Parking Services

Stirling Public Parking

Proposed Implementation Strategy

Parking Spot

February 2012

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EXECUTIVE SUMMARY

City of Stirling Public Parking Management Strategy The main driver for provision of a Stirling Parking Service with a dedicated team of parking professionals has been the City of Stirling Public Parking Management Strategy that was prepared by ARRB Consulting Group and delivered to the City in December 2008. The Strategy was adopted by Council on 3 February 2009. The Strategy included 12 Key Findings and 18 Recommendations aimed at developing and providing an efficient and effective Parking Control and Management Service. One of the recommendations was for the City to undertake parking surveys that would provide accurate information on how parking is used in high parking demand locations and provide details on public parking inventory. Parking Surveys The City appointed Donald Veale Consultants (the Consultant), to carry out the surveys of parking facilities at several recognized high demand and high use locations. The surveys sought details on: Car parking capacity; Parking occupancy of legitimate parking bays; Instances of parking in undesignated parking bays; and The origin and destination of people parking in the survey areas.

The locations surveyed were: Herdsman Business Park; Glendalough street parking; Bradford Street near Edith Cowan University; Railway Parade Mt Lawley; Mt Lawley Business Precinct; Inglewood business Precinct; Main Street business Precinct, Osborne Park; and Innaloo, Part of Business Precinct.

The survey findings were delivered to the City in October 2011. The surveys consisted of interviews with motorists using parking facilities and recording of registration numbers at regular time intervals to determine length of stay. Accuracy of Survey sample A total of 1,531 interviews/surveys were completed from 9,020 parking facility users which equates to a + or – 2.28 tolerance and 95% accuracy. This compares favourably with the City’s Annual tracking Survey with a + or – 3.7 tolerance. Interview /Questionnaire Response Summary and Comparison. The responses from survey interviews and questionnaires enabled identification of some similarities and comparison of results between the eight different areas.

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Note: The following details relate to the total of each area surveyed. In some instances the separation of areas of lower parking demand would have provided a significantly different outcome. Some sections of the survey areas returned quite low parking demand. Common Trends to all Areas Surveyed: Trips originated from home or work – average of 86%. Trips were single purpose/ single destination – average 91% Single occupancy vehicle trips – average 88% Highest Parking Demand Locations were: Park 5+ times per week: Herdsman 71% Railway Pde 60%, Innaloo Nth 47% Park 6 – 10 hrs per day: Herdsman 65% Railway Pde 50%, Innaloo Nth 77% 59% of Glendalough users did not answer the question on frequency of use and length of stay. From observation it is expected that Glendalough has a high demand for long term parking. Where Parking Facility Users Live: An overall average of 48% of all parking users are City residents. However this varies considerably from precinct to precinct as illustrated below. Mainly City Residents: Glendalough 85%, Innaloo Nth 80%, Main Street 52%, Inglewood 51% An average of 52% of all parking users live outside the City Live Outside the City: Mt Lawley 77%, Bradford Street 70%, Railway Pde, 70%, Herdsman 67%, Inglewood 49%, Main Street 48% Trip was local: Bradford Street 100%, Herdsman 99%, Mt Lawley 98%, Main Street 94%, Railway Pde 90%, Inglewood 90% Highest Parking demand Locations: Herdsman Business Park; Innaloo Nth (Stirling Station),

Glendalough (Glendalough Station), Railway Pde, Mt Lawley (Mt Lawley Station),

Development of Parking Schemes The Survey results and the supporting information obtained, has been used with other relevant data to develop Parking Schemes and strategies to address the management of parking within the surveyed areas. The results of each area surveyed are reported in detail later in this proposed implementation strategy together with a map of the surveyed areas.

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Transition for State and Local Government Increases in population, vehicle ownership and traffic congestion, are being experienced in most metropolitan and regional local governments in the State. Stirling is not alone in its need to initiate and successfully achieve change in public dependency on private motor vehicle for transport. Almost every day, there are reports in the media about the challenges associated with traffic jams. It is appreciated that a major change must occur to prevent the traffic situation continuing to get worse with projections of increased population due to the resources boom expected for many years to come. While there has been acceptance of the need to change at the strategic planning level, the public appear unwilling to change their transport mode in sufficiently large numbers to make a significant impact on high traffic volumes at peak traffic periods. Any change that has occurred has been slow, almost unnoticed. The Car is King The culture of “car is king” is what most people in Western Australia have grown up with. Most personal cars are parked within 25 paces of the front door. There is rarely any thought given about where to park at our destination. There is an expectation that a parking bay will be there just like always. There will not be a change from this approach unless action is taken by State and local governments to force the change. The application of paid parking has been proven internationally, to be the most successful approach to take. The majority of the City’s immediate neighbouring and close local governments already charge for parking. These include Joondalup, Vincent, Cambridge, Subiaco and Perth. There is a strong perception that people working, shopping and visiting those locations regularly use the free parking in Stirling rather than have to pay at their destination. Paid parking will address the park and ride problem and provide much needed funding to construct additional parking facilities where it is acceptable to do so. The application of paid parking is recommended at several high parking demand locations in the City. The Cost of Parking The cost of providing parking bays is considerable ranging from $6,000 to $8,000 per bay on land owned or controlled by the City. With the requirement to buy land the cost increases significantly to approximately $35,000 for land alone. With construction cost added to land cost (at $1,000 per M2) a parking bay today costs close to $43,000. The City has changed its planning requirements for onsite parking with new developments, factoring down considerably the parking requirement, particularly when close to public transport routes and public parking stations. New developments now have greater capacity to house more people whether employees or residents. This is one initiative to encourage far greater use of public transport. What also has to change is the improvement to public transport and increased incentive and encouragement to use it and other modes of transport.

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Focus of Stirling Public Parking Implementation Strategy The Stirling Public Parking Implementation Strategy has focussed mainly on the following matters:

a) Maximising use of verge areas for construction of new parking stations and construction of angle parking with back in drive out;

b) Application and collection of Cash in Lieu applicable to new developments to help pay for construction of new parking facilities;

c) Application of paid parking to help pay for construction of new parking facilities and maintenance of existing parking facilities;

d) Increasing significantly, the number of motorcycle bays that are provided within the road reserve. No parking fee to apply to motorcycle parking to encourage greater use of this mode of transport;

e) Of some bicycle parking facilities within the road reserve and encouraging employers to provide secure bicycle parking for employees on their premises as well as end of trip facilities;

f) Provision of shade trees to enhance the appearance of streetscapes and provide shade for parked vehicles at on-street parking and in parking stations;

g) Provision of a marketing/education program to explain to the public the actions being taken by the City including reduction of parking requirements in new developments, application of paid parking, and a limit on the amount of public parking that will be provided to encourage increased use of public and other forms of transport and the reasons why.

These matters relate to all high parking demand areas and it is expected that they will eventually be applied across the City. SUMMARY OF MAIN RECOMMENDATIONS The following is a summary of recommendations that apply across all areas that were subject to parking surveys in 2011. Generally 1. Increase use of verge areas for the provision of additional parking supply with new parking

stations and angled parking where this can occur; 2. Encourage safe driving practice by having drivers reverse in and drive out of angled

parking bays, rather than back out into traffic at busy times; 3. Plant more shade trees in and around parking facilities ; 4. Provide more motorcycle parking bays in all hot spot parking locations and provide these

facilities without charge to encourage increased motorcycle use. Herdsman Business Park 1. Apply paid parking in Herdsman Business Park; 2. Significantly greater use be made of verges with formalized and well designed and

constructed verge angle parking where possible;

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3. The opportunity to develop five (5) new parking stations within the road reserve of Hasler and Parkland Roads has been identified. Use of the wide verges for parking is considered a good and less costly strategy than having to purchase land for parking;

4. Construction of two new access roads from Hasler Road to Jon Sanders Drive. This has been raised previously but has not progressed. With increased development adding to traffic volumes, it is an obvious action to assist with improved access;

5. Additional time restricted bays have been included in the proposed parking scheme for the area. Additional time restricted bays can be added as the need is identified;

6. Provision will be made within the road reserve to significantly increase motor cycle bays and provide them free as an incentive to use that mode of transport. Provision will also be made for parking of bicycles although it would be preferable that they be parked within the employers premises to discourage theft;

7. Improved pedestrian connectivity between sectors each side of Selby street should be part of the City’s Footpath Strategy;

8. Main Roads WA be requested to install “Slow Down 50” signs at entry points from Jon Sander Drive which has a speed limit of 70kph;

9. Employ a dedicated parking team to control and manage Stirling Parking. Glendalough Street Parking 1. Apply paid parking in streets around the Glendalough Train Station; 2. Advise Department of Transport of the identified need to provide bike lockers at train

stations and request information on any proposal they have to increase parking in the area for commuters;

3. Retain existing parallel parking along the east side of Cayley Street at this time and investigate other options to increase parking supply in other locations nearby;

4. Timed parking on the west side of Cayley Street to be removed and place some timed bays in Pollard Street. Consider one way traffic in Cayley Street travelling north to south;

5. Increase some parking prohibitions near the corners of Cayley Street to enable buses more room to manouvre around corners.

Bradford Street near Edith Cowan University 1. Do not apply paid parking at this time but keep under review likely for stage 2; 2. Apply time restrictions to the 25 bays to encourage greater vehicle turnover.

Railway Parade Mt Lawley – Mt Lawley Train Station 1. Do not apply paid parking at this time but keep under review likely for stage 2; 2. Revise time restrictions on west side adjacent businesses and provide free at this time; 3. Keep these areas under review to identify need for change; 4. Employ a dedicated Parking team to provide a consistent enforcement at hot spot

locations and a professional parking service to the community.

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Mt Lawley Business Precinct 1. Do not apply paid parking at this time but keep under review likely for stage 2; 2. Make some changes to time limits and keep under observation to identify any need for

changes to time restrictions or the introduction of parking fees; 3. Increase enforcement staff to provide consistent enforcement of parking restrictions and

prohibitions. Inglewood Business Precinct 1. Identify those business properties that have not developed their property with onsite

parking and write to them encouraging them to do so; 2. Examine opportunities to apply angle parking to verge areas of Seventh Avenue and other

side streets off Beaufort Street with intent to use Cash in Lieu if appropriate; 3. Apply time restrictions to parking facilities at Inglewood Civic Centre to accommodate

needs of visitors to the Centre and staff parking. Main Street Business Precinct 1. Do not apply paid parking at this time but keep under review likely for stage 2; 2. Public parking adjacent the shopping precinct be subject to time restrictions and the area

will be kept under observation to identify any need for change; 3. Encourage business owners to provide bicycle parking and end of trip facilities; 4. Attend to identified signage issues and water ponding near the bus stop; 5. Additional work is required to finalise the parking Scheme for the area. Innaloo North near Ikea 1. Discourage parking on development sites and require property owners to provide and

maintain fencing adequate to prevent vehicular access to coincide with completion of the Department of Transport new parking station;

2. Keep time restrictions in the street system under review to identify any need to change to support business activity in the area.

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INTRODUCTION The City of Stirling Public Parking Management Strategy (the Strategy) was prepared by ARRB Consulting Group and delivered to the City in December 2008. The Strategy was adopted by Council on 3 February 2009. The Strategy included 12 Key Findings and 18 Recommendations aimed at developing and providing an efficient and effective Parking Control and Management Service. The Strategy Findings and Recommendations remain highly relevant today. Several recommended actions related to the introduction of paid parking in Herdsman Business Park and other areas that experience high parking demand. At the time the Strategy was prepared it was accepted that Stirling required a paradigm shift in the way parking was provided, regulated and managed. The City has relied heavily on developers providing sufficient onsite parking to meet the needs of their developments. Little has been done with provision of City owned and controlled public parking facilities in commercial and business areas. What has been provided has been available to users without charge. Free parking in Stirling has and will continue to: encourage the high use of personal motor vehicles as the preferred mode of transport; encourage motorists to hunt for parking bays, make unnecessary trips and increase

traffic congestion; encourage the use of Stirling parking facilities by commuters to employment locations

outside the City; provide the unrealistic public expectation that the City will continue to provide and pay

for more free public parking as demand grows. Need for Change Recent studies relating to the future development of Stirling City Centre (SCC) as a major destination and viable alternative to the Perth Central Business District (CBD), have confirmed the need for Stirling to initiate positive steps that reduce the current high dependency on and use of personal motor vehicles. It is imperative that a shift in mode of transport is achieved in favour of increased use of public and alternative forms of transport. This is required at all high parking demand locations across the State. Without this shift the street system will eventually not cope with traffic volumes. The street system will be constantly jammed with traffic. This is becoming increasingly evident as the State has experienced significant population growth with corresponding increases in private vehicle ownership and traffic volumes. While the several studies mentioned above have focused on the development of SCC, it must be emphasized that the findings and outcomes are relevant to the business and commercial precincts across the City.

