iel Di •ietro Seni•Planner Encl.

Y rely,

Contour*

Town Planners

Date Friday 15 September 2017 To Sarah Thomas Statutory Planning Department Address City of Yarra PO Box 168 RICHMOND VIC 3121 Sent Via Email and Express Post

CITY OF YARRA

2 0 SEP 2017

RECEIVED - CRU

Dear Sarah,

Response to Request for Further Information

Planning Permit Application No. PLN17/0512

93 Wellington Street, Collingwood

We continue to act for DP Toscano Architects Pty Ltd in relation to this matter and reference is made to Council's letter dated 12 September 2017 which requests further information pursuant to Section 54 of the Planning and Environment Act 1987.

We provide the following response to this request:

• We consent to Council hand notating that Option A has been selected for compliance with Standard D27.

• We note that the outline of the development to the west was obtained from the advertised drawings on Council's website. The outline is indicative only and a notation has been included to confirm that this depiction is not based on endorsed plans.

• We enclose three copies of an amended Transport Impact Assessment (TIA) prepared by OneMileGrid dated 13 September 2017.

We trust that this information is to Council's satisfaction. Should the information be deemed by Council to be unsatisfactory, we request to be notified immediately and in that circumstance, we request an extension to the lapse date by 60 days pursuant to Section 54A of the Planning and Environment Act 1987.

Should you have any further questions in relation to this matter, please do not hesitate to contact our office.

1 of 1

PC Box 1040 Telephone 03 9347 6100

Contour Consultants Australia Pty Ltd

f:\clientdocs 2017\ 170107\ rfi\ 170107 rfi 2.docx

Level 1/283 Drummond Street info@contour.net.au

ABN 98 417162 976 Carlton Victoria 3053 contour.net.au

ACN 068 152 714

onemilegrid TRAFFIC ENGINEERING

13 September 2017

ABN: 79 168 115 679

1/59 Keele Street COLLINGWOOD, VIC 3066 www.onemilearid.com.au

DP Toscano Architects

Via email: DPezzutti@dptoscanoarchitects.com

Attention: Dino Pezzutti

93 Wellington Street, Collingwood Transport Impact Assessment

Dear Dino,

Introduction

onemilegrid has been requested by DP Toscano Architects to undertake a Transport Impact Assessment of the proposed residential development at 93 Wellington Street, Collingwood.

Existing Conditions

The subject site is located on the west side of Wellington Street approximately 65 metres north of Langridge Street, as shown in Figure 1.

Figure 1 Site Location

Copyright Me/way Publishing

93 Wellington Street, Collingwood Transport Impact Assessment 170250TIA001D-F.docx 13 September 2017

Page 1

one grid

The site is currently occupied by a single storey brick building with a frontage to Wellington Street of 9.5 metres, a depth of 28.4 metres and a single crossover to Wellington Street.

Land use in the immediate vicinity of the site is mixed in nature, and includes residential, commercial and retail as well as public use areas.

The site is located within a Mixed-Use Zone (MUZ), for which the permitted uses are listed in Clause 32.04 of the Yarra Planning Scheme.

Road Network

Wellington Street is a collector road generally aligned north-south, running between Victoria Parade in the south, and Queens Parade in the north.

Wellington Street provides a single traffic lane and a dedicated "copenhagen" bike lane in each direction adjacent to the site. A parking lane is provided on the east side of Wellington Street only separating the traffic lane and the bike lane, generally restricted to 1-hour parking between 7am and 7pm, Monday to Friday and becoming ticket parking between 7am and llpm on the weekend.

No parking is provided on the west side. There is an existing break in the bike lane in front of the site and the proposal is to reposition this break to provide access to the site.

A 40km/h speed limit applies to Wellington Street in the vicinity of the site.

93 Wellington Street, Collingwood Transport Impact Assessment Page 2 1 70250TIA001D-F.docx 13 September 201 7

0 tt 0

3066-1',3 N rq

r

onemilegrid

Existing Car Parking Conditions

To ascertain the availability of public car parking in the vicinity of the site, onemilegrid commissioned Trans Traffic survey to undertake car parking occupancy surveys at hourly intervals on Thursday 17 August between 4pm and 8pm, and on Saturday 19 August 2017 between 10am and 4pm.

