NORTHAMPTONSHIRE

PARKING STANDARDS
September 2016

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Northamptonshire Parking Standards

Chapters

1 Introduction 2

2 Policy Context 3

3 Residential Car Parking 6

4 Non – Residential Car Parking 12

5 Cycle Parking 13

6 Disabled Parking 14

7 Motorbikes and Scooter Parking 16

8 Coaches 17

9 Parking Standards by Use Class 17

10 Lorry Parking Standards 30

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Chapter 1
Parking Standards

This document sets the parking standards that Northamptonshire County Council will
use when assessing developments. The document updates the parking advice
previously detailed in the Parking SPG (March 2003) and the Northamptonshire
Place and Movement Guide (December 2008). The parking standards outlined in this
document are set as a minimum, so encouraging well designed parking as part of
the development. The document also sets new dimensions for parking spaces as
vehicles have become larger.

Car ownership within Northamptonshire is high and expected to grow by over a fifth
in the next twenty years. Much of the county currently experiences problems with
insufficient parking that leads to frustration for residents and businesses; therefore
it’s important that future developments provide adequate and convenient parking.

The previous countywide parking standards, Parking SPG (March 2003) applied a
maximum parking standard, and in it parking was used as a demand management
tool thereby using a lack of available parking to encourage drivers to use other
modes of transport and move away from car ownership. This model of parking
control has not proved effective within the county, as car usage has, as previously
stated, continued to rise and this has lead to car parking issues spreading to
neighbouring streets and verges. This together with the trend within new
development for reduced road widths has exasperated the problem further.

The County Council is actively committed to encouraging modal shift but realises
that alternative modes of transport will only be used where journeys are appropriate
and real choice is available. In support of sustainable travel this document also
revises the cycle parking standards so encouraging travel choice.

The aims of the parking standards document are to support the provision of
sufficient, usable parking within development without compromising highway safety
whilst supporting good design and sustainable travel.

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Chapter 2

Policy Background

National Policy

The National Planning Policy Framework (NPPF) sets out the national policy in
relation to car parking for new developments. The NPPF supersedes the planning
policy guidance and statements which previously set the context for parking.

Paragraph 39 states that if setting local parking standards for residential and non-
residential development, local planning authorities should take into account:
 the accessibility of the development;
 the type, mix and use of development;
 the availability of and opportunities for public transport;
 local car ownership levels; and
 an overall need to reduce the use of high-emission vehicles.

Northamptonshire Parking Standards document meets the aims of the criteria above
by acknowledging that car ownership levels have and are continuing to increase in
the county, hence the need for new development to provide sufficient, useable
parking. The document also promotes cycling facilities and electric vehicles and in
doing so supports the wider aims of para 39 by reducing greenhouse gases.

DCLG, National Planning Practice Guidance (NPPG)

In the section of the NPPG regarding Travel Plans, Transport Assessment and
Statements in decision making, paragraph 8 (dated 06 March 2014) is clear that the
Government is opposed to the setting of maximum parking standards and that
parking provision should be appropriate to the needs of the development and not
reduced below an unreasonable level. In this document the parking standards are
set as minimum.

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Manual for Streets

Manual for Streets (MfS) chapter on car parking covers many of the issues that are
replicated within this document:
 Why sufficient well located parking is necessary
 Where parking should be allocated within new developments

However the dimensions for parking layout are not the same as in this document,
these have been revised to align with the trend for larger cars. This document also
does not support the use of average car ownership data from the census as a
method for determining parking levels within new developments as this has proved
to be insufficient.

MfS includes specific details as to the importance of providing cycle parking within
developments;
“Providing enough convenient and secure cycle parking at people’s homes and
other locations for both residents and visitors is critical to increasing the use of
cycles. In residential developments, designers should aim to make access to cycle
storage at least as convenient as access to car parking”.

Local Policy

West Northamptonshire Joint Core Strategy (2014)

The West Northamptonshire Joint Core Strategy (WNJCS) sets out the long-term
vision and objectives for the whole of West Northamptonshire for the plan period up
to 2029.

