Development of a Policy Applicable for End of Trip Facilities in the … · 2015. 8. 5. · WESROC DEVELOPMENT OF A POLICY APPLICABLE FOR END OF TRIP FACILITIES IN THE PRIVATE REALM

Development of a Policy Applicable

for End of Trip Facilities in the

Private Realm

301012-02024 – MP-REP-001

18 August 2014

Level 7, QV1 Building,

301012-02024 – MP-REP-0001

18 August 2014

250 St. Georges Terrace

Perth WA 6000

Australia

Telephone: +61 8 9278 8111

Facsimile: +61 8 9278 8110www.worleyparsons.com

ABN 61 001 279 812© Copyright 2014 WorleyParsons

WESROC

DEVELOPMENT OF A POLICY APPLICABLE FOR END OF TRIP FACILITIES IN THE PRIVATE REALM

i:\projects\301012-02024 - subiaco wesroc eot fmp\5_engineering\tr-transport\reports\eotf report\final report issued

18.08.14\eotf report-18.08.14-revb.doc

Page iii 301012-02024 : MP-REP-001 Rev B : 18 August 2014

CONTENTS

1 INTRODUCTION ........................................................................................................... 1

1.1 Background to WESROC .............................................................................................. 1

2 NEED FOR THE STUDY ................................................................................................ 4

2.1 Objective ...................................................................................................................... 4

2.2 End of Trip Facilities ................................................................................................... 4

2.2.1 End of Trip Design .......................................................................................... 5

2.3 Cycling and Walking in WESROC ................................................................................ 6

2.4 Existing Cyclist Counts ............................................................................................... 7

2.4.1 Super Tuesday ................................................................................................ 7

2.4.2 City of Subiaco ................................................................................................ 9

2.4.3 Town of Cambridge ........................................................................................ 9

2.4.4 Central End of Trip Feasibility Study 2004 ................................................... 9

2.5 Cycling Targets ........................................................................................................... 9

2.5.1 Western Australian Bicycle Network Plan Targets ........................................ 9

2.5.2 Metropolitan Transport Strategy Targets ................................................... 10

2.5.3 City of Subiaco Targets ................................................................................ 10

2.5.4 Town of Claremont ....................................................................................... 10

3 EXISTING POLICIES AND LEGISLATION ..................................................................... 12

3.1 Contextual Analysis .................................................................................................. 12

3.2 National Policy ........................................................................................................... 13

3.2.1 The Australian National Cycling Strategy 2011-2016 ............................... 13

3.3 State Policy ................................................................................................................ 14

3.3.1 Western Australia Bicycle Network Plan 2014 – 2031 ............................... 14

3.3.2 Perth Metropolitan Transport Strategy 1995-2029 ................................... 15

3.3.3 Bike Ahead – Government of Western Australia Bicycle Strategy for the 21st

Century ...................................................................................................................... 16

3.3.4 Policy No DC 1.5 Bicycle Planning ............................................................... 18

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3.3.5 Activity Centres Policy for Perth .................................................................. 19

3.3.6 Walk WA: A Walking Strategy for Western Australia 2007-2020 ............... 20

3.4 Local Policy ................................................................................................................ 21

3.4.1 City of Subiaco – Draft Bike Plan ................................................................. 21

3.4.2 City of Nedlands Bike Plan – Draft 2013 ..................................................... 21

3.4.3 Town of Cambridge Bicycle Plan 2009 ....................................................... 23

3.4.4 Town of Claremont Bicycle Plan 2011 ........................................................ 24

3.4.5 Connecting Claremont 2009 ....................................................................... 27

3.4.6 Town of Cottesloe–Local Bike Plan 2008-2014 .......................................... 32

3.4.7 Draft Mosman Park Cycling and Pedestrian Plan 2012 – 2032 ................. 33

4 PLANNING SCHEMES & END OF TRIP REQUIREMENTS FOR WESROC ...................... 35

4.1 WESROC ..................................................................................................................... 35

4.1.1 City of Subiaco .............................................................................................. 36

4.1.2 Town of Cambridge ...................................................................................... 39

4.1.3 City of Nedlands ........................................................................................... 42

4.1.4 Town of Claremont ....................................................................................... 43

4.1.5 Shire of Peppermint Grove ........................................................................... 44

4.1.6 Town of Cottsloe .......................................................................................... 44

4.1.7 Town of Mosman Park .................................................................................. 44

4.2 Other Local Government Planning Schemes ........................................................... 44

4.3 Other National Planning Schemes ........................................................................... 48

5 FACILITIES .................................................................................................................. 53

5.1 End of Trip Facilities – Perth WA .............................................................................. 53

5.1.1 City of Belmont ............................................................................................. 53

5.1.2 City of Perth .................................................................................................. 53

5.1.3 City of Rockingham ...................................................................................... 56

5.1.4 City of South Perth ....................................................................................... 58

5.1.5 Town of Victoria Park ................................................................................... 58

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5.1.6 City of Vincent .............................................................................................. 58

5.2 End of Trip Facilities - National ................................................................................ 59

5.2.1 City of Adelaide ............................................................................................ 59

5.2.2 City of Brisbane............................................................................................. 60

5.2.3 City of Melbourne ......................................................................................... 62

5.3 Best Practice - End of Trip Facilities......................................................................... 64

5.4 Best Practice - Perth Examples ................................................................................. 64

5.4.1 Curtin University Perth (WA) ........................................................................ 65

5.4.2 Transperth (Lock’n’Ride) - Perth (WA) ......................................................... 66

5.5 Best Practice - National Examples ............................................................................ 67

5.5.1 Bike Pod at City Square – Melbourne (Australia) ........................................ 68

5.5.2 The Bike Cage – Victoria (Australia) ............................................................ 69

5.5.3 Bicycle Shelters and Repair Stations - Canberra University (Australia) ..... 70

5.5.4 Green Pod Bike Parking (Australia) .............................................................. 72

5.6 Best Practice - International Examples .................................................................... 76

5.6.1 Bicycle Corral Pilot Program – LA (USA) ...................................................... 77

5.6.2 Design Bridge – School Bicycle Shelters (USA) ............................................ 78

5.6.3 Bike Station, Washington DC (USA) ............................................................. 79

5.6.4 Bicycle Parking Shelters – Columbus Ohio (USA) ....................................... 81

5.6.5 The Bikehanger Scheme – London (UK) ...................................................... 83

5.6.6 Secure Cycle Parking – London (UK) ............................................................ 85

5.7 Discussion ................................................................................................................. 87

5.7.1 Bicycle Parking .............................................................................................. 87

5.7.2 End of Trip Facilities ..................................................................................... 90

5.7.3 Best Practice .................................................................................................. 95

6 CONCLUSION ............................................................................................................. 96

APPENDIX 1 - TPS POLICY AND AMENDMENT

WESROC




Page 1 301012-02024 : MP-REP-001 Rev B : 18 August 2014

1 INTRODUCTION

The Western Suburbs Regional Organisation of Council’s (WESROC) supports the use of

sustainable transport such as cycling and walking, and acknowledges the need to provide

supportive environments including bicycle parking and end of trip facilities (EOTF).

An increasing number of people are becoming aware of the health, social and economic

benefits of cycling and walking. The provision of EOTF including showers and bicycle

parking in new developments and in the private realm are a key factor in influencing the

decision to cycle and walk.

There are many short trips where travelling on foot or bicycle is an advantageous alternative

to driving. According to the DoT, a recent travel survey found that almost half of the car

trips made by Perth Metropolitan residents are 5 km or less, 30 % are 3 km or less and some

trips were just a few hundred metres (DoT Travel Smart Map).

At present, there is an inconsistency of approach with regards to policies for EOTF in

WESROC. New developments in WESROC should endeavour to include EOTF to cater for both

cyclists and pedestrians such as safe and secure lockers, change rooms and showers.

In order to achieve this, it is essential that there is a consistency of approach and integration

between the WESROC council areas in developing an overarching policy for EOTF in the

private realm / new developments.

1.1 Background to WESROC

The WESROC group of council’s area is located to the west of the Perth CBD and is bounded

by the Town of Cambridge in the north, the City of Perth in the east, the Swan River and the

City of Fremantle in the south and the Indian Ocean in the west (Refer Figure 1). WESROC

comprises of the following councils areas:

City of Subiaco;

City of Nedlands;

Shire of Peppermint Grove;

# Town of Cambridge;

Town of Claremont;

Town of Cottsloe; and

Town of Mosman Park.

WESROC





Note

# Town of Cambridge is not formally recognised as part of WESROC, but has been included in this study.

Figure 1 WESROC Council Areas

Source: Profile id 2011

WESROC





In 2011, WESROC had a total population of 106,443 people with a total number of 46,281

dwellings and an average household size of 2.5 (Source: profile id). The population, dwelling

numbers and average household size for each council area is shown in Table 1.

Table 1 Demographic Background to WESROC (2011)

Council Area Population No. of Dwellings

Average Household

Size

City of Subiaco 17,596 9,150 2.10

City of Nedlands 20,525 8,073 2.74

Shire of Peppermint

Grove

1,524 589 2.68

Town of Cambridge 24,966 10,266 2.61

Town of Claremont 9,258 4,427 2.27

Town of Cottesloe 7,598 3,510 2.43

Town of Mosman Park 24,966 10,266 2.61

106,433 46,281 2.5

Source: Profile id 2011

WESROC





2 NEED FOR THE STUDY

WESROC recognises the importance of cycling and walking as sustainable modes of travel.

However, there is an absence of an integrated and consistent policy to provide adequate

EOTF in the private realm and for new developments.

2.1 Objective

In a 2011 survey undertaken by the RAC, a total of 57% of people rated Perth’s cycle

network as average or below average. They cited the lack of cycle routes and EOTF such as

bike lockers, secure parking and change rooms as major concerns.

The objective of this high level study is to deliver an overall consistent and integrated policy

framework to facilitate the appropriate provision of secure, well designed and effective EOTF

in the private realm in order to encourage the use of cycling and walking as a sustainable

means of transport.

The ‘Perth Metropolitan Transport Strategy’ aims to increase the rate of bicycle trips to

11.5% of all trips by 2029, and the new WESROC policy aims to cater for this projected

demand for bicycle parking and EOTF.

2.2 End of Trip Facilities

Many cyclists and pedestrians are becoming aware of the personal benefits associated with

cycling such as improved health, opportunities for social contact, and significant economic

advantages. Sustainable modes of travel such as cycling and walking are also acknowledged

for their cost effectiveness and efficiency over short distances

Cycling to access work, business or leisure is increasing in popularity and therefore can be

encouraged with EOTF. These are destination facilities provided primarily for bicycle

commuters such as showers, change rooms and lockers (Town of Cambridge Policy 5.1).

EOTF support the use of bicycle transport by allowing cyclists the opportunity to shower and

change at the beginning or end of their journey and park their bikes safely and securely.

The benefits are that these facilities specifically designed for cycling and walking actively

encourage these modes of travel and can include:

Secure parking and storage facilities; (Refer Figure 2)

Showers;

Lockers, changing facilities; and

Water fountains along cycle routes.

WESROC





Figure 2 Example of an End of Trip Facility

Source: Town of Cottsloe

‘Cadillac’ bike rack on the busy corner of Forrest Street and Marine Parade.

WESROC





2.2.1 End of Trip Design

The quality and quantity of EOTF depends on the clientele, e.g. short-term (e.g. clients,

patrons, visitors) or long-term (e.g. employees and building tenants).

With respect to the former, bicycle racks should be conveniently located near the front

entrance but not positioned to interfere with pedestrians, rubbish removal.

With respect to the latter, the EOTF should be medium-high security, protected from the

weather, preferentially located within the building and with access to showers, lockers, etc.

(for workplaces in particular).

In addition, the quantity of bicycle parking spaces at a site is determined on a number of

factors including:

Net lettable Area / Gross Floor Area;

Number of existing car parking spaces; and

Number of employees in the building.

2.3 Cycling and Walking in WESROC

Using ‘Journey to Work’ census data (Profile id - 2011) the number of cyclists and

pedestrians in the WESROC area has been compared for the years 2006 and 2011. The

results are shown below in Table 2.

Table 2 Cycling and Walking in WESROC 2011 & 2006

WERSROC

2011 2006

Cycle % Walk % Cycle % Walk %

City of Subiaco 470 5.2 944 10.5 288 3.3 864 10

City of Nedlands 406 4.2 345 3.6 230 2.5 344 3.7

Shire of

Peppermint Grove 9 1.5 31 5.3 3 0.5 31 4.9

Town of

Cambridge 393 3.2 444 3.6 264 2.3 348 3

Town of

Claremont 151 3.6 173 4.1 50 1.3 173 4.4

Town of Cottsloe 114 3.1 65 1.8 84 2.5 67 2

Town of Mosman

Park 123 3.0 113 2.8 91 2.5 50 1.4

TOTAL 1666 2115 1010 1877

WESROC





There has been a significant increase in the numbers of people cycling and walking in

WESROC from 2006 – 2011.

Table 2 shows that in 2011, the City of Subiaco has the highest number of walkers and

cyclists in WESROC (1414 people) compared to the Shire of Peppermint Grove (40). This may

be due to a combination of factors such as population numbers, age, public transport and

walking and access to cycling facilities.

2.4 Existing Cyclist Counts

Existing data for walking and cycling is limited for WESROC. However the main source of

information can be derived from the ‘Super Tuesday’ initiative.