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The need for the population to increase its use of public and alternative forms of transport, has been recognized by change in planning policy with the City taking the initial important step to reduce the onsite parking requirement for new developments. This has resulted in a shortfall in parking supply in some locations and demands for more parking to be provided. While some public parking will be provided, it will not meet the continuing increase in parking demand. Marketing/Education Program Required What has not happened is the corresponding marketing/education program to advise the general public of the ramifications of the decision to reduce onsite parking requirements with new developments. There will be a reduction of private parking and likely increase in demand for public parking. It is considered imperative that an education program be undertaken so the public can understand the reasons for and need to change the current high dependency on personal motor vehicles. The public must also be advised that the City will not simply construct more and more public parking to meet the increased parking demand. To assist in maintaining traffic volumes at an acceptable level, the City will move from accommodating public demand for parking to regulating parking supply. This will involve more parking restrictions, paid parking and construction of some parking to an agreed level and where it is possible to do so. Major Transition Required The City is faced with the need to initiate significant change in the way residents and the public generally, view and use their personal motor vehicle. There needs to be move away from what is currently done and expected with parking. If the current “car is king” culture and attitude remains, the required change to public and other modes of transport will not be successful. Like other local governments faced with excessive parking demand, limited supply, and free parking, some hard decisions need to be made and a period of significant transition commenced. Keeping the long term goals of the City in mind is critical at this time. It is important that the City addresses the current shortfall in public parking in high demand locations where it is possible to do so and to agreed parking capacities. It is considered that construction of new parking facilities in conjunction with an education program advising the public that there will be a limit on parking supply and why, will do much to gain public acceptance of the City’s development and parking policies. Public Transport - Parking Levy The State Government must address increasing demands for public transport. It is looking at opportunities to pay for the new and different public transport facilities needed to service expected increases in usage. The prospect of a public transport parking bay levy has been well documented and is likely to be applied at major business/commercial areas well served by public transport. The proceeds of this levy will be used to partially fund the proposed increased provision of public transport. The City will have to pay the levy for the public parking bays it provides.

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Some Confusion with Verge Parking It has been identified that there is confusion about verge parking and adjacent owner’s rights to use it exclusively or not at all. This needs to be addressed. The verge is that portion of land between the constructed edge of the roadway and the adjacent property boundary. The City has referred to the verge as ‘nature strip’ and this appears on parking control signs as well as ‘verge’. The Parking Working Group (Officers) have endorsed a request to no longer use the words ‘nature strip” on parking control signs and use only the word ‘verge”. It is also necessary to clarify when an adjacent land owner may have some rights as to who is permitted to park on “His/Her” verge. In residential areas, the City encourages residents to maintain their verge, keeping it tidy and making a positive contribution to the streetscape. The City provides some incentive for residents to do this by extending rights to determine who is authorised to park on ‘their’ verge. In situations of verges adjacent business and commercial premises and in business and commercial precincts generally, the approach taken in residential areas is not appropriate and cannot apply. Verges are needed for a number of activities including pedestrian paths, indented or angle parking, street activities, placement of services like bus stops, post boxes, loading bays, crosswalks etc. The City needs to determine what the verge is used for and have control over and be responsible it. This position is no different to that which already applies in the City’s neighbouring local governments. It is proposed that this matter be addressed in policy and an amendment be made to the City’s Parking Local Law that clarifies the City’s position. Residential Parking Permits Where parking time restrictions and or paid parking is applied to residential streets it may be necessary to issue residential parking permits to assist residents without parking to park with having to comply with time restrictions or payment of the hourly/daily fee. In keeping with the City of Stirling Public Parking Management Strategy, it be recognised that a residence without onsite parking has been constructed at a considerable cost saving. The owner or residents will complain about not having parking and may receive further cost benefit when issued with a residential parking Permit in an area subject to paid parking. A residential permit should not be considered as an automatic right that can simply be applied for and be granted. Residential permits need to be subject to stringent eligibility criteria including a high annual fee and be strictly enforced so that a residential parking permit is something of value and an exception. The annual permit fee should be equivalent to 60% of the annual revenue that would otherwise be generated from a paid parking bay where the permit applies. If residential permits are readily available to most residents regardless of whether they have onsite parking for their exclusive use or not, then it would be preferable not to apply the parking restrictions or paid parking at that location. The application of parking time restrictions and parking fees, have several aims some relating to business operators and residents, being to:

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Share the available parking spaces with as many users as possible in keeping with the time limit that is applied;

Encourage those motorists that have exclusive access to onsite parking, to use that parking and leave the public parking available for other motorists who do not have onsite parking.

A residential Parking Permit Policy will be developed and provided for Council consideration. Motor Cycle Parking Bays One of the findings from the Parking Surveys was the high number of vehicles that are used to commute to and from work that are driver only. The space required for one parallel parking bay can accommodate three to four motor cycles. There are numerous instances where it would not be appropriate to have car parking bays that would be ideal for motor cycle parking. It is proposed that the City significantly increase provision of motor cycle parking bays throughout areas of high parking demand and provide them without fees with the aim of increasing this mode of transport. Bicycle Parking It is recognised that cyclists would mostly prefer to have their bicycle parked at a designated secure location at their work place or at a train station in a secure location rather than at a bicycle rack within the street system where they could be readily accessed and stolen. While it is proposed to provide some bicycle racks within the road reserves, it would be preferable that bicycle parking facilities be provided where they would be preferred and most likely used. It is important that the City continue to encourage business proprietors to provide end of trip facilities for their staff who are bicycle riders. The continued application by City planners, of appropriate conditions of approval requiring bicycle and rider facilities in new developments is supported. PARKING SURVEYS - HOW PUBLIC PARKING CURRENTLY WORKS The City accepted that it must make positive steps to address parking issues within its boundaries and has commenced that process. At its meeting on 23 November 2010, Council approved the carrying out of surveys of high demand parking locations, to gain a better understanding of how public parking facilities were being used. The City appointed Donald Veale Consultants (the Consultant), to carry out the surveys of parking facilities at several recognized high demand and high use locations. The surveys sought details on: Car parking capacity; Parking occupancy of legitimate parking bays; Instances of parking in undesignated parking bays; and The origin and destination of people parking in the survey areas.

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The locations surveyed were: Herdsman Business Park; Glendalough street parking; Bradford Street near Edith Cowan University; Railway Parade Mt Lawley; Mt Lawley Business Precinct; Inglewood business Precinct; Main Street business Precinct, Osborne Park; and Innaloo, Part of Business Precinct.

Analysis and Conclusions of Survey Data The Consultant completed the surveys in July 2011 and the final report was provided to the City in October 2011. A large amount of valuable information was produced in a significant 221 page report. That detail has been analysed and summarised and forms part of this proposed Implementation Strategy. The data captured by the surveys and interviews, has provided a snap shot of how public parking facilities in the areas surveyed were being used at the time of the survey. That data together with other information obtained from various sources (City Planning and Approvals, Engineering Design and Operations, Department of Transport, Stirling Alliance) has been used in the development of parking schemes to apply in the areas surveyed. Important aspects of the Stirling Public Parking Management Implementation Strategy are:

• the application of paid parking to help manage and fund the increase in parking supply in several areas of high parking demand;

• improved safety of all road users with angle verge parking, better connectivity with footpaths and more shade trees.

Definitions Relating to Survey Report The following definitions relate to this report and will assist in its interpretation and understanding. “Public Parking” means both on-street parking bays and the off-street parking stations that are owned by the City. “Private Parking” means the parking facilities located at the front or rear of business premises, that are privately owned but available for use by business owners and the general public, who in most cases are customers of the adjacent business. “Legal parking” means: those locations that are marked as parking bays plus unmarked on street parking bays where parking is permitted. “Undesignated Parking Bays” means verge parking whether permitted or not, plus on street parking in areas where parking is prohibited and opportunistic parking on vacant land.

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Note: Vehicles parked on Private Property and Verges are not illegal. Verge parking is accepted as being permitted in commercial areas unless there is a sign prohibiting it. Increased Parking Enforcement Since the completion of parking surveys in June 2011, the City has appointed a Ranger dedicated to parking control. That ranger enforces parking controls in high demand locations. FUNDING THE PARKING SERVICE AND NEW PARKING FACILITIES The City needs to establish a dedicated parking team able to deliver the level and quality of parking services agreed to by Council for the community. The number of staff will depend on the type of enforcement and parking equipment that is applied to control and manage the City’s public parking facilities. New parking facilities will be required to meet some of the parking demand and these facilities will also have to be paid for. The development of any new service requires operational funding and capital. The amount of funds will depend on how quickly the service is to be developed and the establishment costs. In keeping with the approved guiding principles for the development of the City’s parking service, it would be expected that the funding provided by the City to establishment the parking service will be treated as a loan and repaid so that there is minimal cost to the City’s ratepayers. It is expected that there will be opportunity for some funding to be provided from Cash in Lieu where approved developments have a parking shortfall and make a contribution to help fund parking facilities in close proximity to their development. The proceeds from paid parking are expected to be the main funding process in the long term. Off Street and Multi Level Parking Facilities The requirement to purchase land for either ground level parking or construction of multi level parking facilities will require significant funding. Regardless of where the funding is obtained, the principle of minimal funding from ratepayers should apply with repayments coming from parking revenue. This will need further consideration and acceptance. PUBLIC PARKING STRATEGY IMPLEMENTATION OUTLINE The proposed Stirling City Public Parking Implementation Strategy for the recognised high parking demand locations has been outlined in the following documentation. It comprises a summary of parking survey data for each high parking demand location surveyed, the Consultant’s recommendations, followed by officer comment relating to the area, and details of the proposed Parking Scheme. The Consultant’s recommendations have been taken into consideration during the development of the proposed parking scheme for each area. In the majority of instances there is officer agreement with the Consultant’s recommendations.

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1.1 HERDSMAN BUSINESS PARK – OSBORNE PARK The area was divided into four (4) routes to get suitable size survey areas. Section 1 – ‘All Routes’, details findings for the whole Herdsman Business Park. Section 2 - Route 1, was found to be quite different and inconsistent when compared to the other routes. Section 3 - Routes 2, 3 and 4 being similar and consistent, are combined. The following three tables give an accurate indication of the parking situation in the Herdsman Business Park. It is noted that parking demand has increased significantly since the surveys were completed in July 2011.

Figure 2.14: Survey Areas

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Section 1. ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 822 legal bays No time restriction 791 622 79% 10.00am 966 1.2 times 261 highest Time restricted 31 26 (648) 84% 10.00am 93* (1059) 1.3 times Section 2. ROUTE 1

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 100 legal bays No time restriction 100 35 35% 2.00pm 65 0.6 13 highest The section west of Selby Street (100 bays) is quite different from the rest of Herdsman Business Park with lower parking demand (35%) and occupancy (35%). Section 3. ROUTES 2, 3, & 4

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 722 legal bays No time restriction 691 618 86% 10.00am 846 1.3 248 highest Time restricted 31 26 (644) 84% 10.00am 93** (939) 3 times 1.1.1 Interview Surveys were conducted with 255 questionnaires completed = 17% sample size. (1504 vehicles parked) The following information was obtained from interviews with motorists. 1.1.2 Parking Demand Interview Outcomes 71% (180) park 5+ times per week 7% ( 17) park 2 -3 times per week 65% (166) parked for 6 – 10 hours per day 5% ( 13) parked for between 4 – 6 hrs 85% (215) of trips were for work or business related

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1.1.3 Parking Origin 84% (214) of trips originated from home 14% ( 35) of trips originated from work 1.1.4 Parking Destination 99% (253) of interviewees advised trip was local 98% (250) of trips were single purpose/ single destination. 1.1.5 General 33% ( 83) of motorists were City of Stirling residents 67% (172) of motorists live outside the City. 93% (237) were single occupancy vehicles 1.1.6 Concerns Raised by Motorists Interviewed 1. Increase in number of businesses but no increase in parking; 2. Vehicle queuing and entering Jon Sanders Drive from Hasler Road between 1600Hrs and

1700Hrs daily; 3. Speeding vehicles. OBSERVATIONS 1.1.7 Relevance of Existing Parking Restrictions The turnover of time restricted bays with a multiple of 3, indicates that restrictions are appropriate and additional time restricted bays may be necessary to support business activity. 1.1.8 People Using the Parking in the Area 98% response from interviews indicated trip was single purpose/ single destination and 2% was for commuting. The demand for parking in the area is high with the majority being for work or business. There is opportunity to promote the use of alternative transport modes with 33% of motorists living in the City and 56% relatively close by. 93% of vehicles parked in the area were single occupant. 1.1.9 Illegally Parked Vehicles 27 vehicles of the 93 vehicles parked in time restricted bays overstayed the time limit. 1.1.10 Opportunities to Increase Amount of Parking in the Area Road widths currently of 10.0 metres provide opportunity to have parallel parking on one side of

the road. Widening the road to 14 metres would enable 45 degree angle parking to be applied There are opportunities for additional off street parking stations similar to existing three at: - South west side of Hasler Road just east of the north access of Jon Sanders Drive ; and - West side of Hasler Road, south of Gould Street.

