Project: Canning City Centre Regeneration Strategy

Project: Canning City Centre Regeneration Strategy Movement Strategy Reference: 224906 Prepared for: City of Canning Revision: 2 22 July 2013

Contents 1. Introduction 3 1.1 Project Background 3 1.2 Context 3 1.3 Study Area 3 2. Status Quo 5 2.1 Mode Accessibility 5 2.1.1 Mode Share 5 2.2 Transport Network 6 2.2.1 Hierarchy & Function 6 2.2.2 Public Transport 7 2.2.3 Pedestrians 8 2.2.4 Cyclists 8 2.3 Traffic Volumes 8 2.4 Parking 9 3. Transport Strategy 10 3.1 Mode Accessibility 10 3.1.1 Mode Share 11 3.2 Transport Network 11 3.2.1 Hierarchy & Function 11 3.2.2 Public Transport 12 3.2.3 Pedestrians & Cyclists 14 3.3 Traffic Volumes 15 3.4 Parking 16 3.4.1 Car Parking 16 3.4.2 Bicycle Parking 23 3.4.3 Motorcycle Parking 24 3.5 Travel Planning & Management 24 4. Design Guidelines 25 4.1 Road Typologies 25 4.1.1 Typical Cross Sections 26 4.2 Intersections 29 4.2.1 Albany Highway / Wharf Street Intersection 30 4.2.2 Albany Highway / Cecil Avenue Intersection 32 4.2.3 Albany Highway / Liege Street Intersection 34 Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 1

4.2.4 Cecil Avenue / Lake Street Intersection 36 4.2.5 Cecil Avenue / Sevenoaks Street 38 5. Conclusion 40 6. Summary of Standards & Guidelines 41 List of Figures Figure 1-1: Study Area... 4 Figure 1-2: Locality Map... 4 Figure 2-1: Current Assumed Mode Share... 6 Figure 2-2: Existing Road Hierarchy... 7 Figure 2-3: Existing Traffic Volumes... 9 Figure 3-1: Road Priorities... 10 Figure 3-2: Mode Share Target... 11 Figure 3-3: Proposed Road Hierarchy... 12 Figure 3-4: Public Transport... 13 Figure 3-5: Sample of Perth Bicycle Network Signs... 14 Figure 3-6: Estimated Future Traffic Volumes... 15 Figure 3-7: Indicative Shared Parking Locations... 21 Figure 4-1: Road Typologies... 25 Figure 4-2: Main Street Cross-Section... 26 Figure 4-3: Major Traffic Corridor Cross-Section... 27 Figure 4-4: Traffic Bypass Route Cross-Section... 27 Figure 4-5: Local Access Route Cross-Section (with angled parking)... 28 Figure 4-6: Local Access Route Cross-Section... 28 List of Tables Table 3-1: NSW RTA Parking Rates... 16 Table 3-2: City of Canning Parking Rates... 17 Table 3-3: State Parking Rates... 17 Table 3-4: Base Parking Rates Used... 18 Table 3-5: Recommended Maximum Parking Rates... 19 Table 3-6: Parking Required in the Medium Term... 20 Table 3-7: Long Term Parking Requirements... 20 Table 3-8: Parking Provision... 22 Table 3-9: ACT Bicycle Parking Rates... 23 Table 3-10: Summary of Bicycle Parking Required per Land Use... 23 Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 2

1. Introduction 1.1 Project Background Aurecon was appointed by the City of Canning to address the transport network within the Canning City Centre as the Movement Strategy of the larger Canning City Centre Regeneration Strategy. The project was undertaken by a multidisciplinary team of consultants. 1.2 Context The Canning City Centre is currently overburdened by general traffic and its associated congestion. The prevalence of large roads such as Albany Highway along with a lack of alternative access options have created an environment built to the scale of the car. The main areas of activity, the Carousel Shopping Centre, the Cannington Train Station, and the bulky goods stores along Albany Highway are spread across a large area and displaced from each other. The land uses in the area have till now not been complimentary in nature, each mostly attracting their own individual trips rather than sharing trips or allowing trip chaining from one use to another. The City Centre of Canning has been identified as a Strategic Activity Centre within the Perth Metropolitan area and the Perth 2031 Public Transport Plan has called for a bus rapid transit (BRT) line to be developed from Curtin University to the Canning City Centre. The City of Canning has responded to the Perth 2031 Public Transport Plan and requested that a light rail service instead of a BRT service be considered. As part of this request for consideration the City of Canning have committed itself to providing demand for such a light rail service by redeveloping the Canning City Centre as a vibrant mixed use precinct that will promote sustainable transport. This movement strategy will have as its aim to allow a structure plan that will achieve just that, significantly increased sustainable transport for the area. 1.3 Study Area The general study area is shown in Figure 1-1. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 3

Figure 1-1: Study Area This area is located to the south-east of the Perth CBD within the greater Perth metropolitan area as shown in Figure 1-2. Figure 1-2: Locality Map Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 4

