1 Introduction Overview Strategic & Local Planning Context... 5

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3 CONTENTS 1 Introduction Overview Strategic & Local Planning Context Consideration of Parking and Traffic Impacts Strategic Context Parking Requirements under the Planning Scheme Local Planning Policy Framework Existing Conditions Regional Context Existing Uses & Planning Controls Pedestrian Conditions Bicycle Conditions Public Transport Accessibility Services Available Operating Hours and Service Frequency for Bus & Tram Services Operating Hours and Service Frequency for Train Services Future Public Transport Services Parking Surveys May 2016 Surveys May 2017 Surveys June 2017 Surveys Road Function & Geometry Elizabeth Street Chelmsford Street Arden Street Eastwood Street Macaulay Road Traffic Surveys Surrounding Network Heavy Vehicle Traffic Intersections Closest to Younghusband Site Additional Observations

4 4 Proposed Development Location Components Parking considerations Statutory Parking Requirement Adequacy of the Proposed Parking Supply Reducing the Requirement for Car Parking Car Parking Demand Assessment Multi-purpose trips within the area Variation of car parking demand over time Short-stay and long-stay parking demand Availability of public transport in the locality Convenience of pedestrian and cyclist access to the site and the provision of bicycle parking and end of trip facilities for cyclists Bicycle parking and end of trip facilities Anticipated car ownership rates of occupants Any empirical assessment or case study Realistic Car Parking Rates Conclusion Car Parking Demand Appropriateness of Providing Fewer Spaces than the Number Likely to be Generated Car Parking Demand Assessment Local Planning Policy & Growth and Development of any Nearby Activity Centre Car Parking Deficiency Associated with the Existing Use of the Land Alternative Transport Modes to and from the land Bicycle Parking Parking Layout & Access Arrangements Traffic Implications Overview Analysis Period and Approach Trip Generation Trip Distribution & Local Impact at Carpark Access Point Loading Facilities Summary of Traffic Impacts Conclusions

5 1 INTRODUCTION 1.1 OVERVIEW This Traffic and Parking Impact Assessment report has been prepared by Movendo Pty Ltd in support of the first stage of a mixed-use commercial development in Kensington, which is known as the Younghusband development, and is located on land abutting Chelmsford and Elizabeth Streets, as shown in Figure 1. Development of the Younghusband site is currently envisaged to occur on five land parcels denoted as Sites 01 to 05 in Figure 1. The project developer is Impact Investment Group Pty Ltd (IIG). This report should be read in conjunction with a Masterplan Transport Assessment, prepared by Movendo Pty Ltd, which provides a higher level of assessment of transport issues associated with the overall masterplan for the IIG landholdings and identifies preferred traffic management and multiple sustainable transport initiatives. A Green Travel Plan has also been prepared which sets out 5 strategies and 11 specific actions to discourage private vehicle use and encourage the use of public and active transport modes by the occupiers and visitors of the Younghusband development. The Younghusband site is located just to the south-east of the Kensington Neighbourhood Activity Centre, between the Craigieburn train line and Moonee Ponds Creek, approximately 2.5km northwest of Melbourne CBD. The first stage of development involves the portions of the site denoted as Sites 01 and 02 in Figure 1 (hereinafter referred to as S1 and S2). The existing building fabric will be retained, and the inside of the building will be retrofitted for multiple commercial tenancies and amenities, including offices, a gallery, artisan/manufacturing spaces and ancillary food and drink premises. This report examines the traffic and parking implications associated with the proposed development. More specifically, this report includes an assessment of the following: The provisions of the Melbourne Planning Scheme in so far as they relate to carparking and the appropriateness of the proposed off-street carparking supply; Suitability of the proposed parking in terms of layout; and Likely traffic impacts. This report concludes that the traffic and parking demands that are likely to be associated with the proposed development are comparatively modest and can be readily managed within the site. In particular, it is considered that there are no traffic engineering reasons why the proposed development should not be allowed, given that: The overall traffic volume generated by the development is lower than that currently generated by the site s existing uses and can be readily accommodated onto the surrounding road network with the traffic impact expected to be insignificant. Traffic capacity analysis at the Barrett Street access point into the proposed carpark indicates that it is capable of operating satisfactorily with no adverse impacts on road network performance. The proposal provides an adequate off-street parking supply (60 spaces) to fully satisfy the development s demands, having regard to the active and public transport options available and the many initiatives which will be implemented to minimise private vehicle use. The parking layout is satisfactory as it accords with the design guidelines set out in the Melbourne Planning Scheme and Australian Standard AS

6 North Figure 1: Site 01 and 02 and Overall Younghusband development 4

7 2 STRATEGIC & LOCAL PLANNING CONTEXT 2.1 CONSIDERATION OF PARKING AND TRAFFIC IMPACTS When considering the traffic and parking aspects associated with the proposed Younghusband project, it is important to consider both the strategic context governing future development in this part of Kensington, as well as the existing Planning Scheme requirements. Each is discussed in the sections that follow. 2.2 STRATEGIC CONTEXT The Younghusband development is located within a part of Kensington that lies within the Arden-Macaulay urban renewal precinct. The City of Melbourne has identified that Arden-Macaulay offers a key opportunity to provide for sustainable growth that can achieve positive community outcomes. Council s aim is for Arden-Macaulay to accommodate more residents and employment growth over the next 30 years; and has prepared a structure plan as a framework to guide that growth and process of change. In preparing the Structure Plan, Council has identified the preferred land use, building design, and open space, transport and infrastructure outcomes for Arden-Macaulay. Five key directions have been identified for the urban renewal of Arden-Macaulay. These key directions are listed below and provide the overarching future direction for development and set out how the evolution is envisaged. 1. Develop Arden Central as a new extension of Melbourne s Central City 2. Develop three new local centres within a mixed-use neighbourhood 3. Expand transport connectivity to and within Arden-Macaulay 4. Upgrade the Moonee Ponds Creek parkland corridor and establish five new parks 5. Make Arden-Macaulay energy, water and waste efficient The structure plan includes a series of strategies and actions relating to land use, including the delivery of new and improved open spaces and attractive and safe streetscapes. It also contains actions relating to transport, community infrastructure and sustainable infrastructure. One of these key directions involves the establishment of five new parks, including an 11,000 m 2 park straddling and encompassing Fink Street, adjacent to the Younghusband development (see Figure 2). The structure plan also outlines actions to promote a shift in transport priorities on the road network and defining high-mobility streets that will encourage and facilitate a long-term modal shift from private vehicles, by providing excellent conditions for pedestrians, trams, buses, cycling, taxis and car share as priority modes. Walking to and from public transport stops and stations will be an emphasis of the City of Melbourne s work in the Arden-Macaulay precinct. More specifically, several relevant transport objectives are defined in the structure plan: Promote the growth of the economy by establishing excellent new and proposed public transport connections to create well-connected areas. Enable a local residential and working population that will use the expanded public transport network and community services and facilities. Reduce the car parking provision to levels conducive to inner city urban living that are well supported by alternative transport networks (walking, cycling and public transport). The Structure Plan prioritises the attractiveness and effectiveness of the public transport system to ensure residents, workers and visitors can move easily within and to the precinct. It also encourages walking and cycling as key travel modes, through a range of measures including the introduction of a new street hierarchy with priority for high mobility pedestrian and public transport streets which will provide excellent conditions for higher numbers of pedestrians (of all ages and abilities), faster and more frequent trams and buses, safe and attractive cycling, and easy use of taxis and car share. 5

8 Subject site Figure 2: Arden-Macaulay precinct; Long-term open-space strategy (extract from Arden-Macaulay Structure Plan 2012) 6

9 Subject site Figure 3: Arden-Macaulay precinct; Long-term transport strategy (extract from Arden-Macaulay Structure Plan 2012) 7

10 Ten principles have been established to guide the urban renewal of Arden-Macaulay. Principle 8 Create a connected and accessible place envisages the creation of a compact walking environment that is well serviced by public transport to ensure that Arden-Macaulay is accessible to all. Council envisages that a new metro railway station and transport interchange will be located in Arden Central, within a new active, mixed use precinct. The Arden Station will be located on Laurens Street, just south of Arden Street (see Figure 4). The proposed station will be located around 800 metres to 1 kilometre from the Younghusband development a comfortable 5-minute bicycle ride and 10-minute walk. The proposed pedestrian overpass of the Moonee Ponds Creek at Chelmsford Street would provide a safe and convenient connection between Younghusband and the proposed Arden Station. Figure 4: Proposed Location of Arden Metro Station The Arden Station will be connected to a high frequency bus service on an extended Boundary Road. Macaulay and Flemington Bridge railway stations and connections to them will be upgraded. Pedestrian and bicycle networks will be enhanced to create accessible neighbourhoods. In support of Principle 8 Create a connected and accessible place, Council has set out the following actions: 1. Establish an integrated transport network that prioritises walking, cycling and public transport use. 2. Develop a safe and highly accessible transport network that has high quality new and improved infrastructure, commensurate with projected growth. 3. Prioritise the growth of sustainable transport modes and contain vehicular access and parking provision within that context. 4. Support population growth and job locations with an increased number/frequency of public transport services. 5. Locate intensified activity around existing and planned public transport infrastructure. 6. Prioritise public transport, walking and cycling in existing and new road infrastructure through design treatments, links and facilities. The expansion of commercial uses on the Younghusband site (with an accompanying low provision of new on-site parking) is entirely consistent with Council s priority actions for the precinct as outlined above. 8

11 2.3 PARKING REQUIREMENTS UNDER THE PLANNING SCHEME The administration and enforcement of the Melbourne Planning Scheme is the duty of the City of Melbourne. Clause car parking of the Melbourne Planning Scheme, states that its Purpose is to: Ensure that car parking is provided in accordance with the State Planning Policy Framework and Local Planning Policy Framework 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 Support sustainable transport alternatives to the motor car Promote the efficient use of car parking spaces through the consolidation of car parking facilities Ensure that car parking does not adversely affect the amenity of the locality 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 2.4 LOCAL PLANNING POLICY FRAMEWORK Clause of the Melbourne Planning Scheme summarises the City of Melbourne s view on transport: Within the municipality, the network of trains, trams and buses complemented with a good quality, comprehensive walking network for pedestrians provides a rich means for local short trips. Walking accounts for the greatest proportion of trips within the municipality. An excellent walking network is necessary for the functioning of all the other modes but is particularly crucial for an efficient and effective public transport system. Cycling is becoming one of the most effective means of mobility in the municipality. Cyclists are growing as a proportion of all commuter trips to the City, as is off-road cycling for leisure and recreation. There are good opportunities to increase cycling take-up. Private motor vehicles will continue to be part of the mix of modes available for city users but their use will be developed to be more complementary with the other modes and more compatible with good quality higher density inner city living and working. Car sharing is one significant opportunity for achieving this. Objective 1 of the Private Motor Transport section of Clause (To encourage more efficient use of motor vehicles) has ten strategies. The following are the ones of most relevance to the Younghusband development: Strategy 1.1 Recognise that cars are complementary to other modes of transport and their use should be visitors daily managed to minimise adverse impacts on other transport modes. Strategy Support the reduction or waiving of car parking for new uses and developments which have good access to public transport. Strategy 1.7 Discourage commuter car parking in the Central City. 9

