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Traffic Assessment Report 102-108 Drummond Street, Oakleigh

Proposed Residential Development

© 2017 - TTM Consulting (Vic) Pty Ltd ABN 71 123 813 865 Suite 9, 70-80 Wellington Street, Collingwood, VIC, 3066 www.ttmgroup.com.au (03) 9419 0911 [email protected]

1. Introduction

1.1 Background TTM Consulting (Vic) Pty Ltd has been engaged by Alpha 14 Admin Pty Ltd to prepare a traffic engineering assessment report investigating a proposed residential development at 102-108 Drummond Street, Oakleigh. The following report addresses the traffic impacts of the proposal including the accessibility of the site, the adequacy of the on-site parking provision, and the anticipated impacts the development will have on existing proximate traffic conditions. The report concludes that there are no traffic or parking grounds which should warrant refusal of the sought Planning Permit.

Record

No. Author Reviewed/Approved Description Date

1. J. Bradley D. Hancox Proposed Residential Development 02/11/17

Site: 102-108 Drummond Street, Oakleigh

Reference: 9711R7649.DOC

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2. The Existing Conditions

2.1 The Site The subject site is located at 102-108 Drummond Street, Oakleigh and has a total site area of approximately 1,975 square metres. The site has frontages of approximately 40 metres to Dalgety Street along the northern boundary of the site and approximately 50 metres to Drummond Street along the western boundary. There is also a 3.5 metre wide Right of Way along the southern boundary of the site. Currently the site has 5 vehicular accesses, with 1 on Dalgety Street, 3 on Drummond Street and 1 from the Right of Way. Figure 1 shows the location of the site and surrounding street network.

FIGURE 1: SITE LOCALITY PLAN

The site is located within a Commercial 1 Zone – (C1Z) as set out in the Monash Planning Scheme and is primarily surrounded by a mixture of commercial and residential uses. The site currently contains 4 separate single and double storey commercial premises.



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2.2 The Street Network and Site Access Drummond Street is a local road which accommodates an approximately 12 metres wide carriageway at the frontage of the site. The carriageway comprises of a single lane in each direction, with kerbside parking on both sides, and operates with a speed limit of 50km/h. Figure 2 shows the configuration of Drummond Street within close vicinity of the subject site.

FIGURE 2: DRUMMOND STREET CONFIGURATION (LOOKING SOUTH)

Dalgety Street is a local road which accommodates an approximately 19 metre wide dual carriageway at the frontage to the site. Along the frontage, the carriageway comprises of a 6.5 metres wide westbound lane and a 5 metres wide eastbound lane separated by a 7.5 metre wide centre median. The centre median contains 45° angle parking, with parallel kerbside parking permitted on the outer side of both carriageways too. Dalgety Street operates with a speed limit of 50km/h. Figure 3 show the configuration of the Dalgety Street within close vicinity of the subject site.

FIGURE 3: DALGETY STREET CONFIGURATION (LOOKING EAST)



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2.3 Existing Facilities within Close Proximity of the Site

The following public transport facilities shown in Table 1 and Figure 4 are available within a close distance of the subject site.

Transport Type

Route # Route Closest Stop

Bus

800 Dandenong – Chadstone via Princes Highway, Oakleigh

Warrigal Road at Dalgety Street, approximately 285 metres west of the subject site.

802 Dandenong – Chadstone via Mulgrave, Oakleigh

804 Dandenong – Chadstone via Wheelers Hill, Oakleigh

862 Dandenong – Chadstone via North Dandenong, Oakleigh

903 Altona – Mordialloc (SMARTBUS Service) Warrigal Road at Camira Street, approximately 290 metres north-west of the subject site.

