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2 David Low Way - Attachment 5 - Traffic Engineering Report - TTM 10-8-17
Attached to the e-mail Reconfiguration of a Lot (1 lot into 6) - RAL17/0501.
Traffic Engineering 2 David Low Way Castaways Beach, Residential Subdivision Kenlynn Pty Ltd
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About TTM
For 30 years, we’ve been at the centre of the
Australian development and infrastructure industry.
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and waste services is fundamental to the success of
any architectural or development project.
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T: (07) 3327 9500
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E: [email protected]
Revision Record
No. Author Reviewed/Approved Description Date
1. R. Watson R. Watson DA Report 27/07/17
2. R. Watson R. Watson DA Report, updated plan 10/08/17
3.
4.
5.
© 2017 - TTM Consulting Pty Ltd ABN 65 010 868 621
Level 1/129 Logan Road, Woolloongabba. PO Box 1310 Coorparoo BC QLD 4151
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Contents
1 Introduction................................................................................................................................................. 3
1.1 Background .................................................................................................................................. 3
1.2 Scope ............................................................................................................................................ 3
2 Existing Conditions....................................................................................................................................... 4
3 Proposed Development ............................................................................................................................... 5
4 Access Arrangements................................................................................................................................... 6
4.1 Existing Access Arrangements ...................................................................................................... 6
4.2 Proposed Access Arrangements and External Works ................................................................... 6
5 Internal Arrangements ................................................................................................................................. 8
5.1 Vehicular Movement .................................................................................................................... 8
5.2 Car Parking ................................................................................................................................... 8
5.3 Servicing ....................................................................................................................................... 8
6 Cycle and Pedestrian Arrangements ............................................................................................................ 9
7 Summary and Conclusion........................................................................................................................... 10
Appendix A Proposed Subdivision Plan .......................................................................................................... 11
Appendix B Access Driveway Details .............................................................................................................. 13
Appendix C Council Codes ............................................................................................................................. 17
Figure Index
Figure 1.1: Site location ..................................................................................................................................... 4
Site: 2 David Low Way Castaways Beach, Residential Subdivision 2
Reference: 17BRT0208
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1 Introduction
1.1 Background
TTM Consulting has been engaged by Kenlynn Pty Ltd to prepare a traffic engineering report investigating a
proposed residential subdivision located at 2 David Low Way in Castaways Beach. It is understood that a
Development Application will be lodged with Noosa Shire Council.
1.2 Scope
This report investigates the transport aspects associated with the proposed development. The scope of the
transport aspects investigated includes:
Parking supply required to cater for development demand
Identification of likely traffic volumes and traffic distribution from the future development
Identification of likely traffic impact of development on the public road network
Access configuration to provide efficient and safe manoeuvring between the site and the public road
network
Internal road layout to provide efficient and safe internal manoeuvring for service vehicles
Suitability of access and internal facilities to provide for pedestrian and cyclist operation
To assess the proposed transport arrangements, the development plans have been assessed against the
following guidelines and planning documents:
Noosa Plan 2006, specifically:
- Driveways and Parking Code
- Transport, Roads and Drainage Code
- Planning Scheme Policy 5 (Engineering Design Standards)
Australian Standard AS2890 series
Site: 2 David Low Way Castaways Beach, Residential Subdivision 3
Reference: 17BRT0208
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2 Existing Conditions
The site is located within Noosa Shire at Castaways Beach, and is bounded by David Low Way to the west,
Castaways Creek to the north and the Pacific Ocean to the east, as shown in Figure 2.1.
David Low Way is a two-lane Council arterial, with a 70kph posted speed limit. Cycle lanes are provided
contiguous with the traffic lanes on either side of the road. A long-distance pedestrian pathway is located
across the site frontage parallel to David Low Way.
Existing development on the site comprises two detached dwellings. No specific turn provisions are
provided on David Low Way at the existing driveway.
It is understood that there is an existing approval for a 1-into-2 subdivision. No roadworks were required as
part of that approval.
