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Supplementary Planning Guidance

Access, Circulation andParking Requirements

(Approved by Council 22 June 2006)


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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Requirements

CONTENTS Page

1. Introduction 2

2. Legislation, Guidance and Development Plan Policies 3

Legislation and National Guidance 3

Development Plan Policies 3

3. Guidance on Policy Implementation 6

3.1 Parking 6

a) Parking Guidelines: General Requirements 6

b) Car Parking Guidelines 7

c) Parking Guidelines for People with Disabilities 8

d) Car Parking for People with Young Children 9

e) Cycle Parking Guidelines 9f) Parking 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 by Land Use 16

1. Residential: new build, extensions & redevelopments 162. Residential: changes of use to residential 183. Residential: sheltered and other accommodation 194. Offices 205. Shops, retail warehouses and garages 216. Industry and warehousing 237. Places of entertainment and hotels 258. Community establishments 279. Educational establishments 28

APPENDIX B Map1: Central Area and Area 1, 2 & 3 Boundaries 29

APPENDIX C Cycle Parking Guidelines 30APPENDIX D Parking Layout and Design 32

(i) Car park design 32(ii) Disabled car parking design 35(iii ) Design of parking for people with young children 35(iv) Design of operational parking (servicing) 35(v) Design of parking for commercial vehicles 35(vi) Design of cycle parking 35(vii) Design of parking for powered two wheelers 36

APPENDIX E Consultation on the Draft SPG 38

APPENDIX F Representations and Responses 41

APPENDIX G The Cardiff Unitary Development Plan 53

Approved by Cardiff Council 22 June 2006


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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 andparking 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 anddesign;

developer contributions;

the use of planning conditions;

transport assessments;

travel plans.

1.2 The guidance will help ensure a transparent and consistent approach to theprovision of parking, developer contributions, travel plans and transportassessments and, crucially, will inform applicants of the Councilsexpectations at an early stage of the development process.

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

1.4 The Welsh Assembly Government supports the use of supplementaryplanning guidance (SPG) to set out detailed guidance on the way in whichdevelopment plan policies will be applied in particular circumstances or

areas. SPG must be consistent with development plan policies and nationalplanning policy guidance and may be taken into account as a materialplanning consideration in planning decisions.

1.5 The Council placed the Cardiff Unitary Development Plan on deposit inOctober 2003. However, following introduction of the European SEA(Strategic Environmental Assessment) Directive, in May 2005 the Councilresolved, with the agreement of the Welsh Assembly Government, to ceasepreparation of the UDP and commence preparation of a Local DevelopmentPlan (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 inthe UDP to matters which are the subject of this guidance.

1Revisions to Draft Local Development Plans Wales (Welsh Assembly Government October 2005,

paragraph 7.8)

Approved by Cardiff Council 2 22 June 2006


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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 Governments planning

policies as they apply in Wales. It includes guidance on car parking provision(paras 8.4.1 8.4.6), which is viewed as a major influence on the choice ofmeans of transport and the pattern of development. It outlines that localauthorities should ensure new developments provide lower levels of parkingas minimum parking standards are no longer seen as appropriate. It alsoencourages local authorities to collaborate with neighbouring authoritieswhen considering parking issues in order to establish maximum levels ofparking for broad classes of development, together with a threshold size ofdevelopment above which such levels will apply (para 8.4.3.). Theimportance of conducting travel assessments is also identified as they canprovide 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 onachieving a sustainable and integrated transport system.

2.3 TAN 18 emphasises that local authorities should consider the need forintroducing or reviewing parking standards and requirements, and theparking needs of disabled people. Car parking policies should address theprovision and management of both on-street and off-street parking, and thestandards to be applied to new developments, reflecting the differing needsof various land uses. Additionally, neighbouring authorities should co-operateto achieve a more consistent regional approach. Guidance also states thatpolices should encourage the implementation of specific measures todevelop safer cycling, including secure cycle parking at interchanges, and atall major developments.

2.4 TAN 18 also indicates that the extra traffic generated by a proposeddevelopment may produce the need for transport improvements in thevicinity, and beyond. It states that where improvements are necessary, localplanning authorities may grant planning permission subject to a condition

requiring that improvements are completed prior to thecommencement/occupation of the development. Furthermore, it says thatdevelopers will be required to pay the cost of any highway improvementswhere the need is directly created by their development. Such improvementsmay be secured under section 278 of the Highways Act 1980, whilst the useof planning obligations may be appropriate in some circumstances.

Development Plan Policies

2.5 The following policies relating to access, circulation and parking requirementsare contained within adopted development plans covering the Cardiff County

area.



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South Glamorgan (Cardiff Area) Replacement Structure Plan (Adopted1997)

MV2 Commuted Payments Contributions will be sought fromdevelopers towards any necessary improvements to the transport

system arising as a result of the proposed development

MV11 Parking New development shall include adequate provision forcar parking according to the adopted parking guidelines. In the citycentre and the core area of Cardiff Bay, which are well served by arange of public transport, a reduced level of parking is required.

MV13 Equality of Access Measureswill be taken to improve safetyand conditions for pedestrians and people with impaired mobility, byproviding access to bus stops, railway stations, and car parks andremoving conflict with traffic, particularly in areas of high pedestrian

activity

City of Cardiff Local Plan (Adopted 1996)

Policy 14 Facilities for Public Transport ServicesThe design and layout of development proposals will be required toaccommodate necessary facilities for public transport services.

Policy 16 Traffic CalmingThe design and layout of development proposals will be required toincorporate necessary traffic calming or similar traffic managementmeasures.

Policy 17 Parking and Servicing Facilities Development proposalswill be required to provide parking and servicing facilities in accordancewith the City Councils adopted guidelines.

Policy 18 Provision for CyclistsDevelopment proposals will be required to make convenient and safeprovision for cyclists, including cycle parking facilities in accordancewith the City Councils adopted guidelines.

Policy 19 Provision for PedestriansThe design and layout of new development will be required to retainand/or create a safe and convenient environment for pedestrians.

Policy 20 Provision for Special Needs GroupsDevelopment proposals which may be used or visited by the generalpublic will be required to make provision for special needs groupsincluding people with disabilities, parents with young children andelderly.