2.4.1 Super Tuesday

Super Tuesday is Australia's and the World’s biggest and longest running visual bike count.

It measures bike commuter flows in the morning peak (07.00–09.00).

The count establishes an accurate annual benchmark for bicycle commuter numbers to

facilitate informed decisions on relevant and up to date information.

This year, the count was conducted on Tuesday, 4 March 2014. The overall results for cyclist

counts for Australia are shown in Table 3 and Figure 3. It should be noted that there is only

data for the following WESROC council areas including:

City of Subiaco;

City of Nedlands; and

Town of Cambridge.

Table 3 Super Tuesday Results for Participated WESROC Areas (2014)

Location No. Riders per hour Rank (Out of 41)

Perth 538 4

City of Subiaco 185 11

City of Nedlands 123 19

Town of Cambridge 180 12

Source: Super Tuesday Bike Commuter Survey May 2014

WESROC





Figure 3 Overall Super Tuesday Results - Australia

Source: Super Tuesday Bike Commuter Survey May 2014

WESROC





2.4.2 City of Subiaco

In 2013, 2,063 cyclists were counted between 07.00 – 09.00, which is a 9% increase from

the 2012 count, and a 15% increase from the 2011 count. In 2014, the City of Subiaco

recorded an average of 185 riders per hour at the busiest site which ranked 11th among the

survey areas.

2.4.3 Town of Cambridge

In 2014, the Town of Cambridge recorded an average of 180 riders per hour at the busiest

site which ranked 12th among survey areas. Overall the numbers of riders in the Town of

Cambridge has increased by 12.3% compared with the previous count in 2013.

2.4.4 Central End of Trip Feasibility Study 2004

The City of Subiaco undertook a report on a Central EOTF’s for the City. A household survey

was completed as part of this report (excluding businesses). The household survey received

180 responses.

From the 180 responses, 52% (112 people) said that EOTF would encourage them to ride to

work or study and 18% (32 people) said they would use the facility often, or quite often. The

most popular features that would encourage cycling included:

Water Fountains;

Bike Parking;

Rest Areas; and

Lockers and Showers.

2.5 Cycling Targets

Cycling targets are very important in helping to achieve the objectives for encouraging

cycling and walking, by setting achievable targets results in the provision of suitable EOTF.

The cycling targets applicable to the study have been taken from the following documents

below:

2.5.1 Western Australian Bicycle Network Plan Targets

The Western Australian Bicycle Network Plan 2014-2031 targets to double the number of

cycling trips in Western Australia within five (5) years.

WESROC





2.5.2 Metropolitan Transport Strategy Targets

Targets for cycling are to increase the percentage of all trips by bicycle from the current

5.7% to 8% by 2010 and to 11.5% by 2029. This represents an increase in over three (3)

times the number of cycle trips currently made, and a doubling of the percentage of cycle

trips in the mode share.

2.5.3 City of Subiaco Targets

The ‘City of Subiaco Draft Bike Plan’ recommends that the City should aim to achieve at

least an 8% bicycle mode share for work trips originating in the City by 2020. In addition, it

is recommended that the City of Subiaco should aim to double the bike trips recorded by

the bike counters and Super Tuesday by 2020.

In 2014, the City of Subiaco recorded an average of 185 riders per hour at the busiest site

therefore the City aims to reach a target of 370 riders per hour by 2020.

2.5.4 Town of Claremont

The Town of Claremont does not have any formally adopted targets. However the council

works closely with the local schools in the area and has encouraged two (2) schools to

undertake baseline data and set goals for the mode share in the next five (5) years.

They were required to do this as part of their development approvals, especially those

requesting additional student or staff numbers. For example:

Christ Church Grammar School – 165 total bike rack parking available, at a survey

conducted May 2013, there were 67 bikes and 4 scooters parked within these spaces. Their

existing mode share with regards to walking and cycling is shown in Table 4.

Table 4 Potential Targets for Schools – Christ Church Grammar School

Mode of Travel Existing % Future %

Initial Target Possible Long Term

Target

Walking 9.8% 12% 15%

Cycling 6.3% 8% 10%

Scotch College in the Town of Claremont also completed a travel survey and targets which is

shown in Table 5.

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Table 5 Potential Targets for Schools – Scotch College

Target Mode 2013 Whole

School

Average

2017 Whole

School Average

Action

Walking 10% 11%

Increase available bike storage capacity.

Encourage at least two (2) bike to school

days / year.

Cycling 1% 3.3%

Promote walk to school days once a

month and encourage parents to walk

with younger children as a health and

wellbeing activity.

Source: Town of Cambridge 2014

WESROC





3 EXISTING POLICIES AND LEGISLATION

3.1 Contextual Analysis

Planning for cycling and walking in WESROC takes place within the context of a number of

National, State and Local policies and strategies aimed at encouraging cycling as set out in

Table 6.

Table 6 Cycling Policies and Strategies

LEVEL POLICY / STRATEGY

NATIONAL The Australian National Cycling Strategy 2011-2016

STATE Western Australia Bicycle Network Plan 2014-2031

Perth Metropolitan Transport Strategy 1995-2029

The Perth Bicycle Network Plan 1996

Bike Ahead – Government of Western Australia Bicycle Strategy for the

21st Century

LOCAL City of Subiaco superseded by Draft Bike Plan 2014 - Integrated

Pedestrian and Cycle Facility Plan

Western Suburbs Bike Plan

Town of Cambridge Bicycle Plan

Town of Claremont Bicycle Plan

Connecting Claremont 2009

Town of Cottsloe – Local Bike Plan 2008-2014

Draft Mosman Park – Cycling and Pedestrian Plan 2012 - 2032

WESROC





3.2 National Policy

3.2.1 The Australian National Cycling Strategy 2011 -2016

Author: Austroads Ltd

Outline:

The National Cycling Strategy (NCS) represents a significant step forward in setting out a

coordinated framework for the development of cycling in Australia and reaffirming the

Australian Governments’ commitment to cycling for work, transport and recreation.

The Strategy has a vision to promote more cycling as a means of improving the wellbeing of

Australians. This includes providing funding that creates infrastructure and facilities that

support increased cycling and encouraging improved policy integration at a Federal, State

and Local level.

The National Cycling Strategy was adopted by all levels of Government and recognises

bicycle riding as a legitimate mode of personal passenger transport. It represents an

acknowledgement by government that cycling will be taken into account when considering

transport alternatives.

This has resulted in six (6) clear objectives.

1. Cycling Promotion – promote cycling as both a viable and safe mode of transport and an

enjoyable recreational activity.

2. Infrastructure and Facilities – create a comprehensive and continuous network of safe

and attractive cycle routes and EOTF facilities.

3. Integrated Planning – consider and address cycling needs in all relevant transport and

land use planning activities.

4. Safety – encourage people to cycle safely.

5. Monitoring and Evaluation – improve monitoring and evaluation of cycling programs and

develops a national decision-making process for investment in cycling.

6. Guidance and Best Practice – develop nationally-consistent guidance for stakeholders to

use and share best practice across jurisdictions.

Relevance:

This National Cycling Strategy’s overarching vision is to bring about changes in attitudes to

cycling and increase the number of riders in Australia. This vision is also applicable to

providing adequate EOTF for WESROC.

WESROC





3.3 State Policy

3.3.1 Western Australia Bicycle Network Plan 2014 – 2031

Author: Department of Transport

Outline:

Commuter cycling to and from the Perth CBD is increasing every year. Workplaces that

provide EOTF (including secure bicycle storage, lockers and showers) are aiding this

increase and a trend is evident where existing car bays are being ‘converted’ to cycling

facilities. To ensure the continuation of this trend, a sufficient level of EOTF must be

available.

All relatively new buildings in the CBD have been required to provide a minimal level of

EOTF as part of the development approval process. Despite this, the facilities provided are

sometimes insufficient to meet demand. Furthermore, many older CBD buildings were

developed without the requirement to provide such facilities or with a provision that is

insufficient to meet demand.

Accordingly, cycling to work is not a realistic option for employees who work in such

buildings, even if they wish to do so. To address this issue, the DoT is undertaking a study

to identify opportunities and mechanisms for increasing the number of EOTF in the CBD to

better enable central city employees to cycle to work.

This policy aims to ensure cycling EOTF at new buildings meet current and forecast trends,

and best practice.

Key recommendations of the Western Australia Bicycle Network Plan (WABN Plan) include:

Formulation of a WABN Implementation Reference Group.

Biennial review of the Plan.

Expansion of the Public Shared Path (PSP) Network.

Funding increases to the Perth Bicycle Network (PBN) and Regional Bicycle Network

(RBN) Grants programs.

A feasibility study for an EOTF in the CBD.

Connections to schools program.

Connections to rail/major bus stations program.

Review of traffic management on local roads.

Review of the local bicycle routes.

WESROC





Development of an online journey planner.

Planning for cycling facilities in larger regional cities.

Relevance:

This policy aims to ensure cycling EOTF at new buildings meet current and forecast trends,

and best practice. These aims are relevant for WESROC with regards to consideration of

EOTF in the private realm.

3.3.2 Perth Metropolitan Transport Strategy 1995-2029

Author: Department of Transport, Main Roads Western Australia, Ministry for

Planning, Fremantle Port Authority, Westrail and Metrobus.

Outline:

The Metropolitan Transport Strategy (1995) clearly identifies the importance, for the future

of Perth and its people, of alternatives to the private motor car. The Perth Metropolitan

Transport Strategy sets out the direction for moving Perth from a low vehicle occupant car

orientated society to one which allows a more balanced mix of transport modes - including

making public transport, walking and cycling as much more viable options. Its vision is that:

“Perth will be a place of vitality and well-being. There will be a sharing of

spaces for living, work and leisure activities, which can be reached easily

and safely by all members of the community”

The strategy sets out a number of initiatives to achieve the objective of providing acceptable

levels of accessibility on an affordable and sustainable basis. Such initiatives include the

provision of good cycle routes to local urban centres and destinations such as schools,

along with a wider regional network of routes and improved information.

Relevance:

This document includes a number of targets including:

An increase in the percentage of personal cycle trips from 5.7% in 1991 to 11.5% in

2029. This represents an increase in over three (3) times the number of cycle trips

currently made, and a doubling of the percentage of cycle trips in the mode share.

By 2000, reduce the annual metropolitan road crash toll to less than 80 fatalities.

WESROC





1600 serious injuries for all transport activities including driving, public transport,

cycling, walking and other modes.

Incorporate walking and cycling guidelines in all metropolitan local authority town

planning and transport planning schemes by 2000.

3.3.3 Bike Ahead – Government of Western Australia Bicycle

Strategy for the 21st Century

Author: Department of Transport and BikeWest

Outline:

Bike Ahead is a document that sets out the actions needed to enable the bicycle to play its

role in ensuring that the people of Perth continue to have high levels of access to goods,

services and activities without sacrificing the clean air and attractive environment which

most people value in Perth. Bike Ahead is a ‘second-generation’ bicycle strategy which

builds on the experience of the past decade. In particular, it emphasises development of a

network of cycle facilities which include:

Convenient - accessible and safe.

Comprehensive - providing access to most destinations for most cyclists.

Establishes Connectivity.

Has regional Coverage.

There are a number of strategies included in Bike Ahead. The most relevant one for this

project is:

‘Incorporate cycle requirements in local government planning schemes and policies’.

Other strategies include:

Review legislative basis for cycling and cycling facilities as a recognized transport

mode.

Establish more effective links with road safety programs.

Introduce safe cycling education programs targeted at motor vehicle users, cyclists

and pedestrians.

Identify, develop and signpost safe routes to defined local destinations, including

schools and commuter routes.

WESROC





Encourage bicycle friendly local area traffic management (LATM or traffic calming).

Provide appropriate on-road and published information and traffic signing.

Integrate bicycle use with public transport.

Promote urban design standards which encourage cycling without the need for totally

separate facilities.

Define, establish and maintain continuous local cycling routes.

Define, protect and implement a regional cycle network.

Relevance:

There are a number of actions for the relevant strategy ‘Incorporate cycle requirements in

local government planning schemes and policies’ that include:

Action 12.1:

The document will encourage local Governments to provide for appropriate cycle facilities,

including requirements for bicycle parking and other EOTF, in their Town Planning Schemes,

so that occupiers of and visitors to new developments have the option of using bicycles for

access.

Action 12.2:

The document will continue to work with the Ministry for Planning and with local

Governments to ensure that planning and development approvals at all levels incorporate

the requirements of cyclists. For further information on EOTF for cyclists, refer to Table 7.

Table 7 BikeWest Suggestions for Minimum Number of Showers

Total No of Staff Minimum Shower Requirements

0-19 One (1) shower

20-49 Two (2 ) showers, 1 male and 1 female in separate change rooms

50-149 Four (4) showers, 2 male and 2 female in separate change rooms

150-299 Six (6) showers, 3 male and 3 female in separate change rooms

300-500 Eight (8) showers, 4 male and 4 female in separate change rooms

Note: If it is not possible to provide changing room and shower facilities on a particular site, it may be

possible to negotiate access for users with an adjoining building or a nearby gym where these facilities are

available.

WESROC





3.3.4 Policy No DC 1.5 Bicycle Planning

Author: Western Australia Planning Commission

Outline:

This policy describes the planning considerations which should be taken into account in

order to improve the safety and convenience of cycling.

This document sets out policy objectives and measures to achieve greater consideration of

cyclists' needs and to promote an understanding of cyclists' requirements by planning

consultants, developers, and State and Local Government.

