Canada Bay Local Planning Strategy 2010

PART 5 - TRANSPORT & ACCESS

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5. Transport and Access

FuturesPlan20 - A Moving City I can walk or cycle on designated paths to a range of commercial, recreational and community spaces around the City

I can get where I need to go safely without too much delay I have good day to day public transport options which take me to the places I need to go I can buy locally the things that I need when I need them

Effective transport and mobility within the city is important for social and economic growth, and relies heavily on the coordination of both the implementation of infrastructure facilities and the availability of transport modes & services. Transport and access within Canada Bay comprises both public and private infrastructure and a variety of transport modes. This includes roads/cars, buses, taxis; railways/trains; bicycle paths/bikes scooters, skateboards etc; walking paths/pedestrians; and ferry wharfs/ferries.

To achieve coordination between all these modes, development of a strategic plan for the City that integrates both the state level requirements and the local area requirements is needed.

5.1. Planning Context

5.1.1. State Plan The State Plan contains three targets relevant to Transport and Access:

S3 Improved health through reduced obesity, smoking, illicit drug use and risk drinking.

The health related priority of the State Plan is considered to have implications for transport planning. Promoting cycling and walking would contribute to lowering the incidence of obesity and other illnesses related to a sedentary lifestyle.

S6 Increasing share of peak hour journeys on a safe and reliable public transport system

Key transport priorities of the State Plan include increasing the share of peak hour journeys to and from CBD from 71.5% (2004) to 75% and consistently meeting public transport reliability targets for all forms of public transport. Increasing the proportion of total journeys to work by public transport in the Sydney metropolitan region by 25% by 2016 is also a key component of the Plan.

S7 Safe roads

Safety on the roads is the key priority within the State Plan for private transport, with the State aiming to continually reduce the number of fatalities to distance travelled. The target set is to reduce road fatalities to 0.7 per 100 million vehicle kilometres travelled (VKT) by 2016.

E5 Jobs closer to home

A target of the State Plan is to increase the percentage of the population living within 30 minutes by public transport of a city or a major centre in Greater Metropolitan Sydney.

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E7 Improve the efficiency of the road network

Improvement to the efficiency of the road network during peak times will be achieved though improving passenger throughput and public transport. This will be measured by monitoring average travel speeds in Sydney by the RTA based on 7 major road corridors within Sydney.

5.1.2. Metropolitan Strategy The Metropolitan Strategy identifies Sydney's transport system based on the public transport network including rail (heavy and light), transit ways and bus services, ferries and taxis, the road network, and walking and cycling networks.

Sydneysiders make 15.5 million trips on an average weekday, at a rate of 3.8 trips per person. On weekends, there are 13.4 million trips, at a rate of 3.3 trips per person. Demand for travel is growing faster than population growth, due to a number of factors such as the location of residential development, employment and other activities such as shops, education, leisure and recreation facilities. Where people choose to live and their place of employment can exert a significant influence on their travel patterns.

There is an increasing awareness of the health and environmental costs of current travel patterns. The Strategy states that many of the social, resource and environmental impacts of transport can be managed through a greater emphasis on sustainable transport to influence travel choices.

The following vision is provided for transport:

"Sydney's neighbourhoods will have improved local transport with walking and cycling facilities and bus services to major centres. People will be able to carry out more of their trips closer to home, reducing the time taken and cost of longer trips."

Transport actions impacting Canada Bay proposed by the Metro Strategy include:

• Improving local walking and cycling networks; • Working in partnership with government agencies to increase capacity of rail and bus services; • Improving the integration of public transport; and • Improving transport planning.

5.1.3. Inner West Subregion - Draft Subregional Strategy On an average weekday, the residents of the Inner West Subregion make over 880,000 trips, at a rate of 3.9 trips per day per person, slightly above the Sydney average. Over half of these trips start and finish in the Inner West Subregion.

With the growth of Burwood, Rhodes and , local travel demand will need to be carefully managed to minimise traffic growth given the limited road capacity to accommodate all users.

Council's role in addressing the draft Inner West Subregional Strategy in relation to transport includes:

• Work in partnership with the Ministry of Transport to coordinate the planning and implementation of the Strategic Bus Corridors, aiming to reach a target of 25km/h average bus speed on each of these corridors. (IW D1.1.2; D1.1.3);

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• Work in partnership with the DoP and the RTA in continuing to upgrade walking and cycling facilities to improve everyday access within neighbourhoods and to improve access to waterways and links to bushland, parks and centres. This includes: completion of the Homebush to Sydney City foreshore trail, in particular the Yaralla link; links through private development at Breakfast Point, Rhodes and Abbotsford; and a framework for an integrated network of regional recreation trails as part of the overall open space system. (IW D3.1.1; D3.1.1); and

• Continuation of existing work of as part of the Sharing Sydney Harbour Access Program, improving public access around the foreshore of the River. (IW D3.1.4).

5.1.4 Metropolitan Transport Plan; Connecting the City of Cities On 21 February 2010 the NSW State Government released the Metropolitan Transport Plan; Connecting the City of Cities. The Government has announced $50.2 billion spending on transport infrastructure over the next 10 years, however, none of the spending will provide benefits to the other than for Rhodes where there will be increased train capacity. In addition, infrastructure projects such as the M4 East extension and the Sydney Metro planned for Sydney which would be highly beneficial for the City of Canada Bay to facilitate the substantial population growth have been deferred indefinitely.

5.1.5 Integrating Land Use Transport - Improving Transport Choice These guidelines, developed by the Department of Urban Affairs (now DoP), provide advice on how to better integrate land use and transport planning and provide greater transport choice. Through implementation of the guidelines, it is intended that the growth in the number and length of private car journeys will be reduced and walking, cycling and public transport will become more attractive.

The guidelines apply to all the urban areas of NSW and to all stages of planning and development. Pursuant to Section 117(2) of the Environmental Planning and Assessment Act, 1979, draft LEPs shall be consistent with aims, objectives and principles of the guidelines.

The following planning guidelines encourage and support development that is highly accessible by walking, cycling and public transport. Their implementation will also help moderate the demand for travel.

