Proposed Office Development - City of Monash · 2020-02-24 · On-site car parking is proposed to...

Prepared by: GTA Consultants (VIC) Pty Ltd for Wise Management Pty Ltd

on 13/02/2020

Reference: V184180

Issue #: B

Proposed Office Development 2-4 Kingsway, Glen Waverley

Transport Impact Assessment

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A R

ep

ort

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IC)

Melbourne | Sydney | Brisbane

Adelaide | Perth

Proposed Office Development 2-4 Kingsway, Glen Waverley

Transport Impact Assessment

Client: Wise Management Pty Ltd

on 13/02/2020

Reference: V184180

Issue #: B

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 19/12/19 Final David Graham - David Graham DG

B 13/02/20 Response to

RFI David Graham - David Graham

V184180 // 13/02/20

Transport Impact Assessment // Issue: B

Proposed Office Development, 2-4 Kingsway, Glen Waverley

CONTENTS 1. Introduction 1

1.1. Background & Proposal 1

1.2. Purpose & Structure of this Report 1

1.3. References 1

2. Existing Conditions 2

2.1. Location 2

2.2. Road Network 3

2.3. Public Transport Network 5

2.4. Active Travel Network 5

3. Bicycle Parking & Associated Facilities 6

3.1. Statutory Requirements 6

3.2. Adequacy of Bicycle Parking/Facilities Provision 6

3.3. Bicycle Parking Layout & Access 6

4. Loading & Waste Collection 8

4.1. Statutory Requirement 8

4.2. Loading Demand 8

4.3. Proposed Loading Arrangements 8

4.4. Waste Collection 8

5. Car Parking 9

5.1. Statutory Car Parking Requirements 9

5.2. Car Parking Demand Assessment 9

5.3. Adequacy of Parking Provision 10

5.4. Layout & Access 12

6. Traffic Impact 14

6.1. Traffic Generation 14

6.2. Traffic Distribution and Assignment 14

6.3. Traffic Impact 14

6.4. Car Parking System Queuing 15

7. Conclusion 16

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Proposed Office Development, 2-4 Kingsway, Glen Waverley

Appendices

A. Swept Path Assessment

Figures

Figure 2.1: Subject Site and its Environs 2

Figure 2.2: Land Zoning 3

Figure 2.3: Kingsway (Looking North) 3

Figure 2.4: Kingsway (Looking South) 3

Figure 2.5: O’Sullivan Road (Looking East) 4

Figure 2.6: O’Sullivan Road (Looking West) 4

Figure 2.7: Rear Laneway (Looking North) 4

Figure 2.8: Rear Laneway (Looking South) 4

Figure 2.9: Public Transport Map 5

Tables

Table 1.1: Development Summary 1

Table 3.1: Statutory Requirement for Bicycle Facilities 6

Table 5.1: Statutory Car Parking Requirements 9

INTRODUCTION

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Proposed Office Development, 2-4 Kingsway, Glen Waverley 1

1. INTRODUCTION

1.1. Background & Proposal

Planning approval is currently being sought for a proposed office and retail development on land located

at 2-4 Kingsway, Glen Waverley. The proposal includes the construction of a six-storey building, which

will include five levels of offices above ground floor retail tenancies, as summarised in Table 1.1.

Table 1.1: Development Summary

Land Use Classification Size / No.

Office 1,662.8sqm

Retail 182.9sqm (2 tenancies)

On-site car parking is proposed to be provided within an automatic car parking system in the

basement, which will have a capacity for 30 vehicles. All on-site car parking will be for employees only.

Access will be via the rear laneway, with separate entry and exit cabins to the parking system. Two

waiting bays will be provided on-site for vehicles waiting to enter the system.

It is also proposed to provide 9 on-site bicycle parking spaces, including 7 employee spaces within a

dedicated bicycle parking room and 2 visitor spaces.

Pedestrian access to one retail tenancy will be available from Kingsway and/or O’Sullivan Road.

Pedestrian access to the other retail tenancy, and to the office lobby with stairs and a lift to all office

levels, will be available from O’Sullivan Road.

1.2. Purpose & Structure of this Report

The report sets out an assessment of the transport impacts of the proposed development, including

consideration of:

1. The adequacy of the proposed bicycle parking and change room/shower provision in terms of

supply (quantum) and layout.

