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1 Beryl Avenue, Oakleigh South
Transport, Access and Mobility Statement
Client // Sim Development Pty Ltd
Office // VIC
Reference // 14M2157100
Date // 06/06/16
© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2016
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. TIA
/RSA
MA
- V
IC (
)
Melbourne | Sydney | Brisbane
Canberra | Adelaide | Perth
Gold Coast | Townsville
1 Beryl Avenue, Oakleigh South
Transport, Access and Mobility Statement
Issue: E 06/06/16
Client: Sim Development Pty Ltd
Reference: 14M2157100
GTA Consultants Office: VIC
Quality Record
Issue Date Description Prepared By Checked By Approved By Signed
A 27/10/14 Final Marcus Bennett Ben Simpson Simon Davies Original Signed
B 19/06/15 Final for Submission Andrew Hamer
& Ben Simpson Ben Simpson Simon Davies Original Signed
C 22/06/15 Final – Minor
Amendments
Andrew Hamer
& Ben Simpson Ben Simpson Simon Davies Original Signed
D 16/02/16 Final – Minor
Amendments Nicholas Brown Ben Simpson Simon Davies Original Signed
E 06/06/16 Final Nicholas Brown Simon Davies Simon Davies
14M2157100 // 06/06/16
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1 Beryl Avenue, Oakleigh South
Table of Contents
1. Introduction 1
1.1 Background 1
1.2 Purpose of this Report 1
1.3 References 2
2. Existing Conditions 3
2.1 Subject Site 3
2.2 Road Network 4
2.3 Sustainable Transport Infrastructure 7
2.4 SmartRoads Policy 9
3. Proposed Subdivision 11
3.1 Land Uses 11
3.2 Site Access 12
4. Traffic Considerations 13
4.1 Traffic Generation 13
4.2 Traffic Impact– Peak Hour 15
4.3 Traffic Impact – Daily 18
5. Access and Mobility Management 19
5.1 Preamble 19
5.2 Walking & Cycling 19
5.3 Public Transport Integration 20
5.4 Neighbourhood Street Network 20
5.5 Other Matters 21
6. Conclusion 23
Appendices
A: SIDRA Intersection Assessment – Existing Conditions
B: SIDRA Intersection Assessment – Post Development Conditions
C: AutoTURN Swept Path Assessment
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Figures
Figure 2.1: Subject Site and its Environs 3
Figure 2.2: Land Use Zoning Map 4
Figure 2.3: Beryl Avenue (Adjacent tSite, looking east) 5
Figure 2.4: Beryl Avenue (Adjacent to Site, looking west) 5
Figure 2.5: Golf Road (Adjacent to Site, looking north) 5
Figure 2.6: Golf Road (Adjacent to Site, looking south) 5
Figure 2.7: Existing AM Peak Hour Traffic Volumes 6
Figure 2.8: Existing PM Peak Hour Traffic Volumes 6
Figure 2.9: Nearby Public Transport Map 7
Figure 2.10: Nearby Cycling Routes 9
Figure 2.11: VicRoads SmartRoads Network Operating Plan - Monash 10
Figure 3.1: Proposed Site Layout Plan (Precinct by Simonds) 11
Figure 4.1: Adopted Distribution – Site Generated Traffic 14
Figure 4.2: Anticipated AM Peak Hour Site Generated Traffic Volumes 14
Figure 4.3: Anticipated PM Peak Hour Site Generated Traffic Volumes 15
Figure 4.4: Post-Development Traffic Volumes - AM Peak Hour 16
Figure 4.5: Post-Development Traffic Volumes - PM Peak Hour 17
Tables
Table 2.1: Road Based Public Transport Provision 8
Table 4.1: Nearby Intersections – Existing Operating Conditions 16
Table 4.2: Nearby Intersections – Immediate Post-Development Operating Conditions 17
Table 4.3: Weekday Daily Traffic Volume Assessment 18
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1. Introduction
1.1 Background
GTA Consultant’s completed a Transport Impact Assessment Report for previous development
scheme for a residential development on land located at 1 Beryl Avenue in Oakleigh South.
Following discussions with Council and a preliminary Request for Information (RFI) from Council,
the development plan has been amended to address a number of issues.
The residential development currently comprises a total of 67 dwellings including a mixture of
one, two, three and four bedroom dwellings. Access is proposed via two intersections to Beryl
Avenue, with dwellings abutting Beryl Avenue and Golf Road having direct road access via
separate crossovers.
The residential development comprises:
1 x single bedroom studio (over garage) with one (1) garage car space
14 x 2 bedroom dwellings with one (1) garage car space
34 x 3 bedroom dwellings with two (2) garage car spaces
18 x 4 bedroom dwellings with two (2) garage car spaces
It is noted that the 1x single bedroom studio (Lot 41) is located above the garages for Lots 10 and
11.
GTA Consultants (GTA) was originally commissioned by Sim Development Pty Ltd in May 2014 to
undertake a transport, access and mobility assessment of the proposed development.
1.2 Purpose of this Report
This report sets out an assessment of the anticipated traffic and transport implications of the
proposed subdivision, including consideration of:
i the existing street network and traffic conditions surrounding the site
ii the adequacy of the proposed pedestrian, bicycle and public transport access
arrangements to the site
iii the road hierarchy within the subdivision
iv the proposed access arrangements for the subdivision
v the acceptability of the traffic impacts of the proposed subdivision, including the need
for mitigating road works and appropriate vehicular access.
Noting that the internal loop road is proposed to be vested with Council, the assessment also
compares the development against the relevant sections of Clause 56 of the Monash Planning
Scheme, which includes a number of provisions comprising objectives and standards for
implementation within the design of new subdivision. The Clause states the following in respect to
objectives and standards:
“Objectives. An objective describes the desired outcome to be achieved in the
completed subdivision.
Standards. A standard contains the requirements to meet the objective.
A standard should normally be met. However, if the responsible authority is satisfied
that an application for an alternative design solution meets the objective, the
alternative design solution may be considered.”
1
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1 Beryl Avenue, Oakleigh South 2
The relevant traffic and access areas of Clause 56 that will be considered within this report are
included within the following sub clauses:
Clause 56.06 – Access and Mobility Management.
It is noted that some areas of Clause 56.06 are not within the realms of the expertise of traffic
engineers or possible to be considered at the planning permit stage of the development, and
therefore would be assessed by the relevant consultants at the appropriate time.
Further to the above, Schedule 5 to the Development Plan Overlay (DPO5) under the Monash
Planning Scheme necessitates that a Traffic Management Report is required for submission as
part of the development plan. DPO5 more specifically nominates:
“A traffic management report and car parking plan which includes:
Identification of roads, pedestrian, cyclist and vehicle access locations, including
parking areas, both internal and external to the site.
Traffic management measures, where required
Location and linkages to public transport.
Car parking rates for all uses, including visitor parking.
Provision for bicycle facilities.”
1.3 References
In preparing this report, reference has been made to the following:
plans for the proposed amended development prepared by Simonds Homes
Melbourne Pty Ltd Revision G – VCAT Issue dated 9 May 2016
Monash Planning Scheme
Australian Standard / New Zealand Standard, Parking Facilities (AS2890)
VicRoads Access Management Policies May 2006 Version 1.02 (Guidelines to Transport
Impact Assessment Reports For major land use and development proposals)
traffic surveys undertaken by GTA as referenced in the context of this report
an inspection of the site and its surrounds
other documents as nominated.
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2. Existing Conditions
2.1 Subject Site
The subject site is located at 1 Beryl Avenue in Oakleigh South. The site of approximately
18,250sqm has a western frontage of 110m to Golf Road and a southern frontage of 170m to Beryl
Avenue.
The site is located within a General Residential Zone 1 (GRZ1) and is currently unoccupied. The
surrounding properties are predominantly residential in nature. The notable exceptions include
the Huntingdale Golf Course located to the north-east of the site and South Oakleigh Secondary
College to the southeast of the site.
The location of the subject 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
(Reproduced with Permission from Melway Publishing Pty Ltd)
Subject Site
2
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1 Beryl Avenue, Oakleigh South 4
Figure 2.2: Land Use Zoning Map
(Reproduced from Land Channel web site)
2.2 Road Network
2.2.1 Adjoining Roads
Beryl Avenue
Beryl Avenue functions as a local council road and is located within a GRZ1 in the Monash
Planning Scheme. It is a two-way road aligned in an east-west direction and configured with a
two-lane, 7.0m wide carriageway set within a 15.3m wide road reserve (approximate). Kerbside
parking is permitted on both sides of the carriageway, adjacent to the site.
