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Transport for NSW Regional Boating Plan Tweed – Clarence Valley Region Consultation Draft June 2014

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Transport for NSW 18 Lee Street Chippendale NSW 2008 Postal address: PO Box K659 Haymarket NSW 1240 Internet: www.transport.nsw.gov.au Email: [email protected]

ISBN Register: 978 1 922030 68 9

© COPYRIGHT STATE OF NSW THROUGH THE DIRECTOR GENERAL OF TRANSPORT FOR NSW 2014

Extracts from this publication may be reproduced provided the source is fully acknowledged.

GHD | Report for Transport for NSW - Regional Boating Plan | i

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mailto:[email protected]

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Table of contents

1. Introduction.....................................................................................................................................4

2. Physical Character of the Waterways ............................................................................................6

2.1 Background..........................................................................................................................6

2.2 Tweed Catchment................................................................................................................7

2.3 Brunswick Catchment ..........................................................................................................8

2.4 Richmond Catchment ..........................................................................................................9

2.5 Clarence Catchment ..........................................................................................................10

2.6 Toonumbar Dam ................................................................................................................11

3. Waterway users ...........................................................................................................................13

3.1 Analysis of existing user data ............................................................................................14

3.2 Regional site visits .............................................................................................................16

3.3 Consultation to date ...........................................................................................................16

4. Safety ...........................................................................................................................................19

4.1 Overview of existing safety activities .................................................................................19

4.2 Complaints .........................................................................................................................21

4.3 Infringements .....................................................................................................................21

4.4 Incidents.............................................................................................................................22

4.5 Consultation feedback .......................................................................................................24

4.6 Key findings .......................................................................................................................25

4.7 Actions ...............................................................................................................................26

5. Access..........................................................................................................................................28

5.1 Overview of existing access facilities.................................................................................28


5.3 Key findings .......................................................................................................................33

5.4 Actions ...............................................................................................................................34

6. Storage.........................................................................................................................................36

6.1 Existing storage .................................................................................................................36


6.3 Key findings .......................................................................................................................40

6.4 Actions ...............................................................................................................................42

7. Other issues raised during consultation.......................................................................................44

7.1 Overall analysis of ‘other’ issues .......................................................................................44

7.2 Snapshot of ‘Other’ Issues.................................................................................................44

7.3 Key findings .......................................................................................................................45

7.4 Actions ...............................................................................................................................46

8. Detailed opportunities to support actions.....................................................................................47

Summary of key actions...............................................................................................................47

9. References...................................................................................................................................62

ii | Transport for NSW - Regional Boating Plan

Table index Table 1 – External stakeholders consulted at a regional level...............................................................16

Table 2 – Profile of survey respondents.................................................................................................17

Table 3 – Perceived importance of safety issues – survey responses ..................................................25

Table 4 – List of grants provided to Tweed-Clarence Valley through the BBP Projects........................30

Table 5 – Perceived importance of access and infrastructure issues – survey responses ...................33

Table 6 – Perceived importance of storage issues – survey responses................................................40

Table 7 - Location based key issues, potential solutions and opportunities ..........................................49

Figure index Figure 1 – Map of regions ........................................................................................................................4

Figure 2 - Tweed catchment and surroundings........................................................................................8

Figure 3 – Brunswick catchment and surroundings .................................................................................9

Figure 4 – Richmond catchment and surroundings ...............................................................................10

Figure 5 – Clarence catchment and surroundings .................................................................................11

Figure 6 – Toonumbar Dam ...................................................................................................................12

Figure 7 – Infringement analysis ............................................................................................................22

Figure 8 – Survey response – overall safety satisfaction.......................................................................25

Figure 9 – Examples of safety issues ....................................................................................................27

Figure 10 – Example access facilities within the region.........................................................................30

Figure 11 – Completed BBP projects examples within the region.........................................................32

Figure 12 – Survey response – overall satisfaction with access and infrastructure facilities ................32

Figure 13 – Examples of access issues.................................................................................................35

Figure 14 – Examples of rowing sheds at Grafton, commercial fishing vessels at Yamba ...................37

Figure 15 – Examples of private moorings, the Sailability shed and commercial fishing berths

and rowing club on the Tweed River .................................................................................37

Figure 16 – Examples of private storage in Ballina, at Yamba Marina, Brunswick Heads Boat harbour and on-land storage for sail craft..........................................................................38

Figure 17 – Survey response – overall satisfaction of storage facilities ................................................40

Figure 18 – Existing boat storage examples ..........................................................................................42

Figure 19 – Feedback from stakeholders showing differing perspectives .............................................46

Appendices Appendix A – Details of Stakeholder Consultation

Appendix B – Maps

GHD | Report for Transport for NSW - Regional Boating Plan | iii

1. Introduction

The NSW Government is seeking to improve the experience of recreational boating across NSW through the development of Regional Boating Plans. These plans will identify the priority projects and actions over the coming years in order to keep our waterways safe, improve accessibility and enhance the overall boating experience.

The Regional Boating Plans are being developed by the Maritime Management Centre (MMC) in Transport for NSW, working closely with Roads and Maritime Services (Roads and Maritime) and consultants with expertise in coastal infrastructure. The plans will be used to inform projects to be funded out of a new boating infrastructure partnership program. The new program will replace the successful Better Boating Program and will see more funding available for boating facilities across NSW with a stronger focus on delivering projects that will provide the greatest strategic benefit to each region.

The State’s major waterways have been grouped according to geography and waterway management to form eleven distinct regions as shown in Figure 1. A Regional Boating Plan will be developed for each of these regions.

Figure 1 – Map of regions

Each Regional Boating Plan is being developed through a two-stage process involving the development of a Consultation Draft and then a final plan for each region. This Consultation Draft has been informed by the feedback received through an initial consultation program

4 | Transport for NSW - Regional Boating Plan

including engagement with local Councils and boating stakeholder groups as well as an online survey process open to all waterway users.

The project team has also undertaken site visits of infrastructure in each region including on-water inspections with local Roads and Maritime Boating Safety Officers (BSOs).

Following release of this Consultation Draft, the project team will return to each region to discuss the key findings and proposed priority projects with Councils. The project team will also seek further community views on the Consultation Draft through a public information session.

Public information sessions will be held at:

Tweed Heads – Wednesday 9 July 2014 Twin Towns Services Club Wharf Street, Tweed Heads NSW 6:00-7:00 PM

Ballina – Thursday 10 July 2014 Ballina RSL Club - Riverview Function Centre 240 River St, Ballina NSW 6:00-7:00 PM

Submissions on the Consultation Draft can be made via email to [email protected] by 20 July 2014.

Transport for NSW - Regional Boating Plan | 5

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2. Physical Character of the Waterways

2.1 Background

This region predominately consists of the following major waterways: Tweed River, Brunswick River, Richmond River and Clarence River. The inland waterway of Toonumbar Dam is also included as part of this region.

Recreational boating is popular in the region, with users undertaking a wide variety of boating activities. The region also supports various commercial vessel operations such as commercial fishing vessels, hire and drive vessels and limited port operations through the Port of Yamba. Due to constraints such as limited waterway availability, limited foreshore space and shelter from weather, users in this region tend to be concentrated in particular areas of the waterways. Further details on waterway users are provided in Chapter 3.

The waterways are covered by seven councils:

Tweed Shire Council (TSC);

Byron Shire Council (BySC);

Richmond Valley Council (RVC);

Ballina Shire Council (BaSC);

City of Lismore Council (CLC);

Clarence Valley Council (CVC); and

Kyogle Council (KC).

Most councils have plans in place to manage their waterways and associated estuaries. The main objectives of these plans have been to manage and co-ordinate waterfront development, improve public accessibility and to protect the visual character and natural landscape of the waterways.

The region incorporates the Cape Byron Marine Park which covers approximately 22,000 hectares extending from Brunswick Heads in the north to Lennox Head in the south. The tidal waters of the Brunswick River and its tributaries, as well as Belongil Creek and Tallow Creek are also within the Marine Park.

The Cape Byron Marine Park Zoning Plan is intended to enhance the conservation of marine habitats and species by providing various levels of protection. The zoning plan identifies activities that can occur without specific permission and those that require a permit. Activities


permitted in each zone and restrictions governing their undertaking are listed on NSW Marine Parks Authority website. Other regulations on some activities and for species protection also apply under the zoning plan.

Restrictions include a ban on aquaplaning and waterskiing in the Brunswick River and Marshalls Creek and a four knot speed limit within 200m of Julian Rocks. The use of personal watercraft (PWCs) is prohibited in the entire marine park, except for organised events under a permit. Anchoring and mooring restrictions also apply with the marine park, with a number of courtesy moorings provided at Julian Rocks.

The region also encompasses the Cook Island Aquatic Reserve located approximately 600m off Fingal Head, with courtesy moorings provided at popular dive locations around the island.

The sections below outline the physical characteristics of the waterways where boating mainly occurs rather than the entire catchment and tributaries.

2.2 Tweed Catchment

The Tweed is the northern most coastal catchment in NSW and includes the Tweed River and a number of smaller estuaries. The Tweed River is one of the busiest waterways in NSW due to its proximity to the large population base in south-east Queensland, its warm climate and its popularity as a holiday destination.

The Tweed River catchment is approximately 1,000km2 in size. The catchment boundaries fall entirely within those of the Tweed Shire Council. The mouth of the Tweed River is contained within beach/training walls at Tweed Heads adjacent to the NSW/Queensland border. Bray Park Weir, approximately 4 km upstream of Murwillumbah and 30km from Tweed Heads, is the tidal limit of the main arm of the Tweed River and defines the upstream extent of the Tweed River Estuary.

The mouth of the Tweed River has a clear width of approximately 150m between the training walls. A common dynamic feature at this mouth is the sand bars at the entrance. Immediately upstream, the river is controlled by revetments and ranges between 200m and 250m wide at depths reaching 8m. Upstream, the River widens at Fingal Head and Chinderah before gradually narrowing to a width of 120m near Murwillumbah. Here the depth is significantly reduced to approximately 2-3m with the exception of localised areas where flow and flood scour has caused deeper channels to exist.

The major tributaries to the main arm of the Tweed River are the Rous River, Terranora and Cobaki broadwaters. The condition of Tweed catchment river banks have been impacted upon by current and wave action.

Coastal harbour facilities at Tweed Heads are located in Boyds Bay which is about 4km upstream via Terranora Inlet from the river entrance. The area provides mooring facilities for both commercial fishing vessels and recreational boats.


Figure 2 - Tweed catchment and surroundings

2.3 Brunswick Catchment

The Brunswick catchment, which extends from Cape Byron to Kingscliff, consists of a number of waterways including the Brunswick River, Cudgen Creek, Cudgera Creek and Mooball Creek in the Byron Shire Local Government Area.

The Brunswick River opens to the Pacific Ocean at Brunswick Heads with training walls and twin breakwaters. Upstream, the main arm extends 20 km to the town of Mullumbimby, near the tidal limit. The north arm of Marshalls Creek has a tidal length of 9 km and supports the villages of Ocean Shores and New Brighton. The south arm of Simpsons Creek joins Tyagarah, 11 km south of Brunswick Heads and traverses through mostly uncleared Crown Land that adjoins the coast.


Figure 3 – Brunswick catchment and surroundings

2.4 Richmond Catchment

The Richmond catchment is located south of the Brunswick Catchment and has Evans Head in the south and Cape Byron in the north as coastal boundaries. The major waterways in this area are the Richmond and Evans Rivers.

The Richmond River begins at the NSW-Queensland border and flows 170 km south-east to the Pacific Ocean at Ballina. This catchment falls mainly within the Ballina Shire Council, however parts also fall within City of Lismore Council and Richmond Valley Council.

