Traffic Engineering Assessment€¦ · Traffic Engineering Assessment Cape Otway Road & Connies Lane, Modewarre G20250R-01I Page 4 3.2 Regional Context In a regional context, the

Traffic Engineering Assessment

CORA – Cape Otway Road, Australia at Cape Otway Road & Connies Lane, Modewarre

Prepared For

COESR Pty Ltd

August 2019 G20250R-01I

Traffic Engineering Assessment Cape Otway Road & Connies Lane, Modewarre

G20250R-01I

Document Control

Issue No. Type Date Prepared By Approved By

A First Issue 26/09/2017 J. Place H. Turnbull

B Second Issue 23/11/2017 J. Place H. Turnbull

C Third Issue 1/02/2018 J. Place H. Turnbull

D Fourth Issue 24/04/2018 J. Place H. Turnbull

E Fifth Issue 11/05/2018 J. Place H. Turnbull

F Sixth Issue 19/08/2019 J. Place H. Turnbull

G Seventh Issue 28/08/2019 J. Place H. Turnbull

H Eighth Issue 11/9/2019 J. Place H. Turnbull

I Ninth Issue 12/9/2019 J. Place H. Turnbull

Traffix Template Version 1.0 – May, 2015

Our Reference: G20250R-01I

COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd – ABN 32 100 481 570, Traffix

Survey Pty Ltd – ABN 57 120 461 510, Traffix Design Pty Ltd – ABN 41 060 899 443). Use or copying of this document in whole or in part without the

written permission of Traffix Group constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group’s client, and is subject to and issued in connection

with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility whatsoever for or in

respect of any use of or reliance upon this report by any third party.


G20250R-01I Page i

Table of Contents

1 Introduction .......................................................................................................................... 1

2 Proposal ................................................................................................................................ 1

3 Existing Conditions ................................................................................................................ 2

3.1 Subject Site ................................................................................................................................... 2

3.2 Regional Context ........................................................................................................................... 4

3.3 Land Use ........................................................................................................................................ 5

3.4 Road Network ............................................................................................................................... 6

3.5 Existing Traffic Volumes ................................................................................................................ 7

3.6 Road Safety Review ....................................................................................................................... 8

3.7 Public Transport ............................................................................................................................ 8

4 Traffic Engineering Assessment .............................................................................................. 9

4.1 Statutory Car Parking Requirements ............................................................................................ 9

4.2 Reducing the Requirement for Car Parking ................................................................................ 15

4.3 Car Parking Demand Assessment ............................................................................................... 15

4.4 Car Parking Layout ...................................................................................................................... 18

4.5 Disabled Parking Provision .......................................................................................................... 18

4.6 Road Hierarchy ............................................................................................................................ 19

4.7 Cross-Sections ............................................................................................................................. 20

4.8 Cycle Path Facilities ..................................................................................................................... 21

4.9 Traffic Generation ....................................................................................................................... 21

4.10 Traffic Distribution ...................................................................................................................... 23

4.11 AustRoads Turn Warrants ........................................................................................................... 25

4.12 Traffic Impact .............................................................................................................................. 26

4.13 Access for Service & Emergency Vehicles ................................................................................... 27

4.14 Bicycle Parking ............................................................................................................................ 27

5 Broader Regional Traffic Context & Impacts ......................................................................... 29

6 Conclusions & Recommendations ........................................................................................ 33


G20250R-01I Page 1

1 Introduction

Traffix Group has been engaged by COESR Pty Ltd to prepare a traffic engineering report for the

proposed mixed-use development of land located at Cape Otway Road and Connies Lane in

Modewarre. The development is known as “CORA” (Cape Otway Road, Australia).

This report provides a detailed traffic engineering assessment of the proposal with particular attention

to traffic and access impacts.

2 Proposal

The “mission statement” for the project is as follows:

“To utilise the region’s natural beauty and intrinsic productivity to develop a world class facility for

locals and tourists to experience exceptional hospitality, architecture, art, food and

accommodation”.

Specifically, the proposal is to rezone the land to facilitate the development of a unique integrated

facility which incorporates the following components:

To the east of the proposed primary site entrance, an elite sports facility is proposed and is

intended to provide a holistic training destination for local, national and international sports

teams, and will include a hotel, sports science hub, media centre, training grounds and support

facilities as well as a wellness centre.

To the west of the proposed primary site entrance, a retail village (comprising makers and food

markets, gallery, design studio, restaurant, microbrewery, childcare facility and distribution

centre for the purposes of assisting local crafts people, artisans and producers grow their business

by providing design, management and distribution services) and a sculpture garden is proposed,

and these uses will be accessible to the general public.

To the north of the elite sports facility, Cape Otway Farm will centre on an existing dwelling and

will provide fresh food for consumption on the site within the retail village.

A total of 61 homestead eco lodges are proposed on the north-eastern portion of the site,

accessed via Connies Lane.

Access to the site is proposed to be provided as follows:

Primary access to the site is proposed via a new boulevard entry approximately midway along the

site’s frontage to Cape Otway Road. Bus and distribution centre access will be via the main

entrance, direct to Cape Otway Road.

Secondary access (primarily back-of-house/servicing) is proposed via Connies Lane.

Access to the 61 homestead eco lodges is proposed via a new connection to Connies Lane to the

west of the existing dwelling at 10 Connies Lane.

A copy of the overall development Concept Master Plan prepared by Tract Consultants (Ref: 0317-

0574-06_D001 Revision 14, dated 23rd August 2019) is attached at Appendix A to this report.


G20250R-01I Page 2

3 Existing Conditions

3.1 Subject Site

The subject site is located on the north side of Cape Otway Road to the west of the existing township

in Modewarre as shown in Figure 1 below.

Figure 1: Locality Map

The subject site has an area of approximately 220 hectares, with a primary frontage to Cape Otway

Road of approximately 1.4km (extending west from Layard Road), and comprises the following parcels:

1130 Cape Otway Road


1280 and 1320 Cape Otway Road


10 and 50 Connies Lane

The parcel known as 1130 Cape Otway Road has a separate 210 metre (approx.) frontage to Cape

Otway Road extending approximately between Lyons Street and Cambridge Street, and the parcel

known as 10 Connies Lane has a 247 metre (approx.) frontage to Connies Lane.

The Connies Lane road reservation (unmade) extends east-west through the main part of the site, and

connects to the Atkins Road/Buckley Road South intersection to the west.

Subject Site


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The site is predominantly vacant/rural/farming land, with a handful of existing dwellings (one on each

parcel) and shedding/outbuildings.

Access is currently provided via six (6) gravel crossovers to Cape Otway Road and one gravel crossover

to Connies Lane.

An aerial view of the site is shown in Figure 2.

Figure 2: Aerial View

Source: www.nearmap.com

Subject Site


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3.2 Regional Context

In a regional context, the subject site is located just over 100km to the south-west of Melbourne’s CBD

and is situated roughly half way between Geelong and Lorne, with the site entrance located just 21km

from the nearest point on the Great Ocean Road (i.e. the Great Ocean Road/Anglesea Road

intersection, via Layard Road, Nobles Road, Larcombes Road, Hendy Main Road, Anglesea Road).

It is anticipated that the site will act as a stopping point for tourists travelling to the Great Ocean Road

and attractions such as the Twelve Apostles, which currently attracts in the order of 2.2 million visitors

per year.

Figure 3 below shows the site’s locality in a regional context, as well as the primary access routes.

Figure 3: Regional Context Map

To Colac/Warrnambool

via Princes Hwy

To Great Ocean Road/

Twelve Aposles via Lorne

To Melbourne

To Geelong

To Torquay

To Great Ocean Road via

Anglesea, Aireys Inlet


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3.3 Land Use

The site is zoned Farming Zone (FZ) and Rural Conservation Zone (RCZ) as shown in Figure 4 below,

with parts of the site affected by the following overlays:

Environmental Significance Overlay – Schedule 1 (ESO1)

Land Subject to Inundation Overlay (LSIO)

Salinity Management Overlay (SMO)

Figure 4: Land Use Zone Map

Surrounding land uses are predominantly rural and low density residential. There are currently five

residential dwellings taking access to the south side of Connies Lane and two dwellings taking access

to the north side of Connies Lane (both of which one are within the subject site).

Lake Modewarre is located to the north of the site within the Public Conservation and Resource Zone

(PCRZ) land.

