Traffic and Transport Assessment Traffic and

Transcription

Traffic and Transport
Assessment
315-319 Burwood Highway, Burwood
East
CG130604
Prepared for
Bibelston Pty Ltd atf The Tomand Trust
16 December 2013
Traffic and Transport Assessment
315-319 Burwood Highway, Burwood East
Document Information
Prepared for
Bibelston Pty Ltd atf The Tomand Trust
Project Name
File Reference
CG130604REP001F01.docx
Job Reference
CG130604
Date
16 December 2013
Contact Information
Cardno Victoria Pty Ltd
Trading as Cardno
ABN 47 106 610 913
150 Oxford Street, Collingwood
Victoria 3066 Australia
Telephone: (03) 8415 7777
Facsimile: (03) 8415 7788
International: +61 3 8415 7777
victoria@cardno.com.au
www.cardno.com
Document Control
Version
Date
Author
F01
16/12/13
Julian Stone
Author
Initials
Reviewer
Reviewer
Initials
Andrew Carr
© Cardno. Copyright in the whole and every part of this document
belongs to Cardno and may not be used, sold, transferred, copied or
reproduced in whole or in part in any manner or form or in or on any media
to any person other than by agreement with Cardno.
This document is produced by Cardno solely for the benefit and use by the
client in accordance with the terms of the engagement. Cardno does not
and shall not assume any responsibility or liability whatsoever to any third
party arising out of any use or reliance by any third party on the content of
this document.
16 December 2013
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Table of Contents
1
Introduction
5
2
Background and Existing Conditions
6
2.1
2.2
2.3
2.4
2.5
2.6
2.7
3
4
5
6
8
6
7
7
8
8
9
10
11
12
12
12
13
Proposed Development
14
3.1
3.2
3.3
14
14
15
General
Car Parking and Access
Bicycle Parking
Design Considerations
16
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
16
16
17
17
17
17
18
18
Car Parking Spaces
Ramp Grades and Access
Pedestrian Sight Lines
Bicycle Parking and Access
Car Garages
Internal Roadway
Height Clearances
Garbage Collection and Loading
Bicycle Parking Considerations
19
Car Parking Considerations
20
6.1
6.2
6.3
20
20
21
21
21
21
6.4
7
Location and Land Use
Previous Approval
Planning Zones
Road Network
2.4.1
Burwood Highway
2.4.2
Mahoneys Road
Parking Surveys
Traffic Volumes
Sustainable Transport
2.7.1
TravelSmart Map
2.7.2
Public Transport
2.7.3
Bicycle Network
Statutory Car Parking Requirements
Proposed Car Parking Provision
Car Parking Demand Assessment
6.3.1
Case Studies
6.3.2
Anticipated Parking Demand
Other Considerations
Traffic Considerations
22
7.1
7.2
7.3
7.4
7.5
7.6
22
22
23
23
24
25
Traffic Generation
Traffic Distribution
Generated Traffic Volumes
Future Traffic Volumes
Intersection Analysis
Previous Traffic Impact
Conclusions
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26
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iii
Appendices
Appendix A Swept Path Diagrams
Tables
Table 2-1
Public Transport Provision
12
Table 3-1
14
Table 5-1
Planning Scheme Bicycle Parking Requirements – Clause 52.34
19
Table 6-1
Planning Scheme Car Parking Requirements – Clause 52.06-5
20
Table 7-1
22
Table 7-2
Directional Traffic Distribution
22
Table 7-3
Rating of Degrees of Saturation
24
Table 7-4
Existing/Future SIDRA Intersection Analysis Summary
24
Figures
Figure 2-1
Site Location
6
Figure 2-2
Planning Scheme Zones
7
Figure 2-3
Burwood Highway (eastbound carriageway) looking west near the subject site
8
Figure 2-4
Mahoneys Road looking south towards the intersection with Burwood Highway
9
Figure 2-5
On-Street Parking Survey Results
10
Figure 2-6
Turning Movement Counts
11
Figure 2-7
TravelSmart Map
12
Figure 2-8
Principal Bicycle Network
13
Figure 3-1
Site Access and Car Park Layout
15
Figure 7-1
23
Figure 7-2
23
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1
Introduction
Cardno was retained by Bibelston Pty Ltd atf The Tomand Trust to undertake a traffic and transport
assessment of the proposed residential development at 315-319 Burwood Road, Burwood East.
In the course of preparing this assessment, the subject site and its environs have been inspected, plans of
the development examined, and all relevant traffic and parking data collected and analysed.
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2
Background and Existing Conditions
2.1
Location and Land Use
The subject site is located at the north-east corner of the intersection between Burwood Highway and
Mahoneys Road, as shown in Figure 2-1.
