Parking Strategy
Parking Strategy
2012–2016
27 November 2012
Adopted by Council 28 May 2013
Table of Contents
Table of contents
1
2
3
Introduction .................................................................................................................... 1
Focus area and objectives ............................................................................................. 4
Research ....................................................................................................................... 5
3.1
Research methodology ........................................................................................... 5
3.2
Research findings ................................................................................................... 6
4 Time controls, costs and compliance ............................................................................. 7
4.1
Strategies ............................................................................................................... 7
4.2
Current approach .................................................................................................... 9
4.3
Findings and recommendations of the research .................................................... 10
4.4
Additional information ........................................................................................... 11
5 Residential permits scheme ......................................................................................... 17
5.1
Strategies ............................................................................................................. 19
5.2
Current state ......................................................................................................... 19
5.3
Findings and recommendations of the research .................................................... 20
5.4
Additional information ........................................................................................... 21
6 Match supply with demand ........................................................................................... 25
6.1
Strategies ............................................................................................................. 26
6.2
Current state ......................................................................................................... 26
6.3
Findings and recommendations of the research .................................................... 27
6.4
Additional information ........................................................................................... 28
7 Safety/traffic engineering ............................................................................................. 34
8 Other issues................................................................................................................. 35
8.1
Strategies ............................................................................................................. 35
8.2
Subiaco town centre parking and local economic development ............................ 35
8.3
Football scheme ................................................................................................... 36
8.4
Remnant all day parking ....................................................................................... 37
8.5
Public school parking ............................................................................................ 37
8.6
Overnight parking ................................................................................................. 38
8.7
Parking smart cards .............................................................................................. 38
8.8
Pay by phone parking ........................................................................................... 38
8.9
Penalties ............................................................................................................... 39
8.10 Governance .......................................................................................................... 40
8.11 Financial Management .......................................................................................... 41
9 Strategies..................................................................................................................... 43
10 Glossary of terms ......................................................................................................... 49
11 Bibliography ................................................................................................................. 50
12 Appendix One .............................................................................................................. 51
Parking Strategy 2012–2016
Schedule of figures and tables
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
The corporate planning framework. ..................................................................... 3
Collaborative map feedback on more enforcement as a possible solution. ........ 10
Survey results Hollywood precinct ..................................................................... 14
Example of an attempt to dispose of parking permits......................................... 17
Visitor permit on a vehicle that has not moved for some time. ........................... 18
Visitor permit adhered to windscreen suggesting it is in permanent use ............ 18
Survey results for Violet Grove .......................................................................... 20
Sample one day use permit ............................................................................... 23
Subiaco Town Centre Parking Zone .................................................................. 51
Table 1
Table 2
Table 3
Table 4
Table 5
Table 6
Table 7
Table 8
Table 9
Table 10
Extract from Strategic Community Plan and Corporate Business Plan ................ 4
Aspects for review and core issues (ARUP, 2012) .............................................. 6
Strategies time controls, costs and compliance ................................................... 8
Summary of current controls and compliance process......................................... 9
Survey results Hollywood precinct ..................................................................... 14
Strategies residential permit .............................................................................. 19
Strategies matching supply with demand........................................................... 26
Distribution of off-street parking within the Subiaco town centre parking zone. .. 28
Summary of on-street parking within the Subiaco town centre parking zone. .... 30
Strategies – other issues................................................................................... 35
Version Control
Amendment
Details of Amendment
Amended By
No.
Date
1.
27 November 2012
First Draft presented to Development First Draft
Services Committee 4 December
2012. (Deferred)
2
26 February 2013
Council approved release for public First Draft
comment
3
28 May 2013
Adopted by Council with modification
Final Adopted
Introduction
1 Introduction
The City of Subiaco is characterised by its diverse land uses, with a regional commercial
centre, a number of local neighbourhood centres, a university, major hospitals and a national
sporting venue, which are interspersed with both historic and contemporary residential
areas.
Existing parking schemes have evolved in response to conflicting demands for the parking
resource that exist within such a diverse local economy. In the past ten years Subiaco has
experienced residential and commercial development at an inordinate rate; creating new
services, new local employment opportunities and greater demand on local transport
networks and facilities, including parking.
Management of parking has been guided by a framework that is comprised of the city’s
parking local law, two complementary policies related to parking and a series of resolutions
made in 2003 relating to parking management within the town centre. This strategy intends
enhancing that existing framework, by adoption of strategic actions the council will establish
the direction in which parking management will develop in the future and administration will
then develop parking controls and processes to ensure the aspirations of council are
successfully achieved.
This strategy was developed through extensive research and is intended to assist council
establish strategic direction for future parking management.
1.1.1 Integrated planning for the City of Subiaco
New regulations under S5.56(1) of the Local Government Act 1995 require all local
governments in Western Australia to produce strategic planning documents under the
Integrated Planning and Reporting Framework. The minimum requirement to meet the intent
of the regulations was the development of two key documents, including:


a strategic community plan that clearly links the community’s aspirations with the
council’s vision and long term strategy
a corporate business plan that integrates resourcing plans and specific council plans
with the strategic community plan.
After extensive engagement with the community through the Think2030 visioning process,
the City of Subiaco’s (the city) Strategic Community Plan was developed and endorsed by
council in April 2012.
The city’s Corporate Business Plan, which integrates the community aspirations identified as
part of Think2030 into local government operations and service delivery, was endorsed by
council in June 2012.
This parking strategy cannot be viewed in isolation, and an awareness of the city’s Strategic
Community Plan and Corporate Business Plan and state government policy, is essential.
1.1.2 City of Subiaco’s Strategic Community Plan
Six focus areas were identified as part of the Think2030 visioning process, which are
documented in the Strategic Community Plan. They are:
1. Our sense of community
2. Parks, open spaces and places
Parking Strategy 2012 - 2016
Page 1
Introduction
3.
4.
5.
6.
A unique destination
The built environment
An effective and integrated transport system
Council leadership
The Parking Strategy 2012–2016 aligns with focus area five – an effective and integrated
transport system.
Parking in the built environment will be addressed through the city’s planning strategy.
1.1.3 Objectives and strategies
Each focus area includes objectives, which are statements that describe what the
community wants to achieve and strategies, which guide how to achieve these objectives.
1.1.4 Corporate Business Plan
The Corporate Business Plan outlines the city’s key priorities and actions over the next four
years. It is structured around the six key focus areas and sets out the specific actions that
will deliver the objectives and strategies outlined in the Strategic Community Plan.
1.1.5 Informing strategies, issue-specific plans and operational plans
The Corporate Business Plan links through to a range of supporting and informing policies,
strategies and plans. These plans are developed in strategic and operational areas, and
integrate into the overall framework (Figure 1).
The Parking Strategy 2012–2016 is one of the issue-specific operational plans.
1.1.6 Monitoring, review and evaluation
Actions approved as part of this strategy will be incorporated into the Corporate Business
Plan through Directorate and Branch Plans and be enabled by budget allocations where
required. Progress reports will be produced periodically as a requirement of the city’s
corporate management processes.
A diagrammatic presentation of the Integrated Planning Framework is shown below.
Parking Strategy 2012 - 2016
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Introduction
Figure 1
The corporate planning framework.
Parking Strategy 2012 - 2016
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Focus Area and objectives
2 Focus area and objectives
This strategy addresses Objective Three within Focus Area Five.
Focus area five: An effective and integrated transport system
Objective three:
An effective parking system that is accessible to all.
Strategy
5.3.1 Develop a comprehensive parking system that considers both the supply and
management of parking.
Ref
1
Table 1
Actions
Actions from the Corporate Business Plan
Develop a parking strategy and parking plan for the city
Extract from Strategic Community Plan and Corporate Business Plan
There are potential influences within all six focus areas that the Parking Strategy will need to
consider, complement and enhance.
No attempt has been made to address other transport related aspirations, or parking as it
relates to urban planning and the allocation of spaces for different land uses. The latter
should be placed within the Town Planning Scheme, through such mediums as the Local
Planning Strategy and Activity Centre Structure Plan.
Parking also forms a component of the road management system, and it will be a factor as
strategies are developed to progress related corporate objectives. For example, a review of
design elements that influence the management of traffic may identify that setbacks from
intersection to the first parking bay need review, or construction of a roundabout may
eliminate some parking. If so, the prevailing parking conditions may have to be adjusted to
accommodate those design elements. A city-wide traffic management plan will potentially
impact on parking and given the safety elements associated with traffic design and
management, they will take priority over the supply of parking.
In summary, traffic design and management determines the parking outcome and a desire to
provide more parking cannot prejudice sound design principles.
Likewise, parking is an element of access in the context of corporate objectives related to
improving and encouraging use of public transport; however, these objectives will be
progressed, predominantly by review of the Integrated Transport Plan, scheduled in the
Corporate Business Plan to take place in 2013–14.
Parking Strategy 2012 - 2016
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Research
3 Research
The research for this strategy was undertaken by consultants ARUP on behalf of the city.
The full research report can be viewed on the City of Subiaco website.
The following provides a summary of the research methodology and findings.
