BASSETLAW DISTRICT COUNCIL ADOPTED PARKING STANDARDS

Concern over the impact of traffic congestion has grown over recent years and the relationship of this car parking provision is well recognised.  A number of initiatives have been brought forward together with Government advice and guidance aimed at reducing our reliance on, and catering for, the car, in favour of improved public transport systems.

In June 1998, Nottinghamshire County Council adopted Interim parking Standards which involved a general reduction, according to location, of the 1993 standards.  The emphasis of the standards also changed in so far as they were expressed as the maximum level of parking allowed for various forms of use.

In November 1998, Bassetlaw District Council endorsed the revised standards for use within the District.  On the 23 November 2000, the Council’s Executive Committee resolved to Modify the Local Plan by including these Interim Standards as a formal part of the plan.  It is recognised that this subject is rapidly evolving and therefore the  revised standards may be bought forward as Supplementary Planning Guidance during the life of the Plan.

The 1993 Nottinghamshire County Council’s “Guide to Parking Standards” was taken as the base document.  The amendments in relation to the ‘interim standards’ of 1998, were then applied.  In essence this resulted in three main amendments:

Non-operational parking, for non residential uses, was reduced by 15% in Retford and Worksop

Non-operational parking, for non residential uses through out the rest of Bassetlaw was reduced by 10% reflecting its position as a rural area.

In accordance with PPG13, all ‘standards’ are now expressed as Maxima rather than Minima.

Parking standards for most residential uses, (apart from Student halls of residence), have not been altered.

The following standards will be applied in assessing the provision of parking in development proposals.

Introduction

Part A:

Part B:

Part C:

Part D:

SUI GENERIS – “Development not included in any specific Use Class”130

Appendix I – Parking Standards for Town Centres

Appendix II – Parking Spaces for Disabled People

Appendix III – Layout of Car Parks

It is now generally accepted that there is a need to limit the environmental impact of transport and that the availability of parking spaces is a major detriment of travel choices.  There is however, still a need to avoid creating difficulties by providing too few spaces.  The lack of adequate off-street parking and servicing space can cause serious safety and environmental problems, particularly in urban areas, often also resulting in a loss of much needed highway capacity.  It is therefore, considered essential to minimise the use of the highway for on-street parking/servicing and in normal circumstances for new development to make adequate off-street provision.

The policy of the County Council in this respect is set out in the Nottinghamshire Replacement Structure Plan (1991) which states:-

“OUTSIDE NOTTINGHAM CITY CENTRE, PREMISSION WILL NOT NORMALLY BE GRANTED FOR DEVELOPMENT WHICH DOES NOT PROVIDE FOR ADEQUATE OFF-STREET PARKING.  WITHIN NOTTINGHAM CITY CENTRE ONLY A LIMITED AMOUNT OF PARKING PROVISION WILL NORMALLY BE PERMITTED BEYOND THAT REQUIRED FOR ESSENTIAL OPERATIONAL NEEDS.”

This Guide has been prepared by Nottinghamshire County Council in consultation with the district councils in Nottinghamshire outside the City of Nottingham (Ashfield, Bassetlaw, Broxtowe, Gedling, Mansfield, Newark & Sherwood, Rushcliffe).  The principal objective in its presentation is to provide information to assist prospective developers to assess their likely parking requirements.

The Bassetlaw District Council endorses the contents of the document.

1.

Scope

This document provides a guide to the standards of parking provision considered appropriate for new developments within Nottinghamshire outside the City of Nottingham.  So far as is possible these standards relate to the classification of land uses specified in the Town and Country Planning Use Classes Order 1987.  It is recognised however that the information provided is not exhaustive nor is it possible to cover all eventualities in regard to permitted development rights within the terms of the Use Classes and General Development Orders.

2.