Figure 2-1 Site Location
Subject Site
Copyright © Discway Maps
The subject site has most recently been a vacant lot, while previous uses have included a Crown Coaches
depot.
The site has a frontage to Mahoneys Road of approximately 80m, a frontage to Burwood Highway of
approximately 50m and a frontage to the service road off Burwood Highway of approximately 30m. The site
is bordered on its northern side by residential dwellings and on its western side by a commercial
development.
The subject site includes three crossovers to Mahoneys Road, one crossover to Burwood Highway and one
crossover to the Burwood Highway service road.
Other uses in the vicinity of the site include a mix of residential, commercial and sporting grounds. Of note,
the Peter James Centre is located on the opposite side of Mahoneys Road, the Burwood East Reserve is
located on the opposite side of Burwood Highway and the Tally Ho Business Park is located to the southeast.
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2.2
Previous Approval
In March 2010 a Panel Report was prepared for Amendment C117 to the Whitehorse Planning Scheme and
the joint Planning Application WH/2008/522 for the subject site. The application was approved, with a four
storey office building with basement car parking and single storey supermarket and retail building on the
subject site.
With regard to traffic and transport, the previous approved development generated a peak car parking
demand for 251 spaces, which was suitably accommodated by the proposed provision of 259 car spaces. It
is noted that this was a reduced car parking provision from the requirements of Clause 52.06 of the Planning
Scheme. The development was expected to generate in the order 326 vehicle movements during the Friday
commuter peak hour. The panel report concluded that the projected traffic volumes could be accommodated
by the surrounding road network.
2.3
Planning Zones
Figure 2-2 shows the location of the site and the Whitehorse Planning Scheme Zones.
Figure 2-2 Planning Scheme Zones
Subject Site
Figure 2-2 demonstrates that the subject site is located within the Mixed Use Zone (MUZ). The permitted
uses for the MUZ are listed in Clause 32.04 of the Whitehorse Planning Scheme.
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2.4
Road Network
2.4.1
Burwood Highway
Burwood Highway is a major arterial road orientated generally east-west between Warrigal Road in the west
to Monbulk Road in the east. To the west of Warrigal Road, the road continues as Toorak Road.
In the vicinity of the site, Burwood Highway comprises two separate carriageways with three traffic lanes
each. The carriageways are separated by a median of approximately 15m which includes tram lines in each
direction, as shown in Figure 2-3.
At the frontage of the site there is a service road which runs off Burwood Highway on the northern side of the
highway. The service road provides for kerbside parking on its northern face which is generally unrestricted.
At the frontage of the subject site, a speed limit of 80km/h applies.
Figure 2-3 Burwood Highway (eastbound carriageway) looking west near the subject site
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2.4.2
Mahoneys Road
Mahoneys Road is a local road orientated north-south between Burwood Highway in the south and
Canterbury Road in the north.
In the vicinity of the site, Mahoneys Road comprises a pavement width of approximately 12m, allowing for a
traffic lane in each direction and kerbside parking on each side of the road, as shown in Figure 2-4.
At the frontage of the subject site, a speed limit of 50km/h applies.
The intersection between Burwood Highway and Mahoneys Road allows for vehicles to turn left and right-in
to Mahoneys Road from Burwood Highway however vehicles from Mahoneys Road to Burwood Highway are
only able to turn left.
Figure 2-4 Mahoneys Road looking south towards the intersection with Burwood Highway
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2.5
Parking Surveys
To better understand the parking characteristics in the area, Trans Traffic Surveys were commissioned to
undertake on-street parking occupancy surveys in the vicinity of the site on Thursday 29 August and
Saturday 31 August 2013.
The surveys were conducted hourly on the Thursday from 4:00pm to 8:00pm and on the Saturday from
11:00am to 8:00pm. The survey area included the Burwood Highway service road and Mahoneys Road
(from Burwood Highway to de Havilland Avenue) which has an on-street parking capacity for 65 spaces.
On the Thursday the peak occupancy occurred at 4:00pm when 51 of the 65 spaces were occupied (78%
occupancy). On the Saturday the peak occupancy occurred at 1:00pm and 2:00pm when 41 of the 65
spaces were occupied (63% occupancy, 24 spaces available). Outside of business hours (9:00am-5:00pm)
on the Thursday there were no less than 31 spaces unoccupied and available for use.
The results of the surveys are shown graphically in Figure 2-5.
Figure 2-5 On-Street Parking Survey Results
70
60
51
50
40
34
41
30
20
24
10
0
11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM
Saturday Parking Occupancy
Thursday Parking Occupancy
On-Street Parking Capacity
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2.6
Traffic Volumes
Turning movement counts were undertaken for the intersection of Burwood Highway and Mahoneys Road on
Thursday 29 August (4:00pm-7:00pm) and Friday 30 August (7:00am-9:00am).
