12 Apostles Trail

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Thank you to everyone who contributed feedback and had their say on the Twelve Apostles Trail survey.

We received 67 responses, all of which were largely supportive of the trail and overwhelmingly constructive.

TRAIL ALIGNMENT
Entering Port Campbell down Lord Street

TWO OPTIONS WERE PROPOSED IN THE SURVEY: 

23 responses (34%) preferred Option 1McCue St (east) side
Building the trail on this side will provide better long-term connection to the future trail link to the Twelve Apostles visitor centre and proposed bicycle parking at the reserve however a short section of on road trail will be needed which will result in loss of some car parking spaces.

44 responses (66%) preferred Option 2 - Police Station (west) side
Building the trail on this side could be used as an interim measure to retain all existing parking spaces until the future trail link to the Twelve Apostles visitor centre is required.  This will require a section of retaining wall with handrail along with removal of lower tree branches as needed to maintain a 2.4m head clearance and a vehicle loaded structure in the event vehicles overrun the intersection.

PROPOSED SPEED LIMIT REDUCTIONS

To improve safety for users of the new trail, speed limit reductions have been proposed for the Great Ocean Road and Port Campbell.   These roads are managed by Regional Roads Victoria and therefore any changes to speed will need to be approved by the agency.  The proposed reductions are as follows:

  • Lord Street - from Morris Street to Desailly Street. 
    Reduce to 40km/hr (currently 60km/hr)
  • Great Ocean Road - from Desailly Street to Campbells Creek
    Reduce to 60km/hr (currently 80km/hr)
  • Great Ocean Road - from Campbells Creek to 268 Great Ocean Road. 
    Reduce to 80km/hr (currently 100km/hr)

50% of responses agree with the speed reductions, 5% do not and the remainder provided no comment.

FURTHER COMMENTARY
The view of the majority (66%) of the community was in favour of Option 2 being the west side of Lord Street.

Comments included:

  • Eliminating the requirement for a reduction in parking opportunities on the east side of Lord Street near accommodation and the Port Campbell Public Purpose Reserve.
  • Provides direct access to the town, foreshore and accommodation via Tregea Street (without crossing the road)
  • Eliminating additional congestion along the existing footpath on the east which is heavily trafficked with pedestrians (particularly over summer)
  • Avoids mix of trail uses with vehicular traffic exiting the various accommodation onto oncoming traffic on Lord Street (also high volume particularly over summer)
  • Reduces the number of driveway crossings (than on the west side)
  • Eliminating and avoiding the need to cross the Great Ocean Road / Lord Street.
  • Reduces urbanisation of Port Campbell entry


Several alternate views raised as a part of the agency and community consultation are:

  1. Crossing Lord Street North of Desailly Street

    Concerns have been raised with the crossing of Lord Street south of Desailly Street.  Vehicles commonly pulling onto Lord Street from Desailly Street look right to observe any oncoming traffic and merge onto Lord Street at some speed.  They would then be required to immediately observe the trail crossing.

    Suggestions include crossing earlier near the bus stop, which would also service the bus stop.

    Response:  The proposed crossing point is identified as the best crossing point for sightlines by the traffic engineers. We note that traffic calming on Desailly Street will be required.  

  2. Passing the Police Station

    Concerns have been identified with pedestrian and bicycle traffic going past the Police Station and from an operational concern for Police members with the expected volume of pedestrians and cyclists using the trail as a specific tourist trail and the alignment crossing the driveway of the station.  There are also concerns with security and privacy issues in relation to both the station and police residence.

  3. East side of Campbell’s Creek behind the Police Station

    Walking track to be re-routed to behind the Police Station to reduce conflict points even further.   

    Response: This alignment would traverse Port Campbell National Park and had been explored and discounted as a part of the initial technical planning assessment of the trail alignment in 2013 due to access constraints, restricted visibility of the trail making it difficult for visitors to find the start/end point of the trail, a need to cross service paths and no direct connection to the trail head at the Public Purpose Reserve. Discussions with Parks Victoria indicated this land has a rare species of Ecological Vegetation Class (EVC) therefore actions to avoid or minimise impact would be expected.

  4. Integration with Town Centre Plan

    Concerns were raised with the integration of people disembarking from or loading onto the buses with the trail uses and management of the volume of people in the confined space under the Norfolk Pines. 

    Response:  The trail design must align with the intentions of the Town Centre planning however it is not in the scope of the trail project to deal with the treatment required for coach parking as proposed by the town centre plans.

  5. Boardwalk along the West side of Campbells Creek

     The Shipwreck Coast Master Plan (SCMP) identifies the ‘Campbells Creek Wetland Boardwalk’ along the west side of Campbells Creek and connecting with the        Campbells Creek Pedestrian Bridge. 

