Waurn Ponds Train Maintenance and Stabling Facility Amendment GC104 Expert Evidence – Traffic & Transport

170142PAN001C-F 3 February 2020

onemilegrid.com.au  56 Down Street, Collingwood, VIC 3066  (03) 9939 8250

onemilegrid ABN: 79 168 115 679

(03) 9939 8250 56 Down Street COLLINGWOOD, VIC 3066 www.onemilegrid.com.au

DOCUMENT INFORMATION

Prepared for Rail Projects Victoria File Name 170142PAN001C-F Report Date 3 February 2020 Prepared by Valentine Gnanakone Reviewed by Samuel Freeman

Signature Signature

© One Mile Grid Pty Ltd. This document has been prepared by onemilegrid for the sole use and benefit of the client as per the terms of engagement. It may not be modified or altered, copied, reproduced, sold or transferred in whole or in part in any format to any person other than by agreement. onemilegrid does not assume responsibility or liability to any third party arising out of use or misuse of this document.

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CONTENTS

1 PRACTICE NOTE ...... 4 2 INTRODUCTION...... 6 3 TRANSPORT IMPACT ASSESSMENT ...... 6 4 SUBMISSIONS ...... 7 4.1 General ...... 7 4.2 Submission 7 ...... 7 4.2.1 Lack of Parking ...... 7 4.2.2 Road Infrastructure ...... 7 4.2.3 Dust ...... 8 4.3 Submission 31 – City of Greater Geelong ...... 8 4.3.1 Road Upgrades ...... 8 4.4 Submission 45 ...... 10 4.4.1 Pettavel Road Upgrade ...... 10 4.5 General Traffic Comments ...... 10 5 CONCLUSION ...... 10

FIGURES

Figure 1 Proposed Council Upgrade Works ...... 8

APPENDICES

APPENDIX A TRANSPORT IMPACT ASSESSMENT REPORT ...... 11

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1 PRACTICE NOTE

Amendment Number GC104 Date of this Report 3 February 2020 Address of Property 255 Reservoir Road, Waurn Ponds Date(s) of any inspection 10 January 2020 The party for whom the report has been This report has been prepared at the request of prepared Rail Projects Victoria The person from whom the expert received Ms. Sophie Westland of Ashurst instructions

In accordance with the requirements of the Committee, my qualifications, experience and expertise to provide my opinions on this matter are summarised below:

Name: Valentine Premkumar Gnanakone

Address: 56 Down Street Collingwood Victoria 3066

Professional Bachelor of Engineering (Civil), RMIT University 2003

Qualifications: Master of Business Administration (MBA), Deakin University 2013

Professional Board of Professional Engineers of Queensland – Registered Professional

Registration: Engineer of Queensland (RPEQ) VicRoads Accredited Road Safety Auditor

Professional Director, onemilegrid, 2014 – present

Experience: Associate, Cardno, 2011 – 2014 Senior Traffic Engineer, Cardno, 2007 – 2011 Engineer, Grogan Richards, 2004 – 2007

Areas of Expertise: Car parking and traffic engineering design and compliance.

Traffic advice and assessment of land use and development proposals to local and state planning authorities, government agencies, corporations and developers for a variety of projects including low, medium & high density residential, commercial, retail, industrial, institutional, service orientated and mixed use projects. Preparation and presentation of expert evidence before VCAT and Planning Panels.

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Expertise to My professional qualifications, training and experience over a number of

Prepare this years on all forms of development and infrastructure projects qualifies me Report: to comment on the car parking and traffic implications of the proposal.

Relationship to I do not have any private or business relationship with the applicant.

the Applicant:

Instructions: I have been requested by Rail Projects Victoria to provide my expert

opinions in relation to the traffic engineering implications of the proposed Waurn Ponds Stabling and Maintenance Facility.

Facts, Matters, Waurn Ponds Train Maintenance and Stabling Facility Concept Plan and Assumptions Version A.7 dated 1/03/19 Relied Upon: Waurn Ponds Train Maintenance and Stabling Facility – Project Description document prepared by RPV dated 26/03/19 Waurn Ponds Train Maintenance and Stabling Facility – Project Area Plan prepared by AECOM dated 6/07/18 Waurn Ponds Train Maintenance and Stabling Facility Project Incorporated Document dated June 2019 Submission by third parties to the application

Identity of Persons Valentine Gnanakone, Director onemilegrid (BE Civil, MBA)

Undertaking the Samuel Freeman, Project Engineer onemilegrid (BE Civil) Work:

I have made all the inquiries that I believe are desirable and appropriate and that no matters of significance which I regard as relevant have to my knowledge been withheld from the Committee.

______Valentine Gnanakone Director – Senior Traffic Engineer onemilegrid

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2 INTRODUCTION

My name is Valentine Gnanakone and I am Director at onemilegrid where I practice as a traffic engineer. I have been requested by Ashurst on behalf Rail Projects Victoria (RPV) to review the previous assessment undertaken by my firm assessing the traffic engineering impacts as a result of the proposed Waurn Ponds Train Maintenance and Stabling Facility (the Project) and present expert evidence to the Government Land Standing Advisory Committee. In the course of preparing this report, I have inspected the site and its environs, reviewed relevant data and background reports and assessed the traffic and access implications of the Project. My evidence has been prepared in accordance with the ‘Guide to Expert Evidence’ published by Planning Panels Victoria as required by the Committee.

3 TRANSPORT IMPACT ASSESSMENT

My firm prepared a Transport Impact Assessment Report dated 12 June 2019 to assess the implications of the construction and operation of the Project on the existing road network with regard to vehicular traffic and rail traffic and provide recommendations with regard to the level of activity that could be supported across the Project over time. My role in the preparation of the 12 June 2019 report was that of a supervisor to onemilegrid staff and reviewer of the final report. I am not aware of any changes in the characteristics of the Project since the preparation of that report. I have undertaken a review of this assessment and adopt this assessment as my opinion on the traffic and transport impacts of the proposal. Specifically, the assessment concludes as follows: -

➢ The site layout, car parking and access design should be in accordance with relevant standards; ➢ The intention to provide 74 car spaces on-site is expected to accommodate the future demands of the Project for both Stage 1 and 2; ➢ Primary access to the site should be provided from Bogans Lane no less than 50 metres from the railway crossing; ➢ Based on the anticipated traffic generation during the construction stage, it is recommended that Bogans Lane is upgraded from Reservoir Road for 50 metres beyond the site access to the south; ➢ The anticipated traffic volumes generated by the staff of the Project (Stage 1 and 2) is not expected to have an impact on the operation of the Bogans Lane or the surrounding road network; ➢ Following a sensitivity analysis, it is considered that the Stage 1 capacity of 1 train every 10 minutes can be accommodated by the existing railway crossing; ➢ At Stage 2 it is recommended that no more than 1 train every 6 minutes is generated to / from the Project unless further analysis is undertaken at that time to identify and manage traffic impacts; ➢ Overall, the existing level of traffic in the area and the projected level of traffic to the area is low and as such the overall traffic impact of the Project is expected to be minimal.

A copy of the adopted assessment (dated 12 June 2019) is provided as an attachment to this report.

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4 SUBMISSIONS

4.1 General

As part of the public exhibition period, members of the public (and authorities) were invited to make submissions about the project and the exhibited reports. I understand that a total of 52 submission were made. I have been provided with a copy of the submissions and have undertaken a review of the matters raised relevant to traffic engineering matters. My review of the relevant matters and my opinions in response to those matters are provided below.

