Development Management Development Plan (DPD)

Ended on the 9 August 2010
If you are having trouble using the system, please try our help guide.

Section 9: Transport and Accessibility

Issue DM26: Sustainable Transport Management

Issue
Transport in Southend-on-Sea plays a key role in supporting economic growth, reducing carbon emissions, promoting equality of opportunity and improving the quality of life and health. Better safety and security and the quality of public spaces have been strongly promoted in Southend-on-Sea, particularly as part of key regeneration schemes. Mobility management policies supporting ‘smarter choices’ reduce the reliance upon the car and encourage more sustainable modes of transport including cycling, walking and public transport. Reducing congestion and ensuring better accessibility to employment and housing developments follows on from this and at the same time new development should be located in areas which are accessible by non-car modes and which reduce the overall need to travel.

Context
The Southend-on-Sea Local Transport Plan 2 (2006 – 2011) (LTP2) seeks to secure a 'step change' in transport provision and service to deliver quality integrated facilities, improved accessibility and the long term sustainability of Southend-on-Sea necessary to achieving the town's potential for regeneration and growth to provide for a vibrant and prosperous coastal town and a regional centre of cultural and intellectual excellence.

LTP2 is currently being updated and an Issues and Options consultation on LTP3 (2011 – 2016) is scheduled for 2010. The Development Management DPD preparation will be updated to take account of the emerging issues and options in LTP3 as they are developed.

The LTP2 objectives seek to tackle congestion by: the more efficient use of road capacity; providing for quality public transport; placing greater emphasis on travel plans and 'smarter choices' of travel; and improving conditions for cyclists, pedestrians and motorists with the aim of reducing the need to travel.

LTP2’s vision for accessibility draws on the need to contribute to the Council’s wider vision and objectives set by the Community Plan. The focus is to maximise accessibility to employment, healthcare, education, leisure and shopping for all and particularly the most socially-excluded sections of the population. A series of ‘environmental rooms’ and distributors were identified by the Integrated Transport Partnership during the development of LTP1 and these were continued through to LTP2. Distributors are the main roads in the town whose principal function is to distribute traffic. Accessibility is a priority on these routes and the aim is to keep obstructions on these routes to a minimum. Environmental rooms are the areas bounded by these distributor roads, within which the quality of the local environment has priority.

Southend-on-Sea is a designated ‘cycle town’ with secured funding from Cycling England. A new network of cycle routes are in place and under construction. Linking with the Thames Gateway South Essex Green Grid (Parklands), the cycle network, walking corridors and greenways all take advantage of quiet areas created by the ‘environmental rooms’ to provide safe and enhanced routes. New and improved cycle and pedestrian crossing facilities are and will be developed on busier corridors to ensure that safe links are provided between residential, employment, tourism and educational areas. Improvements to the quality of life by creating a better environment that encourages greater levels of safety, public transport usage, walking and cycling, now has greater significance in terms of regeneration and streetscene. All LTP2 seeks schemes link the walking and cycling network and public transport facilities across the borough to make non-car modes safe and more attractive alternatives.

The Council seeks to deliver improvements to the borough’s air quality through measures which: encourage use of sustainable modes; reduce the need to travel, especially by car; and reduce the amount of queuing traffic thereby reducing the emission rates associated with idling vehicles.

‘Smarter choices’ will be encouraged in developments. ‘Smarter choices’ are techniques for influencing people's travel behaviour towards more sustainable options such as encouraging school, workplace and individualised travel planning. They also seek to improve public transport and marketing services such as travel awareness campaigns, supporting car clubs and encouraging flexible working.

Sustainable Transport Management – Suggested Option

Our approach is:
To maximise opportunities for the use of sustainable travel modes such as walking, cycling and public transport within a mobility management framework of ‘smarter choices’. Infrastructure for cycle parking, public transport, electric and hybrid vehicles such electric points will generally be supported.

We will achieve this by:
1. Ensuring that development will only be allowed where there is physical and environmental capacity to accommodate the type and amount of traffic generated in a safe manner.

2. Ensuring that access to the proposed development and any traffic generated will not unreasonably harm the surroundings, including the amenity of neighbouring properties and/or the public rights of way.

3. Ensuring that development proposals incorporate satisfactory and appropriate provision for:

  1. Pedestrians, including disabled persons and those with impaired mobility;
  2. Cyclists, through safe, secure and covered on-site cycle parking and where appropriate changing facilities;
  3. Public transport, through measures that reduce dependency on private vehicles; and
  4. Servicing and emergency vehicles.

4. Incorporating appropriate ‘smarter choice’ measures into all developments such as Travel Plans (Personal; Workplace and School), car clubs, car sharing and pooling, real-time public transport information and marketing and communication materials.

