PARKING AND ACCESS · CITY OF VINCENT PLANNING AND BUILDING POLICY MANUAL PARKING AND ACCESS POLICY...

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CITY OF VINCENT PLANNING AND BUILDING POLICY MANUAL PARKING AND ACCESS

POLICY NO: 3.7.1 PARKING AND ACCESS

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ITEM 9.1.6

POLICY NO: 3.7.1

PARKING AND ACCESS

INTRODUCTION This policy consolidates the City of Vincent’s onsite parking and access requirements, and outlines its approach to the provision of adequate parking facilities in developments. The City’s approach is based on the need to meet community expectation for parking supply, maintain high environmental standards, protect local amenity and support a shift toward more active and sustainable transport modes. The policy is to be read in conjunction with the City’s Town Planning Scheme and Residential Design Codes, and applies to all development applications located outside the Perth Parking Management Area (PPMA). Where this policy is inconsistent with the provisions of an adopted Structure Plan, Design Guidelines or Local Development Plan applying to a particular site or area, the provisions of that document shall prevail to the extent of the inconsistency.

OBJECTIVES 1. To ensure adequate vehicle and bicycle parking facilities are provided and

maintained in developments. 2. To ensure safe, convenient, and efficient access for pedestrians, cyclists and

motorists. 3. To promote a high standard of design for parking areas. 4. To ensure that parking and access facilities do not prejudice the environmental

and amenity objectives of the City’s Town Planning Scheme. 5. To allow a reduction of the number of car parking bays required for non-

residential uses where there are appropriate opportunities for more active transport modes.

6. To provide a set of guidelines for the equitable acceptance of cash-in-lieu

contributions for onsite car parking spaces not provided for in a development. 7. To provide a set of guidelines for the submission of Parking Management

Plans to ensure satisfactory operation of parking facilities.




ITEM 9.1.6

DEFINITIONS For the purpose of this policy, the following definitions apply: End of Trip Facilities are facilities which enable cyclists to shower and change at the beginning or end of their journey to and from work. The facilities include separate male and female change rooms, showers and storage lockers. Net Lettable Area (NLA) means the area of all floors within the internal finished surfaces of permanent walls of a building, but excludes all stairs, toilets, cleaner’s cupboards, lift shafts, motor rooms, escalators, tea rooms, plant rooms, alfresco areas located off-site, lobbies between lifts facing other lifts serving the same floor, areas set aside as public space or thoroughfares and not for the exclusive use of occupiers of the floor or building, and areas set aside for the provision of facilities or services to the floor or building where such facilities are not for the exclusive use of occupiers of the floor or building. Persons is the number of persons approved for a licensed premises or public building under the provisions of the Health Act (WA) 1991 and Health (Public Buildings) Regulations. Public Floor Area (PFA) means the publicly accessible areas at premises such as bars, lounges, dining areas, function areas, beer gardens and areas predominately used for entertainment and the like, and excludes alfresco areas located off-site, areas occupied by lifts, stairways, ramps, escalators, passages, hallways, corridors, lobbies, fixtures, kitchens, stages, sanitary areas, and staff areas including those staff areas behind counters. Reciprocal Parking means parking facilities serving separate uses or a mixed use development are shared, but not concurrently. Shared Parking means parking facilities on one site shared concurrently by a mixed use development or separate developments. Transport Infrastructure means the works and undertakings described below for the purpose of providing public transport infrastructure, walking and cycling infrastructure, parking infrastructure and demand management: 1. Public transport stops, shelters and stations, signs, public transport lands,

vehicles, track and catenary, priority signals and any associated works/designs. 2. Paths, signs, bikes, end of trip facilities (showers and lockers), pedestrian and

cycling crossing and any associated works/designs. 3. On and off street parking bays, parking machines, parking signs, shelters and

any associated works/designs and technologies.




