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Bath & North East Somerset Local Plan
Deposit Draft January 2002
D12. The Requirements and Implications of Development
D12.1 The expected journey generation and the nature of any impact on the
safe and efficient functioning of the transport system as a whole will be major
considerations in the Council's determination of planning applications.
Developers will be required to submit sufficient data to enable the Council to
assess these matters and to demonstrate that any traffic reduction targets or
initiatives aimed at promoting public transport, cycling and walking set out in
the Local Transport Plan will not be jeopardised by their proposals. In the case
of large scale developments this will take the form of a full scale Transport
Assessment as described in Policy T26 and the associated
schedule below, but many applications for development below the thresholds set
out in that schedule will need to specify access and parking needs.
D12.2 The Council is hopeful that developments will make a positive
contribution towards the achievement of the Council's traffic reduction targets
instead of simply having a neutral impact on the transport system. There are at
least three ways in which this may be brought about.
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The new development may be so designed and located that
car use is discouraged and access by other modes encouraged.
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The occupier(s) of the development may build on this
initial advantage and seek to secure changes in the travel behaviour of
employees, clients or other visitors by drawing up a workplace or school
travel plan which would be submitted to the Council for approval very often
as a Planning Obligation. These Plans do not have to be associated with
development and can be phased to take account of planned improvements in
public transport for example.
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The development may make a financial contribution towards
the implementation of the Council's various access strategies which have
been outlined in this Section. Such contributions will be tailored as far as
possible according to the nature and location of the development.
D12.3 The new PPG13 sets out national maximum parking standards for large
developments but makes it clear that these will not be appropriate in many
locations. The Council will use the criteria in Policy T27 to determine an
appropriate level of provision, taking account of any Transport Assessment
submitted in line with policy TP26 and in some places such as
the centre of Bath may restrict this to operational parking. Detailed parking
standards for developments not covered by the national standards are being drawn
up by the Council and will be adopted as Supplementary Planning Guidance in due
course.
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Development will be permitted if, as appropriate it provides:
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a high standard of highway safety;
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safe and convenient access for pedestrians including
those with a mobility impairment;
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safe access for cyclists and cycle parking;
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facilities for public transport including measures which
would facilitate the early introduction or enhancement of services;
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adequate vehicular access having regard to environmental
considerations and, in addition;
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it avoids the introduction of traffic of excessive
volume, size or weight onto an unsuitable road system or into an
environmentally sensitive area;
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it avoids an increase in on-street parking in the
vicinity of the site which would detract from highway safety and/or
residential amenity; and
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provision is made for any improvements to the transport
system which are required to render the development proposal acceptable
having regard to the safe and efficient functioning of the transport system
and the traffic targets and related initiatives set out in the Local
Transport Plan.
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Planning applications for development of a type and scale above the
thresholds set out in the schedule attached to this policy must be accompanied
by a Transport Assessment. This will
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estimate the likely modal split of journeys to and from
the site;
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specify measures to improve access by public transport,
walking and cycling; and
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specify measures to reduce the number and impacts of
motorised journeys associated with the proposed development.
The Council may require that details of these measures, including their
implementation and funding be included in a travel plan to be submitted to and
formally agreed by the Council in association with the granting of planning
permission.
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Development will only be permitted if an appropriate level of on-site
servicing and parking is provided having regard to:
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the maximum parking standards and cycle parking standards
set out in the schedules attached to this policy and any additional
standards which may be adopted by the Council as Supplementary Planning
Guidance;
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the proposed use, any need for on-site provision to
ensure its efficient operation, and the likely extent of movement to and
from the site;
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the environmental capacity of both the site and its
surroundings to accept parking;
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the capacity of the local highway network and the need to
control any increase in traffic levels;
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the need to ensure highway safety;
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the accessibility of the site by public transport,
including Park and Ride;
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the ease of access by cycle or on foot;
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the availability of public car parking in the vicinity of
the site;
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the provisions of any travel plan which may be submitted
by or on behalf of the proposed occupier of the premises;
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Schedule to Policy T.25
Transport Assessment Development Thresholds
Land Use
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Threshold above which Transport Assessments are
required
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Gross Floorspace
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Site area in hectares for outline applications
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| Food Retail |
1,000 sq.m. |
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| Non Food Retail |
1,000 sq.m. |
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| B1 Offices |
2,500 sq.m. |
0.4 |
| B2 Industry |
5,000 sq.m. |
2.0 |
| B8 Distribution & Warehousing |
10,000 sq.m. |
3.0 |
| D2 Cinema & Conference Centres |
1,000 sq.m. |
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| D2 other leisure |
1,000 sq.m. |
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| D2 Stadia |
1,500 seats |
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| Education |
2,500 sq.m. |
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| Residential |
100 dwellings |
3.0 |
Smaller developments may be required to provide a simple
statement of transport and car parking needs as appropriate to the
scale and location of the proposal.