Beryl Avenue carries approximately 3,200 vehicles per day1 and is shown in Figure 2.3 and Figure
2.4.
1 Based on the peak hour traffic counts undertaken by GTA in May 2014 and assuming a peak-to-daily ratio of 10%.
Subject Site
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Figure 2.3: Beryl Avenue (Adjacent tSite, looking
east)
Figure 2.4: Beryl Avenue (Adjacent to Site,
looking west)
Golf Road
Golf Road functions as local council road and is located within a GRZ1 in the Monash Planning
Scheme. It is a two-way road aligned in a north-south direction and configured with a 2-lane,
7.8m wide carriageway set within a 15.5m wide road reserve (approximate). Kerbside parking is
not permitted adjacent to the site between 7:00am and 5:00pm Monday-Friday, with parking
permitted outside of these times.
Golf Road carries approximately 6,900 vehicles per day2 and is shown in Figure 2.5 and Figure 2.6.
Figure 2.5: Golf Road (Adjacent to Site, looking
north)
Figure 2.6: Golf Road (Adjacent to Site, looking
south)
Other Roads
Other roads within the vicinity of the site include Cameron Avenue, Bakers Road, Barholme Court,
Joyce Avenue, Delia Street, Pitt Street and Riley Street. Warrigal Road and Centre Road, both
primary arterial roads, are located to the west and south of the subject site, respectively.
2 Based on the peak hour traffic counts undertaken by GTA in May 2014 and assuming a peak-to-daily ratio of 10%.
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1 Beryl Avenue, Oakleigh South 6
2.2.2 Surrounding Intersections
Key intersections in the vicinity of the site include:
Golf Road / Delia Street (unsignalised roundabout)
Cameron Avenue / Beryl Avenue (unsignalised T-intersection)
Beryl Avenue / Joyce Street (unsignalised T-intersection)
Beryl Avenue / Barkers Road (unsignalised X-intersection).
2.2.3 Traffic Volumes
GTA Consultants undertook traffic movement counts at the intersection of Cameron Avenue /
Beryl Avenue and Golf Road / Delia Street on Tuesday 20 May 2014 during the following peak
periods:
8:00am - 9:00am
5:00pm - 6:00pm.
The AM and PM peak hour traffic volumes are shown in Figure 2.7 and Figure 2.8, respectively.
Figure 2.7: Existing AM Peak Hour Traffic Volumes
Figure 2.8: Existing PM Peak Hour Traffic Volumes
42 = 65 344
Delia Street 47 ? 8 $
: #
40 412
143 248
$ 9
# ; < 187 Beryl Avenue
265 14 > 24
AM PEAK HOUR FLOW
Time: 8:00-9:00am
Date: 20 May 2014
Subject Site
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16 = 65 183
Delia Street 13 ? 8 $
: #
25 259
129 67
$ 9
# ; < 78 Beryl Avenue
206 5 > 8
PM PEAK HOUR FLOW
Time: 5:00-6:00pm
Date: 20 May 2014
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2.2.4 Accident History
A review of the reported casualty accident history for the roads and intersections adjoining the
subject site has been sourced from VicRoads CrashStats accident database. This database
records all accidents causing injury that have occurred in Victoria since 1987 (as recorded by
Victorian Police).
A review of the accidents in the vicinity of the site for the last available five year period (1
January 2009 to 31 December 2013) indicates that no recorded accidents occurred in the vicinity
of the subject site.
2.3 Sustainable Transport Infrastructure
2.3.1 Public Transport
Figure 2.9 shows the subject site in relation to existing public transport routes within its vicinity whilst
Table 2.1 summarises the road based routes and major destinations that can be reached using
these services.
Figure 2.9: Nearby Public Transport Map
Subject Site
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Table 2.1: Road Based Public Transport Provision
Service Route
Nos Route Description
Distance to
Nearest Stop
(m)
Significant Destinations On
Route
Frequency
On/Off Peak
Bus
630 Elwood to Monash
University 1.1km
Monash Uni / Elsternwick Park /
Brighton Cemetery 12min/20min
703 Middle Brighton to
Blackburn 450m
Forest Hill SC / Waverly Private
Hospital / Monash Uni 12min/15min
704 East Clayton to Oakleigh 1.8km Oakleigh Central SC /
Huntingdale PS / Clayton SC 60min
733 Oakleigh to Box Hill 60m
(Golf Road)
Clayton SC / Monash Uni /
Burwood East SC / Box Hill
Central
15min/30min
903 Altona to Mordialloc
(SMARTBUS Service) 480m
Centreway SC / Chadstone SC
/ Box Hill Central / Austin
Hospital / Northland SC / DFO
Essendon / Altona Gate SC
12 min/25 min
In addition to road based public transport, Oakleigh and Huntingdale rail stations on the
Cranbourne line are located approximately 2km to the north of the subject site. Oakleigh rail
station is accessible via the Route No. 733 bus service which operates along Golf Road adjacent
to the subject site.
2.3.2 Pedestrian Infrastructure
Sealed pedestrian footpaths are located along both sides of Beryl Avenue and Golf Road in the
vicinity of the subject site, providing access to nearby bus services and connections to nearby
arterial roads via Delia Street and Cameron Avenue. The sealed footpath widens along the
eastern side of Golf Road to provide a shared pedestrian / cycling facility.
A flagged school crossing is located on Golf Road, immediately north of Delia Street.
2.3.3 Cycling Infrastructure
Figure 2.10 has been prepared to show the network of existing bicycle routes within the vicinity of
the subject site, showing the shared path along Golf Road as well as an on-road route along Beryl
Avenue along the frontage of the subject site.
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1 Beryl Avenue, Oakleigh South 9
Figure 2.10: Nearby Cycling Routes
Source: Monash City Council
2.4 SmartRoads Policy
SmartRoads is a VicRoads policy which sets ‘modal’ priorities on the road network and underpins
many of the strategies significant to the Victorian Transport Plan surrounding the issue of public
transport prioritisation.
“SmartRoads is an approach that manages competing interests for limited road space
by giving priority use of the road to different transport modes at particular times of the
day.
All road users will continue to have access to all roads. However, certain routes will be
managed to work better for cars while others will be managed for public transport,
cyclists and pedestrians.”3
The VicRoads SmartRoads Network Operating Plan for the area surrounding the subject site has
been reproduced in Figure 2.11.
3 Sourced from VicRoads
Subject Site
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Figure 2.11: VicRoads SmartRoads Network Operating Plan - Monash
Figure 2.11 illustrates that Gold Road and Cameron Avenue (as well as sections of Huntingdale
Road and North Road in the vicinity of the subject site) are nominated bicycle priority routes. No
internal precinct roads are nominated for modal priority.
In addition, Centre Road, Warrigal Road and North Road are all nominated as bus priority routes.
Subject Site
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3. Proposed Subdivision
3.1 Land Uses
The master plan prepared by Madisson Projects contemplates the development of a total of 67
dwellings. The development proposal application comprises the following:
1 x single bedroom studio (over garage) with one (1) garage car space
14 x 2 bedroom dwellings with one (1) garage car space
34 x 3 bedroom dwellings with two (2) garage car spaces
18 x 4 bedroom dwellings with two (2) garage car spaces
It is noted that the 1x single bedroom studio (Lot 41) is located above the garages for Lots 10 and
11.
It is proposed to provide car parking spaces in accordance with (or greater than) Monash
Planning Scheme quantum requirements, including 119 private garage spaces and 14 indented
on-street visitor spaces.
The master plan for the subject site is reproduced in Figure 3.1 for reference.
Figure 3.1: Proposed Site Layout Plan (Precinct by Simonds)
3
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1 Beryl Avenue, Oakleigh South 12
3.2 Site Access
Vehicle access is primarily proposed via two intersections to Beryl Avenue. Dwellings with Beryl
Avenue or Golf Road frontages generally have direct vehicle crossover access (13 dwellings in
total via 10 single/double crossovers).
Pedestrian access will be provided via the two vehicle connections to Beryl Avenue and two
pedestrian connections to Golf Links Road.