1.1.11 Suitability to Provide Angle Parking in the Area Widening the road to 14 metres would enable 45 degree angle parking to be applied at:

East side of Walters Drive east of Gould Street to just west of the curve in the road alignment; South side of Walters Drive between Teakle and Gould Street (vegetation exists on the north

side); South side of Walters drive just west of Teakle Street.

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CONSULTANT’S RECOMMENDATIONS - HERDSMAN

1. Consider the introduction of paid parking into this precinct with the objective of improving parking management and supply;

2. Investigate options to provide angled on street parking on Walters Drive and Hasler Road, which will have a dual benefit of increasing parking provision and slowing traffic speeds due to narrowing of the road;

3. Investigate the feasibility of providing additional off street parking along Hasler Road;

4. improve access arrangements between Jon Sanders Drive and Hasler Road; 5. Increase the number of time restricted bays to ensure visitor parking for businesses

is available; 6. Promote the use of public transport and cycling, particularly to those living close by

within the City of Stirling; 7. Improve pedestrian connectivity between Route 1 sub area and that of Route 2; 8. Install signage at the entry to Hasler Road from Jon Sanders drive, to advise drivers

that they are entering a slower speed environment with high pedestrian activity on Hasler Road;

9. Increase enforcement activity to reduce overstaying of vehicles in time restricted bays;

10.Consider the introduction of appropriate actions to reduce the number of undesignated parking bays in the area.

OFFICER’S COMMENT PARKING CHARACTERISTICS OF HERDSMAN BUSINESS PARK The parking controls in the Herdsman Business Park were found to be in need of reorganization, application of appropriate controls and dedicated management. The parking scheme relating to the area had not had a comprehensive review for many years. The majority of parking controls had been applied as need arose and determined in isolation. The proposed Parking Scheme addresses the Consultant’s recommendations, the current deficiencies and takes into consideration the following parking characteristics of the area: Private parking facilities meet a substantial portion of the current parking demand; The majority of public parking users require long term (all day) parking; There is some need for short term (up to two hours) parking to cater for increasing numbers of

business visitors to the area; Montessori School in Parkland Road has specific needs for set down and pick up of students.

The school caters for very young students who need close supervision in a busy street environment;

Parking demand has changed significantly in a relatively short time with the completion and occupancy of several high rise office developments that front Parkland Road. This situation is likely to be frequently repeated with on-going developments of similar size as this precinct of the City grows;

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There is a need to address the way verge parking is provided. There are current concerns with safety aspects of vehicles backing out into oncoming traffic while having limited vision of on-coming vehicles;

There are few if any residents that would be directly affected by the application of paid parking in this area;

There are opportunities to construct several car parks within the road reserves. Development of five car parks is recommended. There will be limited opportunity for the development of more parking within the road reserve;

Parking for motor cycles/motor scooters will be provided to cater for and encourage increased use of this mode of transport;

The need to provide parking for bicycles will be kept under review. However, it is expected that bicycle riders would prefer to have their bicycles securely located within their work place rather than the street system;

Major Increases in Parking Demand - Recent Developments The following is a table of developments that were either under consideration, approved by the City, already under construction or completed and occupied as at the end December 2011. The table provides a good indication of the potential for further development in the Herdsman Business Park and the impact this could have on employment, parking and traffic in that area.

Address DA reference Approx. office space (m2)

Number of parking bays

Estimated workforce

20 Parkland Road, DA07/2223 4851 147 485 3 Hasler Road, DA09/2034 8000 294 800 133 Hasler Road, DA07/2776 17891 515 1789 14 Walters Drive, DA07/1496 5139 147 513 67 Walters Drive, DA06/0645 6703 230 670 35 Walters Drive, DA11/0738 15600 310 1560 86A Walters Drive, DA11/1608 548 24 55

TOTAL 58732 1667 5872 (BCA requirement of a maximum 1 person per 10sqm floor space used for estimate of workforce) It is acknowledged that the proposed development at 35 Walters Drive has been reviewed and changed. At the time of preparing this document, the changes were still to be considered. It should also be acknowledged that at the time of preparing this strategy, a policy is in place to restrict the height of new office development in most of the Herdsman Business Park to two levels. The above table demonstrates that change can happen quite quickly and the City needs to be in a position to respond quickly to change. PARKING SUPPLY Onsite Private Parking Supply The greatest number of parking bays is provided onsite within business premises. There are many large developments that include several hundred parking bays. From observation, this parking is used to support individual business activity and can include parking for customers, senior staff and other employees.

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It can also include goods delivery facilities. In areas of high parking demand, most onsite parking is efficiently used. The introduction of paid parking would encourage maximum use of onsite private parking facilities which in turn would free up some public parking.

Parking on Vacant Land There are several unfenced development sites within Herdsman Business Park which are heavily used for parking. Evidence suggests that these sites have been used for parking for several years. While parking on undeveloped sites does assist in meeting parking demand, those sites will not always be vacant but will be developed and will contribute to determining levels of parking demand in the area. It would be expected that pressure will come on for development of the vacant land as it is a scarce commodity, will progressively increase in value and the location of Herdsman close to the Perth CBD will ensure it is a sought after area for business to be. An efficient, well managed parking scheme evident in the area will assist in its attractiveness as a place for business to be. Verge Parking The use of verge parking where permitted, is extremely high. The survey identified some 248 vehicles parked on grass or generally unconstructed bays. This is a significant contribution to public parking and this level of verge parking requires positive treatment to enable appropriate management. The control and management of verge parking in the Herdsman Business Park will be a major challenge for the City. It will be important that all permitted verge parking in Herdsman Business Park is subject to a parking fee the same as parking on-street and in public car parks. The formalisation of verge parking in the area has been identified as providing a significant contribution to parking supply in the area. If treated as recommended, with well laid out verge parking having the requirement to reverse in drive forwards out, with numerous street trees, the overall effect will contribute to the appeal of the area and safety of all road users.

Some Initial Increases in Parking Supply Some ‘no parking’ prohibitions have been removed along Hasler Road and on the verge/median between Hasler Road and Jon Sanders Drive at the southern end to increase parking supply. The completion and occupation of several high rise office developments has significantly increased parking demand. Removing the previous ‘No Parking’ prohibitions has increased much needed parking supply in the area. PROPOSED NEW HERDSMAN BUSINESS PARK PARKING SCHEME The Parking Scheme for the Herdsman Business Park has been reviewed and a proposed new Parking Scheme with application of paid parking is attached. The main features of the new parking scheme include an increase in parking supply with angle and parallel parking, significant streetscape enhancement and construction of five new parking stations. The proposed new parking is all within the road reserve.

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CONSULTANT’S RECOMMENDATIONS The Consultant’s recommendations are generally supported and have been considered in development of the implementation strategy and proposed new parking schemes. In some instances the recommendations need further consideration and investigation which will be undertaken at a later time. Where the recommendations have been addressed in the proposed parking schemes, this has been made clear. The consultant’s recommendations have been fully reproduced in bold. Officer’s comment and assessment follows not bolded. Consultant’s Recommendation 1 Consider the introduction of paid parking into this precinct with the objective of improving parking management and supply; Based on the Parking Survey data (17% sample) 67% of motorists who use the public parking facilities in the Herdsman Business Park live outside the City. If paid parking does not apply, they do not contribute to the cost of providing and maintaining the parking they use. It is considered appropriate that all users of public parking facilities contribute to that cost. This particularly applies where there is a need to construct additional parking facilities to meet demand and there is the opportunity to do so. Officers Preferred Outcome: Paid parking apply in Herdsman Business Park Consultant’s Recommendation 2 Investigate options to provide angled on street parking on Walters Drive and Hasler Road, which will have a dual benefit of increasing parking provision and slowing traffic speeds due to narrowing of the road; The City has the opportunity to transform Herdsman Business Park into a location with improved safety for all road users and a visibly pleasing streetscape that enhances existing and new developments and encourages further development. The treatment of verges can make a major contribution in this regard. It is proposed that verge parking be progressively formalised and organised into angle parking where possible. The safety features include reverse in, drive out being able to see pedestrians, oncoming traffic and cyclists when leaving a parking bay. It is easier to reverse into an angle bay than a parallel bay. Motorists become pedestrians once out of their vehicles. Footpaths located on the kerb line at the back of parked vehicles will provide a safer option than walking on the road. Footpaths need to be placed adjacent to the kerb line and better connectivity created for pedestrians. Some sections of the streets will only be suitable for parallel parking. An illustration of the proposed angle and parallel parking verge treatments including footpaths and street trees indicating the enhanced appearance of treated streets is attached for information and consideration. It is proposed to develop a section of verge with angle parking in keeping with the outlined treatment to determine its effectiveness, public acceptance and suitability for the area. The formalisation of parallel and angle parking in Herdsman Business Park is expected to meet increased parking demand for some time while addressing the lack of footpaths/connectivity. The safety of all road users would also be improved.

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Officers Preferred Outcome: Significantly greater use be made of verges with formalized and well designed and constructed verge angle parking where possible. Consultant’s Recommendation 3

Investigate the feasibility of providing additional off street parking along Hasler Road; A close review of available City controlled land in the road reserves in the area has identified locations for five (5) new parking stations to be constructed which will make a large contribution to current parking supply. An area overview plan is attached with recommended locations of proposed new parking stations highlighted. With four new parking stations identified and recommended, along with a new approach to verge parking, it is expected that, the City will invest several $M in parking construction, maintenance costs and associated support facilities over a relatively short period. The overall result would be vastly improved well designed parking facilities, increased parking supply, improved pedestrian facilities, better safety for all road users and an attractive location with specific tree types for the area, appropriate street furniture and better provision for bus patrons. Officers Preferred Outcome: The opportunity to develop more parking stations within the road reserve of Hasler and Parkland Roads has been identified. Use of the wide verges for parking is considered a good and less costly strategy at this stage than having to purchase land for parking. Consultant’s Recommendation 4 Improve access arrangements between Jon Sanders Drive and Hasler Road Access to the Herdsman Business Park (Hasler Road and Walters Drive) is limited to four entry and exit points. There are two access points from Jon Sanders Drive and one from Parkland Road to Hasler Road. There is one access point from Parkland Road onto Walters Drive. The Herdsman Business Park is a very large area of high and increasing employment. It is considered that access/egress could be improved considerably, easily and quickly, with two new connections to Jon Sanders drive. This could be achieved with the extension of Hasler Road to Jon Sanders Drive at the opposite ends of Hasler Road. Officers Preferred Outcome: Construction of two new access roads from Hasler Road to Jon Sanders Drive. This has been raised previously but has not progressed. With increased development adding to traffic volumes, it is an obvious action to assist with improved access. The proposed new access roads require a comprehensive feasibility assessment. Consultant’s Recommendation 5 Increase the number of time restricted bays to ensure visitor parking for businesses is available; Some amendments have already been made to the parking bays in Parkland Road in response to increased visitor activity due to the State Treasury relocating to the area. The need for additional time restrictions will be kept under review as parking demand changes with occupation of new buildings, new services coming to the area and other unforeseen changes occur.

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It can be expected that the Parking scheme will need regular amendment to keep pace with change that growth will bring to the area. Officers Preferred Outcome: Additional time restricted bays have been included in the proposed parking scheme for the area. Additional time restricted bays can be added as the need is identified. Consultant’s Recommendation 6 Promote the use of public transport and cycling, particularly to those living close by within the City of Stirling; Herdsman Business Park is serviced by a free Central Area Traffic (CAT) High Frequency Bus Route (CAT) that connects the area of Herdsman Business Park with Glendalough Train Station. A recent review of patronage for this service indicates that it is well used with customer patronage increasing. It is expected that patronage of this service will continue to increase with the completion and occupancy of several more developments in the area and when parking fees are applied. The increase in public transport use is one objective of paid parking. It is understood that public transport and use of this service will continue to be promoted along with cycling by the City’s TravelSmart Officer, Planners and Engineering Design Officers. Officers Preferred Outcome: Provision will be made within the road reserve to significantly increase motor cycle bays and provide them free as an incentive to use that mode of transport. Provision will also be made for parking of bicycles although it would be preferable that they be parked within the employers premises to discourage theft.

Consultant’s Recommendation 7 Improve pedestrian connectivity between Route 1 sub area and that of Route 2; Any improvement in pedestrian connectivity between the western end of Herdsman Business Park on the west side of Selby Street to the east side of Selby Street, is subject to the City’s Footpath Strategy. This recommendation will be considered by appropriate staff in charge of planning and implementing that strategy. Officers Preferred Outcome: Improved pedestrian connectivity in this area should be part of the City’s Footpath Strategy.

