Whitehill & Bordon Eco-town Parking Strategy by East Hampshire District Council

Whitehill & Bordon Eco-town Parking Strategy Hampshire County Council September 2012

Issue/revision

Issue 1

Revision 1

Revision 2

Revision 3

Revision 4

Remarks

WORKING

PROGRESS

ISSUED

FINAL DRAFT

SECOND

DRAFT

Grace Blizard

Stuart Morton

Peter Day

11581407

FINAL DRAFT

Date Prepared by Signature Checked by Signature Authorised by Signature Project number File reference

N:\IESE Framework\#H CC Whitehill Bordon Parking Strategy\TEXT \REPORTS\Pa rking Strategy\White hill and Bordon Parking Strategy - Sep 2012.docx

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Contents

Executive Summary

Background

Planning Policy and Context

Baseline Parking Provision

Eco-Town Growth Proposals

Unrestricted Future Parking Demand

Reducing Parking Demand – Options Appraisal

Parking Strategy Recommendations (Revised Masterplan)

Appendix A – Exemplar Case Studies Appendix B – TRICS Analysis Output (Original Masterplan) Appendix C – Savill’s Car Parking Viability Appraisal Appendix D – TRICS Analysis Output (Revised Masterplan) Appendix E – Parking Strategy Recommendations (Previous Masterplan)

Figure 3.1 – Existing Car Park Locations Figure 6.1 – Shared Use Parking Opportunities Figure 6.6 – Ideal Locations for Parking Barns Figure 6.7 – Opportunities for Car Club Locations Figure 7.8 – Revised Opportunities for Car Club Locations

Executive Summary

INTRODUCTION Whitehill & Bordon is one of four towns in the country which has been designated as an Eco-town, with the aim of becoming an exemplar for sustainable development. WSP has been appointed by Hampshire County Council (HCC) to produce a suite of Transportation Strategies to support the Emerging Transport Strategy and the Framework Masterplan for Whitehill & Bordon Eco-town. These are intrinsically linked to deliver the Eco-Town movement and transport aspirations. The Parking Strategy seeks to manage the availability of parking both on and off site, managing the level of demand. A key consideration in the strategy is to maintain the commercial viability of development proposals in tandem with overall demand management. The Parking Strategy looks to managing the demand for car-based travel in order to bring forward an exemplar sustainable development, in line with the Eco-town aspirations and Whitehill & Bordon transport policy. PLANNING POLICY Arising from national, regional and local policy, this report confirms the following objectives which will be included in the development of the Parking Strategy for Whitehill & Bordon: Capped maximum parking standards; Mixed use of parking provision; Use of parking as a policy tool; and Adoption of a different approach to parking provision, in accordance with framework provided by DfT guidance. The development proposals for Whitehill & Bordon assume lower car parking standards where required to meet Eco-town status & LTP3 policies. Various policies and measures are developed in the report aimed at achieving the above objectives and addressing other issues identified during the course of the study. BASELINE PARKING PROVISION A key element in the development of the parking strategy is consideration of baseline parking provision within Whitehill & Bordon. This includes current residential car ownership levels (Census 2001) and demand for off street parking in terms of type, location and demand through the day. A review of 2001 Census indicated that the average car ownership for flats and houses is 0.913 and 1.582 respectively, equating to an overall average ownership of 1.50 cars per household. To capture off street parking information site visits were undertaken of all car parks in the area and an occupancy survey was undertaken on the Forest Centre car park on a typical weekday and on a Saturday. Site visits revealed that the majority of off-street council and privately operated car parks are under-utilised, particularly those at the Forest Centre as confirmed by occupancy surveys. Daily profiles for a combination of the three Forest Centre car parks together with a typical daily profile derived from similar surveyed sites in TRICS have been presented in Figure 1 below. This illustrates that all Forest Centre car parks are below capacity overall, reaching just above 60% occupancy by 11:00 and gradually reducing to below 20% after 18:00. 2

Figure 1: Weekday Daily Parking Profile â&#x20AC;&#x201C; Forest Centre Car Parks Combined 70%

Car Park Occupancy

60% 50% 40% 30% 20% 10% 19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

Figure 2 shows the Saturday daily parking profile for all Forest Centre car parks combined. Demand for parking increases steadily from 08:00 reaching a peak at 11:15. Demand slowly drops and is almost empty by 18:00. Figure 2: Saturday Daily Parking Profile â&#x20AC;&#x201C; Forest Centre Car Parks Combined 80%

Car Park Occupancy

70% 60% 50% 40% 30% 20% 10% 19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

The parking occupancy surveys identified that demand for parking tends to not occur until circa 08:30 and drops to below 10% occupancy by 18:00. Overall parking demand remains consistent during a weekday and on Saturday, with average peak occupancy across all Forest Centre car parks equating to 68% and 74% respectively. With the level of spare occupancy between 18:00 and 07:00 there is real potential for residential parking demand to park within these central car parks overnight, with appropriate duration restrictions in place. Stakeholder consultation has been undertaken through drop-in sessions, paper and web-based questionnaires, and a stakeholder workshop. It was established that there is 3

currently a generous supply of free car parking in Whitehill & Bordon. However, there are pressures on existing residential parking due to insufficient private off-street provision and stakeholders have expressed the need for better enforcement. ECO-TOWN GROWTH PROPOSALS The Draft Framework Masterplan is a strategic framework showing how growth could occur in Whitehill & Bordon in the 20-25 years. It is the starting point for a wide range of more detailed studies culminating in planning applications over the coming years. The Framework Masterplan is an overall vision for the physical, social and economic and environmental improvement of the town to ensure that development takes place in a considered manner to deliver community benefits for the town as a whole. The aim of the Masterplan specific to transportation is twofold: To establish sustainable patterns of movements to and within the town; and To minimise use of the private car through the provision of appropriate, appealing and realistic alternatives. The Masterplan development schedule has been outlined, including the key elements to be considered by the Transport Strategy as detailed in the Framework Masterplan. A package of measures to support more sustainable travel choices have been put forward, whilst the desirable parking provision looks to reduce current standards by up to 50% following the facilitation of ‘greener’ methods. UNRESTRICTED FUTURE PARKING DEMAND Chapter 5 considers the likely unfettered parking demand for the land uses defined in the Draft Framework Masterplan. An assessment has been undertaken for employment, retail and leisure, and residential land uses, calculating peaks in parking demand based on typical accumulations within other UK developments contained in the TRICS database. Forecasted parking demand for proposed employment sites indicated that a peak accumulation of 1393 parked vehicles would occur between the hours of 10:00-11:00. After 18:00, parking demand falls below 15% of the peak level until 08:00. This indicates that there are opportunities for the shared use of spaces where employment and residential land uses are adjacent. An assessment of the likely future parking demand for retail/leisure uses in the Extended Town Centre revealed the peak demand to occur between the hours of 12:00-13:00 for 1365 spaces. It was recognised that an element of parking demand in the Extended Town Centre would arise from employment commuting trips. For this reason, an exercise was undertaken to determine the proportion of retail/leisure parking demand relating to commuting trips, which equates to 787 spaces. To forecast the demand for residential parking within the Eco-town, 2001 Census data summarised in Chapter 3 was applied to the Masterplans’ schedule for flats/houses in the three character type residential development classes. By utilising the average car ownership for each dwelling type/size, this allowed a more accurate forecast to be made. The assessment indicated that 5276 spaces will be required, resulting in an overall 1.32 spaces per dwelling, whilst peak accumulation would occur between 18:00 – 19:00 for 4767 spaces. Drawing together parking demand for all uses, the peak in parking demand across the Eco-town would occur between 12:00 – 13:00, with a total of 5720 spaces required before measures to reduce parking demand are explored. REDUCED PARKING DEMAND – OPTIONS APPRAISAL Chapter 6 considers the potential of a range of parking provision approaches, demand management measures and wider smarter choices initiatives for reducing parking 4

demand within the Whitehill & Bordon Eco-town. These are then individually applied to the unfettered parking demand future baseline presented in Chapter 5 to demonstrate the levels of reduction that can be achieved. The chapter firstly considers the impact of the forecast trip internalisation rate and the effect of cross visitation to retail and leisure land uses. Trip internalisation could be expected to achieve up to 30% containment through effective design of the types and locations of employment opportunities, the layout of the internal road network to facilitate local walking and cycling trips, and the availability of schools and other community facilities. Secondly a review of parking provision methods is presented followed by consideration of parking management approaches. These are considered within the context of what impact they have to relevant land uses and associated potential reduction of unfettered parking demand forecasts presented in Chapter 5. The Eco-town will adopt a range of approaches which seek to ultimately reduce the need to travel by car without necessitating zero car ownership. The following items are considered within this section: Shared-Use parking arrangements; Parking Barns; Allocated and unallocated parking provision; Park and Ride; Car clubs; Disabled parking; Residential parking charges; Workplace Parking Levies; and Decriminalised Parking Enforcement (DPE) / (CPZ). Following a review of the Parking Strategy’s integration with the wider transport strategy contained in the Eco-town Masterplan and the Emerging Transport Strategy for Whitehill & Bordon, this chapter continues with a summary of the findings of a Viability Appraisal undertaken by Savill’s. This appraisal highlights the potential impact of providing reduced parking standards to be a 15% decline in property values. Finally, a summary matrix table outlining the performance of the measures against a range of criteria is provided to demonstrate which measures will be effective with the Whitehill & Bordon Eco-town Masterplan. PARKING STRATEGY RECOMMENDATIONS (REVISED MASTERPLAN) Following the creation of a draft version of the Parking Strategy, a revised Masterplan was developed and published by the Eco-town team on behalf of the Whitehill & Bordon Eco-town Delivery Board. Its main changes affecting the Parking Strategy are as follows: A maximum of 4000 new homes to be delivered; Housing density no longer restricted to three categories- a mix of housing densities across the development areas with a new ‘character area’ approach; Two housing mix options for the ‘Town Centre’ character area; Changes to Retail, Employment and Leisure proposals; No housing on Viking Park; and A revised Masterplan layout.

Consequently, the initial parking requirement assessment was moved to Appendix E for reference whilst revised Parking Strategy recommendations were compiled in Chapter 7. The changes to the Masterplan also necessitated a repeat of the unfettered future parking demand assessment through the derivation of new trip rates, and calculation of the impact that measures could have on reducing car use in the future. This is also contained in Chapter 7. Reassessment of the unrestricted future parking demand for proposed employment sites indicated that the peak demand for spaces will be 1335, occurring between 14:00-15:00. This compares to a peak demand of 1393 spaces for employment sites in the original Masterplan, which occurred between 10:00-11:00. The change in daily profile of accumulation is due to the increase of Commercial Leisure uses included at employment sites in the revised Masterplan. Since the revised Masterplan contains an element of retail/ leisure land uses at Viking and Edge of Town Centre sites, the proportion of demand relating to either commuting or leisure trips was determined. This revealed that the maximum accumulation relating to leisure trips would occur between 14:00-15:00 at the Edge of Town Centre site and between 21:00 – 22:00 at the Viking site. An assessment of the likely future parking demand for retail/leisure uses in the Extended Town Centre revealed the peak demand to occur between the hours of 12:00-13:00 for 1549 spaces. The proportion of these trips arising from commuting trips equates to 917. When added to commuting trips at employment sites, the proposed Eco-town would require a total of 1925 spaces for employment. This would result in a maximum parking demand of 0.40 spaces per employee, for a total of 4808 jobs. With four revised ‘Character Areas’ defining types and sizes of units, existing car ownership levels were again used to calculate the forecast parking demand. Since the Masterplan indicated two different dwelling mixes for the ‘Town Centre’ character area, two options are assessed going forward. The assessments indicated that 5306 and 5573 spaces will be required for options 1 and 2 respectively, resulting in an overall 1.32 and 1.39 spaces per dwelling. The overall peak for future parking demand in the proposed Eco-town will occur between 18:00-19:00, with a total of 5934 and 6175 for Options 1 and 2 respectively before measures to reduce parking demand are explored. This section then seeks to re-visit the options appraisal, to present an updated assessment of how these measures will impact the revised levels of development. As a result, the following Parking Strategy objectives are drawn: To provide unallocated parking where possible, in order to retain control over parking supply in the future; To develop an eco-town where cars do not dominate the streets, through the provision of discreet parking and aboveground / underground parking barns where possible; To create incentives / restrictions for dwellings in order to discourage the ownership of a second car, through council tax reductions for no car ownership / resident parking charges / reductions for environmentally-friendly cars; To consider the implementation of Workplace Parking Levies for employment sites, firstly ensuring a high quality public transport system is in place, and increasing these charges over time; To use existing and future parking supply to its full potential through providing shared use spaces for all complimentary land uses i.e. residential and employment uses; To develop proposals for a decriminalised parking regime in Whitehill & Bordon; To ensure that a suitable level of parking is provided for disabled users, initially free of charge; 6

To set a pricing structure at all retained and proposed Whitehill & Bordon car parks which supports the aim to reduce private car use whilst maximising the viability of the town centre, concentrating short stay spaces in the town centre for access to its facilities and long stay spaces at the edge of the town; To improve and implement signage both for drivers by road to the car parks, and on foot from the car parks to the key town centre destinations, in a way which reduces traffic circulation and pedestrian movement around the town; To require developments to create and implement Travel Plans in accordance with Hampshire County Council policy, encouraging smaller developments to implement Travel Plans, even if not required; and To consider options for the introduction of car clubs for residential and employment use. These would have the most potential for impact if placed adjacent to the ‘Green Views’ and ‘Green Roots’, providing an alternative to the ownership of 1 or 2 cars respectively. A summary of the recommendations for parking provision results in the forecasted fettered demand in Tables 1 and 2 for options 1 and 2 respectively. Table 1: Overall Parking Provision for Proposed Eco-town (Option 1) Units / Jobs

Fettered Demand

Parking Standard

Town Centre

1206 units

976

0.81 per unit

Satellite

1468 units

1945

1.33 per unit

Parkland

983 units

1509

1.54 per unit

Rural / Woodland

343 units

635

1.85 per unit

Louisburg

1084 jobs

358

0.33 per employee

Edge Town Centre

822 jobs

205

0.25 per employee/ leisure visitor

Viking

250 jobs

201

0.80 per employee/ leisure visitor

Quebec

154 jobs

0.21 per employee

Extended Town Centre

2498 jobs

866

0.35 per employee/shopper

Land Use

Residential

Employment Sites

Retail

Table 2: Overall Parking Provision for Proposed Eco-town (Option 2) Units / Jobs

Fettered Demand

Parking Standard

Town Centre

1206 units

1279

1.06 per unit

Satellite

1468 units

1945

1.33 per unit

Parkland

983 units

1509

1.54 per unit

Rural / Woodland

343 units

635

1.85 per unit

Louisburg

1084 jobs

358

0.33 per employee

Edge Town Centre

822 jobs

205

0.25 per employee/ leisure visitor

Viking

250 jobs

201

0.80 per employee/ leisure visitor

Quebec

154 jobs

0.21 per employee

Extended Town Centre

2498 jobs

866

0.35 per employee/shopper

Land Use

Residential

Employment Sites

Retail

A gradual reduction in overall development parking provision is advised, in order to accord with the findings of the Viability Appraisal. Therefore a potential approach for delivering the parking strategy for Options 1 and 2 is included in Chapter 7. Finally, this chapter looks at financial viability concerns and seeks to provide a less stringent approach to future parking provision in order to avoid concerns raised as part of the Viability Appraisal regarding a potential 15% reduction in property values where reduced parking standards are provided. Tables 3 and 4 contain an alternative approach to parking provision for options 1 and 2.

Flat

House

Table 3: Alternative Parking Provision for Proposed Residential Development (Option 1) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

362

1248

885

343

2838

Average car ownership levels per dwelling

1.60

1.70

1.85

1.90

Cars

579

2122

1637

652

4990

Dwellings

844

220

1162

Average car ownership levels per dwelling

0.80

1.00

Cars

675

220

993

1254

2342

1735

652

5983

Total

Flat

House

Table 4: Alternative Parking Provision for Proposed Residential Development (Option 2) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

844

1248

885

343

3320

Average car ownership levels per dwelling

1.60

1.70

1.85

1.90

Cars

1350

2122

1637

652

5761

Dwellings

362

220

680

Average car ownership levels per dwelling

0.80

1.00

Cars

290

220

608

1640

2342

1735

652

6369

Total

This level of provision would provide parking standards at a rate of 1.50 and 1.59 spaces per dwelling for options 1 and 2 (calculated by dividing overall spaces by dwellings), bringing these more in line with current parking standards and hence providing a more financially viable option.

Background

1.1

BACKGROUND

1.1.1 Whitehill & Bordon is one of four towns in the country which has been designated as an Eco-town, with the aim of becoming an exemplar for sustainable development. 1.1.2 The town currently has a population of around 14,000 people and 6,000 homes. The Ministry of Defence is due to leave Whitehill & Bordon, providing an opportunity for development and regeneration within the town. 1.1.3 An Emerging Transport Strategy has been prepared to support a Framework Masterplan for development of the Eco-town which aims to deliver 4,000 new homes (maximum 5300 homes), along with a new town centre providing commercial, retail and leisure facilities to regenerate the existing town centre offer. The provision of these supporting non-residential land uses will deliver up to 5,500 new jobs within Whitehill & Bordon. 1.1.4 The transport vision for Whitehill & Bordon is presented within the Emerging Transport Strategy (Hampshire County Council, September 2011) as follows: “Achieve sustainable growth in the long term by delivering an integrated low carbon transport system that will be in the forefront of innovative thinking, providing high quality, affordable and deliverable alternatives to the private car, managing transport demand and maximising the use of existing assets to become an example for modern day sustainable living”. 1.2

STUDY CONTEXT

1.2.1 WSP has been appointed by Hampshire County Council (HCC) to produce a suite of Transportation Strategies to support the Emerging Transport Strategy and the Framework Masterplan for Whitehill & Bordon Eco-town. These are intrinsically linked to deliver the Eco-Town movement and transport aspirations; Walking and Cycling Strategy –

The Walking and Cycling Strategy outlines provision for walking and cycling, which will encourage current and future residents of Whitehill & Bordon, to use alternative modes of travel to the car;

Parking Strategy –

The Parking Strategy seeks to manage the availability of parking both on and off site, managing the level of demand. A key consideration in the strategy is to maintain the commercial viability of development proposals in tandem with overall demand management.

Traffic Management Strategy –

The Traffic Management Strategy seeks to mitigate the impact of Eco-town proposals on villages surrounding Whitehill & Bordon.

1.2.2 HCC anticipates that the strategies will inform future interventions and infrastructure requirements for the Whitehill & Bordon Eco-town project.

1.3

SUPPORTING DOCUMENTATION

1.3.1 During the development of the Whitehill & Bordon Eco-town proposals, a considerable amount of supporting documentation has been produced, including: Framework Masterplan, AECOM, June 2010 Green Infrastructure Study, Halcrow, July 2011 Emerging Transport Strategy, Hampshire County Council, September 2011 Framework Travel Plan, Hampshire County Council, June 2011 Transport Assessment, Amey, September 2011 1.3.2 This material has been utilised to inform the Parking Strategy where relevant with consideration given to both technical and strategic findings of these supporting documents. 1.4

AIMS OF THE PARKING STRATEGY

1.4.1 The existing town creates over 60,000 trips per day across all modes. The main mode of travel to work amongst the population of Whitehill & Bordon is the car, with car driver trips accounting for 74% of journeys. 1.4.2 Managing the demand for car-based travel will be central to bringing forward an exemplar sustainable development that assists with the regeneration and future economic prosperity of the town, and meet the Eco-town aspirations on travel patterns and behaviour as presented within Whitehill & Bordon Transport Policy 12. Car Parking â&#x20AC;&#x201C; Development at Whitehill & Bordon will provide an appropriate level of car parking in accordance with a Car Parking Strategy prepared for Whitehill & Bordon. The strategy will balance the need to provide car parking and the need to promote sustainable transport. Car parking management measures will be implemented from the early stages of development to ensure that parking facilities are well managed, and that detrimental impact of informal car parking is reduced, allowing for the safe and efficient operation of the transport network. 1.4.3 A parking strategy will be an important aspect in managing future car demand within the home, workplace and town centre. The strategy can help to foster sustainable, low carbon travel patterns amongst residents and workers alongside wider investment in transport services, and actively support the viability and regeneration of the town centre. 1.4.4 The Transport Vision defined above is supported by a range of transport objectives to which the parking strategy can contribute directly towards or support as summarised below; Support sustainable economic regeneration and town growth; A balance of parking provision which supports town centre vitality and commercial sustainability of all Eco-town land uses. Improve the environment by reducing congestion and the associated pollution; Manage the demand for parking to discourage vehicular trips within the traffic peaks. Enable sustainable movement by developing high quality public transport, walking and cycling alternatives to the private car; Balance the need for people to travel with the importance of protecting the environment; 11

Reduce journey length and the need to travel outside of the town; Manage car demand within, through and outside of the town maximising the use of existing assets; and Promote clean vehicle technologies to reduce carbon emissions. Provide parking privileges to those with clean technology vehicles. 1.5

STUDY METHODOLOGY

1.5.1 The car parking strategy for Whitehill & Bordon has been developed by following a staged process with completion of the following tasks: An examination of the national, regional and local policy context for provision of car parking and consider recent changes to parking policy direction; A review of parking measures and management system employed elsewhere to provide an indication of what can be achieved in terms of modal shift and reduced demand for parking (refer to Case Studies included within Appendix A); An understanding of the current provision of off street car parking spaces in Whitehill & Bordon and existing residential parking demand; An assessment of daily traffic volumes related to the land uses included in the development proposals; Review of future parking demand for the range of land uses contained within the Whitehill & Bordon Eco-town Masterplan with consideration of associated daily parking profiles and Parking Strategy viability advice received from Savillâ&#x20AC;&#x2122;s; and Refinement of parking demand forecasts following implementation of parking measures and management options based on the current Masterplan and mix of both residential and non-residential land uses. 1.6

REPORT STRUCTURE

1.6.1 This document is set out to report on the above stages of the project in the following chapters: Chapter 2 provides a policy and legislation context to the parking strategy for Whitehill & Bordon, giving consideration to recent parking guidance and policy direction; Chapter 3 provides a review of the current baseline parking supply for Whitehill & Bordon including parking accumulation and feedback from resident consultation events; Chapter 4 outlines the key components of the Whitehill & Bordon Eco-town Masterplan proposals describing the land use changes proposed and commentary on the immediate proposals put forward in terms of parking supply and management; Chapter 5 shows the methodology applied to assess the future demand for parking within Whitehill & Bordon Eco-town. This chapter considers unfettered parking demand based on typical parking provision rates; Chapter 6 then considers the impact of parking demand measures that could be applied to the Eco-town based on accessibility levels and experience from other areas where innovative parking measures are adopted; and 12

Chapter 7 summarises the recommendations for parking provision in Whitehill & Bordon according to the revised Masterplan, including the best methods of provision and measures to reduce car parking demand.

2.1

Planning Policy and Context

INTRODUCTION

2.1.1 The hierarchy of transport policy guidance and legislation is an important framework for setting the context of a parking strategy for the proposed Whitehill & Bordon Eco-town. Parking is covered at a national level within the Planning Policy Guidance and the Government’s White Paper. Information collated and reported in this section is used to develop our car parking strategy in combination with data collected. The elements that are included as part of the strategy have been developed with this policy guidance in mind. 2.2

NATIONAL POLICY

NATIONAL PLANNING POLICY FRAMEWORK, DCLG, MARCH 2012 2.2.1 Adopted on 27 March 2012, the National Planning Policy Framework (NPPF) seeks to reduce the complexity and improve the accessibility of the planning system, whilst protecting the environment and encouraging growth in a sustainable manner. 2.2.2 The NPPF replaces all previous Planning Policy Guidance Notes and Statements, becoming the definitive national planning guidance from which local planning authorities can, in collaboration with their communities, produce local plans appropriate to the character and needs of their area. 2.2.3

Key to the NPPF and its success is the following statement from Paragraph 14:

“At the heart of the National Planning Policy Framework is a presumption in favour of sustainable development, which should be seen as a golden thread running through both plan-making and decision-taking.” 2.2.4 Transport forms one of the 12 core land use planning principles set out by the NPPF. This principle directs that locations which are sustainable or which can be made sustainable should become the focus for significant development. Opportunities to utilise sustainable modes to their fullest, such as public transport, walking and cycling should be actively taken and these considerations are discussed as part of the Eco-towns’ Walking and Cycling Strategy. Paragraph 7 of the NPPF notes three ‘dimensions’ of sustainable development: Economic, Social, and Environmental. 2.2.5 Transport is able to contribute significantly to a development’s adherence to these, through means such as providing infrastructure to support economic growth, enhancing accessibility to services and fulfilling the social needs of people and providing solutions which minimise pollution and environmental impact. 2.2.6 As encouraged in the NPPF (paragraph 29), the proposed Eco-town has been planned in such a way that gives people a “real choice” regarding their mode of travel. Its density and proximity to existing and proposed local facilities ensures that sustainable modes can be considered a favourable option for local trips. 2.2.7 The NPPF sets out a list of criteria which should be considered by local Planning Authorities when determining parking standards for residential and nonresidential parking standards. Paragraphs 39 and 40 state the following:

“If setting local parking standards for residential and non-residential development, local planning authorities should take into account: The accessibility of the development; The type, mix and use of development; The availability of and opportunities for public transport; Local car ownership levels; and An overall need to reduce the use of high-emission vehicles. Local authorities should seek should seek to improve the quality of parking in town centres so that it is convenient, safe and secure, including appropriate provision for motorcycles. They should set appropriate parking charges that do not undermine the vitality of town centres. Parking enforcement should be proportionate.” CREATING GROWTH, CUTTING CARBON: MAKING SUSTAINABLE LOCAL TRANSPORT HAPPEN (DFT WHITE PAPER, 2011) 2.2.8 The Government’s Transport White Paper entitled ‘Creating growth, cutting carbon: Making sustainable local transport happen’ sets out the Government's vision for a sustainable local transport system that supports the economy and reduces carbon emissions. 2.2.9 The Transport White Paper states that action taken locally is best placed to support economic growth and deliver near term reduction in transport-related carbon emissions. This can be achieved by providing people with options to choose sustainable modes for everyday local transport choices to, for example, help boost economic growth by facilitating access to local jobs. 2.2.10 The Government’s strategy is “to manage traffic in ways which tackle congestion as well as reduce carbon emissions and bring road safety and air quality benefits”, and recognise that parking strategies have been shown to be beneficial to local growth, particularly in town centres. PLANNING POLICY GUIDANCE 2.2.11 In addition to the strategic advice published in its White Paper, the Government issues important national policy guidance in the form of Planning Policy Guidance (PPG) and Statement (PPS) notes, intended to guide the development plans of local authorities. Although these policies are due to be superseded by the recently published NPPF, they have been included here due to the transition period spanning 12 months from the NPPF publish date. 2.2.12 PPG 13: Transport, sets out the government’s key objectives of integrating planning and transport at the national, regional, strategic and local level to: “Promote more sustainable transport choices for both people and for moving freight; Promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling, and Reduce the need to travel, especially by car.” 2.2.13 Parking policy is one method used to deliver these objectives. In particular, PPG 13 realises the significant influence parking has on the mode of transport people use, making specific reference to the “use of parking policies, alongside other planning 15

and transport measures, to promote sustainable transport choices and reduce reliance on the car for work and other journeys". 2.2.14 Also in relation to parking policies, PPG 13 states that parking standards “should be designed to be used as part of a package of measures to promote sustainable transport choices and the efficient use of land, enable schemes to fit into central urban sites, promote linked-trips and access to development for those without use of a car and to tackle congestion.” In terms of an overall approach to parking, covering both the local transport plan and development plan, “local authorities should adopt on-street measures to complement land use policies. Local authorities should set out appropriate levels and charges for parking which do not undermine the vitality of town centres. Parking enforcement should be proportionate.”

2.2.15 PPS4: Planning for Sustainable Economic Growth contains policy on car parking for non-residential development (Policy EC8), and states that “In setting their maximum standards, local planning authorities should take into account: The need to encourage access to development for those without use of a car and promote sustainable transport choices, including cycling and walking; The need to reduce carbon emissions; Current, and likely future, levels of public transport accessibility; The need to reduce the amount of land needed for development; The need to tackle congestion; The need to work towards the attainment of air quality objectives; The need to make provision for adequate levels of good quality secure parking in town centres to encourage investment and maintain their vitality and viability; The need to encourage the shared use of parking, particularly in town centres and as part of major developments; The need to provide for appropriate disabled parking and access; The needs of different business sizes and types and major employers; and The differing needs of rural and urban areas.”

DFT RESEARCH REPORT 2.2.16 Earlier in 2011 the Department for Transport (DfT) published a research report conducted by TAS on Parking Measures and Policies. It contained the following description of a paradigm shift in parking policy: In the UK, and now increasingly in North America, parking planning has undergone a paradigm shift, a fundamental change in how a problem is perceived and solutions evaluated. The old paradigm assumed that parking should be abundant and free at most destinations. The aim was to maximise supply and minimise price. The old paradigm assumed that parking spaces should almost never fill, that parking facility costs should be incorporated into the costs of buildings or be subsidised by local government, and that every destination should satisfy its own parking needs. It is evident that conventional parking practice is still widely used within suburban areas propagating low density development and urban sprawl. The new paradigm strives to use parking facilities efficiently. It considers full car parks to be acceptable and that any spillover problems, such as congestion or carbon emissions, should be addressed. It emphasises the sharing of parking facilities between different destinations. It favours charging parking costs directly to users, and providing financial rewards to people who reduce their parking demand. The new paradigm strives to provide optimal parking supply and price accordingly. It considers too much supply as harmful as too little, and prices that are too low as harmful as those that are too high. The new paradigm recognizes that transport and land-use conditions evolve so parking planning practices need frequent adjustment. It allows new approaches to be tried until their effectiveness (or lack thereof) is proven. The old paradigm results in predict and provide planning, in which past trends are extrapolated to predict future demand, which planners then try to satisfy. This often creates a self-fulfilling prophecy, since abundant parking supply tends to increase vehicle use and urban sprawl, causing parking demand and parking supply to increase further. 2.3

LOCAL POLICY

HAMPSHIRE LOCAL TRANSPORT PLAN 3 (2011-2031) 2.3.1 Hampshire County Council’s Local Transport Plan 3 (LTP3) was approved in February 2011 and adopted once the previous LTP2 expired in March 2011. It consists of two parts: a long term vision for how the county’s transport network will be developed over the next 20 years, and a short term three year implementation plan. 2.3.2

The overall vision for LTP3 is a transport strategy that will help HCC realise:

“Safe, efficient and reliable ways to get around a prospering and sustainable Hampshire”. 2.3.3 The strategic transport priority is to make the most of the existing transport network in light of a current environment of restricted government expenditure. Therefore over the next five years maintenance, safety and management have been prioritised. The three main priorities are listed below. Main Priority 1: To support economic growth by ensuring the safety, soundness and efficiency of the transport network in Hampshire. 17

Main Priority 2: Provide a safe, well-maintained, and more resilient road network in Hampshire as the basic transport infrastructure of the county on which all forms of transport directly or indirectly depend, and the key to continued casualty reduction. Main Priority 3: Manage traffic to maximise the efficiency of existing network capacity, improving journey time reliability and reducing emissions, thereby supporting the efficient and sustainable movement of people and goods. 2.3.4 Chapter 6 of the LTP3 recognises that there are a number of significant transport challenges facing Central Hampshire, reflecting the rural nature of the area. This includes: “delivery of appropriate transport solutions to support sustainable development in Whitehill & Bordon eco-town, which is expected to accommodate 4,000 new dwellings and significant employment development. There is a need to improve selfcontainment and reduce car dependency for both existing and new residents.” 2.3.5 In relation to the strategic inter-urban network, the LTP states its intent to explore the potential for direct rail connection to Whitehill & Bordon in support of the public transport network, through collaboration with public transport industry partners. 2.3.6 Among other towns in the county, Whitehill & Bordon is described as an urban centre offering the “greatest potential within the strategy area as a whole for measures that improve travel choice and reduce dependency on the private car”. It is also recognised that scope exists to improve quality of bus services and develop walking and cycling networks in the area. 2.3.7 Whitehill & Bordon is identified as an area of growth that is expected to provide new residential, commercial and retail uses, and through exemplary sustainable redevelopment between 2015 and 2036, envisages the existing population to double in size in the process. 2.3.8 The LTP refers to the Emerging Transport Strategy (ETS) published in September 2011, and outlines its purpose to set “a framework for the future transport system and aim to provide for the needs of the future resident population.” 2.4

SUMMARY

2.4.1 Arising from national, regional and local policy, this report confirms the following objectives which will be included in the development of the Parking Strategy for Whitehill & Bordon: Capped maximum parking standards; Mixed use of parking provision; Use of parking as a policy tool; and Adoption of a different approach to parking provision, in accordance with framework provided by DfT guidance. 2.4.2 The development proposals for Whitehill & Bordon assume mitigated parking stock to meet Eco-town status & LTP3 policies. Various policies and measures are developed in the report aimed at achieving the above objectives and addressing other issues identified during the course of the study.

