BYRON SHIRE COUNCIL
ORDINARY MEETING
Report No. 12.22.
13 AUGUST 2009
(96)
Director:
File No:
Byron Bay - Angle Parking and Other Traffic Demand Management
Measures
Asset Management Services
ENG650000 #849971
Principal Activity:
Infrastructure Planning and Project Definition
Summary:
Council has called for a report on the suitability of front-to-kerb parking for
the town of Byron Bay and other traffic demand management measures
that may improve the amenity of the town.
This report considers the issues in making a decision to make such
changes.
The report recommends the need for change but it comes at a cost in both
dollar terms and the loss of car parking spaces.
RECOMMENDATION:
1.
That in relation to proposed changes to angle parking in Byron Bay, Council endorses
the changes to the on-street parking arrangements as detailed in Table 2: Proposed
Town Centre Parking Arrangements and refers this report to the Local Traffic
Committee seeking their consideration and comment.
2.
That during the time leading up to the referral of this matter to the Local Traffic
Committee, Council seek the views of the community in regards to these proposed
changes to angle parking across the Byron Bay Town Centre, advertising the proposal
in the local papers for at least 28 days and placing it on Council’s website, seeking
submissions.
3.
That subject to the endorsement of the Local Traffic Committee, Council allocate the
sum of $50,000 from paid parking income, to effect the changes to all signs and
markings across the town centre to meet the standard and legal requirements of the
NSW Road Rules 2008.
4.
That subject to the endorsement of the Local Traffic Committee, Council undertake a
broad publicity campaign leading up to the implementation of the changes, including
advertising, signs around the town, information leaflets on cars and signs on the
approaches to the town centre.
5.
That subject to the endorsement of the Local Traffic Committee, Council allow for a
‘grace period’ of up to two weeks of not issuing any fines for non-compliance related
to front-to-kerb and rear-to-kerb, other than where safety is compromised upon
effecting the changes.
6.
That subject to the endorsement of the Local Traffic Committee, Council paint centre
of road markings, as median islands in the following locations:
(a) Lawson Street from Jonson Street to Middleton Street;
(b) Fletcher Street from Bay Street to Lawson Street; and
(c) Fletcher Street from Byron Street to Marvel Street.
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BYRON SHIRE COUNCIL
ORDINARY MEETING
7.
13 AUGUST 2009
(97)
That subject to the endorsement of the Local Traffic Committee, Council mark, in
paint, all individual formal parking spaces within the town centre including parallel, 90
degree and 45 degree spaces.
Attachments:
• Extract of Angle Parking Regulations from NSW Road Rules 2008 #874990 [5 pages] .......... Annexure 26
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BYRON SHIRE COUNCIL
ORDINARY MEETING
13 AUGUST 2009
(98)
Report
At the Ordinary Meeting of Council held on 9 April 2009, Council considered a report regarding the
Main Road 545 (Regional Road through Byron Bay) Study.
This report is in response to part 5 of Resolution 09-234, which states:
09-234 Resolved:
5.
That Council receive a report on the suitability of front to kerb parking for the town of Byron
Bay and other traffic demand management measures that may improve the amenity of the
town.
The main issue raised in this resolution seems to be the direction of parking in view of some
concerns about the current rear-to-kerb parking across the town centre. However, the biggest
issue for parking in the town centre is the supply and demand for parking spaces. The demand for
parking has been covered many times in regards to issues such as:
•
•
•
•
Paid parking;
Park and ride;
Provision of a multi-storey parking station; and
Perimeter parking, such as use of the Butler Street reserve.
This report does not address these issues.
In order to address the resolution (09-234), this report considers a number of other key issues as
they relate to on-street parking, including:
1. the benefits and disbenefits of front-to-kerb verses rear-to-kerb parking;
2. preferred angle of parking (90, 60, 45, 30 degrees);
3. the possibility of converting the existing angled parking to parallel parking along the
northern side of Lawson Street, between Jonson and Fletcher Streets to improve traffic flow
and provide for medians to improve pedestrian safety and potentially provide for bike lanes;
4. the provision of parking spaces for other road users (eg Loading Zones and parking spaces
for people with disabilities);
5. opportunities for improvements to the streetscape;
6. opportunities for creating car-free areas within the town centre;
7. opportunities for Jonson Street (north); and
8. details of the work required and the cost to convert the existing rear-to-kerb parking to frontto-kerb parking in Byron Bay.