Approximate
Site Location
Figure 2.1: Site location
Site: 2 David Low Way Castaways Beach, Residential Subdivision 4
Reference: 17BRT0208
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3 Proposed Development The proposed development subdivides the site into six residential lots. A single vehicular access is proposed, with reciprocal easements in place to facilitate access to all six lots. The proposed access driveway is located approximately 30m to the south of the existing driveway, with the redundant driveway to be closed. Minor widening of David Low Way is proposed to provide basic left and right turn treatments, such that the half carriageway is 6.5m wide inclusive of bicycle lanes. Refuse collection will be conducted within the site at the southern end of the driveway and on-site turnaround provisions will allow these vehicles to depart the site in a forward motion. Tenant parking will be provided within each lot, whilst additional scattered parallel parking for a small number of visitors will be provided on the driveway. Site: 2 David Low Way Castaways Beach, Residential Subdivision 5 Reference: 17BRT0208
Page 7
4 Access Arrangements
4.1 Existing Access Arrangements
Inspection of the site and preliminary checks of sight distance indicate that with respect to the existing
vehicular access:
There is sub-standard sight distance to southbound traffic (less than 75m)
This section of David Low Way does not have any driveways within 700m to the north or south and
other driveways beyond this are clearly visible, whereas the existing driveway to the subject site is
not clearly visible due to a) a local crest which limits visibility for northbound movements, and b)
vegetation and shadowing which limit visibility for southbound movements. As such, the current
driveway location is unexpected for drivers passing the site.
The existing driveway width (4-4.5m) is not compliant for the proposed development
If widening of David Low Way to facilitate a BAR/BAL treatment (in this location) is required, there
would likely be an impact on the protection structure of the adjacent bridge to the north
4.2 Proposed Access Arrangements and External Works
Given the issues with the existing driveway location, it is proposed that the driveway be relocated
approximately 30m to the south, which will:
improve visibility of the driveway to passing motorists
Improve sight distances, to provide compliance with Probable Solution S1.1 of the Driveways and Car
Parking Code (ie 97m in accordance with Australian Standard AS2890.1)
Reduce conflicts with the adjacent pedestrian path
Allow BAR/BAL treatments to be implemented with fewer works in the road reserve than the current
location
Additionally, it is suggested that the installation of ‘concealed driveway’ signage on David Low Way may be
appropriate.
It is proposed that the form of the driveway crossover be a 7.0m wide Type B2 in accordance with IPWEAQ
drawing RS-051.
With respect to potential turn treatments on David Low Way, whilst TMR turn warrants are not specifically
relevant in this location, given that this section of David Low Way is under the auspices of Noosa Council,
they have been referenced in the absence of other guidelines.
It is estimated that the six proposed dwellings will generate up to 6vph (2-way) in each of the AM and PM
peak hours, resulting in up to 3vph turning both left / right out of the site in the morning, and up to 3vph
turning both left / right into the site in the afternoon. Based on strict application of the TMR guidelines,
these turn volumes require basic left (BAL) and right (BAR) turn treatments.
Site: 2 David Low Way Castaways Beach, Residential Subdivision 6
Reference: 17BRT0208
Page 8
Bicycle lanes are currently provided beyond the traffic lanes on each sides of David Low Way across the site frontage. It is proposed that with the provision of the BAR and BAL treatments (ie widening the half carriageway to 6.5m), the bicycle lanes could share this pavement width (and not be in addition to it). This is considered acceptable given the very low vehicular turn volumes, the anticipated low bicycle volumes and compliant sight distances. A preliminary functional layout of the proposed access arrangements and turn treatments are included as an attachment in Appendix B. Site: 2 David Low Way Castaways Beach, Residential Subdivision 7 Reference: 17BRT0208
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5 Internal Arrangements
5.1 Vehicular Movement
The proposed vehicular access will facilitate access to all six lots via reciprocal easements.
The pavement width will vary as follows:
7.0m at the entry perpendicular to David Low Way, which is consistent with IPWEAQ drawing RS-
051, and allows for suitable turning to and from David Low Way
5.5m wide immediately south of this section, which is primarily to provide a turnaround facility for
service vehicles
5.5m wide immediately north of this section, which will allow for scattered parallel parking for a
small number of visitors, whilst still providing for 2-way traffic movement
3.0m at the extreme northern end, which provides access to the final three lots.
5.2 Car Parking
The Noosa Plan (Detached Housing Code) requires that for detached dwellings, sufficient carparking is
provided to accommodate the number of vehicles likely to use the site, with a minimum of at least one
parking space per dwelling. The dwellings will be designed to comply with this Council requirement.
Whilst the design and scale of the residential dwellings which will eventually be built on the site has not yet
been considered in any detail, it is likely that they will have 3+ bedrooms each, and that as such they are
likely to provide at least two covered car parking spaces each. Additional limited parking opportunities for
visitors will be provided on the shared driveway.
