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Wellington City Council Parking Policy
September 2007
Contents
Page
Part 1 Parking Policy
1. Introduction to Parking Policy
2
2. Purpose
2
3. Role of Council
3
4. Scope of the Policy
4
5. Overall Principles
5
6. Location Specific Policies
8
6.1 Central Area
10
6.2 Inner Residential Areas
11
6.3 Suburban Areas
12
7. Implementation of the Policy
13
8. Conclusion
14
Annex A – Strategic Overview
15
Annex B – Matrix Example
20
Part 2 Implementation Plan for Parking Policy
23
Activity Reviews and Work Programme
24
Timescale and Process
25
Activities
26
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Part 1
Wellington City Council Parking Policy
September 2007
1.
Introduction to the Parking Policy
The Parking Policy provides a direction for how the Council can manage the
limited resource of on-street parking in order to achieve the best outcomes for
the city. In addition, the Policy acknowledges links with off-street parking and
makes references where necessary to the management of the off-street parking
stock.
Although parking is traditionally embedded within a transport strategy, it is
also important in supporting and contributing to other Council strategic
outcomes. In addition, the Parking Policy needs to take into account national
and regional strategies and policies, in particular the Land Transport
Management Act 2003(LTMA)
1
.
The parking challenges and pressure points vary according to the location in
the city, but essentially fall into two categories; where competing demands for
the on-street space need to be balanced, and where the demand for parking
on-street is exceeding supply. For example, parking spaces face significant
competition for the limited road space in the city, with, for example, moving
vehicles, greater space for pedestrians, bus priority measures, and requests for
parking spaces to be permanently removed from the system. There is also
increasing demand for the on-street parking between the various users of the
parking system, for example between residents, commuters and shoppers.
The issues are very location specific and are different depending on the time of
day and day of the week.
The total number of parking spaces available, both on-street and off-street, is
high compared with other similarly sized cities. However, a series of
challenges and pressure points have been identified and need to be addressed
by the Policy.
This Policy provides for a flexible and dynamic response to balance supply and
demand.
2.
Purpose
The Parking Policy provides a matrix for managing the shared public road
space. The Policy enables the priorities for use of the public road space to be
determined in a balanced and consistent manner, so that Council’s strategic
outcomes can be achieved.
The Policy gives:
1
It is likely that the implementation phases of the Parking Policy will encourage further activities that
will be included in a land transport programme and could attract national funding.
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•
a clear statement of how the Council intends to make best use of the public
road space to support strategic outcomes
•
guidance for a series of additional reviews and feasibility studies that will
deal with :
o the operational management of the on-street parking system
o District Plan matters relating to parking
o how Council could influence public off-street parking.
3.
Role of Council
Parking is a key resource to support the range of Council’s strategic outcomes
for economic development, urban development, transport, environmental,
social and recreation, and cultural wellbeing. The key aim is to achieve a
proportional balance in the use of this resource to achieve desired outcomes,
such as:
•
having a safe and vibrant city with a healthy commercial and retail sector
that will make Wellington a great place to live, work and visit
•
having a city with a contained urban form, with a variety of urban living
experiences and plenty of transport choices
•
promoting and enhancing the city’s natural environment, locally,
nationally and internationally
•
promoting strong communities that are cohesive and have a robust social
infrastructure, and
•
retaining and developing Wellington’s cultural identity.
(For further detail on how parking could support the Council’s strategic
direction, please see Annex A).
The Council has a limited influence on the total parking system as it provides
and manages only a small percentage of the total parking stock in the city.
Most of the spaces are in private non–residential development or in public off-
street buildings that are not owned or managed by the Council.
A description of the Council’s roles in relation to parking is set out below. As:
•
provider; the Council is mainly limited to providing on-street parking
space. It also administers the following off-street parking facilities:
o Michael Fowler Centre
o Civic Square (under central library)
o Clifton Terrace (owned by Transit, managed by Council)
•
manager; the Council, as a road controlling authority under transport
legislation, is responsible for managing road space for various purposes,
including the provision of parking
•
regulator; the Council has a regulatory role to ensure that there is an
appropriate level of parking off-street within the City. The Council uses
the District Plan rules and the resource consent process to manage the
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development of new parking spaces within the City that are undertaken as
part of private developments
•
facilitator; the Council can help other organisations or individuals to
achieve shared goals, without providing direct funding. This role is only
used in a limited way for managing parking in the city
This Policy requires the Council to be more pro-active, especially in its
‘manager’ and ‘facilitator’ roles. This means managing on-street parking in a
smarter and more effective manner, in order to make more efficient use of
existing resources. It also means facilitating arrangements with private
operators and developers, such as shared parking agreements, which could
give the Council additional influence in achieving its desired strategic
objectives. The Council’s role of ‘provider’ and ‘regulator’ will not change
substantially.
4.