2. Status Quo 2.1 Mode Accessibility The Canning City Centre enjoys a high level of access by various modes of transport. Private car access is very good due to the proximity of Albany Highway and Sevenoaks Street, both major through movement routes. Bus access is also good with 19 services passing through or terminating within the City Centre, at a high frequency of roughly a bus a minute during peak times, and on average every 5 minutes throughout week days. On weekends services are slightly less frequent at 10 to 15 minute headways. Rail access via the Armadale line is fairly good with the Cannington Station located within the City Centre precinct, and both Beckenham and Queens Park Stations directly adjacent. Train services along this line tend to be reliable and frequent, especially in the busier peak times. In terms of the prescribed 400m catchment for bus stations and 800m catchment for train stations, the Canning City Centre has a 70% public transport coverage. Cycling access is limited compared to car and public transport access. There are Perth Bicycle Network (PBN) routes allocated along the Armadale Railway line and Cecil Avenue, and paths along the Albany Highway, Wharf Street, Grose Avenue and Liege Street. Connectivity to the south-west across the river and north-east across the railway line is poor, with only a few crossing locations. Pedestrian access is the poorest of all modes of transport, predominantly due to an inhospitable pedestrian environment. While there are footpaths and shared paths throughout most of the Canning City Centre, the activity areas are sparsely placed within a sprawling residential and large format retail environment. This makes walking distances excessive with rudimentary access points areas of activity, mainly through parking lots. Overall it has been found that while car access is excellent and public transport access is fairly good cycling and walking access is very limited compared to the level of access provided to cars. This significant mode imbalance currently experienced in Canning City Centre will be a significant barrier to the general movement system, and will require significant initiatives to change. 2.1.1 Mode Share It is not known what the current modal share is for accessing the Canning City Centre, however from ACCESS index work done by AECOM it can be seen that from the roughly 600,000 people with good access to the City Centre only about 60,000 to 70,000 (10-12%) have good access by public transport and less than 10,000 (2%) have good access by bicycle. Less than 200 people (<0.1%) have good access by means of walking to the Canning City Centre, which is very low by any standard. It should be noted that currently the main attractor within the Canning City Centre is the Carousel Shopping Centre; all other activities are negligible in comparison. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 5

Figure 2-1: Current Assumed Mode Share Current Assumed Mode Share 2% 0% 10% 88% Car Public Transport Cycling Walking 2.2 Transport Network The main thoroughfares directly applicable to the Canning City Centre include Albany Highway to the south of the City Centre, which is a main link between the Perth CBD and the south-eastern side of the metropolitan area. Albany Highway carries vehicle volumes in excess of 60,000 vehicles per day. The other main thoroughfare is Sevenoaks Street, which runs parallel to Albany Highway but to the north of the City Centre. Sevenoaks Street abuts the Armadale railway line, but is of a lower order than Albany Highway. While north-west / south-east movement is made easy by the Albany Highway and Sevenoaks Street, the north-east / south-west movement is fairly difficult due to limited river crossings to the south-west and limited railway line crossings to the north-east. This has effectively resulted in no real north-west / south-east thoroughfare in the direct vicinity of the Canning City Centre. The main route through the City Centre, which follows a north-east / south-west alignment between the Albany Highway and Sevenoaks Street is Cecil Avenue, which effectively is also the main street of the City Centre. Cecil Avenue is to a lesser extent supported by parallel streets including Wharf Street to the north-west and Liege/Grose Street and Station Street to the south-east. 2.2.1 Hierarchy & Function In terms of hierarchy and function, Albany Highway is the highest order road (Primary Distributor) fulfilling mainly a mobility function. Sevenoaks Street (north of Cecil Avenue), Cecil Avenue, Wharf Street and Guthrie/Gerard Street are Distributor B roads fulfilling both a strategic access and mobility functions while still providing access to abutting properties. Station Street, Liege/Grose Street, Sevenoaks Street (south of Cecil Avenue), Carden Drive, Pattie Street, Carousel Road, Grey Street and Bickley Road are of a lower order (Local Distributor) and accordingly fulfil mainly an access function. Refer to Figure 2-2 for the road hierarchies as assigned by Main Roads WA. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 6

Figure 2-2: Existing Road Hierarchy 2.2.2 Public Transport The Canning City Centre is serviced by the Armadale Railway line which links the south-east of the Perth metropolitan area with the Perth CBD. The main activity centres on the line includes Armadale, Cannington, Perth and to a lesser extent Burswood. The City Centre is further served by multiple bus routes linking it to: Armadale Midland Murdoch Bull Creek Huntingdale Gosnells Parkwood Thornlie Booragoon Maddington Perth In general the public transport services within the Canning City Centre operate at a combined high frequency of 60 services per hour during the weekday peak periods, reduced to 49 services per hour during the weekday off-peak period and 28 services per hour on a Saturday. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 7

