Scottish Government

THE EFFECT OF MAXIMUM CAR PARKING STANDARDS INCLUDING INWARD INVESTMENT IMPLICATIONS

Appendix D - Case study FIndings

Introduction

The following sections detail the case studies that were pursued for this study. They have been broken down into a similar format for ease of comparison and are discussed under the following six headings:

• Development Facts;
• Development History;
• Parking Standards;
• Development Operation;
• Impact of Parking Standards; and
• Summary

Information for each of these case studies was obtained from the local authorities for the area, where possible involving a planning official and a roads official, the developer or occupier for the development and from site visits to some of the case studies.

Aberdeen Robert Gordon University - Garthdee Campus

A - Development Facts

Name: Robert Gordon University

Type of Development: Higher Education Establishment

Number of staff / students: 145 courses and 9000 students (there are also some distance learners), many of these students are part time / day release students.

Location(s) The University is located in Aberdeen with a number of campuses in the centre of Aberdeen and on the outskirts. The central sites are School Hill, St Andrew Street, and Woolmanhill. The 3 peripheral campuses are Hilton, Keppleston and Garthdee. For this project we are interested in the Garthdee campus as this is the location of new developments and where the parking restrictions have been applied.

Catchment Area: Estimated 60 mile radius

Normal hours 9 a.m. to 5 p.m., although the morning lecture times have been staggered to reduce the morning peak (Only 20% of the rooms should be occupied at 9 a.m.)

Public Transport Accessibility A shuttle bus is provided between Garthdee, Keppleston and Aberdeen City Centre. Public transport provision to Garthdee has been quoted as a 10 minute frequency bus being available (although the dedicated shuttle bus is 45 minute frequency). The central campuses have access via the City's public transport including the train and bus provisions in the area

Parking Parking provision at Garthdee Campus phase 2, is to be provided for 134, plus 7 disabled spaces and 21 car sharing spaces. This is for a campus with 250 staff members and 2600 students

B - Development History at Garthdee

The planned development, at Garthdee Campus includes two phases, the first of which is now occupied. Phase 1 included the construction of the Faculty of Management and phase 2 is for the construction of the Faculty of Food Science (13,500m ², gross floor area), which is moving from Keppleston Campus. The first phase was completed in 1999 and the second is currently under construction.

C - Parking Standards

Phase 1, the Faculty of Management was provided with car parking levels of one space per 15 students (this is the same as the suggested maximum standards in the draft addendum to NPPG 17).

Phase two of the development has much stricter controls associated with it. Parking provision will be limited, although car drivers will have access to the existing car park for phase 1. The cycle facilities, as mentioned are to be improved and increased with shower and changing facilities to be provided. A controlled parking zone (CPZ) is to be implemented extending up to 500m from the site. The council will implement and administer this, although the university will fund its installation and enforcement. If the scheme needs to be extended due to cars parking on streets not covered by the CPZ, then Robert Gordon University will be liable for funding of the extension of the CPZ.

The existing car park will become controlled with a barrier controlling entry to the car park and another barrier to the car share parking area. The car share area for phase 1 currently contains 63 spaces whilst the new phase will have 21 car share spaces. The car park will be subject to parking charges, with users paying every time they use the facility. A number of essential users will be issued with passes.

The expected revenue from the CPZ is 55,000 per annum and 177,000 from the car park charges per annum. The cost of operating the car park is expected to be 20,000 per annum.

The level of parking to be provided would be equivalent to 1 space per 2 members of staff and 1 space per 70 students or 1 space per 5 staff and 1 space per 23 students. This is more restrictive than the proposed Scottish national maximum parking standards. The ratio of parking to gross floor area is 1:83m ²_.

D - Development Operation

Phase 1, includes plentiful cycle parking and a shuttle bus. The cycle parking is to be improved by providing covered facilities and CCTV as part of phase two. Due to passenger demand exceeding supply shuttle bus frequencies will increase over the period 2002/2003. The university subsidise two thirds of the shuttle bus costs and students pay 50 pence for the service. The shuttle bus costs the university approximately 100,000 per annum.

Car share has also been an element of phase 1 although it has not been heavily promoted to date. This theme will continue in phase two with a separate area in the car park assigned for car share and a greater promotion of the scheme and benefits.

Initial consultation on the Green Transport Plan proposals for phase 2 reveal that staff have reservations regarding the requirement for change. Students have been generally unwilling to provide any feedback. This would suggest a need for good communication particularly with staff about the need for and benefits of increasing sustainable transport use.

Part time staff have been particularly opposed to the idea of the green travel plan and the restraint that will be put in place in terms of parking at the development as they tend to be more car dependent, for example mothers who drop their child off / or pick up from nursery. Mothers who have been encouraged back to work under the Government scheme who feel that on the one hand they are being encouraged to go to work and on the other they are being penalised for trying to juggle a job with childcare. A number of part time workers have said that they will need to reconsider their jobs if the new proposals come to fruition. However it is felt that the staff have a poor perception of public transport even though the Garthdee site is served with a 10 minute frequency service.

The current mode split at Robert Gordon is promising with the following percentage breakdown:

The University has a financial bond with the local authority requiring that it fund infrastructure improvements if the targets within its Green Transport Plan are not met. The monitoring is in Garthdee Road in the form of inductive loops.

The University has set itself mode share targets which are more onerous than those agreed with the local authority.

E - Impact of Parking Standards

The University does not feel that they are unfairly compromised by a lack of parking. Their closest competitor for students, Aberdeen University, has a restricted parking provision, due to its location in a Historic Conservation Area.

The university is however concerned about the possible use by staff and students of nearby supermarket car parks. The University intend to discuss with their neighbours and attempt to thwart any problems before they arise.

F - Summary of Case Study

Robert Gordon University have put a substantial amount of time and effort into the plans for phase 2 of the Garthdee development. They have accepted the parking restrictions positively and started to implement and develop plans to compensate.

There is currently an encouraging modal split and it is hoped that this will improve after the new phase is built. A transport co-ordinator has been appointed and is working with staff and students to establish the response to the green travel plan. There are a number of initiatives designed to reduce the impact of the limited parking spaces such as staggered lecture times and a shuttle bus and the University do not feel that they are being disadvantaged. The staff, however still need to be convinced of the merits of the plans.

Aberdeen Foresterhill Hospital

A - Development Facts

Name: Foresterhill Hospital

Type of Development: Hospital with medical school

Size of Development: Gross floor area 163,000m ²

Number of staff / visitors: The Grampian University Hospitals Trust has 7,500 - 8,000 employees, 5000 of whom are on site at Foresterhill. Based on in-patient data received from the hospital and studies of other hospitals, approximately 1550 visitors could be expected per day.

Location(s) North West of Aberdeen City Centre

Catchment Area: Entire Grampian area

Normal hours: 24 hour operation although 80% of the staff are in between 8 a.m. and 6 p.m.

