attachment 1 dv09.115 west leederville planning and urban

ATTACHMENT 1

DV09.115 West Leederville Planning and Urban Design Study

Progress Report

Commercial Analysis

DEVELOPMENT COMMITTEE

TUESDAY 17 NOVEMBER 2009

14th October 2009

Ian Birch

Director

Development and Environmental Services

Town of Cambridge

PO Box 15

FLOREAT WA 6014

Dear Ian

West Leederville Planning & Urban Design Study

Following our recent discussion at the Steering Committee meeting on Monday, 12th October 2009, I am pleased to provide a proposal for the economic component of this study.

I understand that the Town of Cambridge is undertaking a review of its Town Planning Scheme (TPS 1). Part of this review focuses on the West Leederville area, which is under significant planning scrutiny due to planning for a new sports stadium in Subiaco and other development pressures. The State has also indicated that greater development intensity is required around inner metropolitan train stations and other activity corridors – making redevelopment around Leederville and West Leederville stations a high priority.

As I mentioned to you on Monday, Pracsys has been closely involved with the revamping of the Activity Centres Policy and modelling the mix of activities and amenities required for activation of centres across all levels of the hierarchy. We have worked on activation of transit-oriented sites in every major city in Australia, for redevelopment authorities; state planning departments; local governments and private developers. Our commercial development models are used extensively around the country and form the basis of economic development plans, commercial leasing strategies and business cases to public and private funding sources.

Place activation is the process of understanding the economic sustainability of urban developments. It is the essential first step in the detailed planning of how a place will function – and ideally should precede any design activity. The key pieces of analysis to define the economic function of West Leederville are detailed below.

Methodology

User Analysis

Goal

To identify the number and mix of residents, workers and visitors to the place to reach the desired ‘positioning’ of the place in the network of inner urban places; and their retail, services and transport requirements.

Tasks

Segment and quantify user populations based on their behaviour patterns:

Residents based on weekly (or more frequent) retail and service trips

Employees from strategic activities (eg: Water Corporation and associated professional services) and retail/consumer services employment

Visitors who access the place to enjoy the amenities based on specific points of difference (e.g.: sports facilities, cultural facilities, etc) – taking into accounts seasonality and other factors affecting the pattern of visitation

Identify count of users in each segment and model their likely origins, destinations (within the pace), length of visit, purpose of visit, frequency of visit, activities carried out, etc.

Develop an expenditure model for each user segment using expenditure survey and benchmark data

Determine behaviour and expenditure patterns for each segment

Outputs

Dynamic spreadsheet model which aggregates user visitation and spend per visit on a range of functions to produce annual expenditure estimates and demand for retail and commercial facilities. The model feeds directly into the masterplan and informs all stages of the development process from the built-form design through to the leasing strategy.

Activities and Land Use Analysis

Goal

To understand the current level of activities (residential, retail, office, entertainment, etc) as a basis to identify gaps in particular activity/land use combinations that can be targeted for development

Tasks

Analyse the major land use categories (residential, commercial, entertainment, office, etc) from Department of Planning Land Use and Employment Survey data (2009)

Compare to current and target user profile from User Analysis above

Identify gaps

Recommend land, density and floorspace yields to fill gaps

Benchmark against successful activity nodes with a similar profile

Outputs

A gap analysis to serve as a guide for preferred development to meet the needs of the target use mix and their amenity requirements.

Network Analysis

Goal

To attract high order employment to maximise the economic value of strategic land and build the underlying labour productivity of the subject area

Tasks

Analyse current land use and industry composition within the activity centre and surrounding ‘area of influence’

Identify supply chains (suppliers, customers, trade partners, competitors) for possible augmentation

Benchmark against successful activity nodes with a similar profile

Identify industry gaps and possible locational requirements

Outputs

A strategic plan to encourage economic development activity (including innovation, productivity gains and high quality employment generation) within areas of valuable land - taking advantage of the specific competitive advantage of place (eg: Water Corporation site and associated professional services cluster close to the Leederville Train Station).

Economic Activation

Goal

To analyse the behaviour patterns of the user segments in order to optimise the economic performance of the masterplan design.

Tasks

There are six principles of place activation that have been developed into a coherent framework to apply to urban renewal projects:

Purpose of place – define the purpose as above

Access (arrival points) – identify by user group and mode of transport

Origins – locate car parking and transport nodes

Destinations – major attractions that draw users to the centre

Exposure – pedestrian movements along active fronts

Control – strategic sites where uses should by controlled by retaining tenure

Outputs

A spatial plan with supporting documentation that will optimise the economic activation of the place.

Fees & Timing

The proposed fees to undertake this scope of work is summarised below:

Component Cost ($)

Project Start-up 1,000

User Analysis 8,000

Activities & Land Use Analysis 8,000

Network Analysis 5,000

Economics of Design 7,000

Final Report 3,000

Meetings, Presentations and Client Liaison 2,000

Sub-Total 34,000

GST 3,400

Total (including GST) 37,400

Pracsys issues invoices on 14 day payment terms from date of issues; please refer to our attached terms of trade.

For this engagement, Pracsys will issue invoices accordingly:

25% upon signing of this agreement

25% upon completion of the User Analysis

25% upon completion of the Network Analysis

25% upon completion of the Final Report

ATTACHMENT 2

DV09.115 West Leederville Planning and Urban Design Study

Progress Report

Traffic Analysis



______________________________________________________________________________________________________ 28/10/2009 Page 1 of 5

TOWN OF CAMBRIDGE

CONSULTANCY BRIEF

FOR

WEST LEEDERVILLE TRAFFIC STUDY

October 2009

______________________________________________________________________________________________________ 28/10/2009 Page 2 of 5

1. INTRODUCTION This brief refers to investigations and preparation of a report undertaking a study of traffic flows on roads within an area in the locality of West Leederville. The task is to compile a traffic model of the precinct for the purpose of reviewing a number of options for traffic impacts arising from the introduction of a ‘Main Street’ traffic management on Cambridge Street, West Leederville. The model will be required to present the potential affect of traffic diversions on current and future traffic use patterns. 2. PURPOSE The intent is to model traffic diversions and identify potential traffic flow impacts and safety risks for road users. 3. STUDY REGION This model is to cover all roads within and on the boundary of the precinct defined by the bounding roads; Railway Parade, Blencowe Street, Lake Monger Drive, Kimberley Street, Woolwich Street, Holyrood Street, Cambridge Street and Southport Street.

______________________________________________________________________________________________________ 28/10/2009 Page 3 of 5

4. SCOPE Investigations to be executed under this Brief consist of: Development of a network traffic model covering all roads within and bounding the study precinct. Evaluation of previous years of crash history. Evaluation of adjacent land uses and potential influence on road safety. Analysis of identified safety issues and remediation recommendations. The options to be modelled and assessed for traffic volumes and crash risk are: 1. Existing traffic flows and intersection movements on all roads in the study precinct. 2. Affects of introducing a ‘Main Street’ single lane each way style traffic management treatment on Cambridge Street from Northwood Street to Southport Street. 3. Test several Cambridge Street traffic redirection options/scenarios. The project should consider but not be limited to the following data capture:

Data supplied by the Town of Cambridge on; Previously counted traffic volumes, speed and vehicle classes Current land uses Anticipated future land use scenario

Data supplied by Main Roads Western Australia on; Crash history

On-site visual inspections AM and PM peak hour traffic intersection turning movements Pedestrian and cyclist movements Public transport routes, stops and patronage

It is not anticipated that an Origin-Destination survey will be required. However, should it be decided to undertake a survey, it will be an addition to the project scope. Drafting of concept sketches will be used to present the details of road modification options to be tested. At least the following intersections are required to be included in the traffic assignment modelling analysis. Intersection modelling software will be used to analyse proposed intersection changes. Intersection Road 1 Road 2 1 Railway Parade Kerr Street 2 Railway Parade Kimberley Street 3 Railway Parade Northwood Street 4 Railway Parade Blencowe Street 5 Cambridge Street Kerr Street 6 Cambridge Street Kimberley Street 7 Cambridge Street Lesser Street 8 Cambridge Street Glen Street 9 Cambridge Street Northwood Street

10 Cambridge Street Blencowe Street 11 Woolwich Street Holyrood Street 12 Woolwich Street Kimberley Street 13 Woolwich Street Northwood Street

______________________________________________________________________________________________________ 28/10/2009 Page 4 of 5

14 Woolwich Street Blencowe Street 15 Ruislip Street Kimberley Street 16 Ruislip Street Northwood Street 17 Ruislip Street Blencowe Street 18 Vincent Street West Kimberley Street 19 Vincent Street West Northwood Street 20 Clune Avenue Northwood Street 21 Clune Avenue Blencowe Street 22 Lake Monger Drive Northwood Street 23 Lake Monger Drive Kimberley Street 24 Abbotsford Street Cambridge Street 25 Abbotsford Street Railway Parade 26 Southport Street Cambridge Street 27 Southport Street Harrogate Street 28 Southport Street Railway Parade 5. REVIEW OF PREVIOUS MODELLING There have been no previous traffic models undertaken by the Town of Cambridge on this precinct. However, it is anticipated that Main Roads Western Australia will be able to supply modelling for the major bounding roads for the years 2016 and 2021. The Town of Cambridge will issue a request to Main Roads WA to provide a copy of the modelled traffic volumes to the consultant. 6. APPLICABLE REFERENCES