Consultant’s Recommendation 8 Install signage at the entry to Hasler Road from Jon Sanders drive, to advise drivers that they are entering a slower speed environment with high pedestrian activity on Hasler Road; In relation to speed limit signs at entry points to Hasler Road from Jon Sanders Drive, it is understood that these are subject to Main Roads approval and installation. This recommendation will be considered by the City’s Engineering design staff for progressing with Main Roads. It can be expected that the further provision of parking within the street system will assist in reducing the incidents of speeding vehicles. Officers Preferred Outcome: Agree. Main Roads WA be requested to install “Slow Down 50” signs at entry points from Jon Sander Drive.

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Consultant’s Recommendation 9 Increase enforcement activity to reduce overstaying of vehicles in time restricted bays Since the completion of the Surveys in June 2011, the City has employed a Ranger dedicated to parking control and management at known hot spot locations throughout the City. Officers Preferred Outcome: Employment of a dedicated parking team will assist in providing consistent enforcement. Consultant’s Recommendation 10 Consider the introduction of appropriate actions to reduce the number of undesignated parking bays in the area. The proposals outlined at recommendations 2 and 3 with provision of additional parking on-street and verges plus the proposed four new parking stations, will reduce the number of undesignated parking bays in the area. Officers Preferred Outcome: Progress with actions to increase parking supply as at recommendations 2 and 3.

PUBLIC PARKING SUPPLY AND PROPOSED NEW WORKS The parking supply identified at the time of the survey included: Existing Car Parks No Time Total a) off Hasler Road Restriction Bays South east 60 Bays, Central 61 Bays West 76 Bays 197 No Time Time Restriction Restricted Total On-street parking bays 691 31 722 Additional Bays Due to Removal of on-street “No Parking” prohibitions Hasler Road 95 Walters Drive 15 110 Total Bays - Minimal new works 1,029

No Time b) Proposed New Restriction Total Car Parks Off Parkland Road Verge Area south 1 50 Verge Area south 2 70 Verge Area south 3 90 210 @ $6,500 $1,365,000

Off Hasler Road Verge Area east 1 70 Verge Area west 2 80 150 @ $6,000 $900,000 Total off-streetcar Parks 360

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c) Verge Angle Parking Estimate Verge Additional bays 250 @ $6,000 $1,500,000 Total bays - All New works 610 Overall Total Public Parking Bays 1,639 Costs of Proposed New Works $3,765,000 Note: The above bay numbers and costs are indicative only. They are subject to change following completion of car park design, number of bays in each car park and confirmation of what services are below ground and need to be relocated, build retaining walls etc. Detailed costing can then be prepared. Additional Costs (Estimates) Number of Ticket Machines (TM) 124 @ 9,000 1,116,000 Estimated Cost of TM’s (Supply, delivery, installation and commissioning) Signs - supplied and erected 40,000 (parking station and on-street) Control Equipment Costs $1,156,000 Total Estimated Capital Costs $4,021,000 POTENTIAL REVENUE - NUMBER OF PARKING BAYS AND FEES Occupancy 100% 85% Number of Existing Parking Bays 1,029 $1,337,700 $1,137,045 Existing parking bays on-street 832 Existing parking bays in parking stations 197 Proposed Additional Parking Bays 610 $793,000 $674,050 Increase with angled parking 250 Increased parking bays in new parking stations 360 Total revenue with all works completed $2,130,700 $1,811,095 Parking Fees Short term parking – Time restrictions ½ ,1, 2 and 3 hours - $1.50 per hour Lowest denomination coin - 10 cents buys time. $5.00 per day Revenue calculation is based on $5.00 per bay for all bays. Parking in the Herdsman Business Park is in high demand throughout with motorists wanting to park where ever they can. The majority of parking demand is for long term (All day)

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1.2 GLENDALOUGH STREET PARKING The area was divided into two (2) routes to get suitable size survey areas. Route 2, had low parking demand with a minimal vehicle numbers. Details have been provided on both routes (Table 1) and route 1 (Table 2) separately to give a clearer indication of the high parking demand in route 1.

Figure 3.14: Survey Areas

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ROUTES 1 and 2

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 237 legal bays No time restriction 208 70 34% 10.00am 117 0.6 times 139 highest Time restricted 29 8 (78) 28% 11.00am 10 (127) 0.3 times NOTE: Occupancy remained above 31% or 65 vehicles between 0800hrs – 1600hrs. ROUTE 1

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 124 legal bays No time restriction 95 66 53% 10.00am 117 0.8 times 126 highest Time restricted 29 8 (74) 28% 11.00am 10 (127) 0.3 times NOTE: Occupancy remained above 52% or 64 vehicles between 0800hrs – 1400hrs. 1.2.1 Interview Surveys were conducted with 182 questionnaires completed = 45% sample size. (403 vehicles parked). The following information was obtained from questionnaire/interviews with motorists. 1.2.2 Parking Demand Interview Outcomes 13% (23) park 5+ times per week 10% (19) park 2 -3 times per week 59% (108) did not answer the question on frequency of use. 25% (45) parked for 6 – 10 hours per day 1% (1) parked for between 4 – 6 hrs 59% (107) did not answer the question on hours parked. 48% (87) of trips were for work or business related 1.2.3 Parking Origin 69% (126) of trips originated from home 18% (32) of trips originated from work 1.2.4 Parking Destination 27% (50) of interviewees advised trip was local 71% (128) of trips were single purpose/ single destination. (Commuter)

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1.2.5 General 85% (155) of motorists were City of Stirling residents 15% (27) of motorists live outside the City. 100% (182) single occupancy vehicles 1.2.6 Concerns Raised by Motorists Interviewed It was raining for most of the survey day and few people wanted to be interviewed. No concerns where advised by parking facility users. OBSERVATIONS 1.2.7 Relevance of Existing Parking Restrictions The 28 two hour time restricted bays on the west side of Cayley Street, were underutilised with only 10 vehicles parked there. 1.2.8 People Using the Parking in the Area 83% of interviewees were commuting to other locations. 85% of interviewees were City residents. 1.2.9 Illegally Parked Vehicles 5 of 10 vehicles that parked in the time restricted area overstayed the time limit. 1.2.10 Opportunities to Increase Amount of Parking in the Area Turnover of parked vehicles is low. It would be a reasonable expectation that people would walk 500metres to the train station. Formalisation of parking greater than 500m is unlikely to be used. This is evident in the parking utilisation in close proximity to the station but underutilised parking further away. 1.2.11 Suitability to Provide Angle Parking in the Area Cayley Street may present an opportunity for angle parking but considerable work would be required to realign the footpath. Note: Interview Reluctance It is noted that of the motorists parked in Glendalough Street Parking and who were interviewed, 59% (Approx 108) did not respond to questions relating to Trip Frequency and Trip Duration. This has impacted on the result for those answers. Their approach was interpreted as not wanting to receive an infringement for parking in the area. There are similarities between Glendalough Street parking and Innaloo North, with both locations being in close proximity to train stations and heavily used for ‘park n ride’. This is confirmed with both areas having low responses to trips being local. All other survey areas were 90% and above for local trip purpose. Both these locations are used by a high number of residents.

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CONSULTANT’S RECOMMENDATIONS - GLENDALOUGH STREET PARKING 1. Consider paid parking in the area around Glendalough Train Station, which is being

used for Park ‘n’ Ride purposes; 2. Increase capacity of Park ’n’ Ride car park. 3. Provide angled parking bays along Cayley Street, which will require the realignment

of the Principal Shared Path. 4. Encourage patrons to bus or cycle to the rail station. Provide bicycle lockers at

appropriate location. 5. Reduce number of time restricted bays on west side of Cayley Street. Relocate

some time restricted bays to Pollard Street, assuming these bays are for visitors to group housing.

6. Ensure southbound buses can manoeuvre from Cayley Street onto Leeder Street past opposing northbound traffic, as this location was observed to be a ‘squeeze point’ for buses.

OFFICER’S COMMENT PARKING CHARACTERISTICS OF GLENDALOUGH STREET PARKING The current parking controls in the Glendalough streets near the train station showed signs of needing review with potential to make changes that better support the demands of the area, better organize available parking supply and apply appropriate controls and dedicated management. Like other areas there has been no comprehensive review of the parking scheme for some time The proposed Parking Scheme addresses the current deficiencies and takes into consideration the following parking characteristics of the area: Highest demand is for long term (all day) commuter parking to work locations outside the

City with some demand for employees of local businesses; Parking demand has not changed greatly in recent years and is unlikely to change much

in the near future; The existing parking supply is a combination of on-street parallel and verge parking; There is a need to address the way verge parking is provided. There are current

concerns with safety aspects of vehicles backing out into oncoming traffic while having limited vision of on-coming vehicles;

There are opportunities to construct several small car parks within the road reserves. Development of two car parks is recommended. There will be limited if any opportunity to develop more parking within the road reserve;

Buses which use Cayley Street experience difficulty in manoeuvring from Cayley Street into Leeder Street. This needs to be addressed;

The time limited bays in Cayley Street are a concern. Further review is needed and possibility of making Cayley street one way (either way) needs to be examined along with the reason for having time restriction on residents side.

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PUBLIC PARKING DEMAND Parking demand in the area has remained relatively constant. Being in close proximity to the Glendalough Train Station, parking demand is mainly for long term for commuters to other work locations outside the City. Parking is also used by employees of local businesses in the area. Verge parking Verge and illegal parking was classified in the survey as ‘undesignated parking bays. The highest occupancy of undesignated parking bays was by 126 vehicles. This is higher than the legal bay total for the area. Much of the verge parking occurs in Cayley and Pollard Streets at the northern end near Harbourne Street and the southern end of Cayley Street near Leeder Street. The north end caters for workers of businesses in the area and the southern end is almost entirely occupied by train commuters. The formalisation of verge parking would add considerably to safety for all road users. PUBLIC PARKING SUPPLY On site formal parking. There are several businesses located within Scarborough Beach Road, Harbourne Street and Pollard Street area that provide some on-site parking for senior staff and customers. As indicated above, the verge areas adjacent these premises are heavily parked by employees of these businesses. It is expected that some of these bays are also used by train commuters to other work locations. There is a Department of Transport (DoT) Park ‘n’ Ride car park on the southern side of Scarborough Beach Road that is accessed from Cayley Street. There is no evidence that this car park is consistently enforcement by DoT. These parking facilities are heavily utilised for commuter parking. Harbourne Street Reserve The triangular reserve adjacent Harbourne Street and Scarborough Beach Road includes a large section of road reserve sufficient for construction of an off-street car park. It would be appropriate that construction of a car park in this location be considered in the near future and construction plans and cost be prepared. Cayley/Leeder Street Road Reserve A small parking facility exists at the freeway end of Leeder Street which is in the road reserve. Adjacent to this constructed parking is a triangular section of waste land which is under the control of Main Roads WA. Preliminary enquiries with Main Roads WA indicate they may no longer have a use for the land. DoT have also indicated that separately it is of little use to them. The waste land has been subject of complaint from ratepayers in the area about its untidy state. Main Roads WA have installed a no parking prohibition on the land, but do not enforce it.

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If that land was ceded to the City and included as part of the Leeder Street, Cayley Street road reserve, it would be of sufficient size to construct a small car park. This would enable the area to be cleaned up and maintained as part of a parking facility. With parking fees applied, construction and maintenance costs could be recouped from car park users while increasing needed parking supply to the area. It is accepted that parking in this area is predominately for train commuters to work locations outside the City. While the opportunity has been identified to increase parking supply with construction of two parking stations within road reserves, this is not considered the highest priority for Stirling Parking. PROPOSED GLENDALOUGH STREET PARKING SCHEME The Parking Scheme for Glendalough Street Parking has been reviewed and a proposed new Parking Scheme Map with application of paid parking and the construction of two small parking stations, is attached. CONSULTANT’S RECOMMENDATIONS The Consultant’s recommendations are generally supported and have been considered in development of the implementation strategy and proposed new parking scheme. In some instances the recommendations need further consideration and investigation which will be undertaken at a later time. The consultants recommendations have been fully reproduced in bold. Officer’s comment and assessment follows not bolded. Consultant’s Recommendation 1 Consider paid parking in the area around Glendalough Train Station, which is being used for Park ‘n’ Ride purposes; The provision of free parking encourages people to drive to the station to catch the train. Stirling is becoming a major Park ‘n’ Ride facility for locations that charge for parking. It is questionable how beneficial this is to Stirling particularly where train stations are located away from retail areas with no opportunity for rail patrons to purchase goods before or after their train journey. The application of paid parking would discourage the current high number of vehicles from parking in the area with motorists having to pay for both parking and a train fare. Parking fees would help meet costs of providing any additional parking as well as for maintaining and improving what is already in place. Officers Preferred Outcome: Apply paid parking in streets around Glendalough. Increase parking supply with proposed development of two parking stations and formalize angled verge parking where provided in current locations. For the longer term, increase angled parking on the verge in Leeder and Rawlins Streets, if parking demand remains high.

