospital for Biloela at 3.05pm each Wednesday and Friday only.

� Queensland Health owns and operates a courtesy bus in the South Burnett for health facility and residential care clients (Queensland Health, 2005:63-68)

The Queensland Health report, consistent with consultations in the region, also identified poor communication and limited information as inhibitors to effective health-related transport. Issues include:

� a lack of transport coordination

� a lack of knowledge of transport subsidies and entitlements for patients and their families

� a lack of knowledge among health professionals of the role of the Queensland Ambulance Service and other health transport for non-emergency transport

� hospitals with inconsistent approaches to identifying the transport needs of patients on discharge from hospital.

Queensland Health has initiated health related transport reference groups for health districts in the Wide Bay Burnett. These reference groups include Queensland Health, Queensland Transport and Queensland Ambulance representatives investigating ways to improve the coordination of health transport (particularly non-emergency transport for patients on discharge from hospital). Models for improved transport include ‘mobility management’ (where transport resources are coordinated to match need) and brokerage (buying transport services from transport providers).



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Taxis

Communities in the region have varied access to taxis. Map 3 shows the coverage of taxis in the region.

Metered taxi services are provided in Bundaberg, Hervey Bay, Kingaroy, Maryborough, Murgon, and Gympie. Metered taxi service licences require the taxi operator to have a fare meter and provide a twenty-four hour service using a vehicle of not more than six years of age (eight years for a wheelchair accessible vehicle). The fares for metered areas are less than for exempted taxi service areas reflecting the increased viability of taxi services in these areas.

Exempted taxi services are provided in Childers, Fraser Island, Gayndah, Kumbia, Mundubbera, Nanango, Wondai, Town of 1170, Rainbow Beach, and Tin Can Bay. Exempted taxi service licences are issued in areas with small populations which would be unlikely to support a full metered taxi service. Therefore, they are not required to fit a taxi fare meter and may be exempted from the six year age limit on their vehicle. Fares for exempted areas are higher than for metered taxi service areas. It is therefore preferable that, where viable, taxi service areas be declared as metered taxi service areas. This ensures that the public receives a higher level of service and cheaper fare than if the area remains an exempted taxi service area.

The lack of availability of taxis in other centres reflects the low populations and limited commercial viability of taxi services for these communities. The restricted availability of taxis in these small settlements exacerbates the transport disadvantage of residents.

Where taxis do operate, a taxi subsidy scheme supports people with medical problems and mobility difficulties to supplement the costs of taxi travel. If eligible for the subsidy, Queensland Transport will pay half of the passenger’s fare.

Walking, Cycling and Mobility Scootering

The provision of infrastructure to support alternative modes such as walking, cycling and mobility scootering is varied throughout the region, generally reflecting the size of population of the centres.

Cycling

Cycling is becoming an increasingly popular mode of transport for short trips and for school transport. The Queensland Cycle Strategy advocates increasing the proportion of all trips made by bicycle increase by 50% by 2011 and 100% by 2021. The strategy acknowledges that the current rates of cycling vary between communities and the target increases are based on current rates of cycling in communities.



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The strategy has a number of objectives and actions to expand the use of bicycles as a mode of transport. Many of these objectives and strategies are relevant to the region such as:

� Developing a local and regional network of cycle routes

� Developing bicycle routes for specific tourism, recreation and health purposes

� Integrating cycling and public transport (such as on bus bike storage)

� Increasing the provision of end of trip facilities (such as lockable bike storage)

� Promoting cycling to residents

� Fostering safer road and path user behaviour (Queensland Transport, 2003)

In Maryborough, cycling has one of the highest mode shares for transport in Australia. Maryborough is relatively flat with wide streets and available cycle facilities. Maryborough also has an extensive network of footpaths which also facilitates high rates of walking in that community.

Significant investment in cycling infrastructure has been made in Hervey Bay. A network of cycle paths connecting the foreshore and a dedicated cycling/walking mobility corridor has been developed, with additional links planned for the future.

Considerable cycling-walking infrastructure has also been provided in Kingaroy.

Many townships have provided local level infrastructure to facilitate cycling to school and within the community. This includes cycle-walk paths and end-of-trip facilities such as those provided in Wondai.

Work has also commenced on connecting communities. Examples of this include a planned bikeway to connect Bundaberg and Bargara. Plans to connect Maryborough and Hervey Bay with a cycle path are also being considered.

Mobility Scooters

With an ageing population comes an increase in the numbers of people with mobility impairment who cannot cycle or drive a car. In many cases, a mobility scooter provides an alternative mode of transport for short daily trips for these individuals.

While mobility scooters provide a degree of mobility which is comparable to a car or bicycle for local trips, they do not necessarily afford the same levels of safety. Mobility scooters ridden on a roadway can be a risk to both the driver and other road users. When used on footpaths, mobility scooters can present a risk to pedestrians.

Hervey Bay City Council has invested in dedicated infrastructure which is suitable for use by mobility scooters through the establishment of a mobility corridor, using a former railway alignment. The mobility corridor is lit and it has proven popular for those who rely on a mobility scooter for transport.

Other than the requirement for registration when the capacity of the mobility scooter reaches a certain threshold, there is no legislative framework to manage the use of mobility scooters.



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3.4 Issues This section outlines issues for Moving People in the region including:

• the needs of older and younger travellers (and transport models for young people) • the concept of transport disadvantage and transport subsidies • issues for the mobility impaired • the need to promote travel choices and • the growth of home delivery and on-line services.

An Ageing Population

Like other regions in Australia, the Wide Bay Burnett community is an ageing community. Table 7 shows the projected population of age groups in Wide Bay Burnett region in 2026.

It is projected that in 20 years time, three out of each ten people living in the region will be aged 65 or older. This is an increase from the 2006 population profile of two out of each ten people being aged 65 years or older. The projected increase is attributed to the ageing of the existing population, the drift of young people away from the region, low fertility rates and the movement of older people to the region.

Table 7: Projected Population by Five-Year Age Groups Wide Bay Burnett Statistical Division, 2026 (medium series)

Age Group Number of People

% of regional population 2026

0-4 years 16766 5%

5-9 years 18515 5%

10-14 years 19692 6%

15-19 years 15955 5%

20-24 years 13141 4%

25-29 years 15157 4%

30-34 years 17574 5%

35-39 years 19189 6%

40-44 years 20536 6%

45-49 years 20398 6%

50-54 years 22776 6%

55-59 years 26097 7%

60-64 years 28663 8%

65-69 years 28405 8%

70-74 years 24218 7%

75-79 years 20338 6%

80-84 years 13021 4%

85-89 years 7420 2%

90-94 years 3277 <1%

95-99 years 1167 <1%

100+ 263 <1%

Totals 352565 100%

Source: Office of Economic and Statistical Research



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The prediction that three in ten people in the Wide Bay Burnett will be 65 years of age and older by 2026 has implications for the transport system including increased demand for public, flexible and community transport, the need to plan for people with mobility difficulties (with support for walking and motorised cart (mobility scooter) travel and safety issues for older drivers.

An older community has significant implications for the provision of infrastructure and services particularly transport services. Recent research undertaken by Queensland Transport in the three communities of Hervey Bay, Wondai and Monto provides insight into the travel choices of the residents of these communities.

These communities were selected to represent the range of situations in the Wide Bay Burnett. Hervey Bay was selected to represent larger coastal communities which are characteristically experiencing population growth and have good access to both transport and other services. Wondai was selected to represent growth sub-coastal and rural communities which have less access to transport and other services within their immediate community but are reasonably proximate to a larger service centre. Monto was selected to represent rural communities with stable or declining population growth which traditionally have more limited access to transport and other services and are located at greater distances from larger service centres.

The research provides an indication of the likely future travel behaviour of older residents. The research found that

� Older residents are highly reliant on private vehicles in urban, rural and ‘tree change’ communities in the region for travel to employment and health services.

� The ageing of the ‘baby boomers’ (those born 1945-1965) will have implications for the provision of transport services as this is an active group with a range of interests and associated travel needs.

� Walking and cycling are significant modes of travel for older people in Hervey Bay and Wondai.

� Older residents of Monto Shire rely on the local Home and Community Care transport service for travel to health services.

The research indicates that older residents in the case study areas have a high level of dependence on private vehicles which is supplemented by walking, cycling, community and public transport services, where available.

A recent Queensland Transport Public Passenger Transport Performance Review found that pensioners are the fastest growing client group for public transport in the region. Pensioners are responding to the improvements in public transport services in the coastal communities of the region by increasing their use of the services available.



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Younger Residents

In addition to older residents, the population group likely to encounter transport disadvantage is young people to age 19 years (before open licence and car ownership age). In the Wide Bay Burnett region, it is projected that young people (aged 19 years and under) will represent 11% of the total population.

Young people are projected to be a declining proportion of the total regional population and poor access to employment, education and social activities can expedite their movement to urban areas, both inside and outside the region.

The recent research into the travel choices of Wide Bay Burnett residents, conducted by Queensland Transport provided some insights into the transport challenges of younger residents. Popular travel modes for young people (aged 15-24 years) in the region are ‘vehicle passenger’ and ‘vehicle driver’. These modes represent over 75% of transport to employment and shopping.

It has been suggested that current passenger transport options in the region do not meet the needs of younger residents. Appendix 1 shows a selection of youth transport models that operate or have been trialled in southern states. Elements of these youth transport models may be suitable for trialling in the Wide Bay Burnett region.

Many of these transport services respond to similar transport issues that are evident in the Wide Bay Burnett such as:

� a lack of public transport services or inconvenient service times

� long distances to travel to activities (employment, education, social) and

� high costs of travel.



