Karratha City Centre Parking Supply and Management Plan · Project Summary Report_FINAL) The current version of the Strategy reflects: Updated information regarding the cost of constructing

Karratha City Centre Parking

Supply and Management Plan

March 2015

2 City of Karratha | Karratha City Centre Parking Supply and Management Plan

Acknowledgements

LandCorp

ARUP


Contents

Acknowledgements 2

Executive Summary 4

1.0 Introduction 5

1.1 Background 5

1.2 Application of the Strategy 5

2.0 Parking supply and management in Karratha City Centre 7

2.1 Scheme planning context (parking provisions) 7

2.2 Parking Principles 7

3.0 Current policies and practices in Karratha 10

3.1 Provisions of Town Planning Scheme No 8 10

3.2 A comparison of current parking requirements 10

4.0 Proposed parking supply mechanisms 12

4.1 Existing use rights 12

4.2 Minimum and maximum parking requirements 12

4.3 Cash in lieu 13

4.4 Reciprocal (shared) parking 14

4.5 Screening and access 16

4.6 Motorcycle parking, taxis, service vehicles, loading zones, disabled parking 16

4.7 Bicycle parking and end-of-trip facilities 16

4.8 Application of multiple reductions in on-site provisions 16

4.9 Maintenance of a parking inventory 17

4.10 4.10 Future initiatives 17

5.0 Proposed parking management tools 19

5.1 Dwell time limits and parking fees 19

5.2 Monitoring and enforcement 19

5.3 Way-finding 19

5.4 Parking administration 19

6.0 Proposed future publicly available parking locations 21

7.0 Proposed implementation programme 22

8.0 Summary and recommendations 23

Attachment A – Appendix 4 from Town Planning Scheme No. 8 (2011) 24

Attachment B - Minimum and maximum (target) rates of on-site parking supply based on land use 28


Executive Summary The Parking Supply and Management Strategy for

the Karratha City Centre articulates the combination

of parking supply control and management

mechanisms that will support:

The implementation of the Karratha City of the

North (KCN) Plan

Multimodal access to the city centre, including

much improved amenity and accessibility for

pedestrians

Activation of streets within the city centre

Increased efficiency of parking supply and use

in the city centre

A fairer approach to car parking based on more

of a user-pays framework than current practice

Making appropriate allowances for oversized

vehicles (e.g. trucks) but not to the detriment of

other modes

A travel demand management framework that is

being applied to the city centre

The range of parking supply mechanisms that may

be applied under the Strategy include:

Prescribed parking maxima (target rates of

supply) and minima for each type of non-

residential land use and a permissible discount

of 10% for residential developments compared

to the Residential Design Codes (R Codes)

A cash-in-lieu scheme

A reciprocal parking scheme

The Strategy outlines two case studies that

demonstrate how a combination of mechanisms

could be applied to a new development.

Additionally, recommendations are provided

regarding supply of taxi and ACROD bays, bicycle

parking, and end-of-trip facilities. Guidance is

supplied as to screening parking and maintenance of

a parking inventory. Moreover, the Strategy allows

contingency for the implementation of future

initiatives such as a parking levy.

The various parking management tools that shall be

applied under the Strategy include dwell time limits

and parking fees. Requirements for monitoring and

enforcement, way-finding and administration of

parking are also articulated. Furthermore, the

Strategy identifies preferred locations for publicly

available parking. Finally, a proposal

implementation programme is outlined.

It is intended that the provisions of the Strategy form

an Amendment to Town Planning Scheme No. 8

and/ or Development Policy and become the

operational requirements for parking in the Karratha

City Centre


1.0 Introduction

1.1 Background

LandCorp commissioned Arup to provide transport

planning services in relation to the Karratha City

Centre Infrastructure Works (KCCIW) Project. A key

aspect of the services was preparation of a

comprehensive Parking Supply and Management

Strategy (the Strategy) for the City Centre, which

supports:

The implementation of the Karratha City of the

North (KCN) Plan



pedestrians


Increased efficiency of parking supply and use in

the city centre

A fairer approach to car parking based on more

of a user-pays framework than current practice



other modes

A travel demand management framework that

will be applied to the city centre

The document is divided into a number of sections,

including:

Section 2 – Parking supply and management in

Karratha City Centre

Section 3 – Current policies and practice in Karratha

Section 4 – Proposed parking supply criteria

Section 5 – Proposed parking management tools

Section 6 – Proposed future publicly available

parking locations

Section 7 – Proposed implementation programme

Section 8 – Summary and next steps

Arup has consulted with LandCorp, the City of

Karratha, Appian Group and TPG in the

development of the Strategy. The Strategy sits

alongside other transport planning documentation

prepared for the KCCIW Project, including:

Arup’s Phase 1 Transport Report relating to the

project (KARTC 2011-04-01 Phase 1

Report_FINAL)

The longer term Transit Plan for Karratha (KACIP

2013-07-02 Transit Plan_FINAL)

The explanatory report associated with the

Karratha Townsite Spreadsheet Model (KARTC

2011-11-28 Karratha Townsite Spreadsheet

Model Report_FINAL)

The explanatory report associated with the

complete traffic modelling process, including

development of the Karratha Townsite

Spreadsheet Model, City Centre Paramics Model

and SIDRA intersection analysis (KACIP 2013-

07-03 Transport Modelling Report_FINALv2)

The road safety audit of the detailed design for

Works Packages A and B (Karratha Close

Out_RSA-1)

The project summary report (KACIP 2013-07-09

Project Summary Report_FINAL)

The current version of the Strategy reflects:

Updated information regarding the cost of

constructing car parking in Karratha (relevant for

cash-in-lieu stipulations)

Updated base drawings, which affect spatial

recommendations

Some revisions to parking supply and management

requirements following a review of the associated

statutory instrument (DP18: Karratha City Centre

Parking Policy) initiated by the City of Karratha

(February 2013)

1.2 Application of the Strategy

The current Karratha City Centre Zone is defined in

Figure 1. The Strategy will apply to the future City

Centre Zone, which is shown in Figure 2, and

reflects modifications to the movement network and

lot boundaries. The city centre encompasses ‘city

centre’ land uses (shown as light blue in Figure 1

and the boundary road network (Dampier Road,

Balmoral Road, future northern boulevard and

Searipple Road, shown in red and dark blue). The

provisions of the Strategy associated with parking

supply are intended to override the provisions of

Town Planning Scheme No. 8 as they relate to

parking and access (Clause 6.12 and Appendix 4 to

the Scheme).


