Impact - Yarra City Council
Impact - Yarra City Council
Mixed Use Development: 12 - 20 Victoria Crescent, Abbotsford Traffic and Transport Assessment 4 July 2018 Prepared for CPG Office 1 Pty Ltd • INIP170809REPO1F03 • Impact •
Mixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford Company Information Document Information Impact Traffic Engineering Pty Ltd Client CPG Office 1 Pty Ltd Level 17, 31 Queen Street, Melbourne, Victoria, 3000 Report Title Mixed Use Development: 12 - 20 Victoria Crescent, ABN: 78 611 424 107 Abbotsford Report Reference IMP170809REPO1F03 Email firstname.lastname@example.org Date of Issue 4 July 2018 Website www.impactaustralia.com.au Approved By John-Paul Maina This work is exclusively owned by IMPACT Traffic Engineering Ply Ltd and cannot be reproduced, published, stored, copied, adapted, distributed or transmitted either wholly or in part, in any form or by any means whatsoever (graphic, electronic, mechanical, photocopying, recording or otherwise) without the prior written permission of IMPACT Traffic Engineering Pty Ltd.
IMPACT Traffic Engineering Pty Ltd 2018. All Rights Reserved. Document Control Version Date Author FINAL 3 4 July 2018 Will Drew FINAL 2 5 April 2018 Will Drew FINAL 1 29 March 2018 Will Drew DRAFT 1 February 2018 Will Drew PAGE 2 C Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford Contents 1 IMPACTt SNAP SHOT 6 2 INTRODUCTION 7 2.1 Engagement 7 2.2 Scope of Engagement 7 3 EXISTING CONDITIONS 7 3.1 Location 7 3.2 Planning Zone 8 3.3 Road Network 8 3.3.1 Victoria Crescent 8 3.3.2 Little Nicholson Street 9 3.3.3 Unnamed Laneway 9 3.4 Sustainable Transport 10 3.5 Public Transport 10 3.6 Bicycle Network 11 4 DEVELOPMENT PROPOSITION 12 4.1 Use and Yield 12 4.2 Parking and Access 12 4.3 Bicycle Facilties 12 4.4 Loading and Waste Facilities 12 5 STATUTORY CONTROLS 13 5.1 Clause 21.06 - Transport 13 5.2 City of Yarra Strategic Transport Statement 13 5.3 City of Yarra Council Plan 14 5.4 Clause 52.06 - Car Parking 14 5.4.1 Purpose 14 5.4.2 Provision and Design Requirements 14 5.4.3 Design Standard for Car Parking - Clause 52.06 - 9 14 5.4.4 Conclusion - Car Park Design 17 5.4.5 Car Parking Provision Requirements - Clause 5 2.06-5 18 5.4.6 Proposed Provision 18 5.4.7 Application Requirements and Decision Guidelines to Reduce Car Parking Requirement 18 5.5 Car Park Demand Assessment 19 5.5.1 Empirical Assessment 19 5.5.2 Adequacy of Proposed Provision 20 5.5.3 Accessible Car Parking 20 PAGE 3 I Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 5.6 Conclusion - Car Parking Provision 20 5.7 Clause 52.34 - Bicycle Facilities 21 5.7.1 Purpose 21 5.7.2 Provision Requirements - Clause 52.34.3 21 5.7.3 End of Trip Facilities: Shower / Change Rooms 21 5.7.4 Adequacy of Proposed Provision 21 5.7.5 Design Requirements 21 5.7.6 Design 22 5.7.7 Conclusion - Bicycle Parking 22 6 TRAFFIC CONSIDERATIONS 23 6.1 Traffic Generation 23 6.2 Traffic Distribution 23 6.3 Post Development Traffic Volumes 25 6.4 Intersection Analysis 28 6.5 Traffic Impact 28 Tables Table 1 Public Transport Options 10 Table 2 Summary - SIDRA Intersection 7 Analysis 28 Figures Figure 1 Location of Subject Site 7 Figure 2 Land Use Planning Zone 8 Figure 3 Views of Victoria Crescent facing north west adjacent the subject site 8 Figure 4 Views of Little Nicholson Street facing north adjacent the subject site 9 Figure 5 Views of the Unnamed Loneway facing east adjacent the subject site 9 Figure 6 City of Yarra Travel Smart Map 10 Figure 7 Public Transport Map 11 Figure 8 Map of Strategic Municipal Corridors 11 Figure 9 Subject Site Traffic Movements 25 Figure 10 Base Case Traffic Movements 26 Figure 11 Other Development Traffic 27 Figure 12 Post Development Traffic 27 PAGE 4 E Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford Appendices APPENDIX A Swept Path Analysis PAGE 5 I 4 impact 2018 iMP170809REPO1F03 Impact
Mixed Use Development: 12 - 20 Victoria Crescent. Abbotsford Traffic and Transport Assessment 4 July 2318 • 1 IMPACT® Snap Shot Development Proposition Location Use Yield Car Parking Bicycle Parking 370 48' 23" S1440 59' 52" E 12 - 20 Victoria Crescent, Abbotsford Mixed Use Development 12,079 sq.m Net Leasable Floor Area - Office, and 187 sq.m Net Leasable Floor Area - Retail / Food & Drink 220 on-site parking spaces across three levels 184 bicycle parking spaces and 16 showers Statutory Controls Particular Provisions Clause 52.06 - Car Parking 429 parking spaces required.
220 site parking spaces provided. The provision of 220 spaces (1.80 spaces per 100 sq ml exceeds empirical case study demand rates and is also consistent with rates for other approved mixed-use developments within the City of Yarra.
The reduced parking provision outcome consistent with the City of Yarra strategic transport objectives. Assessed against Clause 52.06-9 and determined to have satisfied the relevant design guidelines. Clause 52.34 - Bicycle Facilities 53 bicycle spaces required (and 5 shower / change rooms), 180 spaces proposed (and 16 shower / change rooms) The provision exceeds the statutory requirement and will help encourage a modal shift towards bicycles. Assessed against Clause 52.34 and determined to have satisfied the relevant guidelines.
