Traffic and Transport Assessment...Traffic and Transport Assessment Smith Street Mixed-Use Development, Clifton Hill 12 February 2020 Cardno iv 7.3.2 Retail Land Uses 27 7.3.3 Market

Traffic and Transport Assessment

Smith Street Mixed-Use Development, Clifton Hill CG181838

Prepared for Foundry Company Pty. Ltd. 12 February 2020

Traffic and Transport Assessment

Smith Street Mixed-Use Development, Clifton Hill CG181838

Traffic and Transport Assessment Smith Street Mixed-Use Development, Clifton Hill

12 February 2020 Cardno ii

Document Information Prepared for Foundry Company Pty. Ltd. Project Name Smith Street Mixed-Use Development, Clifton Hill File Reference V181838REP01F03.docx Job Reference CG181838 Date 12 February 2020

Contact Information Cardno Victoria Pty Ltd Trading as Cardno ABN 47 106 610 913 Level 4 501 Swanston Street Melbourne Victoria 3000 Australia Telephone: (03) 8415 7777 Facsimile: (03) 8415 7788 International: +61 3 8415 7777 [email protected] www.cardno.com

Document Control

Version Date Author Author Initials Reviewer Reviewer

Initials

F03 15/10/19 Matthew Duffy

Chris Butler

F04 12/02/20 Matthew Duffy

Chris Butler

© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.


12 February 2020 Cardno iii

Table of Contents 1 Introduction 1 2 Background and Existing Conditions 2

2.1 Location and Land Use 2 2.2 Existing Car Parking and Vehicular Access 2 2.3 Planning Zones and Structure Plans 3 2.4 Road Network 3

2.4.1 Smith Street 3 2.4.2 Alexandra Parade 4 2.4.3 Reeves Street 4 2.4.4 Council Street 5

2.5 SmartRoads Network Operating Plans 5 2.6 Existing Traffic Volumes 6

2.6.2 Tube Counts 7 2.6.3 Intersection Turning Volumes 7

2.7 Availability of Car Parking in the Locality 8 2.8 Crash History 10 2.9 Sustainable Transport 11

2.9.1 Travel Smart Map 11 2.9.2 Public Transport 11 2.9.3 Walkability 13 2.9.4 Bicycle Network 13

3 Redevelopment of Former Fitzroy Gasworks Site 14 3.1 General 14 3.2 Transport Implications 15

4 Proposed Development 16 4.1 General 16 4.2 Car Parking 16 4.3 Bicycle Parking 17 4.4 Loading Arrangements 17 4.5 Access Arrangements 17

4.5.2 Vehicular Access Arrangements 18 4.5.3 Pedestrian Access 18

5 Design Considerations 19 5.1 Car Parking 19 5.2 Motorcycle Parking 20 5.3 Car Park Access Arrangements 20 5.4 Internal Circulation & Vehicle Ramps 21 5.5 Loading Arrangements 21

6 Bicycle Parking Considerations 22 6.2 End of Trip Facilities 23

7 Car Parking Considerations 24 7.1 Statutory Car Parking Requirement 24 7.2 Existing Car Parking Credits 25 7.3 Car Parking Demand Assessment – All Retail Land Uses 26

7.3.1 Supermarket 26


12 February 2020 Cardno iv

7.3.2 Retail Land Uses 27 7.3.3 Market Hall Land Uses 27 7.3.4 Application of Case Study Data to Subject Proposal 28

7.4 Appropriateness of Car Parking Provision – Office Land Use 29 7.4.1 Public Transport Availability 30 7.4.2 Pedestrian and Cyclist Access and End of Trip Facilities 30 7.4.3 City of Yarra – Parking Management Strategy 2013-2017 30 7.4.4 On-Street Parking Restrictions 30

7.5 Summary of Car Parking Provisions 31 7.6 Accessible Car Parking Requirement 31

8 Traffic Considerations 32 8.1 Traffic Generation 32

8.1.1 Office 32 8.1.2 Supermarket & Retail Land Use 32 8.1.3 Market Hall Land Uses 32 8.1.4 Combined Traffic Generation 32

8.2 Impact of Site Generated Traffic 33 8.2.1 Distribution of Site-Generated Traffic 33 8.2.2 SIDRA Analysis 34

8.3 Queueing Assessment 35 9 Responses to Council RFI Items 37 10 Conclusions 39

Appendices Appendix A Car Parking Occupancy Surveys Appendix B Swept Path Diagrams Appendix C Bicycle Specifications Sheet

Tables Table 2-1 Composition of Existing Land Uses 2 Table 2-2 Tube Count Results 7 Table 2-3 Crash Details along Perimeter of Site – Last 5 Years 10 Table 2-4 Public Transport Provision 11 Table 4-1 Proposed Development 16 Table 6-1 Planning Scheme Bicycle Parking Requirements - Clause 52.34 22 Table 6-2 Shower/Change Room Requirements 23 Table 7-1 Statutory Car Parking Requirement 24 Table 7-2 Statutory Car Parking Requirement for Existing Land Use 25 Table 7-3 Approved Coles Supermarket Development, Collingwood 26 Table 7-4 Supermarket Car Parking Surveys 27 Table 7-5 Welcome to Thornbury - Mode of Travel Survey 28 Table 7-6 Mountain Goat – Mode of Travel Surveys 28 Table 7-7 Peak Component Car Parking Requirements 29


12 February 2020 Cardno v

Table 7-8 DDA Car Parking requirements 31 Table 8-1 Site-Generated Peak Hour Traffic Estimates 32 Table 8-2 Rating of Degrees of Saturation 34 Table 8-3 SIDRA Intersection Analysis Summary 35 Table 8-4 Parking Control System Capacities 36 Table 8-5 Access Queuing Analysis – Frictionless Parking Control System 36

Figures Figure 2-1 Site Location 2 Figure 2-2 Composition of Subject Site 2 Figure 2-3 Existing Car parking and Vehicular Access Arrangements 2 Figure 2-4 Planning Scheme Zones 3 Figure 2-5 Smith Street, looking north (L) and south (R) along the site frontage 4 Figure 2-6 Alexandra Parade looking east (L) and west (R) from the site frontage 4 Figure 2-7 Reeves Street, looking north (L) and south (R) at the site frontage 5 Figure 2-8 Council Street, looking west from Reeves Street (L) and east from Smith Street (R) 5 Figure 2-9 SmartRoads Network Operating Plan 6 Figure 2-10 Traffic Survey Locations 6 Figure 2-11 Base Case Turning Volumes 7 Figure 2-12 Surveyed Parking Areas 8 Figure 2-13 On-Street Parking Availability – Friday 30th and Saturday 31st August, 2019 9 Figure 2-14 Crash Locations along Perimeter of Site - Last 5 Years 10 Figure 2-15 Travel Smart Map 11 Figure 2-16 Public Transport Map 12 Figure 2-17 Principal Bicycle Network 13 Figure 3-1 Location of Former Fitzroy Gasworks Site 14 Figure 3-2 Fitzroy Gasworks Masterplan extract 15 Figure 4-1 Proposed Access Arrangements 17 Figure 5-1 Car Parking Space Design Envelope 19 Figure 5-2 Example of Perforated Screening at Site Access 20 Figure 5-3 Reeves Street – Western site of Carriageway 21 Figure 8-1 Forecast Site-Generated Movements at Reeves St / Alexandra Pde & Council St / Smith St 34


12 February 2020 Cardno 1

1 Introduction

Cardno has been retained by Foundry Company Pty. Ltd. to prepare the following Traffic and Transport Assessment for a proposed mixed-use development located on the north-eastern corner of the Alexandra Parade and Smith Street intersection in Clifton Hill.

Cardno has had previous involvement with the subject site, having undertaken origin-destination surveys along two (2) sections of laneway that bisect the subject site. Those surveys were summarised and provided to Foundry Company to inform a potential purchase of the laneways from City of Yarra Council.

Subsequent to those surveys, Cardno prepared a Traffic & Transport Assessment (Cardno Ref #V181838REP001F03, dated 25th October, 2019) that was submitted to City of Yarra Council alongside town planning documentation for a mixed-use development on the site comprising a supermarket, retail and commercial land uses.

Council has since reviewed the town planning documentation and has requested that further information be pursuant to Section 54 of the Planning and Environment Act 1987, including the following traffic related items:

1. Traffic Report updated to include:

a. Swept path diagram for car spaces where columns are flush to the aisles (incl. the car space in the northern most row, second from the east on Basement L3);

b. Commentary on sightlines for vehicles exiting the loading bay; and

c. Greater analysis (i.e. SIDRA analysis of the impact on the intersection of Reeves Street and Alexandra Parade, and Council Street and Smith Street.

2. Green Travel Plan in accordance with Clause 22.17 of the Yarra Planning Scheme;

5. Greater detail regarding the sightlines for existing vehicles from the basement;

18. Any small car parking spaces to be annotated (as per Cardno advice)

Council has also provided the following preliminary comments:

3. The columns between car spaces are located flush with the aisle; this may restrict turning movements into these spaces.

6. Line of sight for existing vehicles appears unreasonably restricted and poses potential safety concerns. The Cardno report suggests that the stairwell will be constructed in a perforated material, greater detail has been requested to demonstrate level of sight. Concern also raised with the sightline from the northernmost loading bay.

7. Vehicle crossover is not drawing with sufficient splays to the footpath as per Council’s Standard Drawings.

The following report includes additional commentary to address the above items, which are directly addressed at Section 9, and supersedes all previous revisions of the report.

Cardno has also prepared a Green Travel Plan (Cardno Ref# V181838REP002F01, dated 10th February, 2019) which has also been submitted alongside the revised town planning documentation.

In the course of preparing this assessment, the subject site and its environs have again been inspected, plans of the development examined, and all relevant traffic and parking data collected and analysed.



2 Background and Existing Conditions

2.1 Location and Land Use The subject site comprises several land titles that are bound by Alexandra Parade to the south, Smith Street to the west and Reeves Street to the east in Clifton Hill. The site also includes two (2) lengths of public laneway that are intended to be acquired from City of Yarra Council and absorbed into the site.

The locality plan at Figure 2-1 shows the location of the site and the surrounding street network and the aerial image at Figure 2-2 (over page) illustrate the composition of land titles that make up the subject site.

Figure 2-1 Site Location

The subject site is irregular in shape and provides an overall area of approximately 4,980m2. The site has approximately 86 metres frontage to Smith Street along the western site boundary, 69 metres frontage to Alexandra Parade along the southern site boundary, and 58 metres frontage to Reeves Street along the eastern site boundary.

A Right of Way extends southward from Council Street to the north of the site, which forms a partial abuttal to the site and intersects the northern site boundary. The southern length of this Right of Way, and a shorter east-west aligned Right of Way that extends eastward to Reeves Street, have been absorbed into the subject site.

The subject land titles accommodate industrial / warehousing style buildings that currently accommodate the land uses summarised at Table 2-1, below.

Table 2-1 Composition of Existing Land Uses Property Land Use Description

592 - 596 Smith St Retail ‘Pet Stock’ Retail Outlet

598 - 600 Smith St Vacant Formerly an industrial Uniform Outlet

602 & 604 Smith St Motor Repairs / Sales ‘Volkspace’ and ‘Motohaus’ Motor Repairs and Sales

612 - 614 Smith St Motor Repairs ‘Motorcycle Collision Centre’

616 - 622 Smith St Travel Agent Sportsnet Holidays

2 - 12 Alexandra Pde Project Space Warehouse Building for Temporary Art Installations, Filming, etc.

1 - 7 Reeves St Modern Industrial Printing and Signage Manufacturer



Figure 2-2 Composition of Subject Site

The subject site is located at the northern end of the Smith Street Activity Strip, which comprises a mix of retail, commercial and restaurant / F&B land uses. Land use to the immediate north and east of the site comprises a mix of industrial and retail land uses, with established residential development further afield.

The former ‘Fitzroy Gasworks’ site is located to the immediate west of the subject site, which is currently undergoing remediation works to allow the approved development of a vertical secondary school and several high density residential buildings by Development Victoria.



2.2 Existing Car Parking and Vehicular Access The subject site currently provides sixteen (16) on-site car parking spaces, which are provided in undercroft areas below the warehouse buildings at 2-12 Alexandra Parade (11 no.) and 1-7 Reeves Street (5 no.).

Vehicular access to these spaces is provided direct from Reeves Street, which provides an open bluestone spoon drain along the edge of the carriageway to allow vehicular movement.

Three (3) crossovers are located along the Smith Street frontage of the site. The northern and southern crossovers provide roller door access to the warehouse buildings, whilst the roller door at the central crossover has been removed and the crossover retained.

Seven (7) rear-of-site loading access points are provided from the laneways that bound or form part of the subject site.

The existing car parking and vehicular access arrangements at the site are illustrated at Figure 2-3, below.

Figure 2-3 Existing Car parking and Vehicular Access Arrangements



2.3 Planning Zones and Structure Plans Figure 2-4 shows the location of the site as defined by the City of Yarra Land Zoning Maps.

Figure 2-4 Planning Scheme Zones

Figure 2-4 demonstrates that the subject site is located within a Commercial (C2Z) zone. Clause 34.02 of the Yarra Planning Scheme outlines specific requirements relating to developments in this zone.

The subject site is also located adjacent to the ‘Smith Street Structure Plan’ area, which applies to the length of Smith Street south of Alexandra Parade.

2.4 Road Network

2.4.1 Smith Street Smith Street is a local street under the jurisdiction of City of Yarra Council that extends in a north-south alignment from Victoria Parade, East Melbourne at its southern end to Queens Parade, Fitzroy North at its northern end.

At the western frontage of the site, Smith Street accommodates a single two-way carriageway of approximately 14.5 metres width. The northbound side of the carriageway accommodates a central travel lane that is shared by trams and vehicles, a narrow outer travel lane and kerbside parking lane. The width of the outer lane and kerbside parking lane (~4.3m) are such that they effectively operate as a shared travel and parking lane. No Stopping’ parking controls apply to the kerbside lane between 4:00pm and 6:00pm in the afternoon/evening to provide two (2) lanes of traffic in the peak direction.

The southbound side of the carriageway accommodates a central travel lane that is shared by trams and vehicles and a shared kerbside travel / parking lane. Vehicles are not permitted to travel within the shared lane between 7:00am and 9:00am in the morning to ensure trams have priority. ‘No Stopping’ parking controls apply to the kerbside lane during this time to ensure that a lane is available for vehicular travel.

The posted speed limit in the vicinity of the site is 40km/h.

Figure 2-5 shows the existing configuration of Smith Street in the vicinity of the subject site.



Figure 2-5 Smith Street, looking north (L) and south (R) along the site frontage

2.4.2 Alexandra Parade Alexandra Parade (Eastern Highway) is a VicRoads declared primary state arterial route that is classified as a road zone (RDZ1) in the Planning Scheme.

