Executive Summary & Action Plan...Casterton Active Transport Strategy Executive Summary & Action...

��

��

Adopted by Council on 28 September 2010

Casterton Active Transport Strategy

Executive Summary & Action Plan.doc Page i

TABLE OF CONTENTS

1.� PREAMBLE .......................................................................................................................................1�

2.� INTRODUCTION ................................................................................................................................3�

2.1.� Study Aim and Objectives .......................................................................................................................... 3�

2.2.� Project Management .................................................................................................................................. 4�

2.3.� Strategy Development Process .................................................................................................................. 4�

3.� PLANNING CONTEXT.......................................................................................................................5�

3.1.� Council Corporate Policies and Plans ........................................................................................................ 5�

3.2.� Other Agency Plans and Research ............................................................................................................ 5�

4.� ANALYSIS OF EXISTING SITUATION .............................................................................................6�

4.1.� Destination Points....................................................................................................................................... 6�

4.2.� Walking Paths............................................................................................................................................. 6�

4.3.� Cycle Paths ................................................................................................................................................ 9�

4.4.� Other Infrastructure .................................................................................................................................... 9�

4.5.� Existing Programs and Services............................................................................................................... 11�

5.� COMMUNITY RESEARCH AND INPUT..........................................................................................12�

5.1.� Resident Questionnaire ............................................................................................................................ 13�

5.2.� Other Stakeholders................................................................................................................................... 14�

6.� ANALYSIS OF ISSUES AND OPPORTUNITIES ............................................................................16�

7.� CASTERTON ACTIVE TRANSPORT STRATEGY PLAN ..............................................................20�

7.1.� Infrastructure Improvements..................................................................................................................... 20�

7.2.� Programs and Services ............................................................................................................................ 21�

7.3.� Estimated Cost ......................................................................................................................................... 22�

8.� CONCLUSION .................................................................................................................................26�

APPENDICES

Appendix 1 – Suggested configuration of on-road line-marking for Jackson Street (Casterton) to facilitate on-road

commuting and designate Jackson Street as the preferred ‘local’ commuter route Appendix 2 – Map showing existing conditions and proposed new / improved infrastructure for Casterton �


Executive Summary & Action Plan.doc Page 1

1. PREAMBLE

The health benefits of walking and cycling for transport are well-established, and include increased life expectancy, physical fitness, energy, mental health, cognitive functioning, and social connectedness. Physically active people are less likely to become overweight or obese, and to develop cardiovascular disease and other potentially life-shortening conditions.

Despite this, more than a third of Australian adults (34.6%) in 2006 were classified as sedentary, that is, participating in no exercise for fitness, recreation or sport1. Similarly for children, the 2007/08 National Health Survey reported high and increasing levels of overweight and obesity among Australian children

aged 5�17 years with the proportion of children who are obese increasing from 5.2% in 1995 to 7.8% in 2007/82. The impact of low and decreasing levels of physical inactivity is illustrated by the fact that inactivity was responsible for 6.6% of the total burden of disease and injury in Australia in 20063.

On of the current strategies of the Victorian Government to encourage people to become more physically active is to promote and advocate the benefits of the concept of ‘lifestyle’ physical activity (or ‘active transport’). Active transport refers to physical activity undertaken as a means of travel between

destinations by walking, cycling, or other non�motorised modes. Active transport is generally considered

more cost�effective than structured exercise programs and more accessible for a majority of people.

Research shows that active transport has declined dramatically in Australia (and in other overseas countries such as the United States and the United Kingdom), where car travel has become the predominant form of personal transport. The following table shows the comparison of Australia and Melbourne with other overseas countries in the percentage of all urban trips that are shared between cycling and walking.

Figure 1 – Cycle and Walking Shares of Urban Trips4

It shows that of all urban trips in Melbourne, only 1% used cycling as the mode of transport and 12% used walking, compared to 5% and 45% in Switzerland, respectively.

1 Source: Australian Bureau of Statistics (ABS), 2009. 2 Source: ABS 2009. 3 Source: The Burden of Disease and Injury in Australia, Begg et al 2007. 4 Source: Active Transport: Adults, VicHealth, 2009.



Trend data for Australian adults’ modes of transportation to work show a consistent pattern of a steady increase in car use and decline in active travel (walking, cycling and public transport) from 1976 to 1996, followed by modest increases in travel mode shares for walking and cycling in most Australian capital cities between 1996 and 20065.

In Victoria, nearly all of the growth in walking and cycling to work between 1996 and 2006 has been in the greater Melbourne metropolitan area, with regional Victoria showing small declines between 1996 to 2001, and small increases between 2001 and 2006. In Victoria in 2006, 80% of employed people in Victoria aged 15 years and over travelled to work by car, with relatively few people walking (4%) or cycling (1%).

When drilling down to Glenelg Shire and the township of Casterton:

• a higher proportion of people walked to work,

• a lower percentage of people rode to work, and

• a significantly lower number of people travelled to work by car (57.5%), largely due to the high number of people who ‘work at home’.

The table also shows that there was a decrease in the number of people who walked and rode to work in all of Glenelg between 2001 and 2006, however, in Casterton there was a small increase in the proportion of people who walked to work in Casterton for the same period, and no change in the number who rode.

Mode 2001 2006 Difference Casterton

Glenelg Casterton Glenelg Casterton

Walking 5.0% 6.1% 4.9% 6.7% +0.6%

Cycling 1.3% 0.2% 0.9% 0.2% 0.0%

Figure 2 – Comparison of Percentage of People Who Walk and Cycle to Work (2001 – 2006)

Glenelg Shire Council is seeking direction through the Casterton Active Transport Strategy on how it can facilitate an increase in physical activity by Casterton residents through the provision of infrastructure and programs to promote active travel as a preferred transport option for residents’ travel to work, to school, to retail areas, to sport, and to other destinations and activities in town.

The key benefits driving the aspiration to increase the activation of the community, include:

• Improved health benefits.

• Improved environmental benefits.

• Traffic benefits of reduced congestion.

• Improved community strengthening through increased social interaction on the street.

• Improved community safety, as ‘peopled’ places are safer places.

5 Source: ABS 2007 and Travel to Work in our Capital Cities, Mees et al, 2008.



2. INTRODUCTION

Casterton is the second largest township (behind Portland) in the Glenelg Shire, which is located in the far southwestern region of Victoria. Casterton is an historic rural service town situated just under 100km north of Portland on the Glenelg River. The landscape around the town includes mixed farming, sheep, cattle, dairying as well as plantation forestry. Casterton is a service centre for retail trade, farming and forestry services, health, education, Government and community services that support the nearly 1,700 residents.

The population of Casterton was 1,618 people in 2006, which is a decline of 327 people since 1981. A significant proportion of the population of Casterton is aged over 65 years (28% compared to 16% for all of Glenelg Shire), a cohort that has been steadily increasing since 1981.

Like most rural communities, Casterton has a strong interest and participation in a variety of sporting and recreational activities. The Glenelg Shire Council is aspiring to further build on this participation and interest in recreation by encouraging residents to opt for active travel as their preferred transport option in and around town. This objective is consistent with the broader health and wellbeing directions of the Victorian State Government, and with the recommendations, actions and goals outlined in a number of adopted Council plans, including the Glenelg Shire Council Plan (Embracing the Future 2009-2013), the Glenelg Shire Municipal Public Health Plan (2009 – 2013) and the Glenelg Shire Recreation & Open Space Strategy.

In January 2010, the Glenelg Shire Council engaged Simon Leisure Consulting, a sports and recreation planning firm, to prepare the Casterton Active Transport Strategy. The main aim of the strategy is to establish clear directions for possible infrastructure improvements and programs necessary to encourage active travel as a preferred mode of transport for residents. A similar strategy document has been prepared for Heywood, with both planning studies being part funded by the Department of Health (Vic).

