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Marong Movement & Access Strategy, 15/01/18, Rev A

Title

Marong Township Structure Plan

Movement & Access Strategy

15/01/2018


Issue Date Description Prepared By Checked By Approved By Signed

A-Dr 25/08/17Draft submission to

Council Anna Burnett Alex Blackett Will Fooks

B-Dr 31/08/17Draft workshop presentation to

CouncilAnna Burnett Alex Blackett Will Fooks

C-Dr 20/09/17Draft submission to

CouncilAnna Burnett Alex Blackett Will Fooks

A – Final 15/01/18 Final Anna Burnett Alex Blackett Will Fooks

Quality Record


Table of Contents

Sections Page

Introduction & Background 3

Existing Conditions 7

Developing a Transport Model 14

Development & Infrastructure Proposals 25

Modelling the future Marong 38

Intersection Planning Scenarios 54

Strategic Alternative Transport Connections 64


Introduction & Background


The purpose of the study

The City of Greater Bendigo wants to

facilitate the growth in vehicle traffic while also creating a safe and

convenient township environment for cyclists/pedestrians

Marong township has been identified as a future satellite

township to the City of Greater Bendigo

The town’s current population

of 1,100 is forecasted to grow to 8,000 by 2035

Support future town development through creating a plan for the

street network

The township is centered at the intersection of the Wimmera, Calder

and Calder Alternative Highways

Significant through traffic volumes,

especially freight, is compromising the amenity and safety of the town

Introduction

Existing Conditions

Model Development

Development Proposals

Future Modelling

Intersection Planning

Alternative Transport


The need for a Movement & Access

StrategyRapidly growing towns like Marong require a Structure Plan and Development Contribution Plan (DCP) to appropriately plan and facilitate the implementation of their future

infrastructure needs. They are established in conjunction with one another to ensure outcomes from both align and are complementary to one another.

Amendment to the Greater Bendigo Planning Scheme

Movement & Access Strategy:

A strategy for transport

that delivers the

Marong Structure Plan.

• Is designed to amend Planning

Schemes and apply state wide

planning tools to facilitate and

guide development.

• Requires developers to financially

contribute to additional community

infrastructure, such as transport

facilities.

• Is used to amend the Planning

Scheme, as the implementation of

a DCP requires the identification

and justification for the need for

new infrastructure.

The Development

Contribution Plan

The

Structure

Plan

Introduction

Existing Conditions

Model Development


Future Modelling




Problem Definition

& ChallengesOpportunities

The Transport

ResponseThe Solutions Recommendations

The process

Introduction &

BackgroundContext

Existing

Conditions

Baseline

ConditionsProposals Scenarios

Strategic

ResponseNext Steps

The steps in our process:

Stakeholder workshop to understand key problems, opportunities

and coordinate responses.

Introduction

Existing Conditions

Model Development


Future Modelling




Existing Conditions


What does Marong look like now?

The existing township of Marong is

predominately residential and

surrounded by farmland and

conservation reserves.

Other notable land uses in the township

include:

➢ Marong Primary School

(approximately 140 students & 13 staff)

➢ Marong Golf Club

➢ Marong Family Hotel

➢ Malone Park – a recreational precinct

which is currently undergoing staged

redevelopment

➢ Graincorp office

Introduction

Existing Conditions

Model Development


Future Modelling




Marong is at the centre of key road

and freight routes

➢ Marong Township is located approximately 15km to the west of Bendigo.

➢ It is located at the junction between Calder Highway / Calder Alternative Highway / Wimmera Highway and Allies Road.

➢ Most traffic is attributed to through trips rather than local trips, with a high proportion of freight movements.

➢ Both the Calder and Calder Alternative Highways are considered key freight routes by the Federal Government.

➢ High Productivity Freight Vehicles use of the Calder Alternative is approved by VicRoads, and under assessment for the Calder Highway (to the west of Marong).

Introduction

Existing Conditions

Model Development


Future Modelling




Marong is on a closed railway line

➢ Marong is located on the now closed Eaglehawk to Inglewood railway line.

➢ Two level crossings remain in the township.

➢ The railway provided connection to the north of Bendigo.

➢ The railway station, formerly located at the centre of the township, has been decommissioned and demolished.

➢ Passenger and freight services no longer operate on this section of rail. It is unknown when the rail station will be reopened, and for the purposes of this assessment it is assumed to be closed.

