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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