Whilst bus frequencies and patronage figures are quite good, frequencies and patronage drops considerably on weekends. This drop in services is equally reflected in the weekend patronage. 2.2.3 Pedestrians Pedestrian movement in the Canning City Centre is the poorest of all modes across the City Centre. The pedestrian environment is not at all inviting and attractive, and walking distances are excessive. Pedestrian movement is limited due to lacking desire lines and poor amenity. Currently the infrastructure available consists mostly of shared paths and footpaths, many of which are not to the currently prescribed standard for pedestrian and cycling facilities, especially where these facilities are shared. Pedestrian paths should be provided as per the standard given in Austroads Guide to Road Design Part 6a, stipulating that paths which are shared with cyclist must be at least 3m wide and signed appropriately, while pedestrian only paths should be 2.4m wide in a city centre context. 2.2.4 Cyclists Cycling is currently not an attractive transport mode in the Canning area, primarily due to poor connectivity to surrounding residential areas most notably north-east of the railway line and south-west of the river and the general width of Albany Highway and long traffic signal cycle times, which provide priority to traffic along Albany Highway. The car dominated environment with limited dedicated cycling infrastructure and facilities also significantly decreases the attractiveness of the mode. The cycling network consists mainly of the PBN route running along the railway line, the shared path hugging the river and the shared path along Albany Highway. The limited local connectivity to this network makes it mainly appropriate for use by longer distance commuter cyclists that pass through the area. 2.3 Traffic Volumes The private car access and mobility in the area in and around the Canning City Centre is of a high standard. In fact it is so easy to drive in and around the City Centre that it is threatening the future vibrancy of the area due to increasing levels of congestion. Many of the roads within the study area are already at capacity or fast approaching it. Complaints are being raised about the congestion along especially Albany Highway, and on any given Saturday significant queues develop as people try to access the Carousel Shopping Centre. The high volumes of traffic and significant congestion are major threats to the regeneration and redevelopment of the City Centre. While the through routes like Albany Highway will continue to carry large volumes of traffic, those accessing the City Centre should be limited to maintain a standard of human scale activity that is typically associated with a city centre activity area. The existing week day traffic volumes on the Canning City Centre road network are shown in Figure 2-3. It should further be noted that while through traffic volumes would typically be less during the weekend the retail trips generated by the Carousel Shopping Centre could potentially cause even higher volumes on a Saturday. Peak hour measurements were not readily available, but as a general rule of thumb roughly 10% of daily traffic occurs in the peak hour. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 8

Figure 2-3: Existing Traffic Volumes 2.4 Parking A main reason for localised congestion along Cecil Avenue and other streets in the Canning City Centre is the vast number of parking bays which are available and free to use. Initial reports have indicated that there are approximately 8,000 car parking bays available in and directly around the City Centre. The ability for car parking to induce trips are well documented but in most cases underestimated. There also exists a definite relationship between the parking availability and the public transport mode share, where activity centres with abundant car parking show much lower public transport usage than those centres where parking is constrained. The theory of induced traffic can best be described as the elasticity of travel demand, meaning that by creating more capacity for vehicles to alleviate congestion it has exactly the opposite effect because car travel is made more attractive. In short, the ease with which cars currently flow into and park in the City Centre, is the very reason why it is congested. The only way to reduce congestion is to stop increasing capacity for cars and make car travel less attractive. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 9

3. Transport Strategy 3.1 Mode Accessibility The main aim of movement strategy as mentioned in the project context is to ensure sustainable transport practices in the Canning City Centre. The first step in achieving a more sustainable transport system is to achieve a balance between the available transport modes. Currently the car enjoys the vast majority of priority on the transport network. This will have to change if a modal balance is to be achieved. Facing population growth, increasing congestion and limited ability to develop new infrastructure, Perth has adopted the SmartRoads Plan (developed by VicRoads) as a basis for decision-making for managing and improving the arterial road network. The plan allocates a mode-based road use hierarchy that assists with making tradeoffs between modes and acknowledges the activity spaces that abut the road network. SmartRoads recognises that road space cannot be everything for all road users and sets out an approach for managing the many competing demands for limited road space. Depending on the time of day, some roads will be given priority to public transport, while other roads provide an alternative route for through traffic. Whilst a SmartRoads plan is yet to be established for Canning, in putting together the Access and Movement Strategy, SmartRoads principles have been considered in coming up with strategies that change the environment across the City Centre from one dominated by the private motor vehicle, to one that encourages and embraces the use of sustainable modes. However with that, consideration has also been given to the requirements of existing and proposed industry in respect to parking, loading and the overall movement of goods and people to support these industries. As such, the proposed SmartRoads priorities for Canning City Centre is shown in Figure 3-1. Figure 3-1: Road Priorities Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 10

3.1.1 Mode Share The target of this strategy is to significantly increase the potential mode share of public transport, cycling and walking. This can be achieved by firstly allowing residential infill development in the City Centre to a population of around 30,000 people. Second cycling coverage needs to be increased tenfold to 100,000 people with good access by specifically increasing connectivity to south-west of the river and north-east of the railway line, and by increasing cycling attractiveness in the City Centre with proper facilities, infrastructure and priority. In order to increase the public transport mode share the level of coverage will need to be improved significantly along with the attractiveness of the mode. Figure 3-2: Mode Share Target Mode Share Target 8% 2% 45% 45% Car Public Transport Cycling Walking 3.2 Transport Network The transport network in general should be improved in terms of connectivity towards the north-east of the railway line, and across the river towards the south-west. The ability of various modes to connect across the major road arterials need to be addressed by appropriate bridge crossings or improved crossings at intersections. In general the delays associated with crossing Albany Highway is high, and if pedestrians and cyclists are expected to access the Canning City Centre this should be addressed appropriately by reducing cycle lengths or increasing the number of pedestrian and cyclist phases. 3.2.1 Hierarchy & Function The prevalence of local distributors and clear lack of distributor A roads are of concern and one of the potential reasons why the area is plagued by localised congestion. Vehicles are having trouble getting access to and from the primary distributor, Albany Highway, as the abutting roads are not necessarily appropriately classed and configured to accommodate high demand volumes. It is recommended that the road hierarchy be adjusted to allow more appropriate movement flows. By reclassifying and increasing the movement function of Sevenoaks Road to a Distributor A, and clearly defining through access along Wharf Street and City Centre access via the proposed link road, Lake Street and its extensions, the traffic flow efficiency would be greatly increased. Additionally the mobility function of the inner City Centre roads should be limited, while vehicular access to properties from Cecil Avenues should be eliminated as far as practically possible. Refer to Figure 3-3 for the recommended road hierarchy. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 11