The peak hour began on the Thursday at 5:15pm and on the Friday at 7:45am.
The results of the turning movement counts are shown in Figure 2-6.
Figure 2-6 Turning Movement Counts
In addition, gap surveys were also undertaken on Burwood Highway at the intersection with Mahoneys Road
on Thursday 29 August (4:00pm-7:00pm) and Friday 30 August (7:00am-9:00am).
A gap analysis has been undertaken to determine the capacity for vehicles to make a left turn from
Mahoneys Road into Burwood Highway heading eastbound. For the gap analysis a gap time of five seconds
and headway time of three seconds has been adopted.
The surveys identified that on the Thursday during the peak hour (5:15pm-6:15pm) there were 173 gaps with
a capacity for 330 vehicles and on the Friday during the peak hour (7:45am-8:45am) there were 184 gaps
with a capacity for 315 vehicles.
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2.7
Sustainable Transport
2.7.1
TravelSmart Map
The TravelSmart map for the City of Whitehorse in the vicinity of the site is shown in Figure 2-7.
Figure 2-7 TravelSmart Map
Subject Site
2.7.2
Public Transport
The site has good public transport accessibility, with the following services located within close proximity, as
indicated in Table 2-1.
Table 2-1
Public Transport Provision
Service
Route No’s
Route Description
Nearest Stop
Tram
75
City (Spencer St) - Vermont South
Burwood Highway
Bus
732
Box Hill - Upper Ferntree Gully via Vermont South, Knox City,
Mountain Gate
Burwood Highway
735
Box Hill to Nunawading
Hawthorn Road
736
Mitcham - Blackburn via Vermont South, Glen Waverley, Forest Hill
Hawthorn Road
765
Mitcham - Box Hill via Brentford Square, Forest Hill, Blackburn
Hawthorn Road
902
Chelsea - Airport West (SMARTBUS Service)
Springvale Road
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2.7.3
Bicycle Network
Melbourne’s Principal Bicycle Network (PBN) was established in 1994 and provides maps of major bicycle
routes around Melbourne and surrounding suburbs. The PBN maps show a network of cycle routes that
provide access and connectivity between key destinations. The PBN has recently been updated in draft
form, as shown in Figure 2-8.
The draft PBN includes Mahoneys Road and the shared path to the west of the site as part Principal Bicycle
Routes, providing excellent access to the subject site.
Figure 2-8 Principal Bicycle Network
Subject Site
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3
3.1
General
Based on the plans prepared by Plus Architecture, it is proposed to redevelop the site for the purposes of a
residential development, containing a six storey apartment building with roof deck, and townhouse dwellings.
The development schedule is shown in Table 3-1.
Table 3-1
Component
No/Area
Apartments - 1 bedroom
- 2 bedroom
23
82
Townhouses
45
3.2
Car Parking and Access
A single garage parking space is proposed for each of the townhouses with access provided via the internal
roadways which connect to the external road network via a crossover to the service road from Burwood
Highway, and Mahoneys Road. Also accessed from the internal road network are 15 visitor parking spaces.
Two of the townhouses have three bedrooms and a double garage.
Parking for the apartments is proposed via a car park within the ground and first floors, having access to
Mahoneys Road via two separate crossovers. The ground floor car park includes 65 parking spaces and the
first floor car park includes 46 parking spaces. There are a number of spaces which are proposed as part of
a car shifter system which will provide independent access to each of the spaces.
The proposed four vehicle access points to the site results in the existing crossover to Burwood Highway
being reinstated as kerb and channel as well as modifications to the existing crossovers to Mahoneys Road.
The layout of the site is shown in Figure 3-1.
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Figure 3-1 Site Access and Car Park Layout
Internal Road
Access
Apartment
Mahoneys Road
First Floor
Car Park
Ground Floor
Car Park
Internal Road
Access
Service Road
Visitor Parking
3.3
Bicycle Parking
A 32 space bicycle parking is shown for the residential apartments within a secure compound on the ground
floor, with bicycle parking for the townhouses to be accommodated within the garages of each dwelling. A
further 4 visitor bicycle spaces are proposed located on-site at the south east corner.
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4
Design Considerations
4.1
Car Parking Spaces
The car park and access design has been assessed against the requirements of the Whitehorse Planning
Scheme and the Australian Standard for off-street car parking (AS/NZS 2890.1).
The parking spaces within the apartment building have generally been designed with dimensions of 2.6m
wide, by 4.9m long and accessed from an aisle width of at least 6.4m, in accordance with Clause 52.06 of
the Planning Scheme.