• Concentrate in centres. Develop centres containing appropriate densities of housing, employment, services and public facilities within an acceptable walking distance - 400 to 1,000 metres - of major public transport nodes, such as railway stations and high frequency bus routes with at least a 15 minute frequency at peak times; • Mix uses in centres. Encourage a mix of housing, employment, services, public facilities and other compatible land uses, in accessible centres; • Align centres within corridors. Concentrate high density, mixed use, accessible centres along major public transport corridors within urban areas; • Link public transport with land use strategies. Plan and implement public transport infrastructure and services in conjunction with land use strategies to maximise access along corridors, and to and from centres; • Connect streets. Provide street networks with multiple and direct connections to public transport services and efficient access for buses; • Improve pedestrian access. Provide walkable environments and give a greater priority to access for pedestrian movement, including access for people with disabilities;

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• Improve cycle access. Maximise cyclists' accessibility to centres, services, facilities and employment locations; • Manage Parking supply. Use the location, supply and availability of parking to discourage car use. • Improve road management. Improve transport choice and promote an integrated transport approach by managing road traffic flow and priority of transport modes; and • Implement good urban design. Design with an emphasis on the needs of pedestrians, cyclists and public transport users. The ten principles of the guidelines have been considered during the preparation of the LPS as they relate to ongoing strategic policy and planning, land use planning, development codes and guides and future project design and assessment in Canada Bay.

5.1.6 Integrating Land Use and Transport - The Right Place for Business The policy, developed by the Department of Urban Affairs (now DoP), explains why business and services which generate transport demand should be in locations that offer a choice of transport and encourage people to make fewer and shorter trips. Business in dispersed locations cannot be accommodated without significant community and environmental costs.

The policy objectives can be most efficiently achieved by locating trip-generating development in and adjoining accessible and mixed use centres.

The policy applies to development that generates many trips from employees, customers or visitors and provides important services. Pursuant to Section 117(2) of the Environmental Planning and Assessment Act, 1979, draft LEPs shall be consistent with aims, objectives and principles of the guidelines.

Recommendations in the LPS in relation to employment have considered whether they conform with the principles contained within "The Right Place for Business".

5.1.7 NSW Planning Guidelines for Walking and Cycling These guidelines aim to assist land-use planners to improve consideration of walking and cycling in their work. It is anticipated that improving practice in planning for walking and cycling will create more opportunity for people to live in places with easy walking and cycling access to urban services and public transport. This will help reduce car use and create healthier neighbourhoods and cities.

There are a number of city-scale design principles that can assist the creation of walkable and cycleable cities and neighbourhoods. All emphasise urban renewal and the creation of compact mixed use accessible centres around public transport stops.

At the neighbourhood-scale, design principles can be reinforced through the creation of local accessible centres and neighbourhoods with connected street patterns. The detailed design of road reserves, public transport stops, development sites and open space corridors aims to reinforce local walking and cycling networks and create a safe and comfortable walking and cycling environment.

5.1.8 NSW BikePlan 2010 - Action for Bikes Action for Bikes sets out a 10 year plan for the creation of a series of arterial bicycle networks across NSW. The plan advocates the construction of off-road cycle ways wherever practical when new roads are built and the creation of off-road cycle ways where ever possible. The NSW BikePlan is currently under review.

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5.2. Population Profile - Residents & Workers Travel

5.2.1. Where do the residents work? Understanding where workers come from is important, as it assists in planning and advocacy for roads and public transport provision. This will assist in understanding key reasons and/or destinations for travel and will facilitate the formulation of targeted policies to improve public transport mode share.

The journey to work data that is provided below is based on the 2006 Census question: "For the main job held last week, what was the person's workplace address?"

That data was then cross-tabulated with the person's current usual residential address to create a matrix of home to work, with the focus for the analysis on the work destination.

Table 5.1: Employment Analysis - Where do the residents work?

Employment location of CCBC residents, 2006 Number Percent (%) Within CCB 5,789 17.1 Outside CCB 25,484 75.3 Live within CCB, work location unknown 2,557 7.6 Employed residents of CCB 33,830 100.00 Source: ABS, Journey to work, unpublished data, 2006.

Top 10 Local Government Areas of employment for residents in CCBC, 2006 Rank LGA Number Percent (%) 1 Sydney 8,954 26.5 2 Canada Bay 5,789 17.1 3 Ryde 1,519 4.5 4 Parramatta 1,360 4.0 5 Leichardt 1,191 3.5 6 North Sydney 1,108 3.3 7 Burwood 1,104 3.3 8 Auburn 1,048 3.1 9 Willoughby 776 2.3 10 Strathfield 740 2.2 Other Areas 10,241 30.3 Total employed residents in CCBC 33,830 100.00 Source: ABS, Journey to work, unpublished data, 2006.

5.2.2. Where do the workers come from? Table 5.2: Employment Analysis - Where do the workers come from?

Residential location of CCBC residents, 2006 Number Percent (%) Live and work within the CCBC 5,789 25.6 Live outside, but work within CB 16,866 74.4 Total Workers in the CCBC 22,655 100.00

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Source: ABS, Journey to work, unpublished data, 2006.

Top 10 Local Government Areas of residence for workers in CCBC, 2006 Rank LGA Number Percent (%) 1 Canada Bay 5,789 25.6 2 Ryde 1,276 5.6 3 Blacktown 1,164 5.1 4 Parramatta 993 4.4 5 Baulkham Hills 852 3.8 6 Canterbury 797 3.5 7 Bankstown 766 3.4 8 Hornsby 761 3.4 9 Strathfield 633 2.8 10 Auburn 595 2.6 Other Areas 9,029 39.9 Total workers in the CCBC 22,655 100.00 Source: ABS, Journey to work, unpublished data, 2006.

5.3. Proposed Performance Measures Performance measures enable an overall assessment of whether the actions of the LPS are resulting in the desired changes to travel behaviour. Importantly the performance measures do not specifically relate to the discrete areas of land use, road network, parking, public transport and walking and cycling. Rather, the following measures are indicators of the cumulative effect of the changes resulting from the LPS and proposed Integrated Transport Strategy.

The measures proposed have also been selected as they form the basis for a straightforward comparison between performance in Inner West Sydney and Greater Sydney. The performance measures will also provide an appropriate benchmark by which to compare the success of proposed strategies in the future.

Four proposed performance measures are described below.

5.3.1. Modal Split This performance measure provides an indication of the relative usage of each mode of transport.

The data reveals the main modes of transport used by residents to get to work. This data is very useful in transport planning as it informs on the effectiveness and availability of local public transport. 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 travel distance to work, which for example, can allow people to walk or cycle to their place of employment.

A lower mode split to car use indicates a higher proportion of trips taken by public transport, walking and cycling. Such an outcome would be consistent with the strategy objectives which include a move towards more sustainable behaviour.

