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Prepared by: GTA Consultants (VIC) Pty Ltd for Wise Management Pty Ltd
on 13/02/2020
Reference: V184180
Issue #: B
Proposed Office Development 2-4 Kingsway, Glen Waverley
Transport Impact Assessment
© GTA Consultants (VIC) Pty Ltd [ABN 34 137 610 381] 2020
The information contained in this document is confidential and
intended solely for the use of the client for the purpose for which it
has been prepared and no representation is made or is to be implied
as being made to any third party. Use or copying of this document in
whole or in part without the written permission of GTA Consultants
constitutes an infringement of copyright. The intellectual property
contained in this document remains the property of GTA Consultants.
GT
A R
ep
ort
(V
IC)
Melbourne | Sydney | Brisbane
Adelaide | Perth
Proposed Office Development 2-4 Kingsway, Glen Waverley
Transport Impact Assessment
Client: Wise Management Pty Ltd
on 13/02/2020
Reference: V184180
Issue #: B
Quality Record
Issue Date Description Prepared By Checked By Approved By Signed
A 19/12/19 Final David Graham - David Graham DG
B 13/02/20 Response to
RFI David Graham - David Graham
V184180 // 13/02/20
Transport Impact Assessment // Issue: B
Proposed Office Development, 2-4 Kingsway, Glen Waverley
CONTENTS 1. Introduction 1
1.1. Background & Proposal 1
1.2. Purpose & Structure of this Report 1
1.3. References 1
2. Existing Conditions 2
2.1. Location 2
2.2. Road Network 3
2.3. Public Transport Network 5
2.4. Active Travel Network 5
3. Bicycle Parking & Associated Facilities 6
3.1. Statutory Requirements 6
3.2. Adequacy of Bicycle Parking/Facilities Provision 6
3.3. Bicycle Parking Layout & Access 6
4. Loading & Waste Collection 8
4.1. Statutory Requirement 8
4.2. Loading Demand 8
4.3. Proposed Loading Arrangements 8
4.4. Waste Collection 8
5. Car Parking 9
5.1. Statutory Car Parking Requirements 9
5.2. Car Parking Demand Assessment 9
5.3. Adequacy of Parking Provision 10
5.4. Layout & Access 12
6. Traffic Impact 14
6.1. Traffic Generation 14
6.2. Traffic Distribution and Assignment 14
6.3. Traffic Impact 14
6.4. Car Parking System Queuing 15
7. Conclusion 16
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Proposed Office Development, 2-4 Kingsway, Glen Waverley
Appendices
A. Swept Path Assessment
Figures
Figure 2.1: Subject Site and its Environs 2
Figure 2.2: Land Zoning 3
Figure 2.3: Kingsway (Looking North) 3
Figure 2.4: Kingsway (Looking South) 3
Figure 2.5: O’Sullivan Road (Looking East) 4
Figure 2.6: O’Sullivan Road (Looking West) 4
Figure 2.7: Rear Laneway (Looking North) 4
Figure 2.8: Rear Laneway (Looking South) 4
Figure 2.9: Public Transport Map 5
Tables
Table 1.1: Development Summary 1
Table 3.1: Statutory Requirement for Bicycle Facilities 6
Table 5.1: Statutory Car Parking Requirements 9
INTRODUCTION
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Proposed Office Development, 2-4 Kingsway, Glen Waverley 1
1. INTRODUCTION
1.1. Background & Proposal
Planning approval is currently being sought for a proposed office and retail development on land located
at 2-4 Kingsway, Glen Waverley. The proposal includes the construction of a six-storey building, which
will include five levels of offices above ground floor retail tenancies, as summarised in Table 1.1.
Table 1.1: Development Summary
Land Use Classification Size / No.
Office 1,662.8sqm
Retail 182.9sqm (2 tenancies)
On-site car parking is proposed to be provided within an automatic car parking system in the
basement, which will have a capacity for 30 vehicles. All on-site car parking will be for employees only.
Access will be via the rear laneway, with separate entry and exit cabins to the parking system. Two
waiting bays will be provided on-site for vehicles waiting to enter the system.
It is also proposed to provide 9 on-site bicycle parking spaces, including 7 employee spaces within a
dedicated bicycle parking room and 2 visitor spaces.
Pedestrian access to one retail tenancy will be available from Kingsway and/or O’Sullivan Road.
Pedestrian access to the other retail tenancy, and to the office lobby with stairs and a lift to all office
levels, will be available from O’Sullivan Road.
1.2. Purpose & Structure of this Report
The report sets out an assessment of the transport impacts of the proposed development, including
consideration of:
1. The adequacy of the proposed bicycle parking and change room/shower provision in terms of
supply (quantum) and layout.