Figure 1: Current City Centre Zone (marked as ‘Karratha’) (Source: Whelans, 2011)

Figure 2 – Future City Centre Zone (marked as ‘Karratha’) (Source: Whelans, 2011)


2.0 Parking supply

and management in

Karratha City Centre

2.1 Scheme planning context (parking provisions)

Conventional Australasian planning practice is to

oversupply car parking. This reflects standard North

American practice and is associated with historical

patterns of urban growth and significant increases in

household mobility through the mass production of

cheap motor vehicles. Oversupply of car parking is

perpetuated by the requirements of many statutory

planning schemes that often:

Prescribe parking supply minima but not

maxima for new developments

Forecast peak hour needs

Assume single-use developments in low density

areas and therefore do not account for linked

trips (e.g. walking trips between different, nearby

land uses)

The current capital expenditure (excluding GST),

required for providing car parking in Karratha, based

on geographical factors (e.g. cost of construction in

Karratha and excluding land costs), is:

At-grade bays provided in off-street car parking

areas, assuming 28m2 per bay is in the order of

$6,000 per bay1 (with the equivalent cost in

Perth being about $3,500)

Under-croft parking, assuming 37m2 per bay is

in the order of $45,000 per bay1 (with the

equivalent cost in Perth being about $26,000)

Bays in a decked structure, assuming 32m2 per

bay is in the order of $47,000 per bay1 (with the

equivalent cost in Perth being about $29,000)

This represents a 60-65% premium on parking

provided in metropolitan Perth. For important

reasons, particularly geotechnical and drainage

issues, underground car parking is not feasible in

Karratha.

1 Cost advice provided by RBB dated July 2013.

Based on current estimates, about 27% of

developed land in the city centre is devoted to car

parking and about 40% to vehicle access, circulation

and parking, representing a significant allocation of

premium land to parking that could be utilised for

other purposes (see Figures 3 and 4). This land

coverage may be compared to the provisions of the

Liveable Neighbourhoods Design Code, which

generally refers to an allocation of 25% of

development land for roads in suburban contexts.

The Strategy is intended to rationalise the supply

and management of parking as application of

standard parking requirements in Karratha City

Centre is not considered appropriate. This is given

the locational advantages offered by activity intensity

and the desirable urban design outcomes articulated

in the KCN Plan. These outcomes include:



pedestrians, the potential for future transit

access from adjoining suburbs and provisions

for cyclists (e.g. cycling infrastructure and end of

trip facilities)


Strategically locating publicly available parking



other modes

2.2 Parking Principles

The following principles were developed for inclusion

in the strategy. These were discussed and agreed

with the City and LandCorp:

The Parking Supply and Management Strategy

must be flexible, manageable and context-

specific, incorporating clear guidance on

transitioning the city centre from current

conditions to the future environment is envisaged

by the KCN Plan

The Town Planning Scheme needs to limit/

define the city centre environment to avoid

parking sprawl and make the supply and

management strategy work

Minimum and maximum rates of parking supply

for separate land uses should be set based on

the forecast yield and these should be consistent

with an overall parking supply strategy


Figure 3: Delineation of car parking area on developed land in the existing City Centre Zone

Figure 4: Delineation of paved areas for vehicle circulation, access and parking on developed land in the existing City

Centre Zone


A majority of parking should be available to the

public thereby allowing the greatest flexibility in

its use. This should be facilitated through the

use of developer contributions/ cash-in-lieu to

allow provision of additional public facilities, if

required

During typical peak periods, about 85-90% of

parking should be utilised, to allow traffic to

circulate and find vacant bays

All parking available to the public should be

managed through a combination of pricing and

dwell time limits, which could be relaxed at

certain times of the day. All long-stay parking

should be located away from the heart of the city

(i.e. Sharpe Avenue and Karratha Terrace),

especially where it is allowed on streets

On-street parking should be included in the

overall pool of parking supply

Service vehicle parking should be provided on

specific streets and discouraged on Sharpe

Avenue and Karratha Terrace

During the redevelopment of the city centre,

cleared land could be utilised as temporary

parking to support the transition on the basis that

the temporary nature of this parking is clearly

displayed. As on-street parking is developed

when road reserves are developed, this supply

should assist with meeting the needs of the city

centre through this transition

Sufficient provisions for ACROD vehicles,

scooters and cycle parking should be made in

key locations in the city centre

Legible, well-located signage and way-finding

devices should be installed in selected locations

to promote efficient circulation of vehicles and

manage access by semitrailers and caravans

Over the long term, the City should monitor

parking on residential streets adjacent to the city

centre and consider implementing management

strategies if issues arise. Such strategies may

include a residential permit scheme

Reciprocal (shared) parking arrangements

should take precedence over increasing parking

supply once a critical mass of development is

reached

An appropriate level of cash-in-lieu should be

charged for reductions in supply below the

prescribed parking maxima. This cash-in-lieu

fund could be made available for end-of-trip

facilities, investment in cycling infrastructure,

transit provisions or similar, rather than just

public car parking (noting that this would require

a Scheme amendment)

Decked or covered parking structures should be

favoured over at-grade parking areas (excluding

on-street parking), particularly for retail precinct

parking

All on-site car parking should be screened from

streets by building facades (noted in draft local

planning policy DP1)

Monitoring and enforcement are critical

requirements and could be funded by parking

revenue


3.0 Current policies

and practices in

Karratha

3.1 Provisions of Town Planning Scheme No 8

Parking requirements for different land uses in

Karratha are in accordance with Town Planning

Scheme (TPS) No. 8. Clause 6.12 of the Scheme

articulates criteria in relation to vehicle parking and

access, which include:

Design standards (e.g. requirements for sealing

and drainage)

Rates of parking supply on the basis of land use

(e.g. expressed as a number of bays per square

metre of floor area)

Provisions for the City to require additional

parking in some cases on the basis that the case

for the increase is explained to a developer

Application of cash-in-lieu payments at the

discretion of the City, which are to be held in an

account set aside for funding public parking

Provisions for the City to amend parking

requirements should circumstances justify the

change

Allowance for reciprocal parking should the City

be satisfied that an appropriate formal

arrangement is in place and sufficient parking will

be available to the developments that are a party

to the agreement

Allowance for a reduction in on-site parking

supply, at the City’s discretion, should a

development be located adjacent to a

constructed public car park

Appendix 4 to the Scheme specifies the rates of car

parking supply that shall be provided. This is

included as Attachment A to the current report.