3.1

Baseline Parking Provision

INTRODUCTION

3.1.1 A key element in the development of the parking strategy is consideration of baseline parking provision within Whitehill & Bordon. This includes current residential car ownership levels (Census 2001) and demand for off street parking in terms of type, location and demand through the day. 3.1.2 To capture off street parking information site visits were undertaken of all car parks in the area and an occupancy survey was undertaken on the Forest Centre car park on a typical weekday and on a Saturday. This information is presented below. 3.2

EXISTING RESIDENTIAL PARKING DEMAND

3.2.1 The existing levels of car ownership have been determined using 2001 Census â&#x20AC;&#x153;car ownership by dwelling typeâ&#x20AC;? data for the Whitehill & Bordon and Lindford wards which are deemed to cover the study area sufficiently. This dataset indicates how many cars are owned by houses and flats of varying sizes and provides a good indication of existing demand for residential parking within the study area. Tables 3.1 and 3.2 present this data for flats and houses in both wards. Table 3.1: Car Ownership for Flats Flats by Tenure

Total Units

Car Ownership Levels None

One

Two

Three

Four+

Existing Parking Demand

Average Car Ownership

Owner Occupied

262

164

311

1.187

1 room

1.273

2 rooms

1.000

3 rooms

107

132

1.234

4 rooms

104

1.143

5+ rooms

1.296

Shared Ownership & Rented

461

162

252

349

0.757

1 room

0.739

2 rooms

0.692

3 rooms

145

0.572

4 rooms

193

114

160

0.829

5+ rooms

1.016

Summary

723

191

416

107

660

0.913

Table 3.2: Car Ownership for Houses Houses by Tenure

Total Units

Car Ownership Levels None

One

Two

Three

Four+

Existing Parking Demand

Average Car Ownership

Owner Occupied

3861

188

1449

1660

433

131

6592

1.707

2 rooms

0.963

3 rooms

136

198

1.456

4 rooms

700

348

256

944

1.349

5 rooms

1197

512

483

115

1911

1.596

6 rooms

787

279

347

1414

1.797

7 rooms

502

124

267

992

1.976

8+ rooms

512

260

100

1107

2.162

Shared Ownership & Rented

1157

202

632

271

1346

1.163

2 rooms

1.333

3 rooms

0.875

4 rooms

277

154

298

1.076

5 rooms

449

259

107

498

1.109

6 rooms

210

108

269

1.281

7 rooms

106

151

1.425

8+ rooms

1.476

Summary

5018

390

2081

1931

469

147

7938

1.582

3.2.2 Tables 3.1 and 3.2 indicate that parking demand is lower for flats than houses with average car ownership per dwelling standing at 0.913 and 1.582 respectively. The majority (58%) of flats have one car whether owner occupied or rented, 26% have no car which suggests there is potential for some car free residential areas within the Whitehill & Bordon Eco-town Masterplan. For houses, 43% of owner occupied houses have 2 cars whilst this falls to 23% for rented houses. Only 8% of houses have no car with 41% having one car. It can be seen that the total number of cars owned by dwellings in the Whitehill & Bordon and Lindford wards is 8598, kept by 5741 dwellings. Hence, average car ownership for Whitehill & Bordon as a whole equates to 1.50 cars per dwelling. If the Whitehill & Bordon Eco-town proposals can target potential two car houses through smarter choice initiatives and parking demand management measures then residential parking demand would reduce significantly within the Eco-town. This is discussed further in Chapter 6. 20

3.3

OFF-STREET PUBLIC CAR PARKING (COUNCIL OPERATED)

3.3.1 An audit of existing parking provision was undertaken on Monday 24th October 2011 taking account of the type of provision and the existing capacity, along with observed occupancies recorded twice between 10:00-15:00. Each of the car parks are summarised below and it was noted that all car parks were free to use with no restriction on length of stay. Figure 3.1 illustrates the locations of current public car parking provision in Whitehill & Bordon. GUADALOUPE CAR PARK 3.3.2 Guadaloupe car park is located in the town centre west of the Chalet Hill / A325 High Street junction. This public car park has a capacity of at least 26 spaces, and an observed occupancy of 96%. These are unmarked spaces so high demand may cause vehicles to park in any viable space. SUTTON FIELD CAR PARK 3.3.3 Sutton Field car cark is located approximately 1km south of the High Street / Chalet Hill junction, on the western side of Petersfield Road. It has a capacity of 20 spaces arranged in marked bays which serve customers to local convenience shops on the opposite side of the road. It was also observed to act as an overflow to residents and visitors to local streets, and has an observed occupancy of 48%. WESTERN CAR PARK, FOREST CENTRE 3.3.4 This is the western car park at the Forest Centre adjacent to Lidl and Wilkinsons. It has a capacity of 108 standard, 10 disabled and 4 parent & child spaces, laid out in marked bays. This car park has an observed occupancy of 64%. There is no fee associated with parking here, and no restriction on length of stay. MIDDLE CAR PARK, FOREST CENTRE 3.3.5 Located to the rear of Lidl and Forest Centre local shops, this is the car park in the centre of the three available car parks at the Forest Centre. It is also free to park here, and length of stay is unrestricted. It has capacity for 45 standard and 2 disabled spaces in marked bays, with an observed occupancy rate of 34%. EASTERN CAR PARK, FOREST CENTRE 3.3.6 The largest of the three Forest Centre car parks, this car park is closest to the Co-op / Peacocks and other local shops. Parking is arranged in marked bays and there is capacity for a total of 138 cars; 133 standard, 2 disabled and 3 parent & child spaces. The car park was observed to have a low occupancy rate of 18%. FOREST COMMUNITY CENTRE CAR PARK 3.3.7 Situated on Pinehill Road opposite the middle Forest Centre car park, this is an unrestricted, free to park car park serving the Community Centre. It has a capacity of 45 standard and 4 disabled spaces laid out in marked bays. Its observed occupancy was 29%.

3.4

OFF-STREET CAR PARKING (PRIVATELY OPERATED)

TESCO CAR PARK 3.4.1 Tesco’s is located on High Street approximately 200m south of the junction with Chalet Hill. It has a capacity of 199 marked spaces in total; 179 standard, 12 disabled and 8 parent & child. The car park is unrestricted in terms of charging and length of stay, and had an observed occupancy rate of approximately 44%. COOMERS CAR PARK 3.4.2 Coomers Car Park is another private car park for its customers only although there are no restrictions in place to deter non-customers from parking here. There is a capacity of 28 standard spaces and 2 disabled spaces arranged in marked bays, and observed occupancy is at a level of 57%. ELIZABETH DIBBEN CLINIC 3.4.3 This car park is private and for patient parking only. It has a capacity of 28 standard spaces and 2 disabled spaces, and had an observed occupancy rate of 53%. 3.5

ON-STREET PUBLIC PARKING SPACES

CHALET HILL (TOWN CENTRE) 3.5.1 Chalet Hill on-street parking serves the main town centre shops, and consists of marked parking bays on the southern side of the road with capacity for approximately 13 cars. It is free to park, although restrictions are in place Monday to Saturday 9am6pm which limit length of stay to one hour, with no return within 30 minutes. Whilst observed occupancy is taken to be around 65% on Chalet Hill, immediately south of this marked parking, there is further on-street unrestricted parking leading into Tilbury’s Close. There is an approximate capacity for around 12 cars here and a high occupancy level was recorded of between 80-100%. 3.5.2 Further east along Chalet Hill, on-street parking restrictions terminate at Tilbury’s Close. No on-street parking was recorded upon observation; however there are some unallocated parking laybys on the north and south sides of the road adjacent to residential properties, which had an occupancy level of around 40-50%. After the first Savile Crescent junction, there is signage for parking at both the Forest Centre (West) accessed via Forest Road (next right) and the Forest Centre (East) via Alma Road (fourth right). HIGH STREET 3.5.3 Double yellow lines restrict parking between the Tesco Access and Chalet Hill junctions, whilst north and south of this section has no restriction on parking. Signage to traffic entering Whitehill & Bordon from both directions guides cars to free parking at the Guadaloupe Car Park. WOOLMER WAY 3.5.4 Woolmer Way is a trading estate to the west of the High Street, and is accessed via both the Tesco Access junction and the Conde Way roundabout further south. There are no on-street parking restrictions along Woolmer Way, and the majority of units located on this road have their own on-site private parking. It has been observed that on-street parking occupancy on Woolmer Way is low. 22

CONDE WAY / HOLLYBROOK PARK 3.5.5 Conde Way leads off the lower end of the High Street and changes into Hollybrook Park which then meets Chalet Hill, forming a loop to the east of Whitehill & Bordon. No parking restrictions are in place along this road, and drivers are directed to the Forest Centre car parks. FOREST ROAD 3.5.6 Forest Road stretches between Chalet Hill in the north and Conde Way in the south and passes to the west of the Forest Centre. Although there are no parking restrictions in place along this road, there were no parked cars observed during the audit. This is most likely due to there being sufficient residential on-plot parking, and ample parking provision at the Forest Centre for shoppers. Traffic calming measures are in place along the entirety of Forest Road in the form of road narrowing down to approximately 3.5m. EXISTING PARKING PROVISION 3.5.7 The provision of public car parks in Whitehill & Bordon has been investigated to understand the existing level of provision in the town. To summarise, there are currently six main car parks for public use, all of which are unrestricted. In addition there is some on-street parking along the southern side of Chalet Hill which is restricted a one hour limit with no return within 30mins on Monday â&#x20AC;&#x201C; Saturday, 9am â&#x20AC;&#x201C; 6pm. Table 3.8 outlines the existing parking provision. Table 3.8: Summary of Existing Public Car Parking Capacity Capacity Location Standard

Disabled

Parent & Toddler

Forest Centre Car Park (eastern side)

133

Co-op Car Park (centre)

Lidl Car Park (western side)

108

Forest Community Centre Car Park

Guadaloupe Car Park

Sutton Field Car Park

Chalet Hill

TOTAL

390

3.6

TOWN CENTRE PARKING OCCUPANCY ANALYSIS

3.6.1 To assist in the development of parking baseline occupancy, surveys were undertaken within the Forest Centre car parks which were deemed to be representative of local off street public parking profiles. These surveys were undertaken on Thursday 8th December 2011 and Saturday 10th December 2011 between 06:00 and 20:00. These surveys were conducted to establish the typical parking profile of town centre car 23

parks and to identify the potential that central car parks could be utilised as shared use between residential and non-residential land uses. The results of the occupancy surveys are summarised below. For purposes of comparison, a typical daily profile for similar surveyed sites in TRICS has been included on each graph. FOREST CENTRE - WESTERN CAR PARK 3.6.2 The weekly daily parking profile for Forest Centre western car park is shown in Figure 3.3 below. The car park reached capacity at 14:15 with occupancy exceeding 100 vehicles from 11:00 onwards. The car park starts to fill rapidly for 08:30 and demand decreases from 16:30. Figure 3.3 Weekday Daily Parking Profile 120%

Car Park Occupancy

100% 80% 60% 40% 20%

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

3.6.3 The Saturday daily parking profile for Forest Centre western car park is shown in Figure 3.4 below. Demand for parking increases significantly from 08:15 reaching a peak at 11:15. Demand slowly drops until 15:30 before dropping rapidly to below 20 vehicles by 17:30.

Figure 3.4 Saturday Daily Parking Profile 120%

Car Park Occupancy

100% 80% 60% 40% 20%

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

FOREST CENTRE - MIDDLE CAR PARK 3.6.4 The weekly daily parking profile for Forest Centre middle car park is shown in Figure 3.5 below. Peak demand occurs at 10:45 steadily rising from 08:00. Demand slowly drops throughout the rest of the day with no pronounced dip unlike the western car park. Figure 3.5 Weekday Daily Parking Profile 100% 90% Car Park Occupancy

80% 70% 60% 50% 40% 30% 20% 10% 19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

3.6.5 Figure 3.6 shows the Saturday daily parking profile for middle car park. Demand for parking increases significantly from 09:30 reaching a peak at 11:15 with 50 vehicles. Demand slowly drops and is almost empty by 18:00. 25

Figure 3.6 Saturday Daily Parking Profile 120%

Car Park Occupancy

100% 80% 60% 40% 20%

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

FOREST CENTRE - EASTERN CAR PARK 3.6.6 The weekly daily parking profile for Forest Centre eastern car park is shown in Figure 3.7 below. Demand for this car park is well below capacity reaching a plateau of approximately 30% occupancy at 10:00 Demand slowly drops from 12:00 with no pronounced dip. Figure 3.7 Weekday Daily Parking Profile 40%

30% 25% 20% 15% 10% 5%

Car Park Occupancy

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

0% 06:00

Car Park Occupancy

35%

Time Typical TRICS Profile 26

3.6.7 Figure 3.8 shows the Saturday daily parking profile for eastern car park. Again demand for this car park is well below capacity reaching a peak at 11:45. The car park is almost empty by 17:15. Figure 3.8 Saturday Daily Parking Profile 45%

Car Park Occupancy

40% 35% 30% 25% 20% 15% 10% 5%

Car Park Occupancy

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Typical TRICS Profile

FOREST CENTRE CAR PARKS COMBINED 3.6.8 Daily profile for a combination of the three Forest Centre car parks has been presented with weekly daily parking profile shown in Figure 3.9 below. This illustrates how the demand for all Forest Centre car parks is below capacity overall reaching just above 60% occupancy by 11:00 and gradually reducing to below 20% after 18:00. Figure 3.9 Weekday Daily Parking Profile â&#x20AC;&#x201C; Forest Centre Car Parks Overall 70%

50% 40% 30% 20% 10% 19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

0% 06:00

Car Park Occupancy

60%

Time Car Park Occupancy

Typical TRICS Profile 27

3.6.9 Figure 3.10 shows the Saturday daily parking profile for all Forest Centre car parks combined. Demand for parking increases steadily from 08:00 reaching a peak at 11:15 with 214 vehicles. Demand slowly drops and is almost empty by 18:00. Figure 3.10 Saturday Daily Parking Profile â&#x20AC;&#x201C; Forest Centre Car Parks Overall 80%

Car Park Occupancy

70% 60% 50% 40% 30% 20% 10% 19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

Time Car Park Occupancy

Typical TRICS Profile

PARKING OCCUPANCY SUMMARY 3.6.10 The parking occupancy surveys have identified that demand for parking tends to not occur until circa 08:30 and drops to below 10% occupancy by 18:00. Overall parking demand remains consistent during a weekday and on Saturday, with average peak occupancy across all Forest Centre car parks equating to 68% and 74% respectively. With the level of spare occupancy between 18:00 and 07:00 there is real potential for residential parking demand to park within these central car parks overnight, with appropriate duration restrictions in place. 3.7

STAKEHOLDER CONSULTATION

3.7.1 Stakeholder engagement has been undertaken to inform the Walking, cycling and Parking strategies. A consultation strategy was approved by HCC in early January 2012. This section provides an outline of the consultation process and a summary of the outputs of the consultation undertaken to date. CONSULTATION PROCESS 3.7.2 The consultation process has been commenced in two stages, allowing firstly for stakeholder and public consultation to inform the development of the draft transport strategies (Stage 1). Following this, a second stage will provide an opportunity for stakeholders to comment on the draft strategies before they are finalised. 3.7.3 Stage 1 consultation was carried out through two community drop-in sessions held in early January, which were publicised by the local media to enable the community to feed into the development of the draft strategies. Additionally, a paper and web-based 28

questionnaire was designed to gather feedback on the Masterplan proposals in relation to barriers and potential solutions to walking, cycling and parking issues. This was distributed during the community drop-in sessions and publicised through the Eco-town website. 3.7.4 Following the community drop-in sessions, WSP invited a range of stakeholders to attend a workshop as a final process of the Stage 1 consultation. SUMMARY OF CONSULTATION OUTCOMES 3.7.5 As a result of the consultation process, it has been established that there is currently a generous supply of free car parking in Whitehill & Bordon. With the increased pressure for parking associated with the proposed Eco-town, it is important to derive a balance between the contrasting needs of different users, including existing and future residents and businesses. The following key themes emerged from the consultation process, which need to be addressed by the parking strategy: Pressures on existing residential parking are deemed be due to insufficient private off-street provision, which in turn give rise to safety concerns and create difficulties for pedestrians and cyclists. Stakeholders have expressed the need for better enforcement, to tackle the above issue but conversely measures such as permit schemes would not be favourable to residents. However, enforcement measures would be essential in order to tackle this issue, as the problems are due to the sheer volume of vehicles since many households own two or more vehicles; The need for security and / or complementary measures in car parks to reduce antisocial behaviour and fear of crime; Provision for the elderly and mobility impaired â&#x20AC;&#x201C; ensuring that some parking is located in the centre of the town; A desire to maintain a supply of free car parking to sustain the economic viability of the shops in the existing and future extended town centre proposed in the Masterplan; Concerns that parking on verges/green spaces will increase if only limited parking is provided for the new dwellings; The need for cheap (free), frequent public transport services and provision of walking and cycling infrastructure from the outset to minimise car use. 3.8

BASELINE CONDITIONS SUMMARY

3.8.1 This chapter has gathered information on the current levels of car ownership within Whitehill & Bordon, and has provided a summary of the existing on and off-street public/private car parking provision. An indication of the current car park occupancy levels has been provided, showing that many public car parks are currently underutilised and that there is potential for these spaces to be shared with proposed land uses. 3.8.2 A summary of the results from the stakeholder and public consultation process so far has highlighted the issues and barriers to current and future parking, and has indicated where solutions should be sought as part of the parking strategy.

Eco-Town Growth Proposals

4.1

INTRODUCTION

4.1.1 The Draft Framework Masterplan is a strategic framework showing how growth could occur in Whitehill & Bordon in the 20-25 years. It is the starting point for a wide range of more detailed studies culminating in planning applications over the coming years. The Framework Masterplan is an overall vision for the physical, social and economic and environmental improvement of the town to ensure that development takes place in a considered manner to deliver community benefits for the town as a whole. 4.1.2

The aim of the Masterplan specific to transportation is twofold:

To establish sustainable patterns of movements to and within the town; and To minimise use of the private car through the provision of appropriate, appealing and realistic alternatives. 4.2 4.2.1

MASTERPLAN DEVELOPMENT SCHEDULE In summary, the Masterplan proposes:

Mixed use town centre with circa 30,000sqm retail and supporting uses; Up to three new primary schools and early years centres and a new childrenâ&#x20AC;&#x2122;s centre; Re-building of Mill chase Community Technology College on a new site with room for later expansion; Skills training and further education facilities; Around 4,000 new homes within identified new residential neighbourhoods and the town centre built to a zero carbon standard; A public sports hub with leisure centre and pitches; Local healthcare and emergency services; Around 70,000sqm eco-business park floor space and opportunities across the masterplan for the creation of at least 5,500 new jobs; Around 127 hectares of new public greenspace; A central public transport hub and a modern public transport systems; Retrofitting of existing homes and businesses to improve energy; A biomass powered CHP plant; and Walking and Cycling Provision. 4.3

MASTERPLAN TRANSPORTATION PROPOSALS

4.3.1 The Framework Masterplan outlines the following key elements for the Transport Strategy: Public Transport spine along the High Street (existing A325), with pedestrian priority area in the town centre to reinforce integration between the existing and proposed extension to the town;

A central hub in the town centre, where all local bus services interconnect and information is provided on a range of sustainable travel options; A new through street connecting the development sites will become the primary vehicular route taking traffic off the existing High Street route; Green Loop and Grid for pedestrians and cyclists connecting all residential areas to key facilities; Overall 50% parking reduction to existing EHDC standards phased to suit development coming forward; Car free zone within heart of town centre, where no parking will be permitted (disabled and servicing access only); High quality bus routes servicing the three levels of passenger usage â&#x20AC;&#x201C; strategic, local, town wide; A safe guarded rail corridor for future development and an indicative station location close to the town centre; A network of clear and direct cycle routes connecting Whitehill & Bordon with surrounding towns, villages and stations; and Traffic management strategy for surrounding villages. 4.4

PARKING PROPOSALS

4.4.1 The Framework Masterplan outlines its vision for parking provision within the proposed Eco-town. It recognises that providing the right balance of parking will be crucial in creating a successful new development, and suggests reducing parking provision by up to 50% from the existing maximum parking standards, once public transport infrastructure is installed. Where current standards allow for up to 3 spaces per dwelling, it is proposed that this should be gradually reduced to 1 space per dwelling, and even lower where alternative sources of transport are readily accessible. 4.4.2 In terms of types and levels of parking provision, the Masterplan envisages a new Eco-town where cars do not dominate the local streets, so car parking should fit sympathetically within the new development. Cycle parking should be located closer to front doors than car parking to encourage the use of cycles over the private car. In addition, central areas should promote a pedestrian focus with a suggested car free zone in the heart of the town centre. Although provision should be made for parking in the town centre for viability, the Masterplan suggests that it is not placed in the central zone where only service vehicles will be allowed access at certain times of the day. 4.5

SUMMARY

4.5.1 This section has outlined the overall vision of the Framework Masterplan and included its key objectives to comprise a transport strategy which supports the aspiration to deliver an exemplar Eco-town at Whitehill & Bordon. A package of measures to support more sustainable travel choices have been put forward, whilst the desirable parking provision looks to reduce current standards by up to 50% following the facilitation of â&#x20AC;&#x2DC;greenerâ&#x20AC;&#x2122; methods.

Unrestricted Future Parking Demand

5.1

INTRODUCTION

5.1.1 This section presents the assessment methodology used to derive future parking demand for the proposed Whitehill & Bordon Eco-town. It should be noted, on the basis that there has been a revised Masterplan during the production of this document, the results in the tables contained in this chapter are subsequently updated in Chapter 7. The chaptersâ&#x20AC;&#x2122; content should be solely viewed as a guide to the methodology used. 5.1.2 The section firstly considers likely unfettered parking demand for the land uses defined in Section 4. This is based on typical parking provision rates provided within other UK developments through interrogation of the TRICS 2012(a)v6.9.1 (Dec 2011) database. This analysis is then broken down to provide a daily profile of parking accumulation to identify peak parking demand and provides a breakdown against journey purpose. This allows further consideration of how these journey purposes can be targeted to provide a reduced overall parking provision and to meet Eco-town policy objectives. 5.2

UNFETTERED DEMAND LED APPROACH TO PARKING PROVISION

5.2.1 Firstly an assessment of parking demand for each of the individual land uses included within the Whitehill & Bordon Eco-town Masterplan is presented below. This review does not at this stage consider multi journey purpose trips and the resulting reduction of parking demand this would lead to. 5.3

NEW EMPLOYMENT LAND USES

5.3.1 The Masterplan outlines four specific sites to be developed for employment land uses as part of the Whitehill & Bordon proposals. These sites consist of an EcoBusiness Park, employment within Mixed-Use areas at two locations, and a commercial extension to the Town Centre. Unfettered future parking demand is reviewed individually for each of these sites to establish the overall peak parking demand, as summarised below; Louisburg will be a new Eco-business park site providing a northern gateway to the town. It will comprise of Light Industrial, Office, High Tech and Small Business units providing approximately 1100 new jobs. Viking Mixed Use Development will be an extension to an existing business park to the south of the Town Centre bringing new employment opportunities, along with some leisure and residential uses. The additional employment land uses within the area will provide approximately 410 new jobs. An employment area consisting of small business units and offices will be located to the western side of the expanded Town Centre. This will stretch to the west of Chalet Hill, west of the junction between High Street and Budds Lane, and will provide approximately 700 new jobs. The Quebec Mixed Use area is proposed to include Light Industrial, Office, High Tech and Small Business units to the east of Camp Road and is set to replace the existing MOD barracks located there. The site will include residential dwellings and is forecast to provide approximately 275 new jobs just north of the Town Centre.

FORECAST EMPLOYMENT BUSINESS PARK PARKING DEMAND 5.3.2 In order to estimate the likely parking demand which will be associated with the proposed new employment sites identified above, vehicular trip rates have been derived from the TRICS 2012(a)v6.9.1 (Dec 2011) database for sites which share a similar number of employees to those proposed. TRICS output from this analysis can be found in Appendix B. 5.3.3 Using the information collated from TRICS, a daily parking profile has been generated of the accumulation in car parking demand for each of the new employment areas. Table 5.1 presents this forecast accumulation for these employment sites with graphical output included as Figure 5.1.

Quebec

07:00-08:00

232

08:00-09:00

401

265

175

118

959

09:00-10:00

580

379

225

153

1337

10:00-11:00

613

399

229

152

1393

11:00-12:00

590

392

231

148

1361

12:00-13:00

535

356

213

134

1238

13:00-14:00

594

366

198

138

1296

14:00-15:00

601

371

197

135

1304

15:00-16:00

559

344

179

124

1206

16:00-17:00

403

263

131

890

17:00-18:00

134

230

18:00-19:00

-19

Time

Overall

Viking

Edge of Town Centre

Louisburg

Table 5.1: Car Park Accumulation at Proposed Employment Sites

Figure 5.1: Car Park Accumulation at Proposed Employment Sites LOUISBURG EDGE OF TOWN CENTRE VIKING QUEBEC

1600 1400 153

1200

152 229

225

148

1000 Demand (Cars)

138

135

198

197

134 231

124

213

179

118

800

175

379

399

93 392

366

371

356

344

131

600 263

265

400 580

200

613

590

535

594

601

559 403

401

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time

5.3.4 Figure 5.1 demonstrates that between 18:00 and 08:00 the following day, parking demand for the defined employment areas remains below 15% of peak parking capacity. Since these employment areas are located in proximity to proposed residential uses within the Whitehill & Bordon Eco-town Masterplan there is potential for a proportion of the non-utilised parking spaces (after conventional employment hours) to be allocated as shared use and assigned to serve residential parking demand. The opportunity for these practices to be adopted and the associated management systems which would need to accompany shared use provision is discussed in Chapter 6 below.

5.4

RETAIL AND LEISURE LAND USES

5.4.1 As part of the Whitehill & Bordon Eco-town Masterplan proposals, the extended Town Centre will consist of a mix of retail and leisure land uses in addition to areas of high density residential units. Table 5.2 provides a breakdown in the provision of new jobs across the various Town Centre land uses (page 160 of the Masterplan). Table 5.2: Proposed Extended Town Centre Retail and Leisure Uses Floorspace (sqm)

Jobs

A1 Retail

24,046

1002

A2 Financial / Professional Services

2,805

140

A3 / A5 Restaurants, Food, Takeaway, Pubs

4,008

308

B1 Town Centre Offices

10,113

506

C1 Hotel

n/a

Leisure Park (Edge of Centre / Viking Park Commercial Leisure)

n/a

Land Use

5.4.2 To estimate the likely parking demand which will be associated with the extended Town Centre, trip rates have been extracted from the TRICS database for each individual land use. It should be noted at this stage no account for combined retail and/or leisure trips has been made. Using the TRICS outputs a daily profile car parking accumulation has been forecast. Table 5.3 presents this accumulation for each land use and for the extended Town Centre as a whole. TRICS output from this analysis can be found in Appendix B.

Table 5.3: Unfettered Car Park Accumulation for Extended Town Centre Time

A1 Retail

A2 Finance

A3 Food

B1 Office

C1 Hotel

Leisure Park

Overall

07:00-08:00

119

08:00-09:00

173

151

377

09:00-10:00

399

222

734

10:00-11:00

558

231

960

11:00-12:00

581

143

232

1085

12:00-13:00

703

115

276

216

1365

13:00-14:00

627

112

274

217

1294

14:00-15:00

592

189

217

1176

15:00-16:00

588

178

200

1145

16:00-17:00

471

199

127

982

17:00-18:00

391

271

895

18:00-19:00

202

310

739

19:00-20:00

112

337

120

698

20:00-21:00

112

298

125

661

21:00-22:00

182

119

336

22:00-23:00

100

218

23:00-24:00

DISAGGREGATING EMPLOYMENT TRIPS ASSOCIATED WITH RETAIL AND LEISURE LANDUSES 5.4.3 All land uses proposed for the Extended Town Centre will contain an element of employment commuting trips. An assessment has been undertaken to quantify the commuting parking demand associated with retail and leisure land uses in the Extended Town Centre since these frequently undertaken trips could potentially be targeted for mode shift and reduced parking demand. To undertake the assessment Department for Transport (DfT) Table NTS0502 ‘Trip start time by trip purpose’ has been used to disaggregate the proportion of commuting, shopping and leisure/entertainment trips by time of day. 5.4.4 The Masterplan states that an additional 2068 jobs will be provided by the Extended Town Centre. Through the application of the DfT’s ‘Trip start time by trip purpose’ data to Table 5.3, it is possible to determine what proportion of the Extended Town Centre’s car park accumulation will come from commuting trips, as shown in Table 5.4.

Table 5.4: Proportion of Commuting Trips for Extended Town Centre Time

A1 Retail

A2 Finance

A3 Food

B1 Office

C1 Hotel

Leisure Park

Overall

07:00-08:00

115

08:00-09:00

158

151

358

09:00-10:00

298

222

609

10:00-11:00

329

231

675

11:00-12:00

288

232

685

12:00-13:00

318

168

216

787

13:00-14:00

269

157

217

728

14:00-15:00

243

104

217

648

15:00-16:00

240

200

618

16:00-17:00

200

107

127

524

17:00-18:00

180

150

464

18:00-19:00

165

377

19:00-20:00

166

338

20:00-21:00

137

305

21:00-22:00

145

22:00-23:00

23:00-24:00

5.4.5 Table 5.4 indicates that the maximum accumulation would occur between 12:00 – 13:00, with 787 spaces required for commuting related trips. This equates to 58% of town centre spaces required for commuting trips. 5.4.6 When added to the car park accumulation at employment sites (shown in Table 5.1), the maximum car parking demand arising from commuting trips within Whitehill & Bordon would be 2068 spaces and occur between 10:00 – 11:00. This would result in a maximum parking demand of 0.45 spaces per employee, for a total of 4550 jobs. 5.5

UNFETTERED FUTURE RESIDENTIAL PARKING DEMAND

5.5.1 This section presents a “status quo” assessment of residential parking demand associated with new dwellings proposed within the Whitehill & Bordon Eco-town Masterplan. The Masterplan consists of 3 classes of residential development which are to be developed in the proposed Eco-town as follows; ‘Green Views’ – 2 to 3 bedroom houses and flats close to the town centre and transport links. It is proposed that 1020 new homes will be provided in these areas, and an emphasis will be on smaller family homes with a target mix of 70% houses and 30% flats. In addition, 580 new homes will be built within the Extended Town 37

Centre, with a target mix of 90% flats and 10% houses. This translates to 772 houses and 828 flats with 2-3 bedrooms. ‘Green Streets’ - 1850 new 3-4 bedroom properties are proposed for the majority of the Technical Training Area, Louisburg Barracks and north of Budds Lane. Housing types in ‘Green Streets’ areas would include townhouses, terraces, mews, duplexes and apartments, and a smaller number of larger detached and semi-detached properties. Around 85% houses to 15% flats is the target mix for these neighbourhoods, which translates as 1572 houses and 278 flats. ‘Green Roots’ - 550 new 4-5 bedroom houses to be located at the edge of the town close to Bolley Avenue and parts of the Louisburg Barracks. Housing types will range from larger villas and semi-detached properties through to small cottage terraces, and will be of 1-3 storeys in height. 5.5.2 With the existing level of car ownership by dwelling type known (see section 3.2), this is applied to the development schedule for the three different sized housing types for the ‘Green Views, Green Streets and Green Roots’ areas. 5.5.3 Table 5.5 shows the forecasted unfettered car ownership for future residential development in Whitehill & Bordon which overall equates to a parking ratio of 1.32 per dwelling. Greatest parking demand comes from Green Streets, followed by Green Views which offers opportunity to reduce parking demand based on the dwelling mix and proposed central locations.

Flat

House

Table 5.5: Unfettered Car Ownership for Proposed Residential Development Green Green Green Dwelling Type Overall Views Streets Roots Dwellings

772

1572

550

2894

Average car ownership levels per dwelling

1.271

1.473

1.761

Cars

981

2316

969

4266

Dwellings

828

278

1106

Average car ownership levels per dwelling

0.894

0.970

N/A

Cars

740

270

1010

1721

2586

969

5276

Total

5.5.4 A daily profile of generated trips associated with the residential element of the development has been derived using the TRICS database, with output included within Appendix B. Since the residential surveys contained within TRICS span the hours of 07:00 – 19:00, an assumption has been made after 19:00 that the parking accumulation associated with residential land uses will gradually increase to its peak by 21:00. Peak accumulation for residential parking may occur later than this, however for purposes of robustness, the peak has been assumed at 21:00 for this assessment. Table 5.6 presents this data.