3.1 Research methodology
3.1.1 Literature review
A comprehensive literature review was undertaken to gain an understanding of current
parking characteristics, including supply and demand issues, the procedures for parking
compliance, and previous recommendations for the management of parking supply in
various locations.
The review also encompassed a review of international leading practice to provide context
and ideas for parking management approaches that may be appropriate in the City of
Subiaco.
A full list of the documents and studies used in the literature review can be found in section
eight of the ARUP 2012 Parking Study Research Report.
3.1.2 Site investigations
Site investigations were undertaken throughout the city at various times during the day in
order to observe peak versus non-peak conditions, parking hotspots, and signage and
controls. A short intercept survey was also undertaken.
3.1.3 Stakeholder and community engagement
Community engagement to identify problems, as well as possible solutions, has been a
focus of the research phase. Web-based engagement software Collaborative Mapping was a
successful tool in obtaining community feedback.
Integral to the consultation approach was gathering input from the community prior to
hosting a number of interactive community workshops. This enabled the project team to
understand the issues being experienced and have an opportunity to develop preliminary
ideas on possible solutions that could be presented to workshop attendees for further
discussion.
The engagement process included:







dissemination of information about how the community could participate
surveys, including intercept, online and paper copies
collaborative mapping of comments
four community workshops
a drop-in day
an elected member workshop
a staff workshop.
More detail regarding the research methodology is available in section two of the ARUP
2012 Parking Study Research Report.
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Research
3.2 Research findings
Three core issues emerged from the consultation phase.



Parking supply to satisfy the demand from workers
Congestion and traffic safety on residential streets
Parking supply for visitors
The following table summarises the outcomes and findings of the research and consultation
activities conducted through the stakeholder and community engagement process. The table
lists the three core issues that emerged from the research, and the five aspects of parking
management that were discussed with the community to mitigate the impact of these core
issues.
Core Issues
Worker parking
Aspects for review
Congestion
on Visitor
residential streets
parking
Time controls and cost
Compliance
Residential permit scheme
Match supply with demand
Safety/traffic engineering
Table 2
Aspects for review and core issues
(ARUP, 2012)
This strategy has been developed around the five aspects for review as listed above, and
explores opportunities within those aspects that address, or at least mitigate, the core issues
that were identified through the community engagement process. The strategy differs
slightly, with the amalgamation of control and compliance, and the addition “other issues” to
facilitate the inclusion of additional issues and strategies that were not addressed during the
research phase.
The strategy addresses each aspect for review by breaking them down into:
 strategies
 current approach
 findings and recommendations of the research
 additional Information.
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Time controls, costs and compliance
4 Time controls, costs and compliance
It is imperative that parking schemes are adequately controlled, the city must be seen to be
serious about its parking scheme and due care and attention needs to be applied by
motorists when parking in the City of Subiaco.
In addition to an effective compliance program, sound administrative processes that support
compliance efforts are required. Technology needs to be stable and integrated with other
corporate systems, whilst being able to generate vehicle searches, reminders, referrals to
Fines Enforcement Registry, and also generate and manage parking permits.
Prior to the development of this strategy, the local law, together with two policies related to
parking and a series of resolutions made in July 2003 relating to parking management within
the town centre, were the only council guidance available when determining how parking
would be controlled and managed.
Policy 8.1 – Parking Control, discusses how compliance should be managed, whereas
Policy 8.2 - Parking Infringements, discusses the process and circumstance related to issue
and review of infringements. Policy 8.2 is supported by an administrative process, which will
be discussed in more detail in section 8.10.
The cost of parking is determined each year by council through the annual budget process
and the adoption of fees and charges. In 2012, short-term parking is $3 per hour and longterm parking is $1.50 per hour. Four short-term shopper car parks within the Subiaco town
centre offer the first hour free.
Fees are not flexible, and once set by council and included in the budget, require a council
decision by an absolute majority vote to be altered.
The value of fines is contained within the local law, which requires an amendment to that
legislation to alter penalty amounts.
4.1 Strategies
The following table outlines the strategies that will address time controls, cost and
compliance.
Strategic outcome
Amenity of and access to residential properties be preserved through time controlled parking
schemes in all residential streets. Restrictions should vary with an aim to remove or
minimise non-residential traffic, whilst minimising the need for residents and visitors to
display permits.
A set of criteria be established to determine the most appropriate controls to be applied,
including ticket parking, the objective being to provide the ultimate service to various
precincts based on land use.
In conjunction with the above, a second set of (possibly identical) criteria be developed to
give each parking station and street a compliance priority, which will determine or influence
the allocation of the compliance resources to that location.
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Time controls, costs and compliance
The compliance staff roster be adjusted to maximise the allocation of that resource to
parking control without prejudicing capacity to manage all core local government ranger
duties, including servicing events at Subiaco Oval.
Verge parking continue to be managed as contained in the existing Local Laws Relating to
Parking, clause 5.3 (1) and (2).
Research be undertaken to determine the feasibility of preserving kerbside parking within
and adjacent the Subiaco town centre for short-stay parking, whilst creating more all day offstreet parking.
The use of yellow line marking to designate no stopping zones be continued.
Whilst acknowledging the need to maintain human judgement in the compliance process,
the progress in technology that may enhance compliance activity, be monitored.
Table 3
Strategies time controls, costs and compliance
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
4.2 Current approach
The current approach to parking controls can be summarised as follows,
Kerbside parking
Controls
Compliance process
Streets in and immediately adjacent to
activity centres generally offer half or one
Chalk marking to measure length of stay.
hour free parking.
As you move away from the activity centres
restrictions move out to two hour parking
Chalk marking to measure length of stay.
with some pockets of three hour parking.
Several areas of residential land use remain
where no restrictions have been
No compliance effort required.
implemented, for example the western
section of Shenton Park and Daglish.
Several areas offer ticket parking to manage
kerbside parking, for example Railway Road,
and Subiaco Square within the Subiaco town
centre, Hackett Drive, Parkway and Fairway
Inspection of ticket.
around the University of Western Australia
and Hamilton, Roberts and York streets
around Princess Margaret Hospital.
Bays for loading, taxis, emergency vehicles
Verification of vehicle’s capacity to be in the
and buses and, in several cases, parking to
bay, coupled, in some circumstances, with
service a particular business need, are
chalking to measure length of stay.
located within the kerbside parking offer.
Off-street parking
Controls
Compliance process
The city owns several sites which offer paid
Inspection of ticket, and may also require
parking for both shoppers and all day
chalk marking to determine repeat parking in
parking.
shopper or short-stay parking.
Shopper parking is generally on sites in
close proximity to the town centre, with all
Inspection of ticket.
day parking located less centrally.
The city manages, upon invitation and
Inspection of ticket, call for attendance by
agreement, off-street parking for private
owner and chalk marking to measure length
properties.
of stay.
Verge parking
Controls
Compliance process
Verge parking is controlled under the local
Residents will call to complain about a
law in some cases by signs prohibiting verge vehicle parked on an adjacent verge without
parking, but generally by complaint from the
their consent. Officers will attend the location
adjacent residential property owner.
and process the complaint.
Table 4
Summary of current controls and compliance process
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Time controls, costs and compliance
4.3 Findings and recommendations of the research
Arup’s research report offers a number of recommendations to enhance control and
compliance. These include:
1. creating time based controls to better match demand created by adjacent land use,
for example three hours around hospitals to accommodate treatments and visits
2. more ticket parking to enhance compliance capacity, even if parking continues to be
free
3. making compliance more visible and noticeable
4. compliance blitz
5. reallocation of resources to focus more on parking control
6. managing verge parking with residential permits
7. exploring opportunities for residential only parking
8. investigating use of technology to enhance compliance.
Community feedback suggests a greater emphasis on compliance did not come from all
sectors with equal enthusiasm. Although the residential sector wanted more compliance,
business owners and workers did not.
The following is an analysis of responses to the proposition of more enforcement as a
solution.
Figure 2
Collaborative map feedback on more enforcement as a possible solution.
(ARUP, 2012)
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
4.4 Additional information
The following provides brief commentary on the research report recommendations, and
discussion related to control and compliance.
Time control and land use
Developing time controls to relate more effectively to land use is recommended and has
largely driven the existing parking scheme. A review of time controls is required, given the
changing profile of land use within and immediately adjacent to the city.
A series of criteria need to be developed to guide determination of parking schemes that
respond most effectively to certain land uses. For example, where land use demand for
parking in a street is entirely residential, parking could be presented and managed to support
that demand. This would reduce invalid use, such as people using the space to park a
vehicle and use public transport to transit to a destination outside the city.
As land use begins to become mixed, such as in proximity to an activity centre, the parking
control should respond, offering thirty minutes or one hour to service retail, moving to longer
restrictions as the land use changes.
Parking in the public space is a public commodity and there may be situations where the
scheme must serve a precinct rather than a particular land use. For example, a residential
land use in close proximity to an activity centre may not be able to enjoy the same exclusivity
to street parking as a household that is more remote from an activity centre. Likewise, a
particular business demand, such as a liquor store, may not be offered fifteen minute parking
within proximity to its premises if adjacent land use requires longer-term parking.