     Response: Whilst this alignment is the preferred for visitor experience there are several limitations including:

  • It proposes to connect to the new bridge with is built for pedestrian traffic only and does not required standards to cater to cyclists.
  • It is in the Port Campbell National Park and will have greater impact on heritage and biodiversity values under the National Park Act 1975 than the proposed alignment across Campbells Creek which is in the road reserve. 

     Although the above does not prevent us from continuing to advocate with Parks Victoria for this infrastructure, it does have implications on the delivery of the trail      from Timboon to Port Campbell as a point to point walking and cycling trail.

WHAT NEXT?
Discussions have been occurring with Council’s Town Centre design team.  It is important that the design and any work completed on the trail route aligns and considers the future requirements for the Town Centre.  A third option will be developed for the trail route into Lord Street. This will be available for community comment shortly.

Artist Impressions of key locations and signage along the 12 Apostles Trail

  1. Leonie Smith
    I think the money raised for this project would be better spent fixing the dilapidated bridges between Curdies and Glenfyne. At present, the makeshift bridges are unsafe for horses. Last time I used this section of track, the blackberries were overgrowing the trail. If the bridges were repaired in the manner that the "trestle" bridge was it would make trail more interesting and attractive to people who are interested in the rail trail's history. Of course, it would also make it strong and safe for riders.

    If the accessibility and functionality of the Timboon to PC section, with regard to horses, is considered, it will vastly improve the universality of the trail.
    Another consideration with regard to horse use is bicycle rider education. Signage would be required for this. Many hoses are frightened of bicycles, and cyclists would have to be considerate and understand how to approach a horse and rider to minimise the risk.
  2. Timshel Knoll-Miller
    Awesome plan and I think this path overall will be a great thing to encourage a whole new demographic of tourist, as well as improving recreation options for locals. I have three main suggestions for improvement/discussion that I thought I’d throw in:
    1. Keeping the path on the western side of Lord St in Port Campbell would avoid the need for walkers and cyclists to cross the Gt Ocean Rd/Lord St between the Campbell’s Creek bridge and the township. I’d expect the vast majority of path users would be stopping in Port Campbell. Given that camping, beach and the majority of food outlets are west of Lord St, this would avoid 2 major road crossings for most path users. Those who do wish to continue towards the twelve apostles or need to access areas east of Lord St will still only need to cross Lord St once.
    2. The artists mock-ups of the Timboon-bound signs (for Port Campbell township) list most destinations as being of “hard” difficulty. This seems to be a significant over-estimate: while there are uphill sections, they are not overly steep and are interspersed with long flat or near flat respite sections, and some downhill. Overall, the path only gains 70-80 metres in the 19+ km from Port Campbell to Timboon. Rating the difficulty as ‘hard’ is likely to unnecessarily discourage potential users; and I expect that most regular cyclists would rate this as ‘moderate’ difficulty at worst - some may even describe it as ‘easy’.
    3. As pictured, the aluminium AMCO posts will pose a significant risk to cyclists on path sections adjacent to roadside AMCO railings. A cyclist distracted by the view could easily wander off the paved path surface, lose control and land face or shoulder-first into a sharp corner of a post. A railing or smooth aluminium cover section on the path side of the posts may be the best option to mitigate this risk (although I'm unaware of other potential options or limitations for such protections!)
    1. Philip O'Connor
      I agree with all these comments
  3. John Smith
    Imagine doing up a walking trail but being negligent to the disgrace of a road they have from Timboon to Port Campbell.
  4. Philip O'Connor
    There are too many dead straight sections. One is 1200m long. There are 8 others over lengths from 500m to 800m. A simple 3m offset of the trail can be easily made in stategic points, to eliminate these boring parts.
    1. Philip O'Connor
      Should have said the trail overall is a great move, and looking foward to it.
      Referring to the plans, I would suggest simple offsets at approx CH 3950, 5100, 5500, 7300, 8000, 9100, 10350, 11200, 11800, 14500. These would be easy to implement, and with a bit of shrub/tree planting if needed would break up those long straight sections.
  5. Andrew Lord
    Having arrived back to the area after being away for 30 years, astounded at the beauty of the Timboon bridge trail. Although terrific to receive funding, this is a missed opportunity to add a world class bike trail which goes along the actual coast from Peterborough to Princetown.
    The impact on the environment from Timboon to Bracknell by bike riders is zero. This compares to tourists who visit Loch Ard or London Bridge that litter and use the area as latrine.
    The economic impact on the area from mountain bikers vising the area is going to be x10 higher than those from foreign tourist that spend little.
    I think council should accept funds and then look to negotiate with parks in the current environment to generate employment and economic value rather than see the current use by foreigners.