Ellenbrook Town Centre Parking Strategy Review€¦ · SKM accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third

Ellenbrook Town Centre Parking Strategy Review

September 2014

The SKM logo trade mark is a registered trade mark of Sinclair Knight Merz Pty Ltd.


September 2014

Sinclair Knight Merz Level 11, 263 Adelaide Terrace Perth WA 6001 Australia PO Box H615 Perth WA 6001 Australia Tel: +61 8 9469 0000 Fax: +61 8 9469 0000 Web: www.globalskm.com COPYRIGHT: The concepts and information contained in this document are the property of Sinclair Knight Merz Pty Ltd (SKM). Use or copying of this document in whole or in part without the written permission of SKM constitutes an infringement of copyright.

LIMITATION: This report has been prepared on behalf of and for the exclusive use of SKM’s client, and is subject to and issued in connection with the provisions of the agreement between SKM and its client. SKM accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third party.

C:\Users\MFowler\Desktop\Ellenbrook Town Centre Parking Strategy Review FINAL_v7 140901.docx PAGE i

Contents 1. Introduction 1

1.1. Process 1 1.2. Report structure 2

2. ETC development 3

2.1. Definition of the ETC 3 2.2. Existing (2013) development 4 2.3. Build out snapshot 5

3. Current parking supply and demand 7

4. Indicative long term ETC parking needs 9

5. Town centre parking principles 11

5.1. Parking Principle 1 11 5.2. Parking Principle 2 12 5.3. Parking Principle 3 12 5.4. Parking Principle 4 12 5.5. Parking Principle 5 12

6. Parking strategies for the ETC 13

6.1. Parking Strategy 1 13 6.2. Parking Strategy 2 13 6.3. Parking Strategy 3 13 6.4. Parking Strategy 4 14 6.5. Parking Strategy 5 14 6.6. Public Strategy 6 14 6.7. Parking Strategy 7 14 6.8. Parking Strategy 8 14 6.9. Parking Strategy 9 15 6.10. Parking Strategy 10 15 6.11. Parking Strategy 11 15

7. Parking rates for non-residential land uses 16

7.1. 16 7.2. Retail 16 7.3. Mixed use 17 7.4. Bulk retail/Service commercial 18 7.5. Recommended parking rates for non-residential development 18 7.6. Bicycles and motorcycles 19

Ellenbrook Town Centre Parking Strategy Review FINAL.docx PAGE ii

8. Parking rates for residential land uses 20

8.1. Single houses and multiple dwellings coded less than R30 20 8.2. Multiple dwellings coded R30 or greater 21 8.3. Unbundle parking from sale of residential apartments 21 8.4. Bicycles and motorcycles 22

9. Cash-in-lieu policy 23

10. Management of public parking 24

10.1. Paid parking 24 10.2. Short term and long term parking 24 10.3. Management of off-street public parking 24 10.4. Management of on-street public parking 24 10.5. Signage 24 10.6. Service vehicle access (laneway and kerbside loading) 25 10.7. Taxi rank 25 10.8. Bicycle parking 25

11. Estimated parking in ETC at full development 26

12. Ellenbrook town centre parking policy summary 28

12.1. Town centre parking principles 28 12.2. Parking strategic for ETC 28 12.3. Parking rates and numbers 29 12.4. Parking for bicycles and motorcycles 30 12.5. Cash-in-lieu policy 31 12.6. Management of public parking 31 12.7. Monitoring and review 31

Appendix A 32

Ellenbrook Town Centre Parking Strategy Review FINAL.docx PAGE iii

Document history and status Revision Date issued Reviewed by Approved by Date approved Revision type

V1 13/06/2013 E Richardson R Longville 13/06/2013 Draft (incomplete)

V2 05/09/2013 E Richardson R Longville 05/09/2013 Final Draft

V3 13/09/2013 J Green E Richardson 13/09/2013 Final Draft

V4 11/11/2013 R Longville E Richardson 11/11/2013 Final

V5 22/11/2013 J Green E Richardson 22/11/2013 Final

V6 27/08/14 RLongville E Richardson 21/08/2014 Final

V7 01/09/2014 MFowler MFowler 01/09/2014 Final

Distribution of copies Revision Copy no Quantity Issued to

V1 NA Electronic M Buckland, LWP





V6 NA Electronic Ryan Darby, Roberts Day

V7 NA Electronic Ryan Darby, Roberts Day

Printed: 1 September 2014

Last saved: 1 September 2014 09:13 AM

File name: Ellenbrook Town Centre Parking Strategy Review FINAL.docx

Author: Emmerson Richardson and Jordan Green

Project manager: Emmerson Richardson

Name of organisation: LWP Property Group

Name of project: Ellenbrook Town Centre Parking Strategy Review

Name of document: Ellenbrook Town Centre Parking Strategy Review

Document version: Final V7

Project number: PB50537

Ellenbrook Town Centre Parking Strategy Review FINAL.docx PAGE 1

1. Introduction SKM has been commissioned by LWP to work collaboratively with themselves, the City of Swan, Department of Planning and Roberts Day in undertaking a review of the Ellenbrook Town Centre parking strategy.

The original parking strategy for the Ellenbrook Town Centre (ETC) was developed in 2006 and updated in 2009. It recommended that provision be made for about 10,000 car parking bays, of which about 3,000 bays were to support residential development in the Town Centre. It also provided recommendations on parking supply associated with the major Town Centre uses and administration of a cash-in-lieu policy. The Ellenbrook Town Centre Development Plan (Revision B) states that the existing strategy is required to be reviewed by 2014.

The development of the Town Centre has now reached a stage where a meaningful review of the parking strategy can be undertaken, taking account of existing development yields, parking supply and use. This report documents the review findings.

1.1. Process

The ETC strategy review incorporated the following key steps:

1) A review of both the existing and planned development of the ETC;

2) Two peak period car parking surveys;

3) A supply and demand assessment of the existing Town Centres car parking;

4) Industry research into parking and transport trends; and

5) Three workshops with relevant stakeholders.

The parking supply and demand assessment of the ETC was informed by a review of the existing and projected Town Centre development as well as two numerical surveys of the ETC parking utilisation. These surveys were undertaken during two peak periods which were predetermined in conversation with the City of Swan. The results of these surveys in conjunction with the review of the existing and projected Town Centre development enabled SKM to determine the Town Centres current and projected future car parking demand and requirements.

Upon determining these parking requirements, SKM produced a series of parking principles and strategies taking into account the determined parking requirements and the provisions of State Planning Policy (SPP) 4.2 – Activity Centres for Perth and Peel. The development of these principles and strategies was undertaken in conjunction with the City of Swan, LWP, Department of Planning and Roberts Day during two workshops.

Following the workshopping of these parking principles and strategies, a set of parking rates was established for each of the land uses within the ETC. Following this, a final workshop was conducted where a consolidated policy plan was presented to the stakeholder group. This presentation from the third workshop is attached as Appendix A.


1.2. Report structure

This report is structured in the following manner:

1) Introduction

2) ETC development (existing and future)

3) Current parking supply and demand

4) Indicative long term ETC needs

5) ETC parking principles

6) Parking strategies for the ETC

7) Parking rates for non-residential land uses

8) Parking rates for residential land uses

9) Cash-in-lieu policy

10) Management of public parking

11) Estimated parking in ETC at full development

12) ETC parking policy summary


2. ETC development 2.1. Definition of the ETC

For the purposes of this report the ETC is as shown in Figure 1 broken down into seven different precincts based upon their corresponding land use.

Figure 1 ETC Land Uses


2.2. Existing (2013) development

The major existing land uses within the ETC in April 2013 are detailed in Table 1 below.