Scope of the Policy
The policy addresses how the Council should manage on-street parking spaces
on the public road space and is intended to apply across the city. In seeking
to achieve the Council’s strategic outcomes, the policy sets out a number of
overarching principles and a series of location-specific policies, covering the
following areas:
•
Central Area
•
Inner Residential (the residential areas located immediately around the
Central Area)
•
Suburban Areas (town and suburban centres and the surrounding
residential areas, both on and off the Growth Spine)
A matrix has been developed (see Section 6) to determine the location-specific
policies. These policies give guidance to the management of on-street parking
and also give direction to how the Council should be influencing and
facilitating the management of the off-street parking stock.
Figure 1 shows the relationship and components of the Policy and the Parking
System.
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Strategic Direction
Policy
Parking system
Location Specific Policies
Number of
spaces
(supply)
Parking system components (Demand):
Public and Private
Location
On-street and Off-street
Time of Day
Fees and Controls
Users
Council
role
Overall Principles
Figure 1 – Parking Policy and parking system relationship
The pivotal point for the policy and the parking system is the amount of
parking available i.e. the supply. In the parking system there are a variety of
users who stimulate the demand for parking, especially for on-street spaces.
Pressure points in the system vary according to location, time of day and day
of week. There are various parking management tools – pricing, time limits
and enforcement being key mechanisms.
5.
Overall Principles of the Parking Policy
The following are the overall principles of the parking policy:
i.
Parking should be managed so that it supports the Council’s Strategic
outcomes for economic development, urban development, transport,
environmental, social and recreation, and cultural wellbeing
ii.
Parking also has the equally important role of supporting a better land
transport system for New Zealand that is integrated, safe, responsive
and sustainable
iii.
Street space is a scarce resource and priority for use for parking needs
to be considered against other uses and depends on the location, type of
street, time of day and day of week
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iv.
Revenue from parking needs to reflect the parking policy and the
Council’s strategic direction. Pricing is an effective tool in maintaining a
certain level of availability of the on-street spaces. However, the price of
a parking space needs to continue to recognise the cost of supplying and
maintaining the road and street space asset.
This should be
communicated to the community to foster greater awareness and
understanding of the rationale for charging for parking.
The following are principles relating to the Council’s Strategies:
Economic Development
a.
Parking should support the city’s retail, commercial and tourist sectors
through the provision of adequate parking spaces at appropriate times
and in appropriate locations
b.
Users of the parking system should be provided with real time
information on parking availability, especially for the off-street parking
buildings
c.
Other uses of the public road space (such as bus only lanes, outdoor
seating, community parks etc.) contribute to the city's vibrancy and
vitality and support the city's economic base. However, an assessment
of any on-street parking spaces that are affected will need to be
undertaken, to balance the needs of all users in that location. This will
also be the approach taken for requests to remove parking outside
certain buildings for security reasons.
Urban Development and Transport
d.
Management of commuter parking should focus on a balanced
approach, including short term parking, park and ride, and park and
walk
e.
Parking should support a compact city approach and, a key priority of
the Council, to promote the use of public transport – especially for
commuters
f.
The demand for parking should be influenced by the facilitation of
effective sustainable transport solutions, such as public transport,
walking and cycling
g.
Parking areas in the Central Area and Suburban Centres should be well
designed to accord with the principles of the Urban Design Protocol
and safety guidelines such as ‘Crime Prevention through
Environmental Design’ (CPTED)
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h.
Parking spaces for motorbikes will continue to be provided in
appropriate locations
i.
Additional provision for cycle parking will be provided where possible
and appropriate and further provision will be identified as part of the
Cycling Plan.
Environmental
j.
Parking should support the compact city approach and promote the
efficient use of the road space resource to achieve sustainability
objectives (such as allocating road space for buses at peak times on
appropriate routes, identifying spaces for the use of car sharing clubs
and cycle parking)
k.
The contribution that vehicles make to climate change is acknowledged.
In Wellington, transport accounts for 32% of the city’s CO2 emissions
2
(with 78% of this figure being attributed to the private car), and
measures are needed to mitigate this risk through the Council’s work
towards achieving its Carbon Neutral vision.
Social and Recreation
l.
Parking plays an important role in ensuring that city communities have
access to social infrastructure. Therefore adequate parking spaces at
community facilities and destinations, at appropriate times and in
appropriate locations should be provided
m.
For some users of the transport network, the car is the most, and
sometimes the only viable travel mode. It is necessary to recognise this
and to make spaces available close to appropriate locations for these
users, for example through Mobility Parking schemes.
Cultural Wellbeing
n.
Parking should support events, festivals, exhibitions and concerts in the
city through the provision of adequate parking spaces at appropriate
times and in appropriate locations. This needs to be balanced with
using public road space to encourage the use of sustainable transport to
travel to and from these events.
2
Wellington City Council Greenhouse Gas Emissions Analysis 2003 and Forecast Milestone One
Report Communities for Climate Protection™ - New Zealand Programme.
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6.
Developing Location Specific Policies
A matrix has been developed to enable priorities to be determined in a
rational and logical way. Further explanation about the matrix and how it
could be applied is given in Annex B.