Figure 3-3: Proposed Road Hierarchy 3.2.2 Public Transport Public Transport for Perth in 2031 (PTP 2031) proposes that a Cannington to Fremantle cross city link via Murdoch is considered to be required in the period before 2031 as a Stage 2 project. This important east-west link will connect three strategic centres (Fremantle, Murdoch and Cannington), connect to three railway lines and provide access to two major hospitals (Fiona Stanley and Fremantle) and two universities (Murdoch and Notre Dame). It will build on priority infrastructure already provided along South Street, through Murdoch University and into Fremantle. The technology and detailed route planning would need to be the subject of master planning post 2020. Stage 1 of PTP 2031 also proposes a LRT route from Perth CBD to Curtin University and during Stage 2 it proposes to extend the LRT service to Oats Street Station. In response to PTP 2031, the City of Canning undertook a review of the proposals within the plan and identified other proposals which could improve public transport within the City of Canning. Amongst a number of other recommendations, the study concluded that: The proposed LRT from Perth CBD to Curtin University could be extended to Cannington Station using the proposed BRT route on Manning Road The proposed LRT from Perth CBD to Oats Street Station could be extended along Albany Highway to Cannington Station via the Canning City Centre Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 12

Whilst a preferred option is yet to be fully assessed and selected, both of these options propose to operate along Cecil Avenue. The concept design of Cecil Avenue provides for both the BRT and LRT options. Figure 3-4 provides a map of the public transport network within the City Centre. Figure 3-4: Public Transport Council should continue advocating for the LRT/BRT to be implemented to Cannington, it is also recommended that Council lobby for additional bus frequencies to operate, particularly on weekends, to further reduce the car dependency of shopping trips. BRT and LRT schemes require a high level of priority in order to minimise travel time and increase the attractiveness of the service to patrons. Accordingly, it is proposed that part time bus lanes are provided along Cecil Avenue, allowing vehicles to park within these lanes during off-peak periods. These bus lanes will be converted to light rail or BRT lanes if and when required, removing the ability to park along the length of Cecil Avenue. In terms of the modal interchange at the Cannington train station, any growth in use of the interchange due to BRT or LRT should be facilitated either within the existing facility or by widening into Sevenoaks Street. It is important to note that the wide road reservation across Sevenoaks Street provides an opportunity to widen the interchange, whilst reducing any pedestrian severance between the City Centre and Cannington Station. Additionally as shown in the above figure, there are a number of existing bus stops which provide excellent catchment across the City Centre. As shown, it is proposed that the three existing bus stops Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 13

along Cecil Avenue are consolidated into two stops which will serve any BRT/ LRT and bus services. These stops shall be a minimum of 43m in length to ensure they are able to accommodate the proposed light rail vehicles for the Perth metropolitan area. 3.2.3 Pedestrians & Cyclists A main aim of the structure plan is to increase the walking mode share. Continuous connectivity of footpaths throughout the City Centre is an important factor in ensuring consistent pedestrian amenity in the City Centre. Once connectivity is ensured it is also to provide a high level of legibility by signing both the infrastructure and destinations appropriately. Improvement of the crossing facilities along Albany Highway, particularly at Cecil Avenue / Richmond Street will encourage more people to walk and cycle across Albany Highway and assist in the activation of the western side of Albany Highway and the Canning River area. It is proposed that Canning City Centre is developed as an exemplar location for cycling, which will include: Separated bicycle paths along Cecil Avenue 3.1m shared paths along Wharf Street, Lake Street and its extension bypass road 4.1m shared paths along all other roads within the City Centre A shared foot / cycle bridge across Albany Highway, linking Cecil Avenue to Richmond Street and the Canning River area An additional crossing of Canning River Extending the existing shared paths along the railway line and Canning River Cycle parking facilities across the City Centre, including within Carousel Shopping Centre Improved lighting Increased connectivity to the north-east, by improving access at railway crossings, and south-west, by providing additional access across the river, should also be accompanied by improvements to the legibility of the network. Signs and markings should be incorporated to a much larger extent to show cyclists the safest and most convenient route to their intended destination. The Perth Bicycle Network routes are signed by a specific set of signs, as in Figure 3-5. Figure 3-5: Sample of Perth Bicycle Network Signs Apart from the standard PBN signs the main destinations within the Canning City Centre should also be indicated by general way finding signs. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 14

