car parking assessment - city of port phillip · 1 for the purposes of this parking report, the...

Car Parking Assessment

Proposed Road Closures Ferrars Street Education & Community Precinct (FSECP)

Prepared for

City of Port Phillip

September, 2016 G21365R‐02B

Car Parking Assessment Ferrars Street Education & Community Precinct (FSECP): Proposed Road Closures

G21365R‐02B

Car Parking Assessment

Proposed Road Closures Ferrars Street Education & Community Precinct (FSECP)

Document Control

Issue No. Type Date Prepared By Approved By

A Draft issued to CoPP for comment 06/09/2016 M. Koorn/J. Place H. Turnbull

B Final 08/09/2016 M. Koorn/J. Place H. Turnbull

Our Reference: G21365R‐02B

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

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

written permission of Traffix Group constitutes an infringement of copyright.

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

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

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


G21365R‐02B Page i

Executive Summary

The Ferrars Street Education & Community Precinct (FSECP) includes five (5) key projects which are proposed

to be completed by the start of the 2018 school year, namely:‐

Primary school with integrated community facilities (Maternal Child Health, Childcare Centre, etc.)

Open Space Procurement

Tram Stop Upgrades/Relocation

Intersection Upgrades

Public Realm Works (Railway Place, the “Knuckle” – Ferrars Street/Buckhurst Street/Douglas Street)

Research and strategic planning undertaken by City of Port Phillip (CoPP) has identified the need for

additional public open space within the Montague Precinct and accordingly the public realm works include a

number of road closures and partial road closures to facilitate the provision of additional public open space

and improvements to the public realm.

Roads within the FSECP which were considered by CoPP for narrowing or closure (either partially or fully)

were:

Kerr Street between Gladstone Street and Buckhurst Street,

Gladstone Street between Kerr Street and Ferrars Street,

Ferrars Street between Gladstone Street and Douglas Street, and

Railway Place (northern end adjacent to school site).

The proposed changes in the FSECP include narrowing of Kerr Street, fully close Gladstone Street between

Kerr Street and Ferrars Street, and partially close Ferrars Street between Gladstone Street and Douglas Street,

while retaining access to properties on the east side. In addition, the northern section of Railway Place is

proposed to be closed and Douglas Street is proposed to be narrowed (with parking removed) to increase

the public realm adjacent to the school.

The road closure proposals (Kerr Street, Gladstone Street and Ferrars Street works) were advertised and a

number of submissions were received by CoPP.

Traffix Group was subsequently engaged to undertake a more detailed car parking impact analysis to assist

Council in making an informed decision in relation to the proposed changes to the road network.

This report analyses the parking impacts of the following scenarios:

Council’s consultation proposal (which involves narrowing of Kerr Street, full closure of Gladstone

Street between Kerr Street and Ferrars Street, and partial closure Ferrars Street between Gladstone

Street and Douglas Street, while retaining access to properties on the east side).

An alternative proposal (which involves narrowing of Kerr Street, full closure of Gladstone Street

between Kerr Street and Ferrars Street, and converting the northern end of Ferrars Street to a court‐

bowl, with 90‐degree car parking on the east side).

These scenarios are shown in Figures (i) and (ii) below.


G21365R‐02B Page ii

Figure (i) – Option 1 Consultation Proposal Figure (ii) – Option 2 Alternate Proposal

This report also considers the car parking impacts of the proposed streetscape works, which will result of a

loss of parking in Douglas and Meaden Streets and Railway Place.

Having inspected the site, reviewed background information and studies, collected car parking occupancy

data, and undertaken traffic engineering assessments, we are of the opinion that:

a) the existing long‐term (unrestricted and ticketed – greater than 4P) car parking in the precinct is at or

close to capacity,

b) there has historically been an ample supply of long‐term car parking provided in this precinct which is

likely to have influenced travel behaviours of both staff and commuters,

c) the medium‐term (4P) parking is only in moderate demand (peak of 61%) and has some spare capacity,

d) the short‐term (2P or less) car parking within the precinct is in relatively high demand currently,

e) the parking that is “unavailable to the public” (i.e. loading/truck/permit zones, etc.) is currently

underutilised,

f) the loss of parking resulting from the proposed road closures, road narrowing and streetscape works

will result in the overall car parking demand exceeding supply in the precinct, regardless of the parking

restrictions,

g) having regard to Council’s hierarchy for the allocation of road space as set out in CoPP Sustainable

Transport Strategy, the parking restrictions should be modified to ensure there is sufficient parking for

visitors to the precinct (including visitors to existing businesses as well as school drop‐off in the short

term until the school’s catchment is established within walking distance of the school), and

h) having regard to (f) and (g) above, there will be a shortfall in long‐term parking to meet the current

demand and accordingly there will necessarily be a shift in travel patterns for vehicles currently

occupying all‐day parking in the area, i.e. vehicles which currently park here and commute to the City

will no longer be able to find parking in the precinct, and staff of businesses within the precinct which

do not have access to on‐site car parking may choose to travel to the precinct via alternative sustainable

modes such as public transport, walking, cycling, etc. having regard to the reduced supply of all‐day

parking on‐street.


G21365R‐02B Page iii

Table of Contents

1 Background ........................................................................................................................... 1

1.1 Fishermans Bend Urban Renewal Area ........................................................................................ 1

1.2 Ferrars Street Education & Community Precinct (FSECP) ............................................................. 2

2 Existing Conditions ................................................................................................................ 4

2.1 Study Area ..................................................................................................................................... 4

2.2 Existing Road Network .................................................................................................................. 5

2.3 Existing Land Use .......................................................................................................................... 7

2.4 Availability of Car Parking ............................................................................................................. 8

2.5 Parking Supply and Restrictions .................................................................................................... 9

2.6 Existing Parking Supply Potentially Affected by the Streetscape Works .................................... 12

2.7 Parking Demand .......................................................................................................................... 12

2.8 Comparison to 2013 Data ........................................................................................................... 15

3 FSECP Proposed Works ........................................................................................................ 17

4 CoPP Sustainable Transport Strategy ................................................................................... 19

5 Parking Overlay ................................................................................................................... 20

6 Car Parking Demand Assessment ......................................................................................... 21

6.1 Visitor Parking Demand Rate ...................................................................................................... 22

6.2 Known Developments ................................................................................................................. 22

6.3 School Parking Demand .............................................................................................................. 23

6.4 Parking Demands Associated with Existing Uses ........................................................................ 24

6.5 Overall Car Parking Demand Summary ....................................................................................... 24

7 Car Parking Impact Assessment ........................................................................................... 25

8 Conclusions .......................................................................................................................... 28


G21365R‐02B Page iv

List of Figures

Figure 1: FBURA ....................................................................................................................................... 1

Figure 2: Parking Study Area Locality Map .............................................................................................. 4

Figure 3: Land Use Zone Map .................................................................................................................. 7

Figure 4: Car Parking Occupancy Surveys ‐ Survey Area ......................................................................... 8

Figure 5: Parking Restriction Map ......................................................................................................... 11

Figure 6: Parking Occupancy – Thursday 25th August 2016 at 1:00pm ................................................. 13

Figure 7: Parking Occupancy – Thursday 25th August 2016 at 9:00am ................................................. 14

Figure 8: Parking Occupancy – Thursday 25th August 2016 at 3:00pm ................................................. 15

Figure 9: Comparison of 2013 and 2016 Parking Occupancy Data ....................................................... 16

