CBD and South East Light Rail Projectdata.sydneylightrail.transport.nsw.gov.au/s3fs-public/CSELR...

CBD and South East Light Rail Project

Parking Offsets and Management Strategy

Client // Transport for NSW

Office // NSW

Reference // 14S9035114

Date // 11/07/16

© GTA Consultants (GTA Consultants (NSW) Pty Ltd) 2016

The information contained in this document is confidential and

intended solely for the use of the client for the purpose for which it has

been prepared and no representation is made or is to be implied as

being made to any third party. Use or copying of this document in

whole or in part without the written permission of GTA Consultants

constitutes an infringement of copyright. The intellectual property

contained in this document remains the property of GTA Consultants.

Melbourne | Sydney | Brisbane

Canberra | Adelaide | Perth

Gold Coast | Townsville

Bla

nk R

ep

ort

(140829 v

1.6

)

DR

AFT


Parking Offsets and Management Strategy

Issue: B 11/07/16

Client: Transport for NSW

Reference: 14S9035114

GTA Consultants Office: NSW

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 08/07/16 Final

Andrew Farran

Ronaldo

Manahan

Oasika Faiz

Ronaldo

Manahan Brett Maynard

Brett

Maynard

B 11/07/16 Final

Andrew Farran

Ronaldo

Manahan

Oasika Faiz

Ronaldo

Manahan Brett Maynard

14S9035114 // 11/07/16

Parking Offsets and Management Strategy // Issue: B


Table of Contents

1. Introduction 1

1.1 Background 1

1.2 Parking offsets and management strategy 2

1.3 Key responsibilities 3

1.4 Purpose and scope 4

1.5 References 7

2. Strategy development 8

2.1 Principles 8

2.2 Hierarchy in existing Council parking policies 9

2.3 Stakeholder consultation 10

3. Existing Parking Environment 11

3.1 Review of parking investigations to date 11

3.2 Summary 15

4. Parking Management Options 17

4.1 Staging implementation of parking strategies 17

4.2 Key principles for mitigating parking impacts 17

4.3 Time restricted parking 18

4.4 Resident parking scheme 22

4.5 Paid parking 23

4.6 Car sharing 23

4.7 Replacement parking 25

4.8 Relocated parking 26

4.9 Potential additional measures 27

4.10 Efficiency of measures to offset impacted parking 29

5. Examples of Strategy Implementation 30

5.1 Devonshire Street, Surry Hills 30

5.2 Anzac Parade, Kingsford 36

6. Monitoring of Implemented Measures 45

Appendices

A: Stakeholder Consultation

B: Kingsford and Randwick Precincts – Updated Car Parking Characteristics

14S9035114 // 11/07/16



C: Anzac Parade Retail and Commercial Customer Intercept Surveys

Figures

Figure 1.1: CBD and South East Light Rail Route 2

Figure 1.2: CSELR Precincts Map 5

Figure 2.1: Kerbside Access Policy Management Framework 9

Figure 4.1: Flowchart for Managing Time Restrictions 19

Figure 4.2: Unmanaged Car Parking Demand 20

Figure 4.3: Managed Car Parking Demand 20

Figure 4.4: Existing Car Share Locations in Sydney and Surrounds 24

Figure 4.5: Flowchart for Replacement Parking 25

Figure 4.6: Flowchart for Relocated Parking 26

Figure 4.7: On-Street Parking Relocation Basic Theory 27

Figure 4.8: On-street Parking Relocation – with Restrictions on Side Street 27

Figure 5.1: Surry Hills Precinct Parking Strategy Pilot Study Area 30

Figure 5.2: Surry Hills Precinct Pilot Study Area – Existing Parking Restrictions 32

Figure 5.3: Surry Hills Precinct Parking Strategy Pilot Study Area – Proposed Restrictions 35

Figure 5.4: Kingsford Precinct Parking Strategy Pilot Area 36

Figure 5.5: Kingsford Precinct Pilot Study Area – Existing Parking Restrictions 38

Figure 5.6: Kingsford Precinct Pilot Study Area – Proposed Parking Restrictions – Option 1

(Base Offsets Option) 41

Figure 5.7: Kingsford Precinct Pilot Study Area – Proposed Parking Restrictions – Option 2

(Managed Parking Option) 44

Tables

Table 1.1: Key Responsibilities 4

Table 2.2: General Order of Kerbside Access Priorities Adopted by City of Sydney and

Randwick Councils 10

Table 3.1: Updated Inventory of Car Parking Provision along the CSELR Route 12

Table 4.1: Typical Parking Restrictions and Intended Beneficiaries 21

Table 4.2: Acceptable Walking Distances [1] 21

Table 4.3: Summary of Parking Offsets 29

Table 5.1: Surry Hills Precinct Pilot Study Area – Existing Parking Restrictions 31

Table 5.2: Parking Offsets Strategy for Surry Hills Precinct Pilot Study 34

Table 5.3: Kingsford Precinct Pilot Study Area – Existing Parking Restrictions 37

Table 5.4: Parking Offsets Strategy for Kingsford Precinct Pilot Study – Option 1 40

14S9035114 // 11/07/16



Table 5.5: Parking Offsets Strategy for Kingsford Precinct Pilot Study – Option 2 43

14S9035114 // 11/07/16


CBD and South East Light Rail Project 1

1. Introduction

1.1 Background

1.1.1 Overview of the CSELR Project

Transport for New South Wales (TfNSW) is currently constructing the Central Business District (CBD)

and South East Light Rail Project (the ‘CSELR Project’ or the ‘CSELR’), which comprises a new light

rail service in Sydney, including approximately 12 kilometres of new light rail track from Circular

Quay to Central, Kingsford and Randwick via Surry Hills and Moore Park (a total of 13 kilometres of

track, including track required for the maintenance and stabling facilities). The proposal also

includes transformation of George Street in the Sydney CBD through development of a

pedestrian zone between Hunter Street and Bathurst Street.

Figure 1.1 shows the alignment of the CSELR route.

1.1.2 Delivery, operation and maintenance

The CSELR is predominantly being delivered, operated and maintained by a private operating

company appointed for the Sydney Light Rail network as part of a Public Private Partnership (PPP)

contract.

On 17 December 2014, the Minister for Transport announced that the contract to design,

construct, operate and maintain the CSELR has been awarded to the ALTRAC Light Rail

consortium (ALTRAC), made up of Transdev Sydney, Alstom Transport Australia, Acciona

Infrastructure Australia and Capella Capital. ALTRAC is also financing the CBD and South East

Light Rail project, and since mid-2015 has had responsibility for the existing Inner West Light Rail.

1.1.3 CSELR Project approval

The CSELR project received planning approval on 4 June 2014 and early works began in August

2014.

Following this approval, a number of changes have been made to the design of the approved

project in response to further investigations and ongoing consultation with stakeholders. These

changes have included the use of longer light rail vehicles (LRVs), changes to the alignment and

stop arrangements and revised construction methodology for the some sections of the alignment

The Infrastructure Approval to the CSELR Project as a State significant infrastructure (SSI) outlined

a number of conditions that are required to:

prevent, minimise, and/or offset adverse environmental impacts including economic

and social impacts

set standards and performance measures for acceptable environmental performance

require regular monitoring and reporting

provide for the ongoing environmental management of the SSI.

Among the requirements in the CSELR Infrastructure Approval is Condition B29, which requires the

preparation of a ‘Parking Offsets and Management Strategy’.

1

14S9035114 // 11/07/16



Figure 1.1: CBD and South East Light Rail Route

Source: Transport for NSW

1.2 Parking offsets and management strategy

The CSELR project will provide additional public transport capacity to Sydney’s CBD and South

East. However, the project will impact a significant number of on-street car parking spaces that

will be lost to make way for the project, or as an indirect impact of other works related to the

project.

GTA Consultants was tasked by TfNSW’s CSELR Project Team in October 2014 as part of its Traffic

and Transport Planning Advisory role on the CSELR delivery stage to develop the Parking Offsets

and Management Strategy for the CSELR project, which would address Condition B29 of the

Infrastructure Approval.

Condition B29

Condition B29 of the CSELR Project’s Infrastructure Approval states:

The Proponent shall prepare a Parking Offsets and Management Strategy in consultation with

RMS, the Business Reference Group, the CRG1 and relevant Councils to manage car parking

impacts and kerbside parking access, on a per precinct basis, as a result of the SSl2. The Parking

Offsets and Management Strategy shall include, but not be limited to:

a) the provision of parking spaces consistent with hierarchy identified in Table 6.1 and Figure

6.1 of the Transport Operations Report, prepared by Booz and Co and dated 6

November 2013;

b) appropriate replacement parking for impacted special kerbside uses (e.g. disabled

parking and loading zones) within the local vicinity with consideration of the Disability

1 Community Reference Group

2 State Significant Infrastructure

14S9035114 // 11/07/16



Discrimination Act 1992 (DDA) Public Transport Standards and the DDA Access Code

2010;

c) the identification of strategies to identify and address parking impacts, including but not

limited to replacement parking, parallel parking, resident parking schemes and provision

of clearways; and

d) monitoring on the efficacy of these measures, including potential unintended traffic

impacts, and contingencies in the event that these measures are inadequate.

The Proponent shall be responsible for the coordination of these measures in consultation with the

relevant Councils and Reference Groups. The Strategy shall be submitted to the Secretary and

the reporting of monitoring incorporated into the Operational Traffic, Transport and Access

Performance Review required by condition C153.

1.3 Key responsibilities

As indicated in Section 1.1.2, ALTRAC is the private operating company appointed by TfNSW as

part of a Public Private Partnership for the delivery, operation and maintenance of the CSELR

project. TfNSW and ALTRAC are jointly responsible in meeting the conditions of project approval

as ‘Proponent’ for the CSELR, including the preparation of a Parking Offsets and Management

Strategy (the ‘Strategy’) for the project.

It is noted, however, that in developing the Strategy, parking policy falls under the authority of

local councils, and specifically in the case of the CSELR, City of Sydney and Randwick City

Councils. In this regard, the two councils also are key stakeholders in the development and

implementation of the Strategy.

Table 1.1 outlines the key responsibilities of each key stakeholder in the development and

implementation of the Parking Offsets and Management Strategy for the CSELR.

3 Condition C15 relates to the preparation of an Operational Traffic, Transport and Access Performance Review in consultation with

the Roads and Maritime Services, to be undertaken at 12 months and at 5 years after the commencement of light rail operations.

14S9035114 // 11/07/16



Table 1.1: Key Responsibilities

Item Responsibility

Prepare Parking Offsets and Management Strategy. Transport for NSW and ALTRAC

(assisted by GTA)

Coordinate input to other CSELR plans/strategies. ALTRAC

Update/revise Local Parking Policy (if required). City of Sydney and Randwick City

Councils, in consultation with Roads

and Maritime Services

Review resident parking schemes. City of Sydney and Randwick City

Councils in respective LGAs

Prepare Parking Management Plan for the City Centre precinct. CBD Coordination Office in

consultation with City of Sydney

Prepare Parking Management Plan for the Surry Hills precinct. City of Sydney

Prepare Parking Management Plan for the Moore Park precinct. Centennial Park and Moore Park Trust

Prepare Parking Management Plan for the Kensington, Kingsford and

Randwick precincts. Randwick City Council

Deliver Parking Offsets and Management Strategy items within CSELR

corridor. ALTRAC

Deliver Parking Offsets and Management Strategy items outside CSELR

corridor.

City of Sydney and Randwick City

Councils in respective LGAs

Monitor parking management measures 12 months after commencement

of CSELR operations. ALTRAC and Transport for NSW

Monitor parking management measures five years after commencement of

CSELR operations. ALTRAC and Transport for NSW

1.4 Purpose and scope

1.4.1 Purpose

This Parking Offset and Management Strategy (the ‘Strategy’) has been prepared to meet the

requirements of the project’s conditions of approval.

The Strategy incorporates:

a review of the key parking studies and investigations undertaken to date

validation of the existing car parking usage data

identification of key parking characteristics for sensitive user groups

an analysis of updated interview survey data in the Randwick local government area

(business survey feedback, customer intercept surveys, etc.), provided in Appendix B

and Appendix C.

1.4.2 Precincts

As indicated in the Conditions of Approval, the Parking Offsets and Management Strategy has

been prepared on a per precinct basis. These precincts, consistent with the CSELR Project

Environmental Impact Statement (EIS), are as follows:

Sydney City Centre precinct

Surry Hills precinct

Moore Park precinct

Randwick precinct

Kensington and Kingsford precinct.

Figure 1.2 shows a map of the CSELR precincts which were the basis for structuring the Parking

Offsets and Management Strategy.

14S9035114 // 11/07/16



Figure 1.2: CSELR Precincts Map

Source: Figure 1.5, CSELR Project EIS (Parsons Brinckerhoff, November 2013). Note removal of the World Square stop in the City Centre

precinct and the changes in the location of the Randwick Terminus in the approved/ modified CSELR project. The precinct boundaries

remain the same.

14S9035114 // 11/07/16



1.4.3 Scope

City Centre precinct

Ongoing discussions between City of Sydney and the CBD Coordination Office4 cover a number

of changes and responses to transport and traffic arrangements in the City Centre Precinct (north

of Chalmers Street). These include the reorganisation of kerbside spaces, following the principles

outlined in the Sydney City Centre Access Strategy (TfNSW, 2013).

The discussion of specific strategies to mitigate the direct and indirect impacts of the project on

kerbside parking within the City Centre Precinct has been excluded from the scope of this

document. However, the strategies to offset and manage parking in the City Centre Precinct

follow the general principles embodied in this document.

Surry Hills precinct

This Strategy was prepared on the basis of the findings and recommendations outlined in the

CSELR EIS – Transport Operations Report (Booz&Co/AECOM, 2013) for the Surry Hills Precinct,

supplemented by comments and observations made by City of Sydney through stakeholder

engagement on earlier draft versions of this document.