Introduction

Existing Conditions

Model Development


Future Modelling




Marong is serviced by a few bus

services

Route Type Frequency

Swan Hill – Melbourne via Bendigo

V/Line Coach from Swan Hill to Bendigo with connecting Melbourne-bound train

- 2 morning services towards Melbourne (Mon – Fri)

- 2 evening services towards Swan Hill (Mon – Fri)

Sea Lake – Melbourne via Charlton & Bendigo

V/Line Coach from Sea Lake to Bendigo with connecting Melbourne-bound train

- 2 morning services towards Melbourne (Mon – Fri)

- 2 evening services towards Sea Lake (Mon – Fri)

Bendigo – Boort via Wedderburn

Bus

- 1 morning service towards Bendigo (Sat)

- 1 afternoon service (Sat)

Primary School Bus Bus

Status of bus along

Wimmera Highway not

known

Introduction

Existing Conditions

Model Development


Future Modelling




Marong active travel network is

disjointed

New subdivisions have good footpaths but no connection elsewhere

Wide roads and narrow footpaths indicate vehicle priority

Poor pedestrian connection at school crossingLack of pedestrian crossing points

Marong currently consists of a limited and disconnected path network

Introduction

Existing Conditions

Model Development


Future Modelling




Developing a transport model


A transport model was used to assess

Marong’s transport network

➢ A transport model is a tool used to represent the operation of a transport network. It is used for forecasting and predicting network impacts from a range of changes or modifications.

➢ The transport network in Marong is complex, due to its location at the intersection of two highways as well as its significant forecast development. A transport model which holistically reviewed the network was required to adequately assess the implications of future changes.

➢ Steps to develop the model:

1. A baseline model is built using quality data input, and aims to

match real world conditions as best as possible.

2. The base model is modified based on a change, whether that be

from a new development or a changed road configuration.

3. The impacts of the change is reviewed by comparing the base

and modified model outputs.

4. Solutions are identified and modelled using the same process.

4.Solutions

3.Impacts

2.Changes

1.Baseline Model

Introduction

Existing Conditions

Model Development


Future Modelling




What are the baseline conditions?

1. Developing an accurate baseline is important as it provides the starting point for all

assessment of future infrastructure. If the base line is incorrect all modeling is incorrect.

2. The Marong baseline conditions have been developed using a combination of static

(macro) network modelling and intersection modelling, informed by surveys and

observations.

Introduction

Existing Conditions

Model Development


Future Modelling




Surveys were commissioned to understand existing traffic conditions, namely through and internal traffic volumes.

Site observations and desktop review undertaken to understand existing land uses to attribute existing traffic.

Baseline model prepared to determine the traffic volumes on the major road network and connector roads.

SIDRA Intersection analysis of major intersections to understand their existing operation.

How have the baseline conditions

been developed?

Introduction

Existing Conditions

Model Development


Future Modelling




Extensive surveys were undertaken

➢ Turning count surveys at 8 locations around Marong.

➢ OD surveys on the five arterial roads to determine the throughput and the internal trip generations.

➢ Tube count to validate data against weekly data, and historical surveys to ensure that our survey day is accurate.

➢ Peak hours (AM 8-9am & PM 3.30-4.30pm) determined from turning movement counts.

Introduction

Existing Conditions

Model Development


Future Modelling




0

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5 Day Average 7 Day Average Survey Day (Thursday 20 July) Friday

The survey data was suitable

GTA Surveys July 2017 VicRoads Historical Profile

Survey day peak hour higher than 5 day average and Friday.

0 1000 2000 3000 4000 5000 6000

Mon

Tue

Wed

Thu

Fri

Sat

Sun

Daily Traffic

Survey day daily volumes represent peak conditions, except for Friday. However, Friday PM peak hour is lower than Thursday (as shown above).

Survey day represents typical

peak conditions, so suitable

for input to analysis.

Survey day peak hour higher than VicRoads data for 2016.

Introduction

Existing Conditions

Model Development


Future Modelling




The existing traffic conditions were

reviewed

Existing traffic characteristics summary:

➢ The static model identified a total trip generation of 1.1 trips per dwelling in the AM and 1.3 trips per dwelling in the PM.

➢ This traffic generation includes all current land uses (School, Retail, Office, Sportsground, Golf, etc).

➢ The traffic generation was broken into various land uses, including residential, school and retail. Traffic generation rates were calibrated against empirical and statutory rates, taking into account passer-by trips and linked trips.

➢ 30% of trips generated by Marong land uses have been found to remain in Marong, with 70% of trips being to/from external zones. This would infer that many local trips are for relatively short distances.

➢ By looking at all land uses within Marong, the following inbound/outbound traffic distributions were identified:o AM – 30% inbound and 70% outbound

o PM – 55% inbound and 45% outbound

Introduction

Existing Conditions

Model Development


Future Modelling




There is a significant regional traffic

travelling through Marong

Marong is at the intersection of two major highways.

As such, over half (59% AM and 55% PM) of all trips

currently in Marong are through trips and are not

attributed to Marong township land uses.