Subject Site


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3.4 Road Network

Cape Otway Road

Cape Otway Road is classified as a primary collector road under Surf Coast Shire Council’s public road

register, and is zoned Road Zone – Category 2 (RDZ2).

In the vicinity of the subject site, Cape Otway Road is constructed with a nominal 6 metre seal with

varying width gravel shoulders but measuring 2.5m in width on both sides in the vicinity of Connies

Lane, narrowing to approximately 1 metre wide generally along the main site frontage west of Layard

Road.

A protected chanelised right-turn lane is provided on Cape Otway Road into Layard Road. No formal

turning treatments are provided at Connies Lane.

A 100km/h speed limit applies on Cape Otway Road in the vicinity of the site.

Figure 5: Cape Otway Road Looking East Towards Layard Road

Connies Lane

Connies Lane is classified as a secondary access road under Surf Coast Shire Council’s public road

register. The first 45 metres (from the intersection with Cape Otway Road) is sealed and the remainder

of the road carriageway is unsealed.

The road reservation extends approximately 3.2km between Cape Otway Road and the Atkins

Road/Buckley Road South intersection, however only the first 500 metres extending west from Cape

Otway Road is constructed, and the remainder of the reservation is not traffickable. There is no need

for Connies Lane to extend into the site as a public road, and the unused road reservation should be

discontinued within the site.

Both the sealed and the gravel sections have a nominal carriageway width of approximately 5 metres,

which is sufficient to allow for two-way traffic to pass at low speeds.


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3.5 Existing Traffic Volumes

Traffix Survey Pty Ltd undertook a 7-day tube count on Cape Otway Road between Connies Lane and

Layard Road from 30th August to 5th September 2017.

The recorded traffic volumes were lower than those recorded by Council in 2015, and accordingly for

the purposes of undertaking a conservative assessment, we have utilised Council’s traffic count data,

which was collected on Cape Otway Road to the west of Layard Road.

Council’s records show an “off-peak” two-way daily traffic volume of 2,361vpd with 11% CV (17th – 24th

June 2015, weekday average) and a “peak” two-way daily traffic volume of 3,740 vpd (21st – 28th

January 2015, weekday average).

Council’s traffic count data is summarised in Table 2 below.

Table 1: Council Tube Count Results – Cape Otway Road, Modewarre

Off-Peak (17th – 24th June 2015) Peak (21st – 28th Jan 2015)

Weekday Peak

(Friday) Weekend Peak

(Sunday) Peak Day – Monday 26th January (Australia Day)

Peak Hour 3:45-4:45pm 1:30-2:30pm 12:00-1:00pm

Peak Hour Volume (Two-Way) 278 vph 259 vph 446 vph

Peak Hour Eastbound 128 vph 153 vph 306 vph

Peak Hour Westbound 150 vph 106 vph 140 vph

Daily (24-Hour Two-Way) 2,730 vpd 2,324 vpd 4,249 vph

We note that the peak day had a two-way daily traffic volume which was 56% higher than a typical

weekday, with a recorded peak hour volume 60% higher than a typical weekday.

The recorded peak day occurred on the Australia Day public holiday, which is during the school holidays

and in 2015 also occurred at the end of a long weekend. The peak hour showed a strong bias towards

eastbound traffic, heading towards Geelong and Melbourne.

Typically, the 85th percentile day is adopted as the design day, accepting that under absolute peak

conditions there may be some level of congestion.

For the purpose of analysis, we will adopt the June (weekday and weekend) peaks for design purposes,

but will also check the peak day (Australia Day) to ensure that the access arrangements will also

operate satisfactorily on peak days. We note that on Australia Day (and other similar peaks such as

Easter and other long weekends), it is likely that some of the traffic accessing the subject site will be

passing trade noting the level of tourist traffic passing this location (as demonstrated by the significant

fluctuation in traffic identified in January compared with June in Table 2) and will not all be new traffic

on Cape Otway Road.

The existing two-way daily traffic volume on Connies Lane is estimated to be less than 100 vehicles per

day (vpd).


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3.6 Road Safety Review

A review of the State Road Accident Records (CrashStats) has been undertaken in the vicinity of the

site for the past 5 years of available data (1st July 2013 to 30th June 2018).

The review area included:

Cape Otway Road along the site frontage,

Connies Lane,

Cape Otway Road/Connies Lane intersection, and

Cape Otway Road/Layard Road intersection.

There were no recorded casualty crashes within the review area.

There was one casualty crash recorded on Cape Otway Road located approximately 1.5km northeast

of Connies Lane which occurred on Friday 20th July 2013 at 8:27am. It was a single-vehicle “run off

road” accident involving an unlicensed driver on a straight section of road.

There was also a crash at Connies Lane in 2010 (more than five years ago), and as a result, Council

secured funding to carry out the current Black Spot Funding project at this section of road.

3.7 Public Transport

There are no existing public transport services currently operating nearby to the site.


G20250R-01I Page 9

4 Traffic Engineering Assessment

4.1 Statutory Car Parking Requirements

The statutory car parking requirements for the proposed development are outlined under Clause 52.06

of the Planning Scheme. The purpose of Clause 52.06 is:

To ensure that car parking is provided in accordance with the State Planning Policy Framework

and Local Planning Policy Framework.

To ensure the provision of an appropriate number of car parking spaces having regard to the

demand likely to be generated, the activities on the land and the nature of the locality.

To support sustainable transport alternatives to the motor car.

To promote the efficient use of car parking spaces through the consolidation of car parking

facilities.

To ensure that car parking does not adversely affect the amenity of the locality.

To ensure that the design and location of car parking is of a high standard, creates a safe

environment for users and enables easy and efficient use.

The site is divided into a number of areas as depicted on the Tract Concept Masterplan, as follows:

Area 1: Retail Village

Includes design studio, gallery, food & drink premises, shops, food and drink,

childcare facility, distribution centre and micro-brewery

Area 2: Hotel (128 rooms)

Area 3: Wellness Centre

Area 4: Media Centre

Area 5: Elite Sports Facilities

Area 6: Sports Science Hub (Research and Development)

Area 7: Gymnasium

Area 8: Manager’s Residence

Area 9: Farm

Area 10: Eco Lodges & Homestead Lodges (61 lodges)

Area 11: Main (Primary) Vehicular Entry

Area 12: Secondary Entry (Connies Lane)

Area 13: Sculpture Garden

Area 14: Staff Accommodation

Area 15: Bus Parking/Car Parking

Area 16: Depot

Area 17: Waste Water (plant/energy centre)


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The car parking requirements for each of the precincts are addressed below.

Area 1 – Retail Village

Table 2 below summarises the statutory car parking requirements for Area 1.

Table 2: Area 1 – Statutory Car Parking Assessment

Use Size/No. Rate Requirement(1)

Office (design studio) 200m2 3.5 spaces per 100m2 7 spaces

Place of Assembly (Gallery, Indigenous Arts Centre)

150 patrons 0.3 spaces per patron 45 spaces

Shop (e.g bakery/patisserie, deli, homewares, bookshop, craft)

1,220m2 4 spaces per 100m2 48 spaces

Food & Drink Premises (café, pizzeria, food hall, gelataria)

610m2 4 spaces per 100m2 24 spaces

Childcare 90 places 0.11 spaces per child(2) 9 spaces

Warehouse (distribution centre)

450m2 2 plus 1.5 spaces per 100m2 8 spaces

Industry (Micro Brewery) 1,425m2 2.9 car spaces per 100m2 41 spaces

TOTAL 182 spaces

Note 1: Clause 52.06-5 specifies that … “if in calculating the number of car parking spaces the result is not a whole number, the required

number of car parking spaces is to be rounded down to the nearest whole number”.

Note 2: The statutory rate for a childcare centre is 0.22 spaces per place. However the “motel” rate notes that 50% of the relevant rate

of any ancillary use should be adopted. In this case, the childcare facilities are anticipated to operate in conjunction with the

other uses on-site, providing occasional care for guests. Given the site’s locality, it is not likely to operate as a stand-alone

childcare facility.

Area 2 – Hotel

There is no statutory rate for a Residential Hotel or for a Residential Building or Accommodation (which

are broader land use terms which residential hotel falls under). Accordingly, an adequate number of

spaces is required to the satisfaction of the responsible authority. In this case, having regard to the

site’s remote location, the parking rate is likely to be similar to the Motel rate of 1 space to each unit,

and accordingly for the purpose of the statutory car parking assessment we have adopted the Motel

rate for the residential hotel component, which corresponds to a requirement for 128 car spaces for

the 128 hotel rooms.


