Bacchus Marsh Structure Plan Transport and …...Introduction GM14070 28/01/10 Bacchus Marsh...

Bacchus Marsh Structure Plan

Transport and Parking Strategy

© GTA Consultants (Greg Tucker and Associates Pty Ltd) 2010 The information contained in this document is confidential and intended solely for the use of the client for the purpose for which it has been prepared and no representation is made or is to be implied as being made to any third party. Use or copying of this document in whole or in part without the written permission of GTA Consultants constitutes an infringement of copyright. The intellectual property contained in this document remains the property of GTA Consultants.

Bacchus Marsh Structure Plan

Transport and Parking Strategy Client: David Lock Associates

Reference: GM14070 GTA Consultants Office: Melbourne

Quality Record

Issue Date Description Prepared By Checked By Approved By A 27/11/09 Final Chris Coath Simon Davies SD

B 28/01/10 Final Chris Coath Simon Davies

Table of Contents

GM14070 28/01/10 Bacchus Marsh Structure Plan, Issue: B Transport and Parking Strategy

Table of Contents 1. Introduction 1

1.1 Background 1 1.2 Scope of This Report 1 1.3 Previous Bacchus Marsh Involvement 2 1.4 Referenced Documents 2

2. Existing Conditions, Constraints and Issues 3 2.1 Study Area 3 2.2 Road Network 4 2.3 Public Transport 7 2.4 Pedestrians 9 2.5 Cyclists 9 2.6 Parking 10

3. Key Issues 18

4. Road Network Strategy 19 4.1 Preface 19 4.2 Existing Road Network Strategies 19 4.3 Structure Plan Road Network Strategies 29 4.4 Residential Housing Road Network Strategies 31

5. Car Parking Strategy 33 5.1 Preface 33 5.2 Town Centre 33 5.3 Railway Station 38

6. Parking Precinct Plan 40 6.1 Background 40 6.2 Parking Precinct Plan Content 41 6.3 Draft Schedule to Clause 52.06 44

7. Public Transport 46 7.1 Bus Services 46 7.2 Railway Station 47

8. Pedestrians and Cyclists 48

9. Recommendations 50

Table of Contents


Appendices A: Car Parking Inventory and Survey Results B: Base Car Parking Model C: Calibrated Car Parking Model

Figures Figure 2.1: Bacchus Marsh Township 3 Figure 2.2: Parking Strategy Area 4 Figure 2.3: 400m Public Transport Buffer 8 Figure 2.4: Key Car Parking Occupancies 11 Figure 2.5: Base Car Parking Model 15 Figure 2.6: Calibrated Car Parking Model 16 Figure 4.1: Road Network Recommendations 24 Figure 4.2: Proposed Heavy Vehicle Route 26 Figure 4.3: Central Bacchus Marsh Ring Road Upgrades 28 Figure 4.4: Structure Plan Housing Precincts 30 Figure 6.1: Parking Precinct Plans and Parking Strategies 40 Figure 6.2: Bacchus Marsh Commercial Area 42 Figure 8.1: Pedestrian / Cycle Improvements 48

Tables Table 2.1: Road Network Summary 5 Table 2.2: Car Parking Occupancy Summary 10 Table 2.3: Bacchus Marsh Commercial Area Floor Area Data 13 Table 2.4: Bacchus Marsh Commercial Area Car Parking Rates 14 Table 2.5: Bacchus Marsh Commercial Area Car Parking Rates 16 Table 2.6: Staff Car Parking Rates 17 Table 2.7: Future Parking Demands 17 Table 4.1: Potential Residential Traffic Generation 30 Table 5.1: Acceptable Walking Distances (Reproduced from the Victorian Transport

Policy Institute) 33 Table 5.2: Car Parking Rate Comparisons 37 Table 6.1: Car Parking Occupancy Summary 42 Table 6.2: Peak Car Parking Rates for Key Land Uses 43

Introduction

GM14070 28/01/10 Bacchus Marsh Structure Plan, Issue: B Transport and Parking Strategy Page 1

1. Introduction

1.1 Background The preparation of Structure Plans are a central requirement of the State Planning Policy Framework and a valuable tool in the future planning and shaping of activity centres in an orderly and cohesive manner.

In respect of Bacchus Marsh the structure plan brief indicated:

“…the requirement for the structure plan for the Bacchus Marsh Central area is an important step in the implementation of the Economic Development Strategy and Action Plan and the Bacchus Marsh Residential Growth Strategy. It is required to provide a long term framework for the future orderly planning and development of the central area to ensure that the CBD is maintained as the pre eminent district for retailing, commercial and professional services and other civic roles.”

The preparation of a visionary structure plan which reflects the needs and aspirations of the community and provides a clear framework for the detailed development planning at a precinct level is anticipated to:

• Celebrate the cultural and heritage identity of the town centre.

• Improve access and mobility for all, through building upon and integrating with the existing grid-based street network.

• Create a high quality public environment including streets, public spaces.

• Facilitate access to public transport in and around Bacchus Marsh and to other locations, in particular Melbourne and Ballarat.

In this regard GTA Consultants forms part of the project team along the David Lock Associates and Essential Economics commissioned to prepare the overall structure plan.

GTA Consultants primary commission was to prepare a Parking Strategy and Parking Precinct Plan for the Structure Plan and provide various input to the structure planning scenarios in respect to traffic, pedestrians, bicycles and public transport.

Throughout the structure plan process it has become apparent that Council have also sought a broader strategy for traffic movements throughout the overall township be prepared.

As such the following strategy will provide in broad terms a traffic strategy for the overall township and a parking strategy focusing on the Town Centre and Structure Plan area.

1.2 Scope of This Report This report, seeks to provide input to the Bacchus Marsh Structure Plan. Specifically, the objectives of the transport and parking strategy are to:

• Assess the existing operating conditions of the Bacchus Marsh township in respect of traffic movements, pedestrian and cycle movements, public transport and car parking.

• Provide a strategy to manage the operation of the wider road network within Bacchus Marsh.

• Provide an assessment of the impacts of structure plan proposals on the surrounding road network.

• Prepare a parking strategy for the management of existing and future parking demands within the town centre.

• Provide a statutory implementation tool for the management of car parking within the town centre.

• Provide strategies to improve sustainable transport modes including walking, cycling and public transport.

Introduction


1.3 Previous Bacchus Marsh Involvement It should also be noted that GTA Consultants has previously worked with Moorabool Shire Council in the preparation of the Bacchus Marsh Accessibility, Traffic Management and Parking Precinct Plan in 2003. These previously developed strategies have been reconsidered in the context of any changes to the road, car parking, pedestrian, cycle and public transport networks and any proposals resulting from the Structure Plan development.

1.4 Referenced Documents In preparing this report, reference has been made to a number of background documents, including:

• Moorabool Planning Scheme

• Australian/New Zealand Standard, Parking Facilities, Part 1: Off-Street Car Parking AS/NZS 2890.1–2004

• Ratio Consultants Pty Ltd, Bacchus Marsh Residential Growth Strategy, Final Report, Planning Framework and Implementation Strategy, March 2004

• GTA Consultants, Bacchus Marsh Accessibility, Traffic Management and Parking Precinct Plan, December 2003

• Moorabool Planning Scheme Amendment C34, Panel Report, June 2008

• road network Traffic Volumes provided by Moorabool Shire Council

• V/Line, June 2008 Service Report

• traffic and car parking surveys undertaken by GTA Consultants as referenced in the context of this report

• various technical data as referenced in this report

• an inspection of the site and its surrounds

• other documents as nominated.

Existing Conditions, Constraints and Issues


2. Existing Conditions, Constraints and Issues

2.1 Study Area The general township of Bacchus Marsh is shown within Figure 2.1 below. In general terms it is across this area to which considerations of an overall traffic strategy will be considered. It is however recognised that the structure plan specifically relates to a much smaller area as identified in that same figure.

Figure 2.1: Bacchus Marsh Township

(Reproduced with permission from Melway Publishing Pty Ltd)

Approximate Structure Plan Area



In preparing a parking strategy, focus has been primarily placed upon the commercial Town Centre area which is shown within Figure 2.2. A wider area defined as the Total Survey Area was also identified and is intended to define an interface which may require specific car parking arrangements to manage the transition between the commercial area and the traditional residential area.

Figure 2.2: Parking Strategy Area

(Reproduced with permission from Melway Publishing Pty Ltd)

2.2 Road Network The Bacchus Marsh Road network consists of 2 key primary arterial roads which cater for a high majority of north-south and east-west traffic movements. These roads are:

• Bacchus Marsh - Gisborne Road / Gisborne Road / Grant Street / Bacchus Marsh - Geelong Road – major north south route

• Bacchus Marsh Road (Main St and Avenue of Honour) – major east west route.

Other major and collector roads within Bacchus Marsh which are under the control of Council and include:

• Major Roads

• Woolpack road

• Griffith Street / Bacchus Marsh – Balliang Road.

• Collector Roads

• Fisken Street

• Station Street

• Halletts Way

• Grey Street

• Albert Street

• Fitzroy Street

• Nelson Street.

In addition the Bacchus Marsh Township is divided by the Western Freeway running east west, dividing the original town centre and residential areas (south of the Freeway) from new residential areas (north of the Freeway). The existing key arterial, major and collector road characteristics are summarised Table 2.1.

Bacchus Marsh Commercial Area

Total Survey Area


GM14070 28/01/10 Bacchus Marsh Structure Plan Issue: B Transport and Parking Strategy Page 5

Table 2.1: Road Network Summary

Road Road Hierarchy Road Authority

Road Construction Lanes Road Reserve

Width Road Width [1] Bicycle Facilities Daily Traffic

Volumes [2] Western Freeway Freeway VicRoads Sealed Two lanes – Two way 50m 20m No bike path -

The Bacchus Marsh Road (Main Street) Primary Arterial roads VicRoads Sealed One lane – Two way 18m 11m No bike path 8,300

The Bacchus Marsh Road (Avenue of Honour) Primary Arterial roads VicRoads Sealed One lane – Two way 18m 11m No bike path 9,000

Bacchus Marsh-Gisborne Road Primary Arterial roads VicRoads Sealed One lane – Two way 18m 11m Off road bike path 16,300

Gisborne Road Primary Arterial roads VicRoads Sealed One lane – Two way 18m 11m Off road bike path 12,400

Grant Street Primary Arterial roads VicRoads Sealed One lane – Two way 18m 11m Off road bike path 14,300

Bacchus Marsh-Geelong Road Primary Arterial roads VicRoads Sealed One lane – Two way 18m 11m Off road bike path 2,500

Woolpack Road Major Roads Council Sealed One lane – Two way 18m 11m No bike path 1,300

Griffith Street Major Roads Council Sealed One lane – Two way 24m 11m Off road bike path 3,400

Fisken Street Collector Roads Council Sealed One lane – Two way 22m 9m Off road bike path 2,600

Station Street Collector Roads Council Sealed One lane – Two way 15m 9m Proposed off road bike path 1,600

Albert Street Collector Roads Council Sealed One lane – Two way 25m 9m Off road bike path 5,300

Fitzroy Street Collector Roads Council Sealed One lane – Two way 15m 10m Proposed on road bike path 5,000

Halletts Way Collector Roads Council Sealed One lane – Two way 25m 10m Proposed off road bike path 2,700

Grey Street Collector Roads Council Sealed Two lane – Two way 23m 16m On / Off road bike path 3,700

Nelson Street Collector Roads Council Sealed One lane – Two way 20m 11m No bike path 900

Lerderderg Street Local Roads Council Sealed One lane – Two way 16m 8m No bike path 1,200

Bennett Street Local Roads Council Sealed One lane – Two way 14m 9m No bike path 6,100

Waddell Street Local Roads Council Sealed One lane – Two way 16m 9m No bike path 500

Turner Street Local Roads Council Sealed One lane – Two way 14m 9m No bike path 800

Millbank Street Local Roads Council Sealed One lane – Two way 15m 8m No bike path 300

Lord Street Local Roads Council Sealed One lane – Two way 18m 10m No bike path 700

Young Street Local Roads Council Sealed One lane – Two way 15m 8m No bike path 400

Gell Street Local Roads Council Sealed One lane – Two way 16m 9m No bike path 1,300

[1] Road measurements obtained from Google Earth. [2] Traffic volumes obtained from Council supplied data.



From the assessment of the existing road network, the following key road network issues and constraints have been established.

The configuration of the road network and the location of key township facilities (shops, schools, railway station and residences) generally force a majority of traffic onto the 2 key primary arterial roads which travel through the middle of town centre.

The typical daily traffic capacity on a two lane two-way road is in the order of 18,000 vehicles per day. On this basis the major north-south road is approaching capacity with Council traffic volumes indicating volumes in to order of 14,000 vpd.

Main Street being the major east west route carries approximately 9,000 vehicle movements per day through the town centre area indicating sufficient two-way daily traffic capacity exists along this route.

Traffic volumes on all other major roads do not indicate any traffic capacity issues.

It is understood that congestion occurs at a number of key intersections within the township along the major north south road. These intersections include:

• intersection Main Street / Gisborne Road / Grant Street / Bacchus Marsh Road

• intersection Grant Street / Station Street / Griffith Street / Parwan Road

• intersection Grant Street / Labilliere Street

• intersection Bacchus Marsh Gisborne Road / Freeway Interchanges.

It is the understanding of GTA Consultants that this congestion is largely related to school drop off and pick up periods (i.e. 8:30 – 9:00am and 3:30 – 4:00pm). As such additional capacity would appear to be required to support north south movements.

A simple widening of the major north south road to add additional two way and intersection capacity has not been planned (i.e. road reservations set aside) and is constrained by a number of issues such as:

• Existing residences and property boundaries restrict the widening of the north south road.

• The existing freeway crossing only provides a single lane in each direction (including turning movements onto the Freeway). To improve this situation widening of the Freeway crossing bridge would be significant exercise.

• Railway level crossing and related shunting area

• Werribee River Bridge

Given the constraints associated with widening and increasing the capacity of the main north south route, consideration could also be given to implementing additional north south routes throughout the town to reduce the overall reliance on the major north south route. Possible indicative north south routes were indicated in the Bacchus Marsh Accessibility, Traffic Management and Parking Study, however the topography of Bacchus Marsh and requirements for river crossings and Freeway crossings to provide these supporting north south routes make the provision of these costly and potentially difficult.

Notwithstanding the above, it is understood that capacity constraints generally exist around school drop off and pick up times and therefore are generally restricted to approximately 1 hour in the morning and evening. Consideration needs to be given to the benefits of increasing traffic capacities against the costs of providing these improvements.

It is also understood that the two Bacchus Marsh college campuses (previously located north and south of the Freeway) have combined (effective 2009) to a single campus at the southern end of the Bacchus Marsh township near the railway station. As a result this may cause some additional usage of the key north south



traffic route1

Consideration may need to be given to sustainability programs and bus routes to limit the amount of private car drop off and pick up traffic which needs to occur at the school.

. It is also noted that the Bacchus Marsh Grammar School is also located at this area at the southern end of the township.

It is further noted that Bacchus Marsh Residential Growth Strategy contemplates the development of in the order of 1,500 additional residences within an area along Griffith Street, west of Grant Street. Such an increase in dwellings could result in some additional 15,000 vehicle movements per day in this area. With the only significant roads providing access to this area being Griffith Street, Grant Street, Station Street and Fisken Street, significant pressure will be placed on the capacity of these roads to facilitate movements between this residential area and the Bacchus Marsh Town Centre. As such further consideration will need to be given in the following stages of this study to how the road network will need to be improved to cater for such traffic increases which could include, duplicating roads or providing additional north-south routes such as an extension of Halletts Way to take pressure off Griffith Street.

The key reliance on the main north south and east west roads also means that a large amount of heavy vehicles travel through the town centre. While the two main roads are primary arterial roads which would typically be considered suitable for commercial vehicles, these roads travel directly through the town centre and it would be desirable for alternate routes to be available for commercial vehicles to avoid driving through the town centre area.