The matrix is flexible and able to take account of local circumstances. The
matrix encompasses the various components of the parking system, namely;
user, type of road, location, time of day and day of week. The public road
space is experiencing the most pressure and competition for use. A key role
for this space is for moving people and goods. However, there are other
functions and roles for this space, as set out in Table 2, below:
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Table 2 - Guide to the roles and uses of the public street space
ROLE
EXPLANATION
Movement of
people, private
vehicles and
freight
Passenger
Transport
Walking and
Cycling
The availability of road space is a key mechanism for
ensuring the efficient and effective movement of people,
vehicles and freight, especially at peak times.
The most efficient method of moving large numbers of
people on the road space is through passenger transport at
these times. This will also require Passenger Transport
infrastructure, such as bus stops.
Walking and cycling are integral uses of the space.
Servicing Space
(Loading and
Delivery)
An active city needs to be serviced and space needs to be
available on-street and off-street for goods delivery and
servicing vehicles.
Mobility parking
Taxi stands
Space must be allocated for other important uses and
activities that support access, such as mobility parking
and taxi stands.
Parking for:
•
Shoppers
•
Community
facilities
•
Educational
facilities
•
Residents
•
Commuters
•
Sportsfields
The use of on-street road space to park cars and
motorbikes, be it through:
•
metered and non-metered short stay parking to
support retail, commercial and other activity
•
residents’ parking
•
coupon parking
Temporary road
closures and
special events
parking
This relates to the temporary closure of roads to support
major events and community events (e.g. film premieres
and carnivals etc.) and the use of road space for parking
close to events. Parking spaces can also be temporarily
removed for road maintenance, construction company
access etc.
Permanent
removal of on-
street spaces
The permanent removal of road space can also be
considered. Examples include urban amenity facilities
(such as outdoor seating, landscaping, community parks),
outside certain buildings, such as embassies, for security
reasons, and to provide wider footpaths where justified by
pedestrian demand.
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These roles form a basic guide to the different uses of the public street space.
However, different roads have different roles; for example, the State Highway
is primarily for moving private vehicles and freight, and not for parking. The
time of day and day of week is also important, as a specific road can have
different priorities at peak times, non-peak times, evenings and weekends.
Policies have been developed to guide the management of both on-street and
off-street parking in the following locations:
Central Area
Inner Residential Areas
Suburban Centres and Residential Areas
As Wellington City’s Road Controlling Authority, the Council provides the on-
street parking and is able to directly manage the resource as deemed
appropriate. The Council can influence off-street parking through the District
Plan policies and rules, and by working with private operators who provide
parking spaces and buildings.
6.1
Parking Policies for the Central Area
The following are the Policy directions for the Central Area. The overall
principles from Section 5 also need to be applied:
6.1.1 Central Area - On-Street
a. On-street parking is primarily to support retail and entertainment
facilities, servicing for commercial and professional activities, community
recreational facilities and events. Commuter parking and residents’
parking are not a priority for on-street parking
b. Mobility parking is given priority in accessible locations close to key
destinations
c. Priority for road space on State Highway, principal, arterial, collector and
sub-collector roads at peak times should be for the movement of people to,
from and through the Central Area
d. An important role for the Golden Mile will be as a corridor for public
transport, walking and cycling to support the retail and commercial sector
e. New taxi ranks should be located on local streets in preference to arterial,
principal, and collector streets and the Golden Mile
f. Servicing activities should be encouraged outside of peak times
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g. A 15% vacancy rate
3
will be used as an indicator to measure the
effectiveness of the Council’s management of the parking system. A 15%
vacancy rate conforms to international best practice for managing parking,
ensuring that turnover and the ability to find a space are balanced. Spaces
will need to be managed through a combination of pricing, time limits and
enforcement.
6.1.2 Central Area - District Plan rules
The current rules in the District Plan relating to parking have generally
provided good outcomes for the city and this approach should be continued.
The existing District Plan has no specific requirement for the number of car
parks to be provided for residential and non-residential units located in the
central area
4
. Further investigation into how best to deal with issues such as
the lack of parking being provided in student accommodation, and the
refurbishment of old commercial buildings will be undertaken.
6.1.3 Central Area - Off-street
a. The urban design quality of parking buildings should be improved to
achieve the outcomes set out in the District Plan (such as encouraging
active frontages)
b. The Council will work with private operators to provide public parking for
visitors and shoppers in close proximity to city retail and commercial
sectors, attractions and institutions, events, festivals, exhibitions and
concerts. This could utilise existing spaces and include shared parking
arrangements and the provision of spaces for car sharing schemes
c. Additional uses of off-street car parks, for example for a covered market,
car valet schemes will be encouraged.
6.2
Parking Policies for Inner Residential Areas
The following are the policy directions for Residential Areas on the fringe of
the Central Area. The overall principles from Section 5 also need to be
applied:
6.2.1 Inner Residential Areas – On-street
a. On-street parking is primarily to support residents’ parking. However, this
needs to be balanced with the needs of local retailers, community,
3
It is intended that this figure would be the average vacancy rate for an area.
4
However if a development is providing 70 or more spaces, then a Traffic Impact Assessment must be
undertaken. There is also a maximum permitted parking figure in the Central area of 1 per 100m
2
gross floor area
.