It is noted that there are columns which restrict the aisles in some points to less than the 6.4m required in the
Planning Scheme. To demonstrate that these spaces are accessible for the B85 design vehicle swept path
diagrams have been prepared and are attached as Appendix A.
Where parking spaces are located adjacent a hard wall they have been widened by an additional 0.3m to
assist with door opening.
Aisle extensions have been provided to assist with access to the parking spaces at the end of the aisle.
Swept path diagrams have been prepared to demonstrate that the spaces at the end of the aisles are
accessible by a B85 design vehicle, and are attached as Appendix A.
Columns are shown located outside of the clearance envelope given in Clause 52.06 of the Planning
Scheme.
There are a number of spaces on each of the parking levels within the apartment building which are provided
behind another parking space. To ensure that these spaces can be independently accessed it is proposed
to install car shuffler systems which shift parking spaces horizontally so that the parking spaces at the rear
can be accessed.
The car shuffler systems are shown with dimensions of 2.6m wide by 5.6m long. These dimensions allow for
a Klaus Parkboard PQ system, or similar product, to be accommodated which has a platform width of 2.58m,
able to accommodate vehicles to a length of 5.0m and width of 2.28m.
The columns are shown located outside of the shuffler system so that they will not block the shifting
platforms.
4.2
Ramp Grades and Access
Vehicle access to the car park within the apartment building is proposed via one of two crossovers to
Mahoneys Road, each with a width of 6.1m to allow two-way traffic.
The ramp between the ground floor and the first floor car park has a maximum grade of 1:5.2 over 15.65m,
with grade transitions of 1:8 over 2m at each end of the ramp, in accordance with Clause 52.06 of the
Planning Scheme.
The grade within the initial 6m from the frontage of the site has a grade of 1:10 in accordance with the
Planning Scheme.
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4.3
Pedestrian Sight Lines
The two access points to the internal roadway which accesses the townhouses each provide clear site lines
for vehicles exiting the site to spot pedestrians on the footpath at the frontage of the site.
According to Clause 52.06 of the Planning Scheme the two accessways to the apartment building car park
require sight triangles which are 50 percent clear of visual obstructions extending at least 2m along the
frontage of the site from the exit lane and 2.5m along the exit lane from the frontage. As the two access
points are provided with two lanes then strictly speaking the sight triangle clearances are only required on
the exit lane side of the access points. The proposed development is to provide mirrors and signage to
improve safety for passing pedestrians in-lieu of sight triangles. It is noted that the access point to the first
floor car park will have vehicles leaving the site after coming down a ramp which means that it is easier for
departing vehicles to hold position while giving way to pedestrians.
4.4
Bicycle Parking and Access
A bicycle parking compound is shown within the ground floor of the apartment building with 32 bicycle
spaces. The bicycle parking facilities are shown as vertically hung bike racks with a separation of 0.45m
between racks, length of 1.2m and area behind the rack of 1.5m. These dimensions are in accordance with
the Bicycle Victoria product sheet for a ‘Ned Kelly’ bicycle parking rail when staggered in height.
Access to the bicycle parking compound is proposed from the lobby which is accessed from the Mahoneys
Road frontage.
4.5
Car Garages
The garages for the townhouses have minimum internal lengths of 6m which is in accordance with Clause
52.06 of the Planning Scheme, however the majority of the garages have widths which do not meet the
required 3.5m. They generally have minimum widths of 3m which is considered to accommodate the B99
design vehicle which has a width of 1.94m. The internal width of 3.0m accords with the requirements of
AS2890.1-2004 for an enclosed garage. It is noted that the additional area required as part of the Planning
Scheme dimensioned single garages is for use as storage space for bikes and bins, amongst others. The
plans show that the garages have areas outside of the minimum dimensions discussed, which can be used
for storage. Considering this the proposed garages are considered to accommodate a parked vehicle and
meet the storage demands of residents.
4.6
Internal Roadway
The internal roadway provides access to the townhouses with access to Mahoneys Road and the Burwood
Highway service road.
The road includes a section in the north-east portion of the site which has a minimum width of approximately
3.9m, apart from this the minimum width of the road throughout the site is shown as 4m. Strictly speaking
this minimum width restricts the internal roadway to one lane of traffic however it is noted that there are a
number of passing opportunities along the length of the road at the access points to the driveways. Swept
paths have been prepared which show a vehicle propping within a garage accessway as another vehicle
passes in the opposite direction. This is considered to be an appropriate arrangement given the relatively
low speeds and volumes which will be using the roadway. Appendix A shows swept paths of passing
vehicles.
Access to the visitor parking spaces beneath the canopy of the apartment building is provided via the internal
roadway. The internal roadway provides these spaces with a reduced accessway width from the Planning
Scheme required width of 6.4m. Swept paths have been prepared and are included within Appendix A which
demonstrates access to these spaces.