As approximately 75-80% of bicycle trips are for transport purposes (i.e. destination

oriented), developers will be encouraged to provide safe and convenient cycling facilities

within a new subdivision or development.

To make cycling safer and more convenient through the provision of end of trip

facilities and by the provision of better cycle route networks.

To ensure that the needs of cyclists, are recognised and provided for by planning and

road construction authorities.

To encourage more work, school and shopping trips to be made by bicycle through

the provision of more (and better) cycling facilities.

To increase the general awareness of the benefits of cycling.

To ensure adequate consideration is given to the provision of cycling facilities in

planning studies and in the implementation of statutory planning controls.

Relevance:

The provision of appropriate bicycle facilities through the imposition of development

conditions dealing with such matters as the type, number and location of bicycle parking

facilities, and the installation of showers and change rooms is supported for locations such

as:

Shopping centres.

Factories.

Offices.

Educational establishments.

Sport, leisure and entertainment centres.

WESROC





Health centres and hospitals.

Libraries and other public buildings.

Rail and bus stations.

Major places of employment.

Parks.

Beaches and recreation venue.

Tourist attractions.

3.3.5 Activity Centres Policy for Perth

Author: Department of Planning

Outline:

The ad hoc planning and delivery of bike infrastructure and facilities in Perth looks set to

change for the better with the release of the new Activity Centres Policy for Perth.

Introduced by the Planning Department in 2010 as part of our new metropolitan planning

strategy, Directions 2031, it prescribes specific planning, design, transport, and housing

requirements for new or redeveloped activity centres in the Perth and Peel region.

Relevance:

It acknowledges greater provision to encourage cycling for centre employees and visitors is

needed. To achieve this, the Department will now include improving access for cyclists and

pedestrians and providing EOTF as two (2) new performance indicators in its evaluation of

new activity centre structure plans. The policy also requires a greater sharing of road space

between different modes of travel; and specific measures at intersections that provide

greater priority to pedestrians, cyclists and public transport.

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3.3.6 Walk WA: A Walking Strategy for Western Australia 2007 -2020

Author: Premier’s Physical Activity Taskforce and the Department for Planning and

Infrastructure’s Walking WA Committee

Outline:

This strategy was developed by the Physical

Activity Taskforce to assist the community

and all organisations and agencies involved in

walking throughout Western Australia.

Walk WA aims to improve the health and

wellbeing of every Western Australian. Walk

WA: A Walking Strategy for Western Australia

2007-2020 was developed to enable a

coordinated collaborative approach to

encourage all Western Australians to walk and

to develop environments in which the decision

to walk is easier.

The five (5) key objectives of Walk WA were to:

1. Provide strategic management, advocacy and coordination of Walk WA.

2. Promote walking.

3. Improve the places where people walk.

4. Improve safety and security of places where people walk.

5. Implement and expand programs and services which provide opportunities for

walking.

Relevance:

One of the outcomes of Walk WA is to review legislation, regulation and policy to

incorporate the needs of walkers in an inclusive and sustainable manner. The associated

strategy for this is to coordinate written submissions to policy and planning reviews in areas

relevant to walking EOTF.

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3.4 Local Policy

3.4.1 City of Subiaco – Draft Bike Plan

Author: City of Subiaco

Outline:

The City of Subiaco is in the process of developing a Bike Plan to guide improvements in

infrastructure and facilities, which will make cycling in the city safer and more convenient.

To inform the development of the plan, the City is undertaking a community survey to

understand more about the experiences of those who cycle in the City.

Relevance:

The City of Subiaco is committed to increasing bicycle use for both transport and recreation

by improving the infrastructure and facilities available.

3.4.2 City of Nedlands Bike Plan – Draft 2013

Author: City of Nedlands

Outline:

Cycling plays an important role within a community’s transport network. Increased use of

bicycles has a variety of benefits including decreasing road traffic congestion, reducing air

pollution and the potential to improve physical and mental health. Through its Strategic

Community Plan the City of Nedlands has recognised the importance of cycle facilities in

ensuring the City is easily accessible by all modes of transport. For further information on

the Bike Plan, refer to Figure 4.

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Figure 4 City of Nedlands Bike Plan 2013

Source: City of Nedlands Bike Plan 2013

Recommendations of the Bike Plan include:

Use the long term cycle network maps to assist in the preparation of ‘Forward Works

Programs’ and yearly budgets. Priority is to be given to maintenance of the existing

network and the delivery of the proposed facilities.

Prepare applications for the Department of Transport’s Perth Bicycle Network Grants

Program, and set aside the required matched funds in relevant budgets.

Comment on the ‘Local Bicycle Routes’ review once completed by the Department of

Transport and integrate into this plan where appropriate.

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Request the consideration of an east-west cycle way linking Stephenson Avenue and

Brockway Road if an appropriate opportunity is to arise from development of land in

the area north of St Johns Wood.

Relevance:

In 2006-2007 the City undertook a comprehensive audit of public bike parking. The results

of this audit indicate the City of Nedlands has a reasonable amount of bike parking spread

across the City, generally in the form of U-rails.

The City of Nedlands was also one of the first local governments to convert a car parking

space into bicycle parking (Hampden Road, February 2011). As cycling increases as travel

mode, it is likely that additional bike parking will be required and there is room for

innovation and leadership in the types of bike parking provided by the City.

The provision of bike parking and EOTF on private land may also make cycling to a

destination a more attractive mode.

As such, many new developments now include bike parking and EOTF as standard. The City

has included bicycle parking and EOTF standards in the draft Town Planning Scheme No 3.

3.4.3 Town of Cambridge Bicycle Plan 2009

Author: Town of Cambridge

Outline:

In recognition of the importance of cycling, the Town of Cambridge adopted a ‘Bicycle Plan’

in 1997 which was subsequently reviewed in 2003. Supporting the bicycle plan is a

comprehensive bicycle network within the Town of Cambridge which includes regional paths

and links to external networks providing good accessibility for the cycling public. The report

recommended that the Town of Cambridge should consider any future facilities in response

to specific requests from user groups or members of the cycling community on a needs

basis.

Relevance:

No guidelines currently exist regarding the provision of bicycle parking facilities for new

developments in the Town of Cambridge’s TPS No 1. However, there is reference to bicycle

parking in the local ‘Policy 5.1 - Parking’.

It is recommended the Town of Cambridge review bicycle parking requirements associated

with the town planning scheme, and as necessary amend to conform to the recommended

bicycle parking facilities as cited by Austroads Part 14, Table 10-1).

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At the Agenda for Public Consultation for Bike Plan 2009, the local community

recommended the following actions with regards to EOTF:

Actions

Adequate bike lockers/parks that work, out of the way, many and frequent.

Lockers, showers, change rooms, particularly at workplaces.

Recommendations

It is recommended that these actions are Included in Bike Plan and in the Planning and

Development guidelines for new commercial developments.

3.4.4 Town of Claremont Bicycle Plan 2011

Author: Town of Claremont

Outline:

The Draft Bike Plan for the Town of Claremont has been completed. The plan is intended to

support people who currently cycle as well as encouraging others to take up cycling.

Preparing the plan is part of Council carrying out one of the actions included in its Traffic

and Transport Management Strategy ‘Connecting Claremont’. The process included a review

of the existing Claremont Bike Plan and prepare an updated (5) year Bike Plan for the years

2011-2016.

The Plan includes a planning and action plan framework identifying opportunities and

constraints associated with the existing infrastructure network and proposed expansion of

this network in the future. Policy measures have also been suggested, including

recommendations for bicycle EOTF.

The general lack of bicycle EOTF has been discussed with the Town of Claremont and raised

by members of the community. Whilst some U-rails are provided in the Town Centre, and

within the basement car park of Claremont Quarter, most commercial premises do not have

bike parking or shower/lock/changing facilities. One significant step to addressing the lack

of facilities is the development of a bike hub in the Town Centre.

In addition to the bike hub, casual bicycle parking in the form of U-rails should be provided

throughout the Town Centre and at many destinations across the local government areas.

This form of bicycle parking is relatively inexpensive, so it can be quickly and easily

expanded. Austroads’ Guide suggests that “…parking rails for short term [bicycle] parking

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should be placed individually every 20 to 30 metres throughout strip shopping centres or in

small clusters near the entrances to major shopping centres.”

It is important that these parking facilities do not interfere with pedestrian or particularly

disabled access to the centres, and that parking rails are sufficiently removed from car

parking. Where feasible, bicycle parking should be provided undercover. Parks and reserves

should have bicycle parking rails, toilets and drinking fountains available for cyclists. In

addition to Council provision of bicycle parking, new commercial, retail or educational

developments should be required to provide some bicycle parking in conjunction with any

vehicular parking provision.

Relevance:

Claremont Bike Hub

The general lack of parking and EOTF will take many years to reverse as the Town Centre is

gradually redeveloped. In order to address the issue in the short term, it is recommended

that the Council develop a ‘bike hub’ in Claremont Town Centre. A bike hub is a central

facility located in a Town Centre, or university or large workplace, which provides secure

bicycle parking, showers and locker facilities.

Additional facilities may also include a bicycle repair service and food or drink sales.

Funding

Several options are available for funding the operation of a bike hub. Council may consider

fully funding the facility as the external benefits accrued offset the costs. Alternatively, low

membership fees could be charged or corporate sponsorship from the local businesses

could be sought to contribute to its operation.

It should be acknowledged that the facility provides a communal benefit, not only to cyclists

themselves but also to the businesses that may not need to provide bicycle parking for

workers and for the general community who benefit from less traffic in the Town Centre.

Another option to recover long term operating costs is via developer contributions, as is

done with funding other infrastructure like parking and/or roads. The bike hub should be

located in a location which is as central as possible to the major destinations, however it is

recognised that its location will be constrained by the availability of land and/or buildings.

This allows cyclists to ride to the Town Centre, securely park their bicycle, shower or change

if necessary and then walk to their destination, whether it is work, shopping, a cafe or even

to catch the train.

Potential Bike Hub Sites

Claremont Goods Shed

One potential site for the bike hub is in the former Claremont Goods Shed, which is a

heritage listed building on the northern side of the railway line, currently unused. It is

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understood that redevelopment of the Claremont North East Precinct will commence in the

foreseeable future, however, no long-term use has been determined for this building. The

building is an appropriate size for a bike hub to serve the Town Centre and could be

combined with cafe/restaurant facilities to generate some commercial return.

Whilst the goods shed does sit on the ‘wrong’ side of the railway line, it is only a short walk

from the Town Centre and is also well placed to serve the future redevelopment area. The

current state of the Claremont Goods Shed below (Refer Figure 5):

Figure 5 Claremont Goods Shed

Source: Town of Claremont Bicycle Plan 2011.

Council Offices and Library

The fire which destroyed Council’s offices and library in November 2010 presents an

opportunity for any rebuilt Council offices to incorporate a bike hub facility. It is considered

that the present location of Council’s offices is less desirable for a bike hub as it is not close

to the railway station, which is a significant trip attractor in itself. However, as part of the

establishment of new or rebuilt offices, Council should provide secure bicycle parking and

end of trip facilities for both staff and visitors.

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3.4.5 Connecting Claremont 2009

Author: Town of Claremont

Outline:

This is the Town of Claremont’s plan for

managing transport and traffic in the

Town of Claremont over the next five (5)

years. Its aim is to enable all residents,

visitors and workers to go wherever they

want with ease while addressing the

environmental and social issues caused

by the existing car based transport

system.

Connecting Claremont builds on the

Town’s Plan For the Future (PFF),

released in 2006, which established a

three pronged approach to managing the

Town.

It established three key focus areas known as Run, Renew and Future. Connecting

Claremont comes out of the Future section of the PFF.

This Strategy has a six (6) pronged strategy for increasing the rate of walking and cycling.

1. Increasing the priority of walking and cycling over traffic throughout the Town.

2. Providing strategic management, advocacy and coordination of walking and cycling.

3. Improving the places where people will be walking and cycling.

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4. Enhancing the actual and perceived safety of walking and cycling routes in terms of both

traffic accidents and personal crime.

5. Implementing and expanding programs and services which provide opportunities for

walking and cycling.

6. Promoting and advertising walking and cycling.

Position Statements

The Position Statements (LD: P1-LD: P6) and Actions (LD: A1-LD: A8) below are best

actioned, where applicable, through the Local Planning Strategy (LPS) and in specific

provisions of the Town’s Local Planning Scheme (TLPS).

LD: P1 - The development of new key destinations, such as large employers and retail

developments, will be directed to the Town Centre as it is well served by public transport.

This will reduce the need for people to drive to different destination and enable multiple

purpose trips.

LD: P2 - Increased housing densities will be encouraged within close proximity to Activity

Centres (Town Centre and Local Centres), activity corridors (Stirling Highway) and high

frequency public transport (such as train stations). This will reduce the need for their

residents to travel by car.

LD: P3 - Integrated Transport Plans (ITPs) will be required as part of development approval

conditions for significant developments. ITPs outline how a development is intended to be

accessed and, in particular, how it supports access by ‘sustainable modes’-walking, cycling

and public transport, including a target number of users for each mode.

LD: P4 - Travel Plans will be a condition on relevant development applications. Travel Plans

will be required for commercial, residential, business and mixed-used developments

meeting size thresholds and, where appropriate, when car parking waivers are requested.

