Project: Kingston Parking Study
Study Report
Reference: PRSYDTRA01-
Prepared for: ACT Government
Revision: 3
5 June 2013
Project PRSYDTRA01- | File 0009 Kingston Parking Study Final Report | 05 June 2013 | Revision 3
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Aurecon Australia Pty Ltd
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Level 2, 116 Military Road Neutral Bay NSW 2089
PO Box 538 Neutral Bay NSW 2089 Australia T
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Report Title Study Report
Document ID Report Project Number PRSYDTRA01-
File Path F:Aurecon\45- Kingston Parking Study\0009 Kingston Parking Study Final Report.docx
Client ACT Government Client Contact
Rev Date Revision Details/Status Prepared by Author Verifier Approver
0 6 December 2012 Draft CCH CCH KH KH
1 8 February 2013 Revised Draft incl Govt and Riverview feedback
CCH CCH KH KH
2 25 March 2013 Final Draft incl Govt feedback CCH CCH KH KH
3 5 June 2013 Final CCH CCH KH KH
Current Revision 3
Approval
Author Signature
Approver Signature
Name Colin Henson Name Colin Henson
Title Senior Transport Planner Title Senior Transport Planner
Project PRSYDTRA01- | File 0009 Kingston Parking Study Final Report | 05 June 2013 | Revision 3
Kingston Parking Study
Date | 05 June 2013
Reference | PRSYDTRA01-
Revision | 3
Aurecon Australia Pty Ltd
ABN 54 005 139 873
Level 2, 116 Military Road Neutral Bay NSW 2089
PO Box 538 Neutral Bay NSW 2089 Australia
T F E W
+61 2 9465 5599 +61 2 9465 5598 [email protected] aurecongroup.com
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page i
Contents 1 Introduction 1
1.1 Introduction 1
1.2 This report 1
2 Background and scope 2
2.1 Appreciation of brief 2
2.2 Objective 3
2.3 Study area 3
3 Methodology 2
3.1 Methodology 2
3.2 Inception meeting 2
3.3 Data collection and review 2
3.4 Site inspection and parking surveys 2
3.5 Data entry and analysis 3
3.6 Establishing the existing transport and parking supply and demand for the study area 3
3.7 Estimate existing land use 3
3.8 Establish Future land use and uplift 3
3.9 Consult with ACT Authorities 3
3.10 Analysis establishing the future parking supply and demand for the study area 3
3.11 Development of parking policy framework and management strategies 3
3.12 Investigation of Temporary Relocation of car parking during construction 4
4 Existing Parking Controls and Policy 5
4.1 Kingston Centre Master Plan 5
4.2 Kingston Centre Urban Planning and Design Framework Report 5
4.2.1 Public Transport 7
4.2.2 Parking 8
4.2.3 Traffic and Parking Assessment 9
4.3 Parking and Vehicular access General Code 11
5 Discussion with authorities 13
5.1 Discussions 13
6 Existing parking situation 14
6.1 Parking surveys for this study 14
6.2 Traffic Surveys 17
6.3 Parking Inventory and Occupancy Surveys 18
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6.4 Parking Duration and Turnover 22
7 Literature review 23
7.1 Parking Supply Option Study 23
7.2 Parking Management 26
7.2.1 Share Parking (Reciprocal Parking) 26
7.2.2 Regulate Parking Use 27
7.3 Sydney examples (Victoria Park and Green Square) 28
7.4 Parking Levies 30
8 Car parking demand analysis 31
8.1 Introduction 31
8.2 Demand for Car parking 31
8.2.1 Historic Demand for car parking 31
8.2.2 Existing supply and demand for car parking on subject site 33
8.2.3 Assessment of potential future development following implementation of Kingston
master plan recommendations. 33
9 Conclusions 36
9.1 Existing Demand 36
9.2 Future Demand 36
9.2.1 New floor space development 36
9.2.2 Uplift in trading of existing floor space 36
9.2.3 Parking level of service 37
9.2.4 Sustainability and mode split targets 37
9.2.5 Future Demand of subject development 37
9.2.6 Reciprocal parking 38
9.2.7 Diminishing demand with increasing centre size 38
9.2.8 Parking pricing and time limits 38
9.2.9 Visitor parking 38
9.2.10 Parking provision for future wider Kingston Group Centre 38
9.2.11 Total Future parking on the subject site 39
9.3 Management of car parking 39
10 Temporary Car parking during construction 41
10.1 Construction phase 41
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page iii
Figures Figure 1: Subject site ............................................................................................................................... 2
Figure 2: Study Area showing Kingston Centre Master Plan area and parking Areas of Influence........ 4
Figure 3: Master Plan area and Parking Survey Area ............................................................................. 5
Figure 4: Subject site and surrounds ....................................................................................................... 5
Figure 5: Payment instructions on the subject site .................................................................................. 6
Figure 6: Parking on the subject site at 2pm on a weekday, view from southern perimeter north to
Service Station and Eyre Street. ...................................................................................................... 6
Figure 7: Kingston Centre Master Plan project area .............................................................................. 6
Figure 8: Road Network, bus routes, and cycleways ............................................................................. 7
Figure 9: Location of car parking and bicycle racks ............................................................................... 8
Figure 10: Bike Parking in Kingston ....................................................................................................... 8
Figure 11: Survey location plan ............................................................................................................. 15
Figure 12: Parking Survey segment coding ......................................................................................... 16
Figure 13: Traffic survey locations ........................................................................................................ 17
Figure 14: Unoccupied visitor spaces .................................................................................................. 18
Figure 15: Griffin Apartments public car park ....................................................................................... 19
Figure 16: Greek Church parking – weekday ....................................................................................... 21
Figure 17: Median Parking in Wentworth Avenue - weekday ............................................................. 21
Figure 18: Historic Supply and Demand characteristics for car parking in Kingston ........................... 31
Figure 19 Vehicles parked and total parking supply on subject site in hour starting on peak Friday in
2012................................................................................................................................................ 33
Figure 20: master plan areas in Kingston Group Centre ....................................................................... 34
Appendices
Appendix A
Surveys
Appendix B
Parking Surveys in Kingston
Appendix C
Parking surveys
Appendix D
Floor Space
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page iv
Executive Summary
This Kingston Parking Study was undertaken by Aurecon, as commissioned by the ACT Government,
to inform the proposed future redevelopment of an existing service station and surface car park site at
Kingston in Canberra. The study was to assess the existing parking demand and to guide the design
and provisions for the future parking demand created by a range of future developments proposed
within and immediately adjacent to the site and suburb. The current and future parking demand is
influenced by the local site and surrounding developments and needs to accommodate the various
local land use activities, current and future commercial/industrial land uses, residents and visitors,
seasonal variations and special events held within and near the area, and parking during the
construction phase.
The Kingston Car Park Site (the subject site) comprises the existing garage/petrol station site Block 29
Section 21 of 680m2 and the existing public car park site Block 46 Section 21 of 8550m2
accommodating 218 car parking spaces. The Kingston Centre Master Plan and design development
for the garage site has suggested that there are strong synergies and opportunities in considering the
two sites together that would benefit both the individual site potentials and the broader community.
Site inspections and parking surveys were undertaken on weekdays and weekend days to observe the
current parking conditions within the study area and to obtain details in relation to the layout of existing
roads and intersections, intersection controls, speed limits and general road safety issues. The study
included reviews of existing parking policy, a literature review of parking practices and trends, a car
parking demand analysis, and consultation with the potential developer and ACT Government officers.
Current demand for car parking on the subject site varies from less than 10% of total car parking bays
occupied overnight to a peak usage on busy weekday lunchtimes to a maximum observed occupancy
of 122 cars or 56% of the 218 car bays occupied. Demand is also significantly driven by dining in
Kingston group centre on weekday evenings and on the weekends, peaking at 87 cars or 40%
occupied at Saturday lunchtime.
The wider Kingston Group Centre area has marginally higher utilisation of on-street parking but less
use of off street parking. The on-street parking within the group centre such as Jardine Street, Giles
Street, and Kennedy Street within the group centre is in high demand, with occupancy generally
exceeding 90% during peak periods. If short stay bays (less than one hour parking) are excluded, the
occupancy of on-street parking close to the Kingston Group Centre during the busiest weekday lunch
time periods is close to 100%, much higher than off-street parking.
The study included considerable discussion of the potential for future parking demand to be generated
by the future development of the wider Kingston Group Centre outside the subject site. There is
considerable potential for further development at Kingston if the Kingston Centre Master Plan is
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page v
implemented. However all of the additional floor space is at upper levels and this would virtually all be
taken up with office and residential space. The retail expansion on the subject site is likely to be the
only significant increase in retail floor area. The current and continuing policy for parking
accommodation for new developments in the ACT is that all parking generated by new developments
must be provided on-site (as is the case with the subject project). It is therefore reasonable to
presume that whatever new development may occur beyond the subject site will provide for its own
parking needs and therefore does not need to be provided for in consideration of future off-site parking
availability. It can be concluded that this study did not need to allow for future growth of the centre
(other than on the subject site) in calculations.
However discussion suggested that a reasonable balance would require that the successful
purchaser/developer of the subject site should also provide a further 50 car parking spaces which are
to be held by the Territory for future sale or allocation to other sites in the established commercial
areas of the Kingston Group Centre. These additional 50 car parking spaces are to be made available
for public use prior to any future sale or allocation to developers/lessees of existing sites who may be
unable to provide on-site parking owing to site constraints or other constraints which, in the opinion of
the Territory, warrant provision of off-site parking in lieu of on-site parking. The balance of any unsold
or unallocated parking spaces remaining after an agreement for sale or allocation of part of the 50
spaces should continue to be available for public use. The publicly available replacement spaces and
visitor parking bays must be available at all times.
There is some under-trading of the existing floor space in Kingston Group Centre. It is difficult to
quantify the potential up-lift of this activity in future and then the effect of this up-lift on parking
demand. Trip generation and parking data for various land uses suggest that some centres generate
up to 20% more than others of similar floor space. For the purposes of this study, it was estimated
that that a better centre can generate 20% more than a poorly performing centre. The proposed
development with a supermarket is likely to have an effect of improving trading of the existing centre.
This would contribute to the up-lift. Given that such centres seldom reach 100% occupancy of floor
space, the study estimated a total uplift of 20%, raising the parking demand on the subject site from
the existing 122 cars to 146 cars.
A 90% car park occupancy rate is a generally accepted parking industry standard to provide a
suitable level of service for customers to park quickly and with some certainty of finding a vacant bay
on most visits. This avoids frustration by parkers circulating to find a space and allows some margin
for seasonal variations and unusually busy days. This would suggest increasing the 146 car bays to
162 bays to achieve a 90% occupancy rate in the car park, so that it provides an adequate level of
service to parkers seeking a vacant space at peak times. (However if new parking is provided in
basements or in structure with electronic parking assistance systems such as space occupancy
sensors and green and red lights showing vacant and occupied spaces and associated information
and signage systems, convenient car park occupancy of 95% can be expected. This would allow a
reduction from 162 spaces to 154 spaces.)
The mode split to car in Kingston in year 2006 was 88%. There is some indication that this has
reduced slightly in the interim, but requires further work to achieve the Canberra-wide target of 70% by
car in year 2021, a reduction of one fifth. Whilst this applies specifically to Journey to Work travel and
is not specific to Kingston, that reduction applied to 1461 bays serving Kingston in 2006 would suggest
a one fifth reduction of 290 bays in Kingston to not unduly penalize the availability of car parking. Not
all of this reduction would need to apply to the subject site car park at Kingston, and could be a
combination of a wider parking policy across various streets and sites in Kingston. The 20 free bays
on the subject site are mostly used for commuter car parking. Most of the bays on the subject site
have a four hour limit and therefore are not directly suited for most journey to work commuter car
parking. The reduction of public bays on the subject site from 218 bays by one fifth would suggest a
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page vi
reduction to 174 bays on the subject site. This mode shift away from car travel also implies greater use
and provision of bike parking and improved provision and use of public transport (bus) services.
The study estimated the future provision on the subject site as 686 car parking bays, comprising:
168 public parking bays (i.e. in the range 162 to 174 bays) on the subject site
50 additional parking bays to be held by the Territory
468 bays from the subject development (including one visitor parking bay per eight residential
units)
This is the maximum car parking that should be provided to meet demand. In accordance with
Australian and ACT government sustainability policy there is a desire to reduce the proportion of travel
undertaken by car. This is reflected in in the aim to reduce the car mode split in urban centres, and the
“Transport for Canberra” policy of the ACT Government as the foundation for transport planning for the
next 20 years, including a Strategic Parking Framework for Canberra. Issues that should be
considered in detail design for the subject site and surrounds include innovative sustainability
initiatives such as car share schemes, car-pooling, hybrid and electric vehicles, small car bays,
reciprocal parking, and personal mobility devices.
Construction on the subject site car park will result in some temporary loss of parking spaces. There
will also be some site construction worker parking and site visitor parking required. The estimation is
summarised in the report. Some of the parking spaces identified as possibly being available are on
leased land and their availability will be subject to separate agreements between the lessee/developer
and the lessee of the site on which the perceived spare capacity exists. This may be suitable for
construction workforce and some temporarily displaces parking, but these spaces are not normally
available to the public and should not be considered as part of the normal parking supply. Some
negotiation with Authorities and land owners/lessees will be required to confirm the availability and
extent and potential cost to use some of this parking during the construction phase.
The peak demand of 172 cars parked during construction can be accommodated in existing vacant
parking bays within 400m of the centre, and can choose from up to 411 vacant parking bays within
500m of the centre. Therefore there is expected to be adequate peak car parking available during the
construction phase.
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1.1 Introduction
This Kingston Parking Study was undertaken by Aurecon, as commissioned by the ACT Government,
to inform the proposed future redevelopment of an existing service station and surface car park site at
Kingston in Canberra.
1.2 This report
This report includes the following sections:
Background
Consultation
Existing conditions and survey results
Selected examples
Parking demand and utilisations
Proposed redevelopment
Recommended parking arrangements
Temporary car parking arrangements during construction
1 Introduction
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2.1 Appreciation of brief
Kingston Parking Study was to assess the existing parking demand and to guide the design and
provisions for the future parking demand created by a range of future developments proposed within
and immediately adjacent to the site and suburb. The current and future parking demand is
influenced by local site and surrounding developments and needs to accommodate the various local
land use activities, current and future commercial/industrial land uses, residents and visitors, seasonal
variations, construction, and special events held within and near the area.
The Kingston Car Park Site (the subject site) comprises the existing garage/petrol station site Block 29
Section 21 of 680m2 and the existing public car park site Block 46 Section 21 of 8550m2
accommodating 218 car parking spaces. The Kingston Centre Master Plan and design development
for the garage site has suggested that there are strong synergies and opportunities in considering the
two sites together that would benefit both the individual site potentials and the broader community
interest.
Figure 1: Subject site
2 Background and scope
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The Kingston Centre Master Plan1, developed with extensive community consultation, clearly
advocates among the plan principles to “allow for Blocks 47 and 48 Section 19 to be released for
mixed use development (including a supermarket)”.
Schemes prepared by Cox2 architects identified the problems of separate development of the two sites
and identified the synergies of joint development. The indicative demand for car parking spaces was,
at an early stage, estimated based on simple historic car parking ratios for each use individually. It
was likely that a more sophisticated holistic analysis including shared and reciprocal use of parking
between land uses would reduce the estimated total demand for car parking.
The proposed car parking study was to examine existing supply and demand for car parking, review
the demand rates, and investigate indicative demand in the context of the integrated site uses, wider
Kingston, and evolving sustainable multi-modal transport issues.
The professional parking survey and study was to inform the debate and the evaluation of the
proposed subject development. It formed part of a basis for merit argument discussions and decisions
involving other players such as the supermarket operator, government land holders, local businesses
and residents, and government agencies. The parking study should reduce the amount of
misinformed and unproductive argument on the important topic of car parking.
Since public support is vital to implement a parking strategy, the parking study needed to address the
issues related to residents, businesses and other users which included:
Maximise the use of the existing parking supply and its replacement.
Improve the trading of existing and future businesses outside the subject site.
Consider overspill parking from large land uses to residential streets.
Consider disabled parking needs.
Encourage sustainable transport modes including walking and cycling, and public transport.
Encourage innovative sustainability initiatives such as car share schemes, car-pooling, hybrid
and electric vehicles, small car bays, reciprocal parking, and personal mobility devices.
Integrate parking management with land use planning and public transport.
2.2 Objective
The study was to measure, analyse, and present the existing and future parking characteristics within
the study area in an efficient and cost effective manner to make a thorough and compelling basis for
decisions on parking issues by the client and authorities. The study was to specifically address the
following questions:
What is the current demand for car parking on the subject site?
How will car parking be provided during construction on the subject site?
How should car parking be supplied and managed to meet longer term operational demand for car
parking?
2.3 Study area
The study area covers the Kingston Town Centre as shown in the Kingston Centre Master Plan3.
1 ACTPLA June 2011
2 Kingston Car Park Design Study, Cox, September 2012.
3 ACTPLA: ACT Government, June 2011
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An Area of Influence extends a nominal 400m (5 minute) walk radius, a typical walking distance limit
for short term car parking. A wider Area of Influence out to 800m walk radius is shown as a typical
walking distance limit for long term commuter parking. It can be seen that the 400m circles for
Kingston and Manuka do not touch, supporting the observed separate operations of their short term
parking. The 800m circles overlap to some degree, supporting the observed sharing of some long
term commuter car parking in the areas between the centres, such as near Canberra Avenue.
Figure 2: Study Area showing Kingston Centre Master Plan area and parking Areas of Influence.
The parking survey area was based on a 400m walking catchment, excluding areas that were perceived to be more distant because of the extra delay and severance of needing to cross major roads or parklands.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 5
Figure 3: Master Plan area and Parking Survey Area
Figure 4: Subject site and surrounds
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Figure 5: Payment instructions on the subject site
Figure 6: Parking on the subject site at 2pm on a weekday, view from southern perimeter north to Service Station and Eyre Street.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 2
3.1 Methodology
The parking study was undertaken in stages in accordance with the relevant Austroads Guidelines,
Australian Standards, technical directions and guidelines of ACTPLA, parking and transport
legislation, policies and strategies.
STAGE 1
3.2 Inception meeting
Inception meetings were conducted with the project architect, client and government authorities on the
2nd
November 2012. At this meeting, the proposed study methodology and schedule was discussed
and confirmed and data provided. The extent of the parking surveys and analysis was agreed.
3.3 Data collection and review
Background data and reports were identified, collated, and reviewed.
3.4 Site inspection and parking surveys
Site Inspection and Inventory
An inspection of the study area and parking survey area was undertaken on several weekdays and
weekend days to observe the current parking conditions within the study area and to obtain details in
relation to the layout of existing roads and intersections, intersection controls, speed limits and general
road safety issues.
Surveys
The following surveys across the Parking Survey Area were undertaken by our specialist traffic
surveyors, including using purpose designed GIS programs on touchscreen tablets to assess the
existing parking demand:
On-street parking utilisation surveys (Parking survey area, including bike parking).
Off-street parking utilisation surveys (subject site Block 26 and Block 49 car parks, not private
or undercover private parking).
Traffic counts of Eyre Street east of Jardine Street (automatic tube counter, 24 hours for one
week, count classified by vehicle type).
Spot counts of bus passenger boarding and alighting, parking duration, pedestrian flows, and
car occupancy, to estimate the existing transport mode split.
3 Methodology
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3.5 Data entry and analysis
Survey data was entered into standard Aurecon analysis packages, tabulated and graphed for
analysis, identification of trends, and for presentation.
STAGE 2
3.6 Establishing the existing transport and parking supply and
demand for the study area
Based on the results of the surveys, information was obtained in relation to on-street, off-street public
car parking areas on weekdays and weekends (Saturday peaks are exceeding weekday peaks in
some suburbs).
3.7 Estimate existing land use
Estimates of existing commercial floor space and use type were developed from records of the Master
Plan and other sources.
3.8 Establish Future land use and uplift
Estimates of future land use and floor space were developed based on the Master Plan, and then
confirmed in discussions with the study team, client, and authorities. Development options were
described in detail in term of land use, floor space use, types of occupants, etc. This included an
iterative process, where estimates of improved undercover car parking, better public transport, better
walking and cycling conditions, and freeing up of customer parking and loading outside shops may
create an uplift in the turnover and activity of existing businesses in Kingston.
3.9 Consult with ACT Authorities
Meetings and telephone /email discussions were held with selected officers at ACTPLA and others to
discuss the key policies and controls such as the Parking and Vehicular Access General Code,
Sustainability policy, Public Transport policy, and Healthy Living initiatives.
3.10 Analysis establishing the future parking supply and
demand for the study area
Research on parking policy adopted for other local government areas with similar demography was
undertaken. The research included the techniques used to control parking in relation to cost, quality
and other counter measures. Based on the results of the research, a parking policy was
recommended to manage parking with the proposed development, including management, durations
of free parking, parking charges, etc.
