College Hill, Freemans Bay - Paid parking zone College Hill, Freemans Bay - Paid parking zone

• Enquiry as to why the changes are required. We have recently undertaken a survey of parking occupancy on College Hill and a number of adjacent streets. The Auckland Parking Strategy outlines the approach that Auckland Transport follows when considering changes to on-street parking. Once a peak parking occupancy figure of 85% (availability of one space in seven) has been reached, we will consider changes to encourage parking availability. While changes will usually progress through time restricted parking to paid parking there will be occasions when we recommend the immediate introduction of paid parking from previously unrestricted parking.
  On all streets included within this proposal, weekday parking occupancy levels are above 85% and on many occasions exceeding 90%. We therefore feel that measures need to be taken to encourage parking availability.
• Concerns that the proposal will encourage all-day parking. One of the primary objectives of this proposal is to create parking availability by moving away from time restricted parking, which based on recent observations was not particularly effective. Whenever introducing paid parking, we use demand responsive pricing to achieve parking availability objectives and rates can be adjusted to achieve the desired occupancy of 85% or less (availability of one space in seven). In alignment with many concerns by respondents, we will be introducing paid parking at a rate structure of $1/hour for the first 2 hours and $2/hour thereafter. We believe that this adjustment will encourage the steady circulation of vehicles, but we will continue to monitor the situation and adjust rates if needed.
• Request that the consultation process be handled by external consultants, rather than by Auckland Transport. In some cases, Auckland Transport does use external sources to undertake public consultations.
• Suggestions that the proposal will not increase circulation of parked vehicles. We have found that the use of time restrictions as a method of encouraging parking availability is usually met with limited success. Paid parking which is typically more effective in achieving parking availability objectives.
• Request that this proposal be reconsidered once changes to Franklin Road have been completed. The Franklin Road improvements will reduce the amount of on street parking available which makes it more imperative to address parking occupancy issues in nearby areas.

• Request that the paid parking zone only operate through to 4pm, rather than 6pm as stated in the proposal. Parking hours are set on a national level as operating between 8am and 6pm. It is rare to adjust these hours unless for exceptional circumstances. While we do note that parking occupancy begins to drop shortly after 4pm on several of the streets included in the proposal, we believe that changing the hours would likely result in confusion for customers.
• Request to extend the hours of the proposed paid parking zone through to 9pm. Parking hours are set on a national level as operating between 8am and 6pm. It is rare to adjust these hours unless for exceptional circumstances. Parking occupancy begins to drop in the afternoon and we believe that changing the hours would likely result in confusion for customers.

• Concerns that the hourly charge is not high enough to impact parking behaviour and encourage the circulation of vehicles. Both Ponsonby Road and Eden Terrace were originally introduced at a flat rate of $1/hour and were shortly changed to $1/hr for the first 2 hours and $2/hr for each hour thereafter. We found that this approach has less of an impact on short term customer parking which is what we wish to encourage through this proposal. We therefore will be adjusting the proposed rate structure to a graduated tariff of $1/hr for the first 2 hours and $2/hr for each hour thereafter.
• Concerns that the hourly charge is too high. Ten minutes free parking is available at all on-street paid parking spaces which supports short periods of parking. We believe that introducing paid parking at this location will achieve parking availability objectives but will continue to monitor the situation and adjust rates as needed. We use demand responsive pricing to achieve parking availability objectives and rates can be adjusted to achieve the desired occupancy. In line with many comments from the public, we will be introducing a graduated rate structure that will charge $1/hour for the first two hours and $2/hour thereafter which should not have a significant impact on short term customer parking.

• Request for parking meters to provide physical receipts. We are moving to pay by plate technology which confirms payment based on licence plate rather than pay and display. Although parking meters themselves do not provide physical receipts, instructions are shown on screen as to how to obtain a receipt if required. It is also possible to use the AT Park application to pay for parking should that be your preferred method.
• Enquiry as to whether customers will have the ability to pay for all-day parking up front. Parking can be paid for as long as required but only on the day that the parking is required.
• Enquiry as to whether customers will have the option to pay for parking in 15-20 minute increments. The flexibility of time allowed is largely dependent upon the method used to pay. When paying with credit card, for example, users have significantly more freedom to choose specific increments of time over paying with cash.