2. The adequacy of the proposed loading provision and waste bin collection arrangements.
3. The adequacy of the proposed on-site car parking provision.
4. The operation and adequacy of the proposed automatic car parking system.
5. The acceptability of the transport impacts of the proposed development.
1.3. References
In preparing this report, reference has been made to the fol lowing:
• Monash planning scheme
• Plans for the proposed development prepared by rothe lowman
• Australian standard / new zealand standard, parking facilities (as2890)
• An inspection of the site and its surrounds
• Other documents as nominated.
EXISTING CONDITIONS
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2. EXISTING CONDITIONS
2.1. Location
The subject site (‘the site’) is located at 2-4 Kingsway in Glen Waverley.
The site of approximately 473m2 has frontages of 9.3m to Kingsway and the rear laneway, and 33.5m to
O’Sullivan Road. The site is located within a Commercial 1 Zone (C1Z) and is occupied by a two-storey
building which is currently vacant but was previously tenanted by a bank.
The surrounding properties include a mix of mostly retail land uses, with The Glen Shopping Centre
located immediately to the north of the site, and Glen Waverley Secondary College to the northwest of
the site.
The location of the site and the surrounding environs is shown in Figure 2.1, and the land zoning is shown
in Figure 2.2.
Figure 2.1: Subject Site and its Environs
Subject Site
EXISTING CONDITIONS
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Figure 2.2: Land Zoning
2.2. Road Network
2.2.1. Nearby or Adjoining Roads
Kingsway
Kingsway functions as a collector road, under the management of Monash City Council. It is a two-way
road aligned in a north-south direction and configured with divided carriageways with two through lanes
in each direction and turning lanes at intersections. Parallel parking spaces are indented off the
carriageway on both sides of the road. Kingsway is shown in Figure 2.3 and Figure 2.4.
Figure 2.3: Kingsway (Looking North) Figure 2.4: Kingsway (Looking South)
O’Sullivan Road
O’Sullivan Road functions as a local road. Adjacent to the site it is a one-way road (westbound) aligned
in an east-west direction and configured with a one through lane. Parallel parking spaces are indented
off the carriageway on the north side of the road. O’Sullivan Road is shown in Figure 2.5 and Figure
2.6.
Subject Site
EXISTING CONDITIONS
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Figure 2.5: O’Sullivan Road (Looking East) Figure 2.6: O’Sullivan Road (Looking West)
Rear Laneway
The unnamed laneway at the rear of the site is aligned in a north-south direction and configured with a
one through lane. It was previously signed for one-way (northbound) operation only, but there is no
signage currently restricting movements to one-way. There are bollards in the laneway to the north of
Railway Parade North which restrict through vehicle movements along the laneway, however the
northern section of the laneway connects with an east-west laneway that provides connections to The
Village Walk and Springvale Road. Parking is not prohibited within the laneway. The laneway is shown
in Figure 2.7 and Figure 2.8.
Figure 2.7: Rear Laneway (Looking North) Figure 2.8: Rear Laneway (Looking South)
Other Roads
Other roads within the vicinity of the site include:
• The Village Walk
• Railway Parade North.
2.2.2. Surrounding Intersections
Key intersections in the vicinity of the site include:
• O’Sullivan Road / Rear Laneway (unsignalised T-intersection)
• Kingsway / O’Sullivan Road / Snedden Drive (unsignalised X-intersection).
EXISTING CONDITIONS
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Proposed Office Development, 2-4 Kingsway, Glen Waverley 5
2.3. Public Transport Network
Figure 2.9 shows the subject site in relation to existing public transport routes within its vicinity.
Figure 2.9: Public Transport Map
As shown in Figure 2.9, the site has excellent public transport access, being located within 200m of
Glen Waverley Station and the adjacent bus interchange, which is serviced by 11 bus routes.
2.4. Active Travel Network
There are pedestrian paths on both sides of the roads in the vicinity of the site, other than the laneway
at the rear of the site.
Pedestrians can cross Kingsway at the pedestrian operated signals adjacent to the site.
Subject Site
BICYCLE PARKING &
ASSOCIATED FACILITIES
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3. BICYCLE PARKING &
ASSOCIATED FACILITIES
3.1. Statutory Requirements
Bicycle Parking Provision
Statutory requirements for the provision of bicycle parking are set out in Clause 52.34 of the Monash
Planning Scheme. Based on this, the statutory requirements for the provision of bicycle facilities for the
development proposal are set out in Table 3.1.
Table 3.1: Statutory Requirement for Bicycle Facilities
Use Size
Statutory Rate Statutory Requirement
Employee/
Resident
Visitor/Shopper/
Student
Employee/
Resident
Visitor/Shopper/
Student
Office 1,662.8sqm 1 per 300sqm 1 per 1,000sqm 6 spaces 2 spaces
Retail 182.9sqm 1 per 300sqm 1 per 500sqm 1 space 0 spaces
Total 7 spaces 2 spaces
Table 3.1 indicates that the proposal has a statutory bicycle parking requirement of 9 bicycle spaces,
including 7 employee spaces and 2 visitor spaces.