The internal roadway has been designed to allow an 8.8m loading-vehicle/service-vehicle to circulate the
site. The 8.8m design vehicle is also larger than the MFB mark 4 pumper truck, and is thus considered an
appropriate design vehicle for fire services vehicle access. The swept paths showing the 8.8m rigid vehicle
circulating the site are attached within Appendix A.
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4.7
Height Clearances
A minimum height clearance of 2.1m is provided throughout the car parking levels in accordance with Clause
52.06 of the Planning Scheme.
4.8
Garbage Collection and Loading
As noted above, the internal roadway has been designed to accommodate an 8.8m loading vehicle which
will be used to collect waste within the site. A bin storage area is shown at the front of the roadway leading
to the apartment visitor spaces which will result in the garbage collection vehicle not having to travel up this
cul-de-sac section of the internal roadway.
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5
Bicycle Parking Considerations
The bicycle parking provision requirements are specified under Clause 52.34 of the Planning Scheme for
various uses. For a residential use, Clause 52.34 specifies the following:
Table 5-1
Planning Scheme Bicycle Parking Requirements – Clause 52.34
Component
Dwelling
Area/No
150
Requirement
Rate
Total
1 space per 5 dwellings for residents
1 space per 10 dwellings for visitors
30
15
It is considered that the garages provided for the townhouses are large enough to accommodate a bicycle
where required. As such it is recommended that resident bicycle parking need only be provided for
apartment residents.
The proposed development is therefore considered to generate a demand for 21 spaces for residents (105/5
= 21) and the 15 spaces for visitors (15=150/10).
A total of 36 bicycle parking spaces are to be provided to meet the statutory requirements for the proposed
development, with 21 spaces for apartment residents and 15 visitor spaces. Townhouse resident bicycle
parking is to occur in garages.
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6
Car Parking Considerations
6.1
Statutory Car Parking Requirements
Clause 52.06 of the Whitehorse Planning Scheme specifies the following car parking provision requirements
for residential developments.
Table 6-1
Planning Scheme Car Parking Requirements – Clause 52.06-5
Use
Area/ No.
Rate
Car Parking Measure
Total
Dwelling
148
1
to each one or two bedroom dwelling, plus
148 spaces
2
2
to each three or more bedroom dwelling (with
studies or studios that are separate rooms
counted as bedrooms), plus
4 spaces
150
1
for visitors to every 5 dwellings for developments
of 5 or more dwellings
30 spaces
Total
182 spaces
Considering the Planning Scheme requirements, a total of 182 parking spaces should be provided for the
development, consisting of 152 spaces for residents and 30 spaces for visitors
6.2
Proposed Car Parking Provision
It is proposed to provide a single garage for each of the two bedroom townhouses and two spaces for each
of the three bedroom townhouses, to meet the residential parking requirements of Clause 52.06 for
residents.
Within the ground and first floor car parks, 105 spaces are to be provided for use by residents of the
apartments to meet the requirements of Clause 52.06.
Visitor parking is provided on the ground floor of the site, accessed from the internal roadway which also
provides access to the townhouses. There are a total of 15 spaces proposed for use by visitors which
represents a shortfall from the Planning Scheme requirements by 15 spaces.
Clause 52.06-6 of the Whitehorse Planning Scheme states that an application to reduce or waive the
requirement for car spaces must be accompanied by a Car Parking Demand Assessment, which includes an
assessment of the following:
> 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 anticipated car ownership rates of likely or proposed visitors to or occupants (residents or
employees) of the land.
> Any empirical assessment or case study.
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6.3
Car Parking Demand Assessment
6.3.1
Case Studies
Case study data for residential visitor parking held by Cardno shows that residential visitor parking demands
vary throughout the day, with peak visitor parking demands typically occurring after 5:00pm on weekdays
and on weekends. The results of these surveys indicate that the weekend and after hours visitor parking
demand is generally in the order of half the peak level.
Adopting the Planning Scheme visitor parking rates as a basis for this assessment indicates a visitor parking
demand of 0.2 spaces per apartment after 5:00pm on weekdays and on weekends, with a lower demand of
0.1 spaces per apartment adopted during weekday business hours.
Applying these rates to the proposed 150 residential dwellings equates to a weekday evening and weekend
visitor parking demand for 30 spaces, with a visitor parking demand for up to 15 spaces expected during
business hours.
6.3.2
Anticipated Parking Demand
As noted previously, the proposed provision of parking for residents of the development meets the
requirements of Clause 52.06 of the Planning Scheme.
