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MOUNT PETER STRUCTURE PLAN PART 5 - TECHNICAL REPORT TRANSPORT, MOBILITY AND ACCESS

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MOUNT PETER MASTER PLANNING PART 5 - TRANSPORT, MOBILITY AND ACCESS TECHNICAL REPORT

This report is a Technical background report informs the Mount Peter Structure Plan. Specifically, this report is in support of, and in response to, elements of item 3.2 (Transport, Mobility and Access) of Section 4.1 (Outputs) of the Mount Peter Master Planning Specification. DISCLAIMER This Technical Report is one of a series of reports which forms part of the draft Structure Plan for Mount Peter. Please note that this Technical Report is a draft document only. Whilst every care is taken to ensure the accuracy of this Technical Report and draft Structure Plan, Cairns Regional Council (CRC) accepts no liability for the accuracy of or inferences from the material contained in this publication, or for any action as a result of any person's or group's interpretations, deductions or conclusions relying on this material. The CRC accepts no liability for any loss, damage or injury (including consequential loss, damage or injury) from any use of this Technical Report and draft Structure Plan. COPYRIGHT This document is and shall remain the property of the Cairns Regional Council. Using or copying this document or any part of it without specific authorisation is absolutely prohibited. P.O. Box 359 Cairns, Qld., 4870 Tel: (07) 4044 3044 Fax: (07) 4044 302

Document Control

Version Date Author Reviewer

Name Initials Name Initials

Ver A May 2010 Jerryn Zwart JZ MPMPG AS

MOUNT PETER MASTER PLANNING GROUP

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TRANSPORT, MOBILITY AND ACCESS

TECHNICAL REPORT

TABLE OF CONTENTS

EXECUTIVE SUMMARY ............................................................................................................... 1

1 BACKGROUND ................................................................................................................... 6

1.1 BACKGROUND REPORTS AND STRATEGIES ...................................................... 6 1.1.1 Far North Queensland Regional Plan 2009-2031 (Department of Infrastructure and

Planning, 2009) ........................................................................................................... 6 1.1.2 Far North Queensland Infrastructure Plan 2009-2031 (Department of Infrastructure

and Planning, 2009) .................................................................................................... 9 1.1.3 Preliminary State Agency Position Paper- Mount Peter Master Planned Area

(Department of Infrastructure, 2008) ......................................................................... 11 1.1.4 Planning Study Outcomes Report (Dept Of Infrastructure, 2008) .............................. 13 1.1.5 Cairns Integrated Public Transport Plan And Study (Queensland Transport, 2005) .. 13 1.1.6 Cairns Bus Priority Study (Maunsell, 2005) ............................................................... 18 1.1.7 Cairns Transit Network (Queensland Transport, 2008) ............................................. 18 1.1.8 Cairns Pedestrian Movement and Cycle Travel Strategy (Cairns City Council, 2004)20 1.1.9 Draft Principal Cycle Network Plan – Far North Queensland (Queensland Transport,

Cardno Eppell Olsen, 2007) ...................................................................................... 22 1.1.10 Cairns City Council Transport Network Plan (Flanagan Consulting, 2006)................ 24 1.1.11 Far North Queensland Development Manual (Far North Queensland Regional

Organisation of Councils, 2009) ................................................................................ 25 1.1.12 Southern Cairns Integrated Land Use and Transport Study (Maunsell, 2000) .......... 25

1.2 EXISTING SITUATION ............................................................................................ 26 1.2.1 Cycle Network ........................................................................................................... 26 1.2.2 Pedestrian Network ................................................................................................... 27 1.2.3 Public Transport ........................................................................................................ 27 1.2.4 Road Network ............................................................................................................ 29

1.3 PROPOSED TRANSPORT SYSTEM ..................................................................... 33 1.3.1 Cycle Network ........................................................................................................... 33 1.3.2 Pedestrian Networks ................................................................................................. 33 1.3.3 Public Transport ........................................................................................................ 34 1.3.4 Road Network ............................................................................................................ 34

2 ASSUMPTIONS/METHODOLOGY ................................................................................... 35

2.1 ASSUMPTIONS ...................................................................................................... 35 2.2 METHODOLOGY .................................................................................................... 35 2.3 DATA SETS ............................................................................................................. 36

3 OPPORTUNITIES/CONSTRAINTS .................................................................................. 37

3.1 CYCLE NETWORK AND SYSTEMS ...................................................................... 37 3.2 PEDESTRIAN NETWORK AND SYSTEMS ........................................................... 38 3.3 PUBLIC TRANSPORT NETWORK AND SYSTEMS .............................................. 39 3.4 ROAD NETWORK AND SYSTEMS ........................................................................ 40

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4 ISSUES .............................................................................................................................. 42

4.1 CYCLE NETWORK AND SYSTEMS ...................................................................... 42 4.2 PEDESTRIAN NETWORK AND SYSTEMS ........................................................... 42 4.3 PUBLIC TRANSPORT ............................................................................................ 43 4.4 ROAD NETWORK ................................................................................................... 44

5 DISCUSSION ..................................................................................................................... 46

5.1 WALKING AND CYCLING ...................................................................................... 46 5.1.1 Walk and Cycle Network Plan ................................................................................... 47

5.2 PUBLIC TRANSPORT ............................................................................................ 48 5.2.1 Public Transport Plan ................................................................................................ 50

5.3 ROAD NETWORK ................................................................................................... 50 5.3.1 Transport Modelling Results ...................................................................................... 51 5.3.2 Road Network Plan .................................................................................................... 65

5.4 CAR PARKING ........................................................................................................ 67 5.4.1 Car Parking strategies ............................................................................................... 69

5.5 MODE SHARE TARGETS ...................................................................................... 71

6 SUMMARY RECOMMENDATIONS .................................................................................. 76

6.1 SUMMARY .............................................................................................................. 76 6.2 ASSUMPTION RECOMMENDATIONS FOR THE STRUCTURE PLAN................ 77

APPENDICES Appendix A – Figures

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EXECUTIVE SUMMARY

This report summarises the technical background investigations for the transport elements of the Mount Peter Master Plan Area (MPA). It aims to provide background and context for development of the Transport elements for the Structure Plan.

The first section of the report reviews previous work undertaken for planning in the Mount Peter MPA. This has included the Southern Cairns Integrated Land Use and Transport Study, the Cairns Integrated Public Transport Strategy and the Cairns Transit Study. The key findings from these studies relate to the recommendations for transport mode share and self containment for the Southern Corridor.

A series of transport principles have been developed to guide the future growth and planning of the transport system for the area. These principles are summarised as follows:

• Minimise trips by car, both internally and externally to the Mount Peter MPA;

• Encourage self containment of employment and services to reduce the impact on the external road system;

• Early provision of public transport services, including:

− land use which is supportive of public transport, including higher densities and a mix of uses;

− appropriate public transport infrastructure and services to make public transport a favourable and convenient choice;

− provision of a busway in line with development; and

− introducing behaviour change programs to inform and encourage residents of their choices.

• Development based on walkable neighbourhood and transit oriented development principles to encourage people to not be dependent on their car;

The key consideration in the development of the transport system for the Mount Peter MPA, is the promotion and pursuit of sustainable transport opportunities. It is recognised that the MPA will need to achieve a high mode share of public transport, pedestrian and cyclist trips if it is to succeed and function in a sustainable way.

Currently within the study area, there is limited road provision due to the rural nature of the development. The key road elements are the Bruce Highway, Mount Peter Road and a number of connecting east west routes, which are primarily rural in form. Maitland Road, in the south of the site is a designated haulage route for a key resource area.

The design and development of the Bruce Highway upgrade is being undertaken by the Department of Transport and Main Roads (DTMR). DTMR are also undertaking detailed studies into the design of the busway in the Southern Corridor. The Structure Plan will need to inform and ultimately take account of the proposals as they develop.

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Mode Share Targets

Previously identified targets for higher transport sustainability in the Southern Corridor are:

• at least 10% of all Cairns Southern Corridor trips by public transport by 2016 (CIPTS);

• at least 20% of all peak Cairns Southern Corridor trips by public transport by 2036 (CIPTS);

• at least a 50% increase in person trips by cycling by 2011 (Qld Cycle Strategy);


• 40% self containment of trips in the Southern Corridor (SCILUTS).

These mode share targets are in place to ensure a sustainable transport system emerges, which promotes community, environmental protection and equity. The mode share targets are ambitious compared to other statewide targets, however these targets are essential if the MPA is to be sustainable in the long term. In attempting to achieve the modal targets, it is important to target actions to trips that are more likely to attract modal shifts. Experience has shown that shorter distance, local trips (i.e. <5km) are more likely to attract a modal shift to walking and cycling in particular, and also to public transport.

In order to achieve these increased modal targets, integrated land use and transport planning will be imperative and a supportive transport system will need to be in place in the early stages of development of Mount Peter.

In addition to transport sustainability targets, self-containment targets have been set for the Southern Corridor. The objective of self-containment is to reduce the need for local residents to travel outside of the area to meet their daily needs, such as work, shopping and recreation. It is more difficult to achieve self-containment for jobs, particularly in regional areas, where the Cairns CBD has been established as a core business district. Effective land use planning is central to achieving self-containment. Therefore, a future centre in the Southern Corridor will require sufficient retail, commercial and recreational opportunities to meet the needs of the projected population in their local area. The transport modelling undertaken for the Mount Peter MPA indicates that these targets can be achieved and exceeded.

Walking and Cycling

The creation of a vibrant, attractive, inviting and successful area, be it a town centre or a local neighbourhood, can be affected by the pedestrian and cycle network and environment. A high quality network of pathways will not only accommodate users, but will encourage more people to walk and cycle to their destinations, therefore reducing car use.

A 3km walk is approximately 30 minutes and it takes an average cyclist 20-30 minutes to travel 6kms. With the Mount Peter MPA being approximately 7km long by 4km wide, cycling can be a viable transport alternative and contribute to sustainable outcomes. Cairns, despite the tropical weather, already has a higher proportion of cyclists compared to other regional towns in Queensland and, given the flat terrain in parts of Mount Peter, an integrated pedestrian and cycle network could see the proportion increase further, assisting the development of a sustainable structure plan area.

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A walk and cycle plan has been proposed for the Mount Peter MPA and is shown on Map 11 Mount Peter –Structure Plan Area Transport and Mobility Infrastructure (Walk and Cycle) (attached) and discussed in section 5.1 of this report.

Public Transport

Provision of a high quality and frequent public transport system is crucial to the future development of the Mount Peter MPA. This will assist in reducing private vehicle demands on the overall road system. Achievement of peak mode share for public transport of 20% has been identified to make an impact on external demands on the road system.

Essential to this is the density and mix of land uses provided and the provision of 400m walkable neighbourhoods. A key development principle will be the establishment of transit oriented communities along the proposed busway.

The Cairns Transit Network Study has identified a desirable indicative route for a future busway through the Mount Peter MPA. The Department of Transport and Main Roads (DTMR) are currently undertaking more detailed investigation of this route and its integration into centres and the road hierarchy. A strategic alignment has been agreed and is shown on Map 12 Mount Peter Structure Plan Area Transport and Mobility Infrastructure - Public Transport (attached in Appendix A). Further investigation by DTMR on the busway has concluded that the busway be located in the central median of sub arterial roads in Mount Peter.

The north coast rail line runs parallel to the Bruce Highway. However, existing uses do not allow for the adaption of heavy rail as the mass transit route into the Cairns CBD.

Another key issue is the delivery of the future public transport network. The State Government’s policy is that this be delivered in line with development,. Early provision of public transport assists in encouraging sustainable travel behaviours from the beginning and will also be crucial in achieving the mode share targets set by the State Government.

The provision of park and ride is another consideration. The FNQ Regional Plan indicates that park and ride lots can only be a part of the system if not within an activity centre or within transit oriented communities. The need and location for such a facility is yet to be resolved. A location close to the Bruce Highway near Draper Road has been tentatively proposed and will be resolved as part of further work by DTMR.

A public transport plan has been proposed for the Mount Peter MPA and is shown on Map 12 Mount Peter Structure Plan Area Transport and Mobility Infrastructure - Public Transport (attached in Appendix A) and discussed in section 5.2 of this report. The proposed network results in 90% of urban land being located within 800m of the busway and/or 400m of a bus route. The majority of the area which is unserved is the large scale industrial employment area in East Edmonton. This area was included in the calculation as it forms part of the urban land area.

Road Networks

The Structure Plan has been developed with an assumption that in the ultimate scenario the Bruce Highway will include three (3) grade separated interchanges where it passes through Mount Peter. This includes a new grade separated interchange at Deppeler Road, a relocated grade separated Maitland Road interchange (300m to the south to avoid Cane Rail Bridge, subject to further

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investigations by DTMR) and an upgraded interchange at Draper Road. Interchange configurations are to be confirmed by DTMR.

Interim upgrade works will be required and DTMR are currently undertaking traffic modelling to provide preliminary infrastructure schedules and cost estimates.

There are no conflicts between the network proposed in the Structure Plan and the current DTMR planning. The detailed traffic modelling undertaken for the Mount Peter MPA confirms that the Bruce Highway will need to be a grade separated six (6) lane form north of Deppeler Road; a grade separated four (4) lane form between Deppeler Road and Maitland Road and a four (4) lane road south of Maitland Road.

The Edmonton Bypass has previously been planned by DTMR to assist in diverting through traffic from the Edmonton town centre. Through the Enquiry By Design process, the Structure Plan downgrades this link to a sub arterial road network. The impacts of this change have been considered as part of the requirements for the Bruce Highway.

A hierarchy of roads has been developed for the Mount Peter MPA (Map 10 Mount Peter Structure Plan Area Transport and Mobility Infrastructure – Road Hierarchy (attached in Appendix A)). This proposes a sub-arterial road network provided via Maitland Road and Mount Peter Road providing access to the regional centre of Edmonton and centres within Mount Peter. Demands estimated on these roads indicate four (4) lanes will be sufficient, with the exception of Maitland Road in the vicinity of the Bruce Highway where six (6) lanes will be required for the approach to the interchange from the District Centre. A new four (4) lane east west sub arterial road is also required to connect Mount Peter Road to the proposed Deppeler Road interchange and the principle employment area.

Another sub arterial road network of two lane roads supplements the major roadnetwork providing connections to destinations within the Mount Peter MPA. The only exception to this is the four (4) lane sub arterial road proposed through the employment area (between Roberts Road interchange and Deppeler Road interchange).

Cane Rail

The Cane Rail line through Mount Peter is a significant operational constraint to meeting the desired objectives outlined in the Structure Plan. The impact of the line is greatest in the three (3) month cane harvesting period when up to six (6) cane trains per day, up to 600 metres in length, traverse the site at 10-40km/hr. Elsewhere in Cairns, where the cane line is currently traversing through existing residential areas, it is generally located within a fenced corridor.

Whilst there is future potential to implement a diversion of the Cairns to Gordonvale cane rail line, detailed investigations have been deferred. Therefore, it is has been assumed that the main north-south line through Mount Peter will remain in place for a minimum of 20-25 years; in effect requiring ultimate infrastructure configurations to accommodate an asset that may eventually be relocated.

In the short term the immediate infrastructure impacts relate to the retention of three (3) at-grade cane rail crossings. Connectivity with developable land north of the existing Maitland Road is also problematic while the cane line remains. An additional at-grade crossing will be required to connect to the northbound sub arterial from the Maitland Road centre.

In the medium term and ultimate scenario (assuming the cane rail remains) it is expected that the Bruce Highway/Maitland Road intersection will be positioned approximately 300 metres to the south of the current location, thereby facilitating

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the construction of a grade separated interchange at this location and also avoiding the need to cross the cane rail on Maitland Road if travelling east-west. The associated realignment of Maitland Road facilitates a link into the proposed principle bridge crossing over Wrights Creek. The existing Maitland Road would be retained as a local neighbourhood road with the designated haulage route diverted to the new route.

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1 BACKGROUND

Mount Peter is situated south of Cairns, between Edmonton and Gordonvale, and has been identified as the major urban growth corridor in Far North Queensland. In November 2006, Cairns Regional Council resolved to undertake the master planning for Mount Peter.. On 9 May 2008, the Deputy Premier and Minister for Planning formally declared Mount Peter a Master Planned Area in accordance with section 2.5B.3 of the Integrated Planning Act 1997 (IPA). The Mount Peter Master Planning Group has been commissioned to prepare a Structure Plan for the Mount Peter Master Planned Area (MPA) in accordance with Schedule 1A of IPA. Planning for Mount Peter will take place over the next 3 years, with large scale physical development of the corridor expected to commence after that, and continue for at least the next 20 – 30 years. The Far North Queensland Regional Plan and CairnsPlan identify Mount Peter, as the priority urban growth corridor for Cairns. Mount Peter is a major ‘greenfield’ site covering approximately 1800 hectares and is an ideal setting for the implementation of best practice urban and infrastructure planning, place making concepts and good urban design. This report summarises the technical background investigations for the transport elements of the Mount Peter Master Plan area. It aims to provide background and context to assist with the transport elements of the Structure Plan.

1.1 BACKGROUND REPORTS AND STRATEGIES

Considerable land use and transport planning work has been undertaken within the Cairns region. It is important to ensure the synthesis of these plans with the Mount Peter Structure Plan. These plans will inform and guide aspects of the process. Summaries of the relevant aspects of these studies are presented below.

1.1.1 FAR NORTH QUEENSLAND REGIONAL PLAN 2009-2031 (DEPARTMENT OF INFRASTRUCTURE AND PLANNING, 2009)

The Far North Queensland Regional Plan (FNQRP) is a statutory document, established under the Integrated Planning Act 1997, which sets the vision, directions and polices for the FNQ region to 2031. Within the plan, the subject area is identified as being the key regional growth area and will have the highest growth in Cairns, which itself will be the highest growing area in the FNQ region. It is proposed to plan for an ultimate population capacity of up to 50,000 residents. In the FNQ region as a whole, total vehicle kilometres will increase beyond the expected population growth of 73% by 2031 without sustainable transport infrastructure and policies. Given this outlook, a significant aspect of the regional planning process has been the development of strategies in the areas of integrated transport and land use planning, future regional and sub-regional transport network and transport infrastructure requirements.

