Access Circulation Parking SPG

Supplementary Planning Guidance

ACCESS, CIRCULATION AND PARKING REQUIREMENTS

Approved June 2006


Access, Circulation and Parking Requirements

(Approved by Council 22 June 2006) 2006 )



(Approved by Council 22 June 2006) 2006 )

Cardiff Supplementary Supplementary Planning Guidance

Access, Circulation and Parking Requirements Requirements

CONTENTS

Page

1.

Introduction

2

2.

Legislation, Guidance and Development Plan Policies

3

3.

Legislation Legislati on and National Guidance

3

Development Development Plan Policies

3

Guidance on Policy Implementation Implementatio n

6

3.1

Parking

6

a) Parking Guidelines: Guidelines: General Requirements Requirements

6

b) Car Parking Guidelines Guidelines

7

c) Parking Guidelines Guidelines for People with Disabilities

8

d) Car Parking for People with Young Children

9

e) Cycle Parking Guidelines Guidelines

9

f) Parking Guidelines Guidelines for Powered Two Wheelers

10

g) Parking Layout and Design

10

3.2

Developer Contributions

11

3.3

Planning Conditions

11

3.4

Transport Assessments

12

3.5

Travel Plans

14

APPENDICES APPENDIX A

Car Parking Guidelines Guidelines by by Land Use

1. Residential: Residential : new build, extensions & redevelopments 2. Residential: changes of use to residential 3. Residential: Residential : sheltered and other accommodation 4. Offices 5. Shops, retail warehouses and garages 6. Industry and warehousing 7. Places of entertainment and hotels 8. Community establishments establishm ents 9. Educational establishments establishment s

16 16 18 19 20 21 23 25 27 28

APPENDIX B

Map1: Central Area and Area 1, 1, 2 & 3 Boundaries Boundaries

29

APPENDIX C

Cycle Parking Guidelines Guidelines

30

APPENDIX D

Parking Layout Layout and Design Design

32

(i) (ii) (iii ) (iv) (v) (vi) (vii)

Car park design Disabled car parking design Design of parking for people with young children Design of operational operational parking (servicing) Design of parking for commercial vehicles Design of cycle parking Design of parking for powered two wheelers

32 35 35 35 35 35 36

APPENDIX E

Consultation on on the Draft SPG

38

APPENDIX F

Representations Representations and Responses Responses

41

APPENDIX G

The Cardiff Unitary Unitary Development Development Plan

53

Approved by Cardiff Cardiff Council

22 June 2006 2006

Cardiff Supplementary Planning Guidance


1.

INTRODUCTION

1.1

This guidance supplements policies in existing development plans for Cardiff (identified in paragraphs 2.5 and 2.6) concerning access, circulation and parking requirements. It applies to all categories of development for which planning permission is required, including new developments, extensions, redevelopments and material changes of use. It includes guidance on: car, cycle, motorcycle and disabled parking provision, layout and design; developer contributions; the use of planning conditions; transport assessments; travel plans. •

• • • •

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 Council’s expectations at an early stage of the development process.

1.3

The guidance has been the subject of consultation as outlined in Appendix E and Appendix F identifies the main changes made in response to the comments received. It was approved by Council on 22 June 2006.

1.4

The Welsh Assembly Government supports the use of supplementary planning guidance (SPG) to set out detailed guidance on the way in which development plan policies will be applied in particular circumstances or areas. SPG must be consistent with development plan policies and national planning policy guidance and may be taken into account as a material planning consideration in planning decisions.

1.5

The Council placed the Cardiff Unitary Development Plan on deposit in October 2003. However, following introduction of the European SEA (Strategic Environmental Assessment) Directive, in May 2005 the Council resolved, with the agreement of the Welsh Assembly Government, to cease preparation of the UDP and commence preparation of a Local Development Plan (LDP). Welsh Assembly Government guidance 1 indicates that the deposited UDP may remain a consideration in development control decisions until such time as the LDP is adopted. Appendix E indicates references in the UDP to matters which are the subject of this guidance.

1

Revisions to Draft Local Development Plans Wales (Welsh Assembly Government October 2005, paragraph 7.8)

Approved by Cardiff Council

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2.


LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES Legislation and National Guidance

2.1

Planning Policy Wales (March 2002) sets out the Government’s 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

TAN 18 also indicates that the extra traffic generated by a proposed development may produce the need for transport improvements in the vicinity, and beyond. It states that where improvements are necessary, local planning authorities may grant planning permission subject to a condition requiring that improvements are completed prior to the commencement/occupation of the development. Furthermore, it says that developers will be required to pay the cost of any highway improvements where the need is directly created by their development. Such improvements may be secured under section 278 of the Highways Act 1980, whilst the use of planning obligations may be appropriate in some circumstances. Development Plan Policies

2.5

The following policies relating to access, circulation and parking requirements are contained within adopted development plans covering the Cardiff County area.


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South Glamorgan (Cardiff Area) Replacement Structure Plan (Adopted 1997) MV2 Commuted Payments Contributions will be sought from developers towards any necessary improvements to the transport system arising as a result of the proposed development MV11 Parking New development shall include adequate provision for car parking according to the adopted parking guidelines. In the city centre and the core area of Cardiff Bay, which are well served by a range of public transport, a reduced level of parking is required. MV13 Equality of Access Measures will be taken to improve safety and conditions for pedestrians and people with impaired mobility, by providing access to bus stops, railway stations, and car parks and removing conflict with traffic, particularly in areas of high pedestrian activity City of Cardiff Local Plan (Adopted 1996) Policy 14 Facilities for Public Transport Services The design and layout of development proposals will be required to accommodate necessary facilities for public transport services. Policy 16 Traffic Calming The design and layout of development proposals will be required to incorporate necessary traffic calming or similar traffic management measures. Policy 17 Parking and Servicing Facilities Development proposals will be required to provide parking and servicing facilities in accordance with the City Council’s adopted guidelines. Policy 18 Provision for Cyclists Development proposals will be required to make convenient and safe provision for cyclists, including cycle parking facilities in accordance with the City Council’s adopted guidelines. Policy 19 Provision for Pedestrians The design and layout of new development will be required to retain and/or create a safe and convenient environment for pedestrians. Policy 20 Provision for Special Needs Groups Development proposals which may be used or visited by the general public will be required to make provision for special needs groups including people with disabilities, parents with young children and elderly.


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Creigiau and Pentyrch 2.6

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.


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3.

GUIDANCE ON POLICY IMPLEMENTATION

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 Council’s 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

The parking guidelines apply to all categories of development for which planning permission is required, including new developments, extensions, redevelopments and material changes of use.