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Transport Disadvantage: People and Locations

Transport disadvantage only exists where private transport is not an available or suitable option. It can also be a long-term or temporary circumstance and whole communities, perhaps even whole regions, may be in a position of transport disadvantage (Queensland Transport, 2001:7).

In the Wide Bay Burnett the transport disadvantaged are likely to be young people and older people without licences or access to private vehicles, people with disabilities and mobility problems, or people on low incomes who can’t afford private transport.

In addition to these groups, areas of transport disadvantage in the region are those areas with limited or no public and community transport services.

Table 8 outlines the range of transport subsidies and support services currently available to eligible Wide Bay Burnett residents.

Table 8: Transport Schemes and Subsidies

Name of Scheme Service Details Eligibility Provided by

Veteran Affairs Travel Reimbursement

Reimbursement for travel to an approved health provider

Eligible veterans and widows

Department of Veterans Affairs

Mobility Allowance Payment for travel for persons with a disability accessing employment or training

People aged over 16 years and older with disabilities who are unable to use public transport and who work more than 8 hours per week

Department of Education, Employment and Training

Free Rail Vouchers Four free one-way rail vouchers a year for the travel train

Pensioners Queensland Rail

Ambulance Service Ambulance transport door–to-door to attend non-urgent health appointments

Physical or behavioural issues prevent public transport travel

Queensland Ambulance Service

Patient Travel Subsidy Scheme (PTSS)

Subsidised travel and accommodation for patients (and sometimes their carers) to access essential specialized medical services that are over 50kms from the nearest public hospital.

Patients who need to access essential specialized medical services that is not available within 50kms from their nearest public hospital.

Queensland Transport

Travel Warrants Limited free train travel vouchers

Totally and permanently disabled war veterans

Department of Veterans’ Affairs

Taxi Subsidy Half rate taxi travel Persons unable to use public transport due to particular medical or disability impairments.


Travel Pass for Visually Impaired

Free public transport Legally blind persons Queensland Transport

Public Transport Concessions

Half price travel for bus, rail

Children, full-time students, and pensioners with identification cards


School Transport Free school transport Full-time primary and secondary students




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Name of Scheme Service Details Eligibility Provided by residing x distance from nearest school

Education and Training Reforms for the Future (ETRF) funding

Funding available in the region to support the transport of students to training venues and work-based training. Funding is available for the hire of buses and reimbursement of mileage (private vehicles).

High School Students attending training venues or work-based traineeships.

Department of Employment and Training

Sources: Queensland Transport website www.transport.qld.gov.au and QCOSS/St Johns Ambulance Transport Options and Access Guide (2004)

The Mobility Impaired

Many people with mobility impairments do not have access to private vehicle travel, cannot afford the regular use of a taxi and cannot easily access available public transport systems (Queensland Transport, 2006:10). People with disabilities and mobility impairment are likely to face transport disadvantage if they do not have access to private vehicles and they reside in areas with no taxi service and no wheelchair accessible taxis or buses.

Map 3 highlights the limited coverage of taxis in the smaller centres of the region.

Queensland Transport has an Accessible Bus Scheme to subsidise the purchase of accessible buses by local operators.

Disabled parking permits are provided by Queensland Transport to allow those with mobility difficulties to park more closely to their destination. Councils and businesses are responsible for designating disabled parking bays.

The elderly and mobility impaired often require the use of carts, mobility scooters or some other kind of mobility aid. Transport infrastructure such as kerbing and footpaths need to be able to accommodate their use. Issues associated with the safe use of carts and mobility scooters are considered in more detail in the Moving Safely and Sustainability chapter of the background paper.

Promotion of Travel Choice

The South Burnett and North and Central Burnett community transport services are promoted through a variety of means including leaflets in doctor’s surgeries and other outlets, referrals from other services and through local Councils. For example, the Councils (Perry, Mundubbera, Gayndah, Biggenden, Eidsvold and Monto) market the services and can take bookings and sell tickets for the North and Central services.

As well as the promotion of community transport services, some of the Burnett councils have publicised the available scheduled bus services on their web sites or posted travel information in prominent locations.

Publicity could be provided on the Wide Bay Burnett Human Services Network, other local websites and the Queensland Transport website. Information on city rail



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travel between Gympie and south east Queensland and connecting buses is provided on the Queensland Transport website and telephone travel information service, TransInfo. This type of web-based transport information service (all services, timetables, routes and fares) in the Wide Bay Burnett would promote travel choice in the region.

According to Lovelock (1987) in Denmark (2000) transport information must be “informing, persuading and reminding the public”.

The transport information task is to be both “promotional and navigational” (Denmark, 2000:3). To be effective, transport information must be complemented by other forms of advice such as:

� System and route maps

� Bus stop and terminal information

� The information to be found on the vehicles themselves and

� Verbal advice from transport staff (Denmark, 2000:3).

Key Issues―Transport Information

Transport information that is accurate and accessible promotes travel choice.

Online and Home Delivery Services

Trends that may impact on the need for transport in the region include health and related services, increasing use of on-line technology (for education, shopping and accessing business and specialised information) and home delivery services.

These trends could assist residents to live in rural and more remote communities and retain access to ‘urban’ services (health, education, shopping and business support).

Many survey respondents from Monto indicated that they do not drive regularly to shops as many retailers in that community home deliver.



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4 Moving Goods……improving efficiency and connecting

economies

This chapter of the background paper will:

� Overview the regional economy and

� Identify and assess the transport infrastructure that serves the regional economy

4.1 Key Points about Moving Goods in the Wide Bay Burnett

� All transport modes contribute to moving goods in the region

� Capacity limits of the Bruce Highway (weak pavement, overtaking opportunities, local and through traffic conflict) need continuing attention

� Growth of the service sector and niche produce markets challenges the existing freight transport infrastructure (increasing the use of local and sub-regional roads for freight transport)

� Some road freight movement impacts on residents in their homes (through noise, safety and air pollution)

� Increasing reliance on road freight has an affect on road maintenance costs and aged infrastructure (such as timber bridges)

� North Coast rail limitations (steep grades and crossing loop lengths) inhibit the expansion of rail freight beyond 650 metre trains

� Rail freight limitations will result in increased road freight

� Limited availability of road transporters (B-Doubles) identified in some areas of the region

� The permissible load limits of heavy freight vehicles in the region will increase over time, further impacting on roads

� Road is expected to continue to dominate local and intra-regional freight and transport for specific niche markets


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3.2 The Regional Economy The Wide Bay Burnett economy is interdependent with the western communities, Gladstone, the Sunshine Coast, Brisbane and southern states for goods, markets and business services. This interdependency is facilitated by rail, road, air and sea transport.

Key economic generators for the region are:

Food and beverages: growing and processing (sugar and molasses, citrus fruit, tree and vegetable crops, beef, pigs, poultry, dairy cattle, nuts, rum and ginger beer, wine, coffee, commercial fishing and aquaculture)

Timber: growing, milling and value adding (hardwood, slash pine, hoop and exotic pines)

Mineral production: coal, ilmenite, silica, clay

Manufacturing and engineering: rail locomotives, agricultural equipment, light aircraft, boats, tiles and paving

Tourism: ecotourism, cultural tourism, boating and cruising. Map 5 shows the key tourist attractors in the region.

Education and Training: Universities and Technical and Further Education (TAFE) facilities with many courses aligned to the needs of local industries

Aged and health care: retirement lifestyle support, aged care and accommodation, hospitals

In addition to active economic production, population growth also generates economic benefits and jobs. The high growth trends of the coastal areas of the region are projected to continue until at least 2026.

Transport Related Industry The Wide Bay Burnett region is positioned to continue to develop its transport related industries. This section showcases four examples. Rail Manufacturing EDI Rail has manufacturing and testing facilities in Maryborough where they undertake passenger and freight rolling stock and locomotive manufacture, maintenance and refit. Aviation The Wide Bay Burnett was recently nominated by the State Government as a Centre for Enterprise for Aviation. The region has Australia’s largest manufacturer of sports aircraft and one of five companies worldwide that manufacture both airframes and aeroengines.



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Kingaroy Airport has the Australian Research Centre for Aerospace Automation which is developing an unmanned aerial vehicle testing facility. Kingaroy Airport also supports pilot training and light aircraft manufacturing.

Port Maryborough Marine Park Precinct

The new riverside marine precinct located at the port, is a joint initiative of the Maryborough City Council, the Queensland Government through the Department of State Development, Trade & Innovation, and the private sector. It is 65 hectares in size with deep water access and will support the manufacture of boat and light ships and marine components and vessel repairs.

Recreational Boating and Cruising

There is potential in the region to provide infrastructure to support recreational boating and cruising with mooring and related facilities. Maryborough City Council, Hervey Bay City Council and the Cooloola Development Bureau are working together to promote the Great Sandy Strait for recreational boating and cruising.

New Economic Opportunities

Table 9 presents possible economic opportunities for the Wide Bay Burnett region identified in 2002 by the Wide Bay Burnett Sustainable Region Advisory Committee. The table gives an indication of potential and actual economic activity in the region and the transport imperatives and transport types associated with each economic opportunity.

This table demonstrates the current and potential diversity of the regional economy and the subsequent complexity of the transport task to service the range of economic activities.

The production and service sectors outlined in the table require fast transit to disparate market locations and reliable local transport from farms to processing plants. These transport tasks tend to be best served by road rather than rail transport. Reasons for this include:

� Road freight is more flexible than rail freight for the movement of agricultural produce and livestock from a range of properties to local processing plants.

� Road transport can connect quickly to the local airports and ports for freight and passenger movement.

� Rail freight transport is more effective for bulk haulage over long distances.