An Assessment Model of the future car parking situation with the proposed developments was
undertaken as a spread sheet model of parking supply and demand based on experience of similar
parking models for group centres, sites and institutions such as hospital and university campuses.
3.11 Development of parking policy framework and
management strategies
Based on the outcome of consultation with the client and authorities, in particular the levels of support
for the proposed parking policy for the study area, parking policies were developed with an objective of
a balanced and sustainable parking policy framework and management strategy.
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STAGE 3
3.12 Investigation of Temporary Relocation of car parking
during construction
Construction on the subject site development will result in some temporary loss of parking spaces. In
order to serve local businesses and to avoid undue disruption to local residents and businesses,
alternative parking locations were investigated.
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4.1 Kingston Centre Master Plan
The Master Plan process was undertaken by ACTPLA4 from August 2009 to the final report in June
2011. Some key messages from the consultation with the community were:
The centre is highly valued for its village character, vibrancy, diversity of activities and amenities
and good coffee.
The centre is old and needs refurbishment and has been poorly maintained
Giles Street needs more short term parking.
Improve the bus service to the centre.
Concerns about car parking provision as part of redevelopment of the centre.
The Kingston Group Centre is one of the oldest centres in Canberra. It has established its own unique
and valued character but the buildings and infrastructure are ageing. It is anticipated that some areas
could be redeveloped in the next few years.
The role of Kingston has also changed in response to population growth and changing demographics
and lifestyles. The renewal of Kingston Foreshore and the proposed renewal of East Lake will create a
need for additional services and facilities, and change the suburban context of Kingston. The Kingston
Centre Planning Project was initiated to ensure the Kingston Centre is able to respond to these
changes.
The report looked at a variety of possible supermarket sites within the centre and nearby surrounding
areas. It recommended releasing Blocks 47 and 48 Section 19 (the public car park and co-operative
shop site) subject to a Territory Plan variation for a mixed use development with a full line
supermarket. Since this report was completed the ACT Government has announced the intention to
release of a number of sites for supermarkets, including Blocks 47 and 48 Section 19 in the Kingston
Group Centre.
4.2 Kingston Centre Urban Planning and Design Framework
Report
A key issue was the definition of the study area as follows. This included the commercial properties
and rear private car parks to the west of Kennedy Street, and the motel to the south of the subject site,
but excluded the unrestricted car park to the east of Jardine Street.
4 ACTPLA/Purdon Associates
4 Existing Parking
Controls and Policy
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Figure 7: Kingston Centre Master Plan project area5
The traffic assessment (Attachment 2) concluded that the traffic volumes generated by the scale of
development proposed could be accommodated on the surrounding road network.
Table 1: Floor space
6
Activity m2 floor space %
Retail 14,021 42% Services 5,043 15% Cafés/drink establishments 5,091 15% Office 6,039 18% Other 350 1% Vacant 3,041 9% Total 33,585 100% Employment (jobs) 1820 Visitor accommodation (units/rooms) 165 Source: ACTPLA: ACT Commercial Centres and Industrial Areas Floor space (2007) unpublished survey data and ABS Census
(2006)
5 ACTPLA website
6 Existing Centre Characteristics, p95
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4.2.1 Public Transport
The Kingston Group Centre is located on suburban collector roads that link the two arterials serving the centre. The study area is reasonably well served by public transport, as shown in the following summary and figure. Kingston Group Centre is serviced by two bus routes. In addition, bus routes along Wentworth Avenue service the centre. Bus stops are located in Giles Street and Eyre Street within the centre. Weekday services : Woden to City 4 and 5 ( 80 and 200 via Wentworth Ave )
Express weekday services 768, 769, via Wentworth Ave
Weekend services Woden to City 938 and 980 via Wentworth Avenue
Kingston Centre is 800m from Canberra train station, served by two or three trains to Sydney each day. Cycle ways are located along Wentworth and Canberra Avenue and through Telopea Park but there is no designated cycle way leading directly to the centre. There are also bike parking rails on the west side of Giles Street. The area is well served by taxis in inner Canberra, and a taxi rank located on Giles Street within the centre usually has taxis waiting. Figure 8: Road Network, bus routes, and cycleways
sw
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4.2.2 Parking
Parking in the centre is a mix of on and off-street public parking and private parking (surface and
basement). Blocks in Sections 21 and 22 have little or no on-site parking but elsewhere on-site
parking is generally available. There are 1433 parking spaces within the centre or walking distance,
including nearly 360 on-street public parking spaces and 1070 off-street spaces. The on street parking
within the centre is a combination of parallel and angled parking. The off-street spaces are relatively
evenly divided between public and private spaces. Bicycle racks are at two locations. Compared with
other centres, Kingston Group Centre has a relatively large amount of on-street parking around the
perimeter adjacent to the shops. This is one of its strengths. Public parking is distributed across the
centre and in the surrounding area. Public parking represents about 60% of total spaces (about 900
spaces).
Figure 9: Location of car parking and bicycle racks
Figure 10: Bike Parking in Kingston
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 9
Table 2: Distribution of Public Parking (Supply, number of spaces, %) parking Supply
No. % Beyond centre (<400m) 278 31% Vicinity Giles Street 148 17% Vicinity Kennedy Street 78 9% Vicinity Eyre Street 247 28% Vicinity Jardine Street 141 16% Total public spaces 892 100%
The ACT Parking and Vehicular Access General Code requires that about 1870 car spaces should be provided in the centre
7. This includes over 500 spaces for café/entertainment activities. A parking
study conducted by TAMS (May 2009) concluded that existing parking was not fully utilised. The survey found that the utilisation of parking spaces in and around the centre varied. At the time of the survey, parking utilisation rates were: public off-street public parking 36%
private off-street parking 32%,
on-street parking 65%.
As would be expected, use of parking varied depending on proximity to the centre. On-street parking on Eyre Street, Giles Street and Tench Street was effectively fully utilised and parking that was more remote from the centre was less utilised. It should be noted that the surveys were conducted outside peak demand periods and are likely to understate demand. However, observation of the public off-street parking indicates that it is generally not fully utilised. The apparent oversupply is likely to be the result of a combination of the following: multi-use of spaces by different uses at different times of the day
multi-purpose trips to the centre
individual businesses generating less parking demand than implied by the parking code
the under-performance of the centre, resulting in fewer visitors
the tendency of users to walk to the centre (67% of participants at the first community information
display (Tuesday) and 87% of those at the second display (Saturday) had walked to the centre)
timing of parking surveys outside peak demand periods.
The planning controls allow existing surplus parking provision to be taken into account when determining future requirements. Given proposals to expand the centre and the apparent over-supply it would be appropriate to quantify the under/overprovision in greater detail than has been done to date and taking peak demand into account. Other key background references included a Demand Assessment
8 and a Traffic report.
4.2.3 Traffic and Parking Assessment
The report Traffic and Parking Assessment, Brown Consulting, Feb 2010 9 shows a summary of land
uses for Kingston centre:
7 The Parking Code provisions rates take some account of dual and complementary use of spaces
because the provision rates for most uses reduce from local centres through group centres to town centres and the City Centre. The extent of this reduction is a representation of complex functions of land uses, centre size, and socio-economic behaviours. 8 DFP, 8 March 2010
9 Brown, February 2010.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 10
Table 3: Main land uses and current code parking requirements
Land Use GFA (m2) ACT Parking Rate (/100m2 GFA) Required Spaces
Retail 14,021 5 701
Restaurant/Café 5,091 10 509
Personal Services 5,043 5 252
Commercial 6,039 2.5 151
Other 2,030 5 102
Vacant 3,041 5 152
Total 35,265 1867
The main off-street car park, serving the study area, is located east of Eyre Street and has a capacity
of 222 cars. Additional off-street parking can be accessed from the following locations: Telopea Park
(3 locations), Kennedy Street (east of Eyre Street), Wentworth Avenue (median parking), Tench Street
(Griffin Centre), and Highgate Lane. These locations, combined with numerous commercial off-street
parking areas, provide in excess of 1000 parking spaces.
The total amount of parking available, within the study area, to employees; customers, clients, visitors,
etc., is in excess of 1430 spaces. This represents a deficiency of approximately 430 parking spaces
(23%), when compared to the parking provision rates, provided in the ACT parking code. These
figures do not include residential parking.
Table 4: Private and Public parking spaces available in the area
Parking Classification Spaces
On-Street Public 359
Private 0
Off-Street Public 356
Private 718
Total 1433
A parking study of the Kingston Group Centre was undertaken in May 2009, by TaMS. This survey
indicated that the majority of parking areas were being under-utilised. However, it should be noted
that the surveys were conducted between 10:00 and 12:00 on weekday mornings and do not include
lunchtime or evening peak periods, which could generate much higher parking demands than the two-
hour study period that was used.
Dual and Complementary Use of Parking Spaces: The parking rates presented in the Parking and
Vehicular Access General Code do not make it clear whether, or to what extent, Dual and
Complementary Use of parking spaces has been considered.
Dual Use relates to a motorist using a single parking space whilst conducting multiple activities in the
Centre. This type of usage can reduce parking demand by up to 20%. An example of Dual Use could
be someone visiting a doctor then going to the chemist and then having lunch at a café.
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Complementary Use refers to different land uses within the Centre having differing peak periods for
their parking demands. For example, office parking generally has peak occupancy between 08:30 and
17:30; whereas, a restaurant or pub would have their peak parking demands later in the evening. This
creates an opportunity for the same parking spaces to be used by different land uses at different times
of the day.
The prudent application of Dual and Complementary Use reductions to the current parking rates
(based on the current and future land uses within the Centre), could significantly reduce the number of
parking spaces that may be required to service the ongoing needs of the Centre.
There are currently no parking guidance or management systems in place to assist motorists to find
available parking spaces. This leads to a perception that there is insufficient parking and excessive
traffic in the area. There are numerous proprietary parking guidance and management systems
available that are suitable for implementation in the study area. These systems provide electronic
displays indicating the location and availability of parking spaces. Apart from guidance signage for the
public car parking under The Griffin accessed from Tench Street, the subject main eastern car park
(48/19 Kingston), and the car park off Eyre Street east of Jardine Street behind the shops, there would
be little point in signage for other car parks because they are not available for public parking.
The highest weekday average traffic volumes, at these locations, were recorded during the PM peak
period (i.e. 17:00-18:00 hours) at less than 400 vehicles per hour in Eyre Street and Gilles Street and
less than 100 vehicles per hour in Kennedy Street and Jardine Street. These volumes indicate that the
existing road network, in the vicinity of the Group Centre, is operating below capacity.
4.3 Parking and Vehicular access General Code
This ACTPLA Code10
applies generally to the ACT, and specifies vehicular access and parking
requirements for development. The code notes that:
“parking provision rates take account of such factors as the availability of public parking, and the
potential for shared parking with neighbouring developments, accessibility of the location to public
transport, and relevant transport, economic, social, and environmental policies such as travel demand
management measures.”
“However the performance approach adopted in these codes provides the flexibility to enable a
proposal to be supported where the proponent can demonstrate to the satisfaction of the Territory that
the objectives can be met either by provision of a lesser on-site rate or by utilising spare capacity in
publicly available on-street or off-site parking. This process is summarised in Table 1 below.
The utilisation of spare capacity in on-street or off-site parking areas is at the discretion of the
Authority, having regard to, inter alia, the potential demand which may be generated by a particular
proposal as well as the potential for nearby lessees to seek to expand their activities and lay claim to a
proportion of the available capacity in publicly available on-street and off-street car parking areas.
Table 1 Calculations of parking provision requirements
1. Determine the relevant development and zone under the Territory Plan.
2. Identify the parking location and access requirements relevant to the proposal (see section 2).
3. Identify parking provision rates for the proposal (see schedules in section 3 for the relevant zone).
4. Calculate the number of on-site parking spaces which would be deemed to meet the relevant
parking and access objectives for the area (see section 3) as follows:
Parking requirement = parking provision rate X scale of development
10
Parking and Vehicular Access General Code, March 2008, ACTPLA (updated Effective 13 April 2012)
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 12
5. Identify any on-site and other parking and access requirements necessary for approval of the
development.
Note: A parking provision less than the calculated parking requirement may be considered, if it can be
demonstrated that the objectives for the provision of parking in that area can still be met.”
The relevant schedules of parking provision rates are:
Residential Apartment:
One (1) parking space per single bedroom dwelling;
and
A minimum average provision of 1.5 spaces per two bedroom dwelling, provided that each two
bedroom dwelling is allocated a minimum of one (1) parking space and each two (2) bedroom dwelling
is allocated no more than two (2) parking spaces;
or
Two (2) parking spaces per two bedroom dwelling;
and
Two (2) parking spaces for each dwelling with three or more bedrooms;
plus
One (1) visitor space per four (4) dwellings or part thereof where a complex comprises
four (4) or more dwellings
Shop
5 spaces per 100m2 GFA
Location of parking is specified as follows:
Table 5: Location of Parking by ACTPLA code.
Commercial centre
Long stay parking Short stay parking
Operational parking
Visitor parking
Group centres11 (i) On-site or within 400m except for residential use where parking is to be on-site
(i) On site or within 200m
(i) On-site or within 100m
(i) On site or within 200m
11
Kingston is a Group Centre (Refer Master Plan)
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5.1 Discussions
The input from representatives of ACT Authorities is gratefully acknowledged. The following key
meetings were held with Authorities, in addition to email and telephone correspondence:
Study Inception
Workshop
Draft Report Presentation
5 Discussions with
Authorities
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6.1 Parking surveys for this study
The purpose of the surveys was to update the already considerable background data, and identify a
typical peak demand time and situation for parking and traffic. The existing parking situation was
surveyed in November 2012, a typical period after public school holidays and before the atypical
Christmas shopping and holiday period. Surveys on Friday 9th of November, Saturday 10
th November,
and Sunday 11th November 2012 were deliberately selected during a Public Service Pay Week,
advised by ACTPLA officers to be a characteristic of peak traffic and parking activity. The weather on
those days was sunny and mild, with temperatures in the range of 15 to 25 degrees Celsius conducive
to outdoor dining observed during the day.
Survey data were geo-coded to links as shown in the following figures directly to an Aurecon ipad
system using real time global positioning to capture location direct to a Geographical Information
System on “the cloud”. Data and site photographs were therefore directly geo-coded for future
reference. A spread sheet summary of the parking data results is shown in the Appendices.
6 Existing parking
situation
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Figure 11: Survey location plan
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Figure 12: Parking Survey segment coding
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6.2 Traffic Surveys
Automatic traffic counters placed on Eyre Street north of Jardine Street during the week from
Wednesday 7th November showed a range of characteristics summarized as follows (Full details in
Appendix):
Friday and Saturday were the highest traffic days of the week, with about 2000 vehicles per day
northbound, and about 1200 vehicles per day southbound. These flows are within acceptable
capacity and environmental sensitivity limits for this type of road.
Northbound traffic was 20% greater than southbound, typical of the local influences of traffic
around local centres, perhaps accentuated by the bus flow being northbound only, signals on
Wentworth Avenue making right turns easier than the opposite unsignalised right turn onto
Canberra Avenue, and local circulation such as short stops outside the post office southbound.
Weekday peak hour traffic of 170 vehicles per hour northbound 8-9am and 120 vehicles per hour
southbound. Saturday and Sunday traffic was only substantial between 10am and 3pm. All of
these hourly flows are well within the traffic capacity of a single lane of traffic, of over 1000
vehicles per hour per lane.
Traffic speeds were moderate, with mean speeds generally under 40km/h and 85th percentile
speeds generally under 50km/h.
Traffic composition was predominantly over 93% cars and light vehicles and 7% trucks and buses
northbound on the bus route, and over 97% cars and light vehicles southbound with no bus route.
This indicates no unusual heavy vehicle problems. Less than 2% of vehicles were estimated to be
bikes based on field observations.
Figure 13: Traffic survey locations
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6.3 Parking Inventory and Occupancy Surveys
The full parking inventory was undertaken on the Friday 9th of November 2012 from 8am to 6pm and
the Saturday 10th of November 2012 from 10 am to 2pm. Some selected observations from the data
for the subject site include:
On Thursday night the number of cars parked in the subject car park declined from mid- afternoon
to 6pm but then increased again to 8pm due to evening diners arriving by car. On-street parking
was almost full by 7pm and drivers waited for spaces on-street even when there were plenty of off-
street spaces available free of charge after 6pm, suggesting that on-street parking was
considered more convenient or more secure.
Late night parking on the subject site after 10pm, was negligible, less than 10 cars, indicating that
the site was not widely used for overnight resident parking
Friday morning parking on the subject site started with retail/office hours from 8am, with the car
park spaces filling in the preference order of: free parking bays around the perimeter filled first,
spaces closest to the centre and retail filling progressively back from Eyre Street filled second, and
some parkers showing a preference to parking in shaded bays under trees.
Friday parking demand peaked between noon and 2pm with 112 cars parked, an occupancy of
50%.
Friday parking declined in the afternoon and then increased again to about 80 cars at 8pm
Saturday parking was later and occupancy was lower, peaking at 87 cars at 2pm, an occupancy of
38%.
Observations elsewhere in the study area were:
The new medium density housing on the block bounded by Leichhardt Street was approaching
build out, and the final block was being leased. Many of the units had two car spaces in a large
secure basement car park that also provided on-site visitor car parking at a rate of one visitor
space per four residential units. This provision appeared to be in excess of visitor demand. Site
visits on Thursday and Friday indicated these visitor spaces were never more that 25% occupied.
Visitors appeared to prefer to park on-street around the perimeter of the block.
Figure 14: Unoccupied visitor spaces
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 19
The Kingston Foreshore precinct is within walking distance of Kingston, but ACTPLA advised that
the precinct is provided with its own self-sufficient supply of car parking and that, when fully built
and occupied, its parking supply was not to be considered as available for the use of Kingston, or
requiring overspill parking into Kingston.
Telopea Park has a number of off-street unpaved car parks within it, served from the frontage
roads. The parking fronting and accessed from Telopea Park Road (West) appears to be used for
parking to the Parliamentary zone, and was not considered in this study. Parking at three of four
sites on the eastern side closer to Kingston appeared less used, and was within walking distance
to serve Kingston Group Centre parking demand. The other site was next to and served a
picnic/bbq area. Authorities12
have advised that the capacities of these gravel car parks are likely
to be filled with cars displaced from currently available on-street parking on the eastern side of
Telopea Park Road (West). Roads ACT has taken a decision to restrict most of this parking
because of residents’ complaints. In 2013 there will be another 20-30 Barton-based vehicles
looking for a free parking space and they will likely soak up spare capacity in Telopea Park (East)
off-street car parks and perhaps on Telopea Park Road (East) itself.
Nearer to Manuka, there appeared some pressure on on-street parking from other development
with paid or controlled parking, including the East Hotel and Human Services near Manuka.
The basement paid public car park off Tench Street (# 86 under Griffin Apartments) does not have
clear guidance signage, and does not attract much use as a public car park, with less than 10%
occupancy. Haphazard angle parking by vehicles across two bays suggested that users know the
car park never gets busy.
Figure 15: Griffin Apartments public car park access, driveway and access controls
12
ESSD email 29 January 2012
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Manuka Supermarket shopping basement was a paid car park open to the public with no free
period, indicating the high demand for parking in the centre of Manuka.
Local Churches have significant on-site parking that is underutilized on weekdays. The Greek
Church fronting Telopea Park was less than 5% occupied at all surveyed times. The Baptist
church car park off Currie Crescent varied from about 10% to 30% occupied. However
commercial car parking is not normally one of the land uses which is considered13
in relation to
13
ESDD commented 29 January 2012 that some churches in Barton, Manuka, and Turner have taken advantage of this use, and may need to be controlled in terms of protecting residential amenity in some locations.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 21
church sites. The churches have intermittent high demands for parking for funerals and other
functions mid-week.
Figure 16: Greek Church parking – weekday
Median Parking in Wentworth Avenue had minimal usage on weekdays, but was up to 80%
occupied on Sundays for the nearby Sunday Markets.
Figure 17: Median Parking in Wentworth Avenue - weekday
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 22
6.4 Parking Duration and Turnover
Observations during the surveys indicated that:
There was a reasonable degree of compliance with signed parking duration limits, despite no
sightings of parking enforcement officers.
The short term spaces around the centre (No Parking, meter parking in Jardine Street and Eyre
Street and Kennedy Street) were over 90% occupied throughout the surveys and did not
experience appreciable overstay (as judged by the expired meters).
The medium term spaces controlled with ticket machines for up to two hours were generally used
towards that time limit.
The unrestricted parking was generally filled progressively away from the centre and was mostly
used as all day parking by commuters with little turnover.
Parking in streets where parking was banned on one or both sides during business hours, filled
after 5pm as residents and visitors arrived home, and remained highly occupied until the next
morning bans took effect (except of course for Saturday and Sunday).
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 23
7.1 Parking Supply Option Study
This study and report14
analysed public and private parking supply in the ACT in 2010, especially in the City and Woden Town Centre to identify current demand, usage patterns and management regimes.