Associated Facilities
In addition to the requirement for bicycle parking, Clause 52.34-3 of the Monash Planning Scheme
requires 1 shower for the first 5 employee bicycle parking spaces and 1 shower for each subsequent 10
employee bicycle parking spaces (if 5 or more employee bicycle parking spaces are required).
Application of the above rates to the statutory employee bicycle parking requirement of 7 bicycle spaces
indicates that the proposal also generates a statutory requirement of one change room/shower.
3.2. Adequacy of Bicycle Parking/Facilities Provision
The proposed on-site bicycle parking provision of 7 employee bicycle spaces and 2 visitor bicycle parking
spaces meets the statutory requirement for bicycle parking.
At least one shower with a change room will be provided within the office floors within the future fit-out
of the office tenancies, in accordance with the statutory requirements.
3.3. Bicycle Parking Layout & Access
The employee bicycle parking spaces are proposed to be provided within a dedicated room. Five of the
spaces will be in vertical racks at 500mm spacings, with 1.2m depth provided for each bicycle, adjacent
to a 1.5m wide aisle, in accordance with AS 2890.3:2015. The other two spaces will be in horizontal
racks. The provision of two spaces in horizontal racks exceeds the requirement in AS 2890.3:2015 of
20% of spaces being in horizontal racks.
BICYCLE PARKING &
ASSOCIATED FACILITIES
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Access to the employee bicycle parking spaces will be from the rear laneway via the door at the rear of
the site.
The visitor spaces will be in wall mounted racks at the northwest and northeast corners of the site. They
will be directly accessible from the adjacent footpaths.
LOADING & WASTE COLLECTION
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4. LOADING & WASTE
COLLECTION
4.1. Statutory Requirement
Clause 65 of the Monash Planning Scheme states that:
“Before deciding on an application or approval of a plan, the responsible authority must consider, as
appropriate:
• The adequacy of loading and unloading facilities and any associated amenity, traffic flow and road
safety impacts”
4.2. Loading Demand
The proposed development is expected to generate moderate demand for loading associated with both
the retail and office uses.
4.3. Proposed Loading Arrangements
It is not proposed to provide any dedicated on-site loading facilities. This is considered reasonable given
the relatively small size of the site, that loading demands generated by the site are expected to be
moderate, and that alternate loading facilities are available.
Loading is proposed to occur on-street utilising the nearby indented parking bays on O’Sullivan Road
and Kingsway.
4.4. Waste Collection
Waste collection will be undertaken by a private contractor. Bins will be stored on-site within a dedicated
bin storage area at the northeast corner of the site, and wheeled to O’Sullivan Road for collection.
CAR PARKING
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5. CAR PARKING
5.1. Statutory Car Parking Requirements
Statutory requirements for the provision of car parking are set out in Clause 52.06 of the Monash
Planning Scheme, with parking rates specified in Table 1 to Clause 52.06-5. As the site is within the
Principal Public Transport Network Area, the rates in Column B of the table apply to this site. An
assessment of the statutory parking requirements for the development proposal is set out in Table 5.1.
Table 5.1: Statutory Car Parking Requirements
Description Use Size Statutory Parking Rate Statutory Parking
Requirement
Office Office 1,662.8sqm 3.0 spaces per 100sqm 49 spaces
Retail Shop or Food & Drinks Premises 182.9sqm 3.5 spaces per 100sqm 6 spaces
Total 55 spaces
The above assessment anticipates the development proposal has statutory requirement of 55 car
parking spaces.
In this instance, the proposed on-site provision of 30 car parking spaces does not meet the statutory
requirement and a permit is being sought to reduce this requirement.
5.2. Car Parking Demand Assessment
5.2.1. Decision Guidelines
With regard to not providing the statutory car parking requirement on-site, the Planning Scheme
indicates that a Car Parking Demand Assessment must assess the car parking demand likely to be
generated by the proposal, taking into account various matters.
The combination of these factors often results in car parking demand being generated at rates different
to the statutory rates. An assessment of the likely car parking demand for each of the proposed land
uses is presented below.
5.2.2. Office Car Parking Demand
Were the car parking provision to be relatively unconstrained, office car parking demands are likely to
be in the order of the statutory requirement of 49 spaces.
However, the demand for office car parking for this site will be strongly influenced by the provision of
car parking for the proposed use.
5.2.3. Retail Car Parking Demand
The retail tenancies are likely to generate peak car parking demands in the order of the statutory
requirement of 6 spaces.