Town Centres

Outside Nottingham City Centre the Structure Plan requires that all development provides adequate off-street parking.  The standards recommended in this document would afford adequate provision under normal circumstances.  However, in town centre locations where there is a specific policy to restrict car access a lower standard may be acceptable (see Appendix 1).  Planning authorities may alternatively wish to seek commuted payments towards the cost of additional public parking in lieu of the parking requirements set out in this document.  This would be consistent with the County Council’s general transport policy.

3.

Flexibility

It is not intended that the standards be applied rigidly in all cases and individual circumstances may justify some flexibility in the application of the standards recommended in this document.  For example, in major urban areas if a site is well served by public transport there may be a case fro a relaxation of standards.  Planning authorities will also take into account the possibility of future changes of use or occupier, the scope for expansion of the premises, and the need fro consistency in the consideration of parking requirements.  Where developers propose a level of parking provision which is significantly different to that recommended in this document, specific negotiations with the appropriate planning authority will therefore be required.

4.

Floorspace

In most circumstances it is more appropriate to assess parking requirements on the basis of developed floorspace.  All figures referred to are GROSS FLOORSPACE AREA.  Including circulation space, unless otherwise stated.

5.

Changes of Use and Restrictions on Permitted Development

Wherever possible changes of use should meet the normal standards.  Some relaxation may be acceptable where the proposed use is demonstrably less traffic intensive than the earlier approved use, or where the development relates to the re-use of buildings recognised as being of architectural or historic interest.  In some circumstances conditions may need to be imposed affecting permitted development rights.  Restrictions would be considered where an otherwise permitted change of use could cause a material deterioration in local traffic conditions.

6.

Conservation Areas and Listed Buildings

Within Conservation Areas, and at all sites involving listed buildings, planning authorities will take into account the special character and nature of the surrounding area in determining the level of parking provision to be made.

7.

Dual Use of Spaces

Dual use of parking spaces, whereby the provision to be made would be related to different land uses at different times of the day, is to be encouraged and should be permitted wherever practicable.  This can be beneficial to development and contribute to the economic and efficient use of land.

8.

Detached Parking Areas

Parking areas detached from the development site will be discouraged, but detached parking areas serving small scale developments may be acceptable provided they are:

under the control of the developer, and satisfactory and legally binding arrangements for their continued use in connection with the development can be agreed;

within a reasonable walking distance; are overlooked; and are safely related to the main site;

iii)

meet normal planning requirements regarding use, access, security and other detailed layout and design criteria.

9.

Servicing

In all cases proper account will need to be given to the servicing arrangements for the development concerned.  This will usually require the provision of on-site loading/unloading/manoeuvring/waiting space to accommodate the largest vehicle most likely to serve the development such that all vehicles can enter and leave the site in forward gear.  Manoeuvring requirements for service vehicles will be assessed by reference to accepted s standards such as “TRACK” (Savoy Computing), “Designing for Deliveries” (Freight Transport Association) etc.

10.

Parking for Disabled People

For car parks associated with employment premises, shopping areas, leisure/recreational facilities and other spaces open to the general public, spaces for parking by disabled people should be provided at the following rates:

Up to 200 car spaces, 5% of capacity (minimum 2 spaces)

Over 200 car spaces, 2% of capacity plus 6 spaces.

See Appendix II for recommendations on layout.  Further advice is available in “Providing for People with a Mobility Handicap” – The institution of Highways and Transportation.

11.

Cycle Parking

For retail, commercial and industrial premises, as well as places of assembly and entertainment, it is recommended that one secure (loop type) cycle parking stand be provided for every 10 car parking spaces.  A higher level of provision may be appropriate for Leisure Centres, student accommodation or other facilities likely to attract a high number of trips by cycle.  District councils may choose to provide more specific land-use cycle parking advice to provide more specific land-use cycle paling advice relevant to the degree of cycle usage observed within their areas.

12.

Motorcycles

Significant savings in Land take might be possible if separate provision is made for motorcycles as, clearly, requiring motorcycles to wait in car spaces is not an efficient use of land.  Provision for motorcycle parking will be at the discretion of the relevant district council but should not be at the expense of more than 5% of the required car parking provision.