The proposed provision of 15 on-site spaces for use by visitors to the development is expected to meet the
visitor demands during weekday business hours. Outside of weekday business hours the expected peak
demand for 30 visitor parking spaces exceeds the provision of on-site visitor parking, representing a shortfall
of 15 spaces.
6.4
Other Considerations
Clause 52.06-6 of the Whitehorse Planning Scheme further states that a permit may be granted to reduce
the number of spaces below the likely demand assessed by the Car Parking Demand Assessment, giving
consideration to the following, as appropriate:
> The Car Parking Demand Assessment.
> Any relevant local planning policy or incorporated plan.
> On street parking in residential zones in the locality of the land that is intended to be for residential use.
> Access to or provision of alternative transport modes to and from the land.
> Any other matter specified in a schedule to the Parking Overlay.
> Any other relevant consideration.
As detailed within the Car Parking Demand Assessment, the expected parking demands of the proposed
development produce a shortfall for visitor parking of up to 15 spaces, outside of weekday business times.
The parking surveys, within section Figure 2-5, identify that outside of business hours there were no less
than 24 spaces within the surveyed area unoccupied at any time, with a larger number of spaces becoming
available outside of business hours.
It is considered that the peak visitor parking demand can be partially accommodated within the on-site
parking for visitors of 15 spaces, with the further demand for up to 15 further spaces accommodated by the
availability of not less than 24 spaces on-street in the immediate area. The visitor parking is thus expected
to be accommodated through a combination of on-site visitor parking, and on-street parking available in the
immediate area.
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7
Traffic Considerations
7.1
Traffic Generation
It is generally accepted that single dwelling lots in outer urban areas generate traffic at a rate of up to 8-10
vehicles per day per lot. Multi-unit and higher density dwelling lots in outer urban areas generate lower
levels of traffic, typically in the order of 5-7 vehicle movements per day, subject to location and proximity to
public transport and retail/services.
Recent surveys undertaken by Cardno at apartment complexes in Toorak, South Yarra, Jolimont and most
recently Beacon Cove have shown daily traffic generation rates ranging from 2.5 to 4.6 movements per unit
with peak hour generation rates of between 0.25 and 0.5 vehicle movements per unit with an allocated
parking space.
For the purpose of this assessment and considering the parking allocations of the different components of
the development, a daily traffic generation rate of 5 movements per apartment and 6 movements per
townhouse has been adopted, with 10 percent of these movements occurring during the peak hour periods.
Furthermore, a distribution of 80% inbound and 20% outbound in the AM peak hour and 60% inbound and
40% outbound in the PM peak hour has been adopted based on case study data.
The anticipated traffic volumes generated by the proposed development are shown in Table 7-1
Table 7-1
Component
Number
Peak Hour Traffic
Generation Rate
Total Peak Hour
Movements
AM Peak Movements
PM Peak Movements
Inbound
Outbound
Inbound
Outbound
Apartments
105
0.5 movements per
dwelling
53
11
42
32
21
Townhouses
45
0.6 movements per
dwelling
27
5
22
16
11
80
16
64
48
32
Total
7.2
Traffic Distribution
Considering the characteristics of the surrounding area, in particular the location of retail precincts and the
direction of central Melbourne, the directional distribution shown in Table 7-2 has been adopted.
Table 7-2
Directional Traffic Distribution
Direction
Percentage
North
20%
East
20%
West
60%
It is anticipated that the outbound townhouse traffic heading westbound will predominantly exit the site to the
Burwood Highway service road and do a u-turn on Burwood Highway with a small portion exiting onto
Mahoneys Road and then making a u-turn further east on Burwood Highway.
Of the vehicles exiting from the apartment building onto Mahoneys Road which are to be heading
westbound, it is expected that the majority of the vehicles will head east on Burwood Highway and then
perform a u-turn, with a small proportion heading north on Mahoneys Road and using the local road network
to ultimately head eastbound.
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7.3
Applying the traffic generation rates and distributions detailed above it is expected that the following
additional vehicle movements will be distributed to the intersection of Burwood Highway and Mahoneys
Road during the AM and PM peaks, as shown in Figure 7-1.
Figure 7-1 Generated Traffic Volumes
7.4
By superimposing the expected traffic volumes shown in Figure 7-1 to the existing traffic volumes shown in
Figure 2-6, the future traffic volumes shown in Figure 7-2 could be expected.
Figure 7-2 Future Traffic Volumes
16 December 2013
Cardno
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7.5
Intersection Analysis
To determine the impact that the proposed development will have on the intersection of Burwood Highway
and Mahoneys Road, the intersection was analysed using SIDRA Intersection for the existing and expected
future conditions.