The Scheme gives the City the discretion to specify

rates of parking supply should a proposed land use

not be referred to in the reference table. 1

3.2 A comparison of current parking requirements

Table 1 compares the requirements of Town

Planning Scheme No. 8 with requirements under

other guides, policies and schemes. Some of the

requirements vary across different sets of

regulations. However, many of the rates reflect

conventional conditions where the intent is to

provide sufficient parking to:

Cater for peak demand (e.g. 85th percentile

demand on the third busiest day of the year)

Meet parking requirements for a site internally

(e.g. assuming that each development will

provide sufficient car parking to meet its own

peak needs)

Accommodate a high car mode share for trips

attracted to individual developments (e.g. in

reflection of car-centric suburban conditions)

The final column in the table provides a benchmark

for rates of parking for various land uses. The

benchmarks are based on the most common or

median rate of supply (as relevant), recommended in

a sample of planning schemes. These data are

provided for comparative purposes, only


Land use category

Guide, policy or scheme

Town of Vincent

Policy No 3.7.1

Parking and Access

City of Belmont

Town Planning

Scheme No 14

Roads and traffic

Authority of New

South Wales (2002)

Institute of

Transportation

Engineers (8th

Edition)

City of Bunbury

Town Planning

Scheme No. 7

Shire of Ashburton

Town Planning

Scheme No. 7

City of Karratha

Town Planning

Scheme No. 8

Benchmark

requirements

Consulting rooms

(health)

3 bays/ room 4 bays/ practitioner 3 bays/ consulting

room (assuming

concurrent operation)

1 bay/ 20m2 NLA

At discretion of

Council

4 bays/ room for the

first two rooms plus

1 per additional

consulting room and

1/ employee at the

time of peak

operation

4 bays/ room for the

first two rooms plus

1 per additional

consulting room and

1/ employee at the

time of peak

operation

4 bays/ consulting

room

Retail 1 bay/ 13m2 NLA 1 bay/ 16m2 NLA - 1 bay/ 21m2 NLA

(neighbourhood

retail)

1 bay/ 40m2 NLA for

public areas plus 1/

100m2 NLA used for

storage with a

minimum of 5 bays

1 bay/ 20m2 NLA 1 bay/ 20m2 NLA 1 bay/ 20m2 NLA

Shopping centre At discretion of Council At discretion of

Council

1/ 24m2 NLA for

centres bigger than

30,000m2

1 bay/ 17.5m2 NLA 1 bay/ 20m2 NLA

(based on 12,000m2 +

yield)

At discretion of

Council

At discretion of

Council

1 bay/ 20m2 NLA

Cafes/ restaurants 1 bay/ 4.5m2 public

area

1 bay/ four seats 1 bay/ 5.7m2 NLA or 1/

three seats

1 bay/ two seats

and/ or 1 bay/ 4.6m2

NLA for bars/

lounges

At discretion of

Council

1 bay/ 6m2 dining

area

1 bay/ 6m2 dining

area

1 bay/ 6m2 dining

area

Office 1 bay/ 43m2 NLA 1 bay/ 30m2 NLA 1 bay/ 34m2 NLA

(unrestrained)

1 bay/ 19.7m2 NLA 1 bay/ 30m2 NLA

except areas open to

the public that shall be

at a rate of 1/ 20m2

1 bay/ 30m2 NLA 1 bay/ 30m2 NLA 1 bay/ 30m2 NLA

Community purpose At discretion of Council At discretion of

Council

- 1 bay/ 26m2 NLA At discretion of

Council

At discretion of

Council

At discretion of

Council

1 bay/ 26m2 NLA

Recreation and

leisure

1 bay/ 26m2 NLA At discretion of

Council

Various 1 bay/ 4.9m2 NLA At discretion of

Council

At discretion of

Council

At discretion of

Council

1 bay/ 26m2 NLA

Hotel/

entertainment

1 bay/ bedroom or 1/ 3

beds, whichever is

greater plus 1 bay/

3.8m2 public area or 1/

4.5 persons approved

for the site, whichever

is greater

1 bay/ bedroom plus

1/ m2 of bar and

lounge and 1/ 4m2 of

seating only areas

- 1.3 bays/ bedroom

(plus ancillary

allowances for

restaurants etc)

1 bay/ bedroom plus

1 bay/ 2m2 NLA used

for bar plus 1 bay/ 4

sets or per 5m2 for

dining/ reception plus

1/ 15m2 NLA used for

storage etc

1 bay/

accommodation unit

plus 1/ 5 units for

visitors and staff

1 bay/

accommodation unit

plus 1/ 5 units for

visitors and staff

1 bay/

accommodation

unit plus 1/ 5 units

for visitors and

staff

Table 1 – A comparison of current on-site parking supply requirements across selected guides, policies and schemes


4.0 Proposed

parking supply

mechanisms

4.1 Existing use rights

For existing land uses, current provisions/ parking

arrangements may stand. When a proponent

chooses to redevelop and/ or change uses on the

site, should any additional activity intensity be

proposed, the provisions of Town Planning Scheme

No. 8 Clause 6.12.5 will apply. Parking

requirements in accordance with this Policy will be

determined on a case-by-case basis at Council’s

discretion. Special consideration may be given to

encourage redevelopment of sites considered

strategic to redevelopment of the city centre.

4.2 Minimum and maximum parking requirements

Residential parking requirements shall be as per the

rates specified in Attachment B, excepting hotel/

motel. For all other land uses including hotel/ motel

the following stipulations will apply.

Private non-residential car parking supply is

proposed to be controlled through the development

application process as it is currently. Parking

requirements should be calculated for all uses on a

site that are likely to generate parking demand in

their own right.

