EUROBODALLA SHIRE COUNCIL...Eurobodalla Shire Council Public Officer 4474-1000 [email protected] ICAC 8281 5999 [email protected] Local Government Department 4428 4100

AGENDA

Combined Policy and Strategy and Finance and Services Committee Meeting

14 May 2013

EUROBODALLA SHIRE COUNCIL

ETHICAL DECISION MAKING AND

CONFLICTS OF INTEREST

A GUIDING CHECKLIST FOR COUNCILLORS, OFFICERS AND COMMUNITY COMMITTEES

ETHICAL DECISION MAKING

Is the decision or conduct legal?

Is it consistent with Government policy, Council’s objectives and Code of Conduct?

What will the outcome be for you, your colleagues, the Council, anyone else?

Does it raise a conflict of interest?

Do you stand to gain personally at public expense?

Can the decision be justified in terms of public interest?

Would it withstand public scrutiny? CONFLICT OF INTEREST A conflict of interest is a clash between private interest and public duty. There are two types of conflict: Pecuniary – regulated by the Local Government Act and Department of Local Government; and Non-Pecuniary – regulated by Codes of Conduct and policy, ICAC, Ombudsman, Department of Local Government (advice only).

THE TEST FOR CONFLICT OF INTEREST

Is it likely I could be influenced by personal interest in carrying out my public duty?

Would a fair and reasonable person believe I could be so influenced?

Conflict of interest is closely tied to the layperson’s definition of “corruption” – using public office for private gain.

Important to consider public perceptions of whether you have a conflict of interest.

IDENTIFYING PROBLEMS

1st Do I have private interests affected by a matter I am officially involved in? 2nd Is my official role one of influence or perceived influence over the matter? 3rd Do my private interests conflict with my official role?

Whilst seeking advice is generally useful, the ultimate decision rests with the person concerned.

AGENCY ADVICE

Officers of the following agencies are available during office hours to discuss the obligations placed on Councillors, Officers and Community Committee members by various pieces of legislation, regulation and Codes. CONTACT PHONE EMAIL WEBSITE

Eurobodalla Shire Council Public Officer

4474-1000 [email protected] www.esc.nsw.gov.au

ICAC 8281 5999 [email protected] www.icac.nsw.gov.au

Local Government Department 4428 4100 [email protected] www.dlg.nsw.gov.au

NSW Ombudsman 8286 1000 Toll Free 1800 451 524

[email protected] www.ombo.nsw.gov.au

Reports to Committee are presented generally by ‘exception’ - that is, only those items that do not comply with legislation or policy, or are the subject of objection, are discussed in a report.

Reports address areas of business risk to assist decision making. Those areas include legal, policy, environment, asset, economic, strategic and financial.

Reports may also include key planning or assessment phrases such as:

Setback Council’s planning controls establish preferred standards of setback (eg 7.5m front; 1m side and rear);

Envelope taking into account the slope of a lot, defines the width and height of a building with preferred standard of 8.5m high;

Footprint the percentage of a lot taken up by a building on a site plan.

Acronym Meaning Description

ACR Australian Capital Region

The political and strategic grouping of the ACT government and 17 adjacent councils.

AEP Annual Exceedance Probability

For floods expressed as a % eg 1% = 1:100 year event. The NSW Flood Guidelines nominate types of development and controls.

AHD Australian Height Datum

Floor levels for buildings set to remain at or above flood level (expressed as 'freeboard').

APZ Asset Protection Zone Area to be cleared and maintained around habitable buildings in bushfire prone areas.

AS Australian Standard Standards set by national body as minimum construction, service, system, planning or design requirements.

BCA Building Code of Australia

Prescribes minimum standards or performance base for building construction.

CAMP Companion Animal Management Plan

Required by state law, plan nominating management of dogs and cats and areas for access for the exercise of dogs (eg beaches and reserves).

CC Construction Certificate

Floor plans approved by council or private certifier in compliance with development conditions and BCA.

CLD Crown Lands Division State agency managing state lands and advising on development applications or crown land management.

COPW Condition of Public Works Report

Required by state law to define the condition of infrastructure assets, the cost to upgrade to defined standards, the current costs of maintenance and desired levels of maintenance.

CP Cultural Plan A cultural plan enables identification of cultural assets, identity and needs as well as providing a framework to develop cultural initiatives to increase opportunities for residents.

CSR Complaint and Service Request

Requests received from public by phone, letter, email or Councillor to attend to certain works (eg pothole) or complain of certain service or offence (eg dogs barking).

CZMP Coastal Zone Management Plan

Describes proposed actions to address priority management issues in the coastal zone.

DA Development Application

Required by state law to assess suitability and impacts of a proposed development.

DAP Disability Action Plan Council plan outlining proposed works and services to upgrade facilities to progressively meet Disability Discrimination Act.

DCP Development Control Plan

Local planning policy defining the characteristics sought in residential, commercial land.

DECCW Department of Environment, Climate Change and Water (formerly EPA, NPWS, DEC)

State agencies (former Environment Protection and National Parks), DNR managing state lands and natural resources and regulating council activity or advising on development applications.

DLG Department of Local Government

State agency responsible for regulating local government.

DoHA Department of Health State agency responsible for oversight of health care (community and hospital) programs. Also responsible for public warning of reportable health risks.

DOIT Department of Infrastructure and Transport

Federal agency incorporating infrastructure, transport system, and assisting regions and local government.

DoP Department of Planning

State agency managing state lands and regulating council activity or advising on development applications or strategic planning.

DWE Department of Water and Energy

State agency managing funding and approvals for town and country water and sewer services and State energy requirements.

EBP Eurobodalla Bike Plan Strategic Plan identifying priorities and localities for cycleways in the Shire.

EIS Environmental Impact Statement

Required for designated and state developments researching and recommending solutions to social, economic and environmental impacts.

EMP Estuary Management Plan

A program of strategic actions to assist stakeholder to sustain healthy estuaries.

EOI Expressions of Interest

Often called in advance of selecting tenders to ascertain capacity and cost of private sector performing tasks or projects on behalf of council.

EP&A Environment Planning & Assessment Act

State law defining types of development on private and public lands, the assessment criteria and consent authorities.

ESC Eurobodalla Shire Council

ESD Ecologically Sustainable Development

Global initiative recommending balance of social, economic and environmental values in accord with 7 ESD principles.

ESS Eurobodalla Settlement Strategy

Council strategy prepared with assistance of government to identify best uses and re-uses of urban lands, the appropriate siting of private and public investment (eg institutions, employment areas or high density residential) based on current and planned infrastructure and land capacity.

ET Equivalent Tenement Basis of calculation of demand or impact of a single dwelling on water and sewer system.

FAG (under review)

Financial Assistance Grant

Federal general purpose grant direct to local government based on population and other 'disability' factors.

FSR Floor Space Ratio The ratio of a building's total floor area to the size of the parcel of land upon which it is built

GIS Geographic Information System

Computer generated spatial mapping of land and attributes such as infrastructure, slope, zoning.

GPA Government Property Authority

Government Property NSW is the body for considering all strategic real property asset management issues.

http://en.wikipedia.org/wiki/Ratio

GSAHS Greater Southern Area Health Service

State board commissioned with oversight of health care in Highlands, Monaro and Far South Coast.

IPART Independent Pricing & Regulatory Tribunal

State body that reviews statutory or government business regulatory frameworks and pricing levels.

IPWEA Institute Public Works Engineers Australia

Professional association.

IWCMS Integrated Water Cycle Management Strategy (or Plan)

Council plan identifying risk and social, economic and environmental benefit of proposed augmentation to water, sewer and stormwater systems.

IWMS Integrated Waste Management (Minimisation) Strategy

Council plan identifying risk and social, economic and environmental benefit of proposed augmentation of waste (solids, effluent, contaminated, liquid trade waste).

LEP Local Environment Plan

The statutory planning instrument defining the zones and objectives of urban and rural areas.

LGAct Local Government Act State law defining the role of Mayor, Councillors, staff, financing, approvals etc.

LGA Local Government Authority

LGMA Local Government Managers Australia


LGSA Local Government & Shires Association

Representative advisory and advocacy group for councils in NSW.

LPI Land & Property Information

Land and Property Information is a division of the Department of Finance & Services and is the key provider of land information services in New South Wales.

MOU Memorandum of Understanding

Agreement in principle between parties (eg council and agency) to achieve defined outcomes.

NPWS National Parks & Wildlife Service

Now merged into DECCW.

NRM Natural Resource Management

The management of natural resources such as land, water, soil, plants and animals, with a particular focus on how the management affects the quality of life for both present and future generations.

NVC Native Vegetation Act 2003

State law defining means of protection of threatened legislation and approval processes to clear land.

OC Occupation Certificate Issued by council or private certifier that building is safe to occupy and in compliance with development conditions and BCA.

OSMS Onsite sewage management system

Includes septic tanks, aerated systems, biocycles etc.

PCA Principal Certifying Authority

The person or organisation appointed by applicant to inspect and certify structures.

PIA Planning Institute of Australia


POEO Protection of the Environment Operations Act

State law outlining standards for emissions and discharges and penalties for pollution.

PoM Plan of Management (usually for community land)

Council plan nominating type of uses for community land and range of facilities progressively to be provided on land.

http://services.nsw.gov.au/

http://services.nsw.gov.au/

http://en.wikipedia.org/wiki/Natural_resources

http://en.wikipedia.org/wiki/Land_(economics)

http://en.wikipedia.org/wiki/Water

http://en.wikipedia.org/wiki/Soil

http://en.wikipedia.org/wiki/Plants

http://en.wikipedia.org/wiki/Animals

http://en.wikipedia.org/wiki/Quality_of_life

PPP Public Private Partnerships

PTS Public Transport Strategy

Council strategy to initiate mechanisms to promote and facilitate public transport (bus, taxi, community transport, cycles) in design of subdivisions, developments and council works.

PW Public Works State agency managing state public water, sewer and buildings infrastructure and advising/supervising on council infrastructure construction.

REF Review of Environmental Factors

Council examination of risk and social, economic and environmental benefit of proposed works, assessed against state planning, environment and safety laws.

RFS Rural Fire Service State agency responsible for providing equipment and training for volunteer firefighter brigades, and the assessment and approval of developments in bushfire prone lands.

RMS Roads & Maritime Services

State agency, established on 1 November 2011, responsible for building and maintaining roads; conduct driving tests; issuing licences and registrations and overseeing harbours and waterways.

S64 S64 Contributions Plan

Developer contributions plan to enable, with council and state funds, the augmentation of water, sewer and stormwater infrastructure.

S94 S94A

S94 Contributions Plan S94A Contributions Plan Levy Plan

Developer contributions to enable construction of public infrastructure and facilities such as roads, reserves, carparks, amenities etc.

SCG Southern Councils Group

Political and strategic grouping of councils along the NSW south coast from Wollongong to the border, lobbying government for assistance (eg highways) and resourcing sharing initiatives.

SCRS South Coast Regional Strategy

Regional Strategy prepared by DoP for ESC, BVSC and part SCC to guide new LEPs.

SCS Soil Conservation Service

Soil Conservation Service (SCS) is now a division of the Department of Primary Industries, which is a department within the newly established Department of Trade and Investment, Regional Infrastructure and Services

SEA Strategic Environment Assessment

Spatial assessment of environmental constraints of land considered in design and assessment of subdivision and infrastructure. Scientific research behind assessment of capacity of land and waterways in rural residential and urban expansion lands to sustain human settlement.

SEPP State Environmental Planning Policy

Outlines compulsory state planning objectives.

SEROC South East Regional Organisation of Councils

The South East Regional Organisation of Councils (SEROC) comprises the NSW Councils of Bombala, Boorowa, Cooma-Monaro, Eurododalla, Goulburn- Mulwaree, Harden, Palerang, Queanbeyan, Snowy River, Upper Lachlan, Yass Valley and Young, plus the Australian Capital Territory.

SoER State of the Environment Report

Required by state law, the comprehensive assessment (every four years) of the condition and the pressures on the social, economic and environmental features of the Shire and appropriate responses to address or preserve those issues.

SP Social Plan Required by state law, the comprehensive assessment (every four years) of the condition and the pressures on the social framework of the community, their services and facilities and economic interactions.

…….SP Structure Plan Plan promoting land uses and siting of infrastructure and facilities in towns (eg, BBSP – Batemans Bay Structure Plan).

SRCMA Southern Rivers Catchment Management Authority

State agency commissioned with assessment and monitoring of health and qualities of catchments from Wollongong to the border, and determine directions and priorities for public and private investment or assistance with grants.

STP Sewer Treatment Plant

Primary, secondary and part tertiary treatment of sewage collected from sewers before discharge into EPA approved water ways or irrigation onto land.

TAMS Total Asset Management System

Computer aided system recording condition and maintenance profiles of infrastructure and building assets.

TBL Triple Bottom Line Commercial term coined to encourage business to consider and disclose social and environmental risk, benefit and costs in the conduct of business to guide investors as to the long term sustainability and ethics of a business. Taken up by Council to record the basis of prioritisation, the review of condition, the monitor of progress and the financial disclosure of preventative or maintenance investment in council based social and environmental activities.

ToR Terms of Reference

TSC Threatened Species Conservation Act 1995

State law governing the protection of nominated species and relevant assessment and development controls.

WSUD Water Sensitive Urban Design

Principle behind the IWCMS and council development codes requiring new developments to reduce demand and waste on water resources through contemporary subdivision and building design.

COMBINED POLICY AND STRATEGY AND FINANCE AND SERVICES

COMMITTEE MEETING TO BE HELD IN THE COUNCIL CHAMBERS, MORUYA

ON TUESDAY 14 MAY 2013 COMMENCING AT 9.30AM

AGENDA (Proceedings of this meeting will be recorded as per Eurobodalla Shire Council’s Code of Meeting Practice)

WELCOME AND EVACUATION MESSAGE APOLOGIES QUESTIONS FROM THE PUBLIC GALLERY (Agenda Items Only) CONFIRMATION OF MINUTES OF PREVIOUS MEETING Combined Policy and Strategy and Finance and Services Committee Meeting held on 9 April 2013 DECLARATIONS OF INTEREST OF MATTERS ON THE AGENDA (Declarations also to be made prior to discussions on each item)

Page No. NOTICE/S OF MOTION NM13/09 Downstream Gas Supply and Availability in NSW (Inquiry) QUESTIONS ON NOTICE FROM COUNCILLORS QN11855.13 Question with Notice from Councillor Peter Schwarz PQP13/02 Question with Notice from Public REPORTS PSFS13/21 Hanging Rock Concept Options Exhibition PSFS13/22 Traffic Committee Meeting No. 7 for 2012/2013 held on 11 April 2013 PSFS13/23 Funding Offer – Road Safety and Traffic Management PSFS13/24 Wharf Road Shared Pathway – Contribution by Property Owners PSFS13/25 Road Safety Strategic Plan 2013-2017 QUESTIONS/URGENT BUSINESS CLOSED SESSION TO CONSIDER CONFIDENTIAL MATTERS In accordance with Section 10A(2) of the Local Government Act 1993, Council exclude members of the public from the meeting and go into Closed Session to consider the following confidential matters. In accordance with Section 10A(4) of the Local Government Act 1993 the Chairperson invites members of the public to make verbal representations to the Council on whether the meeting should be closed to consider the following matters.

Discussion of the material would be contrary to the public interest for reasons relating to one or more of the matters prescribed by the Local Government Act 1993 Section 10A(2)(a-h). (a) personnel matters concerning particular individuals; or (b) the personal hardship of any resident or ratepayer; or (c) information that would, if disclosed, confer a commercial advantage on a person with whom the

council is conducting (or proposes to conduct) business; or (d) commercial information of a confidential nature that would, if disclosed;

(i) prejudice the commercial position of the person who supplied it, or (ii) confer a commercial advantage on a competitor of the council, or (iii) reveal a trade secret,

(e) information that would, if disclosed, prejudice the maintenance of law; or (f) matters affecting the security of the council, councillors, council staff or council property; or (g) advice concerning litigation, or advice that would otherwise be privileged from production in legal

proceedings on the ground of legal professional privilege or information concerning the nature and location of a place; or

(h) an item of Aboriginal significance on community land. CONFIDENTIAL REPORTS Nil DR CATHERINE DALE GENERAL MANAGER

NOTICE OF MOTION TO COMBINED POLICY & STRATEGY AND FINANCE & SERVICES COMMITTEE MEETING HELD ON TUESDAY 14 MAY 2013 Page 1

NM13/09 DOWNSTREAM GAS SUPPLY AND AVAILABILITY IN NSW (Inquiry) E88.0056; E00.4623

SYNOPSIS

The NSW State and Regional Development Committee has commenced an inquiry into Downstream Gas Supply and Availability in NSW. The Inquiry Terms of Reference are as follows:

That the Committee inquire into and report on downstream gas supply and availability in NSW, and in particular: (a) the adequacy of transmission pipeline systems and distribution networks for future downstream gas needs and supply challenges; (b) barriers to the expansion of downstream gas supply and distribution networks; (c) the effectiveness of competition in the downstream gas market and consumer pricing implications; (d) the effectiveness of existing protections for consumers and measures to facilitate access to gas connection and supply; and (e) possible measures to encourage gas network operators to extend existing distribution networks, including financial incentives of licence obligations, particularly in regional centres that do not have access to reticulated gas. For the purposes of this inquiry “downstream” refers to gas operations that take place after exploration, production and processing phases and concerns the delivery of gas to consumers.

While there is presently no gas supply network within the Eurobodalla local government area, there is a nearby transmission pipeline (the Eastern Gas Pipeline) that transports natural gas from the Gippsland Basin in Victoria to markets in Sydney and a number of regional centres including Wollongong and Canberra. As a supply of reticulated natural gas can increase economic development opportunities and can reduce the cost of living for residents, it is important that Eurobodalla Shire Council lodges a submission during the inquiry, advocating for the future development of natural gas in the area. RECOMMENDED THAT Council lodge a submission to the State and Regional Development Committee advocating for the provision of natural gas in the Eurobodalla. COUNCILLOR PETER SCHWARZ

QUESTION TO COMBINED POLICY & STRATEGY AND FINANCE & SERVICES COMMITTEE MEETING OF EUROBODALLA SHIRE COUNCIL HELD ON TUESDAY 14 MAY 2013 Page 2

QN11855.13 QUESTION WITH NOTICE FROM COUNCILLOR SCHWARZ E13.7041; E11.5378-11855

Councillor Peter Schwarz submitted the following question on notice by email on 13 March 2013:

Do we have a full list of council assets and their whereabouts/existence and condition – for councillors to inspect. When was it last updated?

Do we have complete property plant and equipment register for councillors to inspect. When was it last updated?

Reply

Do we have a full list of council assets and their whereabouts/existence and condition – for councillors to inspect. When was it last updated?

Council maintains a register of assets owned and managed by council. The information recorded is based upon the current information available. The register is continually updated to improve records on the form, location, age and condition of assets. Asset information is used for asset management purposes, including predicting long term funding needs. Assets are revalued on a five year cycle in accordance with a schedule set by the Division of Local Government. All revaluations are undertaken in accordance with Australian accounting standards and are audited by council’s auditor. Asset valuations are based on either asset condition determined by inspection and detailed condition assessment or by age, design life and replacement cost, depending on the class of the asset. For example;

Building assets – council engages a licensed valuer to determine valuess based upon a market assessment and the condition of the asset. Valuations are undertaken every 5 years in accordance with the DLG schedule.

