General Committee Meeting Ordinary1C6 SeptemberMeeting of Council 2008 26 July 2016

TABLED DOCUMENT

ITEM 10.3

Sandringham Village Major Activity Centre Structure Plan Review

Sandringham Village Structure Plan Review

July 2016 2 Bayside City Council Table of Contents

Executive Summary 4 Sandringham Village can leverage off its coastal location 25 Introduction - Background 5 Population growth is the main driver Context and rationale 5 of jobs in population-serving industries 25 Current planning controls 5 There is a need to provide clarity Scope of Review 9 on balancing character and growth Key Achievements since 2006 9 objectives 25 Increased growth in residents, Planning Framework Review 10 workers and visitors places pressure State Policy – key changes 10 on car parking 26 Plan Melbourne removes Major Increased growth in the centre Activity Centre designation 10 provides additional impetus to Zone reforms 10 reconsider how new or widened Reformed zones create mixed use laneways will be implemented 26 commercial centres and make it harder Implementation 27 to guide uses to specific precincts 11 Issues, Opportunities, There is a need to balance housing Recommendations and Actions 27 with commercial growth 11 Appendix 1 – Audit of Actions, Advice recommends considering additional Sandringham Village Structure Plan 2006 areas for higher density housing 12 Appendix 2 – Policy and Implementation Review Local Planning Framework – key changes 13 (Planisphere, 2015) The Bayside Housing Strategy directs development to Housing Growth Areas 13 Appendix 3 – Background Materials to Policy and Implementation Review (Planisphere, 2015) The Planning Controls can be enhanced to improve decision making 15 Appendix 4 – Bayside Retail, Commercial and Employment Strategy, Major Activity Centre Changing demographic, housing Review - Draft (SGS Economics and Planning, and economic profile 16 2016) Demographic and Housing Profile 16 Appendix 5 – Bayside Retail, Comercial and Population summary 16 Employment Strategy, Issues and Opportunities Age structure 17 Paper (SGS Economic and Planning, 2016) Household types 18 Appendix 6 – Design and Development Overlay Household size 20 Schedule 8 Dwelling type 20

Housing Capacity Analysis 21 Economic Profile 21 Implications from demographic, housing and economic changes 23 Demand for health services is forecast to grow 23 There is a need to plan for the additional community infrastructure requirements of a growing population 24 Amenity, sense of place and walkability boosts economic potential 24

Sandringham Village Structure Plan Review – July 2016 3 Executive Summary

The Sandringham Village Structure Plan was Structure Plan’s objectives in relation to public adopted in 2006, and given effect into the Bayside realm and open space. Planning Scheme in 2013 through Amendment Issues and opportunities have been identified C100. This report presents the findings of a review to adapt the Structure Plan to changing of the Structure Plan, which has considered rulings circumstance and to improve its implementation. from Planning Panels, decisions by the Victorian Civil and Administrative Tribunal hearings, and Economically, the centre is performing well however changes since 2006, particularly in relation to opportunities exist to boost its economic potential the demographic, housing and economic including encouraging health uses; growing the composition of the centre, and policy, strategy residential population; increasing the amenity; and zoning changes. The review also gave and leveraging off its coastal location. regard to the functionality of planning controls In terms of development, the Design and from a Statutory Planning perspective. Development Overlay was found to be effective in Since 2006, significant progress has been made moderating building heights, although refinements to complete the actions identified within the can be made to improve ease of use and Structure Plan, with 70% of the actions either discretionary decision-making guidelines. Policies completed or underway. Through the review relating to neighbourhood and village character process, Council can now consider the relevance were found to be less effective in moderating of the remaining actions and potentially consider development. To improve this, preferred future new ways to achieve the Structure Plan vision. character statements for the residential areas of the centre have been drafted which balance State policy changes have had minimal impact on the need for growth with maintaining the valued the directions of the Structure Plan. However, the character elements. introduction of reformed zones have had tangible impacts on achieving the land uses described in In conjunction with this review, a draft Car the Structure Plan. On the one hand, the reformed Parking Plan has been developed for Sandringham commercial zone makes it harder to achieve the Village to take a precinct-wide approach to land uses specified for the commercial precincts. managing car park needs. The Structure Plan On the other hand, the reformed residential zones actions relating to laneways will require further better facilitates the desired housing development. strategic work to investigate and apply stronger implementation measures. Local strategies and plans developed by Council since 2006 have also been considered in this The review concludes with a list of key review, with the Bayside Housing Strategy recommendations and actions that respond to (2012) being of particular importance. The the identified issues and opportunities. Where Sandringham Village Streetscape Master Plan possible, direct actions are described. In other has been developed, which defines streetscape cases, further strategic work is proposed. improvements and will assist with achieving the

4 Bayside City Council Introduction - Background

Context and rationale Current planning controls Council resolved to review the Structure Plan for The zoning and key community land uses in Sandringham Village at the Council meeting of Sandringham Village are shown in Figure 1. 27 November 2012. The report made particular Figure 2 shows the overlay controls, which are reference to revisiting the Structure Plans in light additional to zone requirements and provide of the recommendations made by the Panel and further direction relating to a range of issues Expert Witness statements from Amendments such as heritage and built form outcomes. C100-103, to align the Structure Plans with A table describing the primary purpose of the latest State Government policies, and to the planning controls is shown in Figure 3. accommodate any variations in the local context that may have occurred in the interim. Council’s decision is reinforced by State Government guidance in Planning Practice Note 58: Structure Planning for Activity Centres, which states that it is essential to review products generated by the planning process to ensure that they remain current and relevant. Ten years have passed since the Structure Plan was adopted with a considerable amount of development, land use and demographic change having occurred in the centre. Council has progressed many actions listed in the Structure Plan. There have been changes in the State and local planning policy context, including zoning reforms, and a range of relevant Council strategies, policies and reviews that sit outside the planning system have been prepared and adopted. A number of Planning Panel reports and Victorian Civil and Administrative Tribunal (VCAT) decisions have commented on the strategic planning for Sandringham Village and as such, opportunity exists to review the effectiveness of the Structure Plan having regard to these matters.

Sandringham Village Structure Plan Review – July 2016 5 Figure 1 Zoning and Land Use, Sandringham Village

6 Bayside City Council Figure 2 Planning Overlays, Sandringham Village

Sandringham Village Structure Plan Review – July 2016 7 Figure 3 Primary purpose of planning controls applicable in Sandringham Village

Zone/Overlay Primary purpose of the zone or overlay

Commercial 1 Zone Seeks to create vibrant mixed use commercial centres for retail, office, business, entertainment and community uses. Seeks to provide for residential uses at densities complementary to the role and scale of the commercial centre.

General Residential Zone – Encourages a diversity of housing types, development and moderate housing Schedule 1, 2 and 3 growth in a manner that respects the neighbourhood character of an area.

Public Park and Recreation Zone Recognises area for public recreation and open space and protects and conserves areas of significance. Seeks to provide for commercial uses where appropriate.

Public Use Zone – Other Public Use Seeks to recognise public land use for public utility and community services and facilities. Seeks to provide for associated uses that are consistent with the intent of the public land reservation purpose.

Design and Development Overlay 8 Seeks to ensure that the new development is compatible with the preferred role and character of Sandringham Village Major Activity Centre by conserving and enhancing its valued urban character and heritage places. Seeks to maintain a strong landscape character and recognise the significance of Sandringham Hotel.

Heritage Overlays Seeks to ensure that development does not adversely affect the significance of heritage places.

Special Building Overlay Identifies land in urban areas liable to inundation by overland flows from the urban drainage system as determined by, or in consultation with, the floodplain management authority. Ensures new development does not cause any significant rise in flood level or flow velocity and protects water quality in accordance with state policy requirements.

8 Bayside City Council Scope of review Key Achievements since 2006 This review was structured into the following Council has made substantial progress in elements: undertaking the actions listed in the Structure Plan. From the 36 actions contained in the Structure Plan, • An audit of the status of the actions from 12 are complete, 13 are underway/ongoing, and the Structure Plan (refer Appendix 1); 11 are yet to commence. • A Literature and Policy Implementation review, which reviewed Panel reports, VCAT Council implemented Amendment C100 to the decisions, Council strategies, plans and Planning Scheme in 2013 to introduce the Structure State policy, and identified areas of potential Plan into the Local Planning Policy Framework, conflict or issues which may require updating and include a new schedule to the Design and or clarifying (refer Appendices 2 and 3); Development Overlay guiding the built form. • An economic analysis and forecasting A number a capital works projects have been study, which provided an understanding undertaken to update the streetscape and provide of current and future floor space additional pedestrian and bicycle facilities. Some requirements and expected commercial of the actions are ongoing, particularly those growth (refer Appendices 4 and 5); related to decision making in the development • A demographic and housing analysis, application process. Other actions will be which considered updated population addressed through strategies and plans that characteristics, projections and housing are currently in the process of being developed, and development characteristics; and for example, car parking plans. • A Neighbourhood Character review, There are a number of actions that are yet which focussed on character issues to be commenced, including the laneway in the residential areas. investigation. Some of these are addressed This review is limited to updating content in line as part of this review. Some of the outstanding with policy, new data and expert evidence and actions are addressed as part of this review Planning Panel recommendations. It is not intended wheras others are listed in Appendix 1: to re-write or change the approach to the planning Sandringham Village Structure Plan 2006 for the activity centre. As the Structure Plan was Audit of Actions. only implemented into the Planning Scheme in May 2013, any review of how effective the plan has been in guiding development outcomes is limited by the short time frame that the controls have been in place. The Appendices contain background reports which provide more detail than provided in this document and should be referred to for further information.

Sandringham Village Structure Plan Review – July 2016 9 Planning Framework Review

State Policy – key changes Despite changes to State planning policy since the Sandringham Village Structure Plan was developed in 2006, the broad direction for activity centres remains the same, in that activity centres are considered to be a major focus for change in metropolitan Melbourne. State planning policy directs the further expansion of services into activity centres, and recognises that activity centres are ideally placed to provide for housing growth.

Plan Melbourne removes Major Activity Centre designation The State Government released a new Metropolitan (PN58) also advocates for planning within the Planning Strategy, Plan Melbourne, in 2014 which context of a broader understanding of activity removed the distinction between Principal Activity centres, including their role and function in a Centres (PAC) and Major Activity Centres (MAC), hierarchy. In addition, the draft Retail, Commercial resulting in the Sandringham Activity Centre and Employment Strategy identifies a need to changing from a MAC to a more general ‘Activity provide updated clarity around the structure Centre’. Council can therefore decide whether or and hierarchy of centres across Bayside. not to continue identifying hierarchical or functional distinctions between the activity centres in the Recommendation: municipality and whether the current designations • Review the municipality’s activity of all centres within the Local Planning Policy centre classifications. Framework are still relevant. Zone reforms There is support to continue with a hierarchy of activity centres. The Bayside Housing Strategy Since the Structure Plan was developed there (2012) maintains a distinction between the centres have been reforms to the commercial and by directing a greater share of housing growth residential zones in Victoria. The new commercial to Southland (previously a PAC), while the MACs zones came into effect in 2013, and the new play a secondary role in accommodating growth. residential zones implemented in Bayside in The planning practice note for activity centres 2014 through Amendment C106.

10 Bayside City Council Reformed zones create mixed use There is a need to balance housing commercial centres and make it harder with commercial growth to guide uses to specific precincts A challenge for Sandringham Village is to provide The reformed zones, specifically the Commercial 1, an appropriate balance between the housing Mixed Use, Residential Growth Zone and General growth envisioned by the Bayside Housing Residential Zone, allow for a wider range of Strategy (2012) and accommodating retail residential uses in commercial areas and additional and commercial growth to preserve the centre’s commercial uses in residential areas without the viability. The Strategy recognises the importance need for a planning permit. This makes it more of ensuring that increased residential development difficult for Council to guide certain uses to in activity centres does not occur at the expense precincts as set out in the Activities section of the commercial activities, and notes expansion of the Structure Plan. may be required for commercial facilities and additional services in order to meet the future While these changes might be expected to needs of the community. result in some tension between residential and commercial uses in mixed use areas, a review of There is a risk that residential developments VCAT cases found this is not yet evident in Bayside. can ‘price out’ employment uses, as residential The Bayside Housing Strategy (2012) seeks to developments can attract a significantly higher manage any potential future issues by recognising sales price per square than commercial floorspace. this issue and including an amenity-related objective Therefore dwelling growth influences the relative and associated strategies to address it. profitability of commercial and retail developments when competing in the same market (i.e. many The reformed Commercial 1 Zone also allows a commercial and mixed use zoning controls allow wider range of retail and office uses, in addition both types of development). to residential uses, without the need for a permit and removes certain floor space restrictions. The While this is not yet occurring in Sandringham zone promotes vibrant mixed use commercial Village, housing demand is forecast to increase in centres for retail, office, business, entertainment the centre. With the introduction of the reformed and community uses, as well as residential uses residential zones, Council is better able to direct at densities complementary to the role and scale housing growth into the centre, consistent with the of the commercial centre. This zone now makes direction of the Bayside Housing Strategy (2012). it harder to separate retail from office precincts, That is, to direct housing growth to areas which as per the Activities Plan, and Map 1 of Cl.21.11-1 have attributes more suitable to cater for growth, in the Planning Scheme. such as Sandringham Village (identified as a growth area), and discourage it in other areas where the This review gives Council the opportunity to predominantly low density residential scale is to be adopt the same direction as the zone reform and maintained (‘minimal growth areas’). This change is promote mixed use centres and permit a broader expected to reduce the volume of small scale infill range of uses within the commercial areas. across the municipality which had been providing the majority of new housing supply, and shift this Recommendation: demand into the activity centres which support • Continue to use the Commercial 1 Zone and more intensive forms of housing development. create opportunities for mixed uses in the centre including retail, office and commercial Recommendation: uses and shop-top residential development. • Ensure a balance is achieved between providing sufficient floorspace for commercial uses including for future growth and providing additional residential development, through a monitoring and reviewing program.

Sandringham Village Structure Plan Review – July 2016 11 Advice recommends considering In considering the controls in place over additional areas for higher density housing Sandringham Village and the purpose and The Literature and Policy Implementation Review application of the General Residential Zone, (Appendix 2) identified merit in reviewing the Residential Growth Zone and Commercial 1 Zone, application of the General Residential Zone in it is recommended that the General Residential Bayside activity centres. The Standing Advisory Zone be retained for the residential precincts within Committee that reviewed draft Amendment C125 the Centre, consistent with the use of this zone recommended applying the Residential Growth outlined within PN58: Applying the Residential Zone in activity centres across the municipality Zones , and that the Commercial 1 Zone be to create opportunities for housing diversity and retained for the commercial precincts.. growth, and for Council to consider the use of this Recommendation zone when reviewing dated Structure Plans. The Bayside Housing Strategy (2012) identified the • Continue to apply the General Residential need to review the Structure Plans for the Housing Zone in the residential areas of Sandringham Growth Areas (including Sandringham Village) Village Activity Centre to provide for the housing outcomes anticipated in the Bayside and consider whether the ‘Key Focus Residential Housing Strategy (2012), and to continue Growth Areas’ should be extended to include to apply the Commercial 1 Zone to the developments adjacent to this area and located business precincts outside of the core retail with the ‘Moderate Residential Growth Area’. areas to allow for incremental expansion The Literature and Policy Implementation Review of retail and commercial floorspace. (Appendix 2) identified the potential to apply the Residential Growth Zone instead of the Commercial 1 Zone for business precincts outside of the core retail areas, as the zone provides for commercial uses. However, this would need an economic assessment to ensure adequate floorspace for relevant commercial uses. Having regard to the Bayside Housing Strategy (2012) objectives relating to the ‘moderate residential growth areas’ in the Sandringham Village Activity Centre, the vision seeks to retain the existing character whilst encouraging infill development. In order to encourage commercial uses to locate within the commercial core of the centre and avoid commercial uses spilling into residential precincts, consolidation of the centre rather than expansion is the preferred outcome supported by the draft Retail, Commercial and Employment Strategy.

1 Definition: Key Focus Residential Growth Areas are where the majority of medium and high density residential development will be located. These areas should provide a diverse range of housing types to meet the needs of the existing and future Bayside community. Further, these areas will have a high level of access to public transport along with commercial and community services. Where located within a commercial precinct, residential development is to be located above commercial and office premises to ensure active street frontages are achieved.

12 Bayside City Council Local Planning Framework The Bayside Housing Strategy – key changes directs development to Housing Growth Areas In 2014, Amendment C134 introduced the Bayside Since the Structure Plan was prepared, Council Housing Strategy 2012 as a reference document has undertaken a significant amount of strategic to the Planning Scheme and inserted the work relevant to Sandringham Village. These ‘Residential Framework Plan’ (Figure 4) into Clause include: 21.02 to provide a spatial representation of the • Bayside Community Plan 2020 (2011) Housing Strategy. • Bayside Housing Strategy (2012) The Housing Strategy provides direction about • Bayside Open Space Strategy (2012) where residential development will be focused and • Integrated Transport Strategy (2013) the type of development required in order to meet • Active by the Bay Recreation the changing needs of the Bayside community, Strategy 2013-2022 (2013) while addressing a wide range of challenges. • Wellbeing for All Ages and Abilities Within the Housing Growth Areas outlined in the Strategy 2013-2017 (2013) Housing Strategy, activity centres are designated • Bayside Tourism Strategy (2013) into ‘Key Focus Residential Growth Areas’ and ‘Moderate Residential Growth Areas’: • Bayside Bicycle Strategy (2013) • Property Strategy 2014-2018 (2014) • Key Focus Residential Growth Areas are to accommodate the majority of medium and high • Economic Development Strategy (2014) density residential development. They provide a • Place Design Manual (ongoing) diverse range of housing types, and have a high • Bayside Walking Strategy (2015) level of access to public transport and services. • Sandringham Village Streetscape In Sandringham Village, this is located in the Master Plan (2016) commercial precinct so residential development is to be located above commercial premises In addition, Council is currently working on a in order to retain active street frontages. number of additional strategies and plans that have relevance to the Sandringham Village • Moderate Residential Growth Areas are for Structure Plan, including a Signage and medium density development and will provide Wayfinding Strategy, Heritage Action Plan, and an appropriate transition to both adjoining the Retail, Commercial and Employment Strategy. Key Focus Residential Growth Areas and Minimal Residential Growth Areas. These Overall, these strategies support the existing areas are zoned General Residential Zone. Structure Plan vision and build upon the objectives at Cl. 21.11-1. Several of these strategies have been included in the Bayside Planning Scheme Outside of the activity centre are the through various amendments. Minimal Residential Growth Areas, zoned Neighbourhood Residential Zone (refer Figure 1). Here the low density scale of these established areas is to be maintained. The Housing Strategy also provides guidance on other factors relating to the Sandringham Village Structure Plan, such as economic activity, open space opportunities, and physical and social infrastructure. Whilst this encourages higher density residential development in the activity centre, the Sandringham Village centre has not yet experienced the same rate of new higher density residential development as other centres in Bayside.

Sandringham Village Structure Plan Review – July 2016 13 Figure 4 Residential Framework Plan

14 Bayside City Council The Planning Controls can be enhanced –For land in a residential zone, buildings to improve decision making with a height of 9m or less are not required Relevant objectives and strategies from the to be assessed against the DDO. There is Structure Plan have been introduced in the potential to align this figure with the lowest Planning Scheme aiming to avoid duplication. of the preferred building heights (11m) in Objectives and strategies not considered relevant the DDO. Alternatively, other exemptions for the assessment of planning proposals and may apply, such as a single dwelling on a that duplicated existing policy were not included. lot, or using the standard residential zone Bayside’s Municipal Strategic Statement Clause exemptions based on the size of the lot; 21.11 (Local Areas) implements the vision (based • DDO8 includes a section titled ‘Permit on the Future Role and Character Statement) and requirements’ but this does not accurately adopts a number of objectives from the Structure describe what follows. ‘Design objectives’ or Plan. The Schedule 8 to the Design and something similar may be more appropriate; Development Overlay (DDO8) implements specific • Regarding frontages, the specification is for requirements from the Structure Plan relating to weather protection structures to not conflict the design and built form of new development. with the cultural heritage significance of Built form outcomes, and building heights in the existing buildings. However, there is no particular, is an area of considerable importance guidance regarding how it could conflict to Council and the community. The Buildings Plan with the cultural heritage significance in the Sandringham Village Structure Plan specifies or how this would be assessed; building heights for each area. Building heights are • Discretionary decision making can be controlled through the DDO8 (refer to Appendix strengthened by better linking the ‘Variations 6 for details) and variations to the residential zone to the requirements of this schedule’ to specify a mandatory height. and/or the ‘Decision guidelines’ to the A review of VCAT decisions (refer Appendix 2) ‘Design Objectives’ of the DDO. did not reveal any key structural deficiencies in the The Bayside Planning Scheme Review (2015) way the DDO8 operates. The findings suggest that noted the following actions relating to the DDO8: the DDO is effective in moderating building heights, • Review the DDO8 to delete storey even in cases where the approved heights exceed definitions to simplify the clause; the ‘preferred’ height outlined in the DDO. • Delete reference to the Residential 1 Zone Some issues with the DDO8 and potential (replace with General Residential Zone); and opportunities for improvements are as follows: • Review consistency between the Clause • Two of the design objectives relating to 21.11 maps and the DDO maps. developing the centre in a way that conserves its valued urban character and maintains The Structure Plan review process also identified the landscape character are similar to that some of the heights specified in the Buildings objectives in Clause 22.06 Neighbourhood Plan differ from what is applied through the DDO8. Character Policy. Duplication of controls It is noted that the Structure Plan heights have been creates confusion and should be removed; superseded as a result of subsequent decisions and that the DD08 are the controls in place. • The definition of an attic creates confusion and can be improved. This definition applies Recommendations to many DDOs in Bayside so a broader • Amend DDO to update terminology, and review may be necessary for consistency; improve ease of use and discretionary • The review can consider if the permits decision making. exemptions are appropriate. For example: • Update building heights in the Sandringham –There is potential to consider more Village Buildings Plan to ensure alignment permit exemptions for land within a with DDO8. commercial zone, such as for changes • Review consistency between the Clause to facades and for rear extensions; 21.11 maps and the DDO maps.

Sandringham Village Structure Plan Review – July 2016 15 Changing demographic, housing and economic profile

Demographic and Housing Profile

Population summary Sandringham Village is experiencing moderate The following demographic and housing information population growth. Over the five years between for Sandringham Village encompasses a wider 2006 to 2011, the centre grew by 109 people area than the Structure Plan activity centre to reach its population of 2,011 residents. As boundary. This is due to limitations using Census shown in the table below, the population is data boundaries and the requirement for minimum forecast to increase to 2,899 residents by 2031, household numbers for small area data as compiled representing an approximate 44% increase from by .id. A map showing the boundaries for the its 2011 population. demographic and housing information compared to the Sandringham Village Structure Plan area is shown in Figure 5.

Figure 5 Sandringham Village - demographic and housing data (.id) boundary compared with the Structure Plan boundary.

16 Bayside City Council Figure 6 Population overview Sandringham Village and Bayside, 2001-2031

Census Data Forecast Data

2001 2006 2011 2021 2031

Sandringham Village 1,831 1,902 2,011 2,585 2,899

City of Bayside 85,751 87,937 91,815 110,242 115,452

Age structure The population pyramid in Figure 7 compares the age structure of Sandringham Village to the City of Bayside in 2011 and forecast to 2031. Broadly speaking, the main differences in the age structures of Sandringham Village compared to the City of Bayside are not forecast to change significantly from 2011 to 2031. In 2011, Sandringham Village had a greater proportion of residents aged 85 years and older, and a lower proportion of residents under 20 years old.