Current rates applied by the City have been reduced

by 10% to account for the locational advantages

(from an access perspective), of land use

agglomeration in the city centre with associated

opportunities for walking trips and link trips (e.g.

people are able to drive to the city, park their car in

one location and walk to several destinations).

The revised rate becomes the maximum on-site

supply of parking permissible under the Strategy and

is also the target rate of supply. Developers can

thereafter choose to seek agreement with the City

regarding the application of one or more supply

rationalisation mechanisms - outlined in the following

sub-sections - to reduce on-site parking supply to a

level at or above the permitted minimum (see

Attachment B). The permitted minimum is equal to

half the target rate of supply.

In exceptional circumstances and at the City’s

absolute discretion the minimum may be waived. In

such exceptional circumstances, the shortfall would

require an equivalent cash-in-lieu payment (see

sub-section 4.3).

Thus, if a proponent was to lodge a development

application for 1,000m2 net lettable area (NLA) of

office space and 200m2 of retail (shops), the

maximum (target) provision of on-site parking would

be calculated as follows:

Total on-site parking = 39 bays (maximum/ target

supply), calculated as follows:

o Office: one bay/ 33m2 NLA (minimum allowed

on site provision)

1,000/ 33 = 30 bays (rounded down)

o Shop: one bay/ 22m2 NLA (minimum allowed

on site provision)

200/ 22 = 9 bays (rounded down)

Should the proponent negotiate with Council a

variance to these requirements by agreeing on a

cash-in-lieu payment or shared parking arrangement

(see below), the minimum amount of parking that

could be provided would be calculated as follows:

Total on-site parking = 20 bays (minimum

permitted), calculated as follows:


on site provision)



on site provision)

200/ 44 = 5 bays (rounded up)

Alternatively, the proponent may demonstrate to the

satisfaction of the City, that the target rate of supply

does not suit the particular type of development

proposed. There are two mechanisms for doing this:

Citing empirical evidence that may be reasonably

applied to the development proposal

Showing that some internal trip capture is likely

to occur (e.g. a land use included in a

development will generate a reduced or no

independent parking demand due to its co-

location with other, complementary land uses).

Under these circumstances, the minimum

parking calculations for a proposed development

may also be revised downwards. Relevant

considerations include:

o Establishment of a relationship between

different land uses on the same site, such as


function rooms provided within a hotel

development for use by hotel patrons

o How a claimed reduction relates to the scale

of activity (e.g. a smaller restaurant co-

located with a hotel has less capacity to

accommodate public diners than a larger

restaurant)

o Whether land uses within a development are

open to the public (e.g. fitness centres and

pools are often provided in hotels for the

exclusive use of hotel patrons)

o The City reserves the right to amend rates of

parking and/ or remove the requirement for a

minimum rate of on-site provision at some

point in the future, when greater efficiencies in

the supply and use of parking are being

achieved.

The City reserves the right to amend rates of parking

and/ or remove the requirement for a minimum rate

of on-site provision at some point in the future, when

greater efficiencies in the supply and use of parking

are being achieved.

4.3 Cash in lieu

On agreement with the City, a developer may pay

cash-in-lieu equivalent up to the difference between

the minimum and maximum rates of supply for non-

residential parking. The cash-in-lieu contribution is

recommended to be calculated on a per bay basis,

with the amount payable per bay being equal to the

average of:

The cost of a bay at-grade including construction

costs and the rateable cost of land required to

provide the bay (28m2 assumed)

The construction cost of a bay in a decked

structure and 50% of the rateable cost of land

required to provide the bay (assuming that future

decked parking structures are likely to be limited

to two storeys in most cases)

All construction costs are to be calculated in

accordance with development costs applicable in

Karratha (see sub-section 2.1), indexed to the

Building Inflation Index of WA. The City will be

responsible for determining a time each year at

which the cash-in-lieu value is recalculated.

The current cash-in-lieu payment would be $26,500

per bay plus applicable land costs, based on:

[$47,000 (construction cost of a bay in a multi-

storey structure) + $6,000 (construction cost of

an at-grade bay)]/ 2 = $26,500 per bay, plus

applicable land costs

Assuming the basic yield scenario of 1,000m2 NLA

office and 200m2 NLA retail shops, the minimum on-

site parking permitted would be:




on site provision)



on site provision)


The difference between the target requirements (39

bays) and minimum permitted bays (20 bays) would

be, on agreement with Council, be covered through

a cash-in-lieu payment calculated as follows:

19 bays (39-20) x $26,500 per bay = $503,500

plus applicable land costs as the cash-in-lieu

payment

The cash-in-lieu collected by the City shall only be

available for transport expenditure (including

provision of public parking facilities), within or of

benefit to the city centre and may be held by the City

until such time as an appropriate transport

improvement project is defined. Transport

improvement projects may be to the benefit of any

mode of transport and include (but are not limited

to):

Public parking provision

Investment in public transport infrastructure and/

or services

Streetscape improvements

Pedestrian infrastructure

Public end-of-trip facilities and/ or cycle parking

Cash-in-lieu revenue may neither be reallocated to

general revenue nor used to fund street

maintenance.

Development of publicly available parking facilities

funded by the City through the cash-in-lieu scheme

(and other funding mechanisms), should occur as

demand arises. It would typically be precipitated by

available non-private car parking in the city centre


consistently being above 90% capacity during

weekly peak periods.

In the first instance, public parking can be made

available at-grade on land set aside for future public

parking facilities, should sufficient funding not be

available for the construction of a decked facility.

This is on the proviso that by build-out of the city

centre, off-street public parking will be provided

exclusively in decked structures.

4.4 Reciprocal (shared) parking

The opportunity for reciprocal parking arrangements

to be negotiated with the City reflects the intent for

car parking within the city centre to be used as

efficiently as possible.

Shared parking arrangements may not include

residential parking except where this is permitted in

the Residential Design Codes. This is because:

Ownership of residential parking is typically very

fragmented, as each household will own one or

two bays

Legal agreements can be much more easily

formed and managed with registered businesses

compared to homeowners

The utilisation profile of residential parking makes

it difficult for shared parking arrangements to be

struck, particularly when numerous bays are

required to cover a shortfall

Reciprocal parking arrangements relating to non-

residential parking shall be considered on a case-by-

case basis, with the developer to demonstrate a

case to the City that parking facilities can be shared

between complementary land uses whether these

land uses are on the same site or on sites in close

proximity to each other.