The survey times were selected to coincide with likely periods of peak visitor demand and the area surveyed included on-street car parking with approximately 300 metres walking distance of the site as shown in Figure 2 below.

Figure 2 Survey Area

n assessing the survey results, any permit zones, loading zones, or time restrictions allowing for less than a 1-hour stay were excluded from the results, as it is considered that these spaces would not be suitable for use by visitors of the proposed development.

On the Thursday, a total of between 498 and 565 suitable car spaces were identified within the survey area with the variation in supply attributable to loading zone restrictions in the area ending at 5:30pm on weekdays.

Peak occupancy and minimum availability occurred at 4pm when 371 of the 498 car spaces were occupied, leaving a minimum of 127 vacant spaces available for use. After the peak at 4pm car parking occupancy reduced throughout the evening with more than 200 spaces available after 6pm.

A view of the parking occupancy profile for the Thursday is provided in Figure 3 below.

93 Wellington Street, Collingwood Transport Impact AsSessment Page 3 170250TIA001D-F.docx 13 September 2017

- Capacity

— Occ upancy

— Awitability

600

500

400 350

300 268

200 239 4". 234

16 Capacity — 100

•■•••■•Occ upancy

— — Awilobility

Na

. of S

paces

6'

Time

one grid

Figure 3 Thursday 17 August 2017 - Parking Occupancy Profile

On the Saturday, the surveys identified a total supply of between 507 and 549 car parking spaces in the vicinity of the site.

Peak occupancy occurred at 1pm whilst minimum availability occurred at 12pm (due to reduced supply) when 350 of the 511 available spaces were occupied, leaving a minimum of 161 spaces available for use. After the peak at 1pm, car parking occupancy reduced throughout the afternoon with more than 200 spaces available after 4pm.

A view of the parking occupancy profile for the Saturday is provided in Figure 4 below.

Figure 4 Saturday 19 August 2017 - Parking Occupancy Profile

93 Wellington Street, Collingwood Transport Impact Assessment Page 4 7025011A00 D-F.docx 13 September 2017

los,,,,,,,G,L.FT, L:cri , ,--) 7,71.7 ...... 43.:

' '- I- IT ON Ch 0

7;

i olASSHOUS7

• x PEE

I ROBERT Si

ST I ^ RD ST en ,,,, am 17,... ca .raj --. cc

ix,,,Roor, r. a 0 C,

,.. MI

X X

hAm c r ....,•8, ,

ZZ:GRiDGE Z ., . ..:,. ........... .......... r =:-. • 0 Et -.c c a.. -- i.-. oi -. , a. • .., 0 .- , ;!. , I • DEBI:, .1E' • L' u.1 ' 0 L" Z ' 2 • +-• ca '

LA , '".'c'EAR 301 to 3seF

EYesE,, Ica Nos, ‘; Cfr"' a 3,19 340 35 ... ALBERT I .113 31s 31 684

..........

1••• I b;i'-'9"z9sons ..........

• u,

L) 5►

Collingwoo

10 cr

U CHART J

I AL R

6 Nth. ichmond:

1,-,EDRA. I

onemilegrid

Sustainable Transport

An extract of the TravelSmart Map for the City of Yarra is shown in Figure 5, highlighting the public transport, bicycle and pedestrian facilities in the area.

Figure 5 TravelSmart Map

It is shown that the site has excellent sustainable transport accessibility, with a wide variety of transport modes and services servicing the immediate vicinity of the site.

On-road bicycle lanes are currently provided along Wellington Street, Langridge Street and Gipps Street. These provide further connection to a wider bicycle network, providing excellent bicycle access for the subject site.

The site also has excellent access to public transport modes, with trams running along both Smith Street / Gertrude Street and Victoria Parade, and buses operating along both Victoria Parade and Noddle Street.

In addition to the above, the site is located in close proximity to a number of car share 'pods' including a number of spaces along Stanley Street, Peel Street, Langridge Street and Robert Street. These car share services effectively leverage the 'downtime' of a typical car (where it would ordinarily spend most of the time parked or in storage), and spreads ownership and use of the car over many members. Data from car share service providers shows that, on average, each car supports around twenty members.

Development Proposal

It is proposed to develop the subject site for the purposes of a residential development, containing 10 three-bedroom apartments and a rooftop garden across eleven storeys including a ground floor car park.