Introduction

Existing Conditions

Model Development


Future Modelling




Most traffic from Marong is to/from

Bendigo (east)

9%

17%

10%

9%

14% 9%

47%

58%12%

15%

PM Traffic DistributionAM Traffic Distribution

15%

15%

6%

12%

12% 6%

47%

63%14%

10%

Existing distributions to external zones was determined based on the OD surveys.

Most people travel towards

the Calder Highway (east)

Introduction

Existing Conditions

Model Development


Future Modelling




There will be no change to the traffic

distributions

The growth areas over the next 15 years are

shown to be fairly well distributed to the north

and south of Bendigo, so a shift in traffic distribution to/from Marong via Allies Road

from Calder Highway is considered unlikely, r

at least marginal.

Source: The Draft Plan Greater Bendigo – Discussion Paper

Diagram of Regional Forecast Population Growth

Marong

Growth expected both north

and south of Marong, and no

shift in distribution from

Calder Highway to Allies

Road is expected.

* This does not consider the possibility that vehicles will choose to avoid the

Calder Highway if it becomes congested.

Introduction

Existing Conditions

Model Development


Future Modelling




➢ The SIDRA Intersection models have been developed for the

following four intersections, as these are considered to be the

most critical access points to the township.

The traffic model was developed

using Aimsun static & SIDRA

Existing Volume Plots

Volume/Capacity Ratio

<20%20%-40%40%-60%60%-80%

80%-100%>100%

➢ The static traffic model gives us

flows on each link and turns at

each intersection.

Calder Hwy / Calder Alternative Hwy

Calder Hwy / Allies Rd

Calder Hwy / Hills RoadCalder Alternative Hwy /

Wimmera Hwy

This is a staggered

intersection and therefore

was run with two separate

intersections

The traffic model was

considered ‘fit for purpose’

Introduction

Existing Conditions

Model Development


Future Modelling




Development & Infrastructure Proposals


What is going to change in Marong?

Transport infrastructure upgrades and new

facilities, i.e. western and northern bypasses,

intersection upgrades, etc.

Marong Business Park

Growth of Marong Township

Background growth on the road network

(beyond what's attributed to additional

development within Marong or the Business Park)

Introduction

Existing Conditions

Model Development


Future Modelling




The background traffic will grow

SVITM

Business Park Report

Maiden Gully (GTA Work)

0.1% - 0.4%

3.5%

2%

Applied to all major external roads:

- Calder Highway

- Calder Alternative Highway

- Wimmera Highway

- Allies Road

SVITM indicates much lower growth rates of 0.4% in

the AM and 0.1% in the PM on the Calder Highway,

which is considered too low for Marong given it is

located on primary freight route.

3.5% growth rate used, which incorporated typical

increases in surrounding traffic, as well as growth

attributed to other development areas in greater

Bendigo, i.e. Marong Township and Business Park.

Considered too high given distance to Bendigo

and development traffic generated from

proximate uses are being factored separately.

From Business Park Transport impact Assessment.

Considered a reasonable growth rate, so has been

adopted in this assessment.

Introduction

Existing Conditions

Model Development


Future Modelling




There will be substantial development

in Marong

➢ It is predicted that the population of Marong will increase from 1,100 to 8,000 people, or ~330 dwellings to 3,200 dwellings (2.5 people per dwelling) over the next 20 years.

➢ Development is expected in two stages:

o Stage 1: Within the Traditional Marong Township Boundary (total 910 lots)

o Stage 2: Beyond the Traditional Marong Township in the Stage 2 Development bounds (~total 3,200 lots)

➢ The Township of Marong is expected to grow, and the proposed developments may include:

o Increased retail presence

o Expansion of the primary school

➢ A heavy vehicle rate of 4% was adopted for all land uses within the township.

Stage 1

Stage 2

Introduction

Existing Conditions

Model Development


Future Modelling




0

500

1,000

1,500

2,000

2,500

3,000

3,500

2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036

Nu

mb

er o

f Lo

ts

The development will be gradual to

2035

The timeframe has been developed as per the below graph, with full

development expected by 2035.

Existing

2017

330 lots

Stage 2

2035

3,200 lots

Stage 1

2025

910 lots

Introduction

Existing Conditions

Model Development


Future Modelling




Stage 1 will be built by 2025

Stage 1: Building within traditional Marong township boundary

There are proposed to be a total of 910 lots within the Traditional Marong Township boundary, of which:

➢ 329 lots currently within the township

➢ 226 lots approved in the south eastern quadrant

➢ 81 lots approved in the north west quadrant

➢ ~200 lots that will be constructed on land in the western boundary of the site (based on a conventional density of 10-12 lots per hectare)

School and town centre to grow in line with residential growth, and to stay in the same location.

