22nd October, 2019 · 2019-11-07 · 22nd October, 2019 Sam Opat Opat Group Dear Sam, 203-205...

Suite 17, 70-80 Wellington Street, Collingwood, Vic, 3066 Phone (03) 9419 0911 Fax (03) 9415 9456 [email protected] www.ttmgroup.com.au

ABN 71 123 813 865

22nd October, 2019 Sam Opat Opat Group Dear Sam, 203-205 NORMANBY ROAD, SOUTH MELBOURNE Council has provided some internal referral comments for an Application for a mixed use development at 203-205 Normanby Road, South Melbourne. The following table provides our response to each comment with additional material to support your application.

COUNCIL COMMENT TTM RESPONSE

Parking Provision:

• Clause 45.09 requires a car parking provision for this site of a total 108 spaces (64 spaces for 1 or 2 bedroom dwellings; 42 spaces for 3 bedroom dwellings; 2 spaces for commercial/retail premises).

Schedule 1 to Clause 45.09 specifies a maximum number of parking spaces. The Applicant proposes fewer spaces than the maximum, therefore no waiver is sought.

• The site proposes to provide 41 car parking spaces (36 spaces for the residents; 5 spaces for commercial/car share) and one Waste Collection/Loading bay. The applicant is seeking a waiver of a total 67 spaces.

Schedule 1 to Clause 45.09 specifies a maximum number of parking spaces. The Applicant proposes fewer spaces than the maximum, therefore no waiver is sought.

• The Report should be updated to include a break down how the parking spaces will be allocated to each land use. At the moment, the parking shortfall is unclear.

The Applicant will confirm the breakdown of parking allocation.

• The Report (very briefly) mentions the site will provide Car Share. Can the Applicant provide more information about the Car Share, how many spaces are proposed and who can occupy these vehicles? Number of Car Share provided should refer to Clause 37.04. We suggest referring the planning application to Strategic Transport team for comments regarding Car Share on-site.

Car Share spaces will be allocated to car share services. Examples of existing car share services include Flexicar and GoGet. These services enable members to rent a vehicle from any location where a car share vehicle is available, and return the vehicle to the same location.

The Applicant proposes 6 spaces for car share, which satisfies the requirement of Schedule 1 to Clause 37.04.

203-205 Normanby Road, South Melbourne

TTM Consulting (Vic) Pty Ltd Ref 10426L8519 (Site 6).DOC


• Similarly, provision for motorcycle for this site should reference Clause 37.04.

The Applicant proposes 4 motorcycle parking spaces, which satisfies the requirement of Schedule 1 to Clause 37.04.

• Note that the assessment for the appropriate rate for car parking provision lies with Statutory Planning

Noted

Parking Layout and Access Arrangements:

• Plans show vehicle access is via Woodgate Street. Can the Applicant show the new crossover’s width?

The crossover width is 6.1 metres wide at the property boundary.

• Full pedestrian sight triangles have not been provided in accordance with Clause 52.06. A pedestrian sight triangles must be provided along the frontage.

The commercial area on the LHS of an exiting vehicle has been setback plus transparent materials can be provided for any structure in this zone. This now complies with Clause 52.06 Design Standards.

• TTM’s report argues there are no footpath along this section, therefore, a corner splay is not required. This argument is not supported given Fishermans Bend Framework new streetscape.

Refer previous point as the design has changed

• Swept path assessment needs to be provided to show two vehicles can enter/exit the site at the same time.

Refer to swept path diagrams attached in Appendix A.

• We suggest the columns on Ground Level relocated to improve vehicles’ ease of manoeuvrability (more comments below).

These column locations are required to support the multi storey building above. The columns have been positioned such that vehicles will be passing thru in a straight line and that the minimum accessway width either side of the column is 3 metres. This width is adequate is more than adequate for vehicles to pass through.

• Can the plans clearly show the headroom clearance within ramps and all parking area?

The architectural plans confirm floor to floor heights.

Ramp

• Can the plans show the lengths, widths and kerbs of all ramps? This should include the accessway ramp too. Access grade of no steeper than 10% within 5 metres of the frontage must be provided.

Noted and I would expect further refinement and review when plans for endorsement are submitted

• TTM’s report recommended convex mirrors to be installed near internal ramps to improve two-way movements. We have no objection of the proposal.

Note and this should be a condition on permit.

• The report advises at least 2.2m headroom clearance can be provided. No cross- section plans have been provided.

The development plans now indicate the vertical clearance.




• Can the Applicant also provide a swept path assessment for a B85 and B99 vehicle using the ramp between Ground and Upper Level at the same time?

These are attached in Appendix A, however it is noted that the ramps throughout the car park are a minimum 5.5 metres wide, which are satisfactory for two way vehicle movements about the site. It is noted that the accessway and parking aisle configurations proposed are similar to many shopping centre car parks which generate much larger volumes of traffic.

Loading Provision / Waste Collection Area

• Swept path assessment indicates a SRV will be required to drive on the opposing internal lane and manoeuvre on the ramp to access the loading area. This is considered a poor design (not supported) and will impact ease of turning.

The design includes the following elements:

• Active street frontages along all street frontages,

• Minimal vehicle crossovers onto the site,

• Loading area not visible from the street.

To provide all of the above it is not practical to compromise on other aspects of the design.

However for this proposal car, loading and pedestrian movements will be sufficiently low that they can share the same space with the provision of some signage and line marking. This detail can be incorporated by way of a Planning Permit condition.

• We suggest relocating the columns within the aisle to improve accessibility.

These column locations are required to support the multi storey building above. The columns have been positioned such that vehicles will be passing thru in a straight line and that the minimum accessway width either side of the column is 3 metres. This width is adequate is more than adequate for vehicles to pass through.

• The site should be able to facilitate all loading on site. The location of the loading area does not appear to provide a convenient access for future residents and occupiers of retail/commercial area. No direct access to Lifts.

As above

• The Waste area is not clear or shown on the plan. Refuse will be transferred from each floor to the basement storage area via the bin chutes.

Body Corporate will need to transfer the bins from the basement to ground level loading area for removal from the site.

Level 1 to 4 Parking

• Plans indicate the carpark layout, accessway and ramp on Level 1 to 3 are the same.

Yes that is correct

• Car space dimensions of 2.6m (wide) x 4.9m (length) with aisle width of at least 6.4m are in accordance

Noted




with Clause 52.06 of the Planning Scheme.

• Can the plans show 300mm clearance for spaces adjacent to walls/columns as per Clause 52.06?

Plans now show these dimensions.

• Although TTM’s swept path shows a vehicle can enter/exit the parking bay at the end of the aisle, we have concerns the practicality of their proposal when a car is parked in the adjacent bay. We suggest the column is relocated at the end of the aisle to improve manoeuvrability.

Refer to swept path diagrams attached in Appendix A which indicate an appropriate number of vehicle movements to access long term parking spaces.

• The Applicant will need to provide us more information if the storage and bike facilities will impact the parking spaces?

No storage is proposed within parking spaces however there are bicycle spaces proposed above 30 parking spaces.

The bicycle requirement is 197 spaces and there are 181 spaces in basement. The 30 spaces are really just to meet a number and are not likely to be used as they are only suitable for the owner of the parking space.

I consider that the 181 spaces all together within the basement provides an appropriate level of parking.

• Can the plans show the width of the parallel parking spaces?

Noted

• Car park spaces indicated as Car Share shows storages and bike racks adjacent to these bays. I suggest a review of the accessibility of these facilities.

The plans have been updated

Traffic Impact Assessment:

• TTM’s has not provided a traffic assessment of the current site

The traffic contained this information

• Although not strictly applicable in Victoria, the RTA Guide to Traffic Generating Developments 2002 provides typical traffic generation rates for different land uses. The RTA rate of 0.24 peak hour vehicle trips / dwelling for high density residential building.

High density residential apartments have a high variability in number of parking spaces provided per dwelling, therefore a generation rate based upon the number of parking spaces is typically a better indicator of traffic generation than the number of dwellings.

The RTA Guide to Traffic Generating Developments was amended in 2013 to include traffic generation rates for high density apartments based the number of parking spaces. The surveyed apartments were close to public transport and greater than 6 storeys tall, which is considered an appropriate comparison for this development.

The RTA traffic generation rates are thus:

• 0.15 movements per space during AM peak

• 0.12 movements per space during PM peak

• 1.34 movements per space daily




This results in traffic volumes similar to those already contained in the TTM report.

• P. 8 of the TTM’s report describes an empirical rate of 0.14 peak hour trips / car space (equivalent to 0.10 peak hour trips / dwelling) as surveyed at the Bank Apartments in May 2012. The empirical rate is comparatively lower than the RTA rate and the difference may be due the new building not being fully occupied at the time of survey. Using Nearmap, we believe the Bank Apartments completed construction late 2011.

TTM Consulting has previously prepared a very extensive report addressing traffic impacts proximate to the site. A copy of this report is attached in Appendix B.

The traffic generation presented in that report for this site is almost identical.

Based upon the fact that there have been changes to the road network since the original report was completed and peak period traffic volumes will be similar, the additional traffic generated by this proposal will have no additional impact on the existing traffic conditions proximate to the site.

• The report does not distinguish expected movements between residents and retail/commercial premises.

Refer above

• No information was provided on forecast turning movements, queue lengths and delays at Montague Street or Normanby Road. Normanby Road and Montague St are busy arterial roads that connects to the Westgate Freeway and carries high traffic volumes particularly during peak hours.

Refer above

• Right-turn in/out movements from Woodgate Street to/from Normanby Road and Montague Street may lead to queuing. This may impact the operation of Normanby Road / Montague Street.

Refer above

• TTM’s assessment are based on the current street configuration and made no assessment or reference to future streetscape.

Refer above

• There has been no cumulative traffic assessment for future developments in this area that will impact Woodgate Street, Montague Street and Normanby Road or nearby streets.

Refer above

Woodgate Street

• Currently there are no footpath along the rear of the building. Given Fishermans Bend Framework of a new streetscape in Woodgate Street we suggest the traffic report to be updated to reflect the potential changes.

The Fishermans Bend Framework proposes an connection of Woodgate Street from Montague Street to Normanby Road. Whilst this would be an advantageous connection there is no indication of the reservation cross section included in this document.

The current reservation width along the site frontage is estimated at 12.5 metres. The reservation could comprise the following :-

Travel lanes - 5.5 metres for two way movements.




Parallel Parking – 2.1 metres on one side of the reservation only.

Verge width – 1 metre adjacent to the shunting yards as a landscaping buffer.

Verge width – 3.9 metres along the site’s frontage which can be a combination of a 1.5 metre footpath and landscaping.

Bike Facilities:

• The Applicant has referred to Clause 37.04 for residents/visitors and Clause52.34 for retail/commercial premises to identify the bicycle parking rates. A total of 197 bicycle spaces should be provided on site.

The development plans include a provision of 181 bicycle spaces in the basement plus 30 in the form of above bonnet bike racks.

For reasons outlined above I consider that the 181 spaces is an adequate provision.

• The Applicant has proposed to provide 194 bicycle facilities on-site. This is a shortfall of three bicycle spaces.

Refer above

• TTM argues the shortfall can be catered along the building’s frontage on Council land. This is not supported. All bike facilities must be contained wholly within their site.

Refer above

• Plans indicate 111 bicycle facilities are located within the Basement Level and all other racks are expected to be installed above the car spaces on Level 1 to 4.

Note

• The bike facilities within the Basement Level are access via a Lift. Bike facilities on Level 1 to 4 appears to be accessible via the Lift or ramp.

Note

• There are no bike facilities proposed on the ground level and all bike facilities are wall mounted. It is preferred the Applicant provide bicycle facilities on the Ground Level and install least 20% of bike racks horizontal (i.e. not wall mounted) as per AS 2890.3

Attached in Appendix C is a range of bike rack options that could be incorporated into the site design.

• Note, Ground Level will be a good opportunity to provide bike racks for visitors to this site.

Yes that is the case but they need to be located along the frontage to the retail area on Normanby Road as all other access to the building will be fully controlled with an access pass required to access these areas of the building.

• We do not believe these bike facilities are easily accessible or convenient to use.

The development plan provides a balanced planning outcome. Provision for more bike facilities say at ground level would come at the expense of retail floor space, so the design needs to balance the desire for active street frontages against bicycle storage.

