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Transport and Highway Guidance Developer’s Guide Part 3

Interim Document November 2008

Transport and Highway Guidance

Developer’s Guide Part 3

Interim Document

Slough Borough CouncilTransport and Planning Division

Planning ServicesSlough Borough CouncilTown Hall Bath RoadSLOUGHSL1 3UQ

Tel: 01753 477340 Planning Applications01753 477341 or 875855 Policy/Section 106

Email: Planning Applications [email protected] Policy/Section 106 [email protected]

Web: www.slough.gov.ukNovember 2008

Transport and Highway GuidanceDeveloper’s Guide Part 3

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1 Preface ..............................................................................................3

2 Transport Assessments and Requirements ................................4

3 Travel Plans ......................................................................................7

4 Traffic Regulation Orders ..............................................................16

5 Highway Matters - Access to road network ..............................17

6 Highway Works................................................................................18

7 Cycle Parking Guidance..................................................................25

8 Parking Standards: car, truck and cycle ......................................28

Contents


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This series of developer guide documents isintended to assist developers who areproposing to submit planning applications forresidential and commercial schemes in Slough.

Part 1 Planning Application Procedure andDecision Making

Part 2 Developer Contributions andaffordable Housing (Section 106)

Part 3 Transport and Highway Guidance

Part 4 General Development Guidance

It should enable applicants to appreciate whatthey will be required to do and what to expectfrom the Planning Service at various stages.

Its production is part of an Action Plan gearedto improve our performance in determiningmajor planning applications and ensuring thatrecent improvements are sustained in thecoming years.

The key emphasis is on shifting all the workrequired on negotiating schemes to the “pre-application” stage so that once an applicationis submitted we can concentrate on theprocessing elements to meet the Government’s“13 week” target.

It is being published as an Interim document.It is envisaged that in due course morecomprehensive advice will be produced in theform of a Supplementary Planning Document,following consultation and statutoryprocedures.

This interim guide may be revised prior to thecomprehensive document referred to abovebut no change will be made to developercontributions before the 28th February 2009.Any changes will be put on the Council website.

It does not set out to include all informationthat a potential applicant may need but aims toprovide links to other existingsources/documents as appropriate.

It is being submitted to the Council’s PlanningCommittee for Members’ endorsement and sothey are aware of the basis on whichapplications before them have been prepared.

It is hoped that developers find the guidehelpful and comments and suggestions wouldbe welcomed.

Gerry WyldHead of Planning and Strategic Policy

1 Preface


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Introduction

This section gives guidance on matters such asthe level of assessment of transport issuesrequired (Transport Assessment or TransportStatement) as well as guidance on the contentof such reports. It must be stressed that this isguidance only. Each individual case is differentand in some cases additional assessment willbe required.

It is important, particularly for largerdevelopments, that you do not considerhighways and transportation mattersseparately from other aspects of adevelopment's design. A co-ordinatedapproach to design is vital to:

• help encourage walking, cycling and publictransport;

• regulate vehicle speeds (which may beinfluenced by how drivers regard theirsurroundings);

• make sure buildings, streets and spaces aredesigned to reduce risks to personal safety,particularly to pedestrians, cyclists andpublic-transport users;

• make sure that the design of buildings andwhere entrances are placed does notencourage people to park in inappropriateon-street locations;

• provide parking areas that are safe, secureand enjoy good natural observation butthat do not dominate the appearance of adevelopment;

• deliver high-quality developments thatreflect local character and distinctiveness(planning authorities are unlikely to favourdevelopments that lack quality layout anddesign); and

• take account of external factors, such aspedestrian and cycle routes, public-transport routes and bus-stop locations, orany proposed road improvements that mayinfluence a development's layout and itsaccess to the road network.

It is therefore important that developers ortheir consultants approach us for discussionson transport, as well as planning matters, atthe earliest opportunity. We will seek to reachagreements at the pre-application stage inorder to allow your proposals to be prepared,considered and progressed efficiently, and toreduce the time taken during the planningapplication, works' technical approval andconstruction stages. Such pre-applicationdiscussions should help to avoid work on aproposal that cannot be accepted in principleeither on highway or planning grounds, and forwhich planning permission is likely to berefused.

Links to other Documents

Slough Borough Council have a number ofpolicy and strategy documents that relate totraffic and transportation. These include theLocal Transport Plan and Annual ProgressReports, Walking, Cycling and Public TransportStrategies, and the Road Safety Strategy.Planning applications that do not support orcontribute towards these strategies willnormally be recommended for refusal.

Level of Assessment

It is necessary to carry out a proper assessmentof the impact a development will have on thehighways and transportation network toestablish if it can be satisfactorily integratedinto existing infrastructure. PPG13 also makesclear that the assessment of new developmentproposals should include their accessibility by arange of transport methods and developersare required to demonstrate how they willreduce travel to the site by car.

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Developers are encouraged to make furtherreference to PPG13 and to demonstratecompliance in the Transport Statement /Assessment.

The level of the assessment required for eachdevelopment should be judged on anindividual basis, and developers should discussthe requirements at the earliest possible stagewith the Highways Section of Slough BoroughCouncil. The Department for Transport (DfT)published ‘Guidance on Transport Assessment’in March 2007; this document is freelyavailable at www.dft.gov.uk. Within thisdocument there are rough guides based on thetype and size of a development as to what levelof assessment will be required. The guide isincorporated in Table 1 below. Besides level ofassessment, other advice in this document mayalso be useful for producing a transportstatement or assessment.

As a general guide larger developments whichare expected to generate significant levels oftraffic will be expected to produce a TransportAssessment (TA) and Travel Plan (TP). Smallerdevelopments will be expected to produce aTransport Statement (TS). Some minordevelopments will only need to provide a briefoverview, focusing on access points andparking issues. See Table 1.

Transport Statement

The scope of what should be included within atransport statement varies greatly, it is againimportant to consult Slough Borough CouncilHighways Section as to the level of detailrequired within the transport statement. But ingeneral transport statement should set out thetransport issues relating to a proposeddevelopment site (existing conditions) anddetails of the development proposals(proposed development).

A description of the existing conditions shouldinclude details on the existing traffic andtransport conditions, including details aboutlocal public transport, cycling and pedestrianfacilities, as well as peak-period trafficconditions.

Details of the development proposals shouldinclude an indication of the traffic impact of thedevelopment, parking details and generalaccessibility issues. The DfT guidance gives anindication to the level of detail that may berequired.

Transport Assessment

A detailed TA will be required where aproposed development is likely to havesignificant transport impacts. The study areafor a proposed development should bedetermined in discussion between thedeveloper and appropriate authorities. It willgenerally depend on the type and scale of thedevelopment, and early consultations withSlough Borough Council will assist in definingits extent. A description of the study areashould include reference to the site location,the local transport network and relevanttransport features. Guidelines on when a TAmay be required are provided in the DfTGuidance on Transport Assessment.

Wherever pre-application consultationidentifies a need for a TA, it is good practice toagree, as part of the pre-applicationconsultation, the preparation of a scopingstudy before the TA is begun. A scoping studyshould identify the issues the TA will address,the methodologies to be adopted, additionalsupporting data required, and the limits of theassessment area. An agreed scoping study willhelp to reduce the potential formisunderstandings about the form of the TAand avoid abortive work. It does not precludevarying the TA to reflect the findings of surveyresults or more detailed analysis.


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However, it is recommended that anysignificant variations are agreed with SloughBorough Council during the development ofthe TA. Before the final submission of a TA, adraft TA may be submitted for review by thehighways team at Slough Borough Council,there is no obligation on either party to do this,but it should help to address any issues beforethe final version is submitted to review.

