This is the cached copy of http://www.wellington.govt.nz/plans/policies/mobility/pdfs/200503mobilityparking.pdf

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MOBILITY PARKING POLICY
Community Services
March 2005
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1. Introduction
The Mobility Parking Policy describes the Wellington City Council’s approach to
providing mobility parking in Wellington City. It aims to ensure Wellington is a
liveable place for people with limited mobility by enhancing their ability to
participate in employment, social, cultural and political life and their access to
services and resources.
Inclusion is a process where the varying needs of a community and the groups,
which constitute it, are recognized, prioritised and met. Inclusion is critical to
building strong communities and promoting all residents ability to participate in
their community. A major constraint to inclusiveness for people with limited
mobility is the availability of suitable parking.
This Policy is part of the Accessible Wellington Programme which, through a
series of targeted projects, is ensuring Wellington is an inclusive accessible
city. It promotes equity in parking for people with limited mobility in the public
domain through design and placement, number of parks and enforcement. It
also promotes provision of accessible car parks though the Building Code and
New Zealand Standard Specification (NZSS) 4121.
Mobility parking in Wellington City is an issue, which potentially affects up to
11% of the population.
This policy responds to the “Creative Wellington - Innovation Capital” vision by
strengthening the social infrastructure of the city and is underpinned by the
Council’s Social Strategy which has an overarching theme of building strong
communities and goals associated with accessibility and participation.
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1.1 Links to Council Strategy and Vision
The policy supports the following outcomes:
1.1 Liveable City – Wellington is a great place to live and offers a variety of
places to live, work and play within a high quality public environment
1.2 Network City- Wellington is easy to get around, pedestrian friendly and
has an interconnected street system
1.2 Developing Potential – People are encouraged to develop their full
potential as individuals and members of the community
2.4 Participation- People are encouraged to participate in community
networks
2.6 Access to resources- All residents are able to access community
resources and public services
7.1 Recreation Opportunities- Wellington offers a diverse range and
abundance of quality recreation and leisure activities that are easily
accessed and are affordable
8.3 Transport Effectiveness- A well-planned and comprehensive network
supports a compact and highly liveable city where people move about
easily and safely.
This policy contributes to 7 of the 11 objectives in the New Zealand Disability
Strategy and is in line with the Human Rights Action Plan (2005)
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1.2 Mobility card holders
The provision of mobility parking assists those persons who have limited
mobility and are mobility card holders. Mobility card holders report a shortage
of parks.
Users of mobility car parks are
unable to walk and are reliant on a wheelchair for mobility, or
rely on mobility devices (e.g. crutches, walking sticks, walking frames),
unable to walk more than 200 metres unassisted because of the
nature/severity of their condition, or
individuals with a temporary disability
In addition Wellington City Council recognises valid permits used by
international visitors to this city.
This policy will ensure provision of mobility car parks in off street parking
through the Building Act (section 119 in conjunction with Schedule 2) and the
New Zealand Standard Specification (NZSS) 4121.This will be enforced through
the consent process for new buildings and alterations of existing buildings.
NZSS 4121on its own will be used as a guide for work not requiring a consent.
When considering parking in the public domain (this includes metered parking)
this policy will cover all aspects through implementation of best practice.
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2. This policy will ensure best practice in:
Design and signage
Placement of mobility car parks
Future planning
Payment
Enforcement
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2.1 Design and Signage
Design consists of the following components:
Street position
Dimensions
Type (parallel vs. angle)
Gradient
Surface
Kerb ramp
Mobility parks are up to 33% larger than standard car parks. In determining
the size of the car parks characteristics of mobility must be taken into account
(for example overhead hoists and rear entry vehicles).
The following measurements are a minimum requirement for safety and ease
of use. These reflect the need to encompass both the passengers and drivers
requirements and the type of car park.
Width = 3500mm
Height = 2500mm
Length = 5000mm
(For parallel parks an extra length of 1300mm will provided for rear
mounted hoists.)
The type of car park is concerned with the position of the park relative to the
footpath that is angle, parallel and right angle. There are examples of all three
of these park types in the Wellington CBD. The placement of parallel parks on
main thoroughfares is a dangerous situation for drivers in wheelchairs and for
passing traffic. Some drivers, who exit by the side where traffic flows fast,
avoid these parks. This is not a workable solution without the extra space (the
above standard of 3.5 metres) noted above.
Drivers and passengers agree that a near flat 180-degree surface while
transferring in and out of a car seat is a preference, and where possible new
mobility parks will be on flat ground or designed in such a way that flat access
is achieved.