Figure 7 Age profiles for Sandringham Village and Bayside, 2011 and 2031

85+ 2011 2031 80-84 75-79 70-74 65-69 60-64 55-59 50-54 45-49 Age 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4

9876543210123456789 Percent of residential population

Sandringham 2011 Bayside 2011 Sandringham 2031 Bayside 2031

Sandringham Village Structure Plan Review – July 2016 17 The age structure gives an insight into the level of demand for age based services and facilities. In looking ahead to 2031, Sandringham Village will experience increases in all age groups, however, there will be an ageing of the population, with the biggest increases occurring in the seniors and elderly age groups (+275 people), as well as in the age groups of older workers and pre-retirees (+118 people) and empty nesters and retirees (+119 people). The number of Sandringham Village residents in service age group categories for 2011 and forecast to 2031 is detailed in Figure 8.

Figure 8 Sandringham Village, service age groups, 2011 and 2031

0 100 200 300 400 500

Babies & pre-schoolers (0 to 4)

Primary schoolers (5 to 11)

Secondary schoolers (12 to 17)

Tertiary education & independence (18 to 24)

Young workforce (25 to 34)

Parents and homebuilders (35 to 49)

Older workers & pre-retirees (50 to 59)

Empty nesters & retirees (60 to 69)

Seniors (70 to 84)

Elderly aged (85 and over)

2011 2031

Household types Analysis of the household/family types in Sandringham Village in 2011 compared to the average for Bayside shows that there was a lower proportion of households with children. Overall, 26% of total families were couple families with children, and 5% were one-parent families, compared with 36% and 9% respectively for Bayside. There was a higher proportion of households without children. Overall, the proportion of lone person households was 36% compared to 23% for Bayside, while the proportion of couples without children was 26% compared to the Bayside average of 24%.

Figure 9 Household type, 2011

40

35

30

25

20

15

10 % of total households 5

0 Couples with children Couples without One parent families Lone person Other children

Sandringham Village Bayside

18 Bayside City Council The number of households in Sandringham Village increased by 105 between 2006 and 2011. As shown in Figure 10, the largest change in family/household types in Sandringham Village between 2006 and 2011 was in lone person households, which grew by 67. In looking at the age profile of the lone person households, it shows that the increase came predominately from younger age groups as follows: • Young (aged 15-44): +38 households • Middle-aged (aged 45-64): +24 households • Older (aged 65 and over): +5 households

Figure 10 Change in household type, Sandringham Village, 2006 to 2011

+80

+60

+40

+20

Number of households 0

-20 Couples with Couples without One parent Other families Group household Lone person children children families Household types Source: Australian Bureau of Statistics, Census of Population and Housing, 2006 and 2011 (Enumerated data)

This increase in lone person households is forecast to continue over time with lone person households continuing to be the dominant household type in Sandringham Village in 2031, followed by couples without children. As detailed in Figure 11, the household characteristics that set Sandringham Village apart from the Bayside average in 2011 remain the same in 2031. That is, a higher proportion of lone person households, a lower proportion of households with children, and similar proportions of couples without children households.

Figure 11 Household types, 2011 and 2031

2011 Census 2031 Forecasts Sandringham Village Change Households by type Number % % Bayside Number % % Bayside 2011-2031

Couples with children 216 25.6 36.3 317 25.2 33.3 +101

Couples without children 221 26.2 24.3 355 28.2 28.6 +134

One parent families 40 4.7 9.1 72 5.7 8.8 +32

Lone person 304 35.9 23.1 486 38.6 26.7 +182

Sandringham Village Structure Plan Review – July 2016 19 Household size Sandringham Village has a smaller household size of 2.15 in 2011 compared to the Bayside average of 2.55. The average household size in Sandringham Village decreased between 2006 and 2011 and is forecast to decrease further by 2031 to 2.12. The smaller household size reflects the greater prevalence of lone person households and the lower proportion of households with children.

Census data Forecast data

Average Household Size 2006 2011 2031

Sandringham Village 2.24 2.15 2.12

City of Bayside 2.52 2.55 2.48

Dwelling type In Sandringham Village, 61% of the dwellings were medium or high density 2, compared to 32% in the City of Bayside. These dwelling types experienced the biggest growth between 2006 and 2011, with 115 dwellings added. While the number of separate houses decreased by 21 between 2006 and 2011, this remains the most prevalent dwelling type in 2011 for the wider Sandringham Village area. Although there are no forecasts to 2031 for dwelling types, the trend towards constructing medium and high density housing is expected to continue and increase. Key planning changes will facilitate this growth. In particular, the implementation of the Sandringham Village Structure Plan into the Planning Scheme, and the application of the new residential zones to implement the directions of the Bayside Housing Strategy 2012.

Sandringham Village 2011 2006 Change

City of City of 2006 Dwelling type Number % Bayside % Number % Bayside % to 2011

Separate house 361 38.3 67.4 381 43.7 67.7 -21

Medium density 338 35.9 29.1 303 34.7 29.7 +35

High density 239 25.4 3.1 158 18.2 1.9 +80

Other 4 0.4 0.4 30 3.4 0.7 -26

Total Private Dwellings 942 100.0 100.0 872 100.0 100.0 69

2 ‘Medium density’ in this instance includes all semi-detached, row, terrace, townhouses and villa units, plus flats and apartments in blocks of 1 or 2 storeys, and flats attached to houses; ‘high density’ includes flats and apartments in 3 storey and larger blocks.

20 Bayside City Council Housing Capacity Analysis A housing capacity analysis using Council’s Housing Growth Model was undertaken to assess whether the planning controls in the Sandringham Village Structure Plan area will enable sufficient dwelling yield to accommodate demand for additional housing. The results, as detailed in the table below, showed that the forecast dwelling yields in the Sandringham Village activity centre would meet and exceed the forecast dwelling demand. Note that the figures detailed below are for the area within the Sandringham Village Structure Plan activity centre boundary only, not the wider area as used in the preceding demographic profile.

Figure 12 Housing capacity analysis

Supply Demand Housing capacity compared to demand for housing

Housing Housing Difference - supply Difference - supply Yield, low Yield, high Dwelling to demand under to demand for development development forecasts low development high development scenario 2030 scenario 2030 2031 .id scenario scenario

Sandringham Village 1,109 1,401 976 +133 +425

Economic Profile An economic analysis of Sandringham Village was prepared to update the 2006 Economic Assessment of the centre. Overall the economic analysis concluded that Sandringham Village is reasonably well catered for by existing state and local policies, which have been highly effective in maintaining the character and trading viability of the centres. The economic assessment recognised that Bayside’s activity centres are best practice examples of local activity centres, performing well and providing high quality offerings without the anchors often present in large activity centres of similar sizes. The current land use composition of the non- residential uses in the centre is shown in Figure 13.

Sandringham Village Structure Plan Review – July 2016 21 FigureSandringham 13 Spatial land use, Sandringham Village 2015 Land Use, July 2015

Beach Rd Chalmers Ave

Legend Supermarket Sandringham Railway Station Food Retailing Caf s, Bars and Restaurants Clothing, Footwear and Personal Apparal General Retailing Personal Services Health Care and Social Assistance Government Administration Business and Other Support Services Sport, Recreation and Travel Services

Multiple Tenancies Fernhill Rd Vacant Other Under Construction

0 200

metres

The analysis found that rather than changing policy The analysis did not identify a need for any direction, as the policies appear to be working well, rezoning of residential to accommodate the refinements can be made to respond to broader growth in floorspace demand for retail and economic changes and address location specific commercial uses as consolidation of the centre themes. Future opportunities identified primarily is preferred. However, it is important to ensure relate to strengthening existing policy to: that the incremental growth in floorspace can continue to be accommodated in order to meet • Support residential development in the centre; demand. The retail and commercial floorspace • Continue to improve streetscape demand forecasts are detailed in Figure 14. and public realm; and • Leverage off the activity centre’s coastal location.

22 Bayside City Council Figure 14 Retail and Commercial Floorspace Estimates

2021 2031

Land use 2014 Supply (sqm) Demand Expansion Need Demand Expansion Need

Retail (total) 12,528 13,900 1,400 14,800 2,300 Supermarket and 2,490 2,800 300 2,900 500 Grocery Stores Specialty – Food 1,530 1,700 200 1,800 300 and Drink Specialty – Non food 3,948 4,400 400 4,700 700 Hospitality 4,560 5,100 500 5,400 800

Commercial 5,589 5,700 100 6,300 700

Source: SGS Economics and Planning 2015, Bayside City Council

Implications from demographic, housing and economic changes

Demand for health services is forecast to grow i. local health services (e.g. General The population change for Bayside shows there Practitioners) which will be evenly distributed will be an ageing of the adult population, with across the metropolis and follow broad a greater proportion of residents aged 60 years population and employment growth and older. The data for Sandringham Village patterns (suited to Activity Centres); and shows that it currently has an older age profile ii. regional level services (including hospitals compared to the Bayside average, with a greater and medical specialists) which will increasingly proportion of residents aged 60 and over. Over be clustered around major medical nodes. time, this is forecast to change and become While Sandringham has a hospital, it is disconnected more comparable to the Bayside average, with from the Sandringham Village activity centre both the exception of residents aged 85 years and over visually and through distance. The economic advice which remains higher and is indicative of the aged suggested that this disconnection would preclude care facilities within activity centres. This links to a medical cluster forming in the centre that linked directions in the Bayside Housing Strategy (2012) to the hospital. which encourages the location of aged/disability care facilities and retirement villages within the Local health services should be encouraged MACs as they have good access to services 3. in Sandringham Village (and other centres), so This overall demographic change points to the residents have good local access to basic health need for a greater provision of medical and aged service. These uses can be accommodated by care services. providing more commercial and retail floorspace (for those practices that require a shopfront) The economic study identified Health Care as the over time. largest growth sector of the future, with the growth occurring on two fronts: Recommendation: • Encourage health services to locate within Sandringham Village so residents have good access to health services as the demand is forecast to grow.

Sandringham Village Structure Plan Review – July 2016 23 There is a need to plan for the additional Amenity, sense of place and walkability community infrastructure requirements boosts economic potential of a growing population Economic analysis identified the following factors The Sandringham Village Structure Plan supports in an activity centre as having positive economic the retention of the existing range of community spinoffs: a strong sense of place, high amenity, services functions currently located within the walkability, and good proximity to public transport Centre and provides encouragement for and other services and facilities. In such centres, consolidation or identification of a community retail development opportunities will emerge, as hub. The expert evidence presented at the Planning speciality stores (niche fashion in particular) can Panel for Amendments C100-103, noted that the be presented distinctively here. In addition, such MAC Structure Plans lack detail in relation to the centres will be well-placed to take advantage of the provision of community infrastructure. It follows growing popularity of casual dining as a substitute that the Structure Plan review should take into for fine-dining. In relation to Sandringham high-end account any community infrastructure strategies hospitality is also attracted by the distinct dealing with such matters as community hubs, presentation available in such a street-based libraries, family and children’s services and open activity centre in the form of alfresco dining. space, a sentiment echoed in the Bayside Housing Regular streetscape and public realm works are Strategy (2012). required to ensure that the places remain relevant The Housing Strategy identifies that further strategic to meet public need. The Sandringham Village work is required to: Streetscape Master Plan provides a vision for revitalising the streetscapes and improving the • Determine the physical and social/ public realm to stimulate the local economy. community infrastructure requirements However, the Structure Plan is a long-term plan, associated with accommodating future and all opportunities for streetscape and public growth within the Housing Growth Areas. realm improvements should be considered and • Develop a timeframe for the prioritised provision reviewed regularly. of physical and social/community infrastructure to meet the needs of the increasing population. In addition, Council has developed a Place Design Manual which provides general principles • Prepare a Development Contribution Plan of design as well as specific guidance regarding for each Housing Growth Area identifying the infrastructure standards for the MACs. The the physical and social/community Place Design Manual sets out a coordinated infrastructure required, the prioritisation approach to design and management of urban of works, an estimated cost and an places, supporting the Spaces section of the appropriate contribution allocation ratio. Structure Plan. • Develop a five year capital works plan focusing on the upgrade and renewal of existing The Bayside Open Space Strategy (2012) identifies Council owned and managed assets. the need to mitigate the urban heat island effect and the impact of more compact development • Develop a mechanism for the preparation in the MACs. While the Strategy found that and implementation of master plans for Sandringham did not require more open space, schools, hospitals, retirement villages the Strategy stated that ‘provision of open space and other large institutional uses. within these centres is highly important to offset • Liaise with the relevant agencies to advocate the build-up of urban heat. Planting large canopy for the provision of infrastructure to meet trees in open space and the street will also help community needs. mitigate this impact’. The Policy and Implementation Review report links this to Recommendation: potentially using the zone schedules to vary the • Undertake the strategic work identified in provisions for landscaping. Whilst this is an option, the Bayside Housing Strategy regarding it is considered that this is not a high risk for the community infrastructure issues.

24 Bayside City Council Sandringham Activity Centre given its location Population growth is the main driver and Council’s commitment to landscaping and of jobs in population-serving industries streetscape improvements. Economic analysis identified that population growth is the main driver of the type of jobs located in Recommendation: Sandringham Village, that is, jobs in population- • Undertake continuoual improvements to the serving industries such as retail and hospitality. streetscapes, public realm and walkability Over the next 15 to 20 years, it will be population of the centre that build on the Sandringham growth that drives the incremental growth of most Village Streetscape Masterplan. store formats. Strong employment growth will also support the retail and hospitality sector directly Sandringham Village can leverage through increased demand (i.e. workers spending off its coastal location money) which is often at different times to residents The Sandringham Village Structure Plan already and visitors. This is important to the growth seeks to improve the connection between the aspirations of Sandringham Village in the future. Sandringham Village and the foreshore reserve. The economic analysis recommended that the It includes the following strategies in the Spaces Structure Plan support residential development section of the Structure Plan: in the centre, particularly ‘shop top’ development, • Improve Melrose Street as a link from the village and to support densification of the catchment, and station area to the foreshore reserve; perhaps with more three to four storey residential • Provide active building frontages along Beach developments above shops to consolidate Road to address the foreshore reserve; and the precinct. • Improve pedestrian links between the foreshore reserve and Beach Road to encourage people Recommendation to move between the foreshore and the Centre. • Continue to support residential development and intensification in the centre, including Despite the desired improvements for better through ‘shop top’ development. connections, Beach Road is an arterial road playing an important traffic function and is managed by VicRoads. Council’s ability to implement changes There is a need to provide clarity on is limited as it primarily plays an advocacy role. In balancing character and growth objectives addition, any changes must have regard to the Maintaining neighbourhood character is important Beach Road Corridor Strategy, a joint strategic to the Bayside community, as recognised in the document prepared on behalf of Bayside City Bayside 2020 Community Plan which outlines Council, VicRoads and City of Kingston. the value Bayside residents place on the unique character of the shopping strips. Whilst there is Recommendation some acceptance that the MACs will increase in • Investigate options to better connect density, feedback regularly indicates that this type the coast with the Activity Centre. of development should not encroach into residential areas outside activity centres. The Structure Plan • Advocate for Beach Road to become more pedestrian friendly in the activity centre area, also provides a framework for the retention of in particular to improve pedestrian linkages neighbourhood character whilst accommodating to the foreshore, especially where a physical the forecast growth supported by State and and visual path to the water can be aligned. local policy.

Sandringham Village Structure Plan Review – July 2016 25 As the General Residential Zone, Design and Recommendation: Development Overlay, Neighbourhood Character • Develop preferred future character statements Policy and Bayside Housing Strategy 2012 all for the residential areas of Sandringham Village, provide strategic direction for residential growth which recognise it will undergo change. in activity centres, the number of controls has created a conflict which results in uncertainty as • Provide guidelines for the development of properties affected by a Heritage Overlay to the preferred future character of those areas. or Neighbourhood Character Overlay Clarification of the preferred neighbourhood within the Sandringham Village MAC. character for the General Residential Zone areas should be a priority to ensure the policy • Define what is meant by ‘village feel’ and objectives are clear and able to be achieved. ‘village character’ in the Planning Scheme in relation to the Sandringham Village MAC. The Housing Strategy also identified the following pieces of additional work which would add clarity to the local planning policy framework to manage Increased growth in residents, workers growth and change in the MACs: and visitors places pressure on car parking Car parking in activity centres has consistently • Review the Neighbourhood Character Local been raised as an issue of concern for Bayside Planning Policy and amend to recognise the residents, traders and visitors. The preparation ‘Housing Growth Areas’ and the development of a Car Parking Plan for Sandringham Village will which is likely to occur within these areas; and assist Council to articulate its position in relation • Provide guidelines for development of properties to a range of parking issues, noting that the Car affected by a Heritage Overlay or Neighbourhood Parking Plan prepared in 2006 did not form part Character Overlay within ‘Housing Growth of Amendment C100. Areas’ to provide direction on how to balance the need to protect heritage sites and precincts Recommendation whilst accommodating future growth. • Prepare a car parking plan for An analysis of VCAT cases (refer Appendix 2) also the Sandringham Village MAC. identified that the term ‘village feel’ and ‘village character’ can be interpreted in different ways. Increased growth in the centre provides Council has presented to VCAT that the Planning additional impetus to reconsider how new Scheme calls for the maintenance of a ‘village feel’ or widened laneways will be implemented in its activity centres and that it is essential that building height does not overwhelm this ‘village The laneways in the Sandringham Village Activity feel’. However, VCAT considers the term ‘village Centre have been raised as an issue of concern character’ as not necessarily relating to building for Bayside residents and by VCAT. The opportunity scale but also the level of mixed activities and use to widen and specify the primary purpose of of public space. Council’s position has indicated laneways is identified in the Structure Plan however that building ‘design’ rather than ‘activity’ is the has not yet been realised. The strengthening of main issue when the term ‘village’ is raised in implementation measures to widen laneways and opposition to development. create new laneways will assist Council achieving the access objectives of the Structure Plan. The expression ‘village feel’ is found in the Planning Scheme at Clause 21.07 in relation Recommendation: to activity centres. VCAT has highlighted that • Investigate the options for implementing the the Planning Scheme does not explain what proposed laneway widenings and laneway this means or its implications. connections as shown on the Access Plan.

26 Bayside City Council Implementation In order to implement the elements of this review, including its supporting reports, a table outlining the issues, opportunities and recommendations has been prepared. A number of these actions have commenced as part of other strategic work, referenced in the table. The actions are linked to the four themes within the Structure Plan.

Issues, Opportunities, Recommendations and Actions

Theme Identified Issues/ Recommendations Actions Opportunities

1 Activities Demand for health services is Encourage health Undertake further strategic forecast to grow. It is important services to locate within work to identify methods to that residents have good Sandringham Village. attract health services to locate access to health services. in the centre. Prepare a Planning Scheme Amendment to update Cl 21.11-1 Sandringham Village to include a strategy to ‘encourage health service uses’ and if relevant, incorporate measures identified through the further strategic work.

2 Activities The reformed zones makes it Continue to use the Prepare a Planning Scheme harder to implement the land Commercial 1 Zone and create Amendment to update use objectives for each precinct. opportunities for mixed use Cl 21.11-1 Sandringham The intent of the reformed developments in the centre. Village to combine Precinct commercial zone is to create 1 (Retail Core) with Precinct opportunities for a mixed use 3 (Bay Road Offices). centre that includes retail, office and commercial uses with the potential for higher- density residential growth. This is considered appropriate in Sandringham Village where much of the commercial activity has a population-serving function and has similar land use needs as retail.

3 Activities There is a risk that residential Ensure a balance is achieved Develop a monitoring and development can outprice between providing sufficient reviewing program for commercial development. floorspace for commercial commercial and residential It is important to ensure uses including for future growth land supply and consumption that increased residential and providing for additional in Activity Centres to ensure a development in activity centres residential development, sufficient forward supply of land does not occur at the expense through a monitoring and for a 15 year or more period. of the commercial activities nor reviewing program. This can be actioned through inhibit their potential expansion the draft Retail, Commercial to meet the future needs of and Employment Strategy. a growing community.

Sandringham Village Structure Plan Review – July 2016 27 Theme Identified Issues/ Recommendations Actions Opportunities

4 Activities The review presents an Continue to apply the General No further action required. opportunity to consider Residential Zone in Sandringham the application of the Village to provide for the housing Residential Growth Zone outcomes anticipated in the in the Activity Centre. Bayside Housing Strategy 2012, and continue to apply the Commercial 1 Zone to the business precincts to allow for incremental expansion of retail and commercial floorspace.

5 Activities Population growth will be the Continue to support residential No further action needed - main driver of job growth in the development and intensification ‘shop top’ residential centre. Residential development in the centre, including through development is encouraged and intensification in the centre ‘shop top’ development. through the current planning will therefore help to improve the controls through the C1Z, viability of population-serving DDO8 and State and Local businesses in the longer term. Planning Policy Framework.

6 Activities Evidence at the C100-103 Undertake the further Undertake further strategic Planning Panel identified strategic work identified in work relating to infrastructure that the Structure Plans the Bayside Housing Strategy needs in the Housing Growth lack detail in relation to (2012) regarding community Areas as per Bayside community infrastructure. infrastructure issues. Housing Strategy (2012). The Bayside Housing Strategy 2012 also identified that further strategic work is needed to plan for the infrastructure requirements of a growing community.

7 Activities The coastal location is a Investigate options to Through the draft Retail, strength that can be optimised. better connect the coast Commercial and Employment As the Activity Centre and the with the Sandringham Strategy, explore ways to bay on the other side of the Village Activity Centre. better connect the coast road both attract visitation, with the activity centre. Advocate for Beach Road the connection between the to become more pedestrian No further action needed to two elements becomes the friendly in the activity centre update Planning Scheme key. There is opportunity area, in particular to improve - Clause 21.11-1 already to improve the integration pedestrian linkages to the includes an objective to improve of the centre’s commercial foreshore, especially where physical and visual connections functions with the aesthetics a physical and visual path to between Sandringham Village on offer along the coast. the water can be aligned. and the foreshore reserve. Continue to advocate to VicRoads for better pedestrian connections between the village and the foreshore, having regard to the Beach Road Corridor Strategy.

28 Bayside City Council Theme Identified Issues/ Recommendations Actions Opportunities

8 Buildings There is a need to balance Develop preferred future Review the updated preferred objectives relating to facilitating character statements. These future character statements growth and maintaining will strengthen decision developed as part of this Review, character. Currently, Council making, clarify the extent and incorporate into the Planning decisions are being overturned of change envisaged, and Scheme once finalised. at VCAT when arguing on a include a description of Action heritage considerations neighbourhood character basis. housing typologies. through the Heritage Action Plan. Terms ‘village feel’ and ‘village Provide guidelines for character’ are ambiguous. Undertake further strategic development of properties work to better define how affected by a Heritage Overlay to interpret ‘village feel’ and or Neighbourhood Character ‘village character’ in the Overlay within ‘Housing Growth Planning Scheme in relation Areas’ to provide direction to Sandringham Village. about how to balance the need to protect heritage sites and precincts, whilst accommodating future growth. Define what is meant by ‘village feel’ and ‘village character’ in the Planning Scheme in relation to the Sandringham Village Activity Centre.

9 Buildings There are no key structural Amend DDO to update Prepare a Planning Scheme deficiencies in the way the terminology, and improve Amendment to update DDO8 operates however ease of use and discretionary DDO8 according to potential improvements were decision making. identified improvements. identified relating to better guiding discretionary decision making, improving ease of use, and updating in line with current zoning terminology.