4.2 Submission 7

4.2.1 Lack of Parking

The car parking requirements relevant to the proposal are guided by Clause 52.06 of the Planning Scheme. Clause 52.06 lists a variety of land uses with subsequent car parking rates. The purpose of this incorporated document is to permit and facilitate the use and development of land, for the purposes of the Waurn Ponds Train Maintenance and Stabling Facility, for which no rate is listed within the Planning Scheme for this land use and as such, Clause 52.06 states: “Where a use is not specified in Table 1 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, before a new use commences or the floor area or site area of an existing use is increased, car parking spaces must be provided to the satisfaction of the responsible authority.” Based on the above, car parking on-site must be provided to the satisfaction of the Responsible Authority. A Car Parking Demand Assessment has been undertaken within the Transport Impact Assessment Report based on a first principles assessment. A first principles assessment estimates the level of car parking demand based on the number of staff. As part of the assessment to be conservative it was assumed that all staff drive to the site individually and at shift change over period staff associated with each shift were on-site. Based on the staff profile as advised by RPV, and the preceding assumptions, it was projected that for Stage 1 a maximum demand for 8 spaces would be generated and for Stage 2 a maximum demand for 32 spaces would be generated. During each stage 24 and 74 spaces would be provided on-site respectively, more than comfortably accommodating the demand. I therefore have no concern with regard to the level of parking proposed on-site.

4.2.2 Road Infrastructure

As part of the Project, it is recommended that only limited construction activities occur on-site until the appropriate road upgrades have been undertaken. Drivers of construction vehicles will be provided with the major site access route plan, to ensure no heavy vehicles travel along any unsealed carriageways for the duration of the construction stage of the Project. I am of the view that an appropriate mechanism to detail the extent of road upgrade works and associated road management conditions would be through the preparation of a traffic management and access plan. This plan can be a condition of the Incorporated Document and would be prepared to the satisfaction of the Responsible Authority.

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4.2.3 Dust

A concern raised by this submission was the impact of dust on the surrounding area. I am of the view that dust and other construction related impacts could be comfortably dealt with by a construction management plan.

4.3 Submission 31 – City of Greater Geelong

4.3.1 Road Upgrades

Bogans Lane As part of the Transport Impact Assessment Report it is recommended that Bogans Lane is upgraded from Reservoir Road to at least 50 metres south of the proposed site access. Council indicate that the construction of Bogans Lane must be a requirement, and the upgrade must include full depth asphalt and a width of 6.0 m prior to all construction works occurring on-site. I am generally supportive of this requirement although recommend that a geotechnical pavement design having regard to the applicable standards is undertaken to determine the necessity of a full depth pavement. I suspect that based on the traffic loadings that a full depth pavement would not be necessary. Reservoir Road between Bogans Lane and ‘Gate 4’ Council propose that Reservoir Road should be upgraded between Gate 4 (of the Boral site) and Bogans Lane to include full depth asphalt and a width of 6.0 metres. Council propose this work to be completed immediately after on-site construction works are completed and before the use begins. A view of the proposed Council upgrade works to Reservoir Road is provided in Figure 1.

Figure 1 Proposed Council Upgrade Works

Gate 4

Subject Site

Road Upgrade

I have undertaken a review of this proposal and note the following. This section of Reservoir Road is currently operating and servicing the adjacent Boral facility as well as through traffic. Observations on-site indicate that trucks and cars associated with the Boral operations regularly travel along this section of Reservoir Road to access the Boral facility. Traffic

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volume counts undertaken on behalf of my firm recorded approximately 270 existing vehicle movements along this section of Reservoir Road across a 12 hour period of which 47 were trucks. As part of the traffic assessment, it is estimated that during Stage 1 there would be 14 vehicle movements along this section of Reservoir Road and during Stage 2 up to 50 vehicle movements, largely by passenger vehicles associated with staff. During construction there could be up to 100 vehicle movements however this is only for a short period of time. In light of the above, it is my view that there is no nexus between the level of traffic generated by the proposal and an upgrade to Reservoir Road in the section between Boral’s Gate 4 and Bogans Lane. Should Council consider an upgrade necessary due to the existing traffic using Reservoir Road, a study should be undertaken to determine the appropriate mechanism for the works to be undertaken and of relevance to the Project the level of contribution that would be reasonable. It is my view that the Project alone does not trigger an upgrade and therefore if an upgrade is to be provided a contribution may be reasonable subject to the implementation of appropriate studies by Council.

Other Sections of Reservoir Road Council have indicated that other sections of Reservoir Road are in poor condition and the Project should contribute to the repair / upgrade of the road. Similar to the above, I do not believe the Project generates the need for any upgrades to Reservoir Road and should Council undertake any upgrade works a study should be undertaken to determine if a nominal contribution by the Project is justified with due consideration of existing and future traffic volumes.

Anglesea Road Council have indicated other sections of Anglesea Road from Reservoir Road to the north are in poor condition. Anglesea Road is controlled by VicRoads and carries far greater volumes compared to the volumes generated by the proposal. In my view there is clearly no nexus between the Project and any upgrade to Anglesea Road. Similar to Reservoir Road, if the responsible authority deems an upgrade necessary a study should be undertaken to develop an appropriate statutory mechanism for the works and any contributions (should they be necessary) to take effect.

Street Lighting Council require a streetlight to be installed at the intersection of Reservoir Road / Bogans Lane and Bogans Lane / site access road. I have no issue with the inclusion of this requirement as a condition for Reservoir Road / Bogans Lane. In relation to the site access I recommend this is assessed with consideration of the detailed design plans for the Project as there is likely to be lighting associated with entry / security gates which could spill onto the road thereby removing the necessity of a specific light.

B-Double Access I have no issue with the requirement to access the intersection of Bogans Lane / Reservoir Road for B-Doubles. Due to the infrequent nature of these sized trucks and low traffic volumes, I would be comfortable with trucks oversteering into the opposing traffic lane momentarily if required when undertaking these manoeuvres. This can be included as a condition of the Incorporated Document, through the traffic management and access plan. In relation to use of roads for B-Doubles, the logistics contractor will need to apply for a permit with the National Heavy Vehicle Regulator (NHVR) as per standard practice.

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Traffic Volumes Generally, Council did not raise a concern with the level of traffic generated by the proposal subject to a review of traffic volumes at the Ghazeepore Road railway crossing. As noted in section 8.7.4 of the Transport Impact Assessment Report, this crossing should be monitored to determine any adverse traffic effects stemming from the scheduling of trains in and out of the Facility, with adjustments made accordingly. It is also recommended that these crossings are fully maintained to ensure visual and audible cues are always in place.

Construction Council have noted a number of restrictions during construction. These seem reasonable and can be appropriately dealt with in a construction management plan.

4.4 Submission 45

4.4.1 Pettavel Road Upgrade

The submitter considers that Pettavel Road should be upgraded as part of the proposal. As the Project does not propose any permanent access to Pettavel Road (except emergency access) I do not consider it necessary to upgrade Pettavel Road.

4.5 General Traffic Comments

In addition to the above, a number of submitters raise the impact of additional traffic on the surrounding road network. As part of the Transport Impact Assessment Report the level of traffic across the road network has been estimated. I have reviewed the estimates and am of the view that the level of traffic can be comfortably accommodated by the surrounding road network.

5 CONCLUSION

I have undertaken a review of the previous Transport Impact Assessment undertaken for the Project. I am comfortable with the conclusions reached within the assessment and adopt this assessment as part of my evidence.

