201123rep-V158402 Yarrabend Boiler House - GTA Report

Prepared by: GTA Consultants (VIC) Pty Ltd for Alphington Developments Pty Ltd

on 23/11/20

Reference: V158402

Issue #: B

Yarrabend Alphington Boiler House Precinct

Transport Impact Assessment

© GTA Consultants (VIC) Pty Ltd [ABN 34 137 610 381] 2020

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GT

A R

ep

ort

(V

IC)

Melbourne | Sydney | Brisbane

Adelaide | Perth

Yarrabend Alphington Boiler House Precinct

Transport Impact Assessment

Client: Alphington Developments Pty Ltd

on 23/11/20

Reference: V158402

Issue #: B

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 30/04/2019 Final Ruzana Alam Andy Harmer Chris Greenland Chris Greenland

B 23/11/2020 Revised Final Jackson Hamill-

Beach Andy Harmer Chris Greenland

V158402 // 23/11/2020

Transport Impact Assessment // Issue: B

Yarrabend Alphington, Boiler House Precinct

CONTENTS 1. Introduction 1

1.1. Background 1

1.2. Proposal 1

1.3. Subject Site 2

1.4. Purpose & Structure of this Report 5

1.5. References 6

2. Car Parking Provision 7

2.1. Statutory Car Parking Requirements 7

2.2. Car Parking Demand Assessment 7

3. Car Parking Layout 9

3.1. Design Standards 9

4. Traffic Impact 12

4.1. Preamble 12

4.2. Traffic Generation 12

4.3. Traffic Impact 12

5. Sustainable Transport Considerations 15

5.1. Bicycle Parking & Associated Facilities 15

5.2. Pedestrian Network 16

5.3. Public Transport 17

6. Other Matters 19

6.1. Refuse Collection 19

7. RFI Responses 20

8. Conclusion 21

Appendices

A. Existing Conditions Discussion

B. Swept Path Assessment

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Yarrabend Alphington, Boiler House Precinct

Figures

Figure 1.1: Land Zoning Map 3

Figure 1.2: Subject Site and its Environs (Overall Context) 4

Figure 1.3: Subject Site and its Environs (Local Context) 5

Figure 4.1: Approved Vehicle Movement Strategy Plan for Overall Site 13

Figure 5.1: Boiler House Precinct Pedestrian Connectivity 17

Figure 5.2: Existing Public Transport Infrastructure 18

Tables

Table 1.1: Development Schedule 1

Table 2.1: Statutory Car Parking Requirements 7

Table 4.1: Residential Dwelling Traffic Generation Rates 12

Table 5.1: Statutory Requirement for Bicycle Facilities 15

INTRODUCTION

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Yarrabend Alphington, Boiler House Precinct 1

1. INTRODUCTION

1.1. Background

A Development Plan was approved by Yarra City Council (via Council Resolution at a Special Council Meeting

on 2 December 2015) for the development of the Alphington Paper Mill site in Alphington.

A town planning permit application is currently being sought for a residential development located within the

Boiler House precinct of the overall Yarrabend site redevelopment. An application was recently submitted to

Yarra City Council for this precinct (Ref No. PLN20/0286) and upon review Council issued a Request for Further

Information (RFI) letter.

Updated plans have now been prepared in response to the RFI comments, which also include small changes

to the development yield, car and bicycle parking provisions. There have also been modifications to the design

of the basement car parking layout and the Boiler Lane private roadway design. On this basis, GTA Consultants

(GTA) has prepared an updated transport impact report to reflect the revised development plans, which now

supersedes the previously submitted TIA report (Rev A, dated 30 April 2020).

For ease of reference, direct responses to the transport related Council RFI comments are provided in Section

7 of this report, with commentary on the design response to each of these items provided.

1.2. Proposal

The Boiler House precinct consists of two separate buildings (Boiler House East and West), separated by the

private Boiler Lane running north-south down the middle. The precinct is located to the east of Chandler

Highway and south of Joel Crescent, in between Wetlap Precinct and Riverfront Precinct.

The development is proposed to comprise a total of 103 dwellings across the two buildings. A breakdown of

the residential development is provided in Table 1.1.

Table 1.1: Development Schedule

Dwelling Size No. Dwellings

1-bedroom 39

2-bedroom 42

3-bedroom 22

Total 103 dwellings

It is proposed to provide a total of 149 on-site car parking spaces across the lower ground and basement

levels, including 12 visitor spaces. It is noted that the two buildings will share a common basement car parking

level that spans underneath Boiler Lane (private road).

Vehicle access to the site will be directly via Boiler Lane running north-south between the two proposed

buildings. As mentioned above, Boiler Lane becomes a private road where it connects to Joel Crescent on its

northern end and will ultimately provide a vehicle connection through to a drop-off/pick-up facility for the

Riverfront West precinct to the south (subject to its own separate planning application). It should also be noted

that with the most recent iteration of plans, the car parking for the future Riverfront West precinct will be

accessed through an extension to the south from the Boiler House basement car park. This extension ramps

INTRODUCTION

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down from the Boiler House lower ground level, with the details of how this connects into Riverfront West to be

included in its own separate development plans in the future.

It is proposed to provide a total of 130 on-site bicycle parking spaces, including 104 spaces stored securely

for residents in two separate consolidated areas, as well as 26 visitor spaces provided in a few different publicly

accessible locations where they can be conveniently accessed at ground level.

