Armstrong Creek Horseshoe Bend Precinct Traffic Impact Assessment

Transcription

1 ` Armstrong Creek Horseshoe Bend Precinct Job Number: CG111786

2 Cardno Victoria Pty Ltd ABN Oxford Street, Collingwood Victoria 3066 Australia Telephone: Facsimile: International: victoria@cardno.com.au Document Control Version Date Author Reviewer D01 Luke Richardson [Initial] Aaron Walley [Initial] " Cardno Victoria Pty Ltd All Rights Reserved. Copyright in the whole and every part of this document belongs to Cardno Victoria Pty Ltd and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person without the prior written consent of Cardno Victoria Pty Ltd. i

3 Table of Contents 1 Introduction Background Referenced Documents Existing Conditions Site Location Road Network Surf Coast Highway Barwon Heads Road Horseshoe Bend Road Boundary Road Burvilles Road Reserve Road Barwarre Road Batten Road Charlemont Road Sparrowvale Road Current Traffic Volumes Public Transport Existing Bicycle and Pedestrian Networks Armstrong Creek Urban Growth Plan ACUGP Transport Objectives Road Network Public Transport Pedestrian and Bicycle Connectivity Adjacent PSP Areas East Precinct West Precinct Armstrong Creek Town Centre (ACTC) Horseshoe Bend Precinct Structure Plan Land Use and Development Yield Road Network and Hierarchy External Access Points HBPSP Traffic Model HBPSP Traffic Generation HBPSP Traffic Distribution External Traffic Armstrong Creek Town Centre East Precinct West / West Industrial Precincts Marshall Precinct / North-East Industrial Precinct Road Network Volumes Ultimate Daily Traffic Volumes (with GRRE) Interim Daily Traffic Volumes (Prior GRRE) Peak Hour Turning Movement Volumes Road Cross Sections Internal Precinct Roads Horseshoe Bend Road Boundary Road Burvilles Road Cardno Victoria Pty Ltd ii

4 8.1.4 Barwarre Road Interim Surf Coast Highway / GRR 4C Connection (East-West Connector) Batten Road Standard Connector Roads Access Streets Geelong Ring Road Extension / Reserve Road Barwon Heads Road Intersection Analysis External Intersections Ultimate Road Network (with GRRE) Interim Road Network (prior GRRE) Interim Road Network External Intersections Sensitivity Analysis Major Internal Intersections Ultimate Road Network (with GRRE) Interim Road Network (without 4D) Sustainable Transport Public Transport Pedestrian and Bicycle Infrastructure Conclusions List of Tables Table 1: Surf Coast Highway Traffic Volume Data Table 2: Public Transport Provision Table 3: ACTC Adopted Land Use Yield Ultimate Development Table 4: Horseshoe Bend Precinct Development Schedule Table 5: Adopted Daily Residential Traffic Generation Rates Table 6: Horseshoe Bend Traffic Distribution Matrix Table 7: Key Internal Road Ultimate Daily Volumes Volumes by Origin (approximate) Table 8: Arterial Road Network Volumes by Origin (approximate) Table 9: Horseshoe Bend Road Cross Sections Table 10: Boundary Road Cross Sections Table 11: Burvilles Road Cross Sections Table 12: Barwarre Road Cross Sections Table 13: Interim SCH / GRR 4C Connection Roads Cross Section Options Table 14: Batten Road Cross Section Table 15: Connector Roads Cross Section Table 16: Access Street Cross Sections Table 17: Reserve Road / GRRE Cross Section (no service roads) Table 18: Rating of Degrees of Table 19: Surf Coast Highway / Boundary Road Intersection SIDRAA Analysis Summary Table 20: Barwon Heads Road / East-West Connector Intersection SIDRAA Analysis Summary.. 49 Table 21: Barwon Heads / Boundary Road Intersection SIDRAA Analysis Summary Table 22: North-South Connector / GRRE Intersection SIDRAA Analysis Summary Table 23: Horseshoe Bend Road / Drews Road / GRRE Intersection SIDRAA Analysis Summary 52 Table 24: Keystone Sth Access / GRRE / Sparrowvale Connector Intersection SIDRAA Analysis Summary Table 25: Surf Coast Highway / East-West Connector / GRR 4C SIDRAA Interim Analysis Summary Cardno Victoria Pty Ltd iii

5 Table 26: Barwon Heads Road / Reserve Road Intersection Interim SIDRAA Analysis Summary Table 27: Barwon Heads Road / East-West Connector Intersection - Interim SIDRAA Analysis Summary Table 28: Horseshoe Bend Road / Drews Road / Reserve Road Intersection SIDRAA Analysis Summary Table 29: Surf Coast Highway / Boundary Road Intersection 70% ACUGA Development Table 30: Barwon Heads Road / Reserve Road Intersection 80% ACUGA Development Table 31: Horseshoe Bend Road / East-West Connector Intersection SIDRAA Analysis Summary Table 32: Boundary Road / North South Connector Intersection SIDRA Analysis Summary Table 33: Boundary Road / Barwarre Road Intersection SIDRA Analysis Summary Table 34: Boundary Road / Horseshoe Bend Road Intersection SIDRAA Analysis Summary Table 35: Barwarre Road / Burvilles Road Intersection SIDRA Analysis Summary Table 36: Burvilles Road / Horseshoe Bend Road Intersection SIDRAA Analysis Summary Table 37: Horseshoe Bend Road / East-West Connector Intersection SIDRAA Analysis Summary List of Figures Figure 1:... 2 Figure 2: Horseshoe Bend Precinct within the Armstrong Creek Growth Area... 3 Figure 3: Existing Road Network... 4 Figure 4: Surf Coast Highway, looking north from Boundary Road... 5 Figure 5: Barwon Heads Road, looking north from Boundary Road... 6 Figure 6: Horseshoe Bend Road, looking north from Burvilles Road... 7 Figure 7: Boundary Road, looking east from Surf Coast Highway... 8 Figure 8: Burvilles Road, looking west from Horseshoe Bend Road... 9 Figure 9: Reserve Road, looking west from Horseshoe Bend Road Figure 10: Barwarre Road, looking north from Burvilles Road Figure 11: Batten Road, looking south from Boundary Road Figure 12: Existing Public Transport Services Figure 13: HSB Precinct Structure Plan Figure 14: HBPSP Road Network Figure 15: HBPSP Ultimate Road Network Full Development, HBPSP Traffic Only Figure 16: HBPSP Ultimate Road Network Full Development, Total Traffic Figure 17: HBPSP Traffic Volumes Full Development, No GRR 4D Figure 18: HBPSP Ultimate Road Network AM Peak Hour Turning Movement Volumes (West).. 35 Figure 19: HBPSP - Ultimate Road Network AM Peak Hour Turning Movement Volumes (East) Figure 20: HBPSP Ultimate Road Network PM Peak Hour Turning Movement Volumes (West).. 37 Figure 21: HBPSP - Ultimate Road Network PM Peak Hour Turning Movement Volumes (East) Figure 22: Interim HBPSP AM Peak Hour Turning Movement Volumes (West) Figure 23: Interim HBPSP AM Peak Hour Turning Movement Volumes (East) Figure 24: Interim HBPSP PM Peak Hour Turning Movement Volumes (West) Figure 25: Interim HBPSP PM Peak Hour Turning Movement Volumes (East) Figure 26: Surf Coast Highway / Boundary Road Intersection - Ultimate Figure 27: Barwon Heads Road / East-West Connector Intersection - Ultimate Figure 28: Barwon Heads Road / Boundary Road Intersection - Ultimate Figure 29: North-South Connector / GRRE Intersection - Ultimate Figure 30: Horseshoe Bend Road / Drews Road / GRRE Intersection - Ultimate Cardno Victoria Pty Ltd iv