Table 1 ETC major land uses in April 2013

Precinct Land Use Size (m2)

1 Retail 34,294

2 Residential

61 Apartments

N/A 112 Retirement Villas

120 Bed Aged Care Facility

3 Mixed Use

Restaurant

9,360

Medical

Retail

Office

Tavern

4

Recreation

Sporting Field

N/A Water Playground

BMX Track

Indoor Swimming Pool

Education – High School 1,369 Students

N/A 133 FTE Staff

5 Bulk Retail/Service Commercial

Motor Vehicle Repair

13,850 Transport Depot

Warehouse

Industry - General

6 Bulk Retail/Service Commercial 13,485

7 Mixed Use Undeveloped


2.3. Build out snapshot

An estimate of the ultimate development within the ETC is detailed in Table 2.

For the purposes of this Strategy the land use floor spaces are measured on Net Lettable Area (NLA). The definition of NLA is as set out in Local Planning Scheme No. 17:

“ “net lettable area (nla)” means the area of all floors within the internal finished surfaces of permanent walls but excludes the following areas — (a) all stairs, toilets, cleaner’s cupboards, lift shafts and motor rooms, escalators, tea rooms and plant rooms, and other service areas; (b) lobbies between lifts facing other lifts serving the same floor; (c) areas set aside as public space or thoroughfares and not for the exclusive use of occupiers of the floor or building; (d) areas set aside for the provision of facilities or services to the floor or building where such facilities are not for the exclusive use of occupiers of the floor or building.”

Table 2 ETC total build out (Land use by precinct)

Prec

inct

Ret

ail (

m2 NL

A)

Mix

ed U

se

(Non

-res

iden

tial)

(m2 N

LA)

Res

iden

tial (

Dwel

lings

)

Bul

k R

etai

l/Ser

vice

C

omm

erci

al

(m2 N

LA)

Educ

atio

n

(Hig

h Sc

hool

)

Rec

reat

ion

(Var

ious

)

Civ

ic (m

2 NLA

) 1 40,000 2,000 - - - - -

2 - 6,800 782 - - - -

3 7,200 16,800 130 - - - 1,200

4 - - - -

1,369 Students

133 FTE Staff

Various 4,000

5 - - - 45,158 - - -

6 - - - 49,203 - - -

7 2,800 14,400 738 - - - -

Total 50,000 40,000 1,650 94,361 High School

Various 5,200


Current percentage of town centre developed It is estimated that the ETC is currently 36% developed (May 2013). Table 3 provides a breakdown of this development.

Table 3 Breakdown of major land uses in the ETC (m2 NLA)

Land Use 2013 Estimated

Ultimate Floor Area

Percentage Floor Area Developed

Retail 34,294 50,000 69%

Residential 173 Dwellings 1650 Dwellings 10%

Bulk Retail/Service Commercial 27,335 94,361 29%

Mixed Use (Non-residential) 9,360 40,000 23%

Education High School High School 100%

Recreation Current Uses 4 x Current Uses 25%

Civic 5,200 18,000 29%


3. Current parking supply and demand As part of the overall parking strategy review, SKM engaged SurveyTech consultants to undertake numerical surveys of the ETC car parking utilisation. It is apparent from the surveys that car parking utilisation in the Town Centre is relatively low, with a maximum utilisation rate of 45% during the survey periods.

Surveys were conducted across two different four hour periods on two different days so as to ensure an accurate representation of car parking utilisation was attained. Surveys were conducted during the afternoon/evening of Thursday the 11th of April from 3 pm to 7 pm and again on Saturday the 13th from 10 am to 2 pm. These time periods were each pre-determined and assessed to be the peak periods for their respective days.

For the purposes of undertaking the surveys, the ETC was divided into 14 different zones, comprising precincts 1 to 6 in Figure 1. Precinct 7, at the time of the surveys was undeveloped. These precincts and their corresponding parking survey zone are detailed in Table 4. Table 4 demonstrates that in April 2013 there were a total of 3,690 on and off street car parking bays within the ETC.

Table 4 ETC parking supply

Precinct Parking Survey map Zone

Off Street On Street Total

1 10, 11, 12 and 13 2,026 0 2,026

2 9 and 14 0 134 134

3 5 and 6 139 75 214

4 7 and 8 323 145 468

5 1, 2 and 3 332 80 412

6 4 436 0 436

Total 1 - 14 3,256 434 3,690

As stated previously, the highest rate of overall utilisation for car parking within the ETC was 45% (1,718 physical bays), this being on Saturday from 11 am to 12 pm. The individual precinct with the greatest rate of utilisation on either the Thursday or Saturday was precinct 1 (map zones 10, 11, 12 and 13) with 1,058 or 52% of bays utilised. This precinct’s dominate land use is defined as major retail. The survey results for car parking utilisation are further detailed in Table 5.


Table 5 Peak period parking utilisation in the ETC

Zone Supply

(On and Off Street) Maximum bays

in Use Utilisation

1 2,026 1,058 52% (Saturday 11 – 12)

2 134 31 23% (Thursday 3 – 4)

3 214 160 75% (Thursday 3 – 4)

4 468 144 30% (Thursday 3 – 4)

5 412 169 41% (Saturday 10 – 11)

6 436 132 30% (Saturday 11 – 12)

Total 3,690 1,718 45% (Saturday 11 – 12)

The ETC has yet to reach maturity in a development sense and this could account for some of the low parking utilisation as land uses are not yet operating at their full potential. The primary catchment for the ETC (Ellenbrook, The Vale and the Vines) has a current population of 28,880 (ABS 2011) people and a future estimated population of 50,000. As the residential catchment increases by approximately 60% the car access and demand for parking can be expected to increase by almost the same amount. Further reasons for low utilisation may be:

With the introduction of Sunday and evening trading there has been some dispersion of trips for retail and bulk retail shopping from the traditional Saturday peak to Sundays and evenings, reducing the demand for parking on Saturdays.

An increasing number of shoppers and window shoppers are substituting some physical trips for electronic purchasing and research.


4. Indicative long term ETC parking needs Ultimately Ellenbrook will be home to about 3,500 residents in 1,650 dwellings. Based on 3.3 trips per person and a car driver mode share of 50%, these residents are likely to make about 6,000 car trips per day.

On a normal working day at full development it is estimated there will be about 6,000 people employed in the ETC, which could generate up to 12,000 daily trips. Visitors to the retail, bulk retail, office, recreational and other uses could generate a further 36,000 trips per day.

Thus the total number of trips to, from and within the ETC (by all modes), including residential, business, retail, recreational and educational visitors is estimated to be about 60,000 trips per day.

The future mode share of travel to/from and within the town centre is estimated to be:

Car driver: 50%

Car passenger: 18%

Walking: 14%

Public Transport 10%

Cycling 6%

Motor Cycling (other) 2%

Based on these mode shares, it is estimated there could be about 30,000 car driver trips per day to, from and within the ETC. There is also likely to be about 3,500 bicycle trips and 1,000 motor cycle trips each day.

To cater for the estimated level of car driver trips to, from and within the ETC in the order of 8,000 car parking bays are likely to be required. These can be indicatively allocated to land uses as shown in Table 6.

Table 6 ETC car parking needs at full development

Land Use Parking Bays Daily Car Traffic Bay Turnover

Residential 2,000 6,000 1.5

Retail 2,500 10,000 2.0

Bulk Retail/Service Commercial 2,000 10,000 2.5

Other Mixed Uses 1,000 3,000 1.5

School, Recreation and other facilities 500 1,500 1.5

Total 8,000 30,500 1.9

It can be seen from Table 6 that the estimated average turnover per parking bay within the town centre is a little less than two trips per bay/per day.