Requirement vs Provision Adequacy of Provision Design Requirement vs Provision Adequacy of Provision Design Traffic Considerations Traffic Generation Traffic Impact The proposal is expected to generate approximately 110 movements in the AM Peak (55 via Little Nicholson Street and 55 via Victoria Crescent).
A total of 77 movements are expected in the PM peak period (38 via Little Nicholson Street and 39 via Victoria Crescent) A SIDRA analysis of the intersections: Little Nicholson Street / Mollison Street & Victoria Crescent / Site Access, reveals that the road network will operate comfortably post development, with motorists experiencing minimal delays and queues.
Conclusion — The proposed development satisfies relevant statutory requirements and where the statutory requirements are not explicitly met, the development is deemed to satisfy decision guidelines that allow for a reduction or waiver of the said requirement. — There are no traffic and transport grounds that should prohibit the issue of a permit. I mpact PAGE 6 I © Impact 2018 IMP170809REPO1F03
O B:0 b- t The subject site is located north of Mollison Street between Victoria Crescent and Little Nicholson Street as illustrated in Figure 1. vv POE ST YARRA BEND PARK - TRAM- z o a-.
(-) • z •- ot CC (.7 - a Z a Soo E MARINE HARPER Convent Arts Precinct } Ira co . . ..c. )- NELSON ST Au .— -$ co icc 02 wt co 0 Z •- q • ot% \ " O ., Mixed Use Development 12 - 20 Victoria Crescent. Trofk and Transport Assessment 4 July 2018 Abbotsford 2 Introduction 2.1 Engagement IMPACr have been engaged by CPG Office 1 Pty Ltd to undertake a Traffic and Transport Impact Assessment for the proposed mixed use development at 12 -20 Victoria Crescent, Abbotsford. 2.2 Scope of Engagement This Traffic and Transport Impact Assessment has been prepared to accompany a town planning submission. In preparing this assessment we have referenced the following: Development plans prepared by Fieldwork Architects City of Yarra Planning Scheme, specifically: o Clause 52.06: Car Parking o Clause 52.34: Bicycles 3 Existing Conditions 3.1 Location Sgure 1 Location of Subject Site The site is asymmetrical in shape and surrounded by a variety of industrial and office buildings.
The Yarra River and Yarra Bend Park are located approximately 200 metres to the north east of the site, whilst Collingwood Train Station is located approximately 550 metres north west of the subject site. Impact PAGE 7 I 0 Impact 2018 IMP170809REPO1F03
Mixed Use Development: 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018 Abbotsford 3.2 Planning Zone The subject site is located within the Industrial Zone IIN1Z) as illustrated in Figure 2. 79 73 76 66 70 72 83 62 91 82 84 74 89 68 64 78 -an_ MOWS:3N .5 -TREE T-57 11GRI2 Figure 2 Land Use Planning Zone 3.3 Road Network 3.3.1 Victoria Crescent Classified as a Collector Road and managed by Council. Aligned north-west to south-east from Gipps Street towards Murray Street. Along the site frontage, Victoria Crescent comprises an approximate 14.5 metre road pavement that provides for a single lane of traffic in each direction, dedicated bicycle lanes and indented parallel parking.
Its typical cross-section is illustrated in Figure 3.
Figure 3 Views of Victoria Crescent facing north west adjacent the subject site Kerbside parallel parking is subject to varying restrictions, including 1P, 2P, 4P and 2P disabled. These restrictions are generally during business hours on weekdays and Saturdays and are unrestricted outside these hours. Based on pneumatic tube count surveys undertaken in the period between 23rd August & 28th August 2017, Victoria Crescent carries on average approximately 10,500 vehicles per day inclusive of weekday AM peak average of 980 vehicle movements and a weekday PM peak average of 940 vehicle movements.
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Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 3.3.2 Little Nicholson Street Classified as local access lane and managed by Council. Aligned in a north-south direction between Gipps Street and Victoria Street. Along its length Little Nicholson Street comprises an approximate 4.5 metre road between site boundaries, thus provides for a single lane of traffic. No parking is permitted along Little Nicholson Street. Little Nicholson Street principal function is to provide access to parking and loading areas for properties with frontages to either Victoria Crescent or Nicholson Street.
Its typical cross section is illustrated in Figure 4. Figure 4 Views of Little Nicholson Street facing north adjacent the subject site 3.3.3 Unnamed Laneway Located adjacent the site's southern boundary, the Unnamed Laneway is classified as a local access lane and managed by Council. The laneway extends east from Little Nicholson Street for approximately 50 metres before terminating at the site boundary.
The laneway is approximately 4.5 metres in width which allows for a single lane of traffic. No parking is permitted along the laneway. Its typical cross section is illustrated in Figure 5. Figure 5 Views of the Unnamed Laneway facing east adjacent the subject site PAGE 9 I Impact 2018 IMP170809REP01F03 Impact
Mixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 3.4 Sustainable Transport The subject is,:; id s eally1o(ss caf_z ted to:eve:1g: sustainable transport insport options, specifically bicycle, train and bus facilities, off-road bicycle and pedestrian shared paths, and car share facilities.
services. Figure 6 shows the subject site in the context of existing public transport routes, on-road bicycle 004 . f /0 6, , , &' e ctac i 9 1 ° - : I - 0i T C4(1.3 O T , - 3- . Si °MOM i GiPpS Collmgwoo cr., ,04 .
