Yarra Valley Country Club · 2020. 8. 25. · 2.3 Public Transport & Cycling Heidelberg railway station is located on Burgundy Street about 2.6km to the west of the subject site

Yarra Valley Country Club

Development Plan Traffic Report

27-Mar-20

Prepared by C. Maragos & Associates Pty Ltd for Linked Solutions

CMA

C. Maragos & Associates Pty Ltd ABN 48 145 418 471

Unit 222, 87 Gladstone Street

South Melbourne Vic 3205 PO Box 33207

Domain LPO MELBOURNE VIC 3004

Tel: (03) 9690 0995

Yarra Valley Country Club

Development Plan Traffic Report

proposed residential development framework

Status/ Version

Final

Date 27 March 2020 Author

Chris Maragos

File

CM17001Rep003A_DP

Authorised

Yarra Valley Country Club – Development Plan Traffic Report CMA

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1 BACKGROUND & INTRODUCTION ........................................................................................................................... 1

1.1 THE DEVELOPMENT PLAN ...................................................................................................................................... 1

2 CURRENT CONDITIONS ............................................................................................................................................ 3

2.1 SITE, LOCATION & LAND USE .................................................................................................................................. 3 2.2 ROAD NETWORK .................................................................................................................................................. 4 2.3 PUBLIC TRANSPORT & CYCLING ............................................................................................................................... 5

3 CAR PARKING CONSIDERATIONS ............................................................................................................................. 7

3.1 STATUTORY REQUIREMENT ..................................................................................................................................... 7 3.2 ANTICIPATED DEMAND .......................................................................................................................................... 7 3.3 ADEQUACY OF PARKING PROVISION.......................................................................................................................... 7

4 BIKE PARKING .......................................................................................................................................................... 8

5 TRAFFIC CONSIDERATIONS ...................................................................................................................................... 9

5.1 GENERAL ............................................................................................................................................................ 9 5.2 BASE FLOWS ....................................................................................................................................................... 9 5.3 DISTRIBUTION ................................................................................................................................................... 11 5.4 INTERSECTION OPERATING CONDITIONS .................................................................................................................. 15 5.5 SUMMARY ........................................................................................................................................................ 16 5.6 FUTURE CONDITIONS .......................................................................................................................................... 16

6 DESIGN CONSIDERATIONS ..................................................................................................................................... 17

6.1 ROADWAYS ....................................................................................................................................................... 17 6.1.1 Templestowe Road .................................................................................................................................... 17 6.1.2 Internal Road............................................................................................................................................. 17

6.2 PARKING LAYOUT ............................................................................................................................................... 17 6.3 LOADING & SERVICING ........................................................................................................................................ 18 6.4 PUBLIC TRANSPORT, PEDESTRIANS & CYCLISTS .......................................................................................................... 18

7 CONCLUSIONS & SUMMARY ................................................................................................................................. 19

Figures

FIGURE 1 LOCALITY PLAN ................................................................................................................................................... 3 FIGURE 2 LOCAL BUS ROUTES ............................................................................................................................................. 6 FIGURE 3 TEMPLESTOWE ROAD TRAFFIC - FRIDAY & SATURDAY 29TH AND 30TH MARCH 2019 ......................................................... 10 FIGURE 4 SUMMARY OF COMMUTER PEAK HOUR FLOWS- JULY 2015 ........................................................................................ 12 FIGURE 5 SUMMARY OF DEVELOPMENT TRAFFIC FLOWS- COMMUTER PEAK HOURS .................................................................... 13 FIGURE 6 SUMMARY OF POST DEVELOPMENT FLOWS- COMMUTER PEAK HOURS ........................................................................ 14


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Tables

TABLE 1 BUS SERVICES ..................................................................................................................................................... 6 TABLE 2 SUMMARY OF ANTICIPATED TRAFFIC GENERATION- COMMUTER PEAK PERIODS ................................................................. 9 TABLE 3 SUMMARY OF LEVEL OF SERVICE DEFINITIONS .......................................................................................................... 15 TABLE 4 SUMMARY OF INTERSECTION ANALYSIS ................................................................................................................... 15

Annexes

APPENDIX 1: SIDRA SUMMARY APPENDIX 2: VICROADS APPENDIX 3: PLANS


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1 BACKGROUND & INTRODUCTION

C. Maragos & Associates Pty. Ltd (CMA) was retained by Linked Solutions to provide traffic engineering advice and prepare a report in relation to the proposed residential development framework plan for the Yarra Valley Country Club site at 9-15 Templestowe Road.

This report reviews the traffic engineering implications of the planned development of the land in accordance with the Draft Yarra Valley Country Club Development Plan Overlay Schedule (DPO4) that is proposed to be included in the Manningham Planning Scheme.

In the course of undertaking this assessment the subject site and its environs have been inspected, plans of the proposed development examined and data collected and analysed.

1.1 The Development Plan

The proposed concept seeks to redevelop a portion the Yarra Valley Country Club (YVCC) and adjoining Parks Victoria land for residential purposes. The land is planned to be developed in stages and while predominantly made up of townhouses includes the flexibility to provide two or three apartment buildings. The proposed development, subject to agreements and market assessment, is expected to comprise between 255 and 309 dwellings. The current masterplan includes 290 dwellings, with 134, 3 and 4-bedroom townhouses and 156, 1, 2 and 3-bedroom apartments.

The owners would enter into a S173 agreement to enable a portion of the land in the north, as well as, a strip along the Templestowe Road frontage to be transferred to a combination of Government Agencies for community use purposes and road widening requirements.

