Yarra Valley Water Tank Site - Planning - Planning€¦ · Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015 Page 13 Traffic Impact It is shown

Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015

ABN: 79 168 115 679

1/59 Keele Street

COLLINGWOOD, VIC 3066

www.onemilegrid.com.au

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29 September 2015

Places Victoria

Via email: [email protected]

Attention: Jabin Henderson

Yarra Valley Water Tank Site Transport Impact Assessment

Dear Jabin,

Introduction

onemilegrid has been requested by Places Victoria to undertake a Transport Impact Assessment of

the proposed residential development on the south-west corner of the intersection of Upper

Heidelberg Road and Bell Street (Bell-Banksia Link).

Existing Conditions

Site Location

The subject site is located at 419, 421A and 421C Upper Heidelberg Road, Heidelberg Heights, as

shown in Figure 1, bound by Upper Heidelberg Road, Forster Street, Bell Street and an unnamed

laneway to the north-west.

Figure 1 Site Location

Copyright Melway Publishing

Subject Site

http://www.onemilegrid.com.au/


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The site is currently occupied by a number of uses, including a disused Melbourne Water storage

tank, communications towers and a public playground and reserve.

Land use abutting the site is typically residential in nature, though the Austin Hospital is located to

the east, and Heidelberg Repatriation Hospital is located to the west.

Bell Street, to the north and north-west of the site is bound by commercial and retail developments,

including on approach to the Heidelberg Road intersection.

Planning Zones

It is shown in Figure 2 that the site is located partially within a Public Use Zone (PUZ), a Public Park

and Recreation Zone (PPRZ), and a General Residential Zone (GRZ).

Figure 2 Planning Scheme Zones

Road Network

Upper Heidelberg Road

Upper Heidelberg Road is an arterial road generally aligned north-south, running north from

Heidelberg Road in Ivanhoe to Heidelberg Heights, continuing as Waiora Road to the north and

Lower Plenty Road to the north-east.

Adjacent to the site, Upper Heidelberg Road provides a two traffic lanes in each direction as

shown in Figure 3.

Subject Site


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Figure 3 Upper Heidelberg Road, looking north towards the subject site

Kerbside parking varies along the site frontage. Clearways operate during the morning peak in the

southbound direction, whilst parking is prohibited in the northbound direction during the evening

peak. Outside these times, parking is restricted typically to 2-hour parking, other than near the

intersection of Bell Street, where permanent No Stopping restrictions apply.

A 60km/h speed limit applies to Upper Heidelberg Road in the vicinity of the site.

Forster Street

Forster Street is a local road, aligned generally east-west, which runs along the southern boundary

of the subject site, and terminates at Upper Heidelberg Road in an informal court bowl.

Forster Street provides a wide carriageway, with kerbside parking on both sides, typically time

restricted to 2-hour parking between 8:00am and 5:00pm. The default 50km/h speed limit applies

to Forster Street in the vicinity of the site.

The cross-section of Forster Street at the frontage of the site is shown in Figure 4.

Figure 4 Forster Street, looking east along the subject site


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SmartRoads Road User Hierarchy Maps

In mid-2011 VicRoads developed the SmartRoads Road User Hierarchy Maps which aim to

‘manage competing interests for limited road space by giving priority use of the road to different

transport modes at particular times of the day.’

The SmartRoads map, reproduced in Figure 5, identifies the priority modes on each arterial road in

the vicinity of the site, and indicates that Upper Heidelberg Road adjacent the site is a Bicycle

Priority Route and a Traffic Route.

Furthermore, Bell Street is noted as a Bus Priority Route and Preferred Traffic Route.

Figure 5 SmartRoads Road User Hierarchy Map

Traffic Volumes

Traffic volumes information collected by VicRoads indicates that Upper Heidelberg Road adjacent

the site carries daily traffic volumes of approximately 9,000 vehicles per day southbound, and

approximately 8,400 vehicles per day northbound.

Subject Site


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Sustainable Transport

An extract of the TravelSmart Map for the City of Banyule is shown in Figure 6, highlighting the

public transport, bicycle and pedestrian facilities in the area.

Figure 6 TravelSmart Map

Subject Site


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The full public transport provision in the vicinity of the site is shown in Figure 7.

Figure 7 Public Transport Provision

It is shown that the site has excellent public transport accessibility, with Heidelberg Railway Station

located approximately 800m walk from the site, SmartBus Route 903 servicing Bell Street adjacent,

and a number of additional bus routes in the vicinity.

Subject Site


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Development Potential

A number of development scenarios are currently being investigated, as shown in Table 1.

Table 1 Potential Development Scenarios

Scenario Component No.

