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| SCHEDULE 5 - CAR PARKING
STANDARDS |
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| The maximum levels of car parking are set
out below and these should be used in conjunction with Policies in
the plan with respect to development proposals involving new-build,
alterations and changes of use. |
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| Car-parking
standards for non-residential development: |
| The level of non-residential parking provided
has a major influence on peak hour traffic volumes. Car-parking provision
for new non-residential development should therefore not exceed the
maximum as set out in the table below: |
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| Use Class Group |
Number of Spaces |
| A1 Shops |
Separately designated parking to a maximum of:
- for employees: 1 space per 300 – 600 m2 net site area
- for customers: 1 space per 75 – 150 m2 net site area |
| A2 Financial & professional services |
Separately designated parking to a maximum of:
- for employees: 1 space per 200 – 300 m2 net site area
- for clients: 1 space per 75 – 150 m2 net site area |
| A3 Food and drink |
Each development proposal to be assessed on its own merits,
but:
- within a context of securing road traffic restraint;
- ensuring consistency with A1, where relevant; and
- with separately designated parking for customers and employees.
Provision would be based on a provision of no greater than 1
space per 15 employees where such data or an estimate is available. |
| B1 Business & Light Industry, B2 General Industry and B8 Warehousing |
Maximum of 1 space per 200 - 300 m2 net site area |
| C1 Hotels |
Parking up to a maximum of 1 space per 5 bedrooms with separately
designated parking for employees, visitors and customers. |
| C2 Residential institutions |
Each development proposal to be assessed on its own merits
provided a restraint-based approach is demonstrated. |
| C2 Hospitals |
Maximum of 1 space per 10 bedrooms with separately designated
parking for employees, visitors and customers. |
| D1 Non-residential institutions |
Maximum of 1 space per 300 – 600 m2 net site area with separately
designated parking for employees, visitors and customers. |
| D2 Assembly and Leisure |
Each development proposal to be assessed on its own merits
within the context of restraint based standards and the national
advice in PPG13. |
| Other non-residential buildings |
Each case to be treated on its merits within the context of
restraint based standards and the national advice in PPG13. |
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| Notes: |
- These standards will be reviewed in the context of any Mayoral
guidance and the London Plan; and
- Net Site Area is the simple site area, within the curtilage,
without accounting for any surrounding public highways, (as is
the case with gross site area).
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| Reducing or Exceeding
the Parking Requirements for Non-Residential Uses (Class A1, A2, B1,
B2, & B8 etc) |
| For development in town centres and in
line with PPG13 the developer may negotiate with the Council to provide
additional car parking outside the quoted range to take account of
circumstances where existing developments, and development sites,
may be deemed both to be competing and to offer a less restrained
level of car-parking provision. In assessing such additional permitted
car-parking provision, consideration should be given to: |
- the existence, or absence, of on-street parking controls (but
see Planning Obligations below);
- the availability and proximity of public off-street car-parking
(for the use of visitors, clients, customers); and
- the opportunity for dual-use of proposed/existing car-parking
spaces (i.e. the extent to which spaces, provided as part of a
proposed development, will be made available for use by non-occupants
at different times of the day / days of the week or to which spaces,
not provided as part of a development, will be made available
for use by occupants of a proposed development).
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| Exceptional operational
requirements |
| There is a presumption that a development
will normally accommodate all its needs for operational car parking
within the level set out above. |
| Where a developer seeks a greater than
maximum level of car-parking, the Council will require the need for
such additional car-parking spaces to be fully justified by a transport
assessment included with the planning application. |
| In considering whether to grant permission
for such exceptional additional provision of car-parking spaces above
that normally permitted by the standards, the Council will require
to be satisfied that: |
- there is a proven need for the additional car-parking spaces;
- the need cannot be met by effective management of the normally
permitted provision (for example, by the more efficient management
of the use, or multi-use, of the permitted spaces); and
- the Council's overall strategy will not be compromised.
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| Any additional car-parking spaces, permitted
as a result of such consideration, will be: |
- made personal to a particular occupant (or occupants) of the
premises,
- granted on a temporary basis; and · made subject to a Section
106 agreement.
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| Consideration of additional
provisions through a Planning Obligation |
| Where a proposal would give rise to additional
on-street parking, contributions towards the implementation of controlled
parking zones (CPZs) on adjacent streets will normally be sought as
part of a Section 106 Agreement (see Policy
T13). |
| With respect to A1 developments in town
centres, contributions towards the provision of off-street public
car-parking spaces within the centre may also be required through
a Planning Obligation or Agreement. |
| See Policy T14
with regard to additional public parking in town centres. |
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| Location of car-parking
spaces |
| In respect of land use class A1, car-parking
spaces will normally be provided off-street and all spaces (other
than those for employees' cars) will only be available for the use
of the public and of shop customers during shop opening hours. For
developments in town centres, car-parking spaces for the use of customers
will normally be provided as part of the centre's public car-parking
provision and may be dual-use - available for evening leisure activities
and avoiding the need for additional parking exclusively for these
purposes. |
| Where the size of a particular A1 development
would result in more than 50 car-parking spaces for the use of customers,
such spaces will normally be provided either within the development
site or as public car-parking adjacent to the development. In all
cases, such spaces will normally be subject to a Planning Obligation
identifying agreed opening hours and charging regimes which accord
with those operating in neighbouring public car-parks. For development
requiring less than 50 car-parking spaces, in the town centres, the
Council will normally encourage a developer to enter into a Planning
Obligation to secure the provision of such spaces as part of the public
car-parking spaces within the centre. |
| In respect of land use classes A2, B1,
B2 and B8, car-parking spaces will normally be provided within the
development site. |
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| Disabled people |
| The Council will require developers to
provide adequate parking dedicated for the use of disabled persons.