12 Strategy 1.7, even though specifically related to the Central City, is of direct relevance to Younghusband as the first of the five key directions identified in the Arden-Macaulay Structure Plan is to develop Arden Central as a new extension of Melbourne s Central City. The Younghusband site is located immediately adjacent to Arden Central (around 300 metres west of its western edge), it is reasonable to expect that the same principles for commuter parking should apply to the Younghusband development (see Figure 4). Subject site Figure 5: Arden Central Extension of the Central City Within this context, and particularly given the comprehensive network of public transport services available within easy reach of the site, future strategies for the Younghusband development that minimise car dependency would be entirely consistent with Council s transport vision for the subject site and surrounding areas. 10

13 3 EXISTING CONDITIONS 3.1 REGIONAL CONTEXT The Younghusband development site is located in the north-western part of the Kensington industrial precinct. The site is around 2.5 kilometres from the north-western edge of the Melbourne CBD and is positioned at the gateway to the inner western suburbs, with close links to public transport and major arterial roads (see Figure 6) 11

14 Inner Western suburbs Footscray Younghusband Yarraville Figure 6: Younghusband Site Inner Regional Context 12

15 3.2 EXISTING USES & PLANNING CONTROLS There is a mix of existing uses within the S1 and S2 sites. A comparison of existing versus proposed development components is provided in Table 1. Table 1: Younghusband Comparison of Existing and Proposed Development Components Development Component Existing Floor Area (square metres) Proposed Floor Area (square metres) Net Change (square metres) Food and Drink Premises Restaurant Industry (including Manufacturing Sales) Arts and Craft Centre (Gallery) Arts and Craft Centre (Artist Studio) Office Warehouse Education Centre Restricted Recreational Facility Dancing School Total

16 The current planning zones are shown in Figure 7. Subject site Figure 7: Current Planning Zones 3.3 PEDESTRIAN CONDITIONS The Younghusband site is easily accessible by a complete, continuous and well-maintained footpath network linking to surrounding residential and commercial areas, and to a comprehensive network of public transport services. The subject site abuts Elizabeth Street and Chelmsford Street, both of which have low vehicle volumes and have footpaths on each side of the street. In addition to the streets that border the subject site, all other streets in the general vicinity feature well maintained footpaths on both sides, and safe crossings opportunities of roads and railway lines are readily available. The broader street network around the subject site is laid out in a rectangular grid pattern and is highly permeable, featuring a fine-grain spacing that supports walking through convenient and direct access. East-west streets and laneways are spaced at approximately 50 metres whilst north-south streets are laid out at metre spacing. 14

17 3.4 BICYCLE CONDITIONS The Younghusband site is well placed in immediate proximity to several important existing bicycle routes (Macaulay Road, Moonee Ponds Creek and Arden Street) providing for convenient cycling to surrounding residential catchments and activity centres. The existing network provides direct, safe and continuous access to the Younghusband site from the west, north and east, which are the primary residential catchment areas. The comprehensive bike network in the Kensington neighbourhood is shown in Figure 8. Since that image was produced for the Bicycle Plan , there have been additional on-road bicycle lanes installed on Chelmsford Street (between Eastwood and Bent Streets) and the northern end of Elizabeth Street. These recent bicycle facilities are ideally placed to serve the needs of the Younghusband development. The development will capitalise on this strategic advantage by encouraging high levels of cycling by future occupants. Figure 8: Map of Existing and Proposed Local Routes in Kensington (Extract from City of Melbourne Bicycle Plan ) 15

18 3.5 PUBLIC TRANSPORT ACCESSIBILITY SERVICES AVAILABLE The subject site is easily accessed by public transport, principally via a number of bus and train services. The services include: 1. Two bi-directional stops for Bus Route 402 on Macaulay Road (at Albermarle Street and just west of Bellair Street) Route 402 links Footscray to East Melbourne; travelling via Kensington and North Melbourne 2. Tram route 57 links West Maribyrnong to Flinders Street Station via Kensington and North Melbourne. The closest stop is located on Racecourse Road (a 10-minute walk from Younghusband) 3. Kensington Station on the Craigieburn Train Line this train line links the central city to Craigieburn 4. Macaulay Station on the Upfield Train Line this train line links the central city to Fawkner / Upfield 5. South Kensington Station on several train lines these train lines link the central city to Sunbury, Melton, Werribee and Williamstown The existing 3 train stations, each servicing different train lines, are located between around 300-metres and 900- metres of the subject site. Importantly, all western suburb trains pass through Kensington via these existing stations (directly putting 30% of metropolitan Melbourne s population within walking distance of Younghusband). A fourth station is proposed as part of the Metro expansion within a 10-minute walk from the site (see Figure 9). Kensington Station 300 metres 3.5 min walk Macaulay Station 550 metres 7 min walk South Kensington Station 900 metres 11 min walk Proposed Future Metro Station 800 metres 10 min walk Figure 9: Younghusband Site Railway Stations 16

19 In turn, the train lines and bus route provide even broader connectivity to multiple bus, tram and train services in the nearby inner-city catchment as illustrated in Figure 10. The connectivity provided by the various bus tram and train services shown in Figure 10 will provide generous options for future occupants and visitors of the Younghusband development to conveniently travel to/from the subject site and surrounding catchments. Subject Site Figure 10: Full Range of Public Transport Services in Region Surrounding Younghusband OPERATING HOURS AND SERVICE FREQUENCY FOR BUS & TRAM SERVICES The bus route 402 service operates between around 6.00am and 10.00pm (Monday to Friday), and is scheduled every 10 minutes for most of the day. On Saturdays and Sundays, bus services also run between around 6.00am and nearly 10.00pm and are typically scheduled every minutes for most of the day. The tram route 57 service operates between around 6.00am and 1.00am (Monday to Thursday), and is scheduled every 8-10 minutes for most of the day (with frequencies as high as every 5 minutes at around 8am and 5pm). On Fridays and Saturdays, tram services operate between around 6.00am and 2.00am. On Sundays, services run between around 7.45am and 1.00am. On weekends, services are typically scheduled every 12 minutes for most of the day. 17

20 3.5.3 OPERATING HOURS AND SERVICE FREQUENCY FOR TRAIN SERVICES KENSINGTON STATION (UPFIELD TRAIN LINE) The Upfield Train Line offers the following services: Between Monday and Friday services are scheduled every minutes for most of the day, with frequencies as high as every minutes at around 9am. From Upfield to Flinders Street, services start at around 4:45am (from Upfield and arrive at Flinders Street Station at 5:20am) and end at around 2:15am (from Upfield and arrive at Flinders Street Station at 2:49am). From Flinders Street to Upfield, services start at around 5:18am (from Flinders Street Station and arrive at Upfield at 5:53am) and end at around 2:54am (from Flinders Street Station and arrive at Upfield at 3:28am). On Saturdays and Sundays services are scheduled every 20 minutes for most of the day. From Upfield to Flinders Street, services start at around 3:15am (from Upfield and arrive at Flinders Street Station at 3:49am) and end at around 2:15am on Saturdays (from Upfield and arrive at Flinders Street Station at 2:49am) and 11:24pm on Sundays (from Upfield and arrive at Flinders Street Station at 12:00am). From Flinders Street to Upfield, services start at around 3:54am (from Flinders Street Station and arrive at Upfield at 4:28am) and end at around 2:54am on Saturdays (from Flinders Street Station and arrive at Upfield at 3:28am) and at around 12:13am on Sundays (from Flinders Street Station and arriving at Upfield at 12:47am) MACAULAY STATION (CRAIGIEBURN TRAIN LINE) The Craigieburn Train Line offers the following services: Between Monday and Friday services are scheduled every minutes for most of the day, with frequencies as high as every 5-7 minutes at around 8am. From Craigieburn to Flinders Street, services start at around 4:31am (from Craigieburn and arrive at Flinders Street Station at 5:15am) and end at around 2:49am (from Craigieburn and arrive at Flinders Street Station at 3:30am). From Flinders Street to Craigieburn, services start at around 5:03am (from Flinders Street Station and arrive at Craigieburn at 5:46am) and end at around 2:25am (from Flinders Street Station and arrive at Craigieburn at 3:06am). On Saturdays and Sundays services are scheduled every 20 minutes for most of the day. From Craigieburn to Flinders Street, services start at around 3:49am (from Craigieburn and arrive at Flinders Street Station at 4:30am) and end at around 2:49am on Saturdays (from Craigieburn and arrive at Flinders Street Station at 3:30am) and 11:26pm on Sundays (from Craigieburn and arrive at Flinders Street Station at 12:10am). From Flinders Street to Craigieburn, services start at around 3:25am (from Flinders Street Station and arrive at Craigieburn at 4:06am) and end at around 2:25am on Saturdays (from Flinders Street Station and arrive at Craigieburn at 3:06am) and at around 12:03am on Sundays (from Flinders Street Station and arriving at Craigieburn at 12:45am). 18

21 SOUTH KENSINGTON STATION (SUNBURY, WERRIBEE & WILLIAMSTOWN LINES) This Station offers services on three train lines, as follows: Sunbury Train Line: Between Monday and Friday services are scheduled every minutes for most of the day, with frequencies as high as every 6 minutes at around 8am and 5pm. From Sunbury to Flinders Street, services start at around 4:48am (from Sunbury and arrive at Flinders Street Station at 5:36am) and end at around 2:32am (from Sunbury and arrive at Flinders Street Station at 3:17am). From Flinders Street to Sunbury, services start at around 5:06am (from Flinders Street Station and arrive at Sunbury at 5:54am) and end at around 2:39am (from Flinders Street Station and arrive at Sunbury at 3:26am). On Saturdays and Sundays services are scheduled every 20 minutes for most of the day. From Sunbury to Flinders Street, services start at around 3:32am (from Sunbury and arrive at Flinders Street Station at 4:17am) and end at around 2:32am on Saturdays (from Sunbury and arrive at Flinders Street Station at 3:17am) and 11:15pm on Sundays (from Sunbury and arrive at Flinders Street Station at 12:03am). From Flinders Street to Sunbury, services start at around 3:39am (from Flinders Street Station and arrive at Sunbury at 4:26am) and end at around 2:39am on Saturdays (from Flinders Street Station and arrive at Sunbury at 3:26am) and at around 12:25am on Sundays (from Flinders Street Station and arriving at Sunbury at 1:13am). Werribee Train Line: Between Monday and Friday services are scheduled every 10 minutes for most of the day, with frequencies as high as every 3 minutes at around 8am and 5pm. From Werribee to Flinders Street, services start at around 4:46am (from Werribee and arrive at Flinders Street Station at 5:34am) and end at around 2:04am (from Werribee and arrive at Flinders Street Station at 2:52am). From Flinders Street to Werribee, services start at around 4:51am (from Flinders Street Station and arrive at Werribee at 5:40am) and end at around 2:09am (from Flinders Street Station and arrive at Werribee at 2:58am). On Saturdays and Sundays services are scheduled every 30 minutes for most of the day. From Werribee to Flinders Street, services start at around 3:04am (from Werribee and arrive at Flinders Street Station at 3:52am) and end at around 2:04am on Saturdays (from Werribee and arrive at Flinders Street Station at 2:52am) and 11:32pm on Sundays (from Werribee and arrive at Flinders Street Station at 12:23am). From Flinders Street to Werribee, services start at around 3:09am (from Flinders Street Station and arrive at Werribee at 3:58am) and end at around 2:09am on Saturdays (from Flinders Street Station and arrive at Werribee at 2:58am) and at around 12:07am on Sundays (from Flinders Street Station and arriving at Werribee at 12:57am). Williamstown Train Line: Between Monday and Friday services are scheduled every 10 minutes for most of the day, with frequencies as high as every 3 minutes at around 8am and 5pm. From Williamstown to Flinders Street, services start at around 5:01am (from Williamstown and arrive at Flinders Street Station at 5:29am) and end at around 2:16am (from Williamstown and arrive at Flinders Street Station at 2:52am). From Flinders Street to Williamstown, services start at around 4:51am (from Flinders Street Station and arrive at Williamstown at 5:21am) and end at around 2:09am (from Flinders Street Station and arrive at Williamstown at 2:39am). On Saturdays and Sundays services are scheduled every 20 minutes for most of the day. From Williamstown to Flinders Street, services start at around 3:16am (from Williamstown and arrive at Flinders Street Station at 3:52am) and end at around 2:16am on Saturdays (from Williamstown and arrive at Flinders Street Station at 2:52am) and 11:46pm on Sundays (from Williamstown and arrive at Flinders Street Station at 12:23am). From Flinders Street to Williamstown, services start at around 3:09am (from Flinders Street Station and arrive at Williamstown at 3:39am) and end at around 2:09am on Saturdays (from Flinders Street Station and arrive at Williamstown at 2:39am) and at around 11:46am on Sundays (from Flinders Street Station and arriving at Williamstown at 12:37am). 19