In summary, the development plan will: � Rezone the southern portion of the land to allow for residential purposes and the northern portion

of the land for community recreation. � Alter the current LSIO boundary to move it northwards to reflect the proposed development

footprint and earthworks fill. � Remove all existing buildings and facilities from the YVCC land. � Develop the southern portion of the YVCC land for residential purposes. � Transfer the public acquisition overlay land within the site to the Department of

Transport/VicRoads that is designated for the widening of Templestowe Road. � Upgrade site access by creating a signalised intersection onto Templestowe Road between

Elizabeth and Robert Streets. � Create a shared user path on the north side of Templestowe Road between Heide and the Bulleen

Driving Range. � Transfer the northern portion of the YVCC land for community purposes. � Carry out earthworks to raise a portion of the land above the existing flood level. � Provide an overall drainage strategy, including the provision of wetlands, to ensure no net loss in

the flood storage capacity of the land and treat the storm water runoff from the site and the adjoining lands.

� Vary the current mandatory height and setback requirements within the DDO2.

In addition to residents parking, the Development Plan includes parking for visitors within the residential areas and along the internal street network. A total of 64 on-street visitor spaces are proposed, with 38 located along the main internal road, and 26 (in total) within the residential areas. The internal access road includes a footpath on one side.


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As mentioned previously the primary access to the site is to be located between Elizabeth Street and Robert Street and be signalised. The existing site access points are to be closed and Templestowe Road is to be upgraded along the frontage of the site. The concept is illustrated on CMA drawings, numbered CM17001 CS02(2) and CS03(2), revision C. The upgrade includes the re-grading of Templestowe Road to suit the possible future duplication and to minimize redundant work at that time.

The redevelopment includes the construction of a shared user path on Templestowe Road along the frontage of the site. The proposed apartment building along Templestowe Road is to be setback from the public acquisition boundary.

The Development Plan does not alter vehicle access to the Heide site. The internal road layout is illustrated on CJA drawings, numbered 14265 C-110,120 and 130 dated March 2020.


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2 CURRENT CONDITIONS

2.1 Site, Location & Land Use

The subject site, occupies a total area of approximately 22.4ha, and is located on the north-west side of Templestowe Road between the Heide Sculpture Park and the Bulleen Driving Range. The proposed rezoning surrounds the Sonoco site.

The Yarra Valley Country Club, includes conference and meeting facilities, bistro/lounge and sports bar, 70 poker machines, a 9-hole golf course, two tennis courts, seven lawn bowl rinks, swimming pool, two squash courts and a gymnasium. Access to the country club is via two access points onto Templestowe Road, approximately 90m apart, near its boundaries with Heide and the Sonoco site. A total of 187 parking spaces are provided. The country club operates 7 days a week with operating hours from 7am to 1am, Monday to Saturday and 10am to mid-night on Sunday.

As mentioned previously the land use in the area includes, the Heide Museum of Modern Art and Sculpture park immediately to the west, the Sonoco Australia site and the Bulleen Driving Range. It also includes residential development to the south. The Yarra River defines the northern boundary of the site.

Figure 1 shows the location of the site and the layout of the nearby road network.

Figure 1 Locality Plan

Subject Site


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2.2 Road Network

Templestowe Road is an arterial road and runs between Bulleen Road in the southwest to Thompsons Road in the east. Near the site the road consists of an undivided carriageway catering for a single lane of traffic in each direction with unsealed shoulders. The shoulder of the roadway is sealed near Heide Museum and the eastern boundary of the site providing an auxiliary lane for a short distance. A footpath is provided on the south side road the road. The speed limit is 60km/h along the frontage of the site.

The typical cross section of Templestowe Road is illustrated in Photographs 1 & 2.

Photographs 1 & 2 Templestowe Road

Elizabeth Street is a local road and provides access to the residential area south of the site. It runs in a north-south direction from Templestowe Road to Mangan Street, which in turn connects between Bulleen Road and Robert Street to the east. Elizabeth Street consists of an undivided carriageway catering for one lane of traffic in each direction plus unrestricted parking along the west side. Parking along the east side is subject to time restrictions with No Stopping between 10am and 5pm on Tuesday and Friday and 12pm to 5pm on weekends.

Footpaths are provided on both sides of Elizabeth Street. The speed limit on Elizabeth Street is 50km/h.

Photographs 3 & 4 illustrate the typical cross section of Elizabeth Street.

East View past Heide West View past Sonoco


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Photographs 3 & 4 Elizabeth Street

Robert Street is a local road and provides access to the residential area south of the site. It runs in a north-south direction from Templestowe Road to Manningham Road. Robert Street consists of an undivided carriageway catering for one lane of traffic in each direction plus unrestricted parking.

Footpaths are provided on both sides of Robert Street. The speed limit on Robert Street is 50km/h.

Photographs 5 and 6 illustrate the typical section of Robert Street.

Photographs 5 & 6 Robert Street

2.3 Public Transport & Cycling

Heidelberg railway station is located on Burgundy Street about 2.6km to the west of the subject site. The nearest tram service is located on Doncaster Road about 4km south of the site. The local bus routes are highlighted in Figure 2.

There are no bus services that pass directly adjacent to the site. The nearest services use Rosemont Drive about 340m to the east, and, Manningham Road, about 480m, to the southwest of the site.

North View South View

North View South View


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Figure 2 Local Bus Routes

The local bus services are summarised in Table 1.

Table 1 Bus Services Route Description Nearest Stop 200 City - Bulleen - Doncaster Shoppingtown Manningham Road 280 Manningham Loop via Tunstall Square S/C and Doncaster Shoppingtown Templestowe Road at Rosemont

Drive 282 Manningham Loop via Templestowe Village SC and Doncaster

Shoppingtown Templestowe Road at Rosemont Drive

903 Route 903 is an orbital route operating between Altona Station and Mordialloc Station via Bell Street and Manningham Road

Manningham Road

905 Route 905 is an orbital route operating between Southern Cross Station and The Pines SC via Thompsons Road

Thompsons Road

No on-road bike facilities are available on Templestowe Road in the vicinity of the subject site.

Off-road trails are located on the north side of the Yarra River (Yarra Trail), and to the south west of the site within Banksia Park and the north east in Birrarrung Park.