Daily bicycle travel to and from the centre is estimated to be 3,500 trips per day. Of this, many of the bicycle trips generated by residences within the ETC would also have a destination in the town centre. It is therefore appropriate to plan for 3,000 non-residential bicycle trips to the town centre. Assuming a turnover rate of 1.5 per bay, provision should be made for at least 1,000 non-residential bicycle bays in the ETC at full development. Similarly there is an estimated demand for at least 300 public motor cycle bays in the town centre at full development.

To allow the parking policy to respond to changing demands and ensure its continued relevance as the Town Centre develops, it is proposed that the Policy be reviewed periodically, or as issues arise that justify re-assessment of parking supply and/or management.


5. Town centre parking principles State Planning Policy (SPP) 4.2 – Activity centres for Perth and Peel was gazetted on the 31st of August 2010. It sets out a number of key policy objectives (shown below).

Source: State Planning Policy 4.2 – Activity Centres for Perth and Peel

SKM has developed a number of parking principles to support the parking objectives of SPP 4.2. These principles are intended to support the development of a town centre as “a place for people” that has great amenity, is commercially vibrant, and is easily accessible and environmentally sustainable. They are intended to deliver the amount of parking that is needed as a part of an efficient transport system that supports and encourages use of public transport, walking and cycling.

The principles were developed in draft form and workshopped with representatives of the City of Swan, Department of Planning, Roberts Day and LWP. The following principles have been developed to provide guidance and assist in developing a parking strategy and policy for the ETC.

5.1. Parking Principle 1

The amount and type of parking provided should support the town centre vision and broader transport and planning policies;

Set maximum and minimum levels of parking for different uses

Maximise shared/public parking

Use time-based parking and pricing to ensure efficient turnover of spaces



The amount and location of parking should assist in reducing impacts on people travelling to/from/within the centre;

Parking policy should support use of more efficient and sustainable transport modes

Locate parking to balance convenience for users with pedestrian amenity in the centre

Provide bicycle, motor cycle and scooter parking as well as car parking

The location and design of car parks should contribute to a safe, high quality pedestrian access experience, both on-street and within the car parks


Maximise resource efficiency and the value of parking;

Excessive parking has space and design implications that can restrict development and add cost

Value of car parking bays decreases rapidly as number of bays approaches or exceeds peak demand


Allocate on street space for car parking based on the following priorities;

1) Loading and servicing

2) Public transport stops/priority

3) Taxi stands

4) Bicycle/scooter/motorcycle parking

5) Short term car parking

6) Longer term car parking


Visitors to the town centre should be provided with clear directions to available parking and between car parks and major activities and landmarks.

Provide clear signage to parking stations

Provide signage when car parks are full and provide signage to alternative available parking

Provide way finding, signage at pedestrian exits from car parks to important destinations.


6. Parking strategies for the ETC Parking strategies for the ETC were developed in draft form by SKM and presented to a workshop attended by LWP, Roberts Day and officers of the City of Swan and the Department of Planning. Following the workshop, the strategies have been updated to reflect the views expressed and agreements reached at the workshop.

The strategies documented below are intended to support the ETC parking policy and to assist in implementation.

6.1. Parking Strategy 1

Establish minimum and desirable maximum levels of parking for major town centre land uses;

Based on existing car park usage and a partially developed catchment surrounding Ellenbrook.

Assume high degree of shared parking appropriate for a town centre.

Desirable maximum levels provide a range of parking above the minimum.


Maximise the proportion of public/shared parking;

Parking peaks occur at different times for different adjacent uses.

Shared parking for a variety of adjacent uses reduces the required parking supply and increases resource efficiency.


Unbundle parking from sale of residential apartments;

Residential apartments will have a mixture of one, two and three persons per apartment.

Most apartment owners will have a need for one parking space, but some will have no cars and some may require two spaces.

People with no car should not be required to pay for a car space they will not use and occupiers with two cars should pay more.

Unbundling allows a pool of parking to be made available for the unit complex (based on a rate of between 1.0 and 1.2 bays per apartment) that can be allocated based on owner/occupier need and demand.



Position car parks to minimise impact on pedestrians;

Where possible, limit access/egress to car parks from busy pedestrian streets.

Car parks on the periphery of the centre can channel pedestrian movement along town centre streets, activating these streets and increasing retail opportunities for small businesses.


Sleeve car parks at ground level on town centre streets;

Maintain active ground level uses along town centre streets.

Place car parking behind street frontages.

6.6. Public Strategy 6

Accept cash-in-lieu of parking where appropriate;

In mixed use town centre areas, sometimes it is not practical to require parking on-site.

Cash-in-lieu provides options for different development types, particularly small developments.

Cash-in-lieu is a source of funding for transport infrastructure, including development of public car parks.

Cash-in-lieu supports development of shared parking.


Manage town centre parking through price and time regulations;

Time regulations encourage turnover of the most sought after bays.

Differential pricing helps to free up space for customers.

A charge for parking assists in managing demand and encouraging greater use of walking, cycling and public transport.

Charging for parking will discourage inappropriate use of parking such as for park and ride in the ETC.


Provide an efficient way finding system;

Direct users to car parks and vacant bays.

Direct pedestrians from car parks to important town centre activities.



Enforce parking regulations to benefit users and the community;

Keep footpaths and bike paths clear.

Minimise illegal parking that is dangerous or causes congestion.

Use modern technology to enforce time stay and paid parking.


Monitor potential overspill from control area;

Resident parking areas may need to be implemented on periphery of paid parking area.

Paid parking area may need to be expanded with exemptions for residents.


Implement parking strategy in stages;

Implement controls when required to provide adequate, well located supply of parking.

Free (subsidised) parking can be appropriate in early stages of Town Centre development.


7. Parking rates for non-residential land uses 7.1.

For the purposes of this study, non-residential land uses have been grouped into three different descriptions: retail, mixed use and bulk retail/services commercial. This categorisation of land uses is shown on Table 7.

Table 7 Simplified land use categories

Retail Mixed Use Bulk Retail/Service

Commercial

Convenience store Office Car Sales Lot Fast food outlet Cinema/Theatre Car Sales Showroom Restaurant Consulting Rooms Car Wash Station Service station Consulting Rooms:

Group Factory Tenement Building

Shop Funeral Parlour Industry: Cottage Medical Centre Industry: Light Exhibition Centre Industry: Service

Tavern Motor Vehicle Repair Veterinary Centre Garden Centre Service Station Showroom

Warehouse

7.2. Retail

Upon build out, ETC will have 50,000m2 of retail floor space. This is a 46% increase on the 2013 amount of retail floor space which is 34,294m2. This retail floor space is planned to be divided between precincts 1, 3 and 7 (40,000m2, 7,200m2 and 2,800m2 respectively). Land uses included under the classification of ‘retail’, for the purposes of this strategy, include convenience store, fast food outlet, restaurant, service station and shop.

Currently, based on 34,294m2 of retail floor space, physical peak parking bay usage for retail land uses in Ellenbrook town centre is 1,058 bays. With the expected growth in both catchment and the expansion of retail land uses within the ETC, the physical demand for car parking bays is estimated to increase to 1,820. Based upon 85% usage the recommended supply of car parking bays for


50,000m2 of retail floor space is 2,141 bays, to be divided between the three precincts as shown in Table 8.

Table 8 Recommended car parking supply for non-residential land uses in precincts 1, 3 and 7

Precinct 1 1,713

Precinct 3 308

Precinct 7 120

Based on 2,141 car parking bays for 50,000m2 retail floor space and 85% car parking utilisation, the most desirable rate of parking is determined to be 4.3 bays per 100m2. In terms of desirable maximum car parking levels, 5.0 bays per 100m2 retail floor space is determined to be most appropriate. In terms of a minimum level of car parking supply, 4.0 bays per 100m2 is suggested. If the minimum level of suggested car parking is adopted (4.0 bays per 100m2), this would be equivalent to 91% occupancy; alternatively the desirable maximum (of 5.0 bays per 100m2) would equate to 73% occupancy.