5.3 Servicing
The practical demands for servicing the development site include:
Regular access by refuse collection vehicles (RCVs)
Regular access by service/delivery vans
Occasional access by furniture trucks
Occasional/emergency access for QFES vehicles.
Refuse collection will be conducted on the shared driveway at the southern end of the site. Onsite vehicle
turnaround is facilitated by the t-head provided in this location, and a communal bin-pad will be located
adjacent to the turnaround for shared use by all six lots. This arrangement will ensure that refuse collection
takes place in a single location, clear of the majority of development generated traffic, and also that RCVs
can both enter and depart the site in a forward motion. These proposed arrangements will be suitable for all
other anticipated service vehicles listed above.
Site: 2 David Low Way Castaways Beach, Residential Subdivision 8
Reference: 17BRT0208
Page 10
6 Cycle and Pedestrian Arrangements It is proposed that the cycle lanes on David Low Way be retained, noting their minor realignment in accordance with the proposed road widening discussed in Section 4. Similarly, it is proposed to retain the existing footpath along the site frontage. Pedestrian and cycle movement through the site will be either on the shared driveway or on an adjacent ‘verge-like’ area, either being considered suitable given the low traffic volumes anticipated on the driveway. Site: 2 David Low Way Castaways Beach, Residential Subdivision 9 Reference: 17BRT0208
Page 11
7 Summary and Conclusion The proposed 6 lot residential subdivision provides access, future parking and servicing generally in accordance with the requirements of Noosa Plan 2006. The proposed access arrangements provide improved sight distance, consistent with the requirements of AS2890.1, as required by the Driveways and Car Parking Code. The proposed minor widening of David Low Way across part of the sight frontage provides for passing opportunities consistent with a basic right and left turn treatments (BAR and BAL) whilst maintaining the on- road cycle lanes. Based on the assessment contained within this report, TTM see no significant traffic engineering reason why the relevant approvals should not be granted. Site: 2 David Low Way Castaways Beach, Residential Subdivision 10 Reference: 17BRT0208
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Appendix A Proposed Subdivision Plan [OCR of page images] ttm Appendix A Proposed Subdivision Plan
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Appendix B Access Driveway Details [OCR of page images] itm Appendix B_ Access Driveway Details
Page 15
NOTES 1, THIO IS A CONCE®T DESIGN THAT IS FOR REVIEW PURFOSES. 2. URBAN BASIC RIGHT-TURN TREATMENT (BAR) DESIGNED IN ACCORDANCE WITH AUSTROADS GUIDE TO ROAD DESIGN - PART 44 SECTION 75. 13. RURAL BASIC LEFT-TURN TREATMENT (BAL) DESIGNED IN ACCORDANCE WITH AUSTROADS: GUIDE TO ROAD DESIGN - FART 4A SECTION 82. 4. PROPERTY ACCES9 IN. |S. CYCLE LANE WIDTH IN ACCORDANCE WITH CYCLING ASPECTS OF AUSTROADS GUIDES, TABLE 43. §. REFER TO TTM DRAWING 17BRT0208-02 FOR SWEPT PATH ANALYSIS DETAILS, ‘7. REFER TO TTM DRAWING 17BRTO208-03 FOR DRIVEWAY SIGHT D'STANCE DETAR. jue teat ty See bee ai ouunal sue ARE free Kenlynn Pty Ltd TTM CONSULTING PTY LTD As 65 010 968 622 ‘LEVEL 5, 129 LOGAN moAD, WOOULOONGABHA, GLO, 4303] 1.0. BO 1336, COORPAAGO BC, QLD, 435% ‘ts (on 3327 9800: (a7) 3327 LE: timbasetmgroun coma W: ww. timgroup. coma 2 DAVID LOW WAY, CASTAWAYS BEACH SUBDIVISION ACCESS REVIEW CONCEPTUAL ACCESS ARRANGEMENT ie aye
Page 16
NOTES 1. THIS IS A CONCEPT DESIGN THAT IS FOR REVIEW PURPOSES. 2. DRIVEWAY SIGHT DISTANCES IN ACCORDANCE WITH AUSTRALIAN ‘STANDARDS, AS2800.1 - 2004 PARKING FACILITIES: OFF-STREET CAR PARKING. FIGURE 3.2. TTM CONSULTING PTY LTD 2 DAVID LOW WAY, CASTAWAYS BEACH onto | tas SUBDIVISION ACCESS REVIEW 17BRTO208-03 c SIGHT DISTANCE ASSESSMENT Ecce tremens Jul 2017
Page 17
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Page 18
Appendix C Council Codes [OCR of page images] ttm Appendix C Council Codes
Page 19
Division 18—Transport, Roads and Drainage Code
Specific Outcomes Probable Solutions (if code assessable) Response
Strategic Transport Network
O1 Traffic generation from the S1.1 Where the development leads to the need to increase transport The proposed development (a 6 lot residential subdivision)
development is considered in a localised infrastructure in the Shire, the development contributes to the transport will result in a very minor increase in site traffic
and a Shire wide context to ensure that— network in accordance with the requirements of the applicable infrastructure generation, which will be easily accommodated by the
charging instrument and the Priority Infrastructure Plan in accordance with existing road network without the need for any road
a) the transport network has the capacity legislation. upgrades beyond the site access.