6 Figure 31: Sparrowvale Connector / GRRE / Keystone Access Intersection - Ultimate Figure 32: Surf Coast Highway / East-West Connector / GRR 4C Interim Intersection Figure 33: Barwon Heads Road / Reserve Road Intersection Interim Intersection Figure 34: Horseshoe Bend Road / Drews Road / Reserve Road Interim Intersection Figure 35: Horseshoe Bend Road / East-West Connector Intersection Figure 36: Boundary Road / North South Connector Intersection Figure 37: Boundary Road / Barwarre Road Intersection Figure 38: Boundary Road / Horseshoe Bend Road Intersection Figure 39: Boundary Road / Burvilles Road Intersection Figure 40: Burvilles Road / Horseshoe Bend Road Intersection Figure 48: HBPSP Bus Routes Figure 49: Proposed On-road Bicycle and Off-road Shared Trail Infrastructure Annexes Annex 1: Annex 2: Annex 3: Annex 4: Annex 5: Annex 6: Annex 7: Annex 8: Annex 9: Annex 10: Adjacent PSP Road Networks Adjacent PSP Pedestrian/Bicycle Networks Adjacent PSP Public Transport Networks HBPSP Road Cross Sections HB PSP Ultimate Road Network External Intersection Analysis HB PSP Ultimate Road Network Internal Intersection Analysis HB PSP Interim Road Network External Intersection Analysis HB PSP Interim Road Network External Intersection Sensitivity Analysis HB PSP Ultimate Road Network Internal Intersection Analysis HB PSP Interim Road Network Internal Intersection Analysis Cardno Victoria Pty Ltd v

7 Introduction 1 Introduction 1.1 Background The Armstrong Creek growth area covers approximately 2,600 hectares south of the existing Geelong urban fringe between Ghazeepore Road and the Barwon River / Lake Connewarre. The growth area will include residential, employment and activity precincts and will ultimately accommodate a projected 22,000 homes and 22,000 jobs. Cardno has been engaged by Horseshoe Bend Land Owner Group to provide traffic and transport advice as part of the Horseshoe Bend Precinct master planning process and to develop and review the transport issues for the Horseshoe Bend Precinct Structure Plan (HBPSP). This report provides an assessment of the expected traffic and transport implications of the proposal having consideration of the existing and proposed road, bicycle and pedestrian provisions in the area and the traffic growth and resultant impacts from the development of the subject precinct and remainder of the Armstrong Creek growth area. 1.2 Referenced Documents In preparing this report the following documents have been reviewed and considered: Greater Geelong Planning Scheme Armstrong Creek Major Activity Centre Enquiry by Design Report (City of Greater Geelong, September 2009) Armstrong Creek Urban Growth Plan (13 May 2010) Armstrong Creek CIIDP (City of Greater Geelong, February 2010) Armstrong Creek Movement and Access Infrastructure Feasibility draft Phase 1 Traffic Modelling Report (Veitch Lister, July 2008) Geelong Ring Road Sections 4B and 4C Traffic Modelling Report (Veitch Lister, October 2009) Keystone Business Park Precinct Structure Plan (GTA Consultants, August 2009) Armstrong Creek East Precinct (Cardno, October 2009) Armstrong Creek West Precinct (GTA Consultants, November 2011) Amendment C240 Armstrong Creek West Precinct Advisory Committee Hearing Transport Evidence (Nathan Moresi, GTA Consultants, February 2012) Amendment C240 Greater Geelong Planning Scheme Transport Infrastructure Assessment (Stephen Hunt, Cardno, February 2012) Greater Geelong Cycling Strategy Volume 1 (City of Greater Geelong, March 2008) Cardno Victoria Pty Ltd 1

8 Existing Conditions 2 Existing Conditions 2.1 Site Location The Horseshoe Bend Precinct (HBP) is located to the east of Surf Coast Highway between the Marshall and East Employment precincts to the north and East and Armstrong Creek Town Centre (ACTC) precincts to the south. Reserve Road forms the northern boundary of the HBP, with the precinct extending as far south as Burvilles Road. The western boundary of the HBP extends to Surf Coast Highway before steeping back east to Barwarre Road along the line of Boundary Road and around the ACTC. The eastern boundary of the precinct loosely follows the 1:100 year flood line of the Barwon River / Reedy Lake / Lake Connewarre system to the east. The site largely consists of rural residential properties. Notable uses within the precinct include the Narana Aboriginal Cultural Centre on the north-east corner of the Boundary Road / Surf Coast Highway intersection and the Barwon Health Alan David Lodge aged care facility to the north, also on Surf Coast Highway. The Horseshoe Bend Precinct and surrounding environs is shown in Figure 1 with Figure 2 showing the precinct in context with the Armstrong Creek Urban Growth Area. Figure 1: Horseshoe Bend Precinct Cardno Victoria Pty Ltd 2