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educational institutions and recreational facilities, commuter parking and
the need to allow the efficient movement of vehicles at peak times
5
b. Mobility parking will be given priority in accessible locations close to key
destinations
c. Priority for road space on State Highway, principal, arterial, collector and
sub-collector roads at peak times should be for the movement of people
through the inner residential areas to and from the Central Area
d. Passenger transport routes should also have priority on State Highway,
principal, arterial, collector and sub-collector roads coming through inner
residential areas to the Central Area, at peak times.
e. Servicing vehicles should be encouraged outside of peak times
6.2.2 Inner Residential – District Plan rules
The current rules in the District Plan relating to parking have generally
provided good outcomes for the city and this approach should be continued.
Further investigation into how best to deal with issues such as residential infill
and the potential overspill to on-street parking will be undertaken. This will
also incorporate how best to approach infill and parking in residential areas
with heritage and streetscape characteristics.
6.3
Parking Policies for Suburban Areas
The following are the policy directions for suburban centres and the
residential areas surrounding them. The overall principles from Section 5 also
need to be applied:
6.3.1 Suburban Centres and Residential Areas - On-street
a. On-street parking in town and suburban centres is primarily to support
retail and entertainment facilities, servicing for commercial activities,
community recreational facilities and events. However, this will need to be
balanced with the needs of residents in surrounding areas and commuters,
who also require adequate provision
5
b. In supporting the retail and commercial sectors, the 15% vacancy rate will
be used as an indicator to measure effectiveness of the Council’s
management of the parking system
5
The Council's Road Encroachment Policy aims to provide a framework for consistent decision
making to allow encroachments onto legal road in Wellington City. The Policy specifically facilitates
safety for pedestrians and vehicles by allowing drive-on access to properties and offstreet parking and
aims to encourage less crime through environmental design. Individual property owners are able to
apply for an encroachment licence and need to meet a set of criteria set out in the Policy. Off street
parking for new dwellings is dealt with by the District Plan rules.
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c. Mobility parking will be given priority in accessible locations close to key
destinations
d. Priority for road space in on State Highway, principal, arterial, collector
and sub-collector roads at peak times should be for the movement of
people to, from and through the centre
e. Passenger transport routes should also have priority on State Highway,
principal, arterial, collector and sub-collector roads coming through, to
and from suburban centres, at peak times
f. Taxi ranks should be located on collector and local streets
g. Servicing vehicles should be encouraged outside of peak times.
6.3.2 Suburban Centres and Residential Areas – District Plan rules
The current rules in the District Plan relating to parking have generally
provided good outcomes for the city and this approach should be continued.
Further investigation into how best to deal with issues such as residential infill
and the potential overspill to on-street parking will be further explored. This
will incorporate how best to approach infill and parking in residential areas
with heritage and streetscape characteristics. (Note - intensification along the
growth spine is being actively encouraged and it will be necessary to factor in
appropriate parking requirements for suburban centres on the intensification
nodes.)
6.3.3 Suburban Centres and Residential Areas – Off-street
a. The urban design quality of parking buildings will need to be improved to
achieve the outcomes set out in the District Plan (such as encouraging
active frontages and edges)
b. The Council will work with private operators to provide for public parking
in close proximity to city retail and commercial sectors, attractions and
institutions, events, festivals, exhibitions and concerts. This will utilise
existing spaces and could be undertaken through shared parking
arrangements and the provision of spaces for car sharing schemes.
7.
Implementation of the Policy
Further work is required for the complete and coherent implementation of
this policy. The implementation will be undertaken over a period of three to
five years from the date of the Policy being adopted by Council. Progress on
the implementation of the Policy will be reported back to the Committee as
appropriate.
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There will be on-going consultation with stakeholders and affected parties
throughout the implementation of the policy, in accordance with the Council’s
Stakeholder Engagement Policy.
8.
Conclusion
This policy seeks to achieve the Council’s strategic outcomes by addressing the
issue of how to best manage scarce public road space in a balanced and
equitable manner so as to ensure the best outcomes for the city. The Policy
also aims to support a better land transport system for Wellington and New
Zealand that is integrated, safe, responsive and sustainable.
A set of overall policy principles and a series of location specific policies have
been developed to guide the future direction of the Council’s management and
influence over the parking system.
This policy provides direction and guidance for a series of additional reviews
and feasibility studies. The Council will become more pro-active in its role of
manager and facilitator in order to ensure that parking continues to support
the Council’s strategic outcomes.
The policy recognises that pressures for on-street parking are likely to increase
in the future, in and around the Central Area, and in intensification nodes
along the growth spine. This is particularly likely in locations where parking is
not required in new developments and this policy provides a framework for
managing this future demand.
Attachments
Annex A – Strategic Overview
Annex B – Matrix Example
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Annex A
Strategic Overview
The Policy directly supports the achievement of a range of the Council’s
strategic outcomes and these are detailed below.
Economy
The key outcome of the Economic Development Strategy is to have a vibrant
city with healthy commercial and retail sectors that will make Wellington a
great place to live, work and visit.