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Current Performance In 2006, there were 7,165 people who caught public transport to work (train, bus or ferry) in Canada Bay, compared with 20,137 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 of Canada Bay in 2006 compared to the Sydney Statistical Division (SSD) shows that 21.4% used public transport, while 60.2% used a private vehicle, compared with 18% and 60.8% respectively in the SSD.

The major differences between the method of travel to work of Canada Bay and the SSD were the larger percentage of bus commuters (10.2% compared to 5.4%), and a smaller percentage of train commuters (9.7% compared to 12.3%).

The largest changes in the method of travel to work by resident population in Canada Bay between 2001 and 2006 were:

• Car - as driver (+1,891 persons); • Train (+414 persons); • Walked only (+196), and; • Did not go to work (+180 persons). Current performance for mode split is summarised below.

Table 5.3: Current Performance - Mode Split Measure Canada Bay Sydney Canada Bay Sydney LGA (2001) Statistical LGA (2006) Statistical (2001) (2006) Journey to Work Private vehicle 58.3 57.7 58.7 59 Train 9.3 13.3 9.7 12.3 Bus 10.8 5.3 10.2 5.4 Ferry 1.5 0.3 1.5 0.3 Motorbike 0.3 0.4 0.5 0.5 Cycle 0.5 0.5 0.7 0.6 Walk 2.3 3.8 2.7 4.2 Other (includes 2.9 3.1 2.1 2.5 taxi, truck & other) All Trips Private vehicle 64.88 69.5 Train 5.09 4.9 Bus 6.15 5.6 Walk 21.68 17.7 Other (includes 2.2 2.0 taxi, cycle trips and other)

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Data sources: Household Travel Survey Data 2006; ABS 2068.0 - Method of Travel to Work (provided by ID; City of Canada Bay Council Community Profile)

Target The target recommended by this Strategy for modal split is a 10% shift away from the private car in both journey to work travel (provided by the Census) and for all trips (provided by the Household Travel Survey) over a 10 year period.

5.3.2. Vehicle Kilometres Travelled (VKT) As with the modal split, this performance measure is strongly correlated to the performance of public transport networks and the distance people travel to work. Lower VKT will result in a lower demand for car travel overall.

Current Performance The daily VKT for Canada Bay is much lower than for the Sydney Statistical Division. The close proximity of Canada Bay LGA to the City makes the City a probable destination for work, especially given the high number of professionals living in the LGA. These factors are likely to be the major contributors to the reduced VKT compared with the SSD.

Current performance for VKT is summarised below.

Table 5.4: Current Performance - VKT

Measure Canada Bay LGA Sydney Statistical 2006 Division Daily VKT per person 14.41 19.9 (kilometres) [2006] Source: Household Travel Survey Data 2006

Target The recommended target relating to VKT is to maintain or reduce the per capita VKT from 2006 levels over a ten year period.

5.3.3. Travel Time This performance measure relates to the quality of life for local residents and travel impacts on communities. Reduced travel time will improve the quality of life by reducing the time and costs spent accessing employment, education, goods and services.

Current Performance Canada Bay residents on average, have a longer travel time than residents in the SSD.

Current performance for travel time is summarised below.

Table 5.6: Current Performance - Travel Time

Measure Canada Bay LGA Sydney Statistical 2006 Division Daily travel time per 85 80

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person - average weekday (minutes) [2006] Source: Household Travel Survey Data 2006

Note: for this table, 'unlinked' trips were used to derive average time spent for each mode. 'Walking' excludes walk-linked trips.

Target The recommended target relating to travel time is to maintain or reduce average daily travel time from 2006 levels over the next ten years.

5.3.4. Road Injuries This performance measure reflects issues relating to social and economic costs in the region and Greater Sydney.

Current Performance Annual crash rates in Canada Bay are above the current Sydney Statistical Division level of 43.18 injuries per 100 million VKT.

Table 5.7: Current Performance - Road Injuries (2006)

Measure Canada Bay LGA Sydney Statistical 2006 Division Annual number of 467 17,500 crashes Annual number of 198 12,742 injuries Annual number of 2 176 fatalities Total annual number of 200 12,918 injuries and fatalities1 Annual VKT per 5,258.86 7,263.5 person2 Population3 68,725 4,119,190 Annual Injuries4 per 55.33 43.18 100 million VKT 1. Data sources; CCB, RTA Crash Data 2006/ per LGA; SSD, RTA Road Accident Database 2006; Household Travel Survey Data (2006) 2. Assumed average day to annual VKT factor = 365; SSD VKT 3. ABS Population data 2006 Census (Estimated Resident Population) 4. Inclusive of injuries and fatalities

Target The target relating to road injuries is to achieve a 10% reduction in the rate of injuries per 100 million VKT over the next 10 years relative to 2006 rates.

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The State Plan target aims to reduce fatalities to 0.7 per 100 VKT by 2016. The Canada Bay level is currently 0.58 fatalities per VKT and it is Councils aim to reduce this standard.

5.4. Transport and Urban Form A significant contribution for integrated, active and sustainable transport can be made by a consolidated urban form of mixed use and accessible destinations with built-in priority for walking, cycling and public transport. These principles are very relevant to development throughout Sydney and underpin the framework of the Metropolitan Strategy.

This is more sustainable than current practice, in which traditional dispersed settlement patterns develop dependence on long car trips. These are very difficult to service by other transport means and can confer significant disadvantage on the less mobile sections of the community.

Locating higher residential densities along transit corridors would place more people in areas of good accessibility. In parallel with residential development, providing and protecting zones for neighbourhood centres and mixed uses (including housing, services and employment) along principal transit routes also have the potential to reduce both the length and number of private car trips.

The Residential section of this Strategy reinforces the relationship between transport and urban form, including:

• The need to focus planning efforts on the potential opportunities in and around centres; • The need to plan for opportunities provided by future transport and road infrastructure upgrades; • The importance of ensuring that new jobs in commercial and retail-related industries are located within existing centres that are well serviced by public transport; and • Investigating potential for higher density commercial development at sites along the Parramatta Road enterprise corridor that are well serviced by north-south public transport connections.

A process of integrated land use and transport planning should also establish key interchange/junction nodes within or near Canada Bay to promote interchange between high frequency services and integration of routes. These would be located at rail stations or where a number of high frequency bus services converge. Note that such a location may naturally occur outside of the LGA (such as Burwood), and it is more appropriate to strengthen these existing nodes than create less successful internal nodes.