➢ 330 school children (total)

➢ 2,500 sqm retail (total)

81 lots

~226 lots

~200 lots

~910 lots within the Township Boundary

329 existing

lots

Introduction

Existing Conditions

Model Development


Future Modelling




Stage 2 will be built by 2035

Stage 2: Building beyond traditional Marong township boundary

There are proposed to be a total of 3,200 lots within Marong, including 910 lots within the Traditional Marong Township boundary and 2,290 lots outside the boundary, including:

➢ 760 lots to the east of the township

➢ 760 lots to the south-east of the township

➢ 530 lots to the south-west of the township

➢ 240 lots to the west of the township

Based on the land area, this is equates to approximately 7.6 lots per hectare.

School and town centre to grow (retail expected to grow in line with residential growth) tot eh following:

➢ 600 school children (total)

➢ 4,500 sqm retail (total)

Town centre to stay in same location, but school may move to the corner of Calder Highway / Hills Road. This is CoGB’s preferred location however it is yet to be confirmed by Department of Education and Training (DET).

760 lots

530 lots

910 lots within the Township Boundary

+

2,320 lots outside the Township Boundary

910 lots

760 lots

CoGB’s preferred

school location –

yet to be

confirmed by DET

240 lots

Introduction

Existing Conditions

Model Development


Future Modelling




Marong as an attractor for retail

shopping is not forecast to change

Retail sqm/dwelling, 1.4

Retail sqm/dwelling, 2.7 Retail sqm/dwelling,

1.4

2017 Interim 2025 Ultimate 2035

Dwellings Retail Retail sqm/dwelling

• The township is currently serviced by a

small retail presence, which is

assumed to service the local

residence and some passer-by trips.

• In the ultimate development scenario,

the retail presence will be in

proportion to the existing, and not

only service the local residence, but

others in the proximate area (i.e.

passer-by trips become direct trips).475

sqm329

2,500

sqm9104,500

sqm3,200

Retail Size vs Number of Dwellings

Introduction

Existing Conditions

Model Development


Future Modelling




Marong as an attractor to school will

not change

School student/dwelling, 0.4



2017 Interim 2025 Ultimate 2035

School Dwellings School student/dwelling

• The township is currently serviced by a

small school, which is assumed to

service the local and some rural

residents (passer-by trips).

• In the ultimate development scenario,

the school size will decrease

disproportionately to the number of

dwellings. As such, there may be a

need for an additional school, or the

catchment area decreases.329 910 3,200120 329 672

School Size vs Number of Dwellings

Introduction

Existing Conditions

Model Development


Future Modelling




Business Park

➢ A Business Park of 313 ha (220 ha of developable land) is to be created immediately north-west of the township.

➢ The timing of the delivery is unclear, however it has been assumed to be as follows:o half built when Marong is constructed to the township boundary (i.e. 2025)

o fully built when Stage 2 of the Marong Township is developed (i.e. 2035)

➢ The Business Park will generate 3,060 trips during the peak hour, with 160 of these attributed to traffic to and from Marong.

➢ The remaining 2,900 trips will be distributed as per the associated Aurecon Transport Impact Assessment report.

➢ Heavy vehicles account for 10% of the total trips generated by the Business Park, as provided in the Aurecon Traffic Impact Assessment report. This level seems to be on the low side, so should be further assessed as the Business Park develops.

Marong Business Park will add traffic

through Marong

Sourced from Aurecon Traffic Impact Assessment of Proposed Marong Business Park, October 2013

Introduction

Existing Conditions

Model Development


Future Modelling




Proposed transport infrastructure upgrades:

➢ VicRoads is currently investigating the provision of bypasses to the west and north of the township to better support through traffic volumes and remove the need for them to travel through Marong Township.

➢ The bypasses have the potential to help transform the existing road network in the township to only cater for local access and movements.

Strategic infrastructure is proposed to

support developmentIndicative alignment of bypasses only

Introduction

Existing Conditions

Model Development


Future Modelling




Estimating future proportion of

traffic using the bypassIt is unknown exactly how attractive the bypasses will be for vehicles travelling from exterior locations in the network. While the majority of drivers will choose to bypass Marong, some will travel via Marong to access community facilities, shops, school etc.

Travel time costs have been applied in the model to identify the following approximate expected usage of the bypasses.