• Can the Applicant confirm they can provide at least Plans updated




1.5m walkway between the bike facilities?

• Can the plans distinguish the locations of residents/visitors and retail/commercials bike racks?

Plans updated

The current design plans provide adequate traffic and parking facilities on the site and the proposal will have no impact on the existing traffic conditions proximate to the site. Yours faithfully, TTM Consulting (Vic) Pty Ltd

Damien Hancox

APPENDIX A

RAMP 1:4

RAMP 1:8

AHD 1.92 m

VEHICULAR

ENTRANCE

RAMP

1:10

COMMERCIAL

ENTRANCE

81 m²RETAIL

LOAD

ING

BAY 4

m

HEAD

CLE

ARAN

CE

66 m²SUBSTATION

394 m²CAR PARK

P R O P E R T Y B O U N D A R Y

AHD. 2.40 m3050

3050

59 m²LOBBY

AHD. 3.00 m

RAMP

1:14

AHD. 3.00 m

AHD. 3.00 m

AHD. 1.91 m

3050

SIGHT TRIANGLE

6100

9050

2000

LINE

OF T

OWER

ABO

VE

6078

0

6100

RAMP 1:4

RAMP 1:8

AHD 1.92 m

VEHICULAR

ENTRANCE

RAMP

1:10

COMMERCIAL

ENTRANCE

81 m²RETAIL

LOAD

ING

BAY 4

m

HEAD

CLE

ARAN

CE

66 m²SUBSTATION

394 m²CAR PARK


AHD. 2.40 m3050

3050

59 m²LOBBY

AHD. 3.00 m

RAMP

1:14

AHD. 3.00 m

AHD. 3.00 m

AHD. 1.91 m

3050

SIGHT TRIANGLE

6100

9050

2000

LINE

OF T

OWER

ABO

VE

6078

0

6100

1

PROPOSED DEVELOPMENT

203-205 NORMANBY RD

SOUTHBANK

SWEPT PATH DIAGRAMS

Sheet No :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance

TTM Consulting (Vic) Pty Ltd

Suite 9, 70 - 80 Wellington Street

Collingwood VIC 3066

P : (03) 9419 0911

E : [email protected]

W : www.ttmgroup.com.au

Scale

10

1:200 @ A4

2 3 4

Drawing No : 1046206

ACommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :

SRV - Small Rigid Vehicle

Overall Length 6.400m

Overall Width 2.330m

Overall Body Height 3.602m

Min Body Ground Clearance 0.398m

Track Width 2.330m

Lock to Lock Time 4.00sec

Curb to Curb Turning Radius 7.100m

6.40

1.05

3.80

Swept Path Diagram Prepared using AutoTrack v18

SRV ingress to loading bay SRV egress from loading bay

UP

RAMP 1:4

RAMP 1:8

RAMP 1:8

RAMP 1:8

RAMP 1:8

RAMP 1:4

6100 6100

12 m

²

COMM

ERCI

ALLO

BBY

AHD. 9.00 m

21 m²LOBBY

AHD. 9.00 m

NO. OF CARPARKS = 10NO. OF BICYCLE=9NO. OF STORAGE CAGE= 12NO. OF MOTORCYCLE PARKS= 1

650 m²CAR PARK

6400

AHD. 10.50 m

FROMMEZZ

FROM LOWERLEVEL 1

MB

AHD. 10.50 m

2000

4000

2000

2000

4000

2000

565 450

5100

2400

LINE

OF T

OWER

ABO

VE

UP

RAMP 1:4

RAMP 1:8

RAMP 1:8

RAMP 1:8

RAMP 1:8

RAMP 1:4

6100 6100

12 m

²

COMM

ERCI

ALLO

BBY

AHD. 9.00 m

21 m²LOBBY

AHD. 9.00 m


650 m²CAR PARK

6400

AHD. 10.50 m

FROMMEZZ

FROM LOWERLEVEL 1

MB

AHD. 10.50 m

2000

4000

2000

2000

4000

2000

565 450

5100

2400

LINE

OF T

OWER

ABO

VEDrawing No : 1046206

3


203-205 NORMANBY RD

SOUTHBANK

SWEPT PATH DIAGRAMS

Sheet No :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



B99 circulating access ramps clockwise (upwards)

BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :

Scale

10

1:200 @ A4

2 3 4

Amended PlansB PC 23/10/19

B99 circulating access ramps anti-clockwise (downwards)

B99 Vehicle (Realistic min radius) (2004)





Track Width 1.840m




5.2

0.95 3.05

RAMP

RAMP 1:8

RAMP 1:8

COMMERCIAL 16 m²

COMMERCIALLOBBY

21 m²LOBBY


650 m²CAR PARK

25 m²STORE

AHD. 10.50 m

FROM LOWERLEVEL 1

MB

4900 6400 4900

2600

AHD. 10.50 m

2000

4000

2000

4000

700

700

5100

2400

LINE

OF T

OWER

ABO

VE

RAMP

RAMP 1:8

RAMP 1:8

COMMERCIAL 16 m²

COMMERCIALLOBBY

21 m²LOBBY


650 m²CAR PARK

25 m²STORE

AHD. 10.50 m

FROM LOWERLEVEL 1

MB

4900 6400 4900

2600

AHD. 10.50 m

2000

4000

2000

4000

700

700

5100

2400

LINE

OF T

OWER

ABO

VEDrawing No : 1046206

4


203-205 NORMANBY RD

SOUTHBANK

SWEPT PATH DIAGRAMS

Sheet No :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



B85 ingress to parking space at end of blind aisle

BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :

Scale

10

1:200 @ A4

2 3 4


B85 egress from parking space at end of blind aisle






Track Width 1.770m




4.91

0.92 2.8

UP

UP

AHD 1.92 m

VEHICULAR

ENTRANCE

RAMP

1:10

COMMERCIAL

ENTRANCE

81 m²RETAIL

66 m²SUBSTATION


P R

O P

E R

T Y

B O

U N

D A

R Y

AHD. 2.40 m3050

3050

AHD 1.90 m

59 m²LOBBY

AHD. 3.00 m

15 m²

RAMP

1:14

AHD. 3.00 m

15 m²PLANT

AHD. 1.91 mAHD. 1.90 m

3050

SIGHT TRIANGLE

W O O D G A T E S T R E E T1

S06_A11.01

20065

6100

Drawing No : 1046206

5


203-205 NORMANBY RD

SOUTHBANK

SWEPT PATH DIAGRAMS

Sheet No :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance




P : (03) 9419 0911



B99 ingress to site passing a B85 egress from site onto Woodgate Street post-development

BCommentsIssue

Original Issue

Appd

A PC 03/05/19

Date Issue :

Scale

10

1:200 @ A4

2 3 4







Track Width 1.770m




4.91

0.92 2.8

APPENDIX B

PROPOSED MIXED USE DEVELOPMENTS

238-272 and 203-217 NORMANBY ROAD, SOUTH MELBOURNE

CUMULATIVE TRAFFIC IMPACT ASSESSMENT REPORT

Prepared By

S. Prasad

TTM Consulting (Vic) Pty. Ltd.

Suite 9, 70-80 Wellington Street,

Collingwood Vic 3066

Phone : (03) 9419 0911

Email : [email protected]

Prepared For

Hayball

Suite 4, 135 Sturt Street,

Southbank Vic 3006

20 January 2016

Proposed Mixed Use Development

Normanby Road Precinct, South Melbourne Ref: 8712R7696.DOC Page 1

1. INTRODUCTION AND SCOPE

TTM Consulting (Vic) Pty. Ltd. has been requested by the Applicant to provide a

consolidated cumulative traffic impact assessment for the following proposed mixed use

developments on Normanby road, South Melbourne :-

Site 0 – 272 Normanby Road;

Site 1 – 264-270 Normanby Road;





Site 6 – 203-205 Normanby Road.

Reports for each of the developments have been prepared previously, however in response

to a request by the Department of Environment, Land, Water and Planning, a consolidated

traffic report has been prepared for the developments. The purpose of this report is to assess

the cumulative impacts of the proposed developments on the adjacent road network and to

develop integrated solutions to mitigate any impacts.

The report has concluded that there are no traffic or parking grounds which should warrant

refusal of the sought planning applications.

2. EXISTING CONDITIONS

2.1 The Overall Site

The development sites are located across two separate blocks on Normanby Road. The first

block, accommodating Sites 0, 1, 2, 3 and 4 are located on the north-western side of

Normanby Road and accommodates an area of approximately 7,695 square metres. It has

approximately 150 metres frontage to Normanby Road and Munro Street along its south-

eastern and north-western boundary respectively, and an approximately 50 metres frontage

to Montague Street along its north-eastern boundary.

Figure 2.1.1 shows the location of the overall site and the surrounding street network.



FIGURE 2.1.1: SITE 0, 1, 2, 3 and 4 LOCALITY PLAN

The second block, accommodating Sites 5 and 6 is located on the south-eastern side of

Normanby Road and accommodates an area of approximately 4,932 square metres. It has

approximately 80 metres frontage to Normanby Road and Woodgate Street along its north-

western and south-eastern boundary respectively (refer Figure 2.1.2).

FIGURE 2.1.2: SITE 5 AND 6 LOCALITY PLAN



The sites currently accommodate a mixture of commercial and retail premises and is located

within the Capital City Zone – Schedule 1 (CCZ1) of the Port Phillip Planning Scheme. The

Parking Overlay – Precinct 1 (PO1) of the Port Phillip Planning Scheme also applies to the

site. The surrounding land use is a mixture of retail and commercial with high rise unit

developments also located nearby.

2.2 The Street Network

Normanby Road is a local road which has a 17.5 metres wide two-way carriageway and

forms the frontage for both development lots. The road has two lanes in each direction, with

on-street parking. At the Montague Street intersection, the road widens to 18.5 metres,

accommodating additional single left and right turn lanes on the south west approach.

Kerbside parallel parking is permitted along sections of both sides of the carriageway.

Montague Street is a local arterial road and has a 20 metres wide two-way carriageway,

which at the frontage to the site supports three lanes in each direction. Kerbside parking is

not permitted along the carriageway. The road forms the primary link from the development

lots to the Westgate Freeway / Citylink as well as into the CBD.

Munro Street is a local road and forms the northern boundary for development Lot 1. The

road has a 13 metre wide carriageway which accommodates a single lane in each direction

as well as kerbside parking along both sides. There are numerous driveways and rear roller

doors providing loading/unloading facilities for the development Lot 1 sites.

Woodgate Street is a local road and forms the southern boundary for development Lot 2.

The road has a 12.5 metres wide carriageway which accommodates two way traffic

movements along a single lane and angled parking along both sides of the road. The road

terminates approximately 110 metres north east from Montague Street.

2.3 Existing Site Access

Development Lot 1 has 3 existing crossovers along the Normanby Road frontage, and 9

along the Munro Street frontage, giving access to the entire site. Figure 2.3.1 shows the

location of the 12 existing crossovers and their permitted turning movements.

Development Lot 2 has 3 existing crossovers along the Normanby Road frontage and 3

along the Woodgate Street frontage, giving access to the entire site. Figure 2.3.2 shows the

location of the 6 existing crossovers and their permitted turning movements



FIGURE 2.3.1: EXISTING CROSSOVERS AND PERMITTED TURNING

MOVEMENTS FOR DEVELOPMENT LOT 1

1

2

3

4

5

6

7

8

9

10

11

12



FIGURE 2.3.2: EXISTING CROSSOVERS AND PERMITTED TURNING

MOVEMENTS FOR DEVELOPMENT LOT 2

Some of the crossovers indicated are shared amongst several properties. Table 2.3.1

provides a summary of the properties that have shared access rights.

Access No. Property Address

1 and 10 Site 7: 272 Normanby Road

Site 1: 264-270 Normanby Road

11 and 12 Site 2: 256-260 Normanby Road



TABLE 2.3.1: SHARED ACCESS RIGHTS

1

2

3

4

5

6



2.4 Nearby Facilities and Public Transport Services

The following public transport services are located within close proximity of the site :-

Tram #109 stops at Montague Street, between Woodgate Street and Gladstone Lane,

approximately 135 metres south-east of the site. The route runs between Box Hill

and Port Melbourne.

Tram #96 stops at the intersection of City Road and Whiteman Street approximately

560 metres east of the site. This route runs between East Brunswick and St Kilda

Beach.