3.3 Traffic Volumes The increase in activity and development proposed for the Canning City Centre has the potential to increase the traffic volumes on the road network significantly. The potential future traffic volumes are shown in Figure 3-6. Figure 3-6: Estimated Future Traffic Volumes It should be noted that these volumes according to the criteria put forth by Main Roads WA road hierarchies would see most of the roads in Canning City Centre (those above 15,000 per day) be reclassified to Primary Distributors such as the Albany Highway (with limited to no access to the abutting properties). It is thus essential that a more appropriate balance, in terms of trips, between the various modes be created. Accordingly it is proposed that Leila Street has a limited left-in-left-out access to Cecil Avenue, and that Cecil Avenue have multiple mid-block pedestrian crossings, specifically in the vicinity of the public transport stops. These measures should reduce the attractiveness of Cecil Avenue for through movement and divert the majority of City Centre traffic to the proposed bypass road. In terms of other traffic: Taxis have the potential to create significant congestion in smaller order, higher activity roads. Dedicated taxi stop bays should be provided close to high activity areas within the City Centre. Emergency vehicles are allowed on all streets in the Canning City Centre, and all road geometries should be designed to accommodate fire trucks and ambulances of various sizes. The Canning City Centre is not an appropriate environment for freight movement. Through moving freight should be restricted to the Albany Highway, while those trips intending to load and unload Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 15

within the City Centre is admissible on most roads in the City Centre, with the exception of Cecil Avenue which should be kept free of freight vehicles in order to minimise disruptions to public transport services. 3.4 Parking 3.4.1 Car Parking High activity areas like the Carousel Shopping Centre requires car parking, but it should also be noted that constrained parking results in other benefits, such as increased public transport usage, while at the same time it is not associated with reduced activity if alternatives are available. A balance between parking provision and proper access by other modes of transport including public transport, cycling and walking should be found. It should be kept in mind that if thousands of car parking bays are provided, and other facilities like bicycle parking, walkways and public transport facilities are neglected people desiring to access an activity area are forced to make use of a car to do so. There are numerous guides and policies prescribing various rates to be used for the provision of parking. Traditionally the local guidelines, if available, are used. However, keeping in mind that the purpose of this document is to regenerate and revitalise the Canning City Centre, maintaining the status quo in terms of parking requirements will not be preferable or appropriate. In general the NSW RTA Guide to Traffic Generating Developments is commonly used to determine parking requirements, especially where appropriate local guidelines are not specified. The rates are provided in Table 3-1: Table 3-1: NSW RTA Parking Rates Land Uses Manufacturing Storage Utilities Service Commercial Large Format Retail Health Office Entertainment Retail Residential Commercial Residential NSW RTA Car Parking Guidelines Parking Rate 1.3 per 100sqm 0.33 per 100sqm 2.5 per 100sqm (unrestrained) 2.5 per 100sqm (unrestrained) 0.3 to 5.1 per 100sqm (average of 2.7 adopted) 4 per 100sqm 2.5 per 100sqm (unrestrained) 4.1 per 100sqm 4.1 per 100sqm 1 per 4 rooms (approx 1 per 100sqm) 0.6 per 1 bedroom unit 0.9 per 2 bedroom unit 1.4 per 3 bedroom unit 0.2 visitor bays per unit The parking rates prescribed for the City of Canning are limited to rates for retail and office developments, while residential requirements are specified in the R-codes. Table 3-2 shows the local guidelines for the City of Canning. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 16

Table 3-2: City of Canning Parking Rates City of Canning Planning Scheme (City Centre) Land Uses Parking Rate Manufacturing 3.33 per 100sqm Storage 1.33 per 100sqm Utilities 1.33 per 100sqm Service Commercial 1.33 per 100sqm Large Format Retail 2.5 per 100sqm Health 6 per practitioner (approx 6 per 100sqm) Office 3.3 per 100sqm Entertainment 4 per 100sqm Retail 4 per 100sqm Residential Commercial 1 per room (approx 4 per 100sqm) As per R-codes (State Planning Policy 3.1) 0.75 per small unit Residential 1 per medium unit 1.25 per large unit 0.25 visitor bays per unit Additionally the State Planning Policy 4.2 for activity centres in the Perth and Peel Region is also applicable to the Canning City Centre and it prescribes the parking rates shown in Table 3-3. Table 3-3: State Parking Rates Manufacturing Storage Utilities Service Commercial Large Format Retail Health Office Entertainment Retail Residential Commercial Residential State Planning Policy 4.2 (Activity Centres) Land Uses N/A N/A N/A 2 per 100sqm 2 per 100sqm 2 per 100sqm 2 per 100sqm 4 per 100sqm 4 per 100sqm N/A N/A Parking Rate Clearly there is a multitude of parking rates that could be applicable to the Canning City Centre, depending on the circumstance. Given that the guidelines for parking within Perth s Strategic Metropolitan Centres are currently still being developed and that the State Planning Policy 4.2 for activity centres prescribes that parking should be reduced as far as possible, it is proposed that whichever prescribed rate is lowest should be used as a point of departure. Using the lowest Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 17