Site


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3 CAR PARKING CONSIDERATIONS

3.1 Statutory Requirement

Table 1 at Clause 52.06-5 of the Manningham Planning Scheme specifies the number of car parking spaces required for a new use or expansion of an existing use of the land. Clause 52.06-5 specifies the following parking requirements:

� 1 space for each one and two-bedroom dwelling � 2 spaces for each three, or more, bedroom dwelling

The Yarra Valley Country Club land is partially located within the Principal Public Transport Network Area, and, therefore there is no requirement to provide any visitor parking spaces.

The statutory requirement for residents is expected to be satisfied within garages and basements for the dwellings. The addition of 64 on-street spaces exceeds any requirement that could be applied for visitor parking.

The Development Plan anticipates that parking will be provided for each use in accordance with the Manningham Planning Scheme requirement. The use of the current requirements as specified in Clause 52.06-5 of the Manningham Planning Scheme are considered appropriate.

3.2 Anticipated Demand

Visitor parking demand to the residential component is expected to peak in the evenings and on weekends. Work presented by other firms in development applications and at VCAT has indicated peak demands of up to 0.12 cars per dwelling. Application of the rate to the currently envisaged number of dwellings equates to an expected visitor demand for 35 cars.

As mentioned previously the gardens areas associated with the development are expected to be primarily used by local residents and not attract a significant number of persons from outside the local area. Consequently, no significant visitor parking demand is expected to be generated by them.

The parking implications due to the possible introduction of public open space within the Yarra basin area is outside the scope of this report.

3.3 Adequacy of Parking Provision

The provision of residents’ parking in accordance with the Manningham Planning Scheme, plus 64 on-street visitor spaces is expected to adequately accommodate the parking demand of the residents and visitors to the area.


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4 BIKE PARKING

Table 1 to Clause 52.34-5 of the Manningham Planning Scheme specifies the requirements for bike facilities for different uses. Clause 52.34-1 specifies that the requirement only applies to a new use or the increase in area of an existing use.

The residential requirement applies to developments of 4-storeys or more, and, therefore is not expected to be applicable to the townhouse development. The proposed apartments would attract a requirement of 1 space per 5 dwellings for residents plus 1 space per ten dwellings for visitors. In total the requirement equates to 46 bike spaces, with 31 spaces for residents plus 15 spaces for visitors.

Notwithstanding the above comments, bike parking for each dwelling in accordance with the Manningham Planning Scheme ratio could be provided within garages. In addition, parking hoops, or rails, could be provided within each area to cater for the visitor demand. The final number to be provided could be decided in conjunction with future town planning applications.

The provision of residents’ parking in accordance with the Manningham Planning Scheme, plus additional on-street visitor spaces is expected to adequately accommodate the bike parking demand of the residents and visitors to the area.


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5 TRAFFIC CONSIDERATIONS

5.1 General

The proposed residential development is to include a range of dwelling types and is expected to cater for couples downsizing from larger family homes, as well as families and people working from home. Traffic generation rates are expected to be greater than those observed in high density housing closer to the Melbourne CBD, which typically indicate rates of up to 0.3vph per dwelling during the peak hours. In the case of the proposal an overall rate of 0.5-0.6vph per dwelling is considered appropriate and in line with rates specified in the RMS (NSW) Guide to Traffic Generating Developments.

The preliminary development outline was analysed to assess the likely traffic implications of the Development Plan. The application of a conservatively high 0.6vph/dwelling to the expected 290 dwellings, equates to a commuter peak traffic generation of 174vph for the development outline.

The traffic generated by Heide is dependent on the day of the week and time of the year, with special events likely to have a greater traffic generation than a typical day. It is expected that the typical traffic flows during the commuter peak hours will be low, and, therefore not require analysis. Peak flows during special events or on weekends are expected to be concentrated at the Heide access points and therefore not significantly affect traffic flows on and off the site.

Table 2 summarises the expected total traffic flows in and out of the site during the commuter peak hours and is based on the development outline. The total traffic generation of the proposed development, represents an increase in 2-way flows of 154vph during the AM peak and 113vph during the PM peak hour, compared to current flows at the country club access points.

Table 2 Summary of Anticipated Traffic Generation- Commuter Peak Periods Time inbound outbound Total

AM Peak 35 139 174 PM Peak 104 70 174

5.2 Base Flows

Turning movement counts were organised and undertaken by Arup Pty Ltd at the entrances to Yarra Valley Country Club, Heide Museum and the Sonoco Australia site on Thursday, 30th July, 2015, between 3:00pm and 7:00pm, and on Friday, 31st July 2015 between 7:00am and 10:00am. These time periods were selected to quantify traffic flows during the more critical commuter peak periods on the adjacent arterial road. A summary of the AM and PM turning movement counts are provided in Figure 4.

The survey revealed the traffic flows along Templestowe Road are biased towards the city in the AM peak, with approximately 76% of the traffic travelling south-westbound. During the afternoon period the traffic flow on Templestowe Road is biased towards Templestowe with about 74% of the traffic travelling north-eastbound. In addition, the survey revealed the Yarra Valley Country Club and Heide Museum generated a total of 15vph in the AM peak, and 36vph during the PM commuter peak, equivalent to about 2.4% of passing flows.


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SCATS data was obtained for the intersection of Templestowe Road and Sheahans Road, about 700m north-east of the site, for Friday and Saturday the 29th and 30th March 2019.

The data indicated AM commuter peak hour flows of north-eastbound flows of 374vph and south-westbound flows of 1,027vph. It also indicated PM commuter peak hour flows of 1,019vph and 431vph, for the north-east and south-west bound traffic, respectively. The Friday data indicated that Templestowe Road carried approximately 18,000vpd to the east of the subject site.

The 2019 data represents a reduction compared to the traffic volumes recorded in July 2015, and reflects that no significant growth in Templestowe Road traffic flows has occurred over the past few years

The Saturday data indicated that Templestowe Road carried about 15,000vpd with a peak flow of about 1,230vph, consequently the critical periods for analysis are the commuter peak hours.

