Leeds City Council is conducting a consultation on parking in the city.
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There’s a draft Leeds Parking Supplementary Planning Document – which you can access here http://www.leeds.gov.uk/residents/Pages/Leeds-Parking-SPD.aspx

‘The purpose of the draft Leeds Parking Supplementary Planning Document (SPD) is to formalise the current parking policies contained within the Unitary Development Plan and other documents, and to update the maximum parking guidelines for new developments. The SPD should not introduce new policy but is intended to elaborate on the parking policies contained within the Publication Draft Core Strategy. The SPD also sets out the way that the Council operates the public car parking under its control.

The SPD covers parking policy throughout the district, but also sets out a specific strategy for City Centre parking management. It covers bicycle and motorcycle parking as well as car parking.’

The whole document is heavy reading – the summary below is meaty in itself.
But it’s worth taking the time to look at this.
It has implications e.g. for disabled parking, bicycle and electric car parking, parking around schools – as well, obviously, as policies which affect congestion in the City Centre and elsewhere and transport planning in general.

The consultation ends on Friday 17 October. You can respond online, or by email –to travelwise@leeds.gov.uk, or in writing – FAO Tom Randall, Transport Policy, Highways and Transportation, Middleton Ring Road, LS10 4AX.

You’ll need to consult the document in order to respond.

You can do this on the website. Or alternatively all the documents are available for inspection at the Development Enquiry Centre, City Development Department, Leonardo Building, 2 Rossington Street, Leeds, LS2 8HD (Monday – Friday 8:30 a.m. – 5 p.m.) (Wednesday 9:30 – 5 p.m.) and at all Leeds City Council libraries and One Stop Centres for the duration of the consultation period

The main points of the draft SPD are
1. Strategy for City Centre – to continue to restrict supply of long stay parking and make best use of existing and planned public transport for travel to the City Centre.
2. Long stay charging policy for the City Center for Council operated public parking is to aim for charges to be set above public transport fares – though this may not always be possible. The management of pricing for short and medium stay parking in the City Centre and all parking elsewhere is left flexible in order to maintain efficient cra park use.
3. The presumption is against new, permanent commuter car parks in the City Centre Core and Fringe areas, since ther is significant spare capacity. Additional short and medium stay car parks will be encouraged to support the vitality of the City Centre.
4. The replacement of off street parking within the Public Transport Box would not be acceptable, in the event that a redevelopment scheme proposed within this area.
5. The management of cleared site car parks. The policy is continued of seeing these as unacceptable within the Core, possibly permissible on the Fringe on a temporary basis assessed against set criteria. Sites granted temporary planning permission in 2012 will be assessed at the end of the 5 year period.
6. Flexible use of charging on street is allowed for, both in the City Centre and town centres to encourage turnover of parking and thus help visitors and shoppers
7. There is a new set of parking guidelines for new developments, though generally there is little change to the numbers of parking spaces allowable in such developments
8. For bicycle and motorcycle parking, there’s information on recommended type of provision, current locations of public parking and guidance on provision allowable on new developments
9. Current parking standards for new City Centre office developments are maintained. This is a key element to the transport strategy aims of reducing congestion on the roads of Leeds

The main changes from the Unitary Development Plan standards for general car parking are
1. A revised geography for the Core and Fringe parking areas for the City Centre
2. Removal of the Prestige developments category which had higher levels of parking provision
3. Removal of separate parking standards for designated local centres, in order to encourage development in these locations
4. Simplification of the standards by removing size thresholds for non-retail use classes
5. Use of expected standards rather than maximum standards outside the Core and Fringe areas
6. Addition of expected parking standards for houses in multiple occupancy and student accommodation
7. Creation of a more relaxed parking standard for B1 offices that are to be operated as call centres
8. Amendments to the size thresholds for developments to mirror those already used as triggers in the Travel Plan Supplementary Planning Document
9. More amendments to individual use class ratio bases on the experience of planning and highways development services.

– The guidance about the provision of parking at schools allows for greater flexibility around the number of spaces provided for staff and visitors, depending upon specific circumstances. This, plus more sustainable modes of transport, together with careful management of parental parking and robust school travel plans remain the key elements in reducing parking problems around schools and congestion en route to schools
– A link has been created between travel plan targets and guidance on long stay bicycle parking numbers. A cap on the maximum number of short stay bicycle spaces to prevent excess provision has also been added to the guidance.
– The revised disabled parking guidelines have been based on relevant British Standards and now give flexibility for conversion of spaces once a development is occupied. The disabled parking guidelines now apply to all developments, irrespective of size. The cap on the maximum provision has also been removed.
– For electric car and car club parking spaces a recommendation is given for B1 and C3 class developments about the level of provision that developers should consider. If these alternative forms are not being considered, the developer should be able to justify why.

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