The report noted that “current parking system in Canberra does not sufficiently discourage car use, does not maximise the availability of the current supply of parking, and does not make optimum use of the available supply. Prices for all-day parking are inexpensive and the overall parking supply is plentiful although there are areas where demand approaches or exceeds the available supply. Other effects of the system are:
Parking in Canberra is cheaper and is perceived as more convenient than public transport,
providing little incentive to use alternative modes of travel.
There appears to be an incorrect perception of shortage of parking bays. The average vacancy at
peak demand time needs to be accurately surveyed.
A significant portion of available parking capacity is underutilised.
Drivers will continue to expect to find a space close to their destination.
Drivers and developers are demanding more and more parking bays, and expecting the ACT
Government to provide these.”
Parking issues can generally be categorised in terms of supply or management. Supply issues deal with too few spaces being available and the expectation that a public or private organisation must provide more spaces. Management issues relate to available facilities not being used effectively resulting in inefficient use of current parking capacity.
The Parking Supply Option Study will inform the development of the Parking Strategy, which is one of four elements of the Sustainable Transport Action Plan. This will lead to the Transport Infrastructure Plan which will in turn contribute to the Sustainable Transport Action Plan 2010-16. The long-term Plan is seeking to reduce car dependency and is targeting mode splits as follows:
2011 80% car 6% walking 5% cycling 9% public transport
2021 70% car 7% walking 7% cycling 16% public transport
The draft final parking option strategy refers to measures to encourage higher vehicle occupancies such as reduced fees, preferred parking locations in car parks and reserved spaces in car parks. It is preferred that the ‘three for free’ system in some car parks is retained whether the public or private sector manages the car park.
14
Parking Supply Option Study for ACT Government by Luxmoore Parking Consulting /ARRB, 24 May 2010
7 Literature review
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The share of walking, cycling and public transport for work trips across Canberra as a whole is planned to increase from 13.1% in 2001 to 20% in 2011 and 30% in 2026. The public transport share is to increase from 6.7% in 2001 to 9% in 2011 and 16% in 2026. It has been pointed out that in practical terms the 2026 target is likely to have to translate to around 35% in the City, 30% in the town centres and possibly 20% or more in Barton, Parkes and Russell if it is to be achieved.
In 2009, the parking supply in Canberra’s City Centre was about 680 spaces/1000 CBD jobs (840 in 1991). The figures for the Town Centres
15 vary between 800 to 1,000 spaces per 1,000 employees.
The average vehicle occupancy in the City is estimated to be around 1.25 persons/passenger car. Car parking spaces may also be reduced by 1 space per 4 secure bicycle parking spaces up to a maximum of 5% of the car parking space provision for any additional bicycle parking spaces above the on-site requirements set out in the ACT Bicycle Parking Code under the Territory Plan.
Data from the ACT Draft Parking Survey Report 2009 included the following tabulations:
15
Town Centre in this context includes Kingston Group Centre
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Means of encouraging the use of other modes of transport through parking management policies and actions include:
Increasing the cost and/or reducing the supply of parking at the destination. This should be aimed
at long-stay/commuter parking to assist in reducing peak period congestion.
Providing parking near to the home end of the trip served by a good quality public transport
service to the trip destination (park and ride).
Improving the quality of the alternatives to the use of the car using parking-generated funds, e.g.
to provide a shuttle bus service.
to improve cycling facilities in an activity centre.
to improve the amenity and walkability of an activity centre.
Giving preference to selected forms of transport, e.g.
providing free parking for high occupancy vehicles or by allocating preferred parking spaces
for them.
providing more parking for motorcycles on the grounds that they are more fuel and space
efficient forms of transport.
providing additional, well located, safe bicycle parking facilities and, where appropriate,
changing facilities.
Higher density mixed use development can also encourage the use of alternative modes and reduce the demand for car parking.
7.2 Parking Management
Victoria Transport and Policy Institute (VTPI16
) in Canada is a focus for research into Travel Demand
Management. Parking Management includes a variety of strategies that encourage more efficient use
of existing parking facilities, improve the quality of service provided to parking facility users and
improve parking facility design. Parking Management can help address a wide range of transportation
problems and help achieve a variety of transportation, land use development, economic,
environmental objectives. Specific parking management strategies are described below.
7.2.1 Share Parking (Reciprocal Parking)
Sharing parking spaces typically allows 20-40% more users compared with assigning each space to
an individual motorist, since some potential users are usually away at any particular time. For
example, 100 employees can typically share 60-80 parking spaces, since at any particular time some
employees are on leave, away on business, or using an alternative commute mode.
Even greater reductions are possible with mixed land uses, since different activities have different
peak demand times. For example, a restaurant can share parking with an office complex, since
restaurant parking demand peaks in the evening while office parking demand peaks during the middle
of the day. However in a location like Kingston, the reciprocal use of restaurant and office parking
does not work well because while the office demand is high throughout the day, restaurant demand
from users external to Kingston is also high during lunch hours, particularly on Thursdays and Fridays.
In some cases there is no complementarity. These local characteristics are inherent in the parking
data collected in the Kingston parking surveys.
Public parking facilities, including on-street parking spaces, can usually be shared efficiently among
many destinations.
In lieu fees allow developers to pay into a fund for off-site municipal parking facilities instead of
providing their own on-site parking (Shoup 1999a). This results in more efficient shared parking
facilities, and allows parking facilities to be located where they are most optimal for urban design.
16
VTPI, Canada
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 27
The appropriate number of motorists that can be assigned to a particular number of parking spaces
depends on several factors. In general, the more diverse the users and the larger the facility, the more
parking spaces can be shared.
This reciprocal parking discount already is in existence for the current subject car park, as multiple
shoppers and diners and commuters etc. use it throughout the day. The reciprocal parking discount
for the retail and supermarket and the residents is less clear cut, because the evening supermarket
use will overlap the dining and residential use. There may be a small discount for commuters or
diners or shoppers who use the supermarket on the same trip, but the reduction in parking would be
minimal. There may also be some small reciprocal use of super market spaces with residential visitor
spaces.
7.2.2 Regulate Parking Use
Parking facilities can be managed and regulated to encourage more efficient use of parking resources
and more efficient travel. This often involves making the most convenient parking spaces available to
certain higher-value uses. Below are typical strategies.
Regulate based on the type of vehicles or users. For example, during peak periods dedicate the
most convenient spaces for service vehicles, customers, rideshare vehicles, and vehicles used by
disabled people. This can only be undertaken in managed car parks, but modern electronic
parking assistance systems coupled with vehicle number plate recognition systems have been
used to deter employee vehicle parking and manage other user groups. Some authority
discrimination can be exercised over listed employee or gymnasium or tenant parkers through
appropriate lease conditions.
Limit parking duration (5-minute loading zones, 30-minutes adjacent to shop entrances, 1- or 2-
hour limits for on-street parking in commercial areas), to encourage turnover and favour shorter-
term users (since higher priority trips, such as deliveries and shopping, tend to park for shorter
duration than lower priority trips).
Encourage employees to use less convenient parking spaces (such as parking lots further away
from the activity centre) during peak periods, in order to leave the most convenient spaces for
customers. Develop a system to monitor use of parking facilities and send reminders to
employees who violate these guidelines. Alternatively some of the most convenient parking bays
can be closed off until after employee commuter arrival hours on weekdays.
Charge higher parking prices and shorter payment periods for more convenient spaces.
Implement more flexible pricing methods which allow motorists to pay for only the amount of time
they park, which makes shorter parking periods relatively attractive.
Limit use of on-street parking to area residents, or provide discounts to residents for priced
parking. The Authorities have advised17
that there will be no provision of resident parking permits
in Kingston as there is sufficient parking on-site in residential developments in Kingston and
across Canberra to cater for very reasonable levels of resident parking.
Limit on-street parking of large vehicles to ease traffic flow and discourage use of public parking
for storage of commercial vehicles.
Prohibit on-street parking on certain routes at certain times (such as on arterials during rush hour),
to increase traffic lanes or expedite bus or bicycle travel.
Variable pricing is one of many parking management tools used to achieve a target occupancy level,
commonly accepted on the basis of static and dynamic capacity and user perceptions to be 90% or
less. An occupancy target of 85%18
is widely accepted among parking experts as the “effective
17
ESDD email 29 January 2013 18
Guidelines for Effective Parking Management- Parking Management with Variable Pricing, national capital Region Transportation Planning Board, Kittelson Assoc., USA, December 2008.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 28
capacity” for parking systems; once parking occupancy exceeds this level, many potential parkers
struggle to find the remaining vacancies and will either leave an area or will circulate for an available
parking space (“cruising” for parking).
In practicing variable pricing with an 85% utilization target, measured occupancy higher than the target
occupancy level would trigger the consideration of an increase in price to reduce parking demand. If
occupancy is substantially lower than 85%, then price reductions may be considered in order to attract
more vehicles. Under variable pricing programs, prices could vary by duration of stay, time of day, day
of week, or location in response to varying demand conditions.
The 85% target relates to car parks without guidance systems. Electronic guidance systems reduce
circulations times and well-designed car parks generally in multi-level facilities can function effectively
at occupancy levels of up to 95% with guidance systems installed.
Most of these actions require wider consideration than just the subject site.
7.3 Sydney examples (Victoria Park and Green Square)
The following examples are based on recent advances in NSW and UK practice, but are not
considered directly appropriate19
for application in Kingston at this stage, under existing legislation and
procedures.
The latest control plans in City of Sydney20
use indices based on Land Use and Transport Index
(LUTI) etc. based on the specific location of the subject site. The car parking rates in the Local
environment Plan (LEP) and Development Control Plan (DCP) are based on access to public transport
and services. A place that has a high level of access to public transport and services will need less
car parking than a place that has a low level of access to transport and services. Accessibility is
categorised according to the following two indices:
‘PTAL’ Index – the Public Transport Accessibility Level Index; and
‘LUTI’ Index – the Land Use and Transport Integration Index.
Accessibility throughout the local government area has been mapped according to the PTAL and LUTI
indexes. These maps are used to determine the maximum rates of car parking and are included in the
LEP.
The PTAL Index applies to non-residential development and is based on the model developed by
Transport for London to determine the level of access to public transport. Using data from Transport
NSW Transport and Population Data Centre, the model identifies the public transport services,
including trains, light rail, monorail, buses and ferries, within walking distance of a parcel of land. Each
parcel of land is assigned an accessibility category based on the number of public transport services
within certain walking distances.
The LUTI Index applies to residential development and combines access to public transport with
access to urban centres, where residents can access neighbourhood services such as shops. The
LUTI Category is based on the walking distance to an identified urban centre from a parcel of land as
well as the number of public transport services that are within walking distance of that parcel.
For the least accessible sites to public transport in City of Sydney (i.e. Category C and Category F
Zetland in South Sydney comparable to Kingston, with over one kilometre walks to a railway station21
,
and limited bus services) the following apply:
Division 1 Car parking ancillary to other development
19
ESDD email 29 January 2013 20
Draft Sydney Development Control Plan 2010, and Sydney Local environment Plan 2010 , City of Sydney 21
Canberra railway station is not significant to serving internal public transport trips within Canberra.
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7.1 Objectives and application of Division
(1) The objectives of this Division are:
(a) to identify the maximum number of car parking spaces that may be provided to service particular
uses of land, and
(b) to minimise the amount of vehicular traffic generated by a proposed development.
(2) This Division applies if car parking spaces are proposed to be provided in connection with a
proposed land use but not if the proposed land use is a car park.
7.5 Residential flat buildings, dual occupancies and multi-dwelling housing
(1) The maximum number of car parking spaces for residential flat buildings, dual occupancies and
multi-dwelling housing is as follows:
(c) if on land in category C:
(i) for each studio dwelling—0.4, and
(ii) for each 1 bedroom dwelling—0.5, and
(iii) for each 2 bedroom dwelling—1, and
(iv) for each 3 or more bedroom dwelling—1.2, and
(v) for each dwelling up to 30 dwellings—0.2, 22
and
(vi) for each dwelling between 30 and 70 dwellings—0.125,
and
(vii) for each dwelling more than 70 dwellings—0.067.
7.6 Office premises and business premises
(1) The maximum number of car parking spaces for the parts of the following buildings that are used
for the purposes of office premises or business premises is as follows:
(a) a building with a floor space ratio of no more than 3.5:1 on land in category D—1 space for each
175 square metres of gross floor area used for those purposes,
(b) a building with a floor space ratio of no more than 2.5:1 on land in category E—1 space for each
125 square metres of gross floor area used for those purposes,
(c) a building with a floor space ratio of no more than 1.5:1 on land in category F—1 space for each 75
square metres of gross floor area used for those purposes,
(d) a building with a floor space ratio of more than 3.5:1 on land in category D—see subclause (2),
(e) a building with a floor space ratio of more than 2.5:1 on land in category E—see subclause (2),
(f) a building with a floor space ratio of more than 1.5:1 on land in category F—see subclause (2).
(2) For the purposes of subclause (1) (d)–(f) the maximum number of car parking spaces is to be
calculated using the following formula:
M = (G × A) ÷ (50 × T)
where:
M is the maximum number of parking spaces, and
22
205 residential units in the subject development would require 20 visitor parking spaces (0.2x30 + 0.125x40 + 0.067x135)
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 30
G is the gross floor area of all office premises and business premises in square metres, and
A is the site area in square metres, and
T is the total gross floor area of all buildings on the site in square metres.
7.7 Retail premises
(1) The maximum number of car parking spaces for the parts of the following buildings that are used
for retail premises (but only if the building has no more than 2,000 square metres of gross floor area
used for retail premises) is as follows:
(a) a building with a floor space ratio of no more than 3.5:1 on land in category D—1 space for each
175 square metres of gross floor area used for that purpose,
(b) a building on land in category E—1 space for each 60 square metres of gross floor area used for
that purpose,
(c) a building on land in category F—1 space for each 50 square metres of gross floor area used for
that purpose,
(d) a building with a floor space ratio of more than 3.5:1 on land in category D—see subclause (2).
(2) For the purposes of subclause (1) (d), the maximum number of car parking spaces is to be
calculated using the following formula:
M = (G × A) ÷ (50 × T)
where:
M is the maximum number of parking spaces, and
G is the gross floor area of all retail premises in square metres, and
A is the site area in square metres, and
T is the total gross floor area of all buildings on the site in square metres.
7.4 Parking Levies
The New South Wales and Victoria State Governments raise funds through parking levies. Although
these levies differ in nature from the proposed STCF in Canberra, the use of the funds generated has
some relevance. The Sydney Parking Space Levy applies to non-resident off-street parking spaces in
the Sydney CBD and other CBDs such as North Sydney and Parramatta. The Melbourne Congestion
Levy applies to long-stay parking spaces in public and private car parks. The Western Australia State
Government imposes a licence fee for all private non-residential parking spaces in the Perth Parking
Management Area.
The funds raised through the Melbourne levy and the Perth licence fees are primarily directed towards
improving the CBD transport system. The Melbourne levy is used to fund urban improvements and
public transport upgrades in the CBD, and other transport initiatives including the free CBD shuttle bus
service. The Perth licence fee was introduced to fund the free Central Area Transit (CAT) bus service,
improve public transport access, enhance the pedestrian environment, support bicycle access, and
other initiatives.
However this would have to be considered as part of a wider parking policy across Canberra than the
subject site, and is not considered appropriate for application in Kingston at this stage, under existing
legislation and procedures.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 31
8.1 Introduction
The implications for the on-street and off-street parking with the parking demand from the proposed
development were assessed in terms of:
parking impacts on residents, commuters and the employees of existing businesses,
connections and facilities to access parking areas such as footpaths and lighting,
signage to direct motorists to parking areas,
use of similar car parking areas for different usages based on the type of activities, and
adequacy and effectiveness of existing parking restrictions based on the type of development.
8.2 Demand for Car parking
8.2.1 Historic Demand for car parking
Historic data for parking supply and demand is summarized in the following table for Kingston:
Figure 18: Historic Supply and Demand characteristics for car parking in Kingston
Year: May 2009 May 2012 November 2012
Total parking spaces 1461 1117
Occupancy vehs 62523
63124
Occupancy % 43 56
Pay parking % 28
Disabled parking % 2
Motorcycle parking % 1
Public Parking spaces
Short stay parking spaces 359
Occupancy vehs 166
Occupancy % 46
Long stay public spaces
Total parking spaces 525
Occupancy vehs 261
23
Accumulation mid-morning 24
Peak accumulation at 1pm
8 Car parking demand
analysis
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 32
Occupancy % 50
Total public spaces
Total parking spaces 884
Occupancy vehs 427
Occupancy % 48
Tenant parking
Total parking spaces 522
Occupancy vehs 169
Occupancy % 32
On-street supply spaces 496
On-street occupancy 263
Occupancy % 53
Off-street supply spaces 1074
Off-street occupancy 578
Occupancy % 54
The capacity and supply of parking at the subject site has varied over time. The capacity of the site
measured by the May 2012 surveys25
by ACTPLA were reviewed but appear unclear26
in some
respects.
Other studies provide various estimates of the supply of car parking on the subject site ranging from
211bays to 245 bays. There is limited informal parking outside the marked bays, and some bays have
been rendered unusable by the installation of raised concrete bases for lighting poles within the bays.
Discussions with local workers and ACTPLA staff suggest that usage of the subject car park and
Kingston public parking was higher five years ago than now. The may be related to a combination of
factors including the Global Financial Crisis, growth of other retail centres and supermarkets at the
expense of Kingston as a vibrant retail shopping centre, empty or underutilized floor space in
Kingston, and the increased new local residential and commercial developments, with residents and
workers with their own parking who do not drive to Kingston – they either walk to shop or dine or work
in Kingston or drive to other centres for major shopping trips.
25
Survey conducted weekday mid-morning 26
The survey results from the ACT’s 2012 Major Centres Parking Survey for 48/19 Kingston, appear to be in error. This high level of occupancy occurred during lunch time periods in the early 2000s but more recently demand levels have been much lower. It is possible that, on the day the car park was surveyed in May, there was some event or function in or around Kingston Group Centre which generated such demand, but this seems unlikely. The current occupancy shown in Table 2 is more representative of current parking demand. (ESDD spot counts during the lunch time period on a couple of days in mid-November 2012 confirm these figures.)
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 33
8.2.2 Existing supply and demand for car parking on subject site
Table 6: Existing Subject site parking
Parking type Bays27
Bays Occupied at peak 28
Four hour bays 183 89
Free bays 30 30
Bays for disabled persons
5 3
Total bays 218 122
Figure 19 Vehicles parked and total parking supply on subject site in hour starting on peak Friday in 2012
29
8.2.3 Assessment of potential future development following
implementation of Kingston master plan recommendations.
The diagram below was extracted from the Kingston master plan report (ACTPLA 2012). It shows
proposed permissible building heights (in storeys) for the centre. An assessment30
was made of the
potential for increased gross floor area (GFA) at the centre.
27
Line marked bays effectively unobstructed by kerbs, landscape and light poles as counted and re-confirmed by Aurecon in November 2012. 28
2 pm Friday, 9 November 2012. 29
Aurecon surveys, 9 -11 November 2012 30
AT Adams Consulting 22 November 2012
0
50
100
150
200
250
vehicles parked
total bays
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 34
Figure 20: master plan areas in Kingston Group Centre
Detailed calculation of the potential increased gross floor area (GFA) is included in the appendices,
and is summarised as follows:
Table.7: Potential increase in gross floor area (m2 GFA)
Site Potential increase Comment
Section 20 5800 All likely to be office and residential, basement and surface parking on-site, negligible off-site demand.
Section 21 South 14000 Ground level retail will continue as current. Levels above ground likely to be residential and office with on-site parking. Allow say 500m2 restaurant over and above existing
Section 21 North 12500 Ground level retail will continue as current. Levels above ground likely to be residential and office with onsite parking. Allow say 300m2 restaurant over and above existing with
Section 22 3000 Future development will be for office and or residential with parking supplied on site in basements.
Section 19 car park
0 N/A
Section 19 Motels 2700 Future development likely to be for motel or residential but demand will be to Dawes St and distant from core shopping precinct.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 35
The schedule indicates that there is considerable potential for further development at Kingston if the
master plan is implemented. However all of the additional space is at upper levels and this would
virtually all be taken up with office and residential space. The retail expansion on the subject site is
likely to be the only increase in retail GFA.
The current and continuing policy for parking accommodation for new developments in the ACT is that
all parking generated by new developments must be provided on-site (as is the case with the subject
project). It is therefore reasonable to presume that whatever new development may occur will provide
for its own parking needs and therefore does not need to be provided for in consideration of future off-
site parking availability. It could be concluded that this study does not need to allow for future growth
of the centre (other than on the subject site) in calculations31
.
However, ESDD noted that the schedule outlines potential increases in commercial floor areas.