, :r (-) cc ff) ILI yr- i. ...sew aft sa l sommo am (=I z no. . al a 0 , , IS . ii . , I4 'tie , it, • "f) `,10• !- Ir. ) _ 1:t0 c - c- w< I Vim-- ...— ...x Lu z cr cc' CI_ X MOLLISON:: • " 51 • .c.-/ • ...f. , %- cli Vi i .••• LANGRIDGE —L. • S T . . BLoomEhmG .." Q G GREEN /000 /1 • c61) 0 .., C4 - - r ' ) I 2 Z 0 CI) Cr) < CC Li X t--- Yarra UJ w CI' 1.'7 G > b L I ?. 0 2 ,,,, 0, • cr. - gc,,,i_, , c_ Figure 6 City of Yarra Travel Smart Map 3.5 Public Transport The site has excellent access to public transport and is located within 500 metres walking distance of Collingwood Station and tram services along Victoria Street, as summarised in Table land illustrated in Figure 7.
Table 1 Public Transport Options Service Station / Route Description Train Collingwood Station South Morang and Hurstbridge Line Tram 12 Victoria Gardens - St Kilda 78 North Richmond - Balaclava via Prahran 109 Box Hill - Port Melbourne Bus 246 Elsternwick - Clifton Hill via St Kilda 302 City - Box hill via Belmore Rd and Eastern Freeway 303 City - Ringwood North via Park Road 304 City - Doncaster SC via Belmore Road and Eastern Freeway 305 City - The Pines SC via Eastern Freeway 309 City - Donvale via Reynolds Road 318 City - Deep Creek 350 City - La Trobe University via Eastern Freeway 905 City - The Pines SC via Eastern Freeway, Templestowe ISMARTBUSI 906 City - Warrandyte via The Pines SC (SMARTBUS) 907 City - Mitcham via Doncaster Road (SMARTBUS) 908 City - The Pines SC via Eastern Freeway (SMARTBUS) PACE 10 _ Impact 2018 IMP170809REPO1F03 Impact ••• IYRABEND PARK 4000 gob 410.
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. . ..... Victori- Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford rYarQ. Put Golf C Victoria Park a ° . . Night Bus Studley Park t. 1:3 . . Collingwoo, ,a o 1Prrs is Collingwood Aust. Cath. ■ Univ. ?..0 •,r.r . Eye & Ea !lament Fitzroy Gardens Figure 7 Public Transport Map 3.6 Bicycle Network North Richmond The site has excellent access to Melbourne's extensive bicycle network with on-road bicycle lanes along Victoria Crescent and Mollison Street providing a connection to both on-road bicycle lanes in the north and west as well as the Main Yarra Trail to the north east.
The Main Yarra Trail is classified as a Strategic Municipal Corridor and connects to other Strategic Corridor to the north, east and west as illustrated in Figure 8. - .7 Inner 10km transport c Inner 10km transport comdas map Time lines have kola to detailed route pages I. 775 di-ws SHARI- Ci Untitled layer Sareindge Rd Trail UM Route ( St Oda RdlNepean Hwy AlMa Rd Route L. St Kilda to Chtton ( NOrthea*/Gardners Ck Candor Canterday to CBD C0fIldOr tall n Dale Path Box Hdl to CBD Corridor Annerersaly Trail I. Ivanhoe to CBD Main Yana Tad Cheddar Rd/St Georges/Brunswick to C Rathdowne St 10 Yana Rorer Sydney Rol/Royal Paride.'PPeFWiAhurn Subject Site , Figure 8 Map of Strategic Municipal Corridors PAGE 11 e.
Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 4 Development Proposition 4.1 Use and Yield A mixed-use development comprising retail and office is planned over two buildings on the subject site. Specifically, the development contemplates Office: 12,079 sq.m; and Retail: 187 sq.m 4.2 Parking and Access A multi-level car park is planned, with a total of 220 parking spaces. These spaces will be distributed as follows: 55 standard parking spaces at ground 55 standard parking spaces on the mezzanine level 107 standard parking spaces on level 1; and 3 disabled spaces on level 1 Additionally, seven (71 motorcycle spaces are also planned on-site.
Two points of access are proposed for the parking areas, namely: — Victoria Crescent - Access from Victoria Crescent provides direct access to Level 1 Unnamed Laneway / Little Nicholson Street - Access to ground level car park, and internal circulation internal ramps to Mezzanine and Level 1.
4.3 Bicycle Facilties A secure bicycle storage area is planned on ground level. A total of 180 bicycle parking spaces are proposed within the bicycle storage area comprising 56 horizontal and 124 vertical spaces. These spaces are to be supplemented by 4 horizontal spaces located towards the Victoria Crescent frontage. In addition, 16 showers are proposed, and associated change and locker facilities. Access to this secure bicycle storage area will be facilitated from Victoria Crescent. 4.4 Loading and Waste Facilities No designated facilities are proposed for loading. Noting the small size of the retail tenancies, deliveries are expected to be undertaken by small vans or utes.
Accordingly, loading activity will leverage existing on street parking spaces along Victoria Crescent as required.
A private waste collection service is proposed. Waste collection is planned from the Unnamed Laneway, adjacent the site's southern boundary. Impact PAGE 12 Impact 2018 IMP170809REPO1t03
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 5 Statutory Controls The relevant traffic and transportation Statutory Controls are: Local Policy Framework — Clause 21.06 - Transport — Strategic Transport Statement — City of Yarra Council Plan Particular Provisions — Clause 52.06 - Car Parking — Clause 52.34 - Bicycle Facilities 5.1 Clause 21.06 - Transport Clause 21.06 of the Yarra Planning Scheme details the City of Yarra's transport related objectives and strategies.
Clause 21.06 acknowledges that the City of Yarra needs to reduce car dependence by promoting walking, cycling and public transport use as viable and preferable alternatives. Clause 21.06 lists four objectives as follows: Objective 30: To provide safe and convenient pedestrian and bicycle environments; Objective 31: To facilitate public transport usage; Objective 32: To reduce the reliance on the private motor car; and Objective 33: To reduce the impact of traffic.