ITEM 9.1.6

POLICY STATEMENT 1. Onsite Parking Provision 1.1 Dwellings

Car and bicycle parking facilities for residents and visitors of Single Houses, Grouped Dwellings, Multiple Dwellings, Ancillary Accommodation Dwellings, Aged or Dependent Persons Dwellings and Single Bedroom Dwellings shall be provided onsite in accordance with relevant provisions of the Residential Design Codes. Short Term Dwellings shall be as per the Non-residential Parking Requirement Table.

1.2 Non-Residential and Mixed Use Developments

Car and bicycle parking for non-residential developments (and as per component use for mixed use developments) shall be provided onsite in accordance with the Non-residential Parking Requirement Table (see next page), unless otherwise approved by the Council. Parking requirements are to be calculated by rounding to the nearest whole number.

1.3 End of Trip Facilities

All developments that are required to provide 5 or more bicycle parking bays in accordance with provisions 1.1 and 1.2 of this policy are required to provide end of trip facilities, designed in accordance with the following criteria: 1.3.1 A minimum of one female shower and one male shower, located in

separate change rooms. 1.3.2 Additional shower facilities to be provided at a rate of one female

shower and one male shower for every additional 10 bicycle parking bays, to a maximum of five female and five male showers per development.

1.3.3 End of journey facilities should be located as close as possible to the

bicycle parking facilities. 1.3.4 The change rooms to be secure facilities capable of being locked. 1.3.5 A locker to be provided for every bicycle parking bay provided. 1.3.6 All developments providing less than 10 bicycle parking spaces are

encouraged to provide end of trip facilities should site constraints allow.

Non-Residential Parking Requirement Table

Activity Car Parking Spaces Bicycle Parking Spaces Amusement Centre, Bank, Funeral Parlour, Office, Showroom

1 space per 50m2 NLA





ITEM 9.1.6

Activity Car Parking Spaces Bicycle Parking Spaces Bed and Breakfast Caretaker’s Residence Hotel, Private Hostel Motel Lodging House Serviced Apartments Home Occupation/Business Short Term Dwelling

1 space per guest bedroom 1 space per residence 1 space per lettable room 1 space per room/4 beds 1 space per 4 beds 1 space per apartment 1 space per staff member 1 space per 2 beds

nil nil 1 space per 2 lettable rooms 1 space per 2 rooms/8 beds 1 space per 8 beds nil nil nil

*Local Shop, *Shop, Pet/Pet Meat Shop, Fish Shop



Market 3 spaces per stall 1 space per stall Day Nursery 1 space per 5 children 1 space per 10 children Cinema, Theatre 1 space per 6 seats 1 space per 20 seats Civic Use, Public Utilities, Mixed Use Developments

Assessed on component use as per Clause 1.1 and this table

Assessed on component use as per Clause 1.1 and this table

Club Premises Commercial Hall Nightclub Place of Worship

1 space per 5 persons (based on persons approved for the site)

1 space per 10 persons

Consulting Rooms/Vet Centre 3 spaces per consulting room or consultant, whichever is the lesser

1 space per consulting room

Dry-cleaning Premises Recreational Facility

1 space per 30m2 NLA 1 space per 60m2 NLA

*Eating House/ *Fast Food Outlet

1 space per 5m2 PFA

1 space per 20m2 PFA

Educational Establishment - Primary/Secondary School - Tertiary/Technical School - Vocational School

1.25 spaces per classroom 3 spaces per classroom 1 space per 4 students

1 space per classroom 1 space per classroom

Fuel/Transport Depot Industry/Light Industry Warehouse

1 space per 100m2 NLA 1 space per 200m2 NLA

Hospital/Institution 1 space per 3 patient beds 1 space per 10 patient beds Motor Vehicle Wash Service Station

1 space per working/wash bay 1 space per working bay


Open Air Storage Yard 1 space per 100m2 PFA 1 space per 200m2 PFA Small Bar, Tavern 1 space per 7 persons 1 space per 14 persons

Notes: * Refer to Clause 1.4 and Adjustment Factor Table (Adjustment Factor No. 7) for ‘as-

of-right’ car parking concessions where the use is proposed in an existing ground floor tenancy in a ‘Town Centre’ as shown in the Maps in Appendix 1 of this Policy.

