traffic management report marvella heights …€¦ · traffic management report ... st. pauls way...

prepared for

Horizon Synergy Pty Ltd

prepared by

Driscoll Engineering Services P/L

69 Humffray St Nth

Ballarat

Ph 5333 1771

13 November 2014

Consulting Civil, Traffic

and Municipal Engineers

Traffic Management Report

Marvella Heights Development

St. Pauls Way

Bakery Hill

Traffic Management Report Marvella Heights, Bakery Hill

Driscoll Engineering Services Pty Ltd

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1. INTRODUCTION

Driscoll Engineering Services Pty Ltd has been engaged to prepare a Traffic Management Report of the proposed “high density mixed use infill development” off St. Pauls Way, Bakery Hill (known as Marvella Heights). The traffic management component of the Marvella Heights development has progressed through a collaborative approach including VicRoads Engineers, Ballarat City Council Traffic Engineers, the Project Architect and the Project Manager to ensure that relevant traffic management issues pertinent to the site are addressed and the positive outcomes incorporated into the development plans. A Locality Plan showing the site is included in Appendix 1. This report shall form part of the submission to support the Planning Permit Application for the development.

2. THE PROPOSED SITE DEVELOPMENT

The high density development layout plan is included in Appendix 2. The development includes a combination of:

Multi-storey apartment blocks

Two storey terrace apartments

An area of small business, including 4 individual shops/offices

Dedicated and visitor parking facilities

Pedestrian facilities In relation to “Traffic Management”, the development includes:

4 x Apartment Blocks: Apartment Block “Marvella One” incorporates 4 x 1 bedroom

apartments and 10 x 2 bedroom apartments and 12 internal car spaces and 2 external car spaces

Apartment Block “Marvella Two” incorporates 3 x 1 bedroom apartments, 15 x 2 bedroom apartments and 18 car spaces

Apartment Block “Marvella Three” incorporates 3 x 1 bedroom apartments, 15 x 2 bedroom apartments and 18 car spaces

Apartment Block “Marvella Four” incorporates 21 x 2 bedroom apartments and 4 x 3 bedroom apartments and 29 car spaces

(for location of designated car spaces refer to Town Planning drawings)

27 individual dwellings each with their own dedicated car spaces/s off their own internal driveways (upper and lower accessways)

4 x small business/offices (total floor area = 158m2) fronting St. Pauls Way with 2 x 1 bedroom Apartments over and 5 off-street car spaces adjacent (2 spaces to serve the apartments and 3 to serve the business/offices buildings and visitors)

18 visitor car spaces (including 3 which serve business/offices buildings) –The development seeks a reduction in car parking of 5 on-site spaces (4 associated with dwelling visitors and 1 associated with the commercial units); It is considered that this reduction will have negligible impact.

Pedestrian network that links to the surrounding road network



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Turning/manoeuvring areas for emergency vehicles within the site (permanent and temporary for staging purposes)

A road network that safely links to the surrounding VicRoads and Council road network

A loading bay that serves the business area/offices

A private garbage collection that will utilise small size garbage collection vehicles (smaller in size that the design emergency vehicle) that will easily manoeuvre around the site

3. INVESTIGATIONS 3.1 Existing Site Conditions This development is a “high density mixed use infill development” on vacant land bound by:

St. Pauls Way on the north (west of East St)

An Un-named Government Road (proposed to be named Marvella Way as shown on the development plans) on the east from St. Pauls Way to Barkly St at the rear of East St properties

Un-named Government Road (behind the Main Rd and Humffray St Sth properties) on the west

The site has previously been occupied by an education centre; there remains a sealed car park in the north east corner of the site that is regularly used by about 10-15 employees of neighbouring businesses; the rest of the site is a mixture of overgrown grassed and paved areas. The principal means of access to the site is:

off East St via St. Pauls Way, and

off Barkly St east of Main Rd via un-named Government Rd 3.2 Existing Surrounding Road Network The following infrastructure detail assists with the assessment of the existing road network to cater with the generated traffic from the development. (a) Roads under control of Ballarat City Council as the Responsible Road

Authority: St. Pauls Way (west of East St):

is a 2 way sealed street

has a road reserve width of 10m

has a sealed pavement 5.7m wide (lip to lip)

has bluestone kerb and channel/channel both sides

is a No Through Road west of Un-named Government Rd

provides rear access to properties Nos 14 to 34 Victoria St

Provides access to St. Pauls Church and carpark

Provides access to No 4. St. Pauls Way

Provides access to a pedestrian link (laneway) from St. Pauls Way to Victoria St and the Bakery Hill shops