The surface is a straightforward requirement being non-slip and normally being
on asphalt.
Kerb ramps bring a safe and convenient passage from the park to the footpath
that suits both driver and passenger.
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The gradient of the kerb ramp needs to be set at a minimum of 1:12 to enable
all drivers and passengers to negotiate them. A smooth entrance with no lip
onto the gradient of the ramp is important.
Signage and visibility of parks can be considered in the following way:
International mobility signs are blue and white with a wheelchair logo.
Consideration should be given to a larger format signage, clearly stating
restrictions and penalties.
The logo is painted in yellow on the asphalt in the middle of park.
The logos should be re-marked and painted every 2 years to ensure
maximum visibility.
All signage indicate parking time allowed which, for the nature of the
disabilities warranting a mobility card, means an extension of the limit by
doubling the time allowed to retrieve vehicles. The signage required needs
to be at driver level to attract attention.
It should include penalties to deter ineligible drivers from using the park.
Informational signage for parking should be clear and be continuous with
the spaces designated by that restriction.
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2.2 Placement
The location (placement) of mobility parks must coincide with the concept of
the “accessible journey” that is, looking at a journey in its entirety from start
to finish. Mobility parks need to be as close as possible to the intended
destination point. This would include proximity to shops, services, medical and
social service providers and entries to those places.
To minimise the number of lost standard car parks, new mobility parking
spaces should be introduced in pairs where possible. This would mean 3
standard car parks are lost to produce 2 mobility parks.
Of equal importance for mobility parking are the suburban areas of Wellington
where an increasing number of residents are over 65 and often have access
issues. A review of current mobility parks and research into the suburban
communities’ present and future mobility parking needs will be undertaken.
All Council buildings and facilities with attached public car parks will make
provision for mobility car parks to allow access to these facilities. Where
possible these will be designated as roads to allow adequate enforcement.
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2.3 Future Planning
The incidence of limited mobility is thought to include 18% of the general
population and this percentage will increase due to an increase in the aging
population. There are currently 3,000 car parks in the CBD and 23 mobility car
parks. International best practice suggests 20% of parks being set aside for
mobility parks as this reflects the proportion of people with disabilities.
However in practice few cities set aside 20% of parks and some card holders
are able to use standard car parks.
To meet the current shortage of mobility parks it is intended to increase the
number of mobility car parks in Wellington CBD to 60 car parks over the next
three years. This would represent 2% of the CBD car parking. This is in line
with Australian and Canadian cities (information about the provision in other
New Zealand Cities is unavailable).
Currently, mobility parking spaces are introduced only when there is a formal
request for one, and this can lead to an ad hoc distribution of spaces. An
integrated approach to placement of parking spaces is essential to ensure
reasonable distribution and to take account of destination. Therefore there is a
need for an integrated approach to mobility parking between Community
Services, Parking Services, Roading Engineers, City Planners and the disability
community (through the Disability Reference Group (DRG)) in all current and
future planning of parking. CPTED principles must be incorporated and the
DRG must be consulted on all planning with parking implications.
Current trends in urban design for the CBD are to encourage increased bus
usage, decreased car usage and a decrease in the number of standard car
parking spaces. Any decrease in the number of mobility car parks will severely
compromise access and inclusion. If there is a decrease in the number of
standard car parks there should not be a corresponding decrease in the
number of mobility parks because public transport is often not an option for
people with limited mobility.
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2.4 Payment
Allow people with mobility cards to park for one hour over any time
restriction of 30 minutes or longer or 1 hour over the time they have paid
for. This recognises the extra time needed to go to and from destinations.
The method of payment must be accessible and easy to use
A coin meter at each mobility car park removes the barrier of having to
physically go back and place a ticket on the dashboard.
Encourage the use of Smart Park (a prepaid electronic meter).
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2.5 Towing and Enforcement
This policy recognises that people with limited mobility need access to mobility
parking at all times and this should be reflected in a blanket “at all times”
restriction so that the spaces are for those cars with mobility permits only. It
should be noted that there would be a financial benefit to council if
enforcement is strictly applied. It is intended that there will be more proactive
enforcement of mobility parking.
Enforcement mechanisms will be strengthened and include.
Immediate towing of vehicles not displaying a mobility card or issuing a
parking infringement notice.
A phone line be established to initiate towing for cars parked without a
permit
A process to allow any Council employee or contractor to initiate the
removal of a car from a mobility parking space.
Penalties will be kept under review with a view to a possible surcharge if
standard enforcement is not a sufficient deterrent
.