Figure 10: FSECP Projects ...................................................................................................................... 17

List of Tables

Table 1: Existing Road Network Conditions ............................................................................................ 5

Table 2: Summary of Parking Supply ....................................................................................................... 9

Table 3: Summary of Potentially Affected Parking Supply .................................................................... 12

Table 4: Car Parking Occupancy Summary ............................................................................................ 12

Table 5: Summary of Parking Demand by Restriction Type .................................................................. 13

Table 6: Maximum Parking Rates (Schedule 1 to the Parking Overlay) ................................................ 20

Table 7: Summary of Visitor Parking Demand Generated by Known Developments ........................... 22

Table 8: Summary of Parking Demands Across Study Area .................................................................. 24

Table 9: Option 1 – Summary of Consultation Proposal (closures of Ferrars and Gladstone Streets) and

other Streetscape Works ...................................................................................................................... 25

Table 10: Option 2 – Summary of Alternate Proposal (Ferrars Street cul‐de‐sac and closure of Gladstone

Street) and other Streetscape Works.................................................................................................... 25

Table 11: Summary of Car Parking Impact Assessment ........................................................................ 26

List of Appendices

Appendix A Car Parking Occupancy Surveys (2016)


G21365R‐02B Page 1

1 Background

1.1 Fishermans Bend Urban Renewal Area

The Fishermans Bend Urban Renewal Area (FBURA) is located to the south‐west of Melbourne’s CBD

and covers an area of approximately 455 hectares. It is bound by Williamstown Road and Boundary

Street in the south, City Road to the east, the Yarra River to the north, and Westgate Freeway and Todd

Road to the west.

The area has five precincts, as follows:

Montague

Wirraway

Sandridge

Lorimer

Fishermans Bend Employment Precinct

The study area for the FSECP1 is part of the Montague Precinct, as shown in Figure 1 below.

Figure 1: FBURA

1 For the purposes of this parking report, the parking survey area and subsequent analysis was extended beyond the FSECP

boundaries to include Whiteman and Cecil Streets. This is considered reasonable given the site context, connectivity to Route 96 tram stop and presence of long‐stay parking restrictions.

FSECP Study Area


G21365R‐02B Page 2

Over the next 40 years, the FBURA is expected to be home to approximately 80,000+ residents and

60,000+ jobs.

The CoPP website states that Council will continue to advocate to:

deliver a ‘city shaping’ opportunity for metropolitan Melbourne – an expansion of the Central City

while creating distinctive and vibrant new places to live, work and play,

deliver transport and community infrastructure early,

set a new benchmark for an inner‐city family friendly living environment, supporting a diverse and

connected community,

capitalise on its strategic location to create high productivity ‘21st century’ jobs, maintaining

Melbourne’s competitive edge in the global economy,

provide essential urban infrastructure to create certainty and attract investment,

deliver best practice in smart social and environmental outcomes, and

provide an urban renewal model which can be replicated in other Australian cities.

The delivery of catalyst infrastructure is critical to the success of FBURA. Council is continuing to

advocate for the early delivery of transport, community facilities and open space.

A taskforce of cross‐government resources from the Department of Environment, Land, Water and

Planning (DELWP), the Metropolitan Planning Authority (MPA), the City of Melbourne and the City of

Port Phillip has been established to lead the planning and infrastructure development of FBURA.

1.2 Ferrars Street Education & Community Precinct (FSECP)

The Ferrars Street Education & Community Precinct (FSECP) includes five (5) key projects which are

proposed to be completed by the start of the 2018 school year:

New Primary School with integrated community facilities (Maternal Child Health, Childcare

Centre, etc.)

New Open Space

Tram Stop Upgrades/Relocation

Intersection Upgrades

Public Realm/Streetscape Works (Railway Place, the “Knuckle”)

Research and strategic planning undertaken by City of Port Phillip (CoPP) has identified the Montague

Precinct as being at risk of under provision of public open space. In addition, as FSECP transforms from

an industrial zone to a mixed use community, it is necessary to consider how and to what extent the

existing road reserves can be repurposed to best service the new land uses and increased population.

In order to address the shortfall in public open space provision, the Victorian Government and CoPP

had jointly purchased land known as 2 – 4 Buckhurst Street, which is currently surrounded on four

sides by roads (Gladstone Street, Kerr Street, Buckhurst Street and Ferrars Street), for the purpose of

constructing a new public open space.


G21365R‐02B Page 3

The FSECP Proposed Works document had identified the extent to which the existing roads

surrounding the proposed park need to be retained once the park is developed, with a view to utilising

some of the generous road space to maximise the amount of open space which can be provided, and

also taking into consideration the need to provide high quality pedestrian connections between the

park, the school and the route 96 tram stop (which is to be upgraded, along with public realm

improvements).

Roads within the FSECP which were considered for narrowing or closure (either partially or fully) were:

Kerr Street between Gladstone Street and Buckhurst Street,

Gladstone Street between Kerr Street and Ferrars Street,

Ferrars Street between Gladstone Street and Douglas Street, and

Railway Place (northern end adjacent to school site).

The proposed changes in the FSECP include narrowing of Kerr Street, fully close Gladstone Street

between Kerr Street and Ferrars Street, and partially close Ferrars Street between Gladstone Street

and Douglas Street, while retaining access to properties on the east side. In addition, the northern

section of Railway Place is proposed to be closed. The Railway Place proposal is part of a separate

process in conjunction with the tram stop upgrades.

The road closure proposals (Kerr Street, Gladstone Street and Ferrars Street works) were advertised

and a number of submissions were received by CoPP.

Traffix Group has now been engaged to undertake a more detailed car parking impact analysis to assist

Council in making an informed decision in relation to the proposed changes to the road network.


G21365R‐02B Page 4

2 Existing Conditions

2.1 Study Area

For the purposes of the car parking impact assessment, a broader study area that is bounded by

Montague Street to the west, City Road to the south, Cecil Street to the east and Tram Route 109 to

the north was adopted, as shown in the locality map at Figure 2 below. The broader study area includes

the FSECP and extends to include Whiteman and Cecil Streets given the site context, connectivity to

the Route 96 tram stop and similar long‐term on‐street parking restrictions.

Figure 2: Parking Study Area Locality Map

Study Area

FSECP Precinct

Boundary


G21365R‐02B Page 5

2.2 Existing Road Network

Key roads within the precinct that have the potential to be impacted by streetscape works and/or

closures (or partial closures) in the short term include:

Gladstone Street,

Buckhurst Street,

Ferrars Street,

Kerr Street,

Douglas Street,

Meaden Street, and

Railway Place.

All of these streets are classified as local access streets. The existing conditions for these streets are

described in Table 1 below.

Table 1: Existing Road Network Conditions

Street Name Description Photo

Gladstone Street

Extends approximately 630 metres in a southwest‐northeast direction between Boundary Street and Ferrars Street.

Constructed with a 12.6 metre wide carriageway within a 20 metre road reservation adjacent to the proposed public open space.

Angled parking on the north side and parallel parking on the south side between Kerr Street and Ferrars Street.

Buckhurst Street

Extends approximately 580 metres in a southwest‐northeast direction between Boundary Street and Ferrars Street.

Constructed with a 17 metre wide carriageway within a 30 metre road reservation adjacent to the proposed public open space.

Angled parking on both sides to the west of Kerr Street, and angled parking on the south side only to the east of Kerr Street.

