PROPOSED MIXED USE DEVELOPMENT - Planning

PROPOSED MIXED USE DEVELOPMENT 264-270 NORMANBY ROAD, SOUTH MELBOURNE

TRAFFIC IMPACT ASSESSMENT REPORT

Prepared By

J. Bradley Amended By

P. Chan TTM Consulting (Vic) Pty. Ltd.

Suite 9, 70-80 Wellington Street, Collingwood Vic 3066

(03) 9419 0911 [email protected]

Prepared For Hayball

Suite 4, 135 Sturt Street, Southbank Vic 3006

12 June 2015 Amended 4 July 2019

Amended 14 November 2019

Proposed Mixed Use Development 264-270 Normanby Road, South Melbourne Ref: 10426R8323B.DOC Page 1

1. INTRODUCTION AND SCOPE TTM Consulting (Vic) Pty Ltd has been requested by the Applicant to provide a traffic impact assessment for a proposed mixed use development at 264-270 Normanby Road, South Melbourne. This report describes the expected traffic impacts of the proposal, including the likely effects on car parking availability and use, and concludes that there are no traffic or parking grounds which should warrant refusal of the sought planning application.

2. EXISTING CONDITIONS 2.1 The Overall Site

The subject site is located on the north-western side of Normanby Road and accommodates an area of approximately 7,695 square metres. It has approximately 150 metres frontage to Normanby Road and Munro Street along its south-eastern and north-western boundary respectively, and approximately 50 metres frontage to Montague Street along its north-eastern boundary.

The following figure shows the location of the overall site and the surrounding street network.

SITE LOCALITY PLAN


The site currently accommodates a mixture of commercial and retail premises and is located within the Capital City Zone – Schedule 1 (CCZ1) of the Port Phillip Planning Scheme. The Parking Overlay – Precinct 1 (PO1) of the Port Phillip Planning Scheme also applies to the site.

PLANNING ZONE

2.2 The Street Network

Normanby Road accommodates an approximately 17.5 metres wide two-way dual carriageway. The carriageway at the intersection with Montague Street on the south-east boundary of the site turns into an 18.5 metres wide two way dual lane carriageway with the addition of single left and right turn lanes for traffic heading towards the intersection. Kerbside parallel parking is permitted along sections of both sides of the carriageway. The following photographs show the typical configuration of Normanby Road along the frontage of the subject site.

LOOKING EAST LOOKING WEST

NORMANBY ROAD CONFIGURATION


Munro Street accommodates an approximately 13 metres wide two-way carriageway. Kerbside parallel parking is permitted along both sides of the carriageway. The following photographs show the typical configuration of Munro Street along the frontage of the site.

LOOKING EAST LOOKING WEST MUNRO STREET CONFIGURATION

Montague Street accommodates an approximately 20 metres wide two-way carriageway, which at the frontage to the site supports 3 lanes in each direction. Kerbside parking is not permitted along the carriageway. The following photographs show the typical configuration of Montague Street along the frontage of the site.

LOOKING NORTH LOOKING SOUTH

MONTAGUE STREET CONFIGURATION 2.3 Site Access

Three crossovers currently exist along the Normanby Road frontage, and 9 along the Munro Street frontage, giving access to the entire site. The following photograph shows the location of the 12 existing crossovers and their permitted turning movements.


EXISTING CROSSOVERS PERMITTED TURNING MOVEMENTS

Some of the crossovers indicated are shared amongst several properties. The following table provides a summary of the properties that have shared access rights.

Access No. Property Address

1 and 10 272 Normanby Road

264-270 Normanby Road

11 and 12




2.4 Nearby Facilities and Public Transport Services

The following facilities and public transport services are located within close proximity of the site:

Metro Trams #109 stops at Montague Street between Woodgate Street and Gladstone Lane, approximately 135 metres south-east of the site. The route runs between Box Hill and Port Melbourne.

1

2

3

4

5

6

7

8

9

10

11

12


Metro Trams #96 stops at the intersection of City Road and Whiteman Street approximately 560 metres east of the site. This route runs between East Brunswick and St Kilda Beach.

Metro Bus #235 stops on Normanby Road along the south-eastern boundary of the site. This route runs between the CBD and Fishermans Bend via Williamstown Road.

Metro Bus #234 stops on City Road at the intersection with Montague Street approximately 530 metres south-east of the site. This route runs between Garden City and the CBD (Queen Victoria Market).

Metro Bus #236 stops on Dorcas Street at the intersection with Iffla Street approximately 750 metres south of the site. This route runs between Garden City and Queen Victoria Market via the CBD.

Metro Bus #237 stops Lorimer Street approximately 790 metres north-west of the site. This route runs from the CBD to Fishermans Bend via Lorimer Street.

Galilee Catholic Primary School is located approximately 975 metres south-east of the site.

Woolworths and ALDI South Melbourne are located approximately 800 metres east of the site.

Port Melbourne Health is located approximately 515 metres south of the site, and South Melbourne Family Practise is located approximately 800 metres east of the site.

The following image shows the location of nearby public transport facilities.

NEARBY PUBLIC TRANSPORT


3. THE SUBJECT SITE (SITE 1)

The subject site, 264-270 Normanby Road, South Melbourne, located at the south-west end of the overall site, has approximately 40 metres frontages to both Normanby Road and Munro Street. Two existing crossovers from Munro Street currently allow access to the site, in addition to access from the lane located on the south-west boundary. The site is currently used as offices for a media group. The following images show the location of the subject sites with the overall site.

SITE LOCATIONS


4. THE PROPOSAL

The Applicant is proposing to construct a mixed use development within Site 1 of the subject site. The following table indicates the proposed inventory of the Site 1.

Use Inventory

Dwellings

- 1 bedroom - 2 bedrooms - 3 bedrooms

158 no.

18 no. 100 no. 40 no.

Retail Premises 882 sqm

Commercial Premises 2,437 sqm

Car Parking 101 no.

Bicycle Parking 188 no.

Motorbike Parking 3 no.

Loading Bay 1 no.

Vehicle access to the site is proposed via the widening of one existing crossover onto Munro Street situated on the north-western site frontage, with the other existing crossover to be removed with kerb and channel reinstated. The applicant is proposing to allocate the on-site parking as shown in the following table.

Users No. of Parking Spaces

Dwellings 69

Retail 6

Commercial 20

Car Sharing 6

TOTAL 101


5. PLANNING SCHEME PARKING REQUIREMENT AND PROVISION

Clause 45.09, Schedule 1 to the Parking Overlay (PO1) of the Port Phillip Planning Scheme applies to the subject site. The schedule is a car parking limitation policy which outlines maximum permissible car parking measures for new developments in the area. Therefore, the maximum car parking provision permissible for the development is as follows.

Planning Scheme Use

Maximum Car

Parking Rate Floor Area / No.

Maximum On-Site Parking Provision

Dwelling (1-2 bedroom)

1 per 2 dwellings 118 no. 59

Dwelling (3+ bedroom)

1 per dwelling 40 no. 40

Retail/Office 1 per 100 sqm gross FLA 3,319 sqm 33

Total 132 no.

The development plan indicates provision of 101 parking spaces which is less than the maximum permissible in the car parking limitation policy. Therefore the parking provision satisfies the requirements of the Planning Scheme.


6. TRAFFIC GENERATION AND IMPACTS 6.1 Case Study - Trip Generation Rates of Inner-City Developments

Developments located in inner city locations typically generate vehicle movements at a lower rate than those located in suburban areas. This is due to the proximity of trip attractions to the site and the convenience of public transport. Bank Apartments is located on the corner of City Road and Clarke Street, Southbank. The complex comprises 360 dwellings, 800 square metres of retail floor space and provides 251 on-site parking spaces. TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the site access of Bank Apartments on Thursday 3rd May, 2012, from 7:40am to 9:40am to determine the trip generation rates of an inner-city apartment complex. Over the two-hour period, 50 vehicle movements were observed. The peak hour of vehicle activity occurred from 8:00am to 9:00am, whereby 35 vehicle movements were observed in the following directions.

AM PEAK HOUR TRIP GENERATION

BANK APARTMENTS High density residential apartments have a high variability in number of parking spaces provided per dwelling. The number of parking spaces is typically a better indicator of traffic generation than the number of dwellings. As a result inner city parking spaces are estimated to generate peak hour vehicle movements at a rate of around 0.14 trips per parking space.

6.2 Comparison to RTA Trip Generation Rates The RTA Guide to Traffic Generating Developments (2013 amendment) includes traffic generation rates for high density apartments based the number of parking spaces. The surveyed apartments were close to public transport and greater than 6 storeys tall, which is considered an appropriate comparison for this development.


The RTA traffic generation rates are thus:

0.15 movements per space during AM peak

0.12 movements per space during PM peak

1.34 movements per space daily This results in traffic volumes similar to those based on the survey of Bank Apartments.

6.3 Application of Survey Data to Subject Proposal

Given that the location of the subject site is in close proximity to the Bank Apartments, its nearby public transport system and closely located trip attractions, it is likely that the subject proposal would generate traffic at a similar rate. Based on the surveyed trip generation rate of 0.14 vehicle movements per parking space, the proposed 101 parking spaces can be expected to generate in the order of 14 vehicle movements during each of the peak periods. Residential peak hour vehicle movements are commonly split in the peak direction as follows:

AM Peak Hour

Inbound 20% 3 vehicle movement

Outbound 80% 11 vehicle movements

PM Peak Hour

Inbound 60% 8 vehicle movements


These volumes are minor and it can be assumed the additional traffic will have minimal impact on existing traffic conditions proximate to the site.

6.4 Current Generation Rates

TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the existing site, 264-270 Normanby Road, South Melbourne, on Wednesday 3rd June, 2015 from 7:00am to 10:00am in the morning and 3:30pm to 6:30pm in the evening, to determine the current trip generation rates of the site at the moment. Over the 2 three-hour periods, 16 vehicle movements were observed in the morning and 6 in the evening. The peak hour of vehicle activity occurred from 9:00am and 10:00am, where 9 vehicle movements were observed in the following directions.


CURRENT PEAK HOUR TRIP GENERATION

SITE 1 Comparing this with the estimated expected vehicle movements, shows only a slight increase from 9 movements to 14 movements during the peak period for the proposed development.

7 PARKING AND ACCESS AREA DESIGN 7.1 Car Park Layout

The Applicant proposes 101 on-site parking spaces. Each space is generally 4.9 metres long and 2.6 metres wide. Spaces located adjacent to walls are provided with at least 300mm additional width. All spaces are accessed via a 6.4 metres wide driveway. Swept path diagrams have been prepared for vehicles circulating the accessways and accessing key parking spaces. A copy of the swept path diagrams are attached in Appendix A.

Blind aisles are not provided with turnaround bays because all on-site parking will be allocated to residents, staff, and car sharing services. Drivers will typically know the location of their parking spaces and are not expected to require a turnaround bay.

TTM recommends that convex mirrors be provided at changes of direction to provide additional safety for two-way movements.

7.2 Ramp Design

The accessway from the frontage is graded upwards at 1:12 for the first 6.2 metres, and 1:8 for the following 4.24 metres. All ramps are graded at no more than 1:4 (25%) with grade changes no more than 1:8 (12.5%). These gradients comply with the Design Standards of Clause 52.06-9. Vertical height clearances over the proposed accessway and ramps are no less than 2.2 metres. Given the proposed floor levels, this can be incorporated into the design.


7.3 Car Stacker System

TTM recommends the Klaus Multiparking Multibase 2072i-195 provided in combinations of single platform and double platform models, with the following details.

A single platform (2 car spaces) and a double platform (4 car spaces) can be accommodated in a width of 7.9 metres as provided for sets of 3 bays. The stackers will have drivable platforms with the following widths:

o Single platform: 2.5 metres drivable width.

o Double platform: 4.8 metres drivable width.

A double platform (4 car spaces) can provide a platform width of 4.9 metres within a width of 5.2 metres as provided for sets of 2 bays.

The system accommodates car heights up to 1.8 metres on the lower platform and 1.5 metres on the upper platform, which satisfies the Clause 52.06-9 Design Standards for Mechanical Parking. It requires a floor to ceiling clearance of 3.5 metres and a pit depth of 2.0 metres.

Each stacker can accommodate a platform length of 5.4 metres. A copy of the technical specification is attached in Appendix B.

7.4 Site Access Vehicular access to and from the site is proposed from Munro Street via an existing crossover which is located along the north-west boundary. The existing crossover will be widened to 6.1 metres.

Any redundant crossovers will be removed with kerb and channel and footpath reinstated.


7.5 Response to Design Requirements of Clause 52.06-9 Clause 52.06-9 from Planning Scheme outlines the design criteria for car parking. The following table provides a response to each of the items raised.

Clause 52.06-9 design criteria TTM Response

Design Standard 1 - Accessways

Be at least 3 metres wide. Satisfied.

Have an internal radius of at least 4 metres at changes of direction or intersection or be at least 4.2 metres wide.

Satisfied.

Allow vehicles parked in the last space of a dead-end accessway in public car parks to exit in a forward direction with one manoeuvre.

Not applicable as it is not a public car park.

Provide at least 2.1 metres headroom beneath overhead obstructions, calculated for a vehicle with a wheel base of 2.8 metres.

Satisfied.

If the accessway serves 4 or more car spaces or connects to a road in a Road Zone, the accessway must be designed so that cars can exit the site in a forward direction.

Satisfied.

Provide a passing area at the entrance at least 6.1 metres wide and 7 metres long if the accessway serves 10 or more car parking spaces and is either more than 50 metres long or connects to a road in a Road Zone.

Satisfied.

Have a corner splay or area at least 50 percent clear of visual obstructions extending at least 2 metres along the frontage road from the edge of an exit lane and 2.5 metres along the exit lane from the frontage, to provide a clear view of pedestrians on the footpath of the frontage road. The area clear of visual obstructions may include an adjacent entry or exit lane where more than 1 lane is provided, or adjacent landscaped areas, provided the landscaping in those areas is less than 900mm in height.

To the left of the exit lane the proposed retail wall will be constructed of transparent material within 2.5 metres of the frontage and 2 metres of the accessway to comply with this criterion.

To the right of the exit lane is the entry lane which is free of visual obstructions.

If an accessway to 4 or more car parking spaces is from land in a Road Zone, the access to the car spaces must be at least 6 metres from the road carriageway.

Not applicable.

Design Standard 2 – Car parking spaces

Dimensions of car parking spaces and accessways – Table 2.

Satisfied.



A wall, fence, column, tree, tree guard or any other structure that abuts a car space must not encroach into the area marked ‘clearance required’ on Diagram 1, other than:

A column, tree or tree guard, which may project into a space if it is within the area marked ‘tree or column permitted’ on Diagram 1.

A structure, which may project into the space if it is at least 2.1 metres above the space.

Diagram 1 Clearance to car parking spaces

Satisfied.

Car spaces in garages or carports must be at least 6 metres long and 3.5 metres wide for a single space and 5.5 metres wide for a double space measured inside the garage or carport.

Not applicable.

Where parking spaces are provided in tandem (one space behind the other) an additional 500 mm in length must be provided between each space.

Not applicable.

Where two or more car parking spaces are provided for a dwelling, at least one space must be under cover.

Satisfied.

Disabled car parking spaces must be designed in accordance with Australian Standard AS2890.6-2009 (disabled) and the Building Code of Australia. Disabled car parking spaces may encroach into an accessway width specified in Table 2 by 500mm.