Public Transport Accessibility: There are three bus services which pass the hospital, including one which is on a FirstBus "Metro" route and has a frequency of 10 minutes during the day, dropping to 20 minutes in the evening. However the perception of public transport for the hospital is poor.

Parking: 2500 spaces for the whole hospital development - this equates to 1:65m ² or 1 space per 4 staff members and 1 space per 1.2 visitors

B - Development History

The existing Children's hospital at Foresterhill is being replaced with a newly constructed building and is expected to result in increased trips to and from the hospital. The hospital is currently revising their car parking arrangements due to an increased demand, and also to limit existing overspill parking within residential areas.

C - Parking Standards

The site is constrained through the land space available and there is intense development within the hospital grounds. A Green Transport Plan is required as it is felt that the site is not readily accessible by many modes of transport.

The hospital is under obligation to the Government to reduce transport problems. The hospital considered a multi storey car park but this was dropped in favour of a controlled parking zone which will operate in the local areas from 10 a.m. to 4 p.m. so as to not affect the local residents and to provide for nightshifts and late evening shifts. Although the hospital will be operational 24 hours per day, 7 days per week, approximately 80% of the employees are in the hospital between 8 a.m. and 6 p.m. The catchment area for the hospital is the entire Grampian area.

Standards suggested in research carried out for the Scottish Executive suggested 1 space per 4 staff and 1 space per 3 day visitors should be provided. In the case of Foresterhill 1250 spaces would be required for staff, and 518 would be required for visitors, giving a total of 1768. This would suggest an over provision of parking (2500 are to be provided) although it is likely that there would higher concentrations of visitors and staff at visiting periods during the day.

D - Development Operation

The Green Transport Plan is still being formulated but there will be improvement to the buses and cycle lockers will be provided. Consideration is also been given to the bus service from the Kingswells Park and Ride site being re-routed to pass the site. The Green Transport Plan should be in place by 2003 and there may also be investment from the hospital in transport solutions, funds for which would be generated from car parking fees. There is presently a poor image of public transport which will have to be addressed for a Green Transport Plan to be successful

Currently, mode share figures are not available, either existing or expected. The Hospital Trust feel that parking is restricted at this site.

E - Impact of Parking Standards

The Hospital Trust are not sure at present what the implications of this parking arrangement will be for work practices but they acknowledge that they may have to change to adapt to the restrictions.

F - Summary of Case Study

There has been sufficient confidence to go ahead with these plans despite some concerns about the impacts of limited parking availability. The impacts will not be known for another 6 months to a year, when a controlled parking zone is implemented on the residential areas surrounding the site. The hospital has been proactive in trying to ensure transport considerations are resolved and are working with Aberdeen University, who also have facilities on the site.

Edinburgh Royal Infirmary

A - Development Facts

Name: Edinburgh Royal Infirmary

Type of Development: Hospital redevelopment south of Edinburgh City Centre at Little France.

Number of staff / visitors 6,500 to be based at this site

Location(s) Old Dalkeith Road, South of Edinburgh City Centre at Craigmillar Castle

Catchment Area: The hospital operates as a district hospital but with some national specialist facilities

Normal hours: Shift work covers 24 hours per day and shifts can be up to 12 hours long.

Public Transport Accessibility: There is a poor perception of public transport at present although there are a number of bus services passing the site provided by First and Lothian. Average frequencies are 10 to 20 minutes throughout the day. A new timetable is being produced to serve this site.

Parking: 980 spaces. Planning application submitted for further 900 spaces.

B - Development History

The initial site selection for Edinburgh Royal Infirmary was made 10 to 11 years ago, when National and Local Policy was very different to today. The traffic assessment carried out showed that the hospital could lead to serious network problems if a car-based scenario was followed. Initially it was anticipated that restricted parking would be necessary and this was accepted. It was felt that transport considerations were not given a high enough priority initially.

C - Parking Standards

There are to be 980 spaces to be provided for staff. The hospital had wanted 1800 but this would operate as unrestricted parking and lead to serious network problems for the surrounding roads. A planning application for a further 900 had been submitted at the time of the study.

Standards outlined in research carried out for the Scottish Executive suggested a maximum of 1 space per 4 staff and 1 space per 3 day-visitors should be provided for hospitals. In the case of the Edinburgh Royal Infirmary, 1625 spaces would be required for staff.

This would suggest a real need for alternative measures to improve accessibility to the site.

D - Development Operation

The expected mode share is 50% car and 30% public transport with the others cycling, walking and using motorcycles. Mode share for visitors and patients has not been determined. It is also the feeling of the trust that the provision of car parking is very restricted and falls below modal share targets. As a result the timings of shifts may have to be changed and there is concern that recruiting and retaining staff could become a problem due to the restrictions.

Public transport is felt to be poor for the site, with problems for early starts / late finishes and significant gaps in geographical coverage, particularly at the city boundary. However, this is to be addressed by the introduction of a new timetable.

A Transport co-ordinator has been appointed and a travel strategy produced that states a number of initiatives are to be put in place as soon as feasible and before the various opening stages at the site. These measures include:

• work to secure the provision of main line buses in conjunction with Edinburgh City Council;
• where adequate mainline services cannot be provided the provision of shuttle buses will be considered;
• discounted bus passes will be negotiated for staff;
• interest free loans will be made available for staff to purchase bus passes;
• where staff are transferring to the New Royal Infirmary, they will be entitled to reimbursement of excessive travel costs;
• introduction of a car sharing scheme;
• allocation of parking passes;
• park and ride facilities;
• cycle / motorcycle changing facilities;
• cycle purchase incentives; and
• publicity about housing developments in the area

E - Impact of Parking Standards

The hospital trust is concerned that the recruitment and retention of staff may be difficult due to the restrictions and problems with access. Parking is an important consideration at all points in the hospital development

F - Summary of Case Study

This is a development that has caused some contention in the negotiations for parking. The hospital believes that they will be disadvantaged by the limited parking, and that recruitment and retention of staff will become problematic.

Part of the problem identified was that the site was selected before planning policy placed greater interest on sustainable transport than it does now. However, it was shown after the initial site selection that the network could not support a fully car based scenario. Given this situation, the hospital have responded positively by developing a Green Transport Plan.

Fife Kingask - St. Andrew's Bay Hotel

A - Development Facts

Name: St. Andrew's Bay Hotel

Type of Development: Hotel and conference facility with spa facilities and 2 golf courses - there is also a current application for a club house for the golf course.

Size of Development: 1393m ² (conference facilities)

Location(s) St. Andrew's Bay

Catchment Area: National / International

Normal hours: Hotel open at all times. Conferences to be organised with an afternoon start / finish when possible.

Public Transport Accessibility: Currently poor although through the Travel Management scheme, buses are to be provided to Leuchars Station and Glasgow and Edinburgh Airports, which will open up a wider range of public transport options

Parking: 240 spaces are provided for the conference facilities, 208 bedroom hotel and leisure facilities, when, under minimum parking provision 350 spaces would have been required.