While there is concern in the region regarding the impact of road freight on road surfaces and road safety, rail freight is best utilized for long hauls of bulk goods such as coal. Nevertheless, there is State Government commitment to the rail network for the transportation of passengers and freight in the region and the straightening and duplication of the line between Caboolture and Nambour (south of the region) will result in faster rail connection to the region.



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Table 9: New Economic Opportunities and Transport Support, Wide Bay Burnett Region

Industry Type Transport Imperatives Transport Types

Agriculture and Horticulture

Grapes, olives, citrus, stone fruit, melons, tomatoes, peanuts and edible nuts, industrial hemp, small crops- niche markets and new crop development

Fast transit from farms to disparate markets

Local transport to processing plants

Road transport, small and large trucks, refrigerated vehicles and air transport

Aquaculture Fast transit to markets Road and air transport

Aviation

Pilot training and light aircraft manufacture

Transport for pilot trainees, specialized equipment and skilled personnel

Equipped airport/s

Passenger transport to Kingaroy.

Air and road freight transport.

Education and Training

Training industry, research and development, expansion of University

Transport access for students. Access to airports.

Reliable public transport access to education facilities.

Scheduled flights for visiting experts.

Food and Beverage Processing

Value adding to agriculture and horticulture products such as organic food processing, food clustering for new markets (such as the Bundaberg Food Precinct). Pork, goat and beef processing. Sugar exports.

Often short distance travel of produce and livestock from disparate farms to processing plants.

Refrigerated transport from processing plants to markets.

Road and rail freight transport.

Lifestyle Maintenance

Retirement living, Aged care accommodation and services, Health services

Support for transport alternatives to private vehicles.

Short and long distance public, community, charter and flexible transport with disability access.

Infrastructure for walking, cycling and mobility scooters connecting residents to shops and services.

Health transport (emergency and non-emergency).

Manufacturing/Engineering/Metal Fabrication

Agricultural machinery, Expansion of existing engineering activities

Movement of raw materials, specialised and bulky, heavy equipment.

Road, rail and air freight transport.

Marine

Boat building/repairs/maintenance

Access to deep water. Fast and reliable transport for parts.

Road and air freight transport.

Technology

Information technology and software development, Industrial innovation technology, Spatial technologies (GIS, GPS)

Reliable and fast access to national and international markets.

Road and air freight and passenger transport.

Timber- value adding

Building products to furniture manufacture

Access to interstate and international markets.

Road and rail freight transport.

Tourism

Eco tourism, Cultural tourism, Diversity of activities for longer stays, Access (facilities for people with disabilities), Backpackers/senior travellers

Integrated, legible public passenger transport system.

Transport interchanges and destinations in proximity to accommodation and other tourist services.

Integrated transport system for air, sea, rail and road travel.

Short and long distance public, community, charter and flexible transport with disability access.

Clear, accessible transport information at all weather terminals.

Source: (Wide Bay Burnett Sustainable Region Advisory Committee, 2002:7)



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4.3 Freight Transport System Features

The strong growth of the Queensland economy, and the associated freight transport task, has focused attention on the costs of freight transport such as:

� the deterioration of transport infrastructure (roads, bridges, rail, ports, handling facilities);

� the replacement and expansion of existing infrastructure; and

� congestion, road wear, road safety and loss of amenity associated with heavy freight vehicles.

The State Government recognises that each transport mode has advantages for certain freight tasks and aims to optimise the combination of transport modes used for each task.

Road Freight Network

The Auslink Brisbane Cairns Corridor Strategy describes the Bruce Highway as:

� An arterial access road servicing development on the Sunshine Coast and the Wide Bay region and

� An inter-regional link…providing for medium and long-haul passenger and freight traffic (Auslink, 2006:12).

The Strategy identifies challenges and constraints for the effective function of the Highway such as:

� Caboolture/Sunshine Coast and Gympie sections of the Bruce Highway: capacity will not meet forecast demand. There is a need for continued development of parallel and alternative road routes (to minimise conflict between through and local traffic) and upgrades at intersections. There is weak pavement on this section of the Highway.

� Bruce Highway near Maryborough: more overtaking opportunities are needed.

� Bruce Highway North of Childers: capacity limitations are forecast to continue.

� Bruce Highway near Bundaberg: pressure on port access due to new mining development and the shift of sugar cane from rail to road transport impact on the Highway at this section.

� Bruce Highway on the intercity sections: conflict between light and heavy vehicles, crash risk and road capacity.

The movement of heavy vehicles on the Bruce Highway is expected to increase by 3.4% per annum, reflecting Queensland’s strong and stable economic growth. In addition, the mass (size and weight) of heavy vehicles is expected to increase (Auslink, 2006:23-26).

The Burnett and Isis Highways are part of a major inland transport corridor from the Bruce Highway at Childers to Toowoomba - then south via the New England, Cunningham and Newell Highways to Sydney, Melbourne and Adelaide. The Burnett Highway will be increasingly impacted by heavy freight vehicles moving to and from the southern capitals.

There are currently no road train routes within the region. There are, however, a number of routes designated for 23 metre and 25 metre B-doubles. There is evidence of limited availability of road transporters (B-Doubles) in some areas of the region (for example the Southern Burnett) to meet demand for road freight movement. This is likely to be due to the demand for transporters in south east Queensland to service the growth in that region.



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The movement of small items of freight supplements income for some of the long distance buses in the region and contributes to their viability. Without the revenue from this freight, some long distance buses (the only public transport in many rural communities) may not continue to operate in the region.

Products Freighted by Road

A profile of the products freighted by road from the region to South East Queensland indicates mineral sands (and other crude materials) account for two-fifths (40%) and food and live animals for more than one-quarter (30%) of the road freight task.

Of the road freight movement into the region from South East Queensland, fuel accounts for more than one-fifth (22%), food and live animals for more than one-quarter (27%) and manufactured goods 17% of the products moved.

In 2001, there was a higher quantity of goods moving by roads out of the region (2 275 000 tonnes) than to the region (1 511 000 tonnes) from South East Queensland (Strategic Design and Development, 2001:66). There is considerable movement of goods through the region from north, south and west. These goods originate from and are bound for destinations outside of the region.

Map 6 shows the location of the region’s economic and business assets and freight handling infrastructure (including freight rail lines, ports, airports and freight depots).

Rail Freight Network

Queensland Transport has developed a Rail Network Strategy to facilitate the effectiveness of the contribution of rail to the Government’s desired transport outcomes.

The Strategy identifies three principles for the rail network in Queensland:

� Safe: for operators, users and the public

� Ecologically sustainable: net benefits to the environment

� Financially responsible: investment decisions based on all costs.

The Strategy also outlines eight objectives to be implemented within the framework of the three principles:

� Enhance the role of the rail network in implementing the Government’s objectives and priorities

� Develop a reference framework for the investments made by the State in its rail network

� Encourage innovative private sector investment in the railway network in Queensland

� Obtain the maximum benefit from National Competition Policy for the State’s rail network

� Gain acceptance of, and encourage joint Commonwealth-State partnerships in developing Queensland’s nationally significant rail corridors



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� Develop strategic, rail-based linkages between individual regional transport plans

� Control and manage rail corridor land effectively

� Promote the concurrent use of rail corridors for both rail and non-rail purposes

Rail Freight Services

The North Coast line runs roughly parallel to the coast from the Queensland border to Cairns. Two branch lines were developed from the North Coast Railway to service the inland communities of the Burnett. The first runs from Theebine to Kingaroy. The second is the Monto Line that loops near Mungar (south of Maryborough) through Biggenden, Gayndah, Mundubbera, Eidsvold and Monto. From Monto, the line then reconnects with the North Coast line at Gladstone.

The State Government investigated closing both the branch lines in the 1990s but due to community pressure, both lines were retained. However, due to declining use, services have been suspended on the Theebine to Kingaroy line and discussions are occurring with Councils about future use of the corridor.

The Monto line is funded under the broad Queensland Transport Transport Services Contract (Rail Infrastructure) with Queensland Rail to ensure the rail infrastructure is properly maintained and fit for purpose. This line is also funded under the Transport Services Contract (Regional Freight) which ensures the provision of rail freight services to Monto from either Maryborough or Gladstone. The contract is effectively a subsidy to ensure that rail freight continues to be available to the North Burnett. While there is commitment to a weekly rail freight service, the North Burnett communities have expressed concern that Queensland Rail (QLink) is increasingly using road transport for freight movements. The continued support of the State Government is needed to ensure the provision of rail freight services on the Monto line, unless major tonnages are introduced.

There are daily freight rail services to Gympie, Bundaberg and Maryborough on the north coast line.

Products Freighted by Rail

Freight on rail in the Wide Bay Burnett region is mostly inter-regional (over 90%) and mainly travelling from south of the region to north of the region (about 70%). This freight is transported on the North Coast railway. The main product that is transported by rail in significant quantities (more than 10 000 tonnes per annum) is bricks for export through the Port of Brisbane. The balance of the rail freight task in the region is small consignments (Kinhill Economics, 1998:4-9).

The quantity of rail freight generated from the region that travels south to South East Queensland is limited, compared to neighbouring regions. In 2001, 312 000 tonnes (5%) of rail freight was generated from the Wide Bay Burnett region, compared to 3 050 000 tonnes (69%) from Brisbane/Moreton and 1 102 000 tonnes (26%) from the Darling Downs destined for South East Queensland (Strategic Design and Development, 2001:55).

In a 1998 report of freight movement in the Wide Bay sub-region, Kinhill Economics noted that:



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Discussions with freight generators and attractors indicate that there may be little growth of region based rail freight, owing to rising competition from road transport. This has seen a decline in tonnages of fuel transported by rail. Also, woodchip tonnages on rail could decline if more woodchips are transported directly by road from mobile chipping plants in forests and sawmills. The prospects for attracting new bulk tonnages to rail appear to be

limited (Kinhill Economics, 1998:4-10).