1.4 Adjustment factors

The car parking requirement for non-residential land uses may be partly reduced through the application of adjustment factors (outlined in the Adjustment Factor Table), reflecting particular site and design factors. Such factors are to be justified by the Applicant. Furthermore, the parking requirement for all car parking bays over 50 shall be reduced by 50%.




ITEM 9.1.6

Adjustment Factor Table

Percentage Reduction

Adjustment Factor Factors to be Successfully Justified by the Applicant

1a or

20 percent 0.80 The proposed development is within 400 metres* of a rail station; or

1b 15 percent 0.85 The proposed development is within 800 metres* of a rail station.

2 20 percent 0.80 The proposed development is on a Primary or District Distributor (A) or (B) Road.

3 20 percent 0.80 The proposed development contains a mix of uses, where at least 50 percent of the net lettable area is residential.

4a

or

20 percent 0.80 The proposed development is within 200 metres* of one or more existing public car parking place(s) with in excess of 50 car parking spaces; or

4b

or


4c

or


4d 5 percent 0.95 The proposed development is within 400 metres* of one or more existing public car parking place(s) with in excess of 25 car parking spaces.

5a

or

10 percent 0.90 The proposed development provides ‘end-of-trip’ facilities’** for bicycle users, in addition to the facilities specified in the Bicycle Parking Requirements Table; or

5b 5 percent 0.95 Secure on-site and/or adjacent street bicycle parking (complying with the standards identified in Austroads Part 14 – Bicycles guidelines)***.

6 10 percent 0.90 The proposed development is within a District Centre zone.

7

20 percent 0.80 The proposed use is a Local Shop, Shop, Eating House or Fast Food Outlet and is located on the ground floor within a District Centre zone.

Notes: The calculated adjustment factor is applied to the car parking requirement provisions outlined in the Land Use Parking Requirement Table. The maximum adjustment factor (rounded up to 4 decimal points), where all factors are justified to the maximum extent is 0.3525 (0.80 x 0.85 x 0.80 x 0.80 x 0.90 x 0.90 x 0.80 = 0.2256). * This distance is measured from the pedestrian entrance to the building along

footpaths to the boundary of the car park. ** Refer to clause 1.3 for standards for bicycle end-of-trip facilities. *** This adjustment factor can only be applied if the development proposes bicycle

parking spaces for those uses, which have not been included in the bicycle parking requirements table.




ITEM 9.1.6

1.5 Reciprocal parking

Reciprocal parking may be considered where: 1.5.1 The City is convinced that demand for parking by the uses proposed

will not unreasonably coincide. 1.5.2 the parking facilities serving the proposed uses will be located on the

one lot, or that parking arrangements are permanent (e.g. easement, amalgamation, legal agreement, restrictive covenant or any other formal arrangement the City may require);

1.5.3 parking demand both in the immediate and long term can be satisfied; 1.5.4 no substantial conflict will exist in the peak hours of operation of the

uses for which the reciprocal parking arrangements are proposed; 1.5.5 the number of parking spaces which may be credited from one use to

another use does not exceed the number of spaces reasonably anticipated to be in excess of the requirement of the first use during its peak hours of operation; and

1.5.6 a proposed change of use will comply with the reciprocal parking

arrangements, or will satisfy the parking requirement by other means before approval is granted.

1.6 Shared parking

Parking may be shared for mixed use developments located on the same property where it can be demonstrated to the satisfaction of Council that: 1.6.1 The peak demand for parking by two or more land uses will not occur

at the same time. 1.6.2 The combined supply of car parking is sufficient to meet the estimated

peak combined demand. 1.6.3 Shared parking arrangements are detailed within a Parking

Management Plan approved by Council.

Shared Parking Table

Calculating Peak Demand for Mixed Use Developments Proposed Use

Weekday Weekend Daytime (8am – 6pm)

Evening (6pm-12am)

Daytime (8am-6pm)

Evening (6pm-12am)

Use 1 Use 2 Use 3




ITEM 9.1.6

1.7 Special Purpose Bays

In addition to car and bicycle parking, the City may require the provision of spaces marked exclusively for the use of delivery and service vehicles (1 bay per 1000m2 non-residential NLA), construction of on-street taxi bays, drop-off bays for education and childcare facilities, and in other circumstances where the nature of the development requires specific purpose bays. The allocation of such bays is to be specified as a condition of planning approval.

