Professional Documents
Culture Documents
CONTENTS
Page
1.
Introduction
2.
3.
3.1
Parking
10
10
3.2
Developer Contributions
11
3.3
Planning Conditions
11
3.4
Transport Assessments
12
3.5
Travel Plans
14
APPENDICES
APPENDIX A
16
16
18
19
20
21
23
25
27
28
APPENDIX B
29
APPENDIX C
30
APPENDIX D
32
(i)
(ii)
(iii )
(iv)
(v)
(vi)
(vii)
32
35
35
35
35
35
36
APPENDIX E
38
APPENDIX F
41
APPENDIX G
53
22 June 2006
1.
INTRODUCTION
1.1
1.2
The guidance will help ensure a transparent and consistent approach to the
provision of parking, developer contributions, travel plans and transport
assessments and, crucially, will inform applicants of the Councils
expectations at an early stage of the development process.
1.3
1.4
1.5
Revisions to Draft Local Development Plans Wales (Welsh Assembly Government October 2005,
paragraph 7.8)
22 June 2006
2.
2.1
Planning Policy Wales (March 2002) sets out the Governments planning
policies as they apply in Wales. It includes guidance on car parking provision
(paras 8.4.1 8.4.6), which is viewed as a major influence on the choice of
means of transport and the pattern of development. It outlines that local
authorities should ensure new developments provide lower levels of parking
as minimum parking standards are no longer seen as appropriate. It also
encourages local authorities to collaborate with neighbouring authorities
when considering parking issues in order to establish maximum levels of
parking for broad classes of development, together with a threshold size of
development above which such levels will apply (para 8.4.3.). The
importance of conducting travel assessments is also identified as they can
provide the basis for negotiation on schemes, including the levels of parking
(para 8.7.2.)
2.2
Planning Guidance (Wales) Technical Advice Note 18: Transport [TAN 18]
supplements Planning Policy Wales and provides additional guidance on
achieving a sustainable and integrated transport system.
2.3
TAN 18 emphasises that local authorities should consider the need for
introducing or reviewing parking standards and requirements, and the
parking needs of disabled people. Car parking policies should address the
provision and management of both on-street and off-street parking, and the
standards to be applied to new developments, reflecting the differing needs
of various land uses. Additionally, neighbouring authorities should co-operate
to achieve a more consistent regional approach. Guidance also states that
polices should encourage the implementation of specific measures to
develop safer cycling, including secure cycle parking at interchanges, and at
all major developments.
2.4
2.5
22 June 2006
22 June 2006
The City of Cardiff Local Plan and South Glamorgan Replacement Structure
Plan do not apply to the Creigiau and Pentyrch areas. The Mid Glamorgan
County Structure Plan Approved Plan Incorporating Proposed Alterations
No.1 covers those areas. This plan, approved by the Secretary of State for
Wales in 1989, includes the following policy:
Mid Glamorgan County Structure Plan Approved Plan Incorporating
Proposals for Alteration No.1
T4 It is the Policy of the County Council that except in town centres all
new development, redevelopment or changes of use should include
appropriate operational and non-operational parking provisions
according to the land use, density and location proposed. In town
centres, there will be a presumption against the location of the required
non-operational car parking within the curtilage of new development.
2.7
The appropriate parking guidelines for the whole of the area of the County of
Cardiff are contained within Section 3 and Appendix A of this document.
22 June 2006
3.
3.1
PARKING
a) Parking Guidelines: General Requirements
3.1.1
This SPG sets out parking guidelines for cars, people with disabilities, cycles
and powered two wheelers, together with advice on car parking for people
with young children. The application of parking guidelines forms part of the
Councils integrated transport strategy. They are intended to help reduce
traffic growth, reduce reliance on the car and encourage the use of
alternative means of travel. These objectives are balanced against the need
to limit on-street parking and, in turn, congestion, danger and visual intrusion,
and limit harmful impact on urban regeneration and competitiveness.
3.1.2
The parking guidelines relate to specific uses within the Town and Country
Planning Use Classes Order 1987 but do not cover every possible land use
or type of development. As such, any proposed land use or development not
specifically mentioned will be considered on a site specific basis, on its
individual merits. The absence of parking guidelines for a specific use
does not mean that no parking provision will be required.
3.1.3
3.1.4
22 June 2006
3.1.5
3.1.6
3.1.7
For mixed use developments, the guidelines relating to each use should be
used to calculate the overall total parking level.
3.1.8
3.1.9
22 June 2006
(i)
(ii)
3.1.14 Different guidelines are applied to the central area of Cardiff, shown on Map
1, attached as Appendix B. The central area is subdivided into 3 sub-areas
within which different office, industry and warehousing guidelines apply.
These sub-areas comprise the City Centre Core Area (Area 1), the Bridge
Area (Area 2) and the Waterfront Core Area (Area 3).
These areas are
based on boundaries defined within the City of Cardiff Local Plan (adopted
January 1996), amended to reflect the impact of Central Station and the Bus
Station on public transport accessibility levels, and regeneration within the
Bay area.
3.1.15 The non-operational parking guidelines for non-residential developments, set
out in Appendix A, constitute maximum parking provision, in line with
Planning Policy Wales (March 2002) and the Addendum to the South Wales
Parking Guidelines 1993 (September 2001).
