CONTEXT AND JUSTIFICATION

 

As part of the Government aim of achieving sustainable patterns of development and particularly maximising the use of public transport, cycling and walking, National Planning Policy Guideline 17: Transport and Planning (NPPG 17) and other advice, including the Transport White Paper for the UK (A New Deal for Transport: Better for Everyone 1998), encourages local authorities to set maximum parking standards and to promote the use of public transport, walking and cycling in preference to the use of private transport. The Joint Structure Plan requires that development plans set appropriate maximum parking standards. The Plan sets out maximum parking provision in the form of upper guidelines. The actual parking requirement for major developments, however, will be determined ultimately not by the guidelines but by the transport assessment and the agreed mode share target (see Supplementary Guide 4: Transport Assessments).

 

National guidance and the Structure Plan highlight that:

• development should be directed to areas with good public transport access or areas where good access can be provided;
• higher density housing development should be located in areas with good public transport access;
• setting maximum parking standards is an appropriate means of controlling car use; and
• car parking standards should be related to public transport accessibility.

 

The Plan guidelines are restraint-based related to public transport availability. They set an upper guideline for trip-end development. For mainstream residential development, however, the Plan sets ‘minimum guidelines’. This is to ensure that, for safety and traffic management reasons, off-street parking is provided for residents and visitors. To this end, each new dwelling should have provision for off-street parking wherever this is appropriate within the context of the other policies and site specific conditions referred to in Table 1A of this policy. Provision above the basic guideline will be more appropriate to lower density suburban, mainstream housing areas.

 

In devising the standards set out below, the Council’s intention is not to restrain car ownership but rather to influence the use of cars. It is particularly concerned about the unsustainable increases in car commuting and the consequent congestion that has the potential to adversely affect commerce and industry and drive away business from the City.

 

PUBLIC TRANSPORT ACCESSIBILITY

 

Public transport accessibility has been assessed and taken into consideration in the preparation of the parking guidelines. Four accessibility zones have been identified and the following vehicle parking guidelines take these into account:

• City Centre
• High Accessibility
• Base Accessibility
• Below Base Accessibility

 

Supplementary Guide 6: Public Transport Accessibility Zones, lists and maps the accessibility zone frequency and distance thresholds. The assessment of accessibility zones is explained in the City Plan Technical Note: Infrastructure - Transport.

 

GREEN TRANSPORT PLANS

 

NPPG 17 advocates the use of Green Transport Plans and planning agreements to achieve sustainable transport solutions to new development. It states that development plans should set out the requirements in respect of the types of development and/or locations for which such plans should be submitted in support of development applications. Supplementary Guide 5: Green Transport Plans, outlines the circumstances in which the Council will seek a Green Transport Plan to accompany and support new development.

 

POLICY

 

Car parking provision will be considered against the parking guidelines set out in the accompanying tables for the following types of development:

• Residential (mainstream and other);
• Office, Industry and Business;
• Shopping and Commercial;
• Recreational; and
• Civic, Health and Education.

 

1. Proposals for the provision of parking in excess of the guidelines will require the applicant to provide a sound justification that relates to appropriate site-specific considerations. These may include factors such as townscape, design, ground and topographical conditions, density, road safety, employment generation and operational parking requirements. The restraint-based guidelines create an accessibility gap that is intended to be filled by the greater use of public transport, walking and cycling along with the development of car sharing schemes.

 

2. In areas where accessibility by public transport, cycling and walking is inadequate, (e.g. within the Below Base Accessibility Zone), developers will be required to contribute to the provision of cycling and walking networks and to negotiate improved public transport links to the site.

 

3. Transport Assessments - For major developments the Transport Assessment (see Supplementary Guide 4) will be the determining factor in assessing parking provision within the upper guidelines set by this policy. This will include the impact of the agreed mode-share target on the parking accumulations for the proposed development. In addition, and depending on the location and type of development, developers may be required to prepare a Green Transport Plan as part of their submission (see Supplementary Guide 5).

 

4. In locations where space is restricted, (e.g. tenemental areas), the availability of on-street parking can be taken into account in supply calculations for residential development, particularly for visitor parking. However, this will not apply to non-mainstream residential developments (as listed in Table 1B), except in exceptional circumstances. All such provision should be in marked bays and this may require the Council to promote a Traffic Regulation Order at the developer’s expense. Wherever possible, every effort should be made to minimise the impact of on-street parking for safety reasons and to reduce visual impact in residential areas. It should be noted that the availability of on-street parking cannot be guaranteed indefinitely and the Council retains the right to introduce controlled parking zones.

