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Rugby Borough Development Plan

Adopted Local Plan - July 2006 - Written Statement - Appendix 3

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Parking Standards

The following standards give guidance for the provision of parking at new developments (including changes of use) within the Borough.

Context: These parking standards provide guidance on the interpretation of Policy T5 of the Rugby Borough Local Plan Review. They have been prepared in the light of recent Planning Policy Guidance notes (PPGs), which advise that parking policies are a significant element in the overall challenge to creating sustainable developments.

PPG13 for Transport provides national guidance on parking provision. It emphasises that car parking availability influences the chosen method of travel, and in particular the negative impact an increase in car parking provision can have on encouraging more sustainable transportation modes. PPG13 recognises the need to achieve a balanced provision of car parking associated with new development in order to promote more sustainable methods of travel, minimise road congestion, and reduce the use of the “convenient” car and road based transport. Furthermore, at the local level PPG13 cites the need for car parking standards to be suited to the locality, type of development concerned, and its access to public transportation. Thus, the maximum parking standards in PPG13 are designed to be realistic, whilst encouraging the reduction in dependency on car transport. Similarly, PPG3 for Housing stresses that developers should not provide more car parking than occupiers might want, especially where there is no need, such as in areas where public transport is available.

The Warwickshire Structure Plan (1996-2011) considers the maximum standards in PPG13 to be a good starting point for the development of comprehensive local parking standards. The Structure Plan in Policy T.5 stresses that local parking standards will take into account the accessibility of the location by other modes of transport, and encourage non-car based travel. The latter is re-emphasised through the idea of, and provision for, cycle parking minimum standards. Further, the Warwickshire Local Transport Plan (2000) signifies that Local Plans will include maximum parking standards for different types of development in different locations. However importantly, the Warwickshire Local Transport Plan states that the parking standards must promote the economic vitality of town centres and the quality of residential areas. This sustainable approach to parking provision is encouraged in the DETR’s “Planning for Sustainable Development: Towards Better Practice” publication.

The Parking Standards in Practice

Each development proposal will be judged on an individual basis including, site location and size, the nature of the proposed development, alternative parking availability within the locality, alternative methods of transport, and ease of accessibility to the site. The overall emphasis is on not exceeding the maximum parking standards as set by Government in PPG13. However, in exceptional circumstances higher provisions of parking may be required to suit a particular development. Similarly, it may be necessary under certain circumstances to impose a minimum parking standard to ensure that the scale of parking is in keeping with the size of the development.

The following standards operate on a sequential basis working from recognising local accessibility levels through to identifying local factors. The approach seeks to apply a different set of standards depending on the availability of alternative means of transport to the car and on local characteristics. In areas, where public transport, cycling, or walking are available as a choice, more restrictive parking provision will be applied. However, in areas where there are few realistic alternatives, the car will inevitably remain the dominant means of transport.

This process of determining whether the development has low or high accessibility determines the initial level of parking. The area of the Borough that is considered to be of high accessibility is defined on the attached High Access Zone plan. The next stage is to take into account important local factors, including economic regeneration and environmentally sensitive areas. This stage will determine whether the initial level of parking based on accessibility should be increased, decreased, or remain the same.

Stage 1: Standard to be Determined by Accessibility to Public Transportation

Levels of Accessibility

If a development site does not have good access to bus or train services, then the level of public transport is considered to be “low” and no reduction in the “maximum” parking standard is applied.

If a development site has both good access to bus and train services or has very good access to bus services, then the level of public transport is considered to be “high” and a further stage reduction to the “maximum” parking standard is applied.

Table A: Accessibility Zones

Accessibility Zones	Train – 15 minute walk	Bus – 5 minute walk
High Accessibility
High Accessibility
Low Accessibility

Notes:

1. Low accessibility is the base-parking standard that applies throughout the Rugby Borough.
2. The standards do not preclude zero or minimal parking close to major transport interchanges, or for conversions of existing buildings.
3. An allowance will be made for land uses, such as leisure, which generate traffic at off-peak times to reflect the reduced level of accessibility to public transport services.
4. The reduction from maximum standards varies according to land use.
5. The area of the Borough that is considered to be of high accessibility is defined on the attached High Access Zone plan.

