Cross Border Transport Planning and Strategic Opportunities;
In terms of transport, the strategic planning considerations need to include state, federal and local government transport infrastructure. With the regions proximity to the Queensland border, cross border co-ordination and alignment of strategies are critical to the regional planning process. The key for the Kyogle area, and the region more generally, is the Summerland Way corridor development. The development of this corridor to a standard suitable for B-double vehicles will allow the region to take advantage of a number of integrated freight transport opportunities. These include the road/rail interchanges along the Sydney to Brisbane Rail Corridor, and the subsequent connectivity this provides to the likes of the Bromelton State Development Area, the Darling Downs, the ports of Sydney and Brisbane, and the Western Brisbane Wellcamp airport.
The Summerland Way is the logical alternative to the Pacific Highway as a heavy transport route, and the strategic planning to realise this needs to commence in the near future, and should be recognised as a major priority in any regional or cross border planning process.
Council is thankful for the work of the Cross Border Commissioner in attempting to advance the levels of collaboration across the NSW and QLD border. The two main cross-border transport issues affecting the Kyogle communities are the lack of cross border planning inland from the coastal zone, and the impractical nature of the interstate passenger train timetable. These two issues are outlined in the Kyogle Council submission to the QLD-NSW Statement of Principles and Priorities for Cross-Border Collaboration 2-17/18 worklist (copy attached).
Cross-border planning is covered for the Tweed area, but there is a need to include plans for connectivity on the inland routes to the QLD State Development Area at Bromelton and into the Darling Downs through Warwick. The plan should also acknowledge the Wellcamp airport and Port of Brisbane as integral components of the freight network for northern NSW.
Summerland Way (NSW) - Mount Lindesay Highway(QLD) cross border freight connection
as an alternative to compliment the Pacific Highway
o Alignment with the Sydney-Brisbane Railway provides opportunities for improved regional
freight movements when road/rail interchanges are completed at Bromelton in QLD and
Casino in NSW
o The cross border route needs to be upgraded so it is suitable for b-doubles, and to this
end a route assessment in partnership with Main Roads QLD is needed as soon as
possible, and should include options such as the east of Mount Lindesay deviation
o Need to finalise the Summerland Way Corridor Strategy which has been in draft form
since September 2016, Councils submission to the draft Summerland Way Corridor
Strategy from October 2016 is included as an attachment to this submission
Mount Lindesay Road (Woodenbong to Legume) improvements need to be accelerated and
completed in partnership with Tenterfield Shire Council and the Australian Government as
this Regional Road provides the most direct connection between the Northern Rivers and
the Darling Downs region in QLD, however this road is currently one of the poorest heavy
vehicle routes left in NSW
The Sydney-Brisbane XPT timetable needs to be changed to allow the service to be used
for day trips between the northern rivers towns of Casino and Kyogle and Brisbane
Investigation of other opportunities for improved access to public transport to access
services that exist in the QLD side of the border, and to attract interstate and international
visitors from the south-east QLD area
Local infrastructure funding priorities and programs
Regional Road Backlog; The Regional Road (Classified Road) network provides a vital link between the many townships, villages, and aboriginal communities across NSW and their nearest regional centres. These Regional Roads are particularly important for many of the more isolated and lower socio-economic areas. The Regional Road network also provides the main transport link for tourists and visitors to these areas, and the poor standard of many of the Regional Roads currently serves as a deterrent to attracting visitors
Regional Roads were handed to local government by the state three decades ago with many of these roads in a state of disrepair and/or not constructed to modern standards. Backlog issues include; o Timber bridges
o Narrow and thin pavements
o Unsealed sections of highly trafficked roads
o Poor alignments
o Blackspots
Whilst the Regional Road Block Grant and Repair Program funding provided through the RMS is allowing Councils to make gradual improvements over time, there is an urgent need to provide an additional injection of funds into the Regional Road network in order to address this backlog in the near future and unlock the economic opportunities this would create. This could be achieved with minimal effort by increasing the budget of these existing funding programs administered through the RMS. In the Kyogle local government area the main priorities are;
o Initial sealing of the Clarence Way (MR150) south of the Bruxner Highway (SH16)
o Widening of narrow sections of the Clarence Way from the Bruxner Highway (SH16)
through Bonalbo and onto Woodenbong
o Replacement of remaining timber bridges on Kyogle Road (MR141) and Bentley Road
(MR544)
Last Mile and First Mile Industry Transport Links; Whilst the draft strategies recognise of the importance of the “last mile” transport links, there is currently only very limited State Government funding available for these Local Roads, and this is through competitive grant programs such as Fixing Country Roads, and Black Spots/Safer Roads, which are also able to be used for funding the State Road network. The strategy will only be realised if funding programs are structured so as to ensure equitable access to all local government areas, with priority going to those with small populations and larger road networks.
Assisting Councils to fund improvements to the first/last mile transport infrastructure will provide vital support for our existing local industries, reduce the cost of doing business, increase efficiencies, and remove barriers to growth in rural and regional NSW.