3.1.4

It is recognised that there may be situations where it may be justifiable to apply the parking guidelines for cars, people with disabilities, cycles and powered two wheelers in a flexible way, taking the merits and circumstances of each planning application into consideration. The following factors will be taken into account as part of the assessment of, and negotiations over, parking provision on any particular scheme. The list is not in a hierarchical order: (i) the nature and type of development, and information relating to its future occupation, use or management (e.g. if a scheme is for affordable housing in an area of low car ownership or contains a higher proportion of disabled people;) (ii) location; (iii) accessibility to and the availability of on-street and public offstreet parking; (iv) accessibility to and availability of high frequency public transport; (v) accessibility to the site by walking and cycling; (vi) impact on highway and pedestrian safety; (vii) impact on amenity; (viii) impact on crime and disorder; (ix) the degree of mixed/dual uses, and (x) whether the development will involve the shared use of parking.


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3.1.5

It should be noted, however, that parking provision that exceeds the guidelines specified in this SPG will only be permitted where an applicant has demonstrated, to the Council’s satisfaction that: (i) a lower level of parking is not achievable through the implementation of measures to minimise the need for parking and car travel, and (ii) effective measures are being undertaken to minimise the need for parking.

3.1.6

Where the specific use or nature of development or its occupation or management is a factor in applying the guidelines flexibly, the Council may impose conditions to limit permitted development rights or to control management and occupancy.

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

Where parking levels above the maximum are considered acceptable on grounds that the development will involve shared parking, the Council will seek to secure this through the imposition of a planning condition or the use of a planning obligation.

3.1.9

Changes of use will be subject to the same guidelines as new development. Reduced numbers of spaces will be sought where the proposed use is demonstrably less traffic intensive than the previously approved use.

3.1.10 In all instances, developers will be required to demonstrate, to the Council’s satisfaction, that the proposal will work in transport terms. It should not be assumed that where a proposal accords with the parking standard that it is automatically acceptable. 3.1.11 For the avoidance of doubt, parking guidelines that relate to floor areas are GROSS floor areas, unless stated otherwise. b) Car Parking Guidelines 3.1.12 The car parking guidelines set out in Appendix A are based on the Parking Guidelines of the Standing Conference on Regional Planning in South Wales (Revised Edition 1993), as amended in the City of Cardiff Local Plan (adopted January 1996) and, subsequently, by the Addendum to the South Wales Parking Guidelines 1993 (September 2001). Whilst the guidelines have been amended to reflect local circumstances, the regional approach remains, reflecting Planning Policy Wales (March 2002) advice on the need to consider parking issues on a joint basis with neighbouring authorities (paragraph 8.4.3). 3.1.13 Residential parking guidelines include space required for residents and visitors. Guidelines for non-residential development comprise operational and non-operational parking guidelines.


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(i)

(ii)


Operational parking guidelines set out the parking space required for servicing a development. They provide sufficient space to allow the maximum number and size of vehicles likely to serve the development at any one time, and to load/unload and manoeuvre with ease without inconvenience to vehicles and pedestrians on the public highway or to other users of the site. Space for staff cars which, by the nature of the business, is required for day-to-day operation, may also be included. Non-operational parking guidelines set out the parking space not necessarily used for the operation of the business, and includes employee and visitor/shopper parking.

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.

c) Parking Guidelines for People with Disabilities 3.1.19 Guidelines on the number of designated parking bays for people with disabilities are set out within Appendix A. These are based on guidelines contained within the ‘Parking Guidelines of the Standing Conference on Regional Planning in South Wales’ (Revised Edition 1993) and the


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Department of Transport Traffic Advice Leaflet 5/95 ‘Parking for Disabled People’. 3.1.20 The parking guidelines for people with disabilities represent minimum provision and should be provided in addition to the operational and nonoperational car parking provision. Where a reduced number of car parking spaces below the maximum level are provided, the level of car parking provision for disabled people should be maintained in the same proportion as if the overall number of spaces was up to the maximum level. At certain locations, and where the proportion of disabled people is known to be higher, the ratio of parking for the disabled may need to be increased. 3.1.21 The needs of disabled people will also need to be considered in the provision of operational parking. 3.1.22 The needs of disabled people (including designated spaces) will also need to be considered in developments which are proposing no off street car parking. 3.1.23 Planning applications should be accompanied by an ‘access statement’. Guidance on access in the planning system (‘Planning and Access for Disabled People – A Good Practice Guide’ published by ODPM and BS 8300: 2002 ‘Design of buildings and their approaches to meet the needs of disabled people - Code of Practice’) recommends provision of an access statement to identify the philosophy and approach to inclusive design adopted, the key issues of the particular scheme, and the sources of advice and guidance used. An additional benefit of providing an Access Statement is that it should set out, at the time of the planning application, most of the information needed by a building control body, thus assisting the dialogue between the applicants and building control. In addition to the adequate provision of specifically designed and located parking bays provision should also be made for suitable and conveniently located ticket dispensing machines and vehicular control barriers. Further guidance on access statements and the requirements relating to access and use of buildings, under Part M of the building regulations, can be obtained from [email protected] d) Car Parking for People with Young Children 3.1.24 In shops and buildings to which the public have access and in public car parks, spaces should be reserved for people needing to transfer young children to and from the car. Spaces should be provided as part of nonoperational parking provision. e) Cycle Parking Guidelines 3.1.25 Cycle parking guidelines for different types of development are set out within Appendix C. These represent minimum provision which must be provided in addition to other vehicle parking. However, the Council would encourage greater provision.


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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 Council’s 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


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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 site’s 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

Planning obligations will normally be negotiated under Section 106 of the Town and Country Planning Act 1990. Agreements can also be entered to under Section 278 of the Highways Act 1980. These prescribe the highway improvements needed as a result of proposed developments. Parking studies, Traffic Regulation Orders and off-site traffic management measures are normally secured via Section 106 agreements.

3.2.3

Planning obligations will be negotiated on an individual basis, taking into account the particular circumstances of each proposal and Government guidelines set out in Welsh Office Circular 13/97 ‘Planning Obligations’. In line with the tests set out in Circular 13/97, planning obligations will be sought where they are: (i) necessary, (ii) relevant to planning, (iii) directly related to the proposed development, (iv) fairly and reasonably related in scale and kind to the proposed development, and (v) reasonable in all other respects. Contributions secured under this approach may be pooled in order to fund specific enhancements, such as park and ride, and new or improved public transport and inter-modal facilities, where such facilities would be directly related to individual development proposals.

3.2.4

If there is a choice between entering into a planning obligation and imposing a planning condition, it is preferable to impose a condition. Conditions are more transparent, offer greater flexibility in the light of changing circumstances and offer the developer the right of appeal to the Assembly against conditions considered to be onerous.