Road assets – council carries out routine defect and risk inspections to establish maintenance programs and forward capital works programs. Later this calendar year council will be undertaking a laser survey of our sealed road network to determine the current condition of the network. A summary of the results will be made available once received.

Water & sewer – above ground water and sewer assets are revalued as a subset of building assets. However, the majority of water and sewer assets are below ground and therefore condition is assumed relative to age. Council monitors failure rates for particular assets to determine whether condition has deteriorated and council is actively inspecting via CCTV, 5% of the sewer network per annum.

Revaluations determine depreciation amounts of assets which ultimately feed into Council’s budgets. As resources permit, more of this data will be converted to a condition based approach to aid in the prediction of useful lives of assets. For some assets, detailed condition data has been collected to aid in the setting of forward works programs. For instance, our bridge network has a rigorous condition assessment


QN11855.13 QUESTION WITH NOTICE FROM COUNCILLOR SCHWARZ E13.7041; E11.5378-11855 inspection program based on a cyclic program of differing levels of inspections. These inspections identify deteriorating bridge components which are then prioritised for action. It is also used to predict longer term funding needs and determine the most efficient way to undertake works. For other assets, the specific programs of works are determined by a range of factors including field inspections, feedback from crews (eg the grading crew), customer feedback and the like. This “ground truthing” is vital to ensure programmed renewal works are actually needed.

The asset information is ultimately presented back to council and the community via the Asset Management Strategy and in budget terms, via the Delivery Program (4 year plan) and the Operations Plan (one year “budget”). The carrying value of council assets is also shown in the annual financial statements. A detailed list of the carrying value of assets as shown in the accounts is available for viewing. Do we have complete property, plant and equipment register for Councillors to inspect? When was it last updated?

Operational Land and buildings are currently being revalued in accordance with the Division of Local Government guidelines and Australian Accounting Standards. They were last revalued in 2008 and in accordance with the five year cycle are being revalued again now. All property is required to be revalued by a licensed Valuer and Council currently has a consultant engaged to undertake this specialist task. All new values and associated depreciation will be incorporated in Council’s annual financial statements. Plant and equipment are treated no differently in the way they are accounted for than any other asset class, eg water and sewer. Council holds asset information on plant and equipment assets to allow for the efficient management of the asset class. Property: Council maintains a property information system for all property within the local government area. This system is known as LIMES. Land owned by Council is included in that system and is divided into operational land and community land. This system also includes Crown reserves, for some of which Council is the Trust Manager. Reports can be produced from the property system as required, for different classes of land. The property system contains a lot of information about individual properties and is updated as required. Some of the information eg owners details is subject to the provisions of the Privacy and Personal Information Protection Act 1998 (PPIPA) and cannot be released except in accordance with that Act. Plant: Council has a comprehensive management system for its fleet of vehicles and plant, based on a Resource List set up in the Navision financial system. This provides information on all vehicle and plant assets over their life. It is updated regularly as required eg when an item of plant is acquired or disposed of. A wide range of reports can be produced from the system.


QN11855.13 QUESTION WITH NOTICE FROM COUNCILLOR SCHWARZ E13.7041; E11.5378-11855 Smaller items of plant, equipment and tools are allocated to individual staff members tool cards which are updated as items are added or deleted. An annual stocktake and reconciliation of these tool cards is undertaken. Strategic asset management, the day to day management of assets and the financial accounting of assets are major internal functions of Council. Each area in its own right is a complex subject and should Councillors seek additional information, consideration should be given to work shopping the various elements.

RECOMMENDED

THAT the response to this Question with Notice regarding council’s assets and property plant and equipment register raised by Councillor Peter Schwarz be received and noted. DR CATHERINE DALE GENERAL MANAGER

QUESTION TO COMBINED POLICY & STRATEGY AND FINANCE AND SERVICES COMMITTEE MEETING OF EUROBODALLA SHIRE COUNCIL HELD ON TUESDAY 7 MAY 2013 Page 5

PQP13/02 QUESTIONS WITH NOTICE FROM PUBLIC E09.3418 Mr Peter Bernard addressed the Policy and Strategy Committee Meeting held on 5 February 2013 regarding report PS13/02 Policy Review – Draft Acid Sulfate Soils (ASS) Policy and asked the following questions in regard to the Policy: 1. Why wasn’t the Policy modified previously in conjunction with the LEP planning

process?

Reply

The new standard LEP template contains a clause that would replace the Acid Sulfate Soils Policy. However given that some rural lands of the Shire were deferred from LEP 2012 when it was gazetted in July 2012, and were not subject to the LEP acid sulphate soils controls, the policy was retained for those lands as an interim measure and is being updated to reflect such as part of the normal review process.

2. What was the criteria used for defining properties on the old acid sulphate soil maps?

Reply

In NSW, acid sulphate soils have been found in coastal estuaries and bays between the Victorian and Queensland border. The former NSW Department of Land and Water Conservation (DLWC) mapped landscapes with high probability of having acid sulphate soils in 1995. These acid sulphate risk maps were updated in 1998 and adapted for planning purposes (acid sulphate soil planning maps) by the then Department of Planning. An Acid Sulfate Soil Manual was also produced in 1998 to coordinate a whole of government response to acid sulphate soils. The current policy was a response to that strategy and requires land within the Eurobodalla Shire council classified as Class 1 to Class 5 on the abovementioned maps must be assessed under the policy as being an acid sulphate soil risk.

3. What method was used in the actual identification of acid sulphate soil?

Reply

The maps were produced by the former NSW Department of Land and Water Conservation (DLWC) in 1995 and updated in 1998, and adapted for planning purposes from information derived from direct observation of land use activity impacts, known environmental locations, and soil sampling with standardised analytical testing.

4. Who is authorised to carry out testing?

Reply

Where works involved the disturbance of soil or the change in groundwater levels in coastal areas, a preliminary assessment should be undertaken to determine whether acid sulphate soils are present and if the proposed works are likely to disturb these soils. Any person can undertake a preliminary assessment to confirm whether an acid sulphate soils management plan is required. The ASS Assessment Guidelines sets out the steps in a preliminary assessment, with validation of soil and water sampling collected necessary by a laboratory. After the person has completed the preliminary

QUESTION TO COMBINED POLICY & STRATEGY AND FINANCE AND SERVICES COMMITTEE MEETING OF EUROBODALLA SHIRE COUNCIL HELD ON TUESDAY 7 MAY 2013 Page 6

PQP13/02 QUESTIONS WITH NOTICE FROM PUBLIC E09.3418

assessment and ascertained that an acid sulphate soils management plan is not required, they must present their preliminary assessment to Council seeking agreement with their decision.

5. Were tests carried out when rezoning Council lands at Dalmeny and Mystery Bay?

Reply

No. The policy applies only when development consent is required, not for a change of land use zoning.

6. Has council taken any action against ratepayers for ignoring the presences of acid

sulphate soils on their property using the maps that were not previously identified and part of the policy.

Reply

To clarify the above, the maps were identified as part of the former policy in the introduction and clause 2 definitions.

In response to the question, no prosecution is known to have occurred under the policy to

date. 7. In what way is the new policy inconsistent with section 6.3 of the old plan?

Reply

There is no inconsistency between the new policy and clause 6.3 of Local Environmental Plan 2012. The new policy applies only to that land under the Rural Local Environmental Plan 1987, until such time as that plan is repealed. Clause 6.3 only applies to land under Local Environmental Plan 2012. The assessment criteria remain the same.

8. Will this policy be more onerous on property owners?

Reply

This is consistent with the previous policy and will not be more onerous.

RECOMMENDED

THAT the response to Question PQP13/02 regarding draft Acid Sulfate Soils Policy raised by Mr P Bernard be received and noted LINDSAY USHER DIRECTOR PLANNING AND SUSTAINABILITY

REPORT TO COMBINED POLICY & STRATEGY AND FINANCE & SERVICES COMMITTEE MEETING HELD ON TUESDAY 14 MAY 3013 Page 7

PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480

SYNOPSIS

This report outlines the results of the Hanging Rock Concept options exhibition and seeks Council endorsement of a preferred concept option to enable the finalisation of a master plan. BACKGROUND

Hanging Rock is identified as a regionally significant site in Council’s Recreation and Open Space Strategy 2010. The existing range of recreation facilities, presence of the University of Wollongong and TAFE, and placement in the Shire’s regional centre of Batemans Bay provides a strategic opportunity to create an educational, recreational and cultural facilities hub to benefit the Shire. In 2010, a Sunset Committee including representation from community groups with a relevant interest in the site was established. Under the guidance and leadership of Councillor Rob Pollock, Council has developed a good working relationship with the Committee and they have provided valuable input throughout the process. Significant consultation with the community to define a development direction for the site has also occurred. An initial preliminary site option, schedule of areas and staging was worked up with an architectural consultant during 2010-11. However, this process raised a number of questions about the development of the site that required further exploration and validation. In March 2012 Council endorsed the engagement of strategic leisure consultant, Montemare Consulting, to further the earlier work completed through independent market research and statistically reliable consultation of community and stakeholders to inform a feasibility study and the development of concept options for the site. The project methodology employed by the consultant, aimed to provide a professional, independent, statistically reliable recommendation for the Hanging Rock Site given the community and Council interests. The methodology is outlined below.

1. Project Inception 2. Background review 3. Market research and consultation 4. Development option planning 5. Business and management planning 6. Final reporting


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Stages 1 to 5 of the methodology have been completed, resulting in the development of three concept options as outlined below. 1. Option 1 – Performing Arts Model

Recreation including indoor sports and aquatic centre, performing arts theatre, community centre components and education expansion.

2. Option 2 – No Arts Model

Recreation including indoor sports and aquatic centre, community centre components, education expansion and no arts components

3. Option 3 – Community Arts Hub Model

Recreation including indoor sports and aquatic centre, community arts hub incorporating a black box theatre and flexible arts spaces, community centre components and education expansion.

At its Ordinary Meeting on 26 February 2013, Council endorsed these three concept options for exhibition to gain broader community input to enable an informed decision to be made about the future direction and use of the site. EXHIBITION Community Consultation The three concept options were exhibited for a period of six weeks from the 18 March 2013 to 26 April 2013 through the following avenues:

Council’s website and online news

Print Media: through media release and in Council’s noticeboard.

Static Displays: In Council’s Customer Service Centre, Moruya and at Council libraries in Batemans Bay, Moruya and Narooma.

Drop in sessions: held at the Village Centre, Batemans Bay on the 23 March 2013 and Moruya markets on the 13 April 2013.

User group involvement: A series of stalls were held in Batemans Bay by the Batemans Bay Indoor Aquatic Centre Committee (BBIACC) and a static display in the Hanging Rock Basket Ball Stadium

The exhibition material included supporting information on the project, methodology, benefits, business models, capital and operating costs, and frequently asked questions.


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Exhibition Summary There was an excellent response from the community to the exhibition with a total of 370 submissions received as outlined below. From the results, Concept Option 2 - No Arts Model was identified as the community’s preferred option. That being said, comments made about this concept were that given the space at Hanging Rock, recreation should be the primary use and accommodated only, but submissions also acknowledged that arts is also important to the community, and should be provided at an alternate location. Interestingly, while Concept Option 2 numerically received the most support the combination of Concept Options 1 and 3 show almost equal support for improved arts facilities on the site in some form A number of submissions did not indicate a preferred option to progress but rather outlined their support for the project progressing in any form given the economic and community benefits. The main concern raised in these submissions was that the project goes ahead within a reasonable timeframe. Not all submissions were positive and several community members did not support the project at all. Their submissions raised concerns such as:

The need to modify and make better use of existing infrastructure;

The desire to retain the site as open space;

Preference to investigate use of an alternative site such as the Batemans Bay Bowling Club; and

Perceived inability for Council and the community to fund both the initial capital and ongoing operating costs.

Concept Option Submissions

Option 1 – Performing Arts Model 110

Option 2 – No Arts Model 160

Option 3 – Community Arts Hub Model 41

Support project 15

Do not support project 44

TOTAL 370


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Of relevance to the exhibition outcome is the geographical spread of community members who made a submission. The results, as outlined below, show that the majority of submissions came from residents in the surrounding Batemans Bay area.

Post Code Submissions

2536 210

2537 35

2546 4

Not stated 121

TOTAL 370

Submissions Common concerns raised in the submissions and at engagement activities, are outlined in the table below. Further detail on the top ten issues follows, the remaining issues were not of significance to warrant separate discussion or are covered off in the top ten discussion. A copy of the submission database has been provided to Councillors as a confidential attachement.

Issue Submissions

Alternate Site 62

Bowling Club 61

Parking 47

Pool size 39

Private recreation 34

Tennis Courts 26

Operating costs 23

Over 65’s facilities 20

Arts facilities 18

User charges 12

Traffic management 6

Amenity 6

Shared field use 6

Commercial components 6

Expansion 4

Village Green 3

Sea Level Rise 2


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Bowling Club and Alternate Site: Submissions suggested that some or all components be located at an alternative site. A common suggestion was that of the Batemans Bay Bowling Club and existing pool site. Response: The scope of this project was to review the potential of, and develop a concept for, the Hanging Rock Site. In the intervening period the future use of the bowling club site has become an issue for the Batemans Bay community which has impacted on the consultation. Should council support the recommendation to accept option 2, then council will need to undertake further investigations to address arts and cultural facilities in Batemans Bay. Parking, Access and Traffic Management: Submissions raised concerns about the provision of improved access to the site from Beach Road, car parking, set down areas, bus parking and traffic management on site. Response: Car parking as shown on the concept plans is indicative only and will be assessed in accordance with Council’s Parking and Access Code and New Premises Standards once a concept plan is decided upon and demand requirements are determined. Regardless of which concept is progressed a roundabout will be constructed at the Beach Road/Hanging Rock Place junction to improve safety and access to and from the site. Traffic management within the site will include traffic calming solutions to minimise congestion, slow the passage of traffic and direct traffic to parking spaces. Details of this will be provided at the detailed design stage of the project. Pool Size: Submissions questioned the decision to include a 25m pool over a 50m pool. Response: This remains a vexed issue for many communities. However, investigations by councils across Australia in recent years show that the decision to provide a 50m pool often comes at the expense of including high use, multipurpose, commercially viable water space. In addition, industry trends and facility audits show that the design and development of aquatic facilities has undertaken several major changes over the past 20 years. The primary focus for the design of aquatic facilities is now on indoor (sun smart, year round), leisure orientated facilities. The traditional “outdoor 50 meter” pool is becoming less relevant as this 1950’s style of facility age and lose their appeal generally resulting in increasing annual maintenance and dramatically reduced attendances. This reflects changes in participation trends and target markets which now primarily include recreational swimmers such as general residents and tourists, and specialist users groups such as learn to swim and hydrotherapy. Lap and competition swimmers now form a much smaller proportion of the user base.


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Further, there is a noticeable trend since the early 1980’s in Australian aquatic facility design and operation towards the integration of a wider range of expanded leisure facility services, such as café, merchandising/ retail, health and fitness centres, multi-purpose program spaces and meeting rooms, increased emphasis on leisure water and in some cases multi-purpose indoor courts. The combination of facilities into one integrated venue provides synergies in use and the potential for cross marketing between activities, whilst also providing a major identity as a leisure destination to the community. This results in increased throughput and activity at the venue and improved financial performance. Including a 25m pool rather than a 50m pool allows opportunity to provide a range of different water spaces to cater for this change in industry and participation trends, the needs of recreational swimmers and specialist users as well as competition swimmers. It also serves to increase management efficiencies, decrease costs, offset operating loss, and increase usage. In summary, the decision to not provide a 50m pool is based on: 1. High cost of provision; 2. Limited use and flexibility of this large activity space; 3. High cost of operations and maintenance; 4. Limited market of fitness and competition swimmers; 5. Ability of 25m pools to meet many of the needs traditionally met by 50 metre pools; 6. Design flexibility and new features to maximise use of water areas. In addition, all three concepts show open space areas adjoining the proposed aquatic centre which could potentially be used for expansion should the need arise and be justified. Private Recreation: Submissions suggested the inclusion of additional facilities such as ten pin bowling, roller skating, bowling greens and rock climbing walls. Response: Generally, Council’s provide certain types of public recreation infrastructure such as parks, playgrounds, sports fields and pools. These types of infrastructure are available to communities to use either free of charge or at a low cost. They typically run at an operating loss to their provider and as such are not commonly provided by private businesses. Private recreation infrastructure such as bowling clubs, ten pin bowling alleys and roller skating rinks that are able to operate a viable commercial businesses are generally provided by private businesses. Councils do not generally enter into these markets so as not to be in competition with local businesses


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Arts Facilities: Submissions generally supported the provision of arts facilities in the Batemans Bay area but questioned the scope of the facilities suggested. Some questioned if the community could support a regional performing arts centre and if it would be more cost effective to modify existing facilities to increase use. Response: Arts facilities outlined in Option 1 – Performing Arts Theatre Model, are based on consultation, market demand and industry trend analysis undertaken by Montemare Consulting. Arts Facilities outlined in Option 3 – Community Arts Hub Model, are based on the findings outlined in councils Situational Analysis Arts and Cultural Infrastructure Report 2010. Both reports and research undertaken make clear the pros and cons of each of the Arts options. While community support is shown for Option 1 - Regional Performing Arts Centre, the research and anecdotal evidence suggests that the current and projected population for our Shire cannot support a facility such as this in the long term. Tennis Courts: Submissions questioned if the number of tennis courts shown on the plan were required and why the courts had to be relocated on the site. Response: In preparing the concept plans Council used the Tennis 2020 – Facility Development and Management Framework for Australian Tennis document to collaborate with Tennis Australia to develop a strategic direction for the region. This approach will allow the best access to and use of relevant grant funding. This involved earmarking Batemans Bay Tennis Club as a Regional Tennis Centre under the framework which will allow attraction of National and State based tournaments and has specific requirements for development including: suggested layouts, number and type of courts – including a show court, and supporting facilities. Whilst the number of tennis courts that currently exist may meet the needs of the community now, consideration for future growth must be incorporated into the concept to provide for the next 20 +years The tennis courts are to be relocated to allow for the best configuration for all proposed facilities on the site. Operating Costs and Commercial Components: Submissions questioned if Council and the community could afford the ongoing operational costs and why commercial components were included in the plan when similar facilities were already provided by private operators.

Response: All options represent a major capital investment and are projected to run at a operating loss.


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Council has limited capacity to fund the initial build cost of the project and will require grant funds to be sourced from State and Federal Government. Strategic staging of the project will increase opportunity for Council to apply for a range of grants focused on outcomes associated with different elements of the project. In addition to grant funds, it is possible that Council may need to loan fund part of the initial build cost, or consider a special rate variation.