Data indicates that Woolpack Road carries a significant proportion of heavy vehicle movements. However the configuration of this road and intersection with the Bacchus Marsh - Geelong Road could be considered for improvement should further encouragement of this road be made for additional commercial vehicles.

The encouragement and use of Woolpack Road as a commercial vehicle route is currently limited as the only full freeway interchange is located at Gisborne Road resulting in all traffic travelling to and from the west using routes through the town centre. It is however proposed that as part of VicRoads upgrade works to the Western Highway through Anthony’s Cutting, Woolpack Road will be extended to provide a full interchange with the Western Highway (forming the eastern interchange for the Town). These works will assist to remove commercial vehicle traffic from the town centre.

These upgrade works will also include the removal of existing freeway interchange ramps at the eastern interchange of the Western Highway and Bacchus Marsh Road.

2.3 Public Transport The Township of Bacchus Marsh is served by a number of public transport facilities which perform two tasks:

• link with other regional towns and cities

• provide movement within Bacchus Marsh.

Both V Line Coach and rail services operate between Ballarat and Melbourne stopping at Bacchus Marsh.

It is apparent from observations of the railway station that the rail link between Melbourne and Ballarat is well utilised by Bacchus Marsh commuters given the high levels of parking utilisation at the railway station.

The development of the fast rail line between Melbourne and Ballarat stopping at Bacchus Marsh has been of further benefit to commuters within the township, increasing the public transport availability to Melbourne and Ballarat and enhanced the viability of living in Bacchus Marsh and commuting to other major towns to work.

1 At the time of preparing and collating the existing conditions data and establishing the relevant issues the schools operated as separate campuses

north and south of the Freeway.



Local bus services are operated by Bacchus Marsh Coaches and provide daily bus services throughout the township. These buses operate throughout a majority of the township servicing the residential areas north of the Western Freeway, the town centre and the Bacchus Marsh Railway Station. It is understood that investigations are being undertaken by the Department of Transport on the possible splitting of the bus route into multiple services to better service the overall town. In addition consideration is being given to relocating the existing Town Centre bus interchange from Gell Street to Bennett Street.

It should be aimed to provide public transport bus services within a 400m walking distance of existing dwellings as recommended by current planning scheme design requirements. The following map shows the bus routes available in the Bacchus Marsh area and a 400m buffer to these services.

Figure 2.3: 400m Public Transport Buffer

Key

Bus Route

Rail Line



2.4 Pedestrians Pedestrian facilities are provided within the Town Centre with paths along both sides of Main Street and along both sides of all other key streets. Four pedestrian zebra crossings with flashing lights are provided along Main Street to facilitate pedestrian crossing points and ensure activation and linking between key parking and retail facilities. These crossings also assist in providing safer pedestrian movements given the volume of heavy vehicle traffic.

The key pedestrian issue which has been raised through consultation sessions is the provision of quality pedestrian facilities linking the Main Street town centre with the Railway Station area to the south.

2.5 Cyclists The VicRoads Municipal Bicycle Network of Bacchus Marsh displays various bicycle paths that are currently provided both on and off road within the township:

On Road

• Grey Street between Fitzroy Street and Morrison Drive

• Albert Street between Fitzroy Street and Bacchus Marsh - Gisborne Road.

Off Road

• Swans Road / Albert Street between Robertsons Road and Nelson Street

• Grey Street between Halletts way and Morrison Drive

• Bacchus Marsh – Gisborne Road between Albert Street and Main Street

• Main Street between Burnbidge Close and Madden Drive

• Grant Street between Waddell Street and Griffith Street

• Griffith Street between Grant Street and Hillside Street

• Fisken Street between McGrath Street and Taverner Street.

There are also a number of proposed on and off road bicycle facilities indicated within these Principal Bicycle Network maps which include:

On Road

• Fitzroy Street between Albert Street and Grey Street

• Main Street between Madden Drive and Pearce Street

• Grant Street between Main Street and Turner Street.

Off Road

• Halletts Way between Myer Street and Grey Street

• Albert Street between Nelson Street and Fitzroy Street

• Fisken Street between Main Street and McGrath Street

• Fisken Street between McGrath Street and Station Street

• Station Street between Grant Street and Fisken Street.

Again similar to the pedestrian facilities, the key issue which has been raised through consultation sessions is the provision of quality cycling facilities linking the Main Street town centre with the Railway Station area to the south.



2.6 Parking

2.6.1 Town Centre

GTA Consultants prepared and inventory of car parking and undertook surveys of all on-street and off-street parking within the Bacchus Marsh Town Centre (Total Survey Area) during 20032 and 20083

2008 - Supply - 1,942 spaces (1,147 off-street, 795 on-street) - Demand - 993 spaces (608 off-street, 385 on-street)

. The results of both survey periods are summarised in the following:

2003 - Supply - 1,946 spaces (1,166 off-street, 780 on-street) - Demand - 978 spaces (643 off-street, 335 on-street)

As can be seen minor changes in parking supplies have occurred over the past 5 years while demands remaining effectively unchanged over this period.

The car parking spaces within the study area are subject to a number of varying parking restrictions with a detailed inventory and results presented in Appendix A of this report.

The overall car parking demand within the Bacchus Marsh Commercial Area for the survey period peaked at 2:00pm on the survey day. A summary of the car parking utilisation at the peak parking times is shown for both the Bacchus Marsh Commercial Area and the Total Survey Area in Table 2.2 which indicates the on-street, off-street and total parking occupancies.

Table 2.2: Car Parking Occupancy Summary

Area Peak Time

Supply (No. of

spaces)

Demand (Vehicles) Occupancy

On-street Off-Street Total

Bacchus Marsh Commercial Area 2:00pm 1458 199 600 799 55%

Bacchus Marsh Survey Area 2:00pm 1942 382 608 990 51%

Table 2.2 indicates that an abundance of car parking is available within the central Bacchus Marsh area with a peak occupancy of the Bacchus Marsh Commercial Area of 55% and the Total Survey Area of 51%.

Further analysis of the car parking utilisations is described in the following.

Bacchus Marsh Commercial Area

It is noted that while demands across the overall town centre are relatively low, some particular parking areas are however approaching capacity as noted below:

• On-street car parking along Main Street between Bacchus Marsh – Gisborne Road and Young Street had a peak occupancy of 82%

• On-street car parking along Gell Street between Bennett Street and Main Street had a peak occupancy of 68%

• Off-street car parking bounded by Main Street, Gell Street, Bennett Street and Bacchus Marsh – Gisborne Road had a peak occupancy of 85%

• Off-street parking areas located off Bacchus Marsh Road (northern side) had an occupancy of 90% • Off-street car parking along Church Street had a peak occupancy of 97%

2 Bacchus Marsh Accessibility, Traffic Management and Parking Precinct Plan, prepared by GTA Consultants. 3 Surveys undertaken by GTA Consultants on Friday 2 May 2008 between 9:00am – 5:00pm. This represented a shorter time period than the 2003

surveys however represented the peak parking periods established during previous surveys.



In this respect a parking utilisation within short term parking areas greater than approximately 85% represents a situation where drivers are unable to identify where vacant spaces exist and subsequently represents effective capacity.

At the other end of the spectrum, significant vacancies exist within some other key parking areas as noted below:

• The Bacchus Marsh Village Shopping Centre Car Park had a peak occupancy of 49% (324 vacancies)

• Bennett Street had a peak occupancy of 44%

• The Council / Library Car Park had a peak occupancy of 28% (61 vacancies).

The occupancies are also shown in Figure 2.4.

Figure 2.4: Key Car Parking Occupancies

(Reproduced with Permission from Melway Publishing Pty Ltd)

Total Survey Area

The following summarises the car parking occupancies along some streets outside of the Bacchus Marsh Commercial Area:

• Gell Street (Nth of Bennett St) – 35% occupancy

• Millbank Street – 46% occupancy

• Turner Street – 93% occupancy

• Waddell Street – 33% occupancy

• Lerderderg Street – 58% occupancy.

From the above car parking information it is evident that fringe on-street parking areas, such as the rooftop car park at Bacchus Marsh Village Shopping Centre and Council / Library Park are not currently well utilised and present opportunities for greater utilisation. The exception being Turner Street which serves a number of medical facilities.

97% Occupancy

85% Occupancy 68% Occupancy 44% Occupancy

49% Occupancy

90% Occupancy

28% Occupancy 82% Occupancy



While these areas are not well utilised, the survey results suggest that the demand for parking within the town centre does not require any significant use of these less proximate parking locations. Should any expansion of the town centre occur in the future and parking demands increase, parking demands may naturally extend to occupy these locations. Alternatively signage may be used to better promote these currently under utilised parking areas.

In addition, having regard for the overall vacancies within the town centre, scope remains available for council to make minor modifications to accommodate additional specific parking needs such as taxi ranks, bus stops, loading zones, disabled parking and to remove some on-street parking in lieu of improving traffic flow and congestion.

2.6.2 Railway Station

An inspection of the Bacchus Marsh Railway Station indicated a parking supply of 363 formal spaces and a further 40 informal spaces (minimum) located on an abutting grass / gravel area.

Observations of parking (undertaken on Friday 2 May 2008) indicated that demand for parking at the Station equalled 92% of all formally marked spaces (note this includes demand but not supply from informal area). Parking was however observed to be occurring in informal grass / gravel areas rather than within the newer eastern parking areas, which was recorded to have occupancy of only 66%.

This may be simply because informal parking is more proximate to the Station than the formal eastern car park.

On a whole, considering formal and informal parking areas a parking occupancy of 83% was recorded (supply 403 spaces, demand 333 spaces).

2.6.3 Car Parking Model

Background

A car parking model is prepared to estimate the car parking generating characteristics within a defined area. Using car parking rates determined through the preparation of a model, car parking demands can be estimated for new developments or predicted growth within that area.

Often, the preparation of a car parking model is completed as the first stage of preparing a Parking Precinct Plan (PPP). A PPP is a document, which among other things, provides rates of car parking that new developments should aim to provide within a defined activity precinct. The PPP has regard for generating characteristics in that precinct at background parking levels.

These inputs are needed to generate a Car Parking Model and include:

• land use data

• car parking rates derived from uses contained within the applicable study precinct

• temporal distributions.

Land Use Data

A summary of land uses within the Bacchus Marsh Commercial Area and their associated size is provided in Table 2.3. GTA Consultants previously (in 2003) undertook a survey of all land uses within the Bacchus Marsh Commercial Area in order to obtain floor area data for each land use for the preparation of a car parking model.

This data was obtained through the measurement of the frontage and depth of each occupied building to obtain an approximate area. Floor areas were grouped into relevant land use categories and are presented below in Table 2.3.



Some updates have been made to the land use data based on recent investigations undertaken by Essential Economics as part of the Structure Plan to reflect current vacancies within the Commercial Area and any new developments which have occurred since 2003.

Table 2.3: Bacchus Marsh Commercial Area Floor Area Data

Land Use Category Land Use Floor Area

Retail

Shop 14,109 sqm

Supermarket 6,558 sqm

Restricted Retail 2,072 sqm

Sub Total 22,738 sqm

Food and Drink Premises

Take Away Food 158 seats

Café 363 seats

Restaurant 300 seats

Hotel 3,447 sqm

Sub Total 821 seats

Office

Office 2,494 sqm

Real Estate 398 sqm

Bank 999 sqm

Medical 1,186 sqm

Council Office 539 sqm

Sub Total 5,616 sqm

Industry

Motor Repairs 845 sqm

Service Station 358 sqm

Car Sales 3,104 sqm

Sub Total 4,307 sqm

Place of Assembly

RSL 296 sqm

Library 396 sqm

Community Centre 1666 sqm

Sub Total 2358 sqm

Recreation Gymnastics Club 439 sqm

Bowls Club 2 greens

Accommodation Dwelling 25 dwellings

Other

Police Station [1]

Court House 180 sqm

SES 330 sqm

Storage 702 sqm

Sub Total 1212 sqm

Total 40,118 sqm [2]

[1] Size of Police Station unknown due to security could not measure. [2] Total includes floor area only. Does not include - Food and Drink Premises (821 seats), Accommodation (25 dwellings), and Bowls Club (2 greens).

It should be noted that in formulating the car parking model, the floor areas for retail and office space have been reduced to account for car parking rates for these uses using units of leasable floor area and the net floor area for retail and office respectively rather than gross floor area which has been measured. The retail uses have therefore been reduced by 15% and office by 5% to account for a typical difference between gross floor area and either leasable floor area for retail or net floor area for office.



Car Parking Rate by Land Use

Table 2.3 above summaries the size of the existing land uses within Bacchus Marsh Commercial Area and groups them into similar land use categories. As can be seen from Table 2.3 a majority of the floor space can be accounted for by three uses (retail, office and food and drink premises). As a consequence, the modelling of the car parking characteristics is relatively sensitive to the car parking rates adopted for these uses and relatively insensitive to the car parking rates adopted for the balance of the uses.

Typical land use car parking rates have been adopted as the starting point rates for the car parking model. These rates have been referenced from the calibrated car parking model for the Bacchus Marsh Commercial Area in 2003. These rates are summarised in Table 2.4

Table 2.4: Bacchus Marsh Commercial Area Car Parking Rates

Land Use Category Land Use Car Parking Rate

Retail

Shop 3.3 spaces per 100 sqm leasable floor area

Supermarket 3.3 spaces per 100 sqm leasable floor area

Restricted Retail 1.5 spaces per 100 sqm leasable floor area

Food and Drink Premises

Take Away Food 0.25 spaces per seat

Café 0.1 spaces per seat

Restaurant 0.25 spaces per seat

Hotel 3 spaces per 100 sqm

Office

Office 3 spaces per 100 sqm net floor area

Real Estate 3.3 spaces per 100 sqm leasable floor area

Bank 3.3 spaces per 100 sqm leasable floor area

Medical 2.5 spaces per consulting room

Council Office 5 spaces per 100 sqm leasable floor area

Industry

Motor Repairs 2.3 spaces per 100 sqm gross floor area

Service Station No on-street parking expected

Car Sales 0.5 spaces per 100 sqm site area

Place of Assembly

RSL 0.2 spaces per 100 sqm

Library 0.25 spaces per 1000 sqm

Community Centre [1]

Recreation Gymnastics Club [1]

Bowls Club 26.5 spaces per green

Accommodation Dwelling 0.1 spaces per dwelling

Other

Police Station [2]

Court House [3]

SES [4]

Storage [4]

[1] This use has not been included in this model given that a use of this nature would generally be restricted to evenings or weekends which are outside of the peak parking periods

[2] Floor area of Police Station unable to be obtained, however impacts would be minimal with majority of car parking expected to occur on-site in secure parking areas.

[3] No rate is available for a Court House use however the impacts of public parking from this use would be minimal on the overall model. [4] Given the low car parking generations of these uses it is not expected that the car parking from these uses will impact the model.

Temporal Distributions

Each different land use also has as a characteristic profile of parking accumulation throughout the day which is often referred to as the temporal profile. The temporal profile for each land use corresponds to the way in which the demand for car parking peaks at different times throughout the day, and these differ for each land use.



Modelling Car Parking Supply and Demand

The combination of car parking rates, temporal profile and land use data allows for the prediction of car parking demands for the Commercial area. These predicted demands ideally will match to recorded car parking demands during the surveys undertaken by GTA Consultants. However, in most instances, the predicted and actual demands will not match and calibration will allow for the determination of car parking rates which represent the specific operational characteristics. The ‘Base’ parking model is represented in Figure 2.5 with full details shown in Appendix B.

Figure 2.5: Base Car Parking Model

Figure 2.5 indicates the following information:

• the observed parking demand recorded during parking surveys

• the modelled parking demand using the existing land use data, typical parking rates and temporal profiles.

The observed and modelled parking demands should ideally match, however given the discrepancy, there is a need for the model to be calibrated. This need to calibrate the model is not abnormal as the base model utilises ‘typical’ information and once calibrated represents the unique characteristics of the Bacchus Marsh Commercial area.