At the frontage of the subject site, Alexandra Parade accommodates dual carriageways separated by an approximately 30-metre wide median. The eastbound carriageway along the immediate site frontage accommodates three travel lanes and a kerbside parking lane, with intermittent landscaping bays provided between parking spaces. Auxiliary lanes are provided at signalised intersections to cater right-turn movements.

Figure 2-6 shows the existing configuration of the Alexandra Parade Eastbound Carriageway along the frontage of the subject site.

Figure 2-6 Alexandra Parade looking east (L) and west (R) from the site frontage

2.4.3 Reeves Street Reeves Street is a local street under the jurisdiction of City of Yarra Council that extends in a north-south alignment from Alexandra Parade at its southern end to Council Street at its northern end.

Reeves Street accommodates a single two-way carriageway of approximately 14.5 metres width, which permits 60-degree angled parking along the eastern side of the carriageway and parallel kerbside parking in locations along the western side of the carriageway. The default speed limit along Reeves Street is 50 km/h.

Figure 2-7 shows the existing configuration of Reeves Street along the frontage of the subject site



Figure 2-7 Reeves Street, looking north (L) and south (R) at the site frontage

2.4.4 Council Street Council Street is a local street under the jurisdiction of City of Yarra Council that extends in an east-west alignment from Smith Street at its western end to Wellington Street at its eastern end.

Council Street accommodates a single two-way carriageway of approximately 14.5 metres width, which permits 90-degree angled parking along the northern side of the carriageway and parallel kerbside parking in locations along the southern side of the carriageway. The posted speed limit along Council Street is 40 km/h.

Figure 2-8 shows the existing configuration of Council Street to the north of the subject site.

Figure 2-8 Council Street, looking west from Reeves Street (L) and east from Smith Street (R)

2.5 SmartRoads Network Operating Plans SmartRoads Network Operating Plans have been developed through extensive consultation with local councils, government agencies and relevant stakeholders, and illustrate which transport modes should ideally have priority on the road at different times of the day.

Figure 2-9 presents the Network Operating Plan in the vicinity of the site, which indicates that Smith Street at the west of the site is a ‘tram priority route’ and Alexandra Parade to the south of the site is a ‘preferred traffic route’.



Figure 2-9 SmartRoads Network Operating Plan

2.6 Existing Traffic Volumes Traffic volume data has been sourced for the areas immediately surrounding the site through tube counters, turning movement surveys and SCATS data from the VicRoads Open Portal.

The locations of these surveys are illustrated at Figure 2-10, below.

Figure 2-10 Traffic Survey Locations



2.6.2 Tube Counts Cardno commissioned Trans Traffic Surveys to undertake 7-day tube counts at the northern and southern ends of Reeves Street, and at the western end of Council Street, from Wednesday 28th August to Wednesday 4th September, 2019.

The weekday averages of these surveys are presented at Table 2-2, below.

Table 2-2 Tube Count Results Location AM Peak Hour PM Peak Hour Daily

N’bound S’bound Total N’bound S’bound Total N’bound S’bound Total

Reeves St (N)* 10 vph 29 vph 39 vpd 17 vph 17 vph 34 vpd 133 vph 204 vph 337 vpd

Reeves St (S)^ 6 vph 14 vph 20 vpd 7 vph 10 vph 17 vpd 66 vph 125 vph 191 vpd

E’bound W’bound Total E’bound W’bound Total E’bound W’bound Total

Council St (E)* 30 vph 33 vph 63 vpd 28 vph 47 vph 75 vpd 293 vph 451 vph 744 vpd

* AM Peak Hour 8:00am-9:00am & PM Peak Hour 4:00pm-5:00pm ^ AM Peak Hour 8:00am-9:00am & PM Peak Hour 1:00pm-2:00pm

The tube count surveys indicate that Reeves Street carries less than 350 vehicle movements per day, and Council Street at its eastern end adjacent to Smith Street carries less than 750 vehicle movements per day.

2.6.3 Intersection Turning Volumes Cardno commissioned Trans Traffic Surveys to undertake turning movement counts at the intersection of Council Street and Smith Street on Friday 30th August between 6:00am & 10:00am in the morning and 3:00pm and 8:00pm in the afternoon /evening.

Cardno also sourced Friday SCATS volume data from the intersection of Alexandra Parade and Smith Street at the south-west of the site, and used 2017 traffic surveys previously undertaken by GHD to estimate the movements splits in dual movement lanes where a single inductive loop is provided1.

Based on the latter data set and the tube count at the southern end of Reeves Street, the existing peak hour turning volumes at the intersection of Alexandra Parade and Reeves Street have also been determined.

Figure 2-11 Base Case Turning Volumes

1 Recent SCATS data sets at the intersection are logging an error on a southbound loop. The most recent Friday data available is dated 10th May 2019. Turning splits for some movements have been based upon the survey volumes presented in the GHD Masterplan report for the adjacent Fitzroy Gasworks site (Section 3)



Figure 2-11 Base Case Turning Volumes (Cont’d)

2.7 Availability of Car Parking in the Locality Cardno commissioned Trans Traffic Surveys to undertake car parking utilisation surveys on the streets about the site at 1-hour intervals on Friday 30th August and Saturday 31st August, 2019 from 10:00am to 9:00pm.

Figure 2-12 illustrates the areas which were included in the parking utilisation surveys.

Figure 2-12 Surveyed Parking Areas

A total of 734 on-street parking spaces were identified within the surveyed area. The number of parking spaces that were available to members of the public ranged between 641 and 696 spaces depending on the time of day and day of week, due to loading zone, car share, no stopping and permit zone parking controls.

Figure 2-13 illustrates the availability of on-street public car parking spaces over the course of the Friday and Saturday survey.



Figure 2-13 On-Street Parking Availability – Friday 30th and Saturday 31st August, 2019

The parking surveys indicate a minimum availability of 148 on-street parking spaces during the Friday survey, which occurred at 3:00pm in the afternoon. Parking demands were typically greatest after business hours had concluded.

Parking demands were generally consistent throughout the Saturday survey period, with a slightly higher demand observed in the evening period. A minimum availability of 269 on-street parking spaces was observed at 8:00pm in the evening.

The full car parking occupancy survey results are attached at Appendix A.



2.8 Crash History VicRoads’ Open Data Portal provides access to a database containing Victorian Road Crash Statistics for crashes where at least one person was injured. The current log of crash statistics contains collision data up to 21st March 2019, though it is understood that collisions which are involved in court action where a decision has not been reached will be excluded.

CrashStats was examined for all recorded collisions around the perimeter of the site, within the last 5 years (from 21st March 2014 to 21st March 2019), to determine the crash history in the vicinity of the subject site.

A total of 4 accidents were recorded, none of which resulted in a major injury or casualty. These crashes are illustrated at Figure 2-14 and summarised at Table 2-3, below.

Figure 2-14 Crash Locations along Perimeter of Site - Last 5 Years

Table 2-3 Crash Details along Perimeter of Site – Last 5 Years ID Date Location Description Severity

1 20/09/14 Cnr Smith St & Council St Pedestrian struck by turning vehicle 1 Other Injury

2 11/12/15 Smith Street Cyclist struck by vehicle 1 Other Injury

3 18/12/18 Alexandra Pde & Smith St Vehicle sideswiped vehicle 1 Other Injury

4 24/07/16 Alexandra Pde Collision with vehicle 1 Other Injury

Based on the above, there is no identified accident trend along the frontages of the subject site.



2.9 Sustainable Transport

2.9.1 Travel Smart Map The Travel Smart Map for the City of Yarra in the immediate vicinity of the site is presented at Figure 2-15, below.

Figure 2-15 Travel Smart Map

The figure indicates that the site has excellent access via public transport, walking and cycling routes.

2.9.2 Public Transport The site has excellent public transport accessibility, with the services outlined in Table 2-4 located within a convenient walking distance of the site.

Table 2-4 Public Transport Provision

Service Route No Route Description Nearest Stop Approximate

Walking Time

Tram

11 West Preston – Victoria Harbour Docklands Alexandra Pde / Brunswick St

500 metres (7 mins)

86 Bundoora RMIT – Waterfront City Docklands Smith St 0 metres (<1 minute)

96 East Brunswick – St Kilda Beach Alexandra Pde / Nicholson St

850 metres (11 mins)

Bus

207 City – Doncaster SC via Kew Junction Smith St / Johnston St

600 metres (8 mins)

246 Elsternwick – Clifton Hill via St Kilda Hoddle St / Parslow St

800 metres (10 mins)*

250 City (Queen St) – LaTrobe University Clifton Hill Interchange

1,100 metres (13 mins)* 251 City (Queen St – Northland SC



Service Route No Route Description Nearest Stop Approximate

Walking Time

302 Box Hill via Belmore Rd and Eastern Freeway Hoddle St / Truro St


304 City – Doncaster SC via Belmore Rd and Easter Fwy

305 City – The Pines SC via Easter Fwy

350 City – LaTrobe University via Eastern Fwy

504 Moonee Ponds – Clifton Hill via East Brunswick Queens Pde / Michael St

750 metres (10 mins)*

546 Heidelberg Station – Melb Uni – QV Market via Clifton Hill Fitzroy Pool 350 metres (5 mins)

318 City – Deep Creek

Hoddle St / Truro St


309 City – Donvale via Reynolds Rd

905 City – The Pines SC via Eastern Fwy & Templestowe

906 City – Warrandyte via The Pines SC

907 City – Mitcham via Doncaster Rd

Train Mernda & Hurstbridge Lines Clifton Hill 1100 metres (14 mins)*

* Bus and train routes linked to site via Route #86 tram route

Figure 2-16 Public Transport Map

Several of the bus, tram and train services listed at Table 2-4 are linked via underground tunnels at the Clifton Hill Interchange. This allows commuters to transfer between services and link to the Route #86 tram that passes along the Smith Street frontage of the site.



2.9.3 Walkability The subject site is well located within the City of Yarra to take advantage of the array of commercial and retail uses within convenient walking distance, such as the Smith Street and Brunswick Road Activity Strips to the immediate south and south-west of the site, the Queens Parade Activity Strip to the north-east, and recreation facilities such as Edinburgh Gardens and Darling Gardens to the north-west and east of the site respectively.

In the area surrounding the subject site, pedestrians are primarily accommodated by standard concrete or asphalt footpaths within the road reserve.

The site’s location has been assessed using the ‘Walkscore’ performance tool, which is a web based assessment tool developed in 2007 using Google maps tools. The tool takes into account the number of facilities within close proximity and provides a numerical score between 0 and 100, with a score near 100 indicating that numerous services and amenities are easily accessible to the site.

The ‘Walkscore’ for the subject site of 94 out of 100 indicates that the subject site is a ‘Walkers Paradise’ where ‘daily errands do not require a car’.

2.9.4 Bicycle Network Melbourne’s Principal Bicycle Network (PBN) a network of existing and proposed cycle routes identified to help people ride to major destinations around metropolitan Melbourne. It was established in 1994 and designates preferred bicycle routes around Melbourne and surrounding suburbs.

The PBN map at Figure 2-17 indicates that Alexandra Parade to the south of the site, Wellington Street to the east of the site, Queens Parade to the north of the site and Napier and Brunswick Streets to the west of the site are all designated routes on the PBN.

Figure 2-17 Principal Bicycle Network

A review of aerial images indicates that Wellington Parade to the east of the site currently accommodates dedicated on-street bicycle lanes, including ‘Copenhagen style protected lanes to the south of Alexandra Parade. Similarly, Napier Street to the west of the site has recently undergone upgrade works to form part of the Melbourne CBD to Preston bicycle corridor that passes through the City of Yarra.

Queens Parade and Napier Street all provide dedicated on-street bicycle lanes on both sides of the carriageway, Brunswick Street provides a shared parking / bicycle lane, and Alexandra Parade to the south of the site provides an on-street bicycle lane along the westbound carriageway only.

Although not designated on the PBN, Council Street to the north of the site also provides dedicated on-street bicycle lanes which allows cyclists to connect to both Queens Parade and Wellington Street.



3 Redevelopment of Former Fitzroy Gasworks Site

3.1 General The subject site is located to the immediate east of the former Fitzroy Gasworks site.

This site has an area of approximately 3.9 hectares, and is bounded by Alexandra Parade to the south, Smith Street to the east, Queens Parade to the north-west and George Street to the west. The site has recently been cleared and is currently undergoing remediation works owing to its former use.

Figure 3-1 Location of Former Fitzroy Gasworks Site

The site is proposed to be redeveloped into an urban village by Places Victoria on behalf of the State Government, and in 2018 was rezoned to the mixed-use zone (MUZ) and Public Use Zone (PUZ2 – Education) to allow development of the site as proposed.

The site is intended to accommodate the following land uses:

Approximately 1,100 apartments across four (4) mid-rise tower buildings. It is understood that around 20 percent of this housing will be social / shared equity / affordable housing;

A 650-student Senior State Secondary School;

A six court sports facility that will be integrated with the school and also be made available for extracurricular use;

A Community Facility;

It is also understood that the site may accommodate a childcare facility, and in the order of 4,000m2 of retail floor area across the ground floor plane.

All car parking for the site is proposed to be accommodated in underground car parking areas.



3.2 Transport Implications As part of the development, it is proposed to construct a new road through the site from Alexandra Parade to Smith Street which will provide vehicular access to many of the underground car parking facilities.

An extract from the masterplan is shown at Figure 3-2, below.

Figure 3-2 Fitzroy Gasworks Masterplan extract

The extract above indicates that vehicular access to the internal road from the south will be restricted to left-in, left-out movements from the eastbound carriageway of Alexandra Parade. Vehicular access to Smith Street will be provided directly opposite Council Street.

Schedule 16 to the Development Plan Overlay was introduced into the Yarra Planning Scheme under Amendment C243 which allowed the rezoning of the Gasworks site. The schedule requires a new DDA compliant tram stop to be constructed along the Smith Street frontage of the site.

Given the length requirement for the E Class trams that service the 86 route along the site frontage, the new tram stop is most likely to be provided to the immediate south of the new intersection created opposite Council Street.

This may also result in the signalisation of the Smith Street / Council Street / New Road intersection, as suggested in the initial 2015 Traffic and Access Study prepared by Places Victoria.

This would in turn improve the accessibility of the subject site to/from Smith Street via Council Street.



4 Proposed Development

4.1 General Foundry Company Pty. Ltd. proposes to demolish the existing industrial building and warehouses on the site to allow for the construction of two (2) distinct buildings, comprising:

A staggered 8 to 12-storey commercial (office) building at the south of the site which provides retail uses (including a supermarket) across the ground and podium levels; and

A 4-storey ‘Market Hall’ building at the north-west of the site, which will provide a communal dining area that facilitates approximately eighteen (18) small food & drinks outlets across the ground and L1 levels, and standalone food & beverage outlets on the L2 and L3 levels.

Bates Smart has prepared architectural plans for the proposal and advised the Development Schedule outlined at Table 4-1 below.