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Appendix A Transport Impact Assessment Report

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Waurn Ponds Train Maintenance and Stabling Facility Transport Impact Assessment

170142TIA002I-F.docx 12 June 2019

onemilegrid.com.au  56 Down Street, Collingwood, VIC 3066  (03) 9939 8250

onemilegrid ABN: 79 168 115 679

(03) 9939 8250 56 Down Street COLLINGWOOD, VIC 3066 www.onemilegrid.com.au

DOCUMENT INFORMATION

Prepared for Rail Projects Victoria File Name 170142TIA002I-F.docx Report Date 12 June 2019 Prepared by Samuel Freeman Reviewed by Valentine Gnanakone

Signature Signature

Waurn Ponds Train Maintenance and Stabling Facility Transport Impact Assessment Page 2 170142TIA002I-F.docx 12 June 2019

CONTENTS

1 INTRODUCTION...... 5 2 PROJECT AREA ...... 5 2.1 Overview ...... 5 2.2 Land Requirements ...... 5 3 EXISTING CONDITIONS ...... 6 3.1 Site Location ...... 6 3.2 Planning Zones ...... 9 3.3 Road Network...... 10 3.3.1 Pettavel Road ...... 10 3.3.2 Bogans Lane ...... 11 3.3.3 Reservoir Road ...... 12 3.4 Existing Railway Crossing ...... 13 3.5 Existing Traffic Volumes ...... 13 3.6 Boral Facility ...... 15 4 PROJECT DESCRIPTION ...... 16 4.1 Overview ...... 16 4.1.1 Stage 1 ...... 16 4.1.2 Stage 2 ...... 17 4.2 Operational Phase ...... 20 4.2.1 Operation of Train Stabling and Maintenance Facilities ...... 20 4.2.2 Staff Numbers ...... 20 4.2.3 Vehicle and Staff Access ...... 20 4.3 Car Parking ...... 21 4.4 Access Restoration ...... 21 5 DESIGN CONSIDERATIONS ...... 22 5.1 Overview ...... 22 5.2 Greater Geelong Planning Scheme – Clause 22.64 ...... 22 6 CAR PARKING CONSIDERATIONS...... 23 6.1 Statutory Car Parking Requirements ...... 23 6.1.1 Car Parking Requirements – Clause 52.06 ...... 23 6.1.2 Review Car Parking Provision ...... 23 6.2 Car Parking Demand Assessment ...... 23 6.2.1 First Principles Assessment ...... 23 6.2.2 Anticipated Parking Demand ...... 24 6.3 Car Parking Adequacy ...... 24 7 CONSTRUCTION TRAFFIC MANAGEMENT ...... 25 7.1 Construction Phase ...... 25 7.1.1 Construction Activities ...... 25 7.1.2 Construction Operation ...... 25 7.1.3 Staff Numbers ...... 26 7.2 Proposed Traffic Management...... 26 7.2.1 General ...... 26 7.2.2 Site Preparation ...... 26 7.2.3 Construction Stage ...... 26 7.2.4 Staged Construction Process ...... 27 7.2.5 Assumed Delivery Levels ...... 27 7.3 Major Site Access Routes ...... 27 8 TRAFFIC CONSIDERATIONS ...... 29 8.1 Site Access Operation...... 29 8.2 Road Vehicle Traffic Generation...... 29 8.2.1 Stage 1 ...... 29 8.2.2 Stage 2 ...... 29 8.3 Road Vehicle Traffic Distribution ...... 30

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8.4 Generated Road Traffic Volumes ...... 31 8.5 Resultant Road Traffic Volumes ...... 32 8.6 Road Traffic Impact ...... 33 8.7 Rail Crossing Sensitivity Analysis ...... 33 8.7.1 Rail Crossing Closure Timing ...... 33 8.7.2 General ...... 33 8.7.3 Rail Traffic Impact ...... 34 8.7.4 Other Considerations ...... 35 9 RECOMMENDED ROAD UPGRADES ...... 36 10 CONCLUSIONS ...... 37

TABLES

Table 1 Staff Numbers ...... 20 Table 2 Potential Shift Allocation ...... 23 Table 3 Construction Activities ...... 25 Table 4 Adopted Directional Traffic Distribution -Bogans Lane ...... 30 Table 5 Adopted Directional Traffic Distribution – Reservoir Road ...... 30

FIGURES

Figure 1 Regional Context Map...... 6 Figure 2 Site Location – Project Area ...... 7 Figure 3 Project Land and Wider Project Land ...... 8 Figure 4 Planning Scheme Zones ...... 9 Figure 5 Pettavel Road, looking south from the subject site ...... 10 Figure 6 Pettavel Road, looking north from the subject site ...... 10 Figure 7 Bogans Lane, looking south from the subject site ...... 11 Figure 8 Bogans Lane, looking north from the subject site ...... 11 Figure 9 Reservoir Road, looking east ...... 12 Figure 10 Reservoir Road, looking west ...... 12 Figure 11 Existing Railway Crossing ...... 13 Figure 12 Existing Traffic Volumes – Wednesday May 16th, 2018 (6am-6pm) ...... 14 Figure 13 Concept Site Plan - Overall ...... 19 Figure 14 Concept Site Plan – Stage 1 (Zoomed in from Overall) ...... 19 Figure 15 Truck Access Routes ...... 28 Figure 16 Weekday Generated Traffic Movements (6am – 6pm) ...... 31 Figure 17 Resultant Future Traffic Volumes (12 hour 6am – 6pm)...... 32 Figure 18 Recommended Road Upgrades ...... 36

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1 INTRODUCTION onemilegrid has been requested by Rail Projects Victoria (RPV) to undertake a Transport Impact Assessment of the proposed Waurn Ponds Train Maintenance and Stabling Facility (the Project) at 255 Reservoir Road, Waurn Ponds. It is noted that onemilegrid were originally engaged by PTV, however since our engagement, this project has been transferred to Rail Projects Victoria (RPV). This report has been prepared to assess the implications of the construction and operation of the Project on the existing road network with regard to vehicular traffic and rail traffic and provide recommendations with regard to the level of activity that could be supported across the Project over time. As part of this assessment, the subject site has been inspected with due consideration of the proposal, traffic data has been sourced and specific consideration has been given to the parameters set out by RPV for the future design and development of the Project.

2 PROJECT AREA

2.1 Overview

The Project comprises the Project Land which is the area that will include the Facility itself and the Wider Project Land which includes ancillary, supporting and enabling activities of the main Facility.

2.2 Land Requirements

Project Land All areas of land required within the Site for the purposes of the Project:

➢ At 255 Reservoir Road  350 metres south of the rail reserve between Pettavel Road and Bogans Lane.

Wider Project Land All land that the Project requires for the delivery of ancillary infrastructure and associated construction activity:

➢ At 255 Reservoir Road:  Approximately 50 metres north of the rail corridor between Pettavel Road and Reservoir Road/Bogans Lane. It is anticipated that only a small portion of this wider project land will be required, subject to the determination of the ultimate location of the occupational crossing as part of Stage 2 of the project. ➢ Surrounding 255 Reservoir Road:  Within the existing rail corridor for approximately 3040 metres west and for 3550 metres east of Bogans Lane inclusive;  Within the Bogans Lane road reservation, 500 metres south of Reservoir Road;  Within the Pettavel Road road reservation, 170 metres north of the rail corridor and 480 metres south of the rail corridor;  Within the Reservoir Road road reservation, 800 metres east of, and including its intersection with Bogans Lane.

Figure 1 shows the regional context of the Project Land and Wider Project Land.