LD: P5 -The development of large sites will be required to incorporate public pedestrian and

cycle links where they can contribute to a desirable through route.

LD: P6 - New development will be required to contribute to a safe, attractive and

comfortable pedestrian environment in abutting streets and public open spaces. This will be

achieved through building orientation, site layout, minimising footpath crossovers, traffic

management and the provision of facilities such as wide footpaths, awnings, signage,

dedicated pedestrian routes through car parks, good connections to public transport or the

provision of public transport interchanges.

Actions

LD: A1

Prepare Structure Plans for Claremont’s Activity Centres. These should identify

opportunities for accommodating key destinations and higher housing densities—

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particularly around train stations, improving access to and the amenity of train stations and

other public transport nodes, improving pedestrian and cycle links, enhancing pedestrian

amenity and managing car parking.

LD: A2

Undertake studies of Claremont’s Activity Centres and the housing surrounding them, to

investigate ways to support greater Local Living. These may include new shops and services,

improved pedestrian links, higher-density housing in and around the centres, public realm

improvements and programs to promote local purchasing. Priority will be given to the areas

south of Stirling Highway and around Loch Street Train Station, which currently do not have

any capacity to support local living.

LD: A3

Prepare guidelines for Integrated Transport Plans (ITPs). These will help developers of large

sites to provide consistent information and appropriate initiatives and infrastructure. They

will also assist Council’s planners by providing a framework for assessments and clarifying

Council’s expectations to developers.

LD: A4

Prepare Travel Plan Guidelines for new developments and new or existing workplaces, and

other policies that support pedestrian, cycle and public transport use. Reference to the

guidelines should be included in the Town’s Local Planning Scheme where appropriate.

LD: A5

Prepare urban design guidelines for Activity Centres in the Town of Claremont. These will

address the interface of private development with the public realm in terms of how it can

support walking, cycling and public transport access. Walking and cycling for local and daily

trips should be encouraged as a sustainable alternative to private car use through the

provision of a safe, connected and enjoyable pedestrian/ cycling environment.

LD: A6

Review the potential for community services to be delivered more locally. Some community

services have to be centrally located due to their size and catchment. However, other

services may be able to be delivered more locally or co-located, including Maternal and Child

Health Nurses, kindergartens and toy libraries.

LD: A7

Advocate for developer contributions (through Structure Planning provisions) to be allocated

to sustainable transport measures. These may include bus shelters, signage, footpath

widening and special paving for the mobility-impaired.

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LD: A8

Prepare parking guidelines for new developments as part of the Local Planning Scheme

review. Techniques that will be promoted in the guidelines may include unbundling of

parking requirements from business rentals and housing, shared parking and contributions

to sustainable transport measures in lieu of dedicated on-site parking. They will also include

design guidelines to minimise the visual impact and enhance the pedestrian amenity of car

parks.

Other Walking and Cycling Actions include:

WC: A1

Sign the International Charter for walking. Endorse the Premier’s Physical Activity Taskforce,

Walk WA: A Strategy for Walking in Western Australia. This will provide a guide for

implementing and monitoring progress towards a more pedestrian-friendly environment.

WC: A2

Develop high quality key pedestrian and cycle links across the Town. These will be

concentrated where there are existing busy pedestrian routes requiring improvement or

where new links can be provided along desirable routes. Council-owned land holdings will

be reviewed to assess their contribution to completing connections. Improvements may

include new connections using abandoned or under utilised land, crossings of barriers such

as rail lines, Stirling Highway, surface improvements, lighting, signage and seating.

WC: A3

Review and adopt the Town’s Draft Bike Plan so that it aligns with ‘best practice’ state and

regional research. Bicycle routes in the Town form part of the Perth Bicycle Network,

coordinated by Main Roads WA and DPI, and local bicycle routes managed by the Town.

Areas for review include development of the on-road and off-road network, promotion and

education, safety, cycle parking and maintenance.

WC: A4

Increase pedestrian and cycle priority over vehicles within activity centres and along local

streets. Removing slip lanes, reducing traffic speeds and “tuning” traffic signals in

pedestrians’ favour can reduce barriers for pedestrians and cyclists, and create a more

enjoyable and a safer environment.

WC: A5

Improve public lighting. This is particularly critical for encouraging people to walk or use

public transport for journeys to and from work in winter, for shift workers and evening

outings.

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WC: A6

Develop pedestrian-friendly design and maintenance standards. These will address the

location of public and commercial street furniture, vehicular crossovers, signage, protection

from the weather through awnings and shade, access and safety adjacent to construction

projects, maintenance in relation to shared paths, vandalism, littering and graffiti, and so

on.

WC: A7

Install secure bicycle parking that is protected from the elements where it is lacking in key

public destinations. These may include shopping areas and local convenience stores as well

as major public transport hubs.

WC: A8

Better understand walking and cyclist issues and needs. This can be achieved in a number of

ways, including surveys, analysing accident data and encouraging cyclists to report

concerns.

WC: A9

Ensure monitoring and maintenance of pedestrian and cycle paths are incorporated into the

Town’s Infrastructure renewal programme.

Relevance:

Through this Strategy, the Town of Claremont is committed to reducing the physical, social

and institutional barriers that limit walking and cycling activity. This Strategy represents the

Town’s commitment to play a leadership role in working with others to help create a culture

where people choose to walk and cycle.

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3.4.6 Town of Cottesloe–Local Bike Plan 2008-2014

Author: Town of Cottsloe

Outline:

The Town of Cottesloe vision for cycling is:

"A safe and accessible town where people from all sectors of the community cycle for

transport and enjoyment."

The Plan includes a number of strategic actions aimed at achieving this vision and targets

that are applicable to local government authorities include:

Identifying, developing and signposting

safe routes to defined local destinations

including schools and commuter routes.

Integrating bicycle use with public

transport.

Promoting urban design standards which

encourage cycling without the need for

totally separate facilities.

Defining, establishing and maintaining

continuous local cycle routes.

Defining, protecting and implementing a

regional cycle network.

Introducing cycle requirements to local

government planning schemes and

policies.

Ensuring cycle facilities serve the needs

of all cycle users.

Relevance:

Through the review of the current Bike Plan, the Town of Cottsloe is committed to reducing

the physical, social and institutional barriers that limit walking and cycling activity. This bike

plan represents the Town’s commitment to ensuring that sustainable modes of travel are

promoted and encouraged for all.

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3.4.7 Draft Mosman Park Cycling and Pedestrian Plan 2012 – 2032

Author: Town of Mosman Park

Outline:

The draft ‘Cycling and Pedestrian Plan’ sets a

strategic direction for the future planning of cycling

and walking in Mosman Park from a recreational

and transport perspective.

The draft Plan was available for public comment

from 6 January - 17 February 2012. The Town of

Mosman Park to develop a local bicycle plan that

improves the efficiency and effectiveness of the

existing bicycle network and enhances bicycle

facilities for all users.

The absence of large trip generating developments,

except for schools, in the LGA means there is not a

significant need for comprehensive EOTF such as

showers and lockers. Some bicycle racks (U-rails)

have been provided through the parkland along the

Rocky Bay foreshore and this is commended.

This form of bicycle parking is relatively inexpensive, so it can be quickly and easily

expanded.

Austroads’ Guide suggests that “…parking rails for short term [bicycle] parking should be

placed individually every 20 to 30 metres throughout strip shopping centres or in small

clusters near the entrances to major shopping centres.”

It is important that these parking facilities do not interfere with pedestrian or particularly

disabled access to the centres, and that parking rails are sufficiently removed from car

parking. Where feasible, bicycle parking should be provided undercover.

Parks and reserves should have bicycle parking rails, toilets and drinking fountains available

for cyclists. It is recommended that Council provide additional u-rails at locations where

organised sport and training occurs to encourage locals to cycle to/from their sporting

activities. This will go some way to addressing the traffic and parking congestions which can

occur at organised sport facilities on weekends.

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In addition to Council provision of bicycle parking, new commercial, retail or educational

developments should be required to provide some bicycle parking in conjunction with any

vehicular parking provision.

Relevance:

Through the review of the current Bike Plan, the Town of Mosman Park is committed to

reducing the physical, social and institutional barriers that limit walking and cycling activity.

This bike plan represents the Town’s commitment to ensuring that sustainable modes of

travel are promoted and encouraged for all.

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4 PLANNING SCHEMES & END OF TRIP REQUIREMENTS FOR

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The provisions of suitable EOTF are important to encourage people to cycle. EOTF include

the following:

Secure parking and storage facilities;

Showering and locker facilities at workplaces (where appropriate); and

Water fountains at intervals along regular cycle routes.

The purpose of a policy for EOTF is to guide the Council on requirements for bicycle parking

and appropriate EOTF. In addition, the policy can encourage sustainable transport initiatives

and encourage the use of bicycles for all types of journeys.

The related policy for the provision of EOTF will be discussed in further detail for each

WESROC council area (where applicable).

4.1 WESROC

The current bicycle parking / EOTF requirements and associated Town Planning Schemes

(TOS) and Policies for WESROC are listed below.

City of Subiaco (TPS 4);

City of Nedlands (TPS 2);

Town of Cambridge (POLICY 5.1);

Shire of Peppermint Grove (TPS 3);

Town of Claremont (TPS 3);

Town of Cottsloe (TPS 2); and

Town of Mosman Park (TPS 2).

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4.1.1 City of Subiaco

The City of Subiaco Town Planning Scheme No. 4 (TPS No. 4) has been prepared for the

purpose of controlling and guiding development and growth in a manner which is

responsible and which can initiate, accommodate and respond to change.

The bicycle parking rates for typical developments in the City of Subiaco are shown in Table

8. EOTF are to be provided in accordance with the standards for the respective uses set out

in Schedule 7 of the TPS.

Table 8 City of Subiaco Bicycle Parking Rates (TPS 4)

Land Use

Bicycle Parking Rates

Employee/

Resident Spaces

Class

Visitor/Shopper

Spaces

Class

Hotel 1 per 300m2

net

lettable area

1 or 2 Nil N/A

Educational

Establishment

1 per 5 pupils

over year 4

2 Nil N/A

Medical Centre 1 per 8

consulting rooms

2 1 per 4

consulting rooms

3

Office

(excluding Bank,

Building Society,

Post Office)

1 per 200m2

net

lettable area

1 or 2 1 per 750m2

net

lettable area

3

Retail -

Convenience

Store

1 per 300m2

net

lettable area

1 or 2 1 per 500m2

net

lettable area

3

Notes

City of Subiaco

Class 1 refers to fully enclosed individual lockers that provide a high level of security.

Class 2 refers to locked compounds fitted with class 3 facilities, with communal access using duplicate

keys or electronic swipe cards, and which provide a medium level of security.

Class 3 refers to facilities to which the bicycle frame and wheels can be locked, and which provides a

low level of security.

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4.1.1.1 B ICYCLE PARKING

The following criteria apply for the City of Subiaco with regards to bicycle parking.

Long stay bicycle parking facilities (staff parking)

Located in a convenient and secure position that minimises bicycle/pedestrian and

vehicle conflict;

Located to avoid steep ramps, speed humps, drainage grates or other hazards;

Minimum dimensions of 1.7 metres in length, 1.2 metres in height and 0.7 metres in

width at the handlebars;

Enable both wheels and frame to be locked to the device without damaging the

bicycle;

Be arranged so that parking manoeuvres will not damage adjacent bicycles;

Will not interfere with access to doorways, loading areas, service/plant rooms,

emergency access or bin storage areas; and

Bicycle signage to be provided that directs cyclists to the location of bicycle facilities

and is at least 0.3 metres wide and 0.3 metres high.

Short stay bicycle parking facilities (shoppers and visitors)

Located in a convenient and secure position close to the entrance of the premises that

minimises bicycle/pedestrian and vehicle conflict;

Located to avoid steep ramps, speed humps, drainage grates or other hazards;

Minimum dimensions of 1.7 metres in length, 1.2 metres in height and 0.7 metres in

width at the handlebars;

Enable both wheels and frame to be locked to the device without damaging the

bicycle;

Be arranged so that parking and un-parking manoeuvres will not damage adjacent

bicycles;

Incorporate adequate lighting, be protected from the weather, placed in public view

and be easily accessible from the road;

Located as close as practical to the cyclist’s destination; and

Will not interfere with access to doorways, loading areas, service/plant rooms,

emergency access or bin storage areas.

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4.1.1.2 END OF TRIP FACILITIES

In TPS 4, Section 8.1.13 states that bicycles are now recognised as a desirable element of

the transport system, particularly within commercial areas, and the needs of cyclists should

be addressed.

In the resolution deciding to amend a TPS No.4, it is resolved that the City of Subiaco, in

pursuance of Section 75 of the Planning and Development Act 2005 (as amended), amend

the above Town Planning Scheme by:

Including end-of-trip bicycle facilities in accordance with the Austroad Standard as a

requirement for future commercial development of the types listed in the Guide to Traffic

Engineering Practice Part 14 (such facilities will be subject to discretionary variation in

accordance with the provisions of the Scheme relating to the variation of development

standards and requirements, and are to be considered in the determination of car parking

requirements).