Speed zone is 50km/h by default (Note that the speed environment is significantly less than this ie…about 20km/h)



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The Un-named Government Road (referred to as Marvella Way on the development plans):

is a 2 way unsealed street

has a road reserve width of 10m

has a trafficable width ranging 5.5m to 6m wide (lip to lip)

has bluestone channel both sides

provides rear access to properties Nos 2 to 34 East St

intersects with St. Pauls Way approximately 45m west of East St

intersects with Barkly St approximately 35m east of Main Rd

Speed zone is 50km/h by default but its speed environment is significantly less than this ie…also about 20km/h

The un-named Government Road (behind the Main Rd and Humffray St Sth properties):

is a narrow unmade lane that serves the rear of Nos 7 and 9 Humffray St Sth at the north end of the lane

does not provide access to the abutting Main Rd properties

does not provide for simple access to the development site (topographical issues)

East St:

is a wide 2 way sealed street

has parallel parking both sides

has pedestrian footways both sides

has bluestone channels both sides

runs north-south between Barkly St (south end) and Victoria St (north end)

is controlled by a median strip in Victoria St to “left in” and “left out”

has predominately residential properties both sides, some with front access off East St

Speed zone is 50km/h by default

(b) Roads under control of VicRoads as the Responsible Road Authority: Barkly St:

is a C Class arterial road on the VicRoads Network

is a wide 2 way sealed street

at the intersection with Un-named Government Rd it has a single east bound lane (4.6m wide) and has widening to 2 lanes west bound (5.5m wide) on the approach to the Main Rd traffic signals

has parallel parking both sides that incorporates a bicycle lane

has pedestrian footways both sides

has bluestone channels both sides

has a permanent speed zone of 40km/h in place over the length of Barkly St from Main Rd east past East St (this covers the intersection with Un-named Government Road)

3.3 Intersection Sight Distance The following Table 1 sets out the current sight distances as determined on site and makes recommendations of improvements required to support the Marvella Heights development:



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TABLE 1:

Intersection Sight Distance to

Left Sight Distance to

Right Comments

Un-named Govt Road (Marvella Way) with St. Pauls Way

Approximately 45m To East St, approximately 45m

Very comfortable arrangement

St. Pauls Way with East St

To Victoria St; parked cars do not interfere; parking restrictions are in place to maintain current sight distance arrangements

Approximately 60m; parked cars restrict greater sight distance being achieved; parking restrictions are in place and will maintain current sight distance arrangements

The current intersection sight distances are quite adequate and provide a safe intersection for entering and exiting traffic

Un-named Govt Road (Marvella Way) with Barkly St

Parked cars on Barkly St interfere with sight lines, they restrict sight distance to less than that required for safe manoeuvring out of Un-named Govt Rd; When cars are not parked on Barkly St there is adequate sight distance to safely enter Barkly St.

Parked cars on Barkly St interfere with sight lines, they restrict sight distance to less than that required for safe manoeuvring out of Un-named Govt Rd; With no car cars parked in the first 10m sight distance is readily achieved to beyond the Main Rd traffic signals.

The current intersection sight distances can be quite restricted by parked cars and will require the introduction of parking controls either side to provide a safe intersection for entering and exiting traffic under the changed conditions.

3.4 Existing Traffic Conditions St. Pauls Way and East St: Traffic observations have been undertaken during the AM (8am to 9am) and PM (4.30pm to 5.30pm) peak periods on 2 separate days at the intersection of the St. Pauls Way and East St to gauge an understanding of the current traffic volumes and patterns; a summary is provided below, full movement diagrams are provided in detail in Appendix 3. AM Peak (8.30am to 9.30am) Period Observations:

8 vehicles travelled south along East Street;

18 vehicles travelled north along East Street;

18 vehicles entered St. Pauls Way off East Street

4 vehicles exited St. Pauls Way onto East Street PM Peak (4.30pm to 5.30pm) Period Observations:

10 vehicles travelled south along East Street;

20 vehicles travelled north along East Street;