625 Elsternwick – Chadstone via Ormond, Oakleigh Warrigal Road at Dandenong Road,

approximately 335 metres south-west of the subject site. 742

Eastland – Chadstone via Vermont South, Glen Waverley, Oakleigh

624 Kew – Oakleigh via Caulfield, Carnegie or Darling, and Chadstone Atkinson Street at Logie Street, approximately

348 metres south-east of the subject site 693

Belgrave – Oakleigh via Ferntree Gully, Brandon Park

TABLE 1: PUBLIC TRANSPORT FACILITIES

FIGURE 4: PUBLIC TRANSPORT FACILITIES



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2.4 Existing On-Street Parking Demand Parking utilisation surveys have been undertaken using NearMap within close proximity of the subject site, to determine the existing demand in the area. The survey area is depicted in the Figure 5 below.

FIGURE 5: ON-STREET SURVEY AREA

The following table summarises the existing parking inventory, controls, utilisation and availability at the time of the surveys.

Location Control Inventory

Occupied Spaces

Saturday

25/11/17

8:50am

Thursday

23/11/17

9:23am

Sunday

12/11/17

11:59am

Sunday

17/09/17

3:46pm

Drummond Street –

b/w Dandenong Road and Dalgety Street (West)

N/A 8 4* 5* 11 10

b/w Dandenong Road and Dalgety Street (East)

N/A 8 3 9 8 6

Dalgety Street –

b/w Drummond Street and Atkinson Street (North)

N/A 12 1 4 0 1

b/w Drummond Street and Atkinson Street (Middle)

N/A 38 18 38 5 9

b/w Drummond Street and Atkinson Street (South)

N/A 9 3 9 1 1

Total 75 25 65 25 27

Parking Spaces Available 50 10 50 48

*4 parking spaces blocked off by construction crew

TABLE 2: ON-STREET PARKING DEMAND (NEARMAP)

An additional evening survey was performed on-site by TTM Consulting (Vic) Pty Ltd on. Table 3 below summarises the utilisation and availability of on-street parking during this time.



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Location Control Inventory

Occupied Spaces

Thursday

14/12/17

8:00pm

Sunday

17/12/17

1:00pm

Sunday

17/12/17

8:00pm

Drummond Street –

b/w Dandenong Road and Dalgety Street (West)

N/A 8 7 7 8

b\w Dandenong Road and Dalgety Street

(East) N/A 8 7 6 6

Dalgety Street –

b/w Drummond Street and Atkinson Street (North)

N/A 12 2 1 2

b/w Drummond Street and Atkinson Street (Middle)

N/A 38 15 11 17

b/w Drummond Street and Atkinson Street (South)

N/A 9 3 2 4

Total 75 34 27 37

Parking Available 41 48 38

TABLE 3: ON-STREET PARKING DEMAND (EVENING)

The parking demand surveys indicate that on-street parking is heavily utilised during the week, but parking spaces are still available. However on weekends and during the evenings on-street parking is typically available in the ranges of 38-50 spaces.



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3. The Proposal

The Applicant proposes a residential development on the site which includes the following inventory.

Use Inventory

Dwellings

- 1 Bedroom

- 2 Bedrooms

41 no.

68 no.

On-Site Car Parking Spaces

- Resident - Visitor

109 no.

5 no.

TABLE 4: PROPOSED INVENTORY

The Applicant is proposing to provide access from the existing Right of Way accessed from Drummond Street along the southern boundary via a 6.1 metre wide garage door.

4. Planning Scheme Parking Requirement and Provision 4.1 Planning Scheme Parking Requirement Clause 52.06 of the Planning Scheme outlines the parking requirement for the proposal which is summarised in the following table.

Proposed Use Planning Scheme Parking Rate Floor Area/ No. Planning Scheme Parking

Requirement

Dwelling

1-2 Bedrooms 1 space to each dwelling 109 no. 109 no.

Dwelling (Visitor) 1 space for every 5 dwellings for

developments of 5 or more dwellings 109 no. 21 no.

Total Parking Spaces Required 130 no.