The two proposed internal courts are to be vested with Council and are generally configured as
follows:
a 14.0m wide reserve with a 6.0m carriageway
2.3m wide indented parking
1.5m wide pedestrian path on one side of the road
A courtbowl at the northern end to facilitate service vehicles to enter and exit in a
forward direction.
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1 Beryl Avenue, Oakleigh South 13
4. Traffic Considerations
4.1 Traffic Generation
4.1.1 Design Rates
A single house on a standard lot in an outer metropolitan area will typically generate up to 1 trip
in the peak hour and 8 to 10 trips per day. Medium density dwellings generally exhibit a lower
traffic generation rate. In the outer metropolitan areas, where public transport accessibility is
relatively low, the rate for medium density units is typically in the order of 6 to 8 trips per day.
Closer to the Melbourne CAD the rate reduces to in the order of 3 to 6 trips per day depending
on dwelling size, parking provisions and accessibility to public transport and local amenities,
among other things. Peak hour rates are typically 10–12% of daily rates.
In addition, reference has also been made to the Victorian Integrated Survey of Travel Activity
(VISTA) 2009/10. For the municipality of Monash, this database suggests a generation rate of 5.1
vehicle trips per household per day.
On the basis of the above, and in order to present a conservative assessment on the high side, a
generation rate of 0.6 and 6 vehicle movements per dwelling has been adopted for the per peak
hour and daily assessment periods, respectively.
Application of the above design rates suggests that the proposed subdivision (67 dwellings) will
generate the following vehicle movements:
Weekday AM & PM peak hour: 40 vph
Daily: 400 vpd
4.1.2 Distribution and Assignment
Distribution and assignment will be influenced by a number of factors, including the:
i configuration of the internal road network
ii location of vehicle access points to the site
iii surrounding local and arterial road network
iv surrounding employment and attraction centres in relation to the site.
Having consideration to the above, for the purposes of estimating vehicle movements, the
following distributions have been adopted:
Beryl Avenue West (80%) – distributed as follows:
North (Golf Road): 60%
South (Cameron Avenue): 20%
Beryl Avenue East (20%) – accessing Centre Road via either Bakers Road or Riley Street.
For reference, the adopted distribution to/from the subject site is shown in Figure 4.1. For
assessment purposes, all access to/from the subject site is depicted as a single point on Beryl
Avenue (conservatively including lots which have direct access to Beryl Avenue and Golf Road).
4
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1 Beryl Avenue, Oakleigh South 14
Figure 4.1: Adopted Distribution – Site Generated Traffic
In addition to the above, the following directional distributions have been adopted:
AM Peak Hour: 20% Inbound, 80% Outbound
PM Peak Hour: 60% Inbound, 40% Outbound.
Based on the above, Figure 4.2 and Figure 4.3 have been prepared to show the estimated
increase in turning movements in the immediate vicinity of the subject site following full site
development during the weekday AM and PM peak hour periods, respectively.
Figure 4.2: Anticipated AM Peak Hour Site Generated Traffic Volumes
0% = 0% 30%
Delia Street 30% ? 8 $
: #
10% 50%
0% 60% 80% = 80% 20%
$ 9 8 9 Beryl Avenue
# ; < 60% < 20%
0% 20% > 20%
Outbound movements
Inbound movements
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0 = 0 2
Delia Street 2 ? 8 $
: #
3 17
0 5 6 = 27 7
$ 9 0 " 8 9 Beryl Avenue
# ; < 20 < 2
0 2 > 7 ! 0
AM PEAK HOUR FLOW
Site-Generated Traffic
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Figure 4.3: Anticipated PM Peak Hour Site Generated Traffic Volumes
4.2 Traffic Impact– Peak Hour
4.2.1 Existing Conditions Assessment
The operation of the intersections of Cameron Avenue / Beryl Avenue and Golf Road / Delia
Street have been assessed using SIDRA INTERSECTION 5.14, a computer based modelling
package which calculates intersection performance.
The commonly used measure of intersection performance is referred to as the Degree of
Saturation (DOS). The DOS represents the flow-to-capacity ratio for the most critical movement
on each leg of the intersection. A DOS of around 0.90 and 0.95 has been typically considered
the ‘ideal’ limit for unsignalised intersections and roundabouts respectively, beyond which
queues and delays increase disproportionately5.
Table 4.1 presents a summary of the existing operation of the intersections, with full results
resented in Appendix A of this report.
4 Program used under license from Akcelik & Associates Pty Ltd.
5 SIDRA INTERSECTION adopts the following criteria for Level of Service assessment:
Level of Service Intersection Degree of Saturation (DOS)
Unsignalised Intersection Signalised Intersection Roundabout
A Excellent <=0.60 <=0.60 <=0.60
B Very Good 0.60-0.70 0.60-0.70 0.60-0.70
C Good 0.70-0.80 0.70-0.90 0.70-0.85
D Acceptable 0.80-0.90 0.90-0.95 0.85-0.95
E Poor 0.90-1.00 0.95-1.00 0.95-1.00
F Very Poor >=1.0 >=1.0 >=1.0
0 = 0 8
Delia Street 8 ? 8 $
: #
2 9
0 15 20 = 14 3
$ 9 0 " 8 9 Beryl Avenue
# ; < 10 < 5
0 5 > 3 ! 0
PM PEAK HOUR FLOW
Site-Generated Traffic
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Table 4.1: Nearby Intersections – Existing Operating Conditions
Intersection Peak
Hour Approach DOS
Average Delay
(sec)
95th Percentile
Queue (m)
Cameron
Avenue /
Beryl Avenue
/ Golf Road
AM
Cameron Avenue (South) 0.17 2 sec 9 m
Beryl Avenue (East) # 0.45 14 sec 16 m
Golf Road (North) 0.23 4 sec 0 m
PM
Cameron Avenue (South) 0.11 1 sec 5 m
Beryl Avenue (East) # 0.13 9 sec 3 m
Golf Road (North) 0.11 2 sec 0 m
Golf Road /
Delia Street
AM
Cameron Avenue (South) # 0.35 6 sec 17 m
Golf Road (North) 0.31 6 sec 15 m
Delia Street (West) 0.11 10 sec 4 m
PM
Cameron Avenue (South) # 0.23 5 sec 9 m
Golf Road (North) 0.17 6 sec 7 m
Delia Street (West) 0.03 9 sec 1 m
DOS – Degree of Saturation, # - Intersection DOS
As shown in Table 4.1, the calculated DOS suggest that the two assessed intersections can be
expected to operate satisfactorily (with an “excellent” level of service) following full development
of the site, with minimal queues and delays on all approaches.
4.2.2 Post-Development Traffic Volumes
On the basis of the anticipated site-generated traffic volumes and the existing traffic volumes,
the post-development traffic volumes at the Cameron Avenue / Beryl Avenue and Golf Road /
Delia Street intersection are shown in Figure 4.4 and Figure 4.5 for the weekday AM and PM peak
hours, respectively.
Figure 4.4: Post-Development Traffic Volumes - AM Peak Hour
42 = 65 346
Delia Street 49 ? 8 $
: #
43 429
143 253 6 = 27 7
$ 9 263 " 8 9 Beryl Avenue
# ; < 207 < 2
265 16 > 31 ! 211
AM PEAK HOUR FLOW
Post - Development
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Figure 4.5: Post-Development Traffic Volumes - PM Peak Hour
4.2.3 Post Development Assessment
The operation of the intersections of Cameron Avenue / Beryl Avenue and Golf Road / Delia
Street have been assessed using SIDRA INTERSECTION 5.16, under a post-development scenario
adopting the traffic volumes shown in Figure 4.4 and Figure 4.5.
Table 4.2 presents a summary of the post-development operation of the intersections, with full
results resented in Appendix B of this report.
Table 4.2: Nearby Intersections – Immediate Post-Development Operating Conditions
Intersection Peak
Hour Approach DOS
Average Delay
(sec)
95th Percentile
Queue (m)
Cameron
Avenue /
Beryl Avenue
/ Golf Road
AM
Cameron Avenue (South) 0.17 2 sec 9 m
Beryl Avenue (East) #0.50 15 sec 20 m
Golf Road (North) 0.24 4 sec 0 m
PM
Cameron Avenue (South) 0.12 1 sec 5 m
Beryl Avenue (East) #0.15 10 sec 4 m
Golf Road (North) 0.12 3 sec 0 m
Golf Road /
Delia Street
AM
Cameron Avenue (South) #0.38 6 sec 19 m
Golf Road (North) 0.32 6 sec 16 m
Delia Street (West) 0.12 10 sec 4 m
PM
Cameron Avenue (South) #0.23 5 sec 9 m
Golf Road (North) 0.18 6 sec 8 m
Delia Street (West) 0.04 9 sec 1 m
DOS – Degree of Saturation, # - Intersection DOS
As shown in Table 4.2, the calculated DOS suggest that the two assessed intersections can be
expected to continue to operate with an “excellent” level of service following full development of the
site, with minimal queues and delays on all approaches and marginal change from existing conditions
presented in Table 4.1.