prescribed rate is in line with achieving the goal of a more balanced travel mode distribution. Accordingly the rates proposed as a base rate is given in Table 3-4: Table 3-4: Base Parking Rates Used Land Uses Manufacturing Storage Utilities Service Commercial Large Format Retail Health Office Entertainment Retail Residential Commercial Residential Recommended Base Parking Rate Parking Rate 1.3 per 100sqm 0.3 per 100sqm 1.3 per 100sqm 1.3 per 100sqm 2 per 100sqm 2 per 100sqm 2 per 100sqm 4 per 100sqm 4 per 100sqm 1 per 4 rooms (approx 1 per 100sqm) 0.7 per unit Additionally it must also be noted that none of the guideline rates mentioned takes into consideration potential reduction in parking demands due to various factors associated with transit orientated, high activity and city centre developments. These types of high activity developments are typically located within easy walking distance of public transport, are mixed use developments which are predicated on trips that are shared between the various uses, and includes a large residential component that allows activity to take place without the need for a trip (other than walking) to take place. Also main street developments, such as is being proposed for the Canning City Centre, are developed to a human scale incorporating such features as alfresco dining and pedestrian open spaces. In order to create and maintain a human scale it is necessary to limit the direct impact of vast number of cars in the area and thus traffic volumes and associated congestion should be limited as far as possible. Unfortunately no guidelines exist with regard to how such factors should be developed and applied, however an example exists within the WA and Perth metropolitan context in the form of the adjustment factors incorporated within the City of Vincent s Planning and Building Policy Manual (Parking and Access Policy N: 3.7.1- Clause 10). The adjustment factors include: Proximity to Public Transport Within 800m walking distance of a rail station: 0.85 Within 400m walking distance of a bus stop/station: 0.85 Proposed development contains a mix of uses, where at least 45% of gross floor area is residential: 0.80 Publicly available car parking within 400m walking distance of an existing car park place with > 75 spaces: 0.85 The proposed development provides end-of-trip facilities for bicycle users: 0.90 The proposed development is within a District Centre zone: 0.90 As no other guidance on the matter of parking demand reductions exist, the City of Vincent s factors were applied to the base rates proposed for the City of Canning. Effectively, this provides a reduction factor of 0.398 for all non-residential related parking within the City Centre. In terms of residential use, whilst the number of bedrooms per unit that will ultimately be adopted is unknown at this stage, given Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 18

the proximity to public transport, services and employment within the Canning City Centre, an overall parking rate closer to that required for a 1 bedroom apartment than that of a 2 bedroom apartment is considered appropriate. In addition, given that a high proportion of residential visitor parking occurs outside of the peak period for office and retail parking, visitors will to a large extent be able to use the allocated shared parking facilities. Table 3-5: Recommended Maximum Parking Rates Calculation of Recommended Maximum Parking Rates Land Uses Base Parking Rate Activity Centre Adjustment Factor Recommended Maximum Parking Rate Manufacturing 1.3 N/A 1.3 Storage 0.3 N/A 0.3 Utilities 1.3 N/A 1.3 Service Commercial 1.3 N/A 1.3 Large Format Retail 2 N/A 2 Health 2 0.398 0.8 Office 2 0.398 0.8 Entertainment 4 0.398 1.6 Retail 4 0.398 1.6 Residential Commercial 1 N/A 1 Residential 0.7 N/A 0.7 It should be further noted that State Planning Policy 4.2 also prescribes the use of maximum parking rates in activity centres as a means of reducing parking further. The recommended rates provided in Table 3-5 above are maximum rates to be applied to any development, and no new development is allowed to provide more parking than that prescribed by the rate. The maximum number of parking spaces required for the proposed medium term land uses of the Canning City Centre is shown in Table 3-6. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 19

Table 3-6: Parking Required in the Medium Term Land Uses Medium Term Parking Requirements Floor Space (sqm) Recommended Maximum Parking Rate (per 100 sqm) Maximum Required Parking Manufacturing 1.3 0 Storage 25,013 0.3 75 Utilities 8,455 1.3 110 Service Commercial 16,522 1.3 215 Large Format Retail 22,515 2 450 Health 25,570 0.8 205 Office 70,301 0.8 562 Entertainment 29,776 1.6 476 Retail 30,000 1.6 480 Residential 6,000 1 60 Commercial Residential 0.7 0 Total 234,152 2,633 In addition the long term land uses for the Canning City Centre with its associated parking requirements are presented in Table 3-7. Table 3-7: Long Term Parking Requirements Land Uses Long Term Parking Requirements Floor Space (sqm) Recommended Maximum Parking Rate (per 100 sqm) Maximum Required Parking Manufacturing 1.3 0 Storage 32,513 0.3 98 Utilities 8,455 1.3 110 Service Commercial 21,522 1.3 280 Large Format Retail 29,515 2 590 Health 33,570 0.8 269 Office 91,801 0.8 734 Entertainment 39,776 1.6 636 Retail 60,000 1.6 960 Residential 7,500 1 75 Commercial Residential 662,000 0.7 4,634 Total 986,652 8,386 Parking requirements for residential land uses should largely be supplied within the various residential buildings, and not as part of a shared public parking facility. While the sharing of parking spaces Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 20

between complimentary land uses is appropriate, the varying nature of residential parking does not lend itself to shared schemes. Additionally given that the large format retail land uses are situated some way outside of the City Centre itself it is foreseen that the parking for these land uses will be provided on site. All office and retail parking not on the Carousel Shopping Centre site, and not provided on-street, will be provided within shared multi-storey car parks, predominantly accessed from a preferred traffic road, potentially via Pattie Street, Leila Street and Carousel Road. Refer to Figure 3-7 for indicative locations of shared parking facilities. Figure 3-7: Indicative Shared Parking Locations Parking in the indicative parking locations will provide comprehensive access throughout the Canning City Centre and specifically serve to funnel pedestrians onto and along the Cecil Avenue main street. Also shown, is the option to provide parking to the back of the Carousel, separating the Western Power utility site from the Carousel and the City Centre. While this is a good opportunity for development of the specific site, the provision of parking in a location away from the main street should be approached with caution as it may shift much needed activity intensity away from the City Centre. Also any parking facilities provided should not be connected to a specific building, rather people should be required to exit onto the street (preferably Cecil Avenue) to access their intended destinations. This is in accordance with State Planning Policy 4.2, this policy also states that these facilities should be designed with the intention to convert to other uses in future when it is no longer required as parking. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 21