10 Buildings There is an inconsistency in Ensure the heights within the Review the Bayside the heights specified in the DDO8 are applied in place of Planning Scheme to Buildings Plan in the Structure the Structure Plan heights and ensure consistent height Plan and what is contained ensure consistency within the controls for the Sandringham in the Planning Scheme, Bayside Planning Scheme. Village Activity Centre. which creates confusion. The controls arose as a result of subsequent decisions overriding the Structure Plan content.

Sandringham Village Structure Plan Review – July 2016 29 Theme Identified Issues/ Recommendations Actions Opportunities

11 Spaces Improving the amenity, Undertake improvements to Support the implementation walkability and sense of place the streetscapes, public realm of the Sandringham Village of the centre helps to boost and walkability of the centre Streetscape Master Plan its economic potential. In the that build on the Sandringham (2016). Continue to review short term, the Sandringham Village Streetscape Masterplan. and undertake streetscape Village Streetscape Master Plan and public realm works (2016) will assist in revitalising in the long term. the streetscapes and improving public realm outcomes to stimulate the local economy and provide community benefits. However, long-term, continual improvements are needed to ensure it responds to changing needs.

12 Access The issue of car parking has Prepare a Car Parking Plan Develop, adopt and implement a consistently been raised as a for the Sandringham Village Car Parking Plan for the centre. matter of concern for Bayside Activity Centre to identify residents, trader and visitors car parking needs. and has been argued in VCAT. The forecast growth in residents and workers in the centre will create additional car parking demand. The Car Parking Plan prepared in 2006 did not form part of Amendment C100.

13 Access Laneways in the Sandringham Investigate options for Undertake further strategic Village Activity Centre have implementing the proposed work to develop stronger been raised as a matter of laneway widenings and laneway implementation measures concern for Bayside residents connections as shown in the relating to laneways, and by VCAT. The widenings Access Plan of the Sandringham particularly widening and and new connections sought Village Structure Plan and new laneway creation. by the Structure Plan have in Map 1 to Clause 21.11-1 not yet been realised. With in the Planning Scheme. growth forecast for the centre, this will place additional pressure on the laneways.

14 Other Plan Melbourne removed the Review the municipality’s This is being addressed through distinction between Principal activity centre classifications the draft Retail, Commercial Activity Centres (PAC) and to ensure they respond to the and Employment Strategy. Major Activity Centres (MAC), economic role of the centre. with these centres now identified as ‘Activity Centres’.

30 Bayside City Council Appendix 1 – Audit of Actions, Sandringham Village Structure Plan 2006

Theme Action Responsibility Status

1 Activities Prepare and implement an amendment to the Urban Strategy Complete - C100-C103 Bayside Planning Scheme to introduce the objectives and the applicable strategies into the Local Planning Policy Framework. (p9)

2 Buildings Update the relevant precincts in Major Urban Strategy A Heritage Action Plan is Activity Centres within the Heritage Review being prepared which will 1999 by Allom Lovell and Associates, with update findings from the a view to preparing an amendment to the Heritage Review 1999 and Bayside Planning Scheme to introduce a will identify appropriate future new schedule to the heritage Overlay over actions for heritage areas areas of identified significance. (p13) in Sandringham Village.

3 Buildings Prepare and implement an amendment to Urban Strategy Complete - C100-C103 the Bayside Planning Scheme to introduce the Objectives and the applicable Strategies into a new schedule to the Design and Development Overlay and into the Local Planning Policy Framework. (p13)

4 Spaces Prepare and implement an amendment to the Urban Strategy Complete - C100-C103 Bayside Planning Scheme to introduce the objectives and the applicable strategies into the Local Planning Policy Framework. (p16)

5 Spaces Undertake a streetscape upgrade to Melrose Urban Complete Street following a detailed streetscape plan Improvements or masterplan for the area. The upgrade should incorporate regular street tree planting with low maintenance paving and street furniture,and if appropriate, public art. Similar streetscaping should eventually be carried out in the remaining retail areas of Sandringham Village to provide a consistent look to the Centre. (p16)

6 Spaces Undertake a streetscape upgrade for Urban Not commenced. Beach Road between The Crescent Improvements Council to negotiate with and Sims Street following a detailed VicRoads as the land manager, streetscape plan or masterplan for the area. having regard to the Beach Similar streetscaping should eventually Road Corridor Strategy. This be carried out in the remaining retail is reinforced through the areas of Sandringham Village to provide Bicycle Strategy (2013). a consistent look to the Centre. (p16)

7 Spaces Negotiate for high quality buildings along Statutory Ongoing Beach Road that address the foreshore Planning reserve with windows and activity at street level when relevant development applications are submitted. (p16)

8 Spaces Investigate options for providing higher Traffic Complete – the Beach pedestrian priority at existing signalised Engineering Road Corridor Strategy crossings along Beach Road (see provides Council’s and Access section for more detail). (p16) VicRoads’ position for the management of Beach Road.

Sandringham Village Structure Plan Review – July 2016 31 Theme Action Responsibility Status

9 Spaces Include and implement the following Urban Complete proposed works in the Council’s works Improvements program, prioritised to concentrate benefits and positive impacts: • Improve the small landscaped areas of open space around the railway station to provide an attractive pedestrian link. (p16)

10 Spaces Develop a signage guideline to manage Urban Underway. Signage existing signage in the Centre and promote Improvements also considered in the special features of the Centre. (p16) Streetscape Master Plan

11 Spaces Develop an appropriate strategy to actively Urban Not commenced. Government undertake the undergrounding of powerlines Improvements Funding/subsidy no longer in Sandringham Village in Bay Road between available. Significant Beach Road and Trentham Street, Waltham Council Budget would Street, Melrose Street, Beach Road, and the need to be allocated. remaining areas in Station Street between Bay Streetscape Master Plan also Road and Abbott Street where powerlines advocates for investigating have not been undergrounded. (p16) the possibility of locating power lines underground along Station Street south to facilitate a widening of footpaths.

12 Spaces Implement the undergrounding of Urban Not commenced. Government power in Melrose Street in accordance Improvements Funding/subsidy no longer with the appropriate strategy. (p16) available. Significant Council Budget would need to be allocated.

13 Spaces Require provision of weather protection Statutory Ongoing and active frontages for properties Planning with active frontages in the main streets of the Centre. (p16)

14 Spaces Review opportunities for acquiring Urban Strategy Complete – The Open Space additional public open space. (p16) / ESOS / Strategy outlines that there Commercial is no additional open space Services required in the Activity Centre. May need to be reviewed once housing capacity analysis has been completed.

15 Access Prepare and implement an amendment to the Urban Strategy Complete Bayside Planning Scheme to introduce the Objectives and the applicable strategies into the Local Planning Policy Framework. (p20)

16 Access Prepare and implement an amendment Urban Strategy Not commenced – Car Parking to the Bayside Planning Scheme to Plan is yet to be finalised. introduce the Sandringham Village Parking Precinct Plan into the Particular Provisions section of the Planning Scheme. (p20)

32 Bayside City Council Theme Action Responsibility Status

17 Access Work with VicRoads to introduce a reduced Traffic Council has written to VicRoads speed limit within the retail and commercial Engineering and advised there is no need areas of the Sandringham Village. This should for reduced speed limits in include Bay Road, Station Street, Abbott Sandringham Village. Council Street and possibly Beach Road. (p20) to continue to advocate. This is reinforced in the Bicycle Strategy (2013)

18 Access Consider other ways to reduce vehicle Traffic The Sandringham Village speeds through the Centre other than the Engineering Streetscape Master Plan introduction of reduced speed limits. (p20) will address this.

19 Access Lobby VicTrack and VicRoads to redesign the Traffic Ongoing rail bridge over Bay Road near the Nepean Engineering Highway to provide sufficient clearance for trucks, thereby eliminating the need for them to use the section of Bay Road within the Activity Centre as a through route. (p20)

20 Access Investigate the options for implementing Urban Strategy Not commenced the proposed laneway widenings / Statutory and laneway connections as shown Planning on the access plan. (p20)

21 Access Develop a laneway maintenance Asset Asset Management Plan Review strategy for safety, sanitation, etc. Management for Roads completed (includes The strategy should consider: laneways). Work underway to • Repaving to ensure even prepare conditions data and surfaces (asphalt typical) develop a forward works plan for renewal of laneways. • Lighting. (p20)

22 Access Review and implement the on-street car Urban Strategy Not commenced. parking recommendations contained in / Traffic the Parking Precinct Plan, including: Engineering • Consultation with traders and other relevant groups; • Considering the increase of very short-term parking (1/4 hour limit) in the heart of the Centre, particularly close to the Station; • Providing disabled parking for the Sandringham Village retail area in the intersecting side streets, which provide a safer environment. Where possible, the first parking space, after turning off the retail strip, should be reserved for disabled parking, in accordance with Australian Standards. (p20)

23 Access Improve view lines to, and lighting in off-street Urban Ongoing car parks and on pedestrian linkages between Improvements the car parks and the retail areas. (p20) / Statutory Planning

24 Access Lobby VicTrack and the Department Traffic PTV have committed to of Infrastructure for the duplication Engineering increasing services on the of the train platform at Sandringham Sandringham line from 2016. Station to improve the frequency and reliability of the train services. (p20)

Sandringham Village Structure Plan Review – July 2016 33 Theme Action Responsibility Status

25 Access Work with public transport operators to Traffic Addressed through the encourage the provision of signage within Engineering Streetscape Master Plan the train station, to identify the location of for Sandringham Village. interchange facilities outside the station, This will also be addressed including bus stops, taxi ranks, cycle by the Signage and parking, pedestrian links, and key features Wayfinding Strategy which and facilities within the Centre. (p20) is being developed.

26 Access Work with VicTrack and the Department Urban Strategy Ongoing of Infrastructure to investigate options for the redevelopment of the Station car park in Harston Street and the adjacent bus depot for housing with the public car parking lost to development provided underneath future housing. New buildings could look onto the existing platforms to increase the perception of safety.

27 Access Negotiate with railway operators to achieve Traffic Commenced – improvements improvements to pedestrian and bicycle Engineering to lighting around the station access and safety within and around the is being investigated. Sandringham Railway Station, in particular: Bicycle lockers have • Improved lighting at the station, along been installed at pathways to the station and in car parks; Sandringham station. • Installing bicycle lockers to supplement the existing semi-secure bicycle parking facilities. (p21)

28 Access Investigate improved linkages to the foreshore Traffic Streetscape Master Plan including providing additional pedestrian Engineering partly addresses this. priority at the existing signalised crossings Ongoing advocacy to across Beach Road at Bay Road and Melrose VicRoads required. Street, particularly during periods of high demand in summer and on weekends. (p21)

29 Access Consider the provision of a pedestrian link Urban Strategy Not commenced. May form between Sandringham Road and the railway / Traffic part of the redevelopment station, and Bay Road and the railway Engineering of the station car park station. This could be provided through the when and if that occurs. redevelopment of the bus depot and station car park and should consider the possible future duplication of the rail platforms. (p21)

30 Access Negotiate the provision of a new mid- Urban Strategy Not commenced block pedestrian link between Sims Street / Traffic and Bay Road with redevelopment of Engineering one or more suitable premises. (p21)

31 Access Develop a clear strategy for the placement Urban Complete – forms part of of permanent and temporary street Improvements the Place Design Manual furniture on footpaths (including signage, seating, shop displays, outdoor cafes) designed to maintain unobstructed travel paths for pedestrians. (p21)

32 Access Develop a formal footpath Asset Complete – Road Reserve maintenance strategy. (p21) Management Footpath Strategy completed in June 2012. Footpath Treatments Within the Road Reserve Policy adopted May 2016.

34 Bayside City Council Theme Action Responsibility Status

33 Access Complete the installation of on-road cycle Urban Partially complete lanes and off-road cycle paths in the Improvements Melrose St complete, others Sandringham Village Centre in accordance will form part of Streetscape with the Bayside Bicycle Strategy. Master Plan work

34 Access Develop implementation options for Traffic Complete - Bicycle Strategy the installation of bicycle facilities in Engineering sets out Council’s expectations all new developments and in Council regarding non-statutory buildings, community facilities and provision of bicycle parking. Council-controlled car parks. (p21)

35 Access Prepare a mobility strategy for the area Traffic Complete – Integrated that considers the above strategies. Engineering Transport Strategy

36 Access Review the Parking Precinct Plan in five Urban Strategy Not commenced years to ensure its continued relevance. / Traffic Engineering

Sandringham Village Structure Plan Review – July 2016 35 Bayside City Council 76 Royal Avenue Sandringham VIC 3191 Tel (03) 9599 4444 Fax (03) 9598 4474 [email protected] www.bayside.vic.gov.au

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Sandringham Village Car Parking Plan Background Report July 2016

Sandringham Village Car Parking Background Report

TABLE OF CONTENTS

1. BACKGROUND ...... 5

1.1. REFERENCE DOCUMENTS ...... 6

1.2. OTHER SUPPORTING STRATEGIES ...... 6

2. STRATEGY AND POLICY CONTEXT ...... 7

2.1. STATE PLANNING POLICIES ...... 7

2.1.1. DRAFT PLAN MELBOURNE REFRESH DISCUSSION PAPER OCTOBER 2015 ...... 7

2.1.2. STATE PLANNING POLICY FRAMEWORK ...... 7

2.2. RELEVANT LOCAL STRATEGIC DOCUMENTS ...... 9

2.2.1. LOCAL PLANNING POLICY FRAMEWORK ...... 9

2.2.2. OTHER STRATEGIC DOCUMENTS ...... 10

3. SANDRINGHAM MAJOR ACTIVITY CENTRE DEMOGRAPHIC PROFILE ...... 13

3.1. HOUSEHOLD TYPE ...... 14

3.2. DWELLING STRUCTURE ...... 14

3.3. CAR OWNERSHIP...... 15

3.4. AGEING POPULATION ...... 16

3.5. METHOD OF TRAVEL TO WORK ...... 16

3.6. FORECAST POPULATION GROWTH ...... 18

3.7. ECONOMIC GROWTH ...... 19

3.8. PROJECTED DEMAND FOR CAR PARKING BASED ON FORECASTS FOR DWELLINGS ...... 21

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Sandringham Village Car Parking Background Report

4. EXISTING CAR PARKING CONDITIONS ...... 22

4.1. TYPES OF PARKING USERS ...... 23

4.2. CURRENT PARKING SUPPLY AND RESTRICTIONS ...... 23

4.3. CAPACITY LIMITS ...... 24

4.4. SUMMARY OF KEY FINDINGS FROM PARKING SURVEY ...... 26

4.5. PUBLIC TRANSPORT DATA ON SANDRINGHAM TRAIN STATION PATRONAGE ...... 27

4.6. TRAIN STATION PATRONAGE FACT SHEET FOR 2013-2014 ...... 28

5. COMMUNITY ENGAGEMENT / ISSUES IDENTIFICATION ...... 29

5.1. CONSULTATION / FEEDBACK ...... 29

5.2. COMMUNITY COMMENTS CONCERNING CAR PARKING ...... 30

5.3. SUMMARY OF KEY ISSUES IDENTIFIED ...... 30

6. OPTIONS FOR MANAGING SUPPLY AND DEMAND ...... 32

6.1. CAR PARKING DEMAND REDUCTION MECHANISMS ...... 32

6.1.1. REDUCE UNRESTRICTED PARKING SUPPLY ...... 33

6.1.2. GREATER PARKING ENFORCEMENT TO ENSURE TURNOVER ...... 33

6.1.3. INSTALLATION OF AND IMPROVEMENTS TO PARKING GUIDANCE SIGNAGE ...... 34

6.1.4. INCREASED PARKING RESTRICTIONS ...... 35

6.1.5. THE INSTALLATION OF PAID PARKING FACILITIES ...... 35

6.1.6. PARKING PERMIT SCHEMES AND PRIORITY PARKING FOR IDENTIFIED USERS ...... 36

6.1.7. REDUCED CAR PARKING RATES ...... 41

6.1.8. IMPROVEMENTS AND EXTENSIONS TO THE SUPPLY OF OFF-STREET PARKING ...... 45

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Sandringham Village Car Parking Background Report

6.1.9. BEHAVIOURAL CHANGE PROGRAMS ...... 45

6.1.10. INCENTIVES FOR SUSTAINABLE TRANSPORT MODES ...... 49

7. CONCLUSION ...... 50

LIST OF TABLES

TABLE 1: HOUSEHOLD AND FAMILY STRUCTURE

TABLE 2: DWELLING TYPE

TABLE 3: NUMBER OF CARS PER HOUSEHOLD

TABLE 4: AGE STRUCTURE – FIVE YEAR AGE GROUPS

TABLE 5: METHOD OF TRAVEL TO WORK

TABLE 6: FORECAST AGE STRUCTURE – 5 YEAR AGE GROUPS

TABLE 7: RETAIL DEMAND FORECAST PROJECTIONS

TABLE 8: COMMERCIAL FLOORSPACE FORECAST

TABLE 9: PROJECTED PARKING DEMAND FOR COMMERCIAL AND OFFICE

TABLE 10: PROJECTED PARKING DEMAND FOR RETAIL/SHOP

TABLE 11: DWELLING FORECAST FOR SANDRINGHAM MAC TOWARDS 2031

TABLE 12: CAR PARKING SUPPLY AND RESTRICTIONS AS AT 2014

TABLE 13: SANDRINGHAM STATION WEEKDAY ENTRIES

TABLE 14: THE PROPORTIONAL WEEKDAY ENTRIES BY ACCESS MODE

TABLE 15: RELEVANT VCAT FINDINGS FOR SANDRINGHAM VILLAGE ACTIVITY CENTRE

LIST OF FIGURES

FIGURE 1: EXTENT OF CAR PARKING RESTRICTIONS IN SANDRINGHAM VILLAGE ACTIVITY CENTRE

FIGURE 2: SANDRINGHAM CAR PARKING OCCUPANCIES DURING WEEKDAYS 11AM PEAK

FIGURE 3: SANDRINGHAM CAR PARKING OCCUPANCIES DURING SATURDAY 11AM PEAK

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Sandringham Village Car Parking Background Report

1. BACKGROUND In recent years, Bayside City Council has undertaken considerable work in relation to understand the needs and future demand for car parking and sustainable travel in its activity centres.

The purpose of this report has been to identify a package of measures that will manage car parking supply and demand within the Activity Centre to support future growth of the centre to provide services and facilities for our growing population, whilst maintaining the attractiveness of the centre as a place to live, shop, do business and visit.

Since the preparation of the AECOM Parking Precinct Plan in 2006, significant changes have occurred both in relation to the policy context around sustainable transport use as well as changes within the Sandringham Village Activity Centre.

Given the numerous studies prepared by and on behalf of Council in recent years, this report seeks to bring together all data collected by previous studies for the area to provide an understanding of key influences and issues that are to be addressed through the preparation of a Car Parking Plan.

An initial community engagement process occurred in November 2014 to understand the key issues for residents and traders within the activity centre. Subsequent discussions have occurred with representatives of the Sandringham Traders’ Association to unders tand the feedback received from visitors to Sandringham Village as well as the needs for staff and traders within the centre. In addition, recent community consultation as part of the development of the draft Community Plan has confirmed Bayside residents’ expectations in relation to car parking and sustainable transport use. The community expectations in relation to car parking are summarised further within this report. Many comments raised the issue of providing additional car parking, however it is worth noting that on street parking is a finite resource in high demand. Council’s ability to provide additional off street parking is limited, given the high cost of development and the preferred character sought for the activity centre.

This background report provides a comprehensive review of previous work carried out in relation to car parking in the Sandringham Village Activity Centre and focuses on six key areas of investigation, including:

- A review of previous studies including an analysis of strategic context and policy position; - A review of the literature including other councils ’ car parking strategies; - An analysis on the car parking surveys; - Community consultation outcomes; - An investigation into the different systems used to mitigate car parking demand; and - Development of strategies recommended to assist in managing increasing car parking demand.

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Sandringham Village Car Parking Background Report

1.1. Reference Documents

Car Parking Precinct Plan, Aecom 2006

Expert Witness Report, Aurecon 2012

Community Consultation Summaries, Aurecon 2014

Parking Issues and Needs Analysis, Aurecon 2014

Bayside Car Parking Plans Part A - Review of Previous Studies, O’Brien Traffic, 2015

Bayside Car Parking Plans Part C- Proposed Method, O’Brien Traffic, 2016

Practice note 22: Using the Car Parking Provisions, June 2015

Practice note 57: The Parking Overlay, April 2013

City of Bayside 2011 Census results - Sandringham Village Major Activity Centre

1.2. Other supporting strategies

Bayside Housing Strategy 2012

Bayside Integrated Transport Strategy 2013

Bayside Bicycle Strategy 2013

Bayside Walking Strategy 2015

Public Transport Advocacy Statement 2013

Beach Road Corridor Strategy 2011

Sandringham Village Streetscape Master Plan Background Report (Revision July 2015)

Sandringham Village Structure Plan 2006

Sandringham Village Structure Plan Review 2016

Draft Retail, Commercial and Employment Strategy 2016

Managing On-Street Car Parking Demand Policy and Procedure

Residential Parking Permit Scheme Policy and Procedure

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2. STRATEGY AND POLICY CONTEXT This section provides a brief analysis on the strategic context and current policy position of Council in relation to car parking.

2.1. State Planning Policies There are a number of relevant State and Local policy documents which provide guidance for the direction of this Car Parking Background Report. Those which are most relevant in the context of transport planning are as follows:

 National Road Safety Strategy  Victoria Cycling Strategy  Transport Integration Act 2010  Public Transport Guidelines for Land Use and Development  Metropolitan Planning Strategy - Plan Melbourne refresh discussion paper  SmartRoads Policy  Victorian Planning Provisions – Clause 18 (Transport)  Victorian Planning Provisions – Clause 52.06 (Car Parking)

2.1.1. Draft Plan Melbourne Refresh Discussion Paper October 2015 The ‘refresh ’ of Plan Melbourne will focus on climate change, housing affordability and updating Plan Melbourne to reflect current government transport commitments and priorities. The draft document is currently under review. This refresh is unlikely to have significant implications for the Sandringham Village Activity Centre, as the centre is already a designated area for population growth having regard to the Bayside Housing Strategy 2012 and the role of the centre in the municipal activity centre network.

2.1.2. State Planning Policy Framework The State Planning Policy Framework (SPPF) in the Bayside Planning Scheme contains a range of state-wide policy directions that must be taken into account by the Council in administering the Planning Scheme. The SPPF states that in allocating or requiring land to be set aside for car parking, Councils should:

 Have regard to the existing and potential modes of access including public transport, the demand for off-street car parking, road capacity and the potential for demand management of car parking.  Encourage the efficient provision of car parking through the consolidation of car parking facilities.

The SPPF also states at Clause 18.02 that planning and responsible authorities should prepare or require car parking plans for the design and location of local car parking to:

 Protect the role and function of nearby roads, and enable the easy and efficient movement and delivery of goods.  Achieve a high standard of urban design and protect the amenity of the locality, including the amenity of pedestrians and other road users.  Create a safe environment for users, particularly at night.

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 Facilitate the use of public transport.

Clause 18.02 further states that the amenity of residential land is to be protected from the effects of road congestion created by on-street parking, and that adequate provision for taxi ranks should be planned for as part of activity centres.

The following is a summary of the specific Clauses in the Scheme related to transport and car parking requirements:

 Clause 18.01 (Transport)

The objective of this Clause is to create a safe and sustainable transport system by integrating land-use and transport. Encouraging the use of public transport and walking and cycling as modes of transport is central to achieving this objective. The Sandringham Village lends itself to promote the vision of this objective by encouraging the use of public transport, cycling and walking and not encouraging an abundance of car parking within the area, and in turn an overuse of motor vehicles.