Ferrars Street

Extends approximately 1.6km in a northwest‐southeast direction between Gladstone Street and Kerferd Road.


Angled parking on both sides between Gladstone Street and Buckhurst Street. Angled parking on the east side and parallel parking on the west side south of Buckhurst Street.


G21365R‐02B Page 6

Street Name Description Photo

Kerr Street

Extends approximately 120 metres in a northwest‐southeast direction between Gladstone Street and Buckhurst Street.


Kerbside parallel parking on both sides between Gladstone Street and Buckhurst Street.

Douglas Street

Extends approximately 90 metres in an east‐west direction between Meaden Street and Ferrars Street.

Constructed with a 12.3 metre wide carriageway within a 20 metre road reservation.

Kerbside parallel parking on both sides between Ferrars Street and Meaden Street.

Meaden Street

Extends approximately 100 metres northwest from Douglas Street and terminates at a dead‐end south of the West Gate Freeway.

Constructed with a 12.9 metre wide carriageway within a 20 metre road reservation.

Signed 90‐degree parking on the east side (southern end) and parallel parking on the east side (northern end) and parallel parking on the west side.

Railway Place

Extends approximately 220 metres, operating one‐way (southbound) between Douglas Street and City Road.

Constructed with a 5 metre (approx.) carriageway within a 5 metre (approx.) road reservation.

Angled parking provided along the east side is located within VicTrack land and managed by commercial car park operators (not managed by CoPP). Wider splayed section at the northern end also includes 90‐degree parking on the west side.


G21365R‐02B Page 7

2.3 Existing Land Use

The study area is zoned Capital City Zone – Schedule 1 as shown in Figure 3 below.

Figure 3: Land Use Zone Map

Uses within the study area are currently a mixture of industrial/warehouse and commercial type uses.

However the area is currently undergoing rapid change, and there are 11 development applications

within the study area which are either approved or currently under consideration of which 10 include

residential development (including some high‐rise development). In addition, a government primary

school is currently under construction on the south side of Douglas Street between Ferrars Street and

Railway Place.

Study Area


G21365R‐02B Page 8

2.4 Availability of Car Parking

Car parking occupancy surveys were conducted by Traffix Group in the study area to establish the

existing parking conditions.

The car parking occupancy surveys were conducted on Thursday, 25th August 2016 at 9am, 12pm, 1pm,

2pm, 3pm and 4pm.

The extents of the car parking occupancy surveys are provided in Figure 4 below.

The survey included all on‐street parking shown in the shaded area (including the eastern side of

Montague Street and the northern side of City Road) in Figure 4 as well as off‐street carparks on

Gladstone Street, Meaden Street and Whiteman Street (including those located on private land

managed by commercial operators for use by the general public).

Figure 4: Car Parking Occupancy Surveys ‐ Survey Area

Parking Survey Area


G21365R‐02B Page 9

2.5 Parking Supply and Restrictions

The survey area comprises a total of 789 car parks, including 587 on‐street and 202 within the surveyed off‐street car parks including commercially operated

car parks (not managed by CoPP). There are a range of parking restrictions in the surveyed area with many applying at different times of the day. Table 2

provides a snapshot of the parking supply by restriction during a typical weekday at 12 noon. Full survey results are attached at Appendix A.

Table 2: Summary of Parking Supply

Street Loading

Zone/Truck Zone

Permit Zone/ Reserved

Long Term Ticket (9P or

more)

Medium Term Ticket (4P)

Short Term Ticket (2P or

less)

Short Term (2P or less)

Long Term (9P or more)

Disabled Total

Gladstone Street 4 8 50 13 12 ‐ ‐ ‐ 87

Buckhurst Street 7 ‐ ‐ 44 21 12 ‐ ‐ 84

Kerr Street 18 ‐ ‐ ‐ ‐ ‐ ‐ ‐ 18

Gladstone Place 2 ‐ ‐ ‐ ‐ ‐ ‐ ‐ 2

Thistlethwaite Street 9 ‐ 16 ‐ 23 ‐ 2 3 53

Ferrars Street 1 ‐ 41 15 27 ‐ ‐ ‐ 84

Douglas Street ‐ ‐ 15 ‐ ‐ ‐ ‐ ‐ 15

Meaden Street ‐ ‐ 23 ‐ ‐ ‐ ‐ ‐ 23

Railway Place ‐ 23^ 42^ ‐ ‐ ‐ 10* ‐ 75

Montague Street 3 2 ‐ 13 6 ‐ ‐ 24

City Road 1 ‐ ‐ ‐ ‐ 20 ‐ ‐ 21

Whiteman Street 4 ‐ 51 5 5 ‐ ‐ 65

Cecil Street 7 ‐ 26 ‐ ‐ ‐ ‐ ‐ 33

Commercially Operated Off Street

(Gladstone St) ‐ 43 104 ‐ ‐ ‐ ‐ ‐ 147

CoPP Managed Off Street (Whiteman St)

‐ ‐ ‐ ‐ ‐ ‐ 16 ‐ 16


G21365R‐02B Page 10

Street Loading

Zone/Truck Zone

Permit Zone/ Reserved

Long Term Ticket (9P or

more)

Medium Term Ticket (4P)

Short Term Ticket (2P or

less)

Short Term (2P or less)

Long Term (9P or more)

Disabled Total

Commercially Operated Off Street 1

(Meaden St) ‐ 20 ‐ ‐ ‐ ‐ ‐ ‐ 20

Commercially Operated Off Street 2

(Meaden St) ‐ 19** ‐ ‐ ‐ ‐ ‐ ‐ 19

Total 56 115 368 90 83 43 28 3 786 ^ commercially operated car parks on VicTrack land (not managed by CoPP) *spaces are currently unsigned, however they are likely meant to be allocated as ticket parking **Only 19 spaces were available at the time of the survey as portable offices and construction materials were placed across spaces. We are informed that the actual capacity of this off‐street car park is 108 spaces.


G21365R‐02B Page 11

Figure 5 provides a spatial representation of how the parking supply, based on restriction, is distributed

throughout the study area.

Figure 5: Parking Restriction Map

Short Term TicketShort Term Medium Term Ticket Long Term Ticket Long Term Loading/Truck Zone

Permit Zone/Reserved Commercially Operated CoPP Managed

Railw

ay Place


G21365R‐02B Page 12

2.6 Existing Parking Supply Potentially Affected by the Streetscape Works

The parking supply that could potentially be affected by the streetscape works is outlined in Table 3.

Table 3: Summary of Potentially Affected Parking Supply

Street Number of Spaces and Restriction

Gladstone Street (between Kerr St and Ferrars St) 23 long term ticket spaces

Kerr Street 18 truck zone spaces

Meaden Street 23 long term ticket spaces

Ferrars Street (between Douglas St and Gladstone St) 15 short term ticket & 13 long term ticket spaces

Ferrars Street (east side along school frontage) 23 long term ticket spaces

Douglas Street 15 long term ticket spaces

Railway Place 42 long term ticket, 10 unrestricted, 14 ‘reserved’ & 9 permit zone spaces

2.7 Parking Demand

A summary of the parking occupancies observed in the study area are presented in Table 4.

Table 4: Car Parking Occupancy Summary

Time Thursday 25th August 2016

9:00am 12:00pm 1:00pm 2:00pm 3:00pm 4:00pm

Car Parking Supply 615 615 615 615 615 609

Total Number of Cars Parked 374 489 521 499 433 365

Total Number of Vacant Spaces 241 126 94 116 182 244

Percentage Occupancy 61% 80% 85% 81% 70% 60%

Only car parks available to the general public are accounted for in this summary.

