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Supplementary Planning Guidance

Access, Circulation and Parking Standards

Approved January 2010

Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

Approved by Cardiff Council 28th Jan 2010 of 49


CONTENTS 1.0 INTRODUCTION.........................................................................................51.1. PURPOSE OF GUIDANCE.................................................................................5

2.0 LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES......62.1. LEGISLATION AND NATIONAL GUIDANCE ..........................................................6 2.2. DEVELOPMENT PLAN POLICIES .......................................................................8

3.0 GUIDANCE ON POLICY IMPLEMENTATION .........................................103.1. PARKING GUIDANCE AND STANDARDS ...........................................................10 3.2. PARKING LAYOUT AND DESIGN .....................................................................12 3.3. STANDARD DETAILS.....................................................................................14 3.4. PARKING GUIDANCE FOR PEOPLE WITH DISABILITIES......................................15 3.5. CAR PARKING FOR PEOPLE WITH YOUNG CHILDREN.......................................16 3.6. DESIGN FOR REFUSE COLLECTION................................................................16 3.7. CYCLE PARKING STANDARDS .......................................................................17 3.8. PARKING STANDARDS FOR POWERED TWO WHEELERS ..................................18 3.9. CAR CLUBS.................................................................................................19

4.0 TRANSPORT STATEMENTS, TRANSPORT ASSESSMENTS & TRANSPORT IMPLEMENTATION STRATEGIES.....................................................304.1. TRANSPORT STATEMENTS............................................................................30 4.2. TRANSPORT ASSESSMENTS AND TRANSPORT IMPLEMENTATION STRATEGIES...30

5.0 TRAVEL PLANS.......................................................................................325.1. REQUIREMENT FOR A TRAVEL PLAN ..............................................................32 5.2. TRAVEL PLAN DESIGN AND CONTENTS ..........................................................32 5.3. MONITORING AND ENFORCEMENT .................................................................34

6.0 PLANNING CONDITIONS AND OBLIGATIONS .....................................376.1. PLANNING CONDITIONS................................................................................37 6.2. PLANNING OBLIGATIONS ..............................................................................37

APPENDIX A – CARDIFF UNITARY DEVELOPMENT PLAN...................................39



TABLES AND FIGURES Table 3.1: Reference List ............................................................................................10 Table 3.2: Manual for Streets User Hierarchy.............................................................13 Table 3.3: Standard Details Useful for Circulation Space Design ...............................14 Figure 3.1: Central Area Boundary .............................................................................20 Table 3.4: A1 - Parking Standards for Retail and Wholesale ......................................21 Table 3.5: A2 & B1 – Parking Standards for Financial and Business..........................22 Table 3.6: A3 & C1 – Parking Standards for Food, Drink, Entertainment and Lodging....................................................................................................................................23 Table 3.7: B2 & B8 – Parking Standards for Industrial and Distribution ......................24 Table 3.8: C2 & C3 – Parking Standards for Residential ............................................25 Table 3.9: D1 & D2 – Parking Standards for Institutions & Assembly Halls ................27 Table 3.10: Parking Standards for Sui Generis...........................................................28 Table 4.1: Thresholds for Transport Assessments, Transport Statements and Travel Plans...........................................................................................................................31 Figure 5.1: Travel Plan Pyramid..................................................................................34 Table TP 2.1: Workplace Travel Plans........................................................................41 Table TP 2.2: School Travel Plans..............................................................................42 Table TP 2.3: Residential Travel Plans.......................................................................43 Table TP 3.2.1: Residential Travel Plan Development................................................45 Table TP 3.2.2: Residential Travel Plans Evaluation Criteria......................................47



1.0 INTRODUCTION

1.1. Purpose of Guidance

1.1.1. This guidance updates the Access, Circulation and Parking Requirements SPG (June 2006). It supplements the policies in Cardiff’s development plans (identified in Section 2) concerning access, circulation and parking requirements and sets parking standards. The guidance applies to all categories of development for which planning permission is required, including new developments, extensions, redevelopments and material changes of use. It includes guidance on: • car, cycle, motorcycle and disabled parking provision, layout and design • the use of planning conditions • transport statements, transport assessments and transport implementation

strategies • travel plans • circulation space and access

1.1.2. The guidance will help ensure a transparent and consistent approach to the provision of parking, travel plans and transport assessments and, crucially, will inform applicants of the Council’s expectations at an early stage of the development process. Guidance on Developer Contributions for Transport and Residential Design is contained within separate Supplementary Planning Guidance notes.

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

1.1.4. The Council placed the Cardiff Unitary Development Plan on deposit in October 2003. However, following the introduction of the European SEA Directive (Strategic Environmental Assessment Directive 2004) in May 2005 the Council resolved, with the agreement of the Welsh Assembly Government, to cease preparation of the UDP and commence preparation of a Local Development Plan (LDP). Welsh Assembly Government guidance1 indicates that the deposited UDP may remain a consideration in development control decisions until such time as the LDP is adopted. Generally, the weight to be attached to policies in emerging UDPs depends on the stage of plan preparation, the degree of any conflict with adopted plans, and the number and nature of any objections and/or representations in support of policy. The relevance of the UDP to this guidance is addressed in Appendix A.


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


2.0 LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES

2.1. Legislation and National Guidance

2.1.1. Planning Policy Wales (March 2002) sets out the Government’s planning policies as they apply in Wales. It includes guidance on car parking provision (paras 8.4.1 – 8.4.6), which is viewed as a: ‘major influence on the choice of means of transport and the pattern of development’. It outlines that local authorities should: ‘ensure new developments provide lower levels of parking’. Therefore, minimum parking standards are no longer seen as appropriate. The importance of conducting Transport Assessments is identified as they can ‘provide the basis for negotiation on schemes, including the levels of parking’ (para 8.7.2 Planning Policy Wales). They also serve the function of identifying means of minimising trip generation from developments through their output in the form of Transport Implementation Strategies. These obviously have important implications for significant developments in what is decided to be appropriate levels of parking.

2.1.2. Planning Policy Wales (March 2002) also encourages local authorities to collaborate with neighbouring authorities when considering parking issues in order to ‘establish maximum levels of parking for broad classes of development’, together with a: ‘threshold size of development above which such levels will apply’ (para 8.4.3).

2.1.3. Planning Policy Wales - Technical Advice Note 12: Design 2002 [TAN 12, 2002] supplements Planning Policy Wales and provides additional guidance and detailed advice on facilitating good design within the planning system. Good design has the potential to assist environmental sustainability, economic growth and social inclusion.

2.1.4. TAN 12 provides advice on the way in which areas function and the connections between people and places as well as aesthetic considerations and emphasises that design should take into account: • patterns of movement and access to facilities and activities • the social environment • use of energy and resources • economic activity

2.1.5. In relation to transport, elements of design and the planning of movement in developments, TAN 12 sets out that planning should be based on the understanding of the local context via an analysis of the needs and potential of the local area.

2.1.6. The document states that the layout and design of a development will influence the level of engagement of the user with alternative travel modes, and can positively affect the success in achieving reductions in car traffic,



traffic speeds and in the number of short journeys made by car. Improved environmental quality is emphasised as a key factor in take-up of active modes in urban areas.

2.1.7. TAN 12 sets out that the emphasis should be on safe, accessible movement of people and goods along routes that are both attractive and appropriate to the environment through which they pass. Consideration should therefore be given to all forms of movement, including active modes, from the outset of the design process. This extends to larger developments where potential for public transport interchanges should be considered as part of integration with local traffic management measures, and which meet the requirements for both present and future travel needs.

2.1.8. The guidance indicates the need to avoid severance and community fragmentation when design is considered. Issues such as gradient, lighting and security are seen as important alongside coherent, legible, direct, attractive, safe and unobstructed routes creating permeable access for all.

2.1.9. Planning Policy Wales - Technical Advice Note 18: Transport 2007 [TAN 18, 2007] supplements Planning Policy Wales and provides additional guidance on achieving a sustainable and integrated land use planning and transport system. TAN 18 emphasises that local authorities should consider the need for introducing or reviewing parking standards and requirements, and the parking needs of disabled people. Car parking policies should address the provision and management of both on-street and off-street parking, and the standards to be applied to new developments, reflecting the differing needs of various land uses. Additionally, neighbouring authorities should co-operate to achieve a more consistent regional approach.

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

2.1.11. TAN 18 also sets out the position with respect to Transport Assessments and Transport Implementation Strategies. Transport Assessments are used to assess the likely impact of a development in transport terms. A Transport Implementation Strategy is the output of a Transport Assessment detailing the measures a developer will use to mitigate the transport impacts: ‘The transport assessment process should include the production of a Transport Implementation Strategy for the development. This should set objectives and targets relating to managing travel demand for the development…’


2.1.12. TAN 18 also sets out the most recent position with respect to Travel Plans in Wales and states (paragraph 9.14) ‘The Assembly Government wishes to


promote the widespread adoption of Travel Plans by businesses, schools, hospitals, tourist attractions and other significant travel generating uses. In order to demonstrate the benefits to sustainable transport that can be achieved by the adoption of Travel Plans, Local Authorities should consider producing their own plans. Travel Plans should relate to targets for the reduction of road traffic and the promotion of walking, cycling and public transport contained in the local RTP.’ A Transport Implementation Strategy is not a substitute for a Travel Plan.