This strategy report comprises two volumes:

Volume 1 – The Executive Summary and Action Plan Containing a summary of the study methodology and outcomes of the research and consultation, and the costed and prioritised Action Plan

Volume 2 – Technical Reports The detailed documentation of the outcomes of the research and consultation.

2.1. Study Aim and Objectives

The study had the following Aim:

To provide Council with a written strategy on the possible infrastructure improvements and programs necessary to encourage active travel as the most favourable transport option.

The Study Objectives were:

• Evaluate the active transport options within Casterton currently and for the next 5-10 years.

• Review the existing cycling and walking routes and identify any deficiencies or linkages.

• Develop commuter routes for walking and cycling.

• Research and provide achievable aims and targets for active transport participation in Casterton.



• Prioritise options for Council’s consideration.

• Investigate and identify funding options.

• Investigate and identify complimentary programs to encourage active transport.

• Develop mapping of cycle / walk loops and paths.

2.2. Project Management

Council’s Travelsmart Project Officer & Recreation Services Administration managed the study on a day-to-day basis, with additional input and support provided by a Project Steering Committee that comprised of representatives from various Council departments. Refer Volume 2 for the full list of staff on the Project Steering Committee.

Simon Leisure Consulting was assisted by MEMLA (Landscape Architects) during the study with the provision of specialist advice during the assessment of existing cycling and walking routes and with the provision of all mapping outcomes.

2.3. Strategy Development Process

A number of research and consultative processes informed the development of the Casterton Active Transport Strategy, including:

• Review of relevant Council planning reports and other relevant documents.

• Review of existing cycling and walking routes in Casterton and their associated infrastructure by the consultant team.

• Extensive consultation with relevant Council staff, Casterton community groups, local residents, health service providers and other stakeholders.

• Analysis of issues and opportunities identified, and the preparation of strategic directions and recommendations to active people.

• Preparation of the Casterton Active Transport Strategy Action Plan, incorporating a list of recommended projects and programs, estimated costs, and priorities.

• Preparation of a final strategy report incorporating feedback received on the draft study report.

The Casterton Active Transport Strategy has been prepared to increase the participation of Casterton residents in physical activity by encouraging them to utilise active transport options (principally walking and cycling) as the preferred modes of transport to the use of vehicles.



3. PLANNING CONTEXT

The study was carried out with consideration of the following policy and planning inputs:

1. Council strategies and planning reports.

2. Other Agencies strategies and planning reports.

3.1. Council Corporate Policies and Plans

A review of the following relevant planning documents was completed to identify key corporate directions and strategies to inform the strategy development process. (Refer Volume 2 for a summary of each report).

1. Glenelg Shire Council Plan: Embracing the Future (2009-2013).

2. Glenelg Shire Municipal Public Health Plan (2009 – 2013).

3. Recreation & Open Space Strategy, 2007.

4. Glenelg Shire Strategic Futures Plan (Casterton Section), 2009.

5. Casterton & District Community Plan, 2008.

3.2. Other Agency Plans and Research

A review of the following additional planning documents from other Agencies was also completed. (Refer Volume 2 for a summary of each report).

1. Health and Wellbeing Profile – Southern Grampians & Glenelg, DHS-Barwon-South Western Region Regional Planning Unit and the Southern Grampians & Glenelg Planning Advisory Committee, 2009.

2. Community Health Plan (2006-2009), Southern Grampians & Glenelg Primary Care Partnership.

3. Active Transport: Adults, VicHealth, 2009.

4. Active Transport: Children and Young People, VicHealth, 2009.

5. How Times Have Changed: Active Transport Literature Review, VicHealth, 2009.

6. Streets Ahead (Information Bulletin), VicHealth, 2010.



4. ANALYSIS OF EXISTING SITUATION

This section provides an overview and assessment of the existing infrastructure and programs available in Casterton to encourage people to participate in active transport. Also noted are the key public facilities or destination points in Casterton that residents would typically be attracted to as places of interest or as places that support or provide required services.

Richard Simon (Simon Leisure Consulting) and Matthew McFall (MEMLA) carried out the review and assessment of existing conditions and the identification of issues and potential opportunities on 28th January 2010, with follow-up inspections made by Richard on 10th March 2010.

The information has been sorted into the following categories:

1. Destination Points.

2. Walking paths.

3. Cycle paths.

4. Other infrastructure.

5. Existing Programs and Services.

4.1. Destination Points

The key destinations in Casterton for residents are important to identify as these points of interests can form the basis and foundation for a network of paths and trails to promote active transport. The key ‘attractors’ in Casterton include:

• Casterton Primary School, Sacred Heart Primary School and Casterton Secondary College (pictured).

• Casterton Memorial Hospital.

• Island Park Recreation Reserve.

• Ess Lagoon.

• Casterton town centre (pictured), including the retail areas, the Town Hall, the senior citizens centre and the Courthouse Community Centre.

• Casterton Family Leisure & Sports Centre.

• Casterton Community Museum & former Railyards.

4.2. Walking Paths

There is only a limited sealed footpath network currently available in Casterton. Footpaths are almost exclusively limited to the main road in Casterton (Henty Street) with additional short sections in Clarke Street, White Street, and the eastern side of the initial stretch of Shiels Terrace heading up the hill out of Casterton. There are no sealed paths in the entire section of the township situated northwest of Henty Street, which comprises a majority of the town’s population.



Of note is the off-road recreational trail around the Ess Lagoon (pictured right) and the combined off-road and footpath circuit that make up the Kelpie Trail. The Kelpie Trail comprises three different routes, each of a varying themes and distances. The Trail links the five kelpie sculptures located around the town, and is sign-posted with distinctive bollards to assist users.

One of the Kelpie Trails incorporates the River Walking Trail along the banks of the Glenelg River, and also passes through the Island Park Recreation Reserve.

The following issues were identified during the review of paths. Some of these issues are compounded by the high proportion of older adults that reside in Casterton and the high number of gofers (electric footpath scooters), with the result being that potential safety issues are created.

• There are gaps in the sealed footpaths to strategic locations, such Island Park Recreation Reserve, the residential area northwest of Henty Street and the residential area south of the Hospital in Russell Street (see below left). There is a sealed path on the east side of Russell Street for the first block to Jackson Street, however, the worn path beyond suggests that there is a need for an extension of this path (see below right).

• There is a broken link in the sealed path outside the Casterton Memorial Hospital. The Hospital is a popular commuting destination for people in Casterton not only to visit relatives and friends in hospital but to also participate in or utilise health programs and services. The footpath along Henty Street is relatively new (see below left), presumably constructed when the hospital was redeveloped in 2003.

However, the path currently ends approximately 3 metres from the kerb at Russell Street (see below right). At this point, there is also no cross-over, and there is no obvious continuance for the path as there is no footpath around Bryan Park across the road. A further constraint is the location of the drainage pit as can be seen in the photograph.



• There are broken links in the footpath coming off the bridge onto Henty Street and also

approaching the bridge from the easterly direction at the intersection with Noss Retreat Road (see below). The surface at these locations changes from sealed to gravel, and for people with poor mobility or driving gofers, these broken links have potential to be safety issues.

• There is a broken link in the footpath at the intersection of Shiels Terrace and Robertson Street (see below left). There is also no cross-over at this location to service gofers (see below right).

• The path on the eastern side of the extension of Shiels Terrace as it heads down the hill into town (see right) is too narrow for its current purpose as a shared path (pedestrians and cyclists / gofers).

• Generally, the paths throughout the town are of insufficient width to cater for both pedestrians and gofers concurrently, except those in the main street that appear adequate. The likely increase in the use and number of gofers in Casterton (due mainly to the challenging topography for older adults and people with poor mobility) makes it important that future sealed paths are constructed with appropriate widths, particularly paths constructed to service popular commuter routes.



4.3. Cycle Paths

Casterton has no designated on-road bicycle lanes or designated shared paths (pedestrians and cyclists). This is despite the proportion of its population aged 5 – 17 years (19.4%) being larger than Portland (18.6%) and Heywood (19.1%), two towns that have a strategic network of dedicated bicycle routes for commuter use.