Bus #235 stops on Normanby Road along the south-eastern boundary of the site.

This route runs between the City and Fishermans Bend via Williamstown Road.

Bus #234 stops on City Road at the intersection with Montague Street approximately

530 metres south-east of the site. This route runs between Garden City and the City

(Queen Victoria Market).

Bus #236 stops on Dorcas Street at the intersection with Iffla Street approximately

750 metres south of the site. This route runs between Garden City and Queen

Victoria Market via the City.

Bus #237 stops Lorimer Street approximately 790 metres north-west of the site. This

route runs from the City to Fishermans Bend via Lorimer Street.

Figure 2.4.1 shows the location of nearby public transport facilities.

FIGURE 2.4.1: NEARBY PUBLIC TRANSPORT SERVICES



The following major developments and neighbourhood facilities are located in close

proximity to the site :-

Galilee Catholic Primary School is located approximately 975 metres south-east of

the site.

Woolworths and ALDI South Melbourne are located approximately 800 metres and

815 metres east of the site.

Port Melbourne Health is located approximately 515 metres south of the site, and

South Melbourne Family Practise is located approximately 800 metres east of the

site.

2.5 Bicycle Infrastructure

2.5.1 Principal Bicycle Network (PBN)

The Principal Bicycle Network is a series of bicycle routes which have been identified as

key links to major destinations around Victoria. Adjacent to the site, Montague Street and

the Light Rail Shared Path are on the PBN and form key links between the site and the

Melbourne CBD and surrounding local area (refer Figure 2.5.1 below).

FIGURE 2.5.1: PRINCIPAL BIKE NETWORK ADJACENT TO THE SITE



2.5.2 Melbourne Bike Share

The Melbourne Bike Share has been expanding over the last few years, and now services

the inner suburbs of South Melbourne and Port Melbourne as well as the CBD. Currently

there are over 600 bikes across 50 stations around inner Melbourne.

The location of bike stations in proximity of the site have been shown in Figure 2.5.2.

FIGURE 2.5.2: BIKE SHARE STATIONS

2.6 Pedestrian Infrastructure

There are numerous pedestrian facilities in the local area. There are footpaths along both

sides of Normanby Road and Montague Street, with signalised intersections providing safe

passage across the road.

At Munro Street, there is a footpath along the north side of the road only. There are no

footpaths on either side of Woodgate Street which has angled parking along both sides.

The Light Rail Shared Path provides pedestrian connectivity to Port Melbourne, and the

CBD. Montague Street forms an alternative pedestrian connection to the Melbourne CBD,

as well as Docklands.



2.7 Car Share

Privately operating companies are operating car sharing services in metropolitan Melbourne.

Companies such as Go Get It (www.goget.com.au) and Flexicar (www.flexicar.com.au)

provide car sharing services. Such services allow users to use the ‘share car’ as often as

they require and more sites for these cars are being added where consumer demand

necessitates. As shown in the following figure there are numerous Flexicar and GoGet

vehicles in close proximity to the site.

FIGURE 2.7.1: LOCATION OF ‘FLEXICAR’ VEHICLES

FIGURE 2.7.2: LOCATION OF ‘GOGET’ VEHICLES

http://www.goget.com.au/

http://www.flexicar.com.au/



3. THE PROPOSAL

3.1 Site Locations

The Applicant is proposing to construct mixed use developments on 7 sites across two

development lots. The distribution and location of the different sites across the two

development lots have been outlined in Figures 3.1.1 and 3.1.2.

FIGURE 3.1.1: SITE LOCATIONS ACROSS DEVELOPMENT LOT 1

FIGURE 3.1.2: SITE LOCATIONS ACROSS DEVELOPMENT LOT 2

SITE 0



3.2 Scope of Development Sites

The proposed land use and inventory, including number of dwellings, floor area for

commercial uses as well as car and bicycle parking provisions have been outlined in Table

3.2.1 below.

Site No Dwellings

(No)

Commercial

(sqm)

Car parking Bicycle

Parking

Loading

Bay Residential Commercial

0 388 2,950 126 0 152 1

1 238 2,860 96 11 211 1

2 260 1,646 122 8 265 1

3 239 2,002 107 2 171 1

4 216 903 83 1 256 1

5 413 1,830 187 16 139 1

6 238 519 66 0 105 1

TOTAL 1,992 12,710 787 38 1,299 7

TABLE 3.2.1: PROPOSED LAND USES AND INVENTORY

4. CAR AND MOTOR CYCLE PARKING

4.1 Planning Scheme Car Parking Requirement and Provision

Clause 45.09, Schedule 1 to the Parking Overlay (PO1) of the Port Phillip Planning Scheme

applies to the subject sites. Given that the sites would operate as individual developments,

with their own parking provisions and access / egresses, the parking demands have been

assessed on a per development basis. There will be no sharing of spaces or common space

between the different development sites.

The schedule is a car parking limitation policy which outlines maximum permissible car

parking measures for new developments in the area. The maximum car parking provision

permissible for each of the sites is as follows.



Site Planning

Scheme Use

Maximum Car

Parking Rate

Floor

Area / No.

Maximum

On-Site

Parking

Provision

Spaces

Proposed

0 Dwelling

1 space to each

dwelling 388 no. 388 126

Retail/Office 1 to each 100 sqm 2,950 sqm 30 0

1 Dwelling

1 space to each



2 Dwelling

1 space to each


Retail 1 to each 100 sqm 1,646 sqm 16 8

3 Dwelling

1 space to each



4 Dwelling

1 space to each


Retail 1 to each 100 sqm 903 sqm 9 1

5 Dwelling

1 space to each



6 Dwelling

1 space to each


Retail/Office 1 to each 100 sqm 519 sqm 5 0

Total 2,119 no. 825 no.

TABLE 4.1.1: PLANNING SCHEME REQUIREMENTS AND PROVISION

For each of the 7 sites, the proposed parking provisions, for both the commercial and

residential uses, does not exceed the planning scheme maximum allowable provisions. As

such, the proposed parking is considered satisfactory.



4.2 Motorcycle Parking Requirements

Under the Planning Scheme, the proposed sites are required to provide 1 motorcycle space

per 100 car parking space. The minimum requirements for the development sites is outlined

in Table 4.2.1. Similar to the car parking provisions, each of the sites would have their own

car parking facilities and as such the on-site parking provisions has been assessed on a per-

site basis.

Site Planning

Scheme Use

Minimum Motorcycle

Parking Rate No.

Minimum On-

Site Parking

Provision

0 Dwelling 1 space to each 100 car

parking spaces 126 no. 1 no.













Total 8 no.

TABLE 4.2.1: MOTORCYCLE PARKING PROVISIONS

The assessment above indicates that each of the proposed development sites would be

required to provide an internal motorcycle space, except Site 5 which requires 2 spaces.

Each site has provided 1 motorcycle space. The provision of 1 space for site 5 is considered

satisfactory given that the majority of the parking demand is residential which will have

allocated parking spaces for residents. As such, it is likely the motorcycle space would be

used for visitors only, and therefore the provision of 1 space is considered sufficient.



5. TRAFFIC GENERATION AND IMPACTS

5.1 Case Study - Trip Generation Rates of Inner-City Developments

Developments located in inner city locations typically generate vehicle movements at a

lower rate than those located in suburban areas. This is due to the proximity of trip

attractions to the site and the convenience of public transport.

Bank Apartments is located on the corner of City Road and Clarke Street, Southbank. The

complex comprises 360 dwellings, 800 square metres of retail floor space and provides 251

on-site parking spaces.

TTM Consulting (Vic) Pty. Ltd. undertook a survey of vehicular activity at the site access

of Bank Apartments on Thursday 3rd May, 2012, from 7:40am to 9:40am, to determine the

trip generation rates of an inner-city apartment complex. Over the two-hour period, 50

vehicle movements were observed. The peak hour of vehicle activity occurred from 8:00am

to 9:00am, whereby 35 vehicle movements were observed in the following directions.

AM PEAK HOUR TRIP GENERATION

BANK APARTMENTS

As a result inner city parking spaces are estimated to generate peak hour vehicle movements

at a rate of around 0.14 trips per parking space.

5.2 Application of Survey Data to Subject Proposal

Given that the location of the subject site is in close proximity to the Bank Apartments, its

nearby public transport system and closely located trip attractions, it is likely that the subject

proposal would generate traffic at a similar rate. External traffic generation for the

commercial / retail / office components of these developments would be negligible, however

a rate of 1 trip per commercial parking space has been estimated where parking has been

allocated for the commercial use.

The anticipated traffic generation for each of the sites, based on the generation figures

outlined above, has been summarised in Table 5.2.1.



Site Planning

Scheme Use Traffic Generation Rate

No Spaces

Proposed

Peak Hour Traffic

Generation

0 Dwelling 0.14 trips per parking space 126 18 vph

Retail/Office 1 trip per parking space 0 0 vph




Retail 1 trip per parking space 8 8 vph




Retail 1 trip per parking space 1 1 vph







Total 166 vph

TABLE 5.2.1: PLANNING SCHEME REQUIREMENTS AND PROVISION

Based on the surveyed trip generation rate of 0.14 vehicle movements per parking space for

residential and 1 vehicle movement per parking space for commercial, the proposed

developments can be expected to generate in the order of 128 vehicle movements during

each of the peak periods.

Residential peak hour vehicle movements are commonly split in the peak direction as

follows. Commercial vehicles are normally in the opposite direction, arriving in the AM

and departing in the PM :-

AM Peak Hour

Inbound 20% 33 vehicle movement

Outbound 80% 133 vehicle movements

PM Peak Hour

Inbound 60% 100 vehicle movements

Outbound 40% 66 vehicle movements



The distribution of residential and commercial traffic for the proposed developments are

outlined in Figure 5.2.2 below.

FIGURE 5.2.2: TRAFFIC DISTRIBUTION ONTO THE ROAD NETWORK

5.3 Traffic Impacts

In order to assess the impact of the proposed development sites on the surrounding road

network, SIDRA analysis was undertaken at the adjacent Montague Street intersections with

Normanby Road, Munro Street and Woodgate Street.

SIDRA is a computer program that is widely used to model the performance of intersections

and provides information on the delays to motorists, queue lengths and the capacity of an

intersection to accommodate traffic. For signalised and unsignalised intersections, the

intersection degree of saturation (DoS) measures the degree to which a movement at an

intersection approaches the capacity for that movement (i.e. the ratio of the demand

flow/capacity).

The operational characteristics and level of service are generally considered satisfactory

when DoS is less than 0.90 – 0.95 (0.80 – 0.85 for an unsignalised intersection). At higher

values longer queues and delays are experienced by motorists on the side road which results

in motorists becoming frustrated and potentially selecting inappropriate or smaller gaps in

the traffic to enter the intersection (refer to Table 5.3.1).



The level of service (LoS) performance criteria for intersections is generally based on

delays, which applies to individual movement, approach and intersection total delays. For

an intersection, a LOS of A – D is considered satisfactory, with LOS of E and F indicating

increased delays.

Degree of Saturation

X Description of intersection operation

Less than 0.65 Excellent operating conditions.

0.6 – 0.7 Very good operating conditions.

0.7 – 0.8 Good operating conditions.

0.8 – 0.9 Acceptable operating conditions.

TABLE 5.3.1 : INTERSECTION DEGREE OF SATURATION

The key intersection performance measures are outlined in Tables 5.3.2 to 5.3.3 with full

details provided in Appendix A.

Stage Peak

Period

Operating Characteristics

DOS Ave Delay Level of Service

Existing AM Peak 0.90 34s LOS C

PM Peak 0.89 36s LOS D

Post

Developments

AM Peak 0.89 34s LOS D

PM Peak 0.88 36s LOS D

TABLE 5.3.2: MONTAGUE ST / MUNRO ST SIDRA ANALYSIS

Stage Peak

Period

Operating Characteristics

DOS Ave Delay Level of Service

Existing AM Peak 1.29 268s LOS F

PM Peak 1.23 276s LOS F

Post

Developments

AM Peak 1.32 223s LOS F

PM Peak 1.24 224s LOS F

TABLE 5.3.3: MONTAGUE ST / NORMANBY ROAD SIDRA ANALYSIS

The analysis above indicates that the Montague Street intersections with Munro Street, and

Normanby Road are currently operating with a high degree of saturation and LOS during

the AM and PM peak periods.