Retail tenancies typically generate employee parking demands of in the order of 1 space per 100sqm.
Therefore, the retail tenancies are likely to generate employee car parking demands for in the order of
2 spaces, with the remaining 4 spaces being customer car parking.
CAR PARKING
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5.3. Adequacy of Parking Provision
5.3.1. Overview
Clause 52.06-7 outlines a number of matters which the responsible authority must consider before
granting a permit to provide less parking spaces on site than the likely demand assessed by the Car
Parking Demand Assessment.
Discussion regarding each of the relevant matters is provided below.
5.3.2. Policy Issues
In February 2017, the City of Monash adopted the ‘Monash Integrated Transport Strategy 2017’. The
vision of the strategy is as follows:
“by 2037 Monash will have a highly accessible and sustainable transport network that supports the
safety, health and prosperity of all members of the community”
The strategy has five directions, including promoting sustainable transport and managing car parking.
With regard to managing car parking, the strategy notes that “due to the significant costs associated
with constructing off-street car parking supply … it may be attractive for developers to have the option
to not provide car parking spaces in commercial … developments” , which is reflected in the goal to
“review car parking requirements for new developments in locations with good access to public
transport, recognising the impact generous car parking provision has on reducing the competitiveness
of sustainable mobility”. There is also a goal to “reduce reliance on private vehicle use”.
This is further reflected in the actions arising from the direction of managing car parking, which include
“consider policies to reduce the impact of car parking in the future, including within Activity Centres” .
Encouraging the use of all modes of transport other than private motor vehicles is central to achieving
the above strategies, goals and objectives.
As noted previously, the site has excellent access to public transport and provides on-site bicycle
parking. In this regard, the proposed development represents a prime opportunity to promote the
visions of the above policy, by encouraging the use of more sustainable forms of transport by adopting
a strategy to not encourage an abundance of car parking within this area and, in turn, an over use of
motor vehicles.
5.3.3. Car Parking Availability
There are numerous publicly available short to medium term car parking spaces in the vicinity of the
site, including on-street spaces on Kingsway, which would be suitable for retail customers and visitors .
The site is also located within 150m of both the Euneva Avenue multi -storey car park and the Glen
Waverley Central car park on the south side of Railway Parade East, east of Kingsway.
However, the opportunity for long term parking in the vicinity of the site is very limited, with all the
nearby streets and off-street car parks being subject to time or user restrictions.
5.3.4. Existing Site Parking Deficiency or Surplus
The site currently has a building with a floor area of approximately 320sqm and was previously used as
a bank, which is a subset of an office use within the Planning Scheme. Therefore, it would have a
statutory car parking requirement of approximately 9 car parking spaces.
CAR PARKING
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Proposed Office Development, 2-4 Kingsway, Glen Waverley 11
There is currently space for up to 8 vehicles to park at the rear of the site. Consequently, the site
currently has a deficiency of 1 car parking space when compared with the statutory requirements. In
addition, it is noted that the existing car parking was for employees only, and hence all customer car
parking occurred off-site.
5.3.5. Local Amenity
Minimising the provision of on-site car parking spaces will minimise the amount of traffic entering and
exiting the site. With O’Sullivan Road catering for relatively high pedestrian volumes, minimising the
number of vehicle movements accessing the site will minimise the impact on amenity by avoiding
conflict with pedestrians as vehicles turn into and out of O’Sullivan Road.
5.3.6. Alternate Transport Access
As previously indicated, the site has excellent public transport access, being within easy walking
distance to a train station and bus interchange, which is serviced by 11 bus routes.
On the above basis, it is considered feasible that some of the car parking demand which would exist if
the supply of car parking was not constrained would instead transfer to an alternative transport mode
such as public transport, given the restricted provision of on-site parking and other potential
deterrents, such as the very limited availability of long-term off-site car parking.
5.3.7. Other Sites
There is a clear trend in the provision of reduced car parking rates for office developments in locations
within activity centres with good public transport access.
A number of office developments have been approved in recent years in the inner eastern suburbs with
car parking provision of approximately 1 space per 100sqm or less, including those listed in Table 5.2.
Table 5.2: Other Office Developments – Inner Suburbs
Location Size Approved Car Parking Rate
2-16 Northumberland St, Collingwood ~15,300sqm 0.88 spaces/100sqm
9-11 Cremorne Street, Cremorne ~2,000sqm 0.85 spaces/100sqm
33 Balmain Street, Cremorne ~2,000sqm 0.78 spaces/100sqm
175 Burnley Street, Richmond ~11,700sqm 1.04 spaces/100sqm
1-3 Newton Street, Cremorne ~4,900sqm 0.67 spaces/100sqm
71-93 Gipps Street, Collingwood ~9,000sqm 0.96 spaces/100sqm
23-45 Waterloo Road, Collingwood ~8,500sqm 0.91 spaces/100sqm
Slightly further from the Melbourne CBD, the approved car parking rates are generally higher, albeit
that newer developments within activity centres with good public transport access often still provide
significantly less car parking than the statutory requirements. Some examples are listed in Table 5.3.