22 3.5.4 FUTURE PUBLIC TRANSPORT SERVICES The significant boost in public transport accessibility, associated with the Melbourne Metro project (and specifically the proposed Arden Station) will help ensure low levels of car dependency can be sustained for workers and visitors to the Younghusband site (see Figure 11). Younghusband will be strategically placed at the confluence of multiple new and existing train, tram and bus services offering exceptional accessibility for workers and visitors alike. Younghusband Figure 11: Vison for Public Transport Services near the subject site with Melbourne Metro (image extract from Arden-Macaulay Structure Plan; page 9 Expand transport connectivity to and within Arden- Macaulay ) 20

23 3.6 PARKING SURVEYS To determine current on-street parking demand in the area surrounding the Younghusband development, parking surveys were undertaken on three occasions in May 2016 and in May and June The May 2016 and June 2017 parking surveys focussed on the industrially-zoned area south of Chelmsford Street (shown in Figure 12) whereas the May 2017 surveys covered the residential and mixed use areas north of Chelmsford Street (also shown in Figure 12). Figure 12: Parking Survey Areas 21

24 3.6.1 MAY 2016 SURVEYS Four parking occupancy sweeps were conducted to measure the number of vehicles parked on-street at key times on a typical weekday. The sweeps were conducted at 9.30am, 1.30pm, 4pm and 8pm. The parking surveys covered 6 streets (within a distance of approximately 400 metres from the Younghusband development). The streets surveyed were Elizabeth, Arden, Fink, Bruce, Barrett and Chelmsford Streets. The total number of parking spaces surveyed was 241 the majority of which were unrestricted. The number of parking spaces occupied during each parking sweep is shown in Table 2. Table 2: Number of Parking Spaces Occupied in Streets Surrounding Younghusband Street Capacity (# spaces) Utilisation (spaces occupied) 9.30am 1.30pm 4.00pm 8.00pm Arden Street Elizabeth Street Fink Street Bruce Street Barrett Street Chelmsford Street Total The proportion of parking spaces occupied (expressed as a proportion of the total capacity for each respective street and for the overall study area) is shown in Table 3. Cells shaded red represent periods when on-street parking occupancy was recorded in excess of 80% (this is a level that is typically regarded as representing heavy demand in an inner-city context). Cells shaded amber represent periods when on-street parking occupancy was recorded between 50% and 80% (this range is typically regarded as representing medium parking demand in an inner-city context). Finally, cells shaded green represent periods when on-street parking occupancy was recorded at less than 50% (this is a level that is typically regarded as representing low parking demand). The on-street weekday parking demands around the subject site can thus be best described as typical of an industrial/commercial area with a low local resident population. The parking demand is reasonably high during normal business hours but drops rapidly by the late afternoon and becomes very low by the evening, as shown in Table 3. Table 3: Proportion of Parking Spaces Occupied in Streets Surrounding Subject Site (Industrial Area) Street Capacity Utilisation (% spaces occupied) (# spaces) 9.30am 1.30pm 4.00pm 8.00pm Arden Street 31 77% 87% 77% 3% Elizabeth Street 56 71% 88% 75% 21% Fink Street 26 88% 100% 88% 15% Bruce Street 45 80% 80% 69% 18% Barrett Street 32 72% 91% 78% 22% Chelmsford Street 51 84% 73% 61% 35% Total % 85% 73% 21% 22

25 3.6.2 MAY 2017 SURVEYS Fifteen parking occupancy sweeps were conducted to measure the number of vehicles parked on-street north of Chelmsford Street each hour between 7.00am and 9.00pm on a typical weekday. The focus of these surveys has been to establish: 1. Extent of non-permit holder parking. In particular, whether, and to what extent, there is a parking presence by local workers and visitors overstaying designated time limits in the residential areas (noncompliance with time limits) 2. Periods of peak parking demand and whether there are night time parking pressures including an examination of duration of stay by non-permit holders 3. Spare parking capacity available by time of day The parking surveys covered 5 streets north of the Younghusband development including Eastwood, Albermarle, Bent, Hardiman and Chelmsford Streets. The total number of parking spaces surveyed was 304 most of which were time-restricted. The distribution and type of restriction (by street) of the publicly available parking spaces that were surveyed north of Chelmsford Street is summarised in Table 4 Table 4: Parking Inventory Areas North of Chelmsford Street Street Capacity (# spaces) Unrestricted 2P (Resident Exempt) Restrictions 2P 1P (Resident Exempt) Eastwood Street Albermarle Street Bent Street Hardiman Street Chelmsford Street Total P 5P Table 4 highlights that almost half 43% the publicly available spaces in the residential area (130 out of 304) are designated as resident priority spaces (resident permit holders are exempt from the sign-posted time limit restrictions). The remaining parking spaces are primarily split between: 128 unrestricted spaces 35 two-hour limit spaces There is also a small number of on-hour limit and five-hour limit parking spaces. 23

26 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 13: Occupancy and Vacancy in the Residential Area Bounded by Eastwood Street, Chelmsford Street, Bent Street and Macaulay Road When considering the overall parking demand in the area that includes Eastwood Street, Albermarle Street, Hardiman Street, Chelmsford Street and Bent Street, the parking surveys have revealed that the busiest time occurs at 2pm with 74% of the parking spaces occupied. This represents 226 out of 304 parking spaces occupied. In the early morning and late evening times when most residents are home the overall occupancy for the entire area is modest, with around half of the publicly available parking spaces occupied. Thus, there is generous spare parking capacity at times when most residents are home. It should be noted that there are 130 spaces (out of the 304 publicly available spaces in the area north of Chelmsford Street) that are designated as resident priority spaces. The usage of these spaces is separately discussed later in this same section of the report. Key findings are: Parking capacity 304 spaces (publicly available) Time of heaviest utilisation 2pm: 74% occupancy (78 vacant spaces); 50 of the 226 vehicles had resident permits Time of least utilisation 8am: 41% occupancy (178 vacant spaces) 24

27 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 14: Occupancy and Vacancy in Eastwood Street The parking occupancy statistics for Eastwood Street reveal that it is heavily utilised in the middle of the day in the period between 2pm and 4pm. By the late evening (when most non-resident vehicles have left the area) the occupancy drops to less than 50%. In the evening, the section of Eastwood Street north of Hardiman Street experiences some parking occupancy related to the nearby food businesses on Macaulay Road, whereas south of Hardiman Street the parking occupancy is predominantly associated with residents that have returned to their homes. Key findings are: Parking capacity 45 spaces (publicly available) Time of heaviest utilisation 2pm: 96% occupancy (2 vacant spaces); 7 of the 43 vehicles had resident permits Time of least utilisation 8am: 38% occupancy (28 vacant spaces) 25

28 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 15: Occupancy and Vacancy in Albermarle Street The parking occupancy statistics for Albermarle Street reveal that it is heavily utilised in the middle of the day, though nearly 30% of the vehicles parked at the peak demand time of 2pm displayed resident permits. By the late evening (when most non-resident vehicles have left the area) the occupancy drops to less than 50%. At this time, the section of Albermarle Street north of Hardiman Street experiences very low occupancy, whereas south of Hardiman Street (which is entirely residential) occupancy is higher, as residents tend to park as close as possible to their homes though there is always spare parking capacity available even in this section of the street. Key findings are: Parking capacity 48 spaces (publicly available) Time of heaviest utilisation 2pm: 90% occupancy (5 vacant spaces); 12 of the 43 vehicles had resident permits Time of least utilisation 8am: 35% occupancy (31 vacant spaces) 26

29 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 16: Occupancy and Vacancy in Chelmsford Street The parking occupancy statistics for Chelmsford Street reveal that it is most heavily utilised in the mid-afternoon between 1pm and 3pm. From the late afternoon 5pm onwards (when many non-resident vehicles have left the area) the occupancy falls under 50% and by 8-9pm there are only around a quarter of all parking spaces occupied. Most of the night-time parking occurs on the residential (north side) of Chelmsford Street while the south side of the street is effectively empty. Key findings are: Parking capacity 64 spaces (publicly available) Time of heaviest utilisation 2pm: 70% occupancy (19 vacant spaces); 9 of the 45 vehicles had resident permits Time of least utilisation 9pm: 25% occupancy (48 vacant spaces) 27

30 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 17: Occupancy and Vacancy in Bent Street The parking occupancy statistics for Bent Street reveal that it is most heavily utilised in the late afternoon between 3pm and 5pm. From the early evening 6pm onwards (when most non-resident vehicles have left the area) the occupancy is just over 50%. At this time, the section of Albermarle Street south of Hardiman Street (which is entirely residential on the west side) occupancy is higher, as residents tend to park as close as possible to their homes though there is always spare parking capacity available even in this section of the street. Key findings are: Parking capacity 44 spaces (publicly available) Time of heaviest utilisation 5pm: 73% occupancy (12 vacant spaces); 5 of the 32 vehicles had resident permits Time of least utilisation 9am: 43% occupancy (25 vacant spaces) 28