Grants cannot be sourced to cover the operating loss of the centre on an annual basis and Council and the community would need to work together to develop a funding strategy that could involve an adjustment of user fees, or a review of Council's overall budget to fund the ongoing operation of the centre. Any decision to be made by Council on funding will involve further consultation. The operational costs of the development have been based on similar complexes that are serviced by areas with similar demographics and averaging of Optimistic and Base Business Case scenarios. The indicated operating loss of all three concepts incorporate all elements of the concept not just the major components. The operating loss would be offset by the current operating loss of both the Batemans Bay Pool and Community Centre and success of commercial components and programs. The operating costs of the proposed facilities needs to be considered in line with broader community and economic benefits and the identified need for these facilities in the Shire. All costs shown are indicative, and consultation material is clear that, once constructed, facilities such as this have substantial ongoing operating costs, and are funded primarily from a user pays system. Council and the community would need to work together to develop a funding strategy that could involve an adjustment of user fees, or a review of council’s overall budget which may consider a special rate variation, to fund the ongoing operation of the centre. Any decision to be made by Council on funding will involve further community consultation. A key consideration in developing a facility such as this is the inclusion of supporting commercial components to offset operational costs and ensure the project is viable. It has been identified that there is an emerging trend in adding areas for specialist wellness activities, services and merchandising with key services including massage, beauty therapy treatments, gentle exercise classes, relaxation and time out activities. Commercial components incorporated into the concept plans include: gym, wellness centre with consulting rooms, and café. Facilities for over 65’s: Submissions stated that the concept options did not consider or incorporate any facilities for the over 65 age group such as bowling greens. Response: During the development of the concept plans, consultation occurred with and consideration was given for all age groups and demographics within the community. Facilities that are proposed for the Hanging Rock site that are anticipated to be utilised by the over 65 age group are as follows:


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Aquatic centre- Hydrotherapy pools for rehabilitation, lap swimming, spa and sauna.

Wellness Centre- relaxation, time out activities, gentle exercise classes, massage.

Gym- training programs and group classes.

Tennis club - tennis.

Multi-purpose meeting rooms- classes and group meetings, special interest groups eg. all activities from the current Batemans Bay Community Centre would occur at the Hanging Rock Site.

CONSIDERATIONS

Policy

Council’s Recreation and Open Space Strategy 2010 recommends that Council “Undertake feasibility study, appropriate community consultation and prepare Master Plan for the development of Indoor Sports and Aquatic Centre and Regional Tennis Facility at Hanging Rock Recreation Precinct” Council’s Situational Analysis Arts and Cultural Infrastructure Report 2010 recognises the best model for the Batemans Bay Arts scene is one that is flexible and allows a multitude of uses across a range of arts practices. It recommends the establishment of a small arts hub in Batemans Bay that includes:

Community gallery;

Performance space (for around 150 seats) for music and theatre;

Space suitable for dance workshops;

Art/craft studios suitable for dry and wet work;

Storage. Similar recommendations, to establish a small flexible arts hub through improvements to existing facilities, are made for both Moruya and Narooma.

Asset

All concept options present a major capital investment in a significant community asset. It is therefore important that any decision is supported by appropriate lifecycle costing of that asset. While indicative costings have been exhibited, final information will be provided by Montemare consulting following council’s endorsement of a preferred concept option.

Social Impact

All concept options provide for significant health, cultural and recreation benefits to community members of all ages.


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 Economic Development Employment Potential

All concept options provide for significant economic benefits to the community in terms of employment opportunities, expanded education offerings and increased tourism and event potential. Integrated Planning and Reporting

This report addresses strategies and actions in Council’s Integrated Planning and Reporting framework as follows:

Community Strategic Plan Link Delivery Plan Link Operational Plan Link

Strategy 1.3 Ensure that recreation and sporting facilities and opportunities cater for the changing needs of the Shires people.

Key initiative 3 Develop and review recreation plans and policies

Action 4.2 Prepare concepts and undertake feasibility study for the further development of Hanging Rock Precinct

CONCLUSION

The exhibition of the Hanging Rock Concept Master Plan options has produced an excellent response from the community. Submissions have shown overwhelming support for the development of improved sports and arts facilities in the Shire’s Regional Centre, Batemans Bay. Concept Option 2 – No Arts Model, was clearly identified as the community’s preference for the site provided Council pursue investigation of an alternate site to provide improved arts facilities and opportunities in the Batemans Bay area. Council’s preferred option now needs to be provided to the consultant, Montemare Consulting, to allow the final stage of the project methodology completed. This will include the provision of a final concept design and report including: quantity surveyor report, partnership and funding opportunities, business model and details of sea level rise implications.


PSFS13/21 HANGING ROCK CONCEPT OPTIONS EXHIBITION E10.4480 RECOMMENDED

THAT council: 1. Endorse Option 2 – No Arts Model, to be finalised by Montemare Consulting and

reported back to Council for adoption once all project reports are completed.

2. Notify and thank all people that made a submission of the exhibition outcome endorsed by Council.

3. Thank the members of the Sunset Committee for their involvement in the project

and exhibition process to date.

4. Report back to council with the final report prepared by Montemare Consulting. SHANNON BURT DIVISIONAL MANAGER STRATEGIC SERVICES Clrs.

REPORT TO COMBINED POLICY & STRATEGY AND FINANCE & SERVICES COMMITTEE MEETING OF EUROBODALLA SHIRE COUNCIL HELD TUESDAY 14 MAY 2013 Page 18

PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002

SYNOPSIS

To present the Eurobodalla Local Traffic Committee recommendations to Council for consideration.

BACKGROUND

The Eurobodalla Local Traffic Committee Meeting No 07 for 2012/2013 was held on 11 April 2013 in Council’s Committee Room. It was attended by Councillor Neil Burnside – Chairperson, Geoff Armstrong – Traffic Officer, John Harper – Roads and Maritime Services, Leading Senior Constable David Smart – NSW Police Force, Mrs Danielle Brice – representative for the Hon Andrew Constance MP and Karen Sydenham – Minute Secretary.

APOLOGIES

Councillor Milton Leslight and Peter Bache – Roads and Maritime Services (RMS).

DEPUTATIONS

Nil.

MINUTES OF PREVIOUS MEETING

The minutes of the Eurobodalla Traffic Committee Meeting No 06 for 2012/2013 held on 14 March 2013 were confirmed and accepted.

OUTSTANDING ITEMS FROM PREVIOUS MINUTES

2011.RT.034 Bus Stops – Southern Area of Shire At the last Committee meeting, the Chairperson stated he would discuss this matter further with the proprietor of Narooma Taxi Service and report back to the April meeting. The unresolved issue is to legally allow a bus and a taxi to utilise the existing taxi zone located outside the licensed premises on the Princes Highway (99-101 Campbell Street), Narooma. The Australian Road Rules do not allow for a shared taxi and bus zone. The Chairperson reported that he had spoken to the proprietor and no suitable solution was determined during their discussions. The RMS representative stated that a possible solution is a ‘No Parking Buses and Taxis Exempt’ zone and checked with RMS’s Policies and Guidelines Manager during the meeting who advised that this type of parking restriction is legal. The Committee agreed that this was a suitable solution. Following the meeting the Chairperson advised that he had spoken with both the taxi and bus operators, both of whom indicated that they were happy with the proposed solution. Resolved: That the existing Taxi Zone located outside 99-101 Campbell Street, Narooma be replaced with a ‘No Parking Buses and Taxis Exempt’ zone.


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 2013.SE.013 Special Event Application – ANZAC Day Marches in the Shire At the last meeting, the Committee requested that a Traffic Management Plan for the march to be conducted at Tuross Head be presented at the April meeting. The march will commence in Birdwood Circle and proceed along Allenby Parade and finish in the car park of the golf club and is expected to take fifteen minutes to complete. The proposed Traffic Control Plan for this event was circulated to the Committee. No objections were raised. Resolved: The Traffic Management Plan for the Tuross Head ANZAC Day march be approved.

Action Sheet

The Action Sheet outlining all of the Committee’s outstanding items was distributed to members. There was no discussion pertaining to the items.

ROAD TRANSPORT (SAFETY AND TRAFFIC MANAGEMENT) ACT ITEMS FOR DETERMINATION

2013.RT.019 Parking – Beach Road, Batehaven A resident of Beach Road, Batehaven has written to Council concerning the parking restrictions along Beach Road between Corrigans Crescent and Calton Road intersections. The issue raised in the correspondence is the ability for northbound traffic to safely turn into the residential driveways. It is claimed when northbound vehicles are waiting to turn right vehicles travelling at the rear are delayed and cannot manoeuvre around the turning vehicles due to vehicles parked on the western kerbside. It was further stated that vehicles often travel at high speeds over the crest near Calton Road intersection and the correspondent is concerned about rear-end collisions. A similar scenario exists for Beach Road southbound traffic. With regard to the northbound issue, there are a limited number of residential properties located on the opposite side of the road that would be affected by this issue. There is currently a No Stopping restriction in operation during the weekday morning and afternoon peak hour at this location. The same No Stopping restriction operating during the same hours exists on the southbound side of the road near Calton Road intersection. The Committee agreed that additional parking restrictions are not warranted and that the current restrictions are sufficient. The existing No Stopping restrictions during morning and afternoon peak hours were implemented to assist with the smooth flow of traffic during the peak travel times and extending the No Stopping restrictions would further disadvantage the residents along the western side of Beach Road.


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 Resolved: The request for additional No Stopping restrictions on Beach Road, Batehaven in the vicinity of Calton Road intersection not be supported. 2013.RT.020 Parking – Illabunda Drive, Malua Bay A No Stopping zone is currently in place in the vicinity of the sewer pump station located in Illabunda Drive, Malua Bay. This zone requires alteration to allow access for maintenance purposes. A request has been made by staff who access the sewer pump station as they are unable to legally park vehicles in a location that provides access for regular maintenance activities. The Committee questioned the positioning of the current No Stopping zone. Illabunda Drive is a quiet residential street with properties located only along the western-side. The Committee further noted that the sewer pump station is fenced off with a gate located on the southern side which should allow emergency access when it is needed. The Committee agreed to the removal of the existing No Stopping restrictions. The Committee further agreed that staff consider erecting suitable signage on the access gate to discourage parked vehicles from blocking access to the pump station. Resolved: The No Stopping zone located in Illabunda Drive, Malua Bay adjacent to the sewer pump station be removed. 2013.RT.021 Parking – North Street, Batemans Bay The Traffic Officer requested the Committee to consider reviewing the current parking restrictions in North Street, Batemans Bay from the Perry Street intersection to the Princes Highway to assist with traffic flow and provide better access to the Bridge Plaza car park. During recent investigation work associated with the proposed traffic signals at the North and Perry Streets intersection, a need for the lengthening of the existing No Stopping zone located opposite the Bridge Plaza car park was identified. Currently, in North Street on the southern side opposite the Bridge Plaza Car Park entrance, there is a 15 minute parking zone measuring 37 metres in length. It is recommended that this 15 minute parking zone be reduced to 24 metres. Replacing 13 metres of 15 minute parking with No Stopping will result in a loss of two parking spaces. However, this configuration will improve traffic flow in North Street and provide better and safer access and egress to the Bridge Plaza car park. The Traffic Officer stated that Batemans Bay Chamber of Commerce have been made aware of this proposal.


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 The Traffic Officer asked the RMS representative to investigate the possibility of providing dual right-hand turn lanes from the North Street traffic signals into the Princes Highway. This would assist with traffic flow by alleviating queuing at the North Street traffic signals as well as assisting with traffic exiting the Bridge Plaza car park. The RMS representative asked that Council make a formal request to RMS Traffic Signals Unit seeking consideration of the proposal. Resolved: 1. The existing No Stopping Zone in North Street, Batemans Bay opposite the entrance to

the Bridge Plaza car park be extended 13 metres to the east to allow improved access to the car park and improved traffic flow within North Street.

2. Council request that Roads and Maritime Services’ give consideration to providing dual right-turn lane for vehicles turning into the Princes Highway from North Street, Batemans Bay.

INFORMAL ITEMS FOR DISCUSSION

2013.SE.014 Special Event Application – Rally of the Bay An application has been received to conduct the Rally of the Bay car rally on Saturday 29 June 2013. The car rally conducted in several stages will utilise both State Forest and Council roads to the north, south and west of Batemans Bay. Corrigans Reserve, Batehaven will be used as a service area. The start of the rally is proposed to be held in Clyde Street, Batemans Bay and will require the road to be closed on Saturday 29 June 2013 from 7:00am to 11:00am. A Traffic Management Plan for the event was discussed by the Committee and no issues were identified. Resolved: The Rally of the Bay car rally to be held on Saturday 29 June 2013 be approved based on the submitted Traffic Management Plan. 2013.SE.015 Special Event Application – Moruya Jazz Festival An application has been received to conduct the Moruya Jazz Festival and will involve a street parade to commence at 10:00am on Saturday 19 October 2013. A Traffic Management Plan for the street parade was circulated to the Committee. The parade will commence in Vulcan Street to the south of the Campbell Street roundabout and will proceed north along Vulcan Street, turning right into Shore Street and conclude in the swimming pool car park. A Police escort will be provided at the rear. A traffic controller


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 will be positioned at the Vulcan Street and Shore Street intersection and will allow southbound highway traffic to turn left into Shore Street during the street parade as a way of decreasing queuing traffic. The Police representative stated that feedback was received from SES volunteers for the 2012 event and it was suggested that road closed ahead signs be erected in Campbell Street to the west of the roundabout. Furthermore, the barricades prohibiting access to the Adelaide Hotel car park were not erected last year but were shown on the Traffic Management Plan. The RMS representative stated that it would be desirable to have Variable Message Signs (VMS) positioned on the Princes Highway on both southbound and northbound approaches to Moruya to inform motorists of the temporary delay. He further stated that it is critical the event organisers ensure that the parade along the highway (Vulcan Street) be limited to 15 minutes in duration. The event organisers will be required to submit a Road Occupancy Licence application to Road and Maritime Services. Resolved: The Traffic Management Plan for the Moruya Jazz Festival Street Parade to be conducted on Saturday 19 October 2013 at 10:00am be approved subject to the following inclusions: 1. Positioning of Variable Message Signs on the Princes Highway, Moruya for northbound

and southbound traffic.

2. Road Closed Ahead signage be positioned in Campbell Street, Moruya on the western approach to the roundabout intersection with the Princes Highway.

3. The street parade along Princes Highway (Vulcan Street), Moruya be limited to fifteen (15) minutes on duration.

4. The event organisers submitting a Road Occupancy Licence application to Roads and Maritime Services.

2013.SE.016 Special Event Application – Automotive Trade Careers Expo and

Exhibition An application has been received to conduct the Automotive Trade Careers Expo and Exhibition from 23 to 25 August 2013 at Moruya High School located in Albert Street, Moruya.


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 The majority of the event will be conducted within the grounds of Moruya High School except for the ‘car cruise’ that will commence in Shelley Road, proceed south along the Princes Highway, through Moruya township to the high school in Albert Street. The vehicles involved in the ‘car cruise’ will be registered and will comply with the Australian Road Rules. It will be conducted on Saturday 24 August and will leave Shelley Road at 9:00am. No issues were raised by the Committee. Resolved: 1. The South Coast Nationals Automotive Trade Careers Expo and Exhibition to be run from

24 to 25 August 2013 at Moruya High School in Albert Street, Moruya be approved.

2. The street cruise associated with the event be conducted in accordance with Australian Road Rules.

2013.IN.014 Traffic Management – Princes Highway and Campbell Street, Moruya The Traffic Officer enquired to the RMS representative whose responsibility it is to upgrade the signage and linemarking associated with the roundabout located on the Princes Highway and Campbell Street, Moruya intersection. The chevron signage is in need of replacement and the roundabout holding lines are faded and need re-linemarking. The RMS representative stated that he would follow this matter up with RMS’ Road Services. 2013.IN.015 Traffic Management – Princes Highway, Tuross Head The Traffic Officer raised an issue concerning the configuration of the overtaking merge lanes on the Princes Highway, just south of the intersection with Hector McWilliam Drive, Tuross Head. The RMS representative stated that the configuration is an uncomfortable manoeuvre for motorists, however, does not believe any safety concerns existed. 2013.IN.010 Speed Zoning The Traffic Officer stated that the new speed zoning on George Bass Drive near Tomakin Road, Tomakin had been implemented and enquired if any speed enforcement had occurred. The Police representative stated that Police are giving the public a grace period to get used to the new speed limit of 80km/h before enforcement proceeds.


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 It was also mentioned that when turning into Tomakin Road from George Bass Drive there is no speed zoning signage to advise motorists they have left a 80km/h speed zone and were entering a 100km/h speed zone. The RMS representative stated that there is no technical obligation to sign post the rural road default limit of 100km/h and suggested that the Traffic Officer and the Committee’s usual RMS representative, Peter Bache, inspect the site and discuss any required changes to signage. The Traffic Officer further reported that the proprietor of the service station located on George Bass Drive opposite the Tomakin Road intersection is prepared to change the property’s driveway access located closest to the intersection into an entry only. The driveway furthest from the intersection will remain entry and exit. This configuration will provide better road safety benefits at this location by removing conflicts between vehicles existing the service station and those turning out of Tomakin Road. The RMS representative agreed that this would be a good outcome and asked if the service station could make any alterations to the existing site layout to ensure that it was viable. 2013.IN.016 Traffic Management – Funding The Traffic Officer informed the Committee that Council has been advised of a successful $15,000 funding application to RMS for the installation of a pedestrian refuge in Bluewater Drive, Narooma near the Leisure Centre. He further advised of another successful funding application for a raised platform treatment in Shore Street, Moruya near the toilet block at Russ Martin Park. The raised platform will slow traffic down and also allow pedestrians to cross the road safely. 2013.IN.017 Road Safety Strategic Plan 2013-2017 The Traffic Officer advised the Committee that the Road Safety Officer has drafted a new Road Safety Strategic Plan 2013-2017 and she will circulate the draft document to Committee members prior to the next meeting. A report will be presented to the May meeting of Council’s Finance and Services Committee with a recommendation that the draft document be placed on public exhibition.


PSFS13/22 TRAFFIC COMMITTEE MEETING NO 07 FOR 2012/2013 HELD ON THURSDAY 11 APRIL 2013 E13.7002 Integrated Planning and Reporting

Community Strategic Plan Link

Delivery Plan Link Operational Plan Link

Strategy 2.2 Enhance and make best use of our public facilities and transport Strategy 7.1 Help our local economy grow

Ongoing Operations 7 Provide and maintain a safe and reliable roads and transport network

Action 6.4 Coordinate the Local Traffic Committee

Next Meeting

The next meeting of the Eurobodalla Local Traffic Committee meeting will be held on Thursday 9 May 2013.

RECOMMENDED

THAT: 1. The minutes of the Eurobodalla Local Traffic Committee meeting No.07 for 2012/13 held

on 11 April 2013 be received and noted.

2. That the existing Taxi Zone located outside 99-101 Campbell Street, Narooma be replaced with a No Parking Buses and Taxis Exempt zone.

3. The No Stopping zone located in Illabunda Drive, Malua Bay adjacent to the sewer pump station be removed.

4. The existing No Stopping Zone in North Street, Batemans Bay opposite the entrance to

the Bridge Plaza car park be extended 13 metres to the east to allow improved access to the car park and improved traffic flow within North Street.

5. Council request that Roads and Maritime Services’ give consideration to providing dual

right-turn lanes for vehicles turning into the Princes Highway from North Street, Batemans Bay.

BRETT CORVEN ACTING DIRECTOR INFRASTRUCTURE SERVICES

REPORT TO COMBINED POLICY & STRATEGY AND FINANCE & SERVICES COMMITTEE MEETING OF COUNCIL HELD ON TUESDAY 14 MAY 2013 Page 26

PSFS13/23 FUNDING OFFER – ROAD SAFETY AND TRAFFIC MANAGEMENT E89.2065

SYNOPSIS

To advise Council of an offer of grant funding from Roads & Maritime Services (RMS) for the installation of a Pedestrian Refuge Island at Bluewater Drive, Narooma and a Raised Threshold at Shore Street, Moruya.