Table 5.3: Other Office Developments – Middle Suburbs
Location Size Approved Car Parking Rate
1 McNab Avenue, Footscray ~20,500sqm 1.2 spaces/100sqm
913 Whitehorse Road, Box Hill ~19,400sqm 1.55 spaces/100sqm
254-262 Burwood Road, Hawthorn ~9,000sqm 2.04 spaces/100sqm
CAR PARKING
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Consequently, there are a number of precedents for providing significantly less car parking for office
developments within activity centres which have good public transport access than the statutory
requirements.
5.3.8. Summary
As noted above, it is proposed to provide 30 on-site car parking spaces at a rate of approximately 1.6
spaces per 100sqm. Based on the above discussions and analysis, the proposed provision of car
parking is considered appropriate noting the following key considerations:
• The proposed car parking provision provides a balance between avoiding excessive car parking,
and hence providing more efficient land use and minimising traffic and environmental impacts,
whilst acknowledging that some employees will seek to access the site by private car.
• The car parking rate is consistent with other approved office developments in suburban activity
centres with good public transport access.
• The consideration of reduced on-site car parking in activity centres is consistent with the Monash
Integrated Transport Strategy.
• There are ample opportunities for visitors and customers to park both on-street and off-street in
the vicinity of the site.
• The site has excellent access to public transport, and hence it is highly feasible for employees to
utilise public transport to access the site.
• Staff will be aware of car parking limitations, and the minimal availability of long-term public car
parking in the vicinity of the site, and tailor their mode of travel to and from work accordingly.
• The site has an existing car parking deficit.
• The site is proposed to contain bicycle parking and showers/change room facilities .
• The increase in business and activity from the proposed development is considered to provide a
positive impact in regard to the economic viability of the local business community.
5.4. Layout & Access
The on-site car parking is proposed to be provided within a Klaus Mastervario R3 automatic car parking
system or similar.
Motorists will enter the site from the rear laneway and will activate the system via either a remote control
which they will activate when approaching the site, or a swipe card which they will use when they are at
the site. If the entry lift is immediately available, the door will open, and the motorist will drive straight
into the lift. If the lift is not immediately available, the next motorist will wait within the site in the waiting
area immediately in front of the entry lift (‘car waiting area 1’). If a third motorist arrives when the lift is in
use and there is a vehicle in the first waiting space, they will prop in the second waiting space,
immediately adjacent to the first waiting space (‘car waiting area 2’).
When the entry lift becomes available, the motorist in the first waiting area will drive into the lift and the
motorist in the second waiting area will move their vehicle into the first waiting area to be next in line to
enter the car lift.
Once a motorist has driven into the lift, they will park their vehicle and then walk out of their vehicle into
the internal corridor at the rear of the system. The vehicle will then be lowered into the basement where
it will be shifted onto the SRU, which will place it in one of the spare car spaces within the system.
Meanwhile, the original lift will return to the ground floor to allow another vehic le to enter.
CAR PARKING
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Motorists wishing to exit the car park will activate the parking system using a keypad from within the
corridor. Exiting vehicles will be shifted out of their parking space by the SRU, rotated 180 degrees, and
then shifted onto the exit lift within the basement. The exit lift will then transport the vehicle to the ground
level. When their vehicle has been transported to the ground level, motorists will walk into the exit car lift
cabin, enter their vehicle, and drive out of the site in a forward direction.
Swept path diagrams of B99 cars entering and exiting the car lifts and waiting bays are provided in
Appendix A.
All spaces in the car parking system will be capable of accommodating vehicles up to 5.2m long by
2.15m wide. This width and length allowance exceeds the B99 vehicle.
Information provided by Klaus indicates that the system will be capable of in the order of 30 entry vehicle
movements per hour.
The waiting bays will be 5.4m long, which is adequate for a vehicle to prop fully within the site.
TRAFFIC IMPACT
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6. TRAFFIC IMPACT
6.1. Traffic Generation
Traffic generation estimates have been sourced from surveys completed by GTA and other traffic
consultants of office developments throughout metropolitan Melbourne.
The surveys recorded a range of 0.09 to 0.52 movements per car space during the AM and PM
periods for the surveyed sites. In order to present an appropriately conservative assessment, a traffic
generation rate of up to 0.5 movements per space in a peak hour has been adopted. This is consistent
with surveys of office developments in Mount Waverley
Application of a rate of 0.5 movements per space per hour indicates that the on-site car park is likely to
generate up to 15 vehicle movements during both the AM and PM peak hours on a weekday.