West Leederville Planning & Urban Design Study, Part 1 – Analysis & Planning Scenarios, March 2009

Infrastructure and Community Committee Report – 11 August 2009, IC09.71 Infrastructure and Community Committee Report – 13 May 2008, IC08.34 Memorandum dated 19 May 2008 Infrastructure and Community Committee – 12 June 2007, Attachment to IN07.36 West Leederville Traffic Management Review, February 2005

7. PROJECT OUTPUTS A final report will be presented containing the following:

Existing road traffic flows and intersection turning movements Analysis of the operation of the current road network and intersections Comprehensive analysis undertaken for each concept option Results and recommendations on concept options Sketch drawings of road network concepts analysed Summary outputs from traffic modelling software

______________________________________________________________________________________________________ 28/10/2009 Page 5 of 5

8. COMMUNITY CONSULTATION Community consultation is not required by the Consultant under this project. However, the consultant will be expected to present the outcome of the traffic study to the Study Steering Committee/Town of Cambridge officers. 9. TIMEFRAME It is expected the consultant will provide a comprehensive complete final report within four months from the date of notification by the Town of its acceptance of the Consultant's offer to undertake this project. The consultant will not be held to this timeframe in the event that the scope of works is amended, or delay arises from Council processes.

ATTACHMENT

DV09.116 Proposed Nanson Street

Residential Parking Scheme Residents' Survey



THE STANLEY, 294A CAMBRIDGE STREET PARKING SURVEILLANCE REPORT

Date Thursday 10 September 2009

Time 1800 1830 1900 1930 2000 2030 2100

Parking (number of vehicles)

• On Nanson St between Cambridge St before ROW

18 19 16 16 17 17 15

• Off street behind bar 14 14 17 18 18 17 14

• Off street behind Cheese Cake shop 11 11 11 11 11 11 11

• On Nanson St - north of ROW 9 9 7 7 7 7 7

• On Cambridge St - south side

• On Cambridge St - north side

Bar activity - estimated

• Quiet (up to 20 patron)

• Busy (20 to 50 patron) ** ** **

• Very busy (50 to 80 patron) ** ** ** **

Officer - Initials DW DW DW DW DW DW DW

Comments/observations:

Vehicles up to #11 Nanson




Vehicles up to 12 Essex

1 INF Issued




C:\DATAWRKS\TEMP\1081250\The Standley - Composite Parking Surveilance Report.doc


Date Friday 11 September 2009

Time 1800 1830 1900 1930 2000 2030 2100



13 13 13 13 13 13 13




• On Cambridge St - south side 5 15 15 10 12 13 11

• On Cambridge St - north side 15 15 16 17 18 17 17



• Busy (20 to 50 patron) ** ** ** **

• Very busy (50 to 80 patron) ** ** **

Officer - Initials DW DW DW DW DW DW DW



Vehicles up to 12 Essex

1 INF Issued





Date Friday 25 September 2009

Time 1800 1830 1900 1930 2000 2030 2100



13 12 12 12 12 13 13

• Off street behind bar 11 (Full) 11 (Full) 11 (Full) 11 (Full) 11 (Full) 11 (Full) 11 (Full)







• Busy (20 to 50 patron)

• Very busy (50 to 80 patron) ** ** ** ** ** ** **

Officer - Initials GH GH GH GH GH GH GH


40 People in Flipside Burger at 18.50hrs

1 Inf issue in Essex Street

1 Inf issued in Nanson Street



Date Saturday 26 September 2009

Time 1730 1800 1830 1900 1930 2000 2030 2100



8 5 9 10 12 10 12 11

• Off street behind bar 6 6 7 8 10 8 8 8

• Off street behind Cheese Cake shop 0 1 0 2 7 6 5 4

• On Nanson St- north of ROW 7 6 9 9 9 8 8 7

• On Cambridge St - south side 0 0 1 2 6 7 5 3

• On Cambridge St - north side 6 6 7 9 12 13 7 5



• Busy (20 to 50 patron) ** ** ** ** ** ** **

• Very busy (50 to 80 patron) **

Officer - Initials BS BS BS BS BS BS BS BS


Grand Final Day. Very little traffic as patrons were using other means of transport. Several Taxis moved on for Stopping in No Stopping only

Chalked vehicles in 10min area Cambridge Street

No Change

The Stanley and Flipside busy

No Change



Date Thursday 1 October 2009

Time 1800 1830 1900 1930 2000 2030 2100



12 10 9 12 12 13 11








• Busy (20 to 50 patron) ** ** ** ** ** ** **

• Very busy (50 to 80 patron)

Officer - Initials FL FL FL FL FL FL FL


All very orderly except parking behind Cheese Cake Shop; the owner was very annoyed

4 Vehicles inf behind Cheese Cake shop



Date Friday 2 October 2009

Time 1730 1800 1830 1900 1930 2000 2030



12 12 12 13 11 11 12





• On Essex Street 6 6 6 5 7 7 6




• Busy (20 to 50 patron) ** **

• Very busy (50 to 80 patron) ** ** ** ** **

Officer - Initials POK POK POK POK POK POK POK


All very orderly except parking behind Cheese Cake Shop, the property owner was very annoyed

No Vehicles Illegally parked


One Inf issued in Essex Street

11 Inf Issued Behind Cheese Cake Shop

Both Flipside and The Stanley Busy and Noisy





Date Saturday 3 October 2009

Time 1730 1800 1830 1900 1930 2000 2030



9 9 10 12 11 11 12





• On Essex Street 3 6 5 5 5 5 5



• Quiet (up to 20 patron) ** **

• Busy (20 to 50 patron) ** ** ** ** **

• Very busy (50 to 80 patron)

Officer - Initials POK POK POK POK POK POK POK


All very orderly except parking behind Cheese Cake Shop, the property owner was very annoyed


One Inf issued in Essex Street







ATTACHMENT 1

DV09.117 Draft Parking Policy Proposed

to Replace Off Street Parking Policy



Town of Cambridge

Town Planning Scheme Policy Manual (DRAFT November 2009)

5. Ancillary Uses and Development 5.1 Parking

1

5 ANCILLARY USES AND DEVELOPMENT

POLICY 5.1: PARKING INTRODUCTION Transport choice is one of the goals of the Town’s Strategic Plan 2009-2020. This policy provides guidelines for the provision of parking for cars, bicycles and other vehicles for non-residential developments to meet community expectation for parking supply while supporting a shift toward active and sustainable transport modes. The policy also includes guidelines for the design of parking areas and the submission of parking management plans and transport assessments. AIMS • To promote a choice of transport options by ensuring the provision of a mix of

car, bicycle and other vehicle parking.

• To ensure that the supply of parking encourages alternative, more sustainable modes of transport.

• To facilitate the development of adequate, safe and convenient parking.

• To promote a high standard of design for parking areas. RELATED POLICIES 4.1 Design of Non-Residential Development 5.3 Landscaping and Water Sensitive Urban Design APPLICATIONS SUBJECT TO THIS POLICY This policy applies to all applications for non-residential development, including change of use applications. The car parking requirements for residential development are contained within the Residential Design Codes of Western Australia. DEFINITIONS For the purpose of this policy, the following definitions apply. For other definitions, the Town Planning Scheme definitions apply. Betting agency:

An office or totalisator agency established under the Totalisator Agency Board Betting Act 1960.

Cash-in-lieu of parking:

Payment to the Council in lieu of providing parking.

Device: A thing to or in which one or more bicycle frame(s) and wheels can be locked, and includes rails, bicycle lockers and bicycle compounds.

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DEFINITIONS (cont’d) End of trip facilities:

Destination facilities provided primarily for bicycle commuters, such as secure bicycle bays, showers, change rooms and lockers.

Home store: Any shop with a net lettable area not exceeding 100 square metres attached to a dwelling and which is operated by a person residing in the dwelling.

Laundromat: A building, open to the public, in which coin-operated or other washing machines, with or without provision for drying clothes, are available for use.

Market area: The site or net floor area occupied by the market stalls and any associated pedestrian walkways to access the stalls.

Net floor area (NFA):

The gross total area of each of the floors of the building but shall not include the area of private car parks, the areas of lift shafts, stairs, toilets, amenities, plant rooms and the thickness of any external walls.

Reciprocal parking:

Parking facilities serving separate uses or a mixed-use development, but not shared concurrently between the uses, on one site or multiple sites.