3.1.16 Where residential parking guidelines are set out as ranges, the top of the
range constitutes a maximum standard and the bottom, a minimum
standard. As noted above in paragraph 3.1.4, there may be situations where
it may be justifiable to apply the parking guidelines flexibly, taking the merits
and circumstances of each planning application into account.
3.1.17 The operational parking guidelines set out in this guidance do not constitute
maximum or minimum provision, but rather the required level of parking
provision. This reflects the position set out in the Addendum to South Wales
Parking Guidelines 1993 (September 2001).
3.1.18 It should be noted that only operational parking guidelines are applied in the
central area, as non-operational parking will be provided in public car parks
or in limited waiting on-street areas.
22 June 2006
22 June 2006
3.1.26 In most instances, a distinction is made between Long Stay and Short Stay
cycle parking. Short stay cycle parking provide for the needs of visitors or
customers to a building for up to 5 hours, whilst long stay parking provides for
the needs of employees and commuters for longer periods, for example, over
5 hours.
3.1.27 Where it is not possible to provide cycle parking within the site itself, the
developer will be expected to make a payment equivalent to the cost, as
specified by the Council, of purchasing and installing the required cycle
stands. The Council will then pool funds from various developments within a
locality to provide cycle parking in the vicinity.
3.1.28 The importance of other cycling facilities such as changing rooms, showers
and lockers cannot be underestimated in encouraging more cyclists. Such
facilities will be sought in appropriate circumstances where long stay cycle
parking is required.
f) Parking Guidelines for Powered Two Wheelers
3.1.29 Significant savings in the number of car parking spaces available will be
possible if separate provision is made for motorcycles, as single motorcycles
parked in car spaces is not an efficient use of space. Developers will be
expected to provide secure parking for powered two wheelers in all nonresidential developments equal to a minimum of 1% and a maximum of 5% of
the number of car parking spaces provided. Parking for powered two
wheelers is required in addition to car and cycle parking provision. For the
avoidance of doubt, the guidelines for powered two wheelers apply to all nonresidential developments, including multi storey and other car parks.
g) Parking Layout and Design
3.1.30 Please refer to Appendix D for detailed guidance on parking layout and
design. For guidance on access for refuse collection vehicles and refuse
collectors please refer to the Councils Supplementary Planning Guidance on
Waste Collection and Storage Facilities.
3.1.31 The Council is committed to fulfilling its responsibilities under Section 17 of
the Crime and Disorder Act 1998, which states that all relevant authorities
have a duty to consider the impact of all their functions and decisions on
crime and disorder in their local area. This obligation will be achieved, in
part, by providing guidance which will help ensure that crime and the
perception of crime in the local context has been a material consideration in
the design and layout of parking.
3.1.32 Cardiff County Council endorses both the Secured by Design (SBD) and
Park Mark Safer Parking award schemes. The schemes offer a uniform
approach to creating safer environments by providing high standards of
security and good design. They are supported by the Association of Chief
Police Officers (ACPO) and the Home Office Crime Reduction Unit.
Developers are encouraged to apply for the award, and should seek early
10
22 June 2006
advice
from
South
Wales
(www.securedbydesign.com).
Police,
or
visit
the
website
3.2
DEVELOPER CONTRIBUTIONS
3.2.1
In line with paragraph 8.7.5 of Planning Policy Wales (March 2002) and
Policy MV2 (Commuted Payments) of the South Glamorgan Replacement
Structure Plan, particular emphasis will be given to securing contributions
towards off-site improvements in public transport, walking and cycling, where
such measures, either on their own or as part of a package of measures,
would be likely to improve the sites accessibility and influence travel patterns
to the site. Examples might include pedestrian improvements which make it
easier and safer to walk to the site from other developments or public
transport, or improvements to a cycle route or bus service which goes near to
the site.
3.2.2
3.2.3
3.2.4
3.3
PLANNING CONDITIONS
3.3.1
11
22 June 2006
3.3.2
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
3.3.3
3.3.4
3.4
TRANSPORT ASSESSMENTS
3.4.1
3.4.2
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22 June 2006
3.4.3
3.4.4
For the avoidance of doubt, the above thresholds apply to new development,
extensions, redevelopments and material changes of use. The traffic
thresholds should normally be applied to peak hours, but other periods may
also need to be assessed and these should be identified in the scoping study
for the Travel Assessment.
3.4.5
The coverage and detail of the Transport Assessment should reflect the
scale of development and the extent of the transport implications of the
proposal. Developers should hold early discussions with the Council in order
to clarify whether a Transport Assessment is necessary and, if so, to scope
its requirements. No two Transport Assessments are likely to be exactly the
same; what is appropriate for one development will not necessarily be
satisfactory for another.
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22 June 2006
3.5
TRAVEL PLANS
3.5.1
3.5.2
3.5.3
14
22 June 2006
3.5.4
15
22 June 2006
Area
Residents
Non-Central Area
2 & 3 bedroom
Non-Central Area
4 + bedroom
Non-Central Area
Non-Central Area
Non-Central Area
Central Area
(Areas 1,2,3)
Central Area
(Areas 1,2,3)
0 spaces
0 spaces
Elderly persons
houses and flats (not
wardened)
Purpose- built Student
housing (see note 3)
Residential*
(see note 4)
* All residential, except purpose-built student housing, changes of use to residential and
sheltered accommodation.
