Berwick Village Commercial Centre...• Small specialty outlets 4.0 spaces/100m2 LFA Peripheral...

Berwick Village Commercial Centre Parking Strategy

Adopted by Council 5 September 2006

City of Casey Civic Centre

Narre Warren Vic 3805 Australia

Tel: +61 3 9705 5200 Fax: +61 3 9705 5336

Document control statement – The electronic reference copy of this Council policy document is maintained by Council’s Organisational Strategy Department at www.casey.vic.gov.au/policiesstrategies. Any printed copy may not be up to date and you are advised to check the electronic copy at www.casey.vic.gov.au/policiesstrategies to ensure that you have the current version. Alternatively, you may contact Customer Service on 9705 5200. Responsible Department – Strategic Development Adopted 5 March 2002, amended 5 September 2006 Electronic Reference Library Version 1.2

Berwick Village Commercial Centre Parking Strategy

Authorised by Revision No.

Revision Date Details Title Signature

1.0 August 2001 Draft for Exhibition purposes

1.1 February 2002 Draft for Council consideration

1.2 5 March 2002 Adopted by Council Manager Engineering & Environmental

Services

2.0 5 September 2006

Restructured, revised and amended to incorporate updated floorspace, land use and car parking information and review recommendations

Manager Strategic

Development

Preamble In accordance with a resolution of Council on 21 June 2005 to include definitions of Council, Councillors and Council officers in all Council policy documents, the following definitions are provided: Council – means Casey City Council, being a body corporate constituted as a municipal Council under the Local Government Act 1989 Councillors – means the individuals holding the office of a member of Casey City Council Council officers – means the Chief Executive Officer and staff of Council appointed by the Chief Executive Officer.

Berwick Village Commercial Centre Parking Strategy September 2006

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EXECUTIVE SUMMARY The Berwick Village Commercial Centre (BVCC) is a sub-regional commercial centre located along the old Princes Highway within the Berwick Township. The BVCC dates back to 1857, however considerable expansion of its population catchment over the past two decades, has resulted in substantial development and land use change within the centre. To manage this change, Council prepared and adopted the Berwick Village Commercial Centre Strategy, March 2002 (‘BVCC Strategy’) which provides a strategic framework for the future development, role and function of the Berwick Village Commercial Centre primarily from a land use planning perspective. However, this commercial expansion has, and will continue to, generate significant demand for car parking, the provision of which will pose a number of challenges that are not fully addressed by the BVCC Strategy, therefore necessitating the development of this Berwick Village Commercial Centre Parking Strategy (‘Parking Strategy’).

Key Findings The key findings of this report are as follows: • The BVCC Strategy recommendations of particular significance to this Strategy are:

- Development of High Street properties with dual frontage to face both High Street and the rear lanes.

- Development of ‘at-grade’ parking for urban design reasons. • The BVCC has a current total floor area of 46,362m2 made up predominantly of retail, retail

services, office/commercial, restaurant and medical/health related activities.

The BVCC could potentially expand within its existing bounds by up to an additional 15,612m2. • The existing ‘public’ parking in the BVCC has been provided by special rate schemes, cash-in-

lieu contributions, general revenue and developers. However, costs associated with previous carpark construction and land purchases have exceeded income requiring Council to fund a significant proportion from general revenue. Council has also been proactive in purchasing land in anticipation of future needs.

• There were 1,393 carparking spaces available to the general public within the study area in a

combination of on-street and off-street locations in November 2004. Of the 1393, 1315 spaces were provided as formal constructed parking spaces, while the remaining 78 were informally provided.

There are currently 1480 car parking spaces provided to the public within the BVCC. • Currently supply meets demand, although it is approaching saturation at peak times,

particularly in the main sections of the Northside, Southside and Central Median parking areas.

Daytime parking is approaching capacity with demand exceeding 90% of the formal supply on Fridays from 11.00am to 2.30pm.

Night time activity is still at a level where there is a reasonable parking reserve. • Car parking generation rates for the principal land uses in the BVCC generally differ from the

rates specified in the Victoria Planning Provisions and Casey Planning Scheme.


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• The BVCC may need to accommodate off-site parking for in excess of an additional 665 cars if all potential ‘infill’ development opportunities are pursued.

• An additional 246 car spaces can be provided by the reconfiguration and construction of the

remainder of the South side car park between Richardson Grove and Langmore Lane west of Gloucester Avenue.

• Potential demand for car parking within the BVCC well exceeds the existing potential capacity

of land identified for car parking purposes within the existing BVCC Strategy.

Recommendations The key recommendations of this Strategy are as follows: • Revised parking generation rates for the dominant land uses within the BVCC be as follows:

Land Use Proposed BVCC Car Parking Rate

Retail/Shop: • Large supermarket, discount department store etc. 6.0 spaces/100m2 LFA • Small specialty outlets 4.0 spaces/100m2 LFA

Peripheral Sales 1.5 spaces/100m2 LFA

Restaurant 0.30 spaces/seat

Hotel 7 spaces/100m2 LFA

Office 3.5 spaces/100m2 NFA

Medical Centre 5 spaces per practitioner for the first practitioner, plus 4 spaces per practitioner for each additional

practitioner thereafter • Annual car parking surveys be undertaken to assess parking demand throughout the BVCC. • The proposed car park east of Gloucester Avenue between Richardson Grove and Langmore

Lane and west of Goucester Avenue be constructed to provide an additional 246 car spaces. • Car parking requirements for sites:

– within the core BVCC (within the Business 1 Zone excluding west of Lyall Road) be provided off-site in centralized public car parking areas; and,

– outside the core BVCC (within the Business 2 and Business 4 Zones and Business 1 Zone west of Lyall Road) be satisfied on site.

• Developers be required to provide cash-in-lieu of car parking where requirements can not be

satisfied on site at the rate of $16,935 per space or part thereof. • Council undertake a further review of the Berwick Village Commercial Centre Strategy in

relation to addressing the provision of additional car parking to satisfy demand once supply from the balance of the Southside car park approaches capacity.


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Implementation The key recommendations of this Strategy be implemented as follows: • A Parking Precinct Plan be prepared and incorporated into the Casey Planning Scheme

specifying revised parking rates for dominant land uses in the BVCC and facilitating the provision of parking for appropriate developments in consolidated public areas by enabling the collection of a cash-in-lieu contribution.

• The traffic management works identified for implementation as part of the Berwick Village

Streetscape Works Program be pursued and completed. • The remaining outstanding traffic management works be referred to Council’s Capital Works

Program for future programming and implementation.


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TABLE OF CONTENTS

EXECUTIVE SUMMARY i

1.0 INTRODUCTION 1 1.1 PURPOSE 1 1.2 CONTEXT 1

1.2.1 Berwick Village 1 1.2.2 The Commercial Centre Area 2 1.2.3 The Study Area 2

1.3 POLICY AND STATUTORY FRAMEWORK 3 1.3.1 Berwick Village Commercial Centre Planning Strategies 3 1.3.2 Berwick Car Parking Policy 4 1.3.3 Casey Planning Scheme 4 1.3.4 Parking Precinct Plan 5

2.0 BACKGROUND 6 2.1 BERWICK VILLAGE COMMERCIAL CENTRE 6

2.1.1 Commercial Centre Catchment 6 2.1.2 New Development and Changing Land Use Patterns 6

2.2 CAR PARKING 7 2.2.1 Separate Rate Schemes 7 2.2.2 Cash-in-lieu Contributions 8 2.2.3 Public Parking Provision 8 2.2.4 Adams Lane 9

3.0 EXISTING CONDITIONS AND FUTURE DEVELOPMENT 12 3.1 THE COMMERCIAL CENTRE 12

3.1.1 Existing Floorspace 12 3.1.2 Proposed Development 12 3.1.3 Future Development 13

3.2 CAR PARKING PROVISION 14 3.2.1 Existing Parking Supply 14 3.2.2 Proposed Parking Provision 16 3.2.3 Future Parking Provision 16

4.0 CAR PARKING ISSUES 18 4.1 THE RESEARCH 18

4.1.1 Surveys, Consultation and Analysis 18 4.2 THE ISSUES 18

4.2.1 Public Parking Concerns 19 4.2.2 Public Transport Issues 20

4.3 THE FINDINGS 20 4.3.1 Employee Parking Patterns 20 4.3.2 Car Park Demand 21

5.0 CAR PARKING REQUIREMENTS 23 5.1 PARKING RATES AND PROFILES MODEL 23

5.1.1 Methodology 23 5.1.2 Application of the Model 23

5.2 PARKING RATES AND PROFILES 24 5.2.1 Retail Parking 24 5.2.2 Restaurant Parking 24 5.2.3 Hotel Parking 25 5.2.4 Office Parking 25 5.2.5 Medical Centre Parking 25 5.2.6 Peripheral Sales Parking 25


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6.0 THE PARKING STRATEGY 26 6.1 CAR PARKING REQUIREMENTS 26

6.1.1 Berwick Village Commercial Centre Car Parking Rates 26 6.2 CAR PARKING PROVISION 28

6.2.1 Potential Car Parking Demand 28 6.2.2 Preferred Car Park Location 29 6.2.3 Preferred Car Parking Provision 31

6.3 CAR PARKING MANAGEMENT 35 6.3.1 Car Park Access 35 6.3.2 Parking Restrictions 37

6.4 PUBLIC TRANSPORT 40 6.4.1 Bus Stops 40

6.5 IMPLEMENTATION 41

APPENDICES 43 Appendix A: Parking Demand Survey 44 Appendix B: SWOT Analysis Summary 47 Appendix C: Berwick Village Parking Precinct Plan Parking Rates and Profiles 48 Appendix D: Car Parking Inventory 68

LIST OF FIGURES FIGURE 1.1: BERWICK VILLAGE COMMERCIAL CENTRE AREA 2 FIGURE 1.2: STUDY AREA 3 FIGURE 1.3: CASEY PLANNING SCHEME - ZONING MAP 5 FIGURE 2.1: SEPARATE RATE SCHEME AREA AND ENTITLEMENTS 10 FIGURE 2.2: PUBLICLY OWNED LAND AND PROPOSED PUBLIC CAR PARKS 11 FIGURE 3.1: SURVEYED PARKING AREAS (NOV 2004) 17 FIGURE 4.1: UTILISATION OF PUBLIC PARKING AREAS (NOV 2004) 22 FIGURE 6.1: FUTURE PARKING SUPPLY OPTIONS 33 FIGURE 6.2: POTENTIAL SOUTHSIDE CAR PARK LAYOUT 34 FIGURE 6.3: CAR PARK ACCESS MANAGEMENT 36 FIGURE 6.4: CAR PARKING RESTRICTION MANAGEMENT (JULY 2003) 39

LIST OF TABLES TABLE 3.1: EXISTING PARKING PROVISION 15 TABLE 3.2: EXISTING PARKING SUPPLY 15 TABLE 6.1: GTA RECOMMENDED PARKING GENERATION RATES 26 TABLE 6.2: EXISTING AND PROPOSED PARKING GENERATION RATES 27 TABLE 6.3: POTENTIAL ADDITIONAL CAR PARKING DEMAND REQUIREMENT 28 TABLE 6.4: POTENTIAL PUBLIC CAR PARKING SUPPLY 31 TABLE 6.5: TYPICAL CAR PARKING COST 32 TABLE 6.6: ACTION SUMMARY 41


City of Casey Page 1

1.0 INTRODUCTION

1.1 PURPOSE The Berwick Village Commercial Centre Parking Strategy (Parking Strategy) was initially developed and adopted by Council in March 2002 in conjunction with the Berwick Village Commercial Centre Strategy (BVCC Strategy). The BVCC Strategy was also more recently adopted (on 17 May 2005) as the approved Development Plan for the centre under the relevant Development Plan Overlay of the Casey Planning Scheme. While the BVCC Strategy provides a strategic framework for the future development, role and function of Berwick Village primarily from a land use and urban design perspective, the Parking Strategy focuses on the identification and future management of issues relating to car parking and furthering the objectives for car parking identified in the BVCC Strategy.

1.2 CONTEXT 1.2.1 Berwick Village The Berwick Village Commercial Centre (BVCC) is located along a section of the old Princes Highway, also known as High Street, within the Berwick Township. Berwick Village began as a stopping point on the road to the Gippsland goldfields and was central to the surrounding farming area, providing a focus for the community with its then fenced village green and the hotel, “Ye Berwick Inn”, which was initially licensed in 1857. The early settlers possibly reminded of the town’s English name sake, Berwick-upon-Tweed, planted exotic trees in the village green and along the main road. So, High Street, as it was known, with its shops, village green, leafy trees and hotel became the focus of the township. From this, the unique character of the BVCC evident today has evolved. This essential character sets the BVCC apart from other commercial centres in Melbourne’s south-east, creating a gentle charm, reminiscent of a more traditional English Village. The physical attributes of this area with the sloping hill, the central median with its mix of European and native trees, and tree-lined entrance, provide many of the contributory character elements of the BVCC. The interesting mix of shops, building types and low key signage also add significantly to its character. The BVCC has progressively developed from a traditional strip shopping centre that has served the surrounding community for over a century. The BVCC has benefited from very significant population growth over the past 25 years, which is forecast to continue rapidly up until at least 2021. With this growth has come an increased demand for goods and services, development of new retail and commercial buildings and a changing mix of commercial activities in the Village. BVCC is also linked to several other major precincts which collectively form the Berwick Activity Centre. While these precincts function independently at one level, they are also inter-dependent in terms of development implications relating to land use, accessibility and traffic. These precincts are the ‘Berwick Hospital’ area, comprising a range of health services focusing on the St. John of God Hospital Berwick in Gibb Street; the Enterprise Avenue industrial estate located south of the railway line, on the west side of Clyde Road; and the ‘knowledge precinct’ also south of the railway line along Clyde Road and Kangan Drive, including the Chisholm Institute of TAFE (Casey Campus), Monash University (Berwick Campus) and the new Casey Hospital.



