In 2019, as part of the Cremorne Place Implementation Plan (CPIP) managed by the the Victorian Planning Authority (VPA), the City of Yarra released a draft Streets and Movement Strategy for Cremorne.
The consultants who helped prepare the draft were Martyn Group and Hansen Partnership. The document examined the existing conditions and identified opportunities for improvement.
The document correctly identified zones of pedestrian congestion, and streets with high number of vehicle movements.
The document proposed a set of principles to guide any redesign.
The document didn’t actually propose any redesigns, instead it focussed on identifying the issues and proposing a framework for further analysis. The Cremorne Place Implementation Plan (CPIP) is still ongoing, and we look forward to the next set of documents for community consultation.
People need to be able to access each property in Cremorne, and need to be able to move around within Cremorne. We enable access and movement via footpaths and streets. However, if too many people are using our footpaths or streets at the same time, congestion can occur, which decreases amenity, access and movement. If we add 10,000 more people by 2030, either residents or workers, without changing how we design our streets, then we’re likely to see gridlock.
Also, if some people (e.g. drivers) are moving much faster than others (e.g. pedestrians or cyclists), then people can be injured in collisions or dissuaded from walking or cycling. In turn, this can increase the number of people who choose to drive, making access and movement worse for everyone.
To help better understand the issues around access and movement within Yarra, council published a background paper in 2015. It’s useful to read this background paper before developing ideas and solutions for how we can better enable everyone to access properties or move around in Cremorne.
The summary of the paper states:
Yarra has experienced significant change to become the place it is today. Yarra has adapted to influences and it has evolved, and it will continue to do so.
This paper raises a number of issues and questions for the People’s Panel to consider. Limited space in streets and roads, competing demands between transport modes, changing travel preferences and cost of infrastructure are all significant considerations in planning for access and movement in Yarra.
As is evident in this paper, urban planning cannot control all factors influencing development. For the People’s Panel to be successful it will be important to focus discussions on the factors that Council’s urban planning can influence. Ultimately the greatest impact will be achieved by addressing issues within Council’s influence and control and strongly advocating to State and Federal governments for public transport and active transport funding and action.
Parking can be a contentious issue in Cremorne, especially when proposals are made to reallocate space away from parking toward other uses, such as wider footpaths, trees, or pocket parks. To help guide the discussion, it’s useful to have data. This page presents the results of counting all the on-street parking bays in Cremorne – a total of 1,082. Feel free to check the number and type of parking bays in your street and let us know if you find an error in our count.
The results show that most (438 or 40%) parking bays are free but limited to 2 hours. The next most common are free 4-hour bays and permit only bays, with 20% each. Approximately 10% are metered, located on Swan Street and Church Street.
Cremorne also has off-street, private parking bays. It’s difficult to accurately count these.
Less parking than residents
Cremorne has just under 3,000 residents, so doesn’t have enough on-street parking bays to offer one to each resident.
Less parking than workers
According to the Yarra Office Demand Study 2018, Cremorne had 10,592 workers (or commuters) in 2016. The number of workers is projected to increase to more than 20,000 by 2030. Clearly, Cremorne does not have enough on-street parking bays to offer one to each worker. The mis-match is going to increase from 10:1 to 20:1.
How should space be allocated?
We need to work out how best to allocate the limited available street space. How can we ensure parking is available for residents, while some bays are available for visitors or shoppers?
One option is to expand “permit only” parking to both sides of each residential street, and to convert free parking to metered parking on each commercial street. This would protect residents, while encouraging turnover in commercial streets.