For parking, the most relevant outcomes in the Economic Development
Strategy are:
•
Stronger Sense of Place – with Wellington being a prime tourist and
conference destination with diverse and changing attractions that fit and
highlight Wellington’s best features
•
More Compact – with the central city as the premier and most rapidly
growing specialty retail, entertainment, service and knowledge centre for
the region
•
More Eventful - Wellington will maximise the economic value from
promoting and hosting high profile events
•
More Prosperous – with a strong and growing economy, high quality
public sector and wide range of employment and business opportunities.
It is fundamentally important to have sufficient customer parking to maintain
a healthy retail and commercial sector. The needs and methods to ensure
sufficient provision for retail and commercial activities depend on a number of
factors including: location, length of stay and time (week and day). For
example, the parking needs of weekend shoppers are quite different to
weekday shoppers, which for the Central Area includes a significant
proportion of commuters. With the shortage of space for on-street parking,
there may be a need to make available more short term off-street parking,
through facilitating arrangements with private operators.
In terms of Wellington as a destination and a place for events, it is important
that visitors to our city can park in close proximity to our major institutions
and attractions, and for extended periods of time. While it may not always be
necessary in the Central Area to park directly on site, sufficient parking
provision should be made for facilities and attractions in more distant
locations, such as the Karori Wildlife Centre and proposed Marine Education
Centre.
Access and parking for service vehicles is an important consideration for the
retail and commercial sector.
Wellington City (in particular the Central Area) is also the main employment
location in the region. While public transport provides an alternative to the
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car for some, the majority of commuters take the car to work - a preference
that is not likely to change considerably in the immediate future. Ensuring
sufficient parking for workers is a key element in retaining our competitive
advantage over other parts of the region.
Key implications for Parking Policy:
•
There is a need for sufficient long stay parks in close proximity to our
major institutions and attractions. If not on site, then it is important for
visitors to know where these parks are available
•
For attractions and facilities outside the central area, sufficient parking
should be provided on site
•
For retail and commercial activities, there are different patterns of travel at
various times of the day and days of the week
•
Most commuters use the car to get to work and even with a trend towards
the use of other modes, overall demand for weekday commuter parking is
likely to grow as the city’s employment base grows. This will become an
issue for the city if commuter parking is not being provided by the private
sector.
Urban Development & Transport
Urban Development and Transport are considered together due to the
integrated nature of these strategies. The key aims of these Strategies are to
have a city with a contained urban form, a variety of urban living experiences
and plenty of transport choices.
The most relevant aspects of long term outcomes in the Urban Development
and Transport Strategies are as follows:
•
More Liveable – Wellington being a great place to live, work and play with
priority walking routes to and within the city and balanced parking
provision including short term parking, park and ride, and park and walk
•
More Sustainable – by improving the efficiency of road and public
transport networks, promoting alternatives to roads, and managing traffic
demand. Specific reference is made to continuing modal shift of commuter
traffic to public transport, walking and cycling
•
Better Connected – by recognising the roles of all types of transport.
Specific reference is made to enhancing the State Highway network to the
airport for road freight and high occupancy vehicles, a seamless passenger
transport system on the growth spine, bus priority on main arterials, and
increasing use of pedestrian and cycle modes
•
More Compact (urban development only) – by having a contained urban
form, minimising transport distances and making public transport more
viable
•
Stronger Sense of Place (urban development only) – by enhancing the
compact, walkable nature of the city, and improving the quantity and
quality of our public spaces
•
Safer – by developing programmes to improve road safety and pedestrian
security.
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For urban development, parking has been identified as a key consideration in
the management of residential infill and intensification on the growth spine.
For transport, parking is a factor in Travel Demand Management (TDM) and
improving the performance of the passenger transport network.
In summary, the strategic intent in the Transport and Urban Development
Strategies focuses on intensification, encouraging alternative transport modes
and improving urban and pedestrian amenity, particularly in the central area.
The philosophies underpinning both strategies are targeted towards the
commuter and week day activities. While some benefits will accrue to
weekend users, the needs of residents and visitors are quite different during
the weekend and for short stay. This requires a trade-off with the accessibility
aspirations of the Social, Cultural and Economic strategies.
The pressures on space for parking will also increase as residential living
increases in accordance with current trends and as directed along the ‘growth
spine’. Competition for space is already high in the Central Area and inner
residential suburbs and this is likely to be compounded when parking is not
provided in new developments, such as student accommodation, and the re-
development of older office stock.
Key implications for Parking Policy:
•
support for the strategic aims for commuting and week day users of our
transport network – suggesting:
- priority of road space for public transport and pedestrians on main
active routes, particularly during peak periods and through the central
area
- discouraging substantial additional public commuter parking in the
central area
•
recognition that pressures for on-street parking are likely to increase in the
future in the Central Area and in the intensification nodes on the growth
spine, particularly where parking is not provided in new development
•
a balanced approach to commuting, including short term parking, park
and ride and park and walk.
Environmental
The Environmental Strategy promotes and enhances the natural environment,
locally, nationally and internationally.