Satisfied.

Design Standard 3: Gradients

Accessway grades must not be steeper than 1:10 (10 per cent) within 5 metres of the frontage to ensure safety for pedestrians and vehicles. The design must have regard to the wheelbase of the vehicle being designed for; pedestrian and vehicular traffic volumes; the nature of the car park; and the slope and configuration of the vehicle crossover at the site frontage. This does not apply to accessways serving three dwellings or less.

Satisfied.



Ramps (except within 5 metres of the frontage) must have the maximum grades as outlined in Table 3 and be designed for vehicles travelling in a forward direction.

Table 3: Ramp gradients

Type of car park Length of ramp

Maximum grade

Public car parks

20 metres or less 1:5 (20%)

longer than 20m 1:6 (16.7%)

Private or residential car parks

20 metres or less 1:4 (25%)

longer than 20m 1:5 (20%)

Satisfied.

Where the difference in grade between two sections of ramp or floor is greater than 1:8 (12.5 per cent) for a summit grade change, or greater than 1:6.7 (15 per cent) for a sag grade change, the ramp must include a transition section of at least 2 metres to prevent vehicles scraping or bottoming.

Plans must include an assessment of grade changes of greater than 1:5.6 (18 per cent) or less than 3 metres apart for clearances, to the satisfaction of the responsible authority.

Satisfied.

Design Standard 4: Mechanical Parking

At least 25 per cent of the mechanical car parking spaces can accommodate a vehicle clearance height of at least 1.8 metres.

Satisfied.

Car parking spaces that require the operation of the system are not allocated to visitors unless used in a valet parking situation.

Satisfied.

The proposed site access satisfies all sections of the design criteria under Clause 52.06-9 of the Planning Scheme.


8. PROVISIONS FOR LOADING

Each of the proposed commercial premises proposed for the site are relatively small and it is envisaged that most deliveries will be made by light commercial vehicles. The loading bay is 3.6 metres wide and 8.0 metres long, and has a height clearance of 4.0 metres.

Appendix A includes swept path diagrams for the loading facility using AutoTrack v18. The diagrams confirm that adequate manoeuvring space is provided for a 6.4 metres Small Rigid Vehicle from AS2890.2:2002 to access the loading area. The loading facility will also be used for refuse collection. The diagrams also confirm that adequate manoeuvring space is provided for a ‘waste-wise-mini’ rear loader. The dimensions of the design vehicles are included at the bottom of the diagrams attached in Appendix A.

9. BICYCLE FACILITIES

Table 2 of Schedule 1 to Clause 37.04 outlines the bicycle parking requirement for residential dwellings. Bicycle parking requirements for other uses are taken from Table 1 of Section 52.34. These requirements are summarised for the subject proposal in the following table.

Use User Planning Scheme Requirement Area/No. Bicycle spaces

Dwelling Residents 1 per dwelling 158 no. 158

Visitors 1 per 10 dwellings 158 no. 16

Retail Staff 1 per 300 sqm leasable floor area 882 sqm 3

Customer 1 per 500 sqm leasable floor area 882 sqm 2

Office

Staff 1 per 300 sqm leasable floor area if the net FLA exceeds 1000 sqm

2,437 sqm 8

Visitor 1 per 1000 sqm leasable floor area

if the net FLA exceeds 1000 sqm 2,437 sqm 2

Total 189

The development plans indicate 188 on-site bicycle spaces. TTM recommends that 1 bicycle hoop with capacity for 2 bicycles are provided on-site. Thus, the total bicycle parking provision should be 190 bicycles, which exceeds the Planning Scheme requirement.


10. FISHERMANS BEND STRATEGIC FRAMEWORK The site falls within the Fishermans Bend – Strategic Framework precinct. The following table provides a summary of the proposed development against the relevant transport related objectives set out in the Fisherman Bend Strategic Framework.

Objective Design Response

Objective 1.3 - Make Fishermans Bend an exceptional place to cycle.

1.3.7 - Encourage high quality end-of-trip facilities in new developments.

Access is provided on ground floor. Lifts provide access from ground floor to the basement where bicycle storage is provided for residents, staff, and visitors.

The Applicant is proposing 10 lockers and 2 showers adjacent to the bicycle storage area, which is considered appropriate.

1.3.8 - Ensure developments provide a minimum of one bicycle space for each dwelling and one space per 10 dwellings for visitors.

1.3.9 - Provide one bicycle space per 50m2 for workers and one space per 1000m2 for visitors in non-residential areas.

This standard requires up to 243 on-site bicycle spaces, while the Planning Scheme requires 189 spaces.

TTM recommends that bicycle parking be provided to satisfy the Planning Scheme rate which is considered appropriate.

Objective 1.4 - Create a street network that encourages walking and cycling while still facilitating vehicle access.

1.4.3 - Ensure properties on streets in activity cores, dedicated public transport routes and strategic cycling corridors are accessed from streets and laneways off this core network to priorities safety and movement flow.

1.4.4 - Provide rear access to properties on streets in activity cores, dedicated public transport routes and strategic cycling corridors to prioritise safety and movement flow.

Both street frontages would be considered primary streets in this context, thus the proposal has its primary vehicle access from Munro Street.

Objective 1.6 – Support long-term sustainable transport patterns.

1.6.1 - Reflecting the popularity and availability of sustainable transport alternatives, less car parking will be required. Private car parking in new developments is required to comply with the following ratios: 0.5 cars per one and two bedroom dwelling, 1 car per three bedroom dwelling and 1 car per 100m2 for employment uses.

Reflecting the popularity and availability of sustainable transport alternatives, less car parking has been provided than the ratios specified. This is in accordance with Clause 45.09 Schedule 1 to the Parking Overlay (PO1).

1.6.2 - Design car parks to allow for future conversion to alternative uses and subdivided as common property (not individually titled) to be managed by the owner’s corporation and leased to property owners.

Parking will be located in a common car park to be managed by the owner’s corporation.


Objective Design Response

1.6.3 - Support the off-site delivery of precinct car parking stations to provide dedicated car parking in the short term.

Not applicable.

1.6.4 - Encourage new development to incorporate green travel plans to support resident and worker use of alternative transport modes.

Green travel plan recommended.

1.6.5 - Locate car share spaces within new developments.

The proposal includes 6 spaces to be allocated to car share spaces.

Objective 1.7 – Support low-impact methods of delivering last-kilometre-freight and waste removal .

1.7.1 - Require buildings to be designed to ensure their deliveries, servicing and waste management are managed on-site.

Satisfied.

1.7.2 - Prioritise freight delivery and supply chain

solutions to reduce the number of trucks accessing

the area .

Not applicable.


11. RESPONSE TO COUNCIL COMMENTS

Council has provided internal referral comments for the proposal. The following table provides TTM’s response to each comment.

COUNCIL COMMENT TTM RESPONSE

Parking Layout and Access Arrangements:

Plans show 6.4m wide crossover via Munro Street will require an intermediate pedestrian refuge as per Clause 45.09. Suggest reducing width of the crossover. (It is noted TTM’s report suggest the crossover to be 5.5m wide.)

Amended layout includes 6.1 metres wide crossover.

The Fishermans Bend Framework proposes a new lane along the west side. If the new lane is accessible for vehicles we suggest revising the accessway to the new lane as per Clause 45.09 (and Clause 21.03).

The laneway along the western side of the site is accessible for pedestrians only.

Full pedestrian sight triangles have not been provided in accordance with Clause 52.06. Although the building is slightly setback from the property line they should provide a splay to satisfy Clause 52.06

The retail wall within the triangle 2.5 metres setback from the frontage and 2.0 metres west of the accessway will transparent to provide compliant sight triangle to the left of the exit lane. To the right of the exit lane is the entry lane which provides compliant visibility.

Swept path assessment needs to show two vehicles (B85 and B99 vehicles) can manoeuvre/simultaneously pass each other at the following locations:

at the ramp when accessing/exiting the Basement Level near Ground Level

using the ramp between Ground and Upper Ground Levels

We have concerns of potential vehicle conflicts at Ground Level when vehicles are exiting the Basement Level and vehicles entering the site. The proposal may cause vehicles to queue and obstruct the footpath when giving way to vehicles exiting the basement level. Also, the layout has not indicated how these vehicles will know when and where to wait to give way.

TTM’s swept path assessment at this location does not match for entry/egress movements.

Swept path diagrams attached in Appendix A for vehicles passing at critical locations.

The ramps throughout the car park are a minimum 5.5 metres wide, which are satisfactory for two way vehicle movements about the site. It is noted that that accessway and parking aisle configurations proposed are similar to many shopping centre car parks which generate much larger volumes of traffic.

A combination of line marking, signage, and mirrors will be used at the ground level to identify which movement has priority. Mirrors will also provide a view of trucks accessing the loading area which will generate short delays for other vehicles whilst the truck accesses the loading dock. These may be provided by way of a permit condition.

It is noted that the corner of the ramp from ground to first floor is adjacent to an unused area. The ramp has been be widened to utilise this area. Swept path diagrams (Appendix A, Sheet 2) demonstrate how vehicle circulation will be improved by incorporating this area.

Plans need to show the headroom clearance within ramps and all parking area.

Included in amended plans.


TTM’s report states the site will provide two disabled spaces with a shared area, but these are not shown on the plans. Plans needs to be updated per AS 2890.1.

One disabled space included in amended plans.

Plans should clearly identify which parking spaces are allocated for residents / visitors / staff.


Ramp

Plans need to show length, width and kerbs of all ramps, inc. at building frontage. Accessway grade must not be steeper than 1:10 (10 per cent) within 5.0 of the frontage to ensure safety for pedestrians and vehicles.


Plan shows ramp between Ground and Upper Ground will encroach into the retail area. Needs clarification. Proposed access to lifts and two storage areas and bike racks from this ramp would be difficult.

Concerns removed in amended plans.

Suggest an internal splay be provided on the left-hand side of the ramp for vehicles egressing Basement Level to improve turning movements and oncoming vehicles inter-visibility (refer above comments about vehicle movements).

Visibility will be provided by way of convex mirrors at the intersection which may be included as a permit conditions.

Swept path diagrams attached in Appendix A show that a vehicle can turn from the site entry and travel down the basement ramp while another vehicle is waiting to exit the basement ramp. Line-marking will be provided to indicate where the vehicle egressing the basement must give way. This may be provided by way of a permit condition.

Plans need to confirm ramp grades between Upper Ground and Level 1.


Loading Provision / Waste Collection Area

Columns and ramps do not provide convenient or safe access to loading area.

Swept path assessment indicate SRV size vehicles are required to reverse into the site from Munro Street. This is not supported. All vehicle movements must enter/exit the site in a forward direction.

All loading should be accommodated on site. The loading area is not conveniently located for residents or commercial premises to access.

Amended plans include amended loading area design which enables the SRV to enter and exit the site in a forwards direction.

Basement Parking

Need details of proposed Mechanical Stackers (Klaus Multiparking Multibase 2072i-195), including who can use spaces. Future occupiers would need training

Stackers in the basement level will be used by staff of the retail/commercial premises. Staff will receive training before being granted access to stacker spaces.


Need confirmation stacker spaces can provide platform 2.6m (w) x 5.4m (l) and structural components of the mechanical stackers’ system have been considered. Stacker’s specification sheet shows only a 5.2m (l) platform.

Swept path assessment for vehicle entering/exiting the mechanical stacker does not show the correct 2.6m wide platform proposed in the Report.

The stacker specification sheet attached in Appendix B indicates that it can provide up to 5.4 metres platform length.

The stackers are provided in combinations of single width and double width bays. The single width bays have a usable platform 2.5 metres wide, and the double width bays have a usable platform 4.8 metres wide.

Swept path diagrams attached in Appendix A confirm that the ‘B85’ design vehicle can access the critical stacker space at the end of the aisle. The swept path diagrams also show the location of the car stacker structure.

Report advice system can accommodate car heights of 1.8m is acceptable and complies with Clause 52.06. However, need a cross section of stackers along the southern boundary and the two stackers near the northern boundary.

Current head height clearance on the development plan confirms that each stacker system can provide spaces for 1.8 metre high vehicles on the lower platform and 1.5 metre high vehicles on the upper platform.

Near the southern boundary of the basement level the site has located a Fire Tank. The mechanical stackers may impact accessibility to this area.

The stackers are set back greater than 1 metre

from the wall which provides sufficient width

for pedestrians to walk to the fire tank.

Plans need to clearly show all carpark spaces adjacent to walls/columns/storage area have an additional 300mm clearance as per Clause 52.06.

For the current proposal at least 300mm clearance to the side of parking spaces adjacent to a wall is shown on the application plans.

Column sizes and locations comply with the clearance envelope from Clause 52.06-9 Design Standards.

Upper Ground and Level 1 to 3 Parking

Swept path assessment for spaces on L3 indicate entry/exit feasible, however, exiting vehicles need to reverse approx. 15m which is inconvenient.

Spaces will be allocated to residents who will be familiar with the access arrangement. For long-term residential parking, reversing approximately 15 metres from car parking is common and is considered appropriate.

Need assessment of the L3 spaces directly adjacent to the Lift.

Refer to swept path diagrams attached in Appendix A.

Need explanation how storage and bike facilities will not impact parking spaces.

TTM recommends the ‘Mona Lisa’ bicycle storage model which will be placed to allow 1.2 metres clearance for the bonnet/boot of the vehicle.

Aside from bicycle storage, no other storage facilities are provided over-bonnet.


Traffic Impact Assessment

Although not strictly applicable in Victoria, (NSW) RTA Guide to Traffic Generating Developments 2002 provides typical traffic generation rates for different land uses: High density residential = 0.24 peak hr vehicle trips / dwelling.

P. 9 of the TTM’s report cites an empirical rate of 0.14 peak hour trips / car space as surveyed at the Bank Apartments in May 2012. The empirical rate is comparatively lower than the RTA rate and the difference may be due the new building not being fully occupied at the time of survey. Using Nearmap, we believe the Bank Apartments completed construction late 2011.

High density residential apartments have a high variability in number of parking spaces provided per dwelling, therefore a generation rate based upon the number of parking spaces is typically a better indicator of traffic generation than the number of dwellings.

The RTA Guide to Traffic Generating Developments was amended in 2013 to include traffic generation rates for high density apartments based the number of parking spaces. The surveyed apartments were close to public transport and greater than 6 storeys tall, which is considered an appropriate comparison for this development.

The RTA traffic generation rates are thus:

0.15 movements per space during AM peak

0.12 movements per space during PM peak

1.34 movements per space daily

This results in traffic volumes similar to those contained in the TTM report.

Report does not distinguish expected movements between residents and retail / commercial premises.

No information provided on forecast turning movements. We note, given the existing No-Right-Turn from Munro St into Montague St, and Johnson St to be closed as part of FB Framework, an increase in traffic is expected at either Munro/Boundary and Boundary/Normanby (or the next intersections).

TTM’s assessment is based on current street configuration and makes no assessment of, or reference to future streetscape.

There has been no cumulative traffic assessment for future developments in this area that will impact Normanby Road or nearby streets

TTM Consulting has previously prepared a very

extensive report addressing traffic impacts

proximate to the site. A copy of this report is

attached in Appendix C.

The traffic generation presented in that report

for this site is almost identical.