Western BypassFor use by business park traffic:

1. To/from Calder Alternative Highway

2. To/from Wimmera Highway

For use by external traffic:

1. Calder Highway (W) to/from Calder

Alternative Highway

2. Calder Highway (W) to/from

Wimmera Highway

Total:

100%

30%

90-95%

Use of Bypass Northern BypassFor use by business park traffic:

1. To/from Calder Highway (E)

For use by external traffic:

1. Calder Highway (W) to/from Calder

Highway (E)

Total:

100%

30%

80-90%

Use of Bypass

Introduction

Existing Conditions

Model Development


Future Modelling




For modelling purposes, the development

proposals were separated into three scenarios

Land Use

2017 2025 2035

Existing Interim Ultimate

School

120 children 332 children 672 children

Retail

475 sqm 2,500 sqm 4,500 sqm

Residential

329 dwellings 910 dwelling 3,200 dwellings

Business Park

NA 50% built 100% built

Introduction

Existing Conditions

Model Development


Future Modelling




Modelling the future Marong


Eight network scenarios were

assessed

1. Existing baseline conditions

(2017)

2. Built out to Township

Boundary (2025)


Boundary + 50% Business Park

(2025)


Boundary + 50% Business Park

+ Western Bypass (2025)

5. Full build of township (2035)

6. Full build of township +

Business Park (3035)


Business Park + Western Bypass

(2035)


Business Park + Western Bypass

+ Northern Bypass (2035)

o

Introduction

Existing Conditions

Model Development


Future Modelling




1. Existing Baseline Conditions (2017)

AM PM

Network/Intersection AM PM

Internal mid-block capacity ✓ ✓

External mid-block capacity ✓ ✓

Calder / Calder Alternative ✓ ✓

Calder Alternative / Wimmera ✓ ✓

Calder / Allies ✓ ✓

Calder / Hill ✓ ✓


<20%20%-40%40%-60%60%-80%

80%-100%>100%

The network is currently operating well, with all roads accommodating <40% of capacity ratio.

Introduction

Existing Conditions

Model Development


Future Modelling




2. Built to Marong Township

Boundary (2025)

AM PM

Intersections over capacity

Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%




Calder / Calder Alternative

Calder Alternative / Wimmera * ✓ ✓

Calder / Allies * ✓ ✓

Calder / Hill * ✓ ✓

* While this scenario has not been

modelled in SIDRA, it is expected to

operate satisfactorily given it does so in

the next scenario which adds more traffic

to the network at these locations.

Introduction

Existing Conditions

Model Development


Future Modelling




3. Built to Township Boundary + Half

Business Park (2025)

Business Park

AM PM



External mid-block capacity ✓


Calder Alternative / Wimmera ✓ ✓

Calder / Allies ✓ ✓


Business Park


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%

Introduction

Existing Conditions

Model Development


Future Modelling




4. Built to Township Boundary

+ Business Park + Western Bypass (2025)

Indicative alignment of bypasses onlyIndicative alignment of bypasses only

AM

Business Park

PM

Business Park



External mid-block capacity






Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%



operate satisfactorily given it does so

without the bypass.

Introduction

Existing Conditions

Model Development


Future Modelling






External mid-block capacity ✓

Calder / Calder Alternative *

Calder Alternative / Wimmera

Calder / Allies

Calder / Hill

5. Full Build of Township (2035)

AM PM


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%



operate unsatisfactorily given it doesn’t

with only development occurring within

the current township boundary.

Introduction

Existing Conditions

Model Development


Future Modelling





Internal mid-block capacity



Calder Alternative / Wimmera *

Calder / Allies *

Calder / Hill *

6. Full Build of Township + Business

Park (2035)

AMBusiness Park

PMBusiness Park


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%




without the business park traffic.

Introduction

Existing Conditions

Model Development


Future Modelling




7. Full Build of Township

+ Business Park + Western Bypass (2035)


AM PM

Business Park Business Park


Internal mid-block capacity




Calder / Allies *

Calder / Hill *


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%




even with both bypasses in place.

Introduction

Existing Conditions

Model Development


Future Modelling




8. Full Build of Township

+ Business Park + Western Bypass + Northern

Bypass (2035)


AM PM

Business ParkBusiness Park


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%






Calder / Allies

Calder / Hill

Vehicles may choose to take Allies

Road rather than Calder Highway to

get to Bendigo if it becomes too

congested on Calder Highway.

No change in distribution has been

included in this modelling.

Introduction

Existing Conditions

Model Development


Future Modelling




Two further options to alleviate pressure

on Hills Road were considered

Traffic network options to alleviate pressure on Hills RoadIn order to alleviate the pressure on Hills Road, and the intersection at Hills Road/Calder Highway, some options have been considered for the full township scenario:

1. New link to Calder Highway east of Hills Road – this will allow for vehicles travelling to/from the east to avoid Hills Road. This is required in order for the intersection of Hills Road / Calder Highway to operate satisfactorily.

