Traffic Engineering Assessment - City of Yarra · 2017-06-30 · Traffic Engineering Assessment 33-35 Stewart Street, Richmond: Proposed Mixed Use Development 1 Introduction Traffix

TraffixGroup

Traffic Engineers and Transport Planners

Traffic Engineering Assessment

Proposed Mixed Use Development at 33-35 Stewart Street, Richmond

Prepared For

Slimform Holdings Pty Ltd

August, 2016 G19279R-01B

Traffix Group Pty Ltd ABN 32 100 481 570 Address: Suite 8, 431 Burke Road, Glen Iris Victoria 3146

Telephone: 03 9822 2888 Website: www.traffixgroup.com.au Email: [email protected]


33-35 Stewart Street, Richmond: Proposed Mixed Use Development


Proposed Mixed Use Development at 33-35 Stewart Street, Richmond

Document Control

Issue No. Type Date Prepared By Approved By

A Draft 21/06/2016 D. Milder H. Turnbull

B Final 03/08/2016 D. Milder H. Turnbull

Our Reference: G19279R-01B

COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd — ABN 32 100 481 570,

Traffix Survey Pty Ltd — ABN 57 120 461 510, Traffix Design Pty Ltd — ABN 41 060 899 443). Use or copying of this document in whole or in part

without the written permission of Traffix Group constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group's client, and is subject to and issued in

connection with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility

whatsoever for or in respect of any use of or reliance upon this report by any third party.

G19279R-01B

't;ffixGroup



Table of Contents

1 Introduction 1

2 Existing Conditions 1

2.1 The Site 1

2.2 Road Network 2

2.3 Sustainable Modes of Transport 3

2.3.1 Public Transport 3

2.3.2 Bicycle and Pedestrian Networks 4

3 Proposal 5

4 Car Parking Assessment 6

4.1 Statutory Car Parking Requirements 6

4.2 Reducing the Requirement for Car Parking 7

4.3 Car Parking Demand Likely to be Generated by the Use 7

4.4 Appropriateness of Providing Fewer Spaces than the Likely Demand 7

4.5 Car Parking Layout & Access Arrangements 8

5 Bicycle Parking 9

6 Traffic Considerations 10

6.1 Traffic Generation 10

6.2 Traffic Distribution and Impact 10

6.3 Car Lift Operation Considerations 11

7 Loading Considerations 12

8 Conclusions 13

List of Appendices

Appendix A: Proposed Development Plan

Appendix B: Swept Path Diagrams

G19279R-01B Page i

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1 Introduction

Traffix Group has been engaged by Slimform Holdings Pty Ltd to undertake a traffic engineering

assessment and prepare a report for the proposed mixed use development located at 33-35 Stewart

Street in Richmond.

In preparing this report, the subject site and environs have been inspected, plans of the proposed

development have been perused and the traffic engineering implications of the proposed

development have been assessed.

2 Existing Conditions

2.1 The Site

The subject site is located on the north side of Stewart Street, directly opposite the entry to

Richmond Railway Station, as shown in the locality plan at Figure 1.

Source: Reproduced with permission from Melway Publishing Pty Ltd.

Figure 1: Locality Map

The subject site is generally rectangular in shape with a frontage to Stewart Street of approximately

40 metres. The site is currently occupied by the Slimform Building. Laneways are provided at both

the east and west sides of the site and connect with Stewart Street.

The subject site is located within a Mixed Use Zone (MUZ) under the Yarra Planning Scheme, as

shown in Figure 2.

G19279R-01B

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Traffic Engineering Assessment 33-35 Stewart Street, Richmond: Proposed Mixed Use Development

Source: Planning Schemes Online: www.dse.vic.gov.au

Figure 2: Land Use Zoning Map

Existing land uses surrounding the subject site include residential uses to the north and east,

Richmond Railway Station immediately to the south, industrial and commercial uses along Stewart

Street, public parks on the west side of Noddle Street and numerous shops and eateries along Swan

Street.

2.2 Road Network

Stewart Street is a local road which extends between Hoddle Street to the west and Swan Street to

the southeast. Stewart Street varies in width depending on the location. Directly in front of the site,

Stewart Street has a wide carriageway of approximately 7m which accommodates a lane of through

traffic and kerbside parallel parking on the north side only. To the west of the site Stewart Street

widens to provide for kerbside parking on both sides while to the east of the site it narrows to be

approximately 5.5m.