Although two training walls at Ballina provide protection to vessels and to an extent have stabilised the river entrance, the dynamic Ballina sand bar still exists. Whilst this channel is still navigable, the shifting bars require boaters to take care and due caution during all crossings. Upstream of Ballina on the navigable reaches of the river are the towns of Wardell, Broadwater, Woodburn, Coraki, and Lismore which in the past have been subjected to flooding.

The Evans River is relatively shallow with an average depth of 1.1 m. Training walls at Evans Head open the river entrance to the Pacific Ocean and allow for safe navigation for boat users. Upstream, the river extends 20 km to Woodburn where it joins the Richmond River via the Tucombil Canal. It is operated to mitigate flooding and improve drainage in the mid-Richmond River area. The Evans River is connected to the Richmond River at Woodburn via the Tucombil Canal. Surrounding the river are the Bundjalung and Broadwater National Parks. Evans Head is a popular tourist destination and small commercial fishing port. Along the banks of the river are extensive areas of mangroves, saltmarsh and melaleuca swamp.


Figure 4 – Richmond catchment and surroundings

2.5 Clarence Catchment

The Clarence River stretching almost 400 km is the largest estuary in the Tweed – Clarence Valley region, at a catchment area of over 130 km2. The mouth of the Clarence River is contained within entrance training walls. The towns of Iluka and Yamba are located north and south of the entrance respectively. Remnants of the river extend 60 km up to the Queensland border. The majority of this river is contained within the Clarence Valley Council.

The Clarence River is the second largest river in mainland Australia south of the Tropic of Capricorn, after the Murray River. The river and its tributaries support prawn trawling and other commercial fishing industries.

Like many of the northern rivers, the Clarence River is subject to flooding.


Figure 5 – Clarence catchment and surroundings

2.5.1 Yamba

The Clarence has its own regional seaport at Yamba which is situated at the mouth of the Clarence River. Yamba is one of five internationally recognised ports in NSW, and provides maritime links for export timber and supply vessels to Norfolk Island and a trade link to other South-Pacific markets. The Port of Yamba is Australia’s eastern most sea port offering customs and quarantine classification and unrestricted port of first entry for overseas imports status. The port handles approximately 12,000 mass tonnes of cargo per annum. As a result, the shipping channel depths are maintained to accommodate large vessels.

2.6 Toonumbar Dam

Toonumbar Dam is located over 100 km west of Byron Bay on the Iron Pot Creek in the North Coast Valley. It has a catchment area of 9,800 km2 and a storage capacity of 11,000 ML. The dam is located solely within Kyogle Council.


Figure 6 – Toonumbar Dam


3. Waterway users

Recreational boating is a popular past-time in the Tweed-Clarence Valley regional waterways. The waterways are popular among recreational fishers and an increasing number of visiting boaters from Queensland. Other common boating activities in the region include water skiing, wake boarding, personal water craft (PWC) operation, sailing, rowing, dragon boat racing, canoeing and kayaking.

Tweed Catchment

The Tweed River is particularly popular for recreational activities, including:

Fishing from vessels and the shoreline. In 2002, NSW Fisheries introduced restrictions on the operations of commercial fishers in the Tweed River, leading to the development of designated recreational fishing havens. Popular areas include downstream from Boyd’s Bay Bridge, Wommin Lake and Crystal Waters;

Water skiing is concentrated in a few areas of the river. These include the area adjacent to the Fingal Head Boat Harbour, between Chinderah and The Piggery, and Tumbulgum to the Commercial Road Boat Ramp upstream from the Murwillumbah Bridge;

PWCs are popular throughout most of the estuary. The “wave-zone” area adjacent to the Jack Evans Boat Harbour is a popular PWC area due to the surf-like conditions at the entrance bar;

Rowing occurs from two rowing clubs located near Boyds Bay Bridge and the Condong to Murwillumbah reach of the river; and

Passive boating activities such as canoeing, sailing and kayaking.

In addition to the recreational activities, the Tweed River also accommodates commercial activities such as fishing, aqua culture, charter and hire and drive operations.

Brunswick Catchment

The Brunswick River and its associated tributaries are highly valued by both passive and active recreational users. Recreational activities include:

Power boating;

Passive recreation, including fishing;

Sailing, canoeing and kayaking; and

Swimming and snorkelling.


As a result of the number of vessels on the relatively small estuaries and the range of activities on the water, conflict between users sometimes occurs, particularly during peak periods. The main conflicts on the Brunswick River seem to be between power boaters, anglers, passive craft and surfers (at the bar crossing).

The Brunswick River supports a number of commercial activities such as oyster farming, commercial fishing, and agriculture.

Richmond Catchment

The township of Ballina is well located for cruising vessels on “day sails” along the NSW coast. These vessels tend to stay for a day, weekend or longer. Ballina provides safe mooring for vessels particularly if poor weather is expected on the coast, although the bar will restrict vessel entry if poor weather has already developed.

The Evans River is mostly utilised for recreational fishing from powerboats. It is also a popular waterway for passive activities such as canoeing, kayaking and swimming.

Clarence Catchment

The Clarence River is mainly used for the following recreational activities:

White water rafting and canoeing, as well as still water canoeing and kayaking in the upper reaches of the Clarence;

Competitive rowing;

Recreational fishing;

Commercial fishing; and

Waterskiing and wakeboarding, particularly at the Watersports Precinct at Seelands near Grafton.

Toonumbar Catchment

Toonumbar Dam, although inland, is a very popular area for fishing from vessels, particularly Australian bass. Other recreational boating activities are limited due to an 8 knot speed restriction throughout the lake.

3.1 Analysis of existing user data

3.1.1 Licence data analysis

There are currently approximately 25,000 boat licence holders in the Tweed – Clarence Valley Region. This represents approximately 4.6% of all boat licence holders in NSW. There are also a large number of boaters from Queensland that visit the area. Interstate registrations accounted for nearly 5% of all licence holders (approximately 25,000) in NSW. Based on anecdotal reports, it is likely that a significant portion of these are Queenslande boaters using the Tweed River.

The majority of licence holders in the region carry a General Boat Licence with approximately 7% licensed to operate PWCs. This breakdown of licence types is typical across the State.

An analysis of the 2011 census (between 2006 and 2011) of the catchments in this region has revealed the following:

Tweed Catchment - the Tweed Shire Council had a population of 85,105 and experienced a population growth of 2.1%;


Brunswick Catchment - the Byron Shire Council had a population of 29,209 and experienced a population growth of 1.54%;

Richmond Catchment - Ballina Shire Council, Richmond Valley Council and Lismore Shire Council had a collective population of 104,077 and experienced a population growth of 2.05%;

Clarence Catchment - there were 49,665 people living within Clarence Valley Local Government Area and the area experienced a population growth of 3.13%; and

Toonumbar Catchment - there were 9,228 people living within the Kyogle Local Government Area and the area experienced a population decline of 0.30%.

The population growth of the above catchments is below both the national average growth of 8.32% and the NSW average of 5.63%.

3.1.2 Registration data analysis

There are currently approximately 14,000 registered recreational vessels in the Tweed-Clarence Valley region. This represents approximately 6% of all registered vessels in NSW. This figure is greater than the proportion of State-wide licence holders, suggesting that there are less licensed boat drivers per registered boat in comparison with the rest of the State. However, it is important to note that there are smaller boats that may not require licences to use the waterways as well as visiting boats from Queensland.

Open runabouts dominate, accounting for 70% of all registered vessels. Punts and cabin runabouts are also popular, comprising 20% of all vessels. PWCs, yachts, motor cruisers and inflatables have a modest presence on the region’s waterways. Some powered catamarans, sailing catamarans, fishing vessels and houseboats are also registered in the region but these represent a relatively small proportion of the region’s total registered vessels.

A majority (90%) of all vessels are between 2 and 6 m in length and the average vessel length for the region is 4.6 m. Vessels less than 6 m in length are defined as trailerable. This has a strong influence on the boating access and storage requirements in the region with a strong demand on boat ramps and trailer parking.

3.1.3 Other users

While the above data provides information on licence holders and vessels registered in the Tweed – Clarence Valley region, it does not capture vessels from other regions, in particular from Queensland, that use these waterways. This can add significantly to the local demand at certain times of the year.

Roads and Maritime’s licence and registration data does not capture passive craft numbers such as kayaks, canoes, beach-launch sail craft which do not require registration. Based on the estimated total number of these vessel types in NSW, it is estimated that there may be several thousand of these vessels in the Tweed-Clarence Valley region.

3.1.4 Future demand

In 2010, the then NSW Maritime released a report titled NSW Boat Ownership and Storage Growth Forecasts to 2026. The report forecast a continuing growth trend in vessel ownership of 2.9% annually across NSW.

The report used a different regional profile to that being used for the Regional Boating Plan. It identified the North Coast region (which incorporates Tweed – Clarence Valley) has experienced the most significant growth. Despite this growth (approximately 4% per annum


across all boat sizes), the North Coast has the second smallest proportion of boats greater than 6 m in length which suggests that most growth is in the <6 m category (trailerable vessels).

3.2 Regional site visits

Regional site visits and consultation with key local stakeholders were an important part of the study process. This section summarises key findings and observations from these visits and consultation. Further details are provided in Chapters, 4, 5 and 6.

As boating in this region tends to be concentrated in popular areas, conflicts sometimes arise between different users, particularly during peak holiday periods and weekends. Examples of conflicts include swimming and spear fishing in vessel transit zones, and boaters and swimmers using boating access points.

Due to its proximity to urbanised area of southern Queensland, the Tweed River waterways attract high numbers of boaters to the region. NSW boating education campaigns therefore do not reach a proportion of boaters which could impact on safety outcomes in the region.

Bar crossings safety in this region is a particular concern in the community and among boating stakeholders. Initiatives to improve bar crossing safety such as the introduction of compulsory lifejackets for all bar crossings and the installation of bar crossing cameras have improved bar crossing safety. However, the prevalence of bar crossing incidents in the region highlights the need to review bar crossing signage and education campaigns and explore other initiatives to improve bar crossing safety. The relatively high proportion of Queensland boaters in the region presents a challenge in ensuring education campaigns reach all waterway users.

Site visits identified some boating access facilities that were in ordinary condition, poorly maintained, unable to meet demand, lacking amenities, and/or limited parking availability. This was reinforced by stakeholder feedback as well as a review of existing literature.

Problems caused by vessel wash were highlighted in a number of areas, both from the perspective of the safety of other waterway users and the concerns about wash contributing to riverbank erosion in some locations.

3.3 Consultation to date

Stakeholder consultation was undertaken in this region with the councils, Roads and Maritime BSOs and other groups through facilitated workshops & meetings. Appendix A provides a list of key stakeholders consulted throughout the State. Table 1 outlines the groups consulted specifically for this region.

Table 1 – External stakeholders consulted at a regional level

Agency / Group Represented

Boating Safety Officers responsible for the region

Tweed Shire Council (TSC)

Kyogle Council (KC)

Byron Shire Council (BySC)

Richmond Valley Council (RVC)

Ballina Shire Council (BaSC)



City of Lismore Council (CLC)

Clarence Valley Council (CVC)

Department of Primary Industries (Fisheries)

Individual and other representative stakeholders

Stakeholders provided direct feedback both verbally and in writing in addition to responding to the online survey which was also open to the broader community. In total, 39 survey responses were received. The outcomes of the survey should not be viewed as representative of all users of this waterway. A detailed profile of the survey respondents is available summarised below in Table 2.