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Figure 1 Regional Context Map

3 EXISTING CONDITIONS

3.1 Site Location

The Project Area forms part of 255 Reservoir Road and is located in open farmland to the south of Reservoir Road. The Geelong-Warrnambool rail line runs through the site, which is bounded to the west by Pettavel Road and to the east by Bogans Lane, extending approximately 1740 metres along the rail corridor. The Project Area extends 350 metres to the south of the rail line along Bogans Lane and Pettavel Road. The Project Area currently contains two dwellings, sheering sheds, stock and approximately 5,000 sheep. Land use in the immediate vicinity of the site includes farming areas and Mount Duneed Estate Winery, which contains a restaurant and café and accommodates concerts and functions such as Day on the Green and weddings. In addition, the Boral Concrete (cement works) Facility is located on the north side of Reservoir Road between Bogans Lane and Anglesea Road. A view of the Project Area’s location with respect to the road network is shown in Figure 2, whilst a view of the Project Land and Wider Project Land is provided in Figure 3.

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Figure 2 Site Location – Project Area

Project Area

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Figure 3 Project Land and Wider Project Land

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3.2 Planning Zones

It is shown in Figure 4 that the site is located within a Farming Zone (FZ) on the boundary of the Greater Geelong and Surf Coast Shire Council areas.

Figure 4 Planning Scheme Zones

Project Area

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3.3 Road Network

3.3.1 Pettavel Road

Pettavel Road is a local road generally aligned north-south, running between Princess Highway in the north, and Loutitt Bay Road in the south. Pettavel Road provides a 6.5-metre-wide unsealed carriageway adjacent to the site and is unsealed up until 50 metres south of the Reservoir Road. An 80km/h speed limit applies to Pettavel in the vicinity of the site. The cross-section of Pettavel Road at the frontage of the site is shown in Figure 5 and Figure 6.

Figure 5 Pettavel Road, looking south from the subject site

Figure 6 Pettavel Road, looking north from the subject site

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3.3.2 Bogans Lane

Bogans Lane is a local road generally aligned north-south, running between Reservoir Road in the north, and Dickins Road in the south. Bogans Lane provides a 6.5-metre-wide unsealed carriageway adjacent to the site. The cross-section of Bogans Lane at the frontage of the site is shown in Figure 7 and Figure 8.

Figure 7 Bogans Lane, looking south from the subject site

Figure 8 Bogans Lane, looking north from the subject site

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3.3.3 Reservoir Road

Reservoir Road is a local road generally aligned east-west, running between Hendy Main Road in the west, and Anglesea Road in the east. Reservoir Road is a sealed road and provides a single lane in each direction in the vicinity of the subject site. A speed limit of 100km/h applies to Reservoir Road. The cross-section of Reservoir Road between Bogans Lane and Pettavel Road is shown in Figure 9 and Figure 10.

Figure 9 Reservoir Road, looking east

Figure 10 Reservoir Road, looking west

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3.4 Existing Railway Crossing

The existing railway crossing at Reservoir Road is controlled by flashing lights and boom gates which are activated on the arrival of a train. Advanced signage is in place to warn motorists of the approaching railway crossing. A view of the crossing is provided in Figure 11.

Figure 11 Existing Railway Crossing

3.5 Existing Traffic Volumes

Traffic volume surveys were undertaken by Data Audit Systems on behalf of onemilegrid at the junction of Reservoir Road, Bogans Lane and the Melbourne – Warrnambool Trail Line on Wednesday 16th May 2018, between 6:00am and 6:00pm. These hours were selected to cover the peak operation of the Facility as well as the majority of traffic on the road network comprising surrounding residents, agriculture and the Boral facility. Outside of these hours, the proposed facility and others would be operating at lower levels and thus the impact to the network not as critical. The counts recorded vehicle movements at the intersection including those across the train line as well as train movements. The 12-hour results of the surveys are shown in Figure 12.

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Figure 12 Existing Traffic Volumes – Wednesday May 16th, 2018 (6am-6pm)

The surveys indicate that low levels of traffic are currently crossing the railway with approximately 200 vehicle movements per day recorded travelling along Reservoir Road. With regard to the other movements, these are very low with no more than 20 vehicle movements across the day. At the peak period which occurred 7:45am to 8:45am in the morning and 5:00pm to 6:00pm in the evening, there was no more than 1 movement every 2 minutes through the intersection in total. In relation to trains, 5 train movements were recorded across the 12-hour period, with 1 during the peak periods.

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3.6 Boral Facility

As previously mentioned, Boral have a cement works facility located on the north side of Reservoir Road between Bogans Lane and Anglesea Road. Council Traffic Engineers have suggested that any Transport Impact Assessment should take into account the possibility that Boral could commence extraction from their land on the south side of Reservoir Road. This is likely to result in the truncation of Reservoir Road from Bogans Lane in the west to Anglesea Road in the east, directly affecting access to the subject site from the east. This has been taken into consideration when determining the access routes of construction vehicles and the Facility’s staff once the Project is complete. Notwithstanding, it is noted that no timing on the proposed Boral facility works have been provided and current information available indicates that no changes to access are proposed.

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4 PROJECT DESCRIPTION

4.1 Overview

It is proposed to develop the subject site for the purposes of a Stabling and Maintenance Facility. The land use classification for the Project will be Railway. Once the Project is completed, RPV have advised that the facility could accommodate up to 40 staff, operate 24 hours a day and stable up to 26 trains at the one time. The overall operational concept for the Project is to provide an efficient series progression for stabling, servicing and maintenance (if required) of trains from initial train arrival, until its next scheduled departure into service. The Facility will include an internal road that runs around the perimeter of the Project Area, with primary access from Bogans Lane along the eastern boundary of the subject site. It is anticipated that the wider internal road network will branch off the primary access road, allowing circulation through the site providing access to car parking and other loading areas. It is anticipated that a secondary access will be provided to Pettavel Road on the western boundary of the site for emergency access in Stage 2. The internal road layout is to be designed to limit the need to cross tracks within the site. It is proposed to deliver the Project in stages:

➢ Stage 1 is funded and is expected to be delivered by 2021; ➢ Delivery of the balance of the Facility (referred to in this report as Stage 2) is subject to further Government decision making in relation to the funding and procurement of new trains to service the Geelong Line and broader regional rail network and associated stabling and maintenance requirements. The timing for delivery of Stage 2 is unknown at this time. Stage 2 may be delivered in one or more stages depending on the outcome of this decision making.

4.1.1 Stage 1

Stage 1 is anticipated to deliver a train stabling facility with the capacity to stable 6 trains. It is anticipated that the facility will primarily cater for VLocity/DMU trains, however, it is proposed to have capacity to cater for 3 locomotive trains in the short-term while locomotives continue to be phased out of the V/Line fleet. The facility would be located south of the existing railway corridor, directly east of the existing farm laneway at the centre of the Site, and west of Bogans Lane. The Stage 1 facility would occupy an area of approximately 11 hectares, and would be in the order of 1030 metres long, 150 metres wide at its widest section and 100 metres wide at its most narrow point. Stage 1 is anticipated to comprise: Initial site development

➢ Land acquisition for the entire footprint of Stage 1 and Stage 2; ➢ On-site mobilisation; ➢ Connections to key services (electricity, water, sewerage, drainage, communications, etc.); ➢ Security fencing and entrance/exit gates around the perimeter of the stabling roads and Stage 1 facilities; ➢ Earthworks to support initial facilities and trackwork; ➢ Landscaping; ➢ Road access from Bogans Lane; ➢ Power and dam infrastructure works resulting from the acquisition of farmland for the facility site;