Henty Street through town has a white line painted on the road, however, this is not for the purpose of showing delineation between vehicles and cyclists, rather to denote the main carriageway (see below).

As a result, there is no clear safe commuter route for children riding to school and to other popular destinations, such as the skate park and the Island Park Recreation Reserve.

4.4. Other Infrastructure

The key infrastructure in Casterton supporting active transport are the five bus shelters that predominantly service the schools to encourage ‘walk and ride’ transport.

At the time of the site reviews at Casterton, there were no secure bike parking facilities available, however, Council has recently commenced a program to install bike racks in the main street. This is an important step as a lack of bike parking facilities typically results in cluttered footpaths (see right, taken during a site visit to Casterton) and can be a disincentive for riders if no secure bike parking facilities are available at key destination points, such as the main retail areas, the sporting and recreational facilities, and the library.



Figure 3 below identifies all existing pedestrian paths and associated infrastructure available in Casterton.

Figure 3 – Location Map of Existing Pedestrian and Cycle Paths in Casterton



4.5. Existing Programs and Services

The key existing programs and services in Casterton that currently support and encourage walking and cycling, and active transport generally, are outlined in the following table.

Facility / Organisation Programs and Services

Casterton Memorial Hospital Walking group for all ages and abilities (Friday mornings) – currently 6 – 15 regular participants.

Strength & balance program (fall prevention).

Casterton Courthouse Community Centre Walking group for all ages and abilities (Tuesday & Thursday).

Uniting Church Hall (private provider)

Aerobics.

Cycling groups / individuals Entry in the annual Murray to Moyne Cycle Relay Event

Entry in the annual Great Victorian Bike Ride

Entry in the annual Casterton 40 (64km) Event

Entry in the annual Casterton 50 (80km) Event

Casterton Primary School Bike Education Courses for Year 3s, 4s and 5s



5. COMMUNITY RESEARCH AND INPUT

A combination of meetings and interviews were carried out with various stakeholders during the study, including input from Casterton residents and local community groups, and Council staff. Some of the consultation was undertaken during the research phase of the study, whilst other meetings and interviews were designed to receive feedback on preliminary directions and strategies.

A chronological summary of the consultation undertaken for the Casterton Active Transport Strategy is shown in the following table.

Date Method of Consultation Group / Stakeholder

28 January 2010 Meeting Project Steering Group (Project Inception Meeting)

3 March 2010 Random survey Casterton residents (37 interviews)

10 March 2010 Workshop Council staff

Meeting Casterton Community Capacity Committee

Meeting Casterton Memorial Hospital (Community Health Nurses)

Meeting Casterton Courthouse Community Centre

Community Meeting Casterton residents

11 March 2010 Meeting Project Steering Group (Meeting #2)

16 March 2010 Telephone Interview Cr Karen Stephens

11 May 2010 Briefing Council Senior Management Team

Meeting Project Steering Group (Meeting #3)

Jan – May 2010 Various emails and telephone discussions with relevant Council staff

A summary of the key outcomes of the consultation conducted during the research and strategy development phases is provided below, and refer Volume 2 for the list of names of people and groups consulted.

A summary of the public exhibition process during which the draft Casterton Active Transport Strategy was available for community review and feedback is provided in Appendix 5 of Volume 2. In all six submissions were received.



5.1. Resident Questionnaire

Intercept surveying (one-on-one interviews) of Casterton residents was conducted on 3 March 2010 at various locations around town. Thirty-seven interviews were completed. See Volume 2 for a copy of the survey questionnaire and a full set of results.

The key results from the survey relating to residents usual mode of transport in and around town are as follows:

• When asked what their usual mode of transport was to travel around town, 54% walked, 35% travelled by car/truck, 3% cycled, and 8% use a gofer. (See Figure 4) These results show a significantly higher proportion of people walking when compared to Heywood residents (28%) and the 2006 Census data (however, the Census data records the mode of travel by workers only, but none the less still provides a usual comparison).

Figure 4 – Casterton Residents Usual Mode of Transport

• The main reasons for selecting their usual mode of transport are 27% distance to travel, 19% lots to carry, 14% poor mobility, and 11% quick / easy. These results are quite different to Heywood, especially the low 5% of Casterton people who chose their mode of transport as an opportunity to exercise, compared to 31% of Heywood residents. (See Figure 5)

Figure 5 – Main Reason for Usual Mode of Transport



• Over half of respondents (52%) had travelled more than 2km from their home to reach their destination on the day they were interviewed (compared to only 27% in Heywood). (See Figure 6)

Figure 6 – Distance From Home

• Of those respondents who were not walking or riding on the day that they were interviewed (33 people), 42% indicated that they would always use their vehicle.

Those who indicated that they would not always use their vehicle were asked what might encourage them to walk or ride:

� 69% strongly agreed that ‘a desire to improve their fitness and health’. � 44% strongly agreed ‘having someone or a group of people to walk or ride with. � 44% strongly agreed ‘improved walking and cycling infrastructure’.

• Respondents were asked whether they exercise for fitness at least twice a week, on average. A high of 76% do, whilst 22% do not (2% did not respond).

• Respondents were asked whether they have a bicycle at home that is theirs. 62% do not, whilst 35% do (3% did not respond).

Respondents were asked whether they had used the Kelpie Trail in the past four weeks. 73% had not used the Trail, whilst 22% had (5% did not respond). Of those that had used the Trail, 100% had used it for ‘exercise’.

5.2. Other Stakeholders

Information and input from other people and groups consulted included the following.

Casterton Community Capacity Committee

• Safety concerns expressed for gofers having to travel on roads, especially in the dark.

• It was reported that there are over 30 gofers in Casterton, a number likely to increase with improved support services, such as the availability of battery charging facilities in public places.

• The path on the eastern side of the extension of Shiels Terrace as it heads down the hill into town is too narrow - suggested that a ‘passing bay’ constructed along its length might alleviate the congestion when two gofers meet each other, or when a gofer and a cyclist meet each other.



On the same path but at the corner of Henty Street and Murray Street (adjacent to Rotary Park), it was reported that the path surface falls away too steeply towards the park, thereby creating a safety concern for people with poor mobility or people riding gofers.

Community Health Nurses

• It was suggested that the current condition and quality of family recreation parks in Casterton does not provide an incentive for families to walk or ride to them – the impact of this is that there is a perception of a lack of destinations for young families to participate in active transport.

Specific concerns raised included the lack of shade, seating and toilets at the play park north of the Casterton Community Museum (within the former railway reserve).

• The topography of the town will always be a constraint in encouraging people to walk or ride in preference to car travel, particularly older adults and people with poor mobility. A suggested strategy to counter this is to focus on good provision of destinations in the flatter areas of town.

• There is little infrastructure to support / encourage people to cycle around town due to no bike racks being available for secure bike parking. Suggested locations are the swimming pool and the leisure centre.

Casterton Courthouse Community Centre

• It was reported that the path on the eastern side of the extension of Shiels Terrace that heads down the hill into town is a popular commuter route for people living in the eastern precinct of Casterton, and that the path has some constraints, e.g. too narrow and there is no crossing point for gofers on the corner of Shiels Terrace and Robertson Street.

• There was support for the need for an east – west commuter route in Casterton as an alternative to Henty Street which presents a safety concern for cyclists and gofers who use the road concurrently with large trucks.

Casterton Community Meeting (2 attendees) and Other Resident Input

• Suggestions supporting active transport initiatives included:

� Formalising the trail along Old Mt Gambier Road. � Formalising the Junction Trail. � Investigating the feasibility of establishing a rail trail between Casterton and Merino

utilising the former railway alignment and associated infrastructure.

Cr Karen Stephens

• The proliferation of gofers has its origins from the time when the town taxi service ceased.