Table 2 – Profile of survey respondents

Number of

respondents 39 (Individuals 29, Government 10)

Respondent Category

Age Group

Licence type

Boat ownership

Boat type

Individual boater, 56%

General Public, 13%

30-39, 10.0% 40-49, 14.0% 50-59, 45.0% 60+, 31.0%

Trailerable power boat, 36.0%

Sailing dinghy 18.0%

Club/ Group Rep, 5%

Government, 10%

Industry / commercial 8%

Oth

er,

8%

Less than 20, 0.0%

20-29, 0.0%

General Licence, 57%

General Young Adult Licence, 0%

Personal Watercraft (PWC)

Licence, 3%

Young Adult PWC Licence, 0%

Commercial licence, 20%

No licence, 20%

Yes, 25

No, 4

Power boat 2.0%

Yacht, 11.0%

Canoe / Kayak, 27.0%

Other, 6.0%


Less than 6 metres, 80%

More than 6 metres, 20%

Boat length

Boat Category Recreational, 98%

Fishing, 29% Cruising, 19% Sailing, 29%

Oth

er,

3%

Commercial, 2%

Water sports, 14% Special events, 6% Recreational

Boating Activities

Boating

Frequency

Summer (October - March)

Winter (April - September)

Less Weekly Fortnightly Monthly frequently


4. Safety

Key findings

• Stakeholder consultation suggests high levels of satisfaction with current boating safety measures in the region.

• Analysis of incidents, infringements and complaints show the area is typical of a busy waterway with multiple user types who sometime conflict with each other in the same area.

• The area has a comparatively lower level of compliance with marine safety requirements and a comparatively higher level of bar crossing incidents than other areas of NSW. This may be influenced by the high number of interstate users who are beyond the reach of State based safety and education campaigns.

• A review of signage, navigation aids and education would help enhance boating safety and the overall boating experience.

Actions

a. Review strategies to improve boating safety across ocean bars.

b. Review the placement and planning of navigations aids.

c. Review strategies to improve user behaviour.

d. Review signage for clarity and visibility.

4.1 Overview of existing safety activities

The MMC has led a campaign with Roads and Maritime to promote the wearing of lifejackets, especially in small vessels. The campaign is a response to the fact that 9 out of 10 people who drown when boating, are not wearing a lifejacket.

The campaign has been the most comprehensive, targeted program on boating safety in NSW history. It included an extensive and targeted advertising campaign, an innovative mobile lifejacket promotional van which took the safety message to the boating public State-wide (including visits to the Tweed and Clarence Valley), a zero tolerance on-water compliance approach and a host of supporting activities.


Roads and Maritime is responsible for marine safety in NSW, including the operational aspects of the regulation of recreational and commercial boating activity throughout the State. The enforcement role is chiefly performed by BSOs who conduct regular on-water patrols and inspections throughout the Tweed – Clarence Valley waterways to provide boating safety education and ensure compliance with safety requirements (such as lifejackets), speed, wash, distance off, aquatic licences, commercial operations and mooring requirements.

Roads and Maritime also operate a Mobile Safety Education and Compliance Team which is a team of specialist BSOs who can be deployed throughout NSW.

The BSOs work in close partnership with the local NSW Police Force (both general duties police and the local Marine Area Command), often conducting joint patrols, although police officers are solely responsible for conducting random breath testing on NSW navigable waters.

BSOs also work in partnership with officers of the Department of Primary Industries (Fisheries) and National Parks’ rangers in relation to matters of common interest.

In addition to State-wide regulatory requirements and boating safety campaigns, specific boating safety restrictions that apply in the Tweed – Clarence Valley region are shown on the map included in Appendix B and online at http://www.maritime.nsw.gov.au/publications/maps.html. These are summarised as follows:

• Speed restrictions such as:

– 4 knot zones, specifically at:

Jack Evans Boat Harbour;

Yamba Channel;

Stotts Channel;

River and creek entrances such as Cudgen Creek, Cudgera Creek, Mooball Creek, Rous River;

Creeks such as Simpsons Creek, North Creek, Fishery Creek; and

Ferry Crossings at Lawrence, Ulmarra and Ballina.

– 6 knot zone at Boyds Bay Bridge; and

– 8 knot zones at upstream Cudgen Creek, Cudgera Creek and Mooball Creek, upstream Brunswick River, downstream Evans River, Richmond River near Casino, Shaws Bay, Wooli Wooli River, Sandon River, Toonumbar Dam.

• “no wash” and “no towing” zones; and

• Restrictions in the Cape Byron Marine Park, including prohibition on the use of PWCs.

A further restriction is the overall speed limit of 60 knots on NSW navigable waters if any person aged under 18 years is on board a vessel (unless an aquatic licence specifies otherwise).

In addition, there are also a number of general “distance off” restrictions which apply on all NSW waters – for example, vessels travelling at 10 knots or more must remain at least 60 m from people in the water and 30 m from structures, shorelines and other powered vessels. Where it is not possible to maintain the specified distances, a “safe distance” should be maintained. This is the distance which will ensure that a vessel will not endanger or injure people or damage property, having regard to relevant factors such as prevailing weather conditions, visibility, speed and any obstructions.


http://www.maritime.nsw.gov.au/publications/maps.html

4.2 Complaints

Analysis of the complaints received by Roads and Maritime during the 5 years leading up to 1 January 2014 reveals that the majority of complaints received related to:

personal water craft;

irregular riding of personal water craft;

navigation hazards;

speeding; and

wash

The greatest number of complaints received by Roads and Maritime for the Tweed – Clarence Valley region related to the popular Tweed Heads area.

As can be seen in Section 4.5 below, the consultation feedback closely aligned with complaints data, with suggestions that some boaters in the region conflict with other users as all recreational boaters tend to congregate around the limited access areas.

4.3 Infringements

Between 2009 and 2013, the number of penalty notices issued within the Tweed – Clarence Valley region accounted for 11.3% of all infringement notices issued throughout NSW. Approximately 93% of penalties issued were by Roads and Maritime and the remainder were issued by NSW Police. In addition to these penalties, 1,631 formal warnings were issued. The highly trafficked waters of the Tweed River and Terranora accounted for 56% of the region’s infringements. The number of penalty notices issued in the region is consistent with other highly traffic waterways across the State.

As indicated in Figure 7 below, the infringements for which the most penalty notices were issued in the region were for:

failure to carry the correct safety equipment;

failure to carry the required licence;

excessive speed; and

inadequate or no vessel registration.


Figure 7 – Infringement analysis

0

100

200

300

400

500

600

Num

ber o

f Inf

ring

emen

t N

otic

es Is

sued

Category of Infringement

4.4 Incidents

In the period between 1 January 2009 and 31 December 2013, there were 137 vessel incidents reported to Roads and Maritime in the region. There were 35 incidents on the Tweed River, 17 on the Clarence River, 22 on the Richmond River and another 47 incidents offshore. Recreational vessels were involved in 107 incidents, seven involved an interaction between a recreational and commercial vessel and 23 involved commercial vessels only. This breakdown of incidents among vessel categories is broadly consistent with State-wide observations.

4.4.1 Incidents resulting in death or injury

There were six fatal incidents in the region during this period which resulted in six fatalities. All of these incidents took place in daylight hours between 6 am and 6 pm and all took place on recreational vessels. Four of the incidents involved powered vessels while two involved passive craft. Four of the incidents involved a person falling overboard, while two involved tow sports. Four of the deceased were not wearing an appropriate lifejacket. It is probable that most of these victims would have survived had they been wearing a lifejacket at the time of the incident.

There were 24 incidents which resulted in serious injury. A serious injury is classified as one requiring hospitalisation or outpatient treatment. These incidents resulted in 28 injuries. Seventeen of these incidents took place on the weekend and 22 occurred in daylight hours. Again this highlights the on-water conflicts present in some areas of the region. Four of these incidents involved a PWC which also received a high number of complaints directed towards this vessel type. There does not appear to be a common pattern or trend when analysing the incident types and causes, although a number of serious injuries occurred as a result of tow sport activities or injuries on board the vessel when crossing a bar. An additional 33 incidents resulted in minor injury to 53 persons; 13 of these incidents occurred while trying to cross a coastal bar.


4.4.2 Types of vessels

The main types of vessels involved in incidents, where known, were small powered craft (open runabouts 45%, cabin runabouts 15%) and fishing vessels (9%). Such a large contribution from open runabouts is not surprising given that they comprise 70% of all registered vessels in the region (section 3.1.2). Larger motor cruisers (6%), cat-power (6%), PWC (5%), inflatables (5%), sailing vessels (3%), passive craft (3%) and others (3%) were not highly represented.

4.4.3 Incident Locations

Vessel incidents were concentrated in the following locations.

21 incidents in Ballina between South Head, Munsie Point and Ballina Quays, including Fishery Creek;

11 incidents offshore between Point Danger and Fingal Head;

11 incidents on the Tweed River at the river entrance and along the western training wall;

11 incidents in Terranora Creek between Keith Curran Park and Big Island;

13 incidents on the Tweed River Bar;

12 Incidents on the Brunswick Bar; and

14 Incidents, including one fatality on the Richmond River Bar.

4.4.4 Incident Cause

Behavioural and environmental factors were identified as the primary cause of the majority of incidents. Twenty-four incidents were the result of a lack of judgment, 20 incidents were attributable to bar conditions, 17 to hazardous waters, 10 incidents were the result of weather and four were caused by tidal conditions. This large contribution of incidents due to bar conditions is significantly greater than the state average and will be discussed further in Section 4.4.9. Material factors were attributable to 10 incidents involving failure of a variety of machinery, electronics or the vessel hull which was comparable to the state-wide average.

4.4.5 Incident Type

Incident types in the Tweed – Clarence Valley region were considerably different to State-wide averages. The most common type of incident in this region was vessel capsize (33 incidents) (approximately 25% of the total incidents), which is a significantly greater proportion than the state-wide average of approximately 12%.

The next most common type of vessel incident observed in the region were collisions (27), bar crossing incidents (18) and swamping (10). The majority of capsize and swamping incidents were also bar crossings. While there were a number of incidents such as fall overboard (8) and fire (6) which had serious consequences, no other incident types registered more than six incidents.

4.4.6 Incident Operation

Vessel operation at the time of an incident provides some insight into the nature of incidents occurring. While 77 were the result of vessels underway, 23 vessels were crossing a bar and 10 were at anchor, moored or berthed. Again, the number of bar crossing incidents were higher in this region reflecting the dangers associated with bar crossings in this area. There were seven tow sport incidents reported during the period, in line with the State-wide average.


4.4.7 Time of day, month and year

Where the time of the incident is known, 117 occurred during daylight; 68 in the morning and 49 in the afternoon. Twenty incidents occurred at night, with an even spread before and after midnight. January, February and April were the main months when incidents occurred, corresponding to the heaviest periods of boating activity, although a relatively small proportion occurred in November and December. The variation between the summer months and winter months is not as pronounced in the Tweed – Clarence Valley region as it is in other areas of the State. This is likely to be a result of the warm climate the far north coast experiences all year round. Weekends were the most likely days for incidents to occur.

4.4.8 Wind and weather

The river entrances can be subject to rapidly changing weather and tidal conditions, which can cause problems for boaters, particularly in small vessels. Of the incidents where the weather conditions are known, approximately 85% occurred on days with clear visibility and fine weather. However, more than half of the incidents where water conditions are known were described as choppy, rough, very rough or in strong current.

4.4.9 Bar crossings

As noted earlier, bar crossing is a common cause of boating incidents in this region. This is partially because of the number of coastal bars in the region, including the Tweed, Brunswick, Evans, Richmond and Clarence River entrances, and their changing nature. These figures do not reflect the state-wide statistics which demonstrate improved safety awareness and compliance around crossing bars. Despite the large number of bar crossing incidents, there has only been 1 fatal incident which occurred in 2010, suggesting a positive impact from the introduction of compulsory lifejacket requirements for bar crossings in 2003 and the roll out of bar crossing cameras. Bar crossings and management strategies are investigated further in Chapter 8.

The Crown Lands Division of NSW Trade and Investment (NSWTI) conducts regular surveys of the Tweed (3 monthly) and Richmond River (6 monthly) entrances. At both locations agreed channel parameters have been set – at Tweed through Tweed River Entrance Sand Bypassing Act 1995 and at Ballina after discussion with stakeholders. The agreed parameters provide generally safe bar conditions when the weather/swell is suitable. The surveys are made publicly available and for the information of local boaters and other stakeholders. For example, the most recent Tweed survey is available at: http://www.tweedsandbypass.nsw.gov.au/__data/assets/pdf_file/0009/518859/April-232014.pdf.