1.2.2 The Commercial Centre Area The Berwick Village Commercial Centre (BVCC), as shown in Figure 1.1, straddles both sides of High Street. There are essentially three identifiable precincts within the commercial centre, being: • The southern precinct incorporating all properties fronting Gloucester Avenue through to the

proposed Wheeler Street extension; properties fronting Clyde Road north of Mansfield Street to the west; and, all properties fronting Langmore Lane to the south.

• The northern precinct defined by all properties fronting Wheeler Street to the east; Peel Street to the north and the drainage reserve to the west of Lyall Road.

• The car sales precinct located to the west of the main commercial centre, situated south of High Street and west of Clyde Road.

FIGURE 1.1: BERWICK VILLAGE COMMERCIAL CENTRE AREA

1.2.3 The Study Area The Parking Strategy ‘study area’ for the purpose of undertaking parking surveys and determining parking rates and profiles incorporates the northern and southern precincts of the BVCC area covering properties fronting Lyall Road north to Peel Street, all properties south of Peel Street, all properties fronting Wheeler Street and abutting the proposed ‘Wheeler Street extension’, all properties fronting Langmore Lane and properties fronting the eastern side of Clyde Road as shown in Figure 1.2. The western precinct focusing on the car sales area and including land fronting the west side of Clyde Road and High Street’s southern service road (west of Clyde Road), was not included in the ‘study area’, as current and future traffic volumes on High Street and Clyde Road are expected to continue to be a barrier to any integration between the car sales area and the main BVCC. However, in line with Council’s resolution of 17 May 2005, the car sales area is included as part of the Parking Strategy area and will be affected by some of its recommendations.



FIGURE 1.2: STUDY AREA

1.3 POLICY AND STATUTORY FRAMEWORK 1.3.1 Berwick Village Commercial Centre Planning Strategies The Berwick Village Commercial Centre Structure Plan was developed in 1987, adopted by the City of Berwick in 1990 and amended by the City of Casey in 1996. It was superceded by the Berwick Village Commercial Centre Strategy (BVCC Strategy) as planning policy on 5 March 2002 when the first version of the Berwick Village Commercial Centre Parking Strategy was also adopted by Council. The BVCC Strategy was then endorsed as the approved Development Plan under the Development Plan Overlay in the Casey Planning Scheme on 17 May 2005.



The BVCC Strategy (May 2005) identifies the preferred location for car parking in the BVCC and specifies the principal objectives for those car parking areas, as being:

• To ensure that car parks are located in proximity to the land uses which they serve, and be generally located on the edge of the Village Centre to enable consolidation of its retail uses;

• To consolidate and connect all car parking areas to improve efficiency, ease of use (ie. simplify driver search patterns) and increase visual permeability;

• To provide an adequate level of car parking in relation to the overall retail floor space;

• To improve the visual appearance of car parking areas; and,

• To maximise the use of car parking areas to accommodate large activities on a temporary or even regular basis.

1.3.2 Berwick Car Parking Policy The Berwick Car Parking Policy, was used as a reference document when considering development applications within the former City of Berwick. The policy identified parking rates for particular land uses, as well as design and construction standards. The City of Berwick had implemented Special Rate Schemes for the provision of parking in commercial centres at Autumn Place, Doveton; Berwick Village; Linden Place, Doveton; Llewellyn Place, Eumemmerring; Spring Square, Hallam and Webb Street, Narre Warren. The entitlements for each property deriving from these schemes were identified in the ‘Car Parking Policy’. The policy also stated that:

“Where an applicant is unable to provide upon the land the appropriate level of car parking, Council may, at its discretion, discharge such an obligation by requiring the applicant to pay Council cash in lieu of those spaces, at a rate fixed for such payment by Council.”

In line with the policy, cash-in-lieu contributions were collected over a number of years for developments and changes of land use with on-site car parking shortfalls within the BVCC. 1.3.3 Casey Planning Scheme Land within the BVCC generally falls into the Business 1 Zone (B1Z), Business 2 Zone (B2Z) or Business 4 Zone (B4Z) under the Casey Planning Scheme (refer Figure 1.3). These zones aim to encourage the development of business centres for retailing and other complementary commercial, entertainment and community uses (B1Z); the development of offices and associated commercial uses (B2Z); and, the development of a mix of bulky goods retailing and manufacturing industry and their associated business services (B4Z). The Business 1 Zone delineates the primary retail core from the secondary commercial area (Business 2 Zone). The Business 4 Zone applies to the car sales area south-west of Clyde Roa and High Street and the larger contiguous public car parking areas are generally in the Public Use Zone 6 (Local Government). The Casey Planning Scheme also provides statewide standard car parking rates for various specified land uses in Clause 52.06. The Responsible Authority may apply other car parking rates; identify off-site parking provision and any other requirements to those already provided as the standard through the incorporation of a Parking Precinct Plan into the Schedule to Clause 52.06-6 through a planning scheme amendment.



FIGURE 1.3: CASEY PLANNING SCHEME - ZONING MAP

Code Zone Code Zone

B1Z Business 1 Zone RDZ1 Road Zone 1 B2Z Business 2 Zone RDZ2 Road Zone 2 B4Z Business 4 Zone PUZ2 Public Use Zone - Education Purposes R1Z Residential 1 Zone PUZ6 Public Use Zone – Local Government Purposes PPRZ Public Park and Recreation Zone

1.3.4 Parking Precinct Plan A Parking Precinct Plan is a strategic plan relating to parking of cars and other vehicles within a defined area which is incorporated into the planning scheme and listed in the schedule to Clause 52.06-6. A Parking Precinct Plan must include the following information: • 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 carparking demand and supply in the precinct. • Any locational, financial, landscape or other actions or requirements necessary to implement

the parking precinct plan.

It may also set out different car parking rates to those set out in the scheme. It is intended that this Parking Strategy will provide the background, rationale and requirements for developing such a Parking Precinct Plan, varying the Casey Planning Scheme standard car parking rates for the principal land uses in the BVCC and providing the mechanism for addressing future car parking demand.

RDZ1



2.0 BACKGROUND

2.1 BERWICK VILLAGE COMMERCIAL CENTRE 2.1.1 Commercial Centre Catchment The primary catchment for the Berwick Village Commercial Centre is the suburb of Berwick, which currently (2006) has a population of approximately 34,700 people and will reach an estimated peak population of over 58,000 people in 20211. It is forecast that the population will increase by approximately 68.6% over the period 2006 to 2021. The township of Beaconsfield is also part of the BVCC’s primary catchment. Progressive development of Beaconsfield will also significantly expand the BVCC catchment population to the east. This catchment growth will create pressures and opportunities for an expansion of retail goods and services floorspace. The location of the BVCC on the Princes Highway and its proximity to the significant institutional attractors of Chisholm Institute, Monash University, Berwick and Casey Hospitals will allow the BVCC to continue to capture further trade. These facilities will expand significantly in the long term as their development plans are realized, also contributing to additional floorspace demand. However, as the BVCC is now also competing with the Eden Rise Shopping Centre and Berwick Springs commercial centre, both at the intersection of Greaves and O’Shea Roads with Clyde Road in Berwick; a significantly expanded Fountain Gate Shopping Centre at Narre Warren; and Beaconsfield Plaza in Beaconsfield, these will also influence its ultimate size and land use mix. 2.1.2 New Development and Changing Land Use Patterns The BVCC has experienced significant change over the past two decades, in particular, the development of both the North and South side supermarket complexes and more recently, a change in land use focus with the increasing popularity of the centre for dining out, resulting in a proliferation of restaurants and cafés along High Street, and also a growth in the number of medical and related services along Langmore Lane and Clyde Road. This change has also included progressive redevelopment of some sites and extensions to existing premises in the Village. While individual projects are generally only adding small amounts of floorspace to the BVCC total, their collective impact is more substantial. The change in use of existing premises is often resulting in more intensive parking generation, such as the conversion of retail space to restaurant usage, placing increasing demand on the existing parking supply.

1 City of Casey Final Forecast Estimated Resident Population by Age Cohort by Precinct (2006-2021) Calibrated to City Totals (Oct 2004), Ratio Consultants Pty Ltd



Sites within the BVCC that have recently been redeveloped or premises that have had a significant change of use include:

Property Use/Development Size

• 11 Gloucester Avenue Three offices 673m2

• 12 Gloucester Avenue Shop and upper storey office extension (under construction)

237m2

• 20-22 Gloucester Avenue Shop extension (Adams Lane frontage) 365m2 • 47 High Street Shop extension and office 260m2

• 56-58 High Street Shop extension and office 494m2

• 4 Langmore Lane New medical centre (under construction)

1129m2

• 10 Langmore Lane Medical centre and day spa 1123m2

• 18 Langmore Lane Offices 414m2

• 4-6 Wheeler Street Restaurant, medical centre and office development

995m2

Source: Casey’s Planning Permit Application and Building Approvals Registers

2.2 CAR PARKING Historically, car parking for the core of the BVCC has generally been provided in public parking areas funded through separate rate schemes or cash-in-lieu contributions. Parking for uses and developments around the periphery, in locations such as south of Langmore Lane and west of Clyde and Lyall Roads has been required to be satisfied on-site. 2.2.1 Separate Rate Schemes The former City of Berwick implemented a number of ‘Separate Rate Schemes’ (now called Special Rate and Charges) in the BVCC over the periods 1976-1980, 1980-1984 and 1984-1989, to provide access to the rear of the High Street properties and off-street carparking in the Village. The 1976-1980 Separate Rate scheme funded the construction of the lane way at the rear of the properties on the south side of High Street. The laneway was subsequently named Adams Lane. The former City of Berwick implemented the scheme to ensure the lane was built as a contiguous link along the rear of the properties providing access for parking and deliveries. Through the period 1980-1989 two Separate Rate schemes operated with the aim of purchasing land and constructing public parking. The initial parking scheme implemented from 1980-1984 was found to only generate sufficient funds to allow the purchase of some parcels of land for future parking provision. The scheme was extended for the second period to facilitate the balance of the land identified being purchased and constructed for parking. Under the operation of the Separate Rate Schemes, the properties contributing to the scheme were given an offsite parking credit in proportion to the size of the property and rate collected. The scheme was developed on the assumption that a total of 691 public car parking spaces would be provided in a combination of on-street and off-street locations throughout the BVCC. The properties contributing to the scheme, their respective parking entitlement and the proposed location of the 691 car parking spaces is shown in Figure 2.1.



2.2.2 Cash-in-lieu Contributions In conjunction with the Separate Rate Schemes, the respective Councils of the Cities of Berwick and Casey have allowed developments to provide for their parking generation through payment of ‘cash-in-lieu’ (CIL) toward the provision of land and construction of public parking spaces in the BVCC, to offset deficiencies in on-site parking provision. This arrangement has enabled appropriate development or redevelopment of a site while still ensuring adequate parking was provided within the BVCC. Due to the range of files and recording methods used in the past, coupled with changes in the cost and value of the levy (ie. from $1000 to $12,500 per car space), it is not appropriate to provide a summary of the exact income and expenditure raised in this manner. A review of planning records indicates permits issued and acted upon should have raised CIL contributions equivalent to approximately 211 car parking spaces. However, a review of planning and finance records indicates that Council has only received CIL for approximately 148 car spaces. The contributing properties are credited with these spaces, in addition to any entitlements under the Separate Rate Schemes. 2.2.3 Public Parking Provision While not all CIL requirements may have been honoured by developers in the past, it is apparent that the former City of Berwick and the City of Casey have been pro-active in developing public parking in the BVCC and have committed significant funds from the respective Council’s general rate revenue. Over the past 20 years more than 1290 ‘public’ car parking spaces have been provided in the BVCC funded from separate rates (691 spaces), cash-in-lieu payments (148 spaces) and general rate revenue (37 spaces), as well as being provided as part of larger commercial developments (415 spaces). The 1984-1989 Separate Rate scheme was varied in 1989 to facilitate the development of the Southside supermarket development. The Southside developer was required to enter into an agreement with Council to ensure the parking taken up by the supermarket building was replaced nearby and that all the parking on the supermarket’s land would be managed and available for use by the public. The development was required to contribute a further 158 car parking spaces to the supply on the south side of High Street. A similar arrangement occurred with the Northside supermarket complex (‘Berwick Marketplace’) in 1996-1997, where the developer was allowed to satisfy some of the development’s car parking requirements by constructing additional parking on the former Wilson Street Road Reserve and expanding the existing Northside public car park. This development contributed an additional 257 car parking spaces to the supply on the north side of High Street. Additional properties in the BVCC have been purchased by Council as they have become available in line with the Berwick Village Commercial Centre Strategy (December 1990) ‘Physical Framework Plan’ and in anticipation of satisfying future car parking requirements. Due to the desirability of purchasing and reserving land as it has became available, Council has been pro-active in land acquisition, so total expenditure on land purchased and carpark construction has exceeded income from the various separate rate schemes and CIL contributions. A summary of public land ownership and existing public parking locations is shown in Figure 2.2.



