Agenda Item:
|
Report to: |
Cabinet |
|
Date: |
3 March 2008 |
|
Report from: |
Head of Regeneration |
|
Title of report: |
Central St Leonards Parking Economic Impact Assessment |
|
Purpose of report: |
To present the main findings of the Central St Leonards area Parking Economic Impact Assessment (EIA) report.
|
|
Recommendations: |
|
1. Parking Economic Impact Assessment Report
1.1. In April 2007, Cabinet resolved that further proposed parking restrictions in Central St Leonards be deferred pending a detailed economic impact assessment of parking to highlight relevant factors in relation to the regeneration programme for Central St Leonards.
1.2. Colin Buchanan and Partners Limited (Colin Buchanan) were appointed to undertake the work which involved consultation with a wide range of local stakeholders. An Advisory Group consisting of key community and trade representatives and ward Members informed the process.
1.3. The work has now been completed and the consultants have issued their final report following a two-week public exhibition and consultation on their initial findings and recommendations.
1.4. The Executive Summary of the consultant’s full report is appended. The full report, which incorporates feedback on the consultation results, is available on request and will shortly be published on the Council’s website.
2. Summary of key findings
2.1. Current pressures on parking are having a negative effect on the economy and should be addressed as soon as possible. These pressures are localised and do not extend across the entire area that was the subject of the previously proposed Controlled Parking Zone (CPZ).
2.2. The retail offer in St Leonards is weak and the current parking situation is contributing to economic stagnation and lack of investor confidence in the area. The economic costs of “doing nothing” will rise year on year and will have a negative impact on the the Central St Leonards regeneration programme.
2.3. A significant cause of the current parking pressure in the commercial town centre of St Leonards is the illegal parking of vehicles, and much of this is attributable to local employees and business owners.
2.4. There is adequate night-time resident parking capacity and adequate day-time parking capacity outside St Leonards town centre.
2.5. There is significant under-utilisation of Crystal Square and Marina car parks, primarily due to the availability of free on-street parking versus the cost of using the car parks.
2.6. The regeneration programme underway will lead to improvements in the local economy and increase the demand for parking.
2.7. Surveys indicate that an estimated 60% of spend in St Leonards town centre is currently derived from car-borne visitors.
2.8. Increased circulation of vehicles and availability of short stay parking needs to be achieved while maintaining a fragile economy.
2.9. Additional demand for resident parking can be readily accommodated in the short to medium term. It is anticipated that although parking will become more difficult in certain streets, residents should still be able to find a parking space within their locality.
2.10. If a new multi-storey car park is built in the town centre in the longer term, (such as the development at Crystal Square as proposed in the Central St Leonards master plan) additional day-time parking could be provided to help meet future long-term projected demand.
2.11. The economic dis-benefits of a comprehensive CPZ for St Leonards as originally proposed outweigh the economic benefits. However, the negative economic impact will decline year on year as the reduction in congestion results in economic benefits and the regeneration of the area creates additional parking demand.
2.12. Recouping the costs of introducing and maintaining effective parking management measures will need to be finely balanced against the current weak trading position of the town.
3. Consultants’ key recommendations:
Colin Buchanan has made a number of recommendations, including the following key points:
3.1. Localised on- and off-street parking measures in key streets may capture the benefits of improved parking management without incurring the negative effects of a comprehensive CPZ.
3.2. Extension of parking measures, such as residents permit schemes to outlying residential areas, should be phased in response to demand and as displacement gradually puts pressure on these areas. This should be considered on a street by street basis.
3.3. Allocate space in the Marina car park and other underutilised car parks for long stay parking for commuters and employees to free up on-street parking for short stay use.
3.4. The area around the current College site should be reviewed after the relocation of Hastings College in September 2009.
3.5. Implement and monitor a simple package of measures to determine the impact on the area and parking behaviour. It is recommended that this is done before introducing any wider measures that would arise primarily as a result of changes in parking behaviour. As demand for parking space increases, the provision of additional off-street parking and on-street controls will be required. The extent to which these should be introduced requires further consideration.
3.6. Colin Buchanan suggests a number of initial measures that would require some changes to the Traffic Regulation Orders, signing and higher levels of enforcement, but would be less costly to introduce than those requiring ticket-issuing equipment. The measures suggested include:
i. Reduce the maximum stay in limited waiting areas from 2 hours to 1 hour but keep the ‘no return within 2 hours’ requirement. On-street parking to be free of charge and managed without the introduction of meters at this stage.
ii. Zoning of bays in the main retail streets to reduce the opportunity to move around to avoid the maximum time limit.
iii. Restrict loading and unloading in main retail streets to the periods before 10am and after 4pm.
iv. Use of Crystal Square as a short stay car park limited to a 3 hour maximum stay.
v. Reduce car park charges to encourage greater use of the off-street car parks and free up on-street parking for short stay use.
vi. Increase enforcement patrols to reduce non-compliant parking, which initially might be self-financing through penalties issued until current behaviour is significantly modified.