Parking provision rates were used to estimate parking demand (which is different from parking
provision when office uses are involved). The parking provision rate for office uses in Kingston is 2.5
spaces per 100m2 GFA. The demand rate for offices in Kingston is likely to be 3.5 spaces per 100m2
GFA (based on Census journey-to-work data), assuming (conservatively) that there are five (5) jobs
per 100m2 GFA. The trend is to get more staff into less space, so it is possible that the demand rate
for office uses may rise. Although this may be offset by increasing public transport use, the demand
rate may rise towards four (4) spaces per 100m2 GFA. This means that off-site demand from office
uses can be expected to be between 10 and 15 spaces per 1000m2 GFA of offices.
31
The conclusion also assumes that parking generated by developments must all be on-site. This assumes that the issue of a creating a “parking bank” on the subject site (i.e. extra provision to accommodate off-site parking demand from other future development) is outside the scope of this study. ESDD advised that this was done with the development of Section 41 Griffith (Manuka Plaza) to allow for potential development possibilities in Palmerston Lane.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 36
9.1 Existing Demand
Current November 2012 demand for car parking on the subject site varied from less than 10%
occupied of total bays overnight to a peak usage on busy weekday lunchtimes to a maximum
observed occupancy of 122 cars or 56% of the 218 car bays. Demand is also significantly driven by
dining in the Kingston Group Centre on weekday evenings and on the weekends, peaking at 87 cars
or 40% occupied at Saturday lunchtime.
The wider group centre area has marginally higher utilisation of on-street parking but less use of off
street parking. The on-street parking within the group centre such as Jardine Street, Giles Street, and
Kennedy Street within the group centre is in high demand, with occupancy generally exceeding 90%
during peak periods. If short stay bays (less than one hour parking) are excluded, the occupancy of
on-street parking close to the Kingston Group Centre during the busiest weekday lunch time periods is
close to 100%, much higher than off-street parking.
9.2 Future Demand
9.2.1 New floor space development
There is considerable potential for further development at Kingston if the master plan is implemented.
However all of the additional floor space is at upper levels and this would virtually all be taken up with
office and residential space. The retail expansion on the subject site is likely to be the only significant
increase in retail floor area.
The current and continuing policy for parking accommodation for new developments in the ACT is that
all parking generated by new developments must be provided on-site (as is the case with the subject
project). It is therefore reasonable to presume that whatever new development may occur will provide
for its own parking needs and therefore does not need to be provided for in consideration of future off-
site parking availability.
It can be concluded that this study does not need to allow for future growth of the centre (other than on
the subject site) in calculations, with some allowance for demand for new commercial floor space
unable to be satisfied on those sites.
9.2.2 Uplift in trading of existing floor space
There is some under-trading of the existing floor space in Kingston group centre. It is difficult to
quantify the potential up lift of this activity in future and then the effect of this up lift on parking
9 Conclusions
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 37
demand. Trip generation and parking data for various land uses32
suggest that some centres
generate up to 20% more than others. For the purposes of this study, it was estimated that that a
better centre can generate 20% more than a poorly performing centre.
The proposed development with a supermarket is likely to have an effect of improving trading of the
existing centre. This would contribute to the uplift.
Given that such centres seldom reach 100% occupancy of floor space, we estimate a total uplift of say
20%, raising the parking demand on the subject site demand from the existing 122 cars to 146 cars.
9.2.3 Parking level of service
A 90% car park occupancy rate is a generally accepted33
parking industry standard to provide a
suitable level of service for customers to park quickly and with some certainty of finding a vacant bay
on most visits. This avoids frustration by parkers circulating to find a space and allows some margin
for seasonal variations and unusually busy days. This would suggest increasing the 146 car bays to
162 bays to achieve a 90% occupancy rate in the car park, so that it provides an adequate level of
service to parkers seeking a vacant space at peak times.
It should be noted that if new parking is provided in basements or structure with electronic parking
assistance systems such as space occupancy sensors and green and red lights showing vacant and
occupied spaces and associated information and signage systems, convenient car park occupancy of
95% can be expected. This would allow a reduction from 162 spaces to 154 spaces.
9.2.4 Sustainability and mode split targets
The transport mode split to car in Kingston in year 2006 was 88%. There is some indication that this
has reduced slightly in the interim, but requires further work to achieve the Canberra-wide target of
70% by car in year 2021, a reduction of one fifth. Whilst this applies specifically to Journey to Work
travel and is not specific to Kingston, that reduction applied to 1461 bays serving Kingston in 2006
would suggest a one fifth reduction of 290 bays in Kingston to not unduly penalize the availability of
car parking.
Not all of this reduction would need to apply to the subject site car park at Kingston, and could be a
combination of a wider parking policy across various streets and sites in Kingston.
The 30 free bays on the subject site are mostly used for commuter car parking. Most of the bays on
the subject site have a four hour limit and therefore are not directly suited for most Journey to Work
commuter car parking. The reduction of public bays on the subject site from 218 bays by one fifth
would suggest a reduction to 174 bays on the subject site.
This mode shift away from car travel also implies greater use and provision of bike parking and
improved provision and use of public transport (bus) services.
9.2.5 Future Demand of subject development
The calculated future new demand on the completed subject development is summarized as follows
based on standard ACTPLA code rates:
Retail including supermarket 224 bays
Residential 273 bays
Total 494 bays
32
E.g. Trip Generation Characteristics of Free Standing Discount Stores: a Case Study, Mano et al, ITE Journal, May 1999; Trip Generation Characteristics of Shopping Centres, JC Peyrebrune, ITE Journal, June 1996. 33
Static Capacity and Dynamic Capacity
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 38
9.2.6 Reciprocal parking
A degree of reciprocal (shared) parking is already occurring in the existing surveyed subject car park
usage and there is no clear case to further reduce the supply of parking in the development on this
basis.
9.2.7 Diminishing demand with increasing centre size
There are well established data curves that show a reduction of the rate of parking with increasing
retail centre size, caused by less intensive retail uses as the retail centre grows and includes larger
floor plans. This aspect is related mainly to larger regional shopping malls and not considered to be
material to this relatively small increase in Kingston Group Centre.
9.2.8 Parking pricing and time limits
The subject site parking, except for the 30 free bays, is mostly subject to a fee charged for any
duration of stay up to a maximum of 4 hours. The fee and time limit regime for the future development
on the subject site has not been determined, but will have an effect on the usage and turnover of the
future subject car park. This analysis assumes that a similar regime will apply.
Details of that regime may vary in some respects such as removal of free public parking without time
limits, and such as free first hour parking or similar. Such variations are likely to improve the turnover
and level of service of the car park to better than that existing.
9.2.9 Visitor parking
Site observations nearby in Kingston and comparisons with other cities such as Sydney suggest a
reduction in the rate of residential visitor parking provision from one bay per four residences to one
bay per eight residences, resulting in a reduction from 51 visitor spaces to 26 visitor spaces for 205
residential units.
An option would be to include the visitor parking as extra pay parking spaces. There is nothing in the
Parking Code which prevents this and there is no specific requirement to provide residential visitors
with free parking in centres.
9.2.10 Parking provision for future wider Kingston Group Centre
The study included considerable discussion of the potential for future parking demand to be generated
by the future development of the wider Kingston Group Centre outside the subject site.
This discussion suggested34
that a reasonable balance would require that the successful
purchaser/developer of the subject site should also provide a further 50 car parking spaces which are
to be held by the Territory for future sale or allocation to other sites in the established commercial
areas of the Kingston Group Centre.
These additional 50 car parking spaces are to be made available for public use prior to any future sale
or allocation to developers/lessees of existing sites who may be unable to provide on-site parking
owing to site constraints or other constraints which, in the opinion of the Territory, warrant provision of
off-site parking in lieu of on-site parking. The balance of any unsold or unallocated parking spaces
remaining after an agreement for sale or allocation of part of the 50 spaces should continue to be
available for public use.
34
Transport Planning and Projects, Environment & Sustainable Development, ACT Government, email 12 March 2013.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 39
9.2.11 Total Future parking on the subject site
Total future provision is estimated as:
168 public parking bays (i.e. in the range 162 to 174 bays) on the subject site
50 additional parking bays to be held by the Territory
468 bays from the subject development35
( including one visitor parking bay per eight of the 205
residential units)
686 bays total on the subject site.
The publicly available replacement spaces and visitor parking bays must be available at all times.
9.3 Management of car parking
This is the maximum car parking that should be provided to meet demand. In accordance with
Australian and ACT government sustainability policy there is a desire to reduce the proportion of travel
undertaken by car. This is reflected in in the aim to reduce the car mode split in urban centres, and
the “Transport for Canberra” policy of the ACT Government36
as the foundation for transport planning
for the next 20 years. It includes a Strategic Parking Framework for Canberra that includes:
A conscious shift from predicting growth and providing for it to managing demand and
improving the efficiency of the existing transport system. Motor vehicle parking provision will
be reduced in areas of higher density where other transport options (public transport, walking,
and cycling) are available.
Reduce the provision rates for some motor vehicle parking uses in line with land use and
transport planning. The Parking and Vehicular Access General Code will be amended to
allow developers of residential development in the City and town centres the discretion to
provide parking in accordance with market demand including the option to reduce parking or
provide no parking.
This policy can be supported by parking management strategies developed for the short term and long
term to achieve the objectives of this study including:
Provide high turnover parking in high demand areas – consider the construction of say 18
short term ninety degree angle parking bays on the south side of Eyre Street along the
frontage of the subject site.
Reduce illegal parking within the study area – by enforcement as required.
Provide car parking arrangements to reduce the congestion and to provide easy access to the
land uses to transport goods and services – including well designed loading docks.
Improve fixed and electronic guidance and signage to public car parking – at the subject site
and the Griffin Centre car park to reduce the potential impression that there is insufficient
parking, and to improve the level of service to users by indicating the locations and availability
of parking.
Review the use of existing parking arrangements based on the supply and demand in high
demand areas – the on-street car parking in Kingston appears generally appropriate but the
Griffin Centre public car park is underutilised and the Jardine Street off-street car park close to
the centre is filled with commuter parkers to the exclusion of short term customer parking.
35
Subject to mix of unit/bedroom sizes and serviced apartments 36
Transport for Canberra policy, ACT Government, released on 19 March 2012.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 40
Use emerging car park technology - such as number plate recognition (e.g. Lane Cove
Marketplace car park) to encourage the increased turnover and availability of convenient car
parking.
Provide improved public transport to reduce the parking demand within the study area.
Investigate an appropriate parking pricing structure, and the removal of free parking with no
time limit on the subject site.
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 41
10.1 Construction phase
Construction on the subject site car park will result in some temporary loss of parking spaces. There
will also be some site construction worker parking and site visitor parking required. The estimation is
summarised in the following Table. Some of the parking spaces identified as possibly being available
are on leased land and their availability will be subject to separate agreements between the
lessee/developer and the lessee of the site on which the perceived spare capacity exists. This may be
suitable for construction workforce and some temporarily displaces parking, but these spaces are not
normally available to the public and should not be considered as part of the normal parking supply.
Some negotiation with Authorities and land owners/lessees will be required to confirm the availability
and extent and potential cost to use some of this parking during the construction phase.
Table 10.1: Construction phase parking balance at peak demand
Site Bays at Peak weekday demand period
Total bays
Distance from car park centroid to town centroid
Comment
Subject site demand
Existing parking relocated from subject site
122 150m Parking demand at peak (includes 5 disabled parking bays)
Existing parking relocated from subject site frontage
0 -
Construction workforce parking
50 Estimated at peak construction activity
Total 172 218 Full bays or cars to be parked elsewhere during construction
Existing vacant bays
Vacant bays at peak
Total Bays
Off-street Underground Griffin Centre
64 86 150m
#78 Telopea Park 6 20 350m
#79 Telopea park 7 15 380m
10 Temporary Car parking
during construction
Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 42
#77 Telopea Park 0 25 370m
Subtotal off-street: 77 Thus total demands can be provided off-street within 400m walk.
Other off-street :
Wentworth Avenue median
106 112 500m
Greek Church37
east of church
60 82 400m
Sub-total 166
On-street On street Telopea Park Road
50
Site frontage South side of Eyre Street
18 Approximately 50m usable frontage @2.7m wide bays
Other on street around centre
100 300m average
Subtotal 168
Total Total within 500m walk. 411
Thus the peak demand of 172 cars during construction can be accommodated in existing vacant
parking bays within 400m of the centre, and can choose from up to 411 vacant parking bays within
500m of the centre. Therefore there is expected to be adequate peak car parking available during the
construction phase. By inspection, this strategy will also satisfy the lower demands on Saturdays and
Sundays (even with some overflow parking from the Sunday markets at Kingston foreshore)
In order to serve local businesses and to avoid undue disruption to local residents and businesses
there should be:
construction workforce parking management,
directional and parking signage,
supplementary works such as improved lighting or pedestrian paths and crossings to serve
Kingston,
depending on the availability of alternative temporary sites, bus or mini-bus shuttle services may
be warranted at some times, and
relocation of disabled parking bays from the subject site to the frontage road during construction.
37
Greek Church car park is reportedly occasionally used for funeral parking but not full during most weekdays.
Appendix A Surveys
Northbound:
Datacol Research Pty Ltd
HOURLY VOLUME BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue W/Day Ave.
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11 Ave.
-----------------------------------------------------------------------------
00:00 8 8 7 22 26 5 5 6.6 11.6
01:00 7 4 2 14 20 0 3 3.2 7.1
02:00 1 1 8 10 25 1 2 2.6 6.9
03:00 1 3 3 8 10 1 0 1.6 3.7
04:00 3 2 5 4 10 1 2 2.6 3.9
05:00 14 8 12 7 5 9 11 10.8 9.4
06:00 39 30 40 11 3 28 27 32.8 25.4
07:00 98 105 110 36 27 105 123 108.2 86.3
08:00 181 174 169 68 37 152 165 168.2 135.1
09:00 141 130 136 94 68 106 120 126.6 113.6
10:00 116 127 112 111 100 106 111 114.4 111.9
11:00 109 140 105 135 113 114 94 112.4 115.7
12:00 138 138 129 126 99 113 126 128.8 124.1
13:00 138 155 144 117 119 126 130 138.6 132.7
14:00 98 111 158 100 101 102 112 116.2 111.7
15:00 96 117 144 103 98 100 112 113.8 110.0
16:00 149 119 133 94 78 130 108 127.8 115.9
17:00 132 137 120 69 69 96 116 120.2 105.6
18:00 132 137 116 77 67 90 117 118.4 105.1
19:00 112 111 107 75 51 78 86 98.8 88.6
20:00 74 70 72 61 49 65 46 65.4 62.4
21:00 51 71 56 49 19 42 73 58.6 51.6
22:00 28 40 51 45 29 29 54 40.4 39.4
23:00 13 25 46 48 7 12 15 22.2 23.7
-----------------------------------------------------------------------------
Total 1879 1963 1985 1484 1230 1611 1758
Datacol Research Pty Ltd
HOURLY VOLUME BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- --- W/Day Ave.
Time 14/11 Ave.