2.1.13. Manual for Streets (DfT 2007) states that ‘a clear distinction can be drawn between streets and roads. Roads are essentially highways whose main function is accommodating the movement of motor traffic. Streets are typically lined with buildings and public spaces, and while movement is still a key function, there are several others, of which the place function is the most important.’ The Council will use the following criteria to draw a distinction between streets and roads but will respect the distinction set out in Manual for Streets: • A road is a classified highway with a speed limit of more than 30mph. • A street is defined as any highway that is not defined as a road.

2.1.14. Ministerial Interim Planning Policy Statement 01/2008 Planning for Good Design (para.2.9.11) reinforces the legal obligations of local authorities to consider the need to prevent and reduce crime and disorder in all decisions that they take. Crime prevention and fear of crime are social considerations to which regard must be given by local planning authorities in the preparation of development plans, should be reflected in any supplementary planning guidance, and may be material considerations in the determination of planning applications. The aim should be to produce safe environments through good design.

2.2. Development Plan Policies

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

South Glamorgan (Cardiff Area) Replacement Structure Plan (Adopted

1997) MV2 Commuted Payments - Contributions will be sought from developers

towards any necessary improvements to the transport system arising as a result of the proposed development.

MV11 Parking - New development shall include adequate provision for car

parking according to the adopted parking guidelines. In the city centre and the core area of Cardiff Bay, which are well served by a range of public transport, a reduced level of parking is required.



MV13 Equality of Access - Measures will be taken to improve safety and conditions for pedestrians and people with impaired mobility, by providing access to bus stops, railway stations, and car parks and removing conflict with traffic, particularly in areas of high pedestrian activity.

City of Cardiff Local Plan (Adopted 1996)

Policy 14 Facilities for Public Transport Services - The design and layout

of development proposals will be required to accommodate necessary facilities for public transport services.

Policy 16 Traffic Calming - The design and layout of development proposals

will be required to incorporate necessary traffic calming or similar traffic management measures.

Policy 17 Parking and Servicing Facilities - Development proposals will be

required to provide parking and servicing facilities in accordance with the City Council’s adopted guidelines.

Policy 18 Provision for Cyclists - Development proposals will be required to

make convenient and safe provision for cyclists, including cycle parking facilities in accordance with the City Council’s adopted guidelines.

Policy 19 Provision for Pedestrians - The design and layout of new

development will be required to retain and/or create a safe and convenient environment for pedestrians.

Policy 20 Provision for Special Needs Groups - Development proposals

which may be used or visited by the general public will be required to make provision for special needs groups including people with disabilities, parents with young children and elderly people.

The Mid Glamorgan County Structure Plan Approved Plan The City of Cardiff Local Plan and South Glamorgan Replacement Structure

Plan do not apply to the Creigiau and Pentyrch areas.

Mid Glamorgan County Structure Plan Approved Plan Incorporating Proposals for Alteration No.1

T4 - It is the Policy of the County Council that, except in town centres, all new

development, redevelopment or changes of use should include appropriate operational and non-operational parking provisions according to the land use, density and location proposed. In town centres, there will be a presumption against the location of the required non-operational car parking within the curtilage of new development.



3.0 GUIDANCE ON POLICY IMPLEMENTATION

3.1. Parking Guidance and Standards

3.1.1. The application of parking standards forms part of the Council’s integrated transport strategy. They are intended to help reduce traffic growth, reduce reliance on the car (especially single occupancy car travel) and encourage the use of alternative means of transport. These objectives are balanced against the need to limit over subscription of on-street parking and, in turn, congestion, hazards, visual intrusion, and limit harmful impact on urban regeneration and competitiveness. The Council’s parking standards are set out in Tables 3.2 to 3.8 as follows:

Table 3.1: Reference List

Table No

Use Class Standards

3.4 A1 Parking Standards for Retail and Wholesale 3.5 A2 & B1 Parking Standards for Financial and Business 3.6 A3 & C1 Parking Standards for Food, Drink, Entertainment

and Lodging 3.7 B2 & B8 Parking Standards for Industrial and Distribution 3.8 C2 & C3 Parking Standards for Residential 3.9 D1 & D2 Parking Standards for Institutions and Assembly

Halls 3.10 Sui

Generis Parking Standards for Sui Generis

3.1.2. Different standards are applied to the central area of Cardiff, shown on figure 3.1.

3.1.3. These SPG parking standards relate to specific land uses within the Town and Country Planning Use Classes Order 1995, but do not cover every possible land use or type of development. As such, any proposed land use or development not specifically mentioned will be considered on a site specific basis and on its individual merits. The absence of parking standards for a specific use does not mean that no parking provision will be required or that there is no restriction on provision.

3.1.4. It is recognised that there may be situations where it may be justifiable to apply the parking standards for cars, people with disabilities, cycles and powered two wheelers in a flexible way, taking the merits and circumstances of each planning application into consideration. The following factors (not in a hierarchical order) will be taken into account as part of the assessment of, and negotiations over, parking provision on any particular scheme:

i. the nature and type of development and information relating to its future occupation, use or management (e.g. if a scheme is for affordable housing in an area of low car ownership or contains a higher proportion of disabled people)

ii. location Approved by Cardiff Council 28th Jan 2010

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iii. accessibility to and the availability of local facilities iv. accessibility to and the availability of on-street and public off-street

parking v. accessibility to and availability of high frequency public transport and

public transport facilities vi. accessibility to the site by walking and cycling vii. impact on highway and pedestrian safety viii. impact on amenity ix. impact on the streetscene, urban vitality and the historic built

environment x. impact on crime and disorder xi. the degree of mixed/dual uses, and whether the development will

involve the shared use of parking xii. the contents of the Transport Statement/Assessment, Transport

Implementation Strategy and Travel Plan

3.1.5. For mixed use developments, the standards relating to each use should be used to calculate the overall total parking level.

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

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

3.1.8. Changes of use involving the subdivision of properties to create additional units can potentially result in the intensification of use and an increase in the level of demand for car parking. In areas where there is a high concentration of single dwellings that are in multiple occupation, or have been subdivided into multiple flat/bedsit/apartment units, levels of on-street parking may have reached, or be approaching a point of saturation. In locations where such circumstances prevail, proposals for the further subdivision of existing dwellings/flats etc will need to be carefully considered in light of the likely impacts of any intensification upon existing parking pressures. In exceptional circumstances, the likely parking impacts of a proposal may warrant a flexible application of the standards in this SPG with the effect that permission may not be granted unless additional off street parking space can be provided within the curtilage of the building.

3.1.9. For the avoidance of doubt, parking standards that relate to floor area are GROSS floor area (GFA), unless stated otherwise.

3.1.10. Residential parking standards include maximum parking and parking required for residents as well as the maximum visitor provision permitted. Visitor parking is not a requirement for any residential development.

3.1.11. Garages should be provided as the most secure option, where possible, and located alongside dwellings so as not to obstruct natural surveillance.



Garages should be overlooked by a window and should not act as scaling aids which provide access to properties. Where garages cannot be accommodated, ‘in curtilage’ parking which maximises available surveillance is preferred and remote garage blocks should be avoided. Garages should generally have a minimum driveway length of 5.5m. A minimum internal width of not less than 3.2m is required with an internal length of 5.0m. Where garages open directly onto the highway roller shutter doors, or a similar approved design, are required in the interests of safety for pedestrians and other highway users.

3.1.12. Courtyard parking is generally not a preferred design, as it can allow access, and expose the rear and vulnerable areas of residential developments. However, where it is deemed necessary and suitable, i.e. for dense developments or to reduce on-street parking, lighting which conforms to BS 5489 and a means of full and controlled enclosure should be included.

3.1.13. Standards for non-residential development comprise operational and non-operational parking standards.

3.1.14. Operational parking standards set out the parking space required for servicing a development. They provide sufficient space to allow the maximum number and size of vehicles likely to serve the development at any one time and to load/unload and manoeuvre with ease, without inconvenience or hazard to vehicles and pedestrians on the public highway, or to other users of the site. Space for staff cars, which due to the nature of the business, is required for day-to-day operation may be also included. The operational parking standards set out the required level of parking provision. This reflects the position set out in the Addendum to South Wales Parking Standards 1993 (September 2001).

3.1.15. Non-operational parking standards set out the parking space not necessarily used for the operation of the business, and includes: employee and visitor/shopper parking. These standards constitute maximum parking provision, in line with Planning Policy Wales (March 2002) and the Addendum to the South Wales Parking Guidelines 1993 (September 2001) & TAN 18, 2007.