More ticket parking
More ticket parking is recommended and is achievable albeit at considerable expense.
Inspection of a ticket to measure length of stay is far more efficient than having to chalk mark
tyres and return one, two or three hours later to determine length of stay.
If all parking in the City of Subiaco was similarly priced, whether it is off-street, on-street,
public or privately owned and operated, the demand would be more equitably distributed
across the total stock of parking. Also, the more units of paid parking that exist, the less the
hourly fee would have to be to achieve and sustain a level of income required to provide
parking services.
Implementation of ticket machines to measure length of stay would have to be confined to
within and adjacent to activity centres, there would be no justification for this level of capital
investment to service residential streets.
Due to the linear nature of the city’s streets, this initiative would require numerous ticket
machines. The maximum length of walk from car to ticket machine and back would need to
be contained to 80 to 100 metres.
More visible compliance
The notion of more visible compliance is encouraged. Current practice is to be seen in the
street and be obvious to motorists, residents and business operators. Improvement in this
area can always be achieved.
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
There is an aspiration to develop smart phone applications that indicate where parking bays
may be available. The same technology could be used to highlight the current location of the
ranger vehicles to indicate the level of compliance activity.
Feedback from the community, particularly in Shenton Park, suggests compliance is not
adequate; however, such observations are often based on a misunderstanding of the
compliance operation. A member of the public in an otherwise quiet residential precinct may
look down the street and see several cars parked kerbside, assume they should not be there
and conclude the compliance effort is inadequate.
In several locations, offering a level of service that allows residents to park immediately
adjacent their home at all times is possibly not a realistic outcome. An inability to maintain a
level of service expected by the community creates a perception that the level of compliance
is inadequate
Before pursuing a solution to this problem, for example, employing more authorised officers,
it is important that a snapshot of data associated with the current compliance effort be
understood.
A survey of several streets in the Hollywood precinct of Nedlands was undertaken over nine
days during business hours to assist the city to gain a clear understanding of the compliance
issue; the results are as follows:The cumulative results of the survey are depicted in the following charts, which include:
 the number and type of residential permits displayed
 cars chalked as part of the compliance process
 vacant parking spaces.
Hardy Road, Winthrop - Tareena
23
52
118
Residents
Visitors
Chalked
Vacant
122
Infringements issued: 41
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
Kanimbla Road, Monash - Hardy
12
15
13
Residents
Visitors
Chalked
Vacant
46
Infringements issued: 19
Kanimbla Road, Park - Hardy
10
31
Residents
55
Visitors
Chalked
Vacant
208
Infringements issued: 19
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
Tareena Road, Hardy - Park
53
102
Residents
Visitors
Chalked
84
Vacant
88
Infringments issued: 28
Figure 3
Survey results Hollywood precinct
This data reveals the following:Elements
Infringement issued
Residential permits displayed
Visitor permits displayed
Vehicles chalked (excludes vehicles. with permits)
Vacant spaces
Total
107
98
180
311
443
Average/visit
9.70
8.90
16.40
28.30
40.30
Occupancy
57.1%
57.1%
Table 5
Survey results Hollywood precinct
The conclusions that can be drawn from this are as follows:

47.2% of the cars parked in the streets were either residents or visitors to residential
properties
of the 311 vehicles without permits that were chalked, 107 received infringements;
and 204 of these 311 departed prior to overstaying the designated time limit - which
in these streets is one hour.
During such a compliance effort, a resident may have the perception that the process
continues to be inadequate, particularly when almost 50% of the vehicles in the street
display a permit and remain in that parking space all day.
Compliance blitz
Compliance blitz is not recommended, however targeted compliance efforts could be further
investigated. For example, the city could target particular practices or locations, alerting the
public to the activity in advance and providing education around that particular parking
problem or within the targeted locality.
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
Re-allocation of resources
The city employs eight rangers and one parking officer, each of whom has been authorised
under the Local Government Act to issue parking infringements. The parking officer spends
forty hours per week undertaking parking duties, while rangers are also required to complete
other typical duties, such as dog control. It is estimated that 70 per cent of ranger time is
applied to parking control.
The city’s parking officer operates entirely within the Subiaco town centre from Tuesday to
Saturday between 8.15am and 5pm. Rangers operate seven days a week and provide cover
as follows:
Monday to Wednesday
Thursday and Friday
Saturday
Sunday
7am to 7pm
7am to 10pm
7.30am to 10pm
7.30am to 4.15pm
There are several parking stations within the town centre that operate until 9pm; however,
effective compliance terminates at 7pm.
The existing hours evolved from a perception that rangers could add an element of security
to the community. Other than being a visual deterrent to inappropriate behaviour, rangers
have no training, licence, or authority to act in a security capacity.
There is scope to restructure the roster to commit a greater proportion of the existing
resource to parking management.
It would be appropriate to retain a presence when night events are being held at Subiaco
Oval, and this would be reviewed as the future of the use of the stadium becomes apparent.
Management of verge parking with residential parking permits
Managing verge parking with residential permits is possible, although it presents several
operational issues that would need to be resolved. The issues include:




not all households have residential permits but they may still wish to park on their
verge
motorists may see other cars on the verge, assume it is acceptable in Subiaco and
do likewise not thinking to check for permits
signs may be added to indicate ‘no parking on verge – permits holders excepted’, but
they would be costly, add an ongoing element of maintenance and contribute to the
clutter of parking signage
cars parked on the verge may be blocked in by cars legitimately parked in the
carriageway.
Residential only parking
Residential only parking is an option and may evolve from a review of time controls to
respond more effectively to land use. The potential pitfall of this solution is that all cars
parked in a residential only parking street would need to display a permit at all times. This
arrangement would simplify compliance as officers would simply need to check a dashboard
for a permit, if no permit is displayed an infringement would be issued.
Parking Strategy 2012 - 2016
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Time controls, costs and compliance
A street with a two or three hour restriction would allow other motorists to use that space,
whilst also enabling residents and their visitors to park without the need to display a permit
for a period of time. For example, a three hour parking restriction between 8am and 5pm
from Monday to Friday would result in a resident or their visitor (assuming arrival is before
8am or after 2pm) needing to display a permit between 11am and 2pm.
The other issue with residential only parking is integration with the city's current planning
policies, which require parking to be to the rear of a house, with access from the right-of-way
wherever possible.
Technology to enhance compliance
Compliance technology in the City of Subiaco is currently limited to ticket machines, hand
held infringement issuing devices and a management database. There is scope to increase
the use of technology, including vehicle mounted cameras that can travel along a street and
recognise and record number plates. This would entail the car and cameras returning one,
two or three hours later to detect any vehicles that remain in the street and automatically
create an infringement.
There would be reason to argue against completely removing human judgement and
intervention from the process, there are benefits associated with the more traditional form of
compliance. Further research and development of technology that enhances compliance
should be observed and possibly acquired in the future.
Parking Strategy 2012 - 2016
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Residential permits
5 Residential permits scheme
Arup’s research identified excess residential and visitor parking permits in circulation. The
consequence of this is that a residential property with surplus permits is presented with an
opportunity to misuse their allocation, and residents with a genuine need to access kerbside
parking are being denied parking spaces.
The following is screen shot of an advertisement to sell a parking permit that was posted in
an online trading site.
Figure 4
Example of an attempt to dispose of parking permits.
Arup’s research report offers a number of recommendations to manage the issue more
effectively.





Containing the number of permits issued of either type
Payment for permits, possibly “additional” permits only
Having different arrangements in locations based on criteria that are linked to the
characteristics of a precinct
Reverting back to a system requiring new applications each year
New design of visitor permits to be one day use only
(ARUP, 2012)
Each recommendation would require more detailed assessment and subsequent council
resolutions before being implemented.
Misuse could include:


trading permits with commuters or football patrons
residents using visitor permits to park household cars on the street, possibly because
it is more convenient than accessing a garage to the rear of a property.
The following are examples of visitor permits being misused.
Parking Strategy 2012 - 2016
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Residential permits
Figure 5
Visitor permit on a vehicle that has not moved for some time.
Figure 6
Visitor permit adhered to windscreen suggesting it is in permanent use
Parking Strategy 2012 - 2016
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Residential permits
5.1 Strategies
The following table outlines the strategies that will address the residential permit scheme.
Strategic outcome
Effective 1 January 2014 the number of visitor parking permits be reduced to one throughout
the municipality.
Although a maximum of two visitor permits will continue to be available, effective 1 January
2014 any household requiring additional visitor permits be required to pay a fee to be
determined annually in conjunction with the budget process.
Further research be undertaken to assess the feasibility of introducing a single use visitor
permit, or a new visitor permit style and format, that makes it readily distinguishable from the
residential permit.
Residential developments, excluding renovations and extensions, receiving approval after
30 June 2013 not be entitled to any residential permits. Future developments may; however,
be entitled to the standard allocation of visitor parking permits.
Table 6 Strategies residential permit
5.2 Current state
The City of Subiaco Local Law Relating to Parking, together with resolutions of the Council,
has determined the current approach to the management of residential parking permits
within the city. The current approach was developed as a consequence of a comprehensive
review of permits in 2007 that was aimed at reducing the likelihood of residents forgetting to
renew permits, and subsequently being infringed for failing to display a valid permit.