9 Existing Conditions Figure 2: Horseshoe Bend Precinct within the Armstrong Creek Growth Area Armstrong Creek Growth Area Horseshoe Bend Precinct Cardno Victoria Pty Ltd 3

10 Existing Conditions 2.2 Road Network As shown in Figure 3, the existing road network in the vicinity of the HBP consists of Surf Coast Highway and Barwon Heads Road as the major arterial roads, and a series of sealed and unsealed local roads. Figure 3: Existing Road Network Primary Arterial (divided) (single carriageway) Major Local Road Local Road (sealed) (unsealed) Cardno Victoria Pty Ltd 4

11 Existing Conditions Surf Coast Highway Surf Coast Highway (SCH) extends along part of the western boundary of the precinct. Surf Coast Highway is a Declared Main Road and is a vital road link in the region, connecting Geelong to Torquay and the Great Ocean Road. Between Geelong and Torquay, Surf Coast Highway has a divided carriageway with two traffic lanes in each direction and auxiliary turning lanes provided at median breaks and side road intersections. Along the site frontage Surf Coast Highway has a varying speed limit of between 70 kilometres per hour near Reserve Road to 100 kilometres per hour south of Boundary Road and includes provisions for cyclists within sealed shoulders along both carriageways. Figure 4 shows Surf Coast Highway in the vicinity of the Horseshoe Bend Precinct. Figure 4: Surf Coast Highway, looking north from Boundary Road Cardno Victoria Pty Ltd 5

12 Existing Conditions Barwon Heads Road Barwon Heads Road is a Declared Main Road and extends across the eastern portion of the precinct on route to Barwon Heads and Ocean Grove. Through the precinct Barwon Heads Road consists of a single carriageway with one traffic lane in each direction plus sealed shoulders of approximately 1.5 metres shared with cyclists. In the vicinity of the site Barwon Heads Road currently has a posted speed limit of 100 kilometres per hour. A typical cross section of Barwon Heads Road is shown in Figure 5. Figure 5: Barwon Heads Road, looking north from Boundary Road Cardno Victoria Pty Ltd 6

13 Existing Conditions Horseshoe Bend Road Horseshoe Bend Road functions as a sub-regional connection providing an alternate north-south route between Geelong and Torquay to Surf Coast Highway and extends through the middle of the Horseshoe Bend Precinct. In the vicinity of the Horseshoe Bend Precinct, Horseshoe Bend Road has a posted speed limit of 80 kilometres per hour and includes a sealed carriageway approximately 6 metres wide with a single traffic lane in each direction within a road reserve of approximately 20 metres. A view of Horseshoe Bend Road is shown in Figure 6. Figure 6: Horseshoe Bend Road, looking north from Burvilles Road Cardno Victoria Pty Ltd 7

14 Existing Conditions Boundary Road Boundary Road extends in an east-west direction from Charlemont Road to Ghazeepore Road and through the Horseshoe Bend Precinct. Within the precinct, Boundary Road provides a single traffic lane in each direction via a sealed carriageway with unsealed shoulders, as shown in Figure 7, and has a posted speed limit which varies between 80 and 100 kilometres per hour. Figure 7: Boundary Road, looking east from Surf Coast Highway Cardno Victoria Pty Ltd 8

15 Existing Conditions Burvilles Road Burvilles Road is a local road connecting Surf Coast Highway to Horseshoe Bend Road. The western section of Burvilles Road between Surf Coast Highway and Barwarre Road is sealed and provides access to the Geelong Crematorium and Memorial Park and Geelong Lutheran College. East of Barwarre Road, across the south boundary of the HBP, Burvilles Road has a gravel pavement to Horseshoe Bend Road, as shown in Figure 8. Figure 8: Burvilles Road, looking west from Horseshoe Bend Road Cardno Victoria Pty Ltd 9

16 Existing Conditions Reserve Road Reserve Road extends in an east-west direction from Sparrowvale Road to Surf Coast Highway, along the northern boundary of the Horseshoe Bend Precinct. Between Barwarre Road and Sparrowvale Road, Reserve Road operates as a two way road and has a sealed carriageway of approximately 6.0 metres and a posted speed limit of 80 kilometres per hour. West of Barwarre Road and the Geelong-Warrnambool rail line level crossing, Reserve Road has a traditional local street cross section, with kerb and channel and footpaths and parallel parking available on both sides. A view of Reserve Road between Barwarre Road and Sparrowvale Road is shown in Figure 9. Figure 9: Reserve Road, looking west from Horseshoe Bend Road Cardno Victoria Pty Ltd 10

17 Existing Conditions Barwarre Road Barwarre Road extends north-south from Barwon Heads Road near Belmont to Burvilles Road in Mount Duneed. Through the Horseshoe Bend Precinct, between Reserve Road and Burvilles Road, Barwarre Road is an unsealed gravel road, as shown in Figure 10. North of Reserve Road, the Barwarre Road carriageway is sealed and is being upgraded to a traditional local street cross section as abutting residential land is developed. Figure 10: Barwarre Road, looking north from Burvilles Road Cardno Victoria Pty Ltd 11

18 Existing Conditions Batten Road Batten Road extends north-south through the south-east corner of the Horseshoe Bend Precinct from Barwon Heads Road, across Boundary Road to Lake Road. Batten Road is currently an unsealed gravel road, as shown in Figure 11. However, as identified in the East Precinct PSP, between Boundary Road and the future extension of Burvilles Road Batten Road will be constructed as a higher order local access street with a sealed carriageway within the existing road reserve. Figure 11: Batten Road, looking south from Boundary Road Charlemont Road Charlemont Road extends east from Barwon Heads Road at Batten Road before turning south and continuing through the eastern section of the East Precinct. Through the HBP, Charlemont Road is unsealed and provides a local access function only Sparrowvale Road Sparrowvale Road is a north-south road which extends from Tannery Road to Charlemont Road. Through the HBP, Sparrowvale Road is little more than a dirt track and provides limited dry weather access only. Cardno Victoria Pty Ltd 12

