save dimmeys. yarra council. traffix group - traffic

IN THE MATTER OF AN APPLICATION FOR REVIEW AGAINST YARRA CITY COUNCIL’S REFUSAL TO GRANT A PLANNING PERMIT FOR A PROPOSED MIXED-USE DEVELOPMENT AT 140-160 SWAN STREET, RICHMOND. VICTORIAN CIVIL & ADMINISTRATIVE TRIBUNAL VCAT REFERENCE NUMBER: P623/2011 DATE OF FINAL HEARING: 30th May, 2011 (5 Days) DATE OF REPORT: 16th May, 2011

STATEMENT TO THE VICTORIAN CIVIL AND ADMINISTRATIVE TRIBUNAL BY CHARMAINE DUNSTAN, TRAFFIC ENGINEER

STATEMENT OF WITNESS

1. NAME, POSITION, ADDRESS Charmaine Chalmers Dunstan Director, Traffix Group (formerly Turnbull Fenner) including following companies:

Traffix Group Pty Ltd Traffix Survey Pty Ltd Traffix Design Pty Ltd Suite 8, 431 Burke Road Glen Iris 3146

2. QUALIFICATIONS AND EXPERIENCE My qualifications and membership of professional associations are as follows:-

Bachelor of Civil Engineering (honours), Monash University, Clayton

Masters of Traffic, Monash University

Masters of Transport (current), Monash University

Member, Engineers Australia (IEAUST)

Member, Victorian Planning & Environmental Law Association

140-160 Swan Street, Richmond VCAT Ref. No. P623/2011

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I have over 17 years experience as a Traffic Engineering and Transport Planning consultant with Traffix Group Pty Ltd and formerly Turnbull Fenner Pty Ltd. My experience also includes a number of local government appointments which involved acting in the role of Council’s Transport Co-ordinator or Senior Traffic Engineer. These appointments include the City of Moreland, City of Whittlesea and the City of Darebin.

3. AREA OF EXPERTISE I have experience and expertise in traffic management, road safety planning and engineering, parking management and strategy development, and development impact assessment of a range of land-use developments. A copy of my CV is attached at Appendix A to this report.

4. ENGAGEMENT AND SCOPE OF REPORT I was instructed by Maddocks acting on behalf of Yarra City Council to provide expert evidence in relation to the proposed mixed-use development at 140-160 Swan Street, Richmond as set out under PLN10/0734. The scope of my engagement in relation to this matter has included:

site inspections, including parking inventory of the area surrounding the subject site,

turning movement counts at the intersections of Byron Street and Green Street with Swan Street,

review of the Town Planning application plans prepared by Armsby Architects (dated, November, 2010),

review of Traffic Impact Assessment by O’Brien Traffic (dated 26th November, 2010),

consideration of traffic and parking related impacts of the development on the nearby road network, and

preparation and presentation of expert evidence.

5. EXPERIMENTS I have visited the site to observe traffic, parking and pedestrian activity within the nearby area. A detailed field inspection of the subject site and surrounds was undertaken by Matthew Woollard, Traffic Engineer and Jason Bowring, Technical Officer, which included the preparation of a parking supply inventory of the surrounding area. Turning movement counts were also undertaken by Traffix Group/Traffix Survey at the following locations and times:

Swan Street & Byron Street intersection: 7am-9am & 4pm-6pm on Friday 6th May, 2011 and 11am-1pm on Saturday 7th May, 2011, and

Swan Street & Green Street intersection: 4pm-6pm on Friday 6th May, 2011 and 11am-1pm on Saturday, 7th May, 2011.

6. REFERENCE DOCUMENTS I have reviewed the following documents as part of my assessment:

Town Planning application plans prepared by Armsby Architects (dated, November, 2010),

Department of Transport letter (dated 7th February, 2011),

Email from VicRoads (dated 9th February, 2011),

Agenda and Minutes of Special Meeting of Council – Volumes 1 & 2 (22nd February, 2011),

Yarra City Council’s Notice of Refusal to Grant Planning Permit (dated 23rd February, 2011),

Application for Review (dated 8th March, 2011),

Internal referral by Council’s Traffic Engineer (dated 8th December, 2010 and 25th January, 2011),


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Internal referral by Council’s Waste Management Officer (dated 21st January, 2011),

Traffic Impact Assessment completed by O’Brien Traffic on behalf of permit applicant (dated November, 2010),

Planning Report completed by Planned FX on behalf of permit applicant (dated November, 2010),

Draft Swan Street Structure Plan (dated May, 2011),

relevant sections of the Yarra Planning Scheme.

7. SUMMARY OF OPINIONS Refer to Section 13 of evidence.

8. OTHER MATTERS Matters Covered By This Opinion Impact of the development traffic, particularly as it relates to the use of Byron Street and Green Street.

Provisional Opinions Not relevant. Other members of Traffix Group involved in the preparation of Evidence Matthew Woollard (Traffic Engineer) assisted with the preparation of this statement, site inspections and parking inventory, and Jason Bowring assisted with site inspection, parking inventory and turning movement counts. Report Completeness Final report. I have visited the site, made various assessments, perused relevant documentation and plans, and report as follows.

9. THE PROPOSAL The application plans considered by Yarra City Council for 140-160 Swan Street, Richmond (Dimmeys site) propose a 10 storey mixed-use development accommodating residential, retail and various commercial uses and associated car parking and access (plans prepared by Armsby Architects, dated November, 2010). The proposal involves the part demolition of the existing Dimmeys building. On-site car parking for the development is proposed within two separate basement carparks. Car parking for the commercial uses is provided in Basement 1, which is accessed via Green Street and provides 74 spaces for staff and customers. Car parking for the residential uses is provided in Basement 2, which is accessed via Byron Street and provides 100 spaces for resident use only. No internal ramp connection is provided between the basement carparks. A breakdown of the development floor space, car and bicycle parking is provided in Table 1. It is noted that the type or brand of supermarket is not nominated in the application documents.


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Table 1: Breakdown of Development

Use Location Size/No. Car space Allocation Bicycle Parking Allocation

Commercial Component

Supermarket Ground Floor 2,768m2

74 spaces 8 spaces Retail Ground Floor 423m2 (single tenancy)

SOHO units (1) 1st - 2nd Floor 15 loft spaces (2,145m2 in total)

Residential Component

One-bedroom & One-bedroom + study 1st - 9th Floor 23

100 spaces 25 Resident Spaces & 10 Visitor Spaces

Two Bedroom 1st - 9th Floor 59

Total - 82 - - Notes:

(1) The SOHO units are described in the application documents as being suitable for “a mix of residential and small office activities”. The Council officer’s report considers that a possible use may also be as artist studios (arts and crafts).

As detailed in the above table, 25 bicycle spaces for residents and 10 bicycle spaces for visitors are provided within Basement 2. A further 8 bicycle spaces are provided for the commercial uses within Basement 1. The main pedestrian access to the building is via Swan Street and Green Street. An on-site loading bay is provided for the retail uses and is located at the rear of the site. The loading bay is accessed via Green Street, adjacent the entrance to the ramp to the commercial carpark. The proposal detailed in the application plans included roadworks along Green Street.

10. NOTICE OF REFUSAL Yarra City Council considered Planning Application PLN0/0734 and resolved to issue a Notice of Refusal to Grant a Planning Permit for a mixed use development at 140-160 Swan Street, Richmond. The following grounds relating to traffic were provided: 3. The proposed vehicle access will create an unreasonable impact on traffic, car parking and safety within

surrounding streets, particularly along Swan Street, Green Street and Byron Street.

10.1. REFERRAL COMMENTS

The application was referred to the Department of Transport (DOT) and VicRoads. DOT is a referral authority for this application under Clause 52.36 of the Planning Scheme as the application includes 60 or more dwellings. The DOT provided the following key conditions relating to traffic engineering aspects of the proposal: 74. Before the use of the land commences, a Green Travel Plan must be prepared to the satisfaction of

the Responsible Authority following consultation with the Department of Transport (Public Transport Division). The plan must be prepared by a suitably qualified person and must demonstrate how the use of non-private vehicle transport modes will be encouraged by the staff and residents. The plan must include the following:

(a) Objectives for the Green Travel Plan.

(b) A description and location map of the development education centre in the context of alternate modes of transport.


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(c) Provide an outline of the measures proposed to facilitate non-private vehicle transport use. This must include, but not limited to:

Welcome packs of information provided to staff and residents upon commencement of employment/occupation of residence which includes:

Tram, train and bus timetables relevant to the local area

A plan depicting the location of bicycle parking and facilities available on the land

(d) Provision of a display in the entry lobby (or alternative location agreed by the Director of Public Transport) which incorporates the following:

A map depicting the site and the locations of key public transport stops (such as East Richmond/Richmond Stations, tram stops on Swan Street and bus stops on Punt Road etc).

Details of the approximate distances and trip times to these stops.

Pedestrian, cycling and public transport routes to key destinations (such as the MCG, CBD, recreation areas, shopping precincts such as Bridge Road, Victoria Gardens and Chapel Street etc)

A plan showing the bicycle parking areas provided for use by staff/residents

Where possible, multi-lingual information/brochures regarding transport timetables, routes, destinations etc

75. Before the use of the land commences, the Green Travel Plan must be implemented, including the provision of the entry display, to the satisfaction of the Department of Transport (Public Transport Division).

76. The Green Travel Plan must not be amended without written consent of the Responsible Authority following consultation with the Department of Transport (Public Transport Division).

77. Once approved the Green Travel Plan must form part of the planning permit and any ongoing management plan for the land to ensure the Green Travel Plan continues to be implemented by staff/residents to the satisfaction of the Responsible Authority.

VicRoads is not a referral authority under Clause 52.29 of the Planning Scheme as access to Swan Street (Category 1 Road Zone) is not altered. The application was referred to VicRoads as an interested party, who offered the following comments as summarised in the Council officer’s report:

The adequacy of Byron Street to cater for 2-way traffic does not comply with Planning Scheme and Australian Standards. Given the operating width there is concern that this will impact on traffic and tram movements along Swan Street.

The impacts on the operation of Swan Street have not been adequately considered by the applicant’s Traffic Consultant and greater analysis should be undertaken.

