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Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015
ABN: 79 168 115 679
1/59 Keele Street
COLLINGWOOD, VIC 3066
www.onemilegrid.com.au
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29 September 2015
Places Victoria
Via email: [email protected]
Attention: Jabin Henderson
Yarra Valley Water Tank Site Transport Impact Assessment
Dear Jabin,
Introduction
onemilegrid has been requested by Places Victoria to undertake a Transport Impact Assessment of
the proposed residential development on the south-west corner of the intersection of Upper
Heidelberg Road and Bell Street (Bell-Banksia Link).
Existing Conditions
Site Location
The subject site is located at 419, 421A and 421C Upper Heidelberg Road, Heidelberg Heights, as
shown in Figure 1, bound by Upper Heidelberg Road, Forster Street, Bell Street and an unnamed
laneway to the north-west.
Figure 1 Site Location
Copyright Melway Publishing
Subject Site
Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015
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The site is currently occupied by a number of uses, including a disused Melbourne Water storage
tank, communications towers and a public playground and reserve.
Land use abutting the site is typically residential in nature, though the Austin Hospital is located to
the east, and Heidelberg Repatriation Hospital is located to the west.
Bell Street, to the north and north-west of the site is bound by commercial and retail developments,
including on approach to the Heidelberg Road intersection.
Planning Zones
It is shown in Figure 2 that the site is located partially within a Public Use Zone (PUZ), a Public Park
and Recreation Zone (PPRZ), and a General Residential Zone (GRZ).
Figure 2 Planning Scheme Zones
Road Network
Upper Heidelberg Road
Upper Heidelberg Road is an arterial road generally aligned north-south, running north from
Heidelberg Road in Ivanhoe to Heidelberg Heights, continuing as Waiora Road to the north and
Lower Plenty Road to the north-east.
Adjacent to the site, Upper Heidelberg Road provides a two traffic lanes in each direction as
shown in Figure 3.
Subject Site
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Figure 3 Upper Heidelberg Road, looking north towards the subject site
Kerbside parking varies along the site frontage. Clearways operate during the morning peak in the
southbound direction, whilst parking is prohibited in the northbound direction during the evening
peak. Outside these times, parking is restricted typically to 2-hour parking, other than near the
intersection of Bell Street, where permanent No Stopping restrictions apply.
A 60km/h speed limit applies to Upper Heidelberg Road in the vicinity of the site.
Forster Street
Forster Street is a local road, aligned generally east-west, which runs along the southern boundary
of the subject site, and terminates at Upper Heidelberg Road in an informal court bowl.
Forster Street provides a wide carriageway, with kerbside parking on both sides, typically time
restricted to 2-hour parking between 8:00am and 5:00pm. The default 50km/h speed limit applies
to Forster Street in the vicinity of the site.
The cross-section of Forster Street at the frontage of the site is shown in Figure 4.
Figure 4 Forster Street, looking east along the subject site
Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015
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SmartRoads Road User Hierarchy Maps
In mid-2011 VicRoads developed the SmartRoads Road User Hierarchy Maps which aim to
‘manage competing interests for limited road space by giving priority use of the road to different
transport modes at particular times of the day.’
The SmartRoads map, reproduced in Figure 5, identifies the priority modes on each arterial road in
the vicinity of the site, and indicates that Upper Heidelberg Road adjacent the site is a Bicycle
Priority Route and a Traffic Route.
Furthermore, Bell Street is noted as a Bus Priority Route and Preferred Traffic Route.
Figure 5 SmartRoads Road User Hierarchy Map
Traffic Volumes
Traffic volumes information collected by VicRoads indicates that Upper Heidelberg Road adjacent
the site carries daily traffic volumes of approximately 9,000 vehicles per day southbound, and
approximately 8,400 vehicles per day northbound.
Subject Site
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Sustainable Transport
An extract of the TravelSmart Map for the City of Banyule is shown in Figure 6, highlighting the
public transport, bicycle and pedestrian facilities in the area.
Figure 6 TravelSmart Map
Subject Site
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The full public transport provision in the vicinity of the site is shown in Figure 7.
Figure 7 Public Transport Provision
It is shown that the site has excellent public transport accessibility, with Heidelberg Railway Station
located approximately 800m walk from the site, SmartBus Route 903 servicing Bell Street adjacent,
and a number of additional bus routes in the vicinity.
Subject Site
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Development Potential
A number of development scenarios are currently being investigated, as shown in Table 1.
Table 1 Potential Development Scenarios
Scenario Component No.
Low
1 Bedroom Dwelling 39
2 Bedroom Dwelling 67
3 Bedroom Dwelling 6
Sub-Total 112
Car Parking 141
Medium
1 Bedroom Dwelling 49
2 Bedroom Dwelling 83
3 Bedroom Dwelling 7
Sub-Total 139
Car Parking 175
High
1 Bedroom Dwelling 61
2 Bedroom Dwelling 105
3 Bedroom Dwelling 9
Sub-Total 175
Car Parking 216
All access to the site is proposed from Upper Heidelberg Road.