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Creigiau and Pentyrch

2.6 The City of Cardiff Local Plan and South Glamorgan Replacement StructurePlan do not apply to the Creigiau and Pentyrch areas. The Mid GlamorganCounty Structure Plan Approved Plan Incorporating Proposed Alterations

No.1 covers those areas. This plan, approved by the Secretary of State forWales in 1989, includes the following policy:

Mid Glamorgan County Structure Plan Approved Plan IncorporatingProposals for Alteration No.1

T4 It is the Policy of the County Council that except in town centresallnew development, redevelopment or changes of use should includeappropriate operational and non-operational parking provisionsaccording to the land use, density and location proposed. In towncentres, 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 ofCardiff 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, cyclesand powered two wheelers, together with advice on car parking for peoplewith young children. The application of parking guidelines forms part of theCouncils integrated transport strategy. They are intended to help reducetraffic growth, reduce reliance on the car and encourage the use ofalternative means of travel. These objectives are balanced against the needto 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 useor type of development. As such, any proposed land use or development notspecifically mentioned will be considered on a site specific basis, on itsindividual merits. The absence of parking guidelines for a specific usedoes not mean that no parking provision will be required.

3.1.3 The parking guidelines apply to all categories of development for whichplanning 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, cyclesand powered two wheelers in a flexible way, taking the merits andcircumstances of each planning application into consideration. Thefollowing factors will be taken into account as part of the assessment of, andnegotiations over, parking provision on any particular scheme. The list is notin a hierarchical order:

(i) the nature and type of development, and information relating toits future occupation, use or management (e.g. if a scheme is foraffordable housing in an area of low car ownership or contains ahigher proportion of disabled people;)

(ii) location;(iii) accessibility to and the availability of on-street and public off-

street 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 theguidelines specified in this SPG will only be permitted where an applicant hasdemonstrated, to the Councils satisfaction that:

(i) a lower level of parking is not achievable through theimplementation 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 ormanagement is a factor in applying the guidelines flexibly, the Council mayimpose conditions to limit permitted development rights or to controlmanagement and occupancy.

3.1.7 For mixed use developments, the guidelines relating to each use should beused to calculate the overall total parking level.

3.1.8 Where parking levels above the maximum are considered acceptable ongrounds that the development will involve shared parking, the Council willseek to secure this through the imposition of a planning condition or the useof 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 isdemonstrably less traffic intensive than the previously approved use.

3.1.10 In all instances, developers will be required to demonstrate, to the Councils

satisfaction, that the proposal will work in transport terms. It should not beassumed that where a proposal accords with the parking standard that it isautomatically acceptable.

3.1.11 For the avoidance of doubt, parking guidelines that relate to floor areas areGROSS 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 ParkingGuidelines 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 SouthWales Parking Guidelines 1993 (September 2001). Whilst the guidelineshave been amended to reflect local circumstances, the regional approachremains, reflecting Planning Policy Wales (March 2002) advice on the needto 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 andvisitors. Guidelines for non-residential development comprise operationaland non-operationalparking guidelines.



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(i) Operational parking guidelines set out the parking spacerequired for servicing a development. They provide sufficientspace to allow the maximum number and size of vehicles likelyto serve the development at any one time, and to load/unloadand 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, isrequired for day-to-day operation, may also be included.

(ii) Non-operational parking guidelinesset out the parking space notnecessarily used for the operation of the business, and includesemployee and visitor/shopper parking.

3.1.14 Different guidelines are applied to the central area of Cardiff, shown on Map1, attached as Appendix B. The central area is subdivided into 3 sub-areaswithin 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 arebased on boundaries defined within the City of Cardiff Local Plan (adoptedJanuary 1996), amended to reflect the impact of Central Station and the BusStation on public transport accessibility levels, and regeneration within theBay area.

3.1.15 The non-operational parking guidelines for non-residential developments, setout in Appendix A, constitute maximum parking provision, in line withPlanning Policy Wales (March 2002) and the Addendum to the South WalesParking Guidelines 1993 (September 2001).

3.1.16 Where residential parking guidelines are set out as ranges, the top of therange constitutes a maximum standard and the bottom, a minimumstandard. As noted above in paragraph 3.1.4, there may be situations whereit may be justifiable to apply the parking guidelines flexibly, taking the meritsand circumstances of each planning application into account.

3.1.17 The operational parking guidelines set out in this guidance do not constitutemaximum or minimum provision, but rather the required level of parkingprovision. This reflects the position set out in the Addendum to South WalesParking Guidelines 1993 (September 2001).

3.1.18 It should be noted that only operational parking guidelines are applied in thecentral area, as non-operational parking will be provided in public car parksor in limited waiting on-street areas.

c) Parking Guidelines for Peoplewith Disabilities

3.1.19 Guidelines on the number of designated parking bays for people withdisabilities are set out within Appendix A. These are based on guidelinescontained within the Parking Guidelines of the Standing Conference onRegional Planning in South Wales (Revised Edition 1993) and the



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Department of Transport Traffic Advice Leaflet 5/95 Parking for DisabledPeople.

3.1.20 The parking guidelines for people with disabilities represent minimumprovision and should be provided in addition to the operational and non-

operational car parking provision. Where a reduced number of car parkingspaces below the maximum level are provided, the level of car parkingprovision for disabled people should be maintained in the same proportion asif the overall number of spaces was up to the maximum level. At certainlocations, 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 provisionof 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 forDisabled People A Good Practice Guide published by ODPM and BS8300: 2002 Design of buildings and their approaches to meet the needs ofdisabled people - Code of Practice) recommends provision of an accessstatement to identify the philosophy and approach to inclusive designadopted, the key issues of the particular scheme, and the sources of adviceand guidance used. An additional benefit of providing an Access Statement isthat it should set out, at the time of the planning application, most of the

information needed by a building control body, thus assisting the dialoguebetween the applicants and building control. In addition to the adequateprovision of specifically designed and located parking bays provision shouldalso be made for suitable and conveniently located ticket dispensingmachines and vehicular control barriers. Further guidance on accessstatements and the requirements relating to access and use of buildings,under Part M of the building regulations, can be obtained [email protected]

d) Car Parking for People withYoung Children

3.1.24 In shops and buildings to which the public have access and in public carparks, spaces should be reserved for people needing to transfer youngchildren to and from the car. Spaces should be provided as part of non-operational parking provision.

e) Cycle ParkingGuidelines

3.1.25 Cycle parking guidelines for different types of development are set out withinAppendix C. These represent minimumprovision which must be provided inaddition to other vehicle parking. However, the Council would encourage

greater provision.

mailto:[email protected]:[email protected]


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3.1.26 In most instances, a distinction is made between Long Stay and Short Staycycle parking. Short stay cycle parking provide for the needs of visitors orcustomers to a building for up to 5 hours, whilst long stay parking provides forthe needs of employees and commuters for longer periods, for example, over5 hours.