Notably, Council acknowledges that whilst parking availability is important for many people, in Yarra, unrestricted car use and parking is neither practical nor achievable. Accordingly, it is Council's intention that car parking be managed to optimise its use and to encourage sustainable transport options. 5.2 City of Yarra Strategic Transport Statement The Strategic Transport Statement is a document prepared by the City of Yarra in 2006 which addresses the access needs of Yarra's community whilst minimising the impact of cars. The Strategic Transport Statement has a stated vision as follows: To create a city which is accessible to everyone irrespective of levels of personal mobility and where a fulfilling life can be had without the need for a car The Strategic Transport Statement lists seven key Strategic Transport Objectives to achieve the above vision as follows: 1.
Create a city which is a great and safe place to walk and increase the numbers of those walking in Yarra. 2. Create the most bicycle friendly city in Australia and increase the numbers of those cycling in Yarra. 3. Advocate for increased performance of public transport across Melbourne and thereby reduce the number of car trips and through traffic by both Yarra and non-Yarra residents. 4. Ensure that any new road construction is not in conflict with encouraging more sustainable transport use. 5. Ensure Council's response to parking demand is based on Yarra's parking hierarchy and sustainable transport principles.
6. Work to limit freight movement to arterial roads and freeways within Yarra and work to reduce freight movement through Yarra. 7. Encourage Council staff to use more sustainable transport for their travel and increase the capacity of the Council as a whole to respond to and initiate positive actions to further strategic transport objectives 1 to 6. Impact PAGE 13 I 0 Impact 2018 IMP170809REPO1F03
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 5.3 City of Yarra Council Plan The City of Yarra Council Plan (2017 - 20211 which is currently under draft review, proposes several objectives for the municipality, including: Objective 6: City of Yarra, a place where Connectivity and travel options are environmentally sustainable, integrated and well-designed To help achieve this objective, Council have listed several strategies that they wish to implement over the next five years, including: — Investigate and implement effective parking management options — Develop and promote pedestrian and bicycle infrastructure that encourages alternate modes of transport, improves safety and connectedness 5.4 Clause 52.06 - Car Parking 5.4.1 Purpose 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.
5.4.2 Provision and Design Requirements To satisfy the above purpose, Clause 52.06 of the Yarra Planning Scheme specifies requirements relating to the provision and design of car parking as follows: 5.4.3 Design Standard for Car Parking - Clause 52.06 - 9 We have assessed the proposed car parking design and access arrangements against the requirements of Clause 52.06-9 of the City of Yarra Planning Scheme.
Our findings are as follows: PAGE 14 I 0 Impact 2018 IMP170809REPO1F03 Impact
Status Requirements Design Response 6 Provide a passing area at the entrance at least 6.1 metres wide and 7 metres long if the accessway serves ten or more car parking spaces and is either more than 50 metres long or connects to a road in a Road Zone. As above, the site access is at least Comply 6.1 metres wide. Swept paths accompanying this report demonstrate vehicle movements into and out of the site Have a corner splay or area at least 50 percent clear of visual obstructions extending at least 2 metres along the frontage road from the edge of an exit lane and 2.5 metres along the exit lane from the frontage, to provide a clear view of pedestrians on the footpath of the frontage road.
The area clear of visual obstructions may include an adjacent entry or exit lane where more than one lane is provided, or adjacent landscaped areas, provided the landscaping in those areas is less than 900mm in height.
An area with the required dimensions is provided at the site's access to Victoria Crescent, with any landscaping in this area to remain below 900mm in height. An area at least 50 percent clear of visual obstructions should be provided on the eastern side of the accessway to the Unnamed Laneway. A convex mirror could also be used to supplement sight lines around this corner as required 7 Comply Mixed Use Development: 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018 Abbotsford 220.127.116.11 Design Standard 1 - Accessways 1Be at least 3 metres wide. The internal accessway is at least Comply 6.1 metres wide 2 Have an internal radius of at least 4 metres at As above, accessway is at least 6.1 Comply changes of direction or intersection or be at least metres wide 4.2 metres wide 3 Allow vehicles parked in the last space of a dead- Not a public car park WA end accessway in public car parks to exit in a forward direction with one manoeuvre.
4 Provide at least 2.1 metres headroom beneath A height clearance of at least 2.1 Comply overhead obstructions, calculated for a vehicle with metres is provided a wheel base of 2.8 metres.
5 If the accessway serves four or more car spaces or All cars are able to exit the site in a Comply connects to a road in a Road Zone, the accessway forward direction. must be designed so that cars can exit the site in a forward direction 8 If an accessway to four or more car parking spaces is from land in a Road Zone, the access to the car spaces must be at least 6 metres from the road carriageway. Access is not from land in a Road N/A Zone 9 If entry to the car spaces is from a road, the width N/A WA of the road accessway may include the road. PAGE 15 I Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2015 Abbotsford 18.104.22.168 Design Standard 2 - Car Parking Spaces Status Requirements Design Response Car parking spaces and accessways must have the minimum dimensions in Table 2 of Clause 52.06-9 A combination of Planning Scheme and Australian Standard Parking Modules are proposed.
Non- Compliant: Considered Satisfactory 1 Angle of car parking spaces to access way Accessway width Car space width Car space length Parallel 3.6 m 2.3 m 6.7 in 45° 3.5 m 2.6 rn 4.9 m 60° 4.9 m 2.6 m 4.9 m 90° 6.4 m 2.6 m 4.9 m 68 m 2.8 m 4.9 m 5.2 m 30 m 4.9 m 4.8m 3.2m 4.9m Planning Scheme Module spaces are designed at: 2.6 metres wide x 4.9 metres long and accessed from a 6.4 metre aisle.
