PROPOSED MIXED USE DEVELOPMENT - Planning
Transcript of PROPOSED MIXED USE DEVELOPMENT - Planning
PROPOSED MIXED USE DEVELOPMENT 264-270 NORMANBY ROAD, SOUTH MELBOURNE
TRAFFIC IMPACT ASSESSMENT REPORT
Prepared By
J. Bradley Amended By
P. Chan TTM Consulting (Vic) Pty. Ltd.
Suite 9, 70-80 Wellington Street, Collingwood Vic 3066
(03) 9419 0911 [email protected]
Prepared For Hayball
Suite 4, 135 Sturt Street, Southbank Vic 3006
12 June 2015 Amended 4 July 2019
Amended 14 November 2019
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1. INTRODUCTION AND SCOPE TTM Consulting (Vic) Pty Ltd has been requested by the Applicant to provide a traffic impact assessment for a proposed mixed use development at 264-270 Normanby Road, South Melbourne. This report describes the expected traffic impacts of the proposal, including the likely effects on car parking availability and use, and concludes that there are no traffic or parking grounds which should warrant refusal of the sought planning application.
2. EXISTING CONDITIONS 2.1 The Overall Site
The subject site is located on the north-western side of Normanby Road and accommodates an area of approximately 7,695 square metres. It has approximately 150 metres frontage to Normanby Road and Munro Street along its south-eastern and north-western boundary respectively, and approximately 50 metres frontage to Montague Street along its north-eastern boundary.
The following figure shows the location of the overall site and the surrounding street network.
SITE LOCALITY PLAN
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The site currently accommodates a mixture of commercial and retail premises and is located within the Capital City Zone – Schedule 1 (CCZ1) of the Port Phillip Planning Scheme. The Parking Overlay – Precinct 1 (PO1) of the Port Phillip Planning Scheme also applies to the site.
PLANNING ZONE
2.2 The Street Network
Normanby Road accommodates an approximately 17.5 metres wide two-way dual carriageway. The carriageway at the intersection with Montague Street on the south-east boundary of the site turns into an 18.5 metres wide two way dual lane carriageway with the addition of single left and right turn lanes for traffic heading towards the intersection. Kerbside parallel parking is permitted along sections of both sides of the carriageway. The following photographs show the typical configuration of Normanby Road along the frontage of the subject site.
LOOKING EAST LOOKING WEST
NORMANBY ROAD CONFIGURATION
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Munro Street accommodates an approximately 13 metres wide two-way carriageway. Kerbside parallel parking is permitted along both sides of the carriageway. The following photographs show the typical configuration of Munro Street along the frontage of the site.
LOOKING EAST LOOKING WEST MUNRO STREET CONFIGURATION
Montague Street accommodates an approximately 20 metres wide two-way carriageway, which at the frontage to the site supports 3 lanes in each direction. Kerbside parking is not permitted along the carriageway. The following photographs show the typical configuration of Montague Street along the frontage of the site.
LOOKING NORTH LOOKING SOUTH
MONTAGUE STREET CONFIGURATION 2.3 Site Access
Three crossovers currently exist along the Normanby Road frontage, and 9 along the Munro Street frontage, giving access to the entire site. The following photograph shows the location of the 12 existing crossovers and their permitted turning movements.
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EXISTING CROSSOVERS PERMITTED TURNING MOVEMENTS
Some of the crossovers indicated are shared amongst several properties. The following table provides a summary of the properties that have shared access rights.
Access No. Property Address
1 and 10 272 Normanby Road
264-270 Normanby Road
11 and 12
256-260 Normanby Road
248-254 Normanby Road
238-246 Normanby Road
2.4 Nearby Facilities and Public Transport Services
The following facilities and public transport services are located within close proximity of the site:
Metro Trams #109 stops at Montague Street between Woodgate Street and Gladstone Lane, approximately 135 metres south-east of the site. The route runs between Box Hill and Port Melbourne.
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Metro Trams #96 stops at the intersection of City Road and Whiteman Street approximately 560 metres east of the site. This route runs between East Brunswick and St Kilda Beach.
Metro Bus #235 stops on Normanby Road along the south-eastern boundary of the site. This route runs between the CBD and Fishermans Bend via Williamstown Road.
Metro Bus #234 stops on City Road at the intersection with Montague Street approximately 530 metres south-east of the site. This route runs between Garden City and the CBD (Queen Victoria Market).
Metro Bus #236 stops on Dorcas Street at the intersection with Iffla Street approximately 750 metres south of the site. This route runs between Garden City and Queen Victoria Market via the CBD.
Metro Bus #237 stops Lorimer Street approximately 790 metres north-west of the site. This route runs from the CBD to Fishermans Bend via Lorimer Street.
Galilee Catholic Primary School is located approximately 975 metres south-east of the site.
Woolworths and ALDI South Melbourne are located approximately 800 metres east of the site.
Port Melbourne Health is located approximately 515 metres south of the site, and South Melbourne Family Practise is located approximately 800 metres east of the site.
The following image shows the location of nearby public transport facilities.
NEARBY PUBLIC TRANSPORT
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3. THE SUBJECT SITE (SITE 1)
The subject site, 264-270 Normanby Road, South Melbourne, located at the south-west end of the overall site, has approximately 40 metres frontages to both Normanby Road and Munro Street. Two existing crossovers from Munro Street currently allow access to the site, in addition to access from the lane located on the south-west boundary. The site is currently used as offices for a media group. The following images show the location of the subject sites with the overall site.
SITE LOCATIONS
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4. THE PROPOSAL
The Applicant is proposing to construct a mixed use development within Site 1 of the subject site. The following table indicates the proposed inventory of the Site 1.
Use Inventory
Dwellings
- 1 bedroom - 2 bedrooms - 3 bedrooms
158 no.
18 no. 100 no. 40 no.
Retail Premises 882 sqm
Commercial Premises 2,437 sqm
Car Parking 101 no.
Bicycle Parking 188 no.
Motorbike Parking 3 no.
Loading Bay 1 no.
Vehicle access to the site is proposed via the widening of one existing crossover onto Munro Street situated on the north-western site frontage, with the other existing crossover to be removed with kerb and channel reinstated. The applicant is proposing to allocate the on-site parking as shown in the following table.
Users No. of Parking Spaces
Dwellings 69
Retail 6
Commercial 20
Car Sharing 6
TOTAL 101
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5. PLANNING SCHEME PARKING REQUIREMENT AND PROVISION
Clause 45.09, Schedule 1 to the Parking Overlay (PO1) of the Port Phillip Planning Scheme applies to the subject site. The schedule is a car parking limitation policy which outlines maximum permissible car parking measures for new developments in the area. Therefore, the maximum car parking provision permissible for the development is as follows.
Planning Scheme Use
Maximum Car
Parking Rate Floor Area / No.
Maximum On-Site Parking Provision
Dwelling (1-2 bedroom)
1 per 2 dwellings 118 no. 59
Dwelling (3+ bedroom)
1 per dwelling 40 no. 40
Retail/Office 1 per 100 sqm gross FLA 3,319 sqm 33
Total 132 no.
The development plan indicates provision of 101 parking spaces which is less than the maximum permissible in the car parking limitation policy. Therefore the parking provision satisfies the requirements of the Planning Scheme.
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6. TRAFFIC GENERATION AND IMPACTS 6.1 Case Study - Trip Generation Rates of Inner-City Developments
Developments located in inner city locations typically generate vehicle movements at a lower rate than those located in suburban areas. This is due to the proximity of trip attractions to the site and the convenience of public transport. Bank Apartments is located on the corner of City Road and Clarke Street, Southbank. The complex comprises 360 dwellings, 800 square metres of retail floor space and provides 251 on-site parking spaces. TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the site access of Bank Apartments on Thursday 3rd May, 2012, from 7:40am to 9:40am to determine the trip generation rates of an inner-city apartment complex. Over the two-hour period, 50 vehicle movements were observed. The peak hour of vehicle activity occurred from 8:00am to 9:00am, whereby 35 vehicle movements were observed in the following directions.
AM PEAK HOUR TRIP GENERATION
BANK APARTMENTS High density residential apartments have a high variability in number of parking spaces provided per dwelling. The number of parking spaces is typically a better indicator of traffic generation than the number of dwellings. As a result inner city parking spaces are estimated to generate peak hour vehicle movements at a rate of around 0.14 trips per parking space.
6.2 Comparison to RTA Trip Generation Rates The RTA Guide to Traffic Generating Developments (2013 amendment) includes traffic generation rates for high density apartments based the number of parking spaces. The surveyed apartments were close to public transport and greater than 6 storeys tall, which is considered an appropriate comparison for this development.
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The RTA traffic generation rates are thus:
0.15 movements per space during AM peak
0.12 movements per space during PM peak
1.34 movements per space daily This results in traffic volumes similar to those based on the survey of Bank Apartments.
6.3 Application of Survey Data to Subject Proposal
Given that the location of the subject site is in close proximity to the Bank Apartments, its nearby public transport system and closely located trip attractions, it is likely that the subject proposal would generate traffic at a similar rate. Based on the surveyed trip generation rate of 0.14 vehicle movements per parking space, the proposed 101 parking spaces can be expected to generate in the order of 14 vehicle movements during each of the peak periods. Residential peak hour vehicle movements are commonly split in the peak direction as follows:
AM Peak Hour
Inbound 20% 3 vehicle movement
Outbound 80% 11 vehicle movements
PM Peak Hour
Inbound 60% 8 vehicle movements
Outbound 40% 6 vehicle movements
These volumes are minor and it can be assumed the additional traffic will have minimal impact on existing traffic conditions proximate to the site.
6.4 Current Generation Rates
TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the existing site, 264-270 Normanby Road, South Melbourne, on Wednesday 3rd June, 2015 from 7:00am to 10:00am in the morning and 3:30pm to 6:30pm in the evening, to determine the current trip generation rates of the site at the moment. Over the 2 three-hour periods, 16 vehicle movements were observed in the morning and 6 in the evening. The peak hour of vehicle activity occurred from 9:00am and 10:00am, where 9 vehicle movements were observed in the following directions.
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CURRENT PEAK HOUR TRIP GENERATION
SITE 1 Comparing this with the estimated expected vehicle movements, shows only a slight increase from 9 movements to 14 movements during the peak period for the proposed development.
7 PARKING AND ACCESS AREA DESIGN 7.1 Car Park Layout
The Applicant proposes 101 on-site parking spaces. Each space is generally 4.9 metres long and 2.6 metres wide. Spaces located adjacent to walls are provided with at least 300mm additional width. All spaces are accessed via a 6.4 metres wide driveway. Swept path diagrams have been prepared for vehicles circulating the accessways and accessing key parking spaces. A copy of the swept path diagrams are attached in Appendix A.
Blind aisles are not provided with turnaround bays because all on-site parking will be allocated to residents, staff, and car sharing services. Drivers will typically know the location of their parking spaces and are not expected to require a turnaround bay.
TTM recommends that convex mirrors be provided at changes of direction to provide additional safety for two-way movements.
7.2 Ramp Design
The accessway from the frontage is graded upwards at 1:12 for the first 6.2 metres, and 1:8 for the following 4.24 metres. All ramps are graded at no more than 1:4 (25%) with grade changes no more than 1:8 (12.5%). These gradients comply with the Design Standards of Clause 52.06-9. Vertical height clearances over the proposed accessway and ramps are no less than 2.2 metres. Given the proposed floor levels, this can be incorporated into the design.
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7.3 Car Stacker System
TTM recommends the Klaus Multiparking Multibase 2072i-195 provided in combinations of single platform and double platform models, with the following details.
A single platform (2 car spaces) and a double platform (4 car spaces) can be accommodated in a width of 7.9 metres as provided for sets of 3 bays. The stackers will have drivable platforms with the following widths:
o Single platform: 2.5 metres drivable width.
o Double platform: 4.8 metres drivable width.
A double platform (4 car spaces) can provide a platform width of 4.9 metres within a width of 5.2 metres as provided for sets of 2 bays.
The system accommodates car heights up to 1.8 metres on the lower platform and 1.5 metres on the upper platform, which satisfies the Clause 52.06-9 Design Standards for Mechanical Parking. It requires a floor to ceiling clearance of 3.5 metres and a pit depth of 2.0 metres.
Each stacker can accommodate a platform length of 5.4 metres. A copy of the technical specification is attached in Appendix B.
7.4 Site Access Vehicular access to and from the site is proposed from Munro Street via an existing crossover which is located along the north-west boundary. The existing crossover will be widened to 6.1 metres.
Any redundant crossovers will be removed with kerb and channel and footpath reinstated.
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7.5 Response to Design Requirements of Clause 52.06-9 Clause 52.06-9 from Planning Scheme outlines the design criteria for car parking. The following table provides a response to each of the items raised.
Clause 52.06-9 design criteria TTM Response
Design Standard 1 - Accessways
Be at least 3 metres wide. Satisfied.
Have an internal radius of at least 4 metres at changes of direction or intersection or be at least 4.2 metres wide.
Satisfied.
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.
Not applicable as it is not a public car park.
Provide at least 2.1 metres headroom beneath overhead obstructions, calculated for a vehicle with a wheel base of 2.8 metres.
Satisfied.
If the accessway serves 4 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.
Satisfied.
Provide a passing area at the entrance at least 6.1 metres wide and 7 metres long if the accessway serves 10 or more car parking spaces and is either more than 50 metres long or connects to a road in a Road Zone.
Satisfied.
Have a corner splay or area at least 50 percent 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 1 lane is provided, or adjacent landscaped areas, provided the landscaping in those areas is less than 900mm in height.
To the left of the exit lane the proposed retail wall will be constructed of transparent material within 2.5 metres of the frontage and 2 metres of the accessway to comply with this criterion.
To the right of the exit lane is the entry lane which is free of visual obstructions.
If an accessway to 4 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.
Not applicable.
Design Standard 2 – Car parking spaces
Dimensions of car parking spaces and accessways – Table 2.
Satisfied.
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Clause 52.06-9 design criteria TTM Response
A wall, fence, column, tree, tree guard or any other structure that abuts a car space must not encroach into the area marked ‘clearance required’ on Diagram 1, other than:
A column, tree or tree guard, which may project into a space if it is within the area marked ‘tree or column permitted’ on Diagram 1.
A structure, which may project into the space if it is at least 2.1 metres above the space.
Diagram 1 Clearance to car parking spaces
Satisfied.
Car spaces in garages or carports must be at least 6 metres long and 3.5 metres wide for a single space and 5.5 metres wide for a double space measured inside the garage or carport.
Not applicable.
Where parking spaces are provided in tandem (one space behind the other) an additional 500 mm in length must be provided between each space.
Not applicable.
Where two or more car parking spaces are provided for a dwelling, at least one space must be under cover.
Satisfied.
Disabled car parking spaces must be designed in accordance with Australian Standard AS2890.6-2009 (disabled) and the Building Code of Australia. Disabled car parking spaces may encroach into an accessway width specified in Table 2 by 500mm.
Satisfied.
Design Standard 3: Gradients
Accessway grades must not be steeper than 1:10 (10 per cent) within 5 metres of the frontage to ensure safety for pedestrians and vehicles. The design must have regard to the wheelbase of the vehicle being designed for; pedestrian and vehicular traffic volumes; the nature of the car park; and the slope and configuration of the vehicle crossover at the site frontage. This does not apply to accessways serving three dwellings or less.
Satisfied.
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Clause 52.06-9 design criteria TTM Response
Ramps (except within 5 metres of the frontage) must have the maximum grades as outlined in Table 3 and be designed for vehicles travelling in a forward direction.
Table 3: Ramp gradients
Type of car park Length of ramp
Maximum grade
Public car parks
20 metres or less 1:5 (20%)
longer than 20m 1:6 (16.7%)
Private or residential car parks
20 metres or less 1:4 (25%)
longer than 20m 1:5 (20%)
Satisfied.
Where the difference in grade between two sections of ramp or floor is greater than 1:8 (12.5 per cent) for a summit grade change, or greater than 1:6.7 (15 per cent) for a sag grade change, the ramp must include a transition section of at least 2 metres to prevent vehicles scraping or bottoming.
Plans must include an assessment of grade changes of greater than 1:5.6 (18 per cent) or less than 3 metres apart for clearances, to the satisfaction of the responsible authority.
Satisfied.
Design Standard 4: Mechanical Parking
At least 25 per cent of the mechanical car parking spaces can accommodate a vehicle clearance height of at least 1.8 metres.
Satisfied.
Car parking spaces that require the operation of the system are not allocated to visitors unless used in a valet parking situation.
Satisfied.
The proposed site access satisfies all sections of the design criteria under Clause 52.06-9 of the Planning Scheme.
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8. PROVISIONS FOR LOADING
Each of the proposed commercial premises proposed for the site are relatively small and it is envisaged that most deliveries will be made by light commercial vehicles. The loading bay is 3.6 metres wide and 8.0 metres long, and has a height clearance of 4.0 metres.