A statement, accompanying an application for planning permission,
must specify the proposed provision being made for access by disabled
people and such provision will be a condition of planning permission
for development. |
| The Council will require the provision
of car-parking spaces equivalent to 4% of the predicted number of
employees, customers and visitors, as appropriate, generated by a
development, with such spaces: |
- separately designated, by each user category; and
- reserved for the sole use of persons with a disability in each
specific user category, subject to the provision of 1 space in
each development with 5 or more car-parking spaces.
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| (This standard will be automatically revised
to adopt any new national and/or regional guidance). |
| In respect of car-parking spaces for disabled
people, the Council will require that: |
- spaces are reserved for the sole use of disabled persons, separately
designated for use by employees, customers or visitors, as appropriate;
- spaces are provided as close as possible to the principal "no-step"
entrance to the building;
- each space has a minimum bay width of 3.2m. and is clearly marked
"reserved for the use of employees / customers / visitors with
a disability (as appropriate); and
- the access path between the car-parking spaces and the principal
"no-step" entrance are obstruction-free and lit at night.
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| The Council may also require that car-parking
spaces for disabled people are located in a manner that facilitates
their inspection for enforcement purposes. |
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| Parking layout |
| The design and location of car-parking
areas must have regard to the convenience and personal safety of users
and to the security of vehicles. Car-parking spaces will normally
be required to be located so that the walking route between car-parking
spaces and the development being served is never shorter nor more
direct than: |
- the nearest access points to public transport services,
- pedal-cycle and motorcycle parking spaces, and
- the principal point of pedestrian access to the development
site except in the case of car-parking spaces reserved for disabled
people.
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| The minimum size of a car-parking space
will be 2.4m. ´ 4.8m, but these dimensions may need to be increased
to take account of building columns, landscaping and available circulation
and manoeuvring space. The width of circulation aisles will not normally
be less than 6m for 90 degree parking. |
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| Pedal-cycle parking provision
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| The Council will seek to ensure the provision
of adequate, secure and weather-protected pedal-cycle parking spaces
in new developments particularly those likely to attract significant
cycle use. |
| Ideally any route between buildings and
visitor cycle parking should be weather-protected, and the distance
should be less than to the nearest car parking. The provision of cycle
parking is an essential component of the Council's policies of encouraging
cycling and sustainable transport. Every effort should be made to
provide spaces in a secure, attractive position. |
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| Motor-cycle Parking |
| Depending on the nature of the development,
motorcycle parking spaces should be provided for staff and visitors.
As a guideline, 1 motorcycle parking space should be provided per
20 car parking spaces, subject to all developments with more than
10 car spaces having a minimum of 1 space. A minimum area of 2m x
1m should be provided, and, as with pedal cycle parking, every effort
should be made to provide spaces in a secure, and attractive position.
The provision of cycle parking is an essential component of the Council's
policies of encouraging cycling and sustainable transport. They should
be located closer to the building they serve than car parking spaces,
and should be provided with adequate protection from the weather. |
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| Provision for servicing
for non-residential development |
| The Council will normally require off-street
servicing for all new developments and will resist its loss in existing
developments. |
| The Council will require the provision,
within the development site, of adequate space for loading, unloading
and waiting of goods vehicles, on the basis of one lorry space for
each 500 m2 of gross floor area maximum. A lesser provision will be
acceptable if the Council can be satisfied that the full predicted
servicing demand can be met off-highway. |
| The Council will require that areas set
aside for servicing needs are designed / arranged in such a manner
as to discourage their use for car-parking and may require the incorporation
of specific measures to prevent the parking of cars in such areas.
The Council would also ensure that no queuing or manoeuvring of vehicles
take place on the public highway such that road safety and the free
flow of vehicles are likely to be detrimentally affected. |
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MAXIMUM RESIDENTIAL OFF-STREET
PARKING
Car-parking standards for residential development
(Class C3: Dwelling Houses)
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Land Use
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Car-Parking Provision
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| C3 Dwelling Houses |
The maximum car-parking spaces should not exceed
the following: |
| i) Dwellings |
habitable
rooms
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resident
spaces
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visitor
spaces
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per dwelling unit
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1 or 2
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1
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0.2
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3
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1.2
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0.2
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4
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1.4
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0.2
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5 or more
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1.6
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0.2
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| ii) sheltered housing dwellings |
One car-parking space per 4 units, subject to
a minimum of 2 car-parking spaces, + 1 space for a warden. |
Notes:
The standards for dwelling houses reflect government advice
in PPG3.
Reducing Residential Parking
The number of car parking spaces to be provided may be
reduced in a scheme involving small terrace in-fill housing
or in area where it can be demonstrated that lesser car parking
will not result in significant road safety and traffic problems.
Also developers may offer to provide lower levels of car parking
in developments that include provision for car clubs, car pools
or car sharing schemes, subject to the details of the individual
scheme. In appropriate cases the Council may introduce on-street
parking control to minimise the potential displacement of parking
where on-street parking is being limited.
Disabled people
In developments with parking in communal areas, one disabled
person’s parking space shall be provided per 10 dwellings,
subject to a minimum of one disabled person’s parking space.
Applications for planning permission must specifically identify
the proposed provision being made for access by disabled people.
Layout of residential car-parking spaces
Internal layouts for residential development should take account
of the need for safe, secure and direct routes for pedestrians
and cyclists - before land for car-parking spaces is allocated.
Particular attention will be paid to avoiding any interruption
of pedestrian routes and related elements, such as traffic
free “spines”.
The Council will require that all road space within a development
site is laid out in such a way to prevent its use for car-parking
while maintaining its continuous availability for access by
emergency, waste collection and other essential service vehicles.
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