Table 5.6: Residential Trip Generation TOTAL ACCUMULATION*

Time

Arrival Rate

Arrivals

Departure Rate

Departures

07:00-08:00

0.069

346

0.192

962

4396

08:00-09:00

0.132

662

0.318

1594

3464

09:00-10:00

0.146

732

0.182

912

3284

10:00-11:00

0.117

586

0.142

712

3158

11:00-12:00

0.122

611

0.134

672

3097

12:00-13:00

0.157

787

0.153

767

3117

13:00-14:00

0.155

777

0.156

782

3112

14:00-15:00

0.153

767

0.166

832

3047

15:00-16:00

0.239

1198

0.183

917

3328

16:00-17:00

0.26

1303

0.176

882

3749

17:00-18:00

0.319

1599

0.186

932

4416

18:00-19:00

0.269

1348

0.199

997

4767

19:00-20:00

4592

20:00-21:00

4416

21:00-22:00

4416

22:00-23:00

4416

23:00-24:00

4416

5012 (before 07:00)

* Based on 5276 vehicles, assuming 95% accumulation at 07:00 for 4000 dwellings 5.6

TOTAL UNFETTERED FUTURE DEMAND

5.6.1 Drawing together all future unfettered parking demands arising from the various land uses outlined above, it is possible to determine the total unfettered demand for Whitehill & Bordon once the future development is implemented. Table 5.7 summarises the future demand using the analysis presented in this chapter.

Table 5.7: Total Future Car Parking Demand Maximum Future Parking Demand

Land Use Employment Sites

1393

Extended Town Centre (inclusive of retail & office use elements)

1365

Proposed Residential

5276

TOTAL

8034

5.6.2 A summary of all daily profiles relating to the proposed development has been tabulated in order to highlight the fluctuations in parking demand throughout the day. Table 5.8 presents this data. Table 5.8: Summary Daily Profile for Future Development Time

Employment

Extended Town Centre

Residential

TOTAL

07:00-08:00

232

119

4396

4747

08:00-09:00

959

377

3464

4800

09:00-10:00

1337

734

3284

5355

10:00-11:00

1393

960

3158

5511

11:00-12:00

1361

1085

3097

5543

12:00-13:00

1238

1365

3117

5720

13:00-14:00

1296

1294

3112

5702

14:00-15:00

1304

1176

3047

5527

15:00-16:00

1206

1145

3328

5679

16:00-17:00

890

982

3749

5621

17:00-18:00

230

895

4416

5541

18:00-19:00

739

4767

5565

19:00-20:00

698

4592

5290

20:00-21:00

661

4416

5077

21:00-22:00

336

4416

4752

22:00-23:00

218

4416

4634

23:00-24:00

4416

4501

5.6.3 Figure 5.2 illustrates the daily profile of accumulation for all proposed land uses in the new Eco-town. 40

Figure 5.2: Daily Profile of Accumulation for Development Proposals

PROPOSED DEVELOPMENT (ALL LAND USES) - Daily Profile Car Park Accumulation 7000

6000

5000

3000

2000

1000

00:00

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

0 08:00

Demand (Cars)

4000

Time EMPLOYMENT

RESIDENTIAL

EXTENDED TOWN CENTRE

5.6.4 Figure 5.2 demonstrates that there are opportunities to assign parking spaces in the proposed Whitehill & Bordon for shared use between residential, and employment/ extended town centre land uses. 5.7

SUMMARY

5.7.1 The main points from the future demand assessment can be summarised as follows: The peak in parking accumulation associated with proposed employment sites will occur between 10:00 – 11:00, with 1393 spaces required; The peak in parking accumulation associated with the proposed extended town centre will occur between 12:00 – 13:00, with 1365 spaces required; The peak in parking accumulation associated with the 4000 proposed new dwellings will occur between 18:00 – 19:00, with 4767 spaces required; and 5.7.2 As a result, the overall peak demand for parking in the proposed eco-town will occur between 12:00 – 13:00, with a total of 5720 spaces required before measures to reduce parking demand are explored.

Reducing Parking Demand â&#x20AC;&#x201C; Options Appraisal

6.1

INTRODUCTION

6.1.1 This chapter considers the potential of a range of parking provision approaches, demand management measures and wider smarter choices initiatives for reducing parking demand within the Whitehill & Bordon Eco-town. These are then individually applied to the unfettered parking demand future baseline presented in Chapter 5 to demonstrate the levels of reduction that can be achieved. 6.1.2 It should be noted, on the basis that there has been a revised Masterplan during the production of this document, the measures explored in this chapter are based on the superseded results of Chapter 5. Therefore, the computed impact of the explored measures is subsequently presented in Chapter 7 based on the revised Masterplan. This chaptersâ&#x20AC;&#x2122; content should be solely viewed as a guide to the methodology used. 6.1.3 The chapter firstly considers the impact of the forecast trip internalisation rate and the effect of cross visitation to retail and leisure land uses. Secondly a review of parking provision methods is presented followed by consideration of parking management approaches. These are considered within the context of what impact they have to relevant land uses and associated potential reduction of unfettered parking demand forecasts presented in Chapter 5. 6.1.4 Finally, a summary matrix table outlining the performance of the measures against a range of criteria is provided to demonstrate which measures will be most compatible with the Whitehill & Bordon Eco-town Masterplan. 6.2

ECO-TOWN TRIP INTERNALISATION AND CROSS-VISITATION

6.2.1 This section considers trip demand changes attributable to journeys remaining internal to Whitehill & Bordon Eco-town as a result of the range of facilities and services being available within the proposed Eco-town masterplan, thus removing the necessity for residents to travel beyond the Eco-town. Trip Internalisation is considered as a sensitivity test as part of the Whitehill & Bordon Transport Assessment. This section also reviews the impact cross-visitation (visiting a range of land uses within a single trip) has on the demand for parking within the Eco-town. TRIP INTERNALISATION 6.2.2

There are two factors which significantly impact on travel patterns as follows:

Proximity of residential and employment land uses to each other; and Accessibility of public transport services. 6.2.3 Integrating employment and residential areas closely will reduce travel distances for those living and working within Whitehill & Bordon. Similarly the proximity of public transport connections to residential and employment uses and density of development will influence travel within, from and to Whitehill & Bordon. 6.2.4 Internalisation of employment trips will be achieved by creating jobs within the proposed Eco-town for its new and existing residents, provided that new jobs complement the skills set and salary expectations of the Whitehill & Bordon residents. 6.2.5 As mentioned above, in order to achieve trip internalisation, the arrangement of the proposed development layout will need to illustrate significant integration between housing and employment uses. As part of the development proposals outlined in the 42

masterplan, it is shown that many of the proposed employment sites will be located adjacent to, or amongst proposed residential development, such as the sites at Louisburg, Quebec, Viking and the Edge of Town Centre. The integration of housing and jobs will create the potential for many residents to seek employment within Whitehill & Bordon, resulting in a medium to high level of trip internalisation. 6.2.6 The degree to which trip internalisation will affect traffic impact in absolute terms is uncertain, however, the Transport Assessment considers two sensitivity tests with future residential trip containment targets of 30% and 50%. With respect to employment trips arising from the town, it is likely that trip containment targets will be more difficult to achieve in the early years, since existing residents will have already established commuting patterns to employment areas outside of Whitehill & Bordon. With the view to providing a robust assessment, it would be reasonable to assume that a minimum of 20% reduction in external trips would occur with a medium level of trip internalisation, with the possibility of a higher level of 30%. This potentially reduces nonresidential parking demand as shown in Table 6.1 below. Table 6.1: Potential Impact of Trip Internalisation Employment

Extended Town Centre

Time Total

-20%

-30%

Total

-20%

-30%

07:00-08:00

232

185

162

119

08:00-09:00

959

767

671

377

302

264

09:00-10:00

1337

1069

936

734

587

514

10:00-11:00

1393

1114

975

960

768

672

11:00-12:00

1361

1088

952

1085

868

759

12:00-13:00

1238

991

867

1365

1092

956

13:00-14:00

1296

1037

907

1294

1036

906

14:00-15:00

1304

1042

912

1176

941

823

15:00-16:00

1206

965

844

1145

916

801

16:00-17:00

890

712

623

982

786

688

17:00-18:00

230

184

161

895

716

627

18:00-19:00

739

591

517

19:00-20:00

698

559

489

20:00-21:00

661

529

463

21:00-22:00

336

269

235

22:00-23:00

218

175

153

23:00-24:00

6.2.7 Being entirely design-led, trip internalisation relates to the types and locations of employment opportunities within Whitehill & Bordon, the layout of the internal road network to facilitate local walking and cycling trips and the location and availability of schools and other community facilities. Demand management issues such as car clubs and levels of parking provision are considered later in this chapter. CROSS-VISITATION TRIPS 6.2.8 Within mixed use developments with multiple retail and leisure uses in close proximity, there is potential for cross-visitation of trips. The TRICS Research Report (05/1 â&#x20AC;&#x2DC;Trip Attraction Rates of Developments with Multiple Retail and Leisure Uses) suggests that the greater the number of individual non-residential uses located in close proximity within one site, the greater the potential for cross-visitation with reductions in demand of up to 20%. 6.2.9 Since the proposed Eco-town masterplan includes a range of retail and leisure uses within the new Extended Town Centre a 20% reduction could reasonably be applied to A1, A2, A3 and the Leisure Park uses within the Extended Town Centre. The impact on parking demand for these land uses within the Extended Town Centre is presented in Table 6.2 below. It should be noted Office and Hotel uses have not been considered for cross-visitation and therefore parking demand remains as previously presented. Table 6.2: Cross-Visitation Car Park Accumulation for Extended Town Centre Time

A1 Retail

A2 Finance

A3 Food

B1 Office

C1 Hotel

Leisure Park

Overall

07:00-08:00

108

08:00-09:00

139

151

336

09:00-10:00

319

222

636

10:00-11:00

446

231

818

11:00-12:00

465

114

232

918

12:00-13:00

563

221

216

1139

13:00-14:00

502

219

217

1083

14:00-15:00

474

152

217

988

15:00-16:00

471

142

200

959

16:00-17:00

377

159

127

815

17:00-18:00

313

217

727

18:00-19:00

162

248

598

19:00-20:00

270

565

20:00-21:00

239

100

536

21:00-22:00

145

276

22:00-23:00

181

23:00-24:00

6.2.10 Based on the potential for cross-visitation within the Extended Town Centre the unfettered peak parking requirement reduces from 1365 spaces to 1139. This reduction is largely attributable to a reduction in retail parking demand which reduces from a peak of 703 spaces to 563. 6.3

ECO-TOWN PARKING PROVISION

INTRODUCTION 6.3.1 This section draws on best practice impacts achieved in exemplar case studies, which are included in Appendix A. It explores several methods which have proved successful elsewhere, and looks at how these can be applied to Whitehill & Bordon. 6.3.2 The manner in which car parking is accommodated within the Whitehill & Bordon Eco-town is to be reflective of the sustainability aspirations and ethos of the Ecotown Masterplan. The Eco-town will not necessarily follow conventional formats to providing parking but will adopt a range of approaches which seek to ultimately reduce the need to travel by car without necessitating zero car ownership. It is considered that the approaches should target reduced parking at trip ends as opposed to trip origins meaning car ownership by residents is not specifically penalised. The following items are considered within this section: Shared-Use parking arrangements; Parking Barns; Allocated and unallocated parking provision; Park and Ride; Car clubs; Disabled parking; Residential parking charges; Workplace Parking Levies; and Decriminalised Parking Enforcement (DPE) / (CPZ). SHARED-USE PARKING ARRANGEMENTS 6.3.3 Shared-use parking arrangements combine parking provision for a range of land uses as opposed to providing them individually. Typically this is usual for nonresidential uses with town centre car parks serving many land uses. This ensures that parking spaces remain well utilised across the full day with complimentary land uses calling on parking demand at varying times. 6.3.4 The potential for extending this principle to employment and residential uses is considered here within the context of the Eco-town masterplan. The four main employment sites (Louisburg, Edge of Town Centre, Viking and Quebec) are all located within or adjacent to residential areas, as shown on Figure 6.1. Parking provision could potentially be shared with demand for employment parking occurring generally between 08:00 and 18:00 with a proportion of residential demand generally occurring outside of these times.

6.3.5 To demonstrate this, an assessment has been undertaken to show the parking accumulation at a typical housing development (TRICS) and compared to parking accumulation forecasts for the extended town centre and four employment sites (refer to Figures 6.2 to 6.6 below). This is based on the Eco-town masterplan and an estimate of the number of dwellings in proximity to each employment site. For the purposes of this assessment these dwelling estimates are as follows: Louisburg – 250 dwellings; Edge of Town Centre – 400 dwellings; Viking – 150 dwellings; Quebec – 200 dwellings; and Extended Town Centre – 400 dwellings. Figure 6.2: Louisburg Employment Parking Accumulation against Residential 700 613

600

601

594

590

580

559 535

Demand (Cars)

500 400

403

401

300

187

173

100

238

220

219

200

164

158

156

155

166

152

134

96 64

LOUISBURG

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

DWELLINGS

6.3.6 Figure 6.2 indicates that residential parking demand for the estimated 250 dwellings in close proximity to Louisburg reduces by approximately 70 spaces during 08:00 and 18:00. This provides scope for parking spaces to be utilised by employment demand during standard working hours and assigned as offsite overnight residential parking for nearby residential areas. There would be potential therefore to reduce Louisburg parking provision by approximately 10% should shared-use parking be adopted within the area.

Figure 6.3: Edge of Town Centre Employment Parking Accumulation against Residential 450 400

399

392

379

350

380

371

366

356

351

352

344

300

299 276 262

250 Demand (Cars)

266 252

265

249

247

248

263

243

200 150 100 65

EDGE OF TOWN CENTRE

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

DWELLINGS

6.3.7 Figure 6.3 shows that residential parking demand for the estimated 400 dwellings in close proximity to the Edge of Town Centre Eco-Business Park reduces by approximately 110 spaces during 08:00 and 18:00 which equates to approximately 25% of the required employment parking provision. Shared-use parking in this location offers significant potential to reduce the quantum of parking provided within this area of the Eco-town. Figure 6.4: Viking Employment Parking Accumulation against Residential 250 231

229

225

213

200

198

197 179

175

150

143

Demand (Cars)

132

131 112 104

100

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

0 -19

-50 VIKING

DWELLINGS

6.3.8 Residential parking demand for the estimated 150 dwellings in close proximity to Viking Eco-business Park falls by approximately 40 spaces between 08:00 and 18:00. If these empty spaces were utilised by employees and visitors at the Eco-business Park the parking provision for the employment area could reduce by approximately 20%. 47

Figure 6.5: Quebec Employment Parking Accumulation against Residential 200 190

180

176

175

160

153

140

152

138

134

131

120 Demand (Cars)

150

148

138 126

124

135

124

133 124

122

118

100 93

80 60 40 31

QUEBEC

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

DWELLINGS

6.3.9 Figure 6.5 shows that residential parking demand for the estimated 200 dwellings in close proximity to the Quebec Eco-Business Park reduces by approximately 50 spaces during 08:00 and 18:00 which equates to approximately 35% of the required employment parking provision. Shared-use parking in this location offers significant potential to reduce the quantum of parking provided within this area of the Eco-town. Figure 6.6: Extended Town Centre Employment Parking Accumulation against Residential

1200 1139 1083

1000

988

959

918 819

800

815

Demand (Cars)

727 636

600

598

400 351

352

336 276

262

252

247

249

248

200

243

266

380

565

366

536

352

299

352

276 181

108

EXTENDED TOWN CENTRE Time

00:00

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

DWELLINGS

6.3.10 Figure 6.6 shows that residential parking demand for the estimated 400 dwellings in close proximity to the Extended Town Centre reduces by approximately 110 48

spaces during 08:00 and 18:00 which equates to approximately 10% of the required extended town centre parking provision. Shared-use parking in this location offers significant potential to reduce the quantum of parking provided within this area of the Eco-town. 6.3.11 Overall this section has demonstrated that there is potential to reduce parking combined parking demand within the vicinity of the proposed Eco-business parks between 10% and 30% should share-use parking principles be adopted. This would need to be supplemented with appropriate parking control mechanisms to ensure necessary restrictions are implemented and enforced to control the demand from both the residential and employment land uses particularly during the AM and PM peak when demand cross over occurs. PARKING BARNS 6.3.12 Parking Barns are effectively “parking houses” where cars can be parked and kept out of view. They can be provided in the way of multi-storey car parks, or in discrete blocks under buildings or landscape, providing unallocated car parking to nearby dwellings. 6.3.13 As the presented case studies indicate, Parking Barns have proven to be a successful way of providing residential parking in developments which endeavour to encourage sustainable methods of travel. 6.3.14 Adopting a method of parking provision such as this would require residents to undertake a short walk between their properties and vehicles, making the use of the private car less convenient and encouraging residents to think more carefully about their travel choices, particularly where trip lengths are short and could potentially be undertaken on foot or by bicycle. 6.3.15 Parking barns established close to proposed residential sites could also fit in with the idea of shared use parking arrangements addressed above, providing parking for employment sites where there is no on-site parking. Potential locations where Parking Barns could be located are shown in Figure 6.6 ALLOCATED AND UNALLOCATED PARKING PROVISION 6.3.16 Keeping vehicles out of view in the streets is a proven successful strategy to reducing the dependence on the use of the private car, as implemented in the Vauban, Hammarby Sjöstad and Augustenborg case studies. If people witness more walking and cycling occurring, and fewer cars on the road, attitudes towards smarter travel choices will begin to change for the better. 6.3.17 The creation of Parking Barns adjacent to proposed residential development would allow residential streets to be less dominated by both stationary and nonstationary vehicles, as demonstrated in the Augustenborg and Vauban case studies. These could be located underground for increased discretion. It would be possible to sell / charge a rental fee for parking in these spaces to discourage the ownership of a car, but this would need to be considered carefully since it may deter potential buyers. In addition, if charges were to be set for use of these Parking Barns, parking for electric cars could be charged at a much lower rate than that for fossil fuel cars. 6.3.18 If parking provision was set at below one space per dwelling in some areas in accordance with the Masterplans’ vision and case study successes, and spaces were allocated by way of on-site residential parking, this would result in some properties being 49

provided with at least one space and others none. Those properties with a space would be more inclined to utilise their space if it were freely available. By providing the majority of parking at Parking Barns, this would allow more flexibility to control parking demand. 6.3.19 Case Studies at Seldown Eco-village, Hammarby Sjรถstad and Augustenborg illustrate the successful implementation of parking management schemes through applying residential parking charges in unmarked bays, on-site car clubs and the provision of parking barns. Collectively, these measures have helped to achieve a rate of 0.7 spaces per dwelling or less. Whether parking is located on-street or in Parking Barns, these schemes work best where spaces are unallocated to particular dwellings. Instead, parking would be provided at an average rate of 0.7 per dwelling at proposed residential developments, and residents could apply to rent / buy a space through a parking system. Subsequently over time, measures to lower private car use in Whitehill & Bordon will in turn lower parking demand. Parking provision could then be reduced in phases by a gradual conversion of bays to green spaces, working towards that achieved in other eco-town case studies. 6.3.20 Application of this scheme at Whitehill & Bordon would result in the provision shown in Table 6.3. This takes the future residential development shown in Table 5.5 and applies a parking standard of an average of 0.7 spaces per dwelling which could be considered as an end state scenario achievable over time with incremental reductions in parking provision as development phases come forward. Table 6.3: Fettered Car Ownership for Proposed Residential Development Green Views

Green Streets

Green Roots

Overall

Dwellings

772

1572

550

2894

Average car ownership levels per dwelling

0.629

0.803

1.123

Cars

486

1262

618

2366

Dwellings

828

278

1106

Average car ownership levels per dwelling

0.377

0.444

N/A

Cars

312

123

436

798

1386

618

2801

Flat

House

Dwelling Type

Total

6.3.21 Table 6.3 above illustrates to what extent the average parking could be lowered to a site wide average of 0.7 spaces per dwelling and the resulting parking standard that would then apply to each of the proposed residential development types. With evidence from previous case studies, this could be a long term goal. PARK AND RIDE 6.3.22 The provision of a Park & Ride site in Whitehill & Bordon Eco-town has been outlined as a potential measure within the overall Transport Strategy for the Eco-town. It could potentially serve as a key feature of the overall Parking Strategy for Whitehill & Bordon Eco-town but would require a range of conditions to be in place if ever to be 50

viable or beneficial. The following incentives would affect the overall deliverability of a Park & Ride site: Distance from the town centre; Number of spaces in the Park & Ride site; Cost of parking in the town centre; Number of spaces in the town centre; Level of bus service to be provided; and Opportunity to combine parking with other uses where car parks are not heavily utilised during standard working hours. 6.3.23 Park & Ride schemes would allow visitors to park outside of the town, reducing the parking demand in the town centre. There would be other advantages such as alleviated congestion in the town centre, less nuisance parking and safer, quieter roads. However, Park & Ride schemes are generally more suited to larger towns and cities where the town/city centre is a major attractor in the area. To provide an acceptable level of service of every 15 minutes or better would require 3 buses or more. The demand for the new town centre from external areas is unlikely to support this. CAR CLUBS 6.3.24 Community car clubs are a way of catering for the occasional car essential trips without the necessity to own a car. They are operated as a car sharing pool on a pay-asyou-go basis, and should be placed close to residential areas to appear as a convenient alternative to private car ownership. 6.3.25 Implementation of a car club within the Whitehill & Bordon Eco-town proposals offers the potential to reduce car parking demand particularly from residential dwellings. It is likely a proportion of larger dwellings and town centre apartments could most effectively utilise a car club scheme where this could replace a second car. Evidence from Hammarby Sjรถstad suggests that take up of 10% could be achieved. If it is assumed that 1276 dwellings have more than one car (4000 dwellings against 5276 spaces), a 10% uptake in car club membership could result in an overall reduction in residential parking demand of 528 spaces bringing the overall requirement down to 4748 spaces. 6.3.26 Drawing from case studies at Slateford Green and Hammarby Sjรถstad, the number of cars provided has been 4 cars for 120 dwellings and 25 cars for 10,000 dwellings respectively. Based on this, an initial provision of 40 cars for 4000 dwellings would be a good starting point, with scope to increase this provision as demand grows. This level of provision would allow the 1276 dwellings that would be assumed to have more than one car, and a proportion of those dwellings without a car, to be provided with the same proportion of car club vehicles per dwelling as that in Slateford Green. To support sustainability and set an example to Whitehill & Bordon residents, a proportion of vehicles used for this scheme could be environmentally friendly, with lower-rate hire costs and electric charging points. Dedicated parking spaces at the edge of residential sites should be provided, and optimum locations for placement of car club vehicles can be seen on Figure 6.7. 6.3.27 This initiative could also be applied at proposed employment sites where there is potential for workplaces to join a car club for business use. In accordance with targets 51

set at the Hammarby Sjรถstad Eco-town, the uptake in membership of 5% of all workplaces could result in an overall reduction in employment-related parking demand of 70 spaces, lowering the overall requirement from 1393 down to 1323 spaces. DISABLED PARKING 6.3.28 Free of charge disabled parking is currently provided for at the Forest Centre, Community Centre and Tesco car parks, with no time limit. However, no provision is made at the Sutton Field and Guadaloupe car parks. Disabled parking at all new development in the Eco-town should aim to make provision in accordance with the national standards, which presently indicate that around 5-6% of total parking spaces should be for disabled users. 6.3.29 The issue of charging for disabled drivers has been considered in the context of experience elsewhere. A number of towns and cities have introduced parking charges for disabled users to provide consistency between public and private car park providers. A number of towns have proposed to introduce parking charges for the disabled, which has been met with a certain amount of public resistance. This occurred in recent years in Basingstoke, where the strategy was called in to a scrutiny procedure, before being granted approval. However, in Whitehill & Bordon, in the interest of social inclusion, it is recommended that parking for disabled initially be provided free of charge, but be subject to review. 6.4

ECO-TOWN PARKING MANAGEMENT

VMS SIGNING / PEDESTRIAN SIGNING ROUTES FROM CAR PARKS 6.4.1 VMS Signing is a proven method in managing car park traffic. It can provide motorists with real time information on the locations of available parking spaces within the town centre, allowing them to make a more informed choice about where they intend to park. Together with enabling and encouraging drivers to utilise the nearest available car park, this in turn will help to ensure the most efficient use of the remaining parking spaces and help to reduce needless circulation by vehicles. 6.4.2 Through the use of VMS signing, during the busy peak periods, visitors are likely to be directed to a town centre car park which they may not usually use. Signing pedestrian routes from car parks will play an important role in directing infrequent visitors from car parks to the main town centre. In built-up areas such as the town centre, car parks may need to be signed to help direct pedestrians back to the right car park. Furthermore, it is important that the pedestrian environment linking car parks to the main town centre is safe and provides a positive image. A dangerous and unappealing environment may discourage casual or infrequent visitors from returning to Whitehill & Bordon. OWNERSHIP AND CONTROL OF PARKING SUPPLY 6.4.3 Whilst the local authority cannot directly control the levels of car ownership, there are more indirect methods to achieving this. A benefit of retaining ownership of the parking supply in Whitehill & Bordon would be that EHDC could control the levels of parking provision and parking charges. Policies for charging for and the supply of both on and off-street parking throughout the eco-town would influence parking demand, parking space turnover and, ultimately, car use and ownership. The provision of unallocated spaces and parking barns for residential parking would assist in the control of future parking supply. 52

PARKING TARIFF STRUCTURE 6.4.4 Parking charges are an important mechanism for controlling the use and length of stay at car parks. It is vital that the correct pricing structure is set for parking in the extended town centre, in order to balance private car use whilst retaining the attraction for internal and external shoppers to visit the town centre. An assessment of parking tariffs currently in place at town centre car parks in neighbouring settlements has been undertaken, as summarised in Table 6.4. Table 6.4: Parking Tariffs at Neighbouring Town Centres Location

Alton

Grayshott Liphook

Petersfield

Time Period

Existing Charges

Up to 1 hour 1 – 2 hours 2 – 3 hours 3 – 4 hours 4 – 5 hours 5 – 9 hours All Day

£0.50 £1.00 £1.40 £2.50 £3.00 £4.80 £6.00

Unlimited

Free

Max stay 5 hours

Free

Up to 1 hour 1 – 2 hours 2 – 3 hours 3 – 4 hours 4 – 5 hours 5 – 9 hours All Day

£0.50 £1.00 £1.40 £2.50 £3.00 £4.80 £6.00

6.4.5 Whilst free parking is provided in Liphook and Grayshott, the development proposal for the Whitehill & Bordon town centre may be more comparable to that currently on offer at the existing town centres in Alton and Petersfield. In line with the eco-towns’ aspirations to encouraging more sustainable methods of travel, a pricing structure similar to that of Alton and Petersfield would ensure that consistency of charging is achieved between competing centres. 6.4.6 All public car parking in Whitehill & Bordon is currently provided free of charge, with no time restrictions in place. For the proposed eco-town, retained car parks would need to establish new tariffs / restrictions to length of stay, in order to unify all car parking controls and ensure that these existing car parks are not abused. 6.5

ECO-TOWN PARKING ENFORCEMENT

RESIDENTIAL PARKING CHARGES 6.5.1 Applying charges for the parking of any vehicle in residential areas has, in practice at Seldown, Vauban and Mälmo, proven to be successful. Similar approaches can be found in many parts of the UK where permit parking is in operation, and residents must pay to purchase a permit. Although this method allows for flexibility in setting charges associated with buying/renting a parking space, it could be considered by potential buyers to be a severe/unfair method of cutting down on car ownership,

particularly as most adjacent existing residential areas will have free on-site parking. As a result, illegal/nuisance parking may begin to occur. 6.5.2 Enforcing charges for parking any vehicle associated with a dwelling may not be feasible in the eco-town at Whitehill & Bordon. However, the application of charges to enable any dwelling to park a second vehicle on a residential development may be a more viable method here. This system would also operate on a system similar to permit parking, where dwellings would need to apply for a permit for each vehicle. The first vehicle permit would be free, with all permits thereafter to be charged at high costs to the applicant. This cost may increase in relation to number of permits required, for example, a set cost for the second household permit, and a higher price for the third permit and so on. These costs could increase over time, becoming more stringent as the eco-town develops. As indicated by Table 5.5, cutting down on second car ownership could have the potential to reduce car parking demand in Whitehill & Bordon by up to 1276 spaces. 6.5.3 As a further incentive for residents to choose not to own a car in Whitehill & Bordon, any dwelling that does not apply for a residentâ&#x20AC;&#x2122;s parking permit could be eligible for either a council tax reduction or, if estate management fees are applicable to the dwelling, a reduction in these costs. Owners of environmentally-friendly vehicles such as electric cars could also be provided with a discount. WORKPLACE PARKING LEVIES 6.5.4 Workplace parking levies are a way of managing the parking demand at proposed employment sites. This approach would require employers to hold annual licences to cover the maximum number of workplace parking spaces that can be provided at their site at any one time. Employers would be free to pass some or all of this cost onto their employees, with the option to reduce this charge for car sharing participants, and alleviated for those that require their car to be parked on site for business use. Some thought will be required by the employer as to possible ways of managing this levy, but it is an ideal way of encouraging workplaces to think more carefully about how they manage their parking provision. 6.5.5 These charges could be increased gradually over time, continually helping to discourage the use of the private car for travelling to work. Collected funds should then be put towards improvements to aid the use of more sustainable travel methods such as better public transport services and improved walking/cycling facilities. 6.5.6 A team of compliance officers could undertake spot checks at employment sites to ensure that the number of vehicles parked on site does not exceed the number of licences held by the employer, with heavy penalties for failed compliance. DECRIMINALISED PARKING ENFORCEMENT (DPE) / (CPZ) 6.5.7 It has been highlighted through public consultation and on-site observation that illegal on-street parking and abuse of parking restrictions currently occurs within many areas of Whitehill & Bordon. If residential permit parking is to be introduced for the proposed development, this situation would only worsen. Therefore, parking enforcement measures such as Controlled Parking Zones (CPZs) would need to be introduced at adjacent residential areas where there is little restriction to on-street parking. Benefits of CPZs would be twofold; they would not only deter any overflow from residential permit only areas, but they would help to alleviate the existing illegal parking problem in Whitehill & Bordon.

6.6

INTEGRATION WITH WIDER TRANSPORT STRATEGY

LINK TO SMARTER CHOICES 6.6.1 In order to develop an eco-town where there is reduced reliance on the private car, it is recognised that a high quality and reliable public transport system with excellent linkages is required. The likelihood of the provision of rail services at Whitehill & Bordon is unknown at this stage, therefore the public transport focus is placed on the provision of high quality bus services. The measures that are envisaged in Whitehill & Bordon as part of the Eco-town masterplan are summarised below: Bus stops placed within 400m (5 minutes’ walk) of all existing and proposed new homes in Whitehill & Bordon; Strategic bus routes serving longer distance journeys: at least 2 buses per hour, i.e. 1 bus every 30mins. High quality, low emission, single decker bus vehicles are suggested to operate on these routes; Local bus routes serving surrounding villages: at least 4 buses per hour, i.e. 1 bus every 15mins. High quality, low emission, mini bus type vehicles (approx. 30 seats) suggested to operate on these routes; Town wide bus routes serving key facilities around the town: at least 6 buses per hour, i.e. 1 bus every 10mins. High quality, low emission, mini bus type vehicles suggested (approx. 20 seats) to operate on these routes; A central transport hub is proposed to be located along the existing High Street in the town centre. It will act as a focus to change people’s perceptions of travel by public transport, and offer state of the art journey planning information with real time passenger information, information on bus routes, cycle routes, cycle hire, walking routes, car clubs, car share schemes, all supported by a high tech community message board for travel updates. Other services might include bike parking, sustainable living information centre, social community meeting place, internet access, bank, library, café and bike shop/repair centre. Aim to increase trips on foot from the existing 20% to 25%. An improved network of pedestrian routes is proposed to aid with this, along with the new ‘Green Loop and Grid’ which will connect existing town wide and long distance routes via new streets and footpaths. Initiatives such as ‘walking buses’ to schools and internet shopping will also be encouraged. Aim to increase the modal share of trips by cycle from 2% to 12% through the provision of safe and secure cycle parking facilities adjacent to, or at the front door of dwellings, employment hubs and transport interchanges, with showering facilities. Also included in the masterplan is an improved cycle infrastructure, facilities for taking cycles on buses and trains, bike hire schemes and cycle training programmes. 6.6.2 These measures will have an effect of reducing the demand for parking in the town centre due to the reduced reliance on the car that these measures will engender. In parallel with these measures, the introduction of decriminalised parking enforcement in Whitehill & Bordon would be beneficial, as discussed below. 6.6.3 In conjunction with the methods of reducing car parking demand explored thus far, Travel Plans will play a vital role in achieving the eco-town aspirations for less private car use. These could be set up across most land uses, particularly working well for schools, places of work and residential. Initial targets to reduce private car use by 1055

15% in the first five years could be set, and continue thereafter, setting more rigorous targets as the eco-town develops. TRANSPORT STRATEGY MEASURES 6.6.4 The Emerging Transport Strategy for Whitehill & Bordon contains a package of measures proposed to be implemented as part of the new eco-town at Whitehill & Bordon. These measures are aimed at improving the facilities for walking, cycling and public transport users, which in turn will collectively reduce the necessity of private car journeys, thus reducing car parking demand in Whitehill & Bordon. The proposed measures include: WBTP1 – Reducing the Need to Travel -

Development at Whitehill & Bordon will implement a series of measures to reduce the need to travel outside of the town. The development will provide necessary facilities within the town, through the provision of adequate jobs, shops and services to encourage trip containment to Whitehill & Bordon. This will be supported by the delivery of a number of initiatives including remote working facilities and the delivery of high-speed broadband to make working within the town more easy.

