Hampshire Parking - Strategy and Standards

Hampshire Parking - Standards and Strategy

Parking Strategy : Policies and Proposals

4.1

The parking strategy aims to help tackle congestion as part of a sustainable transport system through the following seven main parking policies.

Policy 1: Effectively manage and co-ordinate the existing on and off-street public car parking stock through measures including the supply of spaces, maintenance, charging and enforcement:

Proposal 1a:

Manage efficiently the publicly owned on and off-street public parking stock to avoid over-provision and support its use by the intended categories of users.

Work with private and public owners of public off-street car parks to assist in achieving the objectives of the relevant Area Transport Strategy.
Achieving and maintaining the balance of supply and demand in the total number of spaces are important factors in providing for local transport needs.

Proposal 1b:

Reduce long-stay parking for the workplace and give greater priority to adequate parking for shorter-stay purposes such as shopping and visiting.

As part of the Area Transport Strategy proposals, include parking for shorter-stay users such as shoppers while restricting long-stay parking for commuters, particularly in urban centres where alternative modes of transport are available. Clearly, longer-term parking is needed at transport interchanges, notably rail stations.

Proposal 1c:

Apply levels of parking charges that assist in meeting the Area Transport Strategy objectives.

Set parking charges set at appropriate levels for the local area to help balance parking supply and demand, bearing in mind the Area Transport Strategies and charges as a whole within Hampshire. The parking authorities will seek to ensure a consistent approach to charging levels.

Proposal 1d:

Enforce parking regulations effectively and where appropriate introduce measures to assist in enforcement such as Special Parking Areas and decriminalisation of parking.

Without enforcement of parking regulations, both Parking and Area Transport Strategies could be undermined.

Proposal 1e:

Implement park-and-ride facilities where appropriate to the Area Transport Strategy.

This applies to bus and rail-based park and ride, and to informal car-sharing locations where overall car-trip mileage can be reduced.

Policy 2: Encourage reductions in existing privately owned non-residential car parking spaces, or the usage of these spaces, or both:

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Proposal 2a:

Introduce company travel plans, school travel plans and other initiatives to reduce the need for or usage of parking spaces.

Encourage employers, schools, colleges and similar establishments, through community and public involvement, to achieve a voluntary reduction of car usage and parking demand.

Proposal 2b:

Consider the introduction of workplace parking charges at an appropriate time.

This may provide an opportunity to influence travel costs to users of private non-residential parking spaces, which form the majority of parking stock in most urban centres; the aim is to encourage the use of alternative modes of travel.
Workplace parking charges are likely to be linked with company travel plans in an integrated strategy.

Policy 3: Introduce Hampshire Parking Standards to car parking associated with land use development:

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Proposal 3a:

Apply ‘Hampshire Parking Strategy and Standards’, the local maximum car parking standards, to developments. Photo of parked cars

New parking standards are proposed for all new developments and are defined in Appendix 1. Hampshire Parking Strategy and Standards aims to provide a robust but flexible approach to setting standards for the county and the two unitary cities. For example, more stringent parking standards are proposed for developments that have better access by public transport and other non-car modes.
In the medium to long term this approach is expected to influence travel behaviour significantly, particularly in the Major Development Areas. (see Accessibility Maps). The accessibility level, with several secondary considerations such as economic or environmental conditions, will reflect the varied nature of Hampshire.

Proposal 3b:

New development areas should assist in achieving the Area Transport Strategy objectives and the developer will normally be required to provide financial support for alternative transport provision.

This should be read with proposal 3a and guidance in producing a transport assessment for new development proposals, as indicated in Section 23 of Planning Policy Guidance (PPG) 13. Developers will normally be asked to contribute to help make the development work effectively by providing new transport facilities alongside a more balanced provision of parking.
Contributions from private funds may be needed for public transport, cycling, pedestrian facilities and other elements of the appropriate Area Transport Strategy.

Proposal 3c:

Existing public parking stock with spare capacity within a reasonable walking distance of development proposals will be taken into account in the overall maximum parking provision.

This will apply mainly in urban areas, and ensures that additional parking spaces are not needlessly added where existing public parking stock is available.
Similarly, where a parking area can be shared without conflict (eg used for different purposes at different times of day or days of the week), it is better to avoid duplication and apply only the standard that will provide the greater single number of spaces.

Proposal 3d:

Where existing non-residential land use is extended or there is a change of use, ‘Hampshire Parking Strategy and Standards’ apply to the entire site.