• Requests for residential permit parking zones:
• Hargreaves and Gudgeon Streets.
• Middle and Ireland Streets.
• Spring Street.
• On Runnel Street.
• England Street.
• College Hill.

The Auckland Parking Strategy recognises that in the fringe suburbs surrounding the city centre there are many heritage properties without off street parking. At these locations, we aim to propose a continuum of parking management interventions to address parking pressures in residential streets.
Residential permit parking zones, however, are best suited for areas zoned as strictly residential within the Unitary Plan. In the case of this proposal, many of the streets included within the proposed paid parking zone are zoned as Business Mixed Use and as such are denser and experience a much higher level of business activity where parking is required for customers. Furthermore, a significant proportion of the residential development has occurred under modern planning regulations where off-street car parking has been considered in the resource consenting process.
For the above reasons, we are unable to consider a residential permit parking zone at these locations. The proposal does not prohibit longer periods of parking so long as the correct fee is paid for parking Monday to Friday, 8am to 6pm.

• Request to increase the number of residential permit parking zones across Auckland. We receive a high volume of requests for residential parking schemes across Auckland and considers them on a case-by-case basis.
• Requests to implement annual parking permits for employees of local businesses. We do not prioritise on-street parking for employees of businesses.

• Request for regular enforcement of the proposed changes. When this proposal is implemented, it will be enforced as part of normal parking compliance patrols.
• Request to bolster enforcement of the Freemans Bay Residential Parking zone. We are actively exploring opportunities to improve enforcement of the residential permit parking zone that was introduced in Freemans Bay.

• Concerns that the proposal will negatively impact residents at this location, who frequently utilise on-street parking. As the area experiences significant business activity we are unable to consider a residential permit parking zone at this location. A significant proportion of the residential development has occurred under modern planning regulations where off-street car parking has been considered in the resource consenting process. The proposal does not prohibit longer periods of parking so long as the correct fee is paid for parking Monday to Friday, 8am to 6pm.
• Concerns that the changes will deter the visitors of residents in the area. Based on parking occupancy levels and complaints received from the public, it is apparent that visitors often are unable to find parking at this location currently. We expect that the proposed measures will increase on-street parking availability, allowing visitors to residents and local businesses to come and go more freely.
• Concerns that on-street parking is frequently utilised by the staff of local businesses. This proposal will prioritise short term needs of visitors and customers of local businesses over the provision of free all-day parking. If the use of public transport is not sufficient then we would suggest considering off-street parking options such as the car park on the corner of Beaumont Street and Fanshawe Street or alternative new schemes such as the Parkable application.
• Concerns that the introduction of paid parking will deter prospective customers of local businesses. Similar paid parking schemes have been introduced nearby along Ponsonby Road and in Eden Terrace without evidence of deterring customers. Given the lack of available on-street parking currently, we expect that the proposal will improve the parking situation for customers of local businesses.
• Statement that Ireland, Middle, and Spring streets are largely residential roads that do not experience the same level of parking demand as does College Hill, so paid parking is not needed. Our surveys suggest that unrestricted parking at these locations frequently carry weekday occupancy levels at 100%, with time-restricted parking at occupancy levels of 85% or higher.

• Request for paid parking spaces to also be time restricted. Our investigations indicate that imposing time restrictions on paid parking spaces is relatively ineffective in creating availability. In situations where a flat rate is not sufficient to encourage parking availability, we prefer to use a graduated rate structure which allows for longer periods of parking at an increased cost. In this case, we have adjusted our proposal to a rate structure that charges $1/hour for the first two hours and increases to $2/hour thereafter.
• Request to retain free on-street parking:
• Over the entire proposed area.
• On Scotland Street.
• On College Hill (including requests for standardised P120 and P30 parking restrictions).
• On all adjacent side streets.
• Near the Victoria Park supermarket.

On all streets included within this proposal, weekday parking occupancy levels are above 85% (availability of one space in seven) and on many occasions exceed 90%. Our observations suggest that efforts to shorten time restrictions to deter long periods of parking are relatively ineffective. We therefore feel that a paid parking scheme is required to encourage parking availability.