4.1.1.3 SHOWER FACILITIES

The Planning Policy Manual – Policy 2.14 complements the Town Planning Scheme No.4

and details specifically how bicycle parking facilities are to be provided. It identifies the

difference between long stay and short stay facilities and provides location requirements,

minimum dimensions signage requirements. The policy outlines requirements for the

provision of shower facilities in commercial developments, and is shown in Table 9. EOTF

for commercial development are to be provided in accordance with the following:

Table 9 City of Subiaco - Shower Facility Provisions for Bicycle Users in Commercial

Developments

Bicycle Parking

Spaces *

Staff Showers

0 <20 ** No requirements

1 – 2 20 – 40 One shower

3 – 10 60 – 200 Two showers (one male, one female)

11 – 20 220 – 400 Four showers (two male, two females)

>20 >400 Additional showers to be provided at a rate of two showers

(one male, one female) for every ten (200 staff) bicycle

parking spaces required

* Bicycle parking spaces are consistent with the requirements of clause 70 (A) and Schedule 7 of the City of

Subiaco Town Planning Scheme No. 4.

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** Staff figures are derived from section D1.13 of the Building Code of Australia (1 staff member per 10m2

of office use)

Where staff are employed predominantly part time, casual or varied hours, the requirement

to provide for shower facilities may be reduced where shower facilities are used during

different times.

It should also be noted that the Planning Policy Manual - Policy 2.14 currently does not

have requirements for bike parking in residential developments and no requirements for

mention lockers in commercial developments.

4.1.2 Town of Cambridge

The Town of Cambridge Policy 5.1 – Parking sets out the requirements and parking

provisions for non-residential developments.

Policy 5.1 – Parking also includes measures to provide and encourage greater use of

sustainable transport modes redubbing the reliance on the private car. Table 10 sets out the

requirements for the provision of parking for bicycles for different land uses.

No guidelines currently exist regarding the provision of bicycle parking facilities for new

developments in the Town of Cambridge’s TPS No 1 or in Policy 5.1 – Parking.

Table 10 Town of Cambridge (Parking Policy 5.1)

Land Use

Number of Parking Spaces

Bicycles (Short Stay) Bicycle (Long Stay)

Hotel If public drinking or public

dining is provided, bicycle

parking in accordance with

‘Tavern’

If public drinking or public

dining is provided, bicycle

parking in accordance with

‘Tavern’

Educational Establishment –

Pre School

- -


Primary School

- 1 space / 5 students over Year

4


Secondary School

- 1 space / 20 students


Technical Institution /

University

- 1 space / 20 students

Medical - Hospital 1 space / 30 licenced beds

Min. 2 spaces

1 space / 15 licenced beds

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Land Use

Number of Parking Spaces

Bicycles (Short Stay) Bicycle (Long Stay)

Commercial - Office

1 space / 500m2

NFA

Min 2 spaces

-

Retail - Shop 1 space / 150m2

NFA

Min 2 spaces or if in a District

Centre Zone

1 space / 500m2

NFA

Min. 6 spaces over centre.

1 space / 300m2

NFA

Min 2 spaces or if in a District

Centre Zone

1 space / 1000m2

NFA

Min. 10 spaces over centre.

It should be noted that recommendations have been put forward by the Town of Cambridge

to review its bicycle parking requirements associated with the TPS No. 1 and as necessary

to conform to the recommended bicycle parking facilities as cited by Austroads.


Short stay bicycle parking devices should be located on site in a convenient and secure

position close to the entrance of the premises. Where the building is built up to the

front boundary and there is no other suitable location, Council may accept short stay

bicycle parking in the road reserve adjacent to the building, where there is sufficient

room (Refer Table 11).

Long stay bicycle parking devices should be located on-site in a convenient and secure

location for employees or students, positioned close to and directly visible from inside

the place of employment or educational institution.

Bicycle parking devices should be designed in accordance Austroads Part 14 –

Bicycles and meet the following criteria:

- Enable wheels and frame to be locked to the device without damaging the bicycle;

- Be placed in public view;

- Be located outside pedestrian movement paths;

- Be easily accessible from the road;

- Be arranged so that parking and un-parking manoeuvres will not damage adjacent

bicycles;

- Be protected from maneuvering motor vehicles and opening car doors;

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- Be well lit by appropriate existing or new lighting (where applicable);

- Be protected from the weather; and

- Be designed to fit in harmony with the surrounding environment.

Table 11 Town of Cambridge - Bicycle Parking

No. of Long Stay bicycle

spaces provided Number of Lockers

1

Number of Showers 2

1-2 1-2 0

3-5 3-5 1

6-10 6-10 2 (one male, one female)

11-20 11-20 4 (two male, two female)

More than 20 20 or more

4 (two male, two female)

Plus

Additional showers at the rate

of 2 showers (one male, one

female) for every 10 long stay

parking spaces over 20

provided thereafter.

Notes

1 To be of suitable volume and dimensions to allow storage of clothing, towels, cycling helmets and footwear, well

ventilated, secure and lockable; and located close to shower and change room facilities (where provided). A ratio of

one locker to one bicycle space is to be provided.

2

Change room facilities must also be provided and may either be a combined shower and change cubicle or

communal change room for each gender directly accessible from the showers.


The Town of Cambridge exhibits a number of facilities located at educational

establishments, recreational facilities and local attractors. There are a number of

recommendations for EOTF and are included in Table 12.

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Table 12 Recommendations for End of Trip Facilitites

Number End of Trip RecommendationS

1 Consider bike racks

2 Need taps for refilling water bottles as fountains are difficult to use

3 Lockers, showers, change rooms needed particularly at workplaces but also at parks

4 Potential for buses to carry bikes on racks at the back of the bus

4.1.3 City of Nedlands

The Town Planning Scheme 2 (TPS 2) may be referred to as the City of Nedlands Town

Planning Scheme No. 2 – Amendment No. 192 updated in March 2013.


The City of Nedlands was also one of the first local Governments to convert a car parking

space into bicycle parking (Hampden Road Feb. 2011). As cycling increases as a travel

mode, it is likely that additional bike parking will be required and that there is room for

innovation in the types of bike parking provided by the City (Draft - City of Nedlands Bike

Plan 2013).

Bicycle parking shall be provided for each development in accordance with the Non-

Residential Car Parking and Bicycle Parking table of these guidelines (Refer Table 13).

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Table 13 City of Nedlands (TPS 2)

Land Use Number of Bicycle Parking Spaces

Hotel 1 per 100m2

of lounge, dining and function

areas, beer gardens and games areas

Educational Establishment

Primary School: 1 per 4 students

Secondary School: 1 per 2 students

Medical - Hospital, Day Surgery 1 per 10 beds

Commercial - Office 1 per 40m2

GFA

Retail - Home Store -


Although there is reference to bicycle parking in the Town Planning Scheme 2 (TPS 2), there

are no specific requirements stated for EOTF for the City of Nedlands.

In 2006 – 2007 the City undertook a comprehensive audit of public bike parking. The

results of this audit indicate that the City has a reasonable amount of bike parking spread

across the City in the form of U rails.

4.1.4 Town of Claremont

There is no reference for EOTF in the local TPS No. 3 for the Town of Claremont. A number

of EOTF are found in the Town’s Bike Plan, these are either formal facilities or simple lock

and leave.

There is general lack of bicycle EOTF, whilst some U-rails are provided in the Town Centre,

and within the basement car park of Claremont Quarter, most commercial premises do not

have bike parking or shower/lock/changing facilities.

In an effort to promote cycling, the Town also introduced artistic bike racks to the Town

Centre which can be found along Bay View Terrace and St. Quentin Avenue, which seem to

be well used.

However, it should be noted that the Town of Claremont is in the process of drafting an

amendment to its Local Planning Policy LV127. However, this is still in the

implementation phase.

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4.1.5 Shire of Peppermint Grove

There is no reference of EOTF in the local TPS No. 3 for the Shire of Peppermint Grove or

specific policy documents relating to EOTF.

4.1.6 Town of Cottsloe

There is no reference of EOTF in the local TPS No. 2 for the Town of Cottesloe or specific

policy documents relating to EOTF.

4.1.7 Town of Mosman Park

There is no reference of EOTF in the local TPS No. 2 for the Town of Mosman Park or

specific policy documents relating to EOTF.

4.2 Other Local Government Planning Schemes

It is also beneficial to also highlight the relevant TPS and policies with regards to bicycle

parking, for other council areas in Perth. These examples include the following:

City of Belmont (LPS No. 15);

City of Canning (TPS No. 40);

City of Perth (Planning Scheme No. 2 & Parking & Access Policy);

City of South Perth (TPS No. 6);

City of Rockingham (Planning Policy 3.3.14); and

City of Vincent (Policy No 3.7.1).

For further information refer to Table 14.

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i:\projects\301012-02024 - subiaco wesroc eot fmp\5_engineering\tr-transport\reports\eotf report\final report issued 18.08.14\eotf report-18.08.14-revb.doc


Table 14 Other Bicycle Parking Policies in Perth WA

Council Area Bicycle Parking Spaces Provision

TPS Hotel Educational Medical Commercial (office) Retail

City of Belmont

LPS No. 15

Dec 2011

Staff

1 per 25m2

GFA

Visitors

1 per 100m2

GFA of

lounge, dining and

function areas

Staff

At discretion of City

Visitors

Primary School

1 per 5 pupils

All Other School

1 per 3 students

Staff

1 per 400m2

GFA

Visitors

1 per 200m2

GFA

(*Health Care Centre)

Staff

1 per 200m2

GFA

Less than 200m2

GFA at

discretion of City

Visitors

1 per 750m2

GFA

Less than 750m2

is at

discretion of City

Staff

At discretion of city

Visitors

1 per 25 m2

GFA

City of Canning

TPS

No.40 N N N N N

City of Perth Planning

Scheme No. 2

Parking &

Access Policy

Section 5.4

Minimum rate of 1 bay per 500 square metres of the floor

area of a non-residential building.

City of South Perth *

TPS

No. 6

1 per 25m² bar floor

area; and

1 per 100m² of lounge,

dining and

1 per 4 students

1 per 2 students

1 per 10 beds, for staff

and / or

visitors

Staff: 1 per 200m² GFA

and

Visitors: 1 per 750m²

GFA

1 per 25m² GFA or

visitors

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function areas, beer

gardens, and

areas used

predominantly for

games

City of Rockingham

Planning Policy

3.3.14 Hotel: (accom. part

only)

Minimum long term

parking

1 space per 40 guest

bedrooms

Minimum long term

parking

N/A

Hotel: (excluding

accom. part only)

Minimum long term

parking

1 space per 150 m² of

bars and public areas,

including lounges, beer

gardens and restaurants

N/A Minimum long term

parking

1 space per 8

practitioners

Minimum short term

parking

1 space per 4

practitioners

Minimum long term

parking

1 space per 200m² NLA

Minimum short term

parking


Minimum long term

parking

Local shops


Minimum short term

parking


Min. of 2 spaces

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City of Vincent

Policy No 3.7.1 1 space per 4 rooms 1 space per classroom

1 space

per 3 patient beds

1 space per 100m2

NLA 1 space per 40m

2

NLA

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4.3 Other National Planning Schemes

Relevant TPS and policies, for major Cities in Australia have also been reviewed. These

examples include the following:

City of Adelaide (Development Plan Adelaide City 2014);

City of Brisbane (Brisbane City Plan 2014: Schedule 6); and

City of Melbourne (Melbourne Planning Scheme).

For further information, refer to Table 15.

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Table 15 Other Bicycle Parking Policies in Australia



City of Adelaide

Development Plan

Adelaide City

2014

Staff - 1 per 20

employees

Visitors – 2 for the

first 40 rooms, plus 1

for every additional 40

rooms

Educational

Establishment –

‘School’

Staff - 1 per 20 full-

time time employees

Visitors – Additional

10 % of total

employee parking

spaces

‘University’

Staff - 1 per 20

employees plus 1 per

10 full time students

Visitors – 1 per 20

employees

Staff - 1 per 15 beds

Visitors - 1 per 30

beds

Staff - 1 per 200

m2

GLA

Visitors - 2 plus 1 per

1000 m2

GLA

Staff - 1 per 300

m2

GLA

Visitors - 1 per 600

m2

GLA

City of Brisbane

Brisbane City Plan

2014: Schedule 6 Hostel* including off-

site student

accommodation – One

lockable bicycle

1 lockable bicycle

parking space per 5

pupils over year 4

Employees

1 lockable, secure

bicycle parking space

Office with gross

floor area exceeding

2500 m2

Shop with gross floor

area exceeding 2500

m2

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parking space for

every two rooms

Hotels not listed*

1 lockable bicycle

parking space per 100

full-time students for

universities

1 lockable bicycle


full-time students for

other educational

facilities

per 15 beds

Visitors

1 lockable bicycle


beds

Employees – 1

lockable bicycle space

per 200 m2

GFA in an

area that is secured or

has high level of

casual surveillance.

Visitors – 1 lockable


per 500 m2

GFA which

is situation close to

building entrance in a

location that is

obvious from street

frontage and has a

high level of casual

surveillance.

Office with a gross


1000 m2

but under

2500 m2

Employees – 1

lockable bicycle space

per 200 m2

GFA in an

area that is secured or

has high level of

casual surveillance.



per 200 m2

GFA which



location that is

obvious from street

frontage and has a


surveillance.