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The integrated transport and land use planning policies aim to ensure an efficient system, with strong connections to other regions, which operate in a sustainable manner. The key policies which were developed in the FNQRP include: • land use and transport planning are integrated to support efficient

land use, efficient movement of people and goods, and industry competitiveness and growth;

• towns and cities are planned to be relatively self contained with employment and community services, to reduce the need for residents to travel to other towns or cities for jobs and services;

• the urban fabric of towns and cities is designed to locate residential areas as close as possible to activity centres, including economic, retail, educational, recreational and community centres;

• subdivisions are planned so the road and pathway network caters for walking and cycling in all directions, and efficient public transport coverage, where available, is facilitated;

• the staged provision of transport infrastructure occurs in sequence with the preferred pattern of development;

• appropriate forms of transit oriented communities are established in public transport nodes along transit corridors in sequence with state infrastructure provision;

• intermodal connectivity between rail, road, air or sea transport is enhanced through freight and passenger terminals;

• industries and freight dependent development are located in proximity to access points to regional transport corridors that facilitate access to markets and labour force;

• complementary industries are co-located to minimise transport requirements and increase resilience to potential impacts of oil vulnerability;

• transport planning considers the risk of major catastrophic events, such as cyclones or floods, and transport infrastructure is located and designed to avoid or minimise the impact of such events;

• opportunities are enhanced for travel by public transport, cycling and walking at and to major destinations including employment and education locations, health, welfare and support services, shopping centres, and recreational and social venues; and

• appropriate end-of-trip facilities, including bicycle parking, showers and change rooms, are incorporated into developments that are likely to attract or generate significant numbers of bicycle trips, such as business centres, workplaces, community facilities, educational facilities and retail developments.

Transit Oriented Communities (TOCs) are a key element of the integrated planning process developed for the Far North Queensland (FNQ) region. A series of principles are identified, according to elements such as location (level of infrastructure and services, level of development, new development), land use (type, density, mix, activity, employment and housing), design (adaptability, built form, open space, integration and parking) and transport (mode share and transport efficiency). In addition, five TOC types are identified for Cairns, with parameters established to ensure successful implementation of the TOC policies relevant to each development. Map 17 on page 166 of the FNQRP displays potential future public transport nodes, including Edmonton and

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Gordonvale, with a public transport corridor connecting these locations through Mount Peter. The development of new transport networks for the region has necessitated a series of new policies in the FNQRP. These are as follows: • integrated network planning, including a functional road hierarchy,

which protects and enhances regional and local connectivity, efficiency and safety;

• streets are carefully planned to provide facilities that equitably address the needs of pedestrians, cyclists, public transport and vehicles;

• the street network has high street connectivity, both within the development and to the surrounding area;

• a managed network of streets clearly distinguishes between arterial routes and local streets, based on function, legibility, convenience, traffic volume, vehicle speed, public safety and amenity;

• a transport network is established which provides convenient linkages to activity centres, schools, public transport stops and stations, and other destinations within or adjoining the development;

• road and street networks are configured to allow efficient bus service that can be conveniently and safely accessed by foot from most dwellings;

• a safe, convenient and legible cycle network, including on-road and off-road routes, is provided to meet the needs of all cyclists and people using mobility scooters;

• a safe, convenient and legible network for pedestrians is provided, to meet the needs of all pedestrians, including those with a mobility impairment;

• the Principal Cycle Network for FNQ is progressively implemented through cooperation between local government, state agencies and the private sector; and

• the Cairns Pedestrian Movement and Cycle Travel Strategy will be reviewed and implemented.

Transport infrastructure is also identified as a key component in delivering the sustainable transport system which the Regional Plan aims for. A series of principles have been developed to ensure the future of this infrastructure. These are as follows: • the strategic freight network in FNQ is protected from

encroachment from urban activities and incompatible land uses; • regionally significant corridors for future bypasses are protected

from encroachment from urban activities; • opportunities for rapid transit are protected, including the

preservation of disused cane rail corridors for future needs; • high order road corridors are to be appropriately buffered from new

development to mitigate road traffic noise and visual impacts; • adequate measures are adopted to preserve amenity for noise

sensitive land uses in transit oriented communities; • compatible land uses, such as industry, commercial, retail and

other employment activities are located near major transport corridors;

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• current and future transport infrastructure needs are appropriately provided for as part of any development adjacent to major transport corridors;

• Cairns and Mourilyan sea ports and Cairns Airport and Mareeba Aerodrome, and their access roads and operations, are protected from urban activities that may impact on current or future operations, except where permitted in land use plans for strategic port land;

• disused rail corridors and ancillary infrastructure are preserved where feasible, to meet current and future demands for alternative transport or movement of freight; and

• the concurrent use of rail corridors for non-rail transport and communication purposes is promoted, consistent with corridor lease terms and without compromising safety and rail operations.

In addition, sub regional transport is recognised for the role it plays in achieving the regional network and success of the sustainable objectives of the region. The plan has a principle to ensure that development is matched with the staged provision of public transport infrastructure.

1.1.2 FAR NORTH QUEENSLAND INFRASTRUCTURE PLAN 2009-2031 (DEPARTMENT OF INFRASTRUCTURE AND PLANNING, 2009)

The Far North Queensland Infrastructure Plan 2009-2031 (FNQIP) is a statutory document, which is formed in conjunction with the FNQRP. It identifies and sets out timings for the regionally significant projects which are intended to support the FNQRP planning ambitions. It documents projects over the course of a 22 year timeframe, including infrastructure projects, corridor investigation projects and initiatives and strategies. Transport forms a key focus of the infrastructure outlined in the FNQIP. The FNQIP proposes that a range of policy measures are necessary to ensure the efficient use of existing infrastructure. It also details key outcomes for the transport system in Far North Queensland. These are: • safer transport to support safer communities; • efficient and effective transport to support industry competitiveness

and growth; • fair access and amenity to support liveable communities; • environmental management to support environmental

conservation; and • a mode share consistent with sustainable outcomes. In addition, major challenges for transport are identified: • supporting regional development, industry competitiveness and

growth by upgrading key freight and passenger routes; • achieving affordable short and long term improvements in road and

rail safety; • managing congestion resulting from rapid population growth,

increasing private vehicle use and growing freight movements, particularly in larger centres;

• improving quality of life for remote and rural communities through projects that enhance travelling conditions and access to Indigenous training and employment;

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• responding to the environmental biodiversity and sensitivity with sustainable planning and construction practices; and

• managing peaks and troughs in freight demand resulting from market fluctuations, particularly for mining and agriculture.

The responses to these challenges, as detailed in the FNQRP are: • planning ahead so that transport infrastructure keeps pace with

growth and is provided in the right place, at the right time and at the right price;

• preserving corridors for future and enhanced transport infrastructure so that they are efficient and affordable;

• planning the Cairns Transit Network ahead of development to identify and protect corridors for a future bus rapid transit network and transit oriented communities;

• incorporating appropriate integration of all transport modes and land use in planning and delivering transport infrastructure;

• providing the right transport choices for people and freight to access and use, including road, air, sea, rail, public transport, cycling and walking;

• achieving the targets in the FNQ Regional Plan and related transport performance for priority growth areas, particularly the Mount Peter MPA, to avoid congestion and transferral of growth pressures to other areas;

• providing infrastructure that enables the desired regional outcome for transport and the supporting policies in FNQ Regional Plan to be met;

• promoting active transport, such as walking and cycling to achieve sustainable travel and healthy lifestyles; and

• involving transport agencies in strategic planning and development assessment processes to influence outcomes such as self-containment, good urban design, transit oriented communities and accessible sub-divisions.

There are also responses to specific transport mode issues and initiatives. Cycling and Walking The FNQ Draft Principal Cycle Network Plan is identified as being planned for release in 2009, which will detail the primary cycle routes to be developed for the region. The State Government is also committing to assisting councils with funding of critical routes. The State Government is also examining the rail trail development opportunities in the region. Public Transport The FNQIP endorses the Cairns Transit Network, which emerged from the Cairns Integrated Public Transport Plan. This plan creates bus priority measures, with the immediate priority being the development of a network to support the implementation of these measures, as well as bus stations and network staging. Roads

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The Cairns southern urban growth corridor is identified as being critical for managing growth in the region, including the Bruce Highway. The FNQIP advises that federal government funding for the Bruce Highway upgrade has been provided for a Townsville to Cairns section.

1.1.3 PRELIMINARY STATE AGENCY POSITION PAPER- MOUNT

PETER MASTER PLANNED AREA (DEPARTMENT OF INFRASTRUCTURE, 2008)

This paper was developed to coordinate the information, studies and GIS data available from State Agencies for the Mount Peter area, as well as establishing the roles and tasks of the agencies to be involved in the master planning exercise. Each State Government agency set out their position and areas of interest within the subject area. The former Department of Transport advises that it needs to assist in the development of transport hierarchies and networks which include rapid transit networks, local bus networks, pedestrian networks and on-road and off-road cycle networks. Queensland Transport (QT) acknowledges a need to develop desired standards of service for each of these. Several targets are identified and required for the planning of the Mount Peter MPA. The targets include: • by 2036, at least 10% of all trips travelled by public transport; • by 2016, at least 10% of all peak Cairns Southern Corridor trips by

public transport; • by 2036, at least 20% of all Cairns Southern Corridor peak hour

trips by public transport; • by 2011, at least a 50% increase in person trips by cycling; and • by 2021, at least a 100% increase in person trips by cycling.

In addition to these targets, the Department also outlined a set of principles based on its interest in achieving transit oriented communities and ensuring that all developments within the Mount Peter area add to the state endorsed transport targets. The overall principles in planning the Mount Peter area, identified in the paper include: • the support of the development towards strategic planning and

efficiency in public transport, walking and cycling to minimise car patronage;

• by developing residences within 3.2km of state primary schools and 4.8km of state secondary schools, the development minimises the need for subsidised school bus transport;

• the development maximises the use of existing public passenger transport (PPT) and does not require out-of-sequence services;

• 90% of the population lives within 400m radius of local bus stop or within 800m of a future busway station;

• development needs to be designed to minimise walking distance from residences to bus stops and local services;

• development is designed to front directly onto streets, roads, pedestrian paths and PPT facilities;

• development needs to be designed according to the standards of the the State’s Bus Minimum Service Standards;

• major services (i.e. health clinics, secondary schools, etc.) aim to have a main entrance within 400m of a busway station;

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• minor services (i.e. neighbourhood community centres, local shops, etc) have a main entrance within 200m of a local bus stop;

• major services are located on a Principal Cycle Route; • areas indicated in the FNQ2031 for transit-oriented communities

are given a high level of planning attention and comply with the policies in the FNQ2031;

• the location of pedestrian pathways minimise conflicts with traffic movement;

• landscaping and structures near pedestrian and cycle paths are planned and maintained to ensure adequate visibility, sight lines and passive surveillance; and

• pedestrian and cycling paths comply with Austroads.

Further to these overall principles, the paper discusses issues to be addressed for development within 100m of all public passenger transport corridors (railway and busway), intersections between public transport corridors and other corridors and issues for the development of transit stations (existing and future). As Mount Peter MPA is a greenfield site, the Department has the opportunity to align the future PPT corridor along the most preferred route, which may not be along the existing cane rail alignment. Until the actual alignment is finalised, DTMR has an interest in preserving the cane rail corridor for future public transport provision. DTMR is also required to be involved in transit oriented developments planned in the area. Issues to be addressed for development within 800m of an existing or future transit stations (existing or future) include: • hazardous uses are not located near PPT facilities; • large areas of car parking or single, large scale industrial,

retail/commercial or industrial developments are not located near PPT facilities;

• reconfiguration of premises near PPT facilities avoids fragmenting land for lower order or low density uses (30 dwelling units/ha);

• development near PPT facilities includes a variety of uses; • residential densities near PPT facilities are higher than the average

balance in Mount Peter; • development orients towards and integrates with PPT facilities; • standard planning scheme car parking rates are reduced by up to

15% for office/ commercial/ retail uses and up to 30% for residential uses near PPT facilities;

• development does not disrupt cycling and walking facilities between PPT facilities and major destinations;

• shortest and most direct and safe pathways are provided for pedestrians and cyclists; and

• fencing adjacent PPT facilities is less than 2.0m in height and is at least 50% transparent.

The former Department of Main Roads also provided advice on its interests and requirements for the Mount Peter MPA. DMR notes that development within the area will trigger an upgrade of the Bruce Highway to four (4) lanes between Edmonton and Gordonvale. It will also have a consequential effect on other sections of the highway. Other requirements include a minimum of 34m width for a road transport corridor. This width may need to increase for any batters and possible

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road traffic noise issues. The alignment of the corridor shall commence opposite the Mount Peter Road / Cooper Road intersection through the subject land to link to Lot 900 on SP 189704 at a location so as to assist a potential direct route to the Bruce Highway and proposed Edmonton Bypass. DMR also reiterated the key assumptions/targets contained in SCILUTS i.e. 40% self containment, 20% peak hour trips on public transport, etc for the Southern Corridor.

1.1.4 PLANNING STUDY OUTCOMES REPORT (DEPT OF INFRASTRUCTURE, 2008)

This document identifies roles, jurisdictions and positions of the state agencies to assist with the preparation of the Mount Peter MPA, It also identifies planning studies currently underway or to be undertaken which will assist the Mount Peter Structure Plan. The studies relevant to transport include:

• Public Transport Corridor Alignment and Transit Station Location

Study – an ongoing DTMR study. Preliminary guidance document released in 2009 outlines key negotiable and non-negotiable items for the transit corridor, including both engineering and land use outcomes sought.

• A traffic impact study to inform the Structure Plan. DTMR have noted that this is CRC responsibility to be undertaken in association with DTMR.

1.1.5 CAIRNS INTEGRATED PUBLIC TRANSPORT PLAN AND STUDY (QUEENSLAND TRANSPORT, 2005)

The Cairns Integrated Public Transport Study (CIPTS) was preceded by the Cairns Transit Study, the Cairns Bus Priority Study and the Far North Queensland Regional Plan (FNQRP). The aim of the study was to analyse the public transport possibilities for Cairns and consider the coordination and integration with transport strategies for other modes and land use planning. The key aim was to reduce the growth in private vehicle usage, by promoting public transport. A key focus for the study was the Southern Growth corridor. The CIPTS identified some major challenges, change drivers and opportunities, which include: • the increase in population; • the importance of environmental protection; • the requirements for just access to all users; • the need for new centres of activity; • technological innovations; • the continuing impact of tourism on the area; • the infrastructure constraints and congestion; • the changes in society in terms of employment, age, health and

lifestyle; • the changes in travel patterns; and • the Cairns Public Transport challenge.

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The outcomes of the study included: • a public transport vision, objectives and principles; • a public transport network plan for the short, medium and long

terms; • an implementation plan, including strategies and actions; and • consultation processes to ensure community needs are met. The Strategy and Action Plan in the report suggests: • to increase the opportunity for people to use public transport to

major destinations; • to develop mass transit usage in the southern corridor to advance

the SCILUTS conclusions; • to promote community inclusion by providing an equitable,

affordable and accessible public transport system; • to provide a safe and efficient movement of school students; • to improve the services to meet transport needs of the community; • to integrate transport modes; • to plan for integrating public transport into statutory land use

planning and development control processes; and • to encourage the use of lower-impact modes such as walking,

cycling and transit. The Cairns Integrated Public Transport Plan sets out a series of timescale based network plans.

In the short term, the Edmonton to Gordonvale connection is identified as an important link. In the medium term, this is expanded, with the corridor now aligned with the Bruce Highway and an additional major link in the immediate south-west of Edmonton. In the long term, a major corridor is identified near the western perimeter of the subject area, with connections between it and the Bruce Highway aligned major corridor. In this long term view, almost half of the Bruce Highway corridor will include transit or bus lanes, depending on the connections available to development on Maitland Road.

These network plans are displayed in Figures 1.1, 1.2 and 1.3

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Figure 1.1 Cairns Integrated Public Transport Plan – Short Term Network

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Figure 1.2 Cairns Integrated Public Transport Plan – Medium Term Network

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Figure 1.3 Cairns Integrated Public Transport Plan – Long Term Network

The Mass Transit System analysis in this report considers the implications of future population growth, patterns of land use development and the recommendations and findings of other studies. In terms of Mount Peter, a new express service between Gordonvale, Edmonton and the City is suggested. The Mass Transit technology options suggested included transit lanes, bus lanes, bus way, heavy rail and light rail.

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Public transport implications resulting from broad land use structure for the Mount Peter area, suggested the following: • a line haul public transport demand should be aligned to directly

link the proposed Maitland Road Centre - Edmonton Centre- Earlville- CBD; and

• local distribution services should extend from the line haul route radiating from Edmonton and possibly Maitland Road Centre.

1.1.6 CAIRNS BUS PRIORITY STUDY (MAUNSELL, 2005)

This study, undertaken by Maunsell for Queensland Transport in 2005, established a program for the development and prioritisation of bus infrastructure in Cairns. The study examined the projected passenger growth to 2016, identified locations where bus travel was affected by road conditions, identified the performance required to meet the Cairns Integrated Public Transport Strategy targets, identified technological innovations which could assist bus travel and developed a prioritisation and costing for the future projects. A strategy was developed, including objectives for the bus network. The study calls for the creation of a strategic public transport infrastructure plan. In addition, public transport network planning principles were developed, which the study suggests future review of the transport network plan should consider. The study does not identify any current issues with bus servicing in the subject area, nor does it develop any plans or projects for the area.

1.1.7 CAIRNS TRANSIT NETWORK (QUEENSLAND TRANSPORT, 2008)

This study, undertaken by Queensland Transport, emerged from the Cairns Bus Priority Study (see above) and CIPTS, and aims to develop a new transit network for Cairns, through the building of a network of dedicated public transport spines throughout Cairns. The study has identified a draft network, displayed in Figure 1.4, including a southern spine which links Gordonvale to Edmonton via the Mount Peter master planned area and continues to the Cairns CBD.

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Figure 1.4 Cairns Draft Transit Network

The process of identifying the network is ongoing, including community consultation on the proposed network, with the final concept design currently planned to be released in mid 2010.

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1.1.8 CAIRNS PEDESTRIAN MOVEMENT AND CYCLE TRAVEL STRATEGY (CAIRNS CITY COUNCIL, 2004)

The central aim of the plan is to increase pedestrian and cycling activity in Cairns City, and create an environment where walking and cycling are safe, convenient and attractive modes of transport for people of all ages and capabilities. The document outlines the key aims or criteria it will strive for through the plan: • Cairns is a Pedestrian and Bicycle Friendly City; • Equity, Access and Convenience; • Safety; • Education and Awareness; and • Community Involvement and Ownership.

Central planning and design parameters will include establishing the requirements and patterns of user groups, which are split between pedestrians and cyclists and, within that split, their purpose. Trip generators and attractors will provide the anchor points for network development. These include: • key activity centres; • employment precincts’ • major shopping nodes; • major tourist and recreation nodes; • education facilities; • public transport nodes; and • residential areas. The plan establishes a cycle hierarchy and design standards for bikeways and pedestrian facilities. A figure of $15million is proposed as the cost of the required infrastructure, over a 20 year period, with contributions from Cairns City Council, Department of Main Roads and Queensland Transport. A prioritisation network is also set out, by region. The plan sets out strategic actions, indicating the responsible party for each strategy. A style guide is also included, outlining the preferred route design. An implementation plan sets out the tasks, timing, cost and responsibility.

