agenda item 2.1 officer: alison collins planning reform ... · development application 155/m011/14...

26 March 2015

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AGENDA ITEM 2.1 Officer: Alison Collins

Planning Reform and Projects – Planning Division Department of Planning, Transport & Infrastructure

TABLE OF CONTENTS

PLANNING REPORT PAGES

AGENDA REPORT 2-6

ATTACHMENTS

AMENDED PLAN 7

AMENDED TRAFFIC IMPACT STATEMENT 8-42

CAR PARK LAYOUT REVIEW 43-45

INDEPENDENT CAR PARK LAYOUT REVIEW 46-52

26 March 2015

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IMDAC AGENDA ITEM:

Application Summary

Application No: 155/M011/14

KNET Reference: 2014/18240/02

Applicant: Chasecrown Pty Ltd

Proposal: Demolition of an existing building and construction of a mixed use

development with a commercial and retail floor space on the ground and

first level (total 447m2) and 21 apartments for student use (levels one to

four), together with basement level car parking and a roof-top garden.

Subject Land: 97 King William Street, Kent Town

Relevant Authority: Inner Metropolitan Development Assessment Committee of the

Development Assessment Commission

Role of the

Commission:

Schedule 10(4C) of the Development Regulations 2008: Development

that involves the construction of a building that exceeds 4 storeys in

height within the Urban Corridor Zone

Zone / Policy Area: Urban Corridor Zone, Business Policy Area

Categorisation: Category 1

Notification: N/A

Representations: N/A

Lodgement Date: 27 August, 2014

Development Plan: Norwood Payneham and St Peters (City), consolidated 31 October 2013

Statutory Referral

Agencies

Government Architect

Assessment Officer Alison Collins

Recommendation: Development Plan Consent subject to conditions

ASSESSMENT REPORT

1. BACKGROUND

The Inner Metropolitan Development Assessment Committee (IMDAC) has considered

Development Application 155/M011/14 on three separate occasions and deferred its decision.

On 11 September 2014, IMDAC considered the proposal and resolved to defer a decision on the

matter. In response to the issues raised by IMDAC, the applicant made the following amendments

to the proposal:

removed the rear commercial space on the first floor and replaced this space with three

north facing apartments – this reduced the commercial space by approximately 228m2 and

increased the number of apartments from 18 to 21

provided a building setback of one metre from Little King William Street to allow for future

public realm improvements and to improve access and manoeuvring for waste collection

vehicles

provided a Student Accommodation Facility Management Report, confirming that the

residential apartments are to be used as student accommodation only

submitted a parking survey to identify and provide a better understanding of the existing

car park occupancy and turnover rates on King William Street (between College and

Fullarton Roads).

On the 9 October 2014, IMDAC further considered this application and resolved to defer a decision

and requested that the applicant consider:

further improving the commercial car parking ratio to better align with the Development

Plan requirements

26 March 2015

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resolving the awkward passageway access to the rear ground floor commercial space and

apartments on the first floor

further detail around the apartment lobby area on level two.

On the 11 December 2014, IMDAC further considered this application and resolved to defer a

decision and requested:

the review/redesign of access to, and the layout and design of the car park to comply with

Australian Standards.

This report is supplementary to that already considered by IMDAC on 11 September 2014, 9

October 2014 and 11 December 2014. It provides an assessment of the new material provided by

the applicant and is not a full assessment of the whole proposal against the Development Plan.

The previous three reports are reproduced in the DAC dropbox for reference.

2. ASSESSMENT

2.1. Scope

This assessment focuses on the review of the access to, and the layout and design of the

basement car park to ensure it complies with the relevant Australian Standards.

The following documents are included in the ATTACHMENTS:

amended plan showing the car park layout and ground floor plane

amended Traffic Impact Statement

letter from GTA Consultants outlining their review of the car park layout

memos from GHD Consultants outlining their independent car park review findings.

2.2. Car park layout

GTA Consultants have undertaken a review of the car park layout against the relevant

Australian Standards. Their findings are provided in the ATTACHED letter (dated 13 February

2015). In response to this review, the applicant amended the proposal as follows:

The inclusion of one disabled car park space and associated shared zone.

Modification of the ramp grades to meet Australian Standards.

Provision of an additional bicycle rack outside the building’s King William Street

entrance for visitor use (bringing the total to 4).

GHD Consultants were subsequently commissioned to provide an independent review of the

car park access and layout. This review identified several further minor amendments which

the applicant responded to. GHD subsequently provided a follow-up memo to confirm that the

car park layout and access meets the relevant requirements set out in AS2890.1.

A copy of the GHD advice (dated 16 March 2015 and 19 March 2015) is included in the

ATTACHMENTS.

4 CONCLUSION

The subject land is situated in the Urban Corridor Zone (Business Policy Area) which encourages medium to high density residential apartments above compatible non-residential land uses. The proposed development meets the key elements of the desired character statement and principles of development control. The car park access and layout also meets the relevant requirements under the Australian Standards and Building Code of Australia.

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5. RECOMMENDATION

I recommend that the Inner Metropolitan Development Assessment Committee of the

Development Assessment Commission:

1) RESOLVE that the proposed development is NOT seriously at variance with the policies in

the Development Plan.

2) RESOLVE to grant Development Plan Consent to the proposal by Chasecrown Pty Ltd for the

demolition of the existing building and structure and construction of a mixed use

development comprising 21 residential apartments for student accommodation, a retail

space and commercial office together with basement car parking and related works at 97

King William Street, Kent Town, subject to the following conditions:

Planning Conditions:

1. Except where minor amendments may be required by other relevant Acts, or by

conditions imposed by this application, the development shall be established in strict

accordance with the details and plans, as submitted in Development Application

155/M011/14 including:

Plans by Chasecrown Architects*

Plan Number/Name Revision Date issued

Floor Plan 1 G 19 March 2015

Floor Plan 2 A 17 November 2014

Sectional zoning 29 October 2014 29 October 2014

Light penetration study, 3D impressions &

shadow diagrams

N/A 5 August 2014

Existing locality and future potential

development sites

N/A 5 August 2014

Elevations 17 November

2014

17 November2014

Photographs showing local land uses on King

William Street

N/A 5 August 2014

Public transport routes and traffic volumes map N/A 5 August 2014

S03-2 A 5 August 2014

S03-1 A 5 August 2014

* Note: Where a plan number has not been provided, the name or description of what the plan covers is used instead.

Reports / Correspondence

Planning Statement (2 December 2014) – Final Version, Revision 4.

Transport Impact Assessment Report (17 March 2015) – Final Version I

Waste Management Plan (25 August 2014)

Student Accommodation Facility Management Plan (29 September 2014)

Car-park Layout Review – GTA, 13 February 2015

Memo 1: Review of Parking – Proposed Mixed Use Development, GHD, 19 March

2015

Memo 2: Review of Parking – Proposed Mixed Use Development, GHD, 16 March

2015

2. The air conditioning or air extraction plant or ducting shall be screened such that no

nuisance or loss of amenity is caused to residents and users of properties in the locality

to the reasonable satisfaction of the Development Assessment Commission.

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3. The proposed car parking layout and ramps shall be designed and constructed to

conform to the Australian Standard 2890.1:2004 for Off-Street Parking Facilities;

Australian Standard 2890.6-2009 Parking facilities.

4. A mirror and warning sign shall be installed in an appropriate location at the Little King

William Street car park exit to ensure that vehicles can safely exit this car park.

5. A Construction Environment Management Plan (CEMP) shall be prepared and

implemented in accordance with current industry standards – including the EPA

publication “Environmental Management of On-site Remediation” - to minimise

environmental harm and disturbance during construction.

The management plan must incorporate, without being limited to, the following

matters:

4.1 air quality, including odour and dust

4.2 surface water including erosion and sediment control

4.3 soils, including fill importation, stockpile management and prevention of soil

contamination

4.4 groundwater, including prevention of groundwater contamination noise

4.5 occupational health and safety

For further information relating to what Site Contamination is, refer to the EPA

Guideline: 'Site Contamination – what is site contamination?':

www.epa.sa.gov.au/pdfs/guide_sc_what.pdf

A copy of the CEMP shall be provided to the Development Assessment Commission prior

to the commencement of site works.

6. The Student Accommodation Facility Management Plan that forms part of the

application shall be implemented and adhered to.

7. All stormwater design and construction shall be in accordance with Australian Standards

and recognised engineering best practices to ensure that stormwater does not adversely

affect any adjoining property or public road.

8. The on-site Bicycle Parking facilities shall be designed in accordance with Australian

Standard 2890.3-1993 and the AUSTROADS, Guide to Traffic Engineering Practice Part

14 – Bicycles.