On-street parking along Stewart Street is controlled with 2P 8am-5pm restrictions on the north side

and 'No Stopping' restrictions on the south side. To the west of the site, 2P time restricted parking is

permitted on both sides of the road.

The urban default speed limit of 50km/h applies to Stewart Street.

G19279R-01B Page 2

East Richmond



2.3 Sustainable Modes of Transport

The site has been given a WalkScore' of 97, which is given the rating of "Walker's Paradise" noting

specifically that daily errands do not require a car.

The following are the sustainable transport alternatives nearby to the site.

2.3.1 Public Transport

Figure 3 below shows the public transport network in the vicinity of the subject site.

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The site is well served by public transport, including the following services within walking distance:

• Richmond Railway Station is located directly opposite the site. The station is served by several

railway lines including the Glen Waverley, Frankston, Cranbourne and Pakenham Railway Lines

and provides connection to the greater metropolitan rail network.

• Bus Routes 246 operates along Hoddle Street approximately 150m west of the subject site. This

route provides a connection to between Elsternwick and Clifton Hill via St Kilda.

• Bus Routes 605 operates along Swan Street approximately 80 metres south of the subject site.

This route provides a connection between Gardenvale and Melbourne CBD via Kooyong Road.

The above services provide a connection to other public transport options including train, tram and

bus services.

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G19279R-01B Page 3

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2.3.2 Bicycle and Pedestrian Networks

The site is well served by bicycle and pedestrian infrastructure, including:

• on-road bicycle lanes on Olympic Boulevard and Church Street which are located approximately

200m southwest and 650m east of the site respectively,

• off-road bicycle paths through Gosch's Paddock, Yarra Park, Batman Avenue and Alexandra

Avenue, and

• informal on-road bicycle paths along Swan Street, Cremorne Street, Lennox Street, Rowena

Parade and Richmond Terrace.

The site is easily accessible by pedestrians with footpaths located along the sites Stewart Street

frontage and connective pedestrian paths to Noddle Street and Swan Street.

Legend Walking Track

Off-Road Shared Path

On-Road Bike Lane

Informal Bike Route

rr,s4parra 11111,4111 Jolimont

Tram Route, with stop & terminus Railway Station, with distance to City, Bike & Car Parking Spaces

i 572 Bus Route. with terminus

Figure 4: Yarra TraveISMART Map

G19279R-01B Page 4



3 Proposal

It is proposed to develop the subject site for the purposes of a ten-storey mixed use development

comprising two two-bedroom dwellings, 35 studio offices and three large commercial offices.

A total of 32 car spaces are to be provided on-site as part of the proposed development. 13 spaces

will be provided at ground level comprising 12 spaces in a tandem arrangement (six tandem pairs)

and one disabled space. Within the basement, accessed via a car lift, 19 spaces are proposed

including 10 spaces in a tandem arrangement (five tandem pairs), eight standard parking spaces and

one car share parking space.

Vehicle access to the subject site is to be taken via the existing laneway at the west end of the site

and access to the basement car park will be via a car lift at the rear of the site.

A copy of the proposed ground floor development plan is attached at Appendix A.

G19279R-01B Page 5



4 Car Parking Assessment

4.1 Statutory Car Parking Requirements

Clause 52.06 of the Planning Scheme sets out the statutory requirements for car parking as

summarised at Table 1. The purpose of Clause 52.06 is:

• To ensure that car parking is provided in accordance with the State Planning Policy Framework

and Local Planning Policy Framework.

• To ensure the provision of an appropriate number of car parking spaces having regard to the

demand likely to be generated, the activities on the land and the nature of the locality.

• To support sustainable transport alternatives to the motor car.

• To promote the efficient use of car parking spaces through the consolidation of car parking

facilities.

• To ensure that car parking does not adversely affect the amenity of the locality.

• To ensure that the design and location of car parking is of a high standard, creates a safe

environment for users and enables easy and efficient use.

Table 1 outlines the statutory car parking requirements of the proposed development.