The key recommendation of this report is to put the question of the preferred direction of parking in
the Byron Bay Town Centre to the community. It could be simply put to the public in the form of
the question:
“Do you prefer front-to-kerb or rear-to-kerb parking within the Byron Bay Town Centre?”
Ultimately, any changes to the regulatory arrangements for parking have to be referred to the Local
Traffic Committee (LTC). This could be done following the input from the community. However,
some discussion, as detailed later in this report, has already taken place in the LTC.
In view of the regulatory matters relating to car parking and consideration by Council of the Urban
Design for the Byron Bay Town Centre, discussions have taken place with Community Planning
staff and the Rangers in the development of this report.
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BYRON SHIRE COUNCIL
ORDINARY MEETING
13 AUGUST 2009
(99)
A number of recent and relevant reports that Council has considered in regards to the Town Centre
are listed at the end of this report.
Background
The predominant number of on-street angled parking spaces across the Byron Bay town centre is
signed 135 degrees – this describes 45 degree angle parking with the rear of the car against the
kerb. However, the beach front area is front-to-kerb parking.
The Main Beach coupon parking area is signed for 90 degree parking front-to-kerb but the area
from Jonson Street to Middleton Street is designated front-to-kerb but with no angle specified. It is
noted in Main Beach that the area adjacent to the swimming pool, despite being signed front-tokerb, many drivers choose to park rear-to-kerb, presumably to sit and enjoy the views.
There are other areas with individual parking bays marked for angle parking, such as Carlyle
Street, with no signage specifying front or rear-to-kerb.
The off-street Council controlled parking areas in Lawson Street (North & South) and Clarkes
Beach are all signed as 90 degree front-to-kerb parking.
The centre-of-road parking in Byron Street (east) is 90 degree with no direction specified. Drivers
choose their preference, probably dependent upon which direction they enter the area from.
Consistency in parking arrangements within a town is important and the inconsistencies across
Byron Bay need to be addressed regardless of which decision Council resolves, front-to-kerb or
rear-to-kerb. Any change in the specified angle of parking across the town centre must first be
referred to the Local Traffic Committee prior to Council formally endorsing a change.
It should be noted that the NSW Road Rules 2008 (section 210) have default angles and direction
of cars where signage is not prescriptive. The details of the rule pertaining to angle parking are
contained in Annexure 26.
Guidance in the decision making process for a town centre parking arrangement needs to be taken
from AUSTROADS. AUSTROADS is made up of all Government based Roads Authorities across
Australia and New Zealand. They provide technical papers, planning and design guidelines for all
matters pertaining to the development of roads as a transport corridor. Its stated purpose is:
•
•
•
•
•
Providing expert advice to Australian and New Zealand roads authorities on road and road
transport issues;
Facilitating collaboration between road agencies;
Promoting harmonisation, consistency and uniformity in road and related operations;
Undertaking strategic research on behalf of road agencies and communicating outcomes;
Promoting improved and considered practice by road agencies.
Other issues involving parking to be considered in the town centre include the congestion caused
by vehicles manoeuvring, or simply waiting, to manoeuvre into a parking space. In this regard
there is adverse effect on the Jonson/Lawson roundabout due to the angled parking along the
northern side of Lawson Street. Further there are the problems that can arise from vehicles turning
across the centre of the road to access a vacant space on the opposite side of the road, or to exit a
space to travel in the opposite direction to which the vehicle is facing. The proposed front-to-kerb
45 degree parking in all streets may alleviate some congestion problems. However, in view of
vehicles having to reverse out into oncoming traffic if the current direction of parking is changed,
there is concern that drivers may simply not get out. Thus frustration may set in and this can lead
to an increase in accidents.
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ORDINARY MEETING
13 AUGUST 2009
(100)
There is further discussion later in this report as to measures to resolve these problems. Including
changing the angle parking along the northern side of Lawson Street, from Jonson to Fletcher, to
parallel parking and providing centre of road painted medians, where space is available, to make
crossing the centreline illegal.