Figure 3 illustrates the variation in two-way hourly flows on Templestowe Road to the north-east of the site.

Figure 3 Templestowe Road Traffic - Friday & Saturday 29th and 30th March 2019

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Templestowe Road Flows

Friday Flows Saturday Flows


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5.3 Distribution

The traffic generation from the residential component is expected to be distributed onto Templestowe Road according the observed distribution, i.e. biased to and from the southwest. While it is expected that not all residents will commute to employment on a daily basis, it was assumed that AM and PM distribution would follow the typical 80% out /20% in and 40% out /60% in proportions during the AM and PM peak periods, respectively.

Figure 5 summarises the expected change in traffic flows at the site access, which were derived by superimposing the development flows onto the base flows summarised in Figure 4 after allowance for the removal of the Country Club traffic.

Figure 6 summarises the post development flows during the commuter peak hours. In reality the estimated flows are expected to represent a conservatively high estimate of traffic flows at the site access points during the commuter peak hours because a significant number of residents are expected to be retired or not working full time.

Yarra Valley Country Club – Development Plan Traffic Report

CMA

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CM17001Rep003A_DP

12

North

Templestow

e Road

Elizabeth Street

Heide Car Park

YVCC West Access

YVCC East Access

Sonoco West Access

Robert Street

0 (2) 1180 (420) 1 (2)

9 (11) 371 (1190)

4 (7)

3 (1) 1190 (427)

8 (21) 1181 (403)

1 (1) 1187 (401)

5 (0) 366 (1196)

1 (1) 370 (1201)

2 (0) 384 (1203)

0 (2) 0 (0) 1 (9)

0 (6) 0 (5)

2 (2) 1 (0)

0 (3) 1 (12)

13 (8) 0 (0) 0 (1)

4 (7) 1 (7)

1184 (394) 5 (3)

364 (1197) 3 (10)

Key: AM

Peak: 7:15am – 8:15am

(PM

Peak): 4:45pm – 5:45pm

Yarra Valley

Country Club

Figure 4

Sum

mary of Com

muter Peak H

our Flows- July 2015


CMA

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13

North

Templestow

e Road

Elizabeth Street

Heide Car Park

Site Access

Sonoco West Access

Robert Street

17 (27) 0 (0)

0 (0) 106 (52)

0 (0) 17 (27)

0 (0) 33 (18)

0 (0) 18 (77)

106 (52) 33 (18)

0 (0) 0 (0)

0 (0) 0 (0)

0 (0) 0 (0)

0 (0) 0 (0)

17 (27) 0 (0)

33 (18) 0 (0)

106 (52) 0 (0)

18 (77) 0 (0)

Key: AM

Peak: 7:15am – 8:15am

(PM

Peak): 4:45pm – 5:45pm

Yarra Valley

Country Club

18 (77) 0 (0)

Figure 5

Summ

ary of Developm

ent Traffic Flows- Com

muter Peak H

ours


CMA

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14

North

Templestow

e Road

Elizabeth Street

Heide Car Park

Site Access

Sonoco West Access

Robert Street

17 (27) 1189 (402)

3 (1) 1304 (459)

1 (1) 1204 (427)

5 (0) 399 (1209)

2 (0) 393 (1269)

106 (52) 33 (18)

0 (6) 0 (5)

2 (2) 1 (0)

13 (8) 0 (1)

4 (7) 1 (7)

1201 (421) 5 (3)

397 (1199) 3 (10)

1294 (452) 1 (2)

18 (77) 371 (1191)

Key: AM

Peak: 7:15am – 8:15am

(PM

Peak): 4:45pm – 5:45pm

Yarra Valley

Country Club

389 (1267) 4 (7)

Figure 6

Summ

ary of Post Developm

ent Flows- Com

muter Peak H

ours


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5.4 Intersection Operating Conditions

The intersection of the site access points and Templestowe Road were analysed using the SIDRA computer application. The Sidra application addresses various parameters, with the main descriptors described below:

The Degree of Saturation (DoS) is defined as the ratio of demand (arrival) flow to capacity. Degrees of saturation above 1.0 represent oversaturated conditions (demand flows exceed capacity), and degrees of saturation below 1.0 represent undersaturated conditions (demand flows are below capacity). For a satisfactory solution, a movement degree of saturation is sought to be less than the nominated practical (target) degree of saturation.

The SIDRA output includes estimates of average delay and the corresponding Levels of Service (see Table 3) for movements, lanes, approaches and the intersection. Delay to a vehicle is the difference between interrupted and uninterrupted travel times through the intersection. The average delay predicted by SIDRA is for all vehicles, queued and unqueued.

The output reports also include the back of queue estimates for all types of intersections. The Percentile Queue parameter is used for the percentile queue length value to be included in output reports. The 95th percentile queue length is the value below which 95 per cent of all observed cycle queue lengths fall, or 5 per cent of all observed queue lengths exceed.

The results of the analysis are summarised in Table 4.

Table 3 Summary of Level of Service Definitions Level of Service Degree of Saturation

Signals Roundabouts Stop/Giveway A DoS < 0.60 DoS < 0.60 DoS < 0.60 B 0.60 < DOs < 0.70 0.60 < DoS < 0.70 0.60 < DoS < 0.70 C 0.70 < DoS < 0.90 0.70 < DoS < 0.85 0.70 < DoS < 0.80 D 0.90 < DoS < 0.95 0.85 < DoS < 0.95 0.80 < DoS < 0.90 E 0.95 < DoS < 1.00 0.95 < DoS < 1.00 0.90 < DoS < 1.00 F DoS > 1.00 DoS > 1.00 DoS > 1.00

Table 4 Summary of Intersection Analysis

Intersection Approach AM Peak PM Peak

DoS Ave. Delay (s)

95%ile Queue

(m) DoS

Ave. Delay

(s)

95%ile Queue

(m) Site Access (signalised)

East 0.792 5.4 245 0.255 2.9 32 North (Site access) 0.794 55.5 49 0.578 55.4 23 West 0.243 2.6 34 0.784 4.1 211

Heide Access East 0.707 0.1 1 0.256 0.9 2 North (Heide) 0.056 92.1 1 0.387 155.1 7 West 0.212 0.1 0 0.685 0.2 0

The Sidra computer program does not take the influence of nearby intersections into account and typically the presence of downstream and/or upstream intersection signals permits longer gaps in the traffic flow than modelled by the program, and therefore a greater capacity for entering traffic.