There are two pedestrian access points, one into each building. The pedestrian access into Boiler East is

located off Joel Crescent and the pedestrian access into Boiler West is located off Boiler Lane (just south of

Joel Crescent). A pedestrian footpath is also proposed along the eastern side of Boiler Lane, ultimately

providing a link down to Riverfront West precinct.

GTA Consultants was commissioned by Alphington Developments Pty Ltd to undertake a transport impact

assessment of the proposed development.

1.3. Subject Site

1.3.1. Overall Site

The Alphington Paper Mill overall site is an inner Melbourne 16.5 hectare site located within the City of Yarra

in Alphington and is located within a Mixed Use Zone (MUZ). The site is located 7km from the central activities

district of Melbourne, sits within walking distance of train and bus services and abuts two main roads with

freeway access to the south.

The surrounding properties include a mix of residential, retail and commercial land uses. The notable

exceptions include the Public Park and Recreation Zones (PPRZ) and Public Conservation and Resource Zone

(PCRZ) to the south and east of the subject site.

The land zoning of the overall site is shown in Figure 1.1.

INTRODUCTION

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Figure 1.1: Land Zoning Map

(Reproduced from Land Channel web site)

1.3.2. Boiler House Precinct - Subject Site

The Boiler House Precinct is located along the western boundary of the overall site. The subject site is

bounded by Chandler Highway to the west, Wetlap Precinct to the north, Workshop Precinct to the east and

Riverfront Precinct to the south.

The location of the subject site (Boiler House Precinct) in relation to the overall site is shown on Figure 1.2

and Figure 1.3.

Subject

Site

INTRODUCTION

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Figure 1.2: Subject Site and its Environs (Overall Context)

Subject Site:

Boiler House

Precinct

INTRODUCTION

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Figure 1.3: Subject Site and its Environs (Local Context)

Further details regarding the subject site and the surrounding transport network are provided in Appendix A

of this report.

1.4. Purpose & Structure of this Report

The report sets out an assessment of the transport impacts of the proposed development and how they are

being addressed, including consideration of:

• The existing conditions pursuant the transport network in the vicinity of the site and any relevant

transport or planning policy relevant to the site.

• The expected traffic generation of the proposed development and the proposed transport response to

best accommodate these trips on the surrounding transport network.

• The details of the proposed transport response with respect to each relevant transport mode /

consideration, such as:

o active transport

o public transport

o loading and waste collection

o car parking provision & layout (including access arrangements)

o traffic impact.

INTRODUCTION

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1.5. References

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

• Alphington Paper Mill Development Plan

• Yarra Planning Scheme

• plans for the proposed development prepared by Jackson Clement Burrows, dated 05/11/2020

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

• reports completed by GTA for the Development Plan submission, titled “Alphington Paper Mill Site

Development Plan, Traffic Management Plan”, dated 19 August 2015 and “Alphington Paper Mill,

Integrated Transport Plan”, dated 19 August 2015

• an inspection of the site and its surrounds

• other documents as nominated.

CAR PARKING PROVISION

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2. CAR PARKING PROVISION

2.1. Statutory Car Parking Requirements

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

Scheme, with parking rates specified in Table 1 to Clause 52.06-5. An assessment of the statutory parking

requirements for the development proposal is set out in Table 2.1.

Table 2.1: Statutory Car Parking Requirements

Description Use Size/No. Statutory Parking Rate Statutory Parking

Requirement

Apartments

Dwelling

(Residents)

103 dwellings

(39 x one-bedroom

+ 42 x two-bedroom

+ 22 x three-

bedroom)

1 space per one or two

bedroom dwelling

2 spaces per three+

bedroom dwelling

125 spaces

Dwelling (Visitors) 103 dwellings 1 space per five dwellings 20 spaces

Total 145 spaces

The above assessment anticipates the development proposal has statutory requirement of 145 car parking

spaces, including 125 resident and 20 visitor spaces.

In this instance, the proposed on-site parking provision of 149 car spaces satisfies the statutory requirement.

It is noted however, that the Applicant is proposing to allocate a total of 12 spaces for visitors which does not

meet the statutory requirement and a permit is being sought to reduce this requirement.

In addition to the statutory car parking requirements in the Planning Scheme, the Building Code of Australia

(BCA) outlines requirements for the provision of car parking for people with disabilities. For residential dwellings,

there is no BCA requirement for disabled parking.

2.2. Car Parking Demand Assessment

2.2.1. Decision Guidelines

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

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

generated by the proposal. The assessment must consider the following:

• “The likelihood of multi-purpose trips within the locality which are likely to be combined with a trip to the

land in connection with the proposed use.

• The variation of car parking demand likely to be generated by the proposed use over time.

• The short-stay and long-stay car parking demand likely to be generated by the proposed use.

• The availability of public transport in the locality of the land.

• The convenience of pedestrian and cyclist access to the land.

• The provision of bicycle parking and end of trip facilities for cyclists in the locality of the land.

• The anticipated car ownership rates of likely or proposed visitors to or occupants (residents or

employees) of the land.

• Any empirical assessment or case study”

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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 are

presented below.