9. The development must meet the relevant requirement of the Minister’s Specification SA

78B for Construction Requirements for the Control of External Sound.

10. That the applicant shall submit a detailed landscaping plan for approval by the

Development Assessment Commission prior to the commencement of site works.

Advisory Notes:

a) The applicant is reminded of its general environmental duty, as required by Section 25

of the Environment Protection Act 1993, to take all reasonable and practical measures

to ensure that the activities on the whole site, including during construction, do not

pollute the environment in a way which causes or may cause environmental harm.

Any information sheets, guidelines documents, codes of practice, technical bulletins etc.

that are referenced in this response can be accessed on the following web site:

http://www.epa.sa.gov.au/pub.html

http://www.epa.sa.gov.au/pdfs/guide_sc_what.pdfhttp://www.epa.sa.gov.au/pub.html

26 March 2015

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b) An application for an authorisation pursuant to Section 22.1 of the Local Government Act

will need to lodged and approved by the City of Norwood, Payneham and St Peters for

any encroachments.

c) The applicant must ensure there is no objection from any of the public utilities in

respect of underground or overhead services and any alterations that may be required

are to be at the applicant’s expense.

d) As work is being undertaken on or near the boundary, the applicant should ensure that

the boundaries are clearly defined, by a Licensed Surveyor, prior to the commencement

of any building work.

e) The emission of noise from the premises is subject to control under the Environment

Protection Act and Regulations, 1993 and the applicant (or person with the benefit of

this consent) should comply with those requirements.

f) The development must be substantially commenced within three (3) years of the date of

this Notification, unless this period has been extended by the Development Assessment

Commission.

g) You are also advised that any act or work authorised or required by this Notification

must be completed within five (5) years of the date of the Notification unless this period

is extended by the Commission.

h) The applicant will require a fresh consent before commencing or continuing the

development if you are unable to satisfy the conditions of approval.

i) Any request for an extension of time must be lodged with the Statutory Planning

Branch, Department of Planning, Transport and Infrastructure, GPO Box 1815 Adelaide

SA 5001, prior to the time periods specified.

j) The applicant has a right of appeal against the conditions which have been imposed on

this Development Plan Consent or Development Approval. Such an appeal must be

lodged at the Environment, Resources and Development Court within two months of the

day on which you receive this notice or such longer time as the Court may allow. Please

contact the Court if you wish to appeal. The Court is located in the Sir Samuel Way

Building, Victoria Square, Adelaide, (telephone number 8204 0300).

Alison Collins

SENIOR PLANNING OFFICER

DEVELOPMENT DIVISION

DEPARTMENT OF PLANNING, TRANSPORT AND INFRASTRUCTURE

19 March 2015

20/03/13 TENDER ISSUE A

ARCHITECTUREPROJECT MANAGEMENT

DESIGN CONSTRUCT

109A ARCHER STREETNORTH ADELAIDE SA 5006

PHONE 08 8267 4966FACIMILE 08 8267 2114

[email protected]

DO NOT SCALE FROM DRAWINGSCONTRACTOR TO VERIFY ALL DIMENSIONS ON SITE PRIOR

TO COMMENCEMENT OF WORK

DRAWING

ADDRESS

PROJECT

DRAWN BY

DRAWING NUMBER

PRINT DATE

ISSUE

JOB NUMBER

SCALE

ISSUE

DATE ISSUEREVISION HISTORY

ISSUEAPPROVED BYCHECKED BY

© 2011 CHASECROWN PTY LTD ACN 060 454 453.ALL RIGHTS ARE RESERVED. NO PERSON MAY

REPRODUCE OR COPY THIS DOCUMENT OR ANY PART OFIT WITHOUT FIRST OBTAINING THE WRITTEN PERMISSION

OF THE COPYRIGHT OWNER TO DO SO.

ARCHITECTUREPROJECT MANAGEMENT

DESIGN CONSTRUCT

109A ARCHER STREETNORTH ADELAIDE SA 5006

PHONE 08 8267 4966FACIMILE 08 8267 2114

[email protected]

DO NOT SCALE FROM DRAWINGSCONTRACTOR TO VERIFY ALL DIMENSIONS ON SITE PRIOR

TO COMMENCEMENT OF WORK

DRAWING

ADDRESS

PROJECT

DRAWN BY

DRAWING NUMBER

PRINT DATE

ISSUE

JOB NUMBER

SCALE

ISSUE

DATE ISSUEREVISION HISTORY

ISSUEAPPROVED BYCHECKED BY

© 2011 CHASECROWN PTY LTD ACN 060 454 453.ALL RIGHTS ARE RESERVED. NO PERSON MAY

REPRODUCE OR COPY THIS DOCUMENT OR ANY PART OFIT WITHOUT FIRST OBTAINING THE WRITTEN PERMISSION

OF THE COPYRIGHT OWNER TO DO SO.

PLANNING

FLOOR PLANS 1

97 KING WILLIAM STREETKENT TOWN

MIXED-USE COMMERCIAL

1:100 @ A1

12 KTN 100

WV

JXX XX

OFFICE270m2

G R O U N D F L O O R P L A N F I R S T F L O O R P L A N

full height front glaze commercial frames

LIFTLOBBY

12346789

10 11 12 13 14 15 16 17 18 19 20

1000

LIFT

B A S E M E N T P L A N

RAMP

GRA

DE 1:

8

COMM

ERCI

ALBI

N

APARTMENTBIN

GO GET - 1

2

3

SHARED ZONE

DISABLED - 5

6

7

8

9

750

3000

3500

TRANSFORMER

DIESEL PUMP STATION

WASHDOWNSTATION + SINK

WALL MOUNTED BICYCLE RACKSABOVE CAR LEVEL x 16

5600

ROLLER DOOR

BIN ACCESS

F I R S T F L O O R P L A N

ALL CARPARKING TO MEET AS2890.1

1670

2400

CLEARZONE

PRIVATE COMMERCIALWASTE MANAGEMENT

BALCONY

F

P

D

STUDY

KIT / LIV / DINE

SL

robe

BEDROOM

desk

BATHROOM

BALCONY

F

P

D

STUDY

KIT / LIV / DINE

SL

robe

BEDROOM

desk

BATHROOM

bike store bike store

HIGH LEVEL WINDOWS

LDRYwm LDRYwm

BALCONY

F

P

D

STUDY

KIT / LIV / DINE

SL

robe

BEDROOM

desk

BATHROOM

bike store

LDRY wm

2400

6190

void above

void above

MOTORCYCLEPARKING

1000 1M BOUNDARY SETBACK TO GROUND FLOOR TO ALLOW FOR FUTURE PUBLIC REALM IMPROVEMENTS

2400

LIFT

K I N G W I L L I A M S T R E E T

L I T T L E K I N G W I L L I A M S T R E E T

123456789

10 11 12 13 14 15 16 17 18 19 20

A

AA

A

A

B BB BB B

10

RETAIL177m2

canopy over

LIFTLOBBY

MALEWC

FEMALEWC

ACCESSWC

bench

full height front glaze commercial frames

access gate

123111213141516

17 18 19 20 21 22 23

HYDRANT + SPRINKLER BOOSTER

VISITOR BICYCLE RACKS x 4.

WINDOWS FOR PASSIVE SURVEILANCE

1850FACE BRICK FEATURE AND GREEN WALL TO SOFTEN ENTRY CORRIDOR

WINDOWS FOR PASSIVE SURVEILANCE

LIFT

LOCKERS

JANI

TOR

KITCHEN

A

5400

RAMP

GRA

DE 1:

18.9

RAMP

GRA

DE 1:

50.4

2400

3400

4 2700

4800

BOLLARD TO MEET AS2890.6

4800

4800

11

450

north

24/04/13 REVISED TENDER ISSUE BREVISED TENDER ISSUE05/06/13 CREVISED TENDER ISSUE21/11/13 DPLANNING ISSUE05/05/14 EREVISED PLANNING ISSUE05/08/14 FISSUED FOR DAC APPROVAL25/09/14 GREVISED FOR DAC APPROVAL05/10/14 HREVISED FOR DAC APPROVAL17/11/14 IREVISED FOR DAC APPROVAL

17/03/15 JREVISED FOLLOWING INDEPENDENT TRAFFIC REVIEW

Proposed Mixed Use Development

97 King William Street, Kent Town

Transport Impact Assessment

© GTA Consultants (GTA Consultants (SA) Pty Ltd) 2015

The information contained in this document is confidential and

intended solely for the use of the client for the purpose for which

it has been prepared and no representation is made or is to be

implied as being made to any third party. Use or copying of this

document in whole or in part without the written permission of

GTA Consultants constitutes an infringement of copyright. The

intellectual property contained in this document remains the

property of GTA Consultants.