Appendix A includes swept path diagrams for the loading facility using AutoTrack v18. The diagrams confirm that adequate manoeuvring space is provided for a 6.4 metres Small Rigid Vehicle from AS2890.2:2002 to access the loading area. The loading facility will also be used for refuse collection. The diagrams also confirm that adequate manoeuvring space is provided for a ‘waste-wise-mini’ rear loader. The dimensions of the design vehicles are included at the bottom of the diagrams attached in Appendix A.
9. BICYCLE FACILITIES
Table 2 of Schedule 1 to Clause 37.04 outlines the bicycle parking requirement for residential dwellings. Bicycle parking requirements for other uses are taken from Table 1 of Section 52.34. These requirements are summarised for the subject proposal in the following table.
Use User Planning Scheme Requirement Area/No. Bicycle spaces
Dwelling Residents 1 per dwelling 158 no. 158
Visitors 1 per 10 dwellings 158 no. 16
Retail Staff 1 per 300 sqm leasable floor area 882 sqm 3
Customer 1 per 500 sqm leasable floor area 882 sqm 2
Office
Staff 1 per 300 sqm leasable floor area if the net FLA exceeds 1000 sqm
2,437 sqm 8
Visitor 1 per 1000 sqm leasable floor area
if the net FLA exceeds 1000 sqm 2,437 sqm 2
Total 189
The development plans indicate 188 on-site bicycle spaces. TTM recommends that 1 bicycle hoop with capacity for 2 bicycles are provided on-site. Thus, the total bicycle parking provision should be 190 bicycles, which exceeds the Planning Scheme requirement.
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10. FISHERMANS BEND STRATEGIC FRAMEWORK The site falls within the Fishermans Bend – Strategic Framework precinct. The following table provides a summary of the proposed development against the relevant transport related objectives set out in the Fisherman Bend Strategic Framework.
Objective Design Response
Objective 1.3 - Make Fishermans Bend an exceptional place to cycle.
1.3.7 - Encourage high quality end-of-trip facilities in new developments.
Access is provided on ground floor. Lifts provide access from ground floor to the basement where bicycle storage is provided for residents, staff, and visitors.
The Applicant is proposing 10 lockers and 2 showers adjacent to the bicycle storage area, which is considered appropriate.
1.3.8 - Ensure developments provide a minimum of one bicycle space for each dwelling and one space per 10 dwellings for visitors.
1.3.9 - Provide one bicycle space per 50m2 for workers and one space per 1000m2 for visitors in non-residential areas.
This standard requires up to 243 on-site bicycle spaces, while the Planning Scheme requires 189 spaces.
TTM recommends that bicycle parking be provided to satisfy the Planning Scheme rate which is considered appropriate.
Objective 1.4 - Create a street network that encourages walking and cycling while still facilitating vehicle access.
1.4.3 - Ensure properties on streets in activity cores, dedicated public transport routes and strategic cycling corridors are accessed from streets and laneways off this core network to priorities safety and movement flow.
1.4.4 - Provide rear access to properties on streets in activity cores, dedicated public transport routes and strategic cycling corridors to prioritise safety and movement flow.
Both street frontages would be considered primary streets in this context, thus the proposal has its primary vehicle access from Munro Street.
Objective 1.6 – Support long-term sustainable transport patterns.
1.6.1 - Reflecting the popularity and availability of sustainable transport alternatives, less car parking will be required. Private car parking in new developments is required to comply with the following ratios: 0.5 cars per one and two bedroom dwelling, 1 car per three bedroom dwelling and 1 car per 100m2 for employment uses.
Reflecting the popularity and availability of sustainable transport alternatives, less car parking has been provided than the ratios specified. This is in accordance with Clause 45.09 Schedule 1 to the Parking Overlay (PO1).
1.6.2 - Design car parks to allow for future conversion to alternative uses and subdivided as common property (not individually titled) to be managed by the owner’s corporation and leased to property owners.
Parking will be located in a common car park to be managed by the owner’s corporation.
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Objective Design Response
1.6.3 - Support the off-site delivery of precinct car parking stations to provide dedicated car parking in the short term.
Not applicable.
1.6.4 - Encourage new development to incorporate green travel plans to support resident and worker use of alternative transport modes.
Green travel plan recommended.
1.6.5 - Locate car share spaces within new developments.
The proposal includes 6 spaces to be allocated to car share spaces.
Objective 1.7 – Support low-impact methods of delivering last-kilometre-freight and waste removal .
1.7.1 - Require buildings to be designed to ensure their deliveries, servicing and waste management are managed on-site.
Satisfied.
1.7.2 - Prioritise freight delivery and supply chain
solutions to reduce the number of trucks accessing
the area .
Not applicable.
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11. RESPONSE TO COUNCIL COMMENTS
Council has provided internal referral comments for the proposal. The following table provides TTM’s response to each comment.
COUNCIL COMMENT TTM RESPONSE
Parking Layout and Access Arrangements:
Plans show 6.4m wide crossover via Munro Street will require an intermediate pedestrian refuge as per Clause 45.09. Suggest reducing width of the crossover. (It is noted TTM’s report suggest the crossover to be 5.5m wide.)
Amended layout includes 6.1 metres wide crossover.
The Fishermans Bend Framework proposes a new lane along the west side. If the new lane is accessible for vehicles we suggest revising the accessway to the new lane as per Clause 45.09 (and Clause 21.03).
The laneway along the western side of the site is accessible for pedestrians only.
Full pedestrian sight triangles have not been provided in accordance with Clause 52.06. Although the building is slightly setback from the property line they should provide a splay to satisfy Clause 52.06
The retail wall within the triangle 2.5 metres setback from the frontage and 2.0 metres west of the accessway will transparent to provide compliant sight triangle to the left of the exit lane. To the right of the exit lane is the entry lane which provides compliant visibility.
Swept path assessment needs to show two vehicles (B85 and B99 vehicles) can manoeuvre/simultaneously pass each other at the following locations:
at the ramp when accessing/exiting the Basement Level near Ground Level
using the ramp between Ground and Upper Ground Levels
We have concerns of potential vehicle conflicts at Ground Level when vehicles are exiting the Basement Level and vehicles entering the site. The proposal may cause vehicles to queue and obstruct the footpath when giving way to vehicles exiting the basement level. Also, the layout has not indicated how these vehicles will know when and where to wait to give way.
TTM’s swept path assessment at this location does not match for entry/egress movements.
Swept path diagrams attached in Appendix A for vehicles passing at critical locations.
The ramps throughout the car park are a minimum 5.5 metres wide, which are satisfactory for two way vehicle movements about the site. It is noted that that accessway and parking aisle configurations proposed are similar to many shopping centre car parks which generate much larger volumes of traffic.
A combination of line marking, signage, and mirrors will be used at the ground level to identify which movement has priority. Mirrors will also provide a view of trucks accessing the loading area which will generate short delays for other vehicles whilst the truck accesses the loading dock. These may be provided by way of a permit condition.
It is noted that the corner of the ramp from ground to first floor is adjacent to an unused area. The ramp has been be widened to utilise this area. Swept path diagrams (Appendix A, Sheet 2) demonstrate how vehicle circulation will be improved by incorporating this area.
Plans need to show the headroom clearance within ramps and all parking area.
Included in amended plans.
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TTM’s report states the site will provide two disabled spaces with a shared area, but these are not shown on the plans. Plans needs to be updated per AS 2890.1.
One disabled space included in amended plans.
Plans should clearly identify which parking spaces are allocated for residents / visitors / staff.
Included in amended plans.
Ramp
Plans need to show length, width and kerbs of all ramps, inc. at building frontage. Accessway grade must not be steeper than 1:10 (10 per cent) within 5.0 of the frontage to ensure safety for pedestrians and vehicles.
Included in amended plans.
Plan shows ramp between Ground and Upper Ground will encroach into the retail area. Needs clarification. Proposed access to lifts and two storage areas and bike racks from this ramp would be difficult.
Concerns removed in amended plans.
Suggest an internal splay be provided on the left-hand side of the ramp for vehicles egressing Basement Level to improve turning movements and oncoming vehicles inter-visibility (refer above comments about vehicle movements).
Visibility will be provided by way of convex mirrors at the intersection which may be included as a permit conditions.
Swept path diagrams attached in Appendix A show that a vehicle can turn from the site entry and travel down the basement ramp while another vehicle is waiting to exit the basement ramp. Line-marking will be provided to indicate where the vehicle egressing the basement must give way. This may be provided by way of a permit condition.
Plans need to confirm ramp grades between Upper Ground and Level 1.
Included in amended plans.
Loading Provision / Waste Collection Area
Columns and ramps do not provide convenient or safe access to loading area.
Swept path assessment indicate SRV size vehicles are required to reverse into the site from Munro Street. This is not supported. All vehicle movements must enter/exit the site in a forward direction.
All loading should be accommodated on site. The loading area is not conveniently located for residents or commercial premises to access.
Amended plans include amended loading area design which enables the SRV to enter and exit the site in a forwards direction.
Basement Parking
Need details of proposed Mechanical Stackers (Klaus Multiparking Multibase 2072i-195), including who can use spaces. Future occupiers would need training
Stackers in the basement level will be used by staff of the retail/commercial premises. Staff will receive training before being granted access to stacker spaces.
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Need confirmation stacker spaces can provide platform 2.6m (w) x 5.4m (l) and structural components of the mechanical stackers’ system have been considered. Stacker’s specification sheet shows only a 5.2m (l) platform.
Swept path assessment for vehicle entering/exiting the mechanical stacker does not show the correct 2.6m wide platform proposed in the Report.
The stacker specification sheet attached in Appendix B indicates that it can provide up to 5.4 metres platform length.
The stackers are provided in combinations of single width and double width bays. The single width bays have a usable platform 2.5 metres wide, and the double width bays have a usable platform 4.8 metres wide.
Swept path diagrams attached in Appendix A confirm that the ‘B85’ design vehicle can access the critical stacker space at the end of the aisle. The swept path diagrams also show the location of the car stacker structure.
Report advice system can accommodate car heights of 1.8m is acceptable and complies with Clause 52.06. However, need a cross section of stackers along the southern boundary and the two stackers near the northern boundary.
Current head height clearance on the development plan confirms that each stacker system can provide spaces for 1.8 metre high vehicles on the lower platform and 1.5 metre high vehicles on the upper platform.
Near the southern boundary of the basement level the site has located a Fire Tank. The mechanical stackers may impact accessibility to this area.
The stackers are set back greater than 1 metre
from the wall which provides sufficient width
for pedestrians to walk to the fire tank.
Plans need to clearly show all carpark spaces adjacent to walls/columns/storage area have an additional 300mm clearance as per Clause 52.06.
For the current proposal at least 300mm clearance to the side of parking spaces adjacent to a wall is shown on the application plans.
Column sizes and locations comply with the clearance envelope from Clause 52.06-9 Design Standards.
Upper Ground and Level 1 to 3 Parking
Swept path assessment for spaces on L3 indicate entry/exit feasible, however, exiting vehicles need to reverse approx. 15m which is inconvenient.
Spaces will be allocated to residents who will be familiar with the access arrangement. For long-term residential parking, reversing approximately 15 metres from car parking is common and is considered appropriate.
Need assessment of the L3 spaces directly adjacent to the Lift.
Refer to swept path diagrams attached in Appendix A.
Need explanation how storage and bike facilities will not impact parking spaces.
TTM recommends the ‘Mona Lisa’ bicycle storage model which will be placed to allow 1.2 metres clearance for the bonnet/boot of the vehicle.
Aside from bicycle storage, no other storage facilities are provided over-bonnet.
Proposed Mixed Use Development 264-270 Normanby Road, South Melbourne Ref: 10426R8323B.DOC Page 22
Traffic Impact Assessment
Although not strictly applicable in Victoria, (NSW) RTA Guide to Traffic Generating Developments 2002 provides typical traffic generation rates for different land uses: High density residential = 0.24 peak hr vehicle trips / dwelling.
P. 9 of the TTM’s report cites an empirical rate of 0.14 peak hour trips / car space as surveyed at the Bank Apartments in May 2012. The empirical rate is comparatively lower than the RTA rate and the difference may be due the new building not being fully occupied at the time of survey. Using Nearmap, we believe the Bank Apartments completed construction late 2011.
High density residential apartments have a high variability in number of parking spaces provided per dwelling, therefore a generation rate based upon the number of parking spaces is typically a better indicator of traffic generation than the number of dwellings.
The RTA Guide to Traffic Generating Developments was amended in 2013 to include traffic generation rates for high density apartments based the number of parking spaces. The surveyed apartments were close to public transport and greater than 6 storeys tall, which is considered an appropriate comparison for this development.
The RTA traffic generation rates are thus:
0.15 movements per space during AM peak
0.12 movements per space during PM peak
1.34 movements per space daily
This results in traffic volumes similar to those contained in the TTM report.
Report does not distinguish expected movements between residents and retail / commercial premises.
No information provided on forecast turning movements. We note, given the existing No-Right-Turn from Munro St into Montague St, and Johnson St to be closed as part of FB Framework, an increase in traffic is expected at either Munro/Boundary and Boundary/Normanby (or the next intersections).
TTM’s assessment is based on current street configuration and makes no assessment of, or reference to future streetscape.
There has been no cumulative traffic assessment for future developments in this area that will impact Normanby Road or nearby streets
TTM Consulting has previously prepared a very
extensive report addressing traffic impacts
proximate to the site. A copy of this report is
attached in Appendix C.
The traffic generation presented in that report
for this site is almost identical.
Based upon the fact that there have been changes to the road network since the original report was completed and peak period traffic volumes will be similar, the additional traffic generated by this proposal will have no additional impact on the existing traffic conditions proximate to the site.
Munro Street
Currently there is no footpath along Munro Street. Suggest this be provided
Included in amended plans.
Bike Facilities
The Applicant has referred to Clause 37.04 for residents/visitors and Clause 52.34 for retail/commercial premises to identify the bicycle parking rates. A total of 188 bicycle spaces should be provided on site.
The development plans include a provision of 188 bicycle spaces on-site. TTM recommends an additional bicycle hoop with capacity for 2 bicycles be provided on-site.
The proposed bicycle storage is distributed as
Proposed Mixed Use Development 264-270 Normanby Road, South Melbourne Ref: 10426R8323B.DOC Page 23
The Applicant has proposed to provide 186 bicycle facilities on-site. The Applicant has not clearly identified how they will propose to allocate the bike racks to residents/visitors and retail/commercials.
follows:
66 spaces are located on a bike rack above residential parking spaces (however these are useable by the owner of the parking space only),
103 vertically mounted resident spaces in the basement,
11 commercial spaces in the basement with 2 end of trip facilities.
16 visitor spaces in the basement.
Plans indicate 117 bicycle facilities are located within the Basement Level and all other racks are above carpark spaces on the Upper Ground and Level 1 to 3. We do not believe these bicycle facilities on Upper Ground and Level 1 to 3 are easily accessible or convenient to use.
Resident visitors are likely to prefer to store their bicycles in a secure location such as the basement bicycle storage facilities. Residents can provide visitors access. Bicycle storage in the basement is approximately 10 metres from the lifts which provide access from ground floor.
The most appropriate location for customer bike spaces for the commercial uses would be in a visible location along the street frontages of the site.
Similarly, the over bonnet bike racks located in retail/commercial car park spaces will not be convenient to use/shared.
Spaces with over-bonnet bike racks are allocated to residents only and will be for the use only of the resident who owns the parking space. Therefore the use of over-bonnet bicycle racks is considered appropriate.
Bike facilities located within the Basement Level will obstruct pedestrian access to the Lift. Also, can the Applicant confirm they can provide at least 1.5m walkway between the bike facilities?
The plans show appropriate circulation space for the storage and manoeuvring of bikes in and out of the storage facility.
The Applicant should consider Clause 52.34 and locate bike racks to be ridden within 30m and convenient to access the main building entrances and identify the acceptable number of Showers and Change Rooms.
There is provision for end of trip facilities in the basement car park which is in an appropriate and secure location.
All the bicycle facilities are easily accessible either by the internal vehicle ramps or the passenger lifts.
The make and model of bicycle storage facilities has not been indicated. Can the applicant specify the make and model of these bicycle facilities?
Mona Lisa racks are proposed for those spaces contained within car parking spaces.
Attached in Appendix D is a range of bike rack options that could be incorporated into the site design.
TTM suggested to locate bike racks along Munro Street. This is not supported. All bike racks must be provided on-site.
Included in amended plans.
Proposed Mixed Use Development 264-270 Normanby Road, South Melbourne Ref: 10426R8323B.DOC Page 24
12. SUMMARY AND CONCLUSIONS
The Applicant is proposing to construct a residential development at 264-270 Normanby Road, which is summarised in a traffic and parking context as follows:
The development plan indicates an on-site parking provision of 101 spaces, which satisfies the provisions of Schedule 1 of the Parking Overlay limitation policy from the City of Port Phillip Planning Scheme.
Traffic generated by the site will have minimal impact on existing proximate traffic conditions.