BACKGROUND

Construction work has commenced on the realignment of Bluewater Drive in Narooma and the associated roundabout at the intersection with the Princes Highway. As part of these works a pedestrian refuge island is proposed at a location adjacent to the Narooma Sports and Leisure Centre. This refuge island will provide a safe staged crossing point at a location that links to the existing pathway leading towards Wharf Street. When completed this crossing facility will also provide a vital link to the new shared pathway network to be provided along Bluewater Drive. Concern has been raised regarding southbound Highway traffic using Shore Street as a short cut in order to travel through Moruya via Ford Street. A roundabout has been recently constructed at the intersection of Ford Street and Church Street which has reduced traffic conflicts and helped to lower the speed of this through traffic. It is now proposed that a raised threshold speed hump be provided in Shore Street at a location adjacent to the existing toilet block located in Russ Martin Park. This threshold will help to reduce the speed of traffic and act as a deterrent for southbound highway traffic diverting onto the local road network. In addition to this the threshold will provide a safe crossing point for pedestrians moving between the car park, Russ Martin Park, Moruya Swimming Pool and Riverside Park especially when the Moruya Markets are being held.

CONSIDERATIONS

Negotiations with the RMS have resulted in offers of funding to cover 50% of the cost for each of these projects. The RMS has offered grants of $15,000 towards the Pedestrian Refuge in Bluewater Drive, Narooma and $15,000 towards the Raised Threshold in Shore Street, Moruya. The RMS has written to Council seeking acceptance of these grants. These grants have been formally accepted by staff. This report seeks endorsement of the action taken to accept the grants and the provision of matching Council funding to ensure the completion of these projects.

Financial

The RMS funding is required to be matched by Council in order to cover the full costs of these projects. The recently completed roundabout at the intersection of Ford Street and Church Street, Moruya was constructed with a saving of $19,500. It is therefore proposed that $15,000 of these savings be used to match the RMS funding for the Raised Threshold in Shore Street, Moruya.



The remaining $4,500 of savings from the roundabout project is proposed to be redirected towards the Bluewater Drive pedestrian refuge island. An allocation of $10,500 is proposed to be provided from the existing budget allocation reserved for Minor Road Safety Improvements. This will then provide the $15,000 of matching Council funding required to complete these two projects. Divisional Manager, Finance and Governance comment:

The $19,500 savings are recognised on the roundabout at the intersection of Ford and Church Street, Moruya and appropriate budget amendments will be completed upon endorsement of recommendations.

Strategy

Integrated Planning and Reporting



Strategy 7.1 Help our local economy grow

Ongoing Operations 7. Provide and maintain a safe and reliable roads and transport network

Action 4.1 Pursue grant funding to permit commencement of upgrades to the Princes Highway/Bluewater Drive junction and Narooma CBD 6.3 Undertake the capital works program for roads, pathways and public transport facilities

CONCLUSION

The RMS made a formal offer to Council of $15,000 for the provision of a Pedestrian Refuge Island on Bluewater Drive, Narooma and $15,000 for the provision of a Raised Threshold on Shore Street, Moruya to improve pedestrian safety in these areas. Council staff has accepted these offers of funding and this report seeks endorsement of the action taken to accept the grants. The required matching Council funds are proposed to be provided from savings in the recently constructed roundabout at the intersection of Ford and Church Street, Moruya and from the existing budget allocation reserved for Minor Road Safety Improvements.



RECOMMENDED

THAT: 1. Council endorse the action taken to secure grant funding from Roads and Maritime

Services for the provision of a Pedestrian Refuge in Bluewater Drive, Narooma and a Raised Threshold in Shore Street, Moruya.

2. The matching Council funding required for these two projects be provided from savings in the recently constructed Ford/Church Street Roundabout and from the existing budget allocation reserved for Minor Road Safety Improvements.

BRETT CORVEN ACTING DIRECTOR INFRASTRUCTURE SERVICES

REPORT TO COMBINED POLICY & STRATEGY AND FINANCE & SERVICES COMMITTEE MEETING OF EUROBODALLA SHIRE COUNCIL HELD ON TUESDAY 14 MAY 2013 Page 29

PSFS13/24 WHARF ROAD SHARED PATHWAY CONTRIBUTIONS BY PROPERTY OWNERS E12.6398

SYNOPSIS

To consider whether Eurobodalla Shire Council should charge contributions in accordance with current policy, partially waive or fully waive contributions by property owners fronting the Wharf Road shared pathway.

BACKGROUND

The following provides a chronological history from the current “Footpath Construction – Contributions by Property Owners” policy through to present in relation to properties fronting the proposed shared pathway on Wharf Road, Batemans Bay.

September 2009 - Council adopted the “Footpath Construction – Contribution by Property Owners” policy. Minute No 09/291.

18 July 2010 - Council adopted the Eurobodalla Shared Pathway Strategy. Minute No PSM10/18.

24 July 2012 - Council accepted funding from the Roads and Maritime Services (RMS) in the amount of $100,000 being a 50% contribution towards construction costs of a shared pathway along Wharf Road, Korners Park to past Rio Rita Caravan Park. Minute No 12/199 adopted Ordinary Meeting of Council.

11 March 2013 - Council wrote to adjacent landholders advising of the impending works and the estimated cost for contributions to be levied in accordance with Council Policy and Section 217 of the Roads Act 1993.

12 March 2013 - Council accepted a further grant of $100,000 from the RMS towards the shared pathway. These additional funds made a total of $200,000 from the RMS including the original $100,000 mentioned above. This additional funding would extend the project from just past the Rio Rita Caravan Park to Mundarra Way. Minute No FM13/16 adopted Finance and Services Committee acknowledging works would be completed by 30 June 2013.

28 March 2013 - Council officers met on site to outline the project and listen to the concerns of affected landholders.

4 April 2013 - Council wrote to adjacent landholders advising of a revised adjacent owner contribution. The revised upper limit of contributions was attributed to a revision of construction cost estimates and the calculation of frontage distances for curved pathway alignments.

9 April 2013 - Council adopted the minutes of the Local Traffic Committee approving the signage and line marking plan. Minute No PFM13/11 adopted combined Policy and Strategy and Finance and Services Committee.

9 April 2013 - Council wrote to adjacent landholders advising that contributions towards intended works were on hold until such time that they were reported to council. The letter advised landholders that a report would be presented to the Finance and Services Committee meeting on 14 May 2013 and invited them to provide a representative to speak directly to councillors at this meeting. The letter also advised that the pathway will be constructed on the northern side of Wharf Road for safety, physical constraint and cost reasons.



22 April 2013 - Works commenced at western end of Wharf Road constructing in an easterly direction.

Stage 1 of the Wharf Road shared pathway project consists of constructing a 2.5 metre wide concrete shared pathway and associated works from Korners Park to eastern boundary of the Rio Rita Caravan Park. Stage 2 follows on from stage 1 and finishes at Mundarra Way. Funding of the stages is as per the following table:

Contribution Stage 1 Stage 2 Total

RMS $66,597 $133,403 $200,000

Owners contributions $66,597 $0 $ 66,597

Council allocation $0 $133,403 $133,403

$133,194 $266,806 $400,000

Legal

Section 217 of the Roads Act, 1993 states the following: Roads authority may recover cost of paving, kerbing and guttering footways. 1. The owner of land adjoining a public road is liable to contribute to the cost incurred by a roads authority in constructing or paving any kerb, gutter or footway along the side of the public road adjacent to the land. 2. The amount of the contribution is to be such amount (not more than half of the cost) as the roads authority may determine. 3. The owner of land the subject of such a determination becomes liable to pay the amount determined on receiving notice of that amount.

Policy

Council has a current policy, “Footpath Construction – Contributions by Property Owners”. This policy establishes council’s position in regard to seeking contributions from property owners toward the construction of public pathways, along their property frontage. The policy was adopted in September 2009. Where council is constructing public pathways as part of its annual works program, council will adopt the following position in regard to seeking contributions from property owners. Council will not seek contributions toward the construction of new pathways in existing low density residential areas. Where council proposes to construct a public pathway as part of its annual works program within an area zoned for commercial, industrial or medium/high density residential development, council will seek a contribution toward the work equivalent to half the cost of the footpath construction under Section 217 of the Roads Act, 1993.



CONSIDERATIONS

The following options are presented for consideration by council in relation to the charging of contributions towards a shared pathway along Wharf Road from Korners Park to the eastern boundary of Rio Rita Caravan Park. Any decision made in respect to varying council’s current policy will set precedence in charging future contributions under the “Footpath Construction – Contributions by Property Owners” policy. Any variance to the current policy in relation to the way the policy is applied will have long term budget implications. Option 1 Charge contributions for a 2.5metre wide shared pathway in accordance with council’s current “Footpath Construction – Contributions by Property Owners” policy. The estimate to construct a shared pathway along the frontage of properties along Wharf Road for a distance of 398 lineal metres is $133,194. It should be clarified at this point that this estimate of costs includes the construction of the pathway and all ancillary works and costs associated with the project. Should final construction costs come in under budget estimates, contributions will be varied downwards accordingly. Property owners have been advised that a cost of $167 per metre of property frontage shall be used as an upper limit. Contributions for this option are as per the table under the “Background” heading above. Option 2 When council imposes development conditions for new developments it makes reference to its design specification. Design specification documents were revised in July 2010 and Table D.1.5 sets out the Characteristics of Roads in Residential Subdivision Road Networks. Footpath requirements specify a 1.5 metre wide footpath on one side of the street. Council could consider charging in accordance with its policy for a 1.5 metre wide footpath rather than a 2.5 metre wide shared pathway. Whilst a 1.5 metre wide footpath calculates as 60% of the width of a 2.5 metre wide shared pathway, this does not extend to a similar percentage for construction costs. An estimate of construction costs for a 1.5 metre wide pathway along the Wharf Road alignment has been calculated at $102,327. This calculates as 76.8% of the 2.5 metre wide construction costs and is $129 per metre of property frontage. A reduction in contributions charged has both short and long term consequences. In the short term for the Wharf Road project, this would mean a reduction in owner’s contributions of $15,124 which presently has no budget. As there is no other revenue source, council would be required to pay this difference. The following tables outlines the revised contributions based upon this option.




RMS $66,597 $133,403 $200,000

Owners contributions $51,473 $0 $ 51,473

Council allocation $15,1241 $133,403 $148,527

$133,194 $266,806 $400,000

1 $15,124 funded from savings in Footpaths/Cycleways - New Capital Works Program in the 2012/13 budget In the longer term, a reduction in contributions for the Wharf Road project may set precedence that all future projects will be required to contribute less towards future shared pathway projects. There are 6983 metres of shared pathway subject to owner contributions identified in the 2010 Eurobodalla Shared Pathway Strategy. Taking into consideration all proposed shared pathways in the adopted “Eurobodalla Shared Pathway Strategy”, this would equate to a reduction in revenue from owners’ contributions by $265,316 (= 6,983 m x $38/m being the difference between $167/m for a 2.5m shared pathway and $129/m for a 1.5m wide footpath). Whilst this will not preclude council from constructing the infrastructure, it will be many years before the community will see the full benefit of the shared pathway program. Option 3 Council consider revising its current “Footpath Construction – Contributions by Property Owners” policy to remove any charge towards new shared pathways throughout the local government area. As per option 2, this will have both short and long term effects on available revenue to support the construction of shared pathways. For the Wharf Road project, from Korners Park to past Rio Rita Caravan Park, this will mean a reduction in revenue of $66,597. Council would need to meet this reduction in revenue through its own revenue sources. The following tables outlines the revised contributions based upon this option.


RMS $66,597 $133,403 $200,000

Owners contributions $0 $0 $0

Council allocation $66,5972 $133,403 $200,000

$133,194 $266,806 $400,000

2 $66,597 funded by deferring for 12 months a selected project in the 2013/14 pathways program. The longer term effects of not charging any contributions by landholders for the “Eurobodalla Shared Pathway Strategy” would see a reduction in external revenue sources



of approximately $1.17 million dollars (= 6,983 m x $167/m). This figure has been based upon the Wharf Road construction estimate but will vary from project to project depending on the scope of works at individual sites.

Social Impact

In July 2010 Council adopted the “Eurobodalla Shared Pathway Strategy”. Some of the objectives of the strategy include:

Develop a practical network of facilities that can be used by all of its residents and visitors.

Promote the environmental, recreational, health and economic benefits of cycling and walking.

Encourage walking and cycling as alternative modes of transport.

Increase the safety of pedestrians and cyclists through engineering, education and encouragement.

Promote cycle-based tourism in Eurobodalla.


This report addresses strategies and actions in council’s Integrated Planning and Reporting framework as follows:

Community Strategic Plan Link Delivery Plan Link Operational Plan Link

7.1 Help our local economy grow.

7. Provide and maintain a safe and reliable roads and transport network

6.3 Undertake the capital works program for roads, pathways and public transport facilities.

Financial

Council’s policy allows the General Manager to have delegated authority to approve an extension of time for the payment of a contribution for pathways where genuine hardship exists, subject to receipt of an application in writing from the affected parties. All land owners adjacent to the Wharf Road shared pathway have been extended this opportunity in a letter dated 4 April 2013. As mentioned above, should either option 2 or 3 be adopted by council there will be a shortfall in the project funding through the reduction in owner contributions. Whilst every effort will be made to reduce construction costs, council will still need to provide for the difference in the reduction of owner contributions. It is proposed that any shortfall associated with a reduction or elimination of owner’s contributions be treated as follows:

Option 2 – The shortfall in owner contributions of $15,124 be funded by council from savings in Footpaths/Cycleways - New Capital Works Program in the 2012/13 budget.

Option 3 – There would be insufficient funds from savings in Footpaths/Cycleways – New Capital Works Program to fund a shortfall of $66,597. In order to complete the project,



any outstanding works would need to be funded in the 2013/14 budget. In order to facilitate this, council would need to defer a selected project out for 12 months in the proposed 2013/14 pathways program. The following projects are listed for consideration:

a. Sunshine Bay Road, Sunshine Bay - Hume Road to Canning Crescent - proposed

budget $65,000. b. Grant Street, Broulee - Heath Street to Massey Street - Proposed budget $90,000. c. Hillcrest Lane to Riverview Road, Narooma – stairs. Proposed budget $205,000

(Council contribution $60,000).

CONCLUSION

Three options for the charging of contributions towards the Wharf Road and future shared pathway projects have been presented for consideration as follows: Option 1 is to charge in accordance with council’s current policy. Option 2 is to charge in accordance with council’s current policy but only charge for a 1.5 metre wide footpath rather than a 2.5 metre wide shared pathway. Option 3 is to review council’s current “Footpath Construction – Contribution by Property Owners” policy and remove any charge towards new shared pathways. Both options 2 and 3 will set precedence and ultimately will result in a reduction in external revenue sources (approximately $1.16 million). Whilst this will not preclude council from constructing the infrastructure it will be many years before the community will see the full benefit of the shared pathway program.

RECOMMENDED

THAT council charge contributions towards the Wharf Road shared pathway in accordance with council’s current “Footpath Construction – Contribution by Property Owners” policy for a 2.5 metre wide shared pathway. BRETT CORVEN ACTING DIRECTOR INFRASTRUCTURE SERVICES


PSFS13/25 ROAD SAFETY STRATEGIC PLAN 2013-2017 E94.6724

SYNOPSIS

This report seeks Council’s resolution to place the draft Road Safety Strategic Plan 2013-2017 on public exhibition for a period of twenty one (21) days.

BACKGROUND

Council’s Road Safety Strategic Plan 2009-2012 is due for review and a new four (4) year plan has been developed that will build on the 2009-2012 plan. Addressing the road safety issue is a complex matter involving many facets and stakeholders. Issues such as vehicle type and condition, driver age and experience, contributing factors such as speed, fatigue or alcohol, the road environment, weather conditions, road standard and conditions are but a few impacting road safety outcomes. Roads and Maritime Services (RMS) has prime responsibility for road safety in New South Wales. Council has a key role in:

Assisting the community in understanding the road safety issue at a local level,

Looking after local and regional roads under our control, working with other levels of governments to address road safety, in particular, the NSW Police Force, as well as RMS, including developing focussed education programs to address local issues,

Lobbying the State and Federal governments for increased funding to address the deficiencies and sustainability of our transport network, and

Developing local partnerships with industry and business to aid in providing improved road safety outcomes.

It is important that we gain a greater understanding of the road safety outcomes impacting our community and those visiting our region so we can develop improved responses to assist in reducing the human trauma and economic costs associated with road related crashes. The development of the Road Safety Strategic Plan has been made possible through the provision of a Road Safety Officer program whereby the State Government funds 50% of the cost of providing Road Safety Officers across the State.

ISSUES

Community Consultation

The first consultation phase commenced in May 2012, when a consultant was engaged to conduct focus groups with external and internal stakeholders. A total of nineteen (19) community members representing all road user groups participated in the external stakeholder session and fifteen (15) staff members participated in the internal stakeholder session. The key findings within the external stakeholder focus group was overwhelming support that the community must promote empathy and tolerance amongst all road users and that our



attitudes and behaviours whilst travelling on our roads must change. Furthermore, it was felt that as we are crashing in our own area, we are hurting our own community and we need to look after one another. The key finding with the internal stakeholder focus group was staff felt that Council is committed to road safety in its operations, policies and procedures. The findings of the focus groups is incorporated within the draft plan. This report seeks endorsement for the second phase of community consultation by placing the draft plan on public exhibition. It is envisaged that the initial participants of the internal and external stakeholder focus groups will be called seeking voluntarily participation into the development of annual action plans during the life cycle of the 2013-2017 plan.




Encourage a more caring, responsible and involved community. Help our local economy grow. Infrastructure and services managed to support agreed levels of service.

Provide and maintain a safe and reliable roads and transport system. Provide and maintain a safe, reliable and efficient Regional Road network. Provide contract works for RMS on the Kings Highway. Provide investigation and information support systems to operational and asset management planning and forward budgets for transport services.

Review Eurobodalla Road Safety Strategic Plan



CONCLUSION

A draft Road Safety Strategic Plan 2013-2017 has been developed (copy attached) that builds on the existing Road Safety Strategic Plan 2009-2012. It is recommended that the draft plan be placed on public exhibition for a period of twenty one (21) days. A further report will be provided to Council at the end of the exhibition period to allow consideration of submissions and finalisation of the Road Safety Strategic Plan 2013-2017.

RECOMMENDED

THAT the draft Road Safety Strategic Plan 2013-2017 be placed on public exhibition for a period of twenty one (21) days. BRETT CORVEN ACTING DIRECTOR INFRASTRUCTURE SERVICES Attach.

2013 – 2017

Draft

Road Safety

Strategic Plan

Eurobodalla Shire Council Road Safety Strategic Plan 2013-2017 Page 1 of 50

Adoption:

This Strategy was adopted by Eurobodalla Shire Council at its meeting held on #####.