The key target for cycling identified in the strategy is based on supporting the Queensland Cycle Strategy target of an increase in bicycle usage by an additional 50% by 2011 and by 100% by 2021. The strategy has developed a region wide map, indicating two long range strategic corridors through the Mount Peter master planned area, connecting a series of key activity centres. At a more detailed level, a series of strategic investigation corridors are identified, including along the creek corridors, north south corridors through the centre of the area and a corridor running parallel to the Bruce Highway (See Figures 1.5 and 1.6).

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The plan is currently being revised by Council.

Figure 1.5 Cairns Pedestrian Movement and Cycle Travel Strategy – Strategic Routes

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Figure 1.6 Cairns Pedestrian Movement and Cycle Travel Strategy – Basic Network Structure

1.1.9 DRAFT PRINCIPAL CYCLE NETWORK PLAN – FAR NORTH QUEENSLAND (QUEENSLAND TRANSPORT, CARDNO EPPELL OLSEN, 2007)

This plan, currently in draft form, aims to establish the key corridors for cycling in the Far North Queensland region. Within the Mount Peter master planned area, a series of future principal routes are identified. Three routes are proposed from the existing principal route along Petersen Road at Edmonton. These routes are a generally north-south

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alignment, with two running through the master planned area, while a third runs parallel and adjacent to the Bruce Highway together with a future iconic recreation route. The western route terminates at the point it intersects with a future principal route at Maitland Road. The two continuing routes join up with existing principal routes in Gordonvale following their intersection with the future principal route at Draper Road. In addition to these routes, two principal routes are proposed in the vicinity of the north east section of the master planned area, one parallel to the proposed Edmonton Bypass and another running north-south along Hill Road, and joining with the proposed Edmonton Bypass at Thomson Road(See Figure 1.7). Figure 1.7 Draft Principal Cycle Network Plan

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1.1.10 CAIRNS CITY COUNCIL TRANSPORT NETWORK PLAN

(FLANAGAN CONSULTING, 2006)

The Cairns City Council Transport Network Plan (TNP) is a guide for the provision and funding of trunk transport infrastructure for the city. It identifies the existing networks and the major infrastructure needed to satisfy the desired transport and service objectives and suggests an implementation and funding strategy. Overall, the key conclusion made regarding the existing network provision is that there is limited connectivity between urban areas and this relies on directing traffic to state controlled roads that provide the arterial and sub arterial functions. The TNP also sets out objectives for the city’s transport network. These objectives are included in the Corporate Plan and the CairnsPlan. Some of the objectives and Desired Environmental Outcomes (DEOs) stated in the Transport Network Plan include:

• the requirement of roads, pathways, parking and public transport

systems to cope with the increase in population, greater accessibility and flexibility through an increase in transport modes and the protection of natural environments; and

• improved safety and security to facilitate the effective and efficient movement of people and goods locally, through a well-integrated transport network which includes public transport and pedestrian/cyclist facilities.

For public transport, objectives included: • an increase in the opportunity for people to travel by public

transport to major destinations; • more equitability, affordability and accessibility; • an increase the safety and efficiency in the movement of school

students; • catering for a rise in demand from the aged community; • integration into the CairnsPlan; • the provision of alternatives to car use; • provision for an increase in the number of tourists and a

complement the visitors experience; • the ability to cope with future predicted growth along the southern

corridor of Cairns; and • the integration of different modes of transport. The two areas which formed the focus of the Integrated Transport Planning aspect were modal and service integration together with the integration of the land use planning and transport planning activities. The planned transport network section of the TNP identifies the infrastructure required to satisfy the transport objectives. Some roads are proposed for the Mount Peter area, although the work done for this area was limited. For the Bruce Highway, the following changes are proposed: • upgrade of Bruce Highway and intersections in accordance with

SCILUTS recommendations; and • Edmonton Bypass.

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In addition to these changes to the road network close to the Mount Peter site, there are several missing inter suburban connections that also require construction. These are in areas constrained by topography or physical features such as creek crossings. In the Southern area, there are 5 stream crossings located west of Edmonton and a Progress Road extension crossing of Skeleton Creek is also necessary. The TNP indicates that the CairnsPlan includes Pedestrian and Cycling movement overlays which identify pedestrian and cycling corridors in each district. These are mostly alongside the higher order road network corridor; however, where they are not, the infrastructure is required. The CairnsPlan also specifies some long term objectives for the public transport network, by identifying Bus Only Right of Way corridors south of the city on the Bruce Highway. The document also identifies some cross sections to be utilised for future planning. It has been noted by Council that these cross section types are currently being updated. It is noted that the Transport Network Plan has recently undergone a review to consider all forms of development for its inclusion in the Priority Infrastructure Plan.

1.1.11 FAR NORTH QUEENSLAND DEVELOPMENT MANUAL (FAR NORTH QUEENSLAND REGIONAL ORGANISATION OF COUNCILS, 2009)

The Far North Queensland Development Manual is a detailed conglomeration of the development principles and standards which are pursued by the various local governments in the FNQ region. It includes application procedures, construction procedures, development principles, standard drawings and LGA specific policies.

1.1.12 SOUTHERN CAIRNS INTEGRATED LAND USE AND TRANSPORT

STUDY (MAUNSELL, 2000)

This study developed recommendations for land use and transport networks to address the needs of residents, commuters, freight, business and tourists as a result of the FNQ regional planning strategies. The study developed recommendations from community consultation processes, investigated the type, form and locations of development proposed between Cairns CBD and Gordonvale, including required transport systems. Identifying their form and required infrastructure was a key objective. The staging of these transport projects was also undertaken. In addition, corridor options were considered, specifically related to the Bruce Highway and the possible development of adjacent corridors. One of these involved a western corridor, between Maitland Road and Castlereagh Street. This investigation included an analysis of the infrastructure requirements of the options and desired project outcomes were identified for project assessment. The final outcome of this process was the conclusion that the upgrading of the Bruce Highway in its current corridor was preferred.

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The key recommendations to come out of the study are described below: • recommended that maximum population levels for the Southern

Corridor was between 90,000 to 125,000 people in 40-50 years; • preferred transport scenario required to serve this population

included (to next 20 years): o Upgrading the Bruce Highway in its existing corridor; o Improving public transport to achieve increased utilisation o Improving pedestrian and bicycle facilities to achieve

increased utilisation; • preferred transport scenario required to serve the population to the

next 40 years included: o Further upgrading the Bruce Highway to 6 lanes grade

separated standard at its northern end; o Upgrading roadway linkages to the Cairns CBD via

Portsmith Road, Mulgrave Road and Spence/McCoombe Street;

o Further increasing public transport utilisation – possibly including development of dedicated public transport corridors for light rail or busways;

o Further increasing pedestrian and bicycle usage; • preserving a longer term transport corridor to the east of the Bruce

Highway (Edmonton Bypass); • the need to achieve a local job capture of 40%, to promote self

containment and reduce required trips outside of the area; • a target of 20% of trips in the Southern Corridor in the peak

direction during the peak hour utilising public transport, possibly through the introduction of public transport priority or bus way corridors.

It is noted in the report that even with the achievement of the targets for public transport mode share and self containment, the six (6) lane Highway will not be sufficient to cater for the growth over the next 40 years.

1.2 EXISTING SITUATION

1.2.1 CYCLE NETWORK

Currently, the area possesses little in the way of cycling infrastructure. Within Edmonton and Gordonvale there are many segmented routes, all of which are off-road facilities. In addition, sections of the Bruce Highway have an on-road cycle lane (generally mostly north of the study area).

The 2006 Census data from the Australian Bureau of Statistics (ABS) reveals that the current mode share of cycling to work is 3% for the Cairns Local Government Area. Within the Trinity Statistical Local Area, which includes Mount Peter, the cycle mode share is just 2%.

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1.2.2 PEDESTRIAN NETWORK

Currently, there is little in the way of pedestrian facilities, given the current greenfield nature of the subject area and current land use types. 2006 ABS Census data reveals that the current mode share for walking to work is 4% for the Cairns Local Government Area. The mode share in the Trinity statistical local area is 2%.

1.2.3 PUBLIC TRANSPORT

The area only has two bus routes which traverse the subject site. These are route 1 and route 13. Route 1 originates at Cairns City Place Transit Mall. This route deviates briefly through the western part of Edmonton on Mount Peter Road then travels south along the Bruce Highway between Edmonton and Gordonvale.

This route operates seven days a week, with an approximate 30 minute weekday peak period frequency and approximate 60 minute frequency during non-peak times, and weekends. A full journey from Cairns CBD to Gordonvale takes just over one hour.

Route 13 roughly follows route 1, although it does not follow the brief diversion along Mount Peter Road which route 1 undertakes. This service operates two morning inbound services and two evening outbound services only, in line with the short term recommendations of the Cairns Integrated Public Transport Study and Plan, encouraging more express services in southern Cairns.

The mode share for public transport in the Cairns Local Government Area is 2.5% from Journey to Work data in 2006. Of this, approximately 96% is made up of bus travel, with the remaining 4% attributed to trains and ferry travel. For the Trinity statistical local area the mode share is 2%, with 96% of these trips occurring on buses, 1% on trains and 3% on the ferry.

The current bus network is displayed on Figure 1.8. These bus services are operated by Sunbus Transit.

In addition, the north coast rail line runs parallel to the Bruce Highway, on the eastern edge of the MPA. It is noted that development within 100m of this rail line needs to be protected from negative impacts of the rail operations. It is also noted that existing uses do not allow for the adaption of heavy rail as the mass transit route into the Cairns CBD.

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Figure 1.8 Existing Bus Services in the Cairns Area

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1.2.4 ROAD NETWORK

Due to the low density of development in the Mount Peter area, there is currently a limited developed road network within the subject area. The Bruce Highway is the primary element of road infrastructure in the area. This is a state controlled road and forms the eastern border for most of the subject area.

The Highway comprises four lanes through Edmonton, reducing to two lanes throughout much of the Mount Peter master planned area. However a brief section of the highway comprises four (4) lanes north of Meninga, reducing to two (2) lanes south of Meninga and continuing beyond Gordonvale.

The key accesses to the Bruce Highway from the Mount Peter master planned area are from Petersen Road, at Edmonton, Yarrabah Road, Davis Road at Wrights Creek, Maitland Road and Castlereagh Street at Meringa, Draper Road, Gordonvale Hill Road, Thomson Road and Deppeler Road are the key Bruce Highway access points from the north east section of the MPA.

In addition, Mount Peter Road is a direct northern access from the subject area connecting with Mill Road and then the Bruce Highway. Mount Peter Road also connects to Chay Road, which will ultimately function as a north south sub-arterial when the crossing of McKinnon Creek is constructed, providing a link to Walker Road.

Mount Peter Road and Maitland Road are identified as Rural Major Roads. It should be noted that Mount Peter Road changes classification to Minor Rural Road following its intersection with Maitland Road. In the future, Mr Peter Road, north of Petersen Road, is ultimately classified as a sub-arterial.

These roads are defined in the Cairns Plan as follows:

‘A Rural Major Road is a road providing connection between local rural areas and roads serving the longer distance inter-urban movements, generally the State-controlled Roads. Rural Major Roads also provide for the movement of produce and freight from local rural areas to roads serving the longer distance, inter-urban movements.’

Cooper Road, Mohammed Access Road, Carnes Access Road, Hussey Road and Jones Road are all identified as Minor Rural Roads.

A quarry material transport route is identified in the Preliminary State Agency Paper for the Mount Peter Master Planned Area (MPA). This route originates on Hussey Road in the south-west corner of the MPA, joining Maitland Road, continuing until it reaches the Bruce Highway.

All these roads are identified in the Cairns Plan, within the Rural Lands District Plan which is shown on Figure 1.9.

Currently (2006 data) motor vehicle travel has a mode share of 86% of all journeys to work in the Cairns Local Government Area. Within the Trinity Statistical Local Area, of which Mount Peter forms a part, the mode share is 91%.

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Figure 1.9 Cairns Plan Rural Districts Road Hierarchy

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2006 Travel Patterns

Strategic level transport modelling was undertaken to support the Mount Peter Structure Plan. The Cairns Strategic Transport Model was used as the starting point for the transport modelling work to test the broad-level impacts of land use, public transport services and road planning on the travel characteristics of the Mount Peter study area. The Cairns Strategic Transport Model (CSTM) is a strategic-level conventional four-step transport model and includes a binary logit model for the road/public transport split. It comprises about 175 traffic analysis zones and extends from south of Gordonvale north to Port Douglas and west to Lamb Range. It models separate AM, PM and off-peak time periods but is only validated to daily traffic volumes

An understanding of the existing traffic situation has been based on the CSTM 2006 base model. Figure 1A in Appendix A shows the 2006 base year daily traffic volumes in the study area.

The model outputs reflect the Bruce Highway’s role as the transport system’s spine by which the residential sectors of Gordonvale, Mount Peter, Edmonton and White Rock are connected to the Cairns CBD. These areas utilise the highway to travel outside their sectors whether it be travelling between sectors or to the Cairns CBD. Each of the connections into the Bruce Highway creates a significant intersection. It is evident that most of the traffic related to each sector travels toward the Cairns CBD as the 24hr traffic volumes on the Bruce Highway are lowest towards the south (16,300 at Gordonvale north of Cairns Road) and increase incrementally after each intersection towards the north (to 54,100 at White Rock north of Anderson Road).

The amount of traffic currently using Mount Peter Road is very low. A screenline of 24hr volumes across the mid-section of this road and the Bruce Highway (north of Warner Road) shows that the volumes on Mount Peter Road are approximately 1.5% of that on the Bruce Highway with 280vpd and 18,200vpd on each or those roads respectively. Note that the modelled road network through Mount Peter is very coarse at 2006 therefore the traffic volume modelled on Mount Peter Road represents an aggregate of low-order roads through the area.

In order to conclude if the current road infrastructure can adequately accommodate the existing traffic volumes, the existing capacity of the Mount Peter road network has been assessed. This has been undertaken by using the 24 hour traffic volumes obtained from the CSTM’s 2006 base year model. The key roads that have been identified for the assessment are those that are either critical to the future road network or are currently experiencing a high amount of vehicular traffic. These roads include the Bruce Highway, Anderson Road, Foster Road, Robert Road, Mill Road, Petersen Road, Maitland Road, Draper Road and Mount Peter Road.

These roads have been classified according to the CairnsPlan 2009 Road Hierarchy maps. The two-way 24-hour traffic volumes have been compared with the road classification and corresponding two-way daily road capacity. The road capacities were gathered from the 2006 Far North Queensland Regional Organisation of Councils (FNQROC) Operational Works Design Guideline D1 (2006 publication and 2009 Draft) and appropriately cross-referenced with the Highway Capacity Manual 2000 and the Austroads Guide to Traffic Management Part 2: Roadway Capacity. The results of this assessment are shown in Table 1.1

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.

Table 1.1 Existing 2006 Capacity Analysis

Road Location Hierarchy Classification

Capacity* (Annual Average

Daily Traffic)

24hr Volumes from the Strategic Model**

Bruce Highway

North of Anderson Road 6 lane highway 60,000 54,700 North of Foster Road 6 lane highway 60,000 47,300 North of Robert Road 4 lane highway 40,000 37,000 North of Mill Road 4 lane highway 40,000 33,000 North of Peterson Road 4 lane highway 40,000 22,300 North of Maitland Road 2 lane highway 20,000 16,900 South of Draper 2 lane highway 20,000 10,700

Anderson Road West of Bruce Highway 4 lane sub arterial 30,000 6,500

Foster Road West of Bruce Highway 4 lane sub arterial 30,000 12,900 Robert Road West of Bruce Highway 4 lane sub arterial 30,000 11,100 Mill Road East of Wiseman Road 2 lane sub arterial 15,000 6,300 Petersen Road West of Bruce Highway 2 lane sub arterial 15,000 5,700

Maitland Road West of Bruce Highway Rural Major Road 999 100 Draper Road West of Bruce Highway 2 lane sub arterial 15,000 3,000

Mount Peter Road

South of Carruthers Street 2 lane sub arterial 15,000 900

South of Mill Road 2 lane sub arterial 15,000 7,300 North of Hussey Road Rural Major Road 999 200

*The capacity volumes indicate a Level of Service (LOS) E in which the roadway is approaching or at the practical capacity.

**The 24 hour volumes have been rounded to the nearest 100

Table 1.1 indicates that the existing 2006 traffic volumes are less than the available road capacity therefore the existing traffic demand is appropriately met within the current lane configurations and road reserves.

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1.3 PROPOSED TRANSPORT SYSTEM

1.3.1 CYCLE NETWORK

The draft Principal Cycle Network Plan for Far North Queensland (Queensland Transport, 2008) identifies a number of future routes within the subject site. Many of these routes are identified as principal routes which provide connections between major population and activity centres. A route is proposed along the Bruce Highway, linking Edmonton and Gordonvale, with extensions north to Cairns CBD and to Yungaburra and Babinda to the south. Another principal route is proposed north-south through the centre of the subject site, linking Gordonvale and Edmonton and the existing principal routes located within those centres. Another principal route is proposed west of the aforementioned route, originating at Edmonton, heading south along Mount Peter Road before heading east along Maitland Road. Two routes are proposed in the north-east segment of the subject site - one travelling in a north-south direction along the Edmonton Bypass Road and another travelling along Thomson Road, before heading along Hill Road, linking with the Bruce Highway. These two routes would intersect at the intersection of Thomson Road/Edmonton Bypass.

Finally, an iconic recreation route is proposed along the interstate railway line, running parallel to the Bruce Highway.

These routes are all displayed in the Draft Far North Queensland Principal Cycle Network Plan, shown in Figure 1.7 in Section 1.1.

The Cairns Pedestrian Movement and Cycle Travel Strategy does identify strategic investigation corridors within the study area. These are a mixture of routes along the creek corridors running through the site, as well as two north-south oriented routes, originating at Edmonton and continuing through to Gordonvale. One route runs alongside the Bruce Highway, while the other is positioned through the centre of the subject area. In addition, a third north south route breaks off the aforementioned route shortly after its commencement, merging again at the approximate location of the east-west oriented greenway corridor. These routes are displayed in Figure 1.5 in Section 1.1.

In addition, the State Agency Position Paper (DIP, July 2008) identified an additional north south route through the MPA area (refer to Map 2 of the State Agency Position Paper). Queensland Transport also noted the potential for a cycleway being located alongside the busway.