19 Existing Conditions Current Traffic Volumes Current and historical traffic volume data for Surf Coast Highway in the vicinity of the HBP has been sourced from VicRoads, with this data presented in Table 1. Table 1: Date Surf Coast Highway Traffic Volume Data Vehicles per Day, Two-Way Non-Peak March 2009 (Tue 26 th ) 18,250 November 2010 (Weekday Ave, 22 nd -28 th )* September 2011 (Weekday Ave, 11 th -18 th )* 18,770* 17,550* Peak Summer Holiday Period January 2011 (Weekday Ave, 3 rd -9 th )* January 2011 (Weekday Ave, 10 th -16 th )* 17,725* 16,840* * Post the opening of Section 3 of the Geelong Bypass, June 2009 As shown in Table 1 current non-peak daily traffic volumes on Surf Coast Highway are approximately 18,000 vehicles per day, with no significant change in these volumes since Daily peak summer holiday season traffic volumes have traditionally been significantly higher than at non-peak times. However, such volumes on Surf Coast Highway between Heyers Road and Mount Duneed Road appear to have reduced to similar levels as non-peak period daily volumes, most likely due to non-regional tourist traffic destined for Barwon Heads, Torquay and other destinations along the Great Ocean Road now bypassing the subject stretch of Surf Coast Highway following the opening of the Geelong Ring Road (GRR) to Waurn Ponds. Seven day automatic tube counts provided by Vic Roads for Surf Coast Highway to the south of Burvilles Road (and south of the ACTC) from August 2011 recorded an average weekday volume of 15,810 vehicles per day. These volumes are slightly lower than those recorded south of Heyers Road, as presented in Table 1, with the difference a result of that traffic moving between Surf Coast Highway and Boundary Road / Burvilles Road. Cardno undertook a series of turning movement counts and automatic tube counts across the HSB precinct in May 2012, with the following volumes recorded on internal road and Barwon Heads Road: Horseshoe Bend Road South of Burvilles Road 1,090 vehicles per day South of Reserve Road 1,050 vehicles per day Boundary Road Burvilles Road East of Surf Coast Highway 840 vehicles per day West of Barwon Heads Road 830 vehicles per day East of Surf Coast Highway 760 vehicles per day Cardno Victoria Pty Ltd 13

20 Existing Conditions Barwon Heads Road North of Boundary Road 5,750 vehicles per day South of Marshalltown Road 6,780 vehicles per day Historic traffic volume data for Barwon Heads Road provided by Vic Roads indicates that traffic volumes on Barwon Heads Road experience seasonal variations, with the peak holiday volumes up to 30 percent higher than non-peak volumes. Cardno Victoria Pty Ltd 14

21 Existing Conditions 2.3 Public Transport Public transport in the immediate vicinity is limited to regional bus services operating along Barwon Heads Road and Surf Coast Highway, with additional bus services located to the northwest of the Horseshoe Bend Precinct. The Geelong Warrnambool rail line extends along the northern boundary of the Armstrong Creek Growth Area, with the nearest station location on Marshalltown Road approximately 1 kilometre to the north of the Horseshoe Bend Precinct. Public transport routes are summarised in Table 2 and shown in Figure 12. Table 2: Public Transport Provision Service Route No. Route Nearest Stop Bus (McHarrys) 72 Jan Juc / Torquay Marshall Surf Coast Highway 74 Geelong City Torquay Jan Juc Surf Coast Highway 80 Geelong City Ocean Grove Barwon Heads Road Bus (V/Line) 101 Apollo Bay - Geelong Surf Coast Highway Train (V/Line) Warrnambool Line Marshall Station Figure 12: Existing Public Transport Services Horseshoe Bend Precinct Bus Route Geelong Warrnambool Rail Line Cardno Victoria Pty Ltd 15

22 Existing Conditions 2.4 Existing Bicycle and Pedestrian Networks No formal pedestrian paths or facilities are provided within the Horseshoe Bend Precinct or immediate surrounds, with pedestrians sharing the road network. Cyclists are catered for within the sealed shoulders along Surf Coast Highway and Barwon Heads Road, with both roads identified as part of the existing Greater Geelong on road cycle network within the Greater Geelong Cycle Strategy. Horseshoe Bend Road, north of Boundary Road is also identified as part of the on road cycle network within the Greater Geelong Cycle Strategy, albeit that the current road cross section south of Reserve Road does not include sealed shoulders or separate cycle lanes such that cyclists share the traffic lanes with vehicle traffic. South of Boundary Road, Horseshoe Bend Road is identified as a cycle training route, with advisory signage installed along the length of the road to inform motorists of the presence of cyclists. Cardno Victoria Pty Ltd 16

23 Armstrong Creek Urban Growth Plan 3 Armstrong Creek Urban Growth Plan The Armstrong Creek Urban Growth Plan (ACUGP) adopted by the City of Greater Geelong in May 2008 outlines Council s vision for the development of the growth area and provides planning / design principles and key concepts to guide development. 3.1 ACUGP Transport Objectives With regard to transport, the Armstrong Creek Urban Growth Plan seeks to encourage a more sustainable outcome than traditional greenfield residential subdivision development by; Providing high-quality public transport services and ensuring dwellings are within a short walk of public transport services; and Designing the internal road network to provide good vehicle access throughout the growth area as well as providing for a comprehensive network of safe, direct and attractive cycle paths and footpaths for commuter and recreational purposes. It is hoped that by adopting the above and the other planning and design principles outlined within the Urban Growth Plan future residents will be encouraged to use alternate modes of transport, reducing the reliance on private care use, and will have a more active and healthy lifestyle. Traffic and transport planning/design principles and key concepts detailed within the Armstrong Creek Urban Growth Plan that relate to the Eastern Precinct are summarised below Road Network Local road networks within each precinct should be based around appropriately spaced connectors that distribute traffic to lower order streets providing access to individual properties. Arterial roads should be duplicated if more than four lanes wide. Provision should be maintained for Barwon Heads Road to be widened to two lanes in each direction. Higher order (level 2) connector streets should be provided across the growth area spaced approximately 800 metres apart and aligned to provide convenient access to the activity centres. These streets should be designed in accordance with Clause 56 of the Greater Geelong Planning Scheme and have a single traffic lane in each direction, on-road bicycle provisions and allow for kerbside parking on both sides. The local street network should be highly inter-connected, in accordance with Clause 56 of the Greater Geelong Planning Scheme, with most local streets connected at both ends Public Transport The scale of the growth area offers the opportunity to plan a comprehensive tiered local public transport system from the outset of development. This system should incorporate or be integrated with key routes into central and North Geelong. This public transport system should: Ultimately travel on routes that link all activity nodes and pass within 600 metres of 90 percent of dwellings; Be frequent enough that passengers are willing to just turn up without consulting a timetable; Incorporate stops with a high level of passenger amenity at appropriate spacings to minimise walking distances; and For services sharing road space and where practical/necessary, be given priority over private vehicles. Public transport services should be provided at the outset of the development to encourage patterns of public transport use. Additional local specialised bus services should be provided to cater for special needs, such as night rider and community buses. Cardno Victoria Pty Ltd 17

