traffic engineering assessment · traffix group has been engaged by icon developments australia pty...

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Traffic Engineers and Transport Planners

Traffic Engineering Assessment

Proposed Mixed Use Development

at

2 Brighton Street, Richmond

Prepared For

Icon Developments Australia Pty Ltd

August, 2018

24606R#1

Traffix Group Pty Ltd ABN 32 100 481 570 Address: Suite 8, 431 Burke Road, Glen Iris Victoria 3146

Telephone: 03 9822 2888 Website: www.traffixgroup.com.au Email: [email protected]


2 Brighton Street, Richmond: Proposed Mixed Use Development


Proposed Mixed Use Development

at

2 Bright Street, Richmond

Document Control

Issue No. Type Date Prepared By Approved By

A Final 31/08/2018 K. Ballantyne M. Woollard

Our Reference: 24606R#1

COPYRIGHT: The ideas and material contained in this document are the property of Traffix Group (Traffix Group Pty Ltd — ABN 32 100 481 570, Traffix

Survey Pty Ltd — ABN 57 120 461 510, Traffix Design Pty Ltd — ABN 41 060 899 443). Use or copying of this document in whole or in part without the

written permission of Traffix Group constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of Traffix Group's client, and is subject to and issued in connection

with the provisions of the agreement between Traffix Group and its client. Traffix Group accepts no liability or responsibility whatsoever for or in

respect of any use of or reliance upon this report by any third party.

24606R#1



Table of Contents

1 Introduction 3

2 Proposal 3

3 Existing Conditions 4

3.1 Subject Site 4

3.2 Road Network 8

3.3 Car Parking Conditions 10

3.4 Alternative Transport Modes 12

3.4.1 Public Transport 12

3.4.2 Bicycle Infrastructure and Walking 14

3.4.3 Car Share Vehicles 14

4 Traffic Engineering Assessment 16

4.1 Statutory Car Parking Assessment 16

4.2 Reducing the Requirement for Car Parking 17

4.2.1 Car Parking Demand Assessment 18

4.3 Appropriateness of Providing Fewer Spaces than the Number Likely to be Generated 20

4.3.1 Car Parking Demand Assessment 21

4.3.2 Local Policies 21

4.3.3 Availability of Alternative Car Parking 24

4.3.4 Impacts on Activity Centre 24

4.3.5 Availability of Alternative Transport Modes 24

4.4 Bicycle Parking Assessment 25

4.5 Review of Car Parking Layout and Access Arrangements 26

4.6 Loading and Waste Collection 27

4.7 Traffic Impacts 28

4.7.1 Traffic Generation Rates 28

4.7.2 Traffic Distribution 28

5 Conclusions 30

List of Appendices

Appendix A: Development Plans

Appendix B: Parking Survey Results

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List of Figures

Figure 1: Locality Plan 5

Figure 2: Aerial Photograph 5

Figure 3: Subject Site — view east from Brighton Street 6

Figure 4: Land Use Zoning Map 7

Figure 5: Swan Street (view east) 9

Figure 6: Swan Street (view west) 9

Figure 7: Brighton Street (view north) 9

Figure 8: Brighton Street (view south) 9

Figure 9: Wiltshire Street (view east) 9

Figure 10: Wiltshire Street (view west) 9

Figure 11: Little Lesney Street (view east) 10

Figure 12: Little Lesney Street (view west) 10

Figure 13: Parking Survey Area 10

Figure 14: Profile of On-Street Parking Demand 11

Figure 15: Profile of Off-Street Parking Demand 12

Figure 16: Public Transport Map 13

Figure 17: TravelSmart Map 15

Figure 18: Development Traffic Volumes 29

List of Tables

Table 1: Development Summary & Car Parking Allocation 3

Table 2: Summary of Public Transport Services 13

Table 3: Statutory Car Parking Assessment (Column B, Clause 52.06-5) 17

Table 4: Car Ownership data - 2016 Census Australian Bureau of Statistics 19

Table 5: Statutory Bicycle Parking Assessment - Clause 52.34 25

Table 6: Expected Development Peak Hour Traffic Volumes 29

24606R#1 Page 2



1 Introduction

Traffix Group has been engaged by Icon Developments Australia Pty Ltd to prepare a traffic engineering

report for a proposed mixed use development at 2-8 Brighton Street & 1 Wiltshire Street, Richmond.