On this basis, the post-development traffic volumes are not considered to impact on the operation or
safety of surrounding road network.
6 Program used under license from Akcelik & Associates Pty Ltd.
16 = 65 191
Delia Street 21 ? 8 $
: #
27 268
129 82 20 = 14 3
$ 9 72 " 8 9 Beryl Avenue
# ; < 88 < 5
206 10 > 11 ! 85
PM PEAK HOUR FLOW
Post - Development
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4.3 Traffic Impact – Daily
4.3.1 External Volumes
Based on the distribution of traffic presented in Section 4.1, Table 4.3 has been prepared to
summarise the likely increase of daily traffic on Beryl Avenue and Golf Road (north of Delia Street)
as a result of the proposed development.
Table 4.3: Weekday Daily Traffic Volume Assessment
Location Existing Average
Weekday Daily Flow [1]
Anticipated Development
Weekday Daily Flows
Post Development
Weekday Daily Flows
Beryl Avenue
(east of Cameron Avenue) 3,200 vpd + 335 vpd
3,535 vpd
(10% increase)
Golf Road
(north of Delia Street) 6,900 vpd + 180 vpd
7,080 vpd
(3% increase)
[1] Based on peak hour turning movement counts undertaken in May 2014 and adopting a peak-to-daily ratio of 10%.
As indicated by the assessment presented in Table 4.3, the proposed development is expected
to result in a daily volume increase of up to 335 and 180 movements (at any one location) on
Beryl Avenue and Golf Road, respectively.
On this basis, the additional traffic volumes on Beryl Avenue and Golf Road as a result of the
proposed development cannot be expected to significantly impact on the safety or efficiency of
road network from a daily traffic perspective.
4.3.2 Internal Volumes
Based on the daily traffic estimate presented in Section 4.1, it is anticipated that the western
internal court which provides vehicle access to 34 lots will carry in the order of 200 vehicles per
day at its intersection with Beryl Avenue while the eastern internal court which provides vehicle
access to 20 lots will carry in the order of 120 vehicles per day at its intersection with Beryl Avenue.
The suitability of the proposed internal road network to accommodate the anticipated daily
traffic volumes is discussed in Section 5 of this report.
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Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South 19
5. Access and Mobility Management
5.1 Preamble
Clause 56 of the Monash Planning Scheme sets out various standards and objectives for
residential subdivision to provide urban structure with integrated transport networks, catering for
walking, cycling, public transport, and private motor vehicles.
Standard C14 of Clause 56 requires that planning applications for a residential subdivision must
include a neighbourhood plan which meets the objectives of:
“Clause 56.06-2 Walking and cycling network.
Clause 56.06-3 Public transport network.
Clause 56.06-4 Neighbourhood street network.”
Further discussion on each Clause is presented in the following sections of this report.
5.2 Walking & Cycling
5.2.1 Planning Scheme Requirements
The walking and cycling network and detailed objectives are set out within Clause 56.06-2 and
56.06-5 respectively that state the following:
Clause 56.06-2
“To contribute to community health and well-being by encouraging walking and
cycling as part of the daily lives of residents, employees and visitors.
To provide safe and direct movement through and between neighbourhoods by
pedestrian and cyclists.
To reduce car use, greenhouse gas emissions and air pollution.”
Clause 56.06-5
“To design and construct footpaths, shared cycle path networks that are safe,
comfortably, well-constructed and accessible for people with disabilities.
To design footpaths to accommodate wheelchairs, prams, scooters and other footpath
vehicles.”
Further to the above, Section 3 of DPO5 states that the development plan prepared for the
whole site must:
“Create opportunities for improved local permeability through provision of new pedestrian/cycle
pathways or new local street networks where appropriate.”
As discussed in Section 5.4, the proposed subdivision provides road reservations which are
sufficient to provide footpaths and accommodate on-road cycling in line with the requirements
specified within Table C1 of the Clause 56 with all streets (“Access Place”) provided with shared
cycle facilities on-street and dedicated 1.5m footpaths along one side of the internal roads.
The proposed pedestrian network will connect to existing facilities on abutting roads (Beryl
Avenue and Golf Road) to provide “safe and direct movement” to the surrounding
neighbourhood, including public transport services.
On the basis of the above the proposed subdivision will satisfy the objectives of Clause 56.06-2
and 56.06-5 of the Planning Scheme, as well as the requirements of DPO5.
5
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South 20
5.3 Public Transport Integration
5.3.1 Planning Scheme Design Requirements
Clause 56.06-3 and 56.06-6 set out the public transport network and detailed objectives for
subdivisions.
Clause 56.06.3
“To provide an arterial road and neighbourhood street network that supports a direct, efficient
and safe public transport system.
To encourage maximum use of public transport.”
Clause 56.06.6
“To provide for the safe, efficient operation of public transport and the comfort and convenience
of public transport users.
To provide public transport stops that are accessible to people with disabilities.”
Standards C16 and C19 set out a number of design requirements that should be met to achieve
the aims of Clause 56.06-3 and Clause 56.06-6.
5.3.2 Compliance with the Planning Scheme
The proposed subdivision is not proposed to accommodate a bus route, noting that an existing
bus service operates along Golf Road at the western frontage of the subject site. In this regard,
there are existing bus stops located on Golf Road approximately 60m from the site associated
with bus route no. 733.
With reference to the (then) Department of Transport’s “Public Transport Guidelines for Land Use
and Development”, a target for 95% of lots to be located within 400m of public transport services
has previously been identified. Given the existing bus route operating along Golf Road (and the
location of the nearby bus stops) and the depth of the subject site is some 170m from Golf Road,
it is clear that 100% of residential dwellings within the proposed subdivision will be located within
comfortable walking distance of a public transport service.
The provision of sealed pedestrian footpaths both internally and connecting to existing facilities in
Golf Road provide safe and convenient access to the existing bus service.
Furthermore, it is noted that bus route no. 733 provides a direct connection to Oakleigh rail
station.
On the basis of the above, the proposed subdivision will satisfy the objectives of Clause 56.06-3
and 56.06-6 of the Planning Scheme.
5.4 Neighbourhood Street Network
5.4.1 Planning Scheme Design Requirements
The proposed subdivision has been reviewed against the Monash Planning Scheme guidelines.
Clause 56.06.4 and 56.06-7 sets out the neighbourhood street network and detail objectives and
aims as follows:
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South 21
Clause 56.06.4
“Provide for a direct, safe and easy movement through and between neighbourhoods for
pedestrians, cyclists, public transport and other motor vehicles using the neighbourhood street
network.”
Clause 56.06.7
“To design and construct street carriageways and verges so that the geometry and traffic speeds
provide an accessible and safe neighbourhood street system for all users.”
Standards C17 and C20 set out a number of design requirements that should be met to achieve
the aims of Clause 56.06-4 and Clause 56.06-7.
5.4.2 Proposed Provision
The proposed subdivision would connect into the existing street network via two direct vehicle
connections to Beryl Avenue and two direct pedestrian/cyclist connections to both Beryl Avenue
and Golf Road. This arrangement provides easy and efficient movement from the subdivision to
existing neighbourhoods and road network in the area.
The two internal courts are proposed to be vested with Council. The proposed courts feature a
cross-section most comparable to that of an “Access Place” under Clause 56 of the Planning
Scheme, with a 6.0m carriageway, 2.3m wide indented car parking and a footpath on one side,
situated within a 14.0m wide road reserve. For an Access Place, Table C1 at Clause 56.06-8
indicates a daily traffic volume threshold of up to 1,000 vehicle movements per day.
On the basis of the above, the proposed road network is considered to satisfy the design
requirements of Clause 56 and is suitable to accommodate the anticipated vehicle movement
and pedestrian / cycling access requirements associated with the development proposal.
