Leicester City Retail Capacity Study 2007

Final Report

Prepared for Leicester City Council

Prepared by: Property Consulting Group April 2008 CACI Limited CACI House Kensington Village Avonmore Road London W14 8TS

Tel 020-7605 6000 Fax 020-7603 5862 -Leicester City Retail Capacity Study 2007-

Table of Contents

Leicester City Retail Capacity Study 2007 ...... 1 Table of Contents ...... 1 Table of Contents ...... 2 Table of Figures...... 4 Table of Annexes...... 6 1.0 Executive Summary...... 7 Introduction...... 7 Taking into account Retail Planning Policy...... 7 Examining the Leicester City Study Area...... 7 Reviewing the Health of Leicester’s Centre Hierarchy ...... 8 Comparison Goods Capacity...... 9 Supermarket Capacity...... 9 Deficiencies in convenience provision in the local centre network...... 10 Review of need due to planned housing growth ...... 10 2.0 Study Brief and Methodology ...... 12 Purpose of Study ...... 12 Study Approach & Methodology ...... 12 3.0 Policy Review for Planning Study ...... 16 National Planning Guidance...... 16 Planning Policy Statement 1: Delivering Sustainable Development (PPS1) . 16 Planning Policy Statement 6: Planning for Town Centres (PPS6) ...... 16 Planning Policy Guidance 13: Transport (PPG13) ...... 18 Regional Planning Guidance ...... 19 Regional Spatial Strategy for the East Midlands (RSS8) ...... 19 Policy 13: Development in the Three Cities Sub-area ...... 19 Development should support the continued growth and regeneration of Derby, Leicester and Nottingham, and maintain and strengthen the economic, commercial and cultural roles of all three Cities. This will be achieved by ensuring that provision is made for: ...... 19 Outside Derby, Leicester and Nottingham, employment and housing development should be located within and adjoining settlements. Such development should be in scale with the size of those settlements, in locations that respect environmental constraints, in particular the River Mease Special Area of Conservation and the Derwent Valley Mills World Heritage Site, and the surrounding countryside, and where there are good public transport linkages...... 20 Development associated with Nottingham East Midlands Airport should be focussed where possible in surrounding urban areas, in particular the Principal Urban Areas of Derby, Leicester and Nottingham and the Sub- Regional Centre of Loughborough...... 20 Policy 21: Regional Priorities for Town Centres and Retail Development.... 20 Local Authorities, emda and Sub-Regional Strategic Partnerships should work together on a Sub-area basis to promote the vitality and viability of existing town centres, including those in rural towns. Where town centres are under performing, action should be taken to promote investment through design led initiatives and the development and implementation of town centre strategies...... 20 Local Planning Authorities should: ...... 20 Leicestershire, Leicester, and Rutland Structure Plan 1996-2016 ...... 20 Local Planning Guidance - City of Leicester Local Plan ...... 23

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4.0 Leicester City Study Area ...... 27 Introduction...... 27 Residential Summaries for each zone ...... 29 Resident and Daytime Population Levels ...... 36 Spend of Leicester’s Population ...... 36 Forecast Population Growth ...... 37 5.0 Centre Health Checks...... 39 Introduction...... 39 Summary of Detailed Health Checks ...... 40 General Review of All the Local Centres Identified in the Local Plan...... 49 6.0 Comparison Goods Needs Analysis...... 50 Introduction...... 50 Retail Catchment Definitions ...... 52 Figure 6.17 Evington Road Catchment Market Share ...... 63 Figure 6.21 Narborough Road Catchment ACORN Profile...... 66 Capacity Analysis for 2007 – Current Deficiencies ...... 67 Analysis for 2012 and 2017 – Future Needs ...... 68 7.0 Supermarket Needs Analysis...... 72 Introduction...... 72 Retail Operator and Consumer Choice Analysis...... 74 Catchment Analysis – Leicester’s Large Format Superstores...... 75 Analysis of Trading Densities...... 76 Zone Turnover Analysis ...... 78 Consideration of Need to Address Current Imbalances of Trade ...... 79 Capacity and Needs Analysis ...... 81 Analysis for 2012 and 2017 – Future Needs ...... 83 8.0 Local Convenience Store Needs Analysis ...... 86 Introduction...... 86 Capacity Analysis for 2007 – Current Deficiencies (Need) ...... 87 Future Needs – including implications of New Growth Points ...... 89 Figure 8.4 Future needs analysis 2007-2017 ...... 91 9.0 Review of Local Plan and SPG’s ...... 92 Introduction...... 92 Existing Town Centres...... 94 Existing District Centres ...... 95 Existing Local Centres ...... 97 Review of SPD/G’s for St George’s, Waterside and Abbey Meadows...... 99 New Centres at Growth Points outside of LRC Intervention Area ...... 104 10.0 Retail Study Conclusions ...... 105 Introduction...... 105 Conclusions on Identified Need through Quantitative Assessment ...... 105 Figure 10.3 Needs analysis for Local Convenience 2007-17...... 108 Conclusions from Health Checks and Review of Retail Hierarchy ...... 109 11.0 Appendix – Reference Figures ...... 111

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Table of Figures

Figure 1.1 Zone Population Summary 2007 ...... 8 Figure 1.2 Net increases in resident population 2012, 2017 & 2026 ...... 8 Figure 4.1 Leicester Study Area Residential Zones...... 27 Figure 4.2 – Postcode Sector Definition of Residential Zones...... 28 Figure 4.3a ACORN Profile of City Centre residents ...... 29 Figure 4.3b ACORN Profile of Eastern Inner residents...... 30 Figure 4.3c ACORN Profile of Eastern Outer residents ...... 30 Figure 4.3d ACORN Profile of North East residents ...... 31 Figure 4.3e ACORN Profile of North West residents ...... 31 Figure 4.3f ACORN Profile of West residents ...... 32 Figure 4.3g ACORN Profile of South residents ...... 32 Figure 4.3h ACORN Profile of Northern Fringe residents...... 33 Figure 4.3i ACORN Profile of Southern Fringe residents ...... 33 Figure 4.3j ACORN Profile of Ashton residents...... 34 Figure 4.3k ACORN Profile of East Thurmaston residents ...... 34 Figure 4.3l ACORN Profile of West Braunstone residents...... 35 Figure 4.4 Zone Population Summary 2007 ...... 36 Figure 4.5 Spend per Capita ...... 37 Figure 4.6 Net increases in resident population 2012, 2017 & 2026 ...... 37 Figure 4.7 Residential Population Growth ...... 38 Figure 5.1 – Health Check Conclusions for Leicester City Centre...... 41 Figure 5.2 – Health Check Conclusions for 2 Town Centres ...... 42 Figure 5.3 – Health Check Conclusions for 4 District Centres...... 43 Figure 5.4 Health Check Conclusions for Selected Local Centres – City Centre Zone ...... 45 Figure 5.5 Health Check Conclusions for Selected Local Centres – West Zone ... 45 Figure 5.6 Health Check Conclusions for Selected Local Centres – Eastern Inner Zone ...... 46 Figure 5.7 Health Check Conclusions for Selected Local Centres – North West, North East and Eastern Outer Zones ...... 47 Figure 5.8 Health Check Conclusions for Selected Local Centres – South Zone .. 48 Figure 5.9 - Ranking of residential zones...... 49 Figure 6.1 Leicester City Centre Catchment Map ...... 53 Figure 6.2 Leicester City Centre Catchment Market Shares ...... 53 Figure 6.3 Leicester City Centre Catchment ACORN Profile ...... 54 Figure 6.4 Beaumont Leys Centre Catchment Map...... 55 Figure 6.5 Beaumont Leys Catchment Market Share ...... 55 Figure 6.6 Beaumont Leys Centre Catchment ACORN Profile...... 56 Figure 6.7 Hamilton Centre Catchment Map...... 57 Figure 6.8 Hamilton Catchment Market Share ...... 57 Figure 6.9 Hamilton Centre Catchment ACORN Profile...... 58 Figure 6.10 Belgrave Road Centre Catchment Map ...... 59 Figure 6.11 Belgrave Road Catchment Market Share...... 60 Figure 6.12 Belgrave Road Catchment ACORN Profile...... 60 Figure 6.13 Uppingham Road Centre Catchment Map...... 61 Figure 6.14 Uppingham Road Catchment Market Share ...... 61 Figure 6.15 Uppingham Road Catchment ACORN Profile ...... 62 Figure 6.16 Evington Road Catchment Map...... 63 Figure 6.18 Evington Road Catchment ACORN Profile...... 64 Figure 6.19 Narborough Road Centre Catchment Map ...... 65 Figure 6.20 Narborough Road Catchment Market Share ...... 65 Figure 6.22 Current (2007) Comparison Goods Turnover by Centre ...... 67 Figure 6.23 Comparison Goods Capacity Analysis for 2007 ...... 67 Leicester City Council Page 4 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

Figure 6.24 Comparison Goods Capacity Analysis for 2007 ...... 68 Figure 6.25 Forecast (2012) Comparison Goods Turnover by Centre...... 69 Figure 6.26 Comparison Goods Capacity Analysis for 2012 ...... 70 Figure 6.27 Forecast (2017) Comparison Goods Turnover by Centre...... 70 Figure 6.28 Comparison Goods Capacity Analysis for 2017 ...... 71 Figure 7.1 Current deficiencies in Supermarket Fascia coverage ...... 74 Figure 7.2 Supermarkets in Leicester City ...... 76 Figure 7.3 Supermarkets in Leicester Fringe ...... 77 Figure 7.4 Current Convenience Turnover per Zone ...... 78 Figure 7.5 Balance of Trade for Convenience Turnover...... 79 Figure 7.6 Supermarket Capacity Analyses for 2007 ...... 81 Figure 7.7 Supermarket Needs Analyses for 2007...... 82 Figure 7.8a Increases in supermarket spend available 2007-2012 ...... 83 Figure 7.8b Increases in supermarket spend available 2012-2017 ...... 83 Figure 7.9a Headroom and Needs Analysis for floorspace 2012 ...... 84 Figure 7.9b Headroom and Needs Analysis for floorspace 2017 ...... 84 Figure 7.10 New Store Needs Summary 2007 - 2017...... 85 Figure 8.1 Localities Identified to have current deficiencies...... 87 Figure 8.2 Need Analysis Summary by Residential Zone...... 88 Figure 8.3a Future headroom/need analysis 2007-2012 ...... 90 Figure 8.3b Future headroom/need analysis 2012-2017 ...... 90 Figure 9.1 Existing Retail Hierarchy ...... 92 Figure 9.2 Masterplan: St George’s North and South SPG...... 100 Figure 9.3 Land Use Structure: Mixed Uses: Waterside SPD...... 102 Figure 9.4 Main Land Uses: Abbey Meadows SPD ...... 103 Figure 10.1 Summary of Quantitative Retail Needs Analysis...... 106 Figure 10.2 New Supermarket Store Needs Summary 2007 - 2017...... 107 Figure 7.A: Address details of Leicester’s Supermarkets ...... 111 Figure 7.B: Sainsbury’s at Belgrave Road ...... 112 Figure 7.C: Morrisons at Freemans Park ...... 112 Figure 7.D: Tesco Extra at Hamilton ...... 113 Figure 7.E: ASDA at Inglenook Park...... 113 Figure 7.F: Tesco Extra at Beaumont Leys...... 114 Figure 7.G: Sainsbury’s at Fosse Park ...... 115 Figure 7.H: ASDA on Narborough Road South ...... 115 Figure 7.I: Sainsbury’s on Glen Road ...... 116 Figure 7.J: ASDA on Leicester Road ...... 116

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Table of Annexes

Annex 1 Scott Wilson’s Centre Health Checks and Proforma Annex 2 Scott Wilson’s Proforma Analysis of Local Centres Annex 3 Scott Wilson’s Visitor Survey Results Annex 4 CACI’s Expenditure Estimates Methodology Annex 5 CACI’s ACORN User Guide Annex 6 The Principles of Gravity Modelling Annex 7 CACI’s Spatial Modeller system Annex 8 CACI’s Retail Footprint Modelling Results Annex 9 CACI’s Provision Supermarket Modelling Results Annex 10 CACI’s Local Convenience Modelling Results Annex 11 Capacity Calculation Spreadsheets

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1.0 Executive Summary

Introduction 1.1 CACI and Scott Wilson were appointed to perform a retail study for Leicester City Council, to inform policies in their emerging Local Development Framework, for the planning period 2007 – 2026. Taking into account Retail Planning Policy 1.2 Government planning guidelines expect all planning authorities to: • Develop a network of centres; • Assess the need for further main town centre uses and ensure that there is the capacity to accommodate them; • Focus development in, and plan for the expansion of, existing centres as appropriate, and at the local level identify appropriate sites in development plan documents; and • Promote town centre management, creating partnerships to develop, improve and maintain the town centre, and manage the evening and night-time economy, regularly monitor and review the impact and effectiveness of their policies for promoting vital and viable town centres. 1.3 This study covers in detail the first three of the above points for the purposes of the Local Development Framework (LDF) and in performing the study, we have undertaken detailed health checks of every centre in the Local Plan, which can be used as a baseline from which the effectiveness of the LDF can be monitored and reviewed in the future. 1.4 The fourth point has been addressed in more detail for Leicester City Centre in CACI’s Economic Analysis of Leicester Retail Circuit, a document that is to be adopted by the council as part of the LDF retail evidence base. This report has been referred to in this study to inform our conclusions on the city centre. Examining the Leicester City Study Area 1.5 Leicester City is host to a large, diverse residential community. There is a strong family bias, with a strong prevalence of less affluent/deprived residential communities. Therefore, to serve the needs of all of Leicester’s residents, a wide range of retail and leisure facilities are required, that satisfy different consumer needs, as well as providing choice. In particular, planning guidance minds that special consideration should be made towards serving the most deprived residential areas. 1.6 The area has a city centre at its focus, surrounded by inner city urban environments and leafier suburbs further from the centre. The city centre is dominated by its daytime population of workers and city centre visitors, meaning that its economy is more complex than lower order centres in Leicester City. This has justified a more focused analysis on the retail and leisure needs of the city centre, in the form of CACI’s Economic Analysis of Leicester Retail Circuit. 1.7 Within this context, Leicester’s population is forecast to significantly grow, with a total of 57 thousand new residents estimated to reside in Leicester by 2026 (a 19% rise over the current population).

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Figure 1.1 Zone Population Summary 2007 Zone Name Resident Daytime Most Prevalent 2nd Most Prevalent Population Working Residential ACORN Residential ACORN 2007 Population 2007 City Centre 9,054 37,490 High Rise Hardship Inner City Adversity Eastern Inner 63,027 34,278 Asian Communities Secure Families Eastern 29,889 4,915 Secure Families Struggling Outer Families North-East 40,647 21,509 Secure Families Asian Communities North-West 27,016 10,931 Struggling Families Secure Families South 58,258 13,160 Struggling Families Secure Families West 79,679 36,416 Struggling Families Secure Families LEICESTER 307,570 158,699 CITY

Figure 1.2 Net increases in resident population 2012, 2017 & 2026 Zone Name Net increase Net increase Net increase Total Net in resident in resident in resident increase in population population population resident 2007 - 2012 2012 - 2017 2017 - 2026 population 2007 - 2026 City Centre 1,685 1,267 3,400 6,352 Eastern Inner 1,323 1,248 2,665 5,236 Eastern Outer 5,152 3,342 1,710 10,204 North-East 2,604 3,707 7,182 13,493 North-West 3,171 955 1,690 5,816 South 1,279 1,215 2,481 4,975 West 2,369 1,978 6,554 10,901 LEICESTER CITY 17,583 13,712 25,682 56,977 Reviewing the Health of Leicester’s Centre Hierarchy 1.8 Along with 68 defined local centres, Leicester’s current Local Plan has defined the following centre hierarchy: • Leicester City Centre • Beaumont Leys Town Centre • Hamilton Town Centre • Uppingham Road District Centre • Evington Road District Centre • Belgrave Road District Centre • Narborough Road District Centre 1.9 Leicester City Centre is a performing well in its role as the main centre in the region. A major retail extension of the Highcross Quarter shopping mall will address many of the current deficiencies of the centre, although CACI have identified that following this development, the centre still needs to improve in terms of providing a more comprehensive cultural, educational and leisure offer to fulfil the consumer needs of all of Leicester City’s residents. Leicester City Council Page 8 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

1.10 Furthermore, the city centre needs to strengthen its premium retail offer along Market Street, prioritise public sector funding to the design and implementation of a new Market Place, which will strengthen the economy of the city centre retail circuit as a whole. 1.11 Our analysis has found that in reality the area is operating with just one town centre at Beaumont Leys, which is currently performing and operating well against expectations for a town centre definition. 1.12 We have strongly recommended that Hamilton, since it currently only constitutes a Tesco-Extra store, is downgraded to a District Centre. Even as a member of this hierarchy the centre has much to improve before it can be viewed as fully functioning as a district centre. By downgrading the centre, the council will have improved planning control over potentially damaging out-of-town style retail uses coming forward in this area. 1.13 Of the four currently defined district centres, Belgrave Road is a particularly strong centre of regional and national significance to the UK’s Asian communities. As such this centre performs much higher than the other district centres. 1.14 Evington Road is performing the worst of the defined centres, and is suffering from a variety of environmental problems including safety, cleanliness and upkeep of the public realm. Comparison Goods Capacity 1.15 Due to the large extension of the Highcross Quarter (circa half a million sq. ft. net of new comparison goods floorspace) we have found that there will be relatively moderate headroom for additional comparison floorspace in Leicester over the next 10 years, with an additional headroom for 10,772 sq m net in the city centre, and little or no headroom across Leicester City’s other town and district centres. 1.16 This means that there is no need to search for sites to bring forward major additions to floorspace, and that any new floorspace can be expected to grow incrementally and organically as the market dictates, within the existing boundaries of Leicester’s centre hierarchy. 1.17 This lack of headroom also has implications for large supermarket applications, which often include significant comparison goods components. Such applications for comparison goods floorspace outside of defined centres will not be appropriate, and should be restricted by the council. Supermarket Capacity 1.18 In contrast to our comparison goods capacity analysis, we have identified substantial current deficiencies in supermarket (>4000 sq m net) provision in Leicester. 1.19 We have recommended that a need for approximately 7,000 sq m net of supermarket space, most of which has been identified as a current deficiency, as opposed to a need driven by growth in expenditure. 1.20 In spatial terms, we have identified the greatest level of current deficiencies in terms of supermarket provision serving the western side of the city. Additional provision in this area would create more sustainable travel patterns and readdress a current imbalance of trade in the north- west zone of the city, due to the large draw of the Tesco-Extra at Beaumont Leys. 1.21 In addition to quantitative capacity analysis, we performed a qualitative needs assessment based upon consumer needs, and found that the city

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would benefit from strengthening the presence of the following retail fascias: • ASDA • Morrisons • Sainsbury’s • Tesco-Metro • ALDI • LIDL 1.22 Whilst it is understood that Leicester’s economy is planned to grow over the plan period, we have identified a significant level of deprivation in Leicester City, indicating the need for these less affluent residents to be served by value-orientated operators such as ASDA, Morrisons, ALDI and LIDL. Deficiencies in convenience provision in the local centre network 1.23 By examining the individual capacity for convenience floorspace at every local centre in the local plan hierarchy, and at other localities identified to have a significant cluster of shops, we have identified where there is a current deficiency and also where there may be a need to adopt further localities as part of the recognised local centre network. 1.24 Overall, the greatest deficiencies in local convenience floorspace have been found in the local centre networks in the outer east and southern areas of Leicester. 1.25 However, the western area of the city has the greatest issue in terms of the number of identified localities, with clear deficiencies, that have not been adopted as part of the local centre network. 1.26 The analysis has also identified a particularly strong need to address deficiencies in the Braunstone and New Parks estates, and a need to formalise illegal trading on Malabar Road, which serves the St. Matthews Estate. Review of need due to planned housing growth 1.27 We have assessed the need for local convenience provision at the planned new residential areas of Ashton Green, North Hamilton, Waterside, St Georges North & South and Abbey Meadows. 1.28 The planned residential areas in Ashton Green and North Hamilton have not as yet been subject to more detailed masterplanning, although we have been able to provide some guidance on the need for new convenience provision, and the likely format for delivering on this need. 1.29 In North Hamilton, we have identified the need for 3-4 local centres to serve the full extent of the planned homes in this area. This means that the area will require 2-3 additional local centres to the local centre currently being developed at Sandhills Avenue. 1.30 In Ashton Green we have identified the need for either one large local centre or two smaller ones. 1.31 The SPG for St George’s North & South has been reviewed against our findings for this area. We have not identified any problems with the current proposals, and have recommended that Wharf Street South should be adopted as a local centre to serve the needs of new residents to the area. We have also noted that the area to the north of Humberstone Gate identified for retail and leisure would be best utilised to add to the leisure Leicester City Council Page 10 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

offer of the city centre, whilst providing for local retail uses fronting Wharf Street South. 1.32 The current SPD for Waterside only has draft status. Our analysis has revealed a more limited opportunity than this draft SPD has stated in terms of the number of centres it could sustain. We have identified a need for 2 local centres, and consider the current proposal for a centre aligned along the A50 (Northgate’s) to be most inappropriate, and therefore would recommend only the retail proposals for Waterside Basin and Blackfriars to remain. 1.33 Our assessment of the SPD for Abbey Meadows, in relation to retail, has identified no issues within the current guidelines for local centres. The SPD identifies 3 local centres, agreeing with our assessment of a need for 2-3 centres. However, it is noted that the current residential proposals for the area are currently being reviewed by LRC, and as such it is possible that the SPD may be changed in the light of that review, and in turn may change the need for local centre provision. Unfortunately information on any intended changes to the SPD has not been available during the course of this study.

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2.0 Study Brief and Methodology

Purpose of Study 2.1 The current City of Leicester Local Plan was adopted in January 2006 and the policies within it are ‘saved’ for three years. Work began immediately on the Local Development Framework (LDF) but concerns over the fate of the early LDFs at their respective examinations in public led to a re- examination of the evidence base required for the City’s LDF. 2.2 The current retail studies (published 2003) informed the local plan but are too out of date to reliably form part of the evidence base for the LDF. Moreover they do not go far enough in addressing the requirements set out in PPS6 ‘Planning for Town Centres’. 2.3 Consequently the City Council is required a more up-to-date study to inform the LDF and address PPS6 requirements. 2.4 The purpose of this study was to inform the Leicester LDF by: • (i) providing an estimate of new comparison and convenience retail floorspace required in Leicester for the period 2007-2017 (2007-2012, 2012-2017) and an extrapolation to the year 2026 the projected end year of the LDF; • (ii) identifying deficiencies in the provision particularly of convenience floorspace at the local level; • (iii) auditing current centres, their disposition and ability to meet identified deficiencies; recommending solutions to meeting deficiencies; • (iv) providing an indication of possible need derived from New Growth point status and planned housing growth in the Draft Regional Spatial Strategy; and in the LRC Intervention areas. Study Approach & Methodology 2.5 To address the needs of the study, and in particular, to provide a robust evidence base for the LDF, we have performed the following analysis and research: • Detailed policy review of relevant national, regional and local planning policy guidance. • For guidance on the needs for the city centre (with exception of explicit capacity analysis, which is updated in this study) we have made reference to CACI’s Economic Analysis of Leicester Retail Circuit (2006), which will be included as part of the evidence base for the LDF. • Visitor surveys of each city, town and district centre, used to identify transport mode of access to the centre and attitudes and perceptions on the quality of each centre. • Audits of every city, town, district and local centre as defined in the local plan hierarchy. For the city we were able to use 2006 full fascia and floorspace audit data from CACI’s Economic Analysis of Leicester Retail Circuit. Full fascia audits and floorspace estimates for both comparison goods and convenience goods were also provided for each town and district centre, whilst for local centres,

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store counts and floorspace estimates for local convenience only was assessed. • Local retailer location analysis, from data supplied on business addresses of grocers, butchers, caterers, video hire store, fishmongers, greengrocers and local convenience stores. • Creation of a bespoke Local Convenience Model for the whole of Leicester and its surrounds, providing catchment areas and market shares of local convenience expenditure for every local centre and local convenience locality not defined within the current local plan hierarchy. This model has provided us estimates of local convenience expenditure potential, which has been used to compare against current floorspace estimates to identify deficiencies in local convenience provision. • Use of CACI’s Provision model to understand the floorspace and provision of all supermarkets (stores above 400 sq m net in size), their catchment areas and market share of grocery expenditure. This model has provided us estimates of grocery expenditure at these supermarkets, and as a consequence enabled us to assess the balance of trade of convenience goods expenditure due to supermarket shopping travel patterns, and to identify areas of Leicester with deficient coverage from a nearby supermarket. The model also enables an assessment of capacity for supermarket floorspace. The introduction of this model into the LDF evidence base means that it will be possible for future supermarket applications or LDF development options to be tested in terms of impact on existing supermarkets, the catchment they will serve, and how existing trade balances will change. • Use of CACI’s Retail Footprint model to understand the relative attractiveness of all shopping centres with significant comparison goods retail provision, their catchment areas and market share of comparison goods expenditure. This model has provided us estimates of comparison goods expenditure market potential at each city, town and district centre. This has enabled an assessment of the capacity for comparison goods floorspace. In particular, we have been able to use the model to test the impact of trading potential from the significant increase in the level of attractiveness of Leicester City Centre, due to the opening of the extended Highcross Quarter and John Lewis in 2008. This has qualified what realistic level of ‘claw-back’ of expenditure will be achieved. • Review of the retail hierarchy and detailed health checks for the city centre, two town centres (Beaumont Leys and Hamilton), four district centres (Belgrave Road, Narborough Road, Evington Road and Uppingham Road) and 18 out of the 67 local centres, in the light of our findings from the survey, analysis and modelling above. • An assessment of the need for new comparison, supermarket and local convenience floorspace, taking into account quantitative considerations of capacity and balance of trade and other qualitative considerations including assessment of the needs of deprived communities, consumer needs and choice and likely retailer demand for additional floorspace.

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• Assessment of the additional need for additional local centres as driven by planned residential development – in particular the planned residential areas in Ashton Green, North Hamilton and the LRC Intervention Areas of Waterside, Abbey Meadows and St Georges North & South. This also included critical review of the Supplementary Planning Guidelines/Documents on the LRC Intervention Areas. 2.6 In establishing a robust methodology for deriving quantitative need for new floorspace in Leicester, we have considered the guidelines outlined in PPS6, and decided what assumptions will provide the LDF with the most robust assessment of need for the purposes of determining policies. It should however be borne in mind that any forthcoming planning applications will need to be accompanied with their own assessment of need. The assumptions we have made are: • Considering the variation and uncertainty in economic forecasts in terms of not only available resident expenditure, but also the future pricing of goods, we have determined that basing our capacity assessments on population growth alone would be the most robust way to assess future need. • This means that we have fixed our expenditure per capita estimates to 2007 levels and 2007 prices throughout the planning period. In turn we have fixed our assumptions on target trading densities (floorspace productivity/efficiencies) throughout the planning period. Since trading densities tend to follow growth in consumer expenditure, by fixing our assumptions on both effectively acknowledges this relationship, and as such implicitly implies that our assumption is that we do not expect the ratio between consumer expenditure and trading densities to significantly change, and thereby of inconsequence to a robust assessment of need. • While we have fixed our estimates of consumer expenditure per capita, we have looked at Special Forms of Trading (sales of goods that do not require consented retail floorspace), such as catalogue and Internet shopping channels. Our view is that the Internet has already made a significant impact on the spend available on our high streets, and that this impact will increase over the planning period. The Internet has already proven highly successful in the sales of electrical goods and home-deliveries for grocery goods. We anticipate the Internet to gain further market share, as more consumers gain access to the Internet, greater trust in this form of trading is established, and logistical solutions to home-delivery are improved. Furthermore, catalogue shopping is still strong, and not anticipated to be on net reduced due to the Internet, since paper catalogues still provide a very useful way of browsing goods, and are achieving very good market penetration due to their targeting of specific consumer “lifestyles”. The result of which, is that we have assessed a significant impact of increases in Special Forms of Trading over the planning period for comparison goods and supermarket sales, which outstrip growth in population. • Due to very different consumer travel patterns, we have separated out the assessment of convenience goods between convenience goods sold at supermarkets (stores above 400 sq m net) and convenience goods sold at local stores. This has been a very useful division, since it has enabled the report to provide specific Leicester City Council Page 14 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

guidance on supermarkets over the need for strengthening local convenience store provision at local centres, and a means for determining the need for local centres (based on local convenience provision) associated with planned residential development. • We have placed greater emphasis on the assessment of potential ‘claw-back’ of trade and assessment of current balance of trade and shopper catchment coverage in identifying the need for additional comparison and supermarket floorspace. These considerations have been viewed as materially valid for the identification of quantitative need for new floorspace. This is crucial, since in our experience, too many capacity assessments full short of assessing this aspect, and as a result is often incorrectly identifying need based on current trading patterns, rather than future trading patterns. • Finally, we make a note that our assessment of comparison goods capacity relates to goods that can be sold on the high streets of the defined city, town and district centre hierarchy. We do however acknowledge that, as with the sales of comparison goods on the Internet, that there are other locations other than these defined shopping centres that comparison goods spend is made. This includes free-standing supermarkets, out-of-town shopping parks, garden centres and bulky goods parks selling in the main large furniture and DIY products. Furthermore, our experience in using Retail Footprint on commercial studies has identified the need to convert market potential into a turnover potential that also takes into spend attainment – the fact that a centre will only convert a proportion of the spend available in a shopper’s wallet. All these sources of current reduction of the spend available to these centres of study have been taken into account within the Retail Footprint modelling process, to provide an estimate turnover potential is of use to infer the capacity for floorspace at each centre. 2.7 In determining current and future shopper flows, this study has taken into account all centres retailing in comparison goods, which include the out-of- town motorway retail parks of Fosse Park and Grove Farm Triangle Retail Park, and St Georges Retail Park located on the edge of Leicester City Centre. In this way, we have been able to assess the capacity for the city centre, Beaumont Leys town centre, Hamilton and the four district centres. 2.8 It is worthy to note that in modelling future shopper flows, we have modelled the change in shopper flows due to the opening of the extended Highcross Quarter in 2008, but have not accounted for any increased provision at out-of-town retail parks. In this way our modelling reflects the preferred direction of national policy to refuse applications for further comparison goods retailing at out-of-town locations. It is worthy to note that we estimate that these out-of-town retail parks will be according impacted by development in the city centre, subsequently impacting on any future "need" for retailing in these areas. Fosse Park will be impacted by 12%, Grove Farm Triangle will be impacted by 27% and St Georges Retail Park will be impacted by 14%.

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3.0 Policy Review for Planning Study

3.1 This chapter sets out relevant national, regional and local planning policy guidance that provides the context for this retail study, and in particular providing a policy-led steer on the methodology employed. Where we believe policy to be particularly relevant to this study, the relevant wording has been emboldened . National Planning Guidance Planning Policy Statement 1: Delivering Sustainable Development (PPS1) 3.2 Planning Policy Statement 1 (PPS1) was published in 2005. PPS1 advises that amongst other things, Local Planning Authorities should seek to: • Provide improved access for all to jobs, health, education, shops, leisure and community facilities, open space, sport and recreation, by ensuring that new development is located where everyone can access services or facilities on foot, bicycle or public transport rather than having to rely on access by car, while recognising that this may be more difficult in rural areas. • Focus developments that attract a large number of people, especially retail, leisure and office development, in existing centres to promote their vitality and viability, social inclusion and more sustainable patterns of development. • Reduce the need to travel and encourage accessible public transport provision to secure more sustainable patterns of transport development. Planning should actively manage patterns of urban growth to make the fullest use of public transport and focus development in existing centres and near to major public transport interchanges. Planning Policy Statement 6: Planning for Town Centres (PPS6) 3.3 Planning Policy Statement 6 (PPS6) was published in March 2005. As well as replacing PPG6, the guidance supersedes the Raynesford, Caborn and McNulty Parliamentary statements that have been material considerations in recent retail planning matters. 3.4 The government's key objectives are to promote the vitality and viability of town centres by focusing development in such centres and encouraging a wide range of services in a good environment, accessible to all. This is to be achieved by: • Enhancing consumer choice by making provision for a range of shopping, leisure and local services, which allow genuine choice to meet the needs of the entire community, and particularly socially- excluded groups; • Supporting efficient, competitive and innovative retail, leisure, tourism and other sectors, with improving productivity; and • Improving accessibility, ensuring that existing or new development is, or will be, accessible and well served by a choice of means of transport. 3.5 Planning Authorities are required to: • Develop a network of centres;

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• Assess the need for further main town centre uses and ensure that there is the capacity to accommodate them; • Focus development in, and plan for the expansion of, existing centres as appropriate, and at the local level identify appropriate sites in development plan documents; and • Promote town centre management, creating partnerships to develop, improve and maintain the town centre, and manage the evening and night-time economy, regularly monitor and review the impact and effectiveness of their policies for promoting vital and viable town centres. 3.6 As with the earlier PPG6, the guidance reiterates that it is not the role of the planning system to restrict competition, to preserve existing commercial interests, or to prevent innovation. 3.7 In defining the network of retail centres, the Local Planning Authorities should consider whether there is a need to avoid the over-concentration of growth in higher order centres and the need to address deficiencies in the network by promoting centres to function at a higher level in the network. 3.8 In selecting sites for development, local authorities should: • Assess the need for development; • Identify the appropriate scale of development; • Apply the sequential approach to site selection; • Assess the impact of development on existing centres; and • Ensure that locations are accessible and well served by a choice of means of transport. 3.9 There are different ways of assessing the need for a particular development. Quantitative need depends on the catchment area population level, its expenditure demands for certain types of goods and improvements to the productivity of floorspace. Qualitative need may include, for example, remedying deficiencies in the distribution of facilities, employment and regeneration issues. 3.10 The sequential test gives preference to sites within appropriate existing centres followed by edge-of-centre locations. It is suggested that edge-of- centre sites would normally be within 300 metres of the Primary Shopping Area by a convenient route. 3.11 PPS6 provides the following guidance on how to assess impacts: “Making additional sites available for development may have both positive and negative impacts on existing centres. Positive benefits are likely to be strongest where additional development takes place in the centre, or by an expansion of the centre , followed by edge-of-centre sites where a development would be well connected to the centre and result in a significant number of linked trips and clawback expenditure. Where a site is proposed to be allocated in an edge-of-centre or out-of-centre location, local planning authorities should assess the impact that the potential development of the site would have on centres within the catchment of the potential development. Where the potential development of a site or sites proposed to be allocated in a centre would substantially increase the attraction of the centre and could have an impact on other centres, the impact on other centres will also need to be assessed.”

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Planning Policy Guidance 13: Transport (PPG13) 3.12 Planning Policy Guidance 13 (PPG13) was published in March 2001. It sets out the government's approach to integrating planning and transport at the national, regional, strategic and local level. This is to be achieved by: • Promoting more sustainable transport choices; • Promoting accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and • Reducing the need to travel, especially by car. 3.13 PPG13 advises in paragraph 6 that in order to deliver the objectives of this guidance, when preparing development plans and considering planning applications, local authorities should ensure that development comprising jobs, shopping, leisure and services offers a realistic choice of access by public transport, walking and cycling. 3.14 Paragraph 35 of PPG13 states "Policies for retail and leisure should seek to promote the vitality and viability of existing town centres, which should be the preferred locations for new retail and leisure developments. At the regional and strategic level, local authorities should establish a hierarchy of town centres, taking account of accessibility by public transport, to identify preferred locations for major retail and leisure investment. At the local level, preference should be given to town centre sites, followed by edge of centre and, only then, out of centre sites in locations which are (or will be) well served by public transport". 3.15 PPG13 goes on to state in paragraph 36 that "It is too early to tell what effect increasing use of the Internet for shopping and just-in-time delivery will have on the size and location of retail businesses. However, if these changes enable a reduction in the size of some retail outlets (due to less stock on site) it may present increased opportunities for shops to be located in existing town centres. There may also be an increasing emphasis on the distribution of shopping, particularly groceries, from local district and neighbourhood locations. Local authorities should seize the opportunity to use new technology to promote urban renaissance and to reinforce the existing role of town, district and local centres".

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Regional Planning Guidance Regional Spatial Strategy for the East Midlands (RSS8) 3.16 The East Midlands Regional Plan (officially known as the ' Regional Spatial Strategy for the East Midlands (RSS8) was published on 17 March 2005. The purpose of the document is to provide a long term development strategy for the Region over a 15-20 year period. It covers the scale and distribution of new housing, priorities for the environment, transport, infrastructure, economic development, agriculture, minerals extraction, waste treatment and disposal. 3.17 The Regional Assembly is now in the process of reviewing the Regional Plan to bring it fully into line with the legislation. Consultation on the Revised Draft RSS is currently underway. The Panel Report was published in November 2007 following the Examination in Public. The RSS also incorporates a Sub Regional Strategy (SRS) for the Three Cities area to provide additional direction and guidance to Local Development Frameworks on issues that cross strategic planning boundaries and other Sub-Regional matters of importance in the Three Cities Sub-area. 3.18 Regional policies of importance to this study include: Policy 13: Development in the Three Cities Sub-area Development should support the continued growth and regeneration of Derby, Leicester and Nottingham, and maintain and strengthen the economic, commercial and cultural roles of all three Cities. This will be achieved by ensuring that provision is made for: • a mix of housing types; • employment land to meet the needs of indigenous manufacturing and distribution uses and to encourage new investment; • regeneration of deprived inner urban areas and outer estates; • enhancement of transport links and public transport accessibility both within and between the cities; • retailing, office, residential, entertainment and service uses within central areas, to provide for a mix of uses to support the vitality and viability of the city centres; and • the protection, development and enhancement of green infrastructure to address past environmental degradation and contribute to the development of sustainable communities.

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Outside Derby, Leicester and Nottingham, employment and housing development should be located within and adjoining settlements. Such development should be in scale with the size of those settlements, in locations that respect environmental constraints, in particular the River Mease Special Area of Conservation and the Derwent Valley Mills World Heritage Site, and the surrounding countryside, and where there are good public transport linkages. Development associated with Nottingham East Midlands Airport should be focussed where possible in surrounding urban areas, in particular the Principal Urban Areas of Derby, Leicester and Nottingham and the Sub- Regional Centre of Loughborough. Policy 21: Regional Priorities for Town Centres and Retail Development Local Authorities, emda and Sub-Regional Strategic Partnerships should work together on a Sub-area basis to promote the vitality and viability of existing town centres, including those in rural towns. Where town centres are under performing, action should be taken to promote investment through design led initiatives and the development and implementation of town centre strategies. Local Planning Authorities should: • bring forward retail and leisure development opportunities within town centres based on identified need; • prevent the development or expansion of additional regional scale out-of-town retail and leisure floorspace; and • monitor changes in retail floorspace on a regular basis. Leicestershire, Leicester, and Rutland Structure Plan 1996-2016 3.19 The Leicestershire, Leicester, and Rutland Structure Plan have been prepared jointly by Leicestershire County Council, Leicester City Council and Rutland County Council. It was adopted on 7th March 2005 and replaces the previous Leicestershire Structure Plan (1991 to 2006) adopted in January 1994. 3.20 Chapter 8 of the Structure Plan deals with ‘Central Areas and Shopping’. Policy 1 (Existing Centres for Shopping and Other Services) states: “The role of Leicester's Central Area as a regional centre will be sustained and increased through the provision of retail, leisure, cultural, tourist and other central area facilities, major office development and mixed use developments. The role of the central areas of Ashby, Blaby, Beaumont Leys, Coalville, Hamilton, Hinckley, Loughborough, Lutterworth, Market Harborough, Melton Mowbray, Oadby, Wigston, Oakham and Uppingham will be sustained and increased, and where appropriate expanded, through the provision of retail, leisure, cultural, tourist and other central area facilities, office development and mixed use developments. Provision will also be made for measures to improve the accessibility of the above centres, particularly by public transport, and for improvements to the quality, safety, convenience and attractiveness of their environments” (pg. 29). 3.21 Policy 2 (Retail Development and Community Facilities to Serve Local Needs) of the Structure Plan states: “Where their demise would result in an identified need not being met locally or a deficiency arising, existing shops, services and facilities in centres not named in Central Areas and Shopping Policy 1 will be protected and, where appropriate, enhanced. Adequate provision will be made for new shops, services and other facilities in new developments, and such facilities will also be permitted where these relate reasonably to local needs in existing residential, employment and mixed use development. Proposals should be of an appropriate scale and nature. Pedestrians and cyclists Leicester City Council Page 20 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

should have priority access to any new developments, which should also be easily accessible by public transport” (pg. 29). 3.22 Policy 3 (Out-of-Centre Retailing) in the Structure Plan advises: “New, or significant incremental expansion of retail or leisure and entertainment development should not be permitted in out of centre locations unless: a) There is a clearly defined and agreed need for the proposed development; b) No suitable sites are available in the sequentially preferred locations set out in Strategy Policy 2A (with the exception of Shepshed) or in district or local centres providing the development is consistent with the scale and function of that centre; c) The proposal would not prejudice the development of sites allocated for these or any other purpose; d) The flow of investment to established centres can be shown to be of a level that will enable their vitality and viability to be maintained and enhanced taking into account the cumulative effect of the impact of other development proposals and outstanding planning permissions; e) Easy, convenient and safe access for the population of the catchment area on foot or by a realistic choice of transport can be secured; f) Impact on car use and car parking provision is acceptable; g) Historic and natural environments are not adversely affected; and h) Appropriate conditions on the type of goods sold can be applied. There is no requirement for a new regional or sub regional shopping centre within the Plan Area” (pg. 30). 3.23 Chapter 5 of the Structure Plan deals with ‘Accessibility and Transport’. The following paragraphs list the relevant policies in regards to transportation. 3.24 Policy 1 (Development and the Transport System) of the Structure Plan states: “Developers will be expected to maximise the potential for access to and from new development by walking, cycling and public transport, and to take other appropriate measures to minimise the traffic generated by that development, including the formulation and implementation of travel plans. If, despite the above measures, the remaining traffic generated by the development, together with that from existing and committed development would: (a) Impair road safety; (b) Have an unacceptable effect on the environment; or (c) Exceed the capacity available in the local highway system, further adequate and environmentally acceptable road improvements should be undertaken, at the developer's expense, to mitigate the impact of the development” (pg. 19). 3.25 Policy 2 (Walking) of the Structure Plan advises that provision for walking will be made by: a) “Encouraging pedestrian priority and traffic free zones in central areas and other appropriate locations; b) Maintaining and enhancing existing pedestrian routes which link day to day activities and by promoting the development of new routes where deficiencies exist; and c) Ensuring that all development proposals include attractive, convenient and safe pedestrian access and facilities, including those suited to people with mobility impairments” (pg. 19). 3.26 Policy 3 (Cycling) of the Structure Plan also advises that provision for cycling will be made by: a) “Identifying, safeguarding and augmenting a network of safe, direct and convenient cycle routes which facilitate cycle access within and between major journey attractors; and b) Ensuring that development proposals provide convenient and safe cycle access and facilities, including parking provision. Links with the existing or proposed network of cycle routes will be made or maintained” (pg. 19). 3.27 Policy 4 (Buses) of the Structure Plan states:

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“Development will be acceptable provided that access for buses is provided such that all parts of the development are within convenient walking distance of an actual or potential bus stop, with maximum distances as specified in local plans. In identifying new sites for development, preference will be given to the siting of the development in locations best able to support bus services of an adequate frequency to provide a realistic alternative to the private car. Measures will be taken, in partnership with the bus companies, to assist the efficiency and quality of the bus services by investment in bus priorities, information systems and improved bus terminals and stops” (pg. 19 & 20). 3.28 Policy 8 in the Structure Plan deals with public car parks and states: “In the central areas of Leicester, the main towns, district and local centres, further public car parking not associated with new development will be permitted only if it can be clearly demonstrated that: a) A shortage of short stay parking is detracting from the vitality and viability of the centre and that shortage cannot be met in any other way; or b) Excessive on-street parking is having an adverse effect on highway safety and amenity which cannot reasonably be resolved by any other means” (pg. 21).