The proposed developments would have a negligible adverse impact on the intersection

operation. It is further noted that the existing businesses on the development sites would be

generating significant traffic during the AM and PM peak periods. If these volumes were

to be removed, there would be very minimal increases in traffic along the road network.

Montague Street / Woodgate Street

Currently at the intersection of Montague Street and Woodgate Street, motorists looking to

turn right during the peak periods are required to wait until the signals stop traffic and rely

on through motorists to provide gaps for them to enter the traffic stream. It is not practical

to model this behavior in intersection analysis programs such as SIDRA as very small

increases have high impacts on intersection performance.

For the proposed developments, the number of vehicles turning right at the intersection only

increases by 15 vehicles in the PM peak hour, which is not considered significant. It is

expected there would be 20 vehicles per hour turning right in the AM peak hour, and 25

vehicles per hour during the PM peak hour. This equates to 1 vehicle every 3 minutes which

is unlikely to have a significant impact on the operation of the road network.

In addition, the delays are to traffic exiting Woodgate Street, which is a local road that

essentially only services the proposed development. There are no additional delays to

through traffic along Montague Street, and therefore no impacts on the wider road network.

An alternative option could be to convert the road to left in / left out, with motorists wishing

to travel north undertaking a right turn into one of the side roads, and then turning left into

Montague Street or utilizing alternate roads such as Ingles Road, Boundary Road or City

Road. While this would be circuitous, there are only 19 vehicles expected to undertake this

movement in the peak hour.



6. PARKING AND ACCESS AREA DESIGN

6.1 Car Park Layouts

In total, there are 825 parking spaces proposed across the 7 development sites. This is

distributed across the sites as per below. :-

Site 0 – 126 spaces.

Site 1 – 107 spaces;





Site 6 – 66 spaces.

The spaces are generally 4.9 metres long and 2.6 metres wide with spaces adjacent to walls

widened to 3.0 meters. The bays are accessed via a 6.4 metres wide access aisle. The

dimensions satisfy the planning scheme requirements.

The car park layouts have been developed in accordance with planning scheme requirements

and are considered satisfactory.

6.2 Mechanical Parking System

Sites 0, 2, 3 and 5 have proposed the use of the Klaus Parkboard PQ-258 system within the

on-site parking. Refer to Appendix B for details.

This system allows vehicles to be parked in tandem and gives all vehicles the right to enter

and exit the car space freely. Clause 52.06-8 of the Port Phillip Planning Scheme states that

where parking spaces are provided in tandem (one space behind the other) an additional 500

mm in length must be provided between each space.

The proposed tandem parking spaces have an additional 700mm in length between each

space therefore satisfies the requirements of the planning scheme.

6.3 Ramp Design

For the proposed development sites, the ramp grades, transitions and vertical height

clearance can all be incorporated into the design which satisfy the design criteria of Clause

52.06-8, Design Standard 1 of the Planning Scheme.



6.4 Site Access

The 7 sites are accessed via either Munro Street, Normanby Road or Woodgate Street. The

description of site access is outlined below.

Site 0: Vehicular access to and from the site is proposed from Munro Street via the

existing vehicle crossing north eastern end of the site. The existing at grade car park is

to be removed and replaced with a pedestrian laneway. There will be no vehicular access

onto Normanby Road. Pedestrian access is via Johnson Street and Normanby Road as

well as the pedestrian laneway.

Site 1: Vehicular access to and from the site is via a modified existing crossover on

Munro Street at the north eastern end of the site. The two way driveway provides access

to the car park and loading bay. A separate access is proposed for cyclists onto both

Normanby Road and Munro Street along the south western boundary.

Site 2: Vehicular access to and from the site is proposed from Normanby Road via a

modified existing crossover on the south western boundary. A separate access is

proposed for bicycles and pedestrians from the laneway running along the north eastern

boundary. The proposed crossover has been positioned at the location of the existing

vehicle access (currently access only), however both access and egress would be

permitted, with the existing egress to the east to be removed. The number of vehicles

entering the site at this location during the peak periods would not be different to existing

movements and therefore no turn lane provisions are required.

Site 3: Vehicular access to and from the site is proposed from Munro Street via an

existing crossover which is located centrally along the northern boundary of the site. The

existing crossover will be widened from 4.5 to 8.0 metres. It is proposed to retain the

existing Normanby Road vehicle crossing to provide access to the bicycle parking area.

Site 4: Vehicular access to and from the site is proposed from Munro Street via a new

crossover which is located at the western boundary, approximately 28 metres from

Montague Street. The crossover forms an improvement over existing operation where

there are two vehicle crossings, an access 9.2 metres and an egress, 20.5 metres from

Montague Street. Further, the kerb outstand on Munro Street will improve access into

the site as it provides shelter for entering vehicles.

Site 5: Vehicular access to and from the site is via a new crossover onto Woodgate Street

at the south western end of the site. The access provides two way access into the car

park. There are two bicycle storage areas, with one located adjacent to Woodgate Street

and the other, Normanby Road. However, access is possible to either road via the

proposed pedestrian link.

Site 6: Vehicular access to and from the site is via a new crossover onto Woodgate Street

at the south western end of the site. The access provides two way access into the car

park and loading area. The bicycle storage area has direct access onto Normanby Road,

however access to Woodgate Street is possible via the adjacent property’s pedestrian

link.



7. PROVISIONS FOR LOADING

Clause 52.07 of the Planning Scheme outlines the Loading and Unloading requirements.

Specifically Clause 52.07 states the following :-

Purpose

To set aside land for loading and unloading commercial vehicles to prevent loss of

amenity and adverse effect on traffic flow and road safety.

Requirements to be met

No building or works may be constructed for the manufacture, servicing, storage or sale

of goods or materials unless :-

Space is provided on the land for loading and unloading vehicles.

The driveway to the loading bay is at least 3.6 metres wide. If a driveway changes

direction or intersects another driveway, the internal radius at the change of

direction or intersection must be at least 6 metres.

The road that provides access to the loading bay is at least 3.6 metres wide.

A permit may be granted to reduce or waive these requirements if either :-

The land area is insufficient.

Adequate provision is made for loading and unloading vehicles to the

satisfaction of the responsible authority

Each of the proposed commercial premises proposed for the 7 sites are relatively small and

it is envisaged that most deliveries will be made by light commercial vehicles. These

deliveries are expected to occur on an infrequent basis and at off-peak times of the day.

The loading facilities for the 7 development sites satisfies the requirements for loading and

unloading vehicles, outlined in Clause 52.07 of the Port Phillip Planning Scheme.



8. BICYCLE FACILITIES

Table 1 to Section 52.34 of the Planning Scheme outlines the requirements for bicycle

facilities, which are summarized for the subject proposal in Table 8.1 which indicates the

proposed developments exceeds the statutory parking requirements for all sites.

Site Planning

Scheme Use User Planning Scheme Rate

Floor Area

/ No.

Spaces

Req

Spaces

Req

Spaces

Prop

0

Dwelling

Resident 1 to each 5 dwellings 388 no

78

132 no

152 no

Visitor 1 to each 10 dwellings 39

Retail/Office

Staff 1 to each 300 sqm of leasable floor area 2,950 sqm

10

Customer 1 to each 500 sqm of leasable floor area 6

1

Dwelling


48

87 no

211 no


Retail


10


2

Dwelling


52

87 no

265 no


Retail/Office


5


3

Dwelling


48

82 no

171 no


Retail


7


4

Dwelling


43

70 no

256 no


Retail/Office

Staff 1 to each 300 sqm of leasable floor area 903 sqm

3


5

Dwelling


83

134 no

139 no


Retail/Office


6


6

Dwelling


48

74 no 105 no


Retail/Office

Staff 1 to each 300 sqm of leasable floor area 519 sqm

2


TABLE 8.1: PLANNING SCHEME REQUIREMENTS AND PROVISION



9. PEDESTRIAN, CYCLING AND PUBLIC TRANSPORT FACILITIES AND

INTEGRATION

9.1 Pedestrian and Cyclist Accessibility

A review was undertaken of the pedestrian and cyclist facilities and access onto the road

network for each of the development sites. The findings of the review are outlined below,

along with suggested improvements that could be considered to improve accessibility.

9.1.1 Site 0

Site 0 is located on the corner of Johnson Street and Normanby Road at the western end of

the development block. The residential component is accessed via Johnson Street, with

commercial development surrounding the site.

The pedestrian connection to Johnson Street enables access to both Munro Street and

Normanby Road. There is also a pedestrian laneway running along the eastern edge of the

site, providing connectivity between Munro Street and Normanby Street for pedestrians and

cyclists.

The proposed layout is considered satisfactory and no further mitigating works have been

proposed for Site 0.

9.1.2 Site 1

The residential component of Site 1 is oriented towards Munro Street, with the majority of

the retail use facing Normanby Road or the western boundary laneway. Access to the

commercial use on levels 1 and 2 is adjacent to Normanby Road.

There is a laneway along the western boundary which provides a pedestrian and cyclist link

between Munro Street and Normanby Road. It is likely that this laneway will be sign posted

as a shared path to retain both cyclist and pedestrian connectivity. The link also provides

direct access to the bicycle storage area which is located on the ground floor.



9.1.3 Site 2

The majority of the residential component of Site 2 is accessed via Normanby Road, with a

shared lobby with the commercial uses on the upper levels. Another smaller residential

component is accessed via Munro Street.

There are retail uses along Normanby Road and Munro Street, as well as along the site’s

north eastern boundary with a shared pedestrian / cycle path providing access between

Normanby Road and Munro Street.



The bicycle storage area is located towards Munro Street, with direct access via the eastern

laneway. The storage area also has access into the ground level car park access, adjacent to

the loading bay area.

It is noted that there is no access from the Munro Street lobby into the bicycle parking area.

This would mean residents living in these units would be required to exit the site, walk along

Munro Street and then re-enter at the eastern end, which is undesirable. Consideration

should be given to providing direct access from the lobby to the adjacent bicycle parking

area.

9.1.4 Site 3

Access to the residential component of Site 3 is via the western laneway, towards the

Normanby Road end. Retail access is provided along Normanby Road and the northern

section of the western laneway.

The western laneway provides access for pedestrians and cyclists between Munro Street and

Normanby Road as well as access for the retail uses for the subject development and the

adjacent Site 2 development.

Access to the bicycle storage area is either from the laneway, via the lobby, from Munro

Street via the car park, or from Normanby Road via the exclusive cycle link.



9.1.5 Site 4

Site 4 is located on Montague Street, with the development site extending between Munro

Street and Normanby Road. The residential lobby has access via Normanby Road and

Montague Street. Munro Street provides access to some retail and commercial uses. Breaks

are provided in the landscaping along Montague Street to allow convenient pedestrian

access from the north and south.

Bicycle parking is provided on the ground floor, as well as floors 1-4, adjacent to the car

park. The ground level bicycle parking area has direct access to Normanby Road, along the

south site boundary. The bicycle parking on levels 1-4 are located within the car park,

however have direct access to a lift enabling access to the ground floor, adjacent to

Montague Street.





9.1.6 Site 5

Site 5 is located on Montague Street, with the development site extending between

Normanby Road and Woodgate Street. There are two residential lobbies, located off

Woodgate Street and the other off Normanby Road. Retail and commercial areas are located

along Normanby Road, as well as along the pedestrian link between the two access roads.

The pedestrian link provides connectivity between Woodgate Street and Normanby Road

for pedestrians and cyclists, with both bicycle storage areas having direct access to the link.

The provision of street trees along the link would ensure low speed bicycle speeds are

maintained.



9.1.7 Site 6

The residential component for Site 6 has access via Normanby Road, as well as the retail

component. Woodgate Street provides access to the car park, as well as the commercial uses

across the ground floor and levels 1 to 4.

The ground floor bicycle storage has direct access onto Normanby Road as well as a link to

the residential lobby. Additional bicycle facilities are located across levels 1 to 4, with clear

access to ramps and lifts, enabling access to the ground level.



9.2 Pedestrian and Cyclist – On Road Provisions

The existing development blocks, on both sides of Montague Street, are generally

considered single building developments with minimal opportunity for pedestrian and

cyclist permeability between Munro Street and Normanby Road, or from Normanby Road

to Woodgate Street.

With the proposed development, pedestrian and cyclist links have been proposed enabling

greater connectivity along the road network with pedestrian/cyclist laneways providing

access between Normanby Road and Munro Street. Combined with greater retail uses along

the frontages, the roads will have a more activated frontage and higher amenity for walking

and cycling.