Examples of locations that could be given such a status would include:

• , Drummoyne; • Great North Road, Five Dock; • Burwood Station; • Strathfield Station; and • Ashfield Station. Over the longer term, Rhodes Peninsula and the Parramatta Road corridor will have increasing population and employment. A high level of transit services will be required to both stimulate redevelopment and provide long-term accessibility in these areas.

Land use planning within the LGA must be integrated with transportation planning, reflecting the related nature of each field and the synergies that can be gained.

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5.5. Public Transport The City of Canada Bay is serviced by a range of public transport options, which include heavy rail, buses and ferries.

In a general sense, the urban form and structure of the City developed along transit lines (trams) and around transit nodes (rail and ferry). Whilst the trams were in most cases replaced by buses, the heritage of transit use (including urban form, transit service and travel behaviour) remains.

In 2006, 21.9% of the City of Canada Bay's employed population travelled to work by public transport compared to 18.5% in the Sydney Statistical Division.

Map 5.1: People Who Used Any Form of Public Transport to Travel to Work, the City of Canada Bay 2006

While the City of Canada Bay had a relatively higher proportion of persons who travelled to work by public transport, it is important to note that this varied across the City. Proportions ranged from a low of 15.1% in Cabarita - Mortlake - Breakfast Point to a high of 33.5% in North Strathfield - Strathfield. The three areas with the highest percentages were:

• North Strathfield - Strathfield (33.5%); • Liberty Grove - Rhodes (28.0%); and • Drummoyne (25.4%)

Improving transport choice is dependant on the availability of a high level of transit service (generally every 15 minutes or less) to a range of trip destinations. Ensuring that road based public transport and persons accessing such services are not delayed by traffic congestion is also of high importance. While

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Council can only have a limited role in the determination of transit routes and level of service, the attractiveness of public transport can be greatly enhanced by improvements to the road network and public spaces surrounding transit nodes.

Map 5.2 provides the public transport network services currently operating within Canada Bay.

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Map 5.2: Public Transport Map

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5.5.1. Heavy Rail CityRail’s Northern Line has services stopping at North Strathfield, Concord West and Rhodes (refer to Rail Service Frequency Map - Map 5.3). Strathfield is located on the Northern and Western Lines and is located on the edge of the City. Other stations located in adjoining LGAs, which are accessed by City of Canada Bay residents, include Burwood and Ashfield.

Through feeder bus services, ensure that many residents of the City of Canada Bay area have easy access to Burwood and Ashfield Station. These stations exhibit a high level of service and are directly connected to a wide part of CityRail’s network.

The following challenges have been identified for heavy rail in Canada Bay:

• Generally, rail services play a small role in the public transport network in the City of Canada Bay. Rhodes has recently been upgraded to support its role as a specialised centre with major residential and employment growth, significantly increasing the role of this station; • most of the LGA is outside of the accepted 1-1.5km catchment for rail; • rail stations have historically had limited facilities (disabled access & bicycle parking) and interchange options to promote public transport, although some of these facilities have recently been upgraded including Rhodes & Concord West making these facilities more accessible; and • it is recognised that there is limited opportunity to further expand the CityRail Network.

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Map 5.3: Rail Service Frequency

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5.5.2. Buses The State Transit Authority (STA) operates bus services in the City of Canada Bay (refer to Public Transport Map - Map 5.2). Key destinations from the City of Canada Bay are Sydney CBD, Ryde, Ashfield, Burwood and Strathfield. A list of bus routes available in Canada Bay is provided as Appendix 4.

It is generally accepted that pedestrians will walk approximately 400m to a bus stop. Mapping showing access to bus services has been developed for on and off peak periods.

The Bus Service Frequency (Peak Hours - Map 5.4) illustrates bus service frequency in peak periods. Suburbs in close proximity to the main northern railway line are generally not as well serviced by buses in comparison to other suburbs in Canada Bay. Suburbs which could be described as having low levels of bus service include Rhodes, Concord West and North Strathfield.

These catchments illustrate that some pockets of the LGA do not fall within high frequency bus corridors. These include central parts of Concord, southern parts of Drummoyne and the area known as Cape Cabarita.

Bus service frequency in off peak periods is shown in the Bus Service Frequency (Off-Peak Hours - Map 5.5). Canada Bay, Cabarita, Breakfast Point, Mortlake, Chiswick, , North Strathfield, Concord West and Rhodes all have low levels of service in this period.

Strategic Bus Corridors On 17 March 2004, the Minister for Transport Services released the Final Report of the Hon Barrie Unsworth's Review of Bus Services in NSW. This report identified a network of fast, frequent, direct and convenient bus services on "strategic" bus corridors connecting centres across Sydney.

The new network of 43 bus corridor services will link Sydney's major centres, railway stations, hospitals, education facilities and other community facilities, improving access to important destinations. The strategic network will be integrated with local bus services through bus contract reform to create larger, integrated contract regions. Canada Bay is within contract Region 6.

The City of Canada Bay has three strategic bus corridors within its boundary. These include:

• Burwood - City; • Burwood - Chatswood; and • Burwood - Macquarie.

A Parramatta to the City (via Ryde) service corridor is also proposed, however this service falls in Contract region 5.

Bus services in Contract Region 6 are provided by Sydney Buses. In September 2009 the State Transit Authority placed a range of new bus services on public exhibition. The new services began on the 21 March 2010. The new bus services focus services on direct routes and evidence shows that some local services have been reduced or the services scrapped altogether such as the L03 from Mortlake to the City via Drummoyne. Council's request for an east-west link across Canada Bay was not included in the new services. Consequently there is little or no local connectivity provided by the new bus service.

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Map 5.4: Bus Service Frequency Peak Hours

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Map 5.5: Bus Service Frequency Off Peak Hours

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Bus services - challenges and opportunities Bus services currently provide a good level of service to the residents and workers of the LGA. High levels of service are provided on a number of routes, covering a large proportion of the LGA. Routes converge in a number of locations, allowing interchange to rail or other bus services. This feature of high frequency corridors and converging services at nodes is likely to be strengthened after the current review of STA bus services.

A number of cross-regional links exist, serving diverse locations such as Macquarie University, Campsie, Rockdale and Hurstville. These services enable a diverse range of trips, and provide relatively fast travel options for longer journeys.

It is recommended that Council lobby for new services to peninsula areas such as Breakfast Point/Mortlake, North Strathfield and in particular nodes which converge with the main northern railway line. The establishment of regular east - west routes in Canada Bay is also encouraged.

