Policy TR6 Parking and Servicing
A development proposal will be required to provide adequate provision for parking and appropriate servicing arrangements. The precise amount of car parking will be determined according to the specific characteristics of the proposed development and its location having regard to DfI published standards38. Proposals should not prejudice road safety or significantly inconvenience the flow of people or goods.
A reduced level of car parking provision may be acceptable in the following circumstances:
where, through a Transport Assessment, it forms part of a package of measures to promote alternative transport modes; or
where the development is in a highly accessible location well served by public transport; or
where the development would benefit from spare capacity available in nearby public car parks or adjacent on-street car parking; or
where shared car parking is a viable option; or
where the exercise of flexibility would assist Council in securing broader planning gain and public benefit that would outweigh the reduced level of parking.
Justification and Amplification
The role of car parking in influencing the mode of transport people choose for their journeys is recognised. Car parking should not incentivise the use of the private car over more sustainable modes of transport. However, it is acknowledged that in the absence of an adequate public transport network to serve the whole of the Borough, a balance needs to be struck between the car parking provision and promoting other transport modes. This policy therefore seeks to ensure that car parking is considered alongside the aim of achieving more sustainable travel patterns.
In some circumstances, it may not always be appropriate or desirable to require applicants to fully meet demand for car parking generated by their developments. This is especially the case in town centres and other areas where alternative modes of transport exist, or where there is spare capacity within nearby public car parks or adjacent on-street car parking. In these highly accessible locations, any reduced level of parking will need to be negotiated with the Council, in conjunction with DfI Roads, unless there are specific provisions for reduction of standards included in the LDP Local Policies Plan.
Outside of these areas, there may also be situations where a reduction in car parking provision in a new development will be considered. Flexibility around this may be justified where a reduced level of car parking forms part of a package of measures included in the Travel Plan that seeks to promote alternative modes of transport. In other circumstances, flexibility may be afforded where a reduced level of car parking would secure a broader planning gain – for example a better quality development or an appropriate design within a Conversation Area. This should not be at the expense of road safety, for example, in rural locations where suitable alternative parking is not normally available.
In all cases where a reduced level of parking is considered acceptable, the applicant will still be required to reserve an appropriate proportion of reserved parking spaces for those with disabilities or impaired mobility.
Parking provision in excess of the published standards will only be permitted in exceptional circumstances.
Parking provision should include an appropriate amount of electric charging points. In addition, for shopping, leisure and services (including educational and community uses), parking spaces should be provided for those with disabilities or impaired mobility, as well as consideration given to the provision of ‘parent and child’ parking spaces.
Servicing arrangements are also important and can exert a major influence on the quality of the urban environment and its attractiveness to shoppers and other visitors. In town centre locations, applicants will normally be expected to include proposals for the provision of rear servicing facilities where practicable.
Council will apply the current Departmental guidance contained within ‘Creating Places – Achieving Quality in Residential Developments’ (DOE, 2000), Development Control Advice Note (DCAN) 8 ‘Housing in Existing Urban Areas’ (DOE, 2002), Development Control Advice Note (DCAN) 11 ‘Access for People with Disabilities’ (DOE, 1991); and draft Revised Development Control Advice Note (DCAN) 11 ‘Access for All – Designing for an Accessible Environment’ (DOE, 2003).