It is noted that many of these proposed routes may take the form of an off road shared path and consequently can be used by both pedestrians and cyclists.

1.3.2 PEDESTRIAN NETWORKS

As would be expected for a rural area, there is limited proposed pedestrian infrastructure planned for the subject area. The Cairns Pedestrian Movement and Cycle Travel Strategy identifies routes throughout the subject area which are to be strategic investigation corridors, for pedestrians and cyclists. These are discussed in the above section.

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1.3.3 PUBLIC TRANSPORT

The Cairns Integrated Public Transport Plan sets out a series of timescale based network plans, however this work has been superseded through additional work in the Cairns Transit Network Study, currently being undertaken. The aim of this project, relevant to the Mount Peter area, is the identification of a corridor between Cairns CBD and Gordonvale, as shown in Figure 1.4 in Section 1.1. Further investigations by DTMR have concluded that the busway be located in the central median of the sub-arterial roads of Mount Peter.

1.3.4 ROAD NETWORK

The previously identified road network upgrades include:

• Bruce Highway upgrade; • Edmonton Bypass; and • a new trunk collector road between Mount Peter Road and Lot 900

on SP189704.

At present a Cairns Bruce Highway Upgrade (CBHU) planning study is underway, led by DTMR, examining the long term options to improve safety and traffic flow, reduce congestion and enhance access for users between the Cairns CBD and Mount Peter.

The Bruce Highway in the vicinity of Mount Peter will also require additional upgrades to service development at Mount Peter. This has currently been identified as requiring an upgrade to four (4) lanes with grade separated interchanges (as identified in the State Agency Position Paper, July 2008). The actual details of this upgrade will be confirmed as part of this project. Previous work undertaken in SCILUTS indicated that the northern sections of Bruce Highway will need upgrading to six (6) lanes in the ultimate development scenario.

Planning for the alignment and concept design for the Edmonton Bypass includes interchange locations at Thomson Road and Deppeler Road. It is noted that the need for the Edmonton Bypass is currently being reconsidered by DTMR, with an alternative of upgrading the Bruce Highway in this location being investigated. Fewer interchanges are planned in current planning work underway by DTMR.

A new collector road has been identified as being required by DTMR to extend from Deppeler Road across the Bruce Highway to join Mount Peter Road south of Peterson Road. This avoids the potential widening and disruption needed to upgrade Peterson Road to meet future needs.

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2 ASSUMPTIONS/METHODOLOGY

2.1 ASSUMPTIONS

In defining the developable land area of the subject site a number of general transport related assumptions have been made within this document, they include: • The determination of the busway alignment will have a significant

influence on the Structure Plan and will need to balance operational needs with neighbourhood connectivity

• Delivery of the mass transport infrastructure and services will need to be staged with development (including staged upgrades required by the development of employment opportunities)

• As development occurs within the Mount Peter area it will prompt an upgrade of the Bruce Highway. The exact requirements of the upgrades will be confirmed by DTMR.

• Principle cycle networks are proposed along the Bruce Highway, Mount Peter Road, Maitland Road, Draper Road and a route north-south between Mount Peter Road and the Bruce Highway

• Based on the Structure Plan outcomes, the potential ultimate population for the Mount Peter MPA is between 40,000 to 45,000 people. The number of jobs proposed to support this population is projected to be between 14,000 and 16,000. This is approximately 0.7-0.8 jobs per resident worker.

2.2 METHODOLOGY

The methodology utilised for the transport investigations for the Mount Peter area are described below:

• gather and review relevant studies and data including ABS Journey to Work

data and the Cairns Strategic Transport Model; • assessment of existing and future situation – data, issues:

a. road network – external and internal: - review of existing and projected traffic volumes (based on Cairns

Strategic Transport model). This will be to generally assess the capacity within the study area and to get a broad estimate of existing and future traffic volumes. It is noted that a detailed assessment of existing traffic conditions is not crucial due to the significant changes expected in the area, with the exception of the Bruce Highway. The model will also be assessed to gather a broad assessment of the future travel patterns based on the model’s future land use inputs;

- strategic assessment of network; and - overview of potential issues.

b. pedestrians and cyclists: - identify any existing facilities; - review Council and regional planning walk/cycle related documents; - identify key destinations in adjoining areas; - identify existing and potential desire lines (internal and external) and

undertake a gap analysis; and - overview of potential issues.

c. public transport: - identify existing public transport systems;

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- review Council and regional public transport related documents; - identify existing and potential desire lines (internal and external) and

undertake a gap analysis; - overview of potential issues; and - consider State Government busway route planning.

• based on the above, develop Transport Issues, Opportunities and

Constraints by Mode; • develop guidelines/principles/assumptions for the transport aspects of the

master plan; • Mode Share Targets:

- undertake analysis for mode share and self containment targets based on future demographics, research into what is achievable in new developments in other areas. Development of data for other similar areas will also be undertaken to assist this process as well as the outputs of the SCILUTS.

Transport Modelling Approach

It is noted at the transport assessment for the Mount Peter Master Plan area is based on the transport modelling undertaken utilising the Cairns Strategic Transport Model (CSTM) which was developed to assess the PPOD plans for the Far North Queensland Regional Plan. This is the most up to date and relevant transport model in the area. The aim is to gather an understanding of the elements of the transport system and their interactions to provide a strategic development concept plan.

The key reasoning behind the use of this model is as follows:

• the Mount Peter MPA project is a planning project and therefore assessment at a strategic level is appropriate. This is as opposed to micro-simulation models, which are utilised to test detailed traffic management issues (such as queues, detailed intersection operation) as opposed to land use planning issues. The key outputs of this project are to assist with addressing the major road network components, the main public transport components and land use recommendations;

• the CSTM allows the study team to assess various land use scenarios and understand the impacts in terms of transport travel behaviour;

• use of a strategic model is suitable for locations where there will be significant changes in development and network. For example, a micro-simulation model usually relies on detailed input of existing traffic counts, and factoring of that base data to future years. There will also need to be manual changes required to be implemented in such a modelling package in terms of changes to the travel behaviours in the future; and

• a strategic modelling assessment tool is also more suitable for the longer timeframe of the MPA.

2.3 DATA SETS

The key data sets that will be utilised for the transport system assessment are:

• ABS Journey to Work data 2006; • Cairns Strategic Transport Model – base and future years; • Previous reports and studies.

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3 OPPORTUNITIES/CONSTRAINTS

An assessment of the various opportunities and constraints facing the transport networks during the master planning process has been undertaken. Below is the emerging opportunities and constraints for each transport mode.

3.1 CYCLE NETWORK AND SYSTEMS

Opportunities

The Mount Peter MPA provides many opportunities for a high quality development and community to emerge. The development of a successful and sustainable cycle transport system will require the full utilisation of the following opportunities. Many of these opportunities also apply to pedestrians, through the provision of shared use paths.

Current:

• a creek system running through the subject area presents both an opportunity to provide high amenity routes, while also possibly constraining the route choices and options by creating barriers to movement;

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• the full utilisation and careful protection of the greenways could improve the amenity for users, and provide a green heart to the area;

• Edmonton and Gordonvale are key destinations for cycling and high quality facilities to these centres offer a key opportunity to improve cycle trips to these areas; and

• the existing cane tram lines and corridor provide a possible transport corridor, either a cycle route, due to the suitable grades or alternatively a public transport corridor.

Possible additions:

• the opportunity for full integration of complementary land uses to affect modal choice – e.g. locating schools to encourage walking/cycling;

• a fine grained cycle network could improve route choice and use;

• opportunities to co-locate cycle facilities along the busway and north south rail corridor to provide direct access to external destinations;

• connections with the proposed Draft Principal Cycle Network Plan routes along major vehicle transport corridors, in particular the Bruce Highway and the north coast rail line;

• a bike pool system located at key activity centres, schools and transport stations or interchanges could increase cycle take-up;

• protected bike lanes though the use of medians separating motor vehicles from cyclists would improve the safety for users and make cycling more desirable;

• bike parking and support facilities in new developments would encourage cycle use by capturing and altering modal choice at an early development stage;

• a cycle connection to Cairns CBD would increase the regional usability of the route and increase cycling;

• provision for on road cycle lanes on all major roads; and

• implementation of the Bikebus initiative at all schools.

Constraints There will also be constraints which must be overcome in order to ensure the successful implementation of a cycling system, as follows: • the varied topography of the area may make cycle journeys difficult in some

areas; and

• barriers to cross such as creeks, major roads, rail lines and busways, reducing permeability and connectivity.

3.2 PEDESTRIAN NETWORK AND SYSTEMS

Opportunities The tropical climate can be an impediment to walking, so a high quality pedestrian system which addresses the climatic challenges is critical in reducing motor vehicle trips. For the Mount Peter MPA to achieve a change in the current

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mode share of walking for shopping, recreation, to access public transport and to access employment, as well as the need for a high quality pathway system to access public transport infrastructure, the following opportunities will require careful planning and implementation. It is also noted that full integration with the cycle network is a key component for any future pedestrian network.

• There is an opportunity to provide recreational walking trails to and on

Mount Peter itself and the Unnamed Hill.

• The utilisation of the creek and greenway corridors for recreational walking could improve not only the amenity of the area for residents, but also the health of residents.

• A network of parkland/open space networks/creeks could provide a high quality recreational walking environment. Personal safety will need to be addressed in these areas.

• Links to public transport could improve accessibility and encourage walking as a preferable transport mode.

• High quality design in centres, allowing good permeability will ensure pedestrians are encouraged and valued.

• Environmental features could be developed as orientation features, to enhance legibility and encourage a sense of place.

• The provision of pathways on all streets will increase accessibility. This needs to consider infrastructure and ongoing maintenance cost issues.

• The provision of shelter and shade on pathways will enable longer pedestrian journeys in the tropical climate.

• Basing the design on a 400m neighbourhood land use placement and providing places within those spaces for people to walk will ensure the vibrancy of that catchment.

Constraints

The climate and existing urban form provide significant constraints to the successful pedestrian network. Overcoming these will allow for a more active community. Other constraints include:

• crossing the Bruce Highway and creeks will require careful design and could be significant barriers to movement, due to their long range of operation, making regular crossings potentially difficult to achieve.

• the temperature and climate could result in pedestrian travel being avoided at key instances during the year, particularly longer journeys. Appropriate tropical design of streets could partly address this barrier.

3.3 PUBLIC TRANSPORT NETWORK AND SYSTEMS

Opportunities

The most critical factor in achieving the successful and sustainable community in the Mount Peter MPA will be the successful development of a high quality public transport system integrated with development along the corridor. Many opportunities exist for this to occur. These are listed below.

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• The opportunity to connect several key destinations: Edmonton, Gordonvale and the Cairns CBD – with high frequency services and quality infrastructure.

• A linear form for the transport corridor will assist in the delivery of an efficient service between the major centres.

• The opportunity to develop key activity area hubs at busway stations will ensure a mutually beneficial relationship.

• Transit Oriented Communities will assist with self containment and reduced private vehicle use.

• Incentives to encourage public transport use from the start and early provision of public transport services will offer greater chances of sustained modal shift.

• The opportunity of a dedicated corridor provides for a staged implementation of facilities – from an on-road bus operation, to bus rapid transit, possibly increasing to light rail as the demand necessitates.

Constraints There are constraints with such a large scale piece of transport infrastructure. The design and operational issues could affect the success of the transport system and the community as a whole, specifically:

• barrier of crossing the rail line and future busway will require careful design;

• the topography of the area may add to the costs of public transport projects – and may affect the route design;

• the necessary creek crossings will increase financial costs for public transport projects;

• 90% of households must be located within 400m of a bus stop or 800m of a Busway station to ensure adequate opportunity to change transport mode; and

• access to the north-east section of the subject site involves crossing the Bruce Highway.

3.4 ROAD NETWORK AND SYSTEMS

Opportunities

There are significant opportunities for the road network in the area, as follows:

• as the area is largely undeveloped with few roads, creating a permeable road network within the subject area will be less complex than for infill areas;

• developing complete streets – streets which incorporate facilities for cars, bicycles, pedestrians and public transport to move along and across safely;

• managing travel demand (e.g. by parking policy) could encourage use of other modes;

• at key commercial areas, car share systems could be introduced for essential car journeys to reduce the need to purchase a second car;

• an integrated green travel marketing system/plan could reduce demands on the roads and could be implemented early in the development process; and

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• new residents could receive a welcome pack, including green travel options and incentives as developed by the TravelSmart group, upon arrival in the area and then maintained, so as to help minimise the impact of new residents on the road network.

Constraints

There are some constraints which will need to be considered, particularly given the existing congestion problems along the Bruce Highway.

• There is a need for a more developed road network and hierarchy in the area.

• Existing Bruce Highway capacity problems will need to be overcome when considering the addition of more traffic associated with the Mount Peter area.

• The interchanges which can be developed along the Bruce Highway are limited by design separation requirements for the ultimate freeway configuration. Links to interchanges and crossings of the Bruce Highway will require careful consideration and design.

• The locations and design of road crossings of the busway, creeks and rail line will be an important consideration.

• Access to the north-east section of the subject site involves crossing the Bruce Highway.

• There is limited opportunity to increase the capacity of the existing road network north of Petersen Road due to existing development. There is also the issue that these roads have direct residential frontage and access which is incompatible with their future function and therefore needs to be managed accordingly.

• The Cane Rail line ( see Section 4.5).

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4 ISSUES

Many issues have been identified related to each transport mode. Primarily, these issues relate to key linkages and connections within the subject area and to other destinations as well.

4.1 CYCLE NETWORK AND SYSTEMS

There are limited existing facilities for cyclists in the study area. Council Regional Council (CRC) and DTMR have identified some key links required through the study area to allow future residents and visitors to access surrounding destinations. These include key north south routes which provide access to Edmonton, Gordonvale and the Cairns CBD.

In addition to incorporating the opportunities proposed by the State Government and CRC, the Structure Plan will need to ensure that a fine grain local network for cyclists is incorporated. There are also a number of challenges for the Structure Plan to address, including:

• developing high quality and well placed crossings of the Bruce Highway, future busway and the creek corridors;

• provision of appropriate/supporting cyclist facilities in Gordonvale and Edmonton to encourage cycling;

• the proposed haulage route along Maitland Road will need specific design consideration to address conflicts between heavy vehicles and cyclists;

• in all centre locations there will need to be improved end of trip facilities;

• provision of appropriate bicycle parking rates for new development in the area. The current planning scheme relies on Austroads for these rates, which is outdated and is currently undergoing a review. More appropriate best practice rates will need to be considered;

• need to achieve State Government targets for cycling, which involve an increase in bicycle usage by 50% by 2011 and by 100% by 2021. As the mode share for work related journeys for Cairns LGA was 3% in 2006, this will mean an increase to 4.5% by 2011 and 6% by 2021; and

• need to develop appropriate road/street cross sections which incorporate cycle facilities, including provision of best practice facilities such as protected bicycle lanes where relevant.

4.2 PEDESTRIAN NETWORK AND SYSTEMS

The pedestrian network in the future Mount Peter MPA should form the basis of the neighbourhood design. Basing the plan on integrated neighbourhoods gives appropriate consideration to pedestrian movement as an input to the process. Conceptually, 400m walkable neighbourhoods will form the backbone of the Structure Plan.

The quality of the pedestrian network is also essential to creating “places” where people want to walk and can interact, in a tropical environment provision of shade and shelter are key design elements. A walkable neighbourhood makes it safe and easy for residents to walk or cycle from home to places they need to go such as schools, shops and work. Integration with the cycle network, via shared paths, will also form a key part of the future network.

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Other issues to be considered:

• the tropical climate and walking distances could be an issue, which needs to be mitigated by urban design;

• ensure routes developed avoid steep topography which can be a constraint on movement and access;

• a high quality public realm is necessary if the area is to encourage pedestrian movement;

• crossing creeks, busways and major roads at grade is preferred to assist and encourage pedestrian travel;

• need to create places for people to walk to in their local neighbourhood such as local parks, bus stops, schools and shops; and

• provision of footpaths is an important aspect in encouraging people to walk and to ensure equitable provisions, including meeting DDA/access for all requirements.

4.3 PUBLIC TRANSPORT

In order to achieve an increase in the number of people walking, cycling and using public transport, the development needs to incorporate transit oriented development principles. A future busway is proposed through the Mount Peter MPA, which is a major opportunity for the area. The busway therefore needs to be embraced and integrated into the Structure Plan. Issues associated with public transport that the Structure Plan needs to address include:

• combining land uses with the busway, amenity features like the creeks, and the road system to improve public transport use;

• achieving direct bus routes and at the same time ensuring coverage of the area;

• managing costs by minimising creek crossing structures;

• at grade pedestrian crossings of the busway should be provided;

• the busway route cannot service all of the study area so complementary routes will be required;

• role of different access modes ( walk, cycle, park n ride);

• integrating the land uses with the location of the future busway alignment will improve public transport utilisation;

• busway station locations will need to be appropriately spaced to ensure that areas are not beyond the walkable catchment;

• achieving targets for public transport mode share will require the implementation of a high quality network through the area;

• it will be important to ensure the right mix of line haul, feeder and local services be provided in the area;

• the continuing examination of capacity to determine the potential for an upgrade from buses to light rail in the future;

• making the corridor as central as possible to avoid the mountainous terrain will cut costs and assist in the land use pattern being pedestrian friendly;

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• at grade busway system which is accessible needs to be balanced with creating a barrier to movement;

• timing of the infrastructure will depend on government approval. It is noted that it is State Government policy to provide this infrastructure with development, but in reality, funding allocations often do not allow for this integration;

• need to address how to serve major employment areas that may not be along the busway alignment e.g. employment along the Bruce Highway;

• whether park and ride facilities need to be provided for the busway station and appropriate locations for these.

4.4 ROAD NETWORK

Although the aim is to reduce trips by private vehicles in the future, there is still a need to provide a road system which is efficient, accessible and connected. The road network needs to take into account efficiencies gained by reducing travel in the region yet meet the demands for the trips that still need to be undertaken on the road system. Mode share targets are 10% of trips by transit over a day and 20% in peaks, and increased walking and cycling. A majority of travel will remain in cars.

The system needs a structure which can deliver local trips to local centres without reliance on the Bruce Highway. A key issue in this regard is the split of the study area with the northern section east of the Highway and the balance to the west. The internal road system also needs to be planned well with the Structure Plan to provide appropriate local road connections to major destinations so as to reduce the demand for local trips on the regional road system. In addition, the local streets which collect and distribute traffic to the major road system needs to be provided. Local streets should be designed with lower speeds and as complete streets i.e. meeting the needs of all users (cyclists, pedestrians, public transport and cars).