The following provides an overview of the current approach to residential parking permits.
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A residential property may be entitled to a maximum of three residential permits and
two visitor permits
The three residential permits are allocated as a ratio of cars housed at the property to
on-site parking bays
The two visitor permits are allocated, upon application, to every residential property
that is adjacent a time-controlled restriction or the Subiaco Oval event parking
scheme
The allocation of permits is consistent across the city regardless of factors such as
proximity to public transport, major institutions, or characteristics such as transit
oriented development
Permits need only be displayed during a period of restriction, which in the majority of
residential streets is between 8am and 5pm from Monday to Friday or when an event
is being held at Subiaco Oval
The city makes additional temporary permits available to accommodate family
functions
Some decisions have already been made to withhold residential permits in areas that
claim transit orientated development influences, and consequently a development
concession involving the provision of less parking to service that development
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Residential permits
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Permits are not currently issued to larger residential complexes that are expected to
provide adequate on-site parking, for example university colleges and blocks of flats
Permits are prepared and dispatched automatically each year based on the current
allocation of permits. Applications for new permits continue to be processed as
required, but all will expire on the subsequent 31 December
Permits dispatched each year potentially end up with households that do not require
the quantity of permits distributed, adding to the excess number of permits in
circulation
A survey was undertaken in Violet Grove on Tuesday 2 October 2012 to gain an
understanding of the ratio of vehicles displaying permits to vehicles not displaying permits.
The results of the survey are as follows:
Survey Violet Grove October 2012
7
Residential Permits
Visitor Permits
18
No Permit
11
Figure 7
Survey results for Violet Grove
Out of the thirty-six vehicles parked in the street, 50 per cent displayed permits, of which 30
per cent displayed a visitor permit.
Records indicate there are fifty six residential units in Violet Grove and the city has allocated
nineteen residential parking permits and seventy-six visitor permits to those properties.
There could potentially be 112 visitor permits allocated to that street if all residents made
application.
5.3 Findings and recommendations of the research
The research report offers a number of recommendations to manage residential parking
permits more effectively. The main outcome being to reduce the quantity of permits in
circulation and ensure the number of permits surplus to requirements is minimised without
disadvantaging households.
Arup’s recommendations include:
payment for permits, possibly “additional” permits only
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Residential permits
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having different arrangements in locations based on criteria that are linked to the
characteristics of a precinct
reverting back to a system requiring new applications each year
new design of visitor permits to be one day use only
enhanced security of the permits.
5.4 Additional information
Visitor permits are the most likely permit type to be misused, residential permits require
tighter eligibility criteria and the fact that they are more critical to the households transport
needs means they are less likely to be excess to requirements.
Residential permits are only granted where the total number of cars housed at the premises
exceeds the number of parking bays on-site, to a maximum of three permits. For example, if
a household has four cars and two parking bays, they would receive two residential permits.
Without these two permits the household would have difficulty parking their cars in time
controlled streets. In addition, residential permits are adhesive and in theory should be
attached to the windscreen of the cars the household would need to park in the street.
Visitor permits are designed to be transferrable and issued, upon application, to every
household that is within a street containing a parking restriction or within the Subiaco Oval
parking management scheme.
If permits become excess to household requirements or used inappropriately, it is most likely
the visitor permits that would be involved. This is supported by observations made during
compliance patrols. Likewise, a number of applications from residents for withdrawal of
infringements are processed whereby the applicant claims the visitor permit they normally
display had fallen off the dashboard or was not displayed on this occasion, further indicating
use of visitor permits by residents.
It is difficult for compliance staff to ascertain if a car displaying a visitor permit is visiting that
address or housed at that address.
Payment for permits
It is difficult to determine the cost of processing and managing permits, which at present is
funded by revenue from city parking operations, in particular fees and parking fines.
Any proposed fee would be applied to ensure the recipient makes a deliberate choice to
acquire additional permits. It is suggested payment would relate to visitor permits only, as
residential permits are critical for managing the transport needs of a household.
The use of single use or one day use permits should be explored. The permit type under
consideration requires a date to be scratched off the permits to reveal the use date. After
use, the permit is discarded. Eligible residents would be entitled to a quantity of the permits
free of charge, but thereafter be required to pay a fee for additional one day permits.
Permit arrangement to suit locations
Permits have not always been available in the City of Subiaco. The following provides a brief
history of the evolution of permits.
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Residential permits
1978 The city adopted By-law 44 – Control of Residential Parking. This by-law made no
reference to visitor parking permits, but made it possible for the city to offer, upon
application, all residents living adjacent to a time controlled parking scheme a permit
to park on the street, despite the time restriction.
The by-law did not specify the number of permits that could be issued to any one
property.
1981 Amendment processed to the 1978 by-law which limited the number of residential
permits to two per property.
1987 Amendment to introduce temporary permits within a trial area. The trial area was
bound by the eastern boundary of Rokeby Road, the southern boundary of
Heytesbury Road, the western boundary of Federal Street, and the northern
boundary of Bagot Road.
The amendment provided for the issue of two temporary permits per property with no
qualifying criteria.
1990 Amendment to terminate the trial period and all reference to temporary permits.
The trial period was abandoned in 1989.
1995 By-law 44 gazetted in 1978 was revoked and replaced with By-law 44 – Control of
Residential Parking, which was gazetted in 1995.
This by-law introduced visitor parking permits and By-law 13 stipulated ’No more than
one visitors’ permit shall be issued in relation to any dwelling’.
1997 The 1995 By-law 44 – Control of Residential Parking was revoked, and the control of
residential parking became part of the city’s general local law relating to parking.
In conjunction with By-law 44, the city had previously adopted By-law 29 – Parking
Facilities in 1971. This by-law controlled parking in a general sense, and made no
reference to residential parking. After numerous amendments, By-law 29 was
revoked in 1997 at the same time as By-law 44.
The current Local Law Relating to Parking was gazetted in 1997. This local law was
effectively a consolidation of all parking related matters previously covered by By-laws 44
and 29. The timing of this local law appears to coincide with development of Subiaco Oval as
the home of local Australian Football League (AFL) matches. The transition from By-law 44,
offering one permit only, to the current local law, helps to explain why until 2008 only one
visitor permit was made available to residents south of Hamersley Road while areas
adjacent Subiaco Oval received two.
Part six of the 1997 local law relates to residential parking. The current local law enables the
city to issue up to three residential parking permits and two visitor parking permits per
dwelling.
There is some merit in the number of permits being varied based on characteristics of a
location. The preferred approach, however, is to let residents make that judgement rather
than the city. The standard allocation of residential permits can remain unchanged, and if
residents, after receiving an allocation of visitor permits, feel that because of their needs,
which may or may not be influenced by location, they require the use of more visitor permits,
they could be made available at a cost.
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Residential permits
New applications each year
New applications were required each year prior to an overhaul of the permit system in 2007–
08. Since that time, permits have been distributed annually based on the then current record.
The intent of this process was to protect residents from failure to renew permits and
subsequent infringements for failure to display a current permit.
Processing permits annually rather than continuously throughout the year presents
efficiencies. Although significant, an annual distribution can be resourced for a short period
of time to ensure permits are generated, collated and distributed in a timely manner.
One day use permits
One day use permits relate to visitor permits, and would be made available to visitors as
required, but discarded after that one visitation.
Several matters need to be taken into account when considering the allocation of parking
permits.
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Having a permit does not guarantee a parking bay
Misuse of a visitor permit may deny a visitor or a resident with a legitimate need a
parking bay
Permits generally only need to be displayed from Monday to Friday between 8am
and 5pm, or if the length of stay is going to exceed the prevailing time restriction. The
longer the time restriction, the less likely a permit will be required
A visitor permit is for visitors only, not members of the household
Figure 8
Sample one day use permit
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Residential permits
Enhanced security of permits
Permit security would be enhanced by more effective management of visitor permits, with
the single use permit effectively eliminating forgery. Residents may be able to make these
permits available to friends coming to Subiaco to work, but this would be limited by initially
controlling the number issued and the cost to acquire more than the standard allocation.
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Supply and demand
6 Match supply with demand
The city has progressively developed parking schemes and parking stations to
accommodate recent changes in Subiaco, including:
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Subiaco Oval becoming the home of local AFL in 1997
increased mixed use development
unprecedented change in the profile of the north-western section of the city
development under the guise of transit orientated development
consolidation of health services within the QEII medical centre.
Making sustainable decisions about how to best manage parking can be difficult, and is often
complicated by a lack of understanding of parking supply and demand. This is complicated
by perception and anecdotal evidence that suggests there is nowhere in Subiaco to park. It
is therefore imperative that the city gains a clear understanding of the demand for parking,
and that future decisions are based on reliable information and data.
In 2002, 2005, and 2007, the city conducted occupancy surveys of key car parking facilities
within the town centre. The data revealed there was generally capacity within the car parking
stations that were selected for survey. There were several peak periods toward the end of
the week when demand was greatest, but otherwise there was always capacity.