Based upon the fact that there have been changes to the road network since the original report was completed and peak period traffic volumes will be similar, the additional traffic generated by this proposal will have no additional impact on the existing traffic conditions proximate to the site.

Munro Street

Currently there is no footpath along Munro Street. Suggest this be provided


Bike Facilities

The Applicant has referred to Clause 37.04 for residents/visitors and Clause 52.34 for retail/commercial premises to identify the bicycle parking rates. A total of 188 bicycle spaces should be provided on site.

The development plans include a provision of 188 bicycle spaces on-site. TTM recommends an additional bicycle hoop with capacity for 2 bicycles be provided on-site.

The proposed bicycle storage is distributed as


The Applicant has proposed to provide 186 bicycle facilities on-site. The Applicant has not clearly identified how they will propose to allocate the bike racks to residents/visitors and retail/commercials.

follows:

66 spaces are located on a bike rack above residential parking spaces (however these are useable by the owner of the parking space only),

103 vertically mounted resident spaces in the basement,

11 commercial spaces in the basement with 2 end of trip facilities.

16 visitor spaces in the basement.

Plans indicate 117 bicycle facilities are located within the Basement Level and all other racks are above carpark spaces on the Upper Ground and Level 1 to 3. We do not believe these bicycle facilities on Upper Ground and Level 1 to 3 are easily accessible or convenient to use.

Resident visitors are likely to prefer to store their bicycles in a secure location such as the basement bicycle storage facilities. Residents can provide visitors access. Bicycle storage in the basement is approximately 10 metres from the lifts which provide access from ground floor.

The most appropriate location for customer bike spaces for the commercial uses would be in a visible location along the street frontages of the site.

Similarly, the over bonnet bike racks located in retail/commercial car park spaces will not be convenient to use/shared.

Spaces with over-bonnet bike racks are allocated to residents only and will be for the use only of the resident who owns the parking space. Therefore the use of over-bonnet bicycle racks is considered appropriate.

Bike facilities located within the Basement Level will obstruct pedestrian access to the Lift. Also, can the Applicant confirm they can provide at least 1.5m walkway between the bike facilities?

The plans show appropriate circulation space for the storage and manoeuvring of bikes in and out of the storage facility.

The Applicant should consider Clause 52.34 and locate bike racks to be ridden within 30m and convenient to access the main building entrances and identify the acceptable number of Showers and Change Rooms.

There is provision for end of trip facilities in the basement car park which is in an appropriate and secure location.

All the bicycle facilities are easily accessible either by the internal vehicle ramps or the passenger lifts.

The make and model of bicycle storage facilities has not been indicated. Can the applicant specify the make and model of these bicycle facilities?

Mona Lisa racks are proposed for those spaces contained within car parking spaces.

Attached in Appendix D is a range of bike rack options that could be incorporated into the site design.

TTM suggested to locate bike racks along Munro Street. This is not supported. All bike racks must be provided on-site.



12. SUMMARY AND CONCLUSIONS

The Applicant is proposing to construct a residential development at 264-270 Normanby Road, which is summarised in a traffic and parking context as follows:

The development plan indicates an on-site parking provision of 101 spaces, which satisfies the provisions of Schedule 1 of the Parking Overlay limitation policy from the City of Port Phillip Planning Scheme.

Traffic generated by the site will have minimal impact on existing proximate traffic conditions.

The site access, parking and circulation arrangements have been designed appropriately for vehicular movements throughout the development.

The on-site bicycle parking provision is considered appropriate for this form of development.

There are no traffic or parking grounds which should warrant refusal of the sought Planning Permit.

TTM Consulting (Vic) Pty. Ltd.

Peter Chan

APPENDIX A Swept Path Diagrams

TIT

LE

E

AS

EM

EN

T

RAMP1:4

RAMP1:8

WATERSUPPLY

4900 6400

71 m²

MBMB

6100

2000

DOUB

LEST

ACKE

RCA

RPAR

K

DOUB

LEST

ACKE

RCA

RPAR

K

RETA

ILCA

RPAR

KRE

TAIL

CARP

ARK

MB

300

1500

1500

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

VISITOR BIKE SPACECOMMERCIAL BIKE SPACE

DASH

LINE

INDI

CATE

LEVE

L ABO

VE5270

HEAD

HROO

M CL

EARN

ACE

2.2 m

UNDE

RNEA

TH T

HE R

AMP

RAMP

1:20

AHD -1.06 m

4800

AHD -1.06 mN E

W

L A

N E

W A

Y

LINE

OF T

OWER

ABO

VE

3200

TIT

LE

E

AS

EM

EN

T

RAMP1:4

RAMP1:8

WATERSUPPLY

4900 6400

71 m²

MBMB

6100

2000

DOUB

LEST

ACKE

RCA

RPAR

K

DOUB

LEST

ACKE

RCA

RPAR

K

RETA

ILCA

RPAR

KRE

TAIL

CARP

ARK

MB

300

1500

1500

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

VISITOR BIKE SPACECOMMERCIAL BIKE SPACE

DASH

LINE

INDI

CATE

LEVE

L ABO

VE

5270

HEAD

HROO

M CL

EARN

ACE

2.2 m

UNDE

RNEA

TH T

HE R

AMP

RAMP

1:20

AHD -1.06 m

4800

AHD -1.06 mN E

W

L A

N E

W A

Y

LINE

OF T

OWER

ABO

VE

3200

1

PROPOSED DEVELOPMENT

264-270 NORMANBY ROAD

SOUTH MELBOURNE

SWEPT PATH DIAGRAMS

Sheet No :

Scale

10

1:200 @ A4

2 3 4

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance

TTM Consulting (Vic) Pty Ltd

Suite 9, 70 - 80 Wellington Street

Collingwood VIC 3066

P : (03) 9419 0911

E : [email protected]

W : www.ttmgroup.com.au

B99 ingress into basement passing a B85, and B85 ingress into car stacker

B99 Vehicle (Realistic min radius) (2004)

Overall Length 5.200m

Overall Width 1.940m

Overall Body Height 1.527m

Min Body Ground Clearance 0.120m

Track Width 1.840m

Lock to Lock Time 4.00sec

Curb to Curb Turning Radius 6.250m

5.2

0.95 3.05






Track Width 1.770m



Swept Path Diagram Prepared using AutoTrack v18

4.91

0.92 2.8

Drawing No : 1042601

BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :

Amended PlansB PC 23/10/19

B99 egress from basement, and B85 egress from car stacker

AutoCAD SHX Text

2072 DB LP=480

AutoCAD SHX Text

2072 DB LP=480

159 m²RETAIL

383 m²CAR PARK

MAIL

RAMP

1:12

RAMP 1:8

LOADING BAY 4mHEAD CLEARANCE

HW BIN

AHD 3.00 m

AHD 2.40 m

RAMP1:8

RAMP1:4

RAMP 1:8

RAMP

RAMP

1:14

FIRE

CONTROL

ROOM

PARCEL

1400

AHD 1.90 m

4240

6200

6100

6400

6100

2000

1390

20008980

30 m²SUBSTATION

6100

600

4390

HEAD

HROO

M CL

EARN

ACE

2.2 m

OVER

THE

RAM

P

PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

383 m²CAR PARK

MAIL

RAMP 1:8


AHD 3.00 m

HW 56 m²BIN

AHD 3.00 m

AHD 2.40 m

RAMP1:8

RAMP1:4

RAMP 1:8

RAMP

1:4

FIRE

CONTROL

ROOM

PARCEL

AHD 1.90 m

4240

6400

6100

2000

1390

20008980

30 m²SUBSTATION

6100

4390

HEAD

HROO

M CL

EARN

ACE

2.2 m

OVER

THE

RAM

P

PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

2



SOUTH MELBOURNE

SWEPT PATH DIAGRAMS

Sheet No :

Scale

10

1:200 @ A4

2 3 4

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



B99 ingress towards basement ramp passing a B85






Track Width 1.840m



5.2

0.95 3.05






Track Width 1.770m




4.91

0.92 2.8


BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :


B99 ingress to upper ground passing a B85

159 m²RETAIL

383 m²CAR PARK

MAIL

RAMP

1:12

RAMP 1:8


HW BIN

AHD 3.00 m

AHD 2.40 m

RAMP1:8

RAMP1:4

RAMP 1:8

RAMP

RAMP

1:14

FIRE

CONTROL

ROOM

PARCEL

1400

AHD 1.90 m

4240

6200

6100

6400

6100

2000

1390

20008980

30 m²SUBSTATION

6100

600

4390

HEAD

HROO

M CL

EARN

ACE

2.2 m

OVER

THE

RAM

P

PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

159 m²RETAIL

383 m²CAR PARK

MAIL

RAMP

1:12

RAMP 1:8


HW BIN

AHD 3.00 m

AHD 2.40 m

RAMP1:8

RAMP1:4

RAMP 1:8

RAMP

RAMP

1:14

FIRE

CONTROL

ROOM

PARCEL

1400

AHD 1.90 m

4240

6200

6100

6400

6100

2000

1390

20008980

30 m²SUBSTATION

6100

600

4390

HEAD

HROO

M CL

EARN

ACE

2.2 m

OVER

THE

RAM

P

PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

3



SOUTH MELBOURNE

SWEPT PATH DIAGRAMS

Sheet No :

Scale

10

1:200 @ A4

2 3 4

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



SRV ingress to loading bay



BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :


SRV - Small Rigid Vehicle





Track Width 2.330m



6.40

1.05

3.80

SRV egress from loading bay

AHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900

HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)

PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

TAHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

AHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

AHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

4



SOUTH MELBOURNE

SWEPT PATH DIAGRAMS

Sheet No :

Scale

10

1:200 @ A4

2 3 4

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



B85 ingress into parking spaces



BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :







Track Width 1.770m



4.91

0.92 2.8

B85 egress from parking spaces

AHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

TAHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

AHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

AHD 17.40 m

RAMP 1:4

RAMP 1:4

RAMP 1:8

6400

4900

4900

2000

5600

300

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESIDENTIALCARPARK

RESI

DENT

IAL

CARP

ARK

RESI

DENT

IAL

CARP

ARK

900


PROP

OSED

ADJ

ACEN

T DE

VELO

PMEN

T

5



SOUTH MELBOURNE

SWEPT PATH DIAGRAMS

Sheet No :

Scale

10

1:200 @ A4

2 3 4

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



B85 ingress into parking spaces



BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :







Track Width 1.770m



4.91

0.92 2.8

B85 egress from parking spaces

APPENDIX B Car Stacker Specifications

45160 Free space

Head

room

acc

ordin

g80

Delim

itatio

n

to lo

cal r

egula

tions

ater drainage1-2%1-2%

W

520 for vehicle up to 5.00 m = 16ʼ4ʼʼ long(540 for vehicle up to 5.20 m 17ʼ long)

50

Grounding

100

50Cu

tting

thro

ugh

Free space

KLAUS Multiparking GmbHHermann-Krum-Straße 2D-88319 AitrachFon +49 (0 ) 7565 508-0Fax +49 (0 ) 7565 [email protected]

All space requirements are minimum finished dimensions.Tolerances for space requirements .Dimensions in cm.EB (single platform) = 2 vehiclesDB (double platform) = 4 vehicles

+30

Mult

iBas

e20

72i |

Code

num

ber 5

87.2

9.63

0-00

2 | V

ersio

n 08

.201

6

2000 kg / 2600 kg

PRODUCT DATA

30160

55

125100500 (520)

45

15° 6° 13°

see

table

Standard passenger cars:Limousine, station wagon, SUV, van according to clearance and maximal surface load.

Clearance profile

width weight wheel load

190 cm max. 2000 kg max. 500 kg

Standard Special190 cm

max. 2600 kg max. 650 kg

Dimensions

Suitable for

Garage without door (basement garage)

In compliance with DIN EN 14010, 10 cm wide yellow-black markings compliant to ISO 3864 must be applied by the customer to the edge of the pit in the entry area to mark the danger zone (see „load plan“ page 4).Slope with drainage channel and sump.At the transition section between pit floor and walls no hollow mouldings/coves are possible. If hollow mouldings/coves are required, the systems must be designed smaller or the pits accordingly wider.For convenient use of your parking space and due to the factthat the cars keep becoming longer we recommend a pit length of 540 cm.Must be at least as high as the greatest car height + 5 cm.

Standard typeSpecial system: maximum load for extra charge(maximum load for EB up to 3000 kg per place for extra charge).To follow the minimum finished dimensions, make sure to consider the tolerances according to VOB, part C (DIN 18330 and 18331) and the DIN 18202.Car width for platform width 230 cm. If wider platforms are used it is also possible to park wider cars.If a higher ceiling height is available higher cars can be parked.For dividing walls: cutting through 10 x 10 cm.Potential equalization from foundation grounding connection to system (provided by the customer).

1 2

3

4

6

78

9 10

11

12

12

3

4

5

67

8

910

11

12

3

4

170

165

320

175

170

330

(325

)

185

180

350

(335

)

190

185

360

(340

)

200

195

380

(350

)

height320

upper150

lower150

car heightheight upper lower




car height

330 155 155 350 165 165(335) 150 165

360 170 170(340) 150 170

380 180 180(350) 150 180(325) 150 155

2072i-165 2072i-170 2072i-180 2072i-185 2072i-195

210

205

400

(360

)

220

215

420

(370

)

225

430

(375

)

220

235

450

(385

)

230

height upper lowercar height




400 190 190(360) 150 190

420 200 200(370) 150 200

430 205 205(375) 150 205

450 215 215(385) 150 215

2072i-205 2072i-215 2072i-220 2072i-230

1

5 5 5 5

5 5 55

Page 1SectionDimensionsCar data

Page 2Width dim. without door

Page 3Width dim. with doorFunction

Page 4ApproachLoad plan

Page 5Installation Electricalinstallation

Page 6Technicaldata

Page 7To be perfor-med by thecustomerDescription

MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 2 of 7

For parking boxes on the edges and boxes with intermediate walls we recommend our maximum platform width of 270 cm for single platforms and 540 for double platforms. Problems may occur if smaller platform widths are used (depending on car type, access and individual driving behaviour and capability).For larger limousines and SUV wider driveways are necessary (in particular on the boxes on the sides due to the missing manoeuvring radius).

Width dimensions for garage without door (basement garage)Dividing walls

Columns in pit

Columns outside pit

B1

EB

B1

DB

B1

EB DB

Carriageway inaccordance withlocal regulations

Single Platform (EB) Double Platform (DB) Single and Double Platform (EB + DB) – Example

usable platform width B1 usable platform width B1 usable platform width B1230240250260270

260270280290300

460470480490500

490500510520530

750770790810830

230 + 460240 + 470250 + 480250 + 500270 + 500

510 540520 550530 560540 570

840270 + 510850270 + 520860270 + 530870270 + 540


B2

EB EB

B3 min. 20

max

.14

0m

ax.

30

B2

DB DB

B3 min. 20

max

.14

0m

ax.

30

EB EB

B2

DB DB

B3 min. 20m

ax.