3.3

PLANNING CONDITIONS

3.3.1

Planning conditions may be imposed on the grant of planning permission to secure on-site transport measures and facilities as part of the proposed development, in line with paragraph 8.7.5 of Planning Policy Wales (March 2002) and government guidelines set out in Welsh Office Circular 35/95 ‘The Use of Conditions in Planning Permission’.


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3.3.2


In relation to access, circulation and parking, conditions may be used: (i) (ii)

(iii)

(iv) (v) (vi)

(vii) (viii)

to specify the number of parking spaces and their size; to control the management and use of parking spaces, so that, for example, priority is given to certain categories of people, e.g. disabled people and people with young children; to secure the removal of parking spaces after a specified period, or when access to the site is improved by public transport, walking and cycling; to control the design of delivery areas and specifications for lorry parking and turning spaces; to secure the provision of secure cycle parking and changing facilities and safe pedestrian and cycle routes; to secure the provision of facilities for public transport, such as bus stops, shelters, boarders and build-outs, real-time information units and anti-crime cameras; to require the preparation of a Travel Plan or require aspects of a travel plan to be implemented; to restrict permitted development rights, in exceptional circumstances, where an otherwise permitted change of use could cause a material deterioration in local traffic conditions.

3.3.3

Conditions attached to a planning permission will be enforceable against any developer who implements that permission and any subsequent occupiers of the property.

3.3.4

The provision of facilities for public transport (para. 3.3.2.vi) and a requirement to prepare a Travel Plan (para.3.3.2.vii) can also be secured through planning obligations. However, if there is a choice between imposing a planning condition and entering into a planning obligation, it is preferable to impose a condition because it enables a developer to appeal to the National Assembly for Wales. All conditions must satisfy the policy tests of Welsh Office Circular 35/95 ‘The Use of Conditions in Planning Permission’.

3.4

TRANSPORT ASSESSMENTS

3.4.1

Transport Assessments should be prepared and submitted alongside the relevant planning applications for any development that will have significant transport implications. A Transport Assessment is a comprehensive and consistent review of all the potential transport impacts of a proposed development or redevelopment, with an agreed plan to reduce any adverse consequences. Covering access by all modes, their purpose is to provide information to enable decision-makers to understand how the proposed development is likely to function in transport terms.

3.4.2

Planning Policy Wales (March 2002) advises that Transport Assessments should be conducted for major developments to appraise demand and impact (paragraph 8.7.2). In the absence of any detailed guidance on the type and


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scale of development for which Transport Assessments should be provided, the following thresholds are provided as a guide: (i) (ii) (i) (ii) (iii) (iv) (v) (vi) (vii)

food and non-food retail developments of more than 1000 m2; cinemas, other leisure uses and conference centres of more than 1000 m2; residential development of more than 100 units; B1 development of more than 2500 m2; B2 industrial development in excess of 5000 m2; B8 warehousing in excess of 10,000 m2; hospital and higher/ further education developments in excess of 2500 m2; stadia in excess of 1500 seats; other travel intensive developments where one or more of the following apply: 100 2-way trips in the peak hour; more than 100 on-site parking spaces; traffic to and from the development exceeds 10% of the twoway flow on the adjoining highway; traffic flow to and from the development exceeds 5% of the two-way flow on the adjoining highway where congestion exists or will exist within the assessment period. • • •

•

3.4.3

The thresholds reflect advice contained in the Addendum to South Wales Parking Guidelines 1993 (September 2001), which are, in turn, based on Revised Draft PPG 13 (October 1999) and the Institution of Highways and Transportation Guidelines for Traffic Impact Assessment. These thresholds are provided as a guide only. It is recognised that there may be situations where it may be justifiable to apply the thresholds in a flexible way, taking the merits and circumstances of each planning application into consideration. The specific circumstances of the case may require a Transport Assessment to be prepared for developments falling below the above thresholds.

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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3.5

TRAVEL PLANS

3.5.1

Travel Plans will be required as a condition of planning consent for developments that are likely to have significant transport implications. As a guide, travel plans should be developed for the following developments: (i) food and non-food retail developments of more than 1000 m2; (ii) cinemas, other leisure uses and conference centres of more than 1000 m2; (iii) residential development of more than 100 units; (iv) B1 development of more than 2500 m2; (v) B2 industrial development in excess of 5000 m2; (vi) B8 warehousing in excess of 10,000 m2; (vii) higher/ further education and hospital developments in excess of 2500 m2; (viii) stadia in excess of 1500 seats; (ix) smaller developments which would generate significant amounts of travel in, or near to, air quality management areas and in other locations where there are local initiatives or targets for the reduction of road traffic, or the promotion of public transport, walking and cycling; (x) developments where a Travel Plan would help address a particular local traffic problem associated with a planning application, which might otherwise have to be refused on local traffic grounds, for example, where overspill parking might occur from developments with low or nil off-street parking provision; (xi) new and expanded school facilities which should be accompanied by a School Travel Plan which promotes safe cycle and walking routes, restricts parking and car access at and around schools, and includes on-site changing and cycle storage facilities.

3.5.2

These thresholds reflect advice contained in the Addendum to South Wales Parking Guidelines 1993 (September 2001) and PPG 13 (March 2001) and are provided as a guide only. It is recognised that there may be situations where it may be justifiable to apply the thresholds in a flexible way, taking the merits and circumstances of each planning application into consideration. Developers should hold early discussions with the Council in order to clarify whether a Travel Plan is necessary and, if so, to ‘scope’ its requirements.

3.5.3

Advice on the format of Travel Plans has been issued by: (i) the Energy Savings Trust on 0845 6021425 within ‘Travel Plan Resources Pack for Employers’; (ii) Department for Transport website www.dft.gov.uk within ‘Using the planning process to secure travel plans: best practice guidance for local authorities, developers and occupiers’ (July 2002).


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3.5.4


Employers providing long stay cycle parking should also consider encouraging staff to start a cycle user group, providing a cycle mileage allowance for business trips and providing office pool bikes.


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APPENDIX A: CAR PARKING GUIDELINES BY LAND USE 1. PARKING GUIDELINES FOR RESIDENTIAL: NEW BUILD, EXTENSIONS & REDEVELOPMENTS Type of Development Houses & Flats 1 bedroom •

Area

Residents

Visitors (See note 15)

Non-Central Area

0.5 - 1 space per unit

Up to 1 space per 3 5 units Up to 1 space per 3 5 units Up to 1 space per 3 5 units Up to 1 space per 3 5 units

•

2 & 3 bedroom

Non-Central Area

1 - 2 spaces per unit

•

4 + bedroom

Non-Central Area

2- 3 spaces per unit

Non-Central Area

0.5 - 1 space per unit

Non-Central Area Central Area (Areas 1,2,3) Central Area (Areas 1,2,3)

0 spaces

0 spaces

Up to 1 space per unit

Up to 1 space per 3 5 units

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.


