Second Crossovers for Caravan and Boat Access in Melton
Caravan ownership across Melbourne's west means a lot of Melton households are trying to get a van off the street and down the side of the house. That usually needs two things: a second vehicle crossing at the kerb, and a slab or hardstand behind it strong enough to carry the load. The second crossing is the part that is not guaranteed. A second crossing is not an automatic entitlement — it is assessed on your specific frontage, and on a standard suburban block it is frequently refused simply because there is not enough kerb left once the existing crossing, the street tree and the side boundaries are accounted for. It is worth checking feasibility before you buy the van, not after.
What determines whether a second crossing is possible
Frontage width is the dominant factor. Council needs to see adequate kerb remaining between the two crossings and at each side boundary — kerb space is where stormwater runs, where street trees live and where visitors park. A wide frontage or a corner block has a substantially better prospect than a standard estate frontage that is already mostly occupied by a double crossing.
After that: clearance to the street tree, which is often the deciding factor on established streets; the position of pits, poles and drainage structures; sight distance if you are near a corner or on a faster road; and the total number of crossings council considers reasonable for the property.
Check before you commit
The sensible sequence is to establish feasibility first. Measure the frontage, note the tree and pit positions, and get a view on whether the application is likely to succeed before spending on design, or on a van you have nowhere to put.
We will look at a street photo and the frontage dimensions and give you a straight answer, including when the answer is that it is unlikely.
The slab behind the crossing
The crossing is only the entry. Behind it, side access for a caravan needs a surface that carries concentrated load. A loaded dual-axle van puts far more weight through a small contact patch than a car does, and it often sits in the same spot for months at a time.
That means a thicker slab and appropriate reinforcement rather than a standard driveway detail. It also means thinking about jockey wheel and stabiliser points, which concentrate load severely — a slab that handles the tyres can still be marked by a jockey wheel left loaded on a hot day.
Drainage matters more than people expect too. Side-of-house strips are narrow and often run between the dwelling and a boundary fence, so water needs somewhere deliberate to go rather than being trapped against the house.
Width, gates and the turn in
Measure the van, not the car. Include the mirrors and the awning. Then consider the turn: a gate opening that is exactly van-width is unusable in practice because you cannot enter it square from the street.
The common regret is a side access that technically fits but requires a five-minute manoeuvre every time. Getting the crossing position and the gate position right relative to each other is more important than an extra hundred millimetres of width.
Getting started
Send the frontage width, a photo from the street, and the van or boat dimensions. We will give you a feasibility view before anything is quoted formally.
Common Questions
Am I entitled to a second crossing?
No. It is assessed case by case against your frontage, the road and what remains of the kerb. Wide frontages and corner blocks have a much better prospect than standard estate frontages. Establish feasibility before you spend on anything else.
Can the second crossing be gravel to keep the cost down?
The crossing itself sits in the road reserve and must be built to council's standard, which means concrete. Behind your boundary the surface is your choice, so a concrete crossing running back to a compacted gravel hardstand is a legitimate way to manage cost.
How thick should a caravan slab be?
Thicker and more heavily reinforced than a standard driveway, because the load is concentrated and static for long periods. The right specification depends on the van's weight, its axle configuration and the soil. We size it for the actual vehicle rather than applying a default.
What if council refuses the second crossing?
It happens, most often because of frontage width or a street tree. The usual alternatives are widening the existing crossing and running access down the side from it, or building the hardstand and using the existing crossing. Neither is as convenient, but both avoid the refusal.
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