Proposed Mixed Use Development

97 King William Street, Kent Town


Issue: I 17/03/15

Client: Chase Crown Homes

Reference: 14A1260000

GTA Consultants Office: SA

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 05/04/13 Final Andrew Pine Paul Morris Paul Morris PMO

B 27/06/14 Final – amended Paul Froggatt Paul Froggatt Paul Froggatt PF

C 24/07/14 Final – amended Paul Froggatt Paul Froggatt Paul Froggatt PF

D 06/08/14 Final – amended Paul Froggatt Paul Froggatt Paul Froggatt PF

E 14/08/14 Final Paul Froggatt Paul Froggatt Paul Froggatt PF

F 03/09/14 Final – amended Paul Froggatt Paul Froggatt Paul Froggatt PF

G 26/9/14 Final Paul Froggatt Paul Froggatt Paul Froggatt PF

H 30/9/14 Final – amended Paul Froggatt Paul Froggatt Paul Froggatt PF

I 17/03/15 Final Paul Froggatt Paul Froggatt Paul Froggatt

© GTA Consultants (GTA Consultants (SA) Pty Ltd) 2015

The information contained in this document is confidential and intended

solely for the use of the client for the purpose for which it has been

prepared and no representation is made or is to be implied as being made

to any third party. Use or copying of this document in whole or in part

without the written permission of GTA Consultants constitutes an

infringement of copyright. The intellectual property contained in this

document remains the property of GTA Consultants.

TIA

Re

po

rt –

SA

(11

09

20V

1.4

)

Table of Contents

Introduction 1

1.1 Background 1

1.2 Purpose of this Report 1

1.3 Referenced Documents 1

2. Existing Conditions 3

2.1 Subject Site 3

2.2 Road Network 4

2.3 Sustainable Transport Infrastructure 8

3. Development Proposal 10

3.1 Land Uses 10

3.2 Car Parking 10

3.3 Vehicle Access 10

3.4 Bicycle Facilities 10

3.5 Pedestrian Facilities 10

3.6 Loading Areas 11

4. Sustainable Transport Infrastructure 12

4.1 Bicycle End of Trip Facilities 12

4.2 Walking Network 13

5. Car Parking 14

5.1 Car Parking Provision 14

5.2 Car Parking Layout 15

5.3 Disabled Parking 16

5.4 On Street Parking 17

6. Sustainable Transport Practices 22

6.1 Adequacy of Parking Supply 22

7. Loading Facilities 25

8. Traffic Impact Assessment 26

8.1 Traffic Generation 26

8.2 Traffic Impact 28

9. Conclusion 30

Table of Contents

14A1260000 17/03/15

Proposed Mixed Use Development, 97 King William Street, Kent Town, Issue: I


Figures

Figure 2.1: Subject Site and its Environs 3

Figure 2.2: King William Street looking to the northeast 4

Figure 2.3: King William Street looking to the southwest 4

Figure 2.4: Little King William Street looking to the northeast 5

Figure 2.5: Little King William Street looking to the southwest 5

Figure 2.6: College Road looking to the northwest 6

Figure 2.7: College Road looking to the southeast 6

Figure 2.8: Existing AM Peak Hour Traffic Volumes 7

Figure 2.9: Public Transport Map 8

Figure 5.1: Occupancy Rate (7:45am - 9:30am) 17

Figure 5.2: Occupancy Rate (11:00am - 1:15pm) 18

Figure 5.3: Occupancy Rate (2:30pm - 6:00pm) 18

Table 5.1: Car Parking Occupancy Rates 19

Figure 5.5: Turnover (11:15am - 1:15pm) 20

Figure 5.6: Turnover (2:45pm - 6:00pm) 20

Figure 5.7: Duration of Stay 21

Figure 8.1: Directional Distribution 27

Figure 8.2: AM Peak Hour Site Generated Traffic Volumes 28

Figure 8.3: Daily Site Generated Traffic Volumes 28

Tables

Table 5.1: Statutory Car Parking Assessment 15

Table 8.1: Traffic Generation Estimates 26

Introduction

14A1260000 17/03/15


Transport Impact Assessment Page: 1

Introduction

1.1 Background

A development application has been submitted for a proposed mixed-use building to

be located at 97 King William Street in Kent Town. The proposed development will

include residential apartments, retail and office space and parking spaces with

pedestrian access from King William Street and vehicular access from Little King William

Street.

The proposed development seeks to provide residential and office facilities within a

framework of sustainable transport through constraining the supply of parking.

GTA Consultants was commissioned to undertake a transport impact assessment of the

proposed development.

1.2 Purpose of this Report

This report sets out an assessment of the anticipated parking, traffic and transport

implications of the proposed development, including consideration of the:

i existing traffic and parking conditions surrounding the site;

ii existing and proposed walking, cycling and public transport networks in the

vicinity of the site;

iii parking demand likely to be generated by the proposed development;

iv suitability of the proposed parking in terms of supply (quantum) and layout;

v traffic generation characteristics of the proposed development;

vi proposed access arrangements for the site;

vii transport impact of the development proposal on the surrounding road

network.

1.3 Referenced Documents

In preparing this report, reference has been made to a number of background

documents, including:

City of Norwood Payneham and St Peters Development Plan (consolidated 31

October 2013);

Australian Standard/ New Zealand Standard, Parking Facilities, Part 1: Off-

Street Car Parking AS/NZS 2890.1:2004;

Australian Standard, Parking Facilities, Part 2: Off-Street Commercial Vehicle

Facilities AS 2890.2:2002;

Australian Standard / New Zealand Standard, Parking Facilities, Part 6: Off-

Street Parking for People with Disabilities AS/NZS 2890.6:2009;

plans for the proposed development prepared by Chase Crown Homes

(dated 22 March 2013);

Introduction

14A1260000 17/03/15



traffic and car parking surveys undertaken by GTA Consultants as referenced

in the context of this report;

“Kent Town and The Parade Strategic Growth Development Plan

Amendment” (City of Norwood Payneham and St Peters, 2012);

various technical data as referenced in this report;

an inspection of the site and its surrounds;

other documents as nominated.

Existing Conditions

14A1260000 17/03/15



2. Existing Conditions

2.1 Subject Site

The subject site is located at 97 King William Street in Kent Town. The site of

approximately 600 sq.m has frontages of approximately 26 metres to King William Street

at the front and Little King William Street at the rear.

The site is located within the Business policy area in an Urban Corridor zone. The site is

currently occupied by “Kent Town Crash Repairs”.

The surrounding properties include a mix of commercial, office and retail land uses.

The location of the subject site and the surrounding environs is shown in Figure 2.1.

Figure 2.1: Subject Site and its Environs

(PhotoMap courtesy of Nearmap)

Subject Site

Existing Conditions

14A1260000 17/03/15



2.2 Road Network

2.2.1 Adjoining Roads

King William Street

King William Street is a local road and is under the care and control of City of Norwood,

Payneham and St Peters (Council). It is a two-way road aligned in an approximate

northeast-to-southwest direction. King William Street is configured with a two-lane,

approximately 12 metre wide carriageway and set within a road reserve of

approximately 20 metres measured east of College Road. 2 hour parking time limits

(between 9am and 5pm Monday-Friday and 9am-12noon Saturday) apply to kerbside

parking spaces along both sides of King William Street.

King William Street carries approximately 3,100 vehicles per day1 is subject to the

general urban speed limit of 50km/h. Figure 2.2 and Figure 2.3 display views of King

William Street looking to the northeast and southwest directions respectively.

Figure 2.2: King William Street looking to the

northeast

Figure 2.3: King William Street looking to the

southwest

Little King William Street

Little King William Street is a local road and is under the care and control of Council. It is

a two-way road aligned in an approximate northeast-to-southwest direction. Little King

William Street is configured as a laneway with a two-lane, approximately 5.3 metre

wide carriageway and set within a road reserve of the same dimensions measured east

of College Road. A mix of Loading Zones and No Stopping Zones apply along each

side of Little King William Street. There is currently a Loading Zone along the site

frontage to Little King William Street.

Little King William Street carries approximately 1,000 vehicles per day2 and is subject to

the general urban speed limit of 50km/h. Figure 2.4 and Figure 2.5 display views of Little

King William Street looking to the northeast and southwest directions respectively.