-----------------------------------------------------------------------------
00:00 6 * * * * * * 6.0 6.0
01:00 2 * * * * * * 2.0 2.0
02:00 3 * * * * * * 3.0 3.0
03:00 1 * * * * * * 1.0 1.0
04:00 2 * * * * * * 2.0 2.0
05:00 13 * * * * * * 13.0 13.0
06:00 36 * * * * * * 36.0 36.0
07:00 107 * * * * * * 107.0 107.0
08:00 159 * * * * * * 159.0 159.0
09:00 129 * * * * * * 129.0 129.0
10:00 101 * * * * * * 101.0 101.0
11:00 104 * * * * * * 104.0 104.0
12:00 128 * * * * * * 128.0 128.0
13:00 122 * * * * * * 122.0 122.0
14:00 0 * * * * * * * *
15:00 0 * * * * * * * *
16:00 0 * * * * * * * *
17:00 0 * * * * * * * *
18:00 0 * * * * * * * *
19:00 0 * * * * * * * *
20:00 0 * * * * * * * *
21:00 0 * * * * * * * *
22:00 0 * * * * * * * *
23:00 0 * * * * * * * *
-----------------------------------------------------------------------------
Total 913
Datacol Research Pty Ltd
HOURLY MEAN SPEED BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11
-------------------------------------------------------------
00:00 45.9 42.9 40.6 40.9 41.2 41.2 40.6
01:00 39.7 41.3 37.0 39.6 38.0 0.0 39.3
02:00 45.0 36.0 36.4 34.6 39.8 39.0 42.5
03:00 48.0 41.3 42.7 34.0 40.1 40.0 0.0
04:00 25.3 41.5 43.4 29.8 39.2 49.0 27.5
05:00 40.4 37.4 40.6 46.6 34.6 42.2 39.7
06:00 41.1 40.8 40.1 37.7 36.3 42.7 44.4
07:00 37.1 38.7 38.4 38.6 36.7 37.4 38.2
08:00 38.5 37.1 39.1 35.4 36.8 38.6 39.1
09:00 34.0 33.6 36.2 33.2 36.0 33.9 34.6
10:00 32.7 33.6 33.8 31.9 34.5 35.3 34.6
11:00 33.1 36.0 35.2 35.0 34.9 36.0 37.4
12:00 32.1 34.4 35.7 32.6 33.8 35.3 34.9
13:00 33.8 34.4 34.9 35.5 35.6 35.8 34.7
14:00 35.1 36.2 35.2 36.6 36.3 37.0 35.4
15:00 35.1 38.3 37.3 36.4 38.0 36.0 35.3
16:00 36.2 36.9 35.5 35.5 37.0 37.9 37.2
17:00 38.3 36.6 36.0 38.7 37.6 39.2 35.7
18:00 35.9 36.0 36.0 36.8 39.6 38.0 34.2
19:00 34.3 33.9 35.3 36.4 37.4 35.8 33.5
20:00 37.2 37.2 36.6 36.4 37.0 36.8 38.0
21:00 37.5 38.7 38.1 35.5 37.3 37.9 37.4
22:00 36.4 38.0 38.3 36.8 41.0 39.7 38.5
23:00 39.6 39.2 40.3 39.7 33.9 38.6 38.5
-------------------------------------------------------------
Total 35.6 36.2 36.5 35.6 36.6 36.9 36.3
Datacol Research Pty Ltd
HOURLY MEAN SPEED BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- ---
Time 14/11
-------------------------------------------------------------
00:00 49.0 * * * * * *
01:00 41.5 * * * * * *
02:00 41.0 * * * * * *
03:00 24.0 * * * * * *
04:00 35.0 * * * * * *
05:00 42.6 * * * * * *
06:00 39.7 * * * * * *
07:00 37.5 * * * * * *
08:00 38.4 * * * * * *
09:00 35.2 * * * * * *
10:00 33.3 * * * * * *
11:00 36.0 * * * * * *
12:00 34.1 * * * * * *
13:00 35.4 * * * * * *
14:00 0.0 * * * * * *
15:00 0.0 * * * * * *
16:00 0.0 * * * * * *
17:00 0.0 * * * * * *
18:00 0.0 * * * * * *
19:00 0.0 * * * * * *
20:00 0.0 * * * * * *
21:00 0.0 * * * * * *
22:00 0.0 * * * * * *
23:00 0.0 * * * * * *
-------------------------------------------------------------
Total 36.2
Datacol Research Pty Ltd
HOURLY 85th SPEED PERCENTILE BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11
-------------------------------------------------------------
00:00 54.2 48.6 48.8 49.7 47.1 49.0 47.8
01:00 42.0 47.4 37.8 43.9 41.0 0.0 43.0
02:00 45.0 36.0 40.8 38.5 47.5 39.0 44.7
03:00 48.0 50.5 46.5 41.8 46.0 40.0 0.0
04:00 34.7 44.9 51.5 35.4 45.0 49.0 31.3
05:00 46.9 44.0 47.4 48.9 43.8 49.7 46.4
06:00 50.0 49.5 50.0 48.3 40.5 53.6 51.0
07:00 46.3 47.3 48.0 48.6 46.0 46.0 47.0
08:00 46.0 44.9 47.0 44.0 47.0 48.0 48.0
09:00 42.0 42.0 44.0 43.0 44.0 43.0 42.0
10:00 41.0 41.0 43.0 40.0 43.0 42.0 42.3
11:00 40.0 44.0 44.0 42.0 44.0 44.0 44.0
12:00 40.3 43.3 43.0 42.0 42.0 43.0 44.0
13:00 41.3 41.0 43.0 43.0 43.0 44.1 41.0
14:00 43.0 42.0 42.0 44.0 44.0 44.0 44.0
15:00 43.6 48.0 45.0 45.0 45.0 46.0 44.0
16:00 44.0 44.0 44.0 43.0 45.0 45.0 45.0
17:00 46.0 45.0 42.0 46.0 46.6 46.0 44.0
18:00 44.0 44.0 44.6 45.0 46.0 46.0 42.0
19:00 44.0 40.3 42.0 44.0 43.0 44.3 42.0
20:00 44.8 46.0 43.0 45.7 43.6 43.0 46.2
21:00 45.3 45.0 47.0 44.0 43.0 50.1 44.0
22:00 45.6 44.0 46.0 44.3 51.3 48.7 47.9
23:00 48.0 47.0 47.1 44.8 41.0 49.4 45.0
-------------------------------------------------------------
Total 44.0 44.0 45.0 44.0 45.0 46.0 45.0
Datacol Research Pty Ltd
HOURLY 85th SPEED PERCENTILE BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- ---
Time 14/11
-------------------------------------------------------------
00:00 53.3 * * * * * *
01:00 42.5 * * * * * *
02:00 45.2 * * * * * *
03:00 24.0 * * * * * *
04:00 36.2 * * * * * *
05:00 48.2 * * * * * *
06:00 47.6 * * * * * *
07:00 45.0 * * * * * *
08:00 46.0 * * * * * *
09:00 44.0 * * * * * *
10:00 41.0 * * * * * *
11:00 44.0 * * * * * *
12:00 41.0 * * * * * *
13:00 44.0 * * * * * *
14:00 0.0 * * * * * *
15:00 0.0 * * * * * *
16:00 0.0 * * * * * *
17:00 0.0 * * * * * *
18:00 0.0 * * * * * *
19:00 0.0 * * * * * *
20:00 0.0 * * * * * *
21:00 0.0 * * * * * *
22:00 0.0 * * * * * *
23:00 0.0 * * * * * *
-------------------------------------------------------------
Total 45.0
Datacol Research Pty Ltd
HOURLY SPEED STANDARD DEVIATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11
-------------------------------------------------------------
00:00 9.1 7.0 11.0 9.5 8.2 8.5 11.5
01:00 4.2 7.2 2.8 7.6 5.2 0.0 7.8
02:00 0.0 0.0 5.6 6.7 8.5 0.0 7.8
03:00 0.0 15.8 6.7 7.4 6.4 0.0 0.0
04:00 15.9 12.0 10.4 7.8 7.2 0.0 13.4
05:00 9.7 12.0 9.3 2.2 12.0 8.4 7.4
06:00 9.3 10.8 9.9 10.0 7.2 10.2 7.4
07:00 8.2 7.6 8.1 10.0 10.0 7.9 9.0
08:00 8.4 7.7 8.0 8.3 8.8 8.5 8.0
09:00 7.7 8.3 7.0 8.1 7.7 8.5 8.3
10:00 8.9 7.5 8.0 8.1 8.8 6.3 7.6
11:00 7.5 7.3 9.1 7.1 9.0 9.2 7.1
12:00 8.2 9.2 7.3 7.9 8.7 7.9 8.6
13:00 8.0 6.9 8.0 8.4 7.5 7.9 6.7
14:00 7.9 6.9 7.4 7.0 8.8 7.7 7.9
15:00 7.8 8.5 8.3 8.2 8.0 9.0 8.7
16:00 8.0 8.0 7.7 8.4 8.5 8.1 8.0
17:00 6.8 7.7 6.8 8.3 9.6 8.4 8.4
18:00 7.9 8.2 7.8 8.7 6.9 7.0 8.6
19:00 7.8 7.5 7.5 8.2 6.4 7.9 8.0
20:00 8.5 7.3 7.1 9.3 7.4 8.9 8.3
21:00 7.9 6.4 7.6 7.7 6.8 11.3 6.1
22:00 8.8 7.2 7.8 7.2 9.1 7.2 8.5
23:00 8.8 8.1 7.6 7.3 7.5 11.9 8.6
-------------------------------------------------------------
Total 8.4 8.0 7.9 8.3 8.4 8.4 8.3
Datacol Research Pty Ltd
HOURLY SPEED STANDARD DEVIATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- ---
Time 14/11
-------------------------------------------------------------
00:00 5.7 * * * * * *
01:00 3.5 * * * * * *
02:00 7.2 * * * * * *
03:00 0.0 * * * * * *
04:00 4.2 * * * * * *
05:00 8.6 * * * * * *
06:00 9.5 * * * * * *
07:00 7.8 * * * * * *
08:00 8.2 * * * * * *
09:00 8.5 * * * * * *
10:00 7.7 * * * * * *
11:00 7.8 * * * * * *
12:00 8.6 * * * * * *
13:00 8.3 * * * * * *
14:00 0.0 * * * * * *
15:00 0.0 * * * * * *
16:00 0.0 * * * * * *
17:00 0.0 * * * * * *
18:00 0.0 * * * * * *
19:00 0.0 * * * * * *
20:00 0.0 * * * * * *
21:00 0.0 * * * * * *
22:00 0.0 * * * * * *
23:00 0.0 * * * * * *
-------------------------------------------------------------
Total 8.5
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/07 Wednesday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 8 0 0 0 0 0 0 0 0 0 0 0 8 0
01:00 7 0 0 0 0 0 0 0 0 0 0 0 7 0
02:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
03:00 1 0 0 0 0 0 0 0 0 0 0 0 1 1
04:00 1 0 2 0 0 0 0 0 0 0 0 0 3 1
05:00 13 0 1 0 0 0 0 0 0 0 0 0 14 0
06:00 34 0 4 1 0 0 0 0 0 0 0 0 39 0
07:00 91 0 6 1 0 0 0 0 0 0 0 0 98 3
08:00 173 1 6 1 0 0 0 0 0 0 0 0 181 8
09:00 127 0 13 1 0 0 0 0 0 0 0 0 141 14
10:00 104 1 8 2 0 1 0 0 0 0 0 0 116 10
11:00 98 0 8 1 1 0 0 1 0 0 0 0 109 9
12:00 127 1 9 0 1 0 0 0 0 0 0 0 138 15
13:00 127 0 8 0 2 0 0 0 1 0 0 0 138 11
14:00 88 1 8 0 1 0 0 0 0 0 0 0 98 12
15:00 87 0 7 1 1 0 0 0 0 0 0 0 96 8
16:00 143 0 6 0 0 0 0 0 0 0 0 0 149 13
17:00 127 0 5 0 0 0 0 0 0 0 0 0 132 7
18:00 123 0 6 0 2 1 0 0 0 0 0 0 132 11
19:00 107 0 5 0 0 0 0 0 0 0 0 0 112 6
20:00 70 0 2 0 2 0 0 0 0 0 0 0 74 3
21:00 48 0 3 0 0 0 0 0 0 0 0 0 51 1
22:00 26 0 2 0 0 0 0 0 0 0 0 0 28 1
23:00 12 0 1 0 0 0 0 0 0 0 0 0 13 0
-----------------------------------------------------------------------------------
Total 1743 4 110 8 10 2 0 1 1 0 0 0 1879 134
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/08 Thursday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 8 0 0 0 0 0 0 0 0 0 0 0 8 0
01:00 4 0 0 0 0 0 0 0 0 0 0 0 4 0
02:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
03:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
04:00 2 0 0 0 0 0 0 0 0 0 0 0 2 2
05:00 7 1 0 0 0 0 0 0 0 0 0 0 8 1
06:00 25 0 4 1 0 0 0 0 0 0 0 0 30 1
07:00 98 0 6 1 0 0 0 0 0 0 0 0 105 7
08:00 165 1 5 2 1 0 0 0 0 0 0 0 174 19
09:00 113 0 13 2 1 0 0 0 1 0 0 0 130 11
10:00 112 0 11 3 1 0 0 0 0 0 0 0 127 9
11:00 128 3 9 0 0 0 0 0 0 0 0 0 140 16
12:00 125 1 10 0 2 0 0 0 0 0 0 0 138 26
13:00 139 1 14 1 0 0 0 0 0 0 0 0 155 9
14:00 100 1 7 2 1 0 0 0 0 0 0 0 111 11
15:00 106 0 10 1 0 0 0 0 0 0 0 0 117 8
16:00 113 0 6 0 0 0 0 0 0 0 0 0 119 10
17:00 129 0 7 1 0 0 0 0 0 0 0 0 137 16
18:00 132 0 5 0 0 0 0 0 0 0 0 0 137 13
19:00 106 0 3 1 1 0 0 0 0 0 0 0 111 7
20:00 68 0 2 0 0 0 0 0 0 0 0 0 70 3
21:00 68 0 3 0 0 0 0 0 0 0 0 0 71 2
22:00 37 0 3 0 0 0 0 0 0 0 0 0 40 0
23:00 24 0 1 0 0 0 0 0 0 0 0 0 25 0
-----------------------------------------------------------------------------------
Total 1813 8 119 15 7 0 0 0 1 0 0 0 1963 171
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/09 Friday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 7 0 0 0 0 0 0 0 0 0 0 0 7 1
01:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
02:00 8 0 0 0 0 0 0 0 0 0 0 0 8 1
03:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
04:00 4 0 1 0 0 0 0 0 0 0 0 0 5 0
05:00 11 0 1 0 0 0 0 0 0 0 0 0 12 1
06:00 36 1 3 0 0 0 0 0 0 0 0 0 40 2
07:00 98 0 8 3 1 0 0 0 0 0 0 0 110 2
08:00 159 1 8 1 0 0 0 0 0 0 0 0 169 9
09:00 121 1 12 1 0 1 0 0 0 0 0 0 136 12
10:00 104 0 6 1 1 0 0 0 0 0 0 0 112 15
11:00 98 0 6 0 0 0 0 1 0 0 0 0 105 4
12:00 121 0 6 1 1 0 0 0 0 0 0 0 129 14
13:00 135 1 6 2 0 0 0 0 0 0 0 0 144 21
14:00 147 1 10 0 0 0 0 0 0 0 0 0 158 9
15:00 132 1 11 0 0 0 0 0 0 0 0 0 144 12
16:00 124 0 8 1 0 0 0 0 0 0 0 0 133 11
17:00 113 0 7 0 0 0 0 0 0 0 0 0 120 15
18:00 109 0 7 0 0 0 0 0 0 0 0 0 116 9
19:00 100 1 4 1 1 0 0 0 0 0 0 0 107 5
20:00 70 0 2 0 0 0 0 0 0 0 0 0 72 6
21:00 54 0 2 0 0 0 0 0 0 0 0 0 56 3
22:00 48 1 2 0 0 0 0 0 0 0 0 0 51 4
23:00 45 0 1 0 0 0 0 0 0 0 0 0 46 0
-----------------------------------------------------------------------------------
Total 1849 8 111 11 4 1 0 1 0 0 0 0 1985 156
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/10 Saturday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 21 0 0 0 1 0 0 0 0 0 0 0 22 1
01:00 14 0 0 0 0 0 0 0 0 0 0 0 14 1
02:00 10 0 0 0 0 0 0 0 0 0 0 0 10 0
03:00 8 0 0 0 0 0 0 0 0 0 0 0 8 1
04:00 3 0 1 0 0 0 0 0 0 0 0 0 4 0
05:00 7 0 0 0 0 0 0 0 0 0 0 0 7 0
06:00 10 0 0 0 0 1 0 0 0 0 0 0 11 1
07:00 34 0 2 0 0 0 0 0 0 0 0 0 36 5
08:00 64 0 4 0 0 0 0 0 0 0 0 0 68 6
09:00 91 0 3 0 0 0 0 0 0 0 0 0 94 7
10:00 105 0 5 0 1 0 0 0 0 0 0 0 111 15
11:00 131 1 2 0 1 0 0 0 0 0 0 0 135 13
12:00 123 0 1 0 2 0 0 0 0 0 0 0 126 21
13:00 113 1 1 0 1 0 0 0 1 0 0 0 117 10
14:00 96 0 3 0 1 0 0 0 0 0 0 0 100 11
15:00 100 1 2 0 0 0 0 0 0 0 0 0 103 7
16:00 91 0 2 0 1 0 0 0 0 0 0 0 94 8
17:00 66 0 2 0 1 0 0 0 0 0 0 0 69 3
18:00 75 0 2 0 0 0 0 0 0 0 0 0 77 0
19:00 72 0 3 0 0 0 0 0 0 0 0 0 75 5
20:00 59 0 1 1 0 0 0 0 0 0 0 0 61 4
21:00 48 0 1 0 0 0 0 0 0 0 0 0 49 6
22:00 43 1 1 0 0 0 0 0 0 0 0 0 45 9
23:00 47 0 1 0 0 0 0 0 0 0 0 0 48 2
-----------------------------------------------------------------------------------
Total 1431 4 37 1 9 1 0 0 1 0 0 0 1484 136
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/11 Sunday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 26 0 0 0 0 0 0 0 0 0 0 0 26 0
01:00 20 0 0 0 0 0 0 0 0 0 0 0 20 1
02:00 25 0 0 0 0 0 0 0 0 0 0 0 25 0
03:00 10 0 0 0 0 0 0 0 0 0 0 0 10 0
04:00 9 0 1 0 0 0 0 0 0 0 0 0 10 1
05:00 4 0 1 0 0 0 0 0 0 0 0 0 5 0
06:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
07:00 27 0 0 0 0 0 0 0 0 0 0 0 27 2
08:00 34 0 3 0 0 0 0 0 0 0 0 0 37 1
09:00 66 0 1 1 0 0 0 0 0 0 0 0 68 7
10:00 95 2 2 0 1 0 0 0 0 0 0 0 100 12
11:00 109 1 1 0 1 0 0 0 1 0 0 0 113 13
12:00 96 1 2 0 0 0 0 0 0 0 0 0 99 15
13:00 115 0 2 1 1 0 0 0 0 0 0 0 119 9
14:00 98 1 1 0 1 0 0 0 0 0 0 0 101 12
15:00 95 0 3 0 0 0 0 0 0 0 0 0 98 3
16:00 74 0 2 0 2 0 0 0 0 0 0 0 78 5
17:00 67 0 2 0 0 0 0 0 0 0 0 0 69 1
18:00 64 0 2 0 1 0 0 0 0 0 0 0 67 4
19:00 50 0 1 0 0 0 0 0 0 0 0 0 51 6
20:00 49 0 0 0 0 0 0 0 0 0 0 0 49 1
21:00 19 0 0 0 0 0 0 0 0 0 0 0 19 2
22:00 29 0 0 0 0 0 0 0 0 0 0 0 29 1
23:00 7 0 0 0 0 0 0 0 0 0 0 0 7 0
-----------------------------------------------------------------------------------
Total 1191 5 24 2 7 0 0 0 1 0 0 0 1230 96
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/12 Monday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 5 0 0 0 0 0 0 0 0 0 0 0 5 0
01:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
02:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
03:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
04:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
05:00 9 0 0 0 0 0 0 0 0 0 0 0 9 1
06:00 24 0 4 0 0 0 0 0 0 0 0 0 28 1
07:00 96 1 7 1 0 0 0 0 0 0 0 0 105 4
08:00 142 0 10 0 0 0 0 0 0 0 0 0 152 7
09:00 93 0 9 3 1 0 0 0 0 0 0 0 106 8
10:00 96 1 8 1 0 0 0 0 0 0 0 0 106 9
11:00 102 0 10 0 2 0 0 0 0 0 0 0 114 8
12:00 107 0 4 0 2 0 0 0 0 0 0 0 113 11
13:00 117 3 6 0 0 0 0 0 0 0 0 0 126 9
14:00 92 2 8 0 0 0 0 0 0 0 0 0 102 8
15:00 91 0 7 1 0 0 1 0 0 0 0 0 100 4
16:00 121 2 7 0 0 0 0 0 0 0 0 0 130 7
17:00 90 1 4 1 0 0 0 0 0 0 0 0 96 13
18:00 86 0 4 0 0 0 0 0 0 0 0 0 90 11
19:00 71 0 5 1 1 0 0 0 0 0 0 0 78 5
20:00 63 0 2 0 0 0 0 0 0 0 0 0 65 2
21:00 37 0 3 0 2 0 0 0 0 0 0 0 42 0
22:00 27 0 2 0 0 0 0 0 0 0 0 0 29 0
23:00 11 0 1 0 0 0 0 0 0 0 0 0 12 0
-----------------------------------------------------------------------------------
Total 1483 10 101 8 8 0 1 0 0 0 0 0 1611 108
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/13 Tuesday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 5 0 0 0 0 0 0 0 0 0 0 0 5 0
01:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
02:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 1 0 1 0 0 0 0 0 0 0 0 0 2 0
05:00 9 1 1 0 0 0 0 0 0 0 0 0 11 1
06:00 25 0 2 0 0 0 0 0 0 0 0 0 27 3
07:00 117 1 3 1 1 0 0 0 0 0 0 0 123 11
08:00 157 0 7 1 0 0 0 0 0 0 0 0 165 9
09:00 102 3 13 2 0 0 0 0 0 0 0 0 120 10
10:00 95 2 11 2 1 0 0 0 0 0 0 0 111 14
11:00 89 0 5 0 0 0 0 0 0 0 0 0 94 8
12:00 115 2 7 1 1 0 0 0 0 0 0 0 126 19
13:00 121 1 7 1 0 0 0 0 0 0 0 0 130 12
14:00 104 0 8 0 0 0 0 0 0 0 0 0 112 13
15:00 101 0 8 0 1 0 1 0 1 0 0 0 112 13
16:00 102 0 4 1 0 0 0 0 0 1 0 0 108 9
17:00 109 1 6 0 0 0 0 0 0 0 0 0 116 20
18:00 108 0 6 1 2 0 0 0 0 0 0 0 117 15
19:00 80 0 5 1 0 0 0 0 0 0 0 0 86 7
20:00 44 0 2 0 0 0 0 0 0 0 0 0 46 3
21:00 70 0 3 0 0 0 0 0 0 0 0 0 73 1
22:00 52 0 2 0 0 0 0 0 0 0 0 0 54 6
23:00 14 0 1 0 0 0 0 0 0 0 0 0 15 0
-----------------------------------------------------------------------------------
Total 1625 11 102 11 6 0 1 0 1 1 0 0 1758 174
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
2012/11/14 Wednesday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 6 0 0 0 0 0 0 0 0 0 0 0 6 0
01:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
02:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
03:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
04:00 1 0 1 0 0 0 0 0 0 0 0 0 2 1
05:00 13 0 0 0 0 0 0 0 0 0 0 0 13 0
06:00 31 0 3 2 0 0 0 0 0 0 0 0 36 0
07:00 101 1 4 1 0 0 0 0 0 0 0 0 107 6
08:00 154 0 5 0 0 0 0 0 0 0 0 0 159 18
09:00 114 0 13 0 1 1 0 0 0 0 0 0 129 10
10:00 90 0 11 0 0 0 0 0 0 0 0 0 101 7
11:00 94 0 8 2 0 0 0 0 0 0 0 0 104 8
12:00 117 0 9 1 1 0 0 0 0 0 0 0 128 16
13:00 111 2 8 0 1 0 0 0 0 0 0 0 122 7
14:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
20:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
-----------------------------------------------------------------------------------
Total 838 3 62 6 3 1 0 0 0 0 0 0 913 73
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\000.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 01 Direction : Northbound
00:00 2012/11/07 to 14:00 2012/11/14
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 86 0 0 0 1 0 0 0 0 0 0 0 87 2
01:00 52 0 0 0 0 0 0 0 0 0 0 0 52 2
02:00 51 0 0 0 0 0 0 0 0 0 0 0 51 1
03:00 27 0 0 0 0 0 0 0 0 0 0 0 27 2
04:00 22 0 7 0 0 0 0 0 0 0 0 0 29 5
05:00 73 2 4 0 0 0 0 0 0 0 0 0 79 4
06:00 188 1 20 4 0 1 0 0 0 0 0 0 214 8
07:00 662 3 36 8 2 0 0 0 0 0 0 0 711 40
08:00 1048 3 48 5 1 0 0 0 0 0 0 0 1105 77
09:00 827 4 77 10 3 2 0 0 1 0 0 0 924 79
10:00 801 6 62 9 5 1 0 0 0 0 0 0 884 91
11:00 849 5 49 3 5 0 0 2 1 0 0 0 914 79
12:00 931 5 48 3 10 0 0 0 0 0 0 0 997 137
13:00 978 9 52 5 5 0 0 0 2 0 0 0 1051 88
14:00 725 6 45 2 4 0 0 0 0 0 0 0 782 76
15:00 712 2 48 3 2 0 2 0 1 0 0 0 770 55
16:00 768 2 35 2 3 0 0 0 0 1 0 0 811 63
17:00 701 2 33 2 1 0 0 0 0 0 0 0 739 75
18:00 697 0 32 1 5 1 0 0 0 0 0 0 736 63
19:00 586 1 26 4 3 0 0 0 0 0 0 0 620 41
20:00 423 0 11 1 2 0 0 0 0 0 0 0 437 22
21:00 344 0 15 0 2 0 0 0 0 0 0 0 361 15
22:00 262 2 12 0 0 0 0 0 0 0 0 0 276 21
23:00 160 0 6 0 0 0 0 0 0 0 0 0 166 2
-----------------------------------------------------------------------------------
Total 11973 53 666 62 54 5 2 2 5 1 0 0 12823 1048
Southbound:
Datacol Research Pty Ltd
HOURLY VOLUME BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue W/Day Ave.
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11 Ave.
