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

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KEY CONCEPT: HIGH-QUALITY PUBLIC TRANSPORT In the annals of history, many recognize that we have moved as far as we can go on untamed wheels. A nation in gridlock from its auto-bred lifestyle, and environment choking from its auto exhausts, a landscape sacked by its highways, has distressed Americans so much that even this go-for-it nation is posting “No Growth” signs on development from shore to shore. All these dead ends mark a moment for larger considerations. The future of our motorized culture is up for change. Jane Holtz Kay, Asphalt Nation (1998) Trips to and from work represent a significant proportion of private car travel. It is likely that, notwithstanding the proposed level of employment in the growth area, many Armstrong Creek residents will commute outside the area to central or North Geelong, or even Melbourne. Therefore, the UGP proposes to provide attractive and high capacity links to these destinations via new high quality public transport services, accessed via a potential new public transport interchange at Rossack Drive and a high quality public transport link extending to the Major Activity Centre at the heart of the growth area. The UGP proposes that residential development densities are increased to a minimum of 30 dwellings per hectare within 400 metres of Marshall Station and the proposed public transport interchanges at Rossack Drive and the Major Activity Centre—the equivalent of townhouse development. This optimises the number of origins and destinations within a comfortable walk of these interchanges, in accordance with the G21 Geelong Region Plan. Approximately 50% of the 54,000 people who will make up the Armstrong Creek community will live within 1.2 kilometres—a comfortable 15 minute walk—of one of these interchanges. Further, the proposed local transit system will bring all homes in the growth area within a maximum of approximately 25 minutes total travel time from a interchange (including the walk to the local transit stop and a potential 10 minute wait). A development of the scale of Armstrong Creek offers a rare opportunity to plan for and around higher-quality public transport services. It will be important that the new public transport infrastructure and services are established as early as possible in the life of the Armstrong Creek development, to ‘capture’ residents before they develop a car ‘habit’. ARMSTRONG CREEK URBAN GROWTH PLAN / VOLUME 1 (ADOPTED 13 MAY 2008, AMENDED MAY 2010) 98
4.8.3 PRINCIPLES – MOVEMENT AND ACCESS The following principles should guide the development of the Armstrong Creek growth area: P 8.1 Marshall Station should be further developed to provide improved amenity, including enhanced kiss-and-ride facilities. P 8.2 The potential should be explored for a new public transport interchange at Rossack Drive, leading from the outcomes of the DOI corridor study referred to above. This should incorporate pedestrian access from both sides of the rail corridor and interchange facilities in accordance with Austroads’ Guide to Traffic Engineering Practice – Part 16: On Road Public Transport. P 8.3 A high quality “Sub-regional public transport link” should be developed between the existing railway line and the proposed Major Activity Centre, with provision for it to be extended beyond towards Torquay. This should: o incorporate an interchange at the eastern edge of the Major Activity Centre that is in accordance with Austroads’ Guide to Traffic Engineering Practice – Part 16: On Road Public Transport and does not incorporate park-and-ride; o be designed so that it has maximum integration with the urban form of the centre; and o have regular pedestrian and cycle crossings, and more limited road crossings. P 8.4 A comprehensive local public transport system should be provided. These services should: o travel on routes that link all activity nodes and pass within 600 metres of all dwellings; o be frequent enough that passengers are willing to just turn up without consulting a timetable; o incorporate stops with a high level of passenger amenity, including bicycle parking, real-time information, good lighting and compliance with the Disability Discrimination Act; in accordance with Clause 56 of the Greater Geelong Planning Scheme, and o be linked to central and North Geelong using SmartBus principles. ARMSTRONG CREEK URBAN GROWTH PLAN / VOLUME 1 (ADOPTED 13 MAY 2008, AMENDED MAY 2010) 99
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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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Page 59 and 60: P 4.7 Development in the growth are
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Page 67 and 68: 4.5.2 KEY ISSUES Walkability Conviv
Page 69 and 70: educes car dependency and, therefor
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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
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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
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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 and 110: nature strips are minimised. Wider
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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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