TABLE 5: PLANNING SCHEME REQUIREMENTS

The statutory parking requirement for the development is 130 parking spaces. The development plans indicate the provision of 1 space for each dwelling and 5 visitor spaces for a total of 114 parking spaces, therefore is seeking a reduction of 16 visitor parking spaces based upon Clause 52.06 of the Planning Scheme. The Planning Scheme allows the following ‘decision guidelines’ to be taken into account when determining an appropriate car parking rate :-

The car parking demand likely to be generated by the use.

Whether it is appropriate to allow fewer spaces to be provided than the number likely to be generated by the use.



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An assessment of the car parking demand likely to be generated by the use must have regard to the following factors, as appropriate :-

Multi-purpose trips within an area.

The variation of car parking demand over time.

The short stay and long stay car parking demand.

The availability of public transport in the locality.

The convenience of pedestrian and cyclist access to the site.

The provision of bicycle parking and end of trip facilities for cyclists.

The anticipated car ownership rates of likely or proposed occupants (residents or employees).

An assessment of the appropriateness of allowing fewer spaces to be provided than the number likely to be generated by the use must have regard to the following, as appropriate :-

Any relevant local planning policy or incorporated plan.

The availability of car parking including :-

o Efficiencies gained from the consolidation of shared car parking spaces.

o Public car parks intended to serve the land.

o On street parking in non-residential zones and streets in residential zones specifically managed for non-residential parking.

o On street parking in residential zones for residential use.

Any adverse economic impact a shortfall of parking may have on the economic viability of an activity centre.

The future growth and development of an activity centre.

Any car parking deficiency associated with the existing use of the land.

Any credit that should be allowed for car parking spaces provided on common land or by a Special Charge scheme or cash-in-lieu payment.

Local traffic management.

The impact of fewer car parking spaces on local amenity including pedestrian amenity and the amenity of nearby residential areas.

The need to create safe, functional and attractive parking areas.

Access to or provision of alternative transport modes.

The equity of reducing the car parking requirement having regard to any historic contributions by existing businesses.

The character of the surrounding area and whether reducing the car parking provision would result in a quality/positive urban design outcome.

Any other relevant consideration.



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4.2 Car Parking Assessment

The requirements of the planning scheme are not considered to be representative of the anticipated use. The following items have been considered in the car parking demand assessment to determine the actual likely parking demand.

The availability of alternative car parking in the locality of the land.

Availability of public transport.

The convenience of pedestrian and cyclist access to the land.

4.3 Availability of Alternative Parking in the Locality As shown in Section 2.4, available on-street parking spaces proximate to the site is typically heavily utilised during the week. However, peak parking demand for resident visitors typically occurs during the evenings and on the weekends. The surveys indicate that available on-street parking typically ranges from 48 to 50 spaces on the weekend which is sufficient to accommodate the anticipated spill over demand of 16 visitor parking spaces. During the evenings, on-street parking demand generated by the surrounding commercial uses will be considerably less, as these uses will be closed, providing again sufficient on-street parking to accommodate the potential spill over of resident visitor parking demand. It is also noted that post development the inventory of on-street parking will increase by 2 spaces on Drummond Street and 1 space Dalgety Street, due to the removal of the redundant existing crossovers. This will result in a total of 10 on-street parking spaces along the subject site’s frontages.

4.4 Availability of Public Transport The site has good access to public transport infrastructure as outlined in Section 2.3. Public transport is considered a viable option for both residents and visitors to the site and is a practical alternative to private motor vehicle use.

4.5 Pedestrian and Cyclist Access to the Land The site has excellent pedestrian facilities with footpaths along both sides of Drummond Street and on the northern side of Dalgety Street. The site has good connectivity with the surrounding road network and good connectivity to the nearby bus stops. The site is also located approximately 280 metres south of the Scotchmans Creek Trail, a shared path which runs from East Malvern Station (west of site) to Jellis Park in Wheelers Hill (east of site). This shared path also connects to a number of other shared paths, providing off-street transportation to a number of different areas.