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➢ Modified stock crossing and vehicular access to the adjacent leasehold farm property (i.e. the Boral owned land to the east); ➢ It is expected that the existing level crossing that serves the central farm laneway will remain in operation at its current location, potentially with some modifications as required by V/Line. Track layout

➢ Six stabling roads, comprising four single ended and two double ended stabling roads; ➢ One single entry/exit train access point from existing rail corridor towards the eastern end of the site, just west of Bogans Lane. Servicing facilities

➢ Fuelling facilities on four stabling roads; ➢ Power, toilet extraction and water replenishment equipment, footpaths and yard lighting provided on all of the stabling roads. Ancillary facilities

➢ Upgrades to the existing signalling system within the rail corridor; ➢ Waste compound for rubbish and hard waste; ➢ Bunded fuelling area; ➢ Water storage and supply for stabling sidings; ➢ Drainage systems, including water sensitive urban design (WSUD) and the modification or relocation of farm dams; ➢ Telecommunications; ➢ Asphalt footpaths; ➢ CCTV to cover stabling sidings area; ➢ Driver and cleaner’s amenities; ➢ Formed and sealed access roadways, with capacity to allow for B-double truck access and turnaround; ➢ Car parking for drivers, visitors and cleaners.

4.1.2 Stage 2

As stated above, Stage 2 is subject to further Government decision making. However, it is anticipated that Stage 2 will increase the stabling capacity of the Facility to 26 trains and will introduce a train maintenance facility. Based on an indicative concept design, the Stage 2 facility is anticipated to occupy an area of approximately 46 hectares, and be in the order of 1720 metres long, 320 metres wide at its widest section and 160 metres wide at its narrowest. Stage 2 is anticipated to comprise: Site development

➢ Security fencing and entrance/exit gates around the perimeter of the Stage 2 facility; ➢ Earthworks to support expansion of facilities and trackwork; ➢ Landscaping; ➢ A rerouting of the farm laneway to cross the rail corridor in proximity to the Pettavel Road boundary of the Site. Rail facilities

➢ Two access points from existing rail corridor, one towards the eastern end of the site and one towards the western end of the site; ➢ Stabling roads for up to 26 trains; ➢ Bio-wash facilities;

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➢ Train wash facilities; ➢ A maintenance facility with 5 maintenance roads. Servicing facilities

➢ Expansion of fuel and water facilities; ➢ A substation; ➢ Expansion of staff facilities; ➢ One gatehouse along the entry road. Ancillary facilities may include the following:

➢ Drainage systems, including WSUD and the modification or relocation of farm dams; ➢ Telecommunications; ➢ Internal/external access arrangements; ➢ Utility protection and installation; ➢ Signalling infrastructure; ➢ Emergency access via Pettavel Road. A concept plan has been prepared for the Project which is shown in Figure 13 with a focussed Stage 1 plan shown in Figure 14 (taken from Figure 13).

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Figure 13 Concept Site Plan - Overall

Figure 14 Concept Site Plan – Stage 1 (Zoomed in from Overall)

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4.2 Operational Phase

This section describes the expected operational activities. Operational activities are subject to completion of the detailed design phase for each stage of the Project and confirmation of the operator’s timetabling requirements.

4.2.1 Operation of Train Stabling and Maintenance Facilities

The Facilities are anticipated to operate 24 hours a day, seven days a week. It is expected that trains will enter and exit the facility from turnouts constructed off the mainline. The layout of the track work would enable flexibility for the train operator and maintainers to minimise any potential conflicting train movements, and reduce the overall amount of shunting time onsite for the trains. It is anticipated that trains will enter and exit the site during the day and night as required to serve the railway timetable. Trains may arrive/depart at 10 minute intervals during peak periods. The total number of train arrivals and departures per day is not yet known and will be subject to the operator’s timetabling requirements. It is assumed that up to 3 trains may be idling at any one point in time during Stage 1 operations. The total number of trains idling as part of Stage 2 is subject to future detailed design and operational requirements. These assumptions will be reviewed subject to the operator’s timetabling requirements. The overall operational concept for the Facility is to provide an efficient series progression for stabling, servicing and maintenance (if required) of trains from initial train arrival until its next scheduled departure into revenue service. Typical train movements would be entry through the northern most fuelling roads, continuing through to the western most shunting neck. From here the train would head east into the stabling roads where it would reside prior to departure. If maintenance was required, trains would leave the stabling siding and enter the maintenance facility.

4.2.2 Staff Numbers

It is anticipated that the Facility may accommodate 10 staff during Stage 1 of the Project and 40 staff during Stage 2, with the expectation that all staff will not be on site at any one time, and staff will work in shifts. An expected breakdown of shift allocation is as follows:

Table 1 Staff Numbers Number of Staff for Number of Staff for Shift Time Staff Percentage Stage 1 Stage 2 Morning 40% 4 16 Afternoon 40% 4 16 Overnight 20% 2 8

4.2.3 Vehicle and Staff Access

The primary access point to the Facility would be located to the east from Bogans Lane. The preferred access route to the site from the Geelong Ring Road would be via Anglesea Road and Reservoir Road. Vehicles will be expected to exit the site the same way.

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The primary access gate is to be utilised by staff and delivery vehicles to both enter and exit the facility. Visitors and administration office personnel would be directed to the relevant area and directed to the car park after checking-in, identification and registration at the primary access gate. For Stage 2, emergency vehicle access could be provided at the western end of the site from Pettavel Road, where required. Appropriate internal access would also be provided for emergency vehicles to the maintenance workshop, stabling tracks and main parts of the Facility. The internal road layout would be designed to limit the need to cross tracks within the site. Adequate car parking spaces will be provided for both maintenance and operations staff and visitors. It is expected that car parking areas will be located to minimise walking distances to site facilities. Pedestrian movement networks would be designed to provide adequate access, minimise walking distances to site facilities and provide for personal safety.

4.3 Car Parking

The concept plans for Stage 1 illustrate a total of 24 car spaces within a designated car parking area accessed from the internal roadway. The concept plan for Stage 2 proposes an additional 50 car spaces within a new car parking area towards the southeast corner of the site accessed from the southern internal roadway.

4.4 Access Restoration

There are two existing farm accesses which cross the site, one is located across the railway line and the other across Bogans Lane. During Stage 1, the existing farm access across the railway will not be impacted however during Stage 2 will need to be reinstated. The second crossing is across Bogans Lane from the land at 255 Reservoir Road to land on the opposite side of the site. The frequency of the usage of these crossings is low and therefore not expected to impact traffic conditions in the surrounding area.

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5 DESIGN CONSIDERATIONS

5.1 Overview

It is acknowledged that the provided parameters of the Project are subject to change, with consideration to the broader design requirements of the Project. In this regard, onemilegrid recommend that the car parking layout and access design for motor vehicles be designed with consideration of the Design Standards detailed with Clause 52.06-9 of the Planning Scheme or the Australian Standard for Off-Street car parking AS2890.1. The current concept design includes an indicative car parking layout which has been designed in accordance with the Australian Standard which is considered acceptable. It is noted that due to the size of the subject site, there is more than sufficient capacity to accommodate the required car parking across the site.

5.2 Greater Geelong Planning Scheme – Clause 22.64

Clause 22.64 of the Greater Geelong Planning Scheme has a policy for discretionary non- agricultural uses. It is noted that Surf Coast Shire Council does not have a similar Clause. This Clause requires that ‘the site has access to an appropriately constructed or sealed road that is capable of accommodating anticipated traffic levels or has convenient access to a major road.' It is considered that these requirements are met with the works proposed as part of the Project.