2. The adequacy of the proposed loading provision and waste bin collection arrangements.

3. The adequacy of the proposed on-site car parking provision.

4. The operation and adequacy of the proposed automatic car parking system.

5. The acceptability of the transport impacts of the proposed development.

1.3. References

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

• Monash planning scheme

• Plans for the proposed development prepared by rothe lowman

• Australian standard / new zealand standard, parking facilities (as2890)

• An inspection of the site and its surrounds

• Other documents as nominated.

EXISTING CONDITIONS

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2. EXISTING CONDITIONS

2.1. Location

The subject site (‘the site’) is located at 2-4 Kingsway in Glen Waverley.

The site of approximately 473m2 has frontages of 9.3m to Kingsway and the rear laneway, and 33.5m to

O’Sullivan Road. The site is located within a Commercial 1 Zone (C1Z) and is occupied by a two-storey

building which is currently vacant but was previously tenanted by a bank.

The surrounding properties include a mix of mostly retail land uses, with The Glen Shopping Centre

located immediately to the north of the site, and Glen Waverley Secondary College to the northwest of

the site.

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

in Figure 2.2.

Figure 2.1: Subject Site and its Environs

Subject Site

EXISTING CONDITIONS

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Figure 2.2: Land Zoning

2.2. Road Network

2.2.1. Nearby or Adjoining Roads

Kingsway

Kingsway functions as a collector road, under the management of Monash City Council. It is a two-way

road aligned in a north-south direction and configured with divided carriageways with two through lanes

in each direction and turning lanes at intersections. Parallel parking spaces are indented off the

carriageway on both sides of the road. Kingsway is shown in Figure 2.3 and Figure 2.4.

Figure 2.3: Kingsway (Looking North) Figure 2.4: Kingsway (Looking South)

O’Sullivan Road

O’Sullivan Road functions as a local road. Adjacent to the site it is a one-way road (westbound) aligned

in an east-west direction and configured with a one through lane. Parallel parking spaces are indented

off the carriageway on the north side of the road. O’Sullivan Road is shown in Figure 2.5 and Figure

2.6.

Subject Site

EXISTING CONDITIONS

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Figure 2.5: O’Sullivan Road (Looking East) Figure 2.6: O’Sullivan Road (Looking West)

Rear Laneway

The unnamed laneway at the rear of the site is aligned in a north-south direction and configured with a

one through lane. It was previously signed for one-way (northbound) operation only, but there is no

signage currently restricting movements to one-way. There are bollards in the laneway to the north of

Railway Parade North which restrict through vehicle movements along the laneway, however the

northern section of the laneway connects with an east-west laneway that provides connections to The

Village Walk and Springvale Road. Parking is not prohibited within the laneway. The laneway is shown

in Figure 2.7 and Figure 2.8.

Figure 2.7: Rear Laneway (Looking North) Figure 2.8: Rear Laneway (Looking South)

Other Roads

Other roads within the vicinity of the site include:

• The Village Walk

• Railway Parade North.

2.2.2. Surrounding Intersections

Key intersections in the vicinity of the site include:

• O’Sullivan Road / Rear Laneway (unsignalised T-intersection)

• Kingsway / O’Sullivan Road / Snedden Drive (unsignalised X-intersection).

EXISTING CONDITIONS

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2.3. Public Transport Network

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

Figure 2.9: Public Transport Map

As shown in Figure 2.9, the site has excellent public transport access, being located within 200m of

Glen Waverley Station and the adjacent bus interchange, which is serviced by 11 bus routes.

2.4. Active Travel Network

There are pedestrian paths on both sides of the roads in the vicinity of the site, other than the laneway

at the rear of the site.

Pedestrians can cross Kingsway at the pedestrian operated signals adjacent to the site.

Subject Site

BICYCLE PARKING &

ASSOCIATED FACILITIES

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3. BICYCLE PARKING &


3.1. Statutory Requirements

Bicycle Parking Provision

Statutory requirements for the provision of bicycle parking are set out in Clause 52.34 of the Monash

Planning Scheme. Based on this, the statutory requirements for the provision of bicycle facilities for the

development proposal are set out in Table 3.1.