An example outlining how this Strategy could be implemented has been undertaken along

Devonshire Street. This is further discussed further in Chapter 5, and involved updated parking

occupancy checks undertaken by GTA in May 2016.

Moore Park precinct

The alignment of the CSELR through the Moore Park precinct mainly traverses open space or

exclusive rights-of-way with no opportunity for kerbside parking. As such, the project will have

minimal impact on parking, both kerbside and off-street, in the Moore Park precinct. The

outcomes and recommendations identified in the parking strategy in the CSELR Transport

Operations Report (Booz&Co/AECOM, 2013) remain valid for the Moore Park precinct, and in this

regard, this Strategy excludes any further investigation on kerbside parking within the Moore Park

precinct.

The project will significantly increase the accessibility of the precinct by public transport,

potentially contributing positively to managing parking demand, particularly during special

events, in the precinct. Investigations on rationalising existing kerbside spaces could potentially

be undertaken when the CSELR is operational, with respect to reallocating kerbside uses in-line

with the hierarchy framework in Figure 2.1.

Kingsford, Kensington and Randwick precincts

The investigations undertaken during the preparation of this Strategy involved supplementary

surveys, site visits and reviews of updated material with regard to on-street parking in the

Kingsford, Kensington and Randwick precincts. A number of key updates from the Project Parking

Strategy recommendations outlined in the Transport Operations Report (Booz&Co/ AECOM, 2013)

have thus been revalidated and updated.

4 Previously the CBD Transport Taskforce, which was established under the Sydney City Centre Access Strategy as a dedicated body

with responsibility for the smooth operation of city centre transport on a 24/7 basis. It provides a single point of reference for

transport incident response and oversee management of transport impacts due to construction and other changes.

In August 2015, a new CBD Coordination Office (CCO) was established as a delivery office within Transport for NSW. It coordinates

all traffic and transport in the CBD to keep the city moving during the construction of light rail. It is headed by a Coordinator

General CBD Transport with delegated powers under the Roads Act 1993 and the Road Transport Act 2013 to coordinate

decisions, directions and approvals affecting all road and traffic arrangements in the CBD.

14S9035114 // 11/07/16



1.4.4 Document structure

Following this introduction, the remainder of this document is structured as follows:

Chapter 2 – Strategy development

Chapter 3 – Existing Parking Environment

Chapter 4 – Parking Management Options

Chapter 5 – Examples of Strategy Implementation

Chapter 6 – Monitoring of Implemented Measures.

1.5 References

In preparing this Strategy, reference has been made to the following:

CSELR Transport Operations Report (Booz&Co/ AECOM, 6 November 2013)

CBD and South East Light Rail – Submissions Report, incorporating Preferred

Infrastructure Report (Parsons Brinckerhoff, 2014)

CSELR Impacts on Parking and Special Kerbside Uses memo (AECOM, 28 February 2014)

Anzac Parade Parking and Kerb Access memo (TfNSW internal memo from Matthew

McKibbin to Jeff Goodling, 9 April 2014)

Randwick City Council Proposed Eastern Suburbs Light Rail Project On-Street Parking

Appraisal (GHD, 31 March 2014, updated 15 January 2015).

Proposed Eastern Suburbs Light Rail Project On-Street Parking Appraisal: Road Safety

Audit Response (GHD, 8 September 2014)

traffic and car parking surveys undertaken by Austraffic (commissioned by TfNSW as

part of the EIS) as referenced in the context of this report

Anzac Parade Retail and Commercial Customer Intercept Surveys (Sweeney Research,

7 November 2014)

other documents and data as referenced in this Strategy.

14S9035114 // 11/07/16



2. Strategy development

2.1 Principles

As detailed in Condition B29 of the Project’s Infrastructure Approval dated 4 June 2014 (as

modified), the Strategy is to be prepared in accordance with the kerbside access hierarchy

identified in the CSELR Environmental Impact Study – Transport Operations Report (Booz&Co/

AECOM, 6 November 2013).

Table 6.1 and Figure 6.1 from the Transport Operations Report have been reproduced below as

Table 2.1 and Figure 2.1, respectively.

Table 2.1 defines the hierarchy of kerbside access user requirements adopted as part of the

Project Parking Strategy, as stated in the Transport Operations Report of the CSELR Environmental

Impact Statement. It also describes the preferred mitigation strategy proposed for the project.

Table 2.1: Kerbside Access Hierarchy and Preferred Mitigation Strategy

Kerbside Access Use Class Preferred Mitigation Strategy

1 Disability Parking Replace all existing spaces which need to be removed with ‘like for like’ provision

as close as possible to existing provision.

2 Servicing and Loading

Ensure adequate provision of servicing and loading to meet local land use

requirements, notably for commercial premises and residential premises with no

alternative servicing opportunities.

This may require: new loading and servicing zone provision; new taxi zone

provision; local consolidation of loading and servicing within precincts; and

management of loading and servicing access i.e. time restrictions or localised

access provision on the alignment (in limited circumstances).

3 Short Stay

Provide replacement short term parking along the alignment, within the same

precinct and consider additional opportunities outside the corridor, such as in the

side streets in commercial zones (potentially as ‘dual use’ parking shared with

residential parking).

4 Long Stay Consider alternative long term residential parking opportunities on adjacent

streets within the same precinct.

5 Other

Provide adequate parking to meet access requirements as deemed necessary on

a case by case basis. This category includes but is not limited to: motorbike and

scooter parking; and parking for special land uses such as medical uses including

emergency vehicles, doctors and nurses.

Source: Reproduced from Table 6.1 of the CSELR EIS Technical Paper 1: Transport Operations Report (Booz&Co/ AECOM, 6 November

2013).

Figure 2.1 defines the policy responses adopted in the Transport Operations Report for the CSELR

based on the defined hierarchy of kerbside access.

This Strategy, as outlined in Condition B29 of the Infrastructure Approval, has been developed

consistent with this hierarchy.

2

14S9035114 // 11/07/16



Figure 2.1: Kerbside Access Policy Management Framework

Source: Reproduced from Figure 6.1 of the CSELR EIS Technical Paper 1: Transport Operations Report (Booz&Co/ AECOM, 6 November

2013).

2.2 Hierarchy in existing Council parking policies

Both City of Sydney and Randwick City Council have existing on-street parking policies that

outline a hierarchy for prioritising kerbside access.

These are indicated in Table 2.2.

Accessible

Parking

Short-stay

Parking

Other Long-

stay

Parking

Servicing,

Loading,

Taxi Zones

Other

Parking

Resident

Long-stay

Parking

Occupancy

Hierarchy

Mitigate all:

- Replace

always.

Mitigate:

- Replace majority.

(land use specific)

Manage:

- Improve utilisation across day to

ensure maximum efficiency.

- Encourage short stay turnover.

- Protect resident parking supply.

Manage/Accept:

- Where feasibile, facilitate other long stay

parking through efficiency improvements.

- Accept some loss of unrestricted parking

in line with strategic transport objectives.

14S9035114 // 11/07/16



Table 2.2: General Order of Kerbside Access Priorities Adopted by City of Sydney and Randwick

Councils

Kerbside Use

Priority Rank

Central Sydney On-Street

Parking Policy

Randwick City Council

On-Street Parking Policy

Pedestrian movement and safety 1 1

Vehicle movement and safety 2 2

Public transport needs 3

3

Servicing of businesses (e.g. loading zones) 4

Taxis/Taxi ranks 4

Resident parking 5 5

Special zones 6 6

Vehicle movement 7 -

Shopper and client parking (short-term parking) 8 7

General parking (all day/unlimited parking) 9 8

Sources: Central Sydney On-Street Parking Policy (City of Sydney) and Randwick City Council On-Street Parking Policy (Randwick City

Council).

Outside the CBD and Haymarket, City of Sydney’s parking policy is outlined in the

Neighbourhood Parking Policy, which states that in order to manage parking demand fairly and

transparently, it will “prioritise use of parking space for residents, businesses and their respective

visitors and customers. Maintaining this priority requires that commuter parking on‐street in

residential neighbourhoods and commercial precincts will be actively discouraged. The City will

manage parking and street space to encourage increased use of public transport, walking and

cycling.”

The Randwick City Council On-Street Parking Policy (27 July 2004) acknowledges that the

demand for on-street parking is greater than supply in the business centres. The growth in

demand is at a rate of 2–3% and therefore restrictions and limitations should be applied to

establish appropriate priority.

2.3 Stakeholder consultation

In preparing this Strategy, a number of stakeholder consultation meetings have been

undertaken. These include:

17 February 2015 – Presentation of preliminary findings to Randwick City Council

(councillors and staff)

30 April 2015 – Discussion meeting with Randwick City Council staff

06 May 2015 – Discussion meeting with City of Sydney staff

03 February 2016 – Presentations of draft Strategy to the Business Reference Group and

Community Reference Group formed for the project.

Consultation generally took the form of a presentation to the stakeholder group, where required,

and provision of the document for review and comment. Around two weeks were provided for

feedback. Refer to Appendix A for an outline of the issues raised during consultation and how

they have been addressed in this document.

14S9035114 // 11/07/16



3. Existing Parking Environment

3.1 Review of parking investigations to date

The CSELR Project Parking Strategy was provided as part of the overall CSELR Transport

Operations Report (Booz&Co/ AECOM) prepared as part of the EIS (dated 6 November 2013). A

summary of the key findings of the Project Parking Strategy for the Surry Hills, Kingsford, Kensington

and Randwick precincts that impact upon the Parking Offsets and Management Strategy are

provided below.

An updated inventory of existing kerbside uses (car parking supply and restrictions) was

undertaken by GTA for the Randwick and Kingsford/Kensington precincts during October and

November 2014 and for the Surry Hills precinct in May and June 2016.

Impacts on car parking

The impact to kerbside uses (car parking) for each of the precincts was identified in Section 6.3 of

the CSELR Transport Operations Report (Booz&Co/ AECOM, 2013). The impact on kerbside uses

was assessed during the pre-AM, inter peak and post-PM peak periods. The assessment indicated

that the impact would be greatest during the inter-peak and post-PM peak periods. In the report

the inter-peak period is identified as the period as when parking demands are at their greatest.

As such, the inter-peak periods has been assessed as part of this review.

The existing state of supply and demand and proposed impacts on car parking supply is outlined

below on a per precinct basis.

3.1.1 Kerbside uses (supply) in the Surry Hills precinct

The CSELR Transport Operations Report (Booz&Co/ AECOM, 2013) indicated that a total of 151

spaces would be lost in the Surry Hills Precinct as a result of the CSELR. A subsequent review

undertaken by City of Sydney indicates that a total of 153 parking spaces will be impacted by

the project along Devonshire Street in the Surry Hills precinct. The discrepancy of two (2) spaces

could be attributed to differences in estimating parking capacity of unmarked road spaces.

GTA conducted inter-peak kerbside parking occupancy checks (between 10am and 2pm) for

Devonshire Street in the Surry Hills precinct during May 2016. The key findings include:

There is high demand for parking along Devonshire Street, with an occupancy of 95%

recorded, excluding accessible and special use spaces.

A total of 142 spaces along Devonshire Street were recorded. 50% of these spaces are

short stay parking.

50% of short stay spaces contain a “Permit Holders Excepted” restriction.

Refer Section 3.1.3 below for an updated inventory of car parking supply across the alignment.

3.1.2 Kerbside uses (supply) in the Kensington, Kingsford and Randwick

precincts

The CSELR Transport Operations Report (Booz&Co/ AECOM, 2013) indicated that a total of 820

spaces would be lost as a result of the CSELR in the Randwick LGA section of the project

(Kensington, Kingsford and Randwick Precincts). In total, 22 special kerbside spaces, 256 short

3

14S9035114 // 11/07/16



stay, 81 long stay (restricted) and 461 long stay (unrestricted) spaces will be lost as a result of the

CSELR in the Kensington, Kingsford and Randwick precincts.

An estimate of the existing, during construction and post development levels of parking

supply along Anzac Parade has been reviewed by GTA in November 2014. Refer Section

3.1.3 below for an updated inventory of car parking supply across the alignment.

3.1.3 Updated inventory of car parking

Following additional survey of existing kerbside uses (car parking supply and restrictions)

undertaken by GTA as discussed above, a revised inventory of car parking supply in Surry Hills,

Randwick, Kensington and Kingsford was completed. For consistency the inventory has been

separated into special kerbside uses, short stay, long stay (restricted) and long stay (unrestricted)

and is summarised in Table 3.1. The inventory considers the inter peak period.

Table 3.1: Updated Inventory of Car Parking Provision along the CSELR Route

Kerbside Use Surry Hills [3] Kensington Kingsford [4] Randwick Total

Car Share, Hospital, Mail

Zone

2 1 0 4 7

Disability Parking 5 0 0 1 6

Loading Zone 13 0 6 0 19

Taxi Zone 0 0 5 2 7

Short Stay Parking (≤1P) 71 96 105 62 334

Long Stay (Restricted) 39 8 23 57 127

Long Stay (Unrestricted) 12 103 195 198 508

Total 142 208 334 324 1008

[1] In Surry Hills, GTA counted 6 additional spaces not included within the Transport Operations Report. This includes 4 ‘No Parking -

Wedding and Funeral Vehicles Excepted’ spaces.

[2] GTA counted 7 additional spaces not included within the Transport Operations Report (Booz&Co/ AECOM, 2013) and TfNSW

studies. This includes 2 ‘No Parking - Wedding and Funeral Vehicles Excepted’ and 5 car parking spaces for ‘Tourist Coaches Only’

along Anzac Parade, Kingsford.

Table 3.1 indicates that some 142, 208, 334 and 324 spaces are anticipated to be removed along

the light rail route in Surry Hills, Kensington, Kingsford and Randwick precincts, respectively.

Discrepancies in car parking numbers

This document provides a more current inventory of car parking numbers across the alignment.