Queensland Rail freight (QLink) depots are located at:

� Bundaberg Railway Station

� Gayndah

� Gympie Railway Station

� Maryborough West Railway Station

� Monto

� Mundubbera

� Pialba.

The Future of Rail Freight

Some infrastructure features of the rail network that impede the expansion of rail freight are:

� Low operating speeds due to poor track alignment, ageing timber bridges and level crossings and

� Poor horizontal alignments, vertical grades and crossing loop lengths limiting transit times and train lengths.

Also, rail freight is 40% less likely to be available at the desired time of freight departure than road freight (AusLink, 2006:19-20).

Services on the Theebine to Kingaroy railway line have been suspended and discussions are occurring with Councils about future transport arrangements on this corridor.

Due to the declining use of rail freight, some communities have identified other uses for their rail lines and rail corridors such as multi-purpose recreational rail trails (walking, cycling and horse riding) and passenger transport.

Road and Rail Transport―Competition or Complement?

The Brisbane Cairns Corridor Strategy considers the competitive advantages of road and rail transport for the movement of freight. It states that Road transport has a competitive advantage in short haul door-to-door transport tasks and is not competitive for high volume transport tasks…Rail has an advantage in long haul and high volume bulk transport tasks and is not competitive for small volume, short distance tasks such as containers from Bundaberg to Brisbane or raw sugar from mills to bulk storage depots at regional ports (Auslink, 2006:14).

The strategy speculates that two reforms will impact on the distribution of the road and rail share of the freight market. The first is technological advancements in road freight vehicles with improved engine, suspension and steering technology facilitating the carriage of heavier loads.

The second is the rail reform program with significant investment in track infrastructure, the emergence of two national rail operators and corporatisation of state rail agencies (such as



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Queensland Rail) contributing to the development of the national rail freight market. The Auslink Strategy states that improved rail capacity will be dependent on above rail operator investment as well as rail track improvements (Auslink, 2006:19).

The North Coast Corridor has deficiencies in both road and rail infrastructure, as shown in Table 10. This table is adapted from the Brisbane-Cairns Corridor Strategy (Auslink, 2006, Table 3:27) to highlight deficiencies in the Wide Bay section of the corridor.

Table 10: Deficiencies in Road and Rail Infrastructure, North Coast Corridor

Road Rail

Inadequate capacity and poor safety between Brisbane and Childers

Uncompetitive rail transit times (nearly 50% more than road) resulting from lower operating speeds due to:

• Poor alignment between Landsborough and Bundaberg (especially Landsborough to Maryborough)

• Life expired assets such as timber bridges

• Steep vertical grades

Poor safety on rural sections caused by:

• Dangerous intersections/local access points

• Inadequate shoulder width and maintenance

• Roadside hazards

• Rough surface road conditions and ageing pavement

• Poor delineation and alignment

• Need for fatigue management including safe pull off zones for fatigue/emergencies

Maximum train lengths restricted to 650m due to:

• Cross looping lengths

• Steep vertical grades

Capacity constraints and safety risks due to inadequate overtaking between Gympie and Miriam Vale

Congestion and poor rail freight access through Brisbane impacts on reliability of rail freight in the region

Congestion through Gympie Rail access to port not protected from local residential and industrial growth

Road access to ports not protected from local residential growth

High number of local accesses to highway impacts on safety and efficiency

Flooding of the Mary and Isis Rivers affecting reliability of the Bruce Highway at Gympie, Maryborough and in Isis Shire

Rapid increase in the number and volume of heavy vehicles compared to the road design

Sea Freight

The competitive advantage of coastal shipping is in the transport of large volumes of freight over relatively long distances (Auslink, 2006:25).

Table 11 shows the ports of the Wide Bay Burnett and adjacent ports, and their functions, potential for expansion and associated issues.



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Table 11: Port Facilities of the Wide Bay Burnett Region

Port Description Bulk Loading

Growth Potential

Issues

Port of Gladstone* Handles more than 50 million tonnes of cargo p.a.

Predominantly importing raw materials and exporting finished products associated with major industries in the region.

4 wharves, 2 terminals and a marina.

Yes Plans to increase capacity to 62 million tonne

Not located in the region but, is a transport resource for the region.

Bundaberg Port can not compete with Gladstone Port due to rail infrastructure and mining developments west of Gladstone.

Port of Bundaberg Throughput: sugar over 80%, remainder consists of molasses and general cargo.

Approach to Sir Thomas Hiley wharf constructed for general cargo users’ that has allowed laden semi-trailers, B-doubles and forklifts to access the wharf.

Yes Planned Port expansion.

Planned rail link to the Port (from the western line, north of the river).

The Port of Bundaberg has recently merged with the Port of Brisbane Corporation and is now a wholly owned subsidiary of the Port of Brisbane. This merger could enhance the performance of the Port of Bundaberg and this could impact on the road infrastructure that currently supports the Port and proposed rail infrastructure.

Current used mainly for export of sugar and molasses with potential for development as a ‘boutique’ Port.

Rail access to the Port could be provided north of the city, though funding of the rail link is an outstanding issue, awaiting private sector interest.

A Ring Road is under construction to improve road access to the Port.

Bundaberg is the first port of call for customs and quarantine clearance of small craft.

Proximity to Gladstone Port could inhibit expansion.

Port of Maryborough

Currently a non-trading port.

Mainly used to support tourism and recreation purposes.

Has well-established marine infrastructure and the advantage of an existing highly technical workforce trained to international standards with integrated Technical and Further Education (TAFE) facilities and courses available.

No Marine Industry Precinct will enhance Port’s profile.

Currently used for tourism and recreation and not a trading Port.

A marine industry precinct is developing in association with the Port.

* While Gladstone Port is not located within the Wide Bay Burnett, it is a significant transport resource just north of the region



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Port of Bundaberg- Trading Profile

Overseas commodity exports routed from the Port of Bundaberg in 2003-04 totalled $40.2 million. This represents 0.2 percent of the value of Queensland's merchandise exports through ports within the State ($19,364.4 million). The major country of destination for Queensland-produced commodity exports from the Port of Bundaberg in 2003-04 was New Zealand (54.9 percent), followed by South Korea (43.0 percent). AusLink identifies that sea freight will continue to make a contribution to the movement of freight though due to the nature of sea freight and sea transport (large volumes over long distances) it will grow at a slower rate than road and rail freight (Auslink, 2006:24-25). Sea freight does not appear to be viable for the transportation of general freight within the region and is unlikely to be competitive for small volumes of time-sensitive general freight such as agricultural products (AusLink, 2006:15). The recent merger with the Port of Brisbane Corporation is likely to enhance the performance of the Port of Bundaberg.

Air Freight

The Wide Bay Integrated Transport Plan: Central Integrated Transport Strategy (2001) assessed the handling of freight through Maryborough and Hervey Bay airports. The strategy found that only small quantities of air freight are transported to and from the sub-region (Ove Arup and Partners, 2001:32)

At the time of the assessment, the strategy identified that approximately 1100kgs of freight leaves Maryborough by air each day, which was more than the freight moving from Hervey Bay airport. Since the time of the Strategy, Hervey Bay airport has expanded and passenger jets are now scheduled for daily flights south. This has increased the quantity of air freight on passenger flights to and from Hervey Bay.

An increase in the current modest quantities of air freight in the region is possible with the development of a regional airport. The capacity of a new regional airport to service refrigerated and international freight will be a consideration in the deliberations and design of the airport.



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4.4 Issues

Integrating Freight Movement

A regional freight distribution centre (or a network of such centres) at key locations such as Gympie, Maryborough and Bundaberg would assist the efficient movement of freight in the region and could rationalise rail and road freight movements.

Bundaberg

Bundaberg has a QLink depot providing a door to door freight service and linking rail and road transport. The depot has container transfer facilities. The site is physically constrained for future development.

There are infrastructure deficiencies for the effective utilisation of the Bundaberg Port such as rail connection from the Port to the North Coast Line and road access to the Port.

The State Government has announced plans for the construction of a ring road around the southern outskirts of the city that will link traffic from the south to the Bundaberg Port. There are ongoing issues regarding the management of heavy vehicles coming from the north, through the Central Business District to access the Port.

There is no current requirement for a rail link to the Port due to the low volumes of raw sugar exports. However, planning is underway to identify and finalise a rail corridor to the Port. It is intended that this corridor will be protected from future inappropriate development through planning scheme provisions. Justification to acquire the corridor and build the rail link is subject to financial evaluation if and when Port volumes increases to warrant a rail link. The merger of the Port of Bundaberg and Port of Brisbane Corporation, the new ring road and rail link investigations could combine to facilitate integrated Port/rail/road freight movement at Bundaberg.

Maryborough

Maryborough City Council is investigating the development of an integrated road/rail freight hub adjacent to the Bruce Highway.

Gympie

Proximity to Brisbane could inhibit the development of an integrated road/rail freight centre at Gympie. Other limitations to an integrated freight facility at Gympie have been identified as:

� High set up costs relative to freight volumes (not commercially viable)

� The availability of vacant land adjacent to the rail line

� Service flexibility and competitive price of road freight, compared to rail/road double handling costs (Strategic Design and Development, 2001:66).

The issue of the competitive price of road freight will inhibit the development of integrated freight centres in the region. Government support and leadership will be needed to facilitate the development of integrated freight centres in the region.

Responding to Industry

The deregulation of some industries and the trend to on-farm and near-farm processing of agricultural products and livestock has resulted in increases in local and sub-regional road freight movements. This is of concern to Councils that are responsible for funding road maintenance. It is also of concern for the safety of road users.

