armstrong creek urban growth plan volume 1 - City of Greater Geelong

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at pedestrian crossings. They also allow multiple lines of trees along the street, reducing its apparent scale and enhancing its appearance both for people moving along it and for development alongside. The division of the traffic in each direction into two carriageways creates the opportunity for each to be treated slightly differently. For example, the central carriageway can be focused mainly on faster, through movement, whereas the outer carriageway (service road) can be focused more on the pedestrian and development environment that is created, with a slower design speed suited to local traffic. In particular, the outer carriageways create the opportunity for: kerbside parking, enhancing the feeling of safety for pedestrians, offering visitor parking for adjoining uses and slowing traffic through the ‘friction’ created by cars moving in and out of parking spaces; more frequent intersections with side streets, enhancing access opportunities; and direct access to abutting properties, avoiding the need for other access arrangements. Many of Melbourne’s ‘famous’ boulevards provide good examples of multicarriageway boulevards. 4.8.10 ARTERIAL ROADS Existing arterials Service roads will need to be provided on Torquay Road and Barwon Heads Road to give access to adjoining properties. Grade-separated crossings of the existing rail line at Barwon Heads and Torquay Roads will also need to be provided for in future planning. East-west link road To reduce any barrier effect of the east-west link road on the growth area, it has been located close to the existing railway reservation. It is currently envisaged that the east-west link will be a divided road with 2-3 lanes in each direction and a design speed of 60-80kph. Efforts should be made to minimise the width and speed of the road to minimise its barrier effect. Allowance is also made for service roads to provide access to adjoining development. Service roads will allow a reduction of traffic accessing development cells onto connector streets and seeking access to the east-west link road. The ARMSTRONG CREEK URBAN GROWTH PLAN / VOLUME 1 (ADOPTED 13 MAY 2008, AMENDED MAY 2010) 110
oad will be a limited access road with signalised intersections with Connectors spaced at 800 metres. The minimum cross-sectional arrangements for each section of the east-west link road are shown in the diagrams below: West of Sub-Regional Transit Route East of Barwarre Road Figure 4.8.3 Minimum cross-sections of east-west link road Geelong Bypass to Surf Coast Highway Link The linkage between Geelong Bypass Stage 4 and the Surf Coast Highway is proposed via Anglesea Road and Mt Duneed Road. It is anticipated that both roads would be developed and maintained by VicRoads as part of the long term linkage to the Surf Coast. ARMSTRONG CREEK URBAN GROWTH PLAN / VOLUME 1 (ADOPTED 13 MAY 2008, AMENDED MAY 2010) 111
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ARMSTRONG CREEK URBAN GROWTH PLAN V
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THE STRUCTURE OF THE URBAN GROWTH P
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3.2 Land Use Budget________________
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1 INTRODUCTION 1.1 THE GROWTH OF GE
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Moorabool River Bannockburn Inverle
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complement and add value to it to c
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Process The UGP was developed in fi
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1.5 THE STRUCTURE OF THIS REPORT Se
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2.2 OVERALL VISION STATEMENT The Ar
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help attract high-technology busine
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3 FRAMEWORK PLAN 3.1 KEY STRUCTURIN
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3.2 LAND USE BUDGET The following t
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4 PLANNING AND DESIGN PRINCIPLES 4.
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Drooping Sheoak - as for above spec
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KEY CONCEPT: A GREEN SETTING The vi
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o ensuring the extent of public ope
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4.2 4.2 FLOODING AND DRAINAGE This
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Measures to achieve the above princ
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KEY CONCEPT: WATER SENSITIVE URBAN
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Armstrong Creek Urban Growth Plan F
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prior to 1861, and Stewart’s Rese
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o consider the strategic linkages b
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Figure 4.3.2: Indicative and simpli
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No. on Fig 4.3.3 No. Street Town/ S
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No. on Fig 4.3.3 No. Street Town/ S
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The trail and centre will be develo
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EAST EAST EAST EAST EAST EAST EAST
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4.4 EMPLOYMENT This section should
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2. Regional innovation: the UGP sho
Page 59 and 60: P 4.7 Development in the growth are
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Page 63 and 64: The development of specialised loca
Page 65 and 66: The activity centres—especially t
Page 67 and 68: 4.5.2 KEY ISSUES Walkability Conviv
Page 69 and 70: educes car dependency and, therefor
Page 71 and 72: 4.5.3 PRINCIPLES - RESIDENTIAL NEIG
Page 73 and 74: 4.6 ACTIVITY CENTRES This section s
Page 75 and 76: 4.6.2 KEY ISSUES Retail activity Th
Page 77 and 78: P 6.3 A mixed-use corridor should b
Page 79 and 80: 4.6.4 ACTIVITY CENTRE STRUCTURE The
Page 81 and 82: Central part of Armstrong Creek cat
Page 83 and 84: contain a 3.5ha primary school that
Page 85 and 86: All the smaller centres should be l
Page 87 and 88: provides locations where unforeseen
Page 89 and 90: greater levels of investment in lin
Page 91 and 92: 4.7.3 PRINCIPLES - OPEN SPACE AND R
Page 93 and 94: 4.7.4 SUMMARY The following table s
Page 95 and 96: Therefore, it is critical that the
Page 97 and 98: The primary purpose of the “east-
Page 99 and 100: 4.8.3 PRINCIPLES - MOVEMENT AND ACC
Page 101 and 102: P 8.13 Provision should be made for
Page 103 and 104: KEY CONCEPT: PUBLIC TRANSPORT In a
Page 105 and 106: 4.8.8 PEDESTRIAN AND CYCLE ROUTES D
Page 107 and 108: Figure 4.8.2 Possible cross-section
Page 109: nature strips are minimised. Wider
Page 113 and 114: Water Supply Barwon Water is curren
Page 115 and 116: northern side of the 220kV line, an
Page 117 and 118: Telecommunications Telstra advises
Page 119 and 120: P 9.3 A comprehensive sustainable w
Page 121 and 122: 5 NON URBAN AREAS 5.1 INTRODUCTION
Page 123 and 124: There is also an aeolian sand dune
Page 125 and 126: Interface issue Potential problem C
Page 127 and 128: 6 SURROUNDING AREAS 6.1 INTRODUCTIO
Page 129 and 130: 7 PRECINCT STRUCTURE PLANS Council
Page 131 and 132: sewerage to Black Rock and associat
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