Table 4-1 Proposed Development Use No. / Area

Tower Building

Commercial (Office) 22,663 m2

Supermarket 3,275 m2

Retail 676 m2

Market Hall Building

Market Hall Communal Dining Area 120 m2 (120 patrons)

Market Hall Food & Drinks Outlets 835 m2 (approx.18 no.)

Food & Drinks Premises 1,093 m2 (2 no.)

Parking Spaces

Car Parking Spaces 352 no.

Bicycle Parking Spaces 280 no.

Motorcycle Parking Spaces 8 no.

4.2 Car Parking Car parking for the development is proposed to be provided across three (3) basement levels, which are constructed to the site boundaries (excluding the retained heritage frontages) beneath the two buildings. A total of 352 spaces are proposed, comprising:

124 spaces on the B3 level;

122 spaces on the B2 level, inclusive of 18 spaces with electric charging points; and

106 spaces on the B1 level.

Vehicular access between the three levels is proposed via two-way vehicle ramps.

It is intended that approximately 140 spaces (comprising the full B3 level and part of the B2 level) be provided for dedicated office use, and the remaining spaces across the B2 level and full B1 level (approximately 212 no.) be allocated as public parking for the shared use of the supermarket, retail and market hall facilities. The measures used to segregate the two car parking areas (i.e. roller doors or barriers) will be determined at the detailed design stage.

In addition to the above, eight (8) motorcycle parking spaces are proposed at the site, comprising 2 spaces in the upper (B1) basement level and 3 spaces in each of the middle (B2) and lower (B3) basement levels.



4.3 Bicycle Parking A total of 272 bicycle parking spaces are proposed in a bicycle compound at the north-east of the site, comprising 135 spaces at ground level and 137 spaces in a mezzanine level. The spaces are proposed to be provided through a mix of at-grade, vertical and multi-tier bicycle parking products, with power points available to allow charging for at least six (6) e-bikes.

Access between the ground and mezzanine bicycle parking spaces is proposed via a dedicated bicycle lift, which will also provide access to End of Trip shower and change room facilities on Level 1.

External access to the bicycle compound is proposed via a new east-west laneway to be constructed through the site from Reeves Street to Smith Street. A further eight (8) at-grade bicycle spaces are proposed in the laneway between the Market Hall and Tower buildings.

4.4 Loading Arrangements A loading area is proposed at the eastern boundary of the site with direct access provided from Reeves Street.

A dedicated supermarket loading area will be provided that can accommodate up to two (2) Heavy Rigid Vehicles, and a common loading bay will be provided for the office, retail and market hall land uses that can accommodate up to Medium Rigid Vehicles.

4.5 Access Arrangements The proposed access arrangements at the site are illustrated at Figure 4-1 below and summarised in the following sub-sections.

Figure 4-1 Proposed Access Arrangements



4.5.2 Vehicular Access Arrangements Vehicular access to the basement car parking levels is proposed via a two-way ramped access from Reeves Street at the western site boundary. Licence Plate Recognition (LPR) cameras are proposed to be used to control vehicular access into and out of the car park.

The common loading bay and supermarket loading area will also take access from Reeves Street to the immediate south of the car park access.

No vehicular access is proposed from the Alexandra Parade or Smith Street frontages. The three (3) vehicle crossovers to Smith Street and the open bluestone drain to the south of the Reeves Street loading areas are proposed to reinstated and additional car parking spaces provided where practicable.

The intersection of the existing north-south aligned laneway with the new pedestrianised area has been designed to allow small vehicles (cars and vans, etc.) turn from north to east if required. However, this movement would be controlled to prevent intrusion into the pedestrianised area and does not affect any of the properties to the north, which can all be accessed from the retained public laneway network.

4.5.3 Pedestrian Access A new east-west aligned pedestrian laneway is proposed to be constructed through the site from Smith Street to Reeves Street from which the Market Hall and several of the smaller retail tenancies beneath the commercial building can be accessed. The Right of Way that extends southward from Council Street would intersect this new laneway, providing further pedestrian and cyclist accessibility to / from the north.

Additional pedestrian access points to the Market Hall and the retail land uses beneath the commercial building are provided by walkway connections to Smith Street, and several of the tenancies may be accessed directly from the footpath along the Smith Street frontage.

Pedestrian access to the commercial building is proposed via a lobby entrance at the south-western corner of the site.



5 Design Considerations

5.1 Car Parking The car park and access design has been assessed against the requirements of the Yarra Planning Scheme and the Australian Standard for Off-Street Car Parking (AS/NZS 2890.1) where applicable.

All parking spaces are a minimum 2.6 metres wide by 4.9 metres long and are accessed from a parking aisle of 6.4 metres width in accordance with the minimum design criteria outlined at Clause 52.06 – Design Standard 2 of the Yarra Planning Scheme.

Columns have generally been located so that they do not encroach on the parking space design envelope outlined at Clause 52.06 of the Yarra Planning Scheme, which is reproduced at Figure 5-1, below.

Figure 5-1 Car Parking Space Design Envelope

The 1900mm long clearance zones along the sides of a space are required for door opening.

There are 17 spaces across the three basement levels (i.e. 4.5% of overall spaces) where the intrusion is 300mm or greater, which have been designated on the plans as ‘small’ parking spaces as per the Australian Standard. No other intrusions into the door opening zones are greater than 50mm (2%), allowing these spaces to function appropriately as regular spaces.

All car parking spaces located against walls have been offset by 300mm to provide the door opening clearance.

The 250mm x 100mm access triangles at the open ends of the car parking spaces are required for ingress/egress to the parking spaces (i.e. corner cutting).

Most parking aisles throughout the car park are greater than 6.65m wide (i.e. 250mm wider than the 6.4 metres required), which effectively provides the additional manoeuvring clearance of the access triangle within the parking aisle.

Columns located directly adjacent to the 6.4-metre wide aisles are located outside the access triangle zone. A swept path diagram is attached at Appendix B which demonstrates vehicular access to a parking space in this arrangement, which is fully compliant with the Planning Scheme design criteria.

A blind parking aisle is provided at the end of the lower basement (B3) level, which is acceptable given this level will be for private use and all spaces will be allocated to a specific user. The blind aisle has been provided with an aisle extension of 1-metre to allow ease of access to and from the space in accordance with the Australian Standard.

An overhead clearance of 2.2 metres should be achieved above all car parking spaces, with the exception of one (1) space beneath the travelators in the upper basement (B1) level and a space adjacent to the commercial lift lobby in the middle basement (B2) level which will have a reduced overhead clearance of around 2.0 metres. These spaces can still accommodate most vehicles however it is recommended that this restriction be advised through warning tape or signage.



Six (6) accessible car parking spaces are proposed within the basement levels. These spaces are all at least 2.4 metres wide by 4.9 metres long and located adjacent to a shared area of the same dimensions. These dimensions accord with the design criteria outlined by the Australian Standard for Off-Street Car Parking for People with Disabilities (AS2890.6:2009) and have been modified to fit within Planning Scheme modules as permitted by the Yarra Planning Scheme.

5.2 Motorcycle Parking Each motorcycle parking space is 1.2 metres wide by 2.5 metres long in accordance with the design criteria outlined in the Australian Standard for Off-Street Car Parking AS2890.1:2004).

5.3 Car Park Access Arrangements Vehicular access to the basement levels is proposed via a new fully directional two-way access to Reeves Street at the eastern site boundary. The access is 6.8 metres wide, which will allow for separate inbound and outbound lanes separated by a 600mm splitter island (for license plate recognition access control) and 300mm kerbs on either side.

A grade no steeper than 1:10 is proposed for the first 5 metres inside the property boundary and a grade no steeper than 1:8 is proposed along the length of the ramp, which satisfies the public car park gradient requirements outlined at Clause 52.06, Design Standard 3 of the Yarra Planning Scheme.

No sight triangle is provided on the departure side of the access, however the stairwell of the adjacent EOT enclosure is proposed to be of perforated screen construction to improve a departing motorists view of pedestrian activity on the footpath when approaching the site boundary. As example of perforates screen construction is presented at Figure 5-2 below.

Figure 5-2 Example of Perforated Screening at Site Access

The architectural plans indicate that warning signage and a supplementary light system will be provided at the site access to warn pedestrians of exiting vehicles.

Swept path diagrams have been prepared to demonstrate that concurrent opposing vehicular movements can enter and exit the site from Reeves Street and are attached in Appendix B. A swept path diagram has also been prepared to demonstrate that a ‘B99 vehicle’ can turn from the existing north-south aligned public laneway into the eastern length of the new laneway.



5.4 Internal Circulation & Vehicle Ramps Vehicular circulation throughout the site is generally provided by parking aisles that are 6.4 metres in width or greater and two-way vehicle ramps.

Vehicular access between car parking levels is proposed via vehicular ramps. Each ramp provides transitions at the top and base in accordance with the Planning Scheme to ensure vehicles can traverse along the ramps without scraping or bottoming out. A grade no steeper than 1:6 is provided which is within the maximum grade permitted for ramps in public car parks.

A minimum height clearance of 2.2 metres should be provided above all vehicular trafficable areas once overhead structure has been determined.

5.5 Loading Arrangements The common loading bay and supermarket loading area is provided to the immediate south of the basement access.

The common loading bay is proposed for the use of the office, retail and market hall land uses, and has been designed to accommodate a Medium Rigid Vehicle (nom. 8.8m length). The loading bay is 4.5 metres wide by 13.5 metres long, which exceeds the minimum 3.5m by 8.8m loading bay dimensions outlined for this design vehicle in the Australian Standard for Off-Street Commercial Vehicle Facilities (AS2890.2:2018).

The supermarket loading area is proposed for the dedicated use of the supermarket and has been designed to accommodate two (2) Heavy Rigid Vehicles (nom. 12.5m length). The loading area is 8.1 metres wide by 22 metres long, which exceeds the minimum 7m by 12.5m loading bay dimensions outlined for this design vehicle in the Australian Standard for Off-Street Commercial Vehicle Facilities (AS2890.2:2018).

Vehicular access to the loading bays will be provided direct from Reeves Street to the immediate south of the basement car park access, where a spoon drain is provided along the western side of the carriageway.

Vehicles are proposed to reverse into the site from Reeves Street under supervision by traffic controllers, and depart in a forward direction. This is a similar arrangement in both layout and operations as is currently in place at ‘The Hive’ Shopping Centre, which is located approximately 2 kilometres south-east of the site on Victoria Street North Richmond within the City of Yarra.

Figure 5-3 Reeves Street – Western site of Carriageway

Vehicles egressing the site will also depart under the supervision of traffic controllers where practicable. The architectural plans indicate that warning signage and a supplementary light system will be provided at the loading access to warn pedestrians of exiting loading vehicles

Swept path diagrams have been prepared to demonstrate each of the proposed loading vehicle movements and are attached in Appendix B. A Waste Management Plan (WMP) has been prepared by WSP which outlines collection requirements and frequency.



6 Bicycle Parking Considerations

The subject site is subject to the statutory bicycle parking requirements at Clause 52.34 of the Yarra Planning Scheme, which are summarised for the anticipated land uses on the site are summarised at Table 6-1 below.

Table 6-1 Planning Scheme Bicycle Parking Requirements - Clause 52.34

* Clause 52.34 of the Yarra Planning Scheme does not specify a car parking requirement rate for a food and drinks premises. The restaurant rate has been adopted to determine statutory requirements 1 It has been advised that the larger Market Hall Food & Drinks outlets may accommodate a few seats and the smaller outlets will rely on the use of the communal dining area. Accordingly, it has been assumed that ~20% of the tenancy floor areas will be accessible to the public. 2 It has been assumed that ~80% of the L2 and L3 Food & Drinks premises floor area will be accessible to the public.

The statutory bicycle parking requirement is 137 spaces, comprising 94 spaces for employee use and 43 spaces for visitor use.

The proposed on-site bicycle parking provision of 280 spaces far exceeds this minimum requirement to actively encourage cycling as a mode of transport to and from the site.

The proposal comprises 106 at-grade spaces, 82 vertical spaces and 92 multi-tier bicycle spaces. Given that a quarter of the multi-tier spaces are provided at-grade, this equates to an at-grade bicycle parking provision of (129 / 280) 46%, which exceeds the minimum at-grade requirement outlined in the Australian Standard for Off-Street Bicycle Parking (AS2890.3:2015).

A review of the plans indicates that:

The at-grade bicycle spaces will be provided via the installation of double-sided bicycle hoops. These spaces require a minimum length of 1.8 metres for bicycle storage and a 1.5 metre aisle for bicycle access. The architectural plans indicate the bicycle rails spaced at 1m centres;

The vertical bicycle spaces will be provided via the installation of ‘Ned Kelly’ bicycle rails or a similar product. Ned Kelly bicycle rails store bicycles vertically against a wall and require 1.2 metres depth for bicycle storage and a 1.5 metre aisle for bicycle access. The architectural plans indicate the bicycle rails spaced at 500mm centres; and

Use Equivalent Planning Scheme Use

Area / No Employee No. Visitor / Shopper No.

Office Office 22,663 m2 1 space to each 300m2 of net floor area 76 no. 1 space to each 1,000m2 of

net floor area 23 no.

Supermarket Shop 3,275 m2 1 to each 600m2 of leasable floor area if the leasable floor area exceeds 1000m2

5 no. 1 to each 500m2 of leasable floor area if the leasable floor area exceeds 1000m2

7 no.

Retail Shop 676 m2 1 no. 1 no.

Market Hall Food & Drink Outlets

Food & Drinks Premises*

835 m2[1]

1 to each 100m2 of floor area available to the public

2 no.

2 plus 1 to each 200m2 of floor area available to the public if the floor area available to the public exceeds 400m2

3 no.

Communal Dining Areas


120m2 1 no. 3 no.

Food & Drinks Premises


1,093m2[2] 9 no. 6 no.

Total 94 no. 43 no.



The multi-tier bicycle spaces will be provided via the installation of staggered bicycle rails such as the ‘Five at Heart - Arc’, ‘Cora E3ST’ or a similar product. These racks provide staggered parking on two (2) levels, with 25% of spaces provided at-grade. The specifications for these units indicate a centre to centre spacing of 400mm is required, with 1.84 metres depth for bicycle storage and a 2.0 metre aisle for bicycle access. A copy of the specifications for this unit is attached at Appendix C.

These spaces are in accordance with the minimum design criteria outlined for horizontal and vertical bicycle parking spaces in the Australian Standard for Bicycle Parking Facilities (AS2890.3:2015).

6.2 End of Trip Facilities In addition to staff bicycle spaces, Clause 52.34 of the Yarra Planning Scheme outlines the following requirement for employee showers.

Table 6-2 Shower/Change Room Requirements Component Employee Bicycle

Parking Spaces Requirement Rate Total

Showers 94 no. 1 shower for the first 5 spaces; plus 1 shower for each additional 10 employee spaces

9 no.

Based on the above, the staff bicycle parking requirement triggers a requirement for nine (9) showers with access to change room facilities to be provided.