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5.5 Summary

The analysis indicates that the proposed access point would operate satisfactorily in both the AM and PM commuter peak periods.

Site observations indicate that queues on Templestowe Road during the AM peak hour often extend to just downstream of the Elizabeth Street intersection. The installation of signals at the Site Access will not affect operating conditions on Templestowe Road southwest of the subject site. During the PM peak queues from the proposed intersection are expected to extend approximately 211m to the southwest, which is clear of the Bridge Street intersection.

The current and future traffic flows at the Heide access are low during commuter peak periods. The analysis indicates they can readily be accommodated without long queues within the Heide site. The delays to exiting traffic are likely to be less than modelled due to the platooning effect of the proposed traffic signals at Site Access.

Details of lane operation are included in Appendix 1.

5.6 Future Conditions

An increase in commuter peak hour traffic flows on Templestowe Road past the site is not likely as the available data indicates that its practical capacity has been reached.

The proposed North East Link project does not include an upgrade of Templestowe Road; however, the preferred option is expected to result in a decrease in traffic flows of 8,000-10,000vpd along Banksia Street and 2,500-3,500vpd on Bulleen Road. The decrease in traffic passing through the Bulleen Road/ Manningham Road intersection would be expected to result in better operating conditions on Templestowe Road, resulting in a reduction in queue lengths along Templestowe Road, particularly during the morning peak period.

The modeling of the site access points indicates that there is a significant level of spare capacity to accommodate site generated traffic without adversely affecting passing traffic. The spare capacity could readily accommodate a 100% increase in traffic off the site during the peak periods.


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6 DESIGN CONSIDERATIONS

6.1 Roadways

6.1.1 Templestowe Road

The proposed site access arrangements and Templestowe Road upgrade are illustrated on CMA drawings, numbered, CM17001 CS02(2) and CS03(2), revision C.

The work includes the widening of Templestowe Road within the available reserve. The widening provides for a shared user path along the north side, a painted median, and, separate turn lanes. Existing driveways and footpaths are maintained along the south side. There is no impact on vehicle access to Heide.

The drawing was developed after consultation with Vicroads. Vicroads have provided their agreement-in-principle to the concept plan. The drawings will form the basis for consultation and the preparation of a detailed plan for approval by Council and Vicroads.

See Appendix 2 for a copy of the Vicroads correspondence.

6.1.2 Internal Road

The internal roadway is aligned in a northerly direction from Templestowe Road before heading east and parallel to the northern boundary of the Sonoco Australia site. It is planned to be constructed to Council standard with a 6.5m pavement located within a 16 to 20m road reserve flaring out to provide auxiliary lanes at its intersection with Templestowe Road. The proposed road includes indented parking and a footpath on the western and northern sides, as well as swale drains to treat water runoff.

The major internal access street is expected to carry 1,700-1,800vpd just north Templestowe Road, with flows reducing towards the eastern end. The expected traffic flows and design accords with design standard C21 for an Access Street- Level 1 for and Access Street as specified in Clause 56.06-8 of the Manningham Planning Scheme.

The proposed residential development is separated into precincts or areas, each with accessways from the main internal road. Each access lane consists of a 5.5m (typical) paved shared zone with verges of varying width on each side. Each access lane is expected to carry less than 300vpd. The expected traffic flows and design accords with Standard C21 for an Access Lane, as specified in clause 56.06-8 of the Manningham Planning Scheme.

Refer to CJA drawings, numbered, CJA 14265, C-110,120,130,200 and C-300 for details. 6.2 Parking Layout

The layout and design of parking for residents and visitors can be addressed during the future town planning applications that would be required should the subject site be rezoned as proposed.

On-street parking is planned in a parallel configuration. Parallel spaces are planned at 6.3m long x 2.3m wide. Parking for 36 cars is planned along the internal access road.


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A detailed review against the design standards listed within the City of Manningham Planning Scheme will be undertaken in conjunction with future town planning applications, when possible.

At this stage the preliminary development plans have been reviewed and the design of typical passenger vehicle access and circulation is suitable. Similarly access for small rigid trucks that are expected to be sued for moving and for refuse collection has been reviewed and suitable turning areas provided to enable forward in and out access along each laneway. The courtbowl at the end of the internal road can accommodate the swept path of an 8.8m medium rigid vehicle, which would be suitable for emergency vehicle access.

Parking along the internal laneways can be accommodated clear of the swept path of cars and provided on suitable gradients.

6.3 Loading & Servicing

There is no statutory requirement to provide a loading bay for a residential development.

Refuse collection is planned to occur from the internal road network, and within the residential zones where applicable. The residential laneways will cater for small trucks and vans up to 6.4m long. The main internal roadway can cater for medium rigid vehicles up to 8.8m long.

6.4 Public Transport, Pedestrians & Cyclists

As mentioned previously the proposed development includes the construction of a shared user path along the Templestowe Road frontage of the site. In addition, paths are planned to be constructed along one side of the internal access street and between the residential precincts and wetlands and gardens. The proposed paths are planned at 2.0m (min.) wide providing permeability within the site for pedestrians and cyclists.

The development will include bike parking within each precinct for visitors.

Public Transport connections can be improved by re-routing existing bus services past the site. The changes to bus services are outside the scope of this report. Planning allows for a future bus stop along Templestowe Road. The final location is subject to detail investigation and discussion between the relevant authorities and relevant stake holders, including Heide.