The WNJCS contains a number of policies relating to transport for the west of
Northamptonshire.The main focus is on the need to improve access to, promote the
use of and make provision for walking, cycling and public transport networks and
facilities. The plan also has policies relating to new sustainable development and the

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Northamptonshire Parking Standards document is an important tool in delivering
those developments.

North Northamptonshire Joint Core Strategy

The North Northamptonshire Joint Core Strategy (NNJCS) sets out the long-term
vision and objectives for the whole of North Northamptonshire for the plan period up
to 2031.

The plan acknowledges that good transport and communication connections

underpin a strong network of settlements and are essential to the economic
prosperity of North Northamptonshire.

Policy 8, North Northamptonshire Place Shaping Principles requires the provision of

parking in accordance with adopted standards. It is anticipated that the standards in
this document will become those adopted standards.

Northamptonshire Transportation Plan (2012)

The 2012 Northamptonshire Transport Plan (NTP) and the transport policies
contained within it suite of documents will inform Northamptonshire for some years to
come. To this end the plan ties in with other strategies in the county including The
Northamptonshire Arc and the Local Plans which identify locations for growth.

The NTP suite of supporting strategies includes the Northamptonshire Parking

Strategy that provides a strategic overview about how the County Council deals with
parking related issues. The need for a revision of the parking standards was
highlighted within the Northamptonshire Parking Strategy.

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Chapter 3

Car Parking - Residential

Car parking is an important issue when considering transportation topics which is

often overlooked. This is surprising as travel by car is the main mode of travel for
most people and all those cars need to be parked. It is estimated that cars spend
90% of their time parked.

Well planned and managed parking can help the county to achieve its economic,
social and environmental objectives; therefore car parking within developments is
an important element of the overall schemes design. Where car parking provision
of a development is inadequate or not conveniently located, residents and visitors
will park on verges and streets that have not been designed for that purpose,
leading to unsightly and possibly dangerous roads in and around developments.

Figure 1: Examples of poor parking

It has been observed within Northamptonshire, that residents in a number if

locations do not use rear parking courts, and prefer to have their vehicles parked
either on their property’s drive or on the highway in front of the property. Kent
County Council found similar and documented their finding through a series of case
studies in their ‘Space to Park’ document.

Residential developments are required to provide sufficient designated/allocated

car parking spaces in places where residents will use them; therefore parking for

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each dwelling is best located on plot, preferably at the front or side of the dwelling
or at the rear if accessed directly from the public highway. In circumstances where
this is not possible small parking courts of up to 10 spaces may be acceptable.

Unallocated visitors parking can be provided on street spread across the

development. Streets used to facilitate unallocated parking must be wide enough to
accommodate two lanes of traffic and the parked cars.

Residential car parking dimensions

Cars have got larger over recent years, but parking spaces have not increased in
dimension, hence there is a need to increase parking spaces to a minimum 2.5m
(W) x 5m (L) and disabled parking spaces to a minimum 3.6m (W) x 6.2m (L).

New parking space dimensions are as shown below:

Non – residential 2.5m (W) x 5m (L)

Residential 3m (W) x 5.5m (L) for driveways (11m long for tandem spaces)

Parking courts (individual spaces) 2.5m (W) x 5m (L)

If the parking space is located against a wall or similar solid structure or there is no
separate pedestrian access, the driveway parking width will increase to 3.3m.

On plot tandem (in line) parking is inconvenient and is generally best avoided where
possible as both spaces are rarely used. Tandem spaces should not be used in
communal parking areas.

Garages

Modern car construction and security means that vehicles can usually be left outside
year round without particular risk of theft or damage from the elements. Garages
also are often too small and/or are perceived as too inconvenient to make them
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attractive places for regular day-to-day parking. As a result, garages are most often
used for purposes other than car parking (e.g. storage) or are converted to living
accommodation and any additional household cars are parked on the street. For this
reason designated parking on new developments is best provided on driveways, car
ports or allocated parking bays therefore garages are not included as designated
parking within developments.