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Area 3 – Wellness Centre

There is no statutory rate for a Wellness Centre, however based on the proposed usage of this facility

(which we understand will be a treatment/spa facility which includes foot massage/reflexology, beauty

treatment rooms, salon, etc.) we have adopted the “medical” rate, as this best reflects the likely

operation, i.e. with “practitioners” seeing clients.

For the purpose of analysis, we have assumed a maximum of 12 “practitioners” operating at any one

time.

Table 3 below summarises the car parking requirement for Area 3.



Medical (Wellness Centre) 12 practitioners 5 spaces to the first practitioner and 3 spaces to each subsequent practitioner

38 spaces

TOTAL 38 spaces



Area 4 – Media/Function Centre

Area 4 falls under the definition of “place of assembly”. For the purpose of analysis, we have assumed

a maximum of 200 patrons at any one time.

The Clause 52.06 rate is 0.3 spaces per patron, and accordingly Area 4 generates a requirement for 60

spaces.

Area 5 – Elite Sports Facilities

The closest land use description for the proposed elite sports facility is “minor sport and recreation

facility” which is defined under Clause 74 as … “land used for leisure, recreation, or sport, without

substantial provision for spectators, and which is usually open to non-paying spectators”. It includes

indoor recreation facilities, informal outdoor recreation, open sports grounds, outdoor recreation

facilities and restricted recreation facilities, and is commonly included in the broader land use term

“leisure and recreation”.

Alternatively, given that the elite sports facility will not be open to non-paying spectators or the general

public, it could be considered an innominate use.

At any rate, there are no statutory Clause 52.06 parking rates specified for minor sport and recreation

facility, leisure and recreation, indoor recreation or restricted recreation uses, etc. under the

provisions of Clause 52.06.

Clause 52.06-6 of the Planning Scheme specifies that where a use of land is not specified, or where a

car parking requirement is not specified for the use in another provision of the planning scheme or in

a schedule to the Parking Overlay, an adequate number of car parking spaces must be provided to the

satisfaction of the responsible authority.


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Notably, the elite sports facility is proposed to cater for local, national and international sports teams,

all of which are anticipated to arrive via coach and stay overnight in the hotel provided in Area 2. The

facilities will not generally be accessible to the public. Accordingly, car parking demands would be

limited to staff required to service the facility, and coach parking will also be required.

The office area for the elite sports component is 860m2. At the statutory office rate of 3.5 spaces per

100m2, a total of 30 spaces would be required for the elite sports component. This is likely to meet

the staff parking requirements for this component.

Area 6 – Sports Science Hub

The proposed sports science hub has a combined floor area of 8,745m2, and includes laboratory rooms,

administration rooms and an equipment/testing hub.

The “sports science hub” use is best defined as “research and development centre”, which is defined

under Clause 74 as … “land used to develop electronic technology, biotechnology, or any other scientific

discipline. It may include administration, promotion, conference, display, laboratory, assembly, and

manufacturing areas”.

The statutory Clause 52.06 rate for a research and development centre is 3.5 spaces to each 100m2 of

net floor area, which is the same as the statutory rate for “office” (i.e. administration).

At a rate of 3.5 spaces per 100m2, the 8,745 m2 sports science hub generates a statutory parking

requirement for 306 car spaces.

Area 7 – Gymnasium

There is no statutory rate for a gym. The RTA Guide to Traffic Generating Developments 2002 (RTA

Guide) sets out a minimum rate of 4.5 spaces per 100m2 and a desirable rate of 7.5 spaces per 100m2

for a gym. For the purpose of analysis, we have adopted the minimum rate, noting that while the

facilities will be available to the public, usage will predominantly be by people already on the site for

other purposes (including staff, etc.).



Gym 805m2 4.5 spaces per 100m2 36 spaces

Swimming Pool 170m2 5.6 spaces per 100m2 9 spaces

TOTAL 45 spaces



Area 8 – Manager’s Residence

Area 8 includes the existing farm house, which is proposed to be utilised for the purpose of a manager’s

residence. Area 8 will be self-contained in terms of any parking demand and has been excluded from

the overall parking calculations.


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Area 9 – Farm

A farm is proposed in Area 9. Area 9 will be self-contained in terms of any parking demand and has

been excluded from the overall parking calculations.

Area 10 – Eco Lodges

A total of 61 “eco lodges” are proposed within Area 10.

There is no statutory rate for eco lodges, however this use is most similar to the Motel use, and

accordingly the Motel rate of one space to each unit has been adopted, resulting in a requirement for

61 spaces.

Notably, the lodges will be self-contained in terms of meeting their car parking requirements, with a

space located adjacent to or in close proximity to each lodge.

Area 11 – Main Entry

Area 11 shows the location of the main entry. There is no parking demand associated with this

component of the concept master plan.

Area 12 – Secondary Entry

Area 12 shows the location of the Cape Otway Road/Connies Lane existing intersection. There is no

parking demand associated with this component of the concept master plan.

Area 13 – Sculpture Garden

It is intended that this facility be utilised by people already on-site, including those staying at the eco

lodges and hotel, as well as the patrons already counted in “Area 1” (gallery, etc.).

So as not to “double count” the parking requirements, this use has been excluded from the overall

parking calculations.

Area 14 – Staff Accommodation

Area 14 includes 28 “staff accommodation” rooms. At a rate of one space per unit, this generates a

requirement for 28 spaces.

Area 15 – Bus Parking/Carpark

No.15 notates where parking is proposed to be provided throughout the site.

Area 16 – Depot

Area 16 includes a depot which is to be used in conjunction with the maintenance and services

associated with the wider site.

This area will be self-contained in terms of any parking demand and has been excluded from the overall

parking calculations.

Area 17 – Waste Water (plant/energy centre)

Area 17 shows the location of a waste water and plant area which will accommodate a number of

utilities. This area will be self-contained in terms of any parking demand and has been excluded from

the overall parking calculations.


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Summary of Statutory Parking Requirements

Table 5 below summarises the statutory car parking requirements for the overall site.

Table 5: Statutory Car Parking Assessment Summary

Area Use Car Parking

Requirement Car Parking Provision

Shortfall/Surplus

Area 1 Retail Village 182 spaces 281 spaces +99 spaces (surplus)

Area 2 Hotel 128 spaces 138 spaces +10 spaces (surplus)

Area 3 Wellness Centre 38 spaces 34 spaces -4 spaces (shortfall)

Area 4 Media/Function 60 spaces 155 spaces +95 spaces (surplus)

Area 5 Elite Sports Facilities 30 spaces 123 spaces +93 spaces (surplus)

Area 6 Sports Science Hub 306 spaces 28 spaces -278 spaces (shortfall)

Area 7 Gymnasium 45 spaces - -45 spaces (shortfall)

Area 8 Manager’s Residence - - -

Area 9 Farm - - -

Area 10 Eco Lodges - -(Note 1) -

Area 11 Main Entry - - -

Area 12 Secondary Entry - - -

Area 13 Sculpture Garden - - -

Area 14 Staff Accommodation 28 spaces 21 spaces - 7 spaces (shortfall)

Area 15 Bus Parking / Carpark - - -

Area 16 Depot - - -

Area 17 Waste Water - - -

TOTAL 817 spaces 780 spaces -37 spaces (shortfall)

Note 1: The eco lodges will be self-contained in terms of meeting their parking requirements (i.e. at least one space per

eco lodge).

Table 5 indicates that the proposed development generates a statutory requirement for in the order

of 817 car spaces (excluding the separate homestead eco lodges accessed via Connies Lane).

The proposed provision of 780 spaces falls short of this requirement by 37 spaces.


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4.2 Reducing the Requirement for Car Parking

Clause 52.06-7 allows for the statutory car parking requirement to be reduced.

Specifically, Clause 52.06-7 requires that an application to reduce (including reduce to zero) the

number of car parking spaces required under Clause 52.06-5 or in a schedule to the Parking Overlay

must be accompanied by a Car Parking Demand Assessment.

Practice Note 22 specifies that the provisions draw a distinction between the assessment of likely

demand for parking spaces, and whether it is appropriate to allow the supply of fewer spaces. These

are two separate considerations, one technical while the other is more strategic. Different factors are

taken into account in each consideration.

Accordingly, the applicant must satisfy the responsible authority that the provision of car parking is

appropriate on the basis of a two-step process, which has regard to:

The car parking demand likely to be generated by the use.

Whether it is appropriate to allow fewer spaces to be provided than the number likely to be

generated by the site.