Bicycle Parking Considerations
The bicycle parking requirements for the subject site are identified in Clause 52.34 of the Banyule
Planning Scheme. It is recommended that bicycle parking be provided in accordance with the
Planning Scheme requirements as a minimum.
Car Parking Considerations
The car parking requirements for the subject site are identified in Clause 52.06 of the Banyule
Planning Scheme. It is recommended that resident parking be provided in accordance with the
Planning Scheme requirements. With regard to visitor parking, it is suggested that given the number
of apartments proposed, and the site location, a reduction in on-site visitor parking would be
appropriate, with a minimum of 1 visitor spaces per 10 apartments recommended on-site.
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Traffic Considerations
Traffic Generation
It is generally accepted that single dwellings on a lot in outer suburban areas may generate traffic
at up to 10 vehicles per day, whilst in areas with good public transport, and for higher density
dwellings, lower traffic generation rates are often recorded.
Table 2 provides a summary of the typical traffic generation rates (both peak hour and daily) for a
variety of dwelling types.
Table 2 Typical Residential Traffic Generation Rates
Dwelling Type Peak Hour Daily
Detached low density 0.8 – 1.0 vph 8 – 10 vpd
Larger medium density
townhouses and apartments 0.5 – 0.7 vph 5 – 7 vpd
Smaller medium density
townhouses and apartments 0.25 – 0.5 vph 2.5 – 5 vpd
High density apartments (with
parking) 0.1 – 0.3 vph 1 – 3 vpd
Considering the nature of the potential developments, the following traffic generation rates have
been adopted.
Table 3 Adopted Traffic Generation Rates
Component Peak Hour Daily
1 Bedroom Dwelling 0.4 vph 4 vpd
2 Bedroom Dwelling 0.5 vph 5 vpd
3 Bedroom Dwelling 0.6 vph 6 vpd
Based on the above rates, the total traffic generation of each potential development scheme is
shown in
Table 4 Development Scenarios Traffic Generation
Scenario Peak Hour Daily
Low 54 vph 527 vpd
Medium 66 vph 653 vpd
High 82 vph 823 vpd
Yarra Valley Water Tank Site Transport Impact Assessment 15275TIA002C-F 29 September 2015
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Traffic Distribution
Considering the location of the site in relation to the arterial road network, public transport facilities,
schools, recreation and retail and employment precincts, the directional distribution shown in has
been adopted.
Table 5 Adopted Directional Traffic Distribution
Origin/Destination Percentage
Upper Heidelberg Road – North 15%
Upper Heidelberg Road – South 35%
Burgundy Street – East 25%
Bell Street – West 25%
Furthermore, based on typically observed rates, the residential traffic distribution shown in Table 6
has been adopted.
Table 6 Residential Traffic Distribution - Apartments
Peak Hour Percentage of Daily Outbound Inbound
AM Peak 10% 80% 20%
PM Peak 10% 40% 60%
Generated Traffic Volumes
Based on the above, the following traffic volumes are expected to be generated by the proposed
development at the site access intersection onto Upper Heidelberg Road, and at the Upper
Heidelberg Road/Bell Street/Burgundy Street intersection, for each development scenario. Note
that it is assumed that all exiting traffic with a destination to the south on Upper Heidelberg Road
will undertake a U-turn movement at the adjacent median break.
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Figure 8 Generated Traffic Volumes – Low Scenario
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Figure 9 Generated Traffic Volumes – Medium Scenario
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Figure 10 Generated Traffic Volumes – High Scenario
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Traffic Impact
It is shown in the traffic volumes generated by the potential development scenarios are less than
one vehicle per minute for any one movement. Furthermore, at the intersection of Upper
Heidelberg Road and Bell Street/Burgundy Street, all movements are less than 30 vehicle
movement per hour, equivalent to less than one vehicle movement every two minutes, and
generally less than one vehicle movement every signal cycle during the peak periods.
Whilst the surrounding area can experience congestion during peak periods, typically, this occurs
on Bell Street, and on Banksia Street in the vicinity of Lower Heidelberg Road. Upper Heidelberg
Road typically operates with some spare capacity, even during peak periods.
Subject to detailed analysis, it is anticipated that the traffic volumes generated by the potential
development on the site could be readily accommodated by the surrounding road network.
Please do not hesitate to contact Ross Hill (0410 526 917, or [email protected]) should
you wish to discuss the above.
Yours sincerely
Ross Hill
Director - Senior Engineer
onemilegrid
m: 0410 526 917
d: (03) 9982 9725