31 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 18: Occupancy and Vacancy in Hardiman Street The parking occupancy statistics for Hardiman Street reveal that it is most heavily utilised in the early morning when two-thirds of available parking spaces are occupied. This reflects the comparatively high overnight parking demand by residents and is also evident at 8-9pm with occupancies around 60% at that time. The heaviest night-time parking occurs in the section of Hardiman Street west of Albermarle Street (which is entirely residential). Key findings are: Parking capacity 103 spaces (publicly available) Time of heaviest utilisation 7am: 67% occupancy (34 vacant spaces); 25 of the 69 vehicles had resident permits Time of least utilisation 5pm: 37% occupancy (65 vacant spaces) 29

32 In addition to the street-by-street analysis presented in the previous pages, it is also relevant to examine the occupancy and performance of the 130 parking spaces that are set aside for priority resident use. The focus on the usage of these 130 resident priority spaces helps to understand the current ease with which residents are able to find parking in reasonable proximity to their homes. Table 5 summarises the occupancy in the resident priority parking areas each hour between 7am and 9pm. The table lists how many vehicles were parked in each of the 15 hours surveyed and how many of those vehicles displayed valid resident parking permits. The time of the day with the highest occupancy for the resident priority spaces was found to be 7am. At this early morning time, 57% of the spaces (74 of 130) were occupied and 62% (46 of 74) of those parked vehicles displayed resident parking permits. In fact, throughout the day, most vehicles using the resident priority parking areas displayed resident permits. There was only a single period, at 2pm, when less than half of the vehicles utilising the resident priority spaces had resident parking permits; however, at this time there were still 48% of vehicles displaying resident parking permits. Overall, the surveys have revealed that there is abundant spare capacity in the resident priority parking areas (ranging from 43% unoccupied spaces at the busiest time of the day to 68% unoccupied spaces at the least busy time 10am). Furthermore, a large proportion of the vehicles had resident parking permits. Thus, it is concluded that the resident priority spaces are largely being utilised for their intended purpose to provide priority for residents and enable them to find conveniently located parking spaces, in reasonable proximity to their homes, at all times of the day. Table 5: Resident Priority Areas (130 spaces) Occupancy & Proportion of Vehicles with Resident Parking Permits Time Number of Parked Vehicles Occupancy (%) Number of Resident Vehicles Proportion of Resident Vehicles (%) 7am 74 57% 46 62% 8am 48 37% 33 69% 9am 52 40% 32 62% 10am 41 32% 27 66% 11am 43 33% 29 67% 12pm 45 35% 30 67% 1pm 48 37% 31 65% 2pm 71 55% 34 48% 3pm 61 47% 34 56% 4pm 66 51% 36 55% 5pm 58 45% 34 59% 6pm 71 55% 36 51% 7pm 65 50% 36 55% 8pm 72 55% 40 56% 9pm 68 52% 43 63% Note: 1. Bright green cells denote times of the day when occupancy was 40% or less and when more than 60% of vehicles had resident parking permits. 2. Pale green cells denote times of the day when occupancy was over 40% and when over 50% of vehicles had resident parking permits. 3. Light orange cells denote times of the day when occupancy was over 50% and when less than half of vehicles had resident parking permits. 30

33 3.6.3 JUNE 2017 SURVEYS Parking surveys were undertaken on Wednesday 21 June and included all parking spaces available in the industrially-zoned area bounded by Chelmsford Street to the north; Barrett, Bruce and Lloyd Streets to the east; Arden Street to the south; and Elizabeth Street to the west. The parking spaces surveyed covered all on-street spaces on Elizabeth Street, Arden Street, Barrett Street, Bruce Street, Lloyd Street and Fink Street. A total of 194 spaces were surveyed, of which 185 were publicly available spaces; the remaining nine spaces included loading zones and short-term spaces (with a maximum permitted stay of 10 or 15 minutes). The majority (171) of the 185 publicly available spaces are unrestricted 10 of the remaining spaces are restricted to one-hour parking (with resident permit holder exemption) while the other four spaces are restricted to two-hour limit parking. Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 19: Occupancy and Vacancy in the Industrial Area Bounded by Chelmsford Street, Barret/Bruce/Lloyd Streets, Arden Street and Elizabeth Street Parking capacity 185 spaces (publicly available) Time of heaviest utilisation 10am and 12pm: 94% occupancy (11 vacant spaces) Time of least utilisation 9pm: 22% occupancy (145 vacant spaces) Figure 19 shows that high parking demand is experienced between 10am and 1pm. During each of the four parking sweeps undertaken in this period (10am, 11am, 12pm and 1pm) the occupancy was 90% or higher and the maximum number of vacant spaces was 18 (out of the 185 publicly available spaces). The highest parking demand is experienced at 10am and 12pm, when 94% of the 185 parking spaces are occupied only 11 spaces are vacant at these times. 31

34 Parking demand is already solid by 7am with 54% occupancy likely a reflection that many of the workers in this industrial precinct commence work comparatively early in the morning and finish by mid-afternoon. Accordingly, after the high parking demand experienced between 10am and 1pm, occupancy drops steadily after 1pm, to 77% at 2pm, 72% at 3pm and 61% at 4pm. After this time, parking occupancy drops sharply down to 36% by 5pm (118 spaces are vacant at that time), and then continues on a steady decline to 34% at 6pm, 30% at 7pm, 24% at 8pm and 22% at 9pm (145 spaces of the 185 publicly available parking spaces are vacant at that time). During the parking surveys, it was also observed that the vacant lot at the intersection of Elizabeth and Fink Streets was utilised for off-street parking by local workers. Figure 20 shows the number of vehicles parked in the vacant lot throughout the day. Parking in the vacant lot is informal and opportunistic. In addition, there is no guarantee that this lot will remain vacant and available for informal parking by local workers in the future. Figure 20: Number of Vehicles Parked in the Vacant Lot at the Intersection of Elizabeth and Fink Streets 32

35 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 21: Occupancy and Vacancy in Elizabeth Street The parking occupancy statistics for Elizabeth Street reveal that it is most heavily utilised in the middle of the day, particularly in the period between 10am and 2pm. By the late evening (when most workers vehicles have left the area) the occupancy drops to less than 20% by 9pm. Key findings are: Parking capacity 53 spaces (publicly available) Time of heaviest utilisation 11am: 96% occupancy (2 vacant spaces) Time of least utilisation 9pm: 19% occupancy (43 vacant spaces) 33

36 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 22: Occupancy and Vacancy in Bruce Street (including the two P spaces on Lloyd Street) The parking occupancy statistics for Bruce Street reveal that it is most heavily utilised in the middle of the day, particularly in the period between 10am and 1pm. By the late evening (when most workers vehicles have left the area) the occupancy drops to less than 20% by 8pm. Overall these statistics reveal that Bruce Street is a little less utilised compared with Elizabeth Street though parking is still in heavy demand in the middle of the day. Key findings are: Parking capacity 47 spaces (publicly available) Time of heaviest utilisation 10am: 91% occupancy (4 vacant spaces) Time of least utilisation 8pm and 9pm: 17% occupancy (39 vacant spaces) 34

37 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 23: Occupancy and Vacancy in Barrett Street The parking occupancy statistics for Barrett Street reveal that it is busier than Elizabeth and Bruce Streets. Unlike the other streets it is most heavily utilised from early morning not just in the middle of the day and it consistently exhibits parking occupancies at or above 90% in the period between 7am and 1pm. By the late evening (when many workers vehicles have left the area) the occupancy remains comparatively solid at levels around 40% even by 9pm. Overall these statistics reveal that Barrett Street is busier compared with Elizabeth and Bruce Streets. Key findings are: Parking capacity 30 spaces (publicly available) Time of heaviest utilisation 10 am: 100% occupancy (no vacant spaces) Time of least utilisation 8pm: 37% occupancy (19 vacant spaces) 35

38 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 24: Occupancy and Vacancy in Fink Street The parking occupancy statistics for Fink Street reveal that it experiences long periods with parking occupancies in the high 80s, 90s and even reaching 100% in the period between 10am and 4pm. By the late evening (when many workers vehicles have left the area) the occupancy remains comparatively solid at levels around the mid-30s even by 9pm. Overall these statistics reveal that parking in Fink Street is a consistently heavily utilised. Key findings are: Parking capacity 28 spaces (publicly available) Time of heaviest utilisation 12pm: 100% occupancy (no vacant spaces) Time of least utilisation 5pm: 18% occupancy (23 vacant spaces) 36

39 Legend: = Proportion of vacant parking spaces = Proportion of occupied parking spaces Figure 25: Occupancy and Vacancy in Arden Street The parking occupancy statistics for Arden Street reveal that it is the least utilised street in the area, though it also experiences parking occupancies in the high 70s, 80s and 90s between 10am and 3pm. By the late evening, however, the occupancy drops to zero by 8pm. Key findings are: Parking capacity 27 spaces (publicly available) Time of heaviest utilisation 12pm: 96% occupancy (1 vacant space) Time of least utilisation 8pm and 9pm: 0% occupancy (27 vacant spaces) 37

40 3.7 ROAD FUNCTION & GEOMETRY In its purest form, road classification may consist of two basic road types which have fundamentally different traffic and environmental goals: Arterial roads, the main function of which is to provide for the safe and efficient movement of people and freight Local roads, which provide direct access to abutting land uses and which recognise the necessity for streets to function not only as movement conduits but also as places and destinations in their own right In recognition of a need to expand on this simple characterisation of roads into arterial/local, and broaden the understanding of road management objectives across multiple travel modes, VicRoads (in collaboration with local government agencies) has developed the SmartRoads approach that manages competing interests for limited road space by giving priority use of the road to different transport modes at particular times of the day. SmartRoads underpinning philosophy is that by deciding which modes have priority on which roads, metropolitan Melbourne s road network can work better for everyone. SmartRoads recognises the increasing importance of public transport, walking and cycling as transport modes. Accordingly, for the purposes of managing roads in the Melbourne City Council (MCC) municipal area, VicRoads and MCC have adopted a SmartRoads road hierarchy. Under this hierarchy, the expected function of roads has been agreed and defined. The SmartRoads classifications, in the vicinity of the Younghusband development are shown in Figure 26, which highlights that all roads immediately surrounding the Younghusband development are local roads. The SmartRoads definitions for streets surrounding the subject site are also provided in the legend in Figure

41 Younghusband site Figure 26: SmartRoads Road Hierarchy 39

42 3.7.1 ELIZABETH STREET Elizabeth Street is a local street and is under the City of Melbourne s control. It caters for two-way traffic flow serviced by one traffic lane in each direction. The street is on a north-south alignment, intersecting with Chelmsford Street at its northern end and Arden Street at its southern end. The short northern-most section of Elizabeth Street (just south of Chelmsford Street) is designated one-way southbound (to prevent northbound through traffic from travelling from the industrial precinct south of Chelmsford Street northwards through the adjacent residential precincts of Kensington) (see Figure 27). On-street parking is permitted on both sides of the road. Figure 27: North section of Elizabeth Street (view from the north) 40

43 3.7.2 CHELMSFORD STREET Chelmsford Street is a local street under the City of Melbourne s control. It runs east-west and intersects with Eastwood Street at its western end and Bent Street at its eastern end. Chelmsford Street is designated as a one-way street (west to east) and features a single traffic lane and on-street parking on both sides. Figure 28: Chelmsford Street (view from the west) 41