Where garages are provided they should be constructed to the following dimensions;

Single garage – 3.3m (W) x 6.0m (L) x 2.4m (H)

Double garage – 5.8m (W) x 6.0m (L) x 2.4m (H)

All garages must be set sufficiently back from the highway boundary so that a
vehicle can be parked in front of the garage (whilst garage doors are opened
/closed) without causing any obstruction to the highway. All garages must therefore
be set at least 5.5m from the highway boundary.

Figure 2: Example of unused garage with insufficient parking space in front

of garage, resulting in the parked car over hanging the pavement.

Communal parking

Allocated parking should generally be provided on-plot wherever possible as this is

the most convenient and secure arrangement and is, therefore, most likely to be
used by residents.
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Where individual circumstances make this impractical such as flatted development or
would unduly compromise other material considerations (e.g. design) then parking
courts may be an acceptable design solution. Where parking courts are proposed
they must be designed so as not to compromise the overall character of a
development. They must also be small (serve no more than 5 dwellings), secure,
well lit, and well observed by the surrounding properties, as well as being close and
conveniently accessible to all associated dwellings.

Parking courts must not impact upon the amenity of neighbouring properties.
Allocated parking spaces for one unit must not be provided directly in front of the
ground floor windows of another unit.

Tandem parking within parking courts can be highly inconvenient for residents and
should be avoided.

Figure 3: Well observed communal car parking

Highway parking - Unallocated parking

In new developments on-street parking bays can be incorporated into the overall
width of the street i.e. the adopted highway, demarcated by paving, planting and
trees. The use of delineated parking bays using different materials and texture of
road surfacing can add to the overall design of the new housing.

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Allocated parking cannot be provided within the adopted highway but unallocated
spaces can be created within the highway for use by any highway user including
residents.

Where a residential development parking layout is incorporating on street parking,

the street must be wide enough to accommodate parking without compromising
access by emergency/waste collection vehicles and must not impair visibility at
junctions or on bends. The street must be wide enough to accommodate two lanes
of traffic and the on street parking space/layby. Dimensions for street width are as
follows:

Residential 5.5m (W) plus 2m (W) layby

Residential with bus route 6.5m (W) plus 2m (W) layby

Commercial and schools 7.3m (W) plus 2m (W) layby

Figure 4: On street parking within new development

Residential Parking Standards

Minimum standards for the number of parking spaces required for new dwellings
are set out in chapter 9.

Applications for new build flats, mixed use developments and conversion of floor
space above existing residential buildings will be treated on their own merit based

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upon the local character and information in this guidance. Application for
extensions to existing buildings will be dealt with in a similar fashion.

Houses in Multiple Occupancy (HiMO)

Where houses have been subdivided for the individual use of three or more people
it is considered to be a house in multiple occupancy. As these dwelling are often on
established residential streets, they can cause parking nuisance for other
occupants of that street.

If parking demand on –street exceeds capacity, then this leads to highway safety
concerns such as parking on double yellow lines (which are there for a safety
reasons), parking across dropped kerbs, on the corners of junctions or double
parking. In addition to highway safety concerns, when there is a lack of parking
spaces available to residents, this negatively affects their amenity, which results in
tensions within the communities.

HiMO shall provide on plot parking at the ratio of 1 parking space per bedroom.

Where less than 1 parking space per bedroom on plot parking is proposed for the
HiMO the Highway Authority will require a parking beat survey of the surrounding
streets. The methodology of the parking beat survey must be agreed with the
Highway Authority before it is undertaken.

If the resulting residual parking demand (i.e. the difference between the parking
expected to be generated by the existing dwelling (C3 use) and the proposed
HiMO) can not be accommodated on the adjoining streets then the Highway
Authority shall object to the planning application.

Electric Vehicle Charging Bays

Advances in technology are leading to electrically powered car becoming more

popular, and the council takes a positive position of encouraging the uptake of
these vehicles.

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The provision of Electric Vehicle charging points on plot and in communal parking
areas will be supported and often form part of the Travel Planning initiatives to
improve air quality.

Electric Vehicle charging points that are to be located within the highway will
require discussion with the Highway Authority to identify specific requirements,
licences and costs.

Figure 5: Electric car charging bay

Chapter 4

Non – Residential Parking

The specific standards for larger vehicles are presented in chapter 10 of this
document. There may be exceptional circumstances where material considerations
may justify a lower provision than set out in the standards being applied, for example
where there are no road safety or amenity implications, but these should be justified
on an individual basis.