 Clause 52.06 (Car Parking)

Within Bayside, land use and development have associated off-street car parking requirements and rates specified at Clause 52.06. The car parking rates are set as a standard across Victoria with the option for local variances in car parking requirements. This clause also provides for the waiver or reduction of parking requirements as appropriate.

Clause 52.06 provides car parking requirements for a use listed as a product of the standard rates in Column A, or the lower rates in Column B in Table 1. The lower rates provided in Column B apply to those areas specified in a schedule to the Parking Overlay.

These parking provisions have been provided to help streamline the planning system by removing onerous requirements, providing wider flexibility in decision making and promoting sustainable transport.

 Clause 52.07 (Loading and Unloading of Vehicles)

The purpose of Clause 52.07 is to set aside land for loading and unloading commercial vehicles to prevent loss of amenity and adverse effect on traffic flow and road safety. Clause 52.07 states that no building or works may be constructed for the manufacture, servicing, storage or sale of goods or materials unless the required loading facilities are provided on site.

To improve traffic circulation and the amenity in the Sandringham Activity Centre, loading and unloading should be encouraged to the rear of properties. A key issue is to ensure that adequate vehicle parking and appropriate traffic management practices are introduced into the centre so as to improve vehicle access, circulation, parking, loading/unloading and pedestrian movement/safety.

 Clause 52.34 (Bicycle Facilities)

Many existing office buildings and multi-dwelling residential buildings do not have enough bicycle parking in convenient and accessible storage facilities. There are also issues with the

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number of lockers and showers available to employees, and the provision of space for drying clothes and towels. Many popular destinations do not have sufficient publicly accessible bicycle parking forcing people to lock their bicycles to street fixtures that are not designed to properly support a bicycle.

Clause 52.34 sets out the end of trip facilities that new developments must provide. Clause 52.34 sets out rates of bicycle parking for areas that do not have a high demand for bicycle parking. Areas with high demand should go above and beyond the requirements so that employees, residents and visitors now and into the future can ride to their destinations without having to think twice about bicycle parking.

 Clause 52.36 (Integrated Public Transport Planning)

The purpose of Clause 52.36 is to ensure that new development supports public transport usage and to ensure that easily accessible public transport networks, which are appropriate to the scale of the development, and high quality public transport infrastructure are provided as part of new development.

This is important in ensuring all new developments make it easier for people to use public transport as their preferred method of transport and reduce car dependence.

2.2. Relevant Local Strategic Documents The following is a summary of planning policy and strategic documents that have relevance to the management of car parking demand within the Sandringham activity centre. The most relevant documents are:

2.2.1. Local Planning Policy Framework The Municipal Strategic Statement (MSS) in the Local Planning Policy Framework (LPPF) of the Planning Scheme states the Municipality’s strategic direction for Bayside.

 Clause 21.02 (Bayside Key Issues and Strategic Vision)

The Residential Strategic Framework Plan at Clause 21.02 provides an overview of the municipality’s strategic vision, re cognising the role of Sandringham MAC as a key contributor of economic activity and population growth.

 Clause 21.03 (Settlement and Housing)

This clauses references Sandringham as a Major Activity Centre. This is reinforced in a key objective, which is:

“To direct new medium density housing to Major Activity Centres, particularly those with good access to public transport routes as identified in the Residential Strategic Framework Plan.”

 Clause 21.09 (Transport and Access)

This Clause provides strategic direction about how integrated transport is to be addressed at the local level. It sets out key objectives for cycling, roads, access and car parking in Bayside. The aim of these objectives is to assist in reducing the car dependency of the municipality by providing

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easier access and better transport alternatives to the motor vehicle in convenient locations. Of particular relevance is the objective to improve access, movement and car parking within, around and through activity centres and to maintain existing numbers of public parking spaces and ensure appropriate numbers of additional parking spaces are provided in accordance with Clause 52.06 'Car Parking' to support added intensity of uses within each centre.

2.2.2. Other Strategic Documents

 Bayside Housing Strategy 2012

The Bayside Housing Strategy 2012 identifies housing growth areas across Bayside, including the MACs, and plans for growth over the next twenty years. A key objective is that car parking and traffic will not be dominant within activity centres and will have minimal impact on the function and aesthetics of activity centres, particularly at a pedestrian scale. The Sandringham activity centre is identified as a key focus residential growth area in the residential strategic framework plan. This plan provides a framework for balanced development and sustainable land use in Bayside and shows where housing growth will be focused.

 Bayside Integrated Transport Strategy 2013

The Bayside Integrated Transport Strategy 2013 sets out Council’s direction for transport planning, and the provision of transport services to 2023 and beyond. A key principle is the promotion of sustainable modes of transport, such as walking and cycling for local trips. The Strategy follows the work from the Sandringham Village Structure Plan 2006 in approaching pedestrian and cycling networks and parking management principles. The preparation of a Car Parking Strategy for the municipality is a key recommendation of the Strategy.

 Bayside Bicycle Strategy 2013

The Bayside Bicycle Strategy 2013 sets Council’s direction for the development of the bicycle network within the municipality and identifies Council’s position in encouraging and supporting more cycling within the Bayside community. The strategy seeks to improve bicycle infrastructure across Bayside, particularly where short trips (1-2 kms) can be encouraged via cycling rather than private motor vehicle travel. It presents strategies towards an integrated approach to cycling with land use and development and ways to develop a cycling culture in Bayside.

 Bayside Walking Strategy 2015

The Bayside Walking Strategy 2015 prioritises the needs of the older community, people with disabilities and people with young children. The main focus of the Strategy is to create safe, comfortable and inviting places to experience walking. The aims of the strategy include increasing the number of people who choose to walk, which can potentially reduce the future car parking demand. The support for walking in Bayside will have major implications on the demand for parking in activity centres.

 Public Transport Advocacy Statement 2013

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The role of the Public Transport Advocacy Statement is to ensure Council has a clear, justified position around what improvements are required to the public transport system in Bayside to achieve its transport vision. This is vital to the advocacy role Council plays in advocating to other agencies for deliverable improvements for the transport needs of Bayside residents and visitors. The Public Transport Advocacy Statement is currently being updated.

 Beach Road Corridor Strategy 2011

The Beach Road Corridor Strategy 2011 identifies and prioritises a range of actions that will improve the overall safety for all users of Beach Road with a particular emphasis on motorists, cyclists and pedestrians. Key objectives of the Strategy in the context of transportation in Sandringham are to improve the management of traffic issues and facilitate safer movement of vehicles, pedestrians, cyclists and other users.

 Sandringham Village Structure Plan 2006

The Sandringham Village Structure Plan 2006 sets the vision for the Sandringham Village activity centre. The Centre will be noted for its friendly village atmosphere and local community feel, while providing a vibrant mix of shops including cafes and restaurants. The Structure Plan includes a number of transport and access recommendations for the centre. A key recommendation in relation to access is to maintain existing numbers of public parking spaces and ensure that any new development provides appropriate numbers of additional parking spaces for all new developments.

 Sandringham Village Structure Plan Review July 2016

The Sandringham Village Structure Plan review considers the effectiveness of Council in achieving the vision of the Structure Plan and updates the vision to have regard to the policy changes and development trends since the Structure Plan was prepared. The Review makes recommendations on the future implementation of the objectives of the Structure Plans. A key recommendation is the preparation of a Car Parking Plan for the centre, an action which was completed as part of the development of the Structure Plan in 2006. However, due to the changes affecting the centre over time and the focus towards more sustainable transport within the centre, a new approach needs to be taken in responding to car parking demand.

 Sandringham Village Streetscape Master Plan Background Report 2015

The Streetscape Master Plan is a staged multifaceted eand flexible plan comprising a new public plaza connecting the Sandringham Railway Station to the Village, reducing the prominence of vehicles and reclaiming existing road space to create a new public realm. The Master Plan will seek to enhance Sandringham’s ‘Village Character’ qualities through public realm design initiatives consistent with the preferred coastal character of the centre.

It is envisaged that the Master Plan will guide ongoing management and future decision making for upgrades to the Village, as part of future capital works budgets, and will identify implementation projects and actions that are to be carried out in the next 2 –5 years.

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 Draft Retail, Commercial and Employment Strategy 2016

The draft Retail, Commercial and Employment (RCE) Strategy will ultimately provide a vision for the future of Bayside’s employment lands. It will help guide future investment, development, programs and re-zoning applications. The draft RCE Strategy highlights key demographic trends and policy framework which will influence the development of the activity centres so that a clear and informed future direction can be formed. The development of the draft RCE Strategy included an analysis of the existing commercial floorspace and the expected future demand which has been used to estimate future car parking demand.

 Managing On-Street Car Parking Demand Policy and Procedure

The intent of this Policy is to provide consistent and transparent guidance for the introduction of new parking restrictions in areas where on-street car parking may be causing a road safety hazard or where on-street car parking spaces are in high demand and this has resulted in car parking congestion. The needs for all road users are considered based on a hierarchy of road users on the type of street type, such as residential, business or commercial, and this guides the type and extent of restrictions required. For example within the residential areas of activity centres, in the first instance, restrictions are implemented on one side of the street only. This provides a balance between long term and short term car parking availability. This policy is currently under review and currently available for public comment.

 Residential Parking Permit Policy

The objective of the Residential Parking Permit Policy is to provide residents and their visitors with a reasonable likelihood of finding car parking in close proximity to their homes, while acknowledging the needs of other road users. Demand for parking is already high in areas close to Activity Centres, commercial centres, shopping centres and train stations. Residents in these areas, particularly those who have limited access to private off-street car parking, have to compete with all road users for the available on-street spaces. Currently, particular residents of activity centres are provided on-street parking permits for up to three vehicles, which exempt eligible vehicles, including visitors from time restrictions of one hour or longer in designated residential streets. Additional permits are able to be purchased. However there are a number of exclusions to the scheme, such as multi-unit developments built after July 2007, shop-top dwellings and business related properties. These properties are ineligible for receiving residential permits however this is proposed to be changed in a draft review currently available for public comment.

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Sandringham Village Car Parking Background Report

3. SANDRINGHAM MAJOR ACTIVITY CENTRE DEMOGRAPHIC PROFILE This section of the reports provides a high level summary of the Sandringham Village Activity Centre having regard to 2011 Census data. It is noted that the census data does not correspond exactly to the activity centre boundaries due to the number of households required to estimate modelling, and the boundaries of statistical areas not providing for a clear analysis. It is considered that the numbers provide an acceptable estimate of the trends and patterns emerging through the activity centre for the purpose of the development of a Car Parking Plan.

 Population

The population in Sandringham Village Activity Centre's increased by approximately 6 % or 109 people between the last Census periods. This represents an average annual population change of just over 1% per year over the period. The largest change in the age structure in this area was in the empty nesters and retirees (60 to 69 year olds), which increased by 67 people in that age group. A significant proportion of more than 30% of the population, were aged 60 years and over, compared with 18.2% for Greater Melbourne. Compared to Greater Melbourne, there is a larger percentage of persons within the activity centre aged 85 and over.

 Dwelling densities

The last Census recorded a total of 938 dwellings in the Sandringham Village Activity Centre. This included 361 separate houses, 338 medium density dwellings, and 239 high density dwellings. When thinking about percentages, the following rates were found: 38.3% of all dwellings were separate houses; 35.9% were medium density dwellings, and 25.4% were in high density dwellings. These results varied from the results for Greater Melbourne where a larger portion, or approximately 72% were separate houses. There was a total of 69 new dwellings in the Activity Centre in the period and the largest change was with the increase of high density dwellings.

 Method of travel to work

In the Sandringham Activity Centre, a larger percentage (20.4%) of persons travelled by train to work compared to less than 10% in Greater Melbourne. However, more than 50% of persons were recorded as travelling by car (as driver) to work.

 Car ownership

The residents in Sandringham Activity Centre have a high car ownership rate where more than 85% of the households owned at least one car. This is similar to the 2006 results which showed approximately 80% owned at least one car.

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Sandringham Village Car Parking Background Report

3.1. Household Type Sandringham Village Major Activity Centre's household and family structure is one of the most important demographic indicators. It reveals the area's residential role and function, era of settlement and provides key insights into the level of demand for services and facilities as most are related to age and household types.

Table 2: Household and family structure

Household type Sandringham Village 2011 2006 Change Major Activity Centre Households by type Number % Greater Number % Greater 2006 to Melbourne % Melbourne % 2011 Couples with children 216 25.6 33.6 211 28.5 33.5 +5 Couples without 221 26.2 23.5 187 25.2 22.9 +35 children One parent families 40 4.7 10.4 35 4.7 10.4 +5 Other families 6 0.7 1.4 13 1.7 1.4 -7 Group household 21 2.5 4.5 20 2.8 4.2 +1 Lone person 304 35.9 22.3 236 31.9 22.5 +67 Other not classifiable 27 3.3 3.4 32 4.3 4.3 -5 household Visitor only 9 1.1 0.9 7 0.9 0.7 +2 households Total households 845 100.0 100.0 740 100.0 100.0 +105 Source: ABS Census (Enumerated data)

The household types in the Sandringham Village Activity Centre are shown in Table 1 . There was an increase in the total number of households by 105 between 2006 and 2011. The largest change in family/household types in the Centre between 2006 and 2011 was in lone person occupants up by 67 households.

3.2. Dwelling Structure As illustrated in Table 2. Dwelling type below, there were 361 separate houses in the area, 338 medium density dwellings, and 239 high density dwellings. Analysis of the types of dwellings in Sandringham Village Activity Centre in 2011 shows that 38.3% of all dwellings were separate houses; 35.9% were medium density dwellings, and 25.4% were in high density dwellings, compared with 71.1%, 21.1%, and 7.2% in the Greater Melbourne respectively. The largest change in the type of dwellings found in Sandringham Village Activity Centre between 2006 and 2011 was in high density (+80 dwellings).

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Table 2: Dwelling type

Dwelling structure Sandringham Village 2011 2006 Change Major Activity Centre Dwelling type Number % Greater Number % Greater 2006 to Melbourne % Melbourne % 2011 Separate house 361 38.3 71.1 381 43.7 71.6 -21 Medium density 338 35.9 21.1 303 34.7 21.5 +35 High density 239 25.4 7.2 158 18.2 6.3 +80 Caravans, cabin, 0 0.0 0.2 0 0.0 0.3 0 houseboat Other 0 0.0 0.3 30 3.4 0.3 -30 Not stated 4 0.4 0.0 0 0.0 0.0 +4 Total Private 941 100.0 100.0 872 100.0 100.0 +69 Dwellings Source: ABS Census (Enumerated data)

3.3. Car ownership Analysis of car ownership of the households in Sandringham Village Activity Centre is shown below in Table 3. It shows that 82.8% of the households owned at least one car, while 10.9% did not, compared with 84.8% and 9.0% respectively in Greater Melbourne.

Table 3: Number of cars per household

Source: ABS Census (Enumerated data)

Of the households in Sandringham Activity Centre that owned at least one vehicle, there was a larger proportion who owned just one car; a smaller proportion who owned two cars; and an even smaller proportion who owned three cars or more. Overall, 40.2% of the households owned one car; 32.8% owned two cars; and 9.7% owned three cars or more, compared with 33.9%; 35.5% and 15.4% respectively for Greater Melbourne.

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Sandringham Village Car Parking Background Report

The largest change in the household car ownership in Sandringham Village Activity Centre between 2006 and 2011 was that households with one motor vehicle increased by 83 households.

3.4. Ageing population Analysis of the five year age groups in Sandringham Village Activity Centre is shown below in Table 4. Age structure – Five year age groups. The results show that there was a lower proportion of people in the younger age groups (under 15) and a higher proportion of people in the older age groups (65+) compared with Greater Melbourne. Overall, 16.2% of the population was aged between 0 and 15, and 23.8% were aged 65 years and over, compared with 18.5% and 13.1% respectively for Greater Melbourne.

Table 4: Age structure – Five year age groups

Source: ABS Census (Enumerated data) In the Census periods, the population increased by 109 people (5.7%). This represents an average annual population change of 1.12% per year over the period. The largest change in the age structure in this area was an increase in the empty nesters and retirees (60 to 69) age group of an additional 67 people.

3.5. Method of travel to work Sandringham Village Activity Centre's commuting statistics reveal the main modes of transport by which residents get to work. There are a number of reasons why people use different modes of transport to get to work including the availability of affordable and effective public transport options, the number of motor vehicles available within a household, and the distance travelled to work.

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Table 5: Method of Travel to work

Method of travel to work Sandringham Village 2011 2006 Change Major Activity Centre - (Enumerated) Main method of travel Number % Greater Number % Greater 2006 to Melbourne % Melbourne % 2011 Train 196 20.4 9.8 138 15.9 8.4 +59 Bus 8 0.8 1.5 3 0.3 1.2 +5 Tram or Ferry 0 0.0 2.2 0 0.0 2.0 0 Taxi 3 0.3 0.2 3 0.3 0.2 0 Car - as driver 522 54.3 59.7 484 56.1 60.4 +38 Car - as passenger 25 2.6 4.3 23 2.7 4.6 +2 Truck 0 0.0 0.7 3 0.3 0.9 -3 Motorbike 0 0.0 0.4 6 0.7 0.5 -6 Bicycle 6 0.6 1.3 9 1.1 1.1 -3 Walked only 19 2.0 2.9 29 3.4 3.0 -10 Other 3 0.3 1.0 14 1.6 0.9 -11 Worked at home 64 6.7 3.6 55 6.3 3.6 +10 Did not go to work 84 8.7 9.2 88 10.2 10.0 -4 Not stated 31 3.2 1.5 10 1.1 1.9 +21 Total employed persons 961 100.0 100.0 864 100.0 100.0 +97 aged 15+ Source: ABS Census (Enumerated data)

Table 5 shows there were 204 people who caught public transport to work (train, bus or tram) in Sandringham Village Activity Centre, compared with 547 who drove in private vehicles (car – as driver, car – as passenger, motorbike, or truck).

Analysis of the method of travel to work of the residents in Sandringham Village Activity Centre in 2011, compared to Greater Melbourne, shows that 21.2% used public transport, while 56.9% used a private vehicle, compared with 13.6% and 65.1% respectively in Greater Melbourne.

The major differences in persons between the method of travel to work of Sandringham Village Activity Centre and Greater Melbourne were:

 A larger percentage of persons who travelled by train (20.4% compared to 9.8%)  A larger percentage of persons who worked at home (6.7% compared to 3.6%)  A smaller percentage of persons who travelled by car (as driver) (54.3% compared to 59.7%)  A smaller percentage of persons who travelled by tram or ferry (0.0% compared to 2.2%)

The largest change in the method of travel to work by resident population in Sandringham Village Activity Centre between 2006 and 2011 was an increase of 59 people travelling by train.

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3.6. Forecast population growth Although the population projections provided here are for the whole municipality, this information is useful to show a broader overview on growth in the area more generally. It is recognised this growth will contribute to the activity in Sandringham Village and impact upon car parking demand.

As shown in Table 6 the City of Bayside population forecast for 2016 is 103,110. This is forecast to grow to 115,452 by 2031 at an estimated growth rate of approximately 12%. The greatest population change for the City of Bayside is forecast for the period from 2017 to 2021, which is expected to have a net increase of 7,132 people.

In 2011, the total population of the City of Bayside was estimated to be 96,119 people. It is expected to increase by over 19,333 people to 115,452 by 2031, at an average annual growth rate of 5.26%. This is based on an increase of over 9,600 households during the period, with the average number of persons per household falling from 2.59 to 2.48 by 2031.

Table 6: Forecast age structure – 5 year age groups

Forecast age structure - 5 year age groups City of Bayside - Total 2011 2016 2031 Change between 2011 persons and 2031 Age group (years) Number % Number % Number % Number 0 to 4 5,771 6.0 5,649 5.5 6,173 5.3 +402 5 to 9 6,632 6.9 6,872 6.7 6,896 6.0 +264 10 to 14 6,100 6.3 7,090 6.9 7,076 6.1 +976 15 to 19 6,055 6.3 6,413 6.2 7,024 6.1 +969 20 to 24 5,472 5.7 5,612 5.4 6,375 5.5 +903 25 to 29 3,841 4.0 4,665 4.5 5,352 4.6 +1,511 30 to 34 4,063 4.2 4,616 4.5 5,546 4.8 +1,483 35 to 39 6,267 6.5 6,186 6.0 7,020 6.1 +753 40 to 44 7,911 8.2 7,904 7.7 8,218 7.1 +307 45 to 49 7,633 7.9 8,252 8.0 8,308 7.2 +675 50 to 54 7,321 7.6 7,585 7.4 7,959 6.9 +638 55 to 59 6,338 6.6 6,929 6.7 7,433 6.4 +1,095 60 to 64 5,873 6.1 6,035 5.9 6,904 6.0 +1,031 65 to 69 4,685 4.9 5,599 5.4 6,265 5.4 +1,580 70 to 74 3,357 3.5 4,444 4.3 5,725 5.0 +2,368 75 to 79 2,737 2.8 3,180 3.1 4,951 4.3 +2,214 80 to 84 2,761 2.9 2,556 2.5 4,110 3.6 +1,349 85 and over 3,302 3.4 3,523 3.4 4,117 3.6 +815 Total persons 96,119 100.0 103,110 100.0 115,452 100.0 +19,333 Source: ABS Census (Enumerated data)

The most significant demographic change over the 2016 to 2026 period is going to be the growth in the population of seniors aged 70-84 years. The population of seniors will increase by nearly 3,500 in ten years, a growth of approximately 35%.

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3.7. Economic growth Demand for retail floorspace in Sandringham Village is expected to grow incrementally over the next 15 years. The centre is assessed as having a good balance between food and non-food floorspace (given demand from non-local residents), with a 3.6% vacancy rate a reasonable equilibrium for a standard Activity Centre. The retail demand forecast towards 2031 is shown in Table 7 below.

There is a limited provision of office floorspace in the Sandringham Village activity centre, as shown in Table 8, compared to other centres with the centre providing more of a community service role. This is not expected to change significantly in the near future, with limited opportunities available for office development in this centre.

Growth of this centre could be enhanced through the densification of the residential catchment, perhaps with more three to four storey residential developments above shops.

Future opportunities for this centre include:

- Support residential development to increase density and consolidate the catchment. - Continued 'shop top' development. - Continue to improve streetscape. - Consolidation of the precinct.

Table 7: Retail Demand Forecast Projections

2014 2021 2031

Store Type RTD* Current Demand Expansion Demand Expansion Demand Expansion Supply Need Need Need

Supermarket $10,800 2,490 2,500 - 2,800 300 2,900 500 & Grocery Speciality – $7,200 1,530 1,500 - 1,700 200 1,800 300 Food & Drink Speciality – $6,600 3,948 3,900 - 4,400 400 4,700 700 Non food Hospitality $5,800 4,560 4,600 - 5,100 500 5,400 800 Total 12,528 12,500 - 13,900 1,400 14,800 2,300 Source: SGS Economics and Planning 2015, Bayside City Council *Retail turnover density

Table 8: Commercial Floorspace Forecast

Year Commercial Estimated Supply Floorspace Expansion Need Employment (m2) Required (m2)

2014 681 5,589 - - 2021 693 5,589 5,700 100 2031 775 5,589 6,300 700 Source: SGS Economics and Planning 2015, Bayside City Council

There is incremental growth projected over the next 15 years. In line with this, commercial and retail development generates a demand for car parking to facilitate operation of the business activities.

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Floorspace projections for retail and commercial have been used to indicate the potential demand for car parking for the next 15 years.