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Local Planning Guidance - City of Leicester Local Plan 3.29 The City of Leicester Local Plan was adopted by the Council on 16th January 2006 provides planning guidance up to 2016. 3.30 Chapter 8 of the Local Plan covers ‘Retailing’. The Local Plan retail policies have the following aims: • “To sustain and enhance the vitality and viability of the City Centre, in particular its role for comparison goods shopping; • To sustain and enhance the vitality and viability of the town, district and local centres by concentrating new shopping and related facilities in them and to support the principle of a hierarchy and range of centres; • To ensure access by a choice of means of transport particularly the promotion of walking and cycling, to facilitate combined shopping trips and minimise the need to travel; and • To minimise the disturbance caused by retail development to nearby residential areas” (pg. 142). 3.31 Policy R01 of the Local Plan deals with major retail developments and states: “Outside the existing shopping centres shown on the Proposals Map, planning permission for major new retail development will not be granted unless it can be demonstrated that there is a need for the development, and that there are no suitable and available sites or buildings in the following locations, where appropriate to the catchment that the development seeks to serve: a) Firstly within the Central Shopping Core; b) Followed by sites on the edge of the Central Shopping Core; then c) Within the Town Shopping Cores; d) On the edge of the Town Shopping Cores; e) Within the district centres or within the local centres; providing the proposed development is appropriate to the scale and function of the centre. Where the above cannot be demonstrated, the following considerations will then be taken into account when assessing planning applications for major retail development outside the preferred locations set out above: a) The proposal does not undermine the strategy and objectives of the Local Plan to sustain and enhance the vitality and viability of existing centres; b) The scale of development and type of retailing, by itself, or cumulatively with other retail development proposals, (including those with outstanding planning permissions) would not have a detrimental impact on the vitality and viability of the Central Shopping Core or nearby town, district and local centres; c) The location is accessible by a choice of means of transport including walking, cycling and public transport; and d) There are no losses of land use, or land allocation, for which there is an identified need in the Local Plan” (pg. 145). 3.32 Policy R03 of the Local Plan relates to local and district shopping centres and advises:

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“Retail development outside the Central Shopping Core will be confined to the existing and proposed shopping centres shown on the Proposals Map. Proposals for new retail development including extensions to existing shops within these centres, whose scale is consistent with the size and function of the centre concerned, will be required to demonstrate that: a) The development would not inhibit the use of the upper floors for residential purposes; b) The scale and design is sympathetic to the character of the area; c) The traffic generated by the development and the arrangements for loading, unloading and servicing will not have a significant detrimental impact on parking and traffic problems and pedestrian and highway safety; and d) The needs of people with disabilities including access to and within the development are provided for” (pg. 147). 3.33 Policy R04 (Offices for Financial and Professional Services) in the Local Plan states: “The use of the ground floor of premises within shopping centres for offices for financial and professional services (Use Class A2) which provide a service for the general public will be permitted except where: a) The addition of another A2 use within any particular shopping centre or part of that shopping centre would have a cumulative detrimental effect in terms of: i) Parking and traffic problems and pedestrian and highway safety; or ii) Residential amenity; or iii) Visual amenity; or iv) The character and function of the shopping centre; or b) A shop front would not be retained; or c) It would inhibit the use of an upper floor for residential purposes” (pg. 148). 3.34 Policy R05 (Development for Food and Drink Purposes) of the Local Plan states: “Proposals for the use of premises within the shopping centres shown on the Proposals Map for food and drink purposes (Use Classes A3, A4 and A5) will be permitted except where: a) The development either individually or cumulatively with other A3, A4 and A5 uses would be likely to prove significantly detrimental to the amenities of the occupiers of nearby residential properties, to visual amenity, and to parking and traffic problems which could not reasonably be controlled by way of condition; or b) A further change of use from Class A1 would seriously affect the retail function of the shopping centre; or c) The applicant has failed to demonstrate that a satisfactory ventilation flue could be provided, that is effective for its purpose; would not cause problems of noise and fumes for the occupiers of nearby properties, and would not be detrimental to visual amenity; d) A shop front is not retained; or e) It involves the use of the upper floors for A3, A4 or A5 purposes. Where ancillary residential accommodation is intended, a condition will be imposed restricting upper floors to ancillary residential accommodation only and not for any other purpose connected with the A3, A4 or A5 use” (pg.149). 3.35 Policy R06 (Local Shopping Development Outside the Shopping Centres) of the Local Plan states: “Planning permission will not be granted for new local shops and facilities falling within Use Classes A1, A2, A3, A4 and A5 outside the centres identified on the Proposals Map unless: a) There is a need for additional local facilities in the area; b) Suitable sites and premises are not available in nearby shopping centres; Leicester City Council Page 24 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

c) The proposed development is easily accessible by foot, cycle and by public transport; d) Significant disturbance is unlikely to be caused to nearby residential areas (the change of use of mid-terrace houses will not be acceptable); and e) The traffic generated by the development will not have a significantly detrimental impact on parking and traffic problems and pedestrian and highway safety” (pg. 150). 3.36 Policy R07 (New Local Shopping Centres) in the Local Plan advises: “The sites for new retail development shown on the Proposals Map will be safeguarded and planning permission will not be granted for alternative development, which is likely to prejudice that provision. New local centres are planned at the following locations: a) North Hamilton; and b) Ashton Green” (pg. 150). 3.37 Chapter 5 in the Local Plan deals with ‘Access and Movement’. The following paragraphs outline relevant transportation policies. 3.38 Policy AM01 of the Local Plan relates to the impact of development on pedestrians and people with limited mobility. It states: “Planning permission for development will only be granted where the needs of pedestrians and people with disabilities have been successfully incorporated into the design. New or improved pedestrian routes and streets should link as directly as possible with existing or proposed routes and streets leading to key destinations, such as leisure/community and public transport facilities, both within or adjacent to a site. On new or improved pedestrian routes and streets, the amount of carriageway given over to pedestrians and people with disabilities, both within the site and on footways alongside, must be such as to protect them from other highway users. Where segregation is required, pedestrians and disabled people should not be isolated from other road users and activity. Physical measures such as dropped kerbs, safe crossing facilities, refuges, safety lighting, landmark features and the use of tactile surface materials will be required in appropriate circumstances” (pg. 71). 3.39 Policy AM02 (Cycling and Development) of the Local Plan states: “Planning permission for development will only be granted where the needs of cyclists have been successfully incorporated into the design. New or improved cycling routes should link as directly as possible with existing or proposed routes leading to key destinations, such as leisure, community and public transport facilities, both within or adjacent to the site. On new or improved cycling routes and transport schemes, the amount of carriageway given over to cyclists must be such as to prevent conflict with other highway users. Where segregation is required, cyclists should not be isolated from other road users and activity. Physical measures such as advanced cycle stop lines, safe crossings, priority at junctions and roundabouts and the use of appropriate materials will be required in certain circumstances. Safe and secure cycle parking facilities will be required in accordance with the standards set out in Appendix 01 of the Local Plan. Such facilities must be provided in a form and location which would minimize the potential for conflict between cyclists and pedestrians and permit surveillance, thus providing security for both the cycle and people” (pg 71). 3.40 Policy AM05 (Buses and Development) states: “Planning permission for large scale development will not be granted unless: a) At least 75% of the development is within 250 metres walking distance of a bus stop; c) No part of the development is more than 400 metres from a bus stop; d) Routes for buses through the development are such as to provide direct links with the highway network, by priority access arrangements if necessary; and e) Maximise the opportunity for extending the existing network of bus services in the City” (pg. 76). 3.41 Policy AM11 of the Local Plan deals with parking provision for non- residential development. It states:

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“Proposals for parking provision for non-residential development should not exceed the maximum standards specified in Appendix 01. Reductions below these maximum parking standards will be required by the City Council, in accordance with the reduction targets for non-residential parking provision, after consideration of the following criteria: a) Access by other means of transport (currently and in the medium to long term); b) Availability, accessibility and safety of existing or alternative car parking provision; c) Consequences of under provision in a particular location; d) Proximity to the Central Commercial Zone; e) Benefits of imposing traffic restraint; f) Planning benefits of greater site coverage or provision of soft landscaping; g) Impact on Conservation Areas; h) Relationship to other uses nearby; i) Anticipated levels of car use (including the potential reduction of car usage through Travel Plans); and j) pattern of working hours. Parking provision to accommodate the needs of disabled people (i.e. blue badge holders) will be specified in accordance with need and will not be subject to restraint measures. Parking provision to accommodate the needs of people with children will also be specified in accordance with need” (pg. 81).

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4.0 Leicester City Study Area

Introduction 4.1 This chapter sets out the relevant economic context for the study, including an assessment of resident-based consumers, available retail spend, and forecast increases in population over the planning period. 4.2 For the purposes of this study, we have defined 12 residential zones, representing existing residential areas and areas where new residential development is planned. Figure 4.1 Leicester Study Area Residential Zones

4.3 The zones have been defined to best fulfil the scope of this project, and as such should not be confused with the administrative boundaries of Leicester City and/or definitions of Leicester’s Principal Urban Area. 4.4 In particular, it should be noted that unlike conventional retail studies that are reliant on household shopper surveys covering a limited geographical extent, this project benefits from an understanding of shopping patterns outside of these zones, through the use of CACI’s Retail Footprint and Provision models, which provide information on retail expenditure and shopping patterns for the whole of the country. Leicester City Council Page 27 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

4.5 The City Centre, West, North West, North East, Eastern Inner, Eastern Outer and South zones cover the core of what can be described as Leicester City, in planning terms, whereas the outer zones of Ashton, West Braunstone, Southern Fringe, East Thurmaston and Northern Fringe cover the areas that can be broadly described as suburban extensions of the city, and fall outside of Leicester City Planning Boundaries. 4.6 The table provides a definition of each retail study zone, which is defined by grouping together postcode sectors areas. Figure 4.2 – Postcode Sector Definition of Residential Zones

Zone Name Constituent Postcodes City Centre LE 1 1, LE 1 2, LE 1 3, LE 1 4, LE 1 5, LE 1 6, LE 1 9 Eastern Inner LE 1 7, LE 2 0, LE 2 1, LE 5 0, LE 5 3, LE 5 4, LE 5 5 Eastern Outer LE 5 1, LE 5 2, LE 5 6 North-East LE 4 5, LE 4 6, LE 4 7, LE 4 9 North-West LE 4 0, LE 4 1, LE 4 2 South LE 2 2, LE 2 3, LE 2 6, LE 2 8, LE 2 9 West LE 2 7, LE 3 0, LE 3 1, LE 3 2, LE 3 5, LE 3 6, LE 3 9 East Thurmaston LE 7 3 West Braunstone LE19 1, LE19 4, LE 3 3 Ashton LE 6 0 Northern Fringe LE 4 3, LE 4 4, LE 4 8, LE 7 1, LE 7 2 Southern Fringe LE18 1, LE18 2, LE18 3, LE18 4, LE18 9, LE 2 4, LE 2 5

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Residential Summaries for each zone 4.7 To support an understanding the needs of the resident-based shoppers in Leicester City an analysis of consumer lifestyles has been performed. This provides an insight into the people behind the spend figures, and provides useful evidence for the retail and development community to make informed location decisions in the area. 4.8 In this way, this section adds to the council’s retail evidence base for the Local Development Framework, and adds to the spirit of PPS6 to have a positive approach to planning.

City Centre 4.9 The City Centre is currently dominated by ACORN Groups P and Q; High Rise Hardship and Inner City Adversity, both of which are represented substantially above the Leicester and UK averages. The zone also has a higher proportion of residents in Groups E and F, Educated Urbanites and Aspiring Singles. 4.10 The high levels of deprivation (High-Rise Hardship and Inner City Adversity) in the City Centre means that this area should be a priority for improving local provision for these residents. Figure 4.3a ACORN Profile of City Centre residents

City Centre Leicester United Kingdom 25%

20%

15%

10% % % Households 5%

0%

s s es s s s s p e i e ut ies le ity ey O it shi s tiv ingles ing d u Gr amil un amilies ar F ssionals banit S e r ting Families F Families dver e H Exec ar re omm ng y A luent d U St u rial Collar Rootli is ff Prof tled Suburbia t R A s ate ec t us Cit c Aspiring S ian C lue- ugg ou Se s nd B tr Burdened S ealthy A S High- W Flourishing Edu Prudent Pensioner nner st-I I Po Prosper

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Eastern Inner 4.11 The Eastern Inner area is currently dominated by ACORN Group K; Asian Communities. Aside from Groups E and F, Educated Urbanites and Aspiring Singles, all other groups are underrepresented compared to Leicester and national averages. The zone contains the Uppingham Road and Evington Road District Centres. Figure 4.3b ACORN Profile of Eastern Inner residents

Eastern Inner Leicester United Kingdom 40% 35% 30% 25% 20% 15%

% % Households 10% 5% 0%

s s s s s e als e ut ties es le reys n O i ili tiv G ingles ing u un am ardship ssio banit S Families F dversity e r ting Families e H A Exec ar re ng y d U u Comm rial Collar Rootli is ffluent Prof St tled Suburbia t R A s ec t Cit cate Aspiring S us lue- ugg Se ian ealthy ou s nd B tr Burdened S Flourishing Families A S High- W Edu Prudent Pensionert-I Inner Pos Prosper

Eastern Outer 4.12 The Eastern Outer Area is currently dominated by ACORN Groups H and N; Secure Families and Struggling Families, both overrepresented against Leicester and national averages. The zone also contains a higher proportion of ACORN Group C, Flourishing Families, against Leicester and UK baselines. The zone contains the Hamilton Town Centre. Figure 4.3c ACORN Profile of Eastern Outer residents

Eastern Outer Leicester United Kingdom 30%

25%

20%

15%

10% % Households 5%

0%

s t s p ies rs i il bia e le h ity reys s s tives G am ingle ion rd u F ng Ou i ubur ns ar Roots S Adver Urbanites ing S oll Exec luent ing d ir rial Families ned Sing ff h p Start led t A is s t de cate A Secure Families dent Pe us ur Set u Blue-C B igh-Rise Ha Flour Pr Asian Communities-Ind Struggling Families H Wealthy perous ProfessionalsEdu Inner City s Post Pro

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North East 4.13 The North East Area is currently dominated by ACORN Groups H and K; Secure Families and Asian communities. Furthermore, there is negligible population representing any of ACORN Groups A-E. The zone contains the Belgrave Road District Centre, and also contains the site of Abbey Meadows, identified for LRC Housing Intervention with a target of 3500 units by 2026. Figure 4.3d ACORN Profile of North East residents

North East Leicester United Kingdom 35% 30% 25% 20% 15% 10% % % Households 5% 0%

t s ip ies le eys il bia sh r d G am ingles ioners F ubur s ar Roots d Sing Urbanites S ll ng ing S ial Families luent hi d r ff pir Starting Ou tled t A is s n Communities dene cate A Secure Families dent Pen a us ur Set u nd Blue-Co B igh-Rise Har Flour Pr Asi -I Struggling Families H Wealthy Executives perous ProfessionalsEdu Inner City Adversity s Post Pro

North West 4.14 The North West Area is currently dominated by ACORN Groups N and H; Struggling Families and Secure Families. The zone contains the Beaumont Leys Centre, and the site of Birstall Hamall Fields, identified as a Sustainable Urban Extension with a target of 900 residential units by 2026. 4.15 The high levels of deprivation (Struggling Families) in the North West zone means that this area should be a priority for improving local provision for these residents. Figure 4.3e ACORN Profile of North West residents

North West Leicester United Kingdom 40% 35% 30% 25% 20% 15%

% % Households 10% 5% 0%

s s s ies es ut es le eys l ities ive r O t G ingles mili ing u un a c ssionals rbanit F Families Hardship dversity e g S ting Families l A xe ar re a ng e E d U ri y ffluent St u Comm t shing Fami Prof tled Suburbia e-Collar Rootgli A i s ate ec us Cit c Aspirin S et ian lu ug ou S s nd B tr Burdened S Flour A S High-Ris Wealthy Edu Prudent Pensionerst-I Inner Pos Prosper

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West 4.16 The West Area is currently dominated by ACORN Groups N and H; Struggling Families and Secure Families. However a third ACORN Group, Blue-Collar Roots, is overrepresented compared to the Leicester average, whereas Secure Families is underrepresented. The zone contains the Narborough Road District Centre, in addition to the Waterside LRC intervention area, identified for development of 3500 units by 2026. 4.17 The high levels of deprivation (Struggling Families) in the West zone means that this area should be a priority for improving local provision for these residents. Figure 4.3f ACORN Profile of West residents

West Leicester United Kingdom 25%

20%

15%

10%

% % Households 5%

0%

s s s p ie ia il ut le reys ites O shi tives d u G am ingles ing c ban nt ssionals g S ting Families e Ur e Families l in ar r ia Adversity d u r y fflue Prof St Communitiest A ishing F ec tled Suburb dened S cate Aspir S et an us ur S si nd Blue-Collartruggling Root BFamilies Flour A S High-Rise Har Wealthy Exe Edu Prudent Pensionerst-I Inner Cit Pos Prosperous

South 4.18 The South Area is currently dominated by ACORN Groups N and H; Struggling Families and Secure Families. Struggling Families are overrepresented compared to Leicester and UK averages. The zone does not contain any major Town or District Centre. 4.19 The high levels of deprivation (Struggling Families) in the South zone means that this area should be a priority for improving local provision for these residents. Figure 4.3g ACORN Profile of South residents

South Leicester United Kingdom 25%

20%

15%

10%

% % Households 5%

0%

s s s s s e als e ut ties es le reys n O i ili tiv G ingles ing u un am ardship ssio banit S Families F dversity e r ting Families e H A Exec ar re ng y d U u Comm rial Collar Rootli is ffluent Prof St tled Suburbia t R A s ec t Cit cate Aspiring S us lue- ugg Se ian ealthy ou s nd B tr Burdened S Flourishing Families A S High- W Edu Prudent Pensionert-I Inner Pos Prosper

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Northern Fringe 4.20 The Northern Fringe Area is currently dominated by ACORN Groups H and I; Secure Families and Settled Suburbia. The zone does not contain any major Town or District Centre. Figure 4.3h ACORN Profile of Northern Fringe residents

Northern Fringe Leicester United Kingdom 45% 40% 35% 30% 25% 20% 15%

% % Households 10% 5% 0%

s a s s s lies es ut e le reys O ities tive u G ingles un mili ing c banit a nt ssionals r ting F dversity e g S l g Families A xe in ar re Families n E d U ria y fflue St u Comm t shing Fami Prof tled Suburbi e-Collar Root dened S A i s ate ec us ggli r Cit c Aspir S et ian lu u ou S s nd B tr Bu Flour A S High-Rise Hardship Wealthy Edu Prudent Pensionerst-I Inner Pos Prosper

Southern Fringe 4.21 The Southern Fringe Area is currently dominated by ACORN Groups H and C; Secure Families and Flourishing Families. The zone does not contain any major Town or District Centre. Figure 4.3i ACORN Profile of Southern Fringe residents

Southern Fringe Leicester United Kingdom 25%

20%

15%

10%

% % Households 5%

0%

s s ip y ies ls ut es es ies les t il a i il sh O rbia oot rsi tives m e u am ion amil uniti R ard F ss ing F ubu Fa e Adv Exec art re of d Urbanites t u Pensioneromm Collar ise H y e S R it hy Affluent Greys ec - C lt Aspiring Singles S dent lue- uggling Settled S r gh ea ous Pr B Burdened Sing Flourishing Asian C St Hi W Educat Pru Inner rosper Post-Industrial Families P

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Ashton 4.22 The Ashton Area is currently dominated by ACORN Groups C and H; Flourishing Families and Secure Families. The zone contains the site of Leicester Ashton Green, identified as a Sustainable Urban Extension with a target of 3150 residential units by 2026. The zone does not contain any major Town or District Centre. Figure 4.3j ACORN Profile of Ashton residents

Ashton Leicester United Kingdom 25%

20%

15%

10%

% % Households 5%

0%

s s s s s e als e ut ties es le reys n O i ili tiv G ingles ing u un am ardship ssio banit S Families F dversity e r ting Families e H A Exec ar re ng y d U u Comm rial Collar Rootli is ffluent Prof St tled Suburbia t R A s ec t Cit cate Aspiring S us lue- ugg Se ian ealthy ou s nd B tr Burdened S Flourishing Families A S High- W Edu Prudent Pensionert-I Inner Pos Prosper

East Thurmaston 4.23 The East Thurmaston Area is currently dominated by ACORN Groups H and C; Secure Families and Flourishing Families. The zone contains the site of East Thurmaston, identified as a Sustainable Urban Extension with a target of 4500 residential units by 2026. Figure 4.3k ACORN Profile of East Thurmaston residents

East Thurmaston Leicester United Kingdom 40% 35% 30% 25% 20% 15%

% Households 10% 5% 0%

t s s ip ies les rs t le h ity eys il bia e s s tives ing u am sionals ng Ou ion r Roo ard F s i ubur a S Adver Urbanites ing S oll Exec luent Gr r Pens ial Families d Start ed r ened Sing y ff tl st d A ishing spi City A Secure Families dent u lue-C Set B Bur igh-Rise Her lour rous Profe u F Pr Asian Communities-Ind Struggling Families H Wealth pe Educate Inn os Post Pr

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West Braunstone 4.24 The West Braunstone Area is currently dominated by ACORN Groups H and C; Secure Families and Flourishing Families. The zone contains the site of West of Braunstone, identified as a Sustainable Urban Extension with a target of 4000 residential units by 2026. The zone does not contain any major Town or District Centre. Figure 4.3l ACORN Profile of West Braunstone residents

West Braunstone Leicester United Kingdom 35% 30% 25% 20% 15% 10% % % Households 5% 0%

s s s s s e als e ut ties es le reys n O i ili tiv G ingles ing u un am ardship ssio banit S Families F dversity e r ting Families e H A Exec ar re ng y d U u Comm rial Collar Rootli is ffluent Prof St tled Suburbia t R A s ec t Cit cate Aspiring S us lue- ugg Se ian ealthy ou s nd B tr Burdened S Flourishing Families A S High- W Edu Prudent Pensionert-I Inner Pos Prosper

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Resident and Daytime Population Levels 4.25 CACI’s estimates of resident and daytime populations of each zone are provided in the table below, alongside the top 2 most prevalent ACORN lifestyle groups amongst the resident population in each zone. 4.26 The analysis demonstrates how Leicester is dominated by family lifestyle groups. In contrast to all other zones, the city centre is dominated by its daytime working population, the majority of which will have commuted in from outside the zone. The city centre also benefits from a large shopping population that draws from a wider catchment area – broadening the ACORN profile of the city centre (see chapter 5). Figure 4.4 Zone Population Summary 2007 Zone Name Resident Daytime Most Prevalent 2nd Most Prevalent Population Working Residential ACORN Residential ACORN 2007 Population 2007 City Centre 9,054 37,490 High Rise Hardship Inner City Adversity Eastern Inner 63,027 34,278 Asian Communities Secure Families Eastern Outer 29,889 4,915 Secure Families Struggling Families North-East 40,647 21,509 Secure Families Asian Communities North-West 27,016 10,931 Struggling Families Secure Families South 58,258 13,160 Struggling Families Secure Families West 79,679 36,416 Struggling Families Secure Families LEICESTER 307,570 158,699 CITY East 5,715 1,757 Secure Families Flourishing Families Thurmaston West 17,352 10,397 Secure Families Flourishing Families Braunstone Ashton 11,591 3,215 Flourishing Families Secure Families Northern 33,089 12,070 Secure Families Settled Suburbia Fringe Southern 54,129 18,712 Secure Families Flourishing Families Fringe LEICESTER 121,876 46,151 FRINGE Spend of Leicester’s Population 4.27 Using EFES Household Expenditure estimates and their own Workday Wallet estimates of spend by the working population in the vicinity of their place of work, CACI is able to provide estimates of spend per capita available from both Leicester’s resident and working daytime population. 4.28 However, with the exception of the city centre, it can be assumed that there is an overall balance between in and out commuting from each residential zone. Therefore, when taking into account spend available for local convenience retail outlets to turnover, only resident-based spend has been counted. This avoids double-counting spend. In the case of the city centre, where the daytime population dominates the resident population, and the balance between in and out commuting is heavily biased towards in commuting, both resident and worker spend is taken into account for convenience spend. It is estimated that workers in the city centre spend approximately £312 per annum on convenience goods in the city centre. 4.29 This study performs separate needs assessments for supermarket and local convenience floorspace. To achieve this, estimates of the proportion

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of spend of Leicester’s residents on convenience goods at supermarkets (>400 sq m net) have been derived from EFES. The proportion varies between 55%-61%, with the proportion being lower the closer the residents live to the city centre. Figure 4.5 Spend per Capita Zone Name Resident Spend Resident Spend Per % of convenience Per Capita on Capita on spend made at Comparison Goods Convenience Goods supermarkets (£’s per annum) (£’s per annum) (>400 sq m net) City Centre £1,509 £1,972 55% Eastern Inner £1,931 £1,947 57% Eastern Outer £1,990 £2,011 59% North-East £1,906 £1,973 57% North-West £1,860 £1,946 58% South £2,081 £2,071 59% West £1,919 £2,021 58% East Thurmaston £2,236 £2,108 61% West Braunstone £2,315 £2,102 61% Ashton £2,311 £2,121 61% Northern Fringe £2,107 £2,062 60% Southern Fringe £2,375 £2,071 60%

Forecast Population Growth 4.30 Using growth assumptions used in the Roger Tym & Partners Housing Land Availability Assessment for Leicester City Council, we have made estimates for the net increases between 2007, 2012, 2017 and 2026. Based upon this information we have estimated growth in population from 2007 to 2012 and 2017 for each zone, which are used for subsequent capacity analyses. Figure 4.6 Net increases in resident population 2012, 2017 & 2026 Zone Name Net increase in Net increase in Net increase in Total Net resident resident resident increase in population population population resident 2007 - 2012 2012 - 2017 2017 - 2026 population 2007 - 2026 City Centre 1,685 1,267 3,400 6,352 Eastern Inner 1,323 1,248 2,665 5,236 Eastern Outer 5,152 3,342 1,710 10,204 North-East 2,604 3,707 7,182 13,493 North-West 3,171 955 1,690 5,816 South 1,279 1,215 2,481 4,975 West 2,369 1,978 6,554 10,901 LEICESTER CITY 17,583 13,712 25,682 56,977 East Thurmaston 0 1,956 9,048 11,004 West Braunstone 0 899 8,114 9,013 Ashton 711 1,776 4,973 7,460 Northern Fringe 1,012 928 2,013 3,953 Southern Fringe 1,402 1,284 2,787 5,473 LEICESTER FRINGE 3,125 6,843 26,935 36,903 4.31 The highest net increases in population are observed in the Eastern Outer and North-East zones, reflective of the planned suburban extension at Hamilton and the LRC Housing Intervention site of Abbey Meadows. There are also significant net increases in the North-West, relating to the Leicester City Council Page 37 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

sustainable urban extension at Birstall Hamall Fields, and in the West, relating to the LRC Housing Intervention site of Waterside. It is worthy of note that Waterside is on the border between the West and City Centre zone. This means that any related growth on the Waterside needs to be interpreted with this in mind. 4.32 Looking at relative population growth, the highest impacts will be seen in the City Centre and Eastern Outer zones, with significant proportional increases in the North-East and North-West zones. Figure 4.7 Residential Population Growth Zone Name Resident Growth in Resident Growth in Resident Population Population Population Population Population 2007 2007 -2012 2012 2012 - 2017 2017 City Centre 9,054 18.6% 10,739 11.8% 12,006 Eastern Inner 63,027 2.1% 64,350 1.9% 65,598 Eastern Outer 29,889 17.2% 35,041 9.5% 38,383 North-East 40,647 6.4% 43,251 8.6% 46,958 North-West 27,016 11.7% 30,187 3.2% 31,142 South 58,258 2.2% 59,537 2.0% 60,752 West 79,679 3.0% 82,048 2.4% 84,026 LEICESTER CITY 307,570 5.7% 325,153 4.2% 338,865 East Thurmaston 5,715 0.0% 5,715 34.2% 7,671 West Braunstone 17,352 0.0% 17,352 5.2% 18,251 Ashton 11,591 6.1% 12,302 14.4% 14,078 Northern Fringe 33,089 3.1% 34,101 2.7% 35,029 Southern Fringe 54,129 2.6% 55,531 2.3% 56,815 LEICESTER FRINGE 121,876 2.6% 125,001 5.5% 131,844

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5.0 Centre Health Checks

Introduction 5.1 This chapter provides a summary of the Health Checks performed for all centres are defined in the Adopted City of Leicester Local Plan, shown in greater detail in the City of Leicester Local Plan – 2nd Deposit Copy – Maps of the Shopping Centres – July 2003. 5.2 The Health Checks have been used to determine the vitality and viability of the centres and have been undertaken using a number of key indicators in accordance with PPS6. We have also provided a generic overview of the centres, which examines the broad "feel" of the centres and outlines visitor perceptions. 5.3 Visitor surveys were carried out in the City Centre, two Town Centres and four District Centres in August 2007 with the purpose of gaining an understanding of the people visiting these centres. These surveys have been used to inform the Health Checks for the centres. The split of surveys between the centres is detailed below: • Leicester City Centre – 100 surveys • Beaumont Leys Town Centre – 50 surveys • Hamilton Town Centre – 50 surveys (Note: only 16 surveys were achievable in this centre due to the small number of stores, other than the Tesco store, located in this centre) • Uppingham Road District Centre – 25 surveys • Evington Road District Centre – 25 surveys • Belgrave Road District Centre – 25 surveys • Narborough Road District Centre – 25 surveys 5.4 Copies of the results and surveys are contained in Annexe 2 and 3. The time of survey was chosen to include both tourists and the student population. 5.5 Detailed Health Checks were performed on the Central Shopping Area (hereinafter called the City Centre), two Town Centres, four District Centres and 18 out of the 67 Local Centres identified on the Local Plan Proposals Map for Leicester City. The 18 Local Centres were selected by the council as worthy of more detailed investigation. 5.6 All Local were audited using a Proforma for a number of key health check indicators in line with requirements of PPS6, giving a score for each relevant criterion. The detailed Health Checks and Proforma results can be found in Annexe 1 and 3 respectively.

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Summary of Detailed Health Checks 5.7 The detailed health checks have been used to identify a qualitative-based need assessment for improvements to each centre. The table below provides a summary of this assessment for the higher order centres, which included an analysis of visitor surveys.

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Figure 5.1 – Health Check Conclusions for Leicester City Centre Centre Conclusions on Vitality and Viability and recommended action

Leicester Leicester City Centre provides an excellent retail offer and fulfils its role as a City Centre regional shopping destination. There are a large proportion of multiple retailers, which indicates confidence in the City; however, it also provides a good range of independent stores. This is particularly evident in ‘The Lanes’, where a number of quality independent stores are located. Overall, the City Centre is considered to have good vitality and viability.

A large number of visitors take the bus to the City Centre (55%), with a lower number of people (17%) arriving by car and a similar number of people walking (16%). Currently only a small number of people (4%) used the Park & Ride to access the centre.

Overall, visitors rated the city centre as satisfactory, identifying Leisure, Cycling Routes to the Centre, Cycle Parking Facilities, Congestion, Crime and Cleanliness as less than satisfactory. The contrast between visitors rating of the Leisure provision against Shopping and Catering is particularly strong. £19m of investment in public realm will have a significant impact on overall appearance and will increase investor confidence.

CACI’s Economic Analysis of the Leicester Retail Circuit (2007) is a detailed report Leicester City Centre, from which recommendations on how to strengthen Leicester City Centre can be drawn.

By comparing consumer needs against current provision, CACI identified:

• An under-provision of Clothing & Accessory Retailers. • A gap in the market for ‘Upper’ premium clothing retailers. • A need for supporting cultural, educational and leisure facilities in the city centre.

The planned extension of the Highcross Quarter will address the need for additional Clothing & Accessory Retailers and bring a new multiplex cinema to the city. However, the report stated that: “… this [Highcross Quarter] is not enough to bring forward what the city needs in terms of good sports and cultural facilities.”

The report addresses the gap for ‘Upper’ premium clothing retailers by recommending:

“The on-going development of Market Street into a premium high street location should be encouraged and promoted. Current works to improve the physical north-south linkage between the Highcross Quarter and this zone will also help, but needs to be accompanied by good signage (especially explicit signing to Fenwick) and promotion of Market Street within this zone.”

Other key recommendations of the report are as follows:

• The creation of a City Centre management post , responsible for delivering improved retail performance through promotion of the retail strengths and opportunities of Leicester to both the retail industry and consumers. • The prioritisation of public sector funding to the design and implementation of a new Market Place. Other cities have achieved such initiatives through architectural competitions and positive engagement with the media to identify new ideas from the City’s resident and business community.

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Figure 5.2 – Health Check Conclusions for 2 Town Centres Centre Conclusions on Vitality and Viability and recommended action

Beaumont Beaumont Leys Town Centre is a relatively vi tal and viable centre, which performs Leys Town well in its Town Centre role. The centre contains a large Tesco supermarket and a Centre variety of other stores that serve a wide area.

Visitors to this centre arrive almost entirely by car (51%) and bus (35%). Almost all aspects of the centre were rated as satisfactory, with shopping and opening hours rated particularly high.

There are no vacant units, which indicates a high level of retailer confidence in the centre and thus, reflects its strong vitality and viability.

Beaumont Leys contains a relatively large number of service and catering units. The centre also has a good provision of convenience units, including the large Tesco supermarket, a Kwik Save store and two small convenience units.

The centre currently does not provide any cycle parking facilities, which should be incorporated to further reduce dependency on the car, and to match with the cycle route infrastructure already available to access the centre. Hamilton Hamilton Town Centre was constructed in the late 1990’s, therefore, it is a Town relatively new centre. The environmental quality of the centre is good, which is Centre mainly attributed to the age and quality of the buildings. The centre is well landscaped and this enhances its attractiveness.

The majority of people surveyed arrived by walking (63%) and car (31%) although it is suspected that larger shopping trips would actually be undertaken by car. All aspects of the town centre were rated very low.

However, Hamilton is almost entirely formed by a large Tesco store and only contains a small number of other retail units; therefore, its retail offer is limited. The form and function is that of a freestanding, out-of-town supermarket.

The centre does not perform a traditional Town Centre role and the Council may wish to reclassify it as a District Centre to reflect its retail pitch, and its likely function over the next 5 years. This will enable the planning system to control potentially damaging out-of-town style development on this site, which could be to the detriment of both Beaumont Leys Town Centre and the City Centre.

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Figure 5.3 – Health Check Conclusions for 4 District Centres Centre Conclusions on Vitality and Viability and recommended action

Uppingham The D istrict Centre is located along a busy road, which therefore detracts from the Road attractiveness of the centre. However, the retail units within the centre are District located within a mix of building styles and are in good condition. Centre Visitors to this centre arrive almost entirely by walking (63%) and car (28%). Leisure, cycling routes to the centre, cycle parking, car parking and traffic congestion were all cited by visitors as the particular poor, whereas shopping, services, walking to the centre and public transport services were rated high.

The centre suffers from a lack of landscaping and street furniture. There is no seating provided in this centre and the centre also requires cycle parking. Traffic calming and the introduction of improved leisure facilities should be considered for this centre. Evington The centre contains shops with flats above. The buildings include some historic Road characteristics and the street furniture is of decent quality. However, there is a District lack of landscaping, which could enhance the attractiveness of this centre. Centre Visitors to this centre arrive almost entirely by walking (66%) and car (25%). Leisure, cycling routes to the centre, cycle parking, car parking, crime, cleanliness and upkeep were all cited by visitors as the particular poor.

The centre contains a variety of retail units and the Co-op and Spar stores provide a range of convenience goods for the surrounding area. It is noted that this centre contains a higher than average number of convenience units. It also contains a higher than average number of service units, which provide important facilities for nearby residents.

There are 7 vacant units out of 83 units in the town centre (8.4%). These vacant units are largely transitional and indicate that it should generally not be difficult for operators to move into this centre.

The environment of this centre is the poorest of the four district centres, and therefore should be a priority for improvements to the safety and the public realm.

Belgrave Belgrave Road and Melton Road carry a large volume of traffic. This somewhat Road/ detracts from the attractiveness of the centre. The problem is exacerbated on Melton Belgrave Road when the road widens to four lanes. The area is made up of Road predominantly small independent retailers, which mainly have good quality frontages. District

Centre The centre is lacking in street furniture or landscaping and would benefit from the provision of public facilities and planting.

Belgrave Road/ Melton Road District Centre is a shopping centre of international, national and regional importance and contains stores that serve the local area as well as a large number of specialist shops that serve the Asian community. Due to this, the centre is of regional significance and draws people from a wide area. Overall, the centre is considered to be vital and viable.

There are two distinct parts to this centre: the retail units on Belgrave Road and the retail units on Melton Road. Belgrave Road is home to a large number of multiple retailers, whilst Melton Road has a greater proportion of independent retailers.

Visitors to this centre arrive almost entirely by car (68%) and bus (16%). Cycle Parking Facilities and traffic congestion were cited by visitors as the worst aspects of the environment, whereas shopping, catering and public transport were rated highly. Leicester City Council Page 43 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

There is only 1 vacant unit out of the 133 units located in the District Centre (0.8%). This is indicative of the economic prosperity of this centre; however, it limits the ability of new retailers being able to move into the centre.

The centre has a much higher than average percentage number of comparison units, and a similar percentage number of catering units. The high number of comparison units is not surprising given that the centre contains specialist stores for the Asian community.

The centre is the only district centre to benefit from a large format supermarket, Sainsbury’s, albeit it is located at the far end of the centre, where Belgrave Road widens to four lanes.

However the District Centre has an unacceptably low presence of local convenience units (1.5% compared with a district centre average of 7.0%), therefore the centre would benefit from an improved provision of local convenience retail, in addition to the large format supermarket provision.

The centre would benefit from traffic calming measures, the provision of public facilities, such as seating, as well as landscaping and cycle parking areas for access to Belgrave Road. Narborough This centre contains a number of historic buildings such as the church adjacent to Road/ the junction with Upperton Road. The centre also contains a large number of Hinckley quality cafes, bars and restaurants that enhance the attractiveness of the area. Road It is located on a main route to the City Centre (the A5460) and therefore carries District a relatively high volume of traffic. Centre Visitors to this centre arrive almost entirely by walking (72%) and cycling (8%). Leisure, Cycle Parking Facilities and traffic congestion were cited by visitors as the worst aspects of the environment, whereas other areas received high ratings.

There is good provision of bins, phone boxes and bus stops on Narborough Road. There is also provision of seating areas; however, these are often linked to private businesses located on Narborough Road. There is a need for public seating to be provided and landscaping could improve the attractiveness of the area.

There are 12 vacant units out of 129 units in the District Centre (9.3%). These vacant units are largely transitional and due to the number of vacancies it should generally not be difficult for retailers to move into this centre.

The centre contains a large variety of retail units, however, it has a significantly lower than average percentage number of comparison units, a gap which could be addressed with additional comparison goods floorspace.

The centre could also benefit from an improved Leisure offer, cycle parking facilities and traffic calming.

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Figure 5.4 Health Check Conclusions for Selected Local Centres – City Centre Zone Centre Conclusions on Vitality and Viability and Recommended Action

Welford Welford Road/ York Road Local Centre contains a low number of convenience and Road/ York comparison units and an average number of service units. There are also low Road numbers of vacant and ‘other’ uses. The environmental quality of the centre (City is relatively good and the centre is considered to be healthy. Centre Zone) Malabar Malabar Road Local Centre is a small centre, containing only 8 units. The are Road relatively low numbers of convenience units (only 1), comparison units and (City service units. The majority of units are not in use as retail units, such as a Centre community centre and library. Circumstances have changed an new shops albeit unlawful have appeared to meet the needs of the Somali residents. Zone)

The condition of the footpath is good; however, the centre lacks facilities for cycles. As such, the centre would benefit from cycle facilities being provided.

The environmental quality of this area is relatively poor as indicated by the Proforma results.

Given this centre’s proximity to the proposals for St. Georges New Community, it is possible that in the future this centre could be strengthened to provide a better amenity both for new and existing residents.

Figure 5.5 Health Check Conclusions for Selected Local Centres – West Zone Centre Conclusions on Vitality and Viability and Recommended Action

Blackbird Blackbird Road/ Groby Road/ Woodgate Local Centre contains an average number Road/ of convenience units, including a Co-op supermarket, which enhances the Groby convenience provision in this centre. However, the centre contains a low Road/ number of comparison units and service units.

Woodgate It is noted that there is a low number of vacant units, which indicates retailer (West confidence in this area. The centre also contains a large quantity and diversity of Zone) independent retailers as well as a number of multiple retailers, which also indicates retailer confidence and ensures a good range of retail stores in this Local Centre.

The centre has poor pedestrian links, which is due to the layout of the centre, around a junction of four relatively busy roads. The location of the centre around these roads degrades its environmental quality. The centre is also lacking in the provision of seats, bins and cycle facilities.

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Figure 5.6 Health Check Conclusions for Selected Local Centres – Eastern Inner Zone Centre Conclusions on Vitality and Viability and Recommended Action

London London Road is located in close proximity to the CSC and has a unique character Road in that the area contains a number of office buildings and functions as an adjunct (Eastern to the City Centre. Inner The central railway station in Leicester is located to the north of this centre; Zone) therefore, it is in close proximity to the shops on London Road. As such, this Local Centre is well linked with the railway station and it is considered that these links should be maintained. Also, it is considered that links should be encouraged between the two parts of this centre.

The centre is dominated by service units and the range of convenience and comparison stores is somewhat limited. Increasing the number of comparison and convenience stores would improve the offer in this Local Centre and encourage more people to visit this centre. Green Lane Green Lane Road Local Centre is a relatively large Local Centre, which is located Road approximately 3km to the east of Leicester City Centre. The defined Green Lane (Eastern Road Local Centre contains a total of 111 units. The centre contains a relatively Inner average number of convenience and comparison and service units. The centre also contains a low number (less than 20%) of both vacant and ‘other’ uses Zone)

The environmental quality of this centre requires improvement as evidenced by the relatively low scores for a number of Proforma criteria. This centre would benefit from a general tidy-up as well as improvements to the footpath, street furniture and facades of buildings.

It is important that linkages between the three parts of this centre maximised. The Council should resist any future proposals, which may damage these links. East Park East Park Road (North) offers an adequate range of retail units. However, the Road environmental quality of this centre requires improvement as evidenced by the (north) relatively low scores for a number of Proforma criteria. This centre would (Eastern benefit from a general tidy-up as well as improvements to the footpath, street furniture and facades of buildings. Inner Zone) East Park East Park Road (South) Local Centre is a relatively small centre, containing only 8 Road units. There are a low number of convenience units in this location and a (south) relatively high number of comparison units. There are also low numbers of (Eastern service, vacant and ‘other’ uses.

Inner The environmental quality of this centre requires improvement as evidenced by Zone) the low scores for this section of the Proforma criteria. In order to improve the vitality and viability of this centre, it would benefit from improvements to the footpath, street furniture and facades of buildings. Saint Saint Saviours Road (West) Local Centre contains a low number of convenience Saviours units and an average number of comparison and service units. There are also low Road numbers of vacant and ‘other’ uses. (west) The environmental quality of this centre requires improvement as evidenced by (Eastern the low/ average scores for this section of the Proforma criteria. This indicates Inner that the centre is in need of improvements and repairs in order to Zone) improve its vitality and viability.