27-Mar-20


7 CONCLUSIONS & SUMMARY � The site of the development is to be formed by filling a portion of the existing Yarra Valley Country Club

land. The northern portion of the existing Country Club land will be used for community purposes. The proposal also includes the closure of the existing golf course and removal of the Country Club buildings, lawn bowl rinks and squash courts.

� The proposed development would comprise a variety of 1, 2, 3- and 4-bedroom townhouses and apartments. The dwellings are to be surrounded by wetlands and gardens, recreational areas and serviced by internal paths, accessways and roads.

� The ultimate number of dwellings is subject to detail design and future development approval applications. The preliminary development outline for the land currently envisages 290 dwellings. The dwellings are planned to be constructed in stages.

The redevelopment of the site incorporates a new signalised intersection. Templestowe Road is to be upgraded, which includes the regrading of the road and transfer of the land subject to the public acquisition overlay to Vicroads. The proposal sets back buildings from the PAO boundary, and, therefore does not preclude the future duplication of Templestowe Road.

▪ The layout of the proposed Templestowe Road access and associated widening has been discussed and agreed in principle by Vicroads. Should the rezoning proceed, it is expected that details of the road upgrade, including length of turn lanes, width of road verge and paths can be agreed during the detail design phase.

▪ The proposed external accesses onto Templestowe Road can adequately accommodate the estimated development flows of the development plan and still allow for spare capacity to deal with seasonal variations in traffic flows, and the likely future development of neighbouring land, including the Sonoco site, the Bulleen Driving Range site as well as the intensification of recreational and sporting use of the Yarra Basin area.

▪ The parking provision includes planning for 64 visitor spaces, on-street or within the residential areas.

The visitor provision exceeds the statutory requirement that could be applied. ▪ The construction of shared user paths within the development and along the frontage of the site

promotes pedestrian and cyclist movement through the area. The construction of the signalised intersection will improve connections to the local area on the opposite side of Templestowe Road and Heide.

▪ The development of the site will promote the upgrade of bus services near Heide and the subject site.

The Development Plan, while subject to negotiations with relevant authorities and stakeholders includes consideration for a bus stop on Templestowe Road.

� The dimension of the internal road and residential laneways is consistent with the standards and criteria

set out in Clause 56.06-8 of the Manningham Planning Scheme. ▪ Servicing and refuse collection will occur on-site by private contractor. The internal road network can

accommodate the turning requirements of delivery vehicles and garbage trucks likely to service the development.

Appendix 1:

Sidra Summary

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Appendix 2:

Vicroads

1

Chris Maragos

From: [email protected]: Wednesday, October 11, 2017 5:56 PMTo: AdminCc: [email protected]: RE: Yarra Valley Country Club Development- 9-15 Templestowe Road, Bulleen-

Preliminary Concepts for DiscussionAttachments: image005.jpg; CM17001 CS02 PRELIM 7.pdf; CM17001 CS 02 (bikes).pdf; CM17001

CS(3) 02 (2 lane).pdf; Arup Functional Layout.pdf; image001.jpg; Figures from CM17001Rep002.pdf; CM17001Rep001f.pdf

Chris, Please accept my apologies for the delay responding to your submission. Site Access No. 1: It is noted that the revised development proposal will no longer include a country club/golf course component, but has a slightly larger residential yield. This will lead to slightly lower total traffic volumes generated than was previously forecast. It is accepted that it is not possible to provide a short second through lane in each direction along Templestowe Rd, as well as an auxiliary right turn lane, without using land owned by other parties, who are not willing to consider allowing part of their land to be vested as road reserve. Accordingly, a somewhat compromised design solution is unavoidable to fit the site constraints. Of the three options presented, the best overall solution is considered to be the drawing numbered CM17001 CS02 Prelim 7, with a date stamp of 16/8/17. This plan provides an exclusive right tun lane into the YVCC site, and does not provide on-road bicycle lanes. That drawing is considered a suitable basis for a future planning permit application and further design refinement. It is desirable to provide a signalised intersection at the YVCC access, to assist especially right turning vehicles into and out of the site, as well as to provide a safe crossing point on Templestowe Rd for pedestrians. The number of turning vehicles is modest, and is much lower than the through volumes on Templestowe Rd. It is agreed that the signals will generally operate with a simple 2-phase mode of operation, using a very long through phase for Templestowe Rd, and typically a minimum phase for the side road. While this will generate substantial 95th percentile queues on Templestowe Road, the average delay is still very low and Templestowe Rd still achieves a level of service of A or B. The use of an exclusive right turn lane on the east approach is preferred, for safest operation, benefitting both vehicles turning into the YVCC site and vehicles turning into the adjacent Sonoco site. As previously discussed, only very narrow on-road bicycle lanes could be adopted in this area due to the width of the existing road reserve, and it is therefore prefer to build a Shared Use Path on the north side of Templestowe Road, which will better separate cyclists form motorised traffic. A 3.0m desirable width (2.5m minimum width) Shared Use Path should be shown along the full length of the works. As you noted, a fully controlled right turn into the YVCC site is not necessary at this location, given there is only one opposed through lane and reasonable sight distance is available. Signal hardware may be installed to enable Red Arrow Drop Out (RADO) operation, to provide flexibility in controlling right turn movements in future at different time periods. Similarly, PUFFIN detectors may be used at the Templestowe Rd crosswalk, to enable adjustment of the side road phase time depending on the walking speed of crossing pedestrians. The use of a painted median chevron as proposed toward the east would facilitate right turns into Helene Street and a number of dwellings and is supported.