Table 9: Projected parking demand for commercial and office

Commercial floorspace projected demand

Year Demand (m 2) # of Car Parking Spaces Number of car parks Required 2014 5,589 3.5 per 100m 2 195 2021 5,700 3.5 per 100m 2 199 2031 6,300 3.5 per 100m 2 220 Source: SGS Economics Major Activity Centre Review 2015

Table 10: Projected parking demand for retail/shop

Retail floorspace projected demand

Year Demand (m 2) # of Car Parking Spaces Number of car parks Required 2014 12,500 4 per 100m 2 500 2021 13,900 4 per 100m 2 556 2031 14,800 4 per 100m 2 592 Source: SGS Economics Major Activity Centre Review 2015

Based on the retail and commercial floorspace projections for the years 2021 and 2031 as shown in the above tables, a basic estimate of future car parking needs can be made. The required car parking rates of the planning scheme have been adopted in calculating the forecast number of car spaces required. It is assumed that all retail floor space will be located on ground floor and all office floorspace above ground floor. Given the limited capacity for additional parking to be provided in the public realm, new development would need to provide its onsite car parking requirements in order to ensure needs are met. There may be a level of modal shift however this is difficult to quantify for an area such as Sandringham Village, where there has been limited evidence based on 2011 Census data.

As the current amount of on-street parking supply is considered to remain constant, the projected demand for parking in the centre will need to be accommodated in other more sustainable transport options. Given that a portion of future parking will naturally be located on certain development sites, it is anticipated that future car parking demands could be accommodated on site or within existing public on-street and off-street vacancies.

While it is acknowledged that in some isolated areas car parking may reach capacity, parking supplies within peripheral areas can support the generated demands. However consideration could be given to opportunities to relocate existing underutilised spaces to areas of high demand.

In addition, should parking demands reach capacity, particularly within the inner core, this would be expected to encourage a shift in travel mode away from the private car supporting the key objectives of encouraging a shift toward more environmental modes of travel that are healthier and safer.

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3.8. Projected demand for car parking based on forecasts for dwellings There is expected growth in the number of dwellings in the activity centre in the future, as shown in Table 11 below. There is an anticipated increase of an additional 386 dwellings, amounting to 976 dwellings by the year 2031. For the reasons outlined below, it is not anticipated this increase in dwellings will impact upon the on-street car parking demand for the Sandringham Activity Centre:

 It has been assumed that all new mixed use and residential developments within the activity centre will provide all residential parking on site rather than relying on public parking such as on-street parking;  While it may be appropriate to reduce the car parking requirements for dwellings, such approvals should be coupled with appropriate on-street parking restrictions to ensure new residents cannot park (for long periods) on-street, and therefore such that the aims of providing lesser parking is achieved, being a reduced car ownership for activity centre residents. This also supports a turnover in parking demand ensuring that the activity centre will continue to remain viable rather than being ‘parked out’ by resident cars parking on- street;  The influence of an increasing use of public transport and active travel modes (cycling and walking); and  Ultimately a reduction in car ownership for residents living in the activity centre given the close proximity to services and facilities.

Therefore residential growth has not been included as part of the future car parking demand projections for the activity centre.

Table 11: Dwelling forecast for Sandringham MAC towards 2031

Area 201 4 2031 Forecast dwelling Existing dwellings Dwelling forecasts growth 2014 -2031 (forecast.id) Sandringham MAC 617 976 +359 NRZ area surrounding 362 389 +27 Sandringham MAC Total for Sandringham 979 1365 +386 Activity Centre small area forecast.id Source: City of Bayside forecast.id

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4. EXISTING CAR PARKING CONDITIONS Car parking in the Sandringham Village Activity Centre is provided both on and off-street and comprises a variety of different types of parking. The time limits vary from drop-in, short-term, medium-term and long-term or unrestricted.

DROP-IN SHORT MEDIUM LONG

P2 MIN 1P 3P P5 MIN 4 HOUR + 2P 4P 1/4 P

The primary car parking activity across the centre is predominantly around Sandringham Railway Station and the commercial areas predominantly of Station Street, Waltham Street, Abbott Street, Chalmers Avenue, Melrose Street and Bay Road.

Figure 1: Extent of car parking restrictions in Sandringham Village Activity Centre

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Sandringham Village Car Parking Background Report

4.1. Types of parking users Sandringham Village contains a wide variety of land use anchored around the Sandringham Railway Station. As a result the needs and requirements for parking in terms of duration of stay vary depending on trip purpose. People who require a parking space within the Sandringham Village generally fall within the following categories: residents (of the activity centre), local employees, rail passengers and visitors. Visitors include residents of Sandringham who live outside the activity centre boundary, given their need to often travel into the centre by private vehicle. RESIDENTS VISITORS LOCAL RAIL EMPLOYEES PASSENGERS

DROP –IN DROP –IN DROP –IN MEDIUM

SHORT SHORT MEDIUM LONG

MEDIUM MEDIUM LONG

LONG LONG

4.2. Current parking supply and restrictions A survey was undertaken in 2014 to determine the car parking demand based on the supply and user needs during peak periods on weekdays and Saturdays. A summary of the results is provided in Table 12 :

Table 12: Car parking supply and restrictions as at 2014

Location Total P 2 P 5 1/4P 1P 2P 3P 4P Unrestricted capacity mins mins Weekday

On -street 1063 8 1 42 190 267 48 41 466

Off -street car parks 170 0 0 0 0 46 0 92 32

Total parking 1233 8 1 42 190 313 48 133 498

Saturday

On -street 1108 4 0 42 173 128 26 0 735

Off -street car parks 170 0 0 0 0 0 0 92 78

Total parking 1278 4 0 42 173 128 26 92 813

Source: Aurecon 2014

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4.3. Capacity limits The survey results for the weekday peaks found that, generally there is sufficient supply. However, there are some areas within the activity centre which are experiencing higher levels of demand during peak times.

Weekdays Saturdays

 Peak parking demands occur at 11am  Peak Saturday utilisations show with all occupancies above 75%; occupancies in the vicinity of 61%;  The station car park is typically fully  The one hour on-street parking is at occupied by 7.30am; 90% capacity;  There is only one 5 minute parking  Parking in residential streets on space available; weekends near the station is high  The Melrose Street and Chalmers including Station Street, Bay Road, Avenue car parks have increased and Abbott Street near Station Street. capacity at over 90% occupancy.

Other observations

 The on-street one hour restricted parking was at high levels on weekdays and Saturdays (82% and 91% respectively); Generally, the on-street 3P restricted parking has the lowest occupancies at 35% capacity.

Higher demand Lower demand

 Train station long-term capacity;  Underground carpark on Bay Road;  One hour on-street restricted parking;  3P & 4P on-street parking weekdays;  Unrestricted parking in residential  Chalmers Avenue Car Park streets. underutilised at times.

Illustrative heat maps have been produced to show the particular car parking ‘hot spots’ within the activity centre which are demonstrating peak periods of high occupancies. These maps are purely indicative and are potentially an underrepresentation on tod ay’s conditions. They have been prepared from the Aurecon survey data obtained in 2014. Similarly, the imagery does not reflect the changes to the parking demand based upon the changes to the public transport fare structure or level crossing removal works which have commenced on the Frankston Railway line. The results for Saturdays are very similar to weekdays.

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Sandringham Village Car Parking Background Report

Figure 2: Sandringham Car Parking Occupancies during Tuesday 11am peak

Figure 3: Sandringham Car Parking Occupancies during Saturday 11am peak

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Sandringham Village Car Parking Background Report

4.4. Summary of key findings from parking survey Based on parking surveys, it is apparent that peak parking demands occurred at 11am and 2pm during the week and Saturday survey periods respectively. Peak occupancy during these times was observed to be 75% during the weekday peak and 61% during the Saturday peak.

In terms of future commercial growth, the surveys indicated that parking in the more commercially focused areas was operating approaching 85% occupancy, traditionally considered to represent peak efficiency. As a result of this relatively high existing demand, additional parking demands generated by new development would increase pressure on the performance of existing commercial supplies and ultimately, if no on-site parking is provided result in commercial parking supplies being over capacity. It is important to note that the traffic surveys and initial assessment covered a broader area than that defined as the activity centre boundary in the Structure Plan. This background study adopted the activity centre boundary specified in the Structure Plan as it aligns more closely with the Structure Plan review project. The future Car Parking Strategy to be prepared will identify and provide advice on the parking pressures for residential areas close to but outside activity centre boundaries in addition to the activity centre based future Car Parking Plan.

The survey results highlight the importance of better managing parking within the activity centre to increase availability of parking in the ‘core area’ and retail areas at peak times of the year.

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4.5. Public Transport data on Sandringham train station patronage Population growth, road congestion, petrol price rises and more environmental awareness are reasons why people are turning to public transport. Public Transport Victoria’s (PTV) Network Development Plan 2012 report found there had been a 70 per cent increase in those catching trains in the last decade, 40 per cent of which was in a five-year period between 2007 and 2012.

It is understood that commuter parking is of major concern around the Sandringham Village Activity Centre, especially to residents and traders, as it impacts upon unrestricted residential parking generally from early morning through to early evening. To estimate the amount of commuter parking that is potentially currently being occupied, 2014 survey results and 2012 PTV Estimated Station Entries at Metropolitan Stations data were assessed.

Weekday entries for Sandringham Railway Station were obtained from the PTV Estimated Station Entries at Metropolitan Stations (2012). Based on this information, entries into the Sandringham Railway Station from 2011-12 were considered to be relatively consistent with a slight increase of approximately 2% annual growth. These estimated entries were extrapolated to the current financial year and are shown in Table 13.

From an overall increase of approximately 10% between 2008 and 2013, a growth rate of approximately 2% per annum is adopted in order to estimate the train station patronage. This is considered to be a ‘business as usual’ approach towards the future.

Table 13: Sandringham Station weekday entries

Financial Year Number of weekday Difference Percentage change Average Weekly entries Entries 2008 -09 2080 12,530 2009 -10 2130 +50 +2.4% 12,920 2010 -11 2140 +10 +0.47% 13,040 2011 -12 2130 -10 -0.47% 12,880 2012 -13 Not available Not available Not available Not available 2013 -14 2280 +150 +7.04% 13,690 2014 -2015 (est) 2325 +45 +2% - 2015 -2016 (est) 2371 +46 +2% - Source: Public Transport Victoria (PTV) Estimated Station Entries at Metropolitan Stations

Of the 2,280 weekday entries in 2013-14, more than 52.76% (1,203) of these occurred during the morning peak between 7.00am and 9.30am. When this information is extrapolated into the current financial year, it is estimated that the demand for commuter parking during the morning peak is approximately 1,251 entries (52.76% of 2,371). This is an increase of 48 entries to the morning peak period on weekdays. This includes a variety of travel methods to the station as shown in Table 14.

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Table 14: The proportional weekday entries by access mode

Mode 2013 -14 Percentage 2014 -15 Increase in 2015 -16 Number of entries Est. entries entries Est. entries between 2013-15 Bus 220 9.6% 223 +7 227 Cycle 120 5.3% 124 +6 126 Motor vehicle 1038 45.5% 1058 +41 1079 Walking 882 38.7% 899 +35 917 Other 20 0.9% 21 +2 22 Total 2280 2325 +91 2371 Source: Public Transport Victoria (PTV) Estimated Station Entries at Metropolitan Stations

The projected patronages for Sandringham Railway Station are provided in Table 14. The proportional weekday entries by access mode . This information implies that the remaining unrestricted on-street parking close to the Railway Station is likely to be occupied by commuters from early times in the morning. This would strongly support the expansion of time restrictions within the entire activity centre with commuters encouraged to take sustainable travel to the station. This will ensure the available on-street parking is reserved for the activity centre patrons and visitors and not occupied by long term users such as train station passengers.

To ensure an increase in railway station patronage Council can play an advocacy role for better public transport integration which may also assist in reducing car parking demand. Similarly, demand will decrease when it becomes more difficult to find long term parking near the train station, and time restrictions which encourage higher turnover are installed. Furthermore, to aid this direction, there are many other factors which influence demand on parking such as educational campaigns promoting the benefits of sustainable transport and the increased frequency of buses during peak periods. The influences on parking demand are explored in detail in the options section.

4.6. Train station patronage fact sheet for 2013-2014  Morning peak patronage at Sandringham Station is 1,203 people per day (7.00am -9.30am);  Morning peak patronage (2+hrs) accounts for 52.76% of total daily boarding (1,203 /2,080);  There were 171 entries pre 7.00am peak time; and  Of the 2,280 total weekday entries, 1,038 of passengers arrived by car (45.5%) compared with 220 (9.6%) on the bus.

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5. COMMUNITY ENGAGEMENT / ISSUES IDENTIFICATION Despite more than a decade of Council policies designed to discourage car use in Bayside; including not issuing residential parking permits to multi-unit developments built after 2007; the number of households with at least one vehicle increased from 86.2% to 88.6% between 2006 and 2011.

This is in large part due to the popularity of the south east as a place to live. Bayside attracted more than 6,000 new residents between 2001 and 2011 with population forecasts in 2015 to grow to 112,000 by 2031. It is clear that managing the demand for parking will continue to be one of Council’s greatest challenges.

Since the parking surveys conducted in 2014 there have been significant changes which have resulted in an increased demand for long-term parking in the Sandringham Village activity centre. With the implementation of a single fare zone in January 2015, more people have chosen to commute from zone 2 stations (Hampton and Sandringham) on the Sandringham line. Whilst this means there is a greater capacity for walking, cycling or catching the bus from home to the station, an increasing number of commuters are driving to the station. In turn, this has led to an increased demand for commuter car parking close to the stations and placing pressure on unrestricted residential areas. To protect residential amenity in those streets within the vicinity of the Sandringham line, the introduction of time restricted parking has been applied to approximately 350 on-street car parking spaces since the implementation of the single fare zone in January 2015. These increased restrictions have been applied in residential areas outside the activity centre core.

Additionally, the commencement of the level crossing removal works on the Frankston Railway Line at Bentleigh, McKinnon and Ormond Stations has resulted in further pressure being placed on the already constrained supply of commuter parking close to the Sandringham Railway Line. Commuters who would otherwise use the Frankston line who seek to avoid the service disruptions are changing to the Sandringham line. The service disruptions on the Frankston line are expected to occur until late 2016. Further level crossing removal works are also proposed in future years for the Frankston line at Cheltenham, Mentone, Edithvale, Bon Beach, Carrum, Seaford and Frankston Stations which are expected to continue to impact on commuter parking along the Sandringham line.

Providing car parking to satisfy the demands of all road users is one of the biggest challenges faced by Council. Increasing intensification of development in the municipality, changing travel habits, pressures to maintain amenity and ongoing issues surrounding the rail fee structure have led to a decrease in the availability of on-street parking. Council is committed to providing residents and their visitors with a reasonable likelihood of parking in close proximity to their home, while preserving access for other road users in areas of high on-street parking demand.

5.1. Consultation / Feedback

In areas of regular high parking demand, such as activity centres and residential streets within the vicinity of railway stations and activity centres, balancing the provision of on-street parking to satisfy all road users is a difficult challenge. As competition for on-street car parking increases, Council needs to balance the competing demands of all road users to provide a reasonable likelihood of finding parking in close proximity to their destination.

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5.2. Community comments concerning car parking

The feedback received during the community consultation exercise undertaken in late 2014 highlights the difficulties in balance the competing demand for parking, particularly in relation to short-term and long-term demand. Key messages from the Aurecon Parking Issues and Needs Report are summarised below: RESIDENTS RAIL PASSENGERS

 Rail parking overspilling  Not enough KISS and ride parking

 Permit parking enforcement  Balance of short, medium and long -  Lack of disabled parking in general term parking

 Provide appropriate parking capacity  Frequent bus connections would to accommodate future growth reduce demand on car parking

 No parking fees  Change in train fares increased car parking demand LOCAL EMPLOYEES VISITORS

 Provide appropriate parking capacity  Balance of short, medium and long - to accommodate future growth term parking

 Provide local employee parking  Provide more free 1 and 2 hour spaces as well as more all day spaces

Vehicles are overstaying the time Underutilised underground car park restrictions and poor signage

5.3. Summary of Key Issues Identified Car parking is a limited resource and there are competing demands between user groups in terms of the need for specified time requirements. The following is a summary of some of the key issues which were raised:

 Rail passengers and traders are parking in residential areas, impacting residents ability to take advantage of on-street parking close to their homes;  Perceptions in inadequate time restrictions in the main area are leading to spill over into residential areas, including weekends;  Different commercial uses had different expectations for short term spaces, with high turnover uses (bakeries, newsagent and similar) seeking more 15 minute restrictions near their premises, with other longer term uses (hairdresser, offices) seeking 1-2 hour restrictions;  Insufficient parking enforcement means vehicles are overstaying the time restrictions regularly and risking the chance of being fined;  There is an imbalance of short to long-term parking (with both identified as priority);

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Sandringham Village Car Parking Background Report

 There is a lack of disabled parking;  There is insufficient drop-off parking available at the train station;  There are opportunities for additional parking spaces alongside the railway line;  Council should develop a multi deck car park in the centre; and  More commuter car parking should be provided close to the railway station.

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6. OPTIONS FOR MANAGING SUPPLY AND DEMAND Bayside, like all of Melbourne, is facing a future of change and our transport system must be flexible and resilient enough to adapt. In order to guide the development of the parking plan a set of objectives in relation to parking from background transport policy documents have been considered.

The key documented objectives in the Sandringham Village Structure Plan and Integrated Transport Strategy 2013 which can be adopted for a future parking plan are outlined below:

 Provide a safe environment, particularly for vulnerable road users such as pedestrians, cyclists and people accessing public transport;  Appropriately manage through traffic within the Centre;  Provide and manage car parking to meet the needs of residents, retailers and other local activities;  Improve the safety and appearance of laneway connections and off-street car parks;  Encourage improvements to public transport services and connections;  Provide access for pedestrians with all levels of mobility;  Establish a network of priority pedestrian routes integrating the main shopping areas with surrounding car parking areas, public transport, residential areas and other attractions; and  Improve bicycle routes and facilities in and around the Centre.

Particularly related to car parking, the Structure Plan identifies the following strategies:

 Maintain existing numbers of public parking spaces and ensure that any new development provides appropriate numbers of additional parking spaces, in accordance with the Sandringham Car Parking Plan 2006, to support added intensity of uses in the precinct;  Improve the safety for pedestrians moving between off street car parks and Sandringham Village;  Improve general signage directing traffic to car parks – in order to offer alternatives for motorists if one car park is at or close to capacity;  Ensure new residential units provide adequate off-street car parking in accordance with the Planning Scheme requirements; and  Provide for safer and more convenient access to disabled parking in the Sandringham Village Centre retail strip.

In developing a future Car Parking Plan and providing a clear vision for car parking in the Activity Centre, it is important to maintain the ‘village feel’ and ensure the Centre is not dominated by motor vehicles.

6.1. Car parking demand reduction mechanisms Consideration needs to be given to both demand and supply side measures and how these could be utilised to achieve a reduced dependency on motor cars. The investigation of supply and demand side measures would be required in order to reduce the current private motor vehicle reliance.

A broad level discussion regarding these car parking management mechanisms is provided below as a reference to the development of the Car Parking Plan, noting that Sandringham Village activity centre currently utilises a mix of some of these techniques.

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A list of supplementary management tools, which may be considered appropriate to support the reduction in road network congestion, parking demand and change existing travel habits are outlined below. Measures to be considered include:

 Reduce Unrestricted Parking Supply in the Centre;  Greater Parking Enforcement to Ensure Turnover;  Installation of and improvements to Parking Guidance Signage;  Increased Parking Restrictions;  The Installation of Paid Parking Facilities;  Parking Permit Schemes and Priority Parking for Identified Users;  Reduced Car Parking Rates, through detailed consideration of the Car Parking Overlay, Car Parking Waiver and Cash-in-lieu Schemes  Improvements and Extensions to the Supply of Off-Street Parking;  Behavioural Change Programs; and  Incentives for Sustainable Transport Modes.

These mechanisms are further explored in the following sections.

6.1.1. Reduce Unrestricted Parking Supply Currently there are 498 unrestricted spaces in the Sandringham Activity Centre on weekdays and 813 on Saturdays. This does not effectively reflect the current car parking demand for the Centre as it is gathered the longer term parking is often being utilised by commuters and traders.

It accordingly follows that by reducing the available parking provision within an area, or increasing the restricted parking provision, it is possible to reduce the car parking demands associated with that car parking. However, this should be carefully considered as it could have the potential to reduce the commercial attractiveness of the area.

In the context of supporting the objectives for the Sandringham Village activity centre, a reduction in the ‘unrestricted’ car parkin g supply could be considered to be one tool in shifting travel habits to sustainable and active travel modes, particularly for the rail passengers. Gradually and over an extended period, it is anticipated the number of on-street restricted parking spaces in the activity centre will expand and cover the whole area whilst the residential parking scheme will protect those eligible properties which rely solely on the on-street parking provision.

6.1.2. Greater Parking Enforcement to Ensure Turnover Enforcement of car parking restrictions is paramount to the adoption and maintenance of a given car parking system. Without suitable enforcement, particularly when demands are highest, car parking restrictions are not adhered to which can result in the loss of amenity and limited turnover for businesses.

The enforcement of parking is critical to ensure that parking is occurring with the intended allocation of parking, parking activities are occurring in a safe manner and illegal parking activities do not interfere with the flow and circulation of traffic. In order to provide a suitable level of enforcement to maintain compliance with the nominated parking restrictions, there needs to be an appropriate level of surveillance and penalty for non-compliance.

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In this regard, it is noted that it is possible to introduce high levels of technology for the surveillance, ticketing and processing of parking offences. While such technology will incur a high implementation cost, it can reduce operational costs, improve the coverage of officers and improve the responsiveness to illegal parking. The use of technology also allows more frequent coverage of key areas to maintain effective turnover and operations of parking.

Consideration could be given to installation of high level technology sensors. A parking overstay detection systems (PODS) have proven to be a success in several Victorian councils, achieving their intended purpose of vehicle turnover and safety. In Maribyrnong City Council, for example, the number of infringement notices issued for time-limit breaches jumped from 3734 to 7830 in the year following the installation of the system. There are other benefits for installation of such a system including the increased parking turnover in specified areas. Moreland City Council has had PODs installed in since 2011 with positive results.

Partnering with a private operator to install POD infrastructure who receives a proportion of the revenue from the fines issued would be a more preferable option, as Council would not be required to expend high levels of investment in the technology or the enforcement. An investigation on local providers and costs should form part of any future work.

During the surveys, it was found that a number of vehicles were overstaying time restrictions during weekdays:

 8% exceeded the 1½ hour restriction during the survey period;  All vehicles in the ¼ hour restriction stayed longer than 15 minutes;  8% exceed the 1 hour restriction during the survey period; and  At least 50% exceed the ½ hour restriction during the survey period.

The Saturday results showed similar figures where vehicles consistently overstayed the time requitements.

Although the rate of enforcement in Bayside has remained constant, the number of parking infringements notices being issued has increased gradually in the last few years. This may be an indicator that the time restrictions are not adequate and therefore may need to be changed.

6.1.3. Installation of and Improvements to Parking Guidance Signage The installation of wayfinding guidance signage, specifically related to car parking, is important in order to:  Highlight parking areas to ensure the most effective use of all available spaces, particularly areas which may not initially be visible, especially to visitors, or known to drivers;  Reduce road network congestion caused by vehicles circulating to find a parking space; and  Assist drivers to get their parking space as quickly as possible.

