The following extract is from DCSCA’s submission dated 13/12/16 to Vic Roads.
The complete submission will shortly be tagged for complete reference.
Safety Assessment – Vic Roads Option 3a for the Drysdale Bypass.
Vic Roads preferred option for the Jetty Rd/Grubb Rd intersection is Option 3a – Signalized intersections with pedestrian crossings located at those intersections.
The DCSCA Committee does not support this option due to safety, traffic efficiency, and environmental and operational concerns and details these concerns. DCSCA recommends a roundabout system with slip lanes and signalized pedestrian crossings located some distance from the roundabouts, with or without an overpass. DCSCA believes such systems will be superior to Option 3a in all these respects and presents and recommends two alternative roundabout systems for Vic Roads to evaluate – one with an overpass and one without. DCSCA has researched international Internet data on the factors affecting safety and the operation of traffic systems and has made the following conclusions: – • Crashes are invariably caused by an error – e.g. a driver or pedestrian “doing the wrong thing”. • Errors inevitably will occur and the potential for an error to result in a crash is dependent on the number of collision points (points at which traffic paths cross each other) and the density of traffic. • The number of collision points is a meaningful measure of the relative safety of a traffic system, e.g. the more the collision points, the more dangerous the intersection. • A prediction of the number of crashes over a given time period can be made by investigation of the number of collision points and the volume of traffic – i.e. analysis of historical crash data would show that an intersection of a given design with a given number of collision points would have X number of injury crashes per million vehicles passing through the intersection. This information can be used to predict the number of crashes when considering alternative types of road infrastructure. • Signalized intersections have significantly more vehicle-to-vehicle collision points than roundabouts and are approximately twice as dangerous with respect to the occurrences of injury crashes. • Signalized pedestrian crossings at intersections have more vehicle to pedestrian collision points than crossings located at roundabouts and have more “pedestrian incidents” than non signalized crossings at roundabouts. • Many signal violations occur at higher speeds so the severity of accidents is often high. • Mobility challenged pedestrians prefer signalized crossings and perceive crossings at roundabouts as challenging. • A signalized crossing located away from an intersection would have fewer pedestrian to vehicle collision points and would be safer. • The best way to minimize “pedestrian/vehicle” incidents” and “cyclist/vehicle” incidents is to totally separate these different types of traffic, e.g. underpass. elevated walkway. • When this cannot be accomplished, the next best way is to minimize the number of collision points between them. • A traffic option often adopted is to provide a shared path for pedestrians and cyclists separate to the traffic. Cyclists can then chose between cycling on the road or sharing the footpath with pedestrians. It would be anticipated that faster cyclists would chose the road, and children on bikes the shared path. • Slip roads and slip lanes are an effective way of reducing the number of vehicles passing through these collision points. These not only improve safety but also improve traffic flow. • Roundabouts are more efficient as regards reducing travel times than signalized intersections. With a well-designed roundabout system, delay times are reduced by approx 30% at peak times and are reduced to a minimum at off peak times. With signalized intersections significant delays are experienced at all hours. For example, at a signalized intersection with a four-sequence traffic flow, three of the four traffic streams are facing a red light at all hours of the day and there is a significant “lost time” between phases when no traffic can flow. • Roundabouts are more fuel-efficient than signalized intersections. The vehicles waiting at traffic lights are idling away using up fuel and this is a significant cost impost on the local community and Australia as a whole. • Roundabouts have lower environmental impact than signalized intersections and generate significantly lower carbon emissions and noxious gasses. They also result in quieter neighborhoods. • The new Ausroads recommendations are resulting in the, presumably unintended, outcome of Vic Roads designing roundabouts that are too large to be packaged in restricted urban environments.
Do you love Geelong and do you love The Bellarine? The sky, open spaces, water views, fresh air, friendly people, great wineries and restaurants or recreational options?
Do you have ideas about what the future of Greater Geelong and The Bellarine will look like in 30 years ? Here’s your opportunity to have a say and assist in the planning of Greater Geelong and the Bellarine’s future for the next 30 years!
The purpose of this Forum is to deliver a collaborative approach to the future strategic planning of Greater Geelong and the Bellarine. Hosted by the Committee for Bellarine in conjunction with the City of Greater Geelong Our Future project, this forum provides the opportunity to have your say about the Future and get engaged in this process.
If you would like to have your say in the Our Future project or The Bellarine and have an interest in issues which impact Geelong and or our beautiful Bellarine such as; housing development, open space, coastal inundation, tourism, agriculture/aquaculture, balancing environmental and economic factors, water and food security, energy and more, you really need to be there. Please feel free to come for the morning or afternoon sessions if you can’t make it for the whole day.
CoGG are asking for our input, so let’s give it to them, after all we live here and know and love it best.
Program: The Bellarine – Our Future Community Forum Sat 12th NOV 2016
Your Chance To Support The Portarlington Ferry daily regular trial
This is our chance to show the Ferry operators and Government how much people of the Bellarine & Geelong want this service so please support it if you can by joining us on board.
Port Phillip Ferries are very pleased to provide with the news that after 3 very successful passenger trials, Port Phillip Ferries is proceeding to commence regular trial passenger service from this Thursday 11 August 2016.
This service needs your support to help it move from a trial to a permanent and we encourage you to spread the word to make sure the vessel is well used on each passage commencing with the morning commuter service. CLICK IMAGE BELOW FOR LARGER PDF PAGE.
Elms Partners is an master real estate developer and development partner based in Dubai and London specialising in creating sustainable urban communities and the places and spaces within them, from inception to completion, generating highly valued real estate in every sense.
Elms Partners was formed in 2008 by Lawrence Elms, a 23-year veteran of international development with extensive experience in landmark, strategic, and transformative development projects undertaken by public-private partnerships (PPP).
Lawrence was the senior development executive on Taipei 101 (the world’s tallest building at the time), then CEO of the Dubai International Financial Centre (DIFC – a $4 billion mixed-use project totalling approximately 2 million square meters) during its conception and construction.
Developed in phases and involving multiple developers and investors, DIFC is the epitome of the large-scale PPP project Elms Partners is organised to lead as Master Developer.
Many consumers look to solar only for self-consumption or a means to go off-grid. But new report says “shared solar” will bring solar PV to 100% of homes and businesses, including renters, high rise apartments and offices. It just needs a change of rules.