5 vehicles entered St. Pauls Way off East Street

10 vehicles exited St. Pauls Way onto East Street



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It was noted at the time of the traffic observations that all except 1 of the vehicles entering St. Pauls Way in the AM parked in the old carpark on the development site. These vehicles will not be able to park in this carpark once the development is undertaken; it is reasonable to assume that this traffic does not need to be considered in the ultimate assessment of St. Pauls Way and East St intersection. It is reasonable to accept that on special occasions at St. Pauls Church, the traffic volumes along St. Pauls Way will increase but it is unlikely that such occasions will coincide with Peak Hour traffic events. The current typical traffic volume on St. Pauls Way west of East St is less than 50 vehicles per day. Based on observations and the current peak hour traffic patterns, it is reasonable to expect East St to currently carry around 500 vehicles per day. Un-named Government Road (Marvella Way) and Barkly St: Traffic observations have been undertaken during the AM (8am to 9am) and PM (4.30pm to 5.30pm) peak periods on 2 separate days at the intersection of the Un-named Government Road and Barkly St to gauge an understanding of the current traffic volumes and patterns; a summary is provided below, full movement diagrams are provided in detail in Appendix 3. AM Peak (8.30am to 9.30am) Period Observations:

300 vehicles travelled south west along Barkly Street;

250 vehicles travelled north east along Barkly Street;

1 vehicle entered Un-named Government Rd via the left turn

1 vehicle exited Un-named Government Rd via the right turn PM Peak (4.30pm to 5.30pm) Period Observations:

330 vehicles travelled south west along Barkly Street;

300 vehicles travelled north east along Barkly Street;

There were no recorded movements into or out of Un-named Government Road during either peak period observation

It is also considered reasonable that on weekends the Un-named Government Road off St. Pauls Way will generate more traffic with residents accessing their rear garages and rear yards; it is unlikely that such occasions will coincide with Peak Hour traffic events. The current typical traffic volume on the Un-named Government Rd south of St. Pauls Way is less than 10 vehicles per day.

4. TRAFFIC GENERATION AND DISTRIBUTION 4.1 DISTRIBUTION OF TRAFFIC FROM THE DEVELOPMENT SITE TO THE SURROUNDING ROAD NETWORK It is reasonable to assume that the vast majority of traffic (say 85%) that is generated by the offices/businesses, Marvella One, Marvella Two, Marvella Three, the apartments over the offices and the apartments on the upper level (Apartments 1 to 15 inclusive) will utilise St. Pauls Way off East St as their principal means of



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access/egress. St Pauls Way offers a very straight forward means of access and avoids the meandering approach off Barkly St. It is reasonable to assume that the majority of traffic (say 70%) that is generated by Marvella 4 and the lower level apartments (16 to 27 inclusive) will use Marvella Way off Barkly St as their principal means of access/egress; St. Pauls Way will be attractive to some of those lower level dwellings, particularly those that wish to gain access to/from the east and north. 4.2 GENERATION OF TRAFFIC BY THE DEVELOPMENT “Austroads Guide to Traffic Management Part 12 – Traffic Impacts of Development” identifies typical peak hour traffic generation rates for high density flats/buildings in metropolitan regional centres. The traffic generation figures utilised in the Austroads Guide are based on “per unit” with no reference to the number of bedrooms (ie…0.24 vehicles trips per hour per unit). The Marvella Heights development has a range of 1, 2 and 3 bedroom apartments, so extrapolation and reference to other traffic generation references is required to enable daily traffic generation and peak hour traffic generation for the various numbers of bedrooms in high density development to be determined with some confidence. Further reference is made to “Guide to Traffic Generating Developments”, a reference developed by the NSW Govt Department of Transport, Road and Marine Services for traffic, safety and transport practitioners - it provides guidance on traffic impacts of land use developments, most notably on matters relating to traffic generation and parking. [Its audience extends beyond that of traffic authorities (State and Councils) and is widely used throughout Australia.] This reference includes high density residential developments traffic studies in Regional Centres (2012 data) and presents the data on a “per bedroom basis” – this reference is considered extremely relevant to the Marvella Heights high density development. Relevant data for high density developments from “Guide to Traffic Generating Developments” is summarised as follows:

AM Peak hour traffic generation: range = 0.2 to 0.22 vehicle trips per bedroom average = 0.21 vehicle trips per bedroom

PM Peak hour traffic generation: range = 0.07 to 0.22 vehicle trips per bedroom average = 0.15 vehicle trips per bedroom

Daily traffic generation: range = 1.59 to 2.26 vehicle trips per bedroom average = 1.93 vehicle trips per bedroom

Based on the above data it is considered reasonable to adopt the following traffic generation rates for the Marvella Heights development:

Peak hour traffic generation (AM and PM) = 0.21vehicle trips per hour per bedroom

