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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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
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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.
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
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
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)
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.
– 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.
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
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.
* = 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
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 5 of 5
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