CC031111 Item 12 Alloa Town Centre Car Parking Strategy · 2020. 9. 4. · Alloa Town Centre and the expansion of Alloa Town Centre Controlled Parking Zone". 3.4. All of the above

CLACKMANNANSHIRE COUNCIL

Report to Council

Date of Meeting: 3rd November 2011

Subject: Alloa Town Centre Car Parking Strategy

Report by: Head of Community & Regulatory Services

1.0 Purpose

1.1. At the Special Meeting of the Council held on Thursday 10th February 2011 Council passed an amended motion part of which read "At an early date, but no later than 30th October 2011, a report should be presented to Council on the feasibility of the removal of parking subsidies in Alloa Town Centre and the expansion of Alloa Town Centre Controlled Parking Zone".

1.2. The purpose of this report is to present the findings and recommendations of the independent consultants employed to carry out the feasibility study.

2.0 Recommendations

2.1. It is recommended that the Council :

a) consider the attached 'Alloa Town Centre Parking Strategy, Final Report' and agree to implement Phase 1 of the proposed strategy, the main elements of which are:-

• Review Traffic Regulation Orders and ensure that all signs and road markings are current and in suitable condition,

• Redistribute, reduce or restrict taxi lay-bys and loading bays to provide additional on-street parking provision,

• Reduce parking demand through the implementation of sustainable travel initiatives,

• Provide 160 - 200 free parking spaces in a new car park at Marshill at an estimated cost of £65,000 (to be added to the 2011/12 Capital Programme),

• Continue to monitor parking habits on-street and in the car parks, and

THIS PAPER RELATES TO ITEM 12

ON THE AGENDA

103

b) agree that a further report is tabled within 12 months identifying any issues arising out of our monitoring of the impact of this phase of the strategy which require further action.

3.0 Considerations

3.1. The growth in demand for both on and off-street car parking in Alloa town centre as a result of recent and proposed developments has led officers to conclude that the development of a car parking strategy to help protect and enhance the viability of the town centre is essential.

3.2. The proposed further development of Kilncraigs may impact on town centre car parking as well as increasing footfall and it has been agreed that a Transport Impact Assessment is required.

3.3. At the Special meeting on 10th February 2011 Council instructed that a report be brought to Council "on the feasibility of the removal of parking subsidies in Alloa Town Centre and the expansion of Alloa Town Centre Controlled Parking Zone".

3.4. All of the above are inextricably linked and it was agreed to appoint Jacobs, who are independent consultants with extensive experience of similar studies in similar towns and, uniquely, have previous experience of modelling traffic impacts in Clackmannanshire, to develop and recommend a strategy.

3.5. The development of the strategy required the consultants to:-

• confirm constraints and opportunities,

• develop strategy options,

• update data by questionnaires, demand surveys & traffic counts,

• update Alloa Town Centre traffic model and use to test differing options,

• undertake stakeholder consultations, and

• prepare a report to Council on their findings and recommendations.

3.6 Jacobs have recommended a phased implementation of their proposed strategy. Phase 1 includes :-

• Review Traffic Regulation Orders and ensure that all signs and road markings are current and in suitable condition.

• Redistribute, reduce or restrict taxi lay-bys and loading bays to provide additional on-street parking provision.

• Reduce parking demand through the implementation of sustainable travel initiatives.

104

• Provide 160 - 200 free parking spaces in a new car park at Marshill. (The cost of surfacing the site to provide the additional spaces is estimated to cost some £65,000).

• Continue to monitor parking habits on-street and in the car parks.

It should be noted that while Phase 1 may be effective in the short term, the continued growth in demand will have to be monitored closely to ensure that further phases can be implemented if, and when, they become necessary. Failure to do so could lead to an adverse impact on town centre businesses due to congestion and lack of availability of suitable parking.

3.7 The consultants have recommended that Phase 2 should include:-

• Implementation of a Travel Plan to reduce parking demand if Council services are centralised in Kilncraigs.

• Extending charging for on-street parking.

• Charging for longer stays in car parks.

• Considering the need for further free parking adjacent to the Leisure Bowl.

• Extending existing residents parking scheme.

• Considering charging for Alloa Station car park users.

4.0 Sustainability Implications

4.1. The continuation of unregulated car parking in Alloa town centre is not considered to be sustainable.

5.0 Resource Implications

5.1. Financial Details

5.2. The full financial implications of the recommendations are set out in the report. Yes

5.3. Finance have been consulted and have agreed the financial implications as set out in the report. Yes

5.4. Staffing

Staffing implications have still to be assessed

6.0 Exempt Reports

6.1. Is this report exempt? Yes (please detail the reasons for exemption below) No

105

7.0 Declarations The recommendations contained within this report support or implement our Corporate Priorities and Council Policies.

(1) Our Priorities 2008 - 2011 (Please double click on the check box )

The area has a positive image and attracts people and businesses Our communities are more cohesive and inclusive People are better skilled, trained and ready for learning and employment Our communities are safer Vulnerable people and families are supported Substance misuse and its effects are reduced Health is improving and health inequalities are reducing The environment is protected and enhanced for all The Council is effective, efficient and recognised for excellence

(2) Council Policies (Please detail)

8.0 Equalities Impact

8.1 Have you undertaken the required equalities impact assessment to ensure that no groups are adversely affected by the recommendations? Yes No

9.0 Legality

9.1 It has been confirmed that in adopting the recommendations contained in this report, the Council is acting within its legal powers. Yes

10.0 Appendices

10.1 Alloa Town Centre Car Parking Strategy, Final Report, October 2011

11.0 Background Papers

11.1 Have you used other documents to compile your report? (All documents must be kept available by the author for public inspection for four years from the date of meeting at which the report is considered)

Yes (please list the documents below) No

106

Author(s)

NAME DESIGNATION TEL NO / EXTENSION

Mac West Roads & Transportation Mgr

2624

Approved by

NAME DESIGNATION SIGNATURE

John Gillespie Head of Community & Regulatory Services

Garry Dallas Director of Services to Communities

107

108

Alloa Town Centre Parking Strategy Final Report October 2011

109

110

Contents

1 Introduction 1 1.1 Study Scope 1 1.2 Background 1 1.3 Strategy Development 2

2 Existing Town Centre Parking 3 2.1 Overview 3 2.2 Current Provision 3 2.3 Travel Demand 5 2.4 Overview of Current Parking Demand 6 2.5 Parking Enforcement 8 2.6 Overview of Future Parking Demand 9

3 Stakeholder Consultation 11 3.1 Stakeholder Workshops 11 3.2 Additional Stakeholder Meetings 11

4 Policy Context 14 4.1 Established Policy Directives 14

5 Strategy Objectives 15 5.1 Introduction 15 5.2 Setting the Strategic Objectives 15 5.3 Setting the Operational Objectives 15

6 Component Generation and Sifting 16 6.1 Overview 16 6.2 Initial Components Appraisal 16

7 Strategy Development 21 7.1 Component Appraisal Outcome 21 7.2 Strategy Formulation 21

8 Initial Strategy Appraisal 23 8.1 Initial Appraisal of Strategies 23 8.2 Financial Analysis 30

9 Detailed Strategy Appraisal 34 9.1 Key Aspects of Initial Appraisal 34 9.2 Detailed Appraisal 34 9.3 Strategy 2 – Appraisal Summary 34 9.4 Strategy 3 – Appraisal Summary 35 9.5 Strategy 8 – Appraisal Summary 35 9.6 Strategy 9 – Appraisal Summary 35

111

9.7 Strategy 10 – Appraisal Summary 36 9.8 Key Aspects of Detailed Appraisal 36

10 Conclusions and Recommendations 38 10.1 Introduction 38 10.2 Parking Strategy Phase 1 38 10.3 Monitoring Programme 39 10.4 Travel Planning Initiatives 39 10.5 Parking Strategy Phase 2 39

Appendix A List of Stakeholders 41

Appendix B Detailed Strategy Appraisal Tables 43

112

1

1 Introduction

1.1 Study Scope

Recent years have seen an increase in economic activity in Alloa, with a consequential increase in the movement of people and goods. This inevitably places additional pressure on parking at particular locations within the Town Centre. In addition to the movements to and from the historic retail centre, the levels of demand have increased due to attractiveness of major food retail stores (Tesco, Asda, ALDI and LIDL) and the attractiveness of the new rail halt (opened in 2008). Further growth resulting from the opening of the new Forth Valley College Campus (Phase One in 2011) and the potential relocation of Council employees to the Kilncraigs offices (in 2012), will increase pressure on parking provision. As a result of the above, the Council wish to develop a comprehensive parking strategy to cater effectively for the demand, in a manner that supports and promotes the economic viability of the Town Centre. The key tasks to be undertaken to develop the parking strategy are: • Review existing information and undertake benchmarking review of

comparable towns; • Undertake comprehensive data collection programme; • Develop alternative strategy options; • Assess the benefits of the alternative strategies; • Develop preferred strategy and implementation plan; • Prepare a technical report on the findings; • Provide input to appropriate Council Committee reports and presentations;

and • Manage the stakeholder engagement programme throughout the study. This report presents details of the surveys undertaken and the development of the various options. 1.2 Background

Alloa is located approximately 13km east of Stirling on the north bank of the Firth of Forth, and has a population of approximately 19,0001. No trunk roads pass through the town, with the A907 providing the link between the town and the Central Scotland trunk road network (M9, M80, M876). The rail halt provides regular links to Glasgow Queen Street and Edinburgh Waverley (via Stirling). The Town Centre includes a variety of retail establishments including banks, local food shops, hairdressers, licensed facilities, entertainment and leisure facilities and places of historic interest. In addition, a number of major food retail stores are located within the town.

1 2001 Census

113

2

The availability of free parking and accessible road connections to other towns and villages within Clackmannanshire promotes the use of car-based travel to the Town Centre for work, health and education purposes. 1.3 Strategy Development

A revised Local Transport Strategy 2010-2014 (currently available for consultation), contains the Council’s transport vision: “Facilitate the free movement of people and goods within Clackmannanshire by a choice of modes that are safe, accessible and well integrated. Through the development of the transport network in a sustainable manner to meet the needs of all, Clackmannanshire can become an attractive vibrant community encouraging economic prosperity whilst improving health and protecting the environment.” In order to achieve this vision, the Council is being proactive in developing a comprehensive parking strategy and implementation plan for Alloa Town Centre that safeguards the viability of the Town Centre for all users, complements the development plans within the town and addresses the needs of the various stakeholders and wider community. In order to assist in the development of the parking strategy, sub-objectives have been refined following early engagement with Council officials and stakeholders and assessment of problems and issues resulting from the data collection. These cover the following: • The strategy must recognise the needs of the various users of parking

facilities within the town; • The strategy should aim to encourage sustainable travel within and to the

town; • The strategy should be consistent with current national, regional and local

policies; • The strategy is to be at least revenue neutral; and • The strategy should be capable of being implemented and be fully

operational by Summer 2012.

114

3

2 Existing Town Centre Parking

2.1 Overview

This section of the report outlines the existing parking provision within the Town Centre, including loading, disabled and residential bays. It provides information on the existing levels of enforcement and results from the usage and questionnaire surveys. Full details of these are contained in the Survey Report2, dated September 2011. Figure 2-1 shows the location of the off-street car parks within the Town Centre.

Figure 2-1 Overview of Location of Off-Street Parking in Alloa Town Centre

2.2 Current Provision

The current public parking provision within the Town Centre consists of a mixture of on-street parking bays and off-street car parks. All car parking within the Town Centre is free, with the exception of a small number of Pay & Display on-street parking bays on the High Street. In addition to public parking provision, the Town Centre contains a number of large supermarkets, three of which provide free parking for customers. A full inventory of parking provision, within Alloa, is included in Tables 2-1 to 2-5.

