Auckland Transport Parking Discussion Paper
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Auckland Transport Parking
Discussion Paper
Auckland Transport Says… Onehunga Business Association says.. .
‘The key issues identified in relation to parking across This discussion is something that does need to be considered however this should
Auckland have been grouped into the following areas: not be in isolation It does need to include the wider picture of public transport (PT)
and area connections, area plans, and individual concerns. This document while
Managing demand for parking in the City Centre,
metropolitan and town centres
tackling the CBD problems of parking it does need to consider the difference of
Competing demands for parking in residential streets needs in the suburbs, the economic impact and the large variation in available PT.
Managing off-street parking facilities This discussion is premature considering the public transport options at the moment
Inconsistent on-street parking restrictions across are inconsistent with this discussion. There is still no consideration of Ferry service
Auckland for transportation in the Manukau Harbour.
The conflict between parking on arterial roads and
This document is looking at an end game and not connecting all of the dots. There is
improving public transport provision
Managing the demand for parking permits amongst also a concern of one solution fits all situations taken from one set of criteria. While
competing users the OBA understands of the need for AT to get some form of consistency we need to
make certain it is of value to the business community it is servicing.
Addressing the shortage of park and ride facilities to
support public transport patronage. The OBA is grateful the discussion period has been extended from the initial 30 days
to 60 days as it is an important document that needs to be distributed and discussed
widely within communities.
Auckland Transport Parking Discussion Paper
Auckland Transport Says… Onehunga Business Association says..
The OBA supports the premise of extending the public transport base and
• Extend the public transport customer base and encourage people to take PT. However there does need to be acknowledgement
encourage public transport patronage that in areas outside the CBD and Fringe PT can in certain areas be distant, non
• Locate park and ride facilities on sites that have high connective and provide much reduced support toi the local area and businesses.
park and ride demand These areas must have the opportunity to be treated differently in regard to parking
• Focus park and ride on outer areas where public than the CBD and Central Fringe areas. It is
transport services are limited or to serve areas that are supported that Park and Rides do add value to patronage of PT and these need to
beyond the walk-up catchment of the rapid and frequent support this use. Charges could be detrimental in suburban areas where you are
service network trying to encourage utilisation.
• Complete a park and ride implementation programme
that clarifies the role of park and ride within the public
transport network, and sets clear priorities for future
investment, funding and pricing.Public transport It is accepted that in the CBD the focus on short term parking over Long stay is
Ferry services will also provide an important link to the preferable. It is also accepted that transport to the CBD is preferable on PT rather
City Centre from coastal suburbs. than PV for staff – Unless people are shift workers or groups that work outside of
the traditional 9 – 5 peak. PT to the CBD is provided from most areas. The concern
is getting people out of PV to catch PT as the stations and areas to catch PT may not
be conducive to park n ride senarios due to the lack of PT to PT area close to
residential areas. It can take longer to walk to PT collection points than get in the car
and travel into the CBD.
Public transport
Ferry services will also provide an important link to the City Centre from coastal
suburbs.
Note – Manukau Harbour Ferry services not on any documents. This would
potentially decrease vehicle movements from Franklin and Titirangi/West Auckland
Confirmation is required that this is just for the City Centre and fringe and there is
an understanding that changes in urban areas need to be addressed. Ferry services
can help support PT in the Manukau Harbour area linking Franklin, West and South.
However Park and Ride would need to be considered for this PT service due to
linkages to this potential service
Parking Permits Any form of parking permits needs to include a certain amount for business staff
parking around business areas. We need to be aware of not creating a problem if it
does not currently exist. Residents need to be aware they do not have exclusive
rights on local street and commuter parking and/or business staff parking is a viable
use of this space. There needs to be a focus on delivering PT to meet the future
requirements of having PT options for delivery of staff into suburban areas which
are not on the main trunk line and who are large employment areas. The PT access
needs to be easy, time appropriate and cost effective without creating additional
hassle for the end user.