140

max

.30

Carriageway inaccordance withlocal regulationsusable platform width B2 B3 usable platform width B2 B3usable platform width B2 B3

460470480490

485495505515

475485495505

745765785805

500 525 515 825795815

735755775

230 + 460240 + 470250 + 480250 + 500270 + 500

230240250260

255265275285

245255265275

270 295 285510 535 525 835 825270 + 510520 545 535 845 835270 + 520530 555 545 855 845270 + 530540 565 555 865 855270 + 540


B4

EB EB

B5 min. 20 B4

DB DB

B5 min. 20 B4

DB DB

B5 min. 20

EB EB

Carriageway inaccordance withlocal regulationsusable platform width B4 B5 B5usable platform width B4usable platform width B4 B5

460470480490500

480490500510520

470480490500510

740760780800820

730750770790810

230 + 460240 + 470250 + 480250 + 500270 + 500

230240250260270

250260270280290

240250260270280

510 530 520 830 820270 + 510520 540 530 840 830270 + 520530 550 540 850 840270 + 530540 560 550 860 850270 + 540






Page 6Technicaldata



Width dimensions for garage with doorGarage with doorSingle platform (EB)

Double platform (DB)

B6

DB

B7 B7B6

DB

B7 B8B6

B8

DB

A3

Carriageway in accordancewith local regulations

usable platform width460470480490

540

B715151515

15

B830303030

30

door entrance width B6460470480490

540530 15 30530520 15 30520510 15 30510500 15 30500

B6

EB

A3

B7 B7B6

EB

B7 B8B6

B8

EB

Carriageway in accordancewith local regulations

usable platform width230240250260270

B71515151515

B83030303030

door entrance width B6230240250260270

u

For parking boxes on the edges and boxes with intermediate walls we recommend our maximum platform width of 270 cm for single platforms and 540 for double platforms. Problems may occur if smaller platform widths are used (depending on car type, access and individual driving behaviour and capability).For larger limousines and SUV wider driveways are necessary (in particular on the boxes on the sides due to the missing manoeuvring radius).

System loweredSystem lifted

Function

A1

801-2%1-2%

A350

A2

Free space forroller shutter

Water drainageHe

adro

om a

ccor

ding

to d

oor s

pecif

icatio

nsHeight

Dimensions A1, A2 and A3 must be coordinated with the door supplier (provided by the customer).Slope with drainage channel and sump.Seat-engaging surface (dimensions require coordination with door supplier.) Allround door dimensions require coordination between door supplier and local agency of KLAUS Multiparking.

13

14

15

13

14

13

13

1515






Page 6Technicaldata



Load plan

Units are dowelled to the floor. Drilling depth: approx. 15 cm.Floor and walls below the drive-in level are to be made of concrete (quality minimum C20/25)!The dimensions for the points of support are rounded values. If the exact position is required, please contact KLAUS Multiparking.

290 180520 (540)

F6

F5

H115

F2

F3

F4

F1

7,5B1

EB

7,510

Marking

F1

F2

F1

F2F3 F4 F3F4

F5 F6 F5F6

7,5B1

DB

7,5

Marking

F1

F2

F1

F2F3 F4 F3F4

F5 F6 F5F6

platform loadEB 2000 kgEB 2600 kg

F1±1±1,3

F2 F3+12+15

F4 F5 F6±0,8±1

±1,1±1,4

±1,1±1,4

DB 2000 kgDB 2600 kg

±1,6±2,1

+20+26

±2,6±3,4

±2±2,6

±2±2,6

+28–1,7+36–2,2

+51–6,7+67–8,6

EB 3000 kg ±1,5+17 ±1,2 ±1,6 ±1,6+42–2,4

Dimension B1 see page 2Marking compliant to ISO 3864 (colors used in this illustration are not ISO 3864 compliant)All forces in kN

Type2072i-1652072i-1702072i-1802072i-1852072i-1952072i-2052072i-2152072i-220

H1210215225230240250260265

2072i-230 275

16

17

18

16

1717

18






Page 6Technicaldata


Approach

The illustrated maximum approach angles must not be exceeded. Incorrect approach angles will cause serious maneouvring & positioning problems on the parking system for which the local agency of KLAUS Multiparkingaccepts no responsibility.

maximumdescendingslope 3 %

maximumascendingslope 10 %


Electrical installationInstallation diagram Electrical data (to be performed by the customer)

180

120

0,00

123

6

713

11

109

8

5

12

14

4

to the nextsystem

Conduit EN 25 (M25)height: + 1.70 m

Conduit EN 25 (M25)height: + 1.10 m

in the supplyline

in the supplyline

Main fuse:3 x fuse 16 A (slow))or circuit breaker 3 x 16 A(trigger characteristic K or C)3 x fuse 20 A (slow))or circuit breaker 3 x 20 A(trigger characteristic K or C)

1 per 3,0 kWunit1 per5,2 kWunit

2 1

No. Qunatity Description Position Frequencyin the supplyline

Electricity meter1 1

Supply line 5 x 2,5 mm2 (3 PH + N + PE) with marked wireand protective conductor

to main switch3 1 per unit1

Foundation earth connector corner pit floor4 every10 m

Equipotential bonding in accordancewith DIN EN 60204 from foundationearth connector to the system

5 1 persystem

1

Electrical data (included in delivery of KLAUS Multiparking)

No. Description

891011121314

Junction box unit

7 Supply line 5 x 2,5 mm2 (3 PH + N + PE) with marked wireand protective conductor

6 Lockable main switch

Wiring harness multiparking systemConnection cable (operating device)Operating deviceControl line 4 x 2,5 mm2 with marked wire and protective conductorHydraulic unit 3,0 kW/5,2 kW, three-phase current, 400 V / 50 HzConnection cable to the next system

Unit with 5,2 kW only for 2072i DB 2.6 to20

20

Installation data – Free space for longitudinal and vertical ducts (e.g. ventilation)

10

B1+5

35103510351035

B1+2,5 B1+2,5 B1+5

20 20

30

B2B3B2≥20 ≥20

max

.140

EB EB DB DB

Approach level

Free space for vertical pipelines,ventilation branch canals

Free space for horizontalducting

Example for ventilation branchcanal and/or vertical pipelines.

Dimensions B1, B2 and B3 see page 2

Free space only applicable if vehicle is parked forwards = FRONT FIRST and driver’s door on the left side.

19

19 19

19






Page 6Technicaldata


MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 6 of 7Page 1SectionDimensionsCar data





Page 6Technicaldata


Technical data

Low-noise power units mounted to rubber-bonded-to metalmountings are installed. Nevertheless we recommend that parking system’s garage be built separately from the dwelling.

Units

– wall recess plans– maintenance offer/contract– declaration of conformity– test sheet on airborne and slid-borne sound

Available documents

By default, the system can only be used for a fixed number ofusers.If different users use the system – only on the upper parking spaces – (e.g. short-time parkers in office buildings or hotels) the Multiparking system needs to be adjusted. If required, would you please contact us.

Field of application

If the permissible drop opening is exceeded, railings are to bemounted on the systems. If there are traffic routes next to or behind the installations, railings compliant to DIN EN ISO 13857 must be installed by the customer. Railings must also be in place during construction.

Railings

Environmental conditions for the area of multiparking systems:Temperature range –10 to +40° C. Relative humidity 50% at amaximum outside temperature of +40° C.If lifting or lowering times are specified, they refer to an environmental temperature of +10° C and with the system set up directly next to the hydraulic unit. At lower temperatures or with longer hydraulic lines, these times increase.

Environmental conditions

See separate sheet regarding corrosion protection.Corrosion protection

According to DIN 4109 (Sound insulation in buildings), para. 4,annotation 4, KLAUS Multiparkers are part of the building services(garage systems).

Normal sound insulation:DIN 4109, para. 4, Sound insulation against noises from buildingservices.Table 4 in para. 4.1 contains the permissible sound level valuesemitted from building services for personal living and working areas. According to line 2 the maximum sound level in personal living andworking areas must not exceed 30 dB (A). Noises created by users are not subject to the requirements(see table 4 , DIN 4109).The following measures are to be taken to comply with this value:– Sound protection package according to offer/order

(KLAUS Multiparking GmbH)– Minimum sound insulation of building R’w = 57 dB

(to be provided by customer)

Increased sound insulation (special agreement):Draft DIN 4109-10, Information on planning and execution,proposals for increased sound insulation.Agreement: Maximum sound level in personal living and workingareas 25 dB (A). Noises created by users are not subject to therequirements (see table 4, DIN 4109).The following measures are to be taken to comply with this value:– Sound protection package according to offer/order

(KLAUS Multiparking GmbH)– Minimum sound insulation of building R’w = 62 dB

(to be provided by customer)

Note: User noises are noises created by individual users in ourMultiparking systems. These can be noises from accessing theplatforms, slamming of vehicle doors, motor and brake noises.

Sound insulation

To avoid damages resulting from corrosion, make sure to follow our cleaning and care instructions and to provide good ventilation of your garage.

Care

According to LBO and GaVo (garage regulations) the Multiparking systems are subject to approval. We will provide the required building application documents.

Building application documents

The systems on offer comply with DIN EN 14010 and EC Machine Directive 2006/42/EC. Furthermore, this system underwent voluntary conformity testing by TÜV SÜD.

CE Certification


Description Single platform (EB) and Double platform (DB)

We reserve the right to change this specification without further notice

Multiparking system providing independent parking spaces for2 cars (EB), 2 x 2 cars (DB), one on top of the other each.Dimensions are in accordance with the underlying dimensions ofparking pit, height and width.The parking bays are accessed horizontally (installation deviation ± 1% for correct drainage of platforms).Due to the special lifting and bearing construction lifting of the doorsis not restricted.Vehicles are positioned on each parking space using wheel stops onthe right side (adjust according to operating instructions).Operation via operating device with hold-to-run-device usingmaster keys.The operating elements are usually mounted either in front of thecolumn or on the outside of the door frame.Operating instructions are attached to each operator's stand.For garages with doors at the front of the parking system the specialdimensional requirements have to be taken into account.

General description

– 2 steel pillars (mounted on the floor)– 2 sliding platforms (mounted to the steel pillars with

sliding bearings)– 2 platforms– 1 electro-hydraulic synchronization control system (to ensure

synchronous operation of the hydraulic cylinders while lowering and lifting the platform)

– 2 hydraulic cylinders– 2 rigid supports (connect the platforms)– 2 chains and pocket wheels– 2 automatic hydraulic safety valves (prevents accidental

lowering of the platform while accessing the platform)– Dowels, screws, connecting elements, bolts, etc.– The platforms and parking spaces are end-to-end

accessible for parking!

Multiparking system consisting of:

– Platform base sections– Adjustable wheel stops– Canted access plates– Side members– Central side member [only DB]– Cross members [DB long and short cross members]– Safety railings – along the upper and lower platform (if required)– Screws, nuts, washers, distance tubes, etc.

Platforms consisting of:

– Hydraulic cylinder– Solenoid valves– Safety valves– Hydraulic conduits– Screwed joints– High-pressure hoses– Installation material

Hydraulic system consisting of:

– Operating device (Emergency Stop, lock, 1 master key perparking space)

– Control unit with wiring harness and sensors

Electric system consisting of:

– Hydraulic power unit (low-noise, installed onto a console with arubber-bonded-to-metal mounting)

– Hydraulic oil reservoir– Oil filling– Internal geared wheel pump– Pump holder– Clutch– 3-phase-AC-motor– Junction box unit with contactor, motor protection switch and

control fuse– Test manometer– Pressure relief valve– Hydraulic hoses (which reduce noise transmission onto the

hydraulic pipe)

Hydraulic unit consisting of:

KLAUS Multiparking reserves the right in the course of technical progress to use newer or other technologies, systems, processes, procedures or standards in the fulfillment of their obligations other than those originally offered provided the customer derives no disadvantage from their so doing.

To be performed by the customer

715

= == =

20

9 9

9

Operating device exposed Operating device concealed110 abovecarriagewaylevel

120 abovecarriagewaylevel

Conduit EN25 (M25)

Any constraints that may be necessary according to DIN EN ISO 13857 in order to provide protection for the park pits for pathways directly in front, next to or behind the unit. This is also valid during construction. Railings for the system are included in the series delivery when necessary.

Safety fences

Consecutive numbering of parking spaces.Numbering of parking spaces

Any required lighting, ventilation, fire extinguishing and fire alarmsystems as well as clarification and compliance with the relevantregulatory requirements.

Building services

Any necessary wall cuttings according to page 1.Wall cuttings

For the front area of the pit we recommend a drainage channel,which you connect to a floor drain system or sump (50 x 50 x 20 cm).The drainage channel may be inclined to the side, however not thepit floor itself (longitudinal incline is available). For reasons ofenvironmental protection we recommend to paint the pit floor, andto provide oil and petrol separators in the connections to the publicsewage network.

Drainage

If due to structural conditions strip footings must be effected, thecustomer shall provide an accessible platform reaching to the topof the said strip footings to enable and facilitate themounting work.

Strip footings

According to DIN EN 14010, a warning that identifies this danger area must be placed in the entrance area that conforms to ISO 3864. This must be done according to EN 92/58/EWG for systems with a pit (platforms within the pit) 10 cm from the edge of the pit.

Marking

Suitable electrical supply to the main switch must be provided by the customer during installation. The functionality can be monitored on site by our fitters together with the electrician. If this cannot be done during installation for some reason for which the customer is responsible, the customer must commission an electrician at their own expense and risk.In accordance with DIN EN 60204 (Safety of Machinery. ElectricalEquipment), grounding of the steel structure is necessary, providedby the customer (distance between grounding max. 10 m).

Electrical supply to the main switch / Foundation earth connector

– Mounting of contactor and terminal box to the wall valve, complete wiring of all elements in accordance with the circuit diagram

– Costs for final technical approval by an authorized body– Main switch– Control line from main switch to hydraulic unit

If the following are not included in the quotation, they willalso have to be provided / paid for by the customer:

Cable conduits and recesses for operating device (for double wingdoors: please contact the local agency of KLAUS Multiparking).

Operating device






Page 6Technicaldata


APPENDIX C Previous TTM Traffic Assessment

PROPOSED MIXED USE DEVELOPMENTS

238-272 and 203-217 NORMANBY ROAD, SOUTH MELBOURNE

CUMULATIVE TRAFFIC IMPACT ASSESSMENT REPORT

Prepared By

S. Prasad


Suite 9, 70-80 Wellington Street,

Collingwood Vic 3066

Phone : (03) 9419 0911

Email : [email protected]

Prepared For

Hayball

Suite 4, 135 Sturt Street,

Southbank Vic 3006

20 January 2016

Proposed Mixed Use Development

Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 1

1. INTRODUCTION AND SCOPE

TTM Consulting (Vic) Pty. Ltd. has been requested by the Applicant to provide a

consolidated cumulative traffic impact assessment for the following proposed mixed use

developments on Normanby road, South Melbourne :-

Site 0 – 272 Normanby Road;

Site 1 – 264-270 Normanby Road;





Site 6 – 203-205 Normanby Road.

Reports for each of the developments have been prepared previously, however in response

to a request by the Department of Environment, Land, Water and Planning, a consolidated

traffic report has been prepared for the developments. The purpose of this report is to assess

the cumulative impacts of the proposed developments on the adjacent road network and to

develop integrated solutions to mitigate any impacts.

The report has concluded that there are no traffic or parking grounds which should warrant

refusal of the sought planning applications.

2. EXISTING CONDITIONS

2.1 The Overall Site

The development sites are located across two separate blocks on Normanby Road. The first

block, accommodating Sites 0, 1, 2, 3 and 4 are located on the north-western side of

Normanby Road and accommodates an area of approximately 7,695 square metres. It has

approximately 150 metres frontage to Normanby Road and Munro Street along its south-

eastern and north-western boundary respectively, and an approximately 50 metres frontage

to Montague Street along its north-eastern boundary.