5.5 Other Matters
5.5.1 Road Layout and Design
The proposed road configuration and hierarchy is consistent with the minimum requirements of
Standard C21 of Clause 56 of the Monash Planning Scheme. Subject to Monash Engineering
Department approval, it is therefore considered that the proposed Access Street is satisfactory
and may be vested with Council.
In addition, noting the changes to the development plan (namely the inclusion of single dwellings
on a lot in the centre of the development), an additional swept path assessment for vehicles
accessing these garages has been undertaken and included in Appendix C.
5.5.2 Car Parking
As described earlier, the development incorporates a total 67 dwellings. Parking for the 67
dwellings is proposed to include 119 private garage car spaces and 14 indented visitor car
spaces (133 spaces), as follows:
1 x single bedroom studio (over garage) with one (1) garage car space
14 x 2 bedroom dwellings with one (1) garage car space
34 x 3 bedroom dwellings with two (2) garage car spaces
18 x 4 bedroom dwellings with two (2) garage car spaces
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South 22
With reference to Clause 52.06 of the Monash Planning Scheme, the 67 dwelling component of
the proposal generates a statutory requirement of 132 car parking spaces, including 119 resident
and 13 residential visitor car spaces.
On the above basis, the proposed on-site car parking provision of 133 spaces (including 119
private spaces and 14 on-street spaces) for the 67 dwellings satisfies the statutory car parking
requirement.
5.5.3 Local Traffic Management
Due to the design of the proposed road layout for the site (and the modest internal road lengths,
which are less than the street block lengths of 240m that would require local traffic management
treatments as set out within Standard C20 of the Planning Scheme), the development is considered to
provide a self-regulating, low speed environment, while allowing all road users to proceed without
unreasonable inconvenience or delay.
As such, no additional local area traffic management treatments are considered to be required
to be implemented into the design of the road layout for the proposed development.
5.5.4 Melbourne Fire & Emergency Services Board (MFB) Requirements
With reference to the MFB’s “Planning Guidelines for Emergency Vehicle Access and Minimum
Water Supplies within the Metropolitan Fire District” (April 2009), the proposed neighbourhood road
network satisfies the access requirements to allow emergency vehicle access, which are generally
consistent with the cross-sectional requirements specified in Table C1 of the Planning Scheme.
5.5.5 Waste Collection
A Waste Management Plan (WMP) has been prepared by SLR Consulting Australia Pty Ltd. It is
understood that waste collection for the proposed subdivision will be undertaken kerbside as part
of Council’s weekly collection schedule. Pick-up will occur via a combination of Golf Road and
Beryl Avenue (for dwellings fronting these roads) and the internal loop road.
To this end, a swept path assessment undertaken using AutoTURN for Monash City Council’s
refuse collection vehicle indicates that the two courts within the subdivision are capable of
accommodating Councils’ waste collection truck as shown in Appendix C.
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South 23
6. Conclusion
Based on the analysis and discussions presented within this report, the following conclusions are
made:
i The proposed residential development would generate approximately 400 vehicle
movements per day and 40 vehicle movements per hour in the peak periods,
respectively.
ii Vehicle access to the site is proposed via two intersections to Beryl Avenue as well as
tenmht single/double crossovers to both Beryl Avenue and Gold Road.
iii The surrounding road network is anticipated to be capable of accommodating the
additional (and redistributed) traffic generated by the proposed subdivision.
iv It is anticipated that traffic volumes would remain well below the 1,000 vehicle per day
threshold on internal roads.
v The proposed development is considered to be generally consistent with the objectives
of the Monash Planning Scheme in relation to walking, cycling and public transport.
vi The proposed car parking provision exceeds the requirements of Clause 52.06 of the
Monash Planning Scheme and is therefore considered to be satisfactory.
vii The proposed road network is generally consistent with the requirements of Clause 56 of
the Monash Planning Scheme, with roads effectively classified as an ‘Access Place’
with the ability to accommodate a theoretical capacity of up to 1,000 vehicles per
day.
viii A swept path assessment for Monash City Council’s refuse collection vehicle indicates
that the internal loop road within the development is capable of accommodating
Councils’ waste collection truck.
6
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South
SIDRA Intersection Assessment – Existing Conditions
Ap
pe
nd
ix A
MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Beryl Avenue (Existing
Conditions)
Cameron Avenue & Beryl Avenue IntersectionGiveway / Yield (Two-Way)
Movement Performance - Vehicles
95% Back of QueueMov ID Turn
DemandFlow HV
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue (South Approach)
2 T 291 3.0 0.165 1.9 LOS A 1.2 8.9 0.53 0.00 43.9
3 R 15 3.0 0.165 8.8 LOS A 1.2 8.9 0.53 0.90 42.9
Approach 307 3.0 0.165 2.2 NA 1.2 8.9 0.53 0.05 43.8
East: Beryl Avenue (East Approach)
4 L 26 3.0 0.447 13.8 LOS B 2.3 16.4 0.63 0.84 37.4
6 R 205 3.0 0.447 14.1 LOS B 2.3 16.4 0.63 0.97 37.3
Approach 232 3.0 0.447 14.1 LOS B 2.3 16.4 0.63 0.96 37.3
North: Cameron Avenue (North Approach)
7 L 273 3.0 0.232 6.5 LOS A 0.0 0.0 0.00 0.70 43.3
8 T 157 3.0 0.232 0.0 LOS A 0.0 0.0 0.00 0.00 50.0
Approach 430 3.0 0.232 4.1 NA 0.0 0.0 0.00 0.44 45.5
All Vehicles 968 3.0 0.447 5.9 NA 2.3 16.4 0.32 0.44 42.8
Level of Service (LOS) Method: Delay (HCM 2000).
Vehicle movement LOS values are based on average delay per movement
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model used.
Processed: Thursday, 4 September 2014 12:13:35 PMSIDRA INTERSECTION 5.1.13.2093
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157000 1 Beryl Avenue, Oakleigh South\Modelling\SIDRA\140904sid-14M2157000-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Delia Street/GolfRoad (Existing
Conditions)
Cameron Avenue & Delia Street & Golf Road RoundaboutRoundabout
Movement Performance - Vehicles
95% Back of QueueMov ID Turn
DemandFlow HV
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue
1 L 41 3.0 0.354 6.4 LOS A 2.3 16.8 0.27 0.58 43.0
2 T 432 3.0 0.354 5.4 LOS A 2.3 16.8 0.27 0.48 43.5
Approach 473 3.0 0.354 5.5 LOS A 2.3 16.8 0.27 0.49 43.4
North: Golf Road
8 T 361 3.0 0.312 5.2 LOS A 2.1 15.4 0.22 0.46 43.6
9 R 70 3.0 0.312 9.3 LOS A 2.1 15.4 0.22 0.76 41.1
Approach 431 3.0 0.312 5.9 LOS A 2.1 15.4 0.22 0.51 43.2
West: Delia Street
10 L 45 3.0 0.108 8.4 LOS A 0.6 4.1 0.55 0.67 41.4
12 R 48 3.0 0.108 11.5 LOS B 0.6 4.1 0.55 0.75 39.5
Approach 94 3.0 0.108 10.0 LOS B 0.6 4.1 0.55 0.71 40.4
All Vehicles 998 3.0 0.354 6.1 LOS A 2.3 16.8 0.28 0.52 43.0
Level of Service (LOS) Method: Delay (HCM 2000).
Roundabout LOS Method: Same as Signalised Intersections.
Vehicle movement LOS values are based on average delay per movement
Intersection and Approach LOS values are based on average delay for all vehicle movements.
Roundabout Capacity Model: SIDRA Standard.
SIDRA Standard Delay Model used.