It is also proposed to provide wider pedestrian footpaths along the adjacent road network,

providing higher pedestrian capacity as well as significant improvements to amenity. The

narrow asphalt footpath on Normanby Road, and the Lilydale topping along Munro Street

are to be replaced with paving. This would provide improved access and safety for

pedestrians.

There are currently no footpaths along Woodgate Street, and with the introduction of the

development, it is proposed to provide a footpath adjacent to the proposed development

Sites 5 and 6. This would provide improved safety and amenity for pedestrians. However,

it is important that this path is linked to Montague, noting that the path along the existing

adjacent site is outside of scope of this development.

With the provision of signalised intersections at Munro Street / Montague Street and

Normanby Road / Montague Street, there are signalised pedestrian crossings across

Montague Street, which enables safe access across the arterial road. As such, no additional

pedestrian crossing facilities are required.

The overall pedestrian plan provides significantly improved safety and amenity for

pedestrians and improved connectivity and permeability between Normanby Road and

Munro Street.

As a part of the Montague Street Precinct Structure Plan, it is proposed to introduce bicycle

lanes along Normanby Road, providing improved cycle connectivity through South

Melbourne. The proposed development is sympathetic to the proposed cycle plan, with

most of the development sites providing bicycle facilities well above the statutory

requirements. Also, the shared path connections between Munro Street and Normanby Road

provide good connectivity for cyclists through the development sites.



9.3 Public Transport Facilities and Integration

A review of the public transport facilities in close proximity to the site was undertaken to

determine whether there are any opportunities for improved integration or connectivity to

services.

Figure 10.3.1 shows the location of the nearby services.

FIGURE 10.3.1: NEARBY PUBLIC TRANSPORT INFRASTRUCTURE AND

SUGGESTED CHANGES

There are 4 bus stops in close proximity to the site. The two stops adjacent to the intersection

of Montague Street and Normanby Road are well located as they are near the signalised

intersection, however offset sufficiently to be clear of through traffic. Both stops have bus

shelters. The stops are also well positioned with regard to the proposed developments.

To the south west, there is a bus stop near the intersection of Johnson Street and Normanby

Road, as well as another westbound stop near the intersection of Boundary Street. Both of

the bus stops should be shifted east towards the boundary of Site 0 to be closer to the

developments overall. This would increase the likelihood of residents and staff of the

proposed developments utilising public transport.

Further to the south east, the Montague Street light rail stop is located off Woodgate Street.

Some additional signage would be required to ensure residents and staff of the proposed

developments are aware of the stop location. Pedestrian access to the light rail stop is

appropriate with pedestrian phases in operation at the Normanby Road / Montague Street

intersection.



10. SUMMARY AND CONCLUSIONS

The proposed developments at 238-272 and 203-217 Normanby Road, South Melbourne are

considered satisfactory from a traffic and parking perspective and the key findings have

been summarised below :-

The development plans indicates an on-site parking provision of 825 spaces, which

is below the maximum number of spaces permitted for the development as outlined

by Schedule 1 of the Parking Overlay limitation policy (maximum of 2,119 spaces);

The proposed developments requires the provision of 8 motorcycle spaces. Seven

spaces have been provided which is considered satisfactory;

The proposed developments combined are expected to generate 166 vehicles per

hour during the peak hours. This level of traffic has a minimum adverse impact on

the surrounding road network;

The site access, parking and circulation arrangements have been designed

appropriately for vehicular movements throughout the development sites;

The developments combined provide 1,299 bicycle spaces, which exceeds the

statutory requirement of 666 spaces;

Loading provisions for the proposed developments are considered satisfactory;

The proposed bicycle and pedestrian facilities are considered satisfactory however

the following improvements are suggested to improve safety, accessibility and

amenity :-

o Site 2: provide direct access from the Munro Street lobby to the Munro Street

bicycle storage area.

There are no traffic or parking grounds which should warrant refusal of the sought Planning

Permit.

TTM Consulting (Vic) Pty. Ltd.

Sachin Prasad

Principal Consultant

APPENDIX A

SITE LAYOUT

Site: Montague-Normanby PM Peak New Site Signals - Fixed Time

EXISTING INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Normanby PM Peak

New Site Signals - Fixed Time

Volume Display Method: Total and %

Volumes are shown for Movement Class(es): All Classes and Heavy Vehicles

Total Intersection Volumes (veh)

All Movement Classes: 3609

Light Vehicles (LV): 3416

Heavy Vehicles (HV): 193

Pedestrians: 200

MOVEMENT SUMMARY

Site: Montague-Normanby PM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)

Movement Performance - Vehicles

Mov ID ODMov

Demand Flows Deg. Satn Average Delay

Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Average Speed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/h

South: Montague St

1 L2 226 7.0 0.563 50.2 LOS D 19.5 144.4 0.88 0.81 32.8

2 T1 378 7.0 0.563 47.1 LOS D 19.5 144.4 0.89 0.78 33.6

3 R2 352 0.0 1.208 289.6 LOS F 54.8 383.7 1.00 1.42 10.4

Approach 956 4.4 1.208 137.0 LOS F 54.8 383.7 0.93 1.02 18.4

East: Normanby Rd

4 L2 373 7.0 1.198 296.9 LOS F 75.0 556.9 1.00 1.51 10.2

5 T1 422 7.0 1.198 316.2 LOS F 75.0 556.9 1.00 1.66 9.7

6 R2 154 7.0 0.815 83.2 LOS F 11.9 88.4 1.00 0.89 25.1

Approach 948 7.0 1.198 270.8 LOS F 75.0 556.9 1.00 1.47 11.0

North: Montague St

7 L2 29 7.0 1.233 297.7 LOS F 108.3 803.4 1.00 1.94 10.4

8 T1 1288 7.0 1.233 292.0 LOS F 108.3 803.4 1.00 1.95 10.4

9 R2 38 7.0 0.086 29.1 LOS C 1.4 10.5 0.73 0.70 40.2

Approach 1356 7.0 1.233 284.8 LOS F 108.3 803.4 0.99 1.92 10.6

West: Normanby Rd

10 L2 74 0.0 0.082 27.1 LOS C 2.8 19.6 0.56 0.70 40.7

11 T1 246 0.0 0.231 45.0 LOS D 6.9 48.4 0.82 0.66 34.6

12 R2 219 0.0 1.182 267.0 LOS F 32.3 226.0 1.00 1.37 11.1

Approach 539 0.0 1.182 132.8 LOS F 32.3 226.0 0.86 0.96 18.9

All Vehicles 3799 5.4 1.233 222.6 LOS F 108.3 803.4 0.96 1.44 12.9

Level of Service (LOS) Method: Delay (HCM 2000).

Vehicle movement LOS values are based on average delay per movement

Intersection and Approach LOS values are based on average delay for all vehicle movements.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Movement Performance - Pedestrians

Mov ID Description

Demand Flow

Average Delay

Level of Service

Average Back of Queue

Prop. Queued

Effective Stop Rate

Pedestrian Distance

ped/h sec ped m per ped

P1 South Full Crossing 53 49.7 LOS E 0.2 0.2 0.82 0.82

P2 East Full Crossing 53 48.1 LOS E 0.2 0.2 0.80 0.80

P3 North Full Crossing 53 52.2 LOS E 0.2 0.2 0.84 0.84

P4 West Full Crossing 53 50.5 LOS E 0.2 0.2 0.82 0.82

All Pedestrians 211 50.1 LOS E 0.82 0.82

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Normanby PM Peak








Pedestrians: 200

MOVEMENT SUMMARY

Site: Montague-Normanby PM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 226 7.0 0.564 50.2 LOS D 19.5 144.4 0.88 0.81 32.8

2 T1 378 7.0 0.564 47.1 LOS D 19.5 144.4 0.89 0.78 33.6

3 R2 352 0.0 1.208 289.6 LOS F 54.8 383.7 1.00 1.42 10.4

Approach 956 4.4 1.208 137.0 LOS F 54.8 383.7 0.93 1.02 18.4

East: Normanby Rd

4 L2 373 7.0 1.197 295.0 LOS F 75.8 562.4 1.00 1.51 10.3

5 T1 433 7.0 1.197 314.4 LOS F 75.8 562.4 1.00 1.66 9.8

6 R2 154 7.0 0.869 88.3 LOS F 12.4 91.9 1.00 0.94 24.3

Approach 959 7.0 1.197 270.6 LOS F 75.8 562.4 1.00 1.48 11.0

North: Montague St

7 L2 29 7.0 1.233 297.7 LOS F 108.3 803.4 1.00 1.94 10.4

8 T1 1288 7.0 1.233 292.0 LOS F 108.3 803.4 1.00 1.95 10.4

9 R2 48 7.0 0.110 29.4 LOS C 1.8 13.5 0.74 0.71 40.1

Approach 1366 7.0 1.233 282.8 LOS F 108.3 803.4 0.99 1.91 10.7

West: Normanby Rd

10 L2 84 0.0 0.092 26.7 LOS C 3.2 22.3 0.56 0.70 40.9

11 T1 257 0.0 0.235 44.3 LOS D 7.2 50.1 0.81 0.66 34.9

12 R2 219 0.0 1.238 313.9 LOS F 35.4 247.7 1.00 1.45 9.7

Approach 560 0.0 1.238 147.1 LOS F 35.4 247.7 0.85 0.98 17.6









Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










SITE LAYOUT

Site: Montague-Normanby AM Peak New Site Signals - Fixed Time


Site: Montague-Normanby AM Peak








Pedestrians: 200

EXISTING MOVEMENT SUMMARY

Site: Montague-Normanby AM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 354 7.0 0.595 46.0 LOS D 22.9 169.9 0.86 0.83 33.7

2 T1 408 7.0 0.595 44.0 LOS D 22.9 169.9 0.89 0.78 34.8

3 R2 416 0.0 1.286 359.8 LOS F 73.0 511.1 1.00 1.54 8.7

Approach 1178 4.5 1.286 156.1 LOS F 73.0 511.1 0.92 1.06 16.8

East: Normanby Rd

4 L2 342 7.0 1.290 380.3 LOS F 82.1 609.1 1.00 1.68 8.3

5 T1 453 7.0 1.290 392.7 LOS F 82.1 609.1 1.00 1.84 8.1

6 R2 83 7.0 0.881 94.4 LOS F 6.9 50.8 1.00 0.95 23.3

Approach 878 7.0 1.290 359.6 LOS F 82.1 609.1 1.00 1.69 8.7

North: Montague St

7 L2 78 7.0 1.293 348.9 LOS F 144.3 1070.6 1.00 2.08 9.0

8 T1 1529 7.0 1.293 343.3 LOS F 144.3 1070.6 1.00 2.10 9.1

9 R2 47 7.0 0.104 26.9 LOS C 1.5 11.2 0.74 0.71 41.2

Approach 1655 7.0 1.293 334.5 LOS F 144.3 1070.6 0.99 2.06 9.3

West: Normanby Rd

10 L2 25 0.0 0.028 25.9 LOS C 0.9 6.4 0.54 0.67 41.3

11 T1 276 0.0 0.279 48.0 LOS D 8.0 56.3 0.85 0.69 33.7

12 R2 127 0.0 1.286 354.4 LOS F 22.0 154.3 1.00 1.49 8.8

Approach 428 0.0 1.286 137.8 LOS F 22.0 154.3 0.87 0.93 18.4








The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.


Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










PROPOSED INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Normanby AM Peak








Pedestrians: 200

PROPOSED MOVEMENT SUMMARY

Site: Montague-Normanby AM Peak New Site Signals - Fixed Time Cycle Time = 150 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 354 7.0 0.684 45.8 LOS D 28.5 211.3 0.89 0.84 34.1

2 T1 408 7.0 0.684 42.1 LOS D 28.5 211.3 0.86 0.76 35.2

3 R2 416 0.0 1.315 387.4 LOS F 75.8 530.4 1.00 1.58 8.1

Approach 1178 4.5 1.315 165.1 LOS F 75.8 530.4 0.92 1.07 16.1

East: Normanby Rd

4 L2 342 7.0 1.278 370.0 LOS F 81.4 604.2 1.00 1.67 8.5

5 T1 460 7.0 1.278 382.2 LOS F 81.4 604.2 1.00 1.82 8.3

6 R2 83 7.0 0.881 94.4 LOS F 6.9 50.8 1.00 0.95 23.3

Approach 885 7.0 1.278 350.4 LOS F 81.4 604.2 1.00 1.68 8.9

North: Montague St

7 L2 78 7.0 1.320 372.8 LOS F 149.0 1105.4 1.00 2.14 8.5

8 T1 1529 7.0 1.320 367.2 LOS F 149.0 1105.4 1.00 2.17 8.6

9 R2 55 7.0 0.116 25.7 LOS C 1.8 13.3 0.71 0.71 41.8

Approach 1662 7.0 1.320 356.2 LOS F 149.0 1105.4 0.99 2.12 8.8

West: Normanby Rd

10 L2 39 0.0 0.042 25.5 LOS C 1.4 9.9 0.53 0.68 41.5

11 T1 289 0.0 0.285 47.3 LOS D 8.4 58.8 0.84 0.69 33.9

12 R2 127 0.0 1.286 354.4 LOS F 22.0 154.3 1.00 1.49 8.8

Approach 456 0.0 1.286 131.3 LOS F 22.0 154.3 0.86 0.91 19.0










Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










SITE LAYOUT

Site: Montague-Munro PM Peak New Site Signals - Fixed Time


Site: Montague-Munro PM Peak








Pedestrians: 200


Site: Montague-Munro PM Peak New Site Signals - Fixed Time Cycle Time = 110 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 4 7.0 0.886 58.6 LOS E 27.2 201.7 1.00 1.05 31.5

2 T1 1347 7.0 0.886 53.0 LOS D 27.2 201.8 1.00 1.05 32.1

Approach 1352 7.0 0.886 53.0 LOS D 27.2 201.8 1.00 1.05 32.1

East: Munro St

4 L2 44 7.0 0.132 41.3 LOS D 2.4 17.6 0.82 0.72 35.5

5 T1 12 7.0 0.132 35.7 LOS D 2.4 17.6 0.82 0.72 36.2

6 R2 95 7.0 0.324 34.1 LOS C 3.7 27.8 0.79 0.73 38.1

Approach 151 7.0 0.324 36.3 LOS D 3.7 27.8 0.80 0.72 37.2

North: Montague St

7 L2 64 0.0 0.053 12.7 LOS B 1.2 8.4 0.38 0.66 48.6

8 T1 1306 0.0 0.416 16.1 LOS B 13.8 96.3 0.64 0.56 47.4

9 R2 338 0.0 0.870 60.8 LOS E 20.1 140.9 1.00 0.96 29.7

Approach 1708 0.0 0.870 24.9 LOS C 20.1 140.9 0.70 0.65 42.4

West: Munro St

10 L2 697 0.0 0.768 29.0 LOS C 29.7 207.9 0.86 0.86 39.9

11 T1 23 0.0 0.050 34.7 LOS C 1.0 6.7 0.80 0.58 38.4

Approach 720 0.0 0.768 29.2 LOS C 29.7 207.9 0.86 0.85 39.8

All Vehicles 3931 2.7 0.886 35.8 LOS D 29.7 207.9 0.84 0.83 37.6








Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance



P2 East Full Crossing 53 15.3 LOS B 0.1 0.1 0.53 0.53


P4 West Full Crossing 53 34.5 LOS D 0.1 0.1 0.79 0.79

All Pedestrians 211 36.4 LOS D 0.80 0.80




PROPOSED INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Munro PM Peak








Pedestrians: 200

PROPOSED MOVEMENT SUMMARY

Site: Montague-Munro PM Peak New Site Signals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 4 7.0 0.879 60.9 LOS E 28.9 214.3 1.00 1.03 30.9

2 T1 1347 7.0 0.879 55.3 LOS E 28.9 214.4 1.00 1.03 31.4

Approach 1352 7.0 0.879 55.3 LOS E 28.9 214.4 1.00 1.03 31.4

East: Munro St

4 L2 44 7.0 0.139 45.7 LOS D 2.6 19.4 0.84 0.72 34.1

5 T1 12 7.0 0.139 40.1 LOS D 2.6 19.4 0.84 0.72 34.7

6 R2 95 7.0 0.374 39.9 LOS D 4.3 32.0 0.81 0.73 36.0

Approach 151 7.0 0.374 41.6 LOS D 4.3 32.0 0.82 0.73 35.3

North: Montague St

7 L2 64 0.0 0.051 12.4 LOS B 1.2 8.6 0.35 0.65 48.7

8 T1 1306 0.0 0.388 14.7 LOS B 13.7 95.8 0.59 0.52 48.3

9 R2 363 0.0 0.862 60.2 LOS E 22.5 157.6 0.99 0.95 29.9

Approach 1734 0.0 0.862 24.2 LOS C 22.5 157.6 0.66 0.61 42.8

West: Munro St

10 L2 720 0.0 0.756 29.1 LOS C 32.3 226.3 0.84 0.86 39.9

11 T1 23 0.0 0.053 38.9 LOS D 1.1 7.4 0.81 0.59 36.8

Approach 743 0.0 0.756 29.4 LOS C 32.3 226.3 0.84 0.85 39.8

All Vehicles 3979 2.6 0.879 36.4 LOS D 32.3 226.3 0.82 0.80 37.4








Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










SITE LAYOUT

Site: Montague-Munro AM Peak New Site Signals - Fixed Time


Site: Montague-Munro AM Peak








Pedestrians: 200


Site: Montague-Munro AM Peak New Site Signals - Fixed Time Cycle Time = 110 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 39 7.0 0.880 57.1 LOS E 27.4 203.6 1.00 1.04 31.8

2 T1 1346 7.0 0.880 51.4 LOS D 27.5 204.4 1.00 1.04 32.5

Approach 1385 7.0 0.880 51.6 LOS D 27.5 204.4 1.00 1.04 32.4

East: Munro St

4 L2 13 7.0 0.050 39.5 LOS D 0.9 6.7 0.79 0.65 36.6

5 T1 9 7.0 0.050 33.9 LOS C 0.9 6.7 0.79 0.65 37.4

6 R2 18 7.0 0.098 36.1 LOS D 0.7 5.0 0.93 0.69 37.3

Approach 40 7.0 0.098 36.7 LOS D 0.9 6.7 0.85 0.67 37.1

North: Montague St

7 L2 162 0.0 0.135 13.5 LOS B 3.3 23.1 0.41 0.68 48.0

8 T1 1639 0.0 0.526 17.4 LOS B 18.8 131.7 0.69 0.62 46.6

9 R2 335 0.0 0.901 66.0 LOS E 21.0 146.7 1.00 0.99 28.5

Approach 2136 0.0 0.901 24.8 LOS C 21.0 146.7 0.72 0.68 42.5

West: Munro St

10 L2 525 0.0 0.583 26.0 LOS C 19.5 136.3 0.75 0.81 41.3

11 T1 27 0.0 0.057 33.9 LOS C 1.1 7.8 0.80 0.58 38.7

Approach 553 0.0 0.583 26.4 LOS C 19.5 136.3 0.75 0.80 41.1

All Vehicles 4114 2.4 0.901 34.1 LOS C 27.5 204.4 0.82 0.82 38.3








Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










INPUT VOLUMES Vehicles and pedestrians per 60 minutes

Site: Montague-Munro AM Peak








Pedestrians: 200

MOVEMENT SUMMARY

Site: Montague-Munro AM Peak New Site Signals - Fixed Time Cycle Time = 120 seconds (Practical Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Montague St

1 L2 39 7.0 0.875 59.8 LOS E 29.3 217.4 1.00 1.02 31.0

2 T1 1346 7.0 0.875 54.1 LOS D 29.4 218.2 1.00 1.02 31.7

Approach 1385 7.0 0.875 54.3 LOS D 29.4 218.2 1.00 1.02 31.7

East: Munro St

4 L2 13 7.0 0.054 44.7 LOS D 1.0 7.5 0.81 0.66 34.8

5 T1 9 7.0 0.054 39.0 LOS D 1.0 7.5 0.81 0.66 35.5

6 R2 18 7.0 0.121 41.8 LOS D 0.8 5.7 0.96 0.69 35.3

Approach 40 7.0 0.121 42.0 LOS D 1.0 7.5 0.88 0.67 35.2

North: Montague St

7 L2 162 0.0 0.129 12.8 LOS B 3.3 23.0 0.38 0.67 48.5

8 T1 1639 0.0 0.490 15.9 LOS B 18.7 131.1 0.64 0.57 47.5

9 R2 351 0.0 0.781 54.5 LOS D 20.2 141.4 1.00 0.89 31.3

Approach 2152 0.0 0.781 22.0 LOS C 20.2 141.4 0.68 0.63 43.9

West: Munro St

10 L2 558 0.0 0.601 26.8 LOS C 22.3 156.0 0.74 0.81 40.9

11 T1 27 0.0 0.062 39.0 LOS D 1.3 8.8 0.82 0.60 36.8

Approach 585 0.0 0.601 27.4 LOS C 22.3 156.0 0.75 0.80 40.7

All Vehicles 4162 2.4 0.875 33.7 LOS C 29.4 218.2 0.80 0.79 38.4









Mov ID Description

Demand Flow

Average Delay

Level of Service


Prop. Queued

Effective Stop Rate

Pedestrian Distance










APPENDIX B

Klaus Multiparking GmbHHermann-Krum-Straße 2D-88319 Aitrach

Phone (07565) 508-0Fax (07565) 508-88

E-Mail [email protected] www.multiparking.com

Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4

Electricalinstallation

Technicaldata

Page 5

To be perfor-med by thecustomer

Description

Page 1 of 5

Park

Board

PQ

| C

ode n

um

ber

586.2

3.2

30 | V

ers

ion 0

2.2

012

B LP

300

366

Vehicle length up 500

48

Running rail

Guide rail

Direction ofparking

Conduit EN 25 (M25)

Direction o

f

shifting m

ovem

ent

300

560

Conductor rail(dowelled on topedge of finishedfloor)

Conduit EN 25 (M25)

LP

Trailing cable(optionally viacontact wire)

Power pole

Current supplyCable roll conveyor

18

H

A safety clearance of 30 cm must be maintained between the front or rear bumpers of vehicles on ParkBoards and any fixed parts of the surroundings or other vehicles in accordance with DIN EN 14010. At a max. vehicle length of 500 cm, this means a length dimension of 560 cm between the columns. The length dimension of 560 cm can only then be shortened if the max. vehicle or parking place length is reduced or light barriersare used.

The operating console must be mounted in such a way that the operator can see the entire system during operation and the motion sequences can be observed and monitored.

Standard type.

Special system: maximum load for extra charge.

Clear height according to localrequirements.

Standard passenger cars:Limousine, station wagon, SUV, van, according to specifications in the table and maximal surface load.

Type

PQ-210

PQ-220

PQ-236

PQ-248

PQ-258

PQ-268

PQ-278

PQ-288

LP

182

192

208

220

230

240

250

260

B

210

220

236

248

258

268

278

288

Type Car width

max. 180

max. 190

max. 206

max. 218

max. 228

max. 238

max. 248

max. 258

PQ-210

PQ-220

PQ-236

PQ-248

PQ-258

PQ-268

PQ-278

PQ-288

weight

wheel load

max. 2000 kg

max. 500 kg

Standard Special

max. 2600 kg

max. 650 kg

length max. 500 max. 500

Tolerances for the evenness of thecarriageway must be strictly compliedwith in accordance with DIN (= GermanIndustrial Standard) No. 18202, chart 3,line 3.

Top edge finished floor:

Suitable for

Design with:– power supply via busbar– power supply via trailing cable

Power supply via busbar on the ground

Power supply via trailing cables on the ceiling

Notes

Standard passenger cars are vehicleswithout any sports options such as spoilers, low-profile tyres etc.

Optionally with overhead collector wire.

Conduit with taut wire to control box (is entered in the layout plan by Klaus Multiparking)

2000 kg / 2600 kg

PRODUCT DATA

crosswise shifting

All space requirements are minimum finished dimensions.

Tolerances for space requirements .Dimensions in cm.