2.2.4 Adams Lane Adams Lane runs off Clyde Road, parallel with High Street, at the rear of the properties fronting the south side of High Street. It was constructed under the 1976-1980 Separate Rate Scheme (as outlined in Section 2.2.1). The lane shows on the titles of the High Street properties and its classification varies from ‘Road’ to ‘Carriageway Easement’. The lane provides an important access function to the High Street shops for parking and deliveries. It also provides access to the south side car park. Over time some properties in High Street have been developed with dual frontages to High Street and Adams Lane. A number of the properties provide pedestrian links between the two areas. Council is now taking steps to formalise the public road status of all of Adams Lane through declaration under the Road Management Act.



FIGURE 2.1: SEPARATE RATE SCHEME AREA AND ENTITLEMENTS



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3.0 EXISTING CONDITIONS AND FUTURE DEVELOPMENT

3.1 THE COMMERCIAL CENTRE 3.1.1 Existing Floorspace The Berwick Village Commercial Centre has a total retail floorspace2 of 46,362m2 (September 2005) comprising:

Land Use Floorspace % of Total

• Retail 13,093.7m2 28.2 • Peripheral sales 1,256.7m2 2.7 • Retail services 7,240.0m2 15.6 • Bars and restaurants 4,249.5m2 9.2 • Office 4,802.5m2 10.4 • Commercial/Industrial 6,670.0m2 14.4 • Medical 4,524.8m2 9.8 • Community services 1,854.5m2 4.0 • Other 1,553.3m2 3.4 • Vacant 1,116.9m2 2.4

Total: 39,691.9m2 100.0 The major attractors currently located in the BVCC include: • Safeway supermarket (Berwick Marketplace/Northside) approx. 2,530m2

• Ritchies supermarket (Southside) approx. 1,775m2

Council’s Activity Centres Strategy Part Two - Activity Centre Assessment (adopted May 2000) states that a vacancy rate of approximately 4% of total floorspace is a desirable level, as it allows for tenancy turnover and the effective operation of a viable centre overall. The current BVCC floorspace vacancy rate of 2.4% is well below this. Overall, the BVCC’s tenancies are tightly held. This is leading to continued development pressure for construction of new floorspace, as is evidenced by recent developments and a steady stream of planning permit applications. 3.1.2 Proposed Development Future expansion of the BVCC will definitely occur, given the growth of its catchment and increasing attractiveness of the centre as a dining destination. As identified in the BVCC Strategy potential expansion within the existing bounds of the commercially zoned area is possible through the extension outwards or upwards, or redevelopment of existing commercial properties particularly in High Street and Gloucester Avenue; development of currently commercially zoned but less intensively used land in Gloucester Avenue, Langmore Lane and Wheeler Street; and, additional opportunities for al fresco dining being created by the proposed Berwick Streetscape Works in High Street. In addition, the car sales area west of Clyde Road and the vacant land on the west side of Lyall road have significant redevelopment potential. 2 Land Use Survey – Activity Centres Database Work (Nov 2003), Strategic Development Dept.; updated Valuations Management System Database – Valuations Worksheets (Sept. 2005), Property, Rates & Valuations Dept.



Some of this future expansion is highly probable and can be identified and quantified in terms of floorspace, with planning approvals having already been issued, while other development potential is nominated and estimated only. Development proposals for the BVCC (either mooted by applications received over time, or with a current planning approval) include:

Property Proposal Size

• 3A Gloucester Avenue Office 180m2 • 7 Gloucester Avenue Office 240m2 • 62-66 High Street Retail redevelopment 152m2 • 8/82-86 High Street Shop (270m2) to Restaurant (change of use) 60 seats • 88 High Street Place of Assembly to Office (change of use) 710m2 • Richardson Grove Berwick Southside supermarket expansion 1,200m2

• Retail - Net additional floorspace: 1,082m2 • Office - Net additional floorspace: 1,130m2 • Restaurant - Additional seating: 60 seats

Note: The approvals for the previously mooted ‘Berwick-on-Lyall’ project at 1-17 Lyall Road comprising shops, two restaurants, offices and medical suites of approx. 10,315m2 total floorspace have lapsed, so are excluded. As well as this additional floorspace, Council’s Streetscape Works Program for the BVCC funded under a Special Rate and Charge, proposes to create al fresco seating terrace outstands along High Street. These terraces are part of the works scheduled for 2006/2007. Of the seventeen outstands to be constructed, six will be sited where there is existing alfresco seating. The remaining eleven outstands will potentially accommodate an estimated additional 170–190 seats. 3.1.3 Future Development While a sub-regional activity centre like the BVCC would normally have a discount department store, the practicality and potential viability of such a store in the centre will be assessed further in future reviews of the BVCC Strategy. A standard sized discount department store could be in the order of 8,000m2 and would generate significant parking demand within the context of the BVCC’s existing and short term future supply. However, in the short term there are a number of existing properties within the BVCC that could be further developed or extended at ground floor level for retail or retail-related purposes (eg. restaurant, retail service):

Property Zoning (July 2006) Estimated Additional

Floorspace at ground level (approx.)

• 10 Gloucester Avenue Business 1 Zone 60m2 • 17-27 High Street Business 1 Zone 500m2 • 29-31 High Street Business 1 Zone 150m2 • 33-35 High Street Business 1 Zone 400m2 • 43-45 High Street Business 1 Zone 360m2 • 65 High Street Business 1 Zone 90m2 • 71-75 High Street Business 1 Zone 900m2 • 77-79 High Street Business 1 Zone 300m2 • 80 High Street Business 1 Zone 190m2

Total: 2,950m2



This additional floorspace could easily double to nearly 5,900m2, if these ‘infill’ extensions are two storey, with any second storey most likely being utilised for office type purposes. In addition to this potential expansion, there are sites in the BVCC (not earmarked for future car parking) with a total area of approximately 6,635 m2 (excluding No’s. 1-17 Lyall Road site of 12,835 m2 and the car sales area), that are also suitable for redevelopment comprising the following generally, peripherally located properties:

Property Zoning (July 2006) Site Area (approx.)

Estimated Additional

Floorspace*

• 7A Gloucester Avenue** Business 2 Zone 700m2 800m2 • 9 Gloucester Avenue Business 2 Zone 1620m2 1800m2 • 14 Langmore Lane Business 2 Zone 1620m2 1800m2 • 8 Wheeler Street** Business 2 Zone 972m2 1100m2 • 10 Wheeler Street Business 2 Zone 864m2 1000m2 • 12 Wheeler Street Business 2 Zone 859m2 1000m2

Total: 6,635m2 7,500m2 * Assumes two storey development satisfying approximately 50% parking requirement on-site at-grade ** Site subject of a development proposal

It is estimated that the redevelopment of these sites could add approximately 7,500m2 of additional office/medical centre floorspace to the BVCC, if each site accommodates a two storey development and satisfies approximately half of its car parking requirement on-site at-grade. Further expansion of the commercial area is also possible on the west side of Clyde and Lyall Roads. The car sales precinct alone comprises some 4.34ha of land and the former Berwick-on-Lyall site west of Lyall Road has a site area of 1.28ha. Given the location of these sites, it is recommended that they be required to satisfy their parking requirements on-site, so the development potential of these sites has not been assessed.

3.2 CAR PARKING PROVISION 3.2.1 Existing Parking Supply As previously stated, the existing car parking supply in the BVCC comprises a combination of informal and formal spaces, on public or privately owned land which has been funded under special rate and charge schemes, through cash-in-lieu contributions, from general rate revenue, or provided by landowners/developers. In November 20043 there was capacity for parking 1393 cars within the BVCC Parking Strategy study area, in 1315 formally constructed spaces and with provision to accommodate up to 78 additional cars informally on vacant land, or undeveloped land around buildings owned by Council within the BVCC. The total supply of parking by location (refer Figure 3.1) is listed in Table 3.1. Several other parking areas were identified and surveyed, being Areas Y, LL, ZZ, the RSL site, VVOff1, VVOff2 and VVOff3, however these were excluded from further analysis on the basis that they were not in close proximity, or convenient to the principal commercial area (eg. Areas Y, LL), or were on private land and obviously allocated to the specific private land use/s on that land, such that they would not be publicly utilized. Area Q (which had informally accommodated up to 100 cars) was also excluded, as it was unavailable for parking, being fenced off to enable construction of 97 public parking spaces at the time the surveys were conducted. 3 Parking Demand Surveys, Berwick Village Shopping Centre, Friday 19 November and Saturday 20 November 2004 by CS Traffic Surveys (3 December 2004).



Two large privately-owned car parks were included in the car parking survey results, being:

• the privately-owned parking associated with the Berwick Southside Supermarket complex (Areas HH, II, and parts of JJ and KK) which is managed under agreement between the owner and Council – 158 spaces; and,

• the privately owned and controlled parking for the Northside supermarket complex ‘Berwick Marketplace’ (Areas P and R) – 257 spaces.

TABLE 3.1: EXISTING PARKING PROVISION

Location Areas* Constructed (Formal)

Unconstructed (Informal)

Total Spaces

• Central median S, T, U, V, W & X 133 - 133

• Northside A-M, O, P, Q & R 619 100 719

• Southside Z, AA-KK, MM-PP, RR & YY 444 78 522 • On-street (Langmore

Lane/Gloucester Ave) N, QQ, SS, TT, UU, VV, WW, AAA, BBB

119 - 119

Total: 1315 178 1493 * The survey areas are shown in Figure 3.1 Since the surveys were undertaken, Council has constructed the following parking areas:

• 97 car spaces on the former Maternal & Child Health Care Centre site on Wheeler Street between Wilson and Peel Streets (this area previously informally accommodated up to 100 cars) using cash-in-lieu contributions; and,

• 14 car spaces off Adams Lane at the rear of the properties on the corner of High Street and Clyde Road (an area that had been informally used by up to 24 cars).

These additions to the formal supply take the total ‘public’ parking supply in the BVCC to 1480 spaces, now comprising 1426 formally constructed spaces plus capacity to informally park 54 cars on vacant land. The current car parking supply in the BVCC is shown in Table 3.2.

TABLE 3.2: EXISTING PARKING SUPPLY

Funding Source No. of Spaces

Current Parking Supply

• Formal parking (surveyed areas) Landowners and Council 1315 • Informal parking (surveyed areas, less Areas Q and Z) Landowners and Council 54 • Northside - Area Q (formally constructed 2005) Landowners and Council 97 • Adams Lane - Area Z (formally constructed 2005) Landowners and Council 14

Total: 1,480

Current Parking Source

• Separate Rate Schemes Landowners and Council 691 • Cash-in-lieu payments Landowners 148 • Key development site provision

- Northside (257 spaces) Landowner - Southside (158 spaces) Landowner 415

• Other privately-owned ‘public’ parking contributions - Survey Areas J, M, AA & MM Landowners 189

• Public car parking (total supply minus total of all other funded spaces)

Council 37

Total: 1,480



3.2.2 Proposed Parking Provision The Land Use and Activity Framework Plan in the BVCC Strategy identifies two principal areas for car parking provision in the BVCC, being: • Northside – between Peel Street, Wheeler Street, Paternoster Lane and Lyall Road; and, • Southside – between Adams Lane, Gloucester Avenue, Langmore Lane and Clyde Road. The Northside car park is now completely constructed excluding some informal parking off Paternoster Lane at the rear of individual premises fronting the north side of High Street (these spaces are incorporated into the total for survey Area M). The only additional at-grade parking that can be provided for the BVCC now is in the area designated for the Southside car park between Richardson Grove and Langmore Lane west of Gloucester Avenue. All of the relevant properties along Gloucester Avenue and Langmore Lane designated for parking are now owned by Council, although to date only No’s. 9 and 13 have been constructed for car parking. The reconfiguration and construction of this car park (incorporating survey Areas JJ, KK, NN, OO, PP, VVOff2 and YY) can increase the parking capacity of the south side by 246 spaces. At the rate of development and land use change in the BVCC, these 246 spaces will only meet demand for a limited time. Therefore, other alternatives need to be found to address future parking provision. 3.2.3 Future Parking Provision As identified in the BVCC Strategy, future significant expansion of the BVCC is inevitable, given the forecast expansion of its catchment population and policies identified in Casey’s Activity Centres Strategy (May 2000) which encourage the strengthening of the BVCC. Although the BVCC Strategy currently recommends against the construction of decked parking for urban design reasons, the opportunity does exist for its development in the future and will need to be seriously considered. The BVCC Strategy specifically refers to the future need for any development on the Southside of High Street to satisfy its parking requirements through “innovative design solutions such as undercroft or roof top parking”, while the Northside carpark could technically be developed with a multi-decked structure, given the slope of the land which could accommodate a deck at the Wheeler Street level and a basement at a level closer to that of Blackburne Square. These will need to be investigated in any review of the BVCC Strategy in the future, with a consequential review of this Parking Strategy.



