transport, access and mobility · 2015-09-23 · gta consultants undertook traffic movement counts...

1 Beryl Avenue

Oakleigh South

Transport, Access and Mobility

Statement

Client // Sim Development Pty Ltd

Office // VIC

Reference // 14M2157000

Date // 22/06/15

© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2014

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.

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1 Beryl Avenue

Oakleigh South

Transport, Access and Mobility Statement

Issue: C 22/06/15

Client: Sim Development Pty Ltd

Reference: 14M2157000

GTA Consultants Office: VIC

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 27/10/14 Final Marcus Bennett Ben Simpson Simon Davies Original Signed

B 19/06/15 Final for Submission Andrew Hamer

& Ben Simpson Ben Simpson Simon Davies Original Signed

C 22/06/15 Final – Minor

Amendments

Andrew Hamer

& Ben Simpson Ben Simpson Simon Davies

14M2157000 // 22/06/15

Transport, Access and Mobility Statement // Issue: C

1 Beryl Avenue, Oakleigh South

Table of Contents

1. Introduction 1

1.1 Background 1

1.2 Purpose of this Report 1

1.3 References 2

2. Existing Conditions 3

2.1 Subject Site 3

2.2 Road Network 4

2.3 Sustainable Transport Infrastructure 7

2.4 SmartRoads Policy 9

3. Proposed Subdivision 11

3.1 Land Uses 11

3.2 Site Access 12

4. Traffic Considerations 13

4.1 Traffic Generation 13

4.2 Traffic Impact– Peak Hour 15

4.3 Traffic Impact – Daily 18

5. Access and Mobility Management 20

5.1 Preamble 20

5.2 Walking & Cycling 20

5.3 Public Transport Integration 21

5.4 Neighbourhood Street Network 22

5.5 Other Matters 22

6. Conclusion 24

Appendices

A: SIDRA Intersection Assessment – Existing Conditions

B: SIDRA Intersection Assessment – Post Development Conditions

C: AutoTURN Swept Path Assessment

Figures

Figure 2.1: Subject Site and its Environs 3

Figure 2.2: Land Use Zoning Map 4

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Figure 2.3: Beryl Avenue (Adjacent tSite, looking east) 5

Figure 2.4: Beryl Avenue (Adjacent to Site, looking west) 5

Figure 2.5: Golf Road (Adjacent to Site, looking north) 5

Figure 2.6: Golf Road (Adjacent to Site, looking south) 5

Figure 2.7: Existing AM Peak Hour Traffic Volumes 6

Figure 2.8: Existing PM Peak Hour Traffic Volumes 7

Figure 2.9: Nearby Public Transport Map 8

Figure 2.10: Nearby Cycling Routes 9

Figure 2.11: VicRoads SmartRoads Network Operating Plan - Monash 10

Figure 3.1: Proposed Site Layout Plan (Madisson Projects) 11

Figure 3.2: Proposed Site Access Arrangements 12

Figure 4.1: Adopted Distribution – Site Generated Traffic 14

Figure 4.2: Anticipated AM Peak Hour Site Generated Traffic Volumes 14

Figure 4.3: Anticipated PM Peak Hour Site Generated Traffic Volumes 15

Figure 4.4: Post-Development Traffic Volumes - AM Peak Hour 16

Figure 4.5: Post-Development Traffic Volumes - PM Peak Hour 17

Figure 4.6: Estimated Daily Traffic Volumes – Internal Road Network 19

Tables

Table 2.1: Road Based Public Transport Provision 8

Table 4.1: Nearby Intersections – Existing Operating Conditions 16

Table 4.2: Nearby Intersections – Immediate Post-Development Operating Conditions 17

Table 4.3: Weekday Daily Traffic Volume Assessment 18

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1 Beryl Avenue, Oakleigh South 1

1. Introduction

1.1 Background

GTA Consultant’s completed a Transport Impact Assessment Report for previous development

scheme for a residential development on land located at 1 Beryl Avenue in Oakleigh South.

Following discussions with Council and a preliminary Request for Information (RFI) from Council,

the development plan has been amended to address a number of issues.

The residential development currently comprises a total of 56 dwellings and an apartment lot

ultimately anticipated to yield in the order of 60-65 dwellings (Lot 57). Access is proposed via two

intersections to Beryl Avenue, with dwellings abutting Beryl Avenue and Golf Road having direct

road access via separate crossovers.

The residential development comprises:

1 x single bedroom studio (over garage) with one (1) garage car space

8 x 2 bedroom dwellings with one (1) garage car space

32 x 3 bedroom dwellings with two (2) garage car spaces


60-65 apartment dwellings (Lot 57) with basement parking (or otherwise approved by

the Responsible Authority).

GTA Consultants (GTA) was originally commissioned by Sim Development Pty Ltd in May 2014 to

undertake a transport, access and mobility assessment of the proposed development.

1.2 Purpose of this Report

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

proposed subdivision, including consideration of:

i the existing street network and traffic conditions surrounding the site

ii the adequacy of the proposed pedestrian, bicycle and public transport access

arrangements to the site

iii the road hierarchy within the subdivision

iv the proposed access arrangements for the subdivision

v the acceptability of the traffic impacts of the proposed subdivision, including the need

for mitigating road works and appropriate vehicular access.

Noting that the internal loop road is proposed to be vested with Council, the assessment also

compares the development against the relevant sections of Clause 56 of the Monash Planning

Scheme, which includes a number of provisions comprising objectives and standards for

implementation within the design of new subdivision. The Clause states the following in respect to

objectives and standards:

“Objectives. An objective describes the desired outcome to be achieved in the

completed subdivision.

Standards. A standard contains the requirements to meet the objective.

A standard should normally be met. However, if the responsible authority is satisfied

that an application for an alternative design solution meets the objective, the

alternative design solution may be considered.”

1

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The relevant traffic and access areas of Clause 56 that will be considered within this report are

included within the following sub clauses:

Clause 56.06 – Access and Mobility Management.

It is noted that some areas of Clause 56.06 are not within the realms of the expertise of traffic

engineers or possible to be considered at the planning permit stage of the development, and

therefore would be assessed by the relevant consultants at the appropriate time.

Further to the above, Schedule 5 to the Development Plan Overlay (DPO5) under the Monash

Planning Scheme necessitates that a Traffic Management Report is required for submission as

part of the development plan. DPO5 more specifically nominates:

“A traffic management report and car parking plan which includes:

Identification of roads, pedestrian, cyclist and vehicle access locations, including

parking areas, both internal and external to the site.

