Shire of Roebourne Shire of Roebourne
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Have your say: City Centre Parking Policy


PROPOSED NEW LOCAL PLANNING POLICY - KARRATHA CITY CENTRE PARKING POLICY

The Shire of Roebourne invites public comments on a proposed new Local Planning Policy for Parking in the Karratha City Centre. The Draft Policy, supported by a Parking Supply and Management Strategy, sets out a range of ways to improve the supply of parking and increase the efficient use of parking spaces in the Karratha City Centre. The Draft Policy provides guidance on when the Shire may vary parking required in the City Centre Zone including cash in lieu for on site parking. The Strategy sets out maximum and minimum parking to be supplied for non residential uses in the City Centre with a permissible discount of 10% for residential developments compared to the Residential Codes. A cash in lieu of parking spaces scheme is proposed that will contribute towards the provision of more efficient on-road and multi level parking in the city centre and opens the way for improved pedestrian, bicycle and disabled person access.

Download a copy of the Proposed new Local Planning Policy (PDF 2MB) and Parking Supply and Management Strategy (PDF 2MB). Alternatively, both documents may be viewed at the Shire of Roebourne Administration Centre, Welcome Road Karratha during office hours.

Download a copy of the Karratha Parking Policy Submission Form (PDF 1MB)

EXPLANATORY NOTES

Untitled Document

DRAFT KARRATHA CITY CENTRE PARKING INTERIM LOCAL PLANNING POLICY AND CITY CENTRE PARKING SUPPLY AND MANAGEMENT STRATEGY

Introduction

Currently, 40% of the City Centre is paved areas for vehicle circulation, access and parking; 27% is specifically devoted to car parking - all at-ground level. The effect of this current parking supply is to widely disperse retail and commercial activities, present a pedestrian-unfriendly environment and reinforce car usage.

To implement the Karratha City of the North (KCN) Plan and future growth of the City Centre, under the Karratha City Centre Infrastructure Works Project LandCorp in conjunction with the Shire of Roebourne commissioned a comprehensive parking strategy. This strategy has led the Shire of Roebourne to the preparation of a draft local planning policy to guide future provision and management of parking in the Karratha City Centre.

The Shire of Roebourne invites public comments on the draft Parking Supply and Management Strategy for the Karratha City Centre and the draft Karratha City Centre Interim Parking Policy. The Draft Policy is termed “interim” as an amendment is required to TPS8 to enable the full intent of the policy.

About the Karratha City Centre Infrastructure Works Parking Supply and Management Strategy

The draft Parking Strategy and Interim Policy set out a range of parking supply controls and management mechanisms that would be applied in the City Centre zone under TPS8 to support implementation of the Karratha City of the North (KCN) Plan.  The strategy seeks to increase the efficiency of parking supply and use in the city centre, and make appropriate allowances for oversized vehicles such as trucks but not to the detriment of other modes.

Adopting more of a user-pays framework than current practice, the Parking Strategy seeks a fairer and more sustainable approach to car parking. It supports the medium to longer term provision of multimodal access to the city centre, including improved amenity and accessibility for pedestrians and bicycle and motorcyclists and the provision of multi level car parking facilities and passenger bus services.

Mechanisms to improve the supply of parking that may be applied under the strategy include:

  • A reciprocal or shared parking scheme;
  • Clarification of the cash in lieu scheme already provided for in Clause 6.13.3; and
  • Prescribed target rates of supply: parking maxima and minima for each type of non-residential land use and a 10% discount for residential developments compared to the R-Codes.

The draft Strategy does not yet identify specific sites for the location of the public parking facility. Following the adoption of the Interim Parking Policy and Strategy, Council will undertake investigations to determine suitable locations for the public parking facility.

About the Karratha City Centre Interim Parking Policy

The Interim Policy takes the key elements from the Parking Strategy and puts them into a policy framework for the purposes of ultimately being adopted as a Local Planning Policy under Clause 5.1.4.