2. Extension of Salvarezza Road to Calder Alternative Highway – this will allow for vehicles travelling to/from the south to avoid the Marong township. This is not a requirement from a network perspective, as the internal road network operates satisfactorily without the provision of this link. It is however recommended to alleviate pressure on the Calder / Calder Alternative Intersection (discussed further in the following sections).

2. Salvarezza Road

extension to Calder

Alternative Highway.

1. New connection to

Calder Highway

(indicative location).

Introduction

Existing Conditions

Model Development


Future Modelling




9. 2035 Full Build + BP + WB + NB + New Link

to Calder Highway


AM PM


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%






Calder / Allies *


Additional connection to Calder Highway alleviating pressure on Hills Road and the intersection of Calder Highway / Hills Road.




operate unsatisfactorily given the

additional Calder link won’t impact these

links

Introduction

Existing Conditions

Model Development


Future Modelling




10. 2035 Full Build + BP + WB + NB + Calder

Additional Link + Salvarezza Road Extension


AM PM


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%






Calder / Allies


Salvarezza Road connection allows for vehicles travelling to the eastern developments from the south and south west to bypass Marong. This alleviates pressure in the township, however the volumes using the link are not critical and it is not considered to be a necessary option.



modelled in SIDRA, it cannot operate

satisfactorily given under its existing

arrangements it doesn’t.

Introduction

Existing Conditions

Model Development


Future Modelling




An option to duplicate the Calder

Highway (extents) was assessed

In order to ensure no roads within the network

are at capacity, it is recommended that the

Calder Highway is duplicated as follows:

1. West of Township – between the intersection of the northern and western bypasses and

Calder Highway and the Business Park

accesses.

2. East of Township – east of the intersection of

the northern bypass and Calder Highway.

Indicative alignment of bypasses only

We

ste

rn B

yp

ass

(in

dic

ativ

e o

nly

)

Duplication between

bypasses and access

to Business Park

Duplication east

of bypass

Introduction

Existing Conditions

Model Development


Future Modelling




11. Ultimate Scenario:

2035 Full Build + Calder Additional Link + Salvarezza

Road Extension + Calder Duplicated


AM PM

Business Park


Road over capacity


<20%20%-40%40%-60%60%-80%

80%-100%>100%






Calder / Allies *


The duplication of the Calder Highway is the final requirement to allow for all roads within the network to be under capacity. This also helps to alleviate pressure on the township as more vehicles are attracted to the bypasses.


modelled in SIDRA, the operation is

considered to be similar to the option

without the duplication as this will not

impact distribution of volumes.


Introduction

Existing Conditions

Model Development


Future Modelling




Modelling suggests that the road network

should be upgraded to deliver Marong

Structure Plan

Existing 2025 Interim 2035 Ultimate

Calder Highway between Business Park access and Hill Park Road

Signalise Calder / Calder Alternative Intersection

Duplicate Calder Highway east/west of bypasses (to Business Park access only)


Either signalise or convert to roundabout the intersection of Calder / Allies and Calder Alternative / Wimmera Highway

Western + Northern bypasses to be constructed

New Calder Highway connection

Salvarezza Road link*


* Note: The Salvarezza Road

link is not required from a

road network perspective.

But is discussed in the next

section to help reduce

traffic volumes in the centre

of town.

Modelling suggests the following staging of road infrastructure upgrades

Land Use2017 2025 2035


School120

children332

children672

children

Retail 475 sqm2,500 sqm

4,500 sqm

Residential

329 dwellings

910 dwelling

3,200 dwellings

Business Park

NA 50% built100% built

The three development

scenarios

Introduction

Existing Conditions

Model Development


Future Modelling




Intersection Planning Scenarios


The Calder Highway / Calder Alternative

Highway intersection must be upgraded

There are some key criteria when designing the main township intersection:

Pedestrian crossings to facilitate safe access

Minimal queues

Safely cater for high traffic volumes

Minimise acquisition of public land

While a roundabout could be installed at this intersection, a signalised intersection will provide better pedestrian safety and connectivity.

Introduction

Existing Conditions

Model Development


Future Modelling




Each intersection was assessed based on

the expected traffic apportionment

Each vehicle type was reviewed at the intersections to determine what level of impact

can be attributed to them:

➢ Base Volumes: Existing traffic plus regional growth

➢ Stage 1 Volumes: Development within the township to 2025

➢ Stage 2 Volumes: Full development of township (beyond Stage 1)

➢ Business Park: Development attributed with Business Park

Base Volumes

Stage 1 Volumes

Stage 2 Volumes

Business Park Volumes

Introduction

Existing Conditions

Model Development


Future Modelling




Stage 1 Development,

14%

Business Park Volume, 52%

Base Volume,

35%


16%


Base Volume,

36%

Calder Highway / Calder Alternative

Highway must be signalised by 2025

2025 InterimExisting

AM

PM

Base Volume, 100%


15%


Base Volume,

35%

AVE

Introduction

Existing Conditions

Model Development


Future Modelling





13%


Base Volume,

23%


54%

Calder Highway / Calder Alternative

Highway will require modification to 2035

2035 Ultimate – with Salvarezza Road2035 Ultimate – without Salvarezza Road

The Salvarezza Road link allows for the removal of the dual right turn lane from the south

approach, meaning that only one departure lane on the western leg is required.