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Figure 5.7 Health Check Conclusions for Selected Local Centres – North West, North East and Eastern Outer Zones Centre Conclusions on Vitality and Viability and Recommended Action

Gipsy Lane Gipsy Lane Local Centre contains a low number of convenience units and average (North East numbers of comparison and service units. There are also low numbers of vacant Zone) and ‘other’ uses.

The centre contains a large quantity and diversity of independent retailers and a number of multiple retailers. The presence of multiple retailers here shows retailer confidence in the area.

Pedestrian links within the area are hindered by the presence of Catherine Street, which separates the two parts of the centre, however, traffic lights and crossing points are provided in this area. The links between the two parts of the centre should be maintained to ensure coherence for the centre.

The environmental quality of the centre is relatively low. The condition of the footpath on Gipsy Lane requires improvements and parking facilities for cyclists should be provided. Lough- Loughborough Road Local Centre contains a low number of convenience units and borough an average number of comparison units. The number of service units is slightly Road above average, and there are low numbers of vacant and ‘other’ uses. (North East The environmental quality of this centre has achieved an overall low score. The Zone) centre would benefit from the provision of additional public facilities. Home Farm Home Farm Local Centre contains a relatively small number of units, being 8. (North There is a low number of convenience, comparison units and service units in this West Zone) centre; however, there were relatively average numbers of vacant and ‘other’ uses.

The environmental quality of the centre was assessed as being slightly above average, however, the closure of the Kwik Save stores does somewhat detract from the attractiveness of the centre. Humber- Humberstone Village Local Centre contains a total of 10 units. There is a low stone number of convenience units and average number of comparison unit. There are Village also a relatively large number of service units and a low number of ‘other’ uses. (Eastern The environmental quality of this centre is above average and it is noted that the Outer centre achieved a number of ‘excellent’ scores in the Proforma. As such, this Zone) Local Centre is considered to be reasonably vital and viable .

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Figure 5.8 Health Check Conclusions for Selected Local Centres – South Zone Centre Conclusions on Vitality and Viability and Recommended Action

Queens Queens Road is a relatively vital and viable Local Centre. It contains an average Road number of convenience units and a slightly above average number of comparison (South units. There are also low numbers of service, vacant and ‘other’ uses. The Zone) environmental quality of this centre is good.

The survey results show that this centre contains a large quantity and diversity of independent retailers and a number of multiple retailers. There are no vacancies and environmental quality is good although parking needs to be improved. Allandale Loughborough Road Local Centre contains a low number of convenience units and Road/ an average number of comparison units. The number of service units is slightly Francis above average, and there are low numbers of vacant and ‘other’ uses. Road The environmental quality of this centre has achieved an overall low score. The (South centre would benefit from the provision of additional public facilities. Zone) Welford The environmental quality of Welford Road/ Gainsborough Road Local Centre is Road/ relatively good. Overall, the centre is considered to be vital and viable. Gainsborou gh Road The Proforma results show that there are a relatively large number of convenience units and a low number of comparison units. There are also low (South numbers (less than 20%) of service, vacant and ‘other’ uses. Zone) The centre contains a good range of multiple retailers as well as a large quantity and diversity of independent retailers. There are limited parking facilities for shoppers. Evington Evington Village Local Centre contains relatively average numbers of convenience Village units, comparison units and service units. There are also low numbers of vacant (South and ‘other’ uses. Zone) The survey results show that this centre contains a good range of multiple retailers as well as a good range of independent retailers. The presence of multiple retailers indicates retailer confidence in this area.

The environmental quality of this Local Centre is above average. In particular, the maintenance of buildings and graffiti criteria received excellent ratings in the Proforma. Overall, Evington Village Local Centre is considered to be vital and viable. Aylestone Aylestone Village Local Centre contains relatively average numbers of Village convenience units and comparison units; however, there are a large number of (South service units. The area also has low numbers of vacant and ‘other’ uses. Zone) The survey results show that this centre contains a good range of multiple retailers as well as a good range of independent retailers. The presence of multiple retailers indicates some confidence although it is known this centre has been suffering from long-term decline and is in need of regeneration.

The environmental quality of this area is relatively poor as indicated by the Proforma results. The centre has suffered long-term decline and the loss of key services like banks and convenience stores and is in need of renewal. The The Exchange Local Centre contains a total of 10 units. Of the centres analysed Exchange in the South Zone, this is the smallest centre. There are a low number of (South convenience units and a relatively average number of comparison, service and Zone) vacant units. There are also a low number of ‘other’ uses. There is evidence of vandalism and fly tipping . A nearby derelict pub is a local eyesore and there is evidence of vandalism and fly-tipping. Overall buildings are tired looking and in need of renewal.

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General Review of All the Local Centres Identified in the Local Plan 5.8 There are 67 Local Centres within the study area. The Proforma results in Annexe 3 show that only 16 scored below the benchmark of 50. The lowest marks were attributed to Wharf Street North (38) and Heyford Road (39). Approximately one third of the centres (25) scored relatively average marks between 50 – 60. Also, Queens Road and Hinckley Road scored the highest marks at 76 and 77 respectively. 5.9 By using the average score of local centres by residential zone, it has been possible to rank each residential zone in terms of overall quality of its local centres. In this way, it is possible to determine which areas should be prioritised for investment. Figure 5.9 - Ranking of residential zones

Rank Zone Minimum Score Average Score Maximum Score 1. South 51 62 76 2. Eastern Outer 52 60 66 3. North West 49 57 67 4. North East 40 55 67 5. West 39 54 77 6. Eastern Inner 40 51 69 7. City Centre 38 48 60 Centres Total 38 55 77

5.10 The rankings of the zones demonstrate a distinct spatial pattern, where the inner city environments are clearly in a worse condition than the outer suburbs. Areas identified as needing priority of investment are the West, Eastern Inner and City Centre zones. 5.11 This means that overall, we can conclude that Leicester’s local centres are in relative good health, albeit that some could benefit from some remedial attention, in which case priority of investment could be implemented on an area-wide basis by focussed efforts in the zones identified above to have worst overall local centre performance.

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6.0 Comparison Goods Needs Analysis

Introduction 6.1 In order to estimate current and future capacity for comparison goods floorspace needs at Leicester City’s defined network of city, town and district centres, CACI have applied the following approach to this quantitative aspect of the study: • Define retail catchments for each of Leicester City’s main shopping centres. • Estimate the market shares achieved across the retail catchment. • Apply market shares to resident population and comparison goods spend estimates to derive turnover estimates for each main shopping centre. • Compare turnover estimates with target trading densities to identify capacity. • Compare capacity with current levels of floorspace to identify headroom for additional space. 6.2 This assessment has based its findings on the detailed retail catchment and retail pitch performance modelling performed by CACI in 2006. This formed the detailed economic analysis of Leicester City Centre retail circuit – a study that will be included in the council’s LDF Evidence Base. 6.3 In determining current and future shopper flows, this study has taken into account all centres retailing in comparison goods, which include the out-of- town motorway retail parks of Fosse Park and Grove Farm Triangle Retail Park, and St Georges Retail Park located on the edge of Leicester City Centre. In this way, we have been able to assess the capacity for the city centre, Beaumont Leys town centre, Hamilton and the four district centres. 6.4 It is worthy to note that in modelling future shopper flows, we have modelled the change in shopper flows due to the opening of the extended Highcross Quarter in 2008, but have not accounted for any increased provision at out-of-town retail parks. In this way our modelling reflects the preferred direction of national policy to refuse applications for further comparison goods retailing at out-of-town locations. It is worthy to note that we estimate that these out-of-town retail parks will be according impacted by development in the city centre, subsequently impacting on any future "need" for retailing in these areas. Fosse Park will be impacted by 12%, Grove Farm Triangle will be impacted by 27% and St Georges Retail Park will be impacted by 14%. 6.5 Contrary to the Leicester City Retail Capacity Study undertaken in 2003, CACI’s 2006 study found that there is considerably less “headroom” capacity for further non-bulky comparison retail floorspace following the extension of the Highcross Quarter (opening 2008) than indicated in the previous study. 6.6 The main reason for this difference is due to the use of a polycentric model of retailing across the region (Retail Footprint), which enabled a more accurate assessment of the potential to clawback trade from other shopping centres. In particular, CACI’s modelling demonstrated only a moderate opportunity to clawback trade from the cities of Derby and Nottingham. This meant that the amount estimated clawback achievable

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due to the Highcross Quarter extension was considerably less than the increase in available floorspace that the scheme would bring to the city. 6.7 This current study also predicts less future headroom, since we have used more up-to-date research on the current and future impacts of increased market shares in Special Forms of Trading (including catalogue and internet home delivery channels). The higher levels of estimated impact mean that they will counteract the estimated growth due to increased population.

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Retail Catchment Definitions 6.8 CACI have used their Retail Footprint 2007 comparison goods expenditure model to define the retail catchments for each of Leicester City’s main shopping centres (city centres, town centres and district centres). 6.9 The retail catchment maps show the catchments broken down into four sub-catchment areas. The Primary Catchment area is defined by where the first 50% of the centre shoppers come from. The Secondary Catchment is defined by where the next 25% of centre shoppers come from. Tertiary and Quaternary catchments are similarly defined, representing where the next 15% and final 10% of shoppers come from. 6.10 The combination of the Primary and Secondary catchments is referred to as the core catchment area. This area represents where a centre’s core market is located. This is the area that the centre draws 75% of its nearest consumer spend from, and as such represents the area of most sustainable importance for the centre to serve. 6.11 The combination of the Primary, Secondary and Tertiary catchments is referred to as the major catchment area. This area represents where a reasonable boundary can be drawn to define the catchment of a centre geographically, since this is the area that the centre draws the majority (90%) of its trade from. One would, for example, expect a household shopping survey to cover the extent of the major catchment. 6.12 The model not only provides catchment definitions, but also estimates the market shares achieved in each postcode sector (also summarised up to retail sub-catchment level), allowing CACI, with the use of population and household expenditure estimates, to estimate the turnover at each centre. 6.13 In this section we provide the retail catchment maps and estimates of market shares achieved across the sub-catchments for each main shopping centre.

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Leicester City Centre 6.14 Leicester City commands a large catchment area, with its major catchment area extending over close to the cities of Derby, Nottingham and Coventry. Figure 6.1 Leicester City Centre Catchment Map

Source: Retail Footprint 2007 6.15 The city achieves high market shares of its core catchment, taking 59.7% of trade from its primary and 40.7% of its secondary catchment. 6.16 Market shares fall rapidly to 11.1% for the tertiary catchment, and only 1.3% for the quaternary catchment, reflecting the fact that these areas are in the main served by other city centres. Figure 6.2 Leicester City Centre Catchment Market Shares

Unweighted Weighted Catchment Population Population Market Share Primary 427,670 255,217 59.7% Secondary 289,535 117,815 40.7% Tertiary 596,963 66,494 11.1% Quaternary 3,400,192 45,160 1.3% Total 4,714,360 484,686 10.3% 6.17 Leicester City’s catchment area covers a wider geographical extent to Leicester City. For this reason, compared to the demographic profile of

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Leicester, the City Centre has a more affluent profile, with the level of Wealthy Executives and Flourishing Families above the national average. 6.18 Furthermore, as with the profile of Leicester, the city centre serves a particularly high level of Secure Families, compared with the national average. 6.19 These differences in the city centre’s catchment profile compared to the immediate residential population of the city, means that the city centre benefits from and needs to appeal to a wider range of lifestyles in order to perform its function as the principal shopping destination for the county of Leicestershire. Figure 6.3 Leicester City Centre Catchment ACORN Profile

Leicester City Centre Leicester United Kingdom 25%

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s ip e es ty tes ili h ives ners ilies si ionals o Roots m Singles ss Suburbia munities Urbani ng Execut d Pensi e Hards ofe Starting Out e ling Fa s ty Adver ffluent Greys Pr ed tl Com trial Fam g hy A s g dened Singles Ci t Aspiri Secure Familieset S an ru eal ous Blue-Collar Bur igh-Ri Flourishing Famili Prudent Asi St H W Educat Inner osper Post-Indu Pr

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Beaumont Leys 6.20 Beaumont Leys serves a catchment area sandwiched between Leicester City to the south and Loughborough to the north. Figure 6.4 Beaumont Leys Centre Catchment Map

Source: Retail Footprint 2007 6.21 The centre achieves much lower market shares of its core catchment, compared to Leicester City, taking 11.9% of trade from its primary and 5.1% of its secondary catchment. This reflects the high competition Beaumont Leys faces between the City and Loughborough. 6.22 Market shares fall to 2.8% for the tertiary catchment, and only 1.0% for the quaternary catchment, reflecting the fact that these areas are in the main served by other city centres. 6.23 The market shares achieved demonstrate that Beaumont Leys is achieving to fulfil the role of a main town centre, in terms of comparison goods shopping, for the area north of Leicester City. Figure 6.5 Beaumont Leys Catchment Market Share

Unweighted Weighted Catchment Population Population Market Share Primary 181,989 21,695 11.9% Secondary 210,527 10,742 5.1% Tertiary 209,990 5,974 2.8% Quaternary 360,984 3,689 1.0% Total 972,190 42,101 4.3%

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6.24 Like Leicester City, Beaumont Leys benefits from a high index of Wealthy Executives, Affluent Greys and Flourishing Families, and a particularly high index of Secure Families. However, Beaumont Leys also serves a higher index of Struggling Families, compared to both Leicester as a whole and the national average. 6.25 Overall, the implications are that Beaumont Leys benefits from a wealthy and family based profile, presenting a very good retailing consumer base. This and the centre’s convenient accessibility by road means that the centre represents a very good location for retailers to thrive. Figure 6.6 Beaumont Leys Centre Catchment ACORN Profile

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s s s s e a s ip es l es ies i ie ies e h ty gl l b ers it il gl i iv rey n n n ds rs G un m r e ut t siona anit ami bur c s b F u Families xe Ur arting Out e S mm ed Si Adv E r n St ial ling Fa ty y hing Families ed cu tled Co r g h Affluen s t n st rde lt Aspiring Si Se et u ug h-Rise Ha S ia r u g r Ci ea uca Blue-Collar Roots B e Flouri d Prudent PensioAs St Hi W E Inn Post-Ind Prosperous Profe

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Hamilton Centre 6.26 Hamilton serves a core catchment area east of Leicester City, with its major catchment extending along the north-eastern and south-eastern radial roads that link to the city’s orbital road network. Figure 6.7 Hamilton Centre Catchment Map

Source: Retail Footprint 2007 6.27 The centre achieves much lower market shares of its core catchment, compared to Beaumont Leys, taking only 3.4% of trade from its primary and 1.3% of its secondary catchment. This reflects the relatively weak offer of the centre – i.e. it is only a Tesco-Extra store. 6.28 This analysis confirms that Hamilton’s catchment is currently not operating as a town centre. 6.29 The primary catchment is elongated to the east due to a particularly large postcode sector. Figure 6.8 Hamilton Catchment Market Share

Unweighted Weighted Catchment Population Population Market Share Primary 107,767 3,675 3.4% Secondary 116,173 1,515 1.3% Tertiary 131,509 912 0.7% Quaternary 165,876 645 0.4% Total 521,325 6,729 1.3% 6.30 The demographic profile for Hamilton’s catchment has a high index of Wealthy Executives, Secure Families and Asian Communities. Generally Leicester City Council Page 57 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

the centre benefits from a relatively broad mix of consumers, with a strong family bias. However, it is noted that the centre is in competition with Beaumont Leys, since the core catchment of this stronger centre overlaps with that of Hamilton. The implications would be that if the centre were to be further developed, there would be strong opportunities with respect to the potential shopping population, but the viability of the location would be compromised by the strong competition effect of Beaumont Leys. Figure 6.9 Hamilton Centre Catchment ACORN Profile

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s s s s s p s y e ls s es ia s ts es e e li l lie b tie ie o ie l i ite Out i r l il sity tiv na n ng g u ni m r u io ioners u mi a ing rdshi e c t Gr am s Si ub s a S v e n F s m x g ng g F Ha ue Urba i tartin d S om n e Ad in rofe d S e li s y E h cure Fam g ened Ri ity Affl is e nt Pen strial F d - r Aspir S ettl e n C r C lth us P ia u r a ou S Blue-Collar Ro Bu gh e l As Strug Hi F ero Prud nne W p Educate t-Ind I s s ro Po P

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Belgrave Road 6.31 Of the four District Centres, Belgrave Road has the highest amount of comparison floorspace - 5,716 sq. m. net, compared to circa 1,100-1,700 sq. m. net at other centre, containing 70 comparison goods retail units. As such Belgrave Road performs a higher role and function than a conventional district centre. 6.32 The centre is a specialist shopping area for the Asian community. It is of regional and national significance, and is fondly referred to as the Golden Mile due to its long parade of gold jewellery and sari shops. As such behaves very differently from a traditional district centre, since it is a regional destination, and of relevance to tourists visiting the area, as well as being a centre that needs to serve its immediate residential catchment. 6.33 For this reason, analysis of the residential-based catchment only provides a partial analysis of the economic basis for retailing at Belgrave Road. However, such analysis still provides a like-for-like basis for comparing Belgrave Road with other district centres, and is still useful to identify how the centre performs in relation to serving its immediate residential catchment. Figure 6.10 Belgrave Road Centre Catchment Map

Source: Retail Footprint 2007 6.34 Belgrave Road serves a catchment area north-east of the city, operating in the shadow of a dominant city centre. The centre achieves very good market shares of its core catchment, considering its role as a district centre, taking 7.4% of trade from its primary and 3.0% of its secondary catchment.

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6.35 Belgrave Road achieves higher market share than other district centres due to its specialist retail offering, providing a particularly relevant offer to the strong concentration of Asian Communities in its catchment. This centre clearly performs a more significant role for its resident catchment than the nearby Hamilton centre. Figure 6.11 Belgrave Road Catchment Market Share

Unweighted Weighted Catchment Population Population Market Share Primary 88,067 6,474 7.4% Secondary 99,817 2,968 3.0% Tertiary 126,674 1,746 1.4% Quaternary 180,804 991 0.5% Total 495,362 12,178 2.5% 6.36 The ACORN Profile of Belgrave Road’s catchment has a particularly high level (20%) of the Asian Communities classification. 6.37 It is important however to note that ACORN is not an ethnic segmentation tool, but a lifestyle one. In particular, although there are typically high levels of Asians living under the Asian Communities classification, it does also include non-Asians living within the same residential neighbourhoods. 6.38 Asians are also to be found across other lifestyle groups, in particular in this case many of Leicester’s Asians can be found in the Secure Families category. These Asians are more affluent than their counterparts living in the predominantly terraced areas of North East and Eastern Inner Leicester study zones, and are a key ingredient to the vibrancy of Belgrave Road. 6.39 Furthermore, Asians are to also be found in the most affluent of ACORN groups – Wealthy Executives and Flourishing Families. Although these groups do not have a high index in the immediate residential catchment of Belgrave Road, these wealthier Asians will be accessing Belgrave Road due to the regional significance of the centre. Figure 6.12 Belgrave Road Catchment ACORN Profile

Belgrave Road Leic ester United Kingdom 25%

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p ies les ut es es il als O bia ili reys n ili ilies m Roots m t G sio ng bur am s u F ar ing Sing l r ia Coll ing Fa hing Fa pi Starti cure Fam ed S tr Affluen s Profe s e tl e- City Adversity ri A S lu uggl Set B Burdened Singles er ou ndus n Fl Prudent PensionersAsian Communities Str High-Rise Hardshi Wealthy Executives Educated Urbanites t-I In sperous os o P Pr

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Uppingham Road 6.40 This analysis relates to the east part of Uppingham Road. Later in this report we recommend that the west part be redesignated as a local centre. 6.41 Uppingham Road has the smallest area of comparison floorspace of the four district centres (1,100 sq. m. net), containing 15 comparison retail units. Figure 6.13 Uppingham Road Centre Catchment Map

Source: Retail Footprint 2007 6.42 Uppingham Road serves a catchment area east of the city, operating in the shadow of a dominant city centre. 6.43 The centre achieves lower market shares of its core catchment, compared to Belgrave Road, taking just 2.5% of trade from its primary and 1.1% of its secondary catchment. 6.44 The secondary catchment is elongated to the east due to a particularly large postcode sector.

Figure 6.14 Uppingham Road Catchment Market Share

Unweighted Weighted Catchment Population Population Market Share Primary 70,263 1,748 2.5% Secondary 39,955 454 1.1% Tertiary 64,610 507 0.8% Quaternary 54,912 205 0.4% Total 229,740 2,914 1.3% Leicester City Council Page 61 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

6.45 Located nearby to Belgrave Road, Uppingham Road’s smaller catchment area is covered by Belgrave Road’s catchment. The catchment therefore shares a similar ACORN Profile to Belgrave Road, albeit with a slightly higher level of Wealthy Executives and Flourishing Families within its residential based catchment. As with Belgrave Road, the catchment contains a significant level of Struggling Families – comparable with the Leicester and national average. 6.46 From site visit and survey observations, it is clear that there is an ethnic divide between the two centres, with Belgrave Road serving the Asian residents needs and Uppingham Road serving the non-Asian residents needs. The retail offer is value orientated and as such will be serving the Struggling Families well. To this extent, it can be seen that the retail offer in Uppingham Road and Belgrave Road compliment each other, with Uppingham Road providing a more ‘conventional’, if value-orientated centre, as opposed to specialist district centre like Belgrave Road. Figure 6.15 Uppingham Road Catchment ACORN Profile

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s s s s p s e es ia ts es e li li b tie o i ity ites i r ilies gles mi nals n rs a io an bu uni m e cutiv b Fam m ar Ro e F g Single ll Hardshi fess n Su m e Adv Ex ing ro Starting Out ed ling Famil s h -Co g ty Affluent Greyis P ecure ttl Co thy r Aspiri S an ue h-Ri al u us Se i Bl Burdened Si er Ci e lo As Strug Hig n F ero Prudent Pensioners n W p Educated Ur t-Industrial Fa I s s ro Po P

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Evington Road 6.47 Evington Road currently has the second lowest comparison goods floorspace (1,266 sq. m. net) of the four district centres, containing 19 comparison retail units. Figure 6.16 Evington Road Catchment Map

Source: Retail Footprint 2007 6.48 Uppingham Road serves a catchment area south-east of the city, operating in the shadow of a dominant city centre. 6.49 The centre achieves similar market shares of its core catchment, compared to Uppingham Road, taking 2.3% of trade from its primary and 0.9% of its secondary catchment. Figure 6.17 Evington Road Catchment Market Share

Unweighted Weighted Catchment Population Population Market Share Primary 44,980 1,052 2.3% Secondary 60,323 526 0.9% Tertiary 69,519 304 0.4% Quaternary 59,870 177 0.3% Total 234,692 2,059 0.9% 6.50 As for Belgrave Road and Uppingham Road, Evington Road’s catchment contains high levels (25%) of Asian Communities. However, of note are the relatively lower levels of Secure Families and a higher presence of

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Educated Urbanites (5% - twice the Leicester average), Aspiring Singles and Starting Out – indicating a younger residential catchment. 6.51 This younger demographic may represent greater potential for an evening economy for this centre, in terms of catering for the higher prevalence of younger lifestyles to attend restaurants, bars and pubs. Figure 6.18 Evington Road Catchment ACORN Profile

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s s s s es s ia s s ts e li ie b tie ie o ie nals ite il r il gles tiv mi o n u a an am bu uni r Ro c b m nt Greys F nsioner Fam a d Si Hardship xe e g F Su e l ll g Famil e e Ur ring Singles om n s Adversity in d Starting Outure ed ia li ty y E h Professi pi c l nt P C g Ri i Afflu is s tt n e-Co C lth r A Se e h- a Se ia dustr rug g r ou s n Blu t Burden Fl Prud A S Hi We Educate Inne st-I Po Prosperous

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Narborough Road 6.52 Narborough Road currently has the second highest comparison goods floorspace (1,677 sq. m. net) of the four district centres, containing 32 comparison goods retailers. Figure 6.19 Narborough Road Centre Catchment Map

Source: Retail Footprint 2007 6.53 Narborough Road serves a larger catchment area than the other district centres, with its core catchment covering the majority of Leicester’s inner city areas, and further out to Leicester’s west and south-west suburbs. 6.54 Like the other district centres, Narborough Road operates in the shadow of a dominant city centre. The centre achieves take reasonable shares from its core catchment, taking 3.3% of trade from its primary and 1.3% of its secondary catchment. Figure 6.20 Narborough Road Catchment Market Share

Unweighted Weighted Catchment Population Population Market Share Primary 105,596 3,512 3.3% Secondary 136,262 1,820 1.3% Tertiary 119,658 1,030 0.9% Quaternary 168,857 642 0.4% Total 530,323 7,004 1.3%

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6.55 Unlike the 3 other district centres, which serve east Leicester, Narborough Road serves west Leicester, and as such does not serve the same high levels of the Asian Communities socio-type. 6.56 As with Evington Road, the centre benefits from higher levels of Educated Urbanites (5% - twice the Leicester average), Aspiring Singles and Starting Out (10% - twice the Leicester average). This younger demographic is largely attributable to the nearby location of the University of Leicester facilities, which has also had the impact of anchoring additional footfall of students to the area, explaining the stronger evening economy, in the form of restaurants, bars and clubs provided for along this road. Figure 6.21 Narborough Road Catchment ACORN Profile

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s s p s s es ia rs es s es e e als l b ti ie i ite r il il gl tiv n n ng ne m u bu io m in c amilies Si u s a S e F Fa Hardshi ng en mmuni l F g ed Urba ri o a in n Ex rofessio i Starting Out t P i l e y ffluent Grey p n tr Rise A P ted ecure Families s gg rd - lth As S u u a Settled S de gh lourishing sian C Blue-Collartr Roots Bu F duca Pru A S Hi We E -Ind Inner City Adversity ost P Prosperous

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Capacity Analysis for 2007 – Current Deficiencies 6.57 CACI have employed their comparison goods market potential model, Retail Footprint, to assess the overall comparison goods turnover achieved by retail stores within each city, town and district centre in Leicester. The model takes into account the underlying spend available from the resident population, and in the case of the city centre, also the working population. Figure 6.22 Current (2007) Comparison Goods Turnover by Centre Comparison Goods Net Comparison Market Potential Floorspace (sq. Centre Type £’s per annum m.) City Centre City Centre £1,050,946,394 74,484 Beaumont Leys Town Centre £87,590,153 15,820 Hamilton Town Centre £13,842,086 4,049 Belgrave Road District Centre £23,411,425 5,716 Uppingham Road District Centre £5,759,513 1,100 Evington Road District Centre £4,219,930 1,266 Narborough Road District Centre £14,229,806 1,677 Centres Total £1,199,999,309 170,087 6.58 To perform capacity assessments for each centre, it is necessary to convert the market potential of each centre into turnover potential. This is achieved by applying the impact of the Special Forms of Trading on store performance (currently estimated at 10.6%) and also the application of a conversion factor, which takes into account the degree to which a centre is able to convert the spend available in shopper’s wallets as identified by the market potential as modelled in Retail Footprint – referred to as spend attainment. This conversion factor not only takes into account spend attainment but also the spend on comparison goods made at other centres not explicitly included in the model, such as gardening centres, bulky goods parks and smaller local centres. We have applied a conversion factor of 50% to each of the centres. This factor has been determined from CACI’s more detailed assessment of the retail performance of Leicester City Centre, and their experience in working on using Retail Footprint on centre performance analysis with commercial clients. Figure 6.23 Comparison Goods Capacity Analysis for 2007

Impact from Comparison Special Goods Market Forms of Market Potential Con -Turnover Potential £’s per Trading (post SFT version Potential for Zone Name annum (SFT) adjustment) Factor Centre City Centre £1,050,946,394 -10.60% £939,546,076 50.00% £469,773,038 Beaumont Leys £87,590,153 -10.60% £78,305,597 50.00% £39,152,798 Hamilton £13,842,086 -10.60% £12,374,825 50.00% £6,187,412 Belgrave Road £23,411,425 -10.60% £20,929,814 50.00% £10,464,907 Uppingham Road £5,759,513 -10.60% £5,149,005 50.00% £2,574,502 Evington Road £4,219,930 -10.60% £3,772,617 50.00% £1,886,309 Narborough Road £14,229,806 -10.60% £12,721,447 50.00% £6,360,723 Centres Total £1,199,999,309 £1,072,799,380 £536,399,690

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6.59 Using the turnover potential from figure 6.23 above, we have performed a capacity assessment for each centre, deriving in each case the current headroom for additional floorspace (figure 6.24). Figure 6.24 Comparison Goods Capacity Analysis for 2007

Comparison Current Target Comparison Comparison Floorspace, Trading Trading Capacity, net Headroom, Zone Name net sq m. Density Density sq. m. net sq. m. City Centre 74,484 £6,307 £4,000 117,443 42,959 Beaumont Leys 15,820 £2,970 £3,000 13,051 None Hamilton 4,049 £1,834 £3,000 2,062 None Belgrave Road 5,716 £1,831 £2,000 5,232 None Uppingham Road 1,100 £2,342 £2,000 1,287 188 Evington Road 1,266 £1,490 £2,000 943 None Narborough Road 1,677 £3,793 £2,000 3,180 1,503 Centres Total 170,087 143,200 44,650

Analysis for 2012 and 2017 – Future Needs 6.60 By comparing the estimated current trading density figures to the target trading density figures, it can be observed that Leicester is currently “over-trading”, which in reality means that there is significant headroom for new retail floorspace (42,959 sq m net). 6.61 It is noted that this headroom is just sufficient to justify, in terms of quantitative need, the Highcross Quarter scheme opening in 2008 (providing an additional 41,614 sq m net). However, as will be demonstrated later in this chapter, the impact of the Highcross Quarter scheme will be to change current trading patterns, and in doing so increasing the spend available for the city centre. This in turn results in a higher future headroom figure, which accommodates the new floorspace that this scheme will bring. 6.62 Of the other centres, only Narborough Road is “over-trading”, and therefore also has headroom for growth (1,503 sq m net). 6.63 Hamilton trading densities are well below the town centre benchmark, which is to be expected considering the “town” only consists of a Tesco- Extra. Of more concern is the low trading density of Evington Road, which is consistent with its current poor performance as a District Centre. 6.64 Having established current deficiencies in provision for comparison floorspace at the above centres, this section examines the further need for floorspace based upon projections of changes in spend in the future. 6.65 The following committed comparison goods developments have been taken into account when assessing further headroom (both estimated to open prior to 2012): • 1,524 sq m net in BT Tower, St. Georges Way, City Centre • 41,614 sq m net in Highcross Quarter, City Centre 6.66 To establish headroom estimates for these centres, underlying population growth and the impacts of the Internet and other home delivery channels (Special Forms of Trading) has been applied to establish new available resident spend. 6.67 Estimates of the impacts of Special Forms of Trading have been based upon an industry expert view on the current and future market share of the home-deliveries channels for comparison goods. This includes reference to "The Home Delivery Sector in the UK 1995 to 2010" (October Leicester City Council Page 68 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

2003, a project funded by the Department for Transport undertaken by De Montfort University, the Freight Transport Association and associates). CACI have recommended an adjustment of 89.4% to account for 10.6% of comparison goods expenditure spent using catalogue and Internet home- delivery sales channels. This adjustment is changed to 85.4% and 79.4% to account for growth in the market share of this sector to 15.6% and 20.6% for 2011 and 2016 respectively. 6.68 In addition to changes in the spend available, CACI have used their spatial modeller system to estimate the impact on shopping patterns that the major new retail developments at the Highcross Quarter (including the opening of a John Lewis department store) will have on turnover estimates at each centre. While the city centre will benefit from an 11.8% increase in footfall, the strengthened city centre will have strongest impacts on Evington Road (-19.4%) and Narborough Road (-15.8%). Figure 6.25 Forecast (2012) Comparison Goods Turnover by Centre

Special Population 2012 Comparison Additional Changes to Forms of Growth Goods Turnover Floorspace shopping Trading 2012-2007 per annum (net sq m) patterns Impacts Centre 2012-2007 2012-2007 2012-2007 City Centre 43,139 11.80% -4.47% 5.70% £530,304,400 Beaumont Leys 0 -12.50% -4.47% 11.70% £43,865,757 Hamilton 0 -13.50% -4.47% 17.20% £7,190,422 Belgrave Road 0 -12.60% -4.47% 6.40% £9,296,271 Uppingham Road 0 -14.00% -4.47% 2.10% £2,159,424 Evington Road 0 -19.40% -4.47% 2.10% £1,482,839 Narborough Road 0 -15.80% -4.47% 3.00% £5,269,582 Centres Total 43,139 8.7% £599,568,695 6.69 The impact on shopping patterns has been increase the spend available in the city centre, and hence increase the headroom for additional floorspace, enabling the additional 43,139 net sq m to be absorbed sustainably, and allowing some additional headroom. 6.70 In most cases the impact of Special Forms of Trading mitigates the benefit of population growth on the forecast turnover at each centre, with the exception of Beaumont Leys and Hamilton. However, in both cases, the negative impact on trading conditions due to increased popularity of the city centre means that overall the conclusions for 2012 for all centres other than the city centre remain similar. 6.71 The analysis has found that, given known committed development, there remains some headroom in 2012 for additional comparison goods space in the city centre of 14,910 sq m net and 958 sq m net in Narborough Road.

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Figure 6.26 Comparison Goods Capacity Analysis for 2012

Comparison Forecast Target Comparison Comparison Floorspace, Trading Trading Capacity, net Headroom, Zone Name net sq m. Density Density sq. m. net sq. m. City Centre 117,666 £4,507 £4,000 132,576 14,910 Beaumont Leys 15,820 £2,773 £3,000 14,622 None Hamilton 4,049 £1,776 £3,000 2,397 None Belgrave Road 5,716 £1,626 £2,000 4,648 None Uppingham None Road 1,100 £1,964 £2,000 1,080 Evington Road 1,266 £1,172 £2,000 741 None Narborough Road 1,677 £3,142 £2,000 2,635 958 Centres Total 147,294 £4,071 158,699 15,868

6.72 Forecasting forward to 2017, estimated Special Forms of Trading impacts exceed population forecasts in most centres other than Hamilton and Belgrave Road, where the impacts relatively mitigate each other. Figure 6.27 Forecast (2017) Comparison Goods Turnover by Centre

Special Population 2017 Comparison Additional Changes to Forms of Growth Goods Turnover Floorspace shopping Trading 2017-2012 per annum (net sq m) patterns Impacts Centre 2017-2012 2017-2012 2017-2012 City Centre 0 0.00% -7.03% 4.20% £513,754,431 Beaumont Leys 0 0.00% -7.03% 3.20% £42,088,937 Hamilton 0 0.00% -7.03% 9.50% £7,320,338 Belgrave Road 0 0.00% -7.03% 8.60% £9,386,447 Uppingham Road 0 0.00% -7.03% 1.90% £2,045,854 Evington Road 0 0.00% -7.03% 1.90% £1,404,852 Narborough Road 0 0.00% -7.03% 2.40% £5,016,938 Centres Total 0 0.00% £581,017,799 6.73 The conclusions for 2017 do not differ much from that for 2012, other than significantly reducing the estimated headroom figure for future retail development in the city centre from 14,910 sq m net to 10,772 sq m net.

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Figure 6.28 Comparison Goods Capacity Analysis for 2017

Comparison Forecast Target Comparison Comparison Floorspace, net Trading Trading Capacity, net Headroom, Zone Name sq m. Density Density sq. m. net sq. m. City Centre 117,666 £4,366 £4,000 128,439 10,772 Beaumont None Leys 15,820 £2,661 £3,000 14,030 Hamilton 4,049 £1,808 £3,000 2,440 None Belgrave None Road 5,716 £1,642 £2,000 4,693 Uppingham None Road 1,100 £1,861 £2,000 1,023 Evington None Road 1,266 £1,110 £2,000 702 Narborough Road 1,677 £2,992 £2,000 2,508 831 Centres Total 147,294 £3,945 153,835 11,604 6.74 In conclusion, given the substantial increase in comparison goods floorspace provision already committed, CACI have identified relatively moderate headroom, for further comparison goods retail floorspace in Leicester City for the next 10 years. Furthermore, considering the high level of new comparison goods provision being brought into the city centre due to the Highcross Quarter in 2008, it is difficult to judge at this point in time whether there really will be any further retailer demand for space following the opening of the extension. Therefore, currently we would not interpret this headroom figure as necessarily needing to be developed out. We would therefore recommend a review of need later on in the plan period, once the extension of the Highcross Quarter has been fully let. 6.75 From this, we can conclude that any applications containing substantial components of comparison goods space outside of currently defined centres should not be supported. In particular, any applications for large format supermarkets will need to be restricted to trade in only convenience goods products. 6.76 Within the city centre there is moderate headroom for further development of retail floorspace.

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7.0 Supermarket Needs Analysis

Introduction 7.1 Convenience retailing in the UK can be broadly broken down between two distinctive types of shopping behaviour: • Top-up food shopping at small (<400 sq m net) local convenience stores. • Main food shopping at larger (>400 sq m net) format supermarkets. 7.2 We have approached the issue of examining need for both types of convenience provision by analysing these two markets separately. 7.3 The need to allocate further space for supermarket stores is of high priority for local planning authorities to pro-actively identify, since such applications are very likely to come forward within the planning period, and development control will need the relevant analysis to determine the appropriateness of these applications. 7.4 The term “quantitative” in a quantitative needs assessment purely relates to the overall outcome of the assessment – to identify need for additional floorspace – a quantitative measure. It is crucial to note that a “quantitative” needs assessment needs to also take into account “qualitative” factors, such as assessments of consumer choice, retailer demand. Most crucially the assessment should to take into account sustainability issues by measuring the degree to which catchments are self-contained, and whether the balance of trade in an area is satisfactory. 7.5 In order to estimate current and future need for additional supermarket convenience goods floorspace (i.e. quantitative needs assessment), we have applied the following approach, with the use of CACI’s supermarket expenditure model, Provision: • Perform a qualitative assessment to identify potential supermarket occupiers for Leicester City that would improve consumer choice for residents in the city, and to provide a view of the likely retailer demand for additional floorspace. • Define retail catchments for each of Leicester’s supermarkets (>400 net sq m) • Estimate the market shares achieved across the retail catchment for each large supermarket. • Apply market shares to resident population and convenience goods spend at large supermarket estimates to derive turnover (and density) estimates for each supermarket. • Aggregated the estimated turnover for each supermarket within a residential zone to provide an overall turnover estimate for each zone. • Derive an overall capacity for large supermarket space in a residential zone by comparing aggregate turnover with an average target trading density. • Compare capacity with current levels of floorspace in the residential zone to identify headroom for additional space.

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• Compare turnover in each residential zone with the amount of convenience spend at large supermarkets available in each residential zone, to identify the balance of supermarket trade. Where there are significant positive or negative imbalances, interpret the implications for a need to claw back expenditure from areas with positive imbalance, and to redistribute identified headroom. • Interpret headroom figure in conjunction with other factors to assess (quantitative) need for additional floorspace. 7.6 Address details of each of the supermarkets analysed can be found in the appendix (Figure 7.A). This study was informed by as up to date information as was possible to collect on current store operations in the area. It is noted that the Kwik Save store at Home Farm has recently closed. However, for this study, the store is still analysed as if it was still open, as it remains possible the store could be taken over by another operator in the future.

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Retail Operator and Consumer Choice Analysis 7.7 To perform a more realistic and robust assessment of actual need for additional floorspace in Leicester, any identified economic headroom for additional floorspace needs to be compared with likely retailer demand, and retail operator floorspace requirements. 7.8 Furthermore, PPS6 recommends that a thorough retail assessment should to take into consideration the need for consumer choice. 7.9 For this reason, we have performed a qualitative assessment of the supermarket brand mix in Leicester, based upon comparisons with the benchmarks identified in CACI’s Economic Analysis of Leicester Retail Circuit. By comparing the supermarket provision in Leicester with these benchmarks, it is possible to draw conclusions on the need for further provision, in terms of improving the current brand-mix, which in turn relates to satisfying consumer choice. Furthermore, by identifying gaps in brand coverage, this assessment highlights opportunities for brands, and thereby provides an assessment of likely retail occupier demand for additional floorspace. 7.10 The table below presents an analysis of current deficiencies in fascia presence, using a weighted average from benchmark cities that provides a total number of stores proportionate to the approximate number of stores Leicester has capacity for (as identified in figure 7.3). Figure 7.1 Current deficiencies in Supermarket Fascia coverage

Weighted average Supermarket fascias Index supermarket fascias present present in Leicester. Zone Name in benchmark cities ALDI 2.3 1.0 43 ASDA 1.8 0.0 0 BUDGENS 0.3 0.0 0 Co-Op 13.2 16.0 121 KWIK SAVE 1.4 2.0 143 LIDL 2.7 1.0 38 MORRISONS 1.6 1.0 63 NETTO 0.9 0.0 0 SAINSBURY'S 2.4 2.0 84 SOMERFIELD 3.5 2.0 57 TESCO 2.0 2.0 98 TESCO- METRO 0.7 0.0 0 WAITROSE 0.3 1.0 328 TOTAL 33.1 28.0 84 7.11 The analysis reveals a current deficiency in representation amongst mid- range size stores of value fascias retailers ALDI and LIDL and mass- market fascias Tesco-Metro and Somerfield. A good presence of value- oriented fascias is needed in the city, to support and sustain the poorer/deprived residential communities identified in our residential zone analysis. 7.12 Amongst the larger store format operators Sainsbury’s, ASDA and Morrisons are under-represented. Of interest to note, premium retailer Waitrose does not currently operate in many of Leicester’s benchmark cities, only enjoying a presence in Bristol and Southampton. Therefore, Leicester is currently performing well in having a Waitrose presence in the

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city boundaries, serving the wealthier demographics located in the south- east of the city. However, as noted previously, the Marks & Spencers is over-trading in the city centre, so there is an opportunity for Leicester to exceed its benchmarks, and see a new Waitrose located within the city centre. 7.13 In conclusion, this analysis has provided an assessment that there would be a need for new stores, from a retailer demand and consumer choice perspective. Catchment Analysis – Leicester’s Large Format Superstores 7.14 Leicester and its surrounds is host to nine large format (>2,500 sq. m. net) stores. Between them, these stores turnover £480.5m per annum – 75% of the turnover at all 35 of the supermarkets analysed above, and 76% of the total convenience spend available in Leicester City. 7.15 There is, therefore, no ignoring the significant role that these relatively few supermarkets have in providing for the convenience needs of Leicester’s residents. 7.16 These supermarkets command large catchment areas, and as such cause significant in-flow and out-flow between the study area’s residential zones. By using the Provision supermarket performance model, it has been possible to understand these catchment areas and the corresponding trade balances that result. 7.17 Catchment Maps for these nine stores can be found in the appendix (Figures 7.B – 7.J). 7.18 The maps demonstrate the extensive catchment areas that the stores on the city-edge cover (7 of the 9 stores), compared to more compact catchment areas of the two stores located inside the city (Sainsbury’s in Belgrave Road and Morrisons at Freemans Park). 7.19 Due to the lower population densities on the city-edge, this presents greater difficulties for smaller format supermarket stores to trade well, while large format stores thrive on a predominantly car-borne residential catchment, willing to drive greater distances, on good strategic road infrastructure, to do their main weekly shop at a store of size to accommodate all their grocery needs and present them the choice and range of products that smaller format stores cannot provide. 7.20 However, the most significant observation is that due to insufficient supermarket coverage in the western area of the city, the Tesco-Extra at Beaumont Leys and the Sainsbury’s at Fosse Park are trading from a core catchment that includes a large area of the western side of the city. These trading patterns are unsatisfactory, since residents in this area are having to travel out of the city to satisfy their convenience store needs. 7.21 Catchment maps of each supermarket in Leicester, can be found in annexe 9.