2

It is noted that the Sonoco driveway is immediately east of the new signals, and that direct right turn movements into and out of that driveway will still occur. This is far from ideal, but there is no practicable alternative. If the Sonoco site is redeveloped in future, or Templestowe Rd is duplicated, then consideration can be given to using a continuous median to prevent right turn movements. It is agreed that the right turn movement into Robert St should be banned due to safety concerns. This aspect will require Council and community consultation. The splitter island on the west approach to the signals could easily be enlarged to enable signal hardware to be installed in it. It may not be possible to enlarge the splitter island on the east approach to also enable signal hardware to be provided. Cost-shared street lighting to AS1158 Category V3 levels is considered essential along the full length of the proposed roadworks. PTV bus routes 280 and 282 use adjacent sections of Templestowe Rd, but not through the intersection signals. It is therefore not necessary to finalised bus stop locations at this time - as you noted, there are options available for others to add bus stops in future. It is understood that all of the land owned by the applicant within the Public Acquisition Overlay was planned to be vested as ROAD as part of the redevelopment proposal. It would be appreciated if you can confirm that this is still intended. In some places, additional land should also be set aside as road reserve, so that left turn auxiliary lanes can be maintained west of the YVCC signals and west of Site Access No 2, when Templestowe Rd is duplicated, since the approx 30m wide road reserve is only wide enough to establish a mid block cross-section, and not left turn lanes. Site Access No 2: This access has been relocated further east than earlier plans showed, to provide greater separation from the new signals and this is supported. The access is now shown providing for right turn exit movements, in contrast to the original plan, which was for only left turn exit movements. It is considered that conditions for right turn exits would be very difficult in peak flow periods due to the very high flows along Templestowe Rd and the narrow painted median which does not allow a staged turn to be made. It is preferred for all right turn entering and exiting demands to be met at the intersection signals and for the second access to only allow left turn entry and exit movements. If you have any questions regarding this email please do not hesitate to contact me. Regards Tim Black Transport Project Lead Metro South East Region VicRoads 12 Lakeside Drive Burwood East Vic 3151 T 03 9881 8024 E [email protected] W vicroads.vic.gov.au ----- Forwarded by Tim Black/VicRoads on 11/10/2017 04:20 PM ----- From: Admin <[email protected]> To: "[email protected]" <[email protected]> Date: 11/10/2017 04:03 PM Subject: YVCC - Background

Ext: Business Area: This email is from an external source. If it is a Business Record remember to file it

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4

0

1:

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525

0

PRELIMINARY

PAO

BOUN

DARY

EX. T

ITLE

COR

RESP

ONDS

TO B

ACK

OF P

ATH

PROP

OSED

TITLE

ELIZABE

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ROBERT

ST

TEMP

LEST

OWE

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HEIDE

MUSE

UM O

F MO

DERN

ART

4.0

3.83.2

1.8

2.06.0

R8

4.0

4.24.0

EXISTING

TITLE

SONO

CO

RESIDE

NTIAL

RESIDE

NTIAL

RESIDE

NTIAL

MELW

AY R

EF:

MAP

32 E

5

SITE ACCESS ROAD 1

CLOS

E EX

ISTING

ACCE

SS R

OAD

YARR

A VA

LLEY

COUN

TRY

CLUB

215R

2m SHARED PATH

2m S

HARE

D PA

TH

EX P

ATH

EX P

ATH

EX P

ATH

2m SH

ARED

PAT

H

100R

50R

10R

4.94.0

2.04.62.13.51.23.54.2

3m3m

9m g

ap100m

m wide

STAN

DARD

LAN

E LIN

E100m

m wide

APPR

OACH

ES T

O TR

AFFIC

SIGNA

LS

300m

m wide

HOLD

ING

LINE

600m

m60

0mm

600m

m ga

p

100m

m wide

CONT

INUITY

LINE

1m1m

3m g

ap

STOP

LINE

600m

m wide

LEGE

ND:

150m

m wide

CROS

S WAL

K LIN

E

100m

m wide

TURN

LINE

AS S

PECIFIED

PEDE

STRIAN

CRO

SSING

(ZEB

RA)

600m

m60

0mm

600m

m ga

p

2.5m

wide

#3

END

#23

#2SIGN

AGE

SCHE

DULE

#19

#22

#4#1#1

7

R3-1

#15

#14

LANE

#21

S

S

SS

#2

#2

#1

#21

#23

#17

#22

#22

#23

S

#15

#15

#22 #2

2#2

3

S#2

1

#21

60

#22

#3#3

#3

#3

#3

#21

S

S

3.53.5

3.5

3.51.5

3.51.54.0

3m

65 m

etre

s

23.20

23.19

23.19

23.19

23.19

23.12

23.19

23.20

PIPE

LINE

EASE

MENT

1.83m

WIDE

C.

Ma

rag

os

& A

sso

cia

tes

Pty

Ltd

Tra

ffic

& T

ran

spo

rta

tion

ABN

48

145

418

471

Uni

t 222

, 87

Gla

dsto

ne S

treet

, Sou

th M

elbo

urne

Tel:

03 9

690

0995

PO B

ox 3

3207

, DO

MAI

N L

POM

ELBO

UR

NE

VIC

300

4

0

1:

20

1050

0

PR

EL

IMIN

AR

Y

PAO

BOUN

DARY

EX. T

ITLE

COR

RESP

ONDS

TO B

ACK

OF P

ATH

PROP

OSED

TITLE

ELIZABE

TH ST

ROBERT

ST

HELENE

ST

TEM

PLES

TOW

E R

OAD 4.0

4.0

SITE ACCESS ROAD 1

SONO

CO L

AND

PARK

SVICT

ORIA L

AND

BULL

EEN

DRIVING

RANG

EHE

IDE

NOTE

S:1.

DECL

ARED

ROA

D -

TEMP

LEST

OWE

ROAD

EAS

T OF

ROB

ERT

STRE

ET (S

PEED

ZON

E 70

km/h

)DE

CLAR

ED R

OAD

- TE

MPLE

STOW

E RO

AD W

EST

OF R

OBER

T ST

REET

(SPE

ED Z

ONE

60km

/h)

LOCA

L RO

AD -

SITE

ACCE

SS R

OAD

(SPE

ED Z

ONE

40km

/h)

2.CO

NSTR

UCT

ROAD

WOR

KS A

S SH

OWN.

