Policy TRAN7 Parking Management

Comment

Representation ID: 10710

Received: 07/09/2021

Respondent: Mr Richard Slaughter

Quick parking management win - ban all parking on Stourbridge High Street and pedestrianise it.

Comment

Representation ID: 12307

Received: 07/10/2021

Respondent: Access in Dudley

• All houses/bungalows should have a drive so that car charging can be done safely for pedestrians on pavements. These drives could be at the rear or the front but parking for two vehicles would be advised including with terraces houses.
• Of terraced housing is to be built and there is no drive, a car park should be built with allocated 2 spaces per house.
• All flats should have adequate ‘off road’ parking.
• Additional car parking for roads with only terraced houses on, should be allocated a designated ‘off road’ parking area to prevent a) individuals from breaking the law by trailing electric car charging cables across the pavement making these a trip hazard to all or preventing disabled people particularly those in wheelchair, scooters or walking aids from being able to travel safely and without obstruction along our pavements.

Object

Representation ID: 21247

Received: 11/10/2021

Respondent: Newlands Developments

Draft Policy TRAN7 (Parking Management) identifies that the Black Country Authorities will ensure a consistent approach to maximum parking standards is enforced in new developments, as set out in supplementary planning documents.

Whilst it is considered important to promote sustainable transport methods as part of new developments, the provision of parking is critical to the success of logistics schemes. Indeed, where a logistics development is in operation for 24-hours a day, it can mean a shift change takes place overnight where public transport is either limited or not available.

a. achieve a 19% carbon reduction improvement upon the requirements within Building Regulations Approved Document, Part L 2013, or achieve any higher standard than this that is required under new national planning policy or building regulations; and, in addition
b. incorporate generation of energy from renewable or low carbon sources sufficient to off-set at least 20% of the estimated residual energy demand of the development on completion.

We would therefore recommend that draft Policy TRAN7 is amended to confirm that maximum parking standards would not relate to logistics developments.

Comment

Representation ID: 21295

Received: 11/10/2021

Respondent: Owl Homes

Agent: Barton Willmore

Draft Policy TRAN 7 – Parking Management

Draft Policy TRAN7 sets out a number of criteria to ensure the sustainable delivery and management of parking. It advises that maximum parking standards will be utilised so that “a consistent approach to maximum parking standards is enforced in new developments and as set out in supplementary planning documents” (part c). In this regard, it is worthy to note that the most recent car parking standards for Walsall are those set out in Policy T13 of the Saved Unitary Development Plan (UDP, 2005). Given the age of these standards, we would like clarification as to whether these standards will be updated, in order to remain consistent with National Policy and the increasing emphasis on providing / encouraging alternative, more sustainable modes of transport.

Comment

Representation ID: 23426

Received: 15/02/2022

Respondent: L&Q Estates

Agent: Barton Willmore

8.4 Draft Policy TRAN7 (Parking Management) identifies that the Black Country Authorities will ensure a consistent approach to maximum parking standards is enforced in new developments, as set out in supplementary planning documents. We are supportive of this policy in principle, however, the current parking standards in Walsall are set out within the Walsall Council Parking Strategy (which was adopted in 2008), and thus it is considered that this SPD should be updated to accord with the requirements of NPPF Paragraph 107 in terms of setting local parking standards. In addition, we consider that new parking standards should set out specific requirements for the provision for charging infrastructure for electric vehicles as part of developments. Draft Policy TRAN8 (Planning for Low Emission Vehicles) lacks clarity in this regard. Consequently, L&Q Estates seek clarification that new parking standards are being developed which will replace the Walsall Council Parking Strategy (2008) and would welcome the opportunity to consult on this, where appropriate.

Object

Representation ID: 43873

Received: 05/10/2021

Respondent: Taylor Wimpey

Agent: Pegasus

10.11 Policy TRAN7 (Parking Management) sets out that maximum parking standards for each of the Black Country Authorities will be enforced through supplementary planning documents. This approach is not supported by Taylor Wimpey. Any parking standards should be defined within the Plan to allow their appropriateness to be robustly tested at examination.

Comment

Representation ID: 45900

Received: 11/10/2021

Respondent: Transport for West Midlands

TfWM has responsibility for Park and Ride sites, certain electric vehicle charging infrastructure and some cycle parking provision. As part of wider policy and demand management measures, to restrain car usage and increase sustainable modes, we see car parking management measures being vital.

The current WM LTP4, Movement for Growth sets out a need for a metropolitan parking strategy to balance the role of car access to centres to support economic vitality, whilst promoting the use of sustainable travel. This is to ensure that private car volumes are not at such levels where the dominance of the car detracts from the quality of our centres.