PARKING LEVIES - In addition to the pricing regimes It is accepted in certain areas paid parking plays an important role in managing
currently in place in Auckland, parking levies have been parking space/turnover. It is suggested though that in a Town Centre environment
suggested as an option for managing travel demand and where parking is one of the main ‘attractions’ and where an expectation of free
raising revenue parking is employed
. For example, Perth applies a parking levy to all public
and private parking buildings in the City Centre to
generate revenue to enable free public transport travel
within the City Centre. New Zealand currently does not
tax employer-provided parkingResidential parking schemes have been introduced in Any form of parking permits needs to include a certain amount for business staff
some parts of the city fringe areas to address commuter parking around business areas. We need to be aware of not creating a problem if it
parking. does not currently exist. Residents need to be aware they do not have exclusive
In July 2012, AT implemented a trial ‘residential parking rights on local street and commuter parking and/or business staff parking is a
zone’ in St Marys Bay to address concerns about viable use of this space. There needs to be a focus on delivering PT to meet the
commuter parking. The trial involves applying future requirements of having PT options for delivery of staff into suburban areas
a blanket two hour time restriction over a defined area, which are not on the main trunk line and who are large employment areas. The PT
where residents within the area are able to purchase access needs to be easy, time appropriate and cost effective without creating
permits that provide an exemption from the time additional hassle for the end user.
restriction. The trial has been successful in reducing the
impact of commuter parking on residents, but there
have been concerns from local businesses about a loss of
staff parking opportunities in local streets.
The strong growth in travel to metropolitan and town These findings are supported by the OBA. However there has been conversations
centres will be only partially accommodated by public regarding reduction of carparking in suburban areas that is seen to have an over
transport. There will also be a significant growth in car supply. Currently the OBA feedback from three recent research projects that
trips to metropolitan and town centres even with public parking is an issue within our area, while this may be a perception or expection from
transport improvements. the customers, it is seen. To combat this an increase in awareness of parking
Within most town centres, an aggressive policy of locations is suggested in partnership with the OBA. With the attached chart
restricting parking could be counter-productive to centre showing an increase of PV movements it is important to look at ways to support
growth until the public transport system is sufficiently provisions for these vehicles as they are staff members needing to be
developed to accommodate a greater number of trips. accommodated. Without the PT support these people need to have ease of access
As centres intensify in the long term, surface parking to the area and parking. Manukau Harbour Ferry services not on any documents.
facilities located on high value land may not represent This would potentially decrease vehicle movements from Franklin and
the highest and best use for land. Titirangi/West Auckland
Ferry services can help support PT in the Manukau Harbour area linking Franklin,
West and South. However Park and Ride would need to be considered for this PT
service due to linkages to this potential service
Residential streets in close proximity to larger town Any form of parking permits needs to include a certain amount for business staff
centres also experience problems similar to the City parking around business areas. We need to be aware of not creating a problem if it
Centre. However, the impact on residents is often less as does not currently exist. Residents need to be aware they do not have exclusive
most residential properties have off-street parking. In rights on local street and commuter parking and/or business staff parking is a viable
these situations, AT proposes to install some two-hour use of this space. There needs to be a focus on delivering PT to meet the future
time restrictions to a small portion of a street to deter requirements of having PT options for delivery of staff into suburban areas which
commuter parking and improve parking availability for are not on the main trunk line and who are large employment areas. The PT access
visitors. needs to be easy, time appropriate and cost effective without creating additional
A more frequent bus service network, which will increase hassle for the end user, whom so often need to drive to the PT rather than have it
public transport patronage to metropolitan centres, will come to them as per the current situation
be rolled out by AT over the next three years.There are also a number of private off-street parking It is accepted there can be better use of some of the currently unutilised sports
facilities in metropolitan centres associated with retail, parking in the area however within this area they tend to be grassed areas, non
sporting and recreation and religious uses, which have marked and lacking in security (lighting etc). Any parking areas provided through
low occupancy rates. There are opportunities to work Council are free and provide a valuable service to the business community of this
with private sector providers to maximise the use of off- area.
street parking and to reduce on- street parking especially
on main streets.