Daily traffic generation = 2 vehicle trips per day per bedroom The following Table 2 establishes the traffic generation rates for the specific components of the Marvella Heights development:



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TABLE 2:

Land Use Traffic Generation – Trips per day/peak hour

Apartment Buildings (Marvella 1 to Marvella 4)

1 bedroom 2.0/0.21

2 bedrooms 4.0/0.42

3 bedrooms 6.0/0.63

2 storey terrace apartment

2 bedrooms 4.0/0.42

3 bedrooms 6.0/0.63

Business/Office with residential above

1 bedroom 2.0/0.21

10 trips per 100m2 of floor area/2 trips per 100 m2 of

floor area

The following Table 3 provides the forecast traffic generation on a daily and peak hour basis for the various components of the Marvella Heights development: TABLE 3:

Generator No of 1 Bedroom Apartments

No of 2 Bedroom Apartments

No of 3 Bedroom Apartments

Floor Area (m2)

Daily No of Trips

Peak Hr No of Trips

Business 258 26 5

Residential above Business

2 4 0.42 (say 1)

Marvella 1 4 10 48 5



Marvella 4 21 4 108 11

Upper Level Terrace Apartments

11 4

68 7

Lower Level Terrace Apartments

8 4

56 6

Total 12 80 12 442 49

It is noted that the development of Upper Level Terrace Apartments 8 to 15 inclusive is reliant on access to a small parcel of crown land; at present Apartments 8 to 15 do not form part of the current Application; for the purposes of traffic management and the impact thereof, this Traffic Management Report, and the calculations within, include the forecast traffic generated by Upper Level Terrace Apartments 8 to 15 on the presumption that in the future these Apartments will be constructed.



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The daily distribution of traffic from the various components of Marvella Heights to the surrounding road network is provided in the following Table 4: TABLE 4:

Generator Daily No of Trips

Distribution of traffic to St. Pauls Way per day

Distribution of Traffic to Barkly St per day

Business 26 22 4


4 3 1

Marvella 1 48 41 7

Marvella 2 66 56 10

Marvella 3 66 56 10

Marvella 4 108 32 76


68 58 10


56 17 39

Total 442 285 157

The peak hourly distribution of traffic from the various components of Marvella Heights to the surrounding road network is provided in the following Table 5: TABLE 5:

Generator Peak Hour Trips

Distribution of traffic to St. Pauls Way Peak Hour

Distribution of Traffic to Barkly St Peak Hour

Business 5 4 1


1 1 0

Marvella 1 5 4 1

Marvella 2 7 6 1

Marvella 3 7 6 1

Marvella 4 11 3 8


7 6 1


6 2 4

Total Trips 49 32 17

In the AM Peak Hour it is reasonable to assume 80% of traffic is outbound and 20% inbound; in the PM Peak Hour it is reasonable to assume 80% inbound and 20% outbound.



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At the intersection of St. Pauls Way and East St it is reasonable to expect traffic to be balanced in its approach and departure on East St between north and south; at the intersection of Barkly St and Marvella Way it is reasonable to expect traffic to be balanced in its approach and departure on Barkly St between east and west. The following traffic distribution diagrams (Fig 1) reflect the additional traffic the development is forecast to generate at the immediate intersections in the peak AM and PM hours of the week: FIG 1:

Key: AM Peak Hour (PM Peak Hour)

North

East

Str

eet

Barkly St

St. Pauls Way

12 (4)

12 (3)

3 (12)

4 (12)

1

St. Pauls Way

20 (3)

3 (20)

1 (1)

1 (1)

Mar

vella

Way

5 (4)

4 (5)

Mar

vella

Way

1 (7) 2 (7)

7 (2)

7 (1)



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5. ACCESS ROAD PERFORMANCE CONSIDERATIONS

St. Pauls Way:

St. Pauls Way is a 2 way sealed street that can comfortably carry in excess of 1000 vehicles per day; in its current form it has significant spare capacity and can adequately cater for the additional traffic that Marvella Heights will generate. Marvella Heights is a high density development with low traffic generation rates; St. Pauls Way currently carries 22 vehicles per hour in the AM Peak Hour and 15 vehicles per hour in the PM Peak Hour – it is noted that the majority of this traffic will be diverted from St. Pauls Way when the current carpark is consumed in the development; the forecast traffic generation by the development on St. Pauls Way between East St and Marvella Way is 32 vehicles per hour in both the AM Peak Hour and the PM Peak Hour. The total daily traffic generation onto St. Pauls Way is forecast to be 285 vehicles per day. The net effect of the development is an additional 10 vehicles per hour in the AM Peak Hour and an additional 17 vehicles per hour in the PM Peak Hour over what is currently generated. Given the extremely low traffic numbers involved, it is reasonable to accept that the overall impact of the generated traffic on the capacity of St. Pauls Way is negligible. East St: East St is a very wide 2 way sealed street that can comfortably carry in excess of 3,000 vehicles per day; based on observations and the current peak hour traffic patterns, East St currently carries around 500 vehicles per day. East St currently carries 48 vehicles per hour in the AM Peak Hour and 45 vehicles per hour in the PM Peak Hour. East St will carry an additional 31 vehicles per hour in the typical AM and PM Peak Hour periods generated by Marvella Heights. The total daily traffic generation onto East St from St. Pauls Way is forecast to be 285 vehicles per day. Given the relatively low traffic numbers involved, it is reasonable to accept that the overall impact of the generated traffic on the capacity of East St will be barely noticeable. Un-named Government Rd (Marvella Way): The Un-named Government Road that traverses between St. Pauls Way and Barkly St is currently unsealed. It currently carries less than 10 vehicles per day and its primary function at present is to provide rear access to residential properties. During the period from 1979 to 1998, this road performed as one of the primary access routes that served the education complex on the site; given the roads history of use, it is considered unusual that Council has not had the road constructed and sealed previously to meet its previous demands. This road will again become a primary access, this time to serve the proposed high density development; it will serve Marvella 2, Marvella 3 and the Upper Level Apartments via St. Pauls Way; it will also become the primary access off Barkly St for Marvella 4 and the Lower Level Apartments; it will be required to cater for up to 60 vehicles per hour in the peak hour AM and PM traffic flows – this will require surfacing of the road. Its current available width between the bluestone channels is



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adequate to meet these demands. There is no traffic based justification to remove or alter the alignment of the heritage bluestone kerb and channel. The west side of this road is planned for similar access arrangements as the current east side; at present the east side is a continuous strip of rear driveways, the proposal is for the west side to include 3 driveways to serve the multi-story building carparks; 2 common driveways to serve the upper and lower apartments and 3 private driveways to serve 3 individual apartments. The speed environment of this street is very low; the natural gradient and the curvilinear alignment with T intersections at both ends demands a very low speed environment – a low speed environment, governed by the road controls, suits the access driven nature of the street. Barkly St: Barkly St is a very wide 2 way sealed street that can comfortably carry in excess of 15,000 vehicles per day; recent observations, as part of this assessment, indicate that Barkly St carries about 6,300 vehicles per day; VicRoads Web based traffic program indicates that Barkly St carries 8,300 (approximate volume) vehicles per day at a location west of the intersection with Main Rd. It is reasonable to state that in its current form Barkly St has significant spare capacity and can adequately cater for the additional 157 vehicles per day that Marvella Heights will generate at the Barkly St entrance.

6. INTERSECTION PERFORMANCE CONSIDERATIONS East St and St. Pauls Way Intersection: The intersection of East St and St. Pauls Way has significant surplus capacity that will adequately cater for the increased turning movements associated with the Marvella Heights high density development. The current parking restrictions in East St either side of St. Pauls Way provide ideal sight lines for safe entry into East St from St. Pauls Way. The intersection pavement in East St is very wide and provides ample scope for the turning manoeuvres of emergency vehicles and service vehicles. St. Pauls Way and Un-named Government Rd (Marvella Way): The intersection of St. Pauls Way and Un-named Government Rd (Marvella Way) will comfortably cater for local turning traffic (B85 vehicle); the intersection will also cater for the swept path of an emergency vehicle; it is noted that the emergency vehicle will occupy the full width of the intersection with the left turn from St. Pauls Way into Un-named Government Road; this is considered satisfactory in emergency situations and is quite common in the inner city area where road widths are constrained by the built environment. Barkly St with Un-named Government Rd (Marvella Way): The intersection of Barkly St with the Un-named Government Rd (Marvella Way) requires the installation of parking restrictions in Barkly St either side of the Un-named Government Rd (Marvella Way) to facilitate sight lines for exiting traffic.