3.2. Parking Layout and Design

3.2.1. The principles outlined in Chapter 8 of the Manual for Streets should be taken into account for the layout and design of parking areas. Through good design, car parking (public and private) must give consideration to safety for pedestrians, cyclists and vehicles and also address issues of security, visual amenity and access requirements. It is also important that the provision and design of car parking space is well integrated with a high quality public realm. Pedestrians should be considered first in the design process, in accordance with the user hierarchy set out in Manual for Streets:



Table 3.2: Manual for Streets User Hierarchy

Consider first Pedestrians Cyclists Public transport users Specialist service vehicles (e.g. emergency services,

waste, etc.) Consider last Other motor traffic

3.2.2. Access and circulation arrangements must accommodate the needs of vehicles and pedestrians. Entrances and exits to and from the public highway must not interfere with the safe and free movement of traffic, or present a hazard to road users, pedestrians and cyclists.

3.2.3. In this respect, factors such as sight lines and kerb radii must be satisfactorily addressed. Where curved kerbs are used at accesses, the larger the radius of the entrance / exit arc used, the higher the possible manoeuvre speeds into and out of the junction. In the interest of safety and appropriate vehicular speeds, the access corners should be provided with as small a radius as possible.

3.2.4. Transition kerbs are often more appropriate than kerbs with radii for accesses which experience lower traffic volumes. These consist of the crossover being formed by a kerb set at a taper from footway level to highway level. These can give pedestrians using the footway higher priority over vehicular movements.

3.2.5. At all accesses good inter-visibility between accessing/exiting vehicles and likely pedestrian desire-lines should be incorporated into the design. Wherever possible, pedestrian entrances/exits should be separate from those used by vehicles. Car parks should incorporate high quality design constructed from good quality materials which can minimise intrusive impact on viewing from the outside as well as within the car park. Landscape design should form an integral part of the design of car parks, incorporating appropriate planting with hard surfaces and lighting selected from good quality, sustainable materials. The main visual objectives in the successful design of car parks are to minimise their intrusive impact on their surroundings, reduce their apparent scale when viewed from within the car park and to minimise opportunities for crime.

3.2.6. Car parking spaces should have minimum dimensions of 4.8m x 2.4m. The minimum manoeuvre space behind a car parking bay of this size is 6.0m. For a bay of wider dimensions, the distance behind the bay may be reduced proportionately. In grouped parking areas, the average requirement per car including space for access is 20m2.

3.2.7. The Council is committed to fulfilling its responsibilities under Section 17 of the Crime and Disorder Act 1998, which states that all relevant authorities



have a duty to consider the impact of all their functions and decisions on crime and disorder in their local area. This obligation will be achieved, in part, by providing guidance which will help ensure that crime and the perception of crime in the local context has been a material consideration in the design and layout of parking. Any layout should be capable of utilising and interacting with the existing/proposed natural surveillance. Occupants of adjacent buildings and passers-by should be able to see between parked cars in order to help prevent crime.

3.2.8. Surface materials, landscape design, boundary treatments and planting are important in this respect. Care should be taken to avoid creating hiding places in order to minimise opportunities for crime. Car parks should have good surveillance, be well lit and sign posted.

3.2.9. Cardiff Council endorses both the ‘Secured by Design’ (SBD) and ‘Park Mark Safer Parking’ award schemes. The schemes offer a uniform approach to creating safer environments by providing high standards of security and good design. They are supported by the Association of Chief Police Officers (ACPO) and the Home Office Crime Reduction Unit. Developers are encouraged to apply for the award, and should seek early advice from South Wales Police Architectural Liaison Officer or visit the website (www.securedbydesign.com & http://www.saferparking.com/).

3.2.10. The Council recommends the use of sustainable urban drainage systems and advocates the use of porous surface material and swales to attenuate storm water runoff for all proposed new parking, ground conditions allowing.

3.3. Standard Details

3.3.1. Table 3.3 provides references for the design specification for parking and circulation spaces. The list is not exhaustive, but includes the most commonly used details which may be useful in drafting planning applications. The Standard Detail Drawings are available from officers in the Highways and Waste Management service. (e-mail: [email protected])

Table 3.3: Standard Details Useful for Circulation Space Design

Drawing Name

Drawing Reference Number

Subject Matter Notes

Combined Kerb & Drainage System

HSM/HO/PC/508-022

‘Beanie’ block drainage kerb

Other kerb & drainage specifications are available

Typical Construction Details Estate Road – New Works

HSM/HO/PC/701-002

Cross-section of pavement construction of roads

Typical HSM/HO/PC/701- Cross-section of


http://www.securedbydesign.com/

http://www.saferparking.com/

mailto:[email protected]



Drawing Name

Drawing Reference Number

Subject Matter Notes

Construction Details Block Construction – Estate Road

003 pavement construction of concrete block roads

Clay / Concrete Block Construction

HSM/HO/PC/701-005

Cross-section of pavement construction using paving block system

Sub Base Thickness in Carriageway Construction

HSM/HO/PC/705-010

Table of minimum sub base thicknesses for different California Bearing Ratios

Kerbs HSM/HO/PC/1101-006

Various kerb designs

Standard Kerb Details

HSM/HO/PC/1101-008

Engineering drawings of installed kerbs

Channels HSM/HO/PC/1101-020

Surface drainage channels

Standard Detail Channels

HSM/HO/PC/1101-021

Engineering drawings of installed channels

Mobility kerbs and Crossings

HSM/HO/PC/2640-010

Dropped kerbs and crossings

Mobility movements

HSM/HO/PC/2640-015

Appropriate standards for footway widths by user and circumstance

Also reference the Manual for Streets; Cardiff Residential Design Guide and Inclusive Mobility.

Cycle Stands

HSM/HO/PC/2670-011

Cycle stand example showing foundation fixing

Cycle Stands

HSM/HO/PC/2670-011-b

Cycle stand example showing ground anchoring

Mobility Car Parking

HSM/HO/PC/2670-014

Car parks; ramps; widened spaces & signs appropriate for mobility restricted drivers and ambulances

3.4. Parking Guidance for People with Disabilities

3.4.1. Standards on the number of designated parking bays for are set out in Tables 3.4 to 3.7. These are based on advice contained within the ‘Parking Guidelines of the Standing Conference on Regional Planning in South Wales’ (Revised Edition 1993) and the Department of Transport Traffic Advice Leaflet


5/95 ‘Parking for Disabled People’.

3.4.2. Parking layout guidance and appropriate streetscapes for the use by disabled people can be obtained from Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure DfT (2002). Such an approach is required by the Disability Discrimination Act (DDA), 1995.

3.4.3. The parking standards for people with disabilities represent minimum provision and should be provided in addition to the operational and non-operational car parking provision. Where a reduced number of car parking spaces below the maximum level are provided, the level of car parking provision for disabled people should be maintained in the same proportion as if the overall number of spaces was up to the maximum level. At certain locations, and where the proportion of disabled people is known to be higher, the ratio of parking for the disabled may need to be increased. The needs of disabled people (including designated spaces) will also need to be considered in developments where no off-street car parking is proposed.

3.4.4. Planning applications are required to be accompanied by an ‘access statement’ (TAN 18, 2007). Guidance on access in the planning system (‘Planning and Access for Disabled People – A Good Practice Guide’ published by ODPM, BS 8300: 2002 ‘Design of buildings and their approaches to meet the needs of disabled people - Code of Practice’ and Design for Wales, Design and Access Statement 2008) recommends provision of an access statement to identify the philosophy and approach to inclusive design adopted, the key issues of the particular scheme, and the sources of advice and guidance used. An additional benefit of providing an access statement is that it should set out, at the time of the planning application, most of the information needed by a building control body, thereby assisting the dialogue between the applicants and building control. In addition to adequate provision of specifically designed and located parking bays, provision should also be made for suitable and conveniently located ticket dispensing machines and vehicular control barriers. Further guidance on access statements and the requirements relating to access and use of buildings can be obtained from [email protected].

3.5. Car Parking for People with Young Children

3.5.1. In shops and buildings to which the public have access and in public car parks, spaces should be reserved for people needing to transfer young children to and from the car. Spaces should be provided as part of non-operational parking provision. Parking for people with young children must be: • Marked with a suitable symbol; • Provided at a medium width of 5.6m, to include 1.2m access zone between

parking bays; • Located close to the main accessible entrance to the building.

3.6. Design for Refuse Collection

3.6.1. For guidance on access for refuse collection vehicles and refuse collectors




please refer to the Council’s Supplementary Planning Guidance on Waste Collection and Storage Facilities, 2007.

3.7. Cycle Parking Standards

3.7.1. Standards for the provision of cycle parking for different types of development are set out within Tables 3.4 to 3.10. These represent minimum provision for all areas of Cardiff, which must be provided in addition to other vehicle parking. Short stay cycle parking provides for the needs of visitors or customers to a building for up to 5 hours, whilst long stay parking provides for the needs of residents, employees and commuters for longer periods, for example, over 5 hours.