Figure 2.5 indicates that both the actual and predicted models have a similar peak parking demand however surveys indicate that the peak continues for a longer period of time that that predicted in the model. As a result it is likely that little change to the peak parking generation rates will occur with some small changes to the temporal parking profiles being required.

Calibration of the Model

The parking model has been calibrated to obtain a good fit of the predicted demands against the actual demands, particularly at the peak times. The total calibrated model is shown in Figure 2.6 with full details shown in Appendix C.



In calibrating the model, minor alterations have been required to be made to the car parking rates and temporal profiles. These rates now better reflect the specific operating conditions of the Bacchus Marsh Commercial Area. These calibrated parking rates are shown in Table 2.5.

Table 2.5: Bacchus Marsh Commercial Area Car Parking Rates

Land Use Car Parking Rate Shop 3.3 spaces per 100 sqm leasable floor area

Supermarket 3.3 spaces per 100 sqm leasable floor area

Restricted Retail 1.5 spaces per 100 sqm leasable floor area

Take Away Food 0.2 spaces per seat

Café 0.05 spaces per seat

Restaurant 0.25 spaces per seat

Hotel 3 spaces per 100 sqm

Office 3 spaces per 100 sqm net floor area

Real Estate 3.3 spaces per 100 sqm leasable floor area

Bank 3.3 spaces per 100 sqm leasable floor area



Motor Repairs 2.3 spaces per 100 sqm gross floor area

Service Station no on-street parking expected

Car Sales 0.5 spaces per 100 sqm site area

RSL 0.2 spaces per 100 sqm

Library 0.25 spaces per 1000 sqm

Dwelling 0.1 spaces per dwelling

Figure 2.6: Calibrated Car Parking Model

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Bacchus Marsh Commercial Area - Friday

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Staff Car Parking

Staff car parking has also been included into the model to anticipate the split between short term and long-term car parking for the major land use components in Bacchus Marsh. Visitor car parking has been included for the following uses:

• Food and Drink Premises

• Retail

• Office.

Staff car parking rates for the above uses are shown in Table 2.6.

Table 2.6: Staff Car Parking Rates

Lane Use Staff Parking Rate Source Restaurant 12.5% of total parking demand Average of IMPS data

Retail 20% of total parking demand Colston Budd Hunt & Kafes Pty Ltd [1]

Office 93% of total parking demand IMPS data

[1] “Report on Traffic and Parking survey results – Westfield Shoppingtown Southland”, Colston Budd Hunt & Kafes, May 2002 IMPS – Inner Municipalities Parking Study undertaken by Andrew O’Brien and Associates.

Application of these rates indicates a peak staff car parking demand of 283 spaces at 2:00pm on Friday.

Future Car Parking Demands

Advice provided by David Lock Associates has indicated a retail growth in the order of 13,000 sqm could potentially be expected within Bacchus Marsh by 2031. This could be made up of 7,000 sqm of retail space over the next 10 years with a further 6,000 sqm to 2031.

Applying the calibrated ‘shop’ car parking rate found for Bacchus Marsh (3.3 spaces per 100 sqm leasable floor area) to these retail floor spaces, indicates that these areas are expected to generate a future car parking demand of 429 spaces being made up of 231 spaces over the next 10 years and a further 198 spaces to 2031. These two scenarios are summarised in Table 2.7.

Table 2.7: Future Parking Demands

Scenario Floor Area Growth Car Parking Rate Future Car Parking

Demand 2009 – 2019 7,000 sqm 3.3 spaces per 100 sqm of leasable floor area 231 spaces

2019 - 2031 6,000 sqm 3.3 spaces per 100 sqm of leasable floor area 198 spaces

Total 13,000 sqm 429 spaces

The car parking surveys conducted by GTA Consultants of the Bacchus Marsh commercial area indicate that at the peak parking time more than 650 car parking spaces currently remain available for public use. On this basis future retail development could be expected to be accommodated within the existing car parking facilities.

The management of the provision of future car parking will be further discussed in the following strategy.

Key Issues


3. Key Issues From the above investigations the following key issues have been identified which will need to be considered further within the following strategy:

• Lack of arterial road traffic routes within and throughout the town centre, in particular north-south routes.

• Traffic congestion at key intersections.

• Additional traffic volumes generated by the Bacchus Marsh Residential Growth Strategy in the south western town area will result in significant traffic increases.

• Heavy vehicle intrusion into the Town Centre.

• Promotion of the use of public transport facilities within the township.

• Provision of improved north south pedestrian / cycle links connecting the town centre and the railway station.

• The management of existing parking supplies to promote and utilise more remote parking areas around the town centre.

Road Network Strategy


4. Road Network Strategy

4.1 Preface Strategies in regard to the road network have been considered in three sections:

• Issues in regard to the existing road network function.

• Future issues within Bacchus Marsh resulting from the structure plan proposals.

• Future issues resulting from the residential housing strategy.

The following sets out strategies for each of the above scenarios.

4.2 Existing Road Network Strategies It is not apparent that any significant modifications to the Bacchus Marsh road network have been made since the preparation of the previous traffic management strategy prepared by GTA Consultants in 2003, nor through our investigations is it apparent that any significant changes have occurred to existing traffic volumes, land uses or general road network operation.

As a result a majority of the strategies previously discussed remain valid and should be further considered in order to achieve a more efficient operation of the existing road network within Bacchus Marsh.

These are further discussed in the following.

4.2.1 Arterial Road Network

The north – south road network throughout the township of Bacchus Marsh provides limited opportunities to cross the Western Freeway, however a well developed north – south route travelling through Bacchus Marsh and crossing the Freeway does exist. This route includes the Bacchus Marsh – Gisborne Road, Grant Street, Parwan Road and the Bacchus Marsh – Geelong Road. Connectivity is also provided further north to the substantial residential areas via Albert Street.

However, while this is a well developed traffic route providing an excellent north-south connection, it has lead to traffic being concentrated on this route causing a level of traffic congestion and in particular stress at the intersection of Main Street and Grant Street in the town centre which has limited, if any, capacity to be upgraded given the narrowness of the carriageway and road reserve.

In particular this is the single route which provides a full connection between the developing residential areas north of the Western Freeway, the Railway Station and the Secondary schools at the southern extent of Bacchus Marsh.

As discussed above in Section 2.2, north of Main Street, traffic volumes on Gisborne Road are approaching capacity, however given the existing road reserve boundary constraints no real opportunity exists in order to increase the capacity of this road to cater for its daily traffic volumes.

Recent work has been undertaken at the intersections of Gisborne Road with the Western Highway to eliminate the pedestrian paths across the bridge to allow the creation of right turn lanes to the Freeway (from Gisborne Road) to reduce the impedance to through traffic movements. This also included the creation of a separate pedestrian / cycle bridge to maintain connections for these facilities across the Freeway.



In order to further improve the functioning of the north – south arterial road network a supportive north – south road network is required coupled with other connections across the Western Freeway and to other major east – west traffic routes to lessen the requirement to use the existing central north – south network (Grant Street / Bacchus Marsh-Gisborne Road / Bacchus Marsh Geelong Road).

In this respect some additional north – south routes are provided across the freeway including Hallets Way and Holts Lane however these routes all lead back to the mains route of Grant Street / Bacchus Marsh-Gisborne Road / Bacchus Marsh Geelong Road as the north south road network does not continue further south to connect to the important southern areas of the town centre including Griffith Street.

While the north – south arterial road network is limited within Bacchus Marsh a substantial east – west network of roads is provided which is generally capable of catering for the needs of the township. This network consists of:

• Bacchus – Marsh Geelong Road / Griffith Street

• Main Street / Avenue of Honour

• Western Freeway.

• Albert Street / Lerderderg Park Road.

In order to improve the current state of the arterial road network the following is recommended.

Halletts Way

GTA supports in principle the development of an extension of Halletts Way between Main Street and the Griffith Street area (south of the Werribee River) and also the full development of Halletts Way between Grey Street and Albert Street.

The development of this traffic route would provide a viable alternative for traffic wishing to travel between the railway station, secondary schools or Geelong at the southern end of Bacchus Marsh and the residential areas north of the Freeway. Currently vehicles travelling across Halletts Way (southbound) are required to travel east along Main Street and perform a right hand turn at its intersection with Grant Street to access the amenities such as the train station and secondary school at the southern end of the town. This additional north – south route would attract traffic from, and consequently improve operating conditions at the intersection of Main Street and Grant Street.

The development of such a road link would also help to reduce rat running which currently occurs around the Hospital in order to avoid this intersection.

Furthermore given the proposed increase in importance of Halletts Way as a traffic route, it is desirable that planning should recognise the need to widen the current road bridge or provide a separate bridge over the Western Freeway to accommodate both bicycle and pedestrian movements as well as the existing traffic lanes.

Given the relocation of the Bacchus Marsh Secondary College Darley Campus to the southern end of the township, providing important pedestrian and cycle links are critical to reduce the reliance on car travel within the town.

Given the existing topography and Werribee River existing between the southern end of Halletts Way and Griffith Street, a separate investigation should be undertaken by Council to establish the feasibility and requirements of creating such new road extension of Halletts Way to Griffith Street. Such a separate investigation would also be expected to consider the appropriate options for linking Hallets Way extension to the existing road networks south of the Werribee River and Werribee Vale Road.



Woolpack Road

VicRoads has recently confirmed plans to extend Woolpack Road from Bacchus Marsh Road to the Western Freeway and provide a full diamond interchange with the Freeway. This extension will serve as a key link for the township to enable the removal of heavy vehicles from the town centre.

The proposal also includes providing a controlled intersection at the junction of Woolpack Road and Bacchus Marsh Road which will operate in the future as a cross intersection. It is assumed that in VicRoads investigations that suitable designs have been prepared to establish from a capacity and safety perspective the most appropriate intersection control mechanism.

It is also recommended that the extension of Woolpack Road in the future could continue to Lerderderg Park Road in order to provide a linkage over the freeway to link to future residential areas. Such an extension is however subject to future development occurring within this area and whether development warrants such a link.

This proposal will also therefore upgrade both the importance and use of Woolpack Road, in particular its link to the Bacchus Marsh Geelong Road, and its use by commercial vehicles.

Limited opportunities exist to upgrade the intersection of Woolpack Road and Bacchus Marsh – Geelong Road intersection given the existing rail line. As such it is recommended that investigations be undertaken by Council of the possibility of extending Station Street or Taverner Street to Woolpack Road in order to create a more efficient east west link between Woolpack Road and Grant Street.

In addition it is recommended that a safety audit be undertaken at the intersections of Woolpack Road with the Bacchus Marsh – Geelong Road, to ensure that this intersection is adequately and safely designed.

Avenue of Honour Freeway Interchange

As part of the Anthony’s Cutting upgrade works it has also been confirmed by VicRoads that the existing Western Freeway interchange with the Avenue of Honour will be removed. The overpass will remain however no connections will be provided to the new Western Freeway alignment.

This change alleviates the existing poor alignment and safety concerns at this location.

Fisken Street

Fisken Street is another important north – south road link between Main Street and the Bacchus Marsh – Geelong Road. Its importance needs to be reinforced in order to encourage heavy vehicles and cars from the east of Bacchus Marsh travelling to the south to use this route rather than travelling through the town centre to Grant Street.

This north – south route is currently sufficient to carry a higher level of traffic however greater signage of the opportunities to use this north – south route should be provided. This signage should provide direction to key land uses to the south of Bacchus Marsh including the Bacchus Marsh Rail Station, recreational facilities and secondary colleges.

Taverner Street / Station Street Extension

As indicated above during Woolpack Road discussions it is recommended that investigations be undertaken by Council of the possibility of extending Station Street or Taverner Street to Woolpack Road in order to create a more efficient and safer east west link between Woolpack Road and Grant Street.

Such a link between Woolpack Road and Grant Street would seek to encourage east west movements occurring between the Maddingley area and the Western Freeway to use the new road extensions



(potentially Taverner Street or Station Street and the Woolpack Road extension) to access the Western Freeway rather than travelling through the Town Centre to access the freeway.

Such an east west link would be hoped to remove some heavy vehicle traffic and general car traffic from the Town Centre improving pedestrian and cycle amenity and the general accessibility for those drivers needing to access facilities within the Town Centre. In addition it would hoped to assist in relocating some north-south traffic from Grant Street to Woolpack Road.

Such an east west route will also become important to service new residential developments expected to occur within the Maddingley Area in the future without creating additional unnecessary traffic intrusion to the town centre.

Holts Lane / Bacchus Marsh Road Freeway Interchange

Continued promotion of Holts Lane as a freeway access point for drivers travelling to the west should be encouraged to assist to reduce traffic using the key north-south (Grant Street) route through the centre of the town centre to access the Freeway.

This could be done by way of additional signage at key intersections to further promote the Holts Lane interchange rather than the central interchange. Additional signage could be particularly important should an extension of Halletts Way be provided to promote the use of Halletts Way to access the Holts Lane Freeway ramps as well as Grant Street to reduce the sole reliance on Grant Street to carry all north-south traffic.

Intersection of Main Street and Grant Street

Previous reports that have been prepared in respect of this intersection by TTM Consulting in their report Bacchus Marsh – Gisborne Road C704 Fisken Street to Lerderderg River Bacchus Marsh Traffic and Pedestrian Traffic Management Strategy, 2003, and recommended that the intersection of Main Street and Grant Street be reconfigured to remove the existing roundabout and create a signalised intersection.

In principle, GTA agree with the assessment undertaken by TTM Consultants that the redevelopment of this intersection may have benefits in regard to its operation by reducing queuing, delays and also increasing the manoeuvrability of heavy vehicles.

However given the dimensional constraints of this intersection a functional design based on a feature and level survey needs to be undertaken in order to ensure that the layout of the intersection as proposed by TTM Consultants can be accommodated and that turning movements by heavy vehicles can be undertaken in conformance with modern intersection design.

Such a modification to the intersection would also benefit the ability to cater for pedestrian and cyclist movements through this intersection and along Main Street and Grant Street.

Should such a modification be found not to be possible, it would be suggested that consideration be given to how to improve pedestrian and cycle movements at this intersection while in a roundabout configuration

Alternate Measures to Manage Peak Congestion

Notwithstanding the above, from information obtained during consultation phases, it is understood that capacity constraints generally exist around the AM and PM peak periods and are therefore generally restricted to a limited time period.

Following additional investigations by Council of road improvement options as suggested above, consideration will need to be given to the benefits of increasing traffic capacities against the costs of providing these improvements.



While peak hour traffic volumes are influenced by a number of factors and users, it is understood that school drop off and pick up activities are a major contributor to peak hour traffic. As such alternate considerations should be given to reducing traffic volumes associated with school drop off and pick up activities. In this respect Council should work with local schools in order to promote sustainable transport initiatives and programs. Such programs could include, but not limited to:

• parent car pooling networks

• Walking School Bus initiatives

• provision of adequate bicycle parking facilities at each school

• ‘Ride to School’ days and provision of breakfast for students.

Similar initiatives relating to town centre retail and commercial traffic could also be promoted to encourage sustainable transport initiatives.

Summary

A summary of the arterial road network upgrades are provided in Figure 4.1.



Figure 4.1: Road Network Recommendations

Signage to promote Fisken Street

Legend:

Road Extensions and Upgrades (indicative alignments only)

Investigation Areas

Conduct safety audit of intersection

Install freeway ramps

Investigate signalisation of intersection

Investigation Area for Halletts Way extension south of Bacchus Marsh

Road to the Griffth Street Area

Continuation of Halletts Way north of Freeway (understood to be

under construction)

Recommend widening of Halletts Way for cyclists and

pedestrians

Extend Woolpack Road to the Western Freeway and upgrade the Woolpack Road / Bacchus

Marsh Road intersection

Investigation Area for Woolpack Road extension north of Freeway

(Subject to residential development proceeding in this area)

Investigate alternate east-west routes



4.2.2 Heavy Vehicle Route Designation

As discussed earlier within this report concerns have been raised in regard to the levels of heavy vehicles travelling through the Bacchus Marsh Town Centre and also the route selection chosen in order to travel through the Town Centre by heavy vehicles with turning movements being made at the tight roundabout within the Town Centre.