The Interim Policy addresses the following issues:

  • Existing use rights
  • Minimum and maximum parking requirements
  • Cash-in-lieu of on-site parking
  • Reciprocal parking
  • Application of multiple reductions in on-site provision
  • Motorcycle parking, service vehicles, loading zones, disabled parking
  • Bicycle parking facilities
  • Other considerations

 

The policy proposes to expand the scope of items that may be funded by cash-in-lieu of the provision of required parking spaces. This now includes transport improvement projects that may be to the benefit of any mode of transport and include (but are not limited to):

  • Public parking provision
  • Investment in public transport infrastructure and/or services
  • Streetscape improvements
  • Pedestrian infrastructure
  • Public end-of-trip facilities and/ or cycle parking

The important aspects of the Interim Policy that Councilors should particularly note are:

  • The Policy cannot override the parking requirements of TPS8. The Scheme does however provide Council with the ability to vary parking requirements. The intent of the Policy is to provide the Shire and developers with the clarity of when such variations may be granted, to what extent they may be granted, when cash-in-lieu should be applicable and what the cash-in-lieu amount should be.
  • The Policy allows the minimum parking to be reduced by 50% for most commercial/community uses as outlined in Appendix 1 of the policy.
  • The short fall is to be made up by a cash-in-lieu payment.
  • The cash-in-lieu amount is set at $25,250 per bay plus applicable land costs.
  • The money received is to be put in a trust account and used for travel expenditure such as public parking, public transport or bicycle parking / end of trip facilities.
  • Reciprocal parking can be used instead of cash-in-lieu where it can be demonstrated that nearby uses generate demand at different times so the parking can be shared.
  • Car parking areas should be screened/landscaped wherever possible.
  • Traffic management reports may be required for substantial developments.

Reciprocal Parking

The Interim Parking Policy provides for reciprocal parking arrangements to be entered into in certain situations. The appropriateness of reciprocal parking is to be determined on a case by case basis by the Council.

Reciprocal parking arrangements can be applied to non-residential land uses only and applicants must demonstrate that parking facilities can be shared between complementary land uses either on the same site/certificate of title, or on sites in close proximity.

It is recommended that the policy be amended to clarify the definition of ‘close proximity’. It is considered that close proximity be restricted to sites within 400m walkable distance to the site seeking the application of reciprocal parking.

Statutory Provisions

In accordance with Clause 5.1.1 of TPS8, the “Council may prepare a Local Planning Policy in respect of any matter related to the planning and development of the Scheme Area so as to apply:

  • generally or for a particular class or classes of matters and
  • throughout the Scheme Area or in one or more parts of the Scheme Area, and may amend, add to or rescind a Policy so prepared.”

Advertising procedures for a Local Planning Policy

Clause 5.1.4 of TPS8 states a “Local Planning Policy shall become operative only after the following procedures have been completed:

  • The Council having prepared and adopted a draft Policy shall publish a notice once a week for two consecutive weeks in a local newspaper circulating within the Scheme Area giving the details of where the draft Policy may be inspected, the subject and nature of the Policy and in what form and during what period (being not less than 28 days) submissions may be made.
  • The Council shall review the draft Policy in the light of any submissions made and shall resolve either to fully adopt the draft policy with or without modification, or not to proceed with the draft Policy.
  • Following final adoption of a Policy, notification of the final adoption shall be published once in a newspaper circulating within the Scheme Area.”

 

Implementation of the Interim Parking Policy

In order to implement the draft parking policy, the following priority actions will need to be undertaken:

  1. Amend Shire of Roebourne TPS No. 8 Clause 6.12 to align the parking standards and methods of cash-in-lieu collection and expenditure with that proposed in the draft Policy. The amendment will be progressed as part of a wider TPS amendment for the revised city centre layout.
  2. The Shire of Roebourne to establish a hypothecated fund to collect and administer the cash-in-lieu funds collected pursuant to this policy.