2 Alloa Town Centre Parking Strategy – Survey Report (Jacobs, September 2011)

115

4

Table 2-1 Public Off-Street Parking Provision

Car Park Parking Bays Disabled Bays Taxi Bays Total Candleriggs 87 3 0 90 Greenside Street 198 9 1 208 Mill Road 62 3 0 65 King Street (east) 109 11 0 120 King Street (west) 122 3 0 125 Railway Station 56 3 4 63 St Mungo's Place 12 0 0 12 East Vennel 31 0 0 31 Total 677 32 5 714

Table 2-2 Council Office Car Parking Provision

Location Parking Bay Disabled Parking Visitor Car Share Total Lime Tree House 132 4 0 0 136 Kilncraigs 100 7 5 5 117 Greenfield3 97 5 0 0 102 Total 329 16 5 5 355

Table 2-3 Privately Owned Off-Street Parking Provision3

Car Park Parking Bays Disabled Bays Taxi Bays Total Advocacy Place 12 0 0 12 TSB Bank 23 0 0 23 Library 8 0 0 8 Job Centre 30 0 0 30 Burgh Mews South 6 0 0 6 Burgh Mew North 20 0 0 20 Bank of Scotland 16 0 0 16 The Leisure Bowl 112 3 0 115 Clackmannan Hospital 224 15 0 239 ALDI 83 5 2 90 Asda 242 13 12 267 Morrison/Focus 590 25 14 629 Tesco 447 22 17 486 Rear of Argos 10 0 0 10 Opposite Old Brewery 6 0 0 6 Total 1829 83 45 1957

3 Supplied by Clackmannanshire Council

116

5

Table 2-4 On-Street Parking Provision

Location Parking Bay

Disabled Parking

Resident Parking

Loading Bay

Taxi Bay Total

Bank Street (to Church Street) 17 0 0 0 0 17 Drysdale Street 18 5 5 3 6 37 High Street 4 3 0 2 0 9 Mar Street 10 5 4 2 5 26 Mill Road (o/s) Argos 32 3 0 2 0 37 Mill Street 17 2 0 4 6 29 Primrose Street 18 3 4 2 0 27 Shillinghill 5 2 0 2 0 9 Broad Street 46 0 0 0 0 46 The Walk 43 0 0 0 0 43 Total 210 23 13 17 17 280

Table 2-5 Other Parking within Alloa

Location Parking Bay Disabled Parking Bus Bay Total Whins 171 8 6 185 Town Hall 20 0 0 20 Carsebridge 137 18 0 155 Total 328 26 6 360

As indicated by Tables 2-1 to 2-5, the majority of general parking spaces in the vicinity of the Town Centre are located in the public off-street car parks with 76% of all general spaces in the Town Centre. There are a total of 210 on-street general parking spaces throughout the Town Centre, of which only four are charged on a Pay & Display basis. The privately owned car parks, which the Council have no control over, make up a large proportion of spaces within Alloa (1829, or 52%). It should be noted that the majority of privately owned parking spaces in the Town Centre are owned by large supermarket chains. Asda currently operate a policy of limiting parking to three hours. Tesco, which has the largest private parking area in the town, does not currently operate this system; however, it is policy at other Tesco stores in the Central Scotland area. In addition to general parking spaces, a large proportion of kerbside provision within the Town Centre is attributed to disabled, residents and loading bays. Within the main commercial streets, a significant proportion of on-street spaces are assigned to loading bays. The restrictions in place vary from street to street, however; generally parking is prohibited in loading bays during working hours from Monday to Friday or Monday to Saturday. On-site observations indicate that a number of vehicles park in the loading bays during prohibited times. 2.3 Travel Demand

Alloa Town Centre is the main service centre for the Clackmannanshire area, providing a wide range of services including the recently opened railway station (2008), a number of large supermarkets, Clackmannanshire Council offices and the local football team. In addition, Forth Valley College are in the process of relocating its campus to Alloa, which will attract trips to the Town Centre.

117

6

2.3.1 Travel by Car

The majority of travel into Alloa Town Centre is undertaken by private car. There is a large amount of free parking in and around the Town Centre, contributing to the high proportion of private car use. This is likely to increase with the opening of the new Forth Valley College campus (September 2011) and potential relocation of Council staff to the Kilncraigs site (2012). 2.3.2 Travel by Bus

The Town Centre bus stops are located on Shillinghill, between Drysdale Street and Shillinghill Roundabout. This acts as a bus interchange with five services an hour to Stirling, travelling via the surrounding Clackmannanshire towns such as Tullibody, Tillicoultry and Alva. There are two health service buses that run every hour, between Forth Valley Royal Hospital and Alva, and Forth Valley Royal Hospital and Dollar. In addition, there is a half hourly service between Stirling and Falkirk that services Alloa. Travelling further afield requires a change of service at Stirling. 2.3.3 Travel by Train

The Town Centre is served by the rail station, providing a direct service to Glasgow Queen Street once an hour and also provides one direct service to Edinburgh in the AM peak and one direct service from Edinburgh in the PM peak. All other trips require change in Stirling. The car park at the rail station provides free parking for approximately 60 vehicles; however, demand for parking regularly exceeds capacity, with vehicles often parked on footways. There is additional parking in the public car park opposite the station at King Street car park. This car park is well used, but does not operate at capacity and currently accommodates the overflow from the railway station car park. 2.3.4 Walking

Alloa Town Centre is located in close proximity to a number of residential areas; therefore the Town Centre is easily accessible on foot. Approximately 9% of those who visited the Town Centre on the surveyed days did so on foot. Increasing the number of people walking into the Town Centre will help to reduce the anticipated increase in parking demand. 2.3.5 Cycling

The Council have recently invested in cycling provision within in the town and would like to provide improved cycle storage at the train station and Council offices. Despite this, only 1% of those surveyed cycled into the Town Centre. Similarly to walking, increasing the number of people cycling into the Town Centre would help to mitigate the forecast increase in parking demand within the Town Centre. 2.4 Overview of Current Parking Demand

Parking surveys were undertaken on Saturday 28th May 2011 and Wednesday 1st June 2011, covering both on and off-street parking locations identified in Alloa. Demand varies between on-street and off-street, for weekdays and weekends. Over the course of a day, on-street demand is similar between weekday and weekend; however, off-street demand on a weekday is approximately 20% higher than at the weekend. The greatest difference occurs at the King Street car parks, which would indicate that a large proportion of weekday users can be attributed to long stay

118

7

parking for commuters, possibly overspill from the rail station car park. Aside from Mill Road, which has a significant amount of construction related traffic for the new Forth Valley College, King Street car parks have the highest proportion of long stay parkers, with a third of parking in King Street West being for more than 4 hours. Parking within the Town Centre is not currently operating over capacity; however, there are occasions when the demand for both on and off-street parking facilities is approaching operational capacity4. A significant level of illegal parking occurs on-street within the Town Centre, therefore if these vehicles were to park legally, either on or off-street, this would result in greater demands being placed on the available capacities at peak periods. 2.4.1 Survey Analysis - Parking

Parking surveys were carried out on Wednesday 1st of June and Saturday 28th May 2011. Analysis of the parking surveys indicates that the majority of those parking on-street do so for less than 30 minutes (Figure 2-2). High Street and Mar Street are currently operating close to capacity between 0900hrs and 1330hrs. These two streets are close to the main amenities within the Town Centre and are therefore among the most popular streets to park. In addition, they have the least amount of general parking spaces of the six surveyed streets, resulting in capacity issues.

On-Street Total Weekday Parking Duration

85%

7%

8%0 - 30mins

30mins - 1hour

1hour - 9 hours

Figure 2-2 On-Street Total Weekday Parking Duration

Off-street parking is commonly occupied for up to 90 minutes; however, there are a small percentage of users that park for much longer durations. Mill Road car park is currently used by construction workers from the Forth Valley College and is currently operating close to capacity for the majority of the day. Following completion of construction, it is anticipated that the construction workers will be replaced by those

4 Operational Capacity is defined as above 80% of the spaces occupied

119

8

attending the College. Illegal parking is much less common in the off-street parking facilities with only a small percentage doing so. In addition to this, the other four car parks surveyed are operating at above 75% capacity between 0930hrs and 1530hrs during the week, with Candleriggs being particular busy between 1000hrs and 1200hrs. At the weekend, Greenside Street car park is predominantly 75% - 90% occupied between 0830hrs and 1530hrs and Candleriggs car park is above 90% full between 1000hrs and 1430hrs. Site observations indicated that the private car parks at Asda and Tesco are less than 50% full during a weekday. A more detailed analysis of parking within Alloa is contained in the Survey Report submitted to Clackmannanshire Council in September 2011. 2.4.2 Survey Analysis - Questionnaire

Interview surveys were carried out on Tuesday 24th May and Saturday 4th June 2011. A total of 319 people were interviewed during the weekday survey and 219 during the weekend survey. Analysis of the weekday questionnaire surveys indicates that 82% of visitors to the Town Centre do so on a daily basis, with 78% of those surveyed travelling to the Town Centre by private car. The car parks at King Street were the most popular off-street location to park, with 41% of those surveyed parking at this location. Mill Road was found to be the most popular on-street location, with 27% of visitors parking at this location. The interviews indicate that the majority of people park for less than one hour on a weekday, which is also apparent from the parking survey analysis. The majority of those surveyed were visiting Alloa to shop (38%), with 23% visiting food retail shops. Approximately 70% of those surveyed felt it was very easy to find a parking space within Alloa on the day of the survey, and around 50% said that the introduction of parking charges would affect their decision to visit the Town Centre, 43% of which stated that they would go elsewhere, with Stirling stated as the most likely destination. If parking charges where introduced the majority would like to see the money raised spent on upgrading the facilities within the Town Centre. Similar responses were given during the weekend questionnaire, with one exception, the most popular on-street weekend parking location, is Mar Street. Restrictions placed on the loading bays in Mar Street are Monday to Friday, resulting in four additional parking spaces at the weekend. The additional availability of spaces and its close proximity to the shopping area may account for the increase in demand at the weekend. The Survey Report5 contains more detailed analysis. 2.5 Parking Enforcement

There are a number of parking restrictions in place within the Town Centre; with on-street parking subject to a time limit. In addition there are a number of restricted parking bays for disabled parking, resident parking and loading, and prohibited areas, designated with double yellow lines. Off-street car parks also contain disabled parking bays. Parking violations are frequently observed within the Town Centre. Illegal use of disabled bays and loading bays are among the most common offences, along with

5 Alloa Town Centre Parking Strategy – Survey Report (Jacobs, September 2011)

120

9

users not paying to park on the High Street. In addition to this, parking on double yellow lines frequently occurs in the Town Centre. Although traffic wardens are in place to enforce parking restrictions within the town, consultation with stakeholders indicated that locals are aware of the routes/shifts being operated by the wardens, and therefore take advantage of this by parking illegally outwith these times. Traffic wardens are currently only responsible for enforcement of on-street parking, however, it should be noted that there is very little illegal parking in the off-street car parks 2.6 Overview of Future Parking Demand

There are a number of developments within Alloa Town Centre that will affect the future parking demand, most notably Forth Valley College and the potential centralisation of Council services to the Kilncraigs site. The following are also proposed developments within the Town Centre area: • The Co-operative building is scheduled to become retail units with residential

units above (progress currently stalled due to economic climate); • The library and community facilities will be located within the Speirs Centre; • The current library building will house multiple dental practices; and • The Marshill site is planned as a mixed housing and business site in the

medium to long term. Each of the developments will increase the demand for parking within the Town Centre and therefore likely to impact on the residential streets that are in close proximity to the Town Centre if parking is not managed appropriately. Phase One of the Forth Valley College opened in September 2011. When fully operational the College will provide educational facilities for 774 students and 72 staff. The students will be a mixture of part-time, full-time and evening students. In line with current parking standards, the College has parking facilities for 60 students and eight members of staff6. An additional 12 disabled spaces have been provided. As a result of the limited parking on the Forth Valley College site, it is realistic to anticipate that the demand for parking in the Town Centre car parks and surrounding streets will increase. The proposal to concentrate Council services at the Kilncraigs site will also lead to an increase in parking demand in the Town Centre. There are currently approximately 100 parking spaces in the Kilncraigs car park, and these are normally occupied for most of the day. It is likely that some additional parking space will be provided at Kilncraigs in the future to cater for the increased staff numbers. In addition, the Council is in the process of developing a Travel Plan for all employees to encourage use of sustainable transport and manage the demand for private cars travelling to Kilncraigs. Nonetheless, there is likely to be an impact on public car parks if all employees relocate to Kilncraigs. The Council is actively looking at ways to provide additional parking. In the short to medium term, the Marshill site is being considered for long stay parking, providing 160 – 200 spaces. Following the development of Marshill, parking provision is likely to be available for the next few years, with the exact timescales being dependant on the future development potential and economic climate. In addition, there is a

6 Proposed FVC Campus Relocation, Alloa, Clackmannanshire, Transport Assessment, July 2009, SIAS

121

10

possibility to extend the car park at the Leisure Bowl, located close to the train station. This would provide free long stay parking for over 100 vehicles.