1 Based on traffic data provided by Council and collected December 2005

2 Based on turning movement surveys undertaken by GTA Consultants on Tuesday 12 March 2013 and assuming a peak-to-daily ratio of 10%

Existing Conditions

14A1260000 17/03/15



Figure 2.4: Little King William Street looking to the

northeast

Figure 2.5: Little King William Street looking to

the southwest

Fullarton Road

Fullarton Road is an arterial road and is under the care and control of DPTI. It is a two-

way road aligned in an approximate north-to-south direction. Fullarton Road is

configured with a two-lane, approximately 12 metre wide carriageway set within a 22

metre wide road reserve measured between King William Street and Chapel Street. No

parking is permitted either side of Fullarton Road in close proximity to the site.

Fullarton Road carries approximately 23,300 vehicles per day3 and is subject to a posted

speed limit of 60km/h.

College Road

College Road is a local collector road and is under the care and control of Council. It is

a two-way road aligned in an approximate northwest-to-southeast direction. College

Road is configured with a two-lane, approximately 13 metre wide carriageway and set

within a road reserve of approximately 20 metres measured between King William

Street and Little King William Street. Short term kerbside parking is permitted at certain

locations along each side of College Road.

College Road carries approximately 2,600 vehicles per day1 and is subject to the

general urban speed limit of 50km/h. Figure 2.6 and Figure 2.7 display views of College

Road looking to the northwest and southeast directions respectively.

3 Based on turning movement survey undertaken by DPTI on 9 May 2012

Existing Conditions

14A1260000 17/03/15



Figure 2.6: College Road looking to the

northwest

Figure 2.7: College Road looking to the

southeast

2.2.2 Surrounding Intersections

The following intersections currently exist in the vicinity of the site:

College Road / King William Street (roundabout);

College Road / Little King William Street (unsignalised);

Fullarton Road / King William Street (unsignalised);

Fullarton Road / Little King William Street (unsignalised).

Existing Conditions

14A1260000 17/03/15



2.2.3 Traffic Volumes

GTA Consultants undertook traffic movement counts at the College Road / King William

Street intersection on Tuesday the 12th of March 2013 between 7.30am and 9.30am (AM

peak period). The AM peak hour traffic volumes are shown in Figure 2.8.

Figure 2.8: Existing AM Peak Hour Traffic Volumes

Date: Tuesday, 12 March 2013

Time: 7.45am-8.45am

192

17

73

AM PEAK HOUR

51

155

16

1

22

Existing Conditions

14A1260000 17/03/15



2.3 Sustainable Transport Infrastructure

2.3.1 Public Transport

Figure 2.9 shows the subject site in relation to existing public transport routes within its

vicinity.

Figure 2.9: Public Transport Map

Figure 2.9 above, shows that the subject site is located in close proximity (within 400

metres) of bus stops along North Terrace. Bus services that depart North Terrace to the

City have services approximately every 2-3 minutes during the AM and PM peak hours

and every 5-10 minutes on weekends. These stops include services operating between

Paradise Interchange, the CBD, Newton, Athelstone, Adelaide Oval, Magill, Henley

Beach, Rostrevor, Marion Shopping Centre, St Mary’s, Marden and West Lakes

Shopping Centre.

Additional bus services are also available at bus stops on Rundle Street approximately

700 metres to the east. This stop includes services between Glen Osmond, the CBD and

Paradise Interchange.

Based on the range of bus services that access these stops the site is easily accessible

by public transport and has easy access to major employment and retail hubs including

the CBD, The Parade and West Lakes Shopping Centre.

2.3.2 Pedestrian Infrastructure

Pedestrian paths are provided along each side of King William Street, College Road

and Fullarton Road. Kerb ramps and island refuges are provided at each approach to

the College Road / King William Street intersection for a formal crossing point.

Subject Site

Existing Conditions

14A1260000 17/03/15



No formal footpaths are provided along Little King William Street given its design and

use as a laneway.

Access to the wider pedestrian network from the site is good. Pedestrian paths are

provided through Rundle Park (West of the site) allowing easy walking access to the

East Terrace and Rundle Street precincts, an approximate 15 minute walk from the site.

Similarly The University of Adelaide and The University of South Australia’s City East

Campus are accessible via Rundle Park and North Terrace, an approximate 20 minute

walk from the site.

2.3.3 Cycle Infrastructure

Dedicated on-street cycle lanes are provided along King William Street in each

direction. No on-street bicycle lanes are provided along College Road or Fullarton

Road. There is sufficient width along Little King William Street for cyclists to share the

carriageway with vehicles.

Access to the wider cycling network is facilitated via shared pathways through Rundle

Park as well as with on-street bicycle lanes on Rundle Road, and bus lane space on

Botanic Road allowing for cyclists to safely share the carriageway. Additionally the

proposed Beulah Road Bicycle Boulevard will be developed in close proximity to the

site allowing a safe corridor between the eastern suburbs and the CBD.

2.3.4 Local Car Sharing

Car sharing is a commercial alternative to car ownership for individuals and businesses

and allows members to access shared vehicles for periods of time. This is achieved

through hourly rates and subscriptions to the service. Current car sharing services are

provided by GoGet in the Adelaide City Council area.

Car sharing is best suited to locations with good access to other transport modes such

as public transport, walking and cycling such as the proposed site. There are no other

car sharing pods currently in close proximity to the subject site.

Development Proposal

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3. Development Proposal

3.1 Land Uses

The proposal includes the construction of a five storey mixed use development with

schedule as summarised in Table 3.1.

Table 3.1: Development Schedule

Use No./Size

1 bedroom

residential 21 apartments

Commercial / Office 270 sq.m net leasable floor area

Retail 177 sq.m net leasable floor area

3.2 Car Parking

A total of 11 car parking spaces are proposed within the basement including one

space allocated for a GoGet (car sharing) vehicle and 1 disabled parking space. There

is also the additional shared space associated with the disabled space and 1 parking

space provided for a motorcycle. GTA understands that the car parking spaces will be

allocated for use only by the office and retail staff within the development.

3.3 Vehicle Access

Vehicle access to the on-site parking area is proposed to be via a crossover to Little

King William Street. A remote controlled roller door will be provided to restrict access to

the parking area.

3.4 Bicycle Facilities

16 bicycle storage racks will be provided in the basement car park for use by

employees, residents and residential visitors. An additional bicycle storage area will be

provided for use by residents within each of the 21 apartments. An additional four

bicycle storage racks, will be provided on the ground floor along the King William Road

frontage for use by commercial and retail visitors. This will provide a total of 41 bicycle

parking spaces.

3.5 Pedestrian Facilities

Pedestrian access to the proposed building will be provided via King William Street and

Little King William Street. Two lifts and a stair well will allow residents, employees and

visitors to access upper levels within the building.


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3.6 Loading Areas

No dedicated on-site loading areas will be provided as part of the development.

However, a bin storage area will be located within the basement car park area. Further

details on this are provided in Section 5.


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4. Sustainable Transport Infrastructure

4.1 Bicycle End of Trip Facilities

4.1.1 Statutory Requirements

Statutory requirements for the provision of off street bicycle parking are set out in the

City of Norwood, Payneham and St Peters Development Plan Table NPSP/10, with the

rates relevant to the proposed development shown as follows:

Residential (Residents) 1 space for every 2 dwellings

Residential (Visitors) 1 space for every 5 dwellings

Office (Employee) 1 space for every 100 sq. m. GLFA

Office (Visitor) 2 spaces plus 1 space per 500 sq. m. GLA

Shop (Employee) 1 space per 150 sq. m. GLFA

Shop (Customer) 1 space per 300 sq. m. of GLA

Table 4.1: Statutory Bicycle Parking Requirement

Land Use Size Bicycle Parking

Rate

Bicycle Parking

Requirement

Residential

(Resident)

21

apartments

1 space per 2

dwellings 11

Residential (Visitor) 21

apartments

1 space per 5

dwellings 4

Office (Employee) 270 sq. m. 1 space per 100 sq.

m. 3

Office (Visitor) 270 sq. m.

2 spaces plus 1

space per 500 sq.

m.

3

Shop (Employee) 177 sq. m. 1 space per 150 sq.

m. 1

Shop (Customer) 177 sq. m. 1 space per 300 sq.

m. 1

TOTAL 23 spaces

Table 4.1 indicates the proposed development generates a bicycle parking

requirement of 23 bicycle parking (including 8 visitor bicycle parking) spaces.

Based on the analysis presented above, the provision of 41 bicycle parking spaces is

well above the statutory requirements for the proposed development. It is expected

that residential visitors would be able to use the bike parking located within the car

park by making prior arrangements to access this area. Commercial and retail visitors

would use the visitor bicycle parking near the King William Street frontage.