Processed: Thursday, 4 September 2014 12:13:36 PMSIDRA INTERSECTION 5.1.13.2093
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157000 1 Beryl Avenue, Oakleigh South\Modelling\SIDRA\140904sid-14M2157000-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Beryl Avenue (Existing
Conditions)
Cameron Avenue & Beryl Avenue IntersectionGiveway / Yield (Two-Way)
Movement Performance - Vehicles
95% Back of QueueMov ID Turn
DemandFlow HV
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue (South Approach)
2 T 212 3.0 0.114 0.7 LOS A 0.7 5.0 0.33 0.00 46.0
3 R 5 3.0 0.114 7.5 LOS A 0.7 5.0 0.33 0.88 43.0
Approach 218 3.0 0.114 0.9 NA 0.7 5.0 0.33 0.02 45.9
East: Beryl Avenue (East Approach)
4 L 8 3.0 0.129 9.1 LOS A 0.5 3.3 0.43 0.58 40.9
6 R 80 3.0 0.129 9.5 LOS A 0.5 3.3 0.43 0.75 40.8
Approach 89 3.0 0.129 9.4 LOS A 0.5 3.3 0.43 0.73 40.8
North: Cameron Avenue (North Approach)
7 L 69 3.0 0.108 6.5 LOS A 0.0 0.0 0.00 0.78 43.3
8 T 133 3.0 0.108 0.0 LOS A 0.0 0.0 0.00 0.00 50.0
Approach 202 3.0 0.108 2.2 NA 0.0 0.0 0.00 0.27 47.5
All Vehicles 508 3.0 0.129 2.9 NA 0.7 5.0 0.22 0.24 45.5
Level of Service (LOS) Method: Delay (HCM 2000).
Vehicle movement LOS values are based on average delay per movement
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model used.
Processed: Thursday, 4 September 2014 12:13:35 PMSIDRA INTERSECTION 5.1.13.2093
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157000 1 Beryl Avenue, Oakleigh South\Modelling\SIDRA\140904sid-14M2157000-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Delia Street/GolfRoad (Existing
Conditions)
Cameron Avenue & Delia Street & Golf Road RoundaboutRoundabout
Movement Performance - Vehicles
95% Back of QueueMov ID Turn
DemandFlow HV
Deg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue
1 L 26 3.0 0.225 6.3 LOS A 1.2 8.9 0.22 0.58 43.1
2 T 267 3.0 0.225 5.3 LOS A 1.2 8.9 0.22 0.48 43.7
Approach 293 3.0 0.225 5.4 LOS A 1.2 8.9 0.22 0.49 43.6
North: Golf Road
8 T 189 3.0 0.170 5.0 LOS A 1.0 7.1 0.09 0.45 44.3
9 R 67 3.0 0.170 9.0 LOS A 1.0 7.1 0.09 0.79 41.2
Approach 256 3.0 0.170 6.1 LOS A 1.0 7.1 0.09 0.54 43.4
West: Delia Street
10 L 16 3.0 0.030 7.3 LOS A 0.1 1.0 0.41 0.57 42.1
12 R 13 3.0 0.030 10.3 LOS B 0.1 1.0 0.41 0.68 40.4
Approach 30 3.0 0.030 8.6 LOS A 0.1 1.0 0.41 0.62 41.3
All Vehicles 578 3.0 0.225 5.9 LOS A 1.2 8.9 0.17 0.52 43.4
Level of Service (LOS) Method: Delay (HCM 2000).
Roundabout LOS Method: Same as Signalised Intersections.
Vehicle movement LOS values are based on average delay per movement
Intersection and Approach LOS values are based on average delay for all vehicle movements.
Roundabout Capacity Model: SIDRA Standard.
SIDRA Standard Delay Model used.
Processed: Thursday, 4 September 2014 12:13:36 PMSIDRA INTERSECTION 5.1.13.2093
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157000 1 Beryl Avenue, Oakleigh South\Modelling\SIDRA\140904sid-14M2157000-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South
SIDRA Intersection Assessment – Post Development
Conditions
Ap
pe
nd
ix B
MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Beryl Avenue (PD Conditions)
Cameron Avenue & Beryl Avenue IntersectionPost-DevelopmentGiveway / Yield (Two-Way)
Movement Performance - Vehicles95% Back of Queue
Mov ID TurnDemand
Flow HVDeg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue (South Approach)
2 T 291 3.0 0.167 1.9 LOS A 1.3 9.0 0.53 0.00 43.8
3 R 18 3.0 0.167 8.8 LOS A 1.3 9.0 0.53 0.90 42.9
Approach 309 3.0 0.167 2.3 NA 1.3 9.0 0.53 0.05 43.8
East: Beryl Avenue (East Approach)
4 L 34 3.0 0.503 14.5 LOS B 2.8 20.0 0.65 0.89 37.0
6 R 227 3.0 0.503 14.8 LOS B 2.8 20.0 0.65 1.01 36.9
Approach 262 3.0 0.503 14.8 LOS B 2.8 20.0 0.65 0.99 36.9
North: Cameron Avenue (North Approach)
7 L 278 3.0 0.235 6.5 LOS A 0.0 0.0 0.00 0.69 43.3
8 T 157 3.0 0.235 0.0 LOS A 0.0 0.0 0.00 0.00 50.0
Approach 435 3.0 0.235 4.1 NA 0.0 0.0 0.00 0.44 45.5
All Vehicles 1005 3.0 0.503 6.4 NA 2.8 20.0 0.33 0.47 42.4
Level of Service (LOS) Method: Delay (HCM 2000).
Vehicle movement LOS values are based on average delay per movement
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model used.
Processed: Wednesday, 10 February 2016 1:17:37 PMSIDRA INTERSECTION 5.1.5.2006
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157100 - 1 Beryl Avenue, Oakleigh South - VCAT\Modelling\160210sid-14M2157100-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Delia Street/GolfRoad (PD
Conditions)
Cameron Avenue & Delia Street & Golf Road RoundaboutPost-DevelopmentRoundabout
Movement Performance - Vehicles95% Back of Queue
Mov ID TurnDemand
Flow HVDeg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue
1 L 46 3.0 0.378 6.4 LOS A 2.6 18.6 0.28 0.58 42.9
2 T 461 3.0 0.378 5.4 LOS A 2.6 18.6 0.28 0.48 43.4
Approach 508 3.0 0.378 5.5 LOS A 2.6 18.6 0.28 0.49 43.4
North: Golf Road
8 T 372 3.0 0.323 5.3 LOS A 2.3 16.2 0.24 0.46 43.6
9 R 70 3.0 0.323 9.3 LOS A 2.3 16.2 0.24 0.76 41.1
Approach 442 3.0 0.323 5.9 LOS A 2.3 16.2 0.24 0.51 43.1
West: Delia Street
10 L 45 3.0 0.116 8.6 LOS A 0.6 4.4 0.57 0.68 41.3
12 R 53 3.0 0.116 11.7 LOS B 0.6 4.4 0.57 0.76 39.4
Approach 98 3.0 0.116 10.3 LOS B 0.6 4.4 0.57 0.72 40.2
All Vehicles 1047 3.0 0.378 6.1 LOS A 2.6 18.6 0.29 0.52 43.0
Level of Service (LOS) Method: Delay (HCM 2000).
Roundabout LOS Method: Same as Signalised Intersections.
Vehicle movement LOS values are based on average delay per movement
Intersection and Approach LOS values are based on average delay for all vehicle movements.
Roundabout Capacity Model: SIDRA Standard.
SIDRA Standard Delay Model used.
Processed: Wednesday, 10 February 2016 1:19:53 PMSIDRA INTERSECTION 5.1.5.2006
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157100 - 1 Beryl Avenue, Oakleigh South - VCAT\Modelling\160210sid-14M2157100-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Beryl Avenue (PD Conditions)
Cameron Avenue & Beryl Avenue IntersectionPost-DevelopmentGiveway / Yield (Two-Way)
Movement Performance - Vehicles95% Back of Queue
Mov ID TurnDemand
Flow HVDeg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue (South Approach)
2 T 212 3.0 0.118 0.8 LOS A 0.7 5.2 0.35 0.00 45.8
3 R 10 3.0 0.118 7.6 LOS A 0.7 5.2 0.35 0.87 43.0
Approach 223 3.0 0.118 1.1 NA 0.7 5.2 0.35 0.04 45.7
East: Beryl Avenue (East Approach)
4 L 11 3.0 0.150 9.2 LOS A 0.5 3.8 0.44 0.59 40.8
6 R 91 3.0 0.150 9.6 LOS A 0.5 3.8 0.44 0.76 40.7
Approach 102 3.0 0.150 9.5 LOS A 0.5 3.8 0.44 0.74 40.7
North: Cameron Avenue (North Approach)
7 L 85 3.0 0.116 6.5 LOS A 0.0 0.0 0.00 0.77 43.3
8 T 133 3.0 0.116 0.0 LOS A 0.0 0.0 0.00 0.00 50.0
Approach 218 3.0 0.116 2.5 NA 0.0 0.0 0.00 0.30 47.2
All Vehicles 542 3.0 0.150 3.3 NA 0.7 5.2 0.23 0.28 45.2
Level of Service (LOS) Method: Delay (HCM 2000).