• Suggestion to install pull-off bays along the path down the hill into town.

• Sightlines on the corner of Shiels Terrace and Robertson Street are poor, and it is suggested that a safe crossing point at this intersection would be to take it up Robertson Street to between the church and the primary school.

• Council has previously advocated to VicRoads for the installation of a signalled crossing in the main street. Following a decision by VicRoads not to support a signalled crossing, the strategy of Council to provide safe crossing points over Henty Street was to extend the kerb in four locations along the street to narrow the width of the carriageway, and therefore facilitate safe crossing. The current nominated main crossing point is outside the Town Hall.



6. ANALYSIS OF ISSUES AND OPPORTUNITIES

The key issues and opportunities identified for Casterton from the research and consultation conducted to facilitate and encourage active transport mainly revolves around improved and new infrastructure. The following table summarises and assesses the key issues and opportunities raised.

Issue / Opportunity Options to Address Issues

6.1 A safer east-west commuter route is required for cyclists (mainly school children) and for gofers accessing the Hospital and its services

Currently, cyclists and gofers are using the roadway on Henty Street to traverse between the main residential and retail areas of Casterton, and the secondary school, the Leisure Centre and the Hospital. This is a dangerous scenario and one that is likely to be compounded with an increased numbers of gofers.

An assessment was made of what possible options exist to establish a safer and more sustainable east-west commuter route. Three options were identified and assessed:

1. Formalise on-road use of Henty Street through use of line-marking to denote dedicated bike / gofer lanes. Despite the generous width of the carriageway, this option was not supported as commuter safety would continually be compromised due to a number of factors. These include the increasing number of B-Double trucks using the highway, the impact of darkness (i.e. the route may be relatively safe during the day but would be likely to quickly become unsafe in darkness), and the fact that the option would not be suitable for unsupervised primary-aged children at any time (i.e. when travelling to and from school). A final issue was the likely impact of parked cars to rider / gofer safety, especially as the on-road route would traverse the main shopping precinct where angled parking is in place.

2. Formalise on-road use of Murray Street. This option has the significant strengths of being off Henty Street, traversing the main residential area of town, and also having a direct access to Island Park Recreation Reserve and the skate park. The key deficiency of this option is the inability to access Henty Street at the western end, and the Hospital and the Secondary College. The key constraint is the steep topography of the land at this point and no existing formed path or roadway. This option would be expensive to implement (due to the need to construct an access at the western end of Murray Street), and would also likely result in steep pathways or roadways.

3. Formalise on-road use of Jackson Street through use of line-marking to denote dedicated bike / gofer lanes. This option is recommended and has several compounding reasons in its favour. Firstly, Jackson Street (and its extensions) link several key destinations in town, i.e. the Secondary College, the Leisure Centre, the Hospital, the railway park and Museum, the Casterton Primary School, the Courthouse Community Centre, the retail area, the skate park, the senior citizens centre and Island Park.




Secondly, the road is sealed kerb to kerb and its predominant width of 11.8m is sufficient to allow for a two-way road, two bike lanes and parallel car parking on one side of the street. The fact that the road pavement is sealed significantly reduces the cost of implementation. Thirdly, the road is a ‘local’ road only which will reduce significantly the potential safety concerns of cars and cyclist / gofers utilising the same road space. Fourthly, the grade of the road and its extensions (Russell / Cussen / Rose / White) are as gentle as can be reasonably expected with the overall grade change that exists between the Glenelg River and the Secondary College. The suggested alignment is White Street from the Secondary College (shared path), to the western edge of the College oval (new path required), to Rose Street and Cussen Street (the road pavement on both sides will need extending by 1.5m to accommodate the dedicated bike lane), to Russell Street, to Jackson Street (see Appendix 1 for suggested line-marking configuration6), through the railway land and past the Primary School, left into Clarke Street, across Henty Street at this intersection, and passed the skate park and into Murray Street and Island Park. (Please note that the proposed safe crossing over Henty Street could occur at the Town Hall). Residents in the northwest precinct of town wishing to access the Hospital and Secondary College would do so by commuting east along either McPherson / McKinlay / Hutton / Miller and then joining up with Jackson Street. It is further recommended that the current street tree planting be strengthened and bench seating installed to enhance the amenity of the street and to clearly signal the street as the main commuter route for local residents. The two key constraints (but resolvable) are the narrowing of Jackson Street to 7.3m at Hutton Street and the Henty Street crossing. In relation to the narrowing of the road width, one option is to remove car parking along this stretch but retain the two bike lanes (1.5m each) and the two vehicle lanes (6.0m). This option would necessitate the road to be indented into the existing nature strip by 1.2m at sections along this stretch of the road. In relation to the Henty Street crossing, it is suggested that Council investigate all options, including at the intersection with Clarke Street and outside the Town Hall. Whilst the width of Jackson Street will not allow car parking to be retained on both sides of the street, it is a considered a small loss for the improved amenity, safety and activation of the community.

It is recommended that a detailed investigation be undertaken into the feasibility of establishing Jackson Street and its extensions as the preferred local commuter route in Casterton, and assess all options for a safe crossing of Henty Street.

6 Source: VicRoads Cycle Notes No. 9 (April 2001) and No. 12 (October 2002).




6.2 Narrowness of the path down the hill from Shiels Terrace

The path down the hill from Shiels Terrace is the only option for commuters from the eastern precinct of Casterton wishing to access the retail area via an off-road path. For this reason, the strategic importance of the path is clear, notwithstanding that the path also services the pedestrian movements associated with the staff and students of Sacred Heart Primary School.

The path is currently too narrow for pedestrians, cyclists and gofers to negotiate concurrently, especially when travelling in different directions. The path in its current form is a disincentive for people to participate in active transport.

Widening the full length of the path to the regulation 2.0m – 3.5m for a commuter path is not possible without significant and expensive construction due to the constraints of the roadway and the escarpment.

A more feasible option is to consider selective widening at strategic locations along the path to allow safe passing (passing bays). This could be in the form of landscape works to dig into the escarpment and through use of batters create wider sections, or where rock prevents such work excavate sufficient space to only temporarily park a gofer / bicycle to let similar pass.

The location of the ‘passing bays’ should ideally be in locations where maximum views of the path are possible to allow users to reasonably predict when they may need to ‘park’.

It is recommended that a detailed survey of the path be undertaken to establish points at which the construction of ‘passing bays’ might be feasible and economic.

6.3 Sealed path access to the Hospital entrance

The path outside the hospital along Henty Street is currently not connected to the broader sealed path network in Casterton. This is a significant deficiency given the importance of the Hospital to town life, particularly the elderly.

The recommended continuance of the path at the Russell Street end is to turn into Russell Street and continue down to Jackson Street. This will allow the path network to connect to the proposed on-road commuter route in Jackson Street (would assist gofers), and also would complete the alignment with the existing sealed path on the southern side of the Henty Street extension, south of Bryan Park.

An alternate route to the Henty Street path for gofers to access the Hospital entrance, is to traverse the car park off Russell Street, that is, gofers coming up Russell Street from either the proposed on-road commuter route in Jackson Street or after crossing Russell Street from the Henty Street path behind Bryans Park. Whilst there would be some conflict between cars and gofers at the car park entrance and in the car park, it is proposed that this conflict could be reduced by a combination of information / awareness signs for motorists and on-pavement line-marking of the gofer / pedestrian path (and possibly hatched) across the car park to the Hospital entrance.

My reason for suggesting this option is that gofers and pedestrians will probably use this route anyway following the implementation of the proposed new access from Jackson and Russell, rather than travelling to the end of Russell Street and continuing around to the front of the Hospital along Henty Street.

It is recommended that a sealed pedestrian path be constructed in




Russell Street to connect the path along Henty Street in front of the Hospital with the proposed new on-road commuter route in Jackson Street.