Shops with a gross


1000 m2

but under

2500 m2

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Employees – As above

Visitors - 1 lockable


per 750 m2

GFA which



location that is

obvious from street

frontage and has a


surveillance

Employees – As above



per 200 m2

GFA which



location that is

obvious from street

frontage and has a


surveillance

City of Melbourne *

Melbourne Planning

Scheme

Employee/Resident -

1 to each 25 m2

of bar

floor area available to

the public, plus 1 to

each 100 m2

of lounge


the public

Visitor/Shopper

– 1 to each 25 m2

of

Employee/Resident

1 to each 20

employees

Visitor/Shopper

1 to each 20 full-time

students

Hospital

Employee/Resident

1 to each 15 beds

Visitor/Shopper

1 to each 30 beds

Medical Centre

Employee/Resident

1 to each 8

practitioners

Office other than

specified in table:

Employee/Resident: 1

to each 300 m2

of net

floor area if the net

floor area exceeds

1000 m2

Visitor/Shopper:

For Shops:

Employee /Resident

- 1 to each 600 m2

of

leasable floor area if

the leasable floor area

exceeds 1000 m2

Visitors/Shoppers – 1

to each 500 m2

of

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bar floor area available

to the public, plus 1 to

each 100 m2

of lounge


the public

Visitor/Shopper

1 to each 4

practitioners

1 to each1000 m2

of

net floor area if the

net floor area exceeds

1000 m2

leasable floor area if

the leasable floor area

exceeds 1000 m2

For Other Retail

Employee/Resident –

1 to each 300 m2

or

leasable floor area

Visitor/Shopper – 1 to

each 500 m2

of

leasable floor area

City of Melbourne

A bicycle space for an employee or resident must be provided either in a bicycle locker or at a bicycle rail in a lockable compound.

A bicycle space for a visitor, shopper or student must be provided at a bicycle rail

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5 FACILITIES

5.1 End of Trip Facilities – Perth WA

Other examples in Perth relating to policies for EOTF include:

City of Belmont;

City of Perth;

City of Rockingham;

City of South Perth;

Town of Victoria Park; and

City of Vincent.

5.1.1 City of Belmont

Where bicycle parking spaces are required to be provided for the use of staff, shower and

changing facilities shall be provided, the design and location of such facilities being to the

satisfaction of the City, and the number of such facilities being at the following ratios:

Number of secure well ventilated equipment lockers 1 per cycle parking space;

Number of showers: 1 male and 1 female shower in separate change rooms per 10

cycle parking spaces;

2 male and 2 female showers in separate change rooms’ 10-30 cycle parking spaces

and

3 male and 3 female showers in separate change rooms’ 30+ cycle parking spaces.

5.1.2 City of Perth

For the City of Perth, the following criteria must apply for Bicycle Parking.


Bicycle parking facilities must be provided at a minimum rate of 1 bay per 500 square

metres of the floor area of a non-residential building;

Bicycle parking facilities for multiple dwelling residential developments, short-term

accommodation and serviced apartments must be provided at a rate of 1 bay for every

three units; and

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Bicycle parking facilities for major outdoor sporting venues must be provided at a

minimum rate of 1 for every 500 spectator spaces.

5.1.2.2 B ICYCLE PARKING FACILITIES

Parking facilities should preferably be located at ground floor level and not require

access via steps;

Parking facilities should preferably be located as close as possible to main entrance

points;

Parking facilities should be located in an area that allows informal surveillance of the

facility to occur where ever possible; and

Bicycle parking facilities should be located away from areas of high pedestrian activity

in order to minimise inconvenience or danger to pedestrian.

5.1.2.3 SECURITY

Bicycle racks should be constructed of high strength durable materials and designed

to allow the bicycle frame and one wheel to be locked to the rack. They should be

fastened securely to the ground so that they cannot be readily removed and can

withstand vandalism and theft;

The construction of secure bicycle parking compounds is required for facilities that

are intended to provide all day bicycle parking for employees/tenants of the building.

These compounds must be able to be locked and must contain facilities that allow the

frame and one wheel of a bicycle to be locked to a secure rack or rail; and

Bicycle parking areas should be well lit.

5.1.2.4 AMENITY

Bicycle parking facilities that are visible from the street should be designed to be

attractive and complimentary to the surrounding streetscape and street furniture;

Shelter should be provided for bicycle parking facilities that are located outside a

building;

Bicycle parking bays should be wide enough to allow adequate space to maneuver the

bike in and out of the space without causing congestion or damage to other bicycles

in adjacent bays. As a guide bicycle parking bays should generally be 1.2m wide and

1.7m long;

Large single areas of bicycle parking facilities should be avoided where they are likely

to cause congestion or poor visual amenity. Smaller clusters of parking facilities

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dispersed through-out the site would be a more appropriate alternative in this

instance, where feasible;

Where bicycle parking facilities are in close proximity to areas of vehicle parking they

should be designed to minimise the risk of vehicle/bicycle conflict, for example

through the provision of effective barriers; and

Bicycle parking facilities should be provided with signage which allows them to be

readily located and identified.

5.1.2.5 PROVISION OF END OF TRIP FACILITIES

To facilitate the appropriate provision of secure, well designed and effective on site bicycle

parking and end of journey facilities to encourage the use of bicycles as an alternative

means of transport and access to and within the City.

EOTF are incorporated into the policy objectives and include to:

Ensure the provision of bicycle parking facilities in new development in the City;

Ensure the provision of EOTF in large scale new developments in the City;

Provide guidance on the development and design of bicycle parking and EOTF;

Encourage the retrospective fitting of bicycle parking and EOTF;

EOTF are facilities which support the use of bicycle transport by allowing cyclists the

opportunity to shower and change at the beginning or end of their journey to and

from work;

The facilities include separate male and female changing rooms and shower facilities

and lockers for the storage of clothing and other personal items.

The following types of development are required to provide end of journey facilities:

All new developments and development involving a change of use and/or

additions/enlargements to an existing building, that is required to provide 10 bicycle

parking bays or more; and

Other development will be encouraged to provide end of journey facilities where

practical and feasible given the servicing and physical constraints of the site.

5.1.2.6 CRITERIA FOR END OF TRIP FACILITIES

Multiple dwelling residential development and major regional sporting facilities are not

required to provide end of journey facilities. However, the following criteria must apply:

There must be a minimum of two female and two male showers, located in separate

changing rooms, for the first 10 bicycle parking bays;

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Additional shower facilities will be required at rate of 1 female and 1 male shower for

every additional 10 bicycle parking bays, to a maximum of five male and five female

showers per building;

The changing rooms must be secure facilities capable of being locked. Preferably they

should be located in well-lit areas which are capable of surveillance;

A locker must be provided for every bicycle parking bay provided. Lockers should be

well ventilated and be of a size sufficient to allow the storage of cycle attire and

equipment; and

The end of journey facilities should be located as close as possible to the bicycle

parking facilities.

5.1.3 City of Rockingham

Planning Policy 3.3.14, for the City of Rockingham, includes the provision of EOTF.

Regardless of the type of bicycle parking, bicycle parking devices should be designed in

accordance with AS 2890.3 - Bicycle Parking Facilities and Austroads Part 14 - Bicycles, must

be convenient and secure, and should comply with the following criteria and should be:

Enable wheels and frame to be locked to the device without damaging the bicycle;

Placed in public view (i.e. where they can be viewed by passers-by, shopkeepers,

station attendants, teachers or fellow workers);

Located outside pedestrian movement paths;

Easily accessible from the road;

Arranged so that parking and un-parking manoeuvres will not damage adjacent

bicycles;

Protected from maneuvering motor vehicles and opening car doors;

As close as possible to the cyclist's ultimate destination; be well lit by appropriate

existing or new lighting;

Protected from the weather; and

Designed to fit in harmony with the surrounding environment.

Where possible, showers and clothing lockers should be located close to long-term bicycle

parking facilities. Where bicycle parking lockers are provided, clothing may be stored within

the bicycle parking locker provided there is adequate space and hangers. EOTF include

destination facilities provided for bicycle commuters such as showers, change rooms and

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lockers. Where long-term bicycle parking spaces are provided, showers must be provided at

the following rate (Refer Table 16).

Table 16 City of Rockingham - Provision of Showers

Number of long-term parking

spaces provided

Number of Showers Required

0-2 0

3-5 1

6-10 2 (one male, one female)

11-20 4 (two male, two female)

More than 20 4 (two male, two female) plus additional showers at the rate of 2

showers (one male, one female) for every 10 long-term parking

spaces after 20 provided thereafter

Where showers are required, change rooms must also be provided. They must be provided

as either:

A combined shower and change cubicle; or

One communal change room for each gender, directly accessible from the showers for

that gender without passing through a public space;

Shower and change facilities must be located so that users and their belongings have

a high level of security;

All showers provided are to dispense both hot and cold water; and

Clothing lockers encourage cycling by providing secure storage for cycling clothes,

footwear and towels.

Clothing lockers should be:

Provided at a minimum rate of one clothing locker for each long-term bicycle parking

space;

Of suitable volume and dimensions to allow storage of clothing, towels, cycling

helmets and footwear;

Well ventilated, secure and lockable; and

Located close to shower and change facilities.

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5.1.4 City of South Perth

Where bicycle parking bays are required to be provided for the use of staff, EOTF shall be

provided, the design and location of such facilities being to the satisfaction of the Council,

and the number of such facilities being at the following ratios:

Number of secure clothes lockers: 1 per bay; and

Number of showers: 1 male and 1 female shower in separate change-rooms per 10

bays.

5.1.5 Town of Victoria Park

Specific provisions for pedestrians and cyclists will require that bicycle EOTF are to be

provided in all new developments above three (3) storeys in height which incorporate

commercial floor space and that bicycle parking facilities are to be provided in all new

developments.

5.1.6 City of Vincent

Under the Parking and Access Policy No. 3.7.1 the following criteria includes the bicycle

parking allocation as 35 % of the required number of bicycle parking spaces is to be

allocated to Class 1 or 2 facilities and 65 % of the required number of bicycle parking spaces

is be allocated to Class 3 facilities.

Class 1: Fully enclosed individual lockers;

Class 2: Locked compounds fitted with Class 3 facilities; and

Class 3: Facilities to which the bicycle frame and wheels can be locked. Generally in

the form of an upside down ‘U’ shaped bar. It is noted that two bicycles can locked to

one upside down ‘U’ shaped bar. Where a Class 3 facility is provided on the footpath,

it is required to conform to the City of Vincent specifications.


All developments that are required to provide five (5) or more bicycle parking bays in

accordance with clause 5.1 of this policy are required to provide EOTF, which are to be

designed in accordance with the following criteria:

A minimum of one female shower and one male shower, located in separate change

rooms or a minimum of two separate unisex shower and change rooms;

Additional shower facilities to be provided at a rate of one female shower and one

male shower for every additional ten (10) bicycle parking bays, to a maximum of five

(5) female and five (5) male showers per development;

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The EOTF should be located as close as possible to the bicycle parking facilities;

Secure change rooms capable of being locked; and

A locker for every bicycle parking bay provided.

5.2 End of Trip Facilities - National

Other examples in Australian cities, relating to policies for EOTF include:

City of Adelaide;

City of Brisbane; and

City of Melbourne.

5.2.1 City of Adelaide

There are various objectives sourced in the City of Adelaide Development Plan 2014 which

aim to provide an adequate supply of secure, short stay and long stay bicycle parking to

support desired growth in City activities.


This includes an adequate supply of on-site secure bicycle parking should be provided to

meet the demand generated by the development within the site area of the development. In

addition, to incorporate secure bicycle parking spaces and facilitate convenient, safe and

comfortable access to these spaces by cyclists.

Bicycle parking should be provided in accordance with the associated requirements. Onsite

secure bicycle parking facilities for residents and employees (long stay) should be:

Located in a prominent place;

Located at ground floor level;

Located undercover;

Located where passive surveillance is possible, or covered by CCTV;

Well lit and well signed;

Close to well used entrances;

Accessible by cycling along a safe, well lit route;

Take the form of a secure cage with locking rails inside or individual bicycle lockers;

and

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In the case of a cage have an access key/pass common to the building access

key/pass.

Onsite secure bicycle parking facilities for short stay users (i.e. bicycle rails) should be:

Directly associated with the main entrance;

Located at ground floor level;

Located undercover;

Well lit and well signed;

Located where passive surveillance is possible, or covered by CCTV; and

Accessible by cycling along a safe, well lit route.

Access to bicycle parking should be designed to:

Minimise conflict with motor vehicles and pedestrians;

Ensure the route is well signed and well lit including the use of road markings; and

Ensure the route is unhindered by low roof heights.

5.2.2 City of Brisbane

The City of Brisbane is very proactive for promoting and encouraging sustainable transport

such as Cycling.


Bicycle parking facilities and cyclist facilities are designed and constructed in

accordance with Austroads, Part 6a – Bicycles;

Bicycle parking facilities are not provided within 1m of a vehicle manoeuvring or

parking area;

In the City core and growth nodes on selected transport corridors, a higher mode

share is expected for active travel, and higher levels of facilities are expected,

including, but not limited to, employee bicycle parking incorporated within a building;

If bike parking is provided in accordance with this planning scheme policy, and the

development is located in close proximity to a bikeway or a major public transport

interchange, a performance-based solution for reduced car parking may be considered

by the Council; and

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The internal bicycle facilities and paths are to join the external transport network,

including external existing and future bicycle paths in a safe and practical way.


The City of Brisbane has a number of specific criteria with regards to EOTF:

EOTF such as secure bicycle parking, shower cubicles, change rooms and lockers are

co-located and provided to meet the needs of users and to encourage bicycle use

(Refer to Table 17).

