A.7.1

APPENDIX 7

PARKING STANDARDS

Residential

A.7.1 High levels of car ownership have led to an increase in the level of parking expected for new residential development, and outside of town centre locations these standards should not be relaxed. New-built residential development should be provided with two parking spaces per dwelling, at least one of which should be within the curtilage of the dwelling and behind the front of the dwelling, although the amount and location of parking will vary in respect of development such as terracing, apartments, and sheltered housing. In the case of town centre and previously developed sites, the Department will consider reducing this requirement having regard to:

1. the location of the housing relative to public transport, employment, and public amenities;
2. the size of the dwelling;
3. any restriction on the nature of the occupancy (such as sheltered housing); and
4. the impact on the character and appearance of the surrounding area.

Where new dwellings are created by the conversion of existing buildings, parking space should be formed by the clearance of outbuildings and low-grade annexes or "outlets" if it is reasonable and practicable so to do; however, in general, the need to find a use for redundant buildings which are in sound condition will outweigh the drawback of any shortfall in parking provision.

Offices

A.7.2 The current car parking standard associated with town-centre office development is one space per 50 sq.m. of nett office floor space, preferably provided on-site, but otherwise provided conveniently close to the site. Where office space is permitted outside of town centres, the current parking standard is one space per 15 sq.m. of nett office floor space.

A.7.2.1 Having regard to the environmental objectives of this Plan, the Department is mindful that it may be appropriate at some time in the future to re-consider these standards. In the formulation of an Integrated Transport Strategy (Objective 3.5(a)), it will be appropriate to consider a variety of options, including the possibility of restricting the provision of parking spaces with new town centre office developments. If accompanied by rigorous on-street parking controls and more extensive public transport, such an approach would have environmental benefits, including the evolution of a more pedestrian-friendly streetscape. There would remain, however, a need to provide space for parking by disabled drivers, and for servicing and deliveries.

A.7.2.2 Meanwhile, and until such time as a new Strategy has been formulated after proper consultation, the Department proposes to adhere to its current standards.

Industry

A.7.3 Where industrial development is proposed, it is essential that all parking and manoeuvring by vehicles which will be generated by the use of the site can be accommodated within the site and off the highway. This is particularly important within industrial estates where the lack of parking and manoeuvring space can create significant difficulties for other estate users, particularly where the use of large and articulated vehicles is involved. It is essential therefore that any applications for industrial development can demonstrate that there is sufficient off street parking provided within the application. A general policy of one space per 50 square metres of nett will be required with additional space for manoeuvring where larger vehicles may be using the site, although an increased standard may be needed for uses which generate a high level of traffic, including light industrial and research and development businesses. Storage and distribution is generally less labour intensive and will require one space per 100 square metres. Where mezzanine levels are proposed after the buildings have been completed, the Department may require additional car parking if additional levels of use would result from the additional space proposed.

Retail

A.7.4 Most shopping facilities in established centres do not have on site parking provided due to the intensive form of development and their location off the main highway, often in pedestrianised streets (Peel, Castletown, Douglas and Ramsey in particular). In most of these cases, provision is made for servicing outside trading hours from relaxation of the access regulations and the use of de-mountable bollards and rear access lanes. It is impracticable to require on site car parking for either staff or customers in such locations although it must be feasible for retail developments to be serviced. It is equally essential that there are available sufficient areas of public car parking either in car parks or on street, and that adequate controls are in place for these spaces to be available to those who need them. Neighbourhood shops to serve new residential areas can be incorporated into estate layouts and should provide spaces for staff, customers, and service vehicles.