AM

PM


12%


Base Volume,

26%


46%


15%


Base Volume, 25%


44%

AM

PM


11%


Base Volume,

23%


56%

AVE


13%


Base Volume,

26%


45%

AVE


9%Business Park Volume, 10%

Base Volume,

23%


57%

Introduction

Existing Conditions

Model Development


Future Modelling




Local roads could be upgraded

Council may consider upgrading alternative

routes through town to reduce traffic on the

main intersection. Two such example routes

are highlighted to the right.

Local road upgrades

may help to alleviate

pressure on the main

routes through town.

Introduction

Existing Conditions

Model Development


Future Modelling




Calder Highway / Allies Road will require

signals or roundabout by 20352025 Interim

Interim configuration is same as the

existing configuration.

Existing 2035 Ultimate

Ultimate configuration either signals or

roundabout.


10%


Base Volume,

26%


54%


13%Business Park Volume, 7%

Base Volume,

27%


53%

AM PMStage 1

Development, 21%


Base Volume, 47%


23%


Base Volume, 46%Base Volume,

100%

AM PM

OR


11%


Base Volume,

27%


54%

AVEStage 1

Development, 22%


Base Volume, 47%

AVE

Introduction

Existing Conditions

Model Development


Future Modelling




Stage 1

Development,

5%

Business Park

Volume, 58%

Base

Volume,

37%

Stage 1

Development,

4%

Business Park

Volume, 59%

Base

Volume,

37%

Stage 1 Development, 3%

Business Park Volume, 7%Base

Volume, 20%Stage 2

Development, 70%

Calder Alternative Highway / Wimmera Highway

will require signals or roundabout by 2035

2025 Interim

Interim configuration is same as

the existing configuration.

Existing2035 Ultimate

Ultimate configuration either signals or roundabout.

OR

Stage 1 Development, 2%


Base Volume,

24%Stage 2

Development, 73%

AM PMBase Volume,

100%

AVEStage 1

Development, 3%


Base Volume,

22%


71%

AVEStage 1

Development,

7%

Business Park

Volume, 57%

Base

Volume,

36%AM PM

Introduction

Existing Conditions

Model Development


Future Modelling




Stage 1

Development,

2%

Business Park

Volume, 7%

Base

Volume,

27%Stage 2

Development,

63%

Stage 1

Development,

4% Business Park

Volume, 11%

Base Volume,

22%Stage 2

Development,

63%

Stage 1

Development,

2%Business Park

Volume, 1%

Base Volume,

24%

Stage 2

Development,

73%

Stage 1

Development,

3%Business Park

Volume, 4%

Base Volume,

22%

Stage 2

Development,

71%

Stage 1

Development,

3%Business Park

Volume, 7%

Base Volume,

20%Stage 2

Development,

70%

Calder Alternative Highway / Wimmera Highway

will change if Salvarezza Road is constructed

2035 Ultimate – No Salvarezza Link 2035 Ultimate – Salvarezza Link

With the addition of the Salvarezza Road link, a four way signalised intersection or roundabout will be required. Only changes will be to the new leg, as well as the construction of a right turn lane form the southern approach.

AM PM AM PMAVE

Stage 1

Development,

3% Business Park

Volume, 9%

Base Volume,

25%Stage 2

Development,

63%

AVE

Introduction

Existing Conditions

Model Development


Future Modelling




Three key intersections will need to

be upgraded

Intersection

2017 2025 2035



School

Calder / Allies

Calder / Hills


Introduction

Existing Conditions

Model Development


Future Modelling




Strategic Alternative Transport Connections


A train is proposed to Marong

Marong train station will be activated to provide a train service on the Inglewood – Bendigo line. The Draft Plan Greater Bendigo –Discussion Paper, identifies the proposed Regional Rail Network.

It is anticipated that a train will operate between Marong and Bendigo in the future, which when coupled with the local bus service should help ensure that less car parks will be required for ‘park and ride’ (ideally only those from outside Marong).

Source: The Draft Plan Greater Bendigo – Discussion Paper

Diagram of Proposed Regional Rail Network

Introduction

Existing Conditions

Model Development


Future Modelling




Marong will need a ‘Marong bus

network’

A local bus system should be considered to transport people around Marong, as well as to the Marong Station.