The designation of a heavy vehicle route was provided within the previous GTA report and is considered to remain an important element in improving the road network operation and in particular minimising the conflicts between heavy vehicles and pedestrian movements within the town centre.

It needs to be noted that the definition of a heavy vehicle traffic route will not eradicate all heavy vehicle traffic movements from the Town Centre nor does it intend to, given that some heavy vehicle movements will be required to service some land uses within the Town Centre. The prime purpose of the definition of a heavy vehicle traffic route is to direct and remove heavy vehicle movements not destined for Bacchus Marsh which are currently passing through en-route to another destination. These drivers may not have a good knowledge of the road network within Bacchus Marsh and the definition by means of appropriate signs will help to direct the drivers through Bacchus Marsh along the most appropriate route.

In this respect the extension of Woolpack Road and provision of a full diamond interchange enables significant improvement to be made to the movements of heavy vehicles.

The proposed heavy vehicle access route following the completion of the Woolpack Road extension and Freeway interchange construction is shown in Figure 4.2. This route which enables south to north heavy vehicle traffic volumes to be bypassed around the town centre would be expected to be designated by appropriate signage.



Scenario 1

The proposed heavy vehicle access route for Scenario 1 is shown in Figure 4.2.

Figure 4.2: Proposed Heavy Vehicle Route

(Reproduced with Permission from Melway Publishing Pty Ltd

Legend:

Heavy Vehicle Routes

Woolpack Road extension and Freeway interchange

(Indicative Alignment Only)



4.2.3 Central Bacchus Marsh ‘Ring Road’

Main Street is the key east – west road travelling through the Bacchus Marsh Town Centre dissecting the key Bacchus Marsh Strip Shopping area. Given that this is the main east-west traffic route for central Bacchus Marsh, this carries two key types of traffic movements including:

• through traffic movements not destined for the Town Centre

• traffic movements destined for the town centre and parking within the area.

In order to better accommodate these traffic movements and reduce congestion along Main Street it is recommended that a ‘ring road’ around the outer extent of the Bacchus Marsh Commercial area be developed. The development of such a ring road has the purpose to:

• Define a traffic route around the existing Bacchus Marsh Commercial area from which a majority of car parking facilities are accessed.

• Encourage the use of less utilised parking areas and off-street car parking locations being accessed via the ‘ring road’ as opposed to a concentration of on-street car parking along Main Street.

• Reduce traffic congestion along Main Street between Young Street and Grant Street primarily caused by circulating traffic attempting to find a car parking space.

The development of such a ring road should include:

• Main Street (Young Street to Bacchus Marsh – Gisborne Road)

• Young Street (Main Street to Bennett Street)

• Bennett Street (from Young Street to the Bacchus Marsh – Gisborne Road)

• Bacchus Marsh – Gisborne Road (Bennett Street to Main Street).

This ‘ring road’ to some extent does already exist with a modified T intersection treatment at the intersection of Young Street and Bennett Street providing priority to the ring road, however the recognition of these roads as forming a ‘ring road’ around the outer extent of the commercial area (particularly Bennett Street and Young Street) could be significantly improved to enhance traffic movements within Bacchus Marsh.

In order to promote this ‘ring road’ and facilitate the traffic movements along this route the following is recommended:

• provide a car parking signage strategy

• consider improvements to the treatment of the intersection of Young Street and Main Street with a roundabout treatment.

These points are discussed in more detail below.

Car Parking Signage Strategy

The promotion and use of the ‘ring road’ would help encourage the use of off-street parking areas within Bacchus Marsh rather than motorists continuing to automatically look for traditional on-street locations for car parking.

To effect this promotion or awareness objective a car parking signage strategy is required to alert drivers to the location of key car off-street parking areas on the approaches to the town centre and the status of the ‘ring road’ as a circulation or access route.



Improve Intersection Treatment

While traffic flows along the ‘ring road’ currently function in a satisfactory manner, consideration could be given to modifying the configuration of the intersection of Young Street and Main Street with a roundabout treatment for a number of reasons:

• Roundabout treatments mark the other corners of the bypass route and provide an opportunity for a conscious decision to be made about which route drivers wish to take, the direct route through the town centre or the ‘ring road’ to car parking locations. With the use of a standard T-intersection treatment as currently exists it is far easier for drivers to continue on the straight path rather than considering the benefits of the ‘ring road’.

• For drivers to consider using the ‘ring road’ this route must be just as efficient as using any other route through the town centre and hence the development of roundabout treatments would provide an efficient manner for turning movements to be made along the ‘ring road’, particularly from Main Street to Young Street with minimal delay from through traffic movements.

A functional layout design of this intersection would be however be required to be completed to ensure that sufficient road space exists to cater for the turning movements of commercial and public transport vehicles requiring access within the town centre.

Summary

A summary of the Bacchus Marsh ‘Ring Road’ upgrades are provided in Figure 4.3.

Figure 4.3: Central Bacchus Marsh Ring Road Upgrades


Central Bacchus Marsh ‘Ring Road’

Provide a signage strategy on all approaches to the

‘Ring Road’

Legend:

Central Bacchus Marsh ‘Ring Road’

Consider upgrade of intersection to roundabout

treatments



4.3 Structure Plan Road Network Strategies

4.3.1 Structure Plan Proposals

As discussed within Section 2.6.3, the Bacchus Marsh Structure Plan anticipates that an increase in residential population could result in an increase in 13,000 sqm of retail flor space within the Bacchus Marsh Core Commercial precinct.

In addition the structure plan recommends the consolidation of residential growth in a spine formation linking between the Town Centre and Railway Station.

While no formal scoping investigations of exact dwelling / lot numbers have been undertaken indicative lot yields for the existing agricultural land within the study area have been considered by David Lock Associates during the preparation of this Structure Plan. It is recognised that lots yields have not been included within the Structure Plan document however for the purpose of quantifying possible traffic impacts such residential growth is anticipated to provide the following possible mix of dwelling types within three (3) precincts, which could potentially include the following number of lots.4

• Area 1 – 60 Medium density lots

• Area 2- 62 Medium Density lots

• Area 3 – 90 Medium Density Lots, 54 Conventional Density Lots.

These densities could be varied, subject to detailed design. The location of these areas is shown indicatively in Figure 4.4.

4 It is noted that multiple density scenarios have been considered by David Lock Associates. Those shown generally represent the worst case in

respect of traffic generation.



Figure 4.4: Structure Plan Housing Precincts


4.3.2 Traffic Generation of Future Residential

The original ResCode and its predecessor the Victorian Guide for Residential Developments, Volume 1 suggest that traditional dwellings generate in the order of 8-10 vehicle movements per dwelling per day with 10% of movements occurring in each peak hour. In this instance to provide a conservative assessment a rate of 10 vehicle movements per and 1 vehicle movement in the peak hour has been assumed. It is however recognised that other research does indicate that lower traffic generation rates are often more applicable for medium density housing given the generally lower household occupancy and car ownership levels and in particular within activity centre areas where desired destinations can be easily reached by foot, cycling or public transport such as is the case with these residential development areas in close proximity to the Town Centre.

Table 4.1 sets out the traffic generation that could be expected to be generated by the residential spine development.

Table 4.1: Potential Residential Traffic Generation

Area No. of Lots (Indicative only)

Traffic Generation Rate Traffic Generation

Daily Peak Hour Daily Peak Hour One 60 medium density 10 mvmts per dwelling 1.0 mvmts per dwelling 600 mvmts 60 mvmts

Two 62 medium density 10 mvmts per dwelling 1.0 mvmts per dwelling 620 mvmts 62 mvmts

Three 90 medium density 54 conventional

10 mvmts per dwelling 10 mvmts per dwelling

1.0 mvmts per dwelling 1.0 mvmts per dwelling

900 mvmts 540 mvmts

90 mvmts 54 mvmts

Total 2,660 mvmts 266 mvmts

On the basis of 54 conventional lots and 212 medium density lots, in the order of approximately 2,660 vehicle movements per day and 266 vehicle movements per hour during the peak periods could be generated within the township.

1

2

3



4.3.3 Impacts to Existing Road Network

A generation of traffic across the Bacchus Marsh road network spread across a number of local streets including, Waddell Street, Pilmer Street, Sydney Street, Graham Street, Simpson Street, Lord Street and to the major roads of Grant Street and Fisken Street would not be expected to compromise the function or safety of the road network.

Moreover the traffic generated is residential in nature and therefore consistent with existing function of the local road networks.

It must also be recognised that the creation and consolidation of residential growth along the Greenway is aimed to allow the promotion of pedestrian, cycling and public transport networks and connections to the town centre and railway station. As a result the impacts of traffic generated by the additional residential consolidation would be expected to be less than that considered above.

Notwithstanding the above, traffic impact assessments will be required to be undertaken when specific developments are proposed to establish any specific detailed improvements that are required as a result of the development however in general terms, the proposal being contemplated as part of this structure plan would not be expected to require any significant improvements to the road network.

4.3.4 Traffic Generation of Future Commercial Uses

The level of traffic to be generated by the additional commercial land uses within the town centre, is largely as a result of the additional residential growth expected to occur within the township. As a result the additional traffic which could be expected to be generated within the township would largely be already accounted for in the calculation of traffic to be generated by the residential development.

As such the overall road network improvements suggested to improve the operation of the existing road network and residential growth would be expected to sufficiently cater for the increased traffic to be generated by increased commercial land uses.

4.4 Residential Housing Road Network Strategies As noted in Section 2.2 the Bacchus Marsh Residential Growth Strategy contemplates the development of in the order of 1,500 additional residences within an area along Griffith Street, west of Grant Street.

Adopting the traffic generation rate for a conventional lot as discussed in Section 4.3.2 such an increase in dwellings could result in some additional 15,000 vehicle movements per day and some 1,500 vehicle movements in the peak hour in this area.

Limited arterial road traffic routes exist in order to access this area with routes restricted to Griffith Street which resultantly provides connection to Grant Street, Station and Fisken Street.

As a result without any road network improvements significant pressure will be placed on the capacity of these roads to facilitate movements between this residential area, the Bacchus Marsh Town Centre and the Western Freeway.

As such, Council will need to have consideration of appropriate road network upgrades at such time that applications for residential development plans are sought.

Such road network upgrades may need to consider a duplication of Griffith Street in order to maintain a sufficiently operational road network. Along with additional traffic lanes possibly being required, potential improvements to the intersection of Grant Street / Griffith Street / Station Street / Bacchus Marsh-Geelong Road may be required including additional traffic lanes to cater for these increased traffic volumes.



The flow on effects of such traffic volume increase must also be considered, including subsequent increases to traffic volumes on Grant Street in order to access the town centre and Western Freeway. Such increases to traffic will also result in Grant Street being pushed toward its capacity. A further reliance on Station Street and Fisken Street could be used to create additional access to the town centre, however this only helps to a minor extent in accessing the Western Freeway.

As a result road network improvements as discussed in Section 4.2.1 could be critical in order to provide suitable road network capacity to cater for the residential development being considered within this area. Such improvements may include:

• extension of Halletts Way, which would provide an alternate north south route toward the town centre and to the Western Freeway

• extension of Woolpack Road to the Western Freeway

• extension of Station Street or Taverner Street to Woolpack Road.

With the implementation of broader road network improvements, the requirement for local improvements such as intersection upgrades and local road widenings should be monitored.

Car Parking Strategy


5. Car Parking Strategy

5.1 Preface Similarly to the traffic strategies, very little has changed since the preparation of GTA Consultants car parking strategy in 2003. This is evident with car parking demands remaining almost identical between 2003 and 2008 surveys.

As a result a majority of the strategies previously discussed remain valid and should be further considered in order to achieve a more efficient use of car parking supplies.

These are further discussed in the following.

5.2 Town Centre

5.2.1 Sufficiency of Car Parking

It is clear from the assessment of existing parking supplies that there is more than sufficient parking for the Town Centre land uses with demands in the commercial core area equal to 54% of the supply. It is noted that there is a similar utilisation of on-street and off-street parking.

As discussed within Section 2.6.1 this utilisation of 54% is however not constant across the overall commercial area with some particular parking areas approaching capacity while other areas have relatively low occupancies. In general terms parking demands at the western end of the town centre have higher occupancies than those at the eastern end, however on the face of it would appear that the lower occupancy parking areas could support those areas of higher demand.

In considering this, acknowledgement must be given to appropriate walking distances between car parking locations and their destination. Generally, the time and distance which drivers are prepared to walk depends on the length of time which will be spent at their destination. The acceptable walking distance can also be impacted by the quality of the pedestrian environment, climate, line of site (can the destination be seen), and friction (barriers such as crossing busy roads).

The Victorian Transport Policy Institute paper on Shared Parking dated 4 September 2007 indicates the following walking distances as a guide for various activities as set out in Table 5.1.

Table 5.1: Acceptable Walking Distances (Reproduced from the Victorian Transport Policy Institute)

Adjacent (Less than 50m)

Short (Less than 250m)

Medium (Less than 400m)

Long (less than 500m)

People with disabilities Deliveries and loading Emergency services Convenience store

Grocery store Professional services Medical clinic Residents

General retail Restaurant Employees Entertainment centre Religious institution

Airport parking Major sport or cultural event Overflow parking

Note: This table assumes good pedestrian conditions.

The Bacchus Marsh commercial area is a relatively compact centre with a distance of approximately 500m between either end of the main shopping precinct on Main Street.

As a result car parking supplies at either end of the town centre are, generally speaking, within an appropriate range that can serve the overall land uses that exist within the town centre, given that a majority of users relate to general retail, restaurants, employees which should be within approximately 400m.

As a result there is not considered to be any significant need to provide additional parking to cater for the existing parking demands. As such strategies should seek to establish how to better manage the existing parking supplies rather than looking for ways to provide additional parking to serve the higher demand areas.



Strategies should be considered in order to achieve a more appropriate spread of parking throughout the commercial core to reduce excessive demands within the key areas and to ensure that important customer parking is available for that purpose and that unnecessary congestion is not caused by circulating traffic attempting find a car parking space within areas of high demand.

In considering strategies to achieve a more appropriate spread of parking, thought must however be given to the potential reasons why such a spread of parking is not currently being achieved. Possible reasons could include:

• Drivers are not aware of all parking areas within the Town Centre and simply access those areas that are easily visible on approach to the centre.

• Peripheral parking areas are not as convenient to all users (i.e. shoppers wanting to use parking most proximate to their shopping location).

• Staff park within most proximate parking areas to their business and resultantly limit the available parking for customers.

• More popular land uses are located at one end of the town centre.

As a result a number of strategies have been developed to promote an awareness of car parking locations and also to create a hierarchy of priority for parking spaces. Such a hierarchy will seek to promote the most proximate and valuable parking spaces for short term customer parking in which regular turnover should be highly encouraged with less proximate parking for longer term parking requirements of staff.

Strategy 1 – Signage Strategy

Currently there does not appear to be any evident signage to direct drivers to available parking areas. Such a deficiency can have a threefold effect:

i Create parking congestion in particular in well known areas as drivers are not aware of other parking spaces.

ii Creates increased road congestion as drivers continue to circulate to find a parking space in congested areas rather than travelling to areas of available parking.

iii Drivers travel with greater uncertainty as they are not aware of where car parking is located increasing the potential for random driving acts to occur.

As such it is recommended that a signage strategy be developed which should include all significant public and private car parks including:

• signage at all street intersections advising of the number of spaces available to be accessed from this street

• signage at the entrance to each car park advising of the number of car parking spaces.