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Analysis of Trading Densities 7.22 The tables below (Figures 7.1-7.2) provide a summary of supermarket performance estimates derived from CACI’s Provision model. 7.23 Trading densities will naturally vary by factors such as store fascia, accessibility, catchment population and competition effects – all of which are taken into account by the Provision model. By comparing estimated trading densities against an average benchmark trading density of £9,000 p.a. per sq. m, we have revealed where stores are estimated to be either highly significantly under or over trading (either less than half or more than double the benchmark). A trading density of £9,000 p.a. per sq. m is a suitably sustainable level of trading performance, reflecting the average performance we currently expect across the supermarket sector. 7.24 Where stores are significantly over trading, it is possible that the stores are not actually attaining this level of spend, and that the modelled results are presenting the potential spend for the store, rather than spend attained. In these cases, this provides evidence for the potential to extend the retail offer at that location. 7.25 Where stores are significantly under trading, this indicates particularly difficult trading conditions, due to location and level of competition. Figure 7.2 Supermarkets in Leicester City Trading Density (£'s Floorspace Turnover (£'s per annum per Residential Zone Store net sq m per annum) sq m net)

City Centre SOMERFIELD 1,137 £10,635,893 £9,352 SAINSBURY'S 1,272 £10,557,703 £8,297 ALDI 743 £6,804,017 £9,155 MARKS & SPENCER 836 £15,261,348 £18,252 Zone Sub-Total 3,988 £43,258,961 £10,847 Eastern Inner CO-OP C-STORE 530 £3,233,214 £6,106 WAITROSE 856 £10,355,454 £12,093 Zone Sub-Total 1,386 £13,588,668 £9,804 Eastern Outer TESCO-EXTRA 7,307 £68,677,026 £9,399 CO-OP C-STORE 403 £2,075,945 £5,147 Zone Sub-Total 7,710 £70,752,971 £9,177 North-East LIDL 768 £1,558,056 £2,028 SAINSBURY'S 2,664 £32,157,039 £12,071 Zone Sub-Total 3,432 £33,715,095 £9,824 North-West TESCO-EXTRA 8,388 £105,222,035 £12,545 KWIK SAVE 553 £10,773,089 £19,492 Zone Sub-Total 8,941 £115,995,124 £12,973 South SOMERFIELD 850 £2,355,752 £2,771 KWIK SAVE 638 £19,494,612 £30,544 Zone Sub-Total 1,488 £21,850,364 £14,684 West MORRISONS 3,135 £23,360,821 £7,450 ASDA 6,682 £94,562,295 £14,151 CO-OP C-STORE 380 £389,615 £1,024 CO-OP C-STORE 380 £2,285,311 £6,017 Zone Sub-Total 10,577 £120,598,042 £11,402

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7.26 The Marks and Spencer on Gallowtree Gate in the city centre is estimated to be over-trading. This provides evidence of a potential need to increase the level of provision of grocery floorspace in the city centre, and in particular for an operator with a similar premium market-positioning to Marks and Spencer – such as a Waitrose. 7.27 The two Kwik Saves in the North West, at Home Farm Walk and in the South, on Hallaton Street are estimated to be over-trading. Considering the relatively small formats of the Kwiksaves, this provides evidence of a potential need to extend the grocery offer at these locations. In the case of the recent closure of the Kwik Save at Home Farm Walk – we would conclude that this is a good trading location, and that it is likely that a new operator could be found for the store, with a potential to extend it. 7.28 Generally, the majority of stores exceed the benchmark trading density of £9,000 per sq. m. with relatively few under-performing. This would indicate an overall strong need for additional floorspace within Leicester City. Figure 7.3 Supermarkets in Leicester Fringe Trading Density (£'s Floorspace Turnover (£'s per annum per Residential Zone Store net sq m per annum) sq m net)

West Braunstone SAINSBURY'S 3,811 £35,793,127 £9,393 ALDI 697 £857,083 £1,230 SOMERFIELD- ESSENTIALS 547 £1,278,886 £2,337 MARKS & SPENCER 836 £9,950,229 £11,900 Zone Sub-Total 5,891 £47,879,325 £8,128 Ashton BUDGENS 562 £517,249 £920 Zone Sub-Total 562 £517,249 £920 Northern Fringe SOMERFIELD 563 £1,674,039 £2,973 SOMERFIELD 1,052 £3,212,945 £3,054 ASDA 4,645 £49,827,063 £10,727 CO-OP 1,036 £6,276,825 £6,056 Zone Sub-Total 7,296 £60,990,872 £8,359 Southern Fringe SAINSBURY'S 2,973 £32,969,231 £11,090 ASDA 4,079 £37,955,217 £9,305 CO-OP C-STORE 510 £987,431 £1,935 SAINSBURY'S 1,664 £13,130,804 £7,889 CO-OP C-STORE 472 £2,545,169 £5,388 ALDI 1,115 £19,092,375 £17,126 MARKS & SPENCER-SIMPLY FOOD 465 £1,041,960 £2,243 CO-OP C-STORE 534 £570,322 £1,068 Zone Sub-Total 11,812 £108,292,509 £9,168 7.29 Generally, stores in the Leicester Fringe are trading below the benchmark trading density. This would indicate that overall there is less evidence for the need for additional floorspace in the Leicester Fringe, as current provision in this area is adequate for the resident catchments they serve.

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Zone Turnover Analysis 7.30 We have employed their two convenience turnover models to assess the overall convenience goods turnover achieved by retail stores within each zone. The Provision model has provided estimates for total store turnover at supermarkets with floorspace above 4,000 sq ft net, while CACI’s Local Convenience Model for Leicester has provided estimates for total store turnover at convenience stores of size below 4,000 sq ft net. Both models take into account the underlying spend available from the resident population, and in the case of the city centre, also the working population. In the case of supermarket turnover estimates, a current estimate of the impact of the Internet and other home delivery channels (Special Forms of Trading) on store performance has been estimated at 10.0%. Figure 7.4 Current Convenience Turnover per Zone

Zone Name Supermarket Local Supermarket Local Total Floorspace Convenience Turnover Convenience Turnover sq m net Floorspace sq (£m’s Per Turnover (£m’s Per m net Annum) (£m’s Per Annum) Annum) City Centre 3,989 964 £43.26 £8.84 £52.10 Eastern Inner 1,386 5,790 £13.59 £26.05 £39.64 Eastern Outer 7,710 2,451 £70.75 £11.87 £82.62 North-East 6,684 2,659 £33.72 £12.88 £46.60 North-West 8,940 2,232 £116.00 £10.81 £126.81 South 1,488 5,615 £21.85 £27.20 £49.05 West 10,578 6,809 £120.60 £32.67 £153.27 LEICESTER CITY 40,776 26,521 £419.76 £130.32 £550.08 East £0.00 Thurmaston 0 N/A N/A £0.00 West £47.88 Braunstone 5,891 N/A N/A £47.88 Ashton 562 N/A £0.52 N/A £0.52 Northern £60.99 Fringe 7,297 N/A N/A £60.99 Southern £108.29 Fringe 15,415 N/A N/A £108.29 LEICESTER FRINGE 29,164 N/A £217.68 £217.68

7.31 In Leicester City, supermarket turnover (£388.71m p.a.) is three times that of local convenience turnover (£130.32m p.a.), even though in floorspace terms supermarket floorspace is just one and a half times that of local convenience (40.7k sq m compared with 26.5k sq m net). This relates to the higher trading densities that supermarkets command, due to a range of factors including: • Wide product range available • Ease of access by car enables high spend attainment • Efficient store layouts

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7.32 On average, across Leicester City, the trading density for supermarkets is £10,294 per annum per sq m net and for local convenience it is £4,914. Compared with benchmark zone trading densities of £9,000 per annum per sq m net for supermarkets and £4,500 for local convenience, the current trading densities indicate an overall level of overtrading in Leicester City, indicating a current significant deficit for convenience floorspace, in particular in supermarket provision. 7.33 Information on local convenience floorspace and turnover for zones in the Leicester Fringe has not been compiled. In terms of supermarket spend, stores in the Leicester Fringe turnover £227m p.a. compared to £389m in the city, which relates to a lower average trading density of £7,772 per annum per sq m net. This indicates that there is relatively less need for new retail floorspace in the Leicester Fringe area. 7.34 More detailed analysis of trading densities and their implications on capacity for new floorspace is made later in this chapter. Consideration of Need to Address Current Imbalances of Trade 7.35 By comparing spend available against the estimated turnover of stores within the same zone, it is possible to assess the degree to which zones are self contained with respect to a balance between: • Spend being retained by stores in the zone • Spend leaking outside the zone, and • Spend drawn from outside of the zone 7.36 Figure 7.5 provides a summary of an analysis of the balance of trade for each zone. The analysis reveals that due to the large catchment areas from which large supermarket stores draw from, there are significant imbalances of trade between zones. Figure 7.5 Balance of Trade for Convenience Turnover Zone Name Total Zone Spend Balance of Trade as Balance of Trade as Turnover Convenience difference (£m’s per % (Turnover/ Zone (£m’s Goods (£m’s annum, Turnover – Spend-1) per annum) per annum) Zone Spend) City Centre £52.10 £29.55 £22.55 76.3% Eastern Inner £39.64 £122.72 -£83.08 -67.7% Eastern Outer £82.62 £60.12 £22.50 37.4% North East £46.59 £80.22 -£33.63 -41.9% North West £126.81 £52.58 £74.23 141.2% South £49.05 £120.69 -£71.64 -59.4% West £153.27 £161.08 -£7.81 -4.9% LEICESTER CITY £550.08 £626.96 -£76.88 -12.3% 7.37 Of particular note, the North-West zone, which contains the Tesco-Extra at Beaumont Leys, has the largest positive balance of trade, turning over £70m per annum more than the spend available within the zone. It can be observed that this imbalance causes neighbouring West and in particular North East zones to exhibit negative balances of trade, with the North East zone turning over £30m less than then spend available within the zone. 7.38 On the other hand, the Eastern Inner and South zones have the largest negative balance of trade, turning over £70m and £66m less respectively than the spend available within their zones. 7.39 The City Centre, as for the North West zone with Beaumont Leys town centre, is also exhibiting a high positive balance of trade. A positive Leicester City Council Page 79 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

balance of trade for the city centre is what should be expected, considering the centres role in the retail hierarchy. However, this places the higher balance of trade in the North West zone in context, and would indicate that the balance of trade in the North West zone is currently too high. 7.40 Overall, for the Leicester City area, there is a negative balance of trade. This means that as a whole the City is leaking more spend outside of its boundaries than it is drawing in. It indicates that overall, the direction of travel for convenience shopping is away from the city centre, not towards it. In terms of supporting sustainable travel patterns, this is not an acceptable baseline situation. 7.41 The outcome of this analysis has a few key consequences when considering the quantitative need for new convenience floorspace in Leicester: • There is a strategic need, independent of further capacity analysis, to address the overall negative balance of trade in Leicester City, so that the city becomes more self contained. • The North West zone is currently drawing too much trade from other areas to either their detriment and/or causing unsustainable travel patterns. Any subsequent quantitative needs assessment for additional retail space in this zone should take this into account. • The Eastern Inner and South zones are currently leaking too much spend to other areas of Leicester, causing deficiencies in local convenience food provision and/or causing unsustainable travel patterns. Any subsequent quantitative needs assessment for additional retail space in this zone should take this into account. This factor should also be considered in terms of sufficient local convenience provision.

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Capacity and Needs Analysis 7.42 We have used the turnover estimates above to make separate capacity assessments for both supermarket format stores (>400 sq m net) and local convenience stores (<400 sq m net). These assessments are based upon maintaining current trading patterns, and therefore need to be interpreted with the observations above borne in mind. 7.43 The capacity analysis below uses a target trading density of £9000 per sq m to determine the capacity for supermarket space within each zone, and by comparing this with the current floorspace available, makes an estimate of the headroom for additional space. 7.44 The analysis demonstrates that, given current travel patterns to supermarkets in Leicester, the available headroom for new supermarket floorspace is greatest in the North-West (3,948 sq m net) and West (2,822 sq m net) zones with significant headroom found in the South (939 sq m net) and City Centre (817 sq m net). 7.45 The only zone to have a negative headroom figure (surplus) is the North- East zone (-2,938 sq m net). The interpretation of this figure is that further provision of floorspace in this area is highly unlikely to be sustainable, unless the current trading patterns were significantly reversed. 7.46 The headroom identified in Eastern Inner and Eastern Outer zone is less than 400 sq m net, thereby not sufficient to identify the need for any new supermarket stores, but could be satisfied through extensions of existing stores. Alternatively, in the future this headroom could be added to additional headroom brought about by growth in available expenditure. Figure 7.6 Supermarket Capacity Analyses for 2007

Supermarket Super- Current Super- Super- Turnover, market Trading market market £m’s p.a. Floorspace, Density Capacity, Headroom, Zone Name net sq m. net sq. m. net sq. m. City Centre £43.26 3,989 £10,844 4,807 817 Eastern Inner £13.59 1,386 £9,805 1,510 124 Eastern Outer £70.75 7,710 £9,176 7,861 151 North-East £33.72 6,684 £5,044 3,746 -2,938 North-West £116.00 8,940 £12,974 12,888 3,948 South £21.85 1,488 £14,680 2,428 939 West £120.60 10,578 £11,401 13,400 2,822 LEICESTER CITY £419.76 40,776 £10,294 46,640

7.47 While evidence for the headroom for new floorspace in an area provides a justifiable opportunity for new floorspace, it is not sufficient to qualify an actual need for new floorspace. To qualify this need, it is essential to consider the current imbalances of trade. 7.48 In the context of Leicester, this means that the headroom identified for the North-West zone does not translate into a need for additional floorspace, since the Tesco-Extra at Beaumont Leys is currently drawing too much trade from surrounding zones. Rather, the headroom identified in this zone has been redistributed to the other zones of Leicester City, based on the proportional level of leakage from those zones to the Beaumont Leys Tesco-Extra.

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7.49 Analysis of where spend at the Tesco-Extra at Beaumont Leys is coming from demonstrates that over half (55%) of spend that is being drawn in from outside the North-West zone is being drawn from the West zone. This means that when the headroom in the North-West zone is redistributed amongst the other zones of Leicester City, the majority has been allocated to the West zone (providing an additional need of 2,186 sq. m net). Compared with the West zone, no other Leicester City zones have been allocated significant new floorspace to the current headroom figure, with the majority of the remaining headroom allocated to outside of Leicester City (reducing overall headroom for Leicester City by 1,456 sq. m net). 7.50 The table below summarises the needs assessment, which assumes a preference to “save” current limited headroom for the Eastern Inner and Eastern Outer zones for the potential of a future need for new stores. Figure 7.7 Supermarket Needs Analyses for 2007

Balance of Proportional Redistributio Identified Trade as % leakage to n of Supermarket Super- (Turnover/ North-West Headroom Re- Need , net market Zone Spend- zone from for North distributed sq. m. Headroom, 1) areas West, net Headroom Zone Name net sq. m. outside sq. m. net sq. m. City Centre 817 76.3% 0.1% 5 822 822 Eastern Inner 124 -67.7% 1.6% 62 186 None Eastern Outer 151 37.4% 0.1% 2 153 None North-East None -41.9% 4.5% 178 0 None North-West 3,948 141.2% 0.0% -3,948 0 None South 939 -59.4% 1.5% 59 998 998 West 2,822 -4.9% 55.4% 2,186 5,008 5,008 LEICESTER -12.3% 63.4% -1,456 6,829 CITY 7.51 The qualitative assessment of brand-mix and retailer demand in the area provides a basis for confirming that there would be a need for new stores to address the need identified in the table above, which could include at least one new large format store. 7.52 To change the current travel patterns that see the North-West zone drawing too much trade, it would be recommended that a large format store (convenience element a minimum of 2,500 sq m net) be located in the West zone, as the only realistic option to compete with the Tesco-Extra store at Beaumont Leys. This would also address the current deficiency in large supermarket coverage for the West zone, as identified through analysis of current large supermarket catchments. 7.53 Mid-range supermarket format stores, circa 800-1,600 sq m net, could satisfy the remaining need for new supermarket floorspace in the City Centre, South and West zones. In the case of the West Zone, this could translate into an opportunity for up to three additional mid-range supermarkets. 7.54 Finally, it is noted that whilst need has been identified for the West and South zones, no need has been identified for the Eastern Inner zone, based upon the headroom analysis above. However, it has been noted that the Eastern Inner zone is currently leaking too much spend from the area, due to the Tesco-Extra at Hamilton, located in the Eastern Outer zone. 7.55 Even if the headroom from the adjacent Eastern Outer zone were added to that of the Eastern Inner, the total headroom would still be below 400 sq Leicester City Council Page 82 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

m net. Therefore, this observation will be carried forward to the assessment of future needs, in case additional headroom could be used to address this issue in the Easter Inner zone. Analysis for 2012 and 2017 – Future Needs 7.56 Having established current deficiencies in provision of convenience floorspace, this section examines the further need for floorspace based upon projections of changes in spend in the future. 7.57 To establish additional headroom estimates for supermarkets, underlying population growth and the impacts of the Internet has been applied to establish new spend estimates available for the supermarkets in each zone. 7.58 The estimates of the impact of the Special Forms of Trading on supermarket store performance have been estimated to be 10.0% for 2007, 12.5% for 2012 and 15.0% for 2017. 7.59 The tables below summarises the assessment of additional available residential spend during the periods 2007-2012 and 2012-2017. Figure 7.8a Increases in supermarket spend available 2007-2012

Spend per Increase in Impact of Net capita on spend due internet on Increase in Net convenience to store Spend Increase in at super- population turnover 2007-2012 Population markets growth 2007-2012 (£’s per (£’s per (£’s per (£’s per annum) Zone Name annum) annum) annum) City Centre 1,685 £1,085 £1,827,551 -£1,201,638 £625,913 Eastern Inner 1,323 £1,110 £1,468,252 -£377,463 £1,090,789 Eastern Outer 5,152 £1,186 £6,112,796 -£1,965,360 £4,147,436 North-East 2,604 £1,125 £2,928,484 -£936,530 £1,991,954 North-West 3,171 £1,129 £3,579,044 -£3,222,087 £356,957 South 1,279 £1,222 £1,562,797 -£606,955 £955,843 West 2,369 £1,172 £2,776,894 -£3,349,946 -£573,051 LEICESTER CITY 17,583 £20,255,820 -£11,659,978 £8,595,842 Figure 7.8b Increases in supermarket spend available 2012-2017

Spend per Increase in Impact of Net capita on spend due internet on Increase in Net conveni ence to store Spend Increase in at super- population turnover 2012-2017 Population markets growth 2012-2017 (£’s per (£’s per (£’s per (£’s per annum) Zone Name annum) annum) annum) City Centre 1,267 £1,085 £1,374,188 -£1,271,970 £102,218 Eastern Inner 1,248 £1,110 £1,385,018 -£399,105 £985,913 Eastern Outer 3,342 £1,186 £3,965,250 -£2,079,799 £1,885,450 North-East 3,707 £1,125 £4,168,929 -£992,146 £3,176,784 North-West 955 £1,129 £1,077,889 -£3,412,146 -£2,334,257 South 1,215 £1,222 £1,484,596 -£641,725 £842,872 West 1,978 £1,172 £2,318,572 -£3,543,087 -£1,224,515 LEICESTER CITY 13,712 £0 £15,774,443 -£12,339,978 £3,434,465

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7.60 To avoid application of these increased spend estimates to the current patterns of trade, which have been deemed unsatisfactory, the increase in spend in each zone has been directly applied to the related need for additional space within the zone. However, it should be noted that in the case of supermarkets, where catchment areas are larger than local convenience ones, it is not necessary to link any additional need derived to specific localities where new housing development is planned. This approach is however taken in the subsequent chapter on local convenience goods. 7.61 The one exception to the rule above relates to considering the need for the Eastern Inner zone, which was identified as leaking too much spend from the area, but currently having insufficient current headroom to vindicate the provision of a new supermarket in the area. 7.62 To estimate headroom from the net increase in spend, the same target trading density of £9,000 per sq m is used as for the 2007 analysis. 7.63 The following committed supermarket developments have also been taken into account when assessing further headroom: • 1,408 sq m net Lidl at Gipsy Lane, North East zone • 1,374 sq m net store in Highcross Quarter, City Centre zone 7.64 The table below summarises our assessment of future headroom and need in 2012 and 2017. Figure 7.9a Headroom and Needs Analysis for floorspace 2012

2007 Re- Additional 2012 Committed Assessed distributed Headroom Headroom Development Need 2012 Headroom 2007-2012 (net sq (net sq m) (net sq m) Zone Name (net sq m) (net sq m) m) City Centre 822 70 1,408 -516 None Eastern Inner 186 121 0 307 921 Eastern Outer 153 461 0 614 None North-East 0 221 1,374 -1,153 None North-West 0 40 0 40 None South 998 106 0 1,105 1,105 West 5,008 -64 0 4,944 4,944 LEICESTER CITY 2,782 6,663 Figure 7.9b Headroom and Needs Analysis for floorspace 2017

Additional 2017 2012 Committed Assessed Headroom Headroom Headroom Development Need 2017 2012-2017 (net sq (net sq m) (net sq m) (net sq m) Zone Name (net sq m) m) City Centre -516 11 0 -505 None Eastern Inner 307 110 0 417 1,240 Eastern Outer 614 209 0 823 None North-East -1,153 353 0 -800 None North-West 40 -259 0 -220 None South 1,105 94 0 1,198 1,198 West 5,008 -136 0 4,872 4,872 LEICESTER 0 7,310 CITY

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7.65 In order to address the current excessive leakage out the Eastern Inner zone to the Eastern Outer, headroom for both Eastern Inner and Eastern Outer zones have been added together and allocated as need to the Eastern Inner zone. 7.66 The consequences of the assessment above, are that post 2012 there is sufficient need identified for an additional mid-range supermarket for the Eastern Inner zone. The current, 2007, need identified in the City Centre is will be met over the next 5 year planning period, by committed development. Implications for the other zones (in particular the South and West zones) do not materially change from the analysis of current needs. Namely, needs would be suitably met by a large store and up to three mid-range stores in the West zone and a mid-range store in the South Zone. 7.67 Brand-mix and retailer demand analysis has identified that Sainsbury’s, ASDA or Morrisons are under-represented, and therefore could be a suitable candidate for a new large format supermarket in the western area of the city. Mid-range supermarket fascias ALDI, LIDL, Tesco-Metro and Waitrose have been found as potential occupiers to fulfil the remaining need identified. 7.68 The table below provides a useful summary of the needs identified in this chapter and how they would be best addressed. Figure 7.10 New Store Needs Summary 2007 - 2017

Mid- Large Timing of Reason for Need / How it will be Range Store Need met / Notes Zone Name Store Current over-trading / met by 2007- City Centre 1 0 committed development in HX 2011 Quarter Eastern 2012- Excessive leakage from area / 1 0 Inner 2017 site to be identified n.b. High leakage into area – Eastern 0 0 - addressed by store in Eastern Outer Inner zone n.b. Committed development at North-East 0 0 - Gipsy Lane will help address high leakage from area n.b. Excessive leakage into area North-West 0 0 - – addressed by stores in West zone Current deficiency + Excessive 2007- South 1 0 leakage from area / site to be 2017 identified Current deficiency + excessive 2007- West 2-3 1 leakage from area /sites to be 2017 identified LEICESTER 5-6 1 CITY 7.69 In conclusion, the analysis in this section has demonstrated that there is a clear current deficiency for supermarkets within Leicester City. There is an imbalance in provision, in particular in the West zone, with excessive leakage from this area to the Tesco-Extra in Beaumont Leys. A needs assessment has identified how the provision of new stores will address these issues.

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8.0 Local Convenience Store Needs Analysis

Introduction 8.1 Convenience retailing in the UK can be broadly broken down between two distinctive types of shopping behaviour: • Top-up food shopping at small (<400 sq m net) local convenience stores. • Main food shopping at larger (>400 sq m net) format supermarkets. 8.2 We have approached the issue of examining need for both types of convenience provision by analysing these two markets separately. 8.3 For Local Convenience stores, we have further separated our analysis between the identification of need to address current deficiencies against the need for additional infrastructure to address needs of new populations in particular related to the New Growth Points. This approach is very important, as due to the very local nature of convenience shopping an approach at a too aggregate level could miss local nuances. 8.4 In order to estimate current deficiencies for convenience goods floorspace needs across localities in Leicester City CACI have employed a bespoke local convenience expenditure model. The model can estimate the capacity for convenience goods floorspace for at each identifiable locality in Leicester. 8.5 Where possible the localities have been aligned with local plan definitions of centres, however, to derive a complete view of local convenience retailing it has been necessary to model more localities than there are defined centres in the local plan. 8.6 In these cases identifiable clusters of stores within a 200m radius has been used, with a cluster defined as anywhere with 3 or more stores. This was achieved using store location data provided by The Knowledge Store – which included location data of local convenience stores and independent butchers, fishmongers and greengrocers as well as caterers and video hire stores. This allowed us to identify other areas, which act as local convenience hubs, and could potentially become candidates for adoption as a recognised local centre.

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Capacity Analysis for 2007 – Current Deficiencies (Need) 8.7 CACI’s Local Convenience Model for Leicester has provided estimates for total store turnover potential at convenience stores of size below 400 sq m net, at the localities defined in the model. The model takes into account the underlying spend available from the resident population. Applying a trading density benchmark (£5500 per sq m net) and using current estimates of convenience floorspace at each locality, headroom for each locality has been calculated. Full results, in spreadsheet form, can be found in annex 10. Figure 8.1 Localities Identified to have current deficiencies

Local Local Current Conven- Local Turnover Conven- Floor- ience Locality Zone Plan Potential ience space (sq Capacity, Centre (£’s p.a.) Need , net m net) net sq. sq. m. m. Thurncourt Road Eastern Outer Yes £3,899,012 159 709 550 Allandale Road / South £3,082,404 199 560 361 Francis Street Yes Uppingham Road Eastern Inner £4,306,224 438 783 345 Part 2 Yes Saffron Lane / South £2,207,192 119 401 282 Burnaston Road Yes Evington Village Eastern Outer Yes £2,880,956 279 524 245 Saffron Lane / South £2,564,432 239 466 227 Duncan Road Yes Cardinals Walk, Eastern Outer £1,655,576 80 301 221 Thurnby No Clarendon Park South £4,244,708 557 772 214 Road No Aylestone Village South Yes £2,479,204 239 451 212 Netherhall Road Eastern Outer Yes £1,995,396 159 363 204 Keightley Road, West £1,765,244 119 321 202 Glenfield No Gervas Road Eastern Outer Yes £1,718,184 119 312 193 Beaumont Lodge North West Yes £1,460,472 80 266 186 Home Farm / North West £1,458,808 80 265 186 Strasbourg Drive Yes Downing Drive Eastern Outer Yes £1,645,540 119 299 180 Cantrell Road, Braunstone West £1,831,076 159 333 174 Estate No Wicklow Drive/Ambassado r Eastern Inner £1,391,780 80 253 173 Road, Crown Hills No Bonney Road, West £1,372,956 80 250 170 New Parks Estate No The Exchange South Yes £1,946,256 199 354 155 Aikman Avenue West Yes £1,491,152 119 271 152 Heyford Road West Yes £1,265 ,108 80 230 150 8.8 Using a cut-off of 150 sq m net, a set of localities have been identified where the model demonstrates a current deficiency in local convenience provision, considering the local catchment population and current level of provision. These deficiencies have been interpreted as a need for

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additional floorspace at these centres. The results for these localities are presented in the table below, ranked by the size of headroom identified. 8.9 The table below summarises the results of the assessment by residential zone. Figure 8.2 Need Analysis Summary by Residential Zone

No of localities No of localities identified to have identified to have a Total Need / a need and which need but which are Zone Name Deficiency are within a not currently defined local within a defined centre local centre City Centre 0 0 0 Eastern 518 1 1 Inner Eastern 1,592 5 1 Outer North-East 0 0 0 North-West 372 2 0 South 1,452 5 1 West 847 2 3 LEICESTER 4,781 15 6 CITY 8.10 Overall, the greatest deficiencies in floorspace have been found in the local centre networks in the Eastern Outer and the South Zones. 8.11 However, in terms of the identification of localities with clear deficiencies in provision that are not currently adopted as local centres, the West zone has the greatest issue. 8.12 With the exception of Cardinals Walk in the Eastern Outer zone, these localities (that are not currently adopted) are located in zones where it has been identified that there is high leakage of convenience spend from the area to large supermarkets. Therefore, there it can be concluded that the network of centres in these areas are not operating adequately and there is a strong case in these to consider adopting these localities within the new Local Development Framework, to strengthen the network of local centres within these zones. 8.13 PPS6 places greater emphasis on addressing the needs of the most deprived communities. Therefore, it is of particular concern that 2 of the 6 localities identified to have headroom, but not currently defined as a local centre in the local plan are locations within the Braunstone and New Parks estates – some of the most deprived areas in Leicester. Therefore, addressing these deficiencies should be seen as a priority to address within the new Local Development Framework. 8.14 It is noted that this analysis has not identified any particular current need to strengthen the network of centres in the City Centre or the North-East zones. However, it is noted that Malabar Road, in the City Centre serves the St. Matthews Estate, which has a large Somali population who have set up a range of unlawful shops close to the local centre. This presents a prima facie evidence of unsatisfied demand from legal premises in this area. A reasonable action in this case would be to formalise these informal arrangements. 8.15 One part of the solution to address these deficiencies could be the introduction of stronger local-format chain stores (circa 150-250 sq m Leicester City Council Page 88 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

net), such as Tesco Express and Sainsbury’s Locals. From a consumer choice perspective, these stores are currently missing from Leicester’s urban environment, and in doing so means that the residential areas are less attractive to live in than they could be, thus an important way of helping to regenerate the city. 8.16 These store formats perform very well and are very suitable in urban environments. They provide a very strong alternative to larger format stores, encouraging a greater number of walking and cycling shopping trips to local/district centres – thereby increasing their vitality. Future Needs – including implications of New Growth Points 8.17 Having established current deficiencies in provision of convenience floorspace, this section examines the further need for floorspace, based upon increases in population growth, as predominantly driven by new housing in the New Growth Points. For the New Growth Point areas of, North Hamilton, Abbey Meadows, Ashton Green and the Waterside, the extent of the masterplans entail a need to define new local centres, where- as for St Georges, it is assumed that the additional need should be focused on adopting Wharf Street South as a local centre and subsequent strengthening it (see Chapter 9, Review of SPG’s). 8.18 Just two of the defined residential zones of Leicester City do not contain a new growth point area. These are the Eastern Inner and South zones. Both these zones happen to have been identified in the previous chapter as having current issues in terms of excessive leakage of convenience spend from the areas, due to the influence of supermarkets, whilst having insufficient evidence for the need for new supermarket store provision. Therefore, there this section will test the need for new local convenience store provision to address this issue, and to identify whether population growth in these areas can be used as a generator of need for additional local convenience floorspace to strengthen existing centres. 8.19 This section analyses the need for new local convenience for the 5 new growth point areas and the South and Eastern Inner zones, and in doing so takes into account the population growth occurring across all 7 residential zones of Leicester City. 8.20 In this case, need has been directly equated to headroom, since there is no need to consider imbalances of trade, and it is assumed that all levels of headroom could be translated into some form of additional floorspace, whether that be from a new convenience store or an extension of an existing one. 8.21 The tables on the next page summarise the assessment of additional available residential spend during the periods 2007-2012 and 2012-2017, and the resulting assessment of headroom and need. A benchmark trading density of £5500 per sq m net has been used to derive headroom.

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Figure 8.3a Future headroom/need analysis 2007-2012

Net Spend per Increase in Increase capita on spend due Additional in convenience to Headroom/ Population at super- population Need 2007- markets growth 2007-2012 Zone Name Area of Need 2012 (£’s p.a.) (£’s p.a.) (sq m net) City Centre St Georges 1,685 £887 £1,495,269 272 Strengthen Eastern Inner 1,323 £837 £1,107,629 201 existing centres Eastern Outer North Hamilton 5,152 £825 £4,247,876 772 North-East Abbey Meadows 2,604 £848 £2,209,208 402 North-West Ashton Green 3,171 £817 £2,591,722 471 Strengthen South 1,279 £849 £1,086,012 197 existing centres West Waterside 2,369 £849 £2,010,855 366 LEICESTER LEICESTER 17,583 £14,748,569 2,682 CITY CITY

Figure 8.3b Future headroom/need analysis 2012-2017

Net Spend per Increase in Increase capita on spend due Additional in convenience to Headroom/ Population at super- population Need 2012- markets growth 2012-2017 Zone Name Area of Need 2017 (£’s p.a.) (£’s p.a.) (sq m net) City Centre St Georges 1,267 £887 £1,124,336 204 Strengthen Eastern Inner 1,248 £837 £1,044,838 190 existing centres Eastern Outer North Hamilton 3,342 £825 £2,755,512 501 North-East Abbey Meadows 3,707 £848 £3,144,982 572 North-West Ashton Green 955 £817 £780,541 142 Strengthen South 1,215 £849 £1,031,669 188 existing centres West Waterside 1,978 £849 £1,678,966 305 LEICESTER LEICESTER 13,712 £11,560,843 2,102 CITY CITY 8.22 The highest growth in population will be in North Hamilton and the Abbey Meadows Intervention Area, followed by the new population associated with the Waterside Intervention Area. 8.23 The identified additional headroom within the next planning period from 2007-2012 is sufficient to support the creation of new local centres attached to the residential-led developments, and also sufficient to support additional convenience stores at existing centres for the Eastern Inner and South zones. 8.24 By considering the cumulative total headroom for convenience floorspace by 2017, it has been possible to consider what outcomes could be achievable by this date. This analysis is summarised in the following table.

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Figure 8.4 Future needs analysis 2007-2017

Need Need Total Suggested Outcome 2007- 2012- Need 2007-2017 2012 2017 2007- (sq m (sq m 2017 Zone Name Area of Need net) net) New Convenience City Centre St Georges 272 204 476 Stores at existing centres Strengthen New Convenience Eastern existing 201 190 391 Stores at existing Inner centres centres Eastern North Hamilton 772 501 1,273 3-4 local centres Outer Abbey North-East 402 572 973 2-3 local centres Meadows New large-sized local North-West Ashton Green 471 142 613 centre or 2 smaller centres Strengthen New Convenience South existing 197 188 385 Stores at existing centres centres New large-sized local West Waterside 366 305 671 centre or 2 smaller centres LEICESTER 2,682 2,102 4,784 CITY 8.25 The only known committed local convenience development is for a new local centre on Sandhills Avenue, near Hamilton, relating to 950 m2 gross floorspace of a range of local shops. However, the level of convenience provision is unknown. Therefore, instead of taking this floorspace explicitly into account in the future capacity analysis, the resulting headroom for the Eastern Outer zone should include the headroom needed to accommodate this local centre. 8.26 In conclusion, the population growth, primarily driven by new residential development, will create a need for a significant number of additional local centres to add to the current network of local centres. In the City Centre, Eastern Inner and South zones, we have identified opportunities for new convenience stores to strengthen the provision at existing centres. In the case of the Eastern Inner and South zones, this should serve to further address the identified issues with respect to high leakage of existing spend from the areas to larger supermarkets.

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9.0 Review of Local Plan and SPG’s

Introduction 9.1 This chapter reviews the existing retail hierarchy in the City of Leicester Local Plan (Adopted January 2006) and recommends amendments to the hierarchy where appropriate. 9.2 To undertake this assessment we have considered both quantitative and qualitative issues. For quantitative issues the needs analysis for comparison and convenience goods in chapters 6-8 has been used to determine the dominant centres by examining the extent of primary catchment area and level of turnover. For qualitative issues we have taken account the information in the Centre Health Checks assessment to determine the vitality and viability of the centres. 9.3 The current retail hierarchy is set out below and has been extracted from the ‘City of Leicester Local Plan’ (Adopted January 2006) and the ‘Maps of the Shopping Centres’ (July 2003) document. Figure 9.1 Existing Retail Hierarchy Designation Centre

City Centre The Central Shopping Core

Town Centres Beaumont Leys Hamilton

District Centres Uppingham Road District Centre Evington Road District Centre Belgrave Road District Centre Narborough Road District Centre

Local Centres There are 67 Local Centres identified in the ‘Maps of the Shopping Centres’ document. These centres retain at least the basic range of shops described in PPS6. 9.4 Definitions for city, town, district and local centres are provided in the Glossary of Terms in the Adopted City of Leicester Local Plan. These definitions are provided below:

City Centre 9.5 The area including the Central Shopping Core, the Central Office Core and the surrounding Central Commercial Zone, as shown on the Proposals Map.

Town Centre 9.6 Centres providing a broad range of facilities and services and which fulfil a function as a focus for both the community and for public transport.

District Centre 9.7 Groups of shops, separate from the town centre, usually containing at least one food supermarket or superstore, and non-retail services such as banks, building societies and restaurants.

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Local Centre 9.8 A range of small shops of a local nature, serving a small catchment, typically comprising a newsagent, a small supermarket, a sub-post office and a pharmacy. Other facilities could include a hot food takeaway and launderette. 9.9 PPS6 also contains definitions of the types of centres and their main characteristics in Table 1 of Annex A, as follows:

City Centre 9.10 City centres are the highest level of centre identified in development plans. In terms of hierarchies, they will often be a regional centre and will serve a wide catchment. The centre may be very large, embracing a wide range of activities and may be distinguished by areas that may perform different main functions. Planning for the future of such areas can be achieved successfully through the use of area action plans, with masterplans or development briefs for particular sites.

Town Centre 9.11 Town centres will usually be the second level of centres after city centres and, in many cases, they will be the principal centre or centres in a local authority’s area. In rural areas they are likely to be market towns and other centres of similar size and role that function as important service centres, providing a range of facilities and services for extensive rural catchment areas. In planning the future of town centres, local planning authorities should consider the function of different parts of the centre and how these contribute to its overall vitality and viability.

District Centre 9.12 District centres will usually comprise groups of shops often containing at least one supermarket or superstore, and a range of non-retail services, such as banks, building societies and restaurants, as well as local public facilities such as a library.

Local Centre 9.13 Local centres include a range of small shops of a local nature, serving a small catchment. Typically, local centres might include, amongst other shops, a small supermarket, a newsagent, a sub-post office and a pharmacy. Other facilities could include a hot-food takeaway and launderette. In rural areas, large villages may perform the role of a local centre. 9.14 This analysis will focus on the two Town Centres, four District Centres and the Local Centres as defined in the ‘Maps of the Shopping Centres’ document and on the Local Plan Proposals Map.

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Existing Town Centres 9.15 The Town Centres of Beaumont Leys and Hamilton will be considered separately below:

Beaumont Leys Town Centre 9.16 Beaumont Leys currently contains 41 retail units, including 26 comparison units, 4 convenience units and 11 service units. The comparison goods catchment area map for this centre modelled by Retail Footprint (see figure 6.4) shows that it has a relatively large primary catchment when comparing it to the largest primary catchment area in the study area, being the City Centre, and the smaller primary catchment areas of the District Centre. This shows that Beaumont Leys attracts people from a wide area. 9.17 Beaumont Leys contains a large Tesco ‘extra’ store as well as smaller convenience units. The catchment map for convenience goods modelled for this centre (see Appendix Figure 7.F) shows that the primary catchment area for this centre covers the north-western portion of the City. 9.18 The Health Check for Beaumont Leys (see Annexe 1) concludes that Beaumont Leys Town Centre is a relatively vital and viable centre, which performs well in its Town Centre role. 9.19 Beaumont Leys Town Centre appears to fit into both the Local Plan’s definition of a Town Centre and PPS6’s definition. The centre provides a broad range of retail units and is well established in its current role. Scott Wilson considers that the position of this centre in the retail hierarchy is entirely appropriate and should not change.

Hamilton Town Centre 9.20 Hamilton Town Centre currently contains a large Tesco ‘extra’ store as well as a small number of shop units, which contain a Co-op travel shop. This centre was originally designed to accommodate a range of retail and community facilities, however, these have not materialised as yet. In its present form, Hamilton’s role is more aligned to that of a District Centre as it is dominated by a large supermarket. This centre was classified as a Town Centre on the basis that future proposals will expand the current retail offer and community services will serve nearby residential areas. However, bearing in mind the lack of substantial future headroom for additional comparison goods uses in Leicester City as a whole, there is not an identified need to develop Hamilton to the scale of a town centre. 9.21 The Health Check for Hamilton concludes that this is a purpose built Town Centre that has not reached its full potential. The centre is dominated by a large Tesco store and only contains a small number of other retail units; therefore, its retail offer is limited. The centre is relatively new and due to this it has a reasonably attractive environment. 9.22 A re-classification of this centre to District Centre would ensure that it will be sequentially preferable as a shopping location outside the Central Shopping Core (including edge of the Central Shopping Core), therefore, it should attract further growth and will further provide for the growing district of Hamilton, without exposing the planning system to the risk of being unable to control applications for substantial increases in comparison goods provision, to the detriment of retailing at the more established comparison goods retailing centres of Beaumont Leys Town Centre and

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Leicester City Centre itself. For these reasons, it is considered that Hamilton’s existing Town Centre designation should be downgraded to District Centre. Existing District Centres 9.23 The four District Centres of Uppingham Road, Evington Road, Belgrave Road/ Melton Road and Narborough Road/Hinckley Road are similar in form and function and are all located on main roads within the City of Leicester. The centres will be reviewed individually below:

Uppingham Road District Centre 9.24 The Uppingham Road District Centre comprises five defined areas; however, it is split into two distinct parts - the ‘west part’ and ‘east part’. A distance of approximately 1km, and a number of residential units, separates these two parts. The large separation distance between these two areas means that they do not feel connected. 9.25 The western part of the Uppingham Road contains mainly small independent retailers. The largest store is a ‘Nisa Today’s Local’, which is a convenience store. In contrast to this, the eastern part of the District Centre contains three supermarkets, numerous banking facilities, restaurants and a good range of comparison stores. However, it is lacking slightly in public facilities, for example, public toilets. 9.26 The Health Check for Uppingham Road District Centre concludes that it is a relatively vital and viable centre and performs a similar role to the other three District Centres in the City of Leicester. There is a relatively low level of vacant floorspace and the centre contains a good range of retail units, including an Iceland supermarket. 9.27 In its current form, however, this District Centre is disjointed and a significant distance is provided between the western and eastern parts of the centre. It is considered that the western portion of the centre provides facilities that are in line with a Local Centre provision, whereas the eastern part operates more as a District Centre. 9.28 For these reasons, it is considered that the western portion of the Uppingham Road District Centre should be classified as a Local Centre and the eastern portion should be classified as a District Centre.

Evington Road District Centre 9.29 Evington Road District Centre contains a number of retail units and other facilities. A library is located on Evington Lane, to the east of the centre and a Co-op supermarket is provided near the junction with Kedleston Road. It is also noted that a mosque is located at the junction with Staveley Road and Stoughton Drive North, and provides an important public service for the local community. 9.30 The comparison catchment map (see figure 6.16) and convenience catchment map (see Annexe 10) shows that there is a relatively small primary catchment area associated with this centre compared with the other three District centres. Also, most of the expenditure being derived from the area to the east of the centre. 9.31 The Health Check for Evington Road District Centre concludes that it is a relatively vital and viable centre and performs a similar role to the other three District Centres in the City of Leicester. The centre contains a variety of retail units and the Co-op and Iceland stores provide a good range of convenience goods for the surrounding area.