Australian Standard Module spaces are designed at: 2.4 metres wide x 5.4 metres long and accessed from a 6.2 metre aisle. Note: The Australian Standard module dimensions exceeds the AS2890.1 design parameters. Note: 52.06-10 of the Yarra Planning Scheme requires that before deciding that a plan is satisfactory, the responsible authority must consider Whether the layout of car spaces and accessways are consistent with Australian Standards AS2890.1- 2004 (off street) and AS2890.6- 2009 (disabled). A wall, fence, column, tree, tree guard or any other structure that abuts a car space must not encroach into the area marked 'clearance required' on Diagram 1 other than: - A column, tree or tree guard, which may project into a space if it is within the area marked 'tree or column permitted' on Diagram 1 of the design standard A structure, which may project into the space if it is at least 2.1 metres above the space Parking spaces have generally been off-set at least 300mm from any adjacent walls.
Some columns however marginally encroach into the door opening area.
Note: Due to structural requirements, it is often difficult to obtain full compliance for multilevel car parks below multi-storey buildings. Non- Compliant: Considered Satisfactory Dimensions in millimetres E=I Clearance required mg. Tree or column permitted Given that parking spaces are allocated to staff, they will become familiar with their allocated space and how to most conveniently access a space. PAGE 16 C Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development. 12 - 20 Victoria Crescent, Abbotsford Traffic and Transport Assessment 4 July 2018 3 Car spaces in garages or carports must be at No garages or carports are WA least 6 metres long and 3.5 metres wide for a proposed single space and 5.5 metres wide for a double space measured inside the garage or carport.
Where parking spaces are provided in tandem No tandem parking spaces are WA (one space behind another) an additional 500mm proposed in length must be provided between each space. 5 Where two or more car parking spaces are No parking is proposed for WA provided for a dwelling, at least one space must dwellings be under cover 6 Disabled car parking spaces must be designed in Disabled car parking space has Comply accordance with AS 2890.6-2009 (disabled) and been designed in accordance with the Building Code of Australia. Disabled car AS2890.6-2009 parking spaces may encroach into an accessway width specified in Table 2 by 500mm 22.214.171.124 Design Standard 3 - Gradients 1 Accessway grades must not be steeper than 1:10 (10 per cent) within 5 metres of the frontage to ensure safety for pedestrians and vehicles.
The design must have regard to the wheelbase of the vehicle being designed for; pedestrian and vehicular traffic volumes; the nature of the car park; and the slope and configuration of the vehicle crossover at the site frontage. This does not apply to accessways serving three dwellings or less. There is no accessway ramps proposed within 5 metres of the site boundary Com 2 Ramps (except within 5 metres of the frontage) must have the maximum grades as outlined in Table 3 and be designed for vehicles travelling in a forward direction.
Maximum grade on-site is 1:4, in Comply accordance with Table 3 3 Where the difference in grade between two Appropriate transitions have Comply sections of ramp or floor is greater that 1:8 (12.5 per been used to prevent vehicles cent) for a summit grade change, or greater than scraping or bottoming. 1:6.7 (15 per cent) for a sag grade change, the ramp must include a transition section of at least 2 metres to prevent vehicles scraping or bottoming 4 Plans must include an assessment of grade Appropriate transitions have Comply changes of greater than 1:5.6 (18 per cent) or less been used to prevent vehicles than 3 metres apart for clearances, to the scraping or bottoming.
satisfaction of the responsible authority.
5.4.4 Conclusion - Car Park Design The proposed car park and accessways have been assessed and determined to have satisfied the relevant design guidelines. Accordingly, the proposal satisfies the purpose of Clause 52.06, specifically: — 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. Impact PAGE 17 I Impact 2018 INIP170809REPO1F03
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 5.4.5 Car Parking Provision Requirements - Clause 52.06-5 Table 1 to Clause 52.06-05 of the Yarra Planning Scheme provides rates for various land uses.
The following rates apply to the various uses contemplated on the site: — Office 3.5 spaces to every 100 sq.m leasable floor area — Retal 4 spaces to every 100 sq.m leasable floor area Application of the above rates reveals a requirement for a total of 429 on-site parking spaces, comprising 422 spaces for office and 7 spaces for retail.
5.4.6 Proposed Provision A total provision of 220 spaces is proposed on-site. This provision is below the statutory requirement. The proposal therefore seeks approval to reduce the number of parking spaces required under Clause 52.06-5. 5.4.7 Application Requirements and Decision Guidelines to Reduce Car Parking Requirement An application to reduce (including reduce to zero) the number of car parking spaces required under Clause 52.06-5 must be accompanied by a Car Parking Demand Assessment. The Car Parking Demand Assessment must assess the car parking demand likely to be generated by the proposal and must also address the following matters, to the satisfaction of the responsible authority, those considered relevant to this proposal have been underlined.
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. The variation of car parking demand likely to be generated by the proposed use over time. The short-stay and long-stay car parking demand likely to be generated by the proposed use. The availability of public transport in the locality of the land. The convenience of pedestrian and cyclist access to the land. The provision of bicycle parking and end of trip facilities for cyclists in the locality of the land. The anticipated car ownership rates of likely or proposed visitors to or occupants (residents or employees) of the land.
Any empirical assessment or case study. Before granting a permit to reduce the number of spaces, the responsible authority must consider the following, those considered relevant to this proposal have been underlined: The Car Parking Demand Assessment. Any relevant local planning policy or incorporated plans. The availability of alternative car parking in the locality of the land, including: o Efficiencies gained from the consolidation of shared car parking spaces. o Public car parks intended to serve the land.
o On-street parking in non-residential zones. o Streets in residential zones specifically managed for non-residential parking.
On-street parking in residential zones in the locality of the land that is intended to be for residential use. The practicality of providing car parking on the site, particularly for lots of less than 300 square metres. Any adverse economic impact a shortfall of parking may have on the economic viability of any nearby activity centre. PAGE 18 I © Impact 2018 IMP170809REPO1E03 Impact
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford The future growth and development of any nearby activity centre Any car parking deficiency associated with the existing use of the land. Any credit that should be allowed for car parking spaces provided on common land or by a Special Charge Scheme or cash-in-lieu payment. Local traffic management in the locality of the land. The impact of fewer car parking spaces on local amenity, including pedestrian amenity and the amenity of nearby residential areas.