Table 1: Statutory Car Parking Requirements

Use Measure Rate Requirementil)

Office 3,298m2 3.5 spaces to each 100m2 of net floor area 115 spaces

Two Bedroom Dwellings

2 1 space to each two-bedroom dwelling 2 spaces

Retail 128m2 4 spaces to each 100m2 of leasable floor

area 5 spaces

Total 122 spaces

(1) Clause 52.06-5 specifies that where a car parking calculation results in a requirement that is not a whole number, the number of

spaces should be rounded down to the nearest whole number.

Table 1 indicates that the proposed development has a statutory requirement to provide a total of

122 car spaces.

A total of 32 car spaces are to be provided on site for the proposed development. Accordingly, the

proposed car parking provision falls short of the statutory car parking requirement and a permit is

sought as part of this application to reduce the car parking requirement.

G19279R-01B Page 6



4.2 Reducing the Requirement for Car Parking

Practice Note 22 (June, 2012) specifies that the provisions draw a distinction between the

assessment of likely demand for parking spaces, and whether it is appropriate to allow the supply of

fewer spaces. These are two separate considerations, one technical while the other is more strategic.

Different factors are taken into account in each consideration.

Accordingly, the applicant must satisfy the responsible authority that the provision of car parking is

appropriate on the basis of a two-step process, which has regard to:

• The car parking demand likely to be generated by the use.

• Whether it is appropriate to allow fewer spaces to be provided than the number likely to be

generated by the site.

An assessment of the appropriateness of reducing the car parking provision below the statutory

requirement is set out below.

4.3 Car Parking Demand Likely to be Generated by the Use

The provision of 32 parking spaces represents the maximum number of spaces that can reasonably

be provided on this site. All on-street parking in the vicinity of the subject site is restricted and not

suitable for long term parking demands, such as those generated by offices.

Furthermore, the site is located directly opposite Richmond Railway Station, which is serviced by

Frankston, Pakenham, Cranbourne, Sandringham, Alamein, Lilydale, Belgrave and Glen Waverly

Lines. Richmond Station is also only a single station away from Flinders Street Station for those

coming by train via the western or northern train lines. Employees without a dedicated parking

space in this location will have no alternative but to travel to work by other means.

As a result of the proposed provision, the absence of long term off-site parking available in the area

and the excellent access to public transport, we are satisfied that there will be no off-street parking

impacts from employees of the offices due to the statutory parking shortfall.

4.4 Appropriateness of Providing Fewer Spaces than the Likely Demand

The second step in determining whether it is appropriate to reduce the statutory car parking rates is

to consider whether it is appropriate to allow fewer spaces to be provided than the number likely to

be generated by the site.

In this instance, the car parking demand will be equal to the proposed parking provision and

accordingly will provide a suitable level of parking for the proposed development.

G19279R-01B Page 7

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4.5 Car Parking Layout & Access Arrangements

The proposed car parking layout and access arrangements have been checked against the relevant

requirements of the Planning Scheme and AS2890 (where relevant). The following is noted:

• The accessways are at least 3m wide in accordance with the Planning Scheme.

• A minimum headroom clearance of 2.2m is to be achieved within the car parking area, along

ramps and above all car spaces. This satisfies the requirements of AS/NZS 2890.1:2004 and

exceeds the requirements of the Planning Scheme.

• All vehicles can enter and exit the site in a forwards direction.

• All standard car spaces are measured to be at least 2.6m wide, 4.9m long and accessed from an

aisle that is 6.4m wide. These dimensions satisfy the requirements of the Planning Scheme.

• Tandem spaces are provided with an additional 500mm length.

• Each tandem pair must be allocated to the same tenancy.

• Columns are to be located between 250mm to 1,250mm from the aisle end of parking spaces.

• The proposed disabled accessible car spaces are measured to be 2.4m wide x 4.9m long with a

headroom clearance of 2.5m.

500mm of the disabled and shared spaces are provided within the access aisle in accordance

with Clause 52.06-8 of the Planning Scheme.

• A shared space measuring 2.4m wide by 4.9m long is provided adjacent to all disabled spaces.

The proposed car parking layout and access arrangements are therefore considered to be in

accordance with the relevant requirements of the Planning Scheme, Australian Standards and

current practice, and will operate in an appropriate and acceptable manner.

Swept path diagrams have been prepared, attached at Appendix B, showing vehicles accessing and

egressing critical parking spaces to ensure that they are suitable.