Recent changes in production and processing of sugar and timber will impact on the transport infrastructure. There is some anxiety in the region about the capacity of current transport planning mechanisms to quickly respond to changes in production, processing and industry that impact on the transport infrastructure.



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Sugar Industry Deregulation—a case study

There are four mills currently operating in the region and cane land is continually under pressure from competing uses (including horticulture). In addition to this pressure, the sugar industry has been deregulated. The sugar cane grower can now transport their crop to any sugar mill for processing. The cane rail network was designed and constructed to support the transportation of sugar cane to an assigned sugar mill.

With the closure of the Fairymead Mill and the deregulation of the sugar industry, some sugar cane that was transported by cane rail now travels to sugar mills by road. While most growers still use the cane rail network to transport sugar, deregulation could have a significant impact on roads in the region. In response to the deregulation of the sugar industry the Department of Main Roads District Office has worked with Councils and industry to identify and respond to road impacts (including road reprofiling and widening).

Timber Industry Changes—a case study

Changes to the native timber industry will decrease access to native forests and encourage planting of native timber on private land (private plantations). This will result in the transporting of timber to timber mills by road in areas that this transportation was not anticipated. In some instances, Local Governments are reporting conflicts between timber transporters and other road users.

Relationships and planning processes exist in the Wide Bay Burnett to facilitate quick responses to industry change and road impacts including:

� The Regional Alliance Road Groups: Three groups cover the region. The majority of the region is covered by the Wide Bay Burnett Roads Group with the exception of Cooloola (Sunroc/Cooloola Roads Group) and Miriam Vale (Central Queensland Roads Group) Shires. State and Councils working together to prioritise expenditure and works on roads of regional significance.

� Councils working together to identify impacted roads and applying to the Commonwealth Government for funding to assist with road upgrades.

� Local relationships between Main Roads District officers, Local Government and industry representatives that enable monitoring and rapid response to the road impacts of sugar industry deregulation.

� Memorandum of Understanding between Main Roads and Department of Primary Industries (Forestry) and Department of Primary Industries (Forestry) and the Local Government Association of Queensland for shared responsibility for road infrastructure for new active forestry areas.

Funding the Impacts of Road Freight Movement

Freight in the Wide Bay Burnett region generally utilises publicly funded transport infrastructure (road, rail, ports, airports, freight depots). While most transport infrastructure in



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the region is adequate for the freight task (limitations of road and rail aside), the ageing road network will be challenged by increasing and changing road freight movement.

The sheer weight and size of some road transport is beyond the planned carrying capacity and design of many local roads and the result is deteriorating road standards, conflicts between road users and impacts on amenity and road safety.

One Council reports that a local industry pays for the full costs of road maintenance in a gesture to acknowledge the impact of road freight generated by his business.

In a 1998 study of freight movement in the Wide Bay sub-region, Kinhill Economics noted that methods of determining and standardising regulation of freight efficient vehicle use on the state controlled and shire road networks requires urgent attention (Kinhill Economics, 1998:7-4).

The regulation of freight movement on the region’s roads remains an issue. Options for industry contribution to the repair of roads damaged by the carriage of goods needs further investigation including a review of the adequacy of Memorandums of Understanding and other voluntary mechanisms and legislative possibilities.



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5 Moving Safely & Sustainably…improving transport safety and

alternative travel choices

This section of the Background Paper identifies safety and sustainability issues and initiatives of relevance to the region’s transport system.

5.1 Key points for moving safely and sustainably in the Wide Bay Burnett

� Younger and older residents and visitors require transport alternatives to private vehicles (infrastructure and services)

� Road user conflict is evident in the region (for example school buses and passenger vehicles conflicting with road freight transporters)

� Fatigue is a major risk factor for drivers in the region and fatigued drivers travel through the towns of the region

� Hitchhiking is a common practice in some areas of the region where limited transport alternatives exist (such as Cherbourg and other rural centres)

� Information about travel choices needs to be improved (for residents, visitors and service providers)

� A regional network of driver reviver sites are serviced by local volunteers in peak holiday times

� There needs to be safe access to Maryborough TAFE for walkers and cyclists

� Hazardous goods travel on roads through towns in the region

� The road infrastructure is ageing and needs improvement in some areas (road widening, timber bridge replacement, increased overtaking opportunities)

� Industry is responsive to road freight curfews at school bus times on shared roads in some parts of the region

� Environmental impacts of the transport system should be assessed and monitored (air, water, land, noise and visual)

� Provision for alternative transport modes can have tourism and local economic benefits (such as potential for competitive cycling and triathlon events and encouraging local shopping)

� Safe and environmentally responsible movement of vehicles and pedestrians on the beach is a priority for Government

� Road safety committee members come from a range of sectors and they work to improve road safety in the region

The State and Local Governments and local communities in the region are committed to road and transport safety. This is evidenced by the State Government’s Safe4Life Road Safety Strategy 2004-2011, recent changes for the licensing of young drivers, the appointment of Queensland Transport Road Safety Advisors, driver reviver program and local volunteer efforts, safe school travel committees, road safety watch forums and other groups and initiatives.



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As well as the safety of road users, the State and Local Governments and the communities of the region are concerned about the environmental impacts of transport infrastructure and services on urban, rural, coastal and marine environments (including air, noise, water pollution and impacts on amenity).

Road Safety Issues

The State Government has identified key road safety issues to inform the development of the Safe4Life Strategy. While the issues are sourced from State wide data, they are consistent with the findings of local consultations about road safety for the development of the Wide Bay Burnett Integrated Transport Plan 2026.

� Alcohol and drug driving is the number one contributor to fatal crashes in Queensland

� Fatigue is directly related to 40 road deaths a year in Queensland though, this could be higher as fatigue related crashes are often hard to identify

� Speed increases the severity of injury from crashes

� Seat Belts increase the survival rate of drivers and passengers

� Inexperience combines with other factors to contribute to high rates of road trauma for young drivers

� Inattention is an increasing factor in fatal crashes

� Single vehicle crashes account for half of all fatal accidents are single vehicle and are more likely to involve fatigue, alcohol and speeding

� Intersections increase risks and approximately 1/3 of all fatal crashes occur at intersections

� Serious casualties can pose challenges in terms of timely emergency response to the crash scene)

Consultations in the region identified intersections and fatigue as major issues for road safety. Other issues include the increase in road freight in the region combined with ageing road infrastructure, road user conflicts and the transporting of hazardous goods through towns in the region.

Fatigue Management

The most significant contributors to fatalities in the region between 2001 and 2006 (Queensland Transport WebCrash Data) were:

� Undue care and attention (13%)

� Over prescribed concentration of alcohol (13%)

� Inexperience/lack of expertise (10%) and

� Fatigue related by definition (7%).

Enhancements to rest areas in the region could impact the crashes attributable to undue care and attention and fatigue. If a rule of thumb of two hours driving between rest areas is applied, then the region needs more rest area infrastructure for drivers. In addition to more rest areas another improvement would be clear and consistent signage between towns (at exits) indicating location, available facilities and travel time to the next rest area. This signage particularly applies to the Burnett sub-regions.



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Driver Reviver is a community-based road safety initiative of Queensland Transport and the Queensland Police Service in conjunction with local communities and sponsors. Driver Reviver sites offer refreshments and safe, manned rest areas for drivers and passengers during peak holiday periods such as the Easter and Christmas holidays. There are 8 driver reviver sites in the region at:

� Gunalda

� Yarraman

� Wondai

� Mundubbera

� Maryborough

� Gin Gin

� Granite Creek

� Monto.

The locations (including a map) and times of the driver reviver sites are available at www.transport.qld.gov.au/Home/Safety/Road/Driver_guide/Travel/Rs_driver_reviver.

Intersections and Towns

Intersections have been the focus of attention for road safety in the region. Of continuing concern on the Bruce Highway are the Wide Bay Highway and North-South Road intersections and the southern approach to Gin Gin. Intersections on Hervey Bay-Maryborough Road have also been the focus of that sub-region’s road safety committee.

Another major safety issue in the region is that the Bruce and Burnett Highways traverse towns. This is a contentious issue as safety concerns need to be balanced with the economic benefits to towns provided by ‘passing trade’. Deviations have been planned for Gympie, Maryborough, Tiaro, Childers and Gin Gin. Debates on the deviations should be public with considerable consultation undertaken to support the deliberations.

Road User Conflicts

Kalpowar and Maryborough-Cooloola Roads accommodate the movement of road freight (timber, cattle, sugar and other products) and school buses. The transporters of road freight have agreed to a curfew at school bus times effectively minimising the risk to the safety of school children and drivers.

Road user conflicts occur on the Bruce Highway as a result of the inadequacy of that road to cater for safe travel in some places (inadequate overtaking opportunities and narrow widths).

Road Safety Promotion―delegating to the region

The local media is interested and engaged in the promotion of road safety. Communication with the local media is inhibited by the clearance processes of State and Local Government and non-Government organisations for media releases.

While it is acknowledged that consistent information and accurate policy perspectives are necessary, delegation for road safety promotion to local officers will enable immediate and relevant responses to local media interest in road safety issues.



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Supporting Travel Choices

Some communities in the region lack access to an adequate public or community transport service. These communities’ representatives report that hitch-hiking is an informal means of transport. While this appears to be accepted in the region, hitch-hiking poses risks, in particular to children, young people and women.

One location of particular concern is Cherbourg. That community is highly dependent on the neighbouring community of Murgon for goods and services. The road connection between the communities (6kms) lacks suitable shoulder widths and there is no footpath or lighting for cyclists/walkers, despite the common use of the road by walkers and hitch-hikers. While a connecting path has been considered for some years, further consultation and negotiation between the Councils, their communities and other agencies is needed to identify path specifications (including lighting), costs, timeframe and funding options.