Sustainable Transport Management – Alternative Options

1. It is considered that there are no alternative options that will be able to contribute towards sustainable transport management.

Development Plan Policy Linkage

The East of England Plan (2008) T1 to T15: Regional Transport Strategy
Southend-on-Sea Core Strategy (2008) Policy KP1: Spatial Strategy
Policy KP2: Development Principles
Policy CP3: Transport and Accessibility

Relevant Southend-on-Sea Borough Local Plan Saved Policies

Policy T8: Traffic Management and Highway Safety
Policy T13: Cycling and walking
Policy T14: Public Transport

Issue DM26: Questions

(5) 95. Do you agree with the suggested option?
(1) 96. Do you agree that there are no reasonable alternative options? If not, please state why.
(3) 97. Have all the sustainable transport management issues that affect new developments been considered and are there any other transport issues that need to be addressed?

Issue DM27: Vehicle Parking Standards

Issue
Core Strategy Development Plan Document Policy CP3 states that all development will need to reduce sole reliance on the car for accessibility. Parking over-provision will reverse the aim to switch from using a car to more sustainable modes. Under-provision may induce a beneficial mode switch but could also introduce operational difficulties, amenity and safety impacts resulting from additional parking in inappropriate locations. The availability of parking has a major influence on the choice of transport.

Context
The East of England Plan makes provision for 13,000 new jobs and 6,000 additional dwellings in Southend-on-Sea by 2021. This is likely to generate a need for circa 8,000 private non-residential parking spaces and 9,500 new private off street spaces.

In order to meet the future parking need in the borough a number of modifications to the current (EPOA) parking standards are proposed. These proposed changes take account of the standards applied across the region, the scale of growth being forecast, the different transport characteristics that apply across the area and the need to attract developer contributions. The concept of having no minimum parking standards should be maintained, provided that a clear mechanism is established to attract developer contributions. The aim to encourage shared use of space within mixed use development should be maintained as should the adoption of ‘composite’ parking standards to accommodate staff, visitor and non-HGV operational needs. It is considered that some flexibility in the application of standards with larger, staged developments would be appropriate, particularly in cases of economic regeneration. In summary, the justification for the proposed modifications are as follows:

  • The use classes chosen for parking standards modification make up the significant majority of all likely development activity;
  • The scale of development envisaged in the borough is substantial and if achieved would add significant traffic flows to an already congested road network;
  • Applying tighter standards to some non-residential developments should reduce the rate of traffic growth;
  • Differential parking standards would apply across the area which recognise the different parking and public transport characteristics of the inner (town centre) and outer areas;
  • Increasing the flexibility in the application of residential parking standards recognises the highly varied site constraints, commercial and marketing realities and the importance of influencing car use rather than car ownership; and
  • It provides an opportunity to clarify the position with respect to developer contributions.

These standards will be kept under review during the Development Management DPD production process and will take account of any recommendations set out in the forthcoming LTP3.

Vehicle Parking Standards – Suggested Option

Our approach is:
To apply appropriate car parking standards that discourage private vehicle use, ease congestion and encourage the use of more sustainable transport modes.

We will achieve this by:
1. Applying the suggested vehicle standards sets out in Table 4 and the suggested cycle parking standards set out in Table 5.

Table 4: Current and Proposed Options for Parking Standards by Use Class

Use Class Land Use Proposed Maximum Standard – Suggest Option
Central Area AAP Rest of Borough
A1 Shops – food 1 space per 18 m² 1 space per 14 m²
A1 Shops – non food 1 space per 35 m² 1 space per 25 m²
A2 FinancialAnd ProfessionalServices 1 space per 30 m² 1 1 space per 20 m²
A3 Restaurants and cafes/Transport cafes 1 space per 6 m²
1 lorry space per 2 m²
1 space per 5 m²/
1 lorry space per 2 m²
A4 Drinking Establishments 1 space per 6 m² 1 space per 5 m²
A5 Hot Food Takeaway 1 space per 25 m² 1 space per 20 m²
B1 Business 1 space per 40 m² 1 space per 30 m²
B2 GeneralIndustrial 1 space per 60 m² 1 space per 50 m²
B8 Storage or distribution 1 space per 150 m² 1 space per 150 m²
C1 Hotels 1 space per bedroom (guest or staff) 1 space per bedroom (guest or staff)
C2 Hospitals - To be treated on its merits
C2 Residential care homes 1 space per resident staff + 1 space per 3 bed spaces/dwelling units 1 space per resident staff + 1 space per 3 bed spaces/dwelling units
C3 Dwelling Houses
- main urban areas/good access to public transport
- urban location with poor off peak public transport services