Buses currently have little priority over other vehicles on roads in the City of Canada Bay. As traffic congestion increases, buses will increasingly become delayed. As a result, it is likely that fewer passengers will use buses as an alternative means of transport. Additionally, bus services are currently fragmented to some degree, with minimum service levels determining some routes. Aggregation of high frequency routes would create “transit corridors”, in which passengers would know that waiting times between services are low, and most major destinations can be reached.

Many bus stops currently provide poor environment for passengers. Information and waiting facilities are generally not visible, attractive or user-friendly. In addition, passing traffic is reducing the amenity of the immediate area. As existing bus nodes are further strengthened by extra bus routes, passenger facilities should be improved in line with relevant standards for signage and easy access, while also creating user-friendly bus stops and waiting areas.

Transit corridors should be implemented in such a way that transit along these routes is immune from congestion caused by private vehicles, that a safe and attractive pedestrian environment is provided and that the viability of local commercial areas is preserved.

5.5.3. Ferries The City of Canada Bay is serviced by STA ferries operating along the . Wharves with ferry services in the area are Drummoyne, Chiswick, Abbotsford, Cabarita and Meadowbank (via pedestrian access from Rhodes). Level of service varies from 10-20 minutes to once/hour during non- peak and weekends.

Matilda Cruises operates a privately run ferry service between and , with ferry stops at Bayview Park, Cape Cabarita Wharf, Cabarita Wharf and Ryde. The ferry service operates during peak periods with a limited service on weekends.

The RTA operates a vehicular ferry that provides access for cars and bicycles across the Parramatta River between Mortlake and Putney. The ferry operates during peak periods.

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Ferries have a limited catchment as it is usually only residents of the various peninsulas that regularly use the service. Furthermore, the operational cost per passenger is quite high, meaning that cost recovery is very difficult. Whilst the government is currently undertaking a review of ferry services, there are no proposals to upgrade ferries in the short term.

While increases in the number of wharves would increase the catchment from which the services draw their patronage, this would lengthen ferry travel times and make the service less attractive to current users.

Ferries provide an attractive for of public transport and it is recommended that Canada Bay advocate for the continued improvement of this service over the longer term.

5.5.4. Light Rail Sydney's inner and middle ring suburbs were served by a comprehensive tramway network from the late 1800s to the late 1950s. By the early 1960s, all of Sydney's trams had been replaced by buses, and today's STA bus network closely follows the old tramway network.

Although creation of new light rail networks is not currently supported by the NSW Government, councils and community groups have advocated for new light rail networks. The focus has been on routes to and through the Sydney CBD which follow high patronage bus routes. These routes would build on the existing MetroRail service between Central Station and Lilyfield, which were constructed in two stages between 1997 and 2001.

5.6. Roads, Traffic and Parking

5.6.1. Main Roads The City of Canada Bay contains a number of major roads that include Parramatta Road, Victoria Road, Concord Road, Great North Road, Homebush Bay Drive and Lyons Road.

Victoria Road and Parramatta Road are the main arterial roads in Canada Bay, both linking Parramatta to the Sydney CBD (north and south of the Parramatta River respectively). Each route carries in excess of 80,000 vehicles per day with the aid of (typically) three lanes in each direction during peak times using clearways. This allows maximised traffic flow but detrimentally affects the local environment, damaging retail trade, lowering property values and reducing the level of amenity in the area.

Homebush Bay Drive and Concord Road provide north-south arterial road links from Ryde to the Strathfield area. Homebush Bay Drive ( 3) carries over 60,000 vehicles per day. This road provides a high speed route of 2 – 3 lanes in each direction along the western boundary of the LGA with few at-grade intersections. In comparison, Concord Road traffic volumes have fallen by approximately 15 percent since 1985. This roadway provides two lanes in each direction with numerous signalised intersections at cross streets.

The other significant traffic route through the LGA is Lyons Road. This four lane carriageway carries traffic from Drummoyne to Five Dock, with a large proportion of traffic continuing via Lyons Road West towards Concord.

The Roads and Traffic Authority is keen to ensure that classified roads are developed in a way that recognises their primary function of through traffic movements.

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The City of Canada Bay currently suffers from significant volumes of through traffic, along “rat-runs” such as Lyons Road West, Patterson Street – Gipps Street – Queens Road and Majors Bay Road. It is expected that through traffic along all routes will continue to increase.

Some of the City’s collector roads provide a very wide carriageway along straight alignments. This environment is conducive to speeding and reduces the amenity and safety for pedestrians and cyclists. Traffic calming including road narrowing, provision of bike lanes, traffic channelisation and installation of vertical elements of the streetscape (e.g. street trees, gateway treatments) would reduce vehicle speeds and create a more balanced street environment.

The City of Canada Bay’s position on the foreshore of the Parramatta River confines the passage of through traffic through the LGA. Traffic travelling from or to the north must access the area via either the Gladesville or . In addition, the lack of any through routes via Homebush Bay pushes east – west traffic to the south of the LGA along Parramatta Road and the . These traffic access points limit the impact of traffic on residential areas and local community centres.

Traffic congestion is a problem at a number of locations, including Victoria Road, Lyons Road, Five Dock centre, and Parramatta Road. Intersections at the northern and southern ends of Concord Road are also congested. Additionally, traffic originating in the LGA will increase as development progresses.

No short-term solutions exist to “solve” this congestion as road space is limited and intersections are close to capacity. An overall reduction of mode shares to private vehicles is required within the City in order to mitigate the impact of more trips in and through the LGA.

Congestion may also be reduced through the implementation of bus priority measures to induce a modal shift to public transport and non-motorised modes, and in doing so create a sustainable reduction in traffic congestion over the longer term.

Victoria Road upgrade The RTA plans to upgrade a 3.5km stretch of Victoria Road between Westbourne Street, Drummoyne and The Crescent, , including:

• The implementation of bus lanes; • The construction of an additional bridge adjacent to the Bridge; • Provision of a total flow traffic scheme within Drummoyne; and • Altered traffic arrangements and roadway adjustments through Rozelle.