Other communities with significant relationships that would benefit from cycle path connections are Bundaberg and Bargara, Hervey Bay and Maryborough and communities of the South Burnett (Wondai and Kingaroy, Nanango and Goomeri). Access by walking/cycling to the Maryborough TAFE across the highway/rail line continues to be an issue in the region

Providing safe travel choices for the residents in the region will require investment in infrastructure to support alternative modes (such as cycle, walking and mobility scooter paths) and public, community and flexible transport services.

TravelSmart

The Queensland Transport TravelSmart program has identified that you only have to change your behaviour at least one day a week to have a significant impact on the environment and traffic congestion. The TravelSmart program supports voluntary change in the behaviour of individuals and organisations by raising awareness through campaigns and improving access to information and opportunities to use environmentally transport (such as walking, cycling, car pooling and public transport instead of driving).

The TravelSmart program works with high traffic generators such as shopping centres, Universities, hospitals, schools and businesses to assist them to develop a travel plan that:

� identifies all public transport options and promotes these options to visitors with user friendly timetable and journey information

� encourages video conferencing, rather than face to face meetings

� sets up a car pooling system for workers

� offers personalised timetables to regular visitors

� encourages ‘walking buses’ where people are collected at their point of origin by a stream of walkers, on the way to the facility (such as a school)

� improves routes to the facility (cycle, walking paths) and

� supports alternative transport with facilities at the site (such as secure bike storage close to entrances, priority access for bus passengers).



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As well as engaging high traffic generators, the program has also targeted case study communities. The program worked with the community of the Grange in Brisbane to inform residents of public transport and other travel options and achieved a 16% increase in cycling and a 33% increase in public transport use.

Mobility Scooter Safety

Mobility scooters (motorised carts) are a popular travel choice for older people throughout the region (their use is not confined to the coastal communities). In the populace coastal centres, mobility scooters are often visible on the roads. As well as presenting a safety risk on roads, mobility scooters on footpaths can conflict with other path users such as cyclists and walkers.

Issues to support the movement of these vehicles include:

� licensing vehicles and operators

� regulation of motor and passenger capacity

� footpath widths

� continuous footpaths

� safety promotion

� shared path behaviour education for mobility scooter operators, car drivers and pedestrians/cyclists.

Improvements in infrastructure to support mobility scooters will also benefit parents with strollers and prams.

Path User Conflicts

The most common path user conflict is between cyclists and walkers. Austroads is the association of road traffic and transport authorities in Australia and New Zealand (the Queensland Department of Main Roads is a member). The association has recently released guidelines to minimise pedestrian-cyclist conflict on shared paths. The guideline is comprehensive and makes reference to:

� Integrated policy, strategy and planning

� Urban design

� Infrastructure planning, design, construction and maintenance

� Information

� Regulation

� Enforcement

� Education and awareness raising

� Travel behaviour change.

It should be noted that the Guideline is focused on the development of new paths and states that “retrofitting is inefficient and constrained by the original construction” (Austroads, 2006:ii). The Guideline will be valuable to Local



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Governments planning the development of new shared paths.

Queensland Transport has produced a Road User Code of Behaviour that includes a code of behaviour for pedestrians, users of wheeled recreational devices (such as skateboards) and cyclists when using shared paths. The code is available at

www.transport.qld.gov.au/qt/LTASinfo.nsf/index/rs_pedestrians_codeofbehaviour>

Transport Safety Initiatives

Queensland Transport has responsibility for a range of transport safety initiatives some of which are briefly outlined in this section. For further details of these and other transport safety initiatives and programs, see the Queensland Transport website at www.transport.qld.gov.au/Home/Safety/

Road Safety

� Increase in penalties (from March 2007) for driver distraction, driver inattention and aggressive driving such as tailgating.

� Your Keys to Driving in Queensland (on-line road rules refresher course).

� Road Safety information including safe drinking levels, driver reviver sites and operating times, how to install a child restraint and other information available on-line.

� Australian Road Rules (standardising road rules across Australia for Interstate driving).

� Vehicle Standards information such as safety certificate requirements, projecting loads, vehicle modifications, safe towing and other information is available on-line.

� Traffic Controller Accreditation Scheme, training for traffic controllers to ensure their safety and the safety of road users.

Air Safety

� Regional airport security improvements with a grants program from the Commonwealth Government for fencing, lighting and security systems.

Rail Safety

� Queensland Transport is responsible for rail safety and has produced a rail safety manual that details accreditation and incident reporting requirements.

� Level crossing signage and signals.

Water Safety

� Maritime Safety Queensland has done significant work on minimising marine pollution from shipping and boating activities in the region and on improving the safety of vessels and vessel operations.

� National Maritime Emergency Response Arrangements will ensure emergency towage capability at strategic locations on the coast and is an agreement between the Commonwealth and State Governments to cooperatively manage marine emergencies.

� Personal water craft rules. A Jet Ski Management Plan has been introduced with new regulations in the Transport Operations (Marine Safety) Regulation 2004.



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Public Transport

� NightLink (currently operating in inner city Brisbane) is a program of late night bus and train services that operate on Friday and Saturday nights.

� NightLink FlatFare taxi service similarly operates in the inner city Brisbane to get people home on Friday and Saturday nights with flat rate taxis.

� Secure taxi ranks have been identified (9) in the inner city to increase the safety of taxi users.

� Public transport security package (initially limited to South East Queensland).

� Application of disability standards to passenger transport infrastructure (at bus stops and on the buses).

Many of the public transport safety initiatives are a response to escalating violence, including deaths at taxi ranks and in the inner city nightclub areas of Brisbane and Fortitude Valley. While there does not appear to be an issue with late night public transport and taxi safety in the region (perhaps because of the nature of the region with contained night life in coastal centres), there is willingness in the State Government to implement and fund public transport safety projects.

Young Drivers Project

The most recent and dramatic change to drivers licensing will be introduced from July this year (2007). The State-wide changes are developed for the licensing of young drivers in response to the rates of road trauma for young people (particularly young men). A graduated licensing system will be introduced requiring young drivers to keep log books and obey curfew and passenger limits. For more detail about the young drivers’ project see www.transport.qld.gov.au



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5.4 A Sustainable Transport System―managing environmental impacts

Under particular State and Commonwealth legislation the applicant for a significant project (including major transport infrastructure such as a road or marina) must undertake an environmental impact assessment. The legislation is:

� The State Development and Public Works Organisation Act 1971 administered by the Coordinator-General

� The Environmental Protection Act 1994 administered by the Environmental Protection Agency and

� The Environment Protection and Biodiversity Conservation Act 1999 (Cth) administered by the Department of Environment and Heritage (Commonwealth Government). To minimize duplication of assessments, the State Government through the Coordinator General, the Environment Protection Agency and the Department of Local Government, Planning, Sport and Recreation will incorporate the Commonwealth Government interests into environmental impact assessments of projects that impact the Commonwealth legislation (defined as controlled actions).

Under each piece of legislation, the environmental impact assessment includes an assessment of the impact of the significant project on the natural, built and social environment. While some new transport infrastructure requires environmental impact assessment (if it is a significant project that triggers State or Commonwealth Government legislation) the monitoring of environmental impacts and the implementation of environmental management plans is variable.

Fraser Island Transport

Fraser Island is a key tourist attractor in the region. The roads on the island are predominantly sand roads (beachside and inland). Queensland Parks and Wildlife Service (QPWS) maintain general access roads on the island and the Hervey Bay City Council are responsible for roads in the settlements on the Island.

Periodic and permanent road closures (expect to emergency vehicles) are used as a mechanism to control the impact of vehicles on the ecosystem of the island. Walking is also encouraged on Fraser Island and tracks range from a few hundred metres to connecting tracks between the Island’s lakes (over 10kms).



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6 Moving as One….improving land use and transport

integration

This chapter of the Background Paper identifies and promotes mechanisms for integrating land use and transport planning.

6.1 Key points for moving as one

� The Integrated Planning Act 1997 nominates Local Government planning schemes as mechanisms for integrating land use and transport planning.

� Transport access (infrastructure and services) should be a central issue for Government, non-government and private sector developments

� Effective relationships and open communication between State and Local Government officers and developers are important for integrating land use and transport planning.

� Strategic road network planning is needed for all connections from the Bruce Highway to the coast.

There is growing awareness of the need to align land use and transport planning for the benefit of communities and economies. The State Government’s Integrated Planning Act 1997 identifies Local Government planning schemes as important tools for the integration of land use and transport plans. That Act grants power to Queensland Transport as an approval agency for developments of a particular type and size that have transport implications.

The region has also demonstrated less formal arrangements to achieve complementary land use and transport planning through effective local working relationships and communication networks. Examples include:

� the Hervey Bay mobility corridor which has been developed by the Council on State Government land (a former rail corridor) and

� the timely response of the Department of Main Roads and Councils to repairing roads damaged by changes in road freight movement resulting from the deregulation of the sugar industry.

6.2 Strategic Road Network Planning

There is considerable development in Burnett Shire on the coast. The new and emerging communities are likely to be dependent on Bundaberg for employment and higher order goods and services. Road network planning is needed to rationalise movement between these areas.

The road connections from the Bruce Highway to the coast need strategic planning to ensure that they meet the needs of the existing and emerging coastal communities.

While the long term impacts of the deregulation of the sugar industry are unknown, the immediate impacts on roads are being addressed through the cooperative working relationships of the State and Local Government and industry in the region and the Commonwealth’s Auslink Strategic Regional Program.