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This intersection is forecast to generate 7 right turning vehicles and 7 left turning vehicles per hour during the Peak PM period off Barkly St into the Un-named Government Rd (Marvella Way). To determine the impact of these movements on through and turning traffic, the following observations have been undertaken in the preparation of this assessment:

Multiple random right turn movements out of Un-named Government Rd (Marvella Way) during peak AM and PM traffic

Multiple random left turn movements out of Un-named Government Rd (Marvella Way) during peak AM and PM traffic

Multiple random left turn movements into Un-named Government Rd (Marvella Way) during peak PM traffic

Multiple random right turn movements into Un-named Government Rd (Marvella Way) during peak PM traffic

The turn movements into and out of the Un-named Government Rd (Marvella Way) identified the delays shown in Table 6 in completing the movements: TABLE 6:

Movement Longest

Delay Shortest

Delay Comments

Right turn out (10 observations)

15 seconds on 1 occasion

Nil delay on 3 occasions

Delays experienced on every manoeuvre deemed acceptable.

Left turn out (10 observations)

10 seconds on 2 occasions



Left turn in (10 observations)

Nil delay on all occasions


Right turn in (10 observations)

15 seconds on 1 occasion



It is noted that Barkly St operates under permanent 40km/h speed restriction; it is further noted that the traffic signal cycle times at the intersection of Barkly St and Main Rd are short and greatly assist with the ability for traffic to easily enter and exit Un-named Government Rd (Marvella Way). VicRoads has identified a need to provide at least a BAR treatment at this intersection. Under the current linemarking and kerb arrangements (bluestone heritage) the intersection of Barkly St and Un-named Government Rd (Marvella Way) does not satisfy the BAR requirements of Austroads Guide to Road Design Part 4A, but the intersection operates very safely given the assistance of the 40km/h speed zone and the intersection signals at Main Rd. There is the opportunity to undertake centre line linemarking alterations to improve the width of the west bound lanes and better accommodate a BAR, but for the extremely low traffic generation by Marvella Heights it is considered unnecessary and unwarranted. It is considered necessary and warranted to provide for 2 lanes of traffic within the entrance to the Un-named Government Rd (Marvella Way) off Barkly St; the current laneway entrance is unsatisfactory to meet the demands of the development and requires widening for a short section to meet VicRoads requirements and ensure that traffic entering Marvella Way off Barkly St is not impeded.



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7. INTERNAL TRAFFIC CONSIDERATIONS The following traffic movements have been assessed against the Australian Standards and Planning Scheme requirements:

Access to Parking – Apartment Blocks Marvella 1 to Marvella 4 Car space dimensions and locations adjacent to columns comply with the Planning Scheme and AS2890.1-2004 as relevant; the B85 design vehicle (refer AS2890.1-2004) can access all car spaces within these 4 apartment blocks. Refer turning movement diagrams in Appendix 4. U-turns within the aisle of Marvella 2, 3 and 4 are satisfactory; U-turn in M1 is difficult (requires a 5 point turn) however this constraint is overcome by the proposed access control (electronic roller door/boom) restricting access to those vehicles with a dedicated space.

Access to Garages – Individual/Terrace Apartments The B85 design vehicle (refer AS2890.1-2004) can access all car spaces associated with individual/terrace apartments. Refer turning movement diagrams in Appendix 5. Note that the 3 x apartments with direct access to Marvella Way can accommodate B99 size vehicles.

Emergency Services – Access and Manoeuvrability Evidence of the ability for the CFA design vehicle, in accordance with CFA design guides, accessing the various components of this development is included in Appendix 6. Note that temporary provision is considered in lieu of Upper Terrace Apartment 7 if access to the crown land is not determined at time of construction; if access to the crown land is ultimately denied that the temporary provision can be made permanent.

Visitor Parking The B85 design vehicle (refer AS2890.1-2004) can access all visitor car spaces. Refer turning movement diagrams in Appendix 7.

Loading Bay for Business Area – an on-street loading bay 7.6m long in accordance with the Planning Scheme is identified in St. Pauls Way; it is considered that the size and type of businesses in these small premises may not demand such a large loading zone. Consideration should be given to reducing the size based on need. It is noted that St. Pauls Way is a “No Through Road” to the west of the site with no court bowl or turning facility at the end, as such a 3 point turn utilising the visitor carpark and St. Pauls Way is considered acceptable for egress from the loading bay back to East St.

Parking Availability for Business Area The B85 design vehicle (refer AS2890.1-2004) can access all car spaces associated with the off-street car park that serves the business area. Refer turning movement diagrams in Appendix 8.