4.5 Consultation feedback

Survey respondents generally rated their satisfaction level with respect to safety positively, with 81% stating it to be acceptable or above. It is worth noting that Queensland waterway users may not have taken part in the consultation.


http://www.tweedsandbypass.nsw.gov.au/__data/assets/pdf_file/0009/518859/April-23-2014.pdf

http://www.tweedsandbypass.nsw.gov.au/__data/assets/pdf_file/0009/518859/April-23-2014.pdf

Figure 8 – Survey response – overall safety satisfaction

3% 3%

8%

42% 31%

14% Very satisfied

Satisfied

Acceptable

Dissatisfied

Very dissatisfied

Not applicable

Respondents that rated the overall safety of the region as ‘dissatisfied’ or ‘very dissatisfied’ were typically concerned about: on water behaviour, speed and wash. Overall the respondents’ results were tallied to identify the perceived importance of various safety issues. The resulting rankings are shown in Table 3.

Table 3 – Perceived importance of safety issues – survey responses

Rank Issue

1 On-water behaviour

2 Speed

3 Wash

4 Vessels not observing correct distance

5 Navigation aids

6 Hazards

7 Emergency response

4.6 Key findings

The consultation feedback suggests that boaters in the Tweed – Clarence Valley generally have a positive view about safety on the region’s waterways. Analysis of complaints, infringements and incidents data suggests that Roads and Maritime will need to continue to actively manage safety on the waterways through its compliance activities and education campaigns.

It is also clear that there are areas of dissatisfaction where action can be taken to improve the boating experience in the region. Improving the behaviour of waterway users was a common theme across the different stakeholder groups, particularly in areas where there are conflicting uses of the waterway. Interstate and State-wide education campaigns are important in supporting this objective; however there are also actions that can be taken at the local level such as improving the visibility and clarity of signage and by further educating boaters on negotiating coastal bars.

During site visits, numerous examples were noted of faded and/or obscured safety signage, or safety signage that is “lost” among a cluster of signage from a range of other agencies with different purposes (for example, fishing, overhead power lines). Updating existing and installing


new navigation aids was also cited as an opportunity to deliver improvements for boaters in the area.

A location-based summary of the feedback received regarding boating safety in the Tweed – Clarence Valley region is provided in Chapter 8. All of these issues have been considered in the development of this Consultation Draft and it is anticipated that most will be addressed through the Actions described below. Any localised issues not addressed by the proposed Actions will be referred to local BSOs for review.

4.7 Actions

a. Review strategies to improve boating safety across ocean bars

Roads and Maritime will review and update its roll-out of education and communication campaigns to target boater safety across ocean bars to raise awareness of the associated dangers and dynamic nature of ocean bar systems. Boater safety at ocean access ramps, such as at Minnie Water and Brooms Head, should also be targeted and addressed in future campaigns.

Roads and Maritime provides a network of bar crossing cameras that are available for live online viewing of bar crossing conditions. In addition to the existing ocean bar monitoring cameras at Brunswick River, Tweed Heads, Ballina and Yamba/Iluka, consideration should be given to expanding the network to other legislated bars in the region, such as at Evans Head. Opportunities should also be explored to improve communication of bar crossing conditions to boaters.

b. Review the placement and planning of navigation aids

Roads and Maritime will review and update its program for managing and replacing navigation aids.

c. Review strategies to improve user behaviour

Roads and Maritime will review its current approach to education and communication campaigns within the region to improve awareness of navigation rules and key safety measures among local boaters. This will include conducting education campaigns in south-east Queensland where a large number people who boat in the region reside.

d. Review signage for clarity and visibility

Roads and Maritime will review existing signage at boating locations throughout the region and work with other government agencies to improve clarity of signage at boat ramps. Obsolete signage will be removed as part of the project.

A new boating safety information sign template has been designed allowing interchangeable key boating safety messages to be displayed in the vicinity of boat ramps and includes waterway hazard information unique to each location. These new signs will be progressively rolled out to major boat ramps in the region.


Figure 9 – Examples of safety issues

Hazard buoy (minimise wash) near Rogan Bridge Multi-user area at Kennedy Road Bridge


5. Access

Key findings

• Waterway usage on the Tweed River is largely focused within a small portion of waterway from Terranora Inlet to Chinderah resulting in a strain on existing access facilities and a relatively high level of multi-user conflicts.

• Access infrastructure in some locations, particularly in close proximity to the coast, do not meet demand during peak periods and generally have poorly organised and insufficient parking facilities.

• Safe ocean access to Tweed, Richmond and Clarence Rivers is important to boating in the region.

• A lack of fuel and sewage pump out facilities in Ballina impacts on the boating experience in the area.

• Strategic placement of additional facilities, amenities and courtesy moorings may help diffuse the concentrated use of some waterways and could also encourage overnight stays for visiting boats.

Actions

e. Work with councils to ensure appropriate infrastructure, facilities and amenities are provided at regionally significant locations to meet local demand and encourage visiting/transient boaters.

f. Work with councils to provide appropriate infrastructure at strategic locations throughout a greater portion of the Tweed River to spread waterway usage.

g. Identify appropriate locations for specific waterway user groups and provide suitable infrastructure at these strategic locations to minimise multi-user conflict.

h. Continue support for the Rescuing Our Waterways dredging program.

i. Provide courtesy moorings at popular boating locations.

5.1 Overview of existing access facilities

Vessels access the waterways of the Tweed – Clarence Valley region in several ways including boat ramps, private and commercial moorings, marina berths, and club or private landing facilities. Trailered vessels are the most common type of vessel in the region and can be launched and retrieved at public boat ramps, some of which have facilities such as trailer parking, fish cleaning tables and toilets. Public wharves and jetties are also located on the region’s waterways and provide alternate access to recreational and commercial vessels that are on the water. Formal and informal dinghy storage facilities exist and are used to access


moored vessels. Waterfront landowners can also gain direct access to the waterway through private landing facilities.

There is also informal access for smaller vessels (including canoes and kayaks) from a number of public reserves and beaches.

During the site visits, some of the ramps visited were visually identified to be in below average condition, poorly maintained, lacking amenities and access facilities. Further details on some specific improvements to boating access upgrades are provided at Chapter 8.

Boat ramps

There are approximately 69 formalised boat ramps.

Location:

– 33 of these ramps are located on the Clarence River or one of its tributaries;

– 13 are on the Richmond River or one of its tributaries;

– nine are located on the Tweed River or one of its tributaries;

– three provide direct ocean access;

– two on the Brunswick River;

– two on the Evans River;

– two on the Wooli Wooli River;

– two in Toonumbar Dam;

– one on the Sandon River;

– one in Cudgen Creek; and

– one in Mooball Creek. Public jetties, wharves and pontoons

Further analysis of the region’s infrastructure found that there are 55 public access points including wharves, jetties, pontoons and landings.

Location:

– 21 are located on the Clarence River or one of its tributaries;

– 18 on the Tweed or one of its tributaries;

– nine on the Richmond River or one of its tributaries;

– three on the Evans River;

– two on the Brunswick River;

– one on the Wooli Wooli River; and

– one in Toonumbar Dam. Courtesy moorings

There were no courtesy moorings were identified in the Tweed-Clarence Valley region except for those at Julian Rocks in the Cape Byron Marine Park and within the Cook Island Aquatic Reserve.


Figure 10 – Example access facilities within the region

Kennedy Drive Boat Ramp Wharf North of Boyds Cove

5.1.1 Better Boating Program grants

Through the Better Boating Program, Roads and Maritime has provided grants totalling over $2.4 million for 41 projects in the Tweed-Clarence Valley region between 2004/05 and 2013/14. A selection of these can be seen in Figure 11 with all projects listed in Table 4 below. It is important to note that the total cost of the projects is not depicted in this table. For total cost of the projects refer to http://www.maritime.nsw.gov.au/mpd/success_projects.html.

Table 4 – List of Grants provided to Tweed-Clarence Valley through the BBP Projects

Recipient

Ballina Shire Council Fishery Creek Boat Ramp Improvements $34,977 Ballina Shire Council $157,750*

Ballina Shire Council $20,823

Ballina Shire Council $34,500*


Ballina Shire Council Keith Hall Boat Ramp Facility $30,000* Ballina Shire Council Martin St Boat Harbour Precinct $40,000*

Development Concept Study, Ballina Ballina Shire Council $27,500


Ballina Shire Council

Ballina Shire Council

Ballina Shire Council $148,750*


Byron Shire Council Brunswick Heads Boat Ramp Pontoon $63,000* Clarence Valley Council Crown Street Boat Ramp Jetty, Iluka $72,500


Project Final Grant

East Wardell Boat Ramp & Parking Upgrade (Design Stage), Richmond River

Emigrant Creek Boat Ramp Upgrade, West Ballina

Cawarra Park Boat Ramp Carpark Upgrade, Ballina (North Creek, Richmond River)

Fishery Creek Boat Ramp Car Parking Upgrade (Stage 2), West Ballina

Wardell Wharf New Pontoon - Bridge Drive, Wardell (Richmond River)

Emigrant Creek Boat Ramp Upgrade (Pontoon), West Ballina

Ballina Yacht Club Boat Ramp Carpark $17,310 Upgrade - River St, Ballina

East Wardell Boat Ramp Stage 2 (Construction) - Richmond River

Fishery Creek Boat Ramp Parking Stage $33,770 1, Ballina

Emigrant Creek Boat Ramp Upgrade (Carpark), West Ballina

http://www.maritime.nsw.gov.au/mpd/success_projects.html

Recipient Project Final Grant

Clarence Valley Council McLachlan Park Wharf & Pontoon Facility, Maclean

$130,000*

Clarence Valley Council New Wharf and Pontoon Facility at Harwood, Clarence River

$137,983

Clarence Valley Council New Wharf and Pontoon Facility at Ulmarra, Clarence Valley

$166,589

Clarence Valley Council Construction of Boat Ramp at Harwood Clarence River

$40,000

Clarence Valley Council Construction of New Boat Ramp & Carpark at Woombah, Clarence River

$166,501

Clarence Valley Council Clarence River Wharves Development Plan

$20,000

Clarence Valley Council Pontoon at Ford Park, River Street, Yamba - Clarence River

$25,000

Clarence Valley Council Brushgrove-Cowper Pontoon (Clarence River)

$125,000

Clarence Valley Council Yamba Bay Boat Ramp Carpark Improvements

$68,000

Clarence Valley Council Hickey Island Boat Ramp Carpark Upgrade, Yamba

$130,225

Lismore City Council Multi-Level Boating Wharf, Lismore -Wilsons River

$62,500

Lismore City Council Dungarubba Boat Ramp Upgrade, Richmond River

$40,000*

Lismore City Council North Woodburn Boat Ramp, Woodburn $10,000* Richmond Valley Council Evans Head Boat Ramp Pontoon

Upgrade, Evans River $34,991

Tweed Marina Industry Assoc.