122

11

3 Stakeholder Consultation

A range of stakeholders were given the opportunity to express their views on the Town Centre parking issues during stakeholder consultation. This process gave Jacobs a comprehensive understanding of the parking issues within Alloa Town Centre and allowed the stakeholders to express their views on the opportunities that exist for managing demand in the future. 3.1 Stakeholder Workshops

Clackmannanshire Council and Jacobs hosted a workshop event at the Kilncraigs offices on the afternoon of Thursday 2nd June 2011. Representatives from the wider Alloa community were invited to listen to a presentation and provide feedback on the key parking issues within the town and what solutions they thought should be considered. The stakeholders included representatives of three Community Councils from the Clackmannanshire area. A full list of those invited to each workshop is included in Appendix A. 3.2 Additional Stakeholder Meetings

In addition to the stakeholder workshop, one to one meetings were organised with Alloa Town Centre Business Improvement District (BID) on Monday 1st August 2011 and Clackmannanshire Business on Wednesday 3rd August 2011. This gave key stakeholders an opportunity to express their opinions on parking issues within the Town Centre. These two organisations represent a significant number of commercial businesses within Alloa and the surrounding area. One of the key stakeholders within the area is Central Scotland Police. A meeting was held with the police, including the traffic wardens who currently enforce parking within the Town Centre. This meeting provided important information regarding the difficulties faced in enforcing the existing on-street parking restrictions. 3.2.1 Issues and Opportunities

During consultation with stakeholders a number of issues were raised that fed into the setting of specific objectives. These are: • A lack of enforcement; • Difficulties faced by enforcement officials; • Not enough parent and child spaces; • A lack of parking spaces, particularly disabled parking spaces, on a

Thursday due to the Greenside Street car park market; • Excessive provision for taxis; and • All day loading bays not optimising the kerbside parking space.

123

12

Enforcement Issues Enforcement is a key part of the success of any parking strategy. There is currently a lack of enforcement within Alloa, which has resulted in a significant amount of illegal parking. Restrictions within the Town Centre apply to on-street parking, with unrestricted parking in the car parks. The on-street parking is controlled by marking the kerbside space for specific users, with double yellow lines prohibiting parking elsewhere. The available kerbside parking space is divided into resident bays, disabled bays, loading bays, taxi ranks, and parking bays. There are varying time limits applied to these parking bays of between 20 minutes and 2 hours. All of the parking spaces within the Town Centre are free of charge with the exception of Pay & Display parking on High Street. The lack of enforcement can often result in illegal use of resident, disabled and loading bays, as well as parking on double yellow lines. Within the Pay & Display area of the town, drivers rarely pay to park and often stay longer than the 20 minute time limit. Deliveries, buses and taxis, residents and disabled drivers are seen as essential users of the Town Centre and are an important contributor to the local economy. Illegal parking can reduce parking opportunities available to these user groups which may result in them visiting an alternative destination, such as Stirling. Consultation with traffic wardens, currently operating within the Town Centre, identified issues relating to difficulties in enforcing the current parking restrictions. The wardens raised issue with Traffic Regulation Orders (TRO) in place at a number of locations, highlighting that enforcing at these locations may not be possible under the existing orders. This hinders their ability to enforce perceived illegal parking and it is considered to confuse parkers due to inconsistencies between signing and enforcement. Insufficient Provision of Parent and Child Spaces One user group that is not considered within the Town Centre are parents with young children. There are no on or off-street parking spaces dedicated to this user group, making it difficult for parents to get young children in and out of their vehicles. This may be a contributory factor in the misuse of disabled bays to allow easier access for parents with young children. Greenside Street Car Park Market Each Thursday a market is held in the Town Centre. The market is currently located in a section of Greenside Street and Candleriggs car parks. It is estimated that approximately 50 spaces are occupied by the market in Greenside Street car park and 17 in Candleriggs, resulting in a reduced capacity. This leads to more demand for spaces elsewhere in the Town Centre, resulting in it being more difficult to find a convenient parking space.

124

13

Provision for Taxis There are a number of taxi ranks within the Town Centre, with space for approximately 17 taxis spread across Drysdale Street, Mar Street and Mill Street. These streets are located in the centre of the town, close to the local amenities. A number of stakeholders raised concerns over the high number of taxi spaces, reducing potential parking opportunities in the Town Centre. Loading Bay Provision Within the Town Centre, large sections of on-street space are assigned to loading bays. Currently the bays are restricted to loading for weekday working hours. Stakeholder consultation raised the issue of loading bays reducing the available on-street space which could be used for general parking. Disabled Parking Provision It is important that there is sufficient provision within the Town Centre for disabled drivers. This includes disabled parking bays and dropped kerbs close to shops and crossings within the retail centre and in the surrounding car parks.

125

14

4 Policy Context

4.1 Established Policy Directives

A review of national, regional and local strategy and guidance documents has been undertaken to comply with current transport policy. The main documents that were consulted during this study are listed below: National: • Scotland’s National Transport Strategy; • National Planning Framework for Scotland 2; • The Government Economic Strategy; • Scottish Planning Policy 17 (Planning for Transport); • Strategic Transport Projects Review; and; • Scottish Transport Appraisal Guidance (STAG). Regional: • Clackmannanshire and Stirling Structure Plan. Local: • Clackmannanshire Council’s Local Transport Policy; and • Clackmannanshire Council’s Local Plan. Reviewing the various policy documents assisted in the identification of objectives for the parking strategy. In keeping with the various policy documents, the overall aim identified was to ensure the economic viability of the Town Centre while promoting the use of sustainable transport, and limiting the impact of private car usage. In line with the STAG appraisal process, the development of the overall parking strategy takes the form of identification and sifting of parking strategy components and the appraisal of the overall parking strategies. The strategy appraisal process is based on the methodology used in the Strategic Transport Projects Review (STPR), to identify the preferred strategy to be taken forward. This approach is compliant with the Scottish Transport Appraisal Guidance.

126

15

5 Strategy Objectives

5.1 Introduction

An overall strategic objective has been developed based on an understanding of the existing and potential future parking issues within Alloa Town Centre. This objective is in keeping with existing local, regional and national policies and is intended to reflect the high-level approach to parking strategies as opposed to the more detailed operational objectives 5.2 Setting the Strategic Objectives

The strategic objective relevant to the parking strategy for Alloa Town Centre is in line with the aspirations of the Council to ensure the viability of the Town Centre. The objective is “to develop a comprehensive parking strategy for the town to cater effectively for the demand, in a manner that supports and promotes the economic viability of the town”. 5.3 Setting the Operational Objectives

Operational objectives have been developed to meet requirements of appraisal and post-implementation option evaluation. The operational objectives reflect the need to minimise the effect of future parking issues on businesses, visitors and residents of Alloa, and address the current and future issues within Alloa Town Centre. In considering these key issues, the following operational objectives have been developed: • To ensure adequate enforcement of on and off-street parking and loading

restrictions which balance the needs of users with the financial constraints of Clackmannanshire Council;

• To ensure parking is accessible by all user groups and distributed effectively; • To ensure adequate supply in the future of loading and parking for all users

of the Town Centre including the disabled, elderly, residents, commuters and businesses is not significantly affected by future developments;

• To ensure that residents on the periphery of the Town Centre are not significantly impacted by any proposed Parking Strategy; and

• To encourage sustainable travel including car share schemes and green travel plans.

127

16

6 Component Generation and Sifting

6.1 Overview

This section of the report details the development of the components and provides the basis for the initial sifting process against the operational objectives. A number of strategy components have been developed, taking into account the issues identified through data collection, consultation with the stakeholders, and the development of the operational objectives. The components also recognise the need to cater for future demand. 6.2 Initial Components Appraisal

The components have been appraised against the operational objectives using a seven point scale. In addition to appraisal against the objectives, they have been appraised against the constraints that have been identified through consultation with the stakeholders and the Council. The seven point scale is: • Major Benefit (+++) • Moderate Benefit (++) • Minor Benefit (+) • No benefit or Impact (•) • Minor Negative (-) • Moderate Negative (--) • Major Negative (---) A summary of the appraisal is shown in Table 6-1.

128

17

Table 6-1 Summary of the Option Appraisal

Constraints

Parking Demand Area Component

To ensure adequate enforcement of on and off-street parking and loading restrictions

which balance the needs of users with the financial

constraints of Clackmannanshire Council

To ensure parking is

accessible by all user groups and

distributed effectively

To ensure loading and parking for all users of

the Town Centre including the disabled,

elderly, residents, commuters and

businesses is not significantly affected by

future development

To ensure that residents on the periphery of the Town Centre are not significantly impacted by a

proposed Parking Strategy

To encourage sustainable travel

including car share scheme, green

travel plans etc.

Cou

ncil

budg

et

Pla

nnin

g C

onst

rain

ts

Trip

Mig

ratio

n

Pub

lic A

ccep

tabi

lity

Impa

ct o

n R

esid

entia

l S

tree

ts

Comments

1: Review Traffic Regulation Orders to ensure increased enforcement

++ + • • • ++ • • + •

This option would enable effective enforcement of existing parking restrictions therefore should be acceptable to public and with increased revenue from parking fines would help to balance the financial constraints of the Council.

2: On-Street - Short Stay - Free - Longer Stay - Free - Time restrictions - Existing enforcement

levels

-- -- -- -- --- • • - ++ --

The Do Nothing scenario is not sustainable in light of future development within the town.

3: On-Street - Short Stay - Free - Longer Stay - Free - Time restrictions - Increased Enforcement

+ + + + + - • • ++ +

Would assist in improving existing and future issues, however, Council budget constraints likely to inhibit success of implementation. If Component 1 is taken forward and successfully implemented this would effectively be in place.

4: On-Street - Short Stay - Free - Longer Stay - Charged - Increased Enforcement

++ ++ ++ - + • • - • -

Would encourage high turnover of on-street parking. Would require regular enforcement.

On-

Stre

et P

arki

ng M

anag

emen

t (C

ore

Ele

men

ts)

5: On-Street - Short Stay - Charged - Longer Stay - Charged - Increased Enforcement + - ++ -- ++ ++ • -- --- ---

Would reduce long stay parking on-street, however, likely to impact on businesses within Town Centre. Would require regular enforcement.

129

18

Constraints












future development





travel plans etc.

Cou

ncil

budg

et

Pla

nnin

g C

onst

rain

ts

Trip

Mig

ratio

n

Pub

lic A

ccep

tabi

lity

Impa

ct o

n R

esid

entia

l S

tree

ts

Comments

6: On-Street - Short Stay - Charged - Time Restrictions - Increased Enforcement

+

-

++

--

++

++

•

--

---

---

Would reduce long stay parking on-street, however, likely to impact on businesses within Town Centre. Would require regular enforcement.

7: Off-Street - Short Stay - Free - Longer Stay - Free - No Time restrictions

-- + - ++ -- • • ++ ++ --

Would encourage long stay parking off-street, however, does not ensure viability of Town Centre if car parks exceed capacity and discourage visitors to Town Centre.