4.1.2 Bicycle Parking Layout

16 wall mounted bicycle storage spaces will be provided within the basement car park

for use by employees, residents and residential visitors. The racks will be situated above

the surface of the car park at a level that will be above the area required for vehicles


14A1260000 17/03/15



when reversing out of the parking spaces opposite. The bike racks will also not therefore

impinge on the available aisle width.

The bicycle parking lengths will exceed the minimum requirements set out within

AS2890.3:1993. GTA notes that whilst storing and retrieving bicycles will be undertaken

within the parking aisle, the anticipated level of traffic within the car park will be low.

The mounting and unmounting of bicycles will be satisfactory within the aisle area. GTA

does not consider the provision of separation barriers to be required.

One bicycle storage rack will be provided in each of the 21 apartments for use of the

residents. This reflects the desire by some residents for additional security, particularly if

the bicycle is of higher value.

4 bicycle storage racks will be provided within the site along the King William Street

frontage for use by commercial and retail visitors. GTA understands the bicycle storage

racks will store bicycles vertically and a minimum 1.5 metres will be provided behind the

parking racks to allow sufficient width for bicycles to be stored and retrieved. Signage

will also be provided adjacent to these bike parks advising visitors to the building that

there is additional bike parking available in the basement.

4.2 Walking Network

Pedestrian access to the proposed building will be provided via a pedestrian path to King

William Street. An additional pedestrian access will be provided for access to the car park

from Little King William Street. GTA understands this access point will be controlled with a

swipe card entry.

Two lifts and stairs will allow residents / visitors to access upper levels within the building.

Car Parking

14A1260000 30/09/14

Proposed Mixed Use Development, 97 King William Street, Kent Town, Issue: H


5. Car Parking

5.1 Car Parking Provision

5.1.1 Statutory Car Parking Requirements

Statutory requirements for the provision of car parking are set out in the City of

Norwood, Payneham and St Peters Development Plan. Principles of Development

Control (PDCs) relating to the provision of car parking rates are as follows:

“123 Development should provide off-street vehicle parking in accordance with rates

contained in Tables NPSP/8 and 9.

125 Within the Urban Corridor Zone and the District Centre (Norwood) Zone, a lesser on-

site car parking rate may be applied to applicable elements of a development in any

of the following circumstances:

(a) development includes affordable housing or student accommodation; or

(b) sites are located within 200 metres walking distance of a convenient and frequent

service fixed public transport stop; or

(c) mixed use development including residential and non-residential development has

respective peak demands for parking occurring at different times; or

(d) the proposed development is on or adjacent to the site of a heritage place, or

includes retention of a desired traditional building and its features, which hinders the

provision of on-site parking or the most effective use of the spaces within the site;

(e) the parking shortfall is met by contribution to a Car Parking Fund (where one is

available); or

(f) the development qualifies for certification under the Green Energy rating program,

or similar program.”

Tables NPSP/8 and NPSP/9 of the Development Plan provide the following rates

applicable to the proposed development:

Residential (Resident) Maximum 1 space per dwelling

Residential (Visitor) Maximum 0.25 spaces per dwelling

Retail/Office (Minimum) 3 spaces per 100 sq. m. GLA

Retail/Office (Maximum) 5 spaces per 100 sq. m. GLA

Table 5.1 presents an assessment of the statutory car parking requirements.

Car Parking

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Table 5.1: Statutory Car Parking Assessment

Land Use Size Parking Rate Parking

Requirement

Residential

(Residents)

21

apartments

1 space per dwelling

(maximum) 21 spaces

Residential

(Visitors)

21

apartments

0.25 spaces per dwelling

(maximum) 5.25 spaces

Office 270 sq. m. 3 spaces per 100 sq. m. GLA

(minimum) 8.1 spaces

Retail 177 sq. m 3 spaces per 100 sq. m GLA

(minimum) 5.3 spaces

TOTAL 39.65 spaces

Based on the assessment presented above, it can be seen that the proposed

development generates a statutory parking demand of 39.65 spaces, which would

round to 40 spaces. This includes a maximum of 26.25 spaces associated with the

residential aspect of the development.

The proposed development seeks to provide 11 car spaces, including one GoGet

space, with no specific residential spaces proposed. A further motorcycle parking

space is also proposed. The 10 general parking spaces will provide for all of the office

parking requirement and 75% of the office and retail parking requirement,

notwithstanding that the development plan rates would include an allowance for visitor

parking which will not be accommodated on site for the retail use and may not be

available for the office use. Including the motorcycle parking space would increase the

above percentage to 82%.

The development seeks to provide affordable housing for student accommodation in

accordance with PDC125 (a) and as such it is GTA Consultants’ opinion that the

proposed parking supply is suitable given the unique nature of the proposed

development, as discussed further in Section 6.1. In reference to the criteria identified

in clause 125 above, the proposed development is proposed for affordable or student

housing, is located within accepted walking distances of high frequency bus services

and as a mixed use site would, if desired, offer an opportunity for shared parking

arrangements.

5.2 Car Parking Layout

The proposed car parking layout is generally consistent with standard car parking

space requirements set out within AS/NZ2890.1:2004 (the Standard). The parking layout

is suitable for User Class 1A – long term, low turnover parking, which requires spaces to

be 2.4 metres wide.

The proposed development will create 11 parking spaces (including 1 GoGet car

space) with a minimum of 2.4 metres wide by 5.4 metres long. Formal parking will also

be provided for a motorcycle with a minimum width of 1.2 m and a length of 2.5

metres.

Car Parking

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The parking spaces will be accessible via an aisle of width 5.84 metres, which exceeds

the minimum width of 5.8 metres specified in the Standard. A further 0.3 metres has

been provided between the aisle and the wall mounted bicycles.

Further to the above, the blind aisle is extended by 1.0 metres, with space 11 providing

a width of 3.4 metres. However the turning around bay has not been provided as

required by the Standard. GTA notes that the turning around bay is required in parking

facilities that are accessible to the public (i.e. shopping centres, hospitals etc.) where

vehicles will be circulating in search of a vacant space. Given that the proposed

parking area will be designated for commercial/office use with allocated car parks,

and as such will not be accessible by the public, it is GTAs opinion that the turning

around bay is not required.

Access to the proposed development will be via an access point to Little King William

Street. The access point will be controlled by an electric remote controlled roller door.

The access ramp will be one-lane, approximately 4.2 metres wide and provide two-way

vehicle flows. Given the length of the access ramp will be less than 6.0 metres and the

relatively low number of turning movements anticipated within the peak hour, GTA

considers the provision of one-lane access ramp satisfactory.

The proposed access driveway will have a ramp with a grade of 1 in 10 (10%) which

exceeds the maximum of 1 in 20 (5%) as indicated by the Standard for 6metres from the

property boundary. Given the ramp will be used for restricted vehicle access and the

length of the ramp will be short (less than 6.0 metres), GTA considers the access ramp

gradient will operate satisfactorily.

The Standard also requires pedestrian visibility splays of 2.5 metres into the property by

2.0 metres along the property boundary be provided for vehicles leaving the site.

Appropriate pedestrian visibility splays are provided along the driver’s side of the

driveway exit. However, it is not provided along the passenger side of the exit with

obstruction by the adjacent building. It is noted that the level of pedestrian activity

along Little King William Street is low. In order to manage safety for pedestrians and

drivers, a mirror and warning sign could be installed at the exit in an appropriate

location on the site. These locations can be confirmed in detailed design.

5.3 Disabled Parking

The Norwood, Payneham & St Peters Development Plan does not specify a rate for

disabled parking provision. However it does mention the following with regards to

disabled car parking:

Where applicable, development should provide parking, access and facilities for disabled persons.

The BCA specifies the following disabled car parking rate for office use:

1 space for every 100 car parking spaces or part thereof

The requirement for disabled parking applies to all car parks with more than 5 spaces

and therefore the provision of 1 disabled car park is suitable on the basis that it meets

the requirement specified in the BCA.

Car Parking

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5.4 On Street Parking

The existing site crossover to King William Street will be removed as part of the proposed

development. This will enable this section of the kerb to be allocated for short term (2

hour) on-street parking. The total width of the existing crossover is approximately 10.5

metres and this distance will adjoin an existing parking area of approximately 11.8

metres. The total length of about 22.3 metres is generally expected to accommodate 4

vehicles, giving a net increase in on-street parking provision of 2 spaces.

