Impact - Mixed Use Development: 12 - 20 Victoria Crescent, Abbotsford - Traffic and Transport Assessment - Yarra City Council
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Mixed Use Development:
12 - 20 Victoria Crescent,
Abbotsford
Traffic and Transport Assessment
•
4 July 2018
Prepared for CPG Office 1 Pty Ltd
•
INIP170809REPO1F03 Impact
•
Traffic and Transport Assessment 4 July 2018
Mixed Use Development: 12 - 20 Victoria Crescent,
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 create@impactaustralia.com.au 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. Traffic and Transport Assessment 4 July 2318
Abbotsford
1 IMPACT® Snap Shot
Development Proposition
Location 370 48' 23" S144 0 59' 52" E 12 - 20 Victoria Crescent, Abbotsford
Use Mixed Use Development
12,079 sq.m Net Leasable Floor Area - Office, and 187 sq.m Net Leasable Floor
Yield
Area - Retail / Food & Drink
Car Parking 220 on-site parking spaces across three levels
Bicycle Parking 184 bicycle parking spaces and 16 showers
Statutory Controls
Particular Provisions
Clause 52.06 - Car Parking
Requirement vs Provision 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.
Adequacy of Provision
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
Design
relevant design guidelines.
Clause 52.34 - Bicycle Facilities
53 bicycle spaces required (and 5 shower / change rooms), 180 spaces
Requirement vs Provision
proposed (and 16 shower / change rooms)
The provision exceeds the statutory requirement and will help encourage a
Adequacy of Provision
modal shift towards bicycles.
Assessed against Clause 52.34 and determined to have satisfied the relevant
Design
guidelines.
Traffic Considerations
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
Traffic Generation
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
Traffic Impact
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.
PAGE 6 I © Impact 2018 IMP170809REPO1F03 Impact
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
The subject site is located north of Mollison Street between Victoria Crescent and Little Nicholson Street as
illustrated in Figure 1.
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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.
PAGE 7 I 0 Impact 2018 IMP170809REPO1F03 Impact
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.
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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.
PAGE 8 (0 Impact 2018 IMP170809REPO1F03 Impact
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,:;idseally1o(ss
caf_z insport options, specifically bicycle, train and bus
ted to:eve:1g: sustainable transport
services. Figure 6 shows the subject site in the context of existing public transport routes, on-road bicycle
facilities, off-road bicycle and pedestrian shared paths, and car share facilities.
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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 ImpactMixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018
Abbotsford
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Figure 7 Public Transport Map
3.6 Bicycle Network
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
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Figure 8 Map of Strategic Municipal Corridors
PAGE 11 e. Impact 2018 IMP170809REPO1F03 ImpactMixed 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.
PAGE 12 Impact 2018 IMP170809REPO1t03 ImpactMixed 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.
PAGE 13 I 0 Impact 2018 IMP170809REPO1F03 ImpactMixed 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 ImpactMixed Use Development: 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018
Abbotsford
5.4.3.1 Design Standard 1 - Accessways
Requirements Design Response Status
1 Be 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
6 Provide a passing area at the entrance at least 6.1 As above, the site access is at least Comply
metres wide and 7 metres long if the accessway 6.1 metres wide. Swept paths
serves ten or more car parking spaces and is either accompanying this report
more than 50 metres long or connects to a road in demonstrate vehicle movements
a Road Zone. into and out of the site
7 Have a corner splay or area at least 50 percent An area with the required Comply
clear of visual obstructions extending at least 2 dimensions is provided at the site's
metres along the frontage road from the edge of access to Victoria Crescent, with
an exit lane and 2.5 metres along the exit lane any landscaping in this area to
from the frontage, to provide a clear view of remain below 900mm in height.
pedestrians on the footpath of the frontage road.
An area at least 50 percent clear of
The area clear of visual obstructions may include visual obstructions should be
an adjacent entry or exit lane where more than one provided on the eastern side of the
lane is provided, or adjacent landscaped areas, accessway to the Unnamed
provided the landscaping in those areas is less Laneway. A convex mirror could
than 900mm in height. also be used to supplement sight
lines around this corner as required
8 If an accessway to four or more car parking spaces Access is not from land in a Road N/A
is from land in a Road Zone, the access to the car Zone
spaces must be at least 6 metres from the road
carriageway.