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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 owner’s 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.


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2. PARKING GUIDELINES FOR RESIDENTIAL: CHANGES OF USE TO RESIDENTIAL (Appendix A cont.) Type of Development Changes of use to self- contained flats 1 bedroom 2 & 3 bedroom 4 + bedroom Changes of use to self-contained flats Changes of use to bedsits/ units with shared facilities (incl. hostels) • • •

Area

Residents

Visitors

Non-Central Area Non-Central Area Non-Central Area Central area (Areas 1,2,3) Non-Central Area

0.5 - 1 space per unit 1 - 2 spaces per unit 2- 3 spaces per unit Up to 1 space per unit

Up to 1 space per 3 5 units

Central Area (Areas 1,2,3)



Up to 1 space per 3 5 units (see note 2) Up to 1 space per 3 5 units (see note 2)

Up to 1 space per 3 5 units (see note 2)

Notes on Car Parking Guidelines relating to changes of use to residential developments 1. For certain developments (e.g. hostels) 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 conversion to 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. 2. If the change of use is for more than six units, visitor parking should be provided on site. Visitor parking for developments of six units or less is only required if space is available. 3. Parking for visitors is normally required within the curtilage, adjacent to the property or in communal lay-bys. However, where the parking requirements can not be met on site, due regard will be given to the merits of the conversion compared to the resultant overspill parking on-street. 4. Communal parking courts should be avoided where possible. If unavoidable the parking spaces should be close to and overlooked by the owners properties or active rooms in neighbouring buildings. The court should accommodate not more than 8 spaces. 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. Larger numbers should be located within a defined perimeter of visually permeable fencing, with restricted and secured access. The space should be in small groups within a broken layout. Parking courts should include sheltered secure parking facilities for bicycles and motorbikes/ mopeds. 5. Remote garage blocks should be avoided. 6. The change of use of single dwelling units to multiple occupation for more than 6 residents (Houses in Multiple Occupation) will be considered on their merits. Notes on Car Parking Design relating to changes of use to residential developments 7. Satisfactory pedestrian access must be provided between the dwelling units and the parking areas. Disabled Parking 8. The needs of disabled people should be taken into account in the design and location of parking.


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3. PARKING GUIDELINES FOR RESIDENTIAL: SHELTERED AND OTHER ACCOMMODATION (Appendix A cont.) Type of Development Self-contained old people’s dwellings (See Notes 1 & 4)

Area

Residents

Visitors

Non-Central Area

1 space per 2 - 4 units plus 1 space for each resident warden/staff Up to 1 space per 2 4 units plus up to 1 space for each resident warden/staff 1 space per resident staff (see Note 2)

Up to 1 space per 4 units

Up to 1 space per resident staff


Central Area

Homes for elderly, children etc and Nursing Homes

Non-Central Area

Central Area



Notes on Car Parking Guidelines relating to Residential: Sheltered and other accommodation 1. A range in the parking guidelines allows for the differing parking requirements of developments depending on the specific type of development proposed and its location. For instance, a private development with units for sale in a suburban/ rural location would require more parking space than an inner city public development for rent. 2. 1 space should also be provided for each 3 non-residential staff, with a minimum of 1 space on site. 3. Where a higher level of visitors is likely, consideration may be given to requiring a higher ratio of visitors to beds. Notes on Car Parking Design relating to Residential: Sheltered and other accommodation 4. Sufficient operational space should be provided close to the building entrance to enable ambulance access and egress in a forward gear. 5. The overall impact of crime in the local context must be taken into consideration and measures included to reflect the risk. Disabled Parking 6. The needs of disabled people should be taken into account in the design and location of parking.


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4. PARKING GUIDELINES FOR OFFICES (incl. Class B1 Business, Class A2 Financial and Professional Services and call centres) (Appendix A cont.) Type of Development New offices in central area

New offices in noncentral area (up to 1000 m2) New offices in noncentral area (over 1000 m2) Redevelopment or extensions (see note 1) Conversions (see note 2 and 3)

Area

Included in nonoperational standard.

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



Central Area and Non-Central Area


As per the standard for new offices

Central Area and Non-Central Area


As per the standard for new offices

Central Area: City Centre Core Area (area 1) Central Area: Bridge Area (area 2) Central Area: Waterfront Core Area (area 3) Non-Central Area

Operational Requirements Included in nonoperational standard. Included in nonoperational standard.

Notes on Car Parking Guidelines relating to Offices 1. 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. 2. For conversions of up to 100 m2, parking will be required up to the maximum capacity of the site. 3. Consideration may be given to a relaxation of the office parking requirement in shopping areas for the change of use at the ground floor of premises from Class A1 (Shops) to Class A2 (Financial and Professional Services). 4. Additional non-operational parking is available in public car parks. Notes on Car Parking Design relating to Offices 5. The overall impact of crime in the local context must be taken into consideration and measures included to reflect the risk. Disabled Parking 6. Parking bays designated for disabled people should be provided as follows: In car parks of up to 200 car spaces, individual bays for each disabled employee 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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5. PARKING GUIDELINES FOR SHOPS, RETAIL WAREHOUSES AND GARAGES (Appendix A cont.) Type of Development Shops & retail warehousing

Area

Shops (up to 200 m2)

Non-Central Area

Shops (201 – 1000 m2)

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

Open Air Markets

Non-Central Area

Extensions or conversions (See note 5) Garages and Service Stations (See notes 6 & 7)

Central Area As per standard for (Areas 1,2,3) and new shops Non- Central Area Non-Central Area One car/lorry space for each car/lorry bay

Car Sales Premises (See notes 8)

Non-Central Area

Driving Schools, Private Hire and Vehicle Hire Taxis (Licensed)

Non-Central Area

Central Area (Areas 1,2,3)

Non- Central Area

Non- Central Area


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

Minimum of 1 car transporter to unload and manoeuvre 1 space per vehicle operated

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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

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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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6. PARKING GUIDELINES FOR INDUSTRY AND WAREHOUSING (Appendix A cont.) Type of Development

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

Small industrial units up to 100 m2

Non-Central Area Central Areaareas 2 & 3 only Non-Central Area Central Areaareas 2 & 3 only

Small industrial units over 100 m2 and up to 200 m2 Industry of a highly technical nature Industry

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 Area Area 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) Gross Minimum Floor Space Space (m2) (m2) 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

0 spaces - See note 6

1001 2000 above 2000

Maximum of 1 space per140 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

1 space per 1000 m 2


0 spaces- See note 6

Notes on Car Parking Guidelines relating to Industry and Warehousing 1. Relaxation permitted for operational space when special servicing arrangements are made. 2. Visitor parking is included in non-operational parking. 3. 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.