Vehicle movement LOS values are based on average delay per movement
Minor Road Approach LOS values are based on average delay for all vehicle movements.
NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.
SIDRA Standard Delay Model used.
Processed: Wednesday, 10 February 2016 1:18:29 PMSIDRA INTERSECTION 5.1.5.2006
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157100 - 1 Beryl Avenue, Oakleigh South - VCAT\Modelling\160210sid-14M2157100-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Delia Street/GolfRoad (PD
Conditions)
Cameron Avenue & Delia Street & Golf Road RoundaboutPost-DevelopmentRoundabout
Movement Performance - Vehicles95% Back of Queue
Mov ID TurnDemand
Flow HVDeg.Satn
AverageDelay
Level ofService
Prop. Queued
Effective Stop Rate
AverageSpeed Vehicles Distance
veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue
1 L 28 3.0 0.233 6.3 LOS A 1.3 9.4 0.23 0.58 43.1
2 T 276 3.0 0.233 5.3 LOS A 1.3 9.4 0.23 0.48 43.6
Approach 304 3.0 0.233 5.4 LOS A 1.3 9.4 0.23 0.49 43.6
North: Golf Road
8 T 197 3.0 0.182 5.1 LOS A 1.1 7.6 0.12 0.45 44.1
9 R 67 3.0 0.182 9.1 LOS A 1.1 7.6 0.12 0.78 41.2
Approach 264 3.0 0.182 6.1 LOS A 1.1 7.6 0.12 0.53 43.3
West: Delia Street
10 L 16 3.0 0.039 7.3 LOS A 0.2 1.3 0.42 0.58 42.1
12 R 22 3.0 0.039 10.4 LOS B 0.2 1.3 0.42 0.68 40.3
Approach 38 3.0 0.039 9.1 LOS A 0.2 1.3 0.42 0.64 41.0
All Vehicles 606 3.0 0.233 5.9 LOS A 1.3 9.4 0.19 0.52 43.3
Level of Service (LOS) Method: Delay (HCM 2000).
Roundabout LOS Method: Same as Signalised Intersections.
Vehicle movement LOS values are based on average delay per movement
Intersection and Approach LOS values are based on average delay for all vehicle movements.
Roundabout Capacity Model: SIDRA Standard.
SIDRA Standard Delay Model used.
Processed: Wednesday, 10 February 2016 9:19:08 AMSIDRA INTERSECTION 5.1.5.2006
Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com
Project: P:\14M2100-2199\14M2157100 - 1 Beryl Avenue, Oakleigh South - VCAT\Modelling\160210sid-14M2157100-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE
14M2157100 // 06/06/16
Transport, Access and Mobility Statement // Issue: E
1 Beryl Avenue, Oakleigh South
AutoTURN Swept Path Assessment
Ap
pe
nd
ix C
232^36'
1
PR
OP
OS
ED
CO
UR
T
PR
OP
OS
ED
CO
UR
T
12
4390
277°36' (169.77)(4.3
1)
232°36'
187°3
6' (42.6
7)
(3.6
7)
321°3
2'
Lot 3
2
Lot 2
Lot 1
Lot 5
Lot 3
Lot 9 Lot 6Lot 8 Lot 7
Lot 10
Lot 11
Lot 18
Lot 19
Lot 17
Lot 15
Lot 16
Lot 13
Lot 14
Lot 12
Lot 2
4
Lot 2
5
Lot 2
6
Lot 2
7
Lot 2
8
Lot 2
9
Lot 3
0
Lot 3
4
Lot 3
1
Lot 3
3
Lot 3
5
Lot 3
6
Lot 49
Lot 50
Lot 51
Lot 52
Lot 53
Lot 37
Lot 38
Lot 39
Lot 41
Lot 54
Lot 55
Lot 56
Lot 21
Lot 22
Lot 23
Lot 47Lot 46
Lot 44
COMMON PROPERTY
Lot 45Lot 57Lot 48
Lot 58
Lot 59
Lot 6
0
Lot 64
Lot 65
Lot 66
Lot 67
Lot 6
1Lot 6
2Lot 6
3
COMMON PROPERTY
PR
OP
ER
TY
CO
MM
ON
Lot 4 Lot 42
Lot 43
Lot 40
PROPERTY
COMMON
PALIN
G FEN
CE
8642
88.5
5
143^40'40"
4.31
0.0
4
0.08
4.3
1
0.07
1.270.4
7
42.6
7187^36'
7^36'
(42.6
7)
322^36' WIRE FENCEMESH(169.77)
277^36'4
7
8
19
10
8
642
6000
14000
14000
1890
6150
1890
6001
7600
7000
7600
7300
4100
7300
7800
7800
7800
14300
4200
12300
2700
9100
1800
3800
2998
1512
4001
4072
5999
4000
6000
4390
U/FLO
OR
4000
U/FLO
OR
4000
4303
4038
4385
5012
1500
1502
9981000
1000
2000 2001
4630 4520 4630
4052
4116
2002
1500
1449
5000
5000
4066
5000
3384
2000
4079
4078
6012
6600
7500
3088
3088
1890 1890
3780
5481
5480
66106610
1002
3006
14222
136372000
2000
2397
3000
4040
2397
2000
6001
5000
5201
4390
4390
4390
6150
6150
6150
4000
4000
4000
4066
4303
4303
4303
2
6150
6150
6150
3
28
24
29
25
33
22
2986
42
34
30
1250
4031
6115
4149
2986
4149
3005
5594
4000
4702
3090
2389
2260
6150
2004
2370
2000
1000
4357
4357
4357
281
281
281
281
4413
4424
1500
3130
2022
2022
4255
6150
9722
10800
1996
8291
9421
7196
8315
3131
1999
6209
7299
6237
7327
6221
7309
6203
7307
5722
4628
5762
4181
3035
4178
3016
4160
2998
4187
4357
1819
1000
4040
2000
3636
6150
37
MO
NA
SH
CC
GTA-
VIC
(c)
2014 T
rans
oft
Solut
io ns,
I nc. A
ll ri g
hts
rese
rved.
MONASH CC
GTA-VIC
(c) 2014 Transoft Solutions, Inc. All rights reserved.
MONASH CC
GTA-VIC
(c) 2014 Transoft Solutions, Inc. All rights reserved.
MO
NA
SH
CC
GTA-
VIC
(c)
2 014 T
rans
oft
S olut
i ons,
Inc. A
ll ri g
hts
rese
r ved.
MONASH CC
GTA-VIC
(c) 2014 Transoft Solutions, Inc. All rights reserved.
MO
NA
SH
CC
GTA-
VIC
(c)
2014 T
rans
oft
Solut
ions,
Inc. A
ll rig
hts
rese
rved.
MONASH CC
GTA-VIC
MO
NASH C
C
GTA-VIC
MO
NA
SH
CC
GTA-
VIC
(c)
2014
Tra
nsoft
Soluti
ons, In
c.
All rights re
serv
ed.
MO
NA
SH
CC
GTA-
VIC
(c)
2014
Tra
nsoft Soluti
ons, In
c.
All rights re
serv
ed.
MO
NA
SH
CC
GTA-
VIC
MO
NAS
H C
C
GTA-
VIC
MO
NASH C
C
GTA-VIC
(c) 2014 Transoft Solutions, Inc. All rights reserved.
MO
NAS
H CC
GTA-VIC
(c) 2014 Transoft S
olutions, Inc. All rights reserved.
MO
NAS
H CC
GTA-VIC
(c) 2014 Transoft Solutions, Inc. All rights reserved.
MONASH CCGTA-VIC
(c) 2014 Transoft Solutions, Inc. All rights reserved.
PL
OTTE
D B
Y :
Drafting.H
otdesk
ON
6/06/2016
AT
3:16:28 P
M
GTA onsultantsc
www.gta.com.au
DRAWING NO.