Consideration could also be given to removing the parking along the eastern side of Jonson Street
between Lawson and Byron Streets. Jonson Street is narrower than Lawson Street and does not
lend itself to angle parking along both sides of the street. The waiting and manoeuvring of vehicles
into/out-of parking spaces in front of the shops and Hotel (eastern side) in this section adds to
congestion problems at the roundabout at Jonson/Lawson Street. Whether or not the community
is willing to pay the price for improved access through this key intersection and loose a number of
parking spaces in both Lawson Street and Jonson Street is questionable.
It is proposed that no changes be made to the parking arrangements in the off-street parking areas
of Lawson Street (north and south) and Clarkes Beach. Further, line marking of all individual
parking bays, both angled and parallel, provides benefit of improved compliance of the angle of
parking as well as direction to drivers such that they avoid occupying too much space (in most
cases).
Issues of ‘special’ parking spaces in the town centre are regularly raised. There are often requests
for additional parking spaces for people with a disability and for more loading zones to help
businesses. Consideration of special parking spaces needs to be set in context of the loss of
generally available spaces for all drivers. This is discussed later in this report.
The urban design of the town centre is currently under consideration by Council. A report was
considered at the Strategic Planning Committee meeting held on 28 May 2009 regarding
“Workshop on Byron Bay Urban Design” (Report 4.3). Any proposed changes to the layout of car
parking presents opportunities for Council in keeping with some of the adopted Key Urban Design
Principles for Byron Bay Town Centre. Further discussion of these opportunities is considered
later in this report.
Front-to-kerb verses rear-to-kerb parking
AUSTROADS most recent publications include “Guide to Traffic Management Part 11: Parking”,
published February 2008. Section ‘7.4 Provision of Angle Parking’ discusses the relative merits of
angle parking. An extract of that section is detailed below.
Angle parking involves parking at angles other than 0 degrees (parallel parking). It has the
following advantages:
•
•
It can accommodate up to twice as many vehicles per unit length of kerb as parallel
parking. This difference is a function of the angle used, where low angles of 30 degrees or
less gives little advantage and the maximum advantage occurs where 90 degrees is used.
The parking manoeuvre is easier for angle parking than parallel parking, especially for
small angles.
Disadvantages of angle parking include:
•
•
More roadway width is required for angle parking bays and associated parking
manoeuvres. This requirement may present a problem for commercial vehicles parking as
the increased length of these vehicles may encroach into traffic lanes. Hence adequate
parallel parking space should be provided for those vehicles.
All angle parking presents a greater hazard to road users than parallel parking. This
situation is mainly due to the fact that parking at an angle always requires reversing which
causes bottleneck effects in the moving traffic and may lead to collisions directly involving
the reversing vehicle.
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ORDINARY MEETING
•
13 AUGUST 2009
(101)
Sight/visibility issues and increased conflict with pedestrians crossing midblock.
The decision whether to use angle parking should be based on consideration of:
•
•
•
•
•
•
•
•
Width of the road
Traffic volume
Type of traffic
Traffic speed characteristics
Vehicle dimensions
Expected turnover
Land use served
Functional road classification
AUSTROADS “Guide to Traffic Management Part 11: Parking”, section 7.4.2 discusses the merits
of ‘front-in verses tail-in’ parking.
In a number of jurisdictions (eg South Australia) rear-to-kerb parking is illegal and can not be
considered as an option. In other areas rear-to-kerb angled parking does have its applications (eg
on designated bicycle routes and in loading zones) but based on the relative merits of front to kerb
and rear-to-kerb arrangements, AUSTROADS suggests that front-to-kerb angled parking is
preferable in most situations.
Table 1: Relative merits of front-in verses rear-in parking
Issue
Exhaust emissions
Front to kerb
Exhaust facing away from
footpath.
Loading/unloading
vehicles
Boot/rear hatch faces away
from the footpath exposing the
motorist/shopper to moving
traffic.