Notes on Car Parking Guidelines relating to Residential: New Build, Extensions &
Redevelopments
1. The level of parking required for a particular development will be dependent upon the
dwelling sizes and types, the general layout and the form of parking provision proposed,
e.g. unallocated grouped parking or allocated/curtilage parking and grouped hardstanding
or garage courts.
2. For certain developments (e.g. affordable housing) where clear evidence of low car
ownership levels has been submitted, a flexible approach to parking guidelines may be
applied, taking the merits of each individual application into consideration. The on-site
parking requirement for affordable housing may be reduced to one-third of the general
standard of provision to reflect the significantly lower level of car ownership generally
associated with such development.
3. No non-operational parking is to be provided for students in purpose built student
accommodation. However, a minimum of 1 space per 25 beds should be provided for
operational parking, to comprise of parking for wardens, maintenance vehicles and the
picking up and setting down of students. Appropriate provision should also be provided
for use by the disabled. Students will be expected to sign a lease agreement prohibiting
car ownership in order to prevent on-street parking in residential areas in the vicinity of
the student accommodation. On street parking by students can also be controlled
through use of residents parking permits and through decriminalized parking enforcement
currently being investigated by the Council (April 2006). Financial contributions to cover
parking studies, traffic management measures, and Traffic Regulation Orders in
accordance with Section 3.2 will normally be required. Also a Travel Plan will normally
be required reaffirming the no car rule, and providing information to each student
resident about public transport, walking and cycling routes in Cardiff, as well as dealing
with the access arrangements at the beginning and end of each term/period of
occupancy.
4. Consideration could be given to a reduction of the off-street parking requirement in
central areas where a residents parking permit system exists.
16
22 June 2006
Notes on Car Parking Design relating to Residential: New Build, Extensions &
Redevelopments
5. Garages should be provided as the most secure option, where possible. They should be
located alongside the dwelling so as not to obstruct natural surveillance and should be
overlooked by a window. However, they should not act as scaling aids which provide
access to properties.
6. Where garages cannot be accommodated, in curtilage parking which maximises
available surveillance is preferred.
7. Communal parking needs to be designed with care in order to minimise opportunities for
crime. Parking spaces should be close to and overlooked by the owners dwelling, and
be both designed for and restricted to that group of dwellings. Spaces should be located
within a defined perimeter which is capable of preventing the easy removal of a vehicle,
deters casual access and does not impede surveillance. Depending on the local crime
context, designated parking secured by a lockable bollard, or secured behind lockable
gates may be required. Specific advice should be sought from the Police on this issue.
Lighting should achieve high levels of uniformity, using whiter light to provide maximum
colour recognition. Open featureless spaces should be avoided. Rear boundaries means
of enclosure should be of minimal height of 1.8m made of a material and/or designed to
offer maximum surveillance.
8. Residential parking spaces should be clearly defined and located where they can be
overlooked by the owner. Conflict between neighbours can occur where spaces
encroach in front of a neighbouring house.
9. Remote garage blocks should be avoided.
10. Parking courts should include sheltered secure parking facilities for bicycles and
motorbikes/ mopeds.
11. Resident parking spaces should be more convenient to use than parking on the
carriageway and should generally be within 10m of the dwelling entrance they serve.
12. Satisfactory pedestrian access must be provided between the dwelling units and the
parking spaces.
13. Garages should generally have a minimum driveway length of 5.5m (for use when the
vehicle is not garaged) and a width of not less than 3.2m. Where garages open directly
onto the highway, roller shutter doors are required in the interests of safety for
pedestrians and other highway users.
14. Visitor parking spaces should be designed as an integral part of the development in
conveniently located places, including on plot spaces, off highway places and where
convenient and safety allows- on highway kerbside parking where carriageway widths are
5.5 m or more.
Disabled Parking
15. The needs of disabled people should be taken into account in the design and location of
parking.
17
22 June 2006
Area
Residents
Visitors
Non-Central Area
Non-Central Area
Non-Central Area
Central area
(Areas 1,2,3)
Non-Central Area
Central Area
(Areas 1,2,3)
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22 June 2006
Area
Residents
Visitors
Non-Central Area
Up to 1 space per 4
units
Up to 1 space per
resident staff
Up to 1 space per 4
units
Central Area
Non-Central Area
Central Area
Up to 1 space per 4
units
Up to 1 space per 4
units
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22 June 2006
Area
Non-operational
requirements
Maximum of 1 space
per 280 m2 (See note
4)
Maximum of 1 space
per 175 m2 (See note
4)
Maximum of 1 space
per 70 m2 (See note 4)
Maximum of 1 space
per 35 m2
Non-Central Area
Maximum of 1 space
per 40 m2
Operational
Requirements
Included in nonoperational standard.
Included in nonoperational standard.