A transport assessment should address thefollowing issues:

• The form and design of site access.

• Reducing the need to travel, especially bycar - ensure, at the outset, that thought isgiven to reducing the need to travel;consider the types of uses (or mix of uses)and the scale of development in order topromote multipurpose or linked trips.

• Sustainable accessibility - promoteaccessibility by all modes of travel, inparticular public transport, cycling andwalking; assess the likely travel behavior ortravel pattern to and from the proposedsite; and develop appropriate measures toinfluence travel behavior.

• Dealing with residual trips - provideaccurate quantitative and qualitativeanalyses of the predicted impacts ofresidual trips from the proposeddevelopment and ensure that suitablemeasures are proposed to manage theseimpacts.

• Mitigation measures - ensure as much aspossible that the proposed mitigationmeasures avoid unnecessary physicalimprovements to highways and promoteinnovative and sustainable transportsolutions.

A TA will need to give good, strong evidence forits conclusions as this will be rigorouslyscrutinized. Such evidence must be specificallyrelated to the proposed development, ratherthan using more generic information/arguments. For example, the TRICS Database isone way of determining trip rates but do theselected sites have similar characteristics to theproposed development, and is the sample sizelarge enough to give a meaningful result?

Queries

For queries about how to carry out a TransportAssessment etc. please phone the TransportSection Rub Nawaz 01753 474081.


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PPG13 gives advice on the requirement for atravel plan to be secured alongside planningpermission. Policy T15 in Slough’s Local Plan2004 requires development proposals that arelikely to generate an increase in demand fortravel to produce a travel plan and this in mostcases will be secured as part of a Section 106agreement. Travel Plans are required forplanning applications that reach or exceed theindicative thresholds in Table 1 below; theseare taken from the Department for TransportGuidance on Transport Assessment (March2007). Details of what is required in thepreparation of a travel plan are given below.

Within the planning process, a clearrelationship has developed between the TravelPlan and the TA. It is increasingly common toprepare a TA and a Travel Plan for submissionwith a planning application for newdevelopment. This section considers thecomplementary roles of each document.

The TA provides detailed information on arange of transport conditions relating to aproposed development and its immediatevicinity. The TA considers travel related issuessuch as safety, trip generation, access, junctiondesign, and new infrastructure required (e.g.new bus services and cycle lanes) before,during and following construction of theproposed development. Adverse traffic andaccessibility issues can be addressed and

suitable measures identified. The TA shoulddemonstrate how the development proposalsare likely to contribute to the transportationenvironment in the vicinity of the development.

The Travel Plan is a tool to address themitigation measures of the TA, and maximisethe opportunities for achieving sustainabledevelopment. It provides a means of managingtravel behaviour of the users and occupiers of adevelopment, focussing on an action plan forthe delivery of short and long-term sustainabletransport objectives. A Travel Plan may be seenby some applicants and developers as anadditional cost to the proposed development. Itshould be noted that the Travel Plan mayattract direct and indirect cost savings such asremoving the need for extensive highwayinfrastructure improvements or reducing landtaken by large car parking areas. Furthermore,improved access and reduced congestion canhave positive benefits for both long and shortterm attractiveness of a development.

Given the clear inter-relationship between theTA and Travel Plan and the potential they canachieve it is imperative that they should bewritten in parallel and to the highest standard.

Travel Plans are required for planningapplications that reach or exceed the indicativethresholds in Table 1 below; these are takenfrom the Department for Transport Guidanceon Transport Assessment (March 2007).

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Table 1 - Thresholds for Transport Assessments, Transport Statements and Travel Plans

Land Use Use/description of development Size NoAssessment

TransportStatement

TransportAssessment& Travel Plan

1 Food Retail(A1)

Retail sale of food goods to the public -food superstores, supermarkets,convenience food stores

GFA <250 sq. m >250 sq. m<800 sq. m

>800sq. m

2 Non-food retail (A1)

Retail sale of non-food goods to thepublic; but includes sandwich bars -sandwich of other cold food purchasedand consumed off the premises,internet cafes

GFA <800 sq. m >800 <1500 sq. m

>1500sq. m

3 A2 Financialandprofessionalservices

Financial services - banks, buildingsocieties and bureaux de change,professional services (other thanhealth or medical services) - estateagents and employment agencies,other services - betting shops,principally where services are providedto visiting members of the public

GFA <1000sq. m >1000 <2500 sq. m

>2500 sq. m

4 A3 Restaurantsand cafes

Restaurants and cafes - use for the saleof food for consumption on thepremises, excludes internet cafes

GFA <300 sq. m >300 >2500 sq. m

>2500 sq. m

5 A4 Drinkingestablishments

Use as a public house, wine-bar or other drinking establishment

GFA <300 sq. m >300 <600 sq. m

>600 sq. m

6 A5 Hot foodtakeaway

Use for the sale of hot food forconsumption on or off the premises

GFA <250 sq. m >250 <500 sq. m

>500 sq. m

7 B1 Business (a) Offices other than in use within Class A2 (financial and professionalservices);

(b) Research and development -laboratories, studios;

(c) Light industry

GFA <1500 sq. m >1500 <2500 sq. m

>2500 sq. m

8 B2 General Industrial

General industry (other than classifiedas in B1)

GFA <2500 sq. m >2500 <4000 sq. m

>4000 sq. m

9 B8 Storage ordistribution

Storage or distribution centres -wholesale warehouses, distributioncentres and repositories

GFA <3000 sq. m >3000 <5000 sq. m

>5000 sq. m

10 C1 Hotels Hotels, boarding houses and guesthouses, development falls within thisclass if ‘no significant element of care isprovided’

Bedroom <75bedrooms

>75 <100bedrooms

>100bedrooms

11 C2 Residentialinstitutions -hospitals,nursing homes

Used for the provision of residentialaccommodation and care to people inneed of care

Beds <30 beds >30 <50 beds

>50 beds


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Land Use Use/description of development Size NoAssessment

TransportStatement

TransportAssessment& Travel Plan

12 C2 Residentialinstitutions -residentialeducation

Boarding schools and training centres Student <50students

>50 <150students

>150students

13 C2 Residentialinstitutions -institutionalhostels

Homeless shelters, accommodation forpeople with learning difficulties andpeople on probation

Resident <250residents

>250 <400residents

>400residents

14 C3 Dwellinghouses

Dwellings for individuals, families ornot more than six people livingtogether as a single household. Notmore than six people living togetherincludes - students or young peoplesharing a dwelling and small grouphomes for disabled or handicappedpeople living together in thecommunity.

Dwellingunit

<50 units >50 <80 units

>80 units

15 D1 Non-residentialinstitutions

Medical and health services – clinicsand health centres, crèches, daynurseries, day centres and consultingrooms (not attached to theconsultant’s or doctor’s house),museums, public libraries, art galleries,exhibition halls, non-residentialeducation and training centres, placesof worship, religious instruction andchurch halls

GFA <500 sq. m >500 <1000 sq. m

>1000 sq. m

16 D2 Assemblyand leisure

Cinemas, dance and concert hall,sports halls, swimming baths, skatingrinks, gymnasiums, bingo halls, andcasinos, other indoor and outdoorsports and leisure uses not involvingmotorised vehicles or firearms.