 

5. In determining development applications, the Council will consider whether restrained parking provision is likely to lead to problems of overspill parking. In appropriate cases, the Council will seek to introduce a controlled parking zone around the development site and the developer may be expected to contribute towards the promotion of the associated Traffic Regulation Order.

 

6. Car Park Design - The design of parking areas should accord with the guidelines in the Council’s ‘Roads Development Guide’ with safety at the forefront of considerations. All car parks will be required to have a high quality of surface finish, boundary and landscape treatment. A Sustainable Urban Drainage System should be provided in all but exceptional circumstances, incorporating a permeable surface wherever possible (see policy ENV 3: Flood Prevention and Land Drainage). For covered car parks, a high quality of design will be required, together with maximum safety and security provision for both vehicles and users.

 

7. Powered Two Wheeler - Assessments should include the likely demand for parking of powered two wheelers and, where provision is justified, car park design should make specific provision for the parking of these vehicles, taking account of security considerations.

 

Note:

 

Developers will have regard to the other appropriate development policies when preparing schemes and are advised to seek the advice of the Council on parking provision prior to the submission of a development application.

 

VEHICLE PARKING GUIDELINES

 

Table 1: Residential Parking

 

Section A: Mainstream Housing for Sale/Rent (private, local authority and housing association)

 

1(i)           New Build The basic guideline for parking provision is 1 allocated space per dwelling unit and an additional 0.25 unallocated spaces per dwelling unit.

1(ii)          Conversions/Redevelopment/Subdivision   The basic guideline for parking provision is 1 allocated space per dwelling unit with no minimum standard of provision for the City Centre.

Further considerations to be applied to 1A (i) and (ii):   The appropriate provision (above or below the basic guideline) for development of the above types is dependent on site specific conditions including:   l  Public transport accessibility (provision below the basic guideline will be considered in areas of High Accessibility -see Supplementary Guide 6: Public Transport Accessibility Zones); l  Density considerations (see policy RES 1: Residential Density); l  Green space standards (see policy RES 3 Residential Green Space Standards); l  Townscape and design requirements (see policies DES 1: Reinforcing Local Character and Identity, DES 2: Urban Design, and DES 3: Building Design and Materials); l  Ground and topographical conditions; l  House size; l  House form (i.e. flatted accommodation with the lowest requirement, through terraced and semi-detached, to detached with the highest requirement); l  Proportion of unallocated to allocated spaces (i.e. higher provision of unallocated spaces will reduce total parking requirement); l  Car availability by household in the surrounding area; l  Existing pressure on on-street parking in the surrounding area;  and l  Practical considerations in relation to conversions, redevelopment and subdivisions.   On most sites, the basic guideline will be regarded as the minimum level of provision.  This may be modified, however, by public transport accessibility and the other site-specific conditions listed above (e.g. the need to ensure an appropriate density of development).  Where provision below 1 space per dwelling is approved, the developer will be required to notify potential residents of their possible ineligibility for residents’ parking permits (when existing controlled parking zones are modified or new controlled parking zones are introduced).  An advisory note to this effect will be attached to the relevant decision notice.   Provision above the basic guideline will be more appropriate within lower density, suburban areas and will be guided by public transport accessibility and the other site-specific conditions as listed above.   Wherever practical, parking provision should be off-street, in the interests of pedestrian safety and traffic management.

 

Table 1 continued

 

Section B: Other Housing (includes Car Free, Sheltered Housing, Residential/Nursing/Children’s Homes, Student Flats and Halls of Residence)

 