Despite this data, the city continues to receive feedback, from the business sector in
particular, that parking is inadequate.
It is acknowledged there may be particular times of the week and locations when demand
exceeds supply. Examples include toward the end of a trading week, during an event at
Subiaco Oval and in proximity to institutions, such as the three major hospitals and
university. These times and locations present the city with unique circumstances that must
be managed. The main driver of recent and future strategies is to manage this demand, in
part, by encouraging a shift towards the public transport system or more sustainable travel
options.
Managing supply can take a number of forms, including provision of more parking bays,
pricing that influences choice or demand, providing for various groups, and regulating the
length of stay to attract a particular user. It also relates to understanding stocks of parking be
it managed by the city of the private sector.
Local supply and demand is also influenced by how neighbouring agencies are presenting
their parking supply. For example, pricing in West Perth may move motorists to Subiaco in
search of cheaper alternatives, and Health Department pricing policies for hospital parking
may shift the demand to residential street parking. It could also be proposed that the
hundreds of bays being provided along train routes add to the supply of parking that service
destinations such as Perth, Vincent, West Perth and Subiaco.
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Supply and demand
6.1 Strategies
The following table outlines the strategies that will address the issue of matching supply with
demand.
Strategic outcome
Develop an appropriate record that collates and presents detail of off-street parking facilities
within the Subiaco Town Centre Parking Zone (see glossary of terms).
Develop an appropriate database that records and presents details of kerbside parking
schemes and facilities within the Subiaco Town Centre Parking Zone.
Develop information to be presented on the city’s website on parking facilities and schemes.
Progressively implement vehicle detection equipment in car parking station bays (priority
one) and kerbside bays (priority two) within the Subiaco Town Centre Parking Zone to
record and generate data on the occupancy of parking spaces owned and operated by the
city.
Conduct surveys periodically to measure occupancy of car parking facilities.
Develop a system that accommodates implementation of a flexible fee structure in off-street
parking facilities, that more effectively manages demand for those facilities and ensures, by
pricing, that occupancy rates remain at approximately 85 per cent.
In the future, public parking is not to be allocated to service the specific needs of a particular
adjacent business enterprise, and any development or redevelopment of such sites be
required to supply their own peculiar parking requirements on-site.
Progressively provide parking facilities that promote and encourage the use of motorbikes
and scooters.
Investigate options for future provision of a viable multi-deck car parking facility.
The city, through its approach to management of its own parking schemes, endeavours to
ensure the demand for parking is distributed evenly across the total supply, inclusive of that
owned and operated by the private sector.
Table 7
Strategies matching supply with demand
6.2 Current state
The following is a summary of the current approach to managing parking supply and
demand: The supply of city-owned parking is currently provided with some equity. There is a
mix of short-term shopper parking in and adjacent the town centre, and all day
parking is available in more remote areas away from retail activity.
 There appears to be capacity in long-term parking provided by the private sector,
which is not being purchased by commuters. This is possibly because of pricing, but
is more likely because there are cheaper options available.
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Supply and demand
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Previous occupancy counts suggest there is adequate shopper parking, particularly
early in the week with demand peaking Thursday and Friday.
Bay detection technology, offering management data and a platform to convey
parking availability to motorists, continues to be developed.
An inventory of off-street parking is maintained, but it is more difficult to determine
capacity in kerbside parking where spaces are not clearly delineated by bay
markings.
Existing schemes offer no flexibility, either offering long or short-term parking, with or
without fees.
A recent trend is to preserve parking in residential streets for the benefit of residents
and their visitors.
Some remnant free all day parking has been preserved, for example in Roydhouse,
Jersey and Gloster streets.
Current thinking is that it is easier for commuters to manage public transport than it is
for shoppers or visitors.
Every opportunity is taken to provide for motorbikes and scooters to reflect the ever
increasing trend for this mode of transport.
6.3 Findings and recommendations of the research
The research report suggests there may be scope to manage supply more effectively to
increase capacity for commuters and mitigate the issues being experienced in residential
precincts.
It would be ideal if all demands could be satisfied; however, this aspiration needs to be
measured against the amount of long-term parking that would be required to achieve that
goal. If more long-term parking is built or provided and priced correctly, it will not be long
until supply is again exhausted.
The community engagement process and research strongly points to resolving supply issues
for commuters, that is, local workers, suggesting if this supply problem can be addressed
most other issues will be mitigated.
The following options were offered within ARUP’s research report.
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In locations where there is a clear need for more worker parking – convert short stay
street parking to all day parking, but set parking fees for all day parking at levels
comparable with off-street car parks
Licence all non-residential parking, and use funds for public transport, and the data to
understand the stock of parking
Create incentives, possibly in conjunction with the private sector, to use the total
supply of off-street long-term parking more effectively
Develop a multi–deck car park
Assess the value of line marking bays in residential streets to create order and
measure quantity
Create and maintain a parking inventory and publish detail on website
Undertake regular counts to understand supply and demand
Enhance use of bay detection technology to assist with management of parking
including compliance
Create real time data platform to enable smart phone apps
Publish more information using multiple media platforms to create an improved
understanding in the community about parking
Continue to explore public transport options to reduce demand for parking
Establish a parking reference group, including community representatives.
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Supply and demand
6.4 Additional information
A clear understanding of the city’s role in parking within the City of Subiaco, in particular its
role in the provision of off-street parking, is useful. The following table depicts the distribution
of off-street parking within the Subiaco town centre parking zone that is generally accessible
by the broader public and not reserved for motorists attending a specific business.
The Subiaco town centre parking zone has been identified as an area within a five minute
walk of Rokeby Road. It is contemplated that the parking in this zone will be managed more
intensely than other locations. A greater understanding of the supply of parking and demand
for those spaces will be developed to assist with implementation of particular strategies for
parking within that precinct.
See glossary of terms and Figure 9 in Appendix One for a description of the Subiaco town
centre parking zone.
The stock of privately owned and operated off-street parking can either be purchased as
short or long stay parking, depending on the needs of the motorist.
Fee paying
Subiaco town centre parking zone – off-street
Short
Long
stay
stay
 City owned and operated
 Private bays currently managed by the city
 Privately owned and operated
Subtotal
Total
295
120
70
83
365
203
1220
1788
76
258
346
0
0
76
258
346
680
Free parking
 City owned and operated
 Private bays currently managed by the city
 Privately owned and operated
Subtotal
Total off-street parking
Table 8
2468
Distribution of off-street parking within the Subiaco town centre parking zone.
These are bays openly available to the public, bays that may be reserved for the exclusive
use of tenants or customers of a particular development have been excluded.
As can be seen in Table 8, the city has absolute discretion over 441 bays, or 18 per cent, of
the stock of off-street parking within this location. The city manages another 19 per cent of
the off-street bays on behalf of others, and may have some scope to influence the
management of that supply; however, it has absolutely no direct influence over the
presentation and management of 63 per cent of the off-street parking within that zone.
The city can, however, indirectly influence the use of the underutilised stock of private offstreet parking. Reviewing its own pricing policies, expanding the quantity of its own fee paid
parking and diligent management of adjacent non-fee paying parking should encourage
Parking Strategy 2012 - 2016
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Supply and demand
motorists to utilise the 63 per cent of stock owned and operated by the private sector more
effectively.
For example, a random inspection of Wilson Parking’s Pavilion Markets site was conducted
on Wednesday 10 October 2012 at 3.30pm, and revealed that only nine of the ninety-nine
bays were occupied. This could be due to the pricing of that stock, alternatively it could be
concluded that there are too many other more attractive opportunities for long-term parking
in proximity to the Subiaco town centre parking zone. This site was selected for a random
check because it is one of the more convenient parking locations in the town centre. If this
site is not more effectively utilised for long-term parking, it may be concluded that the
demand for this category of parking is not as it is perceived. Alternatively, it may be
concluded that there are too many opportunities available to park without paying a fee, and
possibly without detection and penalty.
Before converting its shopper parking to all day parking, the city would need to investigate
whether the parking would be occupied. Unless parking was free, or adjacent street parking
was more effectively managed, it is possible that the converted bays would sit empty all day.
Converting short stay street parking into all day parking
The demand for all day parking by commuters continues to exacerbate parking supply. It is
assumed that these vehicles are being accommodated albeit at the expense of residential
amenity, congestion and shopper parking.
There may be capacity to convert short stay parking to long stay parking, however, this may
not be the only option. Subject to further investigation, which includes gaining a clearer
understanding of the quantity of supply, there may be opportunity to more effectively
manage on-street parking within the town centre for shoppers and visitors who would prefer
to be closer to their destination, and moving all day parking into off-street facilities.
In addition, there may be an opportunity to open residential street parking up for commuters,
creating a reciprocal parking arrangement whereby workers or commuters have access to
these bays during the day, and residents can continue to enjoy access afterhours and on
weekends when commuter parking is not in demand.
At present, commuters park in streets that are in, or at least adjacent to, the Subiaco town
centre. Often they are shuffling vehicles around to avoid detection, or simply waiting to be
alerted that a compliance officer is nearby. A system of control based on the need to acquire
a ticket, structured at a price to discourage repeat acquisition, would make kerbside
monitoring more effective and potentially free up this space for shoppers and short stay
demand, releasing more of the off-street parking for commuters.