Traffic management measures, where required

Location and linkages to public transport.

Car parking rates for all uses, including visitor parking.

Provision for bicycle facilities.”

1.3 References

In preparing this report, reference has been made to the following:

plans for the proposed amended development prepared by Madisson Projects, dated

20/04/15

Monash Planning Scheme

Australian Standard / New Zealand Standard, Parking Facilities (AS2890)

VicRoads Access Management Policies May 2006 Version 1.02 (Guidelines to Transport

Impact Assessment Reports For major land use and development proposals)

traffic surveys undertaken by GTA as referenced in the context of this report

an inspection of the site and its surrounds

other documents as nominated.

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2. Existing Conditions

2.1 Subject Site

The subject site is located at 1 Beryl Avenue in Oakleigh South. The site of approximately

18,250sqm has a western frontage of 110m to Golf Road and a southern frontage of 170m to Beryl

Avenue.

The site is located within a General Residential Zone 1 (GRZ1) and is currently unoccupied. The

surrounding properties are predominantly residential in nature. The notable exceptions include

the Huntingdale Golf Course located to the north-east of the site and South Oakleigh Secondary

College to the southeast of the site.

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

zoning is shown in Figure 2.2.

Figure 2.1: Subject Site and its Environs

(Reproduced with Permission from Melway Publishing Pty Ltd)

Subject Site

2

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Figure 2.2: Land Use Zoning Map

(Reproduced from Land Channel web site)

2.2 Road Network

Adjoining Roads 2.2.1

Beryl Avenue

Beryl Avenue functions as a local council road and is located within a GRZ1 in the Monash

Planning Scheme. It is a two-way road aligned in an east-west direction and configured with a

two-lane, 7.0m wide carriageway set within a 15.3m wide road reserve (approx.). Kerbside

parking is permitted on both sides of the carriageway, adjacent to the site.

Beryl Avenue carries approximately 3,200 vehicles per day1 and is shown in Figure 2.3 and Figure

2.4.

1 Based on the peak hour traffic counts undertaken by GTA in May 2014 and assuming a peak-to-daily ratio of 10%.

Subject Site

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Figure 2.3: Beryl Avenue (Adjacent tSite, looking

east)

Figure 2.4: Beryl Avenue (Adjacent to Site,

looking west)

Golf Road

Golf Road functions as local council road and is located within a GRZ1 in the Monash Planning

Scheme. It is a two-way road aligned in a north-south direction and configured with a 2-lane,

7.8m wide carriageway set within a 15.5m wide road reserve (approx.). Kerbside parking is not

permitted adjacent to the site between 7:00am and 5:00pm Monday-Friday, with parking

permitted outside of these times.

Golf Road carries approximately 6,900 vehicles per day2 and is shown in Figure 2.5 and Figure 2.6.

Figure 2.5: Golf Road (Adjacent to Site, looking

north)

Figure 2.6: Golf Road (Adjacent to Site, looking

south)

Other Roads

Other roads within the vicinity of the site include Cameron Avenue, Bakers Road, Barholme Court,

Joyce Avenue, Delia Street, Pitt Street and Riley Street. Warrigal Road and Centre Road, both

primary arterial roads, are located to the west and south of the subject site, respectively.

2 Based on the peak hour traffic counts undertaken by GTA in May 2014 and assuming a peak-to-daily ratio of 10%.

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Surrounding Intersections 2.2.2

Key intersections in the vicinity of the site include:

Golf Road / Delia Street (unsignalised roundabout)

Cameron Avenue / Beryl Avenue (unsignalised T-intersection)

Beryl Avenue / Joyce Street (unsignalised T-intersection)

Beryl Avenue / Barkers Road (unsignalised X-intersection).

Traffic Volumes 2.2.3

GTA Consultants undertook traffic movement counts at the intersection of Cameron Avenue /

Beryl Avenue and Golf Road / Delia Street on Tuesday 20 May 2014 during the following peak

periods:

8:00am - 9:00am

5:00pm - 6:00pm.

The AM and PM peak hour traffic volumes are shown in Figure 2.7 and Figure 2.8, respectively.

Figure 2.7: Existing AM Peak Hour Traffic Volumes

42 = 65 344

Delia Street 47 ? 8 $

: #

40 412

143 248

$ 9

# ; < 187 Beryl Avenue

265 14 > 24

AM PEAK HOUR FLOW

Time: 8:00-9:00am

Date: 20 May 2014

Subject Site

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Figure 2.8: Existing PM Peak Hour Traffic Volumes

Accident History 2.2.4

A review of the reported casualty accident history for the roads and intersections adjoining the

subject site has been sourced from VicRoads CrashStats accident database. This database

records all accidents causing injury that have occurred in Victoria since 1987 (as recorded by

Victorian Police).

A review of the accidents in the vicinity of the site for the last available five year period (1

January 2009 till 31 December 2013) indicates that no recorded accidents occurred in the vicinity

of the subject site.

2.3 Sustainable Transport Infrastructure

Public Transport 2.3.1

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

Table 2.1 summarises the road based routes and major destinations that can be reached using

these services.

16 = 65 183


: #

25 259

129 67

$ 9

# ; < 78 Beryl Avenue

206 5 > 8

PM PEAK HOUR FLOW

Time: 5:00-6:00pm

Date: 20 May 2014

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Figure 2.9: Nearby Public Transport Map

Table 2.1: Road Based Public Transport Provision

Service Route

Nos Route Description

Distance to

Nearest Stop

(m)

Significant Destinations On

Route

Frequency

On/Off Peak

Bus

630 Elwood to Monash

University 1.1km

Monash Uni / Elsternwick Park /

Brighton Cemetery 12min/20min

703 Middle Brighton to

Blackburn 450m

Forest Hill SC / Waverly Private

Hospital / Monash Uni 12min/15min

704 East Clayton to Oakleigh 1.8km Oakleigh Central SC /

Huntingdale PS / Clayton SC 60min

733 Oakleigh to Box Hill 60m

(Golf Road)

Clayton SC / Monash Uni /

Burwood East SC / Box Hill

Central

15min/30min

903 Altona to Mordialloc

(SMARTBUS Service) 480m

Centreway SC / Chadstone SC

/ Box Hill Central / Austin

Hospital / Northland SC / DFO

Essendon / Altona Gate SC

12 min/25 min

In addition to road based public transport, Oakleigh and Huntingdale rail stations on the

Cranbourne line are located approximately 2km to the north of the subject site. Oakleigh rail

station is accessible via the Route No. 733 bus service which operates along Golf Road adjacent

to the subject site.