An assessment of the appropriateness of reducing the car parking provision below the statutory

requirement is set out below.

4.3 Car Parking Demand Assessment

The car parking demand assessment must address the following matters:

The likelihood of multi-purpose trips within the locality which are likely to be combined with a

trip to the land in connection with the proposed use.

It is highly likely that multi-purpose trips will occur between precincts on the site. It is intended

that the facilities will operate as a “destination”, i.e. visitors will come and spend several hours as

a minimum (or overnight/extended stays).

The variation of car parking demand likely to be generated by the proposed use over time.

The car parking areas will be set up so that overspill from one area can rely on parking from the

other area(s). In particular, the “research and development” facility will generate parking

demands predominantly during weekday business hours, while the tourist facilities (including

retail, food and drink, accommodation, wellness, etc.) will generate peak demands on weekends.

Accordingly, efficiencies in parking will be gained due to the shared nature of the parking areas

on-site, and the overall peak parking demand is not likely to be equal to the sum of the peak

demands for each of the individual components.

An assessment of the likely peak weekday and weekend demands is set out in Table 6.

The short-stay and long-stay car parking demand likely to be generated by the proposed use.

The site is remotely located and is intended to be a “destination”. Accordingly, the majority of

car parking demands are likely to be long-stay (more than 2 hours).

The availability of public transport in the locality of the land.


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The site is not currently served by public transport. Shuttle bus services could be considered in

the longer term. In addition, there will be on-site bus drop-off and parking facilities provided, and

patrons may come by bus in organised tour groups.

The convenience of pedestrian and cyclist access to the land.

Given the site’s location, visitors are not likely to walk to the site. Cycling is a possibility, but is

not likely to be a major mode of arrival.

The provision of bicycle parking and end of trip facilities for cyclists in the locality of the land.

The site will meet the statutory bicycle parking requirements specified at Clause 52.34.

The anticipated car ownership rates of likely or proposed visitors to or occupants (residents or

employees) of the land.

Having regard to the tourist nature of the proposed facilities, there may be a lower car parking

demand than the statutory rates due to a higher car occupancy (people arriving in groups and/or

mini-buses, etc.).

Any empirical assessment or case study.

Not applicable.

Of particular note is that the majority of parking spaces are provided in such a way that they can be

shared between the various uses on the site, with each of the areas intended to be linked with

pedestrian paths.

There are two distinctly separate “peaks” for car parking demands, with office and research uses

generating parking demands generally only during business hours on weekdays, while the tourist uses

(including accommodation, retail, wellness, etc.) generating peak demands on weekends.

Table 6 below provides and assessment of these two peaks taking into account the variation in demand

over time for the various proposed land uses.

Table 6: Variation in Demand Over Time

Area Use Requirement Weekday (9am-5pm) Weekend Peak

% No. % No.

Area 1

Office (design studio) 7 spaces 100% 7 spaces 0% -

Place of Assembly (gallery, indigenous arts, etc.)

45 spaces 50% 22 spaces 100% 45 spaces

Shop 48 spaces 50% 24 spaces 100% 48 spaces

Food and Drink 24 spaces 50% 12 spaces 100% 24 spaces

Childcare 9 spaces 100% 9 spaces 100% 9 spaces

Warehouse 8 spaces 100% 8 spaces 50% 4 spaces

Industry (Micro-Brewery) 41 spaces 80% 33 spaces 100% 41 spaces

Area 2 Hotel 128 spaces 70% 89 spaces 100% 128 spaces

Area 3 Treatment & Spa 38 spaces 70% 26 spaces 100% 38 spaces


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Area Use Requirement Weekday (9am-5pm) Weekend Peak

% No. % No.

Area 4 Media/Function Centre 60 spaces 50% 30 spaces 100% 60 spaces

Area 5 Office/Staff 30 spaces 100% 30 spaces 0% -

Area 6 Research & Development 306 spaces 100% 306 spaces 20% 61 spaces

Area 7 Gym 36 spaces 80% 28 spaces 100% 36 spaces

Pool 9 spaces 80% 7 spaces 100% 9 spaces

Area 8 Manager’s Residence - - - - -

Area 9 Farm - - - - -

Area 10 Eco Lodges - - - - -

Area 11 Main Entry - - - - -

Area 12 Secondary Entry - - - - -

Area 13 Sculpture Garden - - - - -

Area 14 Staff Accommodation 28 spaces 100% 28 spaces 100% 28 spaces

Area 15 Bus Parking/Carpark

Area 16 Depot - - - - -

Area 17 Waste Water - - - - -

TOTAL 817 spaces 659 spaces 531 spaces

Table 7 indicates that due to the variation in demand over time for the various proposed uses, the

overall peak demand for the site at most times is likely to be in the order of 659 spaces on weekdays

during business hours, and 531 spaces on weekends.

This demand is easily met by the proposed supply of 780 spaces, with the excess parking provided to

cater for significant “events”, noting that there is no scope for overspill parking to occur offsite having

regard to the nature of Cape Otway Road, being a high-speed environment with no kerbside parking

provided.

Notably, the parking shortfall in Area 6 (specifically the staff parking demand for the research and

development facility) will only occur on weekdays during business hours, and this shortfall can be

accommodated within the surplus parking available during business hours on weekdays in Area 1.

Adequacy of Parking Provision

The Car Parking Demand Assessment indicates that the overall peak parking demand is likely to be in

the order of 659 spaces, and this demand can be met by the supply of 780 spaces.

It is noted that the overall site area is very large, and there are opportunities to increase the parking

provision in the future if the initial provision is found to be inadequate, either via provision of

informal/overflow parking areas to manage demand on peak days, or via construction of additional

formal parking spaces if the demand is found to regularly exceed the site’s supply once the facilities

are all fully operational.


G20250R-01I Page 18

Importantly, there is adequate scope for the site to contain its parking demands entirely within the

boundaries of the site, and there will not be any overspill parking occurring off-site.

4.4 Car Parking Layout

The Tract plan is an illustrative high level “Concept Master Plan”, and does not show the proposed

parking provisions in detail.

A preliminary CAD plan has also been prepared, and this plan has provided the basis for the “parking

provision” numbers shown in Table 6. Within the CAD plan, all of the proposed car parking spaces

significantly exceed the minimum planning scheme dimensions, and have been designed with

generous dimensions.

Notably, all of the spaces are 3.0 metres wide and 5.0 metres long, with varying width access aisles

(minimum 6 metres, typical 6.5 metres).

It would be possible to narrow the spaces (2.6 metres wide for a 6.4 metre minimum aisle, and 2.8

metres wide for a 5.8 metre aisle) to increase the on-site parking supply or introduce plantings

between spaces to break up long rows of parking (as suggested in the Tract Concept Master Plan),

without impacting on the overall parking supply.

The detailed design of car parking areas will be addressed at the Planning Permit stage, however we

are confident that the level of car parking provision required can be met on-site.

4.5 Disabled Parking Provision

Disabled parking provision is set out in the Building Code of Australia (BCA), and the requirement varies

depending on the classification of the building(s).

The hotel component is a “Class 3” building, the office component is “Class 5”, shop, retail, and food

& drink premises fall under “Class 6”, storage is “Class 7b” and a laboratory (research and

development) is “Class 8”.

The disabled parking requirement for Class 3 buildings directly correlates to the number of “accessible

sole-occupancy units” (or the percentage of beds to which access for people with disabilities is

provided).

The disabled parking requirement for Class 5, 7b and 8 is one space for every 100 car parking spaces

or part thereof. The disabled parking requirement for Class (shops/retail) is one space for every 50 car

parking spaces or part thereof (if the total parking provision is less than 1,000 spaces).

In order to ensure that disabled car spaces are appropriately spaced throughout the site and in close

proximity to the various uses, it is recommended that a rate of one disabled space per 50 car parking

spaces be provided overall for all uses. This exceeds the BCA requirements.

For the proposed overall parking provision of 780 spaces, a total of 16 disabled car spaces would need

to be nominated.

It is noted that there are many opportunities to provide disabled parking throughout the site without

reducing the overall parking provision, including either side of walkways, etc.


G20250R-01I Page 19

In addition, spaces are currently indicatively marked at 3.0m x 5.0m. Figure 6 below shows how five

of these spaces could be converted to three standard spaces (2.6m wide) plus two disabled spaces

(2.4m wide with a 2.4m shared area between), with no overall loss of parking.

