2026-05-19

148. Deputy John Lahart asked the Minister for Housing, Local Government and Heritage if his Department has assessed the impact of reduced parking provision in high-density residential developments on neighbouring estates, including the issue of overspill parking and its effect on community relations; and if he will make a statement on the matter. [37539/26]

Maximum parking rates for new residential developments are addressed at a national level in the sustainable residential development and compact settlement guidelines issued in 2024 under section 28 of the Planning and Development Act 2000. The specific planning policy requirement, SPPR 3, of the settlement guidelines sets out graduated maximum car parking rates based on proximity to urban centres and sustainable transport options. These range from one space per dwelling in central or accessible locations to two spaces per dwelling in more peripheral or intermediate locations with higher rates of car dependency. While the settlement guidelines set out the general policy approach, where planning permission is sought for particular residential development proposals, planning authorities and An Coimisiún Pleanála will need to be satisfied that the necessary and appropriate provision of parking is provided in accordance with the requirements of the settlement guidelines. For developments of 100 residential units or more, the settlement guidelines recommend that a mobility management plan or travel plan is prepared in support of the proposed parking arrangements. These guidelines are designed to strike the balance between the need for residents to have access to parking and the need to encourage the use of other transport networks. In areas with strong public transport links, lower parking ratios may be appropriate. However, planning authorities must also ensure that parking provision is sufficient to meet the specific needs of future residents of a proposed development, taking into account the local context. That being said, the provision of car parking can add significant cost to developments, particular the high-density schemes the Deputy referenced, such as apartments, where higher ratios of parking necessitate a podium or basement car park. I will follow up further.

It did not take the "Prime Time" documentary on this to educate me about it. It started in my constituency with Citywest where there was out-of-proportion development in relation to the capacity for parking that was provided by either the local authority or An Bord Pleanála, now An Coimisiún Pleanála. Why was that density allowed? I presume proximity to the Luas red line was one of the reasons. However, not everybody living in that area takes the Luas red line. There were appeals on social media a number of years ago from people in Citywest asking to rent a space in the driveway of adjoining residential estates and to pay for it over a period of a year. That has stopped now. Cars are parked overnight on major artery roads significant distances from where people are actually living. They return to their cars in the morning hoping they will still be there. This is completely unsatisfactory. There is one line in the reply to which I want to come back in my second bite of the cherry. This is not working and the Government needs to come up with some response.

I thank Deputy Lahart. I and the Department are aware that this is an issue. At the same time it is important to point to the fact that there is a graduated approach to parking, as set out in the Planning and Development Act and the guidelines associated with it. It ranges from one space per dwelling in a central or accessible location to two per dwelling in a more peripheral or intermediate location with higher rates of car dependency. Obviously in terms of the mobility plan and transport demand management strategies that have to be created in the context of 100 units or more, these are designed to try to address that flexibility of approach and to give local authorities and planning authorities flexibility over the approach that is appropriate in each individual circumstance.

If we go from Citywest to Knocklyon where I live myself, it was mentioned in the documentary that 600 units overspill into adjoining estates, causing a lot of aggravation. Representatives of residents' associations in adjoining estates look for double yellow lines or parking measures to mitigate antisocial forms of parking. Then we have the people who do not have parking spaces because a sufficient number of car parking spaces were not provided in the apartment complexes. I get it that underground car parking is more expensive. However, in the answer it said that the approach provides planning authorities with a degree of flexibility so they can operate a plan-led approach and take the circumstances of the planned area or an individual site into account. It is not working, and it is going to get worse. We, on this side of the House, are going to have to design a solution - simple as.

I thank the Deputy for raising this matter. I know it is an issue for his constituents and the constituents of other Members across the House. I am more than happy to engage with him in a proactive manner in relation to it. If he has some suggestions that he can bring forward I am more than happy to hear them. It is important in the context to note the cost of providing basement and underground car parking is exceptionally high. We hear Deputies opposite criticising the cost of delivering apartments and high density developments, but we do have to take all these factors into consideration. We also have to take into consideration that when we adjust and adapt policy in this area we do not want developments that already have planning permission going back to the start of the planning process. There are trade-offs in all of this, but that is not to dismiss the genuine concerns the Deputy has raised.

I thank the Minister of State for his answer. I will take him up on his offer to engage further.