Subject Site

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Pedestrian Infrastructure 2.3.2

Sealed pedestrian footpaths are located along both sides of Beryl Avenue and Golf Road in the

vicinity of the subject site, providing access to nearby bus services and connections to nearby

arterial roads via Delia Street and Cameron Avenue. The sealed footpath widens along the

eastern side of Golf Road to provide a shared pedestrian / cycling facility.

A flagged school crossing is located on Golf Road, immediately north of Delia Street.

Cycling Infrastructure 2.3.3

Figure 2.10 has been prepared to show the network of existing bicycle routes within the vicinity of

the subject site, showing the shared path along Golf Road as well as an on-road route along Beryl

Avenue along the frontage of the subject site.

Figure 2.10: Nearby Cycling Routes

Source: Monash City Council

2.4 SmartRoads Policy

SmartRoads is a VicRoads policy which sets ‘modal’ priorities on the road network and underpins

many of the strategies significant to the Victorian Transport Plan surrounding the issue of public

transport prioritisation.

“SmartRoads is an approach that manages competing interests for limited road space

by giving priority use of the road to different transport modes at particular times of the

day.

Subject Site

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All road users will continue to have access to all roads. However, certain routes will be

managed to work better for cars while others will be managed for public transport,

cyclists and pedestrians.”3

The VicRoads SmartRoads Network Operating Plan for the area surrounding the subject site has

been reproduced in Figure 2.11.

Figure 2.11: VicRoads SmartRoads Network Operating Plan - Monash

Figure 2.11 illustrates that Gold Road and Cameron Avenue (as well as sections of Huntingdale

Road and North Road in the vicinity of the subject site) are nominated bicycle priority routes. No

internal precinct roads are nominated for modal priority.

In addition, Centre Road, Warrigal Road and North Road are all nominated as bus priority routes.

3 Sourced from VicRoads

Subject Site

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3. Proposed Subdivision

3.1 Land Uses

The master plan prepared by Madisson Projects contemplates the development of a total of 56

dwellings and 60-65 apartment dwellings (i.e. Lot 57). The development proposal application

comprises the following:





60-65 apartment dwellings (i.e. within lot 57) with resident and visitor basement parking

(or otherwise approved by the Responsible Authority).

It is proposed to provide car parking spaces in accordance with (or greater than) Monash

Planning Scheme quantum requirements, including 103 private garage spaces and 20 on-street

visitor spaces. Parking for the apartment building (Lot 57) is to be provided in the basement for

both residents and visitors.

The master plan for the subject site is reproduced in Figure 3.1 for reference.

Figure 3.1: Proposed Site Layout Plan (Madisson Projects)

3

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3.2 Site Access

Vehicle access is primarily proposed via two intersections to Beryl Avenue. Dwellings with Beryl

Avenue or Golf Road frontages have direct vehicle crossover access (15 dwellings in total and 8

single/double crossovers).

Pedestrian access will be provided via two connections to Beryl Avenue, as well as a single

connection to the existing shared path located along Golf Road at the north-western corner of

the site.

Proposed access arrangements for the subject site are shown in Figure 3.2.

Figure 3.2: Proposed Site Access Arrangements

The internal loop road is proposed to be vested with Council and generally comprises:

a 14.0m wide reserve with a 6.0m carriageway

2.3m wide indented parking

1.2m wide pedestrian path on one side of the road.

Vehicular access

Private driveway

Pedestrian / cycle access

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4. Traffic Considerations

4.1 Traffic Generation

Design Rates 4.1.1

A single house on a standard lot in an outer metropolitan area will typically generate up to 1 trip

in the peak hour and 8 to 10 trips per day. Medium density dwellings generally exhibit a lower

traffic generation rate. In the outer metropolitan areas, where public transport accessibility is

relatively low, the rate for medium density units is typically in the order of 6 to 8 trips per day.

Closer to the Melbourne CAD the rate reduces to in the order of 3 to 6 trips per day depending

on dwelling size, parking provisions and accessibility to public transport and local amenities,

among other things. Peak hour rates are typically 10–12% of daily rates.

In addition, reference has also been made to the Victorian Integrated Survey of Travel Activity

(VISTA) 2009/10. For the municipality of Monash, this database suggests a generation rate of 5.1

vehicle trips per household per day.

On the basis of the above, and in order to present a conservative assessment on the high side, a

generation rate of 0.6 and 6 vehicle movements per dwelling has been adopted for the per peak

hour and daily assessment periods, respectively.

Application of the above design rates suggests that the proposed subdivision (121 dwellings4) will

generate the following vehicle movements:

Weekday AM & PM peak hour: 73 vph

Daily: 726 vpd

Distribution and Assignment 4.1.2

Distribution and assignment will be influenced by a number of factors, including the:

i configuration of the internal road network

ii location of vehicle access points to the site

iii surrounding local and arterial road network

iv surrounding employment and attraction centres in relation to the site.

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

been assumed that traffic will

Beryl Avenue West (80%) – distributed as follows:

o North (Golf Road): 60%

o South (Cameron Avenue): 20%

Beryl Avenue East (20%) – accessing Centre Road via either Bakers Road or Riley Street.

For reference, the adopted distribution to/from the subject site is shown in Figure 4.1. For

assessment purposes, all access to/from the subject site is depicted as a single point on Beryl

Avenue (conservatively including lots which have direct access to Beryl Avenue and Golf Road).

4 56 dwellings + up to 65 apartment dwellings.

4

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Figure 4.1: Adopted Distribution – Site Generated Traffic

In addition to the above, the following directional distributions have been adopted:

AM Peak Hour: 20% Inbound, 80% Outbound

PM Peak Hour: 60% Inbound, 40% Outbound.

Based on the above, Figure 4.2 and Figure 4.3 have been prepared to show the estimated

increase in turning movements in the immediate vicinity of the subject site following full site

development during the weekday AM and PM peak hour periods, respectively.