In addition, and further to the standard static way finding signage, dynamic car parking signage allows the number of vacant car parking spaces in a given area to be continuously displayed and updated on electronic signs located at key driver decision points. Such technology can improve the utilisation of parking areas, particularly as they reach capacity and it becomes more difficult to

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Sandringham Village Car Parking Background Report identify where vacant spaces exist. They can also assist in reducing road network congestion as vehicle circulation and time spent in search of a vacant space is reduced.

The introduction of dynamic signage, alerting drivers to the number of spaces available in off-street car parks, can improve their utilisation and assist drivers to locate vacant spaces prior to entering and circulating the car parking areas. This technology would help balance car parking patronage throughout the MAC and reduce traffic circulation.

Dynamic signage for outdoor car parks (at grade car parks) is typically done using loop based technology (counting vehicles as they enter and exit the car parking area) or more accurately (and more expensively) using individual parking sensors.

It is recommended that the opportunity for increased signage be investigated for the centre as educating people on the available parking choices will likely assist people finding spaces to suit their visitation needs.

6.1.4. Increased Parking Restrictions Car parking space restrictions are fundamental to the appropriate management of a car parking system. These restrictions have the ability to locate where certain user groups park, often providing priority for certain user types, with their use also important in creating a turnover of parking within spaces to allow for a greater number of motorists to use the same space. On the other hand, the incorrect use of car parking restrictions can have negative flow-on effects to vehicular turnover and can often cause excessive vehicle circulation in search of a car park and/or overspill into the surrounding areas.

Parking restrictions can also play a role in protecting car parking overspill from adjacent land uses which may result in a loss of amenity for surrounding land owners or residents. A balance needs to be carefully met when introducing parking to ‘protect’ particular uses, given that parking is a shared public resource and it is often inefficient to dedicate parking to a single user type.

Short-term parking restrictions were increased recently due to the change of fare structure on the Sandringham line and subsequent increased demand for all-day parking in the vicinity of the station. It will be important to continue to maintain the short-term restricted parking within proximity to the main activity centre to ensure priority parking for shoppers. These restrictions will need to be reviewed periodically to ensure appropriate allocation of parking for all users in the future.

The development of a parking hierarchy which sees visitors and shoppers prioritised in the centre core will assist in ensuring a high turnover of vehicles, with an appropriate balance of time restrictions in place. Regular monitoring to ensure compliance with time restrictions is encouraged, however should be carefully monitored to ensure the time restrictions are meeting their intended purpose and meeting community need.

6.1.5. The Installation of Paid Parking Facilities The pricing of car parking can act as an extremely powerful demand management tool as it directly imposes a charge on the use of the car, in addition to the indirect charges associated with vehicle registration, fuel, maintenance and insurance. The pricing of parking can also assist in providing:

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 A level of natural enforcement of restrictions (drivers are less willing to risk overstaying as an overstay event in a paid parking area, relative to a normal time restricted parking area, is far easier to detect by enforcement officers).  Greater time efficiency, in the enforcement task for officers monitoring car parking spaces, thereby allowing a greater catchment of spaces to be captured.

It is widely recognised that paid parking is a tool which can be used to manage car parking demands more efficiently during peak periods. The introduction of paid parking in the Sandringham Village activity centre would be a significant policy decision, and both support and opposition for the introduction of paid parking was demonstrated throughout the 2014 community consultation process. Issues that would need to be considered prior to commencing a paid parking scheme include:

 The effect of introducing paid parking on the ability of the Centre to attract a greater share of local retail spending (i.e. to achieve Council’s r etail objectives for Sandringham);  Whether pay parking has potential to achieve sustainability outcomes by reducing the demand for parking in the centre due to use of alternative means of access to the Centre, including walking, cycling, catching the train or the funding of a shuttle bus.

Any introduction of paid parking must be carefully considered for the reasons above and before a decision regarding the introduction of paid parking is considered, a separate study may be warranted to investigate the economic impacts. Council may consider the option of introducing paid parking to the Sandringham MAC. As there is current capacity within the parking available in the activity centre, and there is limited community support for such a scheme, it is considered inappropriate to introduce at this time.

6.1.6. Parking Permit Schemes and Priority Parking for Identified Users The purpose of a parking permit scheme is to provide a management mechanism for rationing/sharing the benefits of the public parking resource to particular user groups such as residents or businesses in the area during times of peak parking demand whilst minimising adverse impacts of commercial activities, particularly during peak business hours. It also serves to provide exemptions from parking restrictions.

As parking in Sandringham Village becomes more difficult, it is possible to give greater certainty of finding a parking space to special priority user groups in the future. These are discussed below:

 Seniors Parking

With the ageing population set to rise considerably over the next 15 years, Southland Shopping Centre has already introduced dedicated Seniors Parking in the area. Only a limited number of Councils appear to have investigated the introduction of Seniors Parking Permits for their shopping centres, with the Cities of Brisbane and Copper Coast who is currently undertaking a trial of permits for seniors. As Bayside currently has one of the greatest proportions of those over aged 65 and over this will have implications in the future for parking and could be investigated.

In 2011, 16,276 people aged 65 and over were living in Bayside, this accounted for approximately 17.8% of the total population. In 2031, there will be 25,168 persons aged 65

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Sandringham Village Car Parking Background Report and over, this is a rise of 8,326 people in that age group and a substantial increase of almost 50%.

There is the potential to provide designated seniors parking within off-street Council car parks however given the significant population numbers, an eligibility criteria may need to be carefully considered . In addition seniors’ parking permits may allow the extension of time in certain restricted parking areas. It is recommended that this should be further explored as part of any future investigation for improving the provision of parking in Sandringham Village.

 Disabled Parking Permits

With the forecast ageing of the population in Bayside and in Victoria in general, there is a need to ensure there is an adequate supply of convenient and accessible parking spaces that can be used by disabled or mobility impaired visitors to the activity centre. The disabled parking is located close to key retail destinations such as the supermarket and specialty shops or services. The disabled parking bays have generally been provided on the end of blocks, which makes is easier to park.

There are no guidelines on the required rates for the provision of public disabled parking spaces. As such, the provision should be based on meeting the stated needs of disabled residents and visitors. Community feedback throughout the 2014 consultation indicated that there was a perceived lack of available and conveniently located disabled parking.

An approach which involves engaging and listening to representations from relevant stakeholders including disabled and mobility impaired residents and visitors is recommended to identify if access for disabled people needs to be improved. Although there are currently 96 disabled parking permits recorded in Sandringham Village activity centre (a number which grows significantly when the broader Sandringham suburb is included), there are only 19 designated disabled car parking spaces provided in the Centre. The location and use of these spaces should be regularly monitored to understand demand for additional spaces.

Analysis on the numbers of permit holders and supply along with community feedback suggests there is a lack of disabled parking in the centre. This should be investigated further to ensure there is sufficient accessible disabled parking available in key locations.

 Trader Parking Permits

Trader parking permit schemes are an option where there is limited parking for long-term users at a number of select locations such as within an activity centre or commercial area. Trader permit parking systems allow traders to be exempt from time based restrictions. The allocation of trader parking permits should have consideration for the expected parking demands under Clause 52.06 of the planning scheme, the number of staff at each business, the size of the site and the existing number of on-site parking spaces.

If such a scheme were to be in place, a clear and rigid eligibility criteria and fee structure would need to be established to minimise demand for the scheme. Sustainable travel should be encouraged as a priority and uses with low parking demand and no onsite parking should

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Sandringham Village Car Parking Background Report be prioritised over larger employers with higher demands. A detailed eligibility criteria would need to be established prior to rolling out such a scheme.

Trader permits can be made available at the discretion of the Council where it is considered reasonable and need to meet specific criteria through an application and review process. Trader parking permits may be made available under the following conditions:

 There is a demand from local businesses as determined by parking studies and Council’s Traffic Management Department; taking into account existing on-site provisions and available on-street supply;  Permits will not allow parking in prohibited standing places, i.e.: No Stopping areas, Bus Zones, within 10m of an intersection, etc;  Permit holder complies with conditions of issue;  The number of permits per business would be limited;  Fees must apply, with the number of available permits would be limited and applications subject to Council approval.

A new application would be required at the end of the year or at the expiration of the permit. The following is a sample of where these permits are currently in use:

 The City of Boroondara has two types of trader permits; quarterly permits and annual permits may be available for use in the traders parking zones. Local businesses and certain other organisations can apply for a permit for parking all day in certain designated areas. Fees apply, permit numbers are limited and applications subject to Council approval.  As part of the Activity Centre Parking Strategy, Maroondah Council developed a Croydon Traders Parking Permit Policy. The Croydon Trader Parking Permit is $125 per year. A new application needs to be made each year;  City of Kingston has two Trader Parking Permit Schemes: operating in Cheltenham since 2007 (50 permits) and Chelsea more recently with a total of 80 permits available. The cost of the permits is $220 annually. Waiting Lists exist for the Chelsea and Cheltenham schemes which suggests they are working well and are in high demand.

City of Monash is currently reviewing its Trader Parking Permit Scheme. Under the existing scheme, Council issues parking permits to businesses on application. These permits allow traders to park without restriction in designated streets or off street car parks near activity centres. Permits last for one year and are renewable annually on 1 July each year. There is no cost to obtain a permit and generally there are no limits as to the number of permits that may be issued to each applicant. Essentially there are more permits issued than there are permit parking spaces and therefore Monash is seeking the introduction of fees for these permits.

If these permits were to be introduced, they should be made available for use in areas of more than 400 metres (i.e. a 5 minute walk) from the activity centre core. This will ensure trader parking does not interfere with the allocation of parking for higher priority user groups within the core (visitors). If such a scheme were to be introduced in Sandringham, it

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Sandringham Village Car Parking Background Report is suggested that there are designated locations for trader parking in the activity centre periphery (surrounding residential streets). It is recommended that consultation with the key stakeholders should follow to ensure the scheme has the best chance of success.

Whilst considering the introduction of these permits, it is important to note, Banyule City Council is now recommending the phasing out of its traders’ permits in the long term within the Heidelberg Activity Centre. The rational for this is that each space occupied by a trader potentially offsets up to eight short term spaces which could otherwise be used by visitors and customers, which is not sustainable in the long term.

The feasibility of such a scheme in Bayside is recommended to be explored.

 Expansion of Fees for Residential Parking Permits

As mentioned earlier, the objective of the Resident Parking Permit Scheme Policy is to provide residents and their visitors with a reasonable likelihood of finding car parking in close proximity to their homes, while acknowledging the needs of other road users. There are currently two options for residential parking permits in Bayside:

 Option 1 is for three free resident parking permits; and  Option 2 is for two free resident parking permits, plus one visitor parking permit for a fee of $64.50. Additional permits can be purchased for a fee of $174 which is currently valid for 3 years. There are a number of properties not eligible to participate in the scheme including properties located in commercial areas, shop top dwellings and multi-unit development properties (constructed after 2007). It is noted that there is a current proposal to change this to allow two dwelling developments to be eligible.

The greatest pressure associated with this is that residents of an activity centre are provided with an unspecified number of on-street parking permits, and are not using their own car parking spaces for car parking. This would likely further constrain parking in the activity centre.

A significant challenge is to encourage the use of sustainable transport when there are on street parking permits for residents. In order to achieve its sustainable travel objectives, an investigation into expanding fees for residential permits should be considered. This is consistent with the practices of many other municipalities and the fee aims for residents to take advantage of their onsite parking, reduce car ownership of residents in activity centres and encourage short trips to be undertaken on foot rather than through motor vehicles. A review of other Councils with effective residential permit schemes indicates:

 The City of Darebin issues residential parking permits for eligible residences who own a car and do not have sufficient off street parking. These apply in two zones:  Zone A: All shop-top residences along defined shopping precincts. If no off-street parking is available, residences are eligible for a maximum of one permanently affixed permit only.

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Sandringham Village Car Parking Background Report

 Zone B: Covers areas of significant parking congestion. If no off-street parking is available, residences are eligible for a maximum of two permits, which can be any combination of transferable or resident permits. Households with access to off-street parking or who do not own a car are entitled to one less permit. Permits cost $30 for the first, and $50 for the second if eligible, with concession card holders entitled to a 50 per cent discount. Permits must be renewed annually.

 Manningham City Council’s Parking Permit Policy aims to reduce the number of parking permits available to residents due to increased demand for on street parking and the need to provide an equitable scheme. The permits available for issue include: o Single detached dwellings – able to apply for two free permits, to be renewed every three years, with exceptional cases able to apply for a third permit at a cost of $85, to be renewed annually. o Multi-dwelling developments can apply for one permit at a cost of $52, to be renewed annually.  The City of Port Phillip has a Resident Parking Permit Scheme in place which helps to alleviate parking issues for residents. The annual charge per permit is $75.  The City of Glen Eira’s residential parking permit scheme has a number of eligibility and conditions which apply to applications, including an exclusions areas. The permits are renewable in December each year.

A key action in managing the expectations of demand for parking from the community is that Council should publish a list of properties which are excluded from the residential parking permit scheme to ensure potential purchasers of property are aware before they purchase ineligible land. The City of Glen Eira has successfully done this to assist in clarifying the properties which are excluded from the scheme and reduce the number of applications which would ultimately be rejected by Council.

As almost all residential within the Sandringham Activity Centre has off-street parking available, the provision of 251 existing residential parking permits and 70 visitor parking permits should be reduced to only those properties built prior to 1 July 2007 who do not have access to off-street parking. As the demand for on-street parking in activity centres is the highest, these locations should command a larger fee to encourage reduced car ownership and sustainable travel behaviour. The future number of two dwelling developments within the activity centre is difficult to predict, despite the estimated number of households predicted for the centre.

As outlined above and consistent with the practice of other councils, any parking plan developed will need to investigate the expansion of the fees for residential parking permits through a community consultation process. This would likely assist to ease the car parking demand in residential areas in the Sandringham Activity Centre. Providing clear access to information on eligibility, refining the eligibility criteria given the current high number of permits issued and introducing a fee is highly likely to ensure that demand is reduced to those residents who are most in need of on-street parking.

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Sandringham Village Car Parking Background Report

6.1.7. Reduced Car Parking Rates The provision of reduced car parking rates beyond what the activity centre currently generates may be used to reduce current road network congestion and assist to shift the way in which people travel to, from and within Sandringham Village. Reduced car parking provisions alone will, however not be sufficient to manage the existing and future car parking system.

Future car parking rates can only be applied to reduce the amount of parking that is provided as part of a new development in the area, as such additional mechanisms (or demand management tools) are required to modify and reduce existing car parking demands within the area.

The use of either maximum or minimum car parking rates needs to give consideration to the appropriate balance between the need to reduce car dependence within an activity area whilst not constraining parking to such an extent that it may impact a developer’s decision to invest in the area, or encourage shoppers to travel elsewhere. In this regard, development applications which seek to reduce the parking requirements need to be carefully monitored and reviewed periodically to ensure the parking supply is maintained at a sufficient level to balance increasing demand. A more detailed discussion regarding maximum versus minimum rates should be provided in future work.

 Car Parking Overlay

Introducing a parking overlay can:

 Outline when car parking spaces must be provided and how those spaces can be provided;  Determine the number of car parking spaces to be provided;  Explain the requirements for reducing the provision of car parking spaces;  Require that new car parking spaces are designed and constructed to certain standards; and  Provide for precinct based provisions that establish local rates in identified areas such as activity centres.

Current car parking rates in Bayside are based on Clause 52.06 of the Planning Scheme. Clause 52.06 sets out the standard planning scheme requirements for parking in Victoria.

Table 1 of Clause 52.06 outlines the minimum car parking requirements for a given land use. These car parking provisions apply to new land uses or where there is an increase in floor area, number of patrons, seats, practitioners, residents or staff of an existing land use. When a Council wants to vary the requirements for parking in a specified area, a parking overlay can be implemented. Clause 45.09: Parking Overlay enables councils to respond to local car parking issues and can be used to outline local variations to the standard requirements in Clause 52.06. The rates specified in a parking overlay override the standard requirements (Column A or Column B) at Clause 52.06.

At this time, a Parking Overlay for the Sandringham Village Activity Centre is considered not necessary as most new development is providing sufficient parking on-site and the car parking demand is still considered quite manageable through other mechanisms. It is also considered the rates contained in Column A of Clause 52.06 are sufficient to meet the growing car parking demand for new developments. However, planning applications will

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Sandringham Village Car Parking Background Report need to be monitored into the future to ensure all applicable developments provide their required parking on site without relying on the available on-street provision.

 Car Parking Waivers

There may be times when a proposed development and/or land use cannot physically support the required off-street car parking requirements as required in the planning scheme. It is in these instances when a waiver or reduction of the car parking rate is required.

A car parking waiver is managed through the planning permit system and if Council considers it appropriate, a planning permit can be issued for the waiver.

At the individual site level, where there is a change of use within an existing building or an extension to an existing building, where there is no possibility to provide additional on-site car parking, in most circumstances car parking shortfalls should be waived if it is consistent with the strategic plan for the centre. This is often the most equitable solution to deal with car parking on a centre wide basis, and secondly because even in saturated car parking conditions a balance will occur between the level of activity and the car parking supply. As Sandringham is identified as an area where Council is encouraging intensive residential development, consideration should be given to a reduction of the car parking required to be provided for changes of uses or minor extensions to existing development.

Council decisions to refuse parking waivers/reductions have been set aside by VCAT, creating significant implications for the long term provision of on-street parking in Sandringham, as outlined in the following table.

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Sandringham Village Car Parking Background Report

Table 15: Relevant VCAT findings for Sandringham Street Activity Centre

Address and Case Reference and Decision Car parking provisions case details summary and comment

7 Bay Road, VCAT REF NO: VCAT set aside The proposal seeks a waiver Sandringham P3397/2007 Council’s decision of 4 car parking spaces in Refusal to grant a permit to refuse accordance with clause JR Buxton Pty fo r application and 52.06 of the planning Ltd v Bayside alterations and additions granted a planning scheme. CC [2008] VCAT to an existing office to permit for 1091 include a first floor office altera tions and The VCAT Member and roof deck above; additions to an considered that as the a waiver of car parking existing office and centre has yet to reach requirements waiver of car saturation point, there is parking still capacity in on -street requirements . parking to accommodate the parking demand generated by the use and waived the 4 car parking spaces. 32 Bay Road VCAT REF NO: Council decision The development required Sandringham P213/2014 varied, t o reduce 4 residential parking Sandringham Refusal to grant a permit the car parkin g spaces, shop parking and a MAC for a 4 storey building required for a shop loading bay. comprising a ground floor to zero from the Metherall & shop fronting Bay Road Clause 52.06 The development proposal Ors v Bayside with 4 car spaces in a car requirements; and provided 4 residential CC [2014] VCAT stacker at the rear; a the waiver of the parking in stackers and no 895 caretakers dwelling and loading bay parking for the shop or separate dwelling at 1st requirements of loading bay floor; and a single dwelling Clause 52.07. on each of the 2nd and 3rd Given that this is one of floors four activity centres where Council is encouraging intensive residential development, the member believed it is also a situation where Council can turn its mind to reducing the car parking required to be provided. 42 Bay Road VCAT REF NO: Council decision set The development for 2 x Sandringham P1225/2014 aside. one bedroom dwelling, 1 x Sandringham Refusal to grant a permit two bedroom and retail MAC for the construction of a 3 The permit allowed premises requires a total of storey building for a retail a reduction in the 5 car parks. There is a De Fancesco v premises and three required car parking shortfall of one car space as Bayside CC dwellings with roof top and a waiver of the the development provided [2015] VCAT 35 decks, a reduction in the required loading one space for the retail required car parking and a component and one space waiver of the required for each dwelling. loading and unloading facility.

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Sandringham Village Car Parking Background Report

On reviewing the recent VCAT decisions, it appears VCAT is of the opinion that development in an activity centre intended for intensive development should be able to waive its car parking requirements based on the available supply of on-street parking. However, is likely there may be cumulative impacts of continuing to waive the parking requirements for new developments particularly as more time restrictions are imposed. It is also noted that new higher density development is typically ineligible for parking permits, although new two dwelling development is proposed to be made eligible under the current policy review.

It is therefore recommended that Council continue to conduct car parking demand analysis for the centre to ensure peak occupancies are not at critically high levels of capacity which could be detrimental to the economic viability of the centre. Monitoring conditions and responding accordingly will continue to be important.

 Cash-In-Lieu Schemes

Cash-in-lieu (CIL) Schemes allow developers to reduce or waive the requirement for car parking, generally in return for a payment per car space. The funds raised from the cash in lieu scheme should typically then be spent on upgrading parking facilities and management within the municipality. If a Council has an adopted CIL Scheme, it will be outlined within a Schedule to the Parking Overlay including details of required payments. A limited number of Victorian Metropolitan Councils have adopted such schemes with varied levels of success.

The use of CIL payments can assist to effectively provide parking in shared pools and to maximise the key land parcels in the centre for commercial purposes rather than for car parking. CIL schemes are most effective when on-site parking is difficult to supply, on street spaces are not available, there is regular redevelopment of an area contributing to the collection of funds and where there are a number of uses closely located to benefit from the shared parking location.

The benefits for a CIL approach relate to when uses (particularly changes to uses) are not able to provide existing car parking on site. A challenge for Councils to implement successful CIL schemes require Council’s to have a long term strategic plan in place , generally to build additional off street car parking facilities. In addition, CIL contributions can generally only be applied to new development rather than simple change of use applications.

Council’s 2006 Car Parking Precinct Plan recommended a significant discount be provided to those developers required to pay the cash-in-lieu rate for provision of parking below the requirements to be set out in the parking precinct plan. This was due to the considerably high cost of land in Bayside, which would require a CIL contribution to be over $75,000 per car parking space waivered. In many cases, this would not be feasible for development and would likely stifle development of the Activity Centre. In addition, any new multi deck or off street car park constructed would likely need to charge paid parking in order to recoup the considerable cost of development – an option not heavily supported through the community consultation. In addition, many were concerned with the appearance of a large car parking structure and its potential impacts on the village character of the activity centre. It is noted that while a significant proportion of the estimated total cost of providing additional parking are land costs, which may be able to be reduced through the development of sites currently owned by Council, there may be the need for Council to subsidise the capital costs of

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Sandringham Village Car Parking Background Report

providing spaces within a multi-level car park. Given the relatively low level of parking waivers sought within the Sandringham Activity Centre, it would take a considerably long time to recoup the funds. This along with the slow rate at which cash-in-lieu funds accumulate are some of the key reasons as to why many such schemes fail and are expected to be unsuccessful in Sandringham.

Due to the limited ability for Council to provide alternative off-street car parks in the area, from a building height and preferred character perspective mostly, it is not recommended that a financial contribution scheme be implemented. The built form constraints in Sandringham also indicate that any multi deck car park is unlikely to be viable, given the height and setback controls in place within the activity centre and along the coastal environment. Additionally, since much of the demand for parking in Sandringham appears to be generated by commuters, any CIL scheme is unlikely to achieve its intended purpose.

It is also considered not consistent with encouraging modal shift to sustainability and the best use of Council’s limited operating budget.

6.1.8. Improvements and Extensions to the Supply of Off-Street Parking Maintenance of car parking areas is important to ensure that parking is safe, attractive to users and efficiently used. It is recommended that Council continually work with private car parking owners to ensure that parking facilities meet with current design standards and are maintained at an appropriate level of lighting and surveillance to encourage the perception of safety.

Although it is best to provide parking in publicly accessible locations as much as practicable to enable sharing of spaces for activity centre users, there are potentially other sites throughout the centre on privately owned land where it could be desirable to establish parking associated with commercial development of the land.

Together with the existing public parking, these may provide a significant contribution to coordinating shared parking areas that are readily accessible and identifiable by the public. The opportunities for private parking should be investigated for future use. It is therefore recommended that Council can play an advocacy role in the promotion of informal agreements between landowners and car owners to increase the availability of more parking in Sandringham.