G19279R-01B Page 8



5 Bicycle Parking

The statutory bicycle parking requirements of the proposed development are outlined under Clause

52.34 of the Planning Scheme, as follows:

• Dwelling:

o 1 resident space to each 5 dwellings in developments of four or more storeys, and

o 1 visitor space to each 10 dwellings in developments of four or more storeys.

• Office:

o 1 staff space to each 300m2 of net floor area if the net floor area exceeds 1,000m2, and

o 1 customer space to each 1,000m2 of net floor area if the net floor area exceeds 1,000m2.

• Retail premises other than listed:

o 1 staff space to each 300m2 of leasable floor area, and

o 1 customer space to each 500m2 of leasable floor area.

Based on the above rates, the 3,298m2 of office net floor area generates a statutory bicycle parking

requirement for 11 staff spaces and three visitor spaces. The three bicycle spaces provided at

ground level are sufficient to meet the visitor requirement and there is ample opportunity to provide

11 staff spaces within the basement.

Accordingly, we are satisfied that the development can meet the requirements of Clause 52.34.

G19279R-01B Page 9



6 Traffic Considerations

6.1 Traffic Generation

Residential

The RTA Guide to Traffic Generating Developments (2002) (RTA Guide) sets out traffic generation

rates based on survey data collected in New South Wales for a range of land uses. This guide is

referred to in the Austroads Guide which is used by VicRoads, and is generally regarded as the

standard for metropolitan development characteristics.

The RTA Guide sets out the following relevant traffic generation rates for medium density residential

development:

Smaller Units (one and two bedrooms):

• Daily vehicle trips = 4 — 5 per dwelling per day

• Weekday peak hour vehicle trips = 0.4 —0.5 per dwelling per day

For the proposed development (2 dwellings), this equates to a traffic generation rate of 10 vehicle

trip ends per day, with one vehicle trip end being generated during each peak hour.

Office and Retail

The site is located directly opposite a Richmond Railway Station which is a "premium railway station"

as indicated by PTV.

Given the parking provision of 30 spaces for the office and retail components of the site and the

proximity to excellent public transport options (Richmond Station), we anticipate that a maximum

office generation of 1 trip-end per car space will be generated in each of the AM and PM peak hours.

Total

Based on the foregoing assessment, the development is expected to generate in the order of 31

vehicle movements during the each of the AM and PM commuter peak hour periods.

6.2 Traffic Distribution and Impact

Traffic distribution for offices is 90/10 for in/out movements in the AM peak hour and vice versa in

the PM peak hour. On that basis, the distribution results in an estimated 28 movements entering the

site in the AM peak and 28 leaving in the PM peak.

This level of traffic represents approximately 1 vehicle every 2 minutes which is negligible and can be

absorbed by Stewart Street and the surrounding Road network.

The car lift will generate approximately 1 vehicle every 3 minutes as a result of the 19 spaces

provided within the basement.

We are satisfied that the surrounding road network has ample capacity to accommodate this number

of traffic movements.

G19279R-01B Page 10



6.3 Car Lift Operation Considerations

Based on discussions with car lift manufactures, it is estimated that on average each lift will take

approximately 75 seconds to travel from the Ground Level to a car parking level and then back to

Ground Level.

On this basis, the lift can service in the order of 48 vehicles per hour. The peak hour projected traffic

volume is for 31 movements however, only 19 of these will require access to the car lift. This

equates to a utilisation of 0.40.

Austroads Guide to Traffic Management — Part 3 at Figure 6.5 estimates the 98th percentile queue for

a utilisation of 0.4 as four vehicles. This includes in-bound and out-bound movements and therefore

it is projected that there will be an in-bound queue of up to four vehicles, including one in the car lift,

in the AM peak hour.

Accordingly, we are satisfied that the proposed car lift will accommodate the projected level of traffic

anticipated to be generated by the proposed development and that any queues that are likely to

occur at ground level can be adequately served by the three waiting bays that are shown on the

plans.

Swept path diagrams have been prepared, attached at Appendix B, showing that vehicles are able to

access and egress at ground level and the basement via the car lift.

G19279R-01B Page 11


7 Loading Considerations

Clause 52.07 of the Planning Scheme requires that no building or works may be constructed for

manufacturing, servicing, storage or sale of goods or materials unless an appropriate loading bay is

provided on the site. The proposed development therefore has a requirement to provide a loading

bay for the proposed retail tenancy.