Figure 4.2: Anticipated AM Peak Hour Site Generated Traffic Volumes

0% = 0% 30%

Delia Street 30% ? 8 $

: #

10% 50%

0% 60% 80% = 80% 20%

$ 9 8 9 Beryl Avenue

# ; < 60% < 20%

0% 20% > 20%

Outbound movements

Inbound movements

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Ave

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0 = 0 5


: #

6 29

0 9 12 = 46 12

$ 9 0 " 8 9 Beryl Avenue

# ; < 35 < 3

0 3 > 12 ! 0

AM PEAK HOUR FLOW

Site-Generated Traffic

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Figure 4.3: Anticipated PM Peak Hour Site Generated Traffic Volumes

4.2 Traffic Impact– Peak Hour

Existing Conditions Assessment 4.2.1

The operation of the intersections of Cameron Avenue / Beryl Avenue and Golf Road / Delia

Street have been assessed using SIDRA INTERSECTION 5.15, a computer based modelling

package which calculates intersection performance.

The commonly used measure of intersection performance is referred to as the Degree of

Saturation (DOS). The DOS represents the flow-to-capacity ratio for the most critical movement

on each leg of the intersection. A DOS of around 0.90 and 0.95 has been typically considered

the ‘ideal’ limit for unsignalised intersections and roundabouts respectively, beyond which

queues and delays increase disproportionately6.

Table 4.1 presents a summary of the existing operation of the intersections, with full results

resented in Appendix A of this report.

5 Program used under license from Akcelik & Associates Pty Ltd.

6 SIDRA INTERSECTION adopts the following criteria for Level of Service assessment:

Level of Service Intersection Degree of Saturation (DOS)

Unsignalised Intersection Signalised Intersection Roundabout

A Excellent <=0.60 <=0.60 <=0.60

B Very Good 0.60-0.70 0.60-0.70 0.60-0.70

C Good 0.70-0.80 0.70-0.90 0.70-0.85

D Acceptable 0.80-0.90 0.90-0.95 0.85-0.95

E Poor 0.90-1.00 0.95-1.00 0.95-1.00

F Very Poor >=1.0 >=1.0 >=1.0

0 = 0 13


: #

3 15

0 26 35 = 23 6


# ; < 17 < 9

0 9 > 6 ! 0

PM PEAK HOUR FLOW

Site-Generated Traffic

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Table 4.1: Nearby Intersections – Existing Operating Conditions

Intersection Peak

Hour Approach DOS

Average Delay

(sec)

95th Percentile

Queue (m)

Cameron

Avenue /

Beryl Avenue

/ Golf Road

AM

Cameron Avenue (South) 0.17 2 sec 9 m

Beryl Avenue (East) # 0.45 14 sec 16 m

Golf Road (North) 0.23 4 sec 0 m

PM


Beryl Avenue (East) # 0.13 9 sec 3 m


Golf Road /

Delia Street

AM

Cameron Avenue (South) # 0.35 6 sec 17 m


Delia Street (West) 0.11 10 sec 4 m

PM

Cameron Avenue (South) # 0.23 5 sec 9 m



DOS – Degree of Saturation, # - Intersection DOS

As shown in Table 4.1, the calculated DOS suggest that the two assessed intersections can be

expected to operate satisfactorily (with an “excellent” level of service) following full development

of the site, with minimal queues and delays on all approaches.

Post-Development Traffic Volumes 4.2.2

On the basis of the anticipated site-generated traffic volumes and the existing traffic volumes,

the post-development traffic volumes at the Cameron Avenue / Beryl Avenue and Golf Road /

Delia Street intersection are shown in Figure 4.4 and Figure 4.5 for the weekday AM and PM peak

hours, respectively.

Figure 4.4: Post-Development Traffic Volumes - AM Peak Hour

42 = 65 349


: #

46 441

143 257 12 = 46 12


# ; < 222 < 3

265 17 > 36 ! 212

AM PEAK HOUR FLOW

Post - Development

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Figure 4.5: Post-Development Traffic Volumes - PM Peak Hour

Post Development Assessment 4.2.3

The operation of the intersections of Cameron Avenue / Beryl Avenue and Golf Road / Delia

Street have been assessed using SIDRA INTERSECTION 5.17, under a post-development scenario

adopting the traffic volumes shown in Figure 4.4 and Figure 4.5.

Table 4.2 presents a summary of the post-development operation of the intersections, with full

results resented in Appendix B of this report.

Table 4.2: Nearby Intersections – Immediate Post-Development Operating Conditions

Intersection Peak

Hour Approach DOS

Average Delay

(sec)

95th Percentile

Queue (m)

Cameron

Avenue /

Beryl Avenue

/ Golf Road

AM


Beryl Avenue (East) #0.55 15 sec 23 m


PM


Beryl Avenue (East) #0.17 10 sec 4 m


Golf Road /

Delia Street

AM

Cameron Avenue (South) #0.39 6 sec 20 m



PM

Cameron Avenue (South) #0.24 5 sec 10 m



DOS – Degree of Saturation, # - Intersection DOS

As shown in Table 4.2, the calculated DOS suggest that the two assessed intersections can be

expected to continue to operate with an “excellent” level of service following full development

7 Program used under license from Akcelik & Associates Pty Ltd.

16 = 65 196


: #

28 274

129 93 35 = 23 6


# ; < 95 < 9

206 14 > 14 ! 86

PM PEAK HOUR FLOW

Post - Development

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of the site, with minimal queues and delays on all approaches and marginal change from existing

conditions presented in Table 4.1.

On this basis, the post-development traffic volumes are not considered to impact on the

operation or safety of surrounding road network.

4.3 Traffic Impact – Daily

External Volumes 4.3.1

Based on the distribution of traffic presented in Section 4.1, Table 4.3 has been prepared to

summarise the likely increase of daily traffic on Beryl Avenue and Golf Road (north of Delia Street)

as a result of the proposed development.

Table 4.3: Weekday Daily Traffic Volume Assessment

Location Existing Average

Weekday Daily Flow [1]

Anticipated Development

Weekday Daily Flows

Post Development

Weekday Daily Flows

Beryl Avenue

(east of Cameron Avenue) 3,200 vpd + 585 vpd

3,785 vpd

(18% increase)

Golf Road

(north of Delia Street) 6,900 vpd + 310 vpd

7,210 vpd

(4% increase)

[1] Based on peak hour turning movement counts undertaken in May 2014 and adopting a peak-to-daily ratio of 10%.

As indicated by the assessment presented in Table 4.3, the proposed development is expected

to result in a daily volume increase of up to 585 and 310 movements (at any one location) on

Beryl Avenue and Golf Road, respectively.

On this basis, the additional traffic volumes on Beryl Avenue and Golf Road as a result of the

proposed development cannot be expected to significantly impact on the safety or efficiency of

road network from a daily traffic perspective.