It is understood these types of arrangements are already occurring in other municipalities, such as City of Port Philli p and City of Yarra. ‘Parkhound’ is an example of an online marketplace which connects drivers looking for parking with local property owners who have spare parking spaces. Council can play a role of advocacy in promoting awareness of products such as Parkhound to the broader community. It will be important to ensure that properties which advertise such are not provided with on-street parking permits so in order to avoid misuse.

6.1.9. Behavioural Change Programs

 Green Travel Plans

A way of managing or reducing parking demand is to have a travel management plan, or green travel plan, in place. These typically use incentives to encourage employees and visitors to use sustainable travel modes. For example, local areas can set up carpooling

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Sandringham Village Car Parking Background Report schemes with a guaranteed ride home for the passenger if the driver has to leave unexpectedly.

Council may wish to provide support to local traders to encourage workplaces to have in place a green travel plan which includes methods to monitor its effectiveness. Generally a green travel ‘champion’ can be appointed in each workplace operating green travel plan. The champion is then responsible for setting up the various strategies within the plan (such as a car pooling scheme) and monitoring use to measure the plan’s effectiveness. Green travel planning is generally only suitable for workplaces, as the employer can influence the travel behaviours of employees (such as by charging staff to park in the company car park, for example).

There are methods for reducing activity centre residents’ reliance on cars and therefore the parking demand. For example, when car sharing schemes are located close to residential areas, this may assist in steering people away from car ownership. It may also be possible to ‘unbundle’ car parking in residential buildings. This means that off -street parking spaces are not attached to individual property titles, but are available for purchase/hire separately to owners and tenants. This avoids the situation where people are paying for a parking space they do not need and enables those who do not own a car to rent a space only when they need one. This technique tends to lower the overall number of spaces required in a building. It is noted that further investigations into suitable green travel plans is an action of the Bayside Integrated Transport Strategy 2013 and it is recommended that this be considered in detail as part of any future parking plan.

 Bicycle Parking

Clause 52.34 of the Planning Scheme (Bicycle Facilities) seeks to encourage cycling as a mode of transport with the provision of secure, accessible and convenient bicycle parking spaces and associated shower and change facilities. The standard requirement for the provision of bicycle facilities for a range of uses is set out in Clause 52.34.

The Australian Bicycle Council has produced a developer fact sheet that outlines typical bicycle parking space requirements and subsequent end-of-trip facilities for a range of uses. Following on from this, City of Yarra has produced a transport fact sheet which outlines ways to incorporate alternative modes of transport into building design. It could be expected that as new development occurs that end-of-trip facilities will be provided for both staff and customers and is recommended that these facilities be enforced by Council except where it is not practical to access the site by bicycle.

Higher bicycle parking requirements should be enforced on new developments that have excellent access to cycling facilities. This is especially the case for developments that are the source of trips, such as residential, as approximately 60% of all Australians own or have access to a bike. Ensuring that there is sufficient bike parking on site, and not in a closet or storage cage, where it is difficult to access helps to reduce barriers to its use. Given the location of the Sandringham Activity Centre alon g Beach Road, one of Melbourne’s most well utilised cycle corridors, opportunity exists to create precinct specific requirements for new development.

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Sandringham Village Car Parking Background Report

Furthermore, should additional end-of trip facilities be provided, along with other initiatives that are likely to result in the increased use of alternative methods of transport, then reductions in the minimum number of car parking spaces required to be provided should be considered.

 Motorcycle/Scooter Parking

It is noted that while Clauses 52.06 and 52.34 outline the statutory car and bicycle parking requirements of development proposals, no consideration is given within the Bayside Planning Scheme to facilitate the provision of motorcycle/scooter parking within developments. Anecdotal evidence suggests the number of scooters and motorcycles parked close to the Sandringham Railway Station has increased, with parking informal around bicycle lockers and bus waiting areas.

This is considered to represent a shortcoming of the Planning Scheme and it recommended that motorcycle/scooter parking be provided within all car parks constructed in the activity centre (irrespective of whether they are private or public car parks).

According to figures released by the Australian Bureau of Statistics (ABS), motor cycle registrations in Australia continue to grow, showing the fastest growth of any type of vehicle over the past five years. From 2010 to 2015 motor cycle registrations - including scooters - went up by over 22 per cent. This represented the largest increase in any vehicle and this trend accordingly highlights the importance of providing greater parking for motorcycles and scooters. Further consideration of this should be explored as part of any future parking plan prepared.

 Car Sharing Schemes

Public car sharing facilities, such as those provided by FlexiCar, GreenShareCar, GoGet and CarNextDoor should be encouraged to locate within the activity centre, particularly close to mixed-use developments as a means to further reduce the car dependency in the activity centre.

The popularity of car sharing schemes across Melbourne has increased significantly in recent years. Car sharing allows registered members to book and rent a ‘pool’ car for, generally, short term usage, typically ranging from a few hours to a day or two. Car sharing is most effective in mixed-use areas such as activity centres with greater dwelling density with good public transport, cycling and pedestrian networks, which make it possible for residents and workers to undertake most of their daily activities without a car, while offering the flexibility of car usage for special occasions.

Car share networks are proven to reduce the use of motor vehicles and increase the use of public transport, bicycle riding and walking. For example, the City of Melbourne1 have reported that each car-share spot equates to 10 less cars owned by residents or businesses and that there were now 2000 fewer cars in central Melbourne than if car-share schemes did not exist. This new transport mode enables the City to ease the pressure on network

1 City of Melbourne: Emerging transport technologies: Assessing impacts and implications for the City of Melbourne 2016

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Sandringham Village Car Parking Background Report capacity resulting from population growth and cars owned by residents, which in turn reduces the number of cars competing for parking and driving space. Remarkably this can all be achieved at a minimal cost to the Council.

City of Port Phillip has prepared a draft Car Share Policy. The purpose of the policy is to encourage the expansion of car share across the municipality and provide a clear basis for Council procedures in how Council officers can increase the number of car share vehicles and the coverage across the municipality.

Currently, these schemes do not operate in Bayside. It is important to note though, that Bayside’s proximity to the central city and increasing density and diversity of land uses offers significant potential for increased use of car sharing vehicles. Initial consultation with some service providers has indicated that there may be a willingness to explore expansion into the City of Bayside into the future, however further discussions would need to be held to determine appropriate arrangements. Car share companies should be encouraged to establish their services in Bayside and Council should be proactive in attracting the service providers and communication this with the market. In support of this aim, strategies to encourage increased uptake of car sharing should be encouraged by Council.

 Electric vehicle charge zone (charging outlets)

Electric vehicles (EVs) have started to arrive on Victoria’s roads. Many major vehicle manufacturers are now or soon will be delivering EVs into the market. However, electric vehicle charging stations are rare in Australia and there’s no government incentives to have them set up. The number of electric vehicles sold in Australia more than tripled from 304 in 2013 to 1130 last year. The Department of Transport expects plug-in cars will make up a quarter of new vehicle sales in Victoria by 2020.

Whilst the electric car is still an emerging market, there are some local councils taking the opportunity to introduce charging stations. City of Moreland was the first council in Victoria to introduce a network of publicly available electric vehicle charging stations located at four destinations. City of Darebin is also planning for the introduction of electric vehicles. Darebin Councillors agreed with a transport management report recommending the council encourage developers to include charging points in new projects and for shopping centres to also provide somewhere to charge electric cars.

Stockland is putting its green foot forward, with four ChargePoint outlets at its shopping centres in NSW and Point Cook Town Centre, Victoria. The company is planning to more than double that in the next financial year. Electric car company, Tesla is also planning to install 16 supercharger stations between Melbourne and Brisbane.

In 2013, Moreland City Council launched their electric vehicle Fast Charge station as part of the Victorian Government’s Electric Vehicle Trial. Capable of charging electric vehicles in 30 minutes, the station was launched by Minister for Public Transport and Roads, Terry Mulder. Supplied and installed by ChargePoint, the Fast Charger is one of the first of its kind connected to the ChargePoint network, meaning EV drivers can locate and reserve the station where and when they need it.

Some key actions for Bayside include:

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Sandringham Village Car Parking Background Report

 Investigate the opportunity/demand to install charging station in key locations within its activity centres;  Encourage EV charging stations (both public and private) in new developments through the existing Statutory Planning process;  Continue to monitor the actions of other participating councils to remain aware of their decisions around EV. Council should also monitor activities being undertaken by other national and international councils to ensure that we are aware of best practises and responding accordingly.

6.1.10. Incentives for Sustainable Transport Modes These incentives provide the “carrot” to encourage the use of sustainable modes of transport and assist in removing the perceived barriers to travelling by bus, tram, train, bicycle, walking, carpooling, etc. while making it more difficult (less attractive) to drive. A number of these initiatives are listed as follows:  car clubs and car share schemes;  bike share schemes (i.e. at the train station, foreshore and other key destinations);  lower provision of car parking in new developments;  end of trip facilities for cyclists, runners and walkers;  priority access and movement over cars;  infrastructure that supports each alternative mode and their connection between them – multi-modal trips; and  personalised travel planning, travel awareness campaigns and public transport information and marketing.

The encouragement of the use of alternative transport modes would provide a tool to reduce existing and future parking demands. These facilities are considered to be particularly important to encourage short trips, such as those from apartments to shops, to be completed by modes other than car.

The Sandringham Activity Centre is well serviced by public transport services, including the train and bus services operating throughout the area. The public transport services connect the Centre with key origins and destinations. The provision of these services and the continued investment in them provides a great opportunity to further reduce car parking dependency in the Centre.

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Sandringham Village Car Parking Background Report

7. CONCLUSION The analysis provided within this report provides guidance on a range of options for the future development of a Car Parking Plan for the centre. Council’s commitment to encourage sustainable travel behaviour should be given priority, with subordinate documents given a secondary focus (as outlined in the Bayside Integrated Transport Strategy 2013.

It is recommended that a car parking plan be developed which responds to and provides guidance on the matters outlined within this report and provides appropriate measures in place for the longer term.

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@.V#I:=Q`1 7#Q`#CQ #``QJ :$V"#11 .1J# .V#]`VH1JH #:`V#GV 1VVJ# @.V#G%1CR1J$#I: V`1:C#0:`1V"#GV 1VVJ#G`1H@#:JR#IGV`5#.Q1V0 - RI#H`V:J$#:#JVR$`:1J#" `VV "H:]V#`.7 .I8#-QIV#CQ "# V`5# .V#JV1V`#RV0VCQ]IVJ "#:`V#Q VJ#HQJ" `%H VR#Q`#.V:01V`# :CQJ$#6:7#7Q:R5#-:JR`1J$.:I#7Q:R#:JR#QV`J.1CC#7Q:R#.:0V# I: V`1:C"#"%H.#:"#HQJH`V V#:JR#G`1H@8#7QQ`"#:`V#]`VRQI1J:J C7# ]`VRQI1J:J C7#IVR1%IRC:`$V`#CQ "#:HHQIIQR:J$#"H.QQC# ]1 H.VR5#.Q1V0V`#"QIV#Q`# .V#:]:` IVJ #RV0VCQ]IVJ "#:JR# :JR#:$VR#H:`V#HQI]CV6#H`V:J$#IVR1%I#$`:1JVR#"%GR101"1QJ# "QIV#Q`# .V#JV1V`#I%CR%J1 #RV0VCQ]IVJ #]`V"VJ #: #`QQ`"8## ]:V`J8# Q`QJ #`VJHV"#:`V#$VJV`:CC7#IVR1%I#: ## Q#8 I#11 .#:#I16#Q`# "QC1R#:JR# `:J"]:`VJ #`VJHV"8#

May 2016 S1 Design Guidelines PRECINCT

VALUED CHARACTERISTICS [#Q1JV#$`:1J#" `VV "H:]V#`.7 .I#`Q`#I:=Q`1 7#Q`# .V#]`VH1JH 8# [#N`VRQI1J:J C7##" Q`V7#RV0VCQ]IVJ #11 .#"QIV##" Q`V7# RV0VCQ]IVJ #]`Q01R1J$#`VHV""VR#%]]V`#CV0VC8# • 3VR1%I#"1

PREFERRED FUTURE CHARACTER @Q#`:H1C1 : V#RV0VCQ]IVJ # .: #]`Q01RV"#:#G:C:JHV#GV 1VVJ# :HHQIIQR:J$#$`Q1 .#:JR#`V"]VH "# .V#0:C%VR#H.:`:H V`8#

The preferred character will be achieved by: Issues/Threats • Encou `:$1J$#:]:` IVJ #" 7CV#Q`#I%CR%J1 #" 7CV#RV0VCQ]IVJ # • \Q""#Q`# .V#JVR$`:1J#`.7 .I6# .: #`V :1J# .V#JV#$`:1J#" `VV "H:]V#`.7 .I6 [#]V0VCQ]IVJ # .: #:]]V:`#G%C@76 [#FJ"%`1J$# .V# .1`R#QQ`#1"#`VHV""VR#VJQ%$.#"Q#1 #1"#R1"JH # [#]V0VCQ]IVJ # .: #RQI1J: V"# .V#" `VV "H:]V6 ``QI# .V#CQ1V`#]:` #Q`# .V#G%1CR1J$#:JRLQ`#]`V"VJ #:J#:H#" 7CV# RV0VCQ]IVJ 6# [#\:H@#Q`#0V$V :QJ#:JR#"Q #C:J"H:]VR#:`V:6#:JR [#3:61I1"1J$#G%1CR1J$#:`H%C:QJ# .: ##1J V$`: V"#11 .# .V# [#11$.#``QJ #`VJHV"# .: #]`V0VJ #01V1"#Q`#``QJ #$:`RVJ"8# " `VV "H:]V#H.:`:H V`6 [#3:61I1"1J$#G%1CR1J$#:`H%C:QJ# .: #`VR%HV"# .V#01"%:C#G%C@# Q`# .V#"1RV#G%1CR1J$#`:H:RV"6 •#FJHQ%`:$1J$# .V#`V VJQJ#:JR#]C:JJ$#Q`#IVR1%I# Q#C:`$V# "1

May 2016 S1 Design Guidelines PRECINCT

Character !G=VH0V Design Response Avoid (CC%+ `:QJ+ Elements Character (CC%+ `:QJ+ V$V :QJ [#@Q#I:1J :1J#:JR# [#.V`V#]Q""1GCV5#VJ"%`V########### [#7VIQ0:C#Q`#C:`$V# VJ.:JHV# .V#$:`RVJ# `V VJQJ#Q`#V" :GC1".VR#C:`$V# `VV"8# "VJ$"#Q`# .V#R1VCC - `VV"8 [#\:H@#Q`#C:JR"H:]1J$# 1J$"5#:JR#VJ.:JHV# .V# [#7V]C:HV#:J7# `VV"#`VIQ0VR# :JR#"%G" :J:C#0V$V - G:7"1RV#0V$V :QJ# 11 .#"]VH1V"# .: #11CC#$`Q1# Q#:# :QJ8 H.:`:H V` "1I1C:`#.V1$. 8## [#_:`RVJ"#RQI1J: VR# [#FJ"%`V#``QJ #$:`RVJ"################# G7#.:`R#"%``:HV"8## 1JHQ`]Q`: V#"Q #C:JR"H:]1J$# .: #HQI]CVIVJ "# .V#G:7"1RV######## 0V$V :QJ#H.:`:H V`8# [#FJ"%`V#C:JR"H:]1J$# Q# .V#"1RV# :JR#`V:`#Q`#G%1CR1J$"8 Character (CC%+ `:QJ+ )1J$ [#@Q#VJ.:JHV# .V# [#6%1CR1J$"#".Q%CR#GV#"1 VR# Q# [#\Q""#Q`#``QJ #$:`RVJ# C:JR"H:]V#H.:`:H V`#Q`# :CCQ1#"% H1VJ #"]:HV# Q#:HHQI - "]:HV8 " `VV "H:]V"#G7#]`Q01R - IQR: V#C:JR"H:]1J$8 1J$#"% H1VJ #"]:HV#`Q`# 0V$V :QJ8### (CC%+ `:QJ+ [#@Q#I1J1I1"V# .V# [#\QH: V#$:`:$V"#:JR#H:`]Q` "# [#H:`#]:`@1J$#" `%H - RQI1J:JHV#Q`#H:`# GV.1JR# .V#C1JV#Q`# .V#R1VCC1J$8 %`V"# .: #RQI1J: V# ]:`@1J$#" `%H %`V" [#.V`V#]Q""1GCV5#CQH: V# .V#VJ - .V#`:M:RV#Q`#01V1#Q`# `7# Q#G:"VIVJ #$:`:$V"# Q# .V# .V#R1VCC1J$8# "1RV#Q`#`V:`#Q`#G%1CR1J$"#"Q# .V7# [#6:"VIVJ #`:I]"# :`V#JQ #01"1GCV#``QI# .V#" `VV 8# .: #HQIIVJHV#: # .V# [#\QH: V#G:"VIVJ #VJ `:JHV"#: # " `VV #``QJ :$V8 CV:" # I#``QI# .V#]`1I:`7#" `VV # ``QJ :$V8#

Character (CC%+ `:QJ+ +%1CR1J$/ • To ensure new [#FJHQ%`:$V#:]:` IVJ #Q`###### [#@.`VV#" Q`V7#`:H:RV"# 0Q`I G%1CR1J$"#Q`#V6 VJ - I%CR%J1 #" 7CV#RV0VCQ]IVJ # Q# .V#" `VV 8# "1QJ"#RQ#JQ #RQI1J: V# .: #I:1J :1J"# .V#JVR$`:1J###### [#\:`$V#G%C@7#G%1CR1J$"# R1"`%] # .V#V61"J$# " `VV "H:]V#`.7 .I8 Q`#V6 VJ"1QJ"# .: # " `VV "H:]V#`.7 .I8# [#7VHV""# .1`R#" Q`V7#VCVIVJ "# RQI1J: V#Q`#R1"`%] # ``QI# .V#``QJ #`:M:RV8# .V#" `VV "H:]V8 [#FJHQ%`:$V#JV1#G%1CR1J$"# Q# [#NQQ`C7#:`H%C: VR# `VVH # .V#JVR$`:1J#" `VV " - G%1CR1J$#`Q`I"8## H:]V#`.7 .I#G7#"%GR101R1J$# .V# G%1CR1J$#`:H:RV"#1J Q#:IQR%CV";# .: #$VJV`:CC7#I: H.# .V# 7]1H:C# G%1CR1J$#11R ."5#11 .#`VHV""10V# "VHQJ"#1J#GV 1VVJ#IQR%CV"# .: #I: H.# .V# 7]1H:C#"]:H1J$# GV 1VVJ#G%1CR1J$"#QJ# .V#" `VV 8# [#+`H%C: V# .V#G%1CR1J$"#:JR# VCVIVJ "5#]:`H%C:`C7#``QJ #`: - H:RV"5#:JR#1JHC%RV#VCVIVJ "# .: # G`V:@"# .V#G%1CR1J$#G%C@#"%H.#:"# G:CHQJ1V"5#0V`:JR:"5#JQJR`VVH - 0V#$C:<1J$#:JR#C1$. R `:J"]:`VJ # G:C%" `:R1J$8

May 2016 S1 Design Guidelines PRECINCT

Character !G=VH0V Design Response Avoid (CC%+ `:QJ+ Elements (CC%+ `:QJ+ +%1CR1J$/ • To ensure new [#QQ`#G%1CR1J$"#CQJ$V`# .:J# [#\:`$V#"QC1R#1:CC"#11 .# 0Q`I G%1CR1J$#RQV"#JQ # HQJJ%Q%"# I#`:H:RV5#G`V:@# C1I1 VR#:`H%C:QJ"8# 01"%:CC7#Q0V`1.VCI# .V#CVJ$ .#Q`# .V#G%1CR1J$#G7# .V#JV1$.GQ%`1J$########## "%GR101R1J$# .V#"1RV#`:H:RV"#1J Q# ]`Q]V`V"8# :IQR%CV";#: V`#V0V`7# I#Q`# $VJV`:CC7#I: H.1J$# .V# 7]1H:C# G%1CR1J$#RV] ."#QJ# .V#" `VV 5# 1.1H.V0V`#1"#IQ`V8#

(CC%+ `:QJ+ 0`QJ / [#@Q#I:1J :1J#:JR# [#Q`QJ #`VJHV"#".Q%CR#GV#Q]VJ# [#11$.5#"QC1R#``QJ # +Q%JR:`7/ VJ.:JHV#1J V`:HQJ# " 7CV8### `VJH1J$8# GV 1VVJ#G%1CR1J$#:JR# [#FJ"%`V#``QJ #`VJHV"#:`V#JQ# 4`V: IVJ .V#]%GC1H#`V:CI8# IQ`V# .:J#8I#Q`# .V#:0V`:$V# `VJHV#.V1$. #1J# .V#" `VV 5#1.1H. - V0V`#1"#CV""8#

Character (CC%+ `:QJ+ Materials [#@Q#VJ"%`V#G%1CR1J$# [#FJ"%`V#JV1#G%1CR1J$"#:JR# [#6%C@7#:JR#GC:JR# :JR/5V61$J/ I: V`1:C"5#J1".V"#:JR# 01"1GCV#V6 VJ"1QJ"#HQI]CVIVJ # RV"1$J#"%H.#:"#".VV`# :`H%C:QJ"#1J V$`: V# .V#I: V`1:C#:JR#RV"1$J#RV :1C"# Q`#]C:1J#`VJRV`VR# 5V :1C 11 .# .V#" `VV "H:]V# Q`# .V#V61"J$#G%1CR1J$"#:CQJ$# `:H:RV"8 H.:`:H V`8 .V#" `VV 8 [#"V#R1cV`VJ #HQCQ%`"#:JR#I: - [#11$.C7#`VVH0V# V`1:C"# .: #:`V#HQIIQJC7#`Q%JR# I: V`1:C"#Q`#$C:<1J$8# 1J# .V#" `VV "H:]V#Q`#1J V$`: V# 11 .#"%``Q%JR1J$#G%1CR1J$"# :JR#VJ.:JHV# .V#" `VV "H:]V# `.7 .I8

May 2016 S2 Precinct Statement PRECINCT

T S BAM MILDUR FIELD S A A VE T

X

E

S

S S3 EESS GIPSY W S2 AY

ABBOTTT T SSTT

T

SST

T

N SST

O D

T R

S M

T RRST A

A H

T HHA

N

EEN BEACH Sandringham R D TTR R

! :QJ S1

N SSAA S NDRINR O ING Y HAAMM S R RD L

E O

T N

C

L I

L V I

H

N

R

E FFERNH S2 R D

BAAYY RD Legend

Character Precinct

Surrounding Character Precincts SSIIMMSS S1 SST T !QJR`V'1RVJ:C-QJV' S2 !V1$.GQ%`.QQR-3V'1RVJ:C-QJV

4V`1 :$V-60V`C:7

DESCRIPTION ]`VH1JH (:JR(HQJ `1G% V+(1J(]`Q01R1J$(:J(:]]`Q]`1: V( `:J+1QJ( !`VH1JH ()(1+(:CQJ$( .V(VR$V(Q`( .V(:H01 7(HVJ `V(QJ(JQ` .5( Q( .V(+VJ+10V(`V+1RVJ:C(:`V:8(GCC(]`Q]V`V+(:CQJ$()1I+() `VV ( V:+ (:JR(+Q% .8(9 (1+(1J(R1`VH (1J V``:HV(11 .( .V(+VJ+10V(`V+1 - :JR(`V1(QJ( .V(1V+ V`J(VJR(Q`(GGGQ() `VV (.:0V(`V:`(C:JV - RVJ:C(:`V:(HQ0V`VR(G7(