1.8 Bays for Disabled Persons

Provision of spaces for persons with a disability in accordance with the National Construction Code and relevant Australian Standards. The allocation of such bays is to be specified as a condition of planning approval.

1.9 Scooter/Motorcycle bays

For every 15 car bays (after all adjustments), the 15th car bay shall be replaced with two scooter/motorcycle parking bays to be designed in accordance with relevant standards.

Example of a Car Parking Calculation (using provisions 1.1, 1.2 and 1.4) Parking is calculated based on land use components of mixed use developments: Eating House - 1 bay per 5m2 PFA PFA = 350m2 (requires 70 bays) Shop – 1 bay per 20m2 NLA NLA = 388m2 (requires 19.4 bays) Office – 1 bay per 50m2 NLA NLA = 438m2 (requires 8.76 bays) Dwellings – As per Residential Design Codes (not included in adjustments) Subtotal = 98.16 bays Rounded = 98 bays Apply the adjustment factors: 0.85 (within 800m of train station) 0.85 (within 400m of a public parking place with more than 75 spaces) 0.85 x 0.85 = 0.7225 Subtotal = 0.7225 x 98 = 70.805 bays Rounded = 71 bays Apply 50% reduction for car bays in excess of 50. Number of car bays in excess of 50 = 21 (21 x 50%) + 50 = 60.5 bays (rounded up where exactly 0.5) Total bays required = 61




ITEM 9.1.6

2. Parking Shortfall 2.1 Refusal of applications

The Council may, in the pursuit of orderly and proper planning and the preservation of the amenities of the locality, refuse a proposed development where inadequate or excessive on-site parking has been provided. This provision is to ensure consistency when determining whether to approve an application with a parking shortfall. The additional shortfall will be required to be met using the cash in lieu contribution provision. In determining whether the proposed development should be refused on car parking grounds, the following guide shall be used: 2.1.1 If the total parking requirement for a development (after adjustment

factors have been taken into account) is 10 car bays or less, cash in lieu may be provided for the entire shortfall.

2.1.2 If the total requirement (after adjustment factors have been taken into

account) is between 11 - 40 bays, a minimum of 15 per cent of the required bays is to be provided.


account) is between 41 - 70 bays, a minimum of 25 per cent of the required bays is to be provided.


account) is above 71 bays, a minimum of 40 per cent of the required bays is to be provided.

2.2 Cash-in-lieu of Car Parking

Cash-in-lieu of parking can be considered where non-residential developments have a shortfall of parking according to the requirements outlined in the Non-residential Parking Requirement Table. This policy provision is not to be seen to be replacing the developer’s responsibility to provide on-site parking, but rather as a mechanism to enable otherwise desirable developments to proceed where the required parking cannot be provided on site. The provision of an adequate supply of parking is the intent of this provision and, as such, the following matters apply: 2.2.1 cash-in-lieu contributions may comprise all or part of the shortfall in

onsite parking proposed for a development; 2.2.2 the contribution rate per bay is a ‘one-off payment’ and is to be

determined annually by the Council when adopting the Fees and Charges set out in the Annual Budget;




ITEM 9.1.6

2.2.3 the applicant may enter into an agreement with the City to pay all or part of the amount of cash-in-lieu by installments over a period not exceeding five (5) years. An interest rate based on the long term bond rate is to be determined at the discretion of the Director Corporate Services;

2.2.4 the contribution is to be held in a Reserve Account for the purpose of

providing and/or upgrading existing and proposed Transport Infrastructure as defined in this policy. Contributions are to be made within 28 days of the date of development approval;

2.2.5 Any car parking shortfalls proposed for new building developments

with an estimated value over $3 million, are required to pay double the prescribed fee adopted in the City of Vincent Fees and Charges for cash-in-lieu; and

2.2.6 Where cash-in-lieu is proposed or required, the City will apply the

monetary amount as a condition of development approval, in addition to the requirement to lodge a bond/bank guarantee for the payment.