Where a developer would be utilising parking

provided on a different parcel of land (particularly

where the other land is owned by another party), a

covenant or similar planning instrument governing

the supply and use of the parking will be required

with the City as a party to the agreement. At such

time as the reciprocal parking facilities cease to be

available, the City retains the right to require cash-in-

lieu to cover any shortfall in parking under the

Strategy.

Continuing with the example of a development

encompassing 1,000m2 NLA of office and 200m2

retail shops, the proponent could, on agreement with

Council, provide the required minimum of 20 bays

on-site. The shortfall of 19 bays could be met

through a legally binding agreement with an adjacent

landowner that permits use of some existing parking

on their site during periods of peak demand.

Any developer wishing to make an application for

reciprocal parking dispensations will be required to

use first principles to compare forecast traffic

generation rates to generate a demand profile for

parking as part of a development application. In

effect, a developer must demonstrate that land uses

are complementary and realistic demands for

parking in peak periods can be met (e.g. demand

associated with all land uses with which the parking

is associated), notwithstanding the other provisions

and intent of the Strategy. In our example, a mixed

office/ retail development could enter a reciprocal

parking agreement with a neighbouring restaurant or

entertainment venue, which would usually both be

complementary land uses.

On-street parking shall not be included in any

calculations of shared parking. Figures 5-7 provide

general guidance for developers on parking demand

profiles for typical land uses.

The City retains discretion to take into account the

proximity of parking and any barriers to pedestrian

movement between the parking bays and destination

land use(s) (e.g. roads). In general, the following

maximum distances between parking bays and

destination land uses will be accepted by the City

(Table 2).

The City may request cash-in-lieu from the affected

party in accordance with the Strategy in instances

where a reciprocal parking arrangement lapses.

Forecast duration of

stay

Walking distance

(parking bay to

building access)

<30 minutes 100m

30 minutes – 1hour 200m

1 – 2 hours 400m

>2 hours 800m

Table 2 – Maximum acceptable walking distance from

reciprocal parking bays to destination land uses based

on forecast average duration of stay


Figure 5 – Varied land uses and parking utilisation

Figure 6 – Parking accumulation (weekday) [Source: Melrose Arch Parking Study, Johannesburg (Arup, 2005)]

Figure 7 – Parking accumulation (Saturday) [Source: Melrose Arch Parking Study, Johannesburg (Arup, 2005)]


4.5 Screening and access

All on-site parking (including decked structures) shall

be screened by buildings, except where agreed with

Council, along Sharpe Avenue and Karratha

Terrace, and all other streets in the City Centre Zone

at the discretion of the City. No at-grade parking

aisles may be provided parallel to any street in the

city centre where the aisle or any parking bays

would then abut to the street. All parking should

conform to AS2890.1 with any deviations to be

agreed by the City.

4.6 Motorcycle parking, taxis, service vehicles, loading zones, disabled

parking

No specific on-street provisions for taxis are required

under the Strategy as it is anticipated that larger

developments will incorporate specific provisions on

site. Individual developers will be required to provide

ACROD parking in accordance with the

requirements of AS2890.1.

In the short term, as part of planning for the city

centre, the City may specify locations for on-street

loading and ACROD bays. The City promotes a

precinct-based approach to consideration of loading

zones and shared loading zone(s) for larger

developments requiring such services.

No on-street parking provision is made for oversized

vehicles including semi-trailers and caravans.

Exceptions are made for coach set-down and pick-

up. Semi-trailer parking provisions (for the purposes

of goods deliveries), is to be made on individual sites

requiring such access. Service vehicle access and

parking is to be factored into individual applications

for planning approval.

Preferred locations for coach pick up/ set down are

shown on Figure 8. Specific provisions for caravans

and coach layover shall be made in the location

shown on Figure 8, which are consistent with the

provisions in the KCN Plan.

4.7 Bicycle parking and end-of-trip facilities

Bicycle parking requirements are articulated in the

City Bike Plan. These are minimum requirements

for new developments. To help support the travel

demand management objectives of the Parking

Supply and Management Strategy, it is

recommended that the City Bike Plan is updated to

articulate both requirements for bicycle parking and

end-of-trip facilities (e.g. showers, lockers and

changing facilities), for all categories of land use

specified in Appendix B.

4.8 Application of multiple reductions in on-site provisions

At the discretion of the City, the provision of parking

may be calculated through a combination of

reduction mechanisms.

There is a presumption against approving less

parking than the stipulated minimum rate for each

land use proposed. In theory, a suitable case may

be established by a proponent through adequate

demonstration of internal trip capture and referral to

empirical evidence. This clause may be reviewed by

City in the future as and when there is less of a case

for parking being available for the sole use of

individual developments.

The following example demonstrates how an

agreement could be reached between a proponent

and the City to apply multiple reduction factors. The

proponent lodges their development application for

1,000m2 net lettable area (NLA) of office space and

200m2 of retail (shops). Under the Parking Supply

and Management Strategy, the ‘target’ rate of

parking supply is:

Total on-site parking = 39 bays (target/

maximum), calculated as follows:

Office: one bay/ 33m2 NLA


Shop: one bay/ 22m2 NLA

200/ 22 = 9 bays (rounded down)

The proponent uses empirical evidence including

parking demand profile data to show that:

33% of trips to retail are likely to be associated

with office workers employed on site

Different parking demand profiles for retail and

office mean that the overall peak parking demand

on the site is likely to be 33 bays

On these bases and on agreement with the City, on-

site parking supply requirements are set at 33 bays.

The proponent then negotiates with the City to

provide the minimum amount of parking required

under the Strategy and cover the shortfall in office

bays through cash-in-lieu. Thus, the development

application as it relates to parking supply and

management specifies:





on site provision)


o Shop: revised target rate is one bay/ 33m2.

Revised minimum is one bay/ 66m2 NLA


Agreement for six less bays than the original

target rate due to internal trip capture and

opportunities for on-site sharing of parking bays

Cash-in-lieu payment of $397,500 plus land costs

for 15 bays associated with the retail component

4.9 Maintenance of a parking

inventory

The City shall maintain a parking inventory, which

identifies where parking is located for each land use

and describes any planning mechanisms that

restrict/ direct/ allow use. This shall incorporate all

off street and on street parking, and distinguish

between public and private parking areas.

