project: kingston parking study - planning · project prsydtra01- file 0009 kingston parking study...

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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Document prepared by:

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

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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


ABN 54 005 139 873


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

Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page ii

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.

Project PRSYDTRA01- File 0009 Kingston Parking Study Final Report 5 June 2013 Revision 3 Page 1

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


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


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


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.


Figure 3: Master Plan area and Parking Survey Area

Figure 4: Subject site and surrounds


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.


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


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.


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.


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


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


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


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


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.


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.


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)


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)


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


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


Figure 11: Survey location plan


Figure 12: Parking Survey segment coding


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


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


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


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.


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


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).


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


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


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


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.


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.


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)


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.


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


Occupancy % 50

Total public spaces


Occupancy vehs 427

Occupancy % 48

Tenant parking


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.)


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


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.


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.


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


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


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.


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.


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.


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


#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



C:\RTA\000.RTC




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


HOURLY MEAN SPEED BY DAY

C:\RTA\000.RTC




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



C:\RTA\000.RTC




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


HOURLY 85th SPEED PERCENTILE BY DAY

C:\RTA\000.RTC





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



C:\RTA\000.RTC




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


HOURLY SPEED STANDARD DEVIATION BY DAY

C:\RTA\000.RTC





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



C:\RTA\000.RTC




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


HOURLY CLASSIFICATION BY DAY

C:\RTA\000.RTC



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



C:\RTA\000.RTC



2012/11/08 Thursday


-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC



2012/11/09 Friday


-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC



2012/11/10 Saturday


-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC



2012/11/11 Sunday


-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC



2012/11/12 Monday


-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC



2012/11/13 Tuesday


-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC





-----------------------------------------------------------------------------------

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



C:\RTA\000.RTC



00:00 2012/11/07 to 14:00 2012/11/14


-----------------------------------------------------------------------------------

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:



C:\RTA\001.RTC


Area : 04 Site : 801 Location : 02 Direction : Southbound


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



C:\RTA\001.RTC




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



C:\RTA\001.RTC





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



C:\RTA\001.RTC




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



C:\RTA\001.RTC





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



C:\RTA\001.RTC




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



C:\RTA\001.RTC





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



C:\RTA\001.RTC




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



C:\RTA\001.RTC





-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



2012/11/08 Thursday


-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



2012/11/09 Friday


-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



2012/11/10 Saturday


-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



2012/11/11 Sunday


-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



2012/11/12 Monday


-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



2012/11/13 Tuesday


-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC





-----------------------------------------------------------------------------------

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



C:\RTA\001.RTC



00:00 2012/11/07 to 14:00 2012/11/14


-----------------------------------------------------------------------------------

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


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


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


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


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


91 Unrestricted on park side except 7 bays two hour permit holders excepted. 0 0 12 0 0 7 2 0 2


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

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ve o

f ca

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on

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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

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1611

592

5796

21 n

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12

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0.4

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11

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310

461

110

460.

54

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131

38

494

21

194

20.

54

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26

594

21

194

20.

54

plu

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128

26

694

21

194

20.

54

plu

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128

26

710

771

110

770.

254

plu

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121

54

2348

91

148

90.

54

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114

67

2449

81

149

80.

54

plu

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94

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133

487

201

413

3621

252

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ou

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11

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11

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451

110

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754

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80

1010

121

110

120.

754

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48

1196

61

196

60.

754

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138

64

1287

81

217

5658

240.

754

plu

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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

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4711

91

n/a

4885

501

n/a

3014

270.

52

1427

0.5

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54

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52

1272

2699

0.5

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99

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9

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ABN 54 005 139 873


PO Box 538 Neutral Bay NSW 2089 Australia

T +61 2 9465 5599

F +61 2 9465 5598

E [email protected]

W aurecongroup.com

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Namibia, New Zealand, Nigeria,

Philippines, Singapore, South Africa,

Swaziland, Tanzania, Thailand, Uganda,

United Arab Emirates, Vietnam.

project: kingston parking study - planning · project prsydtra01- file 0009 kingston parking study...

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