3.1.27 Where it is not possible to provide cycle parking within the site itself, thedeveloper will be expected to make a payment equivalent to the cost, asspecified by the Council, of purchasing and installing the required cyclestands. The Council will then pool funds from various developments within alocality to provide cycle parking in the vicinity.

3.1.28 The importance of other cycling facilities such as changing rooms, showersand lockers cannot be underestimated in encouraging more cyclists. Suchfacilities will be sought in appropriate circumstances where long stay cycleparking is required.

f) Parking Guidelines for Powered Two Wheelers

3.1.29 Significant savings in the number of car parking spaces available will bepossible if separate provision is made for motorcycles, as single motorcyclesparked in car spaces is not an efficient use of space. Developers will beexpected to provide secure parking for powered two wheelers in all non-residential developments equal to a minimum of 1% and a maximum of 5% ofthe number of car parking spaces provided. Parking for powered twowheelers is required in addition to car and cycle parking provision. For theavoidance of doubt, the guidelines for powered two wheelers apply to all non-

residential 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 anddesign. For guidance on access for refuse collection vehicles and refusecollectors please refer to the Councils Supplementary Planning Guidance onWaste 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 authoritieshave a duty to consider the impact of all their functions and decisions oncrime and disorder in their local area. This obligation will be achieved, inpart, by providing guidance which will help ensure that crime and theperception of crime in the local context has been a material consideration inthe design and layout of parking.

3.1.32 Cardiff County Council endorses both the Secured by Design (SBD) andPark Mark Safer Parking award schemes. The schemes offer a uniformapproach to creating safer environments by providing high standards ofsecurity 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 Police, or visit the website(www.securedbydesign.com).

3.2 DEVELOPER CONTRIBUTIONS

3.2.1 In line with paragraph 8.7.5 of Planning Policy Wales (March 2002) andPolicy MV2 (Commuted Payments) of the South Glamorgan ReplacementStructure Plan, particular emphasis will be given to securing contributionstowards off-site improvements in public transport, walking and cycling, wheresuch measures, either on their own or as part of a package of measures,would be likely to improve the sites accessibility and influence travel patternsto the site. Examples might include pedestrian improvements which make iteasier and safer to walk to the site from other developments or publictransport, or improvements to a cycle route or bus service which goes near tothe site.

3.2.2 Planning obligations will normally be negotiated under Section 106 of theTown and Country Planning Act 1990. Agreements can also be entered tounder Section 278 of the Highways Act 1980. These prescribe the highwayimprovements needed as a result of proposed developments. Parkingstudies, Traffic Regulation Orders and off-site traffic management measuresare normally secured via Section 106 agreements.

3.2.3 Planning obligations will be negotiated on an individual basis, taking intoaccount the particular circumstances of each proposal and Governmentguidelines 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 soughtwhere they are: (i) necessary, (ii) relevant to planning, (iii) directly related tothe proposed development, (iv) fairly and reasonably related in scale andkind to the proposed development, and (v) reasonable in all other respects.Contributions secured under this approach may be pooled in order to fundspecific enhancements, such as park and ride, and new or improved publictransport and inter-modal facilities, where such facilities would be directlyrelated to individual development proposals.

3.2.4 If there is a choice between entering into a planning obligation and imposinga planning condition, it is preferable to impose a condition. Conditions are

more transparent, offer greater flexibility in the light of changingcircumstances and offer the developer the right of appeal to the Assemblyagainst conditions considered to be onerous.

3.3 PLANNING CONDITIONS

3.3.1 Planning conditions may be imposed on the grant of planning permission tosecure on-site transport measures and facilities as part of the proposeddevelopment, in line with paragraph 8.7.5 of Planning Policy Wales (March2002) and government guidelines set out in Welsh Office Circular 35/95 TheUse of Conditions in Planning Permission.

http://www.securedbydesign.com/http://www.securedbydesign.com/


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3.3.2 In relation to access, circulation and parking, conditions may be used:

(i) to specify the number of parking spaces and their size;(ii) 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;(iii) 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;

(iv) to control the design of delivery areas and specifications for lorryparking and turning spaces;

(v) to secure the provision of secure cycle parking and changingfacilities and safe pedestrian and cycle routes;

(vi) to secure the provision of facilities for public transport, such asbus stops, shelters, boarders and build-outs, real-timeinformation units and anti-crime cameras;

(vii) to require the preparation of a Travel Plan or require aspects of atravel plan to be implemented;

(viii) to restrict permitted development rights, in exceptionalcircumstances, where an otherwise permitted change of usecould cause a material deterioration in local traffic conditions.

3.3.3 Conditions attached to a planning permission will be enforceable against anydeveloper who implements that permission and any subsequent occupiers ofthe property.

3.3.4 The provision of facilities for public transport (para. 3.3.2.vi) and arequirement to prepare a Travel Plan (para.3.3.2.vii) can also be securedthrough planning obligations. However, if there is a choice between imposinga planning condition and entering into a planning obligation, it is preferable toimpose a condition because it enables a developer to appeal to the NationalAssembly for Wales. All conditions must satisfy the policy tests of WelshOffice 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 therelevant planning applications for any development that will have significanttransport implications. A Transport Assessment is a comprehensive andconsistent review of all the potential transport impacts of a proposeddevelopment or redevelopment, with an agreed plan to reduce any adverseconsequences. Covering access by all modes, their purpose is to provideinformation to enable decision-makers to understand how the proposeddevelopment is likely to function in transport terms.

3.4.2 Planning Policy Wales (March 2002) advises that Transport Assessmentsshould 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) food and non-food retail developments of more than 1000 m2;

(ii) cinemas, other leisure uses and conference centres of more

than 1000 m2;(i) residential development of more than 100 units;(ii) B1 development of more than 2500 m

2;

(iii) B2 industrial development in excess of 5000 m2;

(iv) B8 warehousing in excess of 10,000 m2;(v) hospital and higher/ further education developments in excess of

2500 m2;(vi) stadia in excess of 1500 seats;(vii) 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 two-way flow on the adjoining highway;

traffic flow to and from the development exceeds 5% of thetwo-way flow on the adjoining highway where congestionexists or will exist within the assessment period.