The site access, parking and circulation arrangements have been designed appropriately for vehicular movements throughout the development.
The on-site bicycle parking provision is considered appropriate for this form of development.
There are no traffic or parking grounds which should warrant refusal of the sought Planning Permit.
TTM Consulting (Vic) Pty. Ltd.
Peter Chan
APPENDIX A Swept Path Diagrams
TIT
LE
E
AS
EM
EN
T
RAMP1:4
RAMP1:8
WATERSUPPLY
4900 6400
71 m²
MBMB
6100
2000
DOUB
LEST
ACKE
RCA
RPAR
K
DOUB
LEST
ACKE
RCA
RPAR
K
RETA
ILCA
RPAR
KRE
TAIL
CARP
ARK
MB
300
1500
1500
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
VISITOR BIKE SPACECOMMERCIAL BIKE SPACE
DASH
LINE
INDI
CATE
LEVE
L ABO
VE5270
HEAD
HROO
M CL
EARN
ACE
2.2 m
UNDE
RNEA
TH T
HE R
AMP
RAMP
1:20
AHD -1.06 m
4800
AHD -1.06 mN E
W
L A
N E
W A
Y
LINE
OF T
OWER
ABO
VE
3200
TIT
LE
E
AS
EM
EN
T
RAMP1:4
RAMP1:8
WATERSUPPLY
4900 6400
71 m²
MBMB
6100
2000
DOUB
LEST
ACKE
RCA
RPAR
K
DOUB
LEST
ACKE
RCA
RPAR
K
RETA
ILCA
RPAR
KRE
TAIL
CARP
ARK
MB
300
1500
1500
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
VISITOR BIKE SPACECOMMERCIAL BIKE SPACE
DASH
LINE
INDI
CATE
LEVE
L ABO
VE
5270
HEAD
HROO
M CL
EARN
ACE
2.2 m
UNDE
RNEA
TH T
HE R
AMP
RAMP
1:20
AHD -1.06 m
4800
AHD -1.06 mN E
W
L A
N E
W A
Y
LINE
OF T
OWER
ABO
VE
3200
1
PROPOSED DEVELOPMENT
264-270 NORMANBY ROAD
SOUTH MELBOURNE
SWEPT PATH DIAGRAMS
Sheet No :
Scale
10
1:200 @ A4
2 3 4
Wheel path
Vehicle Overhang
Vehicle Overhang +
300mm Clearance
TTM Consulting (Vic) Pty Ltd
Suite 9, 70 - 80 Wellington Street
Collingwood VIC 3066
P : (03) 9419 0911
W : www.ttmgroup.com.au
B99 ingress into basement passing a B85, and B85 ingress into car stacker
B99 Vehicle (Realistic min radius) (2004)
Overall Length 5.200m
Overall Width 1.940m
Overall Body Height 1.527m
Min Body Ground Clearance 0.120m
Track Width 1.840m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 6.250m
5.2
0.95 3.05
B85 Vehicle (Realistic min radius) (2004)
Overall Length 4.910m
Overall Width 1.870m
Overall Body Height 1.499m
Min Body Ground Clearance 0.120m
Track Width 1.770m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 5.750m
Swept Path Diagram Prepared using AutoTrack v18
4.91
0.92 2.8
Drawing No : 1042601
BCommentsIssue
Original Issue
Appd
A PC 03/05/19
Date Issue :
Amended PlansB PC 23/10/19
B99 egress from basement, and B85 egress from car stacker
159 m²RETAIL
383 m²CAR PARK
RAMP
1:12
RAMP 1:8
LOADING BAY 4mHEAD CLEARANCE
HW BIN
AHD 3.00 m
AHD 2.40 m
RAMP1:8
RAMP1:4
RAMP 1:8
RAMP
RAMP
1:14
FIRE
CONTROL
ROOM
PARCEL
1400
AHD 1.90 m
4240
6200
6100
6400
6100
2000
1390
20008980
30 m²SUBSTATION
6100
600
4390
HEAD
HROO
M CL
EARN
ACE
2.2 m
OVER
THE
RAM
P
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
383 m²CAR PARK
RAMP 1:8
LOADING BAY 4mHEAD CLEARANCE
AHD 3.00 m
HW 56 m²BIN
AHD 3.00 m
AHD 2.40 m
RAMP1:8
RAMP1:4
RAMP 1:8
RAMP
1:4
FIRE
CONTROL
ROOM
PARCEL
AHD 1.90 m
4240
6400
6100
2000
1390
20008980
30 m²SUBSTATION
6100
4390
HEAD
HROO
M CL
EARN
ACE
2.2 m
OVER
THE
RAM
P
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
2
PROPOSED DEVELOPMENT
264-270 NORMANBY ROAD
SOUTH MELBOURNE
SWEPT PATH DIAGRAMS
Sheet No :
Scale
10
1:200 @ A4
2 3 4
Wheel path
Vehicle Overhang
Vehicle Overhang +
300mm Clearance
TTM Consulting (Vic) Pty Ltd
Suite 9, 70 - 80 Wellington Street
Collingwood VIC 3066
P : (03) 9419 0911
W : www.ttmgroup.com.au
B99 ingress towards basement ramp passing a B85
B99 Vehicle (Realistic min radius) (2004)
Overall Length 5.200m
Overall Width 1.940m
Overall Body Height 1.527m
Min Body Ground Clearance 0.120m
Track Width 1.840m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 6.250m
5.2
0.95 3.05
B85 Vehicle (Realistic min radius) (2004)
Overall Length 4.910m
Overall Width 1.870m
Overall Body Height 1.499m
Min Body Ground Clearance 0.120m
Track Width 1.770m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 5.750m
Swept Path Diagram Prepared using AutoTrack v18
4.91
0.92 2.8
Drawing No : 1042601
BCommentsIssue
Original Issue
Appd
A PC 03/05/19
Date Issue :
Amended PlansB PC 23/10/19
B99 ingress to upper ground passing a B85
159 m²RETAIL
383 m²CAR PARK
RAMP
1:12
RAMP 1:8
LOADING BAY 4mHEAD CLEARANCE
HW BIN
AHD 3.00 m
AHD 2.40 m
RAMP1:8
RAMP1:4
RAMP 1:8
RAMP
RAMP
1:14
FIRE
CONTROL
ROOM
PARCEL
1400
AHD 1.90 m
4240
6200
6100
6400
6100
2000
1390
20008980
30 m²SUBSTATION
6100
600
4390
HEAD
HROO
M CL
EARN
ACE
2.2 m
OVER
THE
RAM
P
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
159 m²RETAIL
383 m²CAR PARK
RAMP
1:12
RAMP 1:8
LOADING BAY 4mHEAD CLEARANCE
HW BIN
AHD 3.00 m
AHD 2.40 m
RAMP1:8
RAMP1:4
RAMP 1:8
RAMP
RAMP
1:14
FIRE
CONTROL
ROOM
PARCEL
1400
AHD 1.90 m
4240
6200
6100
6400
6100
2000
1390
20008980
30 m²SUBSTATION
6100
600
4390
HEAD
HROO
M CL
EARN
ACE
2.2 m
OVER
THE
RAM
P
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
3
PROPOSED DEVELOPMENT
264-270 NORMANBY ROAD
SOUTH MELBOURNE
SWEPT PATH DIAGRAMS
Sheet No :
Scale
10
1:200 @ A4
2 3 4
Wheel path
Vehicle Overhang
Vehicle Overhang +
300mm Clearance
TTM Consulting (Vic) Pty Ltd
Suite 9, 70 - 80 Wellington Street
Collingwood VIC 3066
P : (03) 9419 0911
W : www.ttmgroup.com.au
SRV ingress to loading bay
Swept Path Diagram Prepared using AutoTrack v18
Drawing No : 1042601
BCommentsIssue
Original Issue
Appd
A PC 03/05/19
Date Issue :
Amended PlansB PC 23/10/19
SRV - Small Rigid Vehicle
Overall Length 6.400m
Overall Width 2.330m
Overall Body Height 3.602m
Min Body Ground Clearance 0.398m
Track Width 2.330m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 7.100m
6.40
1.05
3.80
SRV egress from loading bay
AHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
TAHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
AHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
AHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
4
PROPOSED DEVELOPMENT
264-270 NORMANBY ROAD
SOUTH MELBOURNE
SWEPT PATH DIAGRAMS
Sheet No :
Scale
10
1:200 @ A4
2 3 4
Wheel path
Vehicle Overhang
Vehicle Overhang +
300mm Clearance
TTM Consulting (Vic) Pty Ltd
Suite 9, 70 - 80 Wellington Street
Collingwood VIC 3066
P : (03) 9419 0911
W : www.ttmgroup.com.au
B85 ingress into parking spaces
Swept Path Diagram Prepared using AutoTrack v18
Drawing No : 1042601
BCommentsIssue
Original Issue
Appd
A PC 03/05/19
Date Issue :
Amended PlansB PC 23/10/19
B85 Vehicle (Realistic min radius) (2004)
Overall Length 4.910m
Overall Width 1.870m
Overall Body Height 1.499m
Min Body Ground Clearance 0.120m
Track Width 1.770m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 5.750m
4.91
0.92 2.8
B85 egress from parking spaces
AHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
TAHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
AHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
AHD 17.40 m
RAMP 1:4
RAMP 1:4
RAMP 1:8
6400
4900
4900
2000
5600
300
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESIDENTIALCARPARK
RESI
DENT
IAL
CARP
ARK
RESI
DENT
IAL
CARP
ARK
900
HEADHROOM CLEARNACE 4.2 mOVER THE RAMP(MIDDLE OF THE RAMP)
PROP
OSED
ADJ
ACEN
T DE
VELO
PMEN
T
5
PROPOSED DEVELOPMENT
264-270 NORMANBY ROAD
SOUTH MELBOURNE
SWEPT PATH DIAGRAMS
Sheet No :
Scale
10
1:200 @ A4
2 3 4
Wheel path
Vehicle Overhang
Vehicle Overhang +
300mm Clearance
TTM Consulting (Vic) Pty Ltd
Suite 9, 70 - 80 Wellington Street
Collingwood VIC 3066
P : (03) 9419 0911
W : www.ttmgroup.com.au
B85 ingress into parking spaces
Swept Path Diagram Prepared using AutoTrack v18
Drawing No : 1042601
BCommentsIssue
Original Issue
Appd
A PC 03/05/19
Date Issue :
Amended PlansB PC 23/10/19
B85 Vehicle (Realistic min radius) (2004)
Overall Length 4.910m
Overall Width 1.870m
Overall Body Height 1.499m
Min Body Ground Clearance 0.120m
Track Width 1.770m
Lock to Lock Time 4.00sec
Curb to Curb Turning Radius 5.750m
4.91
0.92 2.8
B85 egress from parking spaces
APPENDIX B Car Stacker Specifications
45160 Free space
Head
room
acc
ordin
g80
Delim
itatio
n
to lo
cal r
egula
tions
ater drainage1-2%1-2%
W
520 for vehicle up to 5.00 m = 16ʼ4ʼʼ long(540 for vehicle up to 5.20 m 17ʼ long)
50
Grounding
100
50Cu
tting
thro
ugh
Free space
KLAUS Multiparking GmbHHermann-Krum-Straße 2D-88319 AitrachFon +49 (0 ) 7565 508-0Fax +49 (0 ) 7565 [email protected]
All space requirements are minimum finished dimensions.Tolerances for space requirements .Dimensions in cm.EB (single platform) = 2 vehiclesDB (double platform) = 4 vehicles
+30
Mult
iBas
e20
72i |
Code
num
ber 5
87.2
9.63
0-00
2 | V
ersio
n 08
.201
6
2000 kg / 2600 kg
PRODUCT DATA
30160
55
125100500 (520)
45
15° 6° 13°
see
table
Standard passenger cars:Limousine, station wagon, SUV, van according to clearance and maximal surface load.
Clearance profile
width weight wheel load
190 cm max. 2000 kg max. 500 kg
Standard Special190 cm
max. 2600 kg max. 650 kg
Dimensions
Suitable for
Garage without door (basement garage)
In compliance with DIN EN 14010, 10 cm wide yellow-black markings compliant to ISO 3864 must be applied by the customer to the edge of the pit in the entry area to mark the danger zone (see „load plan“ page 4).Slope with drainage channel and sump.At the transition section between pit floor and walls no hollow mouldings/coves are possible. If hollow mouldings/coves are required, the systems must be designed smaller or the pits accordingly wider.For convenient use of your parking space and due to the factthat the cars keep becoming longer we recommend a pit length of 540 cm.Must be at least as high as the greatest car height + 5 cm.
Standard typeSpecial system: maximum load for extra charge(maximum load for EB up to 3000 kg per place for extra charge).To follow the minimum finished dimensions, make sure to consider the tolerances according to VOB, part C (DIN 18330 and 18331) and the DIN 18202.Car width for platform width 230 cm. If wider platforms are used it is also possible to park wider cars.If a higher ceiling height is available higher cars can be parked.For dividing walls: cutting through 10 x 10 cm.Potential equalization from foundation grounding connection to system (provided by the customer).
1 2
3
4
6
78
9 10
11
12
12
3
4
5
67
8
910
11
12
3
4
170
165
320
175
170
330
(325
)
185
180
350
(335
)
190
185
360
(340
)
200
195
380
(350
)
height320
upper150
lower150
car heightheight upper lower
car heightheight upper lower
car heightheight upper lower
car heightheight upper lower
car height
330 155 155 350 165 165(335) 150 165
360 170 170(340) 150 170
380 180 180(350) 150 180(325) 150 155
2072i-165 2072i-170 2072i-180 2072i-185 2072i-195
210
205
400
(360
)
220
215
420
(370
)
225
430
(375
)
220
235
450
(385
)
230
height upper lowercar height
height upper lowercar height
height upper lowercar height
height upper lowercar height
400 190 190(360) 150 190
420 200 200(370) 150 200
430 205 205(375) 150 205
450 215 215(385) 150 215
2072i-205 2072i-215 2072i-220 2072i-230
1
5 5 5 5
5 5 55
Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 2 of 7
For parking boxes on the edges and boxes with intermediate walls we recommend our maximum platform width of 270 cm for single platforms and 540 for double platforms. Problems may occur if smaller platform widths are used (depending on car type, access and individual driving behaviour and capability).For larger limousines and SUV wider driveways are necessary (in particular on the boxes on the sides due to the missing manoeuvring radius).
Width dimensions for garage without door (basement garage)Dividing walls
Columns in pit
Columns outside pit
B1
EB
B1
DB
B1
EB DB
Carriageway inaccordance withlocal regulations
Single Platform (EB) Double Platform (DB) Single and Double Platform (EB + DB) – Example
usable platform width B1 usable platform width B1 usable platform width B1230240250260270
260270280290300
460470480490500
490500510520530
750770790810830
230 + 460240 + 470250 + 480250 + 500270 + 500
510 540520 550530 560540 570
840270 + 510850270 + 520860270 + 530870270 + 540
Single Platform (EB) Double Platform (DB) Single and Double Platform (EB + DB) – Example
B2
EB EB
B3 min. 20
max
.14
0m
ax.
30
B2
DB DB
B3 min. 20
max
.14
0m
ax.
30
EB EB
B2
DB DB
B3 min. 20m
ax.
140
max
.30
Carriageway inaccordance withlocal regulationsusable platform width B2 B3 usable platform width B2 B3usable platform width B2 B3
460470480490
485495505515
475485495505
745765785805
500 525 515 825795815
735755775
230 + 460240 + 470250 + 480250 + 500270 + 500
230240250260
255265275285
245255265275
270 295 285510 535 525 835 825270 + 510520 545 535 845 835270 + 520530 555 545 855 845270 + 530540 565 555 865 855270 + 540
Single Platform (EB) Double Platform (DB) Single and Double Platform (EB + DB) – Example
B4
EB EB
B5 min. 20 B4
DB DB
B5 min. 20 B4
DB DB
B5 min. 20
EB EB
Carriageway inaccordance withlocal regulationsusable platform width B4 B5 B5usable platform width B4usable platform width B4 B5
460470480490500
480490500510520
470480490500510
740760780800820
730750770790810
230 + 460240 + 470250 + 480250 + 500270 + 500
230240250260270
250260270280290
240250260270280
510 530 520 830 820270 + 510520 540 530 840 830270 + 520530 550 540 850 840270 + 530540 560 550 860 850270 + 540
Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
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Width dimensions for garage with doorGarage with doorSingle platform (EB)
Double platform (DB)
B6
DB
B7 B7B6
DB
B7 B8B6
B8
DB
A3
Carriageway in accordancewith local regulations
usable platform width460470480490
540
B715151515
15
B830303030
30
door entrance width B6460470480490
540530 15 30530520 15 30520510 15 30510500 15 30500
B6
EB
A3
B7 B7B6
EB
B7 B8B6
B8
EB
Carriageway in accordancewith local regulations
usable platform width230240250260270
B71515151515
B83030303030
door entrance width B6230240250260270
u
For parking boxes on the edges and boxes with intermediate walls we recommend our maximum platform width of 270 cm for single platforms and 540 for double platforms. Problems may occur if smaller platform widths are used (depending on car type, access and individual driving behaviour and capability).For larger limousines and SUV wider driveways are necessary (in particular on the boxes on the sides due to the missing manoeuvring radius).