Turning and manoeuvring areas for Heavy Goods Vehicles (HGVs) and Large
Goods Vehicles (LGVs) should meet the minimum requirements specified by the
Highways Authority.

Dimensions for commercial vehicle parking spaces will range from minimum bay size
for vans 7.5m x 3.5m to a minimum bay size for HGVs: Articulated 17.0m x 3.5m and

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HGVs: Rigid 12.0 x 3.5m. However individual requirement for commercial vehicle
parking spaces should be designed in relation to the proposed development and
agreed with the Highway Authority.

All proposals involving commercial vehicles and larger vehicles should demonstrate
that the parking design meets the following criteria:

 Be of a practical and workable layout

 Will not conflict with other site requirements, e.g. landscaping, pedestrian
access

 Will not obstruct or impinge on the highway

 Have regard for future changes of use or expansion

All commercial vehicle/lorry parking should always be well lit, secure, convenient and
have near by waste facilities for drivers to use.

Chapter 5

Cycle Parking

The provision of convenient secure cycle parking and related facilities is fundamental
to encouraging increased cycling, particularly from single occupancy motorised
journeys made over shorter distances on a regular basis. Cycle parking provision
should be fully incorporated into an application.

Cycle parking should be convenient to use, and secure, in areas of good surveillance
that are well lit and preferably covered. Cycle parking should be provided in
prominent areas close to key destinations such as entrances of public buildings,
leisure facilities, educational establishments, in town centre areas, at local centres
and transport termini. It should be clearly signed from the public highway wherever
possible.

For short and medium stay cycle parking the Sheffield Stand or similar may be
sufficient. Shelter should be provided over the cycle parking area to help protect
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cycles from weather. Cycle stands should be far enough apart from each other, and
also from any side, or back wall, fence or kerb, to allow users to park and lock their
cycle with ease. Guidance for preferred and minimum clearance around cycle stands
can be found in Manual for Streets.

Cycle parking within residential developments should be provided within garages or

sheltered stores depending on the type and scale of the development. Cycle parking
for dwellings should not involve having to pass through the dwelling to access it.

Communal cycle parking for apartment blocks should be within the block. If this is
not possible and the cycle parking should be provided within the public realm,
located within a lockable structure.

Figure 6: Examples of covered cycle parking

Chapter 6

Disabled Parking

Catering for the needs of people with disabilities and those with young children is
an important consideration in the design of new parking, whether in relation to
residential or other forms of development. Hence it is important that disabled
parking spaces are located where those with mobility impairments will find them
most useful.

In order to meet the needs of people with disabilities and those with young children,

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10% of all car parking spaces, including visitors parking within residential
development should be provided to mobility standards (minimum 3.6m (W) x 6.2m
(L)). No less than half of these spaces should be designated as being for the
exclusive use of disabled persons.

Where less than 10 spaces are to be provided, at least one of the car parking spaces
should be to mobility standard. A rounding up basis should operate for the provision
of these spaces e.g. provision of 15-20 spaces should result in at least 2 of these
being to mobility standard.

6m

Figure 7: Disabled parking space dimensions

Disabled parking bays should be well lit, signed and marked with lines and the
International Symbol for Access with the safety zone/aisle between each bay marked
with hatching. Dropped kerbs should be provided where necessary and pedestrian
routes to and from car parks should be free from steps, bollards and steep slopes
and ideally located within 50 metres of the buildings entrance.

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Chapter 7

Motorcycle and Scooter Parking

Provision should be made for secure motorcycle and scooter parking (known as
powered two wheeled vehicles (PTWs)) in development sites with a total of 25 or
more car parking spaces. One dedicated space should be provided per 25 car
parking spaces and these should be additional to the provision of cycle spaces.

Parking for PTWs should be provided in a safe and secure location that is well-lit,
where there is the likelihood of general surveillance. Providing anchor points such as
low level hitching rails, hoops or posts ensures secure parking for PTWs. The anchor
provided should be of an accredited security standard.