2.2.2. Residential Car Parking Demand

The statutory resident parking requirement of 125 car spaces is consistent with the Development Plan

requirements and has been adopted for the purpose of this assessment.

2.2.3. Residential Visitor Car Parking Demand

Reference to GTA’s TMP report (dated 19 August 2015) indicates a recommended empirical peak visitor car

parking rate of 0.12 spaces per dwelling for high density dwellings. Application of this rate indicates a peak

demand of up to 12 car parking spaces for visitors.

2.2.4. Adequacy of Parking Provision

Having regard to the empirical car parking demands and Development Plan requirements outlined above, the

proposal is expected to generate a peak car parking demand of 137 spaces, including 125 spaces for

residents and 12 spaces for residential visitors.

The proposed on-site car parking provision of 149 spaces (including 12 on-site visitor spaces) satisfies the

abovementioned peak car parking demand expected to be generated by the site. The ‘spare’ 12 spaces

over and above the car parking demand assessment of 137 spaces are expected to be allocated to the

larger 2-bedroom dwellings as a second car space.

It should be noted that in this instance the Boiler House precinct is entirely self-sufficient in terms of visitor car

parking all being provided on-site and not relying on any public on-street parking.

Based on the above, the proposed car parking provision is considered to be appropriate to satisfy the

relevant demands.

CAR PARKING LAYOUT

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3. CAR PARKING LAYOUT

3.1. Design Standards

The proposed parking layout has been assessed in respect to the relevant Design Standards set out in

Clause 52.06 of the Yarra Planning Scheme and the Australian Standards (AS2890.1:2004).

A summary of compliance is set out below for the relevant design standards.

Design Standard 1: Accessways

• The site is accessed via Boiler Lane, which is proposed as a private lane accessway that branches off

from the end of the future Joel Terrace (public local street).

• Boiler Lane carriageway has been designed generally consistent with the requirements of Clause 56.06

of the Planning Scheme for an Access Lane or Access Place, with a clear width of 5.5m.

• Outside of the Boiler Lane carriageway (due to narrow area available), a 1.5m footpath has only been

provided on the eastern side of the carriageway, which is protected from the carriageway by a row of

bollards.

• The western side of the carriageway has a 1.2m wide landscaping strip between the carriageway and

the Boiler West building.

• To facilitate pedestrian movement across Boiler Lane (noting the footpath only on the eastern side), a

generous 5.0m wide pedestrian crossing has been provided directly outside the entry to the Boiler West

building. This crossing is considered to be sufficiently offset from the bend of Joel Terrace to provide

adequate sightlines to for inbound vehicles, noting that this will be a low speed private accessway

environment. In addition, bollards have been placed in alignment with the pedestrian/cyclist ramp and

footpath along the southern side of Joel Terrace, to help encourage these users towards the crossing

facility.

• Given that Boiler Lane is a private access laneway, and the footpath and carriageway designs are in

accordance with the required dimensional requirements, the cross-section design is considered to be

satisfactory.

• It should be noted that the turnaround area / roundabout at the end of Boiler Lane has only been

indicatively shown on the plans. This facility will be coordinated and considered further with the future

Riverfront West development plans and will be subject to change.

• From Boiler Lane, a double width 6.1m wide accessway is provided to the basement access beneath

the Boiler West building. This basement access meets the relevant width requirements for a double-

width access.

• Despite being internal to the site and there no longer being a pedestrian path along Boiler West

frontage, a compliant pedestrian visibility splay has still been provided on the northern side of the

basement vehicle access point to provide sightlines along Boiler Lane. This will assist drivers with

seeing approaching cars as they exit the basement.

• Due to the narrow nature of the Boiler Lane laneway design, simultaneous two-way movement in/out of

the basement access point is not achievable without providing unreasonably wide splays on the access.

Therefore, swept path assessment confirms that an exiting vehicle is able to prop at the junction to

Boiler Lane and wait while a car turns into the access point before exiting. These movements can be

completed with sufficient vehicle clearance. On this basis, the access point is considered to be an

acceptable design outcome, especially given that Boiler Lane is a private dead end that will only

connect to Riverfront West precinct to the south and therefore will carry relatively low local access traffic

volumes.

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• The basement access to Boiler Lane leads straight down into the lower ground level, where car parking

areas branch off to either side and the route straight ahead leads to the curved ramp down to basement

level 1. A new ramp has been included with the revised plans to the southern end of the Lower Ground

carpark, which will ultimately provide an internal link to the future Riverfront West precinct, located to

the south of the subject site. This will be the only vehicle access point to the Riverfront West car park,

noting that this future precinct is subject to its own future application. Vehicles can access this by

turning left soon after the base of the ramp to lower ground. Convex mirrors have been notated on plans

in the areas where there may be reduced visibility or sightlines around corners or at the top/bottom of

ramps.

• Simultaneous two-way vehicle movement has been confirmed via a swept path assessment for the

curved section of the ramp between lower ground and basement level 1. For reference, these swept

paths are provided in Appendix B of this report.

• The junction at the bottom of the ramp on basement level 1 is tighter due to the structural wall on the

inside turn, therefore cars exiting from level B1 will need to prop before entering the ramp.

There is sufficient room for a car to turn from the ramp and pass around the propped car with clearance,

before this car then travels up the ramp. A vehicle propping at the base of the ramp is confirmed via

swept path assessment which is included in Appendix B. This arrangement is considered to be

acceptable given the structural wall requirements and the demonstrated swept path movements.