Reversing occurs into a space
relatively free of fixed
obstructions (provided the
motorist is able to observe
approaching traffic or the
approaching traffic poses no
significant hazard).
Vacant spaces are clearly
visible and a motorist is able to
slow down and move directly
into a parking space in a single
movement, causing little
confusion or delay to the
following motorists.
Judgement in a
reversing
manoeuvre
Motorist confusion
Disruption to
passing traffic
when reversing
Traffic and cyclist
safety
Motorists reversing out from
the parking bay can select a
time when passing traffic will
not be disrupted.
Motorists leaving a front-tokerb space must reverse
approximately 1 m or more
before gaining a clear view of
Rear to kerb
Vehicles exhaust directed onto
pedestrian footpath (causing
discomfort and staining of
footway paving), and into open
doors of shops in retail
precincts.
Boot/rear hatch faces towards
the footpath allowing for safer
loading/unloading.
Preferred Option
Front to kerb
Reversing occurs into a limited
and obstructed space.
Front to kerb
It is more difficult to observe
vacant spaces and a motorists
needs to actually pass the
parking space in order to
reverse into it, potentially
confusing a following motorist
who may also wish to park in
the same space.
Stationary motorists about to
reverse into the parking bay
tend to disrupt passing traffic by
trapping a vehicle behind.
Motorists about to drive forward
from a rear-to-kerb space has a
relatively good view of
approaching traffic and cyclists
Front to kerb.
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Rear to kerb
Front to kerb.
Rear to kerb
BYRON SHIRE COUNCIL
ORDINARY MEETING
Issue
Impact with kerb
obstructions
Pedestrian safety
13 AUGUST 2009
(102)
Front to kerb
approaching traffic and
cyclists. This is aggravated by
increasing numbers of large
4WD and vans.
Motorists can more easily view
high kerbs and footpath
obstructions whilst moving in
the normal forward motion into
the parking space.
Rear to kerb
without moving forward
significantly.
Preferred Option
Motorists reversing into the
parking space can not easily
view the obstructions, and the
rear overhang is generally
greater than the front overhang
which results in greater footpath
intrusions.
Front to kerb.
Motorist reverses into a vehicle
based environment
Motorist reverses into a
pedestrian environment. Vehicle
projections, eg tow bars, bicycle
racks etc… may also pose an
additional hazard for
pedestrians.
Front to kerb.
Regardless of the issues raised in AUSTROADS, the Local Traffic Committee has raised concerns
about safety of reversing into oncoming traffic if the direction of parking is changed to front-to-kerb.
This may not be a significant issue in areas of low traffic volumes, but in areas such as the Byron
Bay town centre where there are significant issues of traffic congestion, this is a major concern.
At the last LTC meeting held on 3 June 2009, discussion of this matter took place:
A report will be presented to Council in the near future outlining the suitability of front to kerb
parking for the town of Byron Bay and other traffic demand management measures that may
improve the amenity of the town.
In discussing the matter the Committee made the following comments:
•
•
•
•
•
•
•
•
•
The debate about which direction to kerb is preferable for town centre angle parking has
been a long standing one;
A number of issues should be considered in any recommendation to change the
angle/direction;
Front to kerb parking makes the process of entering an angled parking space quicker
thus not requiring a vehicle to slow down before entering a space;
Front to kerb parking means access to a car boot is adjacent to the road and the
travelling vehicles;
Front to kerb, 45 degree parking makes turning across the centre line from the space
harder and this is beneficial;
It is noted that in the absence of lines to individual parking spaces, people tend to access
spaces at a 60 degree angle, regardless of any stipulation on signs;
Question asked was, ‘why change what is there?’ – apart from the issue being raised by
Council resolution (09-234) the matter has been raised by Byron United and by individual
businesses from time to time;
It is noted that there will be a loss of parking spaces with a change unless there are
significant funds expended on making changes to physical infrastructure (kerb blisters);
and
Any recommendation for a change of angle will need to come through the Local Traffic
Committee for consideration.
No definitive recommendation was sought at this item from the Committee as to any change
in angle as it is intended to first report the matter through Council with the intention of
seeking public comment on the matter.