The development is expected to generate minimal traffic movements on a weekend as the office use is
unlikely to be operating, with only a small number of movements associated with retail employee
parking.
6.2. Traffic Distribution and Assignment
The directional distribution and assignment of traffic generated by the proposed development will be
influenced by a number of factors, including the:
• configuration of the arterial road network in the immediate vicinity of the site
• existing operation of intersections providing access between the local and arterial road network
• likely distribution of employee’s residences in relation to the site .
Having consideration to the nearby road network, and assuming that two-way vehicle movements
continue to be permitted in the rear laneway, it is expected that traffic will travel to/from the site via
O’Sullivan Road (either directly to/from the laneway or via The Village Walk) or Railway Parade North
(via the Springvale Road service road and the east-west laneway).
The directional split of traffic (i.e. the ratio between the inbound and outbound traffic movements) can
be assumed to be 90% in / 10% out in the AM peak hour and 10% in / 90% out in the PM peak hour.
6.3. Traffic Impact
Observations indicate that the rear laneway currently has very low traffic volumes. Therefore a site-
generated volume of up to 15 vehicle movements per hour, which equates to an average of one vehicle
movement every 4 minutes, is expected to have minimal impact on the operation of the rear laneway
and the wider road network, noting that the site’s previous use as a bank would have generated some
traffic in the rear laneway.
Further, the potential for conflict relating to manoeuvres of vehicles into and between the waiting bays
is also very low given the low volume and speed of traffic in the laneway.
TRAFFIC IMPACT
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6.4. Car Parking System Queuing
Consideration has been given to the potential impact of the car parking system on the number of
vehicles queuing and the potential impact on the rear laneway caused by vehicles queuing out of the
waiting bays whilst waiting for the car parking system.
The calculation of the 95th percentile queue was undertaken using queuing formulae from Austroads
Guide to Traffic Management Part 2: Traffic Theory.
The critical peak hour for queueing will be the AM peak when most vehicles are arriving. Most of the
queuing during the PM peak will relate to users waiting for their vehicle to be bought to ground floor, as
opposed to queuing which could potentially extend back onto the road network.
Based on a derivation of Equation No.4.5 from Table 4.1 of the Austroads Guide to Traffic Management
Part 2: Traffic Theory, the formula for calculating a 95 th percentile queue is:
queue = logn(degree of saturation)/logn(percentile)-1
The degree of saturation is the number of vehicles using the system divided by the capacity. As
previously indicated, information provided by the car parking system supplier indicates that the
proposed system has a capacity to accommodate approximately 30 movements in any peak hour. This
takes into consideration the time taken for motorists to drive into the system, exit the car and the lift,
the car to be transported to the basement, and the lift to return to the ground level ready to collect
another vehicle. Assuming that the development will generate up to 15 vehicle movements per hour
using the parking system during peak periods, the degree of saturation = 0.5.
The 95th percentile equates to an event which occurs 5% of the time. Therefore, the percentile = 0.05.
Accordingly, the 95th percentile queue will be:
queue = logn(0.5)/logn(0.05)-1 = 3.3 vehicles
Of this queue, one vehicle will be in the system, and therefore the queue external to the system will be
2.3 vehicles. Of these, approximately 90% of vehicle movements in the critical AM peak hour involve a
vehicle entering the site. Therefore, the 95th percentile queue of entry movements will be in the order of
2 vehicles.
There will be space for two vehicles to queue on-site in advance of the entry cabin. Therefore, an
appropriate queuing area will be provided to generally accommodate the queuing of vehicles waiting to
access the car parking system.
In the rare event that a vehicle arrives at the site whilst two other vehicles are waiting to access the car
parking system, the third vehicle can temporarily prop in the laneway, noting that existing traffic volumes
in the laneway are very low. Alternately, they can continue along the laneway and drive ‘around the block’
before accessing the site again, by which time the queue is likely to be reduced.
CONCLUSION
V184180 // 13/02/2020
Transport Impact Assessment // Issue: B
Proposed Office Development, 2-4 Kingsway, Glen Waverley 16
7. CONCLUSION Based on the analysis and discussions presented within this report, the following conclusions are
made:
1. The proposed development generates a statutory requirement of 55 car parking spaces.
2. The proposed supply of 30 car parking spaces does not meet the statutory requirement, however,
is considered appropriate for the following reasons:
o The proposed car parking provision provides a balance between avoiding excessive car
parking, and hence providing more efficient land use and minimising traffic and
environmental impacts, whilst acknowledging that some employees will seek to access the
site by private car.
o The car parking rate is consistent with other approved office developments in suburban
activity centres with good public transport access.
o The consideration of reduced on-site car parking in activity centres is consistent with the
Monash Integrated Transport Strategy.
o There are ample opportunities for visitors and customers to park both on-street and off-street
in the vicinity of the site.
o Staff will be aware of car parking limitations, and the minimal availability of long-term public
car parking in the vicinity of the site, and tailor their mode of travel to and from work
accordingly.
o The site has an existing car parking deficit.
o The site is proposed to contain bicycle parking and showers/change room facilities
o The site has excellent access to public transport, and hence it is highly feasible for
employees to utilise public transport to access the site.
o The increase in business and activity from the proposed development is considered to
provide a substantially positive impact in regard to the economic viability of the local
business community.