For Kensington, Kingsford and Randwick, GTA recorded a higher number of car parking spaces

and for Surry Hills, a lower number of car parking spaces, along the CSELR route relative to

previous inventories.

It is noted that there is inevitably variation in reported parking supply when parking spaces are

not marked due to differences in the length of vehicles and space between them. In addition to

this, changes to the road environment and parking restrictions have altered the number of

parking spaces available along the light rail route since the surveys undertaken by TfNSW and

AECOM. The changes to the road environment are believed to be:

Surry Hills

Two additional unrestricted spaces have been identified (adjacent to Bourke Street)

that were previously signposted as a bus zone. Although the bus stop is still present,

removal of the bus zone signage has allowed other vehicles to use these parking

spaces.

GTA counted two loading zone spaces adjacent to Chalmers Street on Devonshire

Street where AECOM recorded four.

14S9035114 // 11/07/16



GTA was unable to identify one special use (Mail Zone or car share) space identified by

AECOM.

GTA identified three ¼ hour restricted spaces that were identified by AECOM in 2013 as

2-hour restricted spaces.

GTA counted a total inventory of 39 long stay restricted parking (>1P). This is 9 spaces

less than identified by AECOM.

Kensington

GTA counted 15 1P kerbside parking spaces between Todman Avenue and Darling

Street. This is 11 spaces more than that indicated in the Transport Operations Report.

It is believed that Kensington has seen changes in the distribution of parking restrictions

with an increase in availability of unrestricted parking and corresponding reduction in

1P parking.

Kingsford

In May to June 2012, there was a change in road geometry for the addition of a new

bus lane on Anzac Parade. This includes the removal of the 53 unrestricted median

kerbside parking spaces and addition of 13 unrestricted kerbside car parking spaces

from Gardeners Road to Sturt Street.

The TfNSW inventory included these spaces as informal parking that was occurring on

Anzac Parade. GTA did not observe any informal parking at this location as part of the

more recent site visits.

The median car parks have since been upgraded with the addition of formal line

marking. This has resulted in a small reduction with 2 less parking spaces identified.

Randwick

A temporary works zone was provided on High Street to the west of Avoca Street for the

AECOM surveys that have been reinstated as five 1P spaces.

GTA was unable to identify four loading zone spaces identified in the AECOM survey.

Whilst the estimates contained within the Transport Operations Report and the TfNSW parking

surveys are not considered to be incorrect, the inventory identified by GTA for the Surry Hills,

Kensington, Kingsford and Randwick precincts has been used for subsequent analysis.

3.1.4 Car parking occupancy (demand)

Car parking surveys were undertaken in May 2013 as part of the Project Parking Strategy

presented in the Transport Operations Report. Each precinct was further broken up into sub-

precincts. Car parking surveys were then undertaken on a street by street basis for the following

periods:

Pre AM peak occupancy (before 7:30am)

Inter-peak occupancy (between 10am and 2pm)

Post PM peak occupancy (after 6:30pm).

Number plate information of parked vehicles were collected, recorded and counted, and an

analysis of parking demand characteristics such as turnover and duration of stay were

calculated for individual street sections, sub-precincts and precincts.

Across the overall study area the inter-peak period was identified as having the highest car

parking demand. It is acknowledged that some areas generate higher levels of parking demand

during the pre AM and/or post PM peak periods (e.g. parking demand in the Kingsford Town

Centre peaks during the evening).

14S9035114 // 11/07/16



A summary of the existing levels of car parking demand and occupancy, as well as the resultant

parking occupancy incorporating the impacted car parking spaces along the CSELR route, are

provided in Table 3.2.

Table 3.2: Existing and future car parking demand/ supply/ occupancy

Location Parking

Demand

Existing Supply Existing

Occupancy

Future Supply [3] Future

Occupancy

Surry Hills [4] 1,702 2,062 83% 1,911 89%

Kensington 1,217 1,461 83% 1,277 95%

Kingsford 2,075 2,659 78% 2,347 88%

Randwick 2,119 2,380 89% 2,056 103%

[3] Assuming no on-street car parking is retained along the light rail route.

[4] Post PM Peak has highest demand level in Surry Hills. Future supply does not incorporate net additional parking supply resulting

from replacement spaces in Nobbs Place.

The surveys indicated that demand along the route is currently high, with occupancy levels of

between 78% and 89%. Assuming no change in car parking demand as a result of the CSELR

project the occupancies are anticipated to increase to between 88% and 103%. This will create

increased pressures on the existing car parking supply and as such, additional measures will need

to be implemented to accommodate the future car parking demand scenarios.

However, as the CSELR Project will significantly increase public transport accessibility for these

precincts, current levels of visitor parking demand, including long-stay parking (e.g. students and

workers), could decrease when the CSELR is operational. It would also be appropriate for future

parking restrictions to support the use of the CSELR for access to the precincts along the route.

It is this important to monitor the impacts of the Project on the existing parking situation as

operational conditions stabilise. A monitoring program for assessing post-opening parking impacts

is discussed in Chapter 6.

3.1.5 City of Sydney Neighbourhood Parking Policy

The City of Sydney started progressively rolling out its new Neighbourhood Parking Policy from

August 2014 across the local government area. Key changes to the policy include:

reducing 32 parking permit areas to 16

introducing daily visitor permits across all neighbourhoods (replacing yearly visitor

permits where they currently exist)

introducing business parking permits in all areas (with tighter eligibility criteria).

In February 2015, the previous resident parking areas 18, 25, 27 and 29 were merged to create to

create a new larger parking area known as Area 18 Surry Hills. This now enables permit holders of

the merged previous areas to user parking spaces within the wider Area 18. Correspondingly, the

changed conditions will likely bring about changes over time to parking demand characteristics

in the Surry Hills Precinct, compared to what has been assessed in the Transport Operations

Report. The consolidation of permit areas that has recently been implemented has also been

identified in the Project Parking Strategy in the Transport Operations Report as a potential

opportunity to balance parking demand in the Surry Hills Precinct, and will contribute towards

meeting the parking offset requirements as a result of the CSELR.

3.1.6 Surry Hills Parking and Traffic Network Study

City of Sydney, in February 2016, prepared concept plans for potential new parking spaces within

the Surry Hills precinct. CoS’ assessment has identified five viable options for additional parking

including:

14S9035114 // 11/07/16



Belvoir Street – 90 degree angled parking with about 18 spaces gained

Lansdowne Street – 90 degree angled parking with about 7 spaces gained

Riley Street – 60 degree angled parking with about 25 spaces gained

Wilton Street – conversion to one-way allowing parking on both sides of the road with

about 8 spaces gained

Collins Street – 45 degree angled parking with about 8 spaces gained.

Further investigations would need to be carried out to assess the viability of these proposed

parking options, including compliance checks and road safety audits.

In summary, a total of 67 new kerbside parking spaces could potentially be provided with

reconfiguration of existing on-street parking in the Surry Hills precinct.

3.1.7 Randwick City Council LGA On-street Parking Appraisal

GHD, on behalf of Randwick City Council, prepared the Proposed Eastern Suburbs Light Rail

Project On-Street Parking Appraisal (31 March 2014); a parking study to identify potential

locations to provide angled parking in place of existing parallel parking in order to offset part of

the on-street car parking to be lost as part of the light rail project.

Randwick City Council identified 30 streets located in close proximity to the light rail route that

were to be investigated as part of the study. The GHD report identified a number of streets where

future angled car parking could be provided dimensionally on one or both sides of the

carriageway. Concept designs prepared for each of the roads within the study area identified

that approximately 789 additional spaces could be provided5.

Subsequent to the preparation of the initial report a road safety audit was undertaken of each of

the identified car parking locations to further determine their suitability from a safety perspective.

On 29 January 2015, GHD updated the report incorporating responses to the recommendations

of the road safety audit. The updated report grouped parking recommendations for each of the

identified streets into categories as follows:

Category 1: Proceed with angle parking (23 locations)

Category 2: Retaining structure requires a potential high cost (2 locations)

Category 3: Further assessment of tree locations required (4 locations).

The updated GHD report concluded that should all Category 1, 2 and 3 angled parking space

locations be pursued, a total of 633 additional car parking spaces could be provided6.

3.2 Summary

3.2.1 Surry Hills precinct

A parking occupancy spot check, carried out by GTA in May 2016 indicates that

parking on Devonshire Street has a utilisation of about 95%.

About half of the kerbside parking supply along Devonshire Street is signposted with

either a 1P or a 2P limit, with Area 18 permit holders excepted. The low observed

turnover of these spaces indicates that the spaces are largely occupied by residents.

Motorcycle parking demand appears to be relatively high in Surry Hills, with many car

spaces used by parked motorcycles.

5 Sourced from Table 10 of the Proposed Eastern Suburbs Light Rail Project On-Street Parking Appraisal (GHD, 31 March 2014)

6 Sourced from Section 4 of the GHD Road Safety Audit Response (29 January 2015)

14S9035114 // 11/07/16



The Transport Operations Report noted that the directly impacted parking supply, along

the Devonshire Street alignment, is highly utilised, in particular in the zones east of

Waterloo Street, while the utilisation of the impacted supply east of Crown Street is low.

City of Sydney has started to roll out changes to its Neighbourhood Parking Policy,

which included an amalgamation of parking permit areas in the Surry Hills Precinct,

consistent with the recommendations of the Project Parking Strategy.

The kerbside spaces impacted by the CSELR could partially be offset by the increased

parking availability (parking pool) arising from implementing changes as outlined in the

City of Sydney’s Neighbourhood Parking Policy.

3.2.2 Kingsford precinct

A number of minor streets off Anzac Parade provide unrestricted parking.

Off-street parking on Rainbow Street and Anzac Parade appears to be utilised by

commuter and staff of the nearby shopping precinct.

Observations and a review of postcodes of number plates, indicate that a number of

UNSW students park in the surrounding unrestricted on-street parking areas and walk to

the University.

Car parking occupancy, arising from parking demand generated by staff, students and

commuters, is nearly at capacity by 10am prior to the commencement of peak retail

activity.

There is a significant night time economy in Kingsford, generating high car parking

occupancy rates observed in the evenings, particularly on weekends.

3.2.3 Kensington precinct

A number of minor streets off Anzac Parade provide unrestricted parking.

There is less evidence of commuter car parking occurring at Kensington compared with

Kingsford, noting that as a result of the express bus operation there is less benefit for

commuters parking in Kensington compared to Kingsford.

Observations indicate that a number of UNSW students park in the surrounding

unrestricted on-street parking areas and walk to the University.

There is limited night time activity with parking demand typically peaking during the

daytime.

Available parking spaces along High Street are almost fully occupied the entire day on

weekdays. Along Wansey Road, parking demand is about 60 percent of supply.

3.2.4 Randwick precinct

The CSELR alignment and consequently the impacted car parking areas largely avoid

existing commercial precincts in Randwick.

Many of the on-street parking spaces within the Randwick precinct are already fully

occupied throughout the day.

Observations indicate that a number of hospital staff park in the surrounding

unrestricted car parking areas and are willing to walk relatively long distances to the

hospital precinct.

14S9035114 // 11/07/16



4. Parking Management Options

This section discusses a number of potential car parking management options that could be

implemented to mitigate impacts of the CSELR on car parking.

4.1 Staging implementation of parking strategies

For the most part, the car parking assessments undertaken to-date have predominantly

considered the operational impacts of the CSELR project. However, there will be impacts to on-

street car parking provisions along the route during the construction phase of the project. While

not necessarily impacted all at once during construction, almost all on-street car parking along

the route will be required to be removed (in stages).

It is recommended that the any operational car parking management be progressively

implemented during the construction phase.

The benefits of this approach include:

consistency of signage along the route

minimisation of inconvenience for residents, customers and employees associated with

multiple changes to restrictions over a short time period

provision of an economic solution which reduces implementation costs.

Where possible, it is recommended that construction vehicle parking be accommodated at the

various construction compounds, with workers to be shuttled to specific work sites along the

corridor. At times throughout the construction process there may be opportunities to

accommodate worker parking within the existing median (centre of road) car parking provided

along Anzac Parade.

Additional consideration would need to be given to the impacts of the project’s construction on

other kerbside uses such as bus zones, taxi ranks and loading zones.

4.2 Key principles for mitigating parking impacts

The Project Parking Strategy outlined in the Transport Operations Report outlined a number of

recommended policies to mitigate and manage the impacts of the project on existing kerbside

uses. These are, in hierarchical order:

i Emphasise the mass transit function of surface public transport.

ii Where feasible, retain existing parking and loading supply on project corridor.

iii Consider opportunities to balance efficiency in kerbside access for the corridor and

adjacent streets within the same precinct.

iv Optimise available capacity on the project corridor and surrounding precincts.

Refer to the CSELR Transport Operations Report (Booz&Co/ AECOM, November 2013) for further

detail.

4

14S9035114 // 11/07/16



4.3 Time restricted parking

Many of the minor local streets in the Kingsford and Kensington precincts, and a lower number in

the Surry Hills and Randwick precincts, have unrestricted parking that attracts long-stay demands,

from a combination of residents, employees and commuters, and a significant proportion of

parking supply in these precincts are already occupied at the start of core business hours (i.e. by

10am).

There are challenges associated with commuter and student parking, which is of limited local

benefit, and without implementing appropriate policies, parking pressures could potentially

increase to the detriment of local residents and businesses. However, the CSELR Project will

improve public transport accessibility to key destinations along the route, including the Randwick

Health Precinct and UNSW. The CSELR offers an alternative transport access mode that could

reduce the demand for kerbside parking (particularly long-stay demand) and go some way to

alleviating these parking pressures.

It is noted that both City of Sydney’s and Randwick City Council’s respective On-Street Parking

Policy allocates the lowest priority to general parking (all day/ unrestricted parking).