Table 3.1: Statutory Requirement for Bicycle Facilities

Use Size

Statutory Rate Statutory Requirement

Employee/

Resident

Visitor/Shopper/

Student

Employee/

Resident

Visitor/Shopper/

Student

Office 1,662.8sqm 1 per 300sqm 1 per 1,000sqm 6 spaces 2 spaces

Retail 182.9sqm 1 per 300sqm 1 per 500sqm 1 space 0 spaces

Total 7 spaces 2 spaces

Table 3.1 indicates that the proposal has a statutory bicycle parking requirement of 9 bicycle spaces,

including 7 employee spaces and 2 visitor spaces.

Associated Facilities

In addition to the requirement for bicycle parking, Clause 52.34-3 of the Monash Planning Scheme

requires 1 shower for the first 5 employee bicycle parking spaces and 1 shower for each subsequent 10

employee bicycle parking spaces (if 5 or more employee bicycle parking spaces are required).

Application of the above rates to the statutory employee bicycle parking requirement of 7 bicycle spaces

indicates that the proposal also generates a statutory requirement of one change room/shower.

3.2. Adequacy of Bicycle Parking/Facilities Provision

The proposed on-site bicycle parking provision of 7 employee bicycle spaces and 2 visitor bicycle parking

spaces meets the statutory requirement for bicycle parking.

At least one shower with a change room will be provided within the office floors within the future fit-out

of the office tenancies, in accordance with the statutory requirements.

3.3. Bicycle Parking Layout & Access

The employee bicycle parking spaces are proposed to be provided within a dedicated room. Five of the

spaces will be in vertical racks at 500mm spacings, with 1.2m depth provided for each bicycle, adjacent

to a 1.5m wide aisle, in accordance with AS 2890.3:2015. The other two spaces will be in horizontal

racks. The provision of two spaces in horizontal racks exceeds the requirement in AS 2890.3:2015 of

20% of spaces being in horizontal racks.

BICYCLE PARKING &


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Access to the employee bicycle parking spaces will be from the rear laneway via the door at the rear of

the site.

The visitor spaces will be in wall mounted racks at the northwest and northeast corners of the site. They

will be directly accessible from the adjacent footpaths.

LOADING & WASTE COLLECTION

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4. LOADING & WASTE

COLLECTION

4.1. Statutory Requirement

Clause 65 of the Monash Planning Scheme states that:

“Before deciding on an application or approval of a plan, the responsible authority must consider, as

appropriate:

• The adequacy of loading and unloading facilities and any associated amenity, traffic flow and road

safety impacts”

4.2. Loading Demand

The proposed development is expected to generate moderate demand for loading associated with both

the retail and office uses.

4.3. Proposed Loading Arrangements

It is not proposed to provide any dedicated on-site loading facilities. This is considered reasonable given

the relatively small size of the site, that loading demands generated by the site are expected to be

moderate, and that alternate loading facilities are available.

Loading is proposed to occur on-street utilising the nearby indented parking bays on O’Sullivan Road

and Kingsway.

4.4. Waste Collection

Waste collection will be undertaken by a private contractor. Bins will be stored on-site within a dedicated

bin storage area at the northeast corner of the site, and wheeled to O’Sullivan Road for collection.

CAR PARKING

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5. CAR PARKING

5.1. Statutory Car Parking Requirements

Statutory requirements for the provision of car parking are set out in Clause 52.06 of the Monash

Planning Scheme, with parking rates specified in Table 1 to Clause 52.06-5. As the site is within the

Principal Public Transport Network Area, the rates in Column B of the table apply to this site. An

assessment of the statutory parking requirements for the development proposal is set out in Table 5.1.

Table 5.1: Statutory Car Parking Requirements

Description Use Size Statutory Parking Rate Statutory Parking

Requirement

Office Office 1,662.8sqm 3.0 spaces per 100sqm 49 spaces

Retail Shop or Food & Drinks Premises 182.9sqm 3.5 spaces per 100sqm 6 spaces

Total 55 spaces

The above assessment anticipates the development proposal has statutory requirement of 55 car

parking spaces.

In this instance, the proposed on-site provision of 30 car parking spaces does not meet the statutory

requirement and a permit is being sought to reduce this requirement.