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4.6 Justification of Wavier of Parking The following table provides justification on the sought waiver of parking at the development site.

Planning Scheme Assessment Response

An assessment of the car parking demand likely to be generated by the use with regard to the following factors, as appropriate :-

The short stay and long stay car parking demand. The long stay parking demand will be generated by residents and will typically be accommodated on-site. The short stay parking demand will be generated by resident visitors and can be accommodated either within the on-site supply or on-street.

The parking surveys indicate there is ample parking available to accommodate the visitor requirement on-street on weekends and evenings when peak visitor demand typically occurs.

It is also noted that post development 3 additional on-street parking spaces will be made available due to the removal of redundant existing crossovers, resulting in a total of 10 on-street parking spaces along the site’s frontages.

The availability of public transport in the locality. The site is well located to numerous public transport facilities as mentioned in Section 2.3.

The convenience of pedestrian and cyclist access to the site.

The site has pedestrian footpaths along its Drummond Street frontage.

The site is also located 280 metres south of the Scotchmans Creek Trail, a shared path providing off-street access from East Malvern Station to Wheelers Hill.

An assessment of the appropriateness of allowing fewer spaces to be provided than the number likely to be generated by the use, with regard to the following, as appropriate :-

Access to or provision of alternative transport modes.

The site has access to bus services located within close proximity of the site.

TABLE 6: PARKING WAIVER JUSTIFICATION



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5. Parking and Access Area Design

5.1 Site Access

The Applicant is proposing access to the site via the existing Right of Way accessed from Drummond Street, which runs along the southern boundary of the site. The existing Right of Way is approximately 3.0 metres wide and will be widened along the sites frontage to minimum 5.5 metres wide. The existing crossover onto Drummond Street will also be widened to 5.5 metres. Access from the laneway will be from a 6.1 metre wide garage door that leads to 5.5 metre wide ramp to the basement level car park. The maximum grade of the ramp is 1:4 (20%), with appropriated transition grades (max. 1:8, 12.5%) provided to prevent vehicles from scraping or bottoming out. All redundant existing crossovers along the sites frontages are to be removed and replaced with kerb and channel. The sites access and ramps are therefore considered to be appropriately designed.

5.2 Car Parking Layout The Applicant is proposing 1 car parking space for each dwelling, plus 5 visitor car parking space, for a total of 114 spaces, to be located within a 2 level basement car park. The parking spaces proposed consist of 71 standard parking bays, and 43 spaces located within a mechanical parking system. All standard bay parking spaces have minimum dimensions of either 2.6 or 2.8 metres wide by 4.9 metres long and are accessed from an aisle with a width of 6.4 or 5.8 metres respectively. These dimensions meet the requirements of Clause 52.06-9 of the Planning Scheme. The mechanical parking systems proposed is a WÖHR Combilift 543 and a WÖHR Combilift 552 (2 rows one behind the other), which provides 43 parking spaces over 3 or 2 levels. The product specification sheets can be seen in Appendix A. The mechanical system is provided with 3.5 metre vertical height clearance, providing at least 25% of the parking spaces located with the system a height clearance of 1.8 metres. Swept path diagrams have been prepared using AutoTrack v11 for a number of spaces to confirm that adequate manoeuvring room has been provided to access them. The ‘B85’ design vehicle from AS2890.1-2004 has been used in the analysis, the dimensions of which can be seen at the bottom of the diagrams attached in Appendix B. The swept paths confirm that the spaces are accessible in 3 or less manoeuvres, which is considered acceptable for long term residential parking, and that the vehicles can enter and exit the site in a forward direction. The car parking layout is therefore considered to be appropriately designed.



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5.3 Response to Design Requirements of Clause 52.06-9 Clause 52.06-9 from Monash Planning Scheme outlines the design criteria for accessways and car parking spaces. The following table provides a response to each of the items raised.