Each unit is proposed to have 1 car parking space located within a car stacker, with access provided by a new single crossover to Wellington Street. The existing crossover will be removed and reinstated with kerb and channel.

It is also proposed to provide 10 bicycle parking spaces for residents and visitors of the development.

93 Wellington Street, Collingwood Transport Impact Assessment Page 5 170250TIA001D-F.docx 13 September 2017

one grid

Design Considerations

Clause 52.06 - Car Parking

onemilegrid has undertaken an assessment of the car parking layout and access for the proposed development with due consideration of the Design Standards detailed with Clause 52.06-8 of the Planning Scheme. A review of those relevant Design Standards is provided in the following section.

Design Standard 1 - Accessways

A summary of the assessment for Design Standard 1 is provided in Table 1.

Table 1 Clause 52.06-8 Design Assessment - Design Standard 1

Requirement

Comments Be at least 3 metres wide

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

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

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

If the accessway serves four or more car spaces or connects to a road in a Road Zone, the accessway must be designed so that cars can exit the site in a forward direction Provide a passing area at the entrance at least 5 metres wide and 7 metres long if the accessway serves ten or more car parking spaces and is either more than 50 metres long or connects to a road in a Road Zone

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

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

Satisfied

N/a - no change in direction along accessway

N/a - private car park

Satisfied

N/a - does not connect to a road in a road zone

N/a - does not connect to a road zone and accesses are less than 50 m in length

Not satisfied - A partial splay is provided on both sides of the access which will allow some visibility of pedestrians along the frontage. Noting that a roller door is proposed adjacent to the property boundary, it is considered that sufficient warning will be provided of exiting vehicles. A convex mirror or flashing light may also be employed for increased visibility.

N/a - does not connect to a road in a road zone

Mechanical Parking

As outlined previously, it is proposed to utilise a mechanical parking system for all car spaces on-site. The proposed system will be a Hercules 'Semi Auto Lift and Slide Above and Below' system. It is noted that each system is custom designed, and as such, detailed specifications have not yet been prepared for the system.

93 Wellington Skeet, Collingwood Transport Impact Assessment Page 6 110250TIA001D-F.docx 13 September 2017

onemilegrid

The Hercules system will be arranged in a 3 x 4 grid, with two platforms above ground, one at ground level and one below. In order to move a car or platform to the ground-level, platforms below ground level move vertically, whilst platforms at and above-ground move both vertically and horizontally. Two vacant spaces (i.e. no platforms) are required to facilitate this mechanism and are located on the ground and above-ground levels. The system will accommodate a total of 10 car spaces.

Drivers are allocated a specific car space within the system, which is reserved for their use only. As such, the driver will enter and exit the system from the same row at all times, quickly becoming familiar with how their car space is best accessed. When storing a vehicle within the system a driver will approach the stacker system from the access and prop in front of their designated parking row. They will then 'call' the platform, using either a remote control or pressing the appropriate button on a control panel, and the empty space will be shuffled from within the system to the ground-level. The gates will then open and a driver may enter their car space.

Once the driver has parked, they will exit their vehicle and walk outside of the stacker area and the car will be shuffled into position for storage.

When retrieving a vehicle, the system will operate in the same manner, albeit in reverse, with the user approaching the system on foot, 'calling' their vehicle from a control panel or remote control.

The system has been designed with a total width of 8.4 metres, accommodating three bays measuring 2.8 metres width, providing an effective platform width of approximately 2.6 metres. The system is provided a length of 5.7 metres for each space, with a minimum effective access aisle of 6.5 metres in front of each space.

Noting that these dimensions vary from those specified within Clause 52.06 of the Planning Scheme, swept path analysis has been undertaken to confirm appropriate access is provided to each car space. The swept paths, attached within Appendix A, demonstrate access to all car spaces within the system with a B85 (85th percentile length) design vehicle.

The swept path diagrams show that all spaces can be accessed with no corrective manoeuvres on entry and at-most one correction when exiting.

The need for a corrective movement is not uncommon, and is supported by AS2890.1 which states that the required aisle width for User Class 1A parking (resident and employee parking) is designed for "three-point turn entry and exit into 900 parking spaces only". All of the spaces proposed are 90-degree spaces, for residential use, and are therefore generally in accordance with the standard.