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6 CAR PARKING CONSIDERATIONS

6.1 Statutory Car Parking Requirements

6.1.1 Car Parking Requirements – Clause 52.06

The car parking requirements for the proposed development are identified in Clause 52.06 of the Planning Scheme. Within the Scheme at Table 1 of Clause 52.06-5, a variety of car parking requirements are listed for different land use components. The application seeks to develop the site for a Railway use. In this regard, it is noted that no rate is listed within the Planning Scheme for this land use and as such, Clause 52.06 states: “Where a use is not specified in Table 1 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, before a new use commences or the floor area or site area of an existing use is increased, car parking spaces must be provided to the satisfaction of the responsible authority.” Based on the above, car parking on-site must be provided to the satisfaction of the Responsible Authority.

6.1.2 Review Car Parking Provision

The concept design prepared illustrate a minimum total car parking supply of 74 spaces, comprising 24 spaces in Stage 1 and 50 spaces in Stage 2. As noted above, there is no requirement for car parking listed within the Planning Scheme and as such parking should be provided to the satisfaction of the Responsible Authority. In order to determine the likely car parking demands, and subsequently the appropriateness of car parking, a car parking demand has been undertaken as set out below.

6.2 Car Parking Demand Assessment

6.2.1 First Principles Assessment

Based on the site’s location and lack of sustainable transport options, it is conservatively assumed that each staff member independently drives to the Facility, thus creating a car parking demand of 1 space per employee on-site. It is understood (based on information provided by RPV) that the Project is to accommodate a total of 40 staff in the Stage 2 arrangement and will operate 24 hours a day. The Facility will operate over 3 shifts and as such not all staff will be on-site at the one time. A breakdown of the shift periods and allocation of staff is shown in Table 2 below.

Table 2 Potential Shift Allocation Shift Time Percentage of Staff Staff – Stage 1 Staff – Stage 2 Morning 40% 4 16 Afternoon 40% 4 16 Overnight 20% 2 8

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As seen in the above table, the peak demand for car parking will occur during the changeover period between the morning and afternoon shifts. It is anticipated that staff working during the same shift period would have staggered start and end times over several hours, as is the case with most shift work. Notwithstanding, for the purposes of this assessment, it is assumed that the morning and afternoon shifts overlap, and all the morning shift staff will still be on-site when all the afternoon staff have begun their shift.

6.2.2 Anticipated Parking Demand

Based on the above, it is conservatively projected that the Facility will generate a maximum car parking demand of 32 spaces in Stage 2 and 8 spaces for Stage 1.

6.3 Car Parking Adequacy

The current concept plans for the Facility provided by RPV provide 24 car spaces for Stage 1 and 50 car parking spaces for Stage 2. The provision of car parking is well in excess of the anticipated parking demand outlined above which will provide for additional parking opportunities for visitors and additional transient staff as required. In light of the above, the proposed provision shown on the concept plans is considered appropriate. In the event that additional car parking is required, the site has more than adequate capacity to accommodate any additional demands in the unlikely event that they occur. It is noted that based on the peak demand estimated, a surplus of 42 spaces will result which will accommodate any visitors and the like.

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7 CONSTRUCTION TRAFFIC MANAGEMENT

7.1 Construction Phase

7.1.1 Construction Activities

Key construction activities anticipated for the Project include:

Table 3 Construction Activities Stage Construction Activities Stage 1 ➢ On-site mobilisation; ➢ Connections to key services (electricity, water, sewerage, drainage, communications); ➢ Security fencing and entrance/exit gates; Site Development ➢ Earthworks to support initial facilities and trackwork; ➢ Road access from Bogans Lane; ➢ Initially required internal roads; and ➢ Security and safety facilities. ➢ Construction of internal roads, footpaths, car parking and associated sealing; ➢ Construction of new rail tracks and associated signalling systems; ➢ Construction of fuelling facilities; Works ➢ Reinstatement and landscaping; ➢ Installation of utility infrastructure; ➢ Bulk earthworks; and ➢ Construction of ancillary buildings and services. Stage 2 ➢ Construction of train maintenance building and internal fit out; ➢ Construction of additional tracks and connections; ➢ Modifications to the fuelling facility; ➢ Automated train wash plant and bio-wash; Works ➢ Extension of stabling sidings; ➢ Expansion of staff amenities and training facilities; ➢ Provision of train cleaners store and amenities building; ➢ Expansion of staff car parking; ➢ Provision of train crew administration facilities.

Being grazed farmland, the site is already substantially cleared of vegetation. The exception is two areas of linear shelterbelt vegetation. Vegetation removal will be minimised to the extent practical and occur progressively throughout all activities.

7.1.2 Construction Operation

The construction duration is expected to be approximately 12 to 18 months for each stage of the Project, and subject to the Project requirements at the time. During each phase, the construction operating hours will be undertaken in accordance with the relevant protocols.

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During the site preparation and construction phases, access to the site is anticipated to be provided via Bogans Lane for Stages 1 and 2. Alternative access may be possible from Pettavel Road for Stage 2. Vehicle movements would be coordinated as required and advised by standard traffic management measures. The preferred site access route during construction of the site is via the Geelong Ring Road. Alternatively, access to the site can be provided via Princes Highway.

7.1.3 Staff Numbers

During each construction phase, up to 100 personnel could be on-site at any one time.

7.2 Proposed Traffic Management

7.2.1 General

The duration for the construction of each stage of the Project is expected to be approximately 12 – 18 months. During each construction phase, up to 100 personnel could be on-site at any one time. From a traffic point of view, the construction of the Project will involve construction vehicle and worker movements within and around the site. Considering the generally farming nature of the surrounding properties, the existing pedestrian activity in the area immediately surrounding the subject site will be low. Traffic surveys also indicate low levels of vehicle activity in the vicinity. Of note during the recorded peak hours, there was no more than 1 movement every 2 minutes across the existing railway crossing. The traffic management arrangements proposed should be designed to facilitate safe and efficient construction activities, whilst minimising disruption to existing road users. Prior to any construction works, the appropriate road upgrades (subsequently detailed in Section 8) should be made to the surrounding road network to facilitate the additional vehicle movements generated as a result of the construction of the Project.

7.2.2 Site Preparation

It is expected that during the initial stages of construction that primary access is to be via Bogans Lane, with emergency access provided via Pettavel Road during Stage 2 construction. Both access points should be located no less than 50 metres from the railway crossing to provide for appropriate separation. All construction works will be advised by standard traffic management signage as appropriate with due consideration of the surrounding environment and level of traffic. It is noted that the majority of works will be concentrated on the site itself without impact on external users.

7.2.3 Construction Stage

During the construction stage, access will be maintained from Bogans Lane as the primary access and Pettavel Road as emergency access during Stage 2 construction. Based on previous experience of projects of a similar scale, it is assumed that the majority of deliveries to the site will be from a combination of semi-trailers (19 metres in length), ‘truck and dogs’ (various lengths) and heavy rigid vehicles (12.5 metres in length). In addition, it is likely that the occasional delivery of larger goods will be required, which may require larger vehicles such as a 25 metre B-Double.

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These larger vehicles should be managed on an as needs basis with specialist traffic management implemented for those oversized deliveries (if required). All loading, crane lifts and concrete pumping areas will be accommodated within the site. All construction works will be advised by standard traffic management signage as appropriate.

7.2.4 Staged Construction Process onemilegrid have been advised by RPV that Stage 1 and 2 will have a construction duration of approximately 12 to 18 months (for each stage).