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Consultant’s Recommendation 2 Increase capacity of Park ’n’ Ride car park. Consultant’s Recommendation 4 Encourage patrons to bus or cycle to the rail station. Provide bicycle lockers at appropriate location. The Consultant’s recommendations to increase the capacity of the Park ‘n’ Ride car park and to encourage train patrons to bus or ride to the train station and provide bicycle lockers at appropriate locations, will be referred to DoT for their action; The application of paid parking will encourage commuters to relocate to either free parking areas or use alternative forms of transport. Officers Preferred Outcome: There is limited opportunity for DoT to increase parking supply in the area. DoT should provide bicycle lockers in the vicinity of the train station to encourage use of bicycles in conjunction with train transport. Consultant’s Recommendation 3 Provide angled parking bays along Cayley Street, which will require the realignment of the Principal Shared Path. This needs further investigation relating to work involved and costs. Alternatives to increase parking with development of two parking stations may be a more economical alternative and better suit customers and employees of businesses in the area. This is a potential for future development should the parking demand remain high after parking fees have been applied. Officers Preferred Outcome: Retain parallel parking in Cayley Street at this time and investigate cost of proposed new parking stations. The cost of widening Cayley Street is likely to be significant and would concentrate parking adjacent residences. Consultant’s Recommendation 5 Reduce number of time restricted bays on west side of Cayley Street. Relocate some time restricted bays to Pollard Street, assuming these bays are for visitors to group housing. Changes have been made timed bays in Cayley Street removed and provision of timed bays in Pollard Street. The Parking scheme reflects this change. Officers Preferred Outcome: Agree. Timed parking bays have been removed on the parking Scheme map with an increase in timed bays in Pollard Street. Verge parking adjacent residents residences/units will be limited to resident’s vehicles only.

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Consultant’s Recommendation 6 Ensure southbound buses can manoeuvre from Cayley Street onto Leeder Street past opposing northbound traffic, as this location was observed to be a ‘squeeze point’ for buses. This has been taken into consideration and appropriate parking prohibitions applied to facilitate bus travel along Cayley Street and to safely manoeuvre into Leeder Street. Officers Preferred Outcome: Agree. The Proposed Parking Scheme map reflects this. PUBLIC PARKING SUPPLY AND PROPOSED NEW WORKS The parking supply identified at the time of the survey included 124 bays. Eighteen (18) bays in Harborne Street have been added to make the total 142. No Existing Car Parks No Time Time Restriction Restricted Total On-street parking bays 113 29 142 Costs (Estimates) Current bays Number of Ticket Machines (TM) 18 @ 9,000 162,000 Estimated Cost of TM’s (Supply, delivery, installation and commissioning) Signs - supplied and erected 8,000 on-street EXPENDITURE It is not proposed that any new parking facilities be constructed at this time. An indication of potential locations and estimate of the number of bays that could be added is outlined below: No Time Proposed New Car Parks Restriction Off Harborne Street Within triangular reserve 30 bays Off Leeder Street /Cayley Street Road Reserve Road reserve – verge area 40 bays 70 @ $6,500 $455,000

3Formalise current angle bays 25 bays 25 @ $6,500 $227,500 Total Costs of initial new works 95 $682,500

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Additional Costs (Estimates) Number of Ticket Machines (TM) 8 @ 9,000 72,000 Estimated Cost of TM’s (Supply, delivery, installation and commissioning) Signs - supplied and erected 6,000 (parking station and on-street) Control Equipment Costs $78,000 Total Estimated Capital Costs $760,500 Note: Cayley Street - Subject to the response to paid parking, there may be an opportunity to increase the number of parking bays on Cayley Street. Commuters may desert the area instead of paying for parking and the train fare. In time, it would be expected that the combination of parking and train fare would be the best option. The removal of the time restriction on the west side and having one way traffic would enable buses and large vehicles to travel with ease while having angle parking on the east side (Freeway). This will be kept under review and examined from a traffic engineering viewpoint to determine if it is feasible. Further cost and revenue projections will need to be made should the proposed parking scheme need expansion with increased on street parking and increased angle parking in Leeder and Rawlins Streets where this has been identified. Potential Revenue - Number of parking bays and fees In calculating maximum potential revenue, the lowest return being the daily fee of $5.00 has been applied. $5.00 x 142 bays x 260days = $184,600.pa. Occupancy 85% 70% 50% Revenue $ 156,910 129,220 92,300 Proposed New parking stations Estimate 70 Bays 77,350 63,700 45,500 Formalised angle parking Estimate 35 bays 38,765 31,850 22,750 Totals (All completed) $273,025 $224,770 $160,550 Parking Fees Short term parking – time restrictions ½ ,1, 2 and 3 hours $1.50 per hour, lowest denomination coin buys time. $5.00 per day Parking in the Glendalough Street system is currently in high demand throughout, with motorists wanting to park where ever they can. The majority of parking demand is for long term (All day)

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1.3 BRADFORD STREET NEAR EDITH COWAN UNIVERSITY The survey area comprised of one route of 25 bays. ROUTE 1

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 25 legal bays No time restriction 25 25 100% 08.00am 54 2.2 times Nil

Figure 4.1: Area Plan

1.3.1 Interview Surveys were conducted with 10 questionnaires completed = 19% sample size (54 vehicles parked). The following information was obtained from interviews with motorists.

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1.3.2 Parking Demand Interview Outcomes 30% (3) park 5+ times per week 20% (2) park 2 -3 times per week 30% (3) parked for 6 – 10 hours per day 50% (5) parked for between 4 – 6 hrs 20% (2) of trips were for work and 80% (8) for education (students) 1.3.3 Parking Origin 50% (5) of trips originated from home 0% (0) of trips originated from work 1.3.4 Parking Destination 100% (10) of interviewees advised trip was local 100% (10) of trips were single purpose/ single destination. 1.3.5 General 30% (3) of motorists were City of Stirling residents 70% (7) of motorists live outside the City. 90% (9) single occupancy vehicles 1.3.6 Concerns Raised by Motorists Interviewed There were no concerns raised by the motorists interviewed. OBSERVATIONS 1.3.7 Relevance of Existing Parking Restrictions Currently there are no restrictions 1.3.8 People Using the Parking in the Area The parking was used by construction workers at ECU and when they left by students at ECU. 1.3.9 Illegally Parked Vehicles None 1.3.10 Opportunities to Increase Amount of Parking in the Area None – ECU provides a large parking facility for use by staff and students. 1.3.11 Suitability to Provide Angle Parking in the Area None

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CONSULTANT’S RECOMMENDATIONS - BRADFORD STREET NEAR EDITH COWAN UNIVERSITY 1. Consider introducing time restrictions to parking along southwest side of Bradford

Street between Alexander Drive and Learoyd Street. 2. Consider paid parking for these bays to ensure short stay visitors have parking

opportunities in the area. OFFICER’S COMMENT PARKING CHARACTERISTICS OF BRADFORD STREET Twenty five (25) parking bays are provided in an embayment on the south side of Bradford Street adjacent Ron Stone Park. At the time of the survey, there was building being constructed at the Edith Cowan University and parking bays were occupied from early morning by builders working at Edith Cowan University. When the builders finished work and left, the parking bays were occupied by student’s vehicles. Staff and Students at Edith Cowan University have to pay a fee to park to use university parking facilities. It would be appropriate that a fee be charged to the on-street public parking close by. With no time restrictions or fees applying to the (25) parking bays, they have been

heavily used. These parking bays are well located in close proximity to the University and High School.

for use by university students; University staff and students must pay to park on university premises;

PARKING DEMAND Parking demand at the time was found to be high. PUBLIC PARKING SUPPLY There is little to no opportunity or requirement to increase public parking supply in the area. Verge parking The twenty five (25) parking bays in Bradford Street are located in an embayment on the south side of the street. It is considered that there is no need at this time to increase verge parking or parking supply generally. Parking on Vacant Land N/A On site formal parking. The University has a considerable amount of parking which is used for staff and students. The majority of this parking is subject to a parking fee. PROPOSED BRADFORD STREET PARKING SCHEME The Parking Scheme for Bradford Street near Edith Cowan University has been reviewed and a proposed new parking scheme with application of paid parking is attached.

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Edith Cowan University (ECU) and Mt Lawley High School are located on the opposite side of the road to the parking bays. Both these educational institutions have on-site parking which is enforced by ECU staff. ECU charge both staff and students to park in their on-site parking facilities. Therefore the location of free parking in close proximity ensures that it is very well utilised by staff and students who would otherwise have to park in the area. CONSULTANT’S RECOMMENDATIONS The consultants recommendations have been fully reproduced in bold. Officer’s comment and assessment follows not bolded. Consultant’s Recommendation 1 1. Consider introducing time restrictions to parking along southwest side of Bradford

Street between Alexander Drive and Learoyd Street. The parking surveys did not indicate a clear demand or need for short stay parking in the area. The application of suitable parking fees will make the public parking available for short and long term parking. Officers Preferred Outcome: Introduce paid parking. Apply a fee scale of $1 per hr and $5 per day, with lowest denomination coin able to purchase time. This provides for both short and long term parking. Consultant’s Recommendation 2 2. Consider paid parking for these bays to ensure short stay visitors have parking

opportunities in the area. The application of parking fees would encourage university staff and students to use parking facilities provided exclusively for them by the University. Parking fees will relocate university staff and students away from public parking leaving it available for visitors to the area. The parking surveys identified that the majority of parking facility users live outside the City (70%). Officers Preferred Outcome: Agree with application of paid parking. PARKING SCHEME An indication of revenue and capital has been outlined below for information. It is not proposed that paid parking be applied at this time. It is likely that paid parking will be considered for Stage 2.

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Proposed Fee Strategy It is proposed that a fee structure of $1.00 per hour, $5.00 per day be applied. This will provide for casual short term parking as well as all day parking if that is required. Paid parking at this location would be part of stage 2 Potential Revenue In calculating maximum potential revenue, the lowest return being the daily fee of $5.00 has been applied. The number of days that the TM’s are likely to collect parking fees has been reduced given the area is adjacent a university which will generate the main users group. $5.00 x 25 bays x 200days = $25,000. It could be expected that occupancy of these bays within the first year would fall to 50% with parking fees applied. The parking supply identified at the time of the survey included: No Time Restriction Restricted Total On-street parking bays 25 - 25 Occupancy Rates 70% 50% Revenue $ 17,500 12,500 Capital Costs 2 x Ticket Machine $18,000 Renew Signs 400 Total Capital Costs $18,400

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1.4 RAILWAY PDE, MT LAWLEY. EAST AND WEST SIDES BETWEEN THE RAILWAY STATION AND GUILDFORD ROAD. The survey area comprised of one route of 82 bays.

Figure 5.1: Area Plan

ROUTE 1

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 82 legal bays No time restriction 50 47 94% 10.00am 82 1.5 times 8 highest Time restricted 32 21 (68) 66% 11.00am 39 (121) 1.2 times 1.4.1 Interview Surveys were conducted with 10 questionnaires completed = 8% sample size (132 vehicles parked). The following information was obtained from interviews with motorists.

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1.4.2 Parking Demand Interview Outcomes 60% (6) park 5+ times per week 10% (1) park 2 -3 times per week 50% (5) parked for 6 – 10 hours per day 10% (1) parked for between 4 – 6 hrs 60% (6) of trips were for work or business related 1.4.3 Parking Origin 90% (9) of trips originated from home 0% (0) of trips originated from work 1.4.4 Parking Destination 90% (9) of interviewees advised trip was local 90% (9) of trips were single purpose/ single destination. 1.4.5 General 30% (3) of motorists were City of Stirling residents 70% (7) of motorists live outside the City. 80% (8) single occupancy vehicles 1.4.6 Concerns Raised by Motorists Interviewed There is a perceived shortage of parking in the area with use of bays for park n ride decreasing the number of bays available for local business. OBSERVATIONS 1.4.7 Relevance of Existing Parking Restrictions Parking restrictions appeared to be working well and should be retained to support local businesses. 1.4.8 People Using the Parking in the Area The parking facilities were being used by people who work in the area (50%), commuters and customers to local businesses. 1.4.9 Illegally Parked Vehicles Of the 39 vehicles parked in the area, 25 parked for longer than the time allowed. 1.4.10 Opportunities to Increase Amount of Parking in the Area Some opportunity to increase parking at a later time. See Officer comment on proposal by Department of Transport. 1.4.11 Suitability to Provide Angle Parking in the Area No significant opportunity to provide angle parking.

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CONSULTANT’S RECOMMENDATIONS - RAILWAY PDE, MT LAWLEY. EAST AND WEST SIDES BETWEEN THE RAILWAY STATION AND GUILDFORD ROAD 1. Consider introduction of paid parking. 2. Increase the number of short stay bays by converting some of the unrestricted

parking bays to cater for local businesses. 3. Review parking signs in the area as, some are missing. 4. Parking Officer to enforce time restrictions. OFFICER’S COMMENT PARKING CHARACTERISTICS OF RAILWAY PDE, MOUNT LAWLEY The number of public parking bays provided, controlled and managed by the City in this area is 82. They are a combination of parallel unrestricted and time restricted bays on the west side of the street and angle bays on the east side. The angle bays are used mainly for long term commuters to other work locations outside the City. With no time restrictions or fees applying to the angle parking bays, they have been

used mainly to accommodate all day parking for train commuters to work locations outside the City.