B - Development History

This development is a hotel and conference facility with the main focus on conferences. The conference facilities can cater for 400 delegates although it is not expected that there will be many conferences when this number is achieved. The transportation measures put in place however have been designed to cater with conferences of this size.

The conference facility consists of a ballroom, auditorium, as well as the conference facilities.

C - Parking Standards

For the application it was recommended by the head of transportation that a Section 75 agreement be put in place covering the implementation of a green travel plan.

The development was to provide 240 spaces when normally 350 under minimum standards would be required; a travel plan was put in place to compensate for the lower car park provision.

D - Development Operation

A dedicated transport service is provided to corporate and private clients providing direct links to Edinburgh and Glasgow Airports, Leuchars Rail Station and a frequent shuttle service between the town centre. The conferences are also planned so that their opening and closing times will avoid the peak hours. Conferences are organised with afternoon start / finish and delegates arriving by private car are offered use of the Travel Management Scheme to assist in reducing the number of trips.

Staff movements and servicing of the hotel is organised so as to have a minimum impact on the peak periods.

The suggested modal split is 70% of the trips using the dedicated Travel Management Scheme and 30% private car trips. A formal legal agreement obliges the developer to meet the terms of the Travel Management Scheme, and for the provision of a financial bond to ensure that in the case of default, appropriate alternative measures can be addressed by Fife Council.

As part of the travel management scheme, average occupancy of all vehicles arriving at the conference facilities will increase. This is due to more people arriving at the development by the buses provided as part of the travel management scheme. It is anticipated that the average occupancy will be 12 although this could rise to 20 if larger coaches are required for many events. It is expected that the traffic generation for this development will be 30% that of a similar size hotel.

E - Impact of Parking Standards

As some further planning applications have been submitted to the Council, it was inappropriate for us to talk to the developer of this project. It was however stated that there were concerns about the planning agreements and how the mode share will be achieved.

F - Summary of Case Study

This is an interesting case study with an ambitious green travel plan. It shows an imaginative way to combine a substantial traffic generator in rural conditions without requiring major infrastructure improvements. The approach taken by the Council enabled the development to take place. Although we have only spoken to the Local Authority it can be seen that the Developer and Council have worked together and established a development with restricted parking and a travel management plan that will hopefully result in no adverse effect on the surrounding network.

Given that the development went ahead and the developer has another application in for the area, this would suggest a broad acceptance of the parking restrictions.

Aberdeen Tesco

A - Development Facts

Name: Tesco

Type of Development: Supermarket wishing to extend onto its car park

Size of Development: 10126m ²

Number of staff: 500

Location(s) Danestone, Aberdeen

Catchment Area: Local Catchment

Normal hours: 24 hour, with a variety of shift patterns

Public Transport Accessibility: Served by one bus, frequency half hourly

Parking: 800 including 32 disabled

B - Development History

Tesco Danestone recently extended its retail gross floor area by making use of the car park, this served to reduce the car park for a bigger store. The extension was approximately double the existing and the car park was over provided beforehand. Aberdeen City Council reported that this project was relatively straightforward. The only change to the existing road networkwas the installation of traffic lights at the store entrance / exit.

C - Parking Standards

Provision for 800 cars at this store gives a parking ratio 1:12.6m ², which is higher than the standards proposed by the draft Addendum to NPPG 17 (1:15m ²). Tesco feel that parking is restricted at the site and that at peak periods the full car park will lead to loss of business.

The local authority stated that there is no record of parking affecting the surrounding area at this site

D - Development Operation

The operation of the store is now 24 hour, which spreads the load of customers although it is recognised that the majority of shoppers shop between 8 a.m. and 8 p.m.

Mode share for staff at the site shows that almost 50% of staff use modes other than the car to travel to work although 90% of customers come by car. Tesco are looking to improve the use of alternative modes by staff and wish to provide a bus for customers.

E - Impact of Parking Standards

Tesco have made it clear that they have strong views on the subject of parking provision and regard adequate parking a necessity for foodstore developments. They provided a response document to the draft document PPG 13 and have asked that this was considered with respect to this project.

They believe that a change in the standards as was suggested in PPG 13 results in a loss of 50% of parking and that 80% of Tesco superstores would be congested as a result over the periods Thursday to Sunday. This response was based on a suggested car parking provision of 1:18 to 1:20m ², which is more severe than the standards suggested in NPPG 17. Tesco believe that they require 1:10m ² although this case study shows an example of 1:12.6m ².

Tesco stated in their response to PPG 13 that if the proposed standards were adopted they would not invest in new stores and as a result plans to build stores in regeneration areas would cease due to lack of facilities for passing trade.

This response document provides a list of Tesco stores opened (with car parks) since 1999 along with the parking ratios at each store. These range from 1:3m ² to 1:17m ² although more commonly the ranges lie between 1:8m ² to 1:11m ².

F - Summary of Case Study

In this case study it is interesting to note that the local authority consider that extension onto the car park has had no adverse impacts on the area.

Tesco have shown that they are concerned about maximum standards to the extent that they claim that they would cease building new stores if standards became too restrictive. The fact that Tesco have contributed to the national debate on parking standard shows awareness of the process and given the suggested sustainable transport provision at the Danestone store an acceptance of the need for planning measures.

Riverside Drive, Aberdeen

A - Development Facts

Name: Riverside Drive

Type of Development: Office and residential provision (offices considered only for this study)

Size of Development: 5,795m ² office development

Number of staff: 270 approx.

Location(s) Edge of Aberdeen City Centre

Catchment Area: Aberdeen and surrounding areas

Public Transport Accessibility: The site is located on the fringe of Aberdeen City Centre and is therefore within walking distance of the city centre and existing public transport services

Parking: 150 spaces

B - Development History

This development has been built by Morrisons and consists of residential and office units. Due to land constraints the planning application for the office development included only 150 car parking spaces which was much lower than would have been required under Aberdeen City Council Standards. To compensate for this shortfall, a Transport Plan is to be implemented which may include a mini bus.

Originally the developer claimed that as it was a city centre development they could proceed with lower parking provision. The Council argued that it was not city centre location and did not have the public transport links to provide alternative transport modes. The parking at present along Riverside Drive is haphazard on street parking and this would get worse with further development.

Due to the negotiations regarding parking and Section 75 agreements, the planning process was longer than desired at this development which could act as a potential deterrent to sustainable planning applications.

C - Parking Standards

Parking is provided for 150 cars, this equates to 1:38.6m ², which is less generous than the standards for office developments (1:30m ²). This is due to the constrained nature of the site.

D - Development Operation

A legal agreement has been reached between the developer and Aberdeen City Council that if targets set by the council for the Green Transport Plan are not met the developer must make a contribution to the Controlled Parking Zone in the area.

E - Impact of Parking Standards

This was a speculative development where the developer had full knowledge of the constraints and went ahead. This shows that in the appropriate circumstances, through the combination of restricted parking and green travel plans etc., constrained sites have more scope for development.