Some specific issues associated with the road network that will need to be addressed in the Structure Plan are;

• the Bruce Highway will need to be upgraded to meet the demands of the growth in the Mount Peter area;

• to ensure a sustainable and self sufficient community, there will be a need to reduce travel demand to the CBD. This will require land use solutions as well as providing travel choices;

• the location and form of connections from the Mount Peter area to the Bruce Highway needs to be resolved;

• capacity which can be created in Peterson Road may require a parallel link to its south crossing the Highway. This assists in linking the Edmonton East area to the western portions of the study area without using Bruce Highway;

• the designated haulage route along Maitland Road could create a major barrier affect on the Mount Peter area. Its design will need to manage conflicts between adjacent land use and users of the road;

• how to address road crossings of the future busway, in terms of their form and number and frequencies of crossing for permeability;

• Edmonton Bypass remains uncertain.

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4.5 CANE RAIL

The Cane Rail line through Mount Peter is a significant operational constraint to meeting the desired objectives outlined in the Structure Plan. The impact of the line is greatest in the three (3) month cane harvesting period when up to six (6) cane trains per day, up to 600 metres in length, traverse the site at 10-40km/hr, either servicing local cane farms or providing a link from the Barron River delta to the mill in Gordonvale. Elsewhere in Cairns, where the cane line is currently traversing through existing residential areas, it is generally located within a fenced corridor.

Whilst there is future potential to implement a diversion of the Cairns to Gordonvale cane rail line, detailed investigations have been deferred. Therefore, it is has been assumed that the main north-south line through Mount Peter will remain in place for a minimum of 20-25 years; in effect requiring ultimate infrastructure configurations to accommodate an asset that may eventually be relocated.

In the short term the immediate infrastructure impacts relate to the retention of three at-grade cane rail crossings. Connectivity with developable land north of the existing Maitland Road is also problematic while the cane line remains. An additional at-grade crossing will be required to connect to the northbound sub arterial from the Maitland Road centre.

In the medium term and ultimate scenario (assuming the cane rail remains) it is expected that the Bruce Highway/Maitland Road intersection will be positioned approximately 300 metres to the south of the current location, thereby facilitating the construction of a grade separated interchange at this location and also avoiding the need to cross the cane rail on Maitland Road if travelling east-west. The associated realignment of Maitland Road facilitates a link into the proposed principle bridge crossing over Wrights Creek. The existing Maitland Road would be retained as a local neighbourhood road with the designated haulage route diverted to the new route.

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5 DISCUSSION

5.1 WALKING AND CYCLING

The creation of a vibrant, attractive, inviting and successful area, be it a town centre or a local neighbourhood, can be affected by the pedestrian and cycle network and environment. A neighbourhood cannot be alive with people throughout the day if the street or path that they are walking on does not make them feel comfortable, safe and relaxed. Walking and cycling improves the social, environmental and economic success of a neighbourhood. Neighbourhoods without opportunity for people to walk and cycle safely and conveniently do not encourage unplanned social interaction and healthy lifestyles, both of which are important elements in today’s society.

It is therefore crucial to develop a comprehensive pedestrian and cycle strategy and plan for the Mount Peter to encourage higher levels of activity in day to day life. A high quality network of facilities will not only accommodate users, but will encourage more people to walk and cycle to their destinations, therefore reducing car use.

As there is very little development currently in the Mount Peter area, there are no existing internal desire lines. However, future development of the area will generate significant demands for pedestrian and cycle trips within the MPA, particularly for access to the Edmonton, Gordonvale and the local neighbourhood centres. Other destinations will include schools, recreational areas, busway stations and so forth. Future desire lines have also been considered in the Cairns Pedestrian Movement and Cycle Travel Strategy.

With the Mount Peter MPA being approximately 7km long by 4km wide, cycling can be a viable alternative and contribute to sustainable outcomes. These distances are suitable for walking and cycling trips as they are not great to traverse, provided supportive and attractive infrastructure is available to encourage such trips. A 3km walk is approximately 30 minutes and it takes an average cyclist 20-30 minutes to travel 6kms. Generally, a 10/30/50 rule applies across western world - of all trips 10% are less than 1km, 30% are less than 3km and 50% are less than 5km. This means that many trips which currently occur by car are suitable to be undertaken by walking and cycling.

In Cairns, despite the tropical weather, there are already a higher proportion of cyclists compared to other regional towns in Queensland. This is particularly so for the inner suburbs of Cairns. If Mount Peter can be designed with similar characteristics to traditional suburban areas, ie. connected networks with many destinations nearby to cycle to, then this will attract more cycle trips and consequently assist in meeting DTMR’s targets of doubling cycle use in the area.

Some key principles to encourage more people to walk and cycle include (and to be utilised in the Structure Plan):

• 400m (5 minute walk) walkable neighbourhoods are provided which contain a mix of uses so people have places to walk and cycle to;

• a pedestrian and cycle network which is more convenient than road network;

• a pedestrian and cycle network which connects local and district centres, employment, schools, recreation, bus stops and other key destinations;

• the walk and cycle network provides for the different demands by purpose (employment, education, recreational, retail) throughout the Mount Peter MPA;

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• the network itself is well connected, limits trip distances and links well with external networks;

• safe, protected and direct walking and cycling infrastructure. This could include:

- footpaths on all streets (including shared paths where relevant); - Copenhagen style on road bicycle lanes; - a network of off road shared paths which are more direct then the

road system, are activated and attractive to use and are of an appropriate width to cater for demands;

- all facilities are constructed to meet universal design standards; - the design of facilities incorporates Crime Prevention through

Environmental Design (CPTED) principles and networks are focussed around areas offering high levels of surveillance and personal security advantages;

• the pedestrian and cycle network includes the full implementation of a wayfinding signage system, offering comprehensive legibility assistance to all users; and

• end of trip facilities (i.e. showers, lockers, bike parking) are provided in a range of forms in new buildings, dependant on the expected use and users, in accordance with Green Star rates, as developed by the Green Building Council of Australia. In addition public facilities should be provided at centres and other major nodes. This could include investigations for a cycle centre, which includes secure bike parking, lockers, showers and other end of trip facilities, in the district centre.

Developing a highly compact scale of development can ensure walk and cycle modes of transport can really become significant in Mount Peter and assist in reducing the demand on the overall transport system. One key area of opportunity is the location of schools within the Mount Peter MPA. If these are located within the neighbourhoods close to residents, walking and cycling to school become viable and safe options. Education trips can account for up to 20% of all trips and having the majority of these occur by walking and cycling can significantly impact on the traffic demands within the MPA. A central public cycle centre can also be established in centres in Mount Peter, which provide end of trip options for the general public to utilise (commuters, employees, shopper, etc). Such a centre could include secure bike parking, lockers, showers and other end of trip facilities. Ideally these cycle centres would be located close to or within the major busway station to achieve potential use for the transit users as well as users of the town centre. Such facilities can be operated by public, private or in partnership. The King George Square Cycle Centre in Brisbane is operated by a private company but with support by Brisbane City Council (who constructed the facility in association with the State Government). Another one recently constructed at the Royal Brisbane Hospital is operated by the State Government.

5.1.1 WALK AND CYCLE NETWORK PLAN

The proposed walk and cycle network for the Mount Peter MPA takes into consideration the Cairns Pedestrian Movement and Cycle Travel Strategy and

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the draft FNQ Principal Cycle Network Plan. These plans propose some key north south and east west longer distance cycle networks providing connections to major centres and other destinations. Map 11 Mount Peter Structure Plan Area Transport and Mobility Infrastructure - Walk and Cycle (attached in Appendix A) illustrates the proposed network for the Mount Peter Master Planned area. Key elements of this network include: • Principal Cycle Network – providing connections to regional centres,

employment and other destinations;

• Secondary Cycle Network – providing connections to sub-regional and district centres, employment, transit and other destinations; and

• Recreation Cycle and Pedestrian Network and Recreation Walking Tracks – providing recreational experiences and alternatives to the commuter network

The principal cycle network will include high quality facilities and consist of safe on or off road facilities with limited interruptions and delays to users. Widths should be wide enough to accommodate demands and take into consideration shared use of paths where this occurs. There should be limited side friction along the route and provision for pedestrians and cyclists at all intersections. The recreation network will be based on off road shared facilities and be designed to create interesting and attractive places for people to walk, cycle and recreate. The targets for cycling for the Mount Peter MPA are: • at least a 50% increase in person trips by cycling by 2011 (Qld Cycle

Strategy); and


The only base data available for cycling the area are related to Journey to Work trips (ABS 2006). The mode share for work related journeys for Cairns LGA was 3% in 2006, hence the target will mean an increase to 4.5% by 2011 and 6% by 2021.

No targets have been developed for walking in the study area, although trips by this mode of travel should contribute to the reduction in private vehicle trips.

Further analysis on the contribution an increase in walking and cycling trips can have on the future road network is discussed in Section 5.3 of this report.

5.2 PUBLIC TRANSPORT

Provision of a high quality and frequent public transport system is crucial to the future development of the Mount Peter MPA. Previous studies have shown that capacity constraints on the key corridors require a successful public transport system. Achievement of mode share for public transport of at least 20% of peak hour trips has been identified as necessary to sufficiently moderate external demands on the road system.

The proposed busway network through the MPA is the key to achieving this target. Mount Peter has a real opportunity to be designed to ensure public transport is convenient for users and the land use is supportive of a high quality and frequent public transport network. Essential to this is the density and mix of land uses provided and the provision of 400m walkable neighbourhoods.

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A key development principle should be the establishment of transit oriented communities along the proposed busway. Transit oriented communities need to incorporate higher densities, mix of uses, reduced car parking, direct pedestrian and cycle connections and high quality urban form. Table 8 and Table 9 in the Far North Queensland Regional Plan detail principles and typologies for such developments in Cairns. The location of the future busway needs to balance achieving engineering operating characteristics for the busway, with its placement to achieve an optimum catchment for patronage, without impeding connectivity within the neighbourhood. The public transport network also needs to provide links to major employment areas.

The Department of Transport and Main Roads is still investigating a preferred alignment for this link although a strategic corridor location has been agreed for the Structure Plan. Recent investigations by DTMR conclude that the busway will be located in the central median of sub arterial roads through Mount Peter. This has the advantages of potential integration of the busway with the surrounding land uses, reduction of the barrier effect of a grade separated facility and creates a more accessible transit facility,

Another key issue is the delivery of the future public transport network. The State Government’s policy is that this is delivered in line with development, however the realities of funding availability can affect the positive implementation of this policy. Early provision of public transport assists in encouraging sustainable travel behaviours from the beginning and will also be crucial in achieving the mode share targets set by the State Government.

Key elements of the potential public transport system to be implemented in the Mount Peter Structure Plan are as follows:

• a frequent mass transit route between the Cairns CBD and Gordonvale via Mount Peter MPA;

• a network of feeder bus services within the MPA to service local and district centres and employment proposed in the MPA. 90% of households should be within 400m of bus route or 800m of a busway;

• feeder services will have a frequency of 15-20 minutes;

• transit supportive uses and densities along the proposed busway;

• major bus routes to have priority on the road system (where appropriate);

• early provision of a public transport system to ensure sustainable travel behaviour are developed from the onset. It will be essential that this public transport network is frequent (min 15min frequencies) to be convenient and provides direct routes to where people want to go;

• stations/stops on the proposed busway should be optimally located to service high demand locations;

• transit stops/stations should be easily accessible for all users;

• stations/stops should incorporate CPTED principles and should be inviting, with a high level of visual amenity;

• wayfinding signage should be provided from stations/stops, demonstrating nearby destinations and distances; and

• land uses adjacent to stations/stops/corridors should address the transit service to encourage surveillance. A mix of land uses should be developed at major stations/stops to encourage activity throughout the day and night.

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5.2.1 PUBLIC TRANSPORT PLAN

The proposed public transport network is shown on Map 12 – Mount Peter Structure Plan Transport & Mobility Infrastructure - Public Transport. Key elements of this network are:

• busway corridor – which in its ultimate form is a busway through the heart of

the Mount Peter MPA. This will be a high frequency service of between 5-15min across an 18hour day; and

• a supporting network of feeder and line haul bus routes which serve the local residential and commercial areas not directly served by the busway and also provides a connection to the employment area in East Edmonton. These routes will also be of high frequency of 15-20minutes. The connection to the East Edmonton employment area from Mount Peter by public transport is an essential part of the network to reduce the demands on the road network.

The proposed network results in 90% of urban land being located within 800m of the busway and/or 400m of a bus route. The majority of the area which is unserved is the large scale industrial employment area in East Edmonton. This area was included in the calculation as it forms part of the urban land area. The identified targets for higher transport sustainability in the Southern Corridor are as follows:

• at least 10% of all Cairns Southern Corridor trips by public transport by 2016

(CIPTS); and

• at least 20% of peak Cairns Southern Corridor trips by public transport by 2036 (CIPTS).

There is limited base data available for public transport. The mode share for public transport in the Cairns Local Government Area is 2.5% for Journey to Work data in 2006. Of this, approximately 96% is made up of bus travel, with the remaining 4% attributed to trains and ferry travel.

5.3 ROAD NETWORK

The provision of a future road network needs to address the internal and external road network. The external road network needs to be suitably planned to ensure appropriate capacity for the future growth. This specifically applies to the Bruce Highway and proposed Edmonton Bypass. The planning of appropriate land uses is also essential to mitigate the demands on the external road system. Previous studies have indicated that achieving a high level of self containment in the study area and also achieving high levels of public transport use will reduce the demand on the Bruce Highway to approximately six lanes.

The Edmonton Bypass has previously been planned by DTMR to assist in diverting through traffic from the Edmonton town centre. The Edmonton town centre has since been relocated to the western side of the Bruce Highway. As a result, the need for the Edmonton Bypass further to the east of the developable area is being reconsidered by DTMR. The proposed road network for Mount Peter has since downgraded this link to be part of the sub arterial road network. The impacts of this network change have been considered as part of the transport modelling.

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An appropriate hierarchy of roads will also be required within the Mount Peter area and a proposed network plan is illustrated on Map10 Mount Peter Structure Plan Area - Transport and Mobility Infrastructure – Road Hierarchy. This will require sub arterial roads, as well as concepts for collector and access streets. Access streets are not defined by location at the Structure Plan level. Appropriate management systems associated with these roads will be necessary to manage access and land use in accordance with CairnsPlan. Cairns Regional Council has recently revisited their standard cross sections and these could form a base for cross sections developed for the Mount Peter area. It is important that these cross sections appropriately support tropical design principles such as wide road reserve widths and landscaping to accommodate shade for pedestrians and cyclists. Overall the roads in Mount Peter should be designed as attractive and safe boulevard style roads. Some key principles to be considered in the Structure Plan for the road network are as follows:

• a functional hierarchy is developed to ensure the appropriate and efficient movement of vehicles;

• the major road network provides parallel traffic carrying routes;

• the local street network is to have good connectivity so as to avoid short local trips on the traffic carrying network;

• intersections are well spaced to increase accessibility for pedestrians and cyclists;

• where necessary, cross sections accommodate transit vehicles;

• where possible, on routes that align with the transit network, road treatments (i.e. signals etc) afford priority to the transit system;

• where appropriate, cross sections accommodate wide on road bike lanes. Where not necessary (i.e. minor roads), cross sections safely accommodate shared space for vehicles and cyclists;

• cross sections should incorporate sufficient verge width to accommodate wide paths and all services;

• intersection treatments should safely and conveniently accommodate pedestrian and cycle crossing demands;

• the Bruce Highway has appropriately spaced interchanges and crossing points. These should also accommodate pedestrians and cyclists.

5.3.1 TRANSPORT MODELLING RESULTS

Strategic level transport modelling was undertaken to support the Mount Peter Structure Plan. The Cairns Strategic Transport Model was used as the starting point for the transport modelling work to test the broad-level impacts of land use, public transport services and road planning on the travel characteristics of the Mount Peter study area. Cairns Strategic Transport Model The Cairns Strategic Transport Model (CSTM) is a strategic-level conventional four-step transport model and includes a binary logit model for the road/public transport split. It comprises about 175 traffic analysis zones and extends from south of Gordonvale north to Port Douglas and west to Lamb Range. It models

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separate AM, PM and off-peak time periods but is only validated to daily traffic volumes. The Cairns STM Model Development and Validation Report (Maunsell, June 2008) concludes that the model “performs satisfactorily as a metropolitan area wide strategic traffic model”. The modelled traffic volumes in the Southern Corridor are reported as plus or minus 7% of the observed traffic volumes across screenlines, aside from the Edmonton screenline which is over-modelled by 10%. The report highlights some limitations of the model performance, for example within detailed areas such as the CBD. The walking and cycling mode splits and the public transport mode splits by trip purpose were calibrated from observed data including the 2001 and 2006 census data sets and a small household travel survey. This model forms an adequate basis for informing the Mount Peter Structure Plan for strategic level transport demands and patterns. Within the Mount Peter study area, the CSTM is coarse, comprising five zones and a limited road network. It models a total population of 135,481 and 57,856 jobs in 2006 and a population of 261,317 with 112,318 jobs in 2036. The 2036 modelled scenario that most closely resembles the aims of the Mount Peter Structure Plan is the “TOD” scenario which models a population of 39,200 residents and 6,274 jobs in the Mount Peter study area. Overall study area growth to 2036 in that model is 16%p.a. for population and 14%p.a. for jobs compared to 2% p.a. in the whole model for both. In 2036, a public transport route is incorporated in the CSTM that travels alongside Mount Peter Road, terminating at the proposed Maitland Road activity centre. The original CSTM scenario testing work showed that increasing public transport frequency alone had little impact on mode share and significant policy interventions were required to get a 12% decrease in car use. It is noted that the public transport model has walk access links only and a coarse, strategic-level public transport network. The mode share by public transport is 3.5% of all trips in 2036 under the TOD scenario. The TOD scenario had fewer vehicle trips (including public transport vehicles) than other scenarios due to higher walk/cycle trips.