24 Armstrong Creek Urban Growth Plan Pedestrian and Bicycle Connectivity A comprehensive pedestrian and bicycle path network should be provided, integrated with existing and proposed external municipal bicycle network links along Surf Coast Highway, Mt Duneed Road, Barwon Heads Road, Horseshoe Bend Road and Boundary Road and off road trails through the linear parks Shared pedestrian/cycle paths will also connect to the ACTC and Neighbourhood Activity Centres with safe crossing facilities to be provided at arterial and connector road crossings. Cardno Victoria Pty Ltd 18

25 Adjacent PSP Areas 4 Adjacent PSP Areas 4.1 East Precinct The East Precinct is to the south of the HBP. The PSP for this precinct completed in April When complete this precinct will include in the order of 7,500 dwellings, approximately 10,000 square metres of retail/commercial space across a NAC and LAC, a number of schools sites and a regional recreational / mixed use precinct. The East Precinct has a stepped interface with the HBP that includes the eastern end of Burvilles Road between Barwarre Road and Horseshoe Bend Road, Horseshoe Bend Road for a length of approximately 400 metres north of Burvilles Road, and an approximate 400 metres section of Batten Road south of Boundary Road. 4.2 West Precinct The West PSP is currently being considered by a Panel following a panel hearing in early As exhibited, this precinct would include 6,300 dwellings, 1.35 hectares of NAC and LAC centres, a mixed use precinct of 9.4 hectares and a range of community/school uses. Surf Coast Highway (SCH), between Boundary Road and the Geelong-Warrnambool rail corridor, forms the interface of the West and Horseshoe Bend precincts. This interface includes a signalised cross intersection at Boundary Road (shared within the ACTC precinct) and the future Geelong Ring Road (GRR) 4C / Geelong Ring Road Extension (GRRE) corridor that extend across the top of both precincts. Along this interface and further north, Surf Coast Highway will ultimately be constructed as a 6 lane cross section with service roads providing access to fronting development. 4.3 Armstrong Creek Town Centre (ACTC) The ACTC will include a retail/commercial core centred across Main Street towards the Surf Coast Highway interface of the precinct. This retail/commercial core will be surrounded by restricted retail, office and community infrastructure uses. These uses will also extend along the Surf Coast Highway frontage. Areas to the north/north east and land to the east of the rapid transit corridor will be earmarked for medium to high density residential, with upper level residential also integrated above uses within the retail/commercial core. A development schedule based on the Enquiry by Design report is set out in Table 3. It is acknowledged the Essential Economics report could revise these figures. Any revised assessment will be addressed in the Phase 2 report. Table 3: Use ACTC Adopted Land Use Yield Ultimate Development Description and Indicative Yields Commercial 40,000 sq m retail 35,000 sq m restricted retail 10,000 sq m entertainment 35,000 sq m office Community Residential 35,000 sq m 2,300 dwellings Cardno Victoria Pty Ltd 19

26 Horseshoe Bend Precinct Structure Plan 5 Horseshoe Bend Precinct Structure Plan 5.1 Land Use and Development Yield The Horseshoe Bend Precinct will include a range of residential stock as well as retail, educational, recreational and community uses generally located within neighbourhood and local activity centres. A development schedule is set out in Table 4 below with location of uses identified on the draft Horseshoe Bend Precinct Development Plan shown as Figure 13. Table 4: Horseshoe Bend Precinct Development Schedule Use Description Indicative Yields Residential Standard Lots 7,060 dwellings Mixed Use / Retail Medium Density High Density Neighbourhood Activity Centre (NAC) Local Activity Centre (LAC) 2.5 hectares 1.0 hectares (2 sites) Community Community Facilities 5.4 hectares Recreation Schools 24 hectares (excludes greenways) 27.4 hectares Cardno Victoria Pty Ltd 20

27 Horseshoe Bend Precinct Structure Plan Figure 13: HSB Precinct Structure Plan Cardno Victoria Pty Ltd 21

28 Horseshoe Bend Precinct Structure Plan 5.2 Road Network and Hierarchy The Horseshoe Bend Precinct internal network is shown in Figure 14. The existing road network across the HBP includes north-south roads spaced at approximately 800 metre centres between the existing arterial roads of Surf Coast Highway and Barwon Heads Road. The spacing of existing east-west road is greater with approximately 1,200 metres between Burvilles Road and Boundary Road, and 1,600 metres between Boundary Road and Reserve Road. The proposed internal HBP road network generally follows the existing road network structure, however introduces a new east-west midway between Boundary Road and Reserve Road (that continues east of Barwon Heads Road before turning north to link to the East Employment Precinct road network) and a new north-south connector street west of Barwarre Road in place of the northern section of Barwarre Road that will be converted to a greenway. These additional connector streets complete a connector/local arterial grid across the precinct that extends to within 400 metres of over 90 percent of developable land within the precinct. To promote better connectivity to the Marshall Station, the northern end of Horseshoe Bend Road will deviate to the west of its current alignment to form a cross intersection with Drews Road at Reserve Road. In accordance with the Armstrong Creek Urban Growth Plan, the HBPSP includes a reservation for the future extension of the Geelong Ring Road Extension (GRRE), east of Surf Coast Highway through to Barwon Heads Road. The proposed GRRE reservation allows for: A future 4 lane divided road cross section, consistent with the proposed ultimate cross section of Section 4C of the GRR west of Surf Coast Highway; Localised flaring of the reservation at Surf Coast Highway and Barwon Heads road sufficient to accommodate future grade separated interchanges; and Localised widening in the area of the transit corridor to allow for a grade separated crossing by the future rail line to the ACTC and Torquay. The development of the GRRE is likely to be a longer term strategic project, in part linked with the timing and extent of the future development of the Bellarine Peninsula (as noted within Section of the Advisory Committee report prepared for Section 4C) and with Vic Roads acknowledging the reduced role of Section 4C by currently undertaking a feasibility study for an alternate arterial road connection between Anglesea Road and Surf Coast Highway south of Armstrong Creek. Acknowledging this, the internal road network in the north-east corner of the HBPSP considers the interim continuation of new the east-west connector road to Surf Coast Highway as the fourth leg of the interim GRR 4C / Surf Coast Highway intersection, but ultimately truncating at the north-south connector west of Barwarre Road. A sufficient road reservation will be provided to allow the northsouth connector to be extended and link to GRRE at a signalised intersection to the east of the ultimate GRRE / Surf Coast Highway interchange. In addition, prior to development within the Marshall Precinct, to promote traffic using the northern section of Horseshoe Bend Road to continue north via Barwon Heads Road rather than heading west to Surf Coast Highway, the section of Reserve Road between Horseshoe Bend Road and Barwon Heads Road will be upgraded. This proposed cross section will reflect a connector road standard however will be designed to match the ultimate eastbound carriageway of GRRE. Cardno Victoria Pty Ltd 22