F - Summary of Case Study

This site provides an example of how maximum parking standards can be used to bring constrained sites into development, whilst putting the onus onto the developer to provide alternative means of access other than the car. Construction of the site is currently being completed, and it is anticipated that the first occupiers will move in shortly.

The Gyle Centre, Edinburgh

A - Development Facts

Name: The Gyle Shopping Centre

Type of Development: Shopping Centre located next to Edinburgh Park/South Gyle Broadway.

Size of Development: 5,809m ² extension taking development size to 33,679m ² in total

Number of staff: 350 (to be taken on as a result of the extension), 2200 there at present

Location(s) South Gyle, Edinburgh

Catchment Area: Edinburgh, West Lothian, Midlothian, Fife

Normal hours: 9 a.m. - 8 p.m. weekdays except Thursday; 9 a.m.- 9 p.m. Thursday; 9 a.m. - 6 p.m. on Saturday and Sunday

Public Transport Accessibility: On average, 17 buses use the terminus at the front of the building with up to 33 departures per hour during peak times. South Gyle is the nearest train station with approximately 15 minutes walk - trains serve the Fife Circle and Edinburgh

Parking: No new spaces for the development and a reduction in 149 staff spaces. Total spaces - 2,600 equating to 1:13m ² which is more generous than the proposed maximum standards of 1:20m ² for non-food retail and 1:15m ² for food retail.

B - Development History

A planning inquiry was held to consider the extension to the Gyle; this gave a conditional consent for the extension to proceed, subject to a Section 75 planning agreement.

Since the planning inquiry, the ownership of the Gyle has changed. It was hoped by the occupiers / new owners that the Section 75 could be divided, but this was not permitted by the council although it was agreed that there was scope to renegotiate the details of the agreement.

C - Parking Standards

The Gyle has 2600 free parking spaces but it has been reported that even at busy times there is still capacity in the car park.

The extension will result in the loss of 149 spaces. To compensate for this, the Gyle are to produce a green transport plan for the entire centre. Marks and Spencer are piloting this by developing their own green transport plan. Also, under the Section 75 there have been substantial sums of money committed by the owner to a package of transportation investment.

D - Development Operation

Although parking spaces are to be used for the extension there is spare capacity in the car park at off peak periods and so it is not anticipated that this will have a detrimental effect on the site operation. However, there is a greater demand than supply during the Christmas period and to a lesser extent the Easter period.

The Council are comfortable with the extension, particularly as the Gyle is already a popular destination with the road infrastructure in place to support the volumes of traffic visiting.

The mode share for the staff is approximately:

Car 64%

Public Transport 29%

Cycling 3%

Walking 4%

Whereas the mode share for customers is approximately:

Car 80%

Public Transport 14%

Cycling 3%

Walking 3%

E - Impact of Parking Standards

The Gyle do not feel that they have been restricted by parking and feel that the site is accessible. They do feel that parking is considered at the outset of development.

F - Summary of Case Study

This example is similar to Tesco, in that a car park with excess capacity at most times has been sacrificed slightly to allow for expansion. The difference in this development is that the modal share is more favourable for public transport and a green travel plan is being developed to encourage less private car use. This could be attributable to the difference in scale between the two developments with economies of scale allowing more associated measures to be put in place and the greater role of the Gyle as a destination point for public transport.

Although the development is still to be put in place, the developer has the confidence to undertake restricted parking and green travel plan arrangements.

York University

A - Development Facts

Name: York University, Heslington Campus

Type of Development: Further Education

Size of Development: 200,000m ²

Number of staff / students: There are 2534 full time education staff and 9005 students (7314 of whom are full time)

Location(s) Heslington Campus, is located to the south east of the city centre

Catchment Area: Approximately 30 mile radius

Normal hours: 09:00 - 17:30

Public Transport Accessibility: The buses which service the area, are hampered by congestion and felt to be expensive (results of a York University Survey)

Parking: 1520 spaces, not to be increased with further development

B - Development History

The existing campus was designed to give priority for pedestrians over users of all other modes of travel. Access is restricted for private cars to defined cul-de-sacs and car parking areas.

Presently, there is some overspill parking to residential areas in the vicinity but this is being addressed by a parking restriction scheme. It is felt that parking is restricted at the site.

C - Parking Standards

The parking is restricted to 1520 spaces. Any new development that goes in place at the University campus has no additional parking spaces provided (with the exception of disabled and servicing space). This arrangement is reviewed periodically to ensure that it is operating well.

The number of parking spaces is lower than the proposed Scottish maximum standards and the existing English standards would permit (1 space per 2 staff and 1 space per 15 students) which would be closer to 1,900 spaces.

D - Development Operation

A survey was carried out at York University and the findings included the belief that the bus fares were high and the buses were hampered by congestion on the roads.

Heslington campus also has cycle routes and bus stops throughout its network and a University bus is supplied from the campus to the centre of York and up to the north east of York centre. There are also a number of bus routes which can be used to access the university

At present 60% of staff use private cars, 20% cycle, 18% walk and 2% get the bus. 10% of the students drive to the University.

A green transport plan has been in place since 1999 and to date there has been 250,000 in investments paid out. To address some of the problems, student parking has been curtailed on campus and for a one and a half mile radius, staff permits charges have been introduced and visitors have to pay and display.

E - Impact of Parking Standards

It is felt that the transport situation is affecting the University's ability to attract staff and students. However with only 10% of students using private car to access the university this is more likely to be an issue for staff than students. Also, staff and student numbers have grown by 15%.

F - Summary of Case Study

This case study is similar to Robert Gordon University with an active attempt to reduce car use to and from the campus. There is a good relationship between the council and the developer with on going monitoring of the situation.

Public transport usage is particularly low, while walking is high (a large number of the students stay on campus). Public transport, when surveyed, was found to be expensive and hampered with congestion. There is difficulty accessing the site other than by car.

This example has less generous parking than the maximum parking standards proposed in the draft addendum to NPPG 17.

Surrey Heath Borough Council

A - Development Facts

Name: Development

Type of Development: Office facilities, speculative development

Number of staff: 1800

Size of Development: 19,322m ² gross floor area

Location(s) Chobham Road, Frimley Square

Catchment Area: M3 Corridor

Normal hours: Normal working office hours 9 a.m. - 5 p.m. although potential for 24 hour operation

Public Transport Accessibility: There is a mixture of perceptions of public transport - the developer feels that it is reasonable; Surrey Heath Borough Council think it is poor; Surrey County Council think it is adequate. There are two bus services and a train station 15 minutes walk form the development that serve the site.

Parking: 644 spaces (existing provision of the old development was 584);

B - Development History

The application was for the demolition of the existing office and warehouse buildings and for the construction of new offices, associated ancillary buildings and a mix of decked and at-grade car parking.

C - Parking Standards

The parking standards applied to this development are in line with those suggested in the draft addendum to NPPG 17 and PPG 13 (1:30m ²). The County Council standards are more demanding at 1:35m ².