WBTP2 – Transport Hub -

Development at Whitehill & Bordon will include the construction of a Transport Hub located within the new Town Centre to provide a transport interchange and to provide a focal point for all town travel information and services. The development areas will include a series of well-located of ‘Sub-Hubs’ to act as local information points close to the town’s populations.

WBTP3 – Public Transport System Improvements -

Development at Whitehill & Bordon will provide significant enhancements to the current public transport system to deliver a high-quality, frequent, modern and attractive public transport system, comprising a ‘three-tiered’ bus system offering Town-Wide Services, Local Services and Strategic Services to key destinations.

The three-tiered bus service will be implemented from the early stages of development, with frequency and capacity increasing as demand within the town grows, providing an attractive alternative to travel by the private car for local and longer distance journeys, including providing frequent and reliable connections to the rail network.

Smart Ticketing will be provided across the town’s transport systems to provide for a seamless transition between mode and hassle-free travel.

WBTP4 – Public Transport Infrastructure Improvements -

Development at Whitehill & Bordon will deliver high-quality bus infrastructure throughout the development including public transport priority measures and modern and attractive environmentally friendly bus stops and bus shelters which offer excellent travel information systems located within 400m (5 minutes’ walk) of each home. This will include the provision of Real Time Passenger Information.

WBTP5 – Potential Rail Land Safeguarding -

Development of Whitehill & Bordon will safeguard the land necessary to deliver a future rail connection north from Whitehill & Bordon to Bentley and will safeguard land for the delivery of a well-connected, conveniently located rail station within the town, if proven to be viable.

WBTP6 – Walking and Cycling Improvements -

Development at Whitehill & Bordon will deliver a comprehensive network of well signed walking and cycling routes, offering a ‘Green Grid’ of walking and cycling Routes in and around the town to provide safe, convenient and attractive travel options for non-car modes of travel from the home to the town’s facilities, schools, services and employment areas.

The delivery of the Green Grid will be phased with development to ensure that opportunities to walk and cycle within Whitehill & Bordon are delivered from the first stages of development and that these provide a genuine alternative to the private car.

Opportunities to provide longer-distance connections from Whitehill & Bordon will be explored.

WBTP8 – Cycle Parking Facilities -

Development at Whitehill & Bordon will deliver excellent cycle parking facilities within its district centres, the town centre, at employment locations and within each residential area. High quality and attractive cycle parking facilities will be provided from the first stages of development to ensure that cycling is an attractive form of travel within Whitehill & Bordon.

WBTP13 – Travel Plans -

Development at Whitehill & Bordon will ensure the implementation of a TownWide Travel Plan which provides an innovative and comprehensive balanced package of measures to encourage smarter travel choices to be made and to maximise opportunities for sustainable travel.

The Town-Wide Travel Plan will be implemented before the development begins and will provide measures including personalised travel planning, cycle hire schemes, car clubs, quality travel information systems, measures to promote home-working and marketing and promotion campaigns.

The Town-Wide Travel Plan will be supported by the securing of individual travel plans from significant travel generators within the town through the planning process, and those developed for existing employers, retailers and schools.

WBTP14 – Low Carbon Vehicles -

Development at Whitehill & Bordon will promote the use of low-carbon vehicles, including electric vehicles and other alternative low-carbon fuel technology, to reduce the carbon emissions resulting from the development.

The development will promote and deliver the necessary infrastructure to support electric vehicles and alternative fuel travel.

6.7

VIABILITY APPRAISAL

6.7.1 Savill’s have been commissioned to undertake a viability assessment for the proposed Eco-town at Whitehill & Bordon. Their report is included in Appendix C, with their main findings summarised below. RESIDENTIAL PARKING STANDARDS 6.7.2 In terms of residential parking provision, it is believed that lower car parking expectations for smaller units such as one and two bedroom dwellings would allow for reduced provision. With this in mind, the location of dwellings of this size should be within walking/bus distance of the town centre to encourage sustainable methods of transport. This is in accordance with the Masterplan, which locates the smallest dwellings classified as ‘Green Views’ close to the town centre. Furthermore, housing for the elderly and retirees should be located close to local grocers/supermarkets, with consideration that a 0.5 mile level walk is the maximum viable distance. 6.7.3 Larger housing aimed at families tends to be associated with greater commuting distances and therefore the need for at least one parking space is greater. If there are easy walking/cycle routes to schools and main shopping areas, this would encourage parents to walk with their children. As the Eco-town develops, more major employers would be expected to locate within the town, reducing the number of car trips made by the working parent, thus allowing greater opportunity to reduce car ownership. 6.7.4 Savill’s advise that reduced parking standards could have an impact on the value of new housing, with a 15% decline in values anticipated for a reduced car parking standard. 6.7.5 Recommended incentives to achieve reduced residential parking provision include: “Regular Bus Routes; Cycle Tracks; Direct footpaths to the town centre; Car Club; Good rail service to London from local railway stations; Sustainable employment opportunities within Whitehill & Bordon; Sustainable location of new residential dwellings (proximity to town centre); and Innovative incentives (such as commuter shuttle bus included within a service charge provision for all dwellings). As mentioned above it is possible to invoke a ‘service charge’ for all new build residential units to contribute to a shuttle bus service. This will make the bus service seem worthwhile using which should hopefully encourage its use. It is important that this does not impact on values and is seen as a nominal charge per annum. There may be other incentives to consider such as a reduced council tax to offset this charge.” 6.7.6 It is recognised within Savill’s appraisal that eco-town aspirations contained in the Masterplan are ambitious in comparison with existing HCC standards. This is likely

to have an impact on the saleability of property to new buyers and anticipates a 15% reduction in house values with the reduced parking standards. COMMERCIAL PARKING 6.7.7 It is expected that Office Use (B1a) will require more parking than research and development (B1b), light industry (B1c), general industry (B2) and storage and distribution (B8) uses, which is due to the high density of employees. The draft report highlights how locations such as Southampton, Portsmouth and Basingstoke have a high proportion of office space close to the town centre where car parking is naturally confined. Where this is the case, employees are likely to travel from within walking/cycling/bus distance of their office location. 6.7.8 Home working is becoming much more popular, with larger companies now operating a hot desk system. It is envisaged that as larger employers move into Whitehill & Bordon, this could help reduce commercial parking demand. Savillâ&#x20AC;&#x2122;s report recommends the following incentives to reduce commercial parking demand: Encourage Home Working; Infrastructure to allow for High-Speed Broadband; Local Employment; Cycle to Work Scheme; Bus Route to and from the employment area; Easy Pedestrian access (incorporate with leisure routes); and Congestion charge. RETAIL PARKING 6.7.9 It is recognised that the level of car parking required by retail land uses is very much dependant on where retail is located. The current Forest Centre is ideally located close to residential areas for walking/cycling accessibility, but this will be too far for new residential areas proposed in the Masterplan. It is recommended that a new shopping area is created closer to the Eco-town. Also, A4 uses (drinking establishments) will likely be located in more suburban locations and therefore require a greater level of parking provision than other retail. 6.8

SUMMARY OF MEASURES

6.8.1 Drawing together all aforementioned possible options to reduce car parking demand in Whitehill & Bordon, Table 6.5 presents their likely impact, deliverability, viability, cost and applicability to the various land uses proposed in the Eco-town Masterplan.

Table 6.5: Assessment of Possible Measures for Reducing Parking Demand Cost Measure

Impact

Deliverability

Applicability to Land Uses

Viability Capital

Revenue

Residential*

Employment

Extended Town Centre

Shared Use Parking Arrangements

GS / GV

Yes

Parking Barns

Yes

GR / GS / GV

Yes

Unallocated Parking

Yes

GR / GS / GV

Yes

Allocated Parking

GR / GS / GV

Park & Ride

Yes

Car Clubs

Yes

GR / GV

Yes

Workplace Parking Levies

Yes

Decriminalised Parking

Yes

GR / GS / GV + existing areas

Yes

VMS Signing

Yes

Car Share

GR / GS / GV

Yes

Travel Plans

GR / GS / GV

Yes

* Classified under 3 residential development profiles: GR = Green Roots, GS = Green Streets, GV = Green Views Note: All measures ranked 1-3, 1 indicates greatest positive impact / most deliverable / most viable / most cost effective / most applicable

Parking Strategy Recommendations (Revised Masterplan)

7.1

INTRODUCTION

7.1.1 In May 2012, a revised Masterplan was published and was developed by the Eco-town team on behalf of the Whitehill & Bordon Eco-town Delivery Board. Its main changes affecting the Parking Strategy are as follows: A maximum of 4000 new homes to be delivered; Housing density no longer restricted to three categories- a mix of housing densities across the development areas with a new ‘character area’ approach; Changes to Retail, Employment and Leisure proposals; No housing on Viking Park; and A revised Masterplan layout. 7.1.2 These amendments have an impact on the levels of development assessed for parking, although the methodology previously outlined will remain relevant. A previous version of this report contained the Parking Strategy Recommendations based on the original Whitehill & Bordon Masterplan (June 2010), which are now included in Appendix E. This Chapter details the results associated with a repeat of the assessments in Chapters 5 and 6 based on the revised Masterplan. 7.2

UNRESTRICTED FUTURE PARKING DEMAND

EMPLOYMENT LAND USES 7.2.1 Amendments as part of the revised Masterplan result in some changes to the development proposals at the four main employment sites. These employment sites will now consist of the following: Table 7.1: Employment Site Development Schedule Floor Area Employment Site / Use (sqm)

Louisburg Barracks – Eco-business Park

Edge of Town Centre

Number of Jobs

High Tech

22,353

390

Light Industrial

4,932

Business Park Offices

6,165

506

Serviced Offices

1,241

102

Mixed TC uses (A2)

3,947

202

General Offices

7,744

529

Commercial Leisure

7,744

Industrial

10,263

179

Commercial Leisure

6,090

Small Business Offices

1,880

154

72,359

2310

Viking Park Quebec Barracks

TOTAL

7.2.2 Using revised TRICS trip rate analyses, the accumulation in car parking demand has been derived to determine peak demand at employment sites. Table 7.2 presents the daily parking profiles for each of the employment sites, whilst Figure 7.1 includes the graphical output and Appendix D includes the TRICS output.

Quebec

07:00-08:00

211

08:00-09:00

396

193

746

09:00-10:00

572

281

134

1073

10:00-11:00

605

328

169

1191

11:00-12:00

582

360

190

1222

12:00-13:00

528

379

213

1205

13:00-14:00

586

381

228

1285

14:00-15:00

593

400

255

1335

15:00-16:00

552

387

259

1280

16:00-17:00

398

320

241

1015

17:00-18:00

132

264

215

629

18:00-19:00

278

228

577

19:00-20:00

310

292

602

20:00-21:00

297

310

607

21:00-22:00

264

304

568

22:00-23:00

200

247

448

23:00-24:00

140

234

Time

Overall

Viking

Edge of Town Centre

Louisburg

Table 7.2: Unfettered Car Park Accumulation at Proposed Employment Sites

7.2.3 Table 7.2 shows that the peak demand for spaces at employment sites will be 1335, occurring between 14:00-15:00. This compares to a peak demand of 1393 spaces for employment sites in the original Masterplan, which occurred between 10:00-11:00. The change in daily profile of accumulation is due to the increase of Commercial Leisure uses included at employment sites in the revised Masterplan.

Figure 7.1: Car Park Accumulation at Proposed Employment Sites 1600

LOUISBURG EDGE OF TOWN CENTRE VIKING QUEBEC

1400 90

1200

89 86

169

190

328

360

85 228

87 255

83 259

213

134

800 63 95

600

281

381

400

379

241 387 320

193

292

400 572

200

605

582

528

586

593

310

304 247

552 398

396

310

297

264

140 200

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

00:00

Demand (Cars)

1000

Time

DISAGGREGATING LEISURE TRIPS ASSOCIATED WITH EMPLOYMENT LAND USES 7.2.4 The revised Masterplan outlines Commercial Leisure proposed for the Edge of Town Centre and Viking employment sites, which did not exist in the original Masterplan. In order to quantify the level of parking demand associated with leisure trips to these sites, the DfT’s ‘Trip start time by trip purpose’ dataset has been used. By applying this data to Table 7.2, the proportion of the Edge of Town Centre and Viking’s car park accumulation which will arise from leisure trips is presented in Table 7.3.

Table 7.3: Trips by Journey Purpose at Employment Sites Louisburg

Quebec

Leisure

Commuting

Leisure

Commuting

Overall Commuting Trips

Commuting

Viking

Commuting

Time

Edge of Town Centre

07:00-08:00

205

08:00-09:00

396

177

723

09:00-10:00

572

231

110

1000

10:00-11:00

605

240

124

1058

11:00-12:00

582

238

123

125

1035

12:00-13:00

528

230

149

129

972

13:00-14:00

586

219

163

130

1025

14:00-15:00

593

220

181

140

115

1040

15:00-16:00

552

207

180

138

120

980

16:00-17:00

398

172

148

130

111

756

17:00-18:00

132

146

118

119

415

18:00-19:00

148

130

121

107

339

19:00-20:00

153

158

144

148

296

20:00-21:00

137

161

142

167

279

21:00-22:00

114

150

131

173

245

22:00-23:00

119

101

146

183

23:00-24:00

7.2.5 Table 7.3 indicates that the maximum accumulation relating to leisure trips would occur between 14:00-15:00 at the Edge of Town Centre site and between 21:00 â&#x20AC;&#x201C; 22:00 at the Viking site. The quantum of parking demand relating to leisure trips equates to 45% of Edge of Town Centre spaces and 57% of Viking Park spaces. RETAIL AND LEISURE LAND USES 7.2.6 The revised Masterplan also includes changes to the Town Centre land use quantum. Table 7.4 outlines the updated development schedule for the Town Centre.

Table 7.4: Proposed Extended Town Centre Retail and Leisure Uses Floor Area Number of Land Use (sqm) Jobs A1 Retail

30,119

1,300

A2 Financial / Professional Services

3,514

180

A3 / A5 Restaurants, Food, Takeaway, Pubs

5,020

229

B1 Town Centre Offices

11,546

789

50,199

2,498

TOTAL

7.2.7 Revised trip rates have been derived to reflect the changes in land use mix for the Extended Town Centre. A daily accumulation profile is included in Table 7.5 for each land use and for the town centre as a whole.

122

08:00-09:00

225

235

493

09:00-10:00

517

346

947

10:00-11:00

724

360

1209

11:00-12:00

754

106

361

1305

12:00-13:00

913

205

337

1549

13:00-14:00

814

204

338

1447

14:00-15:00

768

141

338

1336

15:00-16:00

763

132

312

1296

16:00-17:00

611

148

198

1038

17:00-18:00

507

202

833

18:00-19:00

263

231

564

19:00-20:00

146

251

452

20:00-21:00

146

222

425

21:00-22:00

135

22:00-23:00

23:00-24:00

Overall

B1 Office

07:00-08:00

Time

A1 Retail

A3 / A5 Food

A2 Financial Services

Table 7.5: Unfettered Car Park Accumulation at Proposed Extended Town Centre

7.2.8 Peak demand of 1549 spaces for the proposed extended town centre will occur between 12:00-13:00, which can be compared to a peak demand at the same time for 1365 spaces arising from the demand assessment for the original Masterplan. This change has occurred due to variations to the land use mix proposed for the extended town centre as part of the revised Masterplan. DISAGGREGATING EMPLOYMENT TRIPS ASSOCIATED WITH RETAIL AND LEISURE LAND USES 7.2.9 In order to quantify the level of parking demand associated with commuting trips to the Extended Town Centre, the DfT’s ‘Trip start time by trip purpose’ dataset has been used. By applying this data to Table 7.5, the proportion of the Extended Town Centre’s car park accumulation which will arise from commuting trips is presented in Table 7.6.

Commuting

Leisure

Commuting

Shopping

Commuting

Time

Shopping

Table 7.6: Proportion of Commuting Trips for Extended Town Centre A2 Financial B1 A1 Retail A3 / A5 Food Services Office Overall Commuting Trips

07:00-08:00

119

08:00-09:00

205

235

470

09:00-10:00

131

386

346

797

10:00-11:00

298

426

360

867

11:00-12:00

380

374

361

847

12:00-13:00

500

413

125

337

917

13:00-14:00

465

349

117

338

843

14:00-15:00

453

316

338

768

15:00-16:00

452

311

312

729

16:00-17:00

351

260

198

572

17:00-18:00

274

233

112

429

18:00-19:00

139

123

108

123

284

19:00-20:00

127

123

217

20:00-21:00

120

102

197

21:00-22:00

22:00-23:00

23:00-24:00

7.2.10 Table 7.6 indicates that the maximum accumulation would occur between 12:00 – 13:00, with 917 spaces required for commuting related trips. This equates to 59% of town centre spaces required for commuting trips. 7.2.11 When added to the car park accumulation arising from commuting trips to employment sites (shown in Table 7.3), the maximum car parking demand arising from commuting trips within Whitehill & Bordon would be 1925 spaces and occur between 10:00 – 11:00. This would result in a maximum parking demand of 0.40 spaces per employee, for a total of 4808 jobs. 7.2.12 In comparison to the previous assessment, 787 spaces were required for commuting related trips to the proposed town centre, totalling 2068 spaces across the town for all commuting related trips. This previously resulted in a maximum parking demand of 0.45 spaces per employee for a total of 4550 jobs. UNFETTERED FUTURE RESIDENTIAL PARKING DEMAND 7.2.13 The revised Masterplan adopts a place-based approach to developing neighbourhood character and identifies four broad ‘Character Areas’ defining types and sizes of housing. The residential development schedule is summarised as follows: Town Centre – between 960 and 1200 new homes, mostly 1-2 bed flats with some 23bed terraces and 3-4 bed townhouses; Parkland – between 960 and 1800 new homes, 85% 3-4 bed houses and 15% 1-2 bed flats; Satellite – between 720 and 1080 new homes, 90% houses and 10% flats; and Rural/Woodland – between 170 and 510 new homes, all 4-6 bed houses. 7.2.14 Using the same method as previously adopted in section 5.5, existing car ownership levels for each size property (1, 2, 3 bed etc.) have been applied to the proposed housing mix to provide a forecast for car ownership levels within the new Ecotown. It has been assumed that the number of houses delivered for each character area is approximately midway between the ranges set out above. Table 7.7 presents a summary of the expected car ownership levels for future residential development in Whitehill & Bordon which overall equates to 1.33 per dwelling.

Flat

House

Table 7.7: Unfettered Car Ownership for Proposed Residential (Option 1) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

362

1248

885

343

2838

Average car ownership levels per dwelling

1.400

1.470

1.523

1.847

1.523

Cars

507

1835

1348

633

4323

Dwellings

844

220

1162

Average car ownership levels per dwelling

0.845

Cars

714

186

983

1220

2021

1431

633

5306

Total

7.2.15 The overall unfettered demand for parking based on the previous Masterplan was for 5276 spaces, equating to 1.32 spaces per dwelling (calculated by dividing overall spaces by dwellings). The revised level of 1.33 per dwelling has occurred due to alterations made to the dwelling mix. 7.2.16 Using the same TRICS analysis for â&#x20AC;&#x2DC;Mixed Private/Non-Private Housingâ&#x20AC;&#x2122; as referred to in paragraph 5.5.4, a daily profile of residential parking accumulation has been derived. The same assumptions which were used in section 5.5 have been repeated here, and the results are presented in Table 7.8. Table 7.8: Residential Trip Generation TOTAL ACCUMULATION*

Time

Arrival Rate

Arrivals

Departure Rate

Departures

07:00-08:00

0.069

348

0.192

968

4421

08:00-09:00

0.132

665

0.318

1603

3483

09:00-10:00

0.146

736

0.182

917

3302

10:00-11:00

0.117

590

0.142

716

3176

11:00-12:00

0.122

615

0.134

675

3115

12:00-13:00

0.157

791

0.153

771

3136

13:00-14:00

0.155

781

0.156

786

3130

14:00-15:00

0.153

771

0.166

837

3065

15:00-16:00

0.239

1205

0.183

923

3347

16:00-17:00

0.26

1311

0.176

887

3771

17:00-18:00

0.319

1608

0.186

938

4441

18:00-19:00

0.269

1356

0.199

1003

4794

19:00-20:00

4618

20:00-21:00

4441

21:00-22:00

4441

22:00-23:00

4441

23:00-24:00

4441

5041 (before 07:00)

* Based on 5306 vehicles, assuming 95% accumulation at 07:00 for 4000 dwellings

7.2.17 Based on parking accumulation, the peak demand for parking based on the previous Masterplan was for 4767 spaces, occurring between 18:00-19:00. 7.2.18 Before continuing with the analysis, it should be noted that Pages 103-104 of the Masterplan detail the housing mix proposed for the Town Centre area. Although the 68

document states that the majority of housing will be flats here, it later states that the town centre housing mix will be 70% houses and 30% flats. For this reason, a further assessment of forecast residential parking demand has been undertaken, Option 2, with the previous assessment referred to as Option 1 from here on. Tables 7.9 and 7.10 present this analysis based on this alternative town centre housing mix, which results in an unfettered demand for parking at 1.39 spaces per dwelling (calculated by dividing overall spaces by dwellings).

Flat

House

Table 7.9: Unfettered Car Ownership for Proposed Residential Development (Option 2) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

844

1248

885

343

3320

Average car ownership levels per dwelling

1.400

1.470

1.523

1.847

1.523

Cars

1182

1835

1348

633

4998

Dwellings

362

220

680

Average car ownership levels per dwelling

0.845

Cars

306

186

575

1488

2021

1431

633

5573

Total

Table 7.10: Residential Trip Generation (Option 2) TOTAL ACCUMULATION*

Time

Arrival Rate

Arrivals

Departure Rate

Departures

07:00-08:00

0.069

365

0.192

1016

4643

08:00-09:00

0.132

699

0.318

1683

3658

09:00-10:00

0.146

773

0.182

964

3468

10:00-11:00

0.117

619

0.142

752

3335

11:00-12:00

0.122

646

0.134

709

3272

12:00-13:00

0.157

831

0.153

810

3293

13:00-14:00

0.155

821

0.156

826

3288

14:00-15:00

0.153

810

0.166

879

3219

15:00-16:00

0.239

1265

0.183

969

3515

16:00-17:00

0.26

1376

0.176

932

3960

17:00-18:00

0.319

1689

0.186

985

4664

18:00-19:00

0.269

1424

0.199

1054

5035

19:00-20:00

4849

20:00-21:00

4664

21:00-22:00

4664

22:00-23:00

4664

23:00-24:00

4664

5294 (before 07:00)

* Based on 5573 vehicles, assuming 95% accumulation at 07:00 for 4000 dwellings

TOTAL UNFETTERED FUTURE DEMAND 7.2.19 In order to derive the overall future unfettered parking demands for the proposed Eco-town, the individual parking demands arising from the various land uses in the revised Masterplan have been amalgamated. Table 7.11 summarises the overall future demand.

Table 7.11: Total Future Car Parking Demand Maximum Future Parking Demand

Land Use Employment Sites

1335

Extended Town Centre (inclusive of retail & office use elements)

1549

Proposed Residential

5306 / 5573*

TOTAL

8190 / 8457*

* Option 2 â&#x20AC;&#x201C; Higher proportion of houses than flats in Town Centre area 7.2.20 A summary of all daily profiles relating to the proposed development has been tabulated in order to highlight the fluctuations in parking demand throughout the day. Table 7.12 presents this data. From this it can be seen that Option 2 results in a higher peak demand of 241 spaces between 18:00-19:00. Table 7.12: Summary Daily Profile for Future Development Time

Employment

Extended Town Centre

Residential

TOTAL

Option 1

Option 2

Option 1

Option 2

07:00-08:00

211

122

4421

4643

4754

4976

08:00-09:00

746

493

3483

3658

4722

4897

09:00-10:00

1073

947

3302

3468

5322

5488

10:00-11:00

1191

1209

3176

3335

5576

5735

11:00-12:00

1222

1305

3115

3272

5642

5799

12:00-13:00

1205

1549

3136

3293

5890

6047

13:00-14:00

1285

1447

3130

3288

5862

6019

14:00-15:00

1335

1336

3065

3219

5737

5890

15:00-16:00

1280

1296

3347

3515

5923

6091

16:00-17:00

1015

1038

3771

3960

5824

6013

17:00-18:00

629

833

4441

4664

5904

6126

18:00-19:00

577

564

4794

5035

5934

6175

19:00-20:00

602

452

4618

4849

5672

5904

20:00-21:00

607

425

4441

4664

5473

5696

21:00-22:00

568

135

4441

4664

5145

5367

22:00-23:00

448

4441

4664

4963

5186

23:00-24:00

234

4441

4664

4681

4903

7.2.21 Figures 7.2 and 7.3 illustrate the daily profile of accumulation for all proposed land uses in the new Eco-town, for Options 1 and 2 respectively. Figure 7.2: Daily Profile of Accumulation for Development Proposals (Option 1) OPTION 1 - PROPOSED DEVELOPMENT (ALL LAND USES) Daily Profile Car Park Accumulation

7000 6000 5000 Demand (Cars)

4000 3000 2000 1000

00:00

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time EMPLOYMENT

RESIDENTIAL

EXTENDED TOWN CENTRE

Figure 7.3: Daily Profile of Accumulation for Development Proposals (Option 2) OPTION 2 - PROPOSED DEVELOPMENT (ALL LAND USES) Daily Profile Car Park Accumulation

7000 6000

Demand (Cars)

5000 4000 3000 2000 1000 00:00

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time

EMPLOYMENT

RESIDENTIAL

EXTENDED TOWN CENTRE

7.2.22 Figures 7.2 and 7.3 demonstrate that there would still be opportunities to assign parking spaces in the proposed Whitehill & Bordon for shared use between residential, and employment/ extended town centre land uses. SUMMARY 7.2.23 The main points from the future demand assessment can be summarised as follows: The peak in parking accumulation associated with proposed employment sites will occur between 14:00-15:00, with 1335 spaces required;

The peak in parking accumulation associated with proposed extended town centre will occur between 12:00-13:00, with 1549 spaces required; and The peak in parking accumulation associated with the 4000 proposed new dwellings will occur between 18:00-19:00, with 4794 spaces required for Option 1 and 5035 spaces for Option 2. 7.2.24 As a result, the overall peak demand for parking in the proposed Eco-town will occur between 18:00-19:00, with a total of 5934 and 6175 spaces required for Options 1 and 2 respectively, before measures to reduce parking demand are explored. 7.3

REDUCED PARKING DEMAND â&#x20AC;&#x201C; OPTIONS APPRAISAL

7.3.1 All approaches and demand management measures explored in Chapter 6 of this report remain the same, however, the revised Masterplan will result in changes to the level of impact that these will have in the proposed Eco-town. This section seeks to re-visit the options appraisal, to present an updated assessment of how these measures will impact the revised levels of development. TRIP INTERNALISATION 7.3.2 In exploring the potential levels of Trip Internalisation in the proposed Ecotown, it was recognised that a catalyst in this process would be the placement of employment uses adjacent to or amongst residential areas. Whilst this remains the case at the sites of Louisburg, Quebec and the Edge of Town Centre, proposed residential development within Viking Park no longer exists within the revised Masterplan. Since the quantum of housing at the Viking Park covered a relatively small area of the previous Masterplan, and a lower expectation of 20% trip internalisation was previously assumed for robustness, a rate of 20% trip containment is deemed still achievable. Table 7.13 illustrates the potential level of reduction in parking demand across the day as a result of trip internalisation, based on the revised Masterplan proposals.

Table 7.13: Potential Impact of Trip Internalisation Employment Time

Extended Town Centre

Total

-20%

Total

-20%

07:00-08:00

211

169

122

08:00-09:00

746

597

493

394

09:00-10:00

1073

859

947

758

10:00-11:00

1191

953

1209

967

11:00-12:00

1222

978

1305

1044

12:00-13:00

1205

964

1549

1239

13:00-14:00

1285

1028

1447

1157

14:00-15:00

1335

1068

1336

1069

15:00-16:00

1280

1024

1296

1037

16:00-17:00

1015

812

1038

830

17:00-18:00

629

503

833

667

18:00-19:00

577

461

564

451

19:00-20:00

602

482

452

362

20:00-21:00

607

486

425

340

21:00-22:00

568

455

135

108

22:00-23:00

448

358

23:00-24:00

234

187

CROSS-VISITATION TRIPS 7.3.3 The potential for cross-visitation trips to occur where there are clusters of retail and leisure land uses is considered to have an impact of up to 20% reduction in parking demand. Table 7.14 presents the impact on parking demand for land uses within the Extended Town Centre defined by the revised Masterplan.

109

08:00-09:00

180

235

441

09:00-10:00

414

346

827

10:00-11:00

579

360

1039

11:00-12:00

603

361

1116

12:00-13:00

730

164

337

1306

13:00-14:00

651

163

338

1225

14:00-15:00

615

113

338

1137

15:00-16:00

610

106

312

1099

16:00-17:00

489

119

198

870

17:00-18:00

406

161

677

18:00-19:00

210

185

453

19:00-20:00

116

200

362

20:00-21:00

116

178

340

21:00-22:00

108

22:00-23:00

23:00-24:00

Overall

B1 Office

07:00-08:00

Time

A1 Retail

A3 / A5 Food

A2 Financial Services

Table 7.14: Car Park Accumulation following Cross-Visitation for Extended Town Centre

7.3.4 Based on the potential for cross-visitation within the Extended Town Centre, the unfettered peak parking requirement reduces from 1549 spaces to 1306. This reduction is largely attributable to the reduction in retail parking demand which reduces from a peak of 913 to 730 spaces. SHARED-USE PARKING ARRANGEMENTS 7.3.5 The revised Masterplan indicates that opportunities for shared-use parking for employment and residential uses remain feasible, although, since residential development proposed on the Viking Park site has been removed, shared-use parking here is no longer considered. 7.3.6 As in the original assessment undertaken, the TRICS database has been used to generate parking accumulation at a typical housing development then applied to the estimated housing numbers in proximity to employment sites based on the revised 75

Masterplan. Figures 7.4 to 7.7 compare the parking accumulation forecasts for each of the employment sites and for the adjacent housing. The approximate housing numbers remain the same as in the previous assessment, with Viking Park housing excluded: Louisburg – 250 dwellings; Edge of Town Centre – 400 dwellings; Quebec – 200 dwellings; and Extended Town Centre – 400 dwellings. Figure 7.4: Louisburg Employment Parking Accumulation against Residential 700

LOUISBURG 605

600

593

586

582

572

DWELLINGS

552

528

Demand (Cars)

500 400

398

396

300

173

100

238

220

219

200

164

158

156

155

187

166

152

132

94 63

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time

7.3.7 Figure 7.4 indicates that the residential parking demand in close proximity to the Louisburg employment site reduces by approximately 70 spaces during 08:00-18:00. If these empty residential spaces were utilised by employees and visitors during the day, the parking provision for the Louisburg Eco-business Park could reduce by up to 12%.