The signage strategy could also be adopted to help promote the use of Young Street ad Bennett Street to access parking rather than all vehicles travelling along Main Street, creating additional congestion, thus supporting the ‘ring road’ concept discussed earlier. Removing vehicle movements from Main Street will also assist in creating a more pedestrian friendly environment, improving the connectivity across and along Main Street.

Strategy 2 – Staff Car Parking

It is recognised that staff of the commercial area within Bacchus Marsh, as in many commercial precincts throughout Victoria, are often utilising the prime car parking locations within the Town Centre and in particular Main Street and some peripheral residential streets. Strategically the prime parking areas should be left for visitors/customers of the commercial area who require only short term parking with the turnover of these spaces regularly encouraged to increase the availability of parking for additional customers to the centre. In order to achieve this outcome the following is recommended:



• Develop staff car park locations within the commercial centre to accommodate a majority of the staff parking requirements:

• The car parking model indicates the staff car parking requirements of the key land use groups within Bacchus Marsh (retail, office and food and drink premises) equates to some 300 spaces at the peak time, some of which will be satisfactorily parked but other are believed to be consuming prime spaces.

• It is noted that the top level of the Bacchus Marsh Village Car Park has a capacity of 225 cars and is currently very under-utilised. While privately owned, an opportunity exists, to utilise some of this car parking area to accommodate staff car parking demands of the commercial area. In addition as discussed earlier a walking distance in the order 400m is considered reasonable for employee parking. As such this location would adequately serve a majority of land uses within the commercial precinct. It would be recommended that Council initiate discussions with the Bacchus Marsh Village Shopping Centre to establish the possibility of such a proposal.

• Some other smaller staff car parking locations could be set up and signed within the other off-street car parking areas in the commercial centre to cater for the remaining key staff car parking demands.

• In order to promote the use of staff car parking areas, increased monitoring and enforcement of car parking restrictions along Main Street and within other heavily parked areas is required to discourage traders and their staff from taking up prime parking locations more desirably used by customers.

It is noted that the staff parking locations presented above are only one possibility of staff parking locations, however it needs to be noted that the development of any staff parking should be in the least desirable parking locations toward the periphery of the commercial area leaving the prime car parking for customers to the area.

Strategy 3 – Enforcement of Parking Restrictions

The enforcement of parking restrictions is critical to the functioning of the commercial area to ensure that turnover of short term parking spaces occurs and therefore providing an availability of spaces to customers.

Surveys previously undertaken by GTA Consultants in 2003 of the parking duration of vehicles indicated that a number of vehicles were exceeding the prescribed car parking restrictions. Such surveys have not been undertaken as part of this study; however it could be reasonably assumed that some exceeding of parking restrictions continues to occur.

It is therefore recommended that continued monitoring and enforcement of the car parking restrictions be undertaken particularly along Main Street and within the off-street parking areas of high demand where the highest turnover of car parking is required.

An increased monitoring and enforcement of car parking restrictions along Main Street will also help to discourage traders and their staff from taking up prime parking locations more desirably used by customers.

Strategy 4 – Ring Road

The 'ring road' concept defined in above Sections should assist in changing the use of car parking at the periphery of the town centre to minimise the movement of traffic into the town centre. The discussion included a number of recommendations to promote the use of the peripheral car parking locations and the ‘ring road’.



Strategy 5 – Community Information

In addition to the parking signage strategy it is also suggested that Council prepare community information to be available within the Town Centre advising graphically the primary car parking locations within the Bacchus Marsh Commercial Area and the recommended access locations to these car parks. Such a strategy is intended to reinforce in parkers minds the alternatives available in an attempt to, perhaps slowly, change the attitude and behaviour of parking within the Town Centre. Such information could include:

• an information brochure available at Council and various shopping locations

• information on the Moorabool Shire Council web-site

• information boards located throughout the town centre

• advertisements within the local newspaper.

5.2.2 Managing Future Car Parking Demands

From the analysis undertaken in Section 2.6.3 of this strategy it is anticipated that additional development within the town centre could generate a car parking demand for an additional 429 parking spaces.

The car parking surveys conducted by GTA Consultants of the Bacchus Marsh commercial area indicate that at the peak parking time more than 650 car parking spaces remain available which is more than capable of accommodating the future parking demands.

On this basis there would appear to be no immediate warrant for additional car parking to be constructed, rather using the existing supplies more efficiently to cater for the future demands.

The difficulty in this approach is that some of the available parking supplies are under private ownership and linked to specific land uses.

As a result, in order to maximise the use of existing parking supplies future developments can provide car parking by way of the following to support the proposed lands uses:

• provide parking on individual development sites

• provide parking by relying on available public parking supplies in the surrounding area, or

• provide parking within other existing private parking supplies by way of a suitable agreement with another land owner.

In respect of the rate at which car parking should be provided for new developments the earlier car parking model has determined the following key car parking rates which are appropriate to be applied:

• Shop 3.3 spaces per 100 sqm leasable floor area

• Supermarket 3.3 spaces per 100 sqm leasable floor area

• Restricted Retail 1.5 spaces per 100 sqm leasable floor area

• Take Away Food 0.2 spaces per seat

• Café 0.05 spaces per seat

• Restaurant 0.25 spaces per seat

• Hotel 3.0 spaces per 100 sqm

• Office 3.0 spaces per 100 sqm net floor area

• Medical 2.5 spaces per consulting room

• Council Office 5 spaces per 100 sqm leasable floor area.

It should also be recognised that the Department of Planning and Community Development is currently in the process of updating the Clause 52.06 of the Victoria Planning Schemes which sets out the requirements for the provision of parking for new developments. In this respect revisions to the Statutory Car Parking Rates set out within the current Clause 52.06 are to be made to better reflect actual car parking demands of



land uses. As such Table 5.2 has been prepared to provide a comparison between those rates established earlier within this report as being appropriate for Bacchus Marsh, the current statutory car parking requirements of Clause 52.06 of the Planning Scheme and those rates which will form the statutory parking requirements of the Planning Scheme in the near future.

Table 5.2: Car Parking Rate Comparisons

Land Use Bacchus Marsh Proposed Car Parking Rate

Current Clause 52.06 Car Parking Rate

Draft Clause 52.06 Rate

Standard Activity Centre

Shop 3.3 spaces per 100 sqm leaseable floor area

8 spaces per 100 sqm leaseable floor area

4 spaces per 100 sqm of leaseable floor area

3.5 spaces per 100 sqm of leaseable floor area

Supermarket 3.3 spaces per 100 sqm leaseable floor area




Restricted Retail

1.5 spaces per 100 sqm leaseable floor area




Take Away Food 0.2 spaces per seat Not specified



Cafe 0.05 spaces per seat 0.6 spaces per seat 0.4 spaces per patron permitted


Restaurant 0.25 spaces per seat 0.6 spaces per seat 0.4 spaces per patron permitted


Hotel 3.0 spaces per 100sqm

60 spaces per 100 sqm of bar floor area available to the public plus 30 spaces per 100 sqm of lounge floor area available to the public

0.4 spaces per patron permitted


Office 3.0 spaces per 100sqm net floor area

3.5 spaces per 100 sqm net floor area




5 spaces to each practitioner

5 spaces per person providing health services

3.5 spaces per 100 sqm leaseable floor area





From a review of Table 5.2, the proposed Bacchus Marsh car parking rates are shown to be not dissimilar to those rates specified within the Draft Clause 52.06. On this basis further confidence is gained of the appropriateness of the determined Bacchus Marsh car parking rates for the future application to new development within the town centre.

In considering the suitability of off-site parking supplies to cater for a developments parking demands, consideration of the appropriate walking distance for the particular land use should made and that convenient, safe and secure pedestrian access is available between the car parking and use.

In order to provide a suitable statutory tool to implement area specific car parking rates and the manner in which required car parking supplies can be provided, consideration is given to a Parking Precinct Plan. The contents and background of a Parking Precinct Plan for the commercial core area are set out in Section 6.



5.3 Railway Station The consideration of the provision of car parking at the Bacchus Marsh Railway Station can be approached in two ways:

• Provide sufficient station car parking to meet the demand to encourage and make it as easy as possible for Bacchus Marsh residents to drive to the station, park and catch the train to Melbourne, Ballarat or other intermediate locations, or

• Decrease the amount of parking at the station to increase / encourage the use of public transport, walking and cycling within Bacchus Marsh Township in accessing the station.

Overall a mix of both of these, somewhat competing strategies, should be met however the strategy providing the ‘greater good’ should be preferred.

In this instance providing insufficient car parking at the railway station may simply result in drivers finding it far more time effective to drive to Melbourne (particularly with the Deer Park Bypass now operating) rather than catching a bus to the Bacchus Marsh Station and then using the train.

Making a very simplistic assessment the following has been considered:

• a trip from Bacchus Marsh to Melbourne is a distance in the order of 60km

• a trip from the Darley to the Bacchus Marsh Train Station is a distance in the order of 5km

• if choice has to be made of which of these trips should be made by public transport, the longer trip to Melbourne would provide the greater overall benefit to sustainability objectives.

As such, in this instance the ‘greater good’ would appear to be provide as much parking as possible to cater for the station demands to encourage the trip to Melbourne by public transport.

Notwithstanding the above comments, every effort should be made to also replace trips within Bacchus Marsh with public transport trips to achieve the most sustainable outcome.

As discussed in Section 2.6.2, current car parking supplies are considered sufficient to cater for the existing parking demands at the Railway Station with an overall supply of 403 spaces (363 formal, 40 informal) and a recorded demand of 333 parked vehicles.

The future supply requirements of parking should however be carefully monitored.

V/Line business case documents obtained from the Moorabool Sire Council indicate a patronage growth at the Bacchus Marsh Railway Station in the order of 16% during the 2008/2009 financial year.

Assuming simply that this equates to a 16% increase in car parking at the Bacchus Marsh Railway Station, an additional parking demand in the order of 50 spaces could be expected above that surveyed by GTA Consultants in 2008.

This additional demand can be accommodated within the vacant supply, however pushes parking demand toward capacity particularly given that this would then require the informal parking areas to be used to support the station demand.

It would be hoped that improvements to public transport within Bacchus Marsh would assist to replace the need to drive and park at the station, however the extent of such a change is not known, nor has it been predicted during the Bacchus Marsh Town Centre Bus Service Review undertaken by the Department of Transport.



Indeed the improvement to pedestrian links between the town centre and the railway station through the ‘Greenway’ structure plan proposal would be hoped to increase walking and cycling trips to the station and thus reducing station car parking demands in the future.

Given the uncertainty in changes to pedestrian movements, cycle movements and bus use it is not appropriate to increase station parking supplies at the present time while demand appears to be met, however should patronage continue to rise, continual monitoring of parking should occur.

As a result, regular observations of the station car parking demands should occur to monitor the sufficiency of parking to meet patronage demands and establish whether additional parking will be required to be provided.

Parking Precinct Plan


6. Parking Precinct Plan

6.1 Background In order to provide a mechanism to give statutory consideration to the provision of future parking for new developments, a Parking Precinct Plan is to be established and adopted into the Moorabool Planning Scheme.

In this respect the VPP practice note for Parking Precinct Plans provides the following framework outline which identifies the relationship between a Parking Precinct Plan and parking strategy.

Figure 6.1: Parking Precinct Plans and Parking Strategies



Clause 52.06-6 of the Moorabool Planning Scheme sets out the required content of a parking precinct plan which must include:

• “The purpose of the plan.

• The area to which the plan applies.

• The parking outcomes to be achieved by the parking precinct plan.

• An assessment of car parking demand and supply in the precinct.

• Any locational, financial, landscape or other actions or requirements necessary to implement the parking precinct plan.”

The following sections set out the content of the proposed Parking Precinct Plan however it is recognised that this content will need to be removed and form a separate document to this report once approval of the draft strategy and PPP contents is provided.

It is noted that the under the Victorian Planning Provisions review of Clause 52.06 the concept of a ‘Parking Precinct Plan’ will be eliminated and replaced by a Parking Overlay at Clause 45 of the Planning Scheme. To date the revised Clause 52.06 has not be adopted and as such the appropriate planning mechanism remains a Parking Precinct Plan. At such time that an updated Clause 52.06 is incorporated into the Planning Scheme the contents of the following Parking Precinct Plan will be required to be converted to a Parking Overlay or other mechanism which is set out by the Planning Scheme.

6.2 Parking Precinct Plan Content

6.2.1 Purpose of the Parking Precinct Plan

Bacchus Marsh has developed from a historic service town to a town readily absorbing new residents who primarily commute to Melbourne for work while seeking urban amenities in a rural town. Bacchus Marsh also provides a majority of the commercial, industrial and employment opportunities within the Shire of Moorabool. The Bacchus Marsh Commercial area is made up of a range of commercial facilities largely comprising office and retail developments.

The development of the Bacchus Marsh Commercial Area Parking Precinct Plan is in response to the perceived need for improved management of traffic and car parking in and around the urban core of Bacchus Marsh and in particular to efficiently use the resources currently provided within the centre and discourage an over reliance on the private motor vehicle often created through excessive provisions of car parking.

The Bacchus Marsh Parking Precinct Plan refers to the findings of the Bacchus Marsh Structure Plan Transport and Parking Strategy prepared by GTA Consultants, which has assessed the existing car parking characteristics of the Bacchus Marsh Commercial area and the way in which these car parking requirements could be most effectively managed.

6.2.2 Area of the Parking Precinct Plan

The area of the Parking Precinct Plan applies to the Bacchus Marsh Commercial Area. This area is best defined in a graphical representation in Figure 6.2.



Figure 6.2: Bacchus Marsh Commercial Area

6.2.3 Parking Demand and Supply in Precinct

The supply of car parking within the Bacchus Marsh Commercial Area generally consists of some 1458 car parking spaces including 1117 off-street car parking spaces and 344 on-street spaces.

Car parking supplies do however decrease in the evenings with the top level car park of the Bacchus Marsh Village Shopping Centre closing (as there is no demand this parking area to remain available) while some on-street car parking increases with loading zones becoming general parking outside of business hours.

The demand for car parking within the Bacchus Marsh Commercial Area was established on a Friday generally representing the peak day of operation. A summary of the peak car parking demands recorded for the area are shown in Table 6.1.

Table 6.1: Car Parking Occupancy Summary

Area Peak Time

Supply (No. of

spaces)

Demand (Vehicles) Occupancy

On-street Off-Street Total

Bacchus Marsh Commercial Area 2:00pm 1458 199 600 799 55%

Table 6.1 indicates an abundance of car parking is available within the central Bacchus Marsh area with a peak occupancy of the Bacchus Marsh Commercial Area of 55% occurring at 2:00pm.

6.2.4 Outcomes of Parking Precinct Plan

The outcomes of the Bacchus Marsh Commercial Area Parking Precinct Plan have been established with reference to the findings of the Bacchus Marsh Structure Plan Transport and Parking Strategy. The outcomes to the Bacchus Marsh Commercial Area Parking Precinct Plan are described as follows.



Car Parking Demand Establishment

The calculation of car parking demands for new developments or expansions of existing developments within the Parking Precinct Plan area must be undertaken utilising the rates as determined within the Bacchus Marsh Structure Plan Transport and Parking Strategy. These rates are specified in Table 6.2.

Table 6.2: Peak Car Parking Rates for Key Land Uses

Land Use Car Space Measure Rate Shop other than specified in this table Car spaces per 100 sqm leasable floor area 3.3

Supermarket Car spaces per 100 sqm leasable floor area 3.3

Restricted Retail premises Car spaces per 100 sqm leasable floor area 1.5

Takeaway food premises Car spaces to each seat available to the public 0.2

Restaurant operating only between the times of 6:00am and 6:00pm

Car spaces to each seat available to the public 0.05

Restaurant other than specified in this table Car spaces to each seat available to the public 0.25

Hotel Car spaces to each 100 sqm of gross floor area 3

Office other than specified in this table Car spaces to each 100 sqm of net floor area 3

Medical Centre Car spaces to each consulting room 2.5

If a land use is not included in Table 6.2 then reference needs to be made back to Clause 52.06 of the Moorabool Planning Scheme for guidance on the appropriate car parking requirements.