-----------------------------------------------------------------------------
00:00 5 3 6 15 29 3 2 3.8 9.0
01:00 11 2 3 22 23 1 2 3.8 9.1
02:00 1 0 2 8 27 1 1 1.0 5.7
03:00 2 2 2 7 15 0 2 1.6 4.3
04:00 4 5 1 3 23 3 6 3.8 6.4
05:00 9 13 11 11 8 6 20 11.8 11.1
06:00 16 18 30 18 3 20 17 20.2 17.4
07:00 50 37 49 27 17 37 54 45.4 38.7
08:00 70 74 62 50 29 60 64 66.0 58.4
09:00 72 79 63 69 46 49 55 63.6 61.9
10:00 63 78 57 68 40 51 59 61.6 59.4
11:00 57 66 71 81 48 64 70 65.6 65.3
12:00 88 91 100 85 72 69 74 84.4 82.7
13:00 59 73 78 78 67 51 58 63.8 66.3
14:00 46 64 71 55 50 43 55 55.8 54.9
15:00 65 65 87 75 70 74 78 73.8 73.4
16:00 74 74 85 63 77 81 86 80.0 77.1
17:00 89 123 100 54 63 111 108 106.2 92.6
18:00 81 93 91 64 44 79 90 86.8 77.4
19:00 69 59 79 64 43 56 84 69.4 64.9
20:00 22 40 50 38 37 34 37 36.6 36.9
21:00 22 27 31 36 10 26 30 27.2 26.0
22:00 14 18 21 26 13 14 13 16.0 17.0
23:00 7 15 31 28 6 6 11 14.0 14.9
-----------------------------------------------------------------------------
Total 996 1119 1181 1045 860 939 1076
Datacol Research Pty Ltd
HOURLY VOLUME BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- --- W/Day Ave.
Time 14/11 Ave.
-----------------------------------------------------------------------------
00:00 2 * * * * * * 2.0 2.0
01:00 3 * * * * * * 3.0 3.0
02:00 2 * * * * * * 2.0 2.0
03:00 2 * * * * * * 2.0 2.0
04:00 4 * * * * * * 4.0 4.0
05:00 11 * * * * * * 11.0 11.0
06:00 18 * * * * * * 18.0 18.0
07:00 49 * * * * * * 49.0 49.0
08:00 82 * * * * * * 82.0 82.0
09:00 62 * * * * * * 62.0 62.0
10:00 61 * * * * * * 61.0 61.0
11:00 70 * * * * * * 70.0 70.0
12:00 76 * * * * * * 76.0 76.0
13:00 60 * * * * * * 60.0 60.0
14:00 0 * * * * * * * *
15:00 0 * * * * * * * *
16:00 0 * * * * * * * *
17:00 0 * * * * * * * *
18:00 0 * * * * * * * *
19:00 0 * * * * * * * *
20:00 0 * * * * * * * *
21:00 0 * * * * * * * *
22:00 0 * * * * * * * *
23:00 0 * * * * * * * *
-----------------------------------------------------------------------------
Total 502
Datacol Research Pty Ltd
HOURLY MEAN SPEED BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11
-------------------------------------------------------------
00:00 43.2 43.0 38.0 40.6 39.8 32.7 42.0
01:00 41.5 45.0 40.7 39.4 36.1 28.0 38.0
02:00 43.0 0.0 48.0 37.3 39.0 39.0 42.0
03:00 46.5 37.0 37.5 42.4 46.5 0.0 46.5
04:00 41.3 45.8 38.0 35.3 44.1 48.7 37.0
05:00 40.7 43.2 39.7 40.7 41.4 43.0 40.3
06:00 40.1 39.4 41.9 39.4 37.3 41.1 38.9
07:00 37.9 40.3 37.7 38.4 38.1 39.2 39.4
08:00 38.3 37.5 37.4 38.5 36.4 38.8 38.5
09:00 35.0 36.3 37.9 37.8 37.2 35.9 38.4
10:00 33.7 36.1 36.7 34.2 37.4 35.2 35.9
11:00 34.2 37.8 36.4 34.6 36.5 35.6 35.9
12:00 35.1 36.2 36.8 34.1 36.2 34.4 36.0
13:00 32.5 36.1 34.7 36.2 35.6 36.7 36.0
14:00 38.1 37.1 37.3 36.8 37.0 34.3 35.1
15:00 36.2 37.4 38.2 36.9 36.8 36.7 36.3
16:00 37.1 37.0 37.0 36.9 38.5 38.7 37.6
17:00 36.7 37.9 37.9 36.4 37.4 38.5 39.1
18:00 36.8 36.9 38.2 37.3 36.0 36.9 37.4
19:00 33.1 35.9 36.1 37.4 37.1 35.3 34.1
20:00 32.9 36.4 37.8 33.1 39.4 36.1 32.6
21:00 36.1 36.7 36.9 37.8 36.3 38.7 35.6
22:00 40.6 35.3 41.0 36.0 38.2 41.4 31.4
23:00 38.9 37.3 37.1 38.3 36.7 44.2 39.5
-------------------------------------------------------------
Total 36.0 37.1 37.4 36.6 37.6 37.1 36.8
Datacol Research Pty Ltd
HOURLY MEAN SPEED BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- ---
Time 14/11
-------------------------------------------------------------
00:00 49.5 * * * * * *
01:00 41.0 * * * * * *
02:00 29.0 * * * * * *
03:00 34.0 * * * * * *
04:00 43.8 * * * * * *
05:00 40.3 * * * * * *
06:00 37.5 * * * * * *
07:00 39.6 * * * * * *
08:00 37.8 * * * * * *
09:00 37.4 * * * * * *
10:00 35.7 * * * * * *
11:00 38.5 * * * * * *
12:00 35.2 * * * * * *
13:00 35.8 * * * * * *
14:00 0.0 * * * * * *
15:00 0.0 * * * * * *
16:00 0.0 * * * * * *
17:00 0.0 * * * * * *
18:00 0.0 * * * * * *
19:00 0.0 * * * * * *
20:00 0.0 * * * * * *
21:00 0.0 * * * * * *
22:00 0.0 * * * * * *
23:00 0.0 * * * * * *
-------------------------------------------------------------
Total 37.2
Datacol Research Pty Ltd
HOURLY 85th SPEED PERCENTILE BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11
-------------------------------------------------------------
00:00 45.3 44.7 41.0 45.0 45.0 36.1 43.2
01:00 48.4 46.2 44.7 46.0 47.5 28.0 41.6
02:00 43.0 0.0 48.8 44.2 48.0 39.0 42.0
03:00 47.5 41.8 40.5 47.8 52.0 0.0 50.3
04:00 44.8 50.3 38.0 41.2 48.0 51.8 42.1
05:00 46.0 50.0 45.7 50.3 47.8 45.5 46.0
06:00 44.6 44.0 48.5 48.3 40.4 52.0 44.5
07:00 44.0 45.5 43.6 44.9 46.0 45.5 46.9
08:00 46.0 44.0 42.0 43.0 41.7 44.0 45.8
09:00 41.2 43.2 45.0 44.0 46.1 42.6 45.0
10:00 40.0 43.0 44.0 44.0 43.0 43.3 42.0
11:00 41.5 44.0 44.0 41.9 44.8 42.4 43.0
12:00 43.0 43.0 44.0 40.3 43.0 42.0 43.9
13:00 39.2 43.0 41.0 44.0 43.0 44.0 42.0
14:00 46.0 44.0 44.4 45.0 43.0 42.5 44.0
15:00 44.0 50.0 45.0 43.0 44.0 44.0 43.0
16:00 43.0 45.0 44.3 45.0 45.5 46.9 44.0
17:00 44.0 45.5 44.0 41.9 44.0 45.0 46.0
18:00 44.0 43.0 45.0 44.8 42.8 46.0 44.5
19:00 40.0 42.2 43.0 43.0 44.1 42.6 42.4
20:00 42.0 44.0 46.0 40.3 47.0 44.9 38.0
21:00 45.4 44.0 47.0 45.0 44.0 45.0 42.5
22:00 46.9 44.6 52.7 43.2 47.2 44.8 44.2
23:00 48.6 45.5 44.0 46.8 47.1 52.1 52.0
-------------------------------------------------------------
Total 44.0 44.0 45.0 44.0 45.0 45.0 44.0
Datacol Research Pty Ltd
HOURLY 85th SPEED PERCENTILE BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- ---
Time 14/11
-------------------------------------------------------------
00:00 50.5 * * * * * *
01:00 44.3 * * * * * *
02:00 31.0 * * * * * *
03:00 39.2 * * * * * *
04:00 47.6 * * * * * *
05:00 48.1 * * * * * *
06:00 43.3 * * * * * *
07:00 47.0 * * * * * *
08:00 43.7 * * * * * *
09:00 43.7 * * * * * *
10:00 44.0 * * * * * *
11:00 44.0 * * * * * *
12:00 41.0 * * * * * *
13:00 44.0 * * * * * *
14:00 0.0 * * * * * *
15:00 0.0 * * * * * *
16:00 0.0 * * * * * *
17:00 0.0 * * * * * *
18:00 0.0 * * * * * *
19:00 0.0 * * * * * *
20:00 0.0 * * * * * *
21:00 0.0 * * * * * *
22:00 0.0 * * * * * *
23:00 0.0 * * * * * *
-------------------------------------------------------------
Total 44.0
Datacol Research Pty Ltd
HOURLY SPEED STANDARD DEVIATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 07/11/2012
Day Wed Thu Fri Sat Sun Mon Tue
Time 07/11 08/11 09/11 10/11 11/11 12/11 13/11
-------------------------------------------------------------
00:00 4.0 3.0 3.7 5.7 7.1 5.9 4.2
01:00 8.7 4.2 6.8 7.8 8.7 0.0 12.7
02:00 0.0 0.0 2.8 7.0 8.5 0.0 0.0
03:00 3.5 17.0 10.6 6.9 6.0 0.0 13.4
04:00 4.9 7.2 0.0 10.0 6.2 6.0 4.9
05:00 6.9 5.9 7.9 9.1 8.6 4.9 7.9
06:00 5.4 6.1 7.0 6.6 6.1 9.2 5.5
07:00 5.9 6.2 6.8 6.9 7.0 7.8 7.0
08:00 8.0 7.8 5.8 6.0 5.4 6.7 8.0
09:00 7.2 8.6 7.8 6.5 7.8 6.9 6.8
10:00 7.9 7.0 7.0 8.3 6.7 7.3 6.6
11:00 7.3 7.6 7.1 7.3 8.3 7.8 7.7
12:00 8.0 6.2 7.2 7.3 6.3 8.0 7.9
13:00 7.0 7.3 7.3 7.6 7.5 7.6 7.8
14:00 6.7 7.5 12.1 8.4 8.4 7.9 7.5
15:00 7.6 9.9 6.9 6.1 7.1 7.6 7.5
16:00 7.3 8.0 7.9 6.9 6.9 7.3 6.9
17:00 7.4 8.0 6.3 7.0 7.6 6.8 6.8
18:00 7.3 6.7 6.5 8.5 7.9 8.2 7.0
19:00 6.6 6.7 6.8 6.6 7.3 7.2 7.8
20:00 8.1 7.5 8.7 8.6 6.9 9.9 7.0
21:00 9.6 9.9 9.7 8.4 8.1 6.5 6.7
22:00 5.9 9.7 10.3 9.7 8.6 6.5 11.3
23:00 9.7 7.0 8.6 7.8 9.9 9.1 10.2
-------------------------------------------------------------
Total 7.6 7.7 7.7 7.6 7.5 7.8 7.6
Datacol Research Pty Ltd
HOURLY SPEED STANDARD DEVIATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
Week commencing Wednesday, 14/11/2012
Day Wed --- --- --- --- --- ---
Time 14/11
-------------------------------------------------------------
00:00 3.5 * * * * * *
01:00 6.0 * * * * * *
02:00 7.1 * * * * * *
03:00 18.4 * * * * * *
04:00 5.2 * * * * * *
05:00 8.7 * * * * * *
06:00 7.8 * * * * * *
07:00 6.9 * * * * * *
08:00 6.8 * * * * * *
09:00 7.2 * * * * * *
10:00 8.3 * * * * * *
11:00 7.6 * * * * * *
12:00 7.6 * * * * * *
13:00 7.7 * * * * * *
14:00 0.0 * * * * * *
15:00 0.0 * * * * * *
16:00 0.0 * * * * * *
17:00 0.0 * * * * * *
18:00 0.0 * * * * * *
19:00 0.0 * * * * * *
20:00 0.0 * * * * * *
21:00 0.0 * * * * * *
22:00 0.0 * * * * * *
23:00 0.0 * * * * * *
-------------------------------------------------------------
Total 7.6
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/07 Wednesday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 5 0 0 0 0 0 0 0 0 0 0 0 5 0
01:00 11 0 0 0 0 0 0 0 0 0 0 0 11 0
02:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
03:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
04:00 2 0 0 1 1 0 0 0 0 0 0 0 4 1
05:00 9 0 0 0 0 0 0 0 0 0 0 0 9 1
06:00 16 0 0 0 0 0 0 0 0 0 0 0 16 0
07:00 47 1 1 1 0 0 0 0 0 0 0 0 50 2
08:00 66 1 2 1 0 0 0 0 0 0 0 0 70 5
09:00 70 0 2 0 0 0 0 0 0 0 0 0 72 7
10:00 61 0 2 0 0 0 0 0 0 0 0 0 63 3
11:00 56 0 1 0 0 0 0 0 0 0 0 0 57 5
12:00 87 0 1 0 0 0 0 0 0 0 0 0 88 7
13:00 56 0 3 0 0 0 0 0 0 0 0 0 59 4
14:00 45 0 1 0 0 0 0 0 0 0 0 0 46 4
15:00 64 0 1 0 0 0 0 0 0 0 0 0 65 2
16:00 73 0 0 1 0 0 0 0 0 0 0 0 74 6
17:00 88 0 1 0 0 0 0 0 0 0 0 0 89 8
18:00 81 0 0 0 0 0 0 0 0 0 0 0 81 5
19:00 69 0 0 0 0 0 0 0 0 0 0 0 69 3
20:00 20 0 0 2 0 0 0 0 0 0 0 0 22 3
21:00 22 0 0 0 0 0 0 0 0 0 0 0 22 3
22:00 14 0 0 0 0 0 0 0 0 0 0 0 14 1
23:00 7 0 0 0 0 0 0 0 0 0 0 0 7 1
-----------------------------------------------------------------------------------
Total 972 2 15 6 1 0 0 0 0 0 0 0 996 71
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/08 Thursday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
01:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
03:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
04:00 3 0 1 1 0 0 0 0 0 0 0 0 5 0
05:00 12 0 1 0 0 0 0 0 0 0 0 0 13 0
06:00 15 0 1 1 0 0 1 0 0 0 0 0 18 1
07:00 33 0 3 1 0 0 0 0 0 0 0 0 37 1
08:00 72 0 2 0 0 0 0 0 0 0 0 0 74 9
09:00 76 0 3 0 0 0 0 0 0 0 0 0 79 9
10:00 72 1 4 1 0 0 0 0 0 0 0 0 78 5
11:00 59 0 3 2 2 0 0 0 0 0 0 0 66 3
12:00 90 0 1 0 0 0 0 0 0 0 0 0 91 15
13:00 69 0 3 1 0 0 0 0 0 0 0 0 73 5
14:00 63 0 1 0 0 0 0 0 0 0 0 0 64 3
15:00 64 1 0 0 0 0 0 0 0 0 0 0 65 3
16:00 74 0 0 0 0 0 0 0 0 0 0 0 74 8
17:00 122 0 1 0 0 0 0 0 0 0 0 0 123 12
18:00 93 0 0 0 0 0 0 0 0 0 0 0 93 2
19:00 57 0 1 1 0 0 0 0 0 0 0 0 59 4
20:00 40 0 0 0 0 0 0 0 0 0 0 0 40 0
21:00 27 0 0 0 0 0 0 0 0 0 0 0 27 1
22:00 17 0 0 1 0 0 0 0 0 0 0 0 18 0
23:00 15 0 0 0 0 0 0 0 0 0 0 0 15 0
-----------------------------------------------------------------------------------
Total 1080 2 25 9 2 0 1 0 0 0 0 0 1119 81
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/09 Friday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 6 0 0 0 0 0 0 0 0 0 0 0 6 1
01:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
02:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
03:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
04:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
05:00 9 0 1 1 0 0 0 0 0 0 0 0 11 0
06:00 26 0 3 1 0 0 0 0 0 0 0 0 30 0
07:00 45 1 3 0 0 0 0 0 0 0 0 0 49 3
08:00 60 0 2 0 0 0 0 0 0 0 0 0 62 4
09:00 60 0 3 0 0 0 0 0 0 0 0 0 63 10
10:00 52 3 2 0 0 0 0 0 0 0 0 0 57 7
11:00 70 0 1 0 0 0 0 0 0 0 0 0 71 4
12:00 98 0 1 1 0 0 0 0 0 0 0 0 100 15
13:00 78 0 0 0 0 0 0 0 0 0 0 0 78 4
14:00 68 0 1 1 0 0 1 0 0 0 0 0 71 10
15:00 85 0 2 0 0 0 0 0 0 0 0 0 87 3
16:00 85 0 0 0 0 0 0 0 0 0 0 0 85 5
17:00 100 0 0 0 0 0 0 0 0 0 0 0 100 2
18:00 91 0 0 0 0 0 0 0 0 0 0 0 91 5
19:00 77 1 0 1 0 0 0 0 0 0 0 0 79 5
20:00 49 0 1 0 0 0 0 0 0 0 0 0 50 0
21:00 30 0 1 0 0 0 0 0 0 0 0 0 31 2
22:00 21 0 0 0 0 0 0 0 0 0 0 0 21 1
23:00 29 0 1 1 0 0 0 0 0 0 0 0 31 2
-----------------------------------------------------------------------------------
Total 1147 5 22 6 0 0 1 0 0 0 0 0 1181 83
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/10 Saturday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 15 0 0 0 0 0 0 0 0 0 0 0 15 0
01:00 21 0 0 0 1 0 0 0 0 0 0 0 22 1
02:00 8 0 0 0 0 0 0 0 0 0 0 0 8 1
03:00 7 0 0 0 0 0 0 0 0 0 0 0 7 0
04:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
05:00 9 0 1 1 0 0 0 0 0 0 0 0 11 0
06:00 17 0 0 0 1 0 0 0 0 0 0 0 18 0
07:00 27 0 0 0 0 0 0 0 0 0 0 0 27 1
08:00 44 0 4 2 0 0 0 0 0 0 0 0 50 2
09:00 67 0 2 0 0 0 0 0 0 0 0 0 69 3
10:00 67 0 0 1 0 0 0 0 0 0 0 0 68 9
11:00 79 1 1 0 0 0 0 0 0 0 0 0 81 13
12:00 85 0 0 0 0 0 0 0 0 0 0 0 85 8
13:00 77 0 1 0 0 0 0 0 0 0 0 0 78 5
14:00 54 0 1 0 0 0 0 0 0 0 0 0 55 4
15:00 75 0 0 0 0 0 0 0 0 0 0 0 75 2
16:00 63 0 0 0 0 0 0 0 0 0 0 0 63 1
17:00 54 0 0 0 0 0 0 0 0 0 0 0 54 5
18:00 64 0 0 0 0 0 0 0 0 0 0 0 64 3
19:00 64 0 0 0 0 0 0 0 0 0 0 0 64 3
20:00 37 0 1 0 0 0 0 0 0 0 0 0 38 0
21:00 36 0 0 0 0 0 0 0 0 0 0 0 36 1
22:00 25 0 0 0 1 0 0 0 0 0 0 0 26 2
23:00 28 0 0 0 0 0 0 0 0 0 0 0 28 0
-----------------------------------------------------------------------------------
Total 1026 1 11 4 3 0 0 0 0 0 0 0 1045 64
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/11 Sunday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 28 0 1 0 0 0 0 0 0 0 0 0 29 0
01:00 23 0 0 0 0 0 0 0 0 0 0 0 23 1
02:00 27 0 0 0 0 0 0 0 0 0 0 0 27 0
03:00 15 0 0 0 0 0 0 0 0 0 0 0 15 0
04:00 22 0 1 0 0 0 0 0 0 0 0 0 23 0
05:00 7 0 0 1 0 0 0 0 0 0 0 0 8 0
06:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
07:00 17 0 0 0 0 0 0 0 0 0 0 0 17 0
08:00 29 0 0 0 0 0 0 0 0 0 0 0 29 0
09:00 44 1 1 0 0 0 0 0 0 0 0 0 46 1
10:00 40 0 0 0 0 0 0 0 0 0 0 0 40 3
11:00 47 0 1 0 0 0 0 0 0 0 0 0 48 2
12:00 71 0 1 0 0 0 0 0 0 0 0 0 72 10
13:00 67 0 0 0 0 0 0 0 0 0 0 0 67 6
14:00 50 0 0 0 0 0 0 0 0 0 0 0 50 0
15:00 67 0 3 0 0 0 0 0 0 0 0 0 70 1
16:00 77 0 0 0 0 0 0 0 0 0 0 0 77 0
17:00 61 0 1 1 0 0 0 0 0 0 0 0 63 0
18:00 44 0 0 0 0 0 0 0 0 0 0 0 44 2
19:00 42 0 1 0 0 0 0 0 0 0 0 0 43 1
20:00 37 0 0 0 0 0 0 0 0 0 0 0 37 1
21:00 10 0 0 0 0 0 0 0 0 0 0 0 10 0
22:00 12 0 1 0 0 0 0 0 0 0 0 0 13 0
23:00 6 0 0 0 0 0 0 0 0 0 0 0 6 2
-----------------------------------------------------------------------------------