+30

Dimensions

ParkBoard PQ | Code number 586.23.230 | Version 02.2012

Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 2 of 5

Recess/Rail system

Dimensions

A

Vehicle

366

300E E

D D

C

Warning light

Positioningaid

Direction ofparking

C

9D

H

560

530

< 530

500

500

< 500

A Vehicle

30

15

15

97

82

< 82

C D

130

115

< 115

E

Parking space and ParkBoard conform to German regulations and DIN EN 14010

Where the unit is equipped with ligth barriers, parking space and pallet also conformto the above

Light barrier is essential. Parking space does not conform to German regulations.Note that length of vehicle is restricted!

Please note the following on parking space

acc. to localrequirements



DH

Running rail Guide railtop edge of

finished floor

Direction of parking

130 130300

1,5

10

6

1,5

400 400

Floor pavement

Running railGuide rail

top edge offinished floor

Direction of parking

130 130300

1,5

10

6

1,5

Dependent upon the structural conditions of the garage, several different options are available for installation of the rails.

Rail load by moving traffic load:– For surface load 2000 kg: 6,5 kN per wheel – For surface load 2600 kg: 8 kN per wheel

Laying on strip foundation

Laying on finished floor

Tolerances for the evenness of the carriageway must be strictly complied with in accordance with DIN (= German Industrial Standard)No. 18202, chart 3, line 3. No expansion joints are permitted within the area of the rail system.

We do not recommend mastic asphalt.


Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 3 of 5

Function

Evenness and Tolerances (abstract from DIN 18 202, table 3)

Dependent upon the size of the parking system, the desired parking space is selected either via operating panel or push buttons.The carriageway will then automatically be opened towards the selected parking space. During the shifting process flashing warninglights will come up. The control system is set in such a way that a selected mechanical parking space may always be driven onto sothat the driverʼs door may readily be opened into the carriageway made available (see parking process No. 1 and 2).

Parking process no. 1

For entering parking space No. 19, row 1,driver selects parking space No. 19.Row 1 shifts in such a way that the ParkBoard can comfortably be parked onand the driver may get out of the vehicle.


In order to park on parking space 12, row 2, driver selects space No. 12 on operating panel. Rows 1 and 2 will shift in such a way that the ParkBoard may comfortably be parked on.


For parking on stationary parking spaceNo. 2, driver selects parking space No. 2.Rows 1 and 2 will then open carriagewayto space 2 so that moving into and out ofthe garage can readily be effected.

1 2 3 4 5 6 7 8

9 10 11 12 13 14

2018171615

Stationary parking spaces

Row

2

Row

1

19

1 2 3 4 5 6 7 8

9 10 11

12

13 14

2018171615


Row

2

Row

119

1 2 3 4 5 6 7 8

9 10 11 13 14

2018171615


Row

2

Row

1

12

19

Column 2 3 4 5 61

Vertical measurement as limits in mmwith measuring points distances in m to*

0,1 1 4 10 15Line

2

Reference

5 8 12 15 20

Unfinished to surface of covers, subconcrete and subsoils for higherdemands, e.g. as foundation for cast plaster floor, industrial soils, pavingtiles and slabstone paving, compund floor paving. Finished surfaces forminor purposes, e.g. warehouses, cellar.

3 2 4 10 12 15Finished grounds, e.g. floor pavement serving as foundation for coverings.Coverings, tile coverings, PVC flooring and glued coverings.

The distance between the lower flange of the ParkBoards and the garage ground must therefore not exceed 2 cm. To adhere to the safety regulations and DIN EN 14 010 recommendations and to get the necessary even ground, the tolerances of evenness to DIN 18202, table 3, line 3, must not be exceeded. Therefore exact levelling of the ground by the client is essential.

Line 3

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Distance between measuring points in m

5

10

15

20

0

Line 2

To

lera

nces i

n m

m

* = Intermediate values are to be taken out the diagram and must be rounded-off to mm


Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 4 of 5

Technical data

– maintenance offer/contract– declaration of conformity

Available documents

Generally, this parking system is not suited for short-time parkers(temporary parkers). Please do not hesitate to contact your localKLAUS agency for further assistance.

Range of application

Environmental conditions for the area of multiparking systems:Temperature range –10 to +40° C. Relative humidity 50% at amaximum outside temperature of +40° C.

Environmental conditions

See separate sheet regarding corrosion protection.

Corrosion protectionBall bearing of the rollers provide a low sound level.

Noise emission

Elektro-Installation

The customer must provide a supply line 5 x 2.5 mm2

(3 PH+N+PE) to the main cabinet.

The location of the main cabinet and control panel are specifiedin the layout plans provided by Klaus Multiparking.

Provide conduits EN 25 (M25) with taut wire to the contact line atthe floor (only for PQ with busbar on ground).

After selecting the individual parking spaces on the control panelthey are provided automatically.

For smaller systems with up to 4 ParkBoards in a row selection is made via one control unit per ParkBoard in jog mode (hold-to-run).Warning: Only possible with trailing cable or contact line fromabove.

Warning signals are installed within the shifting area of the ParkBoards. They start flashing as soon as the system starts.

Electrical supply / Control system

Safety bars on the side are installed as safeguard to avoid crushing injuries when shifting the ParkBoards.

An 0.15 kW motor is used as drive.

Drive / Safety

The shifting speed of the ParkBoards is 0.2 m/s (12 m/min),according to DIN EN 14 010.

Palettenkonstruktion

By locking the motor brake the pallets can be shifted manually.

Emergency operation / Power failure

Pallet design


Seite 2

Maßtabelle

Ausspa-rung/Schienen-

Page 1

Dimensions

Car data

Page 2

Dimensions

Recess/Rail system

Page 3

Eveness/Tolerances

Function

Page 4


Technicaldata

Page 5


Description

Page 5 of 5

Description

We reserve the right to change this specification without further notice

Multiparking system for parking one vehicle on one ParkBoard.

Dimensions are in accordance with the respective underlying height and width dimensions.

Transversely movable ParkBoards are normally installed in frontof a row of stationary parking spaces.

They can be shifted sideways in a way that the parking spaces located behind them can always be easily accessed.

For parking on the ParkBoards the ParkBoards must also be moved sideways. This creates sufficient space for opening driver's door, facilitating convenient getting in and out of the vehicle.

ParkBoards Type Automatic can be arranged in several rows, one behind the other.

ParkBoards Type Manual can be arranged in a one row arrangement up to 4 ParkBoards

Positioning of the car on the ParkBoard using a positioning aid.

General description

– See page 1 to 3– Height in the driving area is approx. 9 cm above finished floor – Height of the side members is approx. 17 cm

Dimensions oft the ParkBoards

General: – Control box– Operating device– Limit switches for positioning– Flashing warning lights– Power supply vial busbars on the ground

Optional power supply via:– Flat-/trailing cables– Running rails fixed under the ceiling– Cable trailers – Optionally at additional charge:

contact wire fixed under the ceiling

Electrical equipment consisting of:

General: – While shifting the ParkBoards, a warning signal flashes– Safety bars on the side are installed as safeguard to avoid

crushing injuries when shifting the ParkBoards– Electric wiring is made from the electric cabinet by the

manufacturer

Operation ParkBoard Type Automatic: – The parking pallets are operated via centrally located

control panel– Once the desired parking space has been selected, the

ParkBoards are shifted automatically

Operation ParkBoards Type Manual: – The ParkBoards are operated via push-buttons

(hold-to-run device)

Control system

The Klaus company reserves the right in the course of technical progress to use newer or other technologies, systems, processes, procedures or standards in the fulfillment of their obligations other than those originally offered provided the customer derives no disadvantage from their so doing.

To be performed by the customer

Consecutive numbering of stationary parking spaces and crosswise shifting ParkBoards.

Numbering of parking spaces

Any required lighting, ventilation, fire extinguishing and fire alarmsystems as well as clarification and compliance with the relevantregulatory requirements.

Building services

Power supply: three phase 400 V/50 Hz with neutral and ground wire (other voltage network, voltage or frequency are possible after the technical checking by us).

Main fuse: 3 x fuse 16 A (slow) or circuit breaker 3 x 16 A (trigger characteristicK or C).

Supply line 5 x 2.5 mm2 to the main cabinet, depending on line layout, line length or system size a larger cross sections may be required. DIN VDE 0100 and other relevant local standards mustbe observed.

The supply line to the main cabinet must be provided by the customer during installation. The functionality can be monitored on site by our fitters together with the electrician. If this cannot be done during installation for some reason for which the customer is responsible, the customer must commission an electrician at their own expense and risk.

Electrical supply to the control box

– Costs for final technical approval by an authorized body– Main switch

If the following are not included in the quotation, they will also have to be provided / paid for by the customer:

Flooring structure in accordance with our instructions, please seepage 2 and 3 (recesses, rail systems).

Recesses, tolerances for the evenness of the driving lane mustadhere to DIN 18202, sheet 3, line 3.

Stuffing of rail system with cement floor for the whole length.

Bringing in of floor pavement.

Cable duct M25 with taut wire from electric cabinet to rails(only for PQ with busbar on ground).

Floor / Rails

One lockable main switch coresponding to EN 60204-1, 5.3.2 a),b) or c) and 10.7.4 mounted in the supply line per main cabinet.The main switch is to be mounted directly next to the main cabinet.

Main switch

– Side members– Platform base sections (cover plates)– Low-noise running and guide rollers running on ball bearings– Access plate – Positioning aid– Various small parts, etc.

ParkBoard consisting of:

Rack-and-pinion drive with electric motor.

Drive consisting of:

– Two rails mounted to the floor

– The rails protrude approx. 15 mm above finished floor

– The rail located on the entrance side is used as guide rail and ensures safe moving of the ParkBoards

Rail system consisting of:

APPENDIX C

1300 780 450

securabike.com.au

RacksProductRange

31

Applications• Residential apartments• Recreation centres• Workplaces• Schools, colleges and universities• Retail shopping centres• Train and bus interchanges

Materials

Securabike bicycle racks are manufactured from high strength mild steel or aesthetically attractive stainless steel. While most models are available in both materials, please check the specification details on the product you are considering.

• Mild steel units are available in hot dippedgalvanised or electrostatically powder coated

• Stainless steel units are available in a linishedfinish or electropolished.

Finish

Steel racks are normally supplied in either galvanised or our standard range of powder coated colours (see page 128). Special colours are available at extra cost.

Bicycle racks are the most popular method of parking or securing bicycles. They are normally the most economical option and the preferred choice by cyclists.

Securabike’s extensive range of racks is designed to cater for virtually every type of application likely to be encountered. Whether for use in above or below ground parking, for 4 or 400 bicycles, Securabike has a bicycle rack suitable.

Securabike offers economical do-it-yourself flat packed units or fully welded units for use in locations where vandal resistance or high security is required.

As one of the largest manufacturer of bicycle parking products for over 20 years, Securabike provides you with the knowledge that when you specify or purchase a Securabike bicycle rack, you can be confident in selecting the best product available.

Bicycle Racks Advantages• Allow the maximum number of bicycles and

the best utilisation of available space• Best suited for medium to long term parking• Efficient bicycle storage• Long lasting and durable• Easily installed• Economical

Introduction 1

Bicycle Facts 4

Design Guide 6

Installation 12

Consulting 13

Security Classes 14

Product Selection 15

PRODUCT RANGE

Rails 17

Racks 31

Repair Stations 63

End-of-Journey 68

Cages 84

Lockers 88

Shelters 98

Scooters Racks 107

Other Products 112

Clothes Lockers 116

Signage 122

Standards 128

Packaging 129

Index 130

securabike.com.au

P roduc tRange

32 securabike.com.au Edition 8 - June 2016

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B i cyc l e Racks

The Compact

Popular with cyclists as the leaning rail provides full support of the bicycle minimising the possibility of accidental damage.

It also allows cyclists to securely locate the front or back wheel while allowing them to use a ‘U’ lock to secure the frame and the other wheel to the leaning rail.

Wheel supports have staggered heights which allows bicycles to be located with 300mm spacings rather than the normal 600mm as with other racks.

In outdoor locations where vandal resistance may be a consideration, Securabike recommends the fully-welded model (CBR4SCTM), made from heavier steel sections to provide a more robust alternative.

The CBR4SC is the logical choice when catering for and securing large numbers of bicycles – doubling the number that can be securely parked in a given area.