This report provides a detailed traffic engineering assessment of the parking and traffic issues

associated with the proposed development.

2 Proposal

The proposal is for a multi-storey mixed use development on the site. The table below summarises

the development and proposed car parking allocation.

Table 1: Development Summary & Car Parking Allocation

Use

Size/No. Car Parking Allocation

Resultant Car Parking Rate

Residential

One-bedroom Apt. 24 17 0.71 space per apartment

Two-bedroom Apt. 73 73

1 space per apartment Three-bedroom Apt. 5 5

Three-bedroom Townhouse 6 12 2 spaces per townhouse

Residential Subtotal 108 dwellings 107 -

Commercial

Food and Drink Premises (café)

253m2

2

0.79 space per 100m2

TOTAL

109

A total of 109 car spaces are located within a 4-level basement carpark, including 107 resident spaces

and 2 food and drink spaces. There is 1 DDA accessible car space allocated to the food and drink

tenancy.

Vehicle access to the development is via a 6.1m wide crossover and accessway to Wiltshire Street,

located at the site's western property boundary.

The development includes a total of 131 bicycle spaces across the basement, ground and upper levels.

These spaces include 77 spaces as wall mounted racks and 54 spaces as horizontal rails.

Post-development, 7 on-street car spaces will be available along the site's combined frontage to

Brighton Street and Wiltshire Street (net loss of 1 car space). The on-street parking along Wiltshire

Street is proposed to include a car share vehicle and a loading zone, subject to Council approval.

Pedestrian access to the dwellings is via a shared lobby from Wiltshire Street or Little Lesney Street.

Pedestrian access to the café is via Brighton Street.

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A bin storage area is provided on the ground level. Waste collection is proposed to be undertaken by

private contractor along the site's frontage to Wiltshire Street. An on-street loading zone has been

detailed on the plans for waste collection, subject to Council approval.

A copy of the development plans prepared by Rob Kennon Architects (dated August, 2018) which form

the basis of our assessment are attached at Appendix A to this report.

3 Existing Conditions

3.1 Subject Site

The subject site is located on the west side of Brighton Street between Wiltshire Street and Little

Lesney Street in Richmond. A locality plan, aerial photograph and photograph of the subject site are

presented in Figure 1 to Figure 3, respectively.

The development site is rectangular in shape, has a total site area of approximately 1,298m2 and has

frontages to Brighton Street, Wiltshire Street and Little Lesney Street of approximately 31.3m, 41m

and 41m, respectively.

The development site is currently occupied by a single storey specialist medical centre ('New Leaf

Psychology' and 'Inner Truth Sport') and a warehouse building. Vehicle access to an on-site carpark is

provided via a 4.6m wide crossover to Wiltshire Street.

The rear carpark accommodates approximately 6 car spaces associated with the medical centre.

A total of 8 car spaces are located along the site's combined frontage to Brighton Street and Wiltshire

Street, subject to `2P 8am-5pm Mon-Fri' restrictions.

The subject site is located within a Mixed Use Zone (MUZ) under the Planning Scheme as presented at

Figure 4. The subject site is located within the Swan Street Activity Centre and the Principal Public

Transport Network Area (PPTN). Land-use in the vicinity of the site is generally a mixture of residential

and commercial uses.

Significant nearby land uses and activity centres are detailed below:

• East Richmond Station, located approximately 200m east of the site,

Barkly Gardens, located approximately 200m east of the site,

Richmond Primary School, located approximately 350m south of the site, and

Richmond Railway Station, located approximately 800m west of the site.