System loweredSystem lifted
Function
A1
801-2%1-2%
A350
A2
Free space forroller shutter
Water drainageHe
adro
om a
ccor
ding
to d
oor s
pecif
icatio
nsHeight
Dimensions A1, A2 and A3 must be coordinated with the door supplier (provided by the customer).Slope with drainage channel and sump.Seat-engaging surface (dimensions require coordination with door supplier.) Allround door dimensions require coordination between door supplier and local agency of KLAUS Multiparking.
13
14
15
13
14
13
13
1515
Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 4 of 7
Load plan
Units are dowelled to the floor. Drilling depth: approx. 15 cm.Floor and walls below the drive-in level are to be made of concrete (quality minimum C20/25)!The dimensions for the points of support are rounded values. If the exact position is required, please contact KLAUS Multiparking.
290 180520 (540)
F6
F5
H115
F2
F3
F4
F1
7,5B1
EB
7,510
Marking
F1
F2
F1
F2F3 F4 F3F4
F5 F6 F5F6
7,5B1
DB
7,5
Marking
F1
F2
F1
F2F3 F4 F3F4
F5 F6 F5F6
platform loadEB 2000 kgEB 2600 kg
F1±1±1,3
F2 F3+12+15
F4 F5 F6±0,8±1
±1,1±1,4
±1,1±1,4
DB 2000 kgDB 2600 kg
±1,6±2,1
+20+26
±2,6±3,4
±2±2,6
±2±2,6
+28–1,7+36–2,2
+51–6,7+67–8,6
EB 3000 kg ±1,5+17 ±1,2 ±1,6 ±1,6+42–2,4
Dimension B1 see page 2Marking compliant to ISO 3864 (colors used in this illustration are not ISO 3864 compliant)All forces in kN
Type2072i-1652072i-1702072i-1802072i-1852072i-1952072i-2052072i-2152072i-220
H1210215225230240250260265
2072i-230 275
16
17
18
16
1717
18
Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
Approach
The illustrated maximum approach angles must not be exceeded. Incorrect approach angles will cause serious maneouvring & positioning problems on the parking system for which the local agency of KLAUS Multiparkingaccepts no responsibility.
maximumdescendingslope 3 %
maximumascendingslope 10 %
MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 5 of 7
Electrical installationInstallation diagram Electrical data (to be performed by the customer)
180
120
0,00
123
6
713
11
109
8
5
12
14
4
to the nextsystem
Conduit EN 25 (M25)height: + 1.70 m
Conduit EN 25 (M25)height: + 1.10 m
in the supplyline
in the supplyline
Main fuse:3 x fuse 16 A (slow))or circuit breaker 3 x 16 A(trigger characteristic K or C)3 x fuse 20 A (slow))or circuit breaker 3 x 20 A(trigger characteristic K or C)
1 per 3,0 kWunit1 per5,2 kWunit
2 1
No. Qunatity Description Position Frequencyin the supplyline
Electricity meter1 1
Supply line 5 x 2,5 mm2 (3 PH + N + PE) with marked wireand protective conductor
to main switch3 1 per unit1
Foundation earth connector corner pit floor4 every10 m
Equipotential bonding in accordancewith DIN EN 60204 from foundationearth connector to the system
5 1 persystem
1
Electrical data (included in delivery of KLAUS Multiparking)
No. Description
891011121314
Junction box unit
7 Supply line 5 x 2,5 mm2 (3 PH + N + PE) with marked wireand protective conductor
6 Lockable main switch
Wiring harness multiparking systemConnection cable (operating device)Operating deviceControl line 4 x 2,5 mm2 with marked wire and protective conductorHydraulic unit 3,0 kW/5,2 kW, three-phase current, 400 V / 50 HzConnection cable to the next system
Unit with 5,2 kW only for 2072i DB 2.6 to20
20
Installation data – Free space for longitudinal and vertical ducts (e.g. ventilation)
10
B1+5
35103510351035
B1+2,5 B1+2,5 B1+5
20 20
30
B2B3B2≥20 ≥20
max
.140
EB EB DB DB
Approach level
Free space for vertical pipelines,ventilation branch canals
Free space for horizontalducting
Example for ventilation branchcanal and/or vertical pipelines.
Dimensions B1, B2 and B3 see page 2
Free space only applicable if vehicle is parked forwards = FRONT FIRST and driver’s door on the left side.
19
19 19
19
Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 6 of 7Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
Technical data
Low-noise power units mounted to rubber-bonded-to metalmountings are installed. Nevertheless we recommend that parking system’s garage be built separately from the dwelling.
Units
– wall recess plans– maintenance offer/contract– declaration of conformity– test sheet on airborne and slid-borne sound
Available documents
By default, the system can only be used for a fixed number ofusers.If different users use the system – only on the upper parking spaces – (e.g. short-time parkers in office buildings or hotels) the Multiparking system needs to be adjusted. If required, would you please contact us.
Field of application
If the permissible drop opening is exceeded, railings are to bemounted on the systems. If there are traffic routes next to or behind the installations, railings compliant to DIN EN ISO 13857 must be installed by the customer. Railings must also be in place during construction.
Railings
Environmental conditions for the area of multiparking systems:Temperature range –10 to +40° C. Relative humidity 50% at amaximum outside temperature of +40° C.If lifting or lowering times are specified, they refer to an environmental temperature of +10° C and with the system set up directly next to the hydraulic unit. At lower temperatures or with longer hydraulic lines, these times increase.
Environmental conditions
See separate sheet regarding corrosion protection.Corrosion protection
According to DIN 4109 (Sound insulation in buildings), para. 4,annotation 4, KLAUS Multiparkers are part of the building services(garage systems).
Normal sound insulation:DIN 4109, para. 4, Sound insulation against noises from buildingservices.Table 4 in para. 4.1 contains the permissible sound level valuesemitted from building services for personal living and working areas. According to line 2 the maximum sound level in personal living andworking areas must not exceed 30 dB (A). Noises created by users are not subject to the requirements(see table 4 , DIN 4109).The following measures are to be taken to comply with this value:– Sound protection package according to offer/order
(KLAUS Multiparking GmbH)– Minimum sound insulation of building R’w = 57 dB
(to be provided by customer)
Increased sound insulation (special agreement):Draft DIN 4109-10, Information on planning and execution,proposals for increased sound insulation.Agreement: Maximum sound level in personal living and workingareas 25 dB (A). Noises created by users are not subject to therequirements (see table 4, DIN 4109).The following measures are to be taken to comply with this value:– Sound protection package according to offer/order
(KLAUS Multiparking GmbH)– Minimum sound insulation of building R’w = 62 dB
(to be provided by customer)
Note: User noises are noises created by individual users in ourMultiparking systems. These can be noises from accessing theplatforms, slamming of vehicle doors, motor and brake noises.
Sound insulation
To avoid damages resulting from corrosion, make sure to follow our cleaning and care instructions and to provide good ventilation of your garage.
Care
According to LBO and GaVo (garage regulations) the Multiparking systems are subject to approval. We will provide the required building application documents.
Building application documents
The systems on offer comply with DIN EN 14010 and EC Machine Directive 2006/42/EC. Furthermore, this system underwent voluntary conformity testing by TÜV SÜD.
CE Certification
MultiBase 2072i | Code number 587.29.630-002 | Version 08.2016 Page 7 of 7
Description Single platform (EB) and Double platform (DB)
We reserve the right to change this specification without further notice
Multiparking system providing independent parking spaces for2 cars (EB), 2 x 2 cars (DB), one on top of the other each.Dimensions are in accordance with the underlying dimensions ofparking pit, height and width.The parking bays are accessed horizontally (installation deviation ± 1% for correct drainage of platforms).Due to the special lifting and bearing construction lifting of the doorsis not restricted.Vehicles are positioned on each parking space using wheel stops onthe right side (adjust according to operating instructions).Operation via operating device with hold-to-run-device usingmaster keys.The operating elements are usually mounted either in front of thecolumn or on the outside of the door frame.Operating instructions are attached to each operator's stand.For garages with doors at the front of the parking system the specialdimensional requirements have to be taken into account.
General description
– 2 steel pillars (mounted on the floor)– 2 sliding platforms (mounted to the steel pillars with
sliding bearings)– 2 platforms– 1 electro-hydraulic synchronization control system (to ensure
synchronous operation of the hydraulic cylinders while lowering and lifting the platform)
– 2 hydraulic cylinders– 2 rigid supports (connect the platforms)– 2 chains and pocket wheels– 2 automatic hydraulic safety valves (prevents accidental
lowering of the platform while accessing the platform)– Dowels, screws, connecting elements, bolts, etc.– The platforms and parking spaces are end-to-end
accessible for parking!
Multiparking system consisting of:
– Platform base sections– Adjustable wheel stops– Canted access plates– Side members– Central side member [only DB]– Cross members [DB long and short cross members]– Safety railings – along the upper and lower platform (if required)– Screws, nuts, washers, distance tubes, etc.
Platforms consisting of:
– Hydraulic cylinder– Solenoid valves– Safety valves– Hydraulic conduits– Screwed joints– High-pressure hoses– Installation material
Hydraulic system consisting of:
– Operating device (Emergency Stop, lock, 1 master key perparking space)
– Control unit with wiring harness and sensors
Electric system consisting of:
– Hydraulic power unit (low-noise, installed onto a console with arubber-bonded-to-metal mounting)
– Hydraulic oil reservoir– Oil filling– Internal geared wheel pump– Pump holder– Clutch– 3-phase-AC-motor– Junction box unit with contactor, motor protection switch and
control fuse– Test manometer– Pressure relief valve– Hydraulic hoses (which reduce noise transmission onto the
hydraulic pipe)
Hydraulic unit consisting of:
KLAUS Multiparking reserves the right in the course of technical progress to use newer or other technologies, systems, processes, procedures or standards in the fulfillment of their obligations other than those originally offered provided the customer derives no disadvantage from their so doing.
To be performed by the customer
715
= == =
20
9 9
9
Operating device exposed Operating device concealed110 abovecarriagewaylevel
120 abovecarriagewaylevel
Conduit EN25 (M25)
Any constraints that may be necessary according to DIN EN ISO 13857 in order to provide protection for the park pits for pathways directly in front, next to or behind the unit. This is also valid during construction. Railings for the system are included in the series delivery when necessary.
Safety fences
Consecutive numbering of parking spaces.Numbering of parking spaces
Any required lighting, ventilation, fire extinguishing and fire alarmsystems as well as clarification and compliance with the relevantregulatory requirements.
Building services
Any necessary wall cuttings according to page 1.Wall cuttings
For the front area of the pit we recommend a drainage channel,which you connect to a floor drain system or sump (50 x 50 x 20 cm).The drainage channel may be inclined to the side, however not thepit floor itself (longitudinal incline is available). For reasons ofenvironmental protection we recommend to paint the pit floor, andto provide oil and petrol separators in the connections to the publicsewage network.
Drainage
If due to structural conditions strip footings must be effected, thecustomer shall provide an accessible platform reaching to the topof the said strip footings to enable and facilitate themounting work.
Strip footings
According to DIN EN 14010, a warning that identifies this danger area must be placed in the entrance area that conforms to ISO 3864. This must be done according to EN 92/58/EWG for systems with a pit (platforms within the pit) 10 cm from the edge of the pit.
Marking
Suitable electrical supply to the main switch must be provided by the customer during installation. The functionality can be monitored on site by our fitters together with the electrician. If this cannot be done during installation for some reason for which the customer is responsible, the customer must commission an electrician at their own expense and risk.In accordance with DIN EN 60204 (Safety of Machinery. ElectricalEquipment), grounding of the steel structure is necessary, providedby the customer (distance between grounding max. 10 m).
Electrical supply to the main switch / Foundation earth connector
– Mounting of contactor and terminal box to the wall valve, complete wiring of all elements in accordance with the circuit diagram
– Costs for final technical approval by an authorized body– Main switch– Control line from main switch to hydraulic unit
If the following are not included in the quotation, they willalso have to be provided / paid for by the customer:
Cable conduits and recesses for operating device (for double wingdoors: please contact the local agency of KLAUS Multiparking).
Operating device
Page 1SectionDimensionsCar data
Page 2Width dim. without door
Page 3Width dim. with doorFunction
Page 4ApproachLoad plan
Page 5Installation Electricalinstallation
Page 6Technicaldata
Page 7To be perfor-med by thecustomerDescription
APPENDIX C Previous TTM Traffic Assessment
PROPOSED MIXED USE DEVELOPMENTS
238-272 and 203-217 NORMANBY ROAD, SOUTH MELBOURNE
CUMULATIVE TRAFFIC IMPACT ASSESSMENT REPORT
Prepared By
S. Prasad
TTM Consulting (Vic) Pty. Ltd.
Suite 9, 70-80 Wellington Street,
Collingwood Vic 3066
Phone : (03) 9419 0911
Email : [email protected]
Prepared For
Hayball
Suite 4, 135 Sturt Street,
Southbank Vic 3006
20 January 2016
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 1
1. INTRODUCTION AND SCOPE
TTM Consulting (Vic) Pty. Ltd. has been requested by the Applicant to provide a
consolidated cumulative traffic impact assessment for the following proposed mixed use
developments on Normanby road, South Melbourne :-
Site 0 – 272 Normanby Road;
Site 1 – 264-270 Normanby Road;
Site 2 – 256-626 Normanby Road;
Site 3 – 248-252 Normanby Road;
Site 4 – 238-246 Normanby Road;
Site 5 – 207-217 Normanby Road;
Site 6 – 203-205 Normanby Road.
Reports for each of the developments have been prepared previously, however in response
to a request by the Department of Environment, Land, Water and Planning, a consolidated
traffic report has been prepared for the developments. The purpose of this report is to assess
the cumulative impacts of the proposed developments on the adjacent road network and to
develop integrated solutions to mitigate any impacts.
The report has concluded that there are no traffic or parking grounds which should warrant
refusal of the sought planning applications.
2. EXISTING CONDITIONS
2.1 The Overall Site
The development sites are located across two separate blocks on Normanby Road. The first
block, accommodating Sites 0, 1, 2, 3 and 4 are located on the north-western side of
Normanby Road and accommodates an area of approximately 7,695 square metres. It has
approximately 150 metres frontage to Normanby Road and Munro Street along its south-
eastern and north-western boundary respectively, and an approximately 50 metres frontage
to Montague Street along its north-eastern boundary.
Figure 2.1.1 shows the location of the overall site and the surrounding street network.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 2
FIGURE 2.1.1: SITE 0, 1, 2, 3 and 4 LOCALITY PLAN
The second block, accommodating Sites 5 and 6 is located on the south-eastern side of
Normanby Road and accommodates an area of approximately 4,932 square metres. It has
approximately 80 metres frontage to Normanby Road and Woodgate Street along its north-
western and south-eastern boundary respectively (refer Figure 2.1.2).
FIGURE 2.1.2: SITE 5 AND 6 LOCALITY PLAN
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 3
The sites currently accommodate a mixture of commercial and retail premises and is located
within the Capital City Zone – Schedule 1 (CCZ1) of the Port Phillip Planning Scheme. The
Parking Overlay – Precinct 1 (PO1) of the Port Phillip Planning Scheme also applies to the
site. The surrounding land use is a mixture of retail and commercial with high rise unit
developments also located nearby.
2.2 The Street Network
Normanby Road is a local road which has a 17.5 metres wide two-way carriageway and
forms the frontage for both development lots. The road has two lanes in each direction, with
on-street parking. At the Montague Street intersection, the road widens to 18.5 metres,
accommodating additional single left and right turn lanes on the south west approach.
Kerbside parallel parking is permitted along sections of both sides of the carriageway.
Montague Street is a local arterial road and has a 20 metres wide two-way carriageway,
which at the frontage to the site supports three lanes in each direction. Kerbside parking is
not permitted along the carriageway. The road forms the primary link from the development
lots to the Westgate Freeway / Citylink as well as into the CBD.
Munro Street is a local road and forms the northern boundary for development Lot 1. The
road has a 13 metre wide carriageway which accommodates a single lane in each direction
as well as kerbside parking along both sides. There are numerous driveways and rear roller
doors providing loading/unloading facilities for the development Lot 1 sites.
Woodgate Street is a local road and forms the southern boundary for development Lot 2.
The road has a 12.5 metres wide carriageway which accommodates two way traffic
movements along a single lane and angled parking along both sides of the road. The road
terminates approximately 110 metres north east from Montague Street.
2.3 Existing Site Access
Development Lot 1 has 3 existing crossovers along the Normanby Road frontage, and 9
along the Munro Street frontage, giving access to the entire site. Figure 2.3.1 shows the
location of the 12 existing crossovers and their permitted turning movements.