3.7.2. The importance of cycling facilities such as changing rooms, showers and lockers in encouraging more people to cycle cannot be underestimated. Such facilities will be sought in appropriate circumstances where long stay cycle parking is required.

3.7.3. Sheffield-type stands, which provide two cycle parking spaces and allow both the frame and wheels to be secured onto the ‘n’ shaped stand, are considered appropriate for short stay parking for most situations. Alternatives will be considered, but must offer at least the equivalent capacity, robustness and degree of protection for users. Stands which incorporate effective security and innovative design (such as the ‘Bikeoff’ Secure Bike Parking Stands’) will be encouraged.

3.7.4. Residential and long stay cycle parking needs to be secure and sheltered. The shelter may be in the form of accommodation within buildings, in cycle sheds or other sheltered structures and can include cycle lockers or cages. It is often better to have several small groups of stands rather than one large facility. Cycle provision should be designed into a scheme from the outset.

3.7.5. Cycle parking must be provided in a safe, secure and convenient position and also be located close to the intended destinations. Wherever possible, it should be located within the curtilage of the development. Stands should be visible and positioned so they do not obstruct pedestrians or people with disabilities. They should be clearly signposted and highlighted by defined areas, such as the use of surface changes, colour or texture. In order to maximise security, cycle parking should be prominently located in places which maximise surveillance. They should be overlooked by passers by, well lit and, where possible, viewed by CCTV or security guards.

3.7.6. Stands should be positioned so that they can be properly used and do not cause a safety hazard. A minimum distance of 1.2m should be maintained between Sheffield stands to enable access and ease of use. Additionally, Sheffield stands should be at least 0.9m from the kerb line to ensure that parked cycles do not overhang the carriageway, with adequate clearance from walls. Consideration should be given to changing the pavement surface around the stands to identify the area to the visually impaired. Care must be taken when fixing the stands to avoid damage to underground installations. Where cycling stands are to be placed on the adopted highway, agreement



must first be secured from the Council by licence.

3.7.7. The preferred location of cycle parking can vary, depending on the nature and location of development and the length of time people are likely to leave their bikes. The siting of stands in prominent places, within Conservation Areas and within close proximity to Listed Buildings needs careful consideration.

3.7.8. Where no differentiation is made between short stay or long stay parking, the stands should be located so as to provide for both employees and visitors.

3.7.9. Short stay parking, which provides for the needs of visitors or customers to a building for a few hours, should be located as close as possible to the visitor entrances of a building and, ideally, within 30m. Long stay parking, which provides for the needs of employees and commuters for longer periods, is more appropriately provided within, to the side, or rear of a building and should be overlooked or provided with surveillance.

3.7.10. Where it is not possible to provide cycle parking within the site itself, the developer will be expected to make a payment proportional the scale and impact of the development to the cost, as specified by the Council, for purchasing and installing off-site cycle facilities. The Council may pool funds from various developments, to provide cycle parking facilities within a locality.

3.7.11. Best practice guidance on the design of cycle parking and cycling infrastructure is provided in the London Cycling Design Standards: A Guide to the Design of a Better Cycling Environment, 2005.

3.8. Parking Standards for Powered Two Wheelers

3.8.1. Well-placed and designed Powered Two Wheeler parking will help improve the appearance of an area, reduce obstructions to pedestrians by reducing random parking, reduce theft and damage to secured Powered Two Wheelers and highlight motorcycling as an alternative mode of transport.

3.8.2. Developers will be expected to provide secure parking for powered two wheelers in all non-residential developments equal to a minimum of 1% and a maximum of 5% of the number of car parking spaces provided. Parking for powered two wheelers is required, in addition to car and cycle parking provision. Standard spaces should be 2.5m by 1.5m.

3.8.3. Parking must be provided in a safe, secure and convenient position and, wherever possible, within the curtilage of the development. Parking must be positioned so as not to obstruct pedestrians or people with disabilities, where it is visible to passers by and where possible, viewed by CCTV or security guards. Powered Two Wheeler 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 present a hazard to users.

3.8.4. Developments making specific provision for Powered Two Wheelers should incorporate appropriate anti-theft or tampering measures. The availability of



secure parking is particularly important in offices, shopping, and entertainment centres, and public transport interchanges where medium to long-term parking may be anticipated.

3.8.5. Best practice guidance on the design of Powered Two Wheeler parking is provided in the Department of Transport, Local Government and the Regions’ Traffic Advice Leaflet 2/02.

3.9. Car Clubs

3.9.1. Car Clubs are a way to share car use within the formal structure of an operator run system. Parking spaces can be provided at workplaces and/or residences and on-street. For developments where a reduced amount of parking is sought, car clubs may be required to be implemented

3.9.2. There are a number of advantages to developers in providing car clubs and their use in meeting parking standards and environmental mitigation. Existing planning guidance emphasises the benefits of high density housing developments. Car Clubs could contribute to mitigating many transport related impacts in some cases and the provision of a Car Club may make the development more attractive to prospective owners / tenants of the units.



Figure 3.1: Central Area Boundary



Table 3.4: A1 - Parking Standards for Retail and Wholesale

A1 Parking Standards for Retail and Wholesale Shops, retail warehouses, hairdressers, undertakers, travel and ticket agencies, post offices, pet shops, sandwich bars,

showrooms, domestic hire shops, dry cleaners and funeral directors. Area Type of Retail

Development Parking Spaces Required for Operational Use

Car Parking Spaces for Shopper & Employee Use (m2)

Cycles Long Stay Spaces (m2)

Cycles Short Stay Spaces (m2)

Powered two-wheelers

Disabled Parking Provision

Min (In addition to non-operational)

Max Min Min Range Up to 200 Bays

Over 200 Bays

Small Retail (<200m²)

1 1/60 1/100 (1-2)

1/100 (1-2)

1%-5%

Medium Retail (210-1000m²)

2 1/40 1/200 (1-5)

1/200 (1-5)

1%-5%

Large Retail (>1000m²) Shopping Malls will be addressed on individual unit size

3 1/14 1/500 (2+)

1/250 (4+)

1%-5%

Non- Central

Warehousing 3 1/30 1/1000 (1+)

1/4000 (1+)

1%-5%

Central All Retail 0 1/400 1/100 (1-2)

1/100 (1-2)

1%-5%

All Areas Open Air Markets 1 per stall 1/30 1/200 (1-5)

1/200 (1-5)

1%-5%

3 bays or 6% of total capacity, whichever is greater

4 bays plus 4% of total capacity



Table 3.5: A2 & B1 – Parking Standards for Financial and Business

A2 & B1

Parking Standards for Financial & Business Banks, building societies, estate and employment agencies, professional & financial services and betting offices, as

well as call centres and conference facilities. Offices, research and development, light industry appropriate in a residential area.

Area Type Development

Car Parking Spaces for Visitor and Employee Use(m²)

Cycles Long Stay Spaces (m²)

Cycles Short Stay Spaces (m²)



Min Max Min Min Range Up to 200 Bays

Over 200 Bays

Non-Central Area

Offices 1 space minimum provision

1/40 1/200 1/1000 1-5%

All Central Offices 0 1/250 1/200 1/1000 1-5%

Individual bays for each disabled employee plus 2 bays or 5% of total capacity, whichever is greater




Table 3.6: A3 & C1 – Parking Standards for Food, Drink, Entertainment and Lodging

A3 & C1

Parking Standards for Food, Drink, Entertainment & Lodging For the sale of food and drink for consumption on the premises - restaurants, snack bars and cafes.

Public houses, wine bars or other drinking establishments (but not night clubs). Hotels, boarding and guest houses where no significant element of care is provided.

Parking Spaces Required for Operational Use(m²)

Car Parking Spaces for Shopper and Employee Use. (m²)

Cycles Long Stay Spaces

Cycles Short Stay Spaces



Area Type of Drink and Lodging Development

Min (in addition to non-operational)


Over 200 Bays

Assembly Halls, Public Houses, Restaurants, Cafes

0 1/10 1/5 employees

1/40 m² public floorspace

1-5%

Cinemas 0 1/5 seats 1/10 employees

1/30 seats 1-5%

Stadia 0 1/15 seats Bespoke basis

Bespoke basis 1-5%

Hotels 0 1 space per staff / guest bedroom + 1/3 non-resident staff

1/5 beds Bespoke basis 1-5%

Non- Central

Drive Through Restaurants

0 1/14+ 1/3 non-resident staff

1/5 employees

1/40 m² 1-5%

Central Food, Drink & Lodging

0 Drop-off spaces required within curtilage

1/5 employees

1/40 m² public floorspace or 1/30 seats (whichever is the greatest)

1-5%

3 bays or 6% of total capacity, whichever is greater




Table 3.7: B2 & B8 – Parking Standards for Industrial and Distribution

B2 & B8

Parking Standards for Industrial & Distribution General industrial, storage or distribution (including open air)

Area Type of Industrial & Distribution Development

Parking Spaces Required for Operational Use

Car Parking Spaces for Shopper & Employee Use (m²)

Cycles Long Stay Spaces (m²)

Cycles Short Stay Spaces (m²)





Over 200 Bays

Small Industrial Units & Wholesale Warehousing (<500 m²)

4 1/60 1/500 1/1000 1-5%

Medium Industrial Units & Wholesale Warehousing (501-1000 m²)

6 1/60 1/500 1/1000 1-5%

Large Industrial Units & Wholesale Warehousing (1001-2000 m²)

7 1/120 1/500 1/1000 1-5% Non- Central

Large Industrial Units & Wholesale Warehousing (>2000 m²)

7 + 1 space per 300 m² over 2000 m²

1/120 1/500 1/1000 1-5%

Central All Industry & Distribution 1/1000 0 1/500 1/1000 1-5%

Individual bays for each disabled employee plus 2 bays or 5% of total capacity whichever is greater


All Areas Highly Technical Industry Bespoke – Likely to be between the standards for Offices (A2) & Industry (B2/B8)



Table 3.8: C2 & C3 – Parking Standards for Residential

C2 & C3

Parking Standards for all Residential Residential care homes, hospitals, nursing homes, boarding schools, residential colleges and training centres.