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9.32 This centre appears to adequately fulfil its role as a District Centre; therefore, its classification in the retail hierarchy should not change.

Belgrave Road/Melton Road District Centre 9.33 This District Centre comprises two distinct parts: the shopping area on Belgrave Road and the shopping area on Melton Road. The two areas have some similar characteristics in that both the areas cater for the predominantly Asian community that resides in the surrounding residential areas as well as the wider Asian community; however, they also vary in some aspects as detailed below. 9.34 The Melton Road part of the centre begins to the north at the junction of Melton Road with the A6030 and ends at the junction with Jermyn Street. The shops are predominantly small independent retailers that cater for the Asian community. Banking facilities are provided here as well as a number of restaurants. 9.35 A gap of approximately 250m exists between the Belgrave Road and Melton Road parts of the centre. Residential development is dominant within this gap; however, a ‘Hi Q’ tyre centre and ‘Machine Mart’ store are also located within the gap. 9.36 The Belgrave Road part of the District Centre begins at the junction of Belgrave Road with Down Street/ Portsmouth Street. Belgrave Road increases in width in this area and expands from being a two-lane road to a four-lane road. This part of the centre contains numerous multiple retailers and banks. 9.37 The Belgrave Road segment of the centre is still heavily influenced by the ethnic make-up of the surrounding residential areas with many specialist retail outlets. A Sainsbury’s supermarket is located at the southern end of Belgrave Road, near to Belgrave Flyover. This store services the surrounding area. 9.38 The comparison catchment map (see figure 6.10) for this centre shows that there is a relatively large primary catchment area associated with this centre, which is not surprising given its appeal to the Asian community. The catchment map for convenience goods (see Annexe 10) is more limited and shows that convenience stores in this location predominantly attract people from the nearby area. 9.39 The Health Check for Belgrave Road/ Melton Road District Centre concludes that the centre is vital and viable. There is only 1 vacant unit out of the 133 units located in the District Centre, which indicates the economic prosperity of this centre. 9.40 Belgrave Road and Melton Road combine effectively to form a District Centre. Belgrave Road is the larger part of the centre; however, there is a short walking distance between the two areas. Both areas provide a vital service for both the local community and the wider Asian population. Overall, it is considered that the designation of Belgrave Road and Melton Road as a District Centre is appropriate.

Narborough/ Hinckley Road District Centre 9.41 Narborough Road/ Hinckley Road District Centre is located near the City Centre and begins at the northern end, at the junction of Hinckley Road and Braunstone Gate. The centre contains several large retail outlets and service units, which are based around this junction, nearly all of which are multiple retailers. Narborough Road contains smaller shop units and a

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large number of independent retailers, with the majority of units being convenience and service units, with only a few comparison units. 9.42 In terms of public facilities there is also a church and Hindu temple on Narborough Road, providing religious venues for the local community. 9.43 Narborough Road has many bars, takeaways and pubs along it. Hinckley Road links well to the retail provision on Narborough Road and provides a range of units, including banks, convenience stores and takeaways. This District Centre is influenced by the student population that resides on the adjacent housing estates. The closeness to both universities in Leicester has made this an ideal student area. 9.44 The comparison catchment map for this centre (see figure 6.19) shows a relatively large primary catchment area, in particular it is noted that the catchment area is skewed towards the west. The catchment map for convenience goods (see Annexe 10) is more limited and shows that convenience stores in this location predominantly attract people from the surrounding area. 9.45 The Health Check for Narborough Road/ Hinckley Road District Centre concludes that this is a relatively vital and viable centre and performs a similar role to the other three District Centres in the City of Leicester. 9.46 The current designation of Narborough Road/ Hinckley Road District Centre is considered to be appropriate. This centre has a good provision of public facilities and a wide range of retail outlets. Existing Local Centres 9.47 Scott Wilson has examined the existing Local Centres identified in the ‘Maps of the Shopping Centres’ document and considers that the majority of designations are appropriate as the centres contain facilities to serve their local communities, however, they do not contain facilities that would enable them to be classified as District Centres.

London Road 9.48 It is noted that London Road is a large Local Centre that is located in close proximity to the Central Shopping Core. The centre contains a wide mix of uses and is a relatively vital and viable centre. As the centre is an adjunct to the city centre, which serves the Primary Office Area, there is no need to review this centre in terms of its appropriateness for a district centre classification.

East Park Road (north) and St. Saviour Road (west) 9.49 East Park Road (north) and St. Saviour Road (west) have also been examined in closer detail as they are located in close proximity. There is an opportunity here to combine these centres to create a larger Local Centre.

Blackbird Rd/Groby Rd/Woodgate Local Centre 9.50 Blackbird Rd/Groby Rd/Woodgate Local Centre is a relatively large Local Centre, located to the west of Leicester City Centre. It is centred on a junction between four roads, including Woodgate (classified as the A50). 9.51 The conclusions of the health check for this centre are as follows: “Blackbird Road/Groby Road/Woodgate Local Centre contains an average number of convenience units, including a Co-op supermarket, which enhances the convenience provision in this centre. However, the centre contains a low number of comparison units and service units. Leicester City Council Page 97 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

It is noted that there is a low number of vacant units, which indicates retailer confidence in this area. The centre also contains a large quantity and diversity of independent retailers as well as a number of multiple retailers, which also indicates retailer confidence and ensures a good range of retail stores in this Local Centre. The centre has poor pedestrian links, which is due to the layout of the centre, around a junction of four relatively busy roads. The location of the centre around these roads degrades its environmental quality. The centre is also lacking in the provision of seats, bins and cycle facilities”. 9.52 The area immediately to the east of the centre is designated as a Primarily Employment Area on the Local Plan Proposals Map. Policy E03 is relevant and states: 9.53 “Within Primarily Employment Areas planning permission will be granted for development of B1, B2 and B8 uses as appropriate, and not for changes to other land uses unless it can be shown that: a) the land and buildings are no longer viable for employment purposes; or b) the use is ancillary or complementary to an existing or proposed B-Class Use; or c) the use would provide a significant number of jobs; or d) redevelopment of the site would make an important contribution to improving the wider urban environment; or e) the use would be for housing on a site without a greater need to be retained for employment purposes; or f) the use proposed is a local community facility for which there are no alternative sites available, for which there is a demonstrable need in the area and which will not have unacceptably adverse effects on existing businesses”. 9.54 There is a presumption against retail uses on the sites within this area. Any retail development within the area would need to meet the criteria listed in Policy E05, however, paragraph 7.31 of the Local Plan advises that retailing will not normally be acceptable. Also, it is noted that PPS6 requires that sites are suitable, viable and available. 9.55 The Aldi site is located adjacent to this Local Centre therefore it is sequentially preferable to the Lidl site. If retail uses on the site were considered to be acceptable then the possibility of extending the Local Centre boundaries to include this site could be looked at. 9.56 If a proposed supermarket within the area designated as a Primarily Employment Area meets the tests in PPS6 as well as Local Plan policies then the question of whether or not Blackbird Road/Groby Road/Woodgate Local Centre should be reclassified as a District Centre is raised. 9.57 We have examined the possibility of reclassifying this centre as a District Centre. However, as the centre is somewhat disjointed due to its location on a busy junction, and because there is a relatively low number of service units (in particular, there is a lack of restaurants) and comparison units, it is considered that the centre should remain as a large Local Centre.

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Review of SPD/G’s for St George’s, Waterside and Abbey Meadows St George’s 9.58 It is also noted that in 2005 an SPG was adopted for St Georges North and South, a draft SPD had been prepared for the Waterside and an SPD has been adopted for Abbey Meadows in April 2007. 9.59 The purpose of the St Georges North and South SPG is to: 1. Illustrate clear planning and urban design guidance for St. George’s North and South. It provides a ‘vision’ for the area. 2. Promote a mix of land uses at an appropriate density to ensure vitality and sense of place. 3. Identify opportunities for future development including residential, retail, community, leisure and employment uses. 4. Identify potential environmental improvements and the creation of new public spaces. 5. Identify potential for, and means of, securing improved pedestrian access through the St. George’s areas and re-unite them with the St. Matthew’s housing area, city centre retail core, and the new business quarter (Office Core). 6. Create an attractive and enhanced setting for buildings of architectural and historic importance and conservation area elements. 7. Secure high quality, innovative building design and sustainable development. 9.60 In terms of retail, Chapter 7 provides the following guidance on mixed uses: • All new development will be expected to encourage a mix of uses that will contribute to the economic and social ‘health’ of the area. • A ‘coarse’ and ‘fine grained’ approach to mixed-use development will be sought with the mixing of uses both vertically and horizontally. • Leisure uses within new build developments and in conversion of existing buildings will be encouraged. • Residential development should be an integral part of mixed-use development within the area. • The type and size of residential units should be mixed, suitable for all and include accommodation suitable for families and disabled people. 9.61 Most of the document relates to urban design guidelines. This includes enhancements to existing routes, including Wharf Street, with an intention to improve the connectivity between the St Matthews Estate and the intervention area. This should improve the accessibility these residents have to any new retail facilities. 9.62 The guidelines promote Wharf Street South as a “spinal” route through the St George’s area, and promote public transport accessibility to this street. 9.63 The masterplan shown (see figure below) shows how the main area for residential development runs along the eastern side of Wharf Street South. Therefore, considering its role as a walking and cycling spine, the existing retail uses, and its proximity to new residential development, this locality Leicester City Council Page 99 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

should be considered to be adopted as a local centre, and subsequently used as a focal point for provision of additional local convenience retail, as identified in this report (Chapter 8, Future Needs – including implications of New Growth Points). Figure 9.2 Masterplan: St George’s North and South SPG

Source: Area Strategy Guidance, St George’s North and South 2005 9.64 Our analysis has not revealed any additional evidence to the contrary that the above guidance is not appropriate for the area. The emphasis on social ‘health’ and leisure is particularly encouraging, considering the lack of identified headroom for additional comparison retail uses for the city centre. 9.65 Any additional retail as identified in the area in blue in the masterplan should be directed to front Wharf Street South, to serve a local function, with a greater focus on leisure along Humberstone Gate – that will serve a city centre function. Waterside 9.66 Amongst many other key functions that the draft SPD plays for preparation for the comprehensive redevelopment of the Waterside area, the SPD was expected to “clearly set out the form and nature and uses of development that will be”

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9.67 Within the Urban Design Framework (Chapter 8 of Waterside draft SPD), the following guidance is provided for mixed uses (including retail): 9.68 There are concentrations of mixed uses at various locations, each with a separate identity as described in the character zone text. • (1) Waterside Basin- lower floors will have small to medium size retail, commercial, cultural and leisure uses. A wide range is needed, including restaurants and bars, but appropriate neighbours for a residential district. A standard retail unit will be around 100 sqm, with a convenience store around 300 sqm. Pubs and restaurants will be 200 to 300 sqm. The amount of retail and mixed uses in any one street façade will not exceed 80% to allow for a significant residential presence to public routes. • (2) Northgate’s- the existing A50, even with through traffic diverted will be a major route and the ‘show window’ for ‘Waterside’, an urban street with retail and commercial uses which will benefit from passing vehicles. • (3-4) Blackfriars- the residential district could include neighbourhood facilities for local use and potentially specialist use of the arches, including neighbourhood A3 and retail, craft work units and studio space. These could be linked with the future station uses. • (5) St Augustine’s- this area has similar though modest potential to the basin focus, and will be a ‘destination’. • (6) New Walk extension- some mixed use small units will add vitality to this pedestrian route, with sizes not exceeding 100 sqm. Large stand-alone retail or leisure developments will not be acceptable. Commercial uses that require significant on site parking are inappropriate. 9.69 The guidance presents 3 distinct centres that will include retail uses (Waterside Basin (1), Northgate’s (2) and Blackfriars (3-4)). Our analysis has revealed an opportunity for at most 2 local centres in the Waterside Intervention area. Therefore we would see it as crucial for these guidelines to be updated based upon the findings of this report.

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Figure 9.3 Land Use Structure: Mixed Uses: Waterside SPD

Source: Waterside SPD, Chapter 8 Nb Numbers in circles on map above relate to locations described in para 9.68 9.70 It is also noted that the advice given for the size of convenience stores of 300 sq m (unknown whether net or gross) would appear rather generous, since convenience store sizes can range approximately between 100 to 300 sq m net. Therefore, the current guidelines would favour larger c- store operators over the potential to satisfy the need with smaller, independent operators. Therefore, these guidelines should be revisited. 9.71 Of the three suggested centres, the Northgate centre would appear to be the most inappropriate. The intention of this centre is to attract passing car-borne trade, rather than to serve the immediate residential community. This would therefore appear to relate to the functioning of a District Centre, rather than a Local Centre. Considering the lack of comparison goods headroom identified and the proximity of the Belgrave Leicester City Council Page 102 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

Road and Narborough Road district centres, we would consider this centre unjustifiable, and therefore should be dropped from the guidelines. Abbey Meadows 9.72 As for Waterside, an SPD for Abbey Meadows LRC Intervention Area has been produced. In this case the SPD has been adopted in April 2007 (as opposed to the draft status of the Waterside SPD). 9.73 The plans for the area indicate three main different localities containing retail uses, as shown in the figure below. Figure 9.4 Main Land Uses: Abbey Meadows SPD

Source: Leicester Abbey Meadows SPD 9.74 Under planning guidelines for Retail and Leisure Uses, the Abbey Meadows SPD clearly states:

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‘Given the close proximity of Belgrave shopping centre and the city centre, major retail development on Abbey Meadows would be contrary to policy and would be unacceptable. Small scale retails shops may be acceptable where they meet a local need . Similarly, proposals for leisure development must compliment the predominantly residential proposals for the area. The proposed area around the water tower on Wolsey Island represents an opportunity for a cultural/leisure destination of appropriate quality and scale. Proposals for retail and leisure uses, which are considered to be in excess of local need, will be subject to a sequential test in accordance with Planning Policy Statement 6 (PPS6) and policies within the City of Leicester Local Plan. Proposals for A3, A4 and A5 food and drink uses will be subject to the provisions of Local Plan Policy RO6 and guided by the principles set out in the adopted Supplementary Planning Guidance ‘A3 Uses in Local and District Centres’. 9.75 Therefore, considering these guidelines, we would recommend that the quantum of local convenience retail identified in Chapter 8 for the Abbey Meadows Intervention Area should be adopted. This would translate into a need for 2-3 local centres, linked to residential development. Since this fits in well with the plans shown within the SPD, we would not raise any issue with the current guidelines/masterplan presented. Local Convenience Floorspace Recommendations 9.76 All three SPD/G’s do not provide specific analyses on the overall quantum of sustainable local convenience floorspace that would be appropriate. Therefore, this report provides supplementary information that will be useful for subsequent revisions or updates of these documents. New Centres at Growth Points outside of LRC Intervention Area 9.77 Policy R07 in the Local Plan details two new shopping centres in Leicester, being (a) North Hamilton and (b) Ashton Green. These centres will serve new housing areas. 9.78 The North Hamilton designated area is located to the north of Hamilton Town Centre. Planning permission has recently been granted for a new Local Centre on Sandhills Avenue. This involves eight shops totalling 950 sq m gross floorspace, with one unit being occupied by a dental practice. 9.79 Hamilton Town Centre is currently lacking in retail units, therefore, the new centre will provide further facilities for the residents in this area. However, our analysis has demonstrated a potential need for 3-4 additional local centres, and as such, there may be a need for 2-3 additional local centres to the one currently planned at North Hamilton. These conclusions, and the overall need for local convenience identified in this report should be considered in any subsequent masterplanning/SPD’s for the area. 9.80 The Ashton Green designated area is located in the north-western portion of the City of Leicester, off Beaumont Leys Lane. No applications have been currently received by the Council for retail development at this site. 9.81 We have identified the need for either one large local centre or two smaller local centres to serve the new residential developments at Ashton Green. Again, these conclusions, and the overall need for local convenience identified in this report should be considered in any subsequent masterplanning/SPD’s for the area.

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10.0 Retail Study Conclusions

Introduction 10.1 This study has identified the need for additional retail floorspace over the planning period from 2007 to 2017, providing specific guidance for the years 2007, 2012 and 2017. Whilst some guidance has been provided on the likely direction of need for 2026, the needs for this later planning period will need to be the subject of future review, when there is more certainty over forecasts and the dynamics of retailing for the time period 2017-2026. An over prescriptive approach to this period at this stage would expose the LDF to too much rigidity, and not allow the best options for development to come forward later on in the plan period. 10.2 Based on the need for development up to 2017, ways to address these needs, and in particular an analysis of preferred sites has been performed. Based upon this analysis, it is possible for us to provide our assessment of the preferred development options to deliver necessary new retail floorspace to address Leicester City’s needs over the next 10 years to 2017, with commentary on the likely direction development could take for the following 10 years to 2026. 10.3 It should also be noted that, whilst need has not been identified in some areas, any applications for further growth in existing centres are not subject to the quantitative needs test. Therefore these results would not have any bearing on applications for development within existing centres, but would have implications for applications for developments outside, or on the edge of existing centres. 10.4 This study presents the need for new retail floorspace within Leicester City, as a means of informing the Core Strategy work for the council’s Local Development Framework. It is therefore beyond the scope of this current study to undertake a site selection process. Conclusions on Identified Need through Quantitative Assessment 10.5 In assessing the likely future demand for additional retail floorspace, we have considered the likely influences of forecast changes in expenditure and improvements in productivity in the use of floorspace, and concluded that, due to the major changes planned for Leicester City, in either case any national-based forecasts would be too uncertain to provide a robust assessment for Leicester City, and that in this case an assessment of needs based upon existing and forecast population levels, as identified by Roger Tym's Housing Land Availability Assessment, would be most appropriate and sufficient to identify current and future deficiencies in provision. Our analysis has, in doing this implicitly taken into account evidence of current over-trading and imbalances of trade across the city. 10.6 The assessment of comparison goods floorspace capacity was limited to assessing comparison goods floorspace in the city’s city centre, town centres and district centres. This was deemed sufficient since this is where policy would dictate major applications for comparison goods floorspace to be concentrated. It should be noted however, that this assessment does not explicitly include headroom for smaller comparison goods floorspace concerns located at local centres. Any need to strengthen the comparison goods floorspace at these centres has been identified qualitatively through the health checks performed at every local centre in the local plan.

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10.7 Our analysis found, that due to the major new comparison goods floorspace being brought forward by the extension of the Highcross Quarter ( 52,037 gross sqm, scheduled to open 2008) that there will be relatively limited ( 10,772 sq m net ) headroom for major new net provision of comparison goods floorspace over the next 10 years compared with the headroom identified in a previous 2003 capacity study. This updated view is consistent with more up to date retail work performed by CACI in 2006, which performed a detailed economic analysis of retailing in the city centre. Some headroom was identified for both the City Centre and the West zone ( 831 sq m net ), whose main centre is Narborough Road. 10.8 However, we do not believe that there is currently a need for additional floorspace within the City Centre, considering the substantial amount of floorspace coming on line in 2008. We would recommend a review of need for developing out the identified headroom later on in the planning period, after the Highcross Quarter has been fully let. 10.9 Overall , there is limited headroom for major new comparison goods floorspace for the city as a whole. The implications for this is that there is little headroom to justify the need for any out-of- centre provision of comparison goods retail – in particular this means out-of-centre supermarkets should be restricted in terms of permission to sale comparison goods. Figure 10.1 Summary of Quantitative Retail Needs Analysis

2017 2007 2017 Compariso 2017 Current (2007) Local Local n Supermarket Convenience Convenience Convenience Zone Main Headroom Need , net Balance of Need , net sq. Need , net sq. Name Centre , net sq. ft. sq. m. Trade m. m. City 10,772 None 76.30% 0 476 Centre City Centre Upping ham Road, None 1,240 -67.70% 518 391 Eastern Evington -Inner Road Eastern None None 37.40% 1240 1273 -Outer Hamilton North- Belgrave None None -41.90% 0 973 East Road North- Beaumont None None 141.20% 372 613 West Leys South None 831 1,198 -59.40% 1,452 385 Narboroug None 4,872 -4.90% 1198 671 West h Road City 11,604 7,310 -12.30% 4872 4784 Total

10.10 The most significant need identified for new floorspace is for supermarkets (convenience uses over 400 sq m net), with 7,310 sq m net of new supermarket floorspace identified across Leicester City by 2017, the majority of which is based on a current deficiency/need. 10.11 There is an overall negative imbalance of trade for the city as a whole indicates that there is a general problem of decentralisation of supermarket provision, indicating a need to focus additional provision more centrally. Furthermore, the Tesco-Extra at Beaumont Leys was found to be drawing too much trade from the western area of the City, indicating a strong need for additional provision in this residential zone to address Leicester City Council Page 106 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

this issue. A similar, but less excessive issue was found in relation to the Tesco-Extra at Hamilton drawing too much trade from the Eastern Inner area of the city. 10.12 The result of considering current headroom against the need to re-address current imbalances of trade resulted in the derivation of a need for 1,240 sq m net supermarket floorspace in the Eastern Inner part of the city, 1,198 sq m net in the South of the city and 4,872 sq m net in the West of the city. 10.13 By considering likely retailer demand and the need to rebalance current trade patterns in the west of the city, we have identified a preferred outcome for providing for the identified need, as summarised in the table below. Figure 10.2 New Supermarket Store Needs Summary 2007 - 2017

Mid- Large Timing of Reason for Need / How it will be Range Store Need met / Notes Zone Name Store Current over-trading / met by 2007- City Centre 1 0 committed development in HX 2011 Quarter Eastern 2012- Excessive leakage from area / 1 0 Inner 2017 site to be identified n.b. High leakage into area – Eastern 0 0 - addressed by store in Eastern Outer Inner zone n.b. Committed development at North-East 0 0 - Gipsy Lane will help address high leakage from area n.b. Excessive leakage into a rea North-West 0 0 - – addressed by stores in West zone Current deficiency + Excessive 2007- South 1 0 leakage from area / site to be 2017 identified Current deficiency + excessive 2007- West 2-3 1 leakage from area /sites to be 2017 identified LEICESTER 5-6 1 CITY 10.14 Based upon identified current deficiencies at a local centre level, 4,781 sq m net of new local convenience floorspace (stores below 400 sq m net) has been assessed to be currently deficient across the City. In particular, the analysis has identified the need to adopt some localities as local centres. 10.15 PPS6 requires us to pay particular attention to providing for the needs of deprived communities. As a result, we have paid particular attention to the implications of our analysis for the estates in Leicester City. 10.16 This study has identified the need to strengthen the retail provision on the Braunstone and New Park estates, adopting local centres within these areas. More detail can be provided in Chapter 8. Observations have also been made about the current demand for retail at Malabar Road, close to the St Matthews Estate. 10.17 Based upon forecast population growth, a need for an additional 4,784 sq m net of new local convenience floorspace has been identified across Leicester City Council Page 107 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

Leicester City by 2017. The highest need of 1,273 sq m net has been identified in the Eastern-Outer residential zone, linked to the North Hamilton growth point in this area. 10.18 These floorspace needs have been related to the need for new local centres in areas of planned housing development (New Growth Points), and in residential zones where no major housing development exists, they have been related to the opportunities to strengthen existing centres. 10.19 Our analysis of need has been compared with a critical review of the current Local Plan definitions and SPD/G’s for the LRC Intervention Areas. 10.20 For the LRC Intervention Area of Waterside we found that our estimates of need conflicted with the current (draft) SPD for the area, such that we have recommended that the SPD reduce its ambitions in relation to the number and nature of retail localities. 10.21 For the LRC Intervention Area of Abbey Meadows, our estimates of need agree with the recommendations made in the Abbey Meadows SPD document. 10.22 Contrary to other growth point areas, in the case of the St George’s LRC Intervention Area, we have identified the potential for an existing locality at Wharf Street South to be adopted as a local centre and thereby serve the new residents in this area. Apart from this conclusion, we found our review to agree with the recommendations made in the St Georges SPG – and in particular the aspirations to improve links with the St Matthews estate. 10.23 For the other growth points in and around North Hamilton and Ashton Green, we have provided the council an assessment of the likely level of need for local centres, in advance of any more detailed masterplanning activity. 10.24 This analysis of both current and future need has resulted in an analysis of the likely outcome of providing for the identified need, as summarised in the table below. Figure 10.3 Needs analysis for Local Convenience 2007-17

Zone Suggested Outcome Name Area of Need 2007-2017 Adopt Wharf Street South + new City St Georges, St convenience stores in conjunction with new Centre Matthews Estate residential development. Formalise illegal retailing in Malabar Road Eastern Strengthen existing New Convenience Stores at existing centres Inner centres Eastern North Hamilton 3-4 local centres Outer North- Abbey Meadows 2-3 local centres East North- New large-sized local centre or 2 smaller Ashton Green West centres Strengthen existing South New Convenience Stores at existing centres centres Waterside, West Braunstone Estate, 2 local centres (Update Waterside SPD) New Park Estate

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Conclusions from Health Checks and Review of Retail Hierarchy 10.25 In assessing the qualitative need for additional development when preparing its development plan documents, PPS6 states that a key consideration for a local planning authority will be to provide for consumer choice , by ensuring that: • an appropriate distribution of locations is achieved, subject to the key objective of promoting the vitality and viability of town centres and the application of the sequential approach, to improve accessibility for the whole community; and • provision is made for a range of sites for shopping, leisure and local services, which allow genuine choice to meet the needs of the whole community, particularly the needs of those living in deprived areas.

Leicester City Centre 10.26 By comparing consumer needs against current provision, CACI, in their Economic Analysis of Leicester Retail Circuit, identified: • An under-provision of Clothing & Accessory Retailers. • A gap in the market for ‘Upper’ premium clothing retailers. • A need for supporting cultural, educational and leisure facilities in the city centre. 10.27 Whilst the under-provision of Clothing & Accessory retailers will be addressed by the Highcross Quarter extension, and the gap in the market for ‘Upper’ premium clothing retailers could be accommodated for by strengthening Market Street as a premium zone in the city, CACI have identified additional need to further strengthen the cultural, educational and leisure facilities in the city centre. 10.28 The implications are that in the absence of a need for additional retail floorspace in the city centre, that any new opportunity sites for the city centre should be considered for leisure use.

Leicester’s Town Centres 10.29 Beaumont Leys Town Centre was found to be a vital and viable centre, with little identified in terms of further needs, with the exception of the need to improve cycle parking facilities to encourage more trips by this sustainable mode of transport. 10.30 On the other hand Hamilton Town Centre is not performing a Town Centre role and we would strongly recommend that the Council reclassify it as a District Centre to reflect the retail pitch, and its likely function over the next 10 years. Considering the lack of additional need for major new comparison floorspace across the city region, this will enable the planning system to control potentially damaging out-of-town style development on this site, which could be to the detriment of both Beaumont Leys Town Centre and the City Centre. 10.31 The implications are that for both town centres, despite forecast population growth, there is no need for promoting floorspace growth in these centres, and in the case of Hamilton, more development control is required by downgrading the centre to a district centre definition. The effect of downgrading Hamilton is to allow future growth to be distributed more evenly amongst the district centre hierarchy – an important goal in terms of strengthening the inner City of Leicester, where areas are more deprived than the outer suburbs. Leicester City Council Page 109 of 116 @ Copyright CACI Ltd 17/04/08 Report Status: Final -Leicester City Retail Capacity Study 2007-

Leicester’s District Centres 10.32 All four existing centres were reviewed and deemed to still be appropriately classified as District Centres. However, the environment of Evington Road was the poorest of the four centres and should be the priority for improvements to safety and the public realm. Also, Uppingham Road suffers from a lack of landscaping and street furniture and it is considered that the western portion of the Uppingham Road District Centre should be classified as a separate Local Centre, with the eastern portion classified as the District Centre. 10.33 Overall, traffic calming measures and cycle parking facilities should be improved at each of these centres and improved leisure provision should be considered for Uppingham Road and Narborough Road. 10.34 Blackbird/Groby Rd/Woodgate Local Centre was also tested to see if the current supermarket planning applications would have influence over the definition of this centre. However, the centre has poor pedestrian links and contains a low number of comparison and service units. Therefore, we would not recommend this centre would require an upgrade in definition. 10.35 The implications are that Leicester’s existing district centre hierarchy should be extended from 4 to 5 district centres by adding Hamilton to the hierarchy. By allowing each of these centres to flourish, supported by recommended infrastructure improvements, this will achieve a desirable even distribution of centre improvements to be accessible by the Leicester community as a whole.

Leicester’s Local Centres 10.36 Overall, the local centres were found to be performing relatively well. However, an analysis of the relative performance scores of centres by residential zone demonstrated a distinct spatial pattern, where the inner city environments are clearly in a worse condition than the outer suburbs. Areas identified as needing priority of investment are the West, Eastern Inner and City Centre zones. 10.37 Leicester’s ‘South’ residential zone is the only zone in the study area not to contain a defined district centre. Rather, the health checks identified that the area is well supported by a network of strong local centres. This arrangement should be supported, and there is an opportunity to adopt Clarendon Park Road as an additional local centre, as well as to strengthen the convenience retail provision at Allandale Road, Saffron Lane, Aylestone Village and The Exchange, where significant headroom for convenience floorspace has been identified. 10.38 A significant number Local Centres in the Eastern Outer zone were also found to have headroom for additional convenience floorspace, namely Evington Village, Thurncourt Road, Netherall Road, Gervas Road and Downing Drive 10.39 Leicester’s West zone was found the most wanting in terms of the existence of localities which had significant headroom for additional convenience floorspace, but were not currently adopted local centres. In particular, this included potential local centres on Cantrell Road in the Braunstone Estate and Bonney Road in the New Parks Estate. 10.40 The health checks also identified an opportunity to combine East Park Road (north) and St. Saviour Road (west) to a larger local centre.

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11.0 Appendix – Reference Figures

Figure 7.A: Address details of Leicester’s Supermarkets

Store Operator Address Postcode Residential Zone ALDI St Georges Retail Park LE 1 1SG City Centre ALDI Meridian Way LE19 1LW West Braunstone ALDI Bullhead Street LE18 1PA Southern Fringe ASDA Narborough Road South LE 3 2LL West ASDA Inglenook Park LE 4 8GN Northern Fringe ASDA Leicester Road LE 2 4AH Southern Fringe BUDGENS Laundon Way LE 6 0YG Ashton CO-OP High Street, Syston LE 7 1GZ Northern Fringe CO-OP C-STORE 166 Thurncourt Road LE 5 4UN Eastern Inner CO-OP C-STORE 166 Thurncourt Road LE 5 2NG Eastern Outer CO-OP C-STORE 170 Hallam Crescent LE 3 1FF West CO-OP C-STORE 259 Narborough Road LE 3 2QR West CO-OP C-STORE 22-30 Bell Street LE18 1AD Southern Fringe CO-OP C-STORE 7a Blaby Road LE18 4PB Southern Fringe CO-OP C-STORE The Parade LE 2 5BJ Southern Fringe KWIK SAVE 9 Home Farm Walk LE 4 0RX North-West KWIK SAVE 14/18 Hallaton Street LE 2 8QU South LIDL 227 Loughborough Road LE 4 5PN North-East MARKS & SPENCER 18 Gallowtree Gate LE 1 1DA City Centre MARKS & SPENCER Fosse Park LE19 1HX West Braunstone MARKS & SPENCER- SIMPLY FOOD 27 The Parade LE 2 4DF Southern Fringe MORRISONS Freemans Park LE 2 7LT West SAINSBURY'S 58-62 Humberstone Gate LE 1 3PJ City Centre SAINSBURY'S 5 Belgrave Road LE 4 6AR North-East SAINSBURY'S Fosse Park LE19 1WT West Braunstone SAINSBURY'S Glen Road LE 2 4PE Southern Fringe SAINSBURY'S 22-30 Bell Street LE18 1AD Southern Fringe SOMERFIELD 16 Kemble Square LE 1 3YD City Centre SOMERFIELD 19 Wanlip Lane LE 4 4JU Northern Fringe SOMERFIELD 1197 Melton Road LE 7 2JT Northern Fringe SOMERFIELD/KWIK SAVE Hillsborough Road LE 2 9PT South SOMERFIELD- ESSENTIALS 19 Cross Street LE19 4NJ West Braunstone TESCO-EXTRA 2 Maidenwell Avenue LE 5 1BJ Eastern Outer TESCO-EXTRA 1 Bradgate Mall LE 4 1DE North-West WAITROSE 180 Ethel Road LE 5 4WE Eastern Inner

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In-City Large Format Stores Figure 7.B: Sainsbury’s at Belgrave Road

Source: Provision 2007 Figure 7.C: Morrisons at Freemans Park

Source: Provision 2007

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Large Format Stores on City-Edge (North-East) Figure 7.D: Tesco Extra at Hamilton

Source: Provision 2007 Figure 7.E: ASDA at Inglenook Park

Source: Provision 2007

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Large Format Stores on City-Edge (North-West) Figure 7.F: Tesco Extra at Beaumont Leys

Source: Provision 2007 Note: There is currently a lack of in-city large format store located to serve the west of Leicester, and therefore it can be observed that the Tesco Extra at Beaumont Leys, the Sainsbury’s at Fosse Park and ASDA on Narborough Road South trade on core catchments that include the city areas of west Leicester. This current trading pattern is not ideal, since city residents are travelling out of the city for an essential convenience need.

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Large Format Stores on City-Edge (South-West) Figure 7.G: Sainsbury’s at Fosse Park

Source: Provision 2007 Figure 7.H: ASDA on Narborough Road South

Source: Provision 2007

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Large Format Stores on City-Edge (South-East) Figure 7.I: Sainsbury’s on Glen Road

Source: Provision 2007 Figure 7.J: ASDA on Leicester Road

Source: Provision 2007

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LEICESTER CITY Centre Health Checks

2007

LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

CONTENTS

Page

1. Introduction 2

2. Methodology of Assessments 3

3. Assessment of Leicester City Centre 5

4. Assessment of Beaumont Leys Town Centre 18

5. Assessment of Hamilton Town Centre 24

6. Assessment of Uppingham Road District Centre 29

7. Assessment of Evington Road District Centre 36

8. Assessment of Belgrave Road District Centre 42

9. Assessment of Narborough Road District Centre 50

10. Assessment of Local Centres 58

11. Network of Centres 97

Relevant Annexes

Annex 1 - Proforma Annex 2 - Proforma Analysis of Local Centres Annex 3 - Visitor Survey Results

1 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

1. INTRODUCTION

1.1 This report serves as reference material to the main report of the Leicester Retail Study 2007. It contains the detailed health checks performed to inform an assessment of qualitative needs for each respective centre.

2 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

2. METHODOLOGY OF ASSESSMENTS

INTRODUCTION

2.1 This section of the report provides Health Checks for the Central Shopping Area (City Centre), two Town Centres, four District Centres and 18 out of the 67 Local Centres. The Health Checks have been used to determine the vitality and viability of the centres and have been undertaken using a number of key indicators in accordance with PPS6. We have also provided a generic overview of the centres, which examines the broad "feel" of the centres and outlines visitor perceptions. A list of the centres examined is provided below:

• Leicester City Centre; • Beaumont Leys Town Centre; • Hamilton Town Centre; • Uppingham Road District Centre; • Evington Road District Centre; • Belgrave Road/ Melton Road District Centre; • Narborough Road/ Hinckley Road District Centre; • London Road Local Centre; • Green Lane Road Local Centre; • East Park Road (north) Local Centre; • East Park Road (south) Local Centre; • Saint Saviours Road (west) Local Centre; • Blackbird Road/ Groby Road/ Woodgate Local Centre; • Queens Road Local Centre; • Gipsy Lane Local Centre; • Allandale Road/ Francis Road Local Centre; • Loughborough Road Local Centre; • Welford Road/ York Road Local Centre; • Welford Road/ Gainsborough Road Local Centre; • Malabar Road; • Evington Village Local Centre; • Aylestone Village Local Centre; • Humberstone Village Local Centre; • Home Farm Local Centre; and • The Exchange Local Centre.

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2.2 These centres are defined in the Adopted City of Leicester Local Plan, and are shown in greater detail in the City of Leicester Local Plan – 2 nd Deposit Copy – Maps of the Shopping Centres – July 2003.

2.3 A Proforma has been used to examine the attributes of all the Local Centres identified on the Local Plan Proposals Map (see Annex 1 for a copy of the Proforma). The Proforma sets out a number of key health check indicators which are in line with the requirements of PPS6 and gives a score for relevant criteria.

Visitor Survey

2.4 Visitor surveys were carried out in the City Centre, two Town Centres and four District Centres in August 2007 with the purpose of gaining an understanding of the people visiting these centres. These surveys have been used to inform the Health Checks for the centres. The split of surveys between the centres is detailed below:

Leicester City Centre – 100 surveys
Beaumont Leys Town Centre – 50 surveys
Hamilton Town Centre – 50 surveys (Note: only 16 surveys were achievable in this centre due to the small number of stores, other than the Tesco store, located in this centre)
Uppingham Road District Centre – 25 surveys
Evington Road District Centre – 25 surveys
Belgrave Road District Centre – 25 surveys
Narborough Road District Centre – 25 surveys

2.5 Copies of the survey results are contained in Annex 2. The time of the survey was chosen to include both tourists and the student population.

2.6 The following paragraphs in this section of the report analyses the health of the centres identified in paragraph 3.1 above.

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3. ASSESSMENT OF LEICESTER CITY CENTRE

HEALTH CHECK

3.1 A Central Shopping Core (CSC) within the City of Leicester is identified on the Leicester City Local Plan Proposal Map. The Shopping Core contains Conservation Areas and Potential Development Areas are also identified. The City serves a regional role in terms of its shopping provision.

3.2 Photos of the Leicester City Centre are shown below.

Photo 1 – Leicester City Centre

Photo 2 – Leicester City Centre

3.3 Leicester City Centre contains two large shopping centres: ‘The Shires Shopping Centre’ located on High Street and the ‘Haymarket Shopping

5 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Centre’ located between Humberstone Gate, Charles Street and Belgrave Gate. Both these shopping centres contain a wide variety of retailers.

3.4 Outline planning permission was granted in 2005 for 1,717 sq m gross of convenience floorspace and 52,037 sq m gross of comparison floorspace in Highcross Quarter/Shires west. Reserved matters have also been approved and work has commenced on the scheme. The development is scheduled to open in 2008.

3.5 The Lanes, located between Cank Street and Silver Street, provides a range of quality independent stores including those selling boutique clothing and accessories. This area should be protected as a specialised ‘quarter’, as recognised in the Central Leicestershire Retail Study by CgMs Consulting (May 2003).

3.6 Leicester contains a market – the ‘Leicester Market’, which is located in the heart of the City Centre. The market sells fruit, vegetables, seafood, meat, clothing and fabrics, among a range of other goods. The outdoor market is open from Monday to Saturday and the indoor market is open from Tuesday to Saturday.

3.7 The Health Check for Leicester has been informed by the information contained in the ‘Economic Analysis of the Leicester Retail Circuit (February 2007) by CACI.

Town Centre Zones

3.8 In the document titled ‘Economic Analysis of the Leicester Retail Circuit report’ CACI have conducted a detailed retail floorspace audit of all retailers currently trading in Leicester. The City Centre was zoned into eight areas with distinctive functions, retail mix and market positioning.

3.9 The Economic Analysis report advised that the relationships between these zones revealed:

• “a spatial bias in comparison goods floorspace provision, – with the Highcross Quarter dominating the city’s retail pitch. Current department/variety store anchors are split between the Highcross Quarter, Market Street and Gallowtree Gate. • The city has naturally evolved spatial differences in market positioning. The western pitches of Highcross Quarter, The Lanes, Hotel Street and Market Street exhibit a premium bias. The eastern

6 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

pitches exhibit a mass (Gallowtree Gate) to value bias (Haymarket and Humberstone Gate). • The Town Square and Granby Street/Belvoir Street are secondary retail pitches, which can be considered to operate separately from the core comparison retail pitches situated to the north and west of them. • Performance analysis highlights strong retailing opportunities for the Highcross Quarter, The Lanes and Market Street. There are potential issues for retailing in Haymarket and Humberstone Gate and just satisfactory retail performance of Gallowtree Gate” (pg. 5).

Trade Mix

3.10 CACI have assessed the trade mix for Leicester City Centre and Figure 3.2 below shows the results of this assessment. Figure 3.2 also shows the percentage number of independent and multiple stores in Leicester City Centre.

Figure 3.2 – Trade Mix in Leicester City Centre

Source: CACI analysis (2007)

3.11 62% of all units are devoted to comparison goods which reflects the City Centre’s role as a regional shopping destination. It is also noted that this centre contains a relatively large number of service and catering units (35.5%), indicating that there are levels of banks, estate agents, restaurants, pubs and other basic service infrastructure are responding to changing population and and expenditure patterns in the City Centre. In terms of convenience units, the City Centre contains a relatively small number of units (2.6%), however, it is noted that Sainsbury’s and Iceland stores are located in the Haymarket Shopping Centre.

3.12 In the Economic Analysis of the Leicester Retail Circuit report (2007), CACI identified a current under-provision of Clothing & Accessory Retailers, a gap in the market for ‘Upper’ Premium clothing retailers and a

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need for supporting cultural, educational and leisure facilities in the City Centre.

3.13 The report goes on to advise that pressures for change of use in the Haymarket/ Humberstone Gate area, due to the impact of the Highcross Quarter extension, may present opportunities for further cultural, educational and leisure uses in the city centre. Also, while the general under-provision for Clothing & Accessory Retailers will be addressed by the Highcross Quarter scheme, there remains an opportunity to create a high-end premium zone around Market Street.

Diversity of Uses

3.14 A town centre's vitality and viability is dependent not only on its retail function but also on the mix of uses that contribute to the centre's attractiveness to those who live, work and visit the area. Leisure and entertainment facilities including cafes, bars and restaurants can add variety to a town centre and can also generate an evening economy.

3.15 As a regional shopping destination in Leicestershire County, Leicester City Centre is a focus of activity and is able to offer a good diversity of non- retail uses that complement the retail function. As stated in paragraph 3.11 above, there are complemntary levels of banks, estate agents, restaurants, pubs and other basic service infrastructure in the City Centre.

3.16 Leicester also contains a number of community uses including the Town Hall, public library and Job Centre. Hotels are also located in the City Centre. Also, a school is located off St Martins, adjacent to the western boundary of the Central Shopping Core.

Vacant Units

3.17 The number of vacant units in a centre is a useful indicator of the health of the centre. However, PPS6 advises “vacancies can arise even in the strongest town centres, and this indicator must be used with care” (pg. 29).

3.18 According to the CACI analysis, 6.3% of units in the City Centre are vacant. These vacant units are largely transitional and the relatively low level of vacant floorspace highlights the relative economic prosperity of the City Centre and thus, its strong vitality and viability.

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Supermarkets

3.19 Leicester City Centre contains three supermarkets: Sainsbury’s, Somerfieldand Iceland plus a large Marks and Spencers Food Hall.

Multiple Retailers

3.20 One measure of the relative success of a town centre is the number of multiple retailers present. A relatively large centre, such as Leicester has more pulling power than other settlements in the area and as such it has more chance of attracting multiple retailers. This is a result of many of the major operators determining location on the basis of catchment populations.

3.21 Leicester has a wide range of multiple retailers in the City Centre. This represents the relative strength of Leicester City in relation to other centres within the area who struggle to attract multiple retailers.