Table 17 City of Brisbane - Standard Provision for Cyclist and Pedestrian Facilities

Land Use Standard Provision for Cyclist and Pedestrian Facilities

Hotel

Hotel not listed

Hostel including off-site student

accommodation

1 lockable bicycle parking space for every 2 rooms

Education

Educational establishment 1 lockable bicycle parking space per 5 pupils over

year 4

1 lockable bicycle parking space per 100 full-time

students for universities

1 lockable bicycle parking space per 50 full-time

students for other educational facilities

Medical

Hospital 1 lockable, secure bicycle parking space per 15 beds

for employees

1 lockable bicycle parking space per 30 beds for

visitors in an area of high casual surveillance

Commercial (Office)

Office or shop with GFA exceeding 2,500m2

– for employees

1 lockable bicycle space per 200m2

GFA in an area

that is secured or has a high level of casual

surveillance

2 lockers per 1 bicycle parking space (to

http://eplan.brisbane.qld.gov.au/CP/Definitions#GFA

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accommodate pedestrian and cyclist demand)

A minimum of 2 shower cubicles with provision for

both females and males and an additional 1 shower

cubicle with ancillary change rooms per 10 bicycle

parking spaces

Office with GFA exceeding 2,500m2

– for

visitors

1 lockable bicycle parking space per 500m2

of which

is situated close to building entrance in a location

that is obvious from the street frontage and has a

high level of casual surveillance

Retail

Shop with a GFA exceeding 2,500m2

– for

visitors

1 lockable bicycle parking space per 200m2

of GFA

which is situated close to building entrance in a

location that is obvious from the street frontage and

has a high level of casual surveillance

5.2.3 City of Melbourne

One of the objectives for the City of Melbourne is to integrate planning for cycling with land

use and development planning and encourage alternative modes of travel through a

comprehensive, safe and convenient cycling network.


Bicycle parking spaces should:

Provide a space for a bicycle of minimum dimensions of 1.7 metres in length, 1.2

metres in height and 0.7 metres in width at the handlebars;

Be located to allow a bicycle to be ridden to within 30 metres of the bicycle parking

space;

Be located to provide convenient access from surrounding bicycle routes and main

building entrances;

Not interfere with reasonable access to doorways, loading areas, access covers,

furniture, services and infrastructure;

Not cause a hazard; and

Be adequately lit during periods of use.

http://eplan.brisbane.qld.gov.au/CP/Definitions#GFA

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A number of strategies have been developed with regards to EOTF including:

Require the provision of adequate bicycle parking and related facilities to meet

demand at education, recreation, shopping and community facilities and other major

attractions when issuing planning approvals;

Ensure a safer cycling environment by encouraging passive surveillance of the bike

network and safe and secure EOTF;

Support the provision of public bike hire stations convenient to pedestrians and public

transport;

Ensure that new development provides bicycle access and high quality, safe and

secure EOTF;

Provide improved facilities, particularly storage, for cyclists at public transport

interchanges, rail stations and major attractions; and

Ensure provision of EOTF in commercial buildings.

For further information on shower and changing room provision, refer to Table 18 and Table

19.

Table 18 City of Melbourne - Provision of Showers

Use Employee / Resident Visitor / Shoppers / Resident

All

If 5 or more employee bicycle

spaces are required, 1 shower

for the first 5 employee bicycle

spaces, plus 1 to each 10

employee bicycle spaces

thereafter.

None

WESROC





Table 19 City of Melbourne - Provision of Changing Rooms

Use Employee / Resident Visitor / Shoppers / Resident

All

1 change room or direct access

to a communal change room to

each shower. The change room

may be a combined shower and

change room.

None

Source: City of Melbourne Plan.

5.3 Best Practice - End of Trip Facilities

A wide variety of bicycle parking exists in towns and cities across the world, providing

different and innovative solutions to similar problems as those faced by WESROC.

In attempting to identify ways to provide cycle parking for WESROC, it is beneficial to look

at examples in other Cities to assess how suitable they may be for WESROC.

Whilst many of the examples shown here are located in public spaces it is possible that they

could be retro-fitted into existing car parks or other locations for use as private facilities.

Best practice examples will be reviewed for the following:

Local Perth Examples;

National Best Practice Examples; and

International Best Practice Examples.

5.4 Best Practice - Perth Examples

The local best practice examples for Perth include:

Curtin University, and

Transperth Stations ‘ Lock n Ride’.

WESROC





5.4.1 Curtin University Perth (WA)

An initiative to promote cycling and to cater for the increasing number of cyclists, Curtin

University, has installed four (4) new bike Pods located around the perimeter of the campus.

Each bike pod provides high quality cycling facilities such as:

Parking spaces for 24 bikes;

Electric charging stations for electric bikes;

24 Lockers; and

Dedicated male and female showers in each pod (Refer Figure 6).

Figure 6 Bike Pod at Curtin University

Source: http://properties.curtin.edu.au/parking/cycling.cfme

http://properties.curtin.edu.au/parking/cycling.cfme

WESROC





5.4.2 Transperth (Lock’n’Ride) - Perth (WA)

Transperth is operated by the Public Transport Authority (PTA) and has provided a number

of Lock‘n’Ride facilities at various trains stations in Perth.

Lock ‘n’ Ride facilities is an initiative that actively supports sustainable travel and the

integration of public transport hubs such as train / bus stations with walking and cycling

facilities.

By providing ‘Lock‘n’Ride’ facilities, people have the choice to cycle to the train station and

lock their bike in the knowledge that it is safe and secure. This type of facility promotes the

use of both public and active transport.

Transperth has installed the secure bicycle facilities (bicycle cages) at most train stations in

the Perth Metropolitan Area thereby increasing the cycling mode share of station patrons

reducing the demand for parking at the public transport hubs (Refer Figure 7 and Figure 8).

The Lock ‘n’ Ride bike shelter is comprised of a locked steel mesh cage, accessed by the

cyclists SmartRider card. The type of facilities within the cage include U-rail type bike

parking facilities and the cage can accommodate around 25-35 bicycles each.

Figure 7 Example of a Lock ‘n’ Ride (1)

Source: http://www.healthyactivebydesign.com.au/case-studies/transperth-secure-lock-n-ride-bike-shelters

http://www.healthyactivebydesign.com.au/case-studies/transperth-secure-lock-n-ride-bike-shelters

WESROC





Figure 8 Example of a Lock ‘n’ Ride (2)

Source: http://www.healthyactivebydesign.com.au/case-studies/transperth-secure-lock-n-ride-bike-shelters

The ‘Lock‘n’Ride’ bike shelters are provided in addition to existing bicycle parking facilities

already available at most stations. The bike shelter is located as close to the station access

as possible, to make cycling a more attractive option. The cost per Lock ‘n’ Ride facility is

approximately $20,000 - $50,000.

5.5 Best Practice - National Examples

The National best practice examples include:

Bike Pod at City Square – Melbourne Victoria;

The Bike Cage – Victoria;

Bicycle Shelters and Repair Stations at Canberra University; and

Green Pod Bike Parking, Australia.

WESROC





5.5.1 Bike Pod at City Square – Melbourne (Australia)

The City of Melbourne in collaboration with the Department of Transport has provided a

bike pod in City Square, Melbourne.

As Melbourne’s population continues to increase, sustainable transport needs to be

promoted as a viable and sustainable form of transport.

The bike pod provides a shower and change facility for city workers, students and tourists

who cycle to and from the city. As safety and security is also fundamental for the EOTF, the

bike pod has an automated door with a time lapse.

The bike pod facilities include:

Two self-contained showers;

A basin and mirror;

Changing space;

Clothes hooks;

A bench seat;

Floor heating for comfort and drying; and

Stainless steel floor for hygiene. (Refer Figure 9 and Figure 10).

Figure 9 Bike Pod – City of Melbourne (1)

Source: http://www.melbourne.vic.gov.au

http://www.melbourne.vic.gov.au/PARKSANDACTIVITIES/ACTIVEMELBOURNE/WALKINGCYCLINGANDSKATING/Pages/Bikepod.aspx?i=1&s=0&n=7#ImageGallery_

http://www.melbourne.vic.gov.au/

WESROC





Figure 10 Bike Pod – City of Melbourne (2)

Source: http://www.melbourne.vic.gov.au

5.5.2 The Bike Cage – Victoria (Australia)

This type of EOTF is working successfully throughout Australia, as there are currently 67 at

stations around Victoria alone (Refer Figure 11).The bike cage has the added benefit of

maximum bicycle safety and security. Cyclists pay a refundable deposit to access the

secure cage with an electronic card.

http://www.melbourne.vic.gov.au/

WESROC





Figure 11 Bike Cage – Victoria - Sunshine Railway Station, Melbourne

Source: http://en.wikipedia.org/wiki/Bicycle_parking_station

5.5.3 Bicycle Shelters and Repair Stations - Canberra University

(Australia)

To promote cycling at the University, new parking infrastructure including cycle parking

‘hoops’ were installed in November 2013. In addition, three (3) new bike shelters have been

developed across Campus. Each shelter has a bicycle repair station which holds up to

seventeen (17) bikes on racks.

The bicycle shelters also include repair kits and stations that allow cyclists to work on their

bike. The repair kits include manual pumps, screwdrivers, allen keys, a set of wrenches,

and tyre levers (Refer Figure 12 and Figure 13).

http://en.wikipedia.org/wiki/Bicycle_parking_station

WESROC





Figure 12 Bicycle Shelters and Repair Stations at Canberra University (1)

Source: http://www.canberra.edu.au/estate-management/parking/bikes-and-buses

http://www.canberra.edu.au/estate-management/parking/bikes-and-buses

WESROC





Figure 13 Bicycle Shelter and Repair Station at Canberra University (2)

Source: Cycling Resource Centre [CRC]

5.5.4 Green Pod Bike Parking (Australia)

The Green Pod is an excellent example of the growing worldwide bike station movement.

There are currently Green Pods installed throughout Australia, in Brisbane, Sydney,

Melbourne and Adelaide.

Bike stations are buildings, or parts of buildings, set up in urban areas to accommodate

bicycle commuters.

The advantage of bike pods is that they offer safe, secure and attended bicycle parking,

along with EOTF including showers, change rooms, and lockers. They may also include

bicycle supplies and repairs, air pumps, and drinking water. The cyclists that use bike pods

typically pay a fee, usually through a membership.

The Green Pod is a small structure that contains wall-mounted parking for ten (10) bikes,

along with ten (10) lockers, a shower and a change room. There is also a larger version that

has 28 parking spaces and lockers, with two (2) showers and two (2) change rooms.

Both versions are designed to operate off an electrical system that can be powered by roof

mounted solar panels. They also have a solar hot water system, an electronic locking

system, motion sensor-activated LED lighting, timed showers, and a self-cleaning

mechanism. An included water treatment unit processes the used water, which can then be

discharged into green areas (Refer Figure 14 - Figure 17).

WESROC





Figure 14 Green Pod Bike Parking (1)

Source: http://www.gizmag.com/green-pod-bicycle-parking/14790

http://www.gizmag.com/green-pod-bicycle-parking/14790

WESROC






Source: http://www.gizmag.com/green-pod-bicycle-parking/14790/

WESROC






Source: http://www.gizmag.com/green-pod-bicycle-parking/14790

http://www.gizmag.com/green-pod-bicycle-parking/14790

WESROC






Source: http://www.gizmag.com/green-pod-bicycle-parking/14790/

5.6 Best Practice - International Examples

These International case studies show innovative EOTF that will encourage cycling and

walking. The international best practice examples for successful and innovative EOTF

include:

Bicycle Corral pilot program – LA (USA);

Design Bridge – School Bicycle Shelters (USA);

Bike Station, Washington DC (USA);

Bikehanger Scheme – London (UK); and

Secure Cycle Parking - London (UK).

WESROC





5.6.1 Bicycle Corral Pilot Program – LA (USA)

In Los Angeles the City Council recently approved a ‘Bicycle Corral pilot program’ along one

of the major street’s in the City.

A Bicycle Corral is an on-street bicycle parking facility that can accommodate many more

bicycles than a typical sidewalk rack. Bicycle Corrals typically take up an existing single

vehicle parking space and replace it with up to eight (8) bicycle racks – enough space for 16

bicycles.

The benefit of these facilities is that they make more efficient use of a vehicle parking lane

especially in areas with high cycling demands. They are especially useful in areas with

narrow sidewalks where it would be impractical to install a sidewalk rack (Refer Figure 18

and Figure 19).

Figure 18 Bicycle Corral– LA (USA)

Source: http://ladotbikeblog.wordpress.com/2011/12/21/bike-corral-pilot-expansion/

WESROC





Figure 19 Bicycle Corral Pilot Program – LA (USA)

Source: http://ladotbikeblog.wordpress.com/2011/12/21/bike-corral-pilot-expansion/

5.6.2 Design Bridge – School Bicycle Shelters (USA)

‘Design Bridge’ is a student organisation of the University of Oregon that offers design and

build services to children at local schools. The organisation treats students as project

clients and helps them to create tailor made bicycle parking areas.

The advantages of this scheme are that the schools experienced an increase in ridership,

with children requesting sheltered, lit and plentiful space for bicycle parking (Refer Figure

20).

http://www.flickr.com/photos/ladotbikeblog/5456346727/in/set-72157626082859464/

WESROC





Figure 20 Design Bridge Bicycle Shelter

Source: ABC

5.6.3 Bike Station, Washington DC (USA)

The bike station also includes lockers, showers, bike rentals and repair services. The Bike

Station is located outside the City’s Union station. As the facility is located adjacent to a

public transport hub, this actively promotes sustainable modes of transport (Refer Figure 21

- Figure 23).