Small bar: A licensed premises on land or buildings used for the onsite consumption of alcohol where the maximum accommodation of the building is equal to or less than 120 persons, and where packaged liquor for consumption off the premises may not be sold.

Space:

Parking for one car, motorbike, bicycle or other vehicle.

POLICY 1. PARKING RATIOS

Parking spaces for cars and bicycles should be provided in accordance with the following Table 1: Parking ratios. Parking requirements shall be rounded to the nearest whole number and in the case of .5 rounded up. 1.1 Variations to the requirements

Variations to the requirements specified in Table 1 are at the discretion of Council and will be considered based on the individual circumstances of the development.

Car parking provision exceeding the requirements specified in Table 1 will generally not be supported, in order to limit traffic congestion and encourage more sustainable modes of transport.

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1.2 Requirements for specific purpose spaces

In addition to car and bicycle parking, Council may require the provision of spaces marked exclusively for the use of motorcycles, delivery and service vehicles, taxis, and courier services, where the nature of the development requires specific purpose bays. Provision of spaces for persons with a disability in accordance with the Building Code of Australia and relevant Australian Standards will also be required, where applicable.

Table 1: Parking ratios

Number of parking spaces Land Use

Cars Bicycles

Amusement centre 1 space/20m2 NFA 1 space/50m2 NFA Min 2 spaces

Bed and breakfast accommodation

1 space/guest bedroom -

Betting agency 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

Caretaker’s dwelling 1 space -

Child day care centre 1 space/5 children -

Cinema/theatre 1 space/5m2 seating area 1 space/100m2 seating area Min 2 spaces

Civic use Assessed on component uses 1 space/50m2 NFA Min 2 spaces

Club premises Assessed on component uses 1 space/200m2 NFA Min 2 spaces

Community purpose Assessed on component uses 1 space/200m2 NFA Min 2 spaces

Conference centre 1 space/5m2 seating area -

Consulting rooms 4 spaces/practitioner -

Consulting rooms (group)

4 spaces/practitioner for the first 2 practitioners and 2 spaces/practitioner thereafter

1 space/4 practitioners Min 1 space

Dry cleaning premises

1 space/20m2 NFA -

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Table 1: Parking ratios (continued)


Cars Bicycles

Educational establishment:

Pre-school: 1 space/staff member & 1 space/5 students

-

Primary school: 1 space/staff member and

14 drop off spaces/100 students (may be on-street)

1 space/5 students over Year 4

Secondary school: 1 space/staff member and


1 space/20 students

Technical institution/university:

1 space/staff member & 1 space/10 students

1 space/20 students

Fish shop 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

Health studio:

Indoor bowling centre:

4 spaces/lane & 1 space/30m2 NFA open to the public

1 space/200m2 NFA Min 2 spaces

Indoor sports stadium:

1 space/50m2 NFA used for games & 1 space/4 spectator seats


Squash and tennis courts:

3 spaces/court & 1 space/4 spectator seats


Other: 1 space/15m2 NFA 1 space/200m2 NFA Min 2 spaces

Home occupation 1 space -

Home store Short stay parking (may be on-street)

2 spaces

Hospital 1 space/30m2 net administration area & 1 space/3 licensed beds

1 space/30 licensed beds

Min 2 spaces

Hospital special purposes

1 space/30m2 net administration area & 1 space/3 licensed beds


Min 2 spaces

Hotel 1 space/room, & parking for any public drinking or public dining in accordance with ‘Tavern’

If public drinking or public dining is provided, bicycle parking is to be in accordance with ‘Tavern’

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Cars Bicycles

Industry (light) 1 space/75m2 NFA -

Industry (service) 1 space/75m2 NFA -

Laundromat 1 space/20m2 NFA -

Local shop 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

Massage rooms 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

Market 1 space/40m2 of market area 1 space/50m2 of market area

Min 2 spaces

Motel 1 space/room, & parking for any public drinking or public dining in accordance with ‘Tavern’


Motor vehicle & marine sales

1 space/100m2 display area -

Motor vehicle wash 3 spaces/car wash bay & 1 space/30m2 net administration area

-

Nursing home 1 space/30m2 net administration area & 1 space/3 licensed beds


Office 1 space/30m2 NFA 1 space/500m2 NFA Min 2 spaces

Open air display 1 space/100m2 display area -

Petrol and convenience store

3 spaces/service bay & 1 space/20m2 NFA

2 spaces

Private hotel 1 space/room, & parking for any public drinking or public dining in accordance with ‘Tavern’


Private recreation Assessed on component uses 1 space/200m2 land area Min 2 spaces

Public worship 1 space/5m2 seating area 1 space/100m2 seating area Min 2 spaces

Reception centre 1 space/5m2 public area -

Restaurant 1 space/5m2 of seating area 1 space/100m2 NFA Min 2 spaces

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Cars Bicycles

Restricted premises 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

Retirement village As per R-Codes (Aged Persons Dwelling)

2 spaces

Service station 3 spaces/service bay & 1 space/20m2 NFA

-

Shop 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

or

if in a District Centre zone, 1 space/500 m2 NFA Min 6 spaces

Showroom 1 space/40m2 NFA 1 space/1000m2 NFA

Small bar 1 space/5 persons 2 spaces

Take away food outlet

1 space/5m2 of seating area & 1 space/3m2 of counter/queuing area


Take away food outlet (drive through)

1 space/5m2 of seating area & 1 space/3m2 of counter/queuing area & 4 car queuing spaces


Tavern Bar: 1 space/2m2 of net drinking or seating area & Lounge and outdoor: 1 space/5m2 of seating area

Bar: 1 space/25m2 of net drinking or seating area & Lounge and outdoor: 1 space/100m2 of seating area

Veterinary clinic 4 spaces/practitioner -

Veterinary hospital 4 spaces/practitioner for the first 2 practitioners and 2 spaces/practitioner thereafter

1 space/4 practitioners

Warehouse 1 space/75m2 NFA -

2. CAR PARKING CONCESSIONS

The following clauses outline the criteria for considering concessions to the car parking ratios specified in Table 1 above. Applicants may utilise one or a combination of concessions. Percentage concessions may be cumulative where a development complies with more than one provision. Parking concessions shall be rounded to the nearest whole number and in the case of .5 rounded up.

Town of Cambridge


5. Ancillary Uses and Development

2.1 Proximity to public transport

To encourage the use of public transport, where it can be demonstrated that users of the development have safe, close and convenient access to frequent and regular public transport at the times of operation of the development, the following car parking concessions may be applied:

Table 2: Car parking concessions for public transport accessibility

Public transport accessibility Car parking concession

The proposed development is within 400 metres1 of a railway station

20%

The proposed development is within 800 metres1 of a railway station

10%

The proposed development is within 200 metres1 of a bus stop located on a route that is serviced by three or more bus routes

10%

Note: 1 This distance refers to the most direct route via an established footpath.

2.2 Walkability of a centre

Where a development is located in a centre that promotes good pedestrian amenity as determined by Council, the following car parking concessions may be applied:

Table 3: Car parking concessions for walkable centres

Pedestrian amenity Car parking concession

A system of connected, easily accessible and effectively lit footpaths providing pedestrian access from the surrounding vicinity to the main entrance of the development.

2%

Facilities that provide easy, safe crossings for pedestrians within the vicinity of the centre, including marked crosswalks, signalled pedestrian crossings, median islands to provide refuge areas.

2%

Traffic calming initiatives to lower traffic speeds, such as lane narrowing, roundabouts, slow points, threshold entrance statements, blister islands within the vicinity of the development.

2%

5.1 Parking 7

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Table 3: Car parking concessions for walkable centres (cont’d)

Pedestrian amenity Car parking Concession

On-street parking is provided adjacent to the pedestrian paths acting as a buffer to traffic flows.

2%

Weather protection along the pedestrian paths to the development in the form of wide awnings or street trees.

2%

The development is located within a centre that offers a mix of land uses, active frontages and adequate street surveillance.

2%

2.3 Provision of end of trip facilities

To encourage alternative modes of transport to the car, where a development provides end-of-trip facilities in accordance with Table 4 below, the following car parking concessions may be applied:

Table 4: Car parking concessions for end of trip facilities

No. of secure bicycle spaces1

No. of lockers2

No. of showers3

Car parking concession

1 - 2 1 0 1 space

3 - 5 3 1 5% (Min 2 spaces)

6 - 10 6 2 (one male, one female)

10% (Min 4 spaces)

11 - 20 11 4 (two male, two female)

15%

20 or more4 20 or more4

6 or more4 (three male, three female)

20%

Notes: 1 Should be located on-site in a convenient and secure location for employees

and may include locked compounds fitted with bicycle parking devices, fully enclosed individual lockers or, devices to which the bicycle frame and wheels can be locked, positioned close to and directly visible from inside the place of employment.

2 To be of suitable volume and dimensions to allow storage of clothing, towels,

cycling helmets and footwear; well ventilated, secure and lockable; and located close to shower and change room facilities (where provided).