13.

Dimensions

The recommended sizes of parking spaces are:-

14.

Recommended Parking Layouts

Recommended parking layouts are provided in Appendix III.  Special consideration should also be given to the number and location of the spaces reserved for vehicles of disabled people and their relationship to the entrances to buildings on the proposed development see Appendix II.

15.

Design

All privately maintained parking areas should be properly laid out and designed as an integral part of the development.  The parking spaces and manoeuvring areas should be adequately defined with surface materials appropriate to the surrounding of the site.  Car parks should not be surfaced with loose granular materials where these could deposit onto the highway.  Rather they should be hard surfaced, sealed and independently drained within the curtilage of the site, with surface water outfalls to public sewers, not to highway drainage systems.

EXPLANATION

Standards for the provision of parking in relation to various uses are set out below.  In may cases two alternative standards are given, the second one being in round brackets.  This is to reflect the lower provision considered appropriate in the urban areas.  The figure given in brackets in applicable within Worksop and Retford.  The other figure is applicable elsewhere within the District.

The standards given are maxima.  In order to restrain the amount of car traffic it will not normally be acceptable for more parking spaces to be provided than is indicated by the standard.  In order to avoid public safety and congestion problems the Council will normally expect redevelopment to provide the level of parking indicated by the standards.  However it will be prepared to consider a lesser scale of provision where it can be shown that this will adequately reflect the impact of the development proposed, particularly where measures are being taken directly or indirectly to promote means of travel other than by the car.

Class A1 – Shops, Hairdressers, Travel and Ticket Agencies, Garden Centres etc.

1 space per 110m² (115m²)

General Retail500-4500m², 1 space per 20m²
Food Retail500-4500m², 1 space per 10m²

(Note: - the standard for general retail may in some circumstances only be acceptable if the developer is prepared to enter into an agreement not to undergo an otherwise permitted change to food retail).

1 space per 110m² (115m²)

1 space per 20m² of display and sales area

Servicing

Provide 1 loading area per 1000m² with adequate waiting and manoeuvring space for the largest type of vehicle expected to be used for servicing the development.

Retail outlets not exceeding 250m² will be individually assessed.

Retail parks or stores larger than 4500m² can be considered for a reduced rate of provision but this would need to be justified on the basis of a traffic impact assessment.

1 space per 27.5m² (28.75m²)

1 space per 25m²

Servicing

To be individually assessed.

Small offices not exceeding 250m² will be individually assessed.

1 space per 1.1 (1.15) staff members plus 50% for their visitors

1 space per 3.3 (3.45) members of staff

1 delivery area per unit with adequate waiting and manoeuvring space for the largest type of vehicle expected to be used for servicing the development.

1 space per 203m² of net public area

The following standards for customers may be applicable if the developer is prepared to enter into an agreement not to undergo an otherwise permitted change to public house, licensed club or other building with a public bar: -

Restaurants, Cafes –

1 car space per 4.6m² of dining area.

Transport Cafes (intended to cater for freight drivers) –

1 lorry space (50m²) per 4.6m² of dining area

Hot Food Takeaways up to 100m² will be individually assessed.

1 space per 22m² (23m²)

B1(a)Offices:1 loading area per unit.

B1(b)Research & Development: 1 standing space for loading per 500m²

B1(c)Light Industry: 1 standing space for loading per 200m²

In all cases adequate waiting/Manoeuvring space should be provided to accommodate vehicles of the largest type likely to call.

Where a developer/occupier is prepared to enter into an agreement that development is to be restricted to light industrial (and therefore not undergo a permitted change to another B1 use), then it may be acceptable to provide spaces at a rate of 1 per 33 (34.5)m².  In practice, some sites could be conditioned so that the provided servicing space for B1(b) and (c) uses could become parking in the event of a change to B1(a).

1 loading area per unit with adequate waiting/manoeuvring space for vehicles of the largest type likely to call.