Development Lot 2 has 3 existing crossovers along the Normanby Road frontage and 3
along the Woodgate Street frontage, giving access to the entire site. Figure 2.3.2 shows the
location of the 6 existing crossovers and their permitted turning movements
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 4
FIGURE 2.3.1: EXISTING CROSSOVERS AND PERMITTED TURNING
MOVEMENTS FOR DEVELOPMENT LOT 1
1
2
3
4
5
6
7
8
9
10
11
12
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 5
FIGURE 2.3.2: EXISTING CROSSOVERS AND PERMITTED TURNING
MOVEMENTS FOR DEVELOPMENT LOT 2
Some of the crossovers indicated are shared amongst several properties. Table 2.3.1
provides a summary of the properties that have shared access rights.
Access No. Property Address
1 and 10 Site 7: 272 Normanby Road
Site 1: 264-270 Normanby Road
11 and 12 Site 2: 256-260 Normanby Road
Site 3: 248-254 Normanby Road
Site 4: 238-246 Normanby Road
TABLE 2.3.1: SHARED ACCESS RIGHTS
1
2
3
4
5
6
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 6
2.4 Nearby Facilities and Public Transport Services
The following public transport services are located within close proximity of the site :-
Tram #109 stops at Montague Street, between Woodgate Street and Gladstone Lane,
approximately 135 metres south-east of the site. The route runs between Box Hill
and Port Melbourne.
Tram #96 stops at the intersection of City Road and Whiteman Street approximately
560 metres east of the site. This route runs between East Brunswick and St Kilda
Beach.
Bus #235 stops on Normanby Road along the south-eastern boundary of the site.
This route runs between the City and Fishermans Bend via Williamstown Road.
Bus #234 stops on City Road at the intersection with Montague Street approximately
530 metres south-east of the site. This route runs between Garden City and the City
(Queen Victoria Market).
Bus #236 stops on Dorcas Street at the intersection with Iffla Street approximately
750 metres south of the site. This route runs between Garden City and Queen
Victoria Market via the City.
Bus #237 stops Lorimer Street approximately 790 metres north-west of the site. This
route runs from the City to Fishermans Bend via Lorimer Street.
Figure 2.4.1 shows the location of nearby public transport facilities.
FIGURE 2.4.1: NEARBY PUBLIC TRANSPORT SERVICES
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 7
The following major developments and neighbourhood facilities are located in close
proximity to the site :-
Galilee Catholic Primary School is located approximately 975 metres south-east of
the site.
Woolworths and ALDI South Melbourne are located approximately 800 metres and
815 metres east of the site.
Port Melbourne Health is located approximately 515 metres south of the site, and
South Melbourne Family Practise is located approximately 800 metres east of the
site.
2.5 Bicycle Infrastructure
2.5.1 Principal Bicycle Network (PBN)
The Principal Bicycle Network is a series of bicycle routes which have been identified as
key links to major destinations around Victoria. Adjacent to the site, Montague Street and
the Light Rail Shared Path are on the PBN and form key links between the site and the
Melbourne CBD and surrounding local area (refer Figure 2.5.1 below).
FIGURE 2.5.1: PRINCIPAL BIKE NETWORK ADJACENT TO THE SITE
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 8
2.5.2 Melbourne Bike Share
The Melbourne Bike Share has been expanding over the last few years, and now services
the inner suburbs of South Melbourne and Port Melbourne as well as the CBD. Currently
there are over 600 bikes across 50 stations around inner Melbourne.
The location of bike stations in proximity of the site have been shown in Figure 2.5.2.
FIGURE 2.5.2: BIKE SHARE STATIONS
2.6 Pedestrian Infrastructure
There are numerous pedestrian facilities in the local area. There are footpaths along both
sides of Normanby Road and Montague Street, with signalised intersections providing safe
passage across the road.
At Munro Street, there is a footpath along the north side of the road only. There are no
footpaths on either side of Woodgate Street which has angled parking along both sides.
The Light Rail Shared Path provides pedestrian connectivity to Port Melbourne, and the
CBD. Montague Street forms an alternative pedestrian connection to the Melbourne CBD,
as well as Docklands.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 9
2.7 Car Share
Privately operating companies are operating car sharing services in metropolitan Melbourne.
Companies such as Go Get It (www.goget.com.au) and Flexicar (www.flexicar.com.au)
provide car sharing services. Such services allow users to use the ‘share car’ as often as
they require and more sites for these cars are being added where consumer demand
necessitates. As shown in the following figure there are numerous Flexicar and GoGet
vehicles in close proximity to the site.
FIGURE 2.7.1: LOCATION OF ‘FLEXICAR’ VEHICLES
FIGURE 2.7.2: LOCATION OF ‘GOGET’ VEHICLES
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 10
3. THE PROPOSAL
3.1 Site Locations
The Applicant is proposing to construct mixed use developments on 7 sites across two
development lots. The distribution and location of the different sites across the two
development lots have been outlined in Figures 3.1.1 and 3.1.2.
FIGURE 3.1.1: SITE LOCATIONS ACROSS DEVELOPMENT LOT 1
FIGURE 3.1.2: SITE LOCATIONS ACROSS DEVELOPMENT LOT 2
SITE 0
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 11
3.2 Scope of Development Sites
The proposed land use and inventory, including number of dwellings, floor area for
commercial uses as well as car and bicycle parking provisions have been outlined in Table
3.2.1 below.
Site No Dwellings
(No)
Commercial
(sqm)
Car parking Bicycle
Parking
Loading
Bay Residential Commercial
0 388 2,950 126 0 152 1
1 238 2,860 96 11 211 1
2 260 1,646 122 8 265 1
3 239 2,002 107 2 171 1
4 216 903 83 1 256 1
5 413 1,830 187 16 139 1
6 238 519 66 0 105 1
TOTAL 1,992 12,710 787 38 1,299 7
TABLE 3.2.1: PROPOSED LAND USES AND INVENTORY
4. CAR AND MOTOR CYCLE PARKING
4.1 Planning Scheme Car Parking Requirement and Provision
Clause 45.09, Schedule 1 to the Parking Overlay (PO1) of the Port Phillip Planning Scheme
applies to the subject sites. Given that the sites would operate as individual developments,
with their own parking provisions and access / egresses, the parking demands have been
assessed on a per development basis. There will be no sharing of spaces or common space
between the different development sites.
The schedule is a car parking limitation policy which outlines maximum permissible car
parking measures for new developments in the area. The maximum car parking provision
permissible for each of the sites is as follows.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 12
Site Planning
Scheme Use
Maximum Car
Parking Rate
Floor
Area / No.
Maximum
On-Site
Parking
Provision
Spaces
Proposed
0 Dwelling
1 space to each
dwelling 388 no. 388 126
Retail/Office 1 to each 100 sqm 2,950 sqm 30 0
1 Dwelling
1 space to each
dwelling 238 no. 238 96
Retail/Office 1 to each 100 sqm 2,860 sqm 29 11
2 Dwelling
1 space to each
dwelling 260 no. 260 122
Retail 1 to each 100 sqm 1,646 sqm 16 8
3 Dwelling
1 space to each
dwelling 239 no. 239 107
Retail/Office 1 to each 100 sqm 2,002 sqm 20 2
4 Dwelling
1 space to each
dwelling 216 no. 216 83
Retail 1 to each 100 sqm 903 sqm 9 1
5 Dwelling
1 space to each
dwelling 413 no. 413 187
Retail/Office 1 to each 100 sqm 1,830 sqm 18 16
6 Dwelling
1 space to each
dwelling 238 no. 238 66
Retail/Office 1 to each 100 sqm 519 sqm 5 0
Total 2,119 no. 825 no.
TABLE 4.1.1: PLANNING SCHEME REQUIREMENTS AND PROVISION
For each of the 7 sites, the proposed parking provisions, for both the commercial and
residential uses, does not exceed the planning scheme maximum allowable provisions. As
such, the proposed parking is considered satisfactory.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 13
4.2 Motorcycle Parking Requirements
Under the Planning Scheme, the proposed sites are required to provide 1 motorcycle space
per 100 car parking space. The minimum requirements for the development sites is outlined
in Table 4.2.1. Similar to the car parking provisions, each of the sites would have their own
car parking facilities and as such the on-site parking provisions has been assessed on a per-
site basis.
Site Planning
Scheme Use
Minimum Motorcycle
Parking Rate No.
Minimum On-
Site Parking
Provision
0 Dwelling 1 space to each 100 car
parking spaces 126 no. 1 no.
1 Dwelling 1 space to each 100 car
parking spaces 107 no. 1 no.
2 Dwelling 1 space to each 100 car
parking spaces 130 no. 1 no.
3 Dwelling 1 space to each 100 car
parking spaces 109 no. 1 no.
4 Dwelling 1 space to each 100 car
parking spaces 84 no. 1 no.
5 Dwelling 1 space to each 100 car
parking spaces 203 no. 2 no.
6 Dwelling 1 space to each 100 car
parking spaces 66 no. 1 no.
Total 8 no.
TABLE 4.2.1: MOTORCYCLE PARKING PROVISIONS
The assessment above indicates that each of the proposed development sites would be
required to provide an internal motorcycle space, except Site 5 which requires 2 spaces.
Each site has provided 1 motorcycle space. The provision of 1 space for site 5 is considered
satisfactory given that the majority of the parking demand is residential which will have
allocated parking spaces for residents. As such, it is likely the motorcycle space would be
used for visitors only, and therefore the provision of 1 space is considered sufficient.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 14
5. TRAFFIC GENERATION AND IMPACTS
5.1 Case Study - Trip Generation Rates of Inner-City Developments
Developments located in inner city locations typically generate vehicle movements at a
lower rate than those located in suburban areas. This is due to the proximity of trip
attractions to the site and the convenience of public transport.
Bank Apartments is located on the corner of City Road and Clarke Street, Southbank. The
complex comprises 360 dwellings, 800 square metres of retail floor space and provides 251
on-site parking spaces.
TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the site access
of Bank Apartments on Thursday 3rd May, 2012, from 7:40am to 9:40am, to determine the
trip generation rates of an inner-city apartment complex. Over the two-hour period, 50
vehicle movements were observed. The peak hour of vehicle activity occurred from 8:00am
to 9:00am, whereby 35 vehicle movements were observed in the following directions.
AM PEAK HOUR TRIP GENERATION
BANK APARTMENTS
As a result inner city parking spaces are estimated to generate peak hour vehicle movements
at a rate of around 0.14 trips per parking space.
5.2 Application of Survey Data to Subject Proposal
Given that the location of the subject site is in close proximity to the Bank Apartments, its
nearby public transport system and closely located trip attractions, it is likely that the subject
proposal would generate traffic at a similar rate. External traffic generation for the
commercial / retail / office components of these developments would be negligible, however
a rate of 1 trip per commercial parking space has been estimated where parking has been
allocated for the commercial use.
The anticipated traffic generation for each of the sites, based on the generation figures
outlined above, has been summarised in Table 5.2.1.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 15
Site Planning
Scheme Use Traffic Generation Rate
No Spaces
Proposed
Peak Hour Traffic
Generation
0 Dwelling 0.14 trips per parking space 126 18 vph
Retail/Office 1 trip per parking space 0 0 vph
1 Dwelling 0.14 trips per parking space 96 13 vph
Retail/Office 1 trip per parking space 11 11 vph
2 Dwelling 0.14 trips per parking space 122 17 vph
Retail 1 trip per parking space 8 8 vph
3 Dwelling 0.14 trips per parking space 107 15 vph
Retail/Office 1 trip per parking space 2 2 vph
4 Dwelling 0.14 trips per parking space 83 12 vph
Retail 1 trip per parking space 1 1 vph
5 Dwelling 0.14 trips per parking space 187 26 vph
Retail/Office 1 trip per parking space 16 16 vph
6 Dwelling 0.14 trips per parking space 66 9 vph
Retail/Office 1 trip per parking space 0 0 vph
7 Dwelling 0.14 trips per parking space 126 18 vph
Retail/Office 1 trip per parking space 0 0 vph
Total 166 vph
TABLE 5.2.1: PLANNING SCHEME REQUIREMENTS AND PROVISION
Based on the surveyed trip generation rate of 0.14 vehicle movements per parking space for
residential and 1 vehicle movement per parking space for commercial, the proposed
developments can be expected to generate in the order of 128 vehicle movements during
each of the peak periods.
Residential peak hour vehicle movements are commonly split in the peak direction as
follows. Commercial vehicles are normally in the opposite direction, arriving in the AM
and departing in the PM :-
AM Peak Hour
Inbound 20% 33 vehicle movement
Outbound 80% 133 vehicle movements
PM Peak Hour
Inbound 60% 100 vehicle movements
Outbound 40% 66 vehicle movements
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 16
The distribution of residential and commercial traffic for the proposed developments are
outlined in Figure 5.2.2 below.
FIGURE 5.2.2: TRAFFIC DISTRIBUTION ONTO THE ROAD NETWORK
5.3 Traffic Impacts
In order to assess the impact of the proposed development sites on the surrounding road
network, SIDRA analysis was undertaken at the adjacent Montague Street intersections with
Normanby Road, Munro Street and Woodgate Street.
SIDRA is a computer program that is widely used to model the performance of intersections
and provides information on the delays to motorists, queue lengths and the capacity of an
intersection to accommodate traffic. For signalised and unsignalised intersections, the
intersection degree of saturation (DoS) measures the degree to which a movement at an
intersection approaches the capacity for that movement (i.e. the ratio of the demand
flow/capacity).
The operational characteristics and level of service are generally considered satisfactory
when DoS is less than 0.90 – 0.95 (0.80 – 0.85 for an unsignalised intersection). At higher
values longer queues and delays are experienced by motorists on the side road which results
in motorists becoming frustrated and potentially selecting inappropriate or smaller gaps in
the traffic to enter the intersection (refer to Table 5.3.1).
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 17
The level of service (LoS) performance criteria for intersections is generally based on
delays, which applies to individual movement, approach and intersection total delays. For
an intersection, a LOS of A – D is considered satisfactory, with LOS of E and F indicating
increased delays.
Degree of Saturation
X Description of intersection operation
Less than 0.65 Excellent operating conditions.
0.6 – 0.7 Very good operating conditions.
0.7 – 0.8 Good operating conditions.
0.8 – 0.9 Acceptable operating conditions.
TABLE 5.3.1 : INTERSECTION DEGREE OF SATURATION
The key intersection performance measures are outlined in Tables 5.3.2 to 5.3.3 with full
details provided in Appendix A.
Stage Peak
Period
Operating Characteristics
DOS Ave Delay Level of Service
Existing AM Peak 0.90 34s LOS C
PM Peak 0.89 36s LOS D
Post
Developments
AM Peak 0.89 34s LOS D
PM Peak 0.88 36s LOS D
TABLE 5.3.2: MONTAGUE ST / MUNRO ST SIDRA ANALYSIS
Stage Peak
Period
Operating Characteristics
DOS Ave Delay Level of Service
Existing AM Peak 1.29 268s LOS F
PM Peak 1.23 276s LOS F
Post
Developments
AM Peak 1.32 223s LOS F
PM Peak 1.24 224s LOS F
TABLE 5.3.3: MONTAGUE ST / NORMANBY ROAD SIDRA ANALYSIS
The analysis above indicates that the Montague Street intersections with Munro Street, and
Normanby Road are currently operating with a high degree of saturation and LOS during
the AM and PM peak periods.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 18
The proposed developments would have a negligible adverse impact on the intersection
operation. It is further noted that the existing businesses on the development sites would be
generating significant traffic during the AM and PM peak periods. If these volumes were
to be removed, there would be very minimal increases in traffic along the road network.
Montague Street / Woodgate Street
Currently at the intersection of Montague Street and Woodgate Street, motorists looking to
turn right during the peak periods are required to wait until the signals stop traffic and rely
on through motorists to provide gaps for them to enter the traffic stream. It is not practical
to model this behavior in intersection analysis programs such as SIDRA as very small
increases have high impacts on intersection performance.
For the proposed developments, the number of vehicles turning right at the intersection only
increases by 15 vehicles in the PM peak hour, which is not considered significant. It is
expected there would be 20 vehicles per hour turning right in the AM peak hour, and 25
vehicles per hour during the PM peak hour. This equates to 1 vehicle every 3 minutes which
is unlikely to have a significant impact on the operation of the road network.
In addition, the delays are to traffic exiting Woodgate Street, which is a local road that
essentially only services the proposed development. There are no additional delays to
through traffic along Montague Street, and therefore no impacts on the wider road network.
An alternative option could be to convert the road to left in / left out, with motorists wishing
to travel north undertaking a right turn into one of the side roads, and then turning left into
Montague Street or utilizing alternate roads such as Ingles Road, Boundary Road or City
Road. While this would be circuitous, there are only 19 vehicles expected to undertake this
movement in the peak hour.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 19
6. PARKING AND ACCESS AREA DESIGN
6.1 Car Park Layouts
In total, there are 825 parking spaces proposed across the 7 development sites. This is
distributed across the sites as per below. :-
Site 0 – 126 spaces.