Parking on arterial roads With the Unitary Plan allowing for developers to not provide parking this is
On-street parking on arterial and local roads serving increase the need for staff parking. PT is not sufficient in Industrial areas and the
metropolitan and town centres can impede traffic flow safety of people walking in these areas is also under question. There is an
and limit opportunities for lanes to be used for public acceptance that arterial roads are strong connectors and need to be able to flow as
transport and the movement of people, goods and free as possible and parking can provide a barrier to this end.
services. While clearways exist on arterial roads between
centres the growth in trip demand for public transport, However is certain areas where the arterial road is also a high employment area and
provision for cycling and walking and improved urban low PT accessible area there needs to be consideration contrary to the Unitary Plan
amenity is increasing the pressure for kerbside space where staff parking does need to be considered. Again it is the ease of connection
currently used for car parking. for PT to industrial areas that require high peak hour support. There also needs to
Arterial roads and public transport be consideration of the type of industries within these areas which need to be
The arterial road network is vital for the movement of provided for i.e. shift work extended working hours, security for staff and safety of
people, services and goods. It comprises around 30% of pedestrian movement.
the length of the road network but moves 60% of all bus-
based public transport trips, 40% of vehicle trips and
35% of all goods trips.
a. Managing demand for parking in the city centre, This approach as per other conversations are viable for the CBD and fringe areas
metropolitan & town centres however in a suburban are lacking in PT and feeder services this is an unrealistic way
of supporting economic development of an area if the staff who cannot utilize PT
What do you think of this approach? system.
• Adopt a target peak occupancy rate of 85% for on- There needs to be a balance between regional consistency and area requirements.
street parking. When peak parking occupancy (the We need to be careful we do not end up with parking available all the time but no
average of the four highest hours in a day) is regularly customers as they can go to a ‘metropolitan centre which is privately run with free
above 85%, AT will recommend the introduction of paid parking… A full understanding of the local environment and competing areas as
parking to better manage the parking and ensure spaces well as monitoring parking including what other initiaitves can be employed to
are available. assist in the movement of people around the area..
• Adopt the Auckland Transport Price Adjustment
Policies region wide for on-street parking and AT car park
buildings. This will ensure consistent and transparent
parking management across the city. AT’s approach to I do have a concern when we are looking at providing a ‘one fit all’ scenario and
demand-responsive pricing is set out in these policies. putting CBD in with a Town Centre when all PT points towards to CBD and currently
• Adopt the on-street parking intervention trigger points most Town Centre PT points to the CBD not into the Town Centres.
and policyTo ensure a consistent approach is taken to parking
management in each centre or area, AT will develop a
series of Comprehensive Parking Management Plans
(CPMPs). CPMPs will include a detailed analysis of the
current and future parking problems, an inventory of
parking supply (including private off-street parking),
current and likely future demand, and the effectiveness
of current management arrangements. CPMPs will
provide an implementation plan for the provision,
management and pricing of parking in each centre/area.
The recommendations of the CPMP’s will vary depending
on the size of the centre. In smaller centres the CPMP
may only consist of a review of the parking restrictions
and recommendations for improvement.
PARKING PERMITS - Local businesses Any form of parking permits needs to include a certain amount for business staff
A residential parking zone will free up parking space for parking around business areas. We need to be aware of not creating a problem if it
customers of local businesses. Local businesses are low does not currently exist. Residents need to be aware they do not have exclusive
on the priority scale for eligibility of parking permits and rights on local street and commuter parking and/or business staff parking is a viable
staff should be encouraged to use public transport or use of this space. There needs to be a focus on delivering PT to meet the future
seek off-street parking options. requirements of having PT options for delivery of staff into suburban areas which
are not on the main trunk line and who are large employment areas. The PT access
needs to be easy, time appropriate and cost effective without creating additional
hassle for the end user.
Auckland Transport Parking Discussion Paper
Auckland Transport Says… Onehunga Business Association says..
2. OBJECTIVES discussion points We would like to note:
The following objectives for managing parking in • There needs to be individual discussions on the objectives outlined in the
Auckland align with the Auckland Plan. document and how these are to be delivered in each individual area.