Concern that no swept path drawings have been submitted to demonstrate adequate access for delivery trucks into Green Street.

10.2. COUNCIL OFFICER’S RECOMMENDATION

It is acknowledged that Council officers had recommended approval of the application subject to conditions. The relevant key traffic conditions included: 1. Before the development starts, amended plans and documents to the satisfaction of the

Responsible Authority must be submitted to and approved by the Responsible Authority. When approved, the plans will be endorsed and will then form part of the permit. The plans must be drawn to scale with dimensions and three copies must be provided. The plans must be generally in accordance with the advertised plans but further modified to which show:

(k) Deletion of the ‘proposed’ Green Street road works;

(o) Bollards provided at the stairwells and lifts to shield pedestrians from reversing cars;


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(p) A minimum of 52 on site bicycle parking spaces, including location and specification of bike parking;

(q) Provision of 9 additional bicycle spaces for the commercial use to be provided at Basement level 1 and/or along the frontage of the development to Swan Street;

(r) Provision for an on-site shower and change room facility for employees of the commercial uses.

12. Prior to the occupation of any part of the development, a Car Parking Management Plan prepared by an appropriately qualified traffic consultant must be submitted to and approved by the Responsible Authority. When approved, the Car Parking Management Plan will be endorsed and form part of this permit. The Car Parking Management Plan must address, but is not necessarily limited to the following:

(a) An internal signage plan distinguishing permanent parking areas from visitor parking areas, directional arrows and signage, informative signs indicating location of disabled bays, small parking bays, bicycle parking, exits, restrictions, pay parking system etc;

(b) Mechanisms to ensure non-permanently allocated car parking spaces will only be available for visitors to the site (with a minimum of 10 visitor car parking spaces for the residents);

(c) The number and location of the car parking spaces to each commercial tenancy and dwelling, and the clear identification of dwelling or commercial uses without any car parking;

(d) The number and location of car spaces for shared use, including time of shared use;

(e) The management of visitor car parking spaces and security arrangements for occupants of the development;

(f) Details of way finding, cleaning, security of end of trip bicycle facilities;

(g) Policing arrangements and/or formal agreements; and

(h) Details regarding the management of loading and unloading of goods and materials for the commercial and residential uses;

13. The Car Parking Management Plan must be implemented to the satisfaction of the Responsible Authority. No alterations may be made without the prior written approval of the Responsible Authority.

14. Within 12 months of the commencement of the development, details of the Shared Zone for the length of Byron Street must be prepared by an independent and suitably qualified professional in consultation with and to the satisfaction of the Responsible Authority and submitted to the Responsible Authority. The Shared Zone must include various methods to control traffic and speed to allow for safe pedestrian movement and to manage the potential conflicts between traffic generation, bicycles and pedestrians using Byron Street.

15. All works associated with the provision of a Shared Zone as set out in condition 14 of this permit must be undertaken prior to the use commencing at the cost of the permit holder and thereafter maintained to the satisfaction of the Responsible.

16. Prior to the commencement of the development, the permit holder must make a contribution to Council for the cost of works associated with the reconstruction and upgrade of Green Street between Railway Place and Swan Street. The one-off payment of approximately 50% of the total cost of works will be no more than $175,000.

22. Unless with the prior written consent of the Responsible Authority, no fewer than 174 car parking spaces (including no less than 2 disabled compliant, car parking spaces) and 52 bicycle parking spaces must be provided on the land at all times, to the satisfaction of the Responsible Authority.

23. The area set aside for the parking of vehicles, together with the associated access lanes as delineated on the endorsed plan must:

(a) be designed, provided and completed to the satisfaction of the Responsible Authority prior to the commencement of the development hereby permitted;

(b) thereafter be maintained to the satisfaction of the Responsible Authority;


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(c) be made available for such use at all times and not used for any other purpose;

(d) be properly formed to such levels that it can be used in accordance with the endorsed plan; and

(e) be drained and sealed with an all weather seal coat.

24. Bicycle access must at all times be clearly signed and marked, to the satisfaction of the Responsible Authority.

25. Prior to the occupation of any dwelling, car parking must be allocated in accordance with the Car Parking Management Plan (condition 12).

26. The development must provide for a minimum of 1 shower and change room for use by all employees of the commercial components of the development, to the satisfaction of the Responsible Authority.

27. All loading and un-loading must be carried out within the confines of the property boundaries (other than the small retail components) to the satisfaction of the Responsible Authority.

28. The loading areas must be maintained in a clean and tidy manner at all times to the satisfaction of the Responsible Authority.

29. Loading movements at the Green Street loading dock are restricted to between the hours of 6am and 10pm, seven days a week, unless with the prior written consent of the Responsible Authority.

30. Trucks delivering goods to the commercial uses via Green Street are limited to no greater than 12.5 metre Heavy Rigid Vehicles, unless with the further written approval of the Responsible Authority.

11. EXISTING CONDITIONS

11.1. DEVELOPMENT SITE AND SURROUNDS

The development site is located on the south side of Swan Street, Richmond and extends between Byron Street and Green Street. A locality map and aerial photograph of the site and surrounds are provided at Figures 1 and 2, respectively. The site has frontages to Swan Street, Byron Street and Green Street of approximately 56m, 72m and 72m, respectively. The site area is approximately 4,034m2. The site is located within the Swan Street Major Activity Centre (SSMAC) as defined under Melbourne 2030. The site benefits from being in close proximity to a wide variety of everyday services, places of employment and a high level of public transport services. A Coles supermarket is located in Swan Street approximately 75m east of the site. A public off-street carpark is also located off Royal Place, adjacent to the Coles supermarket. The carpark is generally accessed via an entry only movement from Shakespeare Place and an exit only movement from Royal Place. This carpark is also accessible via Green Street/Railway Place. This site is well serviced by public transport, including East Richmond Railway Station located approximately 150m east of the site, Tram Route 70 running past the site in Swan Street and Tram Routes 78 & 79 operating along Church Street approximately 250m east of the site. The buildings on the site are currently occupied by ‘Dimmeys’, a large retail outlet. On-site loading occurs at the rear of the site, which is also presently used for informal parking by approximately 4 to 6 cars.


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Figure 1: Locality Map

Figure 2: Aerial Photograph

The subject site is located in a Business 1 Zone under the Planning Scheme as shown in Figure 3.

Development Site

Reproduced with Permission of Melways Publishing Pty Ltd

Subject Site


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Figure 3: Land-use Zoning Map

11.2. ROAD NETWORK

Swan Street functions as a Secondary Arterial Road and is designated as a Road Zone Category 1 under the Planning Scheme. Swan Street extends in an east-west direction between Punt Road in the west (where it continues as Olympic Boulevard) and Madden Grove in the east. In the vicinity of the subject site, Swan Street has pavement width of approximately 12.5m, which provides for two lanes in each direction including a kerbside traffic/parking/bicycle lane. Swan Street also accommodates a tram route. On-street parking in the vicinity of the subject site generally provides short term ticket parking (2P) with peak hour Clearway restrictions. The typical restrictions are as follows:

south side: 2P 9:15am-5:30pm Mon-Fri, 8:30am-5:30pm Sat & 11am-5pm Sun, Clearway 7am-9:15am Mon-Fri

north side: 2P 8:30am-4:30pm Mon-Fri, 8:30am-5:30pm Sat & 11am-5pm Sun, Clearway 4:30pm-6:30pm Mon-Fri

A time-based 40km/h speed zone applies to Swan Street between 7am-Midnight, with 60km/h applying at other times.

Subject Site


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Figure 4: Swan Street

(view east from Byron Street) Figure 5: Swan Street

(view west from Green Street) Byron Street is a local road which extends in a north-south direction between Swan Street to the north and terminates at a dead end at the railway line to the south. The length of this street is approximately 70m. On-street parking is prohibited in Byron Street by No Stopping restrictions. Byron Street currently provides vehicle access to the Dimmeys site (although currently disused), the rear of commercial properties fronting Swan Street and a mixed-use development at 2-8 Byron Street. Byron Street has a road reservation width of 6.1m, which accommodates a pavement width of 4.2m with narrow footpaths on each side as depicted below. This pavement width is generally not sufficient to accommodate simultaneous two-way traffic flow (minimum of 5 to 5.5m is usually required). By example, AS2890.1-2004 requires a 5.5m wide roadway, where 300mm clearances are provided to low kerbs and Clause 56.06-8 (Table C1) specifies a carriageway width of 5.5m for an ‘Access Lane’ or ‘Access Place’. These standards provide guidance on the minimum width required for two opposing vehicles to pass, where a low kerb is provided on either side. In the case of a single lane roadway, where no passing opportunities are available (i.e. laneway example), the environmental capacity of a two-way road is generally limited to 30 vehicles per hour or 300 vehicles per day. A signed ‘40km/h speed zone area’ applies to Byron Street.

Figure 6: Byron Street

(view north from end of street) Figure 7: Byron Street

(view south from Swan Street)

West East 1.1m 4.2m 0.8m

Footpath Pavement Footpath


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Figure 8: Byron Street

(dead end and available access to 2-8 Byron St) Figure 9: Byron Street

(disused Dimmeys site access)

Figure 10: Byron Street mid-block

(view south) Figure 11: Byron Street

(access to rear of Swan Street properties) Green Street is a local road which is aligned in a north-south direction between Swan Street in the north and Railway Place in the south. Green Street has a pavement width of approximately 8.7m, which provides for a shared traffic lane and marked kerbside parking on both sides as depicted below.

On-street parking in Green Street is restricted to 1P Ticket parking, applying 8am-5pm Mon-Sat along the west side and 8am-5pm Mon-Fri, 8am-5:30 Sat along the east side. Green Street has been identified as a cycling route in the draft Swan Street Structure Plan. The default urban speed limit of 50km/h applies to Green Street.

1.7m 8.7m West East

1.9m

Footpath Pavement Footpath Parking (2.3m) Parking (2.3m)


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Figure 12: Green Street

(view north from Railway Place) Figure 13: Green Street

(view south from Swan Street)

Railway Place is a local road which is aligned in an east-west direction between Green Street in the west and Royal Place in the east. Railway Place provides for unrestricted parking along the north side and one lane for through traffic (two-way). Parking within Railway Place is unrestricted along the north side and No Stopping restrictions apply along the south side. The default urban speed limit of 50km/h applies to Railway Place.