20
22 June 2006
Area
Non-Central Area
Non-Central Area
Supermarkets and
superstorespredominantly food
(over 1000 m2)
Retail warehousingnon food (over 1000
m2)
Cash and Carry
Warehousing (Trade
Only)
Non-Central Area
Central Area
(Areas 1,2,3)
Operational
Requirements
Included in nonoperational standard
Space for 1
commercial vehicle to
unload &manoeuvre
Space for 2
commercial vehicles
to unload &
manoeuvre
Space for a minimum
of 3 commercial
vehicles
Space for a minimum
of 3 commercial
vehicles (See note 3)
Operational
requirements the
same as shop of
similar size
1 space per stall pitch
Non-Central Area
Extensions or
conversions (See note
5)
Garages and Service
Stations (See notes 6
& 7)
Central Area
(Areas 1,2,3) and
Non- Central Area
Non-Central Area
Non-Central Area
Driving Schools,
Private Hire and
Vehicle Hire Taxis
(Licensed)
Non-Central Area
Minimum of 1 car
transporter to unload
and manoeuvre
1 space per vehicle
operated
21
Non-operational
requirements
Maximum of 1 space
per 400 m2 (See note
2)
Maximum of 1 space
per 60 m2
(employees)
Maximum of 1 space
per 40 m2 (employees
& shoppers)
Maximum of 1 space
per 14 m2 (employees
& shoppers)
Maximum of 1 space
per 30 m2 (employees
and shoppers)
Maximum of 1 space
per 50 m2
Maximum of 1 space
per 30 m2 of gross
stall pitch area
including pedestrian
circulation area (See
note 4)
As per standard for
new shops
2 car/lorry spaces for
each service bay. Plus
a minimum of 5
waiting spaces where
an automatic car wash
is installed.
Maximum of 1 space
per 50 m2 (employees
and shoppers)
Maximum of 0 spaces
22 June 2006
Notes on car parking guidelines relating to Shops, Retail Warehouses and Garages
1. The non-operational standard assumes a net gross floorspace ratio of 75:25. Variation
may be applied at the discretion of the Local Authority when a different ratio is used.
2. Additional non-operational parking will be provided in public car parks or in limited waiting
on street areas.
3. The range of trip generation and parking demand at retail warehousing varies to a
considerable extent. The parking requirements of the most common types of store can
be classified in broad bands.
Highest requirement
DIY stores
Mid-range requirementsElectrical/gas appliance, flat pack furniture stores
Lowest requirement
Assembled furniture/ carpet stores, household and
leisure goods stores
Although retail parks may have shared parking, such developments will still require
similar levels of parking to single stores, because of the longer duration of parking.
4. Where existing premises are used for the establishment of a stall type market, the
applicant shall identify a location for the provision of visitor parking.
5. For premises up to a maximum of 200 m2 gross floor space, an increase of 20% will be
permitted without the need for additional parking. This allowance can only be made
once, and any parking displaced must be relocated.
6. The non-operational standard includes employees parking.
7. Relaxation may be given to the parking requirements at fast service centres e.g. tyres,
exhausts, MOT etc.
8. Where car sales premises include external display areas, additional parking space will be
required.
Notes on Car Parking Design relating to Shops, Retail Warehouses and Garages
9. The overall impact of crime in the local context must be taken into consideration and
measures included to reflect the risk.
10. Lighting should be uniform without creating shadows or pools of darkness. Lamps which
have a high colour rendering index and provide a natural appearance should be used in
preference to monochromatic lights. Lighting should conform to BS 5489 (part 1) and BS
EN 13201 (2003): part 2.
Disabled Parking
11. Parking bays designated for disabled people should be provided as follows:
In car parks of up to 200 car spaces, individual bays for each employee who is a
disabled motorist plus 6% of total car park capacity or 3 bays, which ever is greater;
In car parks of over 200 spaces, a minimum of one space for each employee who is a
disabled motorist plus 4% of total car park capacity plus 4 bays.
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22 June 2006
Area
Industry (premises up
to 1000 m2) (see note
3)
Non-Central Area
Central Areaareas 2 & 3 only
Industry (premises
over 1000 m2) (see
note 4)
Non-Central Area
Central Areaareas 2 & 3 only
Non-Central Area
Central Areaareas 2 & 3 only
Non-Central Area
Central Areaareas 2 & 3 only
Wholesale
Warehousing
premises up to 1000
m2
(see note 5)
Wholesale
Warehousing
premises over 1000
m2
(see note 5)
Warehouses
Non-Central Area
Central Areaareas 2 & 3 only
Central AreaArea 1 only
Non-Central Area
Central Areaareas 2 & 3 only
Non-Central Area
Central Areaareas 2 & 3 only
Central Areaarea 1
Operational
Requirements (see
notes 1 & 7)
Minimum
Gross
Space
Floor
(m2)
Space
2
(m )
100
70
250
85
500
100
1000
150
1001
150
2000
200
2000
10% of
GFA
Forecourt Servicing
Non-operational
requirements (see
note 2)
Maximum of 1 space
per 1000 m2
Gross
Minimum
Floor
Space
Space
(m2)
100
70
250
85
500
100
1000
150
1001
2000
above
2000
Maximum of 1 space
per140 m2
Maximum of 1 space
per 60 m2
Maximum of 1 space
per 120 m2
Maximum of 1 van
space adjacent plus 1
car space communally
Forecourt Servicing
Maximum of 1 van
space adjacent plus 2
car spaces
communally
To be decided individually. Requirement likely
to lie between that for offices and industry.