5.2. Car Parking Demand Assessment

5.2.1. Decision Guidelines

With regard to not providing the statutory car parking requirement on-site, the Planning Scheme

indicates that a Car Parking Demand Assessment must assess the car parking demand likely to be

generated by the proposal, taking into account various matters.

The combination of these factors often results in car parking demand being generated at rates different

to the statutory rates. An assessment of the likely car parking demand for each of the proposed land

uses is presented below.

5.2.2. Office Car Parking Demand

Were the car parking provision to be relatively unconstrained, office car parking demands are likely to

be in the order of the statutory requirement of 49 spaces.

However, the demand for office car parking for this site will be strongly influenced by the provision of

car parking for the proposed use.

5.2.3. Retail Car Parking Demand

The retail tenancies are likely to generate peak car parking demands in the order of the statutory

requirement of 6 spaces.

Retail tenancies typically generate employee parking demands of in the order of 1 space per 100sqm.

Therefore, the retail tenancies are likely to generate employee car parking demands for in the order of

2 spaces, with the remaining 4 spaces being customer car parking.

CAR PARKING

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5.3. Adequacy of Parking Provision

5.3.1. Overview

Clause 52.06-7 outlines a number of matters which the responsible authority must consider before

granting a permit to provide less parking spaces on site than the likely demand assessed by the Car

Parking Demand Assessment.

Discussion regarding each of the relevant matters is provided below.

5.3.2. Policy Issues

In February 2017, the City of Monash adopted the ‘Monash Integrated Transport Strategy 2017’. The

vision of the strategy is as follows:

“by 2037 Monash will have a highly accessible and sustainable transport network that supports the

safety, health and prosperity of all members of the community”

The strategy has five directions, including promoting sustainable transport and managing car parking.

With regard to managing car parking, the strategy notes that “due to the significant costs associated

with constructing off-street car parking supply … it may be attractive for developers to have the option

to not provide car parking spaces in commercial … developments” , which is reflected in the goal to

“review car parking requirements for new developments in locations with good access to public

transport, recognising the impact generous car parking provision has on reducing the competitiveness

of sustainable mobility”. There is also a goal to “reduce reliance on private vehicle use”.

This is further reflected in the actions arising from the direction of managing car parking, which include

“consider policies to reduce the impact of car parking in the future, including within Activity Centres” .

Encouraging the use of all modes of transport other than private motor vehicles is central to achieving

the above strategies, goals and objectives.

As noted previously, the site has excellent access to public transport and provides on-site bicycle

parking. In this regard, the proposed development represents a prime opportunity to promote the

visions of the above policy, by encouraging the use of more sustainable forms of transport by adopting

a strategy to not encourage an abundance of car parking within this area and, in turn, an over use of

motor vehicles.

5.3.3. Car Parking Availability

There are numerous publicly available short to medium term car parking spaces in the vicinity of the

site, including on-street spaces on Kingsway, which would be suitable for retail customers and visitors .

The site is also located within 150m of both the Euneva Avenue multi -storey car park and the Glen

Waverley Central car park on the south side of Railway Parade East, east of Kingsway.

However, the opportunity for long term parking in the vicinity of the site is very limited, with all the

nearby streets and off-street car parks being subject to time or user restrictions.

5.3.4. Existing Site Parking Deficiency or Surplus

The site currently has a building with a floor area of approximately 320sqm and was previously used as

a bank, which is a subset of an office use within the Planning Scheme. Therefore, it would have a

statutory car parking requirement of approximately 9 car parking spaces.

CAR PARKING

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There is currently space for up to 8 vehicles to park at the rear of the site. Consequently, the site

currently has a deficiency of 1 car parking space when compared with the statutory requirements. In

addition, it is noted that the existing car parking was for employees only, and hence all customer car

parking occurred off-site.

5.3.5. Local Amenity

Minimising the provision of on-site car parking spaces will minimise the amount of traffic entering and

exiting the site. With O’Sullivan Road catering for relatively high pedestrian volumes, minimising the

number of vehicle movements accessing the site will minimise the impact on amenity by avoiding

conflict with pedestrians as vehicles turn into and out of O’Sullivan Road.

5.3.6. Alternate Transport Access

As previously indicated, the site has excellent public transport access, being within easy walking

distance to a train station and bus interchange, which is serviced by 11 bus routes.