24606R#1 Page 4

Traffic Engineering Assessment 2 Brighton Street, Richmond: Proposed Mixed Use Development

Figure 1: Locality Plan Source: Melway Publishing

Source: www.nearmap.com

Figure 2: Aerial Photograph

24606R#1

Page 5



Figure 3: Subject Site — view east from Brighton Street

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Zones Legend 0 ACZ - Activity Centr e D BIZ - Commercial 1 0 622 - Commercial 1

632 - Commercial 2 842 - Commercial 2 652 - Commercial I CIZ - Commercial I C22 - Commercial 2 CA - Commonwealth Land CCZ - Capital ay CDZ - Comprehensive Development DZ - Dockland

0 ERZ - Environmental Rural FZ - Farming GRZ - General Residential GWAZ - Green Wedge A GWZ - Green Wedge

rj IN1Z - Industrial 1 maz - Industrial 2

▪

IN32 - Industrial 3

ED LDRZ - Low Density Residential

•

FIJZ - Mixed Use El NRZ - Neighbourhood Residential

PCRZ -Public Conservation & Resource poz - Priority Development PPRZ - Pubic Park & Recreation

El pun - Pthlic Use - Service & Utlity PUZ2 - Public Use - Education

173 PUZ3 - Pthlic Use - Health Community PUZ4 - Public Use - Transport PUZ5 - Pubic Use - Cemetery/Crematorium PUZ6 - Pubic Use - Local Government PUZ7 - Public Use - Other Pubic Use

0 R1Z - General Residential R2Z - General Residential R3Z - General Residential

11. RAZ - Rural Activity RCZ - Rural Conservation RDZ1 - Road - Category 1 RDZ2 - Road - Category 2 RGZ - Residential Growth

0 RI2 - Rural Living Rirz - Rural SUZ - Special Use TZ - Township

0 UFZ - Urban Floodway UGZ - Urban Growth

Urban Growth Boundary

Source: Planning Schemes Online



Figure 4: Land Use Zoning Map

24606R#1

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3.2 Road Network

Swan Street is a VicRoads Arterial Road aligned in an east-west direction. Swan Street provides 2

traffic lanes in each direction. The kerbside lanes are typically used for on-street car parking, outside

of Clearway times (7-9:15am Mon-Fri on the south side and 4:30-6:30pm Mon-Fri on the north side).

Short-term (2P or less) parking restrictions apply during business hours and Saturday mornings. The

centre lanes accommodate tram tracks.

A posted speed limit of 40km/h applies to Swan Street between 7am-midnight. Outside of these times

a speed limit of 60km/h speed limit applies to Swan Street.

Swan Street, between Church Street and Coppin Street, carried a two-way traffic volume of 18,500

vehicles per day in 20161.

Brighton Street is classified as a 'Local' road under Council's Register of Public Roads. Brighton Street

extends in a north-south direction between Swan Street in the north and the Monash Freeway

(Citylink) in the south. Brighton Street is separated by a railway corridor.

In the vicinity of the site, Brighton Street has a carriageway width of approximately 10.4m which

accommodates parking on both sides of the road and a single lane of traffic in each direction. On-

street parking within Brighton Street is limited to short-term parking restrictions (1/4P or 2P).

A posted speed limit of 40km/h applies to Brighton Street.

Wiltshire Street is classified as a 'Local' road under Council's Register of Public Roads. Wiltshire Street

extends in an east-west direction between Brighton Street in the east and a dead-end in the west.

In the vicinity of the site, Wiltshire Street has a carriageway width of approximately 5.6m which

accommodates parking on the south side only and a single lane for two-way traffic. On-street parking

within Wiltshire Street is short-term (1/4P or 2P) or unrestricted.

The default urban speed limit of 50km/h applies to Wiltshire Street.

Little Lesney Street is classified as a 'Local' road under Council's Register of Public Roads. Little Lesney

Street is generally aligned in an east-west direction between Swan Street in the north and Mary Street

in the east.

In the vicinity of the site, Little Lesney Street has a carriageway width of approximately 3.3m which

accommodates a shared single lane for two-way traffic. On-street parking is not permitted within Little

Lesney Street.

The default urban speed limit of 50km/h applies to Little Lesney Street.

Photographs depicting the surrounding road network are presented in Figure 5 to Figure 12.