to safely and efficiently accommodate Advisory note
projected movements; and/or Council may for some development require the preparation of a Transport Impact
Assessment Report. Planning Scheme Policy PSP1 details matters to be addressed in the
b) the development includes measures to
Report.
upgrade the transport network to meet
the imposed demands.
O2 The street network has high street S2.1 Road planning and development design facilitates as many pedestrian The proposed development does not include any new
connectivity, both within the and cycle movements as possible and provides for future connectivity and roads. A single vehicular access driveway from David Low
development and to the surrounding local integration with adjoining sites; Way is proposed, with reciprocal easements in place to
area. AND facilitate access to all six lots.
S2.2 Arterial and sub-arterial roads are designed so they can operate with
acceptable volumes of traffic during peak times;
AND
S2.3 Collector and local streets are provided to support short trips for local
traffic moving in and between neighbourhoods. Local traffic is channelled
towards collector streets to ensure that traffic volumes on local street are
kept low;
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Specific Outcomes Probable Solutions (if code assessable) Response
AND
S2.4 Collector and local streets are designed to discourage through traffic;
AND
S2.5 A collector street is provided parallel to arterials particularly where they
pass through town centres;
AND
S2.6 Appropriate width of road and verge is provided to allow streets to
perform their designated functions in the street network; AND
S2.7 A network of local streets focused towards an activity centre or school is
provided for safe and efficient pedestrian and bike access to the school, safe
conditions for school buses, setdown facilities, with on-site parking where
practical;
AND
S2.8 Passive surveillance is maximised by designing streets to enable
development to front all streets and roads, including arterials;
AND
S2.9 Streets near Public Passenger Transport facilities are orientated to
optimise the walkable catchments within 800 metres walking distance;
AND
S2.10 The street network has no more than 15 percent of lots fronting cul-
de-sacs. The maximum cul-de-sac length is 120 metres;
AND
S2.11 Street stubs to adjacent future development areas are provided at
spacings of 200 m or closer to enable future street connections to be made;
AND
S2.12 Street block lengths are not more than 240 m long, and predominantly
around 150-180 m long. Street block lengths are generally shorter closer to
town and neighbourhood centres;
AND
S2.13 Direct, safe and attractive pedestrian and cycle routes are provided
within and through the development and connect to bus stops.
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Specific Outcomes Probable Solutions (if code assessable) Response
O3 Development is designed – S3.1 Higher density development is concentrated along public transport The proposed development is low-density, and whilst
a) To encourage travel by community Routes; AND there are not proposed to be any public roads within the
transport, walking and cycling rather than S3.2 There is provision for bus routes through development sites; site, an existing bus route (the 620 between
by private car; and AND Maroochydore and Noosa Heads) travels along David Low
b) To maximise accessibility via existing Way across the site frontage.
S3.3 Bus routes are located to maximise patronage catchment and to
and planned community transport consider personal safety, lighting and traffic management;
facilities AND Pedestrian and cycle movement through the site will be
either on the shared driveway or on an adjacent ‘verge-
S3.4 At least 90 percent of all residents are located within 400 metres of an
like’ area, either being considered suitable given the low
existing or planned bus route;
traffic volumes anticipated on the driveway.