44 3.7.3 ARDEN STREET Arden Street is a local street and a Bicycle Priority Route under the City of Melbourne s control. It runs east-west and intersects with Elizabeth Street near its western dead-end and Lloyd Street on the south-eastern edge of the industrial precinct. Arden Street is a two-way street with a single traffic lane and on-street parking on each side. Figure 29: Arden Street (view from Elizabeth Street looking east towards Lloyd Street) 42

45 3.7.4 EASTWOOD STREET Eastwood Street is a local street and is under the City of Melbourne s control. It caters for two-way traffic flow serviced by one traffic lane in each direction. The street is on a north-south alignment parallel to the Craigieburn railway line (south of Kensington station), intersecting with Macaulay Road at its northern end and Chelmsford Street at its southern end. On-street parking is permitted on both sides. Figure 30: Eastwood Street (view from Chelmsford Street looking north towards Macaulay Road) 43

46 3.7.5 MACAULAY ROAD Macaulay Road runs on an east-west alignment and is concurrently defined as a Local Primary Access Route, Bus Priority Route and Bicycle Priority Route. These definitions are generically described as follows: Local Primary Access Route = These routes are local roads under council control which provide the main connection between nearby traffic routes; they may also provide circulation routes within the local network and activity centre/s. Their mobility function is therefore focussed on local traffic. Bus Priority Route = Routes on which buses are a high priority mode and that frequently link key destinations/activities. Bicycle Priority Route = Routes which promote and reduce conflict along key cycling routes linking to activity centres and key destinations. The section of Macaulay Road near the Younghusband development (between the Broadmeadows rail line and Stubbs Street) features one mid-block traffic lane in each direction, as well as marked on-road bicycle lanes in each direction. Additional turning lanes are provided at the signalised intersection with Stubbs Street. Figure 31: Macaulay Road (view from the east) 44

47 3.8 TRAFFIC SURVEYS SURROUNDING NETWORK Traffic volume data has been collected at various locations surrounding the development. This has involved new peak period manual traffic movement surveys, as well as sourcing data from previous studies. Figure 32 shows typical AM and PM weekday peak hour traffic flows on roads around the subject site, collated from the various sources described above. It should be noted that the 249 vehicles per hour travelling southbound in the AM peak hour in Eastwood Street (just south of Macaulay Road) include 111 vehicles that perform illegal right turns from Macaulay Road into Eastwood Street (against the morning peak right-turn prohibition at this location) Legend 100 AM peak volume (8-9am) 100 PM peak volume (5-6pm) Figure 32: Study Precinct around Younghusband Development Existing Peak Period Traffic Volumes 45

48 The data shown in Figure 32 highlights the comparatively modest traffic volumes that use the road network surrounding the Younghusband development during the morning (8-9am) and afternoon (5-6pm) peak periods. These existing low traffic volumes reflect Council s successful long-standing local area traffic management strategies for the area, which have been designed to minimise the infiltration of non-local traffic into the street network south of Macaulay Road. As a result of the effective traffic management initiatives deployed, there are no significant traffic congestion issues manifested on the road network in the immediate vicinity of the development site HEAVY VEHICLE TRAFFIC In addition to the collection of traffic data shown in Figure 32, additional insights into heavy vehicle traffic movements was obtained through video-capture over a full week (24 hours / 7 days) in March 2017 at several locations along Elizabeth Street, including the vehicle access points for the Allied Mills site, located to the south of the Younghusband development. The principal purpose of the video monitoring surveys was to identify and quantify the periods of highest heavy vehicle traffic activity associated with Allied Mills site. Traffic volumes at this site had already been reported in a June 2015 report by Traffix Group titled Statement to the Planning Panel Appointed by the Minister for Planning for Amendment C190 to the Melbourne Planning Scheme by Charmaine Dustan, Traffic Engineer. This report identified, with respect to heavy vehicles accessing the Allied Mills site, that weekend utilisation was significantly lower than weekday utilisation. The video surveillance program captured similarly low truck volumes on weekend days. A total of around 4-5 heavy vehicle movements per day on weekend days were identified such a low number of heavy vehicles has an insignificant impact on the operation of the surrounding roads. Accordingly, the primary focus of the analysis of heavy vehicle movements focused on weekdays. Consistent with the results presented in the Traffix Group report, Wednesday and Thursday were the two weekdays with the highest level of heavy vehicle movements. As such, the detailed analysis of heavy vehicle movements was focused on Wednesday 8 March and Thursday 9 March. Between 7am and 7pm, a total of 51 heavy vehicles were observed entering or exiting the Allied Mills site on Wednesday 8 March; on Thursday 9 March, the total number of heavy vehicles entering or exiting the site was 49. Table 6 shows the hourly distribution of the 100 heavy vehicle entries and exits at both access points (Arden Street and Elizabeth Street opposite Bruce Street) on both days. Table 6: Heavy Vehicle Movements on Wednesday 8 March and Thursday 9 March Time Wednesday 8 March Thursday 9 March Entries Exits Total Entries Exits Total 7am am am am am pm pm pm pm pm pm pm Total

49 The two hours with the highest number of heavy vehicles arriving and departing the Allied Mills site were: 4-5pm on Wednesday 8 March 7-8am on Thursday 9 March In both instances, the number of heavy vehicles entering and exiting the site was eight this represents an average of one heavy vehicle traveling into/out of the site every seven and a half minutes. At all other times, the total number of heavy vehicles entering/exiting was between one and seven per hour an average of between one heavy vehicle every 60 minutes and one heavy vehicle every eight and a half minutes. Figure 33 shows the hourly profile for heavy vehicle arrivals and departures at both access points combined. Figure 33: Heavy Vehicle Hourly Profile Combined Arrivals and Departures Overall, when considering the combined entries/exits at both access points, there were six or more heavy vehicle movements per hour (one or more every ten minutes) during only eight of the 24 hours covered by the video surveys (a third of the survey period). During all other hours, there was less than one heavy vehicle movement every ten minutes. Furthermore, during half (12 of 24) of the hours covered by the video surveys on Wednesday and Thursday, there were three or less heavy vehicle movements per hour equivalent to a maximum of one heavy vehicle movement every 20 minutes. Lastly, during five of the 24 hours covered by the video surveys (21% of the hours surveyed) on Wednesday and Thursday, there were two or less heavy vehicle movements per hour equivalent to a maximum of one heavy vehicle movement every half hour. Together, these findings illustrate that on both Wednesday and Thursday (the busiest days with respect to heavy vehicle arrivals and departures), the volume of heavy vehicle traffic associated with the Allied Mills site is low throughout the day (between 7am and 7pm). The volume of heavy vehicle traffic is lower on the other weekdays and weekend days. 47

50 The profile of heavy vehicle movements (arrivals and departures) at each access point for each of the two days is shown in Figure 34 (Arden Street) and Figure 35 (Elizabeth Street opposite Bruce Street). Figure 34: Arden Street Heavy Vehicle Arrival and Departure Profile Wednesday (left) and Thursday (right) Figure 35: Elizabeth Street Heavy Vehicle Arrival and Departure Profile Wednesday (left) and Thursday (right) Figure 36 shows the combined arrivals and departures for each of the two access points (Arden Street and Elizabeth Street) on Wednesday 8 March and Thursday 9 March. Overall, 41 heavy vehicles enter/exit the Allied Mills site at Arden Street and 59 enter/exit at Elizabeth Street (opposite Bruce Street). Figure 36: Heavy Vehicle Arrival/Departure Profile by Access Point Wednesday (left) and Thursday (right) 48

51 As discussed before, the highest number of heavy vehicle movements at both access points combined in a single hour is eight (4-5pm on Wednesday and 7-8am on Thursday). When examining the total number of movements at each access point, it was identified that the highest activity was six movements at Elizabeth Street on Wednesday (10-11am) and Thursday (7-8am) this is equivalent to one movement every 10 minutes. The next highest level of activity was five movements at Arden Street on Wednesday (3-4pm and 4-5pm) and at Elizabeth Street on Wednesday (6-7pm) this is equivalent to one movement every 12 minutes. Between 6pm and 7pm on Thursday, there were four heavy vehicle movements at Elizabeth Street this is equivalent to one movement every 15 minutes. During the remaining 42 (of 48) hours surveyed (87.5%), there were three or less heavy vehicle movements per hour equivalent to a maximum of one heavy vehicle movement every 20 minutes. Lastly, during 30 of the 48 hours covered by the video surveys (62.5% of the hours surveyed) on Wednesday and Thursday, there were two or less heavy vehicle movements per hour at either access point equivalent to a maximum of one heavy vehicle movement every half hour. Even though the number of heavy vehicle movements is low throughout the day (between 7am and 7pm), it is important to consider the movements during the morning and afternoon peak periods, as these are the two hours of the day with the highest level of traffic (and other travel activity) generated by the proposed development. The data collected showed that the number of heavy vehicles arriving and departing the Allied Mills site during the morning and afternoon peak periods on weekdays is: Morning peak Wednesday 8 March three heavy vehicles arrive (two via Arden Street and one crossing Elizabeth Street at the main gates from Bruce Street) this represents an average of one heavy vehicle arriving at the Allied Mills site every 20 minutes. No exits were recorded. Thursday 9 March one heavy vehicle arrives (crossing Elizabeth Street at the main gates from Bruce Street) this represents an average of one heavy vehicle arriving at the Allied Mills site every 60 minutes; two heavy vehicles depart (one via Arden Street and one crossing Elizabeth Street at the main gates towards Bruce Street) this represents an average of one heavy vehicle departing the Allied Mills site every 30 minutes. Collectively, there are a total of three vehicle movements in the morning peak this represents an average of one heavy vehicle movement every 20 minutes. Afternoon peak Wednesday 8 March one heavy vehicle arrives (crossing Elizabeth Street at the main gates from Bruce Street) this represents an average of one heavy vehicle arriving at the Allied Mills site every 60 minutes; two heavy vehicles depart (one via Arden Street and one crossing Elizabeth Street at the main gates towards Bruce Street) this represents an average of one heavy vehicle departing the Allied Mills site every 30 minutes. Collectively, there are a total of three vehicle movements in the afternoon peak this represents an average of one heavy vehicle movement every 20 minutes. Thursday 9 March two heavy vehicles arrive (via Arden Street) this represents an average of one heavy vehicle arriving at the Allied Mills site every 30 minutes. No exits were recorded. In the morning peak, there is an average (for Wednesday and Thursday) of one heavy vehicle arriving or departing the Allied Mills site (at either entrance) every 20 minutes. In the afternoon peak, there is an average of one heavy vehicle arriving or departing the Allied Mills site (at either entrance) every 24 minutes. The number of heavy vehicles arriving and departing the Allied Mills site during the morning and afternoon peak periods on weekdays is low. As such, the interaction with tenants and visitors to the Younghusband development is expected to be minimal, particularly with the implementation of access and management strategies that will direct people traveling to/from the Younghusband site away from the Elizabeth Street/Bruce Street and Elizabeth Street/Arden Street intersections. 49