There is some usage by employees of businesses in the area. The time restricted parking bays on the west side of Railway Parade are well used by

business customers and servicing on that side of the street. PUBLIC PARKING SUPPLY The City’s public parking supply identified at the time of the survey was: No Time Restriction Restricted Total On-street parking bays 50 32 82 Verge parking A small number of vehicles parked on a very limited verge area where parking was not formalised. The Department of Transport had initially proposed to construct additional parking within the railway reserve north of the station entrance and existing City verge parking. This proposal was scrapped following land assessment and investigation which revealed extensive earth works and relocation of a gas distributor pipe were required. The project was deemed cost prohibitive. OTHER PARKING SUPPLY Parking on Vacant Land There was no vacant land or opportunity to increase parking supply in the area. It is considered that the available parking has the potential to satisfactorily meet parking demand for businesses in the area, while also providing for some train commuter parking. The provision of parking for train commuters to other work locations is not considered a priority for the City.

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The provision of motor cycle parking in areas too small for car parking will be investigated. On site formal parking. There appeared to be parking provision at most properties with either front or rear access. This could be better utilised to free up public parking currently used by business vehicles. PROPOSED RAILWAY PDE MOUNT LAWLEY PARKING SCHEME The Parking Scheme for Railway Pde, Mount Lawley has been reviewed and a proposed new Parking Scheme with application of paid parking is attached. The proposed Parking Scheme addresses the current deficiencies and takes into consideration the parking characteristics of the area: CONSULTANT’S RECOMMENDATIONS The Consultants recommendations have been fully reproduced in bold. Officer’s comment and assessment follows not bolded. Consultant’s Recommendation 1. Consider introduction of paid parking Without parking fees being applied, the City encourages greater use of its parking facilities, the use and dependency on private motor vehicles in preference to public and other forms of transport. With the majority of parking facility users living outside the City (70%), it would be appropriate that parking fees apply so that users may contribute to the maintenance of the parking provided. The provision of free parking for non residents who commute to work locations outside the City is not considered to be a high priority for the City. A parking scheme attached, for the area has been prepared including paid parking for the angle bays. Officers Preferred Outcome: Apply paid parking to the 50 angled parking bays on the east side of Railway Parade. Keep west side under review. Paid parking would be part of stage 2. Consultant’s Recommendation 2. Increase the number of short stay bays by converting some of the unrestricted parking bays to cater for local businesses It was reported that the turnover of vehicles was good and therefore the current time restrictions should be retained. This turnover applied to both time restricted and unlimited time bays. The application of suitable parking fees would ensure that there would be sufficient parking available to meet short and long term parking demands in the area. Officers Preferred Outcome: keep under review on need to increase number of short term bays. Paid parking will encourage greater use of onsite parking and free up public parking.

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Consultant’s Recommendation 3.

Review parking signs in the area, as some are missing – The parking signs have been reviewed and any missing signs replaced. This has been done as part of the parking scheme review process for the area. Officers Preferred Outcome: New signs in place. Consultant’s Recommendation 4.

Parking Officer to enforce time restrictions The City had dedicated a Ranger to enforce parking time restrictions at parking hot spot locations. However, with any increase in parking controls and increased expectation with enforcement, it will be necessary to employ a dedicated parking team including enforcement staff to manage the City’s parking facilities. Officers Preferred Outcome: Employ a dedicated Parking team to provide a consistent enforcement at hot spot locations and a professional parking service to the community. PARKING SCHEME FOR AREA It is proposed that paid parking not be applied at this time. Paid parking will be considered for Stage 2. POTENTIAL REVENUE An indication of revenue and capital has been outlined below for information. Long term bays In calculating maximum potential revenue, the lowest return being the daily fee of $5.00 has been applied to the 50 long term bays. $5.00 x 50 bays x 260 days = $65,000. Short term bays Short term bays have been calculated at $1.50 per hour with fees applicable for 10 hrs each day Monday to Saturday inclusive. $1.00 x 10 hrs x 32 bays x 260 days = $83,200. Estimated Revenue/ Occupancy Rates 100% 85% 70% Revenue long term 65,000 55,250 45,500 Capital Costs 4 x Ticket Machine $36,000 Renew Signs 2,500 Total Capital Costs 38,500

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2.1 MOUNT LAWLEY BUSINESS PRECINCT The area was divided into three (3) areas (routes) to produce manageable survey size areas.

Figure 6.1: Area Plan

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OVERVIEW ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Span of hours Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 727 legal bays Public 318 bays and Private 409 bays. Summary of all bays

727

510

70%

2.00pm

1994

2.7 times

08.00hrs to 20.00hrs

PUBLIC PARKING ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 318 legal bays No time restriction 103 62 60% 8.00pm 150 1.5 times 8 highest Time restricted 215 155 73% 2.00pm 874 4.1 times 25 highest PRIVATE PARKING ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 409 legal bays (409 bays) Customer 228 301 74% 2.00pm 970 2.4 times 4 highest Customer restricted 31 (259) 21 68% 2.00pm 89 2.9 times 27 highest Staff/ Tenant 150 112 75% 10.00am 215 1.4 times N/A 2.1.1 Interview Surveys were conducted with 408 questionnaires completed = 20% sample size (2038 vehicles parked). The following information was obtained from interviews with motorists. 2.1.2 Parking Demand Interview Outcomes 22% (91) park 5+ times per week 24% (96) park 2 -3 times per week 16% (67) parked for 6 – 10 hours per day 4% (16) parked for between 4 – 6 hrs 28% (116) of trips were for work or business related

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2.1.3 Parking Origin 71% (288) of trips originated from home 22% (88) of trips originated from work 2.1.4 Parking Destination 98% (399) of interviewees advised trip was local 98% (399) of trips were single purpose/ single destination. 2.1.5 General 23% (92) of motorists were City of Stirling residents 77% (316) of motorists live outside the City. 77% (316) single occupancy vehicles 2.1.6 Concerns Raised by Motorists Interviewed

• Shortage of free parking bays in the morning hours along Field Street; • Shortage of free parking bays during peak hours along Field Street; • Private parking bays dedicated to a particular business are used by visitors to local

stores and coffee shops; • Visitors to a particular business in the City of Vincent are parking in the surrounding area

and reducing the amount of free parking in the area. • Concern about safety of vehicle and pedestrians in the area; • Parking sign on the north side of Beaufort Street (675A) is hard to understand.

OBSERVATIONS 2.1.7 Relevance of Existing Parking Restrictions

• 246 of the identified 727 legitimate parking bays in the area are time restricted (215 public and 31 private)

• 72% of vehicles visiting the area parked for less than 2 hours. • Vehicle turnover in the public bays was 874 being 4.1 times and 89 being 2.9 times in

private parking.

Time restricted bays work well in support of businesses in the area and need to be retained. It would be appropriate to encourage private parking facility providers to increase the number of time restricted bays they provide and further review the public time restricted bays provided. 2.1.8 People Using the Parking in the Area

• 72% of vehicles visiting the area parked for less than 2 hours. • 98% of all parking facility users had a destination in the local area.

2.1.9 Illegally Parked Vehicles

• 16% or 153 vehicles overstayed the time limit. • Vehicles being parked in private bays but occupants not visiting the businesses that

provided the bays, was a common problem experienced. Private parking agreements with the City could assist with management of private property bays.

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2.1.10 Opportunities to Increase Amount of Parking in the Area The survey results indicated that there was not a shortage of parking in the area. There is opportunity to install angled verge parking on west side of Rookwood Street adjacent the Drug and Alcohol Centre and 1 -7 Rookwood Street adjacent unit developments. 2.1.11 Suitability to Provide Angle Parking in the Area The possible construction of verge parking bays on the west side of Rookwood Street adjacent Drug and Alcohol Unit and unit developments between Field and Storthes Streets may be an option to be kept under review. CONSULTANT’S RECOMMENDATIONS - MOUNT LAWLEY BUSINESS PRECINCT 1. Consider introducing paid parking to better manage the distribution of long and

short stay parking. 2. Enforce time restrictions. 3. Suggest property owners increase number of time restricted private parking bays

for customer/visitors. 4. Review parking sign on north side of Beaufort Street (at 675A) as it is ‘hard to

understand.’ 5. Reinstall line marking to parking bays in vicinity of 678 Beaufort Street.

OFFICER’S COMMENT PARKING CHARACTERISTICS OF MT LAWLEY BUSINESS PRECINCT The Mt Lawley Core Business Precinct is quite small covering an area of businesses mainly fronting Beaufort Street and concentrated between Walcott Street and Queens Crescent. The highest concentration of businesses is closest to Walcott Street with intensity decreasing closer to Queens Crescent. This area was divided into two areas east and west of Beaufort Street for the parking surveys. A third area included Field Street, Rookwood Street and Storthes Street. The latter area is quite different from the other two with time restricted angle parking in Field Street and unrestricted parking in both Rookwood and Storthes Streets. The Mt Lawley Bowling Club is located on the north east corner of Rookwood and Storthes Streets with 90 degree angle parking on both street frontages. It is expected that this parking was initially constructed for use by club members and their visitors. This does not currently appear to be the case with the bays heavily used and there being no activity at the club. The introduction of time restriction in these areas may be necessary to achieve a greater turnover of vehicles in these parking bays. A three (3) hour time restriction may be more appropriate.

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At the time of the survey it was considered that parking within the area was adequate. There is a need to provide for some more short term private and public parking for

customer/business needs; It was noted that the time restrictions in private parking facilities appear to be largely

complied with; With paid parking applying on the south side of Walcott Street (City of Vincent) there is a

perception/tendency to use the free parking facilities provided on the north side in Stirling; There is a perception that commuters to locations outside the City use the free private

and public parking in Stirling. However, the survey did not indicate that this was prevalent with 98% of interviewees reporting that their trip destination was local;

There are a limited number of trees in the Rookwood Street and Storthes Street areas and this provides an opportunity to increase the appeal of the area by planting more shade trees.

PUBLIC PARKING DEMAND

Major Increases in Parking Demand - Recent Developments N/A The parking demand appears to have remained static with no significant changes due to new developments. PARKING SUPPLY Onsite Private Parking Supply Private parking contributed significantly to meeting the parking demand in the area. . PROPOSED NEW MT LAWLEY BUSINESS PRECINCT PARKING SCHEME The parking scheme for the Mt Lawley Business Precinct has been reviewed and a copy is attached for information. CONSULTANT’S RECOMMENDATIONS The Consultant’s recommendations are generally agreed with and supported. They are reproduced in bold with officer comment not bolded. Consultant’s Recommendation 1 Consider introducing paid parking to Better Manage the Distribution of Long and Short Stay Parking. - Public parking facilities are currently funded from Council rates. With only 23% of parking facility users being City residents, 77% of users make no contribution to the cost of providing the parking facilities they use. The main demand short term parking demand in the shopping area is for 2 hours or less. Change current 3 hour time limit in the City’s Beaufort Street public parking stations to 2 hours. Do not apply parking fees at this time. Consider for stage 2.

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There is high parking demand for all day parking in the side streets of Rookwood Street and Storthes Street with the angled bays adjacent the bowling club heavily used. Officers Preferred Outcome: The area will be kept under observation to identify any need for changes to time restrictions or the introduction of parking fees. Consultant’s Recommendation 2 Enforce Time Restrictions The City had dedicated a Ranger to enforce parking time restrictions at parking hot spot locations. However, with any increase in parking controls and increased expectation with enforcement, it will be necessary to employ a dedicated parking team including enforcement staff to manage the City’s parking facilities. Officers Preferred Outcome: The number of enforcement staff will need to increase to provide consistent enforcement of all parking time restrictions and prohibitions across the City. Consultant’s Recommendation 3 Suggest Property Owners Increase Number of Time Restricted Private Parking Bays for Customer/visitors The survey found that 89 vehicles used the 31 private parking bays that are time restricted (turnover of 2.9 times). 228 private bays were designated customer only (turnover 2.4 times) and 150 were for exclusive use by staff/tenant parking. (turnover 1.4 times). The higher turnover was achieved in the time restricted bays. The 215 time restricted public parking bays achieved a far higher vehicle turnover at 4.1 times than unrestricted private bays 2.4 times, prompting the recommendation for more time restricted private parking bays. Officers Preferred Outcome: Agree. Property owners be advised of the success of time restrictions in both private and public parking in the area with the suggestion they increase time restricted bays to achieve higher turnover of customer vehicles. Consultant’s Recommendation 4 Review parking sign on north side of Beaufort Street (at 675A) as it is ‘hard to understand.’ It is acknowledged that the sign needs to be read carefully to be understood as there are four different messages on it. This sign is located just south of the entrance to the City’s Beaufort Street west parking station. The messages are:

• 1 Hour parking between 8.00am to 3.15 pm Mon – Fri and 8.00am to 1.00pm Sat. south of the sign to Walcott Street;

• No Stopping 3.15 – 4.15 Mon to Fri, south of sign to Walcott Street; • No Stopping north of the sign; and • Clearway 4.15 to 6.00 pm Mon to Fri both north and south of the sign.