Further, it is recommended that an assessment be carried out into the feasibility of establishing a pedestrian / gofer path inside the Hospital car park from the Russell Street car park entrance to the Hospital entrance (note, this path is not intended to be a dedicated off-road path but one line-marked over the car park pavement).



7. CASTERTON ACTIVE TRANSPORT STRATEGY PLAN

The key directions and recommendations of the Casterton Active Transport Strategy Plan include a combination of physical works to provide new and improved infrastructure, and programs and services to encourage and facilitate increased participation in active transport options.

7.1. Infrastructure Improvements

The key directions and recommendations for new and improved infrastructure are summarised as follows. The map in Appendix 2 also provides a visual reference to the recommendations that have been overlaid onto the existing conditions map.

1. Paths and Trails

� Designate Jackson Street (and its extensions) as the main ‘local’ commuter route by installing on-road bicycle / scooter lanes and relevant traffic signs along its length (to link the Casterton Secondary College, the Casterton Memorial Hospital, the Casterton Primary School, the Casterton Family Leisure & Sports Centre, the railway reserve / playground and Casterton Community Museum, Henty Street retail area, the Casterton Skate Park, the Casterton Senior Citizens Centre and Island Park). � Link White Street and Jackson Street, via a combination of off-road and on-road

bike lanes on the secondary school oval, Rose Street / Cussen Street / Russell Street (to link the Casterton Secondary College and the Casterton Memorial Hospital with other community facilities).

� Link Jackson Street and Island Park Recreation Reserve, via a new shared path on Clarke Street (to link the community facilities with the Casterton Skate Park, the Casterton Senior Citizens Centre and Island Park).

� Link the footpath on Henty Street outside of the Casterton Memorial Hospital with a new sealed path in Russell Street and extending to Jackson Street.

� Investigate the feasibility of establishing a pedestrian / gofer 'path' through the Hospital car park from the car park entrance off Russell Street to the Hospital entrance (using on-road line-markings and relevant traffic signs only).

� Seal the gravel sections of the existing sealed path connecting Henty Street and Shiels Terrace, including either end of the bridge crossing and up the hill.

� Define the scooter / cycle route at the intersection of Shiels Terrace and Robertson Street (including installation of cross-overs).

� Investigate the practicality of formalising the Old Mt Gambier Road trail and Junction Trail as extensions of the town recreational path network.

� Investigate the feasibility of establishing a rail trail between Casterton and Merino using the former rail alignment between the two towns.

2. Associated Infrastructure

� Continue to advocate for the installation of a safe crossing over Henty Street (preferred location being just west of the intersection with Clarke Street to form part of and facilitate the proposed Jackson Street ‘local’ commuter route).

� Install two ‘passing bays’ on the path up the hill connecting Henty Street and Shiels Terrace.

� Continue to install bicycle racks at strategic locations throughout town. � Supplement tree planting along Jackson Street as part of the strategy for Jackson Street

to be a ‘local’ commuter route, and install bench seating.



7.2. Programs and Services

Research has shown that substantial increases in walking and cycling as a preferred mode of travel require an integrated package of many complementary interventions, including infrastructure provision, pro-cycling and walking programs as well as supportive land-use planning and restrictions on car use.7 The previous section outlines a number of physical improvements to the existing walking and cycling infrastructure available in Casterton.

As well as programs targeting specific sectors of the populations (e.g. children), it is considered that the education and awareness of people of what is available in relation to networks and support infrastructure will be equally important for effective intervention aimed at increasing active transport and decreasing private motor vehicle use. For Casterton, it will be important that a strong educational and awareness campaign is implemented following the completion of the proposed upgrade of Jackson Street as the ‘local’ commuter route, to encourage behaviour change.

Existing programs supporting activation of children include the Walking School Bus program, TravelSmart and Streets Ahead, a relatively new program for primary-aged children that builds on the learnings of the Walking School Bus program. Streets Ahead aims to channel a wide variety of views into action committees run by local groups that may include parents, representatives of schools and community groups. The committees will help identify the ‘road blocks’ to children using active transport and come up with strategies for overcoming these barriers.

The main program that targets secondary students to encourage them to ride to school is the Ride2School program, an initiative of the State Government’s Go For Your Life program. For both school programs, the whole school community will need to be involved to bring about sustained change, including teachers, the respective school councils, students and parents.

The key intervention strategy for older teenagers and adults is education and awareness through a variety of promotional mediums including:

• Secondary School student and parent newsletter.

• Casterton News.

• Casterton Courthouse Community Centre.

• Casterton Library / Council service centre.

These promotions need to address real and perceived barriers, such as:

• Knowledge of what infrastructure is available in Casterton that supports walking and cycling (particularly after the Jackson Street upgrade is completed and other associated infrastructure improvements).

• Understanding what could be considered walkable distances and relative travel times.

• Personal and traffic safety.

A secondary strategy will be to build on existing group walking programs and introduce group recreational riding. The Casterton Memorial Hospital and the Casterton Courthouse Community Centre currently provide ‘group’ walking programs. With additional paths and trails planned, and further utilising the Kelpie Trail, it is recommended that Council and these service providers jointly fund the introduction of additional walking programs that target specific sectors, such as older adults, and single men and women.

7 Source: Active Transport: Adults, VicHealth, 2009.



It is recommended that Council’s recreation staff investigate the level of interest in forming an organised riding group to provide a medium for residents to participate in group recreational riding. Research and history in other Council areas suggests that such programs are valuable for motivating people and critical for those people who have real or perceived (safety) issues around exercising alone. Exercise activities through group walking and riding will not only have fitness benefits but instil confidence in people to venture alone in the long-term.

A third key intervention strategy for the Casterton community will be to conduct ‘one-off’ or annual town-only ride-for-the-day or walk-for-the-day activities, whereby school children, workers and shoppers will be encouraged to utilise active transport options for the designated day(s). These promotions have community benefit as well as potentially introducing new or novice walkers or riders to the paths and destinations that exist for this sector.

To be successful, the promotions and activities require an advocate and organiser. The options in Casterton are one or a combination of the Casterton Community Capacity Committee, the Casterton Courthouse Community Centre, health professionals at the Casterton Memorial Hospital, service clubs, and Council.

7.3. Estimated Cost

A suggested Strategy Action Plan has been prepared, inclusive of cost estimates and proposed staging for each of the infrastructure projects. Within each staging sequence, projects have been ranked in order of importance/priority using the following indicators:

H = High Importance M = Medium Importance L = Low Importance

The practicality and order of implementation of all projects will be subject to a number of factors and criteria before proceeding, including:

� Availability of funds from Council and other sources. � Current and future Council priorities. � Community needs. � Further investigation, research and consultation.

The Strategy Action Plan is shown on the following pages.

The suggested staging reflects a logical sequence to rollout individual projects, and is based on our understanding of needs, stakeholder priorities, and the practicality of undertaking the improvement projects. The categorisation of projects is aimed at providing direction for Council and other stakeholders in relation to the order of projects only, and should not be interpreted as calendar year commitments by Council. It may be that some projects can be packaged together into one contract to either create efficiencies or to capitalise on any future funding opportunity that might become available.

Important Notes:

1. All capital cost estimates shown in the Action Plan are based on works being undertaken by professional contractors, and consultant fees associated with design development and administration have been averaged at 10% of construction costs. All costs shown are as at 2009/10 rates.

2. The cost estimates have been provided as indicative costs, based on similar projects undertaken in the past 18 months. No detailed plans have been prepared for any of the proposed works, which are typically required to identify more accurate estimated costs from a Quantity Surveyor. Cost exclusions include:

� Construction contingencies. � Project management fees. � Goods and Services Tax (GST).



3. It should be noted that some capacity might exist for cost savings during the implementation of the capital improvement program, by combining/packaging projects into one larger contract.

4. The information contained within the Action Plan does not commit Council or any other organisation to a responsibility for funding allocated projects. Commitment to, and allocation of, funds to particular projects will be determined following an analysis of the capacity of funding groups to generate required funds, an assessment of competing demands, and a clear understanding of priorities.