The key local industries that are looking for this support include primary producers, agri-businesses, timber plantations, extractive industries, and the various supply industries that support them. However, the many narrow and poorly aligned roads create safety and efficiency issues when larger transport vehicles share these roads with residential traffic. The main issues that need to be addressed include;
o Upgrades to timber and load limited bridges to allow for higher mass limits
o Initial sealing of unsealed roads in highly trafficked areas
o Widening and realignment of narrow winding roads
o Improvements to school bus routes and pick up areas
o Disaster resilience for critical local and regional infrastructure
Equitable access to services for regional communities
The Draft Future Transport Strategy contains a number of promising goals and objectives around equitable access to transport for rural and regional communities, and the recognition of the importance of increased accessibility is welcomed. Council supports the focus of the strategy on a number of areas where there is a direct need for improvements within the Kyogle area such as;
Upgrades to town centres to create vibrant places and experiences, particularly those
located along State Roads such as in the township of Kyogle
Heavy vehicle detours or bypasses for town centres, again this is a priority for the
township of Kyogle to remove the heavy vehicle traffic from the town centre
A safe transport system for regional communities
Investigation of options for public/private partnerships to utilise the existing school bus
assets to provide additional public transport between villages and the regional centres,
which would address a particular need for the ageing population and people living with
disabilities requiring access to services through the proposed hub and spoke model for
rural and regional NSW
The ongoing value to the community of funding for cycleway and footpath extensions
Whilst Council supports these initiatives being included in the Future Transport Strategy, there is very real concern that there appears to be no proposals that directly address public transport options in our region. The public transport discussion still appears to be very much focused around the metropolitan areas of Newcastle, Sydney, Wollongong and Canberra.
The lack of public transport is an issue of regional significance, and investigations into the opportunities for rail connectivity at the eastern and western ends of the region should be included in any regional or cross border planning. Busses are probably the only viable public transport option for the region at present, but these are few and far between and need to significantly improve. The long term strategic planning to allow for improved public transport in the region relies heavily on cross border co-ordination to allow expansion of the QLD public transport systems across the NSW/QLD border and into the region.
Specific projects identified for the Kyogle area include;
Changes to passenger rail timetable between Kyogle/Casino and Brisbane
Expansion of passenger bus services and integration with school bus services
Kyogle Regional Transit Centre development around existing railway station
Tourism and visitor connectivity
Improvements to the Regional Road network and the Local Roads used to access national parks and state forests by interstate and regional visitors should also be prioritised in regional planning processes. Any such improvements would likely need to be jointly funded by local and state governments, and in this regard the strategic priorities should be identified and funding programs developed as part of the overall Future Transport Strategy. Projects identified as priorities within and around the Kyogle area include;
Lions Road scenic drive through Border Ranges, various safety related improvements including widening of seal on narrow section of Running Creek Road in QLD
Border Ranges east initial sealing of Local Road access Williams Road/Creegans Road
Border Ranges west initial sealing of Local Road access Lynches Creek Road, Forest Road
Richmond Ranges west initial sealing of Local Road access Peacock Creek Road
Richmond Ranges east, Iron Pot Creek Road and associated mountain bike trail development around Toonumbar Dam precinct.
Fairymount to Kyogle mountain bike trail upgrades and extensions
Mountain bike and hiking trail development around the villages of Woodenbong, Bonalbo, Tabulam and Mallanganee
Suggested specific amendments to the draft documents
Draft Future Transport Strategy 2056 Changes; o on page 86 Figure 61 “Initiatives for Investigation (0-10 years)” should include the
investigation of the cross border route assessment for the Summerland Way/Mount
Lindesay Highway (Note that this is the same Figure shown on page 26 Figure 14 in the
Draft Regional NSW Services and Infrastructure Plan)
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
o on page 87 Figure 62 “Initiatives for Investigation (10-20 years)”, correct the error that
make reference to “Summerland Way improvements (Grafton-Lismore)” as the
Summerland Way does not go through Lismore. The references should be to the
“Summerland Way improvements (Grafton-QLD Border)” and “Bruxner Highway
improvements (Casino-Ballina)” and the town of Casino needs to be added to the map for
clarity and to avoid the error identified above (Note that this is the same Figure shown on
page 28 Figure 15 in the Draft Regional NSW Services and Infrastructure Plan)
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
o on page 88 Figure 64 “Regional NSW transport network” correct the error that shows the
direct link between Lismore and Grafton, and replace this with the actual linkages
between Casino/Grafton and Casino/Lismore, and the link from Casino through to the
QLD border via the Summerland Way (Note that this is the same Figure shown on page 9
Figure 4 and page 73 Figure 45 in the Draft Regional NSW Services and Infrastructure
Plan and page 57 Figure 41 of the Draft Tourism and Transport Plan)
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
Draft Regional NSW Services and Infrastructure Plan Changes; o on page 9 Figure 4 “Regional NSW transport network” correct the error that shows the
direct link between Lismore and Grafton, and replace this with the actual linkages
between Casino/Grafton and Casino/Lismore, and the link from Casino through to the
QLD border via the Summerland Way (Note that this is the same Figure shown on page
73 Figure 45)
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
o on page 20 under the heading “State-wide Policy/Planning Initiatives” add dot point
stating “Undertake regional freight and logistics studies in partnership with regional
organisations of Councils to identify specific infrastructure pinch points and future
improvement opportunities.”