VALUED CHARACTERISTICS [(YVR1%I($`:1J(+ `VV +H:]V(`.7 .I(`Q`(I:=Q`1 7(Q`( .V(((((((((( precinct. • !`VRQI1J:J C7(R(+ Q`V7(RV0VCQ]IVJ 8( • YVR1%I(+1

PREFERRED FUTURE CHARACTER ?Q(`:H1C1 : V(RV0VCQ]IVJ ( .: (]`Q01RV+(:(G:C:JHV(GV 1VVJ( :HHQIIQR:J$($`Q1 .(:JR(`V+]VH +( .V(0:C%VR(H.:`:H V`8(

+1

May 2016 S2 Design Guidelines PRECINCT

Character !G=VH0V Design Response Avoid (CC%+ `:QJ+ Elements Character [(?Q(I:1J :1J(:JR( [(EJ+%`V(`V VJQJ(Q`(V+ :GC1+.VR( [(=VIQ0:C(Q`(C:`$V( (CC%+ `:QJ+ V$V :QJ enhance the garden large trees. trees. +VJ$+(Q`( .V(R1VCC - [(=V]C:HV(:J7( `VV+(`VIQ0VR( [(`:H@(Q`(C:JR+H:]1J$( 1J$+5(:JR(VJ.:JHV( .V( with species that will grow to a :JR(+%G+ :J:C(0V$V - G:7+1RV(0V$V :QJ( +1I1C:`(.V1$. 8(( :QJ8 character [(EJ+%`V(``QJ ($:`RVJ+((((((((((((((( [(b:`RVJ+(RQI1J: VR( 1JHQ`]Q`: V(+Q (C:JR+H:]1J$( G7(.:`R(+%``:HV+8(( .: (HQI]CVIVJ +( .V(G:7+1RV( 0V$V :QJ(H.:`:H V`8( [(EJ+%`V(]`Q01+1QJ(Q`(IVR1%I( Q( large trees at the rear. [(EJ+%`V(C:JR+H:]1J$( Q( .V(+1RV( Q`(G%1CR1J$+8 Character • To enhance the [(Z%1CR1J$+(+.Q%CR(GV(+1 VR( Q( • Loss of front and (CC%+ `:QJ+(CC%+ `:Q J+ )1J$ landscape character of :CCQ1(+% H1VJ (+]:HV( Q(:HHQI - rear garden space. + `VV +H:]V+(G7(]`Q01R - IQR: V(C:JR+H:]1J$8 1J$(+% H1VJ (+]:HV(`Q`( 0V$V :QJ(((

[(?Q(I:1J :1J( .V(V61+ - [EJ+%`V(G%1CR1J$+(:`V(+% H1VJ C7( [(Z%1CR1J$+(G%1C ( Q(Q`( (CC%+ `:QJ+ 1J$(G:H@7:`R(H.:`:H V`( +V G:H@(``QI( .V(`V:`(GQ%JR - HCQ+V( Q(`V:`(GQ%JR:`78 .: (]`Q01RV+(:(G%cV`( :`1V+( Q(]`Q01RV(:( `:J+1QJ( Q( .V(+VJ+10V(`V+1 - GV 1VVJ( .V(:R=Q1J1J$(G%1CR1J$+8( RVJ:C(.1J V`C:JR8

[(?Q(I1J1I1+V( .V( • Locate garages and carports [(F:`(]:`@1J$(+ `%H - (CC%+ `:QJ+(CC%+ `: Q J+ RQI1J:JHV(Q`(H:`( GV.1JR( .V(C1JV(Q`( .V(R1VCC1J$8 %`V+( .: (RQI1J: V( ]:`@1J$(+ `%H %`V+ .V(`:M:RV(Q`(01V1(Q`( the dwelling.

Character •To ensure new [(EJHQ%`:$V(I%CR%J1 (+ 7CV( [(?.`VV(+ Q`V7(`:H:RV s (CC%+ `:QJ+ +%1CR1J$/ G%1CR1J$+(Q`(V6 VJ+1QJ+( RV0VCQ]IVJ ( .: (I:1J :1J+( .V( to the street. 0Q`I RQ(JQ (RQI1J: V(Q`( JVR$`:1J(+ `VV +H:]V(`.7 .I8 [(`:`$V(G%C@7(G%1CR1J$+( R1+`%] ( .V(V61+J$( [(=VHV++( .1`R(+ Q`V7(VCVIVJ +( Q`(V6 VJ+1QJ+( .: ( + `VV +H:]V(`.7 .I8( ``QI( .V(``QJ (:JR(`V:`(`:M:RV8( RQI1J: V(Q`(R1+`%] ( [(EJHQ%`:$V(JV1(G%1CR1J$+( Q( the streetscape. `VVH ( .V(IVR1%IR$`:1J(+ `VV - [(!QQ`C7(:`H%C: VR( +H:]V(`.7 .I(G7(+%GR101R1J$( .V( G%1CR1J$(`Q`I+8(( G%1CR1J$(`:H:RV+(1J Q(:IQR%CV+;( .: ($VJV`:CC7(I: H.( .V( 7]1H:C( G%1CR1J$(11R .+5(11 .(`VHV++10V( +VHQJ+(1J(GV 1VVJ(IQR%CV+( .: (I: H.( .V( 7]1H:C(+]:H1J$( GV 1VVJ(G%1CR1J$+(QJ( .V(+ `VV 8 [(EJ+%`V( .V(0V`H:C(`.7 .I( `VVH +( .V(JV( Q(IVR1%I($`:1J( + `VV +H:]V(]:V`J8( [(G`H%C: V( .V(G%1CR1J$+(:JR( VCVIVJ +5(]:`H%C:`C7(``QJ (`: - H:RV+5(:JR(1JHC%RV(VCVIVJ +( .: ( G`V:@+( .V(G%1CR1J$(G%C@(+%H.(:+( G:CHQJ1V+5(0V`:JR:+5(JQJR`VVH - 0V($C:<1J$(:JR(C1$. R `:J+]:`VJ ( G:C%+ `:R1J$8 May 2016 S2 Design Guidelines PRECINCT

Character !G=VH0V Design Response Avoid (CC%+ `:QJ+ Elements • To ensure new [(RQ`(G%1CR1J$+(CQJ$V`( .:J( • Large solid walls with (CC%+ `:QJ+ +%1CR1J$/ G%1CR1J$(RQV+(JQ ( HQJJ%Q%+( I(`:H:RV5(G`V:@( C1I1 VR(:`H%C:QJ+8( 0Q`I 01+%:CC7(Q0V`1.VCI( .V(CVJ$ .(Q`( .V(G%1CR1J$(G7( .V(JV1$.GQ%`1J$(((((((((( +%GR101R1J$( .V(+1RV(`:H:RV+(1J Q( ]`Q]V`V+8( :IQR%CV+;(: V`(V0V`7( I(Q`( $VJV`:CC7(I: H.1J$( .V( 7]1H:C( G%1CR1J$(RV] .+(QJ( .V(+ `VV 5( 1.1H.V0V`(1+(IQ`V8(

[?Q(I:1J :1J(:JR( [(R`QJ (`VJHV+(+.Q%CR(GV(Q]VJ( [(a1$.5(+QC1R(``QJ ( (CC%+ `:QJ+ 0`QJ / VJ.:JHV(1J V`:HQJ( + 7CV8 fencing. +Q%JR:`7/ GV 1VVJ(G%1CR1J$(:JR( [(EJ+%`V(``QJ (`VJHV+(:`V(JQ( .V(]%GC1H(`V:CI8 IQ`V( .:J(8I(Q`( .V(:0V`:$V( 4`V: IVJ `VJHV(.V1$. (1J( .V(+ `VV 5(1.1H. - V0V`(1+(CV++8

Character [(?Q(VJ+%`V(G%1CR1J$( [(EJ+%`V(JV1(G%1CR1J$+(:JR( [(Z%C@7(:JR(GC:JR( (CC%+ `:QJ+ Materials I: V`1:C+5(J1+.V+(:JR( 01+1GCV(V6 VJ+1QJ+(HQI]CVIVJ ( design such as sheer :JR/5V61$J/ :`H%C:QJ+(1J V$`: V( .V(I: V`1:C(:JR(RV+1$J(RV :1C+( or plain rendered with the streetscape Q`( .V(V61+J$(G%1CR1J$+(:CQJ$( facades. 5V :1C character. the street. [(a1$.C7(`VVH0V( [(+V(R1cV`VJ (HQCQ%`+(:JR( I: V`1:C+(Q`($C:<1J$8( I: V`1:C+( .: (1J V$`: V(11 .(+%` - `Q%JR1J$(G%1CR1J$+(:JR(VJ.:JHV( .V(+ `VV +H:]V(`.7 .I8(

May 2016 S3 Precinct Statement PRECINCT

T S BAM MILDUR FIELD S A A VE T

X

E

S

S S3 EESS GIPSY W S2 AY

ABBOTTT T SSTT

T

SST

T

N SST

O D

T R

S M

T RRST A

A H

T HHA

N

EEN BEACH Sandringham R D TTR R

! :QJ S1

N SSAA S NDRINR O ING Y HAAMM S R RD L

E O

T N

C

L I

L V I

H

N

R

E FFERNH S2 R D

BAAYY RD Legend

Character Precinct

Surrounding Character Precincts SSIIMMSS S1 SST T !QJR`V'1RVJ:C-QJV' S2 !V1$.GQ%`.QQR-3V'1RVJ:C-QJV

4V`1 :$V-60V`C:7

DESCRIPTION -Q% .(Q`(7GGQ() `VV (.:0V(`V:`(C:JV1:7(-V]:`:J$( .VI(``QI( .V(-VJ-10V(.V`1 :$V(`V-1RVJ:C(]`Q]V`V-(:CQJ$(>.V(:`V-HVJ 8( !`VH1JH ()(HQ0V`-( .V(]`Q]V`V-(:CQJ$( .V(1V- V`J(VJR(Q`( >.V($:`:$V-(`Q`( .V-V(]`Q]V`V-(:`V(CQH: VR(: ( .V(`V:`(:JR( 7GGQ() `VV (1.1H.(.:-(:(HQJ-1- VJ (H.:`:H V`(Q`(::C1`Q`J1:J( :`V(:HHV--VR(``QI( .V(C:JV1:7(.VJHV(H`V:J$(:(%J1_%V(0:C%VR( ;%J$:CQ1-8(>.V(JQ` .(Q`(7GGQ() `VV (HQJ-1- -(Q`((- Q`V7( H.:`:H V`(11 .1J( .V(]`VH1JH 8( G%J$:CQ1-(11 .(G%1CR1J$(I: V`1:C(]`VRQI1J: VC7(GV1J$(G`1H@8( >.V(I:=Q`1 7(Q`(CQ (``QJ :$V-(:`V(:]]`Q61I: VC7( I(11 .(:J(:0 - V`:$V(``QJ (-V G:H@(Q`( 8 I8(HVJHV( .V(]`Q]V`V-( Q( .V(JQ` .( ]`V-VJ (:(0:C%VR(HQJ-1- VJ (H.:`:H V`8(>.V(-Q% .(Q`(7GGQ( ) `VV (HQJ-1- -(Q`(-1J$CV(- Q`V7(G%J$:CQ1-(11 .(G%1CR1J$(I: V - `1:C(]`VRQI1J:J C7(GV1J$(IGV`8(>.V(I:=Q`1 7(Q`(CQ (``QJ :$V-( :`V(GV 1VVJ( RI(11 .(`VI:1J1J$(GV1J$(%JRV`( I8(L`QJ ( -V G:H@-(:`V($VJV`:CC7(GV 1VVJ(R I5(:JR(1J(-QIV(1J- :JHV-( -I:CCV`(1.1H.(]`Q01RV-(`Q`(-I:CCV`(``QJ ($:`RVJ-8(OQ- (Q`( .V( ``QJ ($:`RVJ-(11 .1J( .1-(]`VH1JH (:`V(V- :GC1-.VR(11 .(-QIV( IVR1%I( Q(C:`$V(-1.V(I:=Q`1 7(Q`( .V-V(CQ -(.:0V(RV :H.VR(R1VCC1J$-(1.1H.(:`V( Q VJ(-1 VR(HCQ-V( Q(V:H.(Q .V`5(QHH:-1QJ:CC7(11 .(QJV(1:CC(HCQ-V( Q( .V(-1RV(GQ%JR:`78(7CC(]`Q]V`V-(.:0V(V61-J$(G:H@7:`R( H.:`:H V`(HQJ :1J1J$(C:JR-H:]VR(`V:`($:`RVJ-8(>.V(]`Q]V`V-( May 2016 S3 Design Guidelines PRECINCT

VALUED CHARACTERISTICS [(!`VRQI1J:J C7(R(- Q`V7(RV :H.VR(R1VCC1J$-(11 .(::C1`Q`J1:J( G%J$:CQ1-(- 7CV8( [(:QJ-1- VJ (- `VV -H:]V(`.7 .I(:JR(``QJ (-V G:H@(QJ(JQ` .(Q`( 7GGQ() `VV 8 [(OVR1%I(-1

PREFERRED FUTURE CHARACTER >Q(`:H1C1 : V(RV0VCQ]IVJ ( .: (]`Q01RV-(:( `:J-1QJ( Q( .V(-VJ - -10V(`V-1RVJ:C(]`VH1JH -8(L%` .V`( .1-(-VHQJ(Q`( .V(:H01 7( HVJ `V(HQJ :1J-(:(0V`7(HQJ-1- VJ (0:C%:GCV(H.:`:H V`( .: (JVVR-( Q(GV(`V-]VH VR8( Issues/Threats The preferred character will be achieved by: [([V0VCQ]IVJ ( .: (RQV-(JQ (`V-]VH ( .V(V61-J$(HQJ-1- VJ ( H.:`:H V`(:JR(- `VV -H:]V(`.7 .I6( •(UJHQ%`:$1J$(RV :H.VR(- 7CV(Q`(I%CR%J1 (RV0VCQ]IVJ ( .: ( 1J V$`: V-(11 .( .V(- `VV -H:]V(`.7 .I6 •([V0VCQ]IVJ ( .: (RQV-(JQ (]`Q01RV( `:J-1QJ( Q( .V(-VJ-10V( `V-1RVJ:C(:`V:6 [(UJHQ%`:$1J$(JV1(RV0VCQ]IVJ ( Q(]`Q01RV(:(HQJ-1- VJ (``QJ ( :JR(-1RV(-V G:H@( Q(`V :1J( .V(V61-J$(- `VV -H:]V(`.7 .I6( [([V0VCQ]IVJ ( .: (:]]V:`(G%C@76 [(UJ-%`1J$(JV1(RV0VCQ]IVJ (1-(-% H1VJ C7(-V G:H@(``QI( .V( [(TQ--(Q`( .V(G:H@7:`R(H.:`:H V`6 `V:`(GQ%JR:`7( Q(VJ.:JHV( .V(G:H@7:`R(H.:`:H V`(]`Q01R1J$(:( [(TQ--(Q`(0V$V :QJ(:JR(-Q (C:JR-H:]VR(:`V:6(:JR `:J-1QJ( Q(-VJ-10V(`V-1RVJ:C(:`V:-8( [(\VIQ0:C(Q`(V61-J$( `VV-8 [(UJ-%`1J$( .V(%]]V`(QQ`-(:`V(`VHV--VR(VJQ%$.(-Q(1 (1-(R1-JH ( ``QI( .V(CQ1V`(]:` (Q`( .V(G%1CR1J$(:JRLQ`(]`V-VJ (:J(:H(- 7CV( RV0VCQ]IVJ 6( [(O:61I1-1J$(G%1CR1J$(:`H%C:QJ( .: (1J V$`: V(11 .( .V( - `VV -H:]V(H.:`:H V`6( [(UJHQ%`:$1J$( .V(`V VJQJ(:JR(]C:JJ$(Q`(IVR1%I( Q(C:`$V( -1

May 2016 S3 Design Guidelines PRECINCT

Character !G=VH0V Design Response Avoid (CC%+ `:QJ+ Elements Character (CC%+ `:QJ+ V$V :QJ [(>Q(I:1J :1J(:JR( [(UJ-%`V(`V VJQJ(Q`(V- :GC1-.VR( [(\VIQ0:C(Q`(C:`$V( VJ.:JHV( .V($:`RVJ( C:`$V( `VV-8 `VV-8( -VJ$-(Q`( .V(R1VCC - [(\V]C:HV(:J7( `VV-(`VIQ0VR( [(T:H@(Q`(C:JR-H:]1J$( 1J$-5(:JR(VJ.:JHV( .V( 11 .(-]VH1V-( .: (11CC($`Q1( Q(:( :JR(-%G- :J:C(0V$V - G:7-1RV(0V$V :QJ( -1I1C:`(.V1$. 8(( :QJ8 H.:`:H V`( [(UJ-%`V(``QJ ($:`RVJ-(((((((((((((( [(]:`RVJ-(RQI1J: VR( 1JHQ`]Q`: V(-Q (C:JR-H:]1J$( G7(.:`R(-%``:HV-8(( .: (HQI]CVIVJ -( .V(G:7-1RV( 0V$V :QJ(H.:`:H V`8( [(UJ-%`V(]`Q01-1QJ(Q`(IVR1%I( Q( C:`$V( `VV-(: ( .V(-1RV(:JR(`V:`8(( Character (CC%+ `:QJ+ )1J$ [(>Q(VJ-%`V(JV1( [(UJ-%`V(G%1CR1J$-(QJ(JQ` .( [(;%1CR1J$-(-V ( QQ( G%1CR1J$-(Q`(V6 VJ - Q`(7GGQ() `VV (`V-]VH (:JR(((((((( `Q`1:`R8( -1QJ-(I:1J :1J-(:JR( `V-]QJR( Q( .V(V61-J$(-V G:H@-8( [(TQ--(Q`(``QJ (:JR( VJ.:JHV-( .V(V61-J$( [(;%1CR1J$-(-.Q%CR(GV(-1 VR( `V:`($:`RVJ(-]:HV8 - `VV -H:]V(`.7 .I8( Q(:CCQ1(-% H1VJ (-]:HV( Q((((((((((((((( :HHQIIQR: V(C:JR-H:]1J$8 (CC%+ `:QJ+ [(>Q(I:1J :1J( .V(( [(UJ-%`V(G%1CR1J$-(:`V(((((((((((((( [(;%1CR1J$-(G%1C ( Q(Q`( V61-J$(G:H@7:`R(H.:` - -% H1VJ C7(-V G:H@(``QI( .V( HCQ-V( Q(`V:`(GQ%JR:`78 :H V`( .: (]`Q01RV-(:( `V:`(GQ%JR:`1V-( Q(]`Q01RV(:( G%cV`( Q( .V(-VJ-10V((((((( `:J-1QJ(GV 1VVJ( .V(:R=Q1J1J$( `V-1RVJ:C(.1J V`C:JR G%1CR1J$-8( (CC%+ `:QJ+ [(>Q(I1J1I1-V( .V( [(TQH: V($:`:$V-(:JR(H:`]Q` -( [(::`(]:`@1J$(- `%H - RQI1J:JHV(Q`(H:`( GV.1JR( .V(C1JV(Q`( .V(R1VCC1J$8( %`V-( .: (RQI1J: V( ]:`@1J$(- `%H %`V- .V(`:M:RV(Q`(01V1(Q`( .V(R1VCC1J$8(

Character [(>Q(VJ-%`V(JV1( [(UJHQ%`:$V(RV :H.VR(Q`((((((( [(>.`VV(- Q`V7(`:H:RV-( (CC%+ `:QJ+ +%1CR1J$/ G%1CR1J$-(Q`(V6 VJ-1QJ-( I%CR%J1 (- 7CV(RV0VCQ]IVJ ( Q( .V(- `VV 8( 0Q`I RQ(JQ (RQI1J: V( .V( .: (I:1J :1J-( .V(JVR$`:1J( [(T:`$V(G%C@7(G%1CR1J$-( - `VV -H:]V(Q`(R1-`%] ( - `VV -H:]V(`.7 .I8 Q`(V6 VJ-1QJ-( .: ( .V(V61-J$(- `VV - - [(\VHV--( .1`R(- Q`V7(VCVIVJ -( RQI1J: V(Q`(R1-`%] ( H:]V(`.7 .I8(( ``QI( .V(``QJ (`:M:RV8( .V(- `VV -H:]V8 [(UJHQ%`:$V(JV1(G%1CR1J$-( Q( [(!QQ`C7(:`H%C: VR( `VVH ( .V(JVR$`:1J(- `VV - - G%1CR1J$(`Q`I-8(( H:]V(`.7 .I(G7(-%GR101R1J$( .V( G%1CR1J$(`:H:RV-(1J Q(:IQR%CV-;( .: ($VJV`:CC7(I: H.( .V( 7]1H:C( G%1CR1J$(11R .-5(11 .(`VHV--10V( -VHQJ-(1J(GV 1VVJ(IQR%CV-( .: (I: H.( .V( 7]1H:C(-]:H1J$( GV 1VVJ(G%1CR1J$-(QJ( .V(- `VV 8 [7`H%C: V( .V(G%1CR1J$-(:JR( VCVIVJ -5(]:`H%C:`C7(``QJ (`: - H:RV-5(:JR(1JHC%RV(VCVIVJ -( .: ( G`V:@-( .V(G%1CR1J$(G%C@(-%H.(:-( G:CHQJ1V-5(0V`:JR:-5(JQJR`VVH - 0V($C:<1J$(:JR(C1$. R `:J-]:`VJ ( G:C%- `:R1J$8

May 2016 S3 Design Guidelines PRECINCT

Character !G=VH0V Design Response Avoid (CC%+ `:QJ+ Elements (CC%+ `:QJ+ 0`QJ / [(>Q(I:1J :1J(:JR( [(L`QJ (`VJHV-(-.Q%CR(GV(Q]VJ( [(H1$.5(-QC1R(``QJ ( +Q%JR:`7/ VJ.:JHV(1J V`:HQJ( - 7CV8 `VJH1J$8( GV 1VVJ(G%1CR1J$(:JR( [(UJ-%`V(``QJ (`VJHV-(:`V(JQ( 4`V: IVJ .V(]%GC1H(`V:CI8 IQ`V( .:J(8I(Q`( .V(:0V`:$V( `VJHV(.V1$. (1J( .V(- `VV 5(1.1H. - V0V`(1-(CV--8(

Character (CC%+ `:QJ+ Materials [(>Q(VJ-%`V(G%1CR1J$( [(UJ-%`V(JV1(G%1CR1J$-(:JR( [(;%C@7(:JR(GC:JR( :JR/5V61$J/ I: V`1:C-5(J1-.V-(:JR( 01-1GCV(V6 VJ-1QJ-(HQI]CVIVJ ( RV-1$J(-%H.(:-(-.VV`(Q`( :`H%C:QJ-(1J V$`: V( .V(I: V`1:C(:JR(RV-1$J(RV :1C-( ]C:1J(`VJRV`VR(`:H:RV-8( 5V :1C 11 .( .V(- `VV -H:]V( Q`( .V(.1- Q`1H(G%1CR1J$-(:CQJ$( [(H1$.C7(`VVH0V(I: - H.:`:H V`8 .V(- `VV 8 V`1:C-(Q`($C:<1J$8( [(-V(R1cV`VJ (HQCQ%`-(:JR( I: V`1:C-( .: (1J V$`: V(11 .(-%` - `Q%JR1J$(G%1CR1J$-(:JR(VJ.:JHV( .V(- `VV -H:]V(`.7 .I8(

May 2016