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ORDINARY MEETING
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(103)
Figure 1 shows the areas around the town centre where angle parking exists. In most cases it is
formalised with signage and in others it is just presumed to be angle parking by people due to the
space available. Where the diagram shows nothing along the streets, parallel parking exists.
Figure 1: Angled parking types and locality across Byron Bay Town Centre
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ORDINARY MEETING
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Preferred angle of parking (90, 60, 45, 30 degrees)
As well as determining the preferred direction of parking, the preferred angle is also an essential
discussion.
The smaller the angle, the more space required for parking and there is a subsequent loss of
parking spaces. However, the larger the angle, the more road space is required for accessing the
spaces and providing for through-traffic.
The signs posted 135 degrees angle represents 45 degrees rear-to-kerb. It is noted by the LTC
that where individual parking spaces are not defined, people tend to park at angles of 60 degrees,
whether the direction of parking is front-to-kerb or rear-to-kerb.
It is recommended that, should Council resolve to change the direction of parking to front-to-kerb,
the angle be specified as 45 degrees.
The following text and diagrams are from Australian Standard 2890.5 – 1993 Parking Facilities Part
5: On-street parking. The overall width of space required (W) and the parking space width (D) are
shown for high traffic volumes and medium-use turnover of parking.
W = 12.2m
D = 4.4m
W = 13.8m
D = 5.2m
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ORDINARY MEETING
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W = 15.1m
D = 5.7m
W = 15.7m
D = 5.4m
Lawson Street – consideration of parallel parking
The northern side of Lawson Street, from Jonson to Fletcher Street, contributes to the congestion
of traffic at the Jonson/Lawson roundabout, and thus entry into the town from the west.
Figure 2: Lawson Street, from Jonson to Fletcher Street
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ORDINARY MEETING
13 AUGUST 2009
(106)
While Council considers significant changes to the angle of parking spaces in the town centre, now
is the time to give consideration to the possibility of changes from angle parking to parallel parking
at this locality.
The contribution to congestion is due to the stopping of vehicles whilst waiting to enter a vacant
parking space and the manoeuvring into/out-of a space. Regardless of the angle/direction of
parking in this area, this problem will remain unless it is reverted back to parallel parking. This will
enable sufficient space to be created for vehicles to pull over and wait for a vacant space and for
vehicles exiting the spaces without conflicting with the through-traffic. The centre line would
remain along its current alignment, parallel parking spaces would be marked and an edge line
delineating the manoeuvring space would be marked. Sufficient space would then exist for
through-traffic to remain unimpeded, except where people may choose to undertake illegal
manoeuvres.
As mentioned by the Local Traffic Committee, there is concern about the change of direction of
parking due to the need to reverse out into oncoming traffic. This is a major problem along this
section of Lawson Street. One way of removing, or at least alleviating this problem, would be the
conversion to parallel parking. This would allow the added space for vehicles waiting and
manoeuvring into/out-of parallel spaces whilst providing adequate space to maintain flow of
through-traffic.
There would be a loss of available parking spaces, but this cost is off-set by the benefits of
improved traffic flow to be achieved at the entry to the town.
Draft Recommendations for change of angle parking
In the first instance it is recommended that the question as to the preferred direction of parking
across the Byron Bay Town Centre be put to the community. Any recommendation for change
then needs to be considered by the Local Traffic Committee. However, the following table details
the recommended parking arrangements for the Town Centre:
Table 2: Proposed Town centre parking arrangements
Proposed Angle
Direction to kerb
Street
Section
Lawson
Jonson to Fletcher
(north side)
Jonson to Fletcher
(south side)
Fletcher to Middleton
(both sides)
Parallel
NA
45 degrees
Front
45
Front
Jonson to Middleton
(north side)
Pool frontage
45
Front
90
Front
Bay to Lawson
(both sides)
Lawson to Byron
(east side)
Byron to Marvel
45
Front
45
Front
45
Front
Byron
Jonson to Middleton
45
Front
Marvel
Jonson to Tennyson
45
Front
Jonson
Byron to Marvel
Marvel to Browning
(east side)
45
45
Front
Front
Carlyle
Jonson to Tennyson
45
Front
Kingsley
Jonson to Middleton
Middleton to Tennyson (eastern half of
school frontage)
Middleton to Tennyson (southern side)
45
45
Front
Front
45
Front
Bay
Fletcher
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Parking provision for Other Road Users
(Ref: Guide to Traffic Management Part 11: Parking Section 7.8 – AUSTROADS)
Such parking may include spaces for:
•
•
•
•
•
•
•
•
•
Trucks (Loading Zones)
Buses and coaches
Motor cycles
people with a disability
bicycles
caravans and trailers
emergency vehicles
taxis,
special purpose uses
Figure 3 shows the locality of existing parking spaces for other road users.