On the above basis, it is considered feasible that some of the car parking demand which would exist if

the supply of car parking was not constrained would instead transfer to an alternative transport mode

such as public transport, given the restricted provision of on-site parking and other potential

deterrents, such as the very limited availability of long-term off-site car parking.

5.3.7. Other Sites

There is a clear trend in the provision of reduced car parking rates for office developments in locations

within activity centres with good public transport access.

A number of office developments have been approved in recent years in the inner eastern suburbs with

car parking provision of approximately 1 space per 100sqm or less, including those listed in Table 5.2.

Table 5.2: Other Office Developments – Inner Suburbs

Location Size Approved Car Parking Rate

2-16 Northumberland St, Collingwood ~15,300sqm 0.88 spaces/100sqm

9-11 Cremorne Street, Cremorne ~2,000sqm 0.85 spaces/100sqm

33 Balmain Street, Cremorne ~2,000sqm 0.78 spaces/100sqm

175 Burnley Street, Richmond ~11,700sqm 1.04 spaces/100sqm

1-3 Newton Street, Cremorne ~4,900sqm 0.67 spaces/100sqm

71-93 Gipps Street, Collingwood ~9,000sqm 0.96 spaces/100sqm

23-45 Waterloo Road, Collingwood ~8,500sqm 0.91 spaces/100sqm

Slightly further from the Melbourne CBD, the approved car parking rates are generally higher, albeit

that newer developments within activity centres with good public transport access often still provide

significantly less car parking than the statutory requirements. Some examples are listed in Table 5.3.

Table 5.3: Other Office Developments – Middle Suburbs

Location Size Approved Car Parking Rate

1 McNab Avenue, Footscray ~20,500sqm 1.2 spaces/100sqm

913 Whitehorse Road, Box Hill ~19,400sqm 1.55 spaces/100sqm

254-262 Burwood Road, Hawthorn ~9,000sqm 2.04 spaces/100sqm

CAR PARKING

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Consequently, there are a number of precedents for providing significantly less car parking for office

developments within activity centres which have good public transport access than the statutory

requirements.

5.3.8. Summary

As noted above, it is proposed to provide 30 on-site car parking spaces at a rate of approximately 1.6

spaces per 100sqm. Based on the above discussions and analysis, the proposed provision of car

parking is considered appropriate noting the following key considerations:

• The proposed car parking provision provides a balance between avoiding excessive car parking,

and hence providing more efficient land use and minimising traffic and environmental impacts,

whilst acknowledging that some employees will seek to access the site by private car.

• The car parking rate is consistent with other approved office developments in suburban activity

centres with good public transport access.

• The consideration of reduced on-site car parking in activity centres is consistent with the Monash

Integrated Transport Strategy.

• There are ample opportunities for visitors and customers to park both on-street and off-street in

the vicinity of the site.

• The site has excellent access to public transport, and hence it is highly feasible for employees to

utilise public transport to access the site.

• Staff will be aware of car parking limitations, and the minimal availability of long-term public car

parking in the vicinity of the site, and tailor their mode of travel to and from work accordingly.

• The site has an existing car parking deficit.

• The site is proposed to contain bicycle parking and showers/change room facilities .

• The increase in business and activity from the proposed development is considered to provide a

positive impact in regard to the economic viability of the local business community.

5.4. Layout & Access

The on-site car parking is proposed to be provided within a Klaus Mastervario R3 automatic car parking

system or similar.

Motorists will enter the site from the rear laneway and will activate the system via either a remote control

which they will activate when approaching the site, or a swipe card which they will use when they are at

the site. If the entry lift is immediately available, the door will open, and the motorist will drive straight

into the lift. If the lift is not immediately available, the next motorist will wait within the site in the waiting

area immediately in front of the entry lift (‘car waiting area 1’). If a third motorist arrives when the lift is in

use and there is a vehicle in the first waiting space, they will prop in the second waiting space,

immediately adjacent to the first waiting space (‘car waiting area 2’).

When the entry lift becomes available, the motorist in the first waiting area will drive into the lift and the

motorist in the second waiting area will move their vehicle into the first waiting area to be next in line to

enter the car lift.

