Parking Policy Sustainable Development Vibrant Cities Gerry Murphy

Parking Policy Sustainable Development, Vibrant Cities Gerry Murphy 12 September 2013

Established December 2009 • Responsible for contracting/subsidising/licensing or regulating – Bus, rail, light rail, taxi services • Integration of modes – Integrated ticketing – Journey planning – Real time passenger information • Investment in sustainable transport in our cities Extra in Eastern region Transport Strategies & Plans Land Use Planning & transport Capital Investment Traffic Management Policy

Managing the Demand for Transport • Transport is a derived demand • The demand for transport needs to be managed on the basis of integrated land use and transport objectives • Transport Demand Management Measures – Aligning the location of development with the planning of transport infrastructure and public transport service provision – Mobility Management and the Implementation of Work Place and Area-based Travel Plans

• Examines current issues relating to rail-based large and medium scale residential development areas – market trends – funding issues • Identifies potential approaches that provide viable solutions – ‘kick-start’ approach

Why is the issue of Parking important to an agency like ours? • Parking policy and its application have a key role to play in influencing the design of development including its scale, location and density • Parking supply, control and cost are vital tools in influencing mode choice

Why Provide and Manage Parking? • On the basis of clearly defined transport and development objectives – which includes meeting the collective needs of city and town centre businesses • On the basis of car-based travel need, rather than total transport demand • On the basis of site or area-based operational requirements • On the basis of special mobility needs

Parking Provision and Land Development • The most restrictive levels of parking provision should apply – in the most central locations in towns and cities – and along public transport corridors • Trip-intensive developments should be located in – more central locations – areas best served by public transport • There should be a presumption against the location of trip intensive developments in peripheral areas – few alternative means of access to the car exist • The least restrictive level of parking provision should apply to the least trip intensive forms of development such as distribution – better located in non-central locations • Parking is directly correlated with – development density, trip intensity, centrality, public transport accessibility

Parking and Mode Choice • The availability and pricing of destination parking at places of employment and other trip attracting uses needs to be considered – in combination with a range of alternative modes – with particular mode shares in mind • Within towns and cities, the allocation of road space for on-street parking and car park access can have a major bearing on the ability to provide for other modes of transport

Nodes of Employment • Work Place Travel Plans are a good mechanism by which the requirements of employees can be reconciled • ‘Hard’ and ‘soft’ measures can combine – awareness raising – financial incentives relating to a range of non-car commuting options – facilities for cycle commuting

Mater Hospital, Dublin • Large scale on-site re-development • Parking policy introduced – in consultation with staff – employees indicated who should have priory access • Introduced a charge for parking permits

Mater Hospital Results: • 30% reduction in single occupant vehicle use amongst staff • Corresponding increase in alternative modes – – – Rail/Luas from 2 % to 9% Bus from 12% to 25% Cycling from 3% to 10% • 500% increase in Taxsaver scheme (2011) • 10% of on-site parking spaces dedicated to car-sharing (2008) • Reduction in demand for parking – significant savings (2008 - off-site parking was reduced saving € 125, 000)

Genzyme, Co. Waterford • Large pharmaceutical company on outskirts of Waterford • Approx. 500 employees on shift cycles • Approx. 470 parking spaces • Limited alternatives to the private car - large number of employees living in rural areas • 2011 survey – 88% car driver, 8% carsharing • Focused on increasing carsharing • 15% of the workforce signed up to date

Genzyme, Co. Waterford

National University of Ireland Maynooth Carsharer’s parking – guaranteed parking for any student or staff carsharing

ESB Head Office Car parking spaces closest to entrance allocated for cyclists

Parking Standards The Case for Maximum Parking Standards • A key Transport Demand Management Tool • Specifies the maximum level of parking permitted in new developments, across a range of land uses • The levels of restriction can be based on locational criteria – centrality within urban settlements – or public transport accessibility • The most restrictive standards to apply in areas – within the highest intensity of development – and the highest levels of accessibility by non-car modes

Park and Ride • Promotes the use of public transport for those outside local walking catchment • Intercepts longer distance car-based trips at the edge of built-up areas • Reduces car-based trips in city/ town centres • Reduces the demand for destination parking • Can provide a broader demand for public transport services

Rail-Based Park and Ride • Over 15, 000 spaces throughout the country at Irish Rail stations • 2, 600 spaces at Luas stations • 2005 study – Of 9 cities/regions, Dublin 4 th in provision per capita of P’n’R

Parking in City and Town Centres A primary objective is to meet the economic, social and cultural needs of city, town and district centres This requires access for the maximum numbers of people , balanced with the operational requirements of businesses, including goods delivery Balance between cars, public transport vehicles, goods vehicles, pedestrians and cyclists

• Excessive levels of destination car parking provision – compromise accessibility by other modes and overall levels of accessibility – compromise the quality of the public realm – safety impact on pedestrians and cyclists, where the highest intensities of movement occur – severance effect at the local level, compromising local trip making by walking and cycling – environment impact (air quality, noise, visual impact)

Management of Parking in City and Town Centres • Needs to be clearly defined in terms of contribution to economic vitality compared to the potential benefits of other modes of transport • Area-based approach, rather than on a site-by-site basis, would seem most amenable to serving these needs – an area-based cap for public on-street and off street car parking – management of car parking access

• Pricing is an essential tool in the management of public parking – To optimise turnover in the use of available parking – To achieve appropriate intended use of available parking (shorter term visitor vs. longer term commuter) • Objectives-led

• Car use and associated parking are central to the vitality of our national economy • But must be planned for and managed • Public transport is only mode that can be the big mover of people in developed urban areas • The public realm of city centres and town centres demands a treatment that places pedestrians at the top of the hierarchy Pedestrians (including those accessing public transport) Cyclists Public transport users Freight, delivery and waste vehicles Private vehicles users