• A convex mirror has been provided at the bottom of this ramp down to basement level 1, to provide

visibility between cars already travelling down the ramp and cars approaching to travel up from B1.

Design Standard 2: Car Parking Spaces

• All car parking spaces have been designed in accordance with the dimensional requirements of the

Planning Scheme, noting that the reduced aisle width and wider parking bays option has been adopted

from Clause 52.06. Car parking spaces measure 2.8m wide x 4.9m long, accessed from a minimum

5.8m wide aisle. It is understood that due to the available footprint for the basement levels, this

combination of parking bay and aisle widths, along with column placement, worked out as the most

efficient layout.

• There are 7 pairs of tandem car parking spaces on basement level 1. The rear spaces of these pairs

have been designed appropriately with a 5.4m long space. It is noted that these tandem pairs of parking

spaces will all need to be allocated to 3-bedroom dwellings or for 2-bedroom dwellings that have a

second space, given that the rear space is a dependent parking space.

• There is 0.3m clearance provided between spaces and all adjacent walls and solid structures within the

required clearance zones.

• Columns throughout the basement levels adjacent to the parking spaces are provided within 0.25m –

1.25m of the open end of the spaces, in accordance with the Planning Scheme parking space

clearance diagram.

• The required 1.0m blind aisle extension has been provided at the end of all dead-end parking aisles.

• The required 2.1m minimum height clearance is exceeded throughout the basement levels (generally a

minimum of 2.2m).

Design Standard 3: Gradients

• The gradients for all ramps within the site are designed appropriately in accordance with the maximum

grades and transitions set out in the Planning Scheme.

• The main entrance from Boiler Lane is flat for the first 5.0m from the Boiler Lane carriageway. Noting

there is not footpath on this western side of Boiler Lane, this provides adequate section of low/no

gradient for vehicles to prop and see any oncoming traffic on Boiler Lane.

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• The ramped section of the main access has a maximum grade of 1:4, with transition sections of 1:8

measuring 2.0m at the top and 2.5m at the bottom, as required by the Planning Scheme and dictated

by ground clearance design checks.

• The ramp between lower ground and basement level 1 has been designed with a curved slope profile.

The maximum allowable grade of 1:4 has been applied to the inside radius of the curve, which is the

steepest sloped section of the ramp. Naturally due to being spread out over a longer distance, the

outside radius of the ramp is at a much lower grade. There is a 2m long transition of 1:8 slope at the top

of the ramp (before the curved ramping starts), as well as a 2.5m long transition section at 1:8 at the

bottom of the ramp. The extended 2.5m long transition section at the bottom (as opposed to standard

2m) is based on previous experience to allow for sufficient ground clearance when adopting a maximum

ramp grade of 1:4.

• The ramp connection to the future Riverfront West precinct is designed generally consistent with the

abovementioned ramps, but with a maximum grade of 1:5.5. Note that this ramp may be subject to

change depending on the basement reference levels that are ultimately determined with the future

Riverfront West application.

• On this basis, all ramp gradients and designs are considered to be satisfactory and in accordance with

the requirements set out in the Planning Scheme.

TRAFFIC IMPACT

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4. TRAFFIC IMPACT

4.1. Preamble

An extensive traffic impact assessment of the overall site has previously been undertaken and documented

by GTA for the Development Plan approval within the report titled “Alphington Paper Mill Site Development

Plan, Traffic Management Plan”, dated 19 August 2015.

In this regard, traffic generation rates were agreed by all responsible authorities and the traffic assessment

involved microsimulation modelling using VISSUM, which is a computer software package that has an ability

to individually model each vehicle within the road network.

4.2. Traffic Generation

For reference, the adopted traffic generation rates for the residential component of the Development Plan are

outlined in Table 4.1 below1.

Table 4.1: Residential Dwelling Traffic Generation Rates

Density No. of

Dwellings

Traffic Generation Rate Traffic Generation Estimates

Weekday AM/PM Peak Peak Hour (Weekday) Daily (Weekday) [1]

High 103 0.35 vehicle

movements/dwelling 36 vehicle movements/hour 360 vehicle movements/day

Assuming a peak to daily ratio of 10%

A review of the above indicates that that the proposed development could be expected to generate

approximately 360 vehicle movements per day and 36 vehicle movements during a peak hour.

4.3. Traffic Impact

For reference, Figure 4.1 is an excerpt of the vehicular movement strategy located within the approved

Development Plan for the overall site.

1 Refer Table C.2 of the GTA TMP report (dated 19 August 2015)

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Figure 4.1: Approved Vehicle Movement Strategy Plan for Overall Site

TRAFFIC IMPACT

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As shown in Figure 4.1, the subject site was intended to gain vehicle access via the local access streets (Joel

Terrace) which connects to Latrobe Avenue and then Mills Boulevard, providing the connection to Chandler

Highway and the wider road network.

It is noted that the approved development plan originally showed an indicative vehicle access point to Boiler

House that wraps around to the western of the Boiler West building. However, the proposal now runs the

private Boiler Lane connection down through the centre of Boiler East and Boiler West.