• Concerns that there are limited available alternatives to on-street parking at this location. While alternatives are limited, we would suggest considering parking options such as the car park on the corner of Beaumont Street and Fanshawe Street or alternative new schemes such as the Parkable application.
• Concern that this proposal will create parking issues on adjacent residential streets. Adjacent streets are restricted by residential permit parking zones which only allows parking for up to two hours unless displaying a permit. We expect that these measures should manage any displaced parking pressures.
• Enquiry as to why only sections of Runnell and England Streets will be incorporated into the paid parking zone. The sections of Runnell and England Streets not included within this proposal are part of the Freemans bay residential permit parking zone which is zoned under Auckland Council’s Unitary Plan as residential use.

• Suggestion to permanently reduce the speeds on College Hill to 30kph or 40kph. The criteria in our speed management guide does not support a permanent speed limit reduction on this road. In order for a speed reduction of this sort to proceed, it would need to be supported with physical speed calming measures along College Hill which are not currently warranted.
• Request to install a speed detector sign to notify drivers of their speed. We are unable to install a variable message sign which notifies drivers of vehicle speeds within a variable school speed zone.

• Concerns that there are not suitable public transport options in the area. While we appreciate that public transport options may be limited for some individuals, there are a number of suitable public transport routes available in the immediate area. On-street parking will be available for as long as is required provided the correct fee is paid. Should this not be a suitable option then parking might be available through private providers.
• Concerns over a general lack of public transport options around Auckland Public Transport across Auckland is improving with the advent of the City Rail Link and improvements in the bus network.
• Concern that Bus Stop 7110 (outside 36 College Hill) restricts visibility for vehicles turning right out of England Street. Buses should not be stopped at this location for extended periods of time which will minimise the potential risk.
• Requests to install a designated bus lane along College Hill. Currently, the frequency of buses using this route does not currently support installation of a bus lane at this stage. This request may be reconsidered in the future as bus frequency continues to increase.
• Concern that the cost of public transport in Auckland is too high. Fares are reviewed on a regular basis and integrated ticketing should make fares more cost effective.
• Requests to increase the frequency of public transport options in the area. The new network for Auckland’s central suburbs went live on 8 July, which should address frequency and connectivity issues.
• Request for a direct bus route from North Shore into Three Lamps. The new network depends more heavily on transfers and bus frequency and less on long haul journeys such as the one suggested.
• Request to better align the bus shelter and bus stop markings for Bus Stop 7109 so that bus users are more easily visible for bus drivers. Although this request cannot be considered as part of this proposal, it has been forwarded on to the appropriate team for further investigation.
• Concern that public transport options are not available for employees of local businesses who work night shifts. We understand that public transport is limited during late night and early morning hours. However, the proposal is unlikely to have a significant impact on these customers as paid parking measures will only be operational between 8am and 6pm, Monday to Friday.

• Concern that College Hill and nearby streets have too much space dedicated to on-street parking and that it creates traffic congestion. On-street parking is viewed as a low priority in terms of the allocation of road space and should there be a change in the strategic objectives for an individual street it would likely be removed. While parked vehicles can reduce the available road space it can also have the benefit of reducing vehicle speeds and improving safety.
• Request to widen College Hill to allow for an additional traffic lane. We do not have plans to add an additional lane of traffic to College Hill. It is likely that future improvements to the cycle network will require the removal of on-street parking on College Hill.