Where developer/occupier is prepared to enter into an agreement that development is to be restricted to general industrial (and therefore not undergo a permitted change to a B1 use), then it may be acceptable to provide spaces at a rate of 1 per 33m² (34.5m²)

1 space per 55m² (57.5m²)

1 space per 22m² (23m²)

1 loading area per unit with adequate waiting/manoeuvring space for the largest type of vehicle likely to call

Where a developer/occupier is prepared to enter into an agreement that development is to be restricted to Class B8 use (and therefore not undergo a permitted change to a B1 use), then it may be acceptable to provide spaces at a rate of 1 per 33m² (34.5m²)

Buildings: 1 standing space for loading per 800m³ of building volume.

Open Space: 1 standing space for loading per 200m of storage area.

In all cases adequate waiting/manoeuvring space should be provided to accommodate vehicles of the largest type likely to call.

For Cash and Carry Use individual assessment will be required for customer parking.

For large scale developments or sites where the overnight parking of lorries can be anticipated, individual assessment of parking facilities will be required, taking account of environmental factors.

It is recognised that large mixed use “business parks” can vary quite substantially in traffic generation and parking requirements, depending on the precise uses to which the buildings are put.  However, unless detailed information is submitted in respect of proposed land uses, parking requirements will be assessed on the basis of B1.  It will also be assumed that large articulated vehicles (up to 40t) will frequent all premises for servicing requirements.  If these general assumptions are to be relaxed, submissions must be accompanied by a traffic impact assessment and technical justification of the proposed parking/servicing provision using a recognised technique.  Developers may then be expected to accept planning conditions controlling otherwise permitted changes of use/occupancy.

1 space per 1.1(1.15) plus 50% for their visitors

1 space per 3.3(3.45) staff

1 space per bedroom

1 space per 4.6m² if open to non-residents

1 space per 2.3m² if open to non-residents

1 space per 3 seats or 1 space per 6m² whichever is the greater if open to non-residents

A reduced standard in respect of resident guest spaces may be acceptable at specialised hostels – e.g. Hostels for the Homeless.

Elderly Persons’ Homes, Nursing Homes and other specialised homes for those in need of care:-

1 space per 1.1 (1.15) staff plus 50% for their visitors

1 space per 2.2 (2.3) staff

1 space per 5.5 (5.75) beds

Hospitals: (small)

2 spaces per 3.3 (3.45) staff

2 spaces per 3.3 (3.45) beds

N.B

Note:

Residential School, College or Training Centre

1 space per 1.1 (1.15) staff plus 50% for their visitors

1 space per 3.3 (3.45) staff

To be individually assessed

To be individually assessed

C3 – Dwellings

General needs housing: -

1-3 bedroomed dwellings - 2 spaces

In accordance with Design Bulletin 32 (1992) –

“Residential Roads and Footpaths” – where small housing layouts have been specifically planned to provide parking spaces on carriageways for casual callers, these spaces may be counted towards the total provision.

Flats would normally be expected to make parking provision as above, but a relaxation ay be considered acceptable where flats are provided over shops in recognised shopping areas.

Groups of flats or maisonettes (of no more than three bedrooms) may be served by privately managed communal car parks provided these are conveniently located in the proximity of the dwelling they are intended to serve and they can be accessed by both visitors and residents.  In these situations the minimum provision is as follows:-

2 spaces per dwelling

50 spaces + 1.5 spaces per dwelling in excess of 25 units

The conversion of properties for multi-occupancy residential use may be considered for a relaxation in standard where this is not likely to result in or add to significant road safety or on-street parking problems.

Garages of adequate size may be counted as single assigned parking spaces but should always be provided with a minimum 5.5m long hardstanding clear of the highway.

Sheltered Housing (i.e. units specifically designed for people requiring a degree of care provided by on-site warden(s)).

1 space per 1 warden + 50% for their visitors

1 space per 1 staff

Some parking spaces may need to be a minimum 3.6m wide to accommodate wheel chairs.