4.10 4.10 Future initiatives

Aside from the matters within the Strategy that

remain at its discretion, the City retains the option to,

in the future, levy private parking that is supplied in a

manner similar to the provisions of the Perth Parking

Management Act, although this would be subject to

public advertising and relevant consultation.


Figure 8 – Preferred locations for coach pick up/ set down and coach/ caravan parking


5.0 Proposed

parking

management tools

5.1 Dwell time limits and parking fees

Streets within the city centre along which limits and

fees are to apply are shown in Figure 9. Limits and

fees shall not apply between the hours of 7pm and

6am, Monday to Sunday. The times at which

parking fees and dwell time limits shall apply are

subject to future review at the discretion of the City.

Higher fees and stricter dwell time limits will be

applied to premium parking: e.g. bays in the heart of

the city centre, along Karratha Terrace and Sharpe

Avenue.

It is recommended that no all-day parking be allowed

for any on-street parking bays in the City Centre

Zone.

Developers shall be encouraged by the City to

institute dwell time limits and fees that are

reasonable for the users of the parking that they

provide.

Parking management mechanisms, including dwell

time limits and fees are proposed to be phased in

following redevelopment of streets as part of the

infrastructure works plan. The dwell time limit and

fee regime should be generally in accordance with

Figure 9 and Table 2, with specific limits/ charges to

be imposed at the discretion of the City.

5.2 Monitoring and enforcement

Monitoring and enforcement should occur following

the introduction of the dwell time limit and fee

regimes and be funded by parking revenue (fines

and fees), in the first instance. To assist with

behaviour change among the public and observance

of the new regulations, warnings should be issued

for an initial amnesty period (e.g. one month) the

purpose of which would be to educate people that

new time limits/ charges apply. Thereafter, fines

should be levied at a rate to be determined by the

City (e.g. Town of Claremont and City of Fremantle

parking fine is currently set at $50.00). A monitoring

programme would have the added benefit of

informing the City as to when new publicly available

car parking should be made available.

5.3 Way-finding

Given the relatively small size of the city centre,

way-finding signage may be limited to strategic

locations, such as near the intersections of:

Sharpe Avenue and Dampier Road (e.g.

northbound on Sharpe Avenue)

Karratha Terrace and Balmoral Road (e.g.

eastbound on Karratha Terrace)

Warrambie Road and Balmoral Road (e.g.

eastbound on Warrambie Road)

Warrambie Road and Searipple Road (e.g.

westbound on Warrambie Road)

Karratha Terrace and Searipple Road (e.g.

westbound on Karratha Terrace)

Signage should direct car drivers to publicly

available parking facilities as these are built and in

the longer-term, electronic signage may be used to

indicate how many free bays are available in each

structure.

5.4 Parking administration

The City retains the option for private supply and

management of parking available for use by the

public (excluding on-street parking), when public

facilities are constructed.


Figure 9 – Guide to application of dwell time limits and parking fees based on proximity to the City Centre Core


6.0 Proposed future

publicly available

parking locations Figure 10 shows preferred locations for future

publicly available parking facilities. These locations

illustrate a deviation from the provisions in the KCN

Plan based on the development of new opportunities

and constraints following its release.

Site one (north of Karratha Terrace and east of

Sharpe Avenue) is a likely site for the first decked

structure as part of the KCN Partnering opportunity

RFP. Each quadrant of the City Core (defined by

the intersection of Sharpe Avenue and Karratha

Terrace), should have planning provision for car

parking.

The identification of preferred locations does not

imply that each must be used for provision of

publicly available decked parking (particularly in the

short term). Rather, (re)development of the sites in

the short-medium term must not preclude their

conversion to decked parking at some point in the

future when a feasibility/ needs assessment has

been conducted. This allows either:

Temporary land uses on the sites; or

Use of the sites in the interim for at-grade publicly

available parking

Figure 10 – Preferred future locations of publicly available parking facilities


7.0 Proposed

implementation

programme

An overview of a potential implementation

programme for the Parking Supply and Management

Strategy is provided in Table 3. Critically, the

programme outlines who are responsible for the

implementation of each element articulated in this

Strategy, proposed timing for each element and the

applicable delivery mechanism/ s.

Element Responsible

agent

Timing Implementation

mechanism/ policy

Parking supply aspects of

the Strategy: e.g. minima

and maxima, cash-in-lieu

policy

All developers/

City of Karratha

To become effective immediately

following approval of the associated

City Centre Parking Policy by the City

Amendment to Town

Planning Scheme No. 8 and/

or Development Policy 1;

development approval

Development of car

parking register for the

city centre

All developers/

City of Karratha

Immediate Car parking survey; updates

to registry as part of

development approvals

process

Update of City Bike Plan in

view of wider provisions

articulated in Bicycle

Victoria Guidelines

City of Karratha Immediate (wider provisions of Bicycle

Victoria Guidelines to apply in the

interim)

Amendment to City Bike Plan

Identification of locations

for on-street loading

zones/ ACROD

City of Karratha Immediate

Delineation of zones/ bays to follow

upgrades to road network

Review of city centre growth

plan; infrastructure

investment from public

works funds

Dwell time limits City of Karratha To apply to Sharpe Avenue and

Karratha Terrace effective following

completion of roadworks.

Local ordinance; City Rangers

Monitoring, enforcement

and fines

City of Karratha Effective following introduction of

dwell time limit controls. Institution of

management mechanisms and

enforcement must be preceded by

erection of relevant on-street signage

and advertisement on the City’s

website

Local ordinance; City Rangers

Delineation of coach pick-

up and set-down areas on

Welcome Road and Klenk

Street.