The architectural plans indicate 23 showers are proposed across separate male, female and DDA complaint End of Trip Facilities. Both the male and female facilities provide 11 showers each with direct access to shared change rooms, whilst the DDA facility includes one shower with an attached change area.

A substantial provision of 250 lockers is also proposed.

The provision of bicycle parking spaces and End of Trip facilities is well in excess of the minimum bicycle requirement, and is strongly supported to encourage the use of alternative transport modes to access the site.

Further, the location of the bicycle spaces at the eastern end of the new laneway allows easy access from both Council Street and Wellington Street, and in turn the wider bicycle network.



7 Car Parking Considerations

7.1 Statutory Car Parking Requirement The subject site is located with the ‘Principal Public Transport Network’ (PPTN) area defined by the Planning Scheme.

Accordingly, it is subject to the statutory car parking requirements outlined at Column B of Table 1 at Clause 52.06 of the Yarra Planning Scheme, which is summarised for the subject proposal at Table 7-1, below.

Table 7-1 Statutory Car Parking Requirement

The statutory car parking requirement for the proposal is 936 spaces.

The Architectural Plans indicate provision of 352 car parking spaces, and therefore the Applicant seeks a reduction against the statutory car parking requirements outlined in the Yarra Planning Scheme.

Clause 52.06-6 of the Yarra Planning Scheme states that an application to reduce or waive the requirement for car spaces must be accompanied by a Car Parking Demand Assessment, which includes an assessment of the following:

The likelihood of multi-purpose trips within the locality which are likely to be combined with a trip to the land in connection with the proposed use.

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

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

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

The convenience of pedestrian and cyclist access to the land.

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

The anticipated car ownership rates of likely or proposed visitors to or occupants (residents or employees) of the land.

Any empirical assessment or case study.

The Car Parking Demand Assessment is an estimation of the car parking demands likely to be generated by a development which is largely based on the application of empirical data and locational attributes to a case specific Development Application. Notwithstanding, the Responsible Authority can further reduce the number of spaces required to be provided for a development based on relevant policies, strategic and town planning considerations. In this regard, before granting a permit to reduce the number of spaces, the Responsible Authority must consider the following, as appropriate:

Use Equivalent Planning Scheme Use Area / No Requirement Rate No.

Office Office 22,663m2 3 space to each 100m2 of net floor area 679 no.

Supermarket Supermarket 3,275m2 5 spaces to each 100m2 of leasable floor area 163 no.

Retail Shop 676m2 3.5 spaces to each 100m2 of leasable floor area 23 no.

Market Hall Food & Drinks Outlets and Communal Dining Areas

Food & Drinks Premises 955m2

3.5 spaces to each 100m2 of leasable floor area

33 no.

Food & Drinks Premises

Food & Drinks Premises 1,093m2 38 no.

Total 936 no.



The Car Parking Demand Assessment.

Any relevant local planning policy or incorporated plan.

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

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

o Public car parks intended to serve the land.

o On street parking in non-residential zones.

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

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

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

Any adverse economic impact a shortfall of parking may have on the economic viability of any nearby activity centre.

The future growth and development of any nearby activity centre.

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

Any credit that should be allowed for car parking spaces provided on common land or by a Special Charge Scheme or cash-in-lieu payment.

Local traffic management in the locality of the land.

The impact of fewer car parking spaces on local amenity, including pedestrian amenity and the amenity of nearby residential areas.

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

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

The equity of reducing the car parking requirement having regard to any historic contributions by existing businesses.

The character of the surrounding area and whether reducing the car parking provision would result in a quality/positive urban design outcome.

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

Any other relevant consideration.

7.2 Existing Car Parking Credits The subject site has an overall site area of approximately 4,978m2, of which 374m2 currently forms publicly accessible Right of Ways under the jurisdiction of City of Yarra Council.

The remaining (4,978-374) 4,604m2 of the site accommodates seven (7) existing warehousing buildings that are constructed to the property boundaries.

Based on the statutory car parking requirement rates outlined at Column B to Table 1 at Clause 52.06 of the Yarra Planning Scheme, and conservatively disregarding mezzanine and upper levels, the statutory car parking requirement for the existing use of the site is outlined at Table 7-2, below.

Table 7-2 Statutory Car Parking Requirement for Existing Land Use

Given that 16 spaces are currently provided across the overall site; the existing use of the site generates a car parking credit of (60-16) 44 spaces.

Use Area / No Employee No.

Warehouse 4,604m2 2 spaces to each premises, plus 1 space to each 100m2 of net floor area 60 no.



7.3 Car Parking Demand Assessment – All Retail Land Uses A Car Parking Demand Assessment is an estimation of the car parking demands likely to be generated by a development which is largely based on the application of empirical data and locational attributes to a case specific Development Application.

An assessment of the car parking demands likely to be generated by the supermarket, retail, Market Hall Food & Drinks Outlets and Food & Drinks premises is provided in the following sub-sections.

A review of the surrounding area indicates the site is largely surrounded by higher density residential land use, which will be further populated by the development of the former Gasworks land immediately opposite the site. Accordingly, the proposed retail land uses are likely to attract a substantial proportion of walk-up trade.

7.3.1 Supermarket Cardno has previously provided traffic engineering advice or undertaken parking occupancy surveys at full-line supermarkets within the City of Yarra, which are summarised in the following sub-sections.

7.3.1.1 Coles Mixed-Use Development - Smith Street, Collingwood (City of Yarra)

Cardno provided traffic engineering advice to support the development application for the re-development of the ‘GJ Coles’ site at 172 Smith Street, Collingwood. This now constructed mixed-use development is located approximately 1,100 metres south of the subject site.

The approved development schedule for the site is summarised at Table 7-3, below.

Table 7-3 Approved Coles Supermarket Development, Collingwood Land Use Area / No.

Dwellings 232 no.

Commercial (Office) 495 m2

Retail / Café / Restaurants 1,223 m2

Home Office 225 m2



The Car Parking Management Plan prepared for the development as a condition of permit allocated 9 spaces for retail / café / restaurant staff use; 5 spaces for supermarket staff use; and 159 spaces for the shared use of supermarket, retail, café and restaurant customers, office visitors and resident visitors.

Based on the above, the development provided (9 + 5 + 159) 173 spaces for the combined supermarket, retail, café and restaurant land uses (as well as office visitors and resident visitors). Given these land uses provide a combined area of (1,233 + 3,455) 4,688m2, car parking is provided at less than 3.69 spaces per 100m2 for the retail land uses.

7.3.1.2 Richmond Plaza, Richmond (City of Yarra)

Cardno has previously provided traffic engineering services for a then proposed redevelopment of the Richmond Plaza site in Bridge Road, Richmond. At the time of the application, the plaza accommodated the land uses at Table 4, below.

Table 4: Richmond Plaza Existing Site Use Land Use Area / No.

Commercial (Office) 3,790 m2

Gymnasium 1,024 m2


Specialty Retail 3,389 m2

Total 11,687 m2




Based on the above, Richmond Plaza provides a shared car parking provision of 2.17 spaces per 100m2 for the overall site.

Car parking occupancy surveys undertaken at the site on a Saturday recorded a peak occupancy of 204 spaces. Given this survey was undertaken on a weekend, a peak parking demand of 2.97 spaces per 100 m2 is derived if attributed to the 6,873m2 of retail floor area only.

7.3.1.3 Other Inner Metropolitan Stand-Alone Supermarket Car Parking Surveys

Cardno has undertaken surveys of supermarket car parking demands in many inner metropolitan locations. Some of the lower car parking demands observed at these sites are presented at Table 7-4, below.

Table 7-4 Supermarket Car Parking Surveys Supermarket Peak Demand - Friday Peak Demand - Saturday

Coles, North Balwyn 2.94 spaces / 100m2 3.26 spaces / 100m2

Coles, Brighton 3.5 spaces / 100m2 2.9 spaces / 100m2

Safeway, Fitzroy (City of Yarra) 2.4 spaces / 100m2 -

Average 2.95 spaces / 100m2 3.08 spaces / 100m2

Based on the preceding sections, it is proposed to allocate 3 spaces per 100m2 for the supermarket land use.

7.3.2 Retail Land Uses Several retail tenancies are located at ground level near the commercial building entrance to the supermarket.

These tenancies provide an overall floor area of 676m2 and are likely to act as secondary retail to the supermarket tenancy, in that they will attract much of their trade from customers of the supermarket and vice versa. In this regard, approximately 50% of trips to the retail land uses are likely to be linked to the anchor tenant.

Given that the supermarket will be allocated 3 spaces per 100m2, it would be reasonable to allocate around 1.5 spaces per 100m2 to the retail tenancies, which would result in a peak demand for around ten (10) spaces.

7.3.3 Market Hall Land Uses

7.3.3.1 Market Hall Food & Drinks Outlets and Communal Dining Areas

The Market Hall building accommodates a number of very small food & drinks outlets across the ground and first floor levels, which will have shared use of a commercial kitchen in a common back of house area.

Communal dining areas for up to 120 patrons are proposed across these levels to accommodate customers of the outlets, with only the larger outlets anticipated to provide extra seats within their leases. Based on the above, a capacity of up to 200 patrons could be anticipated for the Market Hall operations.

The Market Hall proposal is similar in nature to the ‘Hawker Centres’ that are found throughout parts of south-east Asia, whereby permanent stalls are provided for traders to sell food or drinks and customers can order from one or many traders and sit on shared seating wherever they like. In this regard, a group could order from several different vendors and share the same table. It differs from a food court in that the centres are typically provided in open air buildings and are detached from shopping malls.

Existing local dining arrangements that provide a similar experience include the ‘Queen Victoria Night Market’ in the Melbourne CBD and ‘Welcome to Thornbury’ in High Street, Thornbury. It is understood a similar venture known as the ‘Brunswick Mess Hall’ has been given planning approval by City of Moreland for a site in Frith Street, Brunswick.

The Officer Report for the latter application includes a ‘mode of travel survey’ collected at ‘Welcome to Thornbury’ on Tuesday 31 January 2017, which indicates the following:



Table 7-5 Welcome to Thornbury - Mode of Travel Survey Travel Mode Count %

Car (as driver) 24 18%

Car (as passenger) 36 27%

Walk 20 15%

Bike 29 22%

Motorbike/Scooter 3 2%

Public Transport 11 8%

Taxi / Uber 10 8%

Total 133 100%

Based on the above, car parking demands at the site are generated at around 0.18 spaces per patron in attendance.

7.3.3.2 Level 2 and Level 3 Food & Drinks Premises

The upper levels of the Market Hall building are proposed to accommodate food & drinks premises that complement the Hawker Hall nature of the lower 2 levels.

Cardno has previously undertaken Mode of Travel surveys at Mountain Goat Brewery in North Street Richmond, which is an informal arrangement that provides light fare and occasional food trucks. This is a similar vein to the Market Hall and communal dining arrangements below.

The results of the surveys, which were undertaken on Friday 23rd and Wednesday 28th September, 2016 are presented below:

Table 7-6 Mountain Goat – Mode of Travel Surveys Travel Mode Friday Wednesday

Count % Count %

Car (as driver) 4 8.7% 7 10.3%

Car (as passenger) 3 6.5% 9 13.2%

Tram 10 21.7% 8 11.8%

Train - -

Bicycle 3 6.5% 4 5.9%

Motorcycle - -

Walk 19 41.3% 29 42.6%

Bus - -

Other 7 15.2% 11 16.2%

Total 46 100% 68 100%

Based on the above, car parking demands at the site are generated at around 0.1 spaces per patron in attendance.

7.3.4 Application of Case Study Data to Subject Proposal Based on the empirical data presented in the preceding sections:

Car parking for the supermarket land use is expected to peak at a rate of 3 spaces per 100m2;

Car parking for the retail land use is expected to peak at a rate of 1.5 spaces per 100m2;

Car parking for the Market Hall Food & Drinks Outlets and Communal Dining areas is expected to be generated at a rate of around 0.18 spaces per patron in attendance; and

Car parking for the Food & Drinks Premises is expected to be generated at a rate of around 0.1 spaces per patron in attendance.



Based on the above, the peak car parking demands generated by each component is presented at Table 7-7 below.

Table 7-7 Peak Component Car Parking Requirements

The summation of these peak component demands equates to 164 spaces, however the daily peaks are likely to be less than this figure due to the temporal displacement of car parking demands over the course of the day and week.

Case study held by Cardno suggests that supermarket car parking demands typically peak in both the early afternoon (~1:00pm) and after school (~4:00pm) on weekdays, and around lunchtime (~11:00am to 1:00pm) on Saturdays. It is likely that the secondary retail attached to the centre will peak at the same times.

Alternatively, the Market Hall / Communal Dining and Food & Drinks premises are likely to experience peak operations in the evenings, which is at a different time to the supermarket.

Notwithstanding, the most probable time for overlap is on a Saturday afternoon, where the supermarket is likely to generate its peak parking demand and the market hall and food & drinks premises will also be trading.

On the basis that the latter facilities trade at around 50% capacity during this time, the combined peak car parking demand is estimated to be in the order of (98+10+18+10) 136 spaces. It has been suggested that 140 spaces from the on-site parking provision be allocated for public use to cater to this demand.

Conservatively, if the market hall facilities are heavily attended on a Saturday afternoon, a peak combined car parking demand in the order of 164 spaces could occur as outlined at Table 7-7. This would not be expected to occur on a regular basis, but could generate a spillover parking demand for around 24 on-street parking spaces.

Based on the car parking occupancy surveys presented in Section 0 and attached at Appendix A, this potential spillover demand would largely be accommodated along Reeves Street, and in other publicly available parking spaces proximate to the site.

7.4 Appropriateness of Car Parking Provision – Office Land Use The suggested allocation of 140 spaces to the retail land uses would allow the remaining supply of car parking proposed on the site (212 spaces) to be allocated to the Office land use, noting that this provision may alter slightly due to the installation of access controls between the two areas as part of the detailed design.

The provision of on-site car parking in areas such as Clifton Hill generally set the upper limit for car parking demand, as the existing car parking supply proximate to the site is typically heavily utilised during business hours or subject to time and/or cost controls that aim to discourage long-term on-street car parking.

The proposed allocation of 212 spaces to the office land use represents a car parking provision rate of around 0.94 spaces per 100m2

City of Yarra Council has previously accepted on-site parking provisions for office use at a rate of around 1.0 space per 100m2 floor area, which is intended to achieve a balance between parking supply and traffic generation.

The following sub-sections provide justification for the provision of car parking below statutory rates.

Use Area / No Car Parking Demand Rate No.

Supermarket 3,275m2 3 spaces to each 100m2 of leasable floor area 98 no.

Retail 676m2 1.5 spaces to each 100m2 of leasable floor area 10 no.

Market Hall Food & Drinks Outlets and Communal Dining Areas

Approx. 200 patrons 0.18 spaces per patron in attendance 36 no.

Food & Drinks Premises Approx. 200 patrons 0.1 spaces per patron in attendance 20 no.

Total 164 no.