GFA <500 sq. m >500 <1500 sq. m

>1500 sq. m

17 Others For example: stadium, retailwarehouse clubs, amusement arcades,launderettes, petrol filling stations,taxi businesses, car/vehicle hirebusinesses and the selling anddisplaying of motor vehicles,nightclubs, theatres, hostels, builders’yards, garden centres, Post offices,travel and ticket agencies,hairdressers, funeral directors, hireshops dry cleaners

TBD Discuss withhighwayauthority

Discuss withhighwayauthority

Discuss withhighwayauthority


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When no Travel Plan is required

Development proposals below the thresholdsidentified in Table 1 above may not be requiredto include a travel plan, but should set out in ashort Sustainable Travel Statement a series ofmeasures to encourage sustainable travel toand from the site and provide informationabout sustainable transport alternatives toemployees/occupiers/visitors/customers.

Travel Plan Preparation Process

This section sets out the process of preparingand implementing the travel plan through theplanning application process and Table 2identifies the tasks involved for the applicant inthe travel planning process before and afterthe determination of the planning application.

Travel Plan Status Stage ofDevelopment

Activity

Planning A. Scoping Establish need for travel plan and define relationship to TransportAssessment if appropriate. Agree scope of both documents with SBC officers

B. Pre-application Submit draft travel plan (with baseline data if appropriate) to SBC officers

C. Submission Submit second draft of travel plan and Transport Assessment forconsideration alongside planning application to SBC

Determination of Planning Permission

Implementation D. Post Permissionand pre-opening

Update and expand travel plan in accordance with conditions and/orPlanning Obligation. Liaise with SBC officers

Roll-out implementation of travel plan(s)

E. Post-opening Review and monitor success of travel plan in accordance with travel planstrategy and conditions and/or Planning Obligation. Liaise with SBC officers

Ongoing review and improvement of travel plan

Table 2 - Travel Plan Process

Stage A - Scoping

Anticipating the need for a Travel Plan andearly preparation in advance of submitting aplanning application for a development canassist the smooth processing of the application.The scope of a Travel Plan should be agreed atthe same time as the scope for the TA.

Stage B - Pre-application

The form and content the Travel Plan will takeat this stage depends upon the developmentand the likely user.

Full Travel Plan

• For proposals where there will be a knownbuilding occupier, a full Travel Plan can beprepared and should be implementedupon first occupation of the development;

• In some circumstances, key measures willneed to be put into place prior tooccupation. This may includeinfrastructure or site marketing and saleselements. An early start to Travel Planningenables future occupiers to adapt theirtravel behaviour to match the travelopportunities and constraints of adevelopment site; and

• For very large and multi-phasedevelopments, boroughs may agree aphased implementation of the Travel Plan.

Interim or Framework Travel Plan

• For developments where informationneeded to prepare a full Travel Plan isperhaps not available at the time ofsubmission, an ‘interim’ or ‘framework’


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Travel Plan is most appropriate. In suchcases, it should provide a strategy bywhich sustainable access and travel will beestablished/encouraged at the site, alongwith a timeline for achievement;

• Residential Travel Plans would be expectedto be well developed and contain a highlevel of detail about the measures to beimplemented and management structuresthat will be put in place;

• Many elements of the Travel Plan will befixed although may be some aspects suchas the exact mix of measures and thespecific timing of delivery that may not beknown; and

• This interim of framework Travel Plan will

need to be secured by a suitable conditionor Planning Obligation.

Travel Plan Statement

• For proposals seeking outline planningpermission and for which detailed schemeelements are not clearly established, a‘statement’ is acceptable;

• The statement should outline acommitment to the provision of a TravelPlan, potential measures, and interimactions and targets within an appropriatetimescale; and

• As with ‘interim’ or ‘framework’ TravelPlans, the Travel Plan statement will needto be secured by a suitable condition orPlanning Obligation.

Nature of development proposal Form of Travel Plan report

Full Travel Plan Interim or FrameworkTravel Plan

Travel Plan Statement

Single Use Development Occupierknown

Completed at Stage C Completed at Stage C wherefull Travel Plan not possible

Single Use Residential Development Completed at Stage D/E Completed at Stage C

Single Use Development Occupierunknown

Completed at Stage D/E Completed at Stage C

Extension to existing development Completed at Stage C Completed at Stage C wherefull Travel Plan not possible

Speculative Mixed Use Development Completed by Stage E Completed at Stage C

Mixed Use Development Known endUsers

Completed at Stage C Completed at Stage C whereFull Travel Plan not possible

Stage C - Submission

The Travel Plan (and where appropriate, the TA)should be submitted alongside the planningapplication.

Stage D - Post-Permission and Pre-Opening

Ideally, the Travel Plan will be finalised as partof the planning submission. However, this maynot be possible if the end user is not known orthere has been a change in circumstances.Indeed, some data (albeit of a minor nature)

may not be known at the time ofdetermination.

In these cases, it will be at this stage that theapplicant undertakes additional travel surveysto determine the exact baseline data andappropriate modal shift targets, or developsframework Travel Plans for speculativedevelopments to full plans.

Implementation of the Travel Plan will need tostart prior to the completion or opening of thedevelopment. This is to ensure that the



strategy and measures are in place topositively influence and affect employees orresidents travel choices before their travelbehaviour become fixed. This is especiallyimportant in developments with multipleoccupiers, such as mixed use developments,where the over arching Travel Plan strategysets the scope for subsidiary plans.

Stage E - Post-opening

Many elements of the Travel Plan will beimplemented once the development hasopened and is occupied. The success inachieving identified targets is measuredthrough appropriate surveys. If these identifythe need for corrective action then furtheractions or measures should be identified toimprove the delivery of the Travel Plan.

What is a Travel Plan?

A travel plan is a package of measures oragreed outcomes aimed at reducing relianceon the private motor vehicle and reducingcongestion. It is a process rather than a policydocument. Indeed, completing the documentitself is only the start of the process. Asuccessful travel plan involves continuousmonitoring (for example, surveys), review andimprovement over time. So it does require ahigh level of debate about transport problems,options and future action, as well as a high-level management commitment. But where aplan is likely to deliver significant reductions inthe use of private cars, this could reduce thescale of highway works required to off-set thedevelopment’s traffic impacts and could, incertain circumstances, result in the need forless off-street parking.

Structure and Content of Travel Plan

When preparing the travel plan document, thefollowing headings provide a suggestedstructure for the travel plan:

1. Foreword and Introduction

2. Site Characteristics

3. Site Accessibility

4. Travel Survey

5. Objectives

6. Targets

7. Measures

8. Action Plan

9. Travel Plan Coordinator and ManagementCommitment

10. Monitoring

11. Reporting

A series of checklists are available to help in thepreparation of travel plans covering:

• employee focused developments,

• Framework travel plan for site whereoccupier known

• Framework travel plan for site whereoccupier unknown

• residential developments.

Before preparing your Travel Plan referenceshould be made to best practice guidancedocuments:

• A Travel Plan Resource Pack for Employershttp://www.dft.gov.uk/pgr/sustainable/travelplans/work/resourcepackemployers/

• Making Travel Plans Workhttp://www.liftsharesolutions.com/downloads/making-travel-plans-work.pdf

• Making Residential Travel Plans Workhttp://www.dft.gov.uk/pgr/sustainable/travelplans/rpt/mrtpw

• Personal Travel Plans http://www.dft.gov.uk/pgr/sustainable/travelplans/ptp/; and

• Planning Policy Guidance Note 13.http://www.communities.gov.uk/documents/planningandbuilding/pdf/155634.