Casterton Active Transport Strategy Action Plan



8. CONCLUSION

The Casterton Active Transport Strategy was commissioned by Glenelg Shire Council in 2010 following receipt of a grant from the Department of Health (Vic) to undertake the project.

The strategy planning process has enabled Council, in partnership with Casterton residents and local community groups, to establish clear directions for infrastructure improvements and new programs necessary to encourage active travel as a preferred mode of transport for residents.

The Strategy Action Plan recommends a number of infrastructure projects to be carried out in future. The combined effect of the projects will be to provide new and improved infrastructure to encourage residents to increase their participation in walking and cycling for the subsequent health and community connectedness benefits.

The total estimated cost for full implementation of the strategy is estimated at $350,000. All proposed projects may be subject to further investigation, research and consultation that may be required to determine the practicality of implementation. Also affecting the implementation of projects will be the availability of funding from Council, local community groups and/or other external sources.


Executive Summary & Action Plan.doc Appendices

Appendix 1

Suggested configuration of line-marking for Jackson Street (Casterton) to facilitate on-road commuting



Appendix 2

Map showing existing conditions and proposed new / improved infrastructure for Casterton



��

��

��

��

��

�

!"

#

$��

��

�

�%��&��

��

��

��

��%��

'��

��

� ��(��

� ��

� ��)��%�)��)��

��&�*��

! �� %��

" ��%��

# ��)��)�)��

��

�+�� ,��%

�� ,��%

�+��-..�� &��

�� -..�� &��

�� -/�� 0��%

0)��%��

��)��

1��&��

0��

��/�+�� 2��&��.��)��)��

��3��4�4

��

��

Adopted by Council on 28 September 2010


Volume 2 - Appendices.doc Page i

TABLE OF CONTENTS

INTRODUCTION........................................................................................................................................2�

APPENDIX 1 – REVIEW OF COUNCIL PLANS & STRATEGIES ...........................................................3�

APPENDIX 2 – REVIEW OF AGENCY PLANS AND RESEARCH ..........................................................7�

APPENDIX 3 – PEOPLE AND GROUPS CONSULTED ..........................................................................9�

APPENDIX 4 – RESIDENT SURVEY......................................................................................................10�

APPENDIX 5 - COMMUNITY FEEDBACK ON DRAFT REPORT..........................................................18�

�


Volume 2 - Appendices.doc Page 2

INTRODUCTION

In January 2010, the Glenelg Shire Council engaged Simon Leisure Consulting, a sports and recreation planning firm, to prepare the Casterton Active Transport Strategy. The main aim of the strategy is to establish clear directions for possible infrastructure improvements and programs necessary to encourage active travel as a preferred mode of transport for residents.

A similar strategy document has been prepared for Heywood, with both planning studies being part funded by the Department of Health (Vic).

The strategy report comprises two volumes:

Volume 1 – The Executive Summary and Action Plan Containing a summary of the study methodology and outcomes of the research and consultation, and the costed and prioritised Action Plan

Volume 2 – Technical Reports The detailed documentation of the outcomes of the research and consultation.

This report is Volume 2 and contains background information and references used to compile the Strategy.



APPENDIX 1 – REVIEW OF COUNCIL PLANS & STRATEGIES

Glenelg Shire Council Plan: Embracing the Future (2009-2013)

The Glenelg Shire Council Plan: Embracing the Future describes the Glenelg Shire’s shared vision for the future. It informs and guides Council and community decision-making. The Statement of Intent summarises the directions and commitments that the Council will implement to make Glenelg Shire a desirable place to live, work and visit …..

We will manage the opportunities and challenges faced by Glenelg Shire to provide enhanced community wellbeing and a vibrant economy. We will continue to build quality places within our Shire whilst valuing and respecting our natural and cultural heritage. We commit to providing responsible and responsive governance and decision making for the Shire and will listen to and work with the community in our decision making and exercise of our responsibility.

The Glenelg Shire has high levels of community wellbeing and liveability, however, there are some significant community health and wellbeing issues that need to be addressed. These include a life expectancy for both men and women that are 3.6 years and 2.8 years, respectively, below the Victorian average, and pockets of the population have general health and wellbeing levels below that of other regional areas in Victoria.

To drive the achievement of the Statement of Intent the Council has identified four Key Strategic Objectives that underpinned by a number of Commitments:

1. Responsible and Responsive Governance and Decision Making

2. Enhancing Community Wellbeing Commitments relevant to supporting an Active Transport Strategy include:

• We will involve our diverse community in decision making to improve processes, services and infrastructure that will positively impact their lives and wellbeing.

• We will develop and implement initiatives that improve the health and safety of people in our Shire.

• We will investigate community recreation and community centre needs across the Shire and establish evidence based Council responses to these investigations.

3. Strengthening a Vibrant Economy

4. Building Quality Places A Commitment relevant to supporting an Active Transport Strategy include:

• We will ensure continuing progress for multiple and sustainable forms of travel within the Shire’s larger settlements including bicycle travel, regional and local public bus services, community transport and taxi services.



Glenelg Shire Municipal Health Plan (2009-2013)

The Glenelg Shire Municipal Public Health Plan assists Council to plan for a liveable, productive and sustainable Shire. The development of the Health Plan started with the investigation of the key issues, of which the main ones are summarised below:

• The Glenelg Shire has a strong sense of wellbeing. It has one of the highest rates of wellbeing in Australia, which is reflected in higher rates of community connectedness, perceptions of safety and self-attested health.

• The Glenelg Shire has one of the highest rates of socio-economic disadvantage in Victoria.

• The level of participation by adult residents in exercise, recreation and sport at 70% is lower than the Victorian average at 85.1%.

• Male life expectancy of 76.6 years is lower than the Victorian average of 80 years.

• Female life expectancy of 81.5 years is lower than the Victorian average of 84.3 years.

The Health Plan identifies five Goals to ensure a liveable, productive and sustainable municipality, which are underpinned by Actions.

1. Goal 1 - Healthy, Safe and Inclusive Communities

“…. it’s members are physically and mentally healthy, have a sense of wellbeing, are connected to others and have access to a range of services ….”

Relevant Actions

Youth Implement the Shire’s Youth Strategy, including action on recreation and leisure

Active Ageing Implement the Shire’s Positive Ageing Strategy, including support for the promotion of health and activity, and support for access to public transport.

Healthy Eating and Physical Activity Work in partnership with health services and other stakeholders to increase participation in physical activity, including via:

- improved access to walking, cycling and public transport, e.g. use of the ‘Walkability‘ tool.

- implementation of the ‘Glenelg on the Move’ initiative, incorporating the ‘TravelSmart’ project to increase activity amongst primary school children.

2. Goal 2 - Dynamic, Resilient Local Economies

3. Goal 3 - Sustainable Built and Natural Environments

“.... in urban settings, parks and gardens contribute to people’s sense of wellbeing .... renewable energy is used to power our lifestyles and industry, combined with reliable public transport networks and bicycle and walking paths, which reduce reliance on the car, minimising greenhouse gas emissions...”



Relevant Actions

Cycling/Walking Develop the Shire as a safe, cycle friendly Shire by completing the implementation of the Portland Safe Bike Path Strategy and completing safe bike path plans Casterton and Heywood.

Recreation, open space and active transport Develop active transport corridors between residential, business and

education (cycle and walk paths) within the Council’s Open Space Strategy.

Work with developers to encourage provisions for community open space and walking/cycling paths in new developments which link residential areas with schools, shops, parks, etc.

Public Transport Support the South West Transport Connections Project to address gaps in public transport across the Shire.

4. Goal 4 - Culturally rich and vibrant communities

5. Goal 5 - Democratic and engaged communities

Recreation and Open Space Strategy, 2007 Stratcorp Consulting

The Glenelg Shire commissioned the Glenelg Shire Recreation and Open Space Strategy as it recognised the importance of having a physically active and healthy community. The main purpose of the Strategy was to re-assess the sport, recreation and open space (parks and reserves) needs and aspirations of residents and community groups, and to formulate new directions and priorities for the provision of leisure facilities and services.