In order to optimise the usage of the existing car parking supply, time restrictions could be

introduced to the existing unrestricted car parking spaces. This Strategy will be particularly useful

in Kingsford, where many of the existing side streets currently provide all-day unrestricted parking.

Increased time restricted car parking should also be considered at locations where it is

anticipated that there may be an induced commuter car parking demand associated with the

light rail itself, focusing on areas adjacent to the stops and termini.

This is initiative could be implemented progressively by the relevant Council in anticipation of

construction activities in each zone.

14S9035114 // 11/07/16



4.3.1 Time restrictions

Where relocated car parking is being provided in side streets, it is recommended that generally

there should be consistency with the existing time restriction provided on the side street. A

criterion which could be used to determine whether time restrictions should be altered is outlined

in Figure 4.1.

Figure 4.1: Flowchart for Managing Time Restrictions

14S9035114 // 11/07/16



Figure 4.2 and Figure 4.3 illustrate potential changes in kerbside parking demand characteristics

in relation to proximity to activity centres that could potentially be achieved with the introduction

of time restrictions, in line with the hierarchy in Figure 2.1.

Figure 4.2: Unmanaged Car Parking Demand

4.3.2 Applying typical time restrictions

In accordance with the hierarchy identified in Table 6.1 and Figure 6.1 of the Transport

Operations Report (Booz&Co/AECOM, 2013), typical parking restrictions that could be

implemented to manage parking demand and their beneficiaries are shown in Table 4.1.

Figure 4.3: Managed Car Parking Demand

14S9035114 // 11/07/16



Table 4.1: Typical Parking Restrictions and Intended Beneficiaries

Parking

Restriction

Who the Parking Caters to

Sh

ort

-Te

rm

Re

tail

Sh

op

pin

g

Da

ytim

e D

inin

g

Re

sid

en

tia

l

Vis

ito

rs

Ev

en

ing

Din

ing

En

tert

ain

me

nt

Stu

de

nts

Em

plo

ye

es

Co

mm

ute

rs

Re

sid

en

ts

¼ P

½ P

1P

2P

4P

Special uses Resident Permit

Scheme - - - - - - - -

Unrestricted

Further, there are opportunities throughout the study area that would allow for a more efficient

time-restricted parking management scheme through the consolidation of existing parking

restrictions. This would also tend to reduce street sign clutter, and allow for clearer legibility not just

in terms of enforcement, but also for customer clarity, to be able to serve the intended purpose.

4.3.3 Appropriate walking distances

In support of reorganising the locations for various parking uses, acknowledgement must be given

to appropriate walking distances between car parking locations and a user’s intended

destination. Generally, the time and distance which drivers are prepared to walk depends on

the length of time which will be spent at their destination.

The Victorian Transport Policy Institute paper on Shared Parking provides appropriate walking

distances for various activities. Table 4.2 provides adapted values for Australian conditions.

Table 4.2: Acceptable Walking Distances [1]

Adjacent

(Less than 50m or 1

minute walk)

Short

(Less than 250m or

3 minutes’ walk)

Medium

(Less than 400m or

5-6 minutes’ walk)

Long

(Less than 500m or

6-7 minutes’ walk)

People with

disabilities

Deliveries and

loading

Emergency services

Convenience stores

Grocery store

Professional services

Medical clinics

Residents

General retail

Restaurants

Employees

Entertainment

centres

Religious institutions

Long-

stay/commuter

parking

Major sport or

cultural event

Overflow parking

[1] Adapted from the Victorian Transport Policy Institute, Canada.

Note: This table assumes ‘good’ pedestrian conditions which include level ground and good quality uncovered footpath, pram

crossings and mild climate conditions.

Table 4.2 shows that the uses whose customers would stay for the shortest time typically accept

the shortest walking distances and as the time each user expects to spend at the destination

increases, the longer they find it acceptable to walk. For example, a trip by a customer to the

newsagent to purchase a newspaper, which could only take a couple of minutes, would not

accept a five to six minute walk from a car parking space. However, a person shopping or

undertaking a business transaction that takes a couple of hours potentially would.

14S9035114 // 11/07/16



In many cases, people will accept longer walking distances and in this regard, where parking is

constrained within a precinct, customers will be aware of the constrained parking situation and

will make their trip decision accordingly.

4.4 Resident parking scheme

The extension of or introduction of resident parking schemes within the study area could provide

an opportunity to protect the amenity of resident parking from non-residential parking demands.

Specifically the existing resident parking schemes in Kensington could be extended to further

provide for resident car parking as opposed to long-term student parking associated with the

University of NSW. A resident parking scheme could be extended or implemented to include one

or both sides of streets.

In locations where resident parking and short term customer car parking is to be catered for, the

resident parking scheme could be provided in combination with short-term parking restrictions

(i.e. 1P Resident Permit Excepted spaces), such an arrangement would cater for long-term

resident demands, short-term retail demands and curtail long-term student demands.

Both City of Sydney and Randwick City Councils have established resident parking schemes, built

on the Roads and Maritime Services guidelines. City of Sydney, as outlined in its revision of the

Neighbourhood Parking Policy, has begun revising boundaries for permit areas to amalgamate

smaller ones and provide more opportunities in the larger permit area for permitted parking for

residents, visitors and businesses. Randwick City Council is also in the process of reviewing its

parking permit policy and reviewing the available number of parking spaces against the number

of permits issued for the permit areas within the LGA. In this regard, the ongoing revisions and

reviews being undertaken by both Councils constitute an important component of this Strategy.

Roads and Maritime Services guidelines stipulate that resident parking schemes are typically

available to residents who do not have access to an off-street car parking space. Any extension

or introduction of resident parking schemes should ensure that the abutting residential properties

would be entitled to a permit, otherwise this could lead to an inefficient use of kerbside space.

Various approaches can be taken to the provision of car parking particularly around activity

centres where an interface exists between residential and commercial, as well as institutional and

educational uses.

The use of peripheral area parking around activity centres is a common occurrence to support

the core areas which often results in intrusion into surrounding residential areas. While traditional

residential areas are typically protected from commercial intrusion, those adjacent to a town

centre cannot expect the same level of amenity as those in outer residential areas.

Indeed the benefits of living close to a town centre or activity centre must also be considered in

the context of a lower level of amenity.

Having regard for the above, the following options could be considered in addressing parking

overspill.

No intrusion permitted

Imposing parking restrictions, such as resident permit parking restrictions, in the surrounding

residential area to not allow any intrusion of parking could be adopted. This primarily forces

drivers to find an alternate mode of transport or circulate within the commercial area until they

find a vacant parking space. During absolute peak parking periods this can lead to congestion if

14S9035114 // 11/07/16



there are not sufficient alternate parking options or facilities to support alternate modes of

transport.

Managed intrusion

The management of parking intrusion on adjacent residential areas is commonly dealt with

through a combination of time restricted parking and permit parking either side of the road.

Such an approach provides a compromise to residents who expect parking to be available for

themselves and their visitors whilst allows the effective use of public parking supplies.

Unlimited intrusion

Acceptance could be given to allowing unlimited or unmanaged intrusion of car parking into

residential areas. This approach acknowledges that on-street parking is a public resource and

nobody, residents or retail staff and customers, has a ‘sole right’ to this resource. Such a response

is more commonly accepted during peak periods and/or infrequent events (e.g. concert or

sports games), however could be adopted also for frequent occurrences. This option would

require a large percentage of dwellings to have off-street car parking for the unlimited intrusion

strategy to have limited impacts on residential parking provisions.

4.5 Paid parking

Given a choice, motorists prefer unpriced parking, however the pricing of parking can assist in

providing:

A level of natural enforcement of restrictions (drivers are less willing to risk overstaying as

an overstay event in a paid parking area is easier for enforcement officers to detect

than in a simple time restricted area).

Greater time efficiency in the enforcement task for officers monitoring parking spaces

allowing a greater catchment of spaces to be captured.

As a result, a paid parking system assists to increase turnover of parking spaces. In addition paid

parking can act as a demand management tool, which reflects the priority order of spaces and

emphasises the convenience of most important central parking areas. This assists, while not

physically increasing the supply of parking, to increase the opportunity for more drivers to use the

same parking space.

Whilst not strictly recommended as part of this study, the implementation of paid parking could

be considered should demands regularly exceed supply at key locations within the study area

(i.e. hospital and retail parking areas). Alternatively should dedicated on or off-street commuter

parking be provided this could be operated as paid parking. Key stakeholders (business owners,

residents, etc.) would need to be consulted thoroughly as part of any strategy to introduce paid

parking within the study area.

4.6 Car sharing

The kerbside access hierarchy and preferred parking management mitigation strategy outlined in

the Project Parking Strategy (refer Figure 2.1) considered long stay parking as a low priority use.

From analysis of the parking survey data, a significant portion of the unrestricted car parking

spaces in the precincts is being used as opportunistic long-term resident parking. In some

precincts future provision of long-term car parking may not meet the existing long-term parking

demands. In these locations an element of modal change may need to be achieved (mode

shift away from private car). The CSELR project itself contributes towards achieving this mode shift,

particularly for work trips to the CBD.

14S9035114 // 11/07/16



One factor that would contribute towards reducing future long-term residential car parking

demand is a reduction in car ownership levels, which could in turn be achieved through higher

use of car sharing.

Car share is a more efficient use of kerbside space, with one car share space replacing up to 12

private vehicles7. Figure 4.4 below illustrates the existing car share vehicle locations within and

surrounding the CSELR corridor. The figure indicates that localities such as Surry Hills, Bondi

Junction, Erskineville and Coogee have high concentrations of car share spaces, while the

provision of car share in Kensington, Kingsford and Randwick is low. In comparison to other

locations, there is a potential shortfall of car share locations within the Kingsford, Kensington and

Randwick precincts, and the introduction of additional car share spaces, in conjunction with the

other identified car parking measures in these precincts, could potentially contribute towards a

reduction in the demand for long-term car parking, particularly in the South East.

Figure 4.4: Existing Car Share Locations in Sydney and Surrounds

Source: City of Sydney website http://www.cityofsydney.nsw.gov.au/live/residents/car-sharing

Consistent with the approach for the Strategy, existing car share spaces that are directly

impacted by the Project would need to be given the corresponding hierarchy in replacement

spaces, as outlined in Section 2.1.

7 City of Sydney website.

http://www.cityofsydney.nsw.gov.au/live/residents/car-sharing

http://www.cityofsydney.nsw.gov.au/live/residents/car-sharing

14S9035114 // 11/07/16



4.7 Replacement parking

Opportunities to increase the car parking supply in several nearby local streets along the CSELR

alignment could be implemented by relevant Councils to mitigate the kerbside spaces impacted

by the project. Randwick City Council have undertaken some investigations and identified a

number of opportunities in its Local Government Area (LGA) within proximity to the CSELR. These

replacement parking opportunities are achieved by converting existing parallel car parking

spaces on wider local streets to angled parking spaces. The criteria typically used to determine

appropriate locations to convert parallel car parking to angled car parking is set out in Figure 4.5.

Figure 4.5: Flowchart for Replacement Parking

14S9035114 // 11/07/16



4.8 Relocated parking

Accessible parking spaces (compliant with the Disability Discrimination Act 1992) and loading

zones will be (where practicable) relocated to the adjacent side streets by Transport for NSW

during construction. Accessible parking and loading zones are considered a higher priority for

replacement in line with the principles outlined in Section 2.1.

Other kerbside parking along the alignment could be relocated to adjacent side streets. Figure

4.6 provides the criteria that could be used to determine where the car parking will be relocated

to.

Figure 4.6: Flowchart for Relocated Parking

14S9035114 // 11/07/16



Refer to Figure 4.7 and Figure 4.8 for generic examples of the relocation of car parking to the side

streets.

Figure 4.7: On-Street Parking Relocation Basic Theory

Figure 4.8: On-street Parking Relocation – with Restrictions on Side Street

4.9 Potential additional measures

4.9.1 Bicycle parking

Provision of well-designed and located bicycle parking facilities for key destinations, particularly

those within close distance to established or proposed cycle routes would contribute towards

reducing the demand for private car travel, and consequently car parking, particularly for short-

distance trips within the local precinct.

EXISTING PARKING

Special Use

Short Stay

Long Stay

REPLACEMENT PARKING

Special Use

Short Stay

Long Stay

Relocate similar use

parking spaces to the

side street, split equally

to the nearest side

streets.

Relocate special use

spaces to the side street

in the closest location to

where they have been

relocated from

Sid

e s

tre

et

Sid

e s

tre

et

EXISTING PARKING

Special Use

Short Stay

Long Stay

REPLACEMENT PARKING

Special Use

Short Stay

Long Stay

Relocate similar use

parking spaces beyond

the existing restriction.

Special use spaces

take precedence over

existing restrictions.

Sid

e s

tre

et

Sid

e s

tre

et

14S9035114 // 11/07/16



4.9.2 Motorcycle parking

Motorcycle parking could be provided where space is limited (e.g. where driveways are closely

spaced and would not allow discrete car lengths to be parked in between). Motorcycle (and

scooter) use contributes towards a potential reduction in car ownership levels, and provides for a

more efficient use of kerbside space.

Currently, in the Sydney LGA, motorcycle and scooter riders are not required to pay at any of the

parking meters in timed areas, but are required to observe the time restrictions.

4.9.3 Enforcement

Any strategy to manage car parking demand would not succeed without a supporting

enforcement strategy. Enforcement would ensure efficient use of available parking and higher

turnover of spaces, with evidence showing a direct correlation between enforcement and

compliance.

Managing demand for kerbside space, which is a finite resource, would be the driving purpose of

parking policy. Suitable key messages would need to be communicated by Councils and the

relevant authorities, to avoid negative community sentiment.

It is noted that shorter time restrictions are more resource-intensive to enforce. However, new

technologies are now available which can assist in enforcement, as discussed in Section 4.9.4.