Standard of Travel Plan Submission

The travel plan checklists have been madeavailable to help guide those preparing travelplans submit good quality plans. Experiencehas shown that the standard of travel plansubmissions can vary considerably. Where afull travel plan is required for an employeefocused development then it will be assessedagainst the Department for Transport’s TravelPlan Evaluation Tool included within the ‘ATravel Plan Resource Pack for Employers’. A

score of 45 or greater is a minimum standardfor travel plans at which the travel plan will beconsidered. Although it should be noted thatattaining this score does not indicate that thetravel plan will be automatically accepted andoften it will depend whether the targets thathave been proposed are realistic anddeliverable.

Residential and other Travel Plans will beassessed against the TRACES evaluation processand the Travel Plan checklists made available.

TRACES evaluation of Residential and Interim/Framework Travel Plans ./x

T Transparent Plans should identify clearly which clearly which organisations are responsiblefor all elements of the plan, where the financing will come from, and how targetshave been developed

R Realistic Plans should set realistic but stretching targets, which reflect Local developmentFramework and Local Transport Plan policies and likely make-up of newinhabitants. Targets should take account of previous experience of peopleadopting sustainable transport choices (e.g. in response to Travel Plans andpersonalised journey planning).

A Achievable Plans should only include measures which developers and partners in theprocess are capable of delivering and which are likely to have a positive impacton transport behaviour

C Committed Plans need clear commitment from the developer for the period of theirimplementation and beyond to their establishment. This can be demonstrated,for example, by the appointment of a travel coordinator and the setting asidefunding to take the plan forward.

E Enforceable The commitments established in the Plan need to be enforceable by localauthorities under the accompanying S106 agreement. This demands precisionand clarity in the way measures are set out in the Travel Plan.

S Sustainable Plans need to demonstrate how they will be managed in the longer term. Thisincludes specifying arrangements for the transition of responsibility for the planfrom the developer to occupiers, residents or other organisations and continuingsources of funding for the plan.

Travel Plans that are submitted that fail to takeaccount of the guidance available and are of apoor standard will be rejected and theapplicant required to revise and then re-submitthe document. Travel Plans that require morethan two iterations are likely to be charged ahigher fee.



Implementation of Travel Plans

Successful implementation of the Travel Plan ispart related to the commitment by theapplicant to the process. All Travel Plans willneed to identify a Travel Plan Coordinator and aManagement Group and Structure whichexplains who will manage the work of theTravel Plan Coordinator and have the overallresponsibility for the implementation of theTravel Plan and the delivery of its outcomesand targets.

For Travel Plans to be successful, a number ofpartners will be involved. The Travel PlanCoordinator of each development will beexpected to attend local Travel Plan Forummeetings arranged by SBC and/or its partnerswhere experience and best practice is shared.

Travel Plan Monitoring and Reporting

Ongoing monitoring and reporting isnecessary for ensuring the continuouseffectiveness of the Travel Plan. Critically,should the effectiveness of the Travel Plan be indoubt and agreed objectives and targets notmet, then action should be taken tounderstand why. This may result in new TravelPlan actions being agreed and targets beingadjusted. The table below provides astandardised approach to monitoring andreporting. However, in terms of surveys for aTravel Plan lasting five years then a mixture offull travel behaviour surveys and snapshotsurveys of showing the modal split will beexpected.

Pre-application Post-occupationSurveys

Interpretation ofResults/Reportingon annual basisBase-line Travel

SurveyEstimate tripGeneration

New developmentSite X X X

Expansion X X X X

Redevelopment ofexisting site X X X

Table Requirement for Surveys

Survey Methodology

The survey methodology should be clearly setout in the Travel Plan and sample travelquestionnaires should be contained within thesubmitted appendices of the Travel Plan.

Annual Progress Reporting

An annual report on the progress withimplementing the Travel Plan and statingwhether the Travel Plan targets are on-trackbased upon the travel surveys must besubmitted to SBC. Following the submission ofthis document a review meeting will be held

with the site occupier to discuss the progressmade. If targets and outcomes are not beingdelivered then action will be expected toensure that they are brought back on-track orrevised appropriately.

Travel Plan Monitoring Fees

Travel plans involve the highway authority in afuture ongoing resource commitmentfollowing granting of a planning permission;this will normally be for the first five yearsfollowing occupation of the development.



All legal agreements for travel plans securedthrough Planning Obligations should includean allowance for monitoring fees. The scale offee should be determined and agreed prior todetermination of permission; this will reflectthe size, nature and complexity of monitoringthe site.

A summary of when fees are required is set outbelow:

Principles upon which fees are based

• The fees are intended to reflect theamount of local authority officer timerequired to assess the monitoring dataand participate in consequential reviewand agreement to any amended travelplan in the future.

• Data required for monitoring must be setout and agreed as part of the travel plan.

• All monitoring data must be supplied bythe developer at their expense.

• Plans will be subject to annual monitoringand review for at least the first 5 years.

• Monitoring requirements beyond 5 yearswill be agreed as part of the plan and willnormally be required with majordevelopments.

• Reviews beyond 5 years will normally beless frequent - the years requiringmonitoring will be set out in the plan.

• For some major developments it may beappropriate to agree a 15 year time periodfor monitoring and this will be agreed aspart of the plan.

Queries

If there are any queries about the content ofTravel Plans please contact the TransportSection Rub Narwaz 01753 474081



The management of traffic can be achievedthrough a variety of measures. Some of thesewill require the making of a Traffic RegulationOrder (TRO) under the appropriate legislation(typically the Road Traffic Regulations Act 1984and Highways Act 1980).

What is a Traffic Regulation Order?

Examples of TROs are:

• waiting restrictions

• speed limits

• one-way streets

• prohibitions of vehicles

• weight limits

• residents preference parking schemes

• traffic calming

These forms of traffic management require alegal process of consultation, both formal andinformal, together with advertisement so thatthe views of all interested parties and theneeds of different users can be taken intoconsideration.

Costs

Typical costs involved in a TRO are:

• £2,500- £5,000 Traffic Managementstaffing or consultancy costs

• £500 legal staffing costs

• £300 for each public notice in a localnewspaper (minimum of 2 notices)

• Cost of works on site: each scheme isunique and therefore there is no "typical"figure.

Where a TRO is required to support adevelopment scheme, then the Council wouldexpect the developer to fund the full costs ofdeveloping, processing and implementing aTRO.

It should be noted that these figures are aguide only. In all instances, rechargeable costswill be the actual costs incurred.

How long does the TRO process take?

TROs are very time-consuming & labour-intensive. The way that Local Authorities mustprocess TROs is laid down in law. There are noshort cuts.

• Simple and non-controversial proposalswhich receive no objections can takeabout 6 - 12 months to process.

• Controversial schemes have been knownto take longer, especially when challengedor objections are raised.

• Any designs, approvals and agreementsshould take into account that, even oncethe procedures have begun, there is noguarantee that a TRO will be implemented.

• All schemes, including minor ones, are stillsubject to the same lengthy legalprocedures.

The requirement for and planning of a TROtherefore needs to be considered at an earlystage of any development scheme. It shouldnot be left until construction has started onsite.

TRO Priorities

Only a limited number of TROs can beprocessed each year. Those schemes which arelikely to give the most benefit will beprioritised. Some of the factors considered inthe priority system are:

• Potential for accident reduction

• Likely effect on traffic speeds

• Potential benefits to vulnerable roadusers, the environment, public transport,emergency vehicles, and schools.

4 Traffic Regulation Orders



Principles

To maintain safety and the free flow of traffic,policy in the past has discouraged newaccesses onto A- and B-class roads andavoided increasing the use of existing accesses.For the future, and in line with an integratedtransport policy, we will adopt a flexible policyon new connections to the road network. Wewill nevertheless aim to restrict access to themost important high-standard routes.