3.4.3 The thresholds reflect advice contained in the Addendum to South WalesParking Guidelines 1993 (September 2001), which are, in turn, based onRevised Draft PPG 13 (October 1999) and the Institution of Highways and

Transportation Guidelines for Traffic Impact Assessment. These thresholdsare provided as a guide only. It is recognised that there may be situationswhere it may be justifiable to apply the thresholds in a flexible way, taking themerits and circumstances of each planning application into consideration.The specific circumstances of the case may require a Transport Assessmentto 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 trafficthresholds should normally be applied to peak hours, but other periods mayalso 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 thescale of development and the extent of the transport implications of theproposal. Developers should hold early discussions with the Council in orderto clarify whether a Transport Assessment is necessary and, if so, to scopeits requirements. No two Transport Assessments are likely to be exactly thesame; what is appropriate for one development will not necessarily besatisfactory for another.



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3.5 TRAVEL PLANS

3.5.1 Travel Plans will be required as a condition of planning consent fordevelopments that are likely to have significant transport implications. As aguide, 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 m

2;

(v) B2 industrial development in excess of 5000 m2;(vi) B8 warehousing in excess of 10,000 m

2;

(vii) higher/ further education and hospital developments in excess of2500 m

2;

(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 otherlocations where there are local initiatives or targets for thereduction of road traffic, or the promotion of public transport,walking and cycling;

(x) developments where a Travel Plan would help address aparticular local traffic problem associated with a planningapplication, which might otherwise have to be refused on localtraffic grounds, for example, where overspill parking might occurfrom developments with low or nil off-street parking provision;

(xi) new and expanded school facilities which should beaccompanied by a School Travel Plan which promotes safecycle and walking routes, restricts parking and car access at andaround schools, and includes on-site changing and cycle storagefacilities.

3.5.2 These thresholds reflect advice contained in the Addendum to South WalesParking Guidelines 1993 (September 2001) and PPG 13 (March 2001) andare provided as a guide only. It is recognised that there may be situationswhere it may be justifiable to apply the thresholds in a flexible way, taking themerits 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 PlanResources Pack for Employers;

(ii) Department for Transport website www.dft.gov.ukwithin Usingthe planning process to secure travel plans: best practiceguidance for local authorities, developers and occupiers (July2002).

http://www.dft.gov.uk/http://www.dft.gov.uk/


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3.5.4 Employers providing long stay cycle parking should also considerencouraging staff to start a cycle user group, providing a cycle mileageallowance 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 ofDevelopment

Area Residents Visitors (See note 15)

Houses & Flats

1 bedroom Non-Central Area 0.5 - 1 space per unit Up to 1 space per 3 -5 units

2 & 3 bedroom Non-Central Area 1 - 2 spaces per unit Up to 1 space per 3 -5 units

4 + bedroom Non-Central Area 2- 3 spaces per unit Up to 1 space per 3 -5 units

Elderly personshouses and flats (notwardened)

Non-Central Area 0.5 - 1 space per unit Up to 1 space per 3 -5 units

Purpose- built Studenthousing (see note 3)

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

0 spaces 0 spaces

Residential*(see note 4)

Central Area(Areas 1,2,3)

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

* All residential, except purpose-built student housing, changes of use to residential andsheltered accommodation.

Notes on Car Parking Guidelines relating to Residential: New Build, Extensions &Redevelopments1. 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 hardstandingor garage courts.

2. For certain developments (e.g. affordable housing) where clear evidence of low carownership levels has been submitted, a flexible approach to parking guidelines may beapplied, taking the merits of each individual application into consideration. The on-siteparking requirement for affordable housing may be reduced to one-third of the generalstandard of provision to reflect the significantly lower level of car ownership generallyassociated with such development.

3. No non-operational parking is to be provided for students in purpose built studentaccommodation. However, a minimum of 1 space per 25 beds should be provided foroperational parking, to comprise of parking for wardens, maintenance vehicles and the

picking up and setting down of students. Appropriate provision should also be providedfor use by the disabled. Students will be expected to sign a lease agreement prohibitingcar ownership in order to prevent on-street parking in residential areas in the vicinity ofthe student accommodation. On street parking by students can also be controlledthrough use of residents parking permits and through decriminalized parking enforcementcurrently being investigated by the Council (April 2006). Financial contributions to coverparking studies, traffic management measures, and Traffic Regulation Orders inaccordance with Section 3.2 will normally be required. Also a Travel Plan will normallybe required reaffirming the no car rule, and providing information to each studentresident about public transport, walking and cycling routes in Cardiff, as well as dealingwith the access arrangements at the beginning and end of each term/period ofoccupancy.

4. Consideration could be given to a reduction of the off-street parking requirement incentral areas where a residents parking permit system exists.



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Notes on Car Parking Design relating to Residential: New Build, Extensions &Redevelopments5. 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 beoverlooked by a window. However, they should not act as scaling aids which provideaccess to properties.

6. Where garages cannot be accommodated, in curtilage parking which maximisesavailable surveillance is preferred.

7. Communal parking needs to be designed with care in order to minimise opportunities forcrime. Parking spaces should be close to and overlooked by the owners dwelling, andbe both designed for and restricted to that group of dwellings. Spaces should be locatedwithin 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 crimecontext, designated parking secured by a lockable bollard, or secured behind lockablegates 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 meansof enclosure should be of minimal height of 1.8m made of a material and/or designed tooffer maximum surveillance.

8. Residential parking spaces should be clearly defined and located where they can beoverlooked by the owner. Conflict between neighbours can occur where spacesencroach 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 directlyonto the highway, roller shutter doors are required in the interests of safety forpedestrians and other highway users.

14. Visitor parking spaces should be designed as an integral part of the development inconveniently located places, including on plot spaces, off highway places and whereconvenient and safety allows- on highway kerbside parking where carriageway widths are5.5 m or more.

Disabled Parking15. 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 TORESIDENTIAL (Appendix A cont.)