Clause 52.06-9 design criteria TTM Response

Design Standard 1 - Accessways

Be at least 3 metres wide Satisfied.

Have an internal radius of at least 4 metres at changes of direction or intersection or be at least 4.2 metres wide.

Refer to swept path diagrams attached in Appendix B.

Allow vehicles parked in the last space of a dead-end accessway in public car parks to exit in a forward direction with one manoeuvre.

Not Applicable.

Not a public car park.

Provide at least 2.1 metres headroom beneath overhead obstructions, calculated for a vehicle with a wheel base of 2.8 metres.

Satisfied.

If the accessway serves 4 or more car spaces or connects to a road in a Road Zone, the accessway must be designed so that cars can exit the site in a forward direction.

Satisfied.

Provide a passing area at the entrance at least 6.1 metres wide and 7 metres long if the accessway serves 10 or more car parking spaces and is either more than 50 metres long or connects to a road in a Road Zone.

Not Applicable.

The accessway is not longer than 50 metres and does

not connect to a Road Zone.

However, a 6.1 metre wide accessway has been

provided at the sites entrance.

Have a corner splay or area at least 50 percent clear of visual obstructions extending at least 2 metres along the frontage road from the edge of an exit lane and 2.5 metres along the exit lane from the frontage, to provide a clear view of pedestrians on the footpath of the frontage road. The area clear of visual obstructions may include an adjacent entry or exit lane where more than 1 lane is provided, or adjacent landscaped areas, provided the landscaping in those areas is less than 900mm in height.

Not Applicable.

Access to the site is from a Right of Way, which does

not contain any pedestrian facilities. Therefore any

pedestrian movement along the Right of Way will

tend to occur along the middle of the laneway

providing sufficient visibility of pedestrian to vehicles

exiting the site and vice versa.

It is also noted that along the site frontage to the

Right of Way the laneway is proposed to be widened

to a minimum 5.5 metres.

If an accessway to 4 or more car parking spaces is from land in a Road Zone, the access to the car spaces must be at least 6 metres from the road carriageway.

Not Applicable.

Access is not from a Road Zone.

Design Standard 2 – Car parking spaces

Dimensions of car parking spaces and accessways – Table 2.

Satisfied.

A wall, fence, column, tree, tree guard or any other

structure that abuts a car space must not encroach into

the area marked ‘clearance required’ on Diagram 1,

Satisfied.



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other than:

- A column, tree or tree guard, which may project into a space if it is within the area marked ‘tree or column permitted’ on Diagram 1.

A structure, which may project into the space if it is at

least 2.1 metres above the space.

Diagram 1 Clearance to car parking spaces

Car spaces in garages or carports must be at least 6 metres long and 3.5 metres wide for a single space and 5.5 metres wide for a double space measured inside the garage or carport.

Not Applicable.

There are no car spaces located within a garage or

carport.

Where parking spaces are provided in tandem (one space behind the other) an additional 500 mm in length must be provided between each space.

Not Applicable.

There are no car spaces provided in tandem.

Where two or more car parking spaces are provided for a dwelling, at least one space must be under cover.

Not Applicable.

Only one space is provided to each dwelling. However

parking spaces are all located undercover in the

basement car park.

Disabled car parking spaces must be designed in accordance with Australian Standard AS2890.6-2009 (disabled) and the Building Code of Australia. Disabled car parking spaces may encroach into an accessway width specified in Table 2 by 500mm.

Not Applicable.

No disabled spaces are required/provided.

Design Standard 3 – Gradients

Accessway grades must not be steeper than 1:10 (10 per cent) within 5 metres of the frontage to ensure safety for pedestrians and vehicles.

Satisfied.

Ramps (except within 5 metres of the frontage) must have the maximum grades as outlined in Table 3 and be designed for vehicles traveling in a forward direction.