Where access is acceptable to us in principle,we will normally expect its layout to complywith the appropriate design guidance. We willrecommend refusal of any planningapplication that raises concerns about roadsafety.

We will normally apply restrictions on newaccesses for vehicles and the increased use ofexisting accesses on:

• roads with a speed limit above 40 mph orwhere measured vehicle speeds are inexcess of 40mph;

• roads without street lighting;

• routes where the access would affect bus-corridor or bus-priority measures beingput in place;

• roads that are at or near capacity (cannotcarry more traffic); and

• roads where there is an existing problemwith road safety.

Elsewhere, we will not normally restrict newaccesses for vehicles, as long as they meetdesign requirements.

Where a number of developments areproposed along a section of road, the risk ofaccidents occurring will be reduced if they areaccessed from a service road with a singlepoint of access on the main road.

If access to a development can be gained off aminor or side road, you should normallyconsider this option as preferable (withimprovements to the junction of the minor sideroad with the main road as necessary).

5 Highway Matters - access to the road network



Layout design

A requirement of planning permission will bethe design and submission, for approval, of adimensioned site/highway layout not less than1:500 in scale. The submitted layout will bechecked for compliance with the followingguidance:

• DfT Manual for Streets 2007

• IHIE Home Zone Design Guidelines 2002

• The Local Plan for Slough (2004).

• The Local Development Framework CoreStrategy

• The Local Transport Plan for Slough (2006 -2011).

Proposals that require modifications toclassified and primary distributor roads mustbe designed to comply with The Departmentfor Transport’s Design Manuals of Roads andBridges.

Multi storey, basement and covered car parksmust be designed to comply with TheInstitution of Structural Engineers DesignRecommendations for Multi-storey andUnderground Car Parks, Third Edition (2002).

Approved road widening schemes

The Council has many approved road wideningschemes within the Borough. For a list ofapproved schemes see Table 4. Detail drawingsof the widening lines can be obtained from theHighways Section 01753 875668 These roadwidening schemes will be revealed when alocal authority search is carried out on apotential development site. When a Developerproposes a major development schemesfronting, or in close proximity to an approvedroad widening scheme, the applicant will berequired to do one of, or a combination of, thefollowing:

• Construct that part of the road wideningscheme within the curtilage of theapplication site in accordance with theapproved highway scheme and offer theconstructed works as highwaymaintainable at the public expense.

• Construct that part of the road wideningscheme fronting or in close proximity tothe application site in accordance with theapproved highway scheme.

• Dedicate that part of the road wideningscheme within the cartilage of theapplication site as highway verge andmaintain the highway verge under alicence in accordance with section 142 ofthe Highways Act 1980.

• Pay a contribution towards the roadwidening scheme.

Approved design consultants

If planning permission is granted, theDeveloper must design a full technicalsubmission for proposed highway works. Thedetailed design must be carried out byconsultants approved by the Council. Alldetailed design will require the Council’stechnical approval. The approval will, unlessotherwise directed by the highwaysdevelopment officer, require the satisfactoryresolution of the road safety audit procedure.The detailed design will be checked forcompliance with the following :

• The Department for Transport’s DesignManuals of Roads and Bridges andSpecification for Highway Works-Classified and Primary Distributor roads.

• DfT Manual for Streets 2007- for “lightlytrafficked streets”.

6 Highway Works



Road safety audits

The Developer must ensure road safety auditsare carried out by independent auditorsapproved by the Council. The audit proceduremust be carried out in accordance withHD19/03 of the Design Manual for Roads andBridges (DMRB).

Prior to an audit the Developer must preparean audit brief. Once prepared, the brief must bepassed to the highways development officerfor approval. Where the proposed worksrequire specialised expertise, for example atraffic signalised junction, the Developer mustensure an appropriate specialist is includedwithin the audit team.

The approved planning layout will be subject tothe Road Safety Audit Stage 1. The detaileddesign will be subject to Stage 2. Theconstructed highway works will be subject toStage 3. All three stages will be initially subjectto the Designer’s Response and subsequentlythe Council’s Exception Report.

Declaration as prospectively maintainablehighway

In order to control the laying of utilitycompany’s apparatus within the access roadidentified for adoption, the Council will declarethe access road as Prospectively MaintainableHighway under Section 87 of the New Roadsand Street Works Act 1991. Once thedeclaration has been carried out statutoryundertakers must obtain the Council’s approvalprior to laying services within the access road.

Building access roads to adoptablestandards

In order to ensure new access roads are built toa standard suitable for adoption the Councilmust apply the Advance Payment Code inaccordance with section 219/220 of theHighways Act 1980.

The Advance Payment Code engages thebuilding operations at the outset by servingnotice upon the Developer within 6 weeks ofBuilding Regulations approval. The notice

requires payment of such sums as, in theopinion of the Council, would be recoverable toconstruct the access road to a standardsuitable for adoption. Once notice is served bythe Council on the Developer, the Developermust secure a bond or pay a cash deposit inaccordance with the notice, prior tocommencing building works on site. If buildingworks commence prior to payment then theDeveloper is guilty of an offence for which theycan be convicted and fined.

Once a Developer has been served with anAdvance Payment Code Notice the Counciladvises the Developer to enter into a section 38agreement with the Council. Once the section38 agreement is signed, the bond or cashdeposit secured from the Advance PaymentCode is released. The Advance Payment Codebond is released as the section 38 agreementincludes the necessary bond to guarantee tothe Council adoption of the access road.

Construction and adoption by HighwayAuthority of new access roads

Where an agreement is entered into betweenthe Developer and the Council, under section38 of the Highways Act 1980, the road willbecome a highway maintainable at the publicexpense as soon as the works specified in theagreement are completed and satisfactorilymaintained by the Developer for 12 months.The section 38 is advantageous for theDeveloper, as once the access road has beenadopted by the Council the access road’s futuremaintenance and liabilities will becomeresponsibility of the Council.

Works within existing highway

Where such works are necessary, such as toconstruct a new access identified as acondition of planning permission, or to carryout highway works specified as an obligationof a section 106 agreement, the Developer andCouncil must enter into an agreement undersection 278 of the Highways Act 1980.



Where the works are of a minor nature theCouncil may, at the Council’s discretion, allowthe works to be carried out by the Developerunder a Minor Highway Works Agreement. Inboth agreements the highway works willbecome maintainable at the public expense assoon as the works specified in the agreementare completed and satisfactorily maintained bythe Developer for 12 months. Commuted sumswill be payable for future maintenance of theworks; see below in Table 3

Construction of structure that supports thehighway

Once the Developer has obtained planningpermission for the structure that will supportthe highway, the Developer must enter into aSupport Structure Agreement with the Council.This agreement ensures the structure isdesigned, constructed and maintained inaccordance with the Council’s standardrequirements. In accordance with theagreement the support structure will remain inthe ownership of the Developer and theDeveloper will grant the Highway Authorityright of support from the structure.

Structures oversailing/undersailing thehighway

When the Highway Authority permits theDeveloper to construct a structure which undersails and/or over sails the highway theDeveloper will be granted by the Council anappropriate licence in accordance with section177 or 179 of the Highways Act 1980.

Crane oversailing highway

When the Highway Authority permits theDeveloper to install a crane that can oversailthe highway, the Developer will be granted bythe Council an appropriate licence inaccordance with section 178 of the HighwaysAct 1980. The licence must be in place prior tothe erection of the crane. This licence will notpermit the crane to be used to allow loads tobe swung over the highway.