The parking survey results showed that the peak parking demand was at 1pm. Figure 6 gives a spatial

representation of the car parking demand across the study area at the peak occupancy time of 1pm.


G21365R‐02B Page 13

Figure 6: Parking Occupancy – Thursday 25th August 2016 at 1:00pm

Notably, the areas which provide all‐day parking (ticket and unrestricted) were generally the most

highly occupied. In addition the medium‐term ticket parking on the east side of Ferrars Street north

of Douglas Street was in low demand at the peak time.

To further understand the parking demand in the study area, the following table provides a summary

of occupancy based on the parking restriction at 1:00pm.

Table 5: Summary of Parking Demand by Restriction Type

Parking Restriction Car Parking Supply

Number of Cars Parked

Number of Vacant Spaces

Percentage Occupancy

Loading Zone/Truck Zone 56 12 44 21%

Permit Zone/Reserved 115 61 54 47%

Long Term Ticket (9P or more) 368 354 14 96%

Medium Term Ticket (4P) 90 55 35 61%

Short Term Ticket (2P or less) 83 64 19 77%

100%‐90%90%‐80% 80%‐70% 70%‐60% 60%‐50% <50% Not available to public

Railw

ay Place


G21365R‐02B Page 14

Parking Restriction Car Parking Supply

Number of Cars Parked

Number of Vacant Spaces

Percentage Occupancy

Short Term (2P or less) 43 33 10 77%

Long Term (9P or more) 28 29 ‐1* 104%

Disabled 3 2 1 67%

* Note that more cars were parked in the unrestricted spaces on the west side of Railway Place than reasonably allowed, accordingly a car was encroaching onto the carriageway and was parked illegally. This resulted in more cars parked than the actual capacity of the street, hence an occupancy of 104% and a negative amount of vacant spaces for the long term restriction.

Table 5 indicates that the long‐term parking (both ticket and unrestricted) was at or very close to

capacity at the peak time. Some short‐term parking was available within the survey area (10 free

spaces and 32 ticket spaces), and the permit zone/reserved parking and loading/truck zones were

underutilised.

Car parking occupancy maps for the peak school drop‐off time (9am) and peak school pick‐up time

(3pm) are shown in Figure 7 and Figure 8 respectively.

Figure 7: Parking Occupancy – Thursday 25th August 2016 at 9:00am


Railw

ay Place


G21365R‐02B Page 15

Figure 8: Parking Occupancy – Thursday 25th August 2016 at 3:00pm

2.8 Comparison to 2013 Data

Comprehensive parking occupancy surveys were undertaken in the study area in 2013, recording

parking occupancy at the following times:

Thursday 28th November 2013, 7am‐8pm at hourly intervals,

Friday 29th November 2013, 7am‐8pm at hourly intervals, and

Saturday 30th November 2013, 7am‐8pm at hourly intervals.

A comparison of this data and the data recorded by Traffix Group on Thursday 25th of August 2016 is

shown in Figure 9.


Railw

ay Place


G21365R‐02B Page 16

Figure 9: Comparison of 2013 and 2016 Parking Occupancy Data

The comparison shows that car parking demand has increased substantially in the middle of the day

since 2013, however the 9:00am and 4:00pm observations were consistent between the 2013 and

2016 data for a typical Thursday.

It is important to note that the above data compares “like for like”. Off‐street parking areas (as well

as Railway Place) were not surveyed in 2013 and have therefore been excluded from the 2016 data in

the above graph, to provide a direct comparison.

An explanation for the increased parking demand may be the reduction of publicly available off‐street

car parking spaces. It is likely that the off‐street car parks off Meaden Street2 were available for public

parking during the 2013 surveys and they are now for private use only, which may have displaced the

demand for those spaces to the on‐street parking in the area. The presence of construction sites in

the area may have also increased the number of vehicles requiring on‐street car parking.

2 The Meaden Street carpark contains approximately 108 car spaces, of which only 19 were available for use during the 2016

survey, with the remainder closed in association with the Citylink‐Tulla widening works.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm 7pm 8pm

2013 Thursday

2013 Friday

2013 Saturday

2016 Thursday

2016 Estimated


G21365R‐02B Page 17

3 FSECP Proposed Works

The Ferrars Street Education & Community Precinct Proposed Works (June 2016) document identifies

proposed changes in the precinct to deliver infrastructure early in the urban renewal process, including

transport, community facilities and open space.

The Victorian Government has purchased 129 Ferrars Street, South Melbourne for the delivery of a

new vertical primary school with integrated community services, to be managed by CoPP.

Construction of the school has begun, and is due to be opened at the start of the 2018 school year.

To complement the delivery of the school in this location, five projects are proposed to be undertaken

concurrently, with a completion date to match the school opening at the start of 2018. The five

projects are as follows:

new primary school at 129 Ferrars Street including integrated community facilities,

open space (at 2 – 4 Buckhurst Street, with opportunities for road closure to expand the park),

tram stop upgrades and/or relocation,

intersection upgrades at Montague Street/Buckhurst Street and at Ferrars Street/City Road, and

public realm/streetscape works.

All five projects are interdependent and require careful coordination of the design and staged delivery

process.

Figure 10 below shows the approximate location of the five projects within the FSECP.

Figure 10: FSECP Projects

The five FSECP projects are described in more detail below.


G21365R‐02B Page 18

A. South Melbourne Ferrars Street Primary School and Integrated Community Facilities

The primary school is proposed to accommodate 525 students.

Staff numbers are likely to be in the order of 40+.

Before and after school care is proposed to be operated, with a community room for this purpose

capable of accommodating up to 150 students (with 5 – 6 staff).

Childcare/long day kinder (ELC) is proposed to accommodate 44 children, with 5 – 6 staff

(potential hours of 7:30am – 6:00pm, TBC).

Maternal Child Heath (MCH) services (2 consulting rooms) will be provided as part of the

integrated community facilities. CoPP proposes to employ one staff (0.6 – 0.8 FTE) with one‐to‐

one appointments (families/small children). Other providers would potentially use the space,

with similar style appointments.

B. Montague Precinct Open Space (also known as Montague Community Park)

The site at 2 – 4 Buckhurst Street has been jointly purchased by the Victorian Government and

CoPP.

In order to maximise the size of the open space, CoPP (and the State Government is proposing

either full or partial road closures on the abutting streets, as per the hatched areas identified in

Figure 10 above.

C. Tram Stop Upgrade/Relocation

The nearest tram stops on routes 96 and 109 will be upgraded with improved connectivity for

pedestrians and cyclists. The upgrade of the route 96 tram stop will also facilitate better

connectivity to the school site from Whiteman Street to allow drop‐off to occur in Whiteman

Street en‐route to the CBD.

D. Intersection Upgrades (by VicRoads)

The Buckhurst Street/Montague Street intersection will be upgraded, including a relocation of the

existing pedestrian operated signals (currently located to the north of the intersection) to a full

signalised intersection.

The City Road/Ferrars Street intersection will be upgraded to allow for vehicles to exit Ferrars

Street southbound (currently entry only from City Road).