In scenarios where less than 4.3 bays per 100m2 are sought or considered more desirable (such as for a small shop/retail outside the major shopping centres), a cash-in-lieu payment would apply.

7.3. Mixed use

Precinct 3 of the ETC is planned to have a mix of non-residential land uses consisting of both retail and non-retail. Non-retail land uses acceptable in this mixed-use zone include office, cinema, consulting rooms, funeral parlour, medical centre, exhibition centre, tavern and veterinary centre. Hence both retail and non-retail parking rates are recommended for this mixed-use precinct.

Section 7.1 has determined the desirable, minimum and maximum rates of car parking for retail land uses and these should be applied in the same manner to the retail land uses within the mixed use precinct. In precinct 3, the desirable rate of car parking would be 4.3 bays per 100m2. Within precinct 3, some small retail outlets would find it very difficult to provide parking on site. Thus it is proposed to permit zero levels of retail parking with cash-in-lieu being payable below 4.3 bays per 100m2. The desirable maximum would be 5 bays per 100m2.

The recommended parking rates of non-retail land uses in the mixed use zone are 2 bays per 100m2, equating to 79% occupancy using the same methodology as applied in Section 7.1. Once again the minimum parking level is proposed to be zero with cash-in-lieu applying below the rate of parking of 2 bays per 100m2. The desirable maximum rate of parking would be 2.5 bays per 100m2, equating to 63% occupancy.


7.4. Bulk retail/Service commercial

Upon build out, the ETC is projected to have 94,361m2 of bulk retail/service commercial floor area. At present, approximately 29% of this floor area has been developed. These land uses will be located in precincts 5 and 6 (45,158m2 and 49,203m2 respectively). Land uses considered under bulk retail/service commercial include car sales lots and showrooms, car wash stations, factory tenement buildings, industry (cottage, light or service), motor vehicle repair, garden centres, service stations, showrooms or warehouse.

The recommended rate of parking for bulk retail/service commercial land uses within the ETC has been estimated based on current parking levels and future precinct growth. Currently, precinct 5 has 169 bays. However with the expected catchment growth and expected future demand upon full development, it can be determined that 1,115 bays will be required. This allows for 85% car park utilisation. Using these figures, it can be determined that the desirable rate of car parking is 2.5 bays per 100m2 (once again based on 85% car parking utilisation). The recommended desirable maximum rate of parking, (3.0 bays per 100m2) is equivalent to 70% utilisation. The recommended minimum suggested level of car parking is 2.2 bays per 100m2; equivalent to 93% car park utilisation.

In scenarios where the land use is less than 2.5 bays per 100m2, cash-in-lieu payments would apply.

At the time the parking survey was undertaken in April 2013, there was 13,485m2 of bulk retail/service commercial open to the public. The public usage at that time was only 132 bays. When factored up to allow for catchment growth of 72% and maximum utilisation of 85%, it can be determined that 267 bays should be provided for 13,485m2. This translates to about 2 bays per 100m2, which is less than that in precinct 5. It is considered that the lower rate of parking in precinct 6 is likely to be because the commercial uses have not had sufficient time to become established within the catchment. Therefore it is recommended that the desirable rate of 2.5 bays per 100m2 should also apply to precinct 6 to allow for fuure growth and maturity of uses in this area. Similarly it is recommended that a desirable maximum of 3.0 bays per 100m2 at a minimum rate of 2.2 bays per 100m2 apply for bulk retail/service commercial in precinct 6.

7.5. Recommended parking rates for non-residential development The recommended car parking rates for non-residential development discussed in sections 7.1 to 7.4 are summarised in Table 9.


Table 9 Recommended car parking rates for non-residential uses

Land use Desirable Rate

(per 100m2 of NLA)

Minimum Rate

(per 100m2 of NLA)

Desirable Maximum Rate

(per 100m2 of NLA)

Retail (Shopping centre) 4.3 4.0 5.0

Retail in mixed use precinct 4.3 Zero 5.0

Mixed use non-retail 2.0 Zero 2.5

Bulk retail/Service commercial 2.5 2.2 3.0

Cash-in-lieu of parking on site will be required to be paid for the following uses when parking provided on site is less than:

Retail: less than 4.3 bays per 100m2 NLA

Non-retail mixed use: less than 2.0 bays per 100m2 NLA

Bulk retail/Service commercial: less than 2.5 bays per 100m2 NLA

Cash-in-lieu is discussed further in Section 9.

7.6. Bicycles and motorcycles

The parking of bicycles and motorcycles for non-retail land uses has been broken down into two different categories, private (generally for commuters) and public. Private commuter bicycle and motorcycle parking would be required for office developments while public bicycle and motorcycle parking would be associated with retail, bulk retail/service commercial, mixed use (non-private) and educational land uses.

For private bicycle and motorcycle parking (office and mixed use) the recommended rate of parking is 0.6 bays per 100m2 NLA for cyclists and 0.2 per 100m2 NLA for motorcycles. The recommended parking rates for the various public land uses are shown on Table 10.

Table 10 Recommended public non-residential bicycle and motorcycle parking rates

Land use Bicycle Parking Rates Motorcycle Parking Rates

Retail 0.5 per 100m2 0.2 per 100m2

Retail in mixed use precinct 0.2 per 100m2 0.1 per 100m2

Mixed use non-retail 0.2 per 100m2 0.1 per 100m2

Bulk retail/Service commercial 0.2 per 100m2 0.1 per 100m2

Note: Education/Recreation uses are provided at a set amount of 400 bicycling parking bays and 50 motorcycle parking bays


8. Parking rates for residential land uses 8.1. Single houses and multiple dwellings coded less than R30

Based upon State Planning Policy 3.11, Residential Design Codes, also referred to as the RCodes, single houses and multiple dwellings zoned less than R30 have a variety of minimum parking requirements of either nil, one or two car parking bays per dwelling. This is determined upon locational criteria regarding how far the dwelling is located from either a high frequency rail or bus route. The RCode car parking requirements for dwellings in these locations are detailed in Table 11.

Table 11 Deemed to comply number of parking pays per single house or dwelling coded less than R30

Type of Dwelling Car Parking Spaces

Location A Location B

1 Bedroom Dwelling 1 1

2+ Bedroom Dwelling 1 2

Aged Person Dwelling 1 1

Ancillary Dwelling Nil 1

A = within:

800 metres of a train station on a high frequency rail route, measured in a straight line from the pedestrian entry to the train station platform to any part of a lot; or

250 metres of a high frequency bus route, measured in a straight line from along any part of the bus route to any part of a lot.

B = not within the distances outlined in A above.

Source: State Planning Policy 3.1 Residential Design Codes As Table 11 demonstrates, the only instance where a minimum of two parking bays is required for a development is when it is located in Location B (outside the desirable distances to high frequency public transport) and has more than two bedrooms. Otherwise, one car parking bay per dwelling is considered to meet the requirements of SPP 3.1 – with the exception of Ancillary dwellings in Location A, which have no car parking mandate.

1 August 2013. Replaces State Planning Policy 3.1 as published in the Government Gazette on 22 November 2010 and 29 April 2008.


8.2. Multiple dwellings coded R30 or greater

The same locational categories used to determine car parking requirements for single dwellings and multiple dwellings coded less than R30 apply to multiple dwellings coded R30 and greater. These car parking requirements are outlined in Table 12.

Table 12 Deemed to comply minimum number of parking bays for multiple dwellings coded R30 and greater

Type and plot ratio area of dwelling

Car Parking Spaces

Location A Location B

Small (75m2 or 1 bedroom) 0.75 1

Medium (75-110m2) 1 1.25

Large (>100m2) 1.25 1.5

A = within:

800 metres of a train station on a high frequency rail route, measured in a straight line from the pedestrian entry to the train station platform to any part of a lot; or

250 metres of a high frequency bus route, measured in a straight line from along any part of the bus route to any part of a lot.

