emmerson richardson
DESCRIPTION
AITPM presentationTRANSCRIPT
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Parking Policy and Sustainable Transport and Land Use PlanningAITPM 2014
Emmerson Richardson and Scott Elaurant
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Overview
1. Introduction
2. Context – Australian Capital City Centres
– Parking Supply– Parking Demand– System performance
3. Adelaide City Parking Policy and Development
4. Brisbane CBD Parking
5. Perth Parking Policy – Impacts on Transport and Development
6. Conclusions
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Introduction
• Parking policy in city centre is a critical tool to manage demand
• How do we manage travel demand without harming the city centre economy?
• Which examples of city centre parking policy in Australia cities work best?
• We consider three case studies – Adelaide, Brisbane and Perth – to evaluate evidence for which policy approach works best
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CBD Context – Parking Supply
• CBD definitions inconsistent; consider inner city
• Larger cities have more PT, less parking spaces/worker
• Adelaide has the highest parking supply rate; Sydney the lowest
Price Waterhouse Coopers for Business Council of Australia
City Centre 2011 Parking (non-resident)
2011 Workforce
Spaces per worker
Adelaide 82,000 118,000 0.69
Brisbane 44,000 117,000 0.38
Melbourne 95,959 289,000 0.33
Perth 58,000 125,000 0.46
Sydney 52.515 240,000 0.22
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CBD Context – Parking Policy Constraints
• All capitals except Brisbane have/plan levy per parking space
• All capitals except Adelaide limit new spaces per development
• Only Perth levy revenue is statutorily tied to public transport
City Centre Development Parking Limit?
Public Parking Limit?
Parking Price Levy (2014)
Adelaide No No $750/yr proposed
Brisbane 1/100m2 of building 1/100m2 of building None
Melbourne 0.5/100m2 of building
0.5/100m2 of building
$1300/yr
Perth 80-200/Ha of land; depends on street
category
Zoning restricts long stay; Impact
study required
$631/yr short stay$729/yr long stay
Sydney Impact study required
Impact study required
$2210/yr
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CBD Context – Parking Demand
• Assume parking demand related to city centre daily parking rate
• As demand exceeds supply, cost rises
• Also depends on capacity of public transport alternative
City Centre 2014 Daily Parking Rate?
% Private Car Mode Share
Adelaide $12/day 54%
Brisbane $24/day 29%
Melbourne $18/day 26%
Perth $20/day 46%
Sydney $30/day 17%
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CBD Context – Economic Performance
• All City incomes have grown – Perth fastest, Sydney slowest
• No correlation between parking supply and income growth
• No correlation between parking restrictions and income growth
AdelaideBrisbane
MelbournePerth
Sydney
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Case Study: Adelaide
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Area of interest
City of Adelaide
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Adelaide City Parking and Land Use Policy
• Least restrictive parking policy; supply very high
• Conflict with State and ACC owning and regulating car parks
• Now ACC Smart Move; State ITLUP; Levy to start from 2015
Parking Policy Measure Policy Position
2001 - 2011
Current Position
2014
Price mechanism/levy space
None Transport Development Levy ($750 per space) from 1 Jan 2015
Cap on total parking None None
Parking regulations for developments
Parking limits are specific to locations and land use. No overall limit.
State government now approves for developments >$10 million
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Adelaide City Transport Performance
• CBD employment growing; PT Mode share growth slight
• Approach road congestion growing
• Average road speed dropped 16% in decade (32kph to 27 kph)
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Adelaide – Economic Performance
• CBD employment share large and growing (25% of city total)
• Employment growth > population growth = income growth
Growth Parameter 2001 2006 2011 Growth
City Population 17,861 22,789 26,800 5% p.a.
City Employment 108,000 118,000 2% p.a.
Car Mode Share % 65% 59% 57% -13%
PT Mode Share % 30% 34% 36% +20%
Per Capita Income $354/week $446/week $554/week 5% p.a.