Internal Volumes 4.3.2

Based on the daily traffic estimate presented in Section 4.1, Figure 4.6 has been prepared to

estimate the daily traffic volumes on the internal roads of the proposed subdivision (this excludes

lots with direct access to Golf Road and Beryl Avenue). The suitability of the proposed internal

road network to accommodate the anticipated daily traffic volumes is discussed in Section 5 of

this report.

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Figure 4.6: Estimated Daily Traffic Volumes – Internal Road Network

363 vpd 363 vpd

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5. Access and Mobility Management

5.1 Preamble

Clause 56 of the Monash Planning Scheme sets out various standards and objectives for

residential subdivision to provide urban structure with integrated transport networks, catering for

walking, cycling, public transport, and private motor vehicles.

Standard C14 of Clause 56 requires that planning applications for a residential subdivision must

include a neighbourhood plan which meets the objectives of:

“Clause 56.06-2 Walking and cycling network.

Clause 56.06-3 Public transport network.

Clause 56.06-4 Neighbourhood street network.”

Further discussion on each Clause is presented in the following sections of this report.

5.2 Walking & Cycling

Planning Scheme Requirements 5.2.1

The walking and cycling network and detailed objectives are set out within Clause 56.06-2 and

56.06-5 respectively that state the following:

Clause 56.06-2

“To contribute to community health and well-being by encouraging walking and

cycling as part of the daily lives of residents, employees and visitors.

To provide safe and direct movement through and between neighbourhoods by

pedestrian and cyclists.

To reduce car use, greenhouse gas emissions and air pollution.”

Clause 56.06-5

“To design and construct footpaths, shared cycle path networks that are safe,

comfortably, well-constructed and accessible for people with disabilities.

To design footpaths to accommodate wheelchairs, prams, scooters and other footpath

vehicles.”

Further to the above, Section 3 of DPO5 states that the development plan prepared for the

whole site must:

“Create opportunities for improved local permeability through provision of new pedestrian/cycle

pathways or new local street networks where appropriate.”

As discussed in Section 5.4, the proposed subdivision provides road reservations which are

sufficient to provide footpaths and accommodate on-road cycling in line with the requirements

specified within Table C1 of the Clause 56 with all streets (“Access Place”) provided with shared

cycle facilities on-street and dedicated 1.2m footpaths along one side of the internal roads.

It is recommended that the internal paths be amended to include 1.5m footpaths to accord with

the requirements of Clause 56.06 of the Monash Planning Scheme.

5

14M2157000 // 22/06/15



The proposed pedestrian network will connect to existing facilities on abutting roads (Beryl

Avenue and Golf Road) to provide “safe and direct movement” to the surrounding

neighbourhood, including public transport services.

On the basis of the above and subject to widening of pedestrian paths to 1.5m, the proposed

subdivision will satisfy the objectives of Clause 56.06-2 and 56.06-5 of the Planning Scheme, as well

as the requirements of DPO5.

5.3 Public Transport Integration

Planning Scheme Design Requirements 5.3.1

Clause 56.06-3 and 56.06-6 set out the public transport network and detailed objectives for

subdivisions.

Clause 56.06.3

“To provide an arterial road and neighbourhood street network that supports a direct, efficient

and safe public transport system.

To encourage maximum use of public transport.”

Clause 56.06.6

“To provide for the safe, efficient operation of public transport and the comfort and convenience

of public transport users.

To provide public transport stops that are accessible to people with disabilities.”

Standards C16 and C19 set out a number of design requirements that should be met to achieve

the aims of Clause 56.06-3 and Clause 56.06-6.

Compliance with the Planning Scheme 5.3.2

The proposed subdivision is not proposed to accommodate a bus route, noting that an existing

bus service operates along Golf Road at the western frontage of the subject site. In this regard,

there are existing bus stops located on Golf Road approximately 60m from the site associated

with bus route no. 733.

With reference to the (then) Department of Transport’s “Public Transport Guidelines for Land Use

and Development”, a target for 95% of lots to be located within 400m of public transport services

has previously been identified. Given the existing bus route operating along Golf Road (and the

location of the nearby bus stops) and the depth of the subject site is some 170m from Golf Road,

it is clear that 100% of residential dwellings within the proposed subdivision will be located within

comfortable walking distance of a public transport service.

The provision of sealed pedestrian footpaths both internally and connecting to existing facilities in

Golf Road provide safe and convenient access to the existing bus service.

Furthermore, it is noted that bus route no. 733 provides a direct connection to Oakleigh rail

station.

On the basis of the above, the proposed subdivision will satisfy the objectives of Clause 56.06-3

and 56.06-6 of the Planning Scheme.

14M2157000 // 22/06/15



5.4 Neighbourhood Street Network

Planning Scheme Design Requirements 5.4.1

The proposed subdivision has been reviewed against the Monash Planning Scheme guidelines.

Clause 56.06.4 and 56.06-7 sets out the neighbourhood street network and detail objectives and

aims as follows:

Clause 56.06.4

“Provide for a direct, safe and easy movement through and between neighbourhoods for

pedestrians, cyclists, public transport and other motor vehicles using the neighbourhood street

network.”

Clause 56.06.7

“To design and construct street carriageways and verges so that the geometry and traffic speeds

provide an accessible and safe neighbourhood street system for all users.”

Standards C17 and C20 set out a number of design requirements that should be met to achieve

the aims of Clause 56.06-4 and Clause 56.06-7.

Proposed Provision 5.4.2

The proposed subdivision would connect into the existing street network via a direct vehicle

connection to Beryl Avenue and direct pedestrian/cyclist connections to Beryl Avenue and Golf

Road. This arrangement provides easy and efficient movement from the subdivision to existing

neighbourhoods and road network in the area.

The internal loop road of the proposed subdivision is proposed to be vested with Council. The

proposed street features a cross-section most comparable to that of an “Access Place” under

Clause 56 of the Planning Scheme, with a 6.0m carriageway, 2.3m wide indented car parking

and a footpath on one side, situated within a 14.0m wide road reserve. For an Access Place,

Table C1 at Clause 56.06-8 indicates a daily traffic volume threshold of up to 1,000 vehicle

movements per day.

On the basis of the above, the proposed road network is considered to satisfy the design

requirements of Clause 56 and is suitable to accommodate the anticipated vehicle movement

and pedestrian / cycling access requirements associated with the development proposal.

5.5 Other Matters

Road Layout and Design 5.5.1

The proposed road configuration and hierarchy is consistent with the minimum requirements of

Standard C21 of Clause 56 of the Monash Planning Scheme. Subject to Monash Engineering

Department approval, it is therefore considered that the proposed Access Street is satisfactory

and may be vested with Council.