E. Public Realm/Streetscape Works

For the initial works (prior to the school opening in 2018), public realm and streetscape works are

proposed to be limited to the intersection referred to as “the Knuckle”, being the intersections of

Ferrars Street with Buckhurst Street and Douglas Street, as well as a minor access road (within the

existing northern part of Ferrars Street adjacent to the open space).

In addition, the streetscape works will include Kerr Street and Douglas Street, and will generally

comprise a narrowing of the pavement to provide for additional public amenity for pedestrians

and cyclists. The removal of parking is proposed for Douglas Street.

The streetscape works will include a safer crossing between the school and the park (via the

Knuckle).


G21365R‐02B Page 19

Railway Place is also proposed to have public realm improvements to provide better integration

and connectivity between the tram stop, school and wider urban context, and may include a

partial closure of the northern end, with the southern section to operate two‐way (and associated

upgrades to the City Road/Railway Place intersection) and the northern section to provide for

service and emergency vehicle access only.

4 CoPP Sustainable Transport Strategy

The “City of Port Phillip Sustainable Transport Strategy” (Version 2 updated December 2014) sets out

Council’s vision as follows:

Council’s vision is for a connected and liveable city where residents, visitors and workers can live

and travel car free by improving the convenience, safety, accessibility and range of sustainable

travel choices across our City. The Sustainable Transport Strategy aims to provide a framework to

enable Council to make decisions within the context of this long term vision.

To achieve this vision, the CoPP Sustainable Transport Strategy sets out that Council is committed to

… “making decisions based on a hierarchy that prioritises walking, bike riding and public transport

above private car use”.

The strategy sets out plans to achieve:

An aspirational 50% reduction in community greenhouse gas emissions per person by 2020 (based

on 2006 levels)

Reduced private vehicle travel by residents from 77% to 55% of total distance travelled

Increased travel by residents using walking and bike riding from 9% to 19% of total distance

travelled

Increased travel by residents catching public transport from 14% to 27% of total distance travelled.

The road user hierarchy developed by CoPP in order of priority is:

Walking

Bike Riding

Public Transport

Freight

Multiple‐Occupancy Vehicles

Single‐Occupancy Vehicles

The CoPP Sustainable Transport Strategy sets out the following examples of how the road user

hierarchy can be applied in order to address the long term and complex issues associated with car use:

Ensuring that the City’s capital works budget focuses on projects that support pedestrians as the

most important road user.

New traffic engineering projects are planned and implemented following consideration of how to

provide for the accessibility and safety of walkers and bike riders.


G21365R‐02B Page 20

Encouraging visitors to use sustainable transport to travel to destinations within Port Phillip.

Reallocate road space used for parking where pedestrians, cyclists and public transport users will

benefit.

Use the planning and management of urban development to minimise the need for people to drive

a car.

In the context of the FSECP, emphasis is placed on safely transporting people (including school

children) to/from and within the precinct using sustainable modes (walking, cycling, public transport)

rather than via single‐occupancy vehicles.

It is noted that this will be more easily achieved in the longer term, when there is a substantial

residential population within the walkable catchment of the school, and there will need to be

transitional arrangements in place to take into account the likely short‐term reliance on passenger

vehicles while the precinct is still under development.

It is also noted that the school has an opportunity to assist in establishing sustainable transport

patterns and influence parent behaviour through education and information provided by the school.

We understand that a similar sustainable transport strategy has been adopted at the nearby Albert

Park Primary School, and has been successful in reducing the demand on private vehicle travel.

5 Parking Overlay

A Parking Overlay (Schedule 1) applies to the whole of the study area, and sets out car parking rates

which apply to any new development in the area. The Parking Overlay rates vary from the standard

rates specified at Clause 52.06 of the Planning Scheme.

Notably, a “maximum” car parking provision rate applies to new developments within the Montague

Precinct. There is no “minimum” provision, and accordingly a development without any provision for

car parking would comply with the statutory requirement.

A permit is required to provide car parking in excess of the rates specified in Schedule 1 to the Parking

Overlay.

The relevant maximum parking rates are set out in Table 6 below.

Table 6: Maximum Parking Rates (Schedule 1 to the Parking Overlay)

Use Ratio Measure

Dwelling 1 To each dwelling

Industry 1 To each 150 sq m of gross floor area

Office 1 To each 100 sq m of gross floor area

Place of Assembly 1 To each 100 sq m of gross floor area

Restricted Retail Premises 1 To each 100 sq m of gross floor area

Retail Premises 1 To each 100 sq m of gross floor area

Supermarket 2 To each 100 sq m of gross floor area


G21365R‐02B Page 21

It is important to note that the “maximum” rates set out the Schedule to the Parking Overlay generally

provide for the typical long‐term (resident and staff) parking demands, but do not allow for any short‐

term parking (residential visitors, shop customers, etc.).

In terms of the retail premises, the catchment is generally anticipated to be walkable and accordingly

customer parking demands are likely to be low once the precinct is fully established.

However in the short‐term, when the resident population has not yet been established, car use is likely

to be higher.

Furthermore, residential visitor parking demands are likely to be generated regardless of how good

the walking, cycling and public transport access is, as residential visitors will not necessarily come from

nearby, nor will they necessarily have good access to public transport from their home.

Accordingly, residential visitor parking demands will need to be accommodated on‐street.

6 Car Parking Demand Assessment

The following car parking demand assessment is based on the “interim” development scenario, taking

into account known (approved and current) development applications, including the primary school

and integrated community facilities, to assess the car parking impacts of the proposed road closures

and streetscape works.

The “interim” assessment will correspond with the Stage 1 streetscape and road closure works

(including the public open space, primary school and adjoining streetscape works).

Notably, there are currently ten sites within the study area that either have a current permit for

development, or have an application currently under consideration (excluding Council developments

– i.e. the school and open space developments). All of these developments include a residential

component, with retail, commercial and office land uses also proposed within some of the

developments.

For the purposes of analysis, the following assumptions have been made:

the proposed developments are self‐sufficient in terms of their long‐stay parking demand

(resident and staff),

any customers of the retail/office uses will generally be via sustainable modes,

the residential visitor demands will need to be accommodated on‐street,

the school parking demands will need to be accommodated on‐street, and

existing parking demands along development frontages will be removed once the former

(existing) use ceases (e.g. there is currently a substantial demand along the northern side of

Buckhurst Street which appears to be associated with the existing automotive business operating

at the site at 6 – 78 Buckhurst Street, and this parking will no longer be required for the

automotive business when 6 – 78 Buckhurst Street is redeveloped).


G21365R‐02B Page 22

6.1 Visitor Parking Demand Rate

Clause 52.06 of the Planning Scheme sets out a statutory parking rate of 1 space per five dwellings for

visitor parking however, the study area is subject to a Parking Overlay which does not require any the

provision of any parking spaces for visitors.

Accordingly, residential visitor parking will generally need to be accommodated on‐street.

Typically high rise residential development generates lesser visitor parking demands than standard

density residential development, and accordingly, an empirical assessment of the likely visitor parking

demand rate has been conducted.

To establish the visitor demands likely to be generated by the developments, car parking surveys

undertaken by Cardno at apartment complexes in Beacon Cove (127 and 147 Beach Street)[1] have

been sourced.

The surveys were conducted over a 42 hour period from 6am Friday 19th November to midnight

Saturday 20th November 2010 and recorded a peak visitor demand of 0.1 spaces per apartment during

the Friday evening and on the weekend, and a demand of 0.06 spaces per apartment during the day

on Friday. Therefore a visitor parking demand rate of 0.06 spaces per dwelling has been adopted for

this assessment, given that the critical parking demand times will occur during business hours (and

most notably during school pick‐up time).