B = not within the distances outlined in A above.

Source: State Planning Policy 3.1 Residential Design Codes Using the same locational requirements for single dwellings and multiple dwellings coded less than R30, the minimum car parking requirements for multiple dwellings coded R30 or greater has decreased in comparison. The highest car parking provision requirement is for large dwellings (greater than 100m2) located outside the bounds of high frequency public transport (Location B).

These car parking provision requirements can be provided in scenarios where car parking is unbundled from the sale of individual dwellings. For example, a building in Location A consisting of 20 small apartments only (each less than 75m2 or consisting of only one bedroom) would be required to provide a minimum of 15 car parking bays.

8.3. Unbundle parking from sale of residential apartments

Depending on their circumstances, some owners of town centre apartments may require zero, one or two parking bays. It is inequitable for people who do not own a car to automatically pay for a parking bay, inclusive in the purchase of an apartment. To provide greater equity it is proposed that the purchase (or lease) of an apartment be unbundled from the sale (or lease) of the parking bay or bays.


8.4. Bicycles and motorcycles

Parking requirements for bicycles and motorcycles are based upon dwelling type rather than their residential coding. As a result single houses, regardless of their coding have no additional requirement for bicycle or motorcycle parking as space would generally be available on site for bicycle parking. However, SKM recommends that apartments should be required to provide one parking bay per dwelling for bicycles and 0.1 bays per apartment for motor cycles. In regards to the provision of visitor parking bays for apartments, a rate of provision of 0.05 bays per apartment is suggested. It is proposed that these parking bays be provided on street or in the public realm.

Similarly to motor vehicle parking in apartments, the sale of bicycle and motorcycle parking should be unbundled from dwellings.


9. Cash-in-lieu policy In some cases it will be impractical or uneconomic to provide any parking or all of the required parking on a site. This is particularly the case for small retail and non-retail mixed-use development predominately in precincts 3 and 7.

In such cases it will be permissible to pay cash-in-lieu of onsite parking. The conditions pertaining to cash-in-lieu are:

Cash-in-lieu payments will be required when the onsite parking provided falls below the desirable level for the following uses:

Retail: 4.3 bays per 100m2 NLA

Bulk retail: 2.5 bays per 100m2 NLA

Mixed use non-retail: 2.0 bays per 100m2 NLA

Any reduction in onsite parking provision below the desirable levels will require the cash-in-lieu payment to net 100% of the cost of providing the shortfall of bays.

The cash-in-lieu payment per bay will be based on the provision of at-grade parking within the ETC and shall include the cost of construction (including lighting, drainage and landscaping), maintenance and the cost of land. The current (June 2013) cash-in-lieu payment per bay is:

Construction cost: $3,747

Engineering design: $234

Landscaping (including design): $716

Land cost: (31.6m2 x $450/m2) $14,220

Total: $18,917

The cash-in-lieu payment per bay will be reviewed on an annual basis.

Cash-in-lieu payments shall be paid into a special public parking cash-in-lieu account of the City of Swan which shall only be used to:

Construct public car parks within the ETC

Construct public bicycle and motorcycle parking within the ETC

No funds from the special public parking cash-in-lieu account shall be used for operation of car parks

In the main, cash-in-lieu payments will not apply to car parking for the major retail or bulk retail developments within the centre, although there may be circumstances at the margins where small amounts of cash-in-lieu would be acceptable. The majority of cash-in-lieu payment will apply to relatively small mixed-use development in the ETC.


10. Management of public parking 10.1. Paid parking

The City of Swan has indicated its intention to introduce paid parking in the longer term. It is suggested that this pricing strategy be targeted to encourage long stay parking on the periphery of the ETC and short stay (eg. one hour) in the highest demand bays along Main Street and within the centre. It is unlikely that paid parking would be introduced in the immediate short term to allow the centre to become established. The most appropriate time to introduce paid parking would be when a rail or bus rapid transit system to Ellenbrook is introduced.

10.2. Short term and long term parking

Long term parking will be required to service the employees at office and commercial uses within the centre, whereas retail uses will have high demand for short term parking. The distribution of short and long term parking will need to reflect the location of these different land uses and their respective parking demand profiles. Short term parking is best suited to on-street bays and a variety of half hour, one hour and two hour parking is generally considered appropriate for short term parking demand.

10.3. Management of off-street public parking

It is expected where retail use predominates, the majority of off-street public parking should be short term with a maximum of four hours considered appropriate. Off-street, longer term parking will be required where the majority of land use is office commercial. These uses tend to have a lower visitor demand and a high demand for commuter (all-day) parking from employees.

Public off-street parking will be managed by the City of Swan, whereas shared short term parking for the shopping centre and bulk retail will be managed by the private sector.

10.4. Management of on-street public parking

On-street public parking bays within the centre will have a high demand and a high turnover. Drivers will therefore be encouraged to maximise the use of these bays. It is suggested that these bays be metered and a time restriction be applied for the most central streets to encourage short term parking. The time restrictions could be increased for on-street parking further from the centre.

Public on-street parking will be managed by the City of Swan.

10.5. Signage

It may be beneficial at full development for signage to be erected at key parking sites to highlight the location of alternative public parking areas. This encourages more efficient use of the available parking and also improves legibility for drivers.


10.6. Service vehicle access (laneway and kerbside loading)

The greatest demand for service vehicle access will likely be for retail uses along Main Street. It is proposed that access to buildings for services vehicles be incorporated into rear lot laneways. In addition, it is suggested that a minimum of two bays be reserved for kerbside loading in both Main Street and The Parkway and another bay be reserved on the parallel running street south of The Parkway. It is suggested that these bays be available for loading either during peak periods in the morning and afternoon or from 6am and 6pm weekdays if the City prefers, and be open to general parking at all other times.

The specific location of loading bays should be determined during detailed design phase and in consultation with developers and the City of Swan.

10.7. Taxi rank

Taxis are not likely to be particularly popular modes of transport as the area is not expected to develop many uses that would generate high taxi demand. However provision should be made for up to three kerbside layover areas for around two to three taxis each in the centre and on Main Street near the Tavern. Provision should be made for a few taxi bays at the future transit station.

10.8. Bicycle parking

It is desirable to encourage people to cycle to and within the town centre. For new developments, it is suggested that end of trip facilities are provided for residents, tourists or for commuters cycling to and from their place of work. Appropriate end of trip facilities include secure long term bicycle parking such as lock up cage, showers and lockers.

Bicycle parking should be provided at community and public facilities, such as the library and educational buildings, and also at key locations within the town centre (ie. future transit station).


11. Estimated parking in ETC at full development Upon build out of the Ellenbrook town centre there are expected to be 8,300 motor vehicle parking bays within the centre. These parking bays will be divided amongst the various land uses as outlined in Table 13. Table 14 shows the recommended parking supply per zone based upon projected yield.

Table 13 Recommended parking supply by major land use

Land Use No. of Bays

Retail 2,150

Bulk retail/Service commercial 2,359

Education/Recreation/Other 500

Non-retail/Mixed use 944

Residential 2,136

Residential visitor 169

Total 8,258

Table 14 Recommended car parking per zone

Zone Non-residential parking

Residential parking

Residential visitor

Total

1 1,780 1,780

2 136 1,001 78 1,215

3 670 173 17 860

4 500 500

5 1,129 1,129

6 1,230 1,230

7 508 962 74 1,544

Total 5,953 2,136 169 8,258


Regarding the recommended amount of non-residential bicycle and motorcycle parking within the town centre, there are expected to be 1,179 bicycle spaces and 373 motorcycle bays upon build out. This has been broken down according to land use within the town centre as shown in Table 15.