Figure 2.1.1 shows the location of the overall site and the surrounding street network.



FIGURE 2.1.1: SITE 0, 1, 2, 3 and 4 LOCALITY PLAN

The second block, accommodating Sites 5 and 6 is located on the south-eastern side of

Normanby Road and accommodates an area of approximately 4,932 square metres. It has

approximately 80 metres frontage to Normanby Road and Woodgate Street along its north-

western and south-eastern boundary respectively (refer Figure 2.1.2).

FIGURE 2.1.2: SITE 5 AND 6 LOCALITY PLAN



The sites currently accommodate a mixture of commercial and retail premises and is located

within the Capital City Zone – Schedule 1 (CCZ1) of the Port Phillip Planning Scheme. The

Parking Overlay – Precinct 1 (PO1) of the Port Phillip Planning Scheme also applies to the

site. The surrounding land use is a mixture of retail and commercial with high rise unit

developments also located nearby.

2.2 The Street Network

Normanby Road is a local road which has a 17.5 metres wide two-way carriageway and

forms the frontage for both development lots. The road has two lanes in each direction, with

on-street parking. At the Montague Street intersection, the road widens to 18.5 metres,

accommodating additional single left and right turn lanes on the south west approach.

Kerbside parallel parking is permitted along sections of both sides of the carriageway.

Montague Street is a local arterial road and has a 20 metres wide two-way carriageway,

which at the frontage to the site supports three lanes in each direction. Kerbside parking is

not permitted along the carriageway. The road forms the primary link from the development

lots to the Westgate Freeway / Citylink as well as into the CBD.

Munro Street is a local road and forms the northern boundary for development Lot 1. The

road has a 13 metre wide carriageway which accommodates a single lane in each direction

as well as kerbside parking along both sides. There are numerous driveways and rear roller

doors providing loading/unloading facilities for the development Lot 1 sites.

Woodgate Street is a local road and forms the southern boundary for development Lot 2.

The road has a 12.5 metres wide carriageway which accommodates two way traffic

movements along a single lane and angled parking along both sides of the road. The road

terminates approximately 110 metres north east from Montague Street.

2.3 Existing Site Access

Development Lot 1 has 3 existing crossovers along the Normanby Road frontage, and 9

along the Munro Street frontage, giving access to the entire site. Figure 2.3.1 shows the

location of the 12 existing crossovers and their permitted turning movements.

Development Lot 2 has 3 existing crossovers along the Normanby Road frontage and 3

along the Woodgate Street frontage, giving access to the entire site. Figure 2.3.2 shows the

location of the 6 existing crossovers and their permitted turning movements



FIGURE 2.3.1: EXISTING CROSSOVERS AND PERMITTED TURNING

MOVEMENTS FOR DEVELOPMENT LOT 1

1

2

3

4

5

6

7

8

9

10

11

12



FIGURE 2.3.2: EXISTING CROSSOVERS AND PERMITTED TURNING

MOVEMENTS FOR DEVELOPMENT LOT 2

Some of the crossovers indicated are shared amongst several properties. Table 2.3.1

provides a summary of the properties that have shared access rights.

Access No. Property Address

1 and 10 Site 7: 272 Normanby Road

Site 1: 264-270 Normanby Road

11 and 12 Site 2: 256-260 Normanby Road



TABLE 2.3.1: SHARED ACCESS RIGHTS

1

2

3

4

5

6



2.4 Nearby Facilities and Public Transport Services

The following public transport services are located within close proximity of the site :-

Tram #109 stops at Montague Street, between Woodgate Street and Gladstone Lane,

approximately 135 metres south-east of the site. The route runs between Box Hill

and Port Melbourne.

Tram #96 stops at the intersection of City Road and Whiteman Street approximately

560 metres east of the site. This route runs between East Brunswick and St Kilda

Beach.

Bus #235 stops on Normanby Road along the south-eastern boundary of the site.

This route runs between the City and Fishermans Bend via Williamstown Road.

Bus #234 stops on City Road at the intersection with Montague Street approximately

530 metres south-east of the site. This route runs between Garden City and the City

(Queen Victoria Market).

Bus #236 stops on Dorcas Street at the intersection with Iffla Street approximately

750 metres south of the site. This route runs between Garden City and Queen

Victoria Market via the City.

Bus #237 stops Lorimer Street approximately 790 metres north-west of the site. This

route runs from the City to Fishermans Bend via Lorimer Street.

Figure 2.4.1 shows the location of nearby public transport facilities.

FIGURE 2.4.1: NEARBY PUBLIC TRANSPORT SERVICES



The following major developments and neighbourhood facilities are located in close

proximity to the site :-

Galilee Catholic Primary School is located approximately 975 metres south-east of

the site.

Woolworths and ALDI South Melbourne are located approximately 800 metres and

815 metres east of the site.

Port Melbourne Health is located approximately 515 metres south of the site, and

South Melbourne Family Practise is located approximately 800 metres east of the

site.

2.5 Bicycle Infrastructure

2.5.1 Principal Bicycle Network (PBN)

The Principal Bicycle Network is a series of bicycle routes which have been identified as

key links to major destinations around Victoria. Adjacent to the site, Montague Street and

the Light Rail Shared Path are on the PBN and form key links between the site and the

Melbourne CBD and surrounding local area (refer Figure 2.5.1 below).

FIGURE 2.5.1: PRINCIPAL BIKE NETWORK ADJACENT TO THE SITE



2.5.2 Melbourne Bike Share

The Melbourne Bike Share has been expanding over the last few years, and now services

the inner suburbs of South Melbourne and Port Melbourne as well as the CBD. Currently

there are over 600 bikes across 50 stations around inner Melbourne.

The location of bike stations in proximity of the site have been shown in Figure 2.5.2.

FIGURE 2.5.2: BIKE SHARE STATIONS

2.6 Pedestrian Infrastructure

There are numerous pedestrian facilities in the local area. There are footpaths along both

sides of Normanby Road and Montague Street, with signalised intersections providing safe

passage across the road.

At Munro Street, there is a footpath along the north side of the road only. There are no

footpaths on either side of Woodgate Street which has angled parking along both sides.

The Light Rail Shared Path provides pedestrian connectivity to Port Melbourne, and the

CBD. Montague Street forms an alternative pedestrian connection to the Melbourne CBD,

as well as Docklands.



2.7 Car Share

Privately operating companies are operating car sharing services in metropolitan Melbourne.

Companies such as Go Get It (www.goget.com.au) and Flexicar (www.flexicar.com.au)

provide car sharing services. Such services allow users to use the ‘share car’ as often as

they require and more sites for these cars are being added where consumer demand

necessitates. As shown in the following figure there are numerous Flexicar and GoGet

vehicles in close proximity to the site.

FIGURE 2.7.1: LOCATION OF ‘FLEXICAR’ VEHICLES

FIGURE 2.7.2: LOCATION OF ‘GOGET’ VEHICLES

http://www.goget.com.au/

http://www.flexicar.com.au/



3. THE PROPOSAL

3.1 Site Locations

The Applicant is proposing to construct mixed use developments on 7 sites across two

development lots. The distribution and location of the different sites across the two

development lots have been outlined in Figures 3.1.1 and 3.1.2.

FIGURE 3.1.1: SITE LOCATIONS ACROSS DEVELOPMENT LOT 1

FIGURE 3.1.2: SITE LOCATIONS ACROSS DEVELOPMENT LOT 2

SITE 0



3.2 Scope of Development Sites

The proposed land use and inventory, including number of dwellings, floor area for

commercial uses as well as car and bicycle parking provisions have been outlined in Table

3.2.1 below.

Site No Dwellings

(No)

Commercial

(sqm)

Car parking Bicycle

Parking

Loading

Bay Residential Commercial

0 388 2,950 126 0 152 1

1 238 2,860 96 11 211 1

2 260 1,646 122 8 265 1

3 239 2,002 107 2 171 1

4 216 903 83 1 256 1

5 413 1,830 187 16 139 1

6 238 519 66 0 105 1

TOTAL 1,992 12,710 787 38 1,299 7

TABLE 3.2.1: PROPOSED LAND USES AND INVENTORY

4. CAR AND MOTOR CYCLE PARKING

4.1 Planning Scheme Car Parking Requirement and Provision

Clause 45.09, Schedule 1 to the Parking Overlay (PO1) of the Port Phillip Planning Scheme

applies to the subject sites. Given that the sites would operate as individual developments,

with their own parking provisions and access / egresses, the parking demands have been

assessed on a per development basis. There will be no sharing of spaces or common space

between the different development sites.

The schedule is a car parking limitation policy which outlines maximum permissible car

parking measures for new developments in the area. The maximum car parking provision

permissible for each of the sites is as follows.



Site Planning

Scheme Use

Maximum Car

Parking Rate

Floor

Area / No.

Maximum

On-Site

Parking

Provision

Spaces

Proposed

0 Dwelling

1 space to each

dwelling 388 no. 388 126

Retail/Office 1 to each 100 sqm 2,950 sqm 30 0

1 Dwelling

1 space to each



2 Dwelling

1 space to each


Retail 1 to each 100 sqm 1,646 sqm 16 8

3 Dwelling

1 space to each



4 Dwelling

1 space to each


Retail 1 to each 100 sqm 903 sqm 9 1

5 Dwelling

1 space to each



6 Dwelling

1 space to each


Retail/Office 1 to each 100 sqm 519 sqm 5 0

Total 2,119 no. 825 no.

TABLE 4.1.1: PLANNING SCHEME REQUIREMENTS AND PROVISION

For each of the 7 sites, the proposed parking provisions, for both the commercial and

residential uses, does not exceed the planning scheme maximum allowable provisions. As

such, the proposed parking is considered satisfactory.



4.2 Motorcycle Parking Requirements

Under the Planning Scheme, the proposed sites are required to provide 1 motorcycle space

per 100 car parking space. The minimum requirements for the development sites is outlined

in Table 4.2.1. Similar to the car parking provisions, each of the sites would have their own

car parking facilities and as such the on-site parking provisions has been assessed on a per-

site basis.

Site Planning

Scheme Use

Minimum Motorcycle

Parking Rate No.

Minimum On-

Site Parking

Provision

0 Dwelling 1 space to each 100 car

parking spaces 126 no. 1 no.













Total 8 no.

TABLE 4.2.1: MOTORCYCLE PARKING PROVISIONS

The assessment above indicates that each of the proposed development sites would be

required to provide an internal motorcycle space, except Site 5 which requires 2 spaces.

Each site has provided 1 motorcycle space. The provision of 1 space for site 5 is considered

satisfactory given that the majority of the parking demand is residential which will have

allocated parking spaces for residents. As such, it is likely the motorcycle space would be

used for visitors only, and therefore the provision of 1 space is considered sufficient.



5. TRAFFIC GENERATION AND IMPACTS

5.1 Case Study - Trip Generation Rates of Inner-City Developments

Developments located in inner city locations typically generate vehicle movements at a

lower rate than those located in suburban areas. This is due to the proximity of trip

attractions to the site and the convenience of public transport.

Bank Apartments is located on the corner of City Road and Clarke Street, Southbank. The

complex comprises 360 dwellings, 800 square metres of retail floor space and provides 251

on-site parking spaces.

TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the site access

of Bank Apartments on Thursday 3rd May, 2012, from 7:40am to 9:40am, to determine the

trip generation rates of an inner-city apartment complex. Over the two-hour period, 50

vehicle movements were observed. The peak hour of vehicle activity occurred from 8:00am

to 9:00am, whereby 35 vehicle movements were observed in the following directions.

AM PEAK HOUR TRIP GENERATION

BANK APARTMENTS

As a result inner city parking spaces are estimated to generate peak hour vehicle movements

at a rate of around 0.14 trips per parking space.

5.2 Application of Survey Data to Subject Proposal

Given that the location of the subject site is in close proximity to the Bank Apartments, its

nearby public transport system and closely located trip attractions, it is likely that the subject

proposal would generate traffic at a similar rate. External traffic generation for the

commercial / retail / office components of these developments would be negligible, however

a rate of 1 trip per commercial parking space has been estimated where parking has been

allocated for the commercial use.

The anticipated traffic generation for each of the sites, based on the generation figures

outlined above, has been summarised in Table 5.2.1.



Site Planning

Scheme Use Traffic Generation Rate

No Spaces

Proposed

Peak Hour Traffic

Generation

0 Dwelling 0.14 trips per parking space 126 18 vph

Retail/Office 1 trip per parking space 0 0 vph




Retail 1 trip per parking space 8 8 vph




Retail 1 trip per parking space 1 1 vph







Total 166 vph

TABLE 5.2.1: PLANNING SCHEME REQUIREMENTS AND PROVISION

Based on the surveyed trip generation rate of 0.14 vehicle movements per parking space for

residential and 1 vehicle movement per parking space for commercial, the proposed

developments can be expected to generate in the order of 128 vehicle movements during

each of the peak periods.

Residential peak hour vehicle movements are commonly split in the peak direction as

follows. Commercial vehicles are normally in the opposite direction, arriving in the AM

and departing in the PM :-

AM Peak Hour

Inbound 20% 33 vehicle movement


PM Peak Hour

Inbound 60% 100 vehicle movements




The distribution of residential and commercial traffic for the proposed developments are

outlined in Figure 5.2.2 below.

FIGURE 5.2.2: TRAFFIC DISTRIBUTION ONTO THE ROAD NETWORK

5.3 Traffic Impacts

In order to assess the impact of the proposed development sites on the surrounding road

network, SIDRA analysis was undertaken at the adjacent Montague Street intersections with

Normanby Road, Munro Street and Woodgate Street.

SIDRA is a computer program that is widely used to model the performance of intersections

and provides information on the delays to motorists, queue lengths and the capacity of an

intersection to accommodate traffic. For signalised and unsignalised intersections, the

intersection degree of saturation (DoS) measures the degree to which a movement at an

intersection approaches the capacity for that movement (i.e. the ratio of the demand

flow/capacity).

The operational characteristics and level of service are generally considered satisfactory

when DoS is less than 0.90 – 0.95 (0.80 – 0.85 for an unsignalised intersection). At higher

values longer queues and delays are experienced by motorists on the side road which results

in motorists becoming frustrated and potentially selecting inappropriate or smaller gaps in

the traffic to enter the intersection (refer to Table 5.3.1).



The level of service (LoS) performance criteria for intersections is generally based on

delays, which applies to individual movement, approach and intersection total delays. For

an intersection, a LOS of A – D is considered satisfactory, with LOS of E and F indicating

increased delays.

Degree of Saturation

X Description of intersection operation

Less than 0.65 Excellent operating conditions.

0.6 – 0.7 Very good operating conditions.

0.7 – 0.8 Good operating conditions.

0.8 – 0.9 Acceptable operating conditions.

TABLE 5.3.1 : INTERSECTION DEGREE OF SATURATION

The key intersection performance measures are outlined in Tables 5.3.2 to 5.3.3 with full

details provided in Appendix A.