As the proposed development will not provide any office, retail or residential visitor

parking, GTA has undertaken parking surveys on King William Street between College

Road and Fullarton Road. Occupancy and turnover surveys were undertaken on

Wednesday 24th September, with further occupancy surveys undertaken on Thursday

25th September.

The vehicle occupancy was recorded as shown in Figure 5.1, Figure 5.2 and Figure 5.3

during the respective time periods;

7:45am – 9:30am

11:00am – 1:15pm

2:30pm – 6:00pm

Figure 5.1: Occupancy Rate (7:45am - 9:30am)

0%

20%

40%

60%

80%

100%

7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:00 AM 9:15 AM 9:30 AM

Occ

up

ancy

Rat

e

Time

Car Parking

14A1260000 30/09/14



Figure 5.2: Occupancy Rate (11:00am - 1:15pm)

Figure 5.3: Occupancy Rate (2:30pm - 6:00pm)

Based on the results above;

Parking occupancy was at its lowest prior to 8:00am and subsequent to

5:00pm, with rates of 34% and 29% at 7:45am and 5:45pm respectively;

The parking occupancy remained above 70% between 9:00am and 5:00pm;

Parking occupancy peaked at 88% at 11:30am.

GTA also undertook a spot registration survey on Thursday 25 September. The results

confirmed the accuracy and reliability of the results obtained on Wednesday 24

September 2014 and the comparison figures are shown in Table 5.1.

0%

20%

40%

60%

80%

100%

11:00 AM 11:15 AM 11:30 AM 11:45 AM 12:00 PM 12:15 PM 12:30 PM 12:45 PM 1:00 PM 1:15 PM

Occ

up

an

cy R

ate

Time

0%

20%

40%

60%

80%

100%

2:30 PM 3:00 PM 3:30 PM 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM

Occ

up

ancy

Rat

e

Time

Car Parking

14A1260000 30/09/14



Table 5.1: Car Parking Occupancy Rates

Time

Spaces Occupied (Capacity of 56

spaces) Occupancy Rate

Wednesday Thursday Wednesday Thursday

7:45 am 19 28 34% 50%

9:30 am 47 41 84% 73%

11:00 am 43 45 77% 80%

1:15 pm 43 44 77% 79%

2:30 pm 46 46 82% 82%

6:00 pm 16 19 29% 34%

From the above results it can be concluded that at any given time during the day there

is likely to be at least 10% of car parks or 5 spaces available.

Observations were also undertaken over the weekend of 27th and 28th September. This

recorded a peak of 9 vehicles parked around 10.55 am on the Saturday morning,

indicating considerable on-street parking capacity at a weekend.

The results shown in Figure 5.4, Figure 5.5 and Figure 5.6 represent the turnover for the

corresponding time periods respectively;

8:00am – 9:15am

11:15 – 1:15pm

2:45pm – 6:00pm.

The turnover indicates how frequently the vehicle occupying a car park changes and

also indicates whether the parking restrictions that are in place are being observed.

Figure 5.4: Parking Turnover (8:00am – 9:15am)

0%

5%

10%

15%

20%

25%

8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:00 AM 9:15 AM

Turn

ove

r (%

)

Time

Car Parking

14A1260000 30/09/14



Figure 5.5: Turnover (11:15am - 1:15pm)

Figure 5.6: Turnover (2:45pm - 6:00pm)

Based on the results shown above, the following was concluded;

Turnover remained relatively consistent between 8:00am and 9:15am between

10% - 15%;

Turnover was at its lowest at 12:15 at 2%;

Turnover peaked at 3:30pm at 21%;

The turnover rate subsided after 5:00pm below 5%.

The turnover analysis indicates that on average within any 15 minute period up to 10

parking spaces would be vacated.

GTA also assessed the duration of stay for vehicles that exceeded the observation

periods and hence the 2 hour parking restriction on-street. During the three time

segments, 212 different cars were recorded. Of the 212 cars parked, 42 vehicles (20%)

exceeded the 2 hour sign posted restriction, of which 11 vehicles (5%) were parked for 8

hours (from 9:00am – 5:00pm). These 11 vehicles occupying the same space for eight

hours covers nearly 20% of the available on-street parking stock and prevents 44

vehicles making legitimate use of the spaces.

0%

5%

10%

15%

20%

25%

11:15 AM 11:30 AM 11:45 AM 12:00 PM 12:15 PM 12:30 PM 12:45 PM 1:00 PM

Turn

ove

r (%

)

Time

0%

5%

10%

15%

20%

25%

2:45PM

3:00PM

3:15PM

3:30PM

3:45PM

4:00PM

4:15PM

4:30PM

4:45PM

5:00PM

5:15PM

5:30PM

5:45PM

Turn

ove

r (%

)

Time

Car Parking

14A1260000 30/09/14



Figure 5.7: Duration of Stay

From the on-street parking surveys, the following summary can be drawn:

There is typically around 10% of 5 spaces vacant at any one point during the

main part of the day (9am to 5pm);

Between 10% and 15% (6 to 10 spaces) of car parks are typically vacated in

any 15 minute period during the daytime;

20% of the available parking capacity is occupied by all-day parkers

indicating a lack of adherence to the parking restrictions and an opportunity

for capacity to be freed for legitimate parking; and

Parking demand reduces very quickly after 5pm.

GTA therefore considers that there should be sufficient on-street capacity to

accommodate short term daytime visitors for the proposed commercial and office

uses on the site and any occasional daytime visitors to the residential units.

Residential visitors that are most likely to arrive in the evening would have a large

parking capacity available.

0

2

4

6

8

10

12

14

16

> 2 hours > 3 hours > 4 hours > 5 hours > 6 hours 8 hours

Nu

mb

er

of

Ve

hic

les

Duration of Stay

Sustainable Transport Practices

14A1260000 17/03/15



6. Sustainable Transport Practices

6.1 Adequacy of Parking Supply

The proposed development is incorporating an alternative sustainable approach to car

ownership through the provision of no parking with each apartment. Whilst traditionally,

parking spaces are provided as part of the purchase price of an apartment, this

development seeks to change the culture of car use through the provision of no

parking within the site for residential purposes. The proposed development also seeks to

provide reduced spaces for the office and retail components of the development,

because of its close proximity to the CBD and good access to public transport.

The reduction in parking supply for the proposed development will require future

residents to consider living without a private vehicle. It is widely accepted in transport

planning that constraining the supply of parking will assist in limiting the generation of

private vehicle trips to and from a development site. It is well known that Adelaide has

the highest amount of parking available in any capital city in Australia, and the best

method of changing people’s choices for travel modes is through controlling the supply

of parking from the outset.

Infraplan’s City of Norwood, Payneham and St Peters: Kent Town and The Parade

Strategic Growth Development Plan Amendment: Local Area Traffic and Car Parking

Investigation Report, dated November 2011, indicates that the Kent Town precinct has

a high uptake of alternative transport modes such as walking and cycling and a lower

car ownership rate than most of Adelaide. Kent Town’s proximity to the city and access

to public transport allows parking to be relied on less.

The provision of no parking for residents and few spaces for the office and retail

employees can have effects on the adjacent road network through on-street parking

impacts. However, this area in Kent Town is already well protected by parking

restrictions each weekday, with short-term parking only permitted (< 2hours). There

may be some impact of parking by visitors to the apartments on weekends and

evenings, however the surveys have confirmed that there is ample parking available

on-street in the evenings and on weekends due to limited commercial activity in the

area at these times.

Some residents may choose to park vehicles on-street overnight when parking

restrictions do not apply. This would typically not be desirable for people given the lack

of security for street parking compared to off-street parking, and hence the amount of

parking would be limited. However given the commercial nature of the area, this will

be a minor impact which will not affect any residential uses.

The provision of a shared vehicle (i.e. Go Get) will enable residents to use a private

vehicle as required, without the burdens and costs of full-time vehicle ownership. This

arrangement combined with the easy access to public transport, as well as walking

and cycling routes, allows residents to access a variety of transport modes to access


14A1260000 17/03/15



the CBD and surrounding educational, employment and retail centres without relying

on privately owned vehicles.

A key feature of the sale of the proposed development to residents and office tenants

will be the lack of parking, availability of bicycle parking which will reinforce the need

to travel by other modes, including public transport, walking and cycling.

GTA considers the proposed provision of a car sharing vehicle and bicycle storage

facilities with the accessibility of public transport will likely reduce the reliance of car

ownership, particularly with residents of the proposed development.

GTA considers the provision of 11 parking spaces (including 1 GoGet car space) as well

as a space for a motorcycle to park will assist in reducing car ownership and private car

use by residents and staff in the proposed development.