Published by:

Eurobodalla Shire Council

PO Box 99

Administration Building

Vulcan Street

MORUYA NSW 2537

Phone: 02-4474 1000

Fax: 02-4474 1234

Email: [email protected]

Web: www.esc.nsw.gov.au

Enquiries:

Road Safety Officer

Printed By:

Eurobodalla Shire Council ©

All photos © Eurobodalla Shire Council unless noted otherwise

File reference:

E94.6724

Acknowledgement of Country

On behalf of the Aboriginal and Torres Strait Islander people of Australia,

Council recognises the traditional owners of the land.

mailto:[email protected]

http://www.esc.nsw.gov.au/


CONTENTS

MESSAGE FROM THE MAYOR ………………………………………………………………………………………………….4

EXECUTIVE SUMMARY ………………………………………………………………………………...................................... 5

ABOUT THE EUROBODALLA…………………………………………………………………………………………………….. 8

1. Location and Land Use ……………………………………………………………………………………………... 8

2. Community and Economy …………………………………………………………………………………………. 10

3. Transport Network ……………………………………………………………………………………………………. 12

3.1 B-Double Routes …………………………………………………………………………………………. 14

4. Public Transport ……………………………………………………………………………………………………….. 15

5. Types of Vehicles and Licence Holders ………………………………………………………………………….. 17

THE COMMUNITY AND ROAD SAFETY ……………………………………………………………………………………….. 20

6. The Road Safety Issue ……………………………………………………………………………………………….. 20

7. The Safe System Approach ………………………………………………………………………………………… 21

8. Why Have a Strategic Plan …………………………………………………………………………………………. 22

9. Strategic Links – Internal …………………………………………………………………………………………….. 23

9.1 eurobodalla2030 Community Strategic Plan ……………………………………………………… 23

9.2 Delivery Plan 2012-2016 ………………………………………………………………………………… 24

9.3 Operational Plan 2012-2013 …………………………………………………………………………... 24

9.4 Asset Management Strategy 2012-2016 ……………………………………………………………. 24

9.5 Eurobodalla Social Plan ………………………………………………………………………………... 25

9.6 Eurobodalla Youth Strategy 2008-2013……………………………………………………………… 25

9.7 Eurobodalla Shared Pathway Strategy……………………………………………………………… 26

10. Who are the Stakeholders ………………………………………………………………………………………….. 27

11. Stakeholder and Community Consultation …………………………………………………………………….. 28

11.1 External Stakeholder Focus Group …………………………………………………………………... 28

11.2 Internal Stakeholder Focus Group …………………………………………………………………… 29

CRASH DATA …………………………………………………………………………………………………………………….. 31

12. Eurobodalla Crash Data 2005-2011 ………………………………………………………………………………. 31

13. Comparison with Southern Region for 2011 …………………………………………………………………….. 37

14. Comparison with New South Wales for 2011 ……………………………………………………………………. 38

OUR STRATEGIC OBJECTIVES …………………………………………………………………………………………………. 39

15. Links with External Strategies ……………………………………………………………………………………….. 39

15.1 Decade of Action for Road Safety 2011-2020 …………………………………………………….. 39

15.2 National Road Safety Strategy 2011-2020 ………………………………………………………….. 39

15.3 National Cycling Strategy 2011-2016 ………………………………………………………………... 39

15.4 NSW Long Term Transport Master Plan ……………………………………………………………… 40

15.5 Road Safety Strategy for New South Wales 2012-2021 ………………………………………….. 40

15.6 NSW Motorcycle Safety Strategy 2012-2021 ……………………………………………………….. 41

16. Outcomes of 2009-2012 …………………………………………………………………………………………….. 42

16.1 Significant Achievements – Road Safety Education Campaigns ……………………………... 42

16.2 Significant Achievements – Black Spot Funding ………………………………………………….. 43

16.3 Significant Achievements – Advocacy ……………………………………………………………...44

17 Directions for 2013-2017……………………………………………………………………………………………… 45

18 Continuous Improvement and Annual Reviews ……………………………………………………………….. 48

REFERENCES ……………………………………………………………………………………………………………………… 49

LIST OF FIGURES …………………………………………………………………………………………………………………. 50

LIST OF TABLES …………………………………………………………………………………………………………………… 50


This page has been left blank intentionally


MESSAGE FROM THE MAYOR

Our community relies heavily on private vehicles to commute

within and outside the Shire for work, education, medical

treatment and social entertainment including sports.

When we travel, we expect to reach our destination safely and

un-harmed. However, crashes do occur resulting in many

serious injuries, too many fatalities and a large amount of

property related damage. The impact of this in terms of

personal trauma caused to families is immeasurable. The

economic cost of these crashes is also extremely high. Council

spends many hundreds of thousands of dollars a year on road

safety through the provision of road network improvements,

intersection improvements, Black Spot projects, increasing our

cycleways and community education programs.

The vision of this document, the Road Safety Strategic Plan 2013-2017 is to reduce the

severity of road crashes in the Eurobodalla.

Addressing the road safety issue is a complex matter involving many facets, different

stakeholders and all levels of government. The State government through Transport for

NSW and Roads and Maritime Services has the prime role in addressing road safety in

New South Wales.

Council also has a key role in:

Assisting our community in understanding the road safety issue at a local level,

Looking after local and regional roads under our control,

Working with other levels of government to address the road safety issue, in

particular the NSW Police Force and Roads and Maritime Services, to develop

focused education and awareness programs to address local issues,

Lobbying the State and Federal governments for increased funding to address

deficiencies and sustainability of the road network, and

Developing local partnerships with industry and business to aid in providing

improved road safety outcomes.

This Plan provides an overall framework to assist Council with its key role and to

achieve the road safety vision. As I value all contributions made by the community, I

urge you all to provide input in this important Plan during the public consultation stage.

Comments are welcome up to 5 June 2013.

Councillor Lindsay Brown

Mayor

Eurobodalla Shire Council


EXECUTIVE SUMMARY

Every four years Council reviews and updates its Road Safety Strategic Plan. Council’s

first plan is due for review prior to 30 June 2013. This new plan builds on the earlier 2009

plan and sets clear direction for the next four years.


stakeholders and all levels of government. Eurobodalla Shire Council has a key role

and this plan is designed to coordinate a Council wide approach to improve road

safety in our community.

Our community relies heavily on private vehicles to commute within and outside the

Shire for work, education, medical treatment and social entertainment including

sports. The limited avenues of public transport forces an increase in private vehicle

reliance. In 2011, our population was 35,741 and as at 31 December 2012, there were

41,582 registered vehicles in the Eurobodalla and 33,715 drivers/riders licenses held.

This reliance on private vehicle use and lack of public transport options adds to the

road safety risk.

The Kings Highway and the Princes Highway are vitally important transport links

contributing to the economic and social wellbeing of the community. Almost all

visitors, goods and services are brought into and taken out of the Shire on these two

highways. The remainder of the transport network is located along the eastern coastal

fringe and we have the challenge of having a mixture of sealed and unsealed roads.

Council is committed to improving its walking and cycling facilities to achieve a steady

increase in ‘active’ transport options.

During 2011, 234 crashes were reported to Police with 210 of the drivers/riders of those

crashes residing in the Eurobodalla. 86 crashes were attributed to speed and 25

attributed to fatigue. The 40 years plus age group sustained the majority of the

casualties and the majority of our crashes occurred between 9:00am to 3:00pm

Mondays to Fridays. An alarming trend is the rise of crashes occurring in 50km/h speed

zones being our residential streets.

Eurobodalla’s crash factors are fairly consistent with the rest of Southern Region.

However, compared to remainder of New South Wales, the Eurobodalla significantly

exceeded in the number of speed related crashes; casualty rates due to motorcycle

helmets not worn and casualties involving people aged 60 years and over.

If we are to reduce the trauma experienced on our roads, we need to work together

including modifying our behaviours on the road to reduce the likelihood and severity

of crashes. As road safety is ‘everybody’s business’, we are committed to consulting

with our stakeholders to achieve better road safety outcomes for our community.


Our stakeholders include but are not limited to the following road users and road

safety experts:

In keeping with one of the recommendations from the Joint Transport Research Centre

of the Organisation for Economic Cooperation and Development (OECD) and the

International Transport Forum, this strategic plan will adopt the new methodology for

road safety, namely the Safe System Approach. The Safe System Approach

recognises that people will always make mistakes and may have road crashes but the

system should be forgiving and those crashes should not result in death or serious injury.

A Safe System ensures that the forces in collisions do not exceed the limits of human

tolerance. Speeds and the road environment must be managed so that humans are

not exposed to impact forces beyond their physical tolerance. System designers and

operators need to take into account the limits of the human body in designing and

maintaining roads, vehicles and speed. This needs to be balanced with the need to

move people and goods efficiently.

This strategic plan sets the vision to reduce the severity of road crashes in the

Eurobodalla by providing an overall framework to assist Council in its role by setting

directions and performance measures. To implement the directions within this plan,

each year, an annual action plan will be developed in consultation with the

community and road safety experts.

As with all plans of management, this plan is linked and cross-referenced to many of

Council’s existing plans as well as aligning itself with global, national and state road

safety plans.

ROAD SAFETY IN THE

EUROBODALLA

ROAD USERS

(Locals & Visitors)

Drivers

Cyclists

Pedestrians

Motorcyclists

GOVERNMENT

State and Federal

Neighbouring Councils

NSW & ACT Police

Emergency Services

Health Services

BODIES & ASSOCIATIONS

Local Government NSW

IPWEA

NRMA

NRMA-ACT Road Safety Trust

SEATS

BUSINESS

Chambers of Commerce

Bus, Coach & Taxi Providers

Heavy Vehicle Operators

Liquor Accord

Motor Vehicle Industry


The directions for 2013-2017 include four main objectives:

1. Safe People

We will implement programs that provide a greater awareness and

understanding of factors contributing to road deaths and injuries to change

attitudes and behaviour.

We will plan, promote and encourage equitable sharing of the road network as

well as the use of alternative transport options.

We will provide the community with accurate and credible information on road

safety issues.

We will seek out sources of funding to develop and implement road safety

education and enforcement programs.

We will improve awareness and safety for our workers who maintain and

construct our roads.

2. Safe Roads

We will provide advocacy on behalf of the community

We will integrate road safety into asset management, financial planning,

transport management planning, land-use planning and development

approvals.

We will design our roads in accordance with current guidelines and best

practice to ensure the road environment is more forgiving.

3. Safe Speeds

We will work in partnership with local Police to educate the community that

speeding is socially unacceptable.

We will design our roads in accordance with current guidelines and best

practice.

4. Safe Vehicles

We will develop partnerships to make available information on maintaining and

buying safer vehicles.

We will demonstrate leadership in the purchase, operation and maintenance of

a safe fleet of vehicles and equipment within Council.

We will encourage local business and the community to operate and maintain

safe vehicles.

These objectives are not new to Council’s business and flow on from the 2009-2012

plan to ensure consistency, however, new targets have been set to align with national

and state government objectives.


ABOUT THE EUROBODALLA

1. Location and land use

The Eurobodalla Shire is located on the south coast of New South Wales. It is

approximately 260 kilometres south of Sydney and approximately 120 kilometres south-

east of Canberra. It is bounded by the Shoalhaven Shire to the north, Bega Valley

Shire to the south and Cooma-Monaro Shire in the south- west, the Pacific Ocean to

the east and Palerang Shire to the west.

The Shire has an area of 3,429 square kilometres of which the dominant land uses are

conservation (42%), timber production (30%), agriculture (12%), bushland (12%),

waterways (2%) and an urban area of just over 2% of the land mass.

With 110 kilometres of coastline and more than three-quarters of the land area

covered by national park or state forest, Eurobodalla enjoys a reputation as a water

and nature lovers’ paradise.

Within its borders are 83 beaches, 4 major river systems, lakes, islands and estuaries, 10

national parks and 15 state forests.

The three major towns, Batemans Bay, Moruya and Narooma, are connected by

villages that are central to Eurobodalla’s strong rural, coastal heritage and indigenous

culture. Along the coastal area from Batemans Bay to Broulee are many coastal

settlements surrounded by bushland. The Shire’s main villages include South Durras,

Surfside, Long Beach/Maloneys Beach, Nelligen, Mogo, Broulee/Tomakin, Tuross Head,

Bodalla, Kianga/Dalmeny, Tilba Tilba, Central Tilba and Mystery Bay.

The local industry, once based on dairying, forestry and fishing, is now a diverse

economy, providing tourism, agriculture, fishing and oyster farming, retail, and

property, health and government services.

The Shire has 11 primary schools, 5 high schools, 1 university and 1 TAFE college. Sport is

a favourite recreational activity for many with all towns and villages having at least

one sports field or land dedicated to sporting activities. Another favourite recreational

activity by locals and visitors is fishing due to the magnificence of the Batemans Marine

Park that extends along the eastern seaboard.

There are six Local Aboriginal Land Councils (LALC) across the Shire. From north to

south they are: Batemans Bay, Mogo, Cobowra (Moruya), Bodalla, Wagonga

(Narooma) and Merrimans (Wallaga Lake).

The map on the next page assists with depicting how settlement in the Eurobodalla is

concentrated along the eastern seaboard.



POPULATION

35,741

Females

18,163

Males

17,578

Aboriginal & Torres Strait

Islander

1,815

Median Age

50 years

Private Dwellings

22,350

Average Vehicles per

Dwelling

1.6

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

0-4

yrs

5-9

yrs

10-1

4 y

rs

15-1

9 y

rs

20-2

4 y

rs

25-2

9 y

rs

30-3

4 y

rs

35-3

9 y

rs

40-4

4 y

rs

45-4

9 y

rs

50-5

4 y

rs

55-5

9 y

rs

60-6

4 y

rs

65-6

9 y

rs

70-7

4 y

rs

75-7

9 y

rs

80-8

4 y

rs

85 +

yrs

Po

pu

latio

n P

ert

ce

nta

ge

Population by Age Groups

Comparison of Eurobodalla, NSW and Australia 2011

Eurobodalla

NSW

Australia

2. Community and economy

In 2011, the population in the Eurobodalla was 35,741 people.1 A large portion of the

Shire remains unpopulated due to the extent of land being national park or state

forest. The Shire is unusual in that 37% of ratepayers are non-resident. Just over 11% of

ratepayers are residents of the ACT.2 The population is projected to grow to 42,640 by

20313 being double the State growth.

Figure 1 breaks-down

our population by age

groups. It shows that

over 50% of our

population is over 50

years. 9.4% of our

population is ages 60-

64 years compared to

the State percentage

of 5.6%. We have an

ageing population that

brings its own road

safety challenges. Table 1: Comparison of Age Group Distribution in the Eurobodalla, New South Wales and Australia 2011

Source: Australian Bureau of Statistics – Census 2011

With the expected growth of the population,

existing zoned/approved subdivisions are

expected to meet residential demand over

twenty years, with the potential to provide

over 4,000 lots and 10,000 dwellings. In light

of this growth, it is imperative that Council sets

a strategic mandate on ensuring traffic

generating developments consider the

consequential effect to our primary roads

and users. It is of the utmost importance that

proponents of developments fully implement

compliant traffic management requirements.

This Plan highlights the need for such a

mandate. Figure 1: Eurobodalla Population Characteristics

Source: Australian Bureau of Statistics-Census 2011


Once based on primary industries of dairying, forestry and fishing, the Shire’s economy

has diversified in recent years to encompass tourism, retailing, light clean

manufacturing and service industries including government and health services.

The Eurobodalla continues to be an extremely popular holiday destination with future

trends reflecting strong visitation rates for day and overnight trippers. The bulk of

overnight visitors reside intrastate including the ACT.

For the period September 2008 to September 2011, the Eurobodalla accommodated

1,168,000 overnighters and day-trippers. 94% of those visitors come to the Shire in a

vehicle, 1.8% in a bus or coach and 1.7% by air travel.4

The significant number of holiday traffic has enormous road safety implications.

Weekend and peak seasonal countermeasures require specific attention as the

population can swell to 120,000 during peak holiday periods.

Batemans Bay, in the north of the Shire, has developed into a regional centre for

service-based industries. This has and will continue to contribute to an increase in

commuter traffic and place extra demands on the arterial and local road network.

The Batemans Bay Traffic and Transport Study was conducted in 2011 and covered the

CBD area of Batemans Bay. Using the latest in computer modelling software, this study

was able to identify required road network improvements to cater for the future

growth through to the year 2030. Another more strategic traffic study was also

conducted in 2011 that covered a larger area of the Shire from Long Beach to

Moruya. The Northern Area of Eurobodalla Shire Traffic Study, conducted by Cardno

Pty Limited, used a strategic modelling software package to map the predicted traffic

volumes across the road network through to the year 2030. The study provided several

recommendations to improve both the effeciency and safety of the road network.

Parking studies were also conducted in 2011 that covered the commercial areas of

Batemans Bay, Moruya and Narooma. These studies provided an in-depth analysis of

the parking demands within these CBD areas. Using assumptions regarding future

development potential within the various areas of these CBD areas, the study provided

recommendations on how to meet the future demands for parking through to the year

2030.


3. Transport network

The Shire’s main traffic volumes are located along the coastline where the population

and main town centres are based.

The Kings Highway and Princes Highway are vitally important transport links

contributing to the economic and social wellbeing of our community. It is therefore

essential that Council continue to work with State and Federal governments to

facilitate upgrading these fundamentally important transport corridors. Almost all

visitors, goods and services are brought into and taken out of the Shire on these two

highways.

As at March 2013, the Shire’s transport network comprises of the following

infrastructure5:

Description

Ownership

Maintained

by ESC

Maintained

by Other

Not

Maintained

State roads – rural - sealed RMS 148.42 km

State roads – urban - sealed RMS 6.21 km 3.9 km

Regional roads – rural – sealed ESC 39.92 km

Regional roads – urban - sealed ESC 18.22 km

Regional roads - sealed ESC 58.14 km

Local roads – rural – sealed ESC 216.16 km 0.04 km 0.17 km

Local roads – rural - unsealed ESC 367.35 km 38.35 km 38.12 km

Local roads – urban – sealed ESC 305.68 km 0.96 km

Local roads – urban - unsealed ESC 8.54 km 1.13 km

Local roads – rural – sealed NPWS 0.44 km

Local roads – rural – unsealed NPWS 1.4 km 13.93 km

Local roads – urban – sealed NPWS 0.18 km 1.52 km

Local roads – urban – unsealed NPWS 0.6 km

Local roads – rural – sealed DL 0.61 km 0.06 km 0.04 km

Local roads – rural – unsealed DL 23.3 km 23.88km 3.46 km

Local roads – urban – sealed DL 1.27 km 3.06 km 0.17 km

Local roads – urban – unsealed DL 0.26 km 0.49 km

Local roads – rural – sealed SF 1.58 km

Local roads – rural – unsealed SF 25.21 km 283.70 km 0.24 km

Local roads – urban – sealed Private 0.09 km 6 km

Local roads – urban – unsealed Private 0.44 km

Local roads – rural – sealed Private 0.7 km 9.85 km 0.3 km

Local roads – rural – unsealed Private 2.49 km 13.98 km

Local roads – urban – sealed Other Council 1.56 km

Local roads – urban – unsealed Other Council

Local roads – rural – sealed Other Council 1.33 km

Local roads – rural – unsealed Other Council 1.3 km

Concrete bridges >=6m ESC 17

Timber bridges >=6m ESC 36

Timber bridges - other ESC 3

Major culvert ESC 100

Causeways ESC 55 1

Timber bridges >=6m SF 3

Major culvert SF 1

Causeways SF 3 1

Timber bridges >=6m Private 1

Timber bridges - other Private 1


Description

Ownership

Maintained

by ESC

Maintained

by Other

Not

Maintained

Major culvert Private 1

Timber bridges – other DL 1

Causeways DL 1

Footpaths ESC 69.09 km

Shared Paths (pedestrians & cyclists) ESC 33.02 km

Car Parks (formed and unformed) ESC 216

Bus shelters ESC 63

Boat ramps ESC 29

Wharves and jetties ESC 24

Aerodrome ESC 1

Legend of acronyms: ESC = Eurobodalla Shire Council

RMS = Roads and Maritime Services, New South Wales

NPWS = National Parks and Wildlife Service

DL = New South Wales Department of Lands

SF = Forests New South Wales

Wamban Creek Bridge


3.1 B-Double Routes

Road transport legislation sets out the requirements and conditions for heavy vehicles

described as B-Doubles. The legislation also governs the routes that these trucks may

or may not travel. Roads and Maritime Services is the government agency that

determines the heavy vehicle routes in New South Wales.