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Case Study: Brisbane
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Area of interest
CBD, Spring Hill, Valley, South Brisbane
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Brisbane City Parking and Land Use Policy
• State and Council (BCC) plans to reduce car commuting
• Tight restrictions on parking supply increase now being eased
• Still no parking levy in CBD, yet high cost = windfall profit
Parking Policy Measure Policy Position
2001 - 2011
Current Position
2014
Price mechanism/levy space
None None
Cap on total parking No additional spaces guaranteed
No additional spaces guaranteed
Parking regulations for developments
Upper limit 1 space/200m2
Upper limit 1 space/100m2
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Brisbane City Transport Performance
• Busways achieved major increase in PT capacity & mode share
• Subsequent toll road tunnels have not increased road speeds
• Average road speed dropped 11% in decade (31kph to 28 kph)
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Brisbane – Economic Performance
• CBD compact and dense; growth spreading into fringe suburbs
• Employment & income growth 2nd highest in Australia
• Most employment growth in Valley, South Brisbane
Growth Parameter 2001 2006 2011 Growth
City Population 7,351 13,298 15,815 12% p.a.
City Employment 106,000 117,000 2% p.a.
Car Mode Share % 40% 34% 29% -27%
PT Mode Share % 55% 59% 63% +15%
Per Capita Income $389/week $513/week $628/week 6% p.a.
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Case Study: Perth
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Perth Area of interest
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Integrated Policy Objectives and Mechanisms
Policy
• Enable city to grow - increased people movement
• Manage demand for cars – reduced car travel
Current mechanisms
• Manage car travel demand through parking policy
• Improve capacity and frequency of public transport
• Develop/improve bicycle and pedestrian networks
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Perth Parking Policy Levels
• Strict maximum levels of parking for development / re-development based on ground floor space of land
Case study William Street 18-24 Parliament PlaceLocation CBD adjacent to central railway
stationWest Perth (Periphery of CBD)
Type of development 20 storey office with ground floor retail 8 storey officeSite area 0.84 Ha 0.21 HaMaximum parking allowance
168 bays 56 bays
Development yield and parking ratio
Approximately 40,000m2 GFA
0.42 bays / 100m2 GFA
Approximately 4280m2 GFA
1.3 bays / 100m2 GFA
• Levy on all non-residential on and off street parking
• Three parking zones for public parking
– pedestrian priority zone (no more parking)– short stay zone (no more long stay parking)– general parking zone (all public parking permitted)
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Parking Supply and Travel to the City
Central Perth Non Residential Parking Supply
Travel to/from Perth City
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Benefits from Perth Parking Policy
• Strong city growth and prosperity – from improved access
• Improved pedestrian amenity and vibrancy – from more people on the streets
• Better amenity/ more efficient transport – From less car traffic / wider footpaths / more bus priority
• More connected street network – from return to two way streets
• Decision makers recognise need / benefits of car restraint policies in busy central areas
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Summary and Conclusions
• All Australian CBDs will grow 50% in next 20-40 years
• Continual growth in parking supply and corresponding car commuters is unsustainable in transport and economic terms
• Integrated land-use, parking and transport policy needed for CBD
• No evidence of economic dis-benefits from CBD parking policy
• Parking price will be charged at market rate regardless of levy
• Comparison of Adelaide, Brisbane and Perth shows need for consistency in parking policy over time to get long term benefits
• Statutory parking policy as in Perth provides most stability and economic and transport benefits
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Conclusions ..continued
• Ability for City centres to grow and prosper depends on:
– increased capacity and service of public transport– reduced car travel along city streets (slow speeds)– safer, better environment for pedestrians (wider footpaths,
safer crossings)– Improved, safer movement network for cyclists
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Need for Policy Consistency
• Based on clear rationale – more people / less costs
• No increase in car traffic means no need for more parking – maintain strict limits on parking supply for development
• Parking is expensive to provide and takes up valuable space – therefore logical the charge for parking should be substantial
• Use car space levies to help fund public transport and active transport improvement
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Increased Car Access is Not a Requirement of City Growth and Prosperity
• 10-15 years ago many planners thought restraint on car assess to City centres would damage the economy
• No evidence to support this thesis
• Opposite is true – reduced car access is necessary to create good pedestrian amenity and efficient, higher capacity movement network for other modes
• Now accepted that successful cities require modern sustainable transport systems
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Parking Policy and Sustainable Transport and Land Use Planning
AITPM 2014Emmerson Richardson and Scott Elaurant