Table 15 Recommended non-residential bicycle and motor cycle parking

Land use Bicycle Parking Spaces Motorcycle Parking Bays

Retail 250 100

Bulk retail/Service commercial 189 94

Non-retail mixed use 337 127

High school/Recreation 400 50

Total (Non-residential) 1,176 371

Public parking will be provided by both off-street car parks funded by cash-in-lieu and on-street bays. Residential visitor parking will, in the main, be provided on-street although some developments will make provision for some on-site visitor parking.


12. Ellenbrook town centre parking policy summary

The Ellenbrook parking policy and strategy has been developed to:

Assist with the rational and efficient development of the ETC

Provide guidance on the longer term management of the car parking within ETC

In that sense it is a policy for the Ellenbrook developer and the City of Swan.

12.1. Town centre parking principles

The ETC parking principles were developed by SKM to support the policy objectives of SPP 4.2. The included principles were work shopped with representatives of the City of Swan, the Department of Planning, Roberts Day and LWP to ensure they reflect local development priorities for Ellenbrook. The agreed parking principles are:

Parking Principle 1: The amount and type of parking provided should support the town centre vision and broader transport and planning policies;

Parking Principle 2: The amount and location of parking should assist in reducing impacts on people travelling to/from within the centre;

Parking Principle 3: Maximise resource efficiency and the value of parking;

Parking Principle 4: Allocate on street space for car parking based on the following priorities; Parking Principle 5: Visitors to the town centre should be provided with clear directions to

available parking and between car parks and major activities and landmarks.

12.2. Parking strategic for ETC

Similarly the following strategies for parking in ETC were agreed:

Parking Strategy 1: Establish minimum and desirable maximum levels of parking for major town centre land uses;

Parking Strategy 2: Maximise the proportion of public/shared parking;

Parking Strategy 3: Unbundle parking from sale of residential apartments

Parking Strategy 4: Position car parks to minimise impact on pedestrians;

Parking Strategy 5: Sleeve car parks at ground level on town centre streets;

Public Strategy 6: Accept cash-in-lieu of parking where appropriate;

Parking Strategy 7: Manage town centre parking through price and time regulations;

Parking Strategy 8: Provide an efficient way finding system;

Parking Strategy 9: Enforce parking regulations to benefit users and the community;

Parking Strategy 10: Monitor potential overspill from control area;

Parking Strategy 11: Implement parking strategy in stages;


12.3. Parking rates and numbers

(a) Residential

Parking for residential properties in the ETC will comply with SPP3.1 which has been recently gazetted. The car parking rates for dwellings zoned less than R30 and for dwellings zoned greater than R30 are outlined in Table 11 and Table 12 in Section 8 of this report.

It is estimated that about 2,300 car parking bays will be required to meet the needs of the estimated 1,650 dwellings within the ETC at full development.

(b) Non-Residential

The desirable, minimum and desirable maximum rate of parking for non-residential development is outlined in Table 16.

Table 16 Car parking rates for non-residential uses

Land use Desirable Rate (per 100m2 of NLA)

Minimum Rate (per 100m2 of NLA)

Desirable Maximum Rate (per 100m2 of NLA)

Retail (Shopping centre) 4.3 4.0 5.0

Retail in mixed use precinct 4.3 Zero 5.0

Mixed use non-retail 2.0 Zero 2.5

Bulk retail/Service commercial 2.5 2.2 3.0

The estimated number of non-residential parking within the ETC is outlined in Table 17.

Table 17 Estimated non-residential car parking at full development

Land Use No. of Bays

Retail 2,150

Bulk retail/Service commercial 2,359

Education/Recreation/Other 500

Non retail mixed use 944

Total 5,953 The parking for education and recreational uses are within precinct 4. This is mainly public parking in the street reserves. This parking will provide for overflow parking for retail and town centre uses during pre-Christmas peak hours if necessary. The school will be closed during this peal Saturday and Sunday times for retail, which will also not co-inside with the peak parking times for recreation.


(c) Other

The parking rates for specific uses, such as hospitals, educational institutions and cultural facilities will be dealt with on a case by case basis, taking the location of the use and its operational requirements, such as number of employees or students and hours of operation into consideration.

12.4. Parking for bicycles and motorcycles

(a) Residential

Parking for bicycles and motorcycles at non-apartment dwellings can be provided for in individual garages and other storage areas without the need for dedicated parking provision. For apartments the following bicycle and motorcycle parking is proposed:

Bicycle parking: minimum of 725 bays (1 per apartment on average)

Motorcycles: minimum of 73 bays (0.1 per apartment on average)

(b) Non-residential The following parking for bicycles is proposed:

Table 18 Non-residential bicycle parking

Land use Rates Estimated Bicycle Parking

Retail 0.5 per 100m2 250

Bulk retail/Service commercial 0.2 per 100m2 189

Mixed use 0.2 per 100m2 337

Education and Recreation uses N/A 400

Total - 1,176

The following parking for motorcycles is proposed:

Table 19 Non-residential motorcycle parking

Land use Rates Estimated Bicycle Parking

Retail 0.2 per 100m2 100

Bulk retail/Service commercial 0.1 per 100m2 94

Mixed use 0.1 per 100m2 127

Education and Recreation uses N/A 50

Total - 371


12.5. Cash-in-lieu policy

Cash-in-lieu of onsite parking will be permitted in certain circumstances. Cash-in-lieu will only be permitted for non-residential parking. The vast majority of Cash-in-lieu will apply to mixed-use development. Shopping centre retail parking and bulk retail/service commercial will generally be provided on site. The cost of Cash-in-lieu in September 2013 will be $18,917 per bay.

The main conditions relating to cash-in-lieu payments are:

Cash-in-lieu payments will be required when the on-site parking falls below the desirable level of parking for the following uses:

Retail: 4.3 bays per 100m2 NLA

Bulk retail/Service commercial: 2.5 bays per 100m2 NLA

Mixed use non-retail: 2.0 bays per 100m2 NLA

Cash-in-lieu payments shall be paid into a special public parking Cash-in-lieu account of the City of Swan which shall only be used to:

Construct public car parks within the ETC

Construct public bicycle and motorcycle parking within the ETC

No funds from the special public parking cash-in-lieu account shall be used for operation of car parks.

12.6. Management of public parking

Guidelines on the management of parking within the ETC are provided in Section 10 of this report. These guidelines are intended to encourage the efficient use of parking in the longer term. This includes the introduction of paid parking in the ETC in the medium term. The most likely time to introduce paid parking would be when a rail or bus rapid transit system is introduced to Ellenbrook.

12.7. Monitoring and review

The Ellenbrook Town Centre Parking Policy will be reviewed periodically (for example every five years) and modified as required in close liaison with the City of Swan.