3.22 Table 4.2 above assesses the level of multiple retailers in the City Centre. It shows that on all counts, there are significantly more multiple retailers than independent retailers in the City Centre. In particular, for the comparison sector, 89.2% of clothing retailers are multiples and 81.1% of non-clothing retailers are also multiples. This shows the strength of Leicester for attracting multiple retailers compared with other centres in the study area.

Independent Retailers

3.23 Although most town centre ranking systems are heavily weighted to reflect their position in relation to multiple retailers, in our view it is important for a successful centre to have a good range of quality independent retailers. It is these retailers that create the unique character of a town centre and contribute to its continuing viability and vitality.

3.24 Leicester City Centre has a large and diverse range of independent retailers that help to establish the character of the City Centre. These retailers operate alongside recognised multiple retailers to create a vital and viable centre. Table 4.2 above shows the percentage number of independent retailers compared to multiple retailers and demonstrates that the number of independents is significantly less than the number of multiples, however, there is still a good range of independent stores in the City Centre.

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3.25 This range and diversity of independent retailers within Leicester City Centre should be protected, in particular the stores in The Lanes. It is these retailers, which create the distinct character of the City. Further, it is essential that further retail development does not unacceptably impact these independent stores.

Yields and Rental Values

3.26 PPS6 advises that information on yields (when used in conjunction with other indicators) is a useful way of assessing the health of a town centre. Yields provide a measure of investor confidence in the long-term profitability of the centre, while rental levels reflect demand and to some extent the relative popularity of the centre with multiple retailers. Generally speaking, low yields indicate that a town is considered to be attractive by investors and as a result will be more likely to attract investment than a town with high yields. However, it must be noted that other factors such as town centre development can affect yields.

3.27 The yields quoted in this report have been taken from the Valuations Office's Property Market Report, January 2007. The yields quoted are "all risk yields" calculated by dividing the annual rent, as though it had been received as a single lump sum at the year end, by the capital value or sale price of the property.

3.28 These indicators need to be used with caution, particularly in the case of smaller centres where limited numbers of transactions may be involved. The level of yield on its own is of less value than in comparison with other yields at different points in time and in different locations. Yields measured consistently over time, as is the case within this report, can give an indication of the direction in which a particular town centre is moving.

3.29 Yield information is available for Leicester and Chart 4.3 below demonstrates how shopping centre yields have varied over time in Leicester in comparison to other similar centres in Great Britain that CACI have identified as having similar shopper demographics and market potential.

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Figure 3.2 – Shopping Centre Yields for Leicester and Similar Centres

7

6

5 Leicester Nottingham 4 Leeds Southampton Yield 3 Bristol - Broadmead Cardiff 2 Manchester

1

0 Oct Oct Oct Apr July July July Jan 2000 2001 2002 2003 2004 2005 2006 2007 Date

Source: Valuation Office Property Market Report, January 2007

3.30 Figure 3.2 demonstrates that yields in Leicester have remained relatively constant and have only decreased slightly during the seven year period from 2000 to 2007 from a high of 5 down to 4.75. This shows that investor confidence has remained consistently at a relatively high level.

3.31 The above chart also shows that the other centres considered in this study have yields that have remained at a higher level than Leicester, however, it is noted that Nottingham and Southampton have only remained at a slightly higher level than Leicester.

3.32 The 2007 Prime Zone A Estimated Rental Value (ERV) as published by King Sturge for Leicester is £210 per sq ft. It is the following for Leicester's compartor/benchmark cities:

Nottingham £245 Bristol £200 Leeds £310 Cardiff £300

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Southampton £320 Manchester £300

Current rents achieved in Leicester considered to be consistent with its current market size and retail provision. Post-development of the Highcross Quarter, we would expect rents to rise to levels similar to Nottingham. Leicester cannot expect to achieve the same rents as cities such as Leeds, Cardiff and Manchester, with Nottingham seen as a better rental barometer than Southampton, due to its shared location in the East Midlands.

Perceptions of the City Centre

3.33 Survey respondents were asked to rate various aspects of town centre infrastructure and environment, as well as to assess the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided in Figure 3.3 below.

Figure 3.3 – Rating of Infrastructure, Environment and Retail

4.5 4 3.5 3 2.5 2 1.5 1 0.5 0

e s s r rs re e es s ies ring u tre t om ies ti fety tion t e n r li s town ne r ho ilit ci sa Other opping Leisu & f c a nli Cat Service to cen o f al Sh t prope ening t on in the clea f p tes or king s o O p r me nd in therou ce Per own ep u routes to centr Pa T g g rans r Cri in t aro c Ca Upke g alk Cycle parking fa W Cyclin Publi Gettin Town centre traffic / conge

Source: Leicester Visitor Survey, NEMS Market Research 2007

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3.34 The most positive perception of the City Centre is shopping (3.88 out of 5), which is not surprising considering the regional shopping role of this centre and large variety of stores. The lowest rankings were attributed to crime (2.66) and cleanliness (2.7), however, these scores are still slightly above the average level.

Accessibility

Public Transport

3.35 The main bus station in Leicester is St. Margaret’s Bus Station, located on Gravel Street to the north of the City Centre. It is within 5 minutes walk of the central shopping area, via Church Gate. The station contains numerous facilities for bus passengers and offers bus services, which travel throughout the British Isles.

3.36 The City Centre is very well serviced by buses. The main bus services to the City Centre include no.’s 84, 50, 158, 28A, 28B, X6, 127, 747 and X3. These services also offer connections to the main towns surrounding Leicester, such as Hinckley and Lutterworth.

3.37 There are three free Park and Ride services into the City Centre. The park and ride service from Ratby Lane provides a service to the City Centre every 15 minutes from 7am to 7pm, seven days a week. The other two park and ride services are located at Oadby Racecourse and County Hall and are restricted to a Saturday service. These run every 15 minutes between approximately 8.30am and 6pm.

3.38 The railway station in Leicester is located at the north-western end of London Road. Leicester is located on the main line between London and Sheffield and also provides services to surrounding centres. The central shopping area is approximately 500m north-west of the site and is easily accessed in approximately 10 minutes walking time through pedestrian subways.

Access by Foot and Bicycle

3.39 The central shopping area contains pedestriansed areas, which enable shoppers to move freely and safely around this area. The pedestrianised areas are located along Humberstone Gate and Gallowtree Gate. Also, High Street is now closed to traffic and is currently in the process of being

13 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

pedestrianised. Prior to this road being closed, buses servicing the central shopping area predominantly used High Street to access this area. The pedestriansed areas have created an improved pedestrian environment through the removal of all non-essential traffic from selected streets.

3.40 There is an excellent cycle park located in the central area. The cycle park offers showers, lockers and changing facilities for up to 120 cyclists. It is the largest bike park in Britain.

3.41 Proposed cycle routes are shown on Figure 4.2 of the Leicestershire Local Transport Plan 2006-2011. The cycle routes into the centre of Leicester are already quite extensive, however, proposed new routes will further improve access by cycle to the City Centre. Thenew routes are to the south of the City Centre (Wigston, Oadby and South Wigston) and to the west of the City Centre (Leicester Forest East, Braunstone Town and Anstey).

Car Access and Parking

3.42 There are several main roads that link to Leicester City Centre, including the A6, A47, A607, A594, A426 and A5199. In addition, the M1 and M69 are located in close proximity to Leicester.

3.43 Leicester has over 7,500 off street and 1,300 on street public car parking spaces. Car parks are within easy walking distance of the City Centre and on street parking is conveniently located on City Centre streets. A digital parking guidance and information system directs motorists to the nearest multi-storey car park where parking is available. The nine multi-storey car parks are located in one of four city centre zones, North, South, East or West (see table 4.5 below). Motorcyclists can park free, or for a small charge, in most of the car parks and pedalcycle parking areas that are provided throughout Leicester. Parking for Disabled Badge Holders is free in car parks run by the City Council as well as within the on-street pay & display bays.

3.44 The main multi-storey car parks located nearest to the central shopping area, include Haymarket (north), Welford Road (south), Rutland Centre (east) and The Shires (west).

14 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 3.4 – Leicester City Centre Car Parking

Car Park Zone Capacity Haymarket Centre North 489 Abbey Street North 400 Lee Circle North 1040 Welford Road South 450 Newarke Street South 470 Rutland Centre East 640 East Street East 420 The Shires West 834 St Nicholas Circle West 700

3.45 The location and quantity of parking provision encourages good linkages between the modern retail facilities and the historic town centre core. Close monitoring of this situation is advised to ensure the continued vitality and viability of the city centre.

Mode of Transport Used

3.46 Figure 3.5 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit the City Centre.

Figure 3.5 – Mode of Transport Used to Access Leicester City Centre

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got a Park & ride Other lift

Source: Leicester Visitor Survey, NEMS Market Research 2007

15 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

3.47 Figure 3.5 demonstrates that a large number of people take the bus to the City Centre (55.34%).

3.48 A much lower number of people (17.48%) arrive by car and a similar number of people walk (15.53%). It is also noted that only a small number of people (3.88%) used the Park & Ride to access the centre.

Attractiveness of the City Centre

3.49 Leicester City Centre is an attractive environment that contains a number of historic buildings, including the Clock Tower and the Town Hall, as well as a number of modern developments, such as The Shires shopping centre and Haymarket Towers building which occupies the former Lewises site on Humberstone Gate. The variety and quality of architecture in the City Centre makes Leicester a very pleasant shopping environment.

3.50 The City Centre contains a vibrant and diverse mix of retail units including a large number of multiple retailers such as TK Maxx, Karen Millan, Holland & Barrett and Laura Ashley to name only a few. The centre also contains department stores, including Rackhams and Fenwick, as well as a large range of quality independent stores.

3.51 Over £19m worth of public realm works currently being undertaken will have a dramatic impact of the overall attractiveness of the city centre. Along with the improvements that have been made as part of the overall Highcross Quarter development this will represent a major step change in the city centre’s economic fortunes as a shopping destination of choice.

3.52 As noted above, pedestrianised areas are located in the centre and provide a safe and pleasant environment for shoppers by prohibiting traffic.

3.53 The City Centre contains landscaping and a seating area surrounds the Clock Tower. Seating is also provided on the northern side of Eastgates, adjacent to McDonalds, at the southern end of Cheapside and along Gallowtree Gate. The landscaping and seating areas improve the amenity of the City Centre and also make the City Centre a pleasant place to visit.

3.54 The standard of cleanliness in the City Centre is high. It is noted that there is little evidence of litter or fly posting and only a small amount of graffiti.

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Strengths and Weaknesses of the Centre

3.55 Leicester City Centre contains a wide variety of retailers, including a large number of multiple retailers as well as independent retailers. The Lanes provides specialist independent stores, which provide good alternatives to the offer in multiple high street retailer stores. In addition, the Market adds to the retail offer by selling both comparison goods (i.e. clothes) and convenience goods (i.e. meat, fruit and vegetables). The City Centre also contains a number of department stores such as House of Frazer, Debenhams and Fenwicks.

3.56 Community uses are located in the City Centre, including the Library, Town Hall and Job Centre.

3.57 Another strength is the City centre’s built heritage, particularly within the conservation area although the building quality varies across the city centre as a whole.

3.58 The City Centre is highly accessible by a variety of means of transport. There is good public transport interchange between rail and bus. Bus and rail stations are close to the main shopping areas. The City Centre has good access to the M1 and the M6 and is on a main railway line. The City Centre is also well served by public transport and car parking facilities are excellent with a high quality digital display system to direct car drivers to the most appropriate multi storey for their needs.

3.59 There is an under-provision of Clothing & Accessory Retailers in the City Centre. Also, a gap in the market exists for ‘Upper’ premium clothing retailers.

3.60 There is also a lack of supporting cultural, educational and leisure facilities in the City Centre.

Conclusions on Vitality and Viability and Recommended Action

3.61 Leicester City Centre provides an excellent retail offer and fulfils its role as a regional shopping destination. There is a large proportion of multiple retailers, which indicates confidence in the City, however, it also provides a good range of independent stores. This is particularly evident in ‘The Lanes’, where a number of quality independent stores are located. Overall, the City Centre is considered to have good vitality and viability.

17 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

3.62 CACI’s Economic Analysis of the Leicester Retail Circuit (2007) is a detailed report of Leicester City Centre, from which recommendations on how to strengthen Leicester City Centre can be drawn.

3.63 By comparing consumer needs against current provision, CACI have identified:

• An under-provision of Clothing & Accessory Retailers. • A gap in the market for ‘Upper’ premium clothing retailers. • A need for supporting cultural, educational and leisure facilities in the city centre.

3.64 The Highcross Quarter development will address the need for additional Clothing & Accessory Retailers and bring a new multiplex cinema to the city. However, the report stated that: … the Highcross Quarter is not enough to bring forward what the city needs in terms of good sports and cultural facilities and more will therefore be required in the future. The substantial investment in public realm should help encourage more visitors and investors to consider Leicester as a desirable shopping destination.

3.65 The report addresses the gap for ‘Upper’ premium clothing retailers by recommending: “The on-going development of Market Street into a premium high street location should be encouraged and promoted.

3.66 Current works to improve the physical north-south linkage between the Highcross Quarter and this zone will also help, but needs to be accompanied by good signage (especially explicit signing to Fenwick) and promotion of Market Street within this zone.”

3.67 Other key recommendations of the report are as follows:

• The creation of a City Centre management post, responsible for delivering improved retail performance through promotion of the retail strengths and opportunities of Leicester to both the retail industry and consumers. • The prioritisation of public sector funding to the design and implementation of a new Market Place. Other cities have achieved such initiatives through architectural competitions and positive engagement with the media to identify new ideas from the City’s resident and business community.

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4. ASSESSMENT OF BEAUMONT LEYS TOWN CENTRE

HEALTH CHECK

4.1 Beaumont Leys Town Centre is located approximately 3.5km north-west of the City Centre. The centre comprises a shopping area, which contains a large Tesco ‘extra’ store as well as a number of other multiple retailers, including Next, Matalan and WH Smith. The centre also contains a range of independent retailers.

4.2 The Town Centre boundary is identified on the Leicester City Local Plan Proposal Map. A photo of Beaumont Leys Town Centre is included below (Photo 3).

Photo 3 – Beaumont Leys Town Centre

4.3 Beaumont Leys hosts a covered market from Wednesday to Sunday. The market sells a variety of products, including meat, fruit and vegetables, flowers and plants, clothes and shoes, fabrics and haberdashery, greeting cards, CDs, records and tapes, and bric-a-brac along with other goods.

Trade Mix

4.4 CACI have assessed the trade mix for Beaumont Leys Town Centre and Table 5.1 shows the results of this assessment as well as the percentage number of independent and multiple stores in the Town Centre. The centre comprises a total of 41 retail units.

19 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 4.1 – Trade Mix in Beaumont Leys Town Centre

Source: CACI analysis (2007)

4.5 Figure 4.1 shows that Beaumont Leys has a very large number of comparison units. It is also noted that this centre contains a relatively large number of service and catering units. The centre has a good provision of convenience units, including a large Tesco supermarket, a Kwik Save store and two small convenience units.

Vacant Units

4.6 There are no vacant units in Beaumont Leys Town Centre at the present time.

Supermarkets

4.7 Beaumont Leys Town Centre contains a large Tesco ‘extra’ store as well as a Kwik Save store.

Diversity of Uses

4.8 Beaumont Leys Town Centre contains a good diversity of retail units. To the north of the defined Town Centre, across Beaumont Way, are numerous other facilities including the police station, sports centre and library.

Multiple Retailers

4.9 Beaumont Leys Town Centre predominantly contains multiple retailers as can be seen in Figure 4.1. These stores include Boots. JJB Sports, Matalan, Kwik Save and Tesco. The number of multiple retailers indicates high investor confidence in the area.

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Independent Retailers

4.10 Figure 4.1 above shows that only the non-clothing retail and service categories contain independent retailers, and these figures are relatively low compared to the percentage number of multiple retailers.

Yields

4.11 There is no published data on retail yields for Beaumont Leys.

Perceptions of the Town Centre

4.12 Survey respondents were asked to rate various aspects of town centre infrastructure and environment, as well as to rate the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided in Figure 4.2 below.

Figure 4.2 – Rating of Infrastructure, Environment and Retail

4.5 4 3.5 3 2.5 2 1.5 1 0.5 0

re s s re n s er ing ur tre tre om w ie ping su ce nt ter i vi e fr to Oth a Le er cen c & gestion pert hop C S e cen al safety o S ning ho to king facilitiesking facilitiesson e in the of pr Ope utes to er nd in throutes too sport ar ar P ffic / conrim own cleanliness ou an r P C T keep a tra p ycle p C e U alking ycling r C ting ar C ublic tr W P Get own centr T

Source: Leicester Visitor Survey, NEMS Market Research 2007

21 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

4.13 The most positive perceptions of this centre are shopping and opening hours (4.08 out of 5). The centre was ranked relatively low for congestion (2.81), which indicates that this is a problem in the centre.

Accessibility

Public Transport

4.14 Beaumont Leys Town Centre is well served by the local bus network and bus shelters are located on Rutherford Road. Bus numbers 54, 74, 37 and 302 run to Beaumont Leys in regular intervals from the City Centre. Tesco also runs a free bus service (the operator is First Bus) to surrounding towns and villages. The HH bus connects Hamilton and Beaumont Leys.

4.15 There is no rail link to Beaumont Leys, however, the number of bus services provided and their regularity ensures that there is a good public transport provision.

Access by Foot and Bicycle

4.16 The Town Centre contains footpaths that link the retail stores to the surrounding road network. This enables easy access to the shops by foot. The main residential areas within walking distance of the centre are located to the north off Bennion Road and to the south off Krefield Way. To the east and west of the shopping area are industrial units and open space.

4.17 There are cycle lanes located on Krefield Way (A563), which runs immediately to the south of the shopping area. However, the centre does not contain any cycle parking facilities.

Car Access and Parking

4.18 The Town Centre can be easily reached by road as the A563 and A46 are in close proximity. The centre also contains a large number (approximately 1,500) of parking spaces that are within easy reach of the stores and are accessed via Rutherford Road/ Beaumont Way.

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Mode of Transport Used

4.19 Figure 4.3 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit Beaumont Leys.

Figure 4.3 – Mode of Transport Used to Access Beaumont Leys

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got a Park & ride Other lift

Source: Leicester Visitor Survey, NEMS Market Research 2007

4.20 Figure 4.3 shows that approximately half the people that visited this centre arrived by car (50.94%). A fairly large number of people took a bus (34.74%) and 9.43% of people walked.

Attractiveness of the Town Centre

4.21 The shopping area of Beaumont Leys Town Centre is an example of a modern style shopping centre. The majority of the centre is attractive and it contains a good range of retailers, however, the area to the north of the shopping area is somewhat dated and provides a less attractive environment.

4.22 The standard of cleanliness in the Town Centre is high. It is noted that there is little evidence of litter, fly posting or graffiti.

23 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Strengths and Weaknesses of the Centre

4.23 Beaumont Leys Town Centre contains a good range of retail units, which predominantly house multiple retailers. Multiple retailers include a large Tesco ‘extra’ store, Next, Matalan and WH Smith. The centre also contains a range of independent retailers.

4.24 Beaumont Leys hosts a covered market from Wednesday to Sunday, which sells a variety of products, including meat, fruit and vegetables, flowers and plants, clothes and shoes, fabrics and haberdashery, greeting cards, CDs, records and tapes, and bric-a-brac. This market adds to the retail offer in the centre.

4.25 The Town Centre is well served by public transport. Although there is no rail link, the number of bus services provided and their regularity ensures that there is a good public transport provision.

4.26 The provision of cycle parking facilities in this location could be improved to encourage more people to access the centre without having to use the car.

Conclusion on Vitality and Viability and Recommended Action

4.27 Beaumont Leys Town Centre is a relatively vital and viable centre, which performs well in its Town Centre role. The centre contains a large Tesco supermarket and a variety of other stores that serve a wide area.

4.28 There are no vacant units, which indicates a high level of retailer confidence in the centre and thus, reflects its strong vitality and viability.

4.29 Beaumont Leys contains a relatively large number of service and catering units. The centre also has a good provision of convenience units, including the large Tesco supermarket, a Kwik Save store and two small convenience units.

4.30 The provision of cycle parking facilities in this location could be improved to encourage more people to access the centre without using cars.

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5. ASSESSMENT OF HAMILTON TOWN CENTRE

HEALTH CHECK

5.1 Hamilton Town Centre is identified on the Leicester City Local Plan Proposal Map and is located approximately 6km north-west of Leicester City Centre. The centre is dominated by a large Tesco ‘extra’ store and its associated parking area as well as a small retail development, containing five units, in the north-eastern corner of the site. A photo of the small retail units within Hamiilton Town Centre is shown below (Photo 4).

Photo 4 – Hamilton Town Centre

5.2 The Central Leicestershire Retail Study by CgMs Consulting (completed in 2003) outlines the background behind Hamilton Town Centre. It advises that the original outline planning permission for the site included a Masterplan, which identified further community uses within the centre. Since that time a library and surgery have been built. Whilst the community uses are clearly part of the centre they have been correctly excluded from the retail elements on the Proposals Map.

5.3 Due to the small size of Hamilton Town Centre and the fact that at present it predominantly comprises a large Tesco store, we have not been able to undertake a full health check of this centre.

Diversity of Uses

5.4 As stated in paragraph 6.1 above, Hamilton Town Centre only contains a large Tesco store with associated petrol station, and a small number of

25 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

retail units, which contain a Co-op Travel Shop. Due to this, the diversity of uses in this centre is extremely limited.

Multiple Retailers and Independent Retailers

5.5 Hamilton contains multiple retailers in the form of the Tesco store and Co- op Travel Shop. There are no independent retailers in this centre.

Yields

5.6 Information on yields is not available for a centre the size of Hamilton.

Perceptions of the Town Centre

5.7 Survey respondents were asked to rate various aspects of town centre infrastructure and environment, as well as to rate the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided in Figure 5.1 below.

Figure 5.1 – Rating of Infrastructure, Environment and Retail

2.5

2

1.5

1

0.5

0

s r g re re e e s y n ss ng n u ur t r m e o he pi s ices ntr iliti sti ne rties t ei rv ho e e i e O op L g c g nl Cateri Se & fro fac he town a Sh in to g on t le en in c in c p und in cen ort / n of prop O o utes to p c me w p Personalffi safet i ro ns Park g ra Cr To n t tra tting ar lki ic Car tre Upkee e bl Cycle parking facilities G Wa Cycling routes to cent en Pu c

Town

Source: Leicester Visitor Survey, NEMS Market Research 2007

26 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

5.8 This centre scored relatively low in all categories, with 2.07 being the highest score and relates to the upkeep of properties. The remainder of categories scored below 2, which indicates dissatisfaction with this Town Centre.

5.9 The low scores for this centre are not surprising considering the small number of retail stores in the Town Centre.

Accessibility

Public Transport

5.10 The Town Centre is served by a number of buses and a bus stop is located within the centre. Buses visit this centre every 6-15 minutes. The HH bus service connects Hamilton with Beaumont Leys Town Centre. Bus numbers 58 and 58A run to and from Leicester City Centre to Hamilton.

5.11 There is no rail link to Hamilton Town Centre, however, due to the adequate provision of buses there are good public transport links to this centre.

Access by Foot and Bicycle

5.12 Footpath and cycle links are well established in the Town Centre. These provide easy access to the centre from houses within the surrounding area. The cycle path links to existing strategic routes running along Hamilton Way.

Car Access and Parking

5.13 The Town Centre can be easily reached by road as the A563 and A46 are in close proximity.

5.14 The site is well served by parking spaces, which are located to the south of the shopping area.

Mode of Transport Used

5.15 Figure 6.2 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit Hamilton Town Centre.

27 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 5.2 – Mode of Transport Used to Access Hamilton

70.00%

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got a Park & ride Other lift

Source: Leicester Visitor Survey, NEMS Market Research 2007

5.16 Figure 5.2 demonstrates that the vast majority of people surveyed walked to this centre (62.5%). This indicates that the centre draws a large number of people from the surrounding residential areas. However, it is more likely that major (once a week) shopping trips would probably be undertaken by car.

5.17 Approximately one third of the total number of people (31.25%) arrive by car and a small number arrive by bus (6.25%).

Attractiveness of the Town Centre

5.18 Hamilton Town Centre was constructed in the late 1990’s, therefore, it is a relatively new centre. The environmental quality of the centre is good, which is mainly attributed to the age and quality of the buildings. The centre is well landscaped and this enhances its attractiveness.

Strengths and Weaknesses of the Centre

5.19 As stated above, Hamilton has an attractive environment, which is in very good condition.

28 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

5.20 The centre contains a large car parking area and within this area there are designed parking spaces for families and disabled people, which enables easier access to the Tesco store for these people.

5.21 The Town Centre is served by a number of buses, which run in regular intervals to the City Centre. A bus also connects Hamilton to Beaumont Leys Town Centre.

5.22 The diversity of uses in Hamilton Town Centre is very limited as it only contains a Tesco store and a small number of retail units, which accommodate a Co-op Travel Shop. Due to this, the diversity of uses in this centre is extremely limited and the centre is currently not reflect a more traditional town centre role.

Conclusion on Vitality and Viability and Recommended Action

5.23 Hamilton is a purpose built Town Centre that has not reached its full potential. The centre is dominated by a large Tesco store and only contains a small number of other retail units, therefore, its retail offer is limited. The centre is relatively new and due to this it has a reasonably attractive environment.

5.24 However, Hamilton is almost entirely formed by a large Tesco store and only contains a small number of other retail units, therefore, its retail offer is limited. The form and function is that of a free-standing, out-of-town supermarket.

5.25 Therefore the centre is not performing a Town Centre role and the Council may wish to reclassify it as a District Centre to reflect the current retail pitch, and its likely function over the next 5 years. This will enable the planning system to control potentially damaging out-of-town development on this site, which could be to the detriment of both Beaumont Leys Town Centre and the City Centre higher up in the retail hierarchy.

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6. ASSESSMENT OF UPPINGHAM ROAD DISTRICT CENTRE

HEALTH CHECK

6.1 Uppingham Road District Centre is identified on the Leicester City Local Plan Proposal Map and is located approximately 3km east of the City Centre. The centre is split into a number of parts, however, the two largest parts are separated by a distance of approximately 1km. This distance results in the District Centre being disjointed. Photo 5 below shows Uppingham Road District Centre.

Photo 5 – Uppingham Road District Centre

Trade Mix

6.2 CACI have assessed the trade mix for Uppingham Road District Centre and Figure 6.1 shows the results of this assessment as well as the percentage number of independent and multiple stores in Uppingham Road District Centre. This centre contains a total of 56 units.

30 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 6.1 – Trade Mix in Uppingham Road District Centre

Source: CACI analysis (2007)

6.3 Figure 6.1 shows that Uppingham Road District Centre has a good range of comparison and convenience units, including an Iceland store. It is also noted that this centre is dominated by service and catering units, which indicates that there is a good provision of, for example, banks, estate agents, restaurants, takeaways, pubs and other basic service infrastructure.

6.4 Figure 6.2 below shows the average of the combined totals for the four District Centres in the study area. The data in the table will be used to assess the provision in each District Centre.

Figure 6.2 – Trade Mix for all the Four District Centres combined

Source: CACI analysis (2007)

6.5 When comparing the trade mix data for Uppingham Road District Centre to the trade mix data for all the District Centres, it can be seen that Uppingham Road has a lower percentage number of comparison stores, catering and vacant stores. However, the centre has a higher percentage number of convenience and service stores which reflects its district status

31 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

in the retail hierarchy as opposed to the city centre for example where you would expect to find a higher concentration of comparison goods facilities.

Vacant Units

6.6 According to the CACI analysis, there are only 2 vacant units out of 56 units in the District Centre. These vacant units are largely transitional and the relatively low level of vacant floorspace (3.6%) highlights the relative economic prosperity of Uppingham Road District Centre and thus, its strong vitality and viability.

Supermarkets

6.7 Uppingham Road District Centre contains an Iceland supermarket.

Diversity of Uses

6.8 The retail offer in this centre is relatively diverse. The centre also contains a number of community uses, including a doctor’s surgery, vet, neighbourhood housing office and mobility centre.

Multiple Retailers

6.9 Uppingham Road District Centre contains multiple retailers, including Iceland and Wilkinson, however, overall the majority of units in this particular centre are independent stores which gives it its own identity. This is indicative of Uppingham Roads role as a District Centre.

6.10 Figure 6.2 above assesses the level of multiple retailers in the centre. It shows that the total percentage number of multiple comparison stores is significantly less than the total percentage number of independent stores. It also indicates that the majority of grocery/convenience stores are multiples, and all the catering units (coffee shops, takeaways and restaurants) are independents. The majority of service units are also independents.

Independent Retailers

6.11 Figure 6.2 above shows the percentage number of independent retailers compared to multiple retailers and demonstrates that on all counts except grocery/convenience units there are much greater numbers of

32 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

independent stores compared to multiple retailers. Again, this is to be expected considering the District Centre role of Uppingham Road.

Yields

6.12 There is no published data on retail yields for Uppingham Road.

Perceptions of the District Centre

6.13 Survey respondents were asked to rate various aspects of the District Centres infrastructure and environment, as well as to rate the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided in Figure 6.3 below.

Figure 6.3 – Rating of Infrastructure, Environment and Retail

4.5

4

3.5

3

2.5

2

1.5

1

0.5

0

s ty n ss es ing ies e io wn i r sure om t o e i fr af st line ert Other centre & s Le e centre nge an Shopping Cat Services ing hour h to facili al the t e s to g co prop n on / cl e ort ki s of Open ut r er c p o sp a P fi own p af Crime in T ran e r Parking facilities tr kee around in t t a e p ic C tr U l Cycl Cycling routesub to centre en Walking r c P n Getting w o T

Source: Leicester Visitor Survey, NEMS Market Research 2007

6.14 Shopping and services were ranked as the most positive perceptions of this centre (3.96 and 3.91 out of 5 respectively). Cycle parking had the lowest ranking (1.86) followed closely by cycle routes (2.22).

33 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Accessibility

Public Transport

6.15 Uppingham Road contains bus lanes, which enable buses to easily access the area. Bus no. 53 visits this centre every 12-15 minutes and provides transport to the City Centre.

Access by Foot and Bicycle

6.16 The District Centre is located within a density populated residential area, therefore, access by foot to the centre is easy.

6.17 Cycle paths are located on numerous sections of Uppingham Road (A47). However, cycle parking facilities are lacking in the centre.

Car Access and Parking

6.18 The District Centre is located on a main arterial road (the A47) therefore enabling easy access by car to the centre.

6.19 Car parking in this centre is limited, however, parking areas that are set into relatively wide footpaths have been provided. Some on-street parking is also available.

Mode of Transport Used

6.20 Figure 6.4 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit this District Centre.

34 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 6.4 – Mode of Transport Used to Access Uppingham Road

70.00%

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got a Park & ride Other lift

Source: Leicester Visitor Survey, NEMS Market Research 2007

6.21 Figure 6.4 demonstrates that the majority of people walk to this centre (62.5%). This indicates that the centre draws a large number of people from the surrounding residential areas.

6.22 Approximately one third of the total number of people (28%) arrive by car and only a small number arrive by bus (8%).

Attractiveness of the District Centre

6.23 The District Centre is located along a busy road, which therefore detracts from the attractiveness of the centre. However, the retail units within the centre are located within a mix of building styles and are in good condition.

6.24 The centre suffers from a lack of landscaping and street furniture. There is no seating provided in this centre.

Strengths and Weaknesses of the Centre

6.25 Uppingham Road District Centre contains a good range of shops and services. It also contains a number of multiple retailers, including Iceland and Wilkinson, as well as a good range of independent stores. The convenience stores in this location mainly provide a top-up shopping role.

35 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

6.26 The centre also contains a number of community uses, including a doctor’s surgery, vet, neighbourhood housing office and mobility centre. These provide important facilities for the surrounding area.

6.27 Uppingham Road is well served by the bus network and contains bus lanes. Buses stop at the District Centre on a regular basis and provide transport to and from the City Centre.

6.28 The District Centre is disjointed due to the significant separation distance between the western and eastern parts of the centre.

6.29 Car parking in this centre is somewhat limited, however, some parking spaces are set into relatively wide footpaths and others are available on the street.

6.30 Cycle parking facilities are lacking in the centre.

6.31 The District Centre is located along a busy road, which detracts from the attractiveness of the centre. The centre also suffers from a lack of landscaping and street furniture.

Conclusion on Vitality and Viability

6.32 Uppingham Road District Centre is a relatively vital and viable centre and performs a similar role to the other three District Centres in the City of Leicester.

6.33 The centre only contains 2 vacant units out of 56 units. This relatively low level of vacant floorspace (3.6%) highlights the relative economic prosperity of Uppingham Road District Centre and thus, its strong vitality and viability.

6.34 The centre contains a good range of retail units and the Iceland store provides convenience goods for the surrounding area. It also contains a higher than average number of service stores, which provide important facilities for nearby residents.

6.35 The provision of cycle parking facilities in this location could be improved to encourage more people to access the centre without using cars.

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7. ASSESSMENT OF EVINGTON ROAD DISTRICT CENTRE

HEALTH CHECK

7.1 The Evington Road District Centre is located approximately 2km south- east of the City Centre. It is identified on the Leicester City Local Plan Proposal Map.

7.2 A photo of Evington Road District Centre is shown below (Photo 6).

Photo 6 – Evington Road District Centre

Trade Mix

7.3 CACI have assessed the trade mix for Evington Road District Centre and Figure 7.1 shows the results of this assessment as well as the percentage number of independent and multiple stores in Evington Road District Centre. This centre contains a total of 83 units.

Figure 7.1 – Trade Mix in Evington Road District Centre

Source: CACI analysis (2007)

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7.4 Figure 7.1 shows that Evington Road District Centre has a reasonable range of comparison and convenience units, including a Spar and Co-op stores. It is also noted that this centre is dominated by service and catering units, which indicates that there is a good provision of banks, estate agents, restaurants, takeaways, pubs and other basic service infrastructure.

7.5 Figure 7.2 below shows the average of the combined totals for the four District Centres in the study area. The data in the table will be used to assess the provision in each District Centre.

Figure 7.2 – Trade Mix for the Four District Centres

Source: CACI analysis (2007)

7.6 When comparing the trade mix data for Evington Road District Centre to the trade mix data for all the District Centres contained in Figure 7.2, it can be seen that Evington Road has a lower percentage number of comparison and catering units. However, the centre has a higher percentage number of convenience, service units as well as vacant units.

Vacant Units

7.7 According to the CACI analysis, there are 7 vacant units out of 83 units in the district centre (8.4%). This does not represent a particularly large number of vacant units and it is recognised that these are largely transitional. Due to the number of vacancies, it should generally not be difficult for retailers to move into this district centre.

Supermarkets

7.8 Evington Road District Centre contains a Co-op supermarket and Spar store.

38 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Diversity of Uses

7.9 This centre contains a range of retail units, however, it also contains other facilities, for example - a dentist, betting shop, distance learning centre and the Leicester English Language Service. These facilities add to the retail offer in the centre.

Multiple Retailers

7.10 Figure 7.2 above assesses the level of multiple retailers in Evington Road District Centre. It shows that the total number of multiple comparison stores is very low (2.3%). The table also shows that the majority of grocery/ convenience stores are independents, however, Co-op and Spar are located in the centre. All the catering units (coffee shops, takeaways and restaurants) are independents. The majority of service units are independents. These results are typical of a District Centre such as Evington Road.

Independent Retailers

7.11 Figure 7.2 above shows the percentage number of independent retailers compared to multiple retailers and demonstrates that on all counts there are much greater numbers of independent stores compared to multiple retailers.

Yields

7.12 No information on yields is available for a centre the size of Evington Road.

Perceptions of the District Centre

7.13 Survey respondents were asked to rate various aspects of the District Centre’s infrastructure and environment, as well the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided Figure 7.3 below.

39 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 7.3 – Rating of Infrastructure, Environment and Retail

4.5 4 3.5 3 2.5 2 1.5 1 0.5 0

e rs re re n ing ies w isur lit ilities pp cent cent Other Le aci ac he to Catering Services f f t Sho ning hou s to t to & from g n leanliness in ing i c pe rk k e O ersonal safety m routes to centre pa Par P own e r Cri T around in the ng l yc Ca Upkeep of properties ng ycli C ti Walking routeC et Public transpor G Town centre traffic / congestion

Source: Leicester Visitor Survey, NEMS Market Research 2007

7.14 Walking routes and public transport were ranked as the most positive perceptions of this centre (being 3.82 and 3.81 out of 5 respectively). A number of categories scored relatively low, including, cycle parking (1.38), leisure (1.47) and cycle routes (1.6).

Accessibility

Public Transport

7.15 Evington Road is well served by the bus network. Bus no.’s 16, 22, 36 and 81 visit on a regular basis and provide transport to the City Centre.

Access by Foot and Bicycle

7.16 The District Centre is located within a density populated residential area, therefore, access by foot to the centre is easy.

7.17 No cycle paths are located on Evington Road, however, National Cycle Route 63 runs to the south of Evington Road and could easily be used by cyclists to access the centre. Cycle parking facilities are located within this centre.

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Car Access and Parking

7.18 The District Centre is located along Evington Road and is easily accessible from the surrounding area, the A6 being within close proximity.

7.19 Car parking in this centre is limited to a small number of on-street parking spaces.

Mode of Transport Used

7.20 Figure 7.4 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit this District Centre.

Figure 7.4 – Mode of Transport Used to Access Evington Road

80.00%

70.00%

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got a Park & ride Other lift

Source: Leicester Visitor Survey, NEMS Market Research 2007

7.21 Figure 7.4 demonstrates that the majority of people walk to this centre (66.67%). This indicates that the centre draws a large number of people from the surrounding residential areas.

7.22 A large number of people (25%) arrive by car and only a small number arrive by bus (8.33%).

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Attractiveness of the District Centre

7.23 The centre contains shops with flats above. The buildings include some historic characteristics and the street furniture is of decent quality. However, there is a lack of landscaping, which could enhance the attractiveness of this centre.

Strengths and Weaknesses of the Centre

7.24 The environmental quality of this centre is good, with buildings having some historic characteristics and decent quality street furniture being provided.

7.25 This centre contains a range of retail units, however, it also contains other facilities, for example - a dentist, betting shop, distance learning centre and the Leicester English Language Service. These facilities add to the retail offer in the centre.

7.26 Evington Road is well served by the bus network. Buses visit the centre on a regular basis and provide transport to the City Centre.

7.27 Car parking in this centre is limited to a small number of on-street parking spaces.

Conclusion on Vitality and Viability

7.28 Evington Road District Centre is a relatively vital and viable centre and performs a similar role to the other three District Centres in the City of Leicester.

7.29 There are 7 vacant units out of 83 units in the district centre (8.4%). These vacant units are largely transitional and indicate that it should generally not be difficult for retailers to move into this centre.

7.30 The centre contains a variety of retail units and the Co-op and Iceland stores provide a range of convenience goods for the surrounding area. It is noted that this centre contains a higher than average number of convenience units. It also contains a higher than average number of service units, which provide important facilities for nearby residents.

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8. ASSESSMENT OF BELGRAVE ROAD/ MELTON ROAD DISTRICT CENTRE

HEALTH CHECK

8.1 The Belgrave Road/ Melton Road District Centre is located approximately 1km north of the City Centre and extends approximately 1.5km along Belgrave Road/ Melton Road. It is a shopping centre of international, national and regional importance and contains stores that serve the local area as well as a large number of specialist shops that serve the Asian community. Due to this, the centre draws people from a wide area.

8.2 There are two distinct parts to this centre: the retail units on Belgrave Road and the retail units on Melton Road. The retail units on Melton Road are separated by non-commercial and residential properties. This is less common on Belgrave Road, but the road becomes four lanes wide, which reduces the ease of pedestrian movement cross it. Belgrave Road is home to a large number of multiple retailers, whilst Melton Road has a greater proportion of independent retailers.

8.3 The District Centre is identified on the Leicester City Local Plan Proposal Map. A photo of Belgrave Road/ Melton Road District Centre is shown below (Photo 7).

Photo 7 – Belgrave Road District Centre

Trade Mix

8.4 CACI have assessed the trade mix for Belgrave Road/ Melton Road District Centre and Figure 8.1 shows the results of this assessment as well as the percentage number of independent and multiple stores in Belgrave Road District Centre. This centre contains a total of 133 units.

43 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

Figure 8.1 – Trade Mix in Belgrave Road/ Melton Road District Centre

Source: CACI analysis (2007)

8.5 Figure 8.1 shows that Belgrave Road/ Melton Road District Centre has a relatively high number of comparison units, however, it has a low number of convenience units – although the Sainsburys store in the southern portion of the centre provides for the needs of the area. It is also noted that this centre has a large number of service and catering units, which indicates that there is a good provision of banks, estate agents, restaurants, takeaways, pubs and other basic service infrastructure.

8.6 Figure 8.2 below shows the average of the combined totals for the four District Centres in the study area. The data in the table will be used to assess the provision in each District Centre.

Figure 8.2 – Trade Mix for the Four District Centres

Source: CACI analysis (2007)

8.7 Comparing the trade mix data for Belgrave Road/ Melton Road District Centre to the trade mix data for all the District Centres contained in Figure

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8.2 indicates that Belgrave Road/ Melton Road has a much lower than average percentage number of convenience, service and vacant units. However, the centre has a much higher than average percentage number of comparison units, and a similar percentage number of catering units. The high number of comparison units is not surprising given that the centre contains specialist stores for the Asian community.

Vacant Units

8.8 According to the CACI analysis, there is only 1 vacant unit out of the 133 units located in the District Centre (0.8%). This is indicative of the economic prosperity of this centre, however, it limits the ability of new retailers being able to move into the centre.

Supermarkets

8.9 This District Centre contains one supermarket: a Sainsburys store at the southern end of the centre.

Diversity of Uses

8.10 As noted above, there is a good provision of banks, estate agents, restaurants, takeaways, pubs and other basic service infrastructure in this centre. It is also noted that the centre contains a cinema, however, this has now closed.

Multiple Retailers

8.11 Belgrave Road/ Melton Road District Centre only contains a small range of multiple retailers. These stores mainly fall within the service classification.

Independent Retailers

8.12 Figure 8.2 above shows the percentage number of independent retailers compared to multiple retailers and demonstrates that independent stores dominate this centre. This is not surprising considering that this centre provides a specialist shopping area for the Asian community and attracts people from a wide area.

8.13 This range and diversity of independent retailers within Belgrave Road/ Melton Road should be protected, as it is these retailers which create the distinct character of this centre. It is essential that further retail

45 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

development does not unacceptably impact upon these independent stores.

Yields

8.14 Information on yields is not available for a centre the size of Belgrave Road/ Melton Road.

Perception of the District Centre

8.15 Survey respondents were asked to rate various aspects of the District Centre’s infrastructure and environment, as well as to rate the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided in Figure 8.3 below.

Figure 8.3 – Rating of Infrastructure, Environment and Retail

5 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0

s e s y s r ing e r tre e ion p ure ic ours i fet t the ering is h ent n from ilit town e rv c sa O hop at L & ac C Se to f the S to ce to g onges onal c in in the centrees ort in / Opening p rking facilitiesers c out a P r park raffi Crime Town cleanlines g routes le t n e ic trans yc Car P tr Upkeep of properties bl C ting aroundWalking Cycli u en t P c Ge wn o T

Source: Leicester Visitor Survey, NEMS Market Research 2007

8.16 Catering was ranked as the most positive perception of this centre (4.37 out of 5), with shopping and public transport coming a close second (4 out

46 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

of 5 each). Cycle parking and traffic congestion were identified as the biggest problems with the centre (2.33 out of 5).