Basically, a B-Double which exceeds 19 metres in length to a maximum of 25 metres is

a Restricted Access Vehicle (RAV). These vehicles can only operate on routes that

have been approved and gazetted.

In the Eurobodalla, the approved routes for B-Doubles 19 metres in length are:

Kings Highway from Batemans Bay to the western Shire border,

Princes Highway from the northern Shire border to the intersection with Kianga

Road,

Kianga Road to the intersection with Box Cutting Road,

Dalmeny Drive and Acacia Close, and

Mitchells Ridge Road (note this is a NSW Forest road).

The approved routes for B-Doubles 23 metres in length are the same as those for 19

metre B-Doubles with the exception of the Kings Highway.

B-Doubles measuring 25 to 26 metres in length are not permitted on any road in the

Eurobodalla.

Figure 2: B-Double Routes in the Eurobodalla and Surrounding Districts

Source: NSW Roads and Maritime Services

Legend:

B-Double Route

Travel Conditions

Exist


4. Public transport

Our community and visitors to the Eurobodalla have limited public transport options.

The only available modes of public transport are buses and taxis, as no rail, tram or

ferry networks operate in the Shire.

Public transport options in Batemans Bay and suburbs include a bus and taxi service.

The bus service ceases operation after business peak hour. The taxi service provides

the bulk of late night transport. A bus interchange is located in Batemans Bay CBD.

This facility is utilised by the long distance coach companies. The Batemans Bay

commercial bus operator provides transport for school students as well as running daily

services to/from Batemans Bay and Moruya via the coast road as well as a daily

service from/to Batemans Bay and Long Beach.

Moruya’s non-commercial bus operator caters for school students. Regular

commercial services are not available. This bus company does conduct significant

coach services from the Shire to Sydney, Canberra, Wollongong and other areas on a

charter basis, mainly for entertainment and sporting groups.

Narooma and Dalmeny transport options are in line with those provided in Batemans

Bay including a limited commercial service taking in Dalmeny, Kianga and Narooma.

The top 5 responses recorded in the Australian Bureau of Statistics 2011 Census

revealed that only 0.8% of the Shire’s population caught public transport to work, whilst

63.6% used a private car as a driver and 5.9% were a passenger in a private car.

Interestingly, 4.1% walked to work with only 0.8% cycled to work and 2% of our

population used a truck.6

Council provides a door-to-door Community Transport service that is heavily utilised by

the frail aged and those will disabilities. The service runs a regular schedule of trips

across the Shire, as well as to Canberra, Nowra and Bega.

Council is also working to improve transport availability, identify and assess transport

issues, gaps and barriers experienced by Aboriginal community members. The

Aboriginal Transport Development Project commenced in the first quarter of 2013.

The Eurobodalla’s only other made of transport not mentioned so far, is a commercial

airport located centrally in the Shire 5 kilometres north-east of Moruya. The airport is

vitally important link to Sydney for the business community and a commercial airline

provides daily return flights to the State capital. The relevance of the daily return flights

to Sydney, to road safety, is that it has the potential to minimise traffic and the

likelihood of fatigued drivers on the Princes Highway. Anecdotal evidence suggests

that there are an increasing number of drivers travelling to Sydney via the Kings and

Hume Highways.


Council will continue to support Moruya Airport’s economic viability as a regional

transport facility.

The limited avenues of public transport forces an increase in vehicle reliance in the

Eurobodalla. Visitors to the area do have an option to travel by long distance coach

or by air but are more likely to travel via private passenger vehicle due to costs and

convenience.

The lack of public transport adds to the

road safety risk. The lack of affordable

public transport options at night leads to an

increase in the likelihood of drink driving.

According to the NSW Bureau of Crime

Statistics and Research, in the Eurobodalla

local government area for the period 2009-

2011, the total number of legal actions

relating to ‘exceed the prescribed content

of alcohol or other substance limit’ was

1007 being 1.36% of the State’s legal

actions for the same offence.7 Therefore, we need to continue our support of and

implement where possible drink drive prevention initiatives

eg. Night Buses, random breath testing, breath testing

devices in licensed venues.

Council is committed to improving facilities within its

transport corridors to achieve a steady increase in cycling,

walking and public transport usage. Council’s Shared

Pathway Strategy addresses this issue. A strong connection

exists between the Shared Pathway Strategy and this

Strategy’s direction.

Another challenge faced is advocating for provision of

public transport services to our towns and villages currently

isolated from the network. The pockets of our community

without public transport include South Durras, Nelligen,

Mogo, Moruya Airport, Moruya Heads, Tuross Head,

Bingie/Congo, Bodalla, Potato Point, Mystery Bay, Tilba,

Akolele and Wallaga Lake.


5. Types of vehicles and licence holders

When planning and upgrading our road network and other infrastructure like car parks

for our future generations, it is prudent to gain a perspective on the type and number

of vehicles that are registered in the Eurobodalla as well as the type of motor vehicle

licences held by the community. This information is also helpful when developing road

safety community education programs.

The following table provides the total number of driver and rider licences held in the

Eurobodalla as at 31 December 2012. Note that a licence holder may hold more than

one class of licence.

Class of Licence No of Licences

Class C (car) 24,081

Class LR (light rigid) 808

Class MR (medium rigid) 1,214

Class HR (heavy rigid) 1,869

Class HC (heavy combination 977

Class MC (multi combination) 74

Class R (motorcycle) 4,692

Total 33,715 Table 2: Number of Driver/Rider Licences Held in the Eurobodalla per Class as at 31 December 2012

Source: Roads and Maritime Service, New South Wales

To understand the level of skill of our drivers have attained, the following table informs

of the primary licence type as at 31 December 2012. Note that one licence holder is

counted only once.

Primary Licence Type No of Licences

Learner 994

P1 744

P2 1,138

Unrestricted 26,169

Total 29,045 Table 3: Number of Primary License Types held in the Eurobodalla as at 31 December 2012

Source: Roads and Maritime Services, New South Wales

To assist with providing adequate on-street parking and other services for those with

physical impairments, ascertaining the total number of community members who

possess a Mobility Parking Scheme (MPS) permit is an obvious starting point. The

following table provides such information as at 31 December 2012.

Mobility Parking Scheme

Permit Holders

No of

Permits

Individual 2,237

Organisation 45

Temporary 17

Total 2,299

Table 4: Mobility Parking Scheme Permit by Permit Class in the Eurobodalla as at 31 December 2012



The following table provides information as at 31 December 2012 on the type of

vehicles registered within the Eurobodalla as well the average age of those vehicles.

This information is useful to educate the community on the importance of being

aware of a vehicles crash rating when purchasing a vehicle to offer the best possible

protection to the driver, passengers and pedestrians in the event of a crash. The

Australasian New Car Assessment Program (ANCAP) provides star ratings for vehicles

based on crash testing and inclusion of safety features. The maximum rating is five

stars. Since 1993, ANCAP has published crash test results for over 400 vehicles.8

As road safety is a shared responsibility,

corporate fleet owners are in a position to

change the road safety culture and

achieve best practice in fleet and vehicle

management and safety. The largest fleet

owners in the Eurobodalla are Eurobodalla

Shire Council, Essential Energy and the three

bus operators located in Batemans Bay,

Moruya and Narooma. Smaller heavy

vehicles fleet companies include haulage

and logging companies.

Table 5: Number of Registered Vehicles and Average

Age by Vehicle Type in the Eurobodalla as at 31 December 2012


Of interest is the State

government’s requirement

placed on fleet owners who

provide buses for school

children. The government

requires bus operators to keep

their school buses for 25 years

unless the average age of the

fleet reaches 12 years.

Vehicle Type No Registered Average Age

in Years

Passenger 15,529 11.6

Off-road 7,125 9.7

People mover 302 11.7

Small buses 148 13.8

Buses 126 13.6

Mobile homes 112 14.4

Motorcycles 1,458 10.6

Scooters 110 6.7

Light trucks 4,754 12.0

Heavy trucks 488 14.1

Prime movers 89 11.2

Light plants 17 13.7

Heavy plants 46 14.3

Small trailers 7,432 18.8

Trailers 3,845 13.8

Other vehicles 1 46.0

TOTAL 41,582 12.8


Tables 6 provides a perspective of the types of fuels that powers the vehicles registered

in the Eurobodalla. This information may be used for economic and environmental

purposes.

Vehicle Type

Unleaded

Petrol

Leaded

Petrol

Diesel

LPG &

Petrol

Hybrids

Other

Fuel

Types

Unknown

No

Engine

Passenger 14,350 394 385 293 52 56 0

Off-road 4,553 59 2,299 192 22 1 0

People Mover 258 9 34 2 0 0 0

Small Buses 68 10 67 4 0 0 0

Buses 4 0 120 1 1 0 0

Mobile Homes 7 9 88 6 2 0 0

Motorcycles 1,329 123 1 1 1 3 0

Scooters 107 3 0 0 0 1 0

Light Trucks 2,201 191 2,061 285 6 10 0

Heavy Trucks 5 3 478 1 0 1 0

Prime Movers 0 0 89 0 0 0 0

Light Plant 3 1 14 0 0 0 0

Heavy Plant 5 0 39 1 1 0 0

Small Trailers 0 0 0 0 0 0 7,432

Trailers 0 0 0 0 0 0 3,845

Other Vehicles 0 1 0 0 0 0 0

TOTAL 22,889 801 5,674 785 85 71 11,276 Table 6: Vehicle Type by Motive Power Code in the Eurobodalla as at 31 December 2012


Table 7 shows the number of vehicles per dwelling and the comparison with the

remainder of New South Wales. Not surprisingly, 90% of our homes have motor vehicles

validating that the Eurobodalla community relies heavily on private motor vehicles use

for transport.

Number of Motor

Vehicles

Per Dwelling Eurobodalla

%

NSW

%

None 885 6.2% 10.4%

One motor vehicle 6,232 43.5% 37.8%

Two motor vehicles 4,905 34.2% 34%

Three motor vehicle 1,794 12.5% 14.6%

Not stated 519 3.6% 3.2% Table 7: Number of Motor Vehicles per Dwelling in the Eurobodalla in 2011

Source: Australian Bureau of Statistics - Census 2011


THE COMMUNITY AND ROAD SAFETY

6. The road safety issue

Our community relies heavily on private vehicles to commute within and outside the

Shire for work, education, medical treatment and social entertainment including

sports. When we travel, we expect to reach our destination safely and un-harmed.

However, throughout our lives, we are all affected in some way by road trauma. Every

crash affects us as an individual or as a member of the Eurobodalla community,

whether it is emotionally, socially or economically.

Whilst a figure can never be placed on the enormous loss, grief and suffering of those

affected by a road crash, road safety experts have analysed the economic cost of a

crash.

The below table provides th estimated generic costs per crash based on the

methodology developed in Austroads (2003) Ecomonic Evaluation of Road Investment

Proposals: Improved Methods for Estimating Australian Unit Crash Costs, AP-R238. This

methology derives the generic crash cost for urban and rural areas and allows both

adjustments for prices changes over time and for variations in crash composition which

in effect model variations in crash severities within specific crash categories. The

casualty cost incorporates an estimate of non-ecomonic cost and pain and suffering

or loss of quality of life. Property damage only crashes were updated by changing

price levels of component inputs.9

Generic Costs per Crash – September 2009

Crash Type

Urban

Cost ($) per Crash

Rural

Cost ($) per Crash

Fatal crash 1,787,646 2,339,363

Injury crash 174,935 197,707

Property damage only 8,148 8,148 Table 8: Estimated Generic Cost per Crash – September 2009

Source: Austroads Update of RUC Unit Values of June 2007. The costs were indexed

To September 2009 using Average Weekly Earnings (ABS 6302.0) for fatal and injury

crashes, and CPI motor vehicle repair and servicing (ABS 6401.0) for Property Damage Only.

For the past six years, the Eurobodalla’s average crash rate is 267 crashes per annum.

Based on the estimates provided in the above table, the total cost to the community

of all the crashes within the Eurobodalla during 2011 was a staggering $33 million.


7. The safe system approach

One of the recommendations from the Joint Transport Research Centre of the

Organisation for Economic Cooperation and Development (OECD) and the

International Transport Forum held in 2008 was that all countries, regardless of their

level of road safety performance, move to a Safe System approach to road safety.

This approach builds on road safety interventions but reframes the way in which road

safety is viewed and managed in the community.10

Australia has adopted the Safe System approach and all current road safety strategies

developed by local, state and federal governments embraces its methodology. The

Safe System approach recognises that people will always make mistakes and may

have road crashes but the system should be forgiving and those crashes should not

result in death or serious injury.11 The following matrix demonstrates the Safe System

principles that this strategy will align to:

To further elaborate on the Safe Systems approach, it should be noted that:

People make mistakes – humans will continue to make mistakes and the transport

system must accommodate these. The transport system should not result in death or

serious injury as a consequence of errors on the roads.

Human physical frailty – there are known physical limits to the amount of force our

bodies can take before we are injured.

A ‘forgiving’ road transport system – a Safe System ensures that the forces in collisions

do not exceed the limits of human tolerance. Speeds and the road environment must

SAFE PEOPLE

SAFE SPEED

Human tolerance to physical force

SAFE VEHICLES SAFE ROADS

Admittance to system Safe Travel Understanding crashes & risk

Education & information Enforcement of road rules


be managed so that humans are not exposed to impact forces beyond their physical

tolerance. System designers and operators need to take into account the limits of the

human body in designing and maintaining roads, vehicles and speed. This needs to

be balanced with the need to move people and goods efficiently.12

8. Why have a strategic plan


stakeholders and all levels of government. The State government through the NSW

Roads and Maritime Services has the prime role in addressing road safety in New South

Wales.

The Federal government has a major role in road safety, in particular through the

provision of funding for roads through the Financial Assistance Grants, Roads to

Recovery, National Building Program and Black Spots Program.

Council also has a key role in:

Assisting our community in understanding the road safety issue at a local level,

Looking after local and regional roads and pathways under our control,

Working with other levels of governments to address road safety, in particular, the

NSW Police Force, as well as Roads and Maritime Services, including developing

focussed education programs to address local issues,

Lobbying the State and Federal governments for increased funding to address the

deficiencies and sustainability of our road network, and

Developing local partnerships with industry and business to aid in providing

improved road safety outcomes.13

This strategic plan provides an overall framework to assist Council in its role by setting

directions and performance measures. To implement the directions within this plan,

each year, an annual action plan will be developed in consultation with the

community.

The direction and outcomes within this plan will meet the SMART criteria, namely:

SPECIFIC MEASURABLE ACHIEVABLE RELEVANT TIME FRAMED


9. Strategic links - Internal

Council is obliged under the Local Government Act 1993 to prepare strategic plans.

The Act stipulates that a Council’s Charter is:

To provide directly or on behalf of other levels of government, after due

consultation, adequate, equitable and appropriate services and facilities for the

community and to ensure that those services and facilities are managed efficiently

and effectively,

To exercise community leadership,

To properly manage, develop, protect, restore, enhance and conserve the

environment of the area for which it is responsible, in a manner that is consistent

with and promotes the principles of ecologically sustainable development,

To have regard to the long term and cumulative effects of its decisions,

To bear in mind that it is the custodian and trustee of public assets and to

effectively plan for, account for and manage the assets for which it is responsible,

To keep the local community and State government (and through it, the wider

community) informed about its activities, and

To engage in long-term strategic planning on behalf of the community.

Strategic planning is an organisations process of defining a direction and making

decisions on allocating its resources to pursue its direction, or strategy.

As Council provides a wide range of services and facilities to the community, it is not

unusual to have varying degrees of strategic plans with many of the plans integrated

or cross-referenced. The following pages outline the strategic documents that

integrate with this Road Safety Strategic Plan.

9.1 eurobodalla2030 Community Strategic Plan

The eurobodalla2030 Community Strategic Plan identifies the community’s values and

future visions. It sets the community visions and priorities through to the year 2030. The

table below outlines the objectives and strategies designed to achieve our vision as a

Friendly, Responsible, Thriving and Proud community that relate directly to road safety.

Objective 2 – People are aware, included and able

What will be done? What will be measured? Our target?

Encourage a more caring,

responsible and involved

community

Number of drink driving offences Reduced number of offences

and reduced traffic accidents

due to drink driving.

Objective 7 – The economy is competitive and our people are skilled

Help our local economy to grow Investment in major infrastructure Maintained and improved

Capacity of infrastructure Peak demand met and

managed

Objective 9 – Our services and infrastructure are efficient, effective and well managed

Infrastructure and services

managed to support agreed

levels of service

Road casualties per 100km of road Reduced

Capacity of infrastructure Demand met and managed

Level of traffic congestion during

peak holiday times

Monitor and review


9.2 Delivery Program 2012-2016

The Delivery Program outlines how Council aims to achieve community objectives, as

articulated in Community Strategic Plan and has a four year life cycle.

Within the Delivery Program, the key initiatives relating to road safety are:

1. Review Eurobodalla Road Safety Plan by 2012-2013.

2. Complete actions from the Batemans Bay Parking study.

3. Bay Link Road – construct stage 1 from George Bass Drive to Curtis Road and seek

funding and prioritisation by Roads and Maritime Services to complete link with

Princes Highway.

4. Facilitate improvements to the Princes Highway and Narooma CBD.

5. Advocate for higher levels of government funding to provide safe and efficient

transport infrastructure.

9.3 Operational Plan 2012-2013

The Operational Plan complements the Delivery Program. The Operational Plan

provides more specific detail on the implementation of the Delivery Program and is

developed annually.

On-going operations include:

1. Provide and maintain a safe and reliable roads and transport system.

2. Provide and maintain a safe, reliable and efficient Regional Road network.

3. Provide contract works for Roads and Maritime Services on the Kings Highway.

4. Provide investigation and information support systems to operational and asset

management planning and forward budgets for transport services.

We do this by developing an Asset Management Strategy.

9.4 Asset Management Strategy 2012-2016

Asset management is about the way Council looks after its assets, both on a day-

today basis (maintenance and operations) and in the medium to long term (strategic

planning). This strategy sets actions aimed at improving asset management

performance over time in a holistic manner.

Preliminary estimates reveal that the current value of our transport infrastructure assets

is $271 million. The estimated replacement cost is $392 million. It is estimated that we

need to spend $9.6 million annually to renew these assets, however, the current annual

spend is $6 million. The difference of what Council should be spending and what

Council is actually spending on asset maintenance and renewal is called the

infrastructure gap. The gap is effectively added each year to the backlog, creating a

greater problem for the future.


Asset management plans are being developed for assets relating to transport

infrastructure as a mechanism to efficiently and effectively manage the assets over

the duration of their lifecycle.

Our Asset Management Plan includes the following programs:

Maintenance programs for road, bridges, pathways and car parks.

Renewal programs for roads, bridges, pathways and car parks that incorporates

road resealing, rebuilding road pavements, gravel road re-sheeting, bridge

renewal, replacement of failed sections of pathway, replacement of ancillary

infrastructure like safety fences, guide posts, culverts and signposting.

Capital upgrade programs for urban roads reconstruction, reconstruction and

sealing of rural roads, Black Spots, pro-active road safety programs (pedestrian

access mobility plans, pedestrian refuges and intersection upgrades) and network

deficiencies (protective fencing, road shoulder widening, roadside hazards,

lighting)

Capital programs for traffic and parking studies, pathways, roads, bridges, car parks

and public transport.