Proposal 3e:

Courts superstore car park When considering the parking requirements of additional development on a site, subject to an application for planning permission, it is necessary to take into account the entire parking stock on the site.

Where the additional development is more than 10% of existing floor space, and there will be more than 50 employees on the entire site, the whole site will become subject to a company travel plan.
These proposals require that a developer seeking planning permission on an existing site for, say, an extension, would have to take into account all parking already available on the site. The existing site is expected to be subject to a company travel plan if it is an appropriate land use and exceeds the thresholds in Appendix 1, Table B.

Proposal 3f:

Developers are required to commit themselves to producing and implementing company travel plans with development proposals to reduce car travel to work and journeys in the course of work.

For non-residential uses, company travel plans or site travel plans will be required for sites above the thresholds specified in Table B of the Hampshire Parking Standards. The local planning authority may also require a plan for smaller sites below those thresholds.

Policy 4: Provide adequate cycle parking provision and facilities for cyclists:

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Proposal 4a:

Apply the cycle parking standards specified in ‘Hampshire Parking Strategy and Standards’.

New developments are required to include at least the level of cycle parking and facilities specified according to type of land use in the Hampshire Parking Strategy and Standards (short stay and long stay).
For workplaces and some other land uses, secure covered spaces with lockers and changing facilities will also be expected, subject to the transport assessment.

Proposal 4b:

Introduce more cycle parking.

This can be achieved through voluntary means such as the company and school travel plans referred to in Policy 2 above.
Local cycle policies and proposals in the Area Transport Strategy should also be taken into account when providing additional cycle facilities in public places.

Policy 5: Ensure changes to parking provision do not undermine the economic viability of areas or adversely affect local roads and the environment:

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Proposal 5a:

Parking provision and charges should be designed not to undermine the vitality and economic viability of cities, towns and villages.

The effect of parking provision and charges on the local economy is a ‘local factor’ identified in Hampshire Parking Strategy and Standards. The level of parking is based mainly on levels of accessibility to non-car modes, but can be modified for local factors such as economic conditions. This allows the local planning authorities some flexibility to increase or reduce the maximum parking provision according to economic conditions in their area.
This flexibility will normally apply only to retail and employment land uses.

Proposal 5b:

Parking facilities to be designed to have minimal adverse impact on the physical environment.

The environmental characteristics of a location such as a conservation area, can reduce the maximum number of parking spaces identified in the Hampshire Parking Strategy and Standards.
This allows the local authorities some flexibility to reduce the maximum parking provision to take account of environmental conditions in the area, for example air quality, surface water run-off or flooding, and visual quality.

Proposal 5c:

Apply suitable enforcement measures for existing users where the restriction of on-site car parking is likely to result in an unacceptable overspill onto neighbouring streets.

The application of Hampshire Parking Strategy and Standards might prompt drivers to park in neighbouring residential or other streets.
Where appropriate, developers will be required to monitor potential parking difficulties and, if necessary, help pay for parking controls to maintain existing arrangements.
Enforcement techniques may include establishing residents’ parking areas, controlled parking zones or waiting restrictions enforceable by traffic regulation orders.

Policy 6: Promote high quality facilities for people with mobility impairments in all parking areas:

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Proposal 6a:

Within parking areas, provide facilities for people with mobility impairments who need to use a private car.

For many people with disabilities, community transport can provide an acceptable door-to door service. Where this is not available and they use a car, they will need suitable facilities at the car parking location.

Proposal 6b:

All new parking areas to provide for mobility-impaired people, as set out in national standards.

Parking spaces for people with disabilities should be designed to take account of best practice and guidance (see Appendix 1 ).

Policy 7: Improve safety and personal security standards in parking areas:

Proposal 7a:

The layout and design of parking areas to be set out in a safe manner to minimise personal injury accidents.

Parking areas must provide safe conditions for all users, notably car drivers, pedestrians, motorcyclists and pedal cyclists.
Facilities for service vehicles or those delivering or removing goods from premises should be segregated from the parking areas as far as possible to avoid conflict and prevent their use as overflow parking areas.
Refer to the Hampshire Design Guide for residential areas and to best practice elsewhere.

Proposal 7b:

The layout and design of parking areas to be set out with regard to personal security and security against theft.

Refer to guidance on Personal Security in the Pedestrian Journey by the DFT and best practice elsewhere.
Personal security considerations are important and measures such as good lighting and video surveillance are strongly recommended.

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