VicRoads Arterial Road Volume Database, February, 2017

24606R#1 Page 8

Figure 8: Brighton Street

(view south)

Figure 7: Brighton Street

(view north)

Figure 9: Wiltshire Street

(view east)

Figure 10: Wiltshire Street

(view west)

Page 9 24606R#1



Source: Google

Figure 5: Swan Street (view east)

Source: Google

Figure 6: Swan Street (view west)

1 _ INIIINIFM EU l

.

1 ' r . Off-Street

Survey Area

ii.



Figure 11: Little Lesney Street

Figure 12: Little Lesney Street (view east)

(view west)

3.3 Car Parking Conditions

A series of spot parking occupancy surveys have been conducted by Traffix Group. These surveys were

undertaken at various times to establish a parking profile for the area surrounding the site. The

surveyed times included:

3:45pm — Wednesday 30th May, 2018,

9am, 11am, 1pm & 8pm — Friday 15t June, 2018, and

1pm & 8pm — Saturday 2" June, 2018.

The survey times include the expected peak times for nearby residents (i.e. evenings and weekends)

and commercial uses in the vicinity of the site (i.e. lunch time weekdays during business hours).

The total number of available spaces is reduced during the relevant time periods when various `No

Stopping', 'Loading Zone' and 'Clearway' restrictions apply. In the following analysis, '1/4P' spaces

have also been excluded on the basis that they are too short a duration for most trips.

The area surveyed is shown in Figure 13 and the detailed results of the surveys are provided at

Appendix B.

Source: Melway Publishing

Figure 13: Parking Survey Area

24606R#1 Page 10


Ilhateaday 30th Itey,

20111

[ONG. of Vacant Spaces a as No. of Occupied Spaces 24

-4- Percentage Ompancy 39%

44

Frlay1stJus, 2039

49

77%

Saturday 2nd 9444 2029

62

91% 91%

14

36%

On-Street Parking Demand

porlim

_ _

P411 -di

1

Note: These survey results inkude spaces available to the general public only Time of Sunrey

- 1006

90%

BO%

70%t

eyx, 0

50%

40%

93%

20%

10%

0%

On-Street Parking Demand

A total of between 39-68 publicly available on-street car spaces are located within the survey area.

Publically available on-street parking is generally short-term parking (2P), with car spaces located on

Swan Street subject to ticket parking.

A profile of on-street parking demand is provided at Figure 14.

Figure 14: Profile of On-Street Parking Demand

The results of the surveys indicate that there is a low-moderate level of demand for on-street parking

during weekday business hours and lunchtime on the weekend, with occupancy recorded between 36-

77% (14-38 vacant car spaces).

A high level of demand was recorded during the evenings, with occupancy recorded at 91% (6 vacant

spaces) on both the Friday and Saturday evenings. These were the peak times associated with the

parking surveys.

Off-Street Parking Demand

A public carpark is located at the intersection of Charlotte Street and St Crispin Street. This carpark

includes 19 publically available car spaces, subject to '2P 7am-7pm Mon-Sat' restrictions.

A profile of the parking demand for this carpark is provided at Figure 14.

24606R#1 Page 11

Note: These survey results inicude spans milable to the general public only Time of Survey



Off-Street Parking Demand

(=No. of Vacant Spacer 4 2 5 0

II♦ No. of Occupied Spaces 15 15 17 17 19 14 19

—le— Percentage Occupancy 79% 79% 89% 89% 170' 74% 130%

Figure 15: Profile of Off-Street Parking Demand

The results of the surveys indicate that there is a high demand for off-street parking, with the carpark

being fully occupied during the evenings.

3.4 Alternative Transport Modes

3.4.1 Public Transport

The site is located with the Principal Public Transport Network Area (PPTN) and as such has access to

a number of public transport services, including train, tram and bus services operating within a

convenient walking distance of the site.

The public transport network surrounding the site is shown in Figure 16. The key facilities located

within the nearby area are detailed in the following table.