8: Off-Street - Short Stay - Free - Longer Stay - Free - Time restrictions - Increased Enforcement

+ + + + + + • - • -

Would impact on commuters/shop workers parking all day.

9: Off-Street - Short Stay - Free - Longer Stay - Charged - Increased Enforcement

+ • ++ - + ++ • -- - -

Would impact on commuters/shop workers parking all day. May lead to trip migration.

Off-

Stre

et P

arki

ng M

anag

emen

t (C

ore

Ele

men

ts)

10: Off-Street - Short Stay - Charged - Longer Stay - Charged - Increased Enforcement

+ - ++ -- + ++ • -- - -

Would impact on commuters/shop workers parking all day. May lead to trip migration.

On-

Stre

et

Par

king

M

anag

emen

t (S

uppl

emen

tary

M

easu

res)

11: Redistribute/reduce or restrict Taxi lay-bys to provide additional on-street parking provision ++ ++ ++ + - • • + + +

Reducing the number of taxi bays would increase the number of on-street parking spaces. Requires study to determine the necessary level of taxi rank provision.

130

19

Constraints












future development





travel plans etc.

Cou

ncil

budg

et

Pla

nnin

g C

onst

rain

ts

Trip

Mig

ratio

n

Pub

lic A

ccep

tabi

lity

Impa

ct o

n R

esid

entia

l S

tree

ts

Comments

12: Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision

++ ++ ++ + - • • + + +

Reducing the number of loading bays would increase the number of on-street parking spaces. Requires consultation with shop owners to ensure loading availability remains at key times.

13: Extension of Resident Permit Scheme

+ + + ++ • • • ++ ++ ++

Safeguards residential areas against potential parking migration from the Town Centre.

14: Introduction of free or reduced charging system for Alloa Rail Station users.

• • + + ++ • • + + +

Supports use of rail station. Safeguards residential areas against potential parking migration from long stay rail users.

Off-

Stre

et P

arki

ng M

anag

emen

t (S

uppl

emen

tary

M

easu

res)

15: Designated free off-street parking provision for Town Centre staff with permits (enforced)

• ++ ++ + - • • • + +

Reduces likelihood of long stay parking in residential areas and provides suitable parking for key service providers. Differentiating between shop workers and other Town Centre visitors not likely to be acceptable to public. Would be difficult to implement and enforce to prevent abuses.

Par

king

M

anag

emen

t (S

oft

Mea

sure

s)

16: Reduce Parking Demand through the Implementation of Sustainable Travel Initiatives

• +++ +++ • +++ - • • + •

Will improve operation as there will be fewer vehicles. May have difficulty implementing on a wide scale.

131

20

Constraints












future development





travel plans etc.

Cou

ncil

budg

et

Pla

nnin

g C

onst

rain

ts

Trip

Mig

ratio

n

Pub

lic A

ccep

tabi

lity

Impa

ct o

n R

esid

entia

l S

tree

ts

Comments

17: Reduce Parking Demand through the Implementation of a Travel Plan • +++ +++ • +++ - • • + •

Will improve operation as there will be fewer vehicles. May have difficulty implementing on a wide scale.

132

21

7 Strategy Development

7.1 Component Appraisal Outcome

Appraisal of the individual components in Section 6 assisted in the initial development of potential strategies. Although this initial appraisal leads towards the likely components to be included in the strategy, the strategy should consist of a combination of components which complement each other and provide flexible parking provision to cater for all Town Centre visitors. Based on the initial component appraisal and information obtained through stakeholder engagement, during site observations and during the data collection period, it is considered necessary to include the following measures within any proposed strategy: • Review Traffic Regulation Orders to ensure increased enforcement; • Redistribute/reduce or restrict Taxi lay-bys and Loading bays to provide

additional on-street parking provision; • Reduce Parking Demand through the Implementation of Sustainable Travel

Initiatives; • Reduce Parking Demand through the Implementation of a Travel Plan; and • Introduction of free or reduced charging system for Alloa Rail Station users. 7.2 Strategy Formulation

In addition to the measures stated above, and based on the components identified and appraised in the previous section, the following potential strategies for parking management on and off-street within the Town Centre have been identified, and are shown in Table 7-1.

133

22

Table 7-1 Potential Strategies

On-Street Off-Street

Short Stay (0 - 30 Minutes) Medium Stay

(30 Minutes to 4 Hours) Short Stay (0 - 30 Minutes) Long Stay (30 Minutes +) Potential Strategy

Free Charged Free Charged Restricted Free Charged Free Charged Restricted 1 (Base)

2 3 4 5 6 7 8 9

10 11 12

134

23

8 Initial Strategy Appraisal

This section of the report details the next steps in the development of the parking strategy. These include: • Appraisal of Strategies; and • Identification of Strategies to be taken forward for detailed appraisal. 8.1 Initial Appraisal of Strategies

The strategies detailed in Section 7 contain various parking management options, for each aspect of demand within the Town Centre. Each individual component has been considered when developing the potential strategies and appraised against the operational objectives and constraints to identify which strategy is likely to best serve the existing and future demands within Alloa Town Centre. Table 8-1 details the initial appraisal findings and details which strategies should be taken forward for more detailed appraisal.

135

24

Table 8-1 Appraisal of Strategies

Strategy Description

To ensure adequate enforcement of on and off-street parking and loading

restrictions which balance the needs of users with the financial constraints of

Clackmannanshire Council

To ensure parking is accessible by all user

groups and distributed effectively

To ensure loading and parking for all users of the Town Centre

including the disabled, elderly, residents, commuters and

businesses is not significantly affected by future development

To ensure that residents on the periphery of the Town Centre are not significantly impacted

by a proposed Parking Strategy


including car share scheme, green travel

plans etc.

Implementability

Rationale for taking forward/not taking forward to detailed

appraisal

1 (Base Situation)

Core Elements On-Street - Short Stay - Free - Time restrictions Off-Street - Short Stay - Free - Longer Stay - Free - No Time restrictions

• Continued enforcement issues;

• Doesn’t safeguard against future demand;

• No impact on financial constraints of Council.

• Short term accessibility maintained;

• Doesn’t safeguard against future demand;

• No measures to prevent illegal use of disabled, resident and loading bays.

• Doesn’t safeguard against future demand.

• No off-street charging or time restrictions, therefore allows all day parking for commuters;

• Potential impact on residential areas if car parks exceed capacity in future.

• Does not encourage sustainable travel.

• Not applicable. Decision • Reject

Reason • Does not

safeguard future economic viability of Town Centre, due to lack of enforcement.

2

Core Elements On-Street - Short Stay - Free

- Time restrictions - Review and Revise TROs (if required) to enable increased enforcement

Off-Street - Short Stay - Free - Longer Stay - Free - Increased enforcement Supplementary Measures Redistribute/reduce or restrict Taxi lay- bys to provide additional on-street parking provision Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision Extend the resident permit scheme that will safeguard residential areas against migration of long stay parkers

• Helps to control on-street availability;

• Discourages longer stay on-street parking

• Helps to maintain high turnover of on-street parking;

• Minor costs associated with the re-distribution of loading/taxi areas;

• Resident parking permits required to safeguard against parking migration to residential areas, should off-street demand increase beyond capacity.

• Helps to maintain accessibility on-street in the short term;

• Reduce the illegal use of disabled, resident and loading bays;

• Redistribution of on-street areas would provide more parking spaces, thus improving accessibility.

• Helps to safeguard Town Centre loading and parking availability against increased future demand;

• Redistribution of on-street areas would enable more parking spaces to be available.

• Resident parking permits safeguards against parking migration to residential areas should off-street demand increase beyond capacity.

• Does not encourage sustainable travel.

• Requires consultation with shop owners and taxi operators regarding changes to provision.

Decision • Take forward to

detailed appraisal Reason • Enables increased

enforcement to reduce illegal on-street parking.

• Cost implications for the Council, with limited revenue (parking fines only).

136

25














plans etc.

Implementability


appraisal

3

Core Elements On-Street - Short Stay - Free - Time restrictions

- Review and Revise TROs (if required) to enable increased enforcement

Off-Street - Short Stay - Free - Longer Stay - Charged - Increased enforcement Supplementary Measures Redistribute/reduce or restrict Taxi lay- bys to provide additional on-street parking provision Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision Designated free off-street parking provision for Town Centre staff with permits (enforced) Investigate potential for or reduced charging system for Alloa Rail Station users. Include a resident permit scheme that will safeguard residential areas against migration of long stay parkers

• Caters for majority of existing on-street users;

• Discourages longer stay on-street parking;



• Free off-street short stay parking helps to reduce the likelihood of vehicles circling the Town Centre to obtain free short stay spaces.

• Impacts on long-stay off-street parking by commuters and workers;

• Resident parking permits safeguards against parking migration to residential areas;

• The redistribution of loading/taxi spaces provides further available spaces on-street;

• Designated free spaces for Town Centre staff would provide for generally lower paid staff;

• Promote sustainable solutions such as car-share schemes.


• On-street safeguarded against future demand;

• Impact on lower paid user groups;

• Off-street charges would impact on accessibility for commuters/workers that currently park all day;

• Redistribution of on-street areas would create more parking spaces, improving accessibility.

• Will discourage longer stay parking, thus safeguarding against future development demand;

• Redistribution of on-street areas would enable more parking spaces to be available;

• Designated spaces to assist generally lower paid shop workers.


• Parking permits for shop staff would help discourage long stay parkers from moving to residential areas.

• Charging discourages private car usage;

• Limited number of designated free spaces for Town Centre staff would promote sustainable solutions such as car-share schemes.

• Capital costs of introducing charging infrastructure.

• Requires funding to increase enforcement, off-street;

• Requires consultation with shop owners and taxi operators.

Decision • Take Forward to

detailed appraisal Reason • Generates revenue

therefore enforcement costs could be met;

• Safeguards the economic viability of Town Centre;

• Resident parking permits safeguards against parking migration to residential areas.

4

Core Elements On-Street - Short Stay - Free - Time restrictions


Off-Street - Short Stay - Charged - Longer Stay - Charged - Increased enforcement Supplementary Measures Redistribute/reduce or restrict Taxi lay- bys to provide additional on-street parking provision Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision Designated free off-street parking provision for Town Centre staff with permits (enforced) Investigate potential for free or reduced charging system for Alloa Rail Station users. Include a resident permit scheme that will safeguard residential areas against migration of long stay parkers

• Caters for majority of existing on-street users;








• Promote sustainable solutions such as car-share schemes;

• Short stay charged off-street may encourage vehicles circling the Town Centre to obtain free short stay spaces.



• Off-street charges would impact on lower paid user groups;

• Impact on accessibility for commuters/workers that currently park all day;









• Capital costs of introducing charging infrastructure.

• Requires funding to increase enforcement, off-street;


Decision • Reject Reason • Short stay charged

off-street may encourage vehicles circling the Town Centre to obtain free short stay spaces.

• Difficult to enforce shop workers permit scheme.

137

26














plans etc.

Implementability


appraisal

5

Core Elements On-Street - Short Stay - Free - Longer Stay - Charged


Off-Street - Short Stay - Free - Longer Stay - Free - No Time restrictions Supplementary Measures Redistribute/reduce or restrict Taxi lay- bys to provide additional on-street parking provision Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision Include a resident permit scheme that will safeguard residential areas against migration of long stay parkers

• Majority of existing on-street users would be able to park for free;


• Free short stay on-street parking helps to maintain high turnover of on-street parking;


• Migration to off-street car parks to avoid charges;

• Short stay free, off-street helps to reduce the likelihood of vehicles circling the Town Centre to obtain free short stay spaces;

• Investment required for more Pay and Display facilities;

• Increased revenue for Council

• Re-distribution of loading/taxi spaces provides further available spaces on-street;





• Impact on lower paid user groups;

• Free off-street parking would limit the impact on vulnerable user groups;

• Redistribution of on-street areas would enable more parking spaces to be available, thus improving accessibility.