Facilitate a transformational shift to public transport • Without an effective and safe PT service the use will not
Support the economic development of the Auckland City increase i.e. security on the trains, on platforms, park and ride areas and people
Centre, metropolitan and town centres having to walk home in the dark
Prioritise the safe and efficient movement of people, • The current experience on PT is varied and inconsistent. There needs to be a
services and goods on the road network major focus on the existing services before pushing for more people to get onto a
Provide an outstanding customer experience at AT service that does not supply a good experience
operated on- and off-street facilities • PT facilities can add positive environments to an area, however to achieve this
Support place-making, amenity and good urban design you need to support with adequate and appropriate cleaning, security and urban
outcomes design that stretches further from PT hub as the impact is larger
Ensure the efficient use of land in centres • Efficient use of land may not be receiving an income directly but indirectly through
Ensure a fiscally responsible approach to providing, rates from businesses where carparking provided adds to that business area. This
managing and pricing parking facilities and that benefits needs to be given a significant positive rating in favour of parking areas and the
cover costs. impact on the local economy. Especially if looking at removing a carpark and the
main factor is the lack of income generated by that piece of land. Being fiscally
responsible needs to encompass the place that a particular parking area plays in
providing something of value.However currently the PT is not available to take the load off or encourage people
to look at their options and by ‘bullying’ people into public transport rather than
encourage through other initiatives. i.e. Free Mondays from Pukekohe for one
month. Free Tuesdays from Henderson, Free Park and Ride Wednesday Albany etc.
5.1 bConsistent approach to managing parking in It will be helpful to have an understanding of the area and current parking
centres Develop parking management plans for the city provisions, however, a one size fits all approach could be detrimental to the
centre, metropolitan and town centres according to the economic development of an area. There needs to be some form of flexibility to
programme identified in allow for local inconsistencies such as lack of PT for staff etc. This discussion is
something that does need to be considered however this should not be in isolation
It does need to include the wider picture of public transport (PT) and area
connections, area plans, and individual concerns. This document while tackling the
CBD problems of parking it does need to consider the difference of needs in the
suburbs, the economic impact and the large variation in available PT.
This discussion is premature considering the public transport options at the moment
are inconsistent with this discussion. There is still no consideration of Ferry service
for transportation in the Manukau Harbour.
This document is looking at an end game and not connecting all of the dots. There is
also a concern of one solution fits all situations taken from one set of criteria. While
the OBA understands of the need for AT to get some form of consistency we need to
make certain it is of value to the business community it is servicing.
The OBA is grateful the discussion period has been extended from the initial 30 days
to 60 days as it is an important document that needs to be distributed and discussed
widely within communities.5.2 Balancing competing demands for parking in As per the previous feedback - there does need to be acknowledgement that residential streets Type of approach residential road parking is for all to use. The management approach for addressing overcrowded Business usually may occupy during the day time and weekends if near a retail area. parking will vary in different areas. The problem is more Residents pay less rates than business and provide economic development and acute in older suburbs near the city centre as many growth for the region. They should not have the lowest priority. Residents do not properties don’t have off-street parking. own the road or parking outside their residents and so should not have priority. In these areas a residential parking zone may be suitable. In other areas where most properties have off-street parking some time restrictions on a small section of the street to free up space for visitors may be more appropriate. Narrow streets If a street is less than 6.5 metres in width and there are known access problems AT will complete an assessment of the street. This may result in AT proposing to remove parking on one side of the street. Usually this will be done by applying a No Stopping restriction (broken yellow lines) to alternating sides of the street to assist in slowing vehicles down. Residential parking zone A residential parking zone recognises the residential nature of a street and gives priority to residents and short term visitors. A residential parking zone will have a time restriction that may apply at different times and on different days, depending on the local circumstances. Residents who display a parking permit would be exempt The trigger point for AT recommending a residential Any form of parking permits needs to include a certain amount for business staff parking zone will be if a street regularly exceeds 80% parking around business areas. We need to be aware of not creating a problem if it occupancy. That is if an occupancy survey determines does not currently exist. Residents need to be aware they do not have exclusive that the average of the highest four hours occupancy on rights on local street and commuter parking and/or business staff parking is a viable any given two days is above 80%. use of this space. There needs to be a focus on delivering PT to meet the future Number of residential parking permits requirements of having PT options for delivery of staff into suburban areas which On-street parking is a finite resource and it is impossible are not on the main trunk line and who are large employment areas. The PT access to cater for the total demand from all users. Therefore needs to be easy, time appropriate and cost effective without creating additional AT will be unable to provide unlimited numbers of hassle for the end user. permits to all residents. o ensure the long-term sustainability of residential parking zones there will be a cap on the number of parking permits that will be issued within a zone. At the establishment of the zone this number will be set at 60% of the total number of parking spaces in that particular zone. For example, if a residential parking zone area has 500 on-street parking spaces there will be a maximum of 300 permits issued. This number can be revised on a yearly basis based on the actual parking use. Allocation of residential parking permits After establishing the total number of parking permits associated with a residential parking zone, the permits will be allocated in the following order of priority: Properties constructed before 1944 with no off-street parking Properties constructed before 1944 with one off-street parking space
Any other residential property Any form of parking permits needs to include a certain amount for business staff
Businesses located in residential streets (not including parking around business areas. We need to be aware of not creating a problem if it
home-based businesses). does not currently exist. Residents need to be aware they do not have exclusive
The total number of permits that a property can apply rights on local street and commuter parking and/or business staff parking is a viable
for is based on the following: use of this space. There needs to be a focus on delivering PT to meet the future
1. A detached dwelling with single title constructed requirements of having PT options for delivery of staff into suburban areas which
before 1944 with no off- street parking will have a are not on the main trunk line and who are large employment areas. The PT access
maximum of two permits needs to be easy, time appropriate and cost effective without creating additional