The basic dimensions for layout of parking spaces should be on a footprint of 1.4m
(W) x 2.4m (L).

Figure 8: Motorcycle and scooter parking

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Chapter 8

Coaches Parking

Developments likely to generate coach traffic such as sports venues, public transport
interchanges, schools and tourist attractions as examples should provide
appropriate off- street parking facilities for the stopping, setting down and picking up
of passengers as well as turning facilities. The onus will be on the developer to
demonstrate to the Highway Authority that the level and layout of the provision
proposed is appropriate.

Chapter 9

Parking Standards for Use Class

The parking standards set out in this chapter are guidance on the level of the parking
required within each Use Class and as should be read in conjunction with the
previous chapters in this document.

The floor area measurements given within the parking standards in this chapter are
Gross Floor Area (GFA). The GFA is defined as the total floor area calculated from
the external dimensions of all the buildings on site.

Class A1: Shops

Shops, retail warehouses, hairdressers, undertakers, travel and ticket agencies,

post offices, pet shops, sandwich bars, showrooms, domestic hire shops, and dry
cleaners

Use Vehicle Cycle Motorcycle/sco Disabled

oter

A1 1 space per 1 space per 1 space + 1 per 10% of the

(excluding 25 sqm 200 sqm for 20 car spaces ( total car
food staff and 1 for 1st 100 car parking

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store) space per spaces), then 1 spaces
200 sqm for space per 30 car
A1 (food 1 space per
customers spaces ( over
stores 20 sqm
100 car spaces)

Class A2: Financial and Professional Services

Banks, building societies, estate and employment agencies, professional and

financial services and betting shops

Use Vehicle Cycle Motorcycle/scooter Disabled

A2 1 space per 1 space per 1 space + 1 per 20 10% of the

25 sqm 100 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
space per 200 1 space per 30 car spaces
sqm for spaces ( over 100 car
customers spaces)

Class A3: Restaurants and Cafes

For the sale of food and drink for consumption on the premises - restaurants, snack
bars and cafes

Use Vehicle Cycle Motorcycle/scooter Disabled

A3 1 space per 1 space per 1 space + 1 per 20 10% of the

14 sqm 60 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
space per 60 1 space per 30 car spaces
sqm for spaces ( over 100 car
customers spaces)

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Class A4: Drinking establishments

Public houses, wine bars or other drinking establishments

Use Vehicle Cycle Motorcycle/scooter Disabled

A4 1 space per 1 space per 1 space + 1 per 20 10% of the

14 sqm 60 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
space per 60 1 space per 30 car spaces
sqm for spaces ( over 100 car
customers for spaces)
customers

Class A5: Hot Food Takeaways

For the sale of hot food off the premises

Use Vehicle Cycle Motorcycle/scooter Disabled

A5 1 space per 1 space per 1 space + 1 per 20 10% of the

20 sqm 60 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
space per 60 1 space per 30 car spaces
sqm for spaces ( over 100 car
customers spaces)

Class B1: Business

Offices, research and development, and light industry

Use Vehicle Cycle Motorcycle/scooter Disabled

B1 1 space per 1 space per 1 space + 1 per 20 10% of the

30 sqm 100 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
space per 200 1 space per 30 car spaces
sqm for spaces ( over 100 car
customers spaces)

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Class B2: General industrial

Use Vehicle Cycle Motorcycle/scooter Disabled

B2 1 space per 1 space per 1 space + 1 per 20 10% of the

50 sqm 200 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
space per 200 1 space per 30 car spaces
sqm for spaces ( over 100 car
customers spaces)

Class B8: Storage and distribution

Use Vehicle Cycle Motorcycle/scooter Disabled

B8 1 space per 1 space per 1 space + 1 per 20 10% of the

120 sqm 500 sqm for car spaces ( for 1st total car
staff plus 1 100 car spaces), then parking
B8 with retail 1 space per space per 1 space per 30 car spaces
120 sqm + 1 1000 sqm for spaces ( over 100 car
space per 25 customers spaces)
sqm for the
retail area for
customer
parking