This computer package, originally developed by the Australian Road Research Board, provides information
about the capacity of an intersection in terms of a range of parameters, as described below:
Degree of Saturation (D.O.S.) is the ratio of the volume of traffic observed making a particular movement
compared to the maximum capacity for that movement. Various values of degree of saturation and their
rating are shown in Table 7-3.
Table 7-3
Rating of Degrees of Saturation
D.O.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
The 95th Percentile (95%ile) Queue represents the maximum queue length, in metres, that can be
expected in 95% of observed queue lengths in the peak hour; and
Average Delay is the delay time, in seconds, which can be expected over all vehicles making a particular
movement in the peak hour.
The results of the SIDRA Intersection analysis are summarised in Table 7-4.
Table 7-4
Existing/Future SIDRA Intersection Analysis Summary
PM Peak
AM Peak
Approach
Existing Conditions
Future Conditions
Degree of
Saturation
th
95 %ile
Queue
Average
Delay
Degree of
Saturation
95th%ile
Queue
Average
Delay
Mahoneys Road - North
0.645
26.4 m
25.9 sec
0.728
33.9 m
28.9 sec
Burwood Highway - West
0.206
2.5 m
1.2 sec
0.208
3.7 m
1.6 sec
Sports Ground Access - South
0.021
0.5 m
25.2 sec
0.021
0.5 m
25.7 sec
Burwood Highway - East
0.277
3.7 m
0.8 sec
0.281
3.9 m
0.8 sec
Intersection
0.645
26.4 m
2.9 sec
0.728
33.9 m
3.4 sec
Mahoneys Road - North
0.349
9.7 m
23.2 sec
0.399
11.6 m
24.1 sec
Burwood Highway - West
0.232
5.8 m
1.8 sec
0.252
6.5 m
2.1 sec
Sports Ground Access - South
0.116
2.7 m
20.7 sec
0.118
2.7 m
20.9 sec
Burwood Highway - East
0.377
10.2 m
2.3 sec
0.417
11.5 m
2.5 sec
Intersection
0.377
10.2 m
3.0 sec
0.417
11.6 m
3.3 sec
The SIDRA analysis indicates that the traffic generated by the proposed development will have minimal
impact on the operation of the intersection between Burwood Highway and Mahoneys Road and that the
intersection will continue to operate within capacity following the proposed development of the site.
16 December 2013
Cardno
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The SIDRA analysis shows that the busiest operation of the subject intersection is during the AM peak when
the intersection is shown to operate with a degree of saturation of 0.728 post development of the site. It is
noted that this represents an increase of just 0.083 to the degree of saturation for this intersection. The
primary impact on this intersection is isolated to the north leg on Mahoneys Road which sees slight
increases to the 95th percentile queue and average delays. The increase of the 95th percentile queue by
7.5m is equivalent to less than two additional vehicles at the northern approach to the intersection.
It is noted that the post development average queue lengths on the northern approach to the subject
intersection are determined to be 13.7m during the AM peak, representing an increase of just 3.1m with the
traffic generated by the proposal.
There are minimal delays to traffic movements on Burwood Highway as a result of the additional traffic
generated by the proposed development.
The SIDRA analysis adopted default bunching parameters of 10% and 15% for the west and east
approaches, respectively. Observations of the intersection indicate that the actual percentage of vehicles
within bunches is significantly higher. It is considered that this assessment is conservative as the traffic on
Burwood Highway is coordinated by the nearby intersections to travel in bunches, therefore creating
additional access opportunities for surrounding access streets.
Given the existing and future operation of the Burwood Highway and Mahoneys Road intersection, it is
considered that the relative change to intersection operation is minimal and the network will continue to
operate within its capacity.
7.6
Previous Traffic Impact
It is noted that the peak anticipated traffic generation of 80 vehicles per hour is considerably less than the
previously approved peak hour traffic generation of 329 vehicles per hour for the Planning Application
WH/2008/522. The previous approval for the site also included a majority of vehicle movements generated
to the intersection of Burwood Highway and Mahoneys Road.
The proposed development is considered to have less of an impact on the surrounding road network than
the previously approved scheme.
16 December 2013
Cardno
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8
Conclusions
Based on the foregoing analysis it is concluded that;
> It is proposed to redevelop the site for the purpose of a residential development, comprising 105
apartments and 45 townhouses;
> The proposed layout and design of the car park has been assessed against the Whitehorse Planning
Scheme and the Australian Standards, with swept path diagrams prepared to demonstrate access to the
more restricted spaces;
> Bicycle parking facilities are to be provided to meet the requirements of Clause 52.34 of the Planning
Scheme;
> The provision of one space to each of the two bedroom townhouses, two spaces to each of the three
bedroom townhouses and one space for each of the residential apartments meets the parking provision
requirements of Clause 52.06 of the Planning Scheme for residents;
> The provision of on-site visitor parking is expected to meet the visitor parking demands of the
development during weekday business hours;
> The peak visitor parking demand is to be accommodated through a combination of on-site visitor parking
and on-street parking in the vicinity;
> The proposed development is anticipated to generate in the order of 80 vehicle movements during the
peak hour periods;
> The traffic generated by the proposal is considered to have a minimal impact on the operation of the
nearby intersection between Burwood Highway and Mahoneys Road; and
> The traffic generated by the proposal is considered to have minimal impact on Burwood Highway traffic.