OUR MOST POPULAR RACK

Thousands installed

P roduc tRange

33

1300 780 450

securabike.com.au

Material Specifications (General)Rails 32NB (38.0) x 1.5mm Pipe / Powder coated / Hot dipped galvanised finishSupports Ø19 x 1.2mm Pipe / Powder coated / Hot dipped galvanised finish

CBR4SCPowder Coated

CBR4SCGHot Dipped Galvanised

End View1058

Front View1200

828

300Spacing between multiple racks

300

Plastic sleeveprotects bicycle

Single-sided access

Ø38 PipeLeaning Rail

Ø19 PipeWheel Supports

30 x 8mm Base Rail

Flat PackCompact CBR4SC

4BIKE

PARKING

The Compact Security Bicycle Rack is supplied in flatpack for do-it-yourself installation.

Security Rails and Wheel Supports are supplied unattached and can be quickly bolted to the

Base Rail to provide Single, Double Sided or Angled units.

Countersunksocket screws

M12 x 20

Base Rails

Masonry anchor12 x 60mm

Supplied in Flatpack(1055 x 855 x 145mm)

Thousandsinstalled

Masonry Drill Bit

Bi cyc l e Racks > Ho r i z ont a l

OUR MOST POPULAR

RACK

Thousands installed

P r o d u c tR a n g e


1300 780 450

Material Speci�cations (General)Mild steel 32NB (38.0) x 1.5mm / Ø19 x 1.2mm Pipe / 8mm Plate / Hot dipped galvanised Stainless steel 32NB (38.0) x 1.5mm / Ø19 x 1.2mm Stainless steel pipe / 8mm Plate / Linished

These fully welded units are supplied ready to be bolted down. They are available in either hot dipped galvanised or stainless steel. Being fully welded, they are more suitable for vandal resistant applications.


32NB PipeLeaning Rails

plastic sleeveprotects bicycle

End View1058

Front View2740

830

500 Typical 1000

CBR6SCPowder Coated

CBR6SCGHot Dipped Galvanised

SCBR6SCStainless Steel

40 x 8mm Base Rails

40 x 8mm Base Rails

6BIKE

PARKING

40 x 8mm Base Rails40 x 8mm Base Rails

Single-sided access

Single-sided access

Fully-welded

Fully-welded

Compact CBR4SCTM

Fully-weldedCompact CBR1SCTM

Fully-weldedCompact CBR2SCTM



Compact CBR6SC

Front View1200

End View1058

830

300 Typical

Front View500

End View1058

830

Front View320

End View1058

830

CBR4SCTMHot Dipped Galvanised

SCBR4SCTMStainless Steel





plastic sleeveprotects bicycle

Single-sided access

Single-sided access

Provides wider spacings for easier parking

4BIKE

PARKING

2BIKE

PARKING

1BIKE

PARKING

VandalResistant

BicycleSpacings500mm

B i c y c l e R a c k s > H o r i z o n t a l

AS2890.3 COMPLIANT

VANDAL RESISTANT

AS2890.3 COMPLIANT

P roduc tRange

35

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1300 780 450

B i cyc l e Racks > Ho r i z ont a l

65 x 8mm Base Rails

20NB PipeWheel Supports


Delta CBR6B

CBR6BGalvanised / Powder Coated

SCBR6BStainless Steel

500Typical

1000450

End View1075

Front View2800

875 Single-sided access

6BIKE

PARKING

65 x 8mm Base Rails



Delta CBR4B

450 300Typical



End View1075

Front View1200

875

Single-sided access

4BIKE

PARKING

Material Specifications (General)Mild steel 32NB (38.0) x 1.5mm / 20NB (25.0) x 1.2mm Pipe / Hot dipped galvanised / Powder coated in a range of coloursStainless steel 32NB (38.0) x 1.5mm / 20NB (25.0) x 1.2mm Pipe / Linished

65 x 8mm Base Rails



Delta CBR2B



End View1075

Front View600

450

875

500

Single-sided access

2BIKE

PARKING

This fully welded unit is supplied ready to be bolted down. It is available in either hot dipped galvanised or stainless steel.

Being fully welded, it is more suitable for vandal resistant applications.

VandalResistant

VANDAL RESISTANT

P roduc tRange


1300 780 450


Material Specifications (General)CBR88 Galvanised 40NB (48.3) x 3.2mm / 25NB (33.7) x 2.6mm / 20NB (26.9) x 2.6mm pipe / Powder coated in a range of colours Stainless steel 40NB (48.26) x 2.77mm / 25NB (33.4) x 2.77mm / 20NB (26.7) x 2.11mm Stainless steel pipe / Linished

Best suited for double-sided access

40NB Pipe

20NB Hitching Rail

Plastic cap

Concealed fixing10 x 85mm flat head

masonry anchors

While the narrow width of the CBR88 (950mm) makes it ideal for use on footpaths, all models are perfect for use in public areas where double sided access is available.

950

Typical End View924

Front View950

4 Bicycle Capacity

The Concord is our most popular rack for outside locations. It is specifically designed in a double sided rack and is available in four

models as either galvanised or stainless steel.

Bicycle Capacity 4 6 8 10Overall Length 950 1200 1450 1700Galvanised CBR88 CBR128 CBR148 CBR178Stainless Steel SCBR88 SCBR128 SCBR148 SCBR178

CBR128

CBR88

CBR148

CBR178

Concord

6BIKE

PARKING

8BIKE

PARKING

4BIKE

PARKING

BIKEPARKING

P roduc tRange

37

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securabike.com.au


Material Specifications (General)Mild Steel 8mm / 3mm Mild Steel Plate / 65NB (76.1 OD) x 3.2mm / 25NB (33.7 OD) x 2.6mm Mild Steel Pipe / Galvanised / Powder coated in a range of coloursStainless Steel 8mm / 3mm Stainless Steel Plate / 65NB (76.1 OD) x 3.2mm / 25NB (33.4 OD) x 2.77mm Grade 316 Stainless Steel Pipe / Linished finish

BCCR

Meets the requirements of Brisbane City Council, the BCCR bike racks are ideal for use in outdoor locations and are designed as a double sided rack.

Available in three models in either mild steel or grade 316 stainless steel.

BCCR3

BCCR4

BCCR5

800

250 TYP

Bicycle CapacityOverall LengthHot Dipped Gal.Stainless Steel

41090

BCCR33SBCCR33

61373

BCCR44SBCCR44

81657

BCCR55SBCCR55

200 x 200 x 12mm baseplate

65NB Pipe

25NB Pipe

P roduc tRange


1300 780 450


Material Specifications (General)Mild steel 8mm Mild steel plate / 40NB (50.0) x 1.5mm / 20NB (25.0) x 1.2mm Pipe / Galvanised or powder coated in a range of coloursStainless steel 8mm Stainless steel plate / 40NB (50.0) x 1.5mm / 20NB (25.0) x 1.2mm Stainless steel pipe / Linished

BR158BGalvanised / Powder Coated

SBR158BStainless Steel

Sentry BR158B

40NB Pipe

Best suited fordouble-sided access

5BIKE

PARKING

Front View1500

End View

800

200 x 150baseplate

20NB Rail

Concord BR158

20NBRail

40NB Pipe

BR158FGalvanised / Powder Coated

SBR158FStainless Steel

Front View1500

End View

800

200

Sentry BR158F

Best suited fordouble-sided access

5BIKE

PARKING

POPULAR MODEL

P roduc tRange

39

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securabike.com.au

1300 780 450


Material Specifications (General)Frame 30 x 30 x 2.5mm SHS / Powder coated / Hot dipped galvanised finishWheel supports Ø19 x 1.2mm Pipe / Powder coated / Hot dipped galvanised finish

1299

1832

Bicycle lock cables

Café RacksBRC01/02/04/08

Signage can be custom-designedto incorporate logos or advertising

Lockable casters

2BIKE

PARKING

8BIKE

PARKING

4BIKE

PARKING

1BIKE

PARKING

BRC04Front View

411End View

995

Ideal for attracting cyclists to your location.Securabike’s Café Racks can be positioned conveniently for cyclists in secure and convenient locations.When the facility is closed, the racks can be simply stored away.

BRC08Front View

1430End View

610

899

351

BRC01Front View

300End View

471

BRC02Front View

325End View

965

BRC01

BRC02

BRC04

BRC08

P roduc tRange



Material Specifications (General)Mild steel 32NB (38.0) x 1.5mm / Ø19 x 1.2mm Pipe / 8mm plate / Hot dipped galvanised / Powder coated in a range of coloursStainless steel 32NB (38.0) x 1.5mm / Ø19 x 1.2mm Stainless steel pipe / 8mm plate / Linished

CBR4SC SL



Tracks

Single-sided access

Front View1500

Top View

End View1840

865

1800

CBR4SC SLHot Dipped Galvanised

SCBR4SC SLStainless Steel

400 Typical

Plastic sleeveprotects bicycle

4BIKE

PARKING

Castors

Efficient 400mm spacings

Multiple rack installation

Rack slides to alloweasy access to bicycles

Space can be tight in busy bicycle parking stations so the CBR4SC SL is designed to slide bicycles

apart giving cyclists better access, more room to move and allowing easier locking of bicycles.

Note: CBR4SC SL needs to be on perfectly flat ground or the bikes will slide down hill on rollers.

P roduc tRange

41

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Material Specifications (General)Frame 40 x 40 SHS / Hot dipped galvanised / Powder coated in a range of coloursSupports 20NB (25.0) x 1.2mm Pipe / 60 x 35 x 2mm Track / Powder Coated / Hot Dipped Galvanised Finish

1380

CBR8M

Securabike’s double height bicycle racks provide the maximum utilisation of allocated storage and parking areas

Double Height StorageManual

Top View

Front View

End View

40 x 40Frame

20NB Wheel Supportsand Leaning Rail

60 x 35Wheel Track

Supplied in knock-down kit formfor easy assembly on site.

Fully welded units are also available,but will be more difficult to freight.

1610

1610

1820

400

MiniumCeiling Height

2850

8BIKE

PARKING

P roduc tRange


1300 780 450


Material Specifications (General)Frame 125 x 75 x 3mm RHS / Hot dipped galvanised / Powder coated in a range of coloursExtensions 65 x 65 x 3mm Track / 75 x 40 x 4mm Channel / 20NB (25.0) x 1.2mm Pipe / Hot dipped galvanised

Minimum Ceiling Height

2800

1529

20NB PipeLeaning Rail

Supplied in knock-down kit formfor easy assembly on site.

Provides the maximum utilisation of allocated horizontal storage and parking, and is easy to use.Simply pull out the sliding base rail until it reaches its pivot point, and fold down to allow easy positioning of your bicycle. A leaning rail provides stability and a secure point for locking both the frame and the wheel.

CBR2GSA top tier 1287mm highCBR2GSB top tier 1529mm highSo you can stagger heights, be sure to nominate the quantity of each required.

Tracks

Single InstallationRecommended Clear Area

3910 minimum

1897

2BIKE

PARKING

Top View Top View

1897

2710

2710

CBR2GS is also availablein a double storey locker.

Refer Lockers section.

1287

1529

Gas StrutLift

End View

Minimum Ceiling Height

Wall

250827

50

500

1662

1420

1287

CBR2GSA CBR2GSB

Each CBR2GS rack can park a single bicycle on the upper and lower levels

for a total of 2 bicycles.

Dual HeightCBR2GS

2000Minimum Aisle Width

ASSISTED LIFT

AS2890.3 COMPLIANT

P roduc tRange

43

1300 780 450

securabike.com.au

1300 780 450


Material Specifications (General)Frame 125 x 75 x 3mm RHS / Hot dipped galvanised / Powder coated in a range of coloursExtensions 65 x 65 x 3mm Track / 75 x 40 x 4mm channel / 20NB (25.0) x 1.2mm pipe / Hot dipped galvanised

Securabike offers a free design and layout service to assist architects and builders.Alternativly you can also use the information below to plan the best use of the space available for bicycle parking.The CBR2GS system is designed to maximise the number of bicycles that can be accommodated.

CBR2GS

Installation layouts

AISLE

AISLE

AISLE

2860

2860

1897 3100 1450

>1435>2025>2025

2600

Double Installationwith Aisle

2730

6000 minimum

2730

1494

260 520

3100 2600

520

260

45.00°

500

1897

500

1450

Racks can be angled for smaller width rooms

Dual HeightCBR2GS

22nd October, 2019 · 2019-11-07 · 22nd October, 2019 Sam Opat Opat Group Dear Sam, 203-205...

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Transcript of 22nd October, 2019 · 2019-11-07 · 22nd October, 2019 Sam Opat Opat Group Dear Sam, 203-205...