Table 3: Ramp Gradients

Type of car park Length of ramp Maximum

grade

Public car parks 20 metres or less 1:5 (20%)

Longer than 20 metres 1:6 (16.7%)

Private or 20 metres or more 1:4 (25%)

Satisfied.



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residential car parks

Longer than 20 metres 1:5 (20%)

Where the difference in grade between two sections of ramp or floor is greater than 1:8 (12.5 per cent) for a summit grade change, or greater than 1:6.7 (15 per cent) for a sag grade change, the ramp must include a transition section of at least 2 metres to prevent vehicles from scraping or bottoming out.

Satisfied.

Design Standard 4 – Mechanical Parking

At least 25 per cent of the mechanical car parking spaces can accommodate a vehicle height of 1.8 metres.

Satisfied.

Car parking spaces that require the operation of the system are not allocated to visitors unless used in a valet parking situation.

Satisfied.

TABLE 7: CLAUSE 52.06-9 REQUIREMENTS

The parking layout is designed in accordance with the relevant sections of the design criteria specified in Clause 52.06-9 of the Monash Planning Scheme.



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6. Traffic Generation and Impacts

6.1 Estimated Traffic Generation The Road Traffic Authority of New South Wales (RTA) state in their publication, “Guide to traffic Generating Developments, October, 2002” that dwellings located within medium density developments generate vehicle movements at the following rates.

Use Inventory Daily Peak Period

Rate Movements Rate Movements

Smaller units and flats (up to two bedrooms)

109 no. 5 per dwelling 545 vpd 5 per dwelling 55 vph

TOTAL - 545 vpd - 55 vph

TABLE 8: TRAFFIC GENERATION

Peak hour vehicle movements are typically split between inbound and outbound movements as follows :- AM Peak

Inbound (20%) 11 vehicle movements

Outbound (80%) 44 vehicle movements

PM Peak

Inbound (60%) 33 vehicle movements

Outbound (40%) 22 vehicle movements

6.2 Traffic Impact

The proposal is expected to generate 55 additional vehicle movements during peak hour which equates to approximately 1 vehicle every minute and is considered low from a traffic engineering perspective. It is noted that the proposal includes the widening of the laneway to a minimum 5.5 metres wide, allowing opposing movements along the Right of Way. Therefore the proposed development will have minimal impact on the safety and operation of the Right of Way, Drummond Street and the surrounding road network.



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7. Bicycle Facilities

Table 1 to Clause 52.34 of the Planning Scheme outlines the bicycle space requirement for the proposal, which is summarised as follows.

Use Planning Scheme Requirement Floor

Area/No. Parking Spaces

Dwelling – Resident In developments of four or more storeys, 1 to each 5 dwellings 109 no. 22

Dwelling – Visitor In developments of four or more storeys, 1 to each 10 dwellings 109 no. 11

Total 33

TABLE 9: PLANNING SCHEME BICYCLE PARKING REQUIREMENTS

The Planning Scheme requires the provision of 33 bicycle parking spaces. The Applicant is proposing 46 bicycle parking spaces, therefore meets the requirements of the Planning Scheme.

8. Summary and Conclusions

The proposal to construct a residential development at 102-108 Drummond Street, Oakleigh is summarised in a traffic and parking context as follows :-

The Applicant is proposing to provide each dwelling with 1 parking space, plus 5 visitor parking spaces, for a total of 114 parking spaces.

The provision of resident parking spaces meets the Planning Scheme Requirements, however the Applicant is seeking a reduction of 16 visitor parking spaces, which is considered appropriate due to the following reasons:

o Adequate on-street parking spaces are available during the evening and on the weekend, when peak visitor parking demand occurs, to accommodate any potential spill over of demand.

o The site is located within close proximity to a number of public transport facilities.

The site’s access, ramps and car parking layout have been appropriately designed in accordance with Clause 52.06 of the Planning Scheme.

Traffic generated by the site is considered to be low and will not have any effect on the safety and operation of the Right of Way, Drummond Street and the surround road network.