This slight deviation from the approved vehicle movement strategy is not considered to compromise the

operation of vehicle movements through the larger precinct. Traffic will still travel to/from Boiler House

precinct via the same routes through the local streets, the only difference being the location of the access

point. It is not clear why the vehicle access point was intended to be from the western side of the buildings,

but from a transport perspective there is no reason why the proposed alternative arrangements cannot be

adopted.

As previously noted, GTA has undertaken extensive microsimulation traffic modelling for the overall site,

however this modelling work was primarily focused on the connections to the external road network.

Therefore, GTA has also previously undertaken SIDRA modelling off the key internal local street connections

in the south-western portion of the masterplan area. The results of this assessment clearly demonstrated that

the local street connections to the south of Mills Boulevard will not have any operational or amenity based

daily volume threshold issues.

Based on the above, traffic will access Boiler House precinct in a consistent manner with what was originally

accounted for in the completed and approved microsimulation modelling (albeit via a slightly modified access

point location). As such, the traffic impacts of the development are considered to be acceptable.

SUSTAINABLE TRANSPORT

CONSIDERATIONS

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5. SUSTAINABLE TRANSPORT

CONSIDERATIONS

5.1. Bicycle Parking & Associated Facilities

5.1.1. Overview

Clause 52.34 of the Yarra Planning Scheme seeks to encourage cycling as a mode of travel through the

provision of appropriate bicycle parking and associated facilities. The discussion and analysis presented

below examines these requirements.

5.1.2. Bicycle Parking Statutory Requirements & Provision

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

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

proposal are set out in Table 5.1.

Table 5.1: Statutory Requirement for Bicycle Facilities

Use Size/No. Statutory Rate Statutory Requirement

Resident Visitor Resident Visitor

Dwelling 103 dwellings 1 space per 5 dwellings 1 space per 10 dwellings 21 spaces 10 spaces

Table 5.1 indicates that the proposal has a statutory bicycle parking requirement of 31 bicycle spaces,

including 21 resident spaces and 10 visitor spaces.

In addition to the above, the Development Plan approval from Council specifies a minimum bicycle parking

provision of 1 space per dwelling, which equates to a total requirement of 103 spaces for residents. By

combining the Development Plan resident parking requirement with the statutory residential visitor parking

requirement, the total minimum bicycle parking requirement for the site is 113 spaces.

In this instance, the proposed on-site bicycle parking provision of 130 bicycle spaces, including 104 securely

stored resident spaces and 26 publicly accessible visitor spaces (located either within the Joel Terrance

verge area or on Ledger Walk to the south of Boiler West), exceeds the statutory requirement for residential

visitors and the Development Plan requirement for residents. The visitor parking supply also satisfies

Council’s best practice rate of 1 space per 4 dwellings.

As such, the proposed bicycle parking provision is considered appropriate.

5.1.3. Bicycle Parking Layout and Access

The secure resident bicycle parking spaces have been consolidated into two locations, with the main area on

ground level of the Boiler West building and the secondary area on lower ground level of Boiler East building.

The bicycle spaces located in the Boiler West building are located in a dedicated room on ground level and

are accessible via the pedestrian entrance and internal building walkways.


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The bicycle storage area in the lower ground level of the Boiler East building are accessed via the lift from the

buildings main lobby and then walked down the corridor, where it shares the room with a number of storage

cages. Alternatively, cyclists if able to, could carry their bikes down the stairs into the Boiler East courtyard

and then enter directly into the lower ground hallway from there to the storage area.

Visitor bicycle parking spaces have been provided at ground level both integrated into the verge along Joel

Terrace fronting the Boiler East building and along Ledger Walk to the south of Boiler West building. These

proposed areas are clearly visible for visiting cyclists and in close proximity to the buildings’ entrances or

access routes to the site, where visitors will be looking to park their bicycles.

All of the abovementioned bicycle spaces have been designed in accordance with the Australian Standard

‘AS2890.3:2015 Parking Facilities’. Parking envelopes are 0.5m wide x 1.8m long for horizontal spaces and

0.5m wide x 1.2m off the wall for vertical wall mounted spaces. Both types of spaces have a minimum

access aisle width of 1.5m.

In addition to the above matters, the Australian Standards requires 20% of the total bicycle parking to be

provided in a horizontal at-grade parking system. In this regard, 48 of the total 130 spaces provided as part

of the development are horizontal parking spaces and therefore satisfies this Australian Standard

requirement.

5.2. Pedestrian Network

As previously mentioned, there will be pedestrian access directly into the lobbies of both the Boiler East and

West buildings, from the frontages to Joel Terrace and Boiler Lane. There will also be a secondary pedestrian

access to Boiler East via the steps down into the lower ground courtyard (the Boiler West courtyard is only

accessible through the lobby).

There will be a generous 5.0m wide raised platform pedestrian crossing over the northern end of Boiler Lane

to allow east-west pedestrian movement along the southern side of Joel Terrace out to Chandler Highway, as

well as movement between Boiler East and West. This crossing is located to align with the main entrance into

Boiler West.

In addition to the above, there is also the ramped connection between the Paper Trail and Joel Terrace,

which are grade separated. This U-turn ramp connection is located on the northern boundary of Boiler West

and is included as part of a separate submission and not being considered as part of the current application.

Reference has only been made to give context to what pedestrian movement and connections will be

available in the area immediately surrounding the subject site.