• May impact on vulnerable user groups if tariffs were excessive;

• The provision of free off-street parking with no time restrictions would not safeguard against the increased future demand;

• Redistribution of on-street areas would enable more parking spaces to be available, thus improving availability for all users.

• Permitting long stay parking off-street, therefore promoting use of car parks;


• On-street charging would discourage private car usage;

• No time restrictions off-street and additional free parking provision is likely to counter any benefits.

• Capital costs required for charging infrastructure;

• Requires funding to increase enforcement;


Decision • Reject Reason • Revenue would be

limited due to migration to off-street, therefore enforcement and set up costs unlikely to be met;

• Allowing for longer than 30 minutes on-street parking may negatively impact the availability of short stay spaces.

6



Off-Street - Short Stay - Free - Longer Stay - Charged - Increased enforcement Supplementary Measures Redistribute/reduce or restrict Taxi lay- bys to provide additional on-street parking provision Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision Designated free off-street parking provision for Town Centre staff with permits (enforced) Investigate potential for free or reduced charging system for Alloa Rail Station users. Include a resident permit scheme that will safeguard residential areas against migration of long stay parkers





• Investment required for more Pay and Display facilities and enforcement;

• Increased revenue for Council



• Free off-street short stay parking helps to reduce the likelihood of vehicles circling the Town Centre to obtain free short stay spaces;








• Redistribution of on-street areas would create more parking spaces, improving accessibility


• Designated spaces to assist generally lower paid shop workers;




• Parking permits for shop staff would help discourage long stay parkers from moving to residential areas






Decision • Reject Reason • Allowing for longer

than 30 minutes on-street parking may negatively impact the availability of short stay spaces.

• Charging for short stay off-street parking may encourage vehicles circling the Town Centre to obtain free short stay spaces.


138

27














plans etc.

Implementability


appraisal

7































8

Core Elements On-Street - Short Stay - Charged


Off-Street - Short Stay - Free - Longer Stay - Free - No Time restrictions Supplementary Measures Redistribute/reduce or restrict Taxi lay- bys to provide additional on-street parking provision Redistribute/reduce or restrict Loading bays to provide additional on-street parking provision Include a resident permit scheme that will safeguard residential areas against migration of long stay parkers



• Likely, migration to off-street car parks to avoid charges;

• Investment required for more Pay and Display facilities;

• Increased revenue for Council;



.



• Some impact on lower paid user groups;

• Free off-street parking would limit the impact on vulnerable user groups;




• The provision of free off-street parking with no time restrictions would not safeguard against the increased future demand;

• Redistribution of on-street areas would enable more parking spaces to be available, thus improving availability for all users;

• On-street charging likely to have an impact on businesses relying on passing trade.



• On-street charging would discourage private car usage;

• No time restrictions off-street and additional free parking provision is likely to counter any benefits.


• Requires consultation with shop owners and taxi operators regarding changes to provision;

• Charging for all on-street parking may be met with significant opposition from local businesses.


detailed appraisal Reason • Revenue neutral; • Encourages

turnover of on-street spaces.

139

28














plans etc.

Implementability


appraisal

9













.



• Off-street charges would impact on lower paid user groups;;


















detailed appraisal Reason • Generates

additional revenue for Clackmannanshire Council to invest in increased enforcement;

• Encourages turnover of on-street spaces;

• Safeguards the economic viability of Town Centre.

10































• Charging for all parking may be met with significant opposition from local businesses.


detailed appraisal Reason • Generates

additional revenue for Clackmannanshire Council to invest in increased enforcement;

• Encourages turnover of on-street spaces;

• Safeguards the economic viability of Town Centre.

140

29














plans etc.

Implementability


appraisal

11

Core Elements On-Street - Short Stay - Charged - Longer Stay - Charged



































12

Core Elements On-Street - Short Stay - Charged - Longer Stay - Charged













• Off-street charges would impact on lower paid user groups;;
















• Charging for all parking may be met with significant opposition from local businesses.




141

30

8.2 Financial Analysis

8.2.1 Introduction

A preliminary assessment of the likely costs and revenue associated with each option has been carried out. It should be noted that the purpose of the assessment is to provide an indication of the financial viability of each strategy rather than a detailed cost benefit appraisal. The costs consist of capital costs and annual running costs. The capital costs include the cost of purchasing Pay and Display machines and signs. The annual running costs include maintenance fees, management fees and the cost of off-street parking attendants where appropriate. On-Street enforcement is undertaken by the Police, and as such does not require financial support from the Council. Costs associated with each strategy are shown in Table 8-2 and 8-3. Two separate charging steams have been applied for each strategy, one for on-street and one for off-street. The on-street charges and restrictions are applied Monday to Saturday between 9am and 6pm, and the off-street charges and restrictions, Monday to Friday, between 9am and 6pm. The off-street charges and restrictions have not been applied on a Saturday, as the impact of commuter parking will be less significant at this time. The on-street charges and restrictions have been applied on a Saturday to encourage high turnover of the kerbside space. Table 8-2 contains the likely revenues associated with each strategy for the High Demand scenario, with Table 8-3 detailing the revenues associated with the Low Demand scenario. 8.2.2 Demand Scenarios

The revenue has been assessed taking account of the existing demand, plus the traffic generated by the opening of the Forth Valley College and the centralisation of Council services to Kilncraigs. Two demand scenarios have been assessed. Under the High Demand Scenario current levels of short stay; on-street parking has been reduced by 10% to reflect the reduction in parking demand when charges are introduced. Under the Low Demand scenario a 20% reduction has been applied to short stay on-street parking, a 10% drop to short stay off-street parking and a 20% reduction to medium and long stay off-street parking. 8.2.3 Charging Scenarios

For each strategy four possible charging levels have been assessed, as shown below. On-Street • Option 1 - Free for 0-30 minutes and Time Restrictions thereafter; • Option 2 - 20p for 0-30 minutes and Time Restricted thereafter; • Option 3 - Free 0-30 minutes, 50p for 30-1hr, £1/hr for up to 4hrs; • Option 4 - 20p for 0-30 minutes, 50p for 30-1hr, £1/hr for up to 4hrs. Off-Street • Option 1 – Free Parking; • Option 2 – Free Parking with Time Restrictions; • Option 3 - Free 0-30mins, 50p for 30-1hr, £1 for 1-2hrs, £2 for 2-4hrs, £3 for

>4hrs;

142

31

• Option 4 - 20p for 0-30mins, 50p for 30-1hr, £1 for 1-2hrs, £2 for 2-4hrs, £3 for >4hrs.

143

32

Table 8-2 Parking Strategy - Cost/Revenue High Demand Scenario

Strategy Capital Cost Annual Cost7 Total 10 Year Cost Annual Revenue8 Total 10 Year

Revenue8 Net 10 Year Revenue8

1 £0 £0 £0 £0 £0 £0 2 £0 £09 £0 £0 £0 £0 3 £0 - £50k £200k - £250k9 £1.5m - £2m £500k - £550k £5m - £5.5m £3m - £3.5m 4 £0 - £50k £200k - £250k9 £1.5m - £2m £550k - £600k £5.5m - £6m £3.5m - £4m 5 £50k - £100k £50k - £100k £500k - £1m £50k - £100k £500k - £1m (£0 – £100k) 6 £100k - £150k £250k - £300k9 £2m - £2.5m £550k - £600k £5.5m - £6m £3m - £3.5m 7 £100k - £150k £250k - £300k9 £2m - £2.5m £600k - £650k £6m - £6.5m £3.5m - £4m

8 £50k - £100k £50k - £100k £500k - £1m £50k - £100k £500k - £1m £0 – £500k 9 £100k - £150k £250k - £300k9 £2m - £2.5m £550k - £600k £5.5m - £6m £3.5m - £4m

10 £100k - £150k £250k - £300k9 £2m - £2.5m £600k - £650k £6m - £6.5m £3.5m - £4m

11 £100k - £150k £250k - £300k9 £2m - £2.5m £650k - £700k £6.5m - £7m £3.5m - £4m

12 £100k - £150k £250k - £300k9 £2m - £2.5m £700k - £750k £6.5m - £7m £4m - £4.5m

7 Includes assumption of management fee to parking strategy administrator 8 Excludes Revenue from Parking Fines 9 Excludes any potential cost to Clackmannanshire Council if there is a need to provide additional resources to enforce the parking strategy

144

33

Table 8-3 Parking Strategy - Cost/Revenue Low Demand Scenario

Strategy Capital Cost Annual Cost7 Total 10 Year Cost Annual Revenue8 Total 10 Year

Revenue8 Net 10 Year Revenue8

1 £0 £0 £0 £0 £0 £0 2 £0 £09 £0 £0 £0 £0 3 £0 - £50k £200k - £250k9 £1.5m - £2m £400k - £450k £4m - £4.5m £2m - £2.5m 4 £0 - £50k £200k - £250k9 £1.5m - £2m £450k - £500k £4.5m - £5m £2.5m - £3m 5 £50k - £100k £50k - £100k9 £500k - £1m £0k - £50k £0k - £500k (£100 – £200k) 6 £100k - £150k £250k - £300k9 £2m - £2.5m £450k - £500k £4.5m - £5m £1.5m - £2m 7 £100k - £150k £250k - £300k9 £2m - £2.5m £500k - £550k £5m - £5.5m £2m - £2.5m

8 £50k - £100k £50k - £100k9 £500k - £1m £50k - £100k £500k - £1m (£0 – £100k) 9 £100k - £150k £250k - £300k9 £2m - £2.5m £450k - £500k £4.5m - £5m £2m - £2.5m

10 £100k - £150k £250k - £300k9 £2m - £2.5m £500k - £550k £5m - £5.5m £2.5m - £3m

11 £100k - £150k £250k - £300k9 £2m - £2.5m £500k - £550k £5m - £5.5m £2.5m - £3m

12 £100k - £150k £250k - £300k9 £2m - £2.5m £550k - £600k £5.5m - £6m £2.5m - £3m

145

34

9 Detailed Strategy Appraisal

9.1 Key Aspects of Initial Appraisal

The initial appraisal identified the following key aspects of each strategy, which should be included in the preferred strategy taken forward: • Increased enforcement; • Re-allocation of existing on-street provision; • Manage on-street parking provision to encourage short stay parking (by time

restriction or charging); • Introduce additional off-street parking (if possible); • Manage off-street parking to accommodate shoppers and commuters (by

time restriction or charging). 9.2 Detailed Appraisal

The detailed appraisal of each strategy has been undertake in accordance with the Scottish Transport appraisal Guidance (STAG) Each option has been assessed against each objective and the five standard STAG criteria, using a seven point scale: • Environment; • Safety; • Economy; • Integration; and • Accessibility and Social Inclusion. Based on the key aspects to be included within the preferred strategy, Strategies 2, 3, 8, 9 and 10 have been taken forward to a detailed appraisal. A summary of the issues are outlined below, more detailed appraisal tables are contained in Appendix B. 9.3 Strategy 2 – Appraisal Summary

The strategy would include a review of existing Traffic Regulation Orders. In order to make best use of the on-street capacity, the quantity, regulations and location of taxi ranks, disabled bays and loading bays would be reviewed. This would help to optimise the existing on-street parking provision. All on-street parking within the town centre would be free with and would be limited to a maximum 30 minute stay. Under this strategy the existing car park at Marshill would be extended to provide approximately 160-200 spaces. All off-street car parks would remain free with no time restrictions. This strategy would deliver a more efficient use of the existing on-street spaces and provide some additional off-street spaces for those travelling to the town centre. The only costs associated with this option are those related to providing the car park at Marshill and possible changes to the Traffic Regulation Orders. However this is based on the assumption that the Police continue to provide the necessary resources to enforce the on-street parking regulations.