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It is the strength of these working relationships that have effectively addressed the immediate impacts of changes in the transport of some sugar in the region. To cultivate these relationships, State and Local Government officers should be rewarded with accredited collaborative skills training and position descriptions for senior positions should reflect the value of demonstrating collaborative skills.

6.3 Land Use Planning Regulation

From September 2005, Queensland Transport has been a concurrence agency under the Integrated Planning Act 1997. This means that Queensland Transport will assess development proposals that may have a significant adverse impact on land use and transport coordination or on the safety and operational integrity of railways and future railways. The role also relates to developments that may impact the efficiency of public passenger services.

Examples of developments that Queensland Transport may assess and apply transport related conditions or refuse are:

� Residential developments over 100 lots

� Aged care facilities over 100 units

� Education institutions

� Hospitals and

� Developments within or near future public transport corridors that will increase the total number of lots in the area.

As a concurrence agency, Queensland Transport is able to assess, impose conditions or refuse particular development applications. [For further information, see www.transport.qld.gov.au/idas]

The Department of Main Roads Road Planning and Design Manual [available at www.mainroads.qld.gov.au] details the specifications for road widths, profiles, curves, roundabouts, bus bays and other road design and infrastructure to enable efficient public passenger services. Developers impacting on public passenger routes must comply with the road specifications in the manual.

Guidance for Transport and Land Use Integration

Queensland Transport has produced a number of guidelines to encourage the integration of transport and land use.

� Cycling Interests in Planning Schemes offers specific advice to Local Governments when they integrate cycling during the plan making process.

� Planning for Rail Noise provides advice on how to manage development close to rail corridors.

� The Shaping Up Guidelines have been produced by Queensland Transport to assist Local Governments and developers to better design urban communities and support public transport, cycling and walking. This guideline can be applied to new developments in the growing coastal centres of the region.

These guidelines are available at www.transport.qld.gov.au/Home/General_information/Policy/



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6.5 Transport Interchanges

Major interchanges for tourist and regional travel are Hervey Bay Airport, Maryborough West Railway Station, Bundaberg Railway Station, Bundaberg Airport, Miriam Vale Railway Station, and Gympie South and Gympie North Railway Stations. There are a number of transit centres in the region for long distance coach travellers including the Hervey Bay shopping centre and centres on the Bruce Highway. Interchange services include shuttle buses, taxis, courtesy buses (backpackers and others) and urban bus services (limited to service areas).

The range of information available to travellers is variable with some Councils such as Maryborough making a considered effort to inform travellers through the development of attractive maps and signs in the city.

Disability Standards

To facilitate public transport travel for travellers with impaired mobility (people with disabilities and their carers, some older people and parents with prams) the Commonwealth Government introduced the Disability Standards for Accessible Public Transport 2002. The standards apply to conveyances, infrastructure and premises provided by public transport operators and cover the range of disabilities identified in the Disability Discrimination Act 1992 (Commonwealth).

The standards have been amended to further clarify the responsibilities of public transport operators and extend the requirements for disability access to boarding devices, access paths and passing areas.

Dedicated school buses are exempt from the standards and this could impact any policy change to allow the carriage of public passengers on school buses in the region.



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7 Moving Together…improving partnerships and coordination

This section of the Background Paper identifies ways in which agencies work together to plan and fund transport infrastructure and services.

7.1 Key Points for Moving Together

� There is demonstrated willingness and capacity to work together (across sectors and spheres of Government) for an effective transport system in the Wide Bay Burnett.

� Pooling of Commonwealth, State and Local Government finances has resulted in improvements to regionally significant transport infrastructure and services (such as the Eidsvold-Theodore Road, the Bruce and Burnett Highways, a bus service from Biloela to Maryborough, community transport services in the Burnett and others).

� The Wide Bay Burnett Integrated Transport Plan 2026 will support the policy principles and actions of the Wide Bay Burnett Regional Plan 2006-2026.

� Current transport funding for the region is not adequate to service the ageing road network or alternative transport needs.

� Smaller councils need support to effectively participate in the Regional Roads Groups.

A firm commitment is needed from all levels of Government and the private sector to identify, plan for and implement cost effective transport strategies that address key issues such as road maintenance, the need for efficient, economic regional freight network and public transport networks.

(Wide Bay Burnett Regional Plan 2006-2026:60)

Local Government advocacy for a Wide Bay Burnett Integrated Transport Plan 2026 is an indication of the priority for coordinated transport planning in the region. The Local Governments of the region have worked effectively with the State Government Departments of Main Roads, Queensland Transport and State Development to maximise the effectiveness of the transport system and the possibilities for transport related industries.

The region is challenged by ageing transport infrastructure, rapid coastal growth and limited funding but it also demonstrates effective working relationships across sectors and a commitment to work together for transport improvements (from Port of Bundaberg transport support to road safety initiatives).

While legislation such as the Integrated Planning Act 1997 gives Queensland Transport the power to be involved in the review of Local Government planning schemes and to assess particular development applications, this legislative safeguard is most effective when complemented with effective working relationships between State, Local Government and developers.



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7.2 Managing the Road Network

The Department of Main Roads is developing a state-wide plan that will provide strategic

direction for road system investment over the next 20 years for the state-controlled road

(SCR) system that supports the Queensland Government's priorities.

The Department of Main Roads outcomes for the state-controlled road system, detailed in

Roads Connecting Queenslanders (2002) are:

� safer roads to support safer communities

� efficient, effective transport to support industry competitiveness and growth

� fair access and amenity to support liveable communities

� environmental management to support environmental conservation

Roads Planning Context

The proposed state-wide plan is being developed in context with a number of challenges for

Queensland’s road system and with an understanding of what Queenslanders value in the

transport system. Special attention has been given to the following challenges:

� a need for increased road capacity to accommodate traffic growth from a

rapidly growing population and strong economic development

� traffic congestion in urban areas is emerging as a significant challenge for

road system planning.

� a rapidly expanding road freight task involving larger, heavier freight-efficient

vehicles. This requires a road network which provides industry with efficient

movement of freight without jeopardising road safety or impacting

unacceptably on other road users and communities. Pavements and bridges

need to be suitable for carrying these heavy vehicles with a minimum whole-

of-life cost.

� in part, an ageing road network requiring significant investment in

maintenance and rehabilitation to achieve sustainability

� in part, a road network near the limit of its ability to meet the future demands

upon it. This requires a major road building effort to meet the needs of a

decentralised state.

� a road-building task complicated by the wide variation in climate, geology and

available construction resources.

� a need for improved management of road operations to make the most

efficient and safe use of available road infrastructure.



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Guiding Principles for Roads Planning

A set of principles are being used in the development of the state-wide plan to help ensure

that:

� road investment choices are linked to the Department of Main Roads

outcomes that support the state government's priorities.

� all options for achieving those outcomes, including non-infrastructure options,

are taken into account.

� road investments deliver value for money.

The Roads Alliance Regional Roads Groups

The Roads Alliance Regional Roads Groups (regional road groups) are an initiative of the Queensland Government. The groups are concerned with the maintenance and improvement of local roads of regional significance (LRRS). Members of the groups are Local Government elected representatives and the Department of Main Roads District Director.

There are 3 regional road groups covering the Wide Bay Burnett region though most of the region is represented by the Wide Bay Burnett group. The Wide Bay Burnett Regional Road Group (WBBRRG) has two sub-groups (North Burnett and South Burnett). Each of the sub-groups is supported by a technical committee and the sub-groups report to the WBBRRG. The WBBRRG focus is to deliver a local roads of regional significance works program that:

� promote tourism and economic activity

� minimise damage to produce and goods

� cater for an appropriate mix of transport modes

� reduce pollution

� reduce road accidents

� promote inter-community and emergency access (Roads Implementation Program, 2006:RA130).

Some commitments in the WBBRRG 5 year program are:

� widen and seal Goodwood Road from Bruce Highway to Goodwins Road

� resheet the gravel section of the Kilcoy-Murgon Road

� widen and seal part of Monduran Road

� resheet a gravel section of the Gladstone-Monto Road

� bridge repairs on Hawkwood Road

� widen and seal section of the Maidenwell to Bunya Mountains Road

� reshape and seal parts of the Monto-Mount Perry Road

� bridge replacement at various locations.

The full works program with timeline, locations, work description and indicative costs is available at www.mainroads.qld.gov.au

Cooloola Shire at the southern end of the region is a member of the Sunroc/Cooloola Regional Roads Group and Miriam Vale Shire at the northern end of the region is a member of the Central Queensland Regional Roads Group.



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These regional roads groups demonstrate a willingness to work across spheres of Government to plan for road network improvements.

There is concern that some of the small Local Governments can not fully participate in the alliance due to limited resources.

Wide Bay Burnett Integrated Transport Working Group

A Wide Bay Burnett Integrated Transport Plan working group will guide the implementation of the Wide Bay Burnett Integrated Transport Plan 2026. The working group will include membership from Queensland Transport, Main Roads, the Environment Protection Agency, Local Governments and other relevant agencies. The group will build on the effective working relationships demonstrated in the region to ensure the implementation of the regional transport plan.

7.3 Other Partnerships

Passenger Transport Services

The Councils in the North Burnett and a community organisation in the South Burnett have worked with Queensland Transport and the Home and Community Care Program to initiate long distance transport services to connect Burnett residents to health, education and other services within that sub-region and on the coast.

Transport Infrastructure

As well as roads, there is shared responsibility (primarily between State and Local Government) for some transport infrastructure in the region including boat ramps, bus stops, cycle paths and cycle bridges.

Road Safety

Queensland Transport Road Safety Advisors facilitate road safety committees in the region. These committees have representation from State and Local Governments and concerned residents. The road safety committees are another example in the region of individuals and organisations working together across sectors to address transport improvements in the region.



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7.4 Funding

Some funding programs available to the Wide Bay Burnett region for transport infrastructure and services include:

Local Government

� Industry development contributions

� Council works program

State Government

� Roads Implementation Program is a rolling 2006-2011 road works program.

� Transport Infrastructure Development Scheme (TIDS).

� Rural and Remote Airport Development Program.

� Local Operator Marketing Assistance Plan (LOMAP) to assist local transport service operators to market their services.

� Boating Infrastructure Capital and Maintenance Program

� School Bus Upgrade Scheme assists with the purchase of rollover complaint school buses.

� Rural Service Access Initiative: Supporting local transport schemes (Blueprint for the Bush) $150 000.00 for three years for capital and set up of transport services in rural and remote areas.

Commonwealth Government

� AusLink is a National Land Transport Policy to guide Commonwealth planning and spending on land transport infrastructure.

� Roads to Recovery (R2R) funding is for Local Governments for the repair and upgrade of roads.

� Financial assistance grants to Local Government for roads and other purposes.

� Black Spot program focussing attention on improvements to dangerous roads and intersections.

Combined Sources

� A range of subsidies for travellers including pension and student discounts, taxi vouchers and others. See the Moving People section of this paper for details.

� Home and Community Care program provides transport service funding for Home and Community Care clients.

Private Sector

� Maintenance contributions to current roads (voluntary)

� New infrastructure development (for example, any new rail link to Bundaberg Port)

� Private access roads

While there are a range of funding sources for transport infrastructure and services in the Wide Bay Burnett region, consultation has identified concern about the adequacy of available funds to improve existing and provide new transport infrastructure in the region.



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8 References

AusLink (2006) Brisbane Cairns Corridor Strategy, Australian Government, Canberra

Austroads (2006) Pedestrian-Cyclist Conflict Minimisation on Shared Paths and Footpaths, Austroads, Sydney

Denmark, D (2000) Best Practice Manual for the Publication and Display of Public Transport Information, Department of Ageing and Disability, New South Wales Government, Sydney

Department of Main Roads (2002) Roads Connecting Queenslanders, Queensland Government, Brisbane

Department of Transport and Regional Services (2002) AUSLINK: towards the National Land Transport Plan (Green Paper), Commonwealth Government, Canberra

Local Government Association of Queensland and Queensland Transport, Integrated Transport Planning Framework: quick reference guide, Brisbane, Queensland Government, September 2003

Queensland Transport (2001) Safe Mobility for All for Life: personal access and mobility in an ageing society, Brisbane, Queensland Government

Queensland Transport (2003) Queensland Cycling Strategy, Brisbane, Queensland Government

Queensland Transport (2004) Safe4Life: Queensland Road Safety Strategy 2004-2011, Queensland Government, Brisbane

Queensland Health (2005) Access to Health Services: transport is the key, Brisbane, Queensland Government

Queensland Transport (2006a) Ageing Demographics and the Implications for the Regional Transport System in the Wide Bay Burnett (draft report), Queensland Government, Brisbane

Queensland Transport (2006b) Youth Demographics and Implications for Regional Transport Planning in the Wide Bay Burnett (draft report), Queensland Government, Brisbane

Strategic Design and Development (2001) Queensland Transport Study into Input and Output Freight Generation within SEQ, Queensland Government, Brisbane

The Wide Bay Burnett Sustainable Region Advisory Committee (2002) The Wide Bay Burnett Strategic Plans Summary- priorities paper, (name the website reference 2/07)



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Appendix 1

A Selection of Youth Transport Models: New South Wales and Victoria

Service Name

Service Description

Who is Eligible

Frequency of Service

Costs Limitations Partners

BAT (Byron Area Travel) Bus

BAT hires buses for groups of young people to travel for social outings

Groups of 8 or more, at least 50% to be aged 12-25

As required by groups

Small fare charged

BAT does not own buses. No bus purchase and maintenance costs

Volunteer drivers

Small wages are provided for the coordinator

Young people need to be organised for more than 8 to travel

No short notice possible

Department of Transport ($23, 000 pa)

Tweed Byron Ballina Community Transport

La Trobe Coordinated Community Transport

Provides a range of transport options for people with disability, frail aged, youth, rurally isolated, socially disadvantaged or unemployed.

Project will become a coordination point for all transport with touch screens and call centre.

Those with no other transport access

Demand responsive, as required by travellers.

Travels to medical and employment services

Volunteer drivers

3 workers are employed

Difficulties recruiting staff locally

La Trobe City Council

Department of Human Services (funding)

La Trobe Valley Ministerial Taskforce (initiative)

Blue Mountains Youth Bus Pilot

This was a 9 month trial that was not recurrently funded. Young people identified the bus route and agreed the $1.00 fare per trip.

The bus connected to the railway and youth destinations such as the ice rink and other requested locations.

Young people

Determined in consultation with young people

Split between operator and the scheme

Not recurrently funded.

Transport provider (50% funding)

Blue Mountains City Council (50% funding)

Youth Suicide Prevention Network (auspice)

Student representative councils

Wimmera VET Bus

A bus that transports young people to Vocational Education and Training (VET) venues

High school students accessing VET venues

Two runs each week (on VET days for high school students)

Government funded

Students previously had to rely on parents for transport to education and training

No limitations for VET bus identified

School focused youth service

Local learning and employment network

Regional youth committee

Department of Education and Training

Schools and the 4 Shires

Transport Access for

A transport access activity

Job seekers and job

A pilot project that is

Weekly travel passes for all

Not a transport

Sydney Area Consultative



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Service Name

Service Description

Who is Eligible



Job Seekers

for job seekers in job poor Western Sydney to access the job rich areas in Eastern Sydney

A half-day excursion on public transport for job network staff and clients

network providers in a group

transferable participants

Transport access packs with customised information for participants such as relevant timetables and transport information (walking, cycling, bus and train services)

service, but a ‘joining up’ and information service with specific target group (job seekers in areas of Western Sydney)

Committee

Job Network Providers

Hawkesbury Youth Transport Project

Increased access to out of hours transport services for young people and young mothers including the disabled in the Hawkesbury LGA

Young people, young mothers and the disabled

A ‘drop home’ bus from the Saturday night disco

Bus hire service for youth groups as needed

Cab charges for young people in isolated areas to travel home after events

Cab Charges offered for return journeys only after events or activities

Hawkesbury Community Transport Service

Youth Transport Advisory Committee

YOWI (Youth on Wheels Ink)

Subsidised transport for young people aged 12-25 in the Lismore LGA, generally in groups of 10 or more.

The service does not own vehicles; it hires vehicles, sometimes self-driven by the group.

Young people aged 12-25

Demand responsive

Bookings to the coordinator who identifies the best/cheapest travel option for the group

Mainly travel is to theme parks, sporting events, sleep-overs, movies etc

Small fares, YOWI pay 20% of the fare

Total YOWI budget is $25 000- 40% wages, admin and 60% bus hire

Does not operate during school hours (unless Principal, parents approve the travel)

Northern Rivers Community Transport (auspice)

Transport NSW (funding)

Victorian Youth Access Bus Initiative

Provides access for young people engaged in accredited education and training to spare free school bus seats.

Young people in accredited education and training.

School bus times.

Conveyance allowance for young person in education/training

Only applies to spare seats on free school buses

Highlands local learning and employment network

Department of Education and Training (State)

Central Coast Link Lift Pilot

A mentoring program for volunteer drivers who are then linked with young people, aged 15-19, who are transported to employment, training, volunteer work experience

Young people, aged 15-19, who are engaged in training and work (including volunteer work)

As required by the young person and negotiated with the volunteer driver

Nil to traveller Insurance issues and appropriate introductions for the young person and mentor-volunteer driver

Dusseldorp Skills Forum

Drivin’ 4 Employment

A learn to drive program (cars and forklifts) for young people aged 17-24

Provides

Young South Sydney Council residents without a license

10 participants per program limits the frequency

No cost to the participant

Limited to10 people per program

Participants referred by local youth agencies, Centrelink, JPET and job



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Service Name

Service Description

Who is Eligible



opportunities for employment of young people in industries where drivers or forklift licenses are essential

and/or those seeking a forklift license

placement networks

South Sydney Council

Bega Valley Shire Summer Bus

A late night bus service for travel in the summer holidays

Any traveller, though the focus is on young people’s destinations

7.00pm to 4.00am during summer school holidays. It is an extension of the existing bus run

$2 for the traveller

Wallet size transport information cards to all high school students

Summer school holidays only

Bega Valley Shire Council

Bega Valley Shire Youth Council

Local bus operator

Department of Transport

Dubbo Taxi Voucher Trial

People aged 12-17 can buy taxi vouchers from the Dubbo Neighbourhood Centre for $5 to cover fares of up to $15 on the 60km zone

Young people aged 12-17

Demand responsive, if taxis available

$5 maximum paid by traveller for up to $15 worth of travel

Trial service that is to be evaluated, other groups want access to the vouchers

Dubbo City Council

Taxi company

Dubbo Neighbourhood Centre

Taree Community Transport

The Taree Community Transport Organisation provides transport on request to youth organizations

Youth organisations

Demand responsive

Subsidized hiring of transport for youth services

Youth organisations pay a small fee for the transport

Need youth service with an interest in transporting young people to events etc

Focus is school holidays


Taree community transport organisation

Taree youth services

Coffs Harbour Saturday bus service

A bus service through three communities to Coffs Harbour (and return) on Saturdays. Morning drop off and afternoon return from Coffs Harbour

Any traveller though introduced at request of the youth service for young people

One service on a Saturday

$3 for the traveller One service only

Limited options if you miss the return bus


Coffs Harbour Youth service

Local bus operator

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