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What will mass development, limited parking and no Crossrail 2 mean for you?

Updated: Jul 23, 2019


What will limited parking provision for new residents mean in practice?

The Kingston "opportunity area" will provide lower levels of parking facilities for new residential, retail and office use than in many other outer London areas that are NOT designated as "opportunity areas"


The greatest difference is for RESIDENTIAL parking, where parking facilities in areas that do not have good public transport access (PTAL 1 to 3) will be lower than in identical areas that are NOT "opportunity areas". This is shown in the table below


Have we been told about these plans by our council in their "Early Engagement" consultation for the Local Plan?


What other information have we not been given on the "opportunity area" and what it means for the Borough and its residents?


How can we say where we want the boundary of an "opportunity area" in Kingston to be in the Early Engagement consultation when we don't know what are the implications of doing so?


Table 10.3 Maximum Residential Parking Standards


The latest draft of the new London Plan has also deleted the 2033 anticipated arrival date of Crossrail 2 in to Kingston and replaced it with "the 2030s"


This means that even the Mayor has accepted that there will be up to a SIX YEAR delay in its arrival


How will a vastly increased population in Kingston get around in the meantime?


Excerpt from July 2019 draft London Plan with Mayor's proposed changes in red


Excerpts of text from draft London Plan, July 2019:


"10.6.1 To manage London’s road network and ensure that people and businesses can move about the city as the population grows and housing delivery increases significantly, new parking provision must be carefully controlled. The dominance of vehicles on streets is a significant barrier to walking and cycling, and reduces the appeal of streets as public places and has an impact on the reliability and journey times of bus services. Reduced parking provision can facilitate higher-density development and support the creation of mixed and vibrant places that are designed for people rather than vehicles. As the population grows, a fixed road network cannot absorb the additional cars that would result from a continuation of current levels of car ownership and use. Implementing the parking standards in this Plan is therefore an essential measure to support the delivery of new housing across the city. In some areas, it will be necessary for boroughs to introduce additional parking controls to ensure new development is sustainable and existing residents can continue to park safely and efficiently."


"E Large-scale purpose-built shared living, student accommodation and other sui generis residential uses should be car-free. "


"H Boroughs that have adopted or wish to adopt more restrictive general or operational parking policies are supported, including borough-wide or other area-based car-free policies. Outer London boroughs wishing to adopt minimum residential parking standards through a Development Plan Document (within the maximum standards set out in Policy T6.1 Residential parking) must only do so for parts of London that are PTAL 0-1. Inner London boroughs should not adopt minimum standards. Minimum standards are not appropriate for non-residential land uses classes in any part of London."


I Where sites are redeveloped, existing parking provision should be reduced to reflect the current approach and not be re-provided at previous levels where this exceeds the standards set out in this policy.


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