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3 Change room facilities must also be provided and may either be a combined shower and change cubicle or communal change room for each gender directly accessible from the showers. All showers are to dispense both hot and cold water.

4 Depending on the employment potential of the development, Council may

require additional end of trip facilities to be provided to achieve parking concession.

2.4 Reciprocal parking

Reciprocal parking arrangements may be considered acceptable where it can be demonstrated to the satisfaction of the Council that:

• the peak demand for parking by two or more developments will not occur at the same time;

• the combined supply of car parking is sufficient to meet the estimated peak combined demand;

• the reciprocal parking areas are conveniently located to both developments; and

• legal assurances can be provided to ensure the arrangements for reciprocal use, are secured and that any future change of use will not result in a shortfall in parking.

2.5 Cash-in-lieu of parking

Cash-in-lieu of parking may be considered where developments have a shortfall of parking according to Table 1: Parking ratios (above) and any applicable concessions granted, subject to the following provisos: • public car parking is available, or proposed in the vicinity of the

development site; • it is impractical for on-site car parking to be provided in accordance

with the requirements for the particular development; and • the developer agrees to meet the estimated cost of the necessary

land and/or building, the cost of constructing the bay and any other related costs such as landscaping, lighting and on-going maintenance.

Any contribution received from an applicant for proposed facilities shall be held in a Trust Fund of the Council for the purpose of acquisition of land for parking in appropriate areas or accepted by the Council as a contribution towards the cost of providing existing public parking facilities in the area. Contributions may consist of cash or land, or a combination of both, and must be made prior to the commencement of development. Any parking bays provided as a result of cash-in-lieu contributions shall remain available to the public, be administered by the Council, and fees for parking may be imposed by the Council.

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3. PARKING MANAGEMENT PLAN

3.1 Requirement for a Plan

A Parking Management Plan shall be prepared to the satisfaction of Council and shall form part of the planning approval for any development application that proposes 10 or more parking spaces and/or seeks a car parking concession under Part 2 of this policy. In addition to a condition of approval, a parking management plan may be required to be highlighted on a strata plan.

3.2 Information to be included

A Parking Management Plan should outline in detail how parking for the proposed development will be managed and identify practical strategies to minimise parking conflicts between different users. The Parking Management Plan should include: • property information such as address, land use and contact details

of the responsible person(s) for the day to day management of the parking (if known);

• number of parking spaces per category (for example tenant/staff

bays, customer bays, bays for persons with a disability, loading bays) and number and category of bicycle spaces (customer or staff bicycle parking);

• public parking (on-street and off-street) availability within 250

metres of the pedestrian entry of the development;

• availability of public transport and pedestrian and cyclist facilities serving the premises; and

• strategies to be employed to manage parking on site.

To assist in the preparation of a Parking Management Plan, an information sheet is available from Planning Services and at www.cambridge.wa.gov.au.

3.3 Amendments to an approved Plan

A Parking Management Plan forms part of the planning approval. Any proposed amendments to an approved Parking Management Plan are therefore submitted and processed as an amended plan application to Council.

http://www.cambridge.wa.gov.au/

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4 DESIGN AND LOCATION 4.1 Car parking

Amenity

(a) Parking should generally be located at the rear of, or beneath, developments.

(b) Parking areas must be sealed and landscaped to a high standard,

with all surface (open air) parking areas being landscaped with shade trees in accordance with Policy 5.3: Landscaping and Water Sensitive Urban Design. Surface (open air) parking areas fronting a street should also be appropriately landscaped to maintain a high visual standard of development.

(c) Where lighting is provided in parking areas the lights should not

have a detrimental impact on adjoining properties.

(d) Large expanses of parking areas should be avoided. Parking areas should be divided into smaller groups of spaces, separated by landscaping or other development or activities, especially where parking areas are situated adjacent to the street.

Layout and dimensions (e) Car parking spaces and manoeuvring dimensions should be in

accordance with AS 2890.1 Off-Street Car Parking. Traffic movement

(f) Traffic circulation and manoeuvering spaces within parking areas

should be designed so that:

• all vehicles can enter and exit the site in a forward direction unless Council is satisfied that the nature of a development and its relationship to, or the nature of, adjoining streets makes it unnecessary to do so; and

• vehicles are able to queue, if necessary, within the parking

areas.

Safety

(g) Pedestrian, cyclist and motorist safety should be a priority in the design and operation of parking facilities, by ensuring that:

• pedestrian and cyclist pathways through a parking area are

clearly defined, well lit and signposted, where required, with direct access to the street or facilities serviced;

Town of Cambridge



12

• traffic access to, and circulation within parking areas, is separated, where practicable, from pedestrian and cyclist paths or pedestrian access points to or through a parking area are provided; and

• driver sight lines are not obstructed by signs, fencing,

landscaping or any other obstacle. 4.2 Bicycle parking

(a) Bicycle parking facilities are devices to which the bicycle frame

and wheels can be locked, and should be located on-site in a convenient and secure position close to the entrance of the premises. Where the building is built up to the front boundary and there is no other suitable location, Council may accept bicycle parking in the road reserve adjacent to the building, where there is sufficient room.

(b) Bicycle parking devices should be designed in accordance with

Austroads Part 14 – Bicycles and meet the following criteria:

• enable wheels and frame to be locked to the device without damaging the bicycle;

• be placed in public view;

• be located outside pedestrian movement paths;

• be easily accessible from the road;

• be arranged so that parking and unparking manoeuvres will not damage adjacent bicycles;

• be protected from manoeuvring motor vehicles and opening car doors;

• be well lit by appropriate existing or new lighting (where applicable);

• be protected from the weather; and

• be designed to fit in harmony with the surrounding environment.

To assist in the planning and provision of bicycle parking, an information sheet is available from Planning Services and at www.cambridge.wa.gov.au.

5 TRANSPORT ASSESSMENT

A Transport Assessment (technical report) may be required where, due to the nature of the proposed development and/or its location, Council considers it necessary. A Transport Assessment should include:

• a description of the development;

• an assessment of the likely parking demand;

http://www.cambridge.wa.gov.au/

Town of Cambridge



13

• consideration of nearby developments;

• an assessment of accessibility of the site by non-car modes;

• an assessment of the impact of the development traffic on existing pedestrians, cyclists and public transport users; and

• an assessment of the potential impact on the amenity of the surrounding area.

A traffic impact assessment will be required for all Child Day Care Centre applications (refer to Policy 3.7: Child Day Care Centres for further information).

ATTACHMENT 2

DV09.117 Summary of Changes to Parking Ratios



REVIEW OF POLICY 5.1: OFF-STREET PARKING – SUMMARY OF CHANGES TO PARKING RATIOS

Off-Street Car Parking Policy

Draft Parking Policy Land Use

Car Parking Ratio Car Parking Ratio Bicycle Parking

Reason

Amusement centre 1 bay/ 15m2 NFA 1 space/20m2 NFA 1 space/50m2 NFA Min 2 spaces

Parking provision considered more appropriate following review of other local authority provisions.

Bicycle parking ratio referenced from Austroads Part 14 – Bicycles.

Banks and building societies

1 bay/30m2 net area (excluding areas open to the public), plus 1 bay/10m2 net floor area open to the public

As per Office As per Office Banks and building societies are included in the definition of ‘office’ under the Town Planning Scheme. Parking ratio is as per ‘office’ to be consistent with Scheme definition and avoid confusion.

Bed and breakfast accommodation

- 1 space/guest bedroom - Parking provisions for ‘bed and breakfast accommodation’ included in draft Parking Policy for ease of reference. Car parking ratio as per Policy 3.6: Bed and Breakfast Accommodation.

Betting agency 1 bay/10m2 NFA 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

Parking provision considered more appropriate following review of other local authority provisions and recognition of short-stay parking nature.

Bicycle parking consistent with Shop.

Caretaker’s dwelling 2 bays (may be in tandem)

1 space - Due to nature of dwelling, one parking space considered appropriate.

Child day care centre 1 bay/adult staff member plus 1 bay/10 children with a min 3 bays other than staff parking

1 space/5 children - Parking ratio is consistent with WAPC ‘Planning Bulletin 72/2009 Child Care Centres’.

Cinema/theatre 1 bay/4.5m2 NFA 1 space/5m2 seating area

1 space/100m2 seating area

Min 2 spaces

Parking provision considered more appropriate based on seating area and is consistent with other local authority provisions.

Bicycle parking also provided on seating area for ease of administration.




Reason

Civic use - Assessed on component uses


Parking provisions can be tailored to the civic use being proposed.

Note: this use has been added to the ratio table and is defined by the Scheme.

Bicycle parking should be encouraged for civic uses and to set a good example.

Club premises 1 bay/4.5m2 NFA Assessed on component uses


Parking provisions can be tailored to meet the individual requirements of the club premises being proposed.