FIGURE 3.1: SURVEYED PARKING AREAS (NOV 2004)



4.0 CAR PARKING ISSUES

4.1 THE RESEARCH 4.1.1 Surveys, Consultation and Analysis In 1998 Council determined that a number of issues needed to be resolved in order to appropriately manage the further development of the BVCC, and in particular address the perceived lack of car parking and poor traffic circulation around the centre. A number of meetings and surveys involving stakeholders in the BVCC were conducted as part of the research process for the BVCC Strategy (May 2002). Separate forums were held with trader and community representatives in November 1999. A questionnaire was distributed to businesses in the BVCC with a section of the survey seeking traders’ views on parking supply, management and location and requesting information about where and for how long workers who drove to work parked in the BVCC. A survey of shoppers was also undertaken to identify their concerns. The work initially undertaken to gain an understanding of these issues included:

• Car Parking Demand Survey – September 1999 (Ratio Consultants) • Employee Parking Questionnaire (incorporating a proposed parking restriction plan for

comment) – September 1999 (Council) • Parking Precinct Plan Parking Rates and Profiles – August 2000 (GTA) • Car Parking Demand Survey – March 2001 (Council) • Private Bus Operator discussions More recent perspectives of the parking situation in the BVCC have been provided by:

• Car Parking Demand Survey – August and November 2003 (Council) • Car Parking Demand Survey – November 2004 (CS Traffic Surveys) • Parking Precinct Plan Parking Rates and Profiles – July 2006 (GTA) There have also been a number of other surveys carried out within the BVCC by different consultants in support of various development applications. As these have been more limited in their scope, they have not been drawn from to any great extent for this Strategy. An assessment of the Strengths, Weaknesses, Opportunities and Threats (SWOT) affecting the BVCC was also undertaken as part of the background work for the BVCC Strategy (March 2002) and is summarized in Appendix C. This analysis informed the vision and framework for the BVCC Strategy and its recommendations in relation to infrastructure, access and movement in turn influenced the key recommendations of this Strategy.

4.2 THE ISSUES The main issues to emerge from the research, surveys and consultation relating to parking provision and management and public transport in the BVCC were:

• The need for Council to develop a strategic plan for the provision of additional parking to meet the future expanding demand of the centre.



• The perception that daytime traders are in effect subsidising evening traders with parking provision. The conversion of retail premises with daytime peaks to restaurant uses with nighttime peaks (when there is a surplus of parking supply) has resulted in restaurants not being required to provide additional parking. There is concern that over time if the trend of these conversions continue, a point will be reached whereby the parking supply will be fully utilised and the issue of who provides additional parking will need to be addressed.

• Finding the right solution for addressing the high demand for on-street parking in High Street. Previous proposals had identified the potential for angle parking along the kerbside, although there are significant traffic implications involved with this approach.

• The fundamental problem of existing trader’s requirements and requests for changes to the parking restrictions potentially conflicting with other short and long-term demands. These requirements need to be dealt with within the context of a parking management plan, rather than in isolation.

• Accommodating appropriately sized and sited bus stops. 4.2.1 Public Parking Concerns The key issues raised in response to the trader and shopper surveys were:

Traders’ Issues • Lack of and need for all day parking for staff.

• Lack of longer term parking areas for customers visiting hair salons, etc..

• Need for more short term parking (ie. 15 and 30 minutes) on High Street.

• Need for a mix of parking restrictions at night.

• Need for regular enforcement of parking restrictions in High Street: - due to the perception that some traders and customers are parking there all day

breaching existing restrictions; and, - to enforce proposed restrictions of an evening.

• Restaurant trade is taking up parking in High Street to the detriment of service outlets which rely on high turnover.

• Suggest that angle parking be provided kerbside on High Street.

• Safety and security: - concern regarding the level of lighting and security in off-street carparks; and, - concern regarding safety and ease of use of pedestrian linkages.

• Request for signs identifying the location and number of off-street parking spaces to aide shoppers.

Shoppers’ Issues The main issues raised by the shoppers focused on concerns such as:

• traffic congestion, volume, speed etc.; and,

• pedestrian safety, particularly in relation to High Street. The shoppers did not appear to raise concerns regarding the availability of parking, other than with the mix of long term/short term restrictions which they believed needed review.



4.2.2 Public Transport Issues Public transport and charter service access to the BVCC needs to be encouraged as it provides alternative methods of transport for sections of the community without access to motor vehicles. Improved public transport accessibility also reduces the demand for parking spaces and traffic congestion in the area. The charter services also potentially increase commercial exposure for the BVCC through servicing the tourist trade, particularly in light of the completion of the Hallam Bypass and VicRoads’ plans to upgrade Clyde Road as a link route to South Gippsland. There are a number of bus services operating through the BVCC including route services and school bus services. Discussions were held with the principal public transport operator in the area, the Grenda Group, which includes both the Grenda’s and Cardinia Bus Services. The bus services obviously need to access the BVCC as close as possible to High Street. Unfortunately, as bus stops require extensive kerb lengths taking into account vehicle size and pull in/pull out area, buses have been experiencing ongoing operational problems in the BVCC with insufficient space for peak demand when a number of buses overlap. The west bound services need to have bus stops located so that buses can link to the Berwick Railway Station at the southern end of Gloucester Avenue and back through the BVCC. The bus stops in High Street are also used on a regular basis by charter coaches travelling through the area to Gippsland or South Gippsland. There are also continuing operational problems with motorists parking in the bus stops. The main issues needing to be addressed for bus operations in the BVCC are:

• East Bound Bus Stop (near Post Office) - The current bus stop is not long enough to service two buses and there is conflict between buses and cars parking to access the Post Office.

• West Bound Bus Stop (near Masonic Hall) - Due to the range of services there is a need for the stop to be extended to two bays if possible.

• West Bound Bus Stop (West of Gloucester Avenue) - Continuing problems are being experienced with cars parking in the bus stop to access the automatic teller machines at the bank. The stop services buses west bound along High Street and from the Railway Station.

4.3 THE FINDINGS 4.3.1 Employee Parking Patterns Based on the Employee Parking Questionaire (September 1999), it was estimated there were nearly 950 persons working in the BVCC on a typical day, although not all would drive to work or be at work at the one time. Typically 90% of employees drive to work, with the balance relying on a range of transport modes. The survey findings also revealed the following:

• 51% of trips parked on the North side of the BVCC;

• 37% of trips parked on the South side of the BVCC;

• 12% of trips parked on-street within the BVCC;

• 80% of trips parked in unrestricted areas;

• 11% of trips to the North side (off-street) parking area occurred in the short term areas; and,

• 1% of trips to the South side (off-street) parking area occurred in the short term areas.



These survey results tended to support general anecdotal feedback from employees regarding the difficulty of finding long term parking, particularly on the north side of the BVCC. 4.3.2 Car Park Demand Parking demand surveys were undertaken by CS Traffic Surveys on behalf of Council, over two consecutive days at half hourly intervals covering both lunchtime and evening peaks on:

• Friday 19 November 2004 from 9.00am - 9.00pm; and,

• Saturday 20 November 2004 from 9.00am - 2.00pm.

The findings of the parking demand surveys are presented in Appendix A. The surveys were undertaken during November which is representative of typical retail activity, but would not be the peak activity season for the BVCC. (Peak parking demand would be expected to occur closer to December and could be as much as 10-20% higher than the recorded demand). In total, the areas surveyed had a capacity for 1588 cars comprising 1349 formally constructed spaces and parking for a further 239 cars informally around buildings and on vacant land. The parking areas surveyed included those previously surveyed in 1999, 2001 and 2003, with the addition of six other areas (shown as VVOff1, VVOff2, VVOff3, RSL, AAA and BBB - refer Figure 3.1), although only areas AAA and BBB have been incorporated into the analysis. These other areas, as well as areas Y and ZZ, have been excluded from the analysis on the basis that their location (ie. not proximate to the main commercial core) and nature (ie. on private land associated with specific uses) would make them less likely to be used by the general public. The removal of these areas from the analysis reduces the capacity of the BVCC public parking areas to 1315 formal spaces and 178 informal spaces, or a total of 1493 spaces. At the time of undertaking the survey, area Q (which had an informal capacity for approximately 100 cars) was under construction, so was not available for informal public parking (as it had previously been). Accordingly, these spaces have been excluded from the supply side of the survey findings. Therefore, on the days of the survey, the total number of parking spaces available in the BVCC Parking Strategy was 1393, comprising 1315 formally constructed spaces and a capacity for parking 78 cars informally on vacant, Council-owned land. The utilization of these spaces during the surveyed periods are illustrated in Figure 4.1. In analysing the survey data, total parking demand has been assessed against total formal supply to provide a truer reflection of the need for the conversion of the land used for informal parking to properly constructed parking. The following conclusions were drawn from the survey results:

• Locational demand: - The demand for parking across the BVCC on Friday from 11.00am – 2.30pm exceeded

90% of the formal parking supply. - High Street: utilization exceeds 90% from 11.30am to 3.30pm. - Northside: utilization of formal parking spaces exceeds 85% from 12.00noon – 4.30pm. - Southside: utilization of formal parking spaces exceeds 90% from 11.00am – 2.30pm.

• Peak daytime demand: - Weekday demand was high from 11.00am through to 2.30pm (Friday) with the peak

utilization of 94.8% (1236 cars) of the formal parking supply occurring at 1.30pm.



- On Saturday the peak day demand occurred over a shorter period from 10.30am to 12.30pm, with the peak of 67.5% (887 cars) of the formal parking supply occurring at 10.30am.

• Peak evening demand: - Demand was predominantly generated by the restaurants, hotel, and take-away food

outlets. - On Friday peak demand of 64.5% (848 cars) occurred at 6.00pm and dropped off into the

evening. The above are average demand levels measured over the whole of the centre. It is commonly assumed parking supply is at capacity when demand reaches 80-90% of supply due to the difficulties motorists experience in finding the remaining available parking spaces, and general congestion that occurs while vehicles circulate searching for parking. The search for parking is made more difficult when parking supply is distributed across a number of locations, with differing time restrictions, as is the case in the BVCC. Analysis of the survey data for individual areas reveals that current parking supply would appear to be at capacity for extensive sections of the BVCC during the Friday daytime peak. The main sections of the Northside, Southside and High Street car parking areas are the most convenient for patrons, and consequently remained at well over 90% capacity for extended periods beyond the 3 hour daytime peak, particularly: • Northside car park (Areas A - H): exceeds 93% capacity from 10.00am to 5.00pm; • Southside car park (Areas JJ, KK, NN and OO): exceeds 90% capacity for 11.30am to 3.00pm;

and, • High Street car parking (Areas S - X): exceeds 90% capacity from 10.00am to 3.30pm.

FIGURE 4.1: UTILISATION OF PUBLIC PARKING AREAS (NOV 2004)

Berwick Village Commercial Centre Parking Demand Survey(November 2004)

0

250

500

750

1000

1250

1500

09:00 AM 10:00 AM 11:00 AM 12:00 PM 01:00 PM 02:00 PM 03:00 PM 04:00 PM 05:00 PM 06:00 PM 07:00 PM 08:00 PM 09:00 PM

Time

No.

of c

ars

park

ed

Friday 19 Nov 2004 Saturday 20 Nov 2004 Total Capacity



5.0 CAR PARKING REQUIREMENTS The Victoria Planning Provisions specify the car parking requirements for various types of land uses. They also enable Councils to vary the standard requirements to better reflect local parking needs and further other strategic planning objectives. For parking supply levels to continue to support activity in the BVCC, changes in use or intensity of development need to be assessed to ensure additional parking is provided where appropriate. Assessment of parking demand for specific land uses in a conglomerate centre such as the BVCC is quite difficult. The various parking trips can be dispersed across a number of parking locations and trip destinations. Parking supply is also dispersed across the centre and often in locations behind buildings that are difficult to survey.

5.1 PARKING RATES AND PROFILES MODEL GTA Consultants (GTA) were engaged by Council in August 2000 to determine the parking rates applicable for the dominant land uses in Berwick Village. They were again commissioned in April 2006 to review their recommendations in light of the changes that had occurred in the BVCC in the intervening period. The area analysed by GTA was the study area defined in Section 1.2.3, which excluded the areas west of Clyde and Lyall Roads due to their physical separation from the balance of the BVCC. The GTA 2006 ‘Berwick Village Parking Precinct Plan - Parking Rates and Profiles Report’ is provided as Appendix C. 5.1.1 Methodology The methodology employed by GTA to determine total parking demand for the BVCC area and each component of that demand, involved assigning peak parking rates and profiles to the dominant land use types in the precinct:

• Five offices and two restaurants were surveyed in the BVCC to determine indicative parking rates and parking profiles for these two land use types. Parking rates and profiles for less dominant land use types were determined from surveys at similar establishments at other locations in Metropolitan Melbourne.