146

35

9.4 Strategy 3 – Appraisal Summary

Strategy 3 contains many of the same elements as the previous one, with one exception. Under this option off-street car parks within the town centre would provide free short stay parking (up to 30 minutes), however charges would be introduced for longer stays. Parking at Marshill would remain free. As with Strategy 2, this would deliver a more efficient use of the existing on-street spaces and would provide additional off-street spaces. The introduction of charges off-street would provide a mechanism for managing demand and would generate revenue levels exceeding the cost. However, based on current patterns, the majority of those parking either on or off street would continue to do so without incurring parking charges. The level of pricing for long stay off-street parking is critical to ensure it is affordable for shoppers, whilst discouraging commuters. However pricing of long stay parking also carry the risk of long stay parkers migrating from the off-street car parks to residential areas, or privately operated car parks such as Tescos. 9.5 Strategy 8 – Appraisal Summary

The core elements of the strategy would consist of on-street charges for short stay parking with time restrictions of 30 minutes on all streets in the town centre. All off-street car parks would remain free. A similar review of Traffic Regulation Orders and provision of additional off-street spaces to those described under Strategy 1 would be incorporated. An extension of the existing resident permit scheme would also be included, to safeguard against possible migration of long stay parkers from the car parks. This strategy would encourage a high turnover of spaces on-street through charging. However it could result in increased pressure on the off-street car parks as shoppers migrate from the on-street to off-street spaces. As demand for parking overall increases, under this strategy the off-street car parks could be utilised extensively by commuters with a subsequent negative impact on those shopping in the town. The preliminary financial assessments undertaken suggest that the costs and revenue for this strategy would be broadly similar. 9.6 Strategy 9 – Appraisal Summary

A similar review of Traffic Regulation Orders and provision of additional off-street spaces at Marshill to those described under the other strategies would be incorporated. This strategy would involve charging for both on-street and off-street. As with Strategy 9 on-street charges for short stay parking would be introduced with time restrictions of 30 minutes on all streets in the town centre. Parking off-street within the town centre would be free for the first 30 minutes, with charging introduced after this period. Parking at Marshill would remain free. Subject to agreement between the relevant parties, the strategy would also potentially include a system of free or reduced parking charges for train station

147

36

users, so as to continue to promote use of the station. This could include a validation of rail tickets on departing from the station car park. An extension of the existing resident permit scheme would also be included, to safeguard against possible migration of long stay parkers from the car parks This strategy would provide options for those wishing to park for a short period (less than 30 mins), either on-street at a charge or free in the off-street car parks. The introduction of charges off-street would provide a mechanism for managing demand and would generate revenue levels exceeding the cost. The level of pricing is critical to ensure it is affordable for shoppers, whilst discouraging commuters. However pricing of long stay parking also carry the risk of long stay parkers migrating from the off-street car parks to residential areas, or privately operated car parks such as Tescos. This option is forecast to generate revenue well in excess of the costs, based on the charging levels outlined in Section 8. 9.7 Strategy 10 – Appraisal Summary

The final strategy assessed contains a similar review of Traffic Regulation Orders and provision of additional off-street spaces at Marshill (which would not be charged) to those described under the other strategies. The core elements of the strategy involve on-street charges for short stay parking with time restrictions of 30 minutes on all streets in the town centre. Off-street car parks in the town centre would also be charged, with no free period. Subject to agreement between the relevant parties, the strategy would also potentially include a system of free or reduced parking charges for train station users, so as to continue to promote use of the station. This could include a validation of rail tickets on departing from the station car park. An extension of the existing resident permit scheme would also be included, to safeguard against possible migration of long stay parkers from the car parks This strategy would provide the most comprehensive management of demand for town centre parking. However by not providing any free parking it also carries the greatest risk for businesses if shoppers decide to go elsewhere. This strategy is therefore appropriate only if the demand for parking in the town centre exceeds the available capacity. 9.8 Key Aspects of Detailed Appraisal

Each of the five strategies included in the detailed appraisal meet the strategic objectives identified as critical to any preferred parking strategy. Table 9-1 contains a summary of the key appraisal outcomes and identifies the most suitable strategy to be implemented.

148

37

Table 9-1 Appraisal Summary Table

Strategy Description Key Rationale for Selection / Rejection

2 On-Street: Short Stay: Free Medium Stay: Time Restricted Off-Street: Short Stay: Free Long Stay: Free

• Enables improved enforcement • Maximises free short stay parking provision • Revenue neutral • But dependant on increased enforcement levels

3 On-Street: Short Stay: Free Medium Stay: Time Restricted Off-Street: Short Stay: Free Long Stay: Charged

• Maximises free short stay parking provision • Discourages long stay parking • Promotes modal shift • Would provide a revenue surplus • But may impact on residential parking

8 On-Street: Short Stay: Charged Medium Stay: Time Restricted Off-Street: Short Stay: Free Long Stay: Free

• Maintains a degree of free short stay parking (off-street only) • Lack of charges/restrictions off-street does not safeguard the

town centre from forecast increased demand • But unlikely to generate significant revenue greater than

costs

9 On-Street: Short Stay: Charged Medium Stay: Time Restricted Off-Street: Short Stay: Free Long Stay: Charged

• Maintains a degree of free short stay parking • Discourages long stay parking • Promotes modal shift • But may impact on residential parking

10 On-Street: Short Stay: Charged Medium Stay: Time Restricted Off-Street: Short Stay: Charged Long Stay: Charged

• Discourages long stay parking • Promotes modal shift • May impact on long term economic viability of local

businesses • But may impact on residential parking • May only be required should monitoring identify capacity

issues • Removes free parking from immediate environs of town

centre

149

38

10 Conclusions and Recommendations

10.1 Introduction

Whilst the existing parking provision within the town centre is sufficient to accommodate overall demand, there are known issues associated with illegal parking and particular peaks of demand impacting on availability, which have been reflected in consultations with stakeholders. Coupled with a forecast increase in demand for long stay parking due to the opening of Forth Valley College Campus, the possible centralisation of Council services to Kilncraigs and other town centre developments, a strategy is required to manage parking in order to ensure the Town Centre’s future viability. Consideration of key parking management components resulted in a number of potential strategies being developed. Following detailed appraisal of the most suitable measures, a phased parking management strategy is recommended to deliver the most suitable tool to enable the Town Centre to remain viable against potential issues raised by the forecast significant increase in parking demand. 10.2 Parking Strategy Phase 1

Appraisal of parking management components identified a number of measures which could be implemented as Phase 1 of the overall strategy. In order to safeguard the viability of Alloa town centre, Parking Strategy 2 (Table 8.1) could be implemented as Phase 1 (further option). This strategy enables free short stay parking for the on-street visitors to the town centre, while enabling enforcement to be increased, thus reducing the existing issues with illegal parking in the town centre. Key components of Phase 1 are: • Review Traffic Regulation Orders and ensure that all signs and road

markings are current and in suitable condition; • Redistribute/reduce or restrict Taxi lay-bys and Loading bays to provide

additional on-street parking provision; • Reduce Parking Demand through the Implementation of Sustainable Travel

Initiatives (such as improvements to walking/cycling networks, enhancements to bus services), see Section 10.4;

• Provide 160 - 200 free parking spaces in a new car park at Marshill; and • Continue to monitor parking habits on-street and in the car parks. Further Option: • Increase levels of enforcement on-street / car parks - (this will require

revenue input to Central Scotland Police, on-street enforcement and Stirling Council, off-street enforcement)

Full implementation of Phase 1 will require police support, in order to improve on-street parking enforcement. This, coupled with an increase in parking provision, due to the re-distribution of on-street loading bays, is considered to allow the town centre to remain economically viable, under current conditions. Successful implementation of Phase 1 therefore effectively maintains existing parking restrictions, with an option for improved enforcement.

150

39

Additional parking provision through the re-distribution of loading bays and taxi ranks will assist in meeting existing and future demand; however promotion of bus, cycle and pedestrian infrastructure as an alternative to private car usage would assist in reducing the overall parking demand in the town centre. This phase requires both on-street and off-street monitoring to ensure that enforcement is undertaken to a level which maintains a high turnover of on-street spaces and to ensure that capacity levels off-street are not exceeded. 10.3 Monitoring Programme

It is recommended that Council officers monitor the impact of this first phase of the strategy and, prepare a report highlighting any issues and recommending implementation of further measures should they prove necessary. The monitoring should involve: • Effectiveness of the Phase 1 measures; • Review of travel patterns associated with Forth Valley College and

Clackmannanshire Council (mainly Kilncraigs); and • Engagement with stakeholders. 10.4 Travel Planning Initiatives

The anticipated success of Forth Valley College, centralisation of council services to Kilncraigs and other town centre developments will precipitate the need to implement suitable measures to reduce private car commuting and encourage sustainable forms of travel to work. These measures will include: • Reduce Parking Demand through the Implementation of Sustainable Travel

Initiatives (such as improvements to walking/cycling networks, enhancements to bus services); and

• Reduce Parking Demand through the Implementation of a Clackmannanshire Council Travel Plan.

10.5 Parking Strategy Phase 2

A successfully implemented travel plan will help to reduce the impact of increased parking demand; however continued monitoring of on and off-street parking levels and behaviour is required to ensure that suitable parking provision and restrictions are in place to safeguard the town centre. In addition to the above measures, a number of options are therefore available: If monitoring indicates that Phase 1 is successful in reducing illegal on-street parking, then no additional measures would be required on-street, however if this is not the case, additional revenue may be required to invest in increased enforcement. It would therefore be necessary to introduce on-street charges, for short stay parking (0-30 minutes). This would effectively implement Parking Strategy 8, however it is recognised that this strategy alone may not safeguard the town against forecast increase in longer stay off-street demand. If capacity issues occur, additional measures will be required to encourage modal shift, and reduce parking demand. A wider charging strategy may be required to protect the town centre, by implementing charges in selected town centre car parks. Such an increase in demand may result in the implementation of further

151

40

management measures, which would be based on Parking Strategies 9 or 10 (table 8.1). The introduction of off-street charging would require additional monitoring and measures to safeguard residential areas and safeguarding the use of the rail station car park for rail travellers. Future parking strategies therefore include: • Monitor the use of the new car park at Marshill and consider the need to

utilise the site adjacent to Leisure Centre for further free parking; • Extension of existing resident parking permit scheme to ensure residential

areas are protected against possible migration from car parks • Consideration of charging strategy for Alloa Rail Station users. Figure 10.1 below presents the components of the recommended implementation strategy.

Figure 10-1 Proposed Strategy Progression

152

41

Appendix A List of Stakeholders

153

42

Table A-1 List of Stakeholder

Organisation Contact Phone No. Address

Tier 1 (One to one meetings) Clackmannanshire Council (Facilities Management) Stephen Crawford Kilncraigs, Alloa Clackmannanshire Council (Development) Julie Hamilton Kilncraigs, Alloa Alloa Town Centre Business Improvement District (BID) David Westland (Chair)

Andrew Mitchell Star Inn, Alloa

Kilncraigs, Alloa Clackmannanshire Business Mike Mulraney [email protected] Alloa Central Community Council Anna Forbes 17 Argyll Street, Alloa Police Central Scotland Police

Tier 2 (Workshop) Clacks First Bill Harvey Kilncraigs Business Centre, Greenside Street, Alloa. FK10 1EB

ASDA Anne-Marie McNeill Chris Fairley

Whins Road, Alloa. FK10 3SD

Tesco Brian Robertson Auld Brig Road, Alloa. FK10 1EG ALDI Whins Road, Alloa. FK10 3SD LIDL John Miller Candleriggs, Alloa. FK10 1EA Forth Valley College Tom Gorman Forth Valley College, Falkirk Campus, Grangemouth Road,

Falkirk. FK2 9AD Thursday Market (Greenside Street Car Park) Mr Farooqui Clackmannanshire Council Alloa FC Mike Mulraney Clackmannan Road, Alloa First (South East and Central Scotland) Brian Peat 300 Stirling Road, Larbert Stagecoach (east Scotland) Douglas King Perth Office Mackies Coaches Lennox Mackie 32 Glasshouse Loan, Alloa Scotrail (Alloa Station) Atrium Court, 50 Waterloo Street, Glasgow. G2 6HQ Community Councils Forum Lesley Baillie (Clacks Council) Greenfield, Alloa. FK8 2AD

Taxi Owners Colin Hood 13 Mannan Drive, Clackmannan. FK10 4SU Freight Transport Association Chris Macrae Melville Terrace, Stirling Clackmannanshire Disability Awareness Group (DAG) Alister Scott The Whins, Whin Road, Alloa Sustrans John Lauder Sustrans Scotland, Glenorchy House, 20 Union Street,

Edinburgh. EH1 3LR Passengers View Scotland Transport Scotland, Area 2D Dockside, Victoria Quay, Edinburgh.