M4 East Extension The State Infrastructure Strategy 2006 identifies the NSW Government's intentions to construct an extension to the M4 motorway between Strathfield and the City West Link/Victoria Road within the next decade. An extension would significantly reduce traffic on Parramatta Road and in turn, provide opportunities to reduce the number of vehicles passing through the LGA. An extension is particularly pertinent as the M4 toll was removed in February 2010. The removal of the M4 toll means 500 extra vehicles an hour will use the M4 and this will rise to an extra 2,000 per hour by 2011 (Source: NSW Auditor-General report dated Oct 2009). The Roads & Traffic Authority of NSW (RTA) have modelled the

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traffic impacts of the removal of the M4 toll and found that it will increase the number of vehicles using the road and will increase delays.

The NSW Government's Metropolitan Transport Plan has identified the M4 East extension as being beyond the 10 year funding guarantee associated with the Transport Plan and there is no assurance that it will be built at all. This decision will have significant impact for the City of Canada Bay.

5.6.2. Local Roads At the local level, the interconnected street pattern provides direct routes and distributes traffic over a range of streets. This flat street hierarchy ensures that local traffic is not funnelled along a small number of indirect collector routes.

Rat-running along local roads reduces local access and detrimentally affects residential streetscapes. Development of foreshore areas will place additional pressure on the existing local road network and opportunity to provide an efficient public transport service to these areas. It should be recognised that accommodating additional population in peninsula locations generates traffic on local roads.

Traffic growth from new developments (particularly new medium density residential and employment developments) needs to be managed in such a way, so traffic is calmed on local streets and the impact on neighbouring areas is not excessive. Any new development should be located within identified centres with good access to public transport.

The road hierarchy should better reflect the aims of an improved local environment and travel demand management instead of responding to existing or predicted demand for private vehicle movement.

Issues relating to traffic congestion and delays should be addressed through measures that limit demand rather than measures that increase road capacity or traffic flows. This should particularly be the case when treating “rat-run” routes in order to return their uses to the local community.

5.6.3. Freight Freight trip generation is highest in areas that have large numbers of industrial sites and warehouses. There are only limited remnants of industrial and warehouse activity located in Canada Bay. These industrial precincts are dispersed with the main concentrations being on Parramatta Road in Five Dock and Leeds Street in Rhodes.

Freight movements create significant noise, vibration and light spill impacts, which are most acute along major roads and rail freight corridors. Residential areas close to industrial warehousing, depots and other freight generating activities are also affected.

Freight movements in Canada Bay primarily impact upon the major arterial routes of Victoria Road and Parramatta Road. Council should be conscious of noise and vibration impacts when considering the development on and in the vicinity of freight corridors. This matter has been considered further in the Environment section of this Strategy.

5.6.4. Car Parking Parking policy is increasingly recognised as an important element of land use and transport planning. Parking policies are most effective if associated with strong land use planning policies and a package of measures designed to reduce car use and promote walking, cycling and public transport to, from and around centres.

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The Transport section of the Metropolitan Strategy proposes a Metropolitan Parking Policy. The aim is to develop and implement a metropolitan-wide parking policy that encourages the use of public transport to centres and to ensure a consistent approach across centres.

The Metro Strategy recognises that the availability and cost of car parking has a significant impact on people's travel choices, including where they go and the mode they use. Excessive parking in locations with good public transport accessibility can undermine public transport use and threaten the amenity and safety of centres.

Parking restraint is seen as a central component of travel demand management. Restricting the ability to park at the trip destination has an impact on the travel choices available including modes and destinations. Simply, if you cannot park at your intended destination you either choose to travel by an alternative mode, for example public transport, or choose an alternative destination with parking.

Given the competition between commercial centres, and the perception that parking should be available, it is sometimes difficult for one centre or one council to take a stand to contain parking in order to favour other modes than cars.

Draft SEPP 66 - Integration of Land Use and Transport identifies and promotes the opportunity to manage the location, supply and availability of parking to discourage car use. Although draft SEPP 66 has not yet been gazetted, it offers useful best practice guidance that is likely to form the basis of the proposed new metropolitan wide parking policy, when it is developed, including:

• Parking policies and codes that are part of, and consistent with, broader transport and land use strategies and plans; • Variable parking requirements and changes that are applied, depending on public transport accessibility; • Parking requirements that are reduced in concentrated activity centres with good public transport access; and • Parking incentives, such as cheaper rates or reserved spaces that are provided for high occupancy vehicles, including car pools and community buses.

Parking Management The provision and management of parking in City of Canada Bay will be undertaken as a “travel demand management measure”. As such, the provision and management of parking in the LGA should not attempt to meet unrestrained demand, but rather work with other initiatives to reduce the attractiveness of using private vehicles and increase the use of more sustainable means of mobility. Similarly, it should work with other initiatives to improve the quality of the local environment.

A range of parking management tools are available, including flexibility in applying off-street provision rates in accessible areas and the shared use of parking spaces. Tools for managing demand include pricing and behaviour change programs. Tools for prioritising parking space include designation of space for specific users, such as mobility parking.

Parking management measures should be implemented in such a way that achieves the aims of this strategy. A number of parking management strategies are available to Council:

• Manage parking through improved enforcement.

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Council should take advantage of changes in responsibilities for enforcement of parking regulations and initiate their own enforcement schemes. An effective enforcement team should be not only financially sustainable but also provide Council with extra revenue to improve parking and public transport facilities.

• Use parking pricing to manage parking demand.

Pricing of parking has been repeatedly proven to constitute a very powerful measure for discouraging the unnecessary use of private vehicles. This could be implemented in the form of parking meters within commercial centres and at other areas of high demand. However, it should be noted that parking pricing should be considered within the context of the surrounding sub region, as it has the potential to shift problems or commercial activity elsewhere.

• Income from parking charges to be utilised for urban improvement schemes;

It is likely that parking pricing and enforcement will result in a net profit to Council. Experience in other areas has shown that the community is more accepting of parking pricing and enforcement (and the policy behind such measures) if a clear benefit is visible;

It is therefore suggested that Council direct the income from such activities to finance projects that directly benefit the community. Such projects could include:

• improvements to urban amenity, such as to streetscape (eg. paving, planting, footpath widening), lighting, public facilities;

• improvements to transit infrastructure or facilities (e.g. construct local bicycle facilities, construct new bus shelters, improve pedestrian links to transit facilities);

• lobbying for or supporting major transportation projects that would generally fall outside Council’s jurisdiction (e.g. light rail links, regional bicycle facilities, traffic management of State roads) in order to influence the outcome in a way that better meets the objectives of this policy; and

• road safety programs and traffic facilities to improve the safety of intersections or locations with a demonstrated accident history.