Mount Peter Structure Plan – Transport Scenarios As one of the primary aims of the Mount Peter Structure Plan is to encourage public transport, walking and cycling trips, two transport scenarios have been developed. The first transport scenario is the Aspirational scenario in which the desired capture of walking, cycling and public transport trips is achieved through land use planning and optimal walking, cycling and public transport facilities. The second transport scenario is the Status Quo scenario which was developed as a sensitivity test to the Aspirational scenario. The Status Quo scenario reflects a situation in which the desired capture of trips away from private motor vehicle travel is not achieved. The two transport scenarios have the same land use projections, the same road transport network but differing walk-cycle mode splits and public transport services. The changes to the CSTM to reflect the two transport scenarios are detailed in the following section. Mount Peter Land Use Refinement

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As part of the Structure Plan exercise, the demographic inputs to the CSTM were refined to reflect the population, employment and enrolment projections of the Mount Peter Structure Plan. Key changes to the CSTM include:

• the population of the Mount Peter study area was increased from 39,695

residents to 42,373 in 2036. This population increase of 2,678 was redistributed from the sectors of Cairns Beaches, Barron-Smithfield, Inner Suburbs and CBD-Cairns North – it represents a net balance in the original CSTM modelled population;

• the number of jobs within Mount Peter was increased from 7,821 jobs to 14,938 jobs in 2036 comprising: - 3,558 jobs relocated from the CBD sector (remaining CBD job total is

37,225); - 3,558 jobs relocated from the Inner Suburbs sector (remaining Inner

Suburbs job total is 25,090).

These jobs changes represent a net balance in the original CSTM modelled employment scenario and maintains a balance in the ratio of Jobs to Population across the entire modelled area.

• jobs within Mount Peter are disaggregated into job type based on the work

undertaken as part of the Structure Plan technical investigations;

• primary and secondary enrolments were increased to 7,800 school students in five (5) primary schools and two (2) high schools. Enrolments were distributed to reflect the residential concentrations across the zones in the Mount Peter study area based on Structure Plan outcomes; and

• an increased mode split to walking and cycling within Walk Cycle Sector 5 (Mount Peter and Gordonvale) has been adopted with a larger increase for the Aspirational scenario and a more modest increase for the Status Quo scenario. Changes in factors by trip purpose are in Table 5.1 and explained below.

Table 5.1 Sector 5 Walk Cycle Proportions

Trip Type Original Proportions

Revised Proportions

(Aspirational)

Sensitivity Proportions (Status Quo)

HBW attractions & productions 0.02 0.10 0.04 HBE / HBET attractions & productions 0.07 0.25 0.12 HBS / HBO attractions & productions 0.10 0.42 0.25 NHB attractions & productions 0.06 0.10 0.06 HBV / NHBV attractions & productions 0.17 0.17 0.17

The Aspirational mode split was determined as that which would realistically reflect likely mode splits should the intentions of the Mount Peter Structure Plan be fully achieved. The following rationale is behind the Aspirational mode splits: • the Home-Based Work (HBW) split of 10% is based on achieving walk and

cycle proportions more similar to the CBD with its observed 15% walk and cycle split. This is based on optimal design and distribution of jobs and residences and a greater internalisation of trips;

• the Home-Base Education trips (HBE and HBET) split of 25% is based on achieving an optimal distribution of schools through the residential centres, reducing trip lengths and making the mode choice more similar to the CBD observed capture of 39%;

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• the Home-Base Shopping and Other (HBS and HBO) split of 42% matches the observed walk and cycle split for the Northern Beaches where shopping and community centres are located in the middle of residential catchments;

• the Non-Home Based (NHB) mode split represents an improvement on the other residential areas of 4-6% although not as high as the CBD observed split of 30%; and

• the visitors (HBV and NHBV) splits are assumed to remain the same as all other sectors at 17% of all trips by walking or cycling.

The Status Quo scenario was developed as a sensitivity test to the Aspirational Scenario and assumes that the level of mode split targeted is not fully realised. The following rationale is behind the Status Quo mode splits:

• the Home-Based Work (HBW) split of 4% is double the existing observed

split in the suburban sectors as new development within Mount Peter will bring with it opportunities for improved walking and cycling facilities;

• the Home-Base Education trips (HBE and HBET) split of 12% represents a marginal improvement over the existing observed suburban split of 7% due to the opportunities to develop improved walking and cycling facilities in a new area;

• the Home-Base Shopping and Other (HBS and HBO) split of 25% represents a mid-point between the observed walk and cycle split for the Northern Beaches where shopping and community centres are located in the middle of residential catchments and the existing suburban sectors;

• the Non-Home Based (NHB) mode split of 6% matches the other residential areas with observed splits of 4-6%; and

• the visitors (HBV and NHBV) splits are assumed to remain the same as all other sectors at 17% of all trips by walking or cycling.

To support the modelling process and provide output applicable to the needs of this study, the traffic analysis zones in the study area were disaggregated into twenty zones. The population, enrolments and employment by job category for each zone are included in Table 5.2. A plot of model zones is included in Figure 2 at Appendix A. Thematic maps showing population and employment across the modelled area and within the Mount Peter study area are shown in the Appendix A. These are shown for the base 2006 model, the 2036 TOD scenario and the Mount Peter Structure Plan.

Table 5.2 2036 Mount Peter Land Use Profile

Precinct Zone Pop’n

Enrolments Employment*

Prim

ary

Seco

ndar

y

Terti

ary

Indu

str y

Com

mun

it y

Ret

ail

Com

mer

cial

Tota

l

1 89 22 0 0 0 2,773 1,241 1,035 1,035 6,083 100 155 0 0 0 0 620 518 518 1,655 95 44 0 0 0 600 207 173 173 1,152

Sub-total 222 0 0 0 3,373 2,068 1,725 1,725 8,890 2 181 3,379 0 1,200 0 0 0 167 228 396

191 2,027 600 0 0 0 0 167 228 396 165 2,703 600 0 0 0 0 134 183 317

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Precinct Zone Pop’n

Enrolments Employment*

Prim

ary

Seco

ndar

y

Terti

ary

Indu

str y

Com

mun

it y

Ret

ail

Com

mer

cial

Tota

l

190 2,703 0 0 0 0 0 134 183 317 166 1,081 0 0 0 0 0 33 46 79 180 1,622 0 0 0 0 0 33 46 79

Sub-total 13,514 1,200 1,200 0 0 0 669 914 1,583 3 182 1,846 600 0 0 0 0 83 70 153

105 1,846 0 0 0 0 0 83 70 153 Sub-total 3,691 600 0 0 0 0 165 140 305

4 167 3,002 600 0 0 0 0 126 122 247 189 2,144 0 0 0 0 0 0 0 0 168 3,430 0 0 0 0 0 188 182 371

Sub-total 8,576 600 0 0 0 0 314 304 618 5 183 2,456 0 0 0 0 0 316 393 709

188 1,637 0 1,200 0 0 0 316 393 709 106 4,911 0 1,200 0 0 0 395 491 886 186 3,765 600 0 0 0 0 395 491 886 184 2,292 600 0 0 0 0 79 98 177 187 1,310 600 0 0 0 0 79 98 177

Sub-total 16,370 1,800 2,400 0 0 0 1,580 1,963 3,543 Cairns Beaches Sector 1 26,178 2 21 0 940 688 2,153 1,095 4,876

Barron, Smithfield Sector 2 26,226 1,896 2,987 7,955 5,334 2,302 3,770 2,700 14,107

Redlynch Valley Sector 3 12,751 1,641 1,909 0 315 265 373 396 1,350

Freshwater, Stafford, Aeroglen

Sector 4 4,693 1,564 0 0 957 200 294 332 1,782

Inner Suburbs Sector 5 63,817 10,323 5,715 2,384 13,429 2,709 5,314 2,806 24,259

CBD, Cairns North

Sector 6 14,907 557 3,794 0 1,405 10,454 14,675 11,055 37,589

Portsmith, Woree Industrial

Sector 7 819 0 0 0 1,627 55 86 69 1,837

White Rock, Edmonton

Sector 8 51,540 7,102 3,963 0 3,452 2,064 3,420 3,675 12,611

Total Mount Peter

Sector 9 42,373 4,200 3,600 0 3,373 2,068 4,453 5,045 14,938

Tablelands Sector 10 4,668 0 0 0 454 284 468 399 1,605

Gordonvale

Sector 11 9,760 1,422 2,242 0 373 519 854 925 2,671

Rural Lands East

Sector 12 2,800 0 0 0 3 2 3 3 10

Rural Lands West

Sector 13 758 0 0 0 680 18 30 33 761

* Note; The model does not contain a mixed use category as proposed for many precincts. As a result, jobs categorised as mixed use, have been equally divided into the commercial and retail categories for all precincts in Mount Peter Mount Peter Road Network Refinement The modelled road network was refined to reflect the land-use refinement, the disaggregated zones and the proposed road network derived from the Structure Plan process. The planned strategic road network for the Mount Peter area is

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shown to collector street level on Map 10 Mount Peter Structure Plan Area Transport and Mobility Infrastructure – Road Hierarchy (attached in Appendix A). Key road network features are:

• the proposed Edmonton Bypass was assumed to not be constructed for the

Mount Peter transport scenario. It was included in the original CSTM 2036 TOD scenario;

• Maitland Road, Mount Peter Road, Chay Road and Walker Road form the major road spine through the study area extending from the Bruce Highway at Maitland Road through to Mill Road in Edmonton. This route caters for traffic from Mount Peter to and from other areas within the Southern Corridor. This route was originally modelled in the CSTM as a sub-arterial road;

• a new east west road connecting from Mount Peter Road in the north to the Bruce Highway interchange at Stoney Creek/Deppeler Road also forms part of the sub-arterial road network;

• the sub-arterial road network connects to a number of other major roads which provide for the major transport movements within the Mount Peter study area. A series of collector streets connect each activity centre to the higher order roads. This system in particular has been expanded from the original CSTM;

• a sub-arterial road travels parallel to the Bruce Highway and connects Draper Road to the western extension of Deppeler Road. This route was approximated in the original CSTM by a collector street through the centre of Mount Peter;

• the key interchanges at which the study area can access the Bruce Highway are at Maitland Road, Draper Road and Deppeler Road. Mill Road passes over the Bruce Highway but does not connect to it. A northern interchange is provided at Robert Road (More recent work by DTMR indicate however this interchange may be at Mill Road or Bentley Park – these are outside the MPA and should not impact significantly on traffic flow in Mt Peter). This represents a significantly reduced level of connectivity to the Bruce Highway from the original CSTM 2036 TOD scenario and reflects current highway planning; and

• the Bruce Highway was modelled with four traffic lanes adjacent to the Mount Peter study area and six lanes north of Deppeler Road. It was previously modelled as eight lanes north of Peterson Road and four lanes south. All side road connections between Draper Road and Robert Road aside from the interchanges listed above were assumed to be closed in association with the Bruce Highway upgrade.

Figures depicting the posted speeds, number of traffic lanes and road hierarchy of the modelled road network through the Mount Peter study area are shown for the CSTM 2036 TOD scenario and the 2036 Mount Peter scenario in Appendix A (Figures 3A, 3B, 3C, 4A, 4B and 4C respectively). It should be noted that the modelled road network is not necessarily an exact representation of the planned road network. Mount Peter Public Transport Refinement The public transport network modelled in the original CSTM is a coarse strategic level network. This has been refined to match the level of refinement in the land use and road network in the Mount Peter Structure Plan area.

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The original CSTM public transport network included the following features:

• an express route with 15 minute headways with stops at Maitland Road and

Mohammed Access Road;

• the remainder of the routes with 30 and 60 minute headways; and

• an average operating speed of 22 km/h on all routes.

Key features of the public transport network and services for the Mount Peter Structure Plan are shown on Map 12 Mount Peter Structure Plan Area Transport and Mobility Infrastructure – Public Transport (attached in Appendix A). Specific features for the Aspirational transport scenario include:

• a busway within the central median of the sub-arterial road network with

services at 10 minute headways;

• secondary bus routes along the collector and sub arterial streets with 10-30 minute headways;

• a Mount Peter/East Edmonton/Edmonton loop bus service at 15 minute headways;

• public transport routes along the Bruce Highway have been removed– these are considered to be replaced by the Mount Peter busway route. The routes to Gordonvale are still assumed to use the Bruce Highway;

• stop locations at 400-1000m spacing; and

• an average operating speed of 30km/h on all routes.

Specific features for the Status Quo transport scenario include:

• a busway within the central median of the sub arterial road network with services at 10 minute headways;

• secondary bus routes along the collector streets and sub arterial road with 30 minute headways;

• a Mount Peter/East Edmonton/Edmonton loop bus service at 15 minute headways;

• public transport routes along the Bruce Highway have been removed – these are considered to be replaced by the Mount Peter busway. The routes to Gordonvale are still assumed to use the Bruce Highway;

• stop locations at 400-1000m spacing ; and

• an average operating speed of 30km/h on the busway and 22 km/h on all other routes.

Transport Planning Results Tables 5.3 to 5.9 inclusive show the impact of the proposed Mount Peter Structure Plan on the proposed transport networks for each of the Aspirational and Status Quo scenarios.

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Table 5.3 shows the mode splits between walking/cycling, public transport and private car travel. Table 5.4 shows the traffic volumes on key road links in and around Mount Peter. Table 5.6 shows the passenger volumes on key public transport links and Tables 5.7 and 5.8 show the relative levels of trip internalisation or self-containment within the Mount Peter study area and within the Southern Corridor. Table 5.9 shows two measures of the transport task with VKT (vehicle kilometres travelled) representing the aggregate distance travelled on the road network and VHT (vehicle hours travelled) representing aggregate time spent on the road network.

Table 5.3 Mode Splits

Location Mode 2006 Base Model

2036 TOD Scenario

2036 Aspirational Scenario

2036 Status Quo Scenario

Whole Model

Walk Cycle (%) 10.5% 10.5% 11.8% 10.6%

Public Transport (%) 2.3% 2.3% 2.2% 2.2%

Private Car (%) 87.2% 87.2% 86.0% 87.1%

Mount Peter Area

Walk Cycle (%) 4.8% 4.8% 14.6% 8.8%

Public Transport (%) 1.9% 1.9% 1.4% 1.5%

Private Car (%) 93.2% 93.2% 84.0% 89.8%

The walk-cycle capture was calibrated at 10.5% for the base 2006 model with a 4.8% capture in the Mount Peter study area. This was assumed to hold for the original CSTM 2036 TOD Scenario forecasts. The Mount Peter Status Quo transport scenario corresponds to an increased walk-cycle capture of 8.8% in Mount Peter (i.e. a 4% increase) and 10.6% over the whole modelled area (0.1% increase). The Mount Peter Aspirational transport scenario corresponds to a 14.6% walk-cycle split in Mount Peter, an increase of almost 10% of trips by public transport, resulting in a net increase in walking and cycling across the whole modelled area of 1.3%. The original modelled public transport capture was 2.3% across the whole model and 1.9% within Mount Peter. This is marginally reduced in the two Mount Peter transport scenarios due to the increase in walk-cycle trips. Overall, the Mount Peter scenarios correspond to a reduced dependency on transport by private car.

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Table 5.4 Road Traffic Volumes (24-hr)

Street Location 2006 Base Model

2036 TOD Scenario

2036 Mount Peter

Structure Plan

(Aspirational)

2036 Mount Peter

Structure Plan

(Status Quo)

Mill Road Between Hartill Street and Suhle Street 6,165 25,970 15,340 15,530

Thomson Road West of Page Road 1,620 917 2,740 2,750

Chay Road North of Mount Peter Road NA 3,453 3,890 4,080

Petersen Road Between Jordan Street and Farmer Street 860 17,244 2,770 2,810

Bruce Highway North of Petersen Road 22,284 44,748 66,750 69,140 New Link through East Edmonton

South of Thompson Road NA 216 22,360 23,100

New East-West Link Near Springs Road NA 431 21,570 22,770 New East-West Link West of Deppeler Road NA 216 27,280 28,820

Hussey Road West of Mount Peter Road 128 6,620 4,740 5,250

Mount Peter Road South of Cooper Road 415 20,004 11,730 12,470

Mount Peter Road North of Mohammed Access Road 282 11,161 4,910 5,310

New Link Parallel to Mount Peter Road (on the east)

North of Mohammed Access Road NA NA 7,930 8,490

New Link Parallel to the Bruce Highway (to the west)

North of Davis Road NA NA 6,770 7,440

Bruce Highway North of Warner Road 18,235 47,144 60,520 62,230 Mount Peter Road South of Hussey Road 200 7,575 9,930 10,890 Maitland Road at the eastern most creek 87 4,121 13,370 14,650 Maitland Road West of the Bruce Hwy 87 1,773 38,040 39,950 New Link Near Castlereagh Road NA 3,666 16,980 18,280

Bruce Highway North of Castlereagh Street 16,341 33,900 32,050 32,910

Draper Road West of the Bruce Hwy 3,033 8,570 9,460 10,420 Bruce Highway South of Draper Road 10,664 19,665 19,160 19,440

Bruce Highway Coombs Street – Benjamina Street 50,055 123,699 98,610 100,670

Robert Road West of the Bruce Highway 11,122 19,253 30,130 30,480

Swallow Road East of the Bruce Highway 289 1,783 19,510 19,320

Traffic volumes under the Aspirational transport scenario are in the order of 5% lower than under the Status Quo transport scenario. These differences are not sufficiently significant to influence road design planning – they do not represent an additional lane’s worth of traffic on any road within the study area. The traffic volumes vary significantly between the Mount Peter Structure Plan scenarios and the 2036 TOD scenario due to a combination of land-use and road network changes. Due to the significant changes in the assumed road network, particularly along the Bruce Highway, the modelled traffic volumes represent significant implications for the future road network in the vicinity of the study area. In particular: • Mill Road and Foster Road traffic volumes are expected to be half that

originally forecast due largely to the removal of connections to the Bruce Highway. The reverse occurs at Robert Road due to the inclusion of an interchange with the Bruce Highway at that location. More recent work by

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DTMR indicates that this interchange may be at Mill Road or Bentley Park, however these are outside of the MPA and should not impact significantly on traffic flows within the MPA;

• Traffic volume forecasts for the Bruce Highway significantly increase. This is driven by the exclusion of the Edmonton Bypass and changes to the access arrangements to/from the Bruce Highway;

• Peterson Road traffic volumes significantly decrease due to the exclusion of a connection to the Bruce Highway and the development of a parallel sub arterial road through the northern section of Mount Peter;

• Mount Peter Road forecast traffic volumes have decreased due to the refined zone and collector street systems; and

• Traffic volumes on Maitland Road are expected to triple under the Mount Peter Structure Plan scenarios.

Select link analysis undertaken for the Bruce Highway north of Deppeler Road shows that, of the traffic on the Bruce Highway at this location, 63% is expected to have an origin or destination in Mount Peter. 28% travels west along the extension of Deppeler Road, 5% south on the sub-arterial road parallel to the Bruce Highway and 30% accesses Maitland Road. Given its location at the southern end of the metropolitan area of Cairns and the low proportion of traffic travelling out of the metropolitan area, this is not unexpected. Table 5.5 shows that the planned road capacities are expected to provide sufficient capacity for the forecast 2036 traffic volumes. It is noted that these capacities are based on mid-block volumes and may need to be wider at intersections to cater for turning movements. This level of detail will be resolved during planning for the Master Planned Units.