Accessibility

Public Transport

8.17 Belgrave Road/ Melton Road District Centre is well served by the bus network. Bus no’s 6, 127, 5 and 5a visit the area every 10 - 60 minutes and provide transport to the City Centre.

Access by Foot and Bicycle

8.18 The District Centre is located within a density populated residential area, therefore, access by foot to the centre is relatively easy.

8.19 There are numerous cycle routes, which run adjacent to, and across this centre including national route 6 and regional route 77. These routes provide excellent cycle access to the centre. Also, there are several cycle parking areas on Melton Road, however, none are apparent on Belgrave Road.

Car Access and Parking

8.20 The centre is located on a main arterial road (the A607), and is easily accessible from the surrounding area.

8.21 There are a limited number of parking spaces provided on The Commercial Centre site as well as space located on the Sainsbury’s site. On street parking is also available.

Mode of Transportation Used

8.22 Figure 8.4 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit this District Centre.

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Figure 8.4 – Mode of Transport Used to Access Belgrave Road

80.00%

70.00%

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got a Park & ride Other lift

Source: Leicester Visitor Survey, NEMS Market Research 2007

8.23 Figure 8.4 demonstrates that the vast majority of people drive to this centre (68.42%). The same numbers of people walk to the centre as arrived by bus (15.79%).

Attractiveness of the District Centre

8.24 Belgrave Road and Melton Road carry a large volume of traffic. This somewhat detracts from the attractiveness of the centre. The problem is exacerbated on Belgrave Road when the road widens to four lanes.

8.25 The area is made up of predominantly small independent retailers, which mainly have good quality frontages.

8.26 The centre is lacking in street furniture and landscaping and would benefit from the provision of public facilities.

Strengths and Weaknesses of the Centre

8.27 Belgrave Road/ Melton Road District Centre is located in close proximity to the City Centre (1km). It is a shopping centre of international, national

48 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

and regional importance and contains stores that serve the local area as well as a large number of specialist shops that serve the Asian community.

8.28 Belgrave Road District Centre only contains a small range of multiple retailers. These stores mainly fall within the services classification. This is reflective of the specialist nature of the shops in the area, being mainly stores that sell Asian goods.

8.29 The centre is well served by the bus network and access to and from the City Centre is relatively easy due to the close proximity of the CSC and regularity of the buses. Access by car is also relatively easy due to this District Centre being located on a main road.

8.30 Belgrave Road and Melton Road carry a large volume of traffic. This somewhat detracts from the attractiveness of the centre. The problem is exacerbated on Belgrave Road when the road widens to four lanes.

8.31 The centre is lacking in street furniture and landscaping and public facilities.

Conclusion on Vitality and Viability

8.32 Belgrave Road/ Melton Road District Centre is a shopping centre of international, national and regional importance and contains stores that serve the local area as well as a large number of specialist shops that serve the Asian community. Due to this, the centre is of regional significance and draws people from a wide area. Overall, the centre is considered to be vital and viable.

8.33 There are two distinct parts to this centre: the retail units on Belgrave Road and the retail units on Melton Road. Belgrave Road is home to a large number of multiple retailers, whilst Melton Road has a greater proportion of independent retailers.

8.34 There is only 1 vacant unit out of the 133 units located in the District Centre (0.8%). This is indicative of the economic prosperity of this centre, however, it limits the ability of new retailers being able to move into the centre.

8.35 Belgrave Road/ Melton Road District Centre has a lower than average percentage number of convenience, service and vacant units. However,

49 LEICESTER CITY CENTRE HEALTH CHECKS - November 2007

the centre has a much higher than average percentage number of comparison units, and a similar percentage number of catering units. The high number of comparison units is not surprising given that the centre contains specialist stores for the Asian community.

8.36 The centre would benefit from the provision of public facilities, such as seating, as well as landscaping.

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9. ASSESSMENT OF NARBOROUGH ROAD/ HINCKLEY ROAD DISTRICT CENTRE

HEALTH CHECK

9.1 Narborough Road/ Hinckley Road District Centre is located to the south- west of Leicester City Centre. The majority of retail units in this centre are located on Narborough Road and span a distance of approximately 2.5km.

9.2 The District Centre mainly consists of traditional, terraced retail units. However, there is a small retail park at the northern end of the centre.

9.3 The centre is identified on the Leicester City Local Plan Proposal Map. A photo of Narborough Road District Centre is shown below (Photo 8).

Photo 8 – Narborough Road District Centre

Trade Mix

9.4 CACI have assessed the trade mix for Narborough Road/ Hinckley Road District Centre and Figure 9.1 shows the results of this assessment as well as the percentage number of independent and multiple stores in the centre. Narborough Road/ Hinckley Road District Centre contains a total of 129 units.

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Figure 9.1 – Trade Mix in Narborough Road/ Hinckley Road District Centre

Source: CACI analysis (2007)

9.5 Figure 9.1 shows that the centre has a reasonable percentage number of comparison units and convenience units. It is also noted that this centre is dominated by service and catering units, which indicates that there is a good provision of, for example - banks, estate agents, restaurants, takeaways, pubs and other basic service infrastructure.

9.6 Figure 9.2 below shows the average of the combined totals for the four District Centres in the study area. The data in the table will be used to assess the provision in each District Centre.

Figure 9.2 – Trade Mix for the Four District Centres

Source: CACI analysis (2007)

9.7 Comparing the trade mix data for Narborough Road/ Hinckley Road District Centre to the trade mix data for all the District Centres contained in Figure 9.2 indicates that this centre has a significantly lower than average percentage number of comparison units. It also has a higher than average percentage number of catering units and vacant units. The amount of convenience units is very similar to the average level as is the number of service units.

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Vacant Units

9.8 According to the CACI analysis, there are 12 vacant units out of 129 units in the District Centre (9.3%). These vacant units are largely transitional and due to the number of vacancies it should generally not be difficult for retailers to move into this centre.

Supermarkets

9.9 Narborough Road/ Hinckley Road District Centre contains an Iceland store and Co-op supermarket. It is also noted that a Londis store is located in this centre.

Diversity of Uses

9.10 As well as a range of retail units, this centre contains a number of community and educational uses, including a library, language centre, two sub-Post Offices, a policing unit and a branch of Leicester College.

Multiple Retailers

9.11 Figure 9.2 above assesses the level of multiple retailers in the centre. It shows that the total number of multiple comparison stores is very low (6.1%). The table also shows that the majority of grocery/convenience stores are independents, however, Iceland, Co-op and Londis are located in the centre. A large portion of catering units (coffee shops, takeaways and restaurants) and service units are independents. These results are typical of a centre serving a District Centre role.

Independent Retailers

9.12 Figure 9.2 above shows the percentage number of independent retailers compared to multiple retailers and demonstrates that on all counts there are much greater numbers of independent stores compared to multiple retailers.

Yields

9.13 Information on yields is not available for a centre the size of Narborough Road.

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Perception of the District Centre

9.14 Survey respondents were asked to rate various aspects of the District Centre’s infrastructure and environment, as well as to rate the current retail provision. The rating system ranged from a high score of 5 (Very Good) to a low score of 1 (Poor) and the average of the answers to each of the questions is provided in Figure 9.3 below.

Figure 9.3 – Rating of Infrastructure, Environment and Retail

4.5 4 3.5 3 2.5 2 1.5 1 0.5 0

g s re s s r ng n e t ie ss ie e i n rom it fety ion rt h eri ic l st t eisure rv hours ci Ot a L e g & f hopp C n o fa S S i the ce t g n es to centrert n tes to centret ki rsonal sa pe u u r p of prope O o spo e fic / conge e n pa P g r e Crime inTown the town cleanline ng ro n ra traf ki t g aroundl in lic Upke n a b Cycl tti W Cycli Pu centre Ge Town

Source: Leicester Visitor Survey, NEMS Market Research 2007

9.15 Walking routes to the centre were ranked as the most positive perception of this centre (3.96 out of 5), with leisure facilities identified as the biggest problem within the centre (1.96 out of 5). There were also concerns expressed towards cycle parking facilities (2.36 out of 5) and traffic problems (2.57 out of 5).

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Accessibility

Public Transport

9.16 Narborough Road/ Hinckley Road District Centre is well served by the bus network. Bus no.’s 50, 50A, 51 and 51A visit this area every 20 - 60 minutes and provide transport to the City Centre.

Access by Foot and Bicycle

9.17 The District Centre is located within a density populated residential area. However, as Narborough Road is a relatively busy road it can hinder pedestrian movement within the centre.

9.18 National cycle route 6 runs parallel to Narborough Road and there are also several smaller local cycle routes, which run close to the centre. These routes provide good access to the centre for cyclists.

9.19 There are no specific cycle parking facilities, however, railings provide numerous opportunities to secure a bicycle if required.

Car Access and Parking

9.20 The centre is located on a main arterial road (the A5460), and is easily accessible from the surrounding area. This road also provides easy access to Fosse Park and the M1.

9.21 Car parking bays are provided on both sides of Narborough Road. They are ‘short stay’ bays, however, if parking for longer periods of time is required then the roads located in the adjacent residential areas to the east and west of the centre allow unrestricted parking.

Mode of Transport Used

9.22 Figure 9.4 below shows the results from the Visitor Survey in terms of the modes of transport that people used to visit this District Centre.

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Figure 9.4 – Mode of Transport Used to Access Narborough Road

80.00%

70.00%

60.00%

50.00%

40.00%

30.00%

20.00%

10.00%

0.00% Walk Car Motorbike Bicycle Train Bus Taxi / got Park & Other a lift ride

Source: Leicester Visitor Survey, NEMS Market Research 2007

9.23 Figure 9.4 demonstrates that the majority of people walk to this centre (72%). This indicates that the centre draws a large number of people from the surrounding residential areas.

9.24 A much lower number of people (14%) arrive by car and an even less number arrive by bicycle (8%). It is interesting to note that no persons arrived by bus even though the centre has good bus links.

Attractiveness of the District Centre

9.25 This centre contains a number of historic buildings such as the church adjacent to the junction with Upperton Road. The centre also contains a large number of quality cafes, bars and restaurants that enhance the attractiveness of the area.

9.26 It is located on a main route to the City Centre (the A5460) and therefore carries a relatively high volume of traffic. This traffic is detrimental to the attractiveness of this centre.

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9.27 There is good provision of bins, phone boxes and bus stops on Narborough Road. There is also provision of seating areas, however, these are often linked to private businesses located on Narborough Road. There is a need for public seating to be provided and landscaping could improve the attractiveness of the area.

Strengths and Weaknesses of the Centre

9.28 Narborough Road/ Hinckley Road District Centre contains a good range of retail units as well as a number of community and educational uses, including a library, language centre, two sub-Post Offices, a policing unit and a branch of Leicester College.

9.29 At the northern end of the centre is a retail park, which is occupied by bulky goods units. The centre also contains a wide variety of independent retailers, which add to the offer in the centre.

9.30 The District Centre contains a number of historic buildings such as the church adjacent to the junction with Upperton Road.

9.31 The centre also contains a large number of quality cafes, bars and restaurants that enhance the attractiveness of the area. The area around Narborough Road/ Hinckley Road contains houses occupied by students.

9.32 The centre is located within close proximity to the City Centre, however, it is also well served by the bus network and is located on a main arterial road. This further enhances its accessibility.

9.33 Car parking bays are provided on both sides of Narborough Road which makes it very convenient for customers however there is unrestricted parking in adjacent residential areas which could create problems for the local community in terms of congestion. This situation needs to be carefully monitored.

9.34 Narborough Road is a relatively busy road, therefore pedestrian movement within the centre can be hindered. The traffic is also detrimental to the attractiveness of this centre.

9.35 The centre is lacking in public seating and landscaping.

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Conclusion on Vitality and Viability

9.36 Narborough Road/ Hinckley Road District Centre is a relatively vital and viable centre and performs a similar role to the other three District Centres in the City of Leicester.

9.37 There are 12 vacant units out of 129 units in the District Centre (9.3%). These vacant units are largely transitional and due to the number of vacancies it should generally not be difficult for retailers to move into this centre.

9.38 The centre contains a large variety of retail units, however, it has a significantly lower than average percentage number of comparison units. The percentage number of catering units and vacant units is higher than average. The amount of convenience units is very similar to the average as is the number of service units.

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10. ASSESSMENT OF LOCAL CENTRES

10.1 The City of Leicester contains 67 Local Centres as identified on the Adopted Local Plan Proposal Map and the City of Leicester Local Plan – 2nd Deposit Copy – Maps of the Shopping Centres – July 2003 document. This study examines all of these centres, however, the health of the following centres have been reviewed in more detail due to their size, or real/ perceived problems:

• London Road Local Centre; • Green Lane Road Local Centre; • East Park Road (north) Local Centre; • East Park Road (south) Local Centre; • Saint Saviours Road (west) Local Centre; • Blackbird Road/ Groby Road/Woodgate Local Centre; • Queens Road Local Centre; • Gipsy Lane Local Centre; • Allandale Road/ Francis Road Local Centre; • Loughborough Road Local Centre; • Welford Road/ York Road Local Centre; • Welford Road/ Gainsborough Road Local Centre; • Malabar Road Local Centre; • Evington Village Local Centre; • Aylestone Village Local Centre; • Humberstone Village Local Centre; • Home Farm Local Centre; and • The Exchange Local Centre.

10.2 The Local Centres have been scored using a Proforma, which contains Health Check criteria consistent with the requirements of PPS6. A copy of the Proforma is contained in Annex 1 and shows the scores allocated to each criterion, however, in essence a high score means that the centre is relatively healthy. The results of the Proforma are contained in Annex 2.

10.3 Brief Health Checks of the above-mentioned Local Centres as well as general comments regarding all the Local Centres are provided below.

London Road Local Centre

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10.3 London Road Local Centre is identified on the Leicester City Local Plan Proposal Map and is located to the south-east of the Central Shopping Core (CSC). It is split into two parts, labelled Part 1 and Part 2 on the ‘Maps of the Shopping Centres’ document. Photo 9 shows London Road Local Centre.

Photo 9 – London Road Local Centre

Trade Mix

10.4 The defined London Road Local Centre contains 78 units. There are two distinct parts to this Local Centre (Part 1 and Part 2), with Part 1 containing a high number of convenience and comparison units and Part 2 containing a relatively low number. In terms of service units, Part 1 contains a relatively average number of units and Part 2 contains a high number of units. The number of vacant units is low (less than 20%) in both parts of this centre.

10.5 Outside the defined centre is a large employment provision.

Multiple Retailers and Independent Retailers

10.6 The survey results indicate that Part 1 of the centre contains a low number of multiple retailers and a good range of independents. Part 2 does not contain any multiple retailers, however, it does contain a good range of independents.

Accessibility

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Public Transport

10.7 The centre is well served by public transport, which is partially attributed to its location near the CSC. Leicester’s central train station is immediately to the north of the defined Local Centre. Overall, this centre achieved an excellent rating for public transport and bus stops.

Access by Foot, Bicycle and Car

10.8 The Proforma scores show that pedestrian links within this centre are considered to be good. There are a number of pedestrian crossings along the length of London Road, which enable shoppers to cross the road with relative ease.

10.9 There is an excellent provision of cycle routes. Cycle parking facilities in this centre have been scored as average.

10.10 London Road (the A6) is a main route into Leicester City Centre and contains four lanes of traffic. The road carries a relatively large volume of traffic, which can result in congestion.

Car Parking

10.11 The car parking provision in this centre has been scored as poor as on- street parking is not provided on London Road. Limited parking provision is available on adjoining residential streets.

Attractiveness of the Local Centre

10.12 London Road contains a variety of building styles, with the majority of fascias being well kept. However, the presence of the A6 through this shopping area is detrimental to the amenity of the area.

10.13 The Proforma scores show that the centre had an average score in terms of the presence and condition of street furniture and public facilities. However, the centre has not suffered from graffiti, fly posting, vandalism or litter and thus gained an excellent score in this category.

Strengths and Weaknesses of the Centre

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10.14 London Road Local Centre has excellent accessibility and is along a primary bus route and is in close proximity of Leicester’s rail station.

10.15 There is also a vibrant evening economy due to the preponderance of takeaways and restaurants in the area which encourages buoyant pedestrian flows.

10.16 There is a lack of diversity in terms of comparison goods type stores and these should be encouraged in the future.

10.17 There is a distinct lack of car parking along what is essentially a very busy thoroughfare into the City.

Conclusion on Vitality and Viability

10.18 London Road is located in close proximity to the CSC and has a unique character in that the area contains a number of office buildings and functions as an adjunct to the City Centre.

10.19 The central railway station in Leicester is located to the north of this centre, therefore, it is in close proximity to the shops on London Road. As such, this Local Centre is well linked with the railway station and it is considered that these links should be maintained. Also, it is considered that links should be encouraged between the two parts of this centre.

10.20 The centre is dominated by service units and the range of convenience and comparison stores is somewhat limited. Increasing the number of comparison and convenience stores would improve the offer in this Local Centre and encourage more people to visit this centre.

Green Lane Road Local Centre

10.21 Green Lane Road Local Centre is identified on the Leicester City Local Plan Proposal Map and is approximately 3km to the east of Leicester City Centre. The centre comprises three defined parts, being Part 1, Part 2 and Part 3. All the parts are within close proximity to each other and are in a linear form on Green Lane Road.

10.22 Photo 10 below shows Green Lane Road Local Centre.

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Photo 10 – Green Lane Road Local Centre

Trade Mix

10.23 The defined Green Lane Road Local Centre contains a total of 111 units. The centre contains a relatively average number of convenience and comparison and service units. The centre also contains a low number (less than 20%) of both vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.24 Part 1 of this centre contains a low number of multiple retailers and an adequate range of independent retailers. Part 2 contains a similar number of multiple retailers, however, it has a good range of independent retailers. Also, Part 3 does not contain any multiple retailers although it has a good range of independents.

Accessibility

Public Transport

10.25 Public transport has achieved an excellent score for this area.

Access by Foot, Bicycle and Car

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10.26 The Proforma scores show that pedestrian links within this centre are considered to be average. The condition of the footpath on Green Lane Road has achieved a low score and is considered to be poor.

10.27 Accessibility by cycles through the provision of cycle routes also scored an average mark.

10.28 Green Lane Road can be easily accessed by car as the A47, which runs west to east, and the A6030, which runs north to south, are located in close proximity.

Car Parking

10.29 The car parking provision has been scored as average as parking in the area is limited.

Attractiveness of the Local Centre

10.30 The Proforma scores show that the centre achieved low scores for ‘Environmental Quality’. In particular, the centre scored low for the condition of the carriageway and street furniture, public facilities, maintenance/ repair of buildings and security. There is also the presence of graffiti, fly posting, vandalism and litter within this area.

Strengths and Weaknesses of the Centre

10.31 A good range of units with good representation of independents and buoyant pedestrian flows.

10.32 Very limited parking with a congested street scene as a result in terms of traffic.

10.33 There is a general lack of street furniture with signs of graffiti and parts of the townscape are fragmented with gaps between buildings which suggests there opportunities for infill.

Conclusion on Vitality and Viability

10.34 Green Lane Road Local Centre is a relatively large Local Centre, which is located approximately 3km to the east of Leicester City Centre.

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10.35 The defined Green Lane Road Local Centre contains a total of 111 units. The centre contains a relatively average number of convenience and comparison and service units. The centre also contains a low number (less than 20%) of both vacant and ‘other’ uses

10.36 The environmental quality of this centre requires improvement as evidenced by the relatively low scores for a number of Proforma criteria. This centre would benefit from a general tidy-up as well as improvements to the footpath, street furniture and facades of buildings. There are opportunities for infill in parts of the centre.

10.37 It is important that linkages between the three parts of this centre are maximised. The Council should resist any future proposals, which may damage these links.

East Park Road (North) Local Centre

10.38 East Park Road (North) Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 11 shows this Local Centre.

Photo 11 – East Park Road (North) Local Centre

Trade Mix

10.39 This centre contains a total of 30 units. The Proforma indicates average numbers of convenience and comparison units and low numbers (less than 20%) of service, vacant and ‘other’ uses.

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Multiple Retailers and Independent Retailers

10.40 This centre does not contain any multiple stores. The range of independent stores is good.

Accessibility

Public Transport

10.41 Public transport has achieved an excellent score for this Local Centre.

Access by Foot, Bicycle and Car

10.42 The Proforma scores show that pedestrian links within this centre are considered to be good. The condition of the footpath on East Park Road has achieved a low score and is considered to be poor.

10.43 Accessibility by cycles through the provision of cycle routes were rated as good.

10.44 East Park Road can be easily accessed by car as the A47, which runs west to east, and the A6030, which runs north to south, are located in close proximity.

Car Parking

10.45 The car parking provision has also been scored as average as parking is provided via bays cut into the pavement.

Attractiveness of the Local Centre

10.46 The Proforma scores show that the centre achieved an overall average score for ‘Environmental Quality’. However, it is noted that the centre scored low for the condition of the carriageway and street furniture, public facilities, and maintenance/ repair of buildings criteria.

Strengths and Weaknesses of the Centre

10.47 There is good provision of bay parking and there is a good range of independent stores present.

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10.48 However, streets are rather congested and the townscape appears fragmented with scope for infill. There is a distinct lack of street trees which would significantly add value to the local centre’s environmental quality.

Conclusion on Vitality and Viability

10.49 East Park Road (North) offers an adequate range of retail units. However, the environmental quality of this centre requires improvement as evidenced by the relatively low scores for a number of Proforma criteria. This centre would benefit from a general tidy-up as well as improvements to the footpath, street furniture and facades of buildings.

East Park Road (South) Local Centre

10.50 East Park Road (South) Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 12 shows East Park Road (South) Local Centre. Eggington Street local centre runs adjacent to East Park Road and the two centres are complementary to each other.

Photo 12 – East Park Road (South) Local Centre

Trade Mix

10.51 This centre contains a total of 8 units. The Proforma results show that there is a low number of convenience units in this location and a relatively high number of comparison units. There are also low numbers (less than 20%) of service, vacant and ‘other’ uses.

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Multiple Retailers and Independent Retailers

10.52 All the stores located in this centre contain independent retailers, of which, there is an adequate range.

Accessibility

Public Transport

10.53 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.54 The Proforma scores show that pedestrian links within this centre are average. The condition of the footpath on East Park Road has achieved a low score and is considered to be poor.

10.55 Accessibility by cycles through the provision of cycle routes was rated as excellent.

10.56 East Park Road can be easily accessed by car as the A47, which runs west to east, and the A6030, which runs north to south, are located in close proximity.

Car Access and Parking

10.57 The car parking provision has been scored as average as parking is provided via bays cut into the pavement.

Attractiveness of the Local Centre

10.58 The Proforma scores show that the centre only achieved a poor rating (1 out of 4) on all counts in the ‘Environmental Quality’ section of the Proforma. This indicates that the centre is in need of improvements and repairs.

Strengths and Weaknesses of the Centre

10.59 There is a safe and communal feel to this area. With high quality shop frontages and a good range of stores and service provided.

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10.60 The busy road layout makes pedestrians movement difficult. There is no off road car parking available and shop frontages often encroach onto the pedestrian areas.

10.61 The presence of nearby Eggington Street centre is complementary.

Conclusion on Vitality and Viability

10.62 East Park Road (South) Local Centre is a relatively small centre, containing only 8 units. There is a low number of convenience units in this location and a relatively high number of comparison units. There are also low numbers of service, vacant and ‘other’ uses. The presence of nearby Eggington Street centre provide complementary services to the local community in this area.

10.63 The environmental quality of this centre requires improvement as evidenced by the low scores for this section of the Proforma criteria. In order to improve the vitality and viability of this centre, it would benefit from improvements to the footpath, street furniture and facades of buildings.

Saint Saviours Road (West) Local Centre

10.64 Saint Saviours Road (West) Local Centre is identified on the Leicester City Local Plan Proposal Map. A photo of this centre is provided below.

Photo 13 – Saint Saviours Road (West) Local Centre

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Trade Mix

10.65 This centre contains a total of 35 units. The Proforma results show that there is a low number of convenience units in this location and an average number of comparison and service units. There are also low numbers (less than 20%) of vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.66 All the stores located in this centre contain independent retailers, therefore, there are no multiple retailers located here. The survey indicates that there is a good range of high quality independent retailers.

Accessibility

Public Transport

10.67 The Proforma scores show a good provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.68 The Proforma scores show that there are poor pedestrian links in this centre. The condition of the footpath on Saint Saviours Road has achieved a low score and is also considered to be poor. It is also noted that several of the shops spill out onto the pavement, which reduces pedestrian accessibility.

10.69 Accessibility by cycles is scored as poor.

10.70 Saint Saviours Road can be easily accessed by car as the A47, which runs west to east, and the A6030, which runs north to south, are located in close proximity.

Car Parking

10.71 The car parking provision has been scored as average as parking is provided via bays cut into the pavement.

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Attractiveness of the Local Centre

10.72 The Proforma scores show that the centre only achieved poor or average ratings within the ‘Environmental Quality’ section of the Proforma. This indicates that the centre is in need of improvements and repairs.

Strengths and Weaknesses of the Centre

10.73 Parking bays provide a helpful off road parking facility for this local centre.

10.74 The busy road makes pedestrian movement both difficult and dangerous.

10.75 Shop fascias are of low quality and would merit improvement.

Conclusion on Vitality and Viability

10.76 Saint Saviours Road (West) Local Centre contains a low number of convenience units and an average number of comparison and service units. There are also low numbers of vacant and ‘other’ uses.

10.77 The environmental quality of this centre requires improvement as evidenced by the low/ average scores for this section of the Proforma criteria. This indicates that the centre is in need of improvements and repairs in order to improve its vitality and viability.

Blackbird Road/ Groby Road/ Woodgate Local Centre

10.78 Blackbird Road/ Groby Road/ Woodgate Local Centre is identified on the Leicester City Local Plan Proposal Map. This area is centred on a junction between four roads (see Photo 14).

Photo 14 – Blackbird Road/ Groby Road/ Woodgate Local Centre

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Trade Mix

10.79 This centre contains a total of 34 units. The Proforma results show that there is an average number of convenience units in this location and it is noted that a Co-op supermarket is located within the centre. There is also a low number of comparison units and service units. Further, the number of vacant units and ‘other’ uses is low.

Multiple Retailers and Independent Retailers

10.80 The survey results show that this centre contains a large quantity and diversity of independent retailers as well as a number of multiple retailers (18 stores in total). The presence of multiple retailers indicates investor confidence in this area.

Accessibility

Public Transport

10.81 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.82 The Proforma scores show that there are poor pedestrian links. This is due to the layout of the centre, around a junction of four relatively busy roads. The condition of the footpath in this area has achieved a ‘good’ score.

10.83 Accessibility by cycles in this centre is rated as average.

10.84 This centre can be easily accessed by car as Woodgate is a classified road (the A50) and the A6 runs in a north – south direction to the east of the centre.

Car Parking

10.85 The car parking provision has been scored as good as parking areas are provided within the centre, either off the street or within areas associated with specific businesses.

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Attractiveness of the Local Centre

10.86 The Proforma scores show that the centre achieved a slightly below average total score within the ‘Environmental Quality’ section of the Proforma (18 out of 40). In particular, the centre only achieved poor ratings for the provision of seats, bins and cycle facilities. The environmental quality of this centre is also degraded by its location on a busy road junction.

Strengths and Weaknesses of the Centre

10.87 There is a diverse range of uses with trees planted along the paved frontages which makes for an attractive environment.

10.88 However, parking is very limited and as a result there was evidence of several cars parking on the pavements outside shops. There is a distinct lack of street furniture.

Conclusion on Vitality and Viability

10.89 Blackbird Road/ Groby Road/ Woodgate Local Centre contains an average number of convenience units, including a Co-op supermarket, which enhances the convenience provision in this centre. However, the centre contains a low number of comparison units and service units.

10.90 It is noted that there is a low number of vacant units, which indicates retailer confidence in this area. The centre also contains a large quantity and diversity of independent retailers as well as a number of multiple retailers, which also indicates retailer confidence and ensures a good range of retail stores in this Local Centre.

10.91 The centre has poor pedestrian links, which is due to the layout of the centre, around a junction of four relatively busy roads. The location of the centre around these roads degrades its environmental quality. The centre is also lacking in the provision of seats, bins and cycle facilities.

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Queens Road Local Centre

10.92 Queens Road Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 15 shows this Local Centre.

Photo 15 – Queens Road Local Centre

Trade Mix

10.93 This centre contains a total of 56 units. The Proforma results show that there is an average number of convenience units in this location and a slightly above average number of comparison units. There are also low numbers (less than 20%) of service, vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.94 The survey results show that this centre contains a large quantity and diversity of independent retailers and a number of multiple retailers (2 – 4 stores). The presence of multiple retailers indicates investor confidence in this centre.

Accessibility

Public Transport

10.95 The scores show an excellent provision of public transport for this centre.

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Access by Foot, Bicycle and Car

10.96 The scores show that pedestrian links, the condition of the footpath and provision for cyclists in this centre achieved average scores.

10.97 Queens Road can be easily accessed by car as the A5199 and A6 run in a roughly north - south direction to the east and west of the area.

Car Parking

10.98 Car parking provision in this centre has achieved an average score.

Attractiveness of the Local Centre

10.99 The Proforma scores show that the centre achieved excellent scores for lack of graffiti, cycle facilities, and maintenance and repair of buildings. Overall, the total score for the ‘Environmental Quality’ section of the Proforma was relatively good, being 27 out of 40).

Strengths and Weaknesses of the Centre

10.100 There is a good representation of high street banks in this location and diverse range of uses with no vacancies in this location.

10.101 Although the bay parking facility is useful provision is inadequate for this busy centre. There is an attractive tree lined boulevard and street furniture is well provided for.

Conclusion on Vitality and Viability

10.102 Queens Road is a relatively vital and viable Local Centre. It contains an average number of convenience units and a slightly above average number of comparison units. There are also low numbers of service, vacant and ‘other’ uses. The environmental quality of this centre is good although parking needs to be improved.

10.103 The survey results show that this centre contains a large quantity and diversity of independent retailers and a number of multiple retailers. The presence of multiple retailers in this centre indicates investor confidence.

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Gipsy Lane Local Centre

10.104 Gipsy Lane Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 16 shows this Local Centre.

Photo 16 – Gipsy Lane Local Centre

Trade Mix

10.105 This centre contains a total of 36 units. The Proforma results show that there is a low number of convenience units in this location and average numbers of comparison and service units. There are also low numbers (less than 20%) of vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.106 The survey results show that this centre contains a large quantity and diversity of independent retailers and a number of multiple retailers (2 - 4 stores). The presence of multiple retailers in this centre indicates investor confidence.

Accessibility

Public Transport

10.107 The scores show an excellent provision of public transport for this centre.

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Access by Foot, Bicycle and Car

10.108 The Proforma scores show that the pedestrian links achieved an average score. The condition of the footpath on Gipsy Lane achieved a poor rating as did the provision for cyclists.

10.109 Gipsy Lane can be easily accessed by car as this road is classified as the A6030.

Car Parking

10.110 The car parking provision for the centre achieved a good rating.

Attractiveness of the Local Centre

10.111 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was just below average (17 out of 40). In particular, it had a poor rating for the provision of seats criterion and ease of movement within the centre.

Strengths and Weaknesses of the Centre

10.112 Overall this centre has a strong independent retail mix with bay parking.

10.113 There is a wide pedestrian reservation on one side of the road as shops are set back making for a more pleasant shopping environment.

10.114 The frontages are fragmented in parts which could provide opportunities for future infill. There is evidence of graffiti which detracts from an otherwise attractive street scene.

Conclusion on Vitality and Viability

10.115 Gipsy Lane Local Centre contains a low number of convenience units and average numbers of comparison and service units. There are also low numbers of vacant and ‘other’ uses.

10.116 The centre contains a large quantity and diversity of independent retailers and a number of multiple retailers. The presence of multiple retailers here shows retailer confidence in the area.

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10.117 Pedestrian links within the area are hindered by the presence of Catherine Street, which separates the two parts of the centre, however, traffic lights and crossing points are provided in this area. The links between the two parts of the centre should be maintained to ensure coherence for the centre.

10.118 The environmental quality of the centre is relatively low. The condition of the footpath on Gipsy Lane requires improvements and parking facilities for cyclists should be provided.

Allandale Road/ Francis Street Local Centre

10.119 Allendale Road/ Francis Street Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 17 shows this Local Centre.

Photo 17 – Allendale Road/ Francis Road Local Centre

Trade Mix

10.120 This centre contains a total of 61 units. The Proforma results show that there is a low number of convenience units in this location and a slightly above average number of comparison units. There are also low numbers (less than 20%) of service, vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.121 This centre does not contain any multiple retailers, however, there is a large quantity and diversity of independent retailers.

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Accessibility

Public Transport

10.122 The scores show a good provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.123 The scores show that the pedestrian links and condition of the footpath are excellent. The provision for cyclists in this centre is rated as average.

10.124 This centre can be easily accessed by car as it is in close proximity to the A6030 and A6.

Car Parking

10.125 The car parking provision is rated as good.

Attractiveness of the Local Centre

10.126 The Proforma scores show that for the ‘Environmental Quality’ section this centre achieved excellent scores on a number of counts. The overall score for this section was 33 out of 40.

Strengths and Weaknesses of the Centre

10.127 This is an example of an excellent shopping environment with a diverse range of units and with high quality frontages and environmental quality.

10.128 Increased parking would benefit this successful centre.

Conclusion on Vitality and Viability

10.129 Allendale Road/ Francis Street Local Centre is a vital and viable centre. The centre provides a pleasant shopping environment and the environmental quality of the centre is excellent. It is also noted that a number of quality independent stores are located in this centre.

10.130 The range of retail units in this centre is good. There is a low number of convenience units in this location and a slightly above average number

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of comparison units. There are also low numbers of service, vacant and ‘other’ uses.

Loughborough Road Local Centre

10.131 Loughborough Road Local Centre is identified on the Leicester City Local Plan Proposal Map although it was noted that there were other shops within close proximity – hairdressers, newsagents, florists, and café which are located just outside the local centre boundary. Photo 18 shows this Local Centre.

Photo 18 – Loughborough Road Local Centre

Trade Mix

10.132 This centre contains a total of 26 units. The Proforma results show that there is a low number of convenience units in this location and an average number of comparison units. The number of service units is slightly above average, and there are low numbers (less than 20%) of vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.133 There are no multiple retailers in this centre. In terms of independent retailers, there is a good range of stores.

Accessibility

Public Transport

10.134 The scores show an excellent provision of public transport for this centre.

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Access by Foot, Bicycle and Car

10.135 The Proforma scores show that the pedestrian links, condition of the footpath and provision for cyclists in this centre achieved average scores.

10.136 This centre can be easily accessed by car as Loughborough Road is classified as the A6.

Car Parking

10.137 The car parking provision achieved a poor score as there are no parking areas in the centre.

Attractiveness of the Local Centre

10.138 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was just below average (17 out of 40). In particular, it had a poor rating for public facilities and ease of movement within the centre.

Strengths and Weaknesses of the Centre

10.139 Provision of bay parking, a diverse range of uses and a range of street trees are positive attributes.

10.140 There is potential for infill in between some of the shops where appropriate.

Conclusion on Vitality and Viability

10.141 Loughborough Road Local Centre contains a low number of convenience units and an average number of comparison units. The number of service units is slightly above average, and there are low numbers of vacant and ‘other’ uses.

10.142 The environmental quality of this centre has achieved an overall low score. The centre would benefit from the provision of additional public facilities.

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Welford Road/ York Road Local Centre

10.143 Welford Road/ York Road Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 19 shows this Local Centre.

Photo 19 – Welford Road/ York Road Local Centre

Trade Mix

10.144 This centre contains a total of 20 units. The Proforma results show that there is a low number of convenience and comparison units in this location and an average number of service units. There are also low numbers (less than 20%) of vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.145 The survey results show that there is one multiple retailer in this location. There is also a good range of independent stores.

Accessibility

Public Transport

10.146 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.147 The Proforma scores show that the pedestrian links achieved an average score and the condition of the footpath achieved a good score.

10.148 The provision for cyclists in this centre achieved an average score.

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10.149 This centre can be easily accessed by car as Welford Road is classified as the A594.

Car Parking

10.150 Car parking provision achieved an average score.

Attractiveness of the Local Centre

10.151 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was just above average (23 out of 40). However, the majority of scores were either ‘average’ or ‘good’.

Strengths and Weaknesses of the Centre

10.152 There is a diverse range of uses with a strong independent retailer presence with buoyant pedestrian flows along the busy road frontage.

10.153 There is no off road parking and a lack of street trees.

Conclusion on Vitality and Viability

10.154 Welford Road/ York Road Local Centre contains a low number of convenience and comparison units and an average number of service units. There are also low numbers of vacant and ‘other’ uses. The environmental quality of the centre could be improved and the centre is considered to be reasonably healthy.

Welford Road/ Gainsborough Road Local Centre

10.155 Welford Road/ Gainsborough Road Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 20 shows this Local Centre.

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Photo 20 – Welford Road/ Gainsborough Road Local Centre

Trade Mix

10.156 This centre contains a total of 30 units. The Proforma results show that there is a relatively large number of convenience units and a low number of comparison units. There are also low numbers (less than 20%) of service, vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.157 The survey results show that this centre contains a good range of multiple retailers as well as a large quantity and diversity of independent retailers (11 stores in total).

Accessibility

Public Transport

10.158 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.159 The Proforma scores show that the pedestrian links, condition of the footpath and provision for cyclists in this centre achieved average scores.

10.160 This centre can be easily accessed by car as Welford Road is classified as the A5199.

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Car Parking

10.161 The car parking provision for the area has achieved an average score.

Attractiveness of the Local Centre

10.162 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was average (20 out of 40). Also, the majority of scores within this section were average.

Strengths and Weaknesses of the Centre

10.163 This local particular local centre has a good range of multiples and diverse range of uses.

10.164 Parking is very limited with evidence of cars parking across pavements which detracts from a safe and secure shopping environment for pedestrians.

Conclusion on Vitality and Viability

10.165 The environmental quality of Welford Road/ Gainsborough Road Local Centre is relatively good. Overall, the centre is considered to be vital and viable.

10.166 The Proforma results show that there is a relatively large number of convenience units and a low number of comparison units. There are also low numbers (less than 20%) of service, vacant and ‘other’ uses.

10.167 The centre contains a good range of multiple retailers as well as a large quantity and diversity of independent retailers. The presence of multiple retailers indicates retailer confidence in this area.

Malabar Road Local Centre

10.168 Malabar Road Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 21 shows this Local Centre.

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Photo 21 – Malabar Road Local Centre

Trade Mix

10.169 This centre contains a total of 8 units. The Proforma results show that there are relatively low numbers of convenience units, comparison units and service units. The majority of units are not in use as retail units, such as a community centre and library. There are a number of unlawful shops just outside the defined centre which indicates that there is clearly a local demand for more facilities. However there is only a single convenience store which is insufficient for the area.

Multiple Retailers and Independent Retailers

10.170 The survey results show that this centre contains one multiple retailer and an adequate range of independent retailers.

Accessibility

Public Transport

10.171 The scores show a good provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.172 The Proforma scores show that the pedestrian links in this area are good as is the condition of the footpath.

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10.173 The provision for cyclists is rated as poor as no cycle parking facilities are provided.

10.174 This centre can be easily accessed by car as the A47 is located in close proximity.

Car Parking

10.175 The car parking provision for the area has achieved an average score.

Attractiveness of the Local Centre

10.176 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was relatively low (14 out of 40). A large number of the criteria in this section achieved a ‘poor’ rating due to the presence of litter, graffiti and a lack of public facilities.

Strengths and Weaknesses of the Centre

10.177 There is a good sized pedestrian area within this centre with quite roads making for a safe and secure shopping environment. Lots of tree planting helps to soften the impact of modernist style buildings.

10.178 The range of shops on offer is rather limited especially convenience stores (only 1) this may be due to the presence of other community facilities such as the library which limits the amount of retail space available.

Conclusion on Vitality and Viability

10.179 Malabar Road Local Centre is a small centre, containing only 8 units. The are very low numbers of convenience units, comparison units and service units. The majority of units are not in use as retail units, such as a community centre and library. The centre as originally defined may have met the needs of the community in the past but clearly the community has changed and new shops albeit unlawful have appeared to meet the needs of a new and distinct community specifically Somali. Given this centre’s proximity to the proposals for St. Georges New Community, it is possible that in the future this centre could be strengthened to provide a better amenity both for new and existing residents.

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10.180 The condition of the footpaths is good, however, the centre lacks facilities for cycles. As such, the centre would benefit from cycle facilities being provided. The environmental quality of this area is relatively poor as indicated by the Proforma results.

Evington Village Local Centre

10.181 Evington Village Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 22 shows this Local Centre.

Photo 22 – Evington Village Local Centre

Trade Mix

10.182 This centre contains a total of 17 units. The Proforma results show that there are relatively average numbers of convenience units, comparison units and service units. There are 4 vacant units and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.183 The survey results show that this centre contains a good range of multiple retailers (8 stores) as well as a good range of independent retailers (8 stores).

Accessibility

Public Transport

10.184 The scores show an excellent provision of public transport for this centre.

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Access by Foot, Bicycle and Car

10.185 The scores show that the pedestrian links and condition of the footpath in this area are average and the provision for cyclists is good.

10.186 This centre can be easily accessed by car as it is in close proximity to the A6030 and A47.

Car Parking

10.187 The car parking provision has achieved an average score.

Attractiveness of the Local Centre

10.188 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was above average (28 out of 40). In particular, the maintenance of buildings and lack of graffiti criteria received excellent ratings.

Strengths and Weaknesses of the Centre

10.189 There is a diverse range of uses in this centre with bay parking and with additional car parking at the nearby public house. Shops are set back from the road which allows for street tree planting and the provision of street furniture.

10.190 This centre is located on a main bus route and has large representation of independent retailers. There is also potential for infill between frontages. The vacant units detract from the overall attractiveness of the centre.

Conclusion on Vitality and Viability

10.191 Evington Village Local Centre contains relatively average numbers of convenience units, comparison units and service units. There are also average numbers of vacant and ‘other’ uses.

10.192 The survey results show that this centre contains a range of multiple retailers as well as a range of independent retailers.

10.193 The environmental quality of this Local Centre is above average. In particular, the maintenance of buildings and graffiti criteria received

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excellent ratings in the Proforma. Overall, Evington Village Local Centre is considered to be vital and viable.

Aylestone Village Local Centre

10.194 Aylestone Village Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 23 shows this Local Centre.

Photo 23 – Aylestone Village Local Centre

Trade Mix

10.195 Aylestone Village Local Centre contains a total of 24 units. The Proforma results show that there are relatively average numbers of convenience units and comparison units, however, there is a large number of service units. The results also show that there are low numbers of vacant and ‘other’ uses but those that are vacant have been empty for a long while with one in particular having a large floorspace which has a significant impact on vitality. This centre has suffered long term decline with the loss of a bank, building society and convenience store and numerous small shops which have been occupied other services.

Multiple Retailers and Independent Retailers

10.196 The survey results show that this centre contains a good range of multiple retailers (8 units) as well as a good range of independent retailers (8 units).

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Accessibility

Public Transport

10.197 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.198 The scores show that the pedestrian links, condition of the footpath and provision for cyclists in this area are poor.

10.199 This centre can be easily accessed by car as Aylestone Road is classified as the A426.

Car Parking

10.200 The car parking provision achieved an average rating as parking areas are cut into the pavement.

Attractiveness of the Local Centre

10.201 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was well below average (14 out of 40). In particular, the majority of criteria had ‘poor’ scores.

Strengths and Weaknesses of the Centre

10.202 There is wide pavement area and generally the street scene is welcoming and clean although there is no off road parking available.