In consideration of the above, the proposed parking dimensions and configuration are considered satisfactory.

Clause 52.06 of the Planning Scheme states that mechanical parking may be used to meet the car parking requirements of a development provided that three design elements are met. A review of those elements with reference to the proposed development is provided in Table 2 below.

Table 2

Clause 52.06-8 Design Assessment - Design Standard 4

Requirement Comments

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

Satisfied - Height clearances of 1.8 metres are proposed on all levels, which satisfies the Planning Scheme requirement.

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

Bicycle Parking Considerations

Planning Scheme Requirements

Satisfied - All stacker spaces will be allocated to residents.

93 Wellington Street, Collingwood Transport Impact Assessment Page 7 1 70250TIA001D-F.docx 13 September 2017

one grid

The bicycle parking requirements for the subject site are identified in Clause 52.34 of the Yarra Planning Scheme. The Planning Scheme specifies that the development generates a requirement for 1 resident space to each 5 dwellings, and 1 visitor space to each 10 dwellings equating to a total of 3 spaces.

It is proposed to provide a total of 10 bicycle parking spaces on the ground-floor of the development, available for resident and visitor use.

Considering the above, the proposed provision of bicycle parking exceeds the requirements of the Planning Scheme, and is therefore considered appropriate.

Bicycle Parking Design

It is proposed to provide vertically mounted and staggered bicycle racks within a storage area on the ground floor of the development along the accessway accommodating 10 bicycles. The individual bicycle racks are separated by 450mm, which provides a separation of 900mm between bicycles at the same level, in excess of the Planning Scheme requirements.

The bicycle spaces are accessed via the 3.6m access aisle plus an additional 500mm separation, which is in excess of the Planning Scheme requirements and therefore considered appropriate.

93 Wellington Street, Collingwood Transport Impact Assessment Page 8 17025011A001D-F.dacx 13 September 2017

onemilegrid

Car Parking Considerations

Statutory Car Parking Requirements

The car parking requirements for the subject site are identified in Clause 52.06 of the Yarra Planning Scheme, which specifies the following requirements for the proposed development.

Figure 6 Clause 52.06 - Car Parking Requirements

No. / Area

Rate

Car Parking Measure

Total

1

to each one or two-bedroom dwelling, plus

10 2 to each three or more-bedroom dwelling 20 (with studies or studios that are separate rooms counted as bedrooms), plus

10 2 for visitors to every 5 dwellings for 2 developments of 5 or more dwellings

Total 22

Based on the Planning Scheme rates outlined above, the development generates a requirement to provide a total of 22 car spaces.

It is proposed to provide a total of 10 car parking spaces to service the proposed development, which equates to a shortfall of 12 spaces when compared to the Planning Scheme requirements.

Clause 52.06-6 of the Yarra Planning Scheme indicates that an application to reduce (including reduce to zero) the requirement for car spaces must be accompanied by a Car Parking Demand Assessment.

An assessment of the likely car parking demands, and the appropriateness of the supply of parking is provided below.

Car Parking Demand Assessment

In order to establish the likely parking demands of residents, car ownership data from the 2011 Census for the City of Yarra was sourced from the Australian Bureau of Statistics (ABS).

The ABS data was assessed to determine the proportion of flat, unit or apartment style dwellings located in a three-storey or less block where residents own or park one or less vehicle at their place of residence. Noting that a number of high-rise housing commission apartments are located within the same area, data for four + storey developments has not been utilised.

The data is outlined in Table 3.

Table 3

2011 Census Car Ownership - City of Yarra (North SLA)

Dwelling Type No. of Bedrooms Average Car Ownership

% Dwellings with 1 or less Vehicles

Flat, unit or apartment 3 1.37 vehicles 57.8

It should be recognised, however, that this data covers the entire municipality, including areas that may not enjoy the same level of public transport connectivity as the subject site.

The ABS data indicates that there is a market for three-bedroom dwellings that provide one or less parking spaces. Given the site's location with respect to public transport services and other amenities, it is expected that dwellings within the subject site would be particularly appealing to potential owners/tenants who own or have the need to park a reduced number of vehicles at their place of residence.