• The parking demand and profile for retail uses was determined by equating the theoretical demand from all other uses with the observed parking demand. The parking associated with the dominant retail use was taken to be the difference between the observed demand and the theoretical demand for all other land use types, thereby in a sense calibrating the retail rate.

There are a number of assumptions and limitations in developing the parking demand model for the BVCC and specifically the retail rate, as detailed in the GTA report. Despite these limitations, it still provides a model with which the relative changes in land use can be assessed. 5.1.2 Application of the Model BVCC is made up of a number of different land uses, each with their own parking profile. Peak demand will vary for the uses dependant on time of day. Provided the various uses peak at different times of the day, there is a net sharing of parking supply to the benefit of the centre as a whole. If however, there is a change in activity and a shift or overlapping of demand, then the net parking supply can be reduced to a greater extent than the change in total floor area would have indicated.



The parking profile model allows overall activity and demand changes to be monitored in relation to total parking supply. Over time, the model can be further refined as parking survey data and land use floor areas are better defined. However, given the limitations in developing the parking profile model, it should be used as a strategic planning tool rather than for assessment of specific land use planning permit applications. Parking demand assessments for specific planning permit applications should still be determined based on relevant survey data relating to the specific use.

5.2 PARKING RATES AND PROFILES 5.2.1 Retail Parking The car parking rate for ‘Shop’ under the Victoria Planning Provisions and the Casey Planning Scheme is 8.0 car spaces to each 100m2 of leaseable floor area. Empirical evidence suggests that this rate is higher than the observed demand for retail uses. So for some time, Casey has accepted a reduced rate of 6.0 spaces/100m2 as being appropriate for ‘Shop’ uses. The model developed by GTA indicates a ‘Shop’ rate of 4.0 spaces/100m2 as being the average rate applicable across the combined operation of the centre as a whole. As previously identified the model is based on a number of assumptions tying together a range of parking generation rates and survey data. It is difficult to accurately measure the parking demand rates of retail centres such as the BVCC where there is a wide mix of land uses and parking locations spread across the centre. There has been evidence presented in support of a number of major shopping centre developments, such as Westfield’s Fountain Gate, that as a centre increases in size, the parking rate reduces due to a sharing of trip destinations and purposes. The most recent significant expansion of Fountain Gate to a retail base in the order of 65,000m2 was based on an approved parking rate of 5.0 spaces/100m2. This was a reduction from a previous approval of 5.89 spaces/100m2 and is obviously below the general rate often applied in Casey of 6.0 spaces/100m2. Fountain Gate is obviously much larger than the BVCC, has a range of discount department and supermarket uses, as well as specialty shops, and as such cannot be used for direct comparison with BVCC. In contrast, a survey undertaken in May 1999 by Turnbull Fenner P/L supporting expansion of the Terrace Shopping Centre in Endeavour Hills by a total floor area of 655m2 indicated the centre generated a peak parking rate of 6.3 spaces/100m2. However, this peak occurred in the evening and was probably influenced by the restaurant/take-away uses. At this stage it is recommended Council continue to apply a retail parking rate of 6.0 spaces/100m2 when considering planning applications for larger retail uses such as the supermarkets, while accepting a lower rate of 4.0 spaces/100m2 for the smaller specialty shops. 5.2.2 Restaurant Parking The car parking rate for ‘Restaurant’ under the Victoria Planning Provisions and the Casey Planning Scheme is 0.6 car spaces to each seat available to the public. A number of surveys have been undertaken of restaurant car parking generation in the BVCC in support of various planning permit applications over time. To supplement these, GTA carried out a survey of two restaurants in Berwick Village to further quantify car parking generation. The GTA surveys indicated that the car parking generation rates for:



• Lunchtime varied from 0.23 to 0.44 car spaces per seat with an average of 0.33 spaces per seat; and,

• Evening varied between 0.38 and 0.48 car spaces per seat with an average of 0.43 spaces per seat.

In each case neither restaurant was at capacity and the lunch trade was less than half the evening patronage. These survey findings also supported previous information supplied by various permit applicants indicating a variation between daytime and evening generation rates for restaurants. Seating in the surveyed restaurants was typically not fully utilised at lunchtime and there was a higher proportion of patronage from persons already in the BVCC who walked to the restaurants. As such a lower parking rate is recommended for daytime activity. In the evening, particularly given the lack of nighttime public transport in Casey, there is a corresponding higher reliance on driving to restaurants. Based on the above, the following car parking rates are recommended for ‘Restaurant’ uses: • Daytime - 0.30 car spaces per seat; and, • Evening - 0.45 car spaces per seat. 5.2.3 Hotel Parking The car parking rate for ‘Hotel’ under the Victoria Planning Provisions and the Casey Planning Scheme is 60 spaces/100m2 for bar areas and 30 spaces/100m2 for lounge areas. As with ‘Retail’ uses, empirical evidence suggests that this rate is higher than the observed demand for ‘Hotels’. GTA recommends the rate of 7 spaces/100m2 for ‘Hotel’ uses based on Andrew O’Brien and Associates Pty Ltd (1991) “Inner Municipalities Parking Study – Data Report”. 5.2.4 Office Parking The car parking rate for ‘Office’ under the Victoria Planning Provisions and the Casey Planning Scheme is 3.5 spaces to each 100m2 of net floor area. To determine the appropriate ‘Office’ rate for the BVCC, GTA surveyed five offices. These surveys revealed a wide variation of car parking generation rates dependant upon the individual office. The rates ranged from 2.0 spaces/100m2 to 5.9 spaces/100m2, with an average rate of 3.3 spaces/100m2. Given the small sample size and large variance in parking rates amongst those premises surveyed, retention of the current planning scheme ‘Office’ rate of 3.5 spaces/100m2 is considered appropriate. 5.2.5 Medical Centre Parking The statutory parking rate for ‘Medical Centre’ under the Victoria Planning Provisions and the Casey Planning Scheme is 5 spaces/practitioner. While the initial Parking Strategy recommended no change to the standard statutory rate, GTA has reviewed the requirement and now recommends that the ‘Office’ rate of 3.5 spaces/100 m2 be adopted on the basis that Office use exhibits some similar characteristics to a Medical Centre use and fits well with the observed precinct parking demand. 5.2.6 Peripheral Sales Parking There is no specific statutory parking rate for Peripheral Sales in the Victoria Planning Provisions or the Casey Planning Scheme. However, GTA recommends a rate of 1.5 spaces/100m2, be applied based on the results of surveys of similar uses in other locations.



6.0 THE PARKING STRATEGY The 2002 Parking Strategy identified a number of actions for Council to implement to address the future provision and management of parking in the BVCC. Since the adoption of that version of the Strategy, Council has implemented some of the specified actions and there have been significant changes to the existing conditions within the BVCC, as evidenced by the current floorspace and land use mix and car parking demand and supply figures outlined in Sections 3.0 and 4.0. In light of these, the following sections outline the recommended actions for parking provision and management in the BVCC which collectively form the revised Parking Strategy for the BVCC.

6.1 CAR PARKING REQUIREMENTS The existing car parking requirements for changes of use, or new development in the BVCC are those specified in Clause 52.06 of the Victoria Planning Provisions and the Casey Planning Scheme. The GTA ‘Parking Rates and Profiles Report’, concludes that these rates are not always appropriate in the BVCC and recommends the adoption of some different rates. 6.1.1 Berwick Village Commercial Centre Car Parking Rates Parking generation rates need to be continually reviewed to ensure they reflect current activity for any particular area. Casey has different transport patterns to inner metropolitan locations due in part to the limited and at times non-existent public transport opportunities. People living in Casey are reliant on the private motor vehicle for transport to a far greater extent than inner suburban dwellers and consequently, parking generation rates particularly for night time activities tend to be higher. Table 6.1 summarises the car parking rates recommended by GTA for the dominant land uses in the BVCC as outlined in Section 5.2. While it is recommended that most of these be adopted as the car parking rates for the specified uses in the BVCC and be given statutory effect by amending Clause 52.06 of the Casey Planning Scheme, it is not proposed that a different rate be adopted for the use of a Restaurant during the evening, or that the Office rate be applied to Medical Centre uses.

TABLE 6.1: GTA RECOMMENDED PARKING GENERATION RATES

Land Use Proposed BVCC Reduced Rate

Retail/Shop: • Large supermarket, discount department store etc. 6.0 spaces/100m2 LFA • Small specialty outlets 4.0 spaces/100m2 LFA

Peripheral Sales 1.5 spaces/100m2 LFA

Restaurant: • Daytime 0.30 spaces/seat • Evening 0.45 spaces/seat

Hotel 7 spaces/100m2 LFA

Office 3.5 spaces/100m2 NFA

Medical Centre 3.5 spaces/100m2 NFA



On the basis that there is still spare parking capacity in the evening within the BVCC, it is recommended that the car parking requirement for Restaurant uses during the evening remain the same as during the day until such time as the evening parking capacity approaches saturation. In relation to Medical Centres, it is considered that a minor variation of the existing rate would better reflect the generation requirements for this use, following analysis of the floorspace, number of practitioners and operation of existing facilities within the general Berwick area. This analysis revealed that the application of an ‘Office’ car parking generation rate would have provided insufficient car parking for the Medical Centres accommodating 1 to 3 practitioners, which were often smaller in size (ie. had less floorspace per practitioner) compared to the larger centres which often incorporate larger waiting areas and staff amenities yielding more floorspace per practitioner. Consequently, it is recommended that Medical Centres be required to provide 5 spaces for the first practitioner and 4 spaces per additional practitioner thereafter, which has been informally and successfully accepted as the car parking rate for a number of such premises within Casey. Therefore, the proposed parking generation rates are as shown in Table 6.2. Other uses will need to be assessed on an individual basis.

TABLE 6.2: EXISTING AND PROPOSED PARKING GENERATION RATES

Land Use VPP/Casey Planning Scheme Car Parking Rate

Proposed BVCC Reduced Rate

Retail/Shop: • Large supermarket, discount

department store etc. 8.0 spaces/100m2 LFA 6.0 spaces/100m2 LFA

• Small specialty outlets 8.0 spaces/100m2 LFA 4.0 spaces/100m2 LFA

Peripheral Sales 1.5 spaces/100m2 LFA 1.5 spaces/100m2 LFA

Restaurant: 0.6 spaces/seat 0.30 spaces/seat

Hotel 60 spaces/100m2 LFA (bar)+ 30 spaces/100m2 LFA (lounge) 7 spaces/100m2 LFA

Office 3.5 spaces/100m2 NFA 3.5 spaces/100m2 NFA

Medical Centre 5 spaces/practitioner 5 spaces/practitioner for the first practitioner, plus 4

spaces/practitioner for each additional practitioner

Currently, as daytime parking demand in the BVCC is approaching capacity, any change in use that generates additional parking demand should be required to provide the corresponding parking required by application of the recommended rates. Of an evening there is clearly a reserve of existing public parking available to service additional night time activity, unless a significant change in land use occurs, so car parking provision is less critical. Overall development in the BVCC and parking demand patterns should be monitored utilising the demand model developed by GTA, coupled with annual parking surveys. This will allow the balance between night and day uses to be monitored, and adjustments made should night time activity shift to the point where additional night time uses would need to provide new parking facilities or be limited in floor area.



6.2 CAR PARKING PROVISION For the BVCC to continue to operate with minimal adverse impact on the surrounding residential area, new developments should be required to provide adequate parking to service their parking demand, preferably within the bounds of the relevant development site. Where this is not possible, or where there is a shortfall of provision, the car parking requirement should be satisfied off-site. However, as previously identified the opportunity to continue to provide additional parking in aggregated ‘at-grade’ public parking areas, is limited. 6.2.1 Potential Car Parking Demand As the BVCC Strategy encourages High Street properties to maximise their development potential and provide dual frontages to High Street and the rear laneways, (ie. Paternoster and Adams Lanes), these properties would need to provide additional parking in alternative off-site locations. Further demand for off-site parking could also be generated by extension of the Southside Supermarket, both through spaces lost as a result of any expansion, and the need to provide extra spaces to meet the demand generated by the additional floorspace. This should not prevent the supermarket from extending, but any development proposal would need to address its impact on BVCC parking and consider design options, such as undercroft or roof top parking with appropriate pedestrian access, to satisfy its parking requirement. Conversely, expansion or redevelopment of peripheral commercial sites around the BVCC, such as land east of Wheeler Street and Gloucester Avenue; south of Langmore Lane; and west of Lyall and Clyde Roads should have capacity to provide on-site parking. Applying the revised car parking rates (as outlined in Sections 5.2 and 6.1) to the potential additional floor space in the BVCC as identified earlier in Section 3.1 would generate the theoretical car parking demand shown in Table 6.2. As shown in Table 6.3, to fully cater for a potential additional 15,612m2 of retail and office floorspace, plus 250 restaurant or café seats, more than 665 additional car spaces would have to be provided within the BVCC.