10.203 The road layout makes pedestrian movement difficult and the overspill from shops sometimes clutters the pavement access.

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Conclusion on Vitality and Viability

10.204 Aylestone Village Local Centre contains relatively average numbers of convenience units and comparison units, however, there is a large number of service units which occupied small retail units previously. The area also has low numbers of vacant and ‘other’ uses although some have been vacant for a long while and cover a large floorspace which impacts on overall vitality.

10.205 The survey results show that this centre contains a good range of multiple retailers as well as a good range of independent retailers. The presence of multiple retailers indicates some retailer confidence in this area it is known that this centre suffers from long term decline and is in need of regeneration.

10.206 The environmental quality of this area is relatively poor as indicated by the Proforma results. This indicates that this centre does not have good vitality and viability.

Humberstone Village Local Centre

10.207 Humberstone Village Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 24 shows this Local Centre.

Photo 24 – Humberstone Village Local Centre

Trade Mix

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10.208 Humberstone Village Local Centre contains a total of 10 units. The Proforma results show that there is a low number of convenience units and average number of comparison units. There is also a relatively large number of service units and a low number of ‘other’ uses.

Multiple Retailers and Independent Retailers

10.209 All the stores in this centre are independent retailers, of which there is a good range.

Accessibility

Public Transport

10.210 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.211 The Proforma scores show that the pedestrian links and condition of the footpath in this area are good and the provision for cyclists is average.

10.212 This centre can be easily accessed by car as the A47 is in close proximity.

Car Parking

10.213 The car parking provision has achieved an average score.

Attractiveness of the Local Centre

10.214 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was above average (29 out of 40). In particular, the centre achieved a number of ‘excellent’ scores.

Strengths and Weaknesses of the Centre

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10.215 There is the presence of a mutiple retailer in this location and a good representation of independent stores.

10.216 Shopping frontages are in need of improvement. There is a distinct lack of street furniture with evidence of some graffiti. There is the possibility of infill where there are breaks in the townscape.

Conclusion on Vitality and Viability

10.217 Humberstone Village Local Centre contains a total of 10 units. There is a low number of convenience units and average number of comparison unit. There is also a relatively large number of service units and a low number of ‘other’ uses.

10.218 The environmental quality of this centre is above average and it is noted that the centre achieved a number of ‘excellent’ scores in the Proforma. As such, this Local Centre is considered to be reasonably vital and viable.

Home Farm Local Centre

10.219 Home Farm Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 25 shows this Local Centre.

Photo 25 – Home Farm Local Centre

Trade Mix

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10.220 This centre contains a total of 8 units. The Proforma results show that there is a low number of convenience, comparison units and service units. There were relatively average numbers of vacant and ‘other’ uses.

Multiple Retailers and Independent Retailers

10.221 The Kwik Save supermarket in this centre closed recently. The centre now only contains independent retailers, of which there is an adequate range.

Accessibility

Public Transport

10.222 The centre achieved an average rating for provision of public transport.

Access by Foot, Bicycle and Car

10.223 The Proforma scores show that the pedestrian links and condition of the footpath in this area are excellent and the provision for cyclists is good.

10.224 This centre can be easily accessed by car the A563 is in close proximity.

Car Parking

10.225 The car parking provision achieved an excellent rating as a large parking areas is located within the southern portion of the centre.

Attractiveness of the Local Centre

10.226 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was slightly above average (24 out of 40). In particular, ease of movement and provision of seating received excellent ratings.

Strengths and Weaknesses of the Centre

10.227 Large parking areas exist.

10.228 There is no newsagent or general store unfortunately and there are numerous vacant stores and the general appearance of the area looks

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unwelcoming. The inward looking design of the development does not help in this regard.

Conclusion on Vitality and Viability

10.229 Home Farm Local Centre contains a relatively small number of units, being 8. There is a low number of convenience, comparison units and service units in this centre, however, there were relatively average numbers of vacant and ‘other’ uses.

10.230 The environmental quality of the centre was assessed as being slightly above average, however, the closure of the Kwik Save stores does somewhat detract from the attractiveness of the centre.

The Exchange Local Centre

10.231 The Exchange Local Centre is identified on the Leicester City Local Plan Proposal Map. Photo 26 shows this Local Centre.

Photo 26 – The Exchange Local Centre

Trade Mix

10.232 This centre contains a total of 10 units. The Proforma results show that there is a low number of convenience units and a relatively average number of comparison, service and vacant units. There was also a low number of ‘other’ uses.

Multiple Retailers and Independent Retailers

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10.233 The survey results show that this centre contains a good range of multiple retailers (3 stores) as well as a good range of independent retailers.

Accessibility

Public Transport

10.234 The scores show an excellent provision of public transport for this centre.

Access by Foot, Bicycle and Car

10.235 The Proforma scores show that the pedestrian links in this area are excellent and the condition of the footpath is average.

10.236 The provision for cyclists is rated as poor.

10.237 This centre can be easily accessed by car as the A426 and A523 are in close proximity.

Car Parking

10.238 The car parking provision is rated as good as parking is provided within the centre.

Attractiveness of the Local Centre

10.239 The Proforma scores show that overall the total score for the ‘Environmental Quality’ section of the Proforma was slightly above average (22 out of 40). The majority of the criteria scored an average rating. There is a large derelict pub on the edge of the centre which is a negative aspect.

Strengths and Weaknesses of the Centre

10.240 Shops are set back from the road and there is a pleasant green area in front of the shops. There is a good range of street furniture with the presence of a multiple retailer and range of independents. The inward looking nature of the development is a weakness as the centre does not benefit as much as it could from passing trade.

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10.241 Vacancies are low although some of the shop fronts appear tired and are in need of renewal. There is great deal of graffiti and vandalism present.

Conclusion on Vitality and Viability

10.242 The Exchange Local Centre contains a total of 10 units. There is a low number of convenience units and a relatively average number of comparison, service and vacant units. There is also a low number of ‘other’ uses.

10.243 The centre contains some multiple and independent retailers their appearance is somewhat tired looking.

10.244 The environmental quality of this Local Centre was assessed as being slightly above average although the derelict pub and general tired appearance means that this is somewhat optimistic and renewal is therefore required. This is a tired centre on a Council estate which is need of some care and attention

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11. NETWORK OF RETAIL CENTRES

11.1 This chapter of the report assesses the network of current (and planned) centres and their appropriateness for the disposition of the current and future population in terms of provision and accessibility.

Paragraph 2.9 in PPS6 is in regard to ‘Networks and Hierarchies of Centres’ and states:

“In promoting and enhancing existing centres, regional planning bodies and local planning authorities should consider the network of centres (ie. the pattern of provision of different centres) and their relationship in the hierarchy. At both regional and local level, authorities should plan carefully how best to distribute any identified growth to achieve the objectives of their spatial strategies. In defining their objectives, regional planning bodies and local planning authorities should consider whether there is a need to rebalance the network of centres to ensure that it is not overly dominated by the largest centres, that there is a more even distribution of town centre uses, and that people’s everyday needs are met at the local level. In considering the development of the network and hierarchy, regional planning bodies and local planning authorities should consider:

whether there is a need to avoid an over-concentration of growth in the higher level centres;

the need for investment and growth to strengthen other centres, especially those needing regeneration; and

the need to address deficiencies in the network by promoting centres to function at a higher level in the hierarchy or designating new centres.

11.2 The network of centres in the City of Leicester has been reviewed in the following paragraphs.

City Centre

11.3 Leicester City Centre is the dominant retail centre in the City of Leicester in terms of scale, and provision of goods and services.

11.4 The City Centre meets the definition in PPS6, being:

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“City centres are the highest level of centre identified in development plans. In terms of hierarchies, they will often be a regional centre and will serve a wide catchment. The centre may be very large, embracing a wide range of activities and may be distinguished by areas which may perform different main functions”.

11.5 The City Centre plays a key role in the regional economy and functions as a major retail, commercial and leisure destination. It also serves as a transport hub for national, regional and local public transport services.

11.6 The City Centre contains a wide variety of clothing retailers and contains a large proportion of multiple retailers. The centre also contains a number of quality independent stores, which enhances the retail offer. In addition, the City Centre contains department stores, such as House of Fraser and Fenwicks, which further add to the retail offer.

11.7 Leicester City Centre commands a large catchment area, with its major catchment area extending over close to the cities of Derby, Nottingham and Coventry. It achieves the highest market share of its core catchment, taking 59.7% of trade from its primary and 40.7% of trade from its secondary catchment area.

11.8 The City Centre is very well serviced by buses, which include some buses that stop in the various designated town centres, district centres and local centres. Buses serving the City Centre also offer connections to the main towns surrounding Leicester, such as Hinckley and Lutterworth. In addition, there are three free Park and Ride services into the City Centre and the railway station is located within easy walking distance of the shopping area. For these reasons, the City Centre is easily accessible by a variety of modes of transport and is well connected to lesser centres in the retail hierarchy as well as the main centres within adjoining local authority boundaries.

11.9 Access to the centre by car is relatively easy as a number of main arterial roads run to the City Centre. A number of parking areas are also provided.

11.10 Leicester City Centre provides an excellent retail offer and fulfils its role as a regional shopping destination. CACI’s Economic Analysis of the Leicester Retail Circuit (2007) is a detailed report of Leicester City Centre, from which recommendations on how to strengthen Leicester City Centre can be drawn.

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11.11 By comparing consumer needs against current provision, CACI identified: • An under-provision of Clothing & Accessory Retailers. • A gap in the market for ‘Upper’ premium clothing retailers. • A need for supporting cultural, educational and leisure facilities in the City Centre.

11.12 The planned extension of the Highcross Quarter will address the need for additional Clothing & Accessory Retailers and bring a new multiplex cinema to the city. However, the report stated that: “… this [Highcross Quarter] is not enough to bring forward what the city needs in terms of good sports and cultural facilities.”

11.13 The report addresses the gap for ‘Upper’ premium clothing retailers by recommending: “The on-going development of Market Street into a premium high street location should be encouraged and promoted”.

Town Centres

11.14 Town Centres typically serve a wide catchment area within their local authority area and contain a wide range of retail and other services.

PPS6 advises:

“Town centres will usually be the second level of centres after city centres and, in many cases, they will be the principal centre or centres in a local authority’s area”.

11.15 The two Town Centres in the City of Leicester include - Beaumont Leys in the north-western part of the City and Hamilton in the north-eastern part of the City.

Beaumont Leys

11.16 Beaumont Leys is the largest Town Centre and contains a good provision of retailers, including multiple retailers such as Tesco, which is to be expected in a town centre. There is no department store present here, however, this is not surprising given the close proximity and dominance of Leicester City Centre.

11.17 This Town Centre achieves much lower market shares of its core catchment compared to the City Centre, taking only 11.9% of trade from

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its primary catchment and 5.1% of its secondary catchment. This is due to the close proximity of Beaumont Leys to the City Centre.

11.18 In general, Beaumont Leys meets the needs of the catchment area in that it provides a range of comparison, convenience and service units to address the area’s shopping needs. It is noted that there are no vacant units in this centre.

11.19 Beaumont Leys Town Centre is well served by the local bus network and bus shelters are located in close proximity. A number of buses regularly run to Beaumont Leys from the City Centre. Tesco also runs a free bus service (the operator is First Bus) to surrounding towns and villages. The HH bus connects Hamilton and Beaumont Leys.

11.20 There is no rail link to Beaumont Leys, however, the number of bus services provided and their regularity ensures that there is a good public transport provision.

11.21 The Town Centre contains footpaths that link the retail stores to the surrounding road network. This enables easy access to the shops by foot. Also, residential areas are located within easy walking distance of the centre.

11.22 The Town Centre can be easily reached by road as the A563 and A46 are in close proximity.

Hamilton

11.23 Hamilton Town Centre is a smaller Town Centre that is dominated by a large Tesco store. The centre also contains a Co-op travel store. Due to this, the retail provision in this Town Centre is extremely limited and the centre is not fulfilling its current ‘Town Centre’ role.

11.24 Hamilton Town Centre achieves lower market shares than Beaumont Leys of its core catchment, being 3.4% of trade from the primary catchment area and 1.3% of trade from the secondary catchment area. It can therefore be seen that this centre has a relatively weak retail offer.

11.25 The Town Centre is served by a number of buses and a bus stop is located within the centre. As noted above, the HH bus service connects Hamilton with Beaumont Leys Town Centre. Buses also run to and from Leicester City Centre to Hamilton.

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11.26 There is no rail link to Hamilton Town Centre, however, due to the adequate provision of buses there are good public transport links to this centre.

11.27 Footpath and cycle links are well established in the Town Centre and provide easy access to the centre from nearby houses. The Town Centre can also be easily reached by main roads.

District Centres

11.28 The District Centre classification falls below the City and Town Centres categories. PPS6 advises:

“District centres will usually comprise groups of shops often containing at least one supermarket or superstore, and a range of non-retail services, such as banks, building societies and restaurants, as well as local public facilities such as a library”.

11.29 In comparison with City and Town Centres, District Centres principally serve local needs through the provision of convenience units, service units and community facilities such as libraries, community centres and medical centres.

11.30 Leicester contains four District Centres – Belgrave Road/ Melton Road, Uppingham Road, Evington Road and Narborough Road/ Hinckley Road. The catchment maps for these areas show some overlap in the primary catchment areas, in particular Uppingham Road and Evington Road, in the eastern portion of the City. All these centres operate in the shadow of the dominant City Centre.

Belgrave Road/ Melton Road

11.31 Belgrave Road/ Melton Road District Centre is a shopping centre of international, national and regional importance. It contains stores that serve the local area as well as a large number of specialist shops that serve the Asian community. Due to this, the centre draws people from a wide area.

11.32 There are two distinct parts to this centre and Belgrave Road is home to a large number of multiple retailers, whilst Melton Road has a greater proportion of independent retailers.

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11.33 The centre has a relatively high number of comparison units, however, it has a low number of convenience units – although the Sainsburys store in the southern portion of the centre provides for the needs of the area. It is also noted that this centre has a large number of service and catering units.

11.34 Comparing the trade mix data for Belgrave Road/ Melton Road District Centre to the trade mix data for all the District Centres shows that Belgrave Road/ Melton Road has a much lower than average percentage number of convenience, service and vacant units. However, the centre has a much higher than average percentage number of comparison units, and a similar percentage number of catering units. The high number of comparison units is not surprising given that the centre contains specialist stores for the Asian community.

11.35 A number of buses visit this centre regularly and provide transport to the City Centre. The centre is within a density populated residential area, therefore, access by foot to the centre is relatively easy. Also, national cycle route 6 and regional route 77 provide excellent cycle access to the centre.

11.36 In terms of road access, the centre is located on a main arterial road (the A607), and is easily accessible from the surrounding area.

Uppingham Road

11.37 Uppingham Road District Centre has a good range of comparison and convenience units, including an Iceland store. It is also noted that this centre is dominated by service and catering units.

11.38 In comparison with the other three District Centres, Uppingham Road has a lower percentage number of comparison stores, catering and vacant stores. However, the centre has a higher percentage number of convenience and service stores.

11.39 The centre also contains a number of community uses, including a doctor’s surgery, vet, neighbourhood housing office and mobility centre. These provide important facilities for the surrounding area.

11.40 Buses visits this centre in regular intervals provide transport to the City Centre. The centre is located within a density populated residential area,

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therefore, access by foot is relatively easy. In addition, cycle paths are located on numerous sections of Uppingham Road, which is a main arterial road (the A47) that also enables easy access by car to the centre.

Evington Road

11.41 Evington Road District Centre has a reasonable range of comparison and convenience units, including Spar and Co-op stores. It is also noted that this centre is dominated by service and catering units, which indicates that there is a good provision of banks, estate agents, restaurants, takeaways, pubs and other basic service infrastructure.

11.42 Compared to the other three District Centres, Evington Road has a lower percentage number of comparison stores and catering stores. However, the centre has a higher percentage number of convenience, service stores as well as vacant units.

11.43 The centre contains other facilities, for example - a dentist, betting shop, distance learning centre and the Leicester English Language Service. These facilities add to the retail offer in the centre.

11.44 A number of buses visit this District Centre on a regular basis and provide transport to the City Centre. The centre is located within a density populated residential area, therefore, access by foot to the centre is easy. In addition, National Cycle Route 63 runs to the south of Evington Road and be used by cyclists to access the centre.

11.45 The District Centre is located in close proximity to a main arterial road (the A6), and is easily accessible by car.

Narborough Road/ Hinckley Road

11.46 Narborough Road/ Hinckley Road District Centre has a reasonable percentage number of comparison units and convenience units. It is also noted that this centre is dominated by service and catering units.

11.47 Comparing the trade mix data for Narborough Road/ Hinckley Road District Centre to the trade mix data for the other three District Centres indicates that this centre has a significantly lower than average percentage number of comparison units. It also has a higher than average percentage number of catering units and vacant units. The

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amount of convenience units is very similar to the average level as is the number of service units.

11.48 At the northern end of the centre is a retail park, which is occupied by bulky goods units. The centre also contains a large number of quality cafes, bars and restaurants that enhance the attractiveness of the area. The area around Narborough Road/ Hinckley Road contains houses occupied by students.

11.49 As well as a range of retail units, this centre contains a number of community and educational uses, including a library, language centre, two sub-Post Offices, a policing unit and a branch of Leicester College.

11.50 Narborough Road/ Hinckley Road District Centre is well served by the bus network and provide transport to the City Centre.

11.51 The District Centre is located within a density populated residential area. However, as Narborough Road is a relatively busy road it can hinder pedestrian movement within the centre.

11.52 National cycle route 6 runs parallel to Narborough Road and there are also several smaller local cycle routes, which run close to the centre. These routes provide good access to the centre for cyclists.

11.53 The centre is located on a main arterial road (the A5460), and is easily accessible from the surrounding area. This road also provides easy access to Fosse Park and the M1.

Local Centres

11.54 The main function of Local Centres is to meet the day to day convenience shopping and local service needs of their communities. The City of Leicester contains 67 designated Local Centres and all of these centres were scored using a proforma containing health check indicators. However, only 18 of the centres were reviewed in more detail at the request of the City Council due to their size, or real/ perceived problems.

PPS6 states:

“Local centres include a range of small shops of a local nature, serving a small catchment. Typically, local centres might include, amongst other shops, a small supermarket, a newsagent, a sub-post office and a

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pharmacy. Other facilities could include a hot-food takeaway and launderette”.

11.55 The Local Centres in the City of Leicester are located in predominantly residential areas and generally only contain a small number of retail units. A large portion of the units are occupied by convenience and service uses, with the convenience stores providing an important walk in source for local top up shopping role. In contrast to centres higher up the hierarchy, the Local Centres do not contain many, if any, comparison units. This is to be expected given their Local Centre specific role.

11.56 Local Centres predominantly attract trade from nearby areas (local expenditure) or passing trade (i.e. proximity to a busy road or bus/ train stop).

11.57 It is noted that multiple retailers are generally absent from the Local Centres, which is again not surprising due to their Local Centre role.

11.58 There are 67 Local Centres within the study area. The Proforma results in Annex 1 show that only 16 scored below the average mark of 50. The lowest marks were attributed to Wharf Street North (38) and Heyford Road (39). Approximately one third of the centres (25) scored relatively average marks between 50 – 60. Also, Queens Road and Hinckley Road scored the highest marks at 76 and 77 respectively.

11.59 By using the average score of local centres by residential zone, it has been possible to rank each residential zone in terms of overall quality of its local centres. In this way it is possible to determine which zonal areas should be prioritised for investment.

Figure 11.1 – Ranking of residential zones

Average Rank Zone Minimum Score Score Maximum Score 1. South 51 62 76 2. Eastern Outer 52 60 66 3. North West 49 57 67 4. North East 40 55 67 5. West 39 54 77 6. Eastern Inner 40 51 69 7. City Centre 38 48 60 Centres Total 38 55 77

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11.60 The rankings of the zones demonstrate a distinct spatial pattern, where the inner city environments are clearly in a worse condition than the outer suburbs. Areas identified as needing priority of investment are the Western, Eastern Inner and City Centre zones.

11.61 It is clear that some of the zones could benefit from some remedial attention, in which case priority of investment could be implemented on an area-wide network basis by focussing efforts in the zones identified above that have worst overall local centre performance.

11.62 From the analysis of local convenience provision undertaken by CACI it has also been found that the greatest deficiencies in floorspace (Figures 8.1 and 8.2 of the main report) have been found in the local centre networks in the Eastern Outer and South zones of Leicester.

11.63 However, the western area of the City has the greatest issue in terms of the number of identified localities. , with clear deficiencies, that have not been adopted to date as part of the local centre network.

11.64 This analysis has also identified a particularly strong need to address deficiencies in the Braunstone and New Parks estates, and a need to formalise illegal street businesses on the Malabar Road, which serves the St Matthews estate. Due to poor design and problems such as vandalism some facilities are in need of renewal like those at The Exchange.

108 1.Centre Name:

2. Photo #:

3. Number of shops RETAIL STUDY

DRAFT FIELDWORK PROFORMA Site Surveyed (Initial and Date) Scored Checked WEIGHTING A - DIVERSITY OF USE Proportion of units in convenience retail use 4 Proportion of units in comparison retail use 4 Proportion of retail floorspace in service use (A3, restaurants, bookmakers etc) 4 Proportion of vacant units 4 Proportion of "other" uses (Please state) 4 20 B - AMOUNT OF FLOORSPACE Length of convenience and comparison frontage TBC Length of longest continuous convenience and comparison frontage TBC

C- RETAILER REPRESENTATION Presence of multiple retailers 10 5 Presence of quality independents 10 5

. 20 D - ACCESSIBILITY Quality of car parking provision 4 Pedestrian linkages through the centre 4 Frequency of public transport 4 Bus stop located within 5 minutes walk of the area? 4 Provision of cycle paths/routes 4

20 E - ENVIRONMENTAL QUALITY Condition of carriageway (footpath) and street furniture 4 Presence and condition of seats, planters, litter bins, water features, public art 4 Presence and condition of public facilities eg telephones, bus stops, toilets 4 Presence of graffiti, fly posting, vandalism and litter 4 Appropriateness of market stalls and street traders 4 Ease of movement including general traffic levels, predestrian crossings and servicing arrangements 4 Parking facilities for cycles 4 Maintenance and repair of buildings, shopfronts and canopies 4 Level of personal security and police presence, to include CCTV coverage and ambience 4 Level of disability access including facilities for the blind and wheelchair users 4

40 F - CAPACITY FOR GROWTH OR CHANGE Opportunities to expand centre (comment) Opportunities to consolidate centre (comment)

TOTAL (OUT OF 100) COMMENTS (IMPORTANT - DESCRIPTION OF GENERAL LOCATION ETC) 1.Centre Name:

2. Photo #: 0% - 25% = 1 26% - 50% = 2 3. Number of shops 51% - 75% = 3 RETAIL STUDY 76% - 100% = 4

0% - 25% = 1 26% - 50% = 2 FIELDWORK PROFORMA 51% - 75% = 3 Site Surveyed (Initial and Date) 76% - 100% = 4 Scored 0% - 25% = 4 Checked 26% - 50% = 3 WEIGHTING 51% - 75% = 2 A - DIVERSITY OF USE 76% - 100% = 1 Proportion of units in convenience retail use 4 0% - 25% = 4 Proportion of units in comparison retail use 4 26% - 50% = 3 Proportion of retail floorspace in service use (A3, restaurants, bookmakers etc) 4 51% - 75% = 2 Proportion of vacant units 4 76% - 100% = 1 Proportion of "other" uses (Please state) 4 0% - 25% = 4 20 26% - 50% = 3 B - AMOUNT OF FLOORSPACE 51% - 75% = 2 Length of convenience and comparison frontage TBC 76% - 100% = 1 Length of longest continuous convenience and comparison frontage TBC

10 = 5 or more high quality multiples such as M&S 8 = 2 - 4 more multiples such as Woolworths/Londis C- RETAILER REPRESENTATION 3 = 1 multiple such as Londis Presence of multiple retailers 10 0 = No multiples5 Presence of quality independents 10 5

. 20 10 = Large quantity and diversity (comparison and D - ACCESSIBILITY convenience) of high quality independents Quality of car parking provision 4 8 = Good range of independents Pedestrian linkages through the centre 4 5 = Adequate range of independents 0 = No independents Frequency of public transport 4 Bus stop located within 5 minutes walk of the area? 4 Provision of cycle paths/routes 4

20

E - ENVIRONMENTAL QUALITY 4 - Excellent Condition of carriageway (footpath) and street furniture 4 3 - Good 2 - Average Presence and condition of seats, planters, litter bins, water features, public art 4 1 - Poor Presence and condition of public facilities eg telephones, bus stops, toilets 4 Presence of graffiti, fly posting, vandalism and litter 4 Appropriateness of market stalls and street traders 4 Ease of movement including general traffic levels, predestrian crossings and servicing arrangements 4 Parking facilities for cycles 4 Maintenance and repair of buildings, shopfronts and canopies 4 Level of personal security and police presence, to include CCTV coverage and ambience 4 Level of disability access including facilities for the blind and wheelchair users 4

40 F - CAPACITY FOR GROWTH OR CHANGE Opportunities to expand centre (comment) Opportunities to consolidate centre (comment)

TOTAL (OUT OF 100) COMMENTS (IMPORTANT - DESCRIPTION OF GENERAL LOCATION ETC) A - Diversity of Use B - Amount of Floorspace C - Retailer Representation D - Accessibility E - Environmental Quality

Seats, Planters, Length Provision of Bins, Graffiti, Fly Market Personal Units in Units in Units in Conv and Length Cycle Carriagewa Water Posting, Stalls & Maintenance Security & No. of Conv Comp Service Vacant Other Comp Longest Sub- Multiple Independe Car Park Public Paths/ y & Street Feature, Public Vandalism & Street Ease of Cycle & Repair of Police Disabled Local Centre Names Stores Use Use Use Units Uses Sub-Total Frontage Frontage Total Retailers nts Sub-Total Provision Linkages Transport Bus Stop Routes Sub-Total Furniture Art Facilities Litter Traders Movement Facilities Buildings Presence Access 4 4 4 4 4 (Out of 20) N/A 10 10 (Out of 20) 4 4 4 4 4 (Out of 20) 4 4 4 4 4 4 4 4 4 4

Wharf Street North 5 1 1 2 4 4 12 5m 5m 0 5 5 2 2 1 1 1 7 3 1 1 1 1 3 1 1 1 1 Heyford Road 4 2 1 3 2 4 12 9m 9m 0 5 5 1 2 2 3 1 9 1 1 1 1 1 3 2 1 1 1 Harrison Road 11 1 1 4 2 4 12 12m 4m 0 8 8 1 2 1 1 1 6 1 1 1 3 1 3 1 1 1 1 Nedham Street 16 1 2 2 4 4 13 90m 10m 0 8 8 1 1 2 2 1 7 1 1 1 2 1 1 1 1 2 1 Keightley Road 3 1 1 4 4 4 14 5m 5m 0 5 5 1 2 2 2 1 8 1 1 1 3 1 2 1 2 1 1 Sparkenhoe Street 3 3 2 4 4 4 17 30m 5m 0 5 5 1 1 2 4 1 9 1 1 1 1 1 1 1 1 1 1 Hartington Road 20 1 2 3 2 4 12 120m 15m 0 8 8 1 1 2 2 1 7 1 1 2 3 1 1 1 1 2 1 Byron Street 1 1 1 1 4 4 11 0m 0m 0 5 5 4 2 2 3 1 12 1 1 1 1 1 2 1 2 2 2 Howard Road 2 4 1 1 4 4 14 20m 10m 0 5 5 1 2 2 2 1 8 1 1 2 2 1 4 1 1 2 1 Cantrell Road 5 1 1 3 4 4 13 5m 5m 0 8 8 2 3 2 2 1 10 1 1 1 1 1 3 1 1 1 2 Bonney Road 3 2 1 4 4 4 15 14m 9m 0 5 5 3 2 1 2 1 9 1 2 1 2 1 3 2 2 1 1 Wellinger Way 4 2 2 2 2 3 11 5m 5m 0 5 5 2 2 2 2 1 9 3 2 2 2 1 4 1 2 2 1 Saint Saviours Road (west) 35 1 2 2 4 4 13 180m 15m 0 10 10 2 1 3 3 1 10 1 1 2 2 1 1 1 1 2 1 Wicklow Drive / Ambassador Road 4 2 1 1 4 4 12 10m 10m 3 5 8 1 2 4 4 2 13 2 1 1 1 1 2 1 1 1 2 Sanvey Gate 5 1 2 2 4 4 13 30m 15m 0 8 8 1 2 2 3 1 9 2 1 1 3 1 2 1 2 2 1 East Park Road (south) 8 1 3 4 4 4 16 100m 10m 0 5 5 1 2 4 4 4 15 1 1 1 1 1 1 1 1 1 1 Malabar Road 8 1 1 4 4 3 13 20m 12m 3 5 8 2 3 2 3 1 11 3 1 1 1 1 3 1 2 2 1 Catherine Street 14 2 1 2 2 4 11 35m 11m 0 8 8 1 2 4 4 1 12 1 2 2 2 1 1 1 2 2 1 Berners Street 3 2 1 2 4 4 13 10m 10m 3 5 8 1 2 2 2 1 8 2 1 1 2 1 3 1 3 2 2 Guthridge Crescent 5 2 1 3 4 4 14 21m 15m 0 5 5 1 2 3 3 2 11 1 1 2 3 1 2 1 2 3 1 Saffron Lane/Cavendish Road 15 1 2 2 4 4 13 70m 12m 0 8 8 2 2 3 3 1 11 2 1 2 1 1 1 2 2 2 1 Eggington Street 19 2 2 4 2 4 14 100m 5m 0 5 5 1 1 3 4 1 10 1 2 2 4 1 2 3 1 1 1 Bringhurst Road 3 1 1 2 4 4 12 10m 10m 3 5 8 2 3 2 3 2 12 2 1 1 3 1 3 1 2 1 1 Gravel Street 4 2 1 1 4 4 12 5m 5m 0 8 8 1 2 4 4 2 13 2 2 1 2 1 1 1 2 2 1 Saint Stephens Road 22 2 2 4 4 4 16 150m 10m 3 8 11 1 1 2 2 1 7 1 2 2 1 1 1 1 2 2 1 Park Rise 2 3 1 4 2 4 14 10m 10m 0 5 5 4 3 3 4 1 15 1 2 1 1 1 3 1 1 2 2 Barley Croft Centre 3 2 1 3 4 4 14 10m 5m 3 5 8 4 3 2 2 1 12 1 1 1 1 1 4 2 1 2 1 Walnut Street 5 3 1 2 2 4 12 15m 15m 3 8 11 1 3 3 2 2 11 1 1 1 2 1 1 2 2 2 2 Aylestone Road/Hazel Street 5 1 2 1 4 4 12 10m 10m 0 8 8 1 2 4 4 2 13 4 1 2 2 1 1 1 2 2 1 Aylestone Village 24 2 3 1 4 4 14 100m 10m 8 8 16 2 1 4 4 1 12 1 1 1 3 1 1 1 2 2 1 Sharmon Crescent 2 4 1 4 4 4 17 30m 23m 3 5 8 3 3 2 2 1 11 2 1 1 1 1 2 2 2 1 2 Redmarle Road 3 3 2 4 4 4 17 7m 4m 3 8 11 1 2 2 2 1 8 2 1 1 2 1 1 1 2 3 1 Saffron Lane/Burnaston Road 16 3 2 4 1 4 14 150m 30m 0 8 8 2 2 3 4 1 12 1 1 2 4 1 3 1 2 1 1 Rowlatts Hill Road 1 4 1 4 4 4 17 20m 20m 3 0 3 4 3 3 3 1 14 2 2 2 1 1 3 2 2 2 1 Saint Peters Lane/Churchgate 3 2 1 4 2 4 13 5m 5m 3 0 3 2 3 4 4 1 14 4 2 2 2 1 3 1 2 3 2 Cardinals Walk 6 3 1 4 4 4 16 30m 12m 0 8 8 1 2 3 2 1 9 1 2 2 3 1 3 1 3 2 1 Loughborough Road 26 1 2 3 4 4 14 48m 15m 0 8 8 1 2 4 4 2 13 2 2 1 3 1 1 2 2 2 1 Glencoe Avenue 1 1 1 1 4 4 11 6m 6m 0 5 5 4 3 4 4 1 16 3 2 2 1 1 2 1 4 2 3 Petworth Drive 2 2 1 2 4 4 13 10m 10m 3 5 8 3 2 3 4 1 13 2 2 2 2 1 2 1 2 2 3 Marwood Road 5 1 1 4 2 4 12 15m 15m 3 5 8 4 3 2 2 2 13 4 2 3 1 1 4 1 1 1 2 Wheatland Road 5 2 1 2 2 4 11 35m 25m 3 8 11 4 4 2 3 1 14 2 2 2 1 1 3 2 1 2 1 Fullhurst Avenue 6 1 1 2 4 4 12 6m 6m 0 8 8 2 2 3 4 2 13 3 2 3 2 1 2 1 2 2 2 Meadvale Road 6 2 1 3 4 4 14 15m 5m 0 8 8 2 3 2 2 1 10 2 2 1 4 1 4 1 3 2 1 Humberstone Road/Farringdon Street 13 1 2 3 4 4 14 40m 10m 3 8 11 1 3 4 4 2 14 2 1 1 2 1 1 2 1 2 1 Wood Hill 14 3 3 4 4 4 18 30m 5m 0 8 8 2 2 3 3 2 12 1 1 1 3 1 2 1 2 2 1 Holbrook / St Knighton Rd 2 3 1 2 4 4 14 5m 5m 0 5 5 1 3 3 3 1 11 2 3 1 4 1 4 1 4 3 1 Aylmer Road 4 2 1 3 4 4 14 8m 4m 3 8 11 1 1 2 3 1 8 2 2 1 3 1 2 1 3 3 3 Saint Saviours Road (east) 4 4 1 4 4 4 17 20m 5m 0 5 5 1 1 3 3 2 10 2 1 3 4 1 3 1 3 2 2 Fosse Road South / Beaconsfield Road 6 1 1 2 4 4 12 8m 4m 8 5 13 1 3 4 4 2 14 2 1 1 2 1 2 1 2 2 1 Victoria Road East 11 2 2 2 4 4 14 35m 7m 3 8 11 2 2 3 3 1 11 2 1 1 3 1 2 1 2 2 3 Home Farm, Strasbourg Drive 8 1 1 4 2 3 11 6m 3m 0 5 5 4 4 2 2 3 15 4 4 2 1 1 4 3 1 3 1 Saffron Lane/Duncan Road 21 2 3 4 4 4 17 100m 10m 3 8 11 1 1 4 4 2 12 1 1 2 1 1 3 2 2 1 1 Aylestone Road/Cavendish Road 23 1 2 1 4 4 12 120m 30m 3 8 11 1 1 4 4 2 12 2 2 4 2 1 1 2 3 2 1 Gervas Road 4 3 2 3 4 4 16 15m 7m 0 5 5 3 3 4 4 2 16 2 2 2 1 1 3 1 2 2 3 Burnham Drive 7 1 1 2 4 4 12 10m 5m 3 8 11 2 3 4 4 2 15 2 1 2 3 1 4 2 1 1 1 Fosse Road North 24 1 2 2 4 4 13 75m 30m 8 8 16 2 2 3 4 1 12 2 2 1 1 1 2 1 2 2 1 Wyngate Drive 3 1 1 2 4 4 12 4m 4m 3 8 11 3 3 3 3 1 13 3 3 1 3 1 3 1 3 2 1 Downing Drive 10 2 1 2 4 4 13 30m 15m 3 8 11 2 3 3 4 2 14 1 2 3 3 1 2 2 2 2 1 Melbourne Road 5 4 1 4 4 4 17 30m 10m 0 8 8 3 3 3 4 1 14 1 2 2 3 1 2 2 2 2 1 East Park Road (north) 30 2 2 4 4 4 16 45m 10m 0 8 8 2 3 4 4 3 16 1 2 2 3 1 2 2 2 3 1 Lanesborough Road 4 1 1 2 4 4 12 6m 6m 0 8 8 3 3 4 4 3 17 3 2 2 3 1 3 1 4 2 1 Norwich Road 6 1 1 4 4 4 14 15m 9m 3 8 11 3 3 3 3 2 14 2 1 1 2 1 3 2 1 3 4 Swinford Avenue 7 2 1 2 4 4 13 40m 25m 8 5 13 4 3 3 4 2 16 2 2 2 1 1 3 2 2 2 1 Abbey Lane 8 1 3 3 4 4 15 100m 20m 3 8 11 1 2 4 4 2 13 2 2 2 2 1 3 1 3 3 2 The Exchange 10 2 1 2 2 4 11 60m 15m 3 8 11 3 4 4 4 1 16 2 3 3 1 1 4 3 2 2 1 Welford Road/York Road 20 1 1 2 4 4 12 40m 15m 3 8 11 2 2 4 4 2 14 3 2 2 2 1 2 2 3 4 2 King Richard's Road 16 1 1 3 4 4 13 10m 4m 3 8 11 2 3 4 4 4 17 2 1 2 2 1 3 2 3 3 1 Gipsy Lane 36 1 2 2 4 4 13 50m 20m 8 10 18 2 2 4 4 1 13 1 1 2 3 1 1 2 2 3 1 Blackbird Rd/Groby Rd/Woodgate 34 2 1 1 4 4 12 200m 70m 8 10 18 3 1 4 4 2 14 3 1 2 3 1 1 1 3 2 1 Lockerbie Walk 7 1 1 2 4 4 12 20m 14m 0 8 8 4 4 3 4 2 17 3 2 2 2 1 4 3 3 3 3 Southfields Drive 11 4 1 4 4 4 17 50m 20m 8 5 13 3 2 4 4 2 15 1 1 2 2 1 3 2 3 1 2 Clarendon Park Road 10 2 1 1 4 4 12 20m 10m 8 8 16 1 1 4 4 2 12 3 3 2 4 1 1 2 4 3 1 Bede Park 4 2 2 2 4 4 14 20m 12m 3 6 9 1 4 3 2 3 13 4 4 1 2 1 4 3 4 3 3 Beaumont Lodge 6 2 1 3 4 4 14 10m 5m 8 5 13 3 3 3 3 2 14 4 3 1 4 1 3 1 3 3 1 Thurncourt Road 14 1 2 2 4 4 13 50m 30m 8 8 16 3 3 3 3 2 14 3 2 2 3 1 2 2 3 2 2 Humberstone Village 10 1 2 3 4 4 14 10m 5m 0 8 8 2 3 4 4 2 15 3 4 4 4 1 3 4 3 2 1 Netherhall Road 14 1 2 2 4 4 13 50m 30m 8 8 16 2 4 4 4 2 16 3 2 3 2 1 3 2 2 2 1 Nicklaus Road 3 1 4 4 4 4 17 20m 10m 0 8 8 2 4 4 4 1 15 3 2 2 4 1 3 4 4 3 1 Belgrave Boulevard 7 1 1 2 4 4 12 25m 20m 8 5 13 3 4 4 4 2 17 3 2 3 3 1 3 2 3 3 2 Burton Street 3 1 4 4 4 4 17 100m 40m 3 8 11 4 3 3 3 2 15 3 2 1 3 1 2 3 4 3 3 Wakerley Road/Ethel Road 6 3 1 2 4 4 14 40m 20m 8 5 13 4 3 3 4 2 16 2 3 3 3 1 2 4 3 3 1 Welford Road/Gainsborough Road 30 4 1 4 4 4 17 600m 30m 8 10 18 2 2 4 4 2 14 3 2 2 2 1 2 2 3 2 1 Fosse Road South 9 1 2 3 4 4 14 30m 20m 8 8 16 2 3 4 4 2 15 2 3 3 2 1 4 2 2 3 3 Aikman Avenue 10 1 1 2 4 4 12 60m 50m 8 8 16 3 2 4 4 2 15 3 3 3 1 1 3 2 4 4 3 Ryder Road 4 2 1 2 4 4 13 10m 10m 3 8 11 4 3 4 4 2 17 4 3 3 2 1 3 4 4 4 3 Evington Village 17 1 2 2 4 4 13 80m 15m 8 8 16 2 2 4 4 3 15 3 3 3 4 1 2 3 4 3 2 Asquith Boulevard 13 3 1 4 4 4 16 250m 20m 8 8 16 3 3 3 4 1 14 3 3 3 4 1 4 2 3 2 3 Allandale Road/Francis Street 61 1 3 4 4 4 16 250m 30m 0 10 10 3 4 3 3 2 15 4 4 4 4 1 4 3 4 4 1 Queens Road 56 2 3 4 4 4 17 200m 20m 8 10 18 2 2 4 4 2 14 2 2 3 4 1 3 4 4 2 2 Hinckley Road 35 1 2 2 4 4 13 130m 15m 8 10 18 3 3 4 4 4 18 3 3 3 3 1 2 4 3 4 2

Green Lane Road (total) 111 2 2 3 4 4 15 210 25 3 8 11 2 2 4 4 2 14 2 1 2 2 1 2 1 2 1 1 London Road (total) 78 3 2 2 4 4 15 450 35 8 8 16 1 3 4 4 4 16 2 2 2 4 1 2 2 3 2 2

= Local Centres that have been reviewed in more detail = Local centres not designated on the proposals map F - Capacity for Growth or Change

Opportunitie Opportunities s to Expand to Consolidate Sub-Total Centre Centre Grand Total Strengths Weaknesses Comments from Survey (Out of 40) (Out of 100)

14 N N 38 13 N N 39 14 Y N 40 Fruit and Veg - Move boundary - TO WHERE?? 12 Y N 40 Shops on Hart Road/Hartington 14 N N 41 10 N N 41 14 N N 41 14 N N 42 16 N N 43 13 N N 44 16 N N 45 20 N N 45 13 Y N 46 Supermarket 13 N N 46 16 N N 46 10 N N 46 16 N N 48 15 N N 46 18 N N 47 17 N N 47 15 N N 47 Post Office 18 N N 47 16 N N 48 15 N N 48 14 Y N 48 Shops between areas on map 15 N N 49 15 N N 49 15 N N 49 17 N N 50 14 N N 56 Car Garage 15 N N 51 15 N N 51 17 Y N 51 Houses separating Iceland and Greggs 18 N N 52 22 N N 52 located in the core shopping area 19 N N 52 17 Y N 52 Newsagents, florists, engines hop, hairdresser and café not included 21 N N 53 19 N N 53 20 Y N 53 Newsagent 17 N N 53 PO in Convenience store 20 N N 53 Medical centre, college, housing all nearby. Retail on Fosse Rd South 21 N N 53 14 N N 53 15 Y N 53 Houses split shops 24 N N 54 21 N N 54 22 N N 54 15 N N 54 18 N N 54 24 N N 55 15 N N 55 20 Y N 55 Café and shop excluded 19 N N 56 18 N N 56 15 N N 56 21 N N 57 19 N N 57 Post Office 18 N N 57 19 N N 59 Police Station 22 N N 59 20 N N 59 18 N N 60 21 N Y 60 Lots of space between shops 22 N N 60 23 N N 60 20 Y N 61 Furniture store 17 Y N 61 Houses between shops 18 N N 62 26 N N 63 18 N N 63 24 N N 64 29 N N 65 24 N N 65 Post Office 22 N N 65 Housing Office and Post Office in area 29 N N 66 21 N N 66 27 N N 67 25 N N 67 25 N N 68 25 N N 68 20 N N 69 25 N N 70 27 N N 70 Co-op 31 N N 72 28 N N 72 Post Office 28 N N 74 33 N N 74 27 N N 76 28 Y N 77 Shops down Kirby Road, could expand centre around the corner - TO WHER

15 N N 55 22 N N 69