The reduction in parking provision will be supported by use of other modes as follows:

Public Transport

As mentioned in Section 2.3.1, the subject site is located in close proximity to a number

of public transport services including bus services along North Terrace and Rundle

Street. These public transport options are considered accessible and provide a viable

alternative to motor vehicle ownership.

The nearest bus stops to the site are located on North Terrace, approximately a 350

metre (5 minute) walk from the site. These bus stops offer high frequency services to the

Adelaide CBD, and a wide variety of other destinations across the metropolitan area.

The combination of bus routes available provide frequencies of every 2-3 minutes

during the AM and PM peak hours and around 5-10 minutes during weekdays inter-

peaks and on weekends. Whilst this distance is beyond the 200 metre criteria identified

within clause 125 of the Development Plan, as noted in section 5.1 above, 350 metres is

within the generally accepted distance to access a bus stop of 400 metres and the bus

services on North Terrace combine to provide a very high frequency.

Cycling

As mentioned in Section 4.1, the subject site will provide a total of 41 bicycle storage

racks, including showers for use by the proposed building workers. It is noted that on-

street cycling lanes are readily accessible within close proximity of the site as well as

shared paths through Rundle Park. Given the provision of appropriate shower and

change facilities, GTA considers the provision of secure bicycle parking to encourage

the use of bicycle in favour of motor vehicles. It is noted that many residents will prefer

to keep their bicycles in their apartments for security and convenience reasons and as

such each apartment is proposed to contain a bicycle storage rack for convenience

and security.

The site is located close to the proposed Beulah Road bike boulevard which has been

identified for delivery in 2014/15 as part of the State Government’s budget as part of

the Motor Accident Commission’s $2.5 million Pedestrian and Cycling Improvements

Program.


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Walking

The site is located within an approximately 1.6km (20 minute) walk from Rundle Mall,

1.3km (18 minute) walk from the Avenues Shopping Centre and 1.6km (20 minute) walk

from Norwood’s The Parade Shopping precinct. Pedestrian paths with designated

(often signalised) crossing points are provided along the likely routes to each of these

destinations. The journey time compared to a motor vehicle is comparable given the

time required to unpark, drive the vehicle, find a park and then walk into the centre.

Local Car Sharing Vehicle

A car sharing pod is proposed to be located within the basement car park. An

agreement with GoGet (a car sharing provider) is required; however, the car sharing

vehicle will assist to reduce the reliance on car ownership, particularly for the residents

of the proposed development.

Subject to discussions and agreement with Council, consideration could be given to

transferring the GoGet car to an on-street parking space, potentially utilising the space

created by the redundant crossover to the site. This would assist in raising the profile and

availability of the GoGet car within the wider local residential and business community.

Given the proposed development seeks to supply a limited number of on-site parking

spaces, the building will be marketed towards those who do not or do not want to own

a vehicle.

Marketing Plan

The marking plan for the sale of the apartments and office space will include

highlighting the availability of other modes of transport (as mentioned above). The

marketing plan will further emphasise the benefits of not owning a car, for instance, the

use of public transport saves costs of registration, insurance, vehicle depreciation

through wear and tear and petrol costs.

Loading Facilities

14A1260000 17/03/15



7. Loading Facilities

Given the nature of the development no regular deliveries are required. However, for

refuse collection a waste room is proposed to be located in the basement car park.

GTA understands that on waste collection day, building management will transfer the

waste to the collection area located along Little King William Street to be collected via

a contracted waste collection company. GTA understands that Council waste

collection for the surrounding developments is currently undertaken on King William

Street.

Therefore, given the occasional service requirements (i.e. less than once per day), the

low traffic volume on Little King William Street (approximately 1,000 vehicles per day)

and that Little King William Street is currently used by Council refuse vehicles, GTA

considers the proposed refuse collection arrangement to be satisfactory.

GTA notes the existing Loading Zones on Little King William Street may be utilised for the

occasional delivery vehicle.

Traffic Impact Assessment

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8. Traffic Impact Assessment

8.1 Traffic Generation

8.1.1 Design Rates

Traffic generation estimates have been sourced from ‘Guide to Traffic Generating

Developments’ (RTA NSW, 2002, henceforth referred to as the RTA Guide). Traffic

generation rates applicable to the proposed development are shown below:

Medium Density Residential Flat Building (up to 2 bedrooms) 4-5 trips per unit (Daily)

Medium Density Residential Flat Building (up to 2 bedrooms) 0.4-0.5 trips per unit (Peak

Hour)

Office 10 trips per 100sq.m gfa (Daily)

Office 2 trips per 100sq.m gfa (Peak Hour)

However, as previously mentioned, the parking spaces within the basement car park

will be allocated for use by the commercial tenants only. Therefore, it is GTA’s opinion

that the traffic generation as a result of the residential components is likely to not

exceed 2 trips in the peak hour and 20 trips per day.

Based on the rates presented above, Table 8.1 presents an assessment of the estimated

traffic generation.

Table 8.1: Traffic Generation Estimates

Land Use Size Traffic Generation

AM Peak Hour Daily

Residential 21 apartments 2 trips 20 trips

Office/Retail 447 sq.m 9 trips 45 trips

TOTAL 11 trips 65 trips

The table above indicates the development is likely to generate a total of 11 and 65

vehicle trips in the peak hour and daily periods respectively. However, given the

proposed development seeks to provide a total of 11 car parking spaces and 1

motorcycle space, it is GTA’s opinion that the likely traffic generation will be lower. As

parking spaces are not proposed for the residential component of the development

any residential traffic generation is likely to be the result of deliveries, visitors or use of

the GoGet car. For the purposes of assessment it has been assumed the proposed

development will generate 11 trips during the AM peak hour as a worst-case scenario.

8.1.2 Distribution and Assignment

The directional distribution and assignment of traffic generated by the proposed

development will be influenced by a number of factors, including the:

i configuration of the road network in the immediate vicinity of the site;

ii existing operation of intersections providing access to the local road network;


14A1260000 17/03/15



iii surrounding employment centres, retail centres and schools in relation to the

site;

iv configuration of access points to the site.

Having consideration to the above, for the purposes of estimating vehicle movements,

the daily directional distributions as shown in Figure 8.1 have been assumed.

Figure 8.1: Directional Distribution

In addition, the directional splits of traffic (i.e. the ratio between the inbound and

outbound traffic movements) in the AM peak period are 80:20 (20% outbound 80%

inbound). The directional splits have been assumed based on the majority of

commercial employees travelling to work in the AM and residents leaving for work in

the AM.

Based on the above, Figure 8.2 and Figure 8.3 have been prepared to show the

estimated marginal increase in turning movements in the vicinity of the subject property

following full site development.

33%

33%

33%

Fullarto

n R

oad


14A1260000 17/03/15



Figure 8.2: AM Peak Hour Site Generated Traffic Volumes

Figure 8.3: Daily Site Generated Traffic Volumes

8.2 Traffic Impact

The additional traffic generated by the proposed development will be less than 1% of

the existing volumes along Fullarton Road. Therefore the additional traffic generated


14A1260000 17/03/15



by the proposed development could not be expected to compromise the safety or

function of Fullarton Road.

Notwithstanding the above, delays are to be expected during the AM and PM peak

periods which are consistent with the CBD road network environment.

Moreover, the use of College Road and Little King William Street by vehicles accessing

commercial uses which abut them is entirely appropriate and consistent with their

functional role in the road network.