2. All other types of properties will have a maximum of hassle for the end user.
one permit
Permits will only be available to residents that live within
a residential parking zone. Each permit will be linked to a
vehicle registration. If the resident is not the registered
owner of the vehicle they will need to provide written
authorisation from the owner.
Visitors
One-day permits will be available at daily charge for
visitors. These permits are
for short-term use and will not be linked to a vehicle
registration. Tradespeople working on houses in a
residential parking zone can use visitor permits or other
trades permits which will be available.
Tradespeople working on houses in a residential parking
zone can use visitor permits or other Trades permits (see
Section 5.8) will be available.
Local businesses Any form of parking permits needs to include a certain amount for business staff
A residential parking zone will free up parking space forparking around business areas. We need to be aware of not creating a problem if it
customers of local businesses. Local businesses are low does not currently exist. Residents need to be aware they do not have exclusive
rights on local street and commuter parking and/or business staff parking is a viable
on the priority scale for eligibility of parking permits and
staff should be encouraged to use public transport or use of this space. There needs to be a focus on delivering PT to meet the future
seek off-street parking options. requirements of having PT options for delivery of staff into suburban areas which
Permit fees are not on the main trunk line and who are large employment areas. The PT access
Residential parking permits will be charged annually and needs to be easy, time appropriate and cost effective without creating additional
the fee will not exceed the reasonable costs involved in hassle for the end user.
issuing a permit and administering the scheme.
Permit fees will be reviewed annually.
On-street paid parking
In streets that are adjacent to busy town centres and
experience high parking demand, AT may recommend on-
street paid parking. This will provide more effective
parking management and ensure that parking is available
for residents, businesses and customers of local
businesses.5.3 Managing off-street parking facilities in the city The CBD and city fringe does need to be treated differently than suburban areas. centre • AT to prioritise short-term casual parking over The CBD is services well by PT as all of Aucklands PT points towards the CBD and it is all day commuter parking. preferrable way to have staff delivered each day. • AT to continue to manage parking buildings following the AT Price Adjustment Policy – Parking Buildings in Appendix 2 and https://at.govt.nz/driving- parking/parking-rules- consultations/parking-rules/. This policy will be applied to all parking buildings operated by AT. • Commuter parking products will be used to fill additional capacity but as demand for short-term increases commuter parking will be phased out. • Introduce a “congestion buster” product that offers a discount to vehicles that do not enter or exit the car park during the peak congestion times. 5.4 Investing in off-street parking facilities • Off- This needs to be discussed as in suburban areas while the supply of free carparks street parking should not be provided to expand the may not be fiscally sound it is a sound investment to support local business in the supply of free or low cost parking, especially in locations area. Certain areas are competing against the 'Westfields' where free parking is part where the existing parking supply is not already priced at of the package to encourage people into their centres. To allow suburban business an appropriate level. to compete they need to have this advantage as well. • AT investment in off-street parking will be considered where it will fill a gap in demand that is not provided by the private sector • Enable the more effective use of the road network by relocating parking activity to off-street locations - specifically where this is required to enable the frequent and reliable operation of public transport services on the FTN. • Improve safety and amenity outcomes by enabling “shared parking”, consolidating accessory parking activity into a smaller number of well-designed and appropriately located facilities • Any new investment in the development or expansion of off-street facilities will be subject to a robust business case that addresses all of the criteria in
5.5 Prioritising access to on-street parking High It is concerning that Centre Visitors are classified as low priority as per staff these
groups supply the custom and business for the local economy.