Car Parking 5.5.2

As described earlier, the development incorporates a total 56 dwellings and a 60-65 apartment

dwellings. Parking for the 56 dwellings is proposed to include 103 garage car spaces and 20 on-

street visitor car spaces (123 spaces), as follows:

14M2157000 // 22/06/15







20 on-street visitor car spaces

With reference to Clause 52.06 of the Monash Planning Scheme, the 56 dwelling component of

the proposal generates a statutory requirement of 114 car parking spaces, including 103 resident

and 11 residential visitor car spaces.

On the above basis, the proposed on-site car parking provision of 123 spaces for the 56 dwelling

component of the proposal exceeds the statutory car parking requirement.

Basement parking for the 60-65 apartment dwellings (i.e. Lot 57) is proposed to include both

resident and visitor spaces in accordance with Clause 52.06 of the Monash Planning Scheme (or

as otherwise approved by the Responsible Authority).

Local Traffic Management 5.5.3

Due to the design of the proposed road layout for the site (and the modest internal road lengths,

which are less than the street block lengths of 240m that would require local traffic management

treatments as set out within Standard C20 of the Planning Scheme), the development is considered to

provide a self-regulating, low speed environment, while allowing all road users to proceed without

unreasonable inconvenience or delay.

As such, no additional local area traffic management treatments are considered to be required

to be implemented into the design of the road layout for the proposed development.

Melbourne Fire & Emergency Services Board (MFB) Requirements 5.5.4

With reference to the MFB’s “Planning Guidelines for Emergency Vehicle Access and Minimum

Water Supplies within the Metropolitan Fire District” (April 2009), the proposed neighbourhood road

network satisfies the access requirements to allow emergency vehicle access, which are generally

consistent with the cross-sectional requirements specified in Table C1 of the Planning Scheme.

Waste Collection 5.5.5

A Waste Management Plan (WMP) has been prepared by SLR Consulting Australia Pty Ltd. It is

understood that waste collection for the proposed subdivision will be undertaken kerbside as part of

Council’s weekly collection schedule. Pick-up will occur via a combination of Golf Road and Beryl

Avenue (for dwellings fronting these roads) and the internal loop road.

To this end, a swept path assessment undertaken using AutoTURN for Monash City Council’s refuse

collection vehicle indicates that the internal loop road within the subdivision is capable of

accommodating Councils’ waste collection truck as shown in Appendix C.

14M2157000 // 22/06/15



6. Conclusion

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

made:

i The proposed residential development (including the medium density site, i.e. a total of

up to 121 dwellings) would generate approximately 726 vehicle movements per day

and 73 vehicle movements per hour in the peak periods, respectively.

ii Vehicle access to the site is proposed via two intersections to Beryl Avenue as well as

eight single/double crossovers to both Beryl Avenue and Gold Road.

iii The surrounding road network is anticipated to be capable of accommodating the

additional (and redistributed) traffic generated by the proposed subdivision.

iv It is anticipated that traffic volumes would remain well below the 1,000 vehicle per day

threshold on internal roads.

v The proposed development is considered to be generally consistent with the objectives

of the Monash Planning Scheme in relation to walking, cycling and public transport.

vi The proposed car parking provision exceeds the requirements of Clause 52.06 of the

Monash Planning Scheme and is therefore considered to be satisfactory.

vii Subject to the recommended widening of pedestrian paths to 1.5m, the proposed road

network is generally consistent with the requirements of Clause 56 of the Monash

Planning Scheme, with roads effectively classified as an ‘Access Place’ with the ability

to accommodate a theoretical capacity of up to 1,000 vehicles per day.

viii A swept path assessment for Monash City Council’s refuse collection vehicle indicates

that the internal loop road within the development is capable of accommodating

Councils’ waste collection truck.

6

14M2157000 // 22/06/15



Appendix A

SIDRA Intersection Assessment – Existing Conditions

Ap

pe

nd

ix A

MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Delia Street/GolfRoad (Existing

Conditions)

Cameron Avenue & Delia Street & Golf Road RoundaboutRoundabout

Movement Performance - Vehicles

95% Back of QueueMov ID Turn

DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue

1 L 26 3.0 0.225 6.3 LOS A 1.2 8.9 0.22 0.58 43.1

2 T 267 3.0 0.225 5.3 LOS A 1.2 8.9 0.22 0.48 43.7

Approach 293 3.0 0.225 5.4 LOS A 1.2 8.9 0.22 0.49 43.6

North: Golf Road

8 T 189 3.0 0.170 5.0 LOS A 1.0 7.1 0.09 0.45 44.3

9 R 67 3.0 0.170 9.0 LOS A 1.0 7.1 0.09 0.79 41.2

Approach 256 3.0 0.170 6.1 LOS A 1.0 7.1 0.09 0.54 43.4

West: Delia Street

10 L 16 3.0 0.030 7.3 LOS A 0.1 1.0 0.41 0.57 42.1

12 R 13 3.0 0.030 10.3 LOS B 0.1 1.0 0.41 0.68 40.4

Approach 30 3.0 0.030 8.6 LOS A 0.1 1.0 0.41 0.62 41.3

All Vehicles 578 3.0 0.225 5.9 LOS A 1.2 8.9 0.17 0.52 43.4

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

Roundabout LOS Method: Same as Signalised Intersections.

Vehicle movement LOS values are based on average delay per movement

Intersection and Approach LOS values are based on average delay for all vehicle movements.

Roundabout Capacity Model: SIDRA Standard.

SIDRA Standard Delay Model used.

Processed: Thursday, 4 September 2014 12:13:36 PMSIDRA INTERSECTION 5.1.13.2093

Copyright © 2000-2011 Akcelik and Associates Pty Ltdwww.sidrasolutions.com

Project: P:\14M2100-2199\14M2157000 1 Beryl Avenue, Oakleigh South\Modelling\SIDRA\140904sid-14M2157000-Sidra Modelling.sip8000056, GTA CONSULTANTS, ENTERPRISE

MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Beryl Avenue (Existing

Conditions)

Cameron Avenue & Beryl Avenue IntersectionGiveway / Yield (Two-Way)



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Cameron Avenue (South Approach)

2 T 212 3.0 0.114 0.7 LOS A 0.7 5.0 0.33 0.00 46.0

3 R 5 3.0 0.114 7.5 LOS A 0.7 5.0 0.33 0.88 43.0

Approach 218 3.0 0.114 0.9 NA 0.7 5.0 0.33 0.02 45.9

East: Beryl Avenue (East Approach)

4 L 8 3.0 0.129 9.1 LOS A 0.5 3.3 0.43 0.58 40.9

6 R 80 3.0 0.129 9.5 LOS A 0.5 3.3 0.43 0.75 40.8

Approach 89 3.0 0.129 9.4 LOS A 0.5 3.3 0.43 0.73 40.8

North: Cameron Avenue (North Approach)

7 L 69 3.0 0.108 6.5 LOS A 0.0 0.0 0.00 0.78 43.3

8 T 133 3.0 0.108 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

Approach 202 3.0 0.108 2.2 NA 0.0 0.0 0.00 0.27 47.5

All Vehicles 508 3.0 0.129 2.9 NA 0.7 5.0 0.22 0.24 45.5



Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.





MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Delia Street/GolfRoad (Existing

Conditions)

Cameron Avenue & Delia Street & Golf Road RoundaboutRoundabout



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 41 3.0 0.354 6.4 LOS A 2.3 16.8 0.27 0.58 43.0

2 T 432 3.0 0.354 5.4 LOS A 2.3 16.8 0.27 0.48 43.5

Approach 473 3.0 0.354 5.5 LOS A 2.3 16.8 0.27 0.49 43.4

North: Golf Road

8 T 361 3.0 0.312 5.2 LOS A 2.1 15.4 0.22 0.46 43.6

9 R 70 3.0 0.312 9.3 LOS A 2.1 15.4 0.22 0.76 41.1

Approach 431 3.0 0.312 5.9 LOS A 2.1 15.4 0.22 0.51 43.2

West: Delia Street

10 L 45 3.0 0.108 8.4 LOS A 0.6 4.1 0.55 0.67 41.4

12 R 48 3.0 0.108 11.5 LOS B 0.6 4.1 0.55 0.75 39.5

Approach 94 3.0 0.108 10.0 LOS B 0.6 4.1 0.55 0.71 40.4











MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Beryl Avenue (Existing

Conditions)

Cameron Avenue & Beryl Avenue IntersectionGiveway / Yield (Two-Way)



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 291 3.0 0.165 1.9 LOS A 1.2 8.9 0.53 0.00 43.9

3 R 15 3.0 0.165 8.8 LOS A 1.2 8.9 0.53 0.90 42.9

Approach 307 3.0 0.165 2.2 NA 1.2 8.9 0.53 0.05 43.8


4 L 26 3.0 0.447 13.8 LOS B 2.3 16.4 0.63 0.84 37.4

6 R 205 3.0 0.447 14.1 LOS B 2.3 16.4 0.63 0.97 37.3

Approach 232 3.0 0.447 14.1 LOS B 2.3 16.4 0.63 0.96 37.3


7 L 273 3.0 0.232 6.5 LOS A 0.0 0.0 0.00 0.70 43.3

8 T 157 3.0 0.232 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

Approach 430 3.0 0.232 4.1 NA 0.0 0.0 0.00 0.44 45.5

All Vehicles 968 3.0 0.447 5.9 NA 2.3 16.4 0.32 0.44 42.8









14M2157000 // 22/06/15



Appendix B

SIDRA Intersection Assessment – Post Development

Conditions

Ap

pe

nd

ix B

MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Delia Street/GolfRoad (PD

Conditions)

Cameron Avenue & Delia Street & Golf Road RoundaboutPost-DevelopmentRoundabout



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 29 3.0 0.238 6.3 LOS A 1.4 9.7 0.23 0.58 43.1

2 T 282 3.0 0.238 5.3 LOS A 1.4 9.7 0.23 0.48 43.6

Approach 311 3.0 0.238 5.4 LOS A 1.4 9.7 0.23 0.49 43.6

North: Golf Road

8 T 202 3.0 0.189 5.1 LOS A 1.1 8.0 0.14 0.45 44.0

9 R 67 3.0 0.189 9.1 LOS A 1.1 8.0 0.14 0.77 41.2

Approach 269 3.0 0.189 6.1 LOS A 1.1 8.0 0.14 0.53 43.3

West: Delia Street

10 L 16 3.0 0.044 7.4 LOS A 0.2 1.5 0.43 0.58 42.0

12 R 27 3.0 0.044 10.4 LOS B 0.2 1.5 0.43 0.68 40.3

Approach 43 3.0 0.044 9.3 LOS A 0.2 1.5 0.43 0.64 40.9








Processed: Monday, June 22, 2015 4:44:29 PMSIDRA INTERSECTION 5.1.13.2093



MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Delia Street/GolfRoad (PD

Conditions)

Cameron Avenue & Delia Street & Golf Road RoundaboutPost-DevelopmentRoundabout



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L 49 3.0 0.390 6.4 LOS A 2.7 19.5 0.28 0.58 42.9

2 T 474 3.0 0.390 5.4 LOS A 2.7 19.5 0.28 0.48 43.4

Approach 524 3.0 0.390 5.5 LOS A 2.7 19.5 0.28 0.49 43.4

North: Golf Road

8 T 375 3.0 0.327 5.3 LOS A 2.3 16.5 0.25 0.46 43.5

9 R 70 3.0 0.327 9.3 LOS A 2.3 16.5 0.25 0.75 41.1

Approach 445 3.0 0.327 5.9 LOS A 2.3 16.5 0.25 0.51 43.1

West: Delia Street

10 L 45 3.0 0.121 8.7 LOS A 0.6 4.6 0.58 0.69 41.2

12 R 56 3.0 0.121 11.8 LOS B 0.6 4.6 0.58 0.76 39.3

Approach 101 3.0 0.121 10.4 LOS B 0.6 4.6 0.58 0.73 40.1











MOVEMENT SUMMARY Site: PM Peak - Cameron Avenue/Beryl Avenue (PD Conditions)

Cameron Avenue & Beryl Avenue IntersectionPost-DevelopmentGiveway / Yield (Two-Way)



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 212 3.0 0.121 0.8 LOS A 0.7 5.3 0.36 0.00 45.6