4.9.4 Parking technology

Significant improvements in technology have enabled parking authorities meet overall objectives

in managing parking demand in their local areas. These include new technology mostly in

relation to paid parking, and include parking ticket machines associated with paid parking zones

involving ‘pay & display’ schemes and smart meters. These meters now offer a host of

applications such as accepting different methods of payment (including contactless methods)

and real-time communications with a central information centre that provide authorities with a

host of information, including parking utilisation data, availability of parking spaces (real time),

and alerts on time remaining for occupied spaces.

As an example, the City of Melbourne has implemented parking management programs with the

use of in-ground sensors, which are devices that are embedded in the pavement and records

when a vehicle arrives and departs from a car parking space. It can provide information on

when a vehicle has exceeded the permitted time limit in a parking space. A signal is then sent

from the sensor to the central processing centre (or an area-based one). The signal is beamed to

the nearest hand-held device held by a parking ranger. This allows more efficient deployment of

manpower resources in assisting enforcement.

The in-ground sensors, combined with other parking management technologies such as ‘pay-by-

phone’ application and licence plate recognition systems has enabled Melbourne to more

efficiently manage on-street parking spaces in the city. Using new technology invariably comes

with significant cost. However, these costs would likely be offset by the increased efficiencies in

ranger deployment.

San Francisco’s ‘SF Park’ program uses technology and pricing to manage kerbside parking

demand and minimises vehicles circulating for parking spaces. Parking fees are updated on a

monthly basis, and information is available in a mobile application package. Similar to the

Melbourne program, in-ground sensors are placed at kerbside spaces that feed information into

14S9035114 // 11/07/16



a centralised management centre. As a further example, in-ground sensors have recently been

installed in the North Sydney area.

A subsequent evaluation of the SF Park program indicated that average parking rates were

lower, parking availability improved, and customers were able to more easily find a parking

space. Customers were also able to pay for parking more easily, which reduced the likelihood of

parking fines. Other benefits from the program included reduced greenhouse gas emissions and

vehicle kilometres (miles) travelled.

4.10 Efficiency of measures to offset impacted parking

Table 4.3 provides a summary of the potential parking offsets that could be provided throughout

the project area by implementing a combination of the strategies outlined above.

Table 4.3: Summary of Parking Offsets

Precinct Impacted

Spaces

Potential

Offsets Remarks

City Centre Precinct

Ongoing discussions between City of Sydney and the CBD Coordination Office cover

a number of changes and responses to transport and traffic arrangements in the City

Centre Precinct (north of Chalmers Street).

The discussion of specific strategies to mitigate the direct and indirect impacts of the

project on kerbside parking within the City Centre Precinct has been excluded from

the scope of this document.

Surry Hills Precinct 151 to 153

Up to 232

(latent

capacity

throughout

Surry Hills)

This information is based on the City of Sydney

updated Neighbourhood Parking Policy

Moore Park Precinct Excluded from investigation. CSELR has minimal parking impacts in precinct.

Kensington Precinct 208 185 This information is based on advice from Randwick City

Council following investigation in their LGA. Kingsford Precinct 334 295

Randwick Precinct 324 153

Total – Randwick LGA 866 633 Aggregated total of 233 spaces lost.

14S9035114 // 11/07/16



5. Examples of Strategy Implementation

To demonstrate how the Parking Offsets Management Strategy could be implemented, two

areas were selected to test the outcomes of selected strategies listed above:

along Devonshire Street in Surry Hills precinct

along Anzac Parade in Kingsford precinct.

5.1 Devonshire Street, Surry Hills

The pilot study area for the Surry Hills precinct is shown in Figure 5.1. It includes the area bounded

by Clisdell Street, Adelaide Street and Steel Street.

Figure 5.1: Surry Hills Precinct Parking Strategy Pilot Study Area

Map source: Land and Property Information

5

14S9035114 // 11/07/16



5.1.1 Existing Parking Restrictions

The existing parking restrictions in the Surry Hills example study area are listed in Table 5.1. A map

showing the location of these restrictions is provided in Figure 5.2.

Table 5.1: Surry Hills Precinct Pilot Study Area – Existing Parking Restrictions

Street Between Existing Spaces

Devonshire – North Side Clisdell Street and Adelaide Place

1 – Car Share

3 – UR

1 – LZ

3 – 1P

6 – 1P (PHE)

Waterloo Street – East Side Devonshire Street and Adelaide Street 8 – 1P (PHE)

Waterloo Street – West Side Devonshire Street and Gladstone Street 2 – 1P (PHE)

Adelaide Street – South Side Waterloo Street and Adelaide Lane

1 – Car Share

11 – 1P

1 – Motorcycles

Devonshire – South Side Clisdell Street and Adelaide Place

10 – 1P (PHE)

3 – Accessible

10 – 2P

Clisdell Street – Southbound – East Site Devonshire Street and Belvoir Street 4 – 1P (PHE)

28 – UR

Clisdell Street – Northbound – East Site Devonshire Street and Belvoir Street 2 – Car Share

21 – UR

Clisdell Street – Northbound – West

Site Devonshire Street and Belvoir Street

2 – 1/2P

9 – 1P

3 – LZ/ 4P

1 – Accessible

3 – 4P

Notes: UR = Unrestricted, LZ = Loading Zone, PHE = Permit Holders Excepted.

14S9035114 // 11/07/16



Figure 5.2: Surry Hills Precinct Pilot Study Area – Existing Parking Restrictions

14S9035114 // 11/07/16



5.1.2 Proposed Restrictions

The Surry Hills precinct contains a majority of short-stay restricted parking on narrow roads. As

such, options for parking offsets through the introduction of angled parking or by displacing

unrestricted parking is limited.

The proposed strategy for parking offsets for the Surry Hills precinct takes into consideration the

hierarchy of parking restrictions as detailed in Table 2.1. The strategy focuses on the availability of

disabled, loading and car share parking which is intended to be, in general, equivalent to

existing conditions. Short stay and long stay parking could be reinstated where possible.

Across this example study area contains three accessible spaces, one loading zone and one car

share space. The loading zone space is related to the commercial use at the corner of

Devonshire Street and Waterloo Street and could be relocated from Devonshire Street to

Waterloo Street, allowing continued use by the existing adjacent properties. This could require

removal of an existing short stay space on Waterloo Street.

In addition, the three accessible spaces could also be relocated to Waterloo Street, displacing

existing 1-hour time restricted parking.

In accordance with the hierarchy of parking restrictions, the unrestricted parking spaces along

Clisdell Street would best be converted to 1-hour and 2-hour time restricted spaces to replace

those removed along Devonshire Street. Noting that these unrestricted spaces are largely used

by residents, the new time restricted parking could be allocated as “Permit Holders Excepted” to

allow continued use by residents for their long stay parking needs.

It is important to note that 37 spaces are lost on Devonshire Street while 50 unrestricted spaces

and five 1-hour restricted spaces have been altered as part of the parking strategy. The intention

would be to apply time restrictions to all unrestricted spaces on Clisdell Street in order to

consolidate and group parking restrictions. The method could act to:

minimise confusion relating to inconsistency in restrictions

assist in enforcement

reduce street sign clutter

allow for lower overall operating costs for CoS.

Table 5.2 presents a comparison of the proposed parking restrictions and spaces, with the existing

situation. A map of the proposed restrictions is provided in Figure 5.3.

14S9035114 // 11/07/16



Table 5.2: Parking Offsets Strategy for Surry Hills Precinct Pilot Study

Street Between Existing Spaces Proposed Spaces Changes

Devonshire – North Side Clisdell Street and

Adelaide Place

1 – Car Share

3 – UR

1 – LZ

3 – 1P

6 – 1P (PHE)

0 14 spaces lost

Waterloo Street – East

Side

Devonshire Street and

Adelaide Street 8 – 1P (PHE)

1 – LZ

7 – 1P

1P space

converted to a

Loading Zone and

2 spaces

converted to

accessible spaces.

Waterloo Street – West

Side


Gladstone Street 2 – 1P (PHE)

1 – Accessible

1 – 1P (PHE)

1 1P space

converted to an

accessible space

Adelaide Street – South

Side

Waterloo Street and

Adelaide Lane

1 – Car Share

11 – 1P

1 – Motorcycles

1 – Car Share

11 – 1P

1 – Motorcycles

Unchanged

Devonshire – South Side Clisdell Street and

Adelaide Place

10 – 1P (PHE)

3 – Accessible

10 – 2P

0 23 space lost

Clisdell Street –

Southbound – East Site


Belvoir Street

4 – 1P (PHE)

28 – UR

4 – 1P (PHE)

3 – Accessible

25 – UR

28 unrestricted

spaces converted

to 1P with Permit

Holders Excepted.

Clisdell Street –

Northbound – East Site


Belvoir Street

2 – Car Share

21 – UR

2 – Car Share

21 – UR

1 unrestricted

space converted

to a Car Share

space. 20

unrestricted spaces

converted to 2P

with Permit Holders

Excepted.

Clisdell Street –

Northbound – West Site


Belvoir Street

2 – 1/2P

9 – 1P

3 – LZ/ 4P

1 – Accessible

3 – 4P

2 – 1/2P

9 – 1P

3 – LZ/ 4P

1 – Accessible

3 – 4P

Unchanged

14S9035114 // 11/07/16



Figure 5.3: Surry Hills Precinct Parking Strategy Pilot Study Area – Proposed Restrictions

14S9035114 // 11/07/16



5.2 Anzac Parade, Kingsford

This example study area on Kingsford precinct is shown in Figure 5.4. It is bounded by Strachan

Street to the north, Middle Lane to the east, Borrodale Road to the south and Houston Road to

the west, with Anzac Parade running north–south through the middle.

Figure 5.4: Kingsford Precinct Parking Strategy Pilot Area

Map source: Land and Property Information

14S9035114 // 11/07/16



5.2.1 Existing parking restrictions

The existing parking restrictions in this example study area are listed in Table 5.3. A map showing

the location of these restrictions is provided in Figure 5.5.

Table 5.3: Kingsford Precinct Pilot Study Area – Existing Parking Restrictions

Street Between Existing Spaces

Anzac Parade – west side Strachan Street and Borrodale Road 19 – 1P

Strachan Street – south side Houston Road and Anzac Parade

3 – 2P

7 – 2P (PHE)

14 – UR

Strachan Street – north side Houston Road and Anzac Parade 7 – 2P

13 – UR

Houston Road – east side Strachan Street and Borrodale Road 53 – UR

7 – 2P(PHE)

Houston Road – west side Strachan Street and Borrodale Road 9 – 2P(PHE)

4 – UR

Borrodale Road – north side Houston Road and Anzac Parade 13 – 1P

Borrodale Road – south side Houston Road and Anzac Parade 15 – 1P(PHE)

4 – 1P

Anzac Parade – east side Strachan Street and Meeks Street 16 – 1P

Middle Street – south side Anzac Parade and Harbourne Road 15 – 2P(PHE)

Middle Street – north side Anzac Parade and Harbourne Road 7 – 1P

19 – UR

Harbourne Road – west side Middle Street and Meeks Street 11 – 1P (PHE)

7 – UR

Harbourne Road – east side Middle Street and Meeks Street 13 – UR

7 – 1P (PHE)

Meeks Street – north side Anzac Parade and Harbourne Road 4 – 1P

4 – 2P

Meeks Street – south side Anzac Parade and Harbourne Road 10 – 1P

2 – Accessible

Notes: UR = Unrestricted, PHE = Permit Holders Excepted.

For purposes of the Pilot Study, the parking conditions and restrictions along Houston Lane and

Middle Lane were excluded from the assessment.

14S9035114 // 11/07/16



38

Figure 5.5: Kingsford Precinct Pilot Study Area – Existing Parking Restrictions

14S9035114 // 11/07/16



5.2.2 Proposed restrictions

Utilising the parking management strategies, GTA has prepared two preliminary implementation

options for the Kingsford pilot study area:

Option 1 – Base Replacement Option. This replaces lost on-street parking spaces on

Anzac Parade with additional spaces to be created, principally on Harbourne Road,

through the conversion of certain road sections into 90-degree parallel parking. This

would reduce the width of the road verge and landscaping area.

Option 2 – Enhanced Parking Management Option. In addition to Option 1, new

restrictions are proposed to be created in a portion of the existing unrestricted spaces,

but providing additional spaces for permit holder exceptions8.

For both options, the proposed restrictions have been developed progressively following the

priority framework outlined in the Transport Operations Report (Figure 2.1 and Table 2.1).

Parking offset Option 1: Base replacement option

As a base option for the Parking Offsets and Management Strategy for Kingsford, the proposed

restrictions have been developed with the framework that the availability of disabled, loading

and short stay parking would be, in general, equivalent to existing conditions. This includes

existing restricted spaces with permit holder exceptions. In addition the block north of the pilot

study area has been taken into consideration by converting parking spaces on the northern side

of Strachan Street and Middle Street to short stay parking.

In general, the 1P spaces to be lost on Anzac Parade as a result of the CSELR were replaced as

close to the Anzac Parade corridor as much as possible. On the west side, spaces on Borrodale

Road (west) already have 1P restrictions, and as such, parking offsets are proposed by having

additional 1P restrictions on Strachan Street (west). Existing unrestricted spaces within the section

of Strachan Street between Houston Road and Harbourne Road were converted to short stay

spaces, allocating a number of them as ‘Permit Holders Excepted (PHE)’ spaces.

In essence, the section of Strachan Street and Borrodale Road between Houston Road and

Harbourne Road would no longer have any unrestricted spaces.

Table 5.4 presents a comparison of the parking restrictions and the number of spaces for each in

Option 1 with the existing situation. A map of the proposed Option 1 restrictions is provided in

Figure 5.6.

8 For the Pilot Study, ‘Permit Holders’ are not restricted to residents, but also include businesses and visitors. This may require a review

of Council’s current parking permit policy, as well as an underlying strategy in determining the number of permits to be allowed in

the future.