Figure 6: Potential Reconfiguration to Accommodate Disabled Parking

4.6 Road Hierarchy

Figure 7 below shows the existing external road hierarchy (as per Council’s public road register) and

the proposed internal road hierarchy.

Figure 7: Proposed Road Hierarchy

Stan

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Stan

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d 2

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Stan

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d 2

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sp

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Dis

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d 2

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Current configuration – 5 x 3m wide spaces (15m)


G20250R-01I Page 20

Figure 7 shows the following:

Boulevard Main Entrance – This will be the “grand entry” for the development, and the only public

entry for the tourist facilities.

A roundabout is proposed within the site to control traffic speeds and direction.

At the roundabout, access to the retail (main street) and childcare facilities will be to the left, and

public access to the hotel, gym and wellness facilities will be straight (to the north).

Coaches will also be directed north at the roundabout to various drop-off points and coach

parking. The primary staff parking area will also be accessed to the north (with an exit directly

onto the roundabout).

Maintenance vehicles will be able to access the site via Connies Lane. This movement is expected

to be infrequent. Access to the existing farm house (proposed Managers Residence) is also

proposed via Connies Lane, and some car parking for the elite sports facility (including staff) will

also be accessible via Connies Lane. There will not be any general public access to the sporting

precinct or retail precinct via Connies Lane.

There will be a private access driveway to the Eco Lodges via Connies Lane, which will also provide

private internal access to the sewer.

4.7 Cross-Sections

Figure 8 below shows the proposed cross-section for upgrading of Connies Lane.

Figure 8: Local (Rural Residential) Access Street Cross Section

Notably, the proposed 6.2 metre wide carriageway and 20 metre road reservation is consistent with

Table 6 of Clause 12.4 (Rural Roads) of the Infrastructure Design Manual – Version 5.01 (January 2017)

(IDM) which has been adopted by the Surf Coast Shire. Kerbing and footpaths are not required for

rural living and low density residential access streets under the provisions of the IDM. In this instance

it is proposed to provide footpaths on one side, which exceeds the minimum requirements.

The proposed private roads within the site will also be 6.2 metres wide to cater for coach, CFA and

garbage truck access.


G20250R-01I Page 21

The boulevard main entry (private roadway) is proposed to be provided with two 5 metre wide

carriageways, with this being the generally accepted minimum width to accommodate vehicles passing

if a vehicle has broken down.

While the boulevard entry is intended to be the obvious main entry, it is intended to appear as a rural

retreat, being well vegetated with drainage swales in lieu of formal kerb and channel.

Figure 9: Boulevard Main Entry Cross Section

4.8 Cycle Path Facilities

There is no requirement under the provisions of the Planning Scheme or the IDM to provide on-road

cycle lanes or off-road shared paths within the proposed public roadways within the residential

subdivision having regard to the classification of these roads.

However, a network of pedestrian/cycle paths will be provided within the site as part of the tourist

facilities.

We note that there is scope for some of the low volume internal roadways to operate as low-speed

shared zones, particularly around the Eco Lodges. There is also a north-south pathway shown on the

concept Master Plan which bisects the sporting facilities, which is intended to cater for pedestrians

and cyclists only.

4.9 Traffic Generation

CORA – Tourist and Elite Sports Facilities

The proposed development is intended to be a “destination”, where guests would either stay overnight

or for multiple nights (in the case of the hotel, eco lodges and the elite sports facilities), or would spend

several hours enjoying the site’s hospitality, architecture, art, food offerings and other attractions

(including walking tracks, etc.).

The shops are intended to be complimentary to the other uses on the site, including arts, crafts,

homewares, books, etc., and are intended to operate in conjunction with the other site uses, not as

typical high turnover shopping centre style premises.


G20250R-01I Page 22

The childcare facilities are intended to cater for children of staff (permanent/on-going bookings for the

children of employees of the hotel, retail, research and development uses, etc.) and guests (casual

childcare). The site is remotely located with respect to significant residential populations and

accordingly the childcare facilities are not likely to cater for people who are not otherwise accessing

the broader CORA site.

Accordingly, the parking spaces for the CORA development are anticipated to be low turnover.

The peak parking demand is calculated to be 659 car spaces on weekdays and 531 car spaces on

weekends across the CORA site, including staff and visitor parking demands.

If each car space were to generate an average of three vehicle movements (either entering or exiting)

over the course of the day, the daily traffic generation could be in the order of 1,977 vehicle

movements and 1,593 vehicle movements on weekdays and weekends respectively. The higher

volume of weekday traffic is predominantly due to the significant number of staff likely to be employed

at the research and development facility, which will generally operate on weekdays only.

It is acknowledged that some spaces may generate additional movements, while others (particularly

associated with the staff parking and accommodation components) could be lower turnover, however

this is considered to provide a good estimation overall.

The vehicle movements are expected to be spread across the day and not concentrated at traditional

road network peak times.

For the purpose of analysis, it is assumed that during the site “peak”, up to half the car spaces

generates a movement, i.e. a “peak hour” traffic generation of 343 vehicle movements and 284 vehicle

movements on weekdays and weekends respectively, at the main boulevard entrance. This is a

conservative assumption, corresponding to 17% of daily traffic occurring during the peak hour.

It is noted that elite sports teams will generally access the site via coach. A team and support people

would typically require say 2 – 3 coaches, and would arrive and stay on-site for up to several days

before departing. This level of traffic will not impact on the assessments.

Eco Lodges (Area 10)

The 61 Eco lodges proposed to be accessed via a new private driveway off Connies Lane. The RTA

Guide to traffic generating developments 2002 (RTA Guide) recommends a “daily” traffic generation

rate of 3 vehicle trip-ends per unit and a “peak hour” traffic generation rate of 0.4 vehicle trip-ends

per unit, for motel developments which are 100% occupied.

This corresponds to in the order of 183 vehicle movements per day, with 24 vehicle movements during

the peak hours.

Existing Residential Traffic (Connies Lane)

The IDM specifies that for residential subdivisions, a traffic generation rate of 10 vehicle trip-ends per

dwelling per day should be adopted.

Accordingly, this rate has been adopted for the seven existing dwellings taking access via Connies Lane,

with 10% occurring during the weekday road network peak hours.

For the weekend “CORA” peak, we have assumed that the existing residential dwellings accessing

Connies Lane generate in the order of 70% of peak hour traffic.


G20250R-01I Page 23

4.10 Traffic Distribution

For the purpose of analysis, three scenarios have been considered, as follows:

Scenario 1: Weekday road network peak hour coinciding with CORA weekday PM peak traffic.

Scenario 2: Weekend road network peak hour coinciding with CORA weekend peak traffic.

Scenario 3: Absolute peak (50% increase in CORA traffic1, and Australia Day surveyed traffic).

For the purpose of undertaking a conservative analysis, it is assumed that the peak traffic generation

for the site will coincide with the peak traffic conditions on Cape Otway Road.

In particular, for the purpose of analysis, we have adopted the following traffic distribution

assumptions:

Scenario 1: For the weekday PM peak hour (Friday), 30% of traffic will enter and 70% will exit at

the main entrance.

Scenario 2: For the weekend peak time (midday on a weekend), 70% will enter and 30% will exit

at the main entrance.

Scenario 3: For the absolute peak, 50% will enter and 50% will exit, with 30% being passing trade

(traffic already directly passing the site).

70% of traffic will be generated to/from the east (Torquay, Geelong and Melbourne), and 30% will

be generated to/from the west (i.e. visiting the site on the way to or from Lorne and other tourist

destinations further along the Great Ocean Road).

The residential traffic (accessing Cape Otway Road via Connies Lane) will be distributed as follows:

- 70% entering, 30% exiting during the weekday PM peak hour, and

- 50% entering and 50% exiting during the weekend and “absolute” peaks, with

- 80% to/from the east and 20% to/from the west.

1 A rate of 50% more than the weekend peak has been adopted for Scenario 3, noting that the “public holiday”

traffic will be unlikely to include traffic associated with the research and development component.


G20250R-01I Page 24

Figure 10 below shows the post development peak hour turning movements for each of the three

scenarios.

Figure 10: Peak Hour Turning Movements – Scenario 1 (Scenario 2) [Scenario 3]

Connies Lane

Layard Road

7 (1

2) [1

2]

2 (3

) [3]

72 (139) [149] = weekday PM (weekend peak) [absolute peak]


G20250R-01I Page 25

4.11 AustRoads Turn Warrants

AustRoads Guide to Traffic Management Part 6: Intersections, Interchanges and Crossings sets out the

turn warrants as shown in Figure 11 below. We have adopted the turn warrants for a design speed

range of 70km/h to less than 100km/h. The current posted speed limit is 100km/h, however having

regard to the proposed increased activity and turning movements in the vicinity as a result of the

proposed development, it would be desirable to reduce the speed limit to 80km/h.