Due to varying nature and size of club facilities, bicycle parking has been based on private recreation.

Community purpose - Assessed on component uses


Parking provisions can be tailored to meet the specific requirements of the community use being proposed.


Due to the varying nature of community purposes, bicycle parking has been based on private recreation.

Conference centre - 1 space/5m2 seating area

- Parking provision considered appropriate following review of other local authority provisions.


Consulting rooms 4 bays/ consulting room 4 spaces/practitioner - Parking provision considered appropriate following review of other local authority provisions.

To avoid confusion, parking provision is amended to ‘per practitioner’ to correlate with the Scheme definition for consulting rooms (which is based on number of practitioners).




Reason

Consulting rooms (group)

4 bays/ consulting room 4 spaces/practitioner for the first 2 practitioners and 2 spaces/practitioner thereafter

1 space/4 practitioners Min 1 space

Parking provision considered appropriate following review of other local authority provisions.

To avoid confusion, parking provision is amended to ‘per practitioner’ to correlate with the Scheme definition for consulting rooms group (which is based on number of practitioners).


Dry cleaning premises - 1 space/20m2 NFA - Parking provision considered appropriate following review of other local authority provisions.


Educational establishment:

Pre-school 1 bay/staff member, plus 1 bay/2 students


- Parking provision for students revised to 1 space/5 students due to short stay nature of parking.

Primary school 1 bay/staff member, plus 14 drop-off bays per 100 students (may be on-street)

1 space/staff member and


1 space/5 students over Year 4

No change proposed to car parking provisions.


Secondary school 1 bay/staff member, plus 7 drop-off bays per 100 students (may be on-street)

1 space/staff member and


1 space/20 students No change proposed to car parking provisions.

Bicycle parking considered appropriate for high school students following review of bicycle ratios.

Technical institution/university

1 bay/staff member, plus 1 bay/10 students


1 space/20 students No change proposed to car parking provisions.

Bicycle parking considered appropriate following review of bicycle ratios.




Reason

Fish shop - 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

As per Shop


Health studio:

Indoor bowling centre

4 bays/lane plus 1 bay/30m2 NFA open to the public

4 spaces/lane & 1 space/30m2 NFA open to the public



Bicycle parking has been based on private recreation.

Indoor sports stadium

1 bay/50m2 NFA used for games, plus 1 bay/4 spectator seats

1 space/50m2 NFA used for games & 1 space/4 spectator seats




Squash and tennis courts

3 bays/court plus 1 bay/4 spectator seats

3 spaces/court & 1 space/4 spectator seats




Other 1 bay/10m2 NFA 1 space/15m2 NFA 1 space/200m2 NFA Min 2 spaces



Home occupation - 1 space - Parking provisions for ‘home occupation’ are included in the draft Parking Policy for ease of reference. Car parking ratio as per Policy 3.5: Home Occupations.

Home store - Short stay parking (may be on-street)

2 spaces Due to nature of land use (small shop attached to a dwelling) short-stay on-street parking is appropriate.

Note: Addition to parking ratio table, ‘use not listed’ under the Scheme

Bicycle parking as per shop i.e. min 2 spaces.




Reason

Hospital 1 bay/30m2 net administration area, plus 1 bay/3 licensed beds



Min 2 spaces



Hospital special purposes

- 1 space/30m2 net administration area & 1 space/3 licensed beds


Min 2 spaces

As per Hospital


Hotel 1 bay/bedroom or 1 bay/3 beds provided whichever is the greater, plus parking for any public drinking or public dining areas

1 space/room, & parking for any public drinking or public dining in accordance with ‘Tavern’


Minor amendment to parking requirements to be consistent with other local authority provisions and to clarify parking for public drinking and dining areas.

Industry (light) 1 bay/75m2 NFA. Min 3 bays for each tenancy

1 space/75m2 NFA - Requirement for minimum of 3 bays per tenancy removed to avoid excessive parking.

Industry (service) 1 bay/75m2 NFA. Min 3 bays for each tenancy

1 space/75m2 NFA - Requirement for minimum of 3 bays per tenancy removed to avoid excessive parking.

Laundromat - 1 space/20m2 NFA - Parking provision considered appropriate following review of other local authority provisions.

Note: Addition to parking ratio table, ‘use not listed’ under the Scheme.

Local shop 1 bay/15m2 NFA Min 3 bays

1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

As per Shop

Massage rooms - 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

As per Shop





Reason

Market - 1 space/40m2 of market area

1 space/50m2 of market area

Min 2 spaces

Parking provision considered appropriate following review of other local authority provisions and easier to administer based on market area than number of stalls.


Bicycle parking ratio referenced from Austroads Part 14 – Bicycles (approximate conversion from stalls to market area).

Motel 1 bay/bedroom or 1 bay/3 beds provided whichever is the greater, plus parking for any public drinking or public dining areas

1 space/room, & parking for any public drinking or public dining in accordance with ‘Tavern’


Minor amendment to parking requirements to be consistent with other local authority provisions and to clarify parking for public drinking and dining areas.

Motor vehicle & marine sales

- 1 space/100m2 display area

- As per Open air display.


Motor vehicle wash - 3 spaces/car wash bay & 1 space/30m2 net administration area

- Parking provision considered appropriate following review and allows for queuing space in addition to parking for administration function.


Nursing home 1 bay/30m2 net administration area, plus 1 bay/3 licensed beds





Office 1 bay/30m2 NFA. Min 3 bays for each tenancy


Requirement for minimum of 3 bays per tenancy removed. No change to ratio as is consistent with other local authorities. It is believed to be more appropriate to consider reductions to office parking




Reason

under the car parking concession provisions of the draft Parking Policy, where alternative transport to the car is demonstrated.

Bicycle parking ratio reference from City of Rockingham.

Open air display 1 bay/100m2 display area. Min 3 bays for each tenancy

1 space/100m2 display area

- Requirement for minimum of 3 bays per tenancy removed to avoid excessive parking.

Petrol and convenience store

3 bays/service bay, plus 1 bay/15m2 NFA


2 spaces Convenience retail floorspace as per Shop.

Previously referred to as ‘service station, convenience store’, terminology now consistent with Scheme definition.

Bicycle parking as per shop i.e. min 2 spaces.

Private hotel - 1 space/room, & parking for any public drinking or public dining in accordance with ‘Tavern’


As per Hotel


Private recreation - Assessed on component uses

1 space/200m2 land area Min 2 spaces

Parking provisions can be tailored to meet the specific requirements of the recreation use being proposed.


Bicycle parking ratio reference from City of Rockingham.

Public worship 1 bay/4.5m2 NFA 1 space/5m2 seating area

1 space/100m2 seating area Min 2 spaces

Parking provision considered more appropriate based on seating area and is consistent with other local authority provisions.




Reason

Bicycle parking also provided on seating area for ease of administration.

Reception centre - 1 space/5m2 public area

- Parking provision considered appropriate following review of other local authority provisions.


Residential development As per R-Codes Not included - Draft Parking Policy relates to non-residential development.

Note: the draft Parking Policy includes a statement advising residential parking as per R-Codes.

Restaurant 1 bay/4.5m2 of seating area

1 space/5m2 of seating area




Restricted premises - 1 space/20m2 NFA 1 space/150m2 NFA Min 2 spaces

As per Shop


Retirement village - As per R-Codes (Aged Persons Dwelling)

2 spaces R-Codes parking standards for aged persons’ dwellings are considered an appropriate guide for this land use.


Bicycle parking to accommodate for short stay visitors.

Service station 3 bays/service bay, plus 1 bay/15m2 NFA


- Retail floorspace as per Shop.

Previously referred to as ‘service station, convenience store’, terminology now consistent with Scheme definition.




Reason

Shop 1 bay/15m2 NFA Min 3 bays


or

if in a District Centre zone, 1 space/500 m2 NFA

Min 6 spaces

Requirement for minimum of 3 bays removed. Parking provision considered appropriate following review of other local authority provisions and acknowledges opportunities for shared parking (i.e. park once but may visit several shops).

Bicycle parking referenced from Austroads Part 14 – Bicycles and City of Rockingham.

Showroom 1 bay/40m2 NFA. Min 3 bays for each tenancy

1 space/40m2 NFA 1 space/1000m2 NFA Requirement for minimum of 3 bays removed to avoid excessive parking.

Bicycle parking referenced from Austroads Part 14 – Bicycles.

Small bar - 1 space/5 persons 2 spaces The number of people a small bar may cater for is known at time of application and is considered to be more equitable approach to car parking.

Note: Addition to parking ratio table, ‘use not listed’ under the Scheme.

Bicycle parking considered appropriate for the land use.

Take away food outlet 1 bay/4.5m2 of seating area, plus 1 bay for 2.5m2 of counter/ queuing area with a minimum of 4 bays

1 space/5m2 of seating area & 1 space/3m2 of counter/queuing area



Bicycle parking referenced from Austroads Part 14 – Bicycles.