Type ofDevelopment

Area Residents Visitors

Changes of use toself- contained flats

1 bedroom

2 & 3 bedroom

4 + bedroom

Non-Central AreaNon-Central AreaNon-Central Area

0.5 - 1 space per unit1 - 2 spaces per unit2- 3 spaces per unit

Up to 1 space per 3 -5 units

Changes of use toself-contained flats

Central area(Areas 1,2,3)

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

Changes of use tobedsits/ units withshared facilities (incl.hostels)

Non-Central Area Up to 1 space per unit Up to 1 space per 3 -5 units (see note 2)


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

Notes on Car Parking Guidelines relating to changes of use to residentialdevelopments1. 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 themerits of each individual application into consideration. The on-site parking requirementfor conversion to affordable housing may be reduced to one-third of the general standardof provision to reflect the significantly lower level of car ownership generally associatedwith 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 incommunal 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 resultantoverspill parking on-street.

4. Communal parking courts should be avoided where possible. If unavoidable the parkingspaces should be close to and overlooked by the owners properties or active rooms inneighbouring 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 soughtfrom the Police on this issue. Larger numbers should be located within a definedperimeter of visually permeable fencing, with restricted and secured access. The space

should be in small groups within a broken layout. Parking courts should include shelteredsecure 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 developments7. Satisfactory pedestrian access must be provided between the dwelling units and the

parking areas.


parking.



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3. PARKING GUIDELINES FOR RESIDENTIAL: SHELTERED AND OTHERACCOMMODATION (Appendix A cont.)

Type ofDevelopment

Area Residents Visitors

Self-contained oldpeoples dwellings(See Notes 1 & 4)

Non-Central Area 1 space per 2 - 4 unitsplus 1 space for eachresident warden/staff

Up to 1 space per 4units

Central Area Up to 1 space per 2 -4 units plus up to 1space for eachresident warden/staff


Homes for elderly,children etc andNursing Homes

Non-Central Area 1 space per residentstaff (see Note 2)


Central Area Up to 1 space perresident staff


Notes on Car Parking Guidelines relating to Residential: Sheltered and otheraccommodation1. 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 wouldrequire 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 1space on site.

3. Where a higher level of visitors is likely, consideration may be given to requiring a higherratio of visitors to beds.

Notes on Car Parking Design relating to Residential: Sheltered and otheraccommodation4. 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.


parking.



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4. PARKING GUIDELINES FOR OFFICES (incl. Class B1 Business, Class A2Financial and Professional Services and call centres) (Appendix A cont.)

Type ofDevelopment

Area OperationalRequirements

Non-operationalrequirements

New offices in centralarea Central Area: CityCentre Core Area(area 1)

Included in non-operational standard. Maximum of 1 spaceper 280 m2 (See note4)

Central Area:Bridge Area (area2)

Included in non-operational standard.

Maximum of 1 spaceper 175 m2 (See note4)

Central Area:Waterfront CoreArea (area 3)


Maximum of 1 spaceper 70 m2 (See note 4)

New offices in non-central area (up to1000 m2)

Non-Central Area Included in non-operational standard.

Maximum of 1 spaceper 35 m2

New offices in non-central area (over1000 m2)

Non-Central Area Included in non-operational standard.


Redevelopment orextensions (see note1)

Central Area andNon-Central Area


As per the standardfor new offices

Conversions (see note2 and 3)

Central Area andNon-Central Area


As per the standardfor new offices

Notes on Car Parking Guidelines relating to Offices1. For premises up to a maximum of 200 m2gross floor space an increase of 20% will be

permitted without the need for additional parking. This allowance can only be madeonce, and any parking displaced must be relocated.

2. For conversions of up to 100 m2, parking will be required up to the maximum capacity ofthe site.

3. Consideration may be given to a relaxation of the office parking requirement in shoppingareas for the change of use at the ground floor of premises from Class A1 (Shops) toClass A2 (Financial and Professional Services).

4. Additional non-operational parking is available in public car parks.

Notes on Car Parking Design relating to Offices5. The overall impact of crime in the local context must be taken into consideration and


Disabled Parking6. 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 plus2 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 ANDGARAGES (Appendix A cont.)

Type ofDevelopment



Shops & retailwarehousing Central Area(Areas 1,2,3) Included in non-operational standard Maximum of 1 spaceper 400 m2 (See note2)

Shops (up to 200 m2) Non-Central Area Space for 1commercial vehicle tounload &manoeuvre

Maximum of 1 spaceper 60 m2(employees)

Shops (201 1000m2)

Non-Central Area Space for 2commercial vehiclesto unload &manoeuvre

Maximum of 1 spaceper 40 m2(employees& shoppers)

Supermarkets andsuperstores-

predominantly food(over 1000 m2)

Non-Central Area Space for a minimumof 3 commercial

vehicles

Maximum of 1 spaceper 14 m2(employees

& shoppers)

Retail warehousing-non food (over 1000m2)

Non- Central Area Space for a minimumof 3 commercialvehicles (See note 3)

Maximum of 1 spaceper 30 m2(employeesand shoppers)

Cash and CarryWarehousing (TradeOnly)

Non- Central Area Operationalrequirements thesame as shop ofsimilar size


Open Air Markets Non-Central Area 1 space per stall pitch Maximum of 1 spaceper 30 m2of grossstall pitch areaincluding pedestriancirculation area (Seenote 4)

Extensions orconversions (See note5)

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

As per standard fornew shops

As per standard fornew shops

Garages and ServiceStations (See notes 6& 7)

Non-Central Area One car/lorry spacefor each car/lorry bay

2 car/lorry spaces foreach service bay. Plusa minimum of 5waiting spaces wherean automatic car wash

is installed.Car Sales Premises(See notes 8)

Non-Central Area Minimum of 1 cartransporter to unloadand manoeuvre

Maximum of 1 spaceper 50 m2(employeesand shoppers)

Driving Schools,Private Hire andVehicle Hire Taxis(Licensed)

Non-Central Area 1 space per vehicleoperated

Maximum of 0 spaces



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Notes on car parking guidelines relating to Shops, Retail Warehouses and Garages1. 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 canbe classified in broad bands.

Highest requirement - DIY storesMid-range requirements- Electrical/gas appliance, flat pack furniture storesLowest requirement - Assembled furniture/ carpet stores, household and

leisure goods storesAlthough retail parks may have shared parking, such developments will still requiresimilar 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, theapplicant shall identify a location for the provision of visitor parking.