Stage Peak

Period

Operating Characteristics

DOS Ave Delay Level of Service

Existing AM Peak 0.90 34s LOS C

PM Peak 0.89 36s LOS D

Post

Developments

AM Peak 0.89 34s LOS D

PM Peak 0.88 36s LOS D

TABLE 5.3.2: MONTAGUE ST / MUNRO ST SIDRA ANALYSIS

Stage Peak

Period

Operating Characteristics

DOS Ave Delay Level of Service

Existing AM Peak 1.29 268s LOS F

PM Peak 1.23 276s LOS F

Post

Developments

AM Peak 1.32 223s LOS F

PM Peak 1.24 224s LOS F

TABLE 5.3.3: MONTAGUE ST / NORMANBY ROAD SIDRA ANALYSIS

The analysis above indicates that the Montague Street intersections with Munro Street, and

Normanby Road are currently operating with a high degree of saturation and LOS during

the AM and PM peak periods.



The proposed developments would have a negligible adverse impact on the intersection

operation. It is further noted that the existing businesses on the development sites would be

generating significant traffic during the AM and PM peak periods. If these volumes were

to be removed, there would be very minimal increases in traffic along the road network.

Montague Street / Woodgate Street

Currently at the intersection of Montague Street and Woodgate Street, motorists looking to

turn right during the peak periods are required to wait until the signals stop traffic and rely

on through motorists to provide gaps for them to enter the traffic stream. It is not practical

to model this behavior in intersection analysis programs such as SIDRA as very small

increases have high impacts on intersection performance.

For the proposed developments, the number of vehicles turning right at the intersection only

increases by 15 vehicles in the PM peak hour, which is not considered significant. It is

expected there would be 20 vehicles per hour turning right in the AM peak hour, and 25

vehicles per hour during the PM peak hour. This equates to 1 vehicle every 3 minutes which

is unlikely to have a significant impact on the operation of the road network.

In addition, the delays are to traffic exiting Woodgate Street, which is a local road that

essentially only services the proposed development. There are no additional delays to

through traffic along Montague Street, and therefore no impacts on the wider road network.

An alternative option could be to convert the road to left in / left out, with motorists wishing

to travel north undertaking a right turn into one of the side roads, and then turning left into

Montague Street or utilizing alternate roads such as Ingles Road, Boundary Road or City

Road. While this would be circuitous, there are only 19 vehicles expected to undertake this

movement in the peak hour.



6. PARKING AND ACCESS AREA DESIGN

6.1 Car Park Layouts

In total, there are 825 parking spaces proposed across the 7 development sites. This is

distributed across the sites as per below. :-

Site 0 – 126 spaces.

Site 1 – 107 spaces;





Site 6 – 66 spaces.

The spaces are generally 4.9 metres long and 2.6 metres wide with spaces adjacent to walls

widened to 3.0 meters. The bays are accessed via a 6.4 metres wide access aisle. The

dimensions satisfy the planning scheme requirements.

The car park layouts have been developed in accordance with planning scheme requirements

and are considered satisfactory.

6.2 Mechanical Parking System

Sites 0, 2, 3 and 5 have proposed the use of the Klaus Parkboard PQ-258 system within the

on-site parking. Refer to Appendix B for details.

This system allows vehicles to be parked in tandem and gives all vehicles the right to enter

and exit the car space freely. Clause 52.06-8 of the Port Phillip Planning Scheme states that

where parking spaces are provided in tandem (one space behind the other) an additional 500

mm in length must be provided between each space.

The proposed tandem parking spaces have an additional 700mm in length between each

space therefore satisfies the requirements of the planning scheme.

6.3 Ramp Design

For the proposed development sites, the ramp grades, transitions and vertical height

clearance can all be incorporated into the design which satisfy the design criteria of Clause

52.06-8, Design Standard 1 of the Planning Scheme.



6.4 Site Access

The 7 sites are accessed via either Munro Street, Normanby Road or Woodgate Street. The

description of site access is outlined below.

Site 0: Vehicular access to and from the site is proposed from Munro Street via the

existing vehicle crossing north eastern end of the site. The existing at grade car park is

to be removed and replaced with a pedestrian laneway. There will be no vehicular access

onto Normanby Road. Pedestrian access is via Johnson Street and Normanby Road as

well as the pedestrian laneway.

Site 1: Vehicular access to and from the site is via a modified existing crossover on

Munro Street at the north eastern end of the site. The two way driveway provides access

to the car park and loading bay. A separate access is proposed for cyclists onto both

Normanby Road and Munro Street along the south western boundary.

Site 2: Vehicular access to and from the site is proposed from Normanby Road via a

modified existing crossover on the south western boundary. A separate access is

proposed for bicycles and pedestrians from the laneway running along the north eastern

boundary. The proposed crossover has been positioned at the location of the existing

vehicle access (currently access only), however both access and egress would be

permitted, with the existing egress to the east to be removed. The number of vehicles

entering the site at this location during the peak periods would not be different to existing

movements and therefore no turn lane provisions are required.

Site 3: Vehicular access to and from the site is proposed from Munro Street via an

existing crossover which is located centrally along the northern boundary of the site. The

existing crossover will be widened from 4.5 to 8.0 metres. It is proposed to retain the

existing Normanby Road vehicle crossing to provide access to the bicycle parking area.

Site 4: Vehicular access to and from the site is proposed from Munro Street via a new

crossover which is located at the western boundary, approximately 28 metres from

Montague Street. The crossover forms an improvement over existing operation where

there are two vehicle crossings, an access 9.2 metres and an egress, 20.5 metres from

Montague Street. Further, the kerb outstand on Munro Street will improve access into

the site as it provides shelter for entering vehicles.

Site 5: Vehicular access to and from the site is via a new crossover onto Woodgate Street

at the south western end of the site. The access provides two way access into the car

park. There are two bicycle storage areas, with one located adjacent to Woodgate Street

and the other, Normanby Road. However, access is possible to either road via the

proposed pedestrian link.

Site 6: Vehicular access to and from the site is via a new crossover onto Woodgate Street

at the south western end of the site. The access provides two way access into the car

park and loading area. The bicycle storage area has direct access onto Normanby Road,

however access to Woodgate Street is possible via the adjacent property’s pedestrian

link.



7. PROVISIONS FOR LOADING

Clause 52.07 of the Planning Scheme outlines the Loading and Unloading requirements.

Specifically Clause 52.07 states the following :-

Purpose

To set aside land for loading and unloading commercial vehicles to prevent loss of

amenity and adverse effect on traffic flow and road safety.

Requirements to be met

No building or works may be constructed for the manufacture, servicing, storage or sale

of goods or materials unless :-

Space is provided on the land for loading and unloading vehicles.

The driveway to the loading bay is at least 3.6 metres wide. If a driveway changes

direction or intersects another driveway, the internal radius at the change of

direction or intersection must be at least 6 metres.

The road that provides access to the loading bay is at least 3.6 metres wide.

A permit may be granted to reduce or waive these requirements if either :-

The land area is insufficient.

Adequate provision is made for loading and unloading vehicles to the

satisfaction of the responsible authority

Each of the proposed commercial premises proposed for the 7 sites are relatively small and

it is envisaged that most deliveries will be made by light commercial vehicles. These

deliveries are expected to occur on an infrequent basis and at off-peak times of the day.

The loading facilities for the 7 development sites satisfies the requirements for loading and

unloading vehicles, outlined in Clause 52.07 of the Port Phillip Planning Scheme.



8. BICYCLE FACILITIES

Table 1 to Section 52.34 of the Planning Scheme outlines the requirements for bicycle

facilities, which are summarized for the subject proposal in Table 8.1 which indicates the

proposed developments exceeds the statutory parking requirements for all sites.

Site Planning

Scheme Use User Planning Scheme Rate

Floor Area

/ No.

Spaces

Req

Spaces

Req

Spaces

Prop

0

Dwelling

Resident 1 to each 5 dwellings 388 no

78

132 no

152 no

Visitor 1 to each 10 dwellings 39

Retail/Office

Staff 1 to each 300 sqm of leasable floor area 2,950 sqm

10

Customer 1 to each 500 sqm of leasable floor area 6

1

Dwelling


48

87 no

211 no


Retail


10


2

Dwelling


52

87 no

265 no


Retail/Office


5


3

Dwelling


48

82 no

171 no


Retail


7


4

Dwelling


43

70 no

256 no


Retail/Office

Staff 1 to each 300 sqm of leasable floor area 903 sqm

3


5

Dwelling


83

134 no

139 no


Retail/Office


6


6

Dwelling


48

74 no 105 no


Retail/Office

Staff 1 to each 300 sqm of leasable floor area 519 sqm

2


TABLE 8.1: PLANNING SCHEME REQUIREMENTS AND PROVISION



9. PEDESTRIAN, CYCLING AND PUBLIC TRANSPORT FACILITIES AND

INTEGRATION

9.1 Pedestrian and Cyclist Accessibility

A review was undertaken of the pedestrian and cyclist facilities and access onto the road

network for each of the development sites. The findings of the review are outlined below,

along with suggested improvements that could be considered to improve accessibility.

9.1.1 Site 0

Site 0 is located on the corner of Johnson Street and Normanby Road at the western end of

the development block. The residential component is accessed via Johnson Street, with

commercial development surrounding the site.

The pedestrian connection to Johnson Street enables access to both Munro Street and

Normanby Road. There is also a pedestrian laneway running along the eastern edge of the

site, providing connectivity between Munro Street and Normanby Street for pedestrians and

cyclists.

The proposed layout is considered satisfactory and no further mitigating works have been

proposed for Site 0.

9.1.2 Site 1

The residential component of Site 1 is oriented towards Munro Street, with the majority of

the retail use facing Normanby Road or the western boundary laneway. Access to the

commercial use on levels 1 and 2 is adjacent to Normanby Road.

There is a laneway along the western boundary which provides a pedestrian and cyclist link

between Munro Street and Normanby Road. It is likely that this laneway will be sign posted

as a shared path to retain both cyclist and pedestrian connectivity. The link also provides

direct access to the bicycle storage area which is located on the ground floor.



9.1.3 Site 2

The majority of the residential component of Site 2 is accessed via Normanby Road, with a

shared lobby with the commercial uses on the upper levels. Another smaller residential

component is accessed via Munro Street.

There are retail uses along Normanby Road and Munro Street, as well as along the site’s

north eastern boundary with a shared pedestrian / cycle path providing access between

Normanby Road and Munro Street.



The bicycle storage area is located towards Munro Street, with direct access via the eastern

laneway. The storage area also has access into the ground level car park access, adjacent to

the loading bay area.

It is noted that there is no access from the Munro Street lobby into the bicycle parking area.

This would mean residents living in these units would be required to exit the site, walk along

Munro Street and then re-enter at the eastern end, which is undesirable. Consideration

should be given to providing direct access from the lobby to the adjacent bicycle parking

area.

9.1.4 Site 3

Access to the residential component of Site 3 is via the western laneway, towards the

Normanby Road end. Retail access is provided along Normanby Road and the northern

section of the western laneway.

The western laneway provides access for pedestrians and cyclists between Munro Street and

Normanby Road as well as access for the retail uses for the subject development and the

adjacent Site 2 development.

Access to the bicycle storage area is either from the laneway, via the lobby, from Munro

Street via the car park, or from Normanby Road via the exclusive cycle link.



9.1.5 Site 4

Site 4 is located on Montague Street, with the development site extending between Munro

Street and Normanby Road. The residential lobby has access via Normanby Road and

Montague Street. Munro Street provides access to some retail and commercial uses. Breaks

are provided in the landscaping along Montague Street to allow convenient pedestrian

access from the north and south.

Bicycle parking is provided on the ground floor, as well as floors 1-4, adjacent to the car

park. The ground level bicycle parking area has direct access to Normanby Road, along the

south site boundary. The bicycle parking on levels 1-4 are located within the car park,

however have direct access to a lift enabling access to the ground floor, adjacent to

Montague Street.





9.1.6 Site 5

Site 5 is located on Montague Street, with the development site extending between

Normanby Road and Woodgate Street. There are two residential lobbies, located off

Woodgate Street and the other off Normanby Road. Retail and commercial areas are located

along Normanby Road, as well as along the pedestrian link between the two access roads.

The pedestrian link provides connectivity between Woodgate Street and Normanby Road

for pedestrians and cyclists, with both bicycle storage areas having direct access to the link.

The provision of street trees along the link would ensure low speed bicycle speeds are

maintained.



9.1.7 Site 6

The residential component for Site 6 has access via Normanby Road, as well as the retail

component. Woodgate Street provides access to the car park, as well as the commercial uses

across the ground floor and levels 1 to 4.

The ground floor bicycle storage has direct access onto Normanby Road as well as a link to

the residential lobby. Additional bicycle facilities are located across levels 1 to 4, with clear

access to ramps and lifts, enabling access to the ground level.



9.2 Pedestrian and Cyclist – On Road Provisions

The existing development blocks, on both sides of Montague Street, are generally

considered single building developments with minimal opportunity for pedestrian and

cyclist permeability between Munro Street and Normanby Road, or from Normanby Road

to Woodgate Street.

With the proposed development, pedestrian and cyclist links have been proposed enabling

greater connectivity along the road network with pedestrian/cyclist laneways providing

access between Normanby Road and Munro Street. Combined with greater retail uses along

the frontages, the roads will have a more activated frontage and higher amenity for walking

and cycling.

It is also proposed to provide wider pedestrian footpaths along the adjacent road network,

providing higher pedestrian capacity as well as significant improvements to amenity. The

narrow asphalt footpath on Normanby Road, and the Lilydale topping along Munro Street

are to be replaced with paving. This would provide improved access and safety for

pedestrians.

There are currently no footpaths along Woodgate Street, and with the introduction of the

development, it is proposed to provide a footpath adjacent to the proposed development

Sites 5 and 6. This would provide improved safety and amenity for pedestrians. However,

it is important that this path is linked to Montague, noting that the path along the existing

adjacent site is outside of scope of this development.

With the provision of signalised intersections at Munro Street / Montague Street and

Normanby Road / Montague Street, there are signalised pedestrian crossings across

Montague Street, which enables safe access across the arterial road. As such, no additional

pedestrian crossing facilities are required.

The overall pedestrian plan provides significantly improved safety and amenity for

pedestrians and improved connectivity and permeability between Normanby Road and

Munro Street.

As a part of the Montague Street Precinct Structure Plan, it is proposed to introduce bicycle

lanes along Normanby Road, providing improved cycle connectivity through South

Melbourne. The proposed development is sympathetic to the proposed cycle plan, with

most of the development sites providing bicycle facilities well above the statutory

requirements. Also, the shared path connections between Munro Street and Normanby Road

provide good connectivity for cyclists through the development sites.



9.3 Public Transport Facilities and Integration

A review of the public transport facilities in close proximity to the site was undertaken to

determine whether there are any opportunities for improved integration or connectivity to

services.

Figure 10.3.1 shows the location of the nearby services.

FIGURE 10.3.1: NEARBY PUBLIC TRANSPORT INFRASTRUCTURE AND

SUGGESTED CHANGES

There are 4 bus stops in close proximity to the site. The two stops adjacent to the intersection

of Montague Street and Normanby Road are well located as they are near the signalised

intersection, however offset sufficiently to be clear of through traffic. Both stops have bus

shelters. The stops are also well positioned with regard to the proposed developments.

To the south west, there is a bus stop near the intersection of Johnson Street and Normanby

Road, as well as another westbound stop near the intersection of Boundary Street. Both of

the bus stops should be shifted east towards the boundary of Site 0 to be closer to the

developments overall. This would increase the likelihood of residents and staff of the

proposed developments utilising public transport.

Further to the south east, the Montague Street light rail stop is located off Woodgate Street.