• Requests to install protected cycle lanes along College Hill and to improve cycling facilities in nearby areas. We view College Hill as an important link in the cycle network, however it is not budgeted for this financial year. At this stage we cannot confirm when feasibility and detailed design for improved cycling infrastructure on College Hill will begin.
• Requests for improved cycling facilities across the Auckland region. There is an extensive programme of improvements for cycling infrastructure planned for the Auckland region. For details, please refer to our ten year plan
• Request to prioritise pedestrians, cyclists, and regular public transport users at this location. The proposal incorporates improvements that will allow buses to more safely manoeuvre into and out of existing bus stops. Although we cannot confirm when feasibility and detailed design for improving cycling infrastructure on College Hill will begin, there are plans to introduce cycling improvements to College Hill in the future.
• Requests to remove on-street parking on College Hill and to instead install protected cycle lanes in their place. Although it is not part of the programme for the upcoming year, the provision of a dedicated cycle facility for this section of College Hill is planned and would be of a higher priority than on-street parking. However, the design and delivery of a dedicated cycle lane is outside of the focus of this proposal.
• Concern that greater turnover of parked vehicles will exacerbate safety issues for cyclists at this location. While the proposal aims to increase the circulation of parked vehicles, we do not expect that changes will pose greater safety risks to cyclists.
• Request for public bicycle racks along College Hill. Although this request cannot be considered as part of this proposal, it has been passed on to our walking and cycling specialists to investigate once funding has been secured and a programme of works agreed upon.

• Request to introduce scooter and motorcycle parking provisions in this area. Motorcycles and scooters can park within the adjacent Freemans Bay parking zone and are exempt from the time restriction.

• Enquiry as to how the shared vehicle spaces would work. The concept of car share involves the provision of cars in select locations that can be booked through a website or phone and pay per hour. This has proven beneficial for inner city residents and businesses that don’t necessarily need to own a car but may find one useful from time to time. The car is taken from and returned to its parking space and can be booked through a website or application.

• Requests for additional loading zones:
• On College Hill.
• Outside of 28 College Hill to better serve local businesses.
• On Hargreaves Street.

There is an existing loading zone on the northern kerb of College Hill, but we do note that there is no existing loading zone along the southern kerb. As such, we will incorporate a new 9 metre loading zone outside of 28 College Hill to better serve local businesses. This loading zone will replace two proposed paid parking spaces.
We note that many of the buildings on Hargreaves Street have access to off-street parking. Our investigations also suggest that there is not a suitable central location that could accommodate a loading zone and still ensure reasonable manoeuvrability for large vehicles. As such, we are unable to incorporate this request as part of the proposal.

• Requests to install broken yellow lines:
• Along one side of England, Costley, and Georgina Streets to ensure through access. We have not previously received any requests or complaints regarding the inability of emergency vehicles to access these roads. However, should emergency services advocate it, we will investigate this issue further.
• At the entrance to Middle Street off of Franklin Rd to allow two way traffic. Our observations suggest that the existing broken yellow lines at this intersection are sufficient to facilitate the safe passage of vehicles.
• Between the driveways of 41 and 43 College Hill to improve visibility. We agree that the section of kerb between Nos. 41 and 43 College Hill is insufficient for a standard vehicle to park without obstructing access or limiting visibility to either vehicle entrance. As such, we have adjusted the proposal and will replace the existing white triangle between these two driveways with broken yellow lines in order to clarify that parking at this location is inappropriate.
• Outside of 14 and 19 Costley Street to ensure through access. Although Costley Street is outside of the focus area for this proposal, your request has been passed along for investigation as part of future changes being considered in the area.
• Enquiries as to why the broken yellow lines around Bus Stop 7110 are necessary, considering the length of the bus stop. Auckland Transport Code of Practice clearly sets out the minimum design standards for bus stops which includes sections of broken yellow lines to more easily allow a bus to pull up next to the kerb and to pull away.
• Statement that vehicles do not currently use the end of Hargreaves Street as a turning head as it is relatively narrow and that broken yellow lines are therefore unnecessary. While this area may be narrow it is important that vehicles do not park in this location as this only makes manoeuvring more difficult. The broken yellow lines proposed for the western end of Hargreaves Street is a result of a number of complaints about vehicles parked at an angle at this location which blocks vehicles trying to access off-street parking.

• Requests to make the following one-way:
• Cascade Street one-way from College Hill to Runnell Street.
• College Hill.

Making a road one-way has the potential to result in increased vehicle speeds due to un-opposing traffic flow as well as an increased demand on the surrounding network. At this stage, we do not have sufficient data to suggest that these changes are required.

• Concern over the long-term cost of the new fuel tax. Auckland Council’s Regional Fuel Tax (RFT) will provide critical funding for improvements to Auckland’s transport network, including changes to public transport, roads, cycle paths and walkways.