Appendix A

July 2013

Ellenbrook Town Centre Parking Strategy Review 2


Zone Land Use Size (m2)1 Retail 34,294

2 Residential

61 Apartments

N/A112 Retirement Villas

120 Bed Aged Care Facility

3 Mixed Use

Restaurant

9,360MedicalRetailOfficeTavern

4Recreation

Sporting Field

N/AWater Playground

BMX TrackIndoor Swimming Pool

Education – High School1,369 Students

N/A133 FTE Staff

5Bulk Retail/Service

Commercial

Motor Vehicle Repair

13,850Transport Depot

WarehouseIndustry - General

6 Bulk Retail/Service Commercial 13,4857 Mixed Use Undeveloped

3

ZoneRetail (m2

NLA)

Mixed Use (Non-

residential) (m2 NLA)

Residential (Dwellings)

Bulk Retail/Service Commercial

(m2 NLA)

Education(High

School)

Recreation(Various)

Civic (m2

NLA)

1 40,000 2,000 - - - - -2 - 6,800 782 - - - -3 7,200 16,800 130 - - - 1,200

4 - - - -

1,369 Students

133 FTE Staff

Various 4,000

5 - - - 45,158 - - -6 - - - 49,203 - - -7 2,800 14,400 738 2,694 - - -

Total 50,000 40,000 1,650 97,055High

SchoolVarious 5,200


Land Use 2013Estimated Ultimate

Floor Area

Percentage Floor Area Developed

Retail 34,294 50,000 69%

Residential 173 Dwellings 1650 Dwellings 10%Bulk Retail/Service

Commercial27,335 97,055 29%

Mixed Use (Non-residential)

9,360 40,000 23%

Education High School High School 100%

Recreation Current Uses 4 x Current Uses 25%

Civic 5,200 18,000 29%


Precinct Off Street On Street TotalRetail 2026 0 2026

Mixed Use 139 75 214Bulky Retail 436 0 436Commercial 332 80 412

Recreational and Educational 323 145 468

Residential 0 134 134Total 3,256 561 3,817


Time Retail Mixed Use Bulky Retail Commercial

Recreation and

EducationResidential Total

Thur

sday

3.00 – 4.00 705 160 76 126 144 31 1,242

4.00 – 5.00 804 142 59 129 79 19 1,232

5.00 – 6.00 760 142 48 101 33 15 1,099

6.00 – 7.00 633 116 43 77 20 19 908

Satu

rday

10.00 – 11.00 860 134 108 169 66 22 1,359

11.00 – 12.00 1,058 134 132 166 53 25 1,568

12.00 – 1.00 992 136 122 105 11 19 1,315

1.00 – 2.00 966 107 116 96 9 18 1,312


Precinct Supply (On and Off Street) Use Utilisation

Retail 2,026 1,058 52%(Saturday 11 – 12)

Mixed Use 214 160 75% (Thursday 3 – 4)

Bulky Retail 436 132 30%(Saturday 11 – 12)

Commercial 412 169 41%(Saturday 10 – 11)

Recreational and Educational 468 144 30%

(Thursday 3 – 4)

Residential 134 31 23%(Thursday 3 – 4)

Total 3,817 1,718 45%(Saturday 11 – 12)


Possible reasons:Some uses may not have fully matured – ie. Not operating at full potentialCurrent trends to lower levels of car driving


0

2

4

6

8

10

12

14

16

18

1989 1992 1995 1998 2001 2004 2007 2010 2013

'000

Veh

icle

kilo

met

res

per p

erso

n pe

r yea

r

Year

Annual car usage per person

Australia

Germany

France

Japan

USA

Britain

Canada

Italy

Korea

Spain


Source: Loader 2012



3,500 residents in 1,650 dwellings6,000 people employed in the Town CentreTotal trips to, from and within Ellenbrook –60,000 per day (all modes)Daily car driver trips 30,000

Mode Share (at full development)Car (Driver) 50%

Car (Passenger) 18%Walking 14%

Public Transport 10%Cycling 6%

Motorcycle/Scooter/Other 2%Ellenbrook Town Centre Parking

Strategy Review 13

Land Use Parking Bays Daily Car Traffic Bay Turnover

Residential 2,000 6,000 1.5

Retail 2,500 10,000 2.0

Bulk Retail/Service Commercial 2,000 10,000 2.5

Other Mixed Uses 1,000 3,000 1.5

School, Recreation and other facilities 500 1,000 1.5

Total 8,000 30,000 1.9


Support WAPC, state and local government policies for land development;Deliver the amount of parking needed as part of a efficient transport system;Support town centre vision: “A place for people to enjoy”

Great amenity;Commercially vibrantEasily accessible;Environmentally sustainable.


Supports and encourages use of PT, walking and cycling;Reduced car driving to activity centres and parking in centres;Centre planning to adopt a parking strategy that:

Provides upper and lower limits on parking;

gives priority to short stay parking;

minimises impact of traffic and parking on urban amenity.

16Ellenbrook Town Centre Parking

Strategy Review

Supports SPP 4.2 policy position;

Supports pricing as a tool to manage demand;

Supports cash-in-lieu with revenue to support sustainable transport options;

Common use/public parking is the preferred supply option


The amount and type of parking provided should support the town centre vision and broader transport and planning policies;

Set maximum and minimum levels of parking for different uses;

Maximise shared/public parking;

Use time based parking and pricing to ensure efficient turnover of spaces.


The amount and location of parking should assist in reducing impacts on people travelling to, from and within the centre.

Parking policy should support use of more efficient and sustainable transport modes.Locate parking to balance convenience for users with pedestrian amenity in the centre.Provide bicycle, motorcycle and scooter parking as well as car parking.The location and design of car parking should contribute to a safe, high quality pedestrian access experience – both on street and within the car parks.


Maximise resource efficiency and value of parking;

Excessive parking has space and design implications that can restrict development and add cost;Value of car parking bays decreases rapidly as number of bays approach or exceed peak demand.


Allocate on street space for car parking based on the following priorities:

Loading and servicing;Public transport stops/priority;Taxi stands;Bicycle/scooter/motorcycle parking;Short term car parking;Longer term car parking.


Visitors to the town centre should be provided with clear directions to available parking and between car parks, major activities and landmarks.

Provide clear signage to parking stationsProvide signage when car parks are full and provide signed to alternative available parkingProvide way finding signage at pedestrian exits from car parks to important destinations


Establish minimum and desirable maximum levels of parking for major town centre land uses;

Based on existing car park usage and a partially developed catchment surrounding Ellenbrook.Assumes high degree of shared parking appropriate for a town centre.Desirable maximum levels provide a range of parking above the minimum.


Maximise the proportion of public/shared parking;

Parking peaks occur at different times for different adjacent uses.Shared parking for a variety of adjacent uses reduces the required parking supply and increases resource efficiency.


Unbundle parking from sale of residential apartments;

Residential apartments will have a mixture of one, two and three persons per apartment.Most apartment owners will have a need for one parking space, but some will have no cars and some may require two spaces.People with no car should not be required to pay for a car space they will not use and occupiers with two cars should pay more.Unbundling allows a pool of parking to be made available for the unit complex (based on a rate of between 1.0 and 1.2 bays per apartment) that can be allocated based on owner/occupier need and demand.


Position car parks to minimise impact on pedestrians;

Where possible, limit access/egress to car parks from busy pedestrian streets.Car parks on the periphery of the centre can channel pedestrian movement along city centre streets, activating these streets and increasing retail opportunities of small businesses.


Sleeve car parks at ground level on city streets;Maintain active ground level uses along city streets.Place car parking behind street frontages.


Accept cash-in-lieu of parking where appropriate;

In mixed use city centre areas, sometimes it is not practical to require parking on site.Cash-in-lieu provides options for some developments, particularly small developments.Cash-in-lieu is a source of funding for alternative transport options, including development of public car parks.Cash-in-lieu supports development of shared parking.


Manage city centre parking through price and time regulations;

Time regulations encourages turnover of most sought after bays.Differential pricing helps to free up space for customers.A charge for parking assists in managing demand and encouraging greater use of walking, cycling and public transport.Charging for parking will discourage inappropriate use of parking such as for park and ride in the city centre.


Provide an efficient wayfinding system;Direct users to car parks and vacant bays, using variable sign messages where appropriate.Direct pedestrians from car parks to important city centre activities.


Enforce parking regulations to benefit users and the community;

Keep footpaths and bike paths clear.Minimise illegal parking that is dangerous or causes congestion.Use modern technology to enforce time stay and paid parking.


Monitor potential overspill from control area;Resident parking areas may need to be implemented on periphery of paid parking area.Paid parking area may need to be expanded with exemptions for residents.


Implement parking strategy in stages;Implement controls when required to provide adequate, well located supply of parking.Free (subsidised) parking can be appropriate in early stages of City Centre development.