150
200
10% of
GFA
Maximum of 1 space
per 100 m2
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22 June 2006
4. For premises over 1000 m2, the non-operational standard for the first 1000 m2 is identical
to that applied to industry with premises up to 1000 m2. For floorspace above 1000 m2,
the standard specified for premises over 1000 m2 should be applied.
5. If the premises are to be used as a distribution depot, the non-operational parking should
be increased to:
For premises up to 1000 m2, a maximum of 1 space per 60 m2
For premises over 1000 m2, a maximum of 1 space per 80 100 m2.
6. Non-operational parking will be provided in public car parks or in limited waiting on street
areas.
Notes on Car Parking Design relating to Industry and Warehousing
7. Vehicles should be able to enter and leave the site in forward gear.
8. The overall impact of crime in the local context must be taken into consideration and
measures included to reflect the risk.
9. Lighting should be uniform without creating shadows or pools of darkness. Lamps which
have a high colour rendering index and provide a natural appearance should be used in
preference to monochromatic lights. Lighting should conform to BS 5489 (part 1) and BS
EN 13201 (2003): part 2.
Disabled Parking
10. Parking bays designated for disabled people should be provided as follows:
In car parks of up to 200 car spaces, individual bays for each employee who is a
disabled motorist plus 2 bays or 5% of total car park capacity, whichever is greater;
In car parks of over 200 spaces, 2% of total capacity plus 6 bays.
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22 June 2006
Area
Operational
Requirements
Minimum of 1
commercial vehicle bay
Non-operational
requirements
See Note 1
Places of entertainment
and hotels
(see note 1)
Assembly halls
(commercial) e.g. bingo
halls
Assembly Halls (social)
e.g. unlicensed clubs,
community centres
Cinemas and
conference facilities
(see note 2)
Stadia (see note 2)
Central Area
(Areas 1,2,3)
Non-Central Area
Minimum of 1
commercial vehicle bay
Maximum of 1 space
per 8 m2
Non-Central Area
Minimum of 1
commercial vehicle bay
Maximum of 1 space
per 10 m2
Non-Central Area
Minimum of 1
commercial vehicle bay
Maximum of 1 space
per 5 seats
Non-Central Area
Minimum of 1
commercial vehicle bay
Minimum of 1
commercial vehicle bay
Maximum of 1 space
per 15 seats
Maximum of 1 space
per guest bedroom, 1
space per staff
bedroom, plus 1 space
per 3 non-resident
staff.
Maximum of 1 space
for 5 m2 of bar floor
areas including
servery, plus maximum
of 1 space per 3 nonresident staff.
Maximum of 1 space
per 5 m2 of public area
plus maximum of 1
space per 3 nonresident staff.
Maximum of 1 space
per 7 m2 of dining area
plus staff parking at
maximum of 1 space
per 3 non-resident staff
Maximum of 1 space
per 14 m2 of dining
area plus staff parking
at maximum of 1 space
per 3 non-resident staff
Maximum of 1 space
per 14 m2 of dining
area plus staff parking
at maximum of 1 space
per 3 non-resident staff
Non-Central Area
Non-Central Area
Minimum of 1
commercial vehicle bay
Licensed clubs
Non-Central Area
Minimum of 1
commercial vehicle bay
Restaurants
Non-Central Area
Minimum of 1
commercial vehicle bay
Non-Central Area
Minimum of 1
commercial vehicle bay
Drive Through
Restaurants (see note
6)
Non-Central Area
Minimum of 1
commercial vehicle bay
25
22 June 2006
26
22 June 2006
Area
Central Area
(Areas 1,2,3)
Non-Central Area
Operational
Requirements
Minimum of 1
operational space
Non-operational
requirements
Maximum of 0 space
Essential vehicles as
required
1 space per
practitioner (see note
3)
Maximum of 2 spaces
per bed
Maximum of 1 space
per 2 ancillary staff
and maximum of 5
spaces per
practitioner
Maximum of 1 space
per 10 seats or 1
space per 8 m2
floorspace used for
praying.
Maximum of 1 space
per 2 persons using
the facilities and a
maximum of 1 space
per 3 spectators,
where necessary.
Maximum of 1 space
per 45 m2
Non-Central Area
Places of Worship
(See note 4)
Non-Central Area
Minimum of 1
commercial vehicle
space (see note 5)
Leisure Centres,
Sports Clubs &
Fitness Clubs (see
note 6)
Non-Central Area
Minimum of 1
commercial vehicle
space
Libraries
Non-Central Area
Minimum of 1
commercial vehicle
space
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22 June 2006
Area
Educational establishments
Operational
Requirements
Minimum of 1 operational
space
Included in non-operational
standard
Non-Central Area
Minimum of 1 commercial
vehicle space
Non-Central Area
Minimum of 1 commercial
vehicle space
Non-operational
requirements
See note 1
Maximum of 1 space per 2
full time staff (see notes
2,3,7)
Maximum of 1 space per
classroom and a minimum
of 3 spaces for visitors (see
note 2)
Maximum of 1 space per
member of teaching staff.