The general pedestrian connectivity within the Boiler House precinct and its connections to the surrounding

pedestrian routes is outlined in Figure 5.1.


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Figure 5.1: Boiler House Precinct Pedestrian Connectivity

5.3. Public Transport

The overall development, specifically Mills Boulevard is proposed to be designed to accommodate a future

bus route. Advice from PTV indicates that there is no proposal to re-direct any existing bus routes through

the overall site.

Notwithstanding the above, there are multiple existing public transport options available within walking

distance from the subject site. These include the following bus routes:

• Route 546 along Heidelberg Road

• Routes 340 and 609 along Chandler Highway

• Route 508 to the north on Wingrove Street.

Further to the above, Alphington train station on the Hurstbridge line is also located approximately 1.1km

walking distance from the site.

For reference, the existing public transport infrastructure located in the vicinity of the overall Yarrabend site is

shown in Figure 5.2.

Proposed Pedestrian

Links


CONSIDERATIONS

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Figure 5.2: Existing Public Transport Infrastructure

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

Development”, a target of 95% of lots located within 400m of public transport services has previously been

identified.

Given the existing bus route operating along Chandler Highway fronting the site (as well as the potential for a

future bus route provided within the overall site), all of the residential dwellings within the subject site will be

located within a comfortable walking distance of a public transport service.

X

LEGEND

BUS STOP

BUS ROUTE

RAILWAY STATION

RAILWAY LINE

AMCOR SITE

FAIRFIELD

OTHER MATTERS

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6. OTHER MATTERS

6.1. Refuse Collection

The proposal incorporates two dedicated areas in the basement level for bin storage, located generally next

to the stairwell/lift cores of each Boiler House building.

It is understood that the bins will be collected from this area by a Private Contractor using a Hino mini waste

collection vehicle. The Hino mini waste vehicle is designed to operate in low height clearance basements and

requires a minimum 2.1m height clearance throughout the level and 2.5m height clearance at the collection

points in order to lift the bins. It is understood that these required height clearances have been provided at

the relevant locations, including on the access ramps.

In addition, swept path assessment has been completed which confirms that the waste vehicle is able to

access basement level 1 using the car parking aisles and accessways (refer to Appendix B). It is expected

that the waste contractor will enter the basement, complete a three-point turn at the parking aisle junction as

demonstrated in the swept path diagrams and then prop in the parking aisle while bins are being loaded in.

Given that the Boiler East building bin room is located at the end of a dead-end aisle, it is expected that the

waste vehicle operator will wheel the bins down to the truck where it is propped at the main bin room.

The above arrangements are considered to be acceptable from a waste vehicle accessibility and operations

perspective, noting that collections generally occur outside of peak times when there are minimal (if any)

resident vehicle movements occurring.

RFI RESPONSES

V158402 // 23/11/2020



7. RFI RESPONSES As previously mentioned, while this TIA report supersedes the previously submitted version to reflect the new

development plans, the relevant items relating to traffic and transport matters from the Council RFI letter have

been reproduced below, with GTA’s responses provided thereafter.

“The location of the bicycle storage room does not have adequate access (with 3 doors separating this space

from the courtyard). This will result in the storage room being underutilised.”

The primarily bicycle parking area is within the Boiler West building at ground level, with this smaller area

including 26 spaces located within Boiler East. It is understood that spatial constraints meant this area could

not feasibly be relocated from its current position.

In this location cyclists have the option of using the main pedestrian access to Joel Terrace and accessing

the bike parking room via the lift or alternatively by carrying their bike down the steps from Boiler Lane to the

courtyard and then directly inside via the lower ground building passageways.

Whilst it is acknowledged that this bicycle storage area does require residents to wheel their bikes through 3

doors, it is considered important to have a portion of the bicycle parking within the Boiler House East building

in proximity to those dwellings. On this basis, the bicycle parking layout is considered acceptable.

“The bicycle spaces should be consolidated within one (two at a maximum) secure storage cage, with a

minimum of 20% of bicycle spaces provided is at-grade, horizontal spaces, as per Australian/New Zealand

Standard AS2890.3.”

The updated development plans show that resident bicycle spaces for the Boiler House West building are

consolidated within a single, secure facility on upper ground level. The bicycle parking spaces for Boiler

House East remain in a single location on lower ground level. This is a total of two consolidated areas,

satisfying Council’s request.

Furthermore, 42 of the total 130 spaces provided as part of the development are horizontal spaces, which

satisfies the Australian Standard requirement. Furthermore, both of the two resident bicycle storage areas

individually have enough horizontal parking to meet the Australian Standard requirements.

CONCLUSION

V158402 // 23/11/2020



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

1. The proposed development generates a statutory parking requirement of 145 car parking spaces,

including 125 resident and 20 visitor spaces.

2. The site is expected to generate a total car parking demand of 137 car parking spaces, including 125

resident spaces and 12 visitor spaces.

3. The proposed car parking provision of 149 spaces, including an allocation of 12 visitor parking spaces

on-site, will be able to cater for both the resident and visitor peak car parking demands.

4. The proposed parking layout is generally consistent with the dimensional requirements as set out in the

Yarra Planning Scheme and Australian/New Zealand Standards for Off Street Car Parking

(AS/NZS2890.1:2004).