Class C1: Hotels

Hotels, boarding or guest houses

Use Vehicle Cycle Motorcycle/scooter Disabled

C1 1 space per 1 space per 5 1 space + 1 per 20 10% of the

bedroom staff plus 1 car spaces ( for 1st total car
space per 5 100 car spaces), then parking
bedrooms 1 space per 30 car spaces
spaces ( over 100 car
spaces)

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Class C2: Residential Institutions

Residential care homes, hospitals, nursing homes, boarding schools, residential

colleges and training colleges

Use Vehicle Cycle Motorcycle/scooter Disabled

C2 1 space per 1 space 1 space + 1 per 20 10% of the

full time per 5 staff car spaces ( for 1st total car
Residential home equivalent 100 car spaces), then parking
staff + 1 1 space per 30 car spaces
visitor space spaces ( over 100 car
per 3 beds spaces)

Hospital 1 space per 1 space

2 employees per 4 staff
Treatment centres plus 1 per
( e.g. ISTC with 1 space per 5 bed
over night 3 beds for spaces
facilities) visitors

1 space per
consulting
for
outpatients

Residential 1 space per 1 space

education full time per 5 staff
establishments – equivalent
primary/secondary staff

Residential 1 space per

education full time
establishments - equivalent
further / higher staff + 1
education space per 5
students

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Class C2A: Secure residential institution

Use for provision of secure residential accommodation, including prisons, young

offenders institutes, detention centre, secure training centre, custody centre, short
term holding centre, secure hospital, secure local authority accommodation and
military barracks

Use Vehicle Cycle Motorcycle/scooter Disabled

C2A 1 space per 1 space per 5 1 space + 1 per 20 10% of the

full time staff, full time staff, car spaces ( for 1st total car
visitors – to be visitors – to 100 car spaces), then parking
considered on be considered 1 space per 30 car spaces
a case by on a case by spaces ( over 100 car
case basis. case basis. spaces)

Class C3: dwelling houses

Family homes, including sheltered housing

Use Vehicle Cycle Motorcycle/scooter Disabled

C3 1 space per 1 secure N/A N/A if

dwelling, plus covered parking is
1 bed visitor spaces space per in curtilage
of 1 per bedroom of dwelling
dwelling
across the
development

2 /3bed 2 spaces per

dwelling, plus
visitor spaces
at 1 per
dwelling
across the
development

4+ beds 3 spaces per

dwelling , plus

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 visitor spaces
at 1 per
dwelling
across the
development

Retirement 1 space per 1 secure 1 space + 1 per 20 10% of the

development( dwelling covered car spaces ( for 1st total car
warden assisted space per 100 car spaces), then parking
independent visitor spaces bedroom 1 space per 30 car spaces
living 0.5 per spaces ( over 100 car
accommodation) dwelling spaces)
across the
development

Class C4: Houses in Multiple Occupation

Use Vehicle Cycle Motorcycle/scooter Disabled

C4 1 space per 1 secure N/A N/A

bedroom covered
space per
bedroom

Class D1: non – residential institutions

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.

Use Vehicle Cycle Motorcycle/scooter Disabled

D1 1 space per 1 space 1 space + 1 per 20 10% of the

full time per 4 staff, car spaces ( for 1st total car
Medical Centres staff, + 3 plus 1 100 car spaces), then parking
per space per 1 space per 30 car spaces
consulting consulting spaces ( over 100 car
room room spaces)

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Crèche, child care 1 space per 1 space
full time per 4 staff,
staff, drop plus 1
off /pick up space per
facilities at 1 10 child
space per 4 places
children

Day care centre 1 space per 1 space

full time per 4 staff
staff, drop
off /pick up
facilities at 1
per 4
participants

Education- 1 space per 1 space

primary/secondary full time per 4 staff
staff, pro plus 1
rata for part space per
time staff 10% of
pupil
1 space per numbers
15 pupils for
visitors and
sixth form
students

School drop
– off and
pick up at a
rate of 25%
of all traffic
generated
by the
facility.