14S9035114 // 11/07/16



Table 5.4: Parking Offsets Strategy for Kingsford Precinct Pilot Study – Option 1

Street Between Existing

Spaces

Proposed

Spaces Changes

Anzac Parade – west side Strachan Street and

Borrodale Road 19 – 1P 0 19 spaces lost

Strachan Street – south side Houston Road and

Anzac Parade

3 – 2P

7 – 2P (PHE)

14 – UR

24 – 1P

10 2P and 14

unrestricted spaces

converted to 1P

Strachan Street – north side Houston Road and

Anzac Parade

7 – 2P

13 – UR

7 – 1P

13 – 2P (PHE) [1]

2P spaces converted

to 1P and unrestricted

spaces converted to

2P with Permit Holders

Excepted

Houston Road – east side Strachan Street and

Borrodale Road

53 – UR

7 – 2P(PHE)

48 – UR

12 – 2P (PHE) Unchanged

Houston Road – west side Strachan Street and

Borrodale Road

9 – 2P(PHE)

4 – UR 13 – 2P(PHE)

4 unrestricted spaces

converted to 2P with

Permit Holders

Excepted

Borrodale Road – north side Houston Road and

Anzac Parade 13 – 1P 13 – 1P Unchanged

Borrodale Road – south side Houston Road and

Anzac Parade

15 – 1P(PHE)

4 – 1P

15 – 1P(PHE)

4 – 1P Unchanged

Anzac Parade – east side Strachan Street and

Meeks Street 16 – 1P 0 16 spaces lost

Middle Street – south side Anzac Parade and

Harbourne Road 15 – 2P(PHE) 15 – 1P

15 spaces shorter time

limit

Middle Street – north side Anzac Parade and

Harbourne Road

7 – 1P

19 – UR

7 – 1P

19 – 2P (PHE)



Permit Holders

Excepted

Harbourne Road – west side Middle Street and

Meeks Street

11 – 1P (PHE)

7 – UR 18 – 1P (PHE)

4 – 2P

22 – UR

52 – UR

The existing 18 1P

spaces remain;


converted to 2P.

There are additional 45

spaces achieved from

conversion to angle

parking.[2]

Harbourne Road – east side Middle Street and

Meeks Street

13 – UR

7 – 1P (PHE)

Meeks Street – north side Anzac Parade and

Harbourne Road

4 – 1P

4 – 2P 8 – 1P

4 spaces shorter time

limit

Meeks Street – south side Anzac Parade and

Harbourne Road

10 – 1P

2 – Accessible

10 – 1P

2 – Accessible Unchanged

[1] Unrestricted spaces on the northern side of Strachan Street/ Middle Street are potential locations to replace lost parking from

Anzac Parade. The feasibility of replacing parking here would depend on the parking needs of the blocks north of the pilot study

area.

[2] Harbourne Road has been identified by in the GHD study (2015) as a potential location for angle parking, allowing a total of 83

spaces compared to the existing 38 spaces (as surveyed by GTA). The final number of angle parking spaces per side of the road is

to be determined.

UR = Unrestricted; PHE = Permit Holders Excepted.

14S9035114 // 11/07/16



41

Figure 5.6: Kingsford Precinct Pilot Study Area – Proposed Parking Restrictions – Option 1 (Base Offsets Option)

14S9035114 // 11/07/16



Parking offset Option 2: Additional restrictions and management

As the introduction of the CSELR would not only alter parking supply arrangements in the pilot

study area (due to space requirements), it would also likely contribute towards changes in future

parking demand characteristics and requirements. For example, the light rail stop could generate

additional long-stay on-street parking requirements for commuters.

Following the principles outlined in Section 4.3, implementing additional time restrictions could

assist in managing parking demand more effectively.

The following strategies are proposed to be adopted as part of Option 2, to more effectively

manage parking demand in the pilot study area:

Following the approach in Option 1, all unrestricted parking within the pilot study area

(one block east and west of Anzac Parade, including Houston Road and Harbourne

Road) would be removed and replaced with time restricted parking (1P or 2P). To allow

for resident of business parking requirements, a number of them have been designated

as ‘Permit Holders Excepted’.

Commuters and other users without permits seeking to park more than two hours in the

vicinity of the light rail corridor could only be accommodated outside the immediate

corridor of the light rail and use on street spaces further away from Anzac Parade. It is

noted that ‘Permit Holders Excepted’ restrictions are already present and enforced

within the pilot study area. However there is potential that additional resources and

management may be required to enforce parking restrictions in a larger area.

Placement of accessible spaces adjacent to Anzac Parade or the CSELR stops: The

pilot study has allowed for at least one (1) accessible space on either side of the

Strachan Street Stop (which is located between Strachan Street and Borrodale Road).

The accessible spaces on Meeks Street are existing.

Parking restrictions are proposed to be consolidated and grouped by block (and side

of the street) to:

minimise confusion relating to inconsistency in restrictions (i.e. each block would

contain one type of restriction, as much as possible)

assist in enforcement

reduce street sign clutter

allow for lower overall operating costs for Council.

Table 5.5 presents a comparison of the parking restrictions and the number of spaces for each in

Option 2 with the existing situation. A map of the proposed Option 2 restrictions is provided in

Figure 5.7.

14S9035114 // 11/07/16



Table 5.5: Parking Offsets Strategy for Kingsford Precinct Pilot Study – Option 2

Street Between Existing

Spaces

Proposed

Spaces Changes

Anzac Parade – west side Strachan Street and

Borrodale Road 19 – 1P 0 19 spaces lost

Strachan Street – south side Houston Road and

Anzac Parade

3 – 2P

7 – 2P (PHE)

14 – UR

24 – 1P

10 2P spaces and 14

unrestricted spaces

converted to 1P.

Strachan Street – north side Houston Road and

Anzac Parade

7 – 2P

13 – UR

1 Accessible

6 – 1P[3]

13 – 1P (PHE)



Permit Holders

Excepted. 1-2 2P

spaces converted to 1

Accessible space and

5-6 2P spaces

converted to 1P.

Houston Road - east side Strachan Street and

Borrodale Road

53 – UR

7 – 2P(PHE)

17 – 2P

43 – 2P (PHE)



Permit Holders

Excepted and 17

unrestricted spaces

converted to 2P.

Houston Road - west side Strachan Street and

Borrodale Road

9 – 2P(PHE)

4 – UR 13 – 2P (PHE)

Unrestricted


Permit Holders

Excepted

Borrodale Road – north side Houston Road and

Anzac Parade 13 – 1P 13 – 1P Unchanged

Borrodale Road – south side Houston Road and

Anzac Parade

15 – 1P(PHE)

4 – 1P

15 – 1P(PHE)

4 – 1P Unchanged

Anzac Parade – east side Strachan Street and

Meeks Street 16 – 1P 0 16 spaces lost

Middle Street – south side Anzac Parade and

Harbourne Road 15 – 2P(PHE)

3 – 1P/Loading

Zone

15 – 1P (PHE)

15 2P spaces

converted to 1P with 3

spaces allowing for a

Loading Zone during

particular times of the

day.

Middle Street – north side Anzac Parade and

Harbourne Road

7 – 1P

19 – UR

7 – 1P

19 – 1P (PHE)



Permit Holders

Excepted

Harbourne Road – west side Middle Street and

Meeks Street

11 – 1P(PHE)

7 – UR 41 – 1P (PHE)[2]

Converted to 1P with

Permit Holders

Excepted

Harbourne Road – east side Middle Street and

Meeks Street

13 – UR

7 – 1P (PHE) 42 – 2P (PHE)[2]

Converted to 2P with

Permit Holders

Excepted

Meeks Street – north side Anzac Parade and

Harbourne Road

4 – 1P

4 – 2P

4 – 1P

4 – 1P (PHE)

4 2P spaces converted

to 1P with Permit

Holders Excepted

Meeks Street – south side Anzac Parade and

Harbourne Road

10 – 1P

2 – Accessible

10 – 1P

2 – Accessible Unchanged

[3] Potentially reduced to 5 spaces depending on area available after an accessible space is placed

[4] Harbourne Road has been identified by GHD (2015) as a potential location for angled parking allowing a total of 83 spaces

compared to the existing 38 spaces (as surveyed by GTA). The number of angled spaces per side of the road is not yet known.

However, for the purpose of this study, 41 on the west side and 42 on the east side has been assumed.

PHE = Permit Holders Excepted

14S9035114 // 11/07/16



44

Figure 5.7: Kingsford Precinct Pilot Study Area – Proposed Parking Restrictions – Option 2 (Managed Parking Option)

14S9035114 // 11/07/16



6. Monitoring of Implemented Measures

Condition B29 of the CSELR project’s Infrastructure Approval also requires the “monitoring on the

efficacy of these measures, including potential unintended traffic impacts, and contingencies in

the event that these measures are inadequate.”

It further requires the monitoring (of the parking measures), and reporting these into the

Operational Traffic, Transport and Access Performance Review required by Condition C15. This

review will need to be prepared in consultation with RMS, and prepared at twelve months and at

5 years after commencement of operations.

The monitoring methodology should essentially consist of undertaking updated parking

inventories, car parking occupancy and duration of stay surveys for the light rail study areas

covered in the Transport Operations Report, at the designated timeframes, i.e. after 12 months

and after five years from project commencement of operations. The surveys should be

undertaken during the same time of the year as the surveys done for the Transport Operations

Report (i.e. May), in order to minimise the effects of seasonal fluctuations and offer more

comparable results.

The survey results would be analysed for data integrity. The review should determine how parking

characteristics conform to the recommended management strategies.

The parking surveys would generally include the following:

i audit of parking spaces by type of kerbside restriction for the study areas in the

Transport Operations Report, covering the CSELR Project corridor as well as streets within

a walking catchment of light rail stops, the corridor and the major land uses in the

precincts surrounding the corridor

ii time periods as follows:

pre-AM Peak (before 7.30am)

inter-peak ( between 10.00am and 2.00pm)

post-PM Peak (after 6.30pm).

iii number plate information to be collected to allow for a comparison between time

periods to calculate turnover and duration of stay for individual street sections, sub-

precincts and precincts

iv parking demand to be quantified with survey data documenting utilisation and

turnover of the reconfigured parking supply

v parking demand to be categorised into low turnover (residential and commuter

demand) reflecting long stay patterns of use and high turnover, short stay demand, as

indicated in Table 6-2 of the Transport Operations Report

vi develop recommendations to update or refine the measures developed in this Strategy

and/ or as implemented by the respective Councils, to further address parking issues.

14S9035114 // 11/07/16



Appendix A

Stakeholder Consultation

14S9035114 // 11/07/16



Table A.1 provides a summary of key stakeholder consultation activities and the issued discussed, which informed the preparation of this Parking Offsets and Management Strategy.

Table A.1: Stakeholder Consultation

Date Stakeholders Key activities/ issues discussed Actions Undertaken

29 September 2014 Randwick City Council managers Road Safety Audit undertaken by GHD for relating to conversion of parallel parking to angle parking. Consideration of lower number of parking offsets for Kingsford, Kensington

and Randwick precincts.

2 February 2015 Randwick City Council managers

(T Lehman, R Rosadi)

Consultation on approach to strategy development:

TfNSW to make the resources of GTA available to RCC to provide strategic advice to RCC to assist

RCC in formulating policy regarding parking changes along the light rail construction corridor.

RCC provided scope of requirements to GTA to inform strategy.

RCC requested advice with respect to managed parking options including technology options that

do not include parking meters.

RCC requested advice from GTA on timed and demand managed parking around shopping and

business areas and any successful examples.

GTA developed preliminary strategy for Kensington, Kingsford and Randwick

precincts and submitted to RCC Council staff for comment. Following

comment, GTA presented to RCC Councillors on 17 February 2015.

Appendix B of Strategy contains outcomes of GTA review of Randwick LGA

parking analysis that informed strategy development.

6 February 2015 Randwick City Council ((T Lehman)

Approach for Councillor briefing session

Strategies for relocating student parking (UNSW)

Kingsford parking offsets to address business owners concerns.

Presentation to Councillor on draft strategies to provide offsets.

17 February 2015 Randwick City Council (Councillors and

managers) Presentation of preliminary parking survey review findings and development of offsets strategy.

Councillors in agreement with strategy development process and key

findings.

30 April 2015 Randwick City Council managers

(T Lehman, R Rosadi)

Discussion on key Randwick City Council requirements;

Review of GHD study

Include an example study in Strategy; Kingsford precinct selected as pilot area

Example study covering the block bounded by Houston Road, Strachan

Street, Harbourne Road and Borrodale Road included in Strategy document

(Chapter 5).

06 May 2015 City of Sydney managers (C Warne, T Daly,

B Cooper, A Mifsud)

City of Sydney outlined the following key issues that the Strategy needs to consider:

Loading zones for deliveries along Devonshire Street

Suggested strategy to consider CoS Neighbourhood Parking Policy

Monitoring of parking management measures post-opening

An example demonstration of the strategy application in Surry Hills has been

included in the document.

03 February 2016 Business Reference Group

Community Reference Group

Presentations of draft Parking Offsets and Strategy.

Key issues raised:

The Draft Strategy does not include particular strategies for the Surry Hills Precinct.

For the Randwick Precinct, particular mention should be made of the parking requirements for the

medical precinct.

The Draft Strategy does not include total parking impact across the alignment - total parking spaces

impacted in side streets has not been taken into account.

Residents in side streets will lose parking access outside of their properties.

Draft Strategy was updated to include an updated investigation of

the project alignment in the Surry Hills precinct, as well as an example

application of the strategy.

The Randwick medical precinct has been investigated as part of the

updated surveys undertaken in 2014. The example application

developed for the Kingsford precinct could be applied in the medical

precinct.

Total parking impact across the alignment has been assessed in the

Environmental Impact Statement.

The Strategy outlines measures on how parking offsets could be

provided. Management of time restrictions would enable parking

demand to be rationalised across the precincts. Where long-stay

parking restrictions would be changed to shorter durations, the

Strategy outlines measures how residents (and business owners) could

still be able to use select spaces through a permit process.