This development is taking place in Surrey Heath Borough Council which is in Surrey County Council. The County Council are strongly in favour of maximum parking standards. Surrey Heath on the other hand, feel that due to high levels of car ownership the public transport provision in the area is poor. For this reason, although the County Council recommended refusal, the Borough Council felt that the parking provision suggested by the developer posed no problems to the surrounding network.

The developer feels that the site has restricted parking but also thinks that public transport provision to the area is adequate.

D - Development Operation

Surrey County Council recommended refusal based on the high level of parking provision in excess of that required by the County Council's Parking Strategy. However the County Council requested that if planning permission was granted by Surrey Heath Council that a number of transport issues should be addressed. These were:

• The provision of a shared cycle and pedestrian footway on the south side of Chobham Road;
• Subject to safety checks, a Toucan Crossing be provided with commuted sums for its maintenance;
• Subject to safety checks, a new site access arrangement;
• Funding be provided for a study and subsequent road improvements required; and
• The developer shall provide a Green Transport Plan for the approval of the local Highway Authority and complement the approved plan prior to or upon occupation of the development. The developer would provide a sum of 2000 towards Surrey County Council's monitoring of the Green Transport Plan.

A green travel plan was to be produced by the developer which sets out the main techniques to encourage mode shift for people travelling to the development. Each of the employers occupying the development will be expected to assign a green travel coordinator who will ensure coordination between the various employers. The developer has provided a segregated footpath / cycle way as requested by the County Council. Other initiatives that have been suggested include a pool bike scheme, the creation of a bike users group (BUG), cycle information, discounts to purchase bikes and loans to help pay for a bike. The main public transport provision to the area is provided by existing bus services which passes the site. The train station is 15 minutes walk and the possibility of a shuttle bus to the station has been suggested as a possible Green Transport Plan measure.

E - Impact of Parking Standards

The development is going ahead demonstrating a confidence by the developer in the parking situation and developer does not think he will be disadvantaged due to the parking provision at the site.

F - Summary of Case Study

This was an English example with contention between roads and planning authorities. In this instance the planning Authority were able to disregard the maximum standards set down by the County Council. It should be noted that in the Scottish Unitary Authority system this situation would not necessarily occur. It appears that the developer has been able to gain a perceived benefit by maximising car parking availability.

Despite Surrey Heath Council's digression from the County Council's standards, the parking ratio (1:30m ²) is the same as PPG 13 and the proposed level in Scotland.

Edinburgh Park

A number of developers were considered within Edinburgh Park and the Park Management were also approached for this study. This section discusses the findings from a meeting with the Park Management meeting and the Council's views of Edinburgh Park as a whole. The findings from discussions with individual developers are reported in following sections.

Name: Edinburgh Park

Type of Development: Business Park

Number of staff: over 7000

Location(s) South West of Edinburgh

Catchment Area: Fife, Edinburgh, East Lothian, Perthshire, Glasgow, North Lanarkshire and South Lanarkshire

Normal hours: Shift work throughout the day

Public Transport Accessibility: Buses provide the most direct public transport with both First Bus and Lothian providing services to the area. South Gyle is the closest rail station on the Fife Circle line although plans to build an Edinburgh park station would provide rail links to the south of the park.

CERT was anticipated to provide a good link to the park and now, after the withdrawal of CERT, its replacement WEBS should be set to provide another option for public transport.

Parking: Previous development has been subject to 1:25m ² standards but the future development looks set to permit a maximum of 1:50m ^2.

B - Development History

Edinburgh Park is a prestigious business park, with a number of high profile units and businesses. The park has a reputation for being very well managed in parking terms with no overspill parking evident on the internal roads.

C - Parking Standards

The Council feel at the moment that the roads in Edinburgh Park are overloaded and that future development will have to be restricted. They are however, hoping that West Edinburgh Bus System (WEBS) and the future railway station at Edinburgh Park will have a beneficial impact on the roads in the area.

D - Development Operation

New Edinburgh Limited recently launched a car-sharing scheme across the park with details of possible car sharers posted on secure areas of web sites.

This multi-company scheme is being hailed as a first by New Edinburgh Limited who hope it will reduce the number of single occupancy cars driving to the site.

E - Impact of Parking Standards

There are many prestigious buildings at Edinburgh Park and the park appears to have no trouble attracting new businesses. Plans to extend the park with stricter parking provisions suggest that they are confident that they can continue to attract more businesses into the area.

F - Summary of Case Study

This is a prestigious business park, with a management company who are trying to introduce sustainable transport measures. Extensions to Edinburgh Park demonstrate confidence in the ability of the park to attract businesses.

Intelligent Finance, Edinburgh Park

A - Development Facts

Name: Intelligent Finance

Type of Development: Office

Size of Development: unknown

Number of staff: 800

Location(s) Edinburgh Park, South West of Edinburgh

Catchment Area: Fife, Edinburgh, East Lothian, Perthshire

Normal hours: Telenet banking with shifts operating between 0600 and 2200

Public Transport Accessibility: Rail: currently the closest useable railway station is at South Gyle, which is on the Fife circular line, running from Edinburgh Waverley. The South Gyle station is around 15 / 20 minute walk to Edinburgh Park.

Bus: there is a total of 19 bus services from different parts of Edinburgh to Edinburgh Park / South Gyle. Generally these buses run regularly during the day

Parking: 210 spaces

B - Development History

Edinburgh Park has been developed over the past 10 years in accordance with a detailed masterplan prepared for the parks' developers, Miller Developments and EDI. The majority of the first phase of the park has now been developed with subsequent phases proposed for future expansion.

C - Parking Standards

This phase of Edinburgh Park was subject to parking standards of approximately 1:50 m ². The size of this development is unknown but there are 210 spaces for 800 staff which is approximately 1 space per 4 staff.

There is no green transport plan although Intelligent Finance funds a shuttle bus from South Gyle station to the premises.

D - Development Operation

It was commented that apart from the Fife Circle Rail Link, the public transport provision is very poor. They believe that the lack of parking is a disadvantage in that they have to fund a shuttle bus and that it disadvantages potential recruitment.

E - Impact of Parking Standards

Parking is an initial consideration when deciding upon a location, however in this case it would appear that the attractiveness of the office environment and prestige of the Edinburgh Park location would play a greater role in the decision to locate here.

F - Summary of Case Study

Intelligent Finance state that car parking provision is an initial consideration when deciding upon a location for investment. They recognise the main problems of having restricted car parking, which they are currently facing, for example, problems in recruiting if parking space cannot be offered, however they acknowledge that measures are required to encourage more sustainable methods of travel to work.

HSBC, Edinburgh Park

A. Development

Name: HSBC Financial Services

Type of Development: Office

Size of Development: 3900m ²

Number of staff: 660

Location(s) Edinburgh Park, South West of Edinburgh

Catchment Area: Edinburgh and surrounding 40 mile area

Normal hours: Shift work from 0800 to 2200

Public Transport Accessibility: Rail: currently the closest useable railway station is at South Gyle, which is on the Fife circular line, running from Edinburgh Waverley. The South Gyle station is around 15 / 20 minute walk to Edinburgh Park.