Since most initiatives relating to parking fall under the control of Council, a DCP will constitute a suitable mechanism for implementation of parking provision controls.

Matters relating to the diversion of funds earned through parking pricing to other areas would need to be assessed in view of Council policy and regulations and the Local Government Act 1993. In respect of this, opportunities exist for the use of Section 94 funds for streetscape improvements, pedestrian facility augmentation and the like, relating to parking facilities. The existing Council Section 94 Contributions Plan should therefore be revised to reflect this strategy.

Car share Schemes Car sharing is an alternative system of car ownership, access and use. The costs and responsibilities of vehicle purchase, ownership and maintenance are transferred to a central group. Members pay a fee to join a car share scheme and then have the right to take and use a car when and as needed. The self- service cars are available twenty four hours a day for use for as little as an hour or longer periods.

For people who don't need a car everyday, using a car share scheme may be a better option than owning your own car. The benefits of car share are:

• It has the potential to reduce demand for parking; • Older, more polluting cars are replaced with new, more fuel efficient vehicles;

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• Smarter choices about transportation to maximise transportation efficiency; and • Builds stronger community through efficient sharing of resources.

Car share schemes may be implemented as part of the facilities provided by the Strata Scheme for large developments, in the same way that they provide a pool or a gym as a service for residents. This could be used as an offset tool for developments where it is possible to lower the off-street parking provision below the acceptable requirement.

City of Canada Bay parking requirements for new development Parking provision for the City of Canada Bay is primarily determined by the City of Canada Bay Development Control Plan. In some cases these car parking requirements are inconsistent with the RTA Guidelines for Traffic Generating Development, particularly in relation to requirements for residential and visitor car parking spaces.

A review of the current car parking requirements should be undertaken to align with the RTA Guideline requirements and consider a reduction in car parking ratios for development within walking distance of centres serviced by a high level of public transport. Any review should consider the recommendations contained within the proposed Metropolitan Parking Policy.

Motorcycle/Scooter Parking Parking for motorcycles and scooters is often over looked. Motorcycles account for only one per cent of road travel in Australia. However, it is anticipated that due to increased congestion motor cycles will become a more popular form of transport in urban areas.

Motorcycle parking should be provided free of charge in town centres. The level of on street motorcycle parking can be determined by analysing the percentage of motorcycles compared to other vehicles in centres and the number of motorcycles currently parked legally and illegally. Motorcycle parking use should be monitored and reviewed on a regular basis.

5.7. Walking and Cycling

5.7.1. Walking The City of Canada Bay benefits from an urban form that is pedestrian friendly through its connected street layout, closely spaced shopping centres, and numerous local trip attractors. The level of amenity in most streets is excellent, with pedestrian infrastructure (footpaths, kerb ramps, street crossings) being complemented with street trees, quiet residential environments and vibrant alfresco restaurant strips.

Public transport plays an important supplementary role to the pedestrian environment, providing (generally) well distributed, frequent services to assist travel over longer distances.

Unfortunately, the pedestrian environment in a number of locations has been degraded by high traffic volumes and associated community severance. Areas such as Victoria Road, Parramatta Road and to some degree Concord Road have lost their local function as local access (by foot, cycle, public transport and car), and have become more difficult and less amenable. Some severance is also

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caused by the limited crossings available across rail lines.

All planning and redevelopment in the City of Canada Bay should ensure that walking is promoted as a safe, healthy and accessible form of transport. Additionally, the needs of people with a disability should be incorporated into all levels of planning and implementation of the transportation network and public domain improvements.

City of Canada Bay Pedestrian and Mobility Plan (PAMP) The City of Canada Bay has Pedestrian and Mobility Plan (PAMP). A PAMP is a comprehensive action plan to develop policies and build pedestrian facilities. PAMPs aim to co-ordinate investment in safe, convenient and connected pedestrian routes. An important element of the PAMP is to co-ordinate with other plans such as the Canada Bay Bike Plan. The current PAMP provides a broad overview of proposed improvements to achieve greater accessibility throughout the City. It is considered that any future review of the PAMP should provide fine grain recommendations in relation to each centre in Canada Bay.

The existing pedestrian environment is generally sufficient and provides opportunity to further enhance walking as a transport option.

5.7.2. Cycling The LGA and surroundings are home to a large number of attractions that are within cycling distance (less than 5km) and a great number of other Sydney trip attractors lie within 10 kilometres.

The LGA possesses relatively flat topography, making cycling less physically strenuous. Also, it provides a connected street network that (apart from rat runs) is largely free from through traffic.

The existing infrastructure (i.e. Parramatta Road) and natural landform (i.e. Parramatta River) surrounding the LGA provide physical constraints to cyclists. There is opportunity to overcome these barriers by way of , the and at grade crossings of roads. Access along these links must be maintained and enhanced for cyclists (and pedestrians) and opportunities for further crossings should be explored as they arise.

There is little infrastructure available that enhances cycle use and additional measures such as cycle parking should be installed at all transit nodes to encourage multi-modal trips.

Canada Bay Bike Plan The Canada Bay Bike Plan has taken into consideration a number of previous bike plans and related studies undertaken for the former Drummoyne and Concord Councils. Consultation for the development of the Bike Plan was based on input from the local community, the Local Bicycle Users Group (BayBug), Council, the RTA and the Bicycle Consultative Committee. Feedback was very extensive from BayBug and included several meetings and workshops and detailed saddle surveys by members of the group.

The Bike Plan is categorised by route development strategies, which includes:

• Regional Routes. These routes are formally included by RTA in the BikePlan 2010 and have funding and priorities allocated; • Strategic Routes. These routes are of great regional and strategic significance, but have no RTA funding;

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• Links to adjacent jurisdictions. These are links from existing and proposed cycling facilities within the Council boundaries across to adjacent areas and they cross major boundaries, such as Parramatta Road; and • Local routes. They are bicycle routes along local streets and through Council parks and reserves. Parking facilities such as bike lockers for commuters and on-street bicycle parking stands.

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Map 5.6: Canada Bay Bike Plan Map

Source: Canada Bay Bike Plan 2005

Funding has been estimated in the Bike Plan in terms of implementation 3 major priorities:

• Priority 1 – short term (within 5 years); • Priority 2 – medium term (from 5 – 10 years); and • Priority 3 – long term (more than 10 years). Part of the above program relates to the completion and upgrading of the RTA Regional Route network, which should be funded by the RTA. The remainder of the works (Priority 1) would generally fall under Council’s future budget planning and funding from other sources.