1 space per dwelling

1.5 spaces per dwelling

2 spaces per dwelling
D1 Medical Centres 1 space per full time staff + 2 spaces per consulting room 1 space per full time staff + 2 spaces per consulting room
D1 Day care centres 1 space per full time staff + 1space per 4 persons attending 1 space per full time staff + 1space per 4 persons attending
D1 Creches/Nurseries 1 space per full time staff + waiting facilities where appropriate 1 space per full time staff + waiting facilities where appropriate
D1 Schools(Primary and Secondary Education) 1 space per 2 daytime teaching staff 1 space per 2 daytime teaching staff
D1 Schools(Further and Higher Education) 1 space per 2 daytime teaching staff + 1 space per 15 students 1 space per 2 daytime teaching staff + 1 space per 15 students
D1 Art Galleries / Museums / Public Halls 1 space per 25 m² 1 space per 25 m²
D1 Places of Worship/Libraries/Reading Rooms 1 space per 10 m² 1 space per 10 m²
D2 Cinemas 1 space per 5 seats 1 space per 5 seats
D2 Other Uses (Assembly and Leisure) 1 space per 22 m² 1 space per 22 m²

Table 5 Cycle Parking Standards

Use Class Land Use Minimum Cycle Parking Standard
A1 Shops – food 1 / 100m² for staff
1 / 100m² for customers
A1 Shops – non food 1 / 100m² for staff
1 / 200m² for customers
A2 FinancialAnd ProfessionalServices 1 / 100m² for staff
1 / 200m² for customers
A3 Pubs, Clubs and Restaurants 1 / 4 staff
1 / 25m² for customers
B1 High technology / Offices 1 / 50m² for staff
1 / 100m² for visitors
B2 Industry 1 / 50m² for staff
1 / 200m² for visitors
B8 Warehousing 1 / 100m² for staff
1 / 400m² for visitors
C1 Hotels and visitor accommodation 1 / 4 staff1 / 10m² beds
1 / 25m² restaurant / entertainment area
C2 Sheltered Housing 1 / 4 staff
1 / 20 beds
C2 Hospitals 1 / 4 staff
1 / 20 beds
C3 Residential None if garage provided
2 / dwelling (two beds or more)
1 / dwellings (one bed)
1 / 8 units (for visitors)
D1 Places of Worship 1 / 5 seats
D1 Health Centres, Surgeries 1 / 4 staff
1 / consulting room
D1 Day Care Centres 1 / 4 staff
1 / 200m² for visitors
D1 Family Centres 1 / 5 staff
1 / consulting room
D1 Cultural Buildings 1 / 4 staff
1/ 35m2
D1 Public Entertainment Buildings 1 / 4 staff
1 / 20 seats
D1 Schools and Colleges 1 / 5 staff
1 / 3 students
D1 Day Nurseries 1 / 5 staff
1 / 30 children
D1 Libraries 1 / 4 staff
3 at branch library 10 at main library
D2 Places of Assembly 1 / 10m²
D2 Sports Grounds 1 / 4 staff
1 / 4 players
D2 Indoor Sports Centres 1 / 4 staff
1 / 4 visitors
- Garden Centres 1 / 100m² for staff
- Petrol Station 1 / 5 staff
1 / 100m² shop floor where applicable
- Service Garages 1 / 5 staff
- Car Sales Showrooms 1 / 100m² for staff
1 / 200m² for customers
- Camping Sites 1 / 4 staff
1 / 10 pitches
- Marinas 1 / 10 moorings
- Car Parks and Park and Ride Sites 1 / 10 parking spaces
- Rail Stations 10 / Morning Peak service
- Bus Stations 4 / bus bay
- Key Bus Stops 4 / stop

Vehicle Parking Standards – Alternative Options

1. Retain current (EPOA) standards

It is considered that these standards do not exactly reflect the parking requirements of Southend-on-Sea. The suggested option reflects amendments to the EPOA standards to meet the Southend-on-sea context.

Development Plan Policy Linkage

The East of England Plan (2008) T14: Parking
Southend-on-Sea Core Strategy (2008) Policy KP1: Spatial Strategy
Policy KP2: Development Principles
Policy CP3: Transport and Accessibility

Relevant Southend-on-Sea Borough Local Plan Saved Policies

Policy T10: Town Centre Parking (on-street)
Policy T11: Parking Standards
Policy T16: Commuter Car Parking

Issue DM27: Questions

98. Do you agree with the suggested option?
99. Do you consider the alternative option to be more appropriate? If so, please state why.
100. Are there any other parking issues that the Council should consider?
If you are having trouble using the system, please try our help guide.
back to top back to top