7.4.1 Public Transport Availability A Route #86 Tram Stop is located along the immediate Smith Street site frontage, which provides a link between Waterfront City Docklands and Bundoora RMIT via Bourke Street, Melbourne.

The route is a high frequency services which operates around every 6 to 8 minutes during peak periods, and provides connection to several railway stations, the nearest being Clifton Hill Station in the outbound direction and Parliament Station in the city bound direction.

This route provides the opportunity for employees to easily travel to and from the site with minimal transport linkages. Moreover, it is understood that the planned development of the former Fitzroy Gasworks site directly opposite the site will include the upgrading of the existing tram stop at the site frontage from a citybound stop into a DDA Compliant Easy Access Stop. This will provide commuters with better facilities and full DDA access.

In addition to the above, several bus services are located within walking distance of the site, and Clifton Hill Railway Station can also be accessed on foot or via the above mentioned tram route.

7.4.2 Pedestrian and Cyclist Access and End of Trip Facilities The subject site is located approximately 160 metres west of Wellington Street, which is a bicycle priority route that provides dedicated on-street lanes for cyclists. In addition, Council Street, Alexandra Parade (westbound carriageway) and Napier Street to the west of the site all provide dedicated on-street bicycle lanes that facilitate cyclist movement to and from the site.

Furthermore, the subject proposal is proposing on-site bicycle parking (280 spaces) and end of trip facilities (23 showers and 250 lockers) well in excess of the minimum statutory requirements (137 spaces and 9 showers) outlined by the Planning Scheme.

These measures seek to encourage active modes of transport to access the site.

7.4.3 City of Yarra – Parking Management Strategy 2013-2017 The Parking Management Strategy for the City of Yarra was adopted in November 2013 and is to be used to guide policy decisions on parking-related matters. The Strategy outlines three (3) overall goals:

1. Reduce the number of cars needing to park in residential streets;

2. Enable a reduction in the road pavement space used for parking where a community benefit can be achieved particularly where pedestrians, cyclists, public transport and persons waiting for public transport will benefit; and

3. Plan and manage transport and urban developments to minimise the need for people to have to drive cars so that the demand for parking is contained and managed effectively.

Included within the strategy are 16 principles which form key drivers for the practical management of parking systems in the City of Yarra. Notably, Principle 7 states:

7. Ensure that new developments are self-sufficient in meeting their parking needs – with the exception of encouraging reduced parking or no car parking developments for sites very close to public transport stops.

The subject site, and its use as an office, serves as an excellent opportunity to provide a reduced parking development in the immediate vicinity of public transport, and achieve the goals of the City of Yarra Parking Management Strategy.

7.4.4 On-Street Parking Restrictions The land zoning of the site (Commercial 2 Zone) and location adjacent to the retail facilities and services in the Smith Street Activity Strip is such that on-street car parking in the vicinity of the site is heavily managed. On-street car parking spaces are typically geared towards short term users, with time based restrictions typically in effect during business hours.

The restrictions are typical of an activity centre, where long-term parking demands are discouraged and the sharing use of parking infrastructure is encouraged through a high turnover of available spaces.



7.5 Summary of Car Parking Provisions The site is also located at the northern end of the Smith Street Activity Strip, which provides the opportunity for a large number of mixed-use trips with the retail facilities and services located to the immediate south. Moreover, the planned development of the former Fitzroy Gasworks site to the immediate west of the site will place a significant number of potential supermarket, retail, market hall and food & drinks premises within a convenient walking distance.

This is likely to further bias the mode choice of customers to the site towards walking and cycling and further reduce the overall retail car parking demands.

From a functional standpoint, the proposed provision of 140 spaces for the shared use of the retail land uses on the site would seem appropriate for operational purposes. Similarly, the allocation of 212 spaces to the office use will limit the traffic impact of the proposal whilst being self-regulated by the existing parking controls that surround the site.

7.6 Accessible Car Parking Requirement The Building Code of Australia (BCA) requires that commercial and retail car parks provide accessible car parking spaces at the following rates:

Table 7-8 DDA Car Parking requirements Land Use Building Class DDA Car Parking Requirement

Supermarket / Retail Class 6 1 space per every 50 spaces or part thereof

Office Class 5 1 space per every 100 spaces or part thereof

Based on the proposed allocation of 140 spaces for retail use and 212 spaces for office land use, three (3) spaces should be provided within the public car park and three (3) spaces within the commercial car park.

The development plans indicate three (3) DDA spaces are provided in the B1 level for retail use and three (3) DDA spaces are provided in the B2 and B3 levels for commercial use. These spaces have been designed in accordance with the design criteria outlined in the Australian standard for Off-Street Car parking for People with Disabilities (AS2890.6:2009) and satisfy the BCA requirement.



8 Traffic Considerations

8.1 Traffic Generation

8.1.1 Office Case study data held by Cardno suggests that in a constrained situation where parking is expected to be fully utilised, approximately 50% of an office car park turns over during the peak 1-hour period, with around 2% of vehicle movements in the counter peak direction.

On this basis, the 212 spaces allocated to the office use could be expected to generate in the order of 104 inbound movements and 2 outbound movements in the 1-hour period prior to business hours (8:00am-9:00am) and 2 inbound movements and 104 outbound movements during the 1-hour period at the conclusion of business hours (5:00pm-6:00pm). Office traffic generation through the middle of the day is typically minimal.

Office land uses do not typically operate / generate traffic on Saturdays.

8.1.2 Supermarket & Retail Land Use Surveys have previously been undertaken at the Woolworths store in Smith Street, Fitzroy on a Friday and Saturday.

The peak traffic generation on the Friday occurred between 4:00pm and 5:00pm when a rate of 5.93 vehicle movements per 100sqm was recorded. It is expected that the morning will generate significantly less traffic.

Adopting a traffic generation rate of 2 movements per 100m2 and 6 movements per 100m2 for the AM and PM peak periods respectively equates to 79 movements in the morning peak period and 237 movements in the afternoon peak period.

It is generally adopted that vehicle movements are evenly split between in and out manoeuvres during the PM peak while 75% of movements are inbound during the AM peak period.

8.1.3 Market Hall Land Uses The car parking demand assessment indicates the Market Hall, Communal Dining Areas, and Food & Drinks Premises are anticipated to generate a typical peak car parking demand in the order of 28 spaces during a Friday evening. Peak parking demands are likely to correlate with dinner times and occur in the evening after the commuter peak.

On the basis that half the peak parking demand arrives during the afternoon prior to peak evening operations, the Market Hall land uses are anticipated to generate in the order of 14 inbound vehicle movements during the peak commuter 1-hour period.

The Market Hall is not anticipated to generate any substantial traffic during the weekday morning peak hour period.

8.1.4 Combined Traffic Generation Based on the preceding sections, the site-generated traffic volumes likely to be generated during the AM and PM peak 1-hour periods are summarised at Table 8-1, below.

Table 8-1 Site-Generated Peak Hour Traffic Estimates

Use AM Peak Hour PM Peak Hour Inbound Outbound Inbound Outbound

Office 104 2 2 104 Supermarket / Retail 59 20 119 118 Market Hall 0 0 14 0 Total 163 22 135 222

This volume is considered relatively low in consideration of the surrounding arterial road traffic volumes.



The net increase in traffic likely to be generated by the site will be less than this estimate for the following reasons:

The location of the site on an arterial route out of the city is such that the supermarket is likely to attract a large number of linked-trips, i.e. a person calling in to the centre on the way home from work. These are not new trips to the road network, but rather existing trips that are diverted through the site. It is likely that supermarket traffic could be reduced by around 20% due to linked trips, which would reduce the AM and PM peak hour traffic volumes by around 16 and 47 vehicle movements respectively; and

The above estimate does not account for the existing traffic volume generated by the existing uses on the site.

Moreover, the location of the site in a densely populated inner suburban area, and the proximity of several other supermarkets, is such that the retail land uses are likely to attract a significant portion of walk-up trade from residents that live in a walkable catchment area.

8.2 Impact of Site Generated Traffic

8.2.1 Distribution of Site-Generated Traffic All vehicular access to the site is proposed from a mid-block location on Reeves Street, which can be accessed from a fully directional T-intersection at Council Street to the north, and a left-in, left-out access from Alexandra Parade to the south.

This connectivity allows vehicles to approach and depart the site in a variety of ways, with routes chosen by motorists likely to vary on a daily basis dependant on the prevailing peak hour traffic conditions.

Council has requested SIDRA analyses of the Reeves Street / Alexandra Parade and Council Street / Smith Street intersections.

The following assumptions have been made with regard to the distribution of vehicle movements to and from the site:

Vehicle movements will approach and depart the site evenly from the north, south, east and west;

Vehicles approaching from the west will turn directly into Reeves Street from Alexandra Parade. Vehicles departing to the west will return to Alexandra Parade via Wellington Parade during the morning peak (due to the time-based right-turn restriction at Council Street and Smith Street) and via Council Street, Smith Street and George Street during the afternoon peak.

Vehicles arriving from the north will approach evenly from Wellington Street and Smith Street, using Council Street to access Reeves Street. Vehicles departing to the north will access Queens Parade via Council Street and Wellington Street; and

Vehicles accessing the site from the east and south are likely to use Eastern Freeway, Studley Park Road, Victoria Street and Punt Road / Hoddle Street. Around a third of these vehicles will arrive via each of Smith Street / Council Street, Wellington Street / Council Street, and Alexandra Parade / Reeves Street. Around two thirds of vehicles will depart onto Alexandra Parade via Reeves Street and a third will depart south onto Smith Street via Council Street.

Based on the preceding, the likely distribution of peak hour movements at the Reeves Street / Alexandra Parade and Council Street / Smith Street intersections are presented at Figure 8-1.



Figure 8-1 Forecast Site-Generated Movements at Reeves St / Alexandra Pde & Council St / Smith St

8.2.2 SIDRA Analysis The operation of the above intersections has been modelled using SIDRA intersection under both existing traffic volumes (Figure 2-11) and a post-development scenario that combines the existing traffic volumes with the site-generated movements at Figure 8-1.

This computer package, originally developed by the Australian Road Research Board, provides information about the capacity of an intersection in terms of a range of parameters, as described below:

Degree of Saturation (D.O.S.) is the ratio of the volume of traffic observed making a particular movement compared to the maximum capacity for that movement. Various values of degree of saturation and their rating are shown at Table 8-2.

Table 8-2 Rating of Degrees of Saturation D.O.S. Rating

Up to 0.6 Excellent

0.6 to 0.7 Very Good

0.7 to 0.8 Good

0.8 to 0.9 Fair

0.9 to 1.0 Poor

Above 1.0 Very Poor

It is considered acceptable for some critical movements in an intersection to operate in the range of 0.9 to 1.0 during the high peak periods, reflecting actual conditions in a significant proportion of suburban signalised intersections.

The 95th Percentile (95%ile) Queue represents the maximum queue length, in metres, that can be expected in 95% of observed queue lengths in the peak hour; and

Average Delay is the delay time, in seconds, which can be expected over all vehicles making a particular movement in the peak hour.

The results of the SIDRA Intersection analysis are summarised in Table 8-3.



Table 8-3 SIDRA Intersection Analysis Summary

The analyses indicate that when considered in isolation, both intersections currently operate with a low degree of saturation and minimal queue lengths. The post-development analyses indicate that there would be very minor increases in these parameters under post-development traffic volumes.

Cardno has undertaken inspections of the surrounding road network during both the AM and PM peak hour periods.

During the AM peak period it was observed that southbound traffic on Smith Street was often queued beyond the Council Street intersection. Whilst SIDRA does not account for this scenario, the queueing of traffic will provide sustained gaps in the traffic flow which can assist vehicles turning into and out of Council Street. No significant queueing was observed on Smith Street during the PM peak period.

It is noted that the potential signalisation of the Smith Street and Council Street intersection as part of the adjacent Gasworks development is likely to change traffic conditions in the surrounding area. This would in turn improve the accessibility of the subject site to/from Smith Street via Council Street.

Eastbound queueing on Alexandra Parade did not extend beyond the ‘left-in, left-out access to Reeves Street during both peak period observations.

8.3 Queueing Assessment It is proposed that license plate recognition (LPR) cameras be used to control the movement of vehicles into and out of the site. This technology is appropriate for managing parking by infrequent users as is common in the retail environment, as it reduces entry and exit delays associated with drivers collecting and inserting tickets.

Table 9-1 summarises the capacities of common types of carpark entry/exit barriers, and the adopted capacity for a frictionless parking system. The reduced exit capacity for LPR installations accounts for delays associated with the occasional driver paying at the exit boom gate.

Intersection Peak Approach Existing Conditions Post-Development

DOS 95th%ile Queue

Average Delay

DOS 95th%ile Queue

Average Delay

Smith

St /

Cou

ncil

St

AM

Pea

k Smith Street (S) 0.093 0.6 0.5 0.128 3.2 2.2

Council Street (E) 0.056 1.5 8.2 0.084 2.2 9.2

Smith Street (N) 0.255 0.0 0.1 0.266 0.0 0.2

Intersection 0.255 1.5 0.5 0.266 3.2 1.2

PM P

eak

Smith Street (S) 0.110 0.9 0.2 0.120 2.4 0.6

Council Street (E) 0.048 1.3 7.0 0.252 7.4 9.1

Smith Street (N) 0.137 0.0 0.1 0.147 0.0 0.4

Intersection 0.137 1.3 0.5 0.252 7.4 1.8

Ale

xand

ra P

de /

Ree

ves

St

AM

Pea

k Reeves Street (N) 0.034 0.9 15.0 0.047 1.2 14.3

Alexandra Parade (N) 0.433 0.0 0.0 0.446 0.0 0.2

Intersection 0.433 0.9 0.1 0.446 1.2 0.3

PM P

eak Reeves Street (N) 0.036 0.9 17.4 0.236 6.8 18.1

Alexandra Parade (N) 0.497 0.0 0.0 0.507 0.0 0.1

Intersection 0.497 0.9 0.1 0.507 6.8 0.7



Table 8-4 Parking Control System Capacities Car Park Control Type Lane Capacity Source

Free-Flowing 600vph

AS2890.1 Automatic Boom Gate 300vph

Manual Staffed Boom Gate 250vph

LPR Entry 560vph Cardno/QUT

LPR Exit 425vph

Based on the above, Cardno has determined the 98th percentile queue lengths likely to be generated at the inbound and outbound boom gates using standard queuing theory. The 98th percentile queue length is the queue that is expected to be exceeded on less than 2% of occasions, with typical queue lengths being much lower.

Table 8-5 Access Queuing Analysis – Frictionless Parking Control System

Peak Hour Period Control Point Capacity Forecast

Demand 98th %ile Queue Length

Vehicles metres

AM Peak Entry 560vph 163 vph 3 18m

Exit 425vph 22 vph 1 6m

PM Peak Entry 560vph 135 vph 2 12m

Exit 425vph 222 vph 5 30m

The queuing analysis indicates 98th percentile queue length of 3 vehicles inbound during the AM peak period and 5 vehicles outbound during the PM peak period.