AND
S3.5 Pedestrian and cycle movement is provided within local streets to and
It is proposed that the cycle lanes on David Low Way be
through development;
retained, with a minor realignment in accordance with a
AND proposed road widening. Similarly, it is proposed to retain
S3.6 Attractive and safe pedestrian and cycle connections are provided with the existing footpath along the site frontage.
shade trees, graded walking and cycle paths and lighting;
AND
S3.7 Buildings and pedestrian entrances are
oriented to the street;
AND
S3.8 Pathways have ramps at all kerb corners for wheelchair and pram
access;
AND
S3.9 Every development has convenient and prominent pedestrian entrances
that cater for all pedestrians including older people, children and the mobility
and vision impaired;
AND
S3.10 Expanses of ground level blank walls along street frontages, and large
driveways and entrances to carparks are avoided;
AND
S3.11 Bus routes are not be located away from activity centres; and
AND
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Specific Outcomes Probable Solutions (if code assessable) Response
S3.12 Facilities for boarding and exiting community transport facilities are
incorporated into developments;
AND
S3.13 Pedestrian and cycle routes within or adjacent to the development are
overlooked by adjoining buildings, make use of views and attractive sights,
have lighting and are signposted;
AND
S3.14 Suitable car restraint measures are adopted within the development
such as lower speed limits or traffic calming measures to support greater
pedestrian and cycle movement;
AND
S3.15 Traffic management devices on potential bus routes are provided in
accordance with the Self-assessable code for undertaking road works on local
government roads, under the Transport Planning and Coordination
Regulation 2005;
AND
S3.16 Streets identified as potential bus routes are—
a) collector streets and sub-arterial/arterial roads which provide highly
accessible and relatively direct routes wherever practical;
b) those that provide for the shortest and most direct route for an efficient
public transport service; and
c) those that can efficiently service adjoining development areas.
O4 Development access does not No solution provided. A single vehicular access is proposed, with reciprocal
compromise the functions of particular easements in place to facilitate access to all six lots. The
roads as indicated in the road hierarchy, proposed access driveway is located approximately 30m to
and does not adversely impact on the the south of the existing driveway, with the redundant
safety, capacity and operations of the driveway to be closed. This location provides improved
road system. sight distance, and improved ability to accommodate basic
left and right turn treatments. Given the very low traffic
volumes turning to/from the driveway, these
arrangements are considered appropriate for the
proposed development, and unlikely to impact adversely
on the safety, capacity or operations of David Low Way.
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Specific Outcomes Probable Solutions (if code assessable) Response
Pedestrian and Cycle Path Infrastructure
O5 Pedestrian and cycle path S5.1 Consideration is given to existing and future pathway linkages and There are not proposed to be any public roads within the
infrastructure is provided – pathways link to the Local and Regional Cycle Network and to the Priority site, and pedestrian and cycle movement within the site
a) to form an integrated component of Infrastructure Plan in Part 15. will be either on the shared driveway or on an adjacent
the movement network and the open S5.2 Direct and accessible linkages are provided into the site. ‘verge-like’ area, either being considered suitable given
space system; S5.3 Pathway and landscape works are provided to a high standard to Council the low traffic volumes anticipated on the driveway.
b) to encourage walking and cycling; specifications and assessed for compliance with local government cycling
c) to add variety and visual interest; facility design standards. It is proposed that the cycle lanes on David Low Way be
d) to conserve street trees, vegetation and S5.4 Pathways are provided to cater for shared use and cater for both retained, with a minor realignment in accordance with a
other significant features; commuting and recreational usage and exceed minimum standards. proposed road widening. Similarly, it is proposed to retain
the existing footpath along the site frontage. The
e) to allow equitable access to public
development will provide direct and convenient
areas and community facilities;
connectivity to these existing facilities.
f) with adequate lighting where subject to
high night time usage;
g) in locations where there is casual
surveillance;
h) or widened at potential conflict points;
i) to incorporate—
i) street tree planting to enhance the
streetscape;
ii) directional signage that is visible under
all conditions.
O6 Pedestrian and cycle path S6.1 Pedestrian and cycle path infrastructure is designed and constructed – There are not proposed to be any public roads, pedestrian
infrastructure is designed and constructed a) in accordance with AUSTROADS; footpaths or cycle paths within the site.
to – b) to comply with local government design standards;
a) provide a stable, smooth surface, c) to have navigational signs in accordance with Council ‘Wayfinding’ signage The proposed development will not compromise the
including across driveways, sections and specifications; and existing pedestrian and cycle facilities located on and
joins; directly adjacent to David Low Way.