Figure 14: Railway Place (view east) Figure 15: Railway place (view west)

11.2.1. ROAD SAFETY REVIEW

A review of road casualty crash statistics for the past 5 years of available data (1st June, 2005 to 31st May, 2010)1 has been undertaken for the nearby area. The crash investigation area is shown in Figure 16.

1 Casualty crash data is contained in the VicRoads’ Crashstats Internet Database and includes all reported casualty crashes (i.e. injury crashes), which are classified

into Fatal Injury, Serious Injury and Other Injury (i.e. minor injury) crashes. Property damage only or non-injury crashes are not included in the database.


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Figure 16: Road Safety Review Area

The review indicates that there have been 14 casualty crashes reported within the review area. A summary of the reported casualty crashes is provided in the table below. The review identifies a number of casualty crashes on Swan Street at local street intersections. These do not highlight a discernable crash pattern and a number of the reported crashes were not ‘intersection type’ crashes. The rate of casualty crashes at this location is more a function of higher exposure (with high traffic volumes and higher pedestrian volumes on Swan Street), rather than any fundamental safety concerns with these intersections. Accordingly, the casualty crashes do not highlight any discernable crash pattern or any particular road safety concerns along local streets within the review area.

Table 2: Casualty Crash History

Location Year Time Severity Type (DCA code) Type of Accident

Swan Street btw Lennox Street & Carrol Street 2005 9:05 OI 103 (P)

Pedestrian standing beside road bent down to pick something up and was struck by vehicle travelling west.

Intersection of Swan Street and Carroll Street

2009 19:30 OI 163 (B) Bicyclist travelling east on Swan Street collided with open door of car parked on Swan Street.

2008 15:40 SI 163 (B) Vehicle stopped at traffic signals opened car door and cyclist travelling east collided with door.

2005 5:15 SI 160 Vehicle travelling east on Swan Street collided with vehicle parked illegally on Swan Street.

Swan St btw Kipling Street & Byron Street 2008 10:10 OI 160

Driver travelling west on Swan Street suffered a seizure and collided with vehicle parked on Swan Street.

Intersection of Swan Street & Byron Street

2008 15:50 OI 100 (P) Vehicle was attempting to park on south side of Swan Street and struck a pedestrian while reversing.

2006 1:30 OI 102 (P) Vehicle travelling west on Swan Street collided with pedestrian as they attempted to cross the road.

Reproduced with Permission of Melways Publishing Pty Ltd

Survey Area


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Location Year Time Severity Type (DCA code) Type of Accident

Intersection of Swan Street and Green Street 2009 16:20 OI 100 (P)

Child walking with adult has run onto Swan Street. Vehicle travelling on Swan Street took evasive action and child collided with side of vehicle.

Intersection of Swan Street and Clifton Street

2009 11:25 OI 121 (M) Vehicle turning right from Swan Street into Clifton Street collided with motorcyclist travelling east on Swan Street.

2007 8:55 OI 130 (M) Vehicle travelling east on Swan Street has collided with the rear of motorcyclist travelling in the same direction.

Swan Street btw Clifton Street and Waverley Street 2009 13:13 OI 130 (T) Vehicle travelling on Swan Street collided with a

tram travelling in same direction.

Intersection of Swan Street and Waverley Street

2009 15:10 OI 142 (B) Vehicle parked on left collided with bicyclist as exiting car space.

2007 00:10 OI 100 (P) Pedestrian was struck by a vehicle travelling on Swan Street. Police noted psychological issues.

Intersection of Swan Street and Docker Street 2009 4:55 OI 109 (P) Vehicle began to move while passenger was

exiting vehicle. LEGEND: OI: Other Injury SI: Serious Injury F: Fatality (B): Bicyclist (M): Motorcyclist (P): Pedestrian (C): Bus/Coach (RT): Rigid Truck (ST): Semi-trailer (T) Tram

11.2.1. EXISTING TRAFFIC CONDITIONS

A peak hour turning movement count was conducted by Traffix Group at the intersections of Byron Street and Green Street at Swan Street. Pedestrian movements along the footpath on the south side of Swan Street (i.e. crossing Byron Street) and along Byron Street were also recorded. The counts were conducted between the hours of 4-6pm on Friday 6th May, 2011 and 11am-1pm Saturday 7th May, 2011, which represent the typical peak periods for retail/commercial traffic. The counts at Byron Street also included an AM peak period count between 7-9am on Friday 6th May, 2011 7-9am. A summary of the recorded AM and PM peak hour and Saturday lunch time volumes are presented in Figure 17. This figure indicates that Byron Street carries the following traffic levels:

AM peak hour: 4 vehicles and 7 pedestrians per hour

PM peak hour: 7 vehicles and 3 pedestrians per hour

Saturday lunchtime period: 3 vehicles and 4 pedestrians per hour


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Subject Site

Legend AM Peak Hour = 8-9am (recorded) PM Peak Hour = 5-6pm (recorded)

Saturday Lunch = 11:45am-12:45pm North

Stanley Street

Byron Street Green Street

Swan Street

495 (623) [611]

759 (556) [515]

n/a (572) [549]

n/a (648) [617]

0 (1) [0]

7 (10) [17]

13 (29) [21]

4 (1) [0]

0 (1) [1]

0 (0) [0]

n/a (16) [23]

n/a (3) [6]

0 (5) [1]

3 (20) [28]

1 (0) [1]

0 (16) [19]

n/a (9) [13] n/a (24) [21] 89 (332) [463]

7 (3) [4]

Vehicles

Pedestrian Volumes

AM Volume (PM Volume) [Sat Volume]

Figure 17: Existing Traffic and Pedestrian Volumes – Friday 6th May, 2011 & Saturday 7th May, 2011


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11.3. EXISTING PARKING CONDITIONS

A parking inventory and spot survey of the area surrounding the subject site has been completed by Traffix Group on Wednesday 6th April, 2011 at 2pm. The surveyed area is provided in Figure 18 and detailed results of the survey are provided in Appendix B. A total of 290-317 publicly accessible2 on-street parking spaces are available within the area. The number of spaces within the survey area is reduced during relevant periods when ‘Permit Zone’, ‘Loading Zone’ or ‘No Stopping’ restrictions apply. These spaces were excluded from the total number of spaces during relevant periods, reducing the parking survey area capacity. A total of 17 carparking spaces are available at the site’s frontages including:

7 x ‘2P Ticket 9:15am-5:30pm Mon-Fri, 8:30am-5:30pm Sat, 11am-5pm Sun’ spaces along Swan Street,

10 x‘1P Ticket 8am-5pm Mon-Sat’ spaces along Green Street, and

No Stopping restrictions apply along Byron Street. The spot survey recorded a moderate level of demand for on-street parking within the vicinity of the subject site with a total of 211 parked cars observed within the survey area, representing occupancy of 73% and 79 vacant spaces. A total of 189 off-street carparking spaces are provided within the surveyed area within three off-street carparks which include:

125 ‘2P Ticket 7am-5:30pm Mon-Sat, 11am-5pm Sun’ spaces, located adjacent East Richmond Railway Station accessed via Railway Place and Shakespeare Place (exit via Royal Place or Railway Place),

21 spaces located within a Secure Parking off-street carpark on Railway Place, and

45 ‘P Ticket 8:30am-5:30pm Mon-Sat, 11am-5pm Sun’ spaces, located between Dickmann Street and Docker Street.

The spot survey recorded low to moderate occupancy levels in these carparks at this time.

2 Suitable parking spaces are defined as spaces that would be usable by residents, staff and visitors of the development and excludes ‘No

Stopping’ areas, ‘Clearways’, ‘Permit Zones’ ‘Work Zones’ etc, during the relevant enforcement periods.


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Figure 18: Parking Inventory Area

12. TRAFFIC IMPACT ASSESSMENT Having reviewed the application material, I consider the key issues relate to:

adequacy of on-site parking,

suitability of proposed parking and access design,

suitability of proposed loading arrangements, and

suitability of Byron Street to accommodate development traffic.

12.1. ADEQUACY OF ON-SITE CAR PARKING

As set out in the O’Brien Traffic Report (dated November, 2010) the proposed development provides on-site car parking at the following rates: 100 space residential carpark residents: 1 resident car space per dwelling (1 and 2 bedroom apartments only)

visitor parking: 0.1 spaces per dwelling The O’Brien Traffic Report does not specify how the additional 18 spaces in this carpark will be allocated (100 spaces less 82 spaces allocated to dwellings), but suggests that this carpark will also accommodate residential visitors on the site at a rate of 0.1 spaces per dwelling (equating to 8 spaces). I do not consider that it is necessary to provide residential visitor parking on this site and consider that residential visitors can share on-street/off-street parking in the nearby area or use the commercial on-site carpark due to the generally varying times of peak demands between these uses. Accordingly, it is recommended that any surplus parking in this carpark be allocated as long-term parking for the lofts (either residential or office type uses)3 so as to maximise the number of car spaces available in the commercial parking area for customer use.

3 Note, these spaces would still be reasonably accessible via the lifts as the residential lift lobby and commercial lift lobby are nearby

each other.

Legend

Subject Site

Survey Area

Off-street parking


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74 space commercial carpark expected to “cater for all long term staff parking demand and the majority of short-term customer

and office visitor parking demand” Assuming that the surplus of 18 spaces in the residential carpark is reallocated as long-term parking associated with the lofts, this could provide a base level of parking provision of approximately 0.8 spaces per 100m2 for these uses (or at least 1 space per loft). If the balance of parking provision were to be allocated to the retail uses, this would leave 74 spaces (at a rate of 2.3 spaces per 100m2) for the 3,191m2 of retail floor space. This development generates a statutory parking requirement of some 471 car spaces under Clause 52.06 of the Planning Scheme as set out in the Council officer’s report (dated 22nd February, 2011). While only 174 spaces are provided on the site, it is reasonable to accept that a dispensation of parking can be supported in this development under the following decision guidelines of Clause 52.06-1:

The availability of car parking in the locality.

The availability of public transport in the locality.