52 Observations revealed that all heavy vehicles entering the Allied Mills site at Elizabeth Street enter from Bruce Street; heavy vehicles departing the site are roughly evenly split between those crossing Elizabeth Street and traveling east on Bruce Street and those turning right onto Elizabeth Street, traveling south and turning left (north to east) at Arden Street (see Figure 37). Figure 38 shows heavy vehicles arriving and departing at Arden Street. Figure 37: Trucks entering (top images 8.45am on Wednesday 8 March and 12.52pm on Thursday 9 March) and exiting (bottom images 5.40pm on Wednesday 8 March and 4.39pm on Thursday 9 March) at Elizabeth Street from/to Bruce Street Figure 38: Truck entering (3.25pm on Wednesday 8 March) and exiting (12.48pm on Thursday 9 March) at Arden Street 50

53 3.8.3 INTERSECTIONS CLOSEST TO YOUNGHUSBAND SITE Peak hour turning movement counts at the intersections of most interest in the context of the Younghusband development are provided in the sections that follow MACAULAY ROAD / EASTWOOD STREET AM: 111 PM: 23 AM: 12 PM: 19 AM: 430 PM: 439 AM: 138 PM: 14 AM: 106 PM: 293 AM: 7 PM: 5 Figure 39: Macaulay Road / Eastwood Street Weekday AM & PM Hourly Traffic Volumes It should be noted that the 111 vehicles/hour performing right turns in the morning peak period from Macaulay Road into Eastwood Street, are doing so illegally against an existing AM-peak right-turn prohibition. 51

54 ELIZABETH STREET / BRUCE STREET AM: 134 PM: 24 AM: 42 PM: 7 AM: 21 PM: 17 AM: 5 PM: 3 AM: 5 PM: 7 AM: 3 PM: 4 Figure 40: Elizabeth Street / Bruce Street Weekday AM & PM Hourly Traffic Volumes 52

55 ELIZABETH STREET / ARDEN STREET AM: 3 PM: 5 AM: 5 PM: 3 AM: 129 PM: 34 AM: 8 PM: 14 AM: 31 PM: 17 AM: 13 PM: 1 Figure 41: Elizabeth Street / Arden Street Weekday AM & PM Hourly Traffic Volumes 53

56 3.8.4 ADDITIONAL OBSERVATIONS The video surveillance allowed the identification of a number of patterns and behaviours by different road users that are consistent with the low traffic volumes on Arden Street and Elizabeth Street. Traffic is sufficiently low that vulnerable road users (e.g. pedestrians, joggers and cyclists) feel confident enough sharing road space with vehicles. As shown in Figure 42, from a weekday at around 7.40am (left image) and 5.40pm (right image), given the low vehicle volumes and traffic speeds, joggers and cyclists use the road freely this behaviour was observed throughout the day and is clearly a reflection of the low volume and speed traffic conditions. Figure 42: Vulnerable Road Users Behaviour along Arden Street at the intersection with Elizabeth Street (photographs taken from the south side of Arden Street looking north along Elizabeth Street) Pedestrians and cyclists were regularly observed (even during the morning and afternoon peak periods) crossing Arden and Elizabeth Streets midblock in a comfortable and safe manner, as well as casually walking/jogging and riding in the middle of the carriageway along both streets. For example, during a two-minute period in the afternoon peak on Wednesday 8 March (3.3% of the entire afternoon peak hour), no vehicles travelled along Elizabeth Street (between Arden and Fink Streets) or Arden Street (at the Elizabeth Street intersection). During this two-minute period, a number of pedestrians and cyclists were observed leisurely travelling along Arden and Elizabeth Streets (see Figure 43). Lastly, and even though not a behaviour that should be encouraged, traffic volumes are so low at certain times of the day, that several motorists traveling south on Elizabeth Street and turning left (north to east) onto Arden Street were observed using the west side of Elizabeth Street (the opposing northbound traffic lane) before executing the left-turn manoeuvre. 54

57 Figure 43: Vulnerable Road Users Behaviour along Elizabeth Street (photographs taken from the south side of Arden Street looking north along Elizabeth Street and from the east side of Elizabeth Street south of Bruce Street) 55

58 4 PROPOSED DEVELOPMENT 4.1 LOCATION The Younghusband development is located off the south side of Chelmsford Street and west side of Elizabeth Street in Kensington. The land uses associated with this application are all located within the parts of the site known as S1 and S2 (identified as Sites 01 and 02 in the overall Masterplan for the Younghusband site (previously shown in Figure 1). 4.2 COMPONENTS The proposed development comprises several industrial, commercial and food-related components with a total of 18,015m 2 net leasable floor area serviced by 60 carparking spaces (located off Barrett Street) and 222 bicycle parking spaces located in three areas, as follows: partly in the basement, next to shower/change room and other end-of-trip facilities see Figure 46; partly in the laneway abutting the site s western boundary (adjacent to the rail reserve); and partly in the internal pedestrian laneway see Figure 47. The scheme involves retention and modification of some existing uses as well as the introduction of new uses resulting in a net gain of 5,665m 2 of lettable floor space. The existing and proposed development components are shown in Table 7. Table 7: Younghusband Sites S1 and S2 Existing & Proposed Development Components Development Component Existing Floor Area (square metres) Proposed Net Change (square metres) Food and Drink Premises Restaurant Arts and Craft Centre (Gallery) Arts and Craft Centre (Artist Studio) Office Warehouse Education Centre Restricted Recreational Facility Industry Dancing School Total The carparking spaces are located on a new carpark to be constructed at the eastern end of site S5 with an indicative layout as shown in Figure 44. The proposed carpark is located on an existing vacant lot at 2-13 Barrett Street (see Figure 45). This vacant lot will be upgraded to establish an at-grade carpark facility. 56

59 Figure 44: Carpark Location & Layout (eastern end of Site 05) Figure 45: Future 60-space Carpark Location Existing Conditions Vacant Lot at 2-12 Barrett Street 57

60 Figure 46: Bicycle Parking (in basement) Figure 47: Bicycle Parking (in pedestrian laneway) 58

61 5 PARKING CONSIDERATIONS 5.1 STATUTORY PARKING REQUIREMENT The Younghusband development will be subject to formal consideration under the Melbourne Planning Scheme. Thus, the starting point in assessing the carparking requirements servicing the development at the subject site will be to consider the parking rates stipulated under the Planning Scheme, which are obtained from Column A in Table 1 in Clause of the Scheme. The rates relevant for this development are reproduced below: Food and drink premises = 4 parking spaces per 100 m 2 of leasable floor area Restaurant 0.4 to each patron permitted (391 patrons) Place of assembly = 0.3 to each patron permitted (17 visitors) (applicable for Gallery ) Art and craft centre = 4 parking spaces per 100 m 2 of net floor area (applicable for Artist Studio ) Office = 3.5 parking spaces per 100 m 2 of net floor area Warehouse 2 to each premises plus 1.5 to each 100 m 2 of net floor area (assumes 1 warehouse premises ) Education centre = 0.4 parking spaces per student (12 students) Industry 2.9 to each 100 m 2 of leasable floor area The above parking rates need to be applied only to the net change in floor space for applicable uses (as summarised in Table 7) effectively assigning parking credits for these existing uses. This is consistent with the application criteria stated, in the Planning Scheme, for Clause Thus, only an actual increase in floor space triggers an additional statutory parking requirement whereas a decrease in floor space generates a credit for the reduced demand arising from the reduction. A more appropriate and complete determination of the statutory parking requirement should also make allowance for the two existing innominate uses that are part of the existing uses as previously detailed in Table 6, namely the restricted recreational facility (gym) and the dancing school. Accordingly, empirical analysis has been undertaken for the gym and dance school uses on the existing site. Table 8 incorporates gym and dance school parking rates (based on the travel behaviour surveys undertaken at the existing uses) together with the standard Planning Scheme rates. The statutory parking requirement shown in Table 8 has been derived through application of the statutory parking rates to the net change in floor area and includes the two innominate uses yielding an overall requirement of 332 spaces. 59

62 Table 8: Statutory Carparking Requirement with Allowance for Innominate Uses Development Component Car Parking Rate Net Change in Floor Area (square metres) Number of Spaces (Planning Scheme) Food and Drink Premises 4/100 m Restaurant Arts and Craft Centre (Gallery) (Place of Assembly) Arts and Craft Centre (Artist Studio) (Art & craft centre) 0.4/patron 0.3/patron 1824 (364 patrons) 78 (17 patrons) 145 4/100 m Office 3.5/100 m Warehouse Education Centre Restricted Recreational Facility 2 per warehouse and 1.5 per 100 m 2 0.4/student Not specified = to the satisfaction of the responsible authority (suggested rate of 3.6 car spaces /100 m 2 ) 2726 (3 warehouses) 123 (12 students) Industry 2.9/100 m Dancing School Not specified = to the satisfaction of the responsible authority (suggested rate of 3.5 car spaces /100 m 2 ) Total ADEQUACY OF THE PROPOSED PARKING SUPPLY The Younghusband development proposes the provision of 60 parking spaces well under the adjusted statutory parking requirement of 332 parking spaces. Thus, under the Planning Scheme, there is a shortfall in the theoretical parking requirement for the proposed development of 272 parking spaces. Accordingly, a justification for the reduction to the statutory car parking requirement is necessary. A formal process exists under the Planning Scheme to pursue a full or partial reduction in the statutory parking requirement. The process to seek such exemption is outlined under Clause of the Planning Scheme. Under this clause there are multiple considerations that apply when assessing the appropriateness of providing fewer car spaces on a site. These considerations are discussed below. 5.3 REDUCING THE REQUIREMENT FOR CAR PARKING Planning Practice Note 22 (April, 2013) issued by the State Government s (former) Department of Planning and Community Development provides guidance about the use of the car parking provisions in Clause Clause draws a distinction between the assessment of likely demand for parking spaces, and whether it is appropriate to allow the supply of fewer spaces. These are two separate considerations, one technical while the other is more strategic. Different factors are taken into account in each consideration. 60

63 Accordingly, the determination of whether the provision of car parking for the Younghusband development is appropriate will be made on the basis of a two-step assessment process, which has regard to: The car parking demand likely to be generated by the proposed uses Whether it is appropriate to allow fewer spaces to be provided This two-step assessment process is set out in sections 5.4 and CAR PARKING DEMAND ASSESSMENT Clause allows for the statutory car parking requirement to be reduced (including to zero) subject to an application being accompanied by a Car Parking Demand Assessment. Furthermore, Clause sets out that a Car Parking Demand Assessment must address 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. 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. A summary of the response to each of these factors has been provided, for ease of convenience in Table 9. In addition, it is relevant to note that in considering future car parking demand at the Younghusband site, a Green Travel Plan has been prepared with 11 specific actions/initiatives which demonstrate the developer s solid commitment to discourage private vehicle use including the innovative use of a number of incentives and disincentives to promote the uptake public transport and active transport as preferred modes of travel by all future tenants. 61