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The following sight lines have been assessed against the Australian Standard AS2890.1-2004 requirements:

Left and right from carparks in Marvella 2, Marvella 3 and Marvella 4 to Marvella Way; building lines have been set back and aligned to meet these required sight lines – these all satisfy AS2890.1-2004; note that the 2 x trees to be retained and the single parallel car space identified for visitor parking on the west side of Marvella Way up the hill to the left of the Marvella 4 exit may interfere marginally with sight lines; in the event that the car space is occupied and does obstruct vision there is still a reasonable line of sight achieved from this exit; the fact that Marvella Way will have a very low speed environment further assists in this regard;

Left and right from Upper and Lower access ways to Marvella Way – these all satisfy AS2890.1-2004;

Refer Appendix 9 for sight line diagrams.

8. IMPACT ON CURRENT RESIDENCES The building on the south west corner of St. Pauls Way and East St (No 2 East St) will be subject to the most impact from the additional traffic on St. Pauls Way; the additional traffic will be travelling immediately adjacent its north side fenceline, however it is noted that this premise is used for commercial purposes and as such will generally not be occupied for the full duration of the AM or PM peak hours. Traffic accessing/egressing the Marvella Heights development in the later evening, night or early morning will generally have nil impact on the occupants of this property. The properties on the north side of St. Pauls Way have their rearage to St. Pauls Way (frontages to Victoria St) so the additional traffic on the short section of St. Pauls Way from the proposed Marvella 1 entrance to East St will have minimal impact on these properties. It is envisaged that there will be only minor impact on these properties when gaining access to the rear of their properties. The properties on the west side of East St all have their rearages to the Un-named Government Rd; given the level of screening with out-buildings, high fences and trees between the dwellings and the Un-named Government Road, the impact of slow moving traffic along the Un-named Government Road will have minimal impact on the occupants of these properties; it is envisaged that there will only be minor impact on these properties when gaining access to the rear of their properties. The building on the east side of Un-named Government Rd at the Barkly St end (No 34 East St Sth) will be subject to some impact from the additional traffic immediately adjacent its west side fenceline. Traffic accessing/egressing the Marvella Heights development in the later evening, night or early morning will generally have an impact on the occupants of this property; it is envisaged that there will also be minor impact on this property when gaining access to the rear of the property. Headlight glare at night may have minor impact on the rear of some neighbouring buildings as traffic exits the carparks and accessways; the majority of properties along the east side of Un-named Government Rd are relatively well screened with



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rear outbuildings, high fences and trees between the dwellings and the road. This will minimise the effect thereof. The impact on the motel on the corner of Barkly St and Main Rd will be negligible given the layout of the motel and its high rear fence, and given the low traffic generation rate from Marvella Heights.

9. PEDESTRIAN CONSIDERATIONS Pedestrian access through the site has been incorporated into the development plans with street lighting and clear links to the surrounding area. The primary pedestrian links include:

North-south through the development site

West along St. Pauls Way (short No Through Road) to the existing walk-through to Victoria St

East along St. Pauls Way to East St

South to Barkly St – the connection between the development site and Barkly Street requires incorporation into the widening of the short section (in accordance with VicRoads requirements).

Pedestrian ways require DDA compliant laybacks and paths – these elements need to be addressed in the detailed design stage.

10. CONCLUSION It is a reality that a high density development of this type, in an infill situation, in an area such as this, will impact on some neighbours; to countermeasure and minimise this impact, the development plans have been prepared through a collaborative approach with Ballarat City Council Traffic Engineers and VicRoads Engineers. The overall impact of the traffic generated by the development should be minimal with low traffic generation and a low speed environment; the current level of road infrastructure surrounding the site has significant surplus capacity to adequately cater for the generated traffic; intersections are also operating well under capacity. The development requires existing infrastructure upgrades, as identified in this report and summarised as follows, to compliment the traffic functions:

Surfacing of Marvella Way from St. Pauls Way to Barkly St

Parking controls in Barkly St either side of Marvella Way

Widening of the short section of Marvella Way off Barkly St to accommodate 2 way traffic flow

Consider minor alterations to linemarking on Barkly St to better accommodate turning traffic if considered warranted by VicRoads

Pedestrian links from the site to the surrounding road footway network

Gary J Driscoll BEng(Civil)(Hons)



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Appendices: Appendix 1 – Locality Map Appendix 2 – Development Plan Appendix 3 – Traffic Movement Diagrams at:

St. Pauls Way and East St Un-named Government Rd and Barkly St

Appendix 4 – Turning Movement Diagrams Ground Level Carparks Marvella 1, 2, 3 and 4