24606R#1 Page 12

Tram Route 78 North Richmond & Balaclava South Yarra, Prahran & Windsor

Church Street — 150m west of site

Subject Site

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Table 2: Summary of Public Transport Services

Service

Between

Via

East Richmond Railway Station — 200m west of the site

East Richmond

Railway Station

Alamein, Belgrave, Glen Waverley &

Lilydale lines

A variety of destinations across the east

and southeast of Melbourne

Richmond Railway Station — 800m west of the site

Richmond Railway

Station

Alamein, Belgrave, Cranbourne,

Frankston, Glen Waverley, Lilydale,

Pakenham & Sandringham lines

A variety of destinations across the

north, east and southeast of Melbourne

Swan Street — 50m north of the site

Tram Route 70 Waterfront City Docklands & Wattle Park Surrey Hills, Richmond & City

Source: ptv.vic.gov.au

Figure 16: Public Transport Map

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3.4.2 Bicycle Infrastructure and Walking

The site is well served by bicycle infrastructure with on-road and informal bicycle lanes surrounding

the site, as shown in the excerpt from the City of Yarra TravelSmart Map shown in Figure 17.

Walking is the most sustainable travel mode. The subject site scores 99 out of a possible 100 using the

'Walk Score' on WalkScore.com. This score classifies the site as a 'walker's paradise' and that daily

errands do not require a car. A site's walk score is calculated based on the walking distance to local

amenities, such as supermarkets, schools, parks, public transport, etc. Walkscore.com utilises data

sources such as Google and road network data to calculate a 'Walk Score'.

This site is located nearby Church Street and Swan Street, which provide access to a range of everyday

services within comfortable walking distance of the site such as banks, supermarkets, specialty shops

and medical centres.

The site also has access to many nearby destinations via a short bicycle ride or walk rather than via

private car.

3.4.3 Car Share Vehicles

Yarra City Council supports 'car sharing' schemes by allocating on-street spaces throughout the

municipality for the purposes of accommodating 'car share' cars operated by Flexicar, Go Get and

Green Share Car, three Council supported schemes.

There are 7 car share vehicles within 500m of the site. The nearest car share pod is located near the

intersection of Swan Street and Church Street, approximately 150m west of the site. Extensive car

share pods are also available in the wider area, as detailed in Figure 17.

The nearby car sharing schemes provide an alternative to private vehicle ownership for residents and

staff of the proposed development.

24606R#1 Page 14

Pubic Trarsport Zone Boundary

Shops

TrafBc light or Pedestrian Crossing

Blke Shop

CarShare Pod

Melway Street Directory map grid & number

ePF, A

eLt

ens,

(Zone 2 Legend

Walking Track

Off Road Shared Path

On-Road Bike Lane

informal Bice Route LID F sn

ti .Y1 Jolimont

Bus Route with terminus

Tram Route. with stop & temtinus Railway Station, wirh distance ID OP/

O

22ZEP

Source: Yaffe City Council


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Figure 17: TravelSmart Map

24606R#1

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4 Traffic Engineering Assessment

4.1 Statutory Car Parking Assessment

The proposed development falls under the following land-use categories of 'dwelling' and 'food and

drink premises' under Clause 73.03 of the Planning Scheme.

The Planning Scheme sets out the parking requirements for new developments under Clause 52.06.

The purpose of Clause 52.06 is:

• To ensure that car parking is provided in accordance with the Municipal Planning Strategy and the

Planning Policy Framework.

• To ensure the provision of an appropriate number of car parking spaces having regard to the

demand likely to be generated, the activities on the land and the nature of the locality.

• To support sustainable transport alternatives to the motor car.

• To promote the efficient use of car parking spaces through the consolidation of car parking

facilities.

• To ensure that car parking does not adversely affect the amenity of the locality.

• To ensure that the design and location of car parking is of a high standard, creates a safe

environment for users and enables easy and efficient use.

Clause 52.06-5 states that:

Column B rates apply if any part of the land is identified as being within the Principal Public

Transport Network Area as shown on the Principal Public Transport Network Area Maps (State

Government of Victoria, 2018).