City of Karratha Required as soon as possible, subject

to funding allocation

Infrastructure investment

from public works funds

Off-street public parking

facilities

City of Karratha/

developer

First off-street facility likely to be Site 1

and/ or 2 shown in Figure 10,

operational by mid-2015

Subsequent rollout of facilities

dependent on programme of property

acquisition, availability of cash-in-lieu

funds and demand

Land purchase; tender

Way-finding systems City of Karratha Effective following opening of off-

street public parking facilities

Infrastructure investment

from public works funds


8.0 Summary and

recommendations The Strategy has outlined the various provisions for

parking supply and management in Karratha City

Centre. The combination of parking supply

mechanisms that shall be applied include:

Prescribed parking maxima (target rates of

supply) and minima for each type of non-

residential land use and a permissible discount of

10% for residential developments compared to

the R Codes

A cash-in-lieu scheme

A reciprocal parking scheme

The Strategy outlined two case studies that

demonstrate how a combination of mechanisms

could be applied to a new development.

Additionally, recommendations were provided

regarding supply of taxi and ACROD bays, bicycle

parking, and end-of-trip facilities. Guidance was

offered as to screening parking and maintenance of

a parking inventory. Moreover, the Strategy

provided contingency for the implementation of

future initiatives such as a parking levy.

Thereafter, the various parking management tools

that shall be applied including dwell time limits and

parking fees were described. Monitoring and

enforcement, way-finding and administration of

parking were discussed and preferred locations for

publicly available parking identified. Finally, a

proposed implementation programme was

presented.

Overall, the application of these mechanisms in

concert with the multimodal transport planning and

development objectives articulated in the KCN Plan

should facilitate the resilient growth of Karratha City

Centre into a vibrant regional hub in the northwest of

the State. This Strategy should serve as the basis

for the preparation of a City Centre Zone Parking

Policy for Karratha.

It is recommend that in the future the City gives

consideration to reviewing and updating the

Strategy. Potential refinements may include

specifying:

The percentage of parking provided by

developers that is to be allocated for tenants and

visitors (this may become part of the

Development Application process)

A percentage of parking provided by the

developers is to be publicly available


Attachment A – Appendix 4 from Town

Planning Scheme No. 8 (2011)

NO. DEVELOPMENT CAR PARKING REQUIREMENTS

RESIDENTIAL

1 Aged and Dependent Persons

Dwelling

As per Residential Design Codes.

2 Ancillary Accommodation As per Residential Design Codes.

3 Caravan Park As per the Caravan Park and Camping Grounds Regulations

4 Caretaker’s Dwelling One per dwelling.

5 Driver’s Accommodation At Council’s discretion.

6 Grouped Dwelling As per Residential Design Codes.

7 Home Business At Council’s discretion.

8 Home Occupation Demand for additional parking not compatible with this use.

9/10 Hotel/Motel One per accommodation room, plus one per every five rooms for visitors and

staff.

11 Multiple Dwelling As per Residential Design Codes.

12 Park Home Park At Council’s discretion

13 Residential Building One per every two sleeping units, plus two per every seven units for visitors

and staff.

14 Rural Settlement At Council’s discretion.

15 Short-Stay Accommodation One bay per single bedroom unit, one and one half bays per two bedroom

unit, one and three quarter bays per three bedroom unit, and two and two

bays per four bedroom unit.

16 Single House As per Residential Design Codes.

17 Tourist Resort At Council’s discretion.

18 Transient Workforce Accommodation At Council’s discretion.

INDUSTRY

19 Abattoir As per Light and General Industry.

20 Aerodrome At Council’s discretion.

21 Agriculture At Council’s discretion.

22 Intensive Agriculture At Council’s discretion.

23 Harbour Installation At Council’s discretion.



24 Hire Service (Industrial) One per 100 square metres of display area and one per employee, plus at

Council’s discretion the provision of oversized vehicle bays.

25 Industry - Cottage At Council’s discretion.

26 Industry - Extractive At Council’s discretion.

27 Industry - General Four per the first 200 square metres of floor space used for industrial

process and thereafter one per every 100 square metres of this floor space.

28 Industry - Light As per Industry – General.

29 Industry - Noxious At Council’s discretion.

30 Industry - Rural As per Light and General Industry.

31 Industry - Service At Council’s discretion.

32 Industry - Resource Processing At Council’s discretion.

33 Minor Utility Installation Demand for additional parking not compatible with this use.

34 Road Freight Terminal At Council’s discretion.

35 Stockyard At Council’s discretion.

36 Storage facility/depot/lay down area At Council’s discretion.

37 Utility Installation At Council’s discretion.

38 Wind Energy Facility At Council’s discretion.

COMMERCE

39 Animal Establishment At Council’s discretion.

40 Display Home One per dwelling, in addition to those provided to each dwelling in

accordance with the R Codes.

41 Dry Cleaning Premises One per 20 m2 of net lettable floor area.

42 Market As per Shop.

43 Motor Vehicle and/or Marine Repair Two per motor vehicle repair bay, one per employee and at Council’s

discretion in the case of marine repair.

44 Motor Vehicle and/or Marine Sales and

Hire

One per 300 metres of sales area and one per employee.

45 Motor Vehicle and/or Marine Service

Station

One per motor vehicle repair bay, one per 20 square metres of net lettable

sales area, one per six square metres of dining space, one per employee

and in the case of marine service station at Council’s discretion.

46 Motor Vehicle and/or Marine Wrecking One per employee.

47 Motor Vehicle Wash One additional bay per wash bay and one per employee.

48 Office One per 30 square metres of net lettable area.

47 On-site Canteen One per 10 square metres of floor space.



48 Outdoor Display One per 100 square metres of display area plus one per employee.

49 Reception Centre One per four square metres of function area.

50 Restaurant One per six square metres of dining space.

51 Restricted Premises One per 20 square metres of net lettable area.

52 Shop One per 20 square metres of net lettable area.

53 Showroom One per 50 square metres of net lettable area.

54 Take-away Food Outlet One per two square metres of public floor space and one per employee

55 Vehicle Store At Council’s discretion.

56 Warehouse One per employee plus one per 200 square metres of net lettable area.

HEALTH, WELFARE AND COMMUNITY SERVICES

57 Car park At Council’s discretion.

58 Child Care Premises One per every 10 children plus one per employee.

59 Community Use At Council’s discretion.

60 Consulting Rooms Four per consulting room for the first two rooms, one per additional

consulting room plus one per employee at the time of peak operation.

61 Education Establishment At Council’s discretion.

62 Emergency Services At Council’s discretion.

63 Funeral Parlour Five bays plus one per employee at the time of peak operation.

64 Hospital One per three beds plus one per employee plus additional bays at Council’s

discretion for outpatient services.