Clause 52.07 specified that a permit may be granted to reduce or waive the loading requirements if

either:

• The land area is insufficient.

• Adequate provision is made for loading and unloading vehicles to the satisfaction of the

responsible authority.

The only part of the site that generates a requirement for a loading zone is the retail tenancy which is

only 121m2.

The proposed retail tenancy does not occupy a sufficient portion of land to allow for the provision of

a loading bay.

We note that there is an on-street loading area provided approximately 25 metres east of the site

which would be suitable for loading to this tenancy.

Furthermore, loading to tenancies of this size are often undertaken by large cars or vans and

accordingly, the four parking spaces provided along the site's frontage would be appropriate to allow

for loading to occur.

Accordingly, we are satisfied that there is sufficient justification to warrant a waiver of the loading

bay requirement under Clause 52.07.

G19279R-01B Page 12



8 Conclusions

Having visited the site, perused relevant documents and plans, provided design advice, conducted a

spot parking survey and undertaken traffic engineering assessments, we are of the opinion that:

a) the proposed provision of 32 parking space car parking spaces falls short of the statutory

requirement and a permit is sought to reduce the car parking requirement,

b) there is sufficient justification to warrant a reduction in the car parking requirement having

regard to the following:

i) the proximity of alternative sustainable transport,

ii) the provision of parking, and

iii) the absence of suitable off-site long term parking availability.

c) the proposed car parking layout and access arrangements are considered to be in accordance

with the relevant requirements of the Planning Scheme, Australian Standards and current

practice, and will operate in an appropriate and acceptable manner,

d) there is ample opportunity to provide additional bicycle parking spaces within the basement to

meet the statutory requirement of Clause 52.34 of the Planning Scheme,

e) the volume of traffic likely to be generated by the site represents approximately one vehicle

every two minutes which can be readily accommodated by Stewart Street and the broader road

network without an adverse traffic impacts,

f) the car lift will serve up to 19 vehicles in the AM and PM peak hours and there is sufficient space

provided, in the form of three waiting bays, for vehicles to queue,

g) there is sufficient justification to warrant a waiver of loading requirement under Clause 52.07,

and

h) there are no traffic engineering reasons why a planning permit for the proposed mixed-use

development at 33-35 Stewart Street, Richmond, should not be granted.

G19279R-01B Page 13



Appendix A:

Proposed Development Plan

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Appendix B:

Swept Path Diagrams

G19279R-01B

19279-01 SHEET No 01101

33-35 STEWART STREET, RICHMOND

899 DESIGN CAR SWEPT PATHS

PROPOSED OFFICE AND SHOP DEVELOPMENT .0,01 Ma Rod 1113. NIZI,1101

PANNE InCIC*11k3141 HEX MI MESE.. FILE NAME: 19279-01.0WE

ISSUE: A

REVISION DATE GENERAL NOTES 1. BASE INFORMATION FROM: TP101 GROUND 1Ground.dwg &

TP0991BASEMERTJBasement_011.dwg PREPARED BY Plus Architecture — received 22-06-2016

22 JUN 2016 41111TraffiXGrOUp

REVISION NOTES DESIGNED: D. MILDER

CHECKED: H. TURNBULL 22 JUN 2016 Traffic Engineers and Transport PM/Inert

SCALE 0

Basement Car Lift - Autoturn IN

2 350

CARPARI A: 707 m

19 CARS (5T, 1S)

cu SF

$.

CIRCULAT A: 74

7,1 901

S

Ground Level Car Lift - Autoturn IN

Basement Car Lift - Autoturn OUT

Ground Level Car Lift - Autoturn OUT

2 350

IRCULA A: 74

CARPAR A: 707 m

19 CARS (5T, 1S) 1

CO

0 con CAR

SHARE

VEHICLE USED IN SIMULATION (VEHICLE SPEED - SIEnVh)

5.20

0.95 105

99TH— CAR—AS2890-04 Width : 1.94 Track : 1.84 Look to Look Time : 6.00 Stowing Angle 37.50

LEGEND ROVE OHMS

EEO MARE

VEHICLE MT

PAN CEEARANCE

Documents

Traffic Engineering Assessment - City of Yarra · 2017-06-30 · Traffic Engineering Assessment 33-35 Stewart Street, Richmond: Proposed Mixed Use Development 1 Introduction Traffix