Take away food outlet (drive through)

1 bay/4.5m2 of seating area, plus 1 bay for 2.5m2 of counter/queuing area with a minimum of 4 bays, plus 4 car queuing space for any drive through facility

1 space/5m2 of seating area & 1 space/3m2 of counter/queuing area & 4 car queuing spaces



As per Take away food outlet.




Reason

Tavern 1 bay/2m2 of net drinking area or seating area, plus 1 bay/3m2 of seating area



Parking provision considered appropriate following review of other local authority provisions. Lounge and outdoor area consistent with Restaurant.

Bicycle parking considered appropriate for the land use following review of other local authority bicycle standards.

Veterinary clinic 4 bays/consulting room 4 spaces/practitioner As per Consulting Rooms

Veterinary hospital - 4 spaces/practitioner for the first 2 practitioners and 2 spaces/practitioner thereafter

1 space/4 practitioners

As per Consulting Rooms Group

Warehouse 1 bay/75m2 NFA. Min 3 bays for each tenancy

1 space/75m2 NFA - Requirement for minimum of 3 bays removed to avoid excessive parking.

ATTACHMENT

DV09.119 Conference

Smart Urban Peak Futures Plus Site Visits



1. The Local Government Role in the Shift to 'A Green Economy and Smart Growth'

Judith Corbett, Executive Director, Local Government Commission, USA The primary aim of 'Smart' landuse planning is to reduce vehicle miles travelled. Under governor Arnold Schwarzenegger legislation has been introduced whereby the state of California aims to contain greenhouse gas emissions to 1990 levels by the 2020. This legislation is complemented by measures to provide funding for public transport. Transportation and urban development: industry, commerce and housing, are the main contributors to greenhouse gas emissions. Federal funding is on offer for regional areas (which could comprise a number of local governments getting together) to prepare landuse/transportation plans. The fundamentals of smart urban planning are defined as the 3 D's: diversity, density, design. Planning Codes referred to as 'form based codes', must address these 3 D's. With regard to residential density, a target of 17 units per hectare has been established. Form based codes do not set density limits through Town Planning regulation, but set down desirable built development standards which must be achieved. Essentially, this relates to how development addresses the public realm and its neighbours. By these standards, property developers have the incentive to increase their dwelling yield. One note of interest raised was that, what we refer to as granny flats, are allowed as of right and can also be sold off. Another component of the smart growth ideal is the establishment of pedestrian/cycle trails which connect places where people are likely to want to visit. 2. The Chinese Dream - 'A Society Under Construction' Neville Mars, Dynamic City Foundation, China Mr Mars is a Dutch architect who has been working in China for the past six years. As indicated in the introduction above (400 new cities by 2020) China is experiencing urban development on a massive scale and at an extremely fast pace. Because of the pace of change, regulated urban development is not keeping up. The acronym MUD: market driven, unintended development, has been coined to identify this lack of control. New urban areas are occurring through the rapid expansion of existing villages which are growing into one another forming one large urban settlement. The growth of China's economy has seen a large increase in car ownership and the more traditional form of transport, the bicycle is falling away. The vision for public transport at a massive scale is required. It was suggested that only a utopian model can work: Mr Mars is working on the idea of a continuous conveyer system like a massive conveyor belt, to transport people. 3. How Council's have to prepare for 'declining all production' Matt Mushalik Mr Mushalik is a retired engineer who has a particular interest in the global supply of oil and the impacts that its declining availability will have on society.

It is Mr Mushalik's view that global peaking of crude oil production occurred in the years 2005 to 2008. It is his view that this was the primary trigger for the recent global financial crisis. His reason for this assertion is that quotas introduced with the formation of OPEC lead to exaggerated estimates of oil reserves. The future of oil is one of declining availability and corresponding price increases. 'Business as Usual' is not an option, we must urgently plan for dramatically reducing our reliance on oil through greater investment in rail and adapting to alternative fuel sources. We should be developing our trains, freight trucks and the private vehicle to run on gas. It is suggested that it takes 30 to 40 years to build up these alternatives. In the meantime, crude oil supplies will dwindle much more rapidly. In addition to the longer term, it was pointed out that Australia has at any one time, 20 days supply of fuel. If for some reason, (war or terror) this supply is disrupted, we have no contingency plan to cope. Aside from the personal impact of not being able to get around by vehicle, freight transport would be halted which would mean essential food supplies would not reach the market. On the matter of climate change, as an example of its global effects, it was indicated that a 0.5 metre sea level rise will displace 30 million people in Bangladesh. These people are familiar sailors and they can be expected to seek refuge in other countries, like Australia. 4. The Porto Light Rail Project in Portugal and other good things influenced by

local government John Bartlett, Smart Transport Solutions The City of Porto is the second largest city in Portugal, with a population of approximately 1.5 million. Density is around 30 dwellings per hectare, which is around three times that of Perth. Porto was suffering from severe traffic congestion and at the turn of this century, a complete new light rail network was commenced. Construction of the light rail network funding contributions came from the national and local governments, with a major contribution also from the European union. Existing heavy rail reserves were used where possible and two lanes of traffic were taken up in established roads. In the inner city heritage area, the network is tunnelled mainly due to the narrowness of the streets. It was indicated that with light rail, the tunnels do not have to be as deep as with heavy rail and are therefore cheaper to construct. The service operates at six minute intervals between 8.00am and 8.00pm and at 15 minute intervals from 8pm to 1am. It has proved extremely popular and it has substantially reduced traffic volumes in the city. It has assisted in transforming the city into a much more attractive and liveable place. Further extensions are planned in the future. 5. Transition Towns

Sonya Wallace Ms Wallace was formerly involved in emergency management and is now engaged in a programme on the sunshine coast in Queensland, establishing community networks which have the resilience and are prepared for community crisis. This could be economic crisis, fuel or food shortages or natural disasters. These crises could be brought on by the impact of climate change or reducing oil supply (peak oil). Increasing social isolisation has been identified in local streets and the purpose of the Transition Town's programme is to reconnect people with their neighbours so that they are prepared as a community to respond to any changing conditions that may occur. Community food production gets the neighbours together and provides an alternative should normal food supplies be disrupted. 6. Preferred Public Transport Futures Professor Graham Corrie - Monash University Professor Corrie's paper focussed on a range of economic measures which can be applied to reduce reliance on the use of private vehicles and encourage greater use of public transport. He submitted that there should be carbon emissions and congestion taxes associated with road use and that the money collected should be directed solely at public transit. He made reference to former U.S. president George Bush's initiative in introducing a 15.5% petrol tax, all of which is used to improve public transit throughout America. 7. 'What is a Better Place' Guy Pross - Better Place Pty Ltd Better Place is a venture capital company based in California that aims to reduce global dependency on petroleum through the creation of a market-based infrastructure that supports electric vehicles. The project involves charging spots for electric vehicles and battery exchange stations. Charging spots would be located in carparks, shopping centres and even home garages. Battery exchange stations would be set up along major highways. Whilst the development of the electric vehicle is advancing rapidly, there is still uncertainty with the reliability of batteries (which currently cost around $15,000 and the vehicles have a range of only 160-200 kilometres). This is to rapidly improve, however, there will always be the need for recharging electric vehicles and battery renewal, just like service stations provide for the petrol vehicle. Infrastructure is already being rolled out in Israel and the U.S. and it is planned for Australia to be the third country in the world to establish an electric car network. Getting back to the batteries, Mr Pross suggested that as these become more efficient, residual charge could be used to provide power to the home. Batteries can be charged from the normal electricity grid. Better places plan to supply all of their charging power needs from renewable sources.