Once a motorist has driven into the lift, they will park their vehicle and then walk out of their vehicle into

the internal corridor at the rear of the system. The vehicle will then be lowered into the basement where

it will be shifted onto the SRU, which will place it in one of the spare car spaces within the system.

Meanwhile, the original lift will return to the ground floor to allow another vehic le to enter.

CAR PARKING

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Motorists wishing to exit the car park will activate the parking system using a keypad from within the

corridor. Exiting vehicles will be shifted out of their parking space by the SRU, rotated 180 degrees, and

then shifted onto the exit lift within the basement. The exit lift will then transport the vehicle to the ground

level. When their vehicle has been transported to the ground level, motorists will walk into the exit car lift

cabin, enter their vehicle, and drive out of the site in a forward direction.

Swept path diagrams of B99 cars entering and exiting the car lifts and waiting bays are provided in

Appendix A.

All spaces in the car parking system will be capable of accommodating vehicles up to 5.2m long by

2.15m wide. This width and length allowance exceeds the B99 vehicle.

Information provided by Klaus indicates that the system will be capable of in the order of 30 entry vehicle

movements per hour.

The waiting bays will be 5.4m long, which is adequate for a vehicle to prop fully within the site.

TRAFFIC IMPACT

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6. TRAFFIC IMPACT

6.1. Traffic Generation

Traffic generation estimates have been sourced from surveys completed by GTA and other traffic

consultants of office developments throughout metropolitan Melbourne.

The surveys recorded a range of 0.09 to 0.52 movements per car space during the AM and PM

periods for the surveyed sites. In order to present an appropriately conservative assessment, a traffic

generation rate of up to 0.5 movements per space in a peak hour has been adopted. This is consistent

with surveys of office developments in Mount Waverley

Application of a rate of 0.5 movements per space per hour indicates that the on-site car park is likely to

generate up to 15 vehicle movements during both the AM and PM peak hours on a weekday.

The development is expected to generate minimal traffic movements on a weekend as the office use is

unlikely to be operating, with only a small number of movements associated with retail employee

parking.

6.2. Traffic Distribution and Assignment

The directional distribution and assignment of traffic generated by the proposed development will be

influenced by a number of factors, including the:

• configuration of the arterial road network in the immediate vicinity of the site

• existing operation of intersections providing access between the local and arterial road network

• likely distribution of employee’s residences in relation to the site .

Having consideration to the nearby road network, and assuming that two-way vehicle movements

continue to be permitted in the rear laneway, it is expected that traffic will travel to/from the site via

O’Sullivan Road (either directly to/from the laneway or via The Village Walk) or Railway Parade North

(via the Springvale Road service road and the east-west laneway).

The directional split of traffic (i.e. the ratio between the inbound and outbound traffic movements) can

be assumed to be 90% in / 10% out in the AM peak hour and 10% in / 90% out in the PM peak hour.

6.3. Traffic Impact

Observations indicate that the rear laneway currently has very low traffic volumes. Therefore a site-

generated volume of up to 15 vehicle movements per hour, which equates to an average of one vehicle

movement every 4 minutes, is expected to have minimal impact on the operation of the rear laneway

and the wider road network, noting that the site’s previous use as a bank would have generated some

traffic in the rear laneway.

Further, the potential for conflict relating to manoeuvres of vehicles into and between the waiting bays

is also very low given the low volume and speed of traffic in the laneway.

TRAFFIC IMPACT

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6.4. Car Parking System Queuing

Consideration has been given to the potential impact of the car parking system on the number of

vehicles queuing and the potential impact on the rear laneway caused by vehicles queuing out of the

waiting bays whilst waiting for the car parking system.

The calculation of the 95th percentile queue was undertaken using queuing formulae from Austroads

Guide to Traffic Management Part 2: Traffic Theory.

The critical peak hour for queueing will be the AM peak when most vehicles are arriving. Most of the

queuing during the PM peak will relate to users waiting for their vehicle to be bought to ground floor, as

opposed to queuing which could potentially extend back onto the road network.