29 Horseshoe Bend Precinct Structure Plan Figure 14: HBPSP Road Network Arterial Road Local Arterial Connector Secondary Connector Key Local Street Reserve Road GRR Extension Signals 1 Interim Signals / Ultimate Interchange* Possible Signals Left in/out Transit Corridor * Interchange in conjunction with development of GRR Extension Interim link to Surf Coast Highway prior GRRE Extension (disconnected and downgraded to local street post GRRE) Longer term link to GRRE Interim intersection with Reserve Road, longer term intersection with GRRE Intersection post GRRE only Cardno Victoria Pty Ltd 23

30 Horseshoe Bend Precinct Structure Plan 5.3 External Access Points As shown in Figure 14, the HBPSP road network includes three signalised access points to Barwon Heads Road and two to Surf Coast Highway, with an additional left in/out access proposed to both roads. Along the northern PSP interface with the Marshall precinct, a signalised intersection will be provided at Reserve Road and Drews Road, with the northern end of Horseshoe Bend Road realigned to provide the fourth southern leg. This intersection will be retained with the development of the GRRE. An additional signalised intersection is provided for along the North East Employment precincts interface, with the connector road to the east of Barwon Heads Road to ultimately form the fourth leg of the North East Industrial Precinct southern access / GRRE intersection. This intersection is unlikely to be constructed prior to the development of the GRRE to the east of Barwon Heads Road. In addition to the above, local streets and connector roads within the HBPSP area will be matched to equivalent roads along the ACTC PSP and East PSP interfaces. Cardno Victoria Pty Ltd 24

31 HBPSP Traffic Model 6 HBPSP Traffic Model Traffic on roads within the HBPSP area will consist of: Traffic generated internally within the HBPSP area to destinations within the HBPSP area; Traffic generated internally within the HBPSP area to/from other destinations within the Armstrong Creek Urban Growth Area (most notably to/from the ACTC); Traffic generated internally within the HBPSP to locations outside of the Armstrong Creek Urban Growth Area; and Through traffic generated from adjoining precincts. Cardno has previously undertaken traffic modelling for the approved East Precinct Structure Plan and is currently providing traffic advice as part of the consultant team preparing the ACTC PSP. As such the HBPSP traffic modelling has been coordinated with this work to ensure consistency between these abutting PSP areas. External through traffic and traffic on Surf Coast Highway and Barwon Heads Road generated from the West Employment, West and East Employment Precincts has been sourced from the modelling undertaken by GTA consultants, and allowances have been made for traffic generated from the Marshall Precinct to the north with destinations within the HBPSP area and the ACTC. 6.1 HBPSP Traffic Generation Adopted residential traffic generation rates are shown in Table 5. These rates are consistent with those rates adopted within the East and West Precinct Structure Plan models and are lower than traditionally applied to broad acre residential subdivision developments, reflecting the aspirations of the Armstrong Creek Urban Growth Plan with regard to the provision and promotion of alternate sustainable transport modes and a reduced reliance on private vehicles. Table 5: Adopted Daily Residential Traffic Generation Rates Use Retirement Living Units Medium Density Housing Residential Lots Rate 6 vehicle moves /dwelling 6 vehicle moves / dwelling 8 vehicle moves / dwelling From the above rates, and the expected dwelling yield of 7,060 households, the HBPSP area is expected to generate approximately 56,500 residential vehicle movements per day. The non-residential uses within the PSP area (the NAC, LAC, school and recreation / open space areas) will primarily serve residents within the PSP area, and as such, these uses will generate little to no additional vehicle traffic in their own right, with traffic generated by these uses already incorporated within the residential traffic generation. 6.2 HBPSP Traffic Distribution HBPSP generated traffic has been broadly distributed throughout the precinct and externally based on expected trip purpose and considering local and regional destinations. Vehicle trip purpose has been sourced from the Department of Transport VISTA 2007 (Victorian Integrated Survey of Travel and Activity), with the following trip purposes adopted. Work Shopping Education Recreation 40 percent 20 percent 9 percent 6 percent Cardno Victoria Pty Ltd 25

32 HBPSP Traffic Model Other 25 percent Vehicle trips have then been distributed considering internal and external destinations (such as employment centres, local and major shopping destinations, recreational destinations and schools and other education centres), with the resultant distribution matrix for the HBPSP area shown in Table 6. This distribution matrix has then been used to assign HBPSP generated traffic across the internal road network and key external road connections using a logical route choice model between the internal trip origin point and internal / external destination. Cardno Victoria Pty Ltd 26

33 HBPSP Traffic Model Table 6: Horseshoe Bend Traffic Distribution Matrix External Internal North- West (GRR) North South- West South South- East ACTC North-East Employment West Employment NAC LAC s Schools Regional recreation Other Local TOTAL Work 6.00% 10.00% 0.00% 2.00% 2.00% 6.00% 4.00% 8.00% 0.80% 0.40% 0.40% 0.40% 0.00% 40.00% Retail 0.00% 4.00% 0.00% 0.00% 0.00% 8.00% 0.00% 0.00% 6.00% 2.00% 0.00% 0.00% 0.00% 20.00% Recreation 0.30% 0.90% 0.30% 0.30% 0.30% 1.20% 0.00% 0.00% 0.60% 0.30% 0.00% 1.50% 0.30% 6.00% Education 0.45% 1.35% 0.00% 0.00% 0.00% 0.45% 0.00% 0.00% 0.00% 0.00% 6.75% 0.00% 0.00% 9.00% Other 2.50% 6.25% 1.25% 1.25% 1.25% 3.75% 0.00% 0.00% 2.50% 1.25% 0.00% 0.00% 5.00% 25.00% TOTAL 9.25% 22.50% 1.55% 3.55% 3.55% 19.40% 4.00% 8.00% 9.90% 3.95% 7.15% 1.90% 5.30% % Cardno Victoria Pty Ltd 27