The Strategy identified the following Key Strategic Objectives:

1. Provide a diversity of recreation facilities and opportunities.

2. Provide facilities and infrastructure that can support high levels of community use.

3. Encourage and support community involvement in sustainable club management and development.

4. Facilitate diverse recreation programs and participation opportunities (either directly by Council or external providers).

5. Provide effective recreation and open space planning, management and leadership.

The following Actions are relevant to the Active Transport Strategy.

Rec 1 Investigate the feasibility, benefits and requirements for establishing a network of Rail Trails throughout the Shire

Rec 17 Engage with the local health sector to explore opportunities to promote physical activity participation.

Rec 30 Review paths in public reserves to ensure they are adequately maintained and free from trip hazards. Installation of lighting on high use walking paths is encouraged



Rec 31 Engage in discussion with key stakeholders to identify opportunities to potentially establish new regional trails and links to forested areas, streams, the Great South West Walk (GSWW) and other points of interest.

Rec 31 Explore opportunities to establish walking routes within each individual township.

Rec 166 Establish a network of formal walking paths and trails throughout Island Park, including along the Glenelg River.

Rec 187 Investigate the options and feasibility (and costs) of establishing a continuous walking loop around the town.

Glenelg Shire Strategic Futures Plan (Casterton Section), 2009

The Strategic Futures Plan identifies opportunities to improve the movement networks within Casterton.

The report identifies the potential for a project to create improved physical links for pedestrians and cyclists as well as horse trail riders between Henty Street, the Glenelg River, the Saleyard complex and the Racecourse. The report notes that currently the racecourse and the Saleyard complex appear not to be well connected, with potential existing via Clarke and Tyers Street along the Glenelg River and Racecourse Road.

Casterton and District Community Plan, 2008

The Community Plan is driven by local communities and identifies key priorities and actions.

In the 2008 review, Casterton residents recognised the interaction between the economic, social, cultural and environmental aspects that contribute to a well functioning community. Of the nine Priority Projects, two are relevant to the Active Transport Strategy planning process.

Priority 3 - Improve public transport and assist with the implementation of a Men’s Shed within Casterton to improve community wellbeing

Project Objective

• To assist with the identification of public transport options within the Casterton community.

Priority 7 - Development of youth services in Casterton

Project Objective

• To identify the range of young people’s services available in Casterton.

• Link young people’s services into community planning and future government agency programs.



APPENDIX 2 – REVIEW OF AGENCY PLANS AND RESEARCH

Health and Wellbeing Profile – Southern Grampians & Glenelg, 2009 DHS Barwon-South Western Region Regional Planning Unit and the Southern Grampians & Glenelg Planning Advisory Committee

The focus of the Health and Wellbeing Profile report is on population health and wellbeing for the Southern Grampians and Glenelg Catchment. The key objective of the study was producing medium term early intervention and prevention strategies and plans aimed at improving population health and wellbeing outcomes by:

• Reducing the incidence of preventable chronic diseases in the local area populations.

• Narrowing the gap between disadvantaged and advantaged groups.

• Involving stakeholders both within and beyond the health system e.g. local government, schools, and industry.

Some key findings in relation to the Southern Grampians & Glenelg Region include:

• The Catchment has pockets with a high level of socio-economic disadvantage.

• The ageing and socio-economic status of the population have important implications for the health service system because older people and people who experience socioeconomic disadvantage have greater needs for health services.

• The Catchment has high rates of preventable diseases that are causing significant morbidity and mortality for individuals and are creating an unsustainable cost burden for the community.

Community Health Plan (2006-2009) Southern Grampians and Glenelg Primary Care Partnership

The Community Health Plan identifies the strategic goals, the key activities that will be implemented, and how the Primary Care Partnership will evaluate its performance of the in the areas of physical activity, nutrition and oral health, and mental health.

The goal for the Priority Area of Physical Activity is:

To increase the level of activity amongst those ‘at risk’ of chronic illness and those who are socio-economically disadvantaged

The following interventions aim to increase the level of physical activity amongst those ‘at risk’ of chronic illness and those who are socio-economically disadvantaged:

• Portland District Health: Glenelg Walking Strategy, Active Script Program and Strength Training.

• Casterton Memorial Hospital: Strength Training and Tai Chi Program.



Active Transport: Adults, 2009 VicHealth

Active Transport: Adults outlines the role that active transport can take in increasing physical activity levels. It provides a range of relevant statistics comparing current trends in Australia and internationally, and the social and health benefits of active travel.

Much of the relevant data from this report has been reported in Section 1 (Preamble) of Volume 1 – Executive Summary and Action Plan.

The conclusion of the report is relevant

With the right conditions, policies, education and encouragement, more Australians would undoubtedly walk (up to 2km) or cycle (up to about 10km) to work, study and other destinations.

�

Active Transport: Children and Young People, 2009 VicHealth

Active Transport: Children and Young People is similar to the above report but deals specifically with activity levels of children aged 9-16 years. It identifies relevant statistics of physical activity levels and how these have changed in Australia over recent years in relation to children, and ways in which levels of active travel in children can be increased in Australian communities.

Again, much of the relevant data from this report has been reported in Section 1 (Preamble) of Volume 1 – Executive Summary and Action Plan.

Communities, organisations and all tiers of government need to work together to create the social and environmental conditions under which short trips by walking or cycling gradually replace car trips as the default travel choice for children, parents and the wider community.

How Times Have Changed: Active Transport Literature Review, 2009 VicHealth

The aim of How Times Have Changed is to explore the decline in children’s independent mobility, being the ability of those aged under 18 years to move freely in public spaces without adult accompaniment. Travelling independently using active transport benefits children’s physical and mental health, as well as their development as autonomous individuals.

The paper is a summary of over 65 references and studies which deal with the benefits of physical activity and independent travel by children. It was a useful resource for the strategy development.

Streets Ahead, VicHealth

Streets Ahead is a program initiative by VicHealth aimed at increasing physical activity in children aged 4 to 12 years by supporting them to walk and cycle around their neighbourhoods. Streets Ahead builds on the learnings from the Walking School Bus program, which encouraged children to walk to and from school under adult supervision. Streets Ahead goes further, with the idea is that for short local trips we can help children to use their own legs and wheels more – and travel by car less – by encouraging them to walk, cycle, skate or run to school and other local destinations.



APPENDIX 3 – PEOPLE AND GROUPS CONSULTED

List of people and organisations consulted during the project

Project Steering Committee

Name Position / Department Organisation

Adele Kenneally Group Manager, Community Development Glenelg Shire Council

Dayle King Recreation & Youth Services Coordinator Glenelg Shire Council

Kerry Geyer Travelsmart Project Officer & Recreation Services Administration

Glenelg Shire Council

Matt Block Recreation Services Officer Glenelg Shire Council

Other Glenelg Shire Staff


Lindsay Merritt Group Manager, Assets and Infrastructure Glenelg Shire Council

Brad Charman Rural Access Worker Glenelg Shire Council

Janelle Hoggan Building Department Glenelg Shire Council

Casterton Community Capacity Committee


Owen Stephens Chief Executive Officer Casterton Memorial Hospital

Steve Toope Committee Member Edgarley Home

Barry Judge Committee Member Victoria Police

Anna Cornwill Committee Member

Fontella Koleff Committee Member Glenelg Shire Council

Theo Smolderi Committee Member Lions Community Centre

Kevin Kelso Committee Member Men’s Shed Group

Other People Consulted


Cr Karen Stephens Councillor Glenelg Shire Council

Chris Brown Coordinator Casterton Courthouse Community Centre

Janet Cross ACFE Coordinator Casterton Courthouse Community Centre

Jean McCallum Casterton Resident

Sheila Bramall Staff Casterton Memorial Hospital

Cathy ?? Journalist Casterton News

James Owens-Brownbill Resident, Digby



APPENDIX 4 – RESIDENT SURVEY

Attached are:

1. Resident survey questionnaire

2. Extended survey results



APPENDIX 5 - COMMUNITY FEEDBACK ON DRAFT REPORT

Summary of Public Exhibition Period and Community Feedback

Public Exhibition Process

The draft Casterton Active Transport Strategy was approved to go to public exhibition by the Council at the Council Meeting held 27 July 2010. The main purpose of the second round of community and stakeholder consultation was to seek feedback on the draft Strategy report. The public exhibition process can be summarised as follows:

• The draft Casterton Active Transport Strategy report was available for viewing for a four week period from 4 August to 1 September 2010 at the following facilities:

� Portland Customer Service Centre. � Casterton Customer Service Centre. � Heywood Customer Service Centre.