More work would have to be undertaken to understand the supply available in the streets
before this could be finalised, but it is certainly worth further exploration.
The following is a calculated estimate of the supply of on-street parking within the Subiaco
town centre parking zone.
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Supply and demand
Subiaco town centre parking zone – on-street
Fee paying
Short stay Long stay
 City owned and operated
139
0
Subtotal
Total
139
139
Free parking
 City owned and operated (estimated)
1930
130
2060
Subtotal
2060
Total on-street parking
2199
Table 9
Summary of on-street parking within the Subiaco town centre parking zone.
Licensing non-residential parking bays
The recommendation from the research that the city require all non-residential bays to be
licensed has evolved from a valid need for the city to gain a better understanding of total
supply of parking and present an enhanced capacity to understand and manage that supply.
It may also have evolved from an understanding of how the Perth Parking Management Act
operates and how it funds the operation of the Central Area Transit (CAT) services buses
that operate within the Perth Parking Management Area.
It is unlikely there would be any support for licensing of non-residential bays, a suggestion
that implies fees. Even if there was support, research would be required to ascertain if local
government had the authority to impose a licensing regime.
Understanding the total supply of non-residential parking is desirable, it would provide a
holistic understanding of supply and, if the information could be collated in relation to each
site, it would provide an opportunity to audit current quantities against original development
requirements. A methodology of collating this data that doesn’t require creation of a licensing
regime would be advantageous, but it cannot be prioritised at this stage, partly because the
city does not have the resources to research, collate and maintain such a record.
Working with the private sector
This initiative would be more effective if linked with creation of a holistic record of nonresidential bays, but independently it is still considered an appropriate action.
As can be seen in Table 8, the private sector operates 82 per cent of the off-street stock of
parking that is openly available to the public. There is limited data available that provides
information of levels of occupancy of this supply. Despite this, and based on observations
made regarding the occupancy of the Pavilion Markets site, there would appear to be an
opportunity for the manner in which the city manages its stock of parking, on-street in
particular, to relocate more long stay parking demand to private sites.
The community, in particular the business sector whose customers and staff are most
affected by the supply of parking, need to be aware of the amount of parking supplied by the
private sector. The local business community should be encouraged to collaborate with
these providers to gain an understanding of their approach to parking management, and to
create an environment where they may be able to influence greater use of that resource.
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Supply and demand
Private parking managers and their landlords make a significant contribution to the economic
capacity of the retail sector. More attention needs to be applied to developing appropriate
strategic relationships between the two sectors.
Multi–deck car park
Development of multi-deck car park facilities remains a realistic objective for the city.
Achievement of this objective requires development of a model that responds to the many
elements of such a proposal, from service levels to financial viability, and urban form.
Unless the city believes it has a social responsibility to erect a multi-deck car park, it is
difficult to expect that it would be a financially sound investment until such time as
commuters are prepared to pay a reasonable price for parking and other cheaper options
have been removed from the supply. The occupancy of the Pavilion Markets site is
testament to this, which, in 2012, provides cheaper all day parking than the city’s all day
parking facilities.
At the time of preparing this strategy, the city was in the process of considering a cash-inlieu of parking policy under its town planning scheme. If such a policy is adopted, the
resulting accumulation of funds may grant the city greater opportunity to fund a multi-level
parking facility on existing landholdings.
Line marking in residential streets
Line marking of bays is recommended in proximity to activity centres, but it would not be
viable in every residential street. The capital works involved would be enormous, and the
recurrent maintenance would be a perpetual call on financial resources without any
significant gain in parking capacity.
Marking of parking spaces has been suggested, in part, to enable supply to be measured
more accurately. There are other means of achieving an accurate understanding of capacity
without line marking. The only times line marking would be required is to accommodate bay
sensors or ticket parking.
Parking inventory, bay detection technology, smart phone applications and use of
multi-media
Parking inventory, bay detection technology, smart phone applications and use of multimedia are all feasible. The quantity of off-street parking owned and/or managed by the city is
readily available, and there is an acknowledged need to extend this to kerbside parking,
particularly adjacent the town centre.
Having the capacity to place detail of the inventory on the website is not a complicated
process once the detail is collated. However, making it interactive or offering live data
highlighting parking availability requires development of technological platforms within the
city, along with an ongoing capacity to collect and disseminate live data by continued
installation of bay sensors. The achievement of this would require an ongoing investment in
these types of technologies, which is highly recommended.
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Supply and demand
This initiative should include all off-street parking stations and on-street parking in proximity
to the Subiaco town centre parking zone, within a 400 metre zone of Rokeby Road, west to
Hensman Road, east to Townshend Road, north to Salvado Road and south to Nicholson
Road. This would require all kerbside bays in this area to be marked and maintained, and
eventually fitted with bay sensor technology.
Public transport
The city will continue to influence public transport outcomes both at a local and regional
level.
The city is involved in a regional transport working group, formed under the auspices of the
Western Suburbs Region of Councils (WESROC), and with relevant state agencies
regarding development of the Perth Public Transport Plan and strategic development such
as the light rail and transport link through to Glendalough.
In addition, the city, in conjunction with QEII and The University of Western Australia (UWA),
funds the Subiaco Shuttle service that operates between Subiaco Train Station, QEII and
UWA campus.
The Integrated Transport Plan is due to be updated in 2013–14
Reference group
A community based reference group has been proposed to continue dialogue with the
community. Creating a successful reference group requires considerable resourcing and
governance to ensure participants are representative of the community and are prepared to
understand and consider the needs of various user groups. Likewise, sustaining a
successful reference group requires a considerable commitment from the participating
community members.
There is no support for a reference group in the short-term, but rather than discard the
suggestion entirely, it may be pertinent to preserve the opportunity for such a forum if the
need arises in the future.
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Supply and demand
Motor cycle and scooter parking
Consideration needs to be given to provision of parking for motorbikes and scooters, and
every opportunity should continue to fill small spaces with this offer, without impacting on the
supply of regular parking spaces.
Facilities provided in existing or future paid parking facilities will need to fee based. These
fees are likely to be considerably less than those charged for a car bay, but a nominal
amount should be imposed to ensure all users make a contribution to the cost of the parking
service.
In addition to motorbikes and scooters, there has been a significant take-up of cycling as a
preferred choice of commuter transport. Two initiatives have been developed under focus
area five to respond to this trend.
Objective two:
A range of sustainable and accessible transport options
Strategy
5.2.4 Improve and enhance the city’s pedestrian and cycle networks.
Ref
1
2
3
Actions
Actions from the Corporate Business Plan
Participate in the WA Bicycle Network Plan implementation
Develop a pedestrian and cycling facility plan
Implement a four year plan for construction, improvement and maintenance of
pedestrian and cycling infrastructure
The facility plan for cyclists will need to include consideration for storage or parking of push
bikes, in addition to transport routes.
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Safety and Traffic Engineering
7 Safety/traffic engineering
Traffic design is a separate function that is undertaken by traffic engineers, and should be
considered in conjunction with Corporate Business Plan strategies 5.1.1 and 5.1.2.
Assuming design elements are in accordance with required standards, the quantity of cars
legally parked within a precinct should not prejudice the safety of motorists.
Cars that park contrary to traffic design controls will prejudice traffic safety and will be
infringed without tolerance, for example cars that park in clearways or no standing areas.
During the research phase, feedback was received regarding the difficulties associated with
navigating streets where vehicles were parked on both sides of the carriageway, particularly
for buses. Derby Road was one such example that was cited.
If the development of actions in the Corporate Business Plan related to enhancing the traffic
management system, see below, requires parking to be rationalised to one side of the street
to preserve safety of motorists, which of course is paramount, parking bays may have to be
removed.
Objective one:
Objective one:
A road management system that meets the needs of all users.
Strategy
5.1.1 Manage and plan our road networks to reduce congestion, while incorporating the
increasing population and major developments
Ref
1
2
3
Actions
Actions from the Corporate Business Plan
Develop and implement a city wide-traffic management plan
Continue maintenance and improvements through initiatives such as the Black Spot
Program
Reduce congestion through construction, improvement and maintenance of
infrastructure
Strategy
5.1.2 Reduce the impact of traffic on local roads
Ref
1
2
Actions
Actions from the Corporate Business Plan
Address high risk locations through local area traffic management treatments
Operate waste fleet and other service vehicles at times that least impact road users
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Other Issues
8 Other issues
8.1 Strategies
The following table outlines the strategies that will address other issues.
Strategic outcome
Ticket machines and paid parking be installed in all long-term parking facilities, whether they
be located on-street or off-street.
Determination of applications for withdrawal of parking infringements be outsourced to an
independent third party.
Research be undertaken to gain an understanding of the implications of introducing a city of
Subiaco parking smart card.
Table 10
Strategies – other issues.
8.2 Subiaco town centre parking and local economic development
It might be perceived the manner in which the city presents its parking, and consequently
this parking strategy, will have a significant impact on local economic success and be the
solution to all retail problems. There is no doubt parking should be a consideration within an
economic development plan, but it should not be targeted as the solution to a consistently
stated decline in retail activity.