Supply of Parking Demands

Parking demands calculated for the development use will be catered for in the following manner:

• on-site (subject to an acceptable urban design outcome being achieved)

• within publicly available on-street and off-street car parking locations within the surrounding area subject to availability as specified within this Parking Precinct Plan, or

• within existing privately owned parking supplies no more than approximately 400m from the site (inventory and surveys are required to be completed by the applicant to justify and demonstrate vacancies and compatibility). A suitable agreement (such as a Section 173 agreement) is also required to be created with the private land owner to the satisfaction of Council.

In considering the provision of car parking, consideration must also be given to:

• efficiencies gained from the consolidation of shared car parking spaces

• any empirical car parking deficiency associated with the existing use of the land, but only where existing buildings are being reused

• any credit that should be allowed for a car parking space provided on common land

• the equity of waiving the car parking requirement having regard to any historic contributions by existing businesses

• the removal or loss of any existing public car parking spaces as a result of the proposed development

• the proximity of off-site car parking to the proposed development site

• the availability of convenient, safe and secure pedestrian access between the proposed development and any off-site parking areas

• the duration of available car parking is consistent and adequate to meet with the typical duration of stay of vehicles associated with the development land use

• whether clear signage is provided on the development site as to the location of appropriate car park associated with the site.

A permit may be granted to vary the car parking requirements of the Bacchus Marsh Commercial Area Parking Precinct Plan. The responsible authority will protect any adjoining residential areas from the



intrusion of car parking associated with new development within the Commercial Area by considering the effects of car parking on any adjoining residential areas before any variation of the requirements is granted.

6.2.5 Locational, Financial, Landscape and Other Actions

The parking precinct plan has developed the opportunity for the implementation of car parking rates for key uses, which represent the specific situation of Bacchus Marsh.

These car parking rates for key land uses apply to Commercial Area of Bacchus Marsh and should be updated and reviewed every 3 - 5 years to reflect the uniqueness of the Bacchus Marsh Commercial Area and behavioural changes of car usage and ownership which may change over time in the Bacchus Marsh Commercial Area.

6.3 Draft Schedule to Clause 52.06 SCHEDULE TO CLAUSE 52.06-6

Name of Incorporated Parking Precinct Plan

Requirement

Bacchus Marsh Commercial Area Parking Precinct Plan, GTA Consultants for Moorabool Shire Council, August 2009

1.0 Car Parking Rates

Use Car Space Measure Rate

Shop other than specified in this table

Car spaces per 100 sqm leasable floor area 3.3

Supermarket Car spaces per 100 sqm leasable floor area 3.3

Restricted Retail premises Car spaces per 100 sqm leasable floor area 1.5

Takeaway food premises Car spaces to each seat available to the public 0.2

Restaurant operating only between the times of 6:00am and 6:00pm


Restaurant other than specified in this table


Hotel Car spaces to each 100 sqm of gross floor area 3

Office other than specified in this table

Car spaces to each 100 sqm of net floor area 3

Medical Centre Car spaces to each consulting room 2.5



Name of Incorporated Parking Precinct Plan

Requirement

2.0 Provision of Car Parking

Parking demands calculated for the development use will be catered for in the following manner:

• On-site (subject to an acceptable urban design outcome being achieved)

• Within publicly available on-street and off-street car parking locations within the surrounding area subject to availability as specified within the Bacchus Marsh Commercial Area Parking Precinct Plan, or

• Within existing privately owned parking supplies no more than approximately 400m from the site (inventory and surveys are required to be completed by the applicant to justify and demonstrate vacancies and compatibility). A suitable agreement (such as a Section 173 agreement) is also required to be created with the private land owner to the satisfaction of Council.

In considering the provision of car parking, consideration must also be given to:

• Efficiencies gained from the consolidation of shared car parking spaces;

• Any empirical car parking deficiency associated with the existing use of the land, but only where existing buildings are being reused;

• Efficiencies gained from the consolidation of shared car parking spaces

• Any empirical car parking deficiency associated with the existing use of the land, but only where existing buildings are being reused

• Any credit that should be allowed for a car parking space provided on common land

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

• the removal or loss of any existing public car parking spaces as a result of the proposed development

• The proximity of off-site car parking to the proposed development site

• The availability of convenient, safe and secure pedestrian access between the proposed development and any off-site parking areas

• The duration of available car parking is consistent and adequate to meet with the typical duration of stay of vehicles associated with the development land use, and

• Whether clear signage is provided on the development site as to the location of appropriate car park associated with the site.

3.0 Other Requirements

A permit may be granted to vary the car parking requirements of the Bacchus Marsh Commercial Area Parking Precinct Plan. The responsible authority will protect any adjoining residential areas from the intrusion of car parking associated with new development within the Commercial Area by considering the effects of car parking on any adjoining residential areas before any variation of the requirements is granted.

Public Transport


7. Public Transport

7.1 Bus Services It must be noted that discussion within Section 7 of this report has sought to encourage the provision of car parking at the Bacchus Marsh Railway Station, ahead of minimising parking supplies to force a change toward the use of local bus services, walking and cycling trips.

Notwithstanding this approach, the provision of bus services are an important part of the overall transport network of Bacchus Marsh providing a transport option for all members of the community and the ability to promote sustainable transport options within Bacchus Marsh.

Section 2.3 has discussed the existing provision of Public Transport within Bacchus Marsh.

In addition to this, Council has recently provided a number of documents regarding a review of the Bacchus Marsh Town Bus Service prepared by the Department of Transport. Furthermore various comments on the Bus service review have been provided by Council.

In this respect this strategy does not seek to prepare a strategy for the better provision of public transport facilities as this has already recently been considered by suitably qualified personnel, however largely seeks to address how this Structure Plan could affect public transport provisions.

7.1.1 Bus Service Routes

Recent strategies have recommended the modification to existing bus routes within the town centre. These strategies result in an overall wider coverage of bus services in particular extending to the eastern fringe areas of the town centre, railway station and to areas of residential development to the south west of the township.

The modification to service routes are resultantly supported as this greater coverage will assist in providing greater transport options to more residents within Bacchus Marsh.

Indeed these routes should continue to be reviewed as development continues to occur within Bacchus Marsh with the aim to upholding the government’s target that a bus route is provided within 400m of 95% of dwellings.

7.1.2 Town Centre Bus Terminal

As part of the recent strategy, a relocation of the public bus terminal has been recommended from Gell Street to Bennett Street with the provision of a second stop on Turner Street.

The provision of a Bus stops on Turner Street are supported to serve the medical precinct, in particular given the nature of many passengers to this precinct being elderly and disabled.

The relocation of the terminal to Bennett Street appears to have a number of benefits including:

• Being located on the ‘Ring Road’ (as discussed in Section 4) assists to remove heavy vehicle traffic from Main Street and avoids peak period congestion and delays resulting from pedestrian crossing movements across Main Street at the various crossing locations.

• The location of the terminal is relatively central along the east west axis of the town centre, therefore serving both ends of the centre.

• The location of the terminal on Bennett Street causes less disruption to on-street car parking than in other locations within the town centre.

Public Transport


A number of disadvantages however could also exist in such a terminal location including:

• The location of the bus route on the periphery of the town centre is less visible to the general public and core pedestrian movements occurring along Main Street, and may result in a lesser natural promotion of the bus services.

• The location of the bus route on the northern periphery of the town centre could be less attractive to users, particularly users of facilities on the southern side of Main Street.

The Structure Plan also contemplates the redevelopment of the Main Street Civic Mixed Use Precinct including Council front desk, community offices, library, gallery and visitor information. Some of the land uses within this precinct such as Council front desk and library, like the Medical precinct, may also benefit from specific bus stops to ensure access is available to users of all abilities and ages.

As such throughout the further planning of the Civic Precinct Redevelopment, investigations could consider whether it is feasible to include public transport stops at this location.

Such a stopping location would complete public transport stops at either end of the town centre serving core community facilities (civic precinct and medical precinct) with a central main terminal located on the Ring Road (Bennett Street).

7.2 Railway Station The Railway Station provides a key public transport facility within Bacchus Marsh, providing connection to be Melbourne and Ballarat.

The promotion of the use of the rail line is important to reduce traffic congestion within Bacchus Marsh, catering for further development of the township and is achieving overall sustainability objective of Melbourne and Victoria.

This study does not proposes to develop specific strategies to increase the patronage of the rail line or the configuration of rail facilities other than considering the way in which the rail station relates to the Bacchus Marsh township.

In this respect discussion has been provided within Section 5 of the Railway Station car parking with further discussion of the pedestrian and cyclist linkages between the Town Centre and railway station.

Pedestrians and Cyclists


8. Pedestrians and Cyclists A key issue arising from initial investigations and consultation with the community has indicated the need for improvements in north – south pedestrian and cycling connections between the town centre and the railway station.

Good pedestrian access exists within the Bacchus Marsh Commercial area and in particular across Main Street with four (4) zebra type pedestrian crossings with flashing lights existing at regular intervals. The frequency of pedestrian crossings also increases pedestrian amenity in the area slowing drivers and making them more aware of pedestrian movements. Good pedestrian access also exists to the major car parking locations within the area.

A further promotion of the ‘Ring Road’ and the implementation of a car parking guidance signage strategy to reduce circulating vehicles on Main Street would hopefully reduce traffic volumes along Main Street and subsequently further improve pedestrian amenity.

The ‘Green Spine’ proposed as part of the structure plan (shown indicatively in Figure 8.1) provides an opportunity to connect the town centre and railway station with a good quality pedestrian and cycle route which will experience minimal conflicts with motor vehicles as a result of limited road crossing requirements.

Figure 8.1: Pedestrian / Cycle Improvements


This route when designed in detail should provide shared paths with minimum 3.0m widths to ensure that both pedestrian and cycle movements are catered for along with quality street lighting.

Green Spine

3

Legend

Pedestrian / Cycle Amenity Improvements

Green Spine

Pedestrians and Cyclists


Grant Street also provides for the north south connection between the town centre, railway station and secondary schools this route however experiences greater conflicts with motor vehicle movements, due to the intersections between Grant Street and local roads.

In this regard it is recommended that investigations be undertaken of measures that could be utilised to provide a greater promotion of the north-south pedestrian movements and awareness to drivers of pedestrian and cycle movements occurring. Such measures could potentially include, but not limited to:

• threshold treatments on roads to promote slower vehicle turning speeds

• warning signage of pedestrians crossing

• implementation of consistent footpath treatments.

Where required, additional path segments should also be created to provide a constant pedestrian and cycle connection between Main Street and the railway station.

It is also noted that a Strategic Bicycle Plan has been previously prepared by Turnbull Fenner for the Shire of Moorabool which includes the township of Bacchus Marsh. It is recommended that the principles of this document be continued to be implemented within the township to improve cycling facilities in particular along Grant Street.

Furthermore should the intersection of Main Street and Grant Street be modified to a signalised intersection (as discussed in Section 4) this would also increase pedestrian crossing opportunities at this intersection.

Recommendations


9. Recommendations Based on the above discussions the following recommendations are made:

• Continue to support a direct connection of Woolpack Road to the Western Highway.

• Investigate the opportunity to extend Halletts Way to connect to the Griffith Street area south of the Werribee River.

• Create a Heavy Vehicle route to promote a bypassing of the Town Centre.

• Reinforce traditional grid urban structure through the investigation of new east west routes connecting Grant Street to Woolpack Road.

• Investigate opportunities to improve the operation of the intersection Grant Street and Main Street for vehicular and pedestrian movements.

• Investigate opportunities to reduce traffic generated by school drop off and pick up activities.

• Ensure overall parking within the Town Centre continues to provide sufficient parking to meet changing parking demands.

• Develop a signage strategy providing guidance to key parking areas in particular currently under utilised parking facilities around the town centre periphery.

• Investigate the opportunity to provide dedicated staff / long term parking areas for the Town Centre.

• Develop Young Street and Bennett Street as a ring road around the Town Centre to further promote peripheral parking areas and reduce traffic volumes along Main Street to enhance pedestrian amenity.

• Incorporate a Parking Precinct Plan into the Planning Scheme to manage the provision of parking for future developments.

• Ensure parking supply at the Bacchus Marsh Station continues to meet user demands via regular monitoring.

• Investigate opportunities to incorporate public transport stops within the development of the area around the Main Street Civic Precinct as a node of transport connection.

• Promote the development of improved pedestrian and cycle links between the railway station and Main Street.

Appendix A


Ap

pen

dix A

Appendix A

Car Parking Inventory and Survey Results

Job No.: GM14070

Job Name: Bacchus Marsh Structure Plan Date:Friday 2 May 2008

PARKING INVENTORY AND SURVEY

STREET SIDE AREA SUPPLY 9:00am 10:00am 11:00am 12:00noon 1:00pm 2:00pm 3:00pm 4:00pm 5:00pm

Bacchus Marsh Road N Gell St & Pedestrian Crossing #3 2P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

2P Disabled 1 1 0 1 1 1 1 1 1 0

Bacchus Marsh Road N Pedestrian Crossing #3 & Pedestrian Crossing #4 1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

OFF-STREET BEHIND SUBWAY ACCESS OFF BACCHUS MARSH RD

Southern Edge of Car park 1P

Central aisle (2 rows) 1P 8 8 7 8 8 7 8 8 8 8

Northern Edge of Car park 1P disabled 2 2 0 1 1 1 2 1 0 2

1/4 P 3 3 3 3 2 1 1 3 2 2

Mail Zone (Aus. Post Only) 1 0 1 0 0 1 1 0 0 0

Bacchus Marsh Road N Pedestrian Crossing #4 & Young St 1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

Young St W Bacchus Marsh Rd & Bennett St 2P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

F Reserved 12 9 9 11 12 9 10 8 7 5

Bacchus Marsh Rd & Bennett St 2P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Bennett St S

Along Northern edge of car park from West boundary to Stairwell #1 Ground Floor 11 8 8 10 8 8 8 8 6 5

Along Northern edge from Stairwell #1 to stairwell #2 Ground Floor 24 12 13 15 18 15 12 7 11 10

Along Northern edge from Stairwell #2 to East boundary Ground Floor 8 3 3 3 3 4 3 3 3 0

Roof top car park Top Level - Closed after 6pm 225 15 15 18 17 18 19 19 17 10

Northern row of northern aisle from ramp to west boundary Ground Floor 37 12 12

Southern row of northern aisle from west boundary to ramp Ground Floor 38 24 22

Southern aisle (2 rows) from west boundary toup ramp Ground Floor 61 39 38 46 52 51 44 37 45 36

Spaces to the south accessed via the loading bay Ground Floor 3 2 2 2 2 1 2 1 2 1

Spaces along Northern edge of shopping centre building

From East boundary to stairwell Customers with prams

From stairwell to store entrance 1 1 1 1 1 1 1 1 1 1

Customers with prams 3 2 2 1 3 3 3 1 1 3

Disabled 4 0 0 4 4 3 4 3 4 4

From store entrance to West boundary Customers with prams 10 7 8 7 9 9 8 2 5 4

Western most undercover spaces along west edge 7 3 4 5 4 5 5 2 3 2

Uncovered spaces on west side of access driveway from Bennet St No Standing 11 0 0 0 0 0 0 0 0 0

OFF-STREET VILLAGE SHOPPING CENTRE WEST CARPARK

Spaces on North side of driveway from main carpark to west carpark No Parking Keep Clear 13 0 0 0 0 0 0 0 0 0

Spaces on Western edge of west carpark down to Bacchus Marsh Rd 23 17 17 13 19 16 22 16 21 12

Spaces on Eastern edge from Bacchus Marsh Rd to centre west entry 16 9 10 14 12 12 14 13 14 10

Spaces on Eastern edge from Bacchus Marsh Rd to centre west entry Disabled 2 2 2 2 2 2 2 0 2 1