• The draft Strategy report was available for viewing and downloading from Council’s website.

• The community groups and local residents who had been consulted during the study period were notified that the draft Strategy report was on public exhibition period and that feedback was welcomed.

• The members of the Council’s Disability Advisory Committee and the Municipal Public Health Stakeholders Group draft Strategy were informed of the availability of the draft Strategy report at the respective meetings of each group in August.

Submissions Received

In all, six written submissions relating to the Casterton Strategy were received.

The following table provides a summary of the submissions and an assessment of the issues raised.



Summary of Submissions Received

No. Submitter Comments from Submitter Discussion / Recommendation for Amending the Draft Study Report

1 Community Health Nurse Casterton Memorial Hospital

Submission generally supports the proposed directions of the draft Casterton Active Transport Strategy. Submission reinforces that there is a lack of adequate provision of sealed footpaths and cycle paths in and around town to support walkers, school-aged cyclists and gofers. Submission notes that the broken link in the footpath along Henty Street outside the Casterton Memorial Hospital is the responsibility of Council to complete. Submission notes that there are some omissions from the list of existing programs and services contained in the report, and suggests that these be included in the final study report. Submitter supports two of the key recommendations contained in the study report, being firstly, to explore the feasibility of designating Jackson Street as the key east-west commuter link in town, and secondly, to improve the useability of the hill connecting Henty Street and Shiels Terrace for walkers, cyclists and gofers by installing up to two passing bays.

Noted. Noted. The report notes the potential impact to path users of the current broken link and recommends that the existing path be extended down Russell Street to Jackson Street to provide formal off-road access along the Henty Street extension south of Bryan Park and along Jackson Street. The four suggested additions are recommended to be included into the final version of the study report. Noted Recommended that the additional programs and services identified by the submitter be included into the final version of the study report.

2 Acting Director Health & Aged Care Barwon-South Western Region, Dept of Health

Submission supports the proposed directions of the draft Casterton Active Transport Strategy. Submission notes that the Department of Health has identified increasing physical activity as a priority strategy to improve health and wellbeing across all age groups and acknowledges that the general directions of the Strategy are consistent with this.

Noted. Recommended no change to the final version of the study report.




3 Jackson Street Residents (husband & wife)

Submitters object to the proposed plan to line-mark Jackson Street to denote a dedicated shared cycle / gofer lane on both the north and south side of the carriageway. The key objection is the cessation of car parking on the south side of the road and the likely impact upon visitors to the Edgarley Home who need to pick-up or set-down elderly passengers and upon staff who will lose car parking spaces. Submitters acknowledge the overall benefit to the community of the proposal, however, offer an alternative suggestion being to construct a sealed footpath on the south side of the road utilising the nature-strip.

The key considerations in recommending the use of the carriageway to denote dedicated cycle / gofer lanes in Jackson Street were: � The existing generous width of the road. � The roadway is already sealed kerb-to-kerb and offers significant savings to create a

dedicated cycle / gofer path when compared to the cost to construct a 2.0m concrete path on the nature strip. It is estimated to cost $14,000 to line-mark the section of Jackson Street from Russell Street to the railway yards, compared to an estimated $127,500 to construct a sealed 2.0m path (this figure does not include the 200m section of path that already exists from Edgarley Home to east of Miller Street).

� The nature-strip ceases at the Hutton Street intersection. Any impacts on local residents and on the staff and visitors at Edgarley Home from the proposal to use Jackson Street as a designated on-road commuter corridor will be investigated during the detailed feasibility study suggested in the report. However, the provision to pick-up or set-down passengers with special needs at Edgarley Home could occur off-road within the Home’s grounds, or may be permissible on the road in designated ‘short stay’ or ‘loading’ bays, subject to VicRoads approval. These are options that can be explored, if necessary. Recommended no change to the final version of the study report.

4 Jackson Street Resident

Submission generally supports the proposed directions of the draft Casterton Active Transport Strategy. Submitter raises two concerns regarding the proposed plan to designate Jackson Street as the key east-west commuter link in town: � The prospect of increased vandalism to properties in

Jackson Street that may result from the increased public use.

� The planned new bench seating may impact upon the security of the homes adjacent to where the seats are located.

Noted. Any increased public presence will typically result in an enhanced security or surveillance of an area which may in fact assist the Submitter who notes in her submission that her property has been targeted several times recently by vandals for no obvious reason. It is likely that a majority of the increased usage of Jackson Street will be by cyclists and gofer drivers, typically not sectors of the population who would be likely to perpetrate vandalism or damage to property. The location of any proposed new bench seats will likely be determined after consultation with adjacent residents or businesses. Recommended no change to the final version of the study report.




5 Reverend Sacred Heart Catholic Parish Casterton

Submission generally supports the proposed directions of the draft Casterton Active Transport Strategy. Submitter notes that the Parish’s facilities include the Church, the Primary School, the Parish Hall and a new multipurpose activity centre within its precinct on the corner of Shiels Terrace and Robertson Street. Submitter supports two of the recommendations that directly impact its parishoners and the Parish facilities, being firstly, to improve the useability of the hill connecting Henty Street and Shiels Terrace for walkers, cyclists and gofers by installing up to two passing bays, and secondly, to introduce a safe crossing at the corner of Shiels Terrace and Robertson Street to improve the safety for pedestrians, cyclists and gofer drivers.

Noted. Recommended no change to the final version of the study report.

6 Secretary Casterton Business And Tourism Association Inc

Submission supports the recommendation to designate Jackson Street as the key east-west commuter link in town. However, the Casterton Business And Tourism Association (CBTA) advocates that a minor variation be considered to the alignment by locating the proposed Henty Street crossing outside the Town Hall rather than at the corner of Henty Street and Clarke Street.

The specific location of the proposed safe crossing in Henty Street could be at any point between McPherson & Clarke Streets without compromising the overall benefit of establishing Jackson Street as the key east-west commuter link in town. The Clarke Street alignment was considered optimal as it ensured the Primary School entrance off Jackson Street would be picked up by the designated shared path, as would the entrance into the Courthouse Community Centre. The re-routing of the shared path alignment down McPherson Street, into Henty Street to the Town Hall, across the street at this point and then along the north side of Henty Street to Clarke Street would not be likely to unduly compromise the overall benefit of the shared path route. One issue may be that the additional bicycle and gofer movements down the Henty Street footpath could create a potential conflict with pedestrians. To ameliorate any conflict, cyclists should be required to dismount whilst traversing the footpath along Henty Street between McPherson & Clarke Streets. It is suggested that the recommended feasibility assessment of designating Jackson Street as the key east-west commuter link in town should more thoroughly investigate the best option for the location of a safe crossing on Henty Street that links with the Jackson Street commuter route. Recommended that the final version of the study report reinforce the need to consider all options for the location of a safe crossing on Henty Street.

Executive Summary & Action Plan...Casterton Active Transport Strategy Executive Summary & Action...

Documents

Transcript of Executive Summary & Action Plan...Casterton Active Transport Strategy Executive Summary & Action...