Trucks (Loading Zones):
Such spaces are often provided on-street where on-site provision for parking does not exist,
usually where older areas and/or developments exist. Current standards for new developments
require loading facilities to cater for forward movement of all vehicles expected to service the site.
However, in such areas as the Byron Bay town centre, a number of Loading Zones are essential –
whether they be on-street or within the off-street facilities of Lawson Street (north and south) and
Clarkes Beach.
There is always a perception of not enough loading zones being made available. This may well be
fact in Byron Bay as there are only three identified in public areas. However, any request for
additional ones need to be balanced against the loss of general use parking spaces for the use by
the customers of these businesses.
In view of the recommendation to refer this parking issue to the general public for their input, the
business people should be specifically asked whether they want more and where they want them.
This would then be referred to the Local Traffic Committee for consideration.
Buses and Coaches:
There are a number of bus zones provided across town that facilitate the daily bus services.
However, the main area at issue in this regard is the area in Jonson Street adjacent to Railway
Park. Several years ago there was a proposal to build a Bus/Coach terminus in Butler Street as
part of the bypass proposal. This project was abandoned.
If the bypass issue is now able to be resolved and progress is made with a second level crossing
over the rail corridor, Council may wish to reconsider this bus terminus proposal.
Motor Cycles:
There are spaces available, in groups, in the Main Beach parking area. There is another small
area in the Lawson Street south parking area. These spaces exist where there is remnant space
available after maximising the available space for marked car parking bays.
Consideration could be given to providing more spaces across the town centre if the demand is
there utilising remnant space where maximum parking bays have been achieved.
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An alternative use for remnant space would be for cyclist parking or for landscaping.
Figure 3: Locality plan of current parking spaces for other road users
People with a disability:
The provision of parking for people with a disability should be at a rate of between 1 – 2 % of the
total supply. Within the area of interest within the town centre, there are 26 spaces. The
proportion is not known as the precise supply of parking across the town centre can not be counted
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as it can vary where there are no individual bays marked. Further, whether or not there is a
demand for more than is currently available is hard to assess as there would be some such spaces
provided in privately owned parking areas that are open to the public (customers) but these
numbers have not been investigated.
As with the loading zones, if there are requests for more, their provision needs to be assessed
against the loss of general use parking bays. However, looking at Figure 3 as to the supply and
distribution, such spaces seem well catered for in the town centre.
It is noted that the provision of parking spaces for people with a disability are easier to provide in
angle parking areas. Due to the wider spaces required, where they are provided parallel to a kerb,
indented bays are required and this can have other impacts.
Bicycles:
Council’s adopted bike plan calls for the provision of more facilities for bicycle parking. These are
being provided in the form of multiple racks such as at the northern end of the Lawson Street Car
Park, or by way of individual racks (such as through the main street of Mullumbimby) where
several bikes can be leaned up against them.
An opportunity exists in the revision of the angle of parking across the town centre to utilise
remnant space for bike racks. If the community want more spaces provided at the expense of car
parking spaces then consideration could be given to this. Alternatively more racks can be provided
on footpaths but design to ensure there is no conflict with pedestrian movements needs to be
considered where the demand is shown for more.
Caravans and Trailers:
AUSTROADS states that parking for cars with trailers or caravans should be provided where the
demand warrants it, e.g. at well known tourist spots/townships. However, it is noted that there are
no such spaces provided in the Byron Bay town centre. The problem with providing such spaces is
the amount of space they require.