6.2 Known Developments

The ten development sites within the study area all include residential components and will generate

a requirement for on‐street parking spaces to service visitors.

A summary of these developments and the amount of on‐street visitor parking demand they are likely

to generate during the day (at a rate of 0.06 spaces per dwelling) is shown in Table 7.

Table 7: Summary of Visitor Parking Demand Generated by Known Developments

Address Number of Dwellings Visitor Parking Demand

15‐87 Gladstone Street 746 dwellings 45 spaces

6‐78 Buckhurst Street 1,023 dwellings 61 spaces

15‐35 Thistlethwaite Street 83 dwellings 5 spaces

89‐103 Gladstone Street 144 dwellings 9 spaces

171‐183 Ferrars Street 98 dwellings 6 spaces

51‐59 Thistlethwaite Street 149 dwellings 9 spaces



[1] 127 Beach St, Beacon Cove – 119 apartments with 2.61 bed average

147 Beach St, Beacon Cove – 75 apartments with 2.9 bed average


G21365R‐02B Page 23

Address Number of Dwellings Visitor Parking Demand

31‐39 Buckhurst Street 119 dwellings 7 spaces

91‐95 Montague Street 126 dwellings 8 spaces

Total 2,816 dwellings 170 spaces

A visitor parking demand for 170 spaces during business hours and 281 spaces outside of business

hours is expected to be generated by the known developments in the study area. Given the nature of

visitor parking, spaces with short term parking restrictions will sufficiently service this demand.

6.3 School Parking Demand

Parking demand generated by the school will comprise of both staff and student demands. For the

purposes of this parking study we have assumed that in the order of 30% of staff will drive to the site

which, based on staff numbers of 40, will generate a parking demand of 12 spaces and staff will require

parking spaces with long term parking restrictions. This proportion of staff driving to the site is low

based on our experience, but is reflective of the public transport accessibility, lack of all‐day parking,

lack of on‐site parking provision and the transport vision for this precinct. Notably, in Council’s road

space allocation hierarchy, single occupant vehicle parking is the lowest priority for road space

allocation. Accordingly it is suggested that long term staff parking demand may be best provided

within one of the off‐street car parks in the vicinity of the school.

Parking demand related to students accessing the site will be short‐term with demand generated at

drop‐off time in the mornings (prior to 9am) and pick‐up time in the afternoon (around 3pm).

GHD has previously undertaken a traffic impact analysis for the Montague Precinct3, which adopted a

traffic generation rate of 0.42 vehicle movements per student in the peak hour. This corresponds to

220 vehicle movements for 525 students.

Given that 12 of these vehicle trips will be by staff, 208 can be attributed to students being dropped

off of picked up. Accordingly, a total of 104 vehicles are expected to access the school as each vehicle

will account for two trips, one entering and one exiting the area. We note that this level of car parking

(104 cars) corresponds to approximately 30% of students being driven to school based on an

assumption of 1.5 students per vehicle, which equates to 156 students being driven to school. It is

noted that currently Albert Park Primary School has 24% and Port Melbourne Primary School has 34%

of students being driven to school and as such, the estimates being made are consistent with existing

schools in the area.

Therefore the traffic generated by student drop‐offs and pick‐ups will result in a parking demand of up

to 104 spaces at 3pm. The parking demand at school drop‐off time is likely to be significantly less than

104 spaces, as parents only stop for a short time to drop children off, and will not all be present at the

same time. Conversely, at school pick‐up time, parents are more likely to arrive before school finishes

and get out of their vehicle to wait for students.

3 Montague Precinct Transport Capacity and Demand Management Analysis, 31/30426


G21365R‐02B Page 24

6.4 Parking Demands Associated with Existing Uses

To properly assess the overall parking demand for the study area in the future, an allowance needs to

be made for reduction in demand associated with the existing land uses of the sites that are to be

developed. For the purposes of analysis, it has been assumed that during business hours, car parking

demand generated by the residential components of the new developments will be approximately

equal to the demand currently generated by the existing land uses on those sites4.

The school parking demand has been considered as an additional demand above the existing levels of

parking experienced in the area.

While the 2016 surveys suggested there may be additional parking in the area resulting from

construction traffic (construction workers and other construction vehicles), given the number of

developments approved in the area, car parking demands associated with construction vehicles are

likely to continue in this area for some years to come.

6.5 Overall Car Parking Demand Summary

A summary of the overall parking demands for the study area at the peak surveyed time and the school

drop off time is presented in Table 8.

Table 8: Summary of Parking Demands Across Study Area

Time 1pm 3pm

Existing demand 521 spaces 433 spaces

School staff demand 12 spaces 12 spaces

School student demand 0 spaces 104 spaces

Total Demand 533 spaces 549 spaces

Table 8 indicates that as a result of the school, the overall peak parking demand time for the survey

area will shift from 1pm to 3pm, with the future peak parking demand (549 spaces) being in the order

of 5% higher than the current peak demand (521 spaces) for the precinct.

4 It is noted that there is no way of determining what proportion of existing on‐street car parking demand is associated with

the existing uses located on the future “known development sites”, however there was generally a moderate to high level of parking demand observed on future development frontages, and this is likely to continue as the known development sites become construction sites and then residential developments (with no on‐site visitor parking provided).


G21365R‐02B Page 25

7 Car Parking Impact Assessment

The proposed streetscape works will reduce the overall supply of parking spaces within the study area.

The following outlines the implications of the two potential streetscape options in relation to reduced

parking supply and then compares these revised supply estimates against the expected demand.

Table 9: Option 1 – Summary of Consultation Proposal (closures of Ferrars and Gladstone Streets) and other Streetscape Works

Affected Street Extent of Works Number of Spaces Lost

Railway Place The removal of all parking along its length. 75 spaces

Douglas Street Removal of all parking. 15 spaces

Meaden Street Removal of all parking 23 spaces

Gladstone Street Closure of the street adjacent to the park. 23 spaces

Ferrars Street Closure of the street adjacent to the park except for a small section (driveway width only) to allow access

to private car parks on the eastern side. 26 spaces

Ferrars Street (outside school frontage)

Removal of angle parking to create new drop‐off zone (potentially 2 car spaces and 1 bus parking)

21 spaces

Kerr Street Narrowing of street and provision of kerbside parallel parking only on the eastern side.

8 spaces (1)

Total 191 spaces

Note (1) It is noted that these 8 spaces on the west side of Kerr Street are currently within a Truck Zone and are not available for

general public to park in. The 10 spaces on the east side of Kerr Street are also currently in a Truck Zone and are proposed to

be made publicly available, effectively resulting in a net gain of 10 spaces.

Table 10: Option 2 – Summary of Alternate Proposal (Ferrars Street cul‐de‐sac and closure of Gladstone Street) and other Streetscape Works

Affected Street Extent of Works Number of Spaces Lost

Railway Place1 The removal of all parking along its length. 75 spaces

Douglas Street2 Parallel parking on both sides as shown. ‐4 spaces (net gain)

Meaden Street2 Parallel and angle parking layouts as shown ‐6 spaces (net gain)

Gladstone Street Closure of the street adjacent to the park. 23 spaces

Ferrars Street2

Construction of a court bowl in Ferrars with angle parking retained on the eastern side of the street and kerbside parallel parking on the western side

of the street.