o On page 22 under the heading “State Wide Infrastructure Initiatives” add dot point stating
“Expand investment in the Regional Road network through accelerated funding for the
Regional Roads Repair Program”
o on page 23 under the heading “Initiatives committed (0-10 years), Regional Highlights,
Sealing of remote regional roads” include the initial sealing of the Clarence Way (MR150)
in the list of specific roads for initial sealing
o on page 25 under the heading “Initiatives for investigation for potential commitment (0-10
years) – Subject to Business Case Development, Regional Highlights” add dot point “The
Summerland Way/Mount Lindesay border route assessment to provide preferred option to
achieve B-double standard border crossing”
o on page 26 Figure 14 “Initiatives for Investigation (0-10 years)” should include the
investigation of the cross border route assessment for the Summerland Way/Mount
Lindesay Highway
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
o on page 28 Figure 15 “Initiatives for Investigation (10-20 years)”, correct the error that
make reference to “Summerland Way improvements (Grafton-Lismore)” as the
Summerland Way does not go through Lismore. The references should be to the
“Summerland Way improvements (Grafton-QLD Border)” and “Bruxner Highway
improvements (Casino-Ballina)” and the town of Casino needs to be added to the map for
clarity and to avoid the error identified above
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
o Note that there is an error on the 4th dot point under “North Coast – Infrastructure
Initiatives” on page 40 with the reference to “Summerland Way improvements (Grafton-
Lismore)” as the Summerland Way does not go through Lismore, and the Grafton-
Lismore route includes a section of the Bruxner Higwhay between Casino and Lismore.
The references should be to the “Summerland Way improvements (Grafton-QLD Border)”
and “Bruxner Highway improvements (Casino-Ballina)”.
o on page 70 Figure 42 “Links to Regional Transport Hubs” extend the City to City Centre
link from Lismore through to QLD
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
Draft Tourism and Transport Plan Changes; o remove blank page 19
o on page 32 under the list of opportunities for improved visitor access to national parks,
add the following dot points;
Initial sealing of Local Roads that provide access to national parks
Upgrades to the Regional Road network to provide access and to help make the
trip itself an attractive part of the visitor experience
Partnerships between local private transport companies to provide public transport
to the national parks in the North Coast Region
o on page 57 Figure 41 add label “Regional NSW transport network” correct the error that
shows the direct link between Lismore and Grafton, and replace this with the actual
linkages between Casino/Grafton and Casino/Lismore, and the link from Casino through
to the QLD border via the Summerland Way
a marked up copy of this Figure with the suggested changes in red is attached to
this submission
o on page 52 under the heading “Initiatives for investigation (0-10 Years)” add “Modify
Sydney Brisbane XPT timetable in consultation with the QLD government and Cross-
Border Commissioner to ensure equitable access to passenger rail services for Northern
Coast residents” with a Timeframe of 0-1 years.
o on page 63 under the heading “Initiatives for investigation (0-10 Years)” add “Expand
investment in the Regional Road network through accelerated funding for the Regional
Roads Repair Program” with a Timeframe of 0-2 years.
Attachments;
1. Kyogle Council submission to the QLD-NSW Statement of Principles and Priorities for
Cross-Border Collaboration 2-17/18 worklist.
2. Kyogle Council submission to the Summerland Way Draft Corridor Strategy Oct 2016
3. Kyogle Council advocacy briefs covering;
a. The Summerland Way - A long term alternative to the Pacific Highway
b. The Clarence Way
c. Timber Bridges
4. Marked up copies of Figures with proposed changes shown in red;
a. Figure 61 Draft Future Transport Strategy, (aka Figure 14 Regional NSW
Services and Infrastructure Plan)
b. Figure 62 Draft Future Transport Strategy, (aka Figure 15 Regional NSW
Services and Infrastructure Plan)
c. Figure 64 Draft Future Transport Strategy, (aka Figure 4 and Figure 45 Regional
NSW Services and Infrastructure Plan, and Figure 41 Draft Tourism and
Transport Plan)
d. Figure 42 Regional NSW Services and Infrastructure Plan
Qld-NSW Statement of Principles and Priorities for Cross-Border Collaboration 2017/18 Worklist Issues Identification
Issue Description Provided by
Issue Definition Priorities Unwinnable / Intractable?
Inclusions / exclusions?
Issue identified by stakeholder / agency
Stakeholder / agency name
Define the impact of the issue; identify what has happened to date, what policies, regulation and legislation are involve, any information gathering/exchange practices and/or issue, the agencies involved in NSW and in Queensland, enablers/barriers – what is and isn’t working etc
Identify how this matter links to agency and NSW Government priorities.
Identify if this issue, or particular aspects of the issue, are unwinnable or intractable at the current time, and why
Identify if any aspects of the matter relate to other cross border issues and/or if aspects of the matter should not be part of cross border discussions
Lack of cross border transport planning inland from the coastal zone
Kyogle Council Existing strategic road and freight transport planning does not extend across the border at the Summerland Way/Mount Lindesay Road corridor in particular and also the Killarney Rd/Mount Lindesay Rd corridor and the Lions Road/Running Creek Rd corridor. This impact on the efficiency of freight transport and restricts access to economic opportunities associated with the Bromelton State Development Area in QLD, the port of Brisbane, the Wellcamp Airport and the Sydney Brisbane rail corridor and freight strategy, as well as domestic and international tourism opportunities.
Improved freight efficiency is the primary priority area, but issue has potential to address other priority areas such as tourism growth, economic opportunity, job creation, access to export markets and also provides an alternative to complement the Pacific Highway.