3.7. Colin Buchanan concludes that introduction of the above measures for an initial monitored period could help to address some of the current problems identified through a minimal and more acceptable approach.
3.8. The consultants further suggest that these measures could work in parallel with the on-going regeneration work, the bus improvement initiatives, travel planning and other incentives to reduce the impacts of car travel to St Leonards, without reducing and hopefully improving, the numbers wishing to work, shop or visit the area.
3.9. They conclude that other potential benefits could be achieved through these new measures, such as a reduction in illegal parking, improved turnover, reduced congestion and an improved pedestrian environment.
3.10. The consultants highlighted the strength of local opinion about any move towards meters and charged on-street parking. There was a frequently voiced concern that once on-street charges were introduced, there would be little possibility of public consultation or influence regarding future removal of the initial free parking period and increases in parking charges. The consultants suggest that these strongly held views should also be a consideration in any future plans to take parking measures forward.
3.11. The consultants noted the projected economic benefits of the Central St Leonards regeneration programme, and also emphasised that the proposals to improve the streetscape and pedestrian access in Kings Road will also vastly improve the environment, the perception and the feel of the area.
3.12. The Kings Road Corridor Project is a key element of the St Leonards Urban Renaissance Programme approved by Cabinet in October 2006. The preferred option for the project was developed following extensive public consultation and is currently on display in two shops in Kings Road. The original timing of the project was re-phased to take account of the Economic Impact Study, while not jeopardising the scheduled draw-down of significant external funding commitments required to deliver the programme.
3.13. Currently, improvements are taking place in London Road, and do not affect parking. The next phase will focus on Kings Road and ancillary improvements, with work on this planned to start from January 2009. These works include widening of the footpath and other streetscape improvements along the length of Kings Road. Parking will be maintained on the western side of Kings Road only and will include provision for loading and unloading. To compensate for the loss of parking in Kings Road, additional spaces will be created at Warrior Square through the introduction of ‘echelon’ parking.The exit from Cross Street in to London Road will be closed to assist traffic movement at the London Road-Kings Road junction and pedestrian flows between Warrior Square Station, Kings Road and the seafront. The remainder of Cross Street will be restored as a two-way route feeding into Western Road. These improvements have been designed to meet the objectives of the Urban Renaissance Programme while being consistent with the findings and recommendations of the Economic Impact Study.
4. Next steps, implications and recommendations:
4.1. The consultants’ findings present a very strong argument for further consideration of parking management options for the Central St Leonards area. It is evident that while there is a strong need to institute some form of improved parking management arrangements to promote economic growth and residents’ quality of life, the current state of the St Leonards economy is insufficiently robust to withstand the initial negative impact of a fully comprehensive CPZ scheme at this point in time.
4.2. In light of this, it is recommended that the consultants’ proposed initial package of parking measures is investigated and costed by Parking Services with a view to implementing viable and cost effective options for an initial period until the benefits of regeneration become more apparent. It is suggested that the parking options for the various streets be worked up on a case by case basis with the input of Regeneration officers.
4.3. Any initial measures should be monitored to assess the impact on the area and on parking behaviour. Once changes have arisen as a result of the measures, and the regeneration programme starts to change the nature of the area, it will be necessary to review the situation. The consultants’ report contains detailed recommendations which should be referred to when considering the introduction of any future potential parking measures. Any further proposed measures would require a detailed review in terms of impact, parking behaviour and cost.
5. Policy implications
5.1. The introduction and management of the proposed parking and parking enforcement measures will incur costs. Further investigation is needed in order to reveal the financial viability of these.
5.2. The Kings Road Corridor project needs to proceed on time to ensure full draw down of Single Regeneration Budget and East Sussex County Council funding.
5.3. The Kings Road Corridor project is projected to significantly improve the physical environment in the commercial heart of Central St Leonards with a consequential increase in pedestrian and commercial activity.
--------------------------------------------------------------------------------------------------------------------
St Leonards Parking Economic Impact Assessment Final Report Executive Summary
Please tick if this report contains any implications for the following:
|
|
Equalities & Community Cohesiveness |
|
|
|
Crime and Fear of Crime (Section 17) |
|
|
|
Risk Management |
X |
|
|
Environmental issues |
X |
|
|
Economic / Financial implications |
X |
|
|
Human Rights Act |
|
|
|
Organisational Consequences |
|
Report written by: Monica Adams-Acton