7.2.5 Assumed Delivery Levels

During the site preparation stage, it is assumed that there will be up to 5 – 10 trucks (up to 19m semi- trailers) accessing the site per day. These trucks will be required to remove spoil and bring in fill. During typical construction operations, the level of truck activity will increase with an additional 10 – 15 trucks per day expected. Of the trucks arriving on-site the majority will be 12.5 metre rigid vehicles with the occasional 19m semi-trailer. These trucks will be providing material deliveries (including tracks, concrete and ballast), crane lifts, amongst other functions. Depending on the size of the materials there may be a need for a larger truck (up to 26m B-double trucks) for specific items however these will be infrequent. During the construction phase, RPV have advised that up to 100 personnel could be on-site at any one time.

7.3 Major Site Access Routes

The recommended ingress and egress routes for the construction of the subject site are shown in Figure 15 and described as follows: The Geelong Ring Road will be the preferred major access route to and from the site. To/From Geelong Ring Road Inbound; Geelong Ring Road – Anglesea Road – Reservoir Road – Bogans Lane. Outbound; Bogans Lane – Reservoir Road – Anglesea Road – Geelong Ring Road. To/From Princes Highway Inbound; Princes Highway – Pettavel Road – Reservoir Road – Bogans Lane. Outbound; Bogans Lane – Reservoir Road – Pettavel Road – Princes Highway.

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Figure 15 Truck Access Routes

LEGEND

Recommended Inbound Route – Geelong Ring Subject Site Rd

Alternative Inbound Route – Princes Hwy

Recommended Outbound Route – Geelong Ring Rd

Alternative Outbound Route – Princes Hwy

Whilst the Geelong Ring Road will be preferred major access route to and from the site, an alternative route from Princes Highway has also been detailed. In the event that Boral commence extraction from their land on the south side of Reservoir Road (detailed in Section 3.6), the preferred access route will not be able to service the subject site. This will result in the alternative traffic route detailed in Figure 15 being utilised instead. RPV will require all subcontractors to advise (and induct as required) operators / drivers of the approved access route plan and the traffic management plan for the Project. Drivers are to be provided with a map highlighting the approved routes and the potential hazards in the vicinity of the site. It is noted that traffic management plans will be prepared and approved at the construction stage to confirm site access requirements.

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8 TRAFFIC CONSIDERATIONS

8.1 Site Access Operation

The primary site access will be from Bogans Lane south of Reservoir Road. This access point will be utilised by all vehicles to the site and will provide access to all staff parking spaces, the maintenance building as well as storage and stabling. The access point is to be secured by a gate, ensuring the site is only accessed by staff and/or appropriate personal. A secondary access during Stage 2 construction is proposed from Pettavel Road. On-going post construction, the Pettavel Road access will be used for emergenices only. The Pettavel Road access should similarly be secured by a gate and must be positioned appropriately to provide adequate connection to the internal road network. It is noted that traffic management plans will be prepared and approved at the construction stage to confirm site access requirements.

8.2 Road Vehicle Traffic Generation

8.2.1 Stage 1

Information provided by the RPV indicates that the Facility will have up to 10 staff working during Stage 1. These staff will comprise of drivers and cleaning staff, who will access the Facility at either the start and end of the day or just the end of the day. Based on the site’s location and lack of sustainable transport options, it is conservatively assumed that each of these staff members independently drives to the Facility, therefore generating 10 inbound and 10 outbound trips per day in Stage 1. It is acknowledged that there may be arrivals on-site by visitors and transient staff and as such an allowance for an additional 4 movements per day has been allowed for equating to 12 inbound and 12 outbound movements per day.

8.2.2 Stage 2

Information provided by RPV indicates that the Project will have up to 40 staff working over a 24- hour period in Stage 2. Based on the site’s location and lack of sustainable transport options, it is conservatively assumed that each staff member independently drives to the Facility, therefore generating 40 inbound and 40 outbound trips per day. It is acknowledged that there may be arrivals on-site by visitors and transient staff and as such an allowance for an additional 8 movements per day has been allowed for equating to 44 inbound and 44 outbound movements per day. Given the volume of traffic anticipated to be generated by the Facility in Stage 2 as compared to Stage 1 it is anticipated that the traffic generated during Stage 2 is critical and thus will be the arrangement assessed in the following sections.

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8.3 Road Vehicle Traffic Distribution

Considering the location of the site in relation to the arterial road network, the following directional traffic distribution has been adopted, as displayed in Table 4.

Table 4 Adopted Directional Traffic Distribution -Bogans Lane Origin/Destination Percentage Bogans Lane – North 80% Bogans Lane – South 20% Reviewing the existing traffic volumes operating along Reservoir Road, the following directional traffic distribution at the intersection of Bogans Lane and Reservoir Road has been adopted, as displayed in Table 5.

Table 5 Adopted Directional Traffic Distribution – Reservoir Road Origin/Destination Percentage Reservoir Road – East 70% Reservoir Road – West 30%

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8.4 Generated Road Traffic Volumes

Applying the traffic generation rates outlined above to the intersection results in the following generated traffic volumes. The generated daily (12 hour) traffic volumes are shown in Figure 16.

Figure 16 Weekday Generated Traffic Movements (6am – 6pm)

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8.5 Resultant Road Traffic Volumes

Based on the above, the future intersection volumes at the intersection of Reservoir Road and Bogans Lane can be calculated by combining the existing volumes with the traffic anticipated to be generated by the Project. The resultant daily traffic volumes are shown in Figure 17.

Figure 17 Resultant Future Traffic Volumes (12 hour 6am – 6pm)

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8.6 Road Traffic Impact

All vehicles will access the site from Bogans Lane. Therefore, it is anticipated that the Project will result in an additional 88 vehicle movements per day to Bogans Lane, with 70 movements utilising the portion of road north of the access and 18 movements utilising the portion of road south of the access (based on the assumed distributions above). The number of vehicles accessing the site during any given hour under full operation will depend on the operating hours of the Facility and the shift change over times. In traffic engineering terms, 88 vehicle movements per day is a low number of movements and is unlikely to have any material impact on the operation of Bogans Lane or the surrounding road network. Notwithstanding from a pavement structure point of view, there will be a need to upgrade some of the roads in the vicinity to cater for the additional traffic. These upgrades are discussed in Section 9. The traffic movements to/from the east along Reservoir Road can occur without disruption from train movements through the junction. A total of 22 Project generated road vehicle movements are required to cross the train line as they come from or head to the west along Reservoir Road. As such, they are potentially impacted by train movements along the railway line. Noting the twenty- four-hour operation of the Facility, it is likely these movements will be spread across the day, with a large portion expected to occur in long periods of train inactivity. Nevertheless, increased train movements along the line and into the Facility have the potential to impact traffic in the area, and specifically disrupt traffic movements along Reservoir Road. To estimate the number of daily train crossings that can be accommodated over Reservoir Road without impacting traffic a sensitivity analysis of the train crossing along Reservoir Road has been undertaken in the following section.

8.7 Rail Crossing Sensitivity Analysis

8.7.1 Rail Crossing Closure Timing

On the arrival and departure of trains, naturally the boom gates will be activated thus reducing the capacity of Reservoir Road intermittently. RPV have advised that on the arrival of trains the boom gates will need to be activated for approximately 30 seconds whilst on departure the boom gates will need to be activated for 60 seconds.