Any reduction in car parking demand due to the sharing of car spaces by multiple uses, either because of variation of car parking demand over time or because of efficiencies gained from the consolidation of shared car parking spaces.

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

An empirical assessment of car parking demand.

These are considered below.

12.1.1. Existing parking deficiencies (parking credit)

The application documents indicate that the existing floor area of the Dimmeys building is approximately 6,100m2. The use was stated to operate 7 days a week (typically 9am to 5/5:30pm and until 7pm on Fridays). While I am unable to confirm the accuracy of the floor area figure and actual use of all floor area, I accept that given the limited availability of on-site parking (approximately up to 6 were observed parking in the rear loading areas) and a two-level building occupying the majority of the 4,034m2 site area, that the existing use operates with a significant parking credit.4 This credit calculated on a statutory or empirical basis would exceed the short-fall sought by the current application and provide a strong ground for parking dispensation.

12.1.2. Sharing of car spaces by multiple uses

There is a reasonable opportunity to share short-term visitor/customer parking between the residential and commercial uses, due to a variation in the peak demand times for these uses.

12.1.3. Availability of public transport in the locality

This site is well serviced by public transport, including East Richmond Railway Station located approximately 150m east of the site, Tram Route 70 running past the site in Swan Street and Tram Routes 78 & 79 operating along Church Street approximately 250m east of the site.

12.1.4. Availability of parking in the locality

There is publically available on-street and off-street parking areas in the nearby area.

4 The Council officer’s report calculates that the main building occupies the full site frontage (approx. 56m) and extends for a depth of approx. 56m along Byron and

Green Streets. This suggests a building footprint of approximately 3,136m2.


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The O’Brien Traffic Report (dated November, 2010) did not include any surveys of available parking in the nearby area, relying largely on an empirical assessment of parking demand and the site’s parking credit. I would expect that on-street and off-street parking in this area experiences high demands at times, however, I accept that the level of parking overflow from this site is unlikely to exceed the demand historically generated by the Dimmeys store.

12.1.5. An empirical assessment of car parking demand

The Advisory Committee Report (dated August, 2007) for the Review of Parking Provisions in the Victoria Planning Provisions has recommended the following rates applying to the relevant uses in ‘Activity Centres’:

Shop: 3.5 spaces per 100m2 of leasable floor area

Supermarket: 5.0 spaces per 100m2 of leasable floor area

Office: 3.0 spaces per 100m2 of net floor area

Dwelling (1 and 2 bedroom): 1 space per dwelling, with no on-site visitor parking The O’Brien Traffic Report (dated November, 2010) relies on varying case study, concluding that the applicable parking rate should be in the order of 2.5 to 3 spaces per 100m2 for the retail floor space (supermarket and small retail). Whilst some of this data in not well substantiated or necessarily relevant in the document5, other available case study data generally supports a reduced rate for a supermarket use in inner city locations within the nominated range.6 The development provides on-site parking at a rate of 1 space per dwelling and has the capacity to also provide 1 space per loft (minimum). Given this rate of parking provision, combined with the available parking credit (in part or full), I am satisfied that an adequate number of spaces is provided on the site to support the proposed development.

12.2. ADEQUACY OF ON-SITE BICYCLE PARKING

To encourage bicycles as a primary mode of travel and support the required level of parking dispensations, bicycle parking at levels exceeding the requirements of Clause 52.34 of the Planning Scheme should be provided in this development. The development requires in the order of 44 spaces as follows:

Residential (82 dwellings): residents 16 resident spaces (1 per 5 dwellings) visitor 8 visitor spaces (1 per 10 dwellings)

Loft areas (2,145m2): employee 7 employee spaces (1 per 300m2 using office) visitor 2 visitor spaces (1 per 1,000m2 using office)

Shop (3,191m2): employee 5 employee spaces (1 per 600m2) customer 6 visitor spaces (1 per 500m2)

5 For example, the validity of the interview survey results of the existing Swan Street supermarket is be highly dependent on where the interview surveys were

conducted from (Swan Street or carpark entrance)) and the sample size. The Aldi survey results are not particularly relevant unless the store is proposed to be an Aldi.

6 For example, case study data documented in the of Port Phillip Sustainable Transport Policy and Parking Rates report (prepared by Ratio Consultants, Mar 07) includes surveys of several supermarkets in the City of Port Phillip. The parking rates recorded for larger supermarkets were (noting that the data also included smaller IGA/Foodworks stores):

Coles Supermarket (2,590m2) in Carlisle Street, Balaclava – 2.2 spaces per 100m2 Safeway Supermarket (1,640m2) in Carlisle Street, Balaclava – 1.8 spaces per 100m2 Safeway Supermarket (2,225m2) in Acland Street, St Kilda – 1.3 spaces per 100m2


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The proposal provides 25 bicycle spaces for residents and 10 bicycle spaces for residential visitors within Basement 2. A further 8 bicycle spaces are provided for the commercial uses within Basement 1. Accordingly, there is a need to provide additional parking in this development to satisfy Clause 52.34 as a minimum requirement. The Council officer’s recommendation included the following conditions with respect to bicycle parking provision:

1(p) A minimum of 52 on site bicycle parking spaces, including location and specification of bike parking;

(q) Provision of 9 additional bicycle spaces for the commercial use to be provided at Basement level 1 and/or along the frontage of the development to Swan Street.

(r) Provision for an on-site shower and change room facility for employees of the commercial uses.

These conditions are supported and should represent the minimum level of provision for this development. It is also recommended that some provision for on-street bicycle parking also be made to cater for retail customers.

12.3. SUITABILITY OF PROPOSED PARKING AND ACCESS DESIGN

I am generally satisfied that the internal parking and site access arrangements are acceptable, subject to the following comments.

12.3.1. Ramp Design

Residential Ramp (to Byron Street) The ramp to the residential carpark has been shown on the application plans to have the following grades, beginning at the street level at Byron Street: Section Length Nominated Grade Fall

4.0m 1:20 (5%) 0.2m

2.35m 1:8 (12.5%) 0.29m

10.8m 1:5 (20%) 2.16m

2.35m 1:8 (12.5%) 0.29m

7m 1:50 (2%) 0.14m

FALL 3.08m

Nominated RL at street level 7.10m

Calculated RL at basement 4.02m

Nominated RL at basement 3.3m (0.72m short-fall along ramp)

This assessment indicates that the residential carpark ramp does not have sufficient length (and or grades) to reach the nominated basement floor level. The shortfall is 720mm which is a significant error that would need to be rectified. This change will potentially involve a combination of steepening and lengthening of the ramp and will have consequential headroom implications to the ground floor loading area directly above this ramp. Aside from this issue, I am unable to determine at this stage whether the ramp provides for sufficient headroom clearance above the ramp as a section drawing of the ramp is not provided within the plans. I note that the O’Brien Traffic Report does not confirm that adequate headroom clearance is actually achieved, concluding that “it should be ensured that minimum headroom clearance of at least 2.3m is provided throughout the basement carparks”.


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I recommend that if a permit were to issue for this application that amended plans be prepared, which show ramp designs which generally accord with AS2890.1-2004 including a section drawing along the ramp showing a minimum headroom clearance of 2.2m. Commercial Ramp (to Green Street) A similar issue has been identified for the commercial carpark access to Green Street however this was not significant as the ramp grades were steeper than required and the difference was only 230mm. This is not a significant design issue, and the reduced grades can be accommodated within the plans, subject to the required headroom clearance being achieved. The grades shown on the application plans, beginning at the street level at Green Street are: Section Length Nominated Grade Fall

4.0m 1:30 (3.33%) 0.13m

6.0m 1:7 (14.3%) 0.86m

6.0m 1:7 (14.3%) 0.86m

6.5m 1:50 (2%) 0.13m

FALL 1.98m

Nominated RL at street level 7.65m

Calculated RL at basement 5.67m

Nominated RL at basement 5.9m (0.23m surplus along ramp)

I am also unable to determine whether the ramp provides for sufficient headroom clearance as a sectional drawing of the ramp is not provided within the plans. It would appear that there is potentially a headroom clearance issue along this ramp as the floor to floor level along the ramp is lower than 2.5m at the critical point. A permit condition addressing this issue is also required if a permit were to issue. Provision of Adequate Manoeuvring and Sight Lines When exiting the commercial carpark the bulk of drivers are expected to exit through the access aisle for spaces 20-37 and turn left onto the ramp to Green Street. When performing a left hand turn onto the ramp, a driver may not necessarily be able to see another vehicle which is entering the carpark from this ramp. This situation may cause conflicts as the exiting car could swing too wide and they may turn into the path of an oncoming vehicle travelling down the ramp. Accordingly, I recommend that a clear sight triangle and splay be provided on the corner as shown in Figure 19 to ensure that an exiting car will be able to see an entering car. A pedestrian sight triangle (2.0m wide, by 2.5m deep) for exiting vehicles from this carpark onto Green Street is also necessary. These can be included as conditions of permit.


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Figure 19: Splay and Sight Line Triangle

12.3.2. Layout of Car Spaces

Column Locations I note that a number of columns on the commercial carpark level are not correctly located. These include columns within spaces 45-60 & spaces 70-74. I recommend that if a permit were to issue, columns should be located within the design envelope as specified in Figure 5.2 of AS2890.1-2004 (i.e. located within 0.25m-1.25m from the open end of the car space, modified for a 4.9m long space) as a condition of permit. Disabled spaces I note that a more appropriate provision of disabled parking for the commercial carpark is 2 spaces as opposed to 1 disabled space shown on the plans. The disabled spaces should be provided in accordance with AS2890.6-2009, which requires a space width of 2.4m wide with a shared area between the two spaces of 2.4m wide. A headroom clearance of 2.5m is required above the disabled spaces. This requirement should be included as a condition of permit. Other Comments Headroom Clearance The section plans of the building do not detail the headroom clearance or slab depths, other than to show a floor to floor level of 2.6m. Accordingly, the headroom clearance within each of the basement carparks cannot be accurately determined at this stage. The minimum requirement for headroom clearance within the basement levels is 2.2m as per AS2890.1-2004, which should be included as a condition of permit. Pedestrian Accessibility When accessing the commercial carpark from the commercial lift, pedestrians are required to walk between car space 45 and a column. This width is approximately 1.75m and does not provide an

2.5m

2.5m


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adequate width when considering that many pedestrians are likely to have a trolley with them. In addition to this, there are likely to be conflicts between pedestrians travelling in opposite directions within this area. I recommend that more adequate provisions (i.e. a larger width between the car space and the column) for pedestrians is provided within this area in order to create a more efficient and convenient pedestrian thoroughfare. This should be addressed as a condition of permit.