High priority Emergency Vehicles Unpredictable We cannot dismiss the value of these people. I reiterate, local
demand, temporary, on-street; must take priority over suburbs need to be looked at as separate entities and look at the whole picture
all other uses. including customer base, staffing base and where these are sourced from. The PT
Mobility Permit Holders Usually short-stay, require access and the value of this access. It may be all good having PT but if it takes 2
locations close to destination entry points. Dedicated on trains/ 2 buses to get somewhere and a few hours it may be easier to pop in the car
and off-street parking provision required. and be there in 30 minutes.
Public Transport Very short-stay, on-street facilities
required at dedicated spaces with good pedestrian
access, clear of other vehicles.
Cyclists Require locations close to destination entry
points and public transport hubs.
Construction Where necessary temporary closure of on-
street parking or loading facilities to allow construction
of adjacent development.
Loading Short-stay, requires convenient space close to
business entrances
Motorcyclists Require locations close to destination
entry points.
Taxis Short-stay, dedicated on-street provision required
to improve legibility and reduce unnecessary cruising
LOW PRIORITY Centre visitors (for shopping, business
visits, recreation, entertainment) Short-stay (generally 1-
4 hours), located within reasonable walking distance of
final destinations; on or off-street. May combine
purposes into a single trip. Most travel outside of peak
periods. Some potential
Public Transport USES
(layover) public transport
Short-stay, located in
reasonable proximity to start of service to minimise dead-
running.
LOWEST PRIORITY Commuters Long-stay generally “9-
5” employees, usually using road network at peak
congestion times. Should generally be accommodated
off-street. Users often have good public transport
alternatives.5.6 Managing parking on arterial roads Develop site The OBA supports this on the basis of safety and traffic movements. However there specific responses for the removal of parking on arterial needs to be alternatives for staff and customer parking. These areas traditionally roads and provide for alternative parking where on are industrial and have low PT service. Providing PT for staff would be street parking is removed. advantageous to reduce the requirements of parking. Under the suggested Unitary Consider removing on-street parking on arterial routes Plan parking requirements have been reduced for developers to provide so the serving the FTN and on-road cycling corridors with impact will heighten and currently walking in these areas can be hazadous, proven safety issues or high current or projected use. unpleasant and long. There needs to be a huge change in PT services for these Management of on-street parking and loading on the areas before we could even consider removal of parking. arterial road network will consider the following criteria: • Where on-street parking activity on arterials leads to a reduced level of service for traffic during peak periods, introduce or extend the use of clearways. • Where the reduction in level of service is significant, persists well beyond the peak periods or there are proven safety issues, then on-street parking should be prohibited, and consideration given to providing replacement parking at convenient locations for local businesses adjacent to the arterial road. The timing and detail will be determined on a case by case review of each arterial road corridor. • Where the arterial is also a FTN route and when that route meets the FTN service levels, prohibit all on-street parking and loading and consider providing replacement parking and loading at convenient locations for local businesses adjacent to the arterial road. The timing and detail will be determined on a case by case review of each arterial road corridor. •Where parking is located along the regional cycle The OBA accepts this and would support replacement parking in areas if there is a network and when there are proven safety issues or safety issue. there is a current or projected high cycle use, prohibit all on street parking and consider providing replacement parking at convenient locations for local businesses adjacent to the arterial road. The timing and detail will be determined on a case by case review of each arterial corridor. AT will work with the public, businesses and key stakeholders on the development of any schemes to vary on-street parking taking into account local characteristics and issues and the impact of parking on place making
5.7 On-street parking restrictions and events The It is accepted that during events and special occasions parking may be restricted or
following Table 10. will be used in decision making when removed in conjunction with appropriate key stakeholders.
AT receives requests for changes to parking restrictions.
It also provides guidance
when on-street parking in a metropolitan or town centre
is being reviewed.
Events
In most cases parking will not be provided
for free in AT car park buildings for events. The exception
of this is the Santa Parade where there are historical
arrangements that the public expect. AT will often work
with Event promoters to provide ‘included in your ticket’
public transport for events to encourage PT use and
minimise the impact on the surrounding road network
and communities.