5. For premises up to a maximum of 200 m2gross floor space, an increase of 20% will be

permitted without the need for additional parking. This allowance can only be madeonce, 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 Garages9. 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 inpreference to monochromatic lights. Lighting should conform to BS 5489 (part 1) and BSEN 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 adisabled motorist plus 4% of total car park capacity plus 4 bays.



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6. PARKING GUIDELINES FOR INDUSTRY AND WAREHOUSING (Appendix Acont.)

OperationalRequirements (see

notes 1 & 7)

Type ofDevelopment

Area

GrossFloorSpace(m2)

MinimumSpace(m2)

Non-operationalrequirements (see

note 2)

Industry (premises upto 1000 m2) (see note3)

Non-Central AreaCentral Area-areas 2 & 3 only

1002505001000

7085100150


Industry (premisesover 1000 m2) (seenote 4)


100120002000

15020010% of

GFA


Small industrial unitsup to 100 m2


Forecourt Servicing Maximum of 1 vanspace adjacent plus 1car space communally

Small industrial unitsover 100 m2and up to200 m2


Forecourt Servicing Maximum of 1 vanspace adjacent plus 2car spacescommunally

Industry of a highlytechnical nature


To be decided individually. Requirement likelyto lie between that for offices and industry.

Industry Central Area-Area 1 only


0 spaces - See note 6

GrossFloorSpace

MinimumSpace(m2)

WholesaleWarehousingpremises up to 1000m2

(see note 5)

Non-Central Area

Central Area-areas 2 & 3 only

1002505001000

7085100150


WholesaleWarehousing

premises over 1000m2

(see note 5)

Non-Central Area

Central Area-areas 2 & 3 only

10012000

above2000

150200

10% ofGFA

Maximum of 1 spaceper140 m2

Warehouses Central Area-area 1

1 space per 1000 m2 0 spaces- See note 6

Notes on Car Parking Guidelines relating to Industry and Warehousing1. 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 m2gross 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 m2is identicalto that applied to industry with premises up to 1000 m2. For floorspace above 1000 m2,the standard specified for premises over 1000 m2should be applied.

5. If the premises are to be used as a distribution depot, the non-operational parking shouldbe increased to:

For premises up to 1000 m2, a maximum of 1 space per 60 m2

For premises over 1000 m2, a maximum of 1 space per 80 100 m2.6. Non-operational parking will be provided in public car parks or in limited waiting on street

areas.

Notes on Car Parking Design relating to Industry and Warehousing7. 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


have a high colour rendering index and provide a natural appearance should be used inpreference to monochromatic lights. Lighting should conform to BS 5489 (part 1) and BS

EN 13201 (2003): part 2.


In car parks of up to 200 car spaces, individual bays for each employee who is adisabled 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

RequirementsNon-operationalrequirements

Places of entertainmentand hotels(see note 1)


Minimum of 1commercial vehicle bay

See Note 1

Assembly halls(commercial) e.g. bingohalls

Non-Central Area Minimum of 1commercial vehicle bay

Maximum of 1 spaceper 8 m

2

Assembly Halls (social)e.g. unlicensed clubs,community centres



Cinemas andconference facilities(see note 2)


Maximum of 1 spaceper 5 seats

Stadia (see note 2) Non-Central Area Minimum of 1commercial vehicle bay

Maximum of 1 spaceper 15 seats

Hotels (see note 3) Non-Central Area Minimum of 1

commercial vehicle bay

Maximum of 1 space

per guest bedroom, 1space per staffbedroom, plus 1 spaceper 3 non-residentstaff.

Public Houses (seenotes 4)


Maximum of 1 spacefor 5 m

2of bar floor

areas includingservery, plus maximumof 1 space per 3 non-resident staff.

Licensed clubs Non-Central Area Minimum of 1

commercial vehicle bay

Maximum of 1 space

per 5 m2 of public areaplus maximum of 1space per 3 non-resident staff.

Restaurants Non-Central Area Minimum of 1commercial vehicle bay


2of dining area

plus staff parking atmaximum of 1 spaceper 3 non-resident staff

Cafes (see note 5) Non-Central Area Minimum of 1commercial vehicle bay


2of dining

area plus staff parking

at maximum of 1 spaceper 3 non-resident staff

Drive ThroughRestaurants (see note6)



2of dining

area plus staff parkingat maximum of 1 spaceper 3 non-resident staff

Notes on Car Parking Guidelines relating to Entertainment and Hotels1. 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 inlimited waiting on streets.

2. Sufficient coach parking should be provided to the Councils satisfaction and treatedseparately from car parking.



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3. Facilities for non-residents should be assessed by applying the appropriate category. Anallowance should be applied where facilities are to be shared.

4. The parking requirement will be relaxed for public houses built before 1914 to permitredevelopment or extension up to a 20% increase in gross floor area without extraparking 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 6waiting spaces.

Notes on Car Parking Design relating to Entertainment and Hotels7. The overall impact of crime in the local context must be taken into consideration and


have a high colour rendering index and provide a natural appearance should be used inpreference to monochromatic lights. Lighting should conform to BS 5489 (part 1) and BSEN 13201 (2003): part 2.


In car parks of up to 200 car spaces, individual bays for each employee who is adisabled motorist plus 6% of total capacity or a minimum of 3 spaces, which ever isgreater;

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 stadiathat specialize in accommodating groups of disabled people.



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8. COMMUNITY ESTABLISHMENTS (Appendix A cont.)Type ofDevelopment



Communityestablishments (see

note 1,2)


Minimum of 1operational space

Maximum of 0 space

CommunityEstablishments:

Hospitals Non-Central Area Essential vehicles asrequired

Maximum of 2 spacesper bed

Health Centre andSurgeries

Non-Central Area 1 space perpractitioner (see note3)

Maximum of 1 spaceper 2 ancillary staffand maximum of 5spaces perpractitioner

Places of Worship(See note 4)

Non-Central Area Minimum of 1commercial vehicle

space (see note 5)

Maximum of 1 spaceper 10 seats or 1

space per 8 m2floorspace used forpraying.

Leisure Centres,Sports Clubs &Fitness Clubs (seenote 6)

Non-Central Area Minimum of 1commercial vehiclespace

Maximum of 1 spaceper 2 persons usingthe facilities and amaximum of 1 spaceper 3 spectators,where necessary.