Furthermore, it should be recognised that resident parking demands are, in part, dependent on car parking provisions, insofar as an owner/tenant with the need to park a vehicle is unlikely to occupy

93 Wellington Street, Collingwood Transport Impact Assessment Page 9 1 70250TIA001 D-F.docx 13 September 2017

Use Dwelling

one grid

a dwelling that does not provide a car parking space. This is particularly true in areas where on-street parking is restricted to short durations, meaning on-street parking is not a viable alternative to on-site parking for residents.

Noting that car parking in the site's vicinity is largely time- or permit-restricted, there are limited opportunities for long-term parking off-site. As such, it is expected that resident parking demands will be driven by the supply of parking and will equate to one space per dwelling.

In relation to visitors, no spaces are provided on-site and as such the application seeks a waiver of 2 visitor spaces.

It is noted that within the Planning Scheme there are two rates listed with regard to the statutory requirement of provision of car parking; Column A is the standard rate while Column B is applicable to locations where a parking overlay has been applied. It is commonly accepted that the intention of the Column B rates is to take into account Activity Centres where parking is shared through a variety of uses within the precinct and in locations where accessibility to public transport is high to reduce the reliance on private vehicle travel.

The subject site is located within the Smith Street Activity Centre, and whist no Overlay has been applied it is considered that these rates are appropriate for adoption. For sites within a parking overlay no visitor parking is required to be provided on-site.

Regardless, in order to estimate visitor parking demands generated by the residential uses on-site, reference is made to a visitor parking study undertaken by onemilegrid at the 'Scala' apartment complex, located at 1 Roy Street, South Melbourne.

The study identified a minimum parking demand of 0.05 spaces per dwelling during a weekday, increasing to 0.09 spaces per dwelling during the late evening. On the Saturday, visitor parking demands remained fairly consistent, varying between 0.08 and 0.11 spaces per dwelling across the day.

For the purposes of this assessment, it will be conservatively assumed that the proposed development generates peak visitor parking demands at a rate of 0.10 spaces per dwelling on a weekday and 0.15 spaces per dwelling on a weekend. This equates to parking demands for one and two spaces during the respective periods.

Review of Car Parking Provision

Based on the above, the provision of resident parking, whilst representing a shortfall from the Planning Scheme requirements, is considered sufficient to satisfy demands generated by residents on-site. The use is projected to generate a small shortfall of visitor parking.

Clause 52.06-6 of the Yarra Planning Scheme indicates that a permit may be granted to reduce the number of parking spaces below the likely demand, in consideration of a number of factors including:

The Car Parking Demand Assessment.

Any relevant local planning policy or incorporated plan.

Access to or provision of alternative transport modes to and from the land.

Any other relevant consideration.

A review of those factors relevant to the proposed development is provided below.

Smith Street Activity Centre Structure Plan

The Yarra City Council in conjunction with ARUP developed the Smith Street Activity Centre Structure Plan - Transport and Parking Framework dated June 2008 which envisages that ease of access to the activity centre will be retained through prioritising sustainable transport (walking, cycling and public transport) and reducing private vehicle travel.

With regards to parking in the vicinity of the Activity Centre the Structure Plan states:

93 Wellington Street, Collingwood Transport Impact Assessment Page 10 1 70250T1A001 D-F.docx 13 September 201 7

onemilegrid

"In order to facilitate lower levels of parking (and subsequently a reduced reliance on private vehicles), the strategy proposes a change in approach to parking provision and a paradigm shift away from requiring minimum parking rates and levels of parking associated with new developments (as currently required within the Yarra Planning Scheme) in favour of a parking limitation policy which sets maximum parking rates and levels of parking allowed to encourage developers to fully justify the level of parking required maximising the focus on public transport use, walking and cycling."

Whilst the structure plan was not ultimately adopted, it is still considered that the intentions of the above excerpt should be considered when assessing developments within the activity centre.

Alternative Modes of Transport

As indicated above, the site has excellent access to Public Transport, with numerous tram and bus services in the immediate vicinity. The provision of excellent public transport ensures that residents of the three-bedroom dwellings with only one parking space and the shop employees will have good access to alternate transportation modes.