A review of the plans indicates that the traffic island along the centreline of the basement access ramp has a length of approximately 20 metres. The installation of a boom gate at the base of the ramp will therefore provide adequate length for the 98th percentile inbound queue to be fully accommodated within the site boundaries without blocking the Reeves Street footpath.

The peak outbound queue during the afternoon / evening peak period will occur along the central parking aisle and have no impacts on the external movement network.

Based on the above, the provision of a single inbound and outbound traffic lane at the site access is appropriate to accommodate the traffic volume likely to be generated by the development.



9 Responses to Council RFI Items

This Traffic & Transport Assessment (TTA) has been prepared as an update to the previous TTA (Cardno Ref #V181838REP001F03, dated 25th October, 2019) to reflect minor changes to the architectural plans that resulted from a Request for Further Information letter prepared by City of Yarra Council dated 23rd December 2019.

The RFI included several traffic related items which have been discussed throughout the body of this report and are directly addressed below.

4. Traffic Report updated to include:

a. Swept path diagram for car spaces where columns are flush to the aisles (incl. the car space in the northern most row, second from the east on Basement L3);

As noted in Section 5.1, the 250mm x 100mm access triangle clear zones required at the open ends of car parking spaces are required for ingress and egress (i.e. corner cutting).

Most parking aisles throughout the car park are greater than 6.65m wide (i.e. 250mm wider than the 6.4 metres required), which effectively provides the additional manoeuvring clearance of the access triangle within the parking aisle.

Where columns are located directly adjacent to the 6.4-metre wide aisles they have been located outside of the access triangle clear zone.

A swept path diagram is attached at Appendix B which demonstrates vehicular access to the abovementioned car parking space. The parking space is fully compliant with the Yarra Planning Scheme and the swept path diagram indicates vehicular access can be provided whilst maintaining adequate clearance from fixed objects (including the column).

b. Commentary on sightlines for vehicles exiting the loading bay; and

Vehicles are proposed to reverse into the site from Reeves Street under supervision by traffic controllers, and depart in a forward direction. These controllers will also assist departing loading vehicles where practicable.

The architectural plans indicate that warning signage and a supplementary light system will be provided at the loading access to warn pedestrians of exiting loading vehicles

c. Greater analysis (i.e. SIDRA analysis of the impact on the intersection of Reeves Street and Alexandra Parade, and Council Street and Smith Street.

SIDRA analyses for both intersections under existing and post-development traffic flows has been prepared and presented at Section 8.2.

The analyses indicate that when considered in isolation, both intersections operate with a low degree of saturation and minimal queue lengths under both existing and post-development traffic volumes.

5. Green Travel Plan in accordance with Clause 22.17 of the Yarra Planning Scheme;

A Green Travel Plan has been prepared by Cardno (Cardno Ref# V181838GTP001F01, dated 7th February) and submitted alongside the revised planning documentation.

6. Greater detail regarding the sightlines for existing vehicles from the basement;

The sight triangle provided on the departure side of the basement access measures 2.5m x 0.8m, which is less than the 2.5m x 2.0m requirement.

Notwithstanding, the stairwell of the adjacent EOT enclosure is proposed to be of perforated screen construction to improve a departing motorists view of pedestrian activity on the footpath when approaching the site boundary.

The architectural plans also indicate that warning signage and a supplementary light system will be provided at the site access to warn pedestrians of exiting vehicles.



19. Any small car parking spaces to be annotated (as per Cardno advice).

There are 17 spaces across the three basement levels (i.e. 4.5% of overall spaces) where columns intrude into the 1900mm door opening zone by 300mm or greater. These have now been designated on the plans as ‘small’ parking spaces as per the Australian Standard.

No other intrusions into the door opening zones are greater than 50mm (2%), allowing these spaces to function appropriately as regular spaces.

Council also provided the below preliminary comments at the rear of the RFI letter.

6. The columns between car spaces are located flush with the aisle; this may restrict turning movements into these spaces.

As discussed at Item 4 above, most parking aisles have been provided with at least 250mm additional width which achieves the intent of the access triangle clear zone.

Columns located flush to 6.4m wide parking aisles have been located outside of the access triangle clear zones due to the structural grid alignment

8. Line of sight for existing vehicles appears unreasonably restricted and poses potential safety concerns. The Cardno report suggests that the stairwell will be constructed in a perforated material, greater detail has been requested to demonstrate level of sight. Concern also raised with the sightline from the northernmost loading bay.

As discussed at Items 4b and 6.

9. Vehicle crossover is not drawing with sufficient splays to the footpath as per Council’s Standard Drawings.

Crossover splays measuring 650mm by 650mm have been added to the architectural plans as per Council’s standard drawings.



10 Conclusions

Foundry Company Pty. Ltd. proposes to demolish the existing industrial building and warehouses on the site to allow for the construction of two (2) distinct buildings, comprising:

A staggered 8 to 12-storey commercial (office) building at the south of the site which provides retail uses (including a supermarket) across the ground and podium levels; and

A 4-storey ‘Market Hall’ building at the north-west of the site, which will provide a communal dining area that facilitates approximately eighteen (18) small food & drinks outlets, and standalone food & beverage outlets on the L2 and L3 levels.

Based on the foregoing analysis it is concluded that;

The development generates a statutory car parking requirement for 936 car parking spaces. The subject proposal includes provision for 352 spaces and therefore seeks a reduction against Planning Scheme requirements;

In consideration of the above:

o The suggested provision of around 140 spaces for the shared use of the supermarket, retail, market hall, communal dining areas and food & drinks premises is supported by case study data held by Cardno;

o The allocation of approximately 212 spaces for the commercial (office) land use is sustainable given the accessibility of the site via public transport and active transport modes;

o Council’s parking management strategy supports parking reductions below statutory requirements in areas well serviced by public transport, and the existing parking supply proximate to the site is heavily managed to deter long-term parking demands;

o A tram super stop is proposed to be constructed along the immediate frontage of the site as part of the planned redevelopment of the adjacent Fitzroy Gasworks site; and

o The provision of 18 car parking spaces with electric charging points is supported.

The application proposes on-site bicycle parking (280 spaces) and end of trip facilities (23 showers and 250 lockers) well in excess of the minimum statutory requirements (137 spaces and 9 showers) outlined by the Planning Scheme;

The car parking layout has generally been designed in accordance with the design criteria outlined by the Australian Standard for Off-Street Car Parking (AS2890.1:2004) and Clause 52.06 of the Yarra Planning Scheme. Methods to segregate the retail and office car parking areas should be determined as part of the detailed design stage;

The car park is anticipated to attract up to 357 vehicle movements during the PM peak hour. The use of License Plate Recognition (LPR) cameras to control the movement of vehicles into and out of the site can accommodate the expectant peak hour queue lengths without causing any impacts on the external road network; and

The road network surrounding the site is highly connective and allows vehicles to approach and depart the site in a variety of ways, with routes chosen by motorists likely to vary on a daily basis dependant on the prevailing peak hour traffic conditions.



Smith Street Mixed-Use Development, Clifton Hill

APPENDIX

A CAR PARKING OCCUPANCY SURVEYS

Parking Occupancy Results - Friday 30th August, 2019

Type Times Type Times 10:00AM 11:00AM 12:00PM 1:00PM 2:00PM 3:00PM 4:00PM 5:00PM 6:00PM 7:00PM 8:00PM 9:00PMAlexandra Pde From George St To Smith St N Unrestricted 22 19 20 21 21 21 20 18 15 10 4 4 3

From Smith St To Reeves St N 1P 7am-5pm 2 1 2 2 2 1 2 2 2 1 1 1 0Unrestricted 2 2 2 2 2 2 2 2 2 1 1 1 1

From Reeves St To Hilton St N Unrestricted 7 7 7 7 7 7 7 7 5 2 1 1 0From Hilton St To Wellington St N Unrestricted 5 4 5 5 5 5 4 5 4 4 3 3 2

Wellington St From Alexandra Pde To Noone St E 4P 7am-7pm Mon-Fri 9 7 6 5 6 5 9 7 5 6 7 8 8W 4P 7am-7pm Mon-Fri 12 9 7 9 8 9 11 11 9 7 8 10 11

From Noone St To Council St E 4P 7am-7pm Mon-Fri 5 3 4 5 3 4 5 4 4 4 4 3 2W 4P 7am-7pm Mon-Fri 5 3 4 4 3 3 5 4 4 5 5 5 5

From Council St To Kent St E 4P 7am-7pm Mon-Fri 3 2 2 1 1 2 3 2 2 3 3 2 2P Disabled 8am-4pm School Days 1 0 1 1 0 0 0 0 0 0 0 0 04P 7am-7pm Mon-Fri 6 3 4 4 3 4 6 5 4 4 3 4 4P Disabled 1 1 1 1 1 0 0 0 1 1 1 1 1

W No Stopping 7am-6pm School Days P Disabled All Other Times 1 0 0 0 0 0 0 0 0 0 0 0 0P 2mins 8:30am-9:30am; 3pm-4pm School Days 2 1 2 1 1 1 2 2 1 1 1 1 14P 7am-7pm Mon-Fri 3 2 3 3 3 2 3 3 2 1 1 2 2

From Kent St To Hodgkinson St E 4P 7am-7pm Mon-Fri 14 8 8 9 10 9 14 12 9 8 7 7 6W 4P 7am-7pm Mon-Fri 16 8 9 10 11 12 15 12 9 8 6 7 8

Hodgkinson St From Wellington St To Hilton St N 2P 7am-7pm Mon-Fri 23 17 16 14 13 15 20 18 13 15 16 20 21S 2P 7am-7pm Mon-Fri 17 13 12 12 11 12 16 14 12 14 15 15 16

From Hilton St To Smith St N 2P 7am-7pm Mon-Fri 6 4 4 4 4 4 5 4 4 5 5 5 5P Disabled 1 0 0 0 0 0 0 0 0 0 0 0 02P 7am-7pm Mon-Fri 14 9 9 10 10 11 14 11 10 11 11 12 12

S 2P 7am-7pm Mon-Fri 20 12 12 11 10 11 18 13 11 12 12 14 162P 7am-7pm 9 5 6 7 8 8 8 7 6 7 7 7 6

Smith St From Qeens Pde To Hodgkinson St W No Stopping 4pm-6pm Mon-Fri 4P 7am-4pm Mon-Sat 9 1 2 3 3 3 2 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 1P 9am-5:30pm Mon-Fri; 7:30am-12:30pm Sat 5 2 3 3 2 2 3 2 1 0 0 1 2

From Hodgkinson St To Council St W No Stopping 4pm-6pm Mon-Fri 4P 7am-4pm Mon-Sat 6 2 3 3 3 3 2 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 4 2 3 3 3 3 3 2 1 0 0 0 0

From Council St To Alexandra Pde W No Stopping 4pm-6pm Mon-Fri 4P 7am-4pm Mon-Sat 20 14 15 16 16 14 12 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 2 2 2 2 2 2 2 1 1 0 0 0 0

No Stopping 7am-9am Mon-Fri Loading Zone 9am-5:30pm Mon-Fri; 7:30am-12:30pm Sat 1 0 0 1 0 0 1 1 0 0 0 0 0No Stopping 7am-9am Mon-Fri 4 4 4 4 4 4 4 3 3 1 0 0 0

Council St From Smith St To Reeves St S Loading Zone 7:30am-5:30pm Mon-Sat 1 0 1 0 0 1 0 0 0 0 0 0 02P 7am-7pm Mon-Fri 5 3 4 4 4 5 4 4 4 3 2 2 3

N 2P 7am-7pm Mon-Fri 14 10 10 9 9 8 8 8 7 7 6 10 12P Disabled 1 1 1 1 1 1 1 0 0 0 0 0 02P 7am-7pm Mon-Fri 2 1 1 1 1 1 2 2 2 1 1 1 1

Reeves St From Council St To Alexandra Pde W 4P 7am-7pm 2 2 2 2 2 2 2 2 1 1 0 0 02P 7am-7pm Mon-Fri 3 2 3 3 3 3 3 3 2 1 0 0 0

E 4P 7am-7pm Mon-Fri 25 16 20 22 23 23 21 20 17 14 12 13 142P 7am-7pm Mon-Fri 4 3 4 4 4 4 3 4 3 3 2 2 2

Council St From Reeves St To Hilton St S 2P 7am-7pm Mon-Fri 11 7 7 7 6 6 6 4 4 5 5 7 9N 2P 7am-7pm Mon-Fri 31 24 25 26 26 24 23 24 25 26 27 28 28

From Hilton St To Wellington St S 2P 7am-7pm Mon-Fri 7 4 4 3 3 3 3 4 4 5 5 5 5N 2P 7am-7pm Mon-Fri 16 10 12 14 15 13 16 13 12 11 10 10 11

Hilton St From Council St To Alexandra Pde W Unrestricted 7 5 5 5 5 5 6 5 4 4 4 5 5E Unrestricted 10 8 9 10 10 10 9 8 6 5 4 6 7

From Council St To Kent St E Unrestricted 7 5 5 4 4 4 4 4 3 3 3 5 6W Unrestricted 8 5 5 6 6 6 6 6 6 6 6 7 7

From Kent St To Hodgkinson St E Unrestricted 5 5 5 5 5 4 4 4 5 5 5 5 5W No Stopping 0 0 0 0 0 0 0 0 0 0 0 0 0

Kent St From Hilton St To Wellington St S No Stopping 0 0 0 0 0 0 0 0 0 0 0 0 0N Unrestricted 9 7 7 6 6 6 5 5 6 7 7 8 9

Wellington St From Alexandra Pde To Mater St W 4P 7am-7pm Mon-Fri 1 1 1 1 1 0 1 1 1 1 1 1 1P Disabled 2 0 1 1 1 1 0 0 1 1 1 1 04P 7am-7pm Mon-Fri 11 6 7 9 8 8 7 8 9 10 10 11 10

E No Stopping 7am-9am Mon-Fri 4P 9am-7pm Mon-Fri 2 1 2 2 1 2 2 1 1 2 2 2 2No Stopping ; Carshare Only 1 0 0 0 0 0 0 0 0 0 0 0 04P 7am-7pm Mon-Fri 14 7 9 10 8 9 10 8 9 10 12 13 12

Mater St From Alexandra Pde To Budd St N 2P 7am-7pm Mon-Sat 2 2 2 2 2 2 2 2 2 2 2 2 2P Disabled 1 0 0 1 1 1 1 0 0 1 1 1 12P 7am-7pm Mon-Sat 2 1 2 2 2 2 2 0 1 2 2 2 2

S 2P 7am-7pm Mon-Sat 6 5 6 6 6 6 6 5 5 6 6 6 6From Budd St To Blanche St N 2P 7am-7pm 6 4 4 5 5 5 5 4 4 3 3 4 5