34 HBPSP Traffic Model 6.3 External Traffic Armstrong Creek Town Centre Cardno has undertaken traffic modelling for the ACTC PSP area, with the assumptions and outcomes of this model detailed in the Cardno report Armstrong Creek Town Centre Movement and Access Technical Report Phase 2. This modelling has been coordinated with modelling undertaken for the HBPSP. In summary the ACTC modelling has found: 71,970 vehicle movements are expected to/from the ACTC per day; 44% of trips to/from the ACTC are shared trips generated from within the Armstrong Creek Growth Area, with 16% of these trips attributable to the HBPSP area; 44% of trips to/from the ACTC are attracted retail/commercial trips from areas external to the Armstrong Creek Growth Area, with these trips primarily approaching the ACTC from Surf Coast Highway and from Barwon Heads Road, via Boundary Road and Burvilles Road; 4% percent of trips to/from the ACTC are internally generated residential trips to destinations within the Armstrong Creek Growth Area, including within the HBPSP area; and 8% of trips to/from the ACTC are internally generated residential trips to destinations beyond the Armstrong Creek Growth Area East Precinct Cardno provided traffic input and undertook traffic modelling for the approved East Precinct Structure Plan, with the results of this modelling detailed in the Cardno report Armstrong Creek East Precinct (October 2009). The East Precinct was the first major residential precinct structure plan within the Armstrong Creek Urban Growth Area to be prepared, with the traffic modelling undertaken including a significant number of assumptions with regard land use yields and the road network structure across the balance of the Armstrong Creek growth area. As part of the current modelling for the HBPSP area and ACTC, the traffic distribution assumptions adopted for the East PSP traffic model have been revised, with the distribution of traffic on interface roads adjusted to better reflect the road connections and hierarchy adopted within the HBPSP area, the broader road network connections across the Armstrong Creek growth area and current development yields within adjoining precincts, in particular the ACTC. From the above, daily traffic volumes originating from the East PSP on non-arterial roads within the HBPSP area, as applied to the HBPSP and ACTC traffic modelling, are as follows; Horseshoe Bend Road 4,300 (north of Burvilles) to 3,400 (south of GRRE) vehicles per day Burvilles Road 7,100 vehicles per day (HBPSP interface) Boundary Road 1,500 vehicles per day (Barwarre Road to Horseshoe Bend Road) West / West Industrial Precincts GTA Consultants have undertaken traffic modelling for the West Precinct Structure Plan as detailed in the Armstrong Creek West Precinct report, November 2011 and subsequent traffic evidence statement for the Amendment C240 panel prepared by Nathan Moresi of GTA Consultants (February 2012). The GTA modelling for the West PSP incorporates the West Employment Precinct and, in the absence of more detailed information, makes a number of assumptions on traffic movements between the West PSP area and ACTC / HBPSP areas. The published outputs within the above reports include total daily volumes on roads within the West PSP area only. Cardno Victoria Pty Ltd 28

35 HBPSP Traffic Model In integrating the West PSP traffic volumes into the HBPSP traffic model, clarification has been sought from GTA Consultants on West PSP only daily volumes, with the following identified: The West PSP area would contribute in the order of 20,300 vehicles per day to Surf Coast Highway between Boundary Road and the GRR, and approximately 17,100 vehicles per day along the ACTC interface; and The West PSP traffic modelling identifies approximately 8,700 vehicle moments per day moving east-west across Surf Coast Highway, excluding traffic assigned east along GRRE Marshall Precinct / North-East Industrial Precinct Traffic originating from within the Marshall Precinct on roads within the HBPSP area will primarily be associated with shopping and work related trips destined for the ACTC. A nominal allowance for this traffic is included within the shared trips from other ACUGP areas within the ACTC traffic modelling and has been applied to the HBPSP traffic model. Similarly traffic from the North-East Industrial Precinct across the HBPSP area will largely be combination of residential employment trips originating from within the HBPSP area or the West and East PSP areas, with this traffic therefore captured in the modelling undertaken for these precincts. The Keystone Business Park Precinct Structure Plan report prepared by GTA Consultants in August 2009 has been considered to ascertain external traffic volumes associated with the North East Industrial Precinct. Cardno Victoria Pty Ltd 29

36 Road Network Volumes 7 Road Network Volumes 7.1 Ultimate Daily Traffic Volumes (with GRRE) Full development traffic volumes internal roads, interface road and the existing/future arterial roads attributable to the Horseshoe Bend Precinct only are shown in Figure 15 with total traffic volumes, including existing through traffic and all other PSP development traffic, presented in Figure 16. These volumes assume the ultimate road network, including the completion of Section 4D of the GRR between Surf Coast Highway and the southern North-East Industrial Precinct access to the east of Barwon Heads Road. Volumes on Section 4D of the GRR as per Figure 16, include traffic generated from within the ACUGP area only, with no allowance for easterly extension of the GRR across the Barwon River to Bellarine Peninsula. Figure 15: HBPSP Ultimate Road Network Full Development, HBPSP Traffic Only 3,800 5,600 4,800 6,400 9,900 7,200 2,200-5,600 6,100 4,100 4,100 9,300 6,100 4,100 3,900 10,100 8,200 2,400 6,800 4,500 1,800 Cardno Victoria Pty Ltd 30