Share Car Provision

Car share service impacts on car ownership in three distinct ways:

1. Many people can avert the purchase of a second car by using car sharing when a single car is insufficient;

2. Many people can avoid purchasing a car altogether by joining a car-share scheme;

3. Many car share members sell existing cars after joining a car share scheme.

Point 1 is of particular relevance to the proposed development, where there is a reduced car parking provision for three-bedroom dwellings. The presence car share pods in the vicinity of the site will ensure that residents who require the occasional need for a second vehicle will still have access on an as-needs basis.

Car Parking Surveys

As previously mentioned, parking surveys in the surrounding area demonstrate considerable on-street parking availability in the vicinity of the site during the peak visitor periods. This availability of on-street car parking in the area during these periods is considered sufficient to accommodate the visitor car parking demand of 2 spaces; with a minimum of 127 on-street car parking spaces available during the Thursday survey period and a minimum of 161 on-street car parking spaces available during the Saturday survey period.

Adequacy of Parking Provision

In consideration of the foregoing assessment, it is considered that the proposed supply of car parking is appropriate for the proposed development, considering the following:

ABS data indicates that there is a market for three-bedroom dwellings that provide one or less car parking spaces, with 57% of dwellings requiring one or fewer vehicles;

The proposed supply of car parking is expected to satisfy all long-term demands generated by the use, with only a shortfall of two visitor parking spaces expected to be generated;

Car parking in the site's vicinity is largely short-term or permit restricted, providing high-turnover parking for visitors of the development, and limited long-term parking opportunity for residents;

Car parking surveys in the area indicate a large number of available on-street spaces during the visitor peak times;

The site is well-located with regard to sustainable transport modes, being located in close proximity to cycling and public transport links; and

Policy supports the reduction of car parking to support use of sustainable transport modes.

93 Wellington Street, Collingwood Transport Impact Assessment Page 11 70250T1A001 D-F.docx 13 September 2017

one grid

Traffic Considerations

Traffic Generation and Impacts

Surveys undertaken by other traffic engineering firms at residential dwellings have shown that the daily traffic generation rates vary depending on the size, location and type of the dwelling, the parking provision and proximity to local facilities and public transport.

Medium to high density dwelling in inner areas generate traffic with rates between 3.0 and 6.0 movements per dwelling. Considering the location of the subject site, the excellent access to public transport and the provision of 1 car space per dwelling, it is expected that generation rates will be towards the lower end of the range. Therefore, for the purposes of this assessment a daily rate of in the order of 4 movements per day per dwelling will be adopted with 10% occurring during the peak hours.

Application of the above rates indicates that the 10 dwellings with car parking will generate 40 movements per day, inclusive of 4 vehicle movements during the morning and afternoon peak hours. During the AM peak, it is expected that 3 movements will be outbound, and 1 inbound. During the PM peak, it is assumed that movements will be evenly split 2 outbound and 2 inbound.

This level of traffic is very low in traffic engineering terms and equates to one movement every 15 minutes during the peak hours and as such is not expected to have any significant impact on the operation of the surrounding road network.

Vehicle Conflict & Queuing

In order to assess the likelihood of two vehicles meeting along the accessway, a probability assessment has been undertaken.

To simplify the system for analysis, it has been assumed that an outbound vehicle is delayed by a combination of the stacker service time, the time to traverse the accessway, and a nominal delay associated with exiting to Wellington Street. The inbound vehicle is delayed by the time to traverse the accessway, and a delay associated with entering from Wellington Street.

Based on specifications provided for a comparable Hercules stacker system (provided within Appendix B), the system will operate with an average vehicle retrieval time of 113 seconds. This is inclusive of delays associated with the calling and storing/retrieving of vehicles within the system.

The delay to traverse the access is assumed to be 10 seconds for both inbound and outbound vehicles, and the delay at Wellington Street is assumed to be an average of 10 seconds for exiting vehicles, and 5 seconds for entering vehicles. This results in a total delay of 133 seconds for exiting vehicles, and 15 seconds for entering vehicles.

The probability analysis indicates that during the AM peak hour (3 departures, 1 arrival):

. Outbound vehicles occupy the one-lane road for 3.7% of the peak hour;

Inbound vehicles occupy the one-lane road for 1.3% of the peak hour;

At any point in time during the peak hour there is a 0.05% chance that there will be vehicles travelling in both directions on the one-lane section of road.