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4. For premises over 1000 m2, the non-operational standard for the first 1000 m 2 is identical to that applied to industry with premises up to 1000 m 2. For floorspace above 1000 m2, the standard specified for premises over 1000 m 2 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 m 2, a maximum of 1 space per 60 m 2 For premises over 1000 m 2, a maximum of 1 space per 80 – 100 m 2. 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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7. PLACES OF ENTERTAINMENT AND HOTELS (Appendix A cont.) Type of Development

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 2 per 8 m

Non-Central Area



Non-Central Area


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 2 for 5 m 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 2 per 7 m of dining area plus staff parking at maximum of 1 space per 3 non-resident staff Maximum of 1 space 2 per 14 m of dining area plus staff parking at maximum of 1 space per 3 non-resident staff Maximum of 1 space 2 per 14 m of dining area plus staff parking at maximum of 1 space per 3 non-resident staff

Hotels (see note 3)

Non-Central Area

Public Houses (see notes 4)

Non-Central Area


Licensed clubs

Non-Central Area


Restaurants

Non-Central Area


Cafes (see note 5)

Non-Central Area


Drive Through Restaurants (see note 6)

Non-Central Area


Notes on Car Parking Guidelines relating to Entertainment and Hotels 1. Adequate facilities should be made for dropping off and picking up guests within the curtilage of the site. Non-operational parking will be provided in public car parks or in limited waiting on streets. 2. Sufficient coach parking should be provided to the Council’s satisfaction and treated separately from car parking.


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3. Facilities for non-residents should be assessed by applying the appropriate category. An allowance should be applied where facilities are to be shared. 4. The parking requirement will be relaxed for public houses built before 1914 to permit redevelopment or extension up to a 20% increase in gross floor area without extra parking being required. 5. The off-street parking for ‘take-away’ premises should be related to staff requirements. 6. Restaurants including drive through facilities for ordering and collecting food by car must have an integral segregated access for this purpose and be provided with a minimum of 6 waiting spaces. Notes on Car Parking Design relating to Entertainment and Hotels 7. The overall impact of crime in the local context must be taken into consideration and measures included to reflect the risk. 8. 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 9. 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 capacity or a minimum of 3 spaces, which ever is greater; In car parks of over 200 spaces, 4% of capacity plus 4 bays. •

•

10. The numbers of designated spaces may need to be greater at hotels and sports stadia that specialize in accommodating groups of disabled people.


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8. COMMUNITY ESTABLISHMENTS (Appendix A cont.) Type of Development Community establishments (see note 1,2) Community Establishments: Hospitals

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

Health Centre and Surgeries

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


Notes on Car Parking Guidelines relating to Community Establishments 1. Non-operational parking will be provided in public car parks or in limited waiting on street areas. 2. Operational parking for hospitals to be provided as required. 3. Practitioner to include doctor, dentist, nurse, health visitor etc. 4. For other uses within the building (usually community) the relevant parking guidelines should be applied in addition. 5. A relaxation may be applied if it can be shown that the frequency of use will be low or where there is adequate kerbside capacity in the immediate area (usually outside). 6. Consideration should be given to the provision of a coach parking area where appropriate. Notes on Car Parking Design relating to Community Establishments 7. The overall impact of crime in the local context must be taken into consideration and measures included to reflect the risk. Disabled Parking 8. 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 capacity or a minimum of 3 spaces, which ever is greater; In car parks of over 200 spaces, 4% of capacity plus 4 bays. •

•


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9. EDUCATIONAL ESTABLISHMENTS (Appendix A cont.) Type of Development

Area

Educational establishments

Central Area (Areas 1,2,3) Non-Central Area

Day Nurseries in converted property Nursery Schools (New Build), Infants Schools, Primary Schools, Secondary Schools (see note 4) Colleges of Higher and Further Education (see note 5)

Operational Requirements Minimum of 1 operational space Included in non-operational standard

Non-Central Area


Non-Central Area


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.

Notes on Car Parking Guidelines relating to Educational Establishments 1. Non-operational parking will be provided in public car parks or in limited waiting on street areas. 2. In addition to the non-operational parking an area should be provided for the picking up and setting down of children. In the case of nursery schools in converted properties the availability of adequate kerbside capacity (i.e. unrestricted parking) should be taken account of. Experience has shown that a minimum of 15 car spaces will be required for most other types of schools. Exceptions to this may be specialised (e.g. religious or Welsh) secondary schools with a large catchment area where a reduced number may be adequate, or larger schools in each category where a substantial increase (up to 40) may be desirable. With regard to buses, sufficient off street spaces would be provided for all services that the operator of the new school anticipates running for pupils, with the exception of passing service buses. 3. This should be assessed when the nursery is at full capacity. Where part-time staff are employed they should be aggregated to their full time equivalent. 4. In addition, a maximum of 1 space per 10 pupils over 17 years of age should be provided. 5. The standard for students relates to the total number of students attending an educational establishment, rather than full-time equivalent figures. 6. Definitions of schools for the purposes of these guidelinesNursery - pre school age groups 3-5 often in converted residential property Infants - formal schools ages 3 to 7 Primary - schools for children in the range 5 or 7 to 11 Secondary - age range 11 to 18 Notes on Car Parking Design relating to Educational Establishments 7. The area should include a facility for vehicles to turn without reversing. In exceptional circumstances a circulation/ turning area remote from pupil circulation areas would be acceptable. 8. Where the school is used for dual social and adult educational purposes, the use of hard playground services for parking is acceptable. 9. The overall impact of crime in the local context must be taken into consideration and measures included to reflect the risk. Disabled Parking 10. Appropriate provision should be provided for use by the disabled.