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The City has previously requested that Main Roads extend the time of the Clearway prohibition to include the 3.15 to 4.15 No Stopping but was advised that the Clearway times had to be consistent for the whole of Beaufort Street. That being the case, it is suggested that the City reexamine the need for the No Stopping prohibition 3.15 – 4.15 Monday to Friday, south of sign to Walcott Street. Consultant’s Recommendation 3 Reinstall line marking to parking bays in vicinity of 678 Beaufort Street. This has been done. Officers Preferred Outcome: Completed. PUBLIC PARKING SUPPLY The parking supply identified at the time of the survey included: Existing Car Parks off Beaufort Street Time Restriction Total Beaufort Street East side - 3Hr Time restricted 33 Bays, Beaufort Street West side - 3Hr Time restricted 31 Bays 64 No Time Restriction Restricted On-street parking bays 103 151 254 Total 318 Verge parking 90 degree angle parking is provided in: Field Street (both sides), and Rookwood Street and Storthes Street adjacent the Mt Lawley Bowling Club. OTHER PARKING SUPPLY Parking on Vacant Land There is no vacant land in the area used for parking. On site formal parking. Opportunity to increase parking supply in the area is limited to angled verge parking in: a) Rookwood Street west side from cnr of Field to adjacent units at 7 Rookwood Street, b) Nelson Crescent and Queens Crescent adjacent the Mt Lawley Bowling Club. In the longer term there may be opportunity to purchase a business property adjacent to one of the City’s existing Beaufort Street Parking Stations which could be amalgamated into one site for construction of a multi level parking station. With the long term expected loss of parking on Beaufort Street this could be worthy of consideration.

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Parking Scheme Beaufort Street Parking Stations - The current time restriction of three (3) hours be reduced to two (2) hours during the day in the City’s parking station on the west side of Beaufort Street. The east side parking station remain at three (3) hours Surveys indicate that most short parking demand is for less than 2 hours. A two (2) hour time restriction in Walcott Street bays adjacent shops Field Street to Astor Lane will deliver short term use of these bays in support of adjacent businesses. Field Street Time restricted bays work well – retain. All day Parking has expanded from Field Street to unrestricted parallel parking in Rookwood Street and angled parking adjacent the bowling club in both Rookwood and Storthes Streets. It is proposed to apply four (4) hour parking restriction in the right angle parking adjacent the Bowling Club in Rookwood Street. This will remove the all day parking and provide opportunity for Club activities. At this time it is not proposed to apply any time restriction in the angle bays in Storthes Street. All the above will be kept under review to determine need to make changes. There is a need for long term parking in the area. The introduction of paid parking is not proposed at this time but can be expected as part of stage 2. There is no addition of parking bays proposed at this time. However, it is considered that there is an opportunity to construct angle parking within the verge of Rookwood Street adjacent the Drug and Alcohol Centre, from Field Street to just beyond the Storthes Street intersection.

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2.2 INGLEWOOD BUSINESS PRECINCT The area was divided into four (4) areas (routes) to produce manageable survey size areas.

Figure 7.2: Area Plan

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ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Span of hours Veh.

Parked Percent Veh. Parked Multiple

Parking Inventory 1336 legal bays 714 bays Private and 622 bays Public. Summary of all bays

1336

677

51%

2.00pm

2442

1.8 times

8.00am to 7.00pm

PUBLIC PARKING ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory All Bays 622 legal bays 318 51% 10.00am 1327 2.1 times 11 highest No time restriction 549 272 50% 10.00am 1016 1.9 times Time restricted 73 46 63% 10.00am 311 4.3 times PRIVATE PARKING ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 714 legal bays Customer 522 271 52% 2.00pm 848 1.6 times 9 highest Customer restricted 32 18 58% 12.00 noon 78 2.4 times Staff/ Tenant 160 102 64% 10.00am 189 1.2 times 2.2.1 Interview Surveys were conducted with 255 questionnaires completed = 10% sample size (2489 vehicles parked). The following information was obtained from interviews with motorists. 2.2.2 Parking Demand Interview Outcomes 17% (43) park 5+ times per week 25% (61) park 2 -3 times per week 11% (30) parked for 6 – 10 hours per day 2% (5) parked for between 4 – 6 hrs 22% (55) of trips were for work or business related

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2.2.3 Parking Origin 75% (193) of trips originated from home 20% (50) of trips originated from work 2.2.4 Parking Destination 90% (229) of interviewees advised trip was local 8% (21) of trips were in transit to Perth CBD 90% (229) of trips were single purpose/ single destination. 51% (131) of trips were for shopping 2.2.5 General 51% (131) of motorists were City of Stirling residents 49% (124) of motorists live outside the City. 84% (214) single occupancy vehicles 2.2.6 Concerns Raised by Motorists Interviewed There was an expectation from a local community member that angle parking on Eighth Avenue (in front of Bunnings) would be replicated on the west of Beaufort Street and Seventh Avenue. OBSERVATIONS 2.2.7 Relevance of Existing Parking Restrictions There is a relatively small number of time restricted public parking bays (73) in the survey area. What is restricted has a higher turnover of vehicles than any of the other areas surveyed at 311 vehicles at 4.3 times. Similarly, the 32 restricted private parking bays were used by 79 vehicles with an average turnover at 2.4 times. 2.2.8 People Using the Parking in the Area 90% of motorists surveyed indicate their trip was local. 8% indicated they were commuting by bus to the Perth CBD. 2.2 9 Illegally Parked Vehicles Of the 293 vehicles that parked in the restricted Public Parking bays 73 overstayed the time limit. Of the 75 vehicles that parked in the restricted Private Parking bays 13 overstayed the time limit. 2.2.10 Opportunities to Increase Amount of Parking in the Area The surveys indicate that there is currently sufficient parking bays across the whole area to meet parking demand. There may be some areas where parking is in higher demand than in other areas. There are some opportunities to increase angle parking in side streets.

• There was an expectation that angle parking on Eighth Avenue (in front of Bunnings) would be replicated on the west of Beaufort a Street Seventh Avenue. Similar would apply on Ninth Avenue.

• There is opportunity to increase off street parking supply behind business premises on Beaufort Street.

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2.2.11 Suitability to Provide Angle Parking in the Area Angle parking in side streets adjacent business premises fronting Beaufort Street is a feature in the area. It was identified that there are still opportunities to increase the number of parking bays on verges in some side streets. The introduction of time restrictions in side street angle bays would encourage increased vehicle turnover and reduce long term parking by employees and commuters to work locations outside the City. CONSULTANT’S RECOMMENDATIONS - INGLEWOOD BUSINESS PRECINCT 1. Encourage owners to increase off street parking bays behind business premises on

Beaufort street which are currently unsealed and unmarked; and 2. Consider introducing 90 degree bays on the verge of Seventh Avenue. OFFICER’S COMMENT PARKING CHARACTERISTICS OF INGLEWOOD BUSINESS PRECINCT The Inglewood Business Precinct is large in comparison to that of Mt Lawley with businesses mainly fronting Beaufort Street and concentrated between Sixth Avenue and Salisbury and Nelson Streets (City north boundary). With public and private parking combined, there currently appears to be adequate

parking to meet identified demand in the area. The introduction of appropriate time restrictions would ensure that the available public

parking would work best to meet the different parking demands and business activity in the area.

There is identified opportunity for private parking to be increased and better utilised. This will require an assessment of both public and private parking to achieve maximised use of both.

CONSULTANT’S RECOMMENDATIONS The Consultant’s recommendations for the area are detailed below in bold followed by officer comment and proposed appropriate action . Consultant’s Recommendation 1 Encourage owners to increase off street parking bays behind business premises on Beaufort Street which are currently unsealed and unmarked The City can identify those business properties that have not developed their property with onsite parking and write to them encouraging them to do so. Officers Preferred Outcome: Agree.

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Consultant’s Recommendation 2 Consider introducing 90 degree bays on the verge of Seventh Avenue. This will be examined as well as the availability of monies paid to the City as cash in lieu of parking to determine proximity of the development that paid the cash in lieu and relevance for it to be spent on construction of verge parking in Seventh Avenue. Officers Preferred Outcome: Area is currently considered to have sufficient parking to meet current demands. Action as detailed above, and review all current parking restrictions applicable to the parking in the side streets close to Beaufort Street. Apply parking restrictions at the Inglewood Civic Centre to accommodate needs of visitors to the Centre and staff parking. Look to apply more parking restrictions in keeping with demand times for customers attending businesses in the area. A parking scheme is to be prepared for the area There is no paid parking planned or necessary for the area at this time.

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2.3 MAIN STREET BUSINESS PRECINCT The area was divided into four (4) areas (routes) to produce manageable survey size areas. This area is quite large and has a range of different parking demands.

Figure 8.1: Area Plan

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OVERVIEW ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Span of Hours Veh.

Parked Percent Veh. Parked Multiple

Parking Inventory 1315 legal bays 685bays Public and 630bays Private Summary of all bays

1315

906

69%

12.00 Noon

2227

1.7 times

8.00am to 8.00pm

PUBLIC PARKING ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 685 legal bays 552 88% 10.00am 1320 1.9 times No time restriction 629 519 83% 10.00am 1178 1.9 times 4 highest Time restricted 56 35 63% 12.00noon 143 2.6 times Parking occupancy of unrestricted bays remained high from 10.00am to 4.00pm and fell significantly to 23% (143) after 6.00pm. PRIVATE PARKING ALL ROUTES

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 630 legal bays 362 57% 12.00 noon 907 1.4 times Customer 275 167 61% 2.00pm 478 1.7 times Customer restricted 25 (300) 16 64% 1.00pm 97 3.9 times 17 highest Staff/ Tenant 330 189 57% 10.00am 332 1.0 times

2.3.1 Interview Surveys were conducted with 315 questionnaires completed = 14% sample size (2265 vehicles parked). The following information was obtained from the questionnaire interviews with motorists.

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2.3.2 Parking Demand Interview Outcomes 35% (109) park 5+ times per week 15% (46) park 2 -3 times per week 30% (95) parked for 6 – 10 hours per day 4% (12) parked for between 4 – 6 hrs 47% (149) of trips were for work or business related 2.3.3 Parking Origin 72% (228) of trips originated from home 18% (56) of trips originated from work 2.3.4 Parking Destination 94% (297) of interviewees advised trip was local 3% (10) parked to catch a bus. 94% (296) of trips were single purpose/ single destination. 2% (6) Destination of Perth CBD 2.3.5 General 52% (165) of motorists were City of Stirling residents 48% (150) of motorists live outside the City. 89% (280) single occupancy vehicles 2.3.6 Concerns Raised by Motorists Interviewed

• There is a general frustration towards those who park in the area to then commute to another location via public transport. These people were observed to park in all sorts of locations, on Main Street itself, parking behind businesses, parking in front of businesses and even in disabled bay in front of Dentist. As a result, employees and clients cannot find available bays. There is evidence that some park in the area then catch a bus to the Glendalough Train Station to catch a train to work, as there is insufficient parking at the Train Station.

• Some questioned the relevance of two hour parking restrictions which were recently signed (in May 2011) as employees cannot park at these locations.

• St John Ambulance first aid classes held in the area are taking a significant proportion of bays which would otherwise be parked by employees. Their premises are located at the southwest corner of Main / Federal Street. Locals comment that the St John Ambulance ‘students’ have been increasing steadily over the years with no increase in parking (around 20 bays are taken up by students - an estimate that has not been verified).

• Existing shortage of car parking will be exacerbated with new upcoming developments, which do not appear to be providing additional parking bays.

• The shortage in parking is area wide, as people that find deficiency on one side of Main Street will drive across the road and look for parking on the other side.

• Suggestion of parking permits for local workers and two hour restricted parking for clients.