Based on a derivation of Equation No.4.5 from Table 4.1 of the Austroads Guide to Traffic Management

Part 2: Traffic Theory, the formula for calculating a 95 th percentile queue is:

queue = logn(degree of saturation)/logn(percentile)-1

The degree of saturation is the number of vehicles using the system divided by the capacity. As

previously indicated, information provided by the car parking system supplier indicates that the

proposed system has a capacity to accommodate approximately 30 movements in any peak hour. This

takes into consideration the time taken for motorists to drive into the system, exit the car and the lift,

the car to be transported to the basement, and the lift to return to the ground level ready to collect

another vehicle. Assuming that the development will generate up to 15 vehicle movements per hour

using the parking system during peak periods, the degree of saturation = 0.5.

The 95th percentile equates to an event which occurs 5% of the time. Therefore, the percentile = 0.05.

Accordingly, the 95th percentile queue will be:

queue = logn(0.5)/logn(0.05)-1 = 3.3 vehicles

Of this queue, one vehicle will be in the system, and therefore the queue external to the system will be

2.3 vehicles. Of these, approximately 90% of vehicle movements in the critical AM peak hour involve a

vehicle entering the site. Therefore, the 95th percentile queue of entry movements will be in the order of

2 vehicles.

There will be space for two vehicles to queue on-site in advance of the entry cabin. Therefore, an

appropriate queuing area will be provided to generally accommodate the queuing of vehicles waiting to

access the car parking system.

In the rare event that a vehicle arrives at the site whilst two other vehicles are waiting to access the car

parking system, the third vehicle can temporarily prop in the laneway, noting that existing traffic volumes

in the laneway are very low. Alternately, they can continue along the laneway and drive ‘around the block’

before accessing the site again, by which time the queue is likely to be reduced.

CONCLUSION

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

made:

1. The proposed development generates a statutory requirement of 55 car parking spaces.

2. The proposed supply of 30 car parking spaces does not meet the statutory requirement, however,

is considered appropriate for the following reasons:

o The proposed car parking provision provides a balance between avoiding excessive car

parking, and hence providing more efficient land use and minimising traffic and

environmental impacts, whilst acknowledging that some employees will seek to access the

site by private car.

o The car parking rate is consistent with other approved office developments in suburban

activity centres with good public transport access.

o The consideration of reduced on-site car parking in activity centres is consistent with the

Monash Integrated Transport Strategy.

o There are ample opportunities for visitors and customers to park both on-street and off-street

in the vicinity of the site.

o Staff will be aware of car parking limitations, and the minimal availability of long-term public

car parking in the vicinity of the site, and tailor their mode of travel to and from work

accordingly.

o The site has an existing car parking deficit.

o The site is proposed to contain bicycle parking and showers/change room facilities

o The site has excellent access to public transport, and hence it is highly feasible for

employees to utilise public transport to access the site.

o The increase in business and activity from the proposed development is considered to

provide a substantially positive impact in regard to the economic viability of the local

business community.

3. The proposed car parking layout is generally consistent with the dimensional requirements as set

out in the Monash Planning Scheme and/or Australian/New Zealand Standards for Off Street Car

Parking (AS/NZS2890.1:2004 and AS/NZS2890.6:2009).

4. It is proposed to provide on-site bicycle parking spaces in accordance with the requirements of

Clause 52.34 of the Monash Planning Scheme.

5. Loading and waste collection for the proposed development will occur on-street.

6. The site is expected to generate up to 15 vehicle movements in any weekday peak hour.

7. There is adequate capacity in the surrounding road network to cater for the traffic generated by

the proposed development, noting that the existing on-site car park would have generated some

traffic when the site was previously tenanted.

APPENDIX: SWEPT PATH

ASSESSMENT

V184180 // 13/02/20


Proposed Office Development, 2-4 Kingsway, Glen

Waverley A-1

A. SWEPT PATH ASSESSMENT

A

A ROADO'SULLIVAN B99

STA

ND

AR

DS 2004 (A

U_

NZ)

(c) 2019

Transoft

Solutio

ns, In

c.

All rig

hts reserved.

B99STANDARDS 2004 (AU_NZ)

(c) 2019 Transoft Solutions, Inc. All rights reserved.