3. The proposed car parking layout is generally consistent with the dimensional requirements as set
out in the Monash Planning Scheme and/or Australian/New Zealand Standards for Off Street Car
Parking (AS/NZS2890.1:2004 and AS/NZS2890.6:2009).
4. It is proposed to provide on-site bicycle parking spaces in accordance with the requirements of
Clause 52.34 of the Monash Planning Scheme.
5. Loading and waste collection for the proposed development will occur on-street.
6. The site is expected to generate up to 15 vehicle movements in any weekday peak hour.
7. There is adequate capacity in the surrounding road network to cater for the traffic generated by
the proposed development, noting that the existing on-site car park would have generated some
traffic when the site was previously tenanted.
APPENDIX: SWEPT PATH
ASSESSMENT
V184180 // 13/02/20
Transport Impact Assessment // Issue: B
Proposed Office Development, 2-4 Kingsway, Glen
Waverley A-1
A. SWEPT PATH ASSESSMENT
A
A ROADO'SULLIVAN B99
STA
ND
AR
DS 2004 (A
U_
NZ)
(c) 2019
Transoft
Solutio
ns, In
c.
All rig
hts reserved.
B99STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
SWEPT PATH KEY
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
Lock to Lock Time
Width
Track
:
:
:
metresB99 6.3mR
6.0
1.77
1.94
3.050.95
5.20
Steering Angle 34.0:
0SCALE
4/02/2020
ON
Rinju.A
braha
mPL
OTTE
D B
Y :
AT
10:22:30
AM
A3
0DESIGNED
APPROVED BY DATE ISSUED
DESIGN CHECK
DRAWING NO. SHEET ISSUEOF
CAD FILE NO.
WARNING
GIVEN THAT ALL EXISTING SERVICES ARE SHOWN.
SHOULD BE PROVEN ON SITE. NO GUARANTEE IS
APPROXIMATE ONLY AND THEIR EXACT POSITION
THE LOCATIONS OF UNDERGROUND SERVICES ARE
BEWARE OF UNDERGROUND SERVICES
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
V184180-AT01-P6.dgn
nsultantscowww.gta.com.au
GTA 08 6169 1000Perth
08 8334 3600Adelaide
07 3113 5000Brisbane
02 8448 1800Sydney
03 9851 9600Melbourne
ROADO'SULLIVAN
H. STEVENSON
D. GRAHAM 4 FEBRUARY 2020
D. GRAHAM
2 4
1:200
2 - 4 KINGWAYS
GLEN WAVERLEY
01 06 P6V184180-AT01-01
MAP REF 71/C1
SWEPT PATH ASSESSMENT
A ROADO'SULLIVAN SWEPT PATH KEY
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
B85STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
B85
STA
ND
AR
DS 2004 (A
U_
NZ)
(c) 2019
Transoft
Solutio
ns, In
c.
All rig
hts reserved.
0SCALE
4/02/2020
ON
Rinju.A
braha
mPL
OTTE
D B
Y :
AT
10:22:31
AM
A3
0DESIGNED
APPROVED BY DATE ISSUED
DESIGN CHECK
DRAWING NO. SHEET ISSUEOF
CAD FILE NO.
WARNING
GIVEN THAT ALL EXISTING SERVICES ARE SHOWN.
SHOULD BE PROVEN ON SITE. NO GUARANTEE IS
APPROXIMATE ONLY AND THEIR EXACT POSITION
THE LOCATIONS OF UNDERGROUND SERVICES ARE
BEWARE OF UNDERGROUND SERVICES
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
V184180-AT01-P6.dgn
nsultantscowww.gta.com.au
GTA 08 6169 1000Perth
08 8334 3600Adelaide
07 3113 5000Brisbane
02 8448 1800Sydney
03 9851 9600Melbourne
ROADO'SULLIVAN
H. STEVENSON
D. GRAHAM 4 FEBRUARY 2020
D. GRAHAM
2 4
1:200
2 - 4 KINGWAYS
GLEN WAVERLEY
02 06 P6V184180-AT01-02
MAP REF 71/C1
SWEPT PATH ASSESSMENT
A ROADO'SULLIVAN SWEPT PATH KEY
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
B85STANDARDS 2004 (AU_NZ)
B85STANDARDS 2004 (AU_NZ)
B85STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
B85
STA
ND
AR
DS 2004 (A
U_
NZ)
(c) 2019
Transoft
Solutio
ns, In
c.