Some additional signage would be required to ensure residents and staff of the proposed

developments are aware of the stop location. Pedestrian access to the light rail stop is

appropriate with pedestrian phases in operation at the Normanby Road / Montague Street

intersection.



10. SUMMARY AND CONCLUSIONS

The proposed developments at 238-272 and 203-217 Normanby Road, South Melbourne are

considered satisfactory from a traffic and parking perspective and the key findings have

been summarised below :-

The development plans indicates an on-site parking provision of 825 spaces, which

is below the maximum number of spaces permitted for the development as outlined

by Schedule 1 of the Parking Overlay limitation policy (maximum of 2,119 spaces);

The proposed developments requires the provision of 8 motorcycle spaces. Seven

spaces have been provided which is considered satisfactory;

The proposed developments combined are expected to generate 166 vehicles per

hour during the peak hours. This level of traffic has a minimum adverse impact on

the surrounding road network;

The site access, parking and circulation arrangements have been designed

appropriately for vehicular movements throughout the development sites;

The developments combined provide 1,299 bicycle spaces, which exceeds the

statutory requirement of 666 spaces;

Loading provisions for the proposed developments are considered satisfactory;

The proposed bicycle and pedestrian facilities are considered satisfactory however

the following improvements are suggested to improve safety, accessibility and

amenity :-

o Site 2: provide direct access from the Munro Street lobby to the Munro Street

bicycle storage area.

There are no traffic or parking grounds which should warrant refusal of the sought Planning

Permit.


Sachin Prasad

Principal Consultant

APPENDIX A

SITE LAYOUT

Site: Montague-Normanby PM Peak New Site Signals - Fixed Time

EXISTING INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Normanby PM Peak

New Site Signals - Fixed Time

Volume Display Method: Total and %

Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles

Total Intersection Volumes (veh)

All Movement Classes: 3609

Light Vehicles (LV): 3416

Heavy Vehicles (HV): 193

Pedestrians: 200

MOVEMENT SUMMARY

Site: Montague-Normanby PM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)

Movement Performance - Vehicles

Mov ID ODMov

Demand Flows Deg. Satn Average Delay

Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Average Speed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/h

South: Montague St

1 L2 226 7.0 0.563 50.2 LOS D 19.5 144.4 0.88 0.81 32.8

2 T1 378 7.0 0.563 47.1 LOS D 19.5 144.4 0.89 0.78 33.6

3 R2 352 0.0 1.208 289.6 LOS F 54.8 383.7 1.00 1.42 10.4

Approach 956 4.4 1.208 137.0 LOS F 54.8 383.7 0.93 1.02 18.4

East: Normanby Rd

4 L2 373 7.0 1.198 296.9 LOS F 75.0 556.9 1.00 1.51 10.2

5 T1 422 7.0 1.198 316.2 LOS F 75.0 556.9 1.00 1.66 9.7

6 R2 154 7.0 0.815 83.2 LOS F 11.9 88.4 1.00 0.89 25.1

Approach 948 7.0 1.198 270.8 LOS F 75.0 556.9 1.00 1.47 11.0

North: Montague St

7 L2 29 7.0 1.233 297.7 LOS F 108.3 803.4 1.00 1.94 10.4

8 T1 1288 7.0 1.233 292.0 LOS F 108.3 803.4 1.00 1.95 10.4

9 R2 38 7.0 0.086 29.1 LOS C 1.4 10.5 0.73 0.70 40.2

Approach 1356 7.0 1.233 284.8 LOS F 108.3 803.4 0.99 1.92 10.6

West: Normanby Rd

10 L2 74 0.0 0.082 27.1 LOS C 2.8 19.6 0.56 0.70 40.7

11 T1 246 0.0 0.231 45.0 LOS D 6.9 48.4 0.82 0.66 34.6

12 R2 219 0.0 1.182 267.0 LOS F 32.3 226.0 1.00 1.37 11.1

Approach 539 0.0 1.182 132.8 LOS F 32.3 226.0 0.86 0.96 18.9

All Vehicles 3799 5.4 1.233 222.6 LOS F 108.3 803.4 0.96 1.44 12.9

Level of Service (LOS) Method: Delay (HCM 2000).

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.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Movement Performance - Pedestrians

Mov ID Description

Demand Flow

Average Delay

Level of Service

Average Back of Queue

Prop. Queued

Effective Stop Rate

Pedestrian Distance

ped/h sec ped m per ped

P1 South Full Crossing 53 49.7 LOS E 0.2 0.2 0.82 0.82

P2 East Full Crossing 53 48.1 LOS E 0.2 0.2 0.80 0.80

P3 North Full Crossing 53 52.2 LOS E 0.2 0.2 0.84 0.84

P4 West Full Crossing 53 50.5 LOS E 0.2 0.2 0.82 0.82

All Pedestrians 211 50.1 LOS E 0.82 0.82

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Normanby PM Peak








Pedestrians: 200

MOVEMENT SUMMARY

Site: Montague-Normanby PM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 226 7.0 0.564 50.2 LOS D 19.5 144.4 0.88 0.81 32.8

2 T1 378 7.0 0.564 47.1 LOS D 19.5 144.4 0.89 0.78 33.6

3 R2 352 0.0 1.208 289.6 LOS F 54.8 383.7 1.00 1.42 10.4

Approach 956 4.4 1.208 137.0 LOS F 54.8 383.7 0.93 1.02 18.4

East: Normanby Rd

4 L2 373 7.0 1.197 295.0 LOS F 75.8 562.4 1.00 1.51 10.3

5 T1 433 7.0 1.197 314.4 LOS F 75.8 562.4 1.00 1.66 9.8

6 R2 154 7.0 0.869 88.3 LOS F 12.4 91.9 1.00 0.94 24.3

Approach 959 7.0 1.197 270.6 LOS F 75.8 562.4 1.00 1.48 11.0

North: Montague St

7 L2 29 7.0 1.233 297.7 LOS F 108.3 803.4 1.00 1.94 10.4

8 T1 1288 7.0 1.233 292.0 LOS F 108.3 803.4 1.00 1.95 10.4

9 R2 48 7.0 0.110 29.4 LOS C 1.8 13.5 0.74 0.71 40.1

Approach 1366 7.0 1.233 282.8 LOS F 108.3 803.4 0.99 1.91 10.7

West: Normanby Rd

10 L2 84 0.0 0.092 26.7 LOS C 3.2 22.3 0.56 0.70 40.9

11 T1 257 0.0 0.235 44.3 LOS D 7.2 50.1 0.81 0.66 34.9

12 R2 219 0.0 1.238 313.9 LOS F 35.4 247.7 1.00 1.45 9.7

Approach 560 0.0 1.238 147.1 LOS F 35.4 247.7 0.85 0.98 17.6









Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










SITE LAYOUT

Site: Montague-Normanby AM Peak New Site Signals - Fixed Time


Site: Montague-Normanby AM Peak








Pedestrians: 200

EXISTING MOVEMENT SUMMARY

Site: Montague-Normanby AM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 354 7.0 0.595 46.0 LOS D 22.9 169.9 0.86 0.83 33.7

2 T1 408 7.0 0.595 44.0 LOS D 22.9 169.9 0.89 0.78 34.8

3 R2 416 0.0 1.286 359.8 LOS F 73.0 511.1 1.00 1.54 8.7

Approach 1178 4.5 1.286 156.1 LOS F 73.0 511.1 0.92 1.06 16.8

East: Normanby Rd

4 L2 342 7.0 1.290 380.3 LOS F 82.1 609.1 1.00 1.68 8.3

5 T1 453 7.0 1.290 392.7 LOS F 82.1 609.1 1.00 1.84 8.1

6 R2 83 7.0 0.881 94.4 LOS F 6.9 50.8 1.00 0.95 23.3

Approach 878 7.0 1.290 359.6 LOS F 82.1 609.1 1.00 1.69 8.7

North: Montague St

7 L2 78 7.0 1.293 348.9 LOS F 144.3 1070.6 1.00 2.08 9.0

8 T1 1529 7.0 1.293 343.3 LOS F 144.3 1070.6 1.00 2.10 9.1

9 R2 47 7.0 0.104 26.9 LOS C 1.5 11.2 0.74 0.71 41.2

Approach 1655 7.0 1.293 334.5 LOS F 144.3 1070.6 0.99 2.06 9.3

West: Normanby Rd

10 L2 25 0.0 0.028 25.9 LOS C 0.9 6.4 0.54 0.67 41.3

11 T1 276 0.0 0.279 48.0 LOS D 8.0 56.3 0.85 0.69 33.7

12 R2 127 0.0 1.286 354.4 LOS F 22.0 154.3 1.00 1.49 8.8

Approach 428 0.0 1.286 137.8 LOS F 22.0 154.3 0.87 0.93 18.4








The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.


Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










PROPOSED INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Normanby AM Peak








Pedestrians: 200

PROPOSED MOVEMENT SUMMARY

Site: Montague-Normanby AM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 354 7.0 0.684 45.8 LOS D 28.5 211.3 0.89 0.84 34.1

2 T1 408 7.0 0.684 42.1 LOS D 28.5 211.3 0.86 0.76 35.2

3 R2 416 0.0 1.315 387.4 LOS F 75.8 530.4 1.00 1.58 8.1

Approach 1178 4.5 1.315 165.1 LOS F 75.8 530.4 0.92 1.07 16.1

East: Normanby Rd

4 L2 342 7.0 1.278 370.0 LOS F 81.4 604.2 1.00 1.67 8.5

5 T1 460 7.0 1.278 382.2 LOS F 81.4 604.2 1.00 1.82 8.3

6 R2 83 7.0 0.881 94.4 LOS F 6.9 50.8 1.00 0.95 23.3

Approach 885 7.0 1.278 350.4 LOS F 81.4 604.2 1.00 1.68 8.9

North: Montague St

7 L2 78 7.0 1.320 372.8 LOS F 149.0 1105.4 1.00 2.14 8.5

8 T1 1529 7.0 1.320 367.2 LOS F 149.0 1105.4 1.00 2.17 8.6

9 R2 55 7.0 0.116 25.7 LOS C 1.8 13.3 0.71 0.71 41.8

Approach 1662 7.0 1.320 356.2 LOS F 149.0 1105.4 0.99 2.12 8.8

West: Normanby Rd

10 L2 39 0.0 0.042 25.5 LOS C 1.4 9.9 0.53 0.68 41.5

11 T1 289 0.0 0.285 47.3 LOS D 8.4 58.8 0.84 0.69 33.9

12 R2 127 0.0 1.286 354.4 LOS F 22.0 154.3 1.00 1.49 8.8

Approach 456 0.0 1.286 131.3 LOS F 22.0 154.3 0.86 0.91 19.0










Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










SITE LAYOUT

Site: Montague-Munro PM Peak New Site Signals - Fixed Time


Site: Montague-Munro PM Peak








Pedestrians: 200


Site: Montague-Munro PM Peak New Site Signals - Fixed Time Cycle Time = 110 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 4 7.0 0.886 58.6 LOS E 27.2 201.7 1.00 1.05 31.5

2 T1 1347 7.0 0.886 53.0 LOS D 27.2 201.8 1.00 1.05 32.1

Approach 1352 7.0 0.886 53.0 LOS D 27.2 201.8 1.00 1.05 32.1

East: Munro St

4 L2 44 7.0 0.132 41.3 LOS D 2.4 17.6 0.82 0.72 35.5

5 T1 12 7.0 0.132 35.7 LOS D 2.4 17.6 0.82 0.72 36.2

6 R2 95 7.0 0.324 34.1 LOS C 3.7 27.8 0.79 0.73 38.1

Approach 151 7.0 0.324 36.3 LOS D 3.7 27.8 0.80 0.72 37.2

North: Montague St

7 L2 64 0.0 0.053 12.7 LOS B 1.2 8.4 0.38 0.66 48.6

8 T1 1306 0.0 0.416 16.1 LOS B 13.8 96.3 0.64 0.56 47.4

9 R2 338 0.0 0.870 60.8 LOS E 20.1 140.9 1.00 0.96 29.7

Approach 1708 0.0 0.870 24.9 LOS C 20.1 140.9 0.70 0.65 42.4

West: Munro St

10 L2 697 0.0 0.768 29.0 LOS C 29.7 207.9 0.86 0.86 39.9

11 T1 23 0.0 0.050 34.7 LOS C 1.0 6.7 0.80 0.58 38.4

Approach 720 0.0 0.768 29.2 LOS C 29.7 207.9 0.86 0.85 39.8

All Vehicles 3931 2.7 0.886 35.8 LOS D 29.7 207.9 0.84 0.83 37.6








Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance



P2 East Full Crossing 53 15.3 LOS B 0.1 0.1 0.53 0.53


P4 West Full Crossing 53 34.5 LOS D 0.1 0.1 0.79 0.79

All Pedestrians 211 36.4 LOS D 0.80 0.80




PROPOSED INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Munro PM Peak








Pedestrians: 200

PROPOSED MOVEMENT SUMMARY

Site: Montague-Munro PM Peak New Site Signals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 4 7.0 0.879 60.9 LOS E 28.9 214.3 1.00 1.03 30.9

2 T1 1347 7.0 0.879 55.3 LOS E 28.9 214.4 1.00 1.03 31.4

Approach 1352 7.0 0.879 55.3 LOS E 28.9 214.4 1.00 1.03 31.4

East: Munro St

4 L2 44 7.0 0.139 45.7 LOS D 2.6 19.4 0.84 0.72 34.1

5 T1 12 7.0 0.139 40.1 LOS D 2.6 19.4 0.84 0.72 34.7

6 R2 95 7.0 0.374 39.9 LOS D 4.3 32.0 0.81 0.73 36.0

Approach 151 7.0 0.374 41.6 LOS D 4.3 32.0 0.82 0.73 35.3

North: Montague St

7 L2 64 0.0 0.051 12.4 LOS B 1.2 8.6 0.35 0.65 48.7

8 T1 1306 0.0 0.388 14.7 LOS B 13.7 95.8 0.59 0.52 48.3

9 R2 363 0.0 0.862 60.2 LOS E 22.5 157.6 0.99 0.95 29.9

Approach 1734 0.0 0.862 24.2 LOS C 22.5 157.6 0.66 0.61 42.8

West: Munro St

10 L2 720 0.0 0.756 29.1 LOS C 32.3 226.3 0.84 0.86 39.9

11 T1 23 0.0 0.053 38.9 LOS D 1.1 7.4 0.81 0.59 36.8

Approach 743 0.0 0.756 29.4 LOS C 32.3 226.3 0.84 0.85 39.8

All Vehicles 3979 2.6 0.879 36.4 LOS D 32.3 226.3 0.82 0.80 37.4








Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










SITE LAYOUT

Site: Montague-Munro AM Peak New Site Signals - Fixed Time


Site: Montague-Munro AM Peak








Pedestrians: 200


Site: Montague-Munro AM Peak New Site Signals - Fixed Time Cycle Time = 110 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 39 7.0 0.880 57.1 LOS E 27.4 203.6 1.00 1.04 31.8