12.4. LOADING AND WASTE COLLECTION

12.4.1. Waste Management

The applicant’s Waste Management Plan (WMP), prepared by Leigh Design (dated 18th November, 2010) indicates that:

Residential waste collection will occur via Council’s municipal services. Bins will be stored in Green Street.

Commercial waste collection will occur via a private contractor. Collection will occur via Green Street.

A commercial bin storage area is located in the supermarket back-of-house area, which is accessed via the loading dock. Residential bin storage areas are located in the commercial carpark (Basement 1) and at ground level. The collection of residential bins is proposed to occur kerbside along the site’s frontage in Green Street, in a location in front of the residential lobby. The WMP indicates that a Council rear-lift 10.24m long truck will be used and that a mechanical tug and bin trailer is likely to be required to assist with the transfer of the bins to and from the street. The collection of commercial bins is proposed to occur on-site within the loading bay accessed via Green Street. The WMP indicates that:

a rear-lift truck (nom. 10.24m long) will be used to collect the plastic wheelie bins, which requires an operational height of 4m,

a front-lift truck (nom. 11.5m long) will be used to collect steel bins, which requires an operational height of 6.5m, and

a hook-lift truck (nom. 11.0m long) will be used to collect compactor container, which requires an operational height of 4.5m (approx.).

The application plans indicate that the floor level of the loading bay is an RL of 7.3m (TP104). The floor level of the structure above this area which houses an ‘equipment area’ is detailed at an RL of 13m (TP105) and the balance of the structure above this area is detailed at an RL of 14m (TP105). This is also reflected in the TP301 indicates that the floor to floor distance (not including the structure depth) is only 5.7 to 6.7m. It is noted that neither clearance is sufficient to accommodate the functional headroom requirement for the nominated front-lift truck used to collect the steel bins from within the confines of the site (which requires an operational height of 6.5m as per the WMP). It is also not clear given the swept path diagrams presented in Appendix B of the O’Brien Traffic Report (dated November, 2010) how a front loading vehicle is expected to access the site as these diagrams only show reversing movements (refer also to comments in Section 12.4.2 regarding accuracy of plans). Accordingly, further consideration of the waste collection arrangements (and/or nominated collection vehicle) is required to ensure that all commercial waste bins are collected from within the confines of the site. A supermarket of this scale generates regular waste collection requirements and it is essential that these can be undertaken from within the confines of the site as described in the application material so as to minimise the impact on existing road users in Green Street as well as vehicles accessing the commercial parking area of this site (i.e. adjacent access).


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It is noted that the internal referral by Council’s Waste Management Officer (dated 21st January, 2011) was satisfied with the proposed waste collection arrangements, subject to the removal of on-street parking along Green Street being approved. The issue of whether on-street parking is retained along Green Street is a broader issue to be resolved by Council for any roadworks along this road. The level of traffic generated by this development, potential for greater demands on any parking placed in this location (due to proximity to the new supermarket) combined with the loading requirements of this development, is likely to mean that it will be impractical to retain on-street parking on both sides of Green Street into the future.

12.4.2. Loading Arrangements

An on-site loading bay is provided for the supermarket use, which is accessed via Green Street near the southern site boundary and Railway Place. Clause 52.07 of the Planning Scheme specifies that:

No building or works may be constructed for the manufacture, servicing, storage or sale of goods or materials unless:

Space is provided on the land for loading and unloading vehicles as specified in the table below.

The driveway to the loading bay is at least 3.6 metres wide. If a driveway changes direction or intersects another driveway, the internal radius at the change of direction or intersection must be at least 6 metres.

The road that provides access to the loading bay is at least 3.6 metres wide.

FLOOR AREA OF BUILDING MINIMUM LOADING BAY DIMENSIONS 2,600 sq m or less in single occupation Area

Length Width Height Clearance

27.4 sq m 7.6 m 3.6 m 4.0 m

For every additional 1,800 sq m or part Additional 18 sq m

The combined floor area of the proposed retail tenancies is 3,191m² and accordingly, a loading bay of at least 45.4m2 in size is required under this Clause. The plans denote a loading bay area of 182m2, which exceeds the Clause 52.07 requirements. The dimensions of the loading bay area, including a 4m (minimum) headroom clearance also satisfy this standard. The Traffic Report (dated November, 2010) by O’Brien Traffic indicates that the loading bay has been designed to accommodate a 12.5m long truck. Swept path diagrams of the required movements are provided in Appendix B of the O’Brien Traffic Report. These detail that the 12.5m long truck enters and exits via Green Street onto Swan Street and involves a reversing movement from Railway Place into the loading bay. These plans do not accurately show the kerb arrangements in Railway Place, the underpass location or the location of guide posts/bollards, etc, which are likely to affect the potential manoeuvring arrangements. Note, vehicle swings south of the site’s southern property boundary, however, in reality this is not possible (see figures below). Although it is accepted that larger trucks circulate through this area at present, given the loading frequency of the proposed use it is necessary that this plan be prepared on an accurate survey base to confirm the adequacy of the proposed loading arrangements which involve a reversing movement in this narrow section of road.


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Figure 20: O’Brien Swept Path Diagram (November, 2010)

Figure 21: Actual Site Conditions


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The report does not necessarily establish whether a 12.5m long truck is the largest delivery vehicle that would be reasonably required by the supermarket operator, noting that many supermarkets require deliveries via semi-trailers as a standard practice. The report does not indicate the frequency of loading activities, however, for a supermarket of this size these would be expected to include multiple daily deliveries via larger trucks (dry and cold good, etc) as well as multiple daily deliveries via small to medium sized trucks or vans (bread and other specialty goods). The report states that the smaller retail tenancy will be reliant on on-street loading in the nearby area, including Loading Zones along Swan Street.7 Condition 27 of Council’s recommendation requires that loading must be carried out within the confines of the property (other than the small retail component) to the satisfaction of the responsible authority. Condition 29 limits the hours of loading activity to between 6am and 10pm (7 days a week) and Condition 30 limits the maximum size of loading vehicles to a 12.5m long Heavy Rigid Vehicle. These conditions are appropriate as it is important that loading vehicles do not block road and/or footpath at any time.

12.5. SUITABILITY OF BYRON STREET TO ACCOMMODATE DEVELOPMENT TRAFFIC

The suitability of Byron Street to accommodate the development traffic is dependent on:

its carriageway width,

expected traffic volumes,

requirements by other road users, including pedestrians, cyclists and service vehicles. In the context of this development, Byron Street will accommodate traffic movements associated with the proposed 100 space carpark. This carpark is expected to be allocated to residential uses (82 dwellings) in additional to long-term parking for the lofts (18 spaces assuming my recommendation is adopted in any assessment). A survey of existing traffic volumes were recorded for the AM and PM peak hour and Saturday lunch peak hour as presented previously in Figure 17. This figure indicates that Byron Street carries the following traffic levels:

AM peak hour: 4 vehicles and 7 pedestrians per hour

PM peak hour: 7 vehicles and 3 pedestrians per hour

Saturday lunchtime period: 3 vehicles and 4 pedestrians per hour None of this traffic relates to the existing Dimmeys use as Byron Street is not currently used for vehicle or pedestrian access. Byron Street does however provide access to the rear of commercial properties fronting Swan Street and a mixed-use development at 2-8 Byron Street. The O’Brien Traffic Report (dated November, 2010) predicts that the development will generate the following residential traffic onto Byron Street (associated with the 82 dwellings):

164 vehicles per day (based on 2 vehicle trip ends per dwelling day), and

16 vehicles per peak hour (based on 0.2 vehicles per dwelling in the commuter peak hours). Note, the O’Brien report stated 154 vehicles per day and 15 in the peak hour, which appears to be a miscalculation.

The adopted O’Brien Traffic rate was based on a PM peak hour traffic volume assessment of a residential development in Camberwell Road, Hawthorn East. It is noted that the AM peak hour rate is usually expected to be higher for most residential developments.

7 Loading Zones are located on the south side of Swan Street, just west of Byron Street and between Shakespeare Place and Church Street. Restrictions apply

between 9:15am-5:30pm Mon-Sat.


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The O’Brien Traffic assessment adopted a separate office and residential traffic generation figure for the lofts (assuming approximately 50% of the floor area is used for office and 50% for residential). If these uses also use the 18 spaces provided in this carpark, the additional traffic would be 9 vehicle trip ends in the peak hour (based on a combination of office and residential uses) under the O’Brien Traffic assessment. This equates to a total additional traffic volume of 25 vehicle trip ends in the commuter peak hours. In the case of a single lane roadway such as Byron Street, where no passing opportunities are available (i.e. laneway example), the environmental capacity of a two-way road is generally limited to 30 vehicles per hour or 300 vehicles per day. Accordingly, allowing for the existing traffic volume, this level of development traffic will achieve or exceed the environmental capacity of Byron Street.