It is anticipated that a train will operate between Marong and Bendigo in the future, which when coupled with the local bus service should help ensure that less car parks will be required for ‘park and ride’ (ideally only those from outside Marong).

Bus routes should be provided along main roads and connector level roads within subdivisions, so that the majority of dwellings are within 400m of the route. Trialling an autonomous bus for local trips is a real option.

Bus stops should be spaced approximately 400m to 600m apart and/or at key intersections along routes.

400m

Introduction

Existing Conditions

Model Development


Future Modelling




Marong will need a connected

footpath network

Footpaths should be provided on both sides of the roads in the township.

Link various land uses to encourage walking:o Town centre

o School (current and future)

o Recreation reserve

o Residential subdivisions

Crossing points should be included on main roads to support the links.

Upgrade of Calder Highway / Calder Alternative Highway intersection

should include pedestrian crossing facilities on each approach.

Introduction

Existing Conditions

Model Development


Future Modelling




Marong will need a cycling network

On road cycling should be allowed for on local and connector roads. For higher volume roads, separated cycle facilities should be considered.

Off-road cycle path should be provided on highways.

It is understood an off-road shared path is being considered on Hills Road to access the future school

A shared path is being considered to access Bendigo.

A shared trail network will be constructed along Bullock Creek

Sourced from City of Greater Bendigo

Build to Business Park

Introduction

Existing Conditions

Model Development


Future Modelling




Public transport could reduce traffic

in Marong and achieve wider aims

It is possible that with the alternative transport facilities being proposed that a 10% reduction in peak period traffic

volumes could occur.

This 10% reduction has been adopted and run for the ultimate 2035 scenario, for sensitivity testing only. Further

information would be needed on the future public transport system in order to have a more refined assumption.

The sensitivity test results in the following:

➢ Little change to road network arrangements, however it does alleviate further pressure on the Calder Highway,

in particular outside the Township Boundary. While there is some improvement, it is not sufficient to negate the

need for the other road network improvements previously identified (i.e. the need bypasses and duplications

still remain).

➢ There is little improvement to the intersection configuration requirements when compared to ultimate scenario,

as detailed below:

o Calder / Allies – No change to the intersection configuration either signalised or roundabout whether the PT reduction goes ahead.

o Calder Alternative / Wimmera – No change to intersection configuration.

o Calder Alternative / Calder Highway – Reduction in through lane from east approach on Calder Highway to one lane.

Introduction

Existing Conditions

Model Development


Future Modelling




12. Ultimate Scenario:

2035 Full Build + Calder Additional Link + Salvarezza

Road Extension + Calder Duplicated + PT Reduction


AM PM


<20%20%-40%40%-60%60%-80%

80%-100%>100%




Calder / Calder Alternative * ✓ ✓




* For these intersections to operate

satisfactorily, it has been assumed that

they are upgraded in accordance with

the configurations set out earlier in the

report.


Introduction

Existing Conditions

Model Development


Future Modelling




The Marong Movement and Access

Strategy in a single map

2035 Ultimate


Duplicate Calder Highway east/west of bypasses (to Business Park access only)


Either signalise or convert to roundabout the intersection of Calder / Allies and Calder Alternative / Wimmera Highway

Western + Northern bypasses to be constructed

New Calder Highway Connection

Footpaths throughout Marong

Marong bus catchment

Cyclist link to Bendigo

Introduction

Existing Conditions

Model Development


Future Modelling




GTA

Conclusion

GTA Consultants was engaged to provide transport planning services and develop of the Marong

Township Movement and Access Strategy as an input to the Marong Structure Plan, and ultimately the

Marong Development Contributions Plan.

In developing the strategy, a transport network model was built for Marong. The purpose of the model

was to help inform transport planning matters, identify where road network mitigation works are

required and broad level apportionment of user demands at these mitigation locations.

The findings of the report outline the transport infrastructure requirements to support the proposed

level of development anticipated within Marong over the next 20 years, as well as consideration of

general background demand growth on the road network and the more specific implications of the

Marong Business Park to the northwest of the township.

The resulting road network mitigation works are broadly shown in the figure to the right, with public and

active transport facilities also expected to be provided throughout.

The preparation of the Movement and Access Strategy was evidence based using the most suitable

tools for the task. All modelling, demand forecasting and intersection analysis was completed for

planning purposes only. They are not intended for specific use as part of any Panel Hearing, Business

Case and/or detailed design activities.

GTA Consultants is one of Australia’s largest transportation consultancies, and we offer a full suite of

transport planning, engineering and a host of allied supporting services. This enables us to bring

together project design and management skills to take a project from its initial state through to

opening on the ground.

powerpoint presentation · the existing traffic conditions were reviewed existing traffic...

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