2 T1 1346 7.0 0.880 51.4 LOS D 27.5 204.4 1.00 1.04 32.5

Approach 1385 7.0 0.880 51.6 LOS D 27.5 204.4 1.00 1.04 32.4

East: Munro St

4 L2 13 7.0 0.050 39.5 LOS D 0.9 6.7 0.79 0.65 36.6

5 T1 9 7.0 0.050 33.9 LOS C 0.9 6.7 0.79 0.65 37.4

6 R2 18 7.0 0.098 36.1 LOS D 0.7 5.0 0.93 0.69 37.3

Approach 40 7.0 0.098 36.7 LOS D 0.9 6.7 0.85 0.67 37.1

North: Montague St

7 L2 162 0.0 0.135 13.5 LOS B 3.3 23.1 0.41 0.68 48.0

8 T1 1639 0.0 0.526 17.4 LOS B 18.8 131.7 0.69 0.62 46.6

9 R2 335 0.0 0.901 66.0 LOS E 21.0 146.7 1.00 0.99 28.5

Approach 2136 0.0 0.901 24.8 LOS C 21.0 146.7 0.72 0.68 42.5

West: Munro St

10 L2 525 0.0 0.583 26.0 LOS C 19.5 136.3 0.75 0.81 41.3

11 T1 27 0.0 0.057 33.9 LOS C 1.1 7.8 0.80 0.58 38.7

Approach 553 0.0 0.583 26.4 LOS C 19.5 136.3 0.75 0.80 41.1

All Vehicles 4114 2.4 0.901 34.1 LOS C 27.5 204.4 0.82 0.82 38.3








Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Munro AM Peak








Pedestrians: 200

MOVEMENT SUMMARY

Site: Montague-Munro AM Peak New Site Signals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 39 7.0 0.875 59.8 LOS E 29.3 217.4 1.00 1.02 31.0

2 T1 1346 7.0 0.875 54.1 LOS D 29.4 218.2 1.00 1.02 31.7

Approach 1385 7.0 0.875 54.3 LOS D 29.4 218.2 1.00 1.02 31.7

East: Munro St

4 L2 13 7.0 0.054 44.7 LOS D 1.0 7.5 0.81 0.66 34.8

5 T1 9 7.0 0.054 39.0 LOS D 1.0 7.5 0.81 0.66 35.5

6 R2 18 7.0 0.121 41.8 LOS D 0.8 5.7 0.96 0.69 35.3

Approach 40 7.0 0.121 42.0 LOS D 1.0 7.5 0.88 0.67 35.2

North: Montague St

7 L2 162 0.0 0.129 12.8 LOS B 3.3 23.0 0.38 0.67 48.5

8 T1 1639 0.0 0.490 15.9 LOS B 18.7 131.1 0.64 0.57 47.5

9 R2 351 0.0 0.781 54.5 LOS D 20.2 141.4 1.00 0.89 31.3

Approach 2152 0.0 0.781 22.0 LOS C 20.2 141.4 0.68 0.63 43.9

West: Munro St

10 L2 558 0.0 0.601 26.8 LOS C 22.3 156.0 0.74 0.81 40.9

11 T1 27 0.0 0.062 39.0 LOS D 1.3 8.8 0.82 0.60 36.8

Approach 585 0.0 0.601 27.4 LOS C 22.3 156.0 0.75 0.80 40.7

All Vehicles 4162 2.4 0.875 33.7 LOS C 29.4 218.2 0.80 0.79 38.4









Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










APPENDIX B

Klaus Multiparking GmbHHermann-Krum-Straße 2D-88319 Aitrach

Phone (07565) 508-0Fax (07565) 508-88

E-Mail [email protected] www.multiparking.com

Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4

Electricalinstallation

Technicaldata

Page 5

To be perfor-med by thecustomer

Description

Page 1 of 5

Park

Board

PQ

| C

ode n

um

ber

586.2

3.2

30 | V

ers

ion 0

2.2

012

B LP

300

366

Vehicle length up 500

48

Running rail

Guide rail

Direction ofparking

Conduit EN 25 (M25)

Direction o

f

shifting m

ovem

ent

300

560

Conductor rail(dowelled on topedge of finishedfloor)

Conduit EN 25 (M25)

LP

Trailing cable(optionally viacontact wire)

Power pole

Current supplyCable roll conveyor

18

H

A safety clearance of 30 cm must be maintained between the front or rear bumpers of vehicles on ParkBoards and any fixed parts of the surroundings or other vehicles in accordance with DIN EN 14010. At a max. vehicle length of 500 cm, this means a length dimension of 560 cm between the columns. The length dimension of 560 cm can only then be shortened if the max. vehicle or parking place length is reduced or light barriersare used.

The operating console must be mounted in such a way that the operator can see the entire system during operation and the motion sequences can be observed and monitored.

Standard type.

Special system: maximum load for extra charge.

Clear height according to localrequirements.

Standard passenger cars:Limousine, station wagon, SUV, van, according to specifications in the table and maximal surface load.

Type

PQ-210

PQ-220

PQ-236

PQ-248

PQ-258

PQ-268

PQ-278

PQ-288

LP

182

192

208

220

230

240

250

260

B

210

220

236

248

258

268

278

288

Type Car width

max. 180

max. 190

max. 206

max. 218

max. 228

max. 238

max. 248

max. 258

PQ-210

PQ-220

PQ-236

PQ-248

PQ-258

PQ-268

PQ-278

PQ-288

weight

wheel load

max. 2000 kg

max. 500 kg

Standard Special

max. 2600 kg

max. 650 kg

length max. 500 max. 500

Tolerances for the evenness of thecarriageway must be strictly compliedwith in accordance with DIN (= GermanIndustrial Standard) No. 18202, chart 3,line 3.

Top edge finished floor:

Suitable for

Design with:– power supply via busbar– power supply via trailing cable

Power supply via busbar on the ground

Power supply via trailing cables on the ceiling

Notes

Standard passenger cars are vehicleswithout any sports options such as spoilers, low-profile tyres etc.

Optionally with overhead collector wire.

Conduit with taut wire to control box (is entered in the layout plan by Klaus Multiparking)

2000 kg / 2600 kg

PRODUCT DATA

crosswise shifting

All space requirements are minimum finished dimensions.

Tolerances for space requirements .Dimensions in cm.

+30

Dimensions

ParkBoard PQ | Code number 586.23.230 | Version 02.2012

Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 2 of 5

Recess/Rail system

Dimensions

A

Vehicle

366

300E E

D D

C

Warning light

Positioningaid

Direction ofparking

C

9D

H

560

530

< 530

500

500

< 500

A Vehicle

30

15

15

97

82

< 82

C D

130

115

< 115

E

Parking space and ParkBoard conform to German regulations and DIN EN 14010

Where the unit is equipped with ligth barriers, parking space and pallet also conformto the above

Light barrier is essential. Parking space does not conform to German regulations.Note that length of vehicle is restricted!

Please note the following on parking space

acc. to localrequirements



DH

Running rail Guide railtop edge of

finished floor

Direction of parking

130 130300

1,5

10

6

1,5

400 400

Floor pavement

Running railGuide rail

top edge offinished floor

Direction of parking

130 130300

1,5

10

6

1,5

Dependent upon the structural conditions of the garage, several different options are available for installation of the rails.

Rail load by moving traffic load:– For surface load 2000 kg: 6,5 kN per wheel – For surface load 2600 kg: 8 kN per wheel

Laying on strip foundation

Laying on finished floor

Tolerances for the evenness of the carriageway must be strictly complied with in accordance with DIN (= German Industrial Standard)No. 18202, chart 3, line 3. No expansion joints are permitted within the area of the rail system.

We do not recommend mastic asphalt.


Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 3 of 5

Function

Evenness and Tolerances (abstract from DIN 18 202, table 3)

Dependent upon the size of the parking system, the desired parking space is selected either via operating panel or push buttons.The carriageway will then automatically be opened towards the selected parking space. During the shifting process flashing warninglights will come up. The control system is set in such a way that a selected mechanical parking space may always be driven onto sothat the driverʼs door may readily be opened into the carriageway made available (see parking process No. 1 and 2).

Parking process no. 1

For entering parking space No. 19, row 1,driver selects parking space No. 19.Row 1 shifts in such a way that the ParkBoard can comfortably be parked onand the driver may get out of the vehicle.


In order to park on parking space 12, row 2, driver selects space No. 12 on operating panel. Rows 1 and 2 will shift in such a way that the ParkBoard may comfortably be parked on.


For parking on stationary parking spaceNo. 2, driver selects parking space No. 2.Rows 1 and 2 will then open carriagewayto space 2 so that moving into and out ofthe garage can readily be effected.

1 2 3 4 5 6 7 8

9 10 11 12 13 14

2018171615

Stationary parking spaces

Row

2

Row

1

19

1 2 3 4 5 6 7 8

9 10 11

12

13 14

2018171615


Row

2

Row

119

1 2 3 4 5 6 7 8

9 10 11 13 14

2018171615


Row

2

Row

1

12

19

Column 2 3 4 5 61

Vertical measurement as limits in mmwith measuring points distances in m to*

0,1 1 4 10 15Line

2

Reference

5 8 12 15 20

Unfinished to surface of covers, subconcrete and subsoils for higherdemands, e.g. as foundation for cast plaster floor, industrial soils, pavingtiles and slabstone paving, compund floor paving. Finished surfaces forminor purposes, e.g. warehouses, cellar.

3 2 4 10 12 15Finished grounds, e.g. floor pavement serving as foundation for coverings.Coverings, tile coverings, PVC flooring and glued coverings.

The distance between the lower flange of the ParkBoards and the garage ground must therefore not exceed 2 cm. To adhere to the safety regulations and DIN EN 14 010 recommendations and to get the necessary even ground, the tolerances of evenness to DIN 18202, table 3, line 3, must not be exceeded. Therefore exact levelling of the ground by the client is essential.

Line 3

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Distance between measuring points in m

5

10

15

20

0

Line 2

To

lera

nces i

n m

m

* = Intermediate values are to be taken out the diagram and must be rounded-off to mm


Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 4 of 5

Technical data

– maintenance offer/contract– declaration of conformity

Available documents

Generally, this parking system is not suited for short-time parkers(temporary parkers). Please do not hesitate to contact your localKLAUS agency for further assistance.

Range of application

Environmental conditions for the area of multiparking systems:Temperature range –10 to +40° C. Relative humidity 50% at amaximum outside temperature of +40° C.

Environmental conditions

See separate sheet regarding corrosion protection.

Corrosion protectionBall bearing of the rollers provide a low sound level.

Noise emission

Elektro-Installation

The customer must provide a supply line 5 x 2.5 mm2

(3 PH+N+PE) to the main cabinet.

The location of the main cabinet and control panel are specifiedin the layout plans provided by Klaus Multiparking.

Provide conduits EN 25 (M25) with taut wire to the contact line atthe floor (only for PQ with busbar on ground).

After selecting the individual parking spaces on the control panelthey are provided automatically.

For smaller systems with up to 4 ParkBoards in a row selection is made via one control unit per ParkBoard in jog mode (hold-to-run).Warning: Only possible with trailing cable or contact line fromabove.

Warning signals are installed within the shifting area of the ParkBoards. They start flashing as soon as the system starts.

Electrical supply / Control system

Safety bars on the side are installed as safeguard to avoid crushing injuries when shifting the ParkBoards.

An 0.15 kW motor is used as drive.

Drive / Safety

The shifting speed of the ParkBoards is 0.2 m/s (12 m/min),according to DIN EN 14 010.

Palettenkonstruktion

By locking the motor brake the pallets can be shifted manually.

Emergency operation / Power failure

Pallet design


Seite 2

Maßtabelle

Ausspa-rung/Schienen-

Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 5 of 5

Description

We reserve the right to change this specification without further notice

Multiparking system for parking one vehicle on one ParkBoard.

Dimensions are in accordance with the respective underlying height and width dimensions.

Transversely movable ParkBoards are normally installed in frontof a row of stationary parking spaces.

They can be shifted sideways in a way that the parking spaces located behind them can always be easily accessed.

For parking on the ParkBoards the ParkBoards must also be moved sideways. This creates sufficient space for opening driver's door, facilitating convenient getting in and out of the vehicle.

ParkBoards Type Automatic can be arranged in several rows, one behind the other.

ParkBoards Type Manual can be arranged in a one row arrangement up to 4 ParkBoards

Positioning of the car on the ParkBoard using a positioning aid.

General description

– See page 1 to 3– Height in the driving area is approx. 9 cm above finished floor – Height of the side members is approx. 17 cm

Dimensions oft the ParkBoards

General: – Control box– Operating device– Limit switches for positioning– Flashing warning lights– Power supply vial busbars on the ground

Optional power supply via:– Flat-/trailing cables– Running rails fixed under the ceiling– Cable trailers – Optionally at additional charge:

contact wire fixed under the ceiling

Electrical equipment consisting of:

General: – While shifting the ParkBoards, a warning signal flashes– Safety bars on the side are installed as safeguard to avoid

crushing injuries when shifting the ParkBoards– Electric wiring is made from the electric cabinet by the

manufacturer

Operation ParkBoard Type Automatic: – The parking pallets are operated via centrally located

control panel– Once the desired parking space has been selected, the

ParkBoards are shifted automatically

Operation ParkBoards Type Manual: – The ParkBoards are operated via push-buttons

(hold-to-run device)

Control system

The Klaus company reserves the right in the course of technical progress to use newer or other technologies, systems, processes, procedures or standards in the fulfillment of their obligations other than those originally offered provided the customer derives no disadvantage from their so doing.

To be performed by the customer

Consecutive numbering of stationary parking spaces and crosswise shifting ParkBoards.

Numbering of parking spaces

Any required lighting, ventilation, fire extinguishing and fire alarmsystems as well as clarification and compliance with the relevantregulatory requirements.

Building services

Power supply: three phase 400 V/50 Hz with neutral and ground wire (other voltage network, voltage or frequency are possible after the technical checking by us).

Main fuse: 3 x fuse 16 A (slow) or circuit breaker 3 x 16 A (trigger characteristicK or C).

Supply line 5 x 2.5 mm2 to the main cabinet, depending on line layout, line length or system size a larger cross sections may be required. DIN VDE 0100 and other relevant local standards mustbe observed.

The supply line to the main cabinet must be provided by the customer during installation. The functionality can be monitored on site by our fitters together with the electrician. If this cannot be done during installation for some reason for which the customer is responsible, the customer must commission an electrician at their own expense and risk.

Electrical supply to the control box

– Costs for final technical approval by an authorized body– Main switch

If the following are not included in the quotation, they will also have to be provided / paid for by the customer:

Flooring structure in accordance with our instructions, please seepage 2 and 3 (recesses, rail systems).

Recesses, tolerances for the evenness of the driving lane mustadhere to DIN 18202, sheet 3, line 3.

Stuffing of rail system with cement floor for the whole length.

Bringing in of floor pavement.

Cable duct M25 with taut wire from electric cabinet to rails(only for PQ with busbar on ground).

Floor / Rails

One lockable main switch coresponding to EN 60204-1, 5.3.2 a),b) or c) and 10.7.4 mounted in the supply line per main cabinet.The main switch is to be mounted directly next to the main cabinet.

Main switch

– Side members– Platform base sections (cover plates)– Low-noise running and guide rollers running on ball bearings– Access plate – Positioning aid– Various small parts, etc.

ParkBoard consisting of:

Rack-and-pinion drive with electric motor.

Drive consisting of:

– Two rails mounted to the floor

– The rails protrude approx. 15 mm above finished floor

– The rail located on the entrance side is used as guide rail and ensures safe moving of the ParkBoards

Rail system consisting of:

Documents

PROPOSED MIXED USE DEVELOPMENT - Planning