Based on this, we welcome many of the points made under policy TRAN7, however the importance of good quality parking needs to be presented too. From TfWM’s LTP evidence review into parking, the ‘whole quality parking experience’ including how parking interconnects with other transport modes is seen as extremely important. And where ‘mobility hub’ style options are available with pop up shops, distribution lockers, ZEV charging opportunities and food outlets alongside standard car parks and sustainable transport options, these are welcomed, and have helped reduced the impact of parking in other towns and cities.

From our LTP evidence base research, we also know that only 20% of trips into centres are for commuting purposes with the remainder being for retail and leisure. There is also limited evidence to suggest that parking charges act as a deterrent to shopping trips, and its good quality pedestrian measures and investment in traffic reduction and public realm which increases retail footfall and makes the greatest impact on local high street economies, and we would be happy to share our evidence in this area, to help shape further the parking policies within the plan.

The NPPF also echoes this by stating “that local authorities should consider an area’s accessibility, type, mix and use of development, availability of public transport, local car ownership levels … when setting local parking standards”.

Based on this, paragraph 9.61 should be altered to read: “The management of car parking is fundamental to achieving the Vision for sustainable communities, environmental transformation and economic prosperity. It also has a key role in helping to reduce the overall level of private vehicle trips with obvious benefits for congestion, road safety, air quality and carbon emissions”.

Under policy TRAN7 1a, concerning parking measures between centres, we feel the decision to not include Brierley Hill (Merry Hill) within the parking policy for charging across strategic centres is a serious omission. It should be noted that the WMCA (under written by Dudley MBC and the other West Midlands constituent authorities) are investing many millions of pounds into improving public transport connectivity across the Black Country, including the Wednesbury to Brierley Hill Midland Metro Extension. To support this investment, substantial funding has been raised by loans which are linked to increased use of the Midland Metro (as part of its extension). This policy as drafted, has potential to create challenges with regards to the jointly targeted strategic outcomes of increased public transport usage as an alternative to single occupancy car usage.

Under more general comments now, there is no policy reference to parking facility / kerb side management requirements for freight, servicing and logistics, for ZEV charging points, for pick-up/drop off points for taxis, car club schemes, coaches and bus layover points, for powered two wheelers and cycle parking or parking for disabled people. Hence, policy TRAN7 could be expanded upon, to cover wider parking matters including:
• Promoting car free developments in those most accessible locations where excellent public transport is available.
• Introducing permit parking schemes for new developments.
• Ensuring adequate parking provision for disabled car drivers and passengers.
• Full consideration of ZEV charging infrastructure and parking, together with spaces for ZEV car clubs
– covering both off street and on street public parking provision.
• The need for all future stations/interchanges/mobility hubs to be designed with restrictive car parking and full promotion of sustainable options for onward journeys, including cycle hire facilities/bus connections.
• Incorporating secure and covered cycle parking to meet long-term demand from occupiers and visitors, in convenient locations to maximise usage, together with consideration of showers, changing facilities, lockers and bike hire scheme parking.
• Adequate provision of designated pick-up/drop-off points for taxis, demand-responsive transport services and car clubs etc.
• Adequate parking and docking facilities for escooters.
• Endorsing mobility credits as incentives to new residents to give up parking spaces, with usage of spaces being kept under review.
• Making appropriate parking provision for deliveries and servicing (including the requirement of Delivery and Servicing Plans for appropriate developments) to help meet road safety requirements, transport emissions and other environmental impact standards and reduce repeat deliveries.
• Promoting controlled parking zones around schools and early years’ settings.

In addition to the above bullet points, consideration should be given to further measures to help manage the overall demand for travel such as the expansion of Controlled Parking Zones, greater use of Traffic Regulation Orders and the role out of permit schemes.

Also where car parks are under-utilised, changes in land uses could be explored including replacing parking provision with mobility hubs, and be adapted to reflect demand, and we have seen this as a policy in other local plans across the region and beyond. Also, any policies which restrict the proliferation of ‘bomb site’ car parks on vacant land would further be welcomed.

Comment

Representation ID: 46188

Received: 11/10/2021

Respondent: Vulcan Property II Limited

Agent: Maddox Planning

Whilst policy TRAN7 makes reference to ‘…ensuring that a consistent approach to maximum parking standards is enforced in new development as set out in supplementary planning documents’, paragraph 108 of the Framework states that:
‘Maximum parking standards for residential and non-residential development should only be set where there is a clear and compelling justification that they are necessary for managing the local road network, or for optimising the density of development in city and town centres and other locations that are well served by public transport’