The need to create safe, functional and attractive parking areas.
Access to or provision of alternative transport modes to and from the land. The equity of reducing the car parking requirement having regard to any historic contributions by existing businesses. The character of the surrounding area and whether reducing the car parking provision would result in a quality/positive urban design outcome. Any other matter specified in a schedule to the Parking Overlay. Any other relevant consideration. Considering the foregoing, we have undertaken the following car parking demand assessment which outlines our expectations of likely parking demand.
5.5 Car Park Demand Assessment 5.5.1 Empirical Assessment Office The statutory parking provision rate of 3.5 spaces per 100 sq.m typically aligns with parking demand in unconstrained scenarios in suburban and outer suburban areas. In inner city locations, demand rates lower than 3.5 spaces per 100 sq.m are common place. Case studies undertaken by IMPACT® over a 5 day period at an 11,407 sq.m office development at 40 River Boulevard, Richmond revealed that the office had 372 spaces on site, and was generating a demand for up to 199 spaces, which equates to a rate of 1.74 spaces per 100 sq.m.
The proposed development seeks to provide car parking at a rate of approximately 1.8 spaces per 100 sq.m.
this provision rates exceeds the case study rate and is therefore expected to adequately meet the projected demand. Furthermore, and in support of the proposed provision rate, reference is made to Council's Local Policy (Clause 21.06) which notes that unrestricted / unconstrained car use and parking is neither practical nor achievable. Accordingly, it is Council's intention that car parking be managed to optimise its use and to encourage sustainable transport options. Considering the following factors, the proposed provision is considered satisfactory; — The subject site is easily accessible via sustainable transport options such as heavy rail, light rail, buses and active transport such as cycling.
These diverse modes will provide staff and visitors alternate and viable options to the motor vehicle.
— On street car parking in the locality of the subject site is oconstrained, specifically, parking is restricted to short to medium term parking including 1P, 2P, 4P and 2P disabled. These restrictions preclude the use of on street car parking for office staff, as they typically seek all day (long term) parking opportunities. The constrained on-street parking conditions would therefore serve as a disincentive for employees to drive to work. PAGE 19 j 6- 2 Impocl 2018 IMP170809REPO1F03 Impact
Mixed Use Development- 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018 Abbotsford Due to the constrained nature of on-street parking in the surrounding area, the limited availability / access to off-street commercial car parking and the accessibility to public transport services that parking demand will be constrained, with employees taking up sustainable transport modes to travel to and from work.
We note that a mixed-use development, located proximate to the subject site has recently been approved by VCAT'. The mixed-use development contemplates 15,300 sq.m of office and 173 sq.m of cafe and is serviced by 136 spaces (135 for the office + 1 for the cafe) or 0.88 spaces per 100 sqm. We understand that both Council's engineers and the Responsible Authority did not oppose the parking provision rate on the grounds that the site had good access to public transport and was located in an area with constrained on street parking.
These prevailing conditions are similar to those that apply to the subject site, thus we are satisfied that a suitable number of parking spaces are provided for the office use. Retail In the context of the mixed use development, the retail tenancies will draw the majority of its' customers from walk up traffic either from the office use or neighbouring businesses. Thus, parking need only be considered for staff. It is typically accepted that staff demand in retail uses is generated at a rate of approximately 1 space per 100 sq.m. Accordingly, for the 187 sq.m retail use, a staff demand for 2 spaces is expected.
5.5.2 Adequacy of Proposed Provision The proposed provision of 220 spaces (1.80 spaces per 100 sq m floor area) is considered appropriate. By limiting the number of parking spaces on-site, whilst providing extensive bicycle facilities, the proposal seeks to leverage existing sustainable transport options for transport to and from the subject site, thus encouraging a mode shift towards more sustainable transport options.
This outcome aligns with the City of Yarra's transport objectives and strategies. 5.5.3 Accessible Car Parking The site contemplates the provision of three accessible spaces on-site. The Building Code of Australia (BCA) outlines the requirements for the provision of accessible spaces, including the following rate for the proposed uses on-site: — Class 5 and Class 6: 1 accessible car space for every 100 car parking spaces or part thereof. The development contemplates a total of 220 parking spaces on-site, and hence the BCA requires at least three (3) accessible car spaces on-site.
The proposed provision of three (3) spaces meets the BCA requirement as outlined above.
5.6 Conclusion - Car Parking Provision We are satisfied that the proposed development proposition satisfies the purpose of Clause 52.06, specifically: — 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. 1 Grocon (Northumberland 511 Developer Pty Ltd v Yarra CC 120171 VCAT 753 PAGE 20 I © Impact 2018 IMP170809REPO1F03 Impact
Mixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 5.7 Clause 52.34 - Bicycle Facilities 5.7.1 Purpose The purpose of Clause 52.34 is to encourage cycling as a mode of transport, and provide secure, accessible and convenient bicycle parking spaces and associated shower and change facilities. 5.7.2 Provision Requirements - Clause 52.34.3 To satisfy the above purpose, Clause 52.34-3 of the City of Yarra Planning Scheme specifies the bicycle parking provision requirements for a variety of different uses within Table 1. Rates applicable to the proposed uses are: Office: Employees: 1 space to each 300 sq.m floor area Visitors: 1 space to each 1,000 sq.m floor area Reid: Employees: 1 space to each 300 sq.m floor area Visitors: 1 space to each 500 sq.m floor area Based on the above, the development has a requirement for 41 employee spaces and 12 visitor spaces.
5.7.3 End of Trip Facilities: Shower / Change Rooms Clause 52.34 requires that If 5 or more employee bicycle spaces are required, 1 shower should be provided for the first 5 employee bicycle spaces, plus 1 to each 10 employee bicycle spaces thereafter. Based on this rate, the development triggers a requirement for 5 shower / change room facilities. 5.7.4 Adequacy of Proposed Provision The development plans show 180 bicyde parking spaces, on-site, including 56 horizontal spaces (3170). These spaces are supplemented by 16 showers and designated male/female change rooms / locker areas. This provision comfortably exceeds the statutory requirement for bicycle parking and will contribute positively to encouraging cycling as a mode of transport to the site.