12.5.1. Sensitivity of Traffic Generation Rates based on Case Study Data

In my view, the adoption of the traffic volume is potentially too low, particularly in the context of assessing the suitability of Byron Street (at 4.2m wide) in its current form to accommodate the development traffic. The O’Brien Traffic Report references the typically accepted traffic generation range of apartment buildings “in the order of 4 trips per day for 1 bedroom apartments and 5 to 6 trips per day for 2 bedroom apartments for suburban apartments”. This development comprises predominantly 2 bedroom dwellings and includes an allocation of 1 resident car space per dwelling. Some of the 1 bedroom dwellings also include an enclosed study, albeit small in size for a bedroom. In any assessment of case study data, particularly as it relates to traffic generation, there needs to be some recognition that there can be some variation across sites and locations and accordingly, the assessment should conservatively allow for this. Case study data relied on by O’Brien traffic in cases within larger activity centres (Principal Activity Centres) and with similar or higher levels of public transport accessibility have reported higher traffic generation rates for residential uses. These include developments in Prahran South Yarra Principal Activity Centre, which were used to assess the traffic impacts of an apartment building at 227 Toorak Road, South Yarra.8 The case study data relied on in this assessment included:

Alexandra (85 Alexandra Avenue, South Yarra , 44 apartments, some larger): AM peak hour: 0.39 vehicle trip ends/dwelling PM peak hour: 0.36 vehicle trip ends /dwelling

SY21 (800 Chapel Street, South Yarra , 84 apartments, 1 & 2 bedroom only): AM peak hour: 0.27 vehicle trip ends/dwelling PM peak hour: 0.18 vehicle trip ends /dwelling

Note, the O’Brien Traffic assessment of the development at 227 Toorak Road, South Yarra ultimately adopted a traffic generation rate of 0.3 vehicle trip ends per dwelling. This development included 388 dwellings with predominantly studio, 1 and 2 bedroom dwellings and a small number of 3 bedroom dwellings (3% of total dwellings). The rate of parking provision was 0.86 spaces per dwelling (i.e. less than 1 space per dwelling). Applying this rate to the proposed Dimmeys development (which I still consider to be relatively low by normal standards (usually 0.4-0.5 vte/dwelling)) results in the following additional peak hour traffic generation in Byron Street:

82 dwellings @ 0.3 vehicle trip ends per dwelling: 25 vehicle trip ends

7 lofts @ 0.3 vehicle trip ends per dwelling: 2 vehicle trip ends

8 Traffic Impact Assessment prepared by Mr Andrew O’Brien of O’Brien Traffic for 227 Toorak Road, South Yarra (dated June, 2010).


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8 office lofts @ 1 vehicle trip end each: 8 vehicle trip ends Total 35 vehicle trip ends per hour

Adding the existing traffic volumes recorded in Byron Street results in the following post development traffic volumes:

AM peak hour: 39 vehicles per hour (plus 7 existing pedestrians per hour)

PM peak hour: 42 vehicles per hour (plus 3 existing pedestrians per hour) Although there is expected to be a reasonable bias in traffic flows for the predominantly residential uses, under either assessment the expected traffic volumes are at a level that would require simultaneous two-way passing opportunities from time to time (i.e. greater than 30 vehicle trip ends per hour). This is particularly the case as the road is a dead-end and there are no alternative routes that can be taken if two opposing vehicles need to pass.

12.5.2. Requirements for Passing Opportunities in Byron Street

The environmental capacity of Byron Street is 300 vehicles per day (or 30 vehicles in the peak hour), based on a classification as an ‘Access Lane’ under Clause 56.06-8 of the Planning Scheme. Clause 3.2.2 of AS2890.1-2004 also provides guidelines for the provision of passing areas along low volume driveways and connecting roadways, which provides some guidance on determining the need for a vehicle passing area where an accessway connects to a local street. This clause states:

As a guide, 30 or more movements in a peak hour (in and out combined) would usually require provision for two vehicles to pass on the driveway, (i.e. a minimum width of 5.5m).

Where access is to a main road, two-way passing opportunities are expected to be provided for higher volume roads. Whilst it is accepted that the above guidelines relate to private accessways and not public roads, it is also reasonable that a lesser standard should not apply for a public road. Given the scale of this development and carpark size, length of roadway (70m) and location of the access at the end of this roadway, I do not consider that it is appropriate to accept an on-going scenario for a public road which has been variously described as:

Whilst the width of Byron Street can only accommodate simultaneous two-way movement at very low speeds, the modest increase in traffic associated with the residential component of the development is unlikely to result in the need for two vehicles to pass each other on Byron Street during the peak hour except on rare occasions. (page 27, O’Brien Traffic Report) The effective carriageway width of Byron Street varies between 4.1 metres and 4.4 metres, and would function similar to a Right of Way. In the event that two on-coming vehicles are traversing along Byron Street, it is probable that one vehicle may come to rest whilst the other vehicle passes – given the absence of a physical passing area. (point (I) Council’s Engineering Services Comments in the Council officer’s report)

As noted previously, the 4.2m wide pavement width is generally not sufficient to accommodate simultaneous two-way traffic flow (minimum of 5 to 5.5m is usually required). By example, AS2890.1-2004 requires a 5.5m wide roadway, where 300mm clearances are provided to low kerbs and Clause 56.06-8 (Table C1) specifies a carriageway width of 5.5m for an ‘Access Lane’ or ‘Access Place’. These standards provide guidance on the minimum width required for two opposing vehicles to pass, where a low kerb is provided on either side.9

9 In context, the width of the AS2890.1-2004 B85 design car is 1.87m wide (B99 is 1.94m) which does not include the side mirrors that usually extend beyond this

dimension. As per AS2890.1-2004, an assessment of vehicle accessways should be based on the B99 vehicle and not the B85 vehicle (as opposed to access to individual parking spaces where B85 is used).

A B99 vehicle passing a B85 vehicle (the standard approach), where a low kerb is provided on either side and a ‘circulation clearance’ of 600mm (required for speeds of greater than 10km/h), requires an absolute minimum functional width of at least 4.41m. This is not available and needs to be considered in the context that AS2890.1-2004 actually requires a 5.5m wide roadway, where 300mm clearances are provided to low kerbs.


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For this reason, combined with the observations that Byron Street is used to provide pedestrian access to nearby properties, I support Council’s Condition 14 and 15 which require works in Byron Street to provide a Shared Zone as follows: 14. Within 12 months of the commencement of the development, details of the Shared Zone for the

length of Byron Street must be prepared by an independent and suitably qualified professional in consultation with and to the satisfaction of the Responsible Authority and submitted to the Responsible Authority. The Shared Zone must include various methods to control traffic and speed to allow for safe pedestrian movement and to manage the potential conflicts between traffic generation, bicycles and pedestrians using Byron Street.

15. All works associated with the provision of a Shared Zone as set out in condition 14 of this permit must be undertaken prior to the use commencing at the cost of the permit holder and thereafter maintained to the satisfaction of the Responsible.

This would generally result in a 6m wide pavement generally being available, which will cater for passing vehicles and pedestrians to an acceptable standard in a low speed environment. This widening would also address VicRoads’ concerns with respect to the Byron Street/Swan Street intersection (see photograph below) as a passing opportunity would also be available at this point.

Figure 22: Byron Street at Swan Street

12.5.3. Green Street and Swan Street Traffic Impacts

The O’Brien Traffic Report (dated November, 2010) predicts that the development will generate the following traffic onto Green Street associated with the commercial uses:

232 vehicle trip ends per hour (split evenly between entering and exiting movements as per Figure 4 of the report).

This assessment is reliant on parking being prohibited along one side of Green Street to ensure that simultaneous two-way traffic is accommodated. The existing traffic volumes in this street are in the order of 52 vehicles per hour in the PM peak hour and 63 vehicles per hour in during the Saturday lunchtime peak hour (relating to vehicles accessing the off-street carpark near Coles via Railway Place). Whilst this is a significant increase above existing volumes, subject to the removal of parking on at least one side of Green Street I am satisfied that given my site observations and the location of nearby traffic


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signals that adequate gaps are available to accommodate the development traffic at this intersection. There is also the potential that some vehicles will use Railway Place to exit the area, thereby further distributing the development traffic.

13. CONCLUSIONS Having visited the site and reviewed the application, I am of the opinion that: a) an appropriate level of car and bicycle parking provision is provided for the site, subject to:

i. 18 car spaces provided in the residential basement are made available for the lofts, ii. additional bicycle parking is provided in accordance with Council’s recommended conditions,

b) the parking layout and access arrangements require further design review to address the following deficiencies:

i. ensuring the ramps are designed generally in accordance with AS2890.1-2004 including providing adequate 2.2m headroom clearance,

ii. ensuring columns are located between 0.25m to 1.25m from the open end of the car space, iii. providing a clear sight triangle and splay on the corner of at the base of the access ramp for

Basement 1 (Commercial Carpark) as shown in Figure 19, iv. providing a pedestrian sight triangle (2.0m wide, by 2.5m deep) for exiting vehicles from the ramp in

Basement 1 onto Green Street, v. providing 2 disabled bays in the commercial carpark in accordance with the design standards

specified in AS2890.6-2009, vi. addressing the issues identified with the loading and waste collection assessment as set out in

Section 12.4 of this statement, vii. adequate pedestrian provisions are made within the commercial carpark to create a more efficient

and convenient pedestrian thoroughfare between the commercial lift and the carpark, viii. Byron Street being developed as a Shared Zone providing a pavement width in the order of 6m to

allow passing opportunities. I have made all inquiries that I believe are desirable and appropriate and there are no matters of significance which I regard as relevant which, to the best of my knowledge, have been withheld from the Tribunal.

CHARMAINE CHALMERS DUNSTAN B.E. (Civil) Hons., Masters of Traffic, M.IEAust., M.V.P.E.L.A.


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APPENDIX A CV

CU

RR

ICU

LUM

VIT

AECHARMAINE DUNSTAN

Position: Director

Qualifications: Bachelor of Civil Engineering (Honours,1st Class) Monash University, 1995Masters of Traffic, Monash University, 2002Masters of Transport (50% complete)

Professional Affiliations: Member, Institution of Engineers, AustraliaMember, VPELAMember, ITS (Monash) Advisory Committee

Awards: Young Professional Award, 2003 Victorian Planning and Environmental Law AssociationYoung Professional Engineer of the Year, Australian Engineering Excellence Awards 2002, The Institution of Engineers, AustraliaVicRoads Young Professional Engineer Award, 2002, The Institution of Engineers, Australia (Victoria Division)Richardson Transport Engineering Prize, 1995, Monash UniversityFirst Prize, National Student Paper Prize, 1995, The Institution of Engineers, Australia(Transport Branch)

Professional History:

Nov 1994 - Continuing: Traffix Group P/L / Turnbull FennerP/LTraffic Engineers & Transport PlannersPosition: Company DirectorRole:

Appointed as a company Director in December 2000, having been an Associate and company shareholder since July 1997.Project manager and principal consultant for wide range of major traffic and transport projects. Responsibilities include quotation, design, co-ordination, resourcing, quality control and completion of projects.Manager of company’s core business areas of:- Traffic/Transport Engineering Projects (shared responsibility).- ‘Staff Placement Services’ to local and state government- Strategic Road Safety Planning/Road Safety Research

Services.Expert Witness before the Victorian Civil and Administrative Tribunal (formerly the AAT) for land-use developments.