Dwelling Size	Public Transport Access		Basic Guideline (spaces per dwelling unit unless otherwise indicated)		Upper Guideline (spaces per dwelling unit unless otherwise indicated)	Notes
2.  Car Free
All sizes	Existing Parking Control Zone				0.1	all unallocated – for visitors and car sharing
3. Local Authority Sheltered Housing for Rent
All sizes	High Accessibility	0.25		0.5		all unallocated
	Base  Accessibility	0.25		0.75		all unallocated
4.   Private Sheltered Housing for Rent or for Sale
All sizes	High Accessibility	0.25		0.75		all unallocated
	Base  Accessibility	0.75		1.25		at least 0.25 to be unallocated
5.   Residential/Nursing/Children’s Homes
	High Accessibility	1.0 space per 16 residents		1.0 space per 8 residents		all unallocated
	Base  Accessibility	1.0 space per 8 residents		1.0 space per 4 residents		all unallocated
6.   Student Flats
	City Centre	0		1.0 space per 20 students and staff		all unallocated
	High Accessibility	1.0 space per 20 students and staff		1.0 space per 15 students and staff		all unallocated
	Base  Accessibility	1.0 space per 15 students and staff		1.0 space per 10 students and staff		all unallocated
7.   Halls of Residence
	City Centre	0		1 space per 30 students and staff		all unallocated
	High Accessibility	1 space per 30 students and staff		1.0 space per 20 students and staff		all unallocated
	Base   Accessibility	1.0 space per 20 students and staff		1.0 space per 15 students and staff		all unallocated

 

NOTES RELATING TO GUIDELINES IN TABLES 1A AND 1B.

 

1. Rounding - Guideline provision should be rounded to the nearest whole number after calculation.

 

2. Allocated Spaces - These are for the exclusive use of the residents of a dwelling and their visitors and take the form of garages, driveways, lockups or spaces with lockable bollards. They should be located either within the curtilage of the dwelling or adjacent to it.

 

3. Unallocated Spaces - These are for general use, should be in marked bays and be located within 30m of the front door. Any unallocated spaces that are on-street will be incorporated into controlled parking zones should these exist or be introduced.

 

4. Phasing - The provision of car parking spaces should be synchronised with the completion of each phase of a development.

 

5. Operational Parking - Residential developments that require operational parking, such as residential homes, should, as far as possible, make provision within the site. This encompasses servicing, business visitors and employees who require daily access to their vehicles for their jobs. It does not include commuter parking.

 

6. Adoption - Allocated spaces will not be adopted and must be within private property. Unallocated spaces, which are on-street, will generally be adopted. Unallocated spaces provided off-street will remain as private property. Within existing or future controlled parking zones, unallocated on-street spaces will form part of the public supply available to resident permit holders, if such a scheme is in operation.

 

7. Management Plan - Where parking provision is wholly unallocated or is less than 1 space per dwelling, a management plan should be submitted by the developer and agreed by the Council. Residents of these developments will be ineligible for residents parking permits.

 

8. Disabled Parking - The requirement is 4% of the upper parking guideline. This is increased to 20% for sheltered and residential/nursing/children’s homes.

 

9. Staff - Provision for staff is included within the allocation for sheltered housing and for residential/nursing/children’s homes.

 

10. Transport Assessment - This is required for residential developments in excess of 100 units or where requested by Land Services. See Supplementary Guide 4.

 

11. Student Flats - The developer is required to enter into a binding legal agreement that the flats will not be sold or rented as mainstream housing. A management agreement is required for the control/rotation of spaces.

 

12. Halls of Residence - A management agreement is required for the control/rotation of spaces.

 

13. Tourist Use - Tourist use of student flats and halls of residence will be a factor in determining parking provision. Additional parking provided for tourist use would require to be controlled to ensure it does not expand the supply for students and staff.

 

14. Car Free - See policy RES 4: Car Free Housing.

 

15. Public Transport Accessibility - See Supplementary Guide 6: Public Transport Accessibility Zones.

 

Table 2: Office, Industry and Business Parking

 

Type of Development	Public Transport Access	Upper Guideline (spaces per 100m2 gross floor area)
Office and Business (including Science Park and ancillary office use) (Class 4)	City Centre	0.4
	High Accessibility (required)	3.0
General Industry (Class 5)	High Accessibility	1.0
	Base Accessibility	1.5
Storage and Distribution (Class 6)	City Centre	0.1
	High Accessibility	0.25
	Base Accessibility	0.5

 

Table 3: Shopping and Commercial Parking

 

Type of Development	Public Transport Access	Upper Guideline (spaces per 100m2 gross floor area unless otherwise indicated)
Retail  - City Centre	City Centre	Considered in the context of public supply - see policy CC/TRANS 1: Permanent Public Parking Supply
Retail - Elsewhere (includes food / non-food stores and retail parks)	High Accessibility (required)	6.0 spaces for Food   4.5 spaces for Non-food
Markets and Car Boot Sales	High Accessibility (required)	1 space per stall holder/pitch + 2 spaces per 100 m2 sale area
Banks/Building Society	High Accessibility (required)	5 spaces per 100 m2 of public floorspace