Central aisle (2 rows) 28 20 22 27 21 19 24 16 25 18

Spaces on Eastern edge of carpark from centre west entry to main carpark 34 24 25 28 28 27 30 26 29 17

Spaces on Eastern edge of carpark near the southern ped entry 2P 8:00am-8:00pm Mon-Sun 18 6 8 10 8 9 10 9 14 10

Bennett St S Young St & Village Shop. Cent. Entry J P 13 7 8 10 8 6 3 8 7 3

4

13 4 5 5

4

0 3 4 0

8

4 0 00

8 6 6

6 5

610

6

5

6

6 6 5 6

9

5

12 12 12 12 11 12 11 12

3

10

12

6 8 9 7 9 8 7

Demand

Friday 2 May 2008

3 3 3 3 3 3 3 2

BETWEEN RESTRICTION

OFF-STREET BACCHUS MARSH VILLAGE S.C. PRIVATE

OFF-STREET BACCHUS MARSH VILLAGE SHOPPING CENTRE CAR PARK

(MULTI-STOREY)

A

B

C

D

E

G

H

I

66

2

3

8

12

9

38 35

3 53

4545

3 7 8

50 55 56

PAGE 1

Job No.: GM14070




Demand

Friday 2 May 2008

BETWEEN RESTRICTION

Bennett St S Village Shop. Cent. Entry & Gell St K None 9 0 2 1 0 1 0 0 0 0

Bennett St N Gell St & Village Shop. Cent. Entry L 2P 8:30am-5:30pm Mon-Sat 5 1 1 1 1 1 1 1 1 0

(On Bitumen) 19 1 1 1 0 1 2 1 0 0

(On Grassed Area) 18 0 0 0 0 0 0 0 0 0

Village Shop. Cent. Entry & Young St 4P Disabled 1 0 0 0 1 1 1 0 0 0

& 2P 8:30am-5:30pm Mon-Sat 8 2 1 1 5 4 3 2 2 2

Young St W Bennett St & Lerderderg St 4P Disabled 1 0 0 0 0 0 0 0 0 0

2P 45 degree

Permit Zone 8:30am-5:30pm Mon - Fri

Young St E Lerderderg St & Manor St P None 9 4 6 6 4 2 4 0 3 2

Young St E Manor St & Malcolm St Q None 4 0 0 0 1 1 0 0 1 1

Young St E Malcolm St & Bacchus Marsh Rd 2P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Bacchus Marsh Rd N Young St & Lord St 1/2 P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

T 10 9 9 9 10 10 9 7 6 5

Bus Zone 8:00am - 8:30am Mon - Fri 1 0 0 0 0 0 0 0 0 0

1P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Bacchus Marsh Rd N Lord St & Fisken St V None 23 4 4 4 5 4 8 4 10 3

Bacchus Marsh Rd N Fisken St & Crook St W None 8 1 1 1 0 0 2 0 0 1

OFF-STREET PLUMBING STORE CUSTOMER CAR PARK X 6 3 3 3 2 3 2 1 1 2

Gell St E Bennett St & Bacchus Marsh Rd 1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

1P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

1/2 P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

2P Disabled 2 0 0 0 1 1 1 1 1 0

Gell St W Bacchus Marsh Rd & Bennett St 1P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

OFF-STREET GELL ST

CAR PARK E East side of entry lane from Bennet St infront of Supermarket 2P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

Disabled 1 0 0 1 0 0 0 0 0 0

2P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

1/2 P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

N Along Southern wall of Liguorworks / Supermarket building 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

Spaces on Southern Wall of Opportunity Shop 2 0 0 0 0 1 0 1 2 0

- Northern car parking aisle (2 rows) 28 25 26 27 25 28 28 24 22 22

- West side of toilets 2P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

East side of toilets Disabled 2 0 1 1 0 0 1 1 1 0

2P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

3 1 1

3 2

9

2 0 0

5

1

24

10 2 1

2

0 0

2 3 3 3

OFF-STREET ANDY ARNOLD SNR CITIZENS COMMUNITY CENTRE

OFF-STREET VACANT BLOCK

U

M

O

R

S

N

2

3

2

20 5 5 3 17 52 2

3 3 4 3

A

15 12 13 11 10

8 5 4 6 5

14 13

6

10 13 12

B 13 4 8 3

3 4 4 3 2

5 3

6 5 4 5 3

6 6 5 4 2

4 3 4 3 2 3 2 2 2 1

6 2 4 4 5 4 5 4 3 1

2P (Throughout Gell St

Carpark)10 10 10 10 10 9 10 9

Car Parking Aisle in line with toilet

block20 7 10C

7 4 5

17 15

10 4

14 15 16 18 10

10 10 10 9 8 9 10 9 8 8

PAGE 2

Job No.: GM14070




Demand

Friday 2 May 2008

BETWEEN RESTRICTION

Southern car parking aisle (2 rows) 2P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

Disabled 4 0 1 2 2 4 4 2 1 0

W Spaces along the western boundary of car park 22 20 21 21 20 19 18 14 13 6

IGA Loading Zone 15mins 5 0 0 1 1 0 1 2 0 0

Mitre 10 3 1 2 1 2 1 2 1 1 0

Newsagency Bank of Melb. Staff Carpark 5 3 4 4 4 3 3 2 4 1

5 2 3 3 2 3 4 3 2 2

Close to Southern Exit to Gell St 4 1 2 3 2 2 1 1 1 1

Bennett St N Gell St & Gisborne Rd D None 12 9 10 8 10 9 10 8 7 3

Gisborne Rd W 35 21 17 23 29 24 27 23 21 22

Disabled 1 0 0 0 1 0 0 0 0 0

Permit Zone (In front of building) 2 1 1 0 0 0 1 1 0 0

Permitted Vehicles only (On gravel area) 4 2 3 1 2 2 1 2 1 1

Church St W End of Street & Bacchus Marsh Rd G P 45 degree 12 12 11 12 11 10 12 11 10 3

H 2P 8:30am - 5:30pm Mon - Fri 30 20 26 28 27 28 29 16 12 8

Church St E 2P 8:30am - 5:00pm Mon - Fri

9:00am - 12:00noon Sat

2P Disabled 1 1 0 0 0 0 0 0 0 0

End of Street & Bacchus Marsh Rd J None 5 2 5 3 4 4 3 3 2 1

Bennett St S K 12 8 7 6 7 9 8 8 6 4

Gell St Car Park Entry & Gell St 2P 45 degree 8:30am - 5:00pm Mon - Fri


2P 45 degree 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

Gell St W M 6 3 5 4 3 4 4 4 3 1

Bennett St & Lerderderg St 1P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

Lerderderg St S Gell St & Gisborne Rd None 7 0 0 0 0 2 2 1 1 1

Bus Zone 8:00am - 9:15am School Days

3:00pm - 4:15pm Only

None 2 0 0 1 1 0 1 0 1 0

Lerderderg St S Gisborne Rd & End of Street P None 7 4 1 2 3 2 3 4 2 2

Lerderderg St N End of Street & Gisborne Rd Q None 4 2 1 1 2 2 1 2 1 1

Lerderderg St N Gisborne Rd & Gell St None 1 0 0 1 0 1 0 0 0 0

Bus Zone 8:00am - 9:15am School Days

3:00pm - 4:30pm Only

None 7 4 3 5 4 3 4 3 2 1

Lerderderg St N Gell St & George St S None 12 8 7 10 9 8 6 5 7 3

Lerderderg St N George St & Young St T None 21 11 8 14 15 12 10 11 9 3

Lerderderg St S Young St & George St W None 19 13 11 12 11 8 11 7 8 5

Lerderderg St S George St & Gell St X None 11 10 8 6 9 7 6 6 5 4

Gell St E Lerderderg St & Bennett St 1P 8:30am - 9:00pm Mon - Fri

8:30am - 5:00pm Sat

Bacchus Marsh Road N Gisborne Rd & Pedestrian Crossing #1 AA 1/4 P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Bacchus Marsh Road N Pedestrian Crossing #1 & Pedestrian Crossing #2 BB 1P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Bacchus Marsh Rd S Crook St & Fisken St A None 8 0 0 0 0 0 0 0 0 0

OFF-STREET BACCHUS MARSH S.E.S CAR PARKF

40 29 34 36 38 40 40 20

Spaces along the southern

boundary of the car park

OFF-STREET MCDONALDS CAR PARKE

33 31

7 7

OFF-STREET CHURCH ST CAR PARK

OFF-STREET COURT HOUSE HOTEL CAR PARK

I9 7 9 9 8 8 9 4

OFF-STREET KFC CAR PARK

L

6 4 3 4 4 5 4 3 1

7 3 5 3 6 5 6

6 4 3

3

OFF-STREET MATCH WORKS JOB AGENCY

N 10 4

0

5 3 2

O 3 1 0 2 1 0

4 5 5 4 3

0

0 0 1

0

R 4 3 0 0

Y 13 0 0 2 1

0 0 0 1 0

0 2 3 2

3 2 3 3 3 2 3 2 2 1

14 12 13 13 14 13 14 12 12 10

PAGE 3

Job No.: GM14070




Demand

Friday 2 May 2008

BETWEEN RESTRICTION

Bacchus Marsh Rd S Fisken St & Lord St None 19 3 2 0 3 6 12 3 1 1

Bus Zone 3:30pm - 4:30pm Mon - Fri

P Other times

None 6 4 3 4 8 4 6 1 2 1

Lord St E Bacchus Marsh Rd & Simpson St C None 15 10 9 15 11 12 11 12 9 7

Lord St W Simpson St & Bacchus Marsh Rd D None 22 8 11 10 12 12 12 10 9 4

Off-Street Bowls Club Car Park Z Bowling Club Only 39 3 6 5 5 3 4 5 12 10

Bacchus Marsh Rd S Lord St & Young St 1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

Bus Zone 8:00am - 8:30am Mon - Fri 2 0 1 0 0 2 1 1 2 1

1P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

P Disabled 1 0 0 0 0 0 1 1 0 0

OFF-STREET LIBRARY CAR PARK

1/4 Visitors P

Disabled 1 1 0 1 0 0 0 1 0 0

None 85 21 22 23 23 24 23 21 28 21

RSL Spaces 3 1 1 0 0 3 2 2 2 2

OFF STREET FLORIST CAR PARK AA Florist and Nursery Parking 23 11 13 17 16 17 14 12 11 9

Bacchus Marsh Road S Young St & Pedestrian Crossing #4 1/2 P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

P Disabled 1 0 0 0 0 0 0 0 0 0

1/2 P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

1P 8:30am - 5:00pm Mon - Fri


Bacchus Marsh Road S Pedestrian Crossing #4 & Pedestrian Crossing #3 1P 8:30am - 5:00pm Mon - Fri


Loading Zone 30 mins 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

1P 8:30am - 5:00pm Mon - Fri


Bacchus Marsh Road S Pedestrian Crossing #3 & Graham St 1/4 P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Graham St E Bacchus Marsh Rd & Waddel St 1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

OFF STREET CAR PARK AB Customer and Tenant Parking 33 15 17 18 16 26 23 19 20 21

Graham St W Waddel St & Bacchus Marsh Rd 1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

Disabled 1 0 0 0 0 1 0 0 0 0

Bacchus Marsh Road S Pedestrian Crossing #2 & Pedestrian Crossing #1 1P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Disabled 1 0 0 0 0 1 1 1 1 1

1P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

Bacchus Marsh Road S Pedestrian Crossing #1 & Gisborne Rd 1P 8:30am - 5:00pm Mon - Fri

9:00am - 12:30pm Sat

B 3 0 0 0 2 1 1 1 0 0

E

9 2 2 1 1 1 2 1 2 0

0

F

4 0 1 4 1

2 0 1

1

2 1 00 0 0

G

2 1 1 1 2

0 1 1 1 0

1 1 1 1

1 1

1 1 1 1 2 1

3 3 2 2

1 1 1 1

H

10 2 8

2 1 1 1

9

3 1 1 1 1

8 7 8 8 10 8

1 1

2 0 2 2 2

0

1 1 0

I 2 1 1 1 1 1

2 2 2 2 3

10

1 2 1

8

J 25 12 12 10

K37 12 9 7 6

9 12 8 10 8

14 15 10 7

L

9 4 4 3 3

2 0 1 3 1

5 7

1

6 6 7

M 3 0 2 1 2

3 3 1 0 2

2 2 3 1

PAGE 4

Job No.: GM14070




Demand

Friday 2 May 2008

BETWEEN RESTRICTION

Grant St E Bacchus Marsh Rd & Waddell St 1/2P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

1P 8:30am - 5:30pm Mon - Fri

8:30am - 12:30pm Sat

Waddell St & Pilmer St 2P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Unrestricted 10 0 1 0 1 1 0 0 0 0

Pilmer St & Sydney St 2P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Waddel St N Graham St & Grant St (Gisborne Rd) O None 21 9 11 10 12 10 11 11 9 8

Waddel St S Grant St (Gisborne Rd) & Graham St P None 22 2 2 2 2 2 2 1 2 4

Turner St N Grant St (Gisborne Rd) & Clarinda St Q P 12 9 9 10 7 8 6 5 7 5

S Clarinda St & Grant St (Gisborne Rd) R P 17 17 17 17 14 16 15 17 15 12

Grant St Millbank St & Turner St 1P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Turner St & Margaret Drv 2P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Margaret Drv & Meikle Rd 2P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Millbank St N Grant St (Gisborne Rd) & Clarinda St T None 20 4 8 9 7 6 8 4 4 4

S Grant St (Gisborne Rd) & Clarinda St U None 21 7 9 10 8 7 7 5 6 6

Grant St W Millbank St & Bacchus Marsh Rd 1P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

Loading Zone 15 mins 3 0 0 0 1 0 0 0 0 0

Bacchus Marsh Road S Grant St & Clarinda St 1/2P 8:30am - 5:30pm Mon - Fri

9:00am - 12:30pm Sat

1P 1 0 0 1 1 1 0 0 1 1

S Off-Street CFA Car Park X Unrestricted 6 5 2 2 2 3 3 3 4 5

N Clarinda St & Grant St 1P 8:30am - 5:00pm Mon - Fri

9:00am - 12noon Sat

1/4P 8:30am - 5:00pm Mon - Sun 1 1 0 1 1 1 1 1 0 1

Bachus Marsh Western most car park 78 112 113 101

Railway Station Unrestricted (On Grass UnMarked Spaces) 40

Central Car Park 118 111 112 108

5 3 3 3

Eastern most car park C 162 107 102 90

5

10 9 10 8 4

8 0 7 5 4 6 6 4

7

10 2 2 4 1

5 6 7 3

1

11 2 4 5 11

4 4 5 0

9

W S

13 3 7

N

6

8 4

9 4 8 8

11 6 2 6 3

17 2 3 3 3 1 2 5 1 1

15 3 5 4 4 6 5 7 6 4

V6 0 2 3 2 1 1 1

2 3 3 2W

3 2 0

5

3

3 3

Y8 0 5

Unrestricted

5 2 4

3 3

4 8 5

BUnrestricted

Disabled

AUnrestricted (Marked Spaces)

PAGE 5

Appendix B


Ap

pen

dix B

Appendix B

Base Car Parking Model

GM14070: BACCHUS MARSH STRUCTURE PLAN

TABLE B1 - BASE CAR PARKING RATES

LAND USE CATEGORY LAND USE SOURCE

SHOP 3.3 spaces per 100m2 gross floor area Bridge Road, Richmond & Glenferrie Road, HawthornSUPERMARKET 3.3 spaces per 100m2 gross floor area Bridge Road, Richmond & Glenferrie Road, HawthornRESTRICTED RETAIL 1.5 spaces per 100m2 gross floor area GTA ratesTAKE AWAY FOOD 0.25 spaces per seat 85th percentile of GTA dataCAFÉ 0.1 spaces per seat Half of restaurant rateRESTAURANT 0.25 spaces per seat 85th percentile BOLOUTIS dataHOTEL 3 spaces per 100m2

GTA data

OFFICE 3 spaces per 100m2 net floor area Planning SchemeREAL ESTATE 3.3 spaces per 100m2 gross floor area Shop rateBANK 3.3 spaces per 100m2 gross floor area Shop rateMEDICAL 2.5 spaces per consulting room 85th percentile of GTA dataCOUNCIL OFFICE 5 spaces per 100m2 gross floor area Doncaster Hill Parking Study

MOTOR REPAIRS 2.3 spaces per 100m2 gross floor area GTA dataSERVICE STATION NO ON-STREET PARKING EXPECTEDCAR SALES 0.5 spaces per 100m2 site area GTA surveys at Worrells Motors June 2002 (assume no servicing)

RSL 0.2 spaces per 100m2

LIBRARY 0.025 spaces per 100m2GTA Data of Surveys at Kew Library

COMMUNITY CENTRE [1]GYMNASTICS CLUB [1]BOWLS CLUB 26.5 spaces per green RTANSW

ACCOMODATION DWELLING 0.1 spaces per dwelling Visitor parking (Planning Scheme)POLICE STATION [2]COURT HOUSE [3]SES [4]STORAGE [4]

** Critical Rate given their propensity in the Bacchus Marsh Commercial Area

[1] This use has not been included in this model given that a use of this nature would generally be restricted to evenings or weekends which are outside of the peak parking periods.