All rig
hts reserved.
0SCALE
4/02/2020
ON
Rinju.A
braha
mPL
OTTE
D B
Y :
AT
10:22:32
AM
A3
0DESIGNED
APPROVED BY DATE ISSUED
DESIGN CHECK
DRAWING NO. SHEET ISSUEOF
CAD FILE NO.
WARNING
GIVEN THAT ALL EXISTING SERVICES ARE SHOWN.
SHOULD BE PROVEN ON SITE. NO GUARANTEE IS
APPROXIMATE ONLY AND THEIR EXACT POSITION
THE LOCATIONS OF UNDERGROUND SERVICES ARE
BEWARE OF UNDERGROUND SERVICES
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
V184180-AT01-P6.dgn
nsultantscowww.gta.com.au
GTA 08 6169 1000Perth
08 8334 3600Adelaide
07 3113 5000Brisbane
02 8448 1800Sydney
03 9851 9600Melbourne
ROADO'SULLIVAN
H. STEVENSON
D. GRAHAM 4 FEBRUARY 2020
D. GRAHAM
2 4
1:200
2 - 4 KINGWAYS
GLEN WAVERLEY
03 06 P6V184180-AT01-03.
MAP REF 71/C1
SWEPT PATH ASSESSMENT
A ROADO'SULLIVAN SWEPT PATH KEY
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
B85
STANDARDS 2004 (AU_NZ)B85STANDARDS 2004 (AU_NZ)
B85STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
B85
ST
AN
DA
RD
S 2004 (A
U_
NZ)
(c) 2019
Transoft
Solutio
ns, In
c.
All rig
hts reserved.
B85STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
0SCALE
4/02/2020
ON
Rinju.A
braha
mPL
OTTE
D B
Y :
AT
10:22:33
AM
A3
0DESIGNED
APPROVED BY DATE ISSUED
DESIGN CHECK
DRAWING NO. SHEET ISSUEOF
CAD FILE NO.
WARNING
GIVEN THAT ALL EXISTING SERVICES ARE SHOWN.
SHOULD BE PROVEN ON SITE. NO GUARANTEE IS
APPROXIMATE ONLY AND THEIR EXACT POSITION
THE LOCATIONS OF UNDERGROUND SERVICES ARE
BEWARE OF UNDERGROUND SERVICES
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
V184180-AT01-P6.dgn
nsultantscowww.gta.com.au
GTA 08 6169 1000Perth
08 8334 3600Adelaide
07 3113 5000Brisbane
02 8448 1800Sydney
03 9851 9600Melbourne
ROADO'SULLIVAN
H. STEVENSON
D. GRAHAM 4 FEBRUARY 2020
D. GRAHAM
2 4
1:200
2 - 4 KINGWAYS
GLEN WAVERLEY
04 06 P6V184180-AT01-04
MAP REF 71/C1
SWEPT PATH ASSESSMENT
A ROADO'SULLIVAN SWEPT PATH KEY
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
B85
STANDARDS
2004 (
AU_NZ)
B85
STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
B85STANDARDS 2004 (AU_NZ)
(c) 2019 Transoft Solutions, Inc. All rights reserved.
0SCALE
4/02/2020
ON
Rinju.A
braha
mPL
OTTE
D B
Y :
AT
10:22:34
AM
A3
0DESIGNED
APPROVED BY DATE ISSUED
DESIGN CHECK
DRAWING NO. SHEET ISSUEOF
CAD FILE NO.
WARNING
GIVEN THAT ALL EXISTING SERVICES ARE SHOWN.
SHOULD BE PROVEN ON SITE. NO GUARANTEE IS
APPROXIMATE ONLY AND THEIR EXACT POSITION
THE LOCATIONS OF UNDERGROUND SERVICES ARE
BEWARE OF UNDERGROUND SERVICES
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
V184180-AT01-P6.dgn
nsultantscowww.gta.com.au
GTA 08 6169 1000Perth
08 8334 3600Adelaide
07 3113 5000Brisbane
02 8448 1800Sydney
03 9851 9600Melbourne
ROADO'SULLIVAN
H. STEVENSON
D. GRAHAM 4 FEBRUARY 2020
D. GRAHAM
2 4
1:200
2 - 4 KINGWAYS
GLEN WAVERLEY
05 06 P6V184180-AT01-05
MAP REF 71/C1
SWEPT PATH ASSESSMENT
www.gta.com.au