C20 MAXIMUM PARKING STANDARDS APPLIED IN ENGLAND COUNTRY UNITED

15A NCAC 02L 0411 ESTABLISHING MAXIMUM SOIL CONTAMINATION CONCENTRATIONS
3A–52–11 AGGRAVATED ASSAULT—STRANGULATION SUFFOCATION (ARTICLE 128) A MAXIMUM PUNISHMENT
3A–7–1 MALINGERING (ARTICLE 83) A MAXIMUM PUNISHMENT (1) FEIGNING

ABOUT MAXIMUM SPECIFIC HUMIDITY AND TEMPERATURE IN THE ATMOSPHERE
ACCOUNT MANAGEMENT GUIDELINES SUMMARY TO ACHIEVE MAXIMUM UTILIZATION OF
ACT PUBLIC SECTOR MAXIMUM ANNUAL LEAVE LOADING

C10

C20

Maximum parking standards



Applied in:

England



Country:

United Kingdom



Produced by:

National Government (Ministry responsible for spatial planning)



Type of policy:

guideline



In force since:

2001 England



Level of application:

Regional and local level



Content:

As their name suggests, England's maximum parking standards (MPS) set nationally-applicable maximum amounts of parking that are allowed to be built with new developments. The MPS are an Annex to PPG13, although they were only introduced in the last version of PPG13 in 2001. Earlier versions of PPG13 suggested that local authorities set their own maximum standards at local level, but many were reluctant to do so because of the fear that neighbouring authorities would set less restrictive standards in order to attract development. The standards in PPG13 do not apply to residential developments; these are covered by a different PPG, PPG3, and set a maximum of 1.5 spaces per dwelling across an area – meaning that some can be built with more spaces, and some with fewer, as long as the average is 1.5 spaces. The standards and the minimum size of developments to which they are applying are shown on the next sheet in this spreadsheet. This means that many authorities can be – and are – in the situation of having maximum standards for large developments and minimum standards for smaller developments.



Main objectives and reasons for implementation:

The main objective of PPG13 is to use the planning system to reduce the need to travel and to reduce the use of the car to access developments. Maximum parking standards are seen as an important way to achieve the second objective and indeed the limited literature on this topic bears this out (see COST342 report (2006)), for example. PPG13 seeks to reduce car use to deal with congestion and environmental problems.



Spread of the policy:

It must be taken into account to at least some extent in making planning decisions for all large developments. All municipalities apply the standards.



Consistency of application of the policy:

The standards are not primary legislation, although as part of planning guidance, they have legal status. They can be ignored/adapted but if this occurs, there must be a very good rationale for so doing. If a local authority grants permission to a building with more than the national permitted maximum standards, national government could reverse the decision. In general, however, they are applied with reasonable consistency.



Targeted at:

Planning authorities (local and/ or regional) and developers (public or private)



How binding is the policy?

mandatory



Designated to which kind of development?

Policy is targeted at all types of developments except residential ones (residential maximum standards covered by PPG3).



Applied or applicable in which kind of process?

First part of building permission process



Influenced by main policies:






Kind of influence in the set-up of Mobility Management at the site level:

Strong influence – a key reason why MM at site level has been encouraged through the planning process. Some anecdotal evidence suggests that maximum parking standards and no availability of free on-street parking near the site will lead to an increase in lift-giving (and therefore vehicle km travelled), but the DfT (2002) publication Making Travel Plans Work cited parking management as “the hallmark of high-achieving travel plans”, suggesting that MPS can have a very strong influence on the effectiveness of MM at the site level – and because they in some sense lead to a parking problem, they also encourage the use of MM as a solution.



Information sources:



Additional comments:

MPS for residential parking have now been abandoned, due in part to practicality problems – in many developments, residents have two or more cars per household, leading to parking on footways and on green areas. The recent (2007) Barker review of the planning system (see information sources) as one of the periodic shifts of policy direction that the British planning system seems to find necessary; without presenting any clear evidence, the review decided that MPS for other land uses may be deterring economic development and so it seems likely that they will be relaxed in the next version of PPG13, although this has not yet (December 2008) been published. The only actual research on the topic of MPS and economic development, carried out before their introduction in Scotland in 2003, could find little evidence that they would deter economic development (see information sources).



Information provided by:

Edinburgh Napier University, Edinburgh, United Kingdom



Date:

16.10.2008



AP37 APPENDIX 3 (WRC2000) TABLE OF MAXIMUM PERMITTED SPURIOUS
ATTACHMENT 1 FACT SHEET MAXIMUM PAYABLE HOURS INTRODUCTION THE
BSC 3RD YEAR INORGANIC CHEMISTRY PAPERI MAXIMUM MARKS


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