Family houses, or houses occupied by up to six residents living together as a single household, including a household where care is provided for residents.

Type of Residential Development

Car Parking Spaces for Residents (per unit)

Car Parking Spaces for Visitors (per unit)2

Cycles Long Stay Spaces (per unit)

Area

Houses / flats Min Max Max Minimum – applies to Flats per bedroom

1 bedroom 0.5 1 0.25 1 2 bedroom 0.5 2 0.25 1 3 bedroom 1 2 0.25 1 4 + bedroom 1 3 0.25 1 Elderly persons houses and flats (not wardened)

0.5 1 0.25 0

Houses of Multiple Occupation – units with shared facilities & Hostels

0 1 0.25 0.25

Non-Central Area

Affordable Housing Reduced to half of normal min

Same as other housing

0.25 1

All Central Residential 0 1 0 spaces 1

All Areas

Sheltered Housing (no minimum in Central Area)

0.25 0.5 0.25 (plus 1 for each resident staff & 1/3 non-resident) Operational space should be provided near the entrance to the building.

0.05 (Visitor short stay spaces, in addition at: 0.05 per unit)

2 Visitor parking should be provided on site.



C2 & C3

Parking Standards for all Residential Residential care homes, hospitals, nursing homes, boarding schools, residential colleges and training centres.

Family houses, or houses occupied by up to six residents living together as a single household, including a household where care is provided for residents.

Type of Residential Development

Car Parking Spaces for Residents (per unit)

Car Parking Spaces for Visitors (per unit)2

Cycles Long Stay Spaces (per unit)

Area

Houses / flats Min Max Max Minimum – applies to Flats per bedroom

Nursing Homes, Residential Homes & Homes for Children

1 1/resident staff & 1/3 non-resident staff

0.25/resident staff Operational space should be provided near the entrance to the building

0.05 (Visitor short stay spaces, in addition at: 0.05 per unit)



Table 3.9: D1 & D2 – Parking Standards for Institutions & Assembly Halls

D1 & D2

Parking Standards for Institutions & Assembly Halls Clinics, health centres, crèches, day nurseries, day centres, schools, art galleries, museums, libraries, halls, places of worship,

church halls, law courts. Non residential education and training centres. Cinemas, music and concert halls, bingo and dance halls (but not night clubs), swimming baths, skating rinks, gymnasiums or

sports arenas (except for motor sports, or where firearms are used). Area Type of Institutions

& Assembly Hall Development


Car Parking Spaces for attendees’ Use

Cycles Long Stay Spaces

Cycles Short Stay Spaces



Min (in addition to non- operational)

Max Min

Min

Range Up to 200 Bays

Over 200 Bays

Hospitals Essential vehicles as required

2 per bed 1/20 beds 1/20 beds 1-5%

Health Centres & Surgeries

1 per practitioner (Doctor, Nurse etc.)

1 per 2 ancillary staff & 5 per practitioner

1/ consulting room

Bespoke basis 1-5%

Places of Worship 1 (none depending on local conditions)

1/10 of capacity 1/10 Officials 1/50 public floorspace

1-5%

Leisure Centres, Sports / Fitness Clubs

1 1/2 capacity + 1/3 spectators

1/10 employees 1/10 capacity 1-5%

Non- Central

Libraries 1 1/45 m² 1/10 employees 1/30 m² public floorspace

1-5%

Central All Kinds 0 0 As non-central As non-central 1-5%

3 bays or 6% of total capacity whichever is greater




Table 3.10: Parking Standards for Sui Generis

Sui Generis

Parking Standards for Sui Generis


Car Parking Spaces for Service User and Staff Use

Cycles Long Stay Spaces (min)

Cycles Short Stay Spaces (min)


Area Type of Sui Generis Development


Max Min

Min


Up to 200 Bays

Over 200 Bays

Garages & Service Stations

1/ bay 2/service bay + minimum of 5 waiting spaces for any automatic vehicle wash facility

1/2 employees 1 Bespoke basis

Car Sales Premises 1 transporter space

1/50 m² 1/2 employees 1 Bespoke basis

Non- Central

Driving Schools, Private Hire, Vehicle Hire, Licensed Taxis

1 0 1/2 employees 1 Bespoke basis

Central All Sui Generis Bespoke basis

Bespoke basis Bespoke basis Bespoke basis Bespoke basis

All Areas

Purpose-built student housing

1 space per 25 beds should be provided for operational parking

Bespoke basis Bespoke basis 0.25 (visitor short stay spaces, in addition at: 0.05 per unit)

Bespoke basis

Individual bays for each disabled employee plus 2 bays or 5% of total capacity, whichever is greater




4.0 TRANSPORT STATEMENTS, TRANSPORT ASSESSMENTS & TRANSPORT IMPLEMENTATION STRATEGIES

4.1. Transport Statements

4.1.1. For all developments at or exceeding the thresholds in Table 4.1, the developer will be required to prepare and submit a Transport Statement for consideration with the planning application.

4.1.2. The purpose of a Transport Statement will be to provide a qualitative and quantitative assessment of the existing transport conditions in and around a development site and the transport impacts of the development in terms of trip generation. It should also set out in detail the measures that will be taken to address those impacts.

4.1.3. Use of Transport Statements is supported by TAN 18. Transport Statements should follow the recommended format for Transport Statements in Chapter 3 of DECLG/DfT Guidance on Transport Assessments (2007).

4.2. Transport Assessments and Transport Implementation Strategies

4.2.1. Transport Assessments should be prepared and submitted alongside the relevant planning applications for any development that will have significant transport implications. A transport assessment is a comprehensive and consistent review of all the potential impacts of a proposed development or redevelopment, with an agreed plan to reduce any adverse consequences. Covering access by all modes, their purpose is to provide information to enable decision makers to understand how the proposed development is likely to function in transport terms. A Transport Assessment will be required for all developments at or exceeding the thresholds set out in Table 4.1.

4.2.2. TAN 18, 2007 indicates that any mitigation should be proposed via a Transport Implementation Strategy which should “set objectives and targets relating to managing travel demand”; this signals an emphasis on ‘soft measures’, including: Travel Plans. Transport Implementation Strategies will be required for all applications subject to a Transport Assessment.

4.2.3. Guidance on the Transport Assessment process and the requirements for Transport Implementation Strategies is included in Annex D of TAN 18 and Appendix A of ‘Transport Assessment and Implementation: A Guide’ (Scottish Executive 2005)

4.2.4. All Transport Assessments must be independently audited before submission to the Council.



Table 4.1: Thresholds for Transport Assessments, Transport Statements and Travel Plans

Thresholds for Transport Assessments, Transport Statements and Travel Plans

Indicative Thresholds by Use Class for Transport Statements

Indicative Thresholds by Use Class for Transport Assessments

Indicative Thresholds by Use Class for Travel Plans3

Use Class Use Threshold (GFA)

Threshold (GFA)

Threshold (GFA)

A1 Food Retail > 150 m² >1,000 m² >1,000 m² A1 Non food Retail > 250 m² >1,000 m² >1,000 m² A3 Restaurants &

Cafes > 150 m² >1,000 m²

A2 & B1 Business > 500 m² >2,500 m² >2,500 m² B2 General

Industrial > 1,000 m² >5,000 m² >5,000 m²

B8 Warehousing & Distribution

> 1,000 m² >10,000 m² >10,000 m²

C1 Hotels

> 20 beds > 1,000 m² > 1,000 m²

C2 Hospital, Nursing Homes

> 30 beds >2,500 m² >2,500 m²

Sui Generis Student Accommodation

> 25 students > 25 students > 25 students

C3 Dwelling Houses > 20 > 80 dwellings > 80 dwellings D1 Non-residential

institutions > 250 m² >2,500 m² >2,500 m²

D1 Education > 500 m² >2,500 m² (All new and expanded school facilities)

>2,500 m² (All new and expanded school facilities)

D2 Cinemas & Conference Facilities

> 250 m² >1,000 m² >1,000 m²

D2 Leisure Facilities

> 250 m² >1,000 m² >1,000 m²

Other Stadia

> 250 m² >1,500 seats >1,500 seats


3 Travel Plans will also be required for: 1) smaller developments which could generate significant amounts of travel in, or near to, air quality management areas and in other locations where there are local initiatives or targets for the reduction of road traffic, or the promotion of public transport, walking and cycling; 2) developments where a Travel Plan would help address a particular local traffic problem associated with a planning application which might otherwise have to be refused on local traffic grounds, for example, where overspill parking might occur from developments with low or nil off-street parking provision.