Libraries Non-Central Area Minimum of 1commercial vehiclespace


Notes on Car Parking Guidelines relating to Community Establishments1. 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 Establishments7. The overall impact of crime in the local context must be taken into consideration and



In car parks of up to 200 car spaces, individual bays for each employee who is adisabled motorist plus 6% of total capacity or a minimum of 3 spaces, which ever isgreater;

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 Operational

RequirementsNon-operationalrequirements

Educational establishments Central Area (Areas1,2,3)

Minimum of 1 operationalspace

See note 1

Day Nurseries in converted

property

Non-Central Area Included in non-operational

standard

Maximum of 1 space per 2

full time staff (see notes2,3,7)

Nursery Schools (NewBuild), Infants Schools,Primary Schools,Secondary Schools (seenote 4)

Non-Central Area Minimum of 1 commercialvehicle space

Maximum of 1 space perclassroom and a minimumof 3 spaces for visitors (seenote 2)

Colleges of Higher andFurther Education (seenote 5)

Non-Central Area Minimum of 1 commercialvehicle space

Maximum of 1 space permember of teaching staff.Maximum of 1 space per 2ancillary staff. Maximum of1 space per 20 studentsand a minimum of 5 spacesfor visitors.

Notes on Car Parking Guidelines relating to Educational Establishments1. 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 theavailability of adequate kerbside capacity (i.e. unrestricted parking) should be takenaccount of.Experience has shown that a minimum of 15 car spaces will be required for most othertypes 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 beadequate, 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 allservices that the operator of the new school anticipates running for pupils, with theexception of passing service buses.

3. This should be assessed when the nursery is at full capacity. Where part-time staff areemployed 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 beprovided.

5. The standard for students relates to the total number of students attending aneducational establishment, rather than full-time equivalent figures.

6. Definitions of schools for the purposes of these guidelines-Nursery - pre school age groups 3-5 often in converted residential propertyInfants - formal schools ages 3 to 7

Primary - schools for children in the range 5 or 7 to 11Secondary - age range 11 to 18

Notes on Car Parking Design relating to Educational Establishments7. 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 beacceptable.

8. Where the school is used for dual social and adult educational purposes, the use of hardplayground services for parking is acceptable.

9. The overall impact of crime in the local context must be taken into consideration andmeasures included to reflect the risk.

Disabled Parking10. 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 Guidelines

Shops up to 200 m2

Long Stay (employees): 1 stand per 100 m2Short Stay (customer): 1 stand per 100 m2

Shops 201- 1000m2(See note x)

Long Stay (employees): 1 stand per 200 m2Short Stay (customer): 1 stand per 200 m2

Shops over 1000m2 (incl. Cash & Carry) (Seenote 3)

Long Stay (employees): 1 stand per 500 m2Short stay (customer): 1 stand per 250 m2

Public houses, restaurants, cafes, takeaways,drive thrus

Long Stay (employees): 1 stand per 5 employeesShort Stay (customer): 1 stand per 40 sq m public floorspace

Offices (incl financial and professional services) Long Stay (employees): 1 stand per 200 m2Short Stay (customer/visitor): 1 stand per 1000 m2

Industry Long Stay (employees): 1 stand per 500 m2Short Stay (customer/visitor): 1 stand per 1000 sq m

Warehousing, storage and distribution Long Stay (employees): 1 stand per 1000 m2Short Stay (customer/visitor): 1 stand per 4000 sq m

Hotels Long Stay (employees & visitors): 1 stand per 5 bedrooms

Hospitals, nursing homes, residential homes Long Stay (employees): 1 stand per 20 bed spacesShort Stay (visitors): 1 stand per 20 bed spaces

High Density Residential, incl flattedaccommodation, maisonettes & multi occupieddwellings

Long Stay (residents): 1 stand per bedroom

Sheltered housing Long Stay (employees): 1 stand per 20 bed spacesShort Stay (visitors): 1 stand per 20 bed spaces

Purpose built student accommodation Long Stay (residents): 1 stand per 4 bedroomsShort Stay (visitors): 1 stand per 8 bedrooms

Hostels Long Stay (residents & staff): 1 stand per 4 bedrooms

Other residential, i.e. terraced, detached andsemi-detached housing

See note 4

Medical/ health service facilities 1 stand per consulting room (staff & visitors)

Creches, day nurseries and day centres 1 stand per 30 children

Primary schools Long Stay (staff): 1 stand per 5 staffLong Stay (children): 1 stand per 20 childrenShort Stay (visitors): 1 stand per 100 children

Secondary schools, colleges of furthereducation

Long Stay (staff): 1 stand per 5 staffLong Stay (children/students): 1 stand per 6 studentsShort Stay (visitors): 1 stand per 100 students

Museums & art galleries Long Stay (employees): 1 stand per 10 employeesShort Stay (visitors) 1 stand per 60 m2 public floorspace

Libraries & reading rooms Long Stay (employees): 1 stand per 10 employeesShort Stay (visitors): 1 stand per 30 m2 public floorspace

Public/ exhibition hall Long Stay (employees): 1 stand per 10 employees

Short Stay (visitors): 1 stand per 35 m2 public floorspacePlaces of worship Long Stay (employees): 1 stand per 10 employees

Short Stay (visitors): 1 stand per 50 m2 public floorspace

Theatres and cinemas Long Stay (employees): 1 stand per 10 employeesShort Stay (visitors): 1 stand per 30 seats

Concert halls, bingo halls, casino, dance halls Long Stay (employees): I stand per 10 employeesShort Stay (visitors): 1 stand per 40 seats

Indoor sports centres, incl pools, skating rinks Long Stay (employees): 1 stand per 10 employeesShort Stay (visitors): 1 stand per 10 visitors

Outdoor sports centres & recreation centres Long Stay (employees): 1 stand per 10 staffShort Stay (visitors): 1 stand per 30 visitors

Railway stations Long Stay: 1 stand per 5m of platform served by trains

Bus/ coach stations Long Stay: 1 stand per bus stand

Park & Ride Long Stay: 1 stand per 100 car parking spaces

Public off-street car parks Long Stay: 1 stand per 20 car parking spaces



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Notes on cycle parking guidelines1. 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 Design4. 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 DesignIn 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 andpedestrians. Entrances and exits to and from the public highway must not interfere with thesafe and free movement of traffic, or present a hazard to road users and pedestrians. In thisrespect, factors such as sight lines and kerb radii must be satisfactorily addressed.Wherever possible, pedestrian entrances/exits should be separate from those used byvehicles.