Low

1 Bedroom Dwelling 39



Sub-Total 112

Car Parking 141

Medium




Sub-Total 139

Car Parking 175

High




Sub-Total 175

Car Parking 216

All access to the site is proposed from Upper Heidelberg Road.

Bicycle Parking Considerations

The bicycle parking requirements for the subject site are identified in Clause 52.34 of the Banyule

Planning Scheme. It is recommended that bicycle parking be provided in accordance with the

Planning Scheme requirements as a minimum.

Car Parking Considerations

The car parking requirements for the subject site are identified in Clause 52.06 of the Banyule

Planning Scheme. It is recommended that resident parking be provided in accordance with the

Planning Scheme requirements. With regard to visitor parking, it is suggested that given the number

of apartments proposed, and the site location, a reduction in on-site visitor parking would be

appropriate, with a minimum of 1 visitor spaces per 10 apartments recommended on-site.


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Traffic Considerations

Traffic Generation

It is generally accepted that single dwellings on a lot in outer suburban areas may generate traffic

at up to 10 vehicles per day, whilst in areas with good public transport, and for higher density

dwellings, lower traffic generation rates are often recorded.

Table 2 provides a summary of the typical traffic generation rates (both peak hour and daily) for a

variety of dwelling types.

Table 2 Typical Residential Traffic Generation Rates

Dwelling Type Peak Hour Daily

Detached low density 0.8 – 1.0 vph 8 – 10 vpd

Larger medium density

townhouses and apartments 0.5 – 0.7 vph 5 – 7 vpd

Smaller medium density

townhouses and apartments 0.25 – 0.5 vph 2.5 – 5 vpd

High density apartments (with

parking) 0.1 – 0.3 vph 1 – 3 vpd

Considering the nature of the potential developments, the following traffic generation rates have

been adopted.

Table 3 Adopted Traffic Generation Rates

Component Peak Hour Daily

1 Bedroom Dwelling 0.4 vph 4 vpd



Based on the above rates, the total traffic generation of each potential development scheme is

shown in

Table 4 Development Scenarios Traffic Generation

Scenario Peak Hour Daily

Low 54 vph 527 vpd

Medium 66 vph 653 vpd

High 82 vph 823 vpd


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Traffic Distribution

Considering the location of the site in relation to the arterial road network, public transport facilities,

schools, recreation and retail and employment precincts, the directional distribution shown in has

been adopted.

Table 5 Adopted Directional Traffic Distribution

Origin/Destination Percentage

Upper Heidelberg Road – North 15%

Upper Heidelberg Road – South 35%

Burgundy Street – East 25%

Bell Street – West 25%

Furthermore, based on typically observed rates, the residential traffic distribution shown in Table 6

has been adopted.

Table 6 Residential Traffic Distribution - Apartments

Peak Hour Percentage of Daily Outbound Inbound

AM Peak 10% 80% 20%

PM Peak 10% 40% 60%

Generated Traffic Volumes

Based on the above, the following traffic volumes are expected to be generated by the proposed

development at the site access intersection onto Upper Heidelberg Road, and at the Upper

Heidelberg Road/Bell Street/Burgundy Street intersection, for each development scenario. Note

that it is assumed that all exiting traffic with a destination to the south on Upper Heidelberg Road

will undertake a U-turn movement at the adjacent median break.


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Figure 8 Generated Traffic Volumes – Low Scenario


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Figure 9 Generated Traffic Volumes – Medium Scenario


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Figure 10 Generated Traffic Volumes – High Scenario


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Traffic Impact

It is shown in the traffic volumes generated by the potential development scenarios are less than

one vehicle per minute for any one movement. Furthermore, at the intersection of Upper

Heidelberg Road and Bell Street/Burgundy Street, all movements are less than 30 vehicle

movement per hour, equivalent to less than one vehicle movement every two minutes, and

generally less than one vehicle movement every signal cycle during the peak periods.

Whilst the surrounding area can experience congestion during peak periods, typically, this occurs

on Bell Street, and on Banksia Street in the vicinity of Lower Heidelberg Road. Upper Heidelberg

Road typically operates with some spare capacity, even during peak periods.

Subject to detailed analysis, it is anticipated that the traffic volumes generated by the potential

development on the site could be readily accommodated by the surrounding road network.

Please do not hesitate to contact Ross Hill (0410 526 917, or [email protected]) should

you wish to discuss the above.

Yours sincerely

Ross Hill

Director - Senior Engineer

onemilegrid

m: 0410 526 917

d: (03) 9982 9725

e: [email protected]

Documents

Yarra Valley Water Tank Site - Planning - Planning€¦ · Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015 Page 13 Traffic Impact It is shown