16 December 2013
Cardno
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315-319 Burwood
Highway, Burwood East
APPENDIX
A
SWEPT PATH
DIAGRAMS
16 December 2013
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27
2 STOREY TOWN HOUSE
2 STOREY TOWN HOUSE
2 STOREY TOWN HOUSE
P.O.S
P.O.S
DINING
DINING
2 STOREY TOWN HOUSES
HIGH LEVEL WINDOW
LAUNDRY
P.O.S
PRI
VATE OPEN SPACE
P.O.S
HIGH LEVEL WINDOW
SERVICE COURTYARD
SERVICE COURTYARD
LAUNDRY
90°16'30"
80.76
B
MEALS
2 STOREY TOWN HOUSE
LIVING
E04
V
V
V
2 STOREY OFFICE BUILDING
E02
E03
V
V
V
V
V
V
M AHONEYS ROAD
E07
BIN
COLLECTION
AREA
E06
G
E10
E05
E09
80
68.
359°58'
30
73.
179°58'
E08
2
2m
CAR SHUFFLER
CAR SHUFFLER
2
2m
HOSE
CAR SHUFFLER
2
2m
A
CAR SHUFFLER
OUTLINE OF APPROVED RETAIL
EMPTY BAY OFCAR SHUFFLER
A
2
2m
REEL
HOSE
REEL
32 BIKES
21 RESIDENTS
11 VISITORS
2
2m
33.07
8.80
270°16'30"
OUTLINE OF APPROVED TOWER
2
2m
2
2 6.5
4
°0 8
2
'
4
5
"
06
10.
359°58'
0
1
.
2
2
"
0
3
'
1
1
°
8
6
2
21.03
270°16'30"
1.50
5.00
SERVICE VEHICLE
meters
B
E01
BURWOOD HWY
Width
: 2.50
Track
: 2.50
Lock to Lock Time
: 6.0
Steering Angle
: 38.7
P.O.S
P.O.S
DINING
2 STOREY TOWN HOUSES
HIGH LEVEL WINDOW
LAUNDRY
SERVICE COURTYARD
V
V
V
V
V
E07
BIN
COLLECTION
AREA
4.91
E06
0.92
2.80
B85
meters
Width
: 1.87
Track
: 1.77
Lock to Lock Time
: 6.0
Steering Angle
: 34.0
E05
80
68.
359°58'
2
2m
OUTLINE OF APPROVED RETAIL
A
2
2m
33.07
2
7
0
°
1
6
'
3
0
"
06
10.
359°58'
WN HOUSE
2 STOREY TOWN HOUSE
5.20
PRI
VATE OPEN SPACE
P.O.S
B
0.95
3.05
MEALS
2 STOREY TOWN HOUSE
LIVING
CAR
meters
Width
: 1.94
Track
: 1.84
Lock to Lock Time
: 6.0
Steering Angle
: 33.5
E02
V
V
M AHONEYS ROAD
V
G
E10
30
73.
179°58'
E08
3186
3646
F
0.92
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
E09
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
BALC
E10
4.91
2.80
B85
meters
Width
: 1.87
Track
: 1.77
Lock to Lock Time
: 6.0
Steering Angle
: 34.0
3186
3646
F
0.92
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
E09
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
BALC
E10
4.91
2.80
B85
meters
Width
: 1.87
Track
: 1.77
Lock to Lock Time
: 6.0
Steering Angle
: 34.0
A
3186
3646
F
0.92
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
E09
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
BALC
E10
4.91
2.80
B85
meters
Width
: 1.87
Track
: 1.77
Lock to Lock Time
: 6.0
Steering Angle
: 34.0
3186
3646
F
0.92
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
E09
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
BALC
E10
4.91
2.80
B85
meters
Width
: 1.87
Track
: 1.77
Lock to Lock Time
: 6.0
Steering Angle
: 34.0
3186
3646
F
0.92
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
E09
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
CAR SHUFFLER
BALC
E10
4.91
2.80
B85
meters
Width
: 1.87
Track
: 1.77
Lock to Lock Time
: 6.0
Steering Angle
: 34.0

Traffic and Transport Assessment Traffic and

Transcription

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