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OBSERVATIONS 2.3.7 Relevance of Existing Parking Restrictions Of the 1,315 parking bays in the area 81 (56 public and 25 private) have a time restriction. 143 different vehicles used the public restricted bays being an average turnover of 2.6 times. 97 different vehicles used the private restricted bays being an average turnover of 3.9 times. It was considered important that these bays be retained otherwise it was likely that they would be used for all day parking to the detriment of businesses. 2.3.8 People Using the Parking in the Area 41% of those interviewed came to work in the area. 29% came to the area for shopping. 52% of drivers interviewed were from City of Stirling. This would suggest that public transport use to travel to and from the area could be increased to ease the demand for parking. The application of paid parking would encourage motorists to use public transport. 2.3 9 Illegally Parked Vehicles Of the 130 vehicles that parked in the restricted Public Parking bays 31 (24%) overstayed the time limit. Of the 87 vehicles that parked in the restricted Private Parking bays 5 (6%) overstayed the time limit. 2.3.10 Opportunities to Increase Amount of Parking in the Area There are limited opportunities to increase parking in the area without purchasing a property and converting it to paid parking. Private parking bays were occupied for 60% of the time surveyed and therefore appear to be adequate for the area and could possibly be better used to increase occupancy. Public parking occupancy peaked at 88% which is a high parking demand. 2.3.11 Suitability to Provide Angle Parking in the Area No specific opportunities were observed to provide angle parking in the area. Need to further examine verge areas of side streets to determine opportunity and need for angle bays. CONSULTANT’S RECOMMENDATIONS - MAIN STREET BUSINESS PRECINCT 1. Consider paid parking in all public parking areas and undertake regular patrols to

enforce changes. 2. Encourage business owners to provide bicycle parking and end of trip facilities. 3. Review and upgrade lighting along Cruikshank Lane and Garnier Lane to

discourage anti-social behaviour. 4. Investigate ponding issue at bus stop and rectify appropriately or upgrade with

any future roadworks upgrade. 5. Replace faded, graffitied sign on Cruikshank Lane.

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OFFICER’S COMMENT PARKING CHARACTERISTICS OF MAIN STREET BUSINESS PRECINCT This area is a relatively small pocket of intensified mixed businesses extending from El Dorado Street in the north to Cape Street in the south. The majority of these businesses have parking at the front. Most businesses have a small number of parking bays at the back of their premises for the exclusive use of proprietors/staff.

• For many years the large expanse of parking adjacent to and on both sides of Main Street has adequately met parking demand;

• Private parking off the laneways is underutilized. Business proprietors use public parking adjacent their buildings in preference to the less convenient parking off laneways;

• Attendees at First Aid Courses conducted at the St John Ambulance premises occupy public parking to the detriment of regular users, business proprietors and employees;

• There is a perception that the parking is used by commuters to other work locations outside the City;

• Employees in the area have gained an attachment to the public parking and consider they have a greater right to it than anyone else;

• New developments with minimal onsite parking have significantly increased parking demand;

• Completion of more developments with add to demand for available public parking; • The business precinct joins mainly residential. Depending on parking controls that are

applied, there could be a spill of vehicles into the surrounding residential area.

Impact of Planning Parking Concessions • A consequence of reduced onsite parking with planning and development approvals is

an increase in demand for the existing public parking provided. Major Increases in Parking Demand - Recent Developments In the past year there have been several new developments either completed or commenced. These developments have had the benefit of reduced onsite parking requirements. Employees of businesses occupying the completed developments have increased parking demand. There are more developments to be completed and there are several sites for developments in the future. PRIVATE PARKING SUPPLY Onsite Private Parking Supply The majority of businesses have some onsite parking. Several longer established businesses have a significant number of onsite parking bays for their customers. Eg Osborne Park Hotel/tavern. Most businesses have access from the laneways to some onsite parking. This is not utilised to capacity.

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Parking on Vacant Land There are several vacant land lots in the area. None of these are used to any great extent for parking. PROPOSED NEW MAIN STREET BUSINESS PRECINCT PARKING SCHEME The parking scheme for the Main Street Business Precinct has been partially reviewed and will require further investigation to be finalised. The application of paid public parking is not recommended at this time but is expected to apply in stage 2 of the iomplementation. Paid parking will assist in reducing demand for existing public parking. Consultant’s Recommendations The Consultant’s recommendations are generally agreed with and supported. They are reproduced as follows with officer comment. Consultant’s Recommendation 1 Consider paid parking in all public parking areas and undertake regular patrols to enforce changes A revised parking scheme with application of paid parking has been prepared and is attached. Contact St John Ambulance to get them to arrange parking for their first aid course attendees at the Uniting Church away from parking stations. Paid parking will encourage business proprietors to use their provided private parking instead of occupying the more convenient public parking at the front door. Officers Preferred Outcome: Apply paid parking to the commercial areas with high parking demand and new developments will increase public parking demand and limited supply. Public parking adjacent the shopping precinct be subject to time restrictions and the area will be kept under observation to identify any need for change. Consultant’s Recommendation 2 Encourage business owners to provide bicycle parking and end of trip facilities. This is agreed and has been referred to the City’s Travel Smart Officer to follow up. Officers Preferred Outcome: Agreed. Consultant’s Recommendation 3 Review and upgrade lighting along Cruikshank Lane and Garnier Lane to discourage anti-social behaviour. This is agreed and has been referred to the City’s Engineering Operations Unit to follow up. Officers Preferred Outcome: Agreed action as indicated. Consultant’s Recommendation 4 Investigate ponding issue at bus stop and rectify appropriately or upgrade with any future roadworks upgrade. This is agreed and has been referred to the City’s Engineering Operations Unit for appropriate action. Officers Preferred Outcome: Agreed action as indicated.

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Consultant’s Recommendation 5 Replace faded, graffitied sign on Cruikshank Lane. This is agreed and has been referred to the City’s Engineering Operations Unit to have the signs replaced. Officers Preferred Outcome: Agreed action as indicated. PUBLIC PARKING SUPPLY

The parking supply identified at the time of the survey included: No Time Time Existing Car Parks off Main Street Restriction Restriction Total Federal to Cape Streets Main Street East side - 194 Main Street West side - 218 189 main Street 8 420 Cnr Hutton and Main Streets Plaza Car Park 73 73 No Time Time Restriction Restricted Total On-street parking bays 56 56 Opportunities to increase parking supply There is limited opportunity to increase parking supply in the area. Some 90 degree angle parking is provided in several side streets. There is opportunity to construct more angle parking on south side of Federal Street adjacent the St John Ambulance facility if this is considered warranted. In the longer term there may be opportunity to purchase adjacent property(s) to increase public parking in the area. Any decision on this matter needs to be taken with a full appreciation of why new developments are approved with reduced requirement for onsite parking and the need for there to be a significant change in modes of transport from private to public transport.

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PARKING SCHEME Note: The following information is to be finalised to complete this section New Works No of Ticket Machines required for paid parking Cost of Ticket Machines Proposed increase in parking supply- Number of Bays on-street and estimated cost Increased off-street car parking bays and estimated cost APPLY TIME RESTRICTIONS Plaza Parking Station Apply time limit of ½ hr adjacent shops and 2 hours in remainder of car park PUBLIC PARKING FACILITIES – FEDERAL TO CAPE STREETS. Stage 2: Apply paid parking in Main Street parking stations both sides. Hourly rate and all day fee; Adjacent businesses: Time restricted 2 hr max

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2.4 INNALOO Part of the BUSINESS PRECINCT (near Ikea) The area surveyed did not include the Ikea parking area and was suitable in size for one route. It did include the parking on vacant development sites. Figure 9.1: Area Plan

ROUTE 1

Bay Numbers

Parking Occupancy Peak Time

Vehicle Turnover Undesignated Parking Bays Veh. Parked Percent Veh. Parked Multiple

Parking Inventory 49 legal bays .37 76% 10.00am 54 1.1 times No time restriction 40 30 75% 2.00pm 34 0.9 times 60 highest Time restricted 9 8 89% 10.00am 20 2.2 times - 2.4.1 Interview Surveys were conducted with 96 questionnaires completed = 71% sample size (135 vehicles parked). The following information was obtained from interviews with motorists.

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2.4.2 Parking Demand Interview Outcomes 49% (47) park 5+ times per week 20% (19) park 2 -3 times per week 77% (74) parked for 6 – 10 hours per day 3% (3) parked for between 4 – 6 hrs 79% (76) of trips were for work or business related 2.4.3 Parking Origin 80% (77) of trips originated from home 8% ( 7) of trips originated from work 2.4.4 Parking Destination 20% (19) of interviewees advised trip was local 79% (76) parked to catch the train 90% (86) of trips were single purpose/ single destination. 70% (67) had a destination of Perth CBD 2.4.5 General 80% (77) of motorists were City of Stirling residents 20% (19) of motorists live outside the City. 91% (87) single occupancy vehicles. 2.4.6 Concerns Raised by Motorists Interviewed 1. One person said they park at the survey area, as opposed to the Stirling Train Station

park n ride, as it is free. 2. Most said that they couldn’t find a parking bay at the Stirling Train Station park n ride car

park, so they park in the survey area. 3. One driver commented that there is no sign prohibiting drivers from parking on the

footpath area. OBSERVATIONS 2.4.7 Relevance of Existing Parking Restrictions 20 vehicles parked in the 9 time restricted bays giving a turnover of 2.2 vehicles per bay. Increasing the number of time restricted bays in proximity to businesses would provide increased opportunity for customers to park. 2.4.8 People Using the Parking in the Area The area is mainly used for ‘park n ride’ patrons with 79% of respondents indicating they were commuters. 80% of respondents indicated they were Stirling residents. 2.4.9 Illegally Parked Vehicles 8 out of 20 vehicles that parked in the time restricted bays overstayed the posted time limit.

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2.4.10 Opportunities to Increase Amount of Parking in the Area The Department of Public Transport is constructing a new parking facility for ‘park n ride’ patrons which should be completed in February 2012. As the majority of parking required is for long term ‘park n ride’ there is no identified need for additional public parking in the area. 2.4.11 Suitability to Provide Angle Parking in the Area Not relevant. CONSULTANT’S RECOMMENDATIONS 1. Once Stirling Train Station Car Park extension north of Cedric Street is operational,

the City could require owners of vacant property to fence their property so that it cannot be used for unintended parking.

2. Once Stirling Train Station Car Park extension north of Cedric Street is operational, introduce time limits on more of the on-street parking stock, to cater for those with a trip purpose in the immediate locality.

3. Initiate regular patrols to deter against parking in undesignated locations. (Illegal) OFFICER’S COMMENT PARKING CHARACTERISTICS OF INNALOO Part of the BUSINESS PRECINCT (near Ikea)

• There are only a couple of businesses in the area at this time; • Those businesses have onsite parking that appears to be adequate for their need for the

majority of the time; • There is opportunity to increase the amount of time restrictions within the surrounding

streets which would encourage vehicle turnover and support business. • The majority of current parking demand is for long term ‘park n ride’. • There are already very high traffic volumes associated with ‘park n ride’ which appear to

make minimal positive contribution to business viability in the area. • There are several large vacant sites waiting for development; • The development of the vacant sites may generate additional parking demand for local

trip purposes. COMMENT ON CONSULTANT’S RECOMMENDATIONS Consultant’s Recommendation 1 Once Stirling Train Station Car Park extension north of Cedric Street is operational, the City could require owners of vacant property to fence their property so that it cannot be used for unintended parking. The City should discourage parking on vacant development sites as when these come to be developed a large number of vehicles will be displaced into the residential street system or park n ride stations if the drivers do not change to an alternative mode of travel. The time to do this is when the new DoT Park ‘n’ Ride station is open and they have somewhere to go. Officers Preferred Outcome: Agreed action as detailed above.

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Consultant’s Recommendation 2 Once Stirling Train Station Car Park extension north of Cedric Street is operational, introduce time limits on more of the on-street parking stock, to cater for those with a trip purpose in the immediate locality. The need to introduce time restrictions in the streets will be kept under review. If parking demand in the street system does not decrease, that would be the time to increase time restrictions. Officers Preferred Outcome: Agreed action as detailed above. Consultant’s Recommendation 3 Initiate regular patrols to deter against parking in undesignated locations. (Illegal) The City had dedicated a Ranger to enforce parking time restrictions at parking hot spot locations. However, with any increase in parking controls and increased expectation with enforcement, it will be necessary to employ a dedicated parking team including enforcement staff to manage the City’s parking facilities. Officers Preferred Outcome: Hot spot locations are receiving enforcement at the current time. A dedicated parking team will enable more consistent enforcement to apply at all new and existing restrictions and parking controlled locations. Staged Development Paid parking has been recommended in several locations to assist with the management of parking, maintenance of existing parking facilities and to contribute to the cost of providing new parking facilities. Subject to Council approval of the proposed Implementation Strategy, paid parking will be staged with stage 1 being Herdsman Business park and Glendalough street parking. It is proposed that other high parking demand locations follow at a later time. ATTACHMENTS Proposed Parking Schemes have been prepared and are attached for the following locations: Herdsman Business Park; Paid parking stage 1 Glendalough street parking; Paid parking stage 1 Bradford Street near Edith Cowan University; Paid parking stage 2 Railway Parade Mt Lawley; and Paid parking stage 2 Mt Lawley Business Precinct. Paid parking stage 2

Herdsman Business Park: A map of locations for proposed new car parks and angled parking on verges as well as an illustration of parallel and angle parking bay layouts. Parking Schemes are to be developed for the following areas: Inglewood business Precinct; Main Street business Precinct, Osborne Park; and Innaloo, Part of Business Precinct.

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Bradford Street opposite Edith Cowan University

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Railway Parade, Mount Lawley (Rail Station)

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