64 Table 9: Summary of Car Parking Demand Assessment Criteria Criteria Response 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. 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. In the Kensington neighbourhood centre, many trips serve more than one function due to the proximity of many varied retail and commercial uses. Younghusband will from part of the neighbourhood centre and thus some of its constituent uses, such as the proposed Food and Drink Premises and Restaurant will be able to draw their trade from people who have already travelled to the neighbourhood centre for work / shopping / leisure (including workers in the development s future office and commercial components as well as those from other surrounding developments, local residents, and neighbourhood centre visitors). It is highly likely that these people will not need additional parking as they have already travelled to the centre. It is anticipated that some development components will peak at different times allowing the sharing of car spaces between different uses. For example, parking spaces used for the office component (which peaks during normal daytime business hours) will not coincide with the peak parking demand for the restaurant, art gallery, gym and education uses (which are expected to occur in the evening). The car parking demand from the proposed development is likely to consist, predominantly, of longer-term car parking demand associated with staff / workers in the office, commercial, industrial uses. Short-term car parking demand is likely to be most evident in the evenings in association with customers / patrons / students of the restaurant, education facility and art gallery. Excellent public transport already exists in the locality with both a bus route and 3 train stations (each servicing different train lines) located between 300-metres and 900- metres of the site. A fourth train station is proposed as part of the Metro expansion within a 10-minute walk from the site The well-maintained existing local path and street network, including marked bicycle lanes on Macaulay Road, Chelmsford Street and Arden Street, provides convenient pedestrian and cyclist access to the site. The proposed development provides abundant new on-site bicycle parking and end-oftrip facilities well in excess of statutory requirements and which are conveniently located for the use of employees and visitors alike. Almost a third of inner city residents (32%) do not own a car, compared to less than 10% for greater Melbourne (over three times more). Furthermore, three in four inner city residents (76%) have either one car or no cars, compared to 46% for the greater Melbourne area. These lower car ownership rates foreshadow a greater propensity for visitors, shoppers and employees (from the local surrounding neighbourhoods) to be less reliant on the use of cars compared with residents of the broader greater metropolitan Melbourne area. In this instance, the existence of many of the proposed uses on the same site has provided the opportunity to undertake comprehensive travel behaviour surveys and establish a set of reliable empirical parking rates. In addition, bearing in mind the likelihood of walk up trade to new food/drink premises, the convenient proximity to public transport, and good access to bicycle and pedestrian facilities, it is considered that a range of lower parking rates would more accurately reflect real car parking demand. The use of these empirical rates yields a peak daytime parking demand of 146 spaces (instead of 332) and a peak evening parking demand of 89 spaces. The relevance of each of the car parking demand aspects (summarised above in Table 9) is discussed in more detail in the sections that follow. 62

65 5.4.1 Multi-purpose trips within the area In the Kensington Neighbourhood Centre, many trips serve more than one function due to the proximity of many varied retail and commercial uses. This tends to reduce the need for car parking across the Activity Centre. In a similar manner, the Younghusband development will become part of the broader Neighbourhood Activity Centre and multi-purpose trips will be manifested both within Younghusband as well as between it and the existing Neighbourhood Centre. For example, the proposed Food and Drink Premises within Younghusband will principally draw their trade from workers in the development s future office and commercial components as well as some of the other smaller uses within the development. Similarly, the Restaurant will draw some of its trade from local office workers who will have already travelled to the area for work but also other nearby workers, residents and visitors to the Neighbourhood Centre. In summary, it is highly likely that some residents, workers and visitors from the surrounding area (who will have already travelled to the Neighbourhood Centre for work / shopping / leisure) will patronise the food outlets and restaurant, thereby not needing additional parking. This phenomenon is known as trip linking or multi-purpose trips where a person arrives at an centre for one purpose and uses the opportunity to visit one or more establishments in that centre. In other words, a trip will serve more than one function and this will tend to reduce the need for car parking. In the context of the Younghusband development the trip linking manifestation is more likely to arise in association with trips that are not related to employment on the site. In other words, a worker who may have driven to the site, will not in turn also drive to one of the food & drink outlets or the restaurant. From a parking perspective, trip linking has the potential to significantly reduce the overall parking demand generated by the proposed development. Importantly, the existing ease of travelling on foot from surrounding land uses (including the Kensington Neighbourhood Activity Centre) to the Younghusband site makes trip linking logical and highly likely, particularly given the short distances involved. In conclusion, on the basis of Younghusband s strategic location in immediate proximity to the Kensington Neighbourhood Centre and its inner-city context, it is considered reasonable to apply a parking rate discount that reflects the likelihood of multi-purpose trips occurring within the area. This is particularly relevant for uses such as the Food and Drink Premises and Restaurant whose patrons are likely to also be employees within Younghusband or employees and residents of the surrounding area and, as such, it is likely that car parking for many of the patrons will be shared with other nearby uses. It is reasonable to expect that many of the visitors attracted to the other commercial and education within the Younghusband development may also be neighbourhood centre users having already arrived in the precinct for other purposes (including employment in neighbouring developments). Thus, it is not necessary to fully cater for the theoretical parking demands that such visitors would generate Variation of car parking demand over time Car parking spaces can be used efficiently by more than one use when the car parking demand for each use peaks at different times. Thus, when apportioning and managing carparking spaces, it is important to understand the net car parking demand at a given point in time, rather than the cumulative parking demand associated with all of the development components combined. 63

66 Some of the uses proposed for the Younghusband development have characteristics that are markedly different and, as a result, the time of peak demand for parking associated with each component of the development will not coincide. For instance, it is widely accepted that the peak parking demand for restaurants occurs in the evenings and is not concurrent with the peak parking demand for many other land uses including the office, industry, artist studio and warehouse uses that are proposed. Similarly, coinciding with the restaurant, the art gallery, gym and education uses will most likely generate their maximum demands in the evening (typically their peak demands are in the early-mid evening period, between the hours around 6-8pm) and the daytime parking demands will be very low/negligible during normal business hours (though the gym also experiences an early morning / pre-working hours peak). Within this context it is first important to consider the expected hours of operation of the various development components (listed in Table 10) and then forecast the periods when concurrent peak parking demands overlap (this is shown in Table 11). Table 10: Expected Operating Hours Development Component Food and Drink Premises Restaurant Arts and Craft Centre (Gallery) (Place of Assembly) Arts and Craft Centre (Artist Studio) (Art & craft centre) Office Warehouse Education Centre Restricted Recreational Facility Industry Expected Hours of Operation 7.00am to 6.00pm / 7 days 7.00am to 11.00pm / 7 days 10.00am to 11.00pm / 7 days 8.00am to 5.00pm / 7 days 7.00am to 7.00pm / 7 days 8.00am to 5.00pm / 7 days 9.00am to 11.00pm / 7 days 6.00am to 9.00pm / 7 days 7.00am to 6.00pm / 7 days The periods of peak parking demand shown in Table 11 reflect typical patronage dynamics that characterise Melbournians working, recreation and dining habits. Table 11: Forecast Periods of Peak Parking Demand Development Component Food and Drink Premises Restaurant Arts and Craft Centre (Gallery) (Place of Assembly) Arts and Craft Centre (Artist Studio) (Art & craft centre) Office Warehouse Education Centre Restricted Recreational Facility (Gym) Industry Peak Parking Demand Most Likely Period Weekdays lunch period Evening Friday & Saturday Daytime Friday lunch Weekdays evening period (7pm onwards) Weekdays daytime period between 9am and 4pm Weekdays daytime period between 9am and 4pm Weekdays daytime period between 10am and 4pm Weekdays evening period (7pm onwards) Weekdays evening period (7pm onwards) Weekdays daytime period between 10am and 4pm Overlap with Artists studios, office, warehouse and industry Art gallery, education and, partly, gym uses Restaurant, education and, partly, gym uses Food & drink, office, warehouse and industry Food & drink, Artists studios, warehouse and industry Food & drink, Artists studios, office and industry Art gallery, restaurant and, partly, gym uses Art gallery, education and restaurant uses Food & drink, Artists studios, warehouse and office 64

67 Taking into consideration the periods of peak demand summarised in Table 11, and assuming that during the daytime the Art Gallery and Education Centre would not generate any demand and the restaurant only around 25% of its peak evening demand then the net statutory daytime parking demand would drop from 332 to 215 spaces. In other words, by recognising that those development components that are predominantly expected to be busy in the evenings (such as the restaurant, art gallery, education) generate negligible parking demand during daytime hours (by attracting a local customer / visitor catchment that is not reliant on car access) the statutory parking requirement drops by approximately 35%. Thus, as the car parking demand for different land use components peaks at different times, the car parking spaces that are provided can be used more efficiently by sharing between components (and less spaces are needed) as they can service different land uses at different time SHORT-STAY AND LONG-STAY PARKING DEMAND The car parking provided must recognise the nature of the proposed uses and the typical user s duration of stay, so that car spaces are accessible when needed. The development components expected to generate most of the short-stay demand are the restaurant, education, art gallery and gym uses. This short-stay demand will be manifested primarily in the evenings on weekdays and at various times on weekends. These are times when the long-stay parking demand associated with the artist studios, warehouse, industry and office will be very low (as that long-stay demand is typically daytime on weekdays). During normal daytime hours, the Younghusband development will generate predominantly long-stay parking demand, as the majority of floor space (83%) is occupied by uses that are essentially creators of employment (14,902m 2 out of the total 18,015m 2 ) and hence characterised by long-stay parking demand. These uses include artist studio, warehouse, industry and office all of which generate low levels of visitation / short-stay parking demand. Sufficient spaces will be provided on site to cater for a reduced statutory requirement for long-stay parking. Outside of normal business hours (when the long-stay parking is not needed) the parking spaces provided as part of the development will contribute to satisfying the evening demand generated by uses such as the art gallery, education, gym and the restaurant. In summary, the largely time-based separation of long-stay and short-stay parking demands will allow the proposed 60 parking spaces to be managed to preferentially satisfy long-stay needs (for some employees) during daytime hours and the short-stay needs of visitors in the evenings and weekends AVAILABILITY OF PUBLIC TRANSPORT IN THE LOCALITY Excellent public transport already exists in the locality with both a bus route and 3 train stations (each servicing different train lines) located between 300-metres and 900-metres of the site. A fourth train station is proposed as part of the Metro expansion within a 10-minute walk from the site (as described in section 3.5). These bus and train services offer excellent connectivity into the surrounding residential catchment as well as convenient access to multiple regional attractions and destinations across the entire metropolitan area. The availability of such convenient public transport reduces the need to provide car parking. Whilst proximity to public transport is not, in itself, a sufficient reason for reducing a car parking requirement, the fact that the availability of the bus and train services overwhelmingly coincides with the operating hours that the majority of proposed uses will be open (standard business hours) justifies a parking reduction. When examining the likelihood that workers bound for the Younghusband site will utilise public transport it is relevant to note that data from the Australian Bureau of Statistics 2011 Census of Population and Housing revealed that across the entire municipality over half of the workers travelling to a workplace in the City of Melbourne used public transport, as summarised in Table 12. A further 9% walked only and cycled. 65