S 2P 7am-7pm Mon-Sat 14 8 10 11 12 12 11 10 10 9 8 9 10Budd St From Mater St To Alexandra Pde E 2P 7am-7pm Mon-Sat 13 9 10 10 11 11 10 9 10 11 11 12 12

W 2P 7am-7pm Mon-Sat 4 2 3 4 4 4 4 3 3 4 4 4 3P Disabled 1 0 0 0 0 0 0 0 0 0 0 0 02P 7am-7pm Mon-Sat 6 5 5 4 4 4 4 5 5 6 6 6 6

Blanche St From Alexandra Pde To Mater St W 2P 7am-7pm 13 8 8 9 9 9 9 8 8 7 7 9 10E Permit Zone 16 8 8 9 9 9 10 10 10 11 11 12 12

Mater St From Blanche St To Emma St N 2P 7am-7pm 6 4 5 5 6 6 6 5 5 4 4 4 5S 2P 7am-7pm 10 7 9 10 10 10 9 8 7 5 4 6 7

From Emma St To Smith St N 1P Ticket 9am-5pm 6 1 1 2 3 3 2 2 2 3 3 4 2S 1P Ticket 9am-5pm 7 2 3 4 4 4 3 4 3 4 6 5 4

1/4P 7am-6pm Mon-Sat 3 1 0 1 2 2 1 0 1 0 1 1 0Emma St From Mater St To Alexandra Pde E Permit Zone 12 8 8 7 6 6 5 6 7 9 11 11 11

W 4P 7am-7pm Mon-Fri 11 9 10 11 11 11 10 10 9 7 6 10 8Loading Zone 8am-5pm Mon-Fri 2 0 1 0 1 1 0 1 0 2 2 2 2

Smith St From Alexandra Pde To Cecil St W No Stopping 4pm-6pm Mon-Fri No Stopping 8am-5pm Sat-Sun 3 0 0 0 0 0 0 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 2P Meter 9am-6pm 8 3 4 6 5 5 4 5 6 5 4 7 6

From Cecil St To Mater St W No Stopping 4pm-6pm Mon-Fri 2P Meter 9am-4pm 7 4 5 7 6 7 5 0 0 0 3 5 3E No Stopping 7am-9am Mon-Fri 2P Meter 9am-6pm 3 2 2 2 2 2 2 1 1 2 1 3 3

2P Meter 9am-6pm 5 1 1 2 2 3 3 2 2 2 1 4 2Westgarth St From Smith St To Gore St N 2P Disabled 2 0 0 0 0 0 0 0 0 0 0 0 0

1P Ticket 9am-5pm 4 3 3 4 3 4 4 3 3 2 2 3 3S 1P Ticket 9am-5pm 2 0 1 1 1 1 1 0 0 0 0 1 1

Loading Zone 7:30a-5:30p Mon-Fri; 7:30am-12:30pm Sat 2 0 0 1 0 0 1 0 0 0 0 0 01P Ticket 9am-5pm 2 1 1 1 1 1 1 1 1 0 0 0 0

From Gore St To George St N 1P 7am-7pm 7 4 5 6 6 6 5 5 4 4 4 5 5S 2P 7am-7pm 10 8 8 9 9 9 9 8 8 7 7 8 9

George St From Westgarth St To Cecil St E 1P 7am-7pm 5 3 4 4 4 4 4 3 3 4 4 5 5M Unrestricted 2 2 2 2 2 2 2 2 2 2 2 2 2W 1P 7am-7pm 6 5 5 5 5 5 4 4 4 5 5 5 5

From Cecil St To Alexandra Pde E 4P 7am-7pm 6 5 6 6 5 5 5 4 3 2 1 1 1W 4P 7am-11pm 13 10 11 12 12 12 11 10 8 5 3 3 2

Gore St From Alexandra Pde To Cecil St W 2P 7am-7pm 4 1 2 3 3 3 3 2 1 1 0 0 0E 2P 7am-7pm 3 2 2 3 3 3 2 2 2 1 0 0 0

From Cecil St To Westgarth St W Permit Zone 7 5 5 5 5 5 4 4 4 5 5 5 5E 1P 7am-7pm Mon-Fri 6 4 4 5 5 5 5 5 4 4 4 5 5

Alexandra Pde From Wellington St To Budd St S Loading Zone 1 0 1 1 0 0 1 0 1 0 0 0 04P 7am-7pm Mon-Fri 3 2 3 3 3 3 3 3 2 2 2 3 3

From Budd St To Blanche St S 4P 7am-7pm Mon-Fri 4 2 2 3 3 3 3 2 2 1 1 2 2From Blanche St To Emma St S 4P 7am-7pm Mon-Fri 2 1 2 2 2 2 2 1 1 0 0 0 0From Emma St To Smith St S 4P 7am-7pm Mon-Fri 4 1 2 3 3 4 4 3 3 4 4 4 3

Loading Zone 1 0 1 0 1 1 0 0 1 0 1 1 0From Smith St To Gore St S 2P 7am-7pm 7 2 4 5 5 5 4 3 2 1 0 0 0From Gore St To George St S 2P 7am-7pm 8 3 5 6 6 6 5 5 4 2 1 1 1

734 686 686 686 686 686 684 641 643 696 696 696 696436 489 523 514 517 536 458 412 394 372 430 429250 197 163 172 169 148 183 231 302 324 266 267

Utilisation 64% 71% 76% 75% 75% 78% 71% 64% 57% 53% 62% 62%

Parking Occupancy

No. Occupied Parking SpacesParking Spaces Available at Time of Survey

Parking Supply at Time of Survey

Restriction 2Street Section Side Restriction 1 Supply

Parking Clifton Hill EDIT.xlsx Page 1 of 1

Parking Occupancy Results - Saturday 31st August, 2019

Type Times Type Times 10:00AM 11:00AM 12:00PM 1:00PM 2:00PM 3:00PM 4:00PM 5:00PM 6:00PM 7:00PM 8:00PM 9:00PMAlexandra Pde From George St To Smith St N Unrestricted 22 6 6 6 6 6 5 5 5 5 4 4 4

From Smith St To Reeves St N 1P 7am-5pm 2 1 2 2 2 2 2 2 1 1 1 0 0Unrestricted 2 1 2 2 2 2 1 1 1 1 1 1 0

From Reeves St To Hilton St N Unrestricted 7 1 1 1 1 1 0 0 0 0 0 0 0From Hilton St To Wellington St N Unrestricted 5 2 2 2 2 2 2 2 2 2 2 2 2

Wellington St From Alexandra Pde To Noone St E 4P 7am-7pm Mon-Fri 9 4 5 5 6 6 5 5 5 6 6 7 7W 4P 7am-7pm Mon-Fri 12 7 6 6 6 7 7 8 8 7 7 8 9

From Noone St To Council St E 4P 7am-7pm Mon-Fri 5 2 3 3 4 4 5 5 5 4 3 3 4W 4P 7am-7pm Mon-Fri 5 3 4 5 5 5 4 4 4 3 3 4 4

From Council St To Kent St E 4P 7am-7pm Mon-Fri 3 1 1 1 2 2 3 3 3 3 2 2 2P Disabled 8am-4pm School Days 1 0 0 0 0 0 0 0 0 0 0 0 04P 7am-7pm Mon-Fri 6 3 3 2 2 3 3 4 4 4 3 3 3P Disabled 1 0 0 0 0 0 1 1 1 1 1 1 1

W No Stopping 7am-6pm School Days P Disabled All Other Times 1 1 1 1 1 1 1 1 1 1 1 1 1P 2mins 8:30am-9:30am; 3pm-4pm School Days 2 1 1 1 1 2 2 2 2 2 1 1 14P 7am-7pm Mon-Fri 3 2 2 2 2 2 3 3 3 3 2 2 2

From Kent St To Hodgkinson St E 4P 7am-7pm Mon-Fri 14 8 8 7 7 7 6 6 6 7 7 8 8W 4P 7am-7pm Mon-Fri 16 9 10 11 11 10 9 7 7 6 7 9 10

Hodgkinson St From Wellington St To Hilton St N 2P 7am-7pm Mon-Fri 23 21 22 22 21 20 21 22 20 18 19 20 22S 2P 7am-7pm Mon-Fri 17 14 15 16 16 15 16 17 17 16 15 16 16

From Hilton St To Smith St N 2P 7am-7pm Mon-Fri 6 4 4 5 5 5 6 6 6 6 6 5 5P Disabled 1 0 0 0 0 0 0 0 0 0 0 0 02P 7am-7pm Mon-Fri 14 12 12 11 11 10 10 11 11 11 12 13 13

S 2P 7am-7pm Mon-Fri 20 16 14 12 13 13 15 16 15 13 15 15 162P 7am-7pm 9 4 4 4 4 5 5 5 4 4 5 6 6

Smith St From Qeens Pde To Hodgkinson St W No Stopping 4pm-6pm Mon-Fri 4P 7am-4pm Mon-Sat 9 0 0 0 0 0 0 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 1P 9am-5:30pm Mon-Fri; 7:30am-12:30pm Sat 5 1 2 2 2 3 4 4 3 1 1 0 0

From Hodgkinson St To Council St W No Stopping 4pm-6pm Mon-Fri 4P 7am-4pm Mon-Sat 6 0 0 0 0 0 0 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 4 0 0 0 0 0 0 0 0 0 0 0 0

From Council St To Alexandra Pde W No Stopping 4pm-6pm Mon-Fri 4P 7am-4pm Mon-Sat 20 3 4 4 4 3 2 1 1 0 0 0 0E No Stopping 7am-9am Mon-Fri 2 0 1 1 1 1 1 1 1 0 0 0 0

No Stopping 7am-9am Mon-Fri Loading Zone 9am-5:30pm Mon-Fri; 7:30am-12:30pm Sat 1 0 0 0 0 0 0 0 0 0 0 0 0No Stopping 7am-9am Mon-Fri 4 1 2 3 3 3 2 1 1 1 0 0 0

Council St From Smith St To Reeves St S Loading Zone 7:30am-5:30pm Mon-Sat 1 0 0 0 0 0 0 0 0 0 0 0 02P 7am-7pm Mon-Fri 5 2 2 2 3 3 2 2 2 2 2 3 3

N 2P 7am-7pm Mon-Fri 14 11 11 10 10 9 9 10 10 11 11 12 12P Disabled 1 1 1 1 1 1 1 1 1 1 1 1 12P 7am-7pm Mon-Fri 2 1 1 1 1 1 0 0 0 1 1 1 1

Reeves St From Council St To Alexandra Pde W 4P 7am-7pm 2 1 1 1 1 1 0 0 0 0 0 0 02P 7am-7pm Mon-Fri 3 0 0 0 0 0 0 0 0 0 0 0 0

E 4P 7am-7pm Mon-Fri 25 8 9 9 9 9 8 8 8 9 9 10 102P 7am-7pm Mon-Fri 4 1 1 1 2 2 3 3 3 3 2 2 2

Council St From Reeves St To Hilton St S 2P 7am-7pm Mon-Fri 11 6 6 5 5 5 6 6 6 7 7 8 8N 2P 7am-7pm Mon-Fri 31 24 24 23 23 22 22 23 23 24 25 26 27

From Hilton St To Wellington St S 2P 7am-7pm Mon-Fri 7 5 4 4 5 6 7 7 7 6 6 5 5N 2P 7am-7pm Mon-Fri 16 9 10 10 11 12 14 15 14 14 13 12 11

Hilton St From Council St To Alexandra Pde W Unrestricted 7 5 5 4 4 3 3 2 2 3 3 4 4E Unrestricted 10 6 6 6 5 5 5 4 4 4 4 5 6

From Council St To Kent St E Unrestricted 7 4 4 3 3 4 4 5 5 5 6 6 6W Unrestricted 8 6 6 6 6 6 6 6 6 6 6 6 6

From Kent St To Hodgkinson St E Unrestricted 5 5 5 5 5 4 4 5 5 5 5 5 5W No Stopping 0 0 0 0 0 0 0 0 0 0 0 0 0

Kent St From Hilton St To Wellington St S No Stopping 0 0 0 0 0 0 0 0 0 0 0 0 0N Unrestricted 9 7 7 6 6 5 5 6 6 6 7 8 8

Wellington St From Alexandra Pde To Mater St W 4P 7am-7pm Mon-Fri 1 1 1 1 1 1 1 1 1 1 1 1 1P Disabled 2 0 0 0 0 1 1 1 1 1 1 0 04P 7am-7pm Mon-Fri 11 6 5 5 6 7 8 9 8 9 11 11 9

E No Stopping 7am-9am Mon-Fri 4P 9am-7pm Mon-Fri 2 1 2 2 2 2 2 2 2 1 2 2 2No Stopping ; Carshare Only 1 0 0 0 0 0 0 0 0 0 0 0 04P 7am-7pm Mon-Fri 14 7 6 5 6 7 8 9 8 10 13 12 9

Mater St From Alexandra Pde To Budd St N 2P 7am-7pm Mon-Sat 2 2 2 2 2 2 2 2 2 2 2 2 2P Disabled 1 0 0 0 0 0 1 1 1 1 1 1 12P 7am-7pm Mon-Sat 2 2 2 2 2 2 2 2 2 2 2 2 2

S 2P 7am-7pm Mon-Sat 6 5 5 4 4 5 5 6 6 6 6 6 5From Budd St To Blanche St N 2P 7am-7pm 6 4 4 4 3 3 2 1 2 3 4 5 5

S 2P 7am-7pm Mon-Sat 14 7 7 6 6 5 6 6 7 7 8 9 10Budd St From Mater St To Alexandra Pde E 2P 7am-7pm Mon-Sat 13 10 11 12 12 12 13 13 13 11 11 12 12

W 2P 7am-7pm Mon-Sat 4 3 3 4 4 4 4 4 4 3 3 3 4P Disabled 1 0 0 0 0 0 1 1 1 1 1 1 12P 7am-7pm Mon-Sat 6 6 6 6 6 5 5 6 6 6 6 6 6

Blanche St From Alexandra Pde To Mater St W 2P 7am-7pm 13 10 10 9 9 9 8 8 8 7 8 9 10E Permit Zone 16 11 11 10 10 10 9 9 9 9 10 12 12

Mater St From Blanche St To Emma St N 2P 7am-7pm 6 4 4 5 5 5 6 6 6 6 5 5 5S 2P 7am-7pm 10 8 9 10 10 9 8 7 6 7 8 9 9

From Emma St To Smith St N 1P Ticket 9am-5pm 6 0 0 0 1 2 3 4 3 2 3 2 1S 1P Ticket 9am-5pm 7 4 5 6 6 6 5 5 4 4 5 5 3

1/4P 7am-6pm Mon-Sat 3 0 0 0 1 1 0 0 0 0 0 0 0Emma St From Mater St To Alexandra Pde E Permit Zone 12 8 7 6 6 6 7 7 7 8 8 9 10

W 4P 7am-7pm Mon-Fri 11 8 9 9 10 10 11 11 9 11 11 11 10Loading Zone 8am-5pm Mon-Fri 2 1 2 2 2 1 2 2 2 2 2 2 2