Site 1 – 107 spaces;
Site 2 – 130 spaces;
Site 3 – 109 spaces;
Site 4 – 84 spaces;
Site 5 – 203 spaces;
Site 6 – 66 spaces.
The spaces are generally 4.9 metres long and 2.6 metres wide with spaces adjacent to walls
widened to 3.0 meters. The bays are accessed via a 6.4 metres wide access aisle. The
dimensions satisfy the planning scheme requirements.
The car park layouts have been developed in accordance with planning scheme requirements
and are considered satisfactory.
6.2 Mechanical Parking System
Sites 0, 2, 3 and 5 have proposed the use of the Klaus Parkboard PQ-258 system within the
on-site parking. Refer to Appendix B for details.
This system allows vehicles to be parked in tandem and gives all vehicles the right to enter
and exit the car space freely. Clause 52.06-8 of the Port Phillip Planning Scheme states that
where parking spaces are provided in tandem (one space behind the other) an additional 500
mm in length must be provided between each space.
The proposed tandem parking spaces have an additional 700mm in length between each
space therefore satisfies the requirements of the planning scheme.
6.3 Ramp Design
For the proposed development sites, the ramp grades, transitions and vertical height
clearance can all be incorporated into the design which satisfy the design criteria of Clause
52.06-8, Design Standard 1 of the Planning Scheme.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 20
6.4 Site Access
The 7 sites are accessed via either Munro Street, Normanby Road or Woodgate Street. The
description of site access is outlined below.
Site 0: Vehicular access to and from the site is proposed from Munro Street via the
existing vehicle crossing north eastern end of the site. The existing at grade car park is
to be removed and replaced with a pedestrian laneway. There will be no vehicular access
onto Normanby Road. Pedestrian access is via Johnson Street and Normanby Road as
well as the pedestrian laneway.
Site 1: Vehicular access to and from the site is via a modified existing crossover on
Munro Street at the north eastern end of the site. The two way driveway provides access
to the car park and loading bay. A separate access is proposed for cyclists onto both
Normanby Road and Munro Street along the south western boundary.
Site 2: Vehicular access to and from the site is proposed from Normanby Road via a
modified existing crossover on the south western boundary. A separate access is
proposed for bicycles and pedestrians from the laneway running along the north eastern
boundary. The proposed crossover has been positioned at the location of the existing
vehicle access (currently access only), however both access and egress would be
permitted, with the existing egress to the east to be removed. The number of vehicles
entering the site at this location during the peak periods would not be different to existing
movements and therefore no turn lane provisions are required.
Site 3: Vehicular access to and from the site is proposed from Munro Street via an
existing crossover which is located centrally along the northern boundary of the site. The
existing crossover will be widened from 4.5 to 8.0 metres. It is proposed to retain the
existing Normanby Road vehicle crossing to provide access to the bicycle parking area.
Site 4: Vehicular access to and from the site is proposed from Munro Street via a new
crossover which is located at the western boundary, approximately 28 metres from
Montague Street. The crossover forms an improvement over existing operation where
there are two vehicle crossings, an access 9.2 metres and an egress, 20.5 metres from
Montague Street. Further, the kerb outstand on Munro Street will improve access into
the site as it provides shelter for entering vehicles.
Site 5: Vehicular access to and from the site is via a new crossover onto Woodgate Street
at the south western end of the site. The access provides two way access into the car
park. There are two bicycle storage areas, with one located adjacent to Woodgate Street
and the other, Normanby Road. However, access is possible to either road via the
proposed pedestrian link.
Site 6: Vehicular access to and from the site is via a new crossover onto Woodgate Street
at the south western end of the site. The access provides two way access into the car
park and loading area. The bicycle storage area has direct access onto Normanby Road,
however access to Woodgate Street is possible via the adjacent property’s pedestrian
link.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 21
7. PROVISIONS FOR LOADING
Clause 52.07 of the Planning Scheme outlines the Loading and Unloading requirements.
Specifically Clause 52.07 states the following :-
Purpose
To set aside land for loading and unloading commercial vehicles to prevent loss of
amenity and adverse effect on traffic flow and road safety.
Requirements to be met
No building or works may be constructed for the manufacture, servicing, storage or sale
of goods or materials unless :-
Space is provided on the land for loading and unloading vehicles.
The driveway to the loading bay is at least 3.6 metres wide. If a driveway changes
direction or intersects another driveway, the internal radius at the change of
direction or intersection must be at least 6 metres.
The road that provides access to the loading bay is at least 3.6 metres wide.
A permit may be granted to reduce or waive these requirements if either :-
The land area is insufficient.
Adequate provision is made for loading and unloading vehicles to the
satisfaction of the responsible authority
Each of the proposed commercial premises proposed for the 7 sites are relatively small and
it is envisaged that most deliveries will be made by light commercial vehicles. These
deliveries are expected to occur on an infrequent basis and at off-peak times of the day.
The loading facilities for the 7 development sites satisfies the requirements for loading and
unloading vehicles, outlined in Clause 52.07 of the Port Phillip Planning Scheme.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 22
8. BICYCLE FACILITIES
Table 1 to Section 52.34 of the Planning Scheme outlines the requirements for bicycle
facilities, which are summarized for the subject proposal in Table 8.1 which indicates the
proposed developments exceeds the statutory parking requirements for all sites.
Site Planning
Scheme Use User Planning Scheme Rate
Floor Area
/ No.
Spaces
Req
Spaces
Req
Spaces
Prop
0
Dwelling
Resident 1 to each 5 dwellings 388 no
78
132 no
152 no
Visitor 1 to each 10 dwellings 39
Retail/Office
Staff 1 to each 300 sqm of leasable floor area 2,950 sqm
10
Customer 1 to each 500 sqm of leasable floor area 6
1
Dwelling
Resident 1 to each 5 dwellings 238 no
48
87 no
211 no
Visitor 1 to each 10 dwellings 24
Retail
Staff 1 to each 300 sqm of leasable floor area 2,860 sqm
10
Customer 1 to each 500 sqm of leasable floor area 6
2
Dwelling
Resident 1 to each 5 dwellings 260 no
52
87 no
265 no
Visitor 1 to each 10 dwellings 26
Retail/Office
Staff 1 to each 300 sqm of leasable floor area 1,646 sqm
5
Customer 1 to each 500 sqm of leasable floor area 3
3
Dwelling
Resident 1 to each 5 dwellings 239 no
48
82 no
171 no
Visitor 1 to each 10 dwellings 24
Retail
Staff 1 to each 300 sqm of leasable floor area 2,002 sqm
7
Customer 1 to each 500 sqm of leasable floor area 4
4
Dwelling
Resident 1 to each 5 dwellings 216 no
43
70 no
256 no
Visitor 1 to each 10 dwellings 22
Retail/Office
Staff 1 to each 300 sqm of leasable floor area 903 sqm
3
Customer 1 to each 500 sqm of leasable floor area 2
5
Dwelling
Resident 1 to each 5 dwellings 413 no
83
134 no
139 no
Visitor 1 to each 10 dwellings 41
Retail/Office
Staff 1 to each 300 sqm of leasable floor area 1,830 sqm
6
Customer 1 to each 500 sqm of leasable floor area 4
6
Dwelling
Resident 1 to each 5 dwellings 238 no
48
74 no 105 no
Visitor 1 to each 10 dwellings 24
Retail/Office
Staff 1 to each 300 sqm of leasable floor area 519 sqm
2
Customer 1 to each 500 sqm of leasable floor area 1
TABLE 8.1: PLANNING SCHEME REQUIREMENTS AND PROVISION
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 23
9. PEDESTRIAN, CYCLING AND PUBLIC TRANSPORT FACILITIES AND
INTEGRATION
9.1 Pedestrian and Cyclist Accessibility
A review was undertaken of the pedestrian and cyclist facilities and access onto the road
network for each of the development sites. The findings of the review are outlined below,
along with suggested improvements that could be considered to improve accessibility.
9.1.1 Site 0
Site 0 is located on the corner of Johnson Street and Normanby Road at the western end of
the development block. The residential component is accessed via Johnson Street, with
commercial development surrounding the site.
The pedestrian connection to Johnson Street enables access to both Munro Street and
Normanby Road. There is also a pedestrian laneway running along the eastern edge of the
site, providing connectivity between Munro Street and Normanby Street for pedestrians and
cyclists.
The proposed layout is considered satisfactory and no further mitigating works have been
proposed for Site 0.
9.1.2 Site 1
The residential component of Site 1 is oriented towards Munro Street, with the majority of
the retail use facing Normanby Road or the western boundary laneway. Access to the
commercial use on levels 1 and 2 is adjacent to Normanby Road.
There is a laneway along the western boundary which provides a pedestrian and cyclist link
between Munro Street and Normanby Road. It is likely that this laneway will be sign posted
as a shared path to retain both cyclist and pedestrian connectivity. The link also provides
direct access to the bicycle storage area which is located on the ground floor.
The proposed layout is considered satisfactory and no further mitigating works have been
proposed for Site 1.
9.1.3 Site 2
The majority of the residential component of Site 2 is accessed via Normanby Road, with a
shared lobby with the commercial uses on the upper levels. Another smaller residential
component is accessed via Munro Street.
There are retail uses along Normanby Road and Munro Street, as well as along the site’s
north eastern boundary with a shared pedestrian / cycle path providing access between
Normanby Road and Munro Street.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 24
The bicycle storage area is located towards Munro Street, with direct access via the eastern
laneway. The storage area also has access into the ground level car park access, adjacent to
the loading bay area.
It is noted that there is no access from the Munro Street lobby into the bicycle parking area.
This would mean residents living in these units would be required to exit the site, walk along
Munro Street and then re-enter at the eastern end, which is undesirable. Consideration
should be given to providing direct access from the lobby to the adjacent bicycle parking
area.
9.1.4 Site 3
Access to the residential component of Site 3 is via the western laneway, towards the
Normanby Road end. Retail access is provided along Normanby Road and the northern
section of the western laneway.
The western laneway provides access for pedestrians and cyclists between Munro Street and
Normanby Road as well as access for the retail uses for the subject development and the
adjacent Site 2 development.
Access to the bicycle storage area is either from the laneway, via the lobby, from Munro
Street via the car park, or from Normanby Road via the exclusive cycle link.
The proposed layout is considered satisfactory and no further mitigating works have been
proposed for Site 3.
9.1.5 Site 4
Site 4 is located on Montague Street, with the development site extending between Munro
Street and Normanby Road. The residential lobby has access via Normanby Road and
Montague Street. Munro Street provides access to some retail and commercial uses. Breaks
are provided in the landscaping along Montague Street to allow convenient pedestrian
access from the north and south.
Bicycle parking is provided on the ground floor, as well as floors 1-4, adjacent to the car
park. The ground level bicycle parking area has direct access to Normanby Road, along the
south site boundary. The bicycle parking on levels 1-4 are located within the car park,
however have direct access to a lift enabling access to the ground floor, adjacent to
Montague Street.
The proposed layout is considered satisfactory and no further mitigating works have been
proposed for Site 4.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 25
9.1.6 Site 5
Site 5 is located on Montague Street, with the development site extending between
Normanby Road and Woodgate Street. There are two residential lobbies, located off
Woodgate Street and the other off Normanby Road. Retail and commercial areas are located
along Normanby Road, as well as along the pedestrian link between the two access roads.
The pedestrian link provides connectivity between Woodgate Street and Normanby Road
for pedestrians and cyclists, with both bicycle storage areas having direct access to the link.
The provision of street trees along the link would ensure low speed bicycle speeds are
maintained.
The proposed layout is considered satisfactory and no further mitigating works have been
proposed for Site 5.
9.1.7 Site 6
The residential component for Site 6 has access via Normanby Road, as well as the retail
component. Woodgate Street provides access to the car park, as well as the commercial uses
across the ground floor and levels 1 to 4.
The ground floor bicycle storage has direct access onto Normanby Road as well as a link to
the residential lobby. Additional bicycle facilities are located across levels 1 to 4, with clear
access to ramps and lifts, enabling access to the ground level.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 26
9.2 Pedestrian and Cyclist – On Road Provisions
The existing development blocks, on both sides of Montague Street, are generally
considered single building developments with minimal opportunity for pedestrian and
cyclist permeability between Munro Street and Normanby Road, or from Normanby Road
to Woodgate Street.
With the proposed development, pedestrian and cyclist links have been proposed enabling
greater connectivity along the road network with pedestrian/cyclist laneways providing
access between Normanby Road and Munro Street. Combined with greater retail uses along
the frontages, the roads will have a more activated frontage and higher amenity for walking
and cycling.
It is also proposed to provide wider pedestrian footpaths along the adjacent road network,
providing higher pedestrian capacity as well as significant improvements to amenity. The
narrow asphalt footpath on Normanby Road, and the Lilydale topping along Munro Street
are to be replaced with paving. This would provide improved access and safety for
pedestrians.
There are currently no footpaths along Woodgate Street, and with the introduction of the
development, it is proposed to provide a footpath adjacent to the proposed development
Sites 5 and 6. This would provide improved safety and amenity for pedestrians. However,
it is important that this path is linked to Montague, noting that the path along the existing
adjacent site is outside of scope of this development.
With the provision of signalised intersections at Munro Street / Montague Street and
Normanby Road / Montague Street, there are signalised pedestrian crossings across
Montague Street, which enables safe access across the arterial road. As such, no additional
pedestrian crossing facilities are required.
The overall pedestrian plan provides significantly improved safety and amenity for
pedestrians and improved connectivity and permeability between Normanby Road and
Munro Street.
As a part of the Montague Street Precinct Structure Plan, it is proposed to introduce bicycle
lanes along Normanby Road, providing improved cycle connectivity through South
Melbourne. The proposed development is sympathetic to the proposed cycle plan, with
most of the development sites providing bicycle facilities well above the statutory
requirements. Also, the shared path connections between Munro Street and Normanby Road
provide good connectivity for cyclists through the development sites.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 27
9.3 Public Transport Facilities and Integration
A review of the public transport facilities in close proximity to the site was undertaken to
determine whether there are any opportunities for improved integration or connectivity to
services.
Figure 10.3.1 shows the location of the nearby services.
FIGURE 10.3.1: NEARBY PUBLIC TRANSPORT INFRASTRUCTURE AND
SUGGESTED CHANGES
There are 4 bus stops in close proximity to the site. The two stops adjacent to the intersection
of Montague Street and Normanby Road are well located as they are near the signalised
intersection, however offset sufficiently to be clear of through traffic. Both stops have bus
shelters. The stops are also well positioned with regard to the proposed developments.
To the south west, there is a bus stop near the intersection of Johnson Street and Normanby
Road, as well as another westbound stop near the intersection of Boundary Street. Both of
the bus stops should be shifted east towards the boundary of Site 0 to be closer to the
developments overall. This would increase the likelihood of residents and staff of the
proposed developments utilising public transport.
Further to the south east, the Montague Street light rail stop is located off Woodgate Street.
Some additional signage would be required to ensure residents and staff of the proposed
developments are aware of the stop location. Pedestrian access to the light rail stop is
appropriate with pedestrian phases in operation at the Normanby Road / Montague Street
intersection.
Proposed Mixed Use Development
Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 28
10. SUMMARY AND CONCLUSIONS
The proposed developments at 238-272 and 203-217 Normanby Road, South Melbourne are
considered satisfactory from a traffic and parking perspective and the key findings have
been summarised below :-
The development plans indicates an on-site parking provision of 825 spaces, which
is below the maximum number of spaces permitted for the development as outlined
by Schedule 1 of the Parking Overlay limitation policy (maximum of 2,119 spaces);
The proposed developments requires the provision of 8 motorcycle spaces. Seven
spaces have been provided which is considered satisfactory;
The proposed developments combined are expected to generate 166 vehicles per
hour during the peak hours. This level of traffic has a minimum adverse impact on
the surrounding road network;
The site access, parking and circulation arrangements have been designed
appropriately for vehicular movements throughout the development sites;
The developments combined provide 1,299 bicycle spaces, which exceeds the
statutory requirement of 666 spaces;
Loading provisions for the proposed developments are considered satisfactory;
The proposed bicycle and pedestrian facilities are considered satisfactory however
the following improvements are suggested to improve safety, accessibility and
amenity :-
o Site 2: provide direct access from the Munro Street lobby to the Munro Street
bicycle storage area.
There are no traffic or parking grounds which should warrant refusal of the sought Planning
Permit.
TTM Consulting (Vic) Pty. Ltd.