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APPENDIX B:


Map 1: Central Area and Area 1,2 & 3 Boundaries

OS Licence – LA09005L


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APPENDIX C: CYCLE PARKING GUIDELINES BY LAND USE Type of Development 2 Shops up to 200 m Shops 201- 1000m2 (See note x) Shops over 1000m2 (incl. Cash & Carry) (See note 3) Public houses, restaurants, cafes, takeaways, drive thrus Offices (incl financial and professional services) Industry Warehousing, storage and distribution Hotels Hospitals, nursing homes, residential homes High Density Residential, incl flatted accommodation, maisonettes & multi occupied dwellings Sheltered housing Purpose built student accommodation Hostels Other residential, i.e. terraced, detached and semi-detached housing Medical/ health service facilities Creches, day nurseries and day centres Primary schools

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

Long Stay (employees): 1 stand per 20 bed spaces Short Stay (visitors): 1 stand per 20 bed spaces Long Stay (residents): 1 stand per 4 bedrooms Short Stay (visitors): 1 stand per 8 bedrooms Long Stay (residents & staff): 1 stand per 4 bedrooms See note 4

Railway stations Bus/ coach stations Park & Ride Public off-street car parks

1 stand per consulting room (staff & visitors) 1 stand per 30 children Long Stay (staff): 1 stand per 5 staff Long Stay (children): 1 stand per 20 children Short Stay (visitors): 1 stand per 100 children Long Stay (staff): 1 stand per 5 staff Long Stay (children/students): 1 stand per 6 students Short Stay (visitors): 1 stand per 100 students Long Stay (employees): 1 stand per 10 employees Short Stay (visitors) 1 stand per 60 m2 public floorspace Long Stay (employees): 1 stand per 10 employees Short Stay (visitors): 1 stand per 30 m2 public floorspace Long Stay (employees): 1 stand per 10 employees Short Stay (visitors): 1 stand per 35 m2 public floorspace Long Stay (employees): 1 stand per 10 employees Short Stay (visitors): 1 stand per 50 m2 public floorspace Long Stay (employees): 1 stand per 10 employees Short Stay (visitors): 1 stand per 30 seats Long Stay (employees): I stand per 10 employees Short Stay (visitors): 1 stand per 40 seats Long Stay (employees): 1 stand per 10 employees Short Stay (visitors): 1 stand per 10 visitors Long Stay (employees): 1 stand per 10 staff Short Stay (visitors): 1 stand per 30 visitors Long Stay: 1 stand per 5m of platform served by trains Long Stay: 1 stand per bus stand Long Stay: 1 stand per 100 car parking spaces Long Stay: 1 stand per 20 car parking spaces


30

Secondary schools, colleges of further education Museums & art galleries Libraries & reading rooms Public/ exhibition hall Places of worship Theatres and cinemas Concert halls, bingo halls, casino, dance halls Indoor sports centres, incl pools, skating rinks Outdoor sports centres & recreation centres

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Notes on cycle parking guidelines 1. All guidelines apply to both Central Area and Non-Central Areas (see Map attached as Appendix B). 2. All guidelines represent minimum provision. 3. Shopping malls will be assessed on the basis of the individual unit size. Notes on Cycle Parking Design 4. All residential dwellings must be accessible by cycles. Detailed guidance on cycle parking layout and design in set out in Appendix D.


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APPENDIX D: Parking Layout and Design (i) Car Parking Design In the design of car parking (public and private), consideration should be given to highway, vehicle and pedestrian safety, security, visual amenity and access requirements. Access and circulation arrangements must accommodate the needs of vehicles and pedestrians. Entrances and exits to and from the public highway must not interfere with the safe and free movement of traffic, or present a hazard to road users and pedestrians. In this respect, factors such as sight lines and kerb radii must be satisfactorily addressed. Wherever possible, pedestrian entrances/exits should be separate from those used by vehicles. Car parks should avoid being large featureless places, should be adequately landscaped and constructed from good quality materials. The main visual objectives in the successful design of car parks are to minimise their intrusive impact on their surroundings, reduce their apparent scale when viewed from within the car park and to minimise opportunities for crime. Surface materials, landscaping and boundary treatments, and planting are important in this respect. Care should be taken to avoid creating hiding places in order to minimise opportunities for crime. Pedestrian routes through car parks should be kept to a minimum and, where possible, controlled. They should have good surveillance, be wide, safe, direct and, where possible, covered. Car parks should be well lit, sign posted and secure. 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. Developers are encouraged to apply for the awards on all relevant applications, and should seek advice from South Wales Police, or visit the website www.securedbydesign.com . Car parking spaces should have minimum dimensions of 4.8m x 2.4m. In grouped parking areas, the average requirement per car including space for access is 20m 2. Set out below are drawings showing alternative ways of arranging 12 spaces, each with different space requirements. Any layout should be capable of utilising and interacting with the existing/ proposed natural surveillance. Occupants of adjacent buildings and passers by should be able see between parked cars in order to help prevent crime.


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ALTERNATIVE WAYS OF ARRANGING 12 SPACES

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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(ii) Disabled Car Parking Design At the time of publication of this SPG, advice on the provision and design of parking for people with disabilities is provided in the following documents, which should be referred to: (i) The Building Regulations Part M 2004 edition. (ii) ‘Approved Document M – Access to and Us e of Buildings’, 2004 edition, ODPM; (iii) BS 8300:2001 ‘Design of buildings and their approaches to meet the needs of disabled people - Code of Practice’. The needs of disabled people will need to be consi dered in the provision of both operational and non-operational parking. (iii) Design of Parking for People with Young Children Parking for people with young children must be: (i) marked with a suitable symbol; (ii) provided at a minimum width of 3.6m, to include a 1.2m access zone between parking bays; (iii) located close t o the main accessible entrance to the building. (iv) Design of Operational Parking (Servicing) Vehicles should be able to manoeuvre with ease and to stand for loading and unloading without inconvenience to other users of the site, so as to ensure that: (i) The largest vehicles most likely to serve the development can be accommodated; (ii) where feasible, a ll service vehicles are accommodated off the public highway, within the curtilage and to the rear of the site; (iii) all service vehicles enter and leave the site in forward gear, with adequate turning facilities within the site; (iv) vehicles should not be expecte d to reverse over a distance in excess of 12 metres to or from the collection point when loading and unloading; (v) sufficient room is provided for emergency vehicles to enter and lea ve the site unobstructed, and; (vi) servicing is segrega ted within the site from any public car parking area. For additional guidance on access for refuse collection vehicles and refuse collectors, please refer to the Council’s Supplementary Planning Guidance on Waste Collection and Storage Facilities. (v) Design of Parking for Commercial Vehicles The layout for commercial vehicle parking must take account of the maximum dimensions of commercial vehicles permitted under the Road Traffic Acts. The vehicle bays must be of sufficient size and be loca ted so that the vehicle can be manoeuvred within the site and enter and leave the site in forward gear. For example, a 12m rigid lorry requires an absolute minimum of 105 m 2 to allow it to leave a site in forward gear. (vi) Design of Cycle Parking Well placed and designed cycle parking stands will help reduce cycle theft and damage to secured cycles, improve the appearance of an area and reduce obstructions to pedestrians by reducing random cycle parking, and highlight cycling as a alternative mode of transport. Sheffield-type stands, which provide two cycle parking spaces and allow both the frame and wheels to be secured onto an inverted ‘U’ stand, are considered appropriate for short stay parking for most situations. Alternatives will be considered but must offer at least the equivalent capacity, robustness and degree of protection for users. Residential and long stay cycle parking, which need to be secure and undercover, can be accommodated within