Places they are permitted to park are where parallel parking is permitted and the lines for individual
spaces are not marked.
Emergency Vehicles:
There are no designated spaces specific for such vehicles in the town centre.
Taxis:
AUSTROADS states that on-street taxi stands should be distributed at convenient locations
throughout activity centres. There is only one designated area within the town centre, being in
Jonson Street near the bakery.
There is one taxi parking zone in Lawson Street in front of Clarkes Beach parking area.
Opportunities for improvements to the streetscape
AUSTROADS (Section 5) states that ‘when designing parking systems, consideration should be
given to the aesthetics of the urban environment, the safety and convenience of users, and
minimisation of the environmental impacts of parking.’
As detailed elsewhere in this report, the change of angle/direction parking to kerb in the town
centre will result in remnant spaces when the line marking is implemented. In this regard one
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option is to improve the amenity of the area by way of landscaping or providing more bike racks.
This is supported by the recent Strategic Planning Committee ‘Workshop on Byron Bay Urban
Design’ which adopted ‘Four Key Urban Design Principles for Byron Bay Town Centre’, relevant
principles are as follows:
•
•
Principle 1 f) Promote cycleways into town and provide bicycles racks to promote bike
usage in and around the town centre” and
Principle 2a) Landscape design and deep soil zones
As proposed, it is intended to change the angle parking by initially changing the line marking only.
Any change to existing infrastructure would have to be undertaken over time. It is this time when
improved landscaping could take place. So if there are remnant areas of road pavement as a
result of these changes, the best option initially would be to provide bike parking spaces. Precise
measurements have not been carried out at this stage of the space available for parking when the
changes are implemented. The intent is to maximise the available space for parking but where the
space dimensions, allowance for pedestrian crossings, driveways and other issues are taken into
account, the remaining space will be sued for bike racks.
Jonson Street between Lawson Street and Bay Street
It is noted that this street is mentioned in regards to improved streetscaping in the Landscape
Analysis and Renovation Plan – Byron Bay CBD January 2009. There are a number of
infrastructure issues currently being investigated in this street. They include:
1.
2.
3.
4.
Tree root impact on paving (trip hazards);
Tree root impact on private property;
Storm water flows across the footpath and into private property;
Deteriorating kerb, which is timber along the western side.
In carrying out these investigations it is also noted that a number of the shops lack appropriate
access for people with disabilities.
A full survey of the street has been commissioned to enable an assessment to be undertaken as to
the extent, and cost, of works to resolve these problems. This could be seen as an opportunity to
improve the streetscape. It could include the provision of angle parking along one side of the
street and elimination of parking along the other side. The opportunity could be taken further to
turn the area into a Mall. However, such a proposal would warrant much more investigation as to
how to cater for the loss of parking and address the social behaviour problems that exist in Malls.
However, at this stage, it is intended that this investigation take place and ultimately report to
Council a proposal that could be presented to the community for their consideration.
The issue of how to pay for such works would be considered at that time but for now, the
investigation is required. These works could improve the pedestrian amenity of the area and could
be further considered in the urban design for the town centre.
Works involved to change the angle of parking across the Byron Bay Town Centre
In most of the areas where angle parking exists across the town centre, infrastructure has been
developed to suit the angle provided. This includes the line marking (in parts of the town, plastic
disks), signs and the kerb blisters at the intersections.
It is noted from the NSW Road Rules that signs specifying the angle are not necessary when frontto-kerb parking is required. However, signs and posts are required here as they specify time limits
that are allowed.
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It may ultimately be preferable to change all kerb blisters to suit the new angle/direction of parking
but this is costly. At this stage, it is recommended that line marking be used to change the angle.
This may result in the loss of some available space for car parking, but the use of pavement
marking is simple and immediate. Physical infrastructure can be changed over time as works take
place within the town centre.
One significant item of work is the change to parking spaces for people with a disability. Recent
works have taken place to provide improved access with standard kerb ramps being put in place
where the standards had not been met previously. In order to avoid duplicating this work, the
change in angle to the parking bays needs to align the disabled spaces to suit access to the
footpaths. After that, all other spaces can be marked out within the available space. Further, the
existing pavement logo will need to be removed and new ones put in place.