TABLE 6.3: POTENTIAL ADDITIONAL CAR PARKING DEMAND REQUIREMENT

Potential Land Use BVCC Strategy Car Parking Rate

Estimated Additional Floorspace/ Seating

BVCC Parking Requirement

(spaces)

Retail/Shop

• Supermarket expansion 6.0 spaces/100m2 LFA 1200m2 72.0 • Small specialty outlets* 4.0 spaces/100m2 LFA 2832m2 113.3

Restaurant** 0.30 spaces/seat 250 seats 75.0

Office/Medical Centre***

• Business 1 Zone* 3.5 spaces/100m2 NFA 2950m2 103.3 • Business 2 Zone 3.5 spaces/100m2 NFA 8630m2 302.1

Total: 15,612m2/250 seats 665.6 * Assumes two storey expansion of Business 1 Zone properties: ground floor retail and upper floor office ** Assumes 190 additional al fresco seats from Berwick Streetscape Works *** Applying the Office car parking rate only



If the peripheral, Business 2 Zone sites with a total land area of 6635m2 (and estimated floorspace potential of 7,500m2), only develop to the extent that they can contain all their parking on-site, the estimated additional car parking requirement for the balance of the BVCC development, would reduce to between 374 spaces. While some of this parking demand may still be able to be accommodated on site (which will depend on the size of the parcel of land, the scale of development and type of use proposed), the majority will need to be provided off-site. Therefore, developments in other sections of the BVCC should be encouraged to maximise on-site parking, rather than utilising the reserve of future public parking spaces. This is particularly applicable to properties on the periphery, such as those on the south side of Langmore Lane, the east sides of Gloucester Avenue and Wheeler Street and the west side of Lyall and Clyde Roads. The parking demand situation throughout the BVCC should also be regularly monitored by undertaking annual parking demand surveys. 6.2.2 Preferred Car Park Location An assessment of the BVCC’s capacity to accommodate additional off-site parking has been undertaken, and while the opportunity does exist for the development of decked parking, the BVCC Strategy currently recommends against this for urban design reasons. The provision of off-site parking can be achieved by either the developer constructing spaces on a separate parcel of land and securing its ongoing use for parking by an agreement (ie. such as a Section 173 Agreement), or handing it over to Council for future management; or, by it being provided in an aggregated public parking area to be managed by Council. The latter option maximises parking opportunities and the joint use of spaces, so is a more efficient use of the parking resource than can be achieved for small individual parking areas. The previous Parking Strategy identified five potential at-grade locations for the provision of additional off-site car parking in the BVCC. Only one of these, being the site of the former Maternal and Child Health Care Centre on the south-western corner of Wheeler and Peel Streets through to Wilson Street, has since been constructed. This car park now provides 97 additional spaces, although it had previously been informally used for parking between 60 and 100 cars. The remaining four potential car park opportunities in the BVCC are (refer Figure 6.1):

Northside Car Park (Wilson Street) This area has been developed for at-grade public car parking for some time. The existing car park (including the parking at the rear of the Berwick Inn and the new Wheeler Street car park) provides a total of 716 parking spaces. There have been many discussions over the years regarding the potential of erecting a multi-decked parking structure in this location. Technically, this is feasible as the slope of the land would allow a deck to be constructed at the Wheeler Street level and a basement at a level closer to Blackburne Square. The provision of a decked carpark in this location would also be a considerably expensive option, as the existing parking supply would effectively be demolished and rebuilt on a different level. Decked structures also pose difficulties for supermarket shopping, requiring either substantial pedestrian ramps, lifts or travelators. However, as previously indicated this option is not currently supported in the BVCC Strategy, so, a detailed assessment of this option has not been undertaken as part of this report.



Southside Car Park (Richardson Grove) Council now owns all the properties south of Richardson Grove, north of Langmore Lane and west of Gloucester Avenue that the BVCC Strategy identifies as being required for car parking. Formal car parking has been constructed on some of the land (survey Areas JJ, KK, NN and OO – 138 spaces), however much of it is currently vacant land used informally for parking purposes. A design has been prepared showing the potential development of the area as an at-grade public carpark with a net increase of 246 car spaces (refer Figure 6.2). The parking potential indicated is the maximum possible in an at-grade configuration and would be significantly reduced if further development was to occur on any of the identified land. So, while the BVCC Strategy has indicated some benefits in extending the active building frontage on the west side of Gloucester Avenue, between Richardson Grove and Langmore Lane, this would have significant implications on future public parking supply, and at this stage would not be in the best interests of the BVCC. Council has also recently formalised the car parking area off Adams Lane at the rear of the shops at the corner of Clyde Road and High Street (survey Area Z). This area now formally provides parking for 14 cars. Completion of the construction of the south side car park would take the total parking supply for the Southside car park from Clyde Road through to Gloucester Avenue (Areas AA to KK, MM to PP, RR, YY, Z and VVOff2) to 778 spaces. Wheeler Street Extension (Rear of Gloucester Avenue) Council-owned land at the rear of properties on the east side of Gloucester Avenue will potentially have a frontage to the Wheeler Street extension. While there is the potential for some of the Council-owned land, surplus to road needs and not required for community facilities, to be developed for parking, an initial assessment indicates the location will have a number of drawbacks limiting its potential. Much of the land is quite steep which will limit carpark design layouts and require expensive civil works to resolve. The rear portions of the privately-owned properties on the east side of Gloucester Avenue will also potentially have a frontage to the Wheeler Street extension, which could also be utilised for public parking, however it is unlikely that this land would become available, as one parcel has already been, and the other parcels are likely to be redeveloped by the private landowners. In addition, the location of this land would present Council with potential public safety risks, as it would be considered remote by both employees and shoppers, and hence would be among the least desirable parking in the BVCC. Lyall Road This large vacant site of nearly 12,800m2 is occasionally used for overflow parking by the adjoining funeral parlour, but otherwise remains unused. The site has been the subject of various planning approvals over a number of years. While there are no current planning permits for the site, previous permits would have facilitated developments comprising a range of uses, including restaurants, a motel, offices and medical centres. A substantial carpark would also be required to service the demands of any development on the site.



Alternately, public parking could be constructed on this site, however it would be costly to acquire and develop; would require a sensitive design solution given its proximity to residential properties; and, pedestrian access across Lyall Road would need to be improved in line with the proposed works identified in the BVCC Strategy. Detailed assessment of the potential parking capacity of this site has not been undertaken given that it is not in public ownership and is identified for mixed use purposes under the BVCC Strategy. However, it is recommended that its future use be reconsidered as part of any review of the BVCC Strategy.

Therefore, in the short term and under the constraints of the current BVCC Strategy, the only additional off-site parking that can and should be provided to support additional development or more intensive land uses is that proposed between Richardson Grove and Langmore Lane, west of Gloucester Avenue. Clearly, the opportunity for development to continue to occur based on the provision of parking in public areas, rather than on-site, is limited by the availability of land. 6.2.3 Preferred Car Parking Provision As outlined in Sections 2.2 and 3.2 of this Strategy, a majority of the public parking in the BVCC has been provided through separate rates, cash-in-lieu payments and general rate revenue. These measures have been employed to address car parking shortfalls that have either arisen over time (eg. the early separate rate schemes and funding from general rate revenue), or where car parking requirements have not been able to be met on site (eg. cash-in-lieu payments). The potential to supply additional public parking in the BVCC is limited to the construction of the Southside car park which will only provide 246 spaces, plus an extra 2 spaces as a result of the BVCC Streetscape Works Program in High Street (refer Table 6.4). However, proposed duplication works in Lyall Road due to commence in November 2006 will also impact upon parking, reducing the capacity of the existing kerbside parking area (survey Area I) by 10 spaces to 8 spaces. This additional 238 spaces falls significantly short of the potential 665 spaces that could ultimately be required to support essentially ‘infill’ development within the BVCC.

TABLE 6.4: POTENTIAL PUBLIC CAR PARKING SUPPLY

Potential Parking Provision Source No. of Spaces

• Southside Car Park - reconfiguration of Areas JJ, KK, NN, OO, PP, YY, VVOff2 and No’s. 3-7 Langmore Lane

Cash-in-lieu 246

• Berwick Streetscape Works - redesign of High Street and Central median parking

Special Rate & Charge 2

• Lyall Road duplication works Council CWP less 10

Total: 238 Even if the peripheral, Business 2 Zone sites, with a total land area of 6635m2 (and estimated floorspace potential of 7,500m2), only develop to the extent that they can contain all their parking on-site, the estimated additional parking requirement for the balance of the BVCC, reduced to between 374 and 412 spaces, will still well exceed the potential additional supply that Council can provide. Therefore, it is recommended that all properties outside the core retail areas, being properties within the Business 2 and Business 4 Zones, be required to satisfy their parking requirements on site, and those within the core retail area, being those within the Business 1 Zone be able to satisfy their additional car parking requirements off-site in the proposed additional Southside public parking area.



To ensure that this limited supply of public parking is equitably provided and constructed, it is recommended that developers be required to make a cash-in-lieu payment to Council towards the provision of the 246 spaces ‘at-grade’ on Council-owned land. An appropriate cash-in-lieu contribution needs to incorporate construction, site preparation and land costs. While the land required for this car park has previously been assembled by Council (funded from general rate revenue), it is considered reasonable that cash-in-lieu contributions reimburse Council for its purchase. As the land has been purchased by Council as discrete parcels and over a number of years, several methods were examined to determine a land cost component. Recent market transactions within the BVCC were considered inappropriate as there is an ‘artificial market’ in the centre, due to the usually high demand for a limited supply of properties; the scarcity of properties being offered in the open market, with purchasers prepared to pay high prices, simply to own property in the Village; and consequentially, sale prices not necessarily equating to a true ‘market value’. On this basis, current market price was disregarded due to the high land cost it would yield. Conversely, the application of site value would yield an artificially low land cost. So, the preferred valuation method adopted was the capitalisation approach. This methodology assesses the market rent for a car space and capitalises it at an appropriate market yield. While Council is unaware of any parking rentals within the BVCC, rental evidence gathered as part of Casey’s General Valuation process in 2006 suggests an appropriate rental of $60 per calendar month or $720 per annum. Applying capitalization rates in the BVCC to this figure equates to a market value of $13,650 per car space. The construction cost component has been derived from the actual costs incurred in 2004 for the development of the Wheeler Street car park on the corner of Wheeler, Wilson and Peel Streets. Therefore, the cost of providing and constructing one car parking space in the BVCC (July 2006) has been estimated at $16,935 (refer Table 6.5).

TABLE 6.5: TYPICAL CAR PARKING COST

At-Grade Cost/space

• Land cost $13,650

• Site clearance $1,200

• Construction of all weather sealed pavement, lighting and landscaping $2,085

Total per space: $16,935 These costs should be reviewed quarterly to ensure their currency. It is recommended that the land cost component be reviewed in line with the Consumer Price Index, Melbourne, and the site clearance and construction cost, in line with the Building Price Index, Melbourne, in Rawlinsons Australian Construction Handbook.



FIGURE 6.1: FUTURE PARKING SUPPLY OPTIONS

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FIGURE 6.2: POTENTIAL SOUTHSIDE CAR PARK LAYOUT



6.3 CAR PARKING MANAGEMENT Overall the BVCC car parks have been constructed with a range of access points that successfully distribute traffic movements and minimise congestion at any particular location. However, access to both Lyall and Clyde Roads is affected by the high traffic volumes and capacity constraints on these roads and some internal circulation improvements could be addressed. 6.3.1 Car Park Access Both the BVCC Strategy and Parking Strategy (March 2002) recommended a number of traffic management proposals to improve accessibility around the centre. Several of these recommendations have been implemented, however a number remain outstanding and should still be pursued. The recommendations, as illustrated in Figure 6.3, are: Northside Car Park • Reopen Wilson Street – Completed

The reopening of Wilson Street with a one way eastbound connection was recommended to improve the attraction of the Blackburne Square and Berwick Market Place carparks by providing a link to the larger Wilson Street carpark and an alternative egress point. By keeping the connection low key and a single lane has also minimised traffic impacts on the pedestrian amenity of the area.

• Paternoster Lane - Completed It was recommended that Paternoster Lane remain two-way to maximise access to the abutting carparks and maintain delivery opportunities. Council has implemented traffic management measures (eg. speed humps and pedestrian crossings) in the lane to ensure low speeds and pedestrian links are safe.

• Paternoster Lane/Wheeler Street Intersection It is still recommended that the Paternoster Lane/Wheeler Street intersection be modified to improve the intersection definition and sightlines for vehicles exiting the Lane. This could be achieved by providing kerb outstands on Wheeler Street to bring the intersection control out to the line of the on-street parking.