Figure 7.5: Edge of Town Centre Employment Parking Accumulation against Residential EDGE OF TOWN CENTRE

450 400

DWELLINGS

400

350

387

381

379

380

360

351

352

328

320 299

300 281 262

Demand (Cars)

276

250 200

266

252

249

247

248

278

264

243

193

150 100 61

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time

7.3.8 Figure 7.5 indicates that the residential parking demand for the estimated 400 dwellings in close proximity to the Edge of Town Centre employment site reduces by approximately 110 spaces during 08:00-18:00 which equates to a potential reduction of more than 25% in employment parking provision. Figure 7.6: Quebec Employment Parking Accumulation against Residential QUEBEC

DWELLINGS

200 190

180

176

175

160 150

140

138

133

131

Demand (Cars)

120

126

124

122

100 86

40 20

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time

7.3.9 Figure 7.6 indicates that the residential parking demand for the estimated 200 dwellings in close proximity to the Quebec Eco-business Park reduces by approximately 50 spaces during 08:00-18:00 which equates to approximately 55% of the required 77

employment parking provision. Shared-use parking in this location offers significant potential to reduce the quantum of parking provided within this area of the Eco-town. Figure 7.7: Extended Town Centre Employment Parking Accumulation against Residential EXTENDED TOWN CENTRE

1400

DWELLINGS

1306 1225

1200

1137

1116

1099

1039

1000

870 827

Demand (Cars)

800

677

600 453

441

400

352

351 276

262

252

247

249

248

243

266

380

366 362

352 340

352

299

200 109

108 60 4

00:00

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

Time

7.3.10 Figure 7.7 indicates that the residential parking demand for the estimated 400 dwellings in close proximity to the Edge of Town Centre employment site reduces by approximately 110 spaces during 08:00-18:00 which equates to approximately 10% of the required extended town centre parking provision. Shared-use parking in this location offers significant potential to reduce the quantum of parking provided within this area of the Eco-town. 7.3.11 It has been shown that there is potential to reduce parking provision within the vicinity of the proposed employment sites by between 10% and 25% through the adoption of shared-use principles. ALLOCATED AND UNALLOCATED PARKING PROVISION 7.3.12 With reference to results from the Savillâ&#x20AC;&#x2122;s Viability Appraisal presented in Chapter 6, it was established that lower car ownership levels could be expected of smaller 1-2 bedroom units, whilst larger units would require at least one car. If habited by families, these larger dwellings may require the use of a second car depending on the location of education and employment establishments. Over time, car ownership levels would be expected to reduce with increased major employers locating to the developing Eco-town. 7.3.13 Previously, this report discussed case studies where a parking provision of 0.7 spaces per dwelling had been achieved through the use of allocated and unallocated parking methods. Taking into consideration the results from Savillsâ&#x20AC;&#x2122; Viability Appraisal, it is believed that this level of provision may be too optimistic and based on current economic conditions, may have a negative impact on the attractiveness to potential residents and therefore financial viability. 78

7.3.14 This section provides a revised assessment to show the level of provision required for each of the revised Masterplans’ character areas, in accordance with the findings from the Viability Appraisal. This is presented in Tables 7.15 and 7.16 below for Options 1 and 2.

Flat

House

Table 7.15: Fettered Car Ownership for Proposed Residential Development (Option 1) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

362

1248

885

343

2838

Average car ownership levels per dwelling

1.25

1.40

1.60

1.85

Cars

453

1747

1416

635

4250

Dwellings

844

220

1162

Average car ownership levels per dwelling

0.62

0.90

0.95

Cars

523

198

814

976

1945

1509

635

5065

Total

Flat

House

Table 7.16: Fettered Car Ownership for Proposed Residential Development (Option 2) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

844

1248

885

343

3320

Average car ownership levels per dwelling

1.25

1.40

1.60

1.85

Cars

1055

1747

1416

635

4972

Dwellings

362

220

680

Average car ownership levels per dwelling

0.62

0.90

0.95

Cars

224

198

474

1279

1945

1509

635

5368

Total

7.3.15 Tables 7.15 and 7.16 indicate lower parking standards for dwellings in the ‘Town Centre’ and ‘Parkland’ character areas, in line with achievements deemed feasible by Savills’ Viability Appraisal. This results in an overall provision of 5065 and 5368 for options 1 and 2 respectively, equating to a reduction of 241 and 205 from the unfettered demand presented in Tables 7.7 and 7.9. This quantum of fettered provision is to be taken forward as part of the strategy recommendations, and is summarised along with the likely impact of measures in Tables 7.17 and 7.18.

CAR CLUBS 7.3.16 Evidence from exemplar case studies indicated that a Car Club uptake of 10% is achievable. Based on the revised Masterplan, it could be assumed that 1306 / 1573 dwellings (option 1 / 2) will own more than one car (4000 dwellings against 5306 / 5573 cars). Therefore a 10% uptake in car club membership would result in an overall reduction in residential parking demand of 531 / 557 spaces respectively, bringing the overall requirement down to 4775 / 5016 spaces for Option 1 / 2 respectively. 7.3.17 Since the revised Masterplan consists of the same level of residential development at 4000 dwellings, 40 car club vehicles is still considered a reasonable level of initial provision with scope to increase with demand. This level of provision would allow the 1306 / 1573 dwellings that would be assumed to have more than one car, and a proportion of those dwellings without a car, to have convenient access to a car when needed. A revised plan showing optimum locations for placement of car club vehicles can be seen on Figure 7.8. 7.3.18 This measure would also remain beneficial for implementation at employment sites. As seen in exemplar case studies, a 5% uptake in membership of all workplaces could result in an overall reduction in employment-related parking demand of 67 spaces, lowering the overall requirement from 1335 down to 1268 spaces. 7.4

SUMMARY OF RECOMMENDATIONS

7.4.1 Due to amendments to the Masterplan, the assessment of future parking demand has been updated to accord with the new development schedule. As a result, the potential impact by the compiled package of measures to reduce parking demand has also been amended. This section seeks to update the previous Parking Strategy conclusions discussed in Appendix E. EXEMPLAR CASE STUDIES 7.4.2 Through the compilation of exemplar case studies, it has been possible to identify best practice at developments with similar sustainable transport aspirations. These case studies highlighted the most successful parking management mechanisms, which have been explored as part of the parking strategy for the new eco-town at Whitehill & Bordon. AUDIT OF BASELINE PARKING PROVISION 7.4.3 An analysis of the existing residential parking demand concluded that, based on an average existing car ownership of 1.50 vehicles, there is scope to reduce current demand to one vehicle per household through smarter travel choices and parking demand management measures. 7.4.4 It was established that existing car parks in Whitehill & Bordon are significantly under-utilised and hold potential, along with additional parking provision, to offer shared uses between residential and non-residential development. ASSESSMENT OF FUTURE PARKING DEMAND 7.4.5 The revised Masterplan provides levels of development for employment, residential and land uses proposed as part of the extended town centre. Based on each of these land uses, trip generation methods were used to forecast the levels of future parking demand generated by the new development. It was determined that, before any 80

options for reducing parking demand were considered, a total of 5934 / 6175 new spaces would be required based on Options 1 and 2. RECOMMENDATIONS FOR REDUCING PARKING DEMAND 7.4.6 A number of measures have been examined as part of this parking strategy. The main recommendations deemed most effective and deliverable for the new ecotown are as follows: To provide unallocated parking where possible, in order to retain control over parking supply in the future; To develop an eco-town where cars do not dominate the streets, through the provision of discreet parking and aboveground / underground parking barns where possible; To create incentives / restrictions for dwellings in order to discourage the ownership of a second car, through council tax reductions for no car ownership / resident parking charges / reductions for environmentally-friendly cars; To consider the implementation of Workplace Parking Levies for employment sites, firstly ensuring a high quality public transport system is in place, and increasing these charges over time; To use existing and future parking supply to its full potential through providing shared use spaces for all complimentary land uses i.e. residential and employment uses; To develop proposals for a decriminalised parking regime in Whitehill & Bordon; To ensure that a suitable level of parking is provided for disabled users, initially free of charge; To set a pricing structure at all retained and proposed Whitehill & Bordon car parks which supports the aim to reduce private car use whilst maximising the viability of the town centre, concentrating short stay spaces in the town centre for access to its facilities and long stay spaces at the edge of the town; To improve and implement signage both for drivers by road to the car parks, and on foot from the car parks to the key town centre destinations, in a way which reduces traffic circulation and pedestrian movement around the town; To require developments to create and implement Travel Plans in accordance with Hampshire County Council policy, encouraging smaller developments to implement Travel Plans, even if not required; and To consider options for the introduction of car clubs for residential and employment use. These would have the most potential for impact if placed adjacent to the ‘Green Views’ and ‘Green Roots’, providing an alternative to the ownership of 1 or 2 cars respectively. 7.4.7 Whilst these options are considered to significantly manage the demand for parking in the future, they should be complemented by measures which provide alternative sustainable travel choices for journeys such as those outlined in section 6.4. These provide the balance of ‘carrot and stick’ methods which will be required to deliver policy objectives whilst accommodating likely future demand for parking.

7.5

PARKING STRATEGY

7.5.1 This section seeks to summarise the levels of parking that should be provided within Whitehill & Bordon, based on achievements seen at exemplar case studies, and the feasibility work carried out to assess how successful these measures could be at Whitehill & Bordon. RECOMMENDED RESIDENTIAL PARKING PROVISION 7.5.2 Unfettered residential parking demand indicated a need for 5306 / 5573 spaces for 4000 new dwellings. In considering the measures explored in Chapter 6 of this report, including the updates for the revised Masterplan presented earlier in this Chapter, and the likeliness of their success as shown in Table 6.5, residential parking should be provided as shown in Tables 7.17 and 7.18. Table 7.17: Overall Residential Parking Provision (Option 1) Impact of Measures Unfettered Demand

Town Centre

1220

Satellite

2021

Shared Use

Car Clubs

Overall Level of Reduction

Fettered Provision

976

-122

1945

-202 -115

-646

Parkland

1431

-143

1509

Rural/Woodland

633

-63

635

TOTAL

5306

-115

-531

5065

4660

Table 7.18: Overall Residential Parking Provision (Option 2) Impact of Measures Unfettered Demand

Town Centre

1488

Satellite

2021

Shared Use

Car Clubs

Overall Level of Reduction

1279

-149

1945

-202 -115

Fettered Provision

-672

Parkland

1431

-143

1509

Rural/Woodland

633

-63

635

TOTAL

5573

-115

-557

4901

5368

7.5.3 Tables 7.17 and 7.18 present the potential reduction in parking demand caused by shared use spaces, which would comprise 230 spaces in total across the Eco-town at adjacent residential and employment sites. Half of these have been deducted from the residential parking demands above, whilst the other half will be deducted from 82

employment-related demand. The assumption of a 10% reduction in parking demand triggered by the introduction of car clubs, as achieved in Hammarby Sjรถstad, has also been presented. 7.5.4 It is recommended that residential spaces are provided as unallocated with consideration given to part of the provision being contained in discrete parking barns and/or underground parking with the aforementioned shared allocation, and supported by 5 car club locations as shown illustrated on Figure 7.8. 7.5.5 Along with other measures explored in Chapter 6 such as the provision of parking barns, the recommended level of provision would be consistent with that shown in Tables 7.15/7.16, where an average 1.27/1.34 unallocated spaces per dwelling is provided for options 1 and 2 respectively. This level of fettered provision is deemed viable in consideration of the likely impact of measures, and therefore the fettered provision shown in Tables 7.17 and 7.18 is recommended by the strategy. RECOMMENDED EMPLOYMENT PARKING PROVISION 7.5.6 Assessment of unfettered employment-related parking demand for Whitehill & Bordon indicated that 2322 spaces would be required, based on the peak demand at each individual employment site shown in Tables 7.2 and 7.6. In summary of the proposed measures outlined in Chapter 6, Table 7.19 presents their likely impact on the unfettered demand. Table 7.19: Overall Employment Site Parking Provision Impact of Measures Unfettered Demand

Shared Use

Car Clubs

Trip Internalisation

Travel Plan (i.e. Car Share)

TOTAL (Fettered)

Louisburg

605

-35

-30

-121

-61

358

Edge of Town Centre

400

-55

-20

-80

-40

205

Viking

310

-16

-62

-31

201

Quebec

-25

-5

-18

-9

Employment in Extended Town Centre

917

-55

-46

-183

-92

541

TOTAL

2322

-170

-117

-464

-233

1338

7.5.7 Table 7.19 includes 50% of the reductions for shared use allocation between employment and residential, and employment with retail/leisure. A 5% employmentrelated parking demand reduction comparable to that achieved by the introduction of car clubs in Hammarby Sjรถstad has also been applied. Trip Internalisation would result in a 20% reduction as shown, with Travel Plans expected to lower private car use by 10% through measures such as car sharing and promotion of sustainable travel methods.

RECOMMENDED RETAIL / LEISURE PARKING PROVISION 7.5.8 Assessment of the parking demand for retail and leisure uses indicated an unfettered requirement of 632 spaces within the extended town centre, which excludes the provision for town centre commuting trips which has been assessed above. Effects of several factors are shown in Table 7.20, with the resulting total fettered demand also presented. Table 7.20: Overall Retail / Leisure Parking Provision Impact of Measures

Unfettered Demand

TOTAL

Cross Visitation

Shared Use

Trip Internalisation

(Fettered)

-126

-55

-126

325

632

7.5.9 Table 7.20 shows a reduction of 20% for cross-visitation, 55 spaces available for shared use allocation between employment and retail/leisure uses, and 20% reduction applied for trip internalisation. This reduces the unfettered retail/leisure demand from 632 spaces in the extended town centre, to 325 spaces. 7.6

OVERALL PARKING PROVISION

7.6.1 Summarising the above recommendations for parking provision, Tables 7.21 and 7.22 outline the fettered demand and the resulting parking standard for each land use, for the residential Options 1 and 2. Table 7.21: Overall Parking Provision for Proposed Eco-town (Option 1) Units / Jobs

Fettered Demand

Parking Standard

Town Centre

1206 units

976

0.81 per unit

Satellite

1468 units

1945

1.33 per unit

Parkland

983 units

1509

1.54 per unit

Rural / Woodland

343 units

635

1.85 per unit

Louisburg

1084 jobs

358

0.33 per employee

Edge Town Centre

822 jobs

205

0.25 per employee/ leisure visitor

Viking

250 jobs

201

0.80 per employee/ leisure visitor

Quebec

154 jobs

0.21 per employee

Extended Town Centre

2498 jobs

866

0.35 per employee/shopper

Land Use

Residential

Employment Sites

Retail

Table 7.22: Overall Parking Provision for Proposed Eco-town (Option 2) Units / Jobs

Fettered Demand

Parking Standard

Town Centre

1206 units

1279

1.06 per unit

Satellite

1468 units

1945

1.33 per unit

Parkland

983 units

1509

1.54 per unit

Rural / Woodland

343 units

635

1.85 per unit

Louisburg

1084 jobs

358

0.33 per employee

Edge Town Centre

822 jobs

205

0.25 per employee/ leisure visitor

Viking

250 jobs

201

0.80 per employee/ leisure visitor

Quebec

154 jobs

0.21 per employee

Extended Town Centre

2498 jobs

866

0.35 per employee/shopper

Land Use

Residential

Employment Sites

Retail

7.6.2 By implementing the recommended measures explored within this Parking Strategy, it is deemed realistic that this level of provision will be sustainable and provide necessary support to the overall eco-vision of Whitehill & Bordon. 7.7

PARKING STRATEGY DELIVERABILITY

7.7.1 The revised Whitehill & Bordon Masterplan outlines the timescales for development coming forward in four phases, with the first phase covering the period until the expected MoD withdrawal in 2015, and three further phases spanning years 20152019, 2020-2024 and 2025 onwards. Quantum of development assumed for each phase is as follows: Phase 1 – 150 homes and 404 jobs provided solely by the Quebec and Viking employment sites; Phase 2 – 1400 homes and 1791 jobs provided by approximately half of the Extended Town Centre and partly by the Louisburg Eco-business Park; Phase 3 – 1400 homes and 1364 jobs provided by the Edge of Town Centre employment site and completion of the Louisburg Eco-business Park; and Phase 4 – 1050 homes and 1249 jobs provided by the completion of the Extended Town Centre. 7.7.2 In view of findings of the Viability Appraisal, it would be advisable to reduce overall development parking provision gradually over time through a series of measures presented in this Parking Strategy. Tables 7.23 and 7.24 illustrate a potential approach for delivering the parking strategy for Options 1 and 2, including quantum of parking throughout these phases.

Table 7.23: Delivery Phasing for Parking Provision (Option 1) Residential

Employment

Phase

Provision 1

Units

Provision

Jobs

Provision

150

190

404

184

Shared Use

Provision 2

1.60 1400

Provision 3

1892

1791

200

1.42 1400

0.33 1528

Shared Use

Provision

422

1364

239 -

145

Parking Standard

0.58

Shared Use Parking Standard

1.20 1050

Provision

Parking Standard

Extended Town Centre

0.28 1115

1249

208

Shared Use

55 (shared with retail)

Parking Standard

1.11

0.17

70 (+55 spaces shared with residential use)

797 (at employment sites) TOTAL

5065

325 541 (at extended TC)

Resulting Parking Standard

1.27 per dwelling

0.28 per employee

0.14 per shopper

Table 7.24: Delivery Phasing for Parking Provision (Option 2) Residential

Employment

Phase

Provision 1

Units

Provision

Jobs

Provision

150

190

404

184

Shared Use

Provision 2

1.60 1400

Provision 3

1964

1791

200

1.47 1400

0.33 1668

Shared Use

Provision

422

1364

239 -

145

Parking Standard

0.58

Shared Use Parking Standard

1.30 1050

Provision

Parking Standard

Extended Town Centre

0.28 1206

1249

208

Shared Use

55 (shared with retail)

Parking Standard

1.20

0.17

70 (+55 spaces shared with residential use)

797 (at employment sites) TOTAL

5368

325 541 (at extended TC)

Resulting Parking Standard

1.34 per dwelling

0.28 per employee

0.14 per sqm

7.7.3 At each stage of the phasing, any shared use opportunities between complimentary uses have been taken into consideration for the level of parking provision. It should be noted that employment use includes parking demand related to commuting trips as part of the Extended Town Centre. Tables 7.23 and 7.24 show that levels of provision become more stringent through the development delivery stages, due to the more generous provision during the early stages. As peoplesâ&#x20AC;&#x2122; attitudes begin to change, levels of provision will be reduced across all land uses; a strategy enabled through retaining ownership of parking supply. 7.8

FINANCIAL VIABILITY

7.8.1 In reference to advice contained in Savillsâ&#x20AC;&#x2122; Viability Appraisal, parking provision within the proposed Eco-town in line with current levels of car ownership within Whitehill & Bordon may even be too stringent, having a detrimental effect on the financial viability of the development. In order to provide an indication of the level of provision that would be necessary to satisfy viability concerns, a further recommendation is made in terms of

residential parking provision. Tables 7.25 and 7.26 present a slightly less severe approach for Masterplan Options 1 and 2 respectively.

Flat

House

Table 7.25: Alternative Parking Provision for Proposed Residential Development (Option 1) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

362

1248

885

343

2838

Average car ownership levels per dwelling

1.60

1.70

1.85

1.90

Cars

579

2122

1637

652

4990

Dwellings

844

220

1162

Average car ownership levels per dwelling

0.80

1.00

Cars

675

220

993

1254

2342

1735

652

5983

Total

Flat

House

Table 7.26: Alternative Parking Provision for Proposed Residential Development (Option 2) Town Rural/ Dwelling Type Parkland Satellite Overall Centre Woodland Dwellings

844

1248

885

343

3320

Average car ownership levels per dwelling

1.60

1.70

1.85

1.90

Cars

1350

2122

1637

652

5761

Dwellings

362

220

680

Average car ownership levels per dwelling

0.80

1.00

Cars

290

220

608

1640

2342

1735

652

6369

Total

7.8.2 If this approach were to be adopted, a revised plan for delivery phasing can be seen in Tables 7.27 and 7.28 below. This also incorporates the steady reduction in parking provision over time to allow for measures to be implemented gradually.

Table 7.27: Alternative Delivery Phasing for Parking Provision (Option 1) Residential

Employment

Phase

Provision 1

Units

Provision

Jobs

Provision

150

250

404

184

Shared Use

Provision 2

2.00 1400

Provision 3

2360

1791

200

1.75 1400

0.33 1885

Shared Use

Provision

422

1364

239 -

145

Parking Standard

0.58

Shared Use Parking Standard

1.45 1050

Provision

Parking Standard

Extended Town Centre

0.28 1148

1249

208

Shared Use

55 (shared with retail)

Parking Standard

1.15

0.17

70 (+55 spaces shared with residential use)

797 (at employment sites) TOTAL

5983

325 541 (at extended TC)

Resulting Parking Standard

1.50 per dwelling

0.28 per employee

0.14 per shopper

Table 7.28: Alternative Delivery Phasing for Parking Provision (Option 2) Residential

Employment

Phase

Provision 1

Units

Provision

Jobs

Provision

150

250

404

184

Shared Use

Provision 2

2.00 1400

Provision 3

2500

1791

200

1.85 1400

0.33 2035

Shared Use

Provision

422

1364

239 -

145

Parking Standard

0.58

Shared Use Parking Standard

1.56 1050

Provision

Parking Standard

Extended Town Centre

0.28 1244

1249

208

Shared Use

55 (shared with retail)

Parking Standard

1.24

0.17

70 (+55 spaces shared with residential use)

797 (at employment sites) TOTAL

6369

325 541 (at extended TC)

Resulting Parking Standard

1.59 per dwelling

0.28 per employee

0.14 per sqm

7.8.3 It is recommended that to support the achievement of the parking strategy a monitoring programme is maintained to gauge trends in car ownership and trip making patterns. This could be introduced as a measure associated with adoption of the development travel plan and would provide a tool for on-going review of policy objectives and development outcomes.

Appendices, Figures & Tables

Appendix A Exemplar Case Studies

Best Practice and Achievement’s Case Studies

1.1.1 By their very nature, eco-towns should be exemplar in relation to their transport systems, primarily providing for the sustainable travel options of walking and cycling, followed by the utilisation of public transport whenever viable, as opposed to the personal car journey. 1.1.2 As such, taking into account the information provided through the “Building Sustainable Transport into New Developments: A Menu of Options for Growth Points” (DfT, April 2008) and the “Design to Delivery: eco-towns transport worksheet” (tcpa, 2008), this section of the report outlines case studies of pre-existing sustainable developments which have implemented innovative parking principles and operation. It considers the key elements that have assisted in their success which can potentially be implemented into the Whitehill Bordon Eco-town Parking Strategy as part of a comprehensive sustainable transport package. 1.1.3 Case studies are provided from both the UK and Europe with European examples tending to be larger scale eco-town developments.

1.2.1 Slateford Green is a 120-unit mixed-tenure car-free housing scheme in the inner suburb of Gorgie, 3km south-west of Edinburgh. Completed in mid-2000, the development has attracted international recognition and won the award for redevelopment in the Scottish Urban Regeneration Forum Awards for Best Practice 2001. 1.2.2 Edinburgh’s on-going challenge to decongest the streets has led to the designation of highly visible bus priority routes, the introduction of a cycling network and bike friendly layouts, pedestrianisation in the central area and incentives such as start-up support for Britain’s first car share scheme. 1.2.3 The development consists of 69 flats, 39 shared ownership houses and 12 houses for outright sale. There is little to no regulation concerning car ownership in Slateford Green, however the car-free character of the neighbourhood was wellpublicised by the developer, who has powers to enforce that no vehicles be parked on the site through a Section 75 agreement. The development also boasts the following, which all contribute to maintaining its car-free status: Within a few minutes’ walk, one can access two prioritised and high-frequency bus routes, while an orbital freight railway line runs right along its limits and features in the council’s long term transport strategy as a future passenger link; Primary and Secondary schools are each about a kilometre away; Road access to the area is limited, with access to the site itself limited to service and emergency vehicles; Edinburgh City Car Club located four of their cars on a designated parking bay at the entrance to the housing; There is no on-site allocated/unallocated parking;

An on-site supermarket and fast-food outlet are situated within Slateford Green; The council have announced that should there be problems with car-free residents’ vehicles being parked in the neighbourhood, on-street parking management will commence. 1.2.4 In a household survey, it was found that of all trips made by residents, 51% walk/cycle, 33% use public transport and only 16% use a car. In addition, car ownership during tenure has shown a decline with only 26% of households now owning a car (compared to a city average of 55%) and 4% have taken up car share membership. 1.2.5 The new development has been a success and become a desirable place to live. With initial concerns that the car-free status may detract away from moving to the development, there has been no evidence to show that potential tenants turned down a tenancy on the basis of the car-free status.

1.2.6 Named the ‘best affordable housing scheme of the year 2006’, this sustainable development is in the centre of Poole and consists of 86 new flats and houses, 37 of which were for rent, 45 for shared-ownership and four at market price. 1.2.7 The site is designated as a ‘Home Zone’ with a high density of housing, yet has achieved a quiet and calm environment, and has won various awards for Planning Achievement, Pride of Place and Sustainability. The following characteristics and schemes have contributed to the eco-suburb’s success: Shared access surface which accommodates both pedestrians and cars, uses hard paving without gutters or a defined road alignment to provide informal recreational space; Items of street furniture such as benches have been positioned to slow vehicles to less than 5mph (with a maximum speed limit of 10mph); Residential Travel Plan in place, which includes a parking management scheme; Individual parking areas are not marked out; Parking provision has been limited to 0.7 spaces per dwelling, which is allocated through a parking system at a charge; Owners of environmentally friendly vehicles will pay half the rate for a parking space; Car club set up by developer using two environmentally friendly vehicles with two dedicated parking spaces and an electric charging point; and Controlled Parking Zone (CPZ) in the adjacent residential area to prevent overspill parking. 1.2.8 Seldown Eco-village is and continues to be a success, with 23% of residents being very satisfied with their new home and surroundings, and 67% being fairly satisfied.

1.2.9 Ashley Down is a development of over 400 apartments and houses approximately 2km north of Bristol. Most of the apartments have been developed with no parking for residents, and much of the housing parking provision has been supplied at a ratio of 1:1 spaces per dwelling. 1.2.10 Bristol City Car Club assigned two of its fleet to be permanently stationed onsite as from November 2004, at a subsidy from the developer. This service was utilised by the sales team in demonstrating the car club service to potential residents. The car club was promoted as an alternative to paying for parking and to reassure prospective buyers of the apartments that their motoring needs can be met. A special offer to residents provides a number of 1 year free memberships. City Car Club will also fund additional cars when determined by demand.

1.3.1 Vauban is a neighbourhood 4km to the south of the town centre in Freiburg, Germany. It was built as “a sustainable model district” on the site of a former French military base. 1.3.2 Construction of the neighbourhood began in the mid-1990s, and it is estimated that approximately 5,500 residents now live in the neighbourhood in some 2,000 dwellings. Employment land uses are also contained on site providing up to 600 jobs. 1.3.3 In existence for approximately ten years, planned to be Europe’s largest car free development, Vauban demonstrates how eco-friendly development can sustain itself over the long term, and indeed grow and adapt accordingly. In relation to transport, the following characteristics and schemes have been adopted over the years. The neighbourhood is pedestrianised, with a network of cycle routes developed in conjunction with this; Delivery vehicles are permitted in the area, however they are required to drive at walking speed; The neighbourhood is linked into an extensive regional public transport system of integrated light rail and bus services; The cycle network consists of off-road cycle tracks, cycle lanes on carriageways, and traffic calmed streets. There is also a space for some 1,000 bikes in the cycle park by the main railway station; The neighbourhood has internal nurseries, schools, small shops and businesses, and two supermarkets which together provide 600 jobs (internalisation of trips); The neighbourhood has access to a car club, which if joined entitles the family to a free family public transport pass; Residents are required to sign an annual declaration stating that they do not own a car. If they do, parking of cars is restricted to the edge of the neighbourhood, where parking spaces can be brought or rented as an additional household cost (£12,500 plus a monthly management fee); and If there is the need for citizens to park a car temporarily, a common area is available but is time limited and there is an associated cost.

1.3.4 Largely due to the above measures, the success of the initiatives has seen some 46% of households choosing not to own a car, and so reduce the impacts of the neighbourhood on the local highways considerably. Vauban has proved to be very popular and has a rather low turnover; only 22 of the 2000 homes have been resold.

1.3.5 Augustenborg was built between 1948-52 by Malmö City Housing Company Ltd, as one of the first housing estates delivered under Sweden’s new post-war housing policy. Providing flagship, high quality, spacious homes with modern community facilities, the neighbourhood also included a local school and industrial estate, and attracted young families from small, poorly maintained apartments elsewhere in Malmö. 1.3.6 Following a downturn in popularity during the 1960-70’s, a new demand for housing in the 1980-90’s saw the population of Augustenborg rise once again. This saw the MKB Housing Company working with the City of Malmö and the residents of Augustenborg, with support from the EU’s URBAN programme, to physically and socially regenerate the area. This positioned the neighbourhood of around 3000 people, as a leading example of an environmentally adapted urban area once again. 1.3.7 Comprised of approximately 1800 homes, in relation to urban transport, the following environmentally friendly and sustainable measures have been promoted: Augustenborg projects have prioritised safety and comfort for pedestrians and cyclists as well as public transport; The city' s Public Works Unit based locally has converted a large part of their vehicle fleet to alternative fuels including electricity, gas and ethanol; An experimental zero emissions electric street train service operated for two years in an attempt to link Augustenborg with other peripheral housing areas to help local residents gain improved access to service centres, health care, banks, post office etc. The purpose built electric trains, carrying up to 28 passengers, were able to cut through the neighbourhoods in a way that conventional public transport systems could not achieve. Unfortunately it was not possible to find a commercially viable system in the long term to continue this service and the trains are now in operation elsewhere; Main roads are progressively being turned into quality streets, cutting car use, congestion, and pollution; Sustainable transportation is encouraged in certain districts through providing free parking for electric cars while charging high parking fees for fossil fuel cars; Car parking provision has been limited to 0.7 spaces per home, and spaces are placed in discreet underground car parks or in a multi-storey ‘parking house’, rather than at each residence; All residents have a bus stop within 300 metres of their doors with a service every seven minutes; Local roads have set speed limits of 30 km/h (18.6mph), with ‘Garden Streets’ subject to a 15 km/h (9.3mph) limit; and Local residents have set up their own car pool as a local community business, operating with ethanol hybrid cars, with refuelling options catered for locally.

1.3.8 Largely attributed to the above measures, only 20% of the households within the development own their own car (35% in Malmรถ as a whole), and some 40% travel to work by bicycle.

1.3.9 Hammarby Sjรถstad is a major modern urban development which lies south of Stockholm city centre. Its regeneration began in anticipation of achieving the bid to host the 2004 Olympic Games. Despite being unsuccessful in the bid, the City decided to continue with the urban extension and its vision to provide 10,000 residential units for 20,000 people, rising to a total of 30,000 people living and working in the area by completion in 2016. 1.3.10 The site is located on former industrial land around the lake of Hammarby Sjรถ. It has excellent connections to the city centre, which was reinforced by the provision of major new infrastructure including a new ring road, tram system and free ferry. In relation to transport, the following characteristics and schemes have been adopted since the development commenced: Cars are not allowed to dominate the street. A moderate amount of parallel parking is available with the remainder of car parking located in discrete blocks under buildings or landscape; Car parking provision was initially set at a low level of 25-30% of the maximum parking standards, with people being encouraged to participate in car clubs. This proved unworkable in practice and the level of parking has been raised to 50% of the maximum standard as the development has progressed; Hammarby Sjรถstad has approximately 0.15 on-street parking spaces per household, and an estimated 0.55 spaces per household in public or private garages. The supply of parking is not evenly spread and in some parts of the district the practical parking supply will be much lower. Overall, the development has managed to achieve car ownership of 0.65 per household; On-street car parking in central parts of the district is charged between 9am5pm on weekdays, but has not been set high enough to deter long-term parkers from parking on-street to maintain a fast turnover. Hence, a recommendation has been made to increase the charges; 80% of workers journeys should be by public transport, on foot or bicycle by 2010; 15% of families to be signed up to carpool by 2010; 5% of workplaces signed up to carpool by 2010; Car clubs have been established with 25 dual fuel cars, and an uptake of 10% was achieved by October 2008; Car parking spaces rented to residents at a cost of ยฃ115 per month; and Safe and attractive footpaths and cycleways are provided. 1.3.11 This exemplar new Eco-town has and continues to be a success story, with all phases (including non-housing uses) being occupied as soon as they were built and continually increasing property values.