3 R 14 3.0 0.121 7.7 LOS A 0.7 5.3 0.36 0.86 43.0

Approach 227 3.0 0.121 1.3 NA 0.7 5.3 0.36 0.05 45.4


4 L 14 3.0 0.166 9.3 LOS A 0.6 4.3 0.45 0.59 40.7

6 R 98 3.0 0.166 9.7 LOS A 0.6 4.3 0.45 0.77 40.6

Approach 112 3.0 0.166 9.6 LOS A 0.6 4.3 0.45 0.75 40.6


7 L 101 3.0 0.125 6.5 LOS A 0.0 0.0 0.00 0.75 43.3

8 T 133 3.0 0.125 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

Approach 234 3.0 0.125 2.8 NA 0.0 0.0 0.00 0.33 46.9

All Vehicles 573 3.0 0.166 3.5 NA 0.7 5.3 0.23 0.30 44.9









MOVEMENT SUMMARY Site: AM Peak - Cameron Avenue/Beryl Avenue (PD Conditions)

Cameron Avenue & Beryl Avenue IntersectionPost-DevelopmentGiveway / Yield (Two-Way)



DemandFlow HV

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T 291 3.0 0.168 2.0 LOS A 1.3 9.1 0.53 0.00 43.8

3 R 19 3.0 0.168 8.8 LOS A 1.3 9.1 0.53 0.90 42.9

Approach 310 3.0 0.168 2.4 NA 1.3 9.1 0.53 0.05 43.8


4 L 40 3.0 0.545 15.0 LOS C 3.2 23.2 0.67 0.93 36.6

6 R 244 3.0 0.545 15.4 LOS C 3.2 23.2 0.67 1.04 36.5

Approach 284 3.0 0.545 15.3 LOS C 3.2 23.2 0.67 1.02 36.5


7 L 282 3.0 0.237 6.5 LOS A 0.0 0.0 0.00 0.69 43.3

8 T 157 3.0 0.237 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

Approach 440 3.0 0.237 4.2 NA 0.0 0.0 0.00 0.45 45.5

All Vehicles 1033 3.0 0.545 6.7 NA 3.2 23.2 0.34 0.49 42.1









14M2157000 // 22/06/15



Appendix C

AutoTURN Swept Path Assessment

Ap

pe

nd

ix C

232^36’

PROPOSED STREET

PR

OP

OS

ED S

TR

EE

T

PR

OP

OS

ED S

TR

EE

T

277°36’ (169.77)

JO

YC

E A

VE.

14000

14000

10.50

1890

3000

6000

30.00

12.50 12.50

4000

1050

1050

1890

9900

2200

1000

1000

1000

1000

1000

Lot 3

8

Lot 9

Lot 6

Lot 8

Lot 7

Lot 11

Lot 12

Lot 10

Lot 13

Lot 20

Lot 19

Lot 17

Lot 18

Lot 15

Lot 16

Lot 14

Lot 3

0

Lot 3

1

Lot 3

2

Lot 3

3

Lot 3

4

Lot 3

5

Lot 3

6

Lot 4

0

Lot 3

7

Lot 3

9

Lot 4

1

Lot 4

2

Lot 49

Lot 50

Lot 51

Lot 52

Lot 53

Lot 43

Lot 44

Lot 45

8200

5110

3000

3000

4670

1050

6000

5000

4405

7135

3000

Lot 48

5500

MAXIMUM HEIGHT OF 3 STOREYS

SUBJECT TO A SEPARATE APPLICATION.

FUTURE DEVELOPMENT.

3000

4080

6000

6000

PALIN

G FEN

CE

19

12108642

LIP OF CONCRETE KERBLIP OF CONCRETE KERB

HUMP

SPEED

88.5

5

143^40’40"

0.08

4.3

11.2

70.4

7

42.6

7187^36’

KERB AND CHANNELCONCRETE

322^36’ WIRE FENCEMESH(169.77)

277^36’

7

FENCING 1500

Lot 54

Lot 55

Lot 56

Lot 23

Lot 24

Lot 25

Lot 26

Lot 27

Lot 28

Lot 29

5000

6000

5000

BERYL AVENUE

4660

U/

FL

OO

R

4000

U/

FL

OO

R

4000

U/

FL

OO

R

4000

U/

FL

OO

R

4000

6000

6000

7600

7000

7600

7300

7300

7800

7800

7800

14300

4200

13300

12300

2700

10700

9100

10700

1800

4100

8000

8900

1500

3800

6000

14000

6000

4550

Lot 22

Lot 46

Lot 47

#30

#3

TREE PROTECTION ZONE

TREE PROTECTION ZONE

MO

NA

SH

CC

GTA-

VIC

(c)

2014

Tra

nsoft

Soluti

ons, In

c.

All rights re

serv

ed.

MONASH CCGTA-VIC

(c) 2014 Transoft Solutions, Inc. All rights reserved.

MONASH CCGTA-VIC


MO

NA

SH

CC

GTA-

VIC

(c)

2014

Tra

nsoft

Soluti

ons, In

c.

All rights re

serv

ed.

MONASH CCGTA-VIC


MO

NA

SH

CC

GT

A-

VIC

(c)

2014

Tra

nsoft

Soluti

ons, In

c.

All rights re

serv

ed.

MO

NASH CC

GTA-VIC


MONASH CCGTA-VIC


MONASH CCGTA-VIC


MO

NAS

H CC

GTA-VIC


MONASH CC

GTA-VIC(c) 2014

Transoft Solutio

ns, Inc. All rights

reserved.

MO

NA

SH

CC

GT

A-

VIC

(c)

2014

Tra

nsoft

Soluti

ons, In

c.

All rights re

serv

ed.

PL

OTTE

D B

Y :

Drafting.H

otdesk

ON

19/06/2015

AT

11:4

6:34

AM

GTA onsultantsc

www.gta.com.au

DRAWING NO.

SCALEDATE

DESIGNER

PRELIMINARY PLAN

WITHOUT NOTIFICATION

ONLY SUBJECT TO CHANGE

FOR DISCUSSION PURPOSES

MELWAY REF

14M2157000-AT01-01P5

19 JUNE 2015

B.JAYSINGHE

1:250 @ A3 78/F1

SWEPT PATH KEY

FROM VEHICLE BODY300mm CLEARANCE

VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

ASSUMED SPEED 5km/h

Lock to Lock Time

Track

Width

:

:

:

metersMONASH CC

6.0

2.50

2.50

5.501.80

9.20

Steering Angle 39.0:

1 BERYL AVENUE, OAKLEIGH SOUTH

MONASH CC TRUCK SWEPT PATH ASSESSMENT

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 Unit 4, Level 1, Sparta Building,

55 Woolley Street

PO Box 62

DICKSON ACT 2602

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]

www.gta.com.au www.gta.com.au

mailto:[email protected]

transport, access and mobility · 2015-09-23 · gta consultants undertook traffic movement counts...

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