There is no evidence to suggest parking pricing in city car parks influences shopper choice.
When paid parking was explored through the research phase of this strategy and discussed
at the community workshops, the outcome was as follows:“The issue of more free parking was raised by some at the workshops, but the general
feeling was that rates in the city’s car parks were reasonable and first hour free was
sufficient”
ARUP. (2012)
During December 2012, the city conducted a trial that allowed free parking on Sundays in
specified car parks within the town centre, whilst continuing to comply with stated time
restrictions. The car parks nominated were:





Car station 11 and 23 between Barker Road and Churchill Avenue
Car station 12 adjacent the Coles and Crossways shopping centres
Car station 13 Rowland Street
Car station 14 Forrest street
Car station 62 Railway Road.
The purpose of the trial was to stimulate Sunday trade and activity within the Subiaco town
centre, and to encourage more businesses to open and take advantage of the deregulated
trading hours that permits trading on Sundays.
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Other Issues
The outcome of that trial was not available at the time this strategy was prepared. The
initiative has identified a need for the presentation and management of parking to be more
flexible and responsive to ideas designed to stimulate local economics.
8.3 Football scheme
The football parking scheme was established when Subiaco Oval became the home of AFL
in Western Australia. The hours of operation of the scheme were extended when planning
approval was issued for erection of light towers, as part of a requirement to develop a
management strategy to mitigate the impact of night events on the residential precinct.
The arrangement relating to the residential parking scheme prescribed in the Heads of
Agreement between the city and WA Football Commission, states that ’A residential parking
scheme shall apply in the Subiaco residential area within approximately one kilometre of
Subiaco Oval.... The scheme aims to provide exclusive kerbside parking for residents and
their visitors in various areas within the local area with other areas available for public use’.
The scheme is considered to be a significant influence on transport choice to events held at
Subiaco Oval.
Until 2008 the scheme was contained to one kilometre of Subiaco Oval, when it was moved
to 1.5 kilometres, further reducing the amount of parking available to patrons.
This change, together with joint ticketing to AFL events whereby the entry fee includes the
public transport fare, has had a significant impact on the use of public transport to events at
Subiaco Oval, increasing from approximately 27 per cent of patrons in 2006 to 39 to 40 per
cent of patrons in 2011.
The extension of the scheme area added another 450 signs to the inventory of scheme
signs, which need to be changed approximately four times during a season to ensure current
event dates are displayed, adding approximately $30 000 to operating costs.
The scheme appears to be successful as the city receives very little, if any, feedback to
suggest it needs review. Additionally, public consultation conducted by ARUP as part of the
research report failed to attract any specific comments regarding the scheme.
It is anticipated that should a new stadium be constructed away from Subiaco, the scheme
may no longer be required effective January 2018. If the new stadium remains in Subiaco
there will be a need for extensive review of all current management strategies, including the
residential parking scheme. Consequently, no changes are proposed at this point in time.
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Other Issues
8.4 Remnant all day parking
There are several sites throughout the city that continue to offer all day parking free of
charge. Motorists using these bays do so without contributing to the cost of parking provision
and management in Subiaco.
Several of these areas are located in residential precincts and will be converted to time
controlled kerbside parking, for example, Gloster Street, a portion of Nicholson Road, and
western areas of Shenton Park.
In addition there are several off and on-street facilities in non-residential areas that require
consideration.
Examples of these facilities include:




Jersey Street car station no. 15
Roydhouse Street
Subiaco Road adjacent Mueller Park
Hay Street, in front of 567 Hay Street.
Direction needs to be established for the future of these facilities.
Jersey Street presents a straight forward conversion to ticket parking, however, it is
proposed that given the parking will be sold there will be a need to spend some money on
resurfacing and drainage to improve presentation of the car park.
The Roydhouse Street facility has been identified previously as a potential site, but has been
delayed pending anticipated streetscape works that are likely to be implemented in
conjunction with redevelopment of this location. The parking bays would need to be clearly
defined, and nibs installed to accommodate ticket machines.
Subiaco Road, adjacent the northern edge of Mueller Park, would be predominantly used by
hospital staff, the demand for which will diminish once the children’s hospital is relocated in
early 2016.
Parking adjacent to 567 Hay Street appears to have been claimed by the adjacent
commercial properties. Research has revealed the parking was constructed by the
developers of these facilities at their cost in about 1989–90, however, the parking is
contained within the public road reserve.
Removing these remnant areas of free all day parking will potentially relocate these cars to
free options in nearby residential streets, testing the capacity of compliance resources to
manage that practice.
8.5 Public school parking
Parking to service public schools is an issue for all metropolitan local governments. The
Education Department is reluctant to provide parking on-site, and there are no planning
controls in place for such matters to be influenced by local government.
The demand for school parking impacts on public facilities, predominately at the start and
end of each school day.
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Other Issues
There is no immediate solution to this issue, other than for the city to continue working with
stakeholders to ensure everyone has an understanding of expectations and complies with
existing schemes.
8.6 Overnight parking
Time restrictions and the requirement to pay for parking in off-street facilities within the town
centre expire at 9pm and are designed to deter use of these facilities by patrons of night
football events. Introduction of a need to pay beyond 9pm, perhaps at a minimal flat
overnight rate, has been considered but never pursued. It could potentially displace vehicles
into adjacent residential streets, which would adversely impact on residential amenity,
particularly as patrons of entertainment venues return to their vehicles.
The concept might work if there was paid parking in adjacent streets, and this could possibly
be reconsidered should this eventuate.
It is anticipated that revenue from this source would be minimal, but it would ensure the cost
of parking is distributed equitably and every transaction presents a greater capacity to keep
hourly rates to a minimum.
8.7 Parking smart cards
A longer term proposition is the introduction of parking debit cards, designed specifically for
use within the City of Subiaco and supplied by the city.
Considerable research would be required prior to this option being considered further. This
would include the city’s capacity to resource the level of service required to securely
administer such an option.
Parking smart cards are worth consideration and should be retained as a strategy for further
investigation and development.
8.8 Pay by phone parking
Pay by phone parking is already available in the city. Motorists must purchase parking in
advance by sending a text message from a mobile phone, with the zone identification and
the amount they wish to purchase. The car is tagged with a barcode, which the compliance
officer reads with a phone to ascertain currency or validity of the purchase.
It is anticipated that credit card facilities in new upgraded ticket machines will severely
impact the phone parking option, it is expected consumers would prefer using their credit
cards for security purposes.
The following charts show the take-up of credit card facilities since installation of new ticket
machines progressively implemented since 2011.
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Other Issues
Ticket machines - Use of Credit Cards
$60,000.00
$50,000.00
$40,000.00
$30,000.00
$20,000.00
$10,000.00
$-
Ticket machines - Use of Credit Cards
$120,000.00
$100,000.00
$80,000.00
$60,000.00
$40,000.00
$20,000.00
$-
8.9 Penalties
There was not a lot of support at the community workshops for an increase in penalties.
Penalties are prescribed in the Local Law Related to Parking and range from $40 for failing
to pay a fee, through to $90 for being in a no standing area, such as a clearway.
Adjusting the penalties requires an amendment to the local law. It is proposed the amounts
be reviewed as part of any local law amendment required to authenticate an adjustment to
the current approach to parking management, and not be considered in isolation.
The local law must be reviewed every eight years regardless of any immediate amendments,
with the next review due in 2014. Any proposal to amend the penalties in the local law in
isolation of any other required amendment could be considered when that review process is
undertaken.
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Other Issues
8.10 Governance
Local government is granted, by the Local Government Act 1995, an opportunity to create
local laws for the good government of the city. One such local law developed by the City of
Subiaco is the Parking Facilities Local Law gazetted in 1997, and reviewed in 2006. The
local law, which proceeds through two sittings of council, a period of public comment, referral
to the Minister for Local Government, gazettal and review by the Parliamentary Joint
Standing Committee on Delegated Legislation, is the enabling legislation that establishes the
statutory jurisdiction in which parking is managed.
The City of Subiaco Local Law relating to Parking was gazetted on the 8 August 1997 and
amended on:



15 January 1999
14 December 2001
3 October 2006.
The local law is a law that applies within the jurisdiction of the City of Subiaco only. Any
policy or administrative process must not be in conflict with that local law. For example, an
officer cannot authorise parking that obstructs a laneway if the local law prescribes that
parking in this manner is unlawful, which the case in the City of Subiaco local law.
The Local Government Act 1995 grants council authority to appoint authorised persons to
perform certain functions under the Act and local law, for example authorisation to issue
infringements or withdraw infringements.
A person authorised to issue infringements must assume the provisions of the local law
reflect the current approach of how the council and its community wish parking to be
managed. Provided the officers proceed appropriately, their efforts should be supported. If
council finds they cannot support a particular compliance effort, the law that has been
enacted may need to be reviewed rather than the compliance effort.
An authorised person issuing infringements needs to be able to defend the judgements that
they make, and in numerous cases to a magistrate. It is critical the issuing officer retains the
capacity to outline his or her evidence, independent of any influence from another party, be
it, their supervisor, a member of the public, councillor or council resolution.