d) to incorporate –
b) be easily maintained;
i) kerb ramps at all intersections and designated crossings;
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Specific Outcomes Probable Solutions (if code assessable) Response
c) a width and longitudinal gradient to ii) refuge islands on all roads with median strips; and
cater for projected usage, including iii) holding rails for cyclists at the intersection of trunk collector, sub-arterial
nearby— and arterial roads that are positioned in accordance with –
i) high activity nodes; A. Australian Standard 1742.9: 2000 - Manual of Uniform Traffic Control
ii) public transport; Devices - Bicycle Facilities; and
iii) centres; B. AUSTROADS Part 14 - Bicycles - Section 9; and
d) provide clear sight-lines for safe use; C. AUSTROADS Part 13 – Pedestrians.
and
e) be free of any obstructions such as Advisory Note
fences, signage and bollards. All pathways are considered shared use pathways, which Cyclists can legally
use, unless bicycles are specifically prohibited through signs or markings (such
as in town centres).
Road and drainage design and construction
O7 Roads and pedestrian and cycle paths S7.1 Road planning and design supports the hierarchy and functional aspects With respect to potential turn treatments at the access
are planned and designed to support the identified in Sections 2 and 3 of PSP5 Engineering Design Standards – Roads, driveway, whilst TMR turn warrants are not specifically
hierarchy and functional aspects identified Drainage and Earthworks; relevant in this location, given that this section of David
in Sections 2 and 3 of PSP5 Engineering AND Low Way is under the auspices of Noosa Council, they
Design Standards – Roads, Drainage and S7.2 Road and pathway planning and design is in accordance with, in order of have been referenced in the absence of other guidelines.
Earthworks and to ensure that— precedence—
a) design and alignment of the roads, a) Noosa Integrated Local Transport Plan; It is estimated that the six proposed dwellings will
intersections and all associated works— generate up to 6vph (2-way) in each of the AM and PM
b) Queensland Transport’s Shaping Up;
i. provides a safe environment for all peak hours, resulting in up to 3vph turning both left / right
c) Queensland Design Code for Residential Streets;
users; out of the site in the morning, and up to 3vph turning both
d) AUSTROADS Guide to Traffic Engineering Practice; left / right into the site in the afternoon. Based on strict
ii. is adequate for the design speed
environment; e) Sections 2 and 3 of PSP5 Engineering Design Standards – Roads, Drainage application of the TMR guidelines, these turn volumes
and Earthworks; or require basic left (BAL) and right (BAR) turn treatments,
iii. is adequate for predicted traffic
volumes; and f) theNoosa Cycling and Walking Network Development Plan; however given just how low the volumes are, adoption of
these turn treatments is not necessarily considered
iv. maintains the safe and efficient
OR essential, and is an issue to be discussed with Noosa Shire
functioning of the road network without
Council.
the use of traffic signals; g) A combination of the principles in these documents.
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Specific Outcomes Probable Solutions (if code assessable) Response
v. is compatible with existing roads;
vi. is easily maintained by Council AND Bicycle lanes are currently provided beyond the traffic
equipment; and S7.3 On-road cycling treatment is utilised to provide safe and continuous lanes on each sides of David Low Way across the site
vii. where appropriate, has the ability to movement of cyclists along a roadway, such as-- frontage. It is suggested that, if BAR and BAL treatments
accommodate public transport services; a) sealed shoulders; are to be provided (ie widening the half carriageway to
b) road pavement surfaces— 6.5m), the bicycle lanes could share this pavement width
b) wide kerbside lane;
(and not be in addition to it). This is considered acceptable
i. are durable enough to carry estimated c) exclusive or peak period bicycle lane; given the very low vehicular turn volumes, the anticipated
wheel loads of travelling and parked d) advisory treatments such as Bicycle Awareness Zone; low bicycle volumes and compliant sight distances.
vehicles;
e) shared parking / bicycle lane;
ii. provide for the safe passage of vehicles,
f) contra flow bicycle lane; and
pedestrians, cyclists, and discharge of
stormwater run-off from contributing g) bus/bicycle lane.
catchments and the preservation of all
weather access; S7.4 The provision of bicycle lanes at intersections is generally in accordance
c) kerb and channel— with AUSTROADS Part 14, section 5 and the Manual of Urban Traffic Control
i. controls vehicle movement by Devices (MUTCD) Part 9.
delineating the carriageway for all users;
ii. conveys road pavement run-off to
stormwater drainage in a manner that
allows the road to be trafficable in Q100
ARI local rainfall events; and
d) verges and footpaths provide—
i. safe access for pedestrians and cyclists
clear of obstructions;
ii. an access area for vehicles onto
properties;
iii. a corridor allocated for services and
utilities; and
iv. additional amenity for minor roads.