5.0 TRAVEL PLANS

5.1. Requirement for a Travel Plan

5.1.1. A Travel Plan is a package of measures designed to manage access and serves to promote the uptake of sustainable modes of travel to and from a site. Travel Plans should be tailored to the circumstances and needs of the development and its surrounding environment. Travel Plans must be regularly monitored and adapted to reflect changing circumstances. Best practice guidance and other information on the production of Travel Plans can be found in Appendix B.

5.1.2. Travel Plans will be required as a condition of planning consent for developments that are likely to have significant transport implications, as set out in Table 4.1.

5.1.3. Other trip related thresholds will include sites where development is expected to generate the following trip levels: • More than 500 person trips per day; • More than 100 person trips during the peak hour

5.1.4. Travel Plans will also be required for developments which meet the thresholds set out above as a result of incremental development. In these cases a Travel Plan will be required for the whole site.

5.2. Travel Plan Design and Contents

5.2.1. Travel Plans will vary according to the type of development. These specific requirements are addressed below:

5.2.2. Multi-occupancy sites (see Appendix B - TP 3.1) - The cumulative transport impacts of a number of smaller organisations or developments within one site may justify an ‘umbrella’ Travel Plan for the whole site. This should be provided and administered by the agent of the developer/site manager. Additional ‘subsidiary’ Travel Plans may be required in respect of the smaller ‘units’ which directly relate to and integrate with the umbrella Travel Plan. Where possible, developers, site management and landlords, should include the requirement to produce a Subsidiary Travel Plan (a Travel Plan relating to an individual organisation that sits within an Umbrella Travel Plan) as a part of the lease.

5.2.3. Organisational Travel Plans for new developments (see Appendix B - TP 3.1) - A Travel Plan should be specifically tailored to the needs of the organisation/site for which it is written. A full Travel Plan may not be possible prior to commencement of development, as appropriate information regarding the end user and their travel patterns will not be available. This will require the production of an interim or ‘Framework’ Travel Plan.

5.2.4. Framework Travel Plan – This will describe proposed sustainable travel



measures and measures to reduce the need to travel. The Framework Travel Plan should specify any measures which will be implemented before occupation (for example, improvements for pedestrian and cycle parking facilities etc.), and a firm commitment and timetable for production and implementation of the Final Travel Plan which should be submitted to the Council for approval within 6 months of the commencement of occupation. Delay in implementing the Travel Plan following occupation should be mitigated by setting clear timescales for roll out. This will reduce the opportunity for the development of unsustainable travel habits from the outset.

5.2.5. Residential Travel Plans (see Appendix B – TP 3.2) - These differ from other Travel Plans in that they deal with complex varied patterns of journeys and journey types from a place of origin. Residential Travel Plans require that an ongoing Travel Plan management and organisational structure be put in place to continue and coordinate Travel Plan implementation. The scope of Residential Travel Plans varies significantly with the type, location and scale of the residential development involved and how it integrates with the local area in which the Travel Plan is operating e.g. part of a mixed use development.

5.2.6. School Travel Plans (see Appendix B - TP 3.3 ) - Are designed specifically to address the transport needs of pupils and staff. Each plan will vary according to the nature of the education provided and the catchment area of the school. Close liaison with school transport services is recommended.

5.2.7. All Travel Plans comprise a ‘package’ of measures and actions. These are best illustrated as a Travel Plan pyramid. (see Figure 5.1 below). A summary of potential measures for specific types of Travel Plans can be found in Appendix B - TP 2.

5.2.8. Best practice guidance suggests that the key elements in a Travel Plan should be: • a strategy and targets for the proportion of employees who will travel to

the site by means other than single occupancy car; • a method for monitoring progress; • a structure for the delivery of sustainable transport objectives which seek

to: • reduce the need to travel to and from the site; • reduce the number of vehicles, with emphasis on single

occupancy vehicles travelling to the site; • reduce costs associated with on-site parking provision and

congestion; • provide minimum possible parking provision; • improve safety and security for people who use the site; • promote active transport and public transport usage and

encourage a change of attitudes to these modes; • promote coordination and cooperation between and within

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• improve overall accessibility; • promote the existing public transport system that works to

enhance the environment and support a sustainable economy for Cardiff and the region.

5.2.9. The DfT Best Practice Guidance for Travel Plans (A Travel Plan Resources Pack for Employers 2002), states that a complete Travel Plan should provide a detailed and thorough exploration of the process involved. This process should: • identify roles and responsibilities • consider consultation with Staff Unions and/or outside organisations • conduct a site audit • identify the overall objective(s) of the plan and its targets and the

indicators • identify alternative transport, incentives, disincentives and 'safety net'

provisions

5.2.10. More detailed information on the content and structure of Travel Plans for specific purposes can be found in Appendix B - TP3.

Figure 5.1: Travel Plan Pyramid

Marketing and

awareness raising


Location of site or organisation

Design features to mitigate congestion and reduce the need to travel

Appointment of a Travel Plan Coordinator

Facilitation and development of measures

5.3. Monitoring and Enforcement

5.3.1. Travel Plans must be monitored and updated. In respect of this a contribution towards the monitoring of a Travel Plan will be required by the Council (see Section 6.0 below).

5.3.2. Enforcement may be required where: nforcement may be required where:


• there is non-compliance with a Section 106 requirement or condition e.g. to implement a Travel Plan or a particular measure

• Travel Plan measures have not met the agreed outcomes or targets and some remedy is necessary

• some aspect of the Travel Plan has not operated as intended and needs to be reviewed and revised.

5.3.3. Enforcement should not be seen as a penalty, but as a way of facilitating the original aims of the Travel Plan.

5.3.4. Enforcement can be undertaken in relation to non-compliance with specific planning conditions that relate to a Travel Plan, for example: • preventing the occupation of part of the site; limiting its use or further

development until a specified element of the Travel Plan has been implemented

• enforcing limitations on parking levels for each phase of a development • requiring the submission and implementation of a parking management

plan.

5.3.5. Enforcement may also take the form of sanctions exercised under the terms of a Planning Obligation, for example: • payments to the Council to implement previously agreed measures where

these have not been put in place • the requirement to extend the monitoring period and to provide a revised

package of measures until such time as the targets are met • payments to the local authority to cover the cost of taking action to deliver

the agreed target (s) where these have not been achieved • non-return of a ‘bond’ paid to the Council by the developer prior to

commencement of the development, for the same purpose • specified payment to the Council to meet the cost of taking action to

achieve the agreed outcome, for example implementing a car parking zone around the development.



6.0 PLANNING CONDITIONS and OBLIGATIONS

6.1. Planning Conditions

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

6.1.2. 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 lorry parking and turning spaces

v. to secure the provision of secure cycle parking and changing facilities and safe pedestrian and cycle routes

vi. to secure the provision of on-site facilities for public transport, such as bus stops, shelters, boarders and build-outs, real-time information units and anti-crime cameras

vii. to require the preparation of a Travel Plan or require aspects of a travel plan to be implemented

viii. to restrict permitted development rights, in exceptional circumstances, where an otherwise permitted change of use could cause a material deterioration in local traffic conditions

ix. crime prevention through environmental design (CPTED) or community safety initiatives, improved street lighting, alley gating, ambassador schemes, provision of CCTV

x. consideration and specification of the surface finish and its implications for sustainable drainage.

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

6.2. Planning Obligations

6.2.1. Guidance on Developer Contributions for Transport is set out in separate Supplementary Planning Guidance.

6.2.2. The requirement to prepare a Travel Plan and the implementation of specific components of the Plan can also be secured through Planning Obligations. Planning Obligations are normally the most appropriate means, of securing the provision of physical measures outside the site boundary and financial contributions to support services or activities required for Travel Plan implementation. They are also likely to be the most effective mechanism for



enforcing performance targets e.g. in relation to travel patterns, or imposing sanctions and financial penalties, where these are required to provide an incentive for Travel Plan delivery.