SCALEDATE
DESIGNER
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
MELWAY REF
JO
YC
E
AV
EN
UE
BA
KE
RS R
OA
D
BERYL AVENUE
Lock to Lock Time
Track
Width
:
:
:
metersMONASH CC
6.0
2.50
2.50
5.501.80
9.20
Steering Angle 39.0:
SWEPT PATH KEY
ASSUMED SPEED 5km/h
FROM VEHICLE BODY500mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
1:500 @ A3 78/F1
1 BERYL AVENUE, OAKLEIGH SOUTH
PROPOSED RESIDENTIAL DEVELOPMENT
SWEPT PATH ASSESSMENT
MONASH CITY COUNCIL GARBAGE TRUCK
A. HARMER
6 JUNE '16
14M2157100-AT01-01-P4
(3.6
7)
321°3
2'
Lot 9 Lot 6Lot 8 Lot 7
Lot 10
Lot 11
Lot 49
Lot 44
Lot 45COMMON PROPERTY
4.31
7^36'
(42.6
7)
322^36'
4
14000
1890
6001
2998
1512
U/FLO
OR
4000
4385
5012
1500
1502
2000 2001
2002
1500
5000
3384
6012
6600
7500
4255
6150
B85
STA
ND
AR
DS (A
U)
(c) 2014
Transoft Solutio
ns, In
c.
All rig
hts reserved.
B85
STA
ND
AR
DS (A
U)
(c) 2014
Transoft Solutio
ns, In
c.
All rig
hts reserved.
B85
STANDARDS (A
U)
B85
STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STA
ND
AR
DS (A
U)
(c) 2014
Transoft
Soluti o
ns, In
c.
All rig
hts reserved.
PL
OTTE
D B
Y :
Drafting.H
otdesk
ON
6/06/2016
AT
3:17:14 P
M
GTA onsultantsc
www.gta.com.au
DRAWING NO.
SCALEDATE
DESIGNER
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
1 BERYL AVENUE, OAKLEIGH SOUTH
PROPOSED RESIDENTIAL DEVELOPMENT
B85 CAR SWEPT PATH ASSESSMENT
MELWAY REF
1:200 @ A3 78/F1
BERYL AVENUE
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
SWEPT PATH KEY
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
14M2157100-AT01-02-P4A. HARMER
6 JUNE '16
Lot 49
Lot 50
Lot 51
Lot 52
Lot 53
Lot 47Lot 46
Lot 44
COMMON PROPERTY
Lot 45Lot 57Lot 48
Lot 65
Lot 66
Lot 67
COMMON PROPERTY
Lot 42
Lot 43
1890
4303
4038
1500
1502
9981000
1000
2002
4066
3088
3088
1890 1890
2000
2397
3000
4040
2397
2000
6001
4066
4303
4303
30
4413
4424
1500
3130
2022
2022
6150
5762
4181
3035
1000
4040
2000
6150
B85
STA
ND
AR
DS (A
U)
(c) 2014
Transoft
Solutio
ns, In
c.
All rig
hts reserved.
B85STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85STANDARDS (AU)
B85STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STA
ND
AR
DS (A
U)
(c) 2014
Transoft
Solutio
ns, In
c.
All rig
hts reserved.
PL
OTTE
D B
Y :
Drafting.H
otdesk
ON
6/06/2016
AT
3:17:4
1 P
M
GTA onsultantsc
www.gta.com.au
DRAWING NO.
SCALEDATE
DESIGNER
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
1 BERYL AVENUE, OAKLEIGH SOUTH
PROPOSED RESIDENTIAL DEVELOPMENT
B85 CAR SWEPT PATH ASSESSMENT
MELWAY REF
1:200 @ A3 78/F1
ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
SWEPT PATH KEY
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
14M2157100-AT01-03-P4
6 JUNE '16
A. HARMER
Lot 50
Lot 51
Lot 52
Lot 53
Lot 55
Lot 47Lot 46
Lot 44
COMMON PROPERTY
Lot 45Lot 57Lot 48
Lot 6
0
Lot 64
Lot 65
Lot 66
Lot 67
Lot 6
1Lot 6
2Lot 6
3
Lot 42
Lot 43
4072
5999
4303
4038
9981000
1000
41164066
3088
3088
1890 1890
2397
3000
4040
2397
4066
4303
4303
4303
30
1250
1000
4357
4357
4357
281
281
281
281
4413
4424
1500
3130
2022
2022
6150
4357
1819
1000
4040
2000
37
B85
STANDA
RDS (A
U)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85
STANDARDS (AU)(c) 20
14 Transoft
Solutions, Inc
. All rights
reserved.
B85
STANDAR
DS (
AU)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85
STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STANDA
RDS (A
U)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85
STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STANDARDS
(AU)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
PL
OTTE
D B
Y :
Drafting.H
otdesk
ON
6/06/2016
AT
3:18:05 P
M
GTA onsultantsc
www.gta.com.au
DRAWING NO.
SCALEDATE
DESIGNER
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
MELWAY REF
1:200 @ A3 78/F1ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
SWEPT PATH KEY
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
1 BERYL AVENUE, OAKLEIGH SOUTH
PROPOSED RESIDENTIAL DEVELOPMENT
B85 CAR INGRESS SWEPT PATH ASSESSMENT
14M2157100-AT01-04-P4A. HARMER
6 JUNE '16
Lot 50
Lot 51
Lot 52
Lot 53
Lot 55
Lot 47Lot 46
Lot 44
COMMON PROPERTY
Lot 45Lot 57Lot 48
Lot 6
0
Lot 64
Lot 65
Lot 66
Lot 67
Lot 6
1Lot 6
2Lot 6
3
Lot 42
Lot 43
4072
5999
4303
4038
9981000
1000
41164066
3088
3088
1890 1890
2397
3000
4040
2397
4066
4303
4303
4303
30
1250
1000
4357
4357
4357
281
281
281
281
4413
4424
1500
3130
2022
2022
6150
4357
1819
1000
4040
2000
37
B85
STANDARDS (AU)
B85
STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STANDARDS
(AU)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85
STA
ND
AR
DS (A
U)
B85STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STANDAR
DS (
AU)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85
STA
ND
AR
DS (A
U)
B85STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STANDARDS
(AU)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
B85
STA
ND
AR
DS (A
U)
B85STANDARDS (AU)
(c) 2014 Transoft Solutions, Inc. All rights reserved.
B85
STANDARDS
(AU)
(c)
2014 Tra
nsoft Solutions, Inc.
All rights reserved.
PL
OTTE
D B
Y :
Drafting.H
otdesk
ON
6/06/2016
AT
3:18:24 P
M
GTA onsultantsc
www.gta.com.au
DRAWING NO.
SCALEDATE
DESIGNER
PRELIMINARY PLAN
WITHOUT NOTIFICATION
ONLY SUBJECT TO CHANGE
FOR DISCUSSION PURPOSES
MELWAY REF
1:200 @ A3ASSUMED SPEED 5km/h
FROM VEHICLE BODY300mm CLEARANCE
VEHICLE BODY PATH
VEHICLE TYRE PATH
VEHICLE CENTRE LINE
SWEPT PATH KEY
:
:
:
metres
6.0
1.77
1.87
2.800.92
34.0:
Lock to Lock Time
Width
Track
B85
Steering Angle
4.91
1 BERYL AVENUE, OAKLEIGH SOUTH
PROPOSED RESIDENTIAL DEVELOPMENT
B85 CAR EGRESS SWEPT PATH ASSESSMENT
78/F1
14M2157100-AT01-05-P4A. HARMER
6 JUNE '16
Melbourne
A Level 25, 55 Collins Street
PO Box 24055
MELBOURNE VIC 3000
P +613 9851 9600
Brisbane
A Level 4, 283 Elizabeth Street
BRISBANE QLD 4000
GPO Box 115
BRISBANE QLD 4001
P +617 3113 5000
Adelaide
A Suite 4, Level 1, 136 The Parade
PO Box 3421
NORWOOD SA 5067
P +618 8334 3600
Townsville
A Level 1, 25 Sturt Street
PO Box 1064
TOWNSVILLE QLD 4810
P +617 4722 2765
Sydney
A Level 6, 15 Help Street
CHATSWOOD NSW 2067
PO Box 5254
WEST CHATSWOOD NSW 1515
P +612 8448 1800
Canberra
A Tower A, Level 5,
7 London Circuit
Canberra ACT 2600
P +612 6243 4826
Gold Coast
A Level 9, Corporate Centre 2
Box 37, 1 Corporate Court
BUNDALL QLD 4217
P +617 5510 4800
F +617 5510 4814
Perth
A Level 27, 44 St Georges Terrace
PERTH WA 6000
P +618 6361 4634
www.gta.com.au www.gta.com.au