Figure 11: AustRoads Turn Warrants

As previously noted, it is common practice to design for the 85th percentile conditions, not the absolute

peak. The traffic volumes on the peak (99th percentile) day have been calculated for the purposes of

determining whether the traffic impacts are acceptable. The traffic impacts are addressed at Section

4.12 below.

At both the main entrance and at Connies Lane, during the weekday PM and weekend peak hours, the

left-turn (QL) falls well within the BAL (basic left) range.

At the main entrance, the right turn in movement sits within the CHR(S) range during the weekday PM

peak, but the number of right turn movements is off the chart for the weekend peak (139 vph). If the

chart and lines were extended, the right turn movement would still fall within the CHR(S) range.

The difference between the CHR(S) and CHR treatments is the length of the turn lane.

The concept entry treatment attached at Appendix B shows a lane length which complies with the

CHR(S) requirements for an 80km/h speed limit. There is scope within the road reserve to increase

the length of the lane if necessary, and this can be addressed at detailed design stage, noting that the

development is currently only at concept/master-planning stage.

At Connies Lane, a type CHR(S) right turn lane treatment is warranted.

The concept entry treatment attached at Appendix B shows a lane length which complies with the

CHR(S) requirements for an 80km/h speed limit at Connies Lane.


G20250R-01I Page 26

4.12 Traffic Impact

The Cape Otway Road/Main Site Access and Cape Otway Road/Connies Lane intersections have been

tested for the three scenarios (weekday PM peak, weekend peak and holiday peak) using SIDRA

Intersection analysis software, based on a layout which includes a separate right turn lane in from Cape

Otway Road, as required by the AustRoads warrants.

A Degree of Saturation (DOS) of up to 0.80 is considered to be good operating conditions for un-

signalised intersections, with values above 0.95 considered to be poor operating conditions. Beyond

a DOS of 1.00, queues and delays increase disproportionately.

Table 7 below summarises the SIDRA output. Full SIDRA output is attached at Appendix C.

Table 7: SIDRA Output

Approach DOS Average Delay (sec) 95th Percentile Queue

1 2 3 1 2 3 1 2 3

Cape Otway Road/Main Site Access

Cape Otway Road (E) 0.086 0.101 0.122 1.9 3.5 3.8 1.6m 3.2m 3.8m

Site Access (N) 0.212 0.079 0.221 6.5 6.5 7.3 6.0m 2.0m 6.1m

Cape Otway Road (W) 0.094 0.123 0.184 1.0 1.5 1.1 0.0m 0.0m 0.0m

Cape Otway Road/Connies Lane

Cape Otway Road (E) 0.125 0.138 0.150 0.5 0.3 0.3 0.4m 0.3m 0.3m

Connies Lane (N) 0.009 0.014 0.017 6.8 6.5 7.5 0.2m 0.3m 0.4m

Cape Otway Road (W) 0.169 0.122 0.231 0.1 0.1 0.1 0.0m 0.0m 0.0m

Table 7 indicates that the site entrance and Connies Lane will both operate well within acceptable

limits with negligible delays and queues not exceeding one vehicle in length.

A single stand-up egress lane (shared left/right) has been modelled, although the width of the exiting

lane for the main entrance would be sufficient to allow right and left turning vehicles to queue

separately. Accordingly, the analysis is conservative, and the actual delays for exiting vehicles are likely

to be less than shown in Table 7.

It is noted that a “growth” factor has not been applied, to existing (surveyed) through traffic on Cape

Otway Road past the site in the SIDRA analysis. This is because there isn’t significant development

occurring in the immediate surrounding area, and the subject site is likely to represent the traffic

growth in this area over the next 10 years, and applying a growth rate would be “double counting” the

traffic increases.

At any rate, the SIDRA analysis demonstrates that there is ample capacity to accommodate growth.


G20250R-01I Page 27

4.13 Access for Service & Emergency Vehicles

The site will be designed to accommodate the following service and emergency vehicles:

8.8 metre service vehicles (includes typical fire truck and garbage vehicle), and

14 metre coach (bus) accessing the bus parking area.

Preliminary AutoTURN swept path analysis has been undertaken to guide the concept Master Plan,

and will be refined at the detailed design stage(s).

4.14 Bicycle Parking

Statutory bicycle parking requirements are set out at Clause 52.34 of the Planning Scheme.

Relevant rates are as follows:

Residential Building (includes residential hotel) – 1 to each 10 lodging rooms for staff and 1 to

each 10 lodging rooms for guests (in developments of 4 or more storeys only).

Motel – 1 to each 40 rooms for staff, and none for visitors.

Place of Assembly – 1 to each 1,500m2 net floor area for staff, and 2 plus 1 to each 1,500m2 net

floor area for visitors.

Office – 1 to each 300m2 for staff plus 1 to each 1,000m2 for visitors (in developments of 1,000m2

or more only).

Minor sports and recreation facility – 1 per 4 employees for staff and 1 to each 200m2 for visitors

Shop – 1 to each 600m2 for staff plus 1 to each 500m2 for customers (if the leasable floor area

exceeds 1,000m2).

Restaurant – 1 to each 100m2 floor area available to the public for staff and 2 plus 1 to each 200m2

of floor area available to the public (if in excess of 400m2) for customers.

Medical – 1 to each 8 practitioners for staff plus 1 to each 4 practitioners for visitors.

Industry – 1 to each 1,000m2 net floor area for staff (none for visitors).

Childcare – no requirement

An estimate of the statutory bicycle parking requirements for the CORA development is summarised

in Table 8 below.


G20250R-01I Page 28

Table 8: Statutory Bicycle Parking Requirements

Use Size/No. Staff Visitor/Customer

Office 1,060m2 3 spaces 1 space

Place of Assembly (Art Gallery) 550 m2 - 2 spaces

Shop (Bakery/Patisserie, Deli, homewares, bookshop, craft)

1,220m2 2 spaces 2 spaces

Food & Drink Premises (café, pizzeria, food hall, gelataria)(1)

610m2 4 spaces 4 spaces

Industry (Micro-Brewery) 1,425m2 1 space -

Childcare 90 places - -

Warehouse (distribution centre) 450m2 - -

Residential Hotel 128 rooms 13 spaces 13 spaces

Motel (61 Eco Lodges + 28 Staff Accommodation Rooms)

89 rooms 2 spaces -

Medical (Wellness Centre) 12 practitioners 2 space 3 spaces

Media/Function Centre 1,200m2 1 space 3 spaces

Minor Sports & Recreation (Gymnasium)(2) 805m2 1 spaces 4 spaces

Research & Development(3) 8,745m2 9 spaces -

TOTAL 38 spaces 32 spaces

Note (1) Based on the restaurant rate, and adopting 70% of the floor area available to the public.

Note (2) Based on 4 employees

Note (3) There is no statutory bicycle parking rate for “research and development”, however the use is commonly

included under the broader land use term of “industry”, and accordingly this rate has been adopted.

Table 8 indicates that the proposed facilities generate a statutory requirement under the provisions of

Clause 52.34 of the Planning Scheme to provide in the order of 70 bicycle spaces, including 38 staff

spaces and 32 visitor spaces.

It is noted that Clause 52.34 allows a permit to be granted to vary the statutory bicycle parking

requirements having regard to a number of decision guidelines, including (among other things):

the location of the proposed land use and the distance a cyclist would need to travel to reach the

land, and

the users of the land and their opportunities for bicycle travel.

In particular, the site is a rural retreat, and therefore by its nature is quite remote in terms of the

distance a cyclist would need to travel to reach the land, and as a result the bicycle parking demands

are likely to be lower than the statutory requirements.

At any rate, there is ample space to include bicycle parking on the site, and we understand that it is

intended that the development will fully meet the site’s bicycle parking requirements, in order to

promote sustainable transportation.

In addition, the demand for bicycle parking for cyclists visiting the site is likely to be negligible

compared to the potential demand for “origin” cycling, i.e. bicycles owned by the retreat for use by

guests of the elite sports facility, hotel and eco lodges.


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The details in relation to the provision and location of bicycle facilities can be addressed at the planning

application stage.