1.3.12 This new eco-suburb is an urban extension of Potsdam located 25km to the south-west of Berlin. The suburb houses 7,000 residents in over 2,600 high density homes, has created 5,000 work places and boasts a highly permeable landscaped network. The superb public transport system means that people use cars less, and in Germany as a whole there are twice as many railway lines per head of population. Though car ownership is higher than in the UK cars are used less. 1.3.13 Through integrating transport and development, Kirchsteigfeld has avoided suburban sprawl and achieved a high quality of life for its inhabitants, who spend far less time (and money) travelling to work. The following characteristics and schemes have contributed to the eco-suburb’s success: Parking is provided at only one space per dwelling, with 60% of provision located on the dwelling site and 40% along public streets; The central part of the new town is divided into two quarters, with major streets running through both sectors on which only pedestrians and cyclists are permitted, not cars; Shops, schools, a church, an open-air market and other services are located on site to reduce the need for external trips; An excellent StreetCar link to the centre of Potsdam provides a convenient alternative to the use of the private car; There are few yellow lines, barriers, or a clutter of signs and the pedestrian feels predominant (aided by the discipline of crossing roads when the little green man lights up); Pavements are well maintained with streets boasting an abundance of large trees, and a previous graffiti issue has been resolved, enabling a safe and pleasant environment for pedestrians; and The existing tram line has been extended into the new quarter in Kirchsteigfeld, with a new tram station which is considered to be the best in the world. The fare prices are set very low, waiting times are minimal and the system is easy to use for visitors. 1.3.14 The new eco-suburb has been a great success, and has become a desirable place to live and work. In a survey conducted in 1999, modal shares indicated that only 27% of Kirchsteigfeld’s trips were made by car, with almost three quarters of all trips made by walking, cycling or public transport. ! 1.4.1 This section of the report has aimed to demonstrate that not only can sustainable ‘eco-town’ developments work, but they can thrive particularly when infrastructure is updated and adapted over time to meet the needs of existing residents. 1.4.2 The examples have shown how car use can be reduced to a minimum through the provision of infrastructure for alternative methods, with the following themes running through successful developments: Pedestrian and cycle infrastructure hierarchy in the planning process – necessary development of roads must be designed as a secondary option; Sites must be permeable to offer shortest distance access;

Cycle parking facilities must be plentiful and available at all key locations; A provision of school, retail, medical and leisure opportunities should be catered for on-site; A provision of public transport is essential, with frequent bus services reaching key destination points, and rail opportunities within walking or cycling distance of the site. Preferably, these services should be subsidised; Essential motor vehicle traffic must be reduced to a minimum, with speeds ideally restricted to walking pace; Residential areas must be car free where possible; On-site parking should be minimal, if at all, with site perimeter options available at a considerable additional cost to discourage car ownership; Parking charges associated with electric cars should be considerably cheaper; Car Clubs should be available to residents, giving easy access for (particularly) family leisure trips when public transport options are not viable; Controlled parking zones reduce overspill in surrounding areas; Technology should be available to residents, which provides up-to-date public transport times, etc.; Implementation of a Travel Plan to co-ordinate the above; and Evidence indicates that car ownership / use declines within an environment that is not car dominated. 1.4.3 A range of these measures are put forward within the Whitehill Bordon Parking Strategy proposals, and as outlined in this section of the report, the measures have a proven history in assisting the achievement of significantly reduced car use. 1.4.4 As such, with the measures above implemented in conjunction with the environmentally sustainable ethos that will be built into the Whitehill Bordon Eco-town development, it can be seen that there is potential for Whitehill Bordon to achieve the successes demonstrated by the exemplar schemes reviewed.

Appendix B TRICS Analysis Output (Original Masterplan)

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium LOUISBURG_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 02 - EMPLOYMENT : B - BUSINESS PARK

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST BU BUCKINGHAMSHIRE 06 WEST MIDLANDS SH SHROPSHIRE 10 WALES CF CARDIFF 16 ULSTER (REPUBLIC OF IRELAND) DN DONEGAL

1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Range:

Number of Employees 595 to 1056 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 30/09/09

Selected survey days: Tuesday Wednesday Thursday

1 days 2 days 1 days

Selected survey types: Manual count Directional ATC Count

4 days 0 days

Selected Locations: Edge of Town

Selected Location Sub Categories: Industrial Zone Commercial Zone No Sub Category

1 1 2

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium LOUISBURG_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

BU-02-B-01 LONDON ROAD

BUSINESS PARK, HIGH WYCOMBE

HIGH WYCOMBE Edge of Town No Sub Category Total Number of Employees: 595 Survey date: THURSDAY 08/07/04 CF-02-B-01 BUSINESS PARK, CARDIFF FORTRAN ROAD ST MELLONS CARDIFF Edge of Town Industrial Zone Total Number of Employees: 1056 Survey date: WEDNESDAY 18/10/06 DN-02-B-01 BUSINESS PARK, LETTERKENNY N56 KNOCKNAMONA LETTERKENNY Edge of Town No Sub Category Total Number of Employees: 930 Survey date: WEDNESDAY 30/09/09 SH-02-B-01 BUSINESS PARK, SHREWSBURY WELSHPOOL ROAD SHREWSBURY Edge of Town Commercial Zone Total Number of Employees: Survey date: TUESDAY

668 14/06/05

BUCKINGHAMSHIRE

Survey Type: MANUAL CARDIFF

Survey Type: MANUAL DONEGAL

Survey Type: MANUAL SHROPSHIRE

Survey Type: MANUAL

Tuesday 01/11/11 Page 2 Licence No: 100319

Tuesday 01/11/11 Page 3 Licence No: 100319

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

Time Range 00:00 - 00:30 00:30 - 01:00 01:00 - 01:30 01:30 - 02:00 02:00 - 02:30 02:30 - 03:00 03:00 - 03:30 03:30 - 04:00 04:00 - 04:30 04:30 - 05:00 05:00 - 05:30 05:30 - 06:00 06:00 - 06:30 06:30 - 07:00 07:00 - 07:30 07:30 - 08:00 08:00 - 08:30 08:30 - 09:00 09:00 - 09:30 09:30 - 10:00 10:00 - 10:30 10:30 - 11:00 11:00 - 11:30 11:30 - 12:00 12:00 - 12:30 12:30 - 13:00 13:00 - 13:30 13:30 - 14:00 14:00 - 14:30 14:30 - 15:00 15:00 - 15:30 15:30 - 16:00 16:00 - 16:30 16:30 - 17:00 17:00 - 17:30 17:30 - 18:00 18:00 - 18:30 18:30 - 19:00 19:00 - 19:30 19:30 - 20:00 20:00 - 20:30 20:30 - 21:00 21:00 - 21:30 21:30 - 22:00 22:00 - 22:30 22:30 - 23:00 23:00 - 23:30 23:30 - 24:00 Total Rates:

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.036 0.070 0.139 0.194 0.152 0.071 0.042 0.030 0.021 0.024 0.040 0.072 0.086 0.067 0.038 0.033 0.025 0.026 0.026 0.025 0.034 0.025 0.019 0.010 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.305

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 4 812 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.009 0.010 0.031 0.024 0.033 0.027 0.022 0.020 0.025 0.041 0.095 0.067 0.065 0.034 0.026 0.039 0.041 0.048 0.084 0.109 0.166 0.138 0.066 0.027 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.247

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 812 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.045 0.080 0.170 0.218 0.185 0.098 0.064 0.050 0.046 0.065 0.135 0.139 0.151 0.101 0.064 0.072 0.066 0.074 0.110 0.134 0.200 0.163 0.085 0.037 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2.552

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

595 - 1056 (units: ) 01/01/03 - 30/09/09 4 0 0 0

Tuesday 01/11/11 Page 4 Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium TOWN CENTRE_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 02 - EMPLOYMENT : B - BUSINESS PARK

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST BU BUCKINGHAMSHIRE 06 WEST MIDLANDS SH SHROPSHIRE WM WEST MIDLANDS 14 LEINSTER WT WESTMEATH 16 ULSTER (REPUBLIC OF IRELAND) DN DONEGAL

1 days 2 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Range:

Number of Employees 412 to 930 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 30/09/09

Selected survey days: Monday Tuesday Wednesday Thursday Friday

1 days 2 days 1 days 1 days 1 days

Selected survey types: Manual count Directional ATC Count

6 days 0 days

Selected Locations: Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

1 1 4

Selected Location Sub Categories: Industrial Zone Commercial Zone No Sub Category

1 2 3

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium TOWN CENTRE_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

BU-02-B-01 LONDON ROAD

BUSINESS PARK, HIGH WYCOMBE

HIGH WYCOMBE Edge of Town No Sub Category Total Number of Employees: 595 Survey date: THURSDAY 08/07/04 DN-02-B-01 BUSINESS PARK, LETTERKENNY N56 KNOCKNAMONA LETTERKENNY Edge of Town No Sub Category Total Number of Employees: 930 Survey date: WEDNESDAY 30/09/09 SH-02-B-01 BUSINESS PARK, SHREWSBURY WELSHPOOL ROAD SHREWSBURY Edge of Town Commercial Zone Total Number of Employees: 668 Survey date: TUESDAY 14/06/05 SH-02-B-02 BUSINESS PARK, TELFORD STAFFORD COURT TELFORD Edge of Town Centre Commercial Zone Total Number of Employees: 430 Survey date: MONDAY 22/06/09 WM-02-B-01 BUSINESS PARK, COVENTRY COURTALD WAY FOLESHILL COVENTRY Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 412 Survey date: FRIDAY 10/02/06 WT-02-B-01 BUSINESS/TECH. PARK, ATHLONE DUBLIN ROAD GARRYCASTLE ATHLONE Edge of Town No Sub Category Total Number of Employees: 431 Survey date: TUESDAY 19/06/07

BUCKINGHAMSHIRE

Survey Type: MANUAL DONEGAL

Survey Type: MANUAL SHROPSHIRE

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL WESTMEATH

Survey Type: MANUAL

Tuesday 01/11/11 Page 2 Licence No: 100319

Tuesday 01/11/11 Page 3 Licence No: 100319

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.036 0.079 0.146 0.227 0.179 0.087 0.059 0.044 0.039 0.043 0.050 0.083 0.097 0.078 0.053 0.051 0.038 0.042 0.038 0.038 0.041 0.031 0.016 0.009 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.604

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 6 578 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.011 0.019 0.038 0.040 0.053 0.050 0.040 0.035 0.042 0.049 0.098 0.087 0.100 0.061 0.045 0.052 0.059 0.059 0.075 0.117 0.190 0.166 0.068 0.031 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.585

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 578 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.047 0.098 0.184 0.267 0.232 0.137 0.099 0.079 0.081 0.092 0.148 0.170 0.197 0.139 0.098 0.103 0.097 0.101 0.113 0.155 0.231 0.197 0.084 0.040 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.189

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

412 - 930 (units: ) 01/01/03 - 30/09/09 6 0 0 2

Tuesday 01/11/11 Page 4 Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium VIKING_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 02 - EMPLOYMENT : B - BUSINESS PARK

MULTI-MODAL VEHICLES Selected regions and areas: 04 EAST ANGLIA NF NORFOLK 06 WEST MIDLANDS SH SHROPSHIRE WM WEST MIDLANDS 11 SCOTLAND EB CITY OF EDINBURGH 14 LEINSTER WT WESTMEATH

1 days 1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Range:

Number of Employees 378 to 431 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 22/06/09

Selected survey days: Monday Tuesday Thursday Friday

1 days 2 days 1 days 1 days

Selected survey types: Manual count Directional ATC Count

5 days 0 days

Selected Locations: Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

1 2 2

Selected Location Sub Categories: Industrial Zone Commercial Zone Retail Zone No Sub Category

2 1 1 1

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium VIKING_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

EB-02-B-03 BUSINESS PARK, EDINBURGH LOGIE GREEN ROAD EDINBURGH Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 378 Survey date: TUESDAY 01/05/07 NF-02-B-02 BUSINESS PARK, NORWICH WHITING ROAD LONG JOHN'S HILL NORWICH Edge of Town Retail Zone Total Number of Employees: 399 Survey date: THURSDAY 17/05/07 SH-02-B-02 BUSINESS PARK, TELFORD STAFFORD COURT TELFORD Edge of Town Centre Commercial Zone Total Number of Employees: 430 Survey date: MONDAY 22/06/09 WM-02-B-01 BUSINESS PARK, COVENTRY COURTALD WAY FOLESHILL COVENTRY Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 412 Survey date: FRIDAY 10/02/06 WT-02-B-01 BUSINESS/TECH. PARK, ATHLONE DUBLIN ROAD GARRYCASTLE ATHLONE Edge of Town No Sub Category Total Number of Employees: 431 Survey date: TUESDAY 19/06/07

CITY OF EDINBURGH

Survey Type: MANUAL NORFOLK

Survey Type: MANUAL SHROPSHIRE

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL WESTMEATH

Survey Type: MANUAL

Tuesday 01/11/11 Page 2 Licence No: 100319

Tuesday 01/11/11 Page 3 Licence No: 100319

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.042 0.105 0.162 0.232 0.174 0.072 0.060 0.047 0.048 0.049 0.054 0.064 0.069 0.062 0.063 0.058 0.037 0.051 0.042 0.041 0.032 0.025 0.010 0.006 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.605

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 5 410 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.012 0.023 0.031 0.051 0.062 0.063 0.054 0.041 0.048 0.046 0.073 0.087 0.107 0.062 0.070 0.054 0.065 0.066 0.083 0.116 0.176 0.170 0.063 0.029 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.652

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 410 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.054 0.128 0.193 0.283 0.236 0.135 0.114 0.088 0.096 0.095 0.127 0.151 0.176 0.124 0.133 0.112 0.102 0.117 0.125 0.157 0.208 0.195 0.073 0.035 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.257

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

378 - 431 (units: ) 01/01/03 - 22/06/09 5 0 0 0

Tuesday 01/11/11 Page 4 Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium QUEBEC_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 02 - EMPLOYMENT : B - BUSINESS PARK

MULTI-MODAL VEHICLES Selected regions and areas: 03 SOUTH WEST WL WILTSHIRE 04 EAST ANGLIA NF NORFOLK 05 EAST MIDLANDS LN LINCOLNSHIRE 06 WEST MIDLANDS WO WORCESTERSHIRE 09 NORTH TW TYNE & WEAR 11 SCOTLAND EB CITY OF EDINBURGH

1 days 1 days 1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Range:

Number of Employees 147 to 399 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 10/10/08

Selected survey days: Monday Tuesday Thursday Friday

1 days 3 days 1 days 1 days

Selected survey types: Manual count Directional ATC Count

6 days 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) Edge of Town

2 4

Selected Location Sub Categories: Industrial Zone Residential Zone Retail Zone

4 1 1

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium QUEBEC_ WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

EB-02-B-03 BUSINESS PARK, EDINBURGH LOGIE GREEN ROAD EDINBURGH Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 378 Survey date: TUESDAY 01/05/07 LN-02-B-01 BUSINESS PARK, LINCOLN BISHOPS ROAD LINCOLN Edge of Town Industrial Zone Total Number of Employees: 210 Survey date: TUESDAY 17/05/05 NF-02-B-02 BUSINESS PARK, NORWICH WHITING ROAD LONG JOHN'S HILL NORWICH Edge of Town Retail Zone Total Number of Employees: 399 Survey date: THURSDAY 17/05/07 TW-02-B-02 BUSINESS PARK,NORTH SHIELDS HIGH FLATWORTH NORTH SHIELDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 198 Survey date: FRIDAY 10/10/08 WL-02-B-01 BUSINESS PK,WOOTTON BASSETT HIGH STREET COPED HALL WOOTTON BASSETT Edge of Town Residential Zone Total Number of Employees: 154 Survey date: MONDAY 02/10/06 WO-02-B-01 BUSINESS PARK, REDDITCH BURNT MEADOW ROAD MOORS MOAT NTH IND. EST REDDITCH Edge of Town Industrial Zone Total Number of Employees: 147 Survey date: TUESDAY 02/05/06

CITY OF EDINBURGH

Survey Type: MANUAL LINCOLNSHIRE

Survey Type: MANUAL NORFOLK

Survey Type: MANUAL TYNE & WEAR

Survey Type: MANUAL WILTSHIRE

Survey Type: MANUAL WORCESTERSHIRE

Survey Type: MANUAL

Tuesday 01/11/11 Page 2 Licence No: 100319

Tuesday 01/11/11 Page 3 Licence No: 100319

TRIP RATE for Land Use 02 - EMPLOYMENT/B - BUSINESS PARK

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.034 0.110 0.159 0.230 0.153 0.077 0.061 0.048 0.054 0.052 0.055 0.061 0.085 0.063 0.056 0.052 0.046 0.053 0.050 0.031 0.027 0.017 0.013 0.002 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.589

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 6 248 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.011 0.021 0.030 0.042 0.047 0.052 0.064 0.052 0.067 0.053 0.087 0.078 0.079 0.054 0.062 0.060 0.070 0.067 0.085 0.109 0.162 0.154 0.058 0.023 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.587

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 248 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.045 0.131 0.189 0.272 0.200 0.129 0.125 0.100 0.121 0.105 0.142 0.139 0.164 0.117 0.118 0.112 0.116 0.120 0.135 0.140 0.189 0.171 0.071 0.025 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.176

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

147 - 399 (units: ) 01/01/03 - 10/10/08 6 0 0 0

Tuesday 01/11/11 Page 4 Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium A1 RETAIL WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 01 - RETAIL : M - MIXED SHOPPING MALLS

MULTI-MODAL VEHICLES Selected regions and areas: 11 SCOTLAND NL NORTH LANARKSHIRE 12 CONNAUGHT RO ROSCOMMON 13 MUNSTER TI TIPPERARY 14 LEINSTER KD KILDARE

1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Range:

Number of Employees 26 to 560 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 25/06/11

Selected survey days: Saturday

4 days

Selected survey types: Manual count Directional ATC Count

4 days 0 days

Selected Locations: Town Centre Edge of Town Centre

2 2

Selected Location Sub Categories: Commercial Zone Built-Up Zone High Street

1 2 1

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium A1 RETAIL WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

KD-01-M-01 KILDARE ROAD

SHOPPING MALL, NEWBRIDGE

NEWBRIDGE Edge of Town Centre Commercial Zone Total Number of Employees: 308 Survey date: SATURDAY 23/05/09 NL-01-M-01 SHOPPING MALL, COATBRIDGE MAIN STREET COATBRIDGE Town Centre High Street Total Number of Employees: 156 Survey date: SATURDAY 28/06/08 RO-01-M-01 SHOPPING MALL, ROSCOMMON THE SQUARE ROSCOMMON Town Centre Built-Up Zone Total Number of Employees: 26 Survey date: SATURDAY 09/05/09 TI-01-M-01 SHOPPING CENTRE, CLONMEL DAVIES ROAD TIPPERARY Edge of Town Centre Built-Up Zone Total Number of Employees: Survey date: SATURDAY

560 25/06/11

KILDARE

Survey Type: MANUAL NORTH LANARKSHIRE

Survey Type: MANUAL ROSCOMMON

Survey Type: MANUAL TIPPERARY

Survey Type: MANUAL

Tuesday 01/11/11 Page 2 Licence No: 100319

Tuesday 01/11/11 Page 3 Licence No: 100319

TRIP RATE for Land Use 01 - RETAIL/M - MIXED SHOPPING MALLS

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

Time Range 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 08:00 - 09:00 09:00 - 10:00 10:00 - 11:00 11:00 - 12:00 12:00 - 13:00 13:00 - 14:00 14:00 - 15:00 15:00 - 16:00 16:00 - 17:00 17:00 - 18:00 18:00 - 19:00 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates:

No. Days 0 0 0 0 0 0 0 2 4 4 4 4 4 4 4 4 4 4 4 3 1 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 358 263 263 263 263 263 263 263 263 263 263 263 298 560 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.041 0.235 0.690 0.900 0.923 1.075 1.065 1.012 0.859 0.736 0.584 0.307 0.105 0.000 0.000 0.000 0.000 8.532

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 358 4 263 4 263 4 263 4 263 4 263 4 263 4 263 4 263 4 263 4 263 4 263 3 298 1 560 0 0 0 0 0 0

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

26 - 560 (units: ) 01/01/03 - 25/06/11 0 4 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.001 0.102 0.465 0.741 0.900 0.953 1.141 1.047 0.863 0.853 0.664 0.495 0.195 0.000 0.000 0.000 0.000 8.420

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 2 4 4 4 4 4 4 4 4 4 4 4 3 1 0 0 0

0 0 0 0 0 0 0 358 263 263 263 263 263 263 263 263 263 263 263 298 560 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.042 0.337 1.155 1.641 1.823 2.028 2.206 2.059 1.722 1.589 1.248 0.802 0.300 0.000 0.000 0.000 0.000 16.952

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium A3 PUB RESTAURANT WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 06 - HOTEL, FOOD & DRINK : C - PUB/RESTAURANT

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST EX ESSEX HC HAMPSHIRE 03 SOUTH WEST CW CORNWALL SG SOUTH GLOUCESTERSHIRE WL WILTSHIRE 05 EAST MIDLANDS NT NOTTINGHAMSHIRE 06 WEST MIDLANDS SH SHROPSHIRE 07 YORKSHIRE & NORTH LINCOLNSHIRE NO NORTH LINCOLNSHIRE WY WEST YORKSHIRE 08 NORTH WEST CH CHESHIRE 09 NORTH DH DURHAM TV TEES VALLEY 11 SCOTLAND AD ABERDEEN CITY 12 CONNAUGHT GA GALWAY

1 days 1 days 1 days 2 days 1 days 1 days 2 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium A3 PUB RESTAURANT WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Filtering Stage 2 selection: Parameter: Range:

Number of Employees 10 to 75 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 17/10/09

Selected survey days: Thursday Friday Saturday

1 days 9 days 6 days

Selected survey types: Manual count Directional ATC Count

16 days 0 days

Selected Locations: Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town Neighbourhood Centre (PPS6 Local Centre) Selected Location Sub Categories: Residential Zone Village No Sub Category

1 7 5 3

5 1 10

Tuesday 01/11/11 Page 2 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium A3 PUB RESTAURANT WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

AD-06-C-01 WESTBURN ROAD

PUB/RESTAURANT, ABERDEEN

ABERDEEN Edge of Town Centre No Sub Category Total Number of Employees: 39 Survey date: FRIDAY 13/05/05 CH-06-C-01 HARVESTER, CHESTER WHITCHURCH ROAD CHRISTLETON CHESTER Neighbourhood Centre (PPS6 Local Centre) Village Total Number of Employees: 24 Survey date: SATURDAY 18/10/08 CW-06-C-01 PUB/RESTAURANT, CAMBORNE FORE STREET POOL CAMBORNE Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 12 Survey date: FRIDAY 21/09/07 DH-06-C-01 PUB/RESTAURANT, HARTLEPOOL WOOLER ROAD HARTLEPOOL Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 25 Survey date: SATURDAY 29/09/07 EX-06-C-01 HARVESTER, COLCHESTER LONDON ROAD STANWAY COLCHESTER Edge of Town No Sub Category Total Number of Employees: 28 Survey date: FRIDAY 11/07/08 GA-06-C-01 PUB/RESTATAURANT, GALWAY COLLEGE ROAD WELLPARK GALWAY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 75 Survey date: THURSDAY 21/09/06 HC-06-C-02 BEEFEATER, EASTLEIGH BOURNEMOUTH ROAD AMPFIELD EASTLEIGH Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 42 Survey date: FRIDAY 16/11/07

ABERDEEN CITY

Survey Type: MANUAL CHESHIRE

Survey Type: MANUAL CORNWALL

Survey Type: MANUAL DURHAM

Survey Type: MANUAL ESSEX

Survey Type: MANUAL GALWAY

Survey Type: MANUAL HAMPSHIRE

Survey Type: MANUAL

Tuesday 01/11/11 Page 3 Licence No: 100319

Tuesday 01/11/11 Page 4 Licence No: 100319

LIST OF SITES relevant to selection parameters (Cont.) 8

NO-06-C-01 LUNEBERG WAY

PUB/RESTAURANT, SCUNTHORPE

SCUNTHORPE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 22 Survey date: FRIDAY 23/09/05 NT-06-C-02 PUB/RESTAURANT, NOTTINGHAM MANSFIELD ROAD DAYBROOK NOTTINGHAM Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 16 Survey date: FRIDAY 18/05/07 SG-06-C-01 PUB/RESTAURANT, NR BRISTOL HIGH STREET WINTERBOURNE NEAR BRISTOL Neighbourhood Centre (PPS6 Local Centre) Residential Zone Total Number of Employees: 10 Survey date: SATURDAY 30/09/06 SG-06-C-02 PUB/RESTAURANT, NR BRISTOL HIGH STREET WINTERBOURNE NEAR BRISTOL Neighbourhood Centre (PPS6 Local Centre) Residential Zone Total Number of Employees: 12 Survey date: SATURDAY 17/10/09 SH-06-C-01 TWO FOR ONE, SHREWSBURY WELSHPOOL ROAD BICTON HEATH SHREWSBURY Edge of Town No Sub Category Total Number of Employees: 38 Survey date: FRIDAY 10/06/05 SH-06-C-02 HUNGRY HORSE, SHREWSBURY WELSHPOOL ROAD SHELTON SHREWSBURY Edge of Town No Sub Category Total Number of Employees: 29 Survey date: FRIDAY 26/06/09 TV-06-C-01 PUB/RES., MIDDLESBROUGH MARTON ROAD MIDDLESBROUGH Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: Survey date: FRIDAY

17 21/09/07

NORTH LINCOLNSHIRE

Survey Type: MANUAL NOTTINGHAMSHIRE

Survey Type: MANUAL SOUTH GLOUCESTERSHIRE

Survey Type: MANUAL SHROPSHIRE

Survey Type: MANUAL TEES VALLEY

Survey Type: MANUAL

WL-06-C-01 A4 ROWDEN HILL

HUNGRY HORSE, CHIPPENHAM

CHIPPENHAM Edge of Town No Sub Category Total Number of Employees: 20 Survey date: SATURDAY 07/10/06 WY-06-C-01 BREWERS FAYRE, HUDDERSFIELD BRIDGHOUSE ROAD AINLEY TOP HUDDERSFIELD Edge of Town No Sub Category Total Number of Employees: 24 Survey date: SATURDAY 16/09/06

WILTSHIRE

Survey Type: MANUAL WEST YORKSHIRE

Survey Type: MANUAL

Tuesday 01/11/11 Page 5 Licence No: 100319

Tuesday 01/11/11 Page 6 Licence No: 100319

TRIP RATE for Land Use 06 - HOTEL, FOOD & DRINK/C - PUB/RESTAURANT

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 1 1 1 16 16 16 16 16 16 16 16 16 16 16 16 15 15

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 75 75 75 27 27 27 27 27 27 27 27 27 27 27 27 26 26

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.093 0.107 0.427 0.217 0.513 0.921 0.836 0.591 0.557 0.605 0.952 0.954 1.028 0.748 0.501 0.279 0.112 9.441

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 75 1 75 1 75 16 27 16 27 16 27 16 27 16 27 16 27 16 27 16 27 16 27 16 27 16 27 16 27 15 26 15 26

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

10 - 75 (units: ) 01/01/03 - 17/10/09 10 6 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.067 0.093 0.320 0.139 0.275 0.487 0.843 0.866 0.594 0.536 0.718 0.827 0.942 0.873 0.880 0.543 0.414 9.417

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 1 1 1 16 16 16 16 16 16 16 16 16 16 16 16 15 15

0 0 0 0 0 0 0 75 75 75 27 27 27 27 27 27 27 27 27 27 27 27 26 26

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.160 0.200 0.747 0.356 0.788 1.408 1.679 1.457 1.151 1.141 1.670 1.781 1.970 1.621 1.381 0.822 0.526 18.858

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium B1 OFFICE WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 02 - EMPLOYMENT : A - OFFICE

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST KC KENT SC SURREY 03 SOUTH WEST CW CORNWALL 04 EAST ANGLIA CA CAMBRIDGESHIRE NF NORFOLK SF SUFFOLK 06 WEST MIDLANDS WM WEST MIDLANDS 08 NORTH WEST LC LANCASHIRE 09 NORTH TW TYNE & WEAR 11 SCOTLAND GC GLASGOW CITY 14 LEINSTER KK KILKENNY 17 ULSTER (NORTHERN IRELAND) AN ANTRIM

1 days 2 days 2 days 2 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium B1 OFFICE WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Filtering Stage 2 selection: Parameter: Range:

Number of Employees 323 to 750 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 30/09/10

Selected survey days: Monday Tuesday Thursday Friday

3 days 3 days 8 days 1 days

Selected survey types: Manual count Directional ATC Count

15 days 0 days

Selected Locations: Town Centre Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

2 5 7 1

Selected Location Sub Categories: Industrial Zone Commercial Zone Residential Zone Built-Up Zone No Sub Category

1 3 3 6 2

Tuesday 01/11/11 Page 2 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium B1 OFFICE WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

AN-02-A-04 OFFICE, NEWTOWNABBEY CHURCH ROAD DUNANNEY NEWTOWNABBEY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 450 Survey date: THURSDAY 17/06/10 CA-02-A-02 SUGAR HQ, PETERBOROUGH OUNDLE ROAD PETERBOROUGH Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 340 Survey date: THURSDAY 13/05/04 CA-02-A-03 OFFICE, PETERBOROUGH NEW ROAD PETERBOROUGH Edge of Town Centre Built-Up Zone Total Number of Employees: 452 Survey date: THURSDAY 08/05/08 CW-02-A-01 COUNCIL OFFICES, CAMBORNE DOLCOATH AVENUE CAMBORNE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 323 Survey date: MONDAY 04/07/05 CW-02-A-02 INLAND REVENUE, ST AUSTELL TRINITY STREET ST AUSTELL Edge of Town Centre Built-Up Zone Total Number of Employees: 477 Survey date: FRIDAY 08/06/07 GC-02-A-01 CALL CENTRE, GLASGOW ROBERTSON STREET GLASGOW Town Centre Commercial Zone Total Number of Employees: 750 Survey date: MONDAY 16/06/08 KC-02-A-03 COUNCIL OFFICES, MAIDSTONE SANDLING ROAD MAIDSTONE Edge of Town Centre Built-Up Zone Total Number of Employees: Survey date: THURSDAY

383 16/10/08

ANTRIM

Survey Type: MANUAL CAMBRIDGESHIRE

Survey Type: MANUAL CORNWALL

Survey Type: MANUAL GLASGOW CITY

Survey Type: MANUAL KENT

Survey Type: MANUAL

Tuesday 01/11/11 Page 3 Licence No: 100319

KK-02-A-01 HEBRON ROAD

GOV'MENT OFFICES, KILKENNY

KILKENNY Suburban Area (PPS6 Out of Centre) Built-Up Zone Total Number of Employees: 330 Survey date: TUESDAY 25/11/08 LC-02-A-06 TOWN HALL, BLACKBURN KING WILLIAM STREET BLACKBURN Town Centre Built-Up Zone Total Number of Employees: 670 Survey date: THURSDAY 17/06/04 NF-02-A-01 COUNCIL OFFICE, KING'S LYNN CHAPEL STREET KING'S LYNN Edge of Town Centre Built-Up Zone Total Number of Employees: 408 Survey date: THURSDAY 30/09/10 SC-02-A-12 PHARMACEUTICALS, WEYBRIDGE ST GEORGE'S AVENUE THE HEATH WEYBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 345 Survey date: TUESDAY 18/10/05 SC-02-A-13 PHARMACEUTICALS, WEYBRIDGE ST GEORGE'S AVENUE THE HEATH WEYBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 325 Survey date: TUESDAY 21/10/08 SF-02-A-01 COUNCIL OFFICES, BURY ST. ED. BEETONS WAY BURY ST. EDMUNDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: Survey date: MONDAY

700 27/09/10

KILKENNY

Survey Type: MANUAL LANCASHIRE

Survey Type: MANUAL NORFOLK

Survey Type: MANUAL SURREY

Survey Type: MANUAL SUFFOLK

Survey Type: MANUAL

Tuesday 01/11/11 Page 4 Licence No: 100319

TW-02-A-03 DEVELOP. AGENCY, NEWCASTLE KINGFISHER BOULEVARD LEMINGTON NEWCASTLE UPON TYNE Edge of Town Commercial Zone Total Number of Employees: 446 Survey date: THURSDAY 11/12/08 WM-02-A-02 BRITISH TELECOM, BIRMINGHAM BRINDLEY PLACE BIRMINGHAM Edge of Town Centre Commercial Zone Total Number of Employees: Survey date: THURSDAY

500 27/11/08

TYNE & WEAR

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL

Tuesday 01/11/11 Page 5 Licence No: 100319

Tuesday 01/11/11 Page 6 Licence No: 100319

TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.026 0.058 0.109 0.143 0.121 0.074 0.043 0.040 0.036 0.039 0.034 0.042 0.040 0.044 0.037 0.033 0.023 0.029 0.022 0.016 0.017 0.013 0.004 0.002 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.045

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 15 460 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.003 0.008 0.014 0.013 0.024 0.031 0.032 0.033 0.038 0.035 0.052 0.055 0.046 0.036 0.033 0.037 0.038 0.048 0.088 0.094 0.142 0.075 0.043 0.016 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.034

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 460 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.029 0.066 0.123 0.156 0.145 0.105 0.075 0.073 0.074 0.074 0.086 0.097 0.086 0.080 0.070 0.070 0.061 0.077 0.110 0.110 0.159 0.088 0.047 0.018 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2.079

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

323 - 750 (units: ) 01/01/03 - 30/09/10 15 0 0 0

Tuesday 01/11/11 Page 7 Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium C1 HOTEL WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 06 - HOTEL, FOOD & DRINK : A - HOTELS

MULTI-MODAL VEHICLES Selected regions and areas: 03 SOUTH WEST DV DEVON WL WILTSHIRE 04 EAST ANGLIA CA CAMBRIDGESHIRE NF NORFOLK 05 EAST MIDLANDS NR NORTHAMPTONSHIRE 06 WEST MIDLANDS HE HEREFORDSHIRE WM WEST MIDLANDS 08 NORTH WEST GM GREATER MANCHESTER 09 NORTH DH DURHAM TV TEES VALLEY TW TYNE & WEAR 10 WALES WR WREXHAM 11 SCOTLAND DU DUNDEE CITY HI HIGHLAND 12 CONNAUGHT CS SLIGO GA GALWAY 17 ULSTER (NORTHERN IRELAND) AN ANTRIM

2 days 1 days 2 days 2 days 1 days 1 days 2 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 2 days 1 days 1 days

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium C1 HOTEL WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Filtering Stage 2 selection: Parameter: Range:

Number of Employees 29 to 56 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 13/05/11

Selected survey days: Tuesday Wednesday Thursday Friday Sunday

6 days 3 days 7 days 5 days 1 days

Selected survey types: Manual count Directional ATC Count

22 days 0 days

Selected Locations: Town Centre Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town Free Standing (PPS6 Out of Town) Selected Location Sub Categories: Commercial Zone Development Zone Retail Zone Built-Up Zone Out of Town No Sub Category

8 7 4 2 1

1 2 1 4 1 13

Tuesday 01/11/11 Page 2 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium C1 HOTEL WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

AN-06-A-01 HOTEL, ANTRIM DUNSILLY ROAD BALLYMENA ANTRIM Free Standing (PPS6 Out of Town) Out of Town Total Number of Employees: Survey date: THURSDAY CA-06-A-02 HOTEL, CAMBRIDGE GONVILLE PLACE

ANTRIM

43 24/06/10

CAMBRIDGE Edge of Town Centre No Sub Category Total Number of Employees: 30 Survey date: THURSDAY 13/05/04 CA-06-A-03 TRAVELODGE, CAMBRIDGE CLIFTON WAY CAMBRIDGE LEISURE PARK CAMBRIDGE Suburban Area (PPS6 Out of Centre) Built-Up Zone Total Number of Employees: 36 Survey date: FRIDAY 16/10/09 CS-06-A-01 HOTEL, SLIGO QUAY STREET SLIGO Town Centre No Sub Category Total Number of Employees: Survey date: FRIDAY CS-06-A-02 HOTEL, SLIGO STRANDHILL ROAD

37 15/06/07

SLIGO Town Centre Built-Up Zone Total Number of Employees: 45 Survey date: WEDNESDAY 22/09/10 DH-06-A-01 PREMIER INN, DURHAM FREEMANS PLACE MILLENNIUM PLACE DURHAM Edge of Town Centre Development Zone Total Number of Employees: 39 Survey date: THURSDAY 04/12/08 DU-06-A-01 TRAVEL INN, DUNDEE RIVERSIDE DRIVE DISCOVERY QUAY DUNDEE Edge of Town Centre No Sub Category Total Number of Employees: 30 Survey date: TUESDAY 31/05/05

Survey Type: MANUAL CAMBRIDGESHIRE

Survey Type: MANUAL SLIGO

Survey Type: MANUAL DURHAM

Survey Type: MANUAL DUNDEE CITY

Survey Type: MANUAL

Tuesday 01/11/11 Page 3 Licence No: 100319

DV-06-A-01 PREMIER TRAVEL INN, PLYMOUTH SUTTON ROAD SUTTON HARBOUR PLYMOUTH Edge of Town Centre No Sub Category Total Number of Employees: 45 Survey date: THURSDAY 07/07/05 DV-06-A-02 PREMIER INN, PLYMOUTH SUTTON ROAD SUTTON HARBOUR PLYMOUTH Edge of Town Centre No Sub Category Total Number of Employees: 30 Survey date: WEDNESDAY 21/10/09 GA-06-A-01 JURY'S INN, GALWAY QUAY STREET SPANISH ARCH GALWAY Town Centre Built-Up Zone Total Number of Employees: 51 Survey date: TUESDAY 05/05/09 GM-06-A-07 TRAVELODGE, MANCHESTER BLACKFRIARS STREET SALFORD MANCHESTER Edge of Town Centre Built-Up Zone Total Number of Employees: 56 Survey date: TUESDAY 25/05/04 HE-06-A-01 HOTEL, HEREFORD BROAD STREET HEREFORD Town Centre No Sub Category Total Number of Employees: 47 Survey date: THURSDAY 02/03/06 HI-06-A-03 EXPRESS BY HOL.INN, INVERNESS A96 STONEYFIELD BUSINESS PK INVERNESS Edge of Town Commercial Zone Total Number of Employees: 37 Survey date: THURSDAY 25/05/06 NF-06-A-01 HOTEL, NORWICH PALACE STREET TOMBLANDS NORWICH Edge of Town Centre No Sub Category Total Number of Employees: 56 Survey date: WEDNESDAY 16/05/07

DEVON

Survey Type: MANUAL DEVON

Survey Type: MANUAL GALWAY

Survey Type: MANUAL GREATER MANCHESTER

Survey Type: MANUAL HEREFORDSHIRE

Survey Type: MANUAL HIGHLAND

Survey Type: MANUAL NORFOLK

Survey Type: MANUAL

Tuesday 01/11/11 Page 4 Licence No: 100319

NF-06-A-02 HOLIDAY INN, NORWICH IPSWICH ROAD HARFORD PARK NORWICH Edge of Town No Sub Category Total Number of Employees: 55 Survey date: THURSDAY 30/09/10 NR-06-A-01 COMFORT INN, KETTERING HIGH STREET KETTERING Town Centre No Sub Category Total Number of Employees: 33 Survey date: FRIDAY 06/05/05 TV-06-A-02 HOTEL, MIDDLESBROUGH MARTON ROAD MIDDLESBOROUGH Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 29 Survey date: FRIDAY 18/12/09 TW-06-A-01 PREMIER TRAV. INN, NEWCASTLE CITY ROAD QUAYSIDE NEWCASTLE Suburban Area (PPS6 Out of Centre) Development Zone Total Number of Employees: 35 Survey date: TUESDAY 26/04/05 WL-06-A-01 THISTLE, SWINDON ISLINGTON STREET SWINDON Town Centre No Sub Category Total Number of Employees: 40 Survey date: FRIDAY 09/07/04 WM-06-A-01 HOTEL, WOLVERHAMPTON LICHFIELD ROAD WOLVERHAMPTON Town Centre No Sub Category Total Number of Employees: 40 Survey date: TUESDAY 21/02/06 WM-06-A-04 PURPLE HOTEL, BIRMINGHAM CUCKOO ROAD NECHELLS BIRMINGHAM Suburban Area (PPS6 Out of Centre) Retail Zone Total Number of Employees: 37 Survey date: TUESDAY 25/11/08

NORFOLK

Survey Type: MANUAL NORTHAMPTONSHIRE

Survey Type: MANUAL TEES VALLEY

Survey Type: MANUAL TYNE & WEAR

Survey Type: MANUAL WILTSHIRE

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL

Tuesday 01/11/11 Page 5 Licence No: 100319

WR-06-A-01 YORKE STREET

HOTEL, WREXHAM

WREXHAM Town Centre No Sub Category Total Number of Employees: Survey date: SUNDAY

WREXHAM

43 04/07/04

Survey Type: MANUAL

Tuesday 01/11/11 Page 6 Licence No: 100319

Tuesday 01/11/11 Page 7 Licence No: 100319

TRIP RATE for Land Use 06 - HOTEL, FOOD & DRINK/A - HOTELS

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 22 22 22 22 22 22 22 22 22 22 22 22 17 17 14 3 2

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 41 41 41 41 41 41 41 41 41 41 41 41 41 41 40 33 30

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.152 0.289 0.349 0.248 0.224 0.249 0.247 0.252 0.254 0.289 0.368 0.331 0.314 0.202 0.161 0.204 0.034 4.167

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22 41 22 41 22 41 22 41 22 41 22 41 22 41 22 41 22 41 22 41 22 41 22 41 17 41 17 41 14 40 3 33 2 30

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

29 - 56 (units: ) 01/01/03 - 13/05/11 21 0 1 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.296 0.430 0.322 0.270 0.251 0.280 0.246 0.239 0.274 0.267 0.287 0.207 0.215 0.164 0.171 0.245 0.000 4.164

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 22 22 22 22 22 22 22 22 22 22 22 22 17 17 14 3 2

0 0 0 0 0 0 0 41 41 41 41 41 41 41 41 41 41 41 41 41 41 40 33 30

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.448 0.719 0.671 0.518 0.475 0.529 0.493 0.491 0.528 0.556 0.655 0.538 0.529 0.366 0.332 0.449 0.034 8.331

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 01/11/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Leisure Park WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 07 - LEISURE : O - LEISURE PARK

MULTI-MODAL VEHICLES Selected regions and areas: 06 WEST MIDLANDS WM WEST MIDLANDS 07 YORKSHIRE & NORTH LINCOLNSHIRE WY WEST YORKSHIRE 08 NORTH WEST CH CHESHIRE 10 WALES CF CARDIFF

1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Range:

Number of Employees 54 to 530 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/03 to 29/09/07

Selected survey days: Saturday

4 days

Selected survey types: Manual count Directional ATC Count

4 days 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) Edge of Town

3 1

Selected Location Sub Categories: Industrial Zone Development Zone Retail Zone

2 1 1

Tuesday 06/12/11 Page 1 Licence No: 100319

TRICS 2011(b)v6.8.2 101011 B15.01 (C) 2011 JMP Consultants Ltd on behalf of the TRICS Consortium Leisure Park WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON LIST OF SITES relevant to selection parameters 1

CARDIFF

Survey Type: MANUAL CHESHIRE

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL WEST YORKSHIRE

Survey Type: MANUAL

Tuesday 06/12/11 Page 2 Licence No: 100319

Tuesday 06/12/11 Page 3 Licence No: 100319

TRIP RATE for Land Use 07 - LEISURE/O - LEISURE PARK

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 1 1 1 0 0 0 0 0 0 0 4 4 4 4 4 4 4 4 4 4 4 4 4 4

ARRIVALS Ave. EMPLOY 530 530 530 0 0 0 0 0 0 0 277 277 277 277 277 277 277 277 277 277 277 277 277 277

Trip Rate 0.126 0.081 0.030 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.433 0.469 0.649 0.814 0.878 0.831 0.852 0.943 1.035 1.134 1.045 0.631 0.502 0.412 10.865

No. Days

DEPARTURES Ave. EMPLOY 1 530 1 530 1 530 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277 4 277

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

54 - 530 (units: ) 01/01/03 - 29/09/07 0 4 0 0

Trip Rate 0.451 0.332 0.109 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.216 0.316 0.429 0.664 0.637 0.760 0.725 0.850 0.753 0.752 0.971 0.722 1.060 1.086 10.833

No. Days 1 1 1 0 0 0 0 0 0 0 4 4 4 4 4 4 4 4 4 4 4 4 4 4

TOTALS Ave. EMPLOY 530 530 530 0 0 0 0 0 0 0 277 277 277 277 277 277 277 277 277 277 277 277 277 277

Trip Rate 0.577 0.413 0.139 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.649 0.785 1.078 1.478 1.515 1.591 1.577 1.793 1.788 1.886 2.016 1.353 1.562 1.498 21.698

Time Range/Peak Period Selection Direction: Totals / Use All Times

Tuesday 06/12/11 Page 1 Licence No: 100319

Appendix C Savillâ&#x20AC;&#x2122;s Viability Appraisal

a Bordon Eco-Town Car Parking Viability February 2012

Instruction: WSP Group has asked Savills to carry out a car parking viability assessment for the proposed Ecotown at Whitehill-Bordon. We have been instructed to assess the appropriate balance between parking provision that supports the exemplar sustainability objectives of the development whilst ensuring adequate provision for the development to remain viable. A key consideration is that parking provision should not deter inward investment or undermine the economic viability and marketability of the eco-town. Considerations: It is important to establish the demographics and market sentiment when analysing the viability of a site for residential development. Whilst house building used to be seemingly easy and profitable, the past few years have changed the industry significantly. This has been driven by depressed house price growth, restrictive borrowing capabilities, increased profit margins (due to risk) and other external factors including the change in planning regime and increased costs (Community Infrastructure Levy, Code for Sustainable Homes etc). National house builders are therefore being hugely selective and stringent with the sites they choose to purchase. The more awkward and troublesome sites in low value areas are likely to be the most neglected as this increases the risk for the house builder. Reducing the amount of car parking on site is likely to increase the amount of risk for the developer as this has not been extensively tested before. This will in turn affect the viability of the scheme. We outline below our thoughts on car parking viability and how to improve the eco credentials of the Whitehill-Bordon scheme. This is only intended as a theoretical study as the suggested car parking standards have not been tested to this scale before. Location: Whitehill-Bordon is located in Hampshire approximately 8.3 kms (5.1 miles) south east of Alton, 10.8 kms (6.7 miles) north west of Haslemere and 13.0 kms (8.0 miles) north east of Petersfield. Bordon is located in between the A3 and A31 which in turn connect to London and the M25. Access to the town is primarily provided by the A325 which is the main arterial road between the A3 and Farnham. Rail services do not connect to the town centre. The closest rail service to London Waterloo is from Haslemere and takes approximately 49 minutes. The proposed eco-town is primarily located to the west of Whitehill-Bordon, adjacent to the town centre. Demographics: Given the military significance of Whitehill-Bordon it is effectively a Garrison town and populated by many military personnel. A typical house in Whitehill-Bordon comprises a 2/3 bedroom bungalow with a value of approximately ÂŁ190,000. This would indicate that the local population is elderly and retired, and probably moved from the more commercial hubs in the area such as Guildford or Petersfield. It is therefore likely that the majority of the town is made up either of military personnel or retirees. Going forward we are of the opinion that a more detailed demographic study would be beneficial. Analysis of this would help highlight the likely occupiers of the eco-town at Whitehill-Bordon which would in turn assist with this study.

a Savills Residential Research (Winter 2011): This time last year, we foresaw a turbulent time for mainstream house prices and anticipated that austerity measures in the economy would start to impact on household finances and home buyer confidence. These effects have indeed turned out to be negative, but not as damaging to values as we thought. The main casualty of the current housing market downturn has been transaction levels. Owners are simply not selling in the current climate and, with interest rates at manageable levels, are not forced to sell. While these circumstances prevail and repossessed and distressed stock levels remain low, it is difficult to see the mechanisms by which widespread price falls will take place. This means the shape of the mainstream housing market has changed rather more than house prices over the past 12 months. We are of the opinion that it is inflation, rather than nominal price falls that will erode housing value over the next few years. Transaction levels have been far lower than the pre-crunch norm for some four years now. Proportionately more equity and less debt has been used to buy property. This has led to relatively stable prices, with little upward or downward movement across the country as a whole. In recent decades, average house prices have outgrown inflation by around 2.5% per annum. Due to the recent downturn though, there has been no real (inflation-adjusted) growth so that in real terms, average mainstream house prices now stand at 2003 levels. This raises the question of whether austerity measures have created a new era for mainstream house prices, with the trend of inflation-busting house price growth firmly consigned to history. With the economic outlook weakening over the past 12 months and forecasts for the recovery being pushed out further, the Bank of England is likely to maintain base rates at their historically low level for longer than expected. Following the announcement of a further expansion of quantitative easing by ÂŁ75 billion, our economic forecasters do not foresee any base rate increase before Q2 2013 at the earliest. This should have the effect of preserving affordability levels for longer, but it can no longer be relied upon to enable a return to real house price growth. Our model of house price affordability is based on whether, after taking care of basic expenditure, households can afford the mortgage payments on the purchase of a new house. Through 2008 house price affordability soared as prices, levels of borrowing, and interest rates all fell, but we have already seen some of the affordability cushion built up during that period eroded by the rebound in house prices during 2009, high levels of inflation and flat real incomes. A continuation of these factors combined with base rate rises further down the line, are likely to erode affordability further. This is likely to limit the capacity for price growth at a national level, with the lack of economic growth meaning the trigger for house price growth is also pushed back. Taking all of the above into account our mainstream forecasts have been cut back since this time last year. At a national level, prices are forecast to remain flat. We are predicting total nominal growth of 6.0% in the average UK house price over the five year period covered by our forecasts. We expect the picture to vary geographically. Relatively strong five year price growth in London (19.1%) and the surrounding markets (South East 15.7% and East 14.1%) is expected on the back of

a stronger economic performance and a lesser reliance on mortgage finance. By contrast, northern regions are set to lag, seeing little to no growth. While real house price growth is likely to be put on hold for some time, it does not necessarily follow that it is consigned to the history books forever. At the end of 1995, inflation-adjusted house prices were at the same level they were 12 years previously. In the following decade they rose by 140% in real inflation adjusted terms. We now expect a period of necessary house price affordability correction that will push out yields and be a draw for investors.

With the above in mind, house builders are finding it difficult to foresee how the market is likely to shape up over the next few years. As a result, caution is high on the agenda and sites with abnormals such as a reduced car parking standard are being pushed back until house price growth resumes. Timing of the eco-town at Whitehill-Bordon will be important as both the technology advances in motor vehicles and growth in house prices will affect the viability of development.

We focus below on the three main types of property use class; residential, commercial and retail. More specifically we look at the type of property that currently requires the least car parking, the affect on viability and we suggest incentives of how to reduce car parking whilst maintaining saleability.

a Residential Parking Standards We would expect there to be lower car parking expectations for the smaller units, namely one and two bedroom apartments. It is not uncommon for lower parking standards to exist for large city centre apartment schemes. The residents of these schemes tend to be young professionals and first time buyers who work within walking/bus distance from the town centre. With this in mind the location of the one and two bedroom dwellings should be within walking/bus distance to the town centre to encourage more sustainable forms of transport. The need for a car parking space is therefore likely to be reduced (subject to local employment opportunities). As the likely commuting distance becomes greater, larger family housing is more common and therefore the need for a car parking space is greater. However if there is an easy walking/cycle route into the main shopping area, supermarket and school this will encourage parents to walk their children to school. We would estimate that a walking time of around 10/15 minutes is the maximum a parent would be prepared to walk (circa 0.6/1 kms). It is likely that the working parent/s will need a car to travel to work unless a major employer locates in Whitehill-Bordon. Should the town become an employment hub it is possible that the car parking provision could be reduced further. It will however be necessary to ensure the employment areas are well connected to the residential zones via footpaths/walkways and cycle tracks. Retirees and the more elderly population will also benefit from being close to the town centre. It will be important to provide easy access routes into the main shopping area and especially to the local grocer/supermarket. Current care home/sheltered housing providers consider a 0.5 mile level walk to be the maximum viable distance to the local parade of shops. However, with mobility scooters becoming more popular providers have considered increasing this distance to 0.75 miles. Phasing: Given the current economic climate and housing market it will be necessary to phase the scheme appropriately in order to generate a positive IRR throughout the life of the development to underwrite delivery. House types which are more suited to first time buyers for instance will be difficult to sell given the limited availability of debt finance. Traditional family housing maintains the most saleable house type however families are reluctant to move given the volatility of the economy. Demand for the more affluent areas in Hampshire (i.e. Winchester) remains strong as families with high income are less affected by the poor economy, they can also benefit from the low interest rates currently on offer. Costs such as infrastructure, remediation, Community Infrastructure Levy and the Code for Sustainable Homes are likely to have a major impact on the financial viability of the proposals at Whitehill-Bordon. It will be important to assess these in detail as they emerge. We anticipate that the current minimum car parking standards are as follows:

a Dwelling Type

Minimum Parking Standard per unit

1 bedroom flat

0/1 car parking space

2 bedroom flat

0/1 car parking space

2 bedroom house

1 car parking space

3 bedroom house

1/2 car parking space

4 bedroom house

1/2 car parking space

These minimum car parking standards will vary depending on where the housing is located within Whitehill-Bordon. Below is the estimated range of car parking standards for the general location: Town Centre Suburban Wholly contained development

Lower range of the above scale Middle range of the above scale Higher range of the above scale

We set out the eco-town car parking aspirations, demand led assessment and Hampshire County Council maximum car parking spaces per unit in the table below.

Dwelling Type

1 bedroom

Parking Standard (spaces per unit) HCC Max Eco-town Demand Led Aspiration Assessment 0 0 to 0.5 1 (indicative) 1 or below

House 1.2 Flat 0.95

Start 1.5 reducing to 1 or below

House 1.57

2-3 bedrooms

4+ bedrooms

2 3

It is evident that the eco-town aspirations are ambitious in comparison with the HCC standards which are being adopted. Even with the HCC maximum car parking spaces per unit this can fall short of buyer expectations in the higher value areas of Hampshire. A single car parking space in Southampton for instance can reach a capital value of circa ÂŁ10,000, in Winchester this can easily double. These car parking spaces are likely to be in addition to existing car parking arrangements. It is difficult to quantify the reduction in the value of a house when adopting a reduced car parking standard as this rarely occurs. We would however anticipate values to decline by approximately 15% for a reduced car parking standard. The eco-town aspiration car parking standard (as above) is likely to encourage a greater reduction. As this degree of car parking has not yet been tested on a large scale it is difficult to forecast. This reduction is largely dependant on location as the value of car parking will vary between proximity of the town centre/alternative car parking solutions. The objective therefore is for the scheme to attract a premium from its environment and ecocredentials to make up this discount. It is unlikely that this premium will exceed the existing values being achieved in Whitehill-Bordon.

a Incentives to reduce car parking standards: Regular Bus Routes Cycle Tracks / Boris Bikes Direct footpaths to the town centre Easy to use and enjoyable footpath network around the town to employment areas and points of interest Car Club Good rail service to London from local railway stations Sustainable employment opportunities within Bordon Sustainable location of new residential dwellings (proximity to town centre) Innovative incentives (such as commuter shuttle bus included within a service charge provision for all dwellings) Service Charging: As mentioned above it is possible to invoke a â&#x20AC;&#x2DC;service chargeâ&#x20AC;&#x2122; for all new build residential units to contribute to a shuttle bus service. This will make the bus service seem worthwhile which should hopefully encourage its use. It is important that this does not impact on values and is seen as a nominal charge per annum. There may be other incentives to consider such as a reduced council tax to offset this charge. School: The location of the school sites within Whitehill-Bordon will be important for the ambition of reducing the car parking standards. A sustainable location will enable pupils to walk to school which will in turn reduce the amount of rush hour traffic. It will therefore be important to locate the school close to the new build family housing with easy pedestrian and cycle access.

a Commercial Parking Standards For storage and distribution accommodation (B8 use) we would expect there to be lower demand for car parking. This type of accommodation typically requires a lower density of employees for the size of the unit. It is worth noting that storage and distribution centres usually accommodate yard areas which can provide car parking spaces should they become needed. Office use (B1a) will require the most car parking as the density of employees is likely to be the highest. Car parking standards for Office use in Hampshire vary significantly depending on the location. Locations such as Southampton, Portsmouth and Basingstoke have a high proportion of office space close to the centre of town of which car parking naturally constrained. A proportion of the employees in these cities are likely to travel from within walking/bus distance of their office location. The employeeâ&#x20AC;&#x2122;s who commute further benefit from better infrastructure (rail services) which in turn encourages a more sustainable commuter journey. However, given that the train journey is likely to take longer and is dependant on the connections to the commercial hub this option is often underutilised. If car parking is unavailable for office employeeâ&#x20AC;&#x2122;s it is likely that they will find an alternative place to park and will subsequently incur a charge. Offices in more rural locations and smaller towns would expect to adopt a higher car parking ratio due to the availability of space and limited alternative commuter options. Research and Development (B1b), Light Industry (B1c) and General Industry (B2) are likely to require less car parking than offices but more car parking than storage and distribution. This is dependant on the density of employees and the location of the employment space within the town/city. Home Working It is now more common to work from home. Some of the larger employers in the UK adopt a hot desk policy in the work place to save on property costs. The government for instance only have desks for approximately 70% of their employees in Whitehall at any moment in time. This is on the basis that over 30% of employeeâ&#x20AC;&#x2122;s will be out of the building in meetings or working from home. Should the right occupier locate in Bordon it is possible to reduce the car parking standards by hot desking/ home working. It is our opinion that car parking standards lower than the HCC standard will cause marketing/viability difficulties. These are already seen as onerous by the majority of occupiers. An attraction of locating in Bordon is the increase in space and quality of life amongst other factors, a higher car parking ratio will therefore be expected. The larger the settlement and public transport infrastructure the less car parking needed for a city centre B1a use (Offices). For example, in Southampton 1 car parking space per 100 sq m is acceptable although the current standard is 1 car parking space per 200 sq m (this has not yet been market tested). B1b (Research and Development), B1c (Light Industry), B2 (General Industry) and B8 (Storage and Distribution) tend not to be found in city centre locations and therefore the car parking standards do not vary as much. It is our opinion that 0.54 spaces per employee (demand led assessment) would be more spaces than the HCC maximum for a B1a use. B1b should be bracketed with B1a not B1c for car parking. This could result in less than Eco-town aspirations on B1c, B2 and B8. Incentives to reduce car parking standards: Encourage Home Working Local Employment Cycle to Work Scheme Bus Route to and from the employment area Easy Pedestrian access (incorporate with leisure routes) Congestion charge

a Employment Type

Parking Standard Eco-town Aspiration

Demand Led Assessment

HCC Max

B1a

1 per 60 sq m

1 per 30 sq m

B1b/c

1 per 90 sq m

1 per 45 sq m

1 per 180 sq m

1 per 90 sq m

0.54 per employee

1 per 45 sq m

a Retail Parking Standards The necessity for retail car parking is largely dependant on where the retail services are located within the town. At the moment the main shopping area is the Forest Centre which is surrounded by residential and easily accessible by foot. This is likely to be too far from the proposed eco-town and therefore a strategy is needed to either relocate the shopping centre or create a new shopping area closer to the eco-town. Typically a retail zone for smaller towns is only located in the town centre with limited car parking, save for a number of â&#x20AC;&#x2DC;back of houseâ&#x20AC;&#x2122; car parking spaces for employees. As Bordon is relatively small it is unlikely to attract the catchment needed for a large proportion of national retail operators to locate there. National operators currently located in the town include HSBC, Boots, various national supermarket chains and book makers. The majority of other retail outlets are small local operators. With this in mind Whitehill-Bordon is unlikely to support a thriving retail centre and as a consequence it is unlikely to attract investment from a Hotel or Leisure Park operator. As mentioned above, the minimum car parking standard will depend on the location of the retail outlet. It is possible that A4 uses (drinking establishments) will be located in more suburban locations and may therefore require a greater degree of car parking spaces, as is the case with many public houses at the moment.

Retail Type

Parking Standard Demand Led Eco-town Aspiration Assessment

HCC Max

1 per 40 sq m

0.7 per employee

1 per 20 sq m

1 per 40 sq m

0.82 per employee

1 per 20 sq m

1 per 10 sq m

1.1 per employee

1 per 5 sq m dining area

1 per 2 bedrooms

0.34 per employee

1 per bedroom

Cinema - 1 per 10 seats Bowling - 1.5 per lane

2 per employee

Leisure Park

Cinema - 1 per 5 seats Bowling - 3 per lane

Appendix D TRICS Analysis Output (Revised Masterplan)

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Office Page 1 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

: 02 - EMPLOYMENT : A - OFFICE

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST KC KENT 03 SOUTH WEST CW CORNWALL 04 EAST ANGLIA CA CAMBRIDGESHIRE NF NORFOLK 06 WEST MIDLANDS WM WEST MIDLANDS 08 NORTH WEST LC LANCASHIRE 11 SCOTLAND GC GLASGOW CITY

1 days 1 days 1 days 1 days 2 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Actual Range: Range Selected by User:

Number of Employees 383 to 850 (units: ) 366 to 1097 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/00 to 30/09/10

Selected survey days: Monday Thursday Friday

1 days 6 days 1 days

Selected survey types: Manual count Directional ATC Count

8 days 0 days

Selected Locations: Town Centre Edge of Town Centre

3 5

Selected Location Sub Categories: Commercial Zone Built-Up Zone

3 5

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Office Page 2 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters 1

CA-02-A-03 NEW ROAD

OFFICE, PETERBOROUGH

PETERBOROUGH Edge of Town Centre Built-Up Zone Total Number of Employees: 452 Survey date: THURSDAY 08/05/08 CW-02-A-02 INLAND REVENUE, ST AUSTELL TRINITY STREET ST AUSTELL Edge of Town Centre Built-Up Zone Total Number of Employees: 477 Survey date: FRIDAY 08/06/07 GC-02-A-01 CALL CENTRE, GLASGOW ROBERTSON STREET GLASGOW Town Centre Commercial Zone Total Number of Employees: 750 Survey date: MONDAY 16/06/08 KC-02-A-03 COUNCIL OFFICES, MAIDSTONE SANDLING ROAD MAIDSTONE Edge of Town Centre Built-Up Zone Total Number of Employees: 383 Survey date: THURSDAY 16/10/08 LC-02-A-06 TOWN HALL, BLACKBURN KING WILLIAM STREET BLACKBURN Town Centre Built-Up Zone Total Number of Employees: 670 Survey date: THURSDAY 17/06/04 NF-02-A-01 COUNCIL OFFICE, KING'S LYNN CHAPEL STREET KING'S LYNN Edge of Town Centre Built-Up Zone Total Number of Employees: 408 Survey date: THURSDAY 30/09/10 WM-02-A-02 BRITISH TELECOM, BIRMINGHAM BRINDLEY PLACE BIRMINGHAM Edge of Town Centre Commercial Zone Total Number of Employees: Survey date: THURSDAY

500 27/11/08

CAMBRIDGESHIRE

Survey Type: MANUAL CORNWALL

Survey Type: MANUAL GLASGOW CITY

Survey Type: MANUAL KENT

Survey Type: MANUAL LANCASHIRE

Survey Type: MANUAL NORFOLK

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Office Page 3 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters (Cont.) 8

WM-02-A-03 BANK ADMIN, BIRMINGHAM BRUNSWICK STREET BRINDLEY PLACE BIRMINGHAM Town Centre Commercial Zone Total Number of Employees: 850 Survey date: THURSDAY 27/11/08

WEST MIDLANDS

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Office Page 4 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.023 0.044 0.088 0.089 0.067 0.041 0.027 0.020 0.022 0.022 0.015 0.020 0.015 0.018 0.017 0.017 0.012 0.019 0.017 0.010 0.013 0.012 0.004 0.001 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.633

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 8 561 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.003 0.005 0.011 0.010 0.018 0.012 0.017 0.015 0.025 0.018 0.023 0.021 0.023 0.022 0.016 0.018 0.021 0.035 0.070 0.065 0.091 0.043 0.025 0.010 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.617

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 8 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 561 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.026 0.049 0.099 0.099 0.085 0.053 0.044 0.035 0.047 0.040 0.038 0.041 0.038 0.040 0.033 0.035 0.033 0.054 0.087 0.075 0.104 0.055 0.029 0.011 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.250

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Office Page 5 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

383 - 850 (units: ) 01/01/00 - 30/09/10 8 0 0 0

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Leisure Park Page 1 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 07 - LEISURE : O - LEISURE PARK

VEHICLES Selected regions and areas: 02 SOUTH EAST KC KENT WG WOKINGHAM 06 WEST MIDLANDS WM WEST MIDLANDS 08 NORTH WEST CH CHESHIRE LC LANCASHIRE 10 WALES CF CARDIFF 11 SCOTLAND GC GLASGOW CITY

1 days 1 days 1 days 1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Actual Range: Range Selected by User:

Number of Employees 54 to 126 (units: ) 46 to 137 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/00 to 15/10/11

Selected survey days: Friday Saturday

1 days 6 days

Selected survey types: Manual count Directional ATC Count

7 days 0 days

Selected Locations: Town Centre Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

1 1 1 4

Selected Location Sub Categories: Development Zone Residential Zone Retail Zone Built-Up Zone No Sub Category

1 1 2 1 2

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Leisure Park Page 2 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters 1

CF-07-O-01 LEISURE PARK, CARDIFF HEMMINGWAY ROAD BUTETOWN CARDIFF Suburban Area (PPS6 Out of Centre) Development Zone Total Number of Employees: 119 Survey date: SATURDAY 03/09/05 CH-07-O-01 CINEMA/BOWLING, CHESTER OFF SEALAND ROAD GREYHOUND PARK CHESTER Edge of Town Retail Zone Total Number of Employees: 54 Survey date: SATURDAY 21/06/03 GC-07-O-01 LEISURE PARK, NEAR GLASGOW COLINSEE CRESCENT COATBRIDGE NEAR GLASGOW Edge of Town Residential Zone Total Number of Employees: 126 Survey date: FRIDAY 29/10/10 KC-07-O-01 LEISURE PARK, ASHFORD TRINITY ROAD ASHFORD Edge of Town No Sub Category Total Number of Employees: 120 Survey date: SATURDAY 23/03/02 LC-07-O-03 LEISURE PARK, ACCRINGTON HYNDBURN ROAD ACCRINGTON Town Centre Built-Up Zone Total Number of Employees: 54 Survey date: SATURDAY 15/10/11 WG-07-O-01 LEISURE COMPLEX, WOKINGHAM WELLINGTON ROAD WOKINGHAM Edge of Town Centre No Sub Category Total Number of Employees: 112 Survey date: SATURDAY 23/10/10 WM-07-O-02 LEISURE PARK, DUDLEY CASTLEGATE WAY DUDLEY Edge of Town Retail Zone Total Number of Employees: Survey date: SATURDAY