High Street Central Median • Central Median Entry and Exit Points – Scheduled for action under the Berwick Village

Streetscape Works Program The entry to and exit from the central median parking area to the east of Gloucester Avenue needs to be modified:

- the westbound exit prior to Gloucester Avenue is too tight and vehicles are often mounting the kerb; and,

- the eastbound exit onto the roundabout has operational problems associated with the High Street traffic not recognising the roundabout control.

This intersection will be modified as part of the Berwick Village Streetscape Works to achieve greater speed control of the High Street traffic and better recognition of the roundabout.



FIGURE 6.3: CAR PARK ACCESS MANAGEMENT

IMPROVE PEDESTRIAN SEPARATION FROM TRAFFIC

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Southside Car Park • Adams Lane

The intersection of Adams Lane with Clyde Road experiences ongoing operational problems due to the volume of traffic in Clyde Road and its proximity to the High Street intersection. It is still recommended that a new entry be provided mid-block between Adams and Langmore Lanes.

• Clyde Road The local vehicle connection between the Southside carpark and the Clyde Road restaurant and medical centre has become a defacto main entrance to the Southside carpark for customers and deliveries. The carpark layout is not suitable for large trucks and the one lane connection causes confusion over right-of-way. A second connection is also provided in the same location across the rear of the office development fronting Clyde Road. A low order connection between the carparks is considered desirable, but not one that encourages continuation of the current traffic patterns. It is recommended that the connection in the south-west corner of the Southside carpark be closed, with the other connection continuing to allow interaction between the carparks.

• Richardson Grove

The intersection of the lane to the east of the Southside supermarket complex with Richardson Grove experiences operational problems due to the limited sightlines caused by the proximity of the buildings each side of the lane and the poor pedestrian links provided. The realignment of Richardson Grove should be considered with any redevelopment of the carpark in this area to improve both issues.

• Langmore Lane

Langmore Lane is not used as a main access point to the Southside carpark by vehicles coming from the west (Clyde Road). This may well be one reason why vehicles use the Clyde Road restaurant/medical centre access. The proposed traffic signal control identified in the BVCC Strategy would improve the attractiveness of this access point. However, in the interim it is recommended that additional signage be erected to identify that access is available to the carpark via Langmore Lane.

6.3.2 Parking Restrictions The Parking Strategy (March 2002) provided the following observations and recommendations in relation to parking restrictions/management in the BVCC: • While the overall parking supply met demand, some redistribution of the parking zones was

required to service the varying parking demands. • High Street car parking (which was experiencing a consistent demand throughout the day and

evening) be managed to ensure the highest turnover to service existing businesses, such as take-away-food and convenience shops (ie. milk bar), video shop, etc., which were being affected by the increasing parking demand from restaurant patrons.



There was also anecdotal evidence that traders themselves were parking for extended periods in High Street, also denying customers access to the most convenient spaces.

• There was a lack of loading zone facilities in High Street and considerable kerbside frontage

was taken up by bus bays. The parking restriction plan adopted under the Parking Strategy (2002) was developed with the view to providing a balance of parking each side of High Street, and locating short term (customer) parking in close proximity to the main pedestrian access points. The parking restriction plan adopted was implemented by Council, but has since been ‘fine-tuned’, in response to observations on its operational effectiveness by Council Officers and the BVCC Chamber of Commerce. However, most of the assumptions and principles upon which the initial plan was based still remain relevant and should be observed, particularly:

• Kerbside parking in High Street is in demand through to the late evening and should have restrictions operating until 9.00pm.

• Short-term kerbside parking zones of 15 minutes should be provided within each street block of High Street and should operate 7 days a week.

• The balance of High Street kerbside parking should be ‘1 Hour’ from 9.00am – 9.00pm, Monday to Saturday, to ensure parking turnover for all businesses.

• High Street Central Median parking (west of Gloucester Avenue) should be ‘1 Hour’ from 9.00am – 5.00pm, Monday to Saturday, to cover the normal retail peak. The median can then be utilised by restaurant patrons of an evening.

• High demand off-street parking areas, ie. Blackburne Square, and parking areas close to the North and South side supermarket entries, should be ‘2 Hour’ from 9.00am-5.00pm, Monday to Saturday.

• The remaining off-street parking areas around the periphery of the BVCC should be unrestricted for employees or those on longer shopping/business trips.

• The provision of loading zones on High Street would result in the loss of public parking opportunities. Most premises along High Street have rear access to the laneways and deliveries should be directed in this way. Shops without rear access need to take advantage of the 15 minute parking zones for deliveries.

• Bus zones provide access for public transport users to the BVCC. These zones should continue to be located centrally to service the whole BVCC.

The parking restrictions currently in operation in the BVCC are those shown on the Parking Management Layout Plan adopted by Council in July 2003 (refer Figure 6.4). These restrictions will again need to be revised following implementation of the Berwick Village Streetscape Works.



FIGURE 6.4: CAR PARKING RESTRICTION MANAGEMENT (JULY 2003)



6.4 PUBLIC TRANSPORT While there is no easy solution to improving bus operations in the BVCC, since the adoption of this Strategy in 2002, Council has undertaken further consultation work with both the BVCC traders and bus operators to try to resolve the previously identified concerns with the bus stops. As a result the following changes are recommended and will be implemented as part of the Berwick Village Streetscape Works: 6.4.1 Bus Stops • East Bound Bus Stop (near Post Office) - Scheduled for action under the Berwick Village

Streetscape Works Program The existing bus stop is not long enough to service two buses and experiences problems with cars parking to access the Post Office. While relocating the bus stop to in front of the Berwick Inn was initially dismissed on the basis that car spaces would be lost and there may be conflict with the operation of the Hotel, these issues have now been resolved. Consequently, the bus stop will be relocated westwards in front of the Berwick Inn as part of the Berwick Village Streetscape Works. West Bound Bus Stop (near Masonic Hall) – Completed Due to the range of buses serving the BVCC the need was identified for this bus stop to be extended to two bays if possible. To accommodate this, the 2002 Parking Strategy recommended the relocation of the stop east of the Masonic Hall driveway and converting the driveway adjacent to the Hall an ‘entry only’ due to sightline issues, as well as providing a bus shelter for weather protection. These works have been completed and school buses have been directed to this stop to relieve pressure on the ANZ Bank stop. West Bound Bus Stop (West of Gloucester Avenue) - Completed This stop services buses west bound along High Street and coming from the Railway Station. It has experienced continuing problems with cars parking in the stop due to its proximity to an automatic teller machine. At the time of preparing the 2002 Parking Strategy, the Department of Infrastructure requested extension of this bus stop by two car spaces to allow storage for two buses, as well as improving accessibility for left turning buses out of Gloucester Avenue. This bus stop has since been altered and two 15 minute parking spaces have been provided on the west side of the stop to encourage parking turnover. Highly visible pavement markings have also been installed to reinforce the location of the stop, and school bus stops and bus time-stops have been directed back to the eastern stop near the Masonic Hall to relieve pressure on this stop. Gloucester Avenue Bus Stop The potential for relocating the High Street bus stops into Gloucester Avenue was investigated, but, due to the narrow width of Gloucester Avenue this option was considered undesirable. The nearest point along Gloucester Avenue that could be modified to accommodate the buses is on the west side of Gloucester Avenue between Langmore Lane and Richardson Grove. However, this was considered too remote from High Street, particularly from the other westbound stop at the eastern end of High Street.



6.5 IMPLEMENTATION Since the adoption of the Parking Strategy in 2002, many of the actions identified have been implemented. Table 6.6 lists the actions for implementation identified by the Parking Strategy, and provides an indication of status and/or completion of the item.

TABLE 6.6: ACTION SUMMARY

Issue Action/s Status

Current VPP car parking rates are not reflective of localised demand.

Adopt revised car parking rates for nominated uses within the BVCC.

To be implemented

Prepare Parking Precinct Plan to amend car parking rates and incorporate in Casey Planning Scheme.

To be implemented

Changes in land use increasing parking demand.

Where parking can not be provided on-site, require cash-in-lieu contributions to facilitate provision of additional public parking spaces.

To be implemented

Prepare Parking Precinct Plan to enable cash-in-lieu contribution and incorporate in Casey Planning Scheme.

To be implemented

Limited capacity of sites to satisfy car parking requirements on site.

Allow car parking to be satisfied off site within centralized public parking areas for land within the core Business 1 Zone (excluding land west of Lyall Road)

To be implemented

Require car parking to be satisfied on-site for land within the Business 2 and Business 4 Zones and Business 1 Zone west of Lyall Road

To be implemented

Car parking supply approaching capacity.

Construct balance of Southside car park funded by cash-in-lieu contributions.

To be implemented

Construct proposed public carpark in Area Q as funds become available.

Completed

Monitor car parking demand within the BVCC by conducting annual surveys.

To be implemented

Blackburne Square/Berwick Market Place carparks limited in capacity and difficult to egress to Lyall Road.

Open one-way eastbound connection between Blackburne Square and Wilson Street for small vehicle access only.

Completed

Install traffic signal controls along Lyall Road in accordance with recommendations of BVCC Strategy to improve opportunity for gaps in Lyall Road traffic stream.

Outstanding - required

Paternoster Lane experiencing high vehicle volumes not conducive to pedestrians.

Complete installation of pedestrian crossings and speed management devices.

Completed

Refer above connection between Blackburne Square & Wilson Street.

Completed

Paternoster Lane/Wheeler Street intersection poor sightlines.

Install kerb outstands at entry to provide better definition of intersection control and allow the vehicle exiting lane to move further out into Wheeler Street into view past parked vehicles.

Outstanding – required



Issue Action/s Status

High Street Centre Median Area ‘U’ has difficult egress.

Modify the exit points and the layout of High Street/Wheeler Street roundabout to improve recognition of roundabout control.

To be completed under BVCC

Streetscape Works 2006/2007

Southside carpark entries difficult to locate.

Provide traffic signals at Langmore Lane/Clyde Road intersection in accordance with BVCC Strategy (requires duplication of Clyde Road).

To be implemented

Clyde Road egress difficult. Provide new entry/exit to carpark from Clyde Road on north side of No. 9 Clyde Road.

To be reviewed in conjunction with the

proposed Clyde Road widening

Operation of one lane access between medical centre carpark and Southside carpark causes confusion and is being used by large delivery vehicles.

Close the one lane access and revert area to parking spaces. Retain minor access between carparks via rear of No. 9 Clyde Road.

To be reviewed in conjunction with the

proposed Clyde Road widening

Off street carpark locations not clearly identified from main road approaches.

Install large advisory “P” signs with indicative number of spaces to encourage visitors to park in offstreet areas.

Outstanding - required

Remove any Council owned buildings in Southside area that may be in poor condition to open up sightlines to the carpark from Langmore Lane or Gloucester Avenue.

Completed

Current parking restrictions not reflecting activity levels within BVCC.

Implement revised restrictions as required to respond to changing conditions

Initial 2002 Parking Strategy

recommendations completed –

subject to ongoing review

Bus stops in High Street in conflict with highest demand short term parking locations.

Install 15 minute and ‘1 Hour’ parking restrictions in High Street.

Completed

Relocate the bus stop in survey Area X to the eastern end with associated modifications to the roundabout.

To be completed under BVCC

Streetscape Works 2006/2007



APPENDICES



Appendix A: Parking Demand Survey Conducted by: CS Traffic Surveys Friday, 19 November 2004 from 9.00am to 9.00pm.