CU

RR

ICU

LUM

VIT

AECHARMAINE DUNSTAN (CONT.)

Areas of Expertise:Development Impact Assessment

Preparation of Development Impact Assessments as Traffic Reports and Evidence Statements for a range of land-use developments including:

- Medium and high density housing developments and residential subdivisions

- Retail, shopping centre, office, restaurant/café, medical centre, aged care, child care, various industry and entertainment venue developments

- Access issues, roadside advertising signs

- Redevelopment of municipal town halls, community facilities

- Police Stations, Court Houses, Hospitals

Presentation of Expert Witness Evidence before the Victorian Civil and Administrative Tribunal as engaged by private sector and local government clients.

Working within multi-disciplinary teams, providing traffic engineering design advice and negotiating on client’s behalf with Council, VicRoads and service providers.

Participation in community meetings at pre-application and objectors’ mediation stages of the development process.

Parking & Access Strategies/Parking Precinct PlansUrban Design Framework Plans

Completed over 20 major parking studies for local government clients, ranging from major activity centres to Neighbourhood strip shopping centres.

Projects generally involve extensive data collection and the preparation of strategies for the provision and management of parking, and pedestrian and vehicular access improvements.

Large-scale projects often involve working in multi-disciplinary teams including town planners, urban designers, civil engineers, social planners, etc.

Projects involve extensive consultation with local traders and broader community consultation with nearby residents.

Transport StudiesFunctional Road Hierarchy Studies – Cities of Darebin, Greater Dandenong

Inland Container Port Development, Altona North – Traffic Impact Study.

HACC Target Group, Public Transport Study for Aged and Mobility Impaired – Bass Coast Shire

CU

RR

ICU

LUM

VIT


Areas of Expertise:Local Area Traffic Management (LATM) Studies

Completed over 60 LATM studies for local government clients, encompassing a wide range of land-use and road network environments, study methodologies and approaches to community consultation.

Perform the role of project manager and act as the primary contact for the client and the community.

Study areas include residential as well as mixed use areas (industrial and commercial areas) within both new and established road networks. The local areas typically including 300 to 6,000 properties.

Projects involve the identification of key issues and community concerns from a broad range of information and inputs and the development of appropriate engineering, enforcement and other strategy options.

Studies involve extensive community consultation in the form of public meetings, community and stakeholder workshops, reference committees and face to face community consultation with affected parties.

Studies often involve difficult negotiations with bus companies, trader associations, major businesses, emergency services and other stakeholders.

Road Safety StudiesPrepared Municipal Road Safety Strategies for Local Government. These strategies involved:

- Detailed review of road crash patterns

- Identification of high-risk groups and behaviour based on available research and other factors (eg. demographics)

- Facilitating Key Stakeholder Workshops involving Council officers, VicRoads, Victoria Police, Public Transport and Emergency Services, schools/early childhood services, aged care services, traders and road user groups

Road safety planning and evaluation studies for VicRoads, including:

- Pedestrian Safety Projects Strip Shopping Centres: Crash Investigation and Issue Identification Studies of several centres as part of WalkSafe Program

- Evaluation Study of “Speed Advisory Trailer”

Road safety engineering projects for Local Government and VicRoads, including:

- Road Safety Audits and Reviews

- Scoping of Blackspot & Potential Blackspot/length Projects

CU

RR

ICU

LUM

VIT


Areas of Expertise (cont.):Traffic SurveysDesign, co-ordination, analysis and documentation of major traffic and parking surveys including:

Austroads Travel Time Surveys & Kerblane Management Surveys

Origin-Destination Surveys for Shopping Centres, Arterial Road Networks, Truck studies and LATM studies

Parking Occupancy and Duration of Stay Surveys

Wide range of Questionnaire and Interview Surveys

Local Government Placements – Senior Traffic EngineerCompleted short term appointments as a Senior Traffic Engineer/Transport Co-ordinator at the Cities of Moreland (6 months), Whittlesea (3 months) and Darebin (1 month). Appointments involved replacing the Council staff while on annual or long-service leave. The work generally involved:

Investigation and response to customer enquires

Development of traffic management and parking management proposals

Community consultation for traffic engineering proposals and studies

Traffic assessments of town planning applications

Liaising with various departments including planning, design, works depot parks and gardens, etc

Organisation and conduct of LATM studies

Preparation of reports to Council

Technical Papers:Rose, G. & Dunstan, C., Railway Level Crossing Operations, 17th CAITR Conference, 1995Dunstan, C., Urban Railway Level Crossings, 4th Year Project, Monash University, 1995.Dunstan, C., Urban Railway Level Crossings, Transport Engineering in Australia, IEAUST, 3(1), 1997.Dunstan, C., An Evaluation of Speed Advisory Trailers, Saferoads Conference, 2002.

CU

RR

ICU

LUM

VIT


Conferences/courses:Victorian State Planning Conference, 2008(Presenter Expert Witness workshop)Victorian State Planning Conference, 2005-2007ITE International Conference, Melbourne, 2005 (Presider for Neighbourhood Traffic Management Session)Victorian State Planning Conference, 2003SafeRoads Conference, 2002Victorian Planning & Environmental Law Association Conference, 2002SafeRoads Conference, 2001Accident Blackspot Treatments Workshop, LGPro, 2001Mediating Public Disputes - Dispute Resolution & Mediation Workshop : School of Social Science, RMIT, 2001 Expert Evidence Workshop, 2000SafeRoads Conference, 2000Victorian Planning & Environmental Law Association Conference, 2000ResCode Workshop, VPELA, 2000What Works in Road Safety Workshop?, VicRoads, 2000Road Safety Audit Workshop : Austroads/LGPro, 1998Victorian Planning & Environmental Law Association Conference, 1998Traffic Survey Methods Workshop, ITS: Monash University, 1998Accident Investigation & Prevention Workshop, ITS: Monash University, 1997Traffic Engineering & Management Workshop, ITS: Monash University, 1996Victorian Planning & Environmental Law Association Conference, 1996ITE Transport & Livable Cities, Regional Conference, 1996Sidra 4.1, ARRB Transport Research, 1995Various seminars on transport related topics


12958A#1(final) Page 32

APPENDIX B Parking Inventory

140-160 Swan Street, RichmondParking Surveys

Supervised By: Matthew WoollardSurveyed By: Matthew Woollard and Jason Bowring Survey Dates & Times: See below

ON-STREET CARPARKING

BOTHERAMBO STREET

West

Swan Street to 10m north of Swan Street No Stopping - -

10m north of Swan Street to NB # 19 Loading Zone 7am-7pm Mon-Fri 4 0

NB # 19 to 40m south of Tanner Street Unrestricted 12 12

40m south of Tanner Street to 10m south of Tanner Street No Stopping - -

10m south of Tanner Street to Tanner Street No Stopping - -

East


10m north of Swan Street to 10m south of Tanner Street No Stopping - -

10m south of Tanner Street to Tanner Street No Stopping - -

Capacity 12Total Number of Cars Parked 12Total Number of Vacant Spaces 0Percentage Occupancy 100%

LENNOX STREET

West


10m north of Swan Street to SB # 318 1/4P 8am - 5pm Mon - Sat 3 2

SB # 318 to Speed Hump Permit Zone 8 8

East


1P di bl d 1

CapacityMin - MaxRestrictionLocation

Spot Survey - 2pm Wednesday, 6th

April, 2011

Botherambo Street

1P disabled 1 -

1/4P 8am-5pm Mon-Fri 3 1

NB Post Office to Speed Hump 2P Angle Ticket 8am-5pm Mon-Fri, 8:30am-5pm Sat 10 9


CARROLL STREET

West


10m north of Swan Street to NB#70 2P 7:30am - 9:30pm 8 8

1P Disabled 1 1

2P 7:30am-6pm Mon-Fri, Permit Zone All Other Times 1 1

East


10m north of Swan Street to opposite NB # 70 No Stopping - 1

opposite NB # 70 to opposite NB # 311 No Stopping - -

Capacity 10Total Number of Cars Parked 11Total Number of Vacant Spaces -1Percentage Occupancy 110%

Carroll Street

10m north of Swan Street to NB Post Office

NB # 70 to NB # 311

Lennox Street

Nb/Sb - Northern/Southern Property BoundaryEb/Wb - Eastern/Western Property BoundaryMid pt - Mid pointROW - Right of Way Prepared by Traffix Group Pty Ltd Page 1 of 8





April, 2011

STANLEY STREET

West


10m north of Swan Street to opposite SB # 55 1/4P 7am - 7pm 3 1

opposite SB # 55 to opposite SB # 37 2P angle 7:30am - 11pm 30 29

East


10m north of Swan Street to NB # 55 2P 7:30am - 11pm 5 5

NB # 55 to SB # 37 Permit Zone 12 4


DANDO STREET

West


10m north of Swan Street to opposite NB # 60 2P 7:30am - 9pm 4 3

opposite NB # 60 to opposite SB # 50 2P 7:30am - 6pm Mon - Fri, Permit Zone All Other Times 4 2

East


10m north of Swan Street to NB # 60 No Stopping - -

NB # 60 to SB # 50 No Stopping - -

Capacity 8Total Number of Cars Parked 5

Stanley Street

Total Number of Cars Parked 5Total Number of Vacant Spaces 3Percentage Occupancy 63%