2.3 ‘Change of use’ or additions and alterations to an existing use

In determining the parking requirement for applications involving a change of use or additions to an existing approved use, the following shall apply: 2.3.1 Where there is a change of use from one use to another use and a

greater ratio of parking is required, parking shall be calculated on the basis of the difference between the current requirement for the existing use and proposed use, as per 1.1 and the Non-residential Parking Requirement Table of this policy.

2.3.2 The parking requirement for additional floorspace to existing approved

floorspace shall be calculated for the additional floorspace only. 2.3.3 Additional floorspace and a proposed change of use to an existing

development (where a greater ratio of parking is required) will require parking on the basis of the difference between the current requirement for the existing use plus the parking requirement for the additional floorspace.

2.3.4 To encourage active ground floor uses (boutique retail, cafés, small

bars, restaurants) in the City’s town centres (refer to Maps 1-5 in Appendix 1 of this policy), the City may consider a further 20% Adjustment Factor reduction in addition to those stated in Clause 1.4 and the Adjustment Factor Table, where it can be clearly demonstrated by the applicant that:

2.3.4.1 The site cannot reasonably accommodate onsite parking

required for the development due to the presence of an existing building and/or significant trees worthy of retention and protected under the City’s Town Planning Scheme.




ITEM 9.1.6

2.3.4.2 The proposed use is small scale (less than 80m2 NLA), will complement existing uses in the immediate area and will positively contribute to local character; and

2.3.4.3 It is clearly demonstrated by the applicant that the proposal will

not unduly cause roadway or footpath congestion due to the traffic demand generated by activities on the site.

The City may still refuse a development on the basis of non-compliance with car parking requirements, regardless of whether these provisions have been met.

3. Design & Location of Parking 3.1 Layout and Dimensions of Parking

3.1.1 All parking facilities shall be designed in accordance with AS 2890.1. 3.1.2 Onsite parking for a development shall be located at the rear of, or

beneath buildings (see Figure 1 on following page). 3.1.3 The City will not support development that proposes parking areas

adjacent to more than 25% of street frontages at any level.

Figure 1: Above ground parking is located to the rear behind active land uses




ITEM 9.1.6

3.2 Open Air Parking

3.2.1 All open-air parking areas are to be landscaped at a rate of one tree per four car bays.

3.2.2 The perimeter of all open-air parking areas are to be landscaped by a

planting strip of at least 1.5m width. 3.2.3 The landscaping is to be approved by the City and implemented prior

to occupation of the use on site. 3.3 Multi Deck Parking

3.3.1 A multi-deck car park is required to incorporate active land uses, for example, shop and eating house, that generate pedestrian activity along the ground floor street frontage, for at least 75% of all street frontages.

3.3.2 Multi-deck car parks are to be designed and finished to complement

existing adjacent buildings. 3.3.3 The height and setbacks for multi-deck car parks are to be consistent

with the relevant Precinct Policy. 3.4 Temporary Parking

The City may support the use of land or buildings for temporary parking facilities in the case of special events or circumstances relating to a particular or regular use of a site. Planning Approval will be required and the application will be assessed in accordance with parking requirements of this policy and special conditions of approval may apply.

3.5 Paid Parking and Time Limited Car Parks

The City requires an application for Planning Approval where paid parking is proposed for an on-site private car park. This application is subject to approval by the Council and will be considered on a case-by-case basis. The City will consider, however is not limited to, the following aspects when determining applications for paid parking: • Location of the proposed paid car park; • Surrounding land uses; • Existing car parking issues within the area; • The structure of the fees; • Time periods of paid parking restrictions; and • Proposed length of use operation.