68 Table 12: Method of Transport Workers Travelling to City of Melbourne Method of transport City of Melbourne Train 39% Car, as driver 34% Tram 10% Walked only 5% Bicycle 4% Car, as passenger 4% Bus 2% Motorbike/scooter 1% Public Transport Total (train, tram, bus) 51% The impressive high public transport patronage exhibited by workers travelling into the City of Melbourne demonstrates that the excellent availability of public transport in the municipality has been very effective in decreasing the car parking demand. These remarkable outcomes are not simply confined to the well-established employment districts of central city (CBD, Docklands, St Kilda Road precinct and Southbank) that are universally recognised as having excellent access to public transport. A comprehensive travel behaviour survey program into the existing travel behaviour of current Younghusband tenants (undertaken as part of the preparation of this transport assessment report and discussed further in section 5.4.8) has revealed that current workers on the development site are equally inclined to use public transport and active transport alternatives as summarised in Table 13. Even though the public transport mode share is significantly higher for City of Melbourne workers, the walking and cycling mode share for Younghusband tenants is significantly higher; collectively, the mode share of active and public transport modes is virtually identical 58% for City of Melbourne workers and 60% for Younghusband tenants. Table 13: Method of Transport Workers Travelling to Younghusband Site Method of transport City of Melbourne Train 14% Car, as driver 39% Tram 8% Walked only 14% Bicycle 22% Car, as passenger 1% Bus 2% Motorbike/scooter 0% Public Transport Total (train, tram, bus) 24% The existing bus and train services will provide excellent access for all the proposed land uses on the Younghusband site. Between Monday and Friday, most of the services operate between early morning am to midnight and beyond. On Saturdays and Sundays, frequencies are not as high as weekdays but similar extensive hours of operation prevail. 66

69 Importantly 30% of the metropolitan population would not have to switch trains (they are within a single train ride to one of the existing 3 stations near the Younghusband site see Figure 48). Figure 48: Proportion of Greater Metropolitan Melbourne s population serviced by train lines through Kensington CONVENIENCE OF PEDESTRIAN AND CYCLIST ACCESS TO THE SITE AND THE PROVISION OF BICYCLE PARKING AND END OF TRIP FACILITIES FOR CYCLISTS The propensity for workers cycling and walking into the city of Melbourne has been highlighted in Table 12 where a combined 9% either walk or cycle for the journey to work. Convenient pedestrian and cycling access can reduce the need for car parking as there is a greater likelihood of people using these modes instead of driving. The Younghusband site and surrounding are highly conducive to walking and cycling as alternatives to car use. Convenient pedestrian access is available from all directions to/from the subject site. Specifically, the development site is exceptionally easy to access on foot from the surrounding area. The street network extending into residential catchments around the subject site, features well maintained footpaths which are provided throughout. This will reduce the need for car parking as there is a realistic likelihood of many people walking instead of driving. The excellent walkability in the precinct surrounding the Younghusband development has already been identified by the City of Melbourne in its Walking Plan 2014 strategy. The colour-coding rating scheme shown in Figure 49 identifies the Younghusband site as benefiting from High accessibility, fine-grained network and land use pattern. The Council s Walking Plan has also identified specific actions to improve Access around stations (section 3.4 of the Walking Plan). This section identifies the need to Prepare pedestrian accessibility plans for train stations in the Hoddle Grid and in urban renewal areas. 67

70 The Younghusband development, by virtue of its location within the Arden-Macaulay urban renewal area and its immediate proximity to Kensington and Macaulay Stations (as well as the future Metro Station) is ideally placed to both benefit-from and contribute-to the realisation of Council s goals to strengthen the strong pedestrian environment that exists in this part of Kensington. Younghusband Development Figure 49: Walking Network Excellent Pedestrian Accessibility Servicing Younghusband (extract from City of Melbourne Waking Plan 2014, page 9) 68

71 5.4.6 BICYCLE PARKING AND END OF TRIP FACILITIES Observations of general travel patterns in the local area has confirmed that cycling is used as a mode of transport for many trip purposes. Existing workers on the Younghusband site have been observed to use bicycles some parking within the site, while others park on-street (see Figure 50). The proposed development provides abundant new on-site bicycle parking (222 spaces more than twice the statutory requirement of 78 spaces) and end-of-trip facilities which are conveniently located for the use of employees and visitors alike. Figure 50: Existing Bicycle Parking Adjacent to Younghusband ANTICIPATED CAR OWNERSHIP RATES OF OCCUPANTS Data from the 2011 Census has been analysed, in order to make an assessment of the likely car ownership patterns and car parking requirements of the development s future employees and other users. The Census data reveals that inner-city areas that are north of the Yarra River (the large region shown in Figure 51 which includes Kensington) exhibit significantly lower car ownership rates than the average for the Greater Melbourne Metropolitan area, as shown in Table 14. More specifically, almost a third of inner city residents (32%) do not own a car, compared to less than 10% for greater Melbourne (over three times more). Furthermore, three in four inner city residents (76%) have either one car or no cars, compared to 46% for the greater Melbourne area. These lower car ownership rates foreshadow a greater propensity for visitors, shoppers and employees (from the local surrounding neighbourhoods) to be less reliant on the use of cars compared with residents of the broader greater metropolitan Melbourne area. 69

72 Table 14: Car Ownership Data Relevant to Younghusband Comparison between Inner City Areas North of the Yarra River and Greater Melbourne Metropolitan Area Number of cars per Household 2011 Car Ownership Statistics for Inner City (Proportion of Total Households) Inner Melbourne Greater Melbourne No motor vehicles 32% 9% 1 motor vehicle 44% 37% 2 motor vehicles 20% 38% 3 or more motor vehicles 3% 11% Not stated 1% 5% Total households 100% 100% Figure 51: Melbourne Inner City Areas North of Yarra River ANY EMPIRICAL ASSESSMENT OR CASE STUDY Parking rates in Arden-Macaulay and, by association, the Younghusband development site should reflect the parking rates currently in place in the central city and adjacent precincts, rather than the standard Column A rates of Table 1 of Clause of the City of Melbourne Planning Scheme. This would be fully consistent with the vision established in the Arden-Macaulay Structure Plan, which explicitly calls for a reduction in the car parking provision to levels conducive to inner city urban living. Within this context, it is also reasonable to expect that the development will attract many of its future employees from a broad inner-city area such as the inner area defined as Melbourne in the 2011 Census (shown in Figure 51 and which has a population of 177,632 which extends from Maribyrnong in the north-west to Hawthorn East in the south-east and from Yarraville in the south-west to Fairfield in the north-east). 70

73 The travel to work statistics of the inner-melbournians living in the areas highlighted in Figure 51 are significantly less car-dependent. Census journey-to-work statistics are summarised in Table 15 and they reveal that travel behaviour across inner Melbourne is characterised by much lower car dependency than the broader metropolitan area particularly with respect to walking and public transport usage for the journey to work. Both these factors will act to support a likely future worker population at the future Younghusband development that exhibits low car dependency. The statistics summarised in Table 15 highlight a powerful trend in the use of active and public transport modes by inner Melbournians. While the walk mode share of 16.7% for the journey to work is remarkable (compared with 2.9% for the metropolitan area) equally impressive is the public transport mode share with 26.6% using it across inner Melbourne suburbs far better than the 13.5% measured for the Greater Melbourne Metropolitan area. When comparing travel mode choice to/from work for residents of inner Melbourne against the averages for the greater metropolitan area, the following is evident: Car use is at half the metropolitan rate Public transport use is at twice the metropolitan rate Walking is nearly 6 times the metropolitan rate Cycling is 5 times the metropolitan rate Table 15: Travel to work Statistics Inner Melbourne Travel to work Top Responses Melbourne Greater Melbourne (Employed people aged 15 years and over) (Inner) Metropolitan area Car, as driver 31.1% 60.5% Car, as passenger 2.4% 4.3% Bus 6.2% 1.5% Tram 13.1% 2.2% Train 7.3% 9.8% Walked Only 16.7% 2.9% Bicycle 6.5% 1.3% People who travelled to work by public transport 26.6% 13.5% People who travelled to work by car as driver or passenger 33.5% 65% Importantly, there is already strong evidence of low car use practices from current tenants in the Younghusband site, such as offices and other commercial establishments. This has been confirmed by monitoring of the existing carpark (which is accessible to a wide range of current tenants) which shows consistently low occupancy levels (see Figure 53). The relatively small number of vehicles using the existing carpark are associated primarily with longterm/commuter parking by a small number of tenants. In order to gain better insights into the existing travel behaviour of current tenants, a comprehensive travel behaviour survey program was undertaken, during the preparation of this transport assessment report, targeting all current workers within the Younghusband site. The travel behaviour surveys were designed to capture the following information: Usual mode of travel to/from work, defined as the mode of travel used for three or more days of the week Public transport service used (if applicable) Walking or cycling route (if applicable) Parking location (if applicable) Usual mode of travel for business trips (during business hours) Postcode of residence 71

74 The workers responding to the travel behaviour surveys included the following types of land uses: office, industry, artist studio, warehouse and restricted recreational facility. A total of 92 respondents (representing over 30% of the overall population of current workers at the Younghusband site) participated in the travel behaviour surveys this represents an exceptionally high participation rate (in the context of travel behaviour surveys) and is thus a statistically valid sample. The responses were used to calculate the average mode share for journey to work for current workers at the Younghusband development (see Figure 52). By comparison, the share of active travel modes (walking and cycling) is higher for Younghusband employees than the average for Kensington residents. In addition, the share of sustainable modes (active modes and public transport) is significantly higher for Younghusband employees than the average for residents of the Greater Melbourne area. As shown in Figure 52, current employees are behaving (when it comes to travel choices for the journey to work) in a highly sustainable manner, compared to their neighbours in Kensington and workers across all of Melbourne, thus providing a solid foundation for further improvements in travel choices. Figure 52: Journey-to-work Travel Mode Share Comparison: Younghusband / Kensington / Greater Melbourne 72

75 Figure 53: Existing Parking Occupancy Conditions Weekday Lunchtime Carpark at Younghusband Site 73

76 5.4.9 REALISTIC CAR PARKING RATES In view of the matters discussed in this Car Parking Demand Assessment section, it is evident that the Younghusband development is well placed to operate with very low levels of carparking particularly by virtue of: being part of the Arden-Macaulay urban renewal area (an area where the City of Melbourne s priority is maximising the use of sustainable modes of transport, in particular public transport, and supporting improved cycling and walking connections as discussed in the next section of this report) its inner-city locality more generally (evidence from sources such as the 2011 Census demonstrates a strong propensity by workers coming into the City of Melbourne to choose public transport, walking and cycling) enjoying excellent public transport access (3 existing train stations and 1 proposed Metro station are within a short, easy and comfortable walk from the Younghusband site the closest is around 200 metres from the site) being serviced by effective existing pedestrian and bicycle networks (established networks exist and improvement opportunities have been identified in the overall Transport Masterplan for the development) adoption of a comprehensive Green Travel Plan Within this context, it is reasonable to propose parking rates that are both consistent with the broader experiences and evidence-data collected for inner city areas as well as being fully compatible with the Council s clear priority to reduce car dependency across all parts of the municipality in general and in urban renewal areas more specifically. Figure 54: Younghusband North-west Corner: Bicycle Facilities & Footpaths; 200 metres from Kensington Station 74