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Division 13 - Driveways and Carparking Code
Specific Outcomes Probable Solutions (if code assessable) Response
Driveways
O1 Vehicular access does not adversely S1.1 Vehicular access is located and designed in accordance with The design (including sight distance provision) and location
impact on safety, capacity and operations AS/NZS2890.1:2004; of the proposed relocated driveway is in accordance with
of the existing or planned road network, AND AS2890.1.
the proposed driveway, cycleways or S1.2 Only one footpath crossing is provided; The existing driveway will become redundant and will be
pedestrian pathway systems. closed, leaving just a single driveway.
AND
S1.3 Driveways, have a maximum grade in accordance with Council’s Civil drawings indicate a maximum driveway grade of 1in5,
standard requirements. which complies with Council standards (standard drawing
RS-050)
O2 Driveways and crossovers— S2.1 Design of the driveway across the footpath is in accordance with Civil drawings indicate compliance with Council standard
a) are suitable and safe for their intended Council’s Standard Drawing requirements as appropriate for the particular drawing RS-050)
use; and type of development as annotated on the drawings;
b) match Council infrastructure. AND
S2.2 Driveways are designed and constructed in accordance with Council
Standard Drawing requirements , as appropriate for the particular type of
development as annotated on the drawings;
AND
S2.3 The change in grades in the driveways and ramps is in accordance with
Council’s Standard Drawing requirements.
O3 In commercial zoned areas, the S3.1 Design of multi-tenanted developments in commercial zoned areas Not applicable
number of driveways across pedestrian include shared driveways and parking areas;
footpaths is minimised. AND
S3.2 Driveways are located so they abut existing driveways of adjoining
development where practicable and reciprocal easements are created to
reduce the sealed driveway width.
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Specific Outcomes Probable Solutions (if code assessable) Response
O4 Vehicular access does not adversely S4.1 Footpath and kerb crossings are located clear of existing stormwater Not addressed in this report
impact on the capacity, operations and inlet structures, water and sewerage infrastructure fittings, any other exiting
maintenance of the existing utility infrastructure, existing landscaping and vegetation.
infrastructure;
O5 Vehicular access does not adversely S5.1 Vehicular access avoids disturbance to the tree protection zone of trees Not addressed in this report
impact on the health and integrity of on public land.
existing landscaping or native vegetation,
where possible.
O6 Driveway run-off is filtered prior to S6.1 For— Not applicable
leaving the premises. a) Ancillary dwelling unit, Multiple housing Type 2 if less than 5 carparking
spaces, Visitor accommodation Type 1 and Home-based business Type 3—
the driveway is formed to drain to landscaped areas; and
b) for other uses—grease and oil arrestors or stormwater quality
improvement devices are incorporated into the design to treat run-off prior
to run-off exiting from the premises.
Carparking and manoeuvring
O7 Sufficient carparking is provided to S7.1 The number of parking and loading bays is not less than the minimum No specific requirement noted in Table 14-51 for detached
accommodate the number and type of number specified in Table 14-51 Vehicle Parking Requirements; dwellings, however it is likely each lot will include at least 2
vehicles likely to be generated by the residential parking spaces.
development having regard to the
specifics of the use including—
a) the type and intensity of land use;
b) any existing parking available on the
site;
c) hours of operation;
d) likely numbers of users;
e) the peak parking demand periods of
uses on the site; and
f) the availability of alternative carparking.
Page 28
Specific Outcomes Probable Solutions (if code assessable) Response
O8 The layout of the development S8.1 Parking bays, manoeuvring areas, queuing areas, loading, setdown and Whilst not detailed in this application, ultimately the
provides adequate, clearly defined and pickup areas and driveways are designed to the standards set out in the parking areas will be designed in accordance with
easily accessible— Australian Standards for Off-street Carparking and Off-street Commercial AS2890.1.
a) on-site vehicle parking and Vehicles Parking. No dedicated loading bay is required for this type and
manoeuvring areas; and AND scale of development.
b) loading and manoeuvring areas for S8.2 The number of loading bays is not less than the minimum number
delivery and service vehicles. specified in Table 14-51.
O9 Parking areas are located where they S9.1 Carparking areas are accessed from rear laneways where practicable. Not applicable
will not unduly conflict with pedestrians
and will not dominate the streetscape.
