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The arterial road network has been designed for duplication when the demand arises. The timing of this duplication is a matter for TCCS and the ACT Government. In the medium to longer term, it is expected that better ‘on demand’ transport solutions will be available, increasing the efficiency of the network and ultimately reducing congestion. There is also an expectation, supported by ACT Government policy, that there will be greater take up of active travel modes and public transport, which will also reduce congestion and increase the wellbeing of the community.

The proposal will be accompanied by a Traffic Report that includes detailed investigations of key intersections at Casey. The report demonstrates that the Traffic from Block 9 will be a minor contributor to the overall congestion. To encourage the resolution of regional congestion issues, the proponent will provide the traffic assessment and findings to Roads ACT and the wider community for consideration and advocacy purposes.

This site has been identified as being appropriate for taller development because it is set away from other existing developments reducing the potential for detrimental impacts, while being directly connected to the shopping area bringing benefits to the shops and the future residents.

Canberra has a limited supply of land within existing urban areas that can be developed for urban intensification with minimal detrimental impacts on the adjoining community.

The eastern side of the building is 11 storeys and 34 metres tall. On the western side the building is 9 storeys tall, but with a similar roof height to the eastern side due to the different ground level. The buildings in Gungahlin Town Centre are up to 23 storeys tall, twice the scale of the proposed building, so the proposed building will not be as imposing as those structures.

From a planning perspective, the Casey Group Centre was always intended to be a higher density mixed use area. Casey is identified as an area for Urban Intensification. A mix of housing types provides opportunities for a range of household structures to live in the suburb. This variety leads to a mixed and healthy community.

A detailed assessment of the proposal against the requirements of the parking code is provided in the traffic assessment report. Analysis of Census Data suggests that people who live in higher density buildings, with good access to transport and services own fewer cars.

The consultation documents suggested the building could host a population of approximately 500. There has been some suggestion from the community that this would result in the demand for 500 car spaces. Census data shows that both Casey and Braddon (an area of higher density living) currently have car ownership rates of approximately 0.61 and 0.58 cars per person respectively. This ratio would suggest that no more than 300 cars would be owned by the future residents of the building.

The remaining car parking spaces can be utilised to provide visitor parking and support the commercial uses.

Car parking will be provided in 2 storeys of basement and at the lower ground floor. The current design includes 356 car spaces (20 more than the consultation plans).

The proponents of the building on Block 9 are also the owners of Casey Market Town and the associated car parking areas. They are aware of the value that customers place on ease of parking for their shopping needs. The owners of CMT are seeking a traffic engineering solution to the existing car park entry on Block 10 Kingsland Parade to improve traffic flow and ease congestion.