6.3 Further Advice 6.3.1 Applicants are advised to discuss proposals in advance of a formal planning

application by contacting: Development & Building Control Cardiff Council City Hall Cathays Park Cardiff CF10 3ND Tel: (029) 2087 1134 Email: [email protected] 6.3.2 For building regulations advice, applicants are advised to contact: Tel: (029) 2087 1303

Email: [email protected]

Or write to either of the above at the address given above. 6.3.3 For further information on requirements for Travel Plans, please contact the

Team Leader, Transport Policy Team on 029-2087-3258 (email: [email protected] )





APPENDIX A – CARDIFF UNITARY DEVELOPMENT PLAN

A1. The Cardiff Unitary Development Plan was placed on deposit in October 2003. Following introduction of the European SEA (Strategic Environmental Assessment) Directive in 2004 and subsequent updated guidance from the WAG on development planning, the Council has sought the agreement of the Assembly to cease preparation of the Cardiff UDP and commence preparation of a Local Development Plan.

A2. Guidance issued by the Welsh Assembly Government in respect of LDPs indicated that where a UDP has been put on deposit it may remain a consideration in development control decisions until such time as an LDP has been placed on deposit. Generally, the weight to be attached to policies in emerging UDPs depends on the stage of plan preparation, the degree of any conflict with adopted plans, and the number and nature of any objections and/or representations in support of policy.

A3. Policy 2.57 (Access, Circulation and Parking Requirements) of the deposited Cardiff UDP states:

Where necessary, safe and convenient provisions will be sought in conjunction with development for:

a) pedestrians b) people with special access and mobility requirements c) cyclists d) powered two-wheelers e) public transport f) vehicular access and traffic management within the site and its vicinity g) car parking and servicing h) coach parking i) horse-riders

A4. Representations were made at deposit, objecting to the above proposed policy.

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APPENDIX B – TRAVEL PLANNING MODULES

TP 1: Best Practice Guidance

6.2.3. The following documents provide advice and guidance on travel planning. • School Travel – Strategies and Plans: A Best Practice Guide for Local

Authorities, (DETR, 1999) • Green Transport Plans – Best Practice Guidance Note 2, Welsh Transport

Advisory Group, (1999) • Preparing you organisation for Transport in the Future: The benefits of

Green Transport Plans, (DETR, 1999) • Safer Journey to School: A Guide for Teachers, Parents and Governors

(DfT, DETR, DfEE, T2000 Trust, Safer Routes to Schools) • Using the Planning Process to Secure Travel Plans: Best Practice Guide

(DfT, 2002), • A Travel Plan Resources Pack for Employers (DfT, 2002) • Making Residential Travel Plans Work (DfT, 2002) • The Environmental Assessment of Plans and Programmes (Wales)

Regulations 2004 (S.I. 2004/1656) • Smarter Choices: Changing the Way we Travel (DfT October 2004) • Guidance on the Assessment of Travel Plans (DfT, 2005) • Workplace Travel Plan Evaluation Tool (DfT, 2005) • Making Residential Travel Plans Work: Good Practice Guidelines for New

Development (DfT, 2005) • Making Travel Plans Work: Research Report (DfT, 2005) • An Essential Guide to Travel Planning (DfT, 2007) • Making Residential Travel plans Work: Summary Document (DfT, 2007) • Making Personalised Travel Planning Work (DfT, 2007) • The Essential Guide to Travel Plans (DfT, 2007) • Further information on all aspects of Travel Plans is available from:

www.cardiff.gov.uk/travelplans.

6.2.4. Key Contacts: • Council Transport Policy Team Leader: e-mail:

[email protected]. • Council Travel Plan Officer: email: [email protected]. • Council Safer Routes to School Officer: e-mail: [email protected].

TP 2: Summary of Potential Travel Plan Measures

6.2.5. Examples of measures that may be included in a Travel Plan are set out below in tables relating to the type of Travel Plan that may be prepared.


http://www.cardiff.gov.uk/travelplans





Table TP 2.1: Workplace Travel Plans

Initiative

Potential Measures

Reducing the Need to Travel

Tele-working/remote working/home working Information provision Tele-conferencing/ Video-conferencing Personalised journey planning Flexi-time Compressed working week (or 9 day fortnight) Travel Plan Induction Pack Relocation packages Publicise Travel Plan when recruiting

Public Transport Provision of facilities on-site Discounted tickets Interest-free season ticket loans Improvements to existing services Improvements to waiting environment. Works buses/shuttle buses Promotional material and events

Walking Provision of shower/ change/ locker facilities Sign posting Route Maps Provision of umbrellas/rainproof clothing Promotional material and events Provision of personal alarms Self-defence lessons

Cycling Interest-free loans to buy cycle/equipment Introduce cycle mileage rates Obtain discounts from local shops/ security products Cycle marking/Coding Establish BUG Pool bikes Promotional material and events ‘Bike Doctor’ and other support, e.g. training

Powered two wheelers Provision of secure parking Provision of shower/ change/ locker facilities Promotional material and events

Car Park Management Car park permit scheme Car park exclusion zone Car park charging

Fleet Management Improved network provision Review company car policy Improved network maintenance Van pooling/drive share Provision of secure cycle parking Provision of shower/ change/ locker facilities Reviewing mileage rates Route Maps Driver training Sign posting Route planning




Initiative

Potential Measures

Pool cars Fleet Vehicles Use of efficient vehicles

Use of ‘clean fuels’ Review company car policy Use of local suppliers

Car Sharing Match-finding database Coffee clubs (to find/meet car share partners) Reserved parking spaces near to entrance Free/designated parking for Car Sharers Guaranteed ride home Promotional material and events

Table TP 2.2: School Travel Plans

Initiative

Potential measures

Walking Highway Measures

20mph zones outside school Priority measures for school buses Safe crossings outside school/along routes Local cycle lanes and cycle tracks Junction narrowing/parking reorganisation Shelters Walking bus schemes, Walking campaigns, Walking reward schemes Identification of safer walking routes Lockers for pupils to store books / bags ‘Park and walk’ scheme School crossing patrols

School Management Issues

School cycling policy Staff supervision of entrance Identify safe routes for cycling Access restrictions on school site Secure cycle storage Timetable planning and length of school day Showers, changing facilities and lockers Road Safety Training Classroom Work Pedestrian training 'Bike bits swap-shop' and a 'bike clinic' Poster/leaflet campaigns Parent escort training ‘Cycle trains’ Cycle helmet/hi vis wearing initiatives Discounts at local bike shops Road safety curriculum work Cycle training courses

Public Transport (Curriculum links)

Safe route planning (Geography) Promoting use of bus and rail bike shed design (CDT) Additional school buses survey analysis (Maths / Computing) Promotional work (English, Art and Drama) Risk management, health and citizenship (PSE)



Initiative

Potential measures

Information and publicity Private minibuses Parent escorts on buses

Car use Car share matching scheme ‘Drop-off ' point away from the school gate School gate car free zones Pre-driver training

Table TP 2.3: Residential Travel Plans

Initiative Potential measures

Site Design / Public transport improvements

Permeability for pedestrians and cyclists New or enhanced bus services Traffic calming/pedestrian and cycling friendly infrastructure Highways safety measures Facilities to improve interchange (e.g. cycle parking/ lockers at stations) New or enhanced rail services or connections On site speed limits Restrictions on car movements within site Parking restraint (or potential car-free site) Car Clubs Social exchange areas, recreation areas, seating areas, play areas, and biodiversity (nature) areas Cycle parking on site and provided in home design

Other services to support sustainable travel

Accessible bus routing Bus infrastructure measures and real time information Home delivery grocery service provisions and refrigerated drop-off points on site Adoption of home zone principles or features Taxi provision agreements

Improvements to off-site access

Journey share scheme Road safety improvements to highways infrastructure serving the site Community travel forum Creation and enhancement of cycling and walking links serving the site Bicycle user group Provision of off-site bus infrastructure/priority on routes serving the site

Facilities that reduce the need to travel

Broadband access and provision of office space in houses Local schools Local health centres/surgeries Local education Childcare Local leisure facilities Local shopping /home delivery - e.g. convenience store; cool storage areas for collection of groceries Local employment – e.g. mixed residential/office use or live/work accommodation, broadband.



Initiative Potential measures Local community centre or similar

TP 3: Travel Plan Process TP 3.1 New Developments/Workplace Travel Plans

6.2.6. Workplace Travel Plans are Travel Plans that relate specifically to an individual organisation and its site. Where this organisation is on a multi-occupancy site it will include reference to the Umbrella Travel Plan for the site.

6.2.7. Workplace Travel Plans submitted to the Council should include the following: • Background/Introduction - this should outline a site audit explaining site

location, numbers of people using the site (employees, visitors, services) and the nature of work and hours of business.

• Data from the site audit and staff travel survey - this information will describe general trends and the baseline modal split for travel to the site.

• Objectives - clear objectives, stating what the Plan is trying to achieve. These should include reduction in commuters driving alone to the site, reduction in car trips to/from the site, increases in public transport use where appropriate, reduction of car parking over subscription and improving sustainable access etc.

• Targets - these should be linked to the objectives of the plan and reflect policies and relevant information from the Transport Assessment where this has been required. Targets should also be SMART4. Where targets cannot be set a commitment to setting targets following full Travel Survey should be outlined. Targets should be approved by the Council and link to the Transport Assessment.