The number of parking spaces required in the medium term and the long term, along with the type of parking to be provided is set out in Table 3-8. In general those uses which are removed from the City Centre, as well as those uses typically unable to share parking will be required to provide parking on site. This includes manufacturing, storage, utilities, service commercial, large format retail and residential. Those uses situated in the City Centre and able to share parking, including health, office, entertainment, residential commercial and retail, should not provide on-site parking. Rather cash in lieu of parking should be paid towards the shared parking facilities, which will be developed and managed by the City of Canning or an associated body. Table 3-8: Parking Provision Parking Provision Land Uses Medium Term Long Term Manufacturing 0 0 Storage 75 98 Utilities 110 110 Service Commercial 215 280 Large Format Retail 450 590 Residential 0 4,634 On-Site 850 5,712 Health 205 269 Office 562 734 Entertainment 476 636 Residential Commercial 60 75 Retail 480 960 minus on street parking 300 300 Shared Parking 1,483 2,374 Accordingly the parking facilities proposed would require a total of 2,374 bays to be provided. The split between the parking facilities can be adjusted as per the restrictions of each of the sites. However, it is recommended that the parking be spread as evenly as possible across the City Centre, with the exception of the back of Carousel parking which should be substantially less than the other better located facilities. As it is understood that the sudden application of lower parking rates and other measures to decrease car dependence can have adverse effects on developments, if the infrastructure and services for other modes are not fully in place or attractive. It is recommended that the City of Canning initially develop the shared parking facilities before the full development of land uses. In doing so the parking to land use ratio will initially be higher than proposed to alleviate initial concerns regarding parking supply and to simultaneously drive development in public transport that is required to make the ultimate parking rates viable and sustainable. It is thus recommended that the medium term shared parking requirements (1,483 bays) be developed as a first stage of the structure plan. Once the medium term land become realised the remaining 891 bays required towards the long term use be provided. Additionally it should be kept in mind that anything which is free will be over utilised and subject to shortages, and thus parking should be monitored, managed and priced in the Canning City Centre according to the demand. It is recommended that parking be continuously priced to maintain a 15% Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 22

vacancy, in doing so parking will always be available to those who truly wish to make use thereof (Shoup, 2005). Implementing this parking strategy must go hand in hand with providing an environment conducive to walking and cycling, and in continued consultation with the Department of Transport and Public Transport Authority to deliver the standard of public transport that will be required for this transit orientated development. 3.4.2 Bicycle Parking The research and guidance on the provision of bicycle parking is fairly poor. While the residential development codes (state planning policy 3.1) recommend a rate of 0.43 spaces per unit for residential developments, no such guidance is available for retail, office or industrial type developments in WA. The only guidance in Australia comes from the ACT, with the recommendations shown in Table 3-9. Table 3-9: ACT Bicycle Parking Rates ACT Bicycle Parking Guidelines Retail Large Format Retail Office Residential 0.3 per 100sqm 0.16 per 100sqm 0.5 per 100sqm 1.08 per unit These rates are much lower than generally prescribed for car parking, but is still significantly higher than what is currently being provided in the Canning City Centre. Given that the Canning City Centre will be a vibrant activity centre with a goal of creating a better mode balance for trips produced in- and attracted to the area, and that constrained parking for cars is being provided. The bicycle parking facilities shown in Table 3-10 will be required. Table 3-10: Summary of Bicycle Parking Required per Land Use Land Use Net Floor Area (sqm) Parking / 100sqm Bike Spaces Retail 138,919 0.3 417 Large Format Retail 116,784 0.16 187 Office 144,509 0.5 723 Residential 635,751 1.08 6866 Total 8,193 The bicycle parking facilities should be provided throughout the City Centre at easily accessible locations, and within most buildings. Much of the spaces allocated to retail should be provided at the various entrances to the Carousel Shopping Centre. Bicycle parking allocated to residential land uses should be provided at each residential building according to the number units proposed for each. End of trip facilities is another important aspect of encouraging the cycling mode of transport. At least one medium to large facility should be provided in a central location. The facility should include parking for around 200 bicycles, showers, lockers and changing rooms. Local offices should also be encouraged to provide end-of-trip facilities in their respective buildings for the use of their employees. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 23