Private apparatus in the highway

When the Highway Authority permits theDeveloper to install private apparatus in thehighway, the Developer will be granted by theCouncil an appropriate licence in accordancewith section 50 of the New Roads and StreetWorks Act 1991.

Maintaining highway verges

When the Highway Authority permits theDeveloper to maintain a highway verge,sometimes as an obligation of a s106agreement, the Developer will be granted bythe Council an appropriate licence inaccordance with section 142 of the HighwaysAct 1980.

Highway agreement/licence costs

As well as the obvious design and constructioncosts Developers should be aware that thevarious aforementioned highway agreementsand licences require varying inspection fees,bonds, refundable deposits, annual fees, legalfees and commuted sums, payable to theCouncil. These charges will vary significantlydependant on the type of agreement / licenceand to the magnitude of the highway works.

Developers should be aware that these chargesmay represent substantial costs to thedevelopment. Details of such charges aresummarised in Table 3. Should the Developerrequire further information regardinganticipated costs, or a draft masteragreement/licence they should contact thehighways development officer.

Carrying out highway works

Prior to commencing works within the highwaythe necessary agreement must be in place. Inorder to carry out approved highway workswithin the Borough it is imperative that localand national procedures are followed in theinterests of safety, co-ordination and to ensurethe works are completed to the Council’s highstandards.



The Developer is responsible for appointingcompetent Contractors. Such contractors musthave 10 million pounds public liabilityinsurance and be approved by the Council priorto commencing works. The Developer mustalso ensure the site has adequate sitesupervision at all times.

The highways development team haveproduced a document (available electronically)to assist Developers in carrying out suchhighway works. The Developer should contactthe highways development officer to obtain theessential information.

Highway works effecting trees

Should approved highway works eithernecessitate the removal of, or be in closeproximity to, existing highway trees, theDeveloper must employ an arboriculturist toprepare a Arboricultural Impact Assessment inaccordance with BS5837(2005). The assessmentmust be carried out prior to commencinghighway works. If required, the Council’s treeofficer will give additional guidance.

If it is unavoidable that trees are to be felled,the Developer will be responsible for providingreplacements to the satisfaction of the treeofficer. Unless specifically authorised from theplanning permission, the felling of highwaytrees must not be assumed.

Table 3 - Charges For Highway Agreements/Licences

Section 278Agreement

Minor HighwayWorks Agreement

Section 38Agreement

Support StructureAgreement, s50s142 & s176-179

licences

Fees - Payable upon signing of the agreement

Inspection (highway works) 7% (£1500 min) 7% (£1000 min) 7% (£1500 min) NA

Inspection (statutory undertakers) 1-3% 1-3% 1-3% NA

Road Safety Audit Review £300-£1200 £300-£600 £300-£1200 NA

Approval of TM plans £100-£1200 £100-£300 £100-£800 NA

Material sampling and testing £200-£1200 £200-£300 £200-£800 NA

Commuted sums - Payable prior to issue of the Certificate of Provisional Completion Commuted sums - Payable priorto issue of the Certificate of Provisional Completion

per soakaway £4,000 £4,000 £4,000 NA

per tree £200 £200 £200 NA

per parking bay £850 £850 £850 NA

per m2 carriagway £150 £150 NA NA

per m2 footway £45 £45 NA NA

per m2 verge £50 £50 NA NA

per m2 anti skid £300 £300 NA NA

per traffic signal unit (junctions) £15,000 £15,000 NA NA

per traffic signal unit (crossing) £10,000 £10,000 NA NA

per street lighting column £2,000 £2,000 NA NA

per illuminted sign / bollard £1,000 £1, 000 NA NA

per gully £300 £300 NA NA



Section 278Agreement

Minor HighwayWorks Agreement

Section 38Agreement

Support StructureAgreement, s50s142 & s176-179

licences

Cash deposits/bonds - Payable/secured upon signing of the agreement

Highway deposit * £2,000 * 30% (£2,000min) NA NA

Bond *** 90% NA ** 90% NA

Small works deposit **** 10% NA **** 10% NA

Structural approval & inspection NA NA NA ***** £500 - £3,000

Annual charge linked to RPI NA NA NA £50-£500

Annual commuted sum NA NA NA £0-£500

Technical fee NA NA NA £300-£1,000

Legal fees £500-£1,000 £500-£1,000 £500-£1,000 £500-£1,000

* Refunded upon issue of Certificate of Final Completion

** Refunded upon issue of Certificate of Provisional Completion

*** Reduced to 10% upon issue of Certificate of Provisional Completion and remaining 10% released upon issue ofCertificate of Final Completion

**** Refunded 6 years after issue of Certificate of Final Completion.

***** Paybale only on Support Structure Agreement.

Fees/bonds denoted as percentages are derived from the cost of the identified respective works.

Fees denoted as a £ range are an estimate only, as highway works are bespoke an exact figure cannot be agreed untilthe highways development officer has reveiwed the developer’s proposals in detail.



Road Names Proposals Approved Plan Nos.

Bath Road A4

W Borough Boundary To Goldsworthy Way Widening Line 8/06/9 P6

(1996)

Remainder Of A4 Bath Road To Windmill Road Dual CarriagewayScheme 8/06/1 P91

Including Provision Of (PRE 1996)

Service Roads OnSome Stretches 8/06/1 P129/5

(1981)

8/06/1 P130/6

(1981)

Farnham Road

Bath Road To Whitby Road Widening Line 8/06/9 P4

(1996)

Whitby Road To Hampshire Avenue & Dual CarriagewayScheme 8/08/8 P21

Farnham Road/Essex Avenue Junction Improvement (1978)

Hampshire Avenue To Essex Avenue & Development ControlLine 8/08/8 P18

Furnival Avenue To Northborough Road To Provide ServiceRoads At Rear (1973)

London Road A4

Sussex Place To Upton Court Road Widening Line 8/06/9 P5

(1996)

Upton Court Road To M4 J5 R/A Dual CarriagewayScheme 8/06/1 P92

Including Provision Of

Service Roads OnSome Stretches (PRE 1996)

Windsor Road Widening Line 8/06/9 P7

(1996)

Brook Path Widening Line 8/09/1 P61

(1973)

Buckingham Avenue Widening Line 8/09/2 P23/1

Bestobel Road To 320m W Of Bestobel Road (1975)

Grove Parade Widening Line 18/01/13 P26

(1980)

Leigh Road/Liverpool Road Widening Line And 8/06/5 P5

Table 4 - Road Widening Lines



Road Names Proposals Approved Plan Nos.

Including Railway Bridge Development ControlLine (1962)

Petersfield Avenue Widening Line 8/06/4 P49

Mill Street Development ControlLine (1988)

Herschel Street Development ControlLine 18/01/15 P189/1

(1987)

Pool Lane Development ControlLine 8/06/5 P50

(1987)

Stoke Road Development ControlLine 8/06/3 P15

Stoke Road/Elliman Avenue Junction Development ControlLine (1989)

Station Road Langley Reconstruction /Widening Scheme 8/08/7 P16

And Railway Bridge And Approaches (1977)

Stoke Poges Lane Railway Bridge Reconstruction /Widening Scheme 1966/7e-4

And Approaches (1968)

Wexham Road Canal Bridge Reconstruction /Widening Scheme 8/06/3 P16

And Approaches (1989)

8/08/32 P21

(1973)

Haymill Road/Lower Britwell Road Junction ImprovementScheme 8/09/1 P68

(1975)

Drawings available from the Highways Section. Tel: 01753 875668



Introduction

The provision of high quality cycle parking isan important part of Slough’s Cycling Strategy,which forms part of the Local Transport Plan(LTP) 2006-2011. The LTP has set a target ofincreasing cycling by 13% by 2010/11 and animportant theme of the Cycling Strategy is toachieve a reduction in the level of cycle theft inSlough. An effective way of both increasingcycle use and reducing theft is the provision ofsecure cycle parking at both the trip origin anddestination.