Education 1 space per 1 space

further/higher full time staff per 4 staff
+ pro rata plus 1
for part time space per
staff 10% of
pupils
1 space per
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 10 students
for visitor
and student
parking

Art galleries, 1 space per 1 space

museums, public 30 sqm per 4 staff
/exhibition hall plus 1 per
50 sqm for
Places of worship, 1 space per visitors
libraries 30 sqm

Class D2: Assembly and leisure

Cinemas, music and concert halls, bingo and dance halls, swimming baths, skating
rinks, gymnasiums or sports halls

Use Vehicle Cycle Motorcycle/scooter Disabled

D2 10 spaces 1 space + 1 per 20 10% of the

plus 1 space car spaces ( for 1st total car
Cinema 1 space per 5 per 10 100 car spaces), then parking
seats vehicle space 1 space per 30 car spaces
spaces ( over 100 car
D2 -other 1 space per 10 spaces spaces)
uses 22 sqm plus 1 space
per 10
vehicle space

Sports 20 spaces per 10 spaces

grounds pitch plus 1 plus 1 space
space per 5 per 10
spectator vehicle space
seats

Swimming 1 space per 10 spaces

polls, gyms, 10 sqm of plus 1 space
sports halls public area per 10
vehicle space

Golf clubs 3 spaces per 10 spaces

plus 1 space
25
 hole per 10
vehicle space

Class: Sui generis uses

Theatres, houses in multiple occupation, hostels, scrap yards, filling stations, car
sales and show rooms, retail warehouse, clubs, nightclubs, launderettes, taxi
businesses, amusement centres and casinos

Use Vehicle Cycle Motorcycle/scooter Disabled

Sui generis
uses

Large houses
in multiple 1 space per 1 secure N/A N/A
occupation bedroom covered
space per
bedroom

Bus station Considered on Considered

individual merit on
Considered 5 spaces per individual
on individual bus bay merit
merit

Rail station Public parking 1 space per 1 space + 1 per 20 10% of the
by individual 5 car parking car spaces ( for 1st total car
negotiation spaces 100 car spaces), then parking
1 space per 30 car spaces
1 space per spaces ( over 100 car
fulltime spaces)
member of
staff + pro rata
for part time
staff

Caravan 1 space per 1 space per 1 space + 1 per 20 10% of the

Parks pitch + 1 4 pitches car spaces ( for 1st total car
space per full 100 car spaces), then parking
time staff 1 space per 30 car spaces
spaces ( over 100 car
spaces)

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Car parks Individual 1 space per 1 space + 1 per 20 10% of the
merit 10 car car spaces ( for 1st total car
parking 100 car spaces), then parking
spaces 1 space per 30 car spaces
spaces ( over 100 car
spaces)

Cash & 1 space per 1 space per 1 space + 1 per 20 10% of the
carry/retail 30sqm 4 staff car spaces ( for 1st total car
warehouse 100 car spaces), then parking
1 space per 30 car spaces
spaces ( over 100 car
spaces)

Conference 1 space per 3 1 space per 1 space + 1 per 20 10% of the

facilities seats 4 staff plus car spaces ( for 1st total car
visitor 100 car spaces), then parking
parking 1 1 space per 30 car spaces
space per 10 spaces ( over 100 car
car parking spaces)
spaces

Garden 1 space per 1 space per 1 space + 1 per 20 10% of the

centre 40 sqm 4 staff plus car spaces ( for 1st total car
visitor 100 car spaces), then parking
parking 1 1 space per 30 car spaces
space per 10 spaces ( over 100 car
car parking spaces)
spaces

Hostel 1 space per 1 space per 1 space + 1 per 20 10% of the

full time staff 4 staff car spaces ( for 1st total car
100 car spaces), then parking
1 space per 30 car spaces
spaces ( over 100 car
spaces)

Marina 1 space per 1 space per 1 space + 1 per 20 10% of the

full time staff + 4 staff plus car spaces ( for 1st total car
1 space per 2 visitor 100 car spaces), then parking
mooring parking 1 1 space per 30 car spaces
berths space per 10 spaces ( over 100 car
car parking spaces)

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 spaces

Motor vehicle 1 space per 1 space per 1 space + 1 per 20 10% of the
service full time staff + 4 staff plus car spaces ( for 1st total car
centre 1 space per visitor 100 car spaces), then parking
35sqm parking 1 1 space per 30 car spaces
space per 10 spaces ( over 100 car
car parking spaces)
spaces