Slipway Cradle Refurbishment, Tweed Heads

$6,925

Tweed Shire Council Chinderah - New Pontoon, Chinderah Tweed River

$60,000*

Tweed Shire Council Condong Boat Ramp Pontoon $27,780 Tweed Shire Council Lakes Drive Pontoon Replacement,

Tweed Heads $26,004

Tweed Shire Council Boat Ramp Upgrade - Fingal Head & Condong, Tweed

$19,891

Tweed Shire Council Lakes Drive Boat Ramp Upgrade and Jetty - Tweed River

$53,774

Tweed Shire Council Install Pontoons at Two Terranora Creek Jetties - Tweed Heads, Tweed River

$27,569

Tweed Shire Council Pontoon Upgrades at Tweed Heads South (Dry Dock Road Boat Ramp and Foysters Jetty)

$25,500

Tweed Shire Council Tumbulgum Heritage Wharf floating pontoon

$22,500

Tweed Shire Council Chinderah Boat Ramp Car Park Reconstruction

$34,468

Tweed Shire Council Cudgen Creek Boat Ramp Upgrade, Kingscliff (Cudgen Creek)

$20,250

Tweed Shire Council Kennedy Drive Boat Ramp Upgrade, Tweed Heads (Terranora Creek)

$15,250

TOTAL $2,418,167

* denotes Active projects as of 21/01/2014


Figure 11 – Completed BBP projects examples within the region

Lakes Drive Boat Ramp Upgrade & Pontoon, Tweed Murwillumbah Heritage Wharf

Terranora Creek Jetties, Tweed Heads Bushgrove-Cowper Pontoon, Clarence River


53% of survey respondents rated their satisfaction level with access and infrastructure facilities as acceptable or higher. 44% were dissatisfied or very dissatisfied. These values are represented below in Figure 12.

Figure 12 – Survey response – overall satisfaction with access and infrastructure facilities

3% 0%

20%

33%

38%

6%

Very satisfied

Satisfied

Acceptable

Dissatisfied

Very dissatisfied

Not applicable

Respondents that rated the overall access of the region as ‘dissatisfied’ or ‘very dissatisfied’ were typically concerned about safety, condition of infrastructure, and general access. Overall the respondents’ results were tallied to identify the perceived importance of various access issues. The resulting rankings are shown in Table 5.


Table 5 – Perceived importance of access and infrastructure issues – survey responses

Rank Issue

1 Safety

2 Condition

3 General access

4 Capacity

5 Trailer parking

6 Amenity

7 Disability access

8 Car parking

9 Accessibility to moorings

5.3 Key findings

The Tweed-Clarence Valley region has a large number of boating access points; however, some of the infrastructure is aged and offers a relatively basic level of amenity. The consultation feedback suggests there is a lack of capacity at many of the more popular access points to accommodate demand at peak times and to keep pace with the expected growth in boat ownership over the next decade. This strain on access infrastructure was identified to be of particular concern at downstream locations in close proximity to the ocean for the majority of waterways.

There are numerous opportunities to enhance the boating experience in the region by upgrading existing facilities and the strategic placement of additional access infrastructure. With a significant proportion of waterway usage being focused in close proximity to the coast, facilities in these areas, need to be developed and upgraded to ensure safe waterway access and help minimise user conflicts on the water.

Specific attention needs to be drawn to the Tweed River, where concentrated and increasing waterway usage has resulted in a high demand at existing access facilities and conflicts between the different waterway users. More efficient use of the Tweed River is important to improve boating experience for the different user groups and minimise conflicts between these groups. For example, at Fingal Head there is a concentrated area where power boats, sailing and passive crafts all use a single facility to access the water. By spreading this waterway usage over a greater percentage of the waterway, multi-user conflicts can be reduced.

Facilities should be developed at strategic locations to encourage waterway use that is appropriate for the physical characteristics of the waterway. For example, specific areas in the region such as Simpsons Creek and Belongil Creek are naturally physically restrained and are ideal for passive craft use. This will also help to minimise conflict between different user groups.

Consultation feedback also highlighted the importance of maintaining safe ocean access from the Tweed, Richmond and Clarence Rivers and indicated that this was essential to service a large proportion of local and visiting users as well as maintaining the aesthetics and amenity of the waterway.

A lack of on-water fuel and sewage pumpout facilities at Ballina were also identified as an area that would improve the boating experience in the area.


5.4 Actions

e. Work with councils to ensure appropriate infrastructure, facilities and amenitiesare provided at regionally significant locations to meet local demand andencourage visiting/transient boaters

Given the large number of facilities in the region, and that the Regional Boating Plans are also being developed concurrently in 10 other regions across the State, a detailed analysis of each facility in the region was not undertaken as part of the development of this Consultation Draft. However, regionally significant locations have been identified with potential projects to be funded at these locations to enhance the boating experience. Issues identified at these locations as well as potential solutions and opportunities are described in Chapter 8.

The project team will hold further discussion with councils across the Tweed-Clarence Valley region to identify a list of priority projects that will deliver the greatest benefit. Other stakeholders and the general public are also encouraged to identify specific access improvement projects in the region as outlined in Chapter 8.

Regionally significant locations such as Brunswick Heads, Ballina, Emigrant Creek and Yamba Bay have been identified as locations that support significant numbers of local boaters and also encourage, or have the potential to encourage, overnight/transient vessels. The strategic placement of additional access pontoons/jetties, courtesy moorings and the upgrading of boat ramps at these locations as well as the provision of appropriate amenities, will lead to an enhanced boating experience for local and visiting boaters. It may also help enhance the economy of these regional towns.

Since the Tweed River supports a high number of local and visiting waterway users and is a regionally significant waterway, specific action is required to address the key issues associated with access and conflict of use that are experienced in this waterway. These issues are outlined in Action f below.

f. Work with councils to provide appropriate infrastructure at strategic locationsthroughout a greater portion of the Tweed River to spread waterway usage

Providing additional access sites away from the congested areas such as Tweed Heads and Fingal Head will help reduce congestion at existing facilities. Funding will be provided to deliver projects in partnership with councils that will encourage waterway users to launch at alternate locations and utilise infrastructure and amenities at less congested locations. Ongoing maintenance and upgrading of the existing facilities between Terranora Inlet and Chinderah is also required. Development of boating infrastructure at Tumbulgum, Condong and Murwillumbah has been highlighted as integral in spreading waterway usage. Suggested projects raised through consultation are described in Chapter 8.

Further consultation with Councils and suggestions raised through submissions on this Consultation Draft will be used to inform and develop a list of priority projects to be included in the final version of the Regional Boating Plan at these, or any further locations identified on the Tweed River.

g. Identify appropriate locations for specific waterway user groups and providesuitable infrastructure at these strategic locations to minimise multi-user conflict

Conflicts between different user types can be reduced by identifying locations that have characteristics best suited to particular users and tailoring infrastructure to the needs of those users. For example, small waterways such as Simpsons Creek and Belongil Creek are naturally shallow and sheltered making them ideal for passive craft use.

Chapter 8 identifies several areas that may be best suited to different types of user groups. Again, further consultation with Councils and suggestions raised through submissions on this


Consultation Draft will be used to inform and develop a list of priority projects to be included in the final version of the Regional Boating Plan.

h. Continue support for the Rescuing Our Waterways dredging program

The Rescuing Our Waterways dredging program, which is administered by NSW Department of Trade and Investment (Crown Lands), provides funding to dredging projects to aid navigation in public waterways by recreational and commercial vessels. Under the second stage of this program, $1.5 million is available for dredging projects to be delivered in 2014/2015. Under this program applicants are required to contribute 50% of the total dredging costs. While applications under the second stage of this program have closed, continued support for this program beyond this stage will ensure priority dredging projects for the State continue to be delivered.

i. Provide courtesy moorings at popular boating locations

Funding will be provided for the installation and maintenance of courtesy moorings in the region. As detailed in Chapter 8, BSOs and other stakeholders have suggested a number of potential locations where boaters would benefit from the installation of courtesy moorings including:

Jack Evans Boat Harbour;

Terranora Creek;

Ballina; and

Emigrant Creek.

Figure 13 – Examples of access issues

Narrow access at the entrance to Jack Evans Boat

Harbour

Woodburn Boat Ramp on Bank Street, limited trailer

parking and boat ramp requires improvement


6. Storage

Key findings

• The growth in boat storage capacity across the region will need to keep pace with the forecast growth invessel numbers.

• Waiting lists for private moorings in popular areas may limit access for boaters.

• Dinghy storage in coastal areas where moorings are concentrated is informal and access to mooredvessels is often difficult.

Actions

j. Work with Councils and other partners to help deliver projects that support strategic growth in boatstorage capacity

k. Optimise configurations of existing mooring fields to improve access and navigation and enable futuregrowth as required

l. Provide dinghy storage racks for areas with high concentrations of moorings.

6.1 Existing storage

6.1.1 Overview of existing storage types

Storage for vessels is generally provided on-land for smaller trailerable vessel (< 6 m) and on-water for larger vessels (> 6 m); however larger vessels can also be stored on-land, for example at dry-storage facilities, for vessels up to approximately 10 m.

The main types of on-water storage in the Tweed - Clarence region are principally:

Private moorings

Commercial moorings

Commercial marina berths and

Domestic berths, moorings and other associated storage.

On-water storage at commercial marinas, yacht / sailing clubs, or boating facilities, is provided through berths (floating or fixed), moorings (swing, fore and aft or other) and where space


permits on-land, through dry storage such as a hard-stand or dry-stack. Examples are shown below at Figure 14 and Figure 15.

Figure 14 – Examples of rowing sheds for storage at Grafton, commercial fishing vessels stored at Yamba

Figure 15 – Examples of private moorings, the Sailability shed and commercial fishing berths and rowing club on the Tweed River

Storage at private facilities can be adjacent to private property on domestic jetties, slipways, boatsheds, berths/fore and aft moorings, or, on private swing moorings. Private swing moorings usually also require access to the water with a tender/dinghy and this vessel also requires its own form of storage on-land (Figure 16).

Vessels less than 6 m are most often stored on private property or residential streets on trailers and access the water via boat ramps.


Figure 16 – Examples of private storage in Ballina, at Yamba Marina1, Brunswick Heads Boat harbour and on-land storage for sail craft

6.1.2 Overview of existing storage volume

There are approximately 1,300 on-water and on-land vessel storage spaces in the region. Of these, less than 250 are private moorings and just over 20 are commercial mooring licences issued and administered by Roads and Maritime. There are also are also a number of mooring licences administered by NSW Trade and Investment (Crown Lands).

There is much less on-water storage available in this region compared with other areas of the State. This could relate to findings referred to at Section 3.1.2 which show that a significant majority (90%) of all vessels are between 2 and 6 m in length and are therefore most likely stored on trailers. Conversely, it is also possible that the lack of on-water storage influences the types of boats used in the area.

While the numbers for each category of storage are in many cases approximate, they can be generally grouped as follows:

Tweed Heads / Brunswick

Council and commercially operated marinas and associated boating facilities, total around80 berths;

Nine berths for commercial fishing vessels;

A small number of private moorings (<55) as well as a moderate number of domesticjetties and private marina berths <200);

Five commercial mooring licences;

Limited on-land storage / temporary access used by the local sailing club for memberswith smaller sailing vessels; and

Boat harbour at Brunswick Heads with a small number of berths (< 35) for visitingvessels, commercial fishing and other commercial operators.

1 Image obtained from http://www.realestate.com.au/property-house-nsw-ballina-116411343


http://www.brunswickheads.org.au/media/images/content/detail/090424-2095-page284.jpg

http://www.realestate.com.au/property-house-nsw-ballina-116411343

Ballina / Byron Bay / Evans Head

A small number of private moorings (<30) as well as numerous domestic jetties and private marina berths, in particular in the estates surrounding the Burns Point Ferry Terminal (>130) and on the Richmond River;

The Fisherman’s Coop at Ballina boat harbour, similar to Brunswick Heads, has a small number of berths (< 35) for visiting vessels, commercial fishing and other commercial operators. Ballina Slipway also provides a small number of berths (5) for visiting and local vessels. The Regatta Avenue Harbour provides storage for commercial, visiting and emergency vessels (<30);

The small boat harbour at Evans Head provide storage for <40 vessels;

The sailing club in Ballina provides a small amount (<30) of on-land storage for members with sailing vessels (beach launch); and

There is one commercial mooring licence on Emigrant Creek.