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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 t he 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 user’s 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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APPENDIX E: CONSULTATION ON THE DRAFT SPG Consultation on this guidance was undertaken between 14 February and 14 March 2006. A Press Notice was placed in the South Wales Echo on Tuesday 14 February 2006 and notices and copies of the draft guidance were placed in all Cardiff Libraries. The draft guidance was also published on the Council's website. Letters notifying that consultation was being undertaken on the draft guidance were sent to Cardiff Councillors, the Welsh Assembly Government, Environment Agency, Countryside Council for Wales, Community Councils in Cardiff and the following who are known to have a general interest in planning in Cardiff, or a potential interest in this guidance. APCOA Parking (UK) Ltd Arriva Trains Wales Arup Associated British Ports Cardiff Association of Train Operating Companies (ATOC) Atkins Automobile Association Baker Associates Barratt South Wales Ltd Barton Willmore Planning Partnership Bebb Travel Plc Bellway Homes (Wales Division) Ltd Bovis Homes Boyer Planning British Property Federation British Retail Consortium Bryant Homes (South West) Bus Users UK Cardiff Hackney Carriage Association Cardiff and Vale Coalition of Disabled Persons Cardiff Bay Water-Bus Cardiff Bus Cardiff Cats Cardiff Chamber of Commerce Cardiff Cycling Campaign Cardiff Initiative: Transport Subgroup Cardiff Institute for the Blind Cardiff International Airport Cardiff Local Access Forum CDN Planning Community Safety Department Community Transport Association, Wales Confederation of Passenger Transport, Wales Cycling Touring Club Cyclists' Touring Club (South Wales) Right to Ride David McLean Homes David Wilson Homes South West Davies Llewelyn Jones Development Planning Partnership Disability Wales

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •


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Disabled Persons Transport Advisory Committee DLP Consultants DTZ Pieda Consulting Enviros Consultancy First Cymru Friends of the Earth Friends of the Earth, Cardiff GL Hearn Planning Glamorgan Rail Users Federation Grosvenor Waterside GVA Grimley Halcrow Harmers Ltd Hepher Dixon *** Highways Development Control Forum Hodge & Co Property Holdings Ltd Home Builders Federation *** Institute of Logistics and Transport Institution of Highways and Transportation John Robinson Planning & Design Land Securities Properties Living Streets Lovell Partnerships Macob Construction Ltd Mason Richards Planning McCarthy and Stone (Western Region) *** MVM Planning Nathaniel Lichfield & Partners *** National Car Parks Ltd National Express Ltd National Federation of Builders Network Rail Newport Transport Ltd Passenger Focus Persimmon Homes (Wales) Ltd Private Hire Car Association RAC Railtrack Plc (Network Rail) Railway Development Society, Wales Ramblers Association (Cardiff Group) Redrow Homes (South Wales) Ltd RNIB Cymru Road Haulage Association Ltd, Western District Robert Turley Associates RPS Group plc Scott Wilson Railways Ltd Sense Cymru, National Deaf, Blind and Rubella Assosciation Shamrock Travel South East Wales Transport Alliance South Wales Fire Service Stagecoach, Red and White Services Ltd. Steer Davies Gleave

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •


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Strategic Rail Authority Stride Treglown Town Planning Sustrans Sustrans Routes for People TBI Traffic & Operations, South Wales Constabulary Transport 2000 Transportation Engineering Group Veritair Ltd. Vinci (Park) Cardiff Ltd WDA Welsh Ambulance Services NHS Trust Westbury Homes (Holdings) Ltd White Young Green Planning Wimpey Homes

• • • • • • • • • • • • • • •

Comments specifically or generally relevant to the draft guidance were received from the above consultees indicated *** • •

Howard Mellett (Cardiff Business School) Transport Wales


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Access, Circulation and Parking Requirements guidance.

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.

Support acknowledged.

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. Strongly supports the views outlined by Cllr Bridges.

Concerns acknowledged. See the response to comments from Cllr Bridges.

Appx A, Table 3

Appx A, Table 3

Appx A: 1


43

Greater clarity will be provided by amending the guideline to read 'I space for each resident warden/staff'. The visitor parking guideline will be amended to read 'up to 1 space 4 beds' for both self-contained old people's dwellings and homes for the elderly, children etc and Nursing Homes. The basis for the guideline for visitor parking for sheltered housing will be changed from beds to units, as suggested, and the guideline changed to 'Up to 1 space per 4 units'. Support acknowledged.

Support acknowledged. No changes are proposed to the guidance relating to disabled parking.

22 June 2006


Access, Circulation and Parking Requirements guidance.

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.

Support acknowledged.

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. Strongly supports the views outlined by Cllr Bridges.

Concerns acknowledged. See the response to comments from Cllr Bridges.

Appx A, Table 3

Appx A, Table 3

Appx A: 1


43

Greater clarity will be provided by amending the guideline to read 'I space for each resident warden/staff'. The visitor parking guideline will be amended to read 'up to 1 space 4 beds' for both self-contained old people's dwellings and homes for the elderly, children etc and Nursing Homes. The basis for the guideline for visitor parking for sheltered housing will be changed from beds to units, as suggested, and the guideline changed to 'Up to 1 space per 4 units'. Support acknowledged.

Support acknowledged. No changes are proposed to the guidance relating to disabled parking.