During the PM peak hour (2 departures, 2 arrivals), the following is determined:

. Outbound vehicles occupy the one-lane road for 7.4% of the peak hour;

. Inbound vehicles occupy the one-lane road for 0.8% of the peak hour;

At any point in time during the peak hour there is a 0.06% chance that there will be vehicles travelling in both directions on the one-lane section of road.

Considering the above probabilities of conflicts (AM - once every 2,080 peak hours, PM - once every 1,690 peak hours), it is our view that the proposed arrangement is satisfactory.

93 Wellington Street, Collingwood Transport Impact Assessment Page 12 170250TIA001D-F.docx 13 September 2017

onemilegrid

Further to the above, it is noted that there are some combinations of arrivals and departures that will allow an exiting vehicle to prop once they leave the stacker and allow an arriving vehicle to enter the stacker. The potential impacts of queueing are therefore even further reduced.

Crossover Access

As previously identified, Wellington Street accommodates a dedicated bicycle lane in each direction adjacent to the site. Along the western side of Wellington Street, the bicycle lane and traffic lane are separated by a raised concrete barrier. The raised barrier is discontinuous where crossovers are located, to allow vehicle access to properties including the subject site.

It is proposed to remove and effectively replace the existing site access to Wellington Street, and the associated barrier break, to afford access to the rear parking area. Development of the site will result in an increase in turning movements across the bicycle lane, with an additional movement occurring on average, once every 15 minutes during peak periods.

Victorian road rules dictate that any drivers entering the site are required to give-way to oncoming traffic, including bicycles, and with good sight distance provided to oncoming cyclists, it is not expected that inbound movements generated will adversely affect the safety or efficiency of the existing bicycle lane. Similarly, vehicles turning out of the site will be required by law to give way to northbound vehicles and cyclists before turning out of the site.

Excellent sight distance is provided for exiting vehicles to oncoming cyclists in the bicycle lane to the south, and it is considered that interruptions to traffic flow provided by the upstream Langridge Street signalised intersection will provide plentiful breaks in the stream of cyclists to allow a drive to exit safely.

Conclusions

In view of the foregoing assessment, it is considered that: -

The proposed car parking and access design is considered appropriate;

The proposed supply of car parking is considered appropriate for the proposed development;

The proposed development is expected to have a negligible impact on the surrounding road network when compared to the existing operation;

The proposed stacker and access arrangement is highly unlikely to result in conflicts between exiting and entering vehicles; and

There are no traffic engineering reasons which should preclude a permit from being issued for this proposal.

Please do not hesitate to contact James Dear ((03) 9982 9717, or james.dear@onemilegrid.com.au) should you wish to discuss the above.

Yours sincerely

James Dear

Project Engineer

onemilegrid d: (03) 9982 9717 e: james.dear@onemilegrid.com.au

93 Wellington Street, Collingwood Transport Impact Assessment Page 13 I 7025011A001D-F.docx 13 September 2017

one grid

Appendix A Swept Path Diagrams

•■••••••••■•••.*....0i

EXIT MANOEUVRES L. SHP, 0,N SMOVN

IDOwn REMAKE INVELOK WWI 1101-1.

1385 .,•■•

AT Lto UI

• onern 1 egrid 0•411110101511FE10211111011110ID WI FMK MOM slur v.. ma..

OW X, OP ■ tar era ■=■: """- =Z.." 7.."

onem grid

Appendix B Hercules Car Stacker Specifications

PLATFORM PLATFORM CI. AICNE ULM

con.lon1.4 .v01 rnuS1 nO1 0e

.4,01 plirly ITIp wilne0 00.05.5.0 01 Xercedes CIII3011nE $11itAM 2001 MY try

CL AnvL NUM

LENGTH 5.100 ABA 4.900 mm 5.1 00 Awn LENGTH .100 mm •,900 Arm 5.100 mm GAR

AVAILAILE wool 2.310 urn 2.070 Awn 1.9P0 mm CAR WROTH

AVAIIAPAZ 1400 mm 2 170 nwn 2.050 wen

DIMENWON HECHT 2.090 Awl 1.500 Alm 1.500 nun OWEELWON NEGMT 2.000 mw 1 600 mm / ISO mrn WEIGHT 2.2004 2.200 4 2.3004 WEIGHT 3.20069 2 200 4 2 200 4