For parking, the most relevant
outcomes in the Environmental Strategy are:
•
More liveable – by having a natural environment accessible to all, for a
wide range of social and recreational opportunities. Specific reference is
made to balancing competing demands, including parking, without
compromising environmental values
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•
Better connected – by having a network of green spaces and corridors
linking the coastline, Town Belt and Outer Green Belt
•
More sustainable – Wellington will reduce its environmental impact by
making efficient use of energy, water, land and other resources; shifting
towards renewable energy resources, conserving resources, and
minimising waste. The Council agreed in 2007 a vision of Carbon
Neutrality for the city.
•
More competitive – by having a high quality natural environment that will
attract visitors, residents and businesses.
Under the banner of ‘promoting the efficient use of resources’ and ‘reducing
environmental impact’ the Environmental Strategy supports the compact city
approach and use of alternative transport modes to the car, particularly for
commuting. Parking can both support and undermine this aim. For example,
park and ride locations in outer suburbs support the use of public transport.
Conversely, oversupply of cheap long term public parking in the Central Area
could encourage private car use leading to effects such as increased CO2
emissions, noise and poor air quality.
Having a ‘high quality natural environment’ is a key theme in the
Environment Strategy. Due to the peripheral location of many of these areas,
parking is a necessary requirement in ensuring these areas are accessible to
all. A key challenge is ensuring that the parking which services these areas is
well designed and landscaped to fit in with the existing environment.
Key implications for Parking Policy:
The Policy needs to:
•
support the compact city approach and the overarching aim to promote the
use of public transport – especially for commuters
•
ensure that parking areas servicing our environmental attractions are well
designed and landscaped to fit in with the existing environment
•
acknowledge the impact car use has on the environment, especially in
relation to climate change.
Social & Recreation
The key aim of the Social & Recreation Strategy is to promote strong
communities that are cohesive and have a robust social infrastructure. The
most relevant aspect of the Strategy (as it relates to parking) is about access to
social infrastructure.
•
Better connected – by offering excellent access to a sound social
infrastructure that supports high levels of social cohesion.
Page 19
19
As part of this outcome, Council has a role in ensuring the community has
access to a broad range of community services and facilities, including
libraries, community centres, educational establishments and recreation
facilities such as swimming pools and sports fields. Having sufficient parking
for this social infrastructure is necessary to ensure maximum value and
effective use of these facilities. It is also important to ensure ease of access
and sufficient parking for sectors of the community which are mobility
challenged and have difficulty in getting to facilities and services.
The shortage of parking with some of our existing recreational facilities is a
major problem for the city, particularly during the weekends when these
facilities have high demand.
Key implications for Parking Policy
•
recognise that having adequate levels of parking plays an important role in
ensuring access to social infrastructure, and that some of our existing
social infrastructure is not well provided for
•
need to consider parking requirements of sectors of the community with
mobility needs
•
strong communities will have vibrant suburban centres, requiring well
managed parking policy. Ensuring access to the suburban centres is
important to their sense of vibrancy.
Cultural Wellbeing
The Cultural Wellbeing Strategy is concerned with retaining and developing
Wellington’s cultural identity. The key area of intersect between parking and
the Cultural Wellbeing strategy is about access to major events and
community and cultural events.
•
More eventful – Wellington as the cultural capital with a reputation for
exciting events, festivals, exhibitions and concerts.
One of the underlying reasons for the Council promoting this outcome is to
attract visitors, and the associated investment, to the city. Parking is a
fundamental requirement for the success of events where the majority of
visitors arrive in the city by car. Most of these events occur in the Central
Area, and it is important therefore, that there is sufficient public parking
provision in close proximity to such events.
Key implications for Parking Policy
•
Recognise the need for sufficient public parking provision in close
proximity to major events, festivals, exhibitions and concerts.
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20
Annex B – Parking Policy Matrix
This matrix unpacks the various components and activities of the parking system; location, time of day, day of week, type of road
and use of the road in a manageable way. It provides a useful tool to support the identification of possible solutions and where
trade-offs and a balanced approach need to be made during the implementation phases of the Policy.
The matrix is intended to be adaptable, allowing a tailored approach to different circumstances and situations, both now and in the
future. In Section 6 of the Policy, the matrix has been applied to generic locations – ‘Central Area’, ‘Inner Residential’ and
‘Suburban Centres’ in order to develop a series of policy directions. However, it could also be completed for specific locations, such
as Newtown, Thorndon, or even individual streets, in order to take a more targeted approach. The matrix can also be revisited and
revised as strategic intentions evolve over time.
Road Classifications
The following classification of roads are taken from the District Plan – Volume 1 Objectives, Policies and Rules
• Motorway: high standard limited access roads designed to carry long distance through traffic at speed (primary road).
• Arterial Road: high standard limited access roads designed to carry long distance through traffic (primary road).
• Principal Road: roads that provide access to motorways and to arterial roads having a dominant through-traffic function and
carrying the major public transport routes (primary road).
• Collector Road: roads that distribute traffic between and within local areas and form the link between principal and secondary
roads (secondary road).