• Measures - this section needs to outline what actions will be taken to facilitate the achieving of targets set. Appropriate measures are informed by the results of the Transport Assessment, site audit and staff travel survey. The most effective Travel Plans contain a mixture of both ‘carrots’ (measures to improve alternatives to the car) and ‘sticks’ (measures to discourage unnecessary use of the car). This section should also outline how the Travel Plan will be promoted and communicated to employees, visitors (if appropriate, etc.). Measures which include external organisations such as public transport operators, need to ensure that early consultation has been undertaken.

• Action Plan - the Action Plan will outline a clear strategy for implementing the Travel Plan. It will clearly describe what actions will be taken, a timescale for their delivery and the persons or group responsible for their

4 Specific, Measurable, Achievable, Realistic and Time-scaled


delivery. It is the responsibility of a Travel Plan Coordinator to initiate the work and monitor and coordinate their progress.

• Monitoring and Review - a clear plan for monitoring and reviewing the Travel Plan should be included. This should be accompanied by clear timescales.

• Travel Plan Co-ordinator – the Travel Plan must include the name of the appointed person/s responsible for the implementation of the Plan. The Council must be informed of any changes. Smaller organisations may be able to extend the job profile of an existing employee. Larger organisations may need to consider appointing to a dedicated post. The Travel Plan Co-ordinator should be responsible for managing, delivering, promoting and monitoring the Travel Plan.

TP 3.2 Residential Travel Plans

6.2.8. Stages undertaken in developing a Residential Travel Plan are similar to those for producing a Workplace Travel Plan. Residential Travel Plans should be integrated into the development from the outset.

6.2.9. Table TP 3.2.1 below, sets out Best Practice Guidance on how the development of a Residential Travel Plan can be managed through pre-construction, construction and ‘moving-in’ stages of a residential development.

Table TP 3.2.1: Residential Travel Plan Development

Phase Management Activity Mechanism Funding Pre-construction

Travel Plan prepared by developer or their agent

Agreed appointment of Travel Plan Coordinator as part of the plan.

Planning consent

Travel Plan paid for by developer

Construction Travel Plan Coordinator in place 4-6 months before residents move in. Establish steering group including key agencies

Liaise with and train sales staff about transport benefits of site. Prepare marketing materials. Ensure TP measures are in place from the outset

Coordinator’s responsibilities outlined in Travel Plan. Implementation of identified measures

Travel Plan Coordinator paid for by developer.

Early moving in period

Travel Plan Coordinator in place Establish residents group e.g. site management committee or other structure.

Publicity and launch of TP. Provision of personalised travel marketing. Promotion of individual Travel Plan measures. Establish the

Plan measures detailed in the original plan and agreed as part of S106. Management structure for Plan agreed as part of S106.

Developer contributions towards individual Travel Plan measures.




Phase Management Activity Mechanism Funding management group for the plan and initiate meetings. Monitoring and amendment of the plan.

Implementation of identified measures.

6.2.10. The structure of a Residential Travel Plan is similar to plans for workplaces. The guidance provides a framework for addressing the issues particular to residential Travel Plans. i.e.: that the occupiers of the development are likely to be unknown; the need to deal with outward bound trips to multiple destinations; the provision of facilities that will reduce the need to travel; and the securing of a means of ensuring that the Travel Plan is actively rolled out and promoted for an agreed period of time.

6.2.11. Residential Travel Plans submitted to the Council should include the following: • Objectives – these take account of the Transport Assessment and/or

accessibility audit and should emphasise the provision of good access to a full range of services and facilities for residents that will help to reduce traffic generated by the development. The size, type and ownership/tenancy arrangements of the development will also inform the objectives.

• Targets - these should be realistic and specific to the site. They must represent a clear improvement over the ‘no Travel Plan’ scenario and should be based on data gathered. The targets should also reflect any appropriate targets set out in relevant local policy documents. It may be useful to look at potential success of other smart measure interventions as a guide. The level of car trips is a common measure of effectiveness of the Travel Plan, though other measures might be uptake of alternative modes of transport or levels of car ownership on the development. These targets may also relate to the awareness of the Travel Plan (which should also have an associated target) by residents on the development and can provide direction as to the future needs for the promotion of the plan. It may also be sensible to include, where appropriate, any environmental protection targets (for instance in Air Quality Management Areas).

• Measures - the location of each individual site in relation to existing public transport routes, health facilities, schools, shop and workplaces etc. will influence the pattern of travel. Measures to provide good access to key facilities will need to be site-specific. It will be necessary to integrate these measures into the design and marketing of the development so that sustainable patterns of travel are encouraged from the outset. The Travel Plan should reflect good and effective site layout that encourages the use of other modes of transport and controls car related trips. Outward bound journeys from a place of residence are multi destination and frequently multi-purpose. This means that a wide range of measures will need to be


incorporated in order to encourage the uptake of more sustainable travel choices. Measures to support walking, cycling and public transport are equally important to those of parking management and restraint. Residential Travel Plans will be expected to address the securing of a provision of such a facility for future occupiers and ensure appropriate marketing, particularly in low or zero parking developments.

• Monitoring and review - the monitoring process for Residential Travel Plans is similar to that for other Travel Plans. The results of the monitoring need to be shared with the residents so as to encourage feedback, involvement and ownership of the Travel Plan. Review arrangements must be built into the plan in order to reflect changes in the local environment, services and the population of the site. Specific facilities provided through the plan should be addressed on an individual basis as part of the review.

• Management arrangements - a Travel Plan Co-ordinator is essential to prepare and implement the Travel Plan. In particular a Residential Travel Plan Co-ordinator will be an important link with occupiers. During the construction phase the Travel Plan Co-ordinator will be involved in marketing activities, and will play a critical role as residents move in. This may include the provision of personalised Travel Planning, marketing, publicity, and establishment of a management group. If the role of the Travel Plan Coordinator can not be continued beyond the development stage, arrangements need to be put in place to ensure continued management and funding of the Travel Plan and its initiatives well into the future. Responsibilities and liabilities should be spelled out to ensure that the Travel Plan is sustainable once the properties have been sold or when the first occupiers have moved on. A number of management structures may be incorporated such as steering groups, management companies and community trusts.

• Evaluation - it is very important to set up and evaluate the proposed Travel Plan prior to its agreement. All Travel Plans should meet the TRACES evaluation criteria suggested by Making Residential Travel Plans Work: Good Practice Guidelines5, and summarised below.

Table TP 3.2.2: Residential Travel Plans Evaluation Criteria

T Transparent

Plans should identify clearly which organisations are responsible for all elements of the plan, where the financing will come from, and how targets have been developed

R Realistic

Plans should set realistic but stretching targets, which reflect Local Development Framework and Local Transport Plan policies and the likely make-up of new occupiers/inhabitants. Targets should take account of previous experience of people adopting sustainable transport choices (e.g. in response to Travel Plans and personalised journey planning).

A Achievable Plans should only include measures which

5 DfT Sept 2005



developers and partners in the process are capable of delivering and which are likely to have a positive impact on transport behaviour.

C Committed

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

E Enforceable

The commitments established in the Plan need to be enforceable by local authorities under the accompanying S106 agreement. This demands precision and 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. This includes specifying arrangements for the transition of responsibility for the plan from developer to occupiers, residents or other organisations and continuing sources of funding for the Plan.

TP 3.3: School Travel Plans

6.2.12. The development of a School Travel Plan is similar to that of a workplace Travel Plan. School Travel Plans submitted to the Council should include information on the following: • Travel Plan Working Group - a working group must be set up to oversee

the production and implementation of the School Travel Plan. This group will comprise of key stakeholders6 and a Travel Plan ‘champion’ responsible for coordinating the activities of the Travel Plan.

• Consultation - as part of the process it is important that parents, local residents (where appropriate) and other key local stakeholders be consulted to highlight any specific areas of concern.

• Site Audit and Surveys – an evaluation of the facilities and existing provisions of the site. This includes both parking arrangements and facilities that support the use of sustainable transport. Surveys should be undertaken, including a pupil travel survey, and a ‘route audit’ to assess walking and cycling route safety. The travel survey/questionnaire should identify how children travel to and from school, how they would like to travel, and what barriers prevent them from doing so. A staff survey is also desirable.

• Objectives and Targets - develop clear, SMART7 objectives that link to defined issues, and targets that reflect the survey data and identified issues.

6 Teachers, parents, Student Council, members of the local community, police and local

wardens and any other appropriate body.


7 Specific, Measurable, Achievable, Realistic and Time-scaled.


• Measures - that are most likely to be a success as determined by the research stage, objectives and targets.

• Action Plan – this should identify the specific person or body responsible for each action and the timetable for implementation.

• Support – the School Travel Plan is supported by the Head Teacher, School Governors and the Parent Teacher Association.

• Monitoring and review - monitoring arrangements will make links with the school development/improvement plan. The Travel Plan must include a commitment that the review will consider pupil travel needs arising from new developments in education and transport provision, and that the Travel Plan will be revised to take account of these as necessary.


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