37 Road Network Volumes Figure 16: HBPSP Ultimate Road Network Full Development, Total Traffic 10,000* 13,400* 65,900 8,050 13,050 19,050 4,400-6,200 7,600 62,100 6,150 15,300 13,700 16,000 6,000 13,400 10,700 51,700 11,600 18,600 10,400 * Armstrong Creek UGA generated traffic only Comparing Figure 15 and Figure 16, it is apparent that reasonable proportions of traffic using Boundary Road, particularly along the ACTC interface, and Horseshoe Bend Road are associated with sub-regional traffic moving across the HBPSP area from adjoining PSP areas and from established areas to the north. On the section of Burvilles Road abutting the HBPSP area, the significant majority of traffic originates from areas outside of the HBPSP area. Considering the origin of movements on these roads (with residential to non-residential movements assigned based on the residential origin), an approximate split of traffic volumes per relevant PSP area is shown in Table 7. Cardno Victoria Pty Ltd 31

38 Road Network Volumes Table 7: HBPSP Generated Traffic Key Internal Road Ultimate Daily Volumes Volumes by Origin (approximate) Horseshoe Bend Road (North of Boundary) Boundary Road (Barwarre Rd to Horseshoe Bend Rd) Burvilles Road (HSB Interface) 9, % 10, % 1, % East Precinct 4, % % 7, % West Precinct 1, % 1, % % ACTC 600* 4.0% 1,100* 8.2% 700* 6.7% TOTAL 15,300 13,400 10,400 * ACTC external residential and attracted ACTC trips from outside ACUGA Figure 15 shows that the Horseshoe Bend Precinct will contribute approximately 4,100 vehicle per day to Surf Coast Highway along the HBPSP interface and 4,800 vehicles per day to the north. This is a reasonably minor contribution to the ultimate traffic volumes, as per Figure 16. Conversely, the Horseshoe Bend Precinct is the major contributor to the traffic volumes on Barwon Heads Road, with the HBPSP area contributing 7,200 vehicles per day to the south of the GRR Section 4D alignment. From the modelling undertaken, an approximate breakdown of the ultimate traffic volumes on Barwon Heads Road and Surf Coast Highway by origin is presented in Table 8. Table 8: Existing Volumes HBPSP Generated Traffic Arterial Road Network Volumes by Origin (approximate) Surf Coast Highway (South of GRRE) Barwon Heads Road (South of GRRE) 17,500^ 28.2% 5,750^ 30.1% 4, % 7, % East Precinct 7, % 5, % West Precinct* 20, % - - ACTC 12,000* 19.3% - - Other % 1, % TOTAL 62,100 19,050 * ACTC external residential and attracted ACTC from outside ACUGA ^non holiday period daily volumes 7.2 Interim Daily Traffic Volumes (Prior GRRE) Acknowledging Section 4D of the GRR is likely a longer term strategic project, traffic volumes across the HBPSP area have been modelled on the basis that the Horseshoe Bend precinct is fully developed before Section 4D is complete. These volumes are shown in Figure 17. This model assumes Reserve Road between Horseshoe Bend Road and Barwon Road will be upgraded a connector road standard but tailored to match to the ultimate GRRE eastbound carriageway and includes the continuation of the east-west connector road to the Surf Coast Highway / GRR 4C intersection. Cardno Victoria Pty Ltd 32

39 Road Network Volumes Compared with the ultimate road network volumes with GRRE, the following differences in daily volumes on roads within the HBPSP area are likely. An increase of around 3,400 vehicles per day along the east-west connector towards Surf Coast Highway; A reduction of approximately 3,000 vehicles per day at the northern end of Horseshoe Bend Road; and An increase in volumes on Barwon Heads Road, south of Reserve Road, of approximately 1,300 vehicles. Outside of the HBPSP area, volumes on Surf Coast Highway to the north will also increase due to traffic assumed to continue east along GRRE within the GTA West Precinct traffic model being diverted to the north. Figure 17: HBPSP Traffic Volumes Full Development, No GRR 4D - 8,200 70,400-11,050 20,400 2,200 9,700 9,600 7,600 62,100 6,150 15,300 13,700 16,100 6,000 13,400 10,700 51,700 11,600 18,700 10,400 Cardno Victoria Pty Ltd 33

40 Road Network Volumes 7.3 Peak Hour Turning Movement Volumes Ultimate intersection peak hour traffic movements derived from the HBPSP traffic model are presented in Figure 18 through Figure 21 based on the following: Peak hour residential traffic generation is equal to 10 percent of total daily traffic generation; Residential traffic will be 80 percent outbound and 20 percent inbound in the AM peak; and Residential traffic will be 40 percent outbound and 60 percent inbound during the PM peak hour. Non residential based ACTC traffic has been distributed based on a 50/50 directional split and assuming 1 percent of daily flows in the AM peak and 10 percent during the PM peak. Prior to the development of the GRRE, as shown in Figure 17, traffic within the northern section of HBPSP area will differ from ultimate volumes with traffic that would otherwise use the GRRE redistributed through the internal road network. As such, additional peak hour turning movement volumes have been derived at the following key intersections for the interim HBPSP road network scenario: The East-West connector with Surf Coast Highway and GRR 4C; The Horseshoe Bend Road / Reserve Road / Drews Road intersection; The Horseshoe Bend Road / East-West Connector intersection; The Barwon Heads Road / Reserve Road intersection; and The Barwon Heads Road / East-West Connector intersection. The peak hour volumes are shown in Figure 22 through Figure 25. Cardno Victoria Pty Ltd 34

41 Road Network Volumes Figure 18: HBPSP Ultimate Road Network AM Peak Hour Turning Movement Volumes (West) Cardno Victoria Pty Ltd 35

42 Road Network Volumes Figure 19: HBPSP - Ultimate Road Network AM Peak Hour Turning Movement Volumes (East) Cardno Victoria Pty Ltd 36

43 Road Network Volumes Figure 20: HBPSP Ultimate Road Network PM Peak Hour Turning Movement Volumes (West) Cardno Victoria Pty Ltd 37

44 Road Network Volumes Figure 21: HBPSP - Ultimate Road Network PM Peak Hour Turning Movement Volumes (East) Cardno Victoria Pty Ltd 38

45 Road Network Volumes Figure 22: Interim HBPSP AM Peak Hour Turning Movement Volumes (West) Figure 23: Interim HBPSP AM Peak Hour Turning Movement Volumes (East) Cardno Victoria Pty Ltd 39

46 Road Network Volumes Figure 24: Interim HBPSP PM Peak Hour Turning Movement Volumes (West) Figure 25: Interim HBPSP PM Peak Hour Turning Movement Volumes (East) Cardno Victoria Pty Ltd 40