Sachin Prasad
Principal Consultant
APPENDIX A
SITE LAYOUT
Site: Montague-Normanby PM Peak New Site Signals - Fixed Time
EXISTING INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Normanby PM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3609
Light Vehicles (LV): 3416
Heavy Vehicles (HV): 193
Pedestrians: 200
MOVEMENT SUMMARY
Site: Montague-Normanby PM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 226 7.0 0.563 50.2 LOS D 19.5 144.4 0.88 0.81 32.8
2 T1 378 7.0 0.563 47.1 LOS D 19.5 144.4 0.89 0.78 33.6
3 R2 352 0.0 1.208 289.6 LOS F 54.8 383.7 1.00 1.42 10.4
Approach 956 4.4 1.208 137.0 LOS F 54.8 383.7 0.93 1.02 18.4
East: Normanby Rd
4 L2 373 7.0 1.198 296.9 LOS F 75.0 556.9 1.00 1.51 10.2
5 T1 422 7.0 1.198 316.2 LOS F 75.0 556.9 1.00 1.66 9.7
6 R2 154 7.0 0.815 83.2 LOS F 11.9 88.4 1.00 0.89 25.1
Approach 948 7.0 1.198 270.8 LOS F 75.0 556.9 1.00 1.47 11.0
North: Montague St
7 L2 29 7.0 1.233 297.7 LOS F 108.3 803.4 1.00 1.94 10.4
8 T1 1288 7.0 1.233 292.0 LOS F 108.3 803.4 1.00 1.95 10.4
9 R2 38 7.0 0.086 29.1 LOS C 1.4 10.5 0.73 0.70 40.2
Approach 1356 7.0 1.233 284.8 LOS F 108.3 803.4 0.99 1.92 10.6
West: Normanby Rd
10 L2 74 0.0 0.082 27.1 LOS C 2.8 19.6 0.56 0.70 40.7
11 T1 246 0.0 0.231 45.0 LOS D 6.9 48.4 0.82 0.66 34.6
12 R2 219 0.0 1.182 267.0 LOS F 32.3 226.0 1.00 1.37 11.1
Approach 539 0.0 1.182 132.8 LOS F 32.3 226.0 0.86 0.96 18.9
All Vehicles 3799 5.4 1.233 222.6 LOS F 108.3 803.4 0.96 1.44 12.9
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 49.7 LOS E 0.2 0.2 0.82 0.82
P2 East Full Crossing 53 48.1 LOS E 0.2 0.2 0.80 0.80
P3 North Full Crossing 53 52.2 LOS E 0.2 0.2 0.84 0.84
P4 West Full Crossing 53 50.5 LOS E 0.2 0.2 0.82 0.82
All Pedestrians 211 50.1 LOS E 0.82 0.82
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Normanby PM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3649
Light Vehicles (LV): 3454
Heavy Vehicles (HV): 195
Pedestrians: 200
MOVEMENT SUMMARY
Site: Montague-Normanby PM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 226 7.0 0.564 50.2 LOS D 19.5 144.4 0.88 0.81 32.8
2 T1 378 7.0 0.564 47.1 LOS D 19.5 144.4 0.89 0.78 33.6
3 R2 352 0.0 1.208 289.6 LOS F 54.8 383.7 1.00 1.42 10.4
Approach 956 4.4 1.208 137.0 LOS F 54.8 383.7 0.93 1.02 18.4
East: Normanby Rd
4 L2 373 7.0 1.197 295.0 LOS F 75.8 562.4 1.00 1.51 10.3
5 T1 433 7.0 1.197 314.4 LOS F 75.8 562.4 1.00 1.66 9.8
6 R2 154 7.0 0.869 88.3 LOS F 12.4 91.9 1.00 0.94 24.3
Approach 959 7.0 1.197 270.6 LOS F 75.8 562.4 1.00 1.48 11.0
North: Montague St
7 L2 29 7.0 1.233 297.7 LOS F 108.3 803.4 1.00 1.94 10.4
8 T1 1288 7.0 1.233 292.0 LOS F 108.3 803.4 1.00 1.95 10.4
9 R2 48 7.0 0.110 29.4 LOS C 1.8 13.5 0.74 0.71 40.1
Approach 1366 7.0 1.233 282.8 LOS F 108.3 803.4 0.99 1.91 10.7
West: Normanby Rd
10 L2 84 0.0 0.092 26.7 LOS C 3.2 22.3 0.56 0.70 40.9
11 T1 257 0.0 0.235 44.3 LOS D 7.2 50.1 0.81 0.66 34.9
12 R2 219 0.0 1.238 313.9 LOS F 35.4 247.7 1.00 1.45 9.7
Approach 560 0.0 1.238 147.1 LOS F 35.4 247.7 0.85 0.98 17.6
All Vehicles 3841 5.3 1.238 223.7 LOS F 108.3 803.4 0.96 1.45 12.9
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 48.9 LOS E 0.2 0.2 0.81 0.81
P2 East Full Crossing 53 48.1 LOS E 0.2 0.2 0.80 0.80
P3 North Full Crossing 53 51.4 LOS E 0.2 0.2 0.83 0.83
P4 West Full Crossing 53 50.5 LOS E 0.2 0.2 0.82 0.82
All Pedestrians 211 49.7 LOS E 0.82 0.82
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SITE LAYOUT
Site: Montague-Normanby AM Peak New Site Signals - Fixed Time
EXISTING INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Normanby AM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3932
Light Vehicles (LV): 3713
Heavy Vehicles (HV): 219
Pedestrians: 200
EXISTING MOVEMENT SUMMARY
Site: Montague-Normanby AM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 354 7.0 0.595 46.0 LOS D 22.9 169.9 0.86 0.83 33.7
2 T1 408 7.0 0.595 44.0 LOS D 22.9 169.9 0.89 0.78 34.8
3 R2 416 0.0 1.286 359.8 LOS F 73.0 511.1 1.00 1.54 8.7
Approach 1178 4.5 1.286 156.1 LOS F 73.0 511.1 0.92 1.06 16.8
East: Normanby Rd
4 L2 342 7.0 1.290 380.3 LOS F 82.1 609.1 1.00 1.68 8.3
5 T1 453 7.0 1.290 392.7 LOS F 82.1 609.1 1.00 1.84 8.1
6 R2 83 7.0 0.881 94.4 LOS F 6.9 50.8 1.00 0.95 23.3
Approach 878 7.0 1.290 359.6 LOS F 82.1 609.1 1.00 1.69 8.7
North: Montague St
7 L2 78 7.0 1.293 348.9 LOS F 144.3 1070.6 1.00 2.08 9.0
8 T1 1529 7.0 1.293 343.3 LOS F 144.3 1070.6 1.00 2.10 9.1
9 R2 47 7.0 0.104 26.9 LOS C 1.5 11.2 0.74 0.71 41.2
Approach 1655 7.0 1.293 334.5 LOS F 144.3 1070.6 0.99 2.06 9.3
West: Normanby Rd
10 L2 25 0.0 0.028 25.9 LOS C 0.9 6.4 0.54 0.67 41.3
11 T1 276 0.0 0.279 48.0 LOS D 8.0 56.3 0.85 0.69 33.7
12 R2 127 0.0 1.286 354.4 LOS F 22.0 154.3 1.00 1.49 8.8
Approach 428 0.0 1.286 137.8 LOS F 22.0 154.3 0.87 0.93 18.4
All Vehicles 4139 5.6 1.293 268.7 LOS F 144.3 1070.6 0.96 1.58 11.1
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 52.2 LOS E 0.2 0.2 0.84 0.84
P2 East Full Crossing 53 42.7 LOS E 0.2 0.2 0.75 0.75
P3 North Full Crossing 53 54.7 LOS E 0.2 0.2 0.86 0.86
P4 West Full Crossing 53 45.0 LOS E 0.2 0.2 0.78 0.78
All Pedestrians 211 48.6 LOS E 0.81 0.81
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
PROPOSED INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Normanby AM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3972
Light Vehicles (LV): 3752
Heavy Vehicles (HV): 220
Pedestrians: 200
PROPOSED MOVEMENT SUMMARY
Site: Montague-Normanby AM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 354 7.0 0.684 45.8 LOS D 28.5 211.3 0.89 0.84 34.1
2 T1 408 7.0 0.684 42.1 LOS D 28.5 211.3 0.86 0.76 35.2
3 R2 416 0.0 1.315 387.4 LOS F 75.8 530.4 1.00 1.58 8.1
Approach 1178 4.5 1.315 165.1 LOS F 75.8 530.4 0.92 1.07 16.1
East: Normanby Rd
4 L2 342 7.0 1.278 370.0 LOS F 81.4 604.2 1.00 1.67 8.5
5 T1 460 7.0 1.278 382.2 LOS F 81.4 604.2 1.00 1.82 8.3
6 R2 83 7.0 0.881 94.4 LOS F 6.9 50.8 1.00 0.95 23.3
Approach 885 7.0 1.278 350.4 LOS F 81.4 604.2 1.00 1.68 8.9
North: Montague St
7 L2 78 7.0 1.320 372.8 LOS F 149.0 1105.4 1.00 2.14 8.5
8 T1 1529 7.0 1.320 367.2 LOS F 149.0 1105.4 1.00 2.17 8.6
9 R2 55 7.0 0.116 25.7 LOS C 1.8 13.3 0.71 0.71 41.8
Approach 1662 7.0 1.320 356.2 LOS F 149.0 1105.4 0.99 2.12 8.8
West: Normanby Rd
10 L2 39 0.0 0.042 25.5 LOS C 1.4 9.9 0.53 0.68 41.5
11 T1 289 0.0 0.285 47.3 LOS D 8.4 58.8 0.84 0.69 33.9
12 R2 127 0.0 1.286 354.4 LOS F 22.0 154.3 1.00 1.49 8.8
Approach 456 0.0 1.286 131.3 LOS F 22.0 154.3 0.86 0.91 19.0
All Vehicles 4181 5.5 1.320 276.6 LOS F 149.0 1105.4 0.96 1.60 10.9
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 51.4 LOS E 0.2 0.2 0.83 0.83
P2 East Full Crossing 53 43.4 LOS E 0.2 0.2 0.76 0.76
P3 North Full Crossing 53 53.9 LOS E 0.2 0.2 0.85 0.85
P4 West Full Crossing 53 45.7 LOS E 0.2 0.2 0.78 0.78
All Pedestrians 211 48.6 LOS E 0.81 0.81
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SITE LAYOUT
Site: Montague-Munro PM Peak New Site Signals - Fixed Time
EXISTING INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Munro PM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3734
Light Vehicles (LV): 3634
Heavy Vehicles (HV): 100
Pedestrians: 200
EXISTING MOVEMENT SUMMARY
Site: Montague-Munro PM Peak New Site Signals - Fixed Time Cycle Time = 110 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 4 7.0 0.886 58.6 LOS E 27.2 201.7 1.00 1.05 31.5
2 T1 1347 7.0 0.886 53.0 LOS D 27.2 201.8 1.00 1.05 32.1
Approach 1352 7.0 0.886 53.0 LOS D 27.2 201.8 1.00 1.05 32.1
East: Munro St
4 L2 44 7.0 0.132 41.3 LOS D 2.4 17.6 0.82 0.72 35.5
5 T1 12 7.0 0.132 35.7 LOS D 2.4 17.6 0.82 0.72 36.2
6 R2 95 7.0 0.324 34.1 LOS C 3.7 27.8 0.79 0.73 38.1
Approach 151 7.0 0.324 36.3 LOS D 3.7 27.8 0.80 0.72 37.2
North: Montague St
7 L2 64 0.0 0.053 12.7 LOS B 1.2 8.4 0.38 0.66 48.6
8 T1 1306 0.0 0.416 16.1 LOS B 13.8 96.3 0.64 0.56 47.4
9 R2 338 0.0 0.870 60.8 LOS E 20.1 140.9 1.00 0.96 29.7
Approach 1708 0.0 0.870 24.9 LOS C 20.1 140.9 0.70 0.65 42.4
West: Munro St
10 L2 697 0.0 0.768 29.0 LOS C 29.7 207.9 0.86 0.86 39.9
11 T1 23 0.0 0.050 34.7 LOS C 1.0 6.7 0.80 0.58 38.4
Approach 720 0.0 0.768 29.2 LOS C 29.7 207.9 0.86 0.85 39.8
All Vehicles 3931 2.7 0.886 35.8 LOS D 29.7 207.9 0.84 0.83 37.6
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 45.6 LOS E 0.1 0.1 0.91 0.91
P2 East Full Crossing 53 15.3 LOS B 0.1 0.1 0.53 0.53
P3 North Full Crossing 53 50.2 LOS E 0.2 0.2 0.96 0.96
P4 West Full Crossing 53 34.5 LOS D 0.1 0.1 0.79 0.79
All Pedestrians 211 36.4 LOS D 0.80 0.80
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
PROPOSED INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Munro PM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3780
Light Vehicles (LV): 3680
Heavy Vehicles (HV): 100
Pedestrians: 200
PROPOSED MOVEMENT SUMMARY
Site: Montague-Munro PM Peak New Site Signals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 4 7.0 0.879 60.9 LOS E 28.9 214.3 1.00 1.03 30.9
2 T1 1347 7.0 0.879 55.3 LOS E 28.9 214.4 1.00 1.03 31.4
Approach 1352 7.0 0.879 55.3 LOS E 28.9 214.4 1.00 1.03 31.4
East: Munro St
4 L2 44 7.0 0.139 45.7 LOS D 2.6 19.4 0.84 0.72 34.1
5 T1 12 7.0 0.139 40.1 LOS D 2.6 19.4 0.84 0.72 34.7
6 R2 95 7.0 0.374 39.9 LOS D 4.3 32.0 0.81 0.73 36.0
Approach 151 7.0 0.374 41.6 LOS D 4.3 32.0 0.82 0.73 35.3
North: Montague St
7 L2 64 0.0 0.051 12.4 LOS B 1.2 8.6 0.35 0.65 48.7
8 T1 1306 0.0 0.388 14.7 LOS B 13.7 95.8 0.59 0.52 48.3
9 R2 363 0.0 0.862 60.2 LOS E 22.5 157.6 0.99 0.95 29.9
Approach 1734 0.0 0.862 24.2 LOS C 22.5 157.6 0.66 0.61 42.8
West: Munro St
10 L2 720 0.0 0.756 29.1 LOS C 32.3 226.3 0.84 0.86 39.9
11 T1 23 0.0 0.053 38.9 LOS D 1.1 7.4 0.81 0.59 36.8
Approach 743 0.0 0.756 29.4 LOS C 32.3 226.3 0.84 0.85 39.8
All Vehicles 3979 2.6 0.879 36.4 LOS D 32.3 226.3 0.82 0.80 37.4
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 49.6 LOS E 0.2 0.2 0.91 0.91
P2 East Full Crossing 53 14.0 LOS B 0.1 0.1 0.48 0.48
P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95
P4 West Full Crossing 53 36.9 LOS D 0.1 0.1 0.79 0.79
All Pedestrians 211 38.7 LOS D 0.78 0.78
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
SITE LAYOUT
Site: Montague-Munro AM Peak New Site Signals - Fixed Time
EXISTING INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Munro AM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3908
Light Vehicles (LV): 3813
Heavy Vehicles (HV): 95
Pedestrians: 200
EXISTING MOVEMENT SUMMARY
Site: Montague-Munro AM Peak New Site Signals - Fixed Time Cycle Time = 110 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 39 7.0 0.880 57.1 LOS E 27.4 203.6 1.00 1.04 31.8
2 T1 1346 7.0 0.880 51.4 LOS D 27.5 204.4 1.00 1.04 32.5
Approach 1385 7.0 0.880 51.6 LOS D 27.5 204.4 1.00 1.04 32.4
East: Munro St
4 L2 13 7.0 0.050 39.5 LOS D 0.9 6.7 0.79 0.65 36.6
5 T1 9 7.0 0.050 33.9 LOS C 0.9 6.7 0.79 0.65 37.4
6 R2 18 7.0 0.098 36.1 LOS D 0.7 5.0 0.93 0.69 37.3
Approach 40 7.0 0.098 36.7 LOS D 0.9 6.7 0.85 0.67 37.1
North: Montague St
7 L2 162 0.0 0.135 13.5 LOS B 3.3 23.1 0.41 0.68 48.0
8 T1 1639 0.0 0.526 17.4 LOS B 18.8 131.7 0.69 0.62 46.6
9 R2 335 0.0 0.901 66.0 LOS E 21.0 146.7 1.00 0.99 28.5
Approach 2136 0.0 0.901 24.8 LOS C 21.0 146.7 0.72 0.68 42.5
West: Munro St
10 L2 525 0.0 0.583 26.0 LOS C 19.5 136.3 0.75 0.81 41.3
11 T1 27 0.0 0.057 33.9 LOS C 1.1 7.8 0.80 0.58 38.7
Approach 553 0.0 0.583 26.4 LOS C 19.5 136.3 0.75 0.80 41.1
All Vehicles 4114 2.4 0.901 34.1 LOS C 27.5 204.4 0.82 0.82 38.3
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 44.6 LOS E 0.1 0.1 0.90 0.90
P2 East Full Crossing 53 15.3 LOS B 0.1 0.1 0.53 0.53
P3 North Full Crossing 53 49.3 LOS E 0.2 0.2 0.95 0.95
P4 West Full Crossing 53 33.7 LOS D 0.1 0.1 0.78 0.78
All Pedestrians 211 35.7 LOS D 0.79 0.79
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
INPUT VOLUMES Vehicles and pedestrians per 60 minutes
Site: Montague-Munro AM Peak
New Site Signals - Fixed Time
Volume Display Method: Total and %
Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles
Total Intersection Volumes (veh)
All Movement Classes: 3954
Light Vehicles (LV): 3859
Heavy Vehicles (HV): 95
Pedestrians: 200
MOVEMENT SUMMARY
Site: Montague-Munro AM Peak New Site Signals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)
Movement Performance - Vehicles
Mov ID ODMov
Demand Flows Deg. Satn Average Delay
Level of Service
95% Back of Queue Prop. Queued
Effective Stop Rate
Average Speed Total HV Vehicles Distance
veh/h % v/c sec veh m per veh km/h
South: Montague St
1 L2 39 7.0 0.875 59.8 LOS E 29.3 217.4 1.00 1.02 31.0
2 T1 1346 7.0 0.875 54.1 LOS D 29.4 218.2 1.00 1.02 31.7
Approach 1385 7.0 0.875 54.3 LOS D 29.4 218.2 1.00 1.02 31.7
East: Munro St
4 L2 13 7.0 0.054 44.7 LOS D 1.0 7.5 0.81 0.66 34.8
5 T1 9 7.0 0.054 39.0 LOS D 1.0 7.5 0.81 0.66 35.5
6 R2 18 7.0 0.121 41.8 LOS D 0.8 5.7 0.96 0.69 35.3
Approach 40 7.0 0.121 42.0 LOS D 1.0 7.5 0.88 0.67 35.2
North: Montague St
7 L2 162 0.0 0.129 12.8 LOS B 3.3 23.0 0.38 0.67 48.5
8 T1 1639 0.0 0.490 15.9 LOS B 18.7 131.1 0.64 0.57 47.5
9 R2 351 0.0 0.781 54.5 LOS D 20.2 141.4 1.00 0.89 31.3
Approach 2152 0.0 0.781 22.0 LOS C 20.2 141.4 0.68 0.63 43.9
West: Munro St
10 L2 558 0.0 0.601 26.8 LOS C 22.3 156.0 0.74 0.81 40.9
11 T1 27 0.0 0.062 39.0 LOS D 1.3 8.8 0.82 0.60 36.8
Approach 585 0.0 0.601 27.4 LOS C 22.3 156.0 0.75 0.80 40.7
All Vehicles 4162 2.4 0.875 33.7 LOS C 29.4 218.2 0.80 0.79 38.4
Level of Service (LOS) Method: Delay (HCM 2000).