Bus: there is a total of 19 bus services from different parts of Edinburgh to Edinburgh Park / South Gyle. Generally these buses run regularly during the day

Parking: 200 on site (additional spaces leased from surrounding companies)

B - Development History

Edinburgh Park has been developed over the past 10 years in accordance with a detailed masterplan prepared for the parks' developers, Miller Developments and EDI. The majority of the first phase of the park has now been developed with subsequent phases proposed for future expansion.

C - Parking Standards

This phase of development has standards of 1:20 m ² and in addition to this, HSBC are leasing extra space from surrounding companies. The proposed maximum standards for this type of development are 1:30 m ²

D - Development Operation

HSBC have a Green Transport Plan. This includes a car share database and shower facilities for cyclists.

Their perception of public transport is fairly positive. They recognise the 'significant efforts' made by the Council and the Local Transport Committee.

They have not experienced any disadvantages resulting from limited car parking, but do feel that parking space is restricted.

E - Impact of Parking Standards

It was stated that the parking provision is an initial consideration when deciding upon location.

F - Summary of Case Study

They do feel that car parking is restricted and have had to implement a Green Transport Plan, including a car share scheme. They also lease spaces from other tenants within the Business Park. However, in-spite of this, their current accommodation suits their needs and they have to accept the limited parking. It should be noted that the current provision is higher than that proposed in the national parking standards.

Scottish Equitable

A. Development

Name: Scottish Equitable Financial Services

Type of Development: Office

Size of Development: 23,225m ²

Number of staff: 3000

Location(s) Located at the East entrance to Edinburgh Park

Catchment Area: Edinburgh, East/West Lothian, Fife

Normal hours: shift work between 6 a.m. to 8 p.m.

Public Transport Accessibility: Rail: currently the closest useable railway station is at South Gyle, which is on the Fife circular line, running from Edinburgh Waverley. The South Gyle station is around 15 / 20 minute walk to Edinburgh Park.

Bus: there is a total of 19 bus services from different parts of Edinburgh to Edinburgh Park / South Gyle. Generally these buses run regularly during the day

Parking: 1505 spaces

B - Development History

Edinburgh Park has been developed over the past 10 years in accordance with a detailed masterplan prepared for the parks' developers, Miller Developments and EDI. The majority of the first phase of the park has now been developed with subsequent phases proposed for future expansion.

The Scottish Equitable development was one of the first sites on the park to be developed, and was seen as one of the first major shifts in location for a previously city centre based occupier out to new purpose built accommodation.

C - Parking Standards

The parking provided here equates to 1:15 m ² which is relatively high compared with other areas in Edinburgh park and compared with the proposed maximum parking standards, which are 1:30 m ²

D - Development Operation

Scottish Equitable is very pro-active in parking issues. They have a designated transport co-ordinator, who deals with parking and transport issues and attends the relevant transport meetings with Edinburgh Park Management and Edinburgh Council.

Scottish Equitable have introduced a Car Park Management System, which has various aspects. Firstly, there is a parking rota in place which prevents employees using a car parking space for 3 or 4 days per year. This is carried out due to an over demand at the car park. This is strictly monitored by security staff and gives preferential rights to those involved in car share. The Car Share programme is run by Scottish Equitable who have notice boards and web information for its organisation.

Scottish Equitable also:

• Provide covered cycle shelters
• Jointly fund a shuttle bus running from South Gyle to Edinburgh Park at peak times
• Fund a shuttle bus from Edinburgh Airport to Edinburgh Park
• Offer interest free Home to Office Loans (bus/rail)
• Provide transport notice boards with car share, bus / train / road information (including real time traffic information - Traffic Master).

E - Impact of Parking Standards

Car parking is an initial consideration when deciding upon location and it was indicated that this would be one of the principal drivers behind locating such a large office in a peripheral location.

F - Summary of Case Study

According to a recent survey although Scottish Equitable have almost 50% car park provision for the number of employees, 36% of the staff still believe that parking provision is poor or very poor.

It was highlighted that, even though Edinburgh Park has a frequent bus service from Ocean Terminal, at peak times, the road capacity accessing Edinburgh Park is overloaded and the attraction of using public transport is diminished.

However, Scottish Equitable are committed to the co-ordination of car parking issues and appear to have adopted a very pro-active stance in the face of having restricted car park provision. Through the use of a Car Park Management System, bus/rail loans, covered cycle parks, shuttle buses and transport information, Scottish Equitable are a good example of a large corporate organisation tackling the problem of restrictive car park space.

This case study highlights that despite what may be perceived as a relatively generous parking provision, all this provision is taken up. Clearly, determination of final parking standards needs to take cognisance of the catchment, and operational characteristics of the proposed development.

West of Scotland Science Park

A number of developers were considered within West of Scotland Science Park. This section discusses the findings from the West of Scotland Science Park and the Council's views of the park as a whole. Individual developers who were spoken to are discussed in following sections.

A - Development Facts

Name: West of Scotland Science Park

Type of Development: Research and Development - Joint Development between Scottish Enterprise Glasgow and the Universities of Glasgow & Strathclyde.

Size of Development: Kelvin Campus - Starter Units of 70 - 140m ²

Todd Campus - Larger units custom designed for occupiers

Number of staff: Not available

Location(s) Located to the North West of Glasgow city centre, West of Scotland Science Park is situated close to the area of Maryhill.

Catchment Area: Glasgow city

Normal hours: various

Public Transport Accessibility: A bus service runs past the Science Park which links East Glasgow through the city centre and through to West Glasgow. Trains run from Glasgow Queen Street, every 30 minutes, to Maryhill Station, which is within a 10 minute walk from the Science Park.

B - Development History

Scottish Enterprise hold a 100 year lease on the site from Glasgow University. The Kelvin Campus consists of starter units specifically for research and development and biotech sectors - use is restricted to research & development type uses. The Todd campus has a range of units stemming from the growth of the Kelvin Campus. Previously businesses had to be research and development but this restriction has been lifted for the Todd campus.

C - Parking Standards

Minimum Parking standards applied at the outset and these are considered sufficient for the Kelvin Campus area of West of Scotland Science Park, however the Todd Campus is suffering as a result of excessive levels of traffic and demand for parking. Future phases will require satisfying maximum standards as set out in Glasgow City Council's city-wide plan.

D - Development Operation

The occupiers have no problems with car park provision and there is no need for measures to reduce car use. The Kelvin Campus was designed at a very low density and therefore, there is less demand for parking spaces. The Todd campus faces problems of insufficient parking provision but this is largely due to a lack of viable alternatives in the area.

The perceptions of public transport are quite poor. The train station at Maryhill is a 10/15 minute walk from the Science Park and the surrounding area is not conducive to people walking there. A bus service passes the site which goes through the city centre. Geographic coverage is limited and two or more buses are required to get to the Science park from the majority of destinations.