Conclusion

14A1260000 17/03/15



9. Conclusion

Based on the analysis and discussions presented within this report, the following

conclusions are made:

i The site is well located in relation to existing public transport services and local

bike lanes on King William Street to encourage increased use of sustainable

transport.

ii The proposed supply of 41 bicycle parking spaces is well above the Statutory

Requirement of 24 bike parking spaces.

iii The proposed development generates a statutory car parking requirement of

39.65 parking spaces, which would equate to a provision of 40 spaces.

iv The proposed parking will primarily be allocated to the office use and will

exceed the statutory parking requirement for this use.

v The proposed supply of 11 parking spaces (including 1 GoGet car), in addition

to the provision of one motorcycle space is likely to encourage tenants of the

proposed development to use sustainable transport options. The access to

public transport, the provision of bicycle storage facilities and showers /

change rooms and the GoGet car are additional expected to reduce motor

vehicle ownership within the development.

vi The lack of parking supplied by the proposed development in conjunction with

the supply of bicycle parking and accessibility of public transport, walking and

cycling networks is likely to attract residents and office tenants that typically do

not own vehicles and encourage lower vehicle ownership and use.

vii The existing parking conditions within close proximity to the site means some

residents may choose to park vehicles on-street overnight when parking

restrictions do not apply. Given the commercial nature of the area, this will be

a minor impact which will not affect any residential uses. Surveys have

confirmed the availability of on-street spaces during weekdays and a lack of

adherence to the posted time restrictions.

viii Removal of the existing site access crossover will result in the addition of 2 on-

street car parking spaces.

ix The proposed parking layout is consistent with the dimensional requirements as

set out in the Australian/New Zealand Standards for Off Street Car Parking

(AS/NZS2890.1:2004).

x The provision of loading is considered adequate given the low existing traffic

volumes on Little King William Street and the occasional service requirements

(i.e. less than once per day).

xi The site is expected to generate a maximum of 11 and 65 vehicle movements

in any peak hour and daily respectively.

xii The level of traffic generated by the proposed development represents less

than 1% of traffic on Fullarton Road. It is GTAs opinion that there is adequate

capacity on these roads to cater for the traffic generated by the proposed

development.

www.gta.com.au

Melbourne

A Level 25, 55 Collins Street

PO Box 24055

MELBOURNE VIC 3000

P +613 9851 9600

E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street

BRISBANE QLD 4000

GPO Box 115

BRISBANE QLD 4001

P +617 3113 5000

E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade

PO Box 3421

NORWOOD SA 5067

P +618 8334 3600

E [email protected]

Townsville

A Level 1, 25 Sturt Street

PO Box 1064

TOWNSVILLE QLD 4810

P +617 4722 2765

E [email protected]

Sydney

A Level 6, 15 Help Street

CHATSWOOD NSW 2067

PO Box 5254

WEST CHATSWOOD NSW 1515

P +612 8448 1800

E [email protected]

Canberra

A Tower A, Level 5,

7 London Circuit

Canberra ACT 2600

P +612 6243 4826

E [email protected]

Gold Coast

A Level 9, Corporate Centre 2

Box 37, 1 Corporate Court

BUNDALL QLD 4217

P +617 5510 4800

F +617 5510 4814

E [email protected]

Perth

A Level 27, 44 St Georges Terrace

PERTH WA 6000

P +618 6361 4634

E [email protected]

mailto:[email protected]

melbourne

sydney

brisbane

canberra

adelaide

gold coast

townsville

perth

Suite 4, Level 1,

136 The Parade

NORWOOD SA 5067

PO Box 3421

NORWOOD SA 5067

t// +618 8334 3600

www.gta.com.au

Reference: #15A1260000

13 February 2015

Chase Crown Homes

109A Archer Street

NORTH ADELAIDE SA 5006

Attention: Mr William Valimitis

Dear William

RE: 97 KING WILLIAM STREET, KENT TOWN – CARPARK LAYOUT REVIEW

Based on our previous discussion and correspondence dating 11 February 2015, GTA has

carried out a car park layout review of the ground floor for the proposed mixed residential

and office development in response to comments raised by DPTI. The car park provides 9

staff spaces, in addition to a go-get car park space, a disabled space and the provision of

motorcycle and bicycle parking with access from Little King William Street. This letter sets out

the basis of our findings and analysis.

Off-Street Car Parking

The car park should meet the appropriate requirements contained in Australian Standard

2890.1:2004 – Off Street Car Parking. Reference has also been made to Australian Standard

2890.6:2009 for disabled car parking. GTA’s review has confirmed the following:

10 x 90 degree angle parking bays (including 1 go-get car park) with minimum

dimensions of 2.4 metres x 5.4 metres, with a 6.2 metre aisle width, which complies with

User Class 1A requirements – employee parking (Clause 2.4, Figure 2.2).

1 disabled car park has been provided with minimum dimensions of 2.4 metres x 5.4

metres accompanied by a shared space (Clause 2.2, Figure 2.2 of AS 2890.6:2009).

All columns and walls adjacent to the car parking spaces will satisfy the design

envelope clearance requirements (Figure 5.2).

Blind aisle extends 1 metre to enable access and exit for space 11 (Clause 2.4.2 (c)).

While previously ramp grades were slightly short of the standard requirement, the grades

have subsequently been modified to meet the standard requirements as follows:

o 1:8 grade at the entry which meets the requirements as specified in Clause

2.5.3 (b).

o Maximum grade through carpark is 1:19, which meets the 1:16 grade

requirement within a parking module (Clause 2.4.1).

o Disabled carpark meets the 1:40 Grade requirement specified in Clause 2.3 of

AS 2890.6:2009.

o Figure 1 below shows the cross section of the ramp grades through the car

park.

The entry ramp has a width of 4.3 metres (wall to wall), which meets the minimum

requirement for a single lane two-way access. Given, turnover movements are likely to

be low within the car park, there are less than 25 spaces and the car park has access

150213ltrrpt-14A1260000 - Carpark Layout Review ( Final ).docx Page 2 of 3

from Little King William Street, which is considered a local road, a single lane two-way

access will be appropriate for such a development (Clause 3.2.2).

Vehicle height clearance of 2.5 metres has been provided which meets the minimum

2.2 metre requirement specified in Clause 5.3.

o Vehicle height clearance above the disabled car park is 2.6 metres, which

meets the minimum 2.5 metre requirement specified in Clause 2.4 of AS

2890.6:2009.

There are clear sight lines for vehicles exiting the site with a pedestrian sight splay on the

left in accordance with the standard (Clause 3.2.4, Figure 3.3). Furthermore, Figure 1

demonstrates that there is sufficient sight distance to the right for a vehicle exiting.

Whilst Figure 1 shows the vehicle exiting the site from the centre of the access, it is more

likely that vehicles will keep left, which further increases sight distance.

Aisle is reduced to 5.6 metres adjacent the stairs, which meets the 3.6 metre (including

600mm clearance) minimum requirement for a single lane two way access (Table 3.2).

The likelihood of conflict through this section is negligible as there are only 8 parking

spaces by beyond this point notwithstanding that two vehicles would be able to pass

each other within a 5.6m width.

There is no requirement for a turnaround bay at the end of the car park as the parking

spaces will be specifically allocated. This was identified in section 5.2, page 15 of the TIA

issued on 30 September 2014.

Figure 1 illustrates the cross section of the ramp grades through the car park whilst Figure 2

illustrates the pedestrian sight triangles for a vehicle exiting the site.

Figure 1: Ramp Grade Cross Section

150213ltrrpt-14A1260000 - Carpark Layout Review ( Final ).docx Page 3 of 3

Figure 2: Pedestrian Sight Splays

Disabled Parking

GTA has reviewed the provision of disabled car parking in accordance with the Norwood,

Payneham & St Peters Development Plan and the Building Code of Australia (BCA).

The Norwood, Payneham & St Peters Development Plan does not specify a rate, however

does mention the following with regards to disabled car parking:

Where applicable, development should provide parking, access and facilities for disabled

persons.

The BCA specifies the following disabled car parking rate for office use:

1 spaces for every 100 car parking spaces or part thereof

The requirement for disabled parking applies to all car parks with more than 5 spaces and

therefore the provision of 1 disabled car park is suitable on the basis that it meets the

requirement specified in the BCA.

Naturally, should you have any questions or require any further information, please do not

hesitate to contact me in our Adelaide office on (08) 8334 3600.

Yours sincerely

GTA CONSULTANTS

Paul Froggatt

Associate Director

33/01050/27/57714

16 March 2015

To Alison Collins

Copy to

From Chris Dunn Tel (08) 8111 6562

Subject Review of Parking - Proposed Mixed Use Development, 97 King William Street Kent Town

Job no. 33/01050/27

Dear Alison

GHD has had the opportunity to review the parking arrangements pursuant to the proposed mixed use development located at 97 King William Street in Kent Town and provides the following response.

The proposed development is a mixed use facility comprising retail, office and residential land uses. The building is proposed to be five-storeys high with a basement car-parking area providing 10 parking spaces (including one disabled space with associated shared space). Another parking space is designated for a Goget vehicle for use by the public. It is noted that the numbering of the parking spaces on the plans provided to GHD (dated 17 November 2014 and attached to this memo) via email on 12 March 2015 is incorrect and should be amended accordingly.

Assessment of Parking Supply

As indicated in the original Traffic Impact Statement (dated 3 September 2014) and Car Parking Layout Review letter (dated 19 December 2014) prepared by GTA Consultants (herein referred to as the GTA Report), the proposed parking supply is less than the statutory requirements outlined in the City of Norwood, Payneham and St Peters Development Plan (consolidated 31 October 2013). However, Clause 125 of the Development Plan indicates that lesser parking may be supplied subject to a number of criteria including (those relevant to this development):

Provision of affordable housing or student accomm