As the site is located within the Principal Public Transport Network Area, Column B rates apply to the

site.

The car parking requirements for the proposed development are set out under Clause 52.06 and the

car parking table at Clause 52.06-5 of the Planning Scheme. The assessment is set out in the following

table.

24606R#1 Page 16


Table 3: Statutory Car Parking Assessment (Column B, Clause 52.06-5)

Proposed Use No. Statutory Car Parking Parking

Rate (Column B) Requirement (1) Parking

Provision Shortfall

Residential

One-bedroom Apt. 24 1 space to each one or

two-bedroom dwelling

24 17 -7

Two-bedroom Apt. 73 73 73

Three-bedroom Apt. 5 2 spaces to each three or

more bedroom dwelling

10 5 -5

Three-bedroom

Townhouse 6 12 12

Residential Visitors 8

dw1e0llin gs No requirement - - -

Subtotal 119 107 -12

Commercial

Food and Drink Premises 253m2 3.5 spaces per 100m2 of

LFA 8 2 -6

TOTAL 127 109 -18

Note 1. Clause 52.06-5 specifies that where a car parking calculation results in a requirement that is not a whole number, then number

of spaces should be rounded down to the nearest whole number.

The development has a statutory parking requirement under Clause 52.06-5 of 127 car spaces,

including 119 resident spaces and 8 food and drink spaces.

The provision of 109 car spaces results in a shortfall of 18 spaces, including 12 resident spaces and 6

food and drink spaces.

Accordingly, a car parking reduction is required under Clause 52.06-7.

4.2 Reducing the Requirement for Car Parking

Clause 52.06-7 allows for the statutory car parking requirement to be reduced (including to zero). An

application to reduce (including reduce to zero) the number of car spaces required under Clause 52.06-

5 or in a schedule to the Parking Overlay must be accompanied by a Car Parking Demand Assessment.

Clause 52.06-7 sets out that a Car Parking Demand Assessment must have regard to the following key

factors:

The likelihood of multi-purpose trips within the locality which are likely to be combined with a trip

to the land in connection with the proposed use.

The variation of car parking demand likely to be generated by the proposed use over time.

• The short-stay and long-stay car parking demand likely to be generated by the proposed use.

• The availability of public transport in the locality of the land.

• The convenience of pedestrian and cyclist access to the land.

• The provision of bicycle parking and end of trip facilities for cyclists in the locality of the land.

24606R#1 Page 17



• The anticipated car ownership rates of likely or proposed visitors to or proposed occupants

(residents or employees) of the land.

• Any empirical assessment or case study.

Planning Practice Note 22 (June, 2015) specifies that the provisions for reducing the car parking

requirement draw a distinction between the assessment of likely demand for parking spaces (the Car

Parking Demand Assessment), and whether it is appropriate to allow the supply of fewer spaces than

assessed by the Car Parking Demand Assessment. These are two separate considerations, one

technical while the other is more strategic. Different factors are taken into account in each

consideration.

Accordingly, the applicant must satisfy the responsible authority that the provision of car parking is

appropriate on the basis of a two-step process, which has regard to:

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

Whether it is appropriate to allow fewer spaces to be provided than the number likely to be

generated by the site.

An assessment of the appropriateness of reducing the car parking provision below the statutory

requirement is set out below.

4.2.1 Car Parking Demand Assessment

The following Car Parking Demand Assessment for this development has had regard to the above

factors as appropriate.

Resident Demands

It is recognised that car ownership is influenced by a number of factors and that in inner city areas

many households do not own a car for a range of reasons. While the reasons may vary from household

to household, they are likely to include one or more of the following:

affordability issues — some residents may not be able to afford to own, insure, register and

maintain a car, or may not travel sufficient distances over the year to make car ownership

worthwhile,

public transport and service access — residents may live within close proximity to daily services

such as shops, banks, activity centres etc., and can conveniently access these by public transport

or via non car-based modes (walking, cycling, etc.),

public transport and employment/study access — residents may have convenient access (via public

transport, bicycle, or walking) to their place of work, study, recreation, etc.,

disability or unlicensed — some residents may be unable to drive due to disability, age or being

unlicensed, and therefore are more reliant on alternative transport modes, and

environmental concerns — some residents may actively minimise their car usage for

environmental reasons, preferring to use more sustainable transport modes to meet their daily

travel needs.