Appendix 5 – Turning Movement Diagrams for Individual and Terrace Apartments

Appendix 6 – Turning Movement Diagrams for Emergency Vehicle (Design CFA Vehicle)

Appendix 7 – Turning Movement Diagrams for Visitor Car Spaces Appendix 8 – Turning Movement Diagrams for Business Area Car

Spaces Appendix 9 – Sight Line Diagrams



18

Appendix 1 - Locality Map



19

Appendix 2 – Development Plan



20

Appendix 3 – Traffic Movement Diagrams at:

St. Pauls Way and East St Un-named Government Rd and Barkly St

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION

AMENDMENTS APPROVED DATE

SCALE:

A

B

C

D

E

MARVELLA HEIGHTS, BALLARAT

APPENDIX 3

TRAFFIC MOVEMENT DIAGRAMS AT

ST PAULS WAY AND EAST STREET

APPENDIX 3a

B

Preliminary

NORTH

GENERAL AMENDMENTS TO BASE PLAN

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 3

TRAFFIC MOVEMENT DIAGRAMS AT

UN-NAMED GOVERNMENT RD AND BARKLY ST

APPENDIX 3b

B

Preliminary

NORTH




21

Appendix 4 – Turning Movement Diagrams Ground Level Carparks Marvella 1, 2, 3 and 4

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 4

TURNING MOVEMENT DIAGRAMS

BUILDING CARPARKS

M1, M2 & M3 BUILDINGS

APPENDIX 4a

B

Preliminary

NORTH

No. OF PARKING SPACES REDUCED IN M1, M2 & M3

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 4


BUILDING CARPARKS

M4 BUILDING

APPENDIX 4b

B

Preliminary

N

O

R

T

H

No. OF PARKING SPACES REDUCED IN M1, M2 & M3



22

Appendix 5 – Turning Movement Diagrams for Individual and Terrace Apartments

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 5


FOR INDIVIDUAL & TERRACE APARTMENTS

UNITS 1 - 6

APPENDIX 5a

B

Preliminary

NORTH


DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 5



UNITS 7, 9, 11, & 13

APPENDIX 5b

B

Preliminary

NORTH


DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 5



UNITS 8, 10, 12 & 3 POINT TURN

APPENDIX 5c

B

Preliminary

NORTH


DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 5



UNITS 16, 18 & 24

APPENDIX 5d

B

Preliminary

N

O

R

T

H


DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 5



UNITS 17, 19,23, & 25

APPENDIX 5e

B

Preliminary

N

O

R

T

H




23

Appendix 6 – Turning Movement Diagrams for Emergency Vehicle (Design CFA Vehicle)

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 6


FOR EMERGENCY VEHICLE

SOUTHERN DRIVEWAY

APPENDIX 6a

A

Preliminary

N

O

R

T

H

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 6



NORTHERN DRIVEWAY

APPENDIX 6b

A

Preliminary

NORTH

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 6



ST PAULS WAY

APPENDIX 6c

A

Preliminary

NORTH

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 6



NORTHERN DRIVEWAY TEMPORARY TURNING BAY

APPENDIX 6dC

Preliminary

NORTH





24

Appendix 7 – Turning Movement Diagrams for Visitor Car Spaces

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 7


FOR VISITOR CAR SPACES

APPENDIX 7a

B

Preliminary

NORTH

ALTERATION OF LANDSCAPING



25

Appendix 8 – Turning Movement Diagrams for Business Area Car Spaces

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 8


FOR BUSINESS AREA CAR SPACES

APPENDIX 8a

B

Preliminary

NORTH




26

Appendix 9 – Sight Line Diagrams

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 9

SIGHT LINE DIAGRAMS

AT BUSINESS AREA CAR PARK

APPENDIX 9a

B

Preliminary

NORTH


DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 9

SIGHT LINE DIAGRAMS

ATM2 & M3 BUILDINGS

MARVELLA WAY

APPENDIX 9b

B

Preliminary

NO

RT

H

BUILDING M2 & M3 RELOCATED & OBSTACLE REMOVED

DRAWING NO

REV

SHEET No.

FILE NAME

DESIGNED:

CHECKED:

APPROVED:

GENERAL NOTES:

REVISION


SCALE:

A

B

C

D

E


APPENDIX 9

SIGHT LINE DIAGRAMS

AT M4 BUILDING

MARVELLA WAY

APPENDIX 9cC

Preliminary

N

O

R

T

H



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