• Very Good Bus Access – These areas include all properties within a five minute (0.25 mile, 400m) walk from at least three different services, operating on at least 20 minute frequencies during peak times (Monday to Saturday daytime).
• Good Bus Access – These areas include all properties within a five minute (0.25 mile, 400m) walk from at least two different services, operating on at least 20 minute frequencies during peak times (Monday to Saturday daytime).
• Good Train Access – These areas include all properties within a 15 minute (0.25 mile) walk from Rugby railway station, which has a good level of service during peak times (Monday to Saturday daytime).

Stage 2: Local Factors

The parking standards can exceptionally move up or down due to local circumstances. These are:

1. Redevelopment areas – to encourage development in the Redevelopment Areas identified in the Local Plan, an increase from the initial level of parking may be allowed depending on the merits of the development.

2. Environmentally sensitive locations – to preserve Conservation Areas, the natural environment and to lessen the impact of development on these areas, a reduction from the initial level of parking may be allowed depending on the merits of the development.

3. Cycle Accessibility – to encourage alternative modes of transport, where there is high cycle accessibility and planned use, such as the presence of cycle paths/lanes, a reduction from the initial parking standards may be allowed depending on the merits of the development.

4. Existing public parking stock with spare capacity at relevant times, which is within a five minute (0.25 mile, 400m) walking distance of the development proposals is to be included in the maximum parking provision. For example, the spare capacity in a public car park that is only frequented by shoppers at the weekend, and is therefore underused during the week, could feasibly be utilised by an office development. Therefore, the difference between the spare capacity in the existing public parking stock and the calculated initial level of parking, taking into account other local factors, will be the allowed parking provision.

This will apply mainly in the Rugby Urban Area, and ensures that additional parking spaces are not needlessly added where existing public parking stock is available. Similarly, where a parking area can be shared without conflict, such as used for different purposes at different times of day or days of the week, it is better to avoid duplication and apply only the standard that will provide the greatest single number of spaces.

Note: Additional development on a site requires that the entire parking stock be taken into account.

5. Other local factors – there may be other exceptional circumstances where material considerations may justify a higher provision than set out in the standards. Examples may include in more remote rural areas where public transport is limited, or where there are road safety, displaced parking or amenity implications that cannot be resolved by controls or enforcement. However, these should be justified on an individual basis. In such cases, the applicant should show the measures they are taking, for example through a Transport Assessment, Green Travel Plan, the design, location and implementation of the scheme, in order to minimise the need for parking and to encourage the use of other transport modes.

THE STANDARDS

New developments will normally be required to provide parking in compliance with the following standards:

The parking standards are not an exhaustive list of all potential developments, any development not listed will be judged on an individual basis.

The parking standards quoted below are based on space per square metre of Gross Floorspace Area (GFA) unless otherwise stated. The GFA is the total floorspace of a property.

Parking for Pedal Cyclists

Cycle parking standards are indicated on the tables by land use. At least the level indicated should be provided, particularly in areas with good cycle accessibility. While the new car parking standards are to be treated as the maximum provision, cycle standards are the minimum provision. For more details on cycle provision, refer to the Cycle Parking Standards.

Parking for Motorcyclists

As a general rule, except for residential land uses, provide 1 space for every 25 car parking spaces based on the car total, which is set by the car parking base standard for that land use.

Parking for People with Disabilities

The Borough Council places particular importance on the satisfactory provision of parking for people with disabilities and their needs have been taken into account in the standards. Development proposals, in accordance with PPG13 should provide adequate parking for disabled motorists, in terms of numbers and designs (see Traffic Advice Leaflet 5/95, Parking for Disabled People).

Any parking provision should be made within 50 metres of the destination. Spaces should be 4.8m in length by 3.6m wide, or have a transfer area of 1.2m to one side of a standard size space. 3.2m wide spaces may be acceptable where space is limited. Parking spaces should be clearly marked with the British Standard “Disabled” symbol in accordance with BS3262 Part 1, and any parking fee concessions should be stated clearly at the parking space.

Parking for disabled people should be additional to the maximum parking standards. The total number of spaces required by the standards shall include the following proportions:

Where a planning application is made for a use, which is not included among the above categories, a parking requirement will be set for the development judged on an individual basis. As a general rule, except for residential land uses, disabled car parking spaces should be set at 5% of the car parking base standard identified in the tables.

Heavy Goods Vehicles

Where required, an operational number of spaces for Heavy Goods Vehicle parking will be allowed, which will be considered on an individual application basis.

Detailed Design Considerations

The layout and design of vehicle parking proposals should take account of:

a) The type and number of vehicles that are expected to be parked at the site;
b) The height, width, length and manoeuvring characteristics of those vehicles;
c) The need to leave and enter the highway in a forward facing direction;
d) The need to avoid complicated, or excessive manoeuvring and reversing of vehicles, in order to reduce the risk of accidents;
e) The desirability of providing parking spaces that are sufficiently wide as to avoid the risk of damage from opening doors. Therefore, the minimum width of car parking spaces should be 2.5m;
f) The “Secured by Design” initiative, in order to reduce the opportunity of crime and the fear of crime;
g) The need to produce a design that fits in with and takes account of local environment considerations, and enhances the character and appearance of the local area.

Transport Assessments and Green Travel Plans

The parking standards apply to developments of all sizes. However, Transport Assessments and Green Travel Plans will be required for all new developments generating significant travel demands. In accordance with PPG13 and the Warwickshire Structure Plan, formal agreements to implement business transport and commuter travel plans will be sought where appropriate.

Cycle Parking and Motorcycle Parking Standards

1. Introduction

• Rugby Borough Council aims to ensure adequate cycle parking and facilities for cyclists and motorcyclists in all types of new development.
• The space needed for motorcycle parking is less than that for single occupancy cars. Government transport statistics show that the ratio between motorcycle and car ownership is 1:35.
• The Parking Standards tables indicate the minimum number of bicycle parking spaces required by each land use. To encourage more cycling, the level of parking provision should fully complement cycle access opportunities to the development.
• The following guidance is intended to help developers or their agents to provide suitable cycle parking and storage facilities. For the first time in Rugby, recommended cycle provision is specified for each main land use. The standards distinguish, where appropriate, between short-stay (mainly visitor) cycle parking and long-stay cycle parking, as associated with residential overnight use or employment activity.

2. General requirements for pedal cycle/motorcycle parking

a) Cycle/motorcycle parking or storage facilities for all types of development should be designed with the following key objectives in mind. The parking area should be:

• Conveniently located for the trip origin and destination. Cycling/motorcycling activity competes better with car access when its location is clearly more convenient than equivalent car parking.
• Easy to use – the cycle should be secured quickly and easily to the parking device.
• Secure – the cycle parking site is overlooked by nearby occupied developments, or it is situated close to well-used thoroughfares, or comes under the coverage of a local security camera system. Sites should be located in well-lit and maintained locations, reducing the likelihood of vandalism or theft, and improving cyclists’ personal security when they park or collect their cycles. This is crucial where the facilities are to be used by children, older people or women.
• Covered – This is important for overnight and long-term (all-day) parking at places of employment and at transport interchanges.

3. Types of facility (applicable to pedal cycles only)

Short-stay provision

b) For periods of between a few minutes and a few hours, parking stands may be the most appropriate facility. Whatever form the stands take, they should aim to meet the following objectives:

• Be able to secure the frame and both wheels.
• It should be high enough to hold the cycle upright and securely fixed, particularly in high winds.
• It avoids damaging the cycle when attached or while being secured.
• It is clearly visible and in contrast with its surroundings, so that it is more likely to be used and to help local pedestrians with visual impairments.
• It has low ongoing maintenance requirements and avoids the need for staffed management of the parking.
• It enables cycles to be readily secured.

c) For new residential properties, adequate short-stay parking security can be achieved by some form of secure ring or loop attached at a convenient point near to the front entrance of the property.

Long-stay provision

d) This applies to longer stays of six hours or more, particularly associated with residential overnight use, or employment locations.

e) Cycle parking stands are likely to prove more attractive to cyclists in poor weather if some form of cover is added. Protection from wind and rain can take many forms, and parking space and other storage and shower facilities should be provided, fully integrated into the building infrastructure of a development. Nevertheless, prefabricated external shelter units are available, but the local planning authority should be consulted over any proposed separate structures of this kind.

f) Within residential developments, the associated cycle parking standards provide guidance on levels of overnight cycle storage provision for different types of residential property. Garages adjacent to housing will often provide suitable secure long-term security for pedal cycles, but need to conform in size to the dimensions specified for a garage. At convenient locations, there should be separate provision for visitors to park their cycles, as discussed above under ‘short-stay’ provision.

g) For flats, multi-occupancy properties and student accommodation, long-term cycle parking provision should be considered, either as integral to the building at ground-floor level (and within the security of the main entrance), or as part of a separate structure. It will be important for management arrangements to ensure that each individual residential unit has its own provision.

Parking Standards High Access Zone

[click on image to enlarge]

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