5 February 2016 City of Sydney – managers (via correspondence)

Comments on draft Strategy. Key issues include:

Need for further investigation for Surry Hills precinct

Parking impacts of CSELR on businesses and residents

Funding for changes to parking

Discrepancies in enumerated parking supply between draft Strategy and existing supply

Project impacts on businesses, in particular deliveries using loading zones

Potential impacts of inadequate parking offsets on light rail operation

Mitigation to impacted accessible parking spaces

Limited opportunities to change parking restrictions to assist in improving turnover.

Draft Strategy was updated to reflect CoS comments on consistency of

parking supply. GTA undertook inter-peak parking surveys along Devonshire

Street in Surry Hills precinct, and updated the draft Strategy to reflect the

latest information.

GTA also prepared an example in the Strategy outlining how CoS could

implement the measures identified for an area in Surry Hills. This can be found

in Section 5.1 of the Strategy.

14S9035114 // 11/07/16



Appendix B

Kingsford and Randwick Precincts – Updated Car

Parking Characteristics

14S9035114 // 11/07/16



B.1 Kingsford and Randwick Precincts Car Parking

Characteristics

Information on car parking supply and demand characteristics were captured in parking

duration surveys undertaken by Austraffic in the Kingsford and Randwick precincts on

Wednesday 09 and Saturday 12 October 2013, as well as postcode information on the observed

licence plates during the survey. The parking survey and postcode data were provided by TfNSW

to GTA.

The key patterns in parking demand that can be gathered from the survey results are discussed

below.

B.1.1 Kingsford Precinct

Parking supply

A considerable share of public car parking in the Kingsford Precinct is unrestricted. Key off-street

parking areas are along the central median of Anzac Parade between Rainbow Street and

Botany Street (total of 241 spaces in the survey) and the Rainbow Street car park with 114 spaces

counted in the survey (including 6 disabled).

On-street parking spaces in the Kingsford Precinct captured in the surveys indicate a total of

1,206 unrestricted spaces, distributed as shown in Table B.1.

Table B.1: Unrestricted Spaces – Kingsford Precinct

Street Name Number of Unrestricted Spaces

Anderson Street 60

Anzac Parade 394

Apsley Avenue 70

Botany Street 103

Bunnerong Road 111

Car Park 1 108

Hayward Street 48

Jacques Street 116

Rainbow St 45

Sturt Street 78

Wallace Street 73

Total 1,206

14S9035114 // 11/07/16



Postcode distribution

The top postcodes of parking users in the Kingsford Precinct are as shown in Table B.2.

Table B.2: Top Ten Postcodes of Car Parking Users – Kingsford Precinct

Postcode Suburb/s Percentage of Weekday

Users

Percentage of Weekend

Users

2032 Kingsford 21.7% 22.4%

2036 Eastgardens/La Perouse 13.9% 9.6%

2035 Maroubra/Pagewood 12.4% 9.5%

2031 Clovelly/St Pauls 4.3% 4.6%

2018 Eastlakes/Rosebery 3.5% 3.6%

2034 Coogee/South Coogee 2.9% 2.9%

2020 Mascot 2.3% 2.7%

2019 Banksmeadow/Botany 2.1% 1.7%

2033 Kensington 1.5% 1.4%

2026 Bondi/Tamarama 1.3% 1.3%

The postcode distribution of licence plates indicate that almost half of the weekday demand

and about 40 percent of the weekend for parking in the precinct comes from Kingsford,

Eastgardens, La Perouse, Maroubra and Pagewood. The remaining 60% of vehicles come from

further afield.

Parking duration

The parking surveys undertaken in October 2013 covered licence plate checks at the following

intervals throughout the day:

5am and 6am

10am and 11am

2pm and 3pm

7pm and 8pm.

For purposes of this analysis, if a certain licence plate number was observed to be parked at the

ending hour of the previous interval and at the beginning hour of the next interval, it was

assumed to have been parked throughout the intervening period as well, e.g. the same licence

plate observed at 6am and at 10am was assumed to have parked from 6am though to 10am.

On the basis of the above assumptions, the overall average parking duration for unrestricted

spaces in the Kingsford Precinct was 4 hours and 52 minutes on the weekday survey, and 4 hours

and 6 minutes during the weekend.

An assessment has also been undertaken of the type of parking in the unrestricted spaces across

the day, with the results presented in Figure B.1. The data indicates that evening only and short

stay (<5 hours) parking was the most popular type of parking for the unrestricted car parking

spaces in Kingsford.

The all day and all time periods parking is considered to represent resident parking and accounts

for 12% and 13% of the unrestricted car parking for the weekday and weekend surveys,

respectively. The dataset only includes the unrestricted parking and as such, does not include

long-term parking where residential parking schemes operate in conjunction with short term

parking restrictions (i.e. 1P ‘Residents Excepted’).

14S9035114 // 11/07/16



The day only parking is assumed to represent commuter, student and staff parking demands and

equates to 10% of the weekday demand and only 2% of weekend demand (i.e. reduced

commuter and student demands).

Figure B.1: Kingsford Unrestricted Car Parking Type – Across the Day

Note: The ‘All Time Periods (excl. All Day)’ category includes vehicles that were observed to be parked in each of the morning, day

and evening time periods, but were away for at least one survey round.

Further analysis of the car parking data for the Rainbow Street and Anzac Parade off-street car

parks indicates that approximately 40% of vehicles using these spaces on a weekday arrive

during the AM peak period and do not leave until after the daytime counts (at 3pm). This

characterises commuter and or long-term business staff car parking demands.

Parking occupancy

Of the 1,206 unrestricted parking surveys covered in the October 2013 surveys, the number of

occupied spaces throughout the Kingsford Precinct during various periods of the day is as shown

in Table B.3 for the weekday survey and Table B.4 for the weekend survey.

14S9035114 // 11/07/16



Table B.3: Average Parking Occupancy for Unrestricted Spaces in Kingsford Precinct – Weekday

Road Spaces Parking Occupancy

5am 6am 10am 11am 2pm 3pm 7pm 8pm

Anderson Street 60 38% 35% 43% 40% 42% 37% 33% 37%

Anzac Parade 394 32% 52% 75% 77% 75% 78% 54% 42%

Apsley Avenue 70 50% 51% 33% 33% 39% 43% 34% 44%

Botany Street 103 54% 52% 62% 61% 57% 55% 60% 63%

Bunnerong Road 111 32% 24% 22% 22% 16% 17% 50% 45%

Rainbow Street Car Park 108 16% 57% 99% 99% 98% 98% 34% 31%

Hayward Street 48 38% 27% 27% 29% 35% 35% 42% 44%

Jacques Street 116 30% 28% 28% 24% 26% 28% 22% 24%

Rainbow Street 45 67% 64% 93% 96% 98% 98% 69% 67%

Sturt Street 78 58% 56% 69% 59% 63% 62% 56% 55%

Wallace Street 73 42% 44% 71% 78% 78% 77% 70% 73%

Overall Precinct 1,206 38% 46% 61% 61% 60% 61% 49% 45%

Table B.4: Average Parking Occupancy for Unrestricted Spaces in Kingsford Precinct – Weekend



Anderson Street 60 48% 47% 43% 52% 53% 52% 45% 63%

Anzac Parade 394 26% 33% 41% 43% 48% 66% 92% 92%

Apsley Avenue 70 44% 40% 37% 36% 40% 40% 40% 36%

Botany Street 103 60% 55% 57% 50% 64% 57% 69% 76%

Bunnerong Road 111 37% 47% 50% 46% 42% 50% 33% 33%

Rainbow Street Car Park 108 6% 6% 18% 28% 29% 26% 100% 99%

Hayward Street 48 38% 40% 31% 35% 65% 65% 50% 63%

Jacques Street 116 27% 23% 25% 25% 24% 23% 24% 33%

Rainbow Street 45 76% 71% 71% 69% 58% 60% 67% 76%

Sturt Street 78 55% 53% 63% 64% 54% 50% 77% 77%

Wallace Street 73 48% 45% 49% 49% 63% 60% 85% 90%

Overall Precinct 1,206 36% 38% 42% 43% 47% 52% 70% 73%

The key parking areas that exhibit full parking occupancy include:

the Anzac Parade off-street spaces between Gardeners Road and Wallace Street, as

well as between Wallace Street and Sturt Street during the weekday

Anzac Parade (both off-street and on-street) during the weekend evenings (7–8pm)

Botany Street between Hincks Street and Beulah Street during weekend evenings

the Rainbow Street car park during the weekday and during weekend evenings

Rainbow Street during the weekday

Sturt Street between Sturt Lane and Anzac Parade (7 spaces) throughout the day on

both the weekday and the weekend.

It is noted from the survey results that the inter-peak occupancy rate for the unrestricted spaces

in the Kingsford Precinct are about 60 percent during the weekday and 40 percent during the

weekend.

14S9035114 // 11/07/16



6.1.1 Randwick Precinct

Parking supply

Parking supply in the Randwick Precinct, as provided in the parking survey information, consists of

a number of restricted on-street spaces, with time restrictions varying throughout the day or week

(i.e. weekday/ weekend), such that the overall supply of parking fluctuates.

Overall, the weekday parking supply available in the Randwick Precinct is as shown in Table B.5.

Table B.5: Weekday On-Street Parking Availability – Randwick Precinct

Road Available Parking Spaces


Ada Street 25 25 25 25 25 25 25 25

Aeolia Street 8 8 8 8 8 8 8 8

Albert Street 17 17 17 17 17 17 17 17

Alison Road – Tram Lane 13 13 13 13 13 13 13 13

Alison Road 43 39 37 38 38 38 44 44

Arthur Street 140 140 140 140 140 140 140 140

Avoca Street 52 49 46 72 98 98 124 124

Belmore Road 66 66 64 65 65 70 75 75

Blenheim Street 49 49 49 49 49 49 49 49

Botany Street 104 104 104 104 104 104 118 118

Bradley Street 54 54 54 54 54 54 54 54

Clara Street 33 33 33 33 33 33 33 33

Coogee Bay Road 80 80 80 80 80 80 80 80

Cuthill Street 19 19 19 19 19 20 20 20

Daintrey Cres 58 58 58 58 58 58 58 58

Dine Street 37 37 37 37 37 37 37 37

Eurimbla Avenue 40 40 40 40 40 40 40 40

High Street 221 221 221 221 221 221 212 256

Judge Street 38 31 31 38 38 38 38 38

Lee Street 25 25 25 25 25 25 25 25

Mears Avenue 43 43 43 43 43 43 43 43

Milford Street 60 43 43 43 43 60 60 60

Perouse Street 56 56 56 56 56 56 56 56

Short Street 8 8 8 8 8 8 8 8

Silver Street 63 63 63 63 63 63 63 63

Soudan Street 30 30 30 30 30 30 30 30

St Pauls Street 121 119 119 119 119 119 121 121

St Pauls Street, North Side

Access 11 11 11 11 11 11 11 11

Wansey Road 130 130 116 116 130 137 122 130

Waratah Avenue 56 56 56 56 56 56 56 56

Total 1,700 1,667 1,646 1,681 1,721 1,751 1,780 1,780

14S9035114 // 11/07/16



The Saturday parking supply available in the Randwick Precinct is as shown in Table B.6.

Table B.6: Saturday On-Street Parking Availability – Randwick Precinct

Road Available Parking Spaces


Ada Street 25 25 25 25 25 25 25 25

Aeolia Street 8 8 8 8 8 8 8 8

Albert Street 17 17 17 17 17 17 17 17

Alison Road – Tram Lane 13 13 13 13 13 13 13 13

Alison Road 45 45 45 45 45 45 45 45

Arthur Street 140 140 140 140 140 140 140 140

Avoca Street 97 97 97 97 97 97 124 124

Belmore Road 74 74 74 74 74 74 74 74

Blenheim Street 49 49 44 44 44 49 49 49

Botany Street 118 104 104 104 104 104 118 118

Bradley Street 54 54 54 54 54 54 54 54

Clara Street 33 33 33 33 33 33 33 33

Coogee Bay Road 80 80 80 80 80 80 80 80

Cuthill Street 20 20 20 20 20 20 20 20

Daintrey Crescent 58 58 58 58 58 58 58 58

Dine Street 37 37 37 37 37 37 37 37

Eurimbla Avenue 40 40 40 40 40 40 40 40

High Street 238 220 220 220 220 220 238 238

Judge Street 38 38 38 38 38 38 38 38

Lee Street 25 25 25 25 25 25 25 25

Mears Avenue 43 43 43 43 43 43 43 43

Milford Street 60 60 60 60 60 60 60 60

Perouse Street 56 56 56 56 56 56 56 56

Short Street 8 8 8 8 8 8 8 8

Silver Street 63 63 63 63 63 63 63 63

Soudan Street 30 30 30 30 30 30 30 30

St Pauls Street 121 121 121 121 121 121 123 123

St Pauls Street, North Side

Access 11 11 11 11 11 11 11 11

Wansey Road 130 130 130 130 130 130 130 130

Waratah Avenue 56 56 56 56 56 56 56 56

Total 1,787 1,755 1,750 1,750 1,750 1,755 1,816 1,816

14S9035114 // 11/07/16



Postcode distribution

The top postcodes of parking users in the Randwick Precinct are as shown in Table B.7.

Table B.7: Top Ten Postcodes of Car Parking Users – Randwick Precinct

Postcode Suburb/s Percentage of Weekday

Users

Percentage of Weekend

Users

2031 Clovelly 21.0% 24.2%

2034 Coogee/South Coogee 5.0% 6.0%

2035 Maroubra/Pagewood 5.2% 4.9%

2036 Eastgardens/La Perouse 3.4% 3.8%

2032 Kingsford 2.5% 2.5%

2026 Bondi/Tamarama 2.2% 2.2%

2033 Kensington 1.6% 2.4%

2020 Mascot 1.9% 1.3%

2018 Eastlakes/Rosebery 1.3% 1.8%

2024 Waverley 1.7% 1.4%

It is noted that within the Randwick precinct, more than 20 percent of the weekday and almost

25 percent of the weekend parking demand comes from Clovelly.