‐4 spaces (net gain)

Ferrars Street1 (outside school

frontage)

Removal of angle parking to create new drop‐off zone (potentially 2 car spaces and 1 bus parking)

21 spaces

Kerr Street2 Parallel parking on the east side as shown 4 spaces

Total 109 spaces

Note (1) provision was not indicated in the alternate proposal.

Note (2) provision as shown in the alternate proposal.


G21365R‐02B Page 26

Table 11 below summarises the car parking supply and demand for the two scenarios described above.

Table 11: Summary of Car Parking Impact Assessment

Option

1pm 3pm

Supply Demand Shortfall/Sur

plus Supply Demand

Shortfall/ Surplus

1 452 5331 ‐81 452 549 ‐97

2 534 533 +1 534 549 ‐15

Note (1) In addition to the loss of public parking, there will also be a loss of 14 “reserved” car spaces in Railway Place, for

which the peak demand was observed to be 9 spaces. Accordingly, there may be a shortfall of an additional 9

spaces under both options.

Table 11 shows that under both the streetscape options considered, the parking demand exceeds the

exceeding the parking supply across the study area. It is important to note that this summary is based

on the supply of parking that is currently available for the general public to park and does not include

permit zones, reserved parking, loading zones or truck zones.

The off‐street car park on Meaden Street, which at the time of the surveys only provided a capacity of

19 space, is currently occupied for private use due to construction works (Citylink‐Tulla widening). It

is noted that the actual capacity of this car park is approximately 108 spaces and if these spaces were

made available to the public, the parking demand could be met within the study area, albeit with a

very high occupancy rate across the whole of the study area, which is likely to result in excessive

circulation of vehicles looking for empty spaces, and potentially significant walking distances, if the

parking restrictions are not altered to provide short‐term parking to cater for visitors to the precinct.

Table 5 shows that the occupancy rate of the loading and truck zones, as well as the permit zones and

reserved parking spaces in the area is low. Given the low level of utilisation of these spaces, conversion

of some of them to publicly available spaces could also alleviate some of the strain on the existing car

parking supply, however it will be important to maintain some of these spaces around businesses that

require them. Furthermore, given the transition of the area from industrial land uses to those

containing residential components, the need for on‐street loading and truck zones will decrease.

The type of parking required to service the study area into the future is an important consideration

and Council’s Road Use Hierarchy places the lowest level of importance on long term single occupancy

parking.

The study area contains a large number of long‐term parking spaces, approximately 50% of the total

publicly available car spaces in the study area.

With the provision of these long term parking spaces in an inner city location, the area has historically

provided ample parking for employees, as well as an attractive option for commuters to the CBD to

park all day and catch the tram to the city.

If the provision of all day parking were to be reduced, in line with Council’s Road Use Hierarchy, staff

and commuters would change their travel patterns out of necessity.

Importantly, it is necessary to achieve a balance in the available parking to ensure suitable parking is

available to visitors to the precinct, including visitors to existing businesses as well as visitors to the


G21365R‐02B Page 27

future residential developments and the school. With regard to the school parking demands, it should

be recognised that there will need to be a staged approach to cater for the parking demands, noting

that when the school opens in 2018, there will be fewer dwellings within the walkable catchment,

compared to the longer term, when a significant residential catchment will be located within a short

distance.

Accordingly, it is recommended that short‐term parking be implemented in place of some of the long

term parking including the provision of drop‐off and pick‐up areas in the form of “P 15min 8‐9am, 3‐

4pm School Days” or the like along the Ferrars Street School frontage and also in Whiteman Street.

The introduction of the school may also necessitate a behaviour change with regard to the times when

businesses nearby to the school generate parking demands associated with visitors and deliveries

which are not accommodated on private land.


G21365R‐02B Page 28

8 Conclusions

Having inspected the site, reviewed background information and studies, collected car parking

occupancy data, and undertaken traffic engineering assessments, we are of the opinion that:

a) the existing long‐term (unrestricted and ticketed) car parking in the precinct is at or close to

capacity,

b) there has historically been an ample supply of long‐term car parking provided in this precinct

which is likely to have influenced travel behaviours of both staff and commuters,

c) the medium‐term (4P) parking is only in moderate demand (peak of 61%) and has some spare

capacity,

d) the short‐term car parking within the precinct is in relatively high demand currently,

e) the parking which is “unavailable to the public” (loading/truck/permit zones, etc.) is currently

underutilised,

f) the loss of parking resulting from the proposed road closures, road narrowing and streetscape

works will result in the overall car parking demand exceeding supply in the precinct, regardless of

the parking restrictions,

g) having regard to Council’s hierarchy for the allocation of road space as set out in CoPP Sustainable

Transport Strategy, the parking restrictions should be modified to ensure there is sufficient

parking for visitors to the precinct (including visitors to existing businesses as well as school drop‐

off in the short term until the school’s catchment is established within walking distance of the

school), and

h) having regard to (f) and (g) above, there will be a shortfall in long‐term parking to meet the current

demand and accordingly there will necessarily be a shift in travel patterns for vehicles currently

occupying all‐day parking in the area, i.e. vehicles which currently park here and commute to the

City will no longer be able to find parking in the precinct, and staff of businesses within the

precinct which do not have access to on‐site car parking may choose to travel to the precinct via

alternative sustainable modes such as public transport, walking, cycling, etc. having regard to the

reduced supply of all‐day parking on‐street.


G21365R‐02B

Appendix A Car Parking Occupancy

Surveys (2016)

Ferrars Street Education Community Precinct (FSECP)Parking Surveys

Supervised By: Daniel MilderSurveyed By: Marcus Koorn Survey Dates & Times: See below

9am 12noon 1pm 2pm 3pm 4pm

KERR STREET

East Side

Gladstone Street - Buckhurst Street Truck Zone 30min Mon-Fri 10 0 0 1 2 2 2

West Side

Gladstone Street - Buckhurst Street Truck Zone 30min Mon-Fri 8 0 1 0 0 3 1

Capacity 18 - 18 18 18 18 18 18 18Total Number of Cars Parked 0 1 1 2 5 3Total Number of Vacant Spaces 18 17 17 16 13 15Percentage Occupancy 0% 6% 6% 11% 28% 17%

GLADSTONE PLACE

East Side

No Stopping 0 0 1 1 1 1 1

Loading Zone 8am-6pm Mon-Fri 2 0 0 0 0 0 0

West Side

Gladstone Street - Buckhurst Street No Stopping 0 0 0 0 0 0 0

GLADSTONE STREET

North Side

Montague Street - Gladstone Place Permit Zone 4 3 3 2 4 4 3

Permit Zone 4 2 3 3 4 4 4

P ticket 8am-6pm Mon-Fri 8 8 7 7 7 5 4

Loading Zone 15min 8am-6pm Mon-Sat 1 1 1 1 0 1 1


4P ticket 8am-6pm Mon-Fri 13 2 1 2 4 3 3

Kerr Street - Ferrars Street P ticket 8am-6pm Mon-Fri 18 0 3 3 3 4 3

South Side

Montague Street - Gladstone Place Construction Zone 0 0 0 0 0 0 0


Loading Zone 15min 8am-6pm Mon-Fri 3 2 2 2 2 3 3


Kerr Street - Ferrars Street P ticket 8am-6pm Mon-Fri 5 2 4 4 4 4 4

Off-Street Car Park

Permit Zone (Ace Parking) 43 19 27 27 26 25 23

Ticketed 104 89 99 102 102 93 70


Thursday, 24th August, 2016Restriction Capacity

Min - Max

Gladstone Place - Kerr Street

KERR STREET

Location

Gladstone Street - Buckhurst Street


GLADSTONE STREET

Nb/Sb - Northern/Southern Property BoundaryEb/Wb - Eastern/Western Property BoundaryMid pt - Mid pointROW - Right of Way Prepared by Traffix Group Pty Ltd Page 1 of 4