5.8. Objectives and Actions The broad environmental objectives are to:

Integrate land use and transport. It is essential that new jobs and areas identified for dwelling growth are located within existing centres and are well serviced by public transport. A process of integrated transport and land use planning should promote interchanges and integration of transport options.

Advocate for improved public transport and promote the use of public transport. Canada Bay is serviced by various transport options including trains, buses and ferries. Council should develop programs that encourage increased use of these services.

Promote walking and cycling for local trips. Walking and cycling should be promoted, with an aim to increase the percentage of trips undertaken within the LGA by these modes.

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Manage the impact of traffic and parking. Growth of traffic and parking will continue to impact upon the amenity of Canada Bay. Parking controls should be reviewed and additional methods introduced, which aim to reduce dependence on motor vehicles. Canada Bay is also affected by regional traffic.

These are discussed in the following text.

Objective T1 Integrate land use and Transport

Action T1 Prepare and implement an Integrated Transport Strategy for Canada Bay

An Integrated Transport Strategy (ITS) provides the rationale and actions for addressing local transport issues and moving Canada Bay towards sustainable transport – that is, reducing car use and increasing use of public transport, walking and cycling.

The ITS would propose an ongoing management plan for implementation and performance measurement of opportunities identified in the existing draft LPS. The Strategy would guide Council's transport planning and inform the community and other stakeholders of the work Council is already undertaking to promote sustainable transport. The ITS would amend or replace the existing Part 4 - Transport and Access in Councils LPS.

Action T2 Focus new development in areas within walking distance of centres and public transport

Ensure areas identified for growth are located in or near established centres and are well served by public transport

Action T3 Request Transport Management & Accessibility Plans for major developments

Incorporate a requirement for the preparation of a Transport Management and Accessibility Plan to address transport impacts and issues for major development proposals within the LGA.

Objective T2 Promote the use of Public Transport

Action T4 Improve pedestrian access to public transport

Any new pedestrian links or improvement of existing links should take into account access to public transport facilities. Furthermore, co-operation with State Transit Authority and State Rail Authority to establish improved pedestrian facilities at transit stops should be a Council priority;

Provide a high quality network of pedestrian routes and spaces, avoiding negative effects of crossing busy roads and making pedestrian corridors more comfortable for pedestrians.

Action T5 Promote and advocate for public transport

In order to provide transit priority, Council should work with the RTA, Department of Transport and the STA to progressively develop and implement a system of bus priority

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measures on the primary transit corridors, especially to improve east west links within the LGA, including:

• Victoria Road; • Lyons Road; • Concord Road; and • Great North Road.

Examples of bus priority measures include:

• bus signals, to give buses a head start (particularly at major intersections along transit routes); and

• bus lanes (ideally) or at least transit lanes, using coloured pavement treatments, along the primary transit corridors previously mentioned.

Action T6 Support Ministry of Transport to implement Strategic Bus Corridors

• Work in partnership with the Ministry of Transport to coordinate the planning and implementation of the Strategic Bus Corridors, aiming to reach a target of 25km/h average bus speed on each of these corridors

Objective T3 Promote walking and cycling for local trips

Action T7 Review the Pedestrian Access and Mobility Plan (PAMP)

Pedestrian issues need to be addressed in a holistic and consistent approach throughout the entire LGA. It is recommended that Pedestrian Access and Mobility Plans (PAMP) be detailed for individual centres within the Canada Bay LGA, on a centre by centre basis.

Action T8 Review the Canada Bay Bike Plan 2005

Key recommendations include:

• Consultation with key stakeholders.

• Reprioritise recommendations and actions of Bike Plan

• Install bike lockers, through the joint Bicycle NSW/Department of Transport Bicycle Locker Scheme; and

• Install on-street bike parking facilities.

Action T9 Develop a public awareness program

Develop a public awareness program (in conjunction with the Pedestrian Council of Australia) to promote the many advantages of walking as a basic form of transport.

Action T10 Consider the needs of cyclists during the preparation of development control plans

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Develop policies, guidelines and assessment measures to ensure that the needs of cyclists are considered when planning and designing elements of the urban environment.

Action T11 Reinforce pedestrian scale through urban design

Seek to re-establish and reinforce the pedestrian scale within the City both from an urban design viewpoint and from a traffic interaction viewpoint (reduction in traffic volumes and speeds). This is particularly important within neighbourhood business centres.

Action T12 Upgrade walking and cycling facilities to improve everyday access within neighbourhoods, including links to foreshore, bushland, parks and centres.

Work in partnership with DoP and the RTA in continuing to upgrade walking and cycling facilities. This includes:

• Completion of the Homebush to Sydney City foreshore trail, in particular the Yaralla link

• Links through private development at Abbotsford, Breakfast Point and Rhodes.

• Framework for an integrated network of regional recreation trails as part of the overall open space system.

Action T13 Promote pedestrian safety and personal security

This can be achieved by a number of measures including improved lighting, increased pedestrian path visibility, increased pedestrian path use, improved design and construction of pedestrian facilities, policing and the like. RTA records indicating a concentration of crashes involving pedestrians should be addressed as a matter of urgency.

Objective T4 Manage the impact of traffic and parking

Action T14 Enhance movement of vehicles other than private cars

Enhance movement of vehicles other than private cars by re-distributing road space to cater for travel by other modes. Alternative uses for road space could include:

• Lanes dedicated to transit (bus and/or light rail);

• Bicycle facilities;

• Improvements to the pedestrian environment, such as widened footpaths; and

• Infrastructure to support transit use, such as bus layovers or covered bus stops.

Walking, cycling and public transport need to be promoted to maintain reduced traffic levels amongst a trend of increasing population and trip numbers. In order to achieve this, some consideration should be given to “pro-active” funding of non-motorised and public transport infrastructure and information campaigns.

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Action T15 Review car parking requirements

Consider accessibility related maximum car parking requirements for new development, based on accessibility to public transport. The review should be undertaken with consideration given to the proposed Metropolitan Parking Strategy.

Action T16 Promote car share schemes

Council should advocate for the establishment of car share schemes and work with operators to promote this form of car use. Council will also investigate options for providing Car Share Schemes in lieu of car parking for large developments.

Action T17 Review parking management strategies

A number of parking management strategies are available to Council:

• Manage parking through improved enforcement;

• Use parking pricing to manage parking demand; and

• Income from parking charges to be utilised for urban improvement schemes, road safety programs and traffic facilities.

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