The facility is also operated on a 24/7 basis and provides 1000 bicycle parking spaces for

its members. The facility also provides day use lockers and private changing rooms for

rent, as well as bike rentals, repairs and sales.

WESROC





Figure 21 Bike Station Washington (1)

Source: http://www.cyclingweekly.co.uk/news/latest-news/10-great-ways-to-park-your-bike-26210


Source: http://www.cyclingweekly.co.uk/news/latest-news/10-great-ways-to-park-your-bike-26210

WESROC






Source: Cycling Resource Centre [CRC]

5.6.4 Bicycle Parking Shelters – Columbus Ohio (USA)

The City of Columbus Ohio has installed bicycle parking shelters with cyclist amenities and

green roofs. In addition, there are repair kits, including a bike stand, bike pump, tool kit

combo (Refer Figure 24 and Figure 25).

WESROC





Figure 24 Bicycle Parking Shelters

Source: https://www.flickr.com/photos/aliannack/8503614062/

WESROC





Figure 25 Repair Kits

Source: https://www.flickr.com/photos/aliannack/8503614062/

5.6.5 The Bikehanger Scheme – London (UK)

Safe and secure cycle parking is fundamental in deterring cycle theft. Transport for London

(TfL) has developed a project referred to as the Bikehanger Scheme. This scheme has been

has been very successful by providing safe cycle parking and actively encouraging cycling

the area.

The Bikehanger Scheme comprises of an on street secure cycle storage unit which can hold

a maximum of six (6) bikes. The bicycle spaces are managed by an online rental portal that

allows users to apply for a bicycle parking space. The cost of a bicycle parking space is

approximately same price per year as one good bike lock.

https://www.flickr.com/photos/aliannack/8503614062/

WESROC





So far, this scheme is successful in many areas of London. By reducing bicycle theft, this

actively results in more people willing to cycle to work / recreation much more with the

knowledge that their bicycle is safe when parked (Refer to Figure 26 and Figure 27).

Figure 26 Bikehanger Scheme – London (1)

Source: http://lcc.org.uk/articles/cycle-parking-helps-beat-the-thief

http://lcc.org.uk/articles/cycle-parking-helps-beat-the-thief

WESROC





Figure 27 Bikehanger Scheme – London (2)


5.6.6 Secure Cycle Parking – London (UK)

For commuter cyclists, cycle parking at work is a major issue in relation to the safety of their

bicycle. The benefits of installing sound and safe cycle parking can also reduce the cost of

providing car parking, with a single car parking space, on average, supporting up to twelve

(12) bikes (Refer Figure 28).


WESROC





Figure 28 Secure Bicycle Parking - London



WESROC





5.7 Discussion

5.7.1 Bicycle Parking

An overview of the bicycle parking rates for typical development uses are included below for

each WESROC council area.

Hotel;

Educational;

Medical;

Commercial (Office); and

Retail.

The information shows that there is a definite lack of coordination and consistency of

approach, between local planning schemes in WESROC. Council areas such as City of

Subiaco, City of Nedlands and Town of Cambridge have developed more active policies to

encourage and facilitate for cyclists (Refer Table 20).

WESROC





Table 20 Existing Bicycle Parking in WESROC Planning Schemes


TPS /

Policy Hotel Educational Medical

Commercial

(office) Retail

City of

Subiaco*

TPS 4

Jan

Updated

15

January

2013

Employee /

Resident

1 per 300m2

net

lettable area

Class 1 or 2

Visitor /

Shopper

Nil

1 per 5 pupils

over year 4

Class 2

Employee/

Resident

1 per 8

consulting

rooms

Class 2

Visitor/

Shopper

Spaces

1 per 4

consulting

rooms

Class 3

Employee /

Resident

1 per 200m2

net lettable

area

Class 1 or 2

Visitor /

Shopper

1 per 750m2

net lettable

area

Class 3

Employee /

Resident

1 per 300m2

net lettable

area

Class 1 or 2

Visitor /

Shopper

1 per 500m2

net lettable

area

Class 3

City of

Nedlands

TPS 2

March

2013

1 per 100m2

GFA of lounge

dining and

function areas,

beer gardens

and areas used

predominately

for games

Primary

School: 1 per

4 students

Secondary

School: 1 per

2 students

1 per 10 beds 1 per 40m

2

of

GFA

1 per 40m2

of

GFA

Town of

Cambridge

TPS 1

(Sept 2012)

Policy

5.1

Parking

Short & Long

Stay

If public

drinking or

public dining is

provided,

bicycle parking

in accordance

with ‘Tavern’

Bicycle (Long

Stay)

1 space / 20

students

Bicycles

(Short Stay)

1 space / 30

licenced beds

Min. 2 spaces

Bicycle (Long

Stay)

1 space / 15

licenced beds

1 space /

500m2

NFA

Min 2 spaces

Short Stay

1 space /

150m2

NFA

Min 2 spaces

or if in a

District Centre

Zone

1 space /

500m2

NFA

Min. 6 spaces

over centre

Long Stay

1 space /

300m2

NFA

Min 2 spaces

or if in a

District Centre

Zone

1 space /

1000m2

NFA

Min. 10 spaces

WESROC






TPS /

Policy Hotel Educational Medical

Commercial

(office) Retail

over centre

Shire of

Peppermint

Grove

TPS 3

March N N N N N

Town of

Claremont

TPS 3

Sept

2012 N N N N N

Town of

Cottesloe

TPS 2

Feb

2012 N N N N N

Town of

Mosman

Park

TPS 2

March

2013 N N N N N

It is interesting to note that the City of Subiaco have developed a class system with regards

to the type of cyclist facilities as shown below:

Class 1 refers to fully enclosed individual lockers that provide a high level of security.

Class 2 refers to locked compounds fitted with class 3 facilities, with communal access

using duplicate keys or electronic swipe cards, and which provide a medium level of

security.

Class 3 refers to facilities to which the bicycle frame and wheels can be locked, and

which provides a low level of security.

The information in Table 20 shows a lack of policies for cyclists and pedestrians in the Shire

of Peppermint Grove, Town of Claremont and Town of Cottesloe.

In addition, for the Town of Cambridge, there is a lack of a consistent policy approach as

bicycle parking and facilities are not incorporated in the local TPS No.1 but in the Parking

Policy 5.1.

Overall, for all of the WESROC council areas, there are no formal guidelines for the provision

of bicycle parking facilities for new developments.

In conclusion, there is a definite fragmentation of the policy framework between the

WESROC areas, as some have placed more emphasis on bicycle parking and in comparison

to others. This could be due to a number of reasons such as prioritization of sustainable

WESROC





transport, cycling and walking numbers, demographics, quality and connectivity of the cycle

network in each council area.

5.7.2 End of Trip Facilities

The overall summary of policies, bicycle parking and EOTF are found in Table 21. Within

WESROC, it is evident that there is a shortage of rigid requirements for EOTF. The majority

of the WESROC council areas have included then bicycle parking rates in the TPS. In

comparison to other areas in Perth and Australia where parking rates are found in the policy

guidelines and development plans.

Table 21 shows that there is not a consistent approach to determining bicycle parking and

EOTF as each area had developed its own set of criteria.

As a result it is fundamental that WESROC lead by example and develop a consistent

approach regarding bicycle parking and EOTF for the private realm.

WESROC




Table 21 Summary of Policies and EOTF

Area TPS Provision Policy Req. for Bicycle

Parking

End of Trip Facilities

City of Subiaco TPS 4

& Policy 2.14 - YES

Shower facilities in commercial developments

Criteria for long and short stay bicycle parking

City of Nedlands TPS 2 - YES NO

Town of Cambridge TPS 1

(Sept 2012) -

Policy 5.1

Parking YES

Bicycle Parking Requirements

Provision of lockers

Provision of showers

Shire of Peppermint Grove TPS 3

March

- NO NO

Town of Claremont TPS 3

Sept 2012

- NO NO

Town of Cottesloe

TPS 2

Feb 2012 - NO NO

Town of Mosman Park TPS 2 - NO NO

WESROC





Parking


March 2013

City of Belmont

LPS No. 15

- YES

Where bicycle parking spaces are required to be provided for the

use of staff, shower and changing facilities shall be provided, the

design and location of such facilities being to the satisfaction of the

City, and the number of such facilities being at the following ratios:

Number of secure well ventilated equipment lockers 1 per cycle

parking space

Number of showers: 1 male and 1 female shower in separate

change rooms per 10 cycle parking spaces

2 male and 2 female showers in separate change rooms 10- 30

cycle parking spaces

3 male and 3 female showers in separate change room 30+

cycle parking spaces

City of Perth -

Planning

Scheme No. 2

Parking &

Access Policy

Section 5.4

YES

There must be a minimum of 2 female and 2 male showers,

located in separate changing rooms, for the first 10 bicycle

parking bays

Additional shower facilities will be required at rate of 1 female

and 1 male shower for every additional 10 bicycle parking bays,

to a maximum of five male and five female showers per

building.

The changing rooms must be secure facilities capable of being

locked.

A locker must be provided for every bicycle parking bay

provided.

WESROC





Parking


Lockers should be well ventilated and be of a size sufficient to

allow the storage of cycle attire and equipment

The EOTF should be located as close as possible to the bicycle

parking facilities

City of South Perth

TPS

No. 6

- YES

Where bicycle parking bays are required to be provided for the use

of staff, EOTF shall be provided, the design and location of

such facilities being to the satisfaction of the Council, and the

number of such facilities being at the following ratios:

Number of secure clothes lockers: 1 per bay

Number of showers: 1 male and 1 female shower in separate

change-rooms per 10 bays

City of Rockingham - Planning Policy

3.3.14 YES

EOTF include destination facilities provided for bicycle commuters

such as showers, change rooms and lockers

City of Vincent

- Policy No 3.7.1 YES

All developments that are required to provide 5 or more bicycle

parking bays in accordance with clause 5.1 of this policy are

required to provide EOTF

A minimum of 1F shower and 1M shower, located in separate

change rooms or a minimum of two separate unisex shower and

change rooms

Additional shower facilities to be provided at a rate of 1F

shower and 1M shower for every additional 10 bicycle parking

bays, to a maximum of 5F and 5M showers per development

WESROC





Parking


EOTF should be located as close as possible to the bicycle

parking facilities

Secure change rooms capable of being locked

A locker for every bicycle parking bay provided

City of Adelaide -

Development

Plan

Adelaide City

2014

YES Secure bicycle Parking

City of Brisbane -

Brisbane City

Plan 2014:

Schedule YES Lockable, secure bicycle parking space

City of Melbourne -

Melbourne

Planning

Scheme

YES

Provision of showers and changing rooms for employee /

Resident

Bicycle Parking

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Page 95 301012-02024 : MP-REP-001Rev B : 18 August 2014

5.7.3 Best Practice

Secure, safe and convenient EOTF can actively encourage and promote cycling. The best

practice examples shown in the previous section provide examples of how easily bicycle

parking and EOTF can be integrated into the environment. The examples are very suitable

for implementation in WESROC as long as the cost and maintenance have been considered.

For short-term cyclists (less than 2hrs), best practice EOTF for WESROC could include the U-

rail as they allow the whole bike to be secured and can take a range of locks. The rails

should be situated close to the entrance, with high passive surveillance and located so as

not to interfere with other movement networks.

Best practice visitor parking may be well-situated U-rails or U-rails with some type of weather

protection and/or the racks resembling public art or the environment in which they are

located.

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Page 96 301012-02024 : MP-REP-001Rev B : 18 August 2014

6 CONCLUSION

Within WESROC it is evident that there is a shortage of rigid requirements for adequate

EOTF, with the exception of the City of Subiaco and the City of Nedlands. Both of these

council areas have included a schedule of bicycle parking requirements for a range of

developments within their planning schemes.

The City of Subiaco also has a more comprehensive bicycle parking requirements, requiring

developments to provide various types of facilities depending on their use. The highest

class of bicycle parking under the City of Subiaco Town Planning Scheme includes individual

lockers for areas requiring high security. In regards to the provision of other EOTF such as

showers and change rooms, all councils failed to provide any strict requirements in their

planning schemes.

Therefore it is apparent that a clear direction and transparent policy needs to be

development to encourage cycling and provide adequate parking and EOTF.

The overarching aims and objectives of the new policy for WESROC are to:

To promote and actively encourage sustainable travel options by ensuring dedicated

provision of EOTF for pedestrians and cyclists;

To provide secure, accessible and convenient EOTF; and

To actively encourage walking and cycling in WESROC.

By incorporating secure bicycle parking and EOTF in the private realm / new developments

this will actively encourage and promote sustainable travel such as walking and cycling.

Therefore it is essential for WESROC to continue to promote walking and cycling by placing a

greater emphasis to these modes in each local planning and town planning scheme.

The developed policy needs to address this lack of integration and incongruent approach

with regards to EOTF and deliver a policy which is consistent, integrated and actively

promotes and supports sustainable travel. Consistency in approach is essential as it ensures

that all developments in the private realm will cater for cycling across WESROC.

Documents

Development of a Policy Applicable for End of Trip Facilities in the … · 2015. 8. 5. · WESROC DEVELOPMENT OF A POLICY APPLICABLE FOR END OF TRIP FACILITIES IN THE PRIVATE REALM