Maximum of 1 space per 2
ancillary staff. Maximum of
1 space per 20 students
and a minimum of 5 spaces
for visitors.
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22 June 2006
APPENDIX B:
OS Licence LA09005L
29
22 June 2006
Guidelines
Long Stay (employees): 1 stand per 100 m2
Short Stay (customer): 1 stand per 100 m2
Long Stay (employees): 1 stand per 200 m2
Short Stay (customer): 1 stand per 200 m2
Long Stay (employees): 1 stand per 500 m2
Short stay (customer): 1 stand per 250 m2
Long Stay (employees): 1 stand per 5 employees
Short Stay (customer): 1 stand per 40 sq m public floorspace
Long Stay (employees): 1 stand per 200 m2
Short Stay (customer/visitor): 1 stand per 1000 m2
Long Stay (employees): 1 stand per 500 m2
Short Stay (customer/visitor): 1 stand per 1000 sq m
Long Stay (employees): 1 stand per 1000 m2
Short Stay (customer/visitor): 1 stand per 4000 sq m
Long Stay (employees & visitors): 1 stand per 5 bedrooms
Long Stay (employees): 1 stand per 20 bed spaces
Short Stay (visitors): 1 stand per 20 bed spaces
Long Stay (residents): 1 stand per bedroom
Railway stations
Bus/ coach stations
Park & Ride
Public off-street car parks
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14.4m
4.8m
6.0m 15.6m
4.8m
90o PARKING
18.6m
5.4m
4.2m
15.0m
5.4m
60o PARKING
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22.1m
5.1m
3.6m
13.8m
5.1m
45o PARKING
29.9m
4.3m
3.7m
12.3m
4.3m
30o PARKING
Additional guidance on the layout and design of car parking provision in relation to
specific types of development are provided in Appendix A.
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buildings, in cycle sheds or other sheltered structures, and can include cycle lockers or
cages.
Cycle parking must be provided in a safe, secure and convenient position, and located close
to the intended destinations. Wherever possible, they should be located within the curtilage
of the development. Stands should be visible and positioned so they do not obstruct
pedestrians or the disabled. They should be clearly signposted and highlighted by defined
areas, such as the use of surface changes, colour or texture. In order to maximise security,
cycle parking should be prominently places in areas which maximise surveillance. They
should be overlooked by passers by, well lit and, where possible, viewed by CCTV or
security guards.
Stands should be positioned so that they can be properly used and do not cause a safety
hazard. A minimum distance of 1m should be maintained between Sheffield stands to
enable access and ease of use. Additionally, Sheffield stands should be at least 0.6m from
the kerb line to ensure that parked cycles do not overhang the carriageway, with adequate
clearance from walls. Consideration should be given to changing the pavement surface
around the stands to identify the area to the visually impaired. Care must be taken when
fixing the stands to avoid damage to underground installations. Where cycling stands are to
be placed on the adopted highway agreement must first be secured from the Council.
The preferred location of cycle parking can vary, dependent on the nature and location of
development, and the length of time people are likely to leave their bikes (i.e. whether the
stand is intended for long or short stay parking). The siting of stands in prominent places,
within Conservation Areas and within close proximity to Listed Buildings needs careful
consideration. It is often better to have several small groups of stands.
Where no differentiation is made between short stay or long stay parking, the stands should
be located so as to provide for both employees and visitors.
Short stay parking, which provides for the needs of visitors or customers to a building for a
few hours, should be located as close to the visitor entrances of a building as possible and,
ideally, within 30m. Long stay parking, which provides for the needs of employees and
commuters for longer periods, is more appropriately provided within, to the side or rear of a
building.
(vii) Design of Parking for Powered Two Wheelers
Well-placed and designed motorcycle parking will help improve the appearance of an area,
reduce obstructions to pedestrians by reducing random parking, reduce theft and damage to
secured motorcycles and highlight motorcycling as an alternative mode of transport.
Parking must be provided in a safe, secure and convenient position and, wherever possible,
within the curtilage of the development. Parking must be positioned so as not to obstruct
pedestrians or the disabled, where it is visible to passers by and where possible, viewed by
CCTV or security guards. Motorcycle parking should also be clearly sign posted and well-lit.
Sites for motorcycle parking should be well drained, with no, or only a slight, gradient. Nonslip surfaces should be provided, as oil spills can represent a hazard to users.
Informal parking can be reduced by locating designated motorcycle parking as close as
possible to the visitor entrances of a building as possible. However, the preferred location
will vary depending on the nature and location of development, the length of time people are
likely to leave their motorcycles, and the prominence and sensitivity of the location.
Developments making specific provision for motorcycles should incorporate appropriate antitheft or tampering measures. The availability of secure parking is particularly important in
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offices, shopping, and entertainment centres, and public transport interchanges where
medium to long-term parking may be anticipated.