Previous efforts by the park management to gather information on transport preferences have failed to instil any responses or initiatives to improve the current situation. Future development phases of the Todd campus are likely to exacerbate the problem.

E - Impact of Parking Standards

The Parks act as a magnet to the hi-tech and bio-tech sectors by nature of the existing occupiers on the park. Parking is not seen as a primary factor in locating to this area, as it is the benefits of being located alongside like minded companies that appears to be the main draw.

F - Summary of Case Study

Efforts to improve the situation at West of Scotland Science Park appear to be difficult to implement as there is little in the way of alternatives to the private car available in the general area. Glasgow City Council are aware of the problems associated with West of Scotland Science Park and have commented on the need for a co-ordinated approach to address issues in the Park.

Glasgow City Council are intent on implementing a bus priority scheme on the Maryhill Road Corridor within the next three years and it is understood funding has been secured for this. In addition a need to provide on site facilities such as catering and nurseries to address on-site needs of employees should be encouraged.

Glasgow City Council, and the management of the park have acknowledged the need to improve the current situation, and if any expansion of the park is to be allowed this will require to be in place at the outset.

CST: Produce Semi-conductors, West of Scotland Science Park

A - Development Facts

Name: CST

Type of Development: Research and Development

Size of Development: Declined to answer

Number of staff: Declined to answer

Location(s) Located to the North West of Glasgow city centre, West of Scotland Science Park is situated close to the area of Maryhill.

Catchment Area: Central Scotland

Normal hours: No shift work currently, but being introduced

Public Transport Accessibility: A bus service runs past the Science Park, however, there is no single service from Glasgow city centre. Trains run from Glasgow Queen Street, every 30 minutes, to Maryhill Station, which is within a 10 - 15 minute walk from the Science Park.

Parking: 22 spaces

B - Development History

CST have expanded from an initial start-up unit in the Kelvin Campus of West of Scotland Science Park. Emerging from an academic based R & D background the company has expanded rapidly, largely from various injections of venture capital, and is now widely regarded as a centre of excellence in their field

C - Parking Standards

Car parking standards applied to the development of this area of West of Scotland Science Park would have been based upon a minimum standard of 1 per 100 m ².

D - Development Operation

There is no green transport plan even though the limitations of car parking forces staff to park elsewhere on the science park. Expansion plans are being curtailed due to parking limitations.

E - Impact of Parking Standards

Car parking was not an initial factor in deciding to locate where they did. They did not fully realise their car parking needs when locating to West of Scotland Science Park, and now the lack of parking is a continuing problem, compounded by the poor public transport provision.

F - Summary of Case Study

CST located within the Todd Campus on West of Scotland Science Park because it was available at the right time and fitted their space requirements. Car parking space was not a key issue in determining where to locate. The limited car parking is restricting expansion plans, however, they are not considering introducing a Green Transport Plan to relieve the pressure on parking spaces.

Todd Campus has been developed at a much higher density than the Kelvin Campus and the car parking/public transport alternatives have not been expanded sufficiently to compensate for the increased number of staff. This has resulted in restricted car parking space, which causes high levels of street parking and over-spill into the Kelvin Campus. There is also evidence that the limited parking is restricting the growth potential of CST.

RRK Technologies: Research & Development into Sonar Engineering

A - Development Facts

Name: RRK Technologies

Type of Development: Research and Development

Size of Development: 65m ²

Number of staff: 3

Location(s) Located to the North West of Glasgow city centre, West of Scotland Science Park is situated close to the area of Maryhill

Catchment Area: Glasgow City

Normal hours: Various

Public Transport Accessibility: A bus service runs past the Science Park, however, there is no single service from Glasgow city centre. Trains run from Glasgow Queen Street, every 30 minutes, to Maryhill Station, which is within a 10 - 15 minute walk from the Science Park

Parking: 2

B - Development History

This is a joint development between Scottish Enterprise Glasgow, Glasgow University and Strathclyde University with purpose built starter units specifically for research and development and biotech sectors.

C - Parking Standards

Minimum Parking standards applied at the outset and these are considered sufficient for the Kelvin Campus area of West of Scotland Science Park where RRK are located.

D - Development Operation

The occupiers have no problems with car park provision and there is no need for measures to reduce car use. This is due to the fact that this part of the development (Kelvin Campus) has been designed at a very low density and therefore, is a less demand for parking spaces.

The perceptions of public transport are quite poor. The train station at Maryhill is a 10/15 minute walk from the Science Park and the surrounding area is not conducive to people walking there. One bus service passes the site for the city centre. Those at RRK need the flexibility of having car transport as they are a small company and need to do a lot of travelling.

The only restraint within the site, is the width of the access / circulating roads, which can become blocked easily, for example, delivery vehicles.

E - Impact of Parking Standards

The primary location consideration for RRK technologies is the fact that this development is dedicated to helping new start-up Research & Development companies develop. This is done through various financial and technical measures. It was identified, however, that the second most important factor was accessibility and the availability of car parking.

F - Summary of Case Study

West of Scotland Science Park has been developed with the aim of attracting small research and development companies and has been designed in this way, with small low density units in a spacious environment. Rigid parking standards have not been applied on the Kelvin campus and with a relatively low working population there are no parking restrictions. However, it was highlighted that the parking at the newer Todd Campus was limited and with a much higher density of development, there is some displaced parking into the Kelvin Campus. This could lead to future problems as more sites at the park are developed.

Glasgow Monster.Com

A. Development

Name: Monster.Com

Type of Development: Internet recruitment

Size of Development: 2230m ²

Number of staff: 78

Location(s) West George St, Glasgow

Catchment Area: Europe-wide

Normal hours: Shift work from 8 a.m. to 6 p.m.

Public Transport Accessibility: Glasgow city centre has very good public transport provision. Both Queen St and Central Rail Stations are within the city centre, which serve the main and local routes throughout Scotland. The Glasgow region buses serve the city centre, as do the national buses at Buchanan St bus station. Glasgow underground serves the surrounding Glasgow area and there are also bus links to the Airport.

Parking: 13 spaces

B - Development History

The company located at this location as a purpose provided office location, and were therefore not involved in the planning process in connection with their choice of location.

C - Parking Standards

As this development is located within the city centre, maximum parking standards have been applied with less than 1 space per 100 m ² (1:171m ²) however this is a city centre location where parking is limited and public transport links are good

D - Development Operation

No Green Transport plan has been provided but public transport is very good to the site and parking is not considered to be a restriction by the developers. This is even the case with early and late shifts.

E - Impact of Parking Standards

Monster.com do not consider parking an initial consideration when deciding on a location.

F - Summary of Case Study

This inward investor, locating within Glasgow city centre, does not see parking provision as a major issue, with having good public transport provision within the city centre, the issue of having limited space does not cause a problem.

