Transport contributions

Status

Transport contributions methodology was adopted following supplementary planning guidance (SPG) in November 2003. It is regarded as material consideration of substantial weight when determining planning applications.

The methodology requires the developer to enter into a legal agreement - a model agreement is available from the Planning Authority.

Developers are required to provide or contribute towards the costs of infrastructure and other measures which are necessary to mitigate (lessen) the impact of the development and to make sure that new development is accessible by sustainable transport.

The contributions methodology makes sure that contributions are calculated in a manner that is fair, consistent and transparent.

Supporting document

Parking Standards and Transport Contributions Methodology
(PDF, 58 pages, 269KB)

How does it work?

The methodology applies to commercial and residential land uses, and is based on total access to/from a development.

An Infrastructure Contribution is required in respect of each occupant or employee provided with a parking space and a Sustainable Transport Contribution is required in respect of each occupant or employee not provided with a parking space. The two elements of the contribution may be combined to mitigate the impact of movement generated by a new development.

The differential between the two elements is set to encourage development in more accessible areas - more accessible locations will require lower levels of parking and hence a lower level of contribution.

The method is based on the average occupancy of residential and commercial development.

Update and revised figures

WSCC Transport Contributions – Update

The SPG included notes highlighting that:

occupancy rates should be reviewed where necessary to reflect local data (See 'Notes' section below, note 17);
the levels of contributions should be reviewed annually to include inflation increases (See 'Notes' section below, note 20).

Further data now available through analysis undertaken by County Planning Services highlights that residential occupancies for new development are higher than those included within the original SPG (these were based on the average of all housing not that generated by new development). Hence occupancy rates to be applied when calculating contributions from 1 November 2007 onwards will be:

1 bed unit 1.7 (1 bed flat = 1.2)
2 bed unit 1.8 (2 bed flat = 1.3)
3 bed unit 2.2 (3 bed flat = 1.7)
4 bed unit 2.7 (4 bed flat = 2.4)
5+ bed unit 3.0 (5+ bed flat = 2.0)

The Infrastructure contribution of £600 and Sustainable Access contribution of £300 were set in November 2003. These have now been adjusted to allow for inflation to 1 April 2010. The revised figures are:

Infrastructure Contribution - £900
Sustainable Access Contribution - £450

Use the highways calculator to work out highways contributions.

Notes

The sustainable access contribution and infrastructure contribution will be required in addition to contributions or improvements required to ensure that the development provides sustainable and safe access within the capacity of the transport network provide.
The sustainable access contribution and the infrastructure contribution will be required in addition to the costs of managing on street parking required as a result of proposed development.
With respect to commercial development the sustainable access contribution and infrastructure contribution will be required in addition to measures incorporated within a travel plan.
With respect to commercial development TAD will be based on gross floor area.
With respect to residential development concessions may be made in respect of affordable or keyworker housing to reflect the potential for lower levels of movement generated by these types of development.
No thresholds are proposed below which the methodology will not apply, however for practical reasons, thresholds may be agreed with individual District and Borough Councils. If thresholds are applied then the level of contribution may need to be reconsidered in accordance with Appendix F.
For residential development the methodology will be used for developments up to 100 units. Above this a full Transport Assessment will be required.
The methodology relates to the impact of new development - allowances will be made for movement generated by existing uses on a development site or existing parking provision provided on a site. Hence for the purposes of the contributions methodology development includes all proposals likely to result in a net increase in movement.
The TAD methodology provides a guide to aid transparency, consistency and equity when considering developer contributions. Exceptional circumstances will be considered on their merits. All developers have the option of providing a Transport Assessment as an alternative approach to assessing the impact of development and hence appropriate mitigation measures.
An assessment of wider planning objectives could result in the level of contribution being reviewed in exceptional circumstances.
The methodology should be considered in relation to the approved list of schemes to be funded if developer contributions become available - contributions will be ringfenced and allocated to these schemes or others identified by the Highway Authority in partnership with the District and Borough Planning Authorities.
Contributions could secure improvements to facilities for the disabled, pedestrians, cyclists, public transport services or facilities, traffic management or safety enhancements.
Contributions will only be secured towards proposals which will influence travel patterns to / from development either on their own or as part of a package. Contributions will not be sought from development if no improvement can be identified that relates directly to movement generated by the development.
Contributions will be secured via a S106 agreement.
An annual report summarising the total of financial contributions received and where they have been spent will be produced and made publicly available.
Similar principles may be applied with respect to other use classes - however adjustments would need to be made with respect to retail development, for example, to reflect access by those other than employees or residents.
TAD relates directly to occupancy levels. Where local information suggests that alternative occupancy levels are more appropriate these will be considered.
Separate provisions apply in relation to development impacting on the trunk road network. These provisions are set out in DTLR Circular 04/2001 (Control of Development Affecting Trunk Roads and Agreements under Section 278 of the Highways Act 1980).
The approach will not be applied retrospectively to sites with unimplemented planning permissions.
The level of contributions will be reviewed annually, to include an inflation increase in accordance with relevant construction Indices.

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