8. 'Future Urban Directions: Strategic Planning Responses to City Vulnerability' Darren Bilsborough - Parsons Brinkerhoff City vulnerability refers to the risks to the community, mentioned in the paper on transition communities, resulting from the impact of future climate change, peak oil, peak food, and adds household affordability and health. Mr Bilsborough spoke of the concept of the ' biophilic city'. The concept is based on the theory that there an instinctive bond between human beings and other living things ('biophilia'). Planners should look at every space as an opportunity to 'green', to reconnect people with nature. For buildings, biophilia proposes such things as extensive glazing (for natural lighting and views to nature), vertical (wall) gardens and roof gardens. Essentially, biophilia is aimed at human health, creating a built environment that is comfortable, relaxing; promoting physical and emotional well-being. 9. Australia's First LG Peak Oil Contingency Plan Grace Girardi - Maribyrnong City Council Elliot Fishman - Institute for Sensible Transport The City of Maribyrnong had prepared a peak oil contingency plan. As the title suggests, it looks at preparing the Council for reduced availability of petroleum products. The plan looks at a range of means of reducing Council's dependence on all petroleum based products. As well as general fuel consumption with Council vehicles, the plan looks at alternatives to the use of asphalt in road maintenance. The plan also considers response to an emergency scenario whereby only 25 percent of normal fuel requirements are available for a short term (2-6 weeks). In the longer term, the plan looks at the scenario of a decline of 3 percent in fuel supply up until the year 2025. Consideration is being given to trialling scenario one, to see how the city would cope. 10. Ventura Vision Rick Cole - City Manager, Ventura, California Rick Cole has an interesting background. He is journalist by training and became interested in local government through a community issue in his local neighbourhood which followed to election to the Council. Through his involvement as a Councillor in local government, he was employed by the previously mentioned Local Government Commission, USA, and from there was appointed Chief Executive Officer of the City of Ventura, California. As CEO, Mr Cole has a wide range of responsibilities, including the local police force, but, has a keen interest in urban planning. He spoke of the introduction 'built form codes' which focuses on the way a development relates to the public realm, and its neighbours, as opposed to broad density controls. He cited an example of a large

development site near the centre of the city, which, according to density requirements allowed for 214 dwellings. An application was received for precisely 214 dwellings, however, the development was isolating itself from its neighbours and from the community within. Discussion with the Council on how the development could better integrate with its surroundings resulted in a higher dwelling yield and a stronger connection with the neighbouring community. Form Based Codes set out a range of criteria for achieving neighbourliness. If a development satisfactorily addresses all criteria, a money back guarantee on the application fee is given if the application is not determined within a specified time period. In addition to the criteria dealing with strong urban design elements, they seek to connect the various service providers, public authorities: water, power, environmental protection. The aim is to have all those involved in land development working together so that there are no late surprises, obstacles with development. Form Based Code A method of regulating development to achieve a specific urban form. Form-based codes create a predictable public realm primarily by controlling physical form, with a lesser focus on land use, through city or county regulations. Form-based codes address the relationship between building facades and the public realm, the form and mass of buildings in relation to one another, and the scale and types of streets and blocks. The regulations and standards in Form-based codes, presented in both diagrams and words, are keyed to a regulating plan that designates the appropriate form and scale (and therefore, character) of development rather than only distinctions in land-use types. This is in contrast to conventional zoning's focus on the micromanagement and segregation of land uses, and the control of development intensity through abstract and uncoordinated parameters (e.g., FAR, dwellings per acre, setbacks, parking ratios, traffic LOS) to the neglect of an integrated built form. Not to be confused with design guidelines or general statements of policy, Form-based codes are regulatory, not advisory. Form-based codes are drafted to achieve a community vision based on time-tested forms of urbanism. Ultimately, a Form-based code is a tool; the quality of development outcomes is dependent on the quality and objectives of the community plan that a code implements. Form-based codes commonly include the following elements: • Regulating Plan. A plan or map of the regulated area designating the locations where

different building form standards apply, based on clear community intentions regarding the physical character of the area being code.

• Public Space Standards. Specifications for the elements within the public realm (e.g., sidewalks, travel lanes, on-street parking, street trees, street furniture, etc.).

• Building Form Standards. Regulations controlling the configuration, features, and functions of buildings that define and shape the public realm.

• Administration. A clearly defined application and project review process.

• Definitions. A glossary to ensure the precise use of technical terms.

Form-based codes also sometimes include: • Architectural Standards. Regulations controlling external architectural materials and

quality.

• Landscaping Standards. Regulations controlling landscape design and plant materials on private property as they impact public spaces (e.g. regulations about parking lot screening and shading, maintaining sight lines, insuring unobstructed pedestrian movements, etc.).

• Signage Standards. Regulations controlling allowable signage sizes, materials, illumination, and placement.

• Environmental Resource Standards. Regulations controlling issues such as storm water drainage and infiltration, development on slopes, tree protection, solar access, etc.

• Annotation. Text and illustrations explaining the intentions of specific code provisions. 11. Car Free Suburbs Steve Melia - UK academic Rather than contribute to carbon emissions by flying to Australia, Mr Melia chose to video his presentation for display at the conference. Mr Melia focussed on the Town of Vauban in Germany where residents have no direct vehicular access to their homes. While street access is necessary for things such as deliveries, vehicular access is very limited and priority is given to local children who play in the streets. Limited parking is provided off-site with residents accessing a car pool when a vehicle is required. This is a somewhat radical approach, some way from the expectations of Perth residents. It does, however, offer a live example of a more efficient use of the motor vehicle and greatly reduces its impact on the built character of the suburbs. 12. 'Induced' Traffic from road building Michelle Zeibatts - Consultant, Sydney Ms Ziebatts carried out research for her PhD on the effects of new road building on overall traffic generation. Her work was focussed on the upgrading of a motorway connection on the outskirts of Sydney. Traffic counting showed that not only was there an increase in traffic volumes on the new, improved road, it had little effect, if any, on reducing traffic on parallel roads in the vicinity. Similar research has been carried out in the UK which also shows this induced traffic phenomenon. The main reasoning given is that by making trips easier and faster, more people will elect to travel by car and more discretionary trips will be made. This adds to overall vehicle kilometres travelled, increasing the carbon emissions in the atmosphere. Further, it is observed that reduction in traffic congestion is a relatively temporary thing as these vehicle trips increase.

13. Planning the Future of Hong Kong Raymond Wong - Planner, Hong Kong Hong Kong it is no doubt at the other extreme from the concerns with Australian cities of urban sprawl. In the last 50 years, Hong Kong has grown from a population of 2.1 million to 7.1 million yet only 23 percent of the territory is developed. This is partially due to mountainous topography and Hong Kong also has vast areas of national parks. Plot ratio is the primary instrument of development control rather than density. Vehicle ownership is discouraged by extremely expensive registration costs, with mass transit providing the main form of transport. Whilst the rate of the growth over the next 20 years is forecast to halve ( 8.3 million by 2030) extensive plans are in place for extending fast train services. 14. 'Shocking the Suburbs - Urban Location, Home Ownership in the Australian City' Dr Jajo Dodson - Griffith University Dr Dodson's research looks at the relative costs of transport for houses in outer suburban areas as compared to those in the wealthier inner and middle suburbs. People in the 'mortgage belt' have less access to public transport and have to undertake longer trips by car. Further, public transport fares tend to be based on the length of trips which means that those in the outer suburbs tend to have to pay more. Another factor is that they are generally less able to purchase new, more energy efficient cars. Dr Dodson compared the cost of crude oil in 2003; at $25 per barrel to that in 2009, $80 per barrel. He predicted that a pump price of $8 per litre for petrol is not too far in the future. He argues that government has a significant role to play in ensuring that people who live in outer suburban areas have the same quality of services as people in inner city suburbs. 15. 'Housing: A Better Future' Rod Fehring, Chairman Australian Housing and Urban Research Institute Mr Fehring comes from the private sector and is a Chief Executive Officer with Property Developer, Lend Lease. It is considered that Mr Fehring's paper was important in the context of this conference. As planners can espouse theory, it is the development industry that delivers the end product. To achieve the urban development that we desire, it is vital that the development industry is engaged in the debate. Mr Fehring began by making the case that our cities will continue to expand. Cities are the focal point of economic exchange. The poor will gravitate there as it provides the only opportunity for them to make a living. In the development of cities, the delivery system has to be brought along with planning goals. Planners and developers have to combine to find ways of delivering these goals.

Planners/government have to 'enable', rather than simply regulate. He indicated that the construction industry is keen to participate in this process. As the industry exists at the moment, Mr Fehring gave figures that detached houses are the cheapest to build and offer the highest return. This is a powerful economic force against achieving higher efficiency, denser urban development. In relation to sustainable buildings, he made the observation that the ongoing operation of a building accounts for 95 percent of its overall greenhouse gas footprint. We need to improve our performance in the way a building is constructed and how it is serviced to reduce this impact. 16. 'The Importance of Quality Placemaking - Examples of Good and Bad Infill Ludo Campell-Reid, Urban Designer - Auckland City Council This presentation featured illustrations of various public places in the UK and New Zealand. A key message was to learn from experiencing places; 'Go There - See, Feel, Touch' 17. 'Sustainability Rating Tool (SRT) Joe Hurley, RMIT Mr Hurley is undertaking a PhD and his topic is sustainability performance assessment tools for use in urban development. His research so far indicates that many such tools only look at sustainability within the development itself and don't take into consideration the broader environmental impact. This is the focus of Mr Hurley's work. 18. 'Planning Melbourne's First Green Suburb' Professor Chris Ryan, Victoria Eco - Innovation Lab Professor Ryan is looking at the development of a redundant rail yard site near the city centre of Melbourne. Preparation of a plan for the site is through a combined approach, involving final year university students, business and government. The plan is still being prepared and the test will be to see whether the government remains committed for its implementation. Site Visits 1. St Kilda Key items of interest here were:- • Ackland Street

Ackland Street is an old strip commercial centre, famous for its cake shops. It also has restaurants and small bars. Whilst it is a trendy spot, it has generally retained its original built character with narrow shop fronts. Residential Housing is a mix of small single houses, old residential flat buildings generally around three to four floors plus some grander old houses which were city

residences for farmers/squatters in the 19th Century. These larger houses tend to be located on the busier roads. New infill development generally maintains the original scale of the area although some larger developments was located nearer the commercial areas of Akland Street and Fitzroy Street. Residential Parking Schemes are evident in many of the streets, in response to the overspill from entertainment and office uses along the major roads. Angled parking has been introduced in some streets to increase available kerbside parking.