Figure 4: Example of how pavement markings would
effect the change of angle/direction of parking
In order to change the angle (other than 90 degrees) so that all spaces become front-to-kerb (45
degree) parking, the following works are recommended:
•
•
•
•
•
All signs need to be changed in the areas currently designated 135 degree rear-to-kerb;
Bring up to standard any deficiencies in signs;
Remove all of the plastic disks and dispose of them;
Paint white lines to delineate all individual parking spaces;
Paint continuous double barrier lines along the centre lines of each street between all
intersections in the town centre – paint them as a median island where space permits; and
• Paint edge lines delineating manoeuvring spaces for cars entering/leaving parking spaces.
In making these significant changes there are several other matters that Council should consider:
•
•
•
Undertake a significant publicity campaign to advise all people of the changes – including
adverts, signs around the town, public notices leading into town;
Have a period of ‘grace’ in not issuing any fines for non-compliance relating to direction of
the vehicle, other than where safety is compromised; and
Having the Rangers, or other personnel, place information leaflets on cars as they walk
around the town for a period of time – ensuring the leaflet looks like good news rather than
an infringement notice.
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Whilst any remnant space created could be used for landscaping improvements, it is proposed in
the immediate term to install bike racks where the space permits. This can be immediate and
provide an added benefit. As mentioned earlier in this report, streetscape improvements now
could be costly and could pre-empt any proposals ultimately coming from the Urban Design issues
Council is currently addressing. Of course Council could also consider making no changes to the
angle of parking at this time and adding this issue to the urban design measures to be considered
and increase the scope of that project.
Other amenity/safety issues to improve traffic management
As well as changing the angle of parking such that all vehicles face the kerb, thus removing
common concerns about consistency and exhaust fumes across the footpath and sometimes into
shops, there are several other matters that can be considered.
The use of the white disks for marking parking spaces is a problem. When you align a car to enter
the spaces and if you are slightly off-line it is hard to distinguish the alignment you are supposed to
be on when entering the space. Further, these disks are a trip hazard. It is recommended that the
changes include disposing of these disks and using paint.
Further, the best way to ensure compliance is achieved and that all spaces are fully utilised is to
mark all individual spaces. This prevents, in most cases, cars taking up too much space and
improves the efficient use of available parking.
Another proposed measure is the provision of centre line marking. The provision of double barrier
lines along the centre of the road permits people to cross these lines in order to enter or leave kerb
side parking spaces. The act of crossing the centreline can contribute also to road safety problems
and more the case for Byron Bay, contribute significantly to congestion problems by interfering with
the free flow of traffic.
Financial Implications
The cost of implementing the changes will be at least $50,000. These funds should be sourced
from the coupon paid-parking income.
Statutory and Policy Compliance Implications
The regulation of parking must comply with the NSW Road Rules 2008.
Additional Information
Angle Parking Regulations
An extract of the relevant road rule is contained in Annexure 26.
The NSW Road Rules 2008, can be viewed in full at (Source: RTA web site:
http://www.legislation.nsw.gov.au/viewtop/inforce/subordleg+179+2008+fn+0+N)
Reference Documents
The following list is of documents that have varying degrees of relevance to the subject of this
report.
1. Report to Council Ordinary Meeting of 12 February 2009 - Landscape Analysis and
Renovation Plan Byron CBD (#823698)
2. Draft Landscape Analysis and Renovation Plan – Byron Bay CBD January 2009 (#849337)
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3. Report to Council Ordinary Meeting of 14 May 2009 - Adoption of the Landscape Analysis
and Renovation Plan Byron CBD (#848266)
4. Report to Council Strategic Planning Committee Meeting of 28 May 2009 – Workshop on
Byron Bay Urban Design
5. Development Control Plan 2002. Byron Shire Council
6. Feasibility Study The Environmental Adaptation of Jonson and Lawson Streets, Byron Bay.
1998 Geolink
7. Safety Audit. Byron Bay Central Business District February/March 2008. NSW Police.
Tweed Byron Local Command.
8. 'Improving the Town Centre" by David Engwicht 1999 (#179156)
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