Table 5.5 2036 Capacity Analysis (24-hr)

Road Location Hierarchy Classification Capacity (veh/day) 2036 AADT

Bruce Highway

North of Robert Road 6 Lane Grade-Separated Highway

100,000 99,000

North of Peterson Road 6 Lane Grade-Separated Highway

100,000 67,000

North of Maitland Road 4 Lane Grade-Separated Highway

70,000 61,000

South of Draper 4 Lane Highway 40,000 19,000 Foster Road West of Bruce Highway 4 Lane Sub-Arterial 30,000 15,000

Robert Road

West of Bruce Highway 4 Lane Sub-Arterial 30,000 30,000

Mill Road East of Wiseman Road 4 Lane Sub-Arterial 30,000 15,000

Petersen Road

West of Bruce Highway 2 Lane Minor Road 10,000 1,500

New East-West Link

West of Bruce Highway 4 Lane Arterial 30,000 28,000

East of Bruce Highway 4 Lane Arterial 30,000 22,000 Maitland

Road West of Bruce Highway 6 Lane Arterial 45,000 35,000

Maitland Road

South of Hussey Road 4 Lane Arterial 30,000 10,000

Draper Road

West of Bruce Highway 4 Lane Sub-Arterial 30,000 24,000

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Road Location Hierarchy Classification Capacity (veh/day) 2036 AADT

Mount Peter Road

South of Carruthers Street 4 Lane Arterial 30,000 12,500 South of Mill Road 4 Lane Arterial 30,000 13,500

North of Hussey Road 4 Lane Arterial 30,000 10,000 Table 5.6 Public Transport Volumes (24-hr)

Street Location 2006 Base Model

2036 TOD Scenario

2036 Mount Peter

Structure Plan

(Aspirational)

2036 Mount Peter

Structure Plan (Status Quo)

Walker Road North of Hamledon Drive 136 22 74 116 Bruce Highway North of Thomson St 30 1,654 252 252 Mount Peter Road South of Cooper Road 0 706 892 590 Bruce Highway North of Warner Road 86 268 154 158 Maitland Road Mid-way 0 120 920 611 North-South Road South of Maitland Road NA NA 979 462 North-South Road North of Maitland Road NA NA 182 22 East Edmonton South of Thompson Road NA 0 292 160

The public transport volumes under the Aspirational scenario are expected to be up to 50% higher than under the Status Quo scenario, particularly along the busway. The Status Quo scenario shows similar public transport forecasts to the former TOD scenario.

Table 5.7 Trip Internalisation – Mount Peter Trips

Trip Purpose

Mount Peter Trips To/From

2006 Base Model

2036 TOD Scenario

2036 Mount Peter

Structure Plan (Aspirational)

2036 Mount Peter Structure Plan (Status Quo)

Refer Figure 1A Refer Figure 1B Refer Figure 1C Refer Figure 1D

All

Mount Peter (A)1 6% (214)

23% (20,874)

34% (50,772)

35% (55,427)

Remainder of Southern Corridor (B) 1

51% (1,847)

31% (27,787)

36% (53,286)

35% (56,037)

North of Screenline (C) 1 42% (1,547)

44% (39,644)

29% (43,455)

28% (44,313)

South of Modelled Area (D) 1

1% (49)

1% (1,188)

2% (2,344)

2% (2,452)

TOTAL 100% (3,657)

100%(89,493)

100%(148,856)

100% (158,229)

Journey to Work (JTW)

Mount Peter (A) 1 2% (25)

8% (2,168)

24% (15,111)

24% (16,152)


43% (530)

24% (6,491)

32% (20,041)

31% (20,875)

North of Screenline (C) 1 54% (674)

66% (17,694)

43% (27,152)

43% (28,713)


1% (14)

1% (288)

1% (781)

1% (814)

TOTAL 100%(1,243)

100%(26,640)

100%(63,085)

100% (66,555)

Shopping

Mount Peter (A) 1 22% (183) 7% (2,078)

59% (13,852)

61% (15,470)


26% (222)

13% (3,698)

35% (8,318)

33% (8,487)


79% (22,526)

3% (765)

3% (817


2% (15)

1% (374)

2% (560)

2% (608)

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Trip Purpose

Mount Peter Trips To/From

2006 Base Model

2036 TOD Scenario

2036 Mount Peter


2036 Mount Peter Structure Plan (Status Quo)


TOTAL 100%(846)

100%(28,676)

100%(23,495)

100% (25,382)

Education (primary and secondary)


40% (11,262)

39% (10,300)

41% (12,352)


78% (550)

42% (11,692)

39% (10,330)

39% (11,749)


18% (1,841)

21% (5,585)

20% (5,907)

South of Modelled Area (D) 1 0% (0)

0% (0)

0% (0)

0% (0)

TOTAL 100%(704)

100%(27,934)

100%(26,215)

100% (30,008)

Public Transport


64% (1,597)

55% (2,344)

65% (2,393)


31% (15)

12% (291)

23% (985)

18% (667)


24% (610)

22% (930)

16% (597)

South of Modelled Area (D) 1 0% (0)

0% (0)

0% (0)

0% (0)

TOTAL 100%(48)

100%(2,498)

100%(4,258)

100% (3,657)

1 refer Figure 1E in Appendix A to illustrate which trips these are referring to

The Mount Peter Structure Plan transport scenarios show similar rates of trip internalisation for Mount Peter trips. Both scenarios show significantly higher trip internalisation than the TOD scenario and than what is currently achieved. Key observations are:

• 70% of all trips from Mount Peter remain within the Southern Corridor, with

half of these remaining within Mount Peter. This indicates that the target of 40% of trips to be self contained within the Southern Corridor can be exceeded;

• journey to work trips show the largest attraction to north of the Southern Corridor with 43% of journey to work trips from Mount Peter expected to cross the White Rock screenline. Under the TOD scenario this was expected to be 66%;

• shopping trips show a significant decrease from 79% to the CBD and northern suburbs to just 3% in the Mount Peter Structure Plan scenarios. About 60% of shopping trips are now expected to stay within Mount Peter and 35% in the Southern Corridor;

• education trip levels of internalisation remain similar to those in the TOD scenario, albeit marginally lower; and

• between 55% and 65% of public transport trips from Mount Peter are expected to stay within Mount Peter, which is similar to the TOD scenario, while more are anticipated to go to the remainder of the Southern Corridor than to the CBD and northern suburbs.

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Table 5.8 Trip Internalisation- Southern Corridor Trips

Trip Purpose To/From 2006 Base

Model 2036 TOD Scenario

2036 Mount Peter


2036 Mount Peter

Structure Plan (Status Quo)


All

Southern Corridor (E) 1 41% (29,458)

45% (96,047)

60% (159,860)

61% (168,334)

North of Screenline (F) 1 57% (40,698)

53% (112,157)

38% (100,317)

37% (102,586)

South of Modelled Area (G) 1 2% (1,178)

2% (3,405)

2% (4,961)

2% (5,079)

TOTAL 100% (71,334)

100% (211,609)

100%(265,138)

100% (276,000)

Journey to Work (JTW)


25% (16,242)

56% (44,951)

57% (46,901)


73% (46,924)

42% (33,552)

42% (34,231)

South of Modelled Area (G) 1 1% (273)

1% (801)

1% (1,060)

1% (1,079)

TOTAL 100%(20,619)

100%(63,967)

100%(79,563)

100% (82,211)

Shopping


26% (17,355)

84% (41,223)

84% (43,481)


72% (47,716)

13% (6,559)

13% (6,796)


2% (1,063)

2% (1,159)

2% (1,199)

TOTAL 100%(19,368)

100%(66,134)

100%(48,941)

100% (51,476)

Education (primary and secondary)


70% (41,155)

70% (37,815)

72% (41,709)


30% (13,393)

30% (16,493)

28% (16,582)


0% (0)

0% (0)

0% (0)

TOTAL 100%(22,316)

100%(54,547)

100%(54,308)

100% (58,290)

Public Transport

Southern Corridor (E) 1 61% (994)

59% (3,652)

68% (5,545)

72% (5,070)

North of Screenline (F) 1 39% (630)

41% (2,489)

32% (2,613)

28% (1,975)


0% (0)

0% (0)

0% (0)

TOTAL 100%(1,624)

100%(6,141)

100%(8,158)

100% (7,045)

1 refer Figure 1E in Appendix A to illustrate which trips these are referring to

Similarly, Southern Corridor trips under the Mount Peter Structure Plan transport scenarios achieve significantly higher rates of internalisation than under the TOD scenario. Key observations are:

• 60% of all trips from the Southern Corridor remain within the Southern

Corridor, compared to 45% in the TOD scenario. This illustrates the target for 40% of trips to be self contained in the Southern Corridor can be exceeded;

• journey to work trips show the largest attraction to north of the Southern Corridor with 42% of journey to work trips from the Southern Corridor expected to cross the White Rock screenline. Under the TOD scenario this was expected to be 73%;

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• shopping trips show a significant decrease from 72% to the CBD and northern suburbs to just 13% in the Mount Peter Structure Plan scenarios. About 84% of shopping trips are now expected to stay within the Southern Corridor;

• education trip levels of internalisation remain similar to those in the TOD scenario; and

• approximately 70% of public transport trips from the Southern Corridor are expected to stay within the Southern Corridor, which is 10% higher than the TOD scenario.

Table 5.9 Transport Task

VKT / VHT 2006 Base Model

2036 TOD Scenario

2036 Mount Peter Structure

Plan (Aspirational)

2036 Mount Peter Structure

Plan (Status Quo)

All Model VKT 2,811,601 5,774,513 5,585,667 5,660,093 VHT 46,652 97,316 95,612 96,872

Southern Corridor

VKT 547,713 1,582,098 1,755,692 1,812,305 VHT 8,739 23,170 28,257 29,190

Mount Peter VKT 71,832 409,072 676,462 709,081 VHT 867 5,166 10,491 11,051

The total vehicle kilometres travelled (VKT) and vehicle hours travelled (VHT) in an area provide a measure of the total travel demand within that area. The VKT and VHT for Mount Peter show a 5% decrease in transport task for the Aspirational Scenario than for the Status Quo scenario. Both Structure Plan scenarios show an increase in transport task within the Mount Peter study area over the TOD scenario although this is likely to be due to the more detail road network containing more road links. Overall, the transport demand within the entire modelled area is less for the Mount Peter Structure Plan transport scenarios than for the original TOD scenario, presumably due to the increased trip internalisation. Conclusions From the transport model scenario testing, the following observations can be made and conclusions drawn:

• compared to previous 2036 TOD scenario, the mode split under the Mount

Peter Structure Plan sees a significant reduction in private motor vehicle trips from 93% to 84% of the entire traffic generated by Mount Peter under the Aspirational transport scenario and 90% under the Status Quo scenario. This is primarily due to an increase in walk and cycle trips as public transport trips reduce from Mount Peter or remain relatively similar;

• the Structure Plan achieves about 35% trip internalisation within Mount Peter and 60% internalisation within the Southern Corridor;

• the Structure Plan comfortably exceeds the 40% trips internal to the Southern Corridor;

• the Structure Plan achieves 55% of journey to work trips internal to the Southern Corridor;

• Mount Peter achieves higher levels of shopping trip internalisation than the Southern Corridor overall while the Southern Corridor overall achieves higher levels of journey to work trip internalisation than Mount Peter alone. This suggests the Mount Peter jobs are being filled by other Southern

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Corridor residents and is reflected in Mount Peter’s jobs to population ratio of 0.35 and the Southern Corridor ratio of 0.29. The entire model has a jobs to population ratio of 0.43, suggesting that the Mount Peter study area should have more jobs to generate higher self containment;

• the higher level of trip internalisation achieved by the Mount Peter Structure Plan results in an anticipated decrease in transport task within the Cairns area over the previous TOD scenario;

• compared to previous 2036 TOD scenario traffic volumes; Bruce Highway traffic volumes are generally higher under the Mount Peter Structure Plan than in the CSTM TOD scenario. These are influenced by the updated road planning with exclusion of the Edmonton Bypass and a reduced number of connections to the surrounding road network;

• the east-west connections to Bruce Highway experience significant changes in expected traffic volumes with the reduction in connections to the highway: - Mill Road decreases from 26,000vpd to 15,500vpd (this may change with

recent work by DTMR considering an interchange in this location); - Peterson Road decreases significantly from 17,000vpd to 2,800vpd; - the proposed sub-arterial road south of Peterson Road (i.e. westward

extension of Deppeler Road) increases significantly from 200vpd to 29,000vpd;

- Robert Road forms the primary connection from Edmonton to the Bruce Highway, carrying just over 30,000vpd (this may change with recent work by DTMR considering removing this interchange and placing it at Mill Road or Bentley Park);

- Maitland Road is expected to increase from 2-4,000vpd to 12-35,000vpd;

• Mount Peter Road is expected to carry up to 17,900vpd which is marginally lower than the TOD scenario due to the inclusion of a more refined road system in the study area;

• the new north south road parallel to the Bruce Highway between Maitland Road and the new east west sub arterial road to East Edmonton is expected to carry approximately 7,000vpd indicating it does not attract trips between the Maitland Road activity centre and the East Edmonton employment area. The Bruce Highway is more attractive for these trips due to its relatively uncongested state, high speeds and the interchange location at Maitland Road. The Bruce Highway in this section, in its future planned form as a four lane grade separated highway, has enough capacity to cater for these demands; and

• Mount Peter Road, Maitland Road, Chay Road and Walker Road the east-west sub arterial (northern Mount Peter connection to Bruce Highway) and Robert Road will need to be sub arterial roads with two (2) to four (4) traffic lanes.

5.3.2 ROAD NETWORK PLAN

Key elements of the proposed road network.

• Bruce Highway is a state controlled road and forms the Motorway/Highway aspect of the network. Based on the detailed traffic modelling undertaken for the Mount Peter MPA, as described above, the Bruce Highway will need to be a grade separated six (6) lane form north of Deppeler Road; a grade separated four (4) lane form between Deppeler Road and Maitland Road and a four (4) lane road south of Maitland Road. Based on work undertaken

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as part of the Structure Plan and ongoing investigations by DTMR access will be limited to the Bruce Highway from Mount Peter MPA, with key access points proposed at:

- Full interchange at Draper Road; - Full interchange in the vicinity of Maitland Road. Advice from the

Department of Transport and Main Roads indicates that this interchange location can be located within 300m north or south of Maitland Road;

- Full interchange in the vicinity of Stoney Creek/Deppeler Road; - Access across the Highway provided at Mill Road/Thompson Road; - Access across the Highway provided in vicinity of Stoney

Creek/Deppeler Road.

The Department of Transport and Main Roads are currently undertaking detailed planning for the Bruce Highway and this will determine the exact locations of these interchanges. Although outside the study area, one key issue being investigated by DTMR for feasibility is the access across the Highway at Mill Road. This is an important connection between the Edmonton regional centre and the East Edmonton area and therefore alternatives being considered should provide a similar level of connectivity between the two areas. DTMR are also investigating moving the Robert Road interchange to this location in these investigations;

• Sub arterial road network provided via Maitland Road, Mount Peter Road, Chay Road and Walker Road providing access to the regional centre of Edmonton and centres within Mount Peter. Demands estimated on the Mount Peter and Maitland Roads indicate four (4) lanes will be sufficient, with the exception of Maitland Road in the vicinity of the Bruce Highway where six (6) lanes will be required. The model indicates Chay Road and Walker Road only require two (2) traffic lanes, however it appears that the employment numbers in the transport model may be lower than currently planned and this is reflected in lower traffic volumes in this location. This is outside the study area and did not form part of detailed investigations for the MPA however it is considered that Chay Road and Walker Road should function as part of the major road network, forming a direct sub arterial road link between Mt Peter and Edmonton and should be designed as such. It is noted that these capacities are based on mid-block volumes and may need to be wider at intersections to cater for turning movements. This level of detail will be resolved during planning for the Master Planned Units.

• A new four lane east west sub arterial road is required connecting Mount Peter Road to the proposed Stoney Creek/Deppeler Road interchange and the East Edmonton area. Sub arterial road network supplements this major road network providing connections to destinations within the MPA area. The demands on these road based on the transport modelling indicate that these roads need to be two (2) lane roads. The only exception to this is the sub arterial road proposed through East Edmonton (between Roberts Road interchange and Stoney Creek/Deppeler Road interchange) which needs to be four (4) lanes. It is noted that these capacities are based on mid-block volumes and may need to be wider at intersections to cater for turning movements. This level of detail will be resolved during planning for the Master Planned Units.

• Network of collector streets will supplement the above network for access. Local streets should be designed with lower speeds and as complete streets ie. meeting the needs of all users (cyclists, pedestrians, public transport and cars).

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• Haulage route along Maitland Road to the quarries in the southern part of the MPA. It is therefore important that this road is designed to an arterial standard.

5.4 CAR PARKING

Car parking can play a role in assisting to achieve travel demand management goals. Research undertaken by the University of Sydney’s Warren Centre indicates that the two major influences on travel demand are:

• parking supply at the trip end; and

• the cost of travel.

Correspondingly, the two most important components of developing a parking strategy are to:

• determine an appropriate amount of parking; and

• establish an appropriate pricing structure.

Strategies for the provision of parking facilities must also be supportive of the overall transport strategies such as:

• desired mode-split (i.e. reducing car trips);

• promotion of walking and bicycle access;

• promotion of public transport access; and

• travel demand management objectives for traffic restraint.

In other words, parking policy should follow and support broader transport system goals and city development goals.

A challenge is to provide enough parking to meet a city’s mobility and economic needs, without providing “too much” of what is a costly investment of limited land and financial resources (Wollongong Parking Strategy Review, ARRB, Draft January 2005). Achieving a desirable supply of spaces is an important balancing act which needs to meet economic, accessibility and sustainability (i.e. travel demand management) goals.

Future car parking rates in the Mount Peter area, particularly those in proximity to future public transport, need to be considered carefully with reductions applied to the current rates in CairnsPlan. It is acknowledged that the mode share and car parking requirements for the MPA will be impacted by the broader transport policies

It is also noted that it is essential that reduced parking rates rely on a convenient alternative mode of transport being provided and consequently the timing of future public transport infrastructure and services is important to this issue. If such infrastructure is not provided in the short term, strategies to manage this interim period are necessary, e.g. using land for parking in short term as land banking for future development.

Some previous research undertaken by Cardno Eppell Olsen indicates that generally:

• 15% maximum reduction could be provided to a precinct if it is within 400m of bus route or 800m of rail station for office/community uses; or

• 10% maximum reduction if 400m of bus route or 800m of rail station for retail uses.

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These reductions were based on the investigations/case studies described below.