SWEPT PATH KEY

ASSUMED SPEED 5km/h

FROM VEHICLE BODY300mm CLEARANCE

VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20

Steering Angle 34.0:

0SCALE

4/02/2020

ON

Rinju.A

braha

mPL

OTTE

D B

Y :

AT

10:22:30

AM

A3

0DESIGNED

APPROVED BY DATE ISSUED

DESIGN CHECK

DRAWING NO. SHEET ISSUEOF

CAD FILE NO.

WARNING

GIVEN THAT ALL EXISTING SERVICES ARE SHOWN.

SHOULD BE PROVEN ON SITE. NO GUARANTEE IS

APPROXIMATE ONLY AND THEIR EXACT POSITION

THE LOCATIONS OF UNDERGROUND SERVICES ARE

BEWARE OF UNDERGROUND SERVICES

PRELIMINARY PLAN

WITHOUT NOTIFICATION

ONLY SUBJECT TO CHANGE

FOR DISCUSSION PURPOSES

V184180-AT01-P6.dgn

nsultantscowww.gta.com.au

GTA 08 6169 1000Perth

08 8334 3600Adelaide

07 3113 5000Brisbane

02 8448 1800Sydney

03 9851 9600Melbourne

ROADO'SULLIVAN

H. STEVENSON

D. GRAHAM 4 FEBRUARY 2020

D. GRAHAM

2 4

1:200

2 - 4 KINGWAYS

GLEN WAVERLEY

01 06 P6V184180-AT01-01

MAP REF 71/C1

SWEPT PATH ASSESSMENT

A ROADO'SULLIVAN SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91



B85

STA

ND

AR

DS 2004 (A

U_

NZ)

(c) 2019

Transoft

Solutio

ns, In

c.

All rig

hts reserved.

0SCALE

4/02/2020

ON

Rinju.A

braha

mPL

OTTE

D B

Y :

AT

10:22:31

AM

A3

0DESIGNED


DESIGN CHECK


CAD FILE NO.

WARNING






PRELIMINARY PLAN




V184180-AT01-P6.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney


ROADO'SULLIVAN

H. STEVENSON


D. GRAHAM

2 4

1:200

2 - 4 KINGWAYS

GLEN WAVERLEY

02 06 P6V184180-AT01-02

MAP REF 71/C1



ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91





B85

STA

ND

AR

DS 2004 (A

U_

NZ)

(c) 2019

Transoft

Solutio

ns, In

c.

All rig

hts reserved.

0SCALE

4/02/2020

ON

Rinju.A

braha

mPL

OTTE

D B

Y :

AT

10:22:32

AM

A3

0DESIGNED


DESIGN CHECK


CAD FILE NO.

WARNING






PRELIMINARY PLAN




V184180-AT01-P6.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney


ROADO'SULLIVAN

H. STEVENSON


D. GRAHAM

2 4

1:200

2 - 4 KINGWAYS

GLEN WAVERLEY

03 06 P6V184180-AT01-03.

MAP REF 71/C1



ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

B85

STANDARDS 2004 (AU_NZ)B85STANDARDS 2004 (AU_NZ)



B85

ST

AN

DA

RD

S 2004 (A

U_

NZ)

(c) 2019

Transoft

Solutio

ns, In

c.

All rig

hts reserved.



0SCALE

4/02/2020

ON

Rinju.A

braha

mPL

OTTE

D B

Y :

AT

10:22:33

AM

A3

0DESIGNED


DESIGN CHECK


CAD FILE NO.

WARNING






PRELIMINARY PLAN




V184180-AT01-P6.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney


ROADO'SULLIVAN

H. STEVENSON


D. GRAHAM

2 4

1:200

2 - 4 KINGWAYS

GLEN WAVERLEY

04 06 P6V184180-AT01-04

MAP REF 71/C1



ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

B85

STANDARDS

2004 (

AU_NZ)

B85

STANDARDS 2004 (AU_NZ)




0SCALE

4/02/2020

ON

Rinju.A

braha

mPL

OTTE

D B

Y :

AT

10:22:34

AM

A3

0DESIGNED


DESIGN CHECK


CAD FILE NO.

WARNING






PRELIMINARY PLAN




V184180-AT01-P6.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney


ROADO'SULLIVAN

H. STEVENSON


D. GRAHAM

2 4

1:200

2 - 4 KINGWAYS

GLEN WAVERLEY

05 06 P6V184180-AT01-05

MAP REF 71/C1


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