Issue is solvable; there just needs to be a commitment to strategic planning across the border by the relevant agencies, and investment in route upgrade investigations and prioritisation of road improvements. This is the ideal time to start this process as the Pacific Highway upgrade is now secured and in construction phase.
Improvements around these freight routes have the potential to provide a much broader positive economic impact for both the NSW and QLD economies and increasing access to export and tourism markets.
Interstate passenger train timetable not practical
Kyogle Council The current passenger train timetable for the XPT between Sydney and Brisbane, which services Grafton, Casino and Kyogle arrives at Brisbane (Roma Street) too early in the morning (4:53am) and leaves at 5:55am for its return journey. This means that people travelling for health services and other needs are arriving in the middle of Brisbane at a time when it’s still dark and they have long delays before they can attend service providers which are not yet open. This puts often vulnerable people in a situation where they are exposed to risks that they need not be if they arrived at a more reasonable hour. The primary issue is that the Brisbane railways do not want this train on the tracks during peak hour, and these times allow the train to get in and out of Roma Street before peak hour. The solution would seem to be to have the train stop at an outlining station rather than travel all the way into Roma Street, and then passengers would use the normal Brisbane rail services to get to their final destination.
This issue links to public transport accessibility issues, as well as aging and disability and access to health services for NSW residents who rely on the facilities in QLD.
The main issue affecting the solution is the need to have the interstate passenger train in and out of Roma Street station before the peak hour.
This relates to access to services for communities in NSW close to the border where they rely on facilities in QLD due to their proximity, and where these people also rely on public transport to get there.
Please send this sheet to the NSW Cross-Border Commissioner, James McTavish, via email to [email protected]
If you would like to discuss any cross-border matter please feel free to contact James via email or phone on 02 6933 7101 or 0438 105 426
All communications to be addressed to: The General Manager PO Box 11 KYOGLE NSW 2474 AUSTRALIA
ADMINISTRATION OFFICE Stratheden Street
Kyogle NSW 2474 AUSTRALIA Phone 02 6632 1611
Fax 02 6632 2228 International Code (+61 2)
Email [email protected] Website www.kyogle.nsw.gov.au
CONTACT: Graham Kennett FOR FURTHER INFORMATION
Summerland Way
PLEASE QUOTE THIS REFERENCE
28 October 2016 Summerland Way Corridor Strategy C/o Mr John Alexander Regional Manager Northern Roads and Maritime Services Grafton Regional Office PO Box 576 Grafton NSW 2460 Re: Kyogle Council Submission to the Summerland Way Draft Corridor Strategy Dear John, Thank you for your letter of September 29, 2016 inviting feedback on the Summerland Way Draft Corridor Strategy. Council welcomes the preparation of a corridor strategy for the Summerland Way and the opportunity to provide input to the draft strategy currently out for public comment. The draft strategy is sufficiently detailed and well-presented and is for the most part supported by Council. It is Councils opinion that there is one major strategic omission in the draft strategy, which relates to the opportunity to provide greater economic benefits to the region with improved connectivity to the high growth areas in south-east Queensland. This can be realised with a strategic focus on the Summerland Way as a freight route that provides an alternative to the Pacific Highway, and takes advantage of the proximity of the Summerland Way and Mount Lindesay Highway to the Sydney to Brisbane Railway corridor. This can only become a reality if there is a strategic objective to provide a route suitable for B-Double vehicles through to the Bromelton State Development Area (SDA) in Queensland. In this regard, Council strongly believes there is a need to create a separate planning section for the route between Dairy Flat in NSW and Palen Creek in South East Queensland (SEQ). The final strategy needs to recognise the long term strategic importance of the Summerland Way-Mount Lindesay Highway linkage for trade between NSW and the transport hub to be established at the Bromelton SDA near Beaudesert. This route not only forms the most direct route for heavy vehicle transport between the Bromelton SDA and markets south of Grafton and along the route, but is also a significant potential enabler for Far North Coast Hinterland economic development. The strategy provides an opportunity to recognise the long term strategic importance of this route. Council acknowledges the importance of the State’s short term plans to provide a new bridge crossing at Grafton that will enable heavy vehicle (e.g. B-Double vehicles) transport northwards from Grafton. The benefits of this capital investment would be
maximised in the long term through optimising the link to SEQ. Presently, this is not possible due to the limitations of the existing Mount Lindesay Highway route from the Summerland way which is tortuous and incapable of accommodating heavy articulated vehicles including B-Doubles. A long term commitment to an improved route east of Mount Lindesay is considered to be the most practicable way of optimising the route to Bromelton and SEQ generally. It would provide optimal benefit and return on investment in terms of functionality and efficiency for heavy vehicles using the route (see section 1.2 of the draft Strategy). The proposed upgrade of the Summerland Way-Mount Lindesay Highway route is a matter that has been discussed and anticipated by Far North Coast Councils, businesses and the community generally for some considerable time and is regarded as being a critical piece of infrastructure for the economic future of the Far North Coast Hinterland areas. The significance of and support for a proposed route east of Mount Lindesay has been included in a number of submissions that Council and other groups have recently made on the matter to different government agencies, and extracts from these are provided in the attachments to this submission for your information. Heavy vehicle transport along the proposed route is not likely to ‘compete’ with other capital works investment along the Pacific Highway. The Pacific Highway route will clearly remain the most important route in the region for a range of reasons that go beyond heavy vehicle transport needs. The Summerland Way-Mount Lindesay Highway route is expected to alleviate some demand pressure from the Pacific Highway over the long term, but most of its benefit would come from its servicing of hinterland markets and supply areas that are simply not able to be serviced by the Pacific Highway route. The strategic significance of the east of Mount Lindesay route is expected to grow with increased development in SEQ and as the Bromelton SDA gradually develops. This is expected to be some years off and will therefore provide a sufficient buffer for Governments to initiate adequate planning and design prior to any significant required capital works construction commitments. Planning for such works needs to be undertaken in the short term, and this is the key issue that Council would like to see addressed in the final Summerland Way Corridor Strategy. The strategy provides an ideal opportunity for the State to recognise and acknowledge the long term importance of the Summerland Way-Mount Lindesay Highway route, and to show its commitment to commencing the initial planning investigations for the Dairy Flat to Palen Creek section of this route. The strategy represents a far more important document than one that simply provides an explanation of the operational requirements for maintaining the existing road. In principle, documents such as the strategy are also potentially used as a gauge of the growth potential of regions and associated development opportunities as part of investor decision making processes. A clearer recognition of the strategic link to the Bromelton SDA, a rapidly growing SEQ and a stated intent to provide an efficient and functional heavy transport route is much more likely encourage investment and provide greater alignment with other Government policies regarding economic and employment growth for regions such as the Far North Coast Hinterland. Other specific comments on the draft document are provided as follows;
Executive Summary;
o Add to Short Term strategies;
Investigate route options to provide B-Double standard from Kyogle to Dairy
Flat and from Dairy Flat to Palen Creek in consultation with Main Roads
QLD, including the east of Mount Lindesay deviation options
Improve flood immunity by raising the bridge at Reynolds Creek between
Casino and Kyogle
o Add to Medium Term Objectives;
Determine final long term route option for Dairy Flat to Palen Creek with
concurrence from Main Roads QLD
Completion of intermodal connections with the Sydney to Brisbane railway
line to improve efficiency of regional and inter-state freight movements
o Add to Long Term Objectives
Construction of deviations to allow B-Double access between Dairy Flat
and Palen Creek in partnership with Main Roads QLD
1 Introduction and Corridor Description o Page 6, replace “The Summerland Way is a south to north inland road between
Grafton and the Queensland Border” with “The Summerland Way is a south to
north inland road connecting Grafton with south east Queensland and Brisbane”
o Page 6, include reference to alignment of the plan with the strategic planning
process for Main Roads QLD, the Sydney-Brisbane Rail Corridor Strategy, and the
South East Queensland Regional Strategy.
o Page 7, last paragraph, add that the route is a long term alternate route to
compliment the Pacific Highway between the Brisbane and Grafton.
o Page 8, the route Class should be reviewed taking into consideration the long
term strategic value as an inland alternative to compliment the Pacific Highway
o Page 11, Kyogle Council has identified the strategic value of the Summerland Way
as an alternative route to compliment the Pacific Highway and its link to the
economic opportunities presented to the region through the high growth areas of
the Bromelton State Development Area and the Darling Downs in south-east
Queensland.
o Page 14, Under the Rail Services heading there is no mention of the freight
movements along the Sydney to Brisbane Railway line or the development of
major road and rail interchanges at Casino and Bromelton SDA, which are
focused on maximising the efficiency and effectiveness of freight movements on
the existing rail network between the two major ports, and to reduce demand on
the road network. It should also be noted that the Australian Rail Track Authority
(ARTC) jurisdiction and operational area extends to both sides of the NSW/QLD
border and include information on the ARTC freight and rail corridor management
strategies. This area of the draft strategy needs to be expanded to recognise
these associated rail freight strategies and their integration with relevant road and
port strategies and the associated economic opportunities and transport
efficiencies that can be achieved if the rail and road strategies are aligned.
2 A Vision for the Future and Corridor Objectives
o Page 16, there needs to be reference to the route options investigation for the
border connection to the Mount Lindesay Highway between Dairy Flat and Palen
Creek in the same paragraph where the Grafton Bridge is mentioned. These two
projects at either end of the route are intertwined and will greatly influence the
vision for the transport corridor.
o Page 17, Corridor Objectives;
Add to the first row (Improve liveability/Reduce social disadvantage), allow
for heavy vehicle detour and beautification of the Kyogle Central Business
District between Wyangarie Street and Kyogle Road
Add to the second row (Economic growth/productivity), Realise the
economic opportunity presented by improved freight connectivity with a B-
Double route into the high growth areas of south east Queensland
Add to sixth row (Improve transport integration process), Ensure alignment
with strategic planning process in south-east Queensland, the Sydney to
Brisbane Rail corridor, and the ports of Sydney and Brisbane. AND, Provide
alternative freight route between Grafton and Brisbane to compliment the
Pacific Highway and help reduce congestion in the long term.
o Page 20, Create additional entry in the Future Corridor Changes similar to that
provided for the Grafton Bridge, titled NSW/QLD Border Crossing: focussed on the
section between Dairy Flat and Palen Creek, including the east of Mount Lindesay
deviation options and emphasising the importance of identifying the long term
route option for this section to cater for B-Double freight movements.
o Page 20, Pacific Highway; It should be noted that the Pacific Highway upgrade will
not limit the reliance on the Summerland Way. At present the Grafton Bridge limits
the use of the Summerland Way and this bridge is planned to be replaced in the
short term with a new bridge that will cater for additional movements along the
Summerland Way route. There is a need to consider long term freight movements
on the inland corridor to maximise the lifespan of the Pacific Highway upgrade.
Once the Pacific Highway dual carriageway upgrade is completed, this road will
quickly become congested with local and regional light and heavy vehicle
movement, particularly between Ballina and the Tweed Heads and into the Gold
Coast, where this is already the case. There needs to be a viable alternative for
freight movements between Grafton and Brisbane, and the Summerland Way-
Mount Lindesay Highway is the only viable route for this through traffic that diverts
it from these already congested sections of the Pacific Highway.
o Page 20, Future Freight Demands; The goal for the whole corridor needs to be to
achieve B-Double High Mass Limit capacity from Grafton through to south east
Queensland and Brisbane, utilising the road and rail intermodals under
development now for efficient freight movement in and out of the region, and as a
long term alternative route to compliment the Pacific Highway and the Sydney to
Brisbane Railway.
3 Current Corridor Performance
o Page 23, The corridor planning section between Kyogle to the QLD border should
be split into two separate planning sections being;
Kyogle to Dairy Flat; and
Dairy Flat to Palen Creek in QLD
o This recognises that the route crosses the NSW/QLD border, as opposed to
simply ending at the border. This also recognises that the current planning section
The Summerland Way A long term alternative to complement the Pacific Highway
The Summerland Way stretches almost 200 kilometres from Grafton to the Queensland border where it joins the Mt. Lindesay Highway. It was so named as the region it runs through is a popular tourist area for people during summer.
The Summerland Way follows the alignment of the Sydney/Brisbane (North Coast) Railway from Grafton through to the northern side of Kyogle, and adjoins it again at Rathdowny on the QLD side of the border. It provides a parallel inland alternative to complement the Pacific Highway for road freight haulage and tourist traffic travelling between Grafton and Brisbane and the Northern Rivers and southern QLD.
This road represents an important freight connection between the Darling Downs and Granite Belt areas of South East Queensland, the Northern Rivers, New England and Central Coast areas of New South Wales, and the major ports of Sydney and Brisbane. The Summerland Way is a key component of an integrated transport system linking road and rail interchanges, and providing regional, intrastate and interstate connectivity.
Kyogle Council aims to ensure that the social, economic and environmental potential of the Summerland Way corridor are realised, and is focused on raising the awareness of the roads long term potential, and in particular the need for co-ordinated planning and partnerships between the NSW and QLD Governments to ensure its potential can be realised.
There are challenges in managing road freight networks’ including ensuring road space is shared effectively between heavy vehicles, passenger vehicles and other road users. An upgrade of the Summerland Way would assist in meeting that challenge. The road is currently in reasonably good condition, however the northernmost sections within NSW and the Mount Lindesay Road within QLD are narrow and winding, which creates a hazard for truck drivers and other road users. The long term goal for this critical cross-border connection should be to provide a safe and reliable road suitable for use by B-double vehicles, and the time for planning is now.
The Northern Rivers Regional Transport Plan prepared by Transport NSW in 2013 recognises the two main cross border connections via the Pacific Highway and Summerland Way/Mount Lindesay Highway routes (see image). This regional transport plan sought to identify and protect future transport corridors, and to improve cross-border connectivity
The regional highway network supports road freight movements, primarily on the Pacific Highway, Bruxner Highway and Summerland Way. The road infrastructure supports the use of higher productivity freight vehicles, with the key B-double routes including the Pacific Highway, and limited sections of the Summerland Way and Bruxner Highway.
The Summerland Way/Mount Lindesay Highway route is a genuine long term alternative route that will complement the upgraded Pacific Highway once it is completed. The NSW government investigated an alternative inland corridor in its 2006 report; Upgrading the Pacific Highway-Technical Review of Inland Corridor (via Summerland Way)”. This report identified the Summerland Way through to the Mount Lindesay Highway as a long term potential option for an inland corridor, and the QLD government have also identified the route as having long term strategic value. At the time the focus of the NSW Government was on the upgrade of the Pacific Highway, and the focus of the QLD government was on the Mount Lindesay Highway north of Beaudesert.
The situation in 2017 is that the Pacific Highway is fully funded to create a continuous dual lane
carriageway from Grafton to north of Brisbane. Construction has also begun on the replacement of
the bridge over the Clarence River at Grafton on the Summerland Way. There have been
significant improvements made to the Sydney/Brisbane Railway line over recent years, and the
road/rail transport interchange at Bromelton is now operational, with Casino ready to build. The
West Brisbane Wellcamp International Airport at Toowoomba is operational, and opens up further
integrated transport opportunities for the Summerland Way/Mt Lindesay Highway route.
The QLD Government has completed a bypass for
Beaudesert, and the Bromelton State Development
Area has been declared, with this area designed to
provide for the growing demand for industrial
development in South East Queensland with
access to the national standard gauge rail network.
This area will provide industries with access to
intrastate and interstate markets, and offers
enormous economic opportunity for the Northern
Rivers region of NSW.
The Trans Regional Amalgamated Infrastructure
Network (TRAIN) project was developed in 2009
and identified the strategy to provide a safe and
efficient regional freight transport and water
infrastructure network that unlocks the
productive potential of southern QLD and
northern NSW, revitalising these communities,
creating new jobs, and increasing regional
Australia’s role in rebuilding the nation’s
economy. The TRAIN submission was
recognised in Infrastructure Australia’s list of
top 25 priority projects pertinent to the
development of an efficient national freight
network. The projects identified above provide
the key outcomes of the TRAIN concept, with
the main missing link now being the upgrade
of the Summerland Way/Mount Lindesay
Highway to provide a parallel road freight
network to the Pacific Highway.
Some decades ago, a deviation of the Summerland Way and Mount Lindesay Highway was identified that has the potential to reduce the total road length by 18km, whilst also eliminating the worse sections of the road on either side of the NSW/QLD border. The deviation is known as the East of Mount Lindesay Deviation, which consists of 10km of new road from Dairy Flat in NSW to Palen Creek in QLD, with its alignment on the eastern side of Mount Lindesay. The East of Mount Lindesay Deviation would replace 28km of the narrowest winding sections of the two state highways. This route is also identified as the “King George Crossing”, which was the original road crossing of the Border Ranges, located east of Mt Lindesay.
Kyogle Council is now seeking to raise awareness of the need for cross-border planning for the
Summerland Way and Mount Lindesay Highways. This will require co-ordination between the
NSW and QLD Governments, particularly through the Roads and Maritime Services in NSW and
Main Roads QLD, in assessing route options, to provide B-double access across the border, either
through upgrades of the existing alignment or alternatives such as the east of Mount Lindesay
Deviation.
Once the preferred route has been chosen, there will still be many years of planning and design
development before any construction can be realised. The route has clear long term benefits, and
this process should be expedited to facilitate the transition of resources from the Pacific Highway
and Bromelton SDA projects to provide continuity of works and infrastructure investment in our
area. The key stakeholders must come together to ensure that a comprehensive integrated
approach is taken to regional and interstate transport.
Clarence Way SUPPORTING
COMMUNITY ACCESS, AGRICULTURE,
INDUSTRY AND TOURISM
Kyogle Council
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Clarence Way Regional road that connects Queensland
via the Mt Lindsay Hwy, to Grafton and the Pacific Hwy
The road is 210.7km long with 14.8 km remaining unsealed
Since 2012 there have been 32 crashes, 21 injuries (10 serious, 1 fatal) within the section managed by Kyogle shire
Only rural arterial road servicing approx. 2000km
2 of good agricultural land
Major transportation route for the timber industry. 25% heavy vehicles
Kyogle Council manages the section of the Clarence Way from the local
government area boundary approximately 12.5km south of Tabulam through Bonalbo to Woodenbong. (72km)
There are 4 major agri-businesses and 1 correctional facility dependant on the road with a combined annual turnover exceeding $200M and employing in excess of 800 people.
Main Access to medical support for two asbestos effected Aboriginal communities
Most direct access to the recently completed Toowoomba international airport
The facts as at August 2017
Council recognises the economic importance of The Clarence Way particularly with respect to sustaining the vital economic drivers of the region such as the timber, horticultural and livestock industries. Council recognises the importance of The Clarence Way to the community and tourism providing connectivity between regions for work and recreation
Council is actively looking for funding partners to assist with the sealing of the road with an identified program of works over the short and medium term
Council has adopted a multi pronged approach to maintaining the seal integrity of the existing pavement north of the Bruxner Hwy supplemented by a rolling program of new sealing works to the south
Ultimately Council would like to see this road elevated to Highway status Treatments include; Heavy patching of failed sealed sections with cement or lime stabilisation as required Programmed replacement of existing infrastructure as useful lives are exhausted Focus on improving drainage to protect existing infrastructure
The problem
Cost shifting by State Government, Kyogle Council in the early 1990s handed responsibility for the Clarence Way
Blinding dust for following traffic to contend with on unsealed sections which also creates an environmental nuisance
Loose, dangerous, uneven gravel surfaces with poor vertical and horizontal geometrics
Council has limited ability to raise revenue– State Government rate pegging
Increased expectations of the public
Incompatibility with some tourist vehicles and insurance conditions on hire vehicles travelling on unsealed roads limiting accessibility to the region.
1 bridge at the end of its useful life remaining consisting of a timber pile and headstock group (replacement programmed for 2019, $225,000)
Council’s strategy
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Clarence Way What is the future?
At the current initial sealing rate it will take over 15 years to seal the balance of the road.
During this time, sections already sealed will continue to degrade.
Increasing use due to congestion on the pacific Hwy will create more dangerous dust visibility issues.
Continued and increasing serious traffic accidents
What is the effect? Community safety jeopardised, ambulance
access, fire services curtailed
Private forestry , access to medical
services restricted
Higher costs to transport produce in
smaller trucks
Agro - Industry restricted e.g. Global Foods
Grain cartage costs increased e.g. soy
beans
Increased wear and tear on transportation resulting in higher operating costs.
Major impediment to the expansion of the highly successful Balund-a Program managed by Community Corrections
What are the limitations? Funding for construction of sealed
alignments and upgrading substandard sections;
Need substantial funding to initially seal the 14.8 Km ’gap’ and undertake critical repairs to existing sections of around $18 million
Council can only afford $40,000 a year to maintain the unsealed section and this is reflected in the poor condition the road is in.
Conclusion Expect more accidents Expect more serious injuries and
fatalities Expect more congestion
A more strategic and all-inclusive approach to prioritisation of road sealing
Need funding
Minneys Bridge on Clarence Way was
closed to all traffic in February 2014.
Kyogle Council erected a new ADF style
bridge in 2016 to replace the old timber
structure with funding through the Australian
Governments Bridge Renewal Program
Kyogle Council
Major industry would benefit from increased access to supplies and markets
World first Balund-a program offers offenders ‘a second chance’
but Council urgently requires more funds to ensure the safety of residents
Leading the WAY
Reducing the carnage on our roads Encouraging visitors to our area
BRIDGES SUPPORTING
COMMUNITY ACCESS, AGRICULTURE,
INDUSTRY AND TOURISM
Kyogle Council
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Kyogle timber bridges Kyogle Council manages a bridge inven-
tory of 321 bridges; 167 timber bridges and 154 concrete bridges
More than 120 timber bridges have been replaced with concrete culverts or steel and concrete bridges since 2004
Replacement cost of timber bridges is more than $40 million
There is one bridge for every 50 Kyogle
Council residents
Australia wide average of one bridge for every 800 residents
More than 70 timber bridges are over 50 years old
40 bridges have load limits and increas-ing
Six timber bridges are closed due to structural failure or flood damage
The facts as at June 2017
Council recognises the economic im-portance of bridges particularly with re-spect to sustaining the vital economic drivers of the region such as the timber, dairy and livestock industries Council rec-ognises the importance of bridges to the community and tourism providing connec-tivity between regions for work and recre-ation
Timber bridge to concrete culvert replace-ments happening at a rate of 6 per year – reduced maintenance costs supporting capital upgrades
In-house low cost, bridge design of com-posite steel and precast concrete bridge suitable for single and now multi-span bridges
A prioritised bridge replacement program based on bridge capacity, industry, safe-ty, risk management, school bus routes and other economic drivers and not solely based on traffic volumes
Every bridge has been assessed and as-signed a treatment
Treatments include; Closure – cost effective, politically prob-
lematic Load limiting—short term solution to
manage risks of failure, creates transport issues and restricts local businesses and economy
Replace with galvanised, steel truss (ex ADF) – Council has purchased 13 as low cost replacement of multi span bridges
Replace with a concrete culverts – only where waterway area is small, has been main strategy to date, decreases mainte-nance costs
Replace with new steel and concrete in-house design – cost effective in house design providing local employment
Replace with innovative new products such as the Wagners fibre reinforced polymer products
Replace with contracted prestressed concrete bridge – higher cost alternative
Causeways – limited opportunity, lower level of service
Major maintenance – replace piles, gird-ers, etc where economical
The problem Majority of the timber bridges are of simi-
lar age (built in the 1940s) – replacement required now, over short time frame
Timber bridges were built when old growth, durable timber species were plen-tiful – they lasted longer than timber bridges built only 20 years ago
Local farmers often provided trees cut from their property to assist with bridge building – bridges were cheap to build ini-tially; not now
Cost shifting by State Government – 26 bridges handed from State responsibility to Kyogle Council in the 1990s
Increases in truck load capacity; timber bridges not capable of handling higher loads
Council has limited ability to raise reve-nue– State Government rate pegging
Increased expectations of the public
Council’s strategy
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Kyogle timber bridges What is the future?
At the current replacement rate it will take over 25 years to replace all timber bridges
During this time more bridges will have
load limits applied Some bridges may not be replaced More bridges will fail More bridges will be closed
What is the effect? Community safety jeopardised, ambu-
lance access (e.g. Minneys Bridge), fire
services
Private forestry restricted (already an is-
sue at Duck Creek, Lynches Creek, etc)
Higher costs to transport cattle in smaller
trucks
Milk tanker access
Agro - Industry restricted e.g. Global
Foods
Grain cartage costs increased e.g. soy
beans
Restrictions on quarrying
What are the limitations? Funding for replacement of timber bridg-
es; Need substantial initial funding to re-
place at least 100 end-of-life timber bridges over the next 5 years – approx. $30 million
Reduction in maintenance costs would be around $300,000 per year i.e. equiv-alent to one substantial bridge /year.
Council can only afford less than $1 mil-lion per year with current numbers of timber bridges to maintain
Conclusion Expect more load limits Expect more bridge failures Expect more bridge closures A more strategic and all-inclusive ap-
proach to prioritisation of bridge replace-ment
Need funding
Minneys Bridge on Clarence Way was
closed to all traffic in February 2014.
Kyogle Council erected a new ADF style
bridge in 2016 to replace the old timber
structure with funding through the Australi-
an Governments Bridge Renewal Program
Kyogle Council
A mammoth problem has lead to innovative solutions
Wagners FRP structure Larssons Rd Wagners girders at Gradys Creek Rd
but Council urgently requires more funds to ensure the safety of residents
bridging the gap
Council designed pre-cast deck units and modular bridge Duck Creek Rd
Bridge to culvert Ellems Rd Council working with Army crews
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