24606R#1 Page 18



A review of car ownership statistics for 'Flat/Unit/Apartment' within the suburb of Richmond and the

Yarra LGA highlights the following average car ownership statistics for one and three-bedroom

apartments. This data was recorded by the Australian Bureau of Statistics (ABS) in the 2016 Census

and is presented in the following table.

Table 4: Car Ownership data - 2016 Census Australian Bureau of Statistics

Type of Dwelling Number of Cars Richmond Suburb Yarra LGA

1 bedroom

Flat/Unit/Apartment in one

or more storey block

Average no. of cars per

dwelling 0.8 0.7

0 cars 34% 38%

1 car 58% 55%

2 or more cars 8% 7%

3 bedroom

Flat/Unit/Apartment in one

or more storey block

Average no. of cars per

dwelling 1.1 1.2

0 cars 25% 20%

1 car 45% 48%

2 cars 24% 25%

3 or more cars 6% 7%

The above statistics relate to the whole of the suburb and includes areas with a lower level of access

to public transport and services compared with the subject site. These also include owner occupied

dwellings in addition to rental properties.

It is noted that future residents will not be eligible for parking permits under the City of Yarra Resident

Parking Policy and given the unavailability of long-term parking in the nearby area, residents without

a car space are unlikely to own a vehicle.

The above statistics indicate that the Clause 52.06 requirements for one and three-bedroom

apartments are higher than the car ownership statistics in this locality. Significantly, the statistics

indicate that 34% of residents living in one-bedroom apartments do not own a vehicle and 45% of

residents living in three-bedroom apartments own 1 vehicle only.

The above information highlights that there is a considerable demand for dwellings in this locality with

reduced resident parking. Accordingly, we are satisfied the provision of 7 x one-bedroom apartments

without car parking and 5 x three-bedroom apartments with a single car space is acceptable in this

locality.

Visitor Parking

There is no visitor parking requirement under the Column B rates of Clause 52.06-5. Notwithstanding,

we acknowledge that some level of visitor demands will be generated by the proposal, which will be

accommodated on-street in the nearby area. This is an acceptable arrangement and is in accordance

with the objectives of the Planning Scheme.

24606R#1 Page 19


Food and Drink Premises Demands

The statutory car parking rate of 3.5 spaces per 100m2 LFA is highly conservative for this locality. Given

the location of the proposed tenancy, we do not expect this use to be a 'self-attractor' of additional

parking demands. Rather, this tenancy is likely to serve existing employees, residents, and customers

within the nearby area, including residents of the proposed apartments, who will not necessarily

generate any significant additional parking demands. These customers would be expected to walk

from the nearby area or extend their duration of an existing trip to visit the site and not necessarily

generate additional car trips.

Based on the above, the demands are unlikely to exceed 50% of the statutory parking demand in

practice. That is 4 spaces rather than 8 spaces.

It is expected that the staff parking demands to be not more than 2 car spaces (up to 1 space per

100m2 ). As 2 car spaces are provided on-site for staff of this tenancy, we are satisfied that all staff

parking demands will be accommodated on-site.

The balance of the car parking demands (2 car spaces) will be associated with customers and would

need to be accommodated on-street within suitable short-term car parking in the nearby area.

The peak demand times can be expected to be during business hours and weekend daytime depending

on the ultimate operating hours of this tenancy.

Summary

In summary, the Car Parking Demand Assessment identifies the following car parking overflows:

• Residents: Demands adequately accommodated on-site.

• Food & Drink Staff: All staff demands accommodated on-site.

• Food & Drink Customers: Short-term overflow of 2 customer spaces during business hours.

4.3 Appropriateness of Providing Fewer Spaces than the Number Likely to be

Generated

The second step is to consider whether it is appropriate to allow fewer spaces to be provided than the

number likely to be generated by the site as assessed by the Car Parking Demand Assessment.