5.7.5 Design Requirements Bicycle spaces should: Provide a space for a bicycle of minimum dimensions of 1.7 metres in length, 1.2 metres in height and 0.7 metres in width at the handlebars. Be located to allow a bicycle to be ridden to within 30 metres of the bicycle parking space. Be located to provide convenient access from surrounding bicycle routes and main building entrances. Not interfere with reasonable access to doorways, loading areas, access covers, furniture, services and infrastructure. Not cause a hazard. Be adequately lit during periods of use. PAGE 21 i ■ 0 Impact 2018 IMP170809REPO1F03 I mpact
Mixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2016 Abbotsford 5.7.6 Design The bicycle spaces are to be provided in the form vertically hanging Ned Kelly bicycle racks (or similar) and horizontal bicycle rails which are designed to satisfy the relevant standards. 5.7.7 Conclusion - Bicycle Parking We can conclude that bicycle parking provided as part of this development satisfies the purpose of Clause 52.34, specifically: — To encourage cycling as a mode of transport, and provide secure, accessible and convenient bicycle parking spaces.
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Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 6 Traffic Considerations 6.1 Traffic Generation Traffic generation for office developments is a function of car parking provision and is more accurately determined as a rate per car parking space. IMPACr have undertaken case studies at neighbouring Office / Commercial properties located at 223 Victoria Crescent and 71 Victoria Crescent, Abbotsford. These studies were undertaken on Wednesday 20Th September 2017 between 7:00AM and 7:00PM.
The studies revealed the following AM and PM peak rates: 223 Victoria Crescent, Abbotsford 90 car spaces AM Peak: 0.47 movements per space PM Peak: 0.27 movements per space 71 Victoria Crescent, Abbotsford 127 car spaces AM Peak: 0.46 movements per space PM Peak: 0.35 movements per space Noting the above, we have adopted the following rates for our assessment: — AM Peak 0.5 movements per space — PM Peak 0.35 movements per space In addition, it is generally accepted that 10% of peak traffic will be generated in the counter peak direction.
For the 220 parking space on-site, application of the above rates to the proposed parking provision yields peak hour movements as follows: AM Peak Period: 110 vehide movements — Inbound 109 vehicle movements — Outbound 11 vehicle movements PM Peak Period: 77 vehide movements — Inbound 8 vehicle movements — Outbound 69 vehicle movements 6.2 Traffic Distribution For the purpose of this assessment the following assumption are made: — Car spaces on ground and mezzanine levels (110 spaces) will be accessed from the Unnamed Laneway and Little Nicholson Street.
— Car spaces on the level one parking level (110 spaces total) will be accessed from Victoria Crescent. Based on the foregoing, the site is expected to generate traffic movements during peak periods as follows: Lithe Nicholson Street AM — Inbound 54 vehicle movements — Outbound 5 vehicle movements Impact PAGE 23 I 0 Impact 2018 IMP170809REPO1F03
Mixed Use Development, 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018 Abbotsford PM — Inbound 4 vehicle movements — Outbound 34 vehicle movements Victoria Crescent AM — Inbound 55 vehicle movements — Outbound 6 vehicle movements PM — Inbound 4 vehicle movements — Outbound 35 vehicle movements The following distribution characteristics are assumed for traffic generated to and from the site: — All vehicles accessing the car park via Little Nicholson Street and the Unnamed Laneway will do so from Mollison Street to the south.
— AM peak period: o Approximately 70% of traffic will approach Little Nicholson Street via Mollison Street from the west and 30% from the east. o Traffic along Victoria Street will be split 66% southbound and 33% northbound. — PM peak period: o Traffic will be split approximately 50/50 between the east and west of Little Nicholson Street along Mollison Street. o Traffic will be split approximately 50/50 between north and south. Figure 9 provides a visual summary of the traffic movements that are expected to be generated by the subject site during the AM and PM peak periods.
PAGE 24 I Et Impact 2018 IMP170809REPO1F03 Impact
AM Peak PM Peak Mixed Use Development: 12 - 20 Victoria Crescent, Abbotsford Traffic and Transport Assessment 4 July 2018 I 4r-- 34 3 ___JP" 5 48 +J 48 5 24 24 c 4 1 ir,__ 14 2 Subject Site \ bs. Unnamed Laneway Site Access 2 1')t ?7 3 Mollison Street Figure 9 Subject Site Traffic Movements 6.3 Post Development Traffic Volumes We understand that two neighbouring development are to be redeveloped. These sites are: — 20 - 30 Mollison Street, Abbotsford; and — 32-68 Mollison Street and 10 Victoria Crescent, Abbotsford. From review of the traffic reports prepared in support of these application we understand that: 20 - 30 Mollison Street Lithe Nicholson Street will be widened to 6.1 metres between Mollison Street and its northern boundary.
This will allow two-way vehicle flow in this section of Little Nicholson Street. The proposed development will generate approximately 110 vehicle movements to/from Little Nicholson Street (and Mollison Street) in the peak periods, split between inbound and outbound as follows: o AM Peak: 82 inbound and 26 outbound o PM Peak: 33 inbound and 75 outbound 32 - 68 Mollison Street and 10 Victoria Crescent Access to the site will be split between Victoria Crescent (for stages 2 and 3) and Little Nicholson Street (for stage 1). The Little Nicholson Street accessway will service approximately 106 car parking spaces, whilst the Victoria Crescent access point will service in the order of 250 parking spaces.