Car parks should avoid being large featureless places, should be adequately landscaped andconstructed from good quality materials. The main visual objectives in the successful designof car parks are to minimise their intrusive impact on their surroundings, reduce theirapparent 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 thisrespect. Care should be taken to avoid creating hiding places in order to minimiseopportunities 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 SaferParking award schemes. The schemes offer a uniform approach to creating saferenvironments by providing high standards of security and good design. Developers areencouraged 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 parkingareas, the average requirement per car including space for access is 20m2. Set out beloware drawings showing alternative ways of arranging 12 spaces, each with different spacerequirements. Any layout should be capable of utilising and interacting with the existing/proposed natural surveillance. Occupants of adjacent buildings and passers by should beable see between parked cars in order to help prevent crime.

http://www.securedbydesign.com/http://www.securedbydesign.com/


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ALTERNATIVE WAYS OF ARRANGING 12 SPACES

14.4m

15.6m

4.8m

4.8m

6.0m

90oPARKING

18.6m

5.4m

4.2m 15.0m

5.4m

60oPARKING



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(ii) Disabled Car Parking DesignAt the time of publication of this SPG, advice on the provision and design of parking for

e of Buildings, 2004 edition,

(iii) :2001 Design of buildings and their approaches to meet the needs of

The needs of dered in the provision of both operational

ii) Design of Parking for People with Young Children

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

ODPM;BS 8300disabled people - Code of Practice.

disabled people will need to be consiand non-operational parking.

(iParking 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

(iii) o the main accessible entrance to the building.

(iv) Design of Operational Parking (Servicing)

parking bays;located close t

Vehicles should be able to manoeuvre with ease and to stand for loading and unloading

development can be

(ii) ll service vehicles are accommodated off the public highway,

(iii) in forward gear, with adequate

(iv) d to reverse over a distance in excess of 12

(v) ve the site

(vi) ted within the site from any public car parking area.

or additional guidance on access for refuse collection vehicles and refuse collectors, please

) Design of Parking for Commercial Vehicles

without inconvenience to other users of the site, so as to ensure that:(i) The largest vehicles most likely to serve the

accommodated;where feasible, awithin the curtilage and to the rear of the site;all service vehicles enter and leave the siteturning facilities within the site;vehicles should not be expectemetres to or from the collection point when loading and unloading;

sufficient room is provided for emergency vehicles to enter and leaunobstructed, and;servicing is segrega

Frefer to the Councils Supplementary Planning Guidance on Waste Collection and StorageFacilities.

(vThe layout for commercial vehicle parking must take account of the maximum dimensions of

ted so that the vehicle can be

(vi) Design of Cycle Parking

commercial vehicles permitted under the Road Traffic Acts.The vehicle bays must be of sufficient size and be loca

manoeuvred within the site and enter and leave the site in forward gear. For example, a 12mrigid lorry requires an absolute minimum of 105 m2to allow it to leave a site in forward gear.

Well placed and designed cycle parking stands will help reduce cycle theft and damage to

Sheffield-type stands, which provide two cycle parking spaces and allow both the frame and

secured cycles, improve the appearance of an area and reduce obstructions to pedestriansby reducing random cycle parking, and highlight cycling as a alternative mode of transport.

wheels to be secured onto an inverted U stand, are considered appropriate for short stayparking for most situations. Alternatives will be considered but must offer at least theequivalent capacity, robustness and degree of protection for users. Residential and longstay 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 orcages.

Cycle parking must be provided in a safe, secure and convenient position, and located closeto the intended destinations. Wherever possible, they should be located within the curtilageof the development. Stands should be visible and positioned so they do not obstructpedestrians or the disabled. They should be clearly signposted and highlighted by definedareas, 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. Theyshould be overlooked by passers by, well lit and, where possible, viewed by CCTV orsecurity guards.

Stands should be positioned so that they can be properly used and do not cause a safetyhazard. A minimum distance of 1m should be maintained between Sheffield stands toenable access and ease of use. Additionally, Sheffield stands should be at least 0.6m fromthe kerb line to ensure that parked cycles do not overhang the carriageway, with adequateclearance 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 whenfixing the stands to avoid damage to underground installations. Where cycling stands are tobe 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 ofdevelopment, and the length of time people are likely to leave their bikes (i.e. whether thestand 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 carefulconsideration. 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 shouldbe 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 afew 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 andcommuters for longer periods, is more appropriately provided within, to the side or rear of abuilding.

(vii) Design of Parking for Powered Two WheelersWell-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 tosecured 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 obstructpedestrians or the disabled, where it is visible to passers by and where possible, viewed byCCTV 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. Non-slip 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 aspossible to the visitor entrances of a building as possible. However, the preferred locationwill vary depending on the nature and location of development, the length of time people arelikely to leave their motorcycles, and the prominence and sensitivity of the location.

Developments making specific provision for motorcycles should incorporate appropriate anti-theft 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 wheremedium to long-term parking may be anticipated.

There are 2 basic types of anchor points to which motorcycles can be secured to reduce therisk of theft, namely, ground levelor raised anchor points. In ground level anchor points,the anchor point remains below the surface, often concealed by a hinged steel plate set flushwith the road surface. The plate is raised by the user, allowing a loop to be lifted up and theusers own lock passed through. If left upstanding or becoming jammed in an upstandingposition, ground anchors can constitute a danger. They also require regular maintenanceand can be dirty to use.

Raised anchor points constitute a raised horizontal bar at approximately 40 to 60cm. Theseare normally provided at the edge of the carriageway and also require users to use their ownlock. This type can represent a trip hazard or cause an obstruction if installed along the edgeof footways. Preferably, they should be integrated with pedestrian railings or protected byother means to safeguard pedestrians, particularly those with impaired vision. Where highdensity 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 lockingcables. In such situations, the width between the vertical bars of the railings should beapproximately 160mm. Any anchor points need to be at a suitable height for locking thewheel, as it is often not possible to pass a lock through a motorcycle fr

access circulation parking spg

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