5 Broader Regional Traffic Context & Impacts

Community Engagement

The CORA project team undertook community engagement in late 2017, and the following issues were

raised:

The condition of Cape Otway Road was raised as an issue or barrier for the CORA project.

Local residents raised concern with the additional traffic volumes coming through the Moriac

Township, in particular through the intersection of Cape Otway & Hendy Main Roads, noting that

it also intersects with the railway line.

Local residents suggested an alternative route should be signed to the site, via Princes Highway

and Buckley Road South (to the west of the site) to avoid generating additional traffic through

Moriac.

Following on from the community engagement and issues raised by the community, we have revised

the traffic engineering report to address the wider traffic network and impacts.

Our assessment is set out below.

Primary Access Routes to the Site

The primary access routes to the site are described in Figure 3.

Notably, traffic accessing the site from Geelong/Melbourne is likely to utilise the most direct route,

being via Cape Otway Road (through Moriac).

Traffic accessing the site from the Great Ocean Road (from Lorne and further west, including Apollo

Bay, Cape Otway, the Twelve Apostles, etc.) will utilise Cape Otway Road and Winchelsea-Deans Marsh

Road.

Some visitors to the site may travel to/from Torquay, Bells Beach, Aireys Inlet or Anglesea. These

visitors are likely to utilise Hendy Main Road, Larcombes Road, Nobles Road and Layard Road.

Potential Traffic Increases on the Broader Traffic Network

As described in Section 4.9 (Traffic Generation), the anticipated site-generated daily traffic volumes

are as follows:

1,977 vehicle trips per day on a weekday for the CORA development

1,593 vehicle trips per day on a weekend for the CORA development

183 vehicle trips per day for the eco lodges (accessed via Connies Lane)

Some of the traffic generated by the CORA development is likely to be passing trade (already on Cape

Otway Road) and a significant component is likely to be “diverted trips” from the surrounding road

network, already accessing the Great Ocean Road region and existing attractions.


G20250R-01I Page 30

For the purpose of analysis, the following assumptions have been adopted, as described in Section

4.10 (Traffic Distribution):

70% to/from Torquay, Geelong and Melbourne (assumed 60% via Cape Otway Road through

Moriac and 10% to/from Layard Road towards Torquay, Bells Beach, Anglesea),

30% to/from Lorne and beyond (via Cape Otway Road and Winchelsea-Deans Mash Road), and

20% of site-generated traffic for the CORA component is direct “passing trade”, already using Cape

Otway Road past the site.

Table 9 below sets out the existing and post development traffic volumes on each of the key access

routes to the site, on a typical weekday and weekend, and during “peak” times (e.g. a public holiday in

summer).

Table 9: Broader Traffic Network Traffic Impacts

Cape Otway Road

(Moriac) Cape Otway Road

(Wurdiboluc) Layard Road

Hendy Main Road (east of Larcombes)

Existing Weekday 2,730 vpd 2,730 vpd 300 vpd(1) 1,400 vpd(2)

Existing Weekend 2,324 vpd 2,324 vpd 255 vpd(3) 1,192 vpd(3)

Existing “Peak” 4,249 vpd 4,249 vpd 467 vpd(3) 2,179 vpd(3)

Post Dev. Weekday 3,768 vpd 3,259 vpd 498 vpd 1,598 vpd

Post Dev. Weekend 3,185 vpd 2,761 vpd 415 vpd 1,351 vpd

Post Dev. “Peak” 5,110 vpd 4,686 vpd 626 vpd 2,338 vpd

Road Classification VicRoads Arterial Primary Collector Secondary Collector VicRoads Arterial

Capacity >7,000 vpd (5) 6,000 vpd(4) 6,000 vpd(4) >7,000 vpd (5)

Note (1) traffic estimate Note (2) AADT as per VicRoads Open Data Portal

Note (3) factored up as per Cape Otway Road counts Note (4) Rural Collector – IDM version 5.10 (11 Jan 2018)

Note (5) Clause 56.06-8 of the Planning Scheme

Table 9 indicates that even at peak holiday periods, the two-way daily traffic volumes on the key roads

providing access to the site will remain within the environmental capacity of these roads as specified

in the Infrastructure Design Manual (IDM, adopted by Council) and Clause 56.06-8 of the Surf Coast

Planning Scheme.

Further from the site, such as the Geelong Ring Road, Princes Highway and the Great Ocean Road,

there will be limited traffic impacts as a result of the proposed development, noting that the intent is

to largely draw on existing visitors to the broader Great Ocean Road region.

Existing Conditions - Moriac

In the vicinity of Moriac (including at the railway level crossing), Cape Otway Road is a primary arterial

road (Road Zone Category 1) under the control of VicRoads.

Clause 56.06-8 of the Planning Scheme specifies that arterial roads have a capacity of greater than

7,000 vehicles per day (two-way).

Clause 21.13 of the Surf Coast Planning Scheme sets out the Moriac Strategy and Framework Plan,

which was incorporated into the planning scheme in June 2014 via Amendment C80.


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Under the heading of “infrastructure”, Clause 21.13-1 states that … “there is a need for improvement

of the intersection at Cape Otway Road and Hendy Main Road”.

Clause 21.13-3 includes a range of strategies for infrastructure improvement in Moriac, including …

“improve the road network including the Cape Otway Road and Hendy Main Road intersection”.

The “opportunity for intersection improvement” is also highlighted in the framework plan.

Notably, the intersection is identified as needing improvement prior to the CORA development

proposal, and improvements are not triggered by the current proposal.

Council’s meeting minutes dated 23rd May 2017 states the following in relation to a question as to

whether Council can lobby the State Government to upgrade Cape Otway Road and investigate

improving safety at the intersection at the Moriac Township:

“Council understand that VicRoads is reviewing the intersection in the Moriac Township although

this may relate more to speed restrictions not necessarily hard infrastructure improvements. In

addition to this, the recently announced State Budget some money to seal the shoulders and install

safety barriers in the section of Cape Otway Rd between Princes Hwy and Moriac and this will be

combined with some pavement maintenance repairs. It is planned on this section of road and

delivered in 2017/18.”

VicRoads Open Data Portal indicates that there have been no recorded crashes at the Cape Otway

Road/Hendy Main Road intersection in the last 5 years of available data.

The railway level crossing on Cape Otway Road in the Moriac Township is “actively” controlled, with

flashing lights to warn of approaching trains. The approach speed limit at the railway crossing is low

(60km/h) and sight distance is appropriate having regard to the approaching vehicle speeds. The

advanced warning signage for the level crossing (including on side roads) meets the Australian

Standard AS1742.7 requirements and there are no specific warrants to install additional active control

(e.g. boom gates). There are currently four train services in each direction on a weekday (eight trains

per day).

Assessment of Traffic Increases in Moriac Township

Table 9 indicates that the traffic volumes on Cape Otway Road within the Moriac Township will remain

well within the environmental capacity for the road classification, even on peak days such as public

holidays in summer, and accordingly the CORA development does not trigger any mitigating works at

this location.

Furthermore, there is no crash history to suggest there is an existing need to review safety measures

at the Cape Otway Road/Hendy Main Road intersection, and traffic volumes do not suggest there

would be a capacity issue.

At times when trains are approaching, it is likely that queues may form, particularly at peak holiday

periods in Hendy Main Road as this traffic is required to give way to through traffic on Cape Otway

Road. However, train services are infrequent (not more than once per hour), and queues would

therefore dissipate quickly once the train has passed.

Having regard to the existing conditions, post-development traffic volumes and preceding

assessments, we are of the opinion that no mitigating works are triggered in Moriac as a result of the

proposed CORA development.


G20250R-01I Page 32

Furthermore, the Cape Otway Road/Hendy Main Road intersection is under VicRoads control, and

accordingly any existing issues at this location unrelated to the proposed development (as suggested

in Clause 21.13 of the Planning Scheme) are the responsibility of VicRoads.

However noting the feedback from the local community during engagement sessions, the project

group are committed to working with VicRoads and Surf Coast Shire to influence an upgrade to the

Cape Otway Road surface.

Appropriateness of Alternative Suggested Signed Routes to the Site

The most direct route for visitors accessing the site from Melbourne and Geelong is via Cape Otway

Road, through Moriac. This route is approximately 19.5km and 14 minutes travel time from the end

of the Geelong Ring Road.

It has been suggested that an alternative signed route to the site, avoiding Moriac and the Cape Otway

Road/Hendy Main Road intersection, should be considered.