[2] Floor area of Police Station unable to be obtained, however impacts of parking would be minimal with majority of car parking expected to occur on-site in secure parking areas.

[3] No rate is available for a Court House use however the impacts of public parking from this use would be minimal on the overally model.

[4] Given the low car parking generations of these uses is not expected that the car parking from these uses will impact the model.

OTHER

INDUSTRY

RECREATION

CAR PARKING RATE

RETAIL **

FOOD AND DRINK PREMISES **

OFFICE **

PLACE OF ASSEMBLY


TABLE B2 - BASE CAR PARKING TEMPORAL PROFILES

10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM

SHOP 75% 100% 92% 80% 70% 67% 52% 43%SUPERMARKET 75% 100% 92% 80% 70% 67% 52% 43%

RESTRICTED RETAIL 75% 100% 92% 80% 70% 67% 52% 43%TAKE AWAY FOOD 24% 51% 34% 26% 15% 10%

CAFÉ 70% 100% 68% 52% 30% 15%RESTAURANT 0% 0% 0% 0% 0% 10%

HOTEL 9% 10% 32% 38% 26% 34% 57%OFFICE 98% 100% 95% 85% 95% 95% 97% 64%

REAL ESTATE 75% 100% 92% 80% 70% 67% 52% 43%BANK 75% 100% 92% 80% 70% 67% 52% 43%

MEDICAL 50% 50% 33% 53% 79% 79% 100% 74%COUNCIL OFFICE 98% 100% 95% 85% 95% 95% 97% 64%MOTOR REPAIRS 86% 86% 79% 93% 86% 79% 86% 64%

SERVICE STATIONCAR SALES 98% 98% 93% 100% 97% 95% 99% 93%

RSL 24% 51% 34% 26% 15% 10%LIBRARY 0% 33% 32% 35% 25% 48% 74% 100%

COMMUNITY CENTREGYMNASTICS CLUB

BOWLS CLUBACCOMODATION DWELLING 25% 13% 0% 13% 13% 13% 0% 13%

POLICE STATIONCOURT HOUSE 100% 93% 73% 65% 68% 60% 38% 10%

SESSTORAGE

OTHER

INDUSTRY

RECREATION

FOOD AND DRINK PREMISES

OFFICE

PLACE OF ASSEMBLY

LAND USE CATEGORY LAND USE

RETAIL

PROFILE FOR TIME OF DAY (FRIDAY)


TABLE B3 - FLOOR AREA

LAND USE CATEGORY LAND USE FLOOR AREA

SHOP 9,750SUPERMARKET 6,127

RESTRICTED RETAIL 1,761TAKE AWAY FOOD 158

CAFÉ 363RESTAURANT 300

HOTEL 3,447OFFICE 2,369

REAL ESTATE 378BANK 949

MEDICAL 1,127COUNCIL OFFICE 512MOTOR REPAIRS 845

SERVICE STATION 358CAR SALES 3,104

RSL 296LIBRARY 396

COMMUNITY CENTRE 1,666GYMNASTICS CLUB 439

BOWLS CLUB 2ACCOMODATION DWELLING 25

POLICE STATION 0COURT HOUSE 180

SES 330STORAGE 702

FLOOR AREA 34,736

SEATS 821

DWELLINGS 25

BOWLING GREENS 2

[1] Gross retail floor areas measured have been reduced by 15% to relate to a typical leasable floor area.

[2] Gross office floor areas measured have been reduced by 5% to relate to typical net floor area.

TOTAL

INDUSTRY

RECREATION

RETAIL


OFFICE

OTHER

PLACE OF ASSEMBLY


TABLE B4: BASE CAR PARKING MODEL


SHOP 241 322 296 257 225 216 167 138SUPERMARKET 152 202 186 162 142 135 105 87

RESTRICTED RETAIL 20 26 24 21 18 18 14 11TAKE AWAY FOOD 0 0 9 20 14 10 6 4

CAFÉ 0 0 25 36 25 19 11 5RESTAURANT 0 0 0 0 0 0 0 8

HOTEL 0 10 11 33 39 27 36 59OFFICE 70 71 68 60 68 68 69 45

REAL ESTATE 9 12 11 10 9 8 6 5BANK 23 31 29 25 22 21 16 13

MEDICAL [1] 35 35 23 37 56 56 70 52COUNCIL OFFICE 25 26 24 22 24 24 25 16MOTOR REPAIRS 17 17 15 18 17 15 17 12

SERVICE STATIONCAR SALES 15 15 14 16 15 15 15 14

RSL [2] 0 0 3 7 5 4 2 1LIBRARY 0 3 3 3 2 5 7 10

COMMUNITY CENTRE [3] 0 0 0 0 0 0 0 0GYMNASTICS CLUB [3] 0 0 0 0 0 0 0 0

BOWLS CLUB [4] 0 0 0 0 0 0 0 0ACCOMODATION DWELLING 1 0 0 0 0 0 0 0

POLICE STATION [5] 0 0 0 0 0 0 0 0COURT HOUSE 0 0 0 0 0 0 0 0

SES [6] 0 0 0 0 0 0 0 0STORAGE [6] 0 0 0 0 0 0 0 0

608 771 743 729 680 641 567 484

720 788 787 789 799 677 689 533

RETAIL 83 110 101 88 77 74 57 47OFFICE 151 163 144 144 166 164 174 124

FOOD AND DRINK 0 1 6 11 10 7 7 10TOTAL 234 275 251 243 252 245 238 180

[1] Assume 40m2 per consulting room

[2] Assuming 1 seat per 4m2


[4] Bowls Club did not appear in operation on survey days therefore has not been modelled.



[7] Surveyed car parking demand for 4:00pm on Friday has been interpolated as being half way between the 3:00pm and 5:00pm values.


SURVEYED DEMAND [7]

INDUSTRY

RECREATION

STAFF PARKING


MODELLED DEMAND

RETAIL


OFFICE

PLACE OF ASSEMBLY

OTHER

Appendix C


Ap

pen

dix C

Appendix C

Calibrated Car Parking Model


TABLE C1 - CALIBRATED CAR PARKING RATES

LAND USE CATEGORY LAND USE SOURCE

SHOP 3.3 spaces per 100m2 gross floor area Bridge Road, Richmond & Glenferrie Road, HawthornSUPERMARKET 3.3 spaces per 100m2 gross floor area Bridge Road, Richmond & Glenferrie Road, HawthornRESTRICTED RETAIL 1.5 spaces per 100m2 gross floor area GTA ratesTAKE AWAY FOOD 0.2 spaces per seat 85th percentile of GTA dataCAFÉ 0.05 spaces per seat Half of restaurant rateRESTAURANT 0.25 spaces per seat 85th percentile BOLOUTIS dataHOTEL 3 spaces per 100m2

GTA data

OFFICE 3 spaces per 100m2 net floor area Planning SchemeREAL ESTATE 3.3 spaces per 100m2 gross floor area Shop rateBANK 3.3 spaces per 100m2 gross floor area Shop rateMEDICAL 2.5 spaces per consulting room 85th percentile of GTA dataCOUNCIL OFFICE 5 spaces per 100m2 gross floor area Doncaster Hill Parking Study

MOTOR REPAIRS 2.3 spaces per 100m2 gross floor area GTA dataSERVICE STATION NO ON-STREET PARKING EXPECTEDCAR SALES 0.5 spaces per 100m2 site area GTA surveys at Worrells Motors June 2002 (assume no servicing)

RSL 0.2 spaces per 100m2

LIBRARY 0.025 spaces per 100m2GTA Data of Surveys at Kew Library

COMMUNITY CENTRE [1]GYMNASTICS CLUB [1]BOWLS CLUB 26.5 spaces per green RTANSW

ACCOMODATION DWELLING 0.1 spaces per dwelling Visitor parking (Planning Scheme)POLICE STATION [2]COURT HOUSE [3]SES [4]STORAGE [4]

** Critical Rate given their propensity in the Bacchus Marsh Commercial Area



[3] No rate is available for a Court House use however the impacts of public parking from this use would be minimal on the overally model.


OTHER

INDUSTRY

RECREATION

CAR PARKING RATE

RETAIL **

FOOD AND DRINK PREMISES **

OFFICE **

PLACE OF ASSEMBLY


TABLE C2 - CALIBRATED CAR PARKING TEMPORAL PROFILES


SHOP 97% 100% 100% 95% 90% 76% 69% 70%SUPERMARKET 97% 100% 100% 95% 90% 76% 69% 70%

RESTRICTED RETAIL 97% 100% 100% 95% 90% 76% 69% 70%TAKE AWAY FOOD 24% 51% 34% 26% 15% 10%

CAFÉ 47% 100% 68% 52% 30% 15%RESTAURANT 24% 30% 34% 26% 15% 10%

HOTEL 9% 10% 20% 30% 26% 34% 57%OFFICE 98% 99% 95% 91% 95% 95% 97% 64%

REAL ESTATE 97% 100% 100% 95% 90% 76% 69% 70%BANK 97% 100% 100% 95% 90% 76% 69% 70%

MEDICAL 58% 47% 32% 53% 79% 79% 95% 74%COUNCIL OFFICE 98% 99% 95% 91% 95% 95% 97% 64%MOTOR REPAIRS 86% 86% 79% 93% 86% 79% 86% 64%

SERVICE STATIONCAR SALES 98% 98% 93% 100% 97% 95% 99% 93%

RSL 24% 51% 34% 26% 15% 10%LIBRARY 0% 33% 32% 35% 25% 48% 74% 100%

COMMUNITY CENTREGYMNASTICS CLUB

BOWLS CLUBACCOMODATION DWELLING 25% 13% 0% 13% 13% 13% 0% 13%

POLICE STATIONCOURT HOUSE 100% 93% 73% 65% 68% 60% 38% 10%

SESSTORAGE

OTHER

INDUSTRY

RECREATION


OFFICE

PLACE OF ASSEMBLY


RETAIL



TABLE C3 - FLOOR AREA

LAND USE CATEGORY LAND USE FLOOR AREA

SHOP 9,750SUPERMARKET 6,127

RESTRICTED RETAIL 1,761TAKE AWAY FOOD 158

CAFÉ 363RESTAURANT 300

HOTEL 3,447OFFICE 2,369

REAL ESTATE 378BANK 949

MEDICAL 1,127COUNCIL OFFICE 512MOTOR REPAIRS 845

SERVICE STATION 358CAR SALES 3,104

RSL 296LIBRARY 396

COMMUNITY CENTRE 1,666GYMNASTICS CLUB 439

BOWLS CLUB 2ACCOMODATION DWELLING 25

POLICE STATION 0COURT HOUSE 180

SES 330STORAGE 702

FLOOR AREA 34,736

SEATS 821

DWELLINGS 25

BOWLING GREENS 2

[1] Gross retail floor areas measured have been reduced by 15% to relate to a typical leasable floor area.

[2] Gross office floor areas measured have been reduced by 5% to relate to typical net floor area.

TOTAL

INDUSTRY

RECREATION

RETAIL


OFFICE

OTHER

PLACE OF ASSEMBLY


TABLE C4 - CALIBRATED CAR PARKING MODEL


SHOP 312 322 322 306 290 245 222 225SUPERMARKET 196 202 202 192 182 154 140 142

RESTRICTED RETAIL 26 26 26 25 24 20 18 18TAKE AWAY FOOD 0 0 7 16 11 8 5 3

CAFÉ 0 0 8 18 12 9 5 3RESTAURANT 0 0 18 23 26 20 11 8

HOTEL 0 10 11 21 31 27 36 59OFFICE 70 70 68 65 68 68 69 45

REAL ESTATE 12 12 12 12 11 9 9 9BANK 30 31 31 30 28 24 22 22

MEDICAL [1] 41 33 23 37 56 56 67 52COUNCIL OFFICE 25 25 24 23 24 24 25 16MOTOR REPAIRS 17 17 15 18 17 15 17 12

SERVICE STATIONCAR SALES 15 15 14 16 15 15 15 14

RSL [2] 0 0 3 7 5 4 2 1LIBRARY 0 3 3 3 2 5 7 10

COMMUNITY CENTRE [3] 0 0 0 0 0 0 0 0GYMNASTICS CLUB [3] 0 0 0 0 0 0 0 0

BOWLS CLUB [4] 0 0 0 0 0 0 0 0ACCOMODATION DWELLING 1 0 0 0 0 0 0 0

POLICE STATION [5] 0 0 0 0 0 0 0 0COURT HOUSE 0 0 0 0 0 0 0 0

SES [6] 0 0 0 0 0 0 0 0STORAGE [6] 0 0 0 0 0 0 0 0

744 768 789 812 802 703 669 641

720 788 787 789 799 677 689 533

RETAIL 107 110 110 105 99 84 76 77OFFICE 166 161 147 155 174 168 178 135

FOOD AND DRINK 0 1 6 10 10 8 7 9TOTAL 272 272 263 269 283 260 261 221

[1] Assume 40m2 per consulting room

[2] Assuming 1 seat per 4m2


[4] Bowls Club did not appear in operation on survey days therefore has not been modelled.



[7] Surveyed car parking demand for 4:00pm on Friday has been interpolated as being half way between the 3:00pm and 5:00pm values.


SURVEYED DEMAND [7]

INDUSTRY

RECREATION

STAFF PARKING


MODELLED DEMAND

RETAIL


OFFICE

PLACE OF ASSEMBLY

OTHER

Brisbane

GTA Consultants (QLD) Pty Ltd t/a

GTA Consultants

ABN: 98 137 610 274

A Level 6, 269 Wickham Street

PO Box 555

FORTITUDE VALLEY QLD 4006

P +617 3113 5000

F +617 3113 5010

E [email protected]

Sydney

GTA Consultants (NSW) Pty Ltd t/a

GTA Consultants

ABN: 31 131 369 376

A Level 2, 815 Pacific Highway

CHATSWOOD NSW 2067

PO Box 5254

WEST CHATSWOOD NSW 1515

P +612 8448 1800

F +612 8448 1810

E [email protected]

Melbourne

Greg Tucker & Associates Pty Ltd t/a

GTA Consultants

ABN: 34 005 839 645

A 87 High Street South

PO Box 684

KEW VIC 3101

P +613 9851 9600

F +613 9851 9610

E [email protected]

Canberra

Greg Tucker & Associates Pty Ltd t/a

GTA Consultants

ABN: 34 005 839 645

A Level 11, 60 Marcus Clarke Street

CANBERRA ACT 2601

PO Box 1109

CIVIC SQUARE ACT 2608

P +612 6243 4826

F +612 6243 4848

E [email protected] www.gta.com.au

Bacchus Marsh Structure Plan Transport and …...Introduction GM14070 28/01/10 Bacchus Marsh...

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