CLIFTON STREET

West


2P Disabled 1 -

2P Angle 7:30am - 11pm 14 14

NB # 56 to NB # 48 2P Angle 7:30am - 11pm 17 15

East


Loading Zone 15min 1 0

P Disabled 1 -

2P 7:30am - 9:30pm 1 1

SB # 41 to SB # 27 Permit Zone 11 5

SB # 27 to NB # 25 2P 7:30am - 6pm Mon - Fri, Permit all other times 4 4


Dando Street

10m north of Swan Street to SB # 41

Clifton Street

10m north of Swan Street to NB # 56






April, 2011

WAVERLEY STREET

West


10m north of Swan Street to SB # 32 2P 7:30am - 9pm 2 2

SB # 32 to NB # 21 2P 7:30am - 6pm Mon - Fri 5 5

East


10m north of Swan Street to opposite SB # 32 No Stopping - -

opposite SB # 32 to opposite NB # 21 No Stopping - -


DOCKER STREET

West


10m north of Swan Street to Speed Hump 2P Angle 7:30am - 11pm 11 11

Speed Hump to SB # 44 2P Angle 7:30am - 11pm 12 11

East


10m north of Swan Street to Speed Hump 2P 7:30am - 9:30pm 2 2

Speed Hump to NB # 49 Docker Street Permit Zone 9 9

Capacity 25Total Number of Cars Parked 24

Waverley Street

D k St t Total Number of Cars Parked 24Total Number of Vacant Spaces 1Percentage Occupancy 96%

DICKMANN STREET

West


10m north of Swan Street to NB # 24 No Stopping - -

NB # 24 to NB # 16 2P 7:30am - 9pm 2 2

East


10m north of Swan Street to NB # 173-175 2P 7:30am - 9:30pm 1 1

NB # 173-175 to NB # 23 No Stopping - -

NB # 23 to NB # 15 2P 7:30am - 6pm Mon - Fri 2 2


Dickmann Street

Docker Street






April, 2011

BYRON STREET

West Side

Swan Street to end of Byron Street No Stopping - 0

At end of Byron Street Unrestricted 2 2

East Side

Swan Street to end of Byron Street No Stopping - 0


RAILWAY PLACE

North Side

Royal Place to Green Street Unrestricted 11 11

South Side

Royal Place to Green Street No Stopping - 0


GREEN STREET

West Side

Railway Place to 10m north of Railway Place No Stopping - 0

10m north of Railway Place to 10m south of Swan Street 1P Ticket 8am-5pm Mon-Sat 10 1

10m south of Swan Street to Swan Street No Stopping - 0

East Side

Byron Street

Railway Place

Railway Place to 10m north of Railway Place No Stopping - 0

10m north of Railway Place to 10m south of Swan Street 1P Ticket 8am-5pm Mon-Fri, 8am-5:30 Sat 7 0

10m south of Swan Street to Swan Street No Stopping - 0


KIPLING STREET

East Side

Swan Street to 10m south of Swan Street No Stopping - 0

10m south of Swan Street to 30m south of Swan Street 2P 7am-7pm Mon-Fri 3 3

30m south of Swan Street to end of Kipling Street No Stopping - 0

West Side

Swan Street to end of Kipling Street No Stopping - 0


Green Street

Kipling Street






April, 2011

SWAN STREET

South Side

Cremorne Street to 10m east of Cremorne Street No Stopping - 0

10m east of Cremorne Street to opposite Stewart Street Clearway 7am-9:15am Mon-Fri2P 9:15am-5:30pm Mon-Fri, 8:30am-12:30pm Sat 16 5

Clearway 7am-9:15am Mon-Fri2P 9:15am-5:30pm Mon-Fri, 8:30am-12:30pm Sat 7 1

No Stopping - 0

Clearway 7am-9:15am Mon-Fri1/4P All Other Times 2 1

At Traffic Signals at Lennox Street No Stopping - 0

Traffic Signals at Lennox Street to 10m west of Kipling StreetClearway 7am-9:15am Mon-Fri

2P Ticket 9:15am-5:30pm Mon-Fri, 8:30am-5:30pm Sat, 11am-5pm Sun

5 3

10m west of Kipling Street to Kipling Street No Stopping - 0

Kipling Street to 10m east of Kipling Street No Stopping - 0

10m east of Kipling Street to 10m west of Byron Street Clearway 7am-9:15am Mon-FriLoading Zone 9:15am-5:30pm Mon-Sat 2 1

10m west of Byron Street to Byron Street No Stopping - 0

Byron Street to 10m east of Byron Street No Stopping - 0

10m east of Byron Street to 10m west of Green Street Clearway 7am-9:15am Mon-Fri


7 7

10m west of Green Street to Green Street No Stopping - 0

Green Street to 10m east of Green Street No Stopping - 0

10m east of Green Street to Pedestrian Operated SignalsClearway 7am-9:15am Mon-Fri


8 4

Across Pedestrian Operated Signals No Stopping - 0

Opposite Stewart Street to Traffic Signals at Lennox Street

Across Pedestrian Operated Signals No Stopping 0

Pedestrian Operated Signals to 5m west of Royal PlaceClearway 7am-9:15am Mon-Fri


4 2

5m west of Royal Place to Royal Place No Stopping - 0

Royal Place to 5m east of Royal Place No Stopping - 0

5m east of Royal Place to 5m west of Shakespeare PlaceClearway 7am-9:15am Mon-Fri


1 1

5m west of Shakespeare Place to Shakespeare Place No Stopping - 0

Shakespeare Place to 5m east of Shakespeare Place No Stopping - 0

Clearway 7am-9:15am Mon-Fri2P Ticket 9:15am-5:30pm Mon-Fri, 8:30am-5:30pm Sat,

11am-5pm Sun9 4

Clearway 7am-9:15am Mon-FriLoading Zone 15minute 9:15am-5:30pm Mon-Sat

2P Ticket 11am-5pm Sun2 0

10m west of Church Street to Church Street No Stopping - 0


Swan Street (South Side)

5m east of Shakespeare Place to 10m west of Church Street






April, 2011

SWAN STREET

North Side

Church Street to Dickmann Street No Stopping - 0

Dickmann Street to 10m west of Dickmann Street No Stopping - 0

Clearway 4:30pm-6:30pm Mon-FriLoading Zone 8:30am-4:30pm Mon-Sat


Clearway 4:30pm-6:30pm Mon-Fri2P Ticket 8:30am-4:30pm Mon-Fri, 8:30am-5:30pm Sat,

11am-5pm Sun3 3

10m east of Docker Street to Docker Street No Stopping - 0

Docker Street to 10m west of Docker Street No Stopping - 0

10m west of Docker Street to 10m east of Waverley StreetClearway 4:30pm-6:30pm Mon-Fri


4 2

10m east of Waverley Street to Waverley Street No Stopping - 0

Waverley Street to 10m west of Waverley Street No Stopping - 0

10m west of Waverley Street to Pedestrian Operated SignalsClearway 4:30pm-6:30pm Mon-Fri


1 1

Across Pedestrian Operated Signals No Stopping - 0

Pedestrian Operated Signals to Clifton Street No Stopping - 0

Clifton Street to 10m west of Clifton Street No Stopping - 0




11am-5pm Sun3 2

10m east of Dando Street to Dando Street No Stopping - 0

10m west of Dickmann Street to 10m east of Docker Street

10m west of Clifton Street to 10m east of Dando Street

Dando Street to 10m west of Dando Street No Stopping - 0

10m west of Dando Street to 10m east of Stanley Street Clearway 4:30pm-6:30pm Mon-Fri


5 2

10m east of Stanley Street to Stanley Street No Stopping - 0

Stanley Street to 10m west of Stanley Street No Stopping - 0

10m west of Stanley Street to 10m east of Carroll StreetClearway 4:30pm-6:30pm Mon-Fri


5 2

10m east of Carroll Street to Carroll Street No Stopping - 0






April, 2011

SWAN STREET (Continued)

North Side (Continued)

Carroll Street to 10m west of Carroll Street No Stopping - 0


11am-5pm Sun1 1



10m east of Lennox Street to Lennox Street No Stopping - 0

Lennox Street to 10m west of Lennox Street No Stopping - 0


Taxi Zone All Other Times2 0

Clearway 4:30pm-6:30pm Mon-Fri1/4P 8:30am-4:30pm Mon-Sat

Taxi Zone All Other Times1 0

10m east of Botherambo Street to Botherambo Street No Stopping - 0

Botherambo Street to Stewart Street No Stopping - 0

Stewart Street to 10m west of Stewart Street No Stopping - 0

10m west of Stewart Street to 10m east Cremorne Street Clearway 4:30pm-6:30pm Mon-Fri2P 8:30am-4:30pm Mon-Fri, 8:30am-12:30 Sat 15 8

10m east of Cremorne Street to Opposite Cremorne Street No Stopping - 0


SUMMARY => ON-STREET CARPARKINGSpaces Available 290Total Number of Cars Parked 211Total Number of Vacant Spaces 79Percentage Occupancy 73%

10m west of Lennox Street to 10m east of Botherambo Street

Swan Street (North Side)

10m west of Carroll Street to 10m east of Lennox Street






April, 2011

OFF-STREET CARPARKING

DICKMAN STREET OFF-STREET CARPARK

Between Dickmann Street and Docker Street P Ticket 8:30am - 5:30pm Mon-Sat, 11am-5pm Sun Except as Signed 45 29

SHAKESPEARE PLACE OFF-STREET CARPARK (ADJACENT TO TRAIN LINE)

Adjacent Train Tracks 2P Ticket 7am-5:30pm Mon-Sat, 11am-5pm Sun 26 6

Middle Section 2P Ticket 7am-5:30pm Mon-Sat, 11am-5pm Sun 42 9

North Section 2P Ticket 7am-5:30pm Mon-Sat, 11am-5pm Sun 45 11

2P Ticket 7am-5:30pm Mon-Sat, 11am-5pm Sun 4 2

Permit Zone Area 50 1 0

4P Disabled Only 6 0


Railway Place Pay and Display $2 per hour, $6 per 12 Hours 21 14


SUMMARY => ALL CARPARKINGSpaces Available 479Total Number of Cars Parked 282Total Number of Vacant Spaces 197Percentage Occupancy 59%

SECURE PARKING OFF-STREET CARPARK - RAILWAY PLACE

West Section

Total Off-street areas

Total

LEGEND: Suitable Unsuitable No Stopping/Other No Parking

Note: Suitable parking spaces are spaces that could be used by residents, staff, visitors or customers of the development and excludes 'No Stopping' areas, 'Loading Zones' and 'No Parking' areas during the relevant enforcement periods


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