The purpose of this guidance is to ensuredevelopers will be able to incorporate highquality cycle parking into all newdevelopments at an early stage of the designprocess.

General Principles

The cycle parking standards will be applied tothe following categories of development:

• New developments and extensions toexisting developments;

• Conversion of existing buildings involvinga change of use; and

• Material changes of use.

Different types of cycle parking are appropriateto meet the needs for long and short stay cycleparking.

The number of cycle parking places required iswithin the Car & Cycle Parking Standardsbelow.

Long Stay

The provision of long stay cycle parking, i.e. forovernight residential use or parking whilst atwork should be in the form of secure,weatherproof facilities. For employment uses apurpose built store is recommended and forflats individual cycle stores or lockers. Forhouses the provision of a suitable size garage(6m x 3m) can provide sufficient space for a

vehicle and cycle parking. Houses withoutgarages should provide a garden shed, ofwhich one wall should be constructed of stoneor brick, so that a cycle hoop or security anchorcan be secured to the wall.

Facilities should provide security for the wholebicycle, including accessories. Weatherprotection is essential.

Short Stay

Short stay parking needs to accommodatecycle parking for periods of up to half a day.Security is required for the cycle frame and atleast one wheel. Weather protection isdesirable. Parking should be located as close tothe trip destination as possible. It should eitherbe within CCTV coverage, overlooked byadjacent development or on well usedpedestrian routes to minimise risks of theft orvandalism.

Cycle Store Design

The intention should be to encourage theownership and use of good quality cycles thatare both reliable and easy to use. Indicativelayouts of two sizes of small cycle stores(usually for residential use) are shown below.The store must have an external lock, ideallywith an outward opening door and internallighting. On commercial developments, accessto the cycle store should be strictly controlled,ideally through a ‘swipe-card’ system, orthrough the controlled issue of keys toregistered cycle users.

7 Cycle Parking Guidelines



On large commercial developments two ormore small stores will often be preferable to asingle large store. Many companies offerpurpose-made cycle stores and shelters.

On residential developments cycle storageshall be provided in accordance with thestandards below. An individual secure store foreach dwelling is required. Where thedevelopment has sufficient car parking suchthat cycling is the secondary mode,exceptionally the standard can be reduced by50 %.for any development with a communalbike store. For new build houses, the provisionof cycle storage through the use of gardenstores or shelters is acceptable. A masonry wallor steel post is required so that wall ‘anchors’ or‘rings’ can be secured to a solid structure.

It is recommended that cycle stores servingblocks of flats, are located within the building,accessed from the entrance foyer. It is notrecommended that external cycle stores areprovided unless they are accessed from asecure area. Some architects have designednew build apartments with 2m by 1m spacesimmediately inside the front door of eachapartment, with a large cupboard over the top.This would provide cycle parking butalternatively the space could be used forprams, mobility scooter etc. as the tenantchose. Common areas and lifts would bedesigned to be cycle compatible - dado rails toprotect wall finishes, hard floor surfaces toresist mud, wet and tyre marks etc. It isessential that communal cycle stores be fittedfrom the outset with cycle racks. In the case of

the smallest stores security anchors or ringscan be fixed to the walls.

Cycle Rack Types

A Sheffield stand (inverted U-shape) design isrecommended as an established and effectiverack design, as it enables users to lock theframe and wheels of their bicycles to the stand.Sheffield stands are easy to use, space efficientand low-cost. Racks should be spaced at least0.9m apart and should also allow for cyclesbeing 1.8m in length. The top rail of the rackshould be 0.75m in height above ground.

Adequate space must be provided tomanoeuvre cycles in and out of spacesconveniently. Hanging racks are notacceptable as the elderly, people withdisabilities, female and child users find themdifficult to use.

Butterfly racks are also not acceptable, as theydo not provide adequate security (users cannotsecure the frame of the bike) and they cancause damage to the wheels.

� Sheffield Rack

� Butterfly Rack

� Cycle Ring� Cycle Anchor



Siting and Security

The location of cycle parking is a crucial factor.All cycle parking facilities need to be sited closeto the cyclist’s destination or they will not beused. Several small facilities in the right placesare better than one big group that is notconvenient.

Cycle parking must be well lit and covered bynatural surveillance;

CCTV is recommended but is not essential. Interms of purpose built stores, passers-byshould not have easy or direct access.

Weather Protection

Long term cycle parking must provideprotection from the elements and this is alsodesirable for short term use. Long term parkingshould be in the form of weather-proof stores,whereas short term parking could be locatedunder a canopy or other similar structure tocover the cycles.

Shower, Changing and Storage Facilities

To encourage cycle use for commuting to work(3 miles usually takes less than 20 minutes) it isimportant to provide facilities not just for thecycle, but for the cyclist. Ideally such facilitiesshould include showers with changing areasand storage (lockers) for personal belongingsas well as an iron and a hairdryer. Suchfacilities are likely to be integral to future stafftravel plans where these are a requirement ofnew or expanded development.

Retention of cycle parking facilities

Cycle parking facilities provided as a conditionof planning consent must be retained for thispurpose.



The Table 5 below is an extract of Appendix 2 ofthe Local Plan 2004 with updates.

One update relates to new office floorspace(use class B1a) in the town centre. There shouldnow be no overall increase in car parkingspaces from the number on site already.

Developments will be expected to comply withthese parking standards. In accordance withPlanning Policy Guidance Note 13 and PlanningPolicy Statement 3 standards will be appliedflexibly for residential development in veryaccessible locations particularly the towncentre area.

Notes for Table 5

• The floor space figures in the table are all‘gross external floorspace’.

• c.o.m - Considered on merits

• Some disabled person spaces will beneeded for some sites. See below.

Disabled Person Car Parking

Some spaces must be provided in accordancewith current good practice guidance andstandards eg:, Parking for Disabled People(Department for Transport).. In additionresidential schemes for elderly people or anyscheme with 25 or more homes withcommunal car parking will need some residentand/or visitor spaces designed for use bydisabled persons

Further Guidance

• Cycle Parking Design Guidance - SeeAbove

• Car Parking Design Guidance - to beavailable soon

• Spaces for Disabled Persons Dept. forTransport Traffic Advice Leaflet 5/95; andInclusive mobility on DfT Web site.

8 Parking Standards: Car, Truck and Cycle

Table 5 - Vehicle and Cycle Parking Standards

Town CentreCommercial Core

Area

Rest of TownCentre

Existing BusinessAreas

Shopping Area PredominantlyResidential

A1 Shops

Car Spaces Nil Nil Min. 1 to 30m² Nil unlessshortfall

Min 1 to 30m²

Lorry Spaces c.o.m.* c.o.m. c.o.m. c.o.m. c.o.m.