EH6 6QQ

154

43

Appendix B Detailed Strategy Appraisal Tables

155

44

Table B-1 Parking Strategy 2 – Detailed Appraisal

Detailed Appraisal: Parking Strategy 2 Estimated total initial funding requirement:

Capital Costs/Annual Cost

Annual Revenue

£0/£0 £0

Summary Impact on STAG Criteria

Environment

Safety Economy

Integration Accessibility and Social Inclusion

- - - - - - 0 + ++ +++

(Judgement based on available information against a 7pt. scale.) Strategy Description:

This strategy effectively maintains the existing parking restrictions within the Town Centre, however a review of the existing TROs should result in increased on-street enforcement. Revenue from increased parking fines could be re-invested into encouraging increased enforcement through Central Scotland Police. In order to make best use of the on-street capacity, it is also intended to re-distribute/reduce the number of taxi lay-bys and restrict the usage of loading bays. This will help to optimise the existing on-street parking provision. It is recognised that the Council may develop further off-street car parks at Marshill and adjacent to the Leisure Centre, thus providing more parking provision in the Town Centre. It is also proposed to extend the existing resident parking scheme to help safeguard against future increased parking demand. Summary: Rationale for Selection / Rejection This strategy could be considered as part of an initial phase of the strategy as it enables improved enforcement, whilst maintaining free short stay parking in the town centre. Free parking off-street provides provision for long stay parking, whilst remaining revenue neutral. This strategy may not safeguard against potential longer term impacts associated with future parking demand as it enables free long stay parking. Monitoring of the parking behaviour and levels is essential to ensure that increased demand does not negatively impact the town centre. Specific Objectives Objective 1: To ensure adequate enforcement of on and off-street parking and loading restrictions which balance the needs of users with the financial constraints of Clackmannanshire Council. Objective 2: To ensure parking is accessible by all user groups and distributed effectively. Objective 3:

1: Positive – This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces and allowing greater enforcement on-street, within the Town Centre. Re-distribution of loading/taxi spaces provides further available spaces on-street. Revenue analysis indicates that the scheme will be at least revenue neutral. 2: Positive - This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces. On-street parking is safeguarded against long stay future demand as time restrictions will be in place. Future monitoring should be undertaken to assess demand/capacity following the College being fully operational and the Council centralisation. 3: Positive - Improved enforcement will help to control on-street availability. Redistribution of on-street areas

156

45

To ensure loading and parking for all users of the Town Centre including the disabled, elderly, residents, commuters and businesses is not significantly affected by future development. Objective 4: To ensure that residents on the periphery of the Town Centre are not significantly impacted by a proposed Parking Strategy. Objective 5: To encourage sustainable travel including car share scheme, green travel plans etc.

would enable more parking spaces to be available, thus improving availability for all users. However, consultation with shop owners and taxi operators will be required to balance the needs of parking demand and accessibility to loading bays and taxis. 4: Neutral - An extension of the existing residents parking permit scheme is included within this strategy, aiming to safeguard against increased future demand.. 5: Minor Negative - Free off-street parking will not discourage private car usage. The development of Marshill will provide additional off-street parking, thus also encouraging private car usage.

STAG Criteria Objective: Assessment

Summary: Supporting Information:

Environment:

Neutral No significant environmental impact.

Safety:

Neutral This strategy is unlikely to impact on safety.

Economy:

Minor Positive The strategy allows for free short stay on-street parking, therefore will encourage high turnover of spaces immediately outside Town Centre shops, thus assisting the long term viability of the Town Centre. Monitoring of off-street parking demand is required to ensure the town is safeguarded against future increase in demand.

Integration:

Neutral This strategy is unlikely to impact of integration

Accessibility & Social Inclusion:

Neutral High turnover of on-street spaces would ensure accessibility. Free off-street parking will provide parking for commuters and workers in the Town Centre.

Implementability Appraisal Technical: There is limited technical risk involved, with no new technology required. Operational: Successful implementation of this strategy requires the existing enforcement to be increased; therefore, getting the police on-board with the aims of the

strategy is essential. Public: As this strategy would not involve the extension of parking charges it is considered that public and business opposition would be relatively low

157

46




Annual Revenue

£0 – 50k/£200k - £250k £500k - £550k


Environment

Safety Economy


- - - - - - 0 + ++ +++


The initial phase of this strategy includes a review of existing Traffic Regulation Orders so as to enable on-street parking restrictions to be more effectively enforced by Traffic Wardens. The core elements of the strategy allows for the continuation of free short stay parking, on-street, with time restrictions of 30 minutes on all streets in the Town Centre. Off-street car parks will also allow for free short stay parking (up to 30 minutes), however charges are to be introduced for longer stays. In order to make best use of the on-street capacity, it is also intended to re-distribute/reduce the number of taxi lay-bys and restrict the usage of loading bays. This will help to optimise the existing on-street parking provision. It is recognised that the Council may develop further off-street car parks at Marshill and adjacent to the Leisure Centre. These car parks will not be charged, thus promoting longer stay parking in these areas, over the car parks in the immediate vicinity of the Town Centre shops. It is proposed to investigate a system of free or reduced parking charges for train station users, so as to continue to promote use of the station. This is likely to include a validation of rail tickets on departing from the station car park. An extension of the existing resident permit scheme is also included, so as to safeguard against possible migration of long stay parkers from the car parks. Summary: Rationale for Selection / Rejection This strategy could be considered for implementation as it safeguards the town against potential impacts associated with future parking demand, whilst maintaining free short stay parking in the Town Centre. Free long stay parking at Marshill will reduce impact of charges for those willing to park outwith the immediate vicinity of the shopping area. Safeguarding the residential areas is crucial to prevent migration for those wishing to avoid charges. The forecast revenue from long stay off-street charging will allow for increased enforcement. Specific Objectives Objective 1: To ensure adequate enforcement of on and off-street parking and loading restrictions which balance the needs of users with the financial constraints of Clackmannanshire Council.

1: Positive – This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces and allowing greater enforcement on-street, within the Town Centre. Re-distribution of loading/taxi spaces provides further available spaces on-street. Investment is required for off-street car parks; however, there will be revenue from on-street parking fines and through longer

158

47

Objective 2: To ensure parking is accessible by all user groups and distributed effectively. Objective 3: To ensure loading and parking for all users of the Town Centre including the disabled, elderly, residents, commuters and businesses is not significantly affected by future development. Objective 4: To ensure that residents on the periphery of the Town Centre are not significantly impacted by a proposed Parking Strategy. Objective 5: To encourage sustainable travel including car share scheme, green travel plans etc.

stay charging in the car parks. Revenue analysis indicates that the scheme will be at least revenue neutral. 2: Positive - This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces. On-street parking is safeguarded against long stay future demand as time restrictions will be in place. This strategy has the potential to impact on lower paid user groups; however, free off-street parking at Marshill without time restrictions should limit this. Future monitoring should be undertaken to assess demand/capacity following the College being fully operational and the Council centralisation. 3: Positive - Improved enforcement will help to control on-street availability. Charges for long stay off-street parking would help to safeguard against the increased future demand, as all day parking may reach capacity following the College being fully operational and the Council centralisation. Charging will discourage long stay parking; therefore may lead to more sustainable modes being adopted by long stay parkers. Redistribution of on-street areas would enable more parking spaces to be available, thus improving availability for all users. However, consultation with shop owners and taxi operators will be required to balance the needs of parking demand and accessibility to loading bays and taxis. 4: Neutral - An extension of the existing residents parking permit scheme is included within this strategy, aiming to safeguard against possible migration of long stay parkers to avoid car park charges. 5: Minor Positive - Charging off-street for long stay, would discourage private car usage. Allowing free or reduced charges for rail users will promote use of public transport trips from Alloa to Stirling and beyond.



Environment:


Safety:


Economy:

Minor Positive The strategy allows for free short stay on-street parking, therefore will encourage high turnover of spaces immediately outside Town Centre shops, thus assisting the long term viability of the Town Centre. Monitoring of off-street parking demand is required to ensure the town is safeguarded against future increase in demand.

Integration:

Minor Positive Long stay charges, off-street, is likely to encourage a degree of modal shift to public transport. System of free or reduced charges at Alloa station will promote use of public transport from Alloa.


Minor Negative High turnover of on-street spaces would ensure accessibility. Parking charges may impact on lower income groups, commuters and workers in the Town Centre.

Implementability Appraisal Technical: There is limited technical risk involved, with no new technology required. Parking meters are likely to be solar powered; this is typical of most new

159

48

parking meters. Operational: Successful implementation of this strategy requires the existing enforcement to be increased; therefore, getting the police on-board with the aims of the

strategy is essential. Public: This is a high profile scheme within the local community. There is likely to be a degree of protest and objection from the public associated with the

introduction of off-street parking charges. However, increased enforcement, while maintaining free short stay parking would assist in appeasing the objections.

160

49




Annual Revenue

£50k - £100k/£50k £100k £50k – £100k


Environment

Safety Economy


- - - - - - 0 + ++ +++


The initial phase of this strategy includes a review of existing Traffic Regulation Orders so as to enable on-street parking restrictions to be suitably enforced by Traffic Wardens. The core elements of the strategy introduces on-street charges for short stay parking with time restrictions of 30 minutes on all streets in the Town Centre. Off-street car parks will remain free. In order to make best use of the on-street capacity, it is also intended to re-distribute/reduce the number of taxi lay-bys and restrict the usage of loading bays. This will help to optimise the existing on-street parking provision. It is recognised that the Council may develop further off-street car parks at Marshill and adjacent to the Leisure Centre. These car parks will not be charged. It is proposed to investigate a system of free or reduced parking charges for train station users, so as to continue to promote use of the station. This is likely to include a validation of rail tickets on departing from the station car park. An extension of the existing resident permit scheme is also included, so as to safeguard against future increased parking demand. Summary: Rationale for Selection / Rejection This strategy could be considered for implementation as a mechanism for dealing with the current on-street parking issues. It does not however, safeguard the town against potential impacts associated with future parking demand as long stay off-street parking will remain. On-street charging will result in revenue, which can be re-invested to improve enforcement, however migration to free off-street car parks may impact on the potential revenue. Specific Objectives Objective 1: To ensure adequate enforcement of on and off-street parking and loading restrictions which balance the needs of users with the financial constraints of Clackmannanshire Council.

1: Minor Positive – This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces and allowing greater enforcement on-street, within the Town Centre. Re-distribution of loading/taxi spaces provides further available spaces on-street, thus increasing availability. Investment is required for on-street parking meters and additional management fees however, for Stirling Council; however, there will be revenue from parking fines and through charges.

161

50

Objective 2: To ensure parking is accessible by all user groups and distributed effectively. Objective 3: To ensure loading and parking for all users of the Town Centre including the disabled, elderly, residents, commuters and businesses is not significantly affected by future development. Objective 4: To ensure that residents on the periphery of the Town Centre are not significantly impacted by a proposed Parking Strategy. Objective 5: To encourage sustainable travel including car share scheme, green travel plans etc.