About the proposed cash in lieu system

The proposed policy will have implications on the rate of calculation for cash-in-lieu of car parking. The following table summarises a comparison between the current rates for calculation of cash-in-lieu versus the proposed rate of calculation. The construction cost and land requirement for a car bay for the proposed method of calculation is the combined average of an at-grade bay and a bay in a decked structure.
The interim policy recommends that the cash-in-lieu contribution is to be calculated on a per bay basis, with the amount payable per bay being equal to the average of:

  • The cost of a parking bay at-grade including construction costs and the rateable cost of land required to provide the bay.
  • The Parking Strategy advises that the components to take into account in defining the land area should include not only the dimensions of the car bay, but also a proportion of two way access lanes adjacent to the car bay in an at grade but off road car park. This is calculated as 28m2;
  • The construction cost of a bay in a decked structure. The Parking Strategy assumes that future decked parking structures would be limited to two storeys in most cases. This is calculated as 32 m2; plus
  • Fifty percent of the rateable cost of land required to provide the bay. The valuation of land may be determined by reference to Landgate values, or the average of a valuation of an equivalent at grade and a multi level car park as determined by a certified Valuer.

In applying the above rates to a theoretical situation where a development is required to provide a cash-in-lieu payment for 10 car bays and based on an indicative land area of $928.4/m2, the following total payments would be arrived at:

Current Cash-in-Lieu Calculation

Proposed Cash-in-Lieu Calculation

$7,500 (construction cost) +  [applicable land costs x Standard Car Bay Area (14.58sqm)]

$25,250 (construction cost) + [50% applicable land costs x Standard Car Bay Area (30sqm*)]

Current Calculation Rate:     10 x ($7,500 plus ($928.40 x 14.58m2)) = $210,360.73

Proposed Calculation Rate: 10 x ($25,250 plus ($928.40/2 x 30m2)) = $391,760.00

 

* Thirty square metres is the average of the area of an at-grade car bay (28sqm) and a decked car bay (32sqm). This figure is considerably higher to that of the figure used in the current cash-in-lieu calculation of 14.58sqm (2.7m x 5.4m), as it also takes into account the provision of vehicle accessways, and, in the case of decked parking, ramps and pedestrian walkways. Therefore the Cash-in-Lieu payments have increased considerably to that currently applied.

Development of publicly available parking facilities funded by the Shire through the cash-in-lieu scheme (and other funding mechanisms), should occur as demand arises.  It would typically be precipitated by available non-private car parking in the city centre consistently being above 90% capacity during weekly peak periods. 

In the first instance, public parking can be made available at-grade on land set aside for future public parking facilities, should sufficient funding not be available for the construction of a decked facility.  This is on the proviso that by build-out of the city centre, off-street public parking will be provided exclusively in decked structures.  

The rate of calculating cash-in-lieu will increase as a result of implementation of this policy, as identified under the Financial Implications section. However, the calculation method proposed in the policy reflects the current market and construction costs associated with providing parking. Therefore, developments should not be discouraged to seek cash-in-lieu of parking where it is acceptable to maximise development outcomes.

Valuation of Land for Cash in Lieu

The Interim Policy states that the calculation of cash-in-lieu should include the average construction cost of a bay (average between the cost of and at grade parking bay and bay in a decked structure) plus the applicable land cost.

The definition of applicable land cost needs to be expanded further to clarify that it relates to the land value of the development site in question and not the site proposed to contain the future public parking facility. This is consistent with Clause 6.12.3 of TPS8.

Further, the land area for car parking cash-in-lieu is to be divided by two with the assumption that the development were to provide a two storey decked car parking structure.

The applicable land cost is to be determined by an independent land valuer to be appointed at the applicant’s own cost. Council will annually update the sums to apply in formulating cash-in-lieu payments in its Schedule of Fees and Charges.

Conclusion

One of the main features of the Karratha City Centre is the vast, centrally located, parking areas, particularly around the main shopping centre, taking up nearly 30% of the total City Centre land area. Over the working week, much of this parking area is under-utilised, yet in peak times, vacant parking spaces close to shops and businesses are in short supply. Bicycle and disabled person parking is poorly provided. The current pattern of land use and parking provision in the City Centre lacks a pleasant appearance and is inefficient and costly for businesses, customers and residents alike.

As the City Centre continues to develop, it will be necessary to ensure the provision of parking no longer dominates the public realm, but is still adequate to support a vibrant and active City Centre. Other forms of transport to and from the central area also need to be enabled. The Draft Interim Parking Policy sets minimum and maximum car parking standards for commercial and residential developments in the City Centre. The Parking Supply and Management Strategy sets out mechanisms to provide parking in future to improve amenity and accessibility within the City Centre.