Parking duration

The parking surveys undertaken in October 2013 covered licence plate checks at the following

intervals throughout the day:

7am and 8am

10am and 1pm

7pm and 8pm.

An assessment has been undertaken of the type of parking in the unrestricted spaces across the

day, with the results presented in Figure B.2. The data indicates that evening only and morning

and day parking, as well as short stay (<4 hours) on weekends, were the most popular type of

parking for the unrestricted car parking spaces in Randwick.

The all day and all time periods parking is considered to represent resident parking and accounts

for 16% and 14% of the unrestricted car parking for the weekday and weekend surveys,

respectively. The dataset only includes the unrestricted parking and as such, does not include

long-term parking where residential parking schemes operate in conjunction with short term

parking restrictions (i.e. 1P ‘Residents Excepted’).

14S9035114 // 11/07/16



Figure B.2: Randwick Unrestricted Car Parking Type – Across the Day

Note: The ‘All Time Periods (excl. All Day)’ category includes vehicles that were observed to be parked in each of the morning, day

and evening time periods, but were away for at least one survey round.

Parking occupancy

The on-street parking spaces in the Randwick Precinct are subject to a number of restrictions that

varies throughout the day or the week. In this regard, the overall supply of on-street parking

spaces fluctuates.

Table B.8 shows the average parking occupancy for the surveyed streets in the Randwick

Precinct on a weekday. Where the number of spaces varies through the weekday, the supply is

shown as a range.

14S9035114 // 11/07/16



Table B.8: Average Parking Occupancy for Spaces in the Randwick Precinct – Weekday



Ada Street 25 68% 72% 84% 88% 80% 84% 84% 96%

Aeolia Street 8 38% 38% 100% 100% 75% 100% 75% 75%

Albert Street 5 59% 71% 71% 59% 59% 47% 82% 82%

Alison Road – Tram Lane 13 69% 100% 92% 92% 92% 100% 85% 85%

Alison Road 37-44 67% 69% 89% 84% 95% 95% 93% 91%

Arthur Street 140 67% 80% 90% 89% 78% 78% 74% 69%

Avoca Street 46-124 33% 45% 87% 86% 89% 90% 56% 63%

Belmore Road 64-75 68% 80% 81% 94% 89% 81% 88% 84%

Blenheim Street 49 98% 98% 98% 94% 94% 96% 90% 90%

Botany Street 104-118 90% 90% 98% 96% 94% 97% 71% 60%

Bradley Street 54 67% 69% 65% 70% 78% 78% 78% 80%

Clara Street 33 97% 100% 100% 100% 91% 100% 79% 85%

Coogee Bay Road 80 76% 75% 94% 96% 96% 96% 75% 80%

Cuthill Street 19-20 74% 95% 95% 84% 89% 90% 85% 80%

Daintrey Crescent 58 55% 55% 76% 69% 74% 71% 81% 84%

Dine Street 37 81% 78% 95% 95% 73% 84% 92% 92%

Eurimbla Avenue 40 100% 100% 95% 95% 100% 100% 93% 90%

High Street 212-256 95% 94% 97% 97% 95% 91% 94% 84%

Judge Street 31-38 76% 81% 81% 92% 87% 87% 84% 87%

Lee Street 25 96% 100% 96% 100% 100% 96% 92% 84%

Mears Avenue 43 63% 60% 70% 72% 72% 79% 86% 91%

Milford Street 43-60 77% 100% 98% 100% 95% 82% 70% 70%

Perouse Street 56 59% 55% 89% 84% 80% 84% 96% 89%

Short Street 8 50% 88% 88% 75% 0% 0% 63% 63%

Silver Street 63 60% 57% 87% 87% 86% 84% 87% 84%

Soudan Street 30 97% 97% 97% 97% 93% 93% 93% 93%

St Pauls Street 119-121 53% 69% 86% 89% 84% 90% 93% 94%

St Pauls Street

(North Side Access) 11 82% 100% 100% 100% 91% 91% 100% 91%

Wansey Road 116-137 76% 78% 85% 79% 85% 80% 51% 49%

Waratah Avenue 56 73% 80% 96% 93% 96% 82% 88% 80%

Total 1,646-1,780 74% 79% 90% 89% 87% 86% 80% 78%

From the survey results presented in Table B.8, it can be seen that practically all the available car

parking spaces in the Randwick Precinct are close to or are already fully occupied during

weekdays. The only streets that could potentially accommodate additional parking demand

throughout the weekday would be Albert Street (17 spaces about 50-60 percent occupied) and

to a minor extent Bradley Street (54 spaces about 80 percent occupied), Daintrey Crescent (58

spaces about 70 percent occupied) and Mears Avenue (43 spaces about 70 to 80 percent

occupied during the day). All other streets covered in the survey would not be able to

substantially accommodate additional demand without changing the quantum of parking

supply.

14S9035114 // 11/07/16



Table B.9 shows the average parking occupancy for the surveyed streets in the Randwick

Precinct on a weekend. Once again where the number of spaces varies through the day, the

supply is shown as a range.

Table B.9: Average Parking Occupancy for Spaces in the Randwick Precinct – Weekend



Ada Street 25 88% 84% 88% 68% 88% 88% 76% 72%

Aeolia Street 8 38% 38% 63% 50% 50% 75% 100% 100%

Albert Street 17 71% 71% 76% 65% 59% 53% 88% 82%

Alison Road – Tram Lane 13 85% 77% 85% 77% 54% 77% 100% 100%

Alison Road 45 44% 67% 82% 69% 82% 80% 93% 93%

Arthur Street 140 73% 80% 93% 94% 92% 92% 79% 78%

Avoca Street 97-124 59% 74% 87% 89% 86% 79% 91% 86%

Belmore Road 74 45% 58% 80% 86% 85% 89% 88% 84%

Blenheim Street 44-49 96% 94% 95% 93% 91% 88% 90% 88%

Botany Street 104-118 81% 76% 89% 93% 90% 92% 54% 50%

Bradley Street 54 69% 63% 61% 65% 59% 63% 70% 74%

Clara Street 33 73% 85% 97% 100% 100% 91% 91% 94%

Coogee Bay Road 80 76% 78% 84% 84% 79% 74% 94% 95%

Cuthill Street 20 60% 45% 65% 70% 70% 90% 90% 85%

Daintrey Crescent 58 52% 50% 62% 50% 59% 59% 97% 97%

Dine Street 37 65% 73% 78% 78% 84% 92% 97% 95%

Eurimbla Avenue 40 90% 90% 95% 100% 100% 98% 90% 90%

High Street 220-238 79% 91% 93% 94% 93% 89% 74% 73%

Judge Street 38 79% 71% 76% 61% 68% 82% 84% 87%

Lee Street 25 52% 64% 72% 76% 84% 76% 100% 100%

Mears Avenue 43 77% 74% 91% 74% 86% 81% 74% 65%

Milford Street 60 65% 72% 90% 90% 92% 85% 72% 72%

Perouse Street 56 39% 39% 59% 61% 80% 86% 98% 96%

Short Street 8 13% 50% 88% 100% 100% 100% 88% 88%

Silver Street 63 68% 75% 90% 92% 95% 92% 97% 97%

Soudan Street 30 73% 73% 87% 87% 83% 97% 100% 100%

St Pauls Street 121-123 52% 62% 76% 70% 79% 81% 98% 93%

St Pauls Street

(North Side Access) 11 82% 73% 82% 82% 91% 100% 100% 100%

Wansey Road 130 45% 44% 58% 64% 78% 75% 33% 27%

Waratah Avenue 56 82% 84% 93% 96% 98% 96% 89% 91%

Total 1,710 to

1,815 67% 71% 82% 82% 85% 84% 81% 79%

From the survey results presented in Table B.9, it can be seen that the weekend evenings,

consistent with the weekday evenings, exhibit a very high level of parking occupancy within the

Randwick Precinct for most of the surveyed roads. During the day of the survey, the overall

demands for on-street parking are less than the weekday but are still high on many the surveyed

roads.

14S9035114 // 11/07/16



6.1.2 Business Survey Feedback – Kingsford Town Centre

Interview surveys of business owners and customers were conducted in the Kingsford town

centre. Analysis of the results pertaining to transport issues are summarised below.

Business owners and customers were asked to rank various features of the Kingsford town centre,

with the results provided in Figure B.3. The data indicates that both owners and customers ranked

car parking as the second lowest feature of Kingsford behind special events/festivals.

Figure B.3: Employee/Customer Responses:

Source: Data provided by Randwick City Council from the Kingsford Town Centre Shopper and Business Survey 2012 (Lawrence

Consulting, 2012).

14S9035114 // 11/07/16



The respondents were also asked to provide where they live, with the data provided in Figure B.4.

The results indicate that approximately one third of shoppers lived in Kingsford, with Maroubra

(13%), Kensington (10%) and Randwick (8%) being the other most common responses.

Figure B.4: Shoppers’ Residences

Source: Data provided by Randwick City Council from the Kingsford Town Centre Shopper and Business Survey 2012 (Lawrence

Consulting, 2012).

14S9035114 // 11/07/16



Appendix C

Anzac Parade Retail and Commercial Customer

Intercept Surveys

14S9035114 // 11/07/16



C.1 Anzac Parade Retail and Commercial Customer

Intercept Surveys

Randwick City Council engaged Sweeney Research to undertake intercept surveys of

pedestrians on Anzac Parade in Kingsford and Kensington. The surveys were undertaken

between Tuesday 21 October and 1 November 2014 and included 2,137 respondents. Questions

covered a variety of topics with the results pertaining to car parking summarised below.

The mode share of respondents is summarised in Table C.1. It is noted that the results are skewed

to pedestrian travel as it was pedestrians on-street that were surveyed (i.e. does not capture

drivers on route to a car space).

Table C.1: Mode Share to Kingsford/ Kensington

Mode Sample Size Percentage

Walked 1,210 57%

Bus 548 26%

Vehicle (parked) 293 14%

Vehicle (dropped off) 41 2%

Bicycle 19 1%

Other 15 1%

Taxi 11 1%

Total 2,137 100%

A summary of the trip purpose is provided in Table C.1, the data is further broken down just to

include respondents who drove to the study area.

Table C.1: Trip Purpose (all respondents/ drivers only)

Trip Purpose All Respondents Driver Only

Sample Size Percentage Sample Size Percentage

To/from education/school 589 28% 44 15%

To/from work 491 23% 44 15%

To/from shopping (purchasing goods) 380 18% 80 27%

To/from entertainment (e.g. dining or drinks,

concerts, movies) 198 9% 36 12%

To/from social or family visits (e.g. visiting

someone in the area) 143 7% 26 9%

To/from recreation (e.g. gym, exercise, etc.) 115 5% 9 3%

To/from personal business/services (e.g. bank,

hairdresser, etc.) 74 3% 20 7%

To/from work related business 62 3% 15 5%

To/from medical or dental appointment 50 2% 13 4%

Other 35 2% 6 2%

Total 2137 100% 293 100%

Source: Anzac Parade Retail and Commercial Customer Intercept Surveys (Sweeney Research for Randwick City Council, 2014).

A summary of where respondents parked by trip type for Kingsford and Kensington is provided in

Figure C.1 and Figure C.2. The data indicates that respondents’ parking locations are fairly

evenly distributed between the Anzac Parade corridor and the surrounding local road network.

14S9035114 // 11/07/16



Figure C.1: Car Parking Location by Trip Type – Kingsford

Data source: Anzac Parade Retail and Commercial Customer Intercept Surveys (Sweeney Research for Randwick City Council, 2014).

Figure C.2: Car Parking Location by Trip Type – Kensington


A summary of the respondents’ (for people who parked in the study area) origins and

destinations by trip type are provided in Figure C.3 and Figure C.4. The data indicates that the

origins of trips to Kingsford and Kensington are spread across the surrounding suburbs. The data

14S9035114 // 11/07/16



indicates that destinations are concentrated to Kingsford and Kensington precincts themselves,

as well as the Sydney CBD (particularly for work, retail and recreational trips).

Figure C.3: Trip Origins


Figure C.4: Trip Destinations


Melbourne

A Level 25, 55 Collins Street

PO Box 24055

MELBOURNE VIC 3000

P +613 9851 9600

E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street

BRISBANE QLD 4000

GPO Box 115

BRISBANE QLD 4001

P +617 3113 5000

E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade

PO Box 3421

NORWOOD SA 5067

P +618 8334 3600

E [email protected]

Townsville

A Level 1, 25 Sturt Street

PO Box 1064

TOWNSVILLE QLD 4810

P +617 4722 2765

E [email protected]

Sydney

A Level 6, 15 Help Street

CHATSWOOD NSW 2067

PO Box 5254

WEST CHATSWOOD NSW 1515

P +612 8448 1800

E [email protected]

Canberra

A Tower A, Level 5,

7 London Circuit

CANBERRA ACT 2600

P +612 6243 4826

E [email protected]

Gold Coast

A Level 9, Corporate Centre 2

Box 37, 1 Corporate Court

BUNDALL QLD 4217

P +617 5510 4800

F +617 5510 4814

E [email protected]

Perth

A Level 27, 44 St Georges Terrace

PERTH WA 6000

P +618 6361 4634

E [email protected]

www.gta.com.au www.gta.com.au

mailto:[email protected]

CBD and South East Light Rail Projectdata.sydneylightrail.transport.nsw.gov.au/s3fs-public/CSELR...

Documents

Transcript of CBD and South East Light Rail Projectdata.sydneylightrail.transport.nsw.gov.au/s3fs-public/CSELR...