“Active elderly” persons’ housing, (i.e. housing designed for older people, but not requiring care) will be treated as normal residential development for parking purposes.  However, a relaxation in standard may be acceptable for developments covered by an appropriate legal agreement in respect of occupancy.

Student Halls of Residence

1 space per 1 staff + 50% for their visitors

1 space per 2-4 students

Use of the lower end of the range may be appropriate where halls are within easy access of the relevant education premises and a generous provision is made for cycle parking (at least one cycle stand per two students), or are well served by public transport.  Care will need to taken so that any under-provision of parking spaces would not cause local problems.

Relaxation in residential parking may be considered for special needs housing.

Where access is permitted to individual dwellings from classified or other busy roads, turning facilities within the site curtilage will normally be required independent of the parking spaces (see Appendix IV).

Doctors Surgeries, Health Centres, Clinics, Dentists, Physiotherapists, Veterinary Surgeons

1 space per 1.1(1.15) member of staff

Public Halls (including galleries, museums, libraries, places of worship)

1 space per 3 members of staff

A reduced standard may be acceptable for specific community use such as youth clubs, Scouts and Guide Headquarters etc., depending on size and catchment area.  However, it may then be necessary to impose conditions preventing changes of use within the Use Class.

Places of Education

1 space per 1.1(1.15) members of staff

1 space per 4.4(4.6) members of teaching staff

A minimum of 50m² for deliveries

Hard surfaced play areas should be accessible to vehicles so that they can be made available for parents parking on open days etc.

Depending on age group, catchment area and local traffic/environmental conditions the following requirements will be individually assessed:-

Space within the site (preferably as part of a one-way system) for contract buses to set down and pick up children.

Where schools are accessed directly from a classified or busy road, space within the school grounds for parents’ vehicles (setting down/picking up) or provision of a lay-by within the adjacent highway.

Student parking should be in accordance with further education establishments, where schools are used for evening classes.

1 space per 1.1(1.15) staff members:

1 space per 3.3(3.45) students

1 space per 1.1(1.15) staff members

The requirements for parents parking may be relaxed depending on the nature of the adjoining roads.  However, for premises fronting classified and other busy roads, full provision with independent turning facilities clear of the highway will normally be required.

1 space per 1.1(1.15) staff members

Special provision will need to be made for the parking, waiting and manoeuvring of minibus/ambulances etc used for the transport of the elderly or other persons in need of care.

Cinemas, Bingo Halls, Dance Halls, Concert Halls

1 space per 3 staff members

1 space per 3 seats or 1 space per 10m², whichever is the greater

1 space per 10m² dressing room space

Space should be provided within the site or close to the main entrance to the building for at least two cars or a coach to set down and pick up patrons.

Swimming Pools

1 per 3 staff members

Playing fields, sports facilities and leisure centres

1 space per 3 staff members

1 space per 2 players maximum possible at any one time

Parking spaces for players should take into account the possible overlap that may occur during “changeover” times.  Separate provision may be needed for coaches, particularly at major sporting venues, to be individually assessed.

Parking facilities for major sporting venues may be located some distance from the development in association with other public/private parking areas, subject to satisfactory legal agreements to secure long-term use.

Marinas, Sailing Clubs and Other Water Sports

1 space per member of staff plus 50% for their visitors

1 space per 3 staff members

Golf Courses

Minimum of 150 spaces for an 18 hole course, other size courses individually assessed (not necessarily pro rata)

Public Open Space, Country Parks

4 spaces per hectare -

Where additional facilities are provided for any of the above recreational uses (e.g. restaurants, bars, etc) and it is intended that these should be made available to the general public, as opposed to club members only, additional parking provision would normally be required in accordance with the appropriate standard.