AROVE MOTOR 1LW 411 ARNE MOTOR 2. 4P URIC SPEED APPROB 4 En, win UFTING SPEED APPPOR 4 m...44

BELOW MOTOR uFTING SPEED

0000 47

APPROX 4 nu Run BELOW %ROTOR

1.1.110IL 3 7 6W 4P

MOTOR 03 LW MOTOR 0.2 ILw 4P SLIDING

SPUD APPROY LA,. SUGLAG

SPEED APP.( 7 mi now

SURFACE MAISIE GALVANIZING SURFACE F1N1511 GALVANIZING

POWER SOURCE 41SV AA 17A POORER WRC 414 4P, 14A

2A0

400 2 '01 7 500 2 FAG

7.430 L 31A •

R39

ER 1,1

2 WIDE MACHINE 6 WIDE MACHINE I El ZONE) ( A ZONE)

MODEL NCI-055-96 III 1-3411wvIYLACrtmmry 11111 LIFT AN05010E CAR STACIMR

HERCULES 2. OEM. 2015 WALL 1 1 213 Buw∎EcT PLAN

IIt 2490.011 A 14 SI INC II APPOI CARPARKING SYSTEMS 111/. MO HCP - 1.55 -DO I

REV A\

1.3.1.30 31.1./ cae.300Vull old nt.n.V 6. coped. talatoducatl. rnanulat110110 Irarn, cened la 1130 marry .3111001 w.al.I sienva003 IAIrCrin C6/D.111.0 Aare ZY66 PV

E!) 5.631

5.630

.3V3.11,11 I I I. NI:I /I S L.,

♦ A • •

STORE

SFL 8.050 V „ ) .,,, @A.,.■,. si-m..-7,-..--g.,71.-mo■ Nrily

P/ .V

V? iSM.42,, &VW' ne....... N

%. VAA1/44\V - #426' 4e4: WA, '040S,V%; sw 4.

, 4,,, .9 nr'AVM, ‘. ."V 44'4 4e ' t'f' e itoe

ve,, 4.....N.

.4, W4.-4 .._, VOY" .i. 400t ' .?AK : ,Ite44 ,.., ...A. .1,

. . ,p .,:t.,\. 44,,Afv,,.......VW 37N.V., .... eff

L./s/s., I •Le 31,e, 1 almsna a N-4.>. ‘%d. ■•■.A ! ' /- .44\ la.alle,44,-.1 Ns* # . . V*. TO"' ,, let zwrzeo, .0 . A,/ , •O'Ne.• A, .." virc e .74' ‘fi" .„ • ,c,,A,

4' /...-0 ..,4V .... ./.# w4w4-4. ...A:,0Le,t.%evW ,)*:#e.e* , 2 WIDE MACHINE ( 8 ZONE ) 6 WIDE MACHINE ( A ZONE )

CAFE

MODEL NAME L MCP-L 5 5-3 6

HERCULES CARPARKING SYSTEMS

506 1-3 NMI/ow RiR3C1/3norm

:WE 2/100.0.1015 SCUL 1 / 70

.3LIALV II, SIGNE CREOLE, IIL3(133, AR-LICVLO

IIIIF OFT MOIL. GRSTAC1LLR

SVELIECT SECTOR VIEW

FILE VAAL REV. A

IIWG MO 1HCP- LS5 - D 0 2 PAIF REVISIONS 6 DESCRLPI. I EN OR APPAL)

artmng sIncleo conhanlud and must nol be ,ased rtanulaaured ban. ann.. lo a Mod pally *ad he ratan cnannispn mammas Gmmimp *mom NW My EM

•■! ft?

"4' .*‘• AV •-if4„.V. \,°4° ° ,.•• ° • 4. .# •4°4 <

s, •P‘ s, vests,A, 6 WIDE MACHINE ( A ZONE ) 2 WIDE MACHINE ( B ZONE )

MODEI MLA MCP-1,55-16 JOB 1-3 14111■0 Rm. Croartna _

33103 CAR TUCKER

REWS.15 & InSCH/Y11. I NOP AVM. HEY /3\

401 CARPARKING SYSTEMS

.Ind October 2015 Sr I-70 311[41FCI MOW' ELEVATION

• ERCULES niVWV/10 : nalanCbrtn

low,

two MO HCP- L55 -D03

•

✓