There are 2 basic types of anchor points to which motorcycles can be secured to reduce the
risk of theft, namely, ground level or raised anchor points. In ground level anchor points,
the anchor point remains below the surface, often concealed by a hinged steel plate set flush
with the road surface. The plate is raised by the user, allowing a loop to be lifted up and the
users own lock passed through. If left upstanding or becoming jammed in an upstanding
position, ground anchors can constitute a danger. They also require regular maintenance
and can be dirty to use.
Raised anchor points constitute a raised horizontal bar at approximately 40 to 60cm. These
are normally provided at the edge of the carriageway and also require users to use their own
lock. This type can represent a trip hazard or cause an obstruction if installed along the edge
of footways. Preferably, they should be integrated with pedestrian railings or protected by
other means to safeguard pedestrians, particularly those with impaired vision. Where high
density parking is closely associated with pedestrian guard railings, users may need to put
their hand through the vertical railings in order to reach the horizontal bar to use their locking
cables. In such situations, the width between the vertical bars of the railings should be
approximately 160mm. Any anchor points need to be at a suitable height for locking the
wheel, as it is often not possible to pass a lock through a motorcycle frame.
Protecting motorcycle parking with bollards or similar restrictions will help ensure that
vehicles do not conflict with the parked motorcycles, and that the spaces are not used by
other vehicles.
Standard spaces should be 2.5m by 1.5m.
Additional guidance on the design of motorcycle parking is provided in the Department of
Transport, Local Government and the Regions Traffic Advice Leaflet 2/02.
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Comments specifically or generally relevant to the draft guidance were received from the
above consultees indicated ***
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REF2
1.4 and
3.11
REPRESENTATIONS
Welcomes the approach of the SPG in general terms and the aim to
reduce reliance on the private car.
COUNCIL RESPONSE
Support acknowledged.
3.1.4
Fully supports the advice that the guidelines should be applied flexibly,
taking into account the factors listed in the SPG. Suggests that the
sentence which refers to the flexible application of parking guidelines
should be in bold print to reinforce this point.
3.1.16
3.1.193.1.23
Notes that the general content of the SPG in relation to disabled parking is
supported. It also notes that McCarthy and Stone make the appropriate
proportion of spaces in its developments suitable for use by disabled
residents, and that such spaces would be located close to the entrance
point of the development. However, the letter states that ' it is not the
company's policy to specifically mark the spaces for this use when the
development is constructed, as, based on detailed survey evidence, there
are many developments where none of the residents would have a
disabled parking permit and so the company would not wish to keep the
spaces vacant, unnecessarily'.
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3.1.253.1.28
Support acknowledged.
3.2.1 &
3.2.3
States that he was 'a little concerned' over the content of para. 3.2.1 on
developer's contributions, but pleased to see clarification in para. 3.2.3
that the Planning Obligations Circular would be taken into account.
Suggests that the Circular should be given greater weight and that
wording of the SPG should be revised to note that the Circular has to be
complied with, and not just be taken into account.
Appx A,
Table 3
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Appx A,
Table 3
Appx C
Notes that the reference to "space for each resident warden/staff" is not
sufficiently specific. Notes that the company would support the provision
of 1 space per resident warden/staff.
Questions whether the visitor parking guideline is meant to be a maximum
or minimum provision. Notes that for standard residential developments,
the guidance gives a maximum visitor parking provision and sees no
reason why sheltered housing should be treated differently.
Suggests that the use of beds as a basis for visitor parking for sheltered
housing is inappropriate, noting that he is not aware of any evidence that
2 bedroom apartments get more visitors than one bedroom ones.
Suggests that the basis for a standard should be the unit.
Notes that he has no criticism of the cycle parking standards.
3.1.19 3.1.23
Notes that he and McCarthy and Stone are in general support of the SPG
and its provisions. Notes though that they should not be used as 'tablets
of stone' and that a degree of flexibility, referred to in para. 3.1.4 is
essential and that he trusts the SPG will be used in that way.
Pleased to see Disabled Bays and the users requirements taken into
account. Requests that they are kept in the final draft.
Appx A,
Table 3
Appx A,
Table 3
Appx A: 1
Support acknowledged.
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The SPG does not set out a specific guideline for social housing - the
guideline for general residential development would be applied in this
instance. However, the notes on car parking guidelines relating to
residential new build, extensions and redevelopments (Appendix A,
Table 1) state that 'for certain developments (e.g. affordable housing)
where there is evidence of low car ownership levels, a flexible
approach to parking guidelines may be applied, taking the merits of
each individual application into consideration. The on-site parking
requirements for affordable housing may be reduced to one-third of
the general standard of provision to relfect the significantly lower
level of car ownership generally associated with such development'
(note 2). A similar approach is taken with regards applications for
changes of use (Appendix A, table 2).
Attention is drawn to the fact that the guidance notes that a flexible
approach may be applied and that the parking requirement for
affordable housing may be reduced to one third. Moreover, an
analysis of 2001 Census (Table SO60) data supports the fact that
there is a lower level of car ownership generally associated with
affordable housing. Specifically, Council or Social households have
2.9 times less cars on average than Owned or Private Rented
households- 0.4 cars per household, compared to 1.1, respectively.