ITEM 9.1.6

3.6 Mechanical Parking Devices (Car Stackers)

3.6.1 In addition to compliance with the provisions of AS2890.1, the applicant is required to clearly demonstrate in a Parking Management Plan that all proposed mechanical parking devices (car stackers) comply with the following:

3.6.1.1 Minimum car bay width: 2.9m 3.6.1.2 Minimum car bay opening width: 2.5m 3.6.1.3 Minimum car bay length: 5.2m 3.6.1.4 Minimum height clearance: 2.1m 3.6.1.5 Carbay weight capacity:

Preferred: 2,500kg Minimum 2,000kg Where a car stacker weight is less than 2.5 tonnes, a s70A notification under the Transfer of Land Act will be required to advise future owners and occupiers of the limitation.

3.6.1.6 Aisle (maneuvering) width:

Preferred: 7m Minimum: 6m Where a car stacker proposes an aisle width less than 7m, a s70A notification under the Transfer of Land Act will be required to advise future owners that multiple maneuvers may be required to enter and exit the car stacker bay.

3.6.1.7 All vehicle queuing areas being located onsite. 3.6.1.8 Fully screened from the street and adjoining properties. 3.6.1.9 A minimum of 20% of all onsite car bays shall be provided

without requiring the use of a mechanical parking device (car stacker).

3.6.1.10 Mechanical parking devices (e.g. car stackers) shall be for tenants/owners and not visitors of a development, and be maintained as operational for the life of the building, including in the event of a power failure.

3.6.1.11 All pit and/or rotating mechanical parking devices (car stackers will be required to be fitted with sliding doors/safety barriers.

3.6.2 Variations to 3.6.1 may only be considered where the applicant can

clearly demonstrate that site constraints prohibit compliance, and the City is satisfied that the mechanical parking device (car stacker) will not:

3.6.2.1 be unduly impractical in use in comparison to a regular parking

area; and 3.6.2.2 adversely affect the amenity of the locality.




ITEM 9.1.6

3.6.3 The City will apply conditions of development approval to all development applications involving mechanical parking devices to ensure:

3.6.3.1 ongoing compliance with operational specifications is achieved

as outlined in a Parking Management Plan. 3.6.3.2 owners and prospective purchasers are aware of their

obligations with respect to the use of mechanical parking devices (e.g. car stackers).

3.7 Adjoining development

3.7.1 When considering the impact of parking facilities on adjoining properties the City will take into consideration:

3.7.1.1 the location of parking spaces and structures, lights and signs

on the site and their effect on the amenities of adjacent development, including the potential effect if parking spaces should later be roofed or covered;

3.7.1.2 the extent to which parking spaces are located within required

building setback areas and the resulting impact on adjacent properties.

3.7.2 The City may apply conditions of approval in relation to parking and

access to ensure the protection of the amenity of adjoining development.

4. Vehicle Access 4.1 Dwellings

4.1.1 Vehicle access to dwellings shall be in accordance with the Residential Design Codes.

4.1.2 In the event of redevelopment of a site with vehicle access to a

right-of-way, the City will require vehicle access to the site via the right-of-way provided that:

4.1.2.1 legal access exists and the right-of way is minimum 3m width; 4.1.2.2 the right-of-way is drained and sealed to the City’s satisfaction

(depending on the condition of the right-of-way, the City may require upgrading at the developer’s expense).




ITEM 9.1.6

4.2 Non-residential and mixed use developments

Vehicular access points to parking areas are to be located and designed so that: 4.2.1 entry/exit points minimise traffic or pedestrian hazards, conflict with

pedestrian/cyclist pathways, the impact on nearby residential uses, traffic congestion and interference with public transport facilities;

4.2.2 the number of entry/exit points is kept to a minimum. Where possible,

new parking areas and vehicular access points are to be linked to existing parking facilities;

4.2.3 access is obtained away from major traffic streets where possible, but

not if this necessitates access from a residential street where undue disturbance to residential amenity would result;

4.2.4 entry and exit points and vehicle circulation patterns should be clearly

indicated; and 4.2.5 redundant crossovers to the street will be required to be removed and

the verge reinstated at the developer’s expense. 4.3 Traffic Movement

The City of Vincent will require traffic circulation and manoeuvring areas within parking areas to be designed so that: 1) adequate provision is made to enable all vehicles to enter and leave the

land in a forward direction where the City believes that the nature of a development, its relation to adjoining streets or the nature of those streets makes it necessary to do so, and an access point from parking spaces to the street serves more than two spaces;

2) vehicles are able to queue, if necessary, within the parking area and not

on the street; and 3) parking areas are not used as traffic thoroughfares to facilities that they

do not serve. 4.4 Signposting

4.4.1 In a mixed-use development, car bays should be clearly signposted differentiating between the residential car bays and the commercial car bays.