The Town of Vincent, Western Australia, a near CBD municipality, has developed an approach to parking discounts based on access to public transport and other factors. The car parking requirements can be reduced through the applicability of adjustment factors, reflecting particular site and design characteristics. The maximum parking reduction allowable is 63% (in the case that all factors are justified to the maximum extent). Table 5.10 provides further details about this approach.

Table 5.10 Town of Vincent WA Parking Adjustment Factors Based on Multi-Modal Accessibility Percentage Reduction

Adjustment Factor

Factors to be Successfully Justified by the Applicant to the Town of Vincent

20% 0.80 The proposed development is within 800 metres** of a rail station.

15% 0.85 The proposed development is within 400 metres** of a bus stop/station.

20% 0.80 The proposed development contains a mix of uses, where at least 45

percent of the gross floor area is residential.

15% 0.85 The proposed development is within 400 metres** of one or more

existing public car parking place(s) with in excess of a total of 75 car parking spaces; or


existing public car parking place(s) with in excess of a total of 50 car parking spaces; or


existing public car parking place(s) with in excess of a total of 25 car parking spaces.

10% 0.90 The proposed development provides ‘end-of-trip’ facilities* for bicycle

users; or

5% 0.95 Secure on-site and/or adjacent street bicycle parking (complying with the

standards identified in Bikewest guidelines).

10% 0.90 The proposed development is within a District Centre zone. * Austroads standards for bicycle end-of-trip facilities are applicable. ** This distance means the most direct route via a gazetted footpath not just the direct route. (Source: Wollongong Access and Movement Parking Strategy).

Another case study in New Jersey, USA where reductions to parking are provided due to public transport indicates that different usage patterns can be found based on the land use type. In New Jersey, the transit corridor is an area within 400m radius of a bus route with headways of 15 minutes or less during peak periods. For these locations, a 10% reduction is applicable to office uses and 5 - 10% discount to non residential, non office uses. Greater concessions are provided for locations close to rail stations, light rail or multi-modal interchanges. The reductions allowed are illustrated on the Figure 5.1.

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Figure 5.1 New Jersey, USA

Another Australian example has also been considered - Brisbane City. Within a multi-purpose centre in Brisbane (i.e. a district type centre), the following reductions apply:

• multi-purpose centre with public transport accessibility (i.e. within 200m of a rail or bus station or public transport interchange), the requirements for provision of parking are 1 space/20sq.m GFA for the ground floor of the development and 1 space/50sq.m GFA above the ground floor;

• multi-purpose centre for all other circumstances requires 3 spaces/50sq.m GFA for the ground floor of the development and 1 space/30sq.m GFA above the ground floor.

Generally there is approximately 18% less parking required if the multi-purpose centre has good public transport accessibility. In the Brisbane CBD the reduction to parking due to a variety of factors including public transport and mixed use is approximately 50%.

These reductions need to be considered for each centre in the MPA with specific parking rates developed which meet its individual characteristics. This should occur at the Master Planned Unit planning.

Another key issue is provision of park and ride. The FNQ Regional Plan indicates that park and ride lots can only be a part of the system if not within an activity centre or within transit oriented communities. The need and location for such a facility needs to be resolved. A location close to the Bruce Highway near Draper Road has been tentatively proposed and will be confirmed by DTMR as part of their busway study. Park n Ride also can provide interim use of land earmarked for higher density near busway stations when the market hasn’t matured enough to support the higher intensity uses.

5.4.1 CAR PARKING STRATEGIES

The key elements of a car parking strategy for Mount Peter are:

• reduced parking rates in centres around transit nodes. This aims to ensure that the overall objectives of a transit orientated community are achieved. It recognises the increase in travel options available in transit orientated communities, the increased opportunity for shared use of spaces due to

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mixed use and that provision of excessive parking induces demand by the private vehicle and reduces the quality of the centre/node. The major opportunities to reduce parking are for commercial and retail uses, although residential rates can also be reduced as there is a reduced need for car ownership in transit orientated developments. An interim car parking policy should also be developed to cater for the early stages in the development where frequent public transport services have not yet been provided. This should include consideration of areas for car parking that could later be converted into development (ie. land banking);

• Good safe pedestrian access to car parks;

• provide short stay parking opportunities on street and in the most conveniently located parking stations;

• provide long stay parking in fringe locations and control use to encourage sustainable transport modes;

• a consolidated off street parking approach should be applied in centres. A consolidated parking policy should be developed which applies to non-residential development within the transit node and encourages development sites to contribute towards public parking off site, with minimum on site parking. The aim will be to achieve 10% of spaces off site for commercial, community and financial uses and 20% off site for retail uses (on average). The policy should aim to ensure that smaller developments provide no on site parking, by discouraging on site parking if it is less than 50 spaces in total. Larger development sites, particularly of a retail nature, could have more on site parking, provided they illustrate how they will provide and manage this parking in an efficient manner. They should also be required to justify why they are not contributing towards the consolidated public parking supply;

• car parking should be integrated into the urban design of transit oriented communities, for example:

- provision of parking should ideally be located outside of the core areas. - any large areas of surface parking should be sleeved from the

street/public realm; - structured car parking should have active frontages at ground level and

be disguised on upper levels; - driveway access to car parks should not be along key pedestrian routes.

• promote innovative approaches to managing parking in transit orientated

communities. These could include:

- introducing car share schemes; - unbundling of car parking from tenancies/dwellings, so that the car

parking is purchased separately; - introducing green travel plans.

In order to achieve the above it is recommended that a car park plan for each Master Planned Unit which contains a centre be prepared. This should involve consultation with the Council and State prior to preparation in order to ensure that all issues are covered. As a general guide the following indicates the depth of detail required:

• based on the individual characteristics of the Master Planned Unit, investigate and recommend car parking rates. This should include consideration of reduced rates for different land uses around busway stations, shared use of spaces and availability of bicycle parking;

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• based on the proposed land uses predict future car parking demands by sub-precinct;

• estimate land use requirements for public car parking facilities taking into consideration a consolidated approach to town centre parking and reduced car parking rates. This should also identify key sites and footprint for car parking stations;

• estimates of cost of car parking provision and a funding plan to implement these facilities;

• allocate and designate land for car parking in the Master Planned Unit;

• preparation of a staged implementation plan for car parking facilities in the Master Planned Unit; and

• consideration of innovative approaches to managing car parking including introducing car share schemes and unbundling car parking from tenancies/dwellings, so that car parking is purchased separately, and introducing green travel plans for major employers.

5.5 MODE SHARE TARGETS

Previously identified targets for higher transport sustainability in the Southern Corridor are:

• at least 10% of all Cairns Southern Corridor trips by public transport by 2036 (CIPTS);

• at least 20% of all peak Cairns Southern Corridor trips by public transport by 2036 (CIPTS);

• at least a 50% increase in person trips by cycling by 2011 (Qld Cycle Strategy;

• at least a 100% increase in person trips by cycling by 2021 (Qld Cycle Strategy); and

• 40% self containment of trips in the Southern Corridor (SCILUTS).

The mode share for public transport in the Cairns Local Government Area according to Journey to Work data in the 2006 Census was 2.5%, cycling had a mode share of 3%, walking had a mode share of 4%, and car use, as driver or passenger, had a mode share of 86%.

As the cycling mode share for work related journeys for Cairns LGA was 3% in 2006, the targets will mean an increase to 4.5% by 2011 and 6% by 2021.

The following table summarises the mode splits estimated in the transport modelling.

Location Mode 2006 Base

Model

2036 Aspirational

Scenario 2036 Status

Quo Scenario

Mount Peter Area

Walk Cycle (%) 4.8% 14.6% 8.8%

Public Transport (%) 1.9% 1.4% 1.5%

Private Car (%) 93.2% 84.0% 89.8%

The above table indicates that the walk and cycle mode share targets for Mount Peter can be achieved, although it is noted that the transport model sets the parameters for these trips as discussed in section 5.3.1, rather than estimating them. The public transport mode shares estimated in the model for Mount Peter have been reduced and this is likely related to the existing travel relationships

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inherent in the transport model. The proposed public transport plan for Mount Peter is expected to result in much higher levels of public transport use than currently predicted in the model. It is recommended that the further work currently being undertaken by DTMR on the busway should estimate future patronage and, based on this information, provide further detail on the proportion of public transport as part of the overall transport tasks.

In attempting to achieve Cairns’ modal targets, it is important to focus on trips that are more likely to attract modal shifts. Experience has shown that shorter distance, local trips (i.e. <5km) are more likely to attract a modal shift to walking and cycling in particular, and less so to public transport. This trend is reflected in the transport modelling.

The longer trips, generally associated with commuting, are more difficult to change, particularly in outlying urban areas, such as Mount Peter. However, given that Mount Peter is an as yet undeveloped master planned community, there is an opportunity to encourage more sustainable transport choices from the beginning instead of allowing a car dependent culture to become established. This can be achieved with the early implementation of high quality public transport networks that have high service frequency to major destinations and permeate residential nodes.

There is also greater opportunity to influence second car trips (i.e. a household with two cars). A second car in a household may be a convenience, particularly in the case that one car is used for commuting and the other for shorter, shopping or education type trips. It is these shorter, more local trips that can be targeted to achieve a modal shift as, with good land use planning and the provision of a quality transport network, these trips may be very easy to achieve by alternate modes.

In order to achieve these increased modal targets, integrated land use and transport planning will be imperative and a supportive transport system will need to be in place in the early stages of development of Mount Peter.

In addition to transport sustainability targets, self-containment targets are being set for the Southern Corridor. The objective of self-containment is to reduce the need for local residents to travel outside of the area to meet their daily needs, such as work, shopping and recreation. It is more difficult to achieve self-containment for jobs, particularly in regional areas, where the Cairns CBD has been established as a core business district. Effective land use planning is central to achieving self-containment. Therefore, a future centre in the Southern Corridor will require sufficient retail, commercial and recreational opportunities to meet the needs of the projected population in their local area.

Self-containment will help to achieve the modal targets for the Mount Peter area through the reduction of frequent trips to outside areas, particularly to the Cairns CBD. Major employment opportunities are necessary to achieve such high self-containment levels.

Examples of self-containment of jobs achieved in other areas throughout Australia are:

• Pine Rivers – 25%;

• Rockingham/Kwinana – 48%;

• Belconnen (ACT) – 30%;

• Salisbury/Elizabeth (SA) – 34%;

• Redcliffe – 45%;

• Ipswich – 58%; and

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• Caboolture – 48%.

Within South East Queensland centres tend to achieve higher self-containment of employment percentages. Ipswich and Caboolture are both principal activity centres in the SEQ Regional Plan. Redcliffe is a major activity centre, as will be Edmonton in the Southern Corridor. These trends may indicate a higher potential to achieve higher levels of self-containment in regional activity centres. Given that the Mount Peter area has the advantage of significant forward planning, there is the potential to achieve even higher levels of self-containment.

The transport modelling undertaken indicates that based on the land use inputs assumed for the Mount Peter Structure Plan, the area will exceed these self containment targets.

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Travel Demand Management

The need to establish more sustainable travel behaviour patterns has arisen in response to increased pressure on the world’s natural resources. As populations continue to grow and consumption of fossil fuels increases, there is a need to reduce private vehicle demands. One method for doing this at the individual level is to induce a change in people’s travel behaviour patterns. Whilst these methods target individuals, a change in travel behaviour can be achieved at a greater scale in communities, cities and regions.

The intent of targeting the way in which people travel to and from work, school, shops and recreational activities is to affect an overall change in the way in which a population thinks about their travel options. There are a range of methods to induce this change, ranging from disbenefits to car drivers, to benefits for users of sustainable modes of transport, to entirely voluntary methods which rely on the perceived benefits of different modes of transport.

Some key principles in relation to mode share targets, self containment and travel demand management for the Structure Plan are set out below.

• Achieve high modal shares to public transport, walking and cycling.

• Early implementation of sustainable transport infrastructure.

• Early encouragement of sustainable travel behaviour through green travel plans for new residents and businesses.

• Real alternatives to the private vehicle to be provided for residents and workers in the Mount Peter MPA.

• Incentives for sustainable travel choices to provide a significant attraction to those accustomed to using the private vehicle for personal travel.

• Shorter trips to be targeted through land use planning and commuter trips through other travel behaviour change mechanisms.

• Encourage transit oriented development around major busway stations.

• Encourage and support telecommuting and associated trip reduction options through the use of information communication technology, including the forthcoming high speed broadband network.

In order to achieve and implement some of these principles, it is recommended that a travel coordinator is employed for the Mount Peter MPA. This person could be employed as a partnership between Council, State and developers in the first stage. A travel coordinator could be responsible for the delivery and management of all sustainable travel behaviour programs. The travel coordinators responsibilities may include:

• organise a home owner’s package consisting of information on public transport services and pedestrian and cycle networks as well as incentives for residents/employees to travel via public transport;

• coordinate and market car sharing and/or car pooling schemes;

• promote the public transport and walk/cycle networks to residents and businesses;

• provide timely advice on new services.

The role would also coordinate community events such as ride to work days, bicycle week and other community initiatives. In addition to a travel co-ordinator, all significant traffic generating uses (e.g. major commercial and retail developments, hospitals, universities, sports stadiums, etc) should be required to prepare a Green Travel Plan for their development to indicate how they intend to encourage people to walk, cycle and use public transport

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to get to their site and work. How staff travel to work can be influenced by many factors, and an employer can influence these things by how they manage, for example, their workplace facilities, work practices, remuneration, parking and fleet management policies and organisational culture. Green Travel Plans are a way to proactively manage travel impacts and specifically consist of action plans that the employer or site owner will do to reduce car trips to a workplace. The plan is usually specific to a workplace or a number of workplaces and works by influencing the parameters around commuting choices to influence travel behaviour. The plan can also address business trips by employees and even trips to workplaces by clients

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6 SUMMARY RECOMMENDATIONS

6.1 SUMMARY

The development of the Mount Peter MPA provides a unique opportunity to plan the transport system according to best practice land use/transport integration principles. Internally the development of the Mount Peter MPA needs to develop with best practice neighbourhood design in order to be successful and meet sustainability and efficiency objectives.

It also offers opportunities to better plan the external transport elements, considering local and sub-regional elements. This is crucial in achieving the objectives of the FNQ Regional Plan.

A series of transport principles have been developed to guide the future growth and planning of the transport system for the area. These principles are discussed in section 5 of this report and summarised below.

• Minimise trips by car, both internally and externally to the Mount Peter MPA.

• Encourage self containment of employment and services to reduce impact on external road system.

• A focus on public transport is required for the Mount Peter MPA. This includes:

- providing land use which is supportive of public transport, including higher densities and a mix of uses; and

- providing appropriate public transport infrastructure and services to make public transport a favourable and convenient choice. This includes provision of a busway in an appropriate location in the Mount Peter MPA.

• Development based on walkable neighbourhood and transit oriented development principles to ensure people are not dependant on their car.

• Early encouragement of sustainable travel modes through early provision of frequent bus services and introducing behaviour change programs to inform and encourage residents of their choices.

• Develop a supportive network of roads within Mount Peter to connect areas and achieve maximum efficiency of the Bruce Highway system to ensure the limited major arterial capacity is used for important movements of freight and sub regional travel.

Development of the Mount Peter MPA will require application of best practice neighbourhood design. The greenfield site offers significant opportunities to provide innovative solutions for addressing sustainability and climate change issues. These are essential to achieving sustainable travel patterns.

Network plans have been developed which will provide high quality pedestrian, cyclist, public transport and private vehicle movement systems. These systems are supported by strategies for car parking, road network, transit supportive development, pedestrian and cyclist friendly design and sustainable travel behaviour strategies. These measures will work holistically to ensure that the MPA develops and operates in a sustainable way.

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6.2 RECOMMENDATIONS FOR THE STRUCTURE PLAN

There are a number of recommendations associated with developing the Structure Plan for Mount Peter as below.

• The Structure Plan is to meet the principles for transport and mobility

outlined in Sections 5 and 6 of this report and future development is to achieve the requirements set out in this section.

• Planning for the area continues to be informed by further work being undertaken by DTMR on the busway, which has concluded this be located in the central median of the sub arterial road system in Mount Peter.

• Bruce Highway upgrade planning study continues to inform the development of the area.

• Further detail of the transport system, meeting the overall requirements of the Structure Planning, is explored during the planning for the Master Plan Units. This should involve appropriate consultation with the Council and State. As a general guide the following format and contents description indicates the depth of detail required:

- calculation of traffic generation for the Master Planned Unit,

considering modal shift, and distribution onto the internal and external proposed road network;

- preparation of an internal “complete” street system which takes into account permeability and reduction of trips by private vehicles;

- detailed investigations into road sizing and intersection treatments, including any requirements for road widening into private property;

- preparation of typical cross sections for each street taking into consideration its hierarchal function, needs of pedestrians and cyclists, services and landscaping;

- future bus routes and stops; - calculation of number of households within 400m actual walk of bus

routes and 800m walk of a future busway station; - consideration of land use and connectivity at future busway stations; - detailed walk and cycle plan showing connections to local and district

centres, employment, schools, recreation, bus stops and other key destinations;

- designation of type and width of walk and cycle facility; - any opportunities for future public bike parking; - preparation of a car park plan which predicts car parking demands per

precinct and develop a consolidated parking policy to allow non-residential developments to contribute to public parking provision; and

- evidence of how the proposed master plan unit contributes towards reaching the mode share and self containment targets.

APPENDIX A FIGURES Figure 1A – CSTM_2006_52 – Base – Model Daily Volumes Figure 1B – CSTM_2036_52 – Base – Model Daily Volumes Figure 1C – CSTM_2036_CEO_Aspirational – Daily Traffic Volumes Figure 1D – CSTM_2036_CEO_Status Quo – Daily Traffic Volumes Figure 1E – Trip Movement (pages 1-2) Figure 2 – Model Zones Figure 3A – CSTM_2006_00 – Base – Model Posted Speeds Figure 3B – CSTM_2006_00 – Base – Model Number of Lanes Figure 3C – CSTM_2006_00 – Base – Model Model Road Hierarchy Figure 4A – CSTM_2036_CEO – Model Posted Speeds Figure 4B – CSTM_2036_CEO – Model Number of Lanes Figure 4C – CSTM_2036_CEO – Model Model Road Hierarchy Map10 Mount Peter Structure Plan Area - Transport and Mobility Infrastructure – Road Hierarchy Map 11 Mount Peter Structure Plan Area – Transport and Mobility Infrastructure – Walk and Cycle Map 12 Mount Peter Structure Plan Area - Transport and Mobility Infrastructure – Public Transport

MOUNT PETER STRUCTURE PLAN PART 5 - TECHNICAL REPORT ...

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