— The proposed development is projected to generate up to 60 movements to/from Little Nicholson Street and 142 movements to/from Victoria Crescent during peak periods. Impact PAGE 25 i Ci Impact 2018 IMP170809REPO1F03
4\ 1 AM Peak PM Peak 5 / 1 12 W 10 o 132 IL_ 6 96 0 6165 8 2.36 -41r— 5 9 5 73 0 5 Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford — Traffic splits for each access are as follows: o Little Nicholson AM Peak: 55 inbound and 5 outbound o Little Nicholson PM Peak: 5 inbound and 55 outbound o Victoria Crescent AM Peak: 129 inbound and 13 outbound o Victoria Crescent PM Peak: 13 outbound and 129 inbound For the purposes of this assessment: Existing traffic volumes along Victoria Crescent will be adopted from pneumatic tube count surveys undertaken in the period between 23rd August & 28th August 2017.
These surveys revealed that Victoria Crescent carries: o A weekday AM peak average of 980 vehicle movements 1320 northbound / 660 southbound) and o A weekday PM peak average of 940 vehicle movements 1470 northbound / 470 southbound). Existing traffic volumes at the Mollison Street / Little Nicholson Street intersection will adopted from the surveys undertaken by Traffix Group as illustrated in Figure 12 of their report dated 06/07/2017. Figure 10 Base Case Traffic Movements PAGE 26 I Impact 2018 IP.P,P70809PEP01FD3 Impact
20 77 09 18 _II' 53 Madison Street kt„ Site Access -411L__48 20 Unnamed Laneway Subject Site Site Access Mixed Use Development: 12 - 20 Victoria Crescent.
Abbotsford Traffic and Transport Assessment 4 July 2018 44\ AM Peak PM Peak Subject Site Figure11 Other Development Traffic AM Peak PM Peak s i1 1 26 _1\\ 3 27 - 111, 4, 11/\ 5 do,. 554 Unnamed Laneway 25 712 89 63 99 18 132 -IL 54 96 6 165 8 236 Alr 5 4 1 r 4 9 5 73 o S Matson Street Figure 12 Post Development Traffic Impact PAGE 27 I 0 Impact 2018 1MP170809REP01803
Mixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018 Abbotsford 6.4 Intersection Analysis The operation of the critical intersections was analysed using SIDRA Intersection 7. Critical outputs include: Degree of Saturation (D.O.S) - Defined as the ratio of the volume of traffic observed making a movement compared to the maximum capacity for that movement. These are rated as follows: D 0 S Rating Up to 0.6 Excellent 0.6 to 0.7 Very Good 0.7 to 0.8 Good 0.8 to 0.9 Fair 0.9 to 1.0 Poor Above 1.0 Very Poor 95th Percentile (95%k) Queue - Defined as the maximum queue length, in metres, that can be expected in 95% of observed queue lengths in the peak hour; and Average Delay - Defined as the delay time, in seconds, which can be expected over all vehicles making a movement in the peak hour.
6.5 Traffic Impact The results of analysis are summarised in Table 2, and reveal that the intersection will operate comfortably post development, with motorists experiencing manageable delays and queues. Table 2 Summary - SIDRA Intersection 7 Analysis Approach Degree of Saturation 951 '%ile Queue Average Delay Victoria Crescent / Site Access Site Access 0.02 0 metres 17 seconds South East 0.19 0 metres 0 seconds North West 0.44 4 metres 1 seconds Site Access 0.13 3 metres 15 seconds South East North West 0.29 0 metres 0 seconds 0.26 0 metres 0 seconds Mason Street / Little Nicholson Street South 0.02 0 metres 6 seconds AL East 0.13 3 metres 2 seconds a.
North 0.05 1 metre 7 seconds West 0.13 1 metre 3 seconds South 0.02 1 metre 7 seconds d East 0.14 1 metre 1 second a * North 0.17 5 metres 7 seconds a. West 0.07 1 metre 2 seconds PAGE 28 Impact 2018 IMP170809REPO1E03 Impact
Mixed Use Development 12 - 20 Victoria Crescent. Traffic and Transport Assessment Abbotsford 4 July 2018 APPENDIX A Swept Path Analysis Design Vehicle - 6.4 Metre Small Rigid Vehicle Impact PAGE 29 T Impact 2018 IMP170809REPO1F03
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. . . . r — WASTE COLLECTION WILL OCCUR FROM THE LANEWAY Date Status 2018 U. 02 PRELIMINARY Protect 12-20 VICTORIA CRESCENT, ABBOTSFORD Tille 14m WASTE VEHICLE SWEPT PATH Drawing Number IMP170809 - SK - 01-C 0.11111 3 *0 11.4m WASTE COLLECTION MINI REAR LOADER .411 41. WC. • OS LOCK1 •0101,1t 14. 50 111110...1.1.4 Isa 4 . 1 \- MEOW, CHIC REF MAP 44 FR 0 1 2 4 100=MM= I MG43 8.4m WASTE COLLECTION MINI REAR LOADER SWEPT PATH INGRESS MOVEMENT LITTLE NICHOLSON STREET GROUND FLOOR S 4m WASTE COLLECTION MINI REAR LOADER SWEPT PATH EGRESS MOVEMENT
885 DESIGN VEHICLE EGRESS 300mm CLEARANCE SHOWN 899 DESIGN VEH CLE INGRESS 300mm CLEARANCE SHOWN LITTLE NICHOLSON STREET • 11 LITTLE NICHOLSON STREET TO BE WIDENED TO 8 1m AS PART OF 20-30 MOLLISON STREET DEVELOPMENT GROUND FLOOR DaW Status 20113 - 07 02 PRELIMINARY Project 12-20 VICTORIA CRESCENT, ABBOTSFORD Title SWEPT PATH ANALYSIS - SITE ACCESS D IIITZ;809 - SK - 02-B inoponq 1:21DIDEID E ° 5.20 0.9 3,05 899 0A11 611111111 M1711.1 I• TM. 1.01%70 WIT NM • • 1 /anal up.cr mune worm.* yr? AO 11 11101¶01 LEVEL IT .11 OtAINSWEE, WILWAR0E VIC