Clause 52.06-7 sets out a series of car parking provision factors that should be considered when

assessing the appropriateness of providing fewer car spaces on the site than are likely to be generated

by the use. The car parking provision factors are as follows, with the most relevant factors highlighted:

• The Car Parking Demand Assessment.

• Any relevant local planning policy or incorporated plan.

• The availability of alternative car parking in the locality of the land, including:

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

o Public car parks intended to serve the land.

o On street parking in non residential zones.

o Streets in residential zones specifically managed for non-residential parking.

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• On street parking in residential zones in the locality of the land that is intended to be for residential

use.

• The practicality of providing car parking on the site, particularly for lots of less than 300 square

metres.

• Any adverse economic impact a shortfall of parking may have on the economic viability of any

nearby activity centre.

• The future growth and development of any nearby activity centre.

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

• Any credit that should be allowed for car parking spaces provided on common land or by a Special

Charge Scheme or cash-in-lieu payment.

• Local traffic management in the locality of the land.

• The impact of fewer car parking spaces on local amenity, including pedestrian amenity and the

amenity of nearby residential areas.

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

• Access to or provision of alternative transport modes to and from the land.

• The equity of reducing the car parking requirement having regard to any historic contributions by

existing businesses.

• The character of the surrounding area and whether reducing the car parking provision would result

in a quality/positive urban design outcome.

• Any other matter specified in a schedule to the Parking Overlay.

• Any other relevant consideration.

These factors are considered below.

4.3.1 Car Parking Demand Assessment

The Car Parking Demand Assessment identifies the following car parking overflows:

• Residents:

Demands adequately accommodated on-site.

• Food & Drink Staff:

All Staff demands accommodated on-site.

• Food & Drink Customers: Short-term overflow of 2 customer spaces during business hours.

Based on the above, the following review of the decision guidelines focuses on the shortfall of short-

term car parking associated with customers only.

4.3.2 Local Policies

Yarra City Council supports sustainable transport and design in new and existing developments

through a number of policies and initiatives. These are summarised as follows.

Municipal Strategic Statement — Clause 21.06 Transport

Clause 21.06 of the Yarra Planning Scheme identifies the following objectives and associated strategies

in relation to transport:

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21.06-1 Walking and cycling

Objective 30 To provide safe and convenient pedestrian and bicycle environments.

Strategy 30.1 Improve pedestrian and cycling links in association with new development

where possible.

Strategy 30.2 Minimise vehicle crossovers on street frontages.

Strategy 30.3 Use rear laneway access to reduce vehicle crossovers.

21.06-2 Public transport

Objective 31 To facilitate public transport usage.

Strategy 31.1 Require new development that generates high numbers of trips to be easily

accessible by public transport.

21.06-3 The road system and parking

Objective 32 To reduce the reliance on the private motor car.

Strategy 32.1 Provide efficient shared parking facilities in activity centres.

Strategy 32.2 Require all new large developments to prepare and implement integrated

transport plans to reduce the use of private cars and to encourage walking, cycling and public

transport.

Objective 33 To reduce the impact of traffic.

Strategy 33.1 Ensure access arrangements maintain the safety and efficiency of the arterial

and local road networks.

Strategy 33.2 Ensure the level of service needed for new industrial and commercial operations

does not prejudice the reasonable needs of existing industrial and commercial operations to

access Yarra's roads.

The proposal supports the transport strategies and objectives of Yarra City Council by providing

residential dwellings and commercial uses within walking distance to the facilities in nearby activity

centres and the Melbourne CBD. These areas are within walking distance or a short trip by public

transport or bicycle.

The provision of commercial uses with a reduced rate of on-site car parking will encourage the use of

alternate transport by staff and customers and assist in reducing the traffic impacts of the proposed

development on the nearby activity centre.

Sustainable Transport Policies

Yarra City Council's Strategic Transport Statement (adopted April, 2006) has created a Hierarchy of

Transport Modes that "should be applied to all decision making and actions related to transport in the

City". The hierarchy is as follows:

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