Never-the-less, the following changes are proposed to strengthen
the provisions of the SPG:
The first sentence of note 2 of Appendix A, Table 1 and Note
1 of Appendix A, Table 2 be amended to read, For certain
developments (e.g. affordable housing) where clear evidence
of low car ownership levels has been submitted, a flexible
approach to parking guidelines may be applied, taking the
merits of each individual application into consideration.
The second sentence of Note 6 of Appendix A, Table 1, and
the second sentence of Note 3 Appendix A, Table 2, be
amended to read, Depending on the local crime context,
designated parking secured by a lockable bollard, or secured
behind lockable gates may be required. Specific advice
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Appx A: 1
Notes that there is no parking for students built into recent developments
and that this has led to significant problems in areas where there is a high
density of such developments. Notes that students are asked to sign an
agreement, which forms part of their lease, prohibiting car ownership and
asked not to park within 3 km of their residences. Notes that this is totally
ignored by students. Also notes that the Police advise that they are unable
to enforce this 'agreement' as the students are not actually breaking the
law and that the Council are also powerless. Notes that the management
company that run the halls are the only ones that can enforce it and that
they either can not or will not undertake to monitor the situation which has
now become intolerable for other residents.
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Appx A: 1
Appx A: 1
Appx A: 1
Appx A: 1
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3.4
3.5.1
Appx C
48
The guidance set out in paragraph 3.1.4, that the guidelines may be
applied flexibly in appropriate circumstances, applies equally to
residential parking guidelines as it does all others. For the
avoidance of doubt, the following amendment will be inserted at the
end of paragraph 3.1.16 to strengthen the flexible approach 'As
noted above in paragraph 3.1.4, there may be situations where it
may be justifiable to apply the parking guidelines flexibly, taking the
merits and circumstances of each planning application into account'.
Support acknowledged.
It is accepted that travel planning guidance and practice to date has
largely focussed on the development of destination travel plans, such
as workplace or school travel plans. However, the DfT has
published best practice guidance in recognition of the fact that
residential travel plans are 'an area of increasing importance'.
('Making Residential Travel Plans Work: Good Practice Guidelines
for New Development', prepared for the DfT by Transport 2000 Trust,
September 2005.) This guidance notes that 'provision of new
sustainable residential developments is a key Government objective
and the preparation and implementation of travel plans will be critical
to its delivery' (foreward). The guide also notes that 'as with other
travel plans, residential travel plans should be a key requirement for
any residential development likely to generate significant levels of
traffic' (p.7). In view of the above, no changes are proposed to the
SPG.
One space per dwelling unit is currently sought for high density
residential developments. Increased provision is being sought
through this SPG to significantly increase the amount of good quality
parking and so promote more cycle use, as part of an integrated
transport strategy to reduce car use and promote sustainable and
active travel. Greater provision is sought in residential
developments on the basis that the occupants tend to occupy
residential development for a longer period of time and, therefore,
will have a more lasting impact on travel behaviour. In view of the
22 June 2006
3.1.29
Notes that no reference is made to how secure parking for powered twowheelers is to be accommodated. Suggests that in Central Area locations
consideration could be given to dedicated spaces within car parks since
realistically parking on-street is wasteful of space and risky for vehicle
owners.
3.1.29
3.1.4,
Appx A:1
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3.1
Notes that the Council refers to PPG13 but should also take into account
the changes in the revised PPS 3, which recommends a more flexible
approach to parking provision than the one size fits all approach.
3.1.23
Notes that it is not clear what type of size of developments would need to
produce an 'access statement'. States that this is additional work that is
unnecessary given the application of Part M of the building regulations, in
respect of housing.
The HBF objects to the threshold of 100 houses for the submission of a
Transport Assessment as it is considered to be too small. A threshold of
100 houses is not considered to create a significant transport implication
as required by advice in TAN 18. Notes that in the context of Cardiff 100
is not considered to be major.
3.4.2
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3.5.1
States that 'paragraph 89 of PPG 13 advises that travel plans should only
be submitted for jobs, leisure and services. There is no reference in the
section on Travel Plans for residential use. The reason being that the
diversity of journeys and occupiers mean that it would be impossible to
produce a meaningful plan'.
App A:1,
3.1.4
Notes that the reference in note 2 (Appendix A:1) to 'a flexible approach to
parking guidelines may be applied, taking the merits of each individual
application into consideration for affordable dwellings' implies that this
approach will not be taken in relation to other residential developments.
Suggests that if a truly flexible approach is to be taken, as suggested in
para. 3.1.4, the council should delete the first sentence of note 2.
Appx C
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Section
3.1
Section
3.1 &
Appx A
With regards the cycle guidelines, there is some confusion as to what will
be considered to fall into the high density or other residential category.
High density refers to a ratio yet the descriptions relate to the type of
dwellings. Suggest that this may be overcome by referring to i.e. rather
than incl as including implies that other types of dwellings may fall into this
category.
Notes that the provision of parking spaces continues to be significant
issue, and that sustainable transport and the use of modes other than the
private car is recognised.
A flexible approach to car parking must be applied to ensure the success
of future development is not hampered by insufficient parking provision.
3.1.2528, Appx
C
Section
3.4
Section
3.2
52
Support welcomed.
22 June 2006
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