22 June 2006


Access, Circulation and Parking Requirements levels of greenhouse gas emissions, and the punctuality of bus services . It is felt that harm caused by increases in car ownership among Cardiff's growing student population on levels of traffic growth and congestion in Cardiff would outweigh harm caused by potential increases in on-street parking in residential areas that can be controlled, in part, by lease agreements, residents parking permits and decriminalised parking enforcement. In view of the above, the SPG will not be amended to permit nonoperational parking for students in purpose built student accommodation. However, provisions relating to enforcement will be strengthened through the following proposed changes: Note 3 of Appendix A, Table 1 be expanded to include the following sentence ‘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’. Para. 3.5.1 (x) be amended to read ‘developments where a Travel Plan would help address a particular local traffic problem associated with a planning application, which might otherwise have to be refused on local traffic grounds. For example, where overspill parking might occur from developments with low or nil off-street parking provision. Para. 3.2.2 be expanded to include the following sentence, ‘Parking studies, Traffic Regulation Orders and off-site traffic management measures are normally secured via Section 106 agreements’. •

•

•


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Access, Circulation and Parking Requirements levels of greenhouse gas emissions, and the punctuality of bus services . It is felt that harm caused by increases in car ownership among Cardiff's growing student population on levels of traffic growth and congestion in Cardiff would outweigh harm caused by potential increases in on-street parking in residential areas that can be controlled, in part, by lease agreements, residents parking permits and decriminalised parking enforcement. In view of the above, the SPG will not be amended to permit nonoperational parking for students in purpose built student accommodation. However, provisions relating to enforcement will be strengthened through the following proposed changes: Note 3 of Appendix A, Table 1 be expanded to include the following sentence ‘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’. Para. 3.5.1 (x) be amended to read ‘developments where a Travel Plan would help address a particular local traffic problem associated with a planning application, which might otherwise have to be refused on local traffic grounds. For example, where overspill parking might occur from developments with low or nil off-street parking provision. Para. 3.2.2 be expanded to include the following sentence, ‘Parking studies, Traffic Regulation Orders and off-site traffic management measures are normally secured via Section 106 agreements’. •

•

•


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Access, Circulation and Parking Requirements above, no changes are proposed to the guidance.

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

Notes that while the document addresses a number of matters and generally seems to favour the provision of dedicated parking for motorcyclists, it has missed the opportunity to require the provision of spaces in multi-storey and other car parks.

3.1.4, Appx A:1

Supports the flexible use of the parking guidelines as the provision of parking spaces has proven to be one of the major areas of concerns in high density developments according to a number of studies carried out by CABE.


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The SPG seeks parking provision in all non-residential developments equal to a minimum of 1% and a maximum of 5% of the number of car parking spaces provided (para. 3.1.29). Given that no nonoperational car parking is sought in the Central Area, there will very few instances where provision for parking for powered two-wheelers will be sought in the Central Area. In such instances, a flexible approach will be taken, taking the merits and circumstances of each planning application into consideration, in line with the guidance set out in paragraph 3.1.4. In view of the above, no changes are proposed to the SPG. Attention is drawn to the fact that the guidance states that 'developers will be expected to provide secure parking for powered two wheelers in all non-residential developments’ ( 3.1.29). This statement applies to all developments, including proposals for multistorey and other car parks. The following statement will be inserted into para. 3.1.29 of the guidance to remove any room for doubt, 'For the avoidance of doubt, the guidelines for powered two wheelers apply to all non-residential developments, including multi storey and other car parks' . Support welcomed.

22 June 2006


Access, Circulation and Parking Requirements above, no changes are proposed to the guidance.

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

Notes that while the document addresses a number of matters and generally seems to favour the provision of dedicated parking for motorcyclists, it has missed the opportunity to require the provision of spaces in multi-storey and other car parks.

3.1.4, Appx A:1

Supports the flexible use of the parking guidelines as the provision of parking spaces has proven to be one of the major areas of concerns in high density developments according to a number of studies carried out by CABE.


49

The SPG seeks parking provision in all non-residential developments equal to a minimum of 1% and a maximum of 5% of the number of car parking spaces provided (para. 3.1.29). Given that no nonoperational car parking is sought in the Central Area, there will very few instances where provision for parking for powered two-wheelers will be sought in the Central Area. In such instances, a flexible approach will be taken, taking the merits and circumstances of each planning application into consideration, in line with the guidance set out in paragraph 3.1.4. In view of the above, no changes are proposed to the SPG. Attention is drawn to the fact that the guidance states that 'developers will be expected to provide secure parking for powered two wheelers in all non-residential developments’ ( 3.1.29). This statement applies to all developments, including proposals for multistorey and other car parks. The following statement will be inserted into para. 3.1.29 of the guidance to remove any room for doubt, 'For the avoidance of doubt, the guidelines for powered two wheelers apply to all non-residential developments, including multi storey and other car parks' . Support welcomed.

22 June 2006



APPENDIX E: CARDIFF UNITARY DEVELOPMENT PLAN E1. The Cardiff Unitary Development Plan was placed on deposit in October 2003. Following introduction of the European SEA (Strategic Environmental Assessment) Directive in 2004 and subsequent updated guidance from the WAG on development planning, the Council has sought the agreement of the Assembly to cease preparation of the Cardiff UDP and commence preparation of a Local Development Plan. E2. Guidance issued by the Welsh Assembly Government in respect of LDPs indicates that where a UDP has been put on deposit it may remain a consideration in development control decisions until such time as an LDP has been placed on deposit. Generally, the weight to be attached to policies in emerging UDPs depends on the stage of plan preparation, the degree of any conflict with adopted plans, and the number and nature of any objections and/or representations in support of policy. E3. Policy 2.57 (Access, Circulation and Parking Requirements) of the deposited Cardiff UDP states: Where necessary, safe and convenient provision will be sought in conjunction with development for: a) pedestrians; b) people with special access and mobility requirements; c) cyclists d) powered two-wheelers e) public transport; f) vehicular access and traffic management within the site and its vicinity; g) car parking and servicing;



APPENDIX E: CARDIFF UNITARY DEVELOPMENT PLAN E1. The Cardiff Unitary Development Plan was placed on deposit in October 2003. Following introduction of the European SEA (Strategic Environmental Assessment) Directive in 2004 and subsequent updated guidance from the WAG on development planning, the Council has sought the agreement of the Assembly to cease preparation of the Cardiff UDP and commence preparation of a Local Development Plan. E2. Guidance issued by the Welsh Assembly Government in respect of LDPs indicates that where a UDP has been put on deposit it may remain a consideration in development control decisions until such time as an LDP has been placed on deposit. Generally, the weight to be attached to policies in emerging UDPs depends on the stage of plan preparation, the degree of any conflict with adopted plans, and the number and nature of any objections and/or representations in support of policy. E3. Policy 2.57 (Access, Circulation and Parking Requirements) of the deposited Cardiff UDP states: Where necessary, safe and convenient provision will be sought in conjunction with development for: a) pedestrians; b) people with special access and mobility requirements; c) cyclists d) powered two-wheelers e) public transport; f) vehicular access and traffic management within the site and its vicinity; g) car parking and servicing; h) coach parking i) horse-riders. E4.

Representations were made at deposit, objecting to the above proposed policy.


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F o r m o r e i n f o r m a ti o n p l e as e c o n t ac t :

The Strategic Planning Manager Cardiff Council, CY1 County Hall, Atlantic Wharf, Cardiff CF10 4UW Email: [email protected]

Access Circulation Parking SPG

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