3.DIME

NSIONS

ARE

FAC

E OF

KER

B TO

CEN

TRE

OF L

ANE

LINE

OR C

ENTR

E OF

LAN

E LIN

E TO

CENT

RE O

F LA

NE L

INE.

4.LIN

EMAR

K IN A

CCOR

DANC

E WITH

VICR

OADS

SUP

PLEM

ENT

TO A

S174

2.2, A

S SH

OWN

AND

REMO

VE R

EDUN

DANT

MAR

KING

S.5.

ALL

REDU

NDAN

T LIN

EMAR

KING

TO

BE R

EMOV

ED IN

ACC

ORDA

NCE

WITH

"Tra

ffic

Mana

geme

nt N

ote

No. 2

1-A

Remo

val o

f Pa

veme

nt M

arke

r".

6.SIGN

S, IN

CLUD

ING

PARK

ING

SIGN

S, T

O BE

INST

ALLE

D AS

SHO

WN

AND

IN A

CCOR

DANC

EWITH

VICR

OADS

SUP

PLEM

ENT

TO A

S174

2.2. R

EDUN

DANT

SIGNS

& P

OLES

TO

BE R

EMOV

ED.

7.PU

BLIC

LIGHT

ING

SUBJ

ECT

TO D

ETAIL

DESIGN

.8.

ALL

PEDE

STRIAN

FAC

ILITIES

TO

BE D

DA C

OMPL

IANT

.

MELW

AY M

AP32

E5

3m3m

9m g

ap100m

m wide

STAN

DARD

LAN

E LIN

E100m

m wide

APPR

OACH

ES T

O TR

AFFIC

SIGNA

LS

300m

m wide

HOLD

ING

LINE

600m

m60

0mm

600m

m ga

p

100m

m wide

CONT

INUITY

LINE

1m1m

3m g

ap

STOP

LINE

600m

m wide

LEGE

ND:

150m

m wide

CROS

S WAL

K LIN

E

100m

m wide

TURN

LINE

AS S

PECIFIED

PEDE

STRIAN

CRO

SSING

(ZEB

RA)

600m

m60

0mm

600m

m ga

p

wide

60

S

S

S

S

S

S

SS

70

60

#3

END

#23

#2SIGN

AGE

SCHE

DULE

#19

#22

#4#1#1

7

#1#2

#2

#3

#3

#3

#3

#22 #2

2#2

3#2

2

#22

#3

S

S

#17

#17

S

R3-1

#15

#19

#15

#15

#2

#22

#14

#14

3.83.2

1.5

3.54.0

4.2

#23

#21

3.5 2.0

#21

#23

#22

#23

LANE

#21

#21

#21

#23

#21

#21

#21

1.5

2.23.5

4.9

3.5

3.7

6.03.5

3.53.5

4.0

2.0

3.5

23.20

BB

BB

B

B

PIPE

LINE

EASE

MENT

1.83m

WIDE

C.

Ma

rag

os

& A

sso

cia

tes

Pty

Ltd

Tra

ffic

& T

ran

spo

rta

tion

ABN

48

145

418

471

Uni

t 222

, 87

Gla

dsto

ne S

treet

, Sou

th M

elbo

urne

Tel:

03 9

690

0995

PO B

ox 3

3207

, DO

MAI

N L

POM

ELBO

UR

NE

VIC

300

4

0

1:

10

525

0

PRELIMINARY

PAO

BOUN

DARY

EX. T

ITLE

COR

RESP

ONDS

TO B

ACK

OF P

ATH

PROP

OSED

TITLE

ELIZABE

TH ST

ROBERT

ST

TEMP

LEST

OWE

RO

AD

HEIDE

MUSE

UM O

F MO

DERN

ART

4.0

3.83.2

1.8

2.06.0

R8

4.0

4.24.0

EXISTING

TITLE

SONO

CO

RESIDE

NTIAL

RESIDE

NTIAL

RESIDE

NTIAL

MELW

AY R

EF:

MAP

32 E

5

SITE ACCESS ROAD 1

CLOS

E EX

ISTING

ACCE

SS R

OAD

YARR

A VA

LLEY

COUN

TRY

CLUB

215R

2m SHARED PATH

2m S

HARE

D PA

TH

EX P

ATH

EX P

ATH

EX P

ATH

2m SH

ARED

PAT

H

100R

50R

10R

4.94.0

2.04.62.13.51.23.54.2

3m3m

9m g

ap100m

m wide

STAN

DARD

LAN

E LIN

E100m

m wide

APPR

OACH

ES T

O TR

AFFIC

SIGNA

LS

300m

m wide

HOLD

ING

LINE

600m

m60

0mm

600m

m ga

p

100m

m wide

CONT

INUITY

LINE

1m1m

3m g

ap

STOP

LINE

600m

m wide

LEGE

ND:

150m

m wide

CROS

S WAL

K LIN

E

100m

m wide

TURN

LINE

AS S

PECIFIED

PEDE

STRIAN

CRO

SSING

(ZEB

RA)

600m

m60

0mm

600m

m ga

p

2.5m

wide

#3

END

#23

#2SIGN

AGE

SCHE

DULE

#19

#22

#4#1#1

7

R3-1

#15

#14

LANE

#21

S

S

SS

#2

#2

#1

#21

#23

#17

#22

#22

#23

S

#15

#15

#22 #2

2#2

3

S#2

1

#21

60

#22

#3#3

#3

#3

#3

#21

S

S

3.53.5

3.5

3.51.5

3.51.54.0

3m

65 m

etre

s

Documents

Yarra Valley Country Club · 2020. 8. 25. · 2.3 Public Transport & Cycling Heidelberg railway station is located on Burgundy Street about 2.6km to the west of the subject site