Num

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f Veh

icle

s Par

ked

by S

urve

y A

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Tim

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art

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GH

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KL

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XZ

AA

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09:0

0 A

M29

322

1111

2913

122

91

3745

20

2543

511

814

163

1641

2620

2511

9

09:3

0 A

M29

3227

1824

3027

273

142

4250

60

2650

1012

2620

203

1845

2621

2514

18

10:0

0 A

M29

3232

3233

3131

324

224

5258

100

2858

1414

3128

223

2048

2621

2418

21

10:3

0 A

M34

3132

2831

3232

324

216

6058

92

3277

1511

3131

183

2048

2621

2420

20

11:0

0 A

M37

3033

3134

3032

324

199

6160

130

2572

1412

3531

165

1945

1920

2517

17

11:3

0 A

M34

3134

3132

3132

325

2710

6359

132

2865

1415

4032

186

1950

2121

2416

19

12:0

0 PM

3531

3431

3331

3232

630

1660

5914

230

6615

1540

3220

618

4524

2225

1820

12:3

0 PM

3531

3431

3331

3232

733

2153

5714

231

6815

1541

3222

617

4226

2325

2120

01:0

0 PM

3531

3430

3331

3232

1235

2260

6013

631

6911

1442

3019

519

5226

2525

2421

01:3

0 PM

3631

3431

3331

3232

1733

2459

7415

735

6515

1544

3219

421

4424

2425

2423

02:0

0 PM

3531

3431

3331

3232

1134

2264

6513

1229

6514

1344

3219

319

4728

2725

2423

02:3

0 PM

3531

3431

3331

3232

1034

2260

6414

1127

7015

1442

3219

320

4026

2424

2020

03:0

0 PM

3631

3432

3431

3232

934

2358

6014

826

7117

1441

3218

321

3826

2223

1713

03:3

0 PM

3531

2832

3231

3227

831

1755

6414

531

5915

1342

3218

118

3927

2324

1713

04:0

0 PM

3630

3331

3329

3231

933

2355

5914

827

6613

1440

3218

119

3625

2424

208

04:3

0 PM

3131

3230

3430

3130

836

2350

599

830

6915

1438

3216

315

3823

1923

1112

05:0

0 PM

3430

3232

3229

3127

1136

2552

559

726

5814

1323

2815

320

3122

2518

109

05:3

0 PM

3124

2327

2724

2625

930

1948

4010

826

4911

813

2917

514

2316

1812

95

06:0

0 PM

3021

2620

2315

1525

831

2245

468

826

2913

1113

2916

218

1613

69

21

06:3

0 PM

2813

1619

1717

612

1434

2333

385

519

3814

1414

3119

316

1916

66

02

07:0

0 PM

2712

1819

1514

612

1538

2430

455

425

3016

1334

3217

417

2521

127

02

07:3

0 PM

2620

2223

228

912

1636

2435

539

418

3317

1541

3217

418

2528

136

23

08:0

0 PM

2631

3026

2616

1316

1837

2438

4811

418

2917

1845

3223

617

2625

96

21

08:3

0 PM

2331

3330

2612

1820

1838

2448

388

516

1719

1640

3218

619

2025

105

31

09:0

0 PM

2429

3223

2016

1720

1738

2444

428

310

1617

1736

3216

618

1919

83

41

Cap

acity

3732

3432

3432

3232

1838

**24

6878

**15

1229

**87

1715

4132

226

24*

5229

2724

2526

* C

ounc

il es

timat

e of

cap

acity

of i

nfor

mal

par

king

are

a**

Sm

all c

ompo

nent

of i

nfor

mal

par

king



Appendix A: Parking Demand Survey cont’d. Conducted by: CS Traffic Surveys Friday, 19 November 2004 from 9.00am to 9.00pm.

Num

ber o

f Veh

icle

s Par

ked

by S

urve

y A

rea

Tota

l Par

king

All

Are

as

Tim

eSt

art

GG

HH

IIJJ

KK

MM

NN

OO

PPQ

QR

RSS

TTU

UV

VW

WYY

AA

AB

BB

Tota

l For

mal

Pa

rkin

g%

For

mal

Su

pply

Tota

l In

form

al

Park

ing

Tota

l V

ehic

les

Park

ed%

For

mal

Su

pply

09:0

0 A

M20

368

3516

2021

2029

46

129

50

232

06

712

54.1

%77

789

60.0

%

09:3

0 A

M19

408

3518

2021

2030

56

108

68

532

07

883

67.1

%80

963

73.2

%

10:0

0 A

M19

459

3421

1822

2030

56

54

611

730

07

997

75.8

%80

1077

81.9

%

10:3

0 A

M20

4310

3323

1821

2030

56

58

59

1325

06

1034

78.6

%75

1109

84.3

%

11:0

0 A

M19

4415

4423

2019

1932

46

118

612

1730

06

1051

79.9

%81

1132

86.1

%

11:3

0 A

M19

4315

5428

1921

2232

46

810

618

1629

08

1102

83.8

%80

1182

89.9

%

12:0

0 PM

1945

1658

2616

2121

325

612

106

1613

280

811

2285

.3%

7812

0091

.3%

12:3

0 PM

1946

1660

2513

2121

327

612

126

77

260

811

1985

.1%

7511

9490

.8%

01:0

0 PM

1847

1656

248

2123

306

79

85

55

280

711

2585

.6%

7712

0291

.4%

01:3

0 PM

2053

1660

2913

1919

317

610

77

73

290

811

6688

.7%

8112

4794

.8%

02:0

0 PM

2054

1558

2417

2220

316

612

56

94

290

611

5788

.0%

7912

3694

.0%

02:3

0 PM

2050

1650

2019

1920

317

612

66

83

290

611

1885

.0%

8011

9891

.1%

03:0

0 PM

1845

1745

1520

1519

317

612

76

71

290

610

7581

.7%

8111

5687

.9%

03:3

0 PM

1642

1546

2314

1520

286

510

65

114

270

810

4279

.2%

7311

1584

.8%

04:0

0 PM

1946

1444

1510

1417

287

57

76

68

270

610

3578

.7%

7411

0984

.3%

04:3

0 PM

1832

830

149

1318

267

512

103

24

240

597

574

.1%

6510

4079

.1%

05:0

0 PM

1519

639

137

815

225

611

54

43

150

590

268

.6%

5795

972

.9%

05:3

0 PM

1115

438

115

59

156

26

49

14

110

374

556

.7%

4078

559

.7%

06:0

0 PM

77

629

38

43

73

17

26

11

40

261

947

.1%

2964

849

.3%

06:3

0 PM

43

516

38

24

32

28

52

01

30

354

941

.7%

2257

143

.4%

07:0

0 PM

31

1324

56

21

11

05

62

01

00

559

745

.4%

1861

546

.8%

07:3

0 PM

40

1421

25

01

01

012

83

01

00

464

949

.4%

1866

750

.7%

08:0

0 PM

32

1819

25

00

04

112

86

01

20

470

653

.7%

1972

555

.1%

08:3

0 PM

13

1817

07

00

05

211

96

01

60

568

552

.1%

2571

054

.0%

09:0

0 PM

12

1114

17

00

05

210

84

01

70

563

248

.1%

2565

750

.0%

Cap

acity

2054

2060

3321

2520

20*

78

1210

627

2734

*5

1013

1578

*13

93*

Cou

ncil

estim

ate

of c

apac

ity o

f inf

orm

al p

arki

ng a

rea

** S

mal

l com

pone

nt o

f inf

orm

al p

arki

ng



Appendix A: Parking Demand Survey cont’d. Conducted by: CS Traffic Surveys Saturday, 20 November 2004 from 9.00am to 2.00pm.

Num

ber o

f Veh

icle

s Par

ked

by S

urve

y A

rea

Tim

eSt

art

AB

CD

EF

GH

IJ

KL

MN

OP

RS

TU

VW

XZ

AA

BB

CC

DD

EEFF

09:0

0 A

M20

238

1510

165

100

68

2631

35

2520

108

716

173

1132

273

41

2

09:3

0 A

M29

3118

2217

3011

111

98

4837

54

2846

1511

3131

195

1342

266

56

7

10:0

0 A

M34

3122

2721

2712

131

1512

4337

55

2854

1611

2832

206

1443

2512

613

9

10:3

0 A

M33

3228

2532

2822

143

2213

6138

75

2865

1010

2830

194

1641

2511

1212

13

11:0

0 A

M29

3025

3029

2720

122

2313

4946

57

3060

1310

3631

184

1535

2917

914

14

11:3

0 A

M33

3233

3127

3227

194

3213

5847

98

3452

158

3232

134

1539

2713

1016

9

12:0

0 PM

3330

3227

3031

2831

534

1648

4312

636

4814

1123

3115

414

4426

95

105

12:3

0 PM

3229

2830

3431

3227

436

1847

437

532

4415

1031

3116

212

4028

54

199

01:0

0 PM

2931

2926

2829

2820

833

2047

416

628

4613

1327

2917

414

3529

65

115

01:3

0 PM

2924

2424

2425

2112

1133

1738

406

329

4414

818

3020

416

3629

55

124

02:0

0 PM

2622

1926

2324

2013

1534

1838

333

528

4013

1519

2911

515

4027

44

132

Cap

acity

3732

3432

3432

3232

1838

**24

6878

**15

1229

**87

1715

4132

226

24*

5229

2724

2526

* C

ounc

il es

timat

e of

cap

acity

of i

nfor

mal

par

king

are

a

** S

mal

l com

pone

nt o

f inf

orm

al p

arki

ng

Num

ber o

f Veh

icle

s Par

ked

by S

urve

y A

rea

Tota

l Par

king

All

Surv

ey A

reas

Tim

eSt

art

GG

HH

IIJJ

KK

MM

NN

OO

PPQ

QR

RSS

TTU

UV

VW

WYY

AA

AB

BB

Tota

l Fo

rmal

Pa

rkin

g

%

Form

al

Supp

ly

Tota

l In

form

al

Park

ing

Tota

l V

ehic

les

Park

ed%

For

mal

Su

pply

09:0

0 A

M14

143

195

54

31

06

128

50

019

05

464

35.3

%31

495

37.6

%

09:3

0 A

M13

192

229

24

31

76

129

60

025

06

679

51.6

%39

718

54.6

%

10:0

0 A

M16

180

3016

57

58

77

118

60

023

08

752

57.2

%45

797

60.6

%

10:3

0 A

M16

331

3714

58

612

66

149

60

020

07

839

63.8

%48

887

67.5

%

11:0

0 A

M19

202

398

45

611

66

78

61

222

07

813

61.8

%48

861

65.5

%

11:3

0 A

M16

250

2912

49

76

46

86

30

223

07

847

64.4

%44

891

67.8

%

12:0

0 PM

1030

031

94

67

84

49

66

02

200

782

262

.5%

4286

465

.7%

12:3

0 PM

1326

239

162

76

47

47

96

02

250

684

164

.0%

4188

267

.1%

01:0

0 PM

1524

132

81

36

55

49

64

02

220

677

558

.9%

4181

662

.1%

01:3

0 PM

1219

128

70

26

58

46

64

02

160

670

053

.2%

3773

756

.0%

02:0

0 PM

917

128

70

34

44

43

45

00

130

666

450

.5%

3269

652

.9%

Cap

acity

2054

2060

3321

2520

20*

78

1210

627

2734

*5

1013

1578

*13

93

* C

ounc

il es

timat

e of

cap

acity

of i

nfor

mal

par

king

are

a

** S

mal

l com

pone

nt o

f inf

orm

al p

arki

ng



Appendix B: SWOT Analysis Summary

Strength Weakness

• Parking is currently at a level to support existing activity.

• Council has purchased land and worked toward a parking strategy of balancing off-street parking demand/supply on each side of High Street.

• Land is available to increase the parking supply in the centre.

• Poor pedestrian links across High Street.

• Poor pedestrian links between High Street and the rear parking areas, particularly at night.

• Poor links due to vertical grades between supermarket carparking and shop entry.

• Poor lighting in rear carparks.

• High traffic volumes in High Street and Lyall Road.

• Poor circulation from Blackburne Square to other parking areas.

• Mix of all-day and customer parking not meeting traders’ needs.

• Mix of uses of an evening have differing parking demands which is causing problems for uses requiring high turn-over.

• Of an evening High Street parking is taken up by restaurants and the rear parking areas are less attractive locations for customers.

Opportunity Threat

• The change in uses is creating a dynamic centre across a broad spread of hours.

• Potential redevelopment of Southside Supermarket could allow improvement to pedestrian links in carpark.

• Introduction of one-way link from Blackburne Square to Wilson Street would improve circulation.

• Additional parking can be achieved through a formal cash-in-lieu scheme.

• Changes in uses of properties with a frontage to Paternoster Lane or Adams Lane could facilitate improved pedestrian links and parking facilities in these areas.

• Commercial development in surrounding areas will impact on BVCC catchment, particularly in relation to retail activity.

• Redevelopment of existing buildings without the provision of appropriate parking will ultimately reduce the total parking stock.

• Restaurant uses are currently able to develop without providing additional parking due to the available parking. If restaurants become dominant then nighttime parking may well become in short supply.



Appendix C: Berwick Village Parking Precinct Plan Parking Rates and Profiles



Appendix C: Parking Rates and Profiles cont’d.



Appendix D: Car Parking Inventory

Funding Source (existing or proposed)

No. of Spaces

Current Parking Supply

• Formal parking (surveyed areas) Landowner and Council 1315• Informal parking (surveyed areas, less Areas Q and Z) Landowner and Council 54• Northside - Area Q (formally constructed 2005) Landowner and Council 97• Adams Lane - Area Z (formally constructed 2005) Landowner and Council 14

Total: 1,480

Current Parking Source

• Separate Rate Scheme Landowner and Council 691• Cash-in-lieu payments Landowner 148• Key development site provision

- Northside (257 spaces) Landowner - Southside (158 spaces) Landowner 415

• Other privately-owned ‘public’ parking contributions - Survey Areas J, M, AA & MM Landowner 189

• Public car parking (total supply minus total of all other funded spaces)

Council 37

Total: 1,480

Potential Parking Provision

• Southside Car Park reconfiguration – Areas JJ, KK, NN, OO, PP, YY, VVOff and No’s. 3-7 Langmore Lane

Cash-in-lieu 246

• Berwick Streetscape Works – redesign of High Street and Central median parking

Special Rate & Charge 2

• Lyall Road duplication works Council CWP Less 10 Total: 238 G:\Organisational Strategy Projects\Policy Documents\Council adopted\Berwick Village Commercial Centre Parking Strategy (Version 1.2).doc

Berwick Village Commercial Centre...• Small specialty outlets 4.0 spaces/100m2 LFA Peripheral...

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