O10 Provision is made for a reasonable S10.1 Carparking spaces are provided for people with disabilities at the rate Not applicable for a residential subdivision
number of on site carparking spaces specified in the Australian Standards for Off-street Carparking.
identified and reserved for people with
disabilities.
O11 Access and egress points do not S11.1 Vehicle manoeuvring areas are provided in accordance with Australian All vehicles up to the size of a refuse collection vehicle will
impact on the safety and operations of Standards for Off-street Carparking so vehicles enter and leave the site in a enter the site in a forward gear, turn around on-site, and
the road system. forward gear. depart the site in a forward gear.
S12.1 At locations where pedestrian and vehicle conflicts are likely to occur – Given the very low scale of the development, and the very
O12 Parking areas are designed to - a) sight distances of at least 2.5 seconds of travel time at the designated low pedestrian flows in the vicinity of the site, conflict
a) provide a progressive reduction in speed are provided; between the two is unlikely to occur.
speed between the external road and b) splayed corners on structures are incorporated;
internal parking spaces; c) landscaping is designed to allow clear views; and
b) ensure lower speeds near areas of high d) sign placement ensures that sight distance requirements are not impeded.
pedestrian activity through the use of
appropriate road geometry or devices
designed to limit speed; and
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Specific Outcomes Probable Solutions (if code assessable) Response
c) maintain sight distances which are
appropriate for the likely operating
speeds in all areas of potential
pedestrian/vehicle and vehicle/vehicle
conflict.
O13 A clearly defined pedestrian network S13.1 In large open car parks with greater than 200 car parking spaces, a Not applicable
is provided that – pedestrian path between parking spaces is provided on every second aisle.
a) is located in areas where people will
choose to walk;
b) ensures that pedestrian movement
through car parking areas or structures
O14 Provision is made for pedestrian and S14.1 No probable solution identified; Given the very low scale of the development, and the very
vehicular queues at conflict points. low pedestrian flows in the vicinity of the site, conflict (and
the potential for queuing) is unlikely to occur.
O15 Parking areas are lit to provide S15.1 Lighting is provided in accordance with the Australian Standard for Not addressed in this report
security for night-time users. Road Lighting - Vehicular Traffic (Category V) Lighting - Performance
Installation and Design Requirements.
O16 In mixed use areas of Business S16.1 Resident carparking is limited to one space per dwelling unit or Not applicable
centres residents do not compete with accommodation unit;
customers for carparking spaces. AND
S16.2 Resident carparking is not located in the road reserve or between the
residential or business building and the principal street frontage.
O17 Car parking areas are landscaped to— No solution provided Not addressed in this report
a) provide shade;
b) maximise infiltration of stormwater
run-off;
c) define parking areas;
d) reduce direct visibility of car parking
areas from external viewpoints; and
e) soften views of hardstand areas.
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Specific Outcomes Probable Solutions (if code assessable) Response
O18 Development with the potential to No solution provided The proposed development will have a very low traffic
generate significant traffic and parking generation and parking demand and is unlikely to have
impacts gives appropriate consideration significant traffic or parking impacts.
to transport and land use issues27.
O19 Designated Motor cycle or motor S19.1 For Commercial businesses, Entertainment & dining business, Not applicable
scooter parking spaces reduce the Industrial business Types 1 and 2, Retail business Types 2, 4, 5, 6 and 7,
reliance on cars. Education Types 1 and 2, Open Space, Wellbeing Uses and Transport Types
1, 2, 3 and 4 motor cycle parking spaces accord with Planning Scheme Policy
PSP26 Motor Cycle & Motor Scooter Parking.
O20 Carparks are designed to ensure run- S20.1 Grease and oil arrestors or stormwater quality improvement devices Not addressed in this report
off is treated to remove pollutants prior to are incorporated into the design to treat run-off prior to it leaving the
leaving the premises. premises.
O21 Carparking areas are designed to No solution provided Not addressed in this report
ensure drainage without the use of pumps
or other electrical apparatus.
O22 Site layout and building design S22.1 Below ground components of buildings, including car parks, do not Not applicable
provides for soft landscaping to be extend beyond the above ground footprint to allow
established.
Education Types 1, 2 or 3 S23.1 Paved setdown areas are provided within the site; Not applicable
O23 Carparking and setdown areas are AND
designed and located to facilitate their S23.2 For a minimum of 50% of carparking spaces, pedestrian access to
safe and efficient use. buildings is not across or through driveways, carparks, setdown or
manoeuvring areas;
AND
S23.3 Carparking and setdown areas are visible from off-site, or signed.