Cycle spaces Min. 1 to 125m² Min. 1 to 125m² Min. 1 to 125m² Min. 1 to 125m² Min. 1 to 125m²

A1 Superstores

Car Spaces Nil No overallincrease

Max. 1 to 20m² Nil unlessshortfall

Min. 1 to 20m²

Lorry Spaces Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²





Area

Rest of TownCentre



A1 Retail Warehouses

Car Spaces Nil Max. 1 to 30m² Max. 1 to 30m² Nil unlessshortfall

N/A

Lorry Spaces Min. 1 to 500m² Min. 1 to 500m² Min. 1 to 500m² Min. 1 to 500m² N/A

Cycle spaces Min. 1 to 300m² Min. 1 to 300m² Min. 1 to 500m² Min. 1 to 300m² N/A

A2 Financial Services

Car Spaces Nil Nil N/A Nil N/A

Cycle spaces Min. 1 to 125m² Min. 1 to 125m² N/A Min. 1 to 125m² N/A

A3 Food/Drink/Pubs

Car Spaces Nil Nil Min. 1 to 5m² ofpublic area

Nil Min. 1 to 5m² ofpublic area

Cycle spaces c.o.m. c.o.m. c.o.m. c.o.m. c.o.m.

B1(a) Offices

Car Spaces Max. 1 to 40m²(1)

Max. 1 to 40m² (1) No overallincrease

Max. 1 to 40m² Max. 1 to 40m²

Lorry Spaces c.o.m. c.o.m. c.o.m. c.o.m. c.o.m.


B1(b) Research/Development

Car Spaces Max. 1 to 50m² Max. 1 to 50m² No overallincrease


Lorry Spaces c.o.m. c.o.m. c.o.m. N/A c.o.m.

Cycle spaces Min. 1 to 125m² Min. 1 to 125m² Min. 1 to 125m² N/A Min. 1 to 125m²

B1(c) Light Industry

Car Spaces Max. 1 to 50m² Max. 1 to 50m² No overallincrease



then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

N/A Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²


B2 Industrial

Car Spaces Min. 1 to 50m² Min. 1 to 50m² Min. 1 to 50m² N/A Min. 1 to 50m²

Lorry Spaces Min. 1 to 500m² Min. 1 to 500m² Min. 1 to 500m² N/A Min. 1 to 500m²





Area

Rest of TownCentre



B8 Warehousing

Car Spaces Min. 1 to 200m² Min. 1 to 200m² Min. 1 to 200m² N/A Min. 1 to 200m²


then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²

N/A Min. 1 to 500m²up to 2,000m²,

then 1 to 1,000m²


C1 Hotels/Guesthouses

Car Spaces Nil Min. 1 perbedroom, 1 to

5m2 for bars etc

Min. 1 perbedroom, 1 to

5m2 for bars etc


5m2 for bars etc


5m2 for bars etc

Coaches c.o.m. c.o.m. c.o.m. c.o.m. c.o.m.

Cycles Staff parking Staff parking Staff parking Staff parking Staff parking

C2 Hospitals

Car Spaces Min. 1 per 3 beds,1 per 2 staff

Min. 1 per 3 beds,1 per 2 staff




Cycle spaces Min. 1 per 5 staff,plus 1 per 10 staff

for visitors

Min. 1 per 5 staff,plus 1 per 10 staff

for visitors


for visitors


for visitors


for visitors

c.o.m. = consider on merits

C2 Nursing Homes

Car Spaces Min. 1 per 4 beds Min. 1 per 4 beds Min. 1 per 4 beds Min. 1 per 4 beds Min. 1 per 4 beds


for visitors


for visitors


for visitors


for visitors


for visitors

C2 Student Accommodation

Car spaces c.o.m.* c.o.m. Min. 1 per 5students, plus 1

per 2 staff

Min. 1 per 5students, plus 1

per 2 staff

Min. 1 per 5students, plus 1

per 2 staff

Cycle spaces Min. 1 per 2students

Min. 1 per 2students




C3 Residential

1-bed flat (all spaces assigned)

Car spaces Nil Min. 2 per unit N/A Nil Min. 2 per unit

Cycle spaces Min. 1 per unit * Min. 1 per unit* N/A Min. 1 per unit* Min. 1 per unit*

1-bed flat (one space assigned)

Car spaces Nil Min. 1 space, plus0.5 communal

N/A Nil Min. 1 space, plus0.5 communal

Cycle spaces Min. 1 per unit* Min. 1 per unit* N/A Min. 1 per unit* Min. 1 per unit*




Area

Rest of TownCentre



1-bed flat (all spaces communal)

Car spaces Nil Min. 1.25 per unit N/A Nil Min. 1.25 per unit


2 or 3-bed (communal)

Car spaces Nil Min. 1.75 per unit N/A Nil Min. 1.75 per unit


2 or 3-bed (all spaces assigned)

Car spaces Nil Min. 2 per unit N/A Nil Min. 2 per unit


4 or 4+ beds (all spaces assigned)

Car spaces Min. 3 per unit Min. 3 per unit N/A Min. 3 per unit Min. 3 per unit


D1 Places of Worship

Car spaces Nil Nil Min. 1 to 10m² Min. 1 to 10m² Min. 1 to 10m²

Cycle spaces c.o.m. c.o.m. c.o.m. c.o.m. c.o.m.



* Cycle spaces for visitors are needed for blocks of flats of 10 or more units (Major Developments).

D1 Surgeries/Clinics

Car spaces Min. 1 per staff,plus 1 per

consulting room

Min. 1 per staff,plus 1 per

consulting room


consulting room


consulting room


consulting room


for visitors


for visitors


for visitors


for visitors


for visitors

D1 Nursery/Creche

Car spaces Min. 1 per staff Min. 1 per staff Min. 1 per staff Min. 1 per staff Min. 1 per staff

Cycle spaces Min. 1 per 10 staff Min. 1 per 10 staff Min. 1 per 10 staff Min. 1 per 10 staff Min. 1 per 10 staff

D1 Primary School

Car spaces Min. 1 per staff,plus 3 per school

Min. 1 per staff,plus 3 per school




Cycle spaces Min 1 per 10 staff Min 1 per 10 staff Min 1 per 10 staff Min 1 per 10 staff Min 1 per 10 staff

D1 Secondary School

Car spaces Min. 1 per staff,plus 8 per school





Cycle spaces Min. 1 per 10staff/students

Min. 1 per 10staff/students







Area

Rest of TownCentre



D1 Further Education

Car spaces c.o.m. c.o.m. Min. 1 per staff, 1per 3 non-

teaching staff,plus 1 per 3

students

Min. 1 per staff, 1per 3 non-


students

Min. 1 per staff, 1per 3 non-


students

Cycle spaces Min. 1 per 8staff/students





D2 Sports/Leisure

Car spaces c.o.m. c.o.m. c.o.m. c.o.m. c.o.m.

Cycle spaces Min. 1 per 10staff, plus 1 per

20 visitors

Min. 1 per 10staff, plus 1 per

20 visitors


20 visitors


20 visitors


20 visitors


D2 Entertainment

Car spaces Nil Nil Min. 1 to 5m² Nil unlessshortfall

Min. 1 to 5m²

Cycle spaces Min. 1 per 50visitors

Min. 1 per 50visitors





D1 Libraries

Car spaces c.o.m. c.o.m. Min. 1 to 30m² Min. 1 to 30m² Min. 1 to 30m²

Cycle spaces Min. 1 per 10staff, plus 1 per 10

staff for visitors

Min. 1 per 10staff, plus 1 per 10

staff for visitors


staff for visitors


staff for visitors


staff for visitors

c.o.m. = consider on meritsJuly 08

www.slough.gov.uk

This document can be made available on

audio tape, braille or in large print, and is

also available on the website where it

can easily be viewed in large print.

Designed and printed by Slough Borough Council |