Appropriate for Mixed Use Centre with Shared Parking for Non-Residential Uses:

ResidentialRetailBulk retail/Service commercialMixed useOther


Based on SPP 3.1 – Residential Design CodesMinimum number of parking bays

A = within:800m of a train station on a high frequency rail route, measured in a straight line from the pedestrian entry to the train station platform to any part of a lot; or 250m of a high frequency bus route, measured in a straight line from along any part of the route to any part of a lot.

B = not within the distances outlines in A above.


Type of Dwelling Car Parking SpacesLocation A Location B

1 bedroom dwelling 1 1

2+ bedroom dwelling 1 2Aged persons dwelling 1 1

Ancillary dwelling nil 1

Residential apartmentsUnbundle parking from sale of units Supply of parking in range 1.0 to 1.2 bays per unit

HousesMinimum rate – 1 bay per houseEstimated average rate – 1.4 bays per house


Based on current parking usage at 85% occupancy; andEllenbrook town centre catchment growth for retail, bulk retail and service commercial.

Current Population 28,880Build Out Population 50,000Per cent Developed 58%Demand for parking could increase by up to 72% for retail and bulk retail/service commercial as the catchment area develops


Land Use Current Estimate d at Full Development

Per cent Increase

Retail 34,294 m2 50,000 m2 46%Bulk Retail/Service Commercial

27,335 m2 97,055 m2 255%


40,000 m2 in Zone 1 7,200 m2 in Zone 32,800 m2 in Zone 7Current parking usage: 1,058 baysFuture demand for catchment increase: 1,820 baysRecommended supply (85% usage): 2,141 bays

Recommended supply in Zone 1: 1,713Recommended supply in Zone 3: 308 baysRecommended supply in Zone 7: 120 bays


2,141 parking bays for 50,000 m2 retail (based on 85% occupancy)

Desirable rate of parking: 4.3 bays per 100m2 (based on 85% occupancy)

Minimum level of parking: 4.0 bays per 100m2 (equivalent to 91% occupancy)

Maximum level of parking: 5.0 bays per 100m2 (equivalent to 73% occupancy)

Cash-in-lieu payment would apply for rates below 4.3 bays per 100m2

For small shop retail outside of major shopping centres, rates below 4.0 bays per 100m2 can be permitted, but extra cash-in-lieu will apply


Current bulk retail/service commercial 13,850 m2

Ultimate bulk retail/service commercial 45,158 m2

Current parking usage 169 Bays

Allow for catchment growth 291 Bays

Future demand at full development 948 Bays

Recommended total parking for Zone 5 1115 Bays (allowing for 85% max utilisation)


Current bulk retail/service commercial 13,485 m2

Ultimate bulk retail/service commercial 49,203 m2

Current parking usage 132 Bays

Allow for catchment growth 227 Bays

Future demand at full development 974 Bays

Recommended total parking for Zone 6 1215 Bays (based on same rate as for Zone 5)


1,115 parking bays for 45,158m2 (previous slide based on 85% utilisation)

Desirable rate of parking – 2.5 bays per 100m2 (based on 85% utilisation)

Minimum level of parking – 2.2 bays per 100m2 (equivalent to 93% utilisation)

Maximum level of parking – 3.0 (equivalent to 70% utilisation)

Cash-in-lieu payments would apply for rates below 2.5 bays per 100m2


Car sales lotCar sales showroomCar wash stationFactory tenement buildingIndustry: cottage, light or serviceMotor vehicle repairGarden centreService station


Current mixed use development (non-retail):8,760m2

Current retail development:600m2

Current parking160 vehicles at peak time22 for retail138 for non-retail mixed use


Ultimate retail:7,200m2

Recommended parking:

310 baysUltimate non-retail:

18,000m2

Future peak parking based on current usage284

Recommended supply (85% usage)334


Retail:4.3 bays per 100m2

MinimumZero but cash-in-lieu applies

Maximum5.0 bays per 100m2

Cash-in-lieu applies below 4.3 bays per 100m2


Recommended level:2 bays per 100m2 (at 79% occupancy)

Maximum level:2.5 bays per 100m2 (at 63% occupancy)

Minimum level:Zero, but cash-in-lieu applies

Cash-in-lieu applies below 2 bays per 100m2


OfficeCinema/TheatreConsulting RoomsConsulting Rooms: GroupFuneral ParlourMedical CentreExhibition CentreTavernVeterinary Centre


SchoolsMajor sporting and recreational facilitiesHospitalsOther land uses not listed


Car Parking Retail – 1,720 bays (40,000m2)Mixed use – 60 bays (3,000m2)Total – 1,780 baysCurrent parking in Zone 1 – 2,026 bays


Dwelling Type Number of baysResidential apartments 495 bays (450 apartments)Residential house 465 bays (332 houses)Residential visitors 78 bays on streetMixed use 136 bays (6,800m2)Total 1,174 bays


Car Parking


Land use Number of baysRetail 310 bays (7,200m2)Non-retail mixed use 360 (18,000m2)Residential apartments 33 bays (30 apartments)Residential houses 140 (100 houses)Residential visitor 13 bays (on street)Total 856 bays

Current parking – 144 bays (school and recreational facilities)Future allowance – 600 bays (estimated to allow for growth of recreation facilities and possible town centre overflow parking)


Zone 5 – 1,129 bays (45,158m2)

Zone 6 – 1,230 bays (49,203m2)



Residential Number of baysSingle Houses 791 (565 houses)Apartments 190 (173 apartments)Residential visitors 74 Total residential 1055

Non-residential Number of baysRetail 120 (2,800m2)Non-retail mixed use 388 (14,400m2)Bulk retail 42 (1,650m2)Total non-residential 450

Total car parking – 1,505 bays

ZoneNon-

residential Parking

Residential Parking

Residential Visitor Total

1 1,780 - - 1,7802 136 960 78 1,1743 670 173 13 8564 600 - - 6005 1,129 - - 1,1296 1,230 - - 1,2307 550 981 74 1,605

TOTAL 6,095 2,114 165 8,374


Retail 2,150 baysBulk retail/Service commercial 2,401 bays Education/recreation/other 600 baysNon-retail/Mixed use 944 baysResidential 2,114 baysResidential visitors 165 bays

Indicative total parking 8,374 bays


Houses:No additional provision

Apartments1 bay per apartment for bicycles0.1 bay per apartment for motor cyclesBicycle and motorcycle parking unbundled from sale of units

Bicycle visitor parking for apartments 0.05 bays per apartment (on street or in public realm)


Private for commutersOffice and mixed use

(0.6 per 100 m2 for cyclists)(0.2 per 100 m2 for motor cycles)

PublicRetail

(0.5 per 100 m2 for cyclists)(0.2 per 100 m2 for motor cycles)

Bulk retail/Service commercial(0.2 per 100 m2 for cyclists)(0.1 per 100 m2 for motor cycles)

Mixed use(0.2 per 100 m2 for cyclists)(0.1 per 100 m2 for motor cycles)

High school400 cycling bays50 motor cycle bays


Bicycle Parking Motorcycle parking

Retail 250 bays 100 bays

Bulk retail/Servicecommercial 192 bays 96 bays

Non-retail mixed use 337 bays 127 bays

High school/Recreation 400 bays 50 bays

Total (non-residential) 1,179 bays 373 bays


Non-residentialCar parking – 6,100 baysBicycle parking – 1,200 baysMotor cycle bays – 400 bays

ResidentialCar parking – 2,280 baysBicycle parking – 1,800 spaces (for houses, specifically design bays will not be required)Motorcycle parking – 180 bays


Documents

Ellenbrook Town Centre Parking Strategy Review€¦ · SKM accepts no liability or responsibility whatsoever for or in respect of any use of or reliance upon this report by any third