Likewise, persons with authority to withdraw infringements must be able to make their
judgement independent of any influences. This is partly achieved by a separation of roles, a
person who is authorised to issues infringements is unable to withdraw infringements.
Traditionally the city has operated a two-tier review process. The initial review is undertaken
by a member of staff who has been authorised for that purpose and the subsequent review
is by an elected member who has been appointed as an authorised person.
The following data highlights the number of applications received each year, and the number
withdrawn upon first and second application.
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Other Issues
Year
2006
2007
2008
2009
2010
2011
2012
Issued
20294
25159
24720
24763
24873
20975
19238
Applications
received
2078
1805
1274
1376
1397
783
728
Total withdrawn
985
593
468
407
340
230
143
Although there is no statutory obligation on local governments to entertain such applications,
most local governments have a process in place to consider applications for review in order
to identify errors in judgement made by the issuing officers, and to obviate the need for an
aggrieved party to refer a matter to court to have an infringement determined.
A review process needs to be open and transparent and should protect the integrity of the
authorised person involved in the process. The person considering the application must be
free from influence, whether it is perceived or real.
The current system would be more open and transparent if a third party, completely
independent of the city, were to undertake the review process. The City of Perth, for
example, have an independent person that considers all applications, and it is recommended
the city develop a similar model, which includes a robust and transparent system offering the
applicant every assurance that their application has been thoroughly considered.
8.11 Financial Management
The operation of the Field Services, inclusive of parking management has and will continue
to be self funded. That is, the operational area is funded by income received through parking
ticket machines and fines and penalties, dog registrations, cat registration (future), and other
associated sources.
Recognising that as part of providing a high level of service to the community in the
management of car parking and road reserve space:


A high level of compliance with parking time controls is desirable;
A higher level of enforcement than is currently applied will be required to affect that
high level of enforcement;
That the income from parking fines will decrease as the desired high level of
compliance is approached.
Revenue from the operational area of Field Services also funds:


The No. 97 Subiaco Shuttle Service that operates between Subiaco Station and the
University of WA
Travelsmart initiatives designed to encourage the use of all modes of transport to
access Subiaco; and
Initiatives within the Integrated Transport Strategy.
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Other Issues
Funds are transferred to a reserve for future capital maintenance and acquisitions
associated with parking and transport.
There is no intention to alter this approach to financial management, ensuring that future
growth in the operation does not create an impost on rates.
Parking Strategy 2012 - 2016
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Strategies
9 Strategies
The following strategies are a collation of all the strategies detailed in the relevant section expanded to include additional information related to
implementation and the need for subsequent council consideration.
1.0
Strategic outcome
Further
Research
required
Subsequent
Report to
Council
Statutory
Implications
Implementation
Target
Amenity of and access to residential properties be preserved through
time controlled parking schemes in all residential streets. Restrictions
should vary with an aim to remove or minimise non-residential traffic,
whilst minimising the need for residents and visitors to display
permits.
No
No
No
31 Oct 2013
A set of criteria be established to determine the most appropriate
controls to be applied, including ticket parking, the objective being to
provide the ultimate service to various precincts based on land use.
Yes
Yes
No
30 Sept 2013
In conjunction with the above, a second set of (possibly identical)
criteria be developed to give each parking station and street a
compliance priority, which will determine or influence the allocation of
the compliance resources to that location.
Yes
Yes
No
30 Nov 2013
The compliance staff roster be adjusted to maximise the allocation of
that resource to parking control without prejudicing capacity to
manage all core local government ranger duties, including servicing
events at Subiaco Oval.
No
No
No
3o Jun 2013
Verge parking continue to be managed as contained in the existing
No
No
No
Ongoing
No.
1.1
1.2
1.3
1.4
1.5
Time Controls Costs and Compliance
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Strategies
Local Laws Relating to Parking, clause 5.3 (1) and (2).
1.6
Research be undertaken to determine the feasibility of preserving
kerbside parking within and adjacent the Subiaco town centre for
short-stay parking, whilst creating more all day off-street parking.
No
Yes
No
31 Mar 2014
1.7
The use of yellow line marking to designate no stopping zones be
continued.
No
No
No
Ongoing
1.8
Whilst acknowledging the need to maintain human judgement in the
compliance process, the progress in technology that may enhance
compliance activity, be monitored.
Yes
Yes
Yes
Not Stated
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Strategies
2.0
Residential Permit scheme
No.
Strategic outcome
2.1
Effective 1 January 2014 the number of visitor parking permits be
reduced to one throughout the municipality.
2.2
2.3
2.4
2.5
Further
Research
required
Subsequent Statutory
Implementation
Report
to Implications Target
Council
Nil
No
No
31 Dec 2013
Although a maximum of two visitor permits will continue to be
available, effective 1 January 2014 any household requiring
additional visitor permits be required to pay a fee to be determined
annually in conjunction with the budget process.
Nil
Yes (to
adjust fees
and
Charges)
No
31 Dec 2013
Further research be undertaken to assess the feasibility of
introducing a single use visitor permit, or a new visitor permit style
and format, that makes it readily distinguishable from the residential
permit.
Yes
Yes
No
1 Jan 2014
Residential developments, excluding renovations and extensions,
receiving approval after 30 June 2013 not be entitled to any
residential permits. Future developments may; however, be entitled
to the standard allocation of visitor parking permits.
No
No
No
1 July 2013
Residential parking permits scheme be comprehensively reviewed
Yes
Yes
Yes
31 Mar 2014
(Note - Added by Council 28 May 2013)
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Strategies
3.0
Managing Supply
Strategic outcome
Further
Research
required
Subsequent
Report to
Council
Statutory
Implications
Implementation
Target
3.1
Develop an appropriate record that collates and presents detail of
off-street parking facilities within the Subiaco Town Centre Parking
Zone (see glossary of terms).
Yes
No
No
30 Nov 2013
3.2
Develop an appropriate database that records and presents details
of kerbside parking schemes and facilities within the Subiaco Town
Centre Parking Zone.
Yes
No
No
30 Nov 2013
3.3
Develop information to be presented on the city’s website on
parking facilities and schemes.
Yes
No
No
30 Sept 2013
3.4
Progressively implement vehicle detection equipment in car parking
station bays (priority one) and kerbside bays (priority two) within the
Subiaco Town Centre Parking Zone to record and generate data on
the occupancy of parking spaces owned and operated by the city.
Yes
No
No
30 Jun 2016
3.5
Conduct surveys periodically to measure occupancy of car parking
facilities.
Yes
No
No
Ongoing
3.6
Develop a system that accommodates implementation of a flexible
fee structure in off-street parking facilities, that more effectively
manages demand for those facilities and ensures, by pricing, that
occupancy rates remain at approximately 85 per cent.
Yes
Yes
No
31 Mar 2014
3.7
In the future, public parking is not to be allocated to service the
specific needs of a particular adjacent business enterprise, and any
No
No
No
Ongoing
No.
Parking Strategy 2012 - 2016
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Strategies
development or redevelopment of such sites be required to supply
their own peculiar parking requirements on-site.
3.8
Progressively provide parking facilities that promote and encourage
the use of motorbikes and scooters.
Yes
No
No
Ongoing
3.9
Investigate options for future provision of a viable multi-deck car
parking facility.
Yes
Yes
No
Ongoing
3.10
The city, through its approach to management of its own parking
schemes, endeavours to ensure the demand for parking is
distributed evenly across the total supply, inclusive of that owned
and operated by the private sector.
Yes
Yes
No
1 July 2014
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Strategies
4.0
Other Issues
Strategic outcome
Further
Research
required
Subsequent
Report to
Council
Statutory
Implications
Implementation
Target
4.1
Ticket machines and paid parking be installed in all long-term
parking facilities, whether they be located on-street or off-street.
Yes
Yes
No
30 Jun 2014
4.2
Referred to Withdrawal process - deleted by Council 28 May 2013.
4.3
Research be undertaken to gain an understanding of the
implications of introducing a City of Subiaco parking smart card.
Yes
Yes
Yes
30 Jun 2016
4.4
That the city, as part of the Strategic Financial Plan, identify current
service levels regarding parking management, and consider funding
of strategies and resources that enable the reduction in parking noncompliance, within the road reserve to a target of less than 10% of
vehicles using that space.
Yes
Yes
No
30.Jun 2014
No.
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Glossary
10 Glossary of terms
Subiaco town
centre parking zone
Verge
Parking Strategy 2012 - 2016
The area contained by Salvado Road in the north, west of
Hensman Road, east of Townshend Road and south to
include Nicholson Road and PALMS Community Centre. See
map in Appendix One.
The portion of a road that lies between the boundary of a
carriageway and the boundary of land abutting the road.
Page 49
Bibliography
11 Bibliography
ARUP. (2012). City of Subiaco Parking Study Research Report. Subiaco.
Parking Strategy 2012 - 2016
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Appendix
12 Appendix One
Subiaco Town Centre parking Zone
Figure 9
Subiaco Town Centre Parking Zone
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