65 Juvenile Detention Centre At Council’s discretion.

66 Medical Centre As per consulting rooms for consulting rooms within the centre, one bay per

20 square metres of net lettable sales area within a pharmacy, two bays per

every other premises within the centre and one per employee at the time of

peak operation of each premises.

67 Nursing Home One per five beds plus one per employee at the time of peak operation.

68 Place of Public Meeting, Assembly or

Worship

One per four square metres of meeting, assembly or worship area.

69 Prison At Council’s discretion.

70 Veterinary Centre Five per practitioner where practice is limited to domestic pets, all other

places at Council’s discretion.


ENTERTAINMENT, RECREATION AND CULTURE

71 Equestrian Centre At Council’s discretion.

72 Entertainment Venue One per three square metres of entertainment area.

73 Private Recreation At Council’s discretion.

74 Public Recreation At Council’s discretion.

75 Tavern One per two square metres of bar floor area available to the public, plus one

per four square metres of lounge floor area available to the public, plus one

per six square metres of outdoor entertainment/ beer garden area available

to the public.


Attachment B - Minimum and maximum

(target) rates of on-site parking supply

based on land use

Land use Minimum Maximum (target)

Residential

7 Home business At Council’s discretion

8 Home occupation Demand for additional parking not compatible with this use

9/10 Hotel/ motel 0.45 per accommodation room plus

0.45 per every five rooms for visitors

and staff

0.9 per accommodation room plus 0.9

per every five rooms for visitors and

staff

11 Multiple dwelling As per R Codes minus 10% of requirement across the residential development

13 Residential building 0.9 per every two sleeping units plus 1.8 per every seven units for visitors and

staff

15 Short-stay accommodation 0.9 bays per single bedroom unit, 1.35 bays per two bedroom unit, 1.6 bays per

three bedroom unit and 1.8 bays per four bedroom unit

17 Tourist resort At Council’s discretion

Industry

31 Industry – service At Council’s discretion

Commerce

41 Dry cleaning premises One per 44m2 net lettable floor area One per 22m2 net lettable floor area

42 Market As per shop

44 Motor vehicle and/ or marine

sales and hire

One per 666m2 of sales area and 0.45

per employee

One per 333m2 of sales area and 0.9

per employee

45 Motor vehicle and/ or marine

service station

0.45 per motor vehicle repair bay, one

per 44m2 of net lettable sales area,

one per 13.3m2 of dining space, 0.45

per employee and in the case of

marine service station at Council’s

discretion

0.9 per motor vehicle repair bay, one

per 22m2 of net lettable sales area, one

per 6.7m2 of dining space, 0.9 per

employee and in the case of marine

service station at Council’s discretion

47 Motor vehicle wash 0.45 additional bays per wash bay and

0.45 per employee

0.9 additional bays per wash bay and

0.9 per employee

48 Office One per 66m2 net lettable area One per 33m2 net lettable area

50 Outdoor display One per 222m2 of display area plus

0.45 per employee

One per 111m2 of display area plus 0.9

per employee

51 Reception centre One per 8.8m2 of function area One per 4.4m2 of function area

52 Restaurant One per 13.4m2 of dining space One per 6.7m2 of dining space

53 Restricted premises One per 44m2 net lettable area One per 22m2 net lettable area

54 Shop One per 44m2 net lettable area One per 22m2 net lettable area

55 Showroom One per 112m2 net lettable area One per 56m2 net lettable area

56 Take-away food outlet One per 4.4m2 of public floorspace

plus 0.45 per employee

One per 2.2m2 of public floorspace plus

0.9 per employee

Health, welfare and community services

59 Car park At Council’s discretion

60 Child care premises One per every 22 children plus 0.45

per employee

One per every 11 children plus 0.9 per

employee


Land use Minimum Maximum (target)

61 Community use At Council’s discretion

62 Consulting rooms 3.6 per consulting room for the first two

rooms and 0.9 per additional

consulting room plus 0.9 per employee

at the time of peak operation

1.8 per consulting room for the first two

rooms and 0.45 per additional

consulting room plus 0.45 per

employee at the time of peak operation

63 Education establishment At Council’s discretion

64 Emergency services At Council’s discretion

66 Hospital One per 6.7 beds plus 0.45 per

employee plus additional bays at

Council’s discretion for outpatient

services

One per 3.3 beds plus 0.9 per

employee plus additional bays at

Council’s discretion for outpatient

services

68 Medical centre As per consulting rooms for consulting

rooms within the centre, one bay per

44m2 of net lettable sales area within a

pharmacy, two bays per every other

premises within the centre and 0.45

per employee at the time of peak

operation of each premises

As per consulting rooms for consulting

rooms within the centre, one bay per

22m2 of net lettable sales area within a

pharmacy, two bays per every other

premises within the centre and 0.9 per

employee at the time of peak operation

of each premises

70 Place of public meeting,

assembly or worship

One per 8.8m2 of meeting, assembly or

worship area

One per 4.4m2 of meeting, assembly or

worship area

72 Veterinary centre 5.6 per practitioner where practice is

limited to domestic pets. All other

places at Council’s discretion

2.8 per practitioner where practice is

limited to domestic pets. All other

places at the City’s discretion

Entertainment, recreation and culture

74 Entertainment venue One per 6.6m2 of entertainment area One per 3.3m2 of entertainment area

75 Private recreation At Council’s discretion

76 Public recreation At Council’s discretion

77 Tavern One per 4.4m2 of bar floor area

available to the public plus one per

8.8m2 of lounge floor area available to

the public, plus one per 13.4m2 of

outdoor entertainment/ beer garden

area available to the public

One per 2.2m2 of bar floor area

available to the public plus one per

4.4m2 of lounge floor area available to

the public, plus one per 6.7m2 of

outdoor entertainment/ beer garden

area available to the public

City of Karratha

Lot 1083 Welcome Road

PO Box 219

Karratha WA 6714

(08) 9186 8555

[email protected]

Documents

Karratha City Centre Parking Supply and Management Plan · Project Summary Report_FINAL) The current version of the Strategy reflects: Updated information regarding the cost of constructing