4.4.2 Where on-site parking provided for customer/client use is not directly

visible from the adjacent street, adequate signage is to be provided to promote public knowledge of and direction to the car park. This signage is subject to Planning Approval and a Sign Licence, and is to comply with the requirements of the City's Policy relating to Signs and Advertising.




ITEM 9.1.6

4.5 Landscaping

4.5.1 All open-air parking areas that are fronting or are visible from a street are to be landscaped at a rate of one tree per four car bays.

4.5.2 The perimeter of all open-air parking areas that are fronting or are

visible from a street are to be landscaped by a planting strip of at least 1.5 metres in width.

4.6 Lighting

Lighting is required to be provided in a car parking area that is located at the rear of a building, however should not have a detrimental impact on adjoining residential uses.

4.7 Safety

The City will expect pedestrian, cyclist and motorist safety to be a priority in the design and operation of parking facilities, ensuring that: 4.7.1 pedestrian pathways through a parking area are clearly defined, well lit

and signposted, where required, with direct access to the street or facilities served;

4.7.2 traffic access to, and circulation within parking areas, is separated,

where practicable, from pedestrian and cyclist paths or pedestrian access points to or through a parking area; and

4.7.3 driver sight lines are not obstructed by signs, fencing or any other

obstacle. 5. Parking Management Plan 5.1 Requirement for a Plan

A Parking Management Plan shall be prepared to the satisfaction of the City and shall form part of the planning approval for any development application that proposes 20 or more parking spaces or applies alternative methods to achieve parking requirements under this policy (e.g. car stackers). The City will require compliance with a Parking Management Plan as a condition of development approval. In addition, the City will require notifications to be lodged under section 70A of the Transfer of Land Act notifying proprietors and/or prospective purchasers of the property of their obligations with respect to onsite parking.




ITEM 9.1.6

5.2 Information to be included

A Parking Management Plan should outline in detail how parking for the proposed development will be managed and identify practical strategies to minimise parking conflicts between users. A Parking Management Plan should include: • property information such as address, land use and contact details of the

responsible person(s) for the day to day management of parking (if known);

• number of parking spaces per category (for example tenant/staff spaces, customer spaces, spaces for persons with a disability, loading spaces, motorcycle/scooter spaces and bicycle spaces);

• strategies to be employed to manage parking demand for the site; and • where car stackers are proposed, details on how the system will be

operated to the satisfaction of the City. 5.3 Notification of specific parking bays on planning approval

The allocation of bays as specified in the Parking Management Plan shall be included in the development application and planning approval. This may include specific allocations of residential, commercial and visitor parking.

5.4 Amendments to an approved plan

A Parking Management Plan forms part of the planning approval. Any proposed amendments to an approved Parking Management Plan are therefore submitted and processed as an amended development application to Council.

Note: To assist in the preparation of a Parking Management Plan, ‘Mechanical Parking Device

Guidelines’ are available from Technical Services and www.vincent.wa.gov.au.

Date Initially Adopted:

Date Amended:

Date of Next Review:

http://www.vincent.wa.gov.au/




ITEM 9.1.6

Appendix 1 – Maps of City’s Town Centres

Map 1 – Mount Hawthorn Town Centre




ITEM 9.1.6

Map 2 – Leederville Town Centre




ITEM 9.1.6

Map 3 – Mt Lawley Town Centre




ITEM 9.1.6

Map 4 – North Perth Town Centre




ITEM 9.1.6

Map 5 – William Street Town Centre

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