Garages/Motor Trade

And in addition:-

i) Car/Lorry Sales

Customers

ii) Car/Lorry Auction

Customers

- 1 space per every 5 vehicles stored or 1 space per 15m² display and vehicles storage area, whichever is the greater

iii) Service/Repairs

Cars

- 1 space per 10m² service/repair area or 4 spaces per service/repair bay whichever is the greater for commercial vehicle stations

- 4 spaces of 45m² for recovery vehicle.

iv) Spare Parts

Customers

- 1 space per 20m² of sales counter and stock room. For tyre/exhaust premises a higher provision may be required.

v) Car Hire

Hire Vehicles

- 1 space per 2 vehicles

vi) Automatic Car Wash

Customers

– minimum 5 waiting spaces

Driving Schools

Operational

Taxi Offices/Private Hire Bases

- 1 space per 1.1(1.15) office based employee

Operational

Where premises do not afford adequate parking provision, the use may be acceptable provided the vehicles are operated remote from the premises which acts purely as a communication centre.  In such circumstances planning permission might be appropriate on a temporary renewable basis.

Petrol Filling Stations

- 1 space per 1.1(1.15) employees plus sufficient space to enable a fuel tanker to enter and leave in a forward gear.

Theatres

- 1 space per 3.3 (3.45) staff members

- 1 space per 3 seats or 1 space per 10m² floor space whichever is the greater

Performers

Space should also be provided within the site or close to the main entrance to the building for a minimum of two cars or a coach to set down/pick up patrons.

Open Markets and Car Boot Sales

Open Markets in established district centres will not normally require parking provision for customers.  However, space should be made available for traders’ vehicles at a rate of 1.5 spaces per stall.  Stalls should be laid out to provide easy access for vehicles to load and off load clear of the highway.

Only sites in excess of 5000m² are likely to be suitable for car boot sales and where planning permission is required normal highway standards in respect of access will be applied.  Also it is recommended  that no more than half the site area be given over to vehicles with goods for sale.  The remainder of the site should be laid out for customer parking.

A1 Shops

A2 Financial & Professional services,

1 space per 25 sq.m of gross floorspace

B1 Offices,

B1 Light industry: -

B2 General industry,

B8 Storage & distribution: -

C1 Hotels: -

C3 Residential: -

Other uses: parking standards would remain as in the main part of the document.

Where approved parking standards cannot be met or should not be met because of other policies, then planning permission may be dependent on the applicant entering into a legal agreement to contribute commuted payments in lieu.

Commuted payments are not expected to be required for developments of less than 500 sq.m. of gross floorspace.

CAR PARKING

IN ALL DEVELOPMENTS PARKING PROVISION SHOULD BE MADE FOR THE SPECIAL NEEDS USER.

DESIGNATED SPACES SHOULD BE CLEARLY MARKED AND SHOULD BE SIGNPOSTED AT THE ENTERANCE TO THE PARKING AREA.

DESIGNATED SPACES SHOULD BE LOCATED AS CLOSE AS POSSIBLE TO THE PRINCIPAL BUILDING ENTRANCE.

THE ACTUAL LAYOUT AND CIRCULATION SYSTEM TO BE ADOPTED FOR A PARTICULAR CAR PARK DEPENDS UPON THE SIZE AND SHAPE OF THE AREA AVAILABLE. HOWEVER, THE FOLLOWING DIMENSIONS ARE USEFUL IN DETERMINING THE LAYOUT AND CAPACITY OF A CAR PARK.

LAYOUT OF PARKING AREAS FOR 12 SPACES OF 5.5M X 2.4M

IN CERTAIN CIRCUMSTANCES IT MAY BE NECESSARY TO MAKE PROVISION WITHIN THE CURTILAGE OF A DWELLING FOR A CAR TO BE TURNED SO THAT IT DOES NOT HAVE TO REVERSE WITHIN THE HIGHWAY. THE MINIMUM DIMENSIONS FOR SUCH A DOMESTIC TURNING AREA ARE SHOWN ABOVE.

NOTE: THE TURNING AREA IS IN ADDITION TO NORMAL PARKING SPACE REQUIREMENTS.