5. It is proposed to provide 130 bicycle parking spaces on-site, including 104 securely stored spaces for

residents and 26 publicly accessible visitor spaces, which exceeds the statutory bicycle parking

requirement for residential visitors and the Development Plan requirement for resident bicycle parking.

6. The site is expected to generate up to 36 and 360 vehicle movements in any peak hour and daily period

respectively.

7. The traffic impacts of the subject site have already been accounted for in extensive traffic modelling

undertaken by GTA for the Development Plan submission for the overall Yarrabend site. As the

proposed land use is in accordance with use identified in the Development Plan for the subject site, the

traffic impacts on the surrounding road network are considered to be appropriate.

8. It is noted that additional SIDRA modelling has also been undertaken by GTA for the local access street

intersections in the south-western part of the overall masterplan area. This modelling indicated that the

local street intersections would operate comfortably within their capacity with full development of all the

surrounding residential precincts.

APPENDIX: EXISTING CONDITIONS

DISCUSSION

V158402 // 23/11/2020


Yarrabend Alphington, Boiler House Precinct A-1

A. EXISTING CONDITIONS

DISCUSSION

A

APPENDIX: EXISTING CONDITIONS

DISCUSSION

V158402 // 23/11/2020


Yarrabend Alphington, Boiler House Precinct A-2

A.1. Road Network

A.1.1. Nearby or Adjoining Roads

Heidelberg Road

Heidelberg Road functions as a primary state arterial road and is located within a Road Zone (Category 1) in

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

with a 4-lane, 13.6 metre wide carriageway set within a 22 metre wide road reserve (approximately).

Heidelberg Road carries approximately 25,000 vehicles per day

Latrobe Avenue

Latrobe Avenue functions as a local access road and is aligned in a north-site direction intersecting with

Heidelberg Road. It is a two-way road configured with a two-lane, 9 metre wide carriageway providing

access from the site to Heidelberg Road.

Parkview Road

Parkview Road functions as a local access road and is aligned a north-south direction intersecting with

Heidelberg Road. It is a two-way road configured with a two-lane, 9 metre wide carriageway providing

access along the eastern edge of the site.

A.1.2. Surrounding Intersections

Key intersections in the vicinity of the site include:

• Heidelberg Road/Chandler Highway/Grange Road (signalised X-intersection)

• Heidelberg Road/Latrobe Avenue (unsignalised T-intersection)

• Heidelberg Road/Parkview Road (unsignalised T-intersection).

APPENDIX: SWEPT PATH

ASSESSMENT

V158402 // 23/11/2020


Yarrabend Alphington, Boiler House Precinct B-1

B. SWEPT PATH ASSESSMENT

B

17 m²

POS

151 m²

C&S

52 m²

E 1F

0.11

51 m²

E 1A

0.06

73 m²

E 2B

0.07

23 m²

10 m²

POS

17 m²

POS

50 m²

E 1B

0.05

53 m²

E LOFT E

0.08

43 m²

E LOFT D

0.09

9 m²

POS

9 m²

POS

12 m²

POS

66 m²

E LOFT F

0.10

16 m²

POS

15 m²

POS

47 m²

E LOFT C

0.03

10 m²

POS

10 m²

POS

46 m²

E LOFT B

0.02

10 m²

POS

129 m²

E 3A

0.04

19 m²

POS

46 m²

E LOFT A

0.01144 m²

SERVICES

0.14

81 m²

W 2T

0.0267 m²

POS

82 m²

W 2S

0.01

64 m²

POS

76 m²

W 2U

0.05

54 m²

W 1I

0.07

54 m²

W 1H

0.06

54 m²

W 1J

0.08

54 m²

W 1J

0.09

55 m²

W 1G

0.04

56 m²

W 1F

0.03

20 m²

POS

12 m²

POS

17 m²

POS

9 m²

POS

14 m²

38 m²

212 m²

C&S

15 m²

POS

23 m²

POS

51 m²

W 1E

0.11

52 m²

W 1D

0.10

103 m²

123 m²

138 m²

COURTYARD

B99

ST

AN

DA

RD

S 2004 (A

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NZ)

(c) 2020

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B99STANDARDS 2004 (AU_NZ)

(c) 2020 Transoft Solutions, Inc. All rights reserved.


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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

V158402-AT01-P1.dgn

nsultantscowww.gta.com.au

GTA 08 6169 1000Perth

08 8334 3600Adelaide

07 3113 5000Brisbane

02 8448 1800Sydney

03 9851 9600Melbourne

YARRABEND ALPHINGTON

SWEPT PATH ASSESSMENT

P1

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20

Steering Angle 34.0:

SWEPT PATH KEY

ASSUMED SPEED 5km/h

FROM VEHICLE BODY300mm CLEARANCE

VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

J. HAMILL-BEACH

16 NOVEMBER 2020

1:250

V158402-AT01-01

BOILER HOUSE DEVELOPMENT

C. GREENLAND

C. GREENLAND

2.5 5

WEST

HOUSE

BOILER

EAST

HOUSE

BOILER

LA

NE

BOIL

ER

LANEJOEL TERRACE

UPPER GROUND LEVEL

17 m²

POS

151 m²

C&S

52 m²

E 1F

0.11

51 m²

E 1A

0.06

73 m²

E 2B

0.07

23 m²

10 m²

POS

17 m²

POS

50 m²

E 1B

0.05

53 m²

E LOFT E

0.08

43 m²

E LOFT D

0.09

9 m²

POS

9 m²

POS

12 m²

POS

66 m²

E LOFT F

0.10

16 m²

POS

15 m²

POS

47 m²

E LOFT C

0.03

10 m²

POS

10 m²

POS

46 m²

E LOFT B

0.02

10 m²

POS

129 m²

E 3A

0.04

19 m²

POS

46 m²

E LOFT A

0.01144 m²

SERVICES

0.14

81 m²

W 2T

0.0267 m²

POS

82 m²

W 2S

0.01

64 m²

POS

76 m²

W 2U

0.05

54 m²

W 1I

0.07

54 m²

W 1H

0.06

54 m²

W 1J

0.08

54 m²

W 1J

0.09

55 m²

W 1G

0.04

56 m²

W 1F

0.03

20 m²

POS

12 m²

POS

17 m²

POS

9 m²

POS

14 m²

38 m²

212 m²

C&S

15 m²

POS

23 m²

POS

51 m²

W 1E

0.11

52 m²

W 1D

0.10

103 m²

123 m²

138 m²

COURTYARD

B85

STA

ND

AR

DS 2004 (A

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(c) 2020

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DRAWING NO. ISSUE

CAD FILE NO.

WARNING






PRELIMINARY PLAN




V158402-AT01-P1.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney




P1

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

J. HAMILL-BEACH

16 NOVEMBER 2020

1:250

V158402-AT01-02


C. GREENLAND

C. GREENLAND

2.5 5

WEST

HOUSE

BOILER

EAST

HOUSE

BOILER

LA

NE

BOIL

ER

LANEJOEL TERRACE

UPPER GROUND LEVEL

3507 m²

CARPARK

23 m²

15 m²

39 m²

39 m²

14 m²



B99

STA

ND

AR

DS 2004 (A

U_

NZ)

(c) 2020

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.



B85

STA

ND

AR

DS 2004 (A

U_

NZ)

(c) 2020

Transoft

Soluti o

ns, In

c.

All ri g

hts reserved.

0SCALE

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0DESIGNED


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DRAWING NO. ISSUE

CAD FILE NO.

WARNING






PRELIMINARY PLAN




V158402-AT02-P1.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney




P1

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

J. HAMILL-BEACH

16 NOVEMBER 2020

1:250

V158402-AT02-01


C. GREENLAND

C. GREENLAND

2.5 5

BASEMENT LEVEL

3507 m²

CARPARK

23 m²

15 m²

39 m²

39 m²

14 m²



B99

STA

ND

AR

DS 2004 (A

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(c) 2020

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rig

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0SCALE

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DRAWING NO. ISSUE

CAD FILE NO.

WARNING






PRELIMINARY PLAN




V158402-AT02-P1.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney




P1

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

J. HAMILL-BEACH

16 NOVEMBER 2020

1:250

V158402-AT02-02


C. GREENLAND

C. GREENLAND

2.5 5

BASEMENT LEVEL

3507 m²

CARPARK

23 m²

15 m²

39 m²

39 m²

14 m²

B85

STA

ND

AR

DS 2004 (A

U_

NZ)

(c) 2020

Transoft Solutio

ns, In

c.

All

rig

hts reserved.



0SCALE

16/11/2020

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Drafting.H

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PL

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1:43:56 P

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0DESIGNED


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DRAWING NO. ISSUE

CAD FILE NO.

WARNING






PRELIMINARY PLAN




V158402-AT02-P1.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney




P1

:

:

:

metres

6.0

1.77

1.87

2.800.92

34.0:

Lock to Lock Time

Width

Track

B85

Steering Angle

4.91

Lock to Lock Time

Width

Track

:

:

:

metresB99 6.3mR

6.0

1.77

1.94

3.050.95

5.20


SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

J. HAMILL-BEACH

16 NOVEMBER 2020

1:250

V158402-AT02-03


C. GREENLAND

C. GREENLAND

2.5 5

BASEMENT LEVEL

3507 m²

CARPARK

23 m²

15 m²

39 m²

39 m²

14 m²

HIN

O 300 614 -

WA

ST

E

WIS

EGTA-

VIC

(c) 2020

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

HINO 300 614 - WASTE WISEGTA-VIC


HINO 300 614 - WASTE WISE

GTA-VIC

0SCALE

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CAD FILE NO.

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PRELIMINARY PLAN




V158402-AT02-P1.dgn


GTA 08 6169 1000Perth



02 8448 1800Sydney




P1

SWEPT PATH KEY

ASSUMED SPEED 5km/h


VEHICLE BODY PATH

VEHICLE TYRE PATH

VEHICLE CENTRE LINE

J. HAMILL-BEACH

16 NOVEMBER 2020

1:250

V158402-AT02-04


C. GREENLAND

C. GREENLAND

2.5 5

BASEMENT LEVEL

:

:

:

:

HINO 300 614 - WASTE WISE

Width

Track

Lock to Lock Time

Steering Angle

1.70

1.87

6.0

52.2

metres

3.400.98

6.34

www.gta.com.au

201123rep-V158402 Yarrabend Boiler House - GTA Report

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