Monster.com is a recruitment company, therefore, its primary aim is to be accessible for staff and clients. City centres are generally the most accessible places for most people, due to the good public transport systems. This suggests that investors needs for car parking within the city centre is not as great as it is in more peripheral areas. In turn, this emphasises the importance of local plans encouraging development in readily accessible town centre areas.

Glasgow IKEA

A - Development Facts

Name: IKEA Glasgow

Type of Development: Furniture Shop

Size of Development: 24,500m ² (although planning permission has been granted for an extension which would result in gross floor area 27,700m ²)

Location(s) Next to Braehead Retail Park, South West of Glasgow

Catchment Area: West of Scotland and north west England

Normal hours: Monday-Friday - 10am -10pm;

Saturday - 10am - 7pm;

Sunday - 10am - 6pm

Public Transport Accessibility: The site is located next to the bus station for Braehead which is served by 11 bus services

Parking: 1,360 spaces, this is equivalent to 1:18m ² which is broadly similar to the proposed standards for non-food retail.

B - Development History

Originally IKEA put in a planning application at J26 of the M8, Hillington. This store was going to be 19,000m ² with 950 parking spaces. Renfrewshire Council granted planning permission although the Scottish Executive held a Public Inquiry and the store was refused.

After Brahead Retail Park was developed, IKEA put in a planning application for the site next to the Retail Park which was approved, built and is now open.

The store is at present 24,500m ² although planning permission has been granted for an extension of 3,200m ². This will not be used as shopping floor space but rather for more storage, there are therefore no extra parking spaces to be built for this.

C - Parking Standards

There have been 1360 spaces provided for the store giving a ratio of 1:18m ² (not including the proposed extension). This is slightly more generous than the proposed standards of 1:20m ² for non-food retail. If this standard had been applied the store would have been allowed 1225 spaces instead of 1360.

D - Development Operation

97% of IKEA customers come by car - as the bought goods are not generally suitable to carry home by any other mode. Home delivery is available and there is also a suggestion that free home delivery will be provided if a customer does not travel to the store by car, although this scheme is not operational at the Glasgow store at present.

Generally cars coming to IKEA have more than one occupant with the average occupancy being 2.5.

A Transport Plan is to be put in place including a car sharing database. Cycle stands, showers, hairdryers and irons are all provided to encourage staff cycling to work.

E - Impact of Parking Standards

IKEA recognise that at peak periods people may not find a parking space and be turned away. This is obviously not good for business however IKEA also recognise the problem with unrestrained parking provision, such as extra cost to the developer and over provision at non peak times.

The amount of parking provided is in line with the proposed maximum parking standards and IKEA are happy with the provision at this site. Parking numbers were never a contentious issue when the planning application was being considered.

F - Summary of Case Study

This is a developer who, given the large mode share to private car is complying with the proposed maximum parking standards with no real problems. They have actively tried to get their staff to travel by other modes and are continuing to develop a green transport plan.

Despite the high car mode share and high car park accumulation IKEA are successfully operating a store with parking provision broadly in line with the proposed maximum standards.

The company have a very environmentally conscious image and works hard to maintain this, however they do acknowledge that given the nature of the goods they sell most customers will continue to come by car.

Ocean Terminal

A - Development Facts

Name: Ocean Terminal

Type of Development: Retail / Leisure development

Size of Development: 41,250m ² gross floor area

Number of staff: The development is not yet fully let and so final staff numbers are not known

Location(s) Port of Leith, within the Leith Docks

Catchment Area: Entire Lothian region

Normal hours: 9.30 a.m. to 1 a.m.

Public Transport Accessibility: Good - there are a number of bus services to the area, including service 22, 34 and 11

Parking: 1600 spaces

B - Development History

The development of the Ocean Terminal complex has been progressed over a number of years, starting with an outline application in 1997. Traffic and transportation issues have been considered a priority from the outset, and much attention has been paid to the outcomes of the transportation assessment. The number of spaces provided on the site is slightly lower than the standards to be applied at the time of the application, and the City of Edinburgh Council are currently progressing Road Orders to restrict parking on surrounding streets, to ensure that the car parking for the development operates as envisaged.

Ocean Terminal has been built in the old docklands area at Leith. The docklands had been left derelict for 10 to 12 years and there was little incentive for residential developments. A joint Venture was set up with the aim to prime the site for further development. The overall plan for the area includes offices, flats, a hotel, and the retail development.

The move to Victoria Quay by the Scottish Executive had a big influence on this area, which was followed by the acquisition of the Royal Yacht Britannia. The dockland's use has also been changed to include facilities for cruise liners which are slowly becoming a more common sight.

Ocean Terminal has been suggested as a "High Street for Leith" with a large catchment of people who would otherwise go to Cameron Toll, The Gyle or Edinburgh Centre for such facilities.

C - Parking Standards

For the retail development, 1600 spaces are provided in multi storey car parks. This equates to 1:26m ², which is slightly less than the proposed maximum parking standards. The proposed standards are 1:20m ² fro non-food retail although this development took place with a number of sustainable transport facilities in place.

D - Development Operation

Mode share targets have been set for both 2000 and 2010. Generally the mode shift seeks to reduce car use and increase the use of public transport, cycling and walking for accessing the development. Mode share targets have been set at the local target levels:

2000 2010

Car 45% 31%

Public Transport 34% 41%

Cycling 3% 10%

Walking 14% 18%

Currently it would appear that the perception of public transport provision is very good. Ocean Terminal is regarded as a destination for some of the bus services.

To avoid the car park being used by employees from surrounding businesses, it does not open until 9.30 a.m., as was set out in the Section 75 agreement for the development.

Forth Ports have made a contribution towards the bus service to Ocean Terminal and have provided cycle stands and cycle paths on the access roads to the development.

Although there are no obvious constraints due to limited car parking at present, this is likely to be more accurately gauged when the development is fully let.

E - Impact of Parking Standards

It would appear that the issue of car parking provision registers high on the list of priorities for Forth Ports. If maximum car parking standards were applied which were inflexible, then depending on the level, this could affect the viability of development projects and could certainly affect the decision on where to locate. It was highlighted that development in different locations will require varying levels of car park provision, due to the location of the catchment population and due to the varying quality of public transport provision.

F - Summary of Case Study

Ocean Terminal is a new retail / leisure development which was opened in October 2001. As yet, not all of the units are let to retailers, therefore, the actual success of the parking provision and the alternative transport modes remains to be seen when the development is at capacity. A similar survey undertaken in a year's time will gain much more meaningful results.

There have been several alternative means of transport provision provided at Ocean Terminal, however, again the use of these cannot be fully quantified until the development is fully let. The parking provision was felt to be adequate for the development although more would have been desirable (e.g. 2000 spaces was quoted).

It was stated that from a general developer point of view, if maximum parking standards were applied to the extent that the viability of the development may be affected, then alternative locations would most definitely be considered. The view was expressed that in the event of blanket national maximum parking standards, without the introduction of a high quality public transport system throughout, then the viability of national and overseas investment within Scotland could be compromised.