8.7.2 General

As the Facility will function as a stabling and maintenance facility there will be an increase in trains travelling along the line to reach the Facility for maintenance and stabling activities. The majority of these movements are anticipated to arrive from and depart to Waurn Ponds station in the northeast, given the relative number of services that run between Waurn Ponds and Geelong. It is understood trains could depart in quick succession in the morning onto the network and return at the end of the day in a similar fashion, however exact operational requirements of the Project have not been determined. Furthermore, as part of the Warrnambool line upgrade a fifth daily return service is to be provided between Melbourne and Warrnambool. This will add an additional train in each direction at some point during the day. It is unknown how the existing timetable will be altered to include this service. However, based on the existing number of train movements along the route, an additional service could be comfortably introduced. The anticipated train activity in each arrangement of the Facility is provided below.

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Stage 1 (Stabling Only) Stage 1 of the Project will have the capacity to accommodate 6 trains for stabling. RPV has indicated that at inception, trains are likely to leave the site in quick succession across an initial hour, equating to on average, one (1) train every ten minutes. For the purposes of this report, it is assumed that at the end of the day, trains would return at the end of the timetabling day and similarly in quick succession. Based on the timing estimates provided, it is projected that in the morning the 6 trains will result in a closure of the crossing to Reservoir Road traffic for 6 minutes across the hour, whilst in the evening when trains are returning the crossing will be closed for 3 minutes. It is of note that the trains will be arriving and returning early in the morning and later in the evening which is outside of the peak traffic activity recorded during the surveys. Stage 2 Arrangement Stage 2 will have the capacity to stable 26 trains at any one time which will increase the frequency of trains travelling to and from the Facility. The initial stage will see a maximum of 1 train every 10 minutes however this is expected to occur only for a short period at the start of the day when trains are entering the rail network. Ultimately (Stage 1 and 2), with the additional capacity of the Project, the increased trains will need to be considered with regard to the level of traffic crossing the railway and importantly safety across the railway crossing for existing and future road users. A review of which follows.

8.7.3 Rail Traffic Impact

Stage 1 In consideration of the resultant volumes anticipated at the intersection of Reservoir Road and Bogans Lane, the maximum number of stabled trains and moreover the existing train movements along the subject area, it can be reasonably determined that up to 6 trains per hour can exit the Facility and head towards Geelong without impacting future traffic conditions. This assessment is conservative as the Facility operates 24 hours a day. As such, some of the additional train movements may be outside the 12 hour, 6am – 6pm period. The above assessment estimates that the trains will close the crossing for a maximum of 6 minutes or 10% of the hour. This level of closure is low and will be spread across the hour leaving capacity for motorists to cross the railway with limited delays. This is particularly the case considering the crossing is only used by 30 vehicles during the peak hours. In light of the above, it is therefore expected that this level of additional rail traffic can be accommodated by the road network without resulting in unreasonable delays to motorists and moreover from a safety point of view. Trains will arrive into and leave the Facility at a low speed, which will have a resultant shorter stopping distance. In addition, signals at the exit of the Facility and on the approach to the level crossing will control movements, and will be coordinated with boom gate control activation. It is recommended that information is circulated regarding the Project and potential for additional trains to use the crossing to the community. It is recommended that the additional train movements are managed to ensure efficient operation of the Facility itself and to avoid disruptions to the functioning of the line. Arrival and departures should be scheduled to occur at no less than 10-minute intervals and should occur outside of peak travel times where possible. Therefore, the initial stage of 1 train every 10 minutes for an hour is considered acceptable with limited impact to existing users.

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Stage 2 RPV have advised that in Stage 2 the Project could accommodate 26 trains, however they will be limited to 10 minute intervals in the first instance. Upon determination of Stage 2’s operational requirements, the level of traffic using the crossing should be reviewed. Currently, during the peak hour period, it was observed that on average 1 car movement across the crossing was recorded every 2 minutes. In light of this, a reasonable crossing interruption would be one train every 6 minutes. The train would activate the boom gates for that period only which would still allow for traffic to flow either side of the boom gates being down. From a safety point of view, it is recommended that the crossing is fully maintained to ensure visual and audible cues are always in place. As with Stage 1, whilst a limit of 1 train every 6 minutes has been established, it is unlikely that this level will eventuate due to variations between arrivals and departures. In the event that any additional trains are sought per hour, it is recommended that further detailed analysis be undertaken to determine the impact of additional services and assess the impacts to traffic and safety to the surrounding area.

Existing Rail Traffic and Future Growth As noted previously, there is potential for additional services on the train line. The analysis undertaken above indicates that there is capacity within Reservoir Road and the crossing to accommodate the additional train services generated by both the Project and general services. Of note, even at the peak periods, a maximum at 1 movement every 2 minutes was recorded and as such the closures can be comfortably accommodated with limited delays to existing motorists.

8.7.4 Other Considerations

It is also noted that rail crossings along Ghazepore and Torquay Roads should be monitored to determine any adverse traffic effects stemming from the scheduling of trains in and out of the Facility, with adjustments made accordingly. It is also recommended that these crossings are fully maintained to ensure visual and audible cues are always in place.

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9 RECOMMENDED ROAD UPGRADES

As outlined previously, during construction of the Project the site is to be accessed by a number of heavy vehicles (up to 15 trucks per day) over the construction period. In order to access the site these construction vehicles are required to utilise Bogans Lane (Stage 1 and 2) and potentially Pettavel Road (Stage 2 only), which are currently unsealed carriageways. In order to facilitate the movements of the construction vehicles, it is considered appropriate to upgrade (seal): ➢ Bogans Lane – from Reservoir Road to site access. It is noted that from general observations within the surrounding area, where a sealed road transitions into an unsealed road, it can be seen that an extension of the sealed carriageway continues for approximately 50 metres past the intersection. It is therefore considered appropriate to seal Bogans Lane for an additional 50 metres south of the site access points to ensure loose gravel does not spill into the intersections. The length and location of the recommended road upgrades is shown in Figure 18 below.

Figure 18 Recommended Road Upgrades

Subject Site

Upgrade Bogans Lane 50 metres to the south beyond site access

As seen in Figure 18 above, it is recommended to upgrade Bogans Lane for approximately 50 metres beyond the site access point beginning from Reservoir Road and extending south past the sites access. It is not recommended to upgrade Pettavel Road as it will only be utilised during Stage 2 construction and as an emergency access point post construction. Therefore, it will experience minimal, if any additional traffic volumes as a result of the Project. As noted previously, the location of the site access should be no less than 50 metres from Reservoir Road.

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It is recommended that only limited construction activities occur on-site until the appropriate road upgrades have been undertaken. Drivers of construction vehicles will be provided with the major site access route plan, to ensure no heavy vehicles travel along any unsealed carriageways for the duration of the construction stage of the Project. The level of road upgrade should be to the satisfaction of the Responsible Authority. In addition, as previously mentioned the site is proposed to have potential subsequent stages to accommodate more trains and therefore resulting in more staff required on-site. This will in turn increase the traffic generated by the site and these vehicles will benefit from any upgrades that are to last longer than construction stage.

10 CONCLUSIONS

This report has been prepared to assess the development of the site for the purposes of Waurn Ponds Train Maintenance and Stabling Facility (the Project). It is proposed to deliver the Project in 2 Stages. Stage 1 is funded and is expected to be delivered by 2021, whilst the timing for delivery of Stage 2 is unknown at this time. Stage 1 is proposed to deliver a train stabling facility with the capacity to stable 6 trains, with a total of 10 staff. Stage 2 will increase the stabling capacity of the Facility to 26 trains, with a total of 40 staff. Considering the analysis presented within this report, it is concluded that:

Waurn Ponds Train Maintenance and Stabling Facility Transport Impact Assessment Page 37 170142TIA002I-F.docx 12 June 2019