Motor vehicle 1 space per 1 space per 1 space + 1 per 20 10% of the
sales and 45 sqm show 4 staff plus car spaces ( for 1st total car
show rooms area visitor 100 car spaces), then parking
parking 1 1 space per 30 car spaces
space per 10 spaces ( over 100 car
car parking spaces)
spaces

Vehicle 1 space per 1 space per 1 space + 1 per 20 10% of the

rental/hire full time staff 4 staff plus car spaces ( for 1st total car
at site base + visitor 100 car spaces), then parking
an allowance parking 1 1 space per 30 car spaces
for hire space per 10 spaces ( over 100 car
vehicle and car parking spaces)
visitors spaces
parking

Petrol filling 1 space per 1 space per 1 space + 1 per 20 10% of the
station 25 sqm of 4 staff plus car spaces ( for 1st total car
retail space visitor 100 car spaces), then parking
parking 1 1 space per 30 car spaces
space per 6 spaces ( over 100 car
car parking spaces)
spaces

Nightclubs 1 space per 1 space per 1 space + 1 per 20 10% of the

full time 4 staff car spaces ( for 1st total car
member of 100 car spaces), then parking
staff 1 space per 30 car spaces
spaces ( over 100 car
spaces)

Recycling 1 space per 1 space per 1 space + 1 per 20 10% of the

centre/civic full time staff + car spaces ( for 1st total car
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amenity drop 4 staff 100 car spaces), then parking
off/waiting 1 space per 30 car spaces
facilities for spaces ( over 100 car
the users of spaces)
the site

Stadiums 1 space per 1 space per 1 space + 1 per 20 10% of the

full time staff + 4 staff plus car spaces ( for 1st total car
1 space per visitor 100 car spaces), then parking
15 spectators parking 1 1 space per 30 car spaces
+ coach space per 10 spaces ( over 100 car
parking car parking spaces)
spaces

Taxi/Minicab 1 space per 1 space per 1 space + 1 per 20 10% of the

hire full time base 4 staff car spaces ( for 1st total car
site staff + 1 100 car spaces), then parking
space per 5 1 space per 30 car spaces
registered spaces ( over 100 car
vehicles spaces)

Theatres 1 space per 3 1 space per 1 space + 1 per 20 10% of the

seats + coach 4 staff plus car spaces ( for 1st total car
parking visitor 100 car spaces), then parking
parking 1 1 space per 30 car spaces
space per 10 spaces ( over 100 car
car parking spaces)
spaces

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Chapter 10 Lorry Parking Standards

The following minimum lorry (HGV) parking standards will apply to developments
(based on the Town and Country Planning (Use Classes) Order 1987 (as
amended). These are expressed as minima.

USE CLASS DESCRIPTION LORRY PARKING STANDARD

A3 Food and drink-transport 1 space per 4m 2
cafes
First 235m2 - 1
unloading/manoeuvring space per unit
235m2 - 800m2 -1 unloading/
Business/ general, manoeuvring space plus 1 waiting
B1/B2 B3-B7 industrial and special space per unit Over 800m2 - 1
industrial loading bay 800m2 plus waiting space
at each bay for 1 additional vehicle of
the largest type likely to be used for
servicing requirements
First 235m2 - 1
unloading/manoeuvring space per unit
235m2 - 800m2 -1 unloading/
manoeuvring space plus 1 waiting
B8 Storage and distribution space per unit Over 800m2 - 1
loading bay 800m2 plus waiting space
at each bay for 1 additional vehicle of
the largest type likely to be used

B8 Open storage uses 1 space per unit/area

SUI GENERIS 1 unloading/manoeuvring space: unit

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DRAFT NORTHAMPTONSHIRE PARKING STANDARDS

For additional information please contact the relevant Highways

Development Control Team:
Daventry District - [email protected]

South Northamptonshire District - [email protected]

Northampton Borough Council – [email protected]

Wellingborough Borough Council – [email protected]

East Northamptonshire Council - [email protected]

Corby Borough Council – [email protected]

Kettering Borough Council – [email protected]

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