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 ImpactMixed Use Development 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2015
Abbotsford
5.4.3.2 Design Standard 2 - Car Parking Spaces
Requirements Design Response Status
1 Car parking spaces and accessways must have A combination of Planning Scheme Non-
the minimum dimensions in Table 2 of Clause and Australian Standard Parking Compliant:
52.06-9 Modules are proposed. Considered
Satisfactory
Angle of car parking Accessway width Car space width Car space Planning Scheme Module spaces
spaces to access way length
Parallel 3.6 m 2.3 m 6.7 in
are designed at:
45° 3.5 m 2.6 rn 4.9 m 2.6 metres wide x 4.9 metres long
60° 4.9 m 2.6 m 4.9 m and accessed from a 6.4 metre
6.4 m 2.6 m 4.9 m
90°
aisle.
68 m 2.8 m 4.9 m
5.2 m 30 m 4.9 m Australian Standard Module
4.8m 3.2m 4.9m 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 Parking spaces have generally Non-
other structure that abuts a car space must not been off-set at least 300mm from Compliant:
encroach into the area marked 'clearance any adjacent walls. Some columns Considered
required' on Diagram 1 other than: however marginally encroach into Satisfactory
- A column, tree or tree guard, which may the door opening area.
project into a space if it is within the area
marked 'tree or column permitted' on Note: Due to structural
Diagram 1 of the design standard requirements, it is often difficult to
A structure, which may project into the space obtain full compliance for multilevel
if it is at least 2.1 metres above the space car parks below multi-storey
buildings.
Given that parking spaces are
allocated to staff, they will become
familiar with their allocated space
and how to most conveniently
Dimensions in millimetres
access a space.
E=I Clearance required
mg. Tree or column permitted
PAGE 16 C Impact 2018 IMP170809REPO1F03 ImpactMixed Use Development. 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018
Abbotsford
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
5.4.3.3 Design Standard 3 - Gradients
1 Accessway grades must not be steeper than 1:10 There is no accessway ramps Com
(10 per cent) within 5 metres of the frontage to proposed within 5 metres of the
ensure safety for pedestrians and vehicles. The site boundary
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.
2 Ramps (except within 5 metres of the frontage) Maximum grade on-site is 1:4, in Comply
must have the maximum grades as outlined in accordance with Table 3
Table 3 and be designed for vehicles travelling in a
forward direction.
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.
PAGE 17 I Impact 2018 INIP170809REPO1F03 ImpactMixed 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.
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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 ImpactMixed Use Development- 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018
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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 ImpactMixed 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 ImpactMixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2016
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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.
PAGE 22 I G Impact 2018 IMP170809REPO1F03 ImpactMixed 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
PAGE 23 I 0 Impact 2018 IMP170809REPO1F03 ImpactMixed 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 ImpactMixed Use Development: 12 - 20 Victoria Crescent, Traffic and Transport Assessment 4 July 2018
Abbotsford
AM Peak
PM Peak
I
Subject Site
bs.
2 \ 1')t
Unnamed Laneway Site Access
3
4r-- 48
5 ?7
48
5
4 1
24 24
34 +J c
3 ___JP" Mollison Street
ir,__ 14
2
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.
PAGE 25 i Ci Impact 2018 IMP170809REPO1F03 ImpactTraffic and Transport Assessment 4 July 2018
Mixed Use Development 12 - 20 Victoria Crescent,
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.
1
4\
AM Peak
PM Peak
0
5 / 1
12 W
10
o
132 IL_ 6
96 0
6165
8 2.36
-41r — 5
9 5
73 0 5
0
Figure 10 Base Case Traffic Movements
PAGE 26 I Impact 2018 IP.P,P70809PEP01FD3 ImpactMixed Use Development: 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018
Abbotsford
44\
AM Peak
PM Peak
Subject Site
Site Access
„
kt
Unnamed Laneway
20
77 53
09
18 _II' Madison Street
-411L__48
20
Figure 11 Other Development Traffic
AM Peak
PM Peak
i11
Subject Site s
Unnamed Laneway
Site Access 26 _1\\
3
27 -111, 4, 11/\
5 do,.
554
0
25 712
89 63
99
Matson Street
18
132 -IL 54
96 6
165
8 236
Alr 5
41 r4
9 5
73 o S
0
Figure 12 Post Development Traffic
PAGE 27 I 0 Impact 2018 1MP170809REP01803 ImpactTraffic and Transport Assessment 4 July 2018
Mixed Use Development 12 - 20 Victoria Crescent,
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:
D0S 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 0.29 0 metres 0 seconds
North West 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
da East 0.14 1 metre 1 second
* North 0.17 5 metres 7 seconds
a.
West 0.07 1 metre 2 seconds
PAGE 28 Impact 2018 IMP170809REPO1E03 ImpactMixed Use Development 12 - 20 Victoria Crescent. Traffic and Transport Assessment 4 July 2018 Abbotsford APPENDIX A Swept Path Analysis Design Vehicle - 6.4 Metre Small Rigid Vehicle PAGE 29 T Impact 2018 IMP170809REPO1F03 Impact
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