Revenue analysis indicates that the scheme is likely to be at least revenue neutral. 2: Minor Positive - This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces. On-street parking is safeguarded against long stay future demand as time restrictions will be in place. A low tariff for on-street parking should help to mitigate impact on lower paid user groups. Future monitoring should be undertaken to assess demand/capacity following the College being fully operational and the Council centralisation as no off-street charging or restrictions may result in increased demand in the car parks. 3: Positive - Improved enforcement will help to control on-street availability. Lack of charging or restrictions off-street will not safeguard against the increased future demand, as all day parking may reach capacity following the College being fully operational and the Council centralisation. Redistribution of on-street areas would enable more parking spaces to be available, thus improving availability for all users. However, consultation with shop owners and taxi operators will be required to balance the needs of parking demand and accessibility to loading bays and taxis. 4: Neutral - An extension of the existing residents parking permit scheme is included within this strategy, aiming to safeguard against possible migration from car parks should demand exceed capacity. 5: Minor Positive - On-street charges, would help to discourage private car usage, however free off-street parking may negate this.



Environment:


Safety:


Economy:

Minor Positive The strategy introduces charges for short stay on-street parking, therefore will encourage high turnover of spaces immediately outside Town Centre shops, but could impact on businesses if charging levels are set too high. Possible impact on lower paid user groups by charging for short stay on-street, however low tariffs should help mitigate this impact. Monitoring of off-street parking demand is required to ensure the town is safeguarded against future increase in demand.

Integration:

Minor Positive Free off-street parking is unlikely to lead to significant modal shift.


Minor Negative High turnover of on-street spaces would ensure accessibility. Parking charges may impact on lower income groups; however low tariffs should help mitigate this impact.


parking meters.

162

51

Operational: Successful implementation of this strategy requires the existing enforcement to be increased; therefore, getting the police on-board with the aims of the strategy is essential.

Public: This is a high profile scheme within the local community. There is likely to be a degree of protest and objection from the public associated with the introduction of on-street parking charges.. However, increased enforcement, reducing illegal parking in the town would assist in appeasing the objections.

163

52




Annual Revenue

£100k - £150k/£250k - £300k £550k – £600k


Environment

Safety Economy


- - - - - - 0 + ++ +++


The initial phase of this strategy includes a review of existing Traffic Regulation Orders so as to enable on-street parking restrictions to be suitably enforced by Traffic Wardens. The core elements of the strategy introduces on-street charges for short stay parking with time restrictions of 30 minutes on all streets in the Town Centre. Off-street car parks will allow for free short stay parking (up to 30 minutes), however charges are to be introduced for longer stays. In order to make best use of the on-street capacity, it is also intended to re-distribute/reduce the number of taxi lay-bys and restrict the usage of loading bays. This will help to optimise the existing on-street parking provision. It is recognised that the Council may develop further off-street car parks at Marshill and adjacent to the Leisure Centre. These car parks will not be charged, thus promoting longer stay parking in these areas, over the car parks in the immediate vicinity of the Town Centre shops. It is proposed to investigate a system of free or reduced parking charges for train station users, so as to continue to promote use of the station. This is likely to include a validation of rail tickets on departing from the station car park. An extension of the existing resident permit scheme is also included, so as to safeguard against possible migration of long stay parkers from the car parks. Summary: Rationale for Selection / Rejection This strategy could be considered for implementation as it safeguards the town against potential impacts associated with future parking demand, whilst maintaining a degree of free short stay parking. Free long stay parking at Marshill will reduce impact of charges for those willing to park outwith the immediate vicinity of the shopping area. Safeguarding the residential areas is crucial to prevent migration for those wishing to avoid charges. The forecast revenue from long stay off-street charging will cover costs. For revenue purposes, the need to charge on-street would not be required. Specific Objectives Objective 1: To ensure adequate enforcement of on and off-street parking and

1: Minor Positive – This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces and allowing greater enforcement on-street, within the Town Centre. Re-distribution of

164

53

loading restrictions which balance the needs of users with the financial constraints of Clackmannanshire Council. Objective 2: To ensure parking is accessible by all user groups and distributed effectively. Objective 3: To ensure loading and parking for all users of the Town Centre including the disabled, elderly, residents, commuters and businesses is not significantly affected by future development. Objective 4: To ensure that residents on the periphery of the Town Centre are not significantly impacted by a proposed Parking Strategy. Objective 5: To encourage sustainable travel including car share scheme, green travel plans etc.

loading/taxi spaces provides further available spaces on-street, thus increasing availability. Requirement to charge on-street to cater for demand may not therefore be required. Investment is required for on-street parking meters, additional management fees for Stirling Council and off-street car parks; however, there will be revenue from parking fines and through charges. Revenue analysis indicates that the revenue will exceed the costs . 2: Minor Positive - This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces. On-street parking is safeguarded against long stay future demand as time restrictions will be in place. This strategy has the potential to impact on lower paid user groups however; free off-street parking at Marshill without time restrictions should limit this. Future monitoring should be undertaken to assess demand/capacity following the College being fully operational and the Council centralisation. 3: Positive - Improved enforcement will help to control on-street availability. Charges for long stay off-street parking would help to safeguard against the increased future demand, as all day parking may reach capacity following the College being fully operational and the Council centralisation. Charging will discourage long stay parking; therefore may lead to more sustainable modes being adopted by long stay parkers. Redistribution of on-street areas would enable more parking spaces to be available, thus improving availability for all users. However, consultation with shop owners and taxi operators will be required to balance the needs of parking demand and accessibility to loading bays and taxis. 4: Neutral - An extension of the existing residents parking permit scheme is included within this strategy, aiming to safeguard against possible migration of long stay parkers to avoid car park charges. 5: Minor Positive - On-street charges and off-street for long stay, would discourage private car usage. Allowing free or reduced charges for rail users will promote use of public transport trips from Alloa to Stirling and beyond.



Environment:


Safety:


Economy:

Minor Positive The strategy introduces charges for short stay on-street parking, therefore will encourage high turnover of spaces immediately outside Town Centre shops, but could impact on businesses if charging levels are set too high. Possible impact on lower paid user groups by charging for short stay on-street, however free off-street parking should mitigate this. Monitoring of off-street parking demand is required to ensure the town is safeguarded against future increase in demand.

Integration:

Minor Positive Long stay charges, off-street, is likely to encourage a degree of modal shift to public transport. System of free or reduced charges at Alloa station will promote use of public transport from Alloa.

165

54


Minor Negative High turnover of on-street spaces would ensure accessibility. Parking charges may impact on lower income groups, commuters and workers in the Town Centre.


parking meters. Operational: Successful implementation of this strategy requires the existing enforcement to be increased; therefore, getting the police on-board with the aims of

the strategy is essential. Public: This is a high profile scheme within the local community. There is likely to be significant element of protest and objection from the public associated

with the introduction of on and off street parking . However, increased enforcement, while maintaining free short stay parking (off-street) would assist in appeasing the objections.

166

55


Detailed Appraisal: Parking Strategy 10

Estimated total initial funding requirement:


Annual Revenue

£100k - £150k/£250k - £300k £600k – £650k


Environment

Safety Economy


- - - - - - 0 + ++ +++


The initial phase of this strategy includes a review of existing Traffic Regulation Orders so as to enable on-street parking restrictions to be suitably enforced by Traffic Wardens. The core elements of the strategy introduces on-street charges for short stay parking with time restrictions of 30 minutes on all streets in the Town Centre. Off-street car parks will be charged. In order to make best use of the on-street capacity, it is also intended to re-distribute/reduce the number of taxi lay-bys and restrict the usage of loading bays. This will help to optimise the existing on-street parking provision. It is recognised that the Council may develop further off-street car parks at Marshill and adjacent to the Leisure Centre. These car parks will not be charged, thus promoting longer stay parking in these areas, over the car parks in the immediate vicinity of the Town Centre shops. It is proposed to investigate a system of free or reduced parking charges for train station users, so as to continue to promote use of the station. This is likely to include a validation of rail tickets on departing from the station car park. An extension of the existing resident permit scheme is also included, so as to safeguard against possible migration of parkers from the car parks. Summary: Rationale for Selection / Rejection This strategy could be considered for implementation as it safeguards the town against potential impacts associated with future parking demand. Free long stay parking at Marshill will reduce impact of charges for those willing to park outwith the immediate vicinity of the shopping area. Safeguarding the residential areas is crucial to prevent migration for those wishing to avoid charges. The forecast revenue from long stay off-street charging will cover costs, however charging for all parking within the Town Centre (with the exception of Marshill) may result in loss of visitors to the Town Centre in the long term. Specific Objectives Objective 1:

1: Minor Positive – This strategy will help to control on-street availability, by maintaining a high turnover of on-street

167

56

To ensure adequate enforcement of on and off-street parking and loading restrictions which balance the needs of users with the financial constraints of Clackmannanshire Council. Objective 2: To ensure parking is accessible by all user groups and distributed effectively. Objective 3: To ensure loading and parking for all users of the Town Centre including the disabled, elderly, residents, commuters and businesses is not significantly affected by future development. Objective 4: To ensure that residents on the periphery of the Town Centre are not significantly impacted by a proposed Parking Strategy. Objective 5: To encourage sustainable travel including car share scheme, green travel plans etc.

spaces and allowing greater enforcement on-street, within the Town Centre. Re-distribution of loading/taxi spaces provides further available spaces on-street. Investment is required for on-street parking meters, additional management fees and off-street car parks; however, there will be revenue from parking fines and through charges. Revenue analysis indicates that the scheme will be at least revenue neutral. 2: Minor Positive / Minor Negative - This strategy will help to control on-street availability, by maintaining a high turnover of on-street spaces. On-street parking is safeguarded against long stay future demand as time restrictions will be in place. Charging for all parking has the potential to impact on all user groups; however, free off-street parking at Marshill without time restrictions should help mitigate this. Future monitoring should be undertaken to assess demand/capacity following the College being fully operational and the Council centralisation. 3: Positive - Improved enforcement will help to control on-street availability. Charges for off-street parking would help to safeguard against the increased future demand, as all day parking may reach capacity following the College being fully operational and the Council centralisation. Charging both on and off-street may lead to more sustainable modes being adopted by long stay parkers. Redistribution of on-street areas would enable more parking spaces to be available, thus improving availability for all users. However, consultation with shop owners and taxi operators will be required to balance the needs of parking demand and accessibility to loading bays and taxis. 4: Neutral - An extension of the existing residents parking permit scheme is included within this strategy, aiming to safeguard against possible migration of long stay parkers to avoid car park charges. 5: Positive - Charges would discourage private car usage. Allowing free or reduced charges for rail users will promote use of public transport trips from Alloa to Stirling and beyond.



Environment:


Safety:


Economy:

Minor Positive / Negative

The strategy introduces charges for all parking within Alloa Town Centre (with the exception of Marshill) therefore may reduce the appeal for some visitors to Alloa, however it will safeguard against potential future increased demand due to the College and Council centralisation. Possible impact on all visitors to the Town Centre by charging for all parking. Monitoring of off-street parking demand is required to ensure the town is safeguarded against future increase in demand.

Integration:

Minor Positive Parking charges are likely to encourage a degree of modal shift to public transport. System of free or reduced charges at Alloa station will promote use of public transport from Alloa.

Accessibility & Minor Negative High turnover of on-street spaces would ensure accessibility. Parking charges may impact on lower income groups,

168

57

Social Inclusion: commuters and workers in the Town Centre. Implementability Appraisal Technical: There is limited technical risk involved, with no new technology required. Parking meters are likely to be solar powered; this is typical of most new

parking meters. Operational: Successful implementation of this strategy requires the existing enforcement to be increased; therefore, getting the police on-board with the aims of the

strategy is essential. Public: This is a high profile scheme within the local community. Charges for all parking is likely to result in a significant level of protest and objection from the

public.

169

170

Documents

CC031111 Item 12 Alloa Town Centre Car Parking Strategy · 2020. 9. 4. · Alloa Town Centre and the expansion of Alloa Town Centre Controlled Parking Zone". 3.4. All of the above