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.
SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.
Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.
Movement Performance - Pedestrians
Mov ID Description
Demand Flow
Average Delay
Level of Service
Average Back of Queue
Prop. Queued
Effective Stop Rate
Pedestrian Distance
ped/h sec ped m per ped
P1 South Full Crossing 53 49.6 LOS E 0.2 0.2 0.91 0.91
P2 East Full Crossing 53 14.0 LOS B 0.1 0.1 0.48 0.48
P3 North Full Crossing 53 54.3 LOS E 0.2 0.2 0.95 0.95
P4 West Full Crossing 53 36.1 LOS D 0.1 0.1 0.78 0.78
All Pedestrians 211 38.5 LOS D 0.78 0.78
Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)
Pedestrian movement LOS values are based on average delay per pedestrian movement.
Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.
APPENDIX B
Klaus Multiparking GmbHHermann-Krum-Straße 2D-88319 Aitrach
Phone (07565) 508-0Fax (07565) 508-88
E-Mail [email protected] www.multiparking.com
Page 1
Dimensions
Car data
Page 2
Dimensions
Recess/Rail system
Page 3
Eveness/Tolerances
Function
Page 4
Electricalinstallation
Technicaldata
Page 5
To be perfor-med by thecustomer
Description
Page 1 of 5
Park
Board
PQ
| C
ode n
um
ber
586.2
3.2
30 | V
ers
ion 0
2.2
012
B LP
300
366
Vehicle length up 500
48
Running rail
Guide rail
Direction ofparking
Conduit EN 25 (M25)
Direction o
f
shifting m
ovem
ent
300
560
Conductor rail(dowelled on topedge of finishedfloor)
Conduit EN 25 (M25)
LP
Trailing cable(optionally viacontact wire)
Power pole
Current supplyCable roll conveyor
18
H
A safety clearance of 30 cm must be maintained between the front or rear bumpers of vehicles on ParkBoards and any fixed parts of the surroundings or other vehicles in accordance with DIN EN 14010. At a max. vehicle length of 500 cm, this means a length dimension of 560 cm between the columns. The length dimension of 560 cm can only then be shortened if the max. vehicle or parking place length is reduced or light barriersare used.
The operating console must be mounted in such a way that the operator can see the entire system during operation and the motion sequences can be observed and monitored.
Standard type.
Special system: maximum load for extra charge.
Clear height according to localrequirements.
Standard passenger cars:Limousine, station wagon, SUV, van, according to specifications in the table and maximal surface load.
Type
PQ-210
PQ-220
PQ-236
PQ-248
PQ-258
PQ-268
PQ-278
PQ-288
LP
182
192
208
220
230
240
250
260
B
210
220
236
248
258
268
278
288
Type Car width
max. 180
max. 190
max. 206
max. 218
max. 228
max. 238
max. 248
max. 258
PQ-210
PQ-220
PQ-236
PQ-248
PQ-258
PQ-268
PQ-278
PQ-288
weight
wheel load
max. 2000 kg
max. 500 kg
Standard Special
max. 2600 kg
max. 650 kg
length max. 500 max. 500
Tolerances for the evenness of thecarriageway must be strictly compliedwith in accordance with DIN (= GermanIndustrial Standard) No. 18202, chart 3,line 3.
Top edge finished floor:
Suitable for
Design with:– power supply via busbar– power supply via trailing cable
Power supply via busbar on the ground
Power supply via trailing cables on the ceiling
Notes
Standard passenger cars are vehicleswithout any sports options such as spoilers, low-profile tyres etc.
Optionally with overhead collector wire.
Conduit with taut wire to control box (is entered in the layout plan by Klaus Multiparking)
2000 kg / 2600 kg
PRODUCT DATA
crosswise shifting
All space requirements are minimum finished dimensions.
Tolerances for space requirements .Dimensions in cm.
+30
Dimensions
ParkBoard PQ | Code number 586.23.230 | Version 02.2012
Page 1
Dimensions
Car data
Page 2
Dimensions
Recess/Rail system
Page 3
Eveness/Tolerances
Function
Page 4
Electricalinstallation
Technicaldata
Page 5
To be perfor-med by thecustomer
Description
Page 2 of 5
Recess/Rail system
Dimensions
A
Vehicle
366
300E E
D D
C
Warning light
Positioningaid
Direction ofparking
C
9D
H
560
530
< 530
500
500
< 500
A Vehicle
30
15
15
97
82
< 82
C D
130
115
< 115
E
Parking space and ParkBoard conform to German regulations and DIN EN 14010
Where the unit is equipped with ligth barriers, parking space and pallet also conformto the above
Light barrier is essential. Parking space does not conform to German regulations.Note that length of vehicle is restricted!
Please note the following on parking space
acc. to localrequirements
acc. to localrequirements
acc. to localrequirements
DH
Running rail Guide railtop edge of
finished floor
Direction of parking
130 130300
1,5
10
6
1,5
400 400
Floor pavement
Running railGuide rail
top edge offinished floor
Direction of parking
130 130300
1,5
10
6
1,5
Dependent upon the structural conditions of the garage, several different options are available for installation of the rails.
Rail load by moving traffic load:– For surface load 2000 kg: 6,5 kN per wheel – For surface load 2600 kg: 8 kN per wheel
Laying on strip foundation
Laying on finished floor
Tolerances for the evenness of the carriageway must be strictly complied with in accordance with DIN (= German Industrial Standard)No. 18202, chart 3, line 3. No expansion joints are permitted within the area of the rail system.
We do not recommend mastic asphalt.
ParkBoard PQ | Code number 586.23.230 | Version 02.2012
Page 1
Dimensions
Car data
Page 2
Dimensions
Recess/Rail system
Page 3
Eveness/Tolerances
Function
Page 4
Electricalinstallation
Technicaldata
Page 5
To be perfor-med by thecustomer
Description
Page 3 of 5
Function
Evenness and Tolerances (abstract from DIN 18 202, table 3)
Dependent upon the size of the parking system, the desired parking space is selected either via operating panel or push buttons.The carriageway will then automatically be opened towards the selected parking space. During the shifting process flashing warninglights will come up. The control system is set in such a way that a selected mechanical parking space may always be driven onto sothat the driverʼs door may readily be opened into the carriageway made available (see parking process No. 1 and 2).
Parking process no. 1
For entering parking space No. 19, row 1,driver selects parking space No. 19.Row 1 shifts in such a way that the ParkBoard can comfortably be parked onand the driver may get out of the vehicle.
Parking process no. 2
In order to park on parking space 12, row 2, driver selects space No. 12 on operating panel. Rows 1 and 2 will shift in such a way that the ParkBoard may comfortably be parked on.
Parking process no. 3
For parking on stationary parking spaceNo. 2, driver selects parking space No. 2.Rows 1 and 2 will then open carriagewayto space 2 so that moving into and out ofthe garage can readily be effected.
1 2 3 4 5 6 7 8
9 10 11 12 13 14
2018171615
Stationary parking spaces
Row
2
Row
1
19
1 2 3 4 5 6 7 8
9 10 11
12
13 14
2018171615
Stationary parking spaces
Row
2
Row
119
1 2 3 4 5 6 7 8
9 10 11 13 14
2018171615
Stationary parking spaces
Row
2
Row
1
12
19
Column 2 3 4 5 61
Vertical measurement as limits in mmwith measuring points distances in m to*
0,1 1 4 10 15Line
2
Reference
5 8 12 15 20
Unfinished to surface of covers, subconcrete and subsoils for higherdemands, e.g. as foundation for cast plaster floor, industrial soils, pavingtiles and slabstone paving, compund floor paving. Finished surfaces forminor purposes, e.g. warehouses, cellar.
3 2 4 10 12 15Finished grounds, e.g. floor pavement serving as foundation for coverings.Coverings, tile coverings, PVC flooring and glued coverings.
The distance between the lower flange of the ParkBoards and the garage ground must therefore not exceed 2 cm. To adhere to the safety regulations and DIN EN 14 010 recommendations and to get the necessary even ground, the tolerances of evenness to DIN 18202, table 3, line 3, must not be exceeded. Therefore exact levelling of the ground by the client is essential.
Line 3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Distance between measuring points in m
5
10
15
20
0
Line 2
To
lera
nces i
n m
m
* = Intermediate values are to be taken out the diagram and must be rounded-off to mm
ParkBoard PQ | Code number 586.23.230 | Version 02.2012
Page 1
Dimensions
Car data
Page 2
Dimensions
Recess/Rail system
Page 3
Eveness/Tolerances
Function
Page 4
Electricalinstallation
Technicaldata
Page 5
To be perfor-med by thecustomer
Description
Page 4 of 5
Technical data
– maintenance offer/contract– declaration of conformity
Available documents
Generally, this parking system is not suited for short-time parkers(temporary parkers). Please do not hesitate to contact your localKLAUS agency for further assistance.
Range of application
Environmental conditions for the area of multiparking systems:Temperature range –10 to +40° C. Relative humidity 50% at amaximum outside temperature of +40° C.
Environmental conditions
See separate sheet regarding corrosion protection.
Corrosion protectionBall bearing of the rollers provide a low sound level.
Noise emission
Elektro-Installation
The customer must provide a supply line 5 x 2.5 mm2
(3 PH+N+PE) to the main cabinet.
The location of the main cabinet and control panel are specifiedin the layout plans provided by Klaus Multiparking.
Provide conduits EN 25 (M25) with taut wire to the contact line atthe floor (only for PQ with busbar on ground).
After selecting the individual parking spaces on the control panelthey are provided automatically.
For smaller systems with up to 4 ParkBoards in a row selection is made via one control unit per ParkBoard in jog mode (hold-to-run).Warning: Only possible with trailing cable or contact line fromabove.
Warning signals are installed within the shifting area of the ParkBoards. They start flashing as soon as the system starts.
Electrical supply / Control system
Safety bars on the side are installed as safeguard to avoid crushing injuries when shifting the ParkBoards.
An 0.15 kW motor is used as drive.
Drive / Safety
The shifting speed of the ParkBoards is 0.2 m/s (12 m/min),according to DIN EN 14 010.
Palettenkonstruktion
By locking the motor brake the pallets can be shifted manually.
Emergency operation / Power failure
Pallet design
ParkBoard PQ | Code number 586.23.230 | Version 02.2012
Seite 2
Maßtabelle
Ausspa-rung/Schienen-
Page 1
Dimensions
Car data
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Dimensions
Recess/Rail system
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Eveness/Tolerances
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Electricalinstallation
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To be perfor-med by thecustomer
Description
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Description
We reserve the right to change this specification without further notice
Multiparking system for parking one vehicle on one ParkBoard.
Dimensions are in accordance with the respective underlying height and width dimensions.
Transversely movable ParkBoards are normally installed in frontof a row of stationary parking spaces.
They can be shifted sideways in a way that the parking spaces located behind them can always be easily accessed.
For parking on the ParkBoards the ParkBoards must also be moved sideways. This creates sufficient space for opening driver's door, facilitating convenient getting in and out of the vehicle.
ParkBoards Type Automatic can be arranged in several rows, one behind the other.
ParkBoards Type Manual can be arranged in a one row arrangement up to 4 ParkBoards
Positioning of the car on the ParkBoard using a positioning aid.
General description
– See page 1 to 3– Height in the driving area is approx. 9 cm above finished floor – Height of the side members is approx. 17 cm
Dimensions oft the ParkBoards
General: – Control box– Operating device– Limit switches for positioning– Flashing warning lights– Power supply vial busbars on the ground
Optional power supply via:– Flat-/trailing cables– Running rails fixed under the ceiling– Cable trailers – Optionally at additional charge:
contact wire fixed under the ceiling
Electrical equipment consisting of:
General: – While shifting the ParkBoards, a warning signal flashes– Safety bars on the side are installed as safeguard to avoid
crushing injuries when shifting the ParkBoards– Electric wiring is made from the electric cabinet by the
manufacturer
Operation ParkBoard Type Automatic: – The parking pallets are operated via centrally located
control panel– Once the desired parking space has been selected, the
ParkBoards are shifted automatically
Operation ParkBoards Type Manual: – The ParkBoards are operated via push-buttons
(hold-to-run device)
Control system
The Klaus company reserves the right in the course of technical progress to use newer or other technologies, systems, processes, procedures or standards in the fulfillment of their obligations other than those originally offered provided the customer derives no disadvantage from their so doing.
To be performed by the customer
Consecutive numbering of stationary parking spaces and crosswise shifting ParkBoards.
Numbering of parking spaces
Any required lighting, ventilation, fire extinguishing and fire alarmsystems as well as clarification and compliance with the relevantregulatory requirements.
Building services
Power supply: three phase 400 V/50 Hz with neutral and ground wire (other voltage network, voltage or frequency are possible after the technical checking by us).
Main fuse: 3 x fuse 16 A (slow) or circuit breaker 3 x 16 A (trigger characteristicK or C).
Supply line 5 x 2.5 mm2 to the main cabinet, depending on line layout, line length or system size a larger cross sections may be required. DIN VDE 0100 and other relevant local standards mustbe observed.
The supply line to the main cabinet must be provided by the customer during installation. The functionality can be monitored on site by our fitters together with the electrician. If this cannot be done during installation for some reason for which the customer is responsible, the customer must commission an electrician at their own expense and risk.
Electrical supply to the control box
– Costs for final technical approval by an authorized body– Main switch
If the following are not included in the quotation, they will also have to be provided / paid for by the customer:
Flooring structure in accordance with our instructions, please seepage 2 and 3 (recesses, rail systems).
Recesses, tolerances for the evenness of the driving lane mustadhere to DIN 18202, sheet 3, line 3.
Stuffing of rail system with cement floor for the whole length.
Bringing in of floor pavement.
Cable duct M25 with taut wire from electric cabinet to rails(only for PQ with busbar on ground).
Floor / Rails
One lockable main switch coresponding to EN 60204-1, 5.3.2 a),b) or c) and 10.7.4 mounted in the supply line per main cabinet.The main switch is to be mounted directly next to the main cabinet.
Main switch
– Side members– Platform base sections (cover plates)– Low-noise running and guide rollers running on ball bearings– Access plate – Positioning aid– Various small parts, etc.
ParkBoard consisting of:
Rack-and-pinion drive with electric motor.
Drive consisting of:
– Two rails mounted to the floor
– The rails protrude approx. 15 mm above finished floor
– The rail located on the entrance side is used as guide rail and ensures safe moving of the ParkBoards
Rail system consisting of: