Parking Standards

Contents
Page No.
Introduction 1
General Considerations 1-2
Cycle Parking 2-3
Motorcycle Parking 3
Interpretation 3
Parking Standards - Non-Residential Development 4-12
Annexes
Annex A Residential Parking Standards 13-15
Annex B Cycle Parking Design Details 16-21
Introduction
1. This document sets out the parking standards that the Department will have
regard to in assessing proposals for new development. It includes parking
standards for residential development previously published in Creating
Places Achieving Quality in Residential Developments.
2. The standards comprise Supplementary Planning Guidance and should be
read in conjunction with the relevant policies contained in Planning Policy
Statements or the development plan.
3. The principle objective of the parking standards is to ensure that, in
assessing development proposals, appropriate consideration is given to the
accommodation of vehicles attracted to the site within the context of wider
government policy aimed at promoting modal shift to more sustainable forms
of transport.
4. The precise amount of car parking will be determined according to the
specic characteristics of the development and its location having regard to
these standards or any reduction provided for in an area of parking restraint
designated in a development plan. Proposals should not prejudice road
safety or signicantly inconvenience the ow of trafc.
5. Developers are advised to consult the relevant development plans to
ascertain whether specic parking limitations apply to their proposed
development location.
General Considerations
6. In assessing the parking provision in association with development the
Department will normally expect developers to provide an access to the site
in accordance with the current standards
1
. Where appropriate, developers will
be required to demonstrate there is adequate provision of space within the
site, for parking, manoeuvring, loading and unloading to full the operational
requirements of the proposed development.
7. Where developments incorporate more than one land use which are
functioning simultaneously, e.g. a warehouse containing a large ofce or
a public house containing a restaurant, the combined gures applicable to
both uses will apply. Conversely, in multi-purpose development where it can
be shown that separate uses operate at different times of the day greater
exibility will be applied.
8. Floor areas quoted in the guidelines relate to Gross Floor Area unless
otherwise stated.
1
Development Control Advice Note 15, 1999 2
nd
Edition Vehicular Access Standards.
1
9. The term one space used in the standards refers to standing area only and
the recommended minimum dimensions for a car space are 4.8 metres by
2.4 metres. The term commercial vehicle space used in the standards refers
to the standing area required for the general type of commercial vehicle
which would normally serve the particular development.
10. The following are standard space requirements of some typical vehicles.
These may be used as basic minimum reference values but different layouts
such as parallel, herringbone and in-line, have slightly different overall space
requirements and detailed layout of parking spaces will be site specic.
Car 2.4 metres x 4.8 metres
Light Vans 2.4 metres x 5.5 metres
Rigid Vehicles 3.5 metres x 14.0 metres
Articulated Vehicles 3.5 metres x 18.5 metres
Coaches (60 seats) 3.5 metres x 14.0 metres
These dimensions refer to standing space only and do not take account of
access, manoeuvring space or space required for loading/unloading.
11. Operational parking space for commercial and service vehicles will depend
on the type attracted to a development and should provide for manoeuvring
space to enable vehicles to exit the site in forward gear.
12. Best practice on the number, size and layout of parking spaces reserved for
people with disabilities and general guidance on the provision of appropriate
related facilities is set out in the Departments guide Access for All.
13. The Department will, on request or as necessary, provide advice on the
parking requirement for developments not covered by these standards taking
into account the number and size of vehicles likely to use the proposed
development at any one time and wider Government policy on transportation.
Cycle Parking
14. The promotion of cycling as a travel opportunity is part of the drive to
promote alternatives to the private car and encourage more sustainable
means of travel. One step in this process is to improve the provision, safety,
convenience and general environment for cycling by ensuring that the needs
of cyclists are fully taken into account in the development process. To help
promote cycle use the amount of good quality cycle parking needs to be
increased. It is important therefore that secure cycle parking is provided as
an integral part of new development.
15. Cycle theft is a major problem and concerns most cyclists. The provision of
carefully planned, secure parking facilities can help to reduce this concern
2
and may also help promote the use of cycle routes. A benecial effect of
providing designated cycle parking areas may be a reduction in haphazard
chaining of bicycles to railings, pipes and lighting columns, thus removing
clutter and inconvenience to pedestrians and frontages.
16. Where the Department has determined that secure cycle parking facilities
should be provided the precise amount will be assessed against the
published standards. Full secure, weather protected parking will normally be
required for employee cycle parking. Weather protection will also be required
for visitor parking where space for ten or more cycles is provided or in cases
where medium to long-term cycle parking is required, for instance at public
transport interchanges.
Motorcycle Parking
17. Parking provision for motorcycles will be assessed on demand. The number
of motorcycles in use in Northern Ireland is approximately 2% of the total
number of cars. Where provided or required the location of motorcycle bays
within a development should take account of the requirements of users and
recognise that they are vulnerable in tight or enclosed space.
18. Motorcycle theft is also a problem that concerns most riders. The provision
of carefully planned, secure parking facilities which provide for natural
surveillance can help to reduce this concern. Additional security can be
afforded through the provision of security bollards or inground motorcycle
clamps to which motorcycles can be chained. Purpose built security systems
are also available which clamp the front wheel of a motorcycle and include
combined storage facilities for clothes and accessories.
Interpretation
19. For the purpose of interpreting the attached standards:
a) Gross oor space shall be calculated by way of internal measurement
to the inner face of the exterior wall and shall include any mall, covered
entrance lobby, enclosed circulation space, staff accommodation and
other ancillary space; and
b) Gross retail oorspace is oorspace used for selling goods by retail
and includes associated storage space but excludes any mall, covered
entrance lobby, enclosed circulation space, staff accommodation and any
other ancillary space.
c) Net retail oorspace is the area for the sale and display of goods, check
out, counters, packing zones, circulation space from check-outs to exit
lobby, tting rooms and information areas. Net retail oorspace shall be
calculated by way of internal measurement to the inner face of the wall.
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12
Annex A: Residential Parking Standards
Car Parking
A1 The following tables (Tables 7 & 8 from the design guide Creating Places)
set out the car parking provision required for residents and callers in
developments on green-eld sites or in low-density areas. Lesser provision
may be acceptable in inner urban locations and other high-density areas. In
special circumstances, in some inner urban locations, car-free developments
may be considered appropriate - where it can be demonstrated that
households will not own a car or will keep it elsewhere. Further guidance on
reduced parking provision is also provided in Development Control Advice
Note 8 Housing in Existing Urban Areas.
A2 The tables take account of the sizes and types of dwelling to be provided,
and the proportions of spaces to be provided within house curtilages and / or
in communal grouped parking spaces.
A3 The provision required beyond house curtilages should be located in
off-street communal parking areas or parking bays contiguous with
carriageways.
A4 A carriageway width of 5.5m is intended to allow for parking by casual callers,
and these spaces may be counted towards the total provision required
provided:
they are clearly indicated on the submitted layout plan; and
they do not obstruct entrances to driveways or block access along the
carriageway.
A5 Where in-curtilage parking is provided and driveways, by virtue of their
length, can accommodate 2 or more cars parking end to end, no more than 2
of these spaces will be counted towards the in-curtilage provision.
A6 Garages will only be counted towards the in-curtilage provision, where
they are large enough to both accommodate cars and make provision for
general storage, or alternatively, provision for general storage can be made
elsewhere within the curtilage.
A7 Each part of the layout should be self-sufcient with regard to its parking
provision. For larger developments it will therefore be necessary to consider
each part of the development separately to arrive at an appropriate total
requirement.
A8 Table 7 sets out the parking requirements for apartments and terraced
houses that only have communal provision. Table 8 sets out the requirements
for houses having one or more parking spaces within the curtilage. The total
requirements given include spaces for residents, visitors and other callers.
13
Table 7 Total number of parking spaces per dwelling required
for apartments and houses that have only communal
parking provision.
Dwelling size
(bedrooms)
Total no. of
parking spaces
required per
dwelling
(unassigned
spaces)
Total no. of parking
spaces required
per dwelling
(assigned spaces)*
Apartments Bedsit and 1 bed 1.25 1.5
2 bed 1.5 1.75
3 bed 1.75 2.0
Terrace houses 1 and 2 bed 1.5 1.75
3 bed 1.75 2.0
*Communal parking areas with assigned spaces will not be adopted for future maintenance
by the Road Service.
Table 8 Total number of parking spaces per dwelling required
for houses that have in-curtilage parking provision.
Dwelling size
(bedrooms)
Total no. of parking spaces required
per dwelling
No. of in-curtilage
spaces provided
1 2 3 4
Terrace houses 1 bed 1.75 2.25
2 and 3 bed 2 2.25
Semi-detached
houses
3 bed 2.25 2.5 3.25 4.25
4 bed 2.5 2.75 3.5 4.25
Detached houses 3 bed 2.5 2.75 3.5 4.25
4 bed 2.75 3 3.75 4.5
5 bed 3 3.25 3.75 4.5
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Cycle Parking
A9 The design guide Creating Places states that sufcient space should be
provided for bicycle parking within dwellings, garages or outside. Communal
bicycle stands should normally be provided in association with apartment
developments.
A10 Communal bicycle stands needed for apartments should be located so
that they can readily be seen from front windows and entrances to provide
informal surveillance. They should be well-lit after dark to enhance personal
and bicycle security.
A11 Provision should normally be made for bicycles to be supported
independently of each other. To promote security, the parking facility should
make it possible for the frame of the bicycle and, if possible, both wheels to
be locked to the xture.
A12 A recommended bicycle parking facility is the Shefeld Stand. Other facilities
may also be acceptable and the advice of the Department for Regional
Developments Roads Service should be sought.
15
Annex B: Cycle Parking Design Details
Cycle Parking General Requirements
B1 Cycle parking facilities should be:
Conveniently located;
Secure;
Easy to use;
Adequately lit;
Well signed and; preferably,
Sheltered.
Cycle Parking Design
B2 Ideally a cycle parking facility should allow for the frame and both wheels to
be locked to the xture. Cycle stands which only grip the cycle by a wheel
(these include concrete slots) are not recommended as they offer only limited
security and can result in damage to wheel rims. The accepted types of cycle
parking facility are: -
1. Shefeld style.
2. Rail or Guard rail.
3. Wall bracket.
4. Cycle locker.
B3 Other types or innovative designs will be considered on their merits, however,
types, which solely support wheels, are only considered suitable within
secure buildings.
B4 When designing parking facilities the space required for a parked cycle
should be taken as 2,000mm (length) by 600mm (width).
B5 It is recommended that parking facilities should be located as close as
possible to the entrance of the establishment they are intended to serve in
order that convenience and security may be maximised. Where possible
they should be placed so that they may be overlooked by occupiers of the
buildings or be in clear view of pedestrians.
B6 Stands placed in dark recesses or at the rear of car parks will not be
accepted as these will not be attractive in terms of security and are therefore
unlikely to be used.
B7 Cycle stands should be placed carefully in relation to their surroundings.
The appearance of cycle stands may be enhanced by incorporating them
into wider environmental improvement schemes. Care should be taken to
ensure that any stand provided does not obstruct pedestrians or incorporate
dangerous projections.
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B8 Designs should aim to be:
Secure;
Vandal-proof;
Well lit;
Easy to use, and
Accessible.
B9 Shefeld stands and wall loops are recommended, preferably situated as
close to the destination point as possible, in well signed small groups within
appropriately illuminated areas.
Figure 1: Shef eld Stand
750
250
Minimum
200 radius
700 - l000
500
700
(500min)
min l000
Note: All dimensions are in millimetres
Shef eld Stand
B10 A typical Shefeld Stand layout is shown on Figure 1. The stand provides
good support to the cycle and allows the cyclist to secure both the frame
and wheels without risk of damage. Stands should be 750mm high and a
minimum of 700mm long. A desirable minimum distance of 1,000mm should
be provided between stands to accommodate two cycles per stand. Stand
ends should either be embedded in concrete, bolted to the ground or welded
to parallel bars at ground level to form a toast rack system. Adequate space
should be provided at either end of the stand to enable cycles to be easily
removed. (Desirable size 700, minimum 500mm).
17
B11 At schools, leisure facilities or other similar locations where children may
attend, an extra horizontal bar should be provided 500mm above ground
level to provide support for childrens cycles.
Figure 2: Wall Bars
hori ontal
2000
l000
500
30
o
to
300
50
50
horizontal
Wall Bars
B12 Wall bars are simple, relatively inexpensive and may be more appropriate
than Shefeld stands in areas where pavement widths are restricted. Refer
to Figure 2. They may also be less environmentally intrusive than Shefeld
stands in certain circumstances. The disadvantage with wall loops is that an
excessively long chain is required to secure both the cycle wheels and the
frame. Therefore, in the majority of circumstances wall bars are likely to only
offer a limited level of security. Bars should be installed at an angle of 30
O
,
should be 500mm from the ground at their lowest point, project no more than
50mm from the wall, and be a minimum of 2,000mm apart.
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Figure 3: Typical Cycle Locker
650mm 900mm tYp. l500mm
l
5
0
0
m
m

l
9
0
0
m
m

l
5
0
0
m
m

|n Line Configuration
Parallel Configuration
l
5
0
0
m
m

l500mm
l500mm
Pecommended l500mm access aisles around three sides of units.
Cycle Lockers
B13 When provided in conjunction with surveillance, cycle lockers offer a secure
parking facility which allows accessories to be stored and provides weather
protection (Figure 3). Lockers may be operated by coin or token, or be
secured by cycle lock. Credit cards or smart cards may also be used. At
public transport interchanges a system of reserving lockers on a weekly,
monthly or annual season ticket basis may be appropriate. Lockers should
be a minimum of 750mm wide, 1,900mm long and 1,200mm high. A minimum
space of 1,500mm should be provided in front of the locker door for ease of
access. The main disadvantages with cycle lockers are that they are likely to
be more expensive than Shefeld stands and may be visually intrusive within
environmentally sensitive areas.
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Figure 4: Typical Cycle Store Layout
2000min
l800min
clearance
2000min
Sheffield
stands
700(min)
l000mm
500min
Distance to
wall 700
(500min)
Cycle Stores
B14 Cycle stores may be used in lieu of lockers where space permits. They can
either be under continuous supervision or have a shared key arrangement,
where each cyclist has a key to the outer door. Shefeld stands should be
provided inside (Refer to Figure 4) in order that cycles may be individually
secured. This type of arrangement is likely to be most appropriate at work
places where users generally belong to the same group.
Cycle Parking in Car Parks
B15 Supervised provision within car parks is a common form of continental
commuter cycle parking. It has the benet of offering increased security
but without the additional cost of installing lockers or stores and may make
efcient use of areas within the car park that may not otherwise be used,
provided that the space is clearly visible.
Cycle Parking Time Periods
B16 Cycle parking is generally required for 3 time periods:
(a) Short Term <2 hours;
(b) Medium Term 2 - 12 Hours;
(c) Long Term >12 Hours.
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Short to Medium Term Parking
B17 Short to medium term parking facilities are generally used at:
Public Transport Interchanges (Railway Stations, Light Rail Stations,
Guided Bus Stations, Coach Stations, Major Bus Stops);
Public Buildings (Central Government, Local Government, Health
Facilities);
Workplaces (Public, Private and Voluntary Organisations);
Education Facilities (Primary, Secondary and Further Education);
Shops and Shopping Centres;
Parks and Leisure Facilities; and
Places of Entertainment.
Medium to Long Term Parking
B18 Medium to long term parking facilities are generally required at:
Major transport Interchanges (Railway Stations, Coach Stations, Airports,
Ferry Ports);
Student Halls of Residence;
Private Residences;
Hotels and Hostels; and
Camping and Holiday Sites.
B19 In addition to the requirements for short-medium stay parking, designs should
aim to provide:
A higher level of security;
Weather protection; and
Storage areas.
B20 Cycle lockers, cycle stores (compounds) or supervised areas within car parks
are likely to be more appropriate than unsupervised Shefeld stands as they
provide increased security and storage facilities. Where necessary, location
of Shefeld stands near to luggage lockers may be used.
21