9.5 Eurobodalla Social Plan

This Plan commits to the continuing a long tradition of empathetic, progressive and

effective social services to our community. It establishes an equitable basis for Council

to provide these services, facilities and programs to those people most in need.

Action 10 within the Plan states that Council will initiate road safety programs by

implementing the Council’s Road Safety Strategic Plan and by lobbying State and

Federal governments to ensure appropriate funding of local and regional road safety

initiatives.

9.6 Eurobodalla Youth Strategy 2008-2013

Council’s Youth Strategy captures the thoughts of young people, identifies the factors

that affect them and recommends actions under a range of themes for Council and

others to consider.

Actions within the Youth Strategy that this road safety strategy must cross-reference to

ensure outcomes are met included:

1. Increase accessibility and transport options by supporting transport options for

young people.

2. Encourage more active and healthy lifestyles by developing an integrated

footpath, cycleway and walking track system through urban areas, and

3. Improve level of community safety and security by participating in road safety

initiatives.


9.7 Eurobodalla Shared Pathway Strategy

Council’s Shared Pathway Strategy developed in 2010 is a guiding document for the

development and implementation of new facilities for both cyclists and pedestrians.

The Strategy not only seeks to integrate the existing and future network of shared paths

and footpaths to our main destinations and attractions, the strategy sets the direction

for integrating safety, education and promotion of the network.

The link to road safety is that users of our shared paths and footpaths are not only

pedestrians but also cyclists and motorised wheelchairs users who may vary greatly in

age as well as speed in which they either walk or travel on the path but all users would

expect to travel in safety without collision with other path users. The more we expand

our network, the greater the volume of use, the more need to increase awareness of

sharing our footpaths safely.


ROAD SAFETY IN THE

EUROBODALLA

ROAD USERS

(Locals & Visitors)

Drivers

Cyclists

Pedestrians

Motorcyclists

GOVERNMENT

State and Federal

Neighbouring Councils

NSW & ACT Police

Emergency Services

Health Services

BODIES & ASSOCIATIONS

Local Government NSW

IPWEA

NRMA

NRMA-ACT Road Safety Trust

SEATS

BUSINESS

Chambers of Commerce

Bus, Coach & Taxi Providers

Heavy Vehicle Operators

Liquor Accord

Motor Vehicle Industry

10. Who are the stakeholders?

You may have heard that many people who are passionate about road safety state

that ‘road safety is everybody’s business’. If we are to reduce the trauma experienced

on our roads, yes - road safety is everybody’s business and we need to work together

including modifying our behaviours on the road to reduce the likelihood and severity

of crashes. The following diagram shows several leaders that have been recognised

as key stakeholders in the Eurobodalla who will be called upon to provide input during

the life of this strategy. It should be noted the stakeholders list is not exhaustive. Local

stakeholders will be asked to provide input into developing annual action plans.


11. Stakeholder and community consultation

In May 2012, Council engaged a facilitator to conduct focus groups with internal and

external stakeholders. The outcome of the sessions is explained below:

11.1 External Stakeholder Focus Group

The objectives of the focus groups were to:

1. Assist stakeholders in understanding that addressing road safety issues is a complex

matter.

2. Gain an understanding of road safety issues at a local level.

3. Identify and rank priorities of local road safety issues.

4. Gain ownership about local road safety issues.

Expressions of interest were called to interested members of the community who

wished to participant in the session. The following road user groups were represented

by community members:

Heavy vehicles.

School buses.

Bicycles.

Emergency Services (Police, Ambulance, NSW Fire and Rescue)

Mature aged car driver.

Motorcycles.

Aboriginal community.

Teensafe.

Motorised wheelchair user.

Novice drivers under 25 years.

Pedestrians over 60 years.

Eurobodalla Liquor Accord.

Motor vehicle smash repairer.

Primary and pre-school children.

High school P&C.

Before the focus group were asked to identify and prioritise their road safety issues,

each participant was provided with crash data for the period 2005-2010 and were also

given an overview of the Safe System Approach.

The focus group identified many and varying degrees of key issues from their own

perspective. The stakeholders prioritised the following issues:

a) Promote empathy amongst all road users: a change in attitude away from disrespect and

desensitised behaviour (so dominant in society as a whole); social tolerance; look at ourselves

(crashing in our own area, hurting our own). Eurobodalla could set an example as ‘all safe towns’


for locals and tourists; brand Eurobodalla as a cycle-friendly Shire. We should investigate how

statistics compare with other councils and NSW in general.

b) Continue to support State government education programs; primary schools through to seniors;

Rotary Youth Driver Awareness Program, Teensafe.

c) Improve visibility for all users eg. bright coloured vests, clear line-markings, promoting light coloured

vehicles and use of car lights especially at dawn and dusk.

d) Promote cyclist safety, through separation, clear line-marking and clear road shoulders (also used by

pedestrians and motorist break-downs).

e) Reduce driver fatigue (for long and short distances). For long trips this would help to address high

speed crashes and emergency service response, especially the Kings and Princes Highways. Trips to

Canberra (eg. for specialist health treatment) could be specifically addressed.

f) Reduce driving under the influence of alcohol incidents through education on statistics (eg 40-59

year old males; morning-after alcohol levels) and promoting public transport possibilities (eg.

courtesy buses, night time services). This would require attracting bus and taxi drivers by addressing

security and other safety issues. Education promotion campaigns could be at a range of locations

(including bottle shops).

g) Liaise with Roads and Maritime Services to address phone communication black-spots on main

roads by signposting and identifying clear reception areas.

h) Remove impediments to safe driving/cycling/walking such as iPods, GPS systems, mobile phones,

car stereos and car sound-proofing by educating the community.

i) Ongoing police operations eg. RBT during daytime, enforcing speed limits for Eurobodalla residents.

11.2 Internal Stakeholder Focus Group

The second focus group with internal stakeholders was attended by fifteen (15)

Council staff, representing a broad cross-section in terms of seniority and activity areas.

The objectives of this focus groups were to:

1. Promote road safety as a whole of Council activity.

2. List current staff activities relating to road safety.

3. List additional staff activities with implications for road safety including possible

cross-referencing.

4. Gain ownership amongst staff about local road safety issues.

In keeping with the process used in the External Stakeholder Focus Group, staff were

provided with crash data for the period 2005-2010 as well as being provided with an

overview of the Safe System Approach.

Staff identified the following current activities relating to road safety:

All Council Staff

All staff had daily journeys to work and eighty percent travelled 'on the job', sometimes vast distances.

Engineering and Infrastructure Services

Major responsibilities in relation to transport and infrastructure:

a) Transport planning, including traffic management studies, Pedestrian Access and Mobility Plans.

b) Road design/reconstruction.

c) Asset management planning, including input to Council's Long Term Financial Plan.

d) Maintenance – customer service requests, risk management policies/codes, scheduling

maintenance work, systems management.


e) Construction – construction of road infrastructure according to design plans, traffic control at work-

sites with on-going monitoring, post construction auditing.

f) Grant applications/funding, eg. 'black spots', shared pathways, regional roads.

g) Signage and linemarking location and design.

h) Operation of the Local Traffic Committee.

i) Road Safety Officer – community education campaigns.

j) Road safety auditing, traffic studies and strategic planning.

k) Advice to Planning Section on development and Section 94 developer contribution plans.

l) Parks and Gardens – roadside vegetation maintenance on local roads.

m) Safety around schools.

In addition, Council's water and sewer activities require work (such as excavation on roads) and pre-

planning (eg. Traffic Control Plans).

Community Care/Children's Services

a) Targeted community groups – aged and disabled.

b) Disability Advisory Committee.

c) Family day care.

d) After school/vacation children care.

e) Volunteers drivers.

Corporate Services (Finance and Governance)

a) Insurance claims - Council fleet; complaints/liability relating to footpaths, car usage.

b) Reviewing, monitoring and managing Council's fleet.

c) Stores - ordering, storage, distribution for road signs and personal protection equipment.

d) Work Health and Safety Committee.

Strategic Land-Use Planning and Development Assessment

a) Settlement strategies underpinning land-use planning.

b) Development applications.

c) Development Contributions (Section 94) as a funding source for local infrastructure.

An Increased Role: Improving Coordination

Staff raised the following issues that could be improved upon within the organisation:

Council's Vehicle Fleet

a) Establishing a Fleet Committee, proposed for mid-2013.

b) Develop an action plan for fleet users.

Planning and Road Design

The relationship between land-use and transport planning (and therefore road safety) was

acknowledged. Some key directions/actions that are already occurring and will continue to occur

were noted as:

a) The new LEP addresses traffic planning requirements, which will be delivered through ongoing

collaboration between land-use planners and the Technical Services Team.

b) Shire-wide pathway strategy, targeting pedestrian and cycling interaction.

c) Road safety considerations continue to be included when assessing development proposals.

d) Design and auditing of road environments.

e) Assessing the Shire’s old roads. Finance is an obvious constraint.

Operational Matters

a) Meeting needs for visitors during peak holiday season.

b) Continuing education is required to encourage people to obey road signs.


CRASH DATA

12. Eurobodalla crash data 2005-2011

Every December, Transport for NSW’s Centre for Road Safety provides every Council in

New South Wales with crash data for the preceding year.

The statistics recorded are confined to those crashes that conform to the national

guidelines for reporting and classifying road vehicle crashes. The main criteria are:

1. The crash was reported to the Police.

2. The crash occurred on a road open to the public.

3. The crash involved at least one moving road vehicle.

4. The crash involved at least one person being killed or injured or at least one motor

vehicle being towed away.14

Council plots the data on its geospatial data information system and this information is

used by staff to identify areas where roads may require safety improvements; identify

black spots and apply for funding for justified improvements and input for technical

validation of Local Traffic Committee reports. The data is also analysed to ensure that

any community road safety education programs are relevant to the local area.

The charts on the following pages are based on data provided by the NSW Centre of

Road Safety and provide an overview of the reported crashes that occurred with the

Eurobodalla local government area for the years 2005-2011. Due to the many factors

that may contribute to a crash, it is important to reiterate that the following charts

provide an overview only and assumptions should not be made until individual crashes

data is extrapolated and analysed accordingly.

Furthermore, the Guidelines for Reporting and Classifying Road Vehicle Accidents

contain several scenarios where deaths are excluded from the road toll. Examples

include:

Crashes on private property,

A person who dies 30 days after a crash,

A person who has a ‘medical episode’ whilst at the wheel and crashes,

Other cases where death is not attributable to the vehicle movement.15


Figure 3: Total Number of Reported Crashes by Severity in the Eurobodalla 2005-2011


Eurobodalla’s crash rates remain fairly consistent over a seven year period.

Figure 4: Total Number of Casualties Involved in Crashes by Road User Group in the Eurobodalla 2005-2011


The Centre of Road Safety recognises that a substantial proportion of non-fatal

bicyclist crashes are not reported to the Police. As the Police system is the only source

of crash data used, statistics relating to bicycle crashes may not accurately reflect the

situation.16

Fatal Crashes Injury Crashes+ Non Casualty Crashes

2005 6 111 146

2006 1 109 113

2007 3 89 110

2008 5 102 125

2009 3 98 120

2010 6 109 114

2011 3 127 104

0

20

40

60

80

100

120

140

160

Total Number of Reported Crashes by Severity

Comparison 2005-2011 for Eurobodalla

Driver Passenger Pedestrian Motorcyclist Cyclist Other

2005 88 58 7 20 5 0

2006 79 42 6 23 3 0

2007 67 40 3 13 1 0

2008 82 42 8 17 4 0

2009 77 43 9 14 2 0

2010 100 53 4 16 4 0

2011 120 64 5 13 0 0

0

20

40

60

80

100

120

140

All Casualties by Road User Group

Comparison 2005-2011 for Eurobodalla


Figure 5: Residential Address of Driver/Rider of Crashes in the Eurobodalla 2005-2011


Not surprisingly, the data in Figure 5 reveals that the Eurobodalla community is crashing

within its own local government area. It can be assumed that the majority of

drivers/riders recorded in the ‘interstate or overseas’ category reside in the ACT.

Figure 6: Known Contributing Factors of Crashes in the Eurobodalla 2005-2011


Consistent with State-wide trends, speeding is the highest contributing factor in

crashes. However, fatigue related crashes in the Eurobodalla are on the rise.

From Eurobodalla

LGA

Southern Region

excl EurobodallaRest of NSW

Interstate or

OverseasUnknown

2005 218 45 32 11 59

2006 199 27 28 9 57

2007 178 29 27 12 42

2008 189 46 26 10 58

2009 188 33 34 32 21

2010 193 33 32 40 25

2011 210 40 22 57 12

0

50

100

150

200

250

Residential Address of Driver/Rider

2005-2011 Comparison for Eurobodalla

Speed Alcohol Fatigue

Seatbelt Fitted

But Not Worn

(driver

+passenger)

Motorcycle

Helmet Not

Worn

Bicycle Helmet

Not Worn

2005 74 13 15 9 2 1

2006 65 13 6 1 0 1

2007 63 13 7 3 0 1

2008 55 18 17 3 0 0

2009 56 15 13 2 0 1

2010 66 9 19 3 0 2

2011 86 9 25 6 2 0

0

10

20

30

40

50

60

70

80

90

100

Known Contributing Factors



Figure 7: All Casualties Involved in Crashes by Age Group in the Eurobodalla 2005-2011


In Figure 7, all casualties include fatal and injury crashes and includes passengers

and pillion riders.

Figure 8: Total Number of Vehicles Involved in Crashes in the Eurobodalla 2005-2011


In the Figure 8, the number of units means the total number of vehicles and people

involved in all crashes for the particular calendar year. For example, a single vehicle

crash could involve pedestrian(s) and/or cyclist(s).

0-16 Years 17-25 Years 26-39 Years 40-59 Years60 Years and

OverUnknown

2005 34 35 27 49 17 16

2006 16 43 31 28 23 12

2007 10 28 20 37 24 5

2008 13 33 34 29 26 18

2009 13 36 25 31 27 13

2010 17 39 32 49 29 11

2011 21 35 35 49 46 16

0

10

20

30

40

50

60

All Casualties Age Group Distribution


Cars Light TrucksHeavy

Trucks

Bus/Emerge

ncy vehiclesMotorcycles Bicycles Pedestrians

2005 235 30 16 1 20 4 7

2006 188 31 14 4 23 3 6

2007 173 37 10 2 12 1 3

2008 194 31 22 4 17 5 6

2009 194 30 6 1 14 2 9

2010 200 37 16 2 16 4 4

2011 198 41 20 2 15 0 5

0

50

100

150

200

250

Accident Type - Number of Units Involved



Figure 9: Age Group of Controllers Involved in Casualty Crashes in the Eurobodalla 2005-2011


In Figure 9, controller means the driver or rider in control of the vehicle at the time of

the crash. Therefore, the age groups 25 years or less and those aged between 40-59

crash the most in the Eurobodalla.

Figure 10: Posted Speed Limit at Casualty Crash Location in the Eurobodalla 2005-2011


Figure 10 shows an alarming trend in the rise of crashes in 50km/h speed zones being

our residential streets. However, the bulk of our crashes are occurring on our highways

with a 100km/h speed limit.

25 years or less 26-39 Years 40-59 Years60 Years and

OverUnknown

2005 103 78 106 52 26

2006 95 81 73 47 24

2007 74 58 92 56 8

2008 77 70 89 73 20

2009 84 64 77 72 11

2010 80 71 98 54 20

2011 86 73 97 75 10

0

20

40

60

80

100

120

Controllers Age Group - Casualty Crashes


Not more

than 40km/h50km/h 60km/h 70km/h 80km/h 90+ km/h unknown

2005 0 24 22 11 13 47 0

2006 0 18 21 19 13 39 0

2007 2 36 44 16 34 70 0

2008 0 18 21 13 15 39 1

2009 1 22 17 7 14 39 1

2010 0 23 22 8 15 46 1

2011 2 50 52 27 36 65 2

0

10

20

30

40

50

60

70

80

Posted Speed Limit - Casuality Crashes



Figure 11: Time of Day and Day of Week Casualty Crashes Occurred in the Eurobodalla 2005-2011


Figure 11 reveals that the majority of our crashes are occurring on weekdays from

9:00am to 3:00pm when we are most active conducting our business and personal

activities.

Figure 12: Crashes in the Eurobodalla per Kilometre per Road 1996-2011


Figure 12 reveals an alarming statistic, the Kings Highway has the shortest length of

road in our Shire but has the highest crash rate.

Mon - Fri

3am to

9am

Sat - Sun

3am to

9am

Mon - Fri

9am to

3pm

Sat 9am

to 3pm

Sun

9am to

3pm

Mon -

Wed

3pm to

9pm

Thu - Fri

3pm to

9pm

Sat - Sun

3pm to

9pm

Sun -

Wed

9pm to

3am

(next

day)

Thu - Sat

9pm to

3am

(next

day)

2005 18 4 53 15 5 34 11 22 4 12

2006 8 7 49 10 12 18 20 14 4 11

2007 5 3 31 13 13 13 17 14 5 10

2008 13 6 41 17 11 22 12 14 7 10

2009 15 1 34 8 16 22 18 9 6 16

2010 28 3 53 19 8 23 18 15 3 7

2011 13 3 63 16 32 29 15 21 3 7

0

10

20

30

40

50

60

70

Time of Day/Day of Week of Casualty Crashes


0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

1.60

1.80

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

Crashes in the Eurobodalla per km per Road

1996-2011

Kings Hwy

Princes Hwy

Other

Eurobodalla

Roads


13. Comparison with Southern Region for 2011

It is useful to compare crash statistics with neighbouring local government areas

especially when developing road safety education campaigns and providing local

Police with crash data to enable enforcement strategies to be developed.

The table below reveals that the Eurobodalla crash factors are fairly consistent with the

rest of the Southern Region. During 2011, we unfortunately exceed Southern Region for

crashes that resulted in passenger casualties, seatbelts not worn, casualties involving 0-

16 years and those aged over 60 years (our most vulnerable), female casualties, speed

and fatigue as contributing factors and helmets not worn when riding motorcycles.

The Southern Region comprises of the following local government areas: Bega Valley,

Goulburn, Kiama, Queanbeyan, Shellharbour, Tallaganda, Wingecarribee, Wollondilly,

Wollongong and Yarrowlumla. This region is determined by the NSW Centre of Road

Safety and does not take into account the local government boundary adjustments

made several years ago that saw the adjustment of boundaries in the Tallaganda,

Yarrowlumla and Queanbeyan areas resulting in a new Palerang local government

area.

Eurobodalla

Southern

Region

Crash Factors % %

Fatal crashes 1.3 1.3

Injury crashes 54.3 46.4

Non-casualty crashes 44.4 52.3

Persons killed 1.5 2.1

Persons injured 98.5 97.9

Driver injured or killed 59.4 59.3

Passenger injured or killed 31.7 24.2

Pedestrian injured or killed 2.5 3.5

Motorcyclist injured or killed 6.4 9.9

Cyclist injured or killed 0.0 3.1

Age 0-16 years injured or killed 10.4 7.0




Age 60 years and over injured or killed 22.8 16.0

Males injured or killed 46.5 53.0

Females injured or killed 47.5 44.2

Contributing factor casualties – speed 42.6 32.4

Contributing factor casualties – alcohol 4.5 5.0

Contributing factor casualties - fatigue 12.4 9.9

Contributing factor casualties – seatbelt not worn 3.3 1.5

Contributing factor casualties – m’cycle helmet not worn 15.4 0.3

Contributing factor casualties – bicycle helmet not worn 0.0 0.5 Table 9: Comparison of Eurobodalla and Southern Region Crash Factors for 2011



14. Comparison with New South Wales for 2011

Comparing Eurobodalla’s crash factors with the rest of New South Wales can be

difficult to compare due to the New South Wales crashes incorporating metropolitan

areas which have different road environment and traffic characteristics eg. larger

crash rates in the metropolitan areas but severity is lower due to lower speed

environments.