• Sub-collector Road: roads that distribute traffic within the local area and form the link between collector and local roads
(secondary road).
• Local Road: roads that provide direct access to properties fronting the road and include both long and short cul-de-sacs
(secondary road).
Page 21
21
KEY: P - Identified as the primary role; H has a high priority; M has medium priority; L has low priority; BLANK SPACE indicates that there is no priority
PARKING - ROLES AND FUNCTIONS FOR STREETS
LOCATION
STREET
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SH1
peak
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evening
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peak
non-peak
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weekend
Local
peak
non-peak
evening
weekend
Page 22
22
Page 23
23
Part 2
Implementation Plan for Parking Policy
September 2007
Page 24
24
Implementation Plan for Parking Policy
Activity Reviews and Work Programme
There are three key activities that need to be undertaken to address the main issues in the parking system, as identified by the parking review (and confirmed
by submitters). These are reviews of the:
•
coupon parking scheme
•
residents’ parking scheme
•
management of spaces in the Central Area.
These activities should be prioritised, with the review of coupon and residents’ parking being done in parallel. The activities will
need to reference and inform each other, as well as the wider work programme, as there are important links to be recognised.
Some activities, such as the work on infill housing policy, the monitoring of the District Plan and the development of a climate
change programme are either already underway, or are on-going. Other activities will need to be programmed according to their
level of priority and resource availability. Public engagement and dialogue with stakeholders will also be important during these
reviews and recommendations will be taken to committee for approval.
All work in the Implementation Plan will need to be consistent with the Policy principles. The Parking Policy matrix will also assist with the development of
options during the activity reviews.
The Implementation Plan sets out the following:
•
activity to be undertaken, including the expected output and deliverables
•
scope of the activity
•
timescale
•
links with other activities and any issues that need to be flagged.
Page 25
25
Timescale and Process
It is anticipated that the three key reviews (Coupon, Residents, Central Area parking) will be completed by the end of 2008, with
full implementation of the Policy to occur within the next three to five years, subject to resource availability. The individual pieces
of work will vary in length, but an indicative timescale is given in the Plan.
The outline of the process to be followed when undertaking one of the three key activities will be as follows:
•
undertake a series of technical and operational reviews
•
develop options
•
engage with affected parties and stakeholders on options
•
report to committee with draft proposals for public consultation
•
undertake public consultation
•
report to Strategy and Policy Committee for final approval
•
implement proposals (arrangements for transitional periods may also need to be made)
Other timescales have been included within the Implementation Plan as appropriate.
Note - the numbering of each activity differs from that in the draft Implementation Plan. A new numbering system has been
adopted, with the relevant number from the draft plan included in brackets.
Page 26
26
Activity 1 - Review the Coupon Parking Scheme
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
1
(1.2)
Operational policy
Implementation of
operational policy
leading to resolution
and better
management of issues
identified in parking
review
Identification of
potential park and ride
and park and walk
nodes
Scope
o Success in achieving intended objectives of the
scheme
o Overlaps with Resident Parking scheme, especially
the issuing of Coupon Exemption Permits
o Cost of a coupon – are these priced correctly and
how should price be determined?
o Boundaries of existing schemes – do these need to
be adjusted?
Notes
Coupon parking is the overarching scheme and is an
important regulatory tool
Will need to be done in tandem with the review of
Residents’ Parking
Priority
activity
Aim to complete
first stages by end
of 2008
Develop
operational policy
and start
implementation
during 2009
Review
Residents’
Parking Scheme
(Activity 2)
Review of Central
Area parking
(Activity 3)
Explore park and
ride / walk
potential
(Activity 8)
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27
Activity 2 - Review existing Resident Parking Zones
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
2
(1.1)
Operational policy
Implementation of
operational policy
leading to resolution
and better management
of issues identified in
the parking review
A set of criteria for
establishing new
resident zones
Scope
o Boundaries – do boundaries need to be expanded?
o Criteria for receiving a permit – need to be clearly
defined
o Cost of permits – is it priced correctly, how should
price be determined?
o Overlaps and tensions with Coupon Parking
scheme – should we supply more parking for
residents at expense of coupon spaces?
o Requests for mobility parking in residential areas –
who should have priority?