Smith St From Alexandra Pde To Cecil St W No Stopping 4pm-6pm Mon-Fri No Stopping 8am-5pm Sat-Sun 3 0 0 0 0 0 0 0 0 0 0 0 0E No Stopping 7am-9am Mon-Fri 2P Meter 9am-6pm 8 2 3 4 5 6 7 6 6 5 7 7 6

From Cecil St To Mater St W No Stopping 4pm-6pm Mon-Fri 2P Meter 9am-4pm 7 0 0 0 1 2 1 0 0 1 4 3 2E No Stopping 7am-9am Mon-Fri 2P Meter 9am-6pm 3 0 1 1 1 1 0 0 0 1 2 3 2

2P Meter 9am-6pm 5 0 1 2 2 2 1 0 0 1 2 4 2Westgarth St From Smith St To Gore St N 2P Disabled 2 0 0 0 0 0 0 0 0 0 0 0 0

1P Ticket 9am-5pm 4 3 2 2 2 3 2 2 2 2 3 3 3S 1P Ticket 9am-5pm 2 0 0 0 1 1 0 0 0 0 0 0 0

Loading Zone 7:30a-5:30p Mon-Fri; 7:30am-12:30pm Sat 2 0 0 0 0 0 0 0 0 0 0 0 01P Ticket 9am-5pm 2 0 0 0 0 0 0 0 0 0 0 0 0

From Gore St To George St N 1P 7am-7pm 7 5 5 4 4 4 3 3 3 4 4 5 5S 2P 7am-7pm 10 6 6 7 7 6 7 7 6 6 7 8 8

George St From Westgarth St To Cecil St E 1P 7am-7pm 5 3 3 3 4 4 3 3 3 3 4 4 4M Unrestricted 2 2 2 2 2 2 2 2 2 2 2 2 2W 1P 7am-7pm 6 4 4 4 4 3 3 3 4 4 5 5 5

From Cecil St To Alexandra Pde E 4P 7am-7pm 6 1 1 1 2 2 3 3 3 2 2 1 1W 4P 7am-11pm 13 5 6 7 6 5 4 2 2 3 4 4 4

Gore St From Alexandra Pde To Cecil St W 2P 7am-7pm 4 0 1 1 1 1 0 0 0 0 0 0 0E 2P 7am-7pm 3 0 0 0 0 1 0 0 0 0 0 0 0

From Cecil St To Westgarth St W Permit Zone 7 5 5 5 5 4 4 4 4 5 5 5 5E 1P 7am-7pm Mon-Fri 6 4 4 4 4 4 3 3 3 4 4 5 5

Alexandra Pde From Wellington St To Budd St S Loading Zone 1 0 1 1 0 0 1 0 0 0 0 0 04P 7am-7pm Mon-Fri 3 3 3 3 3 3 3 3 3 3 3 3 3

From Budd St To Blanche St S 4P 7am-7pm Mon-Fri 4 2 3 3 3 3 4 4 4 4 3 3 3From Blanche St To Emma St S 4P 7am-7pm Mon-Fri 2 2 2 2 2 2 2 2 2 1 1 1 1From Emma St To Smith St S 4P 7am-7pm Mon-Fri 4 2 3 3 4 4 4 4 4 3 4 4 4

Loading Zone 1 0 0 0 1 0 0 0 0 0 1 1 0From Smith St To Gore St S 2P 7am-7pm 7 0 0 0 1 1 2 2 2 1 1 0 0From Gore St To George St S 2P 7am-7pm 8 1 1 1 1 2 2 2 2 1 1 1 1

734 686 686 686 689 689 689 689 692 696 696 696 696364 384 382 397 398 400 404 392 387 409 427 421322 302 304 292 291 289 285 300 309 287 269 275

Utilisation 53% 56% 56% 58% 58% 58% 59% 57% 56% 59% 61% 60%

Parking Occupancy

Parking Supply at Time of SurveyNo. Occupied Parking SpacesParking Spaces Available at Time of Survey

Street Section Side Restriction 1 Restriction 2 Supply

Parking Clifton Hill EDIT.xlsx Page 1 of 1




APPENDIX

B SWEPT PATH DIAGRAMS

UP

DO

WN

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2019 Transoft Solutions, Inc. All rights reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


A31:250

4

MELWAY MAP REF 2C E4

FOUNDRY COMPANY PTY LTD

600 SMITH STREET, CLIFTON HILL

SMITH STREET MIXED USED DEVELOPMENT

REEVES STREET

ALE

XA

ND

RA P

AR

AD

E

CS / COB 06.02.2020

V181838-TR-SK-0001

DESIGN VEHICLE:

Width

Lock to Lock Time

Track

SU TRUCK

Steering Angle

2.20

:

:

:

6.0

2.50

2.50

36.6:

6.85

meters

12.50

(0.6m CLEARANCE SHOWN) - INGRESS

12.5m SU TRUCK SWEPT PATH

INGRESS MOVEMENTS

12.5m SU TRUCK SWEPT PATH ANALYSIS

MIXED USED DEVELOPMENT

SMITH STREET

SUBJECT SITE

8.6

SizeScale

Drawing Number Revision

Date

User:

matthew.barcello

na

BY:

content of this document.

any use or reliance by third party on the

whatsoever to any third party arising out of

assume any responsibility or liability

Cardno Limited does not and shall not

in accordance with the terms of the retainer.

solely for the benefit of and use by the client

This document is produced by Cardno Limited

All Rights Reserved.

Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_

Mixed_Use_Clifton_Hill\Traffic\Drafting\03 S

ketches\01 C

AD\V

181838-T

R-S

K-0

001.dgn

DATE P

LO

TTE

D:02/12/20

13:05:23

Drawn/Check

Email: [email protected] Web: www.cardno.com.au/victoria

Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788

501 Swanston Street, Melbourne, VIC Australia 3000

ABN: 47 106 610 913

(c) 2019 Transoft Solutions, Inc. All righ

ts reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2019 Transoft Solutions, I

nc. All rights reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

UP

DO

WN

A31:250

4





REEVES STREET

ALE

XA

ND

RA P

AR

AD

E

CS / COB 06.02.2020

V181838-TR-SK-0002

DESIGN VEHICLE:

Width

Lock to Lock Time

Track

SU TRUCK

Steering Angle

2.20

:

:

:

6.0

2.50

2.50

36.6:

6.85

meters

12.50

EGRESS MOVEMENTS

12.5m SU TRUCK SWEPT PATH ANALYSIS

(0.6m CLEARANCE SHOWN) - EGRESS

12.5m SU TRUCK SWEPT PATH


SMITH STREET

SUBJECT SITE

SizeScale


Date

User:

matthew.barcello

na

BY:










Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_


ketches\01 C

AD\V

181838-T

R-S

K-0

002.dgn

DATE P

LO

TTE

D:02/12/20

13:06:46

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913

UP

DO

WN

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019 Transoft Solutions, Inc.

All rights reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

A31:250

4





REEVES STREET

ALE

XA

ND

RA P

AR

AD

E

CS / COB 06.02.2020

V181838-TR-SK-0003

DESIGN VEHICLE:

SWEPT PATH ANALYSIS

Lock to Lock Time

SERVICE VEHICLE

Width

Track

Steering Angle

1.50 5.00

meters

:

:

2.50

2.50

:

38.7:

6.0

8.80

(0.6m CLEARANCE SHOWN) - INGRESS

8.8m SERVICE VEHICLE SWEPT PATH

(0.6m CLEARANCE SHOWN) - EGRESS

8.8m SERVICE VEHICLE SWEPT PATH

8.8m SERVICE VEHICLE


SMITH STREET

SUBJECT SITE

SizeScale


Date

User:

matthew.barcello

na

BY:










Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_


ketches\01 C

AD\V

181838-T

R-S

K-0

003.dgn

DATE P

LO

TTE

D:02/12/20

13:07:49

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.



(c) 2020

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

UP

DO

WN

A31:250

4





REEVES STREET

ALE

XA

ND

RA P

AR

AD

E

CS / COB 06.02.2020

V181838-TR-SK-0004

DESIGN VEHICLE:

SWEPT PATH ANALYSIS

- INGRESS

(0.3m CLEARANCE SHOWN)

B99 CAR SWEPT PATH

- EGRESS


B99 CAR SWEPT PATH- INGRESS


B99 CAR SWEPT PATH

- EGRESS


B99 CAR SWEPT PATH

B99 CAR SWEPT PATH

Lock to Lock Time

Width

Track

:

:

:

meters

B99

6.0

1.84

1.94

3.050.95

5.20

Steering Angle 33.9:

- INGRESS


B99 CAR SWEPT PATH


SMITH STREET

SUBJECT SITE

SizeScale


Date

User:

matthew.barcello

na

BY:










Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_


ketches\01 C

AD\V

181838-T

R-S

K-0

004.dgn

DATE P

LO

TTE

D:02/12/20

13:08:42

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913

UP

DO

WN

1250

1250

1250

1250


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2019 Transoft S

olutions, Inc. All rig

hts reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.





A31:250

3



600, SMITH STREET, CLIFTON HILL


CS / COB 06.02.2020

V181838-TR-SK-0005

DESIGN VEHICLES:

SWEPT PATH ANALYSIS

Lock to Lock Time

Width

Track

:

:

:

meters

B85

6.0

1.77

1.87

2.800.92

4.91


BASEMENT 01 MODIFICATIONS

(0.3m CLEARANCE SHOWN) - TYPICAL

B99 CAR SWEPT PATH

Lock to Lock Time

Width

Track

:

:

:

meters

B99

6.0

1.84

1.94

3.050.95

5.20


2.6

4.9

6.7

6.4MIXED USED DEVELOPMENT

SMITH STREET

SUBJECT SITE


B85 CAR SWEPT PATH

SizeScale


Date

User:

Agnieszka.B

ooth

BY:










Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_


ketches\01 C

AD\V

181838-T

R-S

K-0

005.dgn

DATE P

LO

TTE

D:02/06/20

10:08:36

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913

SizeScale


Date

User:

Agnieszka.B

ooth

BY:










Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_


ketches\01 C

AD\V

181838-T

R-S

K-0

006.dgn

DATE P

LO

TTE

D:02/06/20

10:07:32

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2019 Transoft S


hts reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.





A31:250

3





CS / COB 06.02.2020

V181838-TR-SK-0006

SWEPT PATH ANALYSIS


B85 CAR SWEPT PATH


DESIGN VEHICLES:

Lock to Lock Time

Width

Track

:

:

:

meters

B85

6.0

1.77

1.87

2.800.92

4.91

Steering Angle 34.1:Lock to Lock Time

Width

Track

:

:

:

meters

B99

6.0

1.84

1.94

3.050.95

5.20



B99 CAR SWEPT PATH


SMITH STREET

SUBJECT SITE6.8

6.7

6.4


B85 CAR SWEPT PATH


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2019 Transoft S


hts reserved.

(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2019

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.


(c) 2020

Transoft

Solutio

ns, In

c.

All

rig

hts reserved.

(c) 2020

Transoft Solutio

ns, In

c.

All

rig

hts reserved.


A31:250

3





CS / COB 06.02.2020

V181838-TR-SK-0007

SWEPT PATH ANALYSIS


B99 CAR SWEPT PATH



B85 CAR SWEPT PATH

DESIGN VEHICLES:

Lock to Lock Time

Width

Track

:

:

:

meters

B85

6.0

1.77

1.87

2.800.92

4.91

Steering Angle 34.1:Lock to Lock Time

Width

Track

:

:

:

meters

B99

6.0

1.84

1.94

3.050.95

5.20



SMITH STREET

SUBJECT SITE


B85 CAR SWEPT PATH - INGRESS


B85 CAR SWEPT PATH - EGRESS

6.5

6.8 6.7

6.4

2.6

4.9

SizeScale


Date

User:

Agnieszka.B

ooth

BY:










Cardno Limited©

®

CA

D File:M:\2018\1501_2000\V

181838_S

mith_Street_


ketches\01 C

AD\V

181838-T

R-S

K-0

007.dgn

DATE P

LO

TTE

D:02/06/20

10:19:07

Drawn/Check


Phone (+61 3) 8415 7777 Fax (+61 3) 8415 7788


ABN: 47 106 610 913




APPENDIX

C BICYCLE SPECIFICATIONS SHEET

Assembly & Post/ Rack Mounting InstructionsCora Bike Rack - E3ST & E3GT Rack Configuration

Use dimensions above for anchor bolt drill hole locationsDrill or core hole 12mm diameter and 80mm min. depth

1. Drill holes in floor for location of anchor bolts

Cora Bike Rack - Australia’s Bike Parking Experts - WWW.CORA.COM.AU - PH 1800 249 878

E3ST-LSky Tier Low mount rack

E3ST-HSky Tier High mount rack

2. Mounting of post for multiple racks

For Multiple mounted racks

If multiple racks are mounted in a row. Racks must be alternated in height. Alternate use of E3ST-PL, E3ST-PH, E3GT-PL & E3GT-PH

E3ST-PL SkyTier Low post

E3ST-PH SkyTier High post

E3GT-LGround Tier Low mount rack

E3GT-HGround Tier High mount rack

160mm

E3STMounting plate

E3GTMounting plate

E3GT-PL GroundTier Low post

E3GT-PH GroundTier High post

NOTE

For specific assembly and installation instructions relating to E3ST racks and E3GT racks, please refer to the individual instructional information sheets.

Rev 3.00 Aug 2018 ©

Cora Bike Rack - Australia’s Bike Parking Experts - WWW.CORA.COM.AU - PH 1800 249 878

Dimensions and spacing for racks (single or double row)

1840mm

RecommendedRoof Height min. 2700mm

To with AS2890.3 (2015) minimum 2000mm aisle width between racks or to edge of walls or other obstructions, for single or double rack installations

comply

min. 2000mmaisle width

Single sided, double row layout


To with AS2890.3 (2015) minimum 400mm spacing between post centres and to edge of walls or other obstructions

comply

Spacing of 500mm between posts will increase ease of use. Minimum spacing of 600mm recommended when staggered heights are not used.

min. 2000mmaisle width

Double sided nested rack layout

2000mm

2000mm

3300mm

Rev 3.00 Aug 2018 ©

Cora Bike Rack - Australia’s Bike Parking Experts - WWW.CORA.COM.AU - PH 1800 249 878 Rev 3.00 Aug 2018 ©


Australia’s Bike Parking Experts

PH 1800 249 [email protected]

Mounting pole configuration for spacing posts, for nested rows of racks

*NOTE: Not to scale

210mm210mm

*NOTE: Not to scale

Mounting pole configuration for spacing posts, for single rows of racks

Single sided, double row at 45deg angle layout

1380mm 1420mm

45°

2760mm

Documents

Traffic and Transport Assessment...Traffic and Transport Assessment Smith Street Mixed-Use Development, Clifton Hill 12 February 2020 Cardno iv 7.3.2 Retail Land Uses 27 7.3.3 Market