125 16/10/10

CARDIFF

Survey Type: MANUAL CHESHIRE

Survey Type: MANUAL GLASGOW CITY

Survey Type: MANUAL KENT

Survey Type: MANUAL LANCASHIRE

Survey Type: MANUAL WOKINGHAM

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Edge of TC - Leisure Park Page 3 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE for Land Use 07 - LEISURE/O - LEISURE PARK

VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 1 1 1 1 1 1 2 3 3 5 7 7 7 7 7 7 7 7 7 7 7 7 7 6

ARRIVALS Ave. EMPLOY 120 120 120 120 120 120 116 119 119 107 101 101 101 101 101 101 101 101 101 101 101 101 101 97

Trip Rate 0.750 0.908 0.925 0.175 0.017 0.025 0.034 0.411 0.480 0.831 0.975 1.215 1.577 1.718 1.620 1.537 1.928 2.035 2.579 2.252 1.820 1.338 0.635 0.560 26.345

No. Days

DEPARTURES Ave. EMPLOY 1 120 1 120 1 120 1 120 1 120 1 120 2 116 3 119 3 119 5 107 7 101 7 101 7 101 7 101 7 101 7 101 7 101 7 101 7 101 7 101 7 101 7 101 7 101 6 97

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

54 - 126 (units: ) 01/01/00 - 15/10/11 2 6 0 0

Trip Rate 1.467 1.533 2.342 0.350 0.050 0.067 0.047 0.218 0.279 0.495 0.579 0.863 1.300 1.596 1.410 1.482 1.804 1.770 2.179 1.775 1.959 1.706 1.334 1.728 28.333

No. Days 1 1 1 1 1 1 2 3 3 5 7 7 7 7 7 7 7 7 7 7 7 7 7 6

TOTALS Ave. EMPLOY 120 120 120 120 120 120 116 119 119 107 101 101 101 101 101 101 101 101 101 101 101 101 101 97

Trip Rate 2.217 2.441 3.267 0.525 0.067 0.092 0.081 0.629 0.759 1.326 1.554 2.078 2.877 3.314 3.030 3.019 3.732 3.805 4.758 4.027 3.779 3.044 1.969 2.288 54.678

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Ind. Estate Page 1 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

: 02 - EMPLOYMENT : D - INDUSTRIAL ESTATE

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST ES EAST SUSSEX 03 SOUTH WEST BR BRISTOL CITY WL WILTSHIRE 04 EAST ANGLIA CA CAMBRIDGESHIRE 05 EAST MIDLANDS LN LINCOLNSHIRE NT NOTTINGHAMSHIRE 07 YORKSHIRE & NORTH LINCOLNSHIRE KH KINGSTON UPON HULL WY WEST YORKSHIRE 08 NORTH WEST LC LANCASHIRE MS MERSEYSIDE 09 NORTH CB CUMBRIA NB NORTHUMBERLAND TW TYNE & WEAR 11 SCOTLAND ER EAST RENFREWSHIRE HI HIGHLAND 17 ULSTER (NORTHERN IRELAND) AR ARMAGH

1 days 2 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 2 days 1 days 1 days

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Ind. Estate Page 2 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 Filtering Stage 2 selection: Parameter: Actual Range: Range Selected by User:

Number of Employees 95 to 250 (units: ) 90 to 269 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/00 to 09/09/10

Selected survey days: Monday Tuesday Wednesday Thursday Friday

4 days 4 days 3 days 5 days 2 days

Selected survey types: Manual count Directional ATC Count

18 days 0 days

Selected Locations: Suburban Area (PPS6 Out of Centre) Edge of Town Neighbourhood Centre (PPS6 Local Centre)

6 11 1

Selected Location Sub Categories: Industrial Zone Residential Zone No Sub Category

11 2 5

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Ind. Estate Page 3 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters 1

AR-02-D-01 INDUSTRIAL ESTATE, ARMAGH HAMILTONSBAWN ROAD ARMAGH Edge of Town No Sub Category Total Number of Employees: 139 Survey date: TUESDAY 08/06/10 BR-02-D-02 INDUSTRIAL ESTATE, BRISTOL NOVERS HILL BEDMINSTER BRISTOL Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 160 Survey date: THURSDAY 19/11/09 BR-02-D-03 INDUSTRIAL ESTATE, BRISTOL CROFTS END ROAD SPEEDWELL BRISTOL Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 200 Survey date: TUESDAY 20/10/09 CA-02-D-01 IND. ESTATE, PETERBOROUGH STURROCK WAY BRETTON PETERBOROUGH Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 107 Survey date: TUESDAY 13/05/08 CB-02-D-04 INDUSTRIAL ESTATE, BRAMPTON CARLISLE ROAD BRAMPTON Edge of Town No Sub Category Total Number of Employees: 146 Survey date: WEDNESDAY 16/12/09 ER-02-D-01 INDUSTRIAL ESTATE, BARRHEAD MURIEL STREET BARRHEAD Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 160 Survey date: WEDNESDAY 19/09/01 ER-02-D-02 INDUSTRIAL EST.,NEAR GLASGOW SPIERSBRIDGE AVENUE THORNLIEBANK NEAR GLASGOW Edge of Town Industrial Zone Total Number of Employees: 151 Survey date: WEDNESDAY 10/10/01

ARMAGH

Survey Type: MANUAL BRISTOL CITY

Survey Type: MANUAL CAMBRIDGESHIRE

Survey Type: MANUAL CUMBRIA

Survey Type: MANUAL EAST RENFREWSHIRE

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Ind. Estate Page 4 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters (Cont.) 8

ES-02-D-05 IND. ESTATE, EASTBOURNE COURTLANDS ROAD EASTBOURNE Edge of Town Residential Zone Total Number of Employees: 150 Survey date: MONDAY 30/11/09 HI-02-D-03 IND. EST./BUS.PK., FT. WILLIAM NORTH ROAD INVERLOCHY FORT WILLIAM Edge of Town No Sub Category Total Number of Employees: 250 Survey date: MONDAY 18/05/09 KH-02-D-02 INDUSTRIAL ESTATE, HULL BOULEVARD STREET KINGSTON UPON HULL Edge of Town Industrial Zone Total Number of Employees: 118 Survey date: THURSDAY 18/10/01 LC-02-D-04 INDUSTRIAL ESTATE, GARSTANG GREEN LANE WEST GARSTANG Edge of Town Industrial Zone Total Number of Employees: 98 Survey date: FRIDAY 16/06/06 LN-02-D-01 INDUSTRIAL ESTATE, GRANTHAM BELTON LANE GRANTHAM Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 100 Survey date: THURSDAY 12/05/05 MS-02-D-06 INDUSTRIAL EST., LIVERPOOL BOALER STREET LIVERPOOL Neighbourhood Centre (PPS6 Local Centre) Industrial Zone Total Number of Employees: 95 Survey date: THURSDAY 09/09/10 NB-02-D-01 INDUSTRIAL ESTATE, HEXHAM A695 HEXHAM Edge of Town Industrial Zone Total Number of Employees: Survey date: MONDAY

219 23/05/05

EAST SUSSEX

Survey Type: MANUAL HIGHLAND

Survey Type: MANUAL KINGSTON UPON HULL

Survey Type: MANUAL LANCASHIRE

Survey Type: MANUAL LINCOLNSHIRE

Survey Type: MANUAL MERSEYSIDE

Survey Type: MANUAL NORTHUMBERLAND

Survey Type: MANUAL

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NT-02-D-01 IND. ESTATE, SUTTON-IN-ASHFLD B6028 STONEYFORD ROAD STANTON HILL SUTTON-IN-ASHFIELD Edge of Town No Sub Category Total Number of Employees: 215 Survey date: FRIDAY 30/06/06 TW-02-D-06 INDUSTRIAL ESTATE, N. SHIELDS NORHAM ROAD WEST CHIRTON NORTH SHIELDS Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 191 Survey date: THURSDAY 19/10/06 WL-02-D-01 IND. ESTATE, WOOTTON BASSETT MARLBOROUGH ROAD WOOTTON BASSETT Edge of Town Industrial Zone Total Number of Employees: 214 Survey date: TUESDAY 03/10/06 WY-02-D-02 INDUSTRIAL EST., HUDDERSFIELD A629 WAKEFIELD ROAD TANDEM HUDDERSFIELD Edge of Town No Sub Category Total Number of Employees: 158 Survey date: MONDAY 11/09/06

NOTTINGHAMSHIRE

Survey Type: MANUAL TYNE & WEAR

Survey Type: MANUAL WILTSHIRE

Survey Type: MANUAL WEST YORKSHIRE

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Ind. Estate Page 6 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE for Land Use 02 - EMPLOYMENT/D - INDUSTRIAL ESTATE

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 2 2 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 1 1 1 1 1 1 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 156 156 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.026 0.032 0.100 0.184 0.223 0.217 0.152 0.141 0.149 0.123 0.126 0.144 0.131 0.161 0.147 0.168 0.133 0.122 0.132 0.132 0.121 0.108 0.069 0.039 0.030 0.012 0.000 0.013 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 3.135

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 156 2 156 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 18 160 1 160 1 160 1 160 1 160 1 160 1 160 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.023 0.023 0.042 0.071 0.105 0.128 0.111 0.126 0.132 0.124 0.132 0.143 0.165 0.169 0.153 0.135 0.137 0.128 0.129 0.151 0.199 0.188 0.216 0.124 0.074 0.036 0.000 0.006 0.006 0.006 0.000 0.000 0.000 0.000 0.000 0.000 3.182

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 2 2 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 1 1 1 1 1 1 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 156 156 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.049 0.055 0.142 0.255 0.328 0.345 0.263 0.267 0.281 0.247 0.258 0.287 0.296 0.330 0.300 0.303 0.270 0.250 0.261 0.283 0.320 0.296 0.285 0.163 0.104 0.048 0.000 0.019 0.006 0.006 0.000 0.000 0.000 0.000 0.000 0.000 6.317

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Ind. Estate Page 7 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

95 - 250 (units: ) 01/01/00 - 09/09/10 18 0 0 1

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Leisure Park Page 1 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE CALCULATION SELECTION PARAMETERS: Land Use Category

: 07 - LEISURE : O - LEISURE PARK

VEHICLES Selected regions and areas: 02 SOUTH EAST KC KENT WG WOKINGHAM 08 NORTH WEST CH CHESHIRE 10 WALES CF CARDIFF

1 days 1 days 1 days 1 days

Filtering Stage 2 selection: Parameter: Actual Range: Range Selected by User:

Number of Employees 54 to 120 (units: ) 36 to 120 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/00 to 15/10/11

Selected survey days: Saturday

4 days

Selected survey types: Manual count Directional ATC Count

4 days 0 days

Selected Locations: Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

1 1 2

Selected Location Sub Categories: Development Zone Retail Zone No Sub Category

1 1 2

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Leisure Park Page 2 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters 1

112 23/10/10

CARDIFF

Survey Type: MANUAL CHESHIRE

Survey Type: MANUAL KENT

Survey Type: MANUAL WOKINGHAM

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Viking - Leisure Park Page 3 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE for Land Use 07 - LEISURE/O - LEISURE PARK

VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 1 1 1 1 1 1 2 2 2 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4

ARRIVALS Ave. EMPLOY 120 120 120 120 120 120 116 116 116 116 101 101 101 101 101 101 101 101 101 101 101 101 101 101

Trip Rate 0.750 0.908 0.925 0.175 0.017 0.025 0.034 0.181 0.418 0.832 0.978 1.141 1.479 1.632 1.672 1.551 1.869 1.842 2.244 2.309 2.277 1.696 0.849 0.652 26.456

No. Days

DEPARTURES Ave. EMPLOY 1 120 1 120 1 120 1 120 1 120 1 120 2 116 2 116 2 116 2 116 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101 4 101

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

54 - 120 (units: ) 01/01/00 - 15/10/11 1 4 0 0

Trip Rate 1.467 1.533 2.342 0.350 0.050 0.067 0.047 0.056 0.164 0.418 0.519 0.842 1.042 1.499 1.264 1.454 1.723 1.617 1.896 1.541 2.030 1.770 1.652 2.165 27.508

No. Days 1 1 1 1 1 1 2 2 2 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4

TOTALS Ave. EMPLOY 120 120 120 120 120 120 116 116 116 116 101 101 101 101 101 101 101 101 101 101 101 101 101 101

Trip Rate 2.217 2.441 3.267 0.525 0.067 0.092 0.081 0.237 0.582 1.250 1.497 1.983 2.521 3.131 2.936 3.005 3.592 3.459 4.140 3.850 4.307 3.466 2.501 2.817 53.964

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Quebec - Office Page 1 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319

Time Range/Peak Period Selection Direction: Totals / Use All Times

: 02 - EMPLOYMENT : A - OFFICE

MULTI-MODAL VEHICLES Selected regions and areas: 02 SOUTH EAST HF HERTFORDSHIRE KC KENT SC SURREY 03 SOUTH WEST DC DORSET 05 EAST MIDLANDS LE LEICESTERSHIRE 06 WEST MIDLANDS WM WEST MIDLANDS 07 YORKSHIRE & NORTH LINCOLNSHIRE WY WEST YORKSHIRE 08 NORTH WEST LC LANCASHIRE 09 NORTH TV TEES VALLEY TW TYNE & WEAR 11 SCOTLAND HI HIGHLAND 17 ULSTER (NORTHERN IRELAND) AN ANTRIM

1 days 2 days 1 days 1 days 1 days 1 days 1 days 1 days 1 days 2 days 2 days 1 days

Filtering Stage 2 selection: Parameter: Actual Range: Range Selected by User:

Number of Employees 100 to 225 (units: ) 77 to 231 (units: )

Public Transport Provision: Selection by: Date Range:

Include all surveys

01/01/00 to 21/06/11

Selected survey days: Monday Tuesday Wednesday Thursday

1 days 7 days 4 days 3 days

Selected survey types: Manual count Directional ATC Count

15 days 0 days

Selected Locations: Edge of Town Centre Suburban Area (PPS6 Out of Centre) Edge of Town

5 6 4

Selected Location Sub Categories: Industrial Zone Commercial Zone Development Zone Residential Zone Retail Zone Built-Up Zone No Sub Category

3 2 1 3 1 3 2

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Quebec - Office Page 2 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters 1

AN-02-A-03 OFFICES, BELFAST BOUCHER ROAD WINDSOR BELFAST Suburban Area (PPS6 Out of Centre) Commercial Zone Total Number of Employees: 183 Survey date: WEDNESDAY 26/11/08 DC-02-A-08 OFFICE, DORCHESTER STATION APPROACH DORCHESTER Edge of Town Centre No Sub Category Total Number of Employees: 121 Survey date: THURSDAY 03/07/08 HF-02-A-02 COUNCIL OFFICES, WELWYN GC BRIDGE ROAD EAST WELWYN GARDEN CITY Suburban Area (PPS6 Out of Centre) Industrial Zone Total Number of Employees: 123 Survey date: THURSDAY 05/09/02 HI-02-A-02 DATA SCIENCE COMPANY, NAIRN TOM SEMPLE ROAD BALMAKEITH BUSINESS PK NAIRN Edge of Town Industrial Zone Total Number of Employees: 100 Survey date: TUESDAY 09/05/06 HI-02-A-03 OFFICE, INVERNESS HIGHLANDER WAY INVERNESS Edge of Town Development Zone Total Number of Employees: 200 Survey date: WEDNESDAY 20/05/09 KC-02-A-04 COUNCIL OFFICES, MAIDSTONE SANDLING ROAD MAIDSTONE Edge of Town Centre Built-Up Zone Total Number of Employees: 200 Survey date: THURSDAY 16/10/08 KC-02-A-06 LAND REGISTRY,TBRDGE WELLS FOREST ROAD CAMDEN PARK TUNBRIDGE WELLS Edge of Town Residential Zone Total Number of Employees: 200 Survey date: TUESDAY 01/12/09

ANTRIM

Survey Type: MANUAL DORSET

Survey Type: MANUAL HERTFORDSHIRE

Survey Type: MANUAL HIGHLAND

Survey Type: MANUAL KENT

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Quebec - Office Page 3 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters (Cont.) 8

LC-02-A-08 UNION STREET

COUNCIL OFFICES, CHORLEY

CHORLEY Edge of Town Centre Retail Zone Total Number of Employees: 184 Survey date: TUESDAY 13/06/06 LE-02-A-03 COUNCIL OFFICES, M. MOWBRAY NOTTINGHAM ROAD MELTON MOWBRAY Suburban Area (PPS6 Out of Centre) No Sub Category Total Number of Employees: 225 Survey date: WEDNESDAY 04/05/05 SC-02-A-15 ACCOUNTANTS, GUILDFORD BOXGROVE ROAD GUILDFORD Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 140 Survey date: TUESDAY 05/10/10 TV-02-A-01 INLAND REVENUE, MIDDLESBRGH GRANGE ROAD MIDDLESBROUGH Edge of Town Centre Built-Up Zone Total Number of Employees: 200 Survey date: TUESDAY 25/09/01 TW-02-A-04 HOUSING CO., GATESHEAD EARLSWAY TEAM VALLEY TRAD. EST. GATESHEAD Edge of Town Industrial Zone Total Number of Employees: 180 Survey date: TUESDAY 29/09/09 TW-02-A-05 TELEVISION CO., GATESHEAD DELTA BANK ROAD METRO RIVERSIDE PARK GATESHEAD Suburban Area (PPS6 Out of Centre) Commercial Zone Total Number of Employees: 170 Survey date: TUESDAY 29/09/09 WM-02-A-01 COUNCIL OFFICES, STOURBRIDGE A451 NORTON ROAD MARY STEVENS PARK STOURBRIDGE Suburban Area (PPS6 Out of Centre) Residential Zone Total Number of Employees: 148 Survey date: WEDNESDAY 26/04/06

LANCASHIRE

Survey Type: MANUAL LEICESTERSHIRE

Survey Type: MANUAL SURREY

Survey Type: MANUAL TEES VALLEY

Survey Type: MANUAL TYNE & WEAR

Survey Type: MANUAL WEST MIDLANDS

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Quebec - Office Page 4 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 LIST OF SITES relevant to selection parameters (Cont.) 15

WY-02-A-01 FILEY STREET

CALL CENTRE, BRADFORD

BRADFORD Edge of Town Centre Built-Up Zone Total Number of Employees: Survey date: MONDAY

214 09/05/05

WEST YORKSHIRE

Survey Type: MANUAL

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Quebec - Office Page 5 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319 TRIP RATE for Land Use 02 - EMPLOYMENT/A - OFFICE

MULTI-MODAL VEHICLES Calculation factor: 1 EMPLOY BOLD print indicates peak (busiest) period

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 0 0 0 0 0 0 0 0 0 0

ARRIVALS Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.032 0.094 0.142 0.197 0.137 0.083 0.049 0.047 0.043 0.048 0.038 0.052 0.065 0.066 0.054 0.034 0.044 0.040 0.032 0.025 0.024 0.014 0.006 0.005 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.371

No. Days

DEPARTURES Ave. EMPLOY 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 15 173 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.008 0.010 0.019 0.020 0.026 0.041 0.041 0.039 0.037 0.046 0.061 0.061 0.065 0.036 0.050 0.054 0.054 0.060 0.097 0.127 0.175 0.118 0.053 0.025 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 1.323

TOTALS Ave. EMPLOY

No. Days 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 173 0 0 0 0 0 0 0 0 0 0

Trip Rate 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.040 0.104 0.161 0.217 0.163 0.124 0.090 0.086 0.080 0.094 0.099 0.113 0.130 0.102 0.104 0.088 0.098 0.100 0.129 0.152 0.199 0.132 0.059 0.030 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2.694

TRICS 2012(a)v6.9.2 300412 B15.11 (C) 2012 JMP Consultants Ltd on behalf of the TRICS Consortium Wednesday 02/05/12 Quebec - Office Page 6 WSP DEVELOPMENT & TRANSPORTATION REGUS HOUSE SOUTHAMPTON Licence No: 100319

Parameter summary Trip rate parameter range selected: Survey date date range: Number of weekdays (Monday-Friday): Number of Saturdays: Number of Sundays: Surveys manually removed from selection:

100 - 225 (units: ) 01/01/00 - 21/06/11 15 0 0 1

Appendix E Parking Strategy Recommendations (Previous Masterplan)

Parking Strategy Recommendations

7.1

INTRODUCTION

7.1.1 The key conclusions from this study which looks at a parking strategy for the proposed Eco-town at Whitehill & Bordon, have been drawn from the following stages of the project: Consideration of exemplar case study practices; Audit of baseline parking provision; Assessment of future parking demand; and Compilation of a package of measures for reducing parking demand. 7.2

EXEMPLAR CASE STUDIES

7.2.1 Through the compilation of exemplar case studies, it has been possible to identify best practice at developments with similar sustainable transport aspirations. These case studies highlighted the most successful parking management mechanisms, which have been explored as part of the parking strategy for the new eco-town at Whitehill & Bordon. 7.3

AUDIT OF BASELINE PARKING PROVISION

7.3.1 An analysis of the existing residential parking demand concluded that, based on an average existing car ownership of 1.50 vehicles, there is scope to reduce current demand to one vehicle per household through smarter travel choices and parking demand management measures. 7.3.2 It was established that existing car parks in Whitehill & Bordon are significantly under-utilised and hold potential, along with additional parking provision, to offer shared uses between residential and non-residential development. 7.4

ASSESSMENT OF FUTURE PARKING DEMAND

7.4.1 The Framework Masterplan provided levels of development for employment, residential and land uses proposed as part of the extended town centre. Based on each of these land uses, trip generation methods were used to forecast the levels of future parking demand generated by the new development. It was determined that, before any options for reducing parking demand were considered, a total of 5720 new spaces would be required. 7.5

RECOMMENDATIONS FOR REDUCING PARKING DEMAND

7.5.1 A number of measures have been examined as part of this parking strategy. The main recommendations deemed most effective and deliverable for the new ecotown are as follows: To provide unallocated parking where possible, in order to retain control over parking supply in the future; To develop an eco-town where cars do not dominate the streets, through the provision of discreet parking and aboveground / underground parking barns where possible;

To create incentives / restrictions for dwellings in order to discourage the ownership of a second car, through council tax reductions for no car ownership / resident parking charges / reductions for environmentally-friendly cars; To consider the implementation of Workplace Parking Levies for employment sites, firstly ensuring a high quality public transport system is in place, and increasing these charges over time; To use existing and future parking supply to its full potential through providing shared use spaces for all complimentary land uses i.e. residential and employment uses; To develop proposals for a decriminalised parking regime in Whitehill & Bordon; To ensure that a suitable level of parking is provided for disabled users, initially free of charge; To set a pricing structure at all retained and proposed Whitehill & Bordon car parks which supports the aim to reduce private car use whilst maximising the viability of the town centre, concentrating short stay spaces in the town centre for access to its facilities and long stay spaces at the edge of the town; To improve and implement signage both for drivers by road to the car parks, and on foot from the car parks to the key town centre destinations, in a way which reduces traffic circulation and pedestrian movement around the town; To require developments to create and implement Travel Plans in accordance with Hampshire County Council policy, encouraging smaller developments to implement Travel Plans, even if not required; and To consider options for the introduction of car clubs for residential and employment use. These would have the most potential for impact if placed adjacent to the ‘Green Views’ and ‘Green Roots’, providing an alternative to the ownership of 1 or 2 cars respectively. 7.5.2 Whilst these options are considered to significantly manage the demand for parking in the future, they should be complemented by measures which provide alternative sustainable travel choices for journeys such as those outlined in section 6.4. These provide the balance of ‘carrot and stick’ methods which will be required to deliver policy objectives whilst accommodating likely future demand for parking. 7.6

PARKING STRATEGY

7.6.1 This section seeks to summarise the levels of parking that should be provided within Whitehill & Bordon, based on achievements seen at exemplar case studies, and the feasibility work carried out to assess how successful these measures could be at Whitehill & Bordon. RECOMMENDED RESIDENTIAL PARKING PROVISION 7.6.2 Unfettered residential parking demand indicated a need for 5276 spaces for 4000 new dwellings. In considering the measures explored in Chapter 6 and the likeliness of their success as shown in Table 6.5, residential parking should be provided as shown in Table 7.1.

Table 7.1: Overall Residential Parking Provision Fettered

Impact of Measures

Unfettered Demand

Shared Use

Car Clubs

(0.7 unallocated spaces per dwelling)

Green Views

1721

-65

-172

798

Green Streets

2586

-70

-259

1386

Green Roots

969

n/a

-97

618

TOTAL

5276

-135

-528

2802

7.6.3 Table 7.1 presents the potential reduction in parking demand caused by shared use spaces, which would comprise 70 spaces at the Louisburg site, 110 spaces in the Edge of Town Centre, 40 spaces at the Viking site and 50 spaces at the Quebec site. Half of these have been deducted from the relevant ‘Green Views’ and ‘Green Streets’ residential parking demands, whilst the other half will be deducted from employmentrelated demand. The assumption of a 10% reduction in parking demand triggered by the introduction of car clubs, as achieved in Hammarby Sjöstad, has also been presented. 7.6.4 Along with other measures explored in Chapter 6 such as the provision of parking barns, the recommended level of provision would be consistent with that shown in Table 6.3, where an average 0.7 unallocated spaces per dwelling is provided. 7.6.5 It is recommended that residential spaces are provided as unallocated, at least 50% of the overall provision should be contained in discrete parking barns or underground parking, with the aforementioned shared allocation, and supported by 6 car club locations as shown illustrated on Figure 6.7. RECOMMENDED EMPLOYMENT PARKING PROVISION 7.6.6 Assessment of unfettered employment-related parking demand for Whitehill & Bordon indicated that 2071 spaces would be required across the proposed employment sites. In summary of the proposed measures outlined in Chapter 6, Table 7.2 presents their likely impact on the unfettered demand.

Table 7.2: Overall Employment Site Parking Provision Impact of Measures Unfettered Demand

Shared Use

Car Clubs

Trip Internalisation

Travel Plan (i.e. Car Share)

TOTAL (Fettered)

Louisburg

613

-35

-31

-123

-61

363

Edge of Town Centre

399

-55

-20

-80

-40

204

Viking

231

-20

-12

-46

-23

130

Quebec

153

-25

-8

-31

-15

Employment in Extended Town Centre

787

-55

-34

-135

-68

495

TOTAL

2183

-190

-105

-415

-207

1266

7.6.7 Table 7.2 includes 50% of the reductions for the shared use allocation between employment and residential, and employment with retail/leisure. A 5% employmentrelated parking demand reduction comparable to that achieved by the introduction of car clubs in Hammarby Sjรถstad has also been applied. Trip Internalisation would result in a 20% reduction as shown, with Travel Plans expected to lower private car use by 10% through measures such as car sharing and promotion of sustainable travel methods. 7.6.8 Employment-related car parking should be placed in discrete Parking Barns or underground car parks where possible, with the specified shared use allocation made. Workplace parking levies should be applicable to all new employment development, which will aid in the achievement of the fettered demand presented in Table 7.2. RECOMMENDED RETAIL / LEISURE PARKING PROVISION 7.6.9 Assessment of the parking demand for retail and leisure uses indicated an unfettered requirement of 579 spaces within the extended town centre, which excludes the provision for town centre commuting trips which has been assessed above. Effects of several factors are shown in Table 7.3, with the resulting total fettered demand also presented.

Table 7.3: Overall Retail / Leisure Parking Provision Impact of Measures

Unfettered Demand

TOTAL

Cross Visitation

Shared Use

Trip Internalisation

(Fettered)

-115

-55

-115

294

579

7.6.10 Through a reduction of 20% for cross-visitation, 55 spaces available for shared use allocation between employment and retail/leisure uses, and 20% reduction applied for trip internalisation. This reduces the unfettered retail/leisure demand from 579 spaces in the extended town centre, to 294 spaces. 7.7

OVERALL PARKING PROVISION

7.7.1 Summarising the above recommendations for parking provision, Table 7.4 outlines the fettered demand and the resulting parking standard for each land use. Table 7.4: Overall Parking Provision for Proposed Eco-town Units / Jobs

Fettered Demand

Parking Standard

‘Green Views’

1600 units

798

0.50 per unit

‘Green Streets’

1850 units

1386

0.75 per unit

‘Green Roots’

550 units

618

1.12 per unit

Louisburg

1098 jobs

363

0.33 per employee

Edge of Town Centre

698 jobs

204

0.29 per employee

Viking

412 jobs

130

0.32 per employee

Quebec

274 jobs

0.27 per employee

Extended Town Centre

2068 jobs

788

0.38 per employee/shopper

Land Use

Residential

Employment Sites

Retail

7.7.2 By implementing the recommended measures explored within this Parking Strategy, it is deemed realistic that this level of provision will be sustainable and provide necessary support to the overall eco-vision of Whitehill & Bordon. 7.8

PARKING STRATEGY DELIVERABILITY

7.8.1 Taking into consideration the findings of the Savill’s Viability Appraisal, it is evident that reduced parking provision targets of this parking strategy are unlikely to be achieved instantaneously. Viability advice stipulated the importance of parking to support the commercial return on new development. Therefore, early adoption of stringent parking policies would be inadvisable. Instead, it is recommended that the opportunity is taken to reduce overall development parking provision gradually over time through a series of measures included in this Parking Strategy. This section describes how this 5

can be achieved against development phasing to satisfy commercial viability and the long term trip targets associated with the Eco-Town development. 7.8.2 Setting a good example and providing incentives to lower car ownership from the outset will be imperative in achieving long-term targets. The provision of discreet parking methods such as parking barns, shared use parking for complimentary land uses and unallocated parking can all be tied in with initial phases of development, with residential parking charges introduced at first occupation. Though the Viability Appraisal envisages a reduction in housing value due to these methods of parking provision, exemplar case studies show that reduced parking provision can be achieved and attitudes will change with time. 7.8.3 It has been assumed that decriminalised parking will be introduced prior to first occupation of the new Eco-Town, with Controlled Parking Zones focussed around areas closest to new development where reduced parking standards are planned. In combination with Council retained ownership of local parking facilities this will provide scope for the gradual reduction of parking provision over time. Travel Planning policy will also play a key role in achieving targets to lower car ownership and encourage more sustainable travel choices. 7.8.4 The Whitehill & Bordon Masterplan outlines the timescales for development coming forward in four phases, with the first phase covering the period until the expected MoD withdrawal in 2015, and three further phases spanning years 2015-2019, 20202024 and 2025 onwards. Quantum of development assumed for each phase is as follows: Phase 1 – 350 homes and 687 jobs provided solely by the Quebec and Viking employment sites; Phase 2 – 1400 homes and 2404 jobs provided by approximately half of the Extended Town Centre and partly by the Louisburg Eco-business Park; Phase 3 – 1400 homes and 773 jobs provided by the Edge of Town Centre employment site and completion of the Louisburg Eco-business Park; and Phase 4 – 850 homes and 687 jobs provided by the completion of the Extended Town Centre. 7.8.5 Table 7.5 illustrates a potential approach for delivering the parking strategy, including quantum of parking throughout these phases.

Table 7.5: Delivery Phasing for Parking Provision Residential

Employment

Phase

Provision 1

Units

Provision

Jobs

Provision

350

295

687

201

Shared Use

Provision 2

1.10 1400

Provision 3

1072

1400

0.29 800

773

30 0

170 0.69 850

0.26 255

Shared Use Parking Standard

635 180

0.81

Shared Use

Provision

2404 65

Parking Standard

0.42

Shared Use Parking Standard

Provision

Parking Standard

Extended Town Centre

687

20 114

55 0.36

0.11 771 (at employment sites)

TOTAL

2802

294 495 (at extended TC)

Resulting Parking Standard

0.70 per dwelling

0.28 per employee

0.14 per shopper

7.8.6 At each stage of the phasing, any shared use opportunities between complimentary employment and residential uses have been taken into consideration for the level of parking provision. It should be noted that employment use includes parking demand related to commuting trips as part of the Extended Town Centre. Table 7.5 shows that levels of provision become more stringent through the development delivery stages, due to the more generous provision during the early stages. As peoplesâ&#x20AC;&#x2122; attitudes begin to change, levels of provision will be reduced across all land uses; a strategy enabled through retaining ownership of parking supply. 7.8.7 It is recommended that to support the achievement of the parking strategy a monitoring programme is maintained to gauge trends in car ownership and trip making patterns. This could be introduced as a measure associated with adoption of the development travel plan and would provide a tool for on-going review of policy objectives and development outcomes.

Figures

Shared Use Parking Opportunities Figure 6.1

Ideal Locations for Parking Barns Figure 6.6

- Recommended number of car club vehicles at location.

Opportunities for Car Club Locations Figure 6.7

6 5

5 12

Revised Opportunities for Car Club Locations

Figure 7.8

The masterplan proposal map

Existing built up areas Traffic management

Mixed use town centre

Public transport hub - connecting with local bus routes

Employment Dismantled railway safeguarded for potential future use

Community / education / sports

Options for potential inner relief road Residential areas Employment and housing

Indicative proposed rail station location

Employment and commercial leisure Buildings for potential retention within development areas

Recommended number of car club vehicles at location