Iluka / Yamba / Clarence River

There are around 140 private moorings in the Iluka / Yamba and Clarence River (Grafton) as well as numerous domestic jetties and private marina berths, in particular in the estates at Yamba Shores, Crystal, Kolora lakes, Oyster Cove and channel (>300), as well as on the Clarence River;

The Clarence River Fishermen's Co-operative provides moorings at both Iluka and Yamba for a small number of visiting vessels together with commercial vessels (<50);

Yamba Marina has 90 floating berths, 15 moorings and a total of 54 hard stand spaces that provide open or under cover dry storage;

Limited spaces in under cover storage for small runabouts in Yamba; and

There are 15 commercial mooring licences in the area.

Opportunities to expand marine infrastructure in the Tweed – Clarence Valley region

The Clarence Valley Council and the Port of Ballina Taskforce are both exploring opportunities to expand marine infrastructure, including on and off-water vessel storage to encourage investment and stimulate economic growth.

The Clarence Valley Council Clarence Marine Precinct document encourages domestic and international investors to grow and develop marine based businesses in the Clarence, including targeting opportunities for boat storage to meet demand from NSW and southern Queensland

The Port of Ballina Taskforce is seeking to improve marine infrastructure and the marine environment in Ballina.


Approximately 21% of survey respondents rated the adequacy of storage facilities as acceptable or higher and 64% rated the adequacy of storage facilities as inadequate or very inadequate.


Figure 17 – Survey response – overall satisfaction of storage facilities

0%

6%

15%

46%

18%

15%

Adequate

Acceptable

Inadequate

Very inadequate

Not applicable

Respondents, both boaters and non-boaters, that rated the overall storage of the region as ‘inadequate’ or ‘very inadequate’ were typically concerned about physical accessibility, lack of amenities and lack of parking spaces.

Overall the respondents’ results were tallied to identify the perceived importance of various storage issues. The resulting rankings are shown in Table 6.

Table 6 – Perceived importance of storage issues – survey responses

Rank Issue

1 Physical accessibility

2 Amenity

3 Lack of parking spaces

4 Cost

5 Dinghy storage

6 Waiting list

6.3 Key findings

Storage requirements in the region are influenced by the high percentage of trailer boats as well as the number of boaters travelling across the border from Queensland. As described in Chapter 3, this places higher demands on the need for access infrastructure such as boat ramps and on-land storage.

There are, however, long waiting lists at four mooring areas at the Iluka, Yamba and Ballina which suggests these waterways would benefit from additional on-water storage. In addition, stakeholder feedback has also indicated a lack of dry storage, suitable access to deep water for on-water storage and a lack of storage sail craft in some areas.

As noted in Section 3.1.4, growth in vessel ownership is forecast to increase by at least 2.9% annually in the state and slightly more in this region. In addition, the average size of recreational vessel across the State is forecast to increase. This suggests that moderate increases in boat storage capacity will be required across the region, for both on and off water storage options.


Failing to plan for boat storage growth not only impacts on the experience of boaters in the region but also risks generating negative impacts for the community more broadly.

Increased storage capacity will also be needed for paddle craft and other vessels which do not require registration and therefore do not appear in growth forecasts. However, anecdotal evidence suggests that the popularity of these craft is growing at a faster rate than registered vessels.

Analysis from the consultation feedback and site visits has identified three key issues that would benefit from a more strategic approach to boat storage.

Dry Storage

The lack of dry boat storage in the Tweed was identified as an issue during stakeholder consultation. This may be partially addressed in the short term by the small number of development consent applications in the Tweed River, which are seeking to provide storage for varying sizes of vessels on-land. This includes an application for a 38 single level individual storage spaces at North Chinderah for boats and trailer storage that was approved in early June 2014.

Stakeholder feedback in the Tweed also identified the lack of access and storage for all sizes of sail craft and smaller beach launch craft.

In the Clarence, particularly at Iluka / Yamba, the uses and depth of water support a combination of dry storage and on-water storage. There are currently dry-stack 54 dry storage spaces at Yamba Marina where there is also minimal self-storage for smaller runabouts.

As noted above, strategic planning by Clarence Valley Council as part of the Clarence Marine Precinct document seeks to increase tourist visitation and investment in the marine sector, which could include and also support development of both dry storage and on-water storage.

Demand for private moorings

The physical characteristics of the waterways in this region, such as small estuaries and bar crossing have contributed to a much lower number of on-water storage options than in other areas of the State. There are approximately 250 across all the rivers and coastal areas of the region. Around 40% of these moorings (101) are part of four mooring areas (one at Ballina and three at Iluka / Yamba) that have waiting lists of up to 2 years. The current number of applicants on the waiting lists stand at 12 for 21 moorings, 14 for 19 moorings, 16 for 18 moorings and 8 for 43 moorings for these four areas. This data reflects the feedback received from stakeholders about the length of mooring waiting lists in these areas.

A moderate increase in mooring numbers may be required to accommodate current demand in the four areas identified as well as future demand in other areas, particularly the Tweed. Given the physical constraints of the waterways any increase in mooring numbers needs to be carefully planned, with a focus on optimising existing mooring configurations before expanding into new areas.

In March 2014, MMC released the Moorings Review Issues Paper which highlighted the potential for increase mooring capacity through policy and regulatory changes and by using alternate moorings systems such as fore and aft or multi-point moorings. It is noted that alternate mooring systems are not suitable in all areas and may be subject to planning requirements.

Further information about the Moorings Review is available at: http://www.transport.nsw.gov.au/engagement/moorings-review-issues-paper.


http://www.transport.nsw.gov.au/engagement/moorings-review-issues-paper

Dinghy storage

Some stakeholders and councils indicated there has been an increase of dinghies stored on the foreshores and reserves of the Tweed – Clarence Valley region. This issue was more evident in the Tweed than other areas of the region visited by the project team.

For example, as the mooring area at Cave Point has grown, so too has the demand for dinghy storage. While the area at Cave Point has a variety of access points for boaters there is currently no clear area for dinghy storage.

Through the Better Boating Program, Roads and Maritime has in the past provided grants to Councils in other regions to assist with the provision of dinghy storage racks. The region would benefit from the provision of such storage racks in the areas with higher mooring density such as the Tweed, Iluka and Yamba.

6.4 Actions

j. Work with Councils and other partners to help deliver projects that supportstrategic growth in boat storage capacity

MMC and Roads and Maritime will hold further discussion with councils and other groups to identify a list of priority boat storage projects that will deliver the greatest strategic benefit. Other stakeholders and the general public are also encouraged to identify specific project that will improve boat storage in the region. Potential opportunities are identified in the analysis contained in Chapter 8.

k. Optimise configurations of existing mooring fields to improve access andnavigation and enable future growth as required

The total increase in moorings required across the region will to an extent be influenced by the growth in other storage options. However, there may be opportunities to reduce waiting lists in popular areas through optimising existing mooring configurations and identifying areas where future growth could be accommodated with minimal impact.

l. Provide dinghy storage racks in areas with high concentrations of moorings

Strategic placement of dinghy storage racks will help improve access and foreshore amenity.

Figure 18 – Existing boat storage examples

Yamba


Illuka


7. Other issues raised duringconsultation

Key findings

• Riverbank erosion is an issue in parts of the Clarence, Tweed and Brunswick Rivers. Bank stability isinfluenced by a number of factors including tidal flow, flood events, wind and wave action, cattle grazingand the presence of vegetation on river banks. However, a number of stakeholders view the washgenerated by boating activity as a primary cause of bank erosion.

Actions

m) Develop a long term strategy to address wake from vessels that is informed by further evidence and a State-wideapproach to promoting these activities in areas where the impacts of vessel wash can be minimised. In the interim,maintain existing measures at known erosion problem areas including monitoring, compliance and education.

7.1 Overall analysis of ‘other’ issues

The objective of the Regional Boating Plans is to enhance the boating experience in NSW by identifying the priority actions to be taken to improve boating safety, access and storage in each region. These actions will be used to inform funding to be provided under a new boating infrastructure partnership program and to help shape future maritime policy decisions.

In consulting with stakeholders and the general public on the development of the Regional Boating Plan a number of other issues were identified that do not fit neatly into the categories of safety, access or storage. Nonetheless, they incorporate suggestions on how to improve the boating experience and the broader management of NSW’s waterways.

A snapshot of other issues raised for the Tweed – Clarence Valley region is provided at Section 7.2 below. Where relevant, these issues will be considered in the implementation of the actions identified in Chapters 4, 5 and 6. The other issues will also be raised with the relevant Government agency or Council that has primary responsibility for the issue.

It was clear from the consultation feedback and site visits that concerns about the impact of boating activity on riverbank erosion is the most significant ‘other’ boating issue in the region. This is discussed in detail at 7.3 below.


7.2 Snapshot of ‘other’ issues

Short descriptions of the other issues are listed below:

A number of stakeholders cited wash from boating activity as a primary cause ofriverbank erosion at locations in the Tweed, Brunswick and the Clarence River. Othersnoted that there are a number of other catchment-wide factors that may have a moresubstantial impact than boating activity.

Current planning arrangements for the Tweed – Clarence Valley are complex and couldinhibit the delivery of the strategies and actions from this study, in particular those relatedto storage.

The lengthy processing time of development approvals for on-water amenities withwaterfront access was seen as unnecessary and an impediment to progress.

Some boaters believe that there are too many “authorities” and there is a perceived needfor more formal consultation processes between authorities and the recreational boatingcommunity.

There were mixed views about the impacts on seagrass from boating.

Noise from vessels, in particular at boat ramps in residential areas, is considered bysome as a nuisance. The counter-view expressed is that residents should expect somelevel of noise near public facilities such as ramps.

Concerns were raised about the need for increased transparency and improved value formoney from revenue raised by recreational boating.

Some stakeholders expressed the view that there are already too many boats in theTweed, while others view boating as a means of increasing tourism revenue and addingto property values.

Some stakeholders noted a need to improve regional boating in the Clarence in order tosupport employment and tourism.

7.3 Key findings

Bank erosion in areas of the Tweed, Brunswick and Clarence River, was identified as a significant issue through the regional site visits and throughout stakeholder feedback. Clarence River is probably most affected by bank erosion; particularly upriver from Grafton.

Wash generated from boating activity, particularly wakeboarding and waterskiing, is often attributed as the primary cause of riverbank erosion in the absence of scientific evidence. However, there are competing views, with others claiming that flood events, cattle grazing, tidal and natural wave action and lack of vegetation have a more substantial impact.

Clarence Valley Council, in conjunction with Local Land Services and Roads and Maritime, has engaged consultants to study the bank erosion in the Clarence River upstream from Grafton. This report is due to be finalised shortly and should assist in providing evidence to support future mitigation measures in that section of the river. However, these measures may not be appropriate to address erosion issues in other areas of the Tweed-Clarence Valley Region, or in other areas of the State where erosion issues have also been identified.

The social and economic impacts of restricting boating activity in particular areas also need to be taken into account, particularly given that the tourism revenue generated by these activities can make a significant contribution to local and regional economies.


Figure 19 – Feedback from stakeholders showing differing perspectives, such as the 2013 floods (top and bottom left), cattle grazing close to water (top right) and vessel wake (bottom right)

7.4 Actions

m) Develop a long term strategy to address wake from vessels that is informed by furtherevidence and a State-wide approach to promoting these activities in areas where theimpacts of vessel wash can be minimised. In the interim, maintain existing measuresat known erosion problem areas including monitoring, compliance and education.

The current process of simultaneously developing 11 Regional Boating Plans across all of the major waterways in NSW provides an ideal opportunity to take a holistic approach to the vessel wake issue. There may be a particular waterway, or a section of waterway, in a region where the evidence suggests that it is justifiable to impose restrictions on certain types of boating activity. However, there are also likely to be other areas in the region, or in a neighbouring region, where the same boating activity has minimal environmental impact or has an impact that can be mitigated through infrastructure solutions that could potentially be supported by the new boating infrastructure grants program – for example, armouring stretches of riverbanks.

It is important to adopt a holistic approach when considering measures to reduce the impact boating may have on adjacent foreshores. Experience has shown that an ad hoc approach can lead to confusing messages for boaters and may inadvertently relocate the issues.

The MMC is keen to explore this issue in further consultations with Councils across each of the 11 Regional Boating Plan regions, with a longer term objective of partnering with Councils and/or other stakeholders to establish and promote a number of dedicated facilities across the State where these types of activities can be concentrated (eg a wakeboarding park) to alleviate pressure in more environmentally sensitive areas.

Noting that the lead times involved in developing a holistic approach and establishing dedicated facilities is likely to be several years, Roads and Maritime will continue to monitor erosion issues at the local level including through compliance and education programs on vessel wash and safety. Roads and Maritime will also continue to work with local user groups on interim measures, such as the voluntary restrictions agreed with wake boarders and ski craft operators following the floods on the Clarence River in 2013.


8. Detailed opportunities to support actions

Summary of key actions

The waterways in the Tweed – Clarence Valley region are highly utilised and essential to public amenity, importantly of great economic value to the region. The current infrastructure requires modernisation, expansion and future proofing and is in need of investment to enhance the experience of the recreational boaters. Based on our key findings in Chapters 4, 5 and 6, the region will most benefit from the following:

a. Review strategies to improve boating safety across ocean bars and at ocean access ramps.

b. Review the placement and planning of navigations aids.

c. Review strategies to improve user behaviour.

d. Review signage for clarity and visibility.

e. Work with councils to ensure appropriate infrastructure, facilities and amenities are provided at regionally significant locations to meet local demand andencourage transient boaters.

f. Work with councils to provide appropriate infrastructure at strategic locations throughout a greater portion of the Tweed River to spread waterwayusage.


g. Identify appropriate locations for specific waterway users groups and provide suitable infrastructure at these strategic locations to minimise multi-user conflict.

h. Continue support for the Rescuing Our Waterways dredging program

i. Provide courtesy moorings at popular boating locations.

j. Work with Councils and other partners to help deliver projects that support strategic growth in boat storage capacity

k. Optimise configurations of existing mooring fields to improve access and navigation and enable future growth as required

l. Provide dinghy storage racks for areas with high concentrations of moorings.

m. Develop a long term strategy to address wake from vessels that is informed by further evidence and a State-wide approach to promoting these activities in areas where the impacts of vessel wash can be minimised. In the interim, maintain existing measures at known erosion problem areas including monitoring, compliance and education.

Key findings and actions have been identified for Safety, Access and Storage as summarised at the start of Chapters 4, 5 and 6 respectively. As discussed, these were derived through comprehensive analysis of stakeholder consultation (including BSOs, Councils, clubs and organisations, online survey respondents and other individuals), combined with the review of available data, literature and site visits. These key findings and actions, where appropriate, have been identified and supported by location specific opportunities as seen below in Table 7.

Note: the potential solutions and opportunities seen in Table 7 are the final intended outcomes and are in no way definitive. It is the responsibility of the eventual proponent to undertake the relevant detailed feasibility reviews including planning consent requirements, design and cost estimates prior to undertaking the projects. The issues are not arranged in any order but are instead listed logically based on their locality.


Table 7 - Location based key issues, potential solutions and opportunities

Location Issue Category

S St A Issues Summary Description of Issue Potential Solutions and Opportunities

Tweed Rivermouth

Hazards Unsafe or shallow ocean bar crossing

TfNSW and RMS to review and update current education and communication campaigns

Research options to improve communication of bar crossing conditions

Refer to Crown Lands' 'Sustainable Dredging Strategy' and 'Rescuing our Waterways' program

Supports action a

Wake Towing boats creating excessive wash

TfNSW and RMS to work with MSQ to develop joint communication and education campaigns

Supports action c

Jack Evans Boat Harbour

Vessels not observing correct distance

On-water behaviour

High multi-user activity resulting in conflicting usage of waterway

RMS to review signage and education and communication campaigns

Identify and provide strategic access locations to spread waterway usage.

TfNSW and RMS to work with Marine Safety Queensland (MSQ) to develop joint communication and education campaigns.

Supports action c and f

Hazards Existing signage at entrance to harbour is unclear

Review placement of additional buoys and signage at harbour entrance

Supports action d

General access No courtesy moorings

Provide courtesy moorings at Jack Evans Boat Harbour

Research and development of technologies for automatic time monitoring of courtesy mooring use Supports action h




Terranora Creek

Vessels not observing correct distances

On-water behaviour



Supports actions c and f

Storage availability Limited quantity of moorings

Review the strategic placement of moorings in Terranora Creek to improve navigation and meet demand

Supports actions i and j

General access No courtesy moorings

Provide courtesy moorings at Terranora Creek

Research and development of technologies for automatic time monitoring of courtesy mooring use

Supports actions f, g and i

Car parking Limited car and/or trailer parking at access points at Dry Dock boat ramp

Investigate additional car/trailer parking at Dry Dock boat ramp

Supports action f

Tweed Heads

Condition

Capacity

Car/Trailer Parking

The location of the Kennedy Drive boat ramp is not ideal, is in a busy area and does not meet demand


Review and upgrade boat ramp at Tweed Heads (Kennedy Drive) to cater for demand.

Upgrade facilities at Tweed Heads boat ramp (Kennedy Drive).

Review existing parking area and increase capacity if possible at Tweed Heads (Kennedy Drive). Review commercial viability of alternate parking area in close proximity. Supports action f

Lack of parking spaces Limited car and/or trailer parking at access points

Review opportunities to expand parking facilities at Keith Curran Reserve (Island Drive) for access to wharf facility. Supports action f

Boyds Bay Storage availability Limited quantity and phasing out of moorings

Review the strategic placement of moorings in Boyds Bay to improve navigation in the area and meet demand

Supports actions h and k




Fingal Head

Physical accessibility

Capacity

Limited quantity and difficult access to moorings

Review need for moorings near Coolangatta and Tweed Heads golf course and commercial opportunities to increase and improve storage elsewhere.

Review the strategic placement of moorings at Fingal Head to improve navigation and meet demand

Supports actions h and k

Storage availability Limited dry storage facilities for clubs and waterway user groups

Identify and provide of strategic access locations to spread waterway usage.

Supports action f

Dinghy storage Inadequate facilities provided for dinghy storage, which results in loss of amenity

Review and confirm locations and capacity requirements for dinghy storage facilities

Supports action l

Capacity

Condition

Physical accessibility

Access to boat ramp and pontoon/jetty does not meet demand.

Insufficient availability of grassed areas for rigging boats with direct waterway access.

Boat ramp is slippery and covered in oysters.

Infrastructure not providing for disabled/less abled access


Review and upgrade boat ramp at Fingal Head (off Lighthouse Parade) to cater for demand.

Refer to council for maintenance.

Install disabled access facilities at Fingal boat ramp (off Lighthouse Parade).

Supports action f

Safety

Use of informal access points in high multi user area

Conflicts between PWC operators and other waterway users

RMS to review and update boat ramp locator, removing indicator at the Old Boat Harbour.

Review need for signage

Review and install bollards to restrict access

Supports action f and g




General access Insufficient beach area to support demand and spread waterway usage


Supports action f

Chinderah


Review the strategic placement of moorings at Chinderah to improve navigation and meet demand

Supports actions j and k

Capacity

Condition

Oxley Park boat ramps does not meet demand

Boat ramp surface needs maintenance and upgrading

Limited car and/or trailer parking at boating infrastructure sites, which may lead to difficult access to car and/or trailer

Identify and provide strategic access locations to spread waterway usage

Investigate opportunities to upgrade boat ramp at Oxley Park boat ramp (off Chinderah Bay Drive)

Investigate opportunities to upgrade and formalise parking at Oxley Park boat ramp (off Chinderah Bay Drive)

Supports action f

General access Rock walls make boat access to beaches difficult/dangerous at high tide near Turnock Park (off Chinderah Bay Drive)


Supports action f

Dodds Island Navigation aids Existing navigation aids are unlit Review navigation aids

Supports action b

Tumbulgum

Capacity

Amenity

Insufficient infrastructure (jetties/pontoons) for temporary land access, safe waterway access or emergency response

No public toilets provided

Upgrade pontoon access at Tumbulgum (Riverside Drive)

Install toilets at Tumbulgum boat ramp (Riverside Drive)

Supports action f

Capacity Insufficient beach area to support demand and spread waterway usage


Supports action f


Issue Category Location Issues Summary Description of Issue Potential Solutions and Opportunities

S St A

Condong

Amenity No public toilets provided Install toilets at Condong boat ramp (McCleod Street)

Supports action f

General access Poor access from foreshore land to beach areas


Upgrade foreshore to improve beach access

Supports action f

Cudgen Creek


On-water behaviour

High multi-user activity resulting in conflicting usage of waterway and visibility concerns for passive craft users

RMS to review signage along with education and communication campaigns

Supports actions c and d

General access Poor and shallow access at boat ramp with the opportunity for dredged sand to nourish Kingscliff Beach

TfNSW and RMS to review and update current education and/or communication campaigns


Supports action e

Cudgera Creek


On-water behaviour




Mooball Creek


On-water behaviour







Brunswick Rivermouth

General access

Unsafe or shallow ocean bar crossing

Conflict between surfers and vessels crossing the bar




Supports action a

Simpsons Creek Capacity Access to boat ramp does not meet demand

Install passive craft launching site off Brusnwick Terrace, near the Terrace Reserve Holiday Park

Supports action g

Brunswick Heads

Vessels not observing

correct distance High multi-user activity resulting in conflicting usage of waterway



Capacity

Car/Trailer Parking

Access to boat ramp does not meet demand

High flow of river makes for difficult access.

Insufficient infrastructure (pontoons/jetties) for temporary land access or safe water access

Review and upgrade the Brunswick boat ramp (off Old Pacific Highway)

Note: a Better Boating Program grant was awarded to Byron Council in 2013/14 to install a pontoon at the Brunswick boat ramp (off Old Pacific Highway)

Formalise car/trailer parking at Brunswick Heads boat ramp (off Old Pacific Highway)

Investigate use of alternate boat ramp in boat harbour for calm water access or protection of boat ramp from currents

Supports action e




Ferry Reserve

Condition

Capacity

Car/trailer parking


Boat ramp surface and surrounding surface needs upgrading.

Boat ramp is too short

Limited car and/or trailer parking at access point with limitations to expansion

Review and upgrade the boat ramp at Ferry Reserve (off Old Riverside Crescent) or develop alternate access facility to meet demand

Extensive parking upgrade to meet demand is not feasible. Formalise parking at strategic boat ramp, Brunswick Heads boat ramp (off Old Pacific Highway)

Supports action e

Mullumbimby Condition

Car/Trailer Parking

Boat ramp surface and surrounding surface needs upgrading.

Limited car and/or trailer parking at access points

Review, upgrade and formalise ramp at Mullumbimby for passive and small boat access

Investigate opportunities to upgrade car park and install facilities at Mullumbimby boat ramp

Supports action e

Belongil Creek


On-water behaviour


RMS to review signage and education and communication campaigns and consider restricting waterway usage to passive craft

Supports actions c, d and g

Byron Bay


On-water behaviour


RMS to review signage at The Pass boat ramp (Brooke Drive) and review and update education and communication campaigns


Richmond Rivermouth

General access Unsafe or shallow ocean bar crossing


Implementation of more cameras for monitoring of bars online



Supports action a




Ballina

Hazards Existing signage is unclear with respect to ferry crossing cables

Review signage at ferry crossings

Supports action d


Review the strategic placement of moorings in Ballina to improve navigation and meet demand

Supports actions j and k

General access Limited quantity and access to courtesy moorings

Provide courtesy moorings and storage/berthing facilities at Ballina

Research and develop technologies for automatic time monitoring of courtesy mooring use

Supports action i

Fishery Creek Car/trailer parking Limited car and/or trailer parking at access points

BBP Funding allocated in 2013/14 for expansion of car/trailer parking at Fishery Creek boat ramp. Monitor progress

Supports action e

Emigrant Creek

Navigation aids Existing navigation aids are unclear, unsafe and/or unlit

Renew and/or refresh navigation aids

Supports action b

General access Limited quantity and access to courtesy moorings

Provide additional courtesy moorings and storage/berthing facilities at Emigrant Creek

Research and development of technologies for automatic time monitoring of courtesy mooring use

Supports action h

Amenity No fuelling facilities in Richmond River

Non-existent pump-out facilities

Provide fuelling services at strategic regional locations

Provide pump-out facilities at strategic regional locations

Supports action e




Keith Hall Capacity


Boat ramp surface and surrounding surface needs upgrading

BBP Funding allocated. Monitor progress at Keith Hall Lane

Supports action e

Woodburn Capacity


Boat ramp surface and surrounding surface needs upgrading


Upgrade the Woodburn boat ramp (Bank Street)

Review opportunities to formalise car/trailer parking at Woodburn boat ramp (Bank Street)

Supports action e

Coraki


Review the strategic placement of moorings in Coraki to improve navigation and meet demand

Supports action j and k

Capacity Limited car and/or trailer parking at access points

Review opportunities to formalise car/trailer parking at Coraki boat ramp (Richmond Terrace)

Supports action e

Wilsons River Condition Upgrading of boat ramp and installation of jetty or pontoon for temporary land access and safe waterway access

Upgrade boat ramp surface and provide access pontoon at Upper Wilsons River

Supports action e

Evans Head On-water behaviour Unsafe or shallow ocean bar crossing


Implementation of more cameras for monitoring of bars online



Supports action a




Amenity Inadequate/insufficient amenities Install and upgrade existing amenities at Evans Head boating access sites

Supports action e

Iluka Wash Existing navigation aids or signage is unclear, unsafe and/or unlit

Renew and refresh navigation aids

Supports action b

Yamba

Hazards Existing signage is unclear and unsafe Renew and refresh signage at ferry crossings

Supports action d

Capacity



Insufficient infrastructure (jetties/pontoons) for temporary land access, safe waterway access or emergency response

Upgrade Yamba Bay boat ramps to allow safe access and launching of larger vessel access with consideration to the Clarence Valley Marine Precinct Plan

Provide jetty at Yamba boat ramp (off Yamba Road) with consideration to the Clarence Valley Marine Precinct Plan

Investigate options to upgrade Hickey Island Boat Ramp.

Supports action e

Amenity Poor or non-existent pump-out facilities Provide pump-out facilities at strategic regional locations

Supports action e

Oyster Channel Navigation aids Existing navigation aids are unclear and unsafe

Renew and/or refresh navigation aids

Supports action b

Harwood

General Access

Condition

Trailer parking

Access to boat ramp does not meet demand.



Upgrade Harwood boat ramp (Careys Lane) with consideration to the Clarence Valley Marine Precinct Plan

Review opportunities to formalise car/trailer parking at Harwood Slipway boat ramp (Careys Lane)

Supports action e

Maclean Lack of parking spaces Limited car and/or trailer parking at access points

Review opportunities to formalise car/trailer parking at Maclean boat ramp (McNaughton Place) with consideration to the Clarence Valley Marine Precinct Plan

Supports action e




Brushgrove Safety Boat ramp has overhanging trees that restrict use of ramp for sailing boats

Council to review boat ramp maintenance regime, including trimming of overhanging trees

Supports action e

Grafton


On-water behaviour




Seelands Amenity

Car parking

No public toilets provided


Install public toilets at Old Punt Road boat ramp with consideration to the Clarence Valley Marine Precinct Plan

Review opportunities to formalise car/trailer parking at Eastland Park boat ramp (Old Punt Road)

Supports action e

Junction Hill Car parking Limited car and/or trailer parking at access points

Review opportunities to formalise car/trailer parking at Junction Hill boat ramp (Carrs Peninsular Road) with consideration to the Clarence Valley Marine Precinct Plan

Supports action e

Upper Clarence

Hazards Existing signage is unclear and unsafe Renew and refresh signage

Supports action d

Amenity Poor or non-existent pump-out facilities

Provide pump-out facilities at strategic regional locations with consideration to the Clarence Valley Marine Precinct Plan

Supports action e

Brooms Head Car parking Limited car and/or trailer parking at access points

Review opportunities to formalise car/trailer parking at Brooms Head boat ramp (off Ocean Road)

Supports action a

Region-wide

Speed

Wash

Emergency response

Speed and wash restrictions are not monitored sufficiently by BSOs and police

Emergency response and waterway monitoring is insufficient in periods of peak usage.

TfNSW and RMS to review regulations and enforcement

Supports action c




Sandon River

Navigation aids Existing navigation aids are unclear and unsafe

Renew and refresh navigation aids

Supports action b

Condition Boat ramp surface and access road needs maintenance and upgrading

Upgrade Sandon River boat ramp (Sandon Road) and access road

Supports action e

Minnie Waters Car parking Limited car and/or trailer parking at access points

Review opportunities to formalise car/trailer parking at Minnie Waters boat ramp (Beach Street)

Supports action e

Wooli Wooli River Storage availability Limited car and/or trailer parking at access points

Formalise car/trailer parking at Wooli Wooli boat ramp (Wooli Road)

Supports action e

Tweed River in general

Amenity No fuelling facilities in Tweed River Provide fuelling services at strategic regional locations

Supports action e


On-water behaviour




Supports actions c, f and g

Amenity Impacts on sensitive environments from storage facilities such as moorings

Refer to current pilot project for seagrass and environment friendly moorings - Department of Primary Industries (Fisheries)

Condition Environmental degradation and bank erosion

Develop holistic strategy that accounts for all environmental, agricultural and wake impacts to address issue and consider interests of stakeholder groups

Brunswick River in general


On-water behaviour

High multi-user activity resulting in conflicting usage of waterway and visibility concerns for passive craft users



Condition Environmental degradation and bank erosion





Clarence River in general

Navigation aids Existing navigation aids are unlit Renew and refresh navigation aids

Supports action b


Review the strategic placement of moorings across the Clarence River to de-clutter waterway and meet demand

Supports action j and k

Wash

Condition

Environmental degradation and bank erosion, especially around the Seelands Peninsula



9. References

1. Australian Bureau of Statistics (2011), 2011 Census QuickStats, Australian Bureau of Statistics, Canberra, viewed 5 March 2014, <http://www.censusdata.abs.gov.au/census_services/getproduct/census/2011/quickstat/0 >

2. Australian River Guides, (2014), River Guides, viewed 5 March 2014, <http://www.riverguides.com.au/>

3. Byron Shire Council, (2012), Coastal Zone Management Plan for the Brunswick Estuary, Issue No. 4 August 2012, Byron Shire Council

4. Clarence Valley Council, (2009), Clarence Marine Precinct, Prepared for Clarence Valley Council by Strategic Design and Development.

5. Clouston Associates, (2009), Clarence River Way Masterplan: Tourism Investment & Infrastructure Plan, Clarence Valley Council February 2009.

6. Environment & Heritage, (2012), Estuaries of NSW: Physical characteristics, tidal surveys and hydrographic surveys, NSW Government, viewed 28 February 2014, <http://www.environment.nsw.gov.au/estuaries/list.htm>

7. GHD, (2005), Lower Richmond River Recreational Boating Study, prepared for Ballina Shire Council, April 2005

8. GHD, (2009), Draft Clarence River Wharves Development Plan, August 2009, Prepared for Clarence Valley Council

9. Hyder Consulting P/L, Patterson Britton & Partners P/L, (1997), Tweed River Entrance Sand Bypassing Project: Permanent Bypassing System, Environmental Impact Statement / Impact Assessment Study, WBN Oceanics Australia.

10. Hydrosphere Consulting Pty Ltd, (2012), Coastal Zone Management Plan for the Tweed Coast Estuaries, Prepared for Tweed Shire Council

11. Hydrosphere Consulting, (2013), Coastal Zone Management Plan: Evans Head Coastline and Evans River Estuary, Prepared for Richmond Valley Council.

12. NSW Department of Lands, (2008), Boyds Bay Marina Tweed Heads NSW, Expressions of interest, Department of Lands.

13. NSW Department of Natural Resources, (2007), Estuaries in NSW, viewed 5 March 2014, <http://test.dnr.nsw.gov.au/estuaries/inventory/index_ns.shtml>

14. NSW Maritime (2010), NSW Boat Ownership and Storage Report, July 2010, NSW Government

15. NSW Maritime, (2006), Tweed Estuary Boating Plan 2006 – 2010, NSW Government.

16. NSW Office of Water, (2013), Basins and Catchments, NSW Department of Primary Industries, viewed 30 April 2014, <http://www.water.nsw.gov.au/Watermanagement/catchments/default.aspx>

17. Office of Boating Safety and Maritime Affairs (OBSMA), (2012), Boating Safety Plan November 2012: Botany Bay | Georges River | Woronora River | Cooks River, NSW Government, Transport Maritime

18. Office of Boating Safety and Maritime Affairs (OBSMA), (2013), Sydney Harbour and its Tributaries – Draft Boating Safety Plan, NSW Government, Transport Maritime

Transport for NSW - Regional Boating Plan, 21/23122

http://www.water.nsw.gov.au/Water

http://test.dnr.nsw.gov.au/estuaries/inventory/index_ns.shtml

http://www.environment.nsw.gov.au/estuaries/list.htm

http://www.riverguides.com.au

http://www.censusdata.abs.gov.au/census_services/getproduct/census/2011/quickstat/0

19. Patterson Britton & Partners, (2008), Tweed River Estuary Recreational Boating Facilities Study, Issue No.3 September 2008, Tweed Shire Council.

20. SMEC Australia, (2012), Impact of Wake on Tweed River Bank Erosion Study, Final Draft, Prepared for Tweed Shire and the Tweed River Committee.


Appendices


Appendix A – Details of Stakeholder Consultation In addition to all relevant internal stakeholders, the following external stakeholders were formally consulted as part of the development of the Regional Boating Plans across the State. Some representative groups have a seat on a related advisory committee and may have been consulted through that process.

Error! Reference source not found. – Table 1 – External stakeholders consulted – State-wide level


Australian Jet Sports Boating Association

Australian Power Boat Association

Boat Owners Association NSW (BOA)** (Also MAC member)

Boating Industry Association NSW (BIANSW)*

Coastal Cruising Club of Australia

Commercial Vessel Advisory Group (CVAG)

Commercial Vessels Association NSW (CVANSW)*

Department of Planning and Infrastructure

Department of Primary Industries (Fisheries)

Dragonboats NSW

Fishing Industry Advisory Group

Marina Association NSW (MANSW)*

Marine Compliance Taskforce

Marine Estate Management Authority

Marine Rescue NSW

Marine Teachers Association of NSW

Maritime Advisory Council

Maritime Safety Training NSW

Ministerial Fisheries Advisory Council (MFAC)

National Parks and Wildlife Service

NSW Canoe

NSW Fishing Industry Training Committee



NSW Police Force (Marine Area Command)

NSW Rowing Association

NSW Trade and Investment (Crown Lands)

NSW Trade and Investment (Fisheries)

NSW Water Ski Federation

NSW Wavesailing (as part of NSW Water Ski Federation)

Paddle NSW

Personal watercraft representative as member of Recreational Vessels Advisory Group

PWC Representative

Recreational Fishing Alliance of NSW** (Also MAC member)

Recreational Vessel Advisory Group (RVAG)

Roads and Maritime Services

Rowing NSW

Sailability NSW

Scuba Clubs Association of NSW

Surf Life Saving NSW

Yachting NSW** (Also MAC member)


Appendix B – Maps

Transport for NSW€¦ · Figure 15 – Examples of private moorings, the Sailability shed and...

Documents

Transcript of Transport for NSW€¦ · Figure 15 – Examples of private moorings, the Sailability shed and...