Min - MaxLocation

BUCKHURST STREET

North Side

Montague Street - Gladstone Place Loading zone 15min 8am-6pm Mon-Sat 3 0 1 0 2 3 4


1/2P 8am-6pm Mon-Fri 12 4 10 10 11 6 12

Loading zone 15min 8am-6pm Mon-Sat 1 0 0 1 1 0 0

Kerr Street - Ferrar Street No Stopping 0 0 0 0 0 0 0

South Side






THISTLETHWAITE STREET

North Side


P disabled Taxis and Drivers for Disabled Only 2 1 1 2 1 1 1


George Street - Ferrars Street 1P ticket 8am-6pm Mon-Fri 11 2 4 8 6 6 4

South Side

P disabled 1 1 1 0 0 0 0

Unrestricted 2 2 2 2 0 2 2








THISTLETHWAITE STREET

BUCKHURST STREET

Ferrars Street - George Street

George Street - Montague Street

Montague Street - George Street

Montague Street - Ferrars Street






Min - MaxLocation

FERRARS STREET

East Side

Gladstone Street - Douglas Street 4P ticket 8am-6pm Mon-Fri 15 1 3 4 7 4 3

Douglas Street - Thistlethwaite Street P ticket 8am-6pm Mon-Fri 23 23 21 21 21 20 22

Thistlethwaite Street - City Road 2P ticket 8am-6pm Mon-Fri 22 7 18 24 14 11 5

West Side

Gladstone Street - Buckhurst Street P ticket 8am-6pm Mon-Fri 13 5 13 13 13 12 12

Buckhurst Street - Thistlethwaite Street P ticket 8am-6pm Mon-Fri 5 5 5 5 5 3 4





DOUGLAS STREET

North Side

Ferrars Street - Meaden Street P ticket 8am-6pm Mon-Fri 7 3 6 6 5 5 4

South Side

Ferrars Street - Meaden Street P ticket 8am-6pm Mon-Fri 8 1 8 8 8 7 5


MEADEN STREET

East Side

P ticket 8am-6pm Mon-Fri (parallel) 4 1 3 4 3 2 2

P ticket 8am-6pm Mon-Fri (90°) 12 5 7 12 10 8 6

West Side

Douglas Street - End of Street P ticket 8am-6pm Mon-Fri 7 6 7 9 7 6 5

Off-street Car Park 1

Reserved 20 7 11 10 10 9 10

Off-street Car Park 2

Reserved 19 2 4 1 3 4 3

Capacity 23 - 23 23 23 23 23 23 23Total Number of Cars Parked 12 17 25 20 16 13Total Number of Vacant Spaces 11 6 -2 3 7 10Percentage Occupancy 52% 74% 109% 87% 70% 57%

RAILWAY PLACE

East Side

P ticket (90°) (Ace Parking) 15 15 15 15 15 14 13

P ticket (angle) (Ace Parking) 10 5 8 10 8 8 8

Permit Zone (Ace Parking) 9 5 7 9 9 8 6

P ticket (Care Park) 17 16 17 17 17 16 16

Reserved (Care Park) 14 9 9 9 9 9 5

West Side

Meaden Street - Bend Unrestricted (? sign missing) 10 11 11 11 11 11 10

Capacity 52 - 52 52 52 52 52 52 52Total Number of Cars Parked 47 51 53 51 49 47Total Number of Vacant Spaces 5 1 -1 1 3 5Percentage Occupancy 90% 98% 102% 98% 94% 90%

RAILWAY PLACE

MEADEN STREET

DOUGLAS STREET

Douglas Street - End of Street

FERRARS STREET

Thistlethwaite Street - City Road

Douglas Street - City Road






Min - MaxLocation

MONTAGUE STREET

East Side

Railway Bridge - Gladstone Street Permit Zone 2 0 0 0 0 0 0




Buckhurst Street - Thistlethwaite Street 4P ticket 8am-6pm Mon-Fri 8 2 2 1 4 3 3

No Stopping 4pm-7pm Mon-Fri, 1P 8am-4pm Mon-Sat 4 1 2 1 2 0 0

No Stopping 4pm-7pm Mon-Fri,1/4P 8am-4pm Mon-Sat 2 0 1 1 0 0 0

No Stopping 4pm-7pm Mon-Fri, Loading zone 8am-4pm Mon-Sat 2 0 1 2 2 0 0


CITY ROAD

West Side


2P 8am-6pm Mon-Sat 18 16 18 16 16 18 14

Bus Zone 0 0 0 0 0 0 0

Bus Zone 0 0 0 2 0 0 0

2P 8am-6pm Mon-Fri 2 2 2 2 2 2 2


WHITEMAN STREET

East Side

9P ticket 15 15 15 14 14 13 7


9P ticket 3 2 2 3 2 3 3

Loading zone 15min 8am-6pm Mon-Sat, 9P ticket other times 2 1 1 2 2 2 2

Cecil Street - End 2P 7:30am-6:30pm Mon-Fri 7:30am-12:30pm Sat 5 1 1 3 2 2 1

West Side

City Road - Cecil Street 9P ticket 33 25 32 32 31 30 27

Nature Strip (illegal parking) 10 10 8 10 10 8 8

Cecil Street - End 4P ticket 7:30am-6:30pm Mon-Fri 7:30am-12:30pm Sat 5 0 2 1 1 3 3

Off Street Car Park

9P 16 15 17 16 17 18 16


CECIL STREET

North/East Side

Whiteman Street - Bend No Stopping 0 0 0 0 0 0 0

Bend - City Road Loading zone 8am-5pm Mon-Fri 5 0 0 1 3 1 3

Median

Whiteman Street - Bend 9P ticket 10 10 10 10 10 10 6

South/West Side

Whiteman Street - Bend 9P ticket 6 5 6 6 6 6 6

9P ticket 7 7 7 7 7 9 5

Loading zone 8am-5pm Mon-Fri 2 0 0 1 0 0 0

9P ticket 3 3 3 3 3 3 2

Capacity 26 - 26 26 26 26 26 26 26Total Number of Cars Parked 25 26 26 26 28 19Total Number of Vacant Spaces 1 0 0 0 -2 7Percentage Occupancy 96% 100% 100% 100% 108% 73%

SUMMARY => CARPARKINGCar Parking Supply 609 - 615 615 615 615 615 615 609Total Number of Cars Parked 374 489 521 499 433 365Total Number of Vacant Spaces 241 126 94 116 182 244Percentage Occupancy 61% 80% 85% 81% 70% 60%

CECIL STREET

WHITEMAN STREET

CITY ROAD

MONTAGUE STREET

City Road - Cecil Street

Bend - City Road

Gladstone Street - Buckhurst Street

Whiteman Street - Cecil Street

Thistlethwaite Street - City Road

Montague Street - Ferrars Street


car parking assessment - city of port phillip · 1 for the purposes of this parking report, the...

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