Total 846 1 11 2 0 0 0 0 0 0 0 0 860 30
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/12 Monday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
01:00 1 0 0 0 0 0 0 0 0 0 0 0 1 1
02:00 1 0 0 0 0 0 0 0 0 0 0 0 1 0
03:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
04:00 2 0 0 1 0 0 0 0 0 0 0 0 3 0
05:00 5 0 1 0 0 0 0 0 0 0 0 0 6 0
06:00 20 0 0 0 0 0 0 0 0 0 0 0 20 0
07:00 34 0 3 0 0 0 0 0 0 0 0 0 37 3
08:00 59 0 1 0 0 0 0 0 0 0 0 0 60 10
09:00 45 0 4 0 0 0 0 0 0 0 0 0 49 2
10:00 49 0 2 0 0 0 0 0 0 0 0 0 51 2
11:00 58 0 4 2 0 0 0 0 0 0 0 0 64 8
12:00 68 0 1 0 0 0 0 0 0 0 0 0 69 2
13:00 48 1 2 0 0 0 0 0 0 0 0 0 51 4
14:00 41 0 2 0 0 0 0 0 0 0 0 0 43 5
15:00 73 1 0 0 0 0 0 0 0 0 0 0 74 5
16:00 81 0 0 0 0 0 0 0 0 0 0 0 81 4
17:00 111 0 0 0 0 0 0 0 0 0 0 0 111 4
18:00 77 1 1 0 0 0 0 0 0 0 0 0 79 2
19:00 56 0 0 0 0 0 0 0 0 0 0 0 56 3
20:00 32 0 1 1 0 0 0 0 0 0 0 0 34 1
21:00 26 0 0 0 0 0 0 0 0 0 0 0 26 0
22:00 14 0 0 0 0 0 0 0 0 0 0 0 14 0
23:00 6 0 0 0 0 0 0 0 0 0 0 0 6 0
-----------------------------------------------------------------------------------
Total 910 3 22 4 0 0 0 0 0 0 0 0 939 56
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/13 Tuesday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
01:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
02:00 0 0 0 0 1 0 0 0 0 0 0 0 1 0
03:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
04:00 3 0 2 1 0 0 0 0 0 0 0 0 6 0
05:00 16 0 1 2 1 0 0 0 0 0 0 0 20 0
06:00 14 0 2 0 0 1 0 0 0 0 0 0 17 1
07:00 53 0 1 0 0 0 0 0 0 0 0 0 54 1
08:00 62 1 0 0 0 0 1 0 0 0 0 0 64 6
09:00 52 0 2 1 0 0 0 0 0 0 0 0 55 5
10:00 56 0 3 0 0 0 0 0 0 0 0 0 59 2
11:00 65 0 3 1 0 0 1 0 0 0 0 0 70 3
12:00 72 0 2 0 0 0 0 0 0 0 0 0 74 7
13:00 56 1 1 0 0 0 0 0 0 0 0 0 58 12
14:00 55 0 0 0 0 0 0 0 0 0 0 0 55 2
15:00 77 1 0 0 0 0 0 0 0 0 0 0 78 3
16:00 86 0 0 0 0 0 0 0 0 0 0 0 86 0
17:00 108 0 0 0 0 0 0 0 0 0 0 0 108 15
18:00 90 0 0 0 0 0 0 0 0 0 0 0 90 12
19:00 84 0 0 0 0 0 0 0 0 0 0 0 84 10
20:00 37 0 0 0 0 0 0 0 0 0 0 0 37 2
21:00 29 0 0 1 0 0 0 0 0 0 0 0 30 3
22:00 13 0 0 0 0 0 0 0 0 0 0 0 13 0
23:00 11 0 0 0 0 0 0 0 0 0 0 0 11 2
-----------------------------------------------------------------------------------
Total 1045 3 17 6 2 1 2 0 0 0 0 0 1076 86
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
2012/11/14 Wednesday
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
01:00 3 0 0 0 0 0 0 0 0 0 0 0 3 0
02:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
03:00 2 0 0 0 0 0 0 0 0 0 0 0 2 0
04:00 2 0 1 1 0 0 0 0 0 0 0 0 4 0
05:00 10 0 0 1 0 0 0 0 0 0 0 0 11 0
06:00 18 0 0 0 0 0 0 0 0 0 0 0 18 1
07:00 44 0 4 1 0 0 0 0 0 0 0 0 49 2
08:00 79 1 2 0 0 0 0 0 0 0 0 0 82 3
09:00 58 0 3 1 0 0 0 0 0 0 0 0 62 4
10:00 60 0 0 0 1 0 0 0 0 0 0 0 61 8
11:00 66 1 3 0 0 0 0 0 0 0 0 0 70 7
12:00 73 2 0 1 0 0 0 0 0 0 0 0 76 6
13:00 60 0 0 0 0 0 0 0 0 0 0 0 60 3
14:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
20:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
21:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0
-----------------------------------------------------------------------------------
Total 479 4 13 5 1 0 0 0 0 0 0 0 502 34
Datacol Research Pty Ltd
HOURLY CLASSIFICATION BY DAY
C:\RTA\001.RTC
Eyre St, Kingston (Between Garage Entrance Sth & Garage Entrance Nth)
Area : 04 Site : 801 Location : 02 Direction : Southbound
00:00 2012/11/07 to 14:00 2012/11/14
Class 1 2 3 4 5 6 7 8 9 10 11 12 Total Error
-----------------------------------------------------------------------------------
00:00 64 0 1 0 0 0 0 0 0 0 0 0 65 1
01:00 66 0 0 0 1 0 0 0 0 0 0 0 67 3
02:00 41 0 0 0 1 0 0 0 0 0 0 0 42 1
03:00 32 0 0 0 0 0 0 0 0 0 0 0 32 0
04:00 38 0 5 5 1 0 0 0 0 0 0 0 49 1
05:00 77 0 5 6 1 0 0 0 0 0 0 0 89 1
06:00 129 0 6 2 1 1 1 0 0 0 0 0 140 3
07:00 300 2 15 3 0 0 0 0 0 0 0 0 320 13
08:00 471 3 13 3 0 0 1 0 0 0 0 0 491 39
09:00 472 1 20 2 0 0 0 0 0 0 0 0 495 41
10:00 457 4 13 2 1 0 0 0 0 0 0 0 477 39
11:00 500 2 17 5 2 0 1 0 0 0 0 0 527 45
12:00 644 2 7 2 0 0 0 0 0 0 0 0 655 70
13:00 511 2 10 1 0 0 0 0 0 0 0 0 524 43
14:00 376 0 6 1 0 0 1 0 0 0 0 0 384 28
15:00 505 3 6 0 0 0 0 0 0 0 0 0 514 19
16:00 539 0 0 1 0 0 0 0 0 0 0 0 540 24
17:00 644 0 3 1 0 0 0 0 0 0 0 0 648 46
18:00 540 1 1 0 0 0 0 0 0 0 0 0 542 31
19:00 449 1 2 2 0 0 0 0 0 0 0 0 454 29
20:00 252 0 3 3 0 0 0 0 0 0 0 0 258 7
21:00 180 0 1 1 0 0 0 0 0 0 0 0 182 10
22:00 116 0 1 1 1 0 0 0 0 0 0 0 119 4
23:00 102 0 1 1 0 0 0 0 0 0 0 0 104 7
-----------------------------------------------------------------------------------
Total 7505 21 136 42 9 1 4 0 0 0 0 0 7718 505
Appendix B Parking Surveys in Kingston
Provided by ACTPLA (Data collected for 2012 Major Centres Survey
in May 2012, “ undertaken mid-morning between 10am and noon on
a Tuesday, Wednesday or Thursday in the weeks beginning 7 May
or 21 May 2012. “
Supply
Demand Free Pay Free Pay Free Pay Free Pay Free Pay Free Pay 2-hr AD 30 min ADP Class B Other
Supply 8 6
Demand 2 4
Supply 28
Demand 16
Supply 19
Demand 13
Supply
Demand 2
Supply 13
Demand 1
Supply 10
Demand 5
Supply 10
Demand 8
Supply 4 6
Demand 2 1
Supply
Demand
Supply
Demand
Supply
Demand
Supply
Demand
Supply
Demand
Supply 2 15
Demand 1 14 6
Supply
Demand
Supply 6 3
Demand 4 3
Supply
Demand
Supply 8 1 3
Demand 8 0 3
Supply 2 3 9 3 2
Demand 1 3 1 3 0
Supply 28
Demand 2
Supply
Demand
Supply 16 No Parking - Saturday & Sunday
Demand 9
Supply 10
Demand 8
Supply
Demand
Supply
Demand
Supply
Demand
Supply
Demand
Supply 4 9 3
Demand 4 7 3
Supply 21
Demand 20
Supply 4 13 2 D/A - No Time Limit
Demand 4 10 0
Supply
Demand
Supply 1 8 2 12 6
Demand 1 8 2 12 3
Supply
Demand
Supply 20 1
Demand 3 0
Supply
Demand 2
Supply 42
Demand 8
Supply
Demand
Supply
Demand 2
Supply 15
Demand 0
Supply 19
Demand 5
Supply 5 11
Demand 0 4
Supply 4 39
Demand 1 27
Supply
Demand
Supply 18
Demand 15
Supply 22 2 1
Demand 7 0 0
Supply 7
Demand 2 1
Supply
Demand
Supply
Demand
Total Area Supply 15 6 6 0 0 35 54 48 82 0 0 203 9 0 10 0 5 13 0 0 1 6 3 0 496Demand 8 5 4 0 0 13 30 36 17 0 0 110 1 0 5 0 3 12 0 0 0 3 3 13 263
Kingston On-Steet Parking Supply and Demand 2012
Street Between Streets 5 min15 min 30 min 1 Hr 2 Hr 3 Hr ADP
Taxi Illegal Comments
Currie Cres Giles St Giles St
D/A PU/
DO
Loading Zone ReservedBS/BZ MB
Dawes St Howitt St Kennedy StNo Parking - 7:30am - 6pm Monday to
Friday
Dawes St Leichhardt St Kennedy St
Currie Cres Giles St Telopea Park
Currie Cres Giles St NSW Cres
Eyre St Jardine St Howitt St
Eyre St (east) Howitt StWentworth
AvenueNo standing, stopping or parking
Dawes StWentworth
AvenueHowitt St
Dawes StWentworth
AvenueHowitt St
Eyre St (west) Howitt StWentworth
AvenueNo standing, stopping or parking
Eyre St (west) Kennedy St Jardine St No standing, stopping or parking
Eyre St (east) Kennedy St Howitt St No standing, stopping or parking
Eyre St (east) Kennedy St Leichhardt St No standing, stopping or parking
Giles St (east) Howitt St Jardine St
Giles St (east) Howitt StWentworth
Avenue
No Parking - 7:30am - 6pm Monday to
Friday
Eyre St (west) Kennedy St Leichhardt St
Giles St (east) Kennedy St Leichhardt St No standing, stopping or parking
Giles St (west)Wentworth
AvenueJardine St No standing, stopping or parking
Giles St (east) Jardine St Kennedy St
Giles St (west) Jardine St Tench St
Gosse St (north) Telopea ParkWentworth
Avenue
Gosse St (south) Telopea ParkWentworth
Avenue
Giles St (west) Tench St Currie Cres
Howitt St (east) Dawes St Eyre St No standing, stopping or parking
Howitt St (east) Eyre St Giles StNo Parking - 9am - 5pm Monday to
Friday
Jardine St (east) Telopea Park Giles St
Howitt St (west) Dawes St Eyre StNo Parking - 9am - 5pm Monday to
Friday
Howitt St (west) Eyre St Giles St No standing, stopping or parking
Jardine St (west) Giles St Eyre St
Jardine St (west) Telopea Park Giles St
Jardine St (east) Giles St Eyre St
Kennedy St (nth) Giles St Eyre St
Kennedy St (sth) Dawes St Eyre St No standing, stopping or parking
No standing, stopping or parking
Jardine St -
Highgate
Laneway
Jardine St Eyre St Loading Zone - 2 hr
Kennedy St (nth) Dawes St Eyre StNo Parking - 7:30am - 6pm Monday to
Friday
Leichhardt St Dawes St Eyre StNo Parking - 7:30am - 6pm Monday to
Friday
Telopea ParkWentworth
AvenueGosse St
Kennedy St (sth) Giles St Eyre St
Leichhardt St Eyre St Gile StNo Parking - 7:30am - 6pm Monday to
Friday
Tench St Giles St Telopea Park No standing, stopping or parking
Telopea Park Gosse St Jardine St
Telopea Park Jardine St Tench St
Tench St Giles St Telopea Park
Wentworth
AvenueDawes St Eyre St
Telopea Park Tench St Currie Cres
No standing, stopping or parking
Wentworth
AvenueEyre St Giles St 1 illegal
Wentworth
AvenueGosse St Giles St No standing, stopping or parking
Wentworth
AvenueGosse St Telopea Park
PARKING SUPPLY
CATEGORY TOTAL AREA
PWP 0
5 Min 15
15Min Free 6
15 Min Pay 6
30 Min Free 0
30 Min Pay 0
1 Hr Free 35
1 Hr Pay 54
2 Hr Free 48
2 Hr Pay 82
3 Hr Free 0
3 Hr Pay 0
ADP Free 203
ADP Pay 9
D\A 2Hr 0
D\A AD 10
PU/DO 0
LZ (SS) 5
LZ (AD) 13
Class B 0
Res 0
BZ 1
MB 6
Taxi 3
Illegal 0
Total 496
PARKING DEMAND
CATEGORY TOTAL AREA
PWP 0
5 Min 8
15Min Free 5
15 Min Pay 4
30 Min Free 0
30 Min Pay 0
1 Hr Free 13
1 Hr Pay 30
2 Hr Free 36
2 Hr Pay 17
3 Hr Free 0
3 Hr Pay 0
ADP Free 110
ADP Pay 1
D\A 2Hr 0
D\A AD 5
PU/DO 0
LZ (SS) 3
LZ (AD) 12
Class B 0
Res 0
BZ 0
MB 3
Taxi 3
Illegal 13
Total 263
Car
Park
Number
LocationBlock &
Section
Supply /
DemandTotal PWP
15
Min
30
Min1 Hr
2 Hr
Free
2 Hr
Pay3 Hr
4 Hr
Pay
ADP
Free
ADP
PayD\A
PU\
DO
LZ
(SS)
LZ
(AD)Cl B Res BZ MB Illegal Comment
Supply 74 74
Demand 7 7
Supply 78 2 76
Demand 1 0 1
Supply 61 1 60
Demand 1 0 1
Supply 24 24
Demand 0 0
Supply 21 10 11
Demand 9 2 7
Supply 20 20
Demand 0 0
Supply 26 26
Demand 26 26
Supply 68 2 66
Demand 29 0 29
Supply 12 12
Demand 10 10
Supply 42 42
Demand 26 26
Supply 40 40
Demand 33 33
Supply 24 2 22
Demand 20 0 20
Supply 25 25
Demand 19 19
Supply 21 21
Demand 10 10
Supply 14 14
Demand 4 4
Supply 56 55 1
Demand 58 55 1 2
Supply 4 4
Demand 3 3
Supply 5 1 4
Demand 4 0 4
Supply 4 4
Demand 0 0
Supply 211 165 40 0 6
Demand 208 165 40 0 3
Supply 16 16
Demand 6 6
Supply 13 13
Demand 13 13
Supply 15 13 2
Demand 14 13 1
Supply 7 7
Demand 5 5
Supply 4 4
Demand 4 4
Supply 1 1
Demand 1 1
Supply 3 3
Demand 1 1
Supply 6 6
Demand 4 4
Supply 30 6 24
Demand 5 2 3
Supply 15 15
Demand 5 5
Supply 55 55
Demand 24 24
Supply 79 79
Demand 28 28
Supply 18 4 12 2
Demand 17 4 12 1
Supply /
DemandTotal PWP
15
Min
30
Min1 Hr
2 Hr
Free
2 Hr
Pay3 Hr
4Hr
Pay
ADP
Free
ADP
PayD\A
PU\
DO
LZ
(SS)
LZ
(AD)Cl B Res BZ MB Illegal Informal Dirt
Total Area Supply 1074 0 6 0 0 0 0 128 165 149 79 17 0 0 0 0 530 0 0 0 0
Demand 578 0 2 0 0 0 0 9 165 141 28 5 0 0 0 0 226 0 0 2 0
37 CHICKEN GOURMET
31 THE GRIFFIN TENANT CARPARK 5/25 boom gate tenants only
32 THE GRIFFIN PUBLIC CAR PARK 6/25 u/g boomgate PP
29 BLOCKBUSTER VIDEO 22/22
30 KINGSTON CHAMBERS 13/22 residence; tenants
27 HOLY GRAIL REAR 20/21 tenants only
28 AUSTRALIA POST 21/22
25 NEWSAGENCY REAR 3/21 tenants only
26 THAI AMARIN REAR 19/21 tenants only
23 GREEN SQUARE REAR 26/21
24 OCCASIONS REAR 4/21
21 CIPRIANI REAR 10/21 tenants only
22 LYBIL'S CLOSET REAR 6/21 tenants only
19 HOLMES GARAGE 29/19 adhoc parking available
20 SECTION 19 CAR PARK 48/19
17BRASSERIE LITTLE BRUSSELS
REAR30/22 tenants only
18 VIST EYES/ GMT REAR 32/22 tenants only
15 VICTOR EDGE 30/19 motel guests only
16 SECTION 22 CAR PARK 33/22
13 THE KENNEDY BASEMENT 45/19 u/g secure tenants only
14 BEST WESTERN 31/19 motel guests only
11 KINGSTON MANOR 16/20 tenants only
12 THE KENNEDY SURFACE 45/19 motel guests only
9 RAINE & HORNE 7/20 tenants only
10 PHYSIOTHERAPY 5+6/20 tenants & patients only
7TELOPEA PARK NEAR CURRIE
CRES SOUTH1/30 est- not marked
8 BAPTIST CHURCH 1/23
5 TELOPEA PARK NEAR JARDINE St 1/30 est- not marked
6TELOPEA PARK NEAR CURRIE
CRES NORTH1/30 est - not marked
3ST NICHOLAS GREEK ORTHODOX
CHURCH1/1 Ambulance only - 1
4 TELOPEA PARK NEAR GOSSE St 1/30 est - not marked
Kingston 2012
1WENTWORTH AVE MEDIAN
PARKINGN/A
2ST NICHOLAS RETIREMENT
VILLAGE3/1
PARKING SUPPLY
CATEGORYTOTAL
AREA
PWP 0
15Min 6
30 Min 0
1 Hr 0
2 Hr Free 0
2Hr Pay 0
3 Hr 128
4 Hr Pay 165
ADP Free 149
ADP Pay 79
D\A 17
PU/Do 0
LZ (SS) 0
LZ (AD) 0
Class B 0
Res 530
BZ 0
MB 0
Illegal 0
Total 1074
PARKING DEMAND
CATEGORYTOTAL
AREA
PWP 0
15Min 2
30 Min 0
1 Hr 0
2 Hr Free 0
2Hr Pay 0
3 Hr 9
4 Hr Pay 165
ADP Free 141
ADP Pay 28
D\A 5
PU/Do 0
LZ (SS) 0
LZ (AD) 0
Class B 0
Res 226
BZ 0
MB 0
Illegal 2
Total 578
Appendix C Parking surveys
Aurecon Surveys Friday November 9th 2012 and Saturday
November 10th 2012
Feature_
No Comments - Friday 9 November 2012 - CCH - Aurecon
NoStopB
ays
NoParki
ng
Unrestr
icted
Bus
_Zone
One
_Hour
Two_
Hour+
TIME_8
AM
TIME_9
AM
TIME
_10AM
TIME
_11AM
TIME
_12PM
TIME_1
PM
TIME_2
PM
TIME_3
PM
TIME_4
PM
TIME_5
PM
TIME_6
PM1 Unrestricted. Fronting oval with its own off street Parking 0 0 20 0 0 0 0 0 0 0 0 0 0 0
2
Unrestricted opposite oval which has own off street parking. Cricket on Saturday all
parking 40 cars within Reserve. 0 0 20 0 0 0 2 2 0 1 1 1 2 2
3 Unrestricted 0 0 25 0 0 0 2 10 0 12 0 11 10 0
4 No parking 7.30-6 m-f 0 0 0 0 0 0 1 3 4 4 4 4 4 4
5 unrestricted 0 0 15 0 0 0 8 8 15 15 14 12 14 14
6 No parking 7 to 6 mon to fri 0 15 0 0 0 0 0 0 0 0 0 0 0 0
7 Unrestricted detached housing 0 0 20 0 0 0 0 0 1 1 1 1 1 1
8 Unrestricted 0 0 20 0 0 0 3 3 3 9 8 3 4 4
9 No parking 7.30-6 mon to fri 0 25 0 0 0 0 2 2 0 0 0 0 0 1
10 No parking 7.30am to 9 am mon to fri 0 25 0 0 0 0 3 0 0 19 0 16 18 0
11
Two hour paid meter 9-5.30 mon thur, 9-9 fri, 9-12 sat. One dollar one hour. Three
dollars two hours. 0 0 0 0 0 41 14 20 31 38 38 22 25 39
12
One hour limit. Twenty cents for eight minutes. Forty cents fifteen minutes. Meters.