The table below reveals that during 2011, the Eurobodalla significantly exceeded the

remainder of the State for speed related crashes, motorcycle helmets not worn and

casualties involving people aged 60 years and over.

Eurobodalla NSW

Crash Factors % %

Fatal crashes 1.3 0.8

Injury crashes 54.3 46.3

Non-casualty crashes 44.4 52.9

Persons killed 1.5 1.4

Persons injured 98.5 98.6

Driver injured or killed 59.4 58.1

Passenger injured or killed 31.7 21.2

Pedestrian injured or killed 2.5 7.1

Motorcyclist injured or killed 6.4 9.8

Cyclist injured or killed 0.0 3.8





Age 60 years and over injured or killed 22.8 13.8

Males injured or killed 46.5 53.4

Females injured or killed 47.5 44.3

Contributing factor casualties – speed 42.6 18.0

Contributing factor casualties – alcohol 4.5 4.7

Contributing factor casualties - fatigue 12.4 7.7

Contributing factor casualties – seatbelt not worn 3.3 1.5

Contributing factor casualties – m’cycle helmet not worn 15.4 0.3

Contributing factor casualties – bicycle helmet not worn 0.0 0.6 Table 10: Comparison of Eurobodalla and New South Wales Crash Factors for 2011



OUR STRATEGIC OBJECTIVES

15. Links with External Strategies

15.1 Decade of Action for Road Safety 2011-2020

In March 2010, the United Nations General Assembly unanimously adopted a resolution

proclaiming 2011 to 2020 as the Decade of Action for Road Safety. Australia and 100

other countries co-sponsored this resolution. The goal of the Decade is to stabilise and

then reduce the forecast level of road deaths worldwide by 2020 by increasing road

safety activities at national, regional and global levels.

The objectives of the resolution invites all member countries to set their own traffic

casualty reductions targets and seeks the implementation of road safety activities,

particularly in areas of road safety management, road infrastructure, vehicle safety,

road user behaviour, road safety education and post-crash response.17

15.2 National Road Safety Strategy 2011-2020

The ambitious vision of the National Road Safety Strategy 2011-2020 is that “no person

should be killed or seriously injured on Australia’s roads”.

The targets set to enable this vision to be achieved by the end of 2020 are:

To reduce the annual number of road crash fatalities by at least 30 per cent.

To reduce the annual number of road crash injuries by at least 30 per cent.

The National Road Safety Strategy developed by the Australian Transport Council is

closely aligned with the Global Plan and is guided by the Safe System Approach

framework. The strategy recognises that reducing serious casualties on roads

controlled by local government is a challenge as local roads account for more than 50

per cent of serious casualties in some states. It recognises that local governments will

need support to apply the Safe System approach and to find and apply cost-effective

and innovative solutions.

15.3 National Cycling Strategy 2011-2016

The National Cycling Strategy titled Gearing Up for Active and Sustainable

Communities aims to double the number of people cycling in Australia by 2016.

The overarching vision of this strategy is to realise a step-change in attitudes to cycling

and in the numbers of cyclists in Australia. The Australia Bicycle Council will oversee

the implementation of the strategy with the achievement of the goals will require all

those in cycling to play their part.


The strategy’s key priorities and objectives are:

Cycling Promotion – promote cycling as both a viable and safe mode of transport

and an enjoyable recreational experience.

Infrastructure and Facilities – create a comprehensive network of safe and

attractive routes to cycle and end-of-trip facilities.

Integrated Planning – consider and address cycling needs in all relevant transport

and land use planning activities.

Safety – enable people to cycle safely.

Monitoring and Evaluation – improve monitoring and evaluation of cycling

programs and develop a national decision-making process for investment in

cycling.

Guidance and Best Practice – develop nationally consistent technical guidance for

stakeholders to use and share best practice across jurisdictions.

15.4 NSW Long Term Transport Master Plan (December 2012)

It is important to make reference to the state governments recently produced Long

Term Transport Master Plan as it is the first most comprehensive and integrated

transport strategy developed in the state that sets actions for the next 20 years.

One of the actions is to implement the Road Safety Strategy for New South Wales 2012-

2021. It also sets an action to engage with local government to drive better transport

and land-use outcome, focusing on the issues that influence public transport mode

share, access and congestion outcomes including walking infrastructure, cycling links

and parking provision and control. As a first step, the state government will engage

with Regional Organisations of Councils and individual Council’s to agree to a

governance and coordination mechanism that will align State and local government

strategic plans.

15.5 Road Safety Strategy for New South Wales 2012-2021

The State strategy released in late March 2013 was developed by Transport for New

South Wales and is closely aligned to the National Road Safety Strategy. Its vision is

‘Working Towards Vision Zero”.

To achieve such a vision, the targets set within the strategy is to achieve:

A reduction in the fatality rate to 4.3 per 100,000 population by 2016, and

At least a 30 per cent reduction in fatalities and a 30 per cent reduction in serious

injuries by the end of 2021.

For the first time, the State strategy focusses on reducing serious injury crashes whilst in

the past, the objective has been to reduce fatality crashes only.


15.6 NSW Motorcycle Safety Strategy 2012-2021

Released in late March 2013, the State’s motorcycle strategy sets short and long-term

initiatives to reduce the motorcycle road toll. Motorcycle riders are vulnerable road

users with unique road safety needs. According to the new strategy, in the five years

since 2006 the number of passenger vehicle registrations has grown 8 per cent while

the number of motorcycle registrations has grown by 41 percent.

The Eurobodalla is a popular destination for weekend recreational riders, it is also the

major route to travel to and from the MotoGP held in Phillip Island each October.

Furthermore, learner riders in the Eurobodalla do not have to undergo the

‘compulsory’ pre-learners riders course due to the remoteness of our area. This leaves

our novice riders at a disadvantage.

Novice Motorcycle Rider Training Course – Eurobodalla - 2011


16. Outcomes of 2009-2012

16.1 Significant Achievements – Road Safety Education Campaigns

Council employs a Road Safety Officer (RSO) for three days per week. This position is

half funded by Roads and Maritime Services under their Local Government Road

Safety Program. It allows Council to apply for grant funding to implement local road

safety education and awareness programs. The table below lists the major projects

undertaken each year by the RSO.

2009-2010 2010-2011 2011-2012 2012-2013 Summer Bus -- Batemans

Bay

Summer Bus – Batemans

Bay

RBT Out Today Night Bus – Batemans

Bay

Summer Bus – Narooma Summer Bus - Narooma Summer Bus – Batemans

Bay

Night Bus - Narooma

Kings Highway Road

Safety Partnership

Shortest Walk Not the

Safest

Summer Bus - Narooma Kings Highway Road

Safety Partnership

Bike Week Kings Highway Road

Safety Partnership

Kings Highway Road

Safety Partnership

Bike Week

Scooters Workshop Bike Week Bike Week Stepping On Falls

Program

Stay Awake Stepping On Falls

Program

Stepping On Falls

Program

Stay Awake

Graduated Licensing

Scheme workshops

Stay Awake Novice Motorcycle Rider

Training

Graduated Licensing

Scheme workshops

Graduated Licensing

Scheme workshops

Stay Awake

Graduated Licensing

Scheme workshops

In addition to the above grant funded projects, the RSO provides in-kind support to

community groups and government agencies upon request. The RSO is Council’s

representative on the Eurobodalla Liquor Accord and has managed projects on

behalf of the Accord eg. underage drinking, secondary supply and drink-drive

prevention programs.

It should be noted that the RSO does not provide road safety education in schools

as schools have class-room based School Road Safety Education through a

mandatory curriculum for students in Years K-10 and optional in Years 11 and 12 that is

funded by Transport for NSW. However, the RSO can provide advice and assistance

on road safety related matters on the roads surrounding schools within the 40km/h

speed zoning.


16.2 Significant Achievements – Black Spot Funding

2009-2010 2010-2011 2011-2012 2012-2013

Kings Hwy west of

Bolaro Rd (non-skid

surface, chevrons,

increase shoulder

width) $225K

Beach Rd,

Batehaven from

Corrigans Cres to

Calton Rd (skid

resistant surfacing)

$30K

Beach Rd, Batemans

Bay from Pacific St to

Miller St (raised

centre median)

$133K

George Bass Dve, Lilli

Pilli Grandfather

Gully bends (skid

resistant surfacing,

guardrail & signage)

$200K

Kings Hwy 3.5km

east of LGA

boundary (chevrons)

$150K

South Head Rd,

Moruya Ryans Creek

(improved guardrail

& pathway

connection) $75K

Kings Hwy 2.7km

east of LGA

boundary (chevrons,

increase shoulder

width) $200K

George Bass Dve,

Tomakin (upgrade

two intersections

Ainslie Pde &

Tomakin Rd) $300K

Kings Hwy 1.8km

west Misty Mountain

Rd (chevrons,

increase shoulder

width) $200K

Kings Hwy east of

Bolaro Rd (improve

delineation) $150K

Kings Hwy 50m east

of LGA boundary

(chevrons & increase

shoulder width)

$150K

Kings Highway Realignment near Rotary Drive


16.3 Significant Achievements – Advocacy

The Mayor, General Manager and Director-Infrastructure Services continue to

advocate for higher levels of government funding to provide safe and efficient

transport infrastructure in the Eurobodalla. This direction is embedded with the

Council’s Delivery Program.

Executive staff have been proactive in the following areas:

Submission to the Kings Highway Road Safety Review.

Annual attendance at National Roads Congress.

Annual attendance and Chairing of the NSW Roads Congress 2012.

Chair of NSW Roads and Transport Directorate producing whole of State road

funding reports. Advocacy for better deal for funding for local and regional roads.

Helped secure commitment on R2R (Roads to Recovery) program to be increased

and made permanent beyond 2019 (currently worth $722K per annum to our

community).

Financial recognition of Local Government within the Australian Constitution to

allow certainty over direct funding from the Federal Government.

Increased funding from the State Government for regional roads, bridges,

pathways, public transport facilities and road safety programs in particular.

Participation at South East Area Transport Strategy Group (SEATS).

Participation at IPWEA South East Group.

Participation at Kings Highway Working Party.

Attendance at South East Regional Organisation of Councils (SEROC).

Meeting with Minister Albanese’s Chief of Staff and Dr Mike Kelly AM, MP

advocating the need for road funding in the Eurobodalla.

Membership of Australasian College of Road Safety.

Kings Highway Realignment near Dinner

Creek


17. Directions for 2013-2017

Objective 1: SAFE PEOPLE

What will be done What we will measure: Our target

Implement programs that

provide a greater

awareness and

understanding of factors

contributing to road deaths

and injuries to change

attitudes and behaviour.

The number of programs

implemented.

The number of road user

forums established.

Reduction in crash rates.

Community engagement on

road safety issues.

Community ownership of

road safety issues.

Plan, promote and

encourage equitable

sharing of the road network

and encourage provision

and use of alternative

transport options.

The on-going

implementation of Council’s

Shared Pathways Strategy.

Increase in walking and

cycling rates.

Provide the community with

accurate and credible

information on road safety

issues.

The quantity and quality of

information circulated.

Regular media releases and

comprehensive and current

information on Council’s

Seek out sources of funding

to develop and implement

road safety education and

enforcement programs.

The level of funding

achieved.

Programs are implemented

within the specified

timeframes and budget.

Improve awareness and

safety for the workers who

maintain and construct our

roads.

Casualty rates.

Speed zone enforcement.

Traffic Control Plans.

Zero casualties in road work

zones.

Compliance with 40km/h

speed zoning.


Objective 2: SAFE ROADS

What will be done What we will measure Our target

Provide advocacy on

behalf of the community to

State and Federal

governments to ensure

appropriate funding of local

and regional transport

infrastructure and services.

The level of funding

achieved.

Improved road network

Integrate road safety with

asset management and

financial planning.

Short-term and long-term

asset management plans

and financial planning.

Sustainable local and

regional transport network

including roads, pathways,

public transport and parking

facilities.

Integrate road safety into

transport management

planning.

Short-term and long-term

financial planning of

infrastructure.

Future growth is catered for

including visitation by non-

residents and alternate

transport options.

Integrate road safety into

land-use planning and

development approvals to

ensure adverse and

cumulative impacts on road

safety is avoided

Compliance with

Development Consent

Approvals.

Developers provide

appropriate infrastructure.

Design roads in accordance

with current guidelines and

best practice to ensure the

road environment is more

forgiving

Austroads guidelines and

legislative compliance.

Safe System compliance.

Objective 3: SAFE SPEEDS


Work in partnership with

local Police to educate the

community that speeding is

socially unacceptable

Community attitudes. Increased compliance by

road users in speed zones.

Design roads in accordance

with current guidelines and

best practice

Austroads guidelines and

legislative compliance.

Safe System compliance.


Objective 4: SAFE VEHICLES


Develop partnerships to

make available information

on maintaining and buying

safer vehicles

Partnership developed. Increase in purchase of

vehicles with 5 Star ANCAP

rating.

Demonstrate leadership in

the purchase, operation

and maintenance of a safe

fleet of vehicles and

equipment within Council

Organisational commitment

to road safety issues.

Implementation of internal

guidelines.

Encourage local business

and community to operate

and maintain safe vehicles

Ownership of road safety

issues.

Increased ownership of road

safety issues by local

business and community.

Official Launch of Kings Highway Road Safety Partnership Summer 2012-2013 Campaign


18. Continuous improvement and annual reviews

To maintain the integrity and

relevance of the Road Safety

Strategic Plan, Council will adopt a

well established tool for quality

improvements, namely ‘The

Continuous Improvement Circle.’

Therefore, we are committed to:

By developing this Road Safety Strategic Plan 2013-2017 that sets out what we want to

achieve.

By developing annual Action Plans setting out tasks and activities to achieve the aim

outlined in the Strategic Plan.

By implementing each annual Action Plans.

By checking and reviewing the results of annual Action Plan and report on these to the

community. Checking methods could include evaluating initiatives and programs,

observation and monitoring behaviours, measuring outcomes, studying and analysing

data, consultation, discussion and auditing.

By incorporating improvements identified in the review process.

By developing a new Strategic Plan at the end of the existing plan’s life cycle.


REFERENCES

OECD-International Transport Forum – Towards Zero, Ambitious Road Safety Targets

and the Safe Systems Approach - 2008.

National Road Safety Strategy 2011-2020 – Australian Transport Council

NSW Road Safety Strategy 2012-2021, Transport for NSW

NSW Motorcycle Safety Strategy 2012-2021, Transport for NSW

NSW Long Term Transport Master Plan, Transport for NSW

National Cycling Strategy 2011-2016, Australian Bicycle Council

Roads and Traffic Authority Economic Analysis Manual Version 1 1999 as amended.

Australian Bureau of Statistics – 2011 Census.

National Visitor Survey and International Visitor Survey, YE Sept 2008 to YE Sept 2011,

Tourism Research Australia.

Delivery Program 2012-2016, Eurobodalla Shire Council

Eurobodalla2030 Community Strategic Plan, Eurobodalla Shire Council

Operational Plan 2012-2013, Eurobodalla Shire Council

Youth Strategy 2008-2013, Eurobodalla Shire Council

Social Plan 2010-2015, Eurobodalla Shire Council

Shared Pathway Strategy 2010, Eurobodalla Shire Council

Asset Management Strategy 2012-2016, Eurobodalla Shire Council

Road Safety Strategic Plan 2009-2012, Eurobodalla Shire Council

NSW Bureau of Crime Statistics and Research

Northern Area of Eurobodalla Shire Traffic Study March 2011 – Cardno (NSW/ACT)

Pty Ltd

Centre for Road Safety Crash Data, Transport for NSW

http://forecast2.id.com.au/Default.aspx?id=319&pg=5000

Roads and Maritime Services, NSW

Local Government Act 1993 No 30

Eurobodalla Road Safety Focus Groups, Danny Wiggins

1 ABS Census 2011 2 Eurobodalla Shire Council – Rates Section 3 Forecast.id 4 Tourism Research Australia 5 Eurobodalla Shire Council Infrastructure Information Support 6 ABS Census 2011 7 NSW Bureau of Crime Statistics and Research 8 Australasian New Car Assessment Program www.ancap.com.au 9 Economic Analysis Manual, Roads and Traffic Authority 10 Towards Zero Ambitious Road Safety Targets and the Safe System Approach – OECD/IFT 2008 11 National Road Safety Strategy 2011-2020 12 National Road Safety Strategy 2011-2020 13 Local Government Act 1993, No 30 Chapter 3 (8) 14 CrashLink Reports, Centre for Road Safety 2011 15 NSW Roads and Traffic Authority 16 NSW Centre for Road Safety 17 Decade of Action for Road Safety 2011-2020

http://forecast2.id.com.au/Default.aspx?id=319&pg=5000


LIST OF FIGURES:

Figure 1: Eurobodalla Population Characteristics 2011 page 10

Figure 2: B-Double Routes in the Eurobodalla and Surrounding Districts page 14

Figure 3: Total Number of Reported Crashes by Severity in the Eurobodalla 2005-2011

page 32

Figure 4: Total Number of Casualties Involved in Crashes by Road User Group in the

Eurobodalla 2005-2011 page 32

Figure 5: Residential Address of Driver/Rider of Crashes in the Eurobodalla 2005-2011

page 33

Figure 6: Known Contributing Factors in the Eurobodalla 2005-2011 page 33

Figure 7: All Casualties Involved in Crashes by Age Group in the Eurobodalla 2005-

2011 page 34

Figure 8: Total Number of Vehicles Involved in Crashes in the Eurobodalla 2005-2011

page 34

Figure 9: Age Group of Controllers Involved in Casualty Crashes in the Eurobodalla

2005-2011 page 35

Figure 10: Posted Speed Limit at Casualty Crash Location in the Eurobodalla 2005-

2011 page 35

Figure 11: Time of Day and Day of Week Casualty Crashes Occurred in the

Eurobodalla 2005-2011 page 36

Figure 12: Crashes in the Eurobodalla per Kilometre per Road 1996-2011 page 36

LIST OF TABLES:

Table 1: Comparison of Age Group Distribution in the Eurobodalla, New South Wales

and Australia 2011 page 10

Table 2: Number of Driver/Rider Licenses held in the Eurobodalla per License Class

as at 31 December 2012 page 17

Table 3: Number of Primary License Types held in the Eurobodalla as at 31

December 2012 page 17

Table 4: Mobility Parking Scheme Permit by permit Class in the Eurobodalla as at 31

December 2012 page 17

Table 5: Number of Registered Vehicles and Average Age by Vehicle Type in the

Eurobodalla as at 31 December 2012 page 18

Table 6: Vehicle Type by Motive Power Code in the Eurobodalla as at 31 December

2012 page 19

Table 7: Number of Motor Vehicles per Dwelling in the Eurobodalla in 2011 page 19

Table 8: Estimated Generic Cost per Crash – September 2009 page 20

Table 9: Comparison of Eurobodalla and Southern Region Crash Factors for 2011

page 37

Table 10: Comparison of Eurobodalla and New South Wales Crash Factors for 2011

page 38

Documents

EUROBODALLA SHIRE COUNCIL...Eurobodalla Shire Council Public Officer 4474-1000 [email protected] ICAC 8281 5999 [email protected] Local Government Department 4428 4100