The potential alternative routes are considered as follows:

The Princes Highway/Consadines Road route to the site is 22.3km and 19 minutes travel time from

the end of the Geelong Ring Road. This route has an increased travel time of 5 minutes.

Consadines Road has a nominal 5 metre wide sealed carriageway. The railway crossing on this

route is passively controlled (only static signs warning drivers to look for trains), and is therefore

less safe than the Moriac route.

The Princes Highway/Buckley Road South route to the site is 29.8km and 22 minutes travel time

from the end of the Geelong Ring Road. This route has an increased travel time of 8 minutes. The

railway crossing on this route is actively controlled with flashing lights, however the carriageway

is only single width (3.5m approx.) seal, which is not appropriate for the volume of traffic

anticipated to visit the site. A substantial upgrade (for a significant length, including the railway

crossing) would be required to ensure this route provides safe and functional access to the site.

Both of the above route options are less direct, less safe and less appropriate than the Cape Otway

route through Moriac for access to the site from Melbourne and Geelong.

Accordingly, we recommend that this be the signed route. However noting the feedback from the

local community during engagement sessions, the project group are committed to working with

VicRoads to influence an upgrade to the intersection of Hendy Main Road and Cape Otway Road,

Moriac, to improve traffic safety and efficiency through the intersection as already encouraged by the

Moriac Strategy and Framework Plan.


G20250R-01I Page 33

6 Conclusions & Recommendations

Having provided design advice and undertaken a detailed traffic engineering assessment of the

proposed development at Cape Otway Road and Connies Lane, Modewarre, we are of the opinion that:

a) the proposed car parking provision will be adequate to meet the typical peak parking demands

generated by the proposed development,

b) sharing of the main parking facilities can be managed during major events,

c) there is ample opportunity to also nominate areas for informal overspill parking (on grass or

gravel) for major events on an as-needs basis if required,

d) having regard to a) to c) above, there will not be any off-site parking impacts,

e) the preliminary car parking layout and dimensions exceed the statutory requirements and it

would be possible to narrow the spaces to either increase the parking supply or allow for some

planting between spaces as depicted in the concept Master Plan,

f) the proposed road hierarchy and cross-sections within the site are appropriate having regard to

the anticipated traffic volumes and vehicles accessing the site and are consistent with the IDM

requirements,

g) the development will meet the statutory Clause 52.34 requirements with regard to bicycle parking

provision,

h) traffic generated by the proposal can easily be accommodated on the surrounding road network

and intersections subject to mitigating works at the site access points and at the Cape Otway

Road/Connies Lane intersection to provide for type CHR(S) or CHR and BAL turn lane treatments

as per the AustRoads warrants,

i) the most direct route (via Moriac for vehicles arriving from Melbourne and Geelong) should be

the signed route, given the alternative routes would result in a lower road safety outcome,

j) the proposed development does not trigger a need for mitigating works on the broader road

network, and

k) there are no traffic engineering reasons why the land should not be rezoned to facilitate the

proposed elite sports facility, retail village, eco accommodation and associated uses at Cape

Otway Road and Connies Lane, Modewarre.


G20250R-01I

Appendix A: (Development Masterplan)

100m50200

SCALE 1:2500 (A0)

11

15

15

15

15

15

12

8

17

13

1a1b

1d

1c

1c

1c

1c

1f

1b

1e

1e

2

3

5

7

55

5

5

66

66 14 16

4

5

Key

1

1a

1b

1c

1d

1e

1f

2

7

3

8

4

9

5

10

6

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17

RETAIL VILLAGE

DESIGN STUDIO

ART GALLERY

SHOP

FOOD +DRINK

CHILDCARE FACILITY / DISTRIBUTION

CENTRE

MICRO BREWERY

HOTEL

WELLNESS CENTRE

MEDIA CENTRE

ELITE SPORTS FACILITIES

SPORTS SCIENCE HUB

GYMNASIUM

MANAGERS RESIDENCE

FARM

ECO / HOMESTEAD LODGES (61 NO.)

MAIN ENTRY TO CAPE OTWAY ROAD

SECONDARY ENTRY VIA CONNIE’S LANE

SCULPTURE GARDEN

STAFF ACCOMMODATION

BUS PARKING / CARPARK

DEPOT

WASTE WATER

10

10

10

10

9

TO GEELONG

L A K E M O D E W A R R E

C O N N I E S L A N E

C A P E O T W A Y R O A D

C A P E O T WA Y R O A D

TO APOLLO BAY

DATECHKD APPROVDRWNREVPROJECT_DRG NO

CORA - Cape Otway Road, Australia26.08.20190317-0574-06_D001 15 SLSLMH

Concept Masterplan


G20250R-01I

Appendix B: (Concept Access Plans)


G20250R-01I

Appendix C: (SIDRA Output)

MOVEMENT SUMMARYSite: 101 [Cape Otway Road/Primary Site Access - Weekday PM Peak]

Post Development TrafficWeekday PM PeakGiveway / Yield (Two-Way)

Movement Performance - VehiclesDemand Flows 95% Back of QueueMov

ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hEast: Cape Otway Road (East)5 T1 161 7.0 0.086 0.0 LOS A 0.0 0.0 0.00 0.00 60.06 R2 80 0.0 0.052 6.0 LOS A 0.2 1.6 0.29 0.57 52.3Approach 241 4.7 0.086 2.0 NA 0.2 1.6 0.10 0.19 57.2

North: Primary Site Access (North)7 L2 187 0.0 0.225 6.1 LOS A 0.9 6.5 0.28 0.60 52.89 R2 80 0.0 0.225 7.4 LOS A 0.9 6.5 0.28 0.60 52.3Approach 267 0.0 0.225 6.5 LOS A 0.9 6.5 0.28 0.60 52.6

West: Cape Otway Road (West)10 L2 35 0.0 0.095 5.5 LOS A 0.0 0.0 0.00 0.12 57.311 T1 143 7.0 0.095 0.0 LOS A 0.0 0.0 0.00 0.12 58.9Approach 178 5.6 0.095 1.1 NA 0.0 0.0 0.00 0.12 58.6

All Vehicles 686 3.1 0.225 3.5 NA 0.9 6.5 0.14 0.33 55.6

Site Level of Service (LOS) Method: Delay (SIDRA). Site LOS Method is specified in the Parameter Settings dialog (Site tab).Vehicle movement LOS values are based on average delay per movement.Minor Road Approach LOS values are based on average delay for all vehicle movements.NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delayis not a good LOS measure due to zero delays associated with major road movements.SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 7.0 | Copyright © 2000-2017 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: TRAFFIX GROUP PTY LTD | Processed: Thursday, 16 November 2017 4:15:37 PMProject: P:\Synergy\Projects\GRP2\GRP20250\07-Analysis\SIDRA\20250 Sidra.sip7

MOVEMENT SUMMARYSite: 101 [Cape Otway Road/Primary Site Access Weekend Peak]

Post Development TrafficWeekend PeakGiveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate





All Vehicles 612 3.2 0.126 3.4 NA 0.5 3.6 0.14 0.32 55.7



MOVEMENT SUMMARYSite: 101 [Cape Otway Road/Primary Site Access - Absolute Peak]

Post Development TrafficAbsolute Peak (e.g. Australia Day)Giveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate





All Vehicles 892 3.1 0.246 3.8 NA 1.0 6.8 0.20 0.36 55.4



MOVEMENT SUMMARYSite: 101 [Cape Otway Road/Connies Lane - Weekday PM Peak]

Post Development TrafficWeekday PM PeakGiveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate





All Vehicles 618 6.3 0.177 0.6 NA 0.1 0.7 0.03 0.06 59.2



MOVEMENT SUMMARYSite: 101 [Cape Otway Road/Connies Lane - Weekend Peak]

Post Development TrafficWeekend PeakGiveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate





All Vehicles 544 6.5 0.147 0.5 NA 0.1 0.4 0.02 0.04 59.4



MOVEMENT SUMMARYSite: 101 [Cape Otway Road/Connies Lane - Absolute Peak ]

Post Development TrafficAbsolute Peak (e.g. Australia Day)Giveway / Yield (Two-Way)


ID ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate





All Vehicles 775 6.6 0.239 0.4 NA 0.1 0.5 0.02 0.03 59.5



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Traffic Engineering Assessment€¦ · Traffic Engineering Assessment Cape Otway Road & Connies Lane, Modewarre G20250R-01I Page 4 3.2 Regional Context In a regional context, the