The Applicant is proposing 46 bicycle parking spaces which meet the requirements of Clause 52.34 of the Planning Scheme.

There are no traffic or parking grounds which should warrant refusal of the sought planning permit. TTM Consulting (Vic) Pty. Ltd.

Joldy Bradley

APPENDIX A

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Drawing No : 971103-B2

A1CommentsIssue

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PROPOSED DEVELOPMENT

102-108 DRUMMOND STREET

OAKLEIGH

SWEPT PATH DIAGRAMS

Sheet No : Issue :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance

B85 Vehicle (Realistic min radius) (2004)

Overall Length 4.910m

Overall Width 1.870m

Overall Body Height 1.499m

Min Body Ground Clearance 0.120m

Track Width 1.770m

Lock to Lock Time 4.00sec

Curb to Curb Turning Radius 5.750m

4.91

2.800.92

Swept Path Diagram Prepared using AutoTrack v11

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

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P : (03) 9419 0911



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OAKLEIGH

SWEPT PATH DIAGRAMS

Sheet No : Issue :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance






Track Width 1.770m



4.91

2.800.92





P : (03) 9419 0911



Scale

0

1:100 @ A3

1 2

SERVICES & BINS

35 m

2

S.

6.8 m

3

S.

6.8 m

3

S.

7.4 m

3

S.

4.8 m

3

S.

4.8 m

3

S.

8.5 m

3

S.

8.5 m

3

S.

7.5 m

3

S.

7.5 m

3

RA

MP

1

:8

RA

MP

1

:4

2 600

2 600 2 600

2 800 2 800 300

6 400 4 900

9 x BIKES

40 STORES

49 BIKES

SIT

E B

OU

ND

AR

Y 48.7M

A

PP

RO

X.

SERVICES & BINS

35 m

2

S.

6.8 m

3

S.

6.8 m

3

S.

7.4 m

3

S.

4.8 m

3

S.

4.8 m

3

S.

8.5 m

3

S.

8.5 m

3

S.

7.5 m

3

S.

7.5 m

3

RA

MP

1

:8

RA

MP

1

:4

2 600

2 600 2 600

2 800 2 800 300

6 400 4 900

9 x BIKES

40 STORES

49 BIKES

SIT

E B

OU

ND

AR

Y 48.7M

A

PP

RO

X.


A1CommentsIssue

Original Issue

Appd

A JJB 19/12/17

Date



OAKLEIGH

SWEPT PATH DIAGRAMS

Sheet No : Issue :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance






Track Width 1.770m



4.91

2.800.92





P : (03) 9419 0911



Scale

0

1:100 @ A3

1 2

SERVICES & BINS

35 m

2

S.

8.5 m

3

S.

8.5 m

3

S.

7.5 m

3

S.

7.5 m

3

HR

FH

CP

EX

.

HARDWASTE2 m

2

2 600

4 900

5 800

4 900

2 600 2 600

2 800

2 600

4 900 4 900 6 400 4 900

2 800

2 800

9 x BIKES

40 STORES

49 BIKES

SERVICES & BINS

35 m

2

S.

8.5 m

3

S.

8.5 m

3

S.

7.5 m

3

S.

7.5 m

3

HR

FH

CP

EX

.

HARDWASTE2 m

2

2 600

4 900

5 800

4 900

2 600 2 600

2 800

2 600

4 900 4 900 6 400 4 900

2 800

2 800

9 x BIKES

40 STORES

49 BIKES


A2CommentsIssue

Original Issue

Appd

A JJB 19/12/17

Date



OAKLEIGH

SWEPT PATH DIAGRAMS

Sheet No : Issue :

Wheel path

Vehicle Overhang

Vehicle Overhang +

300mm Clearance






Track Width 1.770m



4.91

2.800.92





P : (03) 9419 0911



Scale

0

1:100 @ A3

1 2

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