2. Waverley Park

In the 1970's, the Australian Football League (AFL) developed a new major stadium, with the original intention of establishing its own headquarters rather than being beholden to the MCG. The stadium was located some distance from the centre of Melbourne, with limited access to public transport (no train lines) and remote from commercial and entertainment areas. The site was purchased by property developer MIRVAC and is being developed for housing. The majority of the stadium has been demolished, however, one portion has been left standing as a memento to the original stadium and this is occupied by the Hawthorn Football Club. The playing area has also been retained although this is generally only used for training and not for actual matches. Land surrounding the stadium was subdivided and developed with housing by MIRVAC. Dwellings range in size from 160-260 square metres. From one look at the area, it is very evident that the property developer has undertaken the 'build out'. Common design themes are used for streets and precincts within the development. Many houses look the same as each other, being reminiscent of new town development in the UK. Three level terrace houses are constructed around, and facing onto the football oval. These are around 300 square metres in area and have proved to be fairly popular fetching prices in excess $700,000. Sustainability principles have been adopted in the development philosophy with things such as passive solar design and orientation for housing and water-wise landscaping. Apart from the football oval, no turf has been planted throughout the development. Melbourne experiences more severe water shortages than does Perth.

3. Yarra City Council

Yarra City Council is an amalgam of Fitroy, Richmond, and Collingwood Councils. Its proximity to the Melbourne CBD and historic character has renewed interest in the area over the past few years. Original housing stock tends to be located on narrow lots and often very modest in size. Potential for expanding the original houses is somewhat limited. The size of the lots also limits the opportunity for onsite parking provision and proposals for such are resisted.

There is competition for street parking between residents and businesses/customers for nearby main roads. The Bridge Road shopping precinct, renowned for its factory outlet stores, is a case in point. Council has resisted any attempts for residential parking schemes as this parking is vital to the ongoing success of Bridge Road, which apart from local trade, is an important tourist attraction. Residents and shoppers must compete for this parking space and Council accepts that a resident may not necessarily be able to expect kerbside parking adjacent their house. The Town Planning Scheme has no specific density provisions over its residential areas. Performance based standards are in place and if those can be achieved, additional dwellings can be built. With the current proposals here for Development Assessment Panels and call in powers by the Minister for Planning, it is interesting to note that the Minister for Planning in Victoria has been calling in an increasing number of applications. It was suggested that the global financial crisis has prompted State Government intervention improving many developments without necessarily having strong regard for the local planning scheme.

4. Melbourne City Council - CH2 Building An appointment was arranged with Mr David Mayes, Manager, Strategic Plannin and Sustainability at the City of Melbourne. Mr Mayes falls under the Sustainability and Regulatory Services Directorate heading up the strategic planning and sustainability section, comprising expertise from a range of fields (planning, architecture, engineering). Melbourne City Council is widely recognised as a world leader in sustainability management and initiatives. The CH2 building, which houses the city offices, was a pioneering building in sustainable design. Commenced in 2004, CH2 has been designed to conserve energy and water as well as to improve the well-being of occupants through the quality of the environment inside the building. Features of the building include:- • Reduced air-conditioning requirements through cooler materials (exposed

concrete ceilings and water chilled panels), windows opening automatically at night purging the heated air of the day from the building with cooler night air and shower towers located on the southern external face of the building providing an evaporative cooling process.

• Landscape - aside from aesthetic appeal, assists with shading, glare and air quality. Vertical gardens, green roof top.

• Water - treated waste water and captured rain water used to supply 100% of non-drinking water needs.

• Light - screens, shelves used to adjust lighting/shading needs. Larger areas of glazing on lower floors

• Equipment - low energy lighting and equipment.

• People and Health - ventilation (fresh air), non-toxic finishes, attractive break-out spaces and 'access to nature' (relieves stress - biophilia) leading to less sick leave and greater productivity.

5. City of Maribyrnong Located to the west of central Melbourne, Maribyrnong is an amalgamation of former City of Footscray and part of the City of Sunshine Councils. Primarily, discussion held there was in relation to parking control (Tom Gladwin - Manager Parking and Local Laws). In recent years, the city has introduced 'pods', which are buried in the road detecting when a car enters a parking bay (kerbside or carpark) and when it leaves. These 'pods' are on-line to a central computer system which alerts parking inspectors when a person has over-stayed the prescribed parking period. This overcomes the need for time consuming tyre chalking. Also, data recorded through the central system provides valuable information in understanding the needs and behaviour of motorists accessing the area. Additional technology has been added in the Footscray town centre with the introduction of surveillance cameras. These cameras provide real-time evidence of motorists double parking and stopping in No-Standing areas. Supply and operation of the 'pods' and camera is outsourced. Council pays an annual fee for the service. A further initiative has been the introduction of paid parking in certain streets This was initially opposed by the local traders, however, whilst there remains some concern, it is being recognised that paid parking is contributing to great turnover of bays and therefore, greater access for customers.

AIUSWA One Day Event: Perth – A Balanced or Unbalance Utopia?

The objective of the one day event was to examine the city through the eyes of the user and outline the type of factors urban planning practitioners should consider when planning cities with users in mind. This was explored through a number of government representatives, planners and service providers presenting their views on the topic, followed by a workshop session in the afternoon to examine and discuss the issues further. The keynote speaker at the event was Professor Peter Gordon of the University of Southern California’s School of Policy, Planning and Development who presented ‘Sustainability Planning – First Do No Harm’. Professor Gordon argued that public control in a planning environment can stifle innovation and prevent communities developing their own unique characteristics when allowed to freely participate in their own development, through a presentation that questioned ‘market failure’ or ‘policy failure’? He outlined the shortfalls of top down planning as it is not possible to know the full consequences of any policy decision and introduced the concept “there are no solutions; only trade offs”. The Keynote Speaker presentation was accompanied by a number of presentations from professionals with varying experience in planning or service provision. The key points from these presentations are summarised as follows: • Ross Kyrwood, State Director of Mission Australia – Raised the issue of affordable

housing and argued that without addressing the shortfall of affordable, quality accommodation in proximity to employment and services, we are increasing the pressure on the less advantaged in society to be able to invest in their future, creating an unbalanced utopia. Ross Kyrwood stressed the need for planning that understands the principles behind social inclusion, which sees the people that live in the dwellings and communities, not just the make up of the development itself.

• Allan Trantor, Creating Communities – Argued that it is not enough to just focus on

the creation of physical environments, that for cities to work there also needs to be a clear focus on creating connections between people, nurturing collaboration for people to achieve things together and fostering of transactions that are of mutual self benefit to those involved. In this regard, any policy championing social sustainability that includes an item that is not specifically about people, then that item should be removed (i.e. transport, access, schools, housing) and replaced with elements that only relate to connection, collaboration and transaction if we are to create successful communities.

• Dr Debbie Faulkner, Flinders University, South Australia – Presented her research

findings for a South Australian aged care provider entitled “Our Homes, Our Communities – the Aspirations and Expectation of Older People in South Australia”. The research findings highlighted there is a need to reorientate aging in place policies away from a focus on the individual to the communities we live in. Aged persons housing needs to be located throughout all metropolitan and regional areas so there is opportunity to move into suitable aged housing in any neighbourhood. The research findings concluded the following in regards to aged person’s housing aspirations:

- Dwelling: smaller accommodation but spacious, minimum two bedrooms, single storey and detached, secure and located in a small group (less than 10 units); and

- Location: close to shops and public transport, remain in a familiar neighbourhood and close to family and friends.

• Marcus Canning, Executive Director, ARTRAGE – Presented the varying types of

utopia ranging from the ‘streets of magnificence’, ‘zero-energy towns’ and ‘community of tomorrow’ (Walt Disney’s experimental prototype) and concluded with possibilities for Perth if planning was exciting and adventurous and what life might be like under the New World Urbanism of ‘live, work, connect and green’.

• Dr Paul Maginn, University of Western Australia – Examined the utopia of Perth’s

sprawling residential suburbs through a series of photographs taken around Perth. He illustrated how the ‘suburbs’ present an environment of social homogeneity, residential uniformity and blandness with insufficient infrastructure and services, however are a direct result of Perth’s urban planning process and for many stipulate the Australian dream.

The one day event concluded with attendees being spilt into four groups to discuss:

- Affordable housing; - Achieving more connections in the CBD; - Achieving greater density in the suburbs; and - Achieving mixed use development in the greater metro area;

the outcomes of which will form a working paper to be released by AIUSWA.

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