Schedule to policies T.6 and T.26
National Maximum Parking Standards
USE
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NATIONAL MAXIMUM PARKING STANDARD
1 space per square metre (m2) of gross floorspace unless
otherwise stated
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THRESHOLD FROM AND ABOVE WHICH STANDARD APPLIES
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| (gross floorspace) |
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| Food retail |
1 space per 14 sq.m |
1000 sq.m |
| Non food retail |
1 space per 20 sq.m |
1000 sq.m |
| Cinemas and conference facilities |
1 space per 5 seats |
1000 sq.m |
| D2 (other than cinemas, conference and stadia) |
1 space per 22 sq.m |
1000 sq.m |
| B1 including offices |
1 space per 30 sq.m |
2500 sq.m |
| Higher and further education |
1 space per 2 staff + 1 space per 15 students
(see note 1)
|
2500 sq.m |
Stadia
(see note 2) |
1 space per 15 seats
|
1500 seats |
NOTES:
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The standard for students relates to the
total number of students attending an educational establishment, rather than
full-time equivalent figures.
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For stadia, sufficient coach parking should
be provided to the satisfaction of the local authority and treated separately
from car parking. Coach parking should be designed and managed so that it will
not be used for car parking.
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Parking for disabled people should be
additional to the maximum parking standards.Development proposals should provide
adequate parking for disabled motorists, in terms of numbers and design (see
Traffic Advice Leaflet 5/95, Parking for Disabled People).
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For mixed use development, the gross
floorspace given over to each use should be used to calculate the overall total
maximum parking figure. For land uses not covered in these standards, the most
stringent regional or local standards should apply.
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CYCLE PARKING
General Provisions
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One 'Sheffield' type parking stand is required for every
20 car spaces provided. Where a reduced standard of car parking provision is
applied, no reduction shall be made in the number of cycle stands to be
provided, which shall be based on the maximum non-operational car parking
standard.
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At educational establishments and youth clubs the minimum
provision is one stand per 7 students.
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A minimum of two parking stands shall be provided at any
one site unless there are overriding local circumstances for not providing
them, such as lack of space in front of a building where change of use is
proposed. In such circumstances, consideration should be given to the
provision of wall hoops or a similar device.
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In the case of B1 developments such as business parks, a
minimum of two stands shall be provided within 20m of each unit. A higher
standard of provision may be required depending on the scale of the
development.
Additional Requirements
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At sites frequented by touring cyclists and at all sites
where non-staff long stay (over 8 hours) parking can be anticipated, some of
the provision should consist of cycle lockers or a supervised cycle store in
place of 'Sheffield' stands. The proportion of superior provision will be
decided by the Council.
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Where 5 or more stands are provided as a group, they
should be located under cover, lit at night, and adequately signed. The
detailed design and lighting of such facilities should pay due regard to
their location and surroundings.
Location of Parking Spaces
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Visitors' parking should be located in close proximity
to, and no more than 20m from, access points to buildings. Staff, student
and long stay parking may be located at up to 50m from the access served,
except as in General Provisions 4, above. In the case of offices and similar
buildings separate parking may be provided for visitors and staff.
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In general, cycle parking should be provided in locations
where it is regularly observed by passers-by or an official, such as a car
park attendant, in order to deter thieves. It should not be hidden away at
the sides or rear of a building.
MOTORCYCLE PARKING
Provision for motorcycle parking, including provision of security bars to
which machines can be attached, should also be made for all developments other
than private dwelling houses. Whilst no specific standards are given for
motorcycle parking, the aim generally will be to achieve one motorcycle space
for every 20 car spaces provided, depending on the location and type of
development proposed.
DEFINITIONS
Operational Parking:
The space required for vehicles regularly and necessarily involved in the
function of particular premises. By way of example, operational parking includes
space for the delivery or collection of goods, space for picking up or setting
down passengers and space for storing or servicing vehicles, only where these
operations are a necessary on-site requirement of the business being carried on.
Non-Operational Parking:
The space required for vehicles used by customers or those employed at an
establishment.
Car Space:
An area measuring 4.88m x 2.44m (16 ft x 8 ft).
GFA: Gross floor area;
the entire area of the building measured externally and including all
partitions and corridors etc.
Disabled Parking Space:
Normally will measure 4.88m x 3.6m (16 ft x 12 ft); or 4.88m x 3.0m (16 ft x
10 ft) where two adjacent bays may share an unloading area.
Sheffield Type Cycle Stand:
Tubular parking stand against which 2 cycles can be secured.
SECURITY
The design of new parking provision should take into account the need for
security and measures to reduce crime, e.g. lighting, CCTV, parking within view
of residents or employees etc.
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