18 one hour not ten. Plus one disabled and one five minutes. 0 0 0 0 10 0 10 10 9 13 10 9 16 19
13 Unrestricted 0 0 20 0 0 0 0 0 0 0 1 1 0 0
14 No parking. Howitt st is narrower 6 m carriageway. Tree canopy makes pleasant. 0 20 0 0 0 0 0 0 0 0 0 0 0 0
15 No parking 9-5 mon to fri. But eighty percent full after hours and weekends. 0 24 0 0 0 0 1 0 0 1 0 1 9 9
16 No parking. 0 20 0 0 0 0 0 0 0 0 0 0 0 0
17 No parking. 0 20 0 0 0 0 0 0 0 0 0 0 0 1
18 No parking 9-5. Mon-fri 0 15 0 0 0 0 1 0 0 0 0 0 0 0
19 No parking - bike lane and bus stop 20 0 0 1 0 0 0 0 0 0 0 0 0 0
20 No parking 20 0 0 0 0 0 0 0 0 0 0 0 0 0
21 No parking 20 0 0 0 0 0 0 0 0 0 0 0 0 0
22 Quarter hour parking 7am to 6 pm mon to fri 0 0 0 0 4 0 2 2 0 0 0 3 0 0
23 Quarter hour parking 9-6 Mon to fri To serve child care 0 0 0 0 0 0 1 2 0 1 1 3 1 0
24 No stopping 6 0 0 0 0 0 0 0 0 0 0 0 0 0
25 Two hour parking 7am to 6 pm Mon to Fri 0 0 0 0 0 20 8 10 17 17 17 16 11 0
26 No Parking 0 20 0 0 0 0 0 0 0 0 0 0 0 0
27 No parking 0 20 0 0 0 0 0 0 0 0 0 0 0 0
28 Two hour parking 7am to 6 pm Mon to Fri 0 0 0 0 0 21 9 11 16 17 17 13 15 15
29 No parking - bike lane and bus stop 20 0 0 1 0 0 0 0 0 0 0 0 0 0
30 0 0 15 0 0 0 0 0 0 0 0 0 0 0
31 0 0 15 0 0 0 0 0 0 0 0 0 0 0
32 Unrestricted 0 0 15 0 0 0 0 0 0 0 0 0 0 0
33 No stopping but quiet street and two cars parked noon Saturday. 12 0 0 0 0 0 2 0 4 0 0 5 0 0
34 0 17 0 0 0 0 0 0 0 0 0 0 0 0
35 Two no parking bays are five minute parking 4 2 0 0 0 0 0 0 0 0 0 0 0 0
36 0 0 14 0 0 0 13 15 16 16 0 13 16 16
37 15 0 0 0 0 0 0 0 0 0 0 0 0 0
38 No parking 0 10 0 0 0 0 0 0 0 0 0 0 0 0
39 No parking 0 10 0 0 0 0 0 0 0 0 0 0 0 0
40 0 0 4 0 0 0 1 1 0 0 0 0 0 0
41 15 0 0 0 0 0 0 0 0 0 0 0 0 0
42 10 0 0 0 0 0 0 0 0 0 0 0 0 0
43 0 0 15 0 0 0 2 2 2 3 3 3 2 2
44 No parking 7.30-6 Mon to fri. 0 15 0 0 0 0 2 2 2 2 2 2 2 0
45 Unrestricted 0 0 11 0 0 0 6 6 11 9 9 9 8 0
46 No parking. 0 11 0 0 0 0 0 0 4 0 0 7 4 4
47
Pay machines. Mo to fri 9-5.30 sat 9 to noon. One dollar one hou. Three dollars two
hours. Five fifty three hours. Nine dollars four . 5 disabled bays. 0 0 30 0 0 183 31 67 78 82 92 97 122 51 53 75 75
48 No parking 0 20 0 0 0 0 0 0 0 0 0 0 0 0
49
Green line routes four and five. Fifteen minutes weekdays. Hourly weekends. DTG
hop aboard here. Sign . Cafes on eyre/Kennedy and jardine 95% tables full at
1 pm Saturday - fullest seen. 0 0 0 2 0 0 0 0 0 0 0 0 0 0
50 5 0 0 0 0 0 0 0 0 0 0 0 0 0
51 Two hour meter. 9-5.30 MF. 9-noon sat. Forty cent fifteen minutes. 0 0 0 0 4 6 3 12 5 9 5 3 7 0
52 No parking 0 10 0 0 0 0 0 0 0 0 0 0 0 0
53 No parking Contains bus stop 0 10 0 1 0 0 0 0 0 0 0 0 0 0
54 Loading zone fifteen bays. One five minute 0 15 0 0 0 4 8 9 9 9 3 1 2 0
55 Twelve bays six motorcycles two disabled off street .. Ten loading bays on street. 0 10 16 0 0 0 14 16 18 16 17 11 11 0
56 Loading 0 5 0 0 0 0 2 4 0 4 4 4 3 0
57 Four quarter hour Parking unmetered. Thirteen one hour pay machine. 0 0 0 0 0 0 14 17 17 17 5 17 15 13
58 6 0 0 0 0 0 0 0 0 0 0 0 0 0
59
One hour meter. THree loading zone / taxi zone other times. Four five minute bays
outside post office. 0 0 0 0 9 0 10 11 11 12 12 12 12 12
60 0 0 25 0 0 0 19 21 21 21 20 21 15 0
61 0 0 35 0 0 0 25 35 35 35 35 33 22 0
62 6 0 0 3 8 0 6 6 6 8 6 6 5 0
63 0 0 0 0 0 0 25 25 25 27 26 15 19 18
64
Parking machines. For two hour. Parking Bike parking rails for up to six bikes.
Averaged two bikes throughout the survey. 0 0 0 0 0 20 8 20 20 16 15 11 15 0
65 Quarter hour meters 8 bays. Two hour meter 3 bays. 0 0 0 0 8 3 3 6 3 6 6 6 7 9
66 No parking 7.30 to 6 pm mon - Fri. 0 0 0 0 0 0 0 3 0 0 0 0 0 0
67 10 15 0 0 0 0 0 0 0 0 0 0 0 0
68 0 10 0 0 0 0 0 0 0 0 0 0 0 0
69
57 unrestricted bays in currie crescent. Baptist church car park.
Nearby. Signed Private property- no unauthorised parking. Bugt appears to be used
by general public. Capacity of say forty bays unsaved and unmarked. 0 0 50 0 0 0 16 28 30 35 30 24 16 0
70 0 15 0 0 0 0 0 0 0 0 0 0 0 0
71 Unrestricted parking on park side 0 30 0 0 0 0 0 0 0 0 0 0 0 0
72 Unrestricted on park side 0 15 0 0 0 0 0 0 0 0 0 0 0 0
73 Unrestricted on park side except 7 bays two hour permit holders excepted. 0 12 0 0 0 0 0 0 0 0 0 0 0 0
74 Unrestricted on park side 0 15 0 0 0 0 0 0 0 0 0 0 0 0
75 0 6 10 0 0 0 3 3 4 3 3 3 5 0
76 0 0 12 0 0 0 6 7 8 7 7 9 11 0
77 0 0 25 0 0 0 5 6 20 30 6 15 8 0
78 Part signed a three hour mon to Fri. Rest no signs. Gravel. Approx twenty bays. 0 0 20 0 0 0 5 5 12 14 6 12 7 0
79 Three hour mon to Friday. Gravel approx 15 bays. 0 0 15 0 0 0 5 4 4 1 4 8 0 0
80
Greek Orthodox Church Appears to be mainly. Saturday evening and Sunday.
Services. Car park observed less than 5 cars during survey period .. Over ninety
percent Sunday morning at same tine streets full for market. 60 car bays. 0 0 0 0 0 0 3 3 5 5 4 0 1 1
81
Greek church 82 bays plus anther 50 unsaved area to the south gated off and not
currently used. 0 0 0 0 0 0 0 0 2 3 3 2 2 0
82 0 0 0 0 0 0 0 0 0 0 0 0 0 0
83 0 0 0 0 0 0 0 0 0 0 0 0 0 0
84
Formed 64 bays on old bus depot parking median. Only restriction was 3hour parking
Sunday 8am to 4 pm. Almost empty except Sunday 100% full by 11am Sunday
markets .. Also some on - verge. Overspill for 50 cars from markets. 0 0 64 0 0 0 2 2 2 2 2 2 2 2
85 formed middle of road . 0 0 48 0 0 0 2 4 4 4 4 4 4 4
86
sign inside states" not a secure car park, may only be used by persons licensed to do
so by the owner or management, (Williamsen Ggroup);coin on entry operated boom
gates, but no instructions to process or fee 0 0 86 0 0 0 6 20 18 18 16 16 15 14
87 car park serves picnics etc 0 0 0 0 0 0 0 0 0 0 0 0 0 0
88 Church private car park , 30 bays approx, seems to be used for church and commuter 0 30 0 0 0 0 5 5 15 15 15 15 4 4
89 Unrestricted parking on park side 0 0 30 0 0 0 4 6 6 12 10 2 5 0
90 Unrestricted on park side 0 0 15 0 0 0 4 0 14 0 0 0 0 0
91 Unrestricted on park side except 7 bays two hour permit holders excepted. 0 0 12 0 0 7 6 6 2 3 3 3 8 0
92 Unrestricted on park side 0 0 15 0 0 0 3 0 17 24 0 12 0 0
93 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 169 487 737 8 43 305 336 460 550 631 515 473 458 283
Feature_
No Comments - Saturday 10 November 2012 - CCH - Aurecon
NoStop
Bays
NoPark
ing
Unrest
rict
Bus_
Zone
One_
Hour
Two_
Hour+
TIME
_10AM
TIME_1
2PM
TIME_
2PM1 Unrestricted. Fronting oval with its own off street Parking 0 0 20 0 0 0 0 0 0
2 Unrestricted opposite oval which has own off street parking. Cricket on Saturday all 0 0 20 0 0 0 4 4 3
3 Unrestricted 0 0 25 0 0 0 4 5 2
4 No parking 7.30-6 m-f 0 0 0 0 0 0 4 6 4
5 0 0 15 0 0 0 11 12 10
6 No parking 7 to 6 mon to fri 0 15 0 0 0 0 0 1 0
7 Unrestricted detached housing 0 0 20 0 0 0 2 1 0
8 Unrestricted 0 0 20 0 0 0 2 3 2
9 No parking 7.30-6 mon to fri 0 25 0 0 0 0 13 8 9
10 No parking 7.30am to 9 am mon to fri 0 25 0 0 0 0 15 15 13
11 Two hour paid meter 9-5.30 mon thur, 9-9 fri, 9-12 sat. One dollar one hour. Three 0 0 0 0 0 41 39 42 39
12
One hour limit. Twenty cents for eight minutes. Forty cents fifteen minutes. Meters.
18 one hour not ten. Plus one disabled and one five minutes. 0 0 0 0 10 0 16 17 16
13 Unrestricted 0 0 20 0 0 0 0 6 4
14 No parking. Howitt st is narrower 6 m carriageway. Tree canopy makes pleasant. 0 20 0 0 0 0 0 0 0
15 No parking 9-5 mon to fri. But eighty percent full after hours and weekends. 0 24 0 0 0 0 9 12 9
16 No parking. 0 20 0 0 0 0 0 0 0
17 No parking. 0 20 0 0 0 0 0 0 0
18 No parking 9-5. Mon-fri 0 15 0 0 0 0 0 5 2
19 20 0 0 1 0 0 0 0 0
20 20 0 0 0 0 0 0 0 0
21 20 0 0 0 0 0 0 0 0
22 Quarter hour parking 7am to 6 pm mon to fri 0 0 0 0 4 0 0 0 0
23 Quarter hour parking 9-6 Mon to fri To serve child care 0 0 0 0 0 0 4 0 4
24 No stopping 6 0 0 0 0 0 0 0 0
25 0 0 0 0 0 20 17 16 13
26 0 20 0 0 0 0 0 0 0
27 No parking 0 20 0 0 0 0 0 0 0
28 Two hour parking 7am to 6 pm Mon to Fri 0 0 0 0 0 21 21 20 18
29 20 0 0 1 0 0 0 0 0
30 0 0 15 0 0 0 0 0 0
31 0 0 15 0 0 0 0 0 0
32 Unrestricted 0 0 15 0 0 0 0 1 0
33 No stopping but quiet street and two cars parked noon Saturday. 12 0 0 0 0 0 0 2 0
34 0 17 0 0 0 0 0 0 0
35 Two no parking bays are five minute parking 4 2 0 0 0 0 0 0 0
36 0 0 14 0 0 0 15 16 17
37 15 0 0 0 0 0 0 0 0
38 No parking 0 10 0 0 0 0 0 0 0
39 No parking 0 10 0 0 0 0 0 0 0
40 0 0 4 0 0 0 1 0 0
41 15 0 0 0 0 0 12 0 0
42 10 0 0 0 0 0 0 0 0
43 0 0 15 0 0 0 2 0 3
44 No parking 7.30-6 Mon to fri. 0 15 0 0 0 0 2 2 2
45 Unrestricted 0 0 11 0 0 0 6 9 8
46 No parking. 0 11 0 0 0 0 0 0 0
47
Pay machines. Mo to fri 9-5.30 sat 9 to noon. One dollar one hou. Three dollars two
hours. Five fifty three hours. Nine dollars four . 5 disabled bays. 0 0 30 0 0 183 54 63 87
48 No parking 0 20 0 0 0 0 0 0 0
49
Green line routes four and five. Fifteen minutes weekdays. Hourly weekends. DTG
hop aboard here. Sign . Cafes on eyre/Kennedy and jardine 95% tables full at
1 pm Saturday - fullest seen. 0 0 0 2 0 0 0 0 0
50 5 0 0 0 0 0 0 0 0
51 Two hour meter. 9-5.30 MF. 9-noon sat. Forty cent fifteen minutes. 0 0 0 0 4 6 1 5 4
52 No parking 0 10 0 0 0 0 0 0 0
53 No parking Contains bus stop 0 10 0 1 0 0 0 0 0
54 Loading zone fifteen bays. One five minute 0 15 0 0 0 4 9 7 2
55 Twelve bays six motorcycles two disabled off street .. Ten loading bays on street. 0 10 16 0 0 0 16 17 11
56 Loading 0 5 0 0 0 0 4 4 3
57 Four quarter hour Parking unmetered. Thirteen one hour pay machine. 0 0 0 0 0 0 20 16 17
58 6 0 0 0 0 0 0 0 0
59
One hour meter. THree loading zone / taxi zone other times. Four five minute bays
outside post office. 0 0 0 0 9 0 11 10 13
60 0 0 25 0 0 0 21 21 15
61 0 0 35 0 0 0 14 14 15
62 6 0 0 3 8 0 8 8 7
63 0 0 0 0 0 0 23 28 27
64
Parking machines. For two hour. Parking Bike parking rails for up to six bikes.
Averaged two bikes throughout the survey. 0 0 0 0 0 20 15 17 17
65 Quarter hour meters 8 bays. Two hour meter 3 bays. 0 0 0 0 8 3 9 5 5
66 No parking 7.30 to 6 pm mon - Fri. 0 0 0 0 0 0 3 0 0
67 10 15 0 0 0 0 0 0 0
68 0 10 0 0 0 0 0 0 0
69
57 unrestricted bays in currie crescent. Baptist church car park.
Nearby. Signed Private property- no unauthorised parking. Bugt appears to be used
by general public. Capacity of say forty bays unsaved and unmarked. 0 0 50 0 0 0 6 7 8
70 0 15 0 0 0 0 0 0 0
71 Unrestricted parking on park side 0 30 0 0 0 0 0 0 0
72 Unrestricted on park side 0 15 0 0 0 0 0 0 0
73 Unrestricted on park side except 7 bays two hour permit holders excepted. 0 12 0 0 0 0 0 0 0
74 Unrestricted on park side 0 15 0 0 0 0 0 0 0
75 0 6 10 0 0 0 3 4 4
76 0 0 12 0 0 0 7 7 7
77 0 0 25 0 0 0 11 6 8
78 Part signed a three hour mon to Fri. Rest no signs. Gravel. Approx twenty bays. 0 0 20 0 0 0 5 6 4
79 Three hour mon to Friday. Gravel approx 15 bays. 0 0 15 0 0 0 2 0 1
80
Greek Orthodox Church Appears to be mainly. Saturday evening and Sunday.
Services. Car park observed less than 5 cars during survey period .. Over ninety
percent Sunday morning at same tine streets full for market. 60 car bays. 0 2 0 0 0 0 4 0 1
81
Greek church 82 bays plus anther 50 unsaved area to the south gated off and not
currently used. 0 82 0 0 0 0 1 3 1
82 0 60 0 0 0 0 0 0 0
83 0 0 0 0 0 0 0 0 0
84
Formed 64 bays on old bus depot parking median. Only restriction was 3hour parking
Sunday 8am to 4 pm. Almost empty except Sunday 100% full by 11am Sunday
markets .. Also some on - verge. Overspill for 50 cars from markets. 0 0 64 0 0 0 2 2 3
85
Middle of road underused - only restriction is 3 hour 8am to 4 pm on Sundays Ie
markets at old bus depot 0 0 49 0 0 0 4 4 4
86
Middle of road underused - only restriction is 3 hour 8am to 4 pm on Sundays Ie
markets at old bus depot 0 0 86 0 0 0 7 8 7
87 0 0 0 0 0 0 0 0 0
88 0 0 0 0 0 0 0 0 0
89 Unrestricted parking on park side 0 0 30 0 0 0 0 0 0
90 Unrestricted on park side 0 0 15 0 0 0 0 0 0
91 Unrestricted on park side except 7 bays two hour permit holders excepted. 0 0 12 0 0 7 2 0 2
92 Unrestricted on park side 0 0 15 0 0 0 0 3 0
93 0 0 0 0 0 0 0 0 0
Total 169 601 738 8 43 305 461 468 451
Appendix D Floor Space
Floor space estimation by AT Adams Consulting, November 2012
Kin
gsto
n D
eve
lop
me
nt
Po
ten
tial
exc
lusi
ve o
f ca
rpar
k/se
rvic
e s
tati
on
de
velo
pm
en
t si
te.
Sect
ion
#B
lock
#Si
te a
rea
Zon
eSi
te c
ove
rage
Sto
reys
GFA
Site
co
vera
geSt
ore
ysSi
te c
ove
rage
sto
reys
GFA
GFA
/Se
ctio
n
201
808
CZ2
0.5
280
80.
54
1616
583
60.
52
836
0.5
416
72
683
60.
52
836
0.5
416
72
780
80.
52
808
0.5
416
16
1625
080.
52
2508
5796
0.5
450
1611
592
5796
21 n
ort
h1
1225
CZ1
12
2450
0.4
4p
lus
11
3185
310
461
110
460.
54
plu
s1
131
38
494
21
194
20.
54
plu
s1
128
26
594
21
194
20.
54
plu
s1
128
26
694
21
194
20.
54
plu
s1
128
26
710
771
110
770.
254
plu
s1
121
54
2348
91
148
90.
54
plu
s1
114
67
2449
81
149
80.
54
plu
s1
114
94
2533
41
133
487
201
413
3621
252
1253
2
21 S
ou
th8
1045
11
1045
0.75
4p
lus
11
4180
910
451
110
450.
754
plu
s1
141
80
1010
121
110
120.
754
plu
s1
140
48
1196
61
196
60.
754
plu
s1
138
64
1287
81
217
5658
240.
754
plu
s1
135
1219
784
1396
0
2213
1062
CZ2
0.5
153
10.
54
2124
2291
90.
51
459.
599
0.5
0.5
418
3839
6229
71.5
1929
678
CZ1
1n
/a
4711
91
n/a
4885
501
n/a
3014
270.
52
1427
0.5
428
54
3112
720.
52
1272
2699
0.5
425
4453
9826
99
2403
061
988
3795
9
Pre
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Aurecon Australia Pty Ltd
ABN 54 005 139 873
Level 2, 116 Military Road Neutral Bay NSW 2089
PO Box 538 Neutral Bay NSW 2089 Australia
T +61 2 9465 5599
F +61 2 9465 5598
W aurecongroup.com
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