For events around the region, the AT Special Events team
will work with the event organiser, Auckland Tourism
Events and Economic Development (ATEED), Regional
Facilities Auckland, Auckland Council and other key
stakeholders to develop a traffic management plan for
the event. The loss of parking will be kept to the
essential areas, providing a safe pedestrian environment
and sufficient public transport facilities. Any loss of
parking will be communicated to local stakeholders prior
to the event. Safety for those enjoying an event and
minimum disruption to the rest of the network is always
a5.8
priority.
Allocation of parking permits AT is proposing to These options while appropriate for the CBD and city fringe.
discontinue many parking permits that were issued
under the previous councils. Previously there was not a
clear policy on who was eligible for parking permits and
consequently there are many permits issued to
organisations, such as sports clubs and social groups,
which may not be appropriate.
Contractors and Tradespeople
There will no longer be monthly or annual permits
available for use in the City Centre and other paid
parking areas. There are no longer time restrictions on
most on-street paid parking areas in Auckland and
customers may pay through the meter for the time they
require. AT is planning to introduce new technology to
make it easier for customers to pay for on-street parking.
While this technology is being investigated AT can offer
daily coupons for use in paid parking areas such as the
City Centre to make it more convenient for tradespeople
to pay. However these will be charged at the same rate
as the parking meter.
Many areas of Auckland still have time restrictions and
parking permits may be required to allow contractors
and tradespeople to park near to their worksite.
Therefore AT will offer monthly or annual parking
permits to contractors that will only apply in areas of
time restricted parking but not paid parking.Critical Services This is appropriate for these vital emergency services AT will also offer a Critical Services Permit for services like the police, emergency healthcare organisations and emergency infrastructure repairs. This tightly restricted permit will allow the user to park anywhere, including in paid parking areas. All permits will incur an administration fee. Monthly, six monthly and annual permits will be available. The proposed new permit categories 5.9 a Investment in park and ride facilities Consider The OBA is concerned that the Park and Rides are not considered for Town Centres up to an additional 10,000 park and ride bays by 2040 especially ones not provided with good PT into the Town Centres. It is also taking into account the following principles: noted that there needs to be a lot of additional work to support the customer • Locate park and ride facilities where they can increase experience on PT and also with the HOP Cards. 1x example :- machines do not take station catchments and contribute to the Rapid and notes that have been folded, however they will accept others but will not credit the Frequent Transit Networks. payers fare. You need to go into Britomart to organise a refund by giong to two • Avoid locating park and ride facilities in metropolitan different service areas. and town centres except as part of a stage transition to other uses. • Develop a programme that will deliver park and ride facilities for inclusion in the Integrated Transport Programme. To support the park and ride Programme, AT will build or acquire supporting infrastructure and IT systems as required, including: • Ensure AT HOP card supports charging for park and ride • Provide, maintain and renew infrastructure and IT systems at parking and park and ride stations to enable charging • Ensure pay and display machines are provided, maintained and renewed as required. • Provide customer centric guidance and information systems for on and off street parking
5.9 bPricing of park and ride spaces Pricing for park The OBA supports the basis of this section. It is supported in certain circumstances
and ride should not be introduced before the following reducing the use of private vehicle i.e. into the CBD and fringe areas is a perferrable
triggers are met: option however there needs to be a larger discussion on the impact on suburban/
• Feeder services to major park and ride stations are regional and urban centres that do not and may not have public transport facilities
operating frequently. from all areas i.e. East West Linkages as well as North and South.
• The integrated fares zonal system is operational. Currently the PT is not available to take the load off or encourage people to look at
• The AT HOP Card has the ability to be used for park this option and by ‘bullying’ people into public transport rather than encourage
and ride charging. through other initiatives. i.e. Free Mondays from Pukekohe for one month. Free
• A full business case for pricing has been undertaken to Tuesdays from Henderson, Free Wednesday Park and Ride Albany etc. This would
set out the methodology, costs, the benefits and the encourage people into PT however it does not change the challenge of unsupported
impact on PT patronage. PT in Suburban linkages i.e. East West. Currently this are sporadic and random in
some areas and do not create sufficient encouragement to consider PT as an
option.You can also read