3.4.3 Motorcycle Parking There are no formal guidelines as to how many motorcycle parking bays should be provided for developments and activity centres. It should be noted that the City of Sydney has traditionally provided 1% of off street parking to motorcycles, but is now aiming at increasing this to 5% to encourage a larger mode share. In WA, the State Planning Policy 4.2 recommends that 5% - 10% of parking be allocated to bicycles and motorcycles. The 2006 census data for WA however shows that around 4,411 out of 485,947 (0.9%) work trips are undertaken by motorcycle. Additionally the 2011 motor vehicle census data indicates that 99,392 out of 1,394,241 (7%) vehicles registered in WA are motorcycles. Given that the Canning City Centre is characteristically not comparable to the City of Sydney, that the mode share for motorcycle trips to work in WA is less than 1% and that a high bicycle parking rate is being recommended, it would be appropriate to allocate 2% of the retail, bulk retail and office parking to motorcycles. The variability of parking needs for residential developments does not make it conducive to providing motorcycle parking as a percentage of car parking spaces, and thus the 2% motorcycle parking should not be applied to residential buildings. 3.5 Travel Planning & Management In terms of the TravelSmart program Green Travel Plans are workplace-specific plans which encourage travel behaviour change towards modes which are more sustainable and less polluting. A Green Travel Plan systematically assesses transport across an organisation and identifies where more cost effective and sustainable modes of transport can be used, by staff and the organisation. A travel plan coordinator makes an assessment of the commuting habits of staff, business travel practices, company policy, and the infrastructure and transport services available at the office. This information is the used to determine appropriate initiatives to be implemented that would offer a wider choice of travel modes to staff, and promote the use of the more sustainable modes. To assist in achieving the key goals of Canning City Centre, in terms of a more balanced level access for the various transport modes, local businesses and developments should be required to develop and adopt Green Travel Plans. The adoption of Green Travel Plans provides an opportunity for corporations to promote and encourage people to shift to more sustainable forms of travel. This can have a number of benefits, from the improved health and fitness, to benefits to the environment and potentially economic benefits. The aim of a Green Travel Plan would be to improve transport practices by informing about, and encouraging people to consider using alternative modes of getting work through a variety of initiatives appropriate to the company and the area where it is located. The initiatives typically include, among others: The Promotion through incentives: Public transport Cycling Walking Creating or joining a car pool / share scheme Developing a staff register to identify staff that could car pool Company cycle club Flexible working hours Guaranteed ride to work options for those staff participating Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 24

While Green Travel Plans are being promoted in many developments, they are not always compulsory. All offices within the Canning City Centre should develop Green Travel Plans to a standard prescribed by the City of Canning. 4. Design Guidelines 4.1 Road Typologies In order to achieve the SmartRoads road priorities appropriate typologies and associated cross sections are required to firstly accommodate the prioritised modes and secondly to psychologically influence the behaviour of the various road users. Figure 4-1 below is a map showing the proposed road typologies for the Canning City Centre. Figure 4-1: Road Typologies Albany Highway, Sevenoaks Street, the other traffic roads (including Wharf Street, Lake Street and its extension) are prioritised for use by cars in order to provide good car access around the City Centre. As previously discussed, the intention in terms of traffic is to keep the bulk of general traffic off of Cecil Avenue and out of the City Centre. The shared parking facilities and the local access streets with parking are located with convenient access from the priority car routes to limit congestion through the City Centre, especially on Cecil Avenue. The main street, Cecil Avenue, will allow general traffic access but priority is given to other modes, and car access to and from this road will be limited thus creating an environment difficult to navigate by car in order to discourage cars from using it. Certain Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 25

cross sections are associated with the specific functions highlighted and are assigned as is discussed in the following section. 4.1.1 Typical Cross Sections The focus point of the Canning City Centre will be the main street, Cecil Avenue, this street will be a vibrant retail strip with alfresco dining and open spaces. This road will be associated with high intensity pedestrian movement and an ideal location for public transport stops to provide increased access to all the activities the City Centre has to offer. Accordingly Cecil Avenue will be a priority pedestrian, cycling, and public transport route. While general traffic will have access to the road they will typically be faced with high levels of delay along the road and at intersections. Intersections will also be configured with limited access to reduce the potential for congestion. It should be noted that Cecil Avenue will be the highest level of priority in the Canning City Centre and as such all roads intersecting it will be delayed regardless of their priority. The proposed cross-section is shown in Figure 4-2. Figure 4-2: Main Street Cross-Section Additionally this cross section will also be easily adjusted to accommodate future light rail services along Cecil Avenue. The major traffic corridor as in the typologies map is Sevenoaks Street which is intended to carry larger volumes of through traffic. As general traffic is given the priority along this route it should be noted that other modes may experience increased delay at intersections with this road. This however does not apply to the intersection with Cecil Avenue, where pedestrians, cyclists and public transport modes will be prioritised due to the level of activity at the intersection and the priorities assigned to Cecil Avenue. The typical cross-section for Sevenoaks Street is shown in Figure 4-3. Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 26

Figure 4-3: Major Traffic Corridor Cross-Section The main traffic bypass routes around the City Centre includes, Wharf Street, Lake Street and its proposed extension, the Southern Link Road which links Guthrie Street through to the roundabout of Grose Street and Liege Street. This route is allocated to allow a traffic flow alternative to Cecil Avenue for access of the Canning City Centre and as such will prioritise the movement of general traffic, other modes may accordingly experience delays intersecting with this road. The proposed cross-section for the Southern Link Road extension is provided in Figure 4-4. Figure 4-4: Traffic Bypass Route Cross-Section Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 27

Carousel Street, Pattie Street and Leila Street will provide angled on-street parking. Given these streets proximity to the activity areas along Cecil Avenue, and their limited mobility function, a larger number of on-street parking and higher level of mobility disruption is justified. These streets will also allow proper pedestrian movement through 4.1m shared paths along either side. Figure 4-7 below shows the proposed cross-section. Figure 4-5: Local Access Route Cross-Section (with angled parking) The remainder of street in the Canning City Centre will mainly function as local access and thus all modes will be accommodated with equal priority. Figure 4-6 shows the proposed cross-section. Figure 4-6: Local Access Route Cross-Section Project 224906 File Movement Strategy_v2.docx 22 July 2013 Revision 2 Page 28