Priority
activity
Aim to complete
first stages by end
of 2008
Develop
operational policy
and start
implementation
during 2009
Work on Infill
Housing will also
inform this
activity
(Activity 7)
This will also
create a set of
criteria for new
Residents’
Parking Zones
(Activity 9)
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28
Activity 3 - Review current management of on-street spaces in the Central Area
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
3
(1.5)
Develop a series of
operational policies
Implement operational
policies leading to
resolution and better
management of issues
identified
To include:
a. Reviewing parking demand on all spaces,
especially those on outskirts (using 15% vacancy
rate as an indicator)
b. Investigating the implementation of the extension
of the metered zone
c. Investigating the introduction of more convenient
and more flexible payment systems
d. Reviewing the management of taxis including;
implementing permits required by taxis and
servicing vehicles, location of taxi ranks and
general taxi management
e. Investigating the feasibility of introducing a
‘service/loading’ time to encourage servicing
outside of peak times
f. Review the provision for motorcycle parking,
including investigating issues such as quantity of
spaces, location, parking price and motorcycle
parking provision in town and suburban centres
Priority
activity
Aim to complete
first stages by end
of 2008
Develop
operational policy
and start
implementation
during 2009
Links with
activity 4
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29
Activity 3 (Continued) - Review current management of on-street spaces in the Central Area
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
As above
g. Provision for tourist bus parking
h. Research into the levels of car ownership in
apartment buildings and impact on on-street
demand
i. Investigate the feasibility and viability of
supporting car sharing clubs in the city
Links with
Activity 7
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30
Activity 4 - Investigate the feasibility of enforcing the 2 hour time limit on Sundays
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
4
(1.7)
Report to committee
on feasibility of
introducing Sunday
enforcement,
recommending policy
change
Implement policy
change leading to
increased availability of
on-street spaces on
Sundays to support
retail sector
This needs to support Positively Wellington Tourism in
attracting visitors and shoppers to the central city at
weekends (note – the ‘In the KNOW’ parking
campaign is now underway)
Issues include:
o Quantify benefits of moving to Sunday
enforcement
o Costs of having additional enforcement personnel
on the streets and other associated costs
o The need for a public education campaign
Report to
committee by end
of 2007. If
agreed,
implementation
in early 2008
Links with, but
will be completed
before, Activity 3,
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31
Activity 5 - Investigate possible ways of mitigating the contribution parking can make to climate change
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
5
(1.4)
Assist the Council to
achieve its Carbon
Neutral vision
Identification of ways parking policy and parking
management will contribute to this objective
This work will become part of climate change and
sustainability work
On-going, as part
of climate change
work
Climate Change
work
Activity 6 - Identify opportunities to expand the Council’s ‘facilitator’ role
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
6
(1.3)
Improved partnerships
between the private
sector and the Council
Potential parking
solutions for on-street
areas experiencing
heavy demand
Examples include shared parking agreements, working
with developers, encouraging car sharing clubs
There is potential here to use private parking stock to
supplement or offset any losses of on-street parking
(e.g. for bus lane operation, urban amenity etc.)
Start now, will be
on-going
Links with
Activities 1,2,3,7
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32
Activity 7 – Further research to understand how best to use parking to influence settlement patterns (including areas of stability and
areas of change)
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
7
(1.6
and
1.11)
Understanding the
locations where
parking can be used as
a lever, and which
levers are most
appropriate
There is a need to understand where there is limited
ability or further potential for a location to absorb
additional development
Need to consider different approaches for the Central
Area, Inner and Outer Residential areas and Suburban
Centres
Need to consider different approaches for proposed
areas of stability and areas of change as part of the
infill housing review
District Plan reviews will also need to take this issue
into account.
On-going as part
of the infill
development
work
Links with
Activity 1, 2 and 9
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33
Activity 8 - Investigate the feasibility of developing Park and Ride (Rail, Bus, Walk) facilities in appropriate locations
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
8
(1.9)
Identified locations for
park and ride / park
and walk
Improvements in
infrastructure (where
necessary) and
communication about
locations
Investigate the possibility of locations on the outskirts
of the Central Area, and at growth spine intensification
nodes
This would fall out of Activity 1, as surveys will identify
appropriate areas
Will be
dependent on
Activity 1
Activity 1
Bus Priority
Scheme, Walking
and Cycling Plan
development
Activity 9 - Investigate the feasibility of creating new Resident Parking Zones
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
9
(1.8)
Criteria for establishing
new zones
Application of criteria
to establish new zones
These will be in areas experiencing on-street pressures
from nearby town and suburban centres and areas of
special interest such as universities, hospitals and
commercial premises.
Criteria will be developed as part of Activity 2
Will be
dependent on
Activity 2
Linked with
Activity 2
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34
Activity 10 - Investigate mechanisms for providing information on parking, including; the feasibility of working with private operators
to provide real time information on parking availability in the city
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
10
(1.10)
Better, instant
information on parking
availability in the city
Investigate available technology and how this could be
deployed.
Key players would be the private car park owners
A key issue will be who will fund and manage the
scheme
Discussions to
begin in 2008
Links with
Activity 3 and 6
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35
Activity 11 – Understanding parking demand (now and future)
Ref.
Expected output
and outcomes
Issues that need to be addressed / Scope of
work
Timescale
Links with
other work
streams and
issues to flag
11
new
Understanding of
parking demand in the
Central Area and
shopper preference
Understanding of affect
on parking demand as
a result of a range of
issues
Understanding how
parking can be used as
a lever to achieve
Council outcomes
Researching demand for on-street and off-street
parking in the Central Area, including a survey of
retailers and shoppers
Future demand – possible future requirements need to
be identified and how parking can be used as a
mechanism to influence future demand to achieve
Council objectives. Issues that could affect future
demand include